1、 AN Prepared by AMPublished by AERONAUTICA2551 RIVA ROADOC L RADIO, INC. D, ANNAPOLIS, MADATA CCUMENT RYLAND 21401-7435REQUOMPOAIREMNENTRINC RPUBLISHENTS MAINEPORTED: June 3,FOR ATENA663-12011 VIONNCE ICS This document is published information as defined by 15 CFR Section 734.7 of the Export Adminis
2、tration Regulations (EAR). As publicly available technology under 15 CFR 74.3(b)(3), it is not subject to the EAR and does not have an ECCN. It may be exported without an export license. DISCLAIMER THIS DOCUMENT IS BASED ON MATERIAL SUBMITTED BY VARIOUS PARTICIPANTS DURING THE DRAFTING PROCESS. NEIT
3、HER AEEC, AMC, FSEMC NOR ARINC HAS MADE ANY DETERMINATION WHETHER THESE MATERIALS COULD BE SUBJECT TO VALID CLAIMS OF PATENT, COPYRIGHT OR OTHER PROPRIETARY RIGHTS BY THIRD PARTIES, AND NO REPRESENTATION OR WARRANTY, EXPRESS OR IMPLIED, IS MADE IN THIS REGARD. ARINC INDUSTRY ACTIVITIES USES REASONAB
4、LE EFFORTS TO DEVELOP AND MAINTAIN THESE DOCUMENTS. HOWEVER, NO CERTIFICATION OR WARRANTY IS MADE AS TO THE TECHNICAL ACCURACY OR SUFFICIENCY OF THE DOCUMENTS, THE ADEQUACY, MERCHANTABILITY, FITNESS FOR INTENDED PURPOSE OR SAFETY OF ANY PRODUCTS, COMPONENTS, OR SYSTEMS DESIGNED, TESTED, RATED, INSTA
5、LLED OR OPERATED IN ACCORDANCE WITH ANY ASPECT OF THIS DOCUMENT OR THE ABSENCE OF RISK OR HAZARD ASSOCIATED WITH SUCH PRODUCTS, COMPONENTS, OR SYSTEMS. THE USER OF THIS DOCUMENT ACKNOWLEDGES THAT IT SHALL BE SOLELY RESPONSIBLE FOR ANY LOSS, CLAIM OR DAMAGE THAT IT MAY INCUR IN CONNECTION WITH ITS US
6、E OF OR RELIANCE ON THIS DOCUMENT, AND SHALL HOLD ARINC, AEEC, AMC, FSEMC AND ANY PARTY THAT PARTICIPATED IN THE DRAFTING OF THE DOCUMENT HARMLESS AGAINST ANY CLAIM ARISING FROM ITS USE OF THE STANDARD. THE USE IN THIS DOCUMENT OF ANY TERM, SUCH AS SHALL OR MUST, IS NOT INTENDED TO AFFECT THE STATUS
7、 OF THIS DOCUMENT AS A VOLUNTARY STANDARD OR IN ANY WAY TO MODIFY THE ABOVE DISCLAIMER. NOTHING HEREIN SHALL BE DEEMED TO REQUIRE ANY PROVIDER OF EQUIPMENT TO INCORPORATE ANY ELEMENT OF THIS STANDARD IN ITS PRODUCT. HOWEVER, VENDORS WHICH REPRESENT THAT THEIR PRODUCTS ARE COMPLIANT WITH THIS STANDAR
8、D SHALL BE DEEMED ALSO TO HAVE REPRESENTED THAT THEIR PRODUCTS CONTAIN OR CONFORM TO THE FEATURES THAT ARE DESCRIBED AS MUST OR SHALL IN THE STANDARD. ANY USE OF OR RELIANCE ON THIS DOCUMENT SHALL CONSTITUTE AN ACCEPTANCE THEREOF “AS IS” AND BE SUBJECT TO THIS DISCLAIMER. 2011 BY AERONAUTICAL RADIO,
9、 INC. 2551 RIVA ROAD ANNAPOLIS, MARYLAND 21401-7435 USA Prepared by the AMC Report 663 Adopted by the AMC Steering Group October 24, 2001 Summary of Document Supplements Supplement Adoption Date PublishedSpecification 663-1 April 17, 2011 June 3, 2011 A description of the changes introduced by each
10、supplement is included at the end of this document. ARINC REPORT 663-1 DATA REQUIREMENTS FOR AVIONICS COMPONENT MAINTENANCE Published: June 3, 2011ii FOREWORD Aeronautical Radio, Inc., and the ARINC Standards ARINC organizes aviation industry committees and participates in related industry activitie
11、s that benefit aviation at large by providing technical leadership and guidance. These activities directly support aviation industry goals: promote safety, efficiency, regularity, and cost-effectiveness in aircraft operations. ARINC Industry Activities organizes and provides the secretariat for inte
12、rnational aviation organizations (AEEC, AMC, FSEMC) which coordinate the work of aviation industry technical professionals and lead the development of technical standards for airborne electronic equipment, aircraft maintenance equipment and practices and flight simulator equipment and used in commer
13、cial, military, and business aviation. The AEEC, AMC, and FSEMC develop consensus-based, voluntary standards that are published by ARINC and are known as ARINC Standards. The use of ARINC Standards results in substantial technical and economic benefit to the aviation industry. There are three classe
14、s of ARINC Standards: a) ARINC Characteristics Define the form, fit, function, and interfaces of avionics and other airline electronic equipment. ARINC Characteristics indicate to prospective manufacturers of airline electronic equipment the considered and coordinated opinion of the airline technica
15、l community concerning the requisites of new equipment including standardized physical and electrical characteristics to foster interchangeability and competition. b) ARINC Specifications Are principally used to define either the physical packaging or mounting of avionics equipment, data communicati
16、on standards, or a high-level computer language. c) ARINC Reports Provide guidelines or general information found by the airlines to be good practices, often related to avionics maintenance and support. The release of an ARINC Standard does not obligate any organization or ARINC to purchase equipmen
17、t so described, nor does it establish or indicate recognition or the existence of an operational requirement for such equipment, nor does it constitute endorsement of any manufacturers product designed or built to meet the ARINC Standard. In order to facilitate the continuous product improvement of
18、this ARINC Standard, two forms are included in the back of this document: An Errata Report solicits any corrections to existing text or diagrams that may be included in a future Supplement to this ARINC Standard. An ARINC IA Project Initiation/Modification (APIM) form solicits any proposals for the
19、addition of technical material to this ARINC Standard. TABLE OF CONTENTS ARINC REPORT 663 iii 1.0 INTRODUCTION . 1 1.1 Executive Summary . 1 1.2 Scope of Document . 1 1.3 Goals 2 1.4 Industry Consensus . 2 1.5 Related Documents . 3 2.0 ATA SPECIFICATIONS . 4 2.1 Introduction 4 2.2 ATA Specs . 4 2.3
20、Required Level of Detail . 4 2.4 Data Schedules 5 2.5 Distribution Schemas . 5 2.6 Considerations Regarding ATA Compliant Documentation vs Non-ATA Compliant Alternatives 6 3.0 ROLES AND RESPONSIBILITIES 8 3.1 Introduction 8 3.2 Airline Operator 8 3.3 Airframe/Engine Manufacturer . 8 3.4 OEM . 8 3.5
21、Repair Facilities . 8 4.0 COMPONENT MAINTENANCE LEVELS 9 4.1 Introduction 9 4.2 Component Maintenance Level 1 - CML-1 9 4.3 Component Maintenance Level 2 - CML-2 10 4.4 Component Maintenance Level 3 - CML-3 10 4.5 Correlation of Component Maintenance Levels to Each Other 11 5.0 DATA AND DOCUMENTATIO
22、N BY COMPONENT MAINTENANCE LEVEL . 12 5.1 Introduction 12 5.2 General Return to Service Testing Requirements . 12 5.3 Requirements for CML-1 13 5.4 Requirements for CML-2 13 5.5 Requirements for CML-3 14 5.6 Examples of Data Types Needed to Support Maintenance Business Decisions . 15 6.0 COMPONENT M
23、AINTENANCE DATA AND DOCUMENTATION REQUIREMENTS . 17 6.1 Introduction 17 6.2 Requirements . 17 7.0 DATA AND DOCUMENTATION DELIVERY SCHEDULE REQUIREMENTS . 19 7.1 Introduction 19 7.2 Discussion 19 7.3 Milestone Definitions 19 7.4 Schedule Considerations . 20 ATTACHMENT 1 ROADMAP FOR ENTRY INTO SERVICE
24、 . 21 ATTACHMENT 2 DEFINITIONS 24 ARINC REPORT 663 Page 1 1.0 INTRODUCTION 1.0 INTRODUCTION 1.1 Executive Summary Timely, high quality data and documentation are necessary to support avionics maintenance. This includes the information necessary to support business decisions, as well as technical doc
25、umentation used to maintain aircraft components. The main focus of this report is the technical documentation requirements for performing component maintenance. Accordingly, most of the following focuses on the many aspects related to component technical data and documentation. At the AMC conference
26、 and during development of material in the working group, the subject of the cost of continuing to require support for “Level 3” maintenance at the airline shop has been frequently raised for discussion. The basis for these discussions is the belief held by some that existing maintenance documentati
27、on requirements call for excessive detail. It is believed that this excessive detail adds expense without yielding any significant maintenance benefit. For purposes of this report, the cost of developing the original engineering source data is not an issue. As part of the production process and in o
28、rder to implement their own repair capability, OEMs are required to develop source data for the maintenance documentation discussed here. One of the major difficulties during these discussions is the lack of common understanding of what “levels” of maintenance really mean. While in common use in the
29、 industry, they are not explicitly defined and therefore subject to differences in understanding. These differences have proven to be a significant obstacle in these discussions. 1.2 Scope of Document This document relates to data requirements for maintenance on avionics components, where “avionics”
30、 is understood to be in the context of the AMC. It is not confined to radios and computers, but includes electric accessories and instruments. This document relates only to component maintenance. It is intended to enhance, complement, and augment ATA 100/i2200. COMMENTARY While the focus of this rep
31、ort is on avionics component maintenance, there is nothing to preclude the application of this report to other component maintenance. Manufacturers Service Documents or Maintenance Support Documents are a class of information which includes a wide range of documents, including, but not limited to, C
32、MM, service bulletins, all operators letters, service newsletter, and service digests or magazines. ARINC REPORT 663 Page 2 1.0 INTRODUCTION A CMM is a specific manual related to the maintenance repair components. 1.3 Goals This report has four goals: First To provide an appropriate and specific def
33、inition for each component maintenance level. The purpose of these definitions is to provide a common basis for support programs, contracts, and discussions. Second To describe appropriate data elements, including format and scheduling, to support each component maintenance level. Third To establish
34、 minimum data requirements to support the airlines business decision relative to the accomplishment of in-house maintenance (test solution, type of repair process, projected MTBF, modification potential, unit cost, alternative repairs, etc.). Fourth - To provide an industry framework that can be use
35、d to augment ATA requirements regarding the content and timing of data for component repair. 1.4 Industry Consensus This group began by trying to find more cost-effective ways of producing and delivering data to the airlines than the long-standing method of ATA-compliant Component Maintenance Manual
36、s (CMMs). Considering all aspects, the requirement for Component Maintenance Level 3 (CML-3) maintenance data continues to exist, regardless of whether an airline performs this level of maintenance in-house or subcontracts it to the OEM or a third party. It became obvious that all data elements nece
37、ssary for determining serviceability of a LRU/SRU need to be delivered in a standardized and controlled ATA-compliant CMM. Any data that is obtained from an OEM outside of the CMM will be very difficult to verify for completeness and applicability. Therefore, it can only be used as supplemental info
38、rmation, e.g., for training or fault isolation purposes. A controlled ATA compliant CMM is considered the most cost-effective solution for maintenance on avionics components, including detailed data down to the Basic Part level. The only data that is currently required by ATA specifications and that
39、 may not be necessary are specific fault isolation procedures for CML-3 maintenance. It is important to understand that CML-3 maintenance is not limited to card repair, but card repair is a particular form of CML-3. See Section 4 for definitions of Component Maintenance Levels CML-1 . CML-3. This do
40、cument provides specific guidance for the contents of four (4) CMM sections (page blocks). All other contents as specified by ATA 100/i2200 remain unaffected by this document. See Section 6.2 for details. ARINC REPORT 663 Page 3 1.0 INTRODUCTION This document also identifies, in Section 5.6, data to
41、 allow the operators to make the necessary business decisions for establishing maintenance capability. Finally, this document provides the data delivery schedules in an attempt to offer more realistic schedules than the World Airline Supplier Guide (WASG). See Section 7 and Attachment 1 for details.
42、 1.5 Related Documents ARINC Report 625: Industry Guide for Component Test Development and Management ARINC Report 667: Field Loadable Software (FLS) ARINC Report 668: Guidance for the Tool and Test Equipment (TTE) Equivalency ATA Spec 100: Specification for Manufacturers Technical Data ATA iSpec 22
43、00: Information Standards for Aviation Maintenance ATA World Airlines and Suppliers Guide IEEE Standard 100: Standard Dictionary of Electrical and Electronic Terms ARINC REPORT 663 Page 4 2.0 ATA SPECIFICATIONS 2.0 ATA SPECIFICATIONS 2.1 Introduction Airworthiness regulations basically require that
44、all maintenance be performed in accordance with the Operators continued airworthiness program. They also normally require the maintenance contained in the Operators program to be based on source technical data acceptable to the regulatory agencies. In the context of component maintenance, technical
45、data is traditionally delivered by the OEMs to the Operator and other users in the form of ATA Spec 100/i2200 compliant Component Maintenance Manuals (CMMs). The Operator then incorporates the CMM into their approved maintenance program. Repair Stations operated by OEMs and third parties are require
46、d to follow the data that has been specified by the Operator. COMMENTARY At the time of this revision, January 2011, S1000D Standard will supersede ATA iSpec 2200. 2.2 ATA Specs Most industry standard documentation is governed by ATA specifications. Compliance to ATA specifications is not a regulato
47、ry requirement and is usually invoked via the variety of contracts between Airframe Manufacturers, Operators, OEMs, and others. The uniform format and content of ATA compliant documentation minimizes cost and effort users would otherwise expend reconciling the potentially unlimited variety of format
48、s for OEM maintenance data. This uniformity and long-standing use also make ATA compliant CMMs almost universally acceptable to regulatory agencies without their review or approval. Currently there are two major ATA specifications that govern CMM content. The following discussion puts these specific
49、ations in perspective. For the purposes of this report, there is little or no difference between the format and content requirements of these specifications. The existing requirements of ATA 100 and ATA i2200 essentially require that data be developed and distributed which cover all three Component Maintenance Levels as defined in this report. ATA i2200 is consistent with ATA 100 in these areas except that, for circuit boards, fault isolation need only go to the “. . . level of functional circuit groups . . .” The requirement to detail all repairable/replaceable pa
