• FAA Advisory Circular AC 121-22, Maintenance Review Board Report Maintenance Type Board Procedures, current edition.
• EASA Doc # C.I011-01, Maintenance Review Board Team.
• Transport Canada TP 13850, Scheduled Maintenance Instruction Development Process Manual.
Page 34 Par 7-2
CHAPTER 8. MAINTENANCE TYPE BOARDS PROCESS
8-1. GENERAL. The Maintenance Type Boards (MTB) process permits type certificate (TC) applicants to develop minimum scheduled interval/tasking requirements when air operators are not available to participate in the process. The MTB and Maintenance Review Board (MRB) processes are similar, except with the MTB process there is limited or no operator participation.
MTB maintenance instructions are developed using current Air Transportation Association of America (ATA) Maintenance Steering Group (MSG) analytic logic. The minimum scheduled interval/tasking requirements are published as manufacturer recommendations.
8-2. MTB PROCESS APPLICABILITY. The MTB process applies to transport-category aircraft originally type certificated for nine or less passengers and less than 33,000 lb, or helicopters originally type certificated for nine or less passengers and less than 20,000 lb.
Original equipment manufacturers (OEM)/type certificate holders (TCH) for these aircraft have the option to use the MRB process.
a. Where United States is the State of Design. Where the Federal Aviation Administration (FAA) is the primary type certification authority, the applicant who is seeking a TC for a new or a derivative aircraft for which this chapter is applicable may develop their scheduled maintenance instructions in accordance with an MTB or request the Aircraft Evaluation Group (AEG) to convene an MRB.
b. Where United States is Not the State of Design. A foreign applicant who is seeking, or intending to seek, an FAA type certificate for a new or a derivative aircraft for which this chapter is applicable, will invite the FAA AEG to discuss the process under which the scheduled maintenance instructions have been or will be developed, and how the FAA might accept that process.
c. Analytic Logic to Use for Scheduled Maintenance Task Development. Use the most current version of the MSG logic when initiating a new MTB. Electrical wiring interconnection system (EWIS)/enhanced zonal analysis procedure (EZAP) analysis may be necessary if applicable by certification rule.
8-3. MTB AUDIT PROCESS.
a. Audit of the Completed Analytical Process. All OEMs/TCHs of type certificated aircraft for which an MTB Report (MTBR) has been developed must maintain records of the analysis performed in a manner such that the FAA may conduct an audit of the complete initial analytic process, and any subsequent analytic processes, that have led to an amendment of the initial MTBR.
b. Validation of the Associated Maintenance Procedures. The OEM/TCH must develop internal instructions and guidelines to enable the validation of all maintenance procedures written to support MTBR tasks and then the OEM/TCH must validate those maintenance procedures.
The objective of the validation is to ensure that the procedure can be performed and that the procedure meets the intent of the MTBR task. Where and when requested by FAA, the OEM/TCH must make available a completed aircraft and the necessary qualified maintenance personnel to demonstrate to the FAA that Failure Effect Category 5 and 8 safety tasks, at a Par 8-1 Page 35
minimum, can be adequately performed and that the procedure meets the intent of the MTBR task. Additional tasks may be validated at FAA’s discretion.
8-4. MTB REPORT.
a. General. The MTBR contains the minimum scheduled interval/tasking requirements necessary for a transport-category aircraft. MTBRs are living documents that must be reviewed annually to ensure that they reflect the current lessons learned from aircraft operation experience.
In this manner, the continuing airworthiness of an aircraft fleet is ensured and only those tasks that are applicable and effective are performed.
b. MTBR Review and Approval. The OEM/TCH applicant is responsible for developing a proposed MTBR and presenting it to the AEG for approval. The MTBR format and content criteria should be aligned with the criteria used for the Maintenance Review Board report, as found in Chapter 6. Once approved, the OEM/TCH holder publishes the MTBR as part of the aircraft’s instructions for continued airworthiness (ICA). It is a means of complying in part with the maintenance instruction requirements of Appendix H of Title 14 of the Code of Federal Regulations (14 CFR) part 25, and Appendix A of 14 CFR part 29 as required by part 25, § 25.1529 and part 29, § 29.1529. The AEG must approve the MTBR, as well as subsequent changes, before it becomes available for use by U.S. operators.
NOTE: MTBR tasks will be identified as such in the ICA and can only be changed through the MTB process.
c. Disapproval of Proposed MTB Reports or MTBR Revisions. The MTB chairperson will notify the OEM/TCH in writing of the disapproval of the MTBR or of any subsequent revision. The letter will include the specific reason(s) for the disapproval.
d. Publication of the MTBR. When an MTBR has been produced, the OEM/TCH will publish it as part of the ICA for the aircraft.
e. MTBR Annual Review.
(1) The MTBR is intended to be an up-to-date document, and as a consequence, the OEM/TCH and the MTB chairperson should conduct a joint review, at least annually, to determine the need for revisions. Results of these reviews are to be documented by the MTB chairperson for inclusion in the MTB historical file.
(2) The OEM/TCH and the MTB will convene and evaluate proposed changes to the MTBR. Proposed changes and their supporting data are submitted to the MTB chairperson.
Approval or disapproval of the proposed changes must be processed in the same manner as outlined for the initial MTBR approval/disapproval. Any changes to the MTBR must follow the optimization process in Chapter 12.
8-5. POLICY AND PROCEDURES HANDBOOK.
a. General. The OEM/TCH must develop an internal policy and procedures document or handbook for the purpose of managing the MTB process. The FAA recommends that the format Page 36 Par 8-3
and content of the Policy and Procedure Handbook (PPH) outline be adopted for the MTB process (refer to Appendix 3). Present a copy of the PPH to the MTB chairperson for AEG review and acceptance before beginning any task development work. All participants in the MTB process are to use the PPH as the standard to conduct the MTB process. Regulatory authority and industry experience have indicated that the following information is expected in each PPH for the successful latest version of MSG process and development of a MRBR:
b. Process Flowchart. A process flowchart describing the MTBR scheduled maintenance task development and minimum interval/tasking requirements process and its relationship to the development of ICAs is below.
FIGURE 8-1. MAINTENANCE TYPE BOARD FLOWCHART Maintenance Type Board Timeline (MTB Is active throughout the alrcraft Infecycle) Maintenance Type Board Process Aircraft Operational Life TC Applicant Tasks & Intervals Proposed MTB TC Applicant/ Holder Revlew requests FAA to convene TITE Operators provide the TC Holder with reports of task adequacy, task failures, unanticipated teering Committ MTB Chair problems, and age-condition information Acceptance Analysis Approves Repor Revlews and adjust task intervals. Operators assist the TC necessary to substantiate the tasks and to holder to perform age-exploration sampling WG Analysis MTB & WG Manufacturers -Operators -MTB Advisors MTB Report ACE/ECO Observers Operators implement the maintenance Discussion, feedback & | Maint Prop B program provided in the ICA or develop their Manufacturer rationalization of CMRs _ Syst/Power! own program, based on the initial prepares design & Structural Pro maintenance program requirements experlence data for analysis and Zonal Prog contained in the ICA and service experience review for WGs and MTB Type Certification ICA Application for TO Inal Design stablished tenance Manual Maintenance Instructions Introduction Scheduling Info before Issuance of first A/W ICA acceptance required Systems Descriptior certificate or delivery of first A/W Control & Operation _ Trubleshoating Inti A/C to customer, whichever CMRS Is later Limitations Servicing Info Finalized Identified CMM may be utilzed A/W ATA ISpec 220D, GAMA Limitations Spec 2 & 7, or AECMA Approved by FAA ACO Approved by FAA ACO ALICMR Special Tools 10000 or other acceptable ICA format Pre-Type Certification Post Type Certification
8-6. OEM/TCH REPRESENTATIVES. Representatives of the OEM/TCH who are engaged in performing the analysis for an MTB process must meet the following criteria.
a. Experience. Representatives must have relevant maintenance engineering experience on an equivalent aircraft type, system, or component.
Par 8-5 Page 37
b. Training. Representatives must have undergone training in the analytic logic process to be used.
8-7. REGULATORY AUTHORITIES RESPONSIBILITY. When the OEM/TCH formally notifies the AEG of the intention to develop an MTB proposal, the AEG manager will assign a qualified person as MTB chairperson to establish and manage the MTB. The MTB chairperson selects MTB members/working group (WG) advisors.
a. MTB Chairperson. The MTB chairperson is responsible to perform the following functions:
(1) Determine the number and type of FAA personnel that are necessary, and then organize them into an MTB.
(2) Provide the OEM/TCH with the names of FAA/AEG MTB personnel, their affiliations, assignments, and changes as they occur.
(3) Establish and maintain a file of all MTB proceedings for the MTB historical file.
(4) Establish the extent of regulatory authority participation and assignment of WG advisors.
(5) Ensure that the OEM/TCH provides the necessary technical and analytical logic training to MTB members/WG advisors.
(6) Attend steering committee (SC) meetings.
(7) Offer advice to the SC and the WGs.
(8) Provide oversight of the TCH/OEM validation of the Associated Maintenance Procedures.
(9) Review reports from previous SC meetings (if applicable) and from the WG members.
(10) Approve the MTBR, and revisions.
b. MTB Members. MTB members are expected to meet or have the equivalent experience and training this chapter requires. In addition, the MTB members are expected to perform the following functions:
(1) Attend WG meetings and provide guidance to the WG members.
(2) Review WG meeting minutes and provide progress reports to the MTB chairperson before the next scheduled SC meeting. This review will contain an assessment of WG activities, including a notification of any controversy or potential problem areas.
(3) Attend SC meetings, as invited by the MTB chairperson, in coordination with the OEM/TCH.
Page 38 Par 8-6
(4) Attend MTB meetings.
(5) Provide oversight of the TCH/OEM validation of the Associated Maintenance Procedures.
c. Experience and Training Requisites. MTB members must meet the following levels:
(1) Experience:
(a) Valid FAA aircraft mechanic certificate, or
(b) Practical experience and theoretical training that is equivalent, or
(c) Practical training and experience on an equivalent aircraft type or system, or
(d) Practical industry experience as an aircraft maintenance inspector.
(2) Training:
(a) Aircraft-specific training.
(b) MSG training.
Par 8-7 Page 39 (and 40)
Par 9-1 Page 41 CHAPTER 9. OEM TCH RECOMMENDED MAINTENANCE PROCESS
9-1. GENERAL. Original equipment manufacturers (OEM)/type certificate holders (TCH) of airplanes that are less than 12,500 lb, or helicopters that are to be type certificated (TC) in the normal category less than 7,000 lb may develop their scheduled interval/tasking requirements in accordance with the OEM/TCH internal processes. The OEM/TCH must meet the requirements of Federal Aviation Administration (FAA) Order 8110.54, Instructions for Continued Airworthiness: Responsibilities, Requirements, and Contents, current edition, in addition to the criteria below. OEMs/TCHs for these aircraft have the option to use the Maintenance Type Board process or Maintenance Review Board (MRB) process.
9-2. RECOMMENDED MAINTENANCE PROCESS APPLICABILITY.
a. United States is the State of Design. The FAA is the primary type certification authority, the OEM/TCH who is applying for a TC for a new or a derivative aircraft for which this chapter is applicable may develop its scheduled maintenance instructions in accordance with a recommended maintenance process.
b. United States is Not the State of Design. A foreign applicant who is applying for an FAA TC for a new or a derivative aircraft for which this chapter is applicable, will invite the FAA Aircraft Evaluation Group (AEG) to discuss the process under which the scheduled maintenance instructions will be developed, and how the FAA may accept that process.
9-3. RECOMMENDED MAINTENANCE PROCESS AUDITS.
a. Audit of the Completed Analytical Process. All OEM/TCH must maintain records of the analysis to develop their scheduled maintenance instructions. OEMs/TCHs must keep the records in such a manner that the FAA may readily audit the analytic process and any subsequent analytic processes that may lead to an amendment of the minimum scheduled interval/tasking requirements.
b. Validation of the Associated Maintenance Procedures. The OEM/TCH must develop internal instructions and guidelines to enable the validation of all maintenance procedures written to support scheduled maintenance tasks; the OEM/TCH must then validate those maintenance procedures. The objective of the validation is to ensure that it is possible to perform the procedure and that the procedure meets the intent of the scheduled maintenance instruction.
Where and when requested by FAA, the OEM/TCH must make available a completed aircraft and the necessary qualified maintenance personnel to demonstrate to the FAA that any particular maintenance procedure can be adequately performed, and that the procedure meets the intent of the scheduled maintenance task.
9-4. SCHEDULED MAINTENANCE INSTRUCTION.
a. Scheduled Maintenance Instruction Review and Approval. The instructions for continued airworthiness (ICA), as published by the OEM/TCH, must contain a statement for the scheduled maintenance instruction development that states that the scheduled maintenance instructions and their associated procedures have been reviewed and approved for use by operators, and identify any limitations applicable when implementing the instructions.
b. Scheduled Maintenance Instruction Publications. The OEM/TCH must publish the scheduled maintenance instructions as part of the aircrafts ICA. It is the responsibility of the OEM/TCH to issue amendments to the ICA as required.
c. Scheduled Maintenance Instruction Development as a Living Document. Before FAA acceptance of the scheduled maintenance instructions as part of the aircraft’s OEM/TCH process, the OEM/TCH must develop an auditable system for continuing analysis of all tasks included within the maintenance instructions. As part of the continuing analysis system, the OEM/TCH should address the following:
(1) A system for acquiring from operators reports related to adequacy of task, failures, failure frequencies, and the consequence of the failure.
(2) An age-exploration system for the continuous evaluation of age–condition information for the substantiation of current task intervals and for the adjustment of task intervals.
(3) A system for controlling the addition of new scheduled tasks, to ensure that they are applicable and effective.
(4) A system for the periodic evaluation of all tasks in the program to eliminate those that are no longer applicable and effective.
(5) A system for evaluating unanticipated problems and determining the appropriate action.
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CHAPTER 10. MRBR/MTBR LOW UTILIZATION
MAINTENANCE REQUIREMENTS
10-1. GENERAL. A logic process is necessary to ensure minimum scheduled interval/tasking requirements are met for low utilization aircraft. This will ensure early detection of deterioration in areas that are sensitive to time rather than cycles or flight hours.
10-2. APPLICABILITY. These requirements apply to aircraft that have a Maintenance Review Board Report (MRBR) and Maintenance Type Board Report (MTBR) or have been analyzed under the Maintenance Steering Group (MSG) to define the minimum scheduled interval/tasking requirements.
10-3. REQUIREMENTS. The OEM/TCH should specify low-utilization parameters in its Policy and Procedure Handbook/MRBR/MTBR. The intervals for tasks identified in the MRBR/MTBR are based on normal utilization. Operators deviating substantially below normal type utilization should consider the application and employment of a low-utilization program based on calendar time. Tasking requirements will be addressed on a task-by-task basis to ensure the proper utilization parameter.
a. When the aircraft has been analyzed using MSG logic, it is not necessary to revisit the analysis before applying the proper low-utilization parameter for a task.
b. The OEM/TCH is responsible to develop a low-utilization program. This is a stand-alone program, and not a supplement to the MRBR/MTBR.
Par 10-1 Page 43 (and 44)
Par 11-1 Page 45 (and 46) CHAPTER 11. FLIGHTCREWS ACCOMPLISHING MAINTENANCE
11-1. GENERAL. This section addresses flightcrew performing maintenance tasks. Title 14 of the Code of Federal Regulations (14 CFR) defines people authorized to accomplish maintenance.
Flight crews cannot take credit for any Maintenance Review Board Report/Maintenance Type Board Report tasks.
11-2. APPLICABILITY. Inspections are considered maintenance. This is based on 14 CFR part 43, § 43.7(f), which states: “A person holding at least a private pilot certificate may approve an aircraft for return to service after performing preventive maintenance under the provisions of § 43.3(g).” Flightcrews are not permitted to accomplish any maintenance accomplished outside the scope of preventive maintenance as defined in part 43 Appendix A(c). Commercial operations under 14 CFR part 119 are not allowed to accomplish maintenance/preventive maintenance tasks without an exemption to perform those tasks. The only exception to this is rotorcraft under part 43, § 43.3(h).