Sofema Aviation Services offers a 2 day Reliability training- 2 Day Developing an Effective Reliability Program, the training is aimed at persons with a prior understanding of the organisations part M responsibilities.
An example of the area covered during the course include the following – Data acquisition and analysis – information sources
Workshop Strip Reports
With the exception of self-evident cases, each unscheduled removal report is followed up by a workshop report in which the reported defect is confirmed or denied. This report is routed to the reliability section.
Workshop reports may be compiled from an operator’s own “in-house” findings and/or from details sup-plied by component repair/overhaul contractors.
Where a reported malfunction is confirmed, the workshop report will normally include details of the cause of the defect, the corrective action taken and, where relevant, a list of replace-ment items. Many programs utilize the same type of report to highlight structural and general aircraft defects found during routine maintenance checks.
Component Con?rmed Failures –
With the exception of self-evident cases, each unscheduled removal report is followed up by a workshop strip report in which the reported malfunction or defect is con?rmed or denied.
Acording to Sofema Aviation Services 2 Day Developing an Effective Reliability Program training, the workshop strip report is routed to the Reliability Section for analysis.
Workshop reports may be compiled from an Operator’s own ‘in-house’ ?ndings and/or from details supplied by component repair/overhaul contractors.
Where an unscheduled removal is justified the workshop reports will normally include details of the cause of the malfunction or defect, the corrective action taken and, where relevant, a list of replacement items.
Many Programmes utilize the same type of report to highlight structural and general aircraft defects found during routine maintenance checks.
When considering data based on components, it is useful to note that where a Programme is introduced for an aircraft ?eet for the ?rst time and in the early ‘settling in’ period, the number of failures which are not con?rmed after an unscheduled removal can be as high as 40% for all components taken together.
For individual components this can range from 5% for landing gear and ?ying control components to 65% for some communications and avionic components; thus indicating the need for inclusion of data on both unscheduled removal and con?rmed failure of components.
