Keynote: EASA regulation changes and the impact on MRO software
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Transcript of Keynote: EASA regulation changes and the impact on MRO software
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Keynote by: Sander de Bree, CEO
EXSYN Aviation Solutions
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Sander de BreeFounder & CEO EXSYN Aviation Solutions
Publications:• Human interaction with IT system in Aircraft
Maintenance• Enhancing Airline Competitive Advantage thru IT
systems• Aircraft Continued Airworthiness, vision 2030• (Big) Data in Aircraft Maintenance• NextGen Aircraft Reliability Monitoring
Welcome!
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Please meet the star of the show:
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Important to know!
• 1st introduction in February 2014
• No technical consultation from EASA duringproposal drafting
• 3 months NPA consultation started in jan-2017,now closed for consultation
➢ We’re stuck with it!
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Why is this important for operators outside Europe?
• Many countries outside of Europe choose to basetheir aviation safety regulations on those of the EU,due to their modern philosophy, flexibility andscalability
A list can be found here
• EASA actively supports these countries by organizingtechnical activities and setting up working groups forthe development of regulations based on EU rules
• Expect lessons learned from EASA regulators to bedirectly implemented
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Scope of the regulatory change
▪ Aircraft Technical Logbook data
▪ How to demonstrate AD compliance
▪ How to demonstrate compliance with repairs and modifications
▪ How to display compliance with scheduled maintenance
▪ How to display compliance with component requirements
▪ Counters and life time tracking on components
▪ Handling of historic data
▪ Management of data corrections and protection against manipulation
▪ Aircraft Airworthiness data transfer between MRO / M&E systems
▪ Data integrity protection
▪ System Back-up control
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Today I would like to focus on:
✓ Counters and life time tracking on components✓ Handling of historic data✓ Management of data corrections and protection againts
manipulation✓ Aircraft Airworthiness data transfer between MRO / M&E systems
And also look at what we can do todayto prepare ourselves
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Highlighted items:
• Counters and life time tracking on components
• Handling of historic data
• Management of data corrections and protection against manipulation
• Aircraft Airworthiness data transfer between MRO / M&E systems
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Counters & lifetime tracking
• A full in-service history record for timecontrolled components must be available in theMRO / M&E system
• Time controlled parts must be clearly identifiedin the system by their part number & serialnumber
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Counters & lifetime tracking
A full in-service history record for time controlled components must be available in the MRO / M&E
system
TSN & CSN of components can no longer beunknown in IT systems
• Pool parts have their data sitting acrossmultiple systems. This will need to beconsolidated
• Centralized parts tracking is very likely toemerge
• Interface requirements between Poolproviders and airlines
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Counters & lifetime tracking
Time controlled parts must be clearly identified in the system by their part number & serial
number
• Non aviation specific manufacture softwarerepurposed as aviation MRO software
• SAP product number instead of PN/SN nolonger allowed
• The identified system must be able to tracklimits in calendar days, flight hours, flightcycles and landings
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Highlighted items:
• Counters and life time tracking on components
• Handling of historic data
• Management of data corrections and protection against manipulation
• Aircraft Airworthiness data transfer between MRO / M&E systems
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Handling of historic data
• An IT system used for Airworthiness purposesmust contain data of a minimum of 24 months ofaircraft operation, with at least 36 months ofAircraft TechLog data
• Exception is made when aircraft is younger then24 months. In this case all relevant data sincemanufacture date must available
• Historic data must be searchable and be able tobe reviewed in a simple and easy interpretablemanner
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Handling of historic data
• Any MRO / M&E software implementationcurrently taking place at an airline will need totransfer at least 2 years of historic data for:
➢ Same applies for any future MRO / M&Esoftware implementation
✓ Structural Damages & repairs✓ Aircraft utilization✓ Aircraft Technical logbook entries (at least 3 years)✓ Structural Damages & repairs✓ Aircraft utilization✓ Aircraft Technical logbook entries (at least 3 years)
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Highlighted items:
• Counters and life time tracking on components
• Handling of historic data
• Management of data corrections and protection against manipulation
• Aircraft Airworthiness data transfer between MRO / M&E systems
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Data corrections & protection
• It must be traceable which user made whichamendments on airworthiness records
• For any data change made, both the originaland changed entry must be available
• Safeguards against unauthorized user access
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Data corrections & protection
The end of EXCEL inairworthinessmanagement
MRO software's willrequire full logging of DBfield changes
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Highlighted items:
• Counters and life time tracking on components
• Handling of historic data
• Management of data corrections and protection against manipulation
• Aircraft Airworthiness data transfer between MRO / M&E systems
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Airworthiness data transfer
• Airline software architecture must allow fortransfer of the aircraft continuingairworthiness records data to anothersystem
• An industry wide/worldwide format for datatransfer needs to be used
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Airworthiness data transfer
• OEM centralized management systems needto be opened up to export and transfer of data
• Airlines need to adopt a solution in theirarchitecture that allows exporting & importingall aircraft airworthiness data in or out of theirsystem(s)
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Airworthiness data transfer
• Any Airworthiness Data Transfer Solution willneed to comply to industry worldwideformat
o Format not definedo Currently most used formats are:
✓ XML and SGML based on S1000D formatting✓ Spec2000 expected to be starting bases
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How about timelines?
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RELAX!!!
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What shall we do?
1. Download the RMT
3. Set up and implement plan of approach
2. Conduct a fit/gap analysis
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To SummarizeBy Q4 2019 EASA will implement new regulations for technical
records, specifically aimed at IT systems:
• It will impact functional requirements as well as data requirements
• The days of Excel are numbered, make sure to be ready for it
• Fit / Gap analysis need to be made by airlines to ensure compliance and or how to reach compliance
• Cross industry action will be required to address the issue of component life time values and aircraft data transfer
• It’s T – 2 years
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A small bonus
1. By Q3-2017 EASA to publish its data security
NPA for EFB & ETL
3. IATA standard for digital record
keeping by 2020
2. Introduction of on board weight &
balance NPA by Q1 2018
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Thank you!Any questions
from the floor?
Every day EXSYN supports +900 A/C around the globe