IN-SERVICE RELIABILITY DATA REPORTING
Reference: 00.00.00178
Issue date: 21-APR-2021
Last check date: 21-APR-2021
A/C type/serie: A300, A300-600, A310, A318, A319, ...
ATA: 00-00
Engine manufacturer:
Supplier:
Purpose / Reason for revision: Update with new metrics (UTG), various corrections/updates (means for reporting...), reorganization
Fleet Performance
Status: Open
Status: Open
IN-SERVICE RELIABILITY DATA REPORTING
PURPOSE OF THIS DOCUMENT
This ISI supersedes the SIL 00-057.
Airbus carries out continuous, worldwide in-service reliability monitoring for all Airbus aircraft. This enables Airbus to assess and improve aircraft technical
performance while supporting Customers with improvement recommendations. Such recommendations permit Airlines to achieve cost effective
operation with competitive reliability of their Airbus aircraft fleet. This process requires the collection, on a regular basis, of Operator’s reliability reports,
before the data is processed and analyzed in Airbus.
This ISI details the reporting requirements Airbus has of Operators, and associated metrics. Several types of data are necessary and a detailed description
of each is given in the relevant section. Definitions include those of the Common Support Data Dictionary (CSDD) which belongs to ATA (Air
Transportation Association).
Each type of report should be submitted for each Airbus aircraft type present in the Operators’ fleet. Official reliability reports produced by the airline
should also systematically be transmitted to Airbus.
TABLE OF CONTENTS
Contents
PURPOSE OF THIS DOCUMENT
1
1. INTRODUCTION
3
2. DEFINITIONS & METRICS
5
2.1. COLLECTED OBJECTS
5
2.1.1. Events
5
2.1.2. FHTO
9
2.1.3. Engine Utilization
10
2.1.4. Logbooks
11
2.1.5. LRUs13
2.1.6. Direct Maintenance Costs
16
2.1.7. Supplier Shop Findings
17
2.2. ADDITIONAL DEFINITIONS
23
2.2.1. Fleet information (AIRCRAFT STATUS INFORMATION)
23
2.2.2. LRU Removal detailed definitions
25
2.2.3. Other26
2.3. PERFORMANCE METRICS
27
2.3.1. Fleet utilization
27
2.3.2. Dispatch metrics
29
2.3.3. Service difficulty metrics
29
2.3.4. Component Reliability
32
3. DATA TO REPORT & TIMESCALE
32
4. REPORTING MEANS
34
4.1. RELIABILITY DATA
34
4.1.1. Full automated transfer through Skywise
34
4.1.2. Data Loading Interface (DLI)
34
4.1.3. Legacy “Full Automated Data Transfer”
37
4.2. DIRECT MAINTENANCE COSTS DATA
38
5. METRICS VISUALIZATION MEANS
39
6. EVENTS CHARGEABILITY GUIDELINES
40
1. INTRODUCTION
Depending on the type of reported data, data files provided to Airbus must include mandatory fields described hereafter:
Manufacturing Serial Number (MSN)
A number assigned to identify the specific aircraft during the production/manufacturing process.
Source: ATA CSDD (Manufacturing Serial Number definition)
� Mandatory data if Aircraft Registration not provided
Note: MSN = 1 letter + 5 digits (eg N01234)
A/C Type
Letter
A220
C
A300, A300-600, A310
W
A318, A319, A320, A321 N
A330, A340
L
A350
P
A380
R
Aircraft Registration Number
The registration identity assigned to each individual aircraft by the cognizant national authority. The registration number is unique to an operator,
country, and time.
Source: ATA CSDD (Aircraft Registration Number definition)
� Mandatory data if Manufacturing Serial Number not provided
Model
Identifies engine or aircraft model designation. May include a model dash number (e.g. A340-500).
Source: ATA CSDD (Model definition)
� Mandatory data
Part Number
The manufacturer's, supplier's or industry standard identity for the subject part, assembly, kit or material item. Part Number, when linked with its
Manufacturer Code unambiguously identifies a given item.
Source: ATA CSDD (Part Number definition)
� Mandatory data for LRU removals, shop findings
Serial Number
A Part Serial Number (SER) or Unique Component Identification Number (UCN), along with a code identifying the party assigning it, will uniquely identify
the part throughout its life, whether or not the Part Number changes.
Source: ATA CSDD (Serial Number definition)
� Mandatory data for LRU removals, shop Findings
2. DEFINITIONS & METRICS
2.1. COLLECTED OBJECTS
2.1.1. Events
Aircraft event record contains significant events such as dispatch delays, cancellations, substitutions, air & ground turn-backs, diversions, Rejected Take
off (RTO’s), technical incidents, and structural difficulties. Events must be reported by MSN or Aircraft registration for a given period. Indeed the absence
of Event data is an important information for aircraft manufacturers and for the reliability metrics.
A technical delay occurs when the malfunctioning of an item, the checking of same or necessary corrective action, causes the final departure to be
delayed by more than a specified time after the programmed departure time in any of the following instances:
1. An originating flight departs later than the scheduled departure time.
2. A through service or turn-around flight remains on the ground longer than the allowable ground time.
3. The aircraft is released late from maintenance.
NOTE 1: A cancellation supersedes a delay (i.e., a flight which is cancelled after having been delayed, is considered to be a cancellation only - not a delay
and a cancellation).
NOTE 2: in the frame of new UTG (Unplanned Technical Grounding) measure, the event record should contains:
1. All type of technical delays, regardless of the duration (e.g. 5 min delay)
2. All aircrafts substitution due to a technical event, even if the substitution does not cause any delay departure
The following information constitutes the Events record (event can be: OI, TI or A/C substitution without OI):
Event Occurrence date
Specifies the date of the event.
Source: ATA CSDD (Event occurrence date)
� Mandatory data for delay
Delay duration
Specifies the length of delay in minutes (note: if duration is greater than 1440 minutes, the event is considered as a cancellation).
Source: ATA CSDD (Delay Time definition)
� Mandatory data for delay
Cancellation
Elimination of a scheduled trip because of a known or suspected malfunction and/or defect. NOTE: cancellation of any or all of the flight legs of a
multi-leg trip constitutes only one cancellation.
Source: ATA CSDD (Technical Cancellation definition)
� Mandatory data
In-Flight Turn Back
The return of an aircraft to the airport of origin as a result of the malfunction or suspected malfunction of any item on the aircraft.
Source: ATA CSDD (Technical Air Turn Back definition)
� Mandatory data
Technical Diversion
The landing of an aircraft at an airport other than the airport of origin or destination as a result of the malfunction or suspected malfunction of any item
on the aircraft.
Source: ATA CSDD (Technical Diversion definition)
� Mandatory data
Technical Incident
Any event of a technical nature which may be considered to significantly affect the potential airworthiness of an aircraft.
Source: ATA CSDD (Technical Incidents definition)
� Mandatory data
Airbus definition comprises the following:
● Malfunction of a system or component leading to an aborted take-off or flight interruption
● Malfunction of a system or component leading to an emergency procedure or operation
● Failure of the landing gear to extend or retract or uncontrolled movement of the gears and doors
● Loss of the landing gear brake system
● Tire burst
● Loss of more than one electric power generation system or hydraulic power system
● Flight handling degradation, vibration, buffeting
● Failure of more than one attitude, airspeed, or altitude instrument - In-flight engine flame out, shutdown
● Significant primary structural failure or damage or corrosion - Structural damage caused by engine or APU failure on ground or in-flight - False
or true warnings of fire, smoke or toxic fumes
Airbus definition reflects FAR 121.703 and DGAC rules.
Departure Station
Specifies the station location where an incident was reported and documented.
Source: ATA CSDD (Reporting Station Code definition)
� Mandatory data
Description
Provides a general description of an aircraft discrepancy that results in a complaint (documented). The purpose of the description is to facilitate further
detailed analysis.
Source: ATA CSDD (Discrepancy Complaint Text definition)
� Mandatory data
ATA
Specifies a division of data according to its system content. A system is a combination of interrelated components arranged to perform a specific
function. Each system as defined includes the basic components and all instruments, mechanical controls, electrical and hydraulic units related to the
system. Identifies the system where a maintenance activity was performed.
Source: ATA CSDD (ATA Standard Number definition)
� Mandatory data
Arrival Station
Specifies the arrival location of a specific aircraft on a specific flight leg.
Source: ATA CSDD (Arrival Station Code definition)
� Recommended data
ETOPS Phase
Specifies whether or not an event occurred during the ETOPS portion of the flight.
Source: ATA CSDD (ETOPS Phase Event Indicator definition)
� Mandatory data for ETOPS flight
Aircraft Change
The assignment of an alternate aircraft, regardless of type, to replace the aircraft originally assigned which had encountered a technical problem.
Note: any operational Interruption associated to a substitution should be attributed to the aircraft originally assigned to the flight and not the substitute
aircraft.
Source: ATA CSDD (Aircraft Substitution definition)
� Recommended data
Aborted Take-off
A Take-off which has to be discontinued for any reason.
Source: ATA CSDD (Aborted Take-off definition)
� Recommended data
Ground Interruption
Indicates that a ground interruption has occurred when an aircraft left the block and returned for a technical reason before becoming airborne, or when,
after landing, a technical problem was experienced prior to reaching the block.
Source: ATA CSDD (Ground Interruption Indicator definition)
� Recommended data
Aborted Approach
Specifies the discontinued approach for landing of an aircraft. An aborted approach might occur as a result of a reported discrepancy.
Source: ATA CSDD (Aborted Approach Indicator definition)
� Recommended data
In Flight Shut Down (Engine)
An engine shutdown which occurs at any time an aircraft is airborne or has been committed to becoming airborne. It indicates whether or not there was
an engine shut down in flight (due to crew action or due to engine self shut-down).
Warning: IFSD non-reporting could affect the Airbus ETOPS certification!
Source: ATA CSDD (In-Flight Shutdown definition)
� Recommended data
Emergency descent
Indicates a rapid reduction of flight level performed by the aircraft according to the emergency procedures as a result of the reported discrepancy.
Source: ATA CSDD (Emergency Descent definition)
� Recommended data
Work Performed
Text containing the details of a line maintenance corrective action.
Source: ATA CSDD (Maintenance Action Text definition)
� Recommended data
MEL
Minimum Equipment List - Dispatched with applicable MEL instructions invoked.
Note: For Airbus, in case of event on aircraft deferred, indicates the minimum equipment list reference (ex: ME45A24).
Source: ATA CSDD (Maintenance Action Code definition)
� Recommended data
Total Maintenance Down time (TMD)
Specifies the interval in minutes between the time an aircraft is removed from service for unplanned maintenance and the time when the aircraft is
returned to or considered available for service
Source: ATA CSDD (Total Maintenance Down time definition)
� Recommended data
Maintenance Notified time
Represent the start time in HH:MM. Will be combined with event date in the context of Operational Availability.
Source: AIRBUS
� Recommended data
2.1.2. FHTO
The Aircraft Utilization must be reported by MSN or Aircraft registration. This record is for detailing the monthly Flight hours and cycles of an operator’s
fleet. It is for the purpose of calculating KPIs such as Fleet utilization, Reliability KPIs: DR, MTBUR….
The following information constitutes the Aircraft Utilization record:
Total Flight Hours
Airborne time, i.e. wheels-off to wheels-on.
Source: ATA CSDD (Flight Hours definition)
� Mandatory data
Revenue Flight hours
Flight hours (airborne time) performed during a flight intended to generate either passenger or freight revenue (or both).
Source: ATA CSDD (Flight Hours & Revenue flight definitions)
� Mandatory data
ETOPS Flight Hours
Specifies the sum of ETOPS flight hours of an identified aircraft flown by the operator of the aircraft in the reporting period.
Source: ATA CSDD (ETOPS Flight Hours definition)
� Mandatory data for ETOPS operators
Total Take-offs
The Phase of Flight that begins when the crew increases the thrust for the purpose of lift-off. It ends when an Initial Climb is established or the crew
initiates a Rejected Take-off phase.
Source: ATA CSDD (Take-off definition)
� Mandatory data
Revenue Take-offs
Take-offs performed during a flight intended to generate either passenger or freight revenue (or both).
Source: ATA CSDD (Take-offs & Revenue flight definitions)
� Mandatory data
ETOPS Take-offs
Specifies the number of ETOPS landings on the identified aircraft flown by the operator within the reporting period.
Source: ATA CSDD (ETOPS Cycle definition)
� Mandatory data for ETOPS operators
Aircraft Days In-Service (ADIS)
The cumulative number of elapsed days that the aircraft of a given type were used in aircraft operation (in-flight or ready for flight) and not undergoing
maintenance, not parked and not stored.
Source: Airbus
� Recommended data
Aircraft Days Out-of-Service (ADOS)
The cumulated number of elapsed days that the operational aircraft of a given type were unavailable for aircraft operations due to the requirement to
perform scheduled or unscheduled maintenance with potential to return to operations.
Source: Airbus
� Recommended data
Aircraft Days Out-of-Service Scheduled (ADOSS)
The cumulated number of elapsed days that the operational aircraft of a given type were unavailable for aircraft operations due to the requirement to
perform scheduled maintenance with potential to return to operations.
Source: Airbus
� Recommended data
Aircraft Days Out-of-Service Unscheduled (ADOSU)
The cumulated number of elapsed days that the operational aircraft of a given type were unavailable for aircraft operations due to the requirement to
perform unscheduled maintenance with potential to return to operations
Source: Airbus
� Recommended data
2.1.3. Engine Utilization
The Engine/APU Utilization must be reported by MSN or Aircraft registration, Engine/APU model and Serial Number. This information is mandatory for
new aircraft programmes only.
The following information constitutes the Engine/APU Utilization record:
Engine Cumulative Total Hours
Specifies the cumulative flight hours on the identified engine flown by the operator since entry into service.
Source: ATA CSDD (Engine Cumulative Total Flight Hours definition)
� Mandatory data
APU Cumulative Total Hours
Identifies the total number of cumulative flight hours on the identified APU flown by the operator since entry into service.
Source: ATA CSDD (APU Cumulative Total Hours definition)
� Mandatory data
2.1.4. Logbooks
This record contains information that was written by Pilots, Cabin crew and Maintenance crew concerning aircraft discrepancies. It also includes the
corrective actions taken by maintenance actors. The Technical Logbooks must be reported by MSN or Aircraft registration. The following information
constitutes the Technical Logbook record.
Aircraft identifier
Identify the aircraft concerned by the logbook (MSN or registration number).
� Mandatory data
Logbook Reference
A number assigned by the operator identifying a specific occurrence of a complaint generated by an airline and recorded in a logbook (e.g., pilot, cabin.
maintenance).
Note: this reference should be able to uniquely identify a discrepancy.
Source: ATA CSDD (Operator Event Identifier Definition)
� Mandatory data
Logbook Source
Specifies who detected the discrepancy.
● CD Cargo handling crew detected
● CL Cabin crew detected
● ML Maintenance personnel detected
● PL Pilot detected
Source: ATA CSDD (Discrepancy Source Type Code Definition)
� Mandatory data
Pilot Reports (Pireps)
Suspected or known malfunctions or unsatisfactory conditions entered by the flight crew into the aircraft log and which require maintenance action.
Source: ATA CSDD (Pilot Complaints definition)
Note: for operators not differentiating Pilot and Cabin log, logbooks must be reported under Pilot reports.
� Mandatory data
Maintenance Reports (Mareps)
Logbook items initiated by maintenance personnel and not reported as part of scheduled maintenance record.
Source: ATA CSDD (Maintenance Report definition)
� Mandatory data
Cabin Reports (Careps)
Suspected or known malfunctions or unsatisfactory conditions entered by the cabin crew into the aircraft log and which require maintenance action.
Source: Airbus
� Mandatory data if not reported in the Pilot Report
Logbook Entry Date
Specifies the date on which a discrepancy (complaint) was reported.
Source: ATA CSDD (Discrepancy Complaint Date Definition)
� Mandatory data
Station (From / To)
The station where the discrepancy was recorded. The use of the 3-digits IATA code is preferred (example: YUL, TLS, SJK…).
Source: ATA CSDD (Reporting Station Code Definition)
� Mandatory data
Tech Incident Indicator
Indicates whether or not a technical incident (i.e. an event of a technical nature which may be considered to significantly affect the potential airworthiness
of the aircraft) is reported to the operator's own regulatory agency.
Must be Y (Yes) or N (No) or D (Does not apply) Blank is not an option.
Source: ATA CSDD (Technical Incident Indicator Definition)
� Recommended data
Etops Flight Indicator
Indicates whether or not a flight is categorized as ETOPS.
Must be Y (Yes) or N (No) or D (Does not apply).
Source: ATA CSDD (ETOPS Flight Indicator Definition)
Note: Blank is not an option in SPEC2000 record.
� Recommended data
Flight Type
Specifies the type of flight at the time when a discrepancy (complaint) was recorded. Permitted values are: R (Revenue), F (Ferry), N (Non-Revenue).
Source: ATA CSDD (Flight Type Code Definition)
� Recommended data
Flight Number
The Number of a specific flight designated by the aircraft operator. The Departure Flight Number is collected.
Source: ATA CSDD (Flight Number Definition)
� Recommended data
Logbook Complaint
Provides a general description of an aircraft discrepancy that results in a complaint (documented). The purpose of the description is to facilitate further
detailed analysis.
Source: ATA CSDD (Discrepancy Complaint Text Definition)
� Mandatory data
ATA
Specifies a division of data according to its system content. A system is a combination of interrelated components arranged to perform a specific
function. Each system as defined includes the basic components and all instruments, mechanical controls, electrical and hydraulic units related to the
system. Identifies the system where a maintenance activity was performed.
Source: ATA CSDD (ATA Standard Number Definition)
� Mandatory data
2.1.5. LRUs
This data type (also known as Component Removal) is for collecting LRU removal data identified by part number, serial number, Commercial And
Government Entity (CAGE) code as well as the aircraft from which it was removed and the details surrounding why the LRU needed to be removed. It is
to be completed by an aircraft operator, third party repair facility or whoever is removing the component.
Key fields will link the LRU Removal Record to the Shop Finding Record and the Aircraft Event Record. The following information constitutes the LRU
Removals record:
Aircraft identifier
Identify the aircraft from which the part has been removed (MSN or registration number)
� Mandatory data
Removal Date
The date the customer removed the subject part for cause.
Source: ATA CSDD (Part Removal Date)
� Mandatory data
Part Number (PN)
The manufacturer's, supplier's or industry standard identity for the subject part, assembly, kit or material item. Part Number, when linked with its
Manufacturer Code unambiguously identifies a given item.
Source: ATA CSDD (Part Number definition)
� Mandatory data
Serial Number (SN)
A Part Serial Number (SER) or Unique Component Identification Number (UCN), along with a code identifying the party assigning it, will uniquely identify
the part throughout its life, whether or not the Part Number changes.
Source: ATA CSDD (Serial Number definition)
� Mandatory data
Manufacturer CAGE code
The unique identifier for the manufacturer as defined by the Defense Logistics Information Service.
Source: ATA CSDD (Manufacturer CAGE code definition)
� Mandatory data
Removal Type
Identifies a specific reason for the removal of a part or component.
Source: ATA CSDD (Removal Type Code definition)
� Mandatory data
Note: Removal Type codes are the following:
● S = Scheduled
●
●
●
●
●
U = Unscheduled
R = Robbery/cannibalization
O = Other
M = Modification ( SB/VSB)
H = Health monitoring
Removal reason
This field contains the text explaining the reason a component was removed from an aircraft. It should indicate the observed failure in the operational
environment (e.g., PIREP).
Source: ATA CSDD (Removal reason text definition)
� Mandatory data
Denomination
Specifies the full descriptive name of a part or component. The textual description or functional name given to an equipment item.
Source: ATA CSDD (Part Description definition)
� Recommended data
ATA
Specifies a division of data according to its system content. A system is a combination of interrelated components arranged to perform a specific
function. Each system as defined includes the basic components and all instruments, mechanical controls, electrical and hydraulic units related to the
system. Identifies the system where a maintenance activity was performed.
Source: ATA CSDD (ATA Standard Number definition)
� Recommended data
Quantity Per Aircraft (QPA)
Denotes the quantity per aircraft of a specific part number or for a part family.
Source: ATA CSDD (Quantity Per Aircraft definition)
� Recommended data
Time Since Installation (TSI)
Time accumulated at time of removal since a given item was last installed.
Source: ATA CSDD (Time Since Installation definition)
� Recommended data
Cycle Since Installation (CSI)
The number of cycles accumulated on a given item at time of removal since the item was last installed.
Source: ATA CSDD (Cycles Since Installed at Removal definition)
� Recommended data
Days Since Installation (DSI)
The number of days accumulated on a given item at time of removal since the item was last installed.
Source: ATA CSDD (Days Since Installed at Removal definition)
� Recommended data
Time Since New (TSN)
The time accumulated on an item at the time of removal since its first installation on an aircraft.
Source: ATA CSDD (Time Since New definition)
� Recommended data
Cycles Since New (CSN)
The cycles accumulated on an item at the time of removal since the item was new.
Source: ATA CSDD (Cycles Since New definition)
� Recommended data
Days Since New (DSN)
The days accumulated on an item at the time of removal since the item was new.
Source: ATA CSDD (Days Since New definition)
� Recommended data
Time Since Overhaul
The time accumulated on an item at the time of removal since the item was last overhauled.
Source: ATA CSDD (Time Since Overhaul definition)
� Recommended data
Cycle Since Overhaul
The cycles accumulated on an item at the time of removal since the item was last overhauled.
Source: ATA CSDD (Cycle Since Overhaul definition)
� Recommended data
Days Since Overhaul
The Days accumulated on an item at the time of removal since the item was last overhauled.
Source: ATA CSDD (Days Since Overhaul definition)
� Recommended data
Part Position
Contains either the location description of the part replaced relative to the airframe or the engine/APU position (1, 2, 3, 4, etc.).
Source: ATA CSDD (Part Position)
� Recommended data
2.1.6. Direct Maintenance Costs
The Direct Maintenance Costs data shall be reported annually using a specific DMC template (so-called “MCTG toolset”). The DMC includes 8 tabs for
providing data.
Airline General Information
General information about the participating airline.
It contains the Labour rate for In-House and Subcontracted Maintenance.
Airline Fleet Info
Information about the fleet of the participating airline.
Aircraft Version, Engine Type, Average Active Fleet Size, Average Fleet Age and Utilization (Fiscal Year Flight Hours / Flight Cycles) are mandatory.
Level 1 – Maintenance Segments
This section is used for overall direct maintenance costs for the reporting period, broken down into segments (Line, Base, Component and Engine) and
elements (In-House Labour, In-House Material and Subcontracted).
Level 2.1 – Airframe Maintenance Programme and Events
This section is used for data about the airframe maintenance programme and events. Details of each check type can be reported: Number of events,
maintenance policy, Turn Around Time, total Check costs broken down into Labour, Material and Subcontracted, and detailed Check costs Man-Hours
and Material broken down into Routine and Non-Routine tasks.
Non-MPD costs can also be reported (and isolated from the Routine/Non-Routine data) such as Cabin works, painting, mods...
Level 2.2 – Detailed Engine Maintenance Events
This section drills down into the detailed engine maintenance events: removal cause, status of Life Limited Parts (LLP) replacement, maintenance policy,
engine serial number, rank of Engine Shop Visit (ESV), Turn Around Time, breakdown of costs and engine history.
Level 2.3 – Components
This section is used for data on component maintenance: intervals, yields and number of events. This section also allows collecting costs broken down
into elements (Labour, Material, Outside / Subcontract Repairs).
Maintenance Reserves
This section is used for data on Maintenance Reserves for Leased Aircraft: Maintenance Reserves types, number of aircraft and amount of the
Maintenance Reserves.
Personnel & Overhead
This section gives an overview of Technical Division costs including direct and indirect labour costs, and other overhead costs (e.g. building, tools, IT
systems, etc.).
Please see the MCTG toolset user guide for definitions of the fields
2.1.7. Supplier Shop Findings
Shop findings are requested from A/C component Suppliers.
The benefits are:
● Proactive monitoring & anticipation of issues: structured format will help to set-up KPIs and monitor LRUs performance
● Consistent view with Airbus and operators on removals’ drivers and LRU performance:
○ Contribute to operators’ satisfaction (Avoid multiple and time consuming analysis of shop findings by operators)
○ Avoid duplication of information, different interpretations
○ Knowledge and alerts sharing:
■ Airbus alerts when some KPIs (MTBUR, NFF, TSI,…) are triggered or when operators’ view is significantly different from supplier view
■ Airbus information sharing on relevant reliability data to be discussed
■ Airbus feedback on solutions’ efficiency
2.1.7.1.
Shop findings details
Aircraft identifier
Identify the aircraft from which the part has been removed (MSN or registration number)
� Recommended data
Removal Date
The date the customer removed the subject part for cause.
Source: ATA CSDD (Part Removal Date)
� Mandatory data
Part Number (PN)
The manufacturer's, supplier's or industry standard identity for the subject part, assembly, kit or material item. Part Number, when linked with its
Manufacturer Code unambiguously identifies a given item.
Source: ATA CSDD (Part Number definition)
� Mandatory data
Serial Number (SN)
A Part Serial Number (SER) or Unique Component Identification Number (UCN), along with a code identifying the party assigning it, will uniquely identify
the part throughout its life, whether or not the Part Number changes.
Source: ATA CSDD (Serial Number definition)
� Mandatory data
Shop Received Date
The date the supplier received the part on the shop floor.
Source: ATA CSDD (Shop Received Date)
� Mandatory data
Manufacturer CAGE code
The unique identifier for the manufacturer as defined by the Defense Logistics Information Service.
Source: ATA CSDD (Manufacturer CAGE code definition)
� Mandatory data
Supplier Removal Type Code
Specifies the reason for a part being returned to the shop from the shop repairer's point of view. The permitted values are:
● U = Unscheduled
● S = Scheduled
● O = other
● P = Production return (OEM)
● M = Modification
These codes (especially P and M) are to be used only in the context of shop records. These codes identify the reason why the part was sent to the shop
(from the repairer’s point of view).
Source: ATA CSDD (Removal Type Code definition)
� Mandatory data
Supplier Removal Type text
If Supplier Removal type code is O (Other) this supplier comment text is highly recommended.
Source: ATA CSDD (Supplier Removal Type text definition)
� Recommended data
Failure/Fault found code
Indicates whether or not a failure/fault is found regardless of the reason for removal. Preferred values are:
● FT - Failed test
● NA - Not applicable
● NT - No trouble found
Source: ATA CSDD (Failure/Fault Found Code definition)
� Mandatory data
Failure/Fault Induced code
Indicates whether or not a failure/fault is found regardless of the reason for removal. Preferred values are:
● IN - Induce Failure
● NI - Not induce Failure
● NA - Not applicable
Source: ATA CSDD (Failure/Fault Found Code definition)
� Highly Recommended data
Failure/Fault Confirmed
Indicates that the failure/fault found confirms the validity of a fault processed by the aircraft message system. Preferred values are:
● CM - Failure/fault confirms aircraft message
● NM - Failure/fault does not confirm aircraft message
● NA - Not applicable
Source: ATA CSDD (Failure/Fault Confirm Aircraft Message Code)
� Highly Recommended data
Failure / Fault Confirms Aircraft Part Bite Message
Preferred values are:
● CB = Failure/Fault Confirms Aircraft Part Bite Message
● NB = Failure/Fault Does Not Confirm Aircraft Part Bite Message
● NA = Not Applicable
Source: ATA CSDD (Failure/ Fault Confirms Aircraft Part Bite Message definition)
� Highly Recommended data
Hardware/ Software Failure
Indicates that the failure/fault found confirms the validity of a fault processed by the aircraft message system.
Preferred values are:
● HW = Hardware Failure
● SW = Software Failure
● NA = Not Applicable
Source: ATA CSDD (Hardware/ Software Failure Code)
� Recommended data
Repair location name
Source: ATA CSDD (Hardware/ Software Failure Code)
� Recommended data
Incoming inspection text
Source: ATA CSDD (Hardware/ Software Failure Code)
� Recommended data
Comment/remark text
Allows adding complementarity info on additional tests done for NFF conditions.
Source: ATA CSDD (Hardware/ Software Failure Code)
� Highly Recommended data
2.1.7.2.
Maintenance details
Shop Final Action Indicator
To account for where the repair was done and to prevent double counting. Final action defined as the shop returning the part certified back to service.
● True = 1
● False = 0
Source: ATA CSDD (Shop final Action Indicator definition)
� Mandatory data
Shop action text
Incoming inspection/shop action text.
Source: ATA CSDD (shop action text definition)
� Highly Recommended data
Shop Repair location code
Defines the action performed in the shop on a part or unit.
Preferred values are:
● BERP - Beyond Economic Repair
● CLBN - Calibrated
● IRTR - Incomplete Repair - transferred to another facility
● MODN - Modified
● OVHL - Overhauled
● RCRT - Recertify
● REFN - Refinish/Replate
● REPR - Repaired
● RLSW - Reloaded Software
● ROMP - Repaired per Operator maintenance program
● RPCK - Repack/Reseal
● RPLC - Replaced
● RTAS - Returned As Is - no repair performed
● RWRK - Reworked
● SADJ - Adjust
● SCRP - Scrapped
● SLRN - Shelf Life Renewal
● SPAG - Special Agreement (Code not used alone)
● TEST - Tested
● UNRP - Unrepairable
● XCHG - Exchanged
Source: ATA CSDD (Shop Repair Location Code)
� Highly Recommended data
Shop action Comment text
Use this field for detailed findings and engineering disposition results.
Source: ATA CSDD (shop action Comment text definition)
� Highly Recommended data
Time/cycle/days Information related to part in shop
Time Since Installation (TSI)
Time accumulated at time of removal since a given item was last installed.
Source: ATA CSDD (Time Since Installation definition)
� Recommended data
Cycle Since Installation (CSI)
The number of cycles accumulated on a given item at time of removal since the item was last installed.
Source: ATA CSDD (Cycles Since Installed at Removal definition)
� Recommended data
Days Since Installation (DSI)
The number of cycles accumulated on a given item at time of removal since the item was last installed.
Source: ATA CSDD (Days Since Installed at Removal definition)
� Recommended data
Time Since New (TSN)
The time accumulated on an item at the time of removal since the item was new.
Source: ATA CSDD (Time Since New definition)
� Recommended data
Cycles Since New (CSN)
The cycles accumulated on an item at the time of removal since the item was new.
Source: ATA CSDD (Cycles Since New definition)
� Recommended data
Days Since New (DSN)
The days accumulated on an item at the time of removal since the item was new.
Source: ATA CSDD (Days Since New definition)
� Recommended data
Time Since Overhaul
The time accumulated on an item at the time of removal since the item was last overhauled.
Source: ATA CSDD (Time Since Overhaul definition)
� Recommended data
Cycle Since Overhaul
The cycles accumulated on an item at the time of removal since the item was last overhauled.
Source: ATA CSDD (Cycle Since Overhaul definition)
� Recommended data
Days Since Overhaul
The days accumulated on an item at the time of removal since the item was last overhauled.
Source: ATA CSDD (Days Since Overhaul definition)
� Recommended data
2.2. ADDITIONAL DEFINITIONS
2.2.1. Fleet information (AIRCRAFT STATUS INFORMATION)
The figure below describes the hierarchy of possible aircraft statuses:
Aircraft status information (such as aircraft ownership, operator, long-term out-of-service, registration number and engine identification numbers…) is
collected by the Airbus Customer Support Director (CSD) who acts as a focal point for gathering the information below throughout the Aircraft lifecycle.
Aircraft Operator
In case an aircraft is transferred from one operator to another, the Aircraft owner shall inform the CSD about the new Operator. Usually the CSD of the
new operator is responsible for.
Aircraft Owner
In case of an Aircraft sale, the new owner of the Aircraft shall inform his Airbus CSD.
Aircraft Registration
In case of a registration change following an Aircraft transfer the new Aircraft owner shall inform his Airbus CSD about the new Aircraft registration.
In-Service Aircraft
An operational aircraft used in aircraft operations (in-flight or ready for flight) and performing in-service flights (revenue flights, other missions or
technical flights etc.) on a regular basis (at least once every 2 days).
Source: ATA CSDD + Airbus
Out-Of-Service Aircraft
An operational aircraft not used for aircraft operations due to:
● The requirement to perform scheduled or unscheduled maintenance; or
● Operational or commercial reasons
with potential to return to operations
Source: ATA CSDD + Airbus
In-Maintenance Aircraft (scheduled/planned or unscheduled/unplanned)
An aircraft will be considered to be in maintenance if the aircraft requires actions for restoring or maintaining it in serviceable condition including
servicing, repair, modification, refurbishment, overhaul, inspection and determination of condition.
Source: ATA CSDD
Stored Aircraft
An aircraft that is preserved (typically for medium to long-term periods) as per AMM 10-10-00-02 and LM/MP 10-1 “Parking and Storage Procedure”
work-steps marked in the “STOR up to 1 year” or “STOR more than 1 year” column. Only light periodic ground checks, but significant restoration
maintenance tasks are required to be performed before the aircraft re-enters service.
Source: ATA CSDD + Airbus
Parked Aircraft
An aircraft that is preserved (typically for short- to medium-term periods) as per AMM 10-10-00-02 and LM/MP 10-1 “Parking and Storage Procedure”
work-steps marked in the “PARK up to 1 MO” or “PARK more than 1 MO” column. On-going maintenance tasks are performed on a scheduled basis
such that the aircraft may be returned to service quickly, as it remains in a flight ready condition.
Source: ATA CSDD + Airbus
Retired Aircraft
Aircraft removed from service by operator/owner with no intention to return to service and no long term preservation procedure maintained.
Source: ATA CSDD
Destroyed Aircraft
Aircraft damaged beyond repair (e.g.: hull loss / scrapped beyond recovery), aircraft that will never return to service. (“scrapped” certificate is expected).
Source: ATA CSDD + Airbus
2.2.2. LRU Removal detailed definitions
Scheduled Removal
A removal of an item brought about as a result of the item's life having approached or achieved a previously defined limit.
List of removals considered as scheduled:
● Time Limit
● Cycle Limit
● Hard Time
● Worn (items that whose wear is progressive until a prescribed limit is crossed., e.g. tires, brakes)
Source: Airbus
Unscheduled Removal
The removal of an item brought about as a result of a known or suspected malfunction and/or defect. List of removals considered as unscheduled:
● Removed for malfunction (Failed/Inoperative or functional defect)
● Scheduled task that results in an unscheduled removal (typically things like backup systems that may fail without being noticed. Function tests or
operational tests are done at planned intervals to check functionality. If a test fails, removal is classified as unscheduled)
● Cut tire, Flat tire, Delamination
● Component that fails a parametric test designed to indicate impending failure (such a parametric test should be coordinated with the component
OEM)
● Bad from stock
● Erosion
● FOD
● Removed due to collateral damage
● MEL rectification
● The removal of an item to satisfy the needs of another aircraft or items
● List of removals considered as robbery/cannibalization
● Removed to be fitted on another aircraft (incl “robbery”)
Source: Airbus
Health Monitoring Removal
A removal based on recommendation of health monitoring or prognostics systems.
Source: Airbus
Other Removal
A removal of an item that is neither scheduled, unscheduled, robbery/cannibalization nor health monitoring. List of removals considered as other:
● Return of loan / Pool item
● Conveniences / Staggering
● Interchange / Swap – No further action
● AD, SB, Modification / Upgrade
● FDR download required
● Removed with Higher Assembly (removed from aircraft)
● Removed on OEM request
Source: Airbus
Production Return (OEM) Removal
Removal of parts from a parent assembly and returned to the sub-component manufacturer prior to delivery. List of removals considered as production
return. Example: OEM production line rejects.
Source: Airbus
Equipment health monitoring
Equipment health monitoring is the process by which sensory information, equipment operational and performance information, and other techniques
provide feedback about systems or equipment which can be converted to actionable operational or maintenance decisions.
Source: Airbus
2.2.3. Other
Accidental Damage
Physical deterioration of an item caused by contact or impact with an object or influence which is not a part of the aircraft, or by human error during
manufacturing, operation of the aircraft, or maintenance practices.
Source: ATA CSDD (Accidental Damage definition)
Air Interruption
Indicates an unspecified change from original flight plan due to a known or suspected malfunction and/or defect during flight (example air turn back,
diversion, enroute change of routing, etc.).
Source: ATA CSDD (Air Interruption Indicator definition)
Basic Failure
A defect, failure or damage as a result of malfunctioning of a system, unit, or part while being used in the manner for which it was designed and which
was not externally induced.
Source: ATA CSDD (Basic Failure definition)
Foreign Object Damage (FOD)
Damage to any portion of the aircraft caused by impact or ingestion of birds, stones, hail or other debris.
Source: ATA CSDD (Foreign Object Damage definition)
Landing
The Phase of Flight that begins when the aircraft is in the landing configuration and the crew is dedicated to touch down on a specific runway. It ends
when the speed permits the aircraft to be manoeuvred by means of taxiing for the purpose of arriving at a parking area. It may also end by the crew
initiating a Go-around phase.
Source: ATA CSDD (Landing definition)
Line Replaceable Unit (LRU)
A unit which can be readily changed on an aircraft during line maintenance operations. Specific A removable unit that forms a part of an aircraft system.
Source: ATA CSDD (Line Replaceable Unit definition)
Minimum Equipment List (MEL)
An approved list of items which may be inoperative for flight under specified conditions. A list of aircraft equipment that must be in good working order
before an aircraft may legally take off with passengers. Repairs to some items not essential to an aircraft’s airworthiness may be deferred for limited
periods of time approved by the FAA.
Source: ATA CSDD (Minimum Equipment List definition)
Troubleshooting
Locating and diagnosing malfunctions or breakdowns in equipment by means of systematic checking or analysis.
Source: ATA CSDD (Troubleshooting definition)
Turnaround Time
That time needed to repair, service or checkout an aircraft for recommitment to operational service or the total number of calendar days required to
complete a specified task(s) from receipt of an item by the maintenance facility to availability for issue, shipment or reuse as appropriate.
Source: ATA CSDD (Turnaround Time definition)
2.3. PERFORMANCE METRICS
2.3.1. Fleet utilization
Aircraft in fleet (ACIF)
An aircraft which is not retired nor destroyed. Note: the ACIF is computed on the selected period. Therefore, if an aircraft was in fleet during the selected
period but then retired or destroyed during the same selected period, it will be anyway counted in the ACIF. Note also that an aircraft that is probably
retired is excluded from ACIF even if it does not have an official retirement certificate.
Note: for commercial aircraft, aircraft on air carrier operations certificate.
Source: Airbus
ACIF = Delivered aircraft - retired aircraft
Aircraft in operation (ACIO)
An aircraft which is not retired nor destroyed nor in storage. The ACIO is considered at the end of the computation period.
ACIO = ACIF - (storage aircraft)
Aircraft In-Service (ACIS)
An aircraft used in aircraft operations (in-flight or ready for flight) and not undergoing maintenance, not parked and not stored. The ACIS is computed
for the month at the end of the selected period.
Source: Airbus
ACIS = ADIS / (Nbr of calendar days during the period)
ACIS = (Nbr of calendar days in the period - ADOS) / (Nbr of calendar days in the period)
If no ADOS nor ADIS is collected, the ACIS is based on the aircraft average utilization.
Annual Flight Hours (AFH)
The number of total Flight Hours over a period of 12 months.
AFH = (sum of monthly total Flight Hours over 12 months) / (sum of ACIO over 12 months) * 12
12
∑𝐹𝐻𝑡𝑜𝑡
𝑖
𝐴𝐹𝐻 =
𝑖=1
× 12
12
∑𝐴𝐶𝐼𝑂
𝑖
𝑖=1
Note: by extension, and for specific needs, this formula can be applied to a timeframe shorter or longer than 12 months
Annual Flight Cycles (AFC)
The number of total take-offs over a period of 12 months.
AFC = (sum of monthly total Flight Cycles over 12 months) / (sum of ACIO over 12 months)* 12
12
∑𝑇𝑂𝑡𝑜𝑡
𝑖
𝐴𝐹𝐶 =
𝑖=1
× 12
12
∑𝐴𝐶𝐼𝑂
𝑖
𝑖=1
Note: by extension, and for specific needs, this formula can be applied to a timeframe shorter or longer than 12 months
Average Flight Duration (AFD)
The ratio between the number of flying hours for a given period and the number of departures for the same given period.
AFD = Nbr of Revenue Flight Hours during the computation period / Nbr of Revenue Flight Cycles during the computation period.
AFD = FH rev / TO rev
Daily Utilization (DU)
The ratio between the number of flying hours for a given period and the number of aircraft in-service for the same given period.
DU = Nbr of Total Flight Hours during the computation period / Nbr of in-service aircraft days during the computation period
DU = (FH tot / ACIS) / Nb days
DU = (FH tot / ADIS)
Daily Cycles (DC)
The ratio between the number of take-offs for a given period and the number of aircraft in-service for the same given period.
DC = Nbr of Total Take-offs during the computation period / Nbr of in-service aircraft days during the computation period
DC = (TO tot / ACIS) / Nb days
DC = (TO tot / ADIS)
2.3.2. Dispatch metrics
Technical Dispatch Reliability (DR)
Technical Dispatch Reliability is the percentage of revenue departures that do not incur a primary technical delay, or a primary technical cancellation.
DR = 100 - (Nbr of chargeable interruptions on ground during a computation period / (Nbr of Revenue Flights + Nbr of cancellations during the
computation period) x 100)
DR = 100 – (DY + CN) / (TO rev + all CN) x 100
Operational Reliability (OR)
Operational Reliability is the percentage of revenue departures that do not incur a primary technical delay, primary technical cancellation, diversion or
air turn back.
OR = 100 - (Nbr of chargeable interruptions during a computation period / (Nbr of Revenue Flights + Nbr of cancellation during the computation
period) x 100)
OR = 100 - ((DY + CN + IFTB + DV) / (TO rev + all CN)) x 100
Unplanned Technical Grounding (UTG)
Unplanned Technical Grounding is the total time, for a given fleet, where A/C are unavailable
UTG = Sum of TMD / ACIO.
The Unit is Days / AC / Period (where Period is typically, a year)
2.3.3. Service difficulty metrics
Operational Interruption Rate (OIR)
Operational Interruption Rate is the number of primary technical delays, primary technical cancellations, diversions and air turn backs incurred per 100
revenue departures.
OIR = Nbr of chargeable interruptions during a computation period / (Nbr of Revenue Flights + Nbr of cancellations all chargeabilities during the
computation period) x 100
OIR = (DY + CN + IFTB + DV) / (TO rev + all CN) x 100
Aborted Approach Rate (ABA Rate)
Aborted Approach rate is the number Aborted Approach incurred per 100 revenue departures.
ABA Rate = (Nbr of Aborted Approach during a computation period / Nbr of Revenue Flights during the computation period) x 100
ABA Rate = (ABA / TO rev) x 100
Aborted Take-off Rate (ABT Rate)
Aborted Take-off rate is the number Aborted Take-off incurred per 100 revenue departures.
ABT Rate = (Nbr of Aborted Take-off during a computation period / Nbr of Revenue Flights during the computation period) x 100
ABT Rate = (ABT / TO rev) x 100
Aircraft Swap Rate (AS Rate)
Aircraft Swap Rate is the number Aircraft swap incurred per 100 revenue departures.
AS Rate = (Nbr of Aircraft swaps during a computation period / Nbr of Revenue Flights during the computation period) x 100
AS Rate = (AC / TO rev) x 100
Average Delay Duration (ADD)
Average Delay Duration is the number of minutes in average for all primary technical delays incurred per 100 revenue departures.
ADD = (Sum of delay duration > 15 minutes and < 6 hours / Nbr of delay duration > 15 minutes and < 6hours) x 100
Cancellation Rate (CN Rate)
Cancellation Rate is the number of primary technical delays incurred per 100 revenue departures or Cancellation all chargeabilities.
CN Rate = (Nbr of cancellations during a computation period / Nbr of Revenue Flights or Cancellation all chargeability during the computation period)
x 100
CN Rate = (CN / (TO rev + all CN)) x 100
Delay On Time Rate (DY Rate)
Delay On Time Rate is the number of primary technical delays (>0 minute) incurred per 100 revenue departures.
DY Rate = (Nbr of primary technical delays (>0 minute) during a
computation period / Nbr of Revenue Flights during the computation period) x 100
DY Rate = (DY 0+ / TO rev) x 100
Delay Rate (DY 15+ Rate)
Delay Rate is the number of primary technical delays (>15 minutes) incurred per 100 revenue departures.
DY 15+ Rate = (Nbr of primary technical delays (>15 minutes) during a computation period / Nbr of Revenue Flights during the computation period) x
100
DY 15+ Rate = (DY 15+ / TO rev) x 100
Delay x-y Rate (DY x-y Rate)
Delay Rate x-y is the number of primary technical delays between x and y minutes incurred per 100 revenue departures.
DY x-y Rate = (Nbr of primary technical delays between x and y minutes during a computation period / Nbr of Revenue Flights during the computation
period) x 100
DY x-y Rate = (DY x-y / TO rev) x 100
Delay z+ Rate (DY z+ Rate)
Delay z+ Rate is the number of primary technical delays greatest that z minutes incurred per 100 revenue departures.
DY z+ Rate = (Nbr of primary technical delays > z minutes during a computation period / Nbr of Revenue Flights during the computation period) x 100
DY z+ Rate = (DY z+ / TO rev) x 100
Diversion Rate (DV Rate)
Diversion rate is the number of diversion incurred per 100 revenue departures.
DVR = (Nbr of chargeable diversions during a computation period) / (Nbr of Revenue Flights + Nbr of cancellations during the computation period) x
100
DVR = (DV / TO rev) x 100
Emergency Descent Rate (EMD Rate)
Emergency Descent rate is the number Emergency Descent incurred per 100 revenue departures.
EMD Rate = (Nbr of Emergency Descent during a computation period / Nbr of Revenue Flights during the computation period) x 100
EMD Rate = (EMD / TO rev) x 100
In-Flight Shutdown Rate (IFSD Rate)
In-Flight Shutdown rate is the number In-Flight Shutdown incurred per 1000 engine total hours.
ESR = (Nbr of chargeable In-Flight Shutdown during a computation period) / (Nbr of total engine hours during the computing period) x 1000
ESR = (ES / EH) x 1000
In-Flight Turn Back Rate (IFTB Rate)
In-Flight Turn Back rate is the number of In-Flight Turn Back incurred per 100 revenue departures.
IFR = (Nbr of chargeable In-Flight Turn Back during a computation period) / (Nbr of Revenue Flights + Nbr of cancellations during the computation
period) x 100
IFR = (IF / TO rev) x 100
Interruption In-Flight Rate (FI Rate)
Flight Interruption Rate is the number of Diversion and In-Flight Turn Back incurred per 100 revenue departures.
FIR = ((DV+IF) / TO rev) x 100
Interruption on Ground Rate (IG Rate)
Interruption on Ground Rate is the number of primary technical delays and cancellations incurred per 100 revenue departures.
IGR = ((DY+CN) / TO rev) x 100
On-Time Performance (OTP)
On-Time Performance Rate is the number of primary technical delays (>0 minute), primary technical cancellations, diversions and air turn backs incurred
per 100 revenue departures or cancellation of all chargeability.
OTP = (Nbr of chargeable interruptions during a computation period incl. delay since 0 minute / Nbr of Revenue Flights or Cancellation all chargeability
during the computation period) x 100
OTP = ((DY 0+ + CN + IFTB + DV) / (TO rev + all CN)) x 100
Severe Events Rate 2h / 3h / 4h (SE Rate)
Severe Events Rate is the number of primary technical delays greater than x hours, primary technical cancellations, diversions, air turn backs and aborted
take-offs incurred per 100 revenue departures or Cancellation all chargeability.
SER = (Nbr of interruptions during a computation period / Nbr of
Revenue Flights + Nbr of Cancellation all chargeability during the computation period x 100)
SER = ((DY 120/180/240 + CN + IFTB + DV + ABT) / (TO rev + all CN)) x 100
2.3.4. Component Reliability
Mean Time Between Unscheduled Removal (MTBUR)
Performance figure calculated by dividing the total Unit flying hours accrued in a period by the number of unscheduled units removals that occurred
during the same period. This metric is calculated for a dedicated component.
MTBUR = {Unit flying hours} / (total unscheduled removals)
= {(Quantity per Aircraft) * (total aircraft Flight Hours for a period)} / (Total of unscheduled removals in the same period)
3. DATA TO REPORT & TIMESCALE
For non-automated reporting (i.e. reporting via Data Loading Interface) the expected frequencies and target dates should be:
Categories & Objects
Frequency
Target
date
(days)
A/C Reliability
Events (Operational interruptions, Monthly
Technical Incidents, and A/C
substitution without OI)
M+10
Flight hours and Take-offs per Monthly
MSN (Total and Revenues)
M+10
Technical logbooks
Monthly
M+10
Aircraft Out of service
Monthly
M+10
details Monthly
M+10
Engine/APU
(Level 2)
Components
Reliability
ETOPS
removals
LRU removable details (Level 2)
Monthly
M+10
Components shop findings (Level Monthly
2)
M+30
ETOPS Flight hours and Take-offs Monthly
per MSN
M+30
Routes
Yearly
Any
Operator approval
Yearly
Any
Direct Maintenance DMC Airline
Fleet
Management
Yearly
Any
Transfer of A/C
On Request
N.A.
Change of A/C status
On Request
N.A.
Scheduled
Maintenance
Scheduled Maintenance Report Based
on N.A.
(not described in present document) Check
occurrence
Service Bulletin
Service Bulletin reporting data (not Push / on- N.A.
described in present document)
demand
The target dates given here (M+10 for most “monthly” objects, meaning the 10th day after the reference month) should not be exceeded for “recent”
programs or series (A350, A330neo, A320neo...) in order to closely track the fleet performance.
For “yearly” objects, the strategy is agreed in advance with the in-service data management department.
4. REPORTING MEANS
4.1. RELIABILITY DATA
Several means are available to report reliability data to Airbus. The list hereunder must be taken as priority order:
● Full automated transfer through Skywise ingestion (for Skywise Core customers)
● Data Loading Interface (DLI)
○ SPEC2000 files upload
○ Direct Excel/CSV extracts upload
○ Data File Transfer Template
● Legacy “Full Automated Data Transfer”
4.1.1. Full automated transfer through Skywise
For all Skywise Customers having their onboarding phase finished and validated, all the data necessary for reliability reporting should be available, with
no additional reporting. Note that the use of Skywise platform may require some adaptations of the way data is managed on the operator side (for
example, define with Airbus the date of the month at which data is ready to be used by Airbus).
Skywise ingestion is the preferred method because:
- It is the easiest to share data for various usages, using the common “Ontology” format
-
It is the only mean to ensure a (near to) real-time dashboarding of operators’ data
-
It is a long lasting solution (legacy platforms are subject to obsolescence)
Skywise ingestion scope:
● Aircraft Logbook record
● Aircraft Hours and Landings record
● Aircraft Event record
● LRU Removal record
● Shop Findings record
● Scheduled Maintenance record
● Service Bulletin/Modification record
4.1.2. Data Loading Interface (DLI)
The Data Loading Interface is an service available on Airbus|World allowing operators to manually upload their data in various formats:
● SPEC2000 chapter 11 XML
● Microsoft Excel / Comma Separated Values
● Text-tabbed “DFT”
To activate the Data Loading Interface, operators must:
● Send their own extracted files for testing and mapping purpose (if Excel/CSV format)
● Ask for an access to AirbusWorld / Data Loading Interface
● Upload their data by selecting the right mapping template (no need for XML in SPEC2000 format)
● Monitor their upload via the DLI service
4.1.2.1.
SPEC2000 chapter 11
ATA SPEC2000 Chapter 11 has been developed jointly by a group of airlines, MROs, suppliers, and airframers in order to standardize the exchange of
in-service data from/to many different organizations (Airlines, Manufacturers, suppliers, regulatory authorities...).
SPEC2000 Chapter 11 allows all parties to efficiently and cost-effectively collect and exchange reliability & maintenance data using an XML format.
Becoming SPEC2000 chapter 11 compliant, an airline will benefit from the following:
● Enlarged scope of data exchanged covering Reliability Data, SB reporting and scheduled maintenance data
● One single standard for any operator to exchange data with the different OEMs, MROs and suppliers
SPEC2000 chapter 11 files scope:
● Aircraft Logbook record
● Aircraft Hours and Landings record
● Aircraft Event record
● LRU Removal record
● Shop Findings record
● Summary Counts record (FH/TO, NUR: number of component removals...)
● Scheduled Maintenance record
● Service Bulletin/Modification record
● Aircraft Status Change record
4.1.2.2.
Microsoft Excel
The Data Loading Interface offers the possibility for operators to upload their own Microsoft Excel files directly extracted from their MIS or any other
digital system.
A list of mandatory fields must be filled in the Excel file (see Data to report section), but the order of columns can be customized. For this customisation
to be done, a one-shot mapping step is required to match operators and expected columns. Once this mapping step is completed, the column order
must be stable. To ensure this stability, we encourage operators to develop an extract specifically for the purpose of sharing data with Airbus.
Microsoft Excel files scope:
● Aircraft Logbook record
● Aircraft Hours and Landings record
● Aircraft Event record
● LRU Removal record
● Shop Findings record
● Schedule Maintenance reports (findings) record
● Service Bulletins status record
4.1.2.3.
CSV files
As well as Excels files, CSV (Comma Separated Values) files can be uploaded via the Data Loading Interface. A mapping step is also mandatory, and the
column order must be stable once this step is done.
CSV files scope: same as for Microsoft Excel
4.1.2.4.
Data File Transfer
The “Data File Transfer” template is a standard Excel file provided by Airbus that must be manually filled-in and that generates text (txt) or XML files to
be uploaded into the Data Loading Interface.
DFT files scope: same as for Microsoft Excel (except Scheduled Maintenance / Service Bulletin)
4.1.3. Legacy “Full Automated Data Transfer”
The Full Automatic solution allows non-Skywise operators to automatically send their data without any human intervention. Airbus worked with some
MIS editors to develop dedicated connectors. Currently a connector is available for AMOS 10.3 (chargeable option). Operators have the possibility to set
up their own connector using Airbus Web Services, or FTPS solutions.
The Full Automatic solution offers a dedicated administration module allowing operators to manage the type of data and the exchange frequency.
To activate this feature, operators need to:
● Contact their MIS editor to enable this feature or contact their IT department to implement their own connection
● Set up the included administration module parameters
● Provide Airbus with generated files for testing purpose
● Activate the connector in run mode to automatically exchange data
All imported files can be monitored by using the Data Loading Interface service available on Airbus|World for checking purposes.
4.2. DIRECT MAINTENANCE COSTS DATA
The Direct Maintenance Costs data are collected via an Excel template (the so-called “MCTG Toolset”). This Toolset can be used as a single-place
repository for airline maintenance-related information. It consists of financial, operational, maintenance and man-hours data that an airline should collect
and monitor on a consistent basis.
The 8 tabs included in the toolset allows you to collect data on a top-down approach (See Data to report section).
5. METRICS VISUALIZATION MEANS
The performance metrics are available through the following tools (not detailed here - refer to the documentation in the corresponding platform)
● Skywise Reliability / Skywise Reliability Premium (accessible through Skywise)
● IDOLS for reliability (accessible through Airbus|World)
● IDOLS for Scheduled Maintenance (accessible through Airbus|World)
● Monthly Service Report (accessible through Airbus|World and Airbus|Supply)
● Components Heatmaps (accessible through Airbus|World)
6. EVENTS CHARGEABILITY GUIDELINES
All primary mechanical (technical) delays greater than 15 minutes, cancellations, in flight turn backs and diversions must be reported to Airbus. Secondary
or down line Delays and Cancellations (subsequent delay or cancellation of a primary delay or cancellation) are automatically excluded.
Hereafter is the list of chargeabilities applied for the events and split in five categories:
AC – Aircraft chargeable
NM – Not aircraft chargeable due to Maintenance
NS – Not aircraft chargeable due to Logistics
NO – Not aircraft chargeable due to Operations
NA – Not aircraft chargeable due to external reasons
Main rule:
AC - Aircraft chargeable
All OI that aren't in the exclusion list hereafter are aircraft chargeable (i.e. due
to aircraft)
Exclusion lists (examples, not exhaustive):
NM - Not aircraft chargeable due to Maintenance
Negligence of the airlines maintenance personnel or personnel under contract
to the airline
Non availability of trained, qualified and authorized maintenance personnel
Routine servicing such as refilling of portable, water, engine or hydraulic oil,
recharging of oxygen, nitrogen, etc., unless a leak is reported
Updating/data loading of onboard navigation computers
Tire/Wheel assembly change due to wear limit
Wheel Brake Unit replacement due to wear limit
Other normal wear limits : all re-lamping; decals/paint/appearance items;
normal
battery replacement.
Recurrences of malfunction within three days after the first corrective action
and caused by incorrect maintenance action
Extended maintenance or late release from maintenance, scheduled or
unscheduled
Erroneous or inadvertent operation of systems or components leading to
damage, malfunction or restoring procedures (emergency equipment
included)
Non-protection of airframe/engine openings with standard covers/blanks if
aircraft is parked and exposed to extreme environmental conditions such as
sandstorm, snow and ice
Non-cleaning of aircraft service areas which are continuously exposed to
contamination by dirt, sand and moisture such as sill latches of cargo doors,
passenger and catering door lower area
Aircraft ground handling or servicing (maintenance) not in compliance with
appropriate manufacturers documentation
Introduction of new airworthiness regulations or directives which were not
applied by the operator in a reasonable time
Wheel vibration (In the absence of other information which would indicate AC)
Late to close MEL item.
MEL Closure.
If a control or check or test finds that the component is within tolerances and
if there is no clear evidence in the OI text of a malfunction/fault message
If a control or check or test finds that a leak is within tolerances.
When the repair is done with “Speed Tape” or “High Speed Tape (HST)”.
A leak is reported by personnel, but not physically found.
The origin of the problem leading to an OI occurs during a maintenance check.
NS - Not aircraft chargeable due to Logistics
Non availability, late delivery or retrofit of spares, the replacement and test
time of which is according to aircraft documentation not exceeding the
average scheduled turnaround time.
EXCEPTIONS: Non availability or late delivery of spares, the replacement and
test time of which is exceeding the average scheduled turnaround time is
chargeable against AIRBUS aircraft. � AC
Non availability of tools, test equipment and or documentation
NO - Not aircraft chargeable due to Operations
Negligence of the airlines flights/operations personnel or personnel under
contract to the airline
Flight-crew refusal for systems or components which are within specified limits
to perform a scheduled flight. This does not include delays caused by refusal
of MEL application whereas the final decision is flight crews/operations
responsibility
Recurrences of malfunctions within three days after the first corrective action
and caused by inadequate/incorrect crew reporting
Aircraft flight or ground handling (flight crew) not in compliance with
appropriate manufacturers documentation
Erroneous or inadvertent operation of systems or components leading to
damage,
malfunction or restoring procedures of emergency equipment
NA - Not aircraft chargeable due to external reasons
Force majeure such as lightning strike, bird strike, hail, foreign object damage
(FOD) unless object is part of the aircraft
Tire/Wheel assembly change due to cuts, damage, tread separation
Non-availability of electrical or air ground cart provided APU was reported to
be inoperative during inbound flight (only applicable for airports provided
with ground equipment)
Toilet or sink clogged or blocked if caused by FOD
In-sufficient information to identify any technical issue
Smell or Odour with no clear technical origin
Any condition leading to a late commencing or completion of maintenance
activities such as non-availability of A/C parking or hangar space, noise
restrictions (curfew), A/C towing from one position to another, etc.
Survey for the Fleet Performance section
Annex
General Information
Potential impact: Fuel Consumption / Saving, Maintenance, Operational Reliability
Key information:
Solution benefit:
First issue date: 21-OCT-2015
Issue date: 21-APR-2021
Last check date: 21-APR-2021
Technical parameters
ATA: 00-00
A/C type/serie: A300, A300-600, A310, A318, A319, A320, A321, A330, A340-200, A340-300, A340-300C, A340-500, A340-600, A350, A380, AST
Engine:
Engine manufacturer:
Fault code/ECAM
warning:
FIN:
Part Number:
Supplier:
Attachments
N/A
Links
N/A
© Airbus SAS, 2021. All rights reserved. Confidential and proprietary document.The technical information provided in this article is for convenience and information purposes only. It
shall in no case replace the official Airbus technical or Flight Operations data which shall remain the sole basis for aircraft maintenance and operation. These recommendations and
information do not constitute a contractual commitment, warranty or guarantee whatsoever. They shall not supersede the Airbus technical nor operational documentation; should
any deviation appear between this article and the Airbus or airline's official manuals, the operator must ensure to cover it with the appropriate document such as TA, FCD, RDAS.
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