Low utilisation maintenance programmes 27.1 A maintenance-planning document is produced by the manufacturer, which is based on an aircraft’s “average” annual utilisation based on commercial/marketing criteria. This is applied during type certification. 27.2 It is acknowledged that the annual utilisation of certain operators is outside the range, which is termed “average” for that aircraft’s operation. 27.3 Providing the annual utilisation declared by the operator and included in the front of the maintenance programme is within the definition of the “average” (in other words what the aircraft was designed for) there is no need for a Low Utilisation Maintenance Programme (LUMP). 27.4 Where it is determined that the actual aircraft utilisation will be below the Type Certified utilisation, this should be considered as a design change.

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In such circumstances the Type Certificate holder may have developed a Low Utilisation Maintenance Programme that may be suitable for the specific operation and environment. 27.5 An operator proposing to use a Low Utilisation Maintenance Programme should have consulted the Type Certificate holder for technical support in developing their Maintenance Programme. 27.6 It is possible that ‘Hard times’ and component overhauls may be additional features. 27.7 A reliability programme will be less effective due to lack of statistical data and the MEL may need a review due to changes in the reliability of components. 27.8 Generally, the aircraft is assessed for exposure to risk of failures that are heavily dependent on: (1) Flight Cycle / Flight Hours ratio (2) Average sector length (3) Operating environment (4) Flight Hours vs. Airframe design life (5) Structures and systems loading (6) Reliability predictions For an aircraft on a LUMP normal assessments of the above may prove inadequate. It is important that special consideration is given to these in view of compromises and associated factors of low utilisation.

The Boeing 737 Next Generation (737 NG) is an example of such an aircraft. Hack de cash para wolfteam latino gratis. Performance indicators used to monitor the maintenance program and fleet. (high, average and low utilization) and maintenance scenarios (such as low.

27.9 Recommended lubrication tasks are based on average utilisation predictions therefore lubrication tasks triggered by Flight Cycles or Flight Hours will be less frequent on aircraft with low utilisation, allowing corrosion growth which could be accelerated in a harsh environment. 27.10 The operator must consult the Type Certificate holder who may only provide feedback on world fleet reports; therefore the operator will need to add its own experience from its reliability programme to include its own specific experience. 27.11 Low utilisation may lead to accumulation of moisture, reduced distribution of oil/grease and possible chemical breakdown of oil/grease. This could lead to increased internal corrosion of structures, power plants and components. 27.12 A LUMP should address the accumulation of moisture in cargo holds, door sills and require drains to be regularly checked. This is even more important in winter conditions.