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A Study of Boeing 747 "C" Check Maintenance Processes Using Simulation

Thesis · January 2014

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A Study of Boeing 747 “C” Check Maintenance
Processes Using Simulation

By

Anas A. Shargawi

BSBA, King AbdulAziz University, 2009

A thesis submitted for the requirements of the degree of

Master of Science [Industrial Engineering]

Supervised By

Dr. Seraj Y. Abed

FACULTY OF ENGINEERING
KING ABDULAZIZ UNIVERSITY
JEDDAH – SAUDI ARABIA
Rabi I, 1435 H – January, 2014 G
A Study of Boeing 747 “C” Check Maintenance
Processes Using Simulation

By

Anas A. Shargawi

This thesis has been approved and accepted in partial fulfillment of the
requirements for the degree of Master of Science [Industrial Engineering]

EXAMINATION COMMITTEE

Name Rank Field Signature

Internal
Dr. Khalid AL-Ghamdi Assistant Industrial
Examiner

External
Dr. Khalid A. Juhany Assistant Aeronautical
Examiner

Advisor Dr. Seraj Y. Abed Professor Industrial

KING ABDULAZIZ UNIVERSITY

Rabi I, 1435 H – January, 2014 G
 Dedicated to

I dedicate this thesis primarily to my parents for providing motivation and

support throughout my graduate school, I will always respect and appreciate you.
 ACKNOWLEDGMENT

I cannot express enough thanks to my committee for their continued support and

encouragement. Dr. Seraj Y. Abed, my committee chair, I offer my sincere

appreciation for his time, encouragement, and guidance.

In addition, I am in debt to the graduate committee of Industrial Engineering. Special

thanks to Dr. Khalid A. AL-Ghamdi for his support. Finally, and on behalf of the

Middle Eastern Aerospace Industries, my appreciation goes to General Electric

representatives who provided me with the necessary data to conduct and complete this

research.

iv
A Study of Boeing 747 “C” Check Maintenance Processes Using Simulation

Anas A. Shargawi

Abstract

Saudi Arabian’s aerospace and aviation sector is a dynamic industry due to the
country’s expanding population and increasing religious tourism. Growth in demand
gives rise to flow in responsibility for a safe journey with appropriate maintenance to
aircraft.

In the airline industry, the role of maintenance is to provide safe, airworthy, on-time
aircraft, around the clock. Aircraft maintenance must be planned and performed
according to prescribed procedures and standards. An airline generally has a diverse
fleet of aircraft. Each fleet type has a predetermined maintenance program established
by the manufacturer.

Saudi airlines have always been a government sector. Due to globalization, increase
demand, and economic strategy the maintenance sector of airlines has been nominated
for privatization. Saudia Aerospace Engineering Industries (SAEI) became the
privatized division of Saudi Arabian Airlines holding company. This business unit is
to peruse the strategic goal of the Saudi airlines to ensure a continuation of flight safety
with a focus on profitability. SAEI invested to offer maintenance services to other
airlines like American, Iraqi, British, etc. Standardized maintenance time has become
the key factor to achieving the customers’ attraction among competitors in which to
reduce maintenance direct and indirect costs. Therefore, resources allocation may be
one crucial factor in the optimization and decision-making process.

Five simulation models were developed using Arena® to evaluate maintenance tasks
and processes of the Boeing 747-400 “C” check. Four departments (i.e., airframe,
powerplant, avionics, and cabin) were modeled and then combined in one complete
model that represented the entire maintenance check. The complete model results
indicated that an aircraft was on the ground for an average of 34 days total time to
complete the maintenance “C” check. Other results (e.g., manpower utilization,
scheduling, non-routine tasks, etc.) were collected and reviewed to provide insight and
understanding of aircraft heavy maintenance systems.

v
 TABLE OF CONTENTS

Examination Committee Approval

Dedication

Acknowledgment iv

Abstract v

Table of Contents vi

List of Figures x

List of Tables xiii

Chapter I: Introduction

1.1 Introduction ………………………………………………………...... 1

1.2 Hangar Maintenance Brief …………………………………………... 6

1.3 Types of Maintenance Check ………………………………………... 8

1.4 Literature Review ……………………………………………………. 8

1.5 Study Definition …………..…………………………………………. 10

1.6 Methodology ……………………………………………………….... 11

1.7 Data Collection ………………………………………………………. 12

Chapter II: Saudi Airlines, SAEI, and Hangar Maintenance

2.1 Overview……………………………………………………………... 14

2.2 Operational Highlights ………………………………………………. 15

2.3 Modern Fleet …………………………………………………………. 16

2.3.1 Types of Fleet ………………………………………………...... 16

vi
 2.4 The Hierarchy of Saudi Airlines Holding Company ……………….... 17

2.5 Saudia Aerospace Engineering Industries …………………………… 18

2.5.1 The Hierarchy of SAEI ………………………………………... 21

2.5.2 Fleet Management ……………………………………………... 21

2.5.3 Supply Chain Management ……………………………………. 22

2.5.4 Inspection ……………………………………………………… 22

2.5.5 Quality Assurance ……………………………………………… 23

2.5.6 Technical Training ……………………………………………... 23

2.5.7 PowerPlant Maintenance ………………………………………. 24

2.6 Advanced New Facility in SAEI …………………………………….. 24

2.7 Hangar Maintenance ……………………………………………….... 25

2.8 Cabin and Fleet Service ……………………………………………… 29

2.8.1 Fleet Service …………………………………………………… 31

2.9 Avionics ……………………………………………………………… 31

2.10 Airframe …………………………………………………………..... 34

2.11 Inspection …………………………………………………………… 36

2.12 PowerPlant ………………………………………………………….. 41

2.13 Sheet Metal …………………………………………………………. 45

Chapter III: The B-747 C Check Maintenance Simulation Models

3.1 Design of Simulation Models ………………………………………… 47

3.2 Model Brief …………………………………………………………… 47

3.3 PowerPlant Department System Simulation Model ………………….. 48

3.3.1 Engines System Description ……………………………………. 49

3.3.2 Engines C Check Maintenance Model …………………………. 54

vii
 3.3.3 Engines Model Verification and Validation ……………………. 62

3.3.4 Engines Model Sample Size Estimation (NO. of Replications)…. 66

3.3.5 Auxiliary Power Unit (APU) and EOs System Description …….. 68

3.3.6 APU and EOs C Check Maintenance Model ……………………. 70

3.3.7 APU and EOs Model Verification and Validation………………. 74

3.3.8 APU Model Sample Size Estimation (NO. of Replications)…….. 75

3.4 Cabin Department System Simulation Model …………………………. 76

3.4.1 Cabin Department System Description ………………………….. 77

3.4.2 Cabin Department C Check Maintenance Model ……………...... 78

3.4.3 Cabin Model Verification and Validation ………………………. 85

3.4.4 Cabin Model Sample Size Estimation (NO. of Replication …...... 85

3.5 Airframe Department System Simulation Model …………………….. 87

3.5.1 Airframe Department System Description …………………….... 87

3.5.2 Airframe Department C Check Maintenance Model ………….... 90

3.5.3 Airframe Model Verification and Validation …………………… 97

3.5.4 Airframe Model Sample Size Estimation (Replication NO.) …… 97

3.6 Avionics Department System Simulation Model …………………….. 99

3.6.1 Avionics Department C Check Maintenance Model …………… 101

3.6.2 Avionics Model Sample Size Estimation ………………………. 106

3.7 The Complete ACFT C Check Maintenance Simulation Model …….. 108

Chapter IV: Results and Discussion

4.1 Introduction …………………………………………………………... 113

4.2 PowerPlant Department Results and Discussion …………………….. 113

4.3 Cabin Department Results and Discussion …………………………... 117

viii
 4.4 Air frame Department Results and Discussion ………………………. 120

4.5 Avionics Department Results and Discussion ……………………...... 125

4.6 ACFT Complete Model Results and Discussion …………………….. 127

Chapter V: Conclusion and Recommendations

5.1 Conclusion …………………………………………………………… 130

5.2 Recommendations …………………………………………………… 134

List of References 136

Appendix A: ARENA Aircraft Model Results Overview 141

ix
 LIST OF FIGURES

Figure Page

1.1 SAEI Department and Hangar Major Sections ……………………. 7

2.1 Saudi Airlines on Time Departure / Arrival Ten Years Statistics … 16

2.2 Hierarchy of Saudi Arabian Airlines Holding Company ………….. 17

2.3 Hierarchy of Saudi Aerospace Engineering Industries ……………. 21

2.4 Processes Average Hours Comparison ……………………………... 43

2.5 Total Average Hours Comparison ………………………………….. 43

2.6 Percentage Deviations from Bench Marks …………………………. 44

2.7 Ratio Comparisons between SV and AB …………………………… 44

3.1 Engine Processes Schematic Diagram ……………………………… 50

3.2 Engines Model ……………………………………………………….. 57

3.3 Engines Model Create Module ……………………………………… 57

3.4 Engines Model Assign Module ……………………………………… 58

3.5 Engines Model Assignments Logic ………………………………….. 58

3.6 Engines Model Entity Type Set ……………………………………... 58

3.7 Engines Model Resources Pool……………………………………… 59

3.8 Engines Model Arrival and Resources Schedule…………………… 59

3.9 Engines Model Resources Morning Shift Schedule………………… 60

3.10 Engines Model Resource Selection Rule for a Process…………… 60

3.11 Engines Model (Resources and Lost Revenue) Costs Formula…... 61

3.12 Engines Model Run / Set / Up Window……………………………... 61

x
3.13 Engines Model Frequencies Statistics for Resources States……… 64

3.14 APU and EO’s System Schematic Diagram………………………… 69

3.15 APU and EO’s Model……………………………………………….. 72

3.16 APU and EO’s Model Create Module……………………………… 72

3.17 APU Baroscopic Process……………………………………………. 73

3.18 APU and EO’s Model Housekeeping &return all tools Process…... 73

3.19 APU and EO’s Model Group Block………………………………… 74

3.20 Cabin Department System Schematic Diagram……………………. 78

3.21 Cabin Department Cockpit Model………………………………….. 81

3.22 Cockpit Process……………………………………………………… 82

3.23 Cabin Department (Zones) Model ………………………………….. 82

3.24 Cabin Model (Zones) Branch Block ………………………………... 83

3.25 Cabin Model (Zones) Branch Types ……………………………….. 83

3.26 Cabin Model (Zones) Sub-Model for Different Processes ………... 84

3.27 Cabin Model (Zones) Sub-Model Insider ………………………….. 84

3.28 Cabin Model (Zones) Non-Routine Cards Process ………………... 84

3.29 Airframe System Crew # 1 Schematic Diagram……………………. 89

3.30 Airframe System Crew # 2 Schematic Diagram……………………. 89

3.31 Airframe System Crew # 3 Schematic Diagram……………………. 90

3.32 Airframe Model Top View………………………………………….. 92

3.33 Airframe Sub-Model Crew # 1 Activities…………………………... 93

3.34 Airframe Sub-Model Crew # 2 Activities…………………………... 93

3.35 Airframe Sub-Model Crew # 3 Activities ………………………….. 94

3.36 Airframe Model Branch Block …………………………………….. 94

3.37 Airframe Model Non-Routine Cards Process……………………… 95

xi
3.38 Airframe Model Brake Assembly Process…………………………. 95

3.39 Airframe Model Failure Windows…………………………………... 96

3.40 Airframe Model Run / Set / Up Window …………………………… 96

3.41 Avionics Department System Schematic Diagram ………………... 101

3.42 Avionics Department Model………………………………………... 104

3.43 Avionics Model Create Module……………………………………. 104

3.44 Avionics Model APU Test on Process Module…………………….. 105

3.45 Avionics Department Resources – Basic Process Elements………. 105

3.46 Avionics Model Run / Set / Up Window ……………………………. 106

3.47 ACFT Complete Model……………………………………………… 110

3.48 ACFT Complete Model Create Module……………………………. 111

3.49 ACFT Complete Model PowerPlant Department Sub Model……... 111

3.50 ACFT Complete Model Cabin Department Sub Model……………. 111

3.51 ACFT Complete Model Air frame Department Sub Model ………. 112

3.52 ACFT Complete Model Assign Module Terminating Preference…. 112

3.53 ACFT Complete Model Run / Set / Up Window……………………. 112

xii
 LIST OF TABLES

Table Page

2.1 “C” Check Average Time per Speciality 28

2.2 Saudi Arabian Airlines Operational Revenue 28

2.3 Aircraft Average Utilization Hours 28

2.4 Engine Maintenance Processes Average Hours collected Data 42

From Three Different Companies

2.5 Comparison Summary from Table 2.2 45

3.1 Important Factors Considered During Model Build Up 56

3.2 Engines Model Validation, Simulated vs. Actual from Data 63

Collected on Table 2.2

3.3 Engines Model Actual System Results for Different “Based 65

Hours per Day” Comparison between Processes Time and

Cost Statistics

3.4 Engines Model Results Actual System Different “Based 66

Hours per Day” Comparison between Resources Utilization

Statistics

3.5 Engine # 1 Model Total Cost from Ten Replications 67

3.6 APU and EOs Model Total Cost from Ten Replications 75

3.7 Cabin Model Total Cost from Ten Replications 86

3.8 Air frame Model Total Cost from Ten Replications 98

xiii
3.9 Avionics Model Total Cost from Ten Replications 107

4.1 PowerPlant Department Model Simulation Results 114

4.2 PowerPlant Department Technicians Utilization from 116

Simulation Results

4.3 PowerPlant Technicians Cost Based on Longest Times 117

4.4 PowerPlant Lost Revenue Cost Based on Longest Time 117

4.5 Cabin Department Simulation Results 118

4.6 Cabin Technicians Cost Based on Longest Times 119

4.7 Cabin Lost Revenue Cost Based on Longest Time 120

4.8 Airframe Department Model Simulation Results 121

4.9 Airframe Technicians Cost Based on Longest Times 122

4.10 Airframe Lost Revenue Cost Based on Longest Time 122

4.11 Airframe Improvement Trial Simulation Results, 8 hours 124

Per day for Validation Confirmation

4.12 Avionics Department Model Simulation Results 125

4.13 Avionics Department Technicians Utilization of Simulation 127

Results

4.14 Avionics Technicians and Lost Revenue Cost Based on Longest 127

Time

4.15 ACFT Complete Model Simulation Results 128

4.16 ACFT Model Results Summary 129

xiv
 Chapter I

Introduction

1.1 Introduction

Aviation provides the only worldwide transportation network, which makes it essential

for global business and tourism. It plays a vital role in facilitating economic growth,

particularly in developing countries. It transports close to 2 billion passengers annually

and 40% of interregional exports of goods (by value). 40% of international tourists

now travel by air [1].

Aviation’s global economic impact (direct, indirect, induced, and catalytic) is

estimated at US$ 2,960 billion, equivalent to 8% of the world's Gross Domestic

Product (GDP). The world’s 900 airlines have a total fleet of nearly 22,000 aircraft.

25% of all companies’ sales are dependent on air transport. 70% of businesses report

that serving a bigger market is a key benefit of using air services [2].

In the early days of aviation, owners and engineers were often concerned with in-flight

failures and component reliability developed Maintenance Schedules to help prevent

costly occurrences. As aviation grew and scheduled air transport arrived, safety,

reliability, and economics became important to attract passengers. Aviation

maintenance has been identified by the FAA (Federal Aviation Authority) as an area

where better efficiency is needed to cope with ever-increasing workloads. It became

apparent that to achieve a controlled balance between safety and economics,

1
Regulatory authorities needed to ensure minimum standards were maintained and a

level playing field existed for fair competition between operators. What to maintain,

when to maintain, and how to maintain, are the keys to the content of the Maintenance

Schedules and a system was developed for Operators, Manufacturers, and Regulators

to share experience and knowledge on these very issues for new aircraft being

developed. The frequency of maintenance tasks is affected by the way the aircraft is

to be operated. The maintenance scheduling policy plays a vital role to ensure that the

aircraft remains within an effective operational condition for stipulated calendar days.

Saudi Arabian’s aerospace and aviation sector is a dynamic industry due to the

country’s expanding population and increasing religious tourism. The Saudi

Government is working to sophisticate and streamline the industry through

infrastructure development, privatization initiatives, and market liberalization.

With the increasing worldwide population with lightning-fast speed, the demand for

air transport has been boomed. Growth in demand gives rise to flow in responsibility

for a safe journey with appropriate maintenance to aircraft.

In the airline industry, the role of maintenance is to provide safe, airworthy, on-time

aircraft, every day. Aircraft maintenance must be planned and performed according to

prescribed procedures and standards. An airline generally has a diverse fleet of aircraft.

Each fleet type has a predetermined maintenance program established by the

manufacturer. Based on an airline’s experience and mode of operation, an original

program is adapted to meet FAA approval. Maintenance task standards (norms)

specify when each task is scheduled and how much time is spent on each task [3, 4].

Commercial aviation and industry expansion through privatization initiatives and

Market liberalization has been facilitating the airline industry to be competitive in the

global market. The privatization will mark another milestone in the process of

2
liberalization in the Saudi aviation industry. With the partial privatization of its airports

and the end of Saudi’s transport monopoly, the national aviation market is slowly

beginning to be opened up to competition and private enterprise. National carrier Saudi

Arabian Airlines (SV) and low-cost carrier NAS air serve the domestic market of over

27 million passengers.

SV’s fleet expansion to 125 aircraft includes 50 Airbus 320s, 321s, and 330s, Boeing

777s, and Boeing 787s (2011-2015) [4, 11]. SV’s privatization program includes five

units [11]:

• Cargo Division,

• Catering Division,

• Ground support services,

• Maintenance Division,

• Aviation training academy.

The Kingdom of Saudi Arabia is opening its market to foreign carriers to operate

domestic and international flights, promoting significant growth in the commercial

division.

Airline maintenance accounts for approximately 11% of an airline’s employees and 10

– 15% of its operating expenses [6]. A large portion of the direct and indirect

maintenance costs in the whole life cycle stems from the consequences of decisions

made during the initial maintenance program development. The cost of airline

maintenance has steadily increased in recent years. Since the decision was made to

develop the maintenance initial scheduling program, this may strongly affects the

aircraft safety, availability performance, and lifecycle cost, it is essential to select the

most effective maintenance options that ensure system effectiveness.

3
Regular maintenance and inspections ensure that aircraft are airworthy and prevent

component and system failures during operation. There is always tension within

airlines between the need to maximize the availability of aircraft for operations and

having sufficient downtime for maintenance. While commercial departments want to

maximize aircraft utilization, maintenance departments need to have the aircraft

available in the right locations for reasonable periods of time. Unexpected failures of

components or a shortage of parts or mechanics with particular skills and qualifications

add to the complexity and stress of planning maintenance.

Many inputs need to be manipulated by maintenance planners to produce a workable

solution: the flight schedule; the aircraft's technical status; material availability; hangar

space; mechanics’ availability; and the scheduled tasks themselves. The cost savings

derived from efficient maintenance planning, however, can be substantial. Out of a

fleet of 20 or 30 aircraft, there will always be three or four aircraft in maintenance and

out of revenue service [8]. If maintenance planning can be optimized, and hangar time

reduced, it might be possible to release one of those aircraft into service and reduce

the direct and/or indirect maintenance cost. When maintenance planning is efficient, it

produces a ‘free’ aircraft to generate additional capacity and revenue and meet the fleet

demands. The scope for this level of efficiency is naturally higher with larger fleets.

At a micro-level, there are still substantial savings to be realized, for example, task

yield: the actual interval ove

r which the task is accomplished compared to its theoretical allowable interval

expressed as a percentage. Another way to express this is the utilization of the interval

for a maintenance task.

Aviation is the field of maintaining airplanes; making them Airworthy to fly as well

as flying them within the international authority standard and safety. Aircraft (ACFT)

4
must have scheduled maintenance programs that keep track of the time of each plane

and once a maintenance check is due, it is good to be taken Out Of Service (O.O.S).

Sometimes, a due maintenance check is extended under Engineering Restrictions (ER)

which is rarely practiced. Once ACFT is taken O.O.S, different specialties are

responsible to accomplish the specified check with a commitment to bring the ACFT

Back In Service (B.I.S) on a specific date and time [11, 9].

Thus, effort on making good utilization and excellent planning must be considered to

make sure communication and coordination are applied. The airframe section is one

of the biggest departments that cover many ATA chapters and systems such as fuel,

hydraulics, landing gears, flight controls, water and waste, cargo compartment, ice and

rain, fire systems as well as empennage, fuselage, and wings. There is also a

powerplant, avionics, inspection, and cabin department. All these specialties have the

initiative to start maintenance routines and processes as soon as the ACFT arrived at

the hangar for any scheduled maintenance in which to achieve the pre-specified

committed date and time. Numerous human factors challenges associated with aircraft

maintenance exist. Maintenance and quality inspection are essential to ensure

continuing airworthiness of an aging fleet. New advanced technology procedures for

aircraft further complicate the aviation maintenance system. The human is a critical

component of the maintenance system. Therefore, research and development must

address a variety of issues affecting operators to perform ACFT maintenance.

In order to plan well and have an actual picture of the system shortcomings and high-

performance areas within the system, simulation modeling techniques were conducted

to interpret each system. Simulation modeling is a tool that allows management to

investigate any process, and analyze its data via a program such as the Arena® software

package which is one of the most popular and powerful computer programs.

5
Maintenance checks/phases are divided into Categories – ‘line’/‘transit’, ‘A’, ‘B’, and

‘C’ (from lightest to heaviest) – enabling aircraft operators to plan regular inspections.

Although the required maintenance tasks and the number of engineers assigned may

vary between aircraft type and model. Maintenance, Repair, and Overhaul (MRO)

typical check types are summarized in section 1.3. The periodic maintenance checks

must be performed after a certain amount of time or usage. The most common checks

are [10, 11]:

• “A” Check – due every month or each 500 flight hours; done overnight at the

airport gate;

• “B” Check – due every 3 months; also done overnight at the gate;

• “C” Check – due every 18 months or each 9000 flight hours; performed at a

maintenance base or a hangar and takes about 3 days - 1 week.

1.2 Hangar Maintenance Brief [11, 7]

Hangar maintenance is one section of many departments at Saudia Aerospace

Engineering Industries (SAEI). It comprises five major departments (Figure 1.1).

6
 Figure 1.1 SAEI Departments and Hangar Major Sections.

Since there are many specialties and different schedules of maintenance check types

as well as many different ACFT types and models, the simulation process may become

complex, and thus, mimicking only one ACFT type, 747- 400, one type of maintenance

check, “C” check, for the four major departments including inspections, may simplify

the representation of the simulation model and advance the identification of any

bottlenecks within the system.

7
1.3 Types of Maintenance Check [5, 8]

Check Location Description Duration

Daily (before first flight or at each stop when in

Line/ At transit).
Transit Gate Visual inspection; fluid levels; tires and brakes; ≈ 1 hour
emergency
Equipment.
Routine light maintenance; engine inspection. ≈ 10 hours (whole
“A” At Gate shift) / overnight

If carried out, similar to ‘A’ check but with different

“B” At tasks
≈ 10 hours to 1
Gate (may occur between consecutive ‘A’ checks)
Day

Major structural inspection of airframe after paint

removal;
At engines, landing gear, and flaps removed; instruments,
“C” Hangar electronic and electrical equipment removed; interior ≈ 3 Day to one
fittings week
(seats and panels) removed; hydraulic and pneumatic
components removed

1.4 Literature Review

In 1997, a simulation model was developed by the Economic Development Institute,

Georgia Institute of Technology, U S A, for Delta Airlines shop processes and engine

removal capacity in which to provide a better understanding of the capacity of the

engine maintenance facility versus the current realized capacity and also to capture the

availability of the assigned manpower. The model demonstrated that the loading of

engines into the repair cycle has a great effect on the capacity of the facility. If the

engines are loaded incorrectly, the amount of engines produced lessens and the turn

time increases as well as the variability [10].

8
The simulation modeling showed to be a valuable tool because it accurately depicted

the interactions between different parts and the resources required. In the future, the

model could also be expanded to include insourcing. The model will provide insight

into the timing and amount of insourcing available based on the current engines in

repair [22].

Also, in 2013, in Stuttgart, Germany, a simulation study of engine processes to

prioritize a process that maximized productivity. The aim was to develop a tool, which

helps to react to some variables within the process and highlight the challenges. This

study showed the optimal priority rule that the maintenance operations may find most

suitable [32].

In 2013, a major shift in support and maintenance logistics for complex engineering

systems over the past few years has been observed in the defense and aerospace

industry. Availability contracting, a novel approach in this area and a special type of

performance-based contract, is replacing traditional service and also procurement

practices. The service provider is measured against an equipment availability target set

by the customer and rewarded on savings achieved. The performance of such contracts

depends on the proper utilization of the right mix of labor resources. Contemporary

literature on resource modeling has not attempted at modeling the entire aircraft

maintenance line along with the labor resources. Therefore, this research aimed to

improve resource utilization in availability type contracts by simulating human

resources and processes in an aircraft maintenance line, simultaneously.

1.5 Study Definition

The Boeing 747 “C” Check maintenance duration at the SAEI hangar has become

lengthy over time. This study was conducted to investigate the routine maintenance

9
time to understand the reasons behind the frequent delays of the “C” check

maintenance executions.

The goal of this study is to build a complete simulation model to simulate the Boeing

747-400 “C” check maintenance processes.

The objectives of this study are:

1- To understand each task performed by each department during the routine

maintenance check, manpower utilization, and cost.

2- To have a validated model for short future optimization scenarios and

alternatives to provide visibility and support management decisions.

3- To identify maintenance tasks' total ground time for the entire check and to

estimate projected lost revenue.

1.6 Methodology

The methods are listed step by step as follows:

• Conducted a thorough intensive literature review on ACFT maintenance in

general and the Boeing 747- 400 in particular;

• Studied and analyzed the Boeing 747- 400 maintenance check procedure in

SAEI departments and other hangar major maintenance sections;

• Developed the schematic diagrams of the different processes involved in the

“C” check maintenance of the Boeing 747- 400. Identified the activities in

every process, their priorities, needed resources, and the time required to

complete each activity;

• Collected all needed data for each activity in every process;

10
 • Developed the logic of the simulation model based on the actual execution of

the maintenance processes, their priorities, and the sequence of activities

identified within every process.

• Constructed the simulation model using Arena® simulation software package,

• Performed model verification and validation procedure to ensure proper

representation of the actual “C” check maintenance system,

• replicated the simulation experimentation to accomplish the objectives of the

study and achieve its goal,

• Analyzed the collected results, documented all findings of the study, and stated

a relevant conclusion and necessary recommendations.

1.7 Data Collection

Data was collected from SAEI production and maintenance planning. Information on

aircraft maintenance processes and policies was obtained by interviewing the

mechanics, supervisors, managers, engineering support team, and planners. For each

shift, data was collected on the current schedule, current workforce size, manpower

requirement, and average overtime hours per month. Other relevant statistics were also

collected from the engine manufacturer. In addition to interviews, sources of data

included:

• Weekly flight schedules,

• Weekly maintenance planning schedules,

• Weekend work schedules,

• Yearly maintenance projections,

• Employee timesheets,

• Maintenance work logbooks,

11
• Work schedules company manual (Saudi Arabian Airlines, 2010).

The most important step in data collection was determining the daily labor demands

for each shift daily for the entire week. In addition, the actual workload was extracted

from the logbook. The reliability maintenance personnel helped to collect some very

useful information about the schedule times of ACFT arrivals that are based on

tracking systems from ACFT purchase time until the phase-out time. The hangar

maintenance planning team was asked to estimate the number of operators that would

be needed to satisfy the load requirements for both the flight schedule and actual work

recorded in the logbook. O.O.S and B.I.S five years history of 747 - 400 “C3” checks

were obtained as represented in section 2.7 of Chapter II.

Moreover, flight standard operating cost per hour was collected from the flight

operations center to estimate the flight standard revenue per hour in which to capture

the ground time impact as in lost revenue.

12
 Chapter II

Saudi Arabian Airlines and Saudia Aerospace Engineering Industries

2.1 Overview

Saudi Arabian Airlines is the national passenger airliner serving the kingdom and is

the second-largest air carrier in the Middle East region, called "The Jewel of the

Middle East." Saudi Arabian Airlines is a member of the Arab Air Carriers

Organization, which promotes cooperation and safety standards among Arab airlines

[12].

Saudi Arabian Airlines started in 1945 with a single twin-engine DC-3 (Dakota) HZ-

AAX which was offered to King Abdul Aziz as a gift by U.S. President Franklin D.

Roosevelt. This was followed by the purchase of two more DC-3s, and these formed

the center of what in a few years later became one of the world's largest airlines [18].

Today Saudi Arabian Airlines has some one hundred and thirty-nine (139) aircraft,

including the latest and most advanced wide-bodied jets presently available: B747-

400s, B747-300s, B747-100s, B777-200s, Airbus A300-600s, MD-11s, and MD90s

[13, 14].

Saudi Arabian Airlines operating as Saudia (Arabic: ‫ اﻟﺴﻌﻮدﯾﺔ‬as-Saudiyyah) is the flag

carrier airline of Saudi Arabia, based in Jeddah. The airline reverted to its abbreviated

English brand name Saudia (used from 1972 to 1996) from Saudi Arabian Airlines

13
(historic name in use until 1971 and reintroduced in 1997) on 29 May 2012, the name

was changed to celebrate the company's entry into the Sky Team airline alliance on

that day, and it was a part of a larger rebranding initiative. It operates domestic and

international scheduled flights to over 90 destinations in the Middle East, Africa, Asia,

Europe, and North America. Domestic and international charter flights are operated,

mostly during Ramadan and the Hajj season [14].

The airline's main operational major base is at Jeddah-King Abdul-Aziz International

Airport (JED). Other major hubs are Riyadh-King Khalid International Airport (RUH),

and Dammam-King Fahd International Airport (DMM). The new Dammam airport

was opened for commercial use on 28 November 1999. Dhahran International Airport

was in use until it has been converted to being used as a military base [13, 14].

The airline used to be the largest carrier in the region, but because of the growth of

other airports and airlines has become the third-largest, behind Emirates and Qatar

Airways.

2.2 Operational Highlights

Throughout the years, Saudi Airlines has strived to maintain high-performance

standards in all aspects of its operation. Major industry criteria that airlines compete

to increase, is the on-time performance index.

The chart below displays Saudi Airlines' on-time performance during the last decade

(From 1993 to 2002). During this period, a total of 809,626 flights have been

successfully operated with an average on-time departure of 90% [23].

14
 Figure 2.1 Saudi Airlines on Time Departure/Arrival Ten Years Statistics.

2.3 Modern Fleet

Saudi Arabian Airlines recently augmented its fleet with the acquisition of 61 state-of-

the-art Boeing 747-400s, 777-200s, MD-11s, and MD-90s. These 61 aircraft have

already been received and introduced into service thus making the Airline’s fleet

among the youngest in the world.

2.3.1 Types of Fleet

Nearly 150 aircraft are utilized by Saudi Arabian Airlines today. The fleet of wide-

bodied passenger aircraft comprises such models as the Boeing 747, one of the first

wide-bodied jets ever produced; the Boeing 777, the world's largest twin-jet

commercial aircraft; and the Airbus A300, used for short- and medium-range flights.

Saudi Arabian Airlines also uses a fleet of cargo jets to move materials for commercial

and business customers. Saudi Arabian Airlines launches international and domestic

15
flight schedules to more than 70 points across the Middle East, North America, Asia,

Africa, and Europe.

2.4 The Hierarchy of Saudi Arabian Airlines Holding Company [13, 14]

Figure 2.2 Hierarchy of Saudi Arabian Airlines Holding Company.

2.5 Saudia Aerospace Engineering Industries (SAEI)

"SAEI's long-standing experience and capability to perform maintenance on a wide

variety of aircraft, aircraft components, and engines coupled with various repair station

approvals are now being focused on supporting third party business in Saudi Arabia

and the region."

SAEI has more than 55 years of experience in aircraft maintenance, engineering,

planning, and fleet management. Currently, it maintains the fleet of Saudi Arabian

Airlines and extends its services to many other customers in Saudi Arabia and around

16
the world. SAEI's current capability includes the A320 family, A330, A340, B737,

B747, and B777 series, MD11F, MD90 & ERJ170. The B787 series will soon be added

to the fleet. Also, SAEI is currently providing its engineering and maintenance services

to Saudia private jets and other local, regional, and International customers such as

NAS, British Airways, Air India, PIA, Air Arabia, Emirates, Qatar Airways, Delta,

and Jet Aviation [21, 23].

Additionally, SAEI handles several business jets such as GII, GIII, GIV, Hawker

400XP, Falcon 900, and Falcon 7X. SAEI has a standalone engines repair and test

center that handles various types of engines such as the RB211, PT6A, PW2037,

PW2040, PW4462, CF6-80C2, and CF34& V2500. CFM56 engines will be added to

their capability in the first quarter of 2012 [21].

SAEI maintenance services cover all 26 Saudi Arabian domestic airports and many

international stations with total staff strength of over 5000 qualified personnel of which

more than 85% are Saudi nationals. Troubleshooting capabilities are provided to all

stations 24/7 through the SAEI Maintenance Control Center (MCC). SAEI holds

Federal Aviation Administration (FAA), European Aviation Safety Agency (EASA),

and General Authority of Civil Aviation (GACA) certification to repair and overhaul

a large variety of aircraft components, aircraft engines, and Auxilary Power Units

(APUs). The Facilities are equipped with both ATCE 5000 and 6000 test computers.

Saudi Aerospace Engineering Industries is headquartered in Jeddah and has

responsibility for the maintenance of Saudia’s entire fleet. With more than 5,000

employees as of year-end 2010, it currently operates as a strategic business unit of

Saudia. Saudia has entered into a long-term agreement with SAEI according to which

SAEI is granted exclusive rights to provide maintenance and related services to Saudia

[21].

17
SAEI Plays a key role by providing comprehensive services including heavy/light

aircraft maintenance, technical training, engineering support, line maintenance

services, inventory management, component support, engine overhaul, and engine

condition monitoring to keep the fleet flying. It is proud to offer customers the same

technical expertise, quality, and service that enable Saudi Arabian Airlines to enjoy

industry-leading aircraft and engine reliability at low operating costs.

The capabilities include technical support, aircraft recovery, repair design,

modification, fabrication, fleet management, including the development of aircraft

maintenance programs and aircraft purchase.

SAEI places great emphasis on quality; regular audits are conducted to ensure that

policies and procedures are adhered to and that the quality of work performed

conforms strictly to standards prescribed by manufacturers and regulatory authorities

including FAA, GACA, and EASA.

Aviation Link Corporation selected SAEI to provide line maintenance support services

to their growing fleet due to their extensive knowledge, experience, and capabilities.

Aviation Link Corporation. provides total airplane management services for VIP

customers in the Middle East including aircraft purchase, interior design, and

completion, as well as operational and maintenance management [24].

SAEI MRO is the largest facility in the region. It is designed to meet the MRO business

requirements over the next 20 years of operations.

SAEI is one of the largest engineering departments in the region with the following

specialties.

1. Airframe Maintenance,

2. Supply Chain Management,

3. Engine Maintenance,

18
 4. Human Resource,

5. Component Maintenance,

6. Quality,

7. Engineering & Planning,

8. Finance.

2.5.1 The Hierarchy of Saudia Aerospace Engineering Industries [21]

Figure 2.3 Hierarchy of Saudia Aerospace Engineering Industries.

2.5.2 Fleet Management

Fleet Management is a function that allows transportation companies to minimize the

risks associated with vehicle investment, improve efficiency, and productivity and

reduce their overall transportation and staff costs, provide 100% compliance with

government legislation, and many more.

19
It develops and plans schedules and it controls the maintenance activities inside SAEI

to ensure that the business lines meet the commitments made to the customers. It

ensures the availability of conforming aircraft parts, serviceable engines, and spares at

established objective levels to avoid delays and interruptions to maintenance

operations. Also, conduct an initial evaluation of the customer’s bill of work to be

performed by SAEI and coordinate and track maintenance activities data records.

2.5.3 Supply Chain Management

SCM offers SAEI integrated and automated tools, parts, and inventory management

system that reduces the costs associated with the MRO while driving increased

maintenance and operations productivity. The team, with a decade of experience in

materials management, manages every aspect of SAEI operations, including purchase

management, Inventory Control, material and supplier issues, and logistics. Its cost-

effective inventory management system delivers capabilities and values that the client

needs to win in today’s competitive market.

SCM offers the following Services:

• Provides all required aircraft parts and materials to various SAEI repair shops

and hangar and line maintenance,

• Provides efficient warehouse, material, support, and handling of company

material through its various storage locations,

• Maintains proper warehouse environment according to aviation standards,

• Develops, negotiates, and administers technical contracts for the procurement

of equipment and services from external vendors.

20
2.5.4 Quality Assurance

SAEI quality assurance department controls the accuracy and quality of work

performed on aircraft and components to ensure safety standards adhere to FAA,

GACA, and EASA rules and regulations to maintain aircraft airworthiness and safety

of operators.

Quality Assurance at SAIE includes the following:

• Declares aircraft/Components serviceability before an aircraft flight release,

• Performs receiving inspections on all incoming parts to ensure conformity,

• Repairs and calibrates testing equipment per international measurement

standards,

• Performs Non-Destructive Testing (NDT) inspections to detect cracks and

defects in aircraft structures using various methods.

Dedication to the highest standards of services can be seen throughout SAEI’s highly

trained and experienced technicians who perform inspections to guarantee the safety

of passengers and the reliability of aircraft.

Quality Assurance Department highlights:

• Ensures all technical functions within the MRO comply with SAEI standards

and applicable regulations,

• Conducts regular internal audits and facilitates AS9100, FAA, EASA, and

GACA annual audits,

• Review the history of defects and perform root cause and corrective actions,

present to senior leadership the highlighted major findings and solutions,

• Communicates with external supplier quality teams to ensure compliance.

21
2.5.5 Technical Training

The training system includes system rating, airframe and powerplant licensing

program, hands-on laboratory, and visual management.

2.6 Advanced New Facility in SAEI

International and domestic aircraft Maintenance and repair increasing demand has

extended the work area with new facilities and amenities around the world.

SAEI has selected a joint venture of the United Arab Emirates base Habtoor Leighton

Group, Turkey’s TAV, and Al Rajhi, for an SR 2.87 billion contract to design and

build a new MRO in Saudi Arabia. The JV’s scope of work includes the design and

construction of 11 aircraft maintenance hangars with clear spans up to 160 meters,

ancillary buildings, and workshops comprising 343,000 m2 for the built-up area, all

electro-mechanical and special equipment required for an automated modern MRO

facility, corresponding aprons, taxiways, and airfield infrastructure works [19, 21, 23].

SAEI is developing a new state of art aircraft maintenance, component maintenance,

and jet propulsion center aimed to handle the future challenges imposed by the

forecasted market expansion in air transportation and consequently the associated

maintenance demands. SAEI is planning this facility as a catalyst to enhance its

production flexibility and efficiency for many types of aircraft, engines, and repair and

overhaul equipment. The New facility would be established over an area of one million

m2, at the east-north side of King Abdul-Aziz International Airport in Jeddah (JED).

2.7 Hangar Maintenance

SAEI hangars comfortably accommodate multiple narrow and wide-body aircraft,

Boeing B747s, B787s, Airbus A330s, and an Airbus A380 as well as smaller business

jets of every type. SAEI boasts an overall hangar floor footprint of 21,200 m2 and

22
workshop space totaling 5,300 m2. Tactical interlinking of the hangars and workshops

ensures superior time management and manpower allocation for in-house projects [29-

31].

With an anticipated contract value of $800 million, Phase I Works will be completed

by the end of 2023. SAEI hangars will be one of the largest MRO facilities in the

region. It is designed to meet the MRO business needs for the next 20 years of

operation. The design of the facility will allow phased construction to accommodate

future capacity expansion requirements [32].

These facilities will consist of 11 hangars including heavy maintenance and line

maintenance, wash and paint, component and support shops, supply chain center,

administrative offices, miscellaneous support buildings, multi-level and surface car

park, and aircraft parking aprons.

All hangar departments will be equipped with automated material handling systems

such as an automated guided vehicle system, automated storage, and retrieval system,

pneumatic tube system, vertical reciprocating conveyors, power roller conveyors,

gravity conveyors, and various cranes systems, and multi-use wide-body and narrow-

body dock systems.

Phase “C” is performed every 12-18 months and/or a specific number of flight hours

determined by the manufacturer maintenance program. This check requires the aircraft

to come off the line and be inspected in a hangar environment. “C” check maintenance

consumes approximately four weeks undergoing routine tasks which are performed

according to the task cards with a sequence, & Non-routine tasks are unplanned tasks

that were captured during inspections [29, 31]. The history of ground time to perform

747- 400 phase “C” was estimated (Table 2.1).

23
 Table 2.1 “C” Check Average Time per Speciality.

Specialty (Department) Range Average Days

Airframe 28-36 32
Cabin 27-34 30
Avionics 28-31 29.5
PowerPlant (Engines) 26-31 28.5
Aircraft 5 years history* 28-36* 32*

Mean Standard Error Mode SD Count CI 95%

31.75 0.56 33 2.5 20 ACFT 1.2

*Descriptive Statistics of O.O.S & B.I.S data.

As shown in Tables 2.2 and 2.3, aircraft ground time cost per hour may be considered

as lost revenue for an airline. The maintenance total time continues to increase due to

many factors (e.g., aging fleet, poor time management, etc.).

Table 2.2 Saudi Arabian Airlines Operational Revenue.

SR Per Flight SR Per Flight SR Per Day

Statistics for B-744 leg (SR) hour (SR) hour (SR)
Standard AVG Operating Revenue 800,000 47,904 31,951
Standard AVG Operating Cost 550,000 32,934 21,972
Standard AVG Net Revenue 250,000 14,970 9,984

Table 2.3 Aircraft 2012 Average Utilization Hours

Month Monthly Utilization Average Hours Daily Utilization Average Hours

November 498 16.6
December 501 16.7
January 492 16.4
February 504 16.8
March 501 16.7

2.8 Cabin

An aircraft cabin is the section of an aircraft in which passengers travel. At cruising

altitudes of modern commercial aircraft, the surrounding atmosphere is too thin for

passengers and crew to breathe without an oxygen mask, so the cabin compartment is

pressurized anytime the cabin pressure is less than ambient pressure.

24
In commercial air travel, particularly in airliners, cabins may be divided into several

parts. These can include travel class sections in medium and large aircraft, areas for

flight attendants, galleys, and storage for in-flight service. Seats are mostly arranged

in rows and alleys. The higher the travel class, the more space is provided. Cabins of

the different travel classes are often divided by curtains, sometimes called class

dividers though some airlines will not utilize a curtain between Business and First

class. Passengers are not usually allowed to visit higher travel class cabins on

commercial flights.

Some aircraft cabins contain passenger entertainment systems. Short-haul cabins tend

to have no or shared screens whereas long-haul flights often contain personal screens

which allow passengers to choose what to watch on their screen.

The Pre hangar check in the CABIN is listed below [32]:

• Galley filter replacement,

• Entry doors indication operational check,

• Upper deck slide doors Indication check,

• Lavatory, cleaning, and Indication Check,

• Lavatory smoke detection Check,

• Lavatory fire extinguisher expiration check,

• All seat and seat belt checks,

• Galley elevator check,

• Slide raft check,

• All doors power actuation system expiration check,

• Storable berth Operational Check.

When the aircraft is towed into the hangar, the following operational checks are

performed:

25
 • All floor panels check,

• Recirculating system and filters check,

• Left main entry doors mode selector functional check,

• Cabin attendant seats upholstery replacement,

• Left and right upper deck arm/disarm lever operational check,

• Right main entry doors mode selector functional check,

• Left and Right upper deck doors latch/lift mechanism operational check,

• Left and Right upper deck flight lock actuator operational check,

• Power actuation system gauge check,

• Lavatory doors operational check,

• Passenger compartment air outlets and seat operational check,

• Stabilizer trim and rudder ratio control module existing faults check F/C and

J/C seat leg rest slides and rollers lubrication,

• Lavatories heater and bidet system operational check,

• Power megaphones and emergency flashlight operational check,

• Gallery faucets and valves operational check,

• Doors overhead crew rest drapery and bunk cover replacements,

• Main cabin Entry door escape slide functional check,

• Galley compartment doors, drawers, and torque check aisle stand C.

2.8.1 Fleet Services [32]

Fleet service employees are responsible for loading and unloading cargo, as well as

transporting cargo to and from the aircraft. Fleet service employees also clean and

service cabin interiors, lavatories, overhead storage bins, and buffets.

The following are the tasks that are to be accomplished in fleet service assignments:

26
 • Passenger service units and closure panel cleaning,

• Flight compartment cleaning,

• Passenger compartment sidewall panels cleaning,

• Passenger service closure and panels cleaning,

• Passengers' seat cleaning,

• Passenger compartment ceiling panels cleaning,

• Galley craft lift cleaning,

• Trash compactor cleaning,

• Cappuccino maker deep cleaning,

• Passenger compartment curtain rail assemblies cleaning,

• Steam and convection ovens deep cleaning,

• Lavatory compartment deep clean,

• Passengers compartment carpets and floor mats installation,

• Stair enclosure cleaning,

• Portable oxygen stowage boxes cleaning.

2.9 Avionics

Avionics (aviation and electronics) is a term that describes all of the communication,

navigational, and flight management equipment used in aircraft to make flight safer

and more efficient. The term avionics is also used to describe weapon guidance and

delivery systems in military aircraft as well as electronic systems used in satellite and

space delivery systems.

Avionic technicians are trained to remove, troubleshoot, repair, and install aircraft

electronic systems, including the associated wiring and structural mounting of the

systems. After repairing avionic systems, technicians are also responsible for

27
performing operational checks of the system to ensure the system works as designed.

Technicians can perform flight line work on the aircraft or shop work where they bench

test and repair various systems. Avionics technicians typically find work at major

airlines, FAA repair stations, and even aircraft manufacturers.

Avionics maintenance covers a wide range of the aviation and aerospace sectors –

which together work to keep aircraft safe, serviced, and airworthy.

The following checks are performed before the aircraft is towed inside the hangar [33]

• Navigation Check,

• Ground Resistance Check,

• Stall Warming Check,

• Flap Time Delay Check,

• Cockpit Window heater Check,

• Fuel Quantity Indication Check,

• Engine Indicator Check,

• Fuel Installation Resistance Check,

• Under Water Locator Check,

• All Seat digital Indication Checks,

• All Flight deck Effect and Now Flight deck Message check /corrections.

When the aircraft is towed inside the hangar, the following tasks are checked:

• Fuel Pump Resistance check,

• Video – Audio Projector Adjusting,

• Megaphones batters replacement,

• Integrated display unit and air inlet screen filters cleaning,

• Control display unit and cooling air inlet screen cleaning,

• Selector module operational check,

28
 • Voice record operational check,

• Primary Ice detection operational check,

• Hydraulic Air Driven Pump Pressure Switch Warning Lights operational

check,

• Video-Audio Projectors check,

• Yaw damper module operational check.

Some operations are performed in parallel with other departments, such as:

• Ground and flight mode operational check with airframe and powerplant,

• Engine overheat sensors check.

After the accomplishment of the cross-functional tasks, the avionics department will

perform preplanned routine cards.

After finishing the routine cards, non-routine tasks will be performed, which are not

listed in the preplanned cards; then the tracking schedule will be adjusted as needed.

2.10 Airframe

The airframe of an aircraft is its mechanical structure. It is typically considered to

include fuselage, wings, and landing gears excluding the propulsion system. Airframe

design is a field of aerospace engineering that combines aerodynamics, materials

technology, and manufacturing methods to achieve balances of performance,

reliability, and reduced fuel consumption. Airframe mechanics are authorized to work

on any part of the aircraft except the instruments, powerplants, and propellers. All the

tasks should be performed under the rules and regulations approved by the local

authority GACA.

The airframe department consumes the majority of maintenance time and tasks

assigned to be performed during the “C” check.

29
The pre-hangar includes the following checks before the aircraft is towed inside [29,

31]:

• Equipment cooling test,

• Landing gear alternative extension check,

• Fuel boost pump check,

• Cockpit/window washer check,

• Radar hangar free play,

• Elevator flushes check,

• Stabilizers operational check,

• Flap alternate & primary operational check,

• Fuel sample and hydraulic sample for microbiological test,

• Fire extinguisher bottle squid test,

• Waste tank pressure switch functional check,

• Smoke detector, tube heater system operational check,

• Waste tank fillers check,

• Cargo doors actuator quick rig check,

• Oxygen control functional check,

• Nose gear pressure switch check.

The checks that are performed before the aircraft is towed inside the hangar:

• Pneumatic Heat Guard check,

 Check all pneumatic connections for leaks in the left and right wings of

the airplane, air-conditioning, and cross-over bays.

• Break and Tire Checks:

 Break accumulator pressure check,

 Break surge accumulation check,

30
  Break hydraulic pressure check,

 Tire pressure check.

• Cargo loading operational check:

 Aft and forward loading system.

After completing all routine tasks, some of the non-routine tasks are to be completed

and communication with other departments is initiated. The airframe crew

accomplishes maximum tasks in the pre hangar process to identify as many defects as

possible whereas it may be difficult to do so once the aircraft is inside the hangar with

no power available.

Certain routine tasks are in series with inspection items after opening up panels to gain

access and some of these tasks are performed simultaneously.

When the aircraft is towed inside the hangar the subsequent check and open up routine

tasks start accordingly.

• De-fueling the aircraft,

• Inspection of the upper and lower wings,

• Empennage open up,

• Radars, Stabilizers, Fairing, Jack and Shroud inspection,

• Hydraulic component check,

• Fuel dry bays open up,

• Air-conditioning access open up.

2.11 Inspection

The process of systematically examining, checking, and testing aircraft structural

members, components, and systems, to detect actual or potential unserviceable

conditions.

31
The quality assurance system is the last line of defense, it is affected by a variety of

geographically dispersed entities ranging from large international carriers, repair and

maintenance facilities, through regional and commuter airlines, to the fixed-based

operators associated with general aviation. Inspection, like maintenance, is regulated

by the FAA, while the adherence to inspection procedures and protocols are closely

monitored, monitoring the efficacy of these procedures is much more difficult [28, 33].

Just as effective inspection is seen as a necessary prerequisite to maintenance safety,

inspector reliability is fundamental to effective inspection. Since 90% of all inspection

in aircraft maintenance tends to be visual inspections, this must be performed

effectively, efficiently, and consistently in a predetermined schedule. These schedules

are then taken by the carrier and modified so that they suit individual carrier

requirements and meet legal approval. Thus, within the carriers' schedule there will be

checks at various intervals, often designated as flight line checks, overnight checks, A,

B, C, and D phases.

The objective of these phases is to conduct both routine and non-routine maintenance

of an aircraft. The maintenance includes scheduling the repair of known issues,

replacing items after certain flight hours, cycle time, or calendar time, repairing defects

discovered previously (e.g., reports logged by pilot and crew, line inspection, items

deferred from previous maintenance), and performing scheduled repairs. If a defect is

discovered by the inspection system, it often leads to repair/maintenance. In the

context of an aging fleet, inspection takes a more vital role. Scheduled repairs account

for only 30% of all maintenance compared to 60-80% in the earlier fleet which can be

attributed to an increase in the number of age-related defects. In such an environment

the importance of inspection cannot be overemphasized.

32
Once the maintenance and inspections are scheduled on an aircraft, the schedule is

translated into a set of job cards or work cards (instructions for inspection and

maintenance tasks) as the aircraft arrives at any maintenance site. Initially, the aircraft

is cleaned and several accesses are opened so that inspectors can view the different

areas. This activity is followed by a heavy inspection check. As stated earlier, most of

this inspection is visual. Since such a large part of the maintenance, the workload is

dependent on the discovery of defects during an inspection, it is imperative that the

incoming inspection is completed as soon as possible after the aircraft arrives at the

inspection maintenance site [34, 39].

Furthermore, there is pressure on the inspector to discover critical defects that

necessitate long follow-up maintenance times, early on in the inspection process. Thus,

there is a heavy inspection workload at the beginning of each check. It is only after the

discovery of defects that the planning group can estimate the expected maintenance

workload, order replacement parts, and schedule maintenance time. Frequently,

maintenance facilities resort to overtime, increasing the total number of inspection

hours. This often leads to prolonged work hours. Also, much of the inspection is

carried out during the night shift, including routine inspections on the flight line, which

are scheduled to occur between the last flight of the day and the first flight on the next

day.

During the inspection, each defect is written up in Non-Routine Cards (NRCs) as a

finding. This is translated into a set of work cards to rectify each defect. The defect is

rectified by maintenance technicians from a different department depending on the

finding type. Once the defect is rectified, it may also generate additional inspection

buyouts to ensure that the work meets necessary standards. These subsequent

inspections are typically referred to as buyback inspections. Thus, it is seen that

33
initially, the workload on an inspector is very high upon the arrival of an aircraft. As

the service on the aircraft progresses, the inspection workload decreases as the

maintenance crew works on the repairs. The inspection load again increases towards

the end of service. However, the rhythm of the work changes towards the end of service

as there is much frequent interruption as technicians call in inspectors to conduct

buyouts of completed work [36, 38].

Task analysis of aircraft inspection has revealed inspection to be a complex task where

the inspector has to visually search for defects occurring at varying severity levels and

locations. In performing the inspection task the inspector has to be sensitive to

efficiency (speed measure) and effectiveness (accuracy measure). The inspector needs

to be sensitive to these factors if he or she is to optimize his or her performance.

The inspection task is further complicated by the wide variety of defects that are being

reported in older aircraft. Consequently, a more intensive inspection program is

required for aging aircraft. The introduction of newer aircraft does not strictly reduce

the inspection workload, as new airframe composites create an additional set of

inspection variables. Nevertheless, the widespread use of aging aircraft is expected to

continue in the future. Thus, the Office of Aviation Medicine and the FAA Technical

Center have recently concentrated their efforts in these areas [38]:

• Flight compartment placards inspection,

• Crew compartment overhead hatch drain inspection,

• Doors warning system operational check,

• Crew cabin interior inspection,

• Passenger address system functional check,

• Flight compartment seats and crew rest inspection,

• Control display units and cooling air inlet screens cleaning,

34
 • Central warning system modules operational check,

• Integrated display unit and Air inlet screen filters cleaning.

The Inspection process is a vital role in maintaining aircraft safety with proper checks

to be airworthy. In pre hangar process, visual inspections are a common method of

quality control, data acquisition, and data analysis. Visual inspection is used in the

maintenance of facilities, inspection of equipment and structures using either or all of

raw human senses such as vision, hearing, touch, and smell, and/or any non-specialized

inspection equipment.

The inspection process is divided into two categories:

• General Visual Inspection:

• Detail Visual Inspection:

The following inspections of an element of aircraft are engine components, flight

control actuators, hydraulic connection, corrosion, loose rivets, fairing, flight

coordination check, landing gear, structure, brake system, wheel and tires, and oxygen

system.

In maintenance activities inspection involves the measurements, tests, and gauges

applied to certain characteristics regarding an object or activity. The results are usually

compared to specified requirements and standards for determining whether the item or

activity is in line with these targets. Inspections are usually non-destructive.

Completion of all routine and non-routine tasks require a final inspection per area as

well as a final workaround that includes a check of leaks, missing screw, damage,

cleanliness, and abnormal conditions which then leads to releasing the aircraft for a

flight.

35
2.12 PowerPlant
Established in 1983, SAEI’s Jet Propulsion center extends over a 61000 m2 area in

Jeddah and employs over 500 highly skilled engineering and technical staff. The center

has the capability to repair and overhaul jet engines, auxiliary power units, thrust

reverses, and various engine parts with excellent turnaround times.

The Jet Propulsion center also has a twin-engine test call capable of handling up to

90000 lbs of thrust. SAEI is planning the construction of a state-of-the-art Jet Engine

Maintenance facility by 2014 which will have an engine test cell capable of handling

up to 150000 lbs of thrust.

The engine and propeller often referred to as the powerplant, work in combination to

produce thrust. The powerplant propels the airplane and drives the various systems

that support the operation of an airplane.

The following maintenance checks were performed proceeding with the aircraft

hangaring [39, 37]:

• Open up of engine panels,

• Pylon access panels open up,

• Integrative Drive Generator (IDG) check,

• Thrust repair operational check,

• Change all filters, engines, oil coolers, IDG,

• Statics aerodynamics smoothness inspection,

• Replace fuel filters, pneumatics seals, and component filters.

Data were collected in time units for actual 16 “C” checks performed by Saudi Arabian

Airlines (SV) maintenance division SAEI on 747 – 400. Another set of data was

collected from AB MRO facilities on the same aircraft type, model, and check. Finally,

General Electric provided average hours for each task of CF6-80 engine maintenance,

36
which was convenient to validate the engine simulation model as demonstrated in

chapter 3. Simulation comparison will be tested to see how the simulation model

executed the data for all airlines and this will be discussed in terms of manufacturer or

benchmarking time (Table 2.2).

Additionally, work-study consideration of waste measurements was demonstrated and

the data were normalized to rank SAEI (SV) and AB MROs (Table 2.3).

Times were given in hours which were simulated for two working technicians for all

sequenced processes and three inspection processes were accomplished by only one

inspector (Table 2.4).

Table 2.4 PowerPlant Department, Engine Maintenance Processes Average

Hours Collected for Three Different Companies.

Processes per Engine *GE 1R **GE 2R SV MRO AB MRO

1- Open up Access Panels 11.5 6.9 12 16
2- Stow Reverse plus Routine MTCE 4.8 2.9 8 4
3- Inspection 2.0 1.2 4 2
4- IDG Oil Change plus Routine MTCE 15.7 9.4 12 12
5- Engine Oil Change 2.0 1.2 2 2
6- Filters Change and Ignition System Check 11.8 7.1 16 14
7- Engine Baroscopic 5.6 3.4 4 8
8- Inspection 2.0 1.2 2 2
9- Plugs Close Up 3.9 2.3 4 3
10- Fan Blades & Shafts Lubrication 7.8 4.7 16 10
11- VIGV Rig & Routine check 10.5 6.3 8 12
12- Non-Routine Cards 31.4 18.8 30 35
13- Operational Check 20.7 12.4 32 18
14- Final Inspection 4.2 2.5 6 4
15- Pylon Corrosion Inhibiter Application 4.2 2.5 4 3
16- General Close up 11.8 7.1 24 12
Total processes Average hours 149.9 89.9 184 157
*Standard hours provided by GE representative for CF6-80 engine maintenance (one technician).
**Standard hours were adjusted for CF6-80 engine maintenance (two technicians) to match SV and AB.

SV MRO is consuming more hours compared to AB MRO in terms of total time

(Figure 2.4). Some processes SV performed more efficiently than AB and vice versa

in terms of ratio and proportion (Figure 2.5).

37
 Engine Maintenance Processes Time
40
35
30
Average Hour
25
20
15
10
5
0

GE 1R GE 2R SV MRO AB MRO

Figure 2.4 Processes Average Hours Comparison.

Engine Maintenance Total Time

200
180
160
140
Average Hour

120
100
80
60
40
20
0
Engine Process Average Time

GE 1R GE 2R SV MRO AB MRO

Figure 2.5 Total Average hours Comparison.

38
 0

-50

-100

SV % Dev.
-150
AB % Dev.

-200

-250

-300

Figure 2.6 Percentage Deviations from Bench Mark.

2.5

2.0

1.5
SV to AB Ratio

1.0 AB to SV Ratio

0.5

0.0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Figure 2.7 Ratio Comparisons between SV and AB.

Figure 2.6 indicated the ratio between SV and AB and Figure 2.7 and Table 2.5 showed

SV and AB percentage deviation from the manufacturer benchmark.

39
 Table 2.5 Comparison Summary from Table 2.2.

SV% Dev. AB% Dev. SV to AB Ratio AB to SV Ratio

-74 -132 0.8 1.3
-178 -39 2.0 0.5
-233 -67 2.0 0.5
-27 -27 1.0 1.0
-67 -67 1.0 1.0
-126 -98 1.1 0.9
-19 -138 0.5 2.0
-67 -67 1.0 1.0
-71 -28 1.3 0.8
-242 -114 1.6 0.6
-27 -90 0.7 1.5
-59 -86 0.9 1.2
-158 -45 1.8 0.6
-138 -59 1.5 0.7
-59 -19 1.3 0.8
-239 -69 2.0 0.5
-105 -75 1.2 0.9

SV was utilizing 74% excess time to perform the first task and 104% excess time from

the benchmark GE 1R total average hours. Presumably, SV is consuming almost

double the average time to complete engine maintenance. Furthermore, SV was

completing the maintenance by utilizing an excess average time of 17% compared to

AB.

Difference between SV actual average hour and GE standard hours = 184 – 89.9 =

94.1 hours and difference percentage deviation = 94.1 / 89.9 = 104%. This is more

than the Difference between SV and AB = 184 – 157 = 27, thus the excess time utilized

by SV compared to AB = 27 / 157 = 17%.

2.13 Sheet Metal

SAEI is equipped with a full range sheet metal fabrication shop including

disassembling, modifying, repairing and reassembling complex aircraft sheet metal

systems including bulkheads, airframe spars, wing scoops, flaps, fuselages, skins, ribs,

gussets, and internal and external fuel tanks structure [41, 31].

40
• Assesses maintenance and repair requirements for sheet metal components and

assemblies using standard repair and technical manuals, service bulletins, and

other approved data from ATA chapters,

• Provides technical information to engineers for the development of repairs

outside of approved data scope when required,

• Performs approved repair operations to structures including sheet metal and

other structures,

• Overhauls mechanical assemblies including repairs and part replacements,

• Documents maintenance/repair actions per company and FAA requirements,

• Maintains a safe and clean working environment,

• Read and interpret technical drawings,

• Perform layout patterns templates,

• Perform cutting of material to size,

• Form sheet metal with hand/machine tools,

• Perform cold-working of fastener holes,

• Perform sawing and routing of sheet metal,

• Perform stop drilling of small cracks in sheet metal,

• Perform fastening of sheet metal with rivets,

• Perform fastening of sheet metal using the bonding process,

• Perform punch and drilling of sheet metal,

• Perform dimpling and countersinking of sheet metal.

41
 Chapter III

Boeing 747 – 400 “C” Check Maintenance Processes Simulation Models

3.1 Simulation Model Design

A simulation model was designed, developed, verified, and validated using Arena®

simulation software to evaluate all the maintenance processes and tasks involved in

the “C3” check that is performed on B747- 400 to search for possibilities of reducing

the maintenance total time. Four models were built each of which mimicked one of

the four departments (i.e., powerplant, airframe, cabin, and avionics). Once each model

was completed, verified, and validated, a complete model was built to interconnect all

four models.

3.2 Model Brief

• Aircraft arrives for a “C3” check and Engineering Orders (EO),

• Aircraft is scheduled for the check,

• Aircraft will be seized for different processes by different specialties to perform

maintenance tasks.

• Once all the processes are completed, the aircraft will be airworthy and the

simulation will stop.

A discrete event simulation using Arena® was used to model the various maintenance

approaches. The simulation systems allowed insightful looking into hangar

42
maintenance activities in terms of how it takes to accomplish a task, cross-functional

activities and priority, total time, waiting time, manpower scheduling and utilization

statistics, and other relevant results like cost and revenue were involved.

Assumptions:

• Maintenance technicians adhere to the Technical Policies and Procedures

(TP&P) of SAEI,

• Required tools and equipment for performing maintenance tasks are

available.

• Aircraft parts are available (the maintenance will not stop due to shortages).

• Maintenance technicians are available (operations will not stop due to

absenteeism).

3.3 PowerPlant Department

The powerplant department has three working crews (resources) that maintain

propulsion systems in the ACFT. Each crew has 14 employees some of which are a

day off, on training, and some are assigned to different ACFT other than 747. Only

two technicians from each crew are assigned to the 747 - 400 “C3” check. Two on

engines 1 and 2, two on engines 3 and 4, and two technicians on Auxilary Power Unit

(APU) and EOs. This department will be simulated in two different models, the engine

model, and the APU model.

3.3.1 Engine System Description

The 747 – 400 aircraft is equipped with four identical General Electric CF-60 Turbine

Engines two of which are located on each wing. The powerplant department has three

crews working consecutively and two of which crews are responsible for the

maintenance tasks of the four engines; two engines per crew, (each crew has two

43
technicians), morning and afternoon shifts respectively (Figure 3.1). Shift change is

due every two weeks from morning to night, from afternoon to morning, and from

night to the afternoon shift.

In the “C3” check, most of the processes are routine maintenance. The “C3”

maintenance package is distributed for each crew, tasks to be accomplished. Tasks

rarely change; also major non-routine jobs are similar from one check to another.

The following checks and tests are performed during the pre hangar [39, 37]:

• Open up of engine access panels,

• Pylon access panels open up,

• Integrative Drive Generator (IDG) check,

• Thrust reverse operational check,

• Engine run,

• Aerodynamics smoothness inspection.

Figure 3.1 Engine Processes Schematic Diagram.

44
Two technicians (2 Resources) hours were adjusted for all tasks to match SV and AB

MROs. The 2R is estimated by only 60% of the 1R standard hours' process estimate.

A brief description of each task per one engine is listed and explained:

Process GE 1R GE 2R SV MRO AB MRO

1- Engine Open up Access Panels 11.5 6.9 12 16

Access panels open up is the main and first step of all sequenced processes. Sub-

processes are as follows: cowl accesses, core panels, and pylon access panels. SV

MRO recorded 12 hours, AB airlines estimated 16 hours while the standard time that

was collected from GE representative showed 11.5 per one technician.

GE GE SV AB
Process 1R 2R MRO MRO
2-Stow thrust Reverse, and begin routine maintenance
precedence 4.8 2.9 8 4

Stowing the thrust reverse takes 2.9 (benchmark average hours) and 8 hours on average

for SV, as well as half the time, is estimated for AB MRO.

Process GE 1R GE 2R SV MRO AB MRO

3- Inspection starts once all panels are opened 2.0 1.2 4 2

This step is accomplished by a single inspector to look for defects, loose bolts and

cracks, damages, and for up normal conditions observed even in hidden cavities to

satisfy the detailed visual inspection requirements. Findings are written in Non-

Routine Cards (NRCs) and will be presented to technicians to repair per maintenance

manuals procedure.

SV AB
Process GE 1R GE 2R MRO MRO
4- IDG maintenance and oil change, after baroscopic 15.7 9.4 12 12

This step is accomplished in partial and then reinstalled after the internal inspection of

the engine is satisfactory.

45
 GE GE SV AB
Process 1R 2R MRO MRO
5- Engine Oil Change after engine internal inspection 2.0 1.2 2 2

This process is the same as the previous IDG in terms of handling and servicing to be

after the internal inspection is satisfied with other sub-processes and then the

baroscopic inspection will start as the IDG oil drainage is completed and sold. Once

this is completed, the rectification of baroscope access plugs is due.

GE GE SV AB
Process 1R 2R MRO MRO
6- Filters Change and Ignition System Routine check 11.8 7.1 16 14

Ignition cable, starter air filter, exciter boxes check and all other hydraulic, fuel, and

oil filters are due for replacement and/or cleaning. These sub-processes are completed

consecutively and SV consumes 16 hours on average around two full shifts by two

technicians to complete the task.

GE GE SV AB
Process 1R 2R MRO MRO
7- Engine Baroscopic (Internal accessing) all locations 5.6 3.4 4 8
8- Inspection of the internal sides by the inspector also 2.0 1.2 2 2
9- Plugs Close Up immediately and secure all locations 3.9 2.3 4 3

A major part and critical decision will be made if possible damage is observed inside

the engine shafts, blades, and seals or rings as well as all internal components during

the baroscopic inspection. Once this inspection is satisfactory, plugs close up

immediately initiated, IDG, Engine oil, and rectifications are due after filters

accomplishment.

46
 GE GE SV AB
Process 1R 2R MRO MRO
10- Fan Blades & Shafts, rings, and bearings Lubrication 7.8 4.7 16 10

Lubrication is a no-callback item, AB MRO and GE do not require inspection.

However, SV recorded excess time in this process due to their inspection requirement

of lubrication and cleaning of excess lubrication if the inspector rejected the task. This

is why SV consumes a significant amount of time performing lubrications.

GE GE SV AB
Process 1R 2R MRO MRO
11- VIGV Rig and routine cards, installation and rig 10.5 6.3 8 12

Variable inlet guide vanes are to be disconnected for access. Adjustment is required at

reinstalling stage and that must be rectified at the end.

SV AB
Process GE 1R GE 2R MRO MRO
12- Non-Routine Cards from first inspection step 31.4 18.8 30 35

This is a pre-evaluated process to document all the inspection findings by the

inspection team. These findings will be evaluated to decide what action is to be taken

from material requirements to internal and external engineering team involvement.

SV AB
Process GE 1R GE 2R MRO MRO
13- Operational and functional check 20.7 12.4 32 18

This is a critical step, a decision to be made while operating engines, its output

parameters and indications are vital and need to be within the maintenance manual

limits and tolerances.

47
 GE GE SV AB
Process 1R 2R MRO MRO
14- Final Inspection by inspection when package is signed 4.2 2.5 6 4
15- Pylon Corrosion Inhibiter Application (preventative) 4.2 2.5 4 3
16- General Close up of all accesses or/and components 11.8 7.1 24 12

Finally, the “C” check package is audited for completion and appropriate buyouts for

each task. Planners ensure that there are no open items before engines start for safety

purposes and final detail visual inspections are performed to confirm close up after the

14th and 15th steps were satisfactorily accomplished. Also, inspection after close-up is

practiced to ensure the panels' final security is properly performed.

3.3.2 Engine “C” Check Simulation Model

The manpower is assigned from day one to start opening up the access panels for the

inspection team, crew #1 supervisor, for example, will send two technicians to work

on engine #1 (i.e., open up), and after that, they become idle for the delay created for

the inspection time that is accomplished by an inspector. The inspection utilization

results are not discussed in the study and their delay time was included as “other time”

in the simulation report). However, the two engine technicians were waiting to perform

the next process, which will be delayed until after the inspector releases the entity

(engine #1) for these technicians to begin their second process. The nature of these

patterns creates “waiting time” through the complete “ C” check and will be

accumulated in the ACFT total time.

Two technicians per engine (a senior and a junior technician) for an 8-hour shift, in

other words, two resources are working simultaneously. Two engines are seized by

their resources on the morning shift and the other two engines on the afternoon shift.

Seize / delay/release function was selected serially, however, the four entities (i.e.,

engines) are performed in parallel, and each resource is taken from the resource pool
48
and grouped from a “resource set”. To model that, two sets were created and each of

which model has four resources (first set: Senior 1, Senior 2, Senior 3, and Senior 4;

Second set: Junior 1, Junior 2, Junior 3, and Junior 4). Senior 1 and Junior 1 are

assigned to engine #1 on the morning shift and Senior 2 and Junior 2 on the morning

shift are assigned to engine #2 (6:00 AM – 2:00 PM). Shift change will occur every

two weeks and the night shift resources will move to the morning shift. Likewise,

engine #3 is seized by Senior 3 and Junior 3 and engine #4 by Senior 4 and Junior 4

but on the afternoon shift (2:00 PM – 10:00 PM) and be changing shift to morning

shift after two weeks as well. Engines #1 and #2 processes are identical, however, the

resources scheduled break time is different. Excessive break time in the afternoon shift

schedule is modeled and simulated (employees perform Asur, Magreb, and Isha

prayers). Therefore, the “pre-empt rule” for the resources break schedule was selected.

The following process blocks were created to simulate the “C” check and each will be

explained in detail:

Create module: Engines arrival was formulated by a constant value of 4 arriving at

time zero with a maximum arrival of 1.

Assign module: A variable was defined “= Index + 1” where engine #1 will take a

value of 0 and the second engine will take a value of 1 and so on until entity four will

be represented in the model as a value of 3. This was performed to assign “Entity

Types” and “Entity Pictures” attributes for each entity respectively (e.g., engine #1

Type and Picture were unique and carried the value 0). Furthermore, the resources

(i.e., technicians) were gathered respectively, in the same manner, to specify them in

the process resource window: “Senior Technician Set” and “Junior Technician Set”

were added to the process resource window and were selected in the type as a “specific

member” in which to attach the entity attribute (i.e., engine type and picture) for the

49
“Set Index” called “Entity Type”. This will ensure that each resource will be assigned

to its respective entity in which to avoid dependency and overlapping.

Table 3.1 Important Factors Considered During Modeling.

Operational factor Scheduling Assignment factor Resource Allocation

Average 0.25 hours late* Two Resources per engine* Morning, Afternoon*
(*) represents the actual current configuration of the system

Replication length was established by a “terminating condition” at the run/set /up

window in which to stop the simulation run at the time that the entity index variable

counts 4th entity (value of 3) is out of the close-up process block and moving to the

disposal block [expression:(Engine Close Up.NumberOut == 4)] (Figures 3.2 – 3.12).

Figure 3.2 Engine Model.

50
 Figure 3.3 Engine Model Create Module.

Figure 3.4 Engine Model Assign Module.

Figure 3.5 Engine Model Assignments Logic.

51
 Figure 3.6 Engine Model Entity Type Set.

Figure 3.7 Engine Model Resources Pool.

Figure 3.8 Engine Model Arrival and Resources Schedule.

52
 Figure 3.9 Engine Model Resources Morning Shift Schedule.

Figure 3.10 Engine Model Resource Selection Rule for a Process.

53
Figure 3.11 Engine Model (Resources and Lost Revenue) Costs Formula.

Figure 3.12 Engine Model Run / Set / Up Window.

54
3.3.3 Engine Model Verification and Validation

This model has been tested for undefined cells, bugs, errors, and warnings to simulate

the engine maintenance process. The four engines were simulated at the same time to

ensure that each engine process logic was mimicked independently. Each engine

model produced the same results when tested individually and when tested within the

four engines combined model.

Moreover, the previously collected data to compare manufacturer data and other MOR

facilities to SV MRO facilities were simulated and the results indicated that the model

was valid and ready to run. Uniform distribution was utilized for the engine simulation

model with + or – 20% of the processing time due to the variability that was captured

in the average processing time from the 5 years of actual data that was collected for

SV MRO. Demonstration of the simulation results of the two other facilities AB and

GE with their different average hours for each process was beneficial for comparison

purposes.

Again, the difference between actual and simulated results was not significant and was

a result of natural variability. Also, the difference was reduced when uniform

distribution was used with less than + or - 20% of the average time of an engine

process. This showed the excessive time that SV MRO consumed to maintain an

engine. Simulation results and actual data indicated model stability when compared

between outputs. The total processes time of an engine when maintained by the

manufacturer was shorter than SV MRO's total time by approximately 100% (91.93

hours – 186.38 hours) (Table 3.2).

55
 Table 3.2 Engine Model Validation, Simulated vs. Actual Metrics from Data

Collected on Table 2.2.

GE SV MRO

Processes per Engine Actual Time Simulated Diff. Actual Time Simulated Diff.
1- Open up Access Panels (hours) 6.9 6.02 0.88 12 11.11 0.89
2- Stow Reverse plus Routine 2.9 2.76 0.14 8 8.92 -0.92
3- Pre Inspection 1.2 2.01 -0.81 4 4.81 -0.81
4- IDG Oil Change plus Routine 9.4 9.6 -0.20 12 12.71 -0.71
5- Engine Oil Change 1.2 2.01 -0.81 2 2.49 -0.49
6- Filters Change & Ignition Check 7.1 7.02 0.08 16 15.71 0.29
7- Engine Baroscopic 3.4 4 -0.60 4 4.92 -0.92
8- Inspection 1.2 1.99 -0.79 2 2.15 -0.15
9- Plugs Close Up 2.3 2.5 -0.20 4 4.24 -0.24
10-Fan Blades & Shafts Lubrication 4.7 5.04 -0.34 16 15.11 0.89
11- VIGV Rig & Routine Check 6.3 6.49 -0.19 8 8.26 -0.26
12- Non-Routine Cards 18.8 19.06 -0.26 30 29.82 0.18
13- Operational Check 12.4 11.96 0.44 32 30.91 1.09
14- Final Inspection 2.5 1.47 1.03 6 6.73 -0.73
15- Pylon Corrosion Inhibiter 2.5 2.51 -0.01 4 4.99 -0.99
16- General Close up 7.1 7.49 -0.39 24 23.5 0.5
Total processes Average hours 89.9 91.93 -2.03 184 186.38 -2.38

Wait time statistics from the simulation output report were affected by the 24-hours

base time selection (Figure 3.13). However, 8-hours per day and 16-hours per day were

more adequate for modeling actual system representation, especially for the cost, entity

wait time, and resources utilization (night shift crew does not maintain engines, only

APU).

After testing, resources utilization was captured by the frequency statistics rather than

the scheduled utilization thaw is shown in Table 3.4 below. Therefore, instantaneous

utilization indicated accurate results representation (Figure 3.13).

56
Figure 3.13 Engine Model Frequencies Statistics for Different Resources States.

Busy: when the technician is performing engine maintenance.

Idle: when the technician is not performing engine maintenance while being scheduled

(queue waiting time). Break time is scheduled and will show as an Idle time.

Inactive: when the technician is not performing engine maintenance and is not

scheduled (technicians are not at work). This is the hours of wait time until the entity

will have a scheduled resource

The simulation model will calculate the cost only when the resource is busy and/or

idle. A resource inactive state represents almost 2/3 of the total time percentage and

should be associated with the cost because SV MRO technicians' based pay is daily

and not hourly (only overtime is calculated hourly). Therefore, the daily-based pay

was converted to hourly-based pay for easier representation of the total cost.

The difference between based hour selection showed that only wait time and utilization
are affected because of the inactive time of technicians and besides that, value-added
times were very similar, which also indicated the validity of the model (Table 3.3).

57
Table 3.3 Engine Model Actual System Results for Different “Based Hours per

Day” Comparison between Processes Time and Cost Statistics.

Maint. VA Maint. Insp. VA Insp. Time Total

Time Cost Time Cost Total Cost
8-hr per Day
(SR) (SR) (SR)
Engine 1 169.42 34731 11.07 1495 222.08 40599
Engine 2 168.96 34636 11.44 1544 221.97 39952
Engine 3 168.87 34617 11.23 1516 240.13 41564
Engine 4 168.87 34618 11.22 1515 240.10 42305

16-hr per Day

Engine 1 169.23 34693 11.27 1521 440.51 60467
Engine 2 170.03 34855 11.35 1532 442.38 61138
Engine 3 169.58 34763 11.24 1517 485.72 66198
Engine 4 170.32 34916 11.30 1525 488.31 66224

24-hr per Day

Engine 1 169.23 34693 11.27 1521 658.91 83016
Engine 2 170.03 34855 11.35 1532 661.58 82037
Engine 3 169.58 34763 11.24 1517 722.38 87914
Engine 4 170.32 34916 11.30 1525 726.41 88501
341468

58
 Table 3.4 Engine Model Results in Actual System Different “Based Hours per

Day” Comparison between Resources Utilization Statistics.

8-hr Model

Resources Instan.Utiliz. NO. Busy NO. Sched. Shed. Utiliz. Busy Cost Idle Cost*
Junior 1 0.73 0.73 0.81 0.89 13009 2251
Junior 2 0.79 0.79 0.81 0.97 14142 2288
Junior 3 0.83 0.83 0.75 1.11 14919 1074
Junior 4 0.76 0.76 0.75 1.02 13739 1074
Senior 1 0.81 0.81 0.81 0.99 22511 3517
Senior 2 0.74 0.74 0.81 0.91 20612 3575
Senior 3 0.78 0.78 0.75 1.04 21906 1678
Senior 4 0.85 0.85 0.75 1.13 23748 1677

16-hr Model
Junior 1 0.59 0.59 0.41 1.46 22532 2599
Junior 2 0.60 0.60 0.41 1.49 22905 2535
Junior 3 0.57 0.57 0.38 1.53 22004 1115
Junior 4 0.58 0.58 0.38 1.55 22353 1056
Senior 1 0.57 0.57 0.41 1.40 33718 4060
Senior 2 0.57 0.57 0.41 1.40 33578 3961
Senior 3 0.70 0.70 0.38 1.86 41307 1742
Senior 4 0.69 0.69 0.38 1.84 40897 1649

24-hr Model
Junior 1 0.48 0.48 0.27 1.76 28402 2599
Junior 2 0.55 0.55 0.27 2.01 31434 2535
Junior 3 0.58 0.58 0.25 2.32 33194 1115
Junior 4 0.57 0.57 0.25 2.28 32345 1056
Senior 1 0.58 0.58 0.27 2.12 51661 4060
Senior 2 0.52 0.52 0.27 1.89 47582 3961
Senior 3 0.58 0.58 0.25 2.34 51833 1742
Senior 4 0.59 0.59 0.25 2.37 53182 1649
*All cost is in Saudi Riyals (SR).

3.3.4 Engine Model Sample Size Estimation

An adequate number of replications was selected with a 95% confidence interval for

calculated cost and at the same time to avoid skewed total time. A 100 replications

were the optimum number that would produce the total cost range and reduce it from

3159.7 (SR) half widths to 1000 (SR) with 95% confidence interval half widths (Table

3.5). An educated guess of 10 replications was initially selected. Then, the 10 different

output results of the total cost (minimum, maximum, and half widths) were analyzed

for their descriptive statistics (actual cost matched the 10 replication output).

59
Moreover, two formulas were applied to develop (h): the desired half-width with a

95% confidence interval and depending on the (h node): the actual half width from the

ten replications, (n): number of replications = 10 replications * ((standard deviation^2)

/ (h^2)) as follow: 10*((4417.07^2) / (1000^2)) = 74.9 or 75 replications as a first

approximation. The first approximation may allow for a higher value of (n) because

the student t distribution value was used rather than the z value.

Finally, a second approximation was performed to estimate (n) utilizing (h node) value

as follow:

(n): number of replications = 10 replications * ((ho^2) / (h^2)) as follow:

10*((3159.783^2) / (1000^2)) = 99.8 replications. Therefore, 100 replications were

performed to achieve the desired goal of 1000 (SR) total cost half-width (the initial

half-width cost with one replication (h)) with a confidence interval of a 95%.

Table 3.5 Engine Model Ten Replications Single Resource Total Cost.

NO. of Replication Total Cost (SR)

1 89,591.19
2 79,108.25
3 77,486.39
4 77,644.57
5 78,303.19
6 83,228.88
7 84,957.19
8 86,581.18
9 82,751.61
10 76,903.27

Engine Model Ten Replications Descriptive Statistics of Cost (SR)

Sample Mean 81,655.572
Sample Standard Deviation 4,417.073319
95% Confidence Interval Half Width 3,159.783903
Minimum Summary Output Value 76,903.27
Maximum Summary Output Value 89,591.19

60
3.3.5 Auxiliary Power Unit (APU) and Engineering Orders (EOs) System

Description

An auxiliary power unit (APU) is a device on a vehicle that provides energy for

functions other than propulsion. They are commonly found on large aircraft, naval

ships, as well as some large land vehicles. Aircraft APU generally produces 115V at

400 Hz, rather than 50/60 Hz in main supply, to run the electrical systems of an aircraft;

others can produce 28V DC. An APU can provide power through single or three-phase

systems.

APU is the fifth turbine engine installed in an aircraft located at the aft fuselage section

to supply electricity and pneumatic air during ground times and flight time when

needed. Also, it is the main source used for starting one or all of the turbine engines

before a flight, usually, APU is turned off when ACFT is in flight, however, it can be

turned on during flight for an emergency to generate electric power and/or pneumatic

air. APU is an assembly that is equipped with two generators both are used

simultaneously when APU is running, one is feeding the ACFT and the other is a

backup (stand by) when a power drop occurs. This unit is removed and reinstalled as

an assembly and also can be overhauled at a specialized shop. During “C” check

maintenance the APU routine cards and non-routine findings are held until the ACFT

is inside the hangar to start performing the job needed. Usually, the manpower

assigned for the APU and EOs is four technicians throughout the entire “C” check

process. Moreover, a schematic diagram was constructed to represent the APU and

EOs processes and the estimated time to perform each task (Figure 3.14).

61
 Figure 3.14 APU and EOs Process Schematic Diagram.

Door Open up: It is the APU door open up; two technicians will accomplish the open

up including the preparation (platform, tools, etc.) in one-hour constant time.

Inspection delay: Inspector is the person who is responsible for evaluating the area

after the technicians have opened up the door and also is responsible for raising non-

routine cards.

NRCs: Non-Routine Cards: Findings are written in Cards based on inspection or/and

technicians.

LUB: Lubrication of all required areas per the maintenance manual and task card.

Filter change: Cleaning or replacement of the old filters based on the condition

mentioned in the routine card.

Oil service: The maintenance manual instructs the technician to make sure the correct

oil type is used and the appropriate level is measured.

Operational check: (OPC’s) check is the functional check of the APU after

accomplishing all tasks including the CIC, which is the corrosion inhibitor compound,

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that is applied in the external areas of APU and the internal compartment of the APU.

Finally, a close-up of the door is required after making sure all the tasks have been

completed and bought off including the ok to close door stamp by an inspector.

EOs: Engineering orders are tasks that are originally raised from the manufacturer for

modifications and/or inspection to provide data on the system condition, some other

EOs are accomplished based on historical findings. Some of these EOs are labeled as

Airworthiness Directives (Ads) and be performed during these types of maintenance

phases.

On the other hand, the main processes are often routine tasks such as the oil change,

filters cleaning, fuel valves inspection, leakage check, and operational performance

testing.

3.3.6 APU and EOs “C” Check Maintenance Model

First, the entity (APU and EOs) will enter the system through the create module and

be assigned with “Entity Type” named APU and a picture of a blue engine in the

“Assign Module.” These entities will go through processing and passes a “Duplicate”

block to generate a duplicate of the APU for the EO’s segment. One entity passes to

the upper processes segment and the other one to the lower processes segment (parallel

processing) where two technicians were assigned to be seized in each processing

segment (Figure 2).

Finally, the original entity and the two duplicated entities will be released through the

“Group” block, which may leave the system without batching. The simulation

termination rule was used during the last process via the Run/set/up window expressed

as follows: if (Entity Number.Out = = 3) at both close-up and the last EO simulation

stops.

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 Figure 3.15 APU and EO’s Model.

Figure 3.16 APU and EO’s Model Create Module.

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 Figure 3.17 APU Baroscopic Process.

Figure 3.18 APU and EO’s Model Housekeeping & returns all tools Process.

65
 Figure 3.19 APU and EO’s Model Group Block.

3.3.7 APU and EOs Model Verification and Validation

Model validation is the lengthiest step of modeling [3], and as a user of the system for

more than ten years. It is found that the outputs (dynamic statistics) were representing

the actual system with an average total time and waiting time which may vary

depending on delays and some other uncontrollable factors. However, the variability

was accounted for in this modeling where the uniform distribution was utilized to

estimate all potential times between the minimum and maximum values with- of 20%

of the actual process time.

3.3.8 APU and EOs Model Sample Size Estimation

A 100 replication was the optimum number to test the cost calculation range from

50,000 (SR) half widths to 35,000 (SR) with 95% Confidence. First, 10 replications

66
were performed. Then, the 10 different output results of the total cost (minimum,

maximum, and half widths) were analyzed for their descriptive statistics (actual cost

matched the 10 replication output).

Moreover, two formulas were applied to develop (h): the desired half-width with a

95% confidence interval and depending on the (h node): the actual half width from the

ten replications, (n): number of replications = 10 replications * ((standard deviation^2)

/ (h^2)) as follow: 10*((107,435.28^2) / (35000^2)) = 94 replications as a first

approximation. The first approximation may allow for a higher value of (n) because

the student t distribution value was used rather than the z value.

Table 3.6 APU and EOs Model Ten Replications Single Resource Total Cost.

NO. of Replication Total Cost (SR)

1 4,904,628.70
2 4,594,046.60
3 4.570,884.62
4 4.728,692.72
5 4,761,198.44
6 4,769,166.65
7 4,752,619.29
8 4,899,377.26
9 4,758,056.80
10 4,765,387.41

APU Model Ten Replications Descriptive Statistics of Cost (SR)

Sample Mean 4,750,405.85
Sample Standard Deviation 107,435.28
95% Confidence Interval Half Width 76,854.57
Minimum Summary Output Value 4,570,884.62
Maximum Summary Output Value 4,904,628.70

Finally, a second approximation was performed to estimate (n) utilizing (h node) value

as follow:

(n): number of replications = 10 replications * ((ho^2) / (h^2)) as follow:

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10*((76,854.57^2) / (35000^2)) = 50 replications. Therefore, 50 replications were

performed to achieve the desired goal of 35,000 (SR) total cost half-width (the initial

half-width cost with one replication (h)) with a confidence interval of a 95% (Table

3.6).

3.4 747-400 Cabin Features

The 747-400's glass cockpit features CRT displays that show flight instrumentation

along with engine indication and crew alerting system (EICAS) diagnostics. The flight

engineer station on the previous 747 classic models was eliminated, and the new

displays and simplified layout resulted in a 75% reduction of switches, lights, and

gauges. Other new systems include an advanced Honeywell Flight Management

Computer (FMC) which assists pilots in calculating optimal altitudes and routes along

with a Rockwell-Collins Central Maintenance Computer (CMC) that automates

troubleshooting tasks.

The redesigned 747-400 interior features new cabin sidewalls, heat-resistant phenolic

glass, carbon composite paneling, and larger storage bins. An enhanced in-flight

entertainment framework, called the Advanced Cabin Entertainment Service System

(ACESS), integrates 18-channel audio capability, four-passenger intercom

announcement zones, inter-cabin telephones, and passenger lighting into a central

system. Eight-bunk overhead crew rest is installed above the aft cabin, while a second

crew rest area is located on the upper deck behind the cockpit for flight crew use.

3.4.1 Cabin Department System Description

Cabin department processes are somewhat identical and performed in series. Three

processes are not identical between the three-cabin crews which are galley

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maintenance for crew 1, canted pressure deck area for crew 2, and the crew rest area

for crew 3. Each process has its time needed and the allocated manpower. The cockpit

compartment is also part of the cabin department; however, the cockpit is handled by

a single technician who works only the morning shift and does all the routine tasks

(Figure 3.20).

Figure 3.20 Cabin Department System Schematic Diagram.

3.4.2 Cabin Department “C” Check Maintenance Model

The ACFT cabin is divided into Zones, A through F. A and B zones are combined into

“Zone 1” which is maintained by crew 1. Zone 2 (Zone C and D) is maintained by

crew 2 and Zone 3 (Zone E and F) is maintained by crew 3.

As shown in Figure 3.23, Zone 1 is the interior from the front side of the aircraft until

the second entry doors of the first and business classes including the upper deck and

69
excluding the cockpit compartment. Zone 2 starts at the end of Zone 1 until the middle

area of the aircraft cabin, Zone 3 starts at the end of Zone 2 until the backside of the

aircraft called the aft pressure bulkhead. All zones will be combined into one model

with the assignment of entities as follows: Zones 1, 2, and 3 are identical; however, in

the cabin model some processes are not identical and will differ from one Zone to

another. Therefore, a “Sub-Model” (Figures 3.26 and 3.27) was created to

differentiate between these processes with their time, and their assigned technicians

were selected accordingly. Also, a “Branch” module (Figures 3.24 and 3.25) was

added to decide where a specified zone process will be seized next to its correct process

module. For example, the task of opening up each zone will consume a different time,

so once the entity “zone 1” arrives at the “Branch” module, it will direct the resources

to open up Zone 1 by the decision expression (IF (Entity. Type == Zone 1)) condition,

which facilitated easier validation for the system during modeling.

This entity will then be processed for open up and after that will be sent to a seized-

delay-release “Process” module for an inspection phase, afterwards, it enters another

“Branch” module which is not like the previous branch module but to branch the

entities (zones) by matching expression of the assignment module earlier with entity

variable “Index + 1”, so once the entity is in the branching module, the entities will

be branched into three sets of series of processes until it arrives at the close-up

“Process” module where it is synchronized to it after it is combined by a “Combine”

module. Nine technicians were assigned to Zones 1, 2, and 3 and were utilized inside

the system only for their specific Zone by the propriety of the Set element that allowed

selecting a “specific member” rule in which to assign each of the nine technicians to

their proper set of Zone. The model was validated by looking at the technicians’

numbers seized throughout the complete check. Additionally, the technicians were

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located in a pool (resources and members of a resource set); whenever all zones were

required the same process, the selection was through a specific member from the

resources set, and whenever the process is different for an intended zone, the selection

will be from the resources element. Moreover, for the three different processes that

are in a sub-model (nonidentical tasks each of which is related to a different zone), the

technicians were assigned to seize that process once they were available each of which

is in their respective zone and shift.

This model simulated the cabin department and represented its real system with the

following technicians’ preferences:

1- C1T1, C2T1, and C3T1, example: (Crew 1 Team 1, handling filters change and

sub-model different processes),

2- C1T2, C2T2, and C3T2, example: (Crew 1 Team 2, handling non-routine cards

and carpets replacement),

3- C1T3, C2T3, and C3T3, example: (Crew 1 Team 3, handling the remaining

processes such as lubrication and operational check A, B, and C. These

examples (Figure 3.28) are also applicable for crew 2 and crew 3 (identical

processes, different zones, different resources).

The “assign” module was added to allocate resources when two resources are

performing two different assignments they will not wait for each other. For example,

if C1T1 resource 1 is performing an open up, then C1T1 resource 2 is opening up or

performing another open task.

Terminating Rule was set by an expression at the run/ set/up window to stop the

simulation when all processes were accomplished and no entities (zones) were seized

in the simulation system (Entity Number.Out (close up.process) == 3 zones).

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Cost of resources was associated in the model when being busy or idle. SV MRO

technicians' wages were around 125 (SR) per busy or idle hour. Other outsourced

contracted technicians' wages were around 30 (SR) per busy or idle hour. Those

contracted technicians represented the majority of approximately 75% of the SV MRO

cabin department.

Finally, the cockpit model was modeled to include the cockpit compartment The model

contained a series of processes from the time an entity (cockpit) enters the system until

disposal after the final inspection stage by an inspector (Figures 3.21 and 3.22).

Figure 3.21 Cabin Department Cockpit Model.

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 Figure 3.22 Cockpit Process.

Figure 3.23 Cabin Department (Zones) Model.

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Figure 3.24 Cabin Model (Zones) Branch Block.

Figure 3.25 Cabin Model (Zones) Branch Types.

74
Figure 3.26 Cabin Model (Zones) Sub-Model for Different Processes.

Figure 3.27 Cabin Model (Zones) Sub-Model Insider.

Figure 3.28 Cabin Model (Zones) Non-Routine Cards Process.

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3.4.3 Cabin Model Verification and Validation

Model validation is the lengthiest step of modeling [3], and as a user of the system for

more than ten years. It is found that the outputs (dynamic statistics) were representing

the actual system with an average total time and waiting time which may vary

depending on delays and some other uncontrollable factors. However, the variability

was accounted for in this modeling where the uniform distribution was utilized to

estimate all potential times between the minimum and maximum values with- of 20%

of the actual process time.

This model was tested for bugs and undefined cells which indicated that the model was

ready to simulate the maintenance processes of aircraft zones and routine tasks. First,

the model was run with only one replicate for each zone independently to make sure

that each zone was independent of its logic. The simulation results were indicative of

the actual inputs and outputs of the real-world processes.

3.4.4 Cabin Model Sample Size Estimation

An adequate number of replications was selected with a 95% confidence interval for

calculated cost and at the same time to avoid skewed total time. A 100 replications

were the optimum number that would produce the total cost range and reduce it from

6461.27 (SR) half widths to 1500 (SR) with 95% confidence interval half widths

(Table 3.7). An educated guess of 10 replications was initially selected. Then, the 10

different output results of the total cost (minimum, maximum, and half widths) were

analyzed for their descriptive statistics (actual cost matched the 10 replication output).

Moreover, two formulas were applied to develop (h): the desired half-width with a

95% confidence interval and depending on the (h node): the actual half width from the

ten replications, (n): number of replications = 10 replications * ((standard deviation^2)

76
/ (h^2)) as follow: 10*((4,826.31^2) / (1500^2)) = 103.5 replications as a first

approximation. The first approximation may allow for a higher value of (n) because

the student t distribution value was used rather than the z value.

Finally, a second approximation was performed to estimate (n) utilizing (h node) value

as follow:

(n): number of replications = 10 replications * ((ho^2) / (h^2)) as follow:

10*((3,452.532^2) / (1500^2)) = 52.97 or 55 replications. Therefore, 55 replications

were performed to achieve the desired goal of 1500 (SR) total cost half-width (the

initial half-width cost with one replication (h)) with a confidence interval of a 95%.

Table 3.7 Cabin Model Ten Replications Single Resource Total Cost.

NO. of Replication Total Cost (SR)

1 56,983.89
2 59,983.33
3 60,879.87
4 61,435.77
5 58,889.21
6 49,945.23
7 64,967.33
8 67345.45
9 58,344.18
10 55,879.92

Cabin Model Ten Replications Descriptive Statistics of Cost (SR)

Sample Mean 59,476.318
Sample Standard Deviation 4,826.307086
95% Confidence Interval Half Width 3452.532098
Minimum Summary Output Value 49,945.23
Maximum Summary Output Value 67,345.45

3.5 Airframe Department System Brief

An airframe of an aircraft is typically considered to include the fuselage, wings, and

landing gears with the exclusion of the aircraft propulsion system. Airframe design is

a field of aerospace engineering that combines aerodynamics, materials technology,

and manufacturing methods to achieve balances of performance, reliability, and cost.

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Each task should be performed under the rules and regulations authorized by Federal

Aviation Authority.

One of the biggest departments in SV MRO is the Airframe Section. The airframe

section covers almost 45% of the “C” check maintenance processes which utilize

approximately 20% of the ATA (Air Transport Association) chapters which are used

during aircraft maintenance as a reference to the Aircraft Maintenance Manual (AMM)

and the Part Illustrated Catalog (IPC).

3.5.1 Airframe Department System Description

The airframe department maintenance process and routine tasks are not identical. Each

system has a different type of maintenance requirements such as environmental

systems, landing gears and wheels, hydraulic systems, fuel systems, cargo systems,

primary and secondary flight controls rigging, and cockpit windows and windshield.

Therefore, assigning the manpower is not an easy task and changing assignments will

often is a challenging experience for airframe supervisors. Each process has a standard

time which was modeled accordingly after model verification and validation. A

simulation of the actual system was conducted to evaluate the nine airframe areas'

average time, waiting time, technicians’ utilization, and system total time.

The nine areas are as follows:

1- Area 7: aircraft left-wing including all the components installed except engines

and avionics parts,

2- Main landing gear wheel well areas and air-conditioning system at the aircraft

belly area,

3- Engineering orders are also assigned by area and each crew has the task of EOs

that is related to their area,

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4- Area 9: the entire exterior areas of the fuselage including the forward and aft

fairings,

5- Area 10: the empennage of the aircraft namely vertical and horizontal

stabilizers at the aircraft tail section,

6- Forward cargo compartment,

7- Aft cargo compartment,

8- Bulk cargo and outflow valve area.

9- Area 8: aircraft right-wing including all the components installed except

engines and avionics parts,

Figure 3.29 Airframe System Crew # 1 Schematic Diagram.

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 Figure 3.30 Airframe System Crew # 2 Schematic Diagram.

Figure 3.31 Airframe System Crew # 3 Schematic Diagram.

Each diagram above represents an airframe crew that is responsible for three of the

above-mentioned nine areas.

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3.5.2 Airframe Department “C” Check Maintenance Simulation Model

The airframe section was modeled as the main entity; however, it was broken into

areas (e.g., left-wing area #7, and it was performed by crew #1). Crew 1 has 6

technicians each two technicians performed one set of processes in series (i.e., area 7,

main landing gear wheel well, air-conditioning bays, and EOs). Also, Crew 2 has 6

technicians each two technicians performed one set of processes in series (i.e., area 9,

area 10, forward cargo compartment with its EOs). Crew 3 has 6 technicians each two

technicians performed one set of processes in series (i.e., area 8, aft cargo compartment

with its EOs, bulk cargo, and outflow valve compartments). Certain processes will not

start until both technicians are available.

Crew 1 is scheduled to arrive morning shift at the SV MRO hangar and will continue

to arrive during the same shift for two consecutive weeks until shift change is due to

swing to the night shift. Crew 2 also changes shift from afternoon shift to morning

shift as well as crew 3 from night shift to afternoon shift. All scheduling rules were

selected to be “pre-empting.”

Nine entities (areas) will enter the simulation system through the “create” module at

time zero and the maximum arrival of entities will be = 1. “Assign” module will be

available to assign airframes areas (entities) = “index + 1” with an attribute for the

type of area (entity) of the nine types associated unique pictures. A “branch” block

was then used to branch every three areas into a sub-model having three entrances and

exits points with a decision feature that allows branching (e.g., Entity.Type == Area

7). Then, the identified entity will enter its specified branch to its sub-model entry

point. Three “sub-models” will be available each of which will represent one of the

three airframe crews (manpower). The first two technicians from crew 1 will be

available to start the sub-model processes in series (area 7) until they complete all the

81
procedures, routine, non-routine, and close up required panels then the entity will be

released to the “dispose” module (end of simulation replicate). This will be

accomplished by a “terminating condition” at the main model frame. The rule was

modeled by a variable that will be activated after each sub-model with the respective

area (==completed + 1). Each area finishes through the termination“assign” module

will be counted and at the run/set/up window an expression defined to airframe

completed == 9. Thus, when 9 entity or area passes through the second “assign”

module the simulation run will stop and the last entity that leaves the system will be

indicating the average total time of the airframe department.

Crew 1 also has two other sets of two technicians entering the same sub-model for

their respective assignments within that area (i.e., main wheel well and EOs).

Crew 2 will follow the same logic as Crew 1 in the same simulation model but crew 2

will be entering the second sub-model instead of the first sub-model. Two technicians

out of six technicians will be assigned to each section of the three areas (i.e., area 9,

area 10, and the forward cargo compartment). Crew 3 will follow the same logic as

crew 1 and crew 2 in the same simulation model but crew 3 will be entering the third

sub-model instead of the first or second sub-model. Two technicians out of six

technicians will be assigned to each section of the three areas (i.e., area 8, aft cargo,

and bulk cargo compartments).

Furthermore, every two technicians will be working in parallel and therefore, the three

crews will be working simultaneously each with its technicians' assigned schedule for

their assigned shift.

Finally, equipment failure was added to the simulation model for 8-hours per day based

time, and another scenario was simulated for 24-hour based time per day. This attempt

82
was modeled to check on model validation by comparing the simulation outputs

(Chapter 4).

Figure 3.32 Airframe Model Top View.

Figure 3.33 Airframe Sub-Model Crew # 1 Activities.

83
Figure 3.34 Airframe Sub-Model Crew # 2 Activities.

Figure 3.35 Airframe Sub-Model Crew # 3 Activities.

84
 Figure 3.36 Airframe Model Branch Block.

Figure 3.37 Airframe Model Non-Routine Cards Process.

85
Figure 3.38 Airframe Model Brake Assembly Process.

Figure 3.39 Airframe Model Failure Windows.

86
 Figure 3.40 Airframe Model Run/Set/Up Window.

3.5.3 Airframe Model Verification and Validation

Model validation is the lengthiest step of modeling [3], and as a user of the system for

more than ten years. It is found that the outputs (dynamic statistics) were representing

the actual system with an average total time and waiting time which may vary

depending on delays and some other uncontrollable factors. However, the variability

was accounted for in this modeling where the uniform distribution was utilized to

estimate all potential times between the minimum and maximum values with- of 20%

of the actual process time.

The nine areas were modeled for 8 – hour based time per day at the same time for 24

– based hour days per day. Then, it was compared with the ACFT complete model in

section 3.7, simulation results were satisfactory with some statistical variability due to

87
uniform distribution selected with + 20% for the maximum value and – 20% for the

minimum value to reflect the real-world processing variability. Also, the model was

validated by utilizing a scenario of equipment failure that was associated with the

model running for 8 – hours based time, then, for 24 – hours based time. Simulation

results were indicative of a valid airframe model of maintenance processes after

comparing the two simulations' actual systems output and the scenario output.

3.5.4 Airframe Model Sample Size Estimation

An adequate number of replications was selected with a 95% confidence interval for

calculated cost and at the same time to avoid skewed total time. A 100 replications

were the optimum number that would produce the total cost range and reduce it from

8739.76 (SR) half widths to 1500 (SR) with 95% confidence interval half widths

(Table 3.8). An educated guess of 10 replications was initially selected. Then, the 10

different output results of the total cost (minimum, maximum, and half widths) were

analyzed for their descriptive statistics (actual cost matched the 10 replication output).

Moreover, two formulas were applied to develop (h): the desired half-width with a

95% confidence interval and depending on the (h node): the actual half width from the

ten replications, (n): number of replications = 10 replications * ((standard deviation^2)

/ (h^2)) as follow: 10*((4416.653^2) / (1500^2)) = 86.7 or 90 replications as a first

approximation. The first approximation may allow for a higher value of (n) because

the student t distribution value was used rather than the z value.

Finally, a second approximation was performed to estimate (n) utilizing (h node) value

as follow:

(n): number of replications = 10 replications * ((ho^2) / (h^2)) as follow:

88
10*((3159.448^2) / (1500^2)) = 44.3 replications. Therefore, 45 replications were

performed to achieve the desired goal of 1500 (SR) total cost half-width (the initial

half-width cost with one replication (h)) with a confidence interval of a 95%.

Table 3.8 Airframe Model Ten Replications Single Resource Total Cost.

NO. of Replication Total Cost (SR)

1 166,768.87
2 176,984.34
3 172,453.46
4 174,895.44
5 167,876.45
6 162,875.89
7 166,109.13
8 170,486.59
9 173,991.19
10 169,567.27

Airframe Model Ten Replications Descriptive Statistics of Cost (SR)

Sample Mean 170,200.863
Sample Standard Deviation 4,416.603089
95% Confidence Interval Half Width 3,159.447514
Minimum Summary Output Value 162,875.89
Maximum Summary Output Value 176984.34

3.6 Avionics Department System Description

The term avionics is a portmanteau of the words aviation and electronics. Avionics is

the electronic system used on aircraft (e.g., artificial satellites and spacecraft). Avionic

systems include communications, navigation, the display and management of multiple

systems, and hundreds of systems that are fitted to the aircraft to perform specific

functions. These can be as simple as a searchlight for a police helicopter or as

complicated as the tactical system for an airborne early warning platform or even a

laser light to strike a target in military attacker aircraft.

The avionics department at SV MRO is one of the most important departments among

the entire fleet because most of the failures in several systems may cause a catastrophe.

Nowadays, technology has boomed widely especially in aircraft so most of the systems
89
are incorporated with avionics-related components/devices that so-called “fly by

wire.”

At SV MRO, this particular department has eight electricians a shift and they are

distributed among the wide-body hangars (i.e., B747, B777, MD-11, and Airbus

A330). Normally, two technicians per shift are assigned to each model. The avionics

electricians are responsible for various systems such as engines, cabin, airframe, and

cockpit. The morning shift’s crew is assigned to the powerplant section, the afternoon

shift’s crew is assigned to the cabin, and cockpit, and the night shift’s crew is assigned

to the fuselage, empennage, and fuel system. The scheduling pattern organizes the

manpower and fosters experienced decisions, however, it restricts other areas to

waiting until the responsible shift is available. In some urgent cases, rarely the

supervision will reassign electricians.

Thus, there are three major branches (segments of processes) for the avionics

department as follows:

1- Turbine engines in areas 1, 2, 3, and 4. Also, Auxiliary Power Unit (APU) in

area 11 plus related Engineering Orders (EOs).

2- Main cabin in areas 5 and 6. Also, are the cockpit compartment (flight crew

compartment).

3- Airframe in areas 7, 8, 9, and 10 which comprise the wings (area 7 and 8),

exterior fuselage, all three cargo compartments (area 9), and the empennage in

the tail section (area 10).

Avionics electricians participate in some engineering orders (EOs) and airworthiness

directives (ADs) and these items will vary from one check to another, therefore,

variability of the statistics output was necessary to mimic maintenance check start (i.e.,

busted engineering order # 281442) (Figure 3.41).

90
Avionics processes are often non-routine maintenance and mainly may be referred to

as troubleshooting of systems and/or correcting system discovered failure during a

routine maintenance task such as measuring a fuel pump resistance or reading power

voltage at a certain wire either for continuity examination in a failure case or

precedence in a routine maintenance task. EOs and ADs are considered to be routine

tasks and often will consume most of the scheduled time followed by the NRCs.

Figure 3.41 Avionics Department System Schematic Diagram.

3.6.1 Avionics Department “C” Check Maintenance Simulation Model

As an actual system for this particular aircraft model, crew 1 is scheduled for the

morning shift and is responsible for all engine routine tasks. Crew 2 is scheduled for

the cabin and cockpit areas during the second shift (afternoon). Crew 3 is mainly

scheduled for the airframe areas and joint cards during the night shift. Each of the

processes shown in the schematic diagram 3.41 contains many procedures and steps,

and for the sake of simplification were added up from 113 sub-processes in which to
91
represent the actual model. For example, a process that takes 109 hours performed by

a single resource will consume half or little more than half the time if it was executed

by two resources. This procedure was considered in all combined sub-processes.

Additionally, details about delays and distribution of assignments were considered

within the simulation model.

First, the entities (avionics areas) will enter the system as a single entity through a

“create” module and this single entity will arrive at an “assign” module for the entity

type and picture identification. Then, it is duplicated into three entities at the

“duplicate” block, each of which entity will go through a series of processes and sub-

processes simultaneously by two electrician for each entity.

After that, the three entities (avionics areas) are batched permanently in a “combine”

block, and a new entity will be created and other entities will be disposed at the

“dispose” module and will not be reintroduced in the system, this is one feature of the

the “combine” block. The simulation will stop once the entity Number.Out of the last

process of each segment == 1 and this expression was defined by the “terminating

condition” at the run/set/up window.

The avionics resources will be in a pool available to be assigned fairly, with two

electricians (a senior and a junior) for each aircraft per shift.

The maintenance cost formula was used to address the manpower cost and the lost

revenue. The first one is to visualize the lost revenue (i.e., aircraft on ground cost). The

other cost of interest was the employees' salary and it was recorded for each electrician

per hour, it was SR 80 per hour for the junior electrician and SR 125 per hour for the

senior electrician. The formula was computed as follows: (the resources pay rates per

hour (125+80 * 24/8 multiplied by the average total time) + (the lost net revenue (SR

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15,000) multiplied by the average total time multiplied by 0.667 (16 / 24 to convert

the net revenue (SR15,000) to daily base revenue).

(615 * TAVG (Avionics.TotalTime)) + (0.667 * TAVG (Avionics.TotalTime) * 15000).

Figure 3.42 Avionics Department Model.

Figure 3.43 Avionics Model Create Module.

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 Figure 3.44 Avionics Model APU Test on Process Module.

Figure 3.45 Avionics Department Resources – Basic Process Elements.

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 Figure 3.46 Avionics Model Run / Set / Up Window.

3.6.2 Avionics Model Sample Size Estimation

An adequate number of replications was selected with a 95% confidence interval for

calculated cost and at the same time to avoid skewed total time. A 100 replications

were the optimum number that would produce the total cost range and reduce it from

60,000 (SR) half widths to 34,000 (SR) with 95% confidence interval half widths

(Table 3.9). An educated guess of 10 replications was initially selected. Then, the 10

different output results of the total cost (minimum, maximum, and half widths) were

analyzed for their descriptive statistics (actual cost matched the 10 replication output).

Moreover, two formulas were applied to develop (h): the desired half-width with a

95% confidence interval and depending on the (h node): the actual half width from the

95
ten replications, (n): number of replications = 10 replications * ((standard deviation^2)

/ (h^2)) as follow: 10*((107,435.28^2) / (34000^2)) = 99.8 or 100 replications as a first

approximation. The first approximation may allow for a higher value of (n) because

the student t distribution value was used rather than the z value.

Table 3.9 Avionics Model Ten Replications Single Resource Total Cost.

NO. of Replication Total Cost (SR)

1 4,904,628.70
2 4,594,046.60
3 4.570,884.62
4 4.728,692.72
5 4,761,198.44
6 4,769,166.65
7 4,752,619.29
8 4,899,377.26
9 4,758,056.80
10 4,765,387.41

Avionics Model Ten Replications Descriptive Statistics of Cost (SR)

Sample Mean 4,750,405.85
Sample Standard Deviation 107,435.28
95% Confidence Interval Half Width 76,854.57
Minimum Summary Output Value 4,570,884.62
Maximum Summary Output Value 4,904,628.70

Finally, a second approximation was performed to estimate (n) utilizing (h node) value

as follow:

(n): number of replications = 10 replications * ((ho^2) / (h^2)) as follow:

10*((76,854.57^2) / (34000^2)) = 51 replications. Therefore, 51 replications were

performed to achieve the desired goal of 34,000 (SR) total cost half-width (the initial

half-width cost with one replication (h)) with a confidence interval of a 95%. The

model was verified and validated.

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3.7 Aircraft Complete “C” Check Maintenance Simulation Model

The four major departments (i.e., powerplant, cabin, airframe, and avionics) were

independently modeled, gathered, and combined into a complete “C” check

maintenance simulation model. Validation was successful after many replications that

were attempted and simulated with a thorough review of the simulation outputs

comparing each independent model with its results (Figure 3.47).

This model starts with an entity, B747- 400 aircraft, that was created through the

“create” module to enter the simulation model. This entity will have the aircraft

picture identification and as it passes through, it will enter a “duplicate” block in

which to generate a copied entity of the same aircraft traveling for each sub-model

within the simulation model that will be processed in parallel throughout each

department. Each department sub-model will execute the copied entity which will

complete all the required processes and then wait in a “hold” module queue until all

other copied entities completed their processes and then released these copied entities

at once. Then, the original entity, B747- 400 aircraft, will be disposed to the top view

“dispose” module carried with all the statistical data from each department, unlike the

internal duplicated entities (aircraft copies) that were disposed inside the sub-model

and won’t show in the top view. Furthermore, each of which original entities (four

departments) will go through an “assign” module at the top view for the simulation

termination condition. This condition is governed by a variable named “department

completion” and is given a value of “department completion + 1.” Then, this

variable is matched through the Run/Set/Up window at the terminating entry icon and

an expression is used to allow terminating the simulation once the completed

department == 4 is met.

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Each sub-model has the previously described model as when it was modeled

independently and reads the same measures with some statistical variability.

The powerplant department sub-model has two sub-models each of which has its

model (APU and EOs) and (engines). Each of these two models was combined in the

complete model with no changes in their elements and will be disposed inside the sub-

model after their entities leave to arrive in the “assign” module. A variable counter

was created to the desired number of disposed entities == 6 (i.e., 4 engines, APU, and

EOs). Then, the original entity that represented the powerplant department will then

be disposed, but at the top view and this is done by a condition in the “hold” module

(if processing entities disposed inside the sub-model == 6) (Figure 3.49).

The cabin department sub-model has two models within the department sub-model

(cockpit and cabin). Each of these two models was combined in the complete model

with no changes in their elements and will be disposed inside the sub-model after their

entities leave to arrive in the “assign” module. A variable counter was created to the

desired number of disposed entities == 2 (i.e., cockpit and cabin). Then, the original

entity that represented the cabin department will then be disposed, but at the top view

and this is done by a condition in the “hold” module (if processing entities disposed

inside the sub-model == 2) (Figure 3.50).

The airframe department sub-model has three sub-models each of which

represented the shift for each crew (i.e., crew 1, crew 2, and crew 3). Also, the airframe

model contains 9 duplicated entities that will be assigned based on the “branch”

module based on what crew (shift) performs that task. The airframe model was

combined in the complete model with no changes in its elements and will be disposed

inside the sub-model after their 9 entities leave to arrive in the “assign” module. A

variable counter was created to the desired number of disposed entities == 9 (Figure

98
3.32). Then, the original entity that represented the airframe department will then be

disposed, but at the top view and this is done by a condition in the “hold” module (if

processing entities disposed inside the sub-model == 9) (Figure 3.51).

The avionics department sub-model has the department model at the top view

(Figure 3.47). One entity entered the system and then was duplicated to three entities

to represent the three crews within the avionics department. The powerplant-related

processes, cabin-related processes, and airframe-related processes. These three types

with their unique pictures will be disposed inside the sub-model after the completion

of processes and the original entity then will be released from the “hold” module queue

(if processing entities disposed inside the sub-model == 3).

Aircraft is Out Of Service (O.O.S) and arrived in the hangar area will trigger the

simulation to start until it is released from the hangar and not necessarily it is

considered Back In Service (B.I.S), the simulation will end.

Figure 3.47 ACFT Complete Model.

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 Figure 3.48 ACFT Complete Model Create Module.

Figure 3.49 ACFT Complete Model PowerPlant Department Sub Model.

Figure 3.50 ACFT Complete Model Cabin Department Sub Model.

100
 Figure 3.51 ACFT Complete Model Airframe Department Sub Model.

Figure 3.52 ACFT Complete Model Assign Module Terminating Preference.

Figure 3.53 ACFT Complete Model Run / Set / Up Window.

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 Chapter IV

Results and Discussion

4.1 Introduction

Simulation output for each of the four departments and the complete model was

presented and discussed. Also, demonstration of each model for important statistical

outputs (i.e., average process time, average waiting time, manpower utilization

average cost, and lost revenues) for each entity were presented and discussed.

4.2 PowerPlant Department Results and Discussion

The difference between actual and simulated results existed due to the variability of

the uniform distribution which was utilized with + or – 20% of the average time of an

engine process. Also, the variability was reduced when uniform distribution was used

with less than + or - 20% of the average time of an engine process. This calculation

was also utilized to confirm the model validity (Table 2.2 and Table 3.2)

The manufacturer engine maintenance total process time was almost half the SV MRO

process time (91.93 hours – 186.38 hours / 91.93 hours). This shows the excessive

time SV MRO consumes to maintain an engine due to wait time. Simulation results

and actual collected data indicated the stability of the model; totals showed similarities

102
in the engine maintenance value-added hours and other processing times such as

inspection.

Table 4.1 PowerPlant Department Simulation Model Results.

AVG Maint. VA AVG Insp. VA AVG Wait AVG Total

Hours Hours Hours Hours
Engine 1 169.84 11.59 479.89 661.31
Engine 2 169.46 11.35 479.30 660.11
Engine 3 170.64 11.41 520.88 702.93
Engine 4 170.00 11.50 520.43 701.92
EOs 152.34 24.89 519.14 696.37
APU 107.68 29.18 404.91 541.77

The “C” check maintenance average total time comes from operations, inspections,

and wait time.

The value-added hours were maintenance activity tasks and inspection while the wait

time was a waste due to improper scheduling and lack of resource utilization, which

indicated more than 40%.

Engine 1 and Engine 2 were performed for an 8-hour shift per day and for the

remaining time of the day (16-hour) the engines were free of technicians (idle), see

section 3.3.3.

All four engines were being performed in parallel which was why the total time of

maintaining one engine represents the total time of completing all engine maintenance

for the powerplant department. Therefore, the longest time to complete the

maintenance of an engine was considered as the total time to complete the maintenance

for all four engines and to be the total ground time that the aircraft spends in the SV

MRO hangar for the “C” check maintenance.

APU and Engineering Orders (EOs) tasks were performed by crew 3 while engines #

1 and # 2 were performed by crew 1 and engines # 3 and # 4 were performed by crew

2. These crews operate simultaneously in different shifts.

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Also from the simulation results, the EOs segment showed a higher value-added time

for both maintenance processes and inspections activities than APU, however, longer

wait times were observed. APU was performed by two technicians and EOs were

performed by two technicians to complete all routine and nonroutine maintenance.

The EOs was recording very close average total time like engine #3.

Table 4.2 Powerplant Department Technicians Utilization Simulation Results.

Instan. NO. NO. Sched. Busy Idle

Resources
Utiliz. Busy Sched. Utiliz. Cost Cost
Engine 1 Junior 1 0.48 0.48 0.27 1.76 28402 2599
Engine 2 Junior 2 0.55 0.55 0.27 2.01 31434 2535
Engine 3 Junior 3 0.58 0.58 0.25 2.32 33194 1115
Engine 4 Junior 4 0.57 0.57 0.25 2.28 32345 1056
Engine 1 Senior 1 0.58 0.58 0.27 2.12 51661 4060
Engine 2 Senior 2 0.52 0.52 0.27 1.89 47582 3961
Engine 3 Senior 3 0.58 0.58 0.25 2.34 51833 1742
Engine 4 Senior 4 0.59 0.59 0.25 2.37 53182 1649
APU Junior 1 0.40 0.4 0.26 1.58 35938 9775
EOs Junior 2 0.68 0.68 0.26 2.67 39027 76
APU Senior 1 0.39 0.39 0.26 1.52 34852 6031
EOs Senior 2 0.56 0.56 0.26 2.18 31915 76

Technician-utilization indicated 50% - 60% while technician-cost showed proper

allocation of pay among busy costs. This is not accurate because the idle cost was a

result of the calculation that was considered as inactivity rather than idleness.

Therefore, technicians’ inactive times must be associated and calculated to obtain the

adequate idle cost of each technician to indicate the accurate allocation of the total

cost. This is out of the study scope and the total cost was verified to be accurate for

calculating the total ground time cost or the SV MRO lost revenue with the addition

of the inactive time that was considered idle time (Table 4.3).

As mentioned earlier, the longest total time of engine maintenance will be considered

as the total time for the powerplant department associated with its total cost which will

be translated into the total lost revenue for SV MRO.

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Lost revenue is the airline maintenance ground time cost. An hour of maintenance

means the aircraft was not utilized for an hour flight and that net revenue could be

generated from such an hour flight which was estimated to be 10,000 SR.

Table 4.3 PowerPlant Technicians Cost (SR) Based on Longest Time (Hours).

Entity AVG Total Hours Maint. Cost Insp. Cost Maint. + Insp. Cost
Engine 1 661.31 135,076.55 1521 136597.55
Engine 2 660.11 135,623.90 1532 137155.9
Engine 3 702.93 148,087.90 1517 149604.9
Engine 4 701.92 148,914.05 1525 150439.05
EOs 699.13 143,322.49 5553 148,875.49
APU 541.77 111,062.02 3915 114977.02
Longest AVG Total Cost Total Cost Technicians Total Cost
702.93 822,086.91 15,563 837,649.91

Engine # 3 had the longest average ground total time during maintenance and

therefore, it will be used to calculate the lost revenue.

Thus, both collected costs will be added and the results show more than 7 million, and

the majority of the cost is lost revenue.

Technicians Cost + Powerplant Department Lost Revenue = Overall Total Cost.

(SR) 837,649.91 + (SR) 7,029,300 = (SR) 7,866,949.91

Table 4.4 PowerPlant Lost Revenue (SR) Based on Longest Time (Hours).

Longest AVG Total Standard Net Revenue (SR) ACFT Total Lost
Entity
Hours per Hour Revenue (SR)
Engine 3 702.93 10,000 7,029,300

4.3 Cabin Department Results and Discussion

The cabin department has four zones. Cockpit, Forward (zone 1), middle (zone 2), and

aft (zone 3). The cockpit zone is performed during the “C” check maintenance by a

single technician and the average total time of all cockpit processes was completed on

average in about 741.37 hours. Zone 2 represented the longest time zone 2 because it

is the last zone to complete during the “C” check maintenance.

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 Table 4.5 Cabin Department Simulation Results.

AVG Maint. VA AVG Insp. VA AVG Wait AVG Total

Entity
Hours Hours Hours Hours
Cockpit Zone 161.77 41.4187 538.19 741.37
Zone 1 152.32 16.12 586.32 754.76
Zone 2 150.78 44.86 585.12 780.76
Zone 3 154.23 16.56 584.53 755.32

Each zone consumed value-added maintenance average hours and value-added

inspection average hours. This wait time represented the periods that no technician

was performing maintenance and the break time represented the idle time. Both of

these hours were non-value-added hours. The long duration besides the break time was

the 16 hours per day that each zone is free from the responsible crew or technicians.

In another word, the assignment was to occupy one zone per shift. Crew 1 is assigned

to zone 1, crew 2 is assigned to zone 2, crew 3 is assigned to zone 3, and a single

technician is assigned to the cockpit zone.

For example crew 1 is working on the morning shift and only maintains zone 1, crew

2, and 3 in other shifts respectively. Zone 1 has to wait 16 hours (second and third

shifts) or until crew 1 arrives at the schedule again the next morning (first shift).

This pattern of work on maintaining these zones accumulate a large wait time and this

time almost represents two-thirds of the total time.

The cabin department consumes around 33.3% of busy time. At the same time, the

cabin department completes all processes last or after the airframe department has

announced “hands off.”

It was also apparent that the airframe completes last more often than the cabin and take

the representation of the aircraft delay during the 100 simulation replications.

One more comparison between the cabin and other departments is that the inspection

time was much larger. This is due to the high number of emergency equipment, many

seats, numerous parts and control modules, and also because of the avionics shared

106
activities in the cockpit zone. Zone 2 often completes last and that is because the

afternoon shift has more break times and also because the cabin department is assigned

to a fixed shift, unlike other departments they swing every two weeks (morning,

afternoon, and night)

Table 4.6 Cabin Technicians Cost (SR) Based on Longest Time (Hours).

Entity AVG Total Hours Maint. Cost Insp. Cost Maint. + Insp. Cost
Cockpit 741.37 96,378.72 5,508 101,886.72
Zone 1 614.78 245,913.98 6,989.06 252,903.04
Zone 2 799.46 319,783.89 9,553.60 329,337.49
Zone 3 799.46 319,783.89 7,538.32 327,322.21
Maint. Total Insp. Total Technicians Total
Longest AVG
Cost Cost Cost
799.46 981,860.49 29,588.98 1,011,449.46

Nine technicians per crew per zone with scheduled utilization of around 30% – 40%

on average. The cockpit zone technician's utilization was approximately 80% on

average. The cost of the technicians in the other zones was less because 70% of their

technicians were contractors with cheaper pay rates ranging from 30 - 35 (SR) per hour

per technician. Other costs were recognized during the aircraft's ground time or lost

revenue.

Table 4.7 Cabin Lost Revenue Cost (SR) Based on Longest Time (Hours).

Longest VA Total Standard Net Revenue (SR) ACFT Lost

Entity
Hours per Hour Revenue
Zone 2 799.46 10,000 7,994,597

The total cost for technicians’ costs and the lost revenue costs were approximately

nine million (SR) during the “C” check maintenance.

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4.4 Airframe Department Results and Discussion

The airframe department area's average total maintenance time varies depending on

the amount of the non-routine tasks. These total times include maintenance and

inspection value-added times plus the wait time for each area.

Table 4.8 Air frame Department Model Simulation Results.

AVG Maint. VA AVG Insp. VA AVG Wait AVG Total

(Entity) Frames
Hours Hours Hours Hours
1- (area 7) 191.89 12.96 542.42 747.28
2- (main Wheel Well) 170.07 5.01 463.77 638.85
3- (engineering orders) 198.62 4.85 537.49 740.96
4- (area 9) 167.14 10.82 511.98 689.94
5- (area 10) 154.01 7.9 469.87 631.78
6- (forward cargo) 204.78 4.94 595.95 805.67
7- (area 8) 190.21 13.15 594.3 797.65
8- (aft cargo) 193.33 5.15 582.33 780.81
9- (bulk cargo) 157.11 4.05 482.54 643.69

The forward cargo compartment as an area of the airframe department consumes the

longest maintenance time and the longest total time. Forward cargo wait time is 595.95

hours and this number is slightly higher than the aft cargo compartment area.

Logically, the longest total time is considered for the entire airframe department. This

shows that the airframe department consumes around 805 hours when the nonvalue

added time is added to the 595.95 hours.

Each area of the airframe department has two technicians to perform the tasks. Crew

1 has 6 technicians assigned among 3 teams, each team has two technicians per area.

Therefore, the first three areas are crew 1 responsibility. Crew 2 performs the middle

three areas. Crew 3 handles the last three areas (Table 4.8). Utilization of each resource

(technician) was within 60 - 70% over their schedule times. Idle times results were

minimum of 7% because the rest of the percentage is considered the inactive time of a

technician (technicians’ out of work hours)

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 Table 4.9 Air frame Technicians Cost (SR) Based on Longest Time (Hours).

AVG Total
Entity Maint. Cost Insp. Cost Maint. + Insp. Cost
Hours
1- (area 7) 747.28 153,192.27 27,450 180,642.27
2- (main Wheel Well) 638.85 130,963.83 24,765 155,728.83
3- (engineering orders) 740.96 151,896.41 26,934 178,830.41
4- (area 9) 689.94 141,438.66 25,054 166,492.66
5- (area 10) 631.78 129,515.60 24,954 154,469.60
6- (forward cargo) 805.67 165,161.94 32,457 197,618.94
7- (area 8) 797.65 163,518.60 30,751 194,269.60
8- (aft cargo) 780.81 160,066.34 30,813 190,879.34
9- (bulk cargo) 643.69 131,957.04 24,844 156,801.04
Technicians Total
Longest AVG Total Cost Total Cost
Cost
805.67 1,486,461.15 248,022 1,734,483.15

The utilization efficacy influenced the cost results because of the inactive state of a

technician as idle time was considered in the payroll. Costs were calculated for both

inactive state and idle time as well as the busy time cost of the technician. Note that

total costs also were considered for the longest average total time (the department

maintenance finishing time) and were multiplied by each technician's hourly pay rate.

Table 4.10 Air frame Lost Revenue Cost (SR) Based on Longest Time (Hours).

Standard Net Revenue (SR) ACFT Lost

Entity AVG Total Hours
Per Hour Revenue
6- (forward cargo) 805.67 10,000 8,056,700

Another cost that was considered other than the technicians’ costs is the airframe areas

costs. This cost represents the aircraft's wait time or the ground time during

maintenance or the aircraft lost revenue. Lost revenue costs are very important because

each hour the aircraft is in operations will earn 10,000 SR per hour as net revenue.

This 10,000 SR was multiplied by the total process time of the longest area. The wait

time of the airframe represented 2/3 of the department's total process time. This is a

very large proportion when comparing the lost revenue with the technicians’ costs, lost

revenue cost was around 75% of the total costs of the airframe department.

109
Two scenarios were modeled to evaluate the massive amount of assignments that will

wait for equipment failures. The “as-is” scenario yields in terms of time, some

interruptions were caused by many equipment failures of total time 272 hours and 59

hours of wait time. This is representing 59/8 = 7 shifts or days that were wasted in wait

time and 272/8 = 34 shifts per crew on average for the airframe (entity) total time.

Moreover, 7 shifts of wait time reflected directly to the total time and the cause was

the equipment failure. Creating a modified model that reduces equipment and tools

idle time, the airframe department may be ahead of all other specialties because many

of the airframe department tasks are removing and reinstalling parts rather than

repairing parts (e.g., blanket/panels removal and reinstallation, servicing equipment).

Therefore, reducing equipment failure might help achieve this study’s objectives. As

a result, after proper equipment uses, preventive maintenance of equipment, and

correct handling of tools before and after use had reflected in simulating the modified

model to make the 272 hours total time 258 hours, which is equal to around 32 shifts

or days and that was reported from crew 2, afternoon shift. The reduction of time

(improvement) was around 2 days, which was statistically not significant (P = 0.07).

As mentioned above these results were manipulated for the simulation modeling

validation process. The investigation of the model showed that the equipment was not

the main factor for the excessive wasted time, the entity wait time (entity is waiting

for two consecutive shifts for its seizing turn) was the noticeable bottleneck. If six

crews were assigned at different times or overlapping, this may show significant

development of the maintenance work pattern as well as a significant reduction of the

lost revenue.

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Table 4.11 Airframe Improvement Trial Simulation Results, 8 hours per day for

Validation Confirmation.

Case Average Wait Time (hours) Average Total Time (hours)

(Crew 1) 49 (Crew 1) 259

As-is Model (Crew 2) 59 (Crew 2) 272

(Crew 3) 51 (Crew 3) 264

(Crew 1) 28 (Crew 1) 227

Modified Model (Crew 2) 30 (Crew 2) 258

(Crew 3) 26 (Crew 3) 231

The airframe model showed validity by comparing results between different based

time modeling (8-hr per day and 24-hr per day). This model was valid and was

utilized to simulate the “C” check maintenance of the B747 – 400.

Now, the airframe department uses equipment more than other departments. Failure of

equipment was simulated and remodeled to optimize one by reducing failure mean

times of the uniform distribution. This optimization of airframe time was only a day

or two shorter, therefore, the wait time (areas inactivity) represented 2/3 of the total

time during all processes of the airframe department. 8 hours the crew is processing

and 16 hours the areas were waiting for their technicians to be performing again.

4.5 Avionics Department Results and Discussion

Avionics Crew 1, 2, and 3 perform in parallel on three different segments of tasks and

activities of electronic maintenance, their average times in hours are different.

111
 Crew 1 and crew 3 perform engines electronics and airframe areas electronics,

respectively. The airframe areas for the avionics technicians consume more value-

added or maintenance time which results in a more average total time of 625 hours.

Table 4.12 Avionic Department Model Simulation Results.

AVG AVG AVG AVG AVG AVG AVG AVG

Specialty Maint. VA Insp. VA Wait Total Maint. VA Insp. VA Wait Cost Total
Hours Hours Hours Hours Cost (SR) Cost (SR) (SR) Cost (SR)
Avionics
122.54 32.51 452.14 607.2 25120 4064 28471 57655
Crew 1
Avionics
52.36 105.07 411.78 569.2 9163 21540 29321 60023
Crew 2
Avionics
127.14 29.9 467.98 625 26064 3738 28559 58360
Crew 3

Crew 2 results from the simulation showed more average time spent in the inspections

hours compared to crew 1 and 2, even though, crew 2 wait time was less than crew 1

and crew 2. Maintenance processes and value-added inspection average hours plus the

average wait time equals the average total time for each crew. The longest in the

avionics department considered the average total time for all crews. The avionics

department consumes around 26 days’ average time. This average comes from the

longest crew takes to finish the processes of crew 3 responsible areas. Comparing crew

2 processes value-added maintenance time or total crew average time, it was less than

both crew1 and crew 3. This means that crew 1 and crew 3 were able to support crew

2 to shorten the department's total average time.

The cost of a busy technician represented the average value-added hours on activities

either for the inspection team or the maintenance personnel. Idle cost of technician and

inspector was represented by the break time and may include the inactive times as well.

Correct technicians’ cost was calculated for the department time consumed on

maintenance time. The technician's hourly pay rate was multiplied by the longest total

average hour. Therefore, the avionics technicians’ total cost needs the inactive state
112
cost for each technician to be added up to the busy and idle time, just like all previous

departments. Frequency statistics were used to confirm the percentage of the inactive

state of a technician. Avionics department senior technicians were inefficiently utilized

during the tasks. Juniors were efficiently utilized because they were assigned

individually in some processes and as helpers to the senior technicians.

Table 4.13 Avionics Department Technicians Utilization Simulation Results.

Instantaneous NO. NO. Busy Idle

Resource
Utilization Busy Schedule Cost Cost
Junior 1 0.79 0.79 0.2634 52950 2734
Junior 2 0.77 0.77 0.2176 62347 488
Junior 3 0.78 0.78 0.2386 58112 891
Senior 1 0.25 0.25 0.2634 18898 3797
Senior 2 0.24 0.24 0.2176 18725 525
Senior 3 0.25 0.25 0.2386 19320 1238

Moreover, the cost of labor was combined with aircraft being on the ground cost. This

cost was called a lost revenue cost and it represented a large amount of approximately

85% of the total cost calculated for this department.

Table 4.14 Avionics Department Technicians and Lost Revenue Cost (SR)

Based on Longest Average Total Time.

Avionics Department Cost (A+B) 4,936,119.87

Avionics Technicians Cost (A) 416,707.44
Lost Net Revenue (B) 4,519,412.42

4.6 ACFT Complete Model Results and Discussion

The results shown in Table 4.15 were stable, which confirms the validity of each

previous model. This model adds the department statistics for the average wait time

and average total time. The last department to complete their tasks represented the

aircraft's average total time.

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Each department collected had its statistic for average wait hours and average total

hours. However, the time may be different because the department collects the average

of the last areas’ average time, which represented an average of the average).

Department's average total hours was very similar to the average total hours of the last

areas that completed their job.

Table 4.15 ACFT Complete Model Simulation Results.

AVG Maint. AVG Insp. AVG Wait AVG Total

Entity
VA Hours VA Hours Hours Hours
Area 7 Cargo (AF Depart.) 191.91 12.77 542.27 746.95
Wheel Well (AF Depart.) 169.96 5.09 463.45 638.5
EOs (AF Depart.) 197.92 4.93 535.11 737.96
Area 9 (AF Depart.) 167.91 11.03 513.72 692.67
Area 10 (AF Depart.) 154.29 7.93 470.57 632.79
Forward Cargo (AF Depart.) 204.28 4.97 595.15 804.41
Area 8 (AF Depart.) 189.65 13.05 592.36 795.06
Aft Cargo (AF Depart.) 193.47 4.96 582.99 781.42
Bulk Cargo (AF Depart.) 156.42 3.97 479.18 639.57
Airframe Department - - 810.35 810.35
Engine 1 (PP Depart.) 170.16 11.46 480.58 662.21
Engine 2 (PP Depart.) 169.2 11.41 478.6 659.21
Engine 3 (PP Depart.) 170.35 11.46 520.78 702.60
Engine 4 (PP Depart.) 170.2 11.42 520.61 702.23
APU (PP Depart.) 108.31 28.72 405.21 542.24
EOs (PP Depart.) 150.59 24.39 522.43 697.41
PowerPlant Department - - 705.28 705.28
Cabin Zone 1 (CB Depart.) 151.99 15.97 584.85 752.81
Cabin Zone 2 (CB Depart.) 153.18 42.52 583.87 779.57
Cabin Zone 3 (CB Depart.) 159.85 15.76 581.94 757.55
Cockpit (CB Depart.) 162.52 41.56 540.63 744.71
Cabin Department - - 783.13 783.13
Avionics Area 1 (AV Dept.) 52.53 105 413.2 570.73
Avionics Area 2 (AV Dept.) 122.04 32.25 449.24 603.52
Avionics Area 3 (AV Dept.) 127.15 30.11 468.97 626.24
Avionics Department - - 628.88 628.88

The cabin department maintenance processes consumed a similar time when compared

with the airframe department and in some replicates, the cabin department was the last

to finish and represented the aircraft's average total time. The aircraft's overall cost

may be collected from previous models except for the cost of the resources because

the last department that completes the maintenance tasks represents all departments in

114
terms of average total time. This actually will increase the resources cost slightly due

to the lack of accuracy of representation.

Also, the resource utilization of some departments was different. Avionics, APU, and

cabin zone 1 recorded less utilization than when their maintenance tasks were

simulated individually. This was expected because the terminating condition or the

replication length of the simulation run did not stop until all departments called for

“hands off.” Therefore, departments that have already accomplished the tasks and their

technicians were idle. This was true and once again, this represented the actual life

scenario at the SV MRO maintenance 747 hangars and assures model validity as well.

Lost revenue cost will be calculated from the last department that completed their tasks

and also can be added from previous individual departments’ models.

Finally, the aircraft 747 -400 consumes at the SV MRO hangar on average 33 – 34

days from 100 months (8 years) of simulation modeling.

Table 4.16 ACFT Model Results Summary.

“C” Check of Aircraft B 747- 400

Average Value added Days 10
Average Wait Days 24
Average Total Days 34
Technicians Total Cost 4,110,250.00
Total Lost Revenue 8,120,000.00
Total Cost 12,230,250.00

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 Chapter V

Conclusion and Recommendations

5.1 Conclusion

• Maintenance “C” check routines were performed only once a day for 8 hours

shift. No maintenance was performed on the engines during the other two shifts

of the day.

• Engine average total time for maintenance duration was represented by the

longest engine maintenance time. Thus, this was the time that the powerplant

department considered completed.

• Engines’ wait time was large and it represented at least two-thirds of the total

hours of engine maintenance routines because the maintenance was performed

only during one shift.

• APU and EOs were having two unbalanced segments of processes which

helped APU “C” check procedures to finish ahead of EOs. Also, the EOs

average total time was close to engine #3 average total times. Thus, the EOs

area represented the longest time after engine #4 in many replications.

• The cost of the powerplant departments’ technicians was around 837,650 (SR)

and this was approximately 11% of the aircraft's total cost.

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• Powerplant department technician utilization was at 50% during each shift. The

inactive time showed a high percentage when compared to the idle time where

50% busy state of resources, only 5% idle state, and the rest are the inactivity

percentage of resources (16 hours of no maintenance on each engine).

• The afternoon shift crew consumes more breaks due to prayer times. This

makes the afternoon shift less productive when compared to other shifts.

• The cabin department processes were performed in a single shift each. This is

why the wait time was accumulated and resulted in 22 days of lost time for the

cabin zones.

• The average total time of the cabin department was 33 days. However, the

actual maintenance process average time was only 10 days to complete all

maintenance tasks for all zones. This is because a single shift was utilized for

each zone.

• Zone 2 in the cabin department was the zone that consumed the longest time

performing maintenance routines. This zone was performed by crew 2 in the

afternoon shift. Since the afternoon shift had an excessive amount of breaks,

this zone was the last to be completed.

• Zone 2 in the cabin department was consuming a similar time to the forward

cargo compartment in the airframe department. This indicated that these two

areas were representing the aircraft's total time.

• The cost of the cabin department’s technicians was less compared to other

departments, but the lost revenue cost was still as high as the airframe lost

revenue cost.

• One important note to mention is that the cabin department had more routine

and non-routine tasks and activities when compared to all other departments.

117
• Airframe consumes extended wait times and that was directly reflected in the

average total time of the whole department. Also, it was found that the airframe

department represented the whole aircraft's average total time because it was

the last department that completed its maintenance tasks.

• The cabin department also represented the aircraft's average total time in many

of the replications over 100 simulation runs. This indicated that both the

airframe and cabin departments were the last two departments that completed

the maintenance check. However, the airframe department was the last one that

completed its “C” check maintenance routines 20% of the time.

• Costs of the Airframe departments’ technicians were only 25% of the total cost

and the lost revenue cost of the airframe areas indicated the majority of the

airframe department's total cost.

• Also, the afternoon shift accumulated wait times more than other shifts because

of the excessive breaks, but still was a small proportion of the total wait cost

recorded.

• Forward cargo and aft cargo were the two areas of the airframe department that

could be nominated for the longest time. Though, 50% of the time the forward

cargo compartment completes its maintenance routines last to represent the

department's total time.

• The avionics department consumes on average 26 days to complete its

department maintenance “C” check processes. Value-added time included both

inspection and maintenance processes which were only 1/3 of the 26 days. The

remaining times were waiting times and 80% of these waits were a waste of

time that was driven by areas not being maintained waiting for a resource(s).

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• In the avionics department, crew utilization between senior and junior

technicians was significantly different (P = 0.19). Juniors were utilized more

efficiently than seniors and that is because when they had their assignments

and when were assigned as helpers.

• The validity of the aircraft model to represent the maintenance “C” check tasks

and activities of various aircraft areas by many departments crews was

confirmed.

• Aircraft consume on average 33.5 days for more than 8 years (100 months) of

simulation replications. The minimum average total time indicated the

possibility of achieving the completion in 26 days whereas the maximum

showed 35 days.

• It was concluded that the chance and opportunity of improvement are

significant because 2/3 of the average total time was waiting time.

• The total cost of both technicians and lost revenue were around 12,120,000

(SR).

• Four million of the total cost was for technicians’ salaries during the

maintenance “C” check period.

• The lost revenue cost was represented as double the technicians' total cost

during the maintenance check. The wait time was indicated to be two-thirds of

the total time in the aircraft complete model for the maintenance “C” check of

the B747 – 400, and in each maintenance department model, the same

observation was consistent.

119
5.2 Recommendations

• Maintenance routines on all engines may be performed during all shifts of the

day. This means each engine has an assigned team to work on it around the

clock instead of one shift per engine(s). This could be by hiring more

technicians and merging helpers by distributing them on easy jobs like open-

ups and close-ups under senior or lead technicians’ supervision to expedite the

removal process for inspection and the reinstallation process for final

inspections.

• After the APU team completes their tasks, they may join the EOs team,

especially during the last two maintenance processes of the EOs segment. This

may reduce the time of the EOs tasks and activities. This can be called a process

reorder or a technician reassignment and utilization.

• All cabin department zones should be performed during all shifts during the

day. This means each zone of the cabin zones has an assigned crew instead of

working only one 8 hours shift per day. This may also reduce the workload and

increase resource utilization.

• Since the cabin crew operates on a fixed shift and no swings between crews

exist. The number of operators per shift may be reconsidered especially for the

afternoon shift. This also may apply to the avionics department.

• The processes and tasks differ from one department’s area to another.

Therefore, re-ranking or reordering processes may be necessary. This attempt

may keep one department’s area's total time of each crew similar to each other

or close enough and this may reduce the department maintenance total time.

120
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 Appendix A

Arena ACFT Model Results Overview

126
07:13:24 PM ACFT Model Results Overview Jan 09, 2014
Values Across All Replications

B 747- 400 “C” Check Maintenance

Replications: 100 Time Units: Hours

Key Performance Indicators

System Average
Number Out 26

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Values Across All Replications

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Replications: 100 Time Units: Hours

Entity

Time

VA Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Cockpit 162.36 0.84 153.01 172.49 153.01 172.49
Engine 1 170.49 0.73 160.63 178.84 160.63 178.84
Engine 2 169.80 0.79 159.63 177.66 159.63 177.66
Engine 3 170.22 0.88 162.03 183.15 162.03 183.15
Engine 4 170.26 0.79 158.28 179.42 158.28 179.42
Air frame Department 0.00 0.00 0.00 0.00 0.00 0.00
Power plant EOs 150.67 0.83 141.81 160.06 141.81 160.06
Avionics Crew 2 122.04 1.18 111.44 132.74 111.44 132.74
APU 108.11 0.74 98.3659 116.26 98.3659 116.26
Avionics Crew 1 52.5298 0.50 47.9914 57.9576 47.9914 57.9576
Area 7 Left Wing 191.86 0.81 182.10 202.00 182.10 202.00
Air-condition Area and W/W 169.89 1.14 156.46 184.31 156.46 184.31
Airframe EOs 198.09 0.97 188.42 209.76 188.42 209.76
Avionics Crew 3 127.17 0.66 120.89 133.65 120.89 133.65
Area 9 Fuselage 167.76 0.69 159.46 173.78 159.46 173.78
Area 10 Empennage 154.40 0.61 144.60 160.22 144.60 160.22
FWD Cargo and EOs 204.37 0.72 197.56 212.61 197.56 212.61
Area 8 Right Wing 189.44 0.72 179.54 197.82 179.54 197.82
Aft Cargo and EOs 193.57 0.81 184.54 206.24 184.54 206.24
Bulk Cargo and OFV Area 156.43 0.67 149.20 164.26 149.20 164.26
Avionics Department 0.00 0.00 0.00 0.00 0.00 0.00
Cabin Department 0.00 0.00 0.00 0.00 0.00 0.00
Power Plant Department 0.00 0.00 0.00 0.00 0.00 0.00
Cabin Zone 1 151.99 0.94 412.69 435.91 412.69 435.91
Cabin Zone 2 153.13 0.91 398.38 418.28 398.38 418.28
Cabin Zone 3 159.85 0.86 412.67 435.13 412.67 435.13

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747

Replications: 100 Time Units: Hours

Entity

Time

NVA Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Cockpit 0.00 0.00 0.00 0.00 0.00 0.00
Engine 1 0.00 0.00 0.00 0.00 0.00 0.00
Engine 2 0.00 0.00 0.00 0.00 0.00 0.00
Engine 3 0.00 0.00 0.00 0.00 0.00 0.00
Engine 4 0.00 0.00 0.00 0.00 0.00 0.00
Air frame Department 0.00 0.00 0.00 0.00 0.00 0.00
Power plant EOs 0.00 0.00 0.00 0.00 0.00 0.00
Avionics Crew 2 0.00 0.00 0.00 0.00 0.00 0.00
APU 0.00 0.00 0.00 0.00 0.00 0.00
Avionics Crew 1 0.00 0.00 0.00 0.00 0.00 0.00
Area 7 Left Wing 0.00 0.00 0.00 0.00 0.00 0.00
Air-condition Area and W/W 0.00 0.00 0.00 0.00 0.00 0.00
Air frame EOs 0.00 0.00 0.00 0.00 0.00 0.00
Avionics Crew 3 0.00 0.00 0.00 0.00 0.00 0.00
Area 9 Fuselage 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Empennage 0.00 0.00 0.00 0.00 0.00 0.00
FWD Cargo and EOs 0.00 0.00 0.00 0.00 0.00 0.00
Area 8 Right Wing 0.00 0.00 0.00 0.00 0.00 0.00
Aft Cargo and EOs 0.00 0.00 0.00 0.00 0.00 0.00
Bulk Cargo and OFV Area 0.00 0.00 0.00 0.00 0.00 0.00
Avionics Department 0.00 0.00 0.00 0.00 0.00 0.00
Cabin Department 0.00 0.00 0.00 0.00 0.00 0.00
Power Plant Department 0.00 0.00 0.00 0.00 0.00 0.00
Cabin Zone 1 0.00 0.00 0.00 0.00 0.00 0.00
Cabin Zone 2 0.00 0.00 0.00 0.00 0.00 0.00
Cabin Zone 3 0.00 0.00 0.00 0.00 0.00 0.00

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Entity

Time

Wait Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Cockpit 540.27 2.35 508.25 560.75 508.25 560.75
Engine 1 481.95 2.24 450.00 502.75 450.00 502.75
Engine 2 478.57 2.54 449.00 502.75 449.00 502.75
Engine 3 520.36 2.20 501.50 547.25 501.50 547.25
Engine 4 520.24 1.88 484.75 546.25 484.75 546.25
Air frame Department 810.42 2.15 785.16 834.70 785.16 834.70
Power plant EOs 522.10 2.72 494.25 541.00 494.25 541.00
Avionics Crew 2 449.70 3.19 414.75 484.00 414.75 484.00
APU 404.06 3.25 366.00 439.00 366.00 439.00
Avionics Crew 1 413.17 2.20 379.00 432.75 379.00 432.75
Area 7 Left Wing 542.30 2.90 512.75 585.74 512.75 585.74
Air-condition Area and W/W 462.91 3.67 431.25 506.41 431.25 506.41
Air frame EOs 536.13 3.09 502.75 567.75 502.75 567.75
Avionics Crew3 468.43 2.52 440.50 494.25 440.50 494.25
Area 9 Fuselage 514.11 1.93 484.75 529.82 484.75 529.82
Area 10 Empennage 469.45 1.96 449.00 484.75 449.00 484.75
FWD Cargo and EOs 595.91 2.15 565.00 620.25 565.00 620.25
Area 8 Right Wing 592.10 2.40 558.50 611.00 558.50 611.00
Aft Cargo and EOs 583.17 2.49 558.25 611.36 558.25 611.36
Bulk Cargo and OFV Area 479.17 2.32 457.75 514.07 457.75 514.07
Avionics Department 628.72 2.98 591.58 659.55 591.58 659.55
Cabin Department 781.49 2.12 752.88 803.91 752.88 803.91
Power Plant Department 712.96 2.18 687.96 742.67 687.96 742.67
Cabin Zone 1 1604.56 5.64 1543.03 1665.48 1543.03 1665.48
Cabin Zone 2 1661.33 5.43 1604.74 1725.42 1604.74 1725.42
Cabin Zone 3 1605.71 6.38 1552.05 1681.36 1552.05 1681.36

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Entity

Time

Transfer Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Cockpit 0.00 0.00 0.00 0.00 0.00 0.00
Engine 1 0.00 0.00 0.00 0.00 0.00 0.00
Engine 2 0.00 0.00 0.00 0.00 0.00 0.00
Engine 3 0.00 0.00 0.00 0.00 0.00 0.00
Engine 4 0.00 0.00 0.00 0.00 0.00 0.00
Air frame Department 0.00 0.00 0.00 0.00 0.00 0.00
Power plant EOs 0.00 0.00 0.00 0.00 0.00 0.00
Avionics Crew 2 0.00 0.00 0.00 0.00 0.00 0.00
APU 0.00 0.00 0.00 0.00 0.00 0.00
Avionics Crew 1 0.00 0.00 0.00 0.00 0.00 0.00
Area 7 Left Wing 0.00 0.00 0.00 0.00 0.00 0.00
Air-condition Area and W/W 0.00 0.00 0.00 0.00 0.00 0.00
Air frame EOs 0.00 0.00 0.00 0.00 0.00 0.00
Avionics Crew 3 0.00 0.00 0.00 0.00 0.00 0.00
Area 9 Fuselage 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Empennage 0.00 0.00 0.00 0.00 0.00 0.00
FWD Cargo and EOs 0.00 0.00 0.00 0.00 0.00 0.00
Area 8 Right Wing 0.00 0.00 0.00 0.00 0.00 0.00
AFT Cargo and EOs 0.00 0.00 0.00 0.00 0.00 0.00
Bulk Cargo and OFV Area 0.00 0.00 0.00 0.00 0.00 0.00
Avionics Department 0.00 0.00 0.00 0.00 0.00 0.00
Cabin Department 0.00 0.00 0.00 0.00 0.00 0.00
Power Plant Department 0.00 0.00 0.00 0.00 0.00 0.00
Cabin Zone 1 0.00 0.00 0.00 0.00 0.00 0.00
Cabin Zone 2 0.00 0.00 0.00 0.00 0.00 0.00
Cabin Zone 3 0.00 0.00 0.00 0.00 0.00 0.00

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Entity

Time

Other Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Cockpit 41.5704 0.23 39.1947 43.5452 39.1947 43.5452
Engine 1 11.5904 0.22 8.8356 13.8017 8.8356 13.8017
Engine 2 11.4971 0.22 9.2220 13.9294 9.2220 13.9294
Engine 3 11.4402 0.21 9.4338 13.7262 9.4338 13.7262
Engine 4 11.5534 0.20 8.7328 13.5090 8.7328 13.5090
Air frame Department 0.00 0.00 0.00 0.00 0.00 0.00
Power plant EOs 24.2328 0.53 20.1152 29.9757 20.1152 29.9757
Avionics Crew 2 32.3249 0.28 30.0227 34.9671 30.0227 34.9671
APU 28.7803 0.62 24.2484 34.6444 24.2484 34.6444
Avionics Crew 1 104.96 0.58 100.07 109.90 100.07 109.90
Area 7 Left Wing 13.1486 0.20 10.7651 15.5098 10.7651 15.5098
Air-condition Area and W/W 5.0708 0.14 3.4519 6.4724 3.4519 6.4724
Air frame EOs 5.0149 0.17 3.2314 6.7729 3.2314 6.7729
Avionics Crew 3 29.9160 0.22 28.0381 31.9560 28.0381 31.9560
Area 9 Fuselage 11.0338 0.28 7.3703 13.6696 7.3703 13.6696
Area 10 Empennage 7.9355 0.20 5.5943 10.0791 5.5943 10.0791
FWD Cargo and EOs 4.9123 0.12 3.2862 5.9796 3.2862 5.9796
Area 8 Right Wing 12.8275 0.23 10.5353 15.3616 10.5353 15.3616
AFT Cargo and EOs 4.9408 0.12 3.5195 6.2805 3.5195 6.2805
Bulk Cargo and OFV Area 3.9730 0.11 2.8892 5.1799 2.8892 5.1799
Avionics Department 0.00 0.00 0.00 0.00 0.00 0.00
Cabin Department 0.00 0.00 0.00 0.00 0.00 0.00
Power Plant Department 0.00 0.00 0.00 0.00 0.00 0.00
Cabin Zone 1 15.1290 0.34 12.1422 17.9062 12.1422 17.9062
Cabin Zone 2 42.3777 0.47 37.1982 47.6557 37.1982 47.6557
Cabin Zone 3 15.1334 0.36 12.1076 17.9520 12.1076 17.9520

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Entity

Time

Total Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Cockpit 744.20 3.12 702.17 774.93 702.17 774.93
Engine 1 664.03 2.94 622.30 693.70 622.30 693.70
Engine 2 659.87 3.33 618.55 694.02 618.55 694.02
Engine 3 702.01 3.08 674.94 742.67 674.94 742.67
Engine 4 702.05 2.66 654.00 737.87 654.00 737.87
Air frame Department 810.42 2.15 785.16 834.70 785.16 834.70
Power plant EOs 697.00 3.67 659.27 726.68 659.27 726.68
Avionics Crew 2 604.07 4.34 558.19 650.82 558.19 650.82
APU 540.95 4.21 489.17 585.50 489.17 585.50
Avionics Crew 1 570.66 2.87 527.19 599.90 527.19 599.90
Area 7 Left Wing 747.31 3.66 709.60 801.31 709.60 801.31
Air-condition Area and W/W 637.86 4.78 593.55 695.21 593.55 695.21
Air frame EOs 739.23 4.01 694.79 782.66 694.79 782.66
Avionics Crew 3 625.51 3.21 589.70 659.55 589.70 659.55
Area 9 Fuselage 692.90 2.62 654.93 715.97 654.93 715.97
Area 10 Empennage 631.79 2.54 600.40 653.54 600.40 653.54
FWD Cargo and EOs 805.19 2.78 766.53 834.70 766.53 834.70
Area 8 Right Wing 794.37 3.10 750.19 821.44 750.19 821.44
AFT Cargo and EOs 781.69 3.25 747.82 822.56 747.82 822.56
Bulk Cargo and OFV Area 639.57 2.94 610.85 680.40 610.85 680.40
Avionics Department 628.72 2.98 591.58 659.55 591.58 659.55
Cabin Department 781.49 2.12 752.88 803.91 752.88 803.91
Power Plant Department 712.96 2.18 687.96 742.67 687.96 742.67
Cabin Zone 1 752.81 3.15 722.80 774.86 722.80 774.86
Cabin Zone 2 779.57 2.52 752.88 803.91 752.88 803.91
Cabin Zone 3 757.55 2.61 737.70 785.97 737.70 785.97
Other

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Replications: 100 Time Units: Hours

Entity

Other

Number In Minimum Maximum

Average Half Width Average Average
Cockpit 1.00 0.00 1.00 1.00
Engine 1 1.00 0.00 1.00 1.00
Engine 2 1.00 0.00 1.00 1.00
Engine 3 1.00 0.00 1.00 1.00
Engine 4 1.00 0.00 1.00 1.00
Air frame Department 1.00 0.00 1.00 1.00
Power plant EOs 1.00 0.00 1.00 1.00
Avionics Crew 2 1.00 0.00 1.00 1.00
ACFT 0.00 0.00 0.00 0.00
APU 1.00 0.00 1.00 1.00
Avionics Crew 1 1.00 0.00 1.00 1.00
Area 7 Left Wing 1.00 0.00 1.00 1.00
Air-condition Area and W/W 1.00 0.00 1.00 1.00
Air frame EOs 1.00 0.00 1.00 1.00
Avionics Crew 3 1.00 0.00 1.00 1.00
Area 9 Fuselage 1.00 0.00 1.00 1.00
Area 10 Empennage 1.00 0.00 1.00 1.00
FWD Cargo and EOs 1.00 0.00 1.00 1.00
Area 8 Right Wing 1.00 0.00 1.00 1.00
AFT Cargo and EOs 1.00 0.00 1.00 1.00
Bulk Cargo and OFV Area 1.00 0.00 1.00 1.00
Avionics Department 1.00 0.00 1.00 1.00
Cabin Department 1.00 0.00 1.00 1.00
Power Plant Department 1.00 0.00 1.00 1.00
Cabin Zone 1 1.00 0.00 1.00 1.00
Cabin Zone 2 1.00 0.00 1.00 1.00
Cabin Zone 3 1.00 0.00 1.00 1.00

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Replications: 100 Time Units: Hours

Entity

Other

Number Out Minimum Maximum

Average Half Width Average Average
Cockpit 1.00 0.00 1.00 1.00
Engine 1 1.00 0.00 1.00 1.00
Engine 2 1.00 0.00 1.00 1.00
Engine 3 1.00 0.00 1.00 1.00
Engine 4 1.00 0.00 1.00 1.00
Air frame Department 1.00 0.00 1.00 1.00
Power plant EOs 1.00 0.00 1.00 1.00
Avionics Crew 2 1.00 0.00 1.00 1.00
ACFT 0.00 0.00 0.00 0.00
APU 1.00 0.00 1.00 1.00
Avionics Crew 1 1.00 0.00 1.00 1.00
Area 7 Left Wing 1.00 0.00 1.00 1.00
Air-condition Area and W/W 1.00 0.00 1.00 1.00
Air frame EOs 1.00 0.00 1.00 1.00
Avionics Crew 3 1.00 0.00 1.00 1.00
Area 9 Fuselage 1.00 0.00 1.00 1.00
Area 10 Empennage 1.00 0.00 1.00 1.00
FWD Cargo and EOs 1.00 0.00 1.00 1.00
Area 8 Right Wing 1.00 0.00 1.00 1.00
AFT Cargo and EOs 1.00 0.00 1.00 1.00
Bulk Cargo and OFV Area 1.00 0.00 1.00 1.00
Avionics Department 1.00 0.00 1.00 1.00
Cabin Department 1.00 0.00 1.00 1.00
Power Plant Department 1.00 0.00 1.00 1.00
Cabin Zone 1 1.00 0.00 1.00 1.00
Cabin Zone 2 1.00 0.00 1.00 1.00
Cabin Zone 3 1.00 0.00 1.00 1.00

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Entity

Other

WIP Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Cockpit 0.9168 0.00 0.8712 0.9776 0.00 1.0000
Engine 1 0.8167 0.00 0.7726 0.8629 0.00 1.0000
Engine 2 0.8116 0.00 0.7557 0.8673 0.00 1.0000
Engine 3 0.8642 0.00 0.8214 0.9104 0.00 1.0000
Engine 4 0.8642 0.00 0.8056 0.9256 0.00 1.0000
Air frame Department 0.9994 0.00 0.9901 1.0000 0.00 1.0000
Power plant EOs 0.8579 0.01 0.7892 0.9108 0.00 1.0000
Avionics Crew 2 0.7419 0.01 0.6804 0.8113 0.00 1.0000
ACFT 0.00 0.00 0.00 0.00 0.00 0.00
APU 0.6630 0.01 0.5965 0.7189 0.00 1.0000
Avionics Crew 1 0.7001 0.00 0.6394 0.7496 0.00 1.0000
Area 7 Left Wing 0.9208 0.01 0.8718 0.9943 0.00 1.0000
Air-condition Area and W/W 0.7841 0.01 0.7091 0.8657 0.00 1.0000
Air frame EOs 0.9107 0.01 0.8427 0.9743 0.00 1.0000
Avionics Crew 3 0.7687 0.00 0.7173 0.8244 0.00 1.0000
Area 9 Fuselage 0.8528 0.00 0.7992 0.8854 0.00 1.0000
Area 10 Empennage 0.7765 0.00 0.7394 0.8243 0.00 1.0000
FWD Cargo and EOs 0.9929 0.00 0.9557 1.0000 0.00 1.0000
Area 8 Right Wing 0.9794 0.00 0.9221 1.0000 0.00 1.0000
AFT Cargo and EOs 0.9637 0.00 0.9009 1.0000 0.00 1.0000
Bulk Cargo and OFV Area 0.7862 0.00 0.7326 0.8470 0.00 1.0000
Avionics Department 0.7727 0.00 0.7245 0.8244 0.00 1.0000
Cabin Department 0.9635 0.00 0.9253 1.0000 0.00 1.0000
Power Plant Department 0.8778 0.00 0.8342 0.9256 0.00 1.0000
Cabin Zone 1 0.7415 0.01 0.4041 0.6584 0.00 1.0000
Cabin Zone 2 0.8257 0.01 0.4956 0.7460 0.00 1.0000
Cabin Zone 3 0.7425 0.01 0.4103 0.7192 0.00 1.0000

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Replications: 100 Time Units: Hours

Process

Time per Entity

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

VA Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
1 2 3 and 4 Fixed Fairings 7.9282 0.12 7.0065 8.9828 7.0065 8.9828
Installation
1 2 3 and 4 Fixed Fairings 5.9545 0.11 5.0042 6.9579 5.0042 6.9579
Removal
1 and 2 Turbines Installation 8.0314 0.12 7.0088 8.9873 7.0088 8.9873
1 and 2 Turbines Removal 4.2611 0.09 3.5025 4.9881 3.5025 4.9881
3 and 4 Turbines Installation 8.0175 0.12 7.0310 8.9927 7.0310 8.9927
3 and 4 Turbines Removal 4.2608 0.09 3.5242 4.9960 3.5242 4.9960
4 Engines Simulation 12.9546 0.35 10.0019 15.9786 10.0019 15.9786
5 6 7 and 8 Fixed Fairings 7.9584 0.11 7.0103 8.9849 7.0103 8.9849
Installation
5 6 7 and 8 Fixed Fairings 5.8834 0.12 5.0004 6.9982 5.0004 6.9982
Removal
AC EO 51.7206 0.73 46.0341 57.6511 46.0341 57.6511
AF Fuel EO Operational Checks 22.1593 0.23 20.1124 23.9982 20.1124 23.9982
Avionics
Aft Cargo Access Panels Open 10.9145 0.12 10.0007 11.9765 10.0007 11.9765
Up
Aft Cargo Blankets Installation 28.8983 0.34 26.1175 31.8704 26.1175 31.8704
and Close Up
Aft Cargo Blankets Removal 14.0217 0.24 12.0207 15.9974 12.0207 15.9974
Aft Cargo Corrosion Inhibiter 2.5113 0.06 2.0421 2.9963 2.0421 2.9963
Application
Aft Cargo Door Lubrication 0.9790 0.06 0.5098 1.4968 0.5098 1.4968
Aft Cargo Non Routine Cards 24.9105 0.38 22.0541 27.9934 22.0541 27.9934
Aft Cargo Routine Cards 20.1930 0.48 16.0195 23.9708 16.0195 23.9708
Air-condition Access Panels Open 10.0830 0.12 9.0017 10.9647 9.0017 10.9647
Up
Air-condition Area Access Panels 14.9248 0.32 12.0034 17.9040 12.0034 17.9040
Close Up
Air-condition Area Corrosion 9.8495 0.24 8.0160 11.9324 8.0160 11.9324
Inhibiter Application
Air-condition Area Non Routine 67.2414 0.86 60.0120 74.4398 60.0120 74.4398
Cards
APU and Area Non Routine 17.0633 0.34 14.0189 19.9128 14.0189 19.9128
Cards
APU Close Up and Rectifications 19.5345 0.45 16.1040 23.8385 16.1040 23.8385

APU Operational Checks 18.5249 0.18 17.0241 19.9917 17.0241 19.9917

APU Team House Keeping 14.0371 0.23 12.0027 15.9675 12.0027 15.9675
APU Test 5.7937 0.59 0.00 7.9934 0.00 7.9934
Area 10 CIC 3.5203 0.06 3.0049 3.9971 3.0049 3.9971
Area 10 Leak Checks 13.2265 0.36 10.2753 15.9564 10.2753 15.9564
Area 10 Lubrication 10.0706 0.22 8.0133 11.9572 8.0133 11.9572
Area 10 Non Routine Cards 26.4751 0.16 25.0130 27.9873 25.0130 27.9873
Area 10 OK to Close 2.4930 0.06 2.0366 2.9885 2.0366 2.9885

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

VA Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Area 10 Operational Checks 24.8535 0.36 22.0526 27.9067 22.0526 27.9067
Area 10 Panels In Place 1.9844 0.06 1.5199 2.4820 1.5199 2.4820
Area 10 Panels Security V and H 14.0564 0.25 12.0924 15.9784 12.0924 15.9784
Stabilizers
Area 10 Routine Cards 29.1333 0.11 28.0504 29.9994 28.0504 29.9994
Area 10 Stabilizer Jack Screw 2.4631 0.05 2.0125 2.9811 2.0125 2.9811
Motors Servicing
Area 5 Cabin Non Routine Cards 106.10 1.14 97.1253 114.91 97.1253 114.91
and Operational Checks
Area 6 Cockpit Operational 15.9425 0.22 14.0307 17.9267 14.0307 17.9267
Checks Avionics
Area 9 Non Routine Cards 59.3849 0.29 57.0458 61.9896 57.0458 61.9896
Area 9 Routine Cards 24.2691 0.49 20.0198 27.9604 20.0198 27.9604
Body and WIng Landing Gears 7.0526 0.11 6.0342 7.9840 6.0342 7.9840
and Doors Lubrication
Breake Assembly Change 3.4721 0.06 3.0003 3.9874 3.0003 3.9874
Bulk and OFV Areas Non Routine 37.4235 0.29 35.0163 39.9990 35.0163 39.9990
Cards
Bulk and OFV Areas Routine 14.8250 0.33 12.0302 17.9749 12.0302 17.9749
Cards
Bulk and OFV CIC and Blankets 31.0951 0.12 30.0417 31.9878 30.0417 31.9878
Installation
Bulk and OFV Open Up and 24.8127 0.36 22.0175 27.9879 22.0175 27.9879
Blankets Removal
Cabin Carpet Replacement and 132.60 0.29 130.01 134.91 130.01 134.91
Close Up 1
Cabin Carpet Replacement and 132.80 0.27 130.03 134.97 130.03 134.97
Close Up 2
Cabin Carpet Replacement and 132.21 0.30 130.04 134.83 130.04 134.83
Close Up 3
Cabin Filters Replacement and 13.0193 0.11 12.0299 13.9984 12.0299 13.9984
Routine Cards
Cabin Filters Replacement and 13.0876 0.12 12.0109 13.9993 12.0109 13.9993
Routine Cards 2
Cabin Filters Replacement and 12.9654 0.12 12.0301 13.9849 12.0301 13.9849
Routine Cards 3
Cabin Lubrication and CIC 1 22.1423 0.23 20.0169 23.9939 20.0169 23.9939
Cabin Lubrication and CIC 3 21.9115 0.24 20.0087 23.9635 20.0087 23.9635
Canted Pressure Deck Area 104.79 0.59 100.03 109.97 100.03 109.97
Captain and First Officer Seats 16.9072 0.12 16.0225 17.9905 16.0225 17.9905
Installation
Captain and First Officer Seats 4.0150 0.12 3.0066 4.9715 3.0066 4.9715
Removal
Cargo Door Rigging 6.9624 0.11 6.0080 7.9642 6.0080 7.9642
CIC Under Body Fairing Structure 1.0110 0.05 0.5053 1.4939 0.5053 1.4939
CIC
Cockpit Carpet Replacement 32.5000 0.28 30.0556 34.9199 30.0556 34.9199

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

VA Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Cockpit Close Up and Final 32.3393 0.29 30.0324 34.9947 30.0324 34.9947
Inspection
Cockpit Open Up and 20.6490 0.33 18.0062 23.9866 18.0062 23.9866
Disconnection
Cockpit Routine and Non Routine 45.1459 0.62 40.0408 49.7462 40.0408 49.7462
Cards
Corrosion Inhibiter and Prep 5.9861 0.11 4.4340 7.2141 4.0105 7.9971
Close Up
Corrosion Inhibiter Applications 2.2658 0.03 2.0084 2.4964 2.0084 2.4964
Crew Rest Area 105.12 0.59 100.13 109.84 100.13 109.84
Door Open Up 1.0000 0.00 1.0000 1.0000 1.0000 1.0000
Ducts Reinstallation 13.1131 0.12 12.0082 13.9902 12.0082 13.9902
Ducts Removal 7.2926 0.28 5.0068 9.7794 5.0068 9.7794
E and E Blankets Installation 9.9495 0.22 8.0935 11.9663 8.0935 11.9663
E and E Floor Panels Close Up 4.5214 0.06 4.0028 4.9846 4.0028 4.9846
E and E Blanket Removal Floor 2.4557 0.06 2.0032 2.9983 2.0032 2.9983
Panels Open Up
Electronic Equip and Station 111 1.4724 0.06 1.0038 1.9977 1.0038 1.9977
CIC
Engine Baroscopic 3.9586 0.06 3.4128 4.6717 3.0068 4.9937
Engine Baroscopic Close Up and 4.0092 0.06 3.3880 4.7827 3.0002 4.9993
Rectification
Engine Close Up 24.1189 0.22 22.1658 26.7426 20.0158 27.9775
Engine Health and Functions 32.5365 0.29 30.1728 34.9707 30.1728 34.9707
Engine Oil Change and Routine 2.0254 0.03 1.6371 2.3670 1.5008 2.4990
Engine Open Up 12.0143 0.13 10.4226 13.5610 10.0033 13.9973
EO 5312654 station 2598 Bolts 32.5655 0.30 30.0094 34.9812 30.0094 34.9812
Removal for NDT
EO 531355 14.9641 0.33 12.0257 17.9694 12.0257 17.9694
EO 531433 12.5188 0.30 10.0660 14.9841 10.0660 14.9841
EO 541119 18.0472 0.25 16.0569 19.9960 16.0569 19.9960
EO 541180 37.3331 0.32 35.0046 39.9867 35.0046 39.9867
EO 571334 24.9425 0.11 24.0175 25.9794 24.0175 25.9794
EO 731258 30.2663 0.61 25.0050 34.9731 25.0050 34.9731
EO 731292 32.5008 0.29 30.0266 34.9923 30.0266 34.9923
EO 781350 50.5683 0.57 45.1083 54.9257 45.1083 54.9257
Fan Blades and Shaft Lubrication 14.9897 0.06 14.3687 15.6524 14.0129 15.9945

FDB EO 38.4768 0.18 37.0052 39.9815 37.0052 39.9815

Filter and Oil and Lubrication Plus 35.6852 0.29 33.0217 37.9904 33.0217 37.9904
Routine Cards
Filter Replacement 6.5317 0.06 6.0320 6.9959 6.0320 6.9959
Filters Change and Oil Routine 14.9663 0.06 14.3194 15.7366 14.0043 15.9907
Fire Bottle Extinguishers 3.4462 0.06 3.0056 3.9894 3.0056 3.9894
Replacement

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

VA Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Forward Cargo Access Panels 9.7567 0.23 8.0496 11.9798 8.0496 11.9798
Open Up
FWD Body Fairing Open Up 26.1659 0.21 24.0346 27.9039 24.0346 27.9039
FWD Body Fairing Panels Close 30.0160 0.22 28.0679 31.9090 28.0679 31.9090
Up
FWD Cargo Access Panels Close 26.9898 0.12 26.0213 27.9918 26.0213 27.9918
Up
FWD Cargo Blankets Installation 29.9668 0.24 28.0034 31.9896 28.0034 31.9896

FWD Cargo Blankets Removal 13.0786 0.11 12.0446 13.9987 12.0446 13.9987
FWD Cargo CIC 1.2603 0.03 1.0054 1.4896 1.0054 1.4896
FWD Cargo Non Routine Cards 30.0355 0.21 28.0650 31.9034 28.0650 31.9034
FWD Cargo Routine Cards 16.9148 0.12 16.0120 17.9382 16.0120 17.9382
Galley Lift Maintenance 104.80 0.55 100.04 109.99 100.04 109.99
Heat Exchanger Reinstallation 9.0323 0.12 8.0380 9.9980 8.0380 9.9980
Heat Exchanger Removal 14.8956 0.34 12.0358 17.9590 12.0358 17.9590
HVDR EO 52.6549 0.31 50.0138 54.9478 50.0138 54.9478
Integrated Drive Generator and 12.0412 0.13 10.7717 13.5128 10.0012 13.9990
Routine
Leak Check and Close Up 8.9464 0.12 8.0338 9.9864 8.0338 9.9864
Left Wing Access Panels Close 30.3129 0.23 28.1537 31.9873 28.1537 31.9873
Up
Left Wing Access Panels Open 25.0020 0.11 24.0470 25.9788 24.0470 25.9788
Up
Left Wing Area Rectification 11.9655 0.46 8.1187 15.9984 8.1187 15.9984
Left Wing corrosion Inhibiter 15.8079 0.35 13.1132 18.9420 13.1132 18.9420
Application
Left Wing Hydraulic Filters 2.5297 0.06 2.0063 2.9993 2.0063 2.9993
Left Wing Lubrication 17.9745 0.23 16.0403 19.9025 16.0403 19.9025
Left Wing Non Routine Cards 47.5311 0.29 45.1260 49.9946 45.1260 49.9946
Left Wing Routine Cards 14.5639 0.17 13.0507 15.9987 13.0507 15.9987
Lines Cleaning and Baroscopic 32.3745 0.28 30.0157 34.7949 30.0157 34.7949
Lubrication 2.4688 0.06 2.0058 2.9921 2.0058 2.9921
Non Routine Cards 42.4210 0.29 40.0511 44.9419 40.0511 44.9419
Non Routine Cards 2 47.5749 0.28 45.0282 49.9325 45.0282 49.9325
Non Routine Cards 3 42.2736 0.28 40.1121 44.9766 40.1121 44.9766
Non Routine Cards and 105.01 0.61 100.30 109.97 100.30 109.97
Operational Checks AF Avionics

Non Routine Cards Rectification 30.0615 0.14 28.3475 31.4589 28.0081 31.9899
Nose Landing Gear CIC 1.0217 0.06 0.5148 1.4971 0.5148 1.4971
Nose Landing Gear Lubrication 1.0229 0.05 0.5025 1.4930 0.5025 1.4930
Number 4 Flap Transmission EO 55.2355 0.61 50.0694 59.9226 50.0694 59.9226

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

VA Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Number 5 Flap Transmission EO 34.1150 0.25 32.0485 35.9532 32.0485 35.9532

Operational and Functional 30.0395 0.12 28.2595 31.0777 28.0071 31.9959

Checks
Operational Checks A 52.4865 0.29 50.0540 54.9714 50.0540 54.9714
Operational Checks A 2 52.4542 0.30 50.0075 54.9890 50.0075 54.9890
Operational Checks A 3 52.7204 0.29 50.0698 54.9573 50.0698 54.9573
Operational Checks B 22.0386 0.26 20.0065 23.9714 20.0065 23.9714
Operational Checks B 2 22.0055 0.25 20.0213 23.9763 20.0213 23.9763
Operational Checks B 3 21.8384 0.23 20.0226 23.9153 20.0226 23.9153
Operational Checks C 21.9660 0.24 20.0415 23.9981 20.0415 23.9981
Operational Checks C 2 22.1038 0.22 20.0537 23.9989 20.0537 23.9989
Operational Checks C 3 21.9407 0.26 20.0184 23.9690 20.0184 23.9690
Oxygen Cylinders Replacement 1.7431 0.03 1.5006 1.9944 1.5006 1.9944
RH Hydraulic Filters 2.5272 0.06 2.0051 2.9973 2.0051 2.9973
Right Wing Access Panels Close 30.1632 0.23 28.0283 31.9670 28.0283 31.9670
Up
Right Wing Access Panels Open 25.0354 0.11 24.0123 25.9640 24.0123 25.9640
Up
Right Wing corrosion Inhibiter 13.8696 0.22 12.0898 15.9385 12.0898 15.9385
Application
Right Wing Lubrication 18.0067 0.22 16.0546 19.9782 16.0546 19.9782
Right Wing Non Routine Cards 47.4597 0.30 45.0146 49.9486 45.0146 49.9486
Right Wing Rectification 11.8028 0.43 8.0737 15.5830 8.0737 15.5830
Right Wing Routine Cards 14.4578 0.17 13.0019 15.9503 13.0019 15.9503
Stabilizer Bolts EO 14.0399 0.24 12.0147 15.9939 12.0147 15.9939
Station 111 Blankets Installation 6.4681 0.17 5.0139 7.9865 5.0139 7.9865
Stow Thrust Reverse Plus 8.0105 0.06 7.4530 8.6979 7.0010 8.9968
Routine
Throttle Cable and Cargo Door 3.4410 0.06 3.0003 3.9956 3.0003 3.9956
Lubrication
Tire Change 12.9303 0.11 12.0045 13.9882 12.0045 13.9882
Vertical and Horizontal Stabilizers 26.1285 0.24 24.0847 27.9405 24.0847 27.9405
Panels Open Up
VIGV Rigging and Routine 7.9713 0.11 6.5274 9.3482 6.0017 9.9991
Waste Tanks Cleaning Prep 6.9497 0.12 6.0033 7.9969 6.0033 7.9969
Water Tanks Filters Replacement 0.7307 0.03 0.5083 0.9955 0.5083 0.9955

Window Water Service and 1.8046 0.15 0.5235 2.9797 0.5235 2.9797
Routine
Zone 1 Open Up 13.9606 0.24 12.0164 15.9786 12.0164 15.9786
Zone 2 Open Up 13.9954 0.23 12.0758 15.9276 12.0758 15.9276
Zone 3 Open Up 14.0290 0.23 12.0437 15.8912 12.0437 15.8912

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Wait Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
1 2 3 and 4 Fixed Fairings 22.2200 1.43 17.7500 34.7500 17.7500 34.7500
Installation
1 2 3 and 4 Fixed Fairings 17.3250 0.05 16.7500 18.0000 16.7500 18.0000
Removal
1 and 2 Turbines Installation 21.8950 1.39 17.7500 34.7500 17.7500 34.7500
1 and 2 Turbines Removal 17.0825 0.05 16.7500 17.5000 16.7500 17.5000
3 and 4 Turbines Installation 25.9725 1.59 18.2500 36.0000 18.2500 36.0000
3 and 4 Turbines Removal 8.6800 1.65 0.7500 17.7500 0.7500 17.7500
4 Engines Simulation 31.3300 1.86 18.2500 51.2500 18.2500 51.2500
5 6 7 and 8 Fixed Fairings 24.7325 1.53 18.2500 36.0000 18.2500 36.0000
Installation
5 6 7 and 8 Fixed Fairings 17.8175 0.34 17.0000 34.5000 17.0000 34.5000
Removal
AC EO 131.77 2.34 114.50 149.75 114.50 149.75
AF Fuel EO Operational Checks 70.5825 1.21 55.7500 89.7500 55.7500 89.7500
Avionics
Aft Cargo Access Panels Open 34.9625 0.02 34.7500 35.0000 34.7500 35.0000
Up
Aft Cargo Area Final Inspection 5.7400 1.54 0.00 16.7500 0.00 16.7500
Aft Cargo Blankets Installation 73.6875 1.66 62.7500 82.2500 62.7500 82.2500
and Close Up
Aft Cargo Blankets Removal 44.1050 1.69 35.2500 52.5000 35.2500 52.5000
Aft Cargo Corrosion Inhibiter 8.8700 1.58 0.5000 17.7500 0.5000 17.7500
Application
Aft Cargo Door Lubrication 2.9250 1.19 0.00 16.7500 0.00 16.7500
Aft Cargo Non Routine Cards 78.7950 1.79 56.2500 91.2500 56.2500 91.2500
Aft Cargo Pre Inspection 7.4984 1.63 0.00 20.0839 0.00 20.0839
Aft Cargo Routine Cards 64.2400 1.88 38.0000 89.2500 38.0000 89.2500
Air-condition Access Panels Open 18.2975 0.05 17.7500 18.5000 17.7500 18.5000
Up
Air-condition and Wheel Well 2.2025 1.08 0.00 16.7500 0.00 16.7500
Inspection
Air-condition Area Access Panels 42.0425 1.76 19.0000 53.2500 19.0000 53.2500
Close Up
Air-condition Area Corrosion 23.6600 1.71 9.5000 35.0000 9.5000 35.0000
Inhibiter Application
Air-condition Area Final 5.4750 1.51 0.00 17.0000 0.00 17.0000
Inspection
Air-condition Area Non Routine 174.08 2.05 150.50 201.50 150.50 201.50
Cards
APU and Area Non Routine 48.1400 1.62 35.5000 70.0000 35.5000 70.0000
Cards
APU Baroscopic 68.8975 2.34 53.0000 88.5000 53.0000 88.5000
APU Close Up and Rectifications 62.1975 1.85 38.0000 74.0000 38.0000 74.0000

APU Inspection 1.0000 0.00 1.0000 1.0000 1.0000 1.0000

APU Operational Checks 49.8850 1.35 30.0000 63.7500 30.0000 63.7500

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Wait Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
APU Team House Keeping 43.2350 1.57 36.5000 54.7500 36.5000 54.7500
APU Test 14.2000 1.43 0.00 17.7500 0.00 17.7500
Area 10 CIC 9.7975 1.61 0.2500 17.2500 0.2500 17.2500
Area 10 Final Inspection 4.8850 1.47 0.00 16.7500 0.00 16.7500
Area 10 Inspection 1 5.2500 1.50 0.00 16.7500 0.00 16.7500
Area 10 Leak Checks 34.8725 1.38 18.2500 51.7500 18.2500 51.7500
Area 10 Lubrication 22.2625 1.25 10.0000 35.0000 10.0000 35.0000
Area 10 Non Routine Cards 79.8050 1.13 73.5000 91.2500 73.5000 91.2500
Area 10 OK to Close 6.6050 1.58 0.00 16.7500 0.00 16.7500
Area 10 Operational Checks 67.5100 1.58 52.5000 86.7500 52.5000 86.7500
Area 10 Panels In Place 5.6275 1.52 0.00 16.7500 0.00 16.7500
Area 10 Panels Security V and H 37.5000 1.47 18.2500 51.7500 18.2500 51.7500
Stabilizers
Area 10 Pre Inspection 14.1775 1.33 0.5000 18.2500 0.5000 18.2500
Area 10 Routine Cards 92.5125 1.07 75.0000 108.00 75.0000 108.00
Area 10 Stabilizer Jack Screw 6.4775 1.57 0.00 16.7500 0.00 16.7500
Motors Servicing
Area 5 Cabin Non Routine Cards 313.62 3.16 281.75 349.75 281.75 349.75
and Operational Checks
Area 6 Cockpit Operational 48.6325 1.22 45.2500 63.0000 45.2500 63.0000
Checks Avionics
Area 7 8 9 10 Avionics Final 95.3875 1.47 75.0000 108.50 75.0000 108.50
Area 7 Pre Inspection 11.7142 1.60 0.7500 20.1565 0.7500 20.1565
Area 8 Pre Inspection 5.7800 1.56 0.00 17.0000 0.00 17.0000
Area 9 Final Inspection 10.4333 1.56 0.2500 17.5346 0.2500 17.5346
Area 9 Inspection 1 6.6850 1.60 0.00 16.7500 0.00 16.7500
Area 9 Non Routine Cards 166.11 1.53 153.25 187.00 153.25 187.00
Area 9 Routine Cards 77.7675 2.02 55.2500 91.2500 55.2500 91.2500
Body and Wing Landing Gears 19.7100 1.04 17.5000 34.5000 17.5000 34.5000
and Doors Lubrication
Break Assembly Change 10.2925 1.60 0.2500 17.7500 0.2500 17.7500
Bulk and OFV Areas Non Routine 108.75 1.66 100.50 119.75 100.50 119.75
Cards
Bulk and OFV Areas Pre 7.0451 1.59 0.00 18.2423 0.00 18.2423
Inspection
Bulk and OFV Areas Routine 42.9725 1.65 35.0000 53.2500 35.0000 53.2500
Cards
Bulk and OFV CIC and Blankets 98.2650 1.55 91.2500 109.00 91.2500 109.00
Installation
Bulk and OFV Final Inspection 5.7850 1.48 0.00 17.2500 0.00 17.2500
Bulk and OFV Open Up and 77.7475 1.69 70.2500 88.0000 70.2500 88.0000
Blankets Removal
Cabin Carpet Replacement and 357.96 1.64 350.00 367.50 350.00 367.50
Close Up 1
Cabin Carpet Replacement and 357.31 1.62 350.00 367.50 350.00 367.50
Close Up 2
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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Wait Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Cabin Carpet Replacement and 358.75 1.45 350.00 367.50 350.00 367.50
Close Up 3
Cabin Filters Replacement and 34.7150 0.80 18.5000 51.5000 18.5000 51.5000
Routine Cards
Cabin Filters Replacement and 36.4750 1.14 19.0000 51.5000 19.0000 51.5000
Routine Cards 2
Cabin Filters Replacement and 34.6350 0.84 18.0000 52.0000 18.0000 52.0000
Routine Cards 3
Cabin Lubrication and CIC 1 59.0100 1.57 52.5000 70.0000 52.5000 70.0000
Cabin Lubrication and CIC 2 74.8450 1.61 53.5000 87.0000 53.5000 87.0000
Cabin Lubrication and CIC 3 58.9600 1.64 52.5000 70.0000 52.5000 70.0000
Canted Pressure Deck Area 281.94 2.24 263.00 297.50 263.00 297.50
Captain and First Officer Seats 46.1600 1.59 35.2500 52.5000 35.2500 52.5000
Installation
Captain and First Officer Seats 10.2525 1.64 0.2500 17.5000 0.2500 17.5000
Removal
Cargo Door Rigging 19.5625 1.17 1.2500 34.2500 1.2500 34.2500
CIC under Body Fairing Structure 2.0000 1.03 0.00 16.7500 0.00 16.7500
CIC
Cockpit AV Connection 91.0450 1.50 70.7500 104.50 70.7500 104.50
Cockpit Carpet Replacement 87.6825 1.22 70.7500 104.25 70.7500 104.25
Cockpit Close Up and Final 86.4900 1.57 70.7500 104.25 70.7500 104.25
Inspection
Cockpit Open Up and 47.4100 1.58 35.7500 53.2500 35.7500 53.2500
Disconnection
Cockpit Pre Inspection 19.6050 1.09 17.5000 34.2500 17.5000 34.2500
Cockpit Routine and Non Routine 122.74 2.05 105.00 139.75 105.00 139.75
Cards
Corrosion Inhibiter and Prep 16.3650 0.67 5.0000 22.0000 0.7500 34.5000
Close Up
Corrosion Inhibiter Applications 8.4175 1.59 0.5000 16.7500 0.5000 16.7500
Crew Rest Area 284.94 2.14 263.00 297.50 263.00 297.50
Door Open Up 16.2500 0.00 16.2500 16.2500 16.2500 16.2500
Ducts Reinstallation 36.2475 0.97 18.5000 51.7500 18.5000 51.7500
Ducts Removal 19.4150 1.06 16.7500 34.5000 16.7500 34.5000
E and E Blankets Installation 28.2375 1.59 17.5000 35.0000 17.5000 35.0000
E and E Floor Panels Close Up 12.5550 1.47 0.7500 17.5000 0.7500 17.5000
E and E Blanket Removal Floor 8.7500 0.00 8.7500 8.7500 8.7500 8.7500
Panels Open Up
EE and NLG and Station 111 Pre 14.8592 1.53 1.5000 34.5000 1.5000 34.5000
Inspection
Electronic Equip and Station 111 3.3825 1.29 0.00 16.7500 0.00 16.7500
CIC
Engine Baroscopic 11.1356 0.83 4.9375 17.6250 0.5000 18.2500
Engine Baroscopic Close Up and 11.5869 0.83 1.0625 17.8750 0.5000 18.2500
Rectification
Engine Close Up 65.1600 0.85 57.5000 76.7500 45.2500 87.7500

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Wait Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Engine Health and Functions 87.3375 1.52 70.7500 104.25 70.7500 104.25
Engine Oil Change and Routine 5.0000 0.72 0.3750 12.7500 0.00 17.2500
Engine Open Up 31.1194 0.81 23.1875 40.1250 18.2500 45.2500
Engineering Orders 5 EOs 280.01 2.07 256.25 291.75 256.25 291.75
EO 5312654 station 2598 Bolts 83.6850 1.25 70.7500 96.2500 70.7500 96.2500
Removal for NDT
EO 531355 43.6525 1.20 28.5000 54.7500 28.5000 54.7500
EO 531433 34.1200 1.45 18.2500 51.7500 18.2500 51.7500
EO 541119 52.1075 1.49 36.5000 70.0000 36.5000 70.0000
EO 541180 101.79 1.42 89.7500 116.00 89.7500 116.00
EO 571334 68.5500 1.40 63.7500 81.7500 63.7500 81.7500
EO 722047 74.8150 1.80 55.5000 92.0000 55.5000 92.0000
EO 731258 95.5925 2.37 73.5000 110.50 73.5000 110.50
EO 731292 99.04 1.55 83.5000 109.50 83.5000 109.50
EO 781350 150.86 1.75 140.25 159.00 140.25 159.00
EOs and Aft Cargo Inspection 4.2900 1.38 0.00 16.7500 0.00 16.7500
Fan Blades and Shaft Lubrication 43.4756 0.79 36.6250 52.8750 35.0000 54.7500

FDB EO 106.73 0.97 89.7500 122.75 89.7500 122.75

Filter and Oil and Lubrication Plus 106.03 0.09 105.50 106.50 105.50 106.50
Routine Cards
Filter Replacement 17.5000 0.48 0.7500 34.2500 0.7500 34.2500
Filters Change and Oil Routine 44.2694 0.89 36.2500 53.0000 35.0000 54.7500
Final Area 5 Cabin Avionics 87.4525 1.25 70.7500 104.25 70.7500 104.25
Final Inspection 12.4231 0.72 0.8750 17.4375 0.2500 17.7500
Fire Bottle Extinguishers 8.2950 1.62 0.5000 17.2500 0.5000 17.2500
Replacement
Forward Cargo Access Panels 29.0650 0.94 27.0000 44.7500 27.0000 44.7500
Open Up
FWD Body Fairing Open Up 81.9825 1.67 74.0000 91.2500 74.0000 91.2500
FWD Body Fairing Panels Close 79.8700 1.63 70.0000 87.5000 70.0000 87.5000
Up
FWD Cargo Access Panels Close 70.5475 1.46 62.7500 79.7500 62.7500 79.7500
Up
FWD Cargo Blankets Installation 79.3475 1.56 70.0000 87.5000 70.0000 87.5000

FWD Cargo Blankets Removal 42.8650 1.56 36.5000 53.2500 36.5000 53.2500
FWD Cargo CIC 3.6100 1.35 0.00 16.7500 0.00 16.7500
FWD Cargo Final Inspection 5.9850 1.54 0.00 17.0000 0.00 17.0000
FWD Cargo Inspection 1 3.9572 1.37 0.00 22.6114 0.00 22.6114
FWD Cargo Non Routine Cards 93.3900 1.19 75.0000 109.00 75.0000 109.00
FWD Cargo Pre Inspection 7.9175 1.61 0.00 17.2500 0.00 17.2500
FWD Cargo Routine Cards 53.6500 1.03 38.0000 71.0000 38.0000 71.0000
Galley Lift Maintenance 281.94 2.04 262.50 297.50 262.50 297.50

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Wait Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Heat Exchanger Reinstallation 26.6925 1.63 17.5000 35.0000 17.5000 35.0000
Heat Exchanger Removal 41.3275 1.75 18.7500 52.5000 18.7500 52.5000
HVDR EO 142.29 1.68 133.00 159.00 133.00 159.00
Inspection 2 12.5981 0.74 1.2500 17.6250 0.5000 18.2500
Inspection Paper Work 14.4800 1.40 1.0000 35.2500 1.0000 35.2500
Integrated Drive Generator and 35.9713 0.69 27.3125 44.0000 18.2500 53.2500
Routine
Leak Check and Close Up 28.5675 1.59 18.7500 36.5000 18.7500 36.5000
Left Wing Access Panels Close 78.2625 1.50 63.7500 98.5000 63.7500 98.5000
Up
Left Wing Access Panels Open 53.6150 0.04 53.5000 54.0000 53.5000 54.0000
Up
Left Wing Area Rectification 34.3975 1.93 17.7500 52.5000 17.7500 52.5000
Left Wing corrosion Inhibiter 44.2075 1.68 35.2500 54.0000 35.2500 54.0000
Application
Left Wing Final Inspection 18.4900 1.31 1.5000 35.2500 1.5000 35.2500
Left Wing Hydraulic Filters 5.9675 1.54 0.00 16.7500 0.00 16.7500
Left Wing Inspection 1 6.5175 1.57 0.00 16.5000 0.00 16.5000
Left Wing Inspection 2 3.8150 1.38 0.00 16.7500 0.00 16.7500
Left Wing Lubrication 48.9400 1.33 35.7500 52.5000 35.7500 52.5000
Left Wing Non Routine Cards 119.87 1.52 114.50 132.00 114.50 132.00
Left Wing Routine Cards 37.9825 1.21 35.0000 51.7500 35.0000 51.7500
Lines Cleaning and Baroscopic 90.1750 1.36 71.7500 105.25 71.7500 105.25
Lubrication 6.4850 1.60 0.00 17.0000 0.00 17.0000
Non Routine Cards 113.18 1.64 105.00 122.50 105.00 122.50
Non Routine Cards 2 128.79 1.57 122.50 139.50 122.50 139.50
Non Routine Cards 3 115.56 1.65 105.00 122.50 105.00 122.50
Non Routine Cards and 302.46 1.83 293.00 312.75 293.00 312.75
Operational Checks AF Avionics

Non Routine Cards Rectification 75.0756 0.75 65.0625 83.0625 62.0000 87.5000
Nose Landing Gear CIC 1.6675 0.94 0.00 16.7500 0.00 16.7500
Nose Landing Gear Lubrication 3.6075 1.35 0.00 16.7500 0.00 16.7500
Number 4 Flap Transmission EO 140.86 2.04 123.50 157.75 123.50 157.75

Number 5 Flap Transmission EO 94.0300 1.52 88.5000 106.25 88.5000 106.25

Operational and Functional 82.4481 0.77 71.1875 91.8750 70.0000 105.25

Checks
Operational Checks A 140.79 1.41 123.00 157.00 123.00 157.00
Operational Checks A 2 142.03 1.50 123.50 156.50 123.50 156.50
Operational Checks A 3 143.21 1.71 123.00 157.00 123.00 157.00
Operational Checks B 60.2350 1.64 52.5000 69.5000 52.5000 69.5000
Operational Checks B 2 58.9950 1.59 52.5000 70.0000 52.5000 70.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Wait Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Operational Checks B 3 58.3600 1.60 52.5000 70.0000 52.5000 70.0000
Operational Checks C 58.3900 1.54 52.5000 70.0000 52.5000 70.0000
Operational Checks C 2 59.1750 1.58 52.5000 69.5000 52.5000 69.5000
Operational Checks C 3 59.4350 1.67 52.5000 70.0000 52.5000 70.0000
Oxygen Cylinders Replacement 5.0150 1.49 0.00 16.7500 0.00 16.7500
Pre Inspection 8.5444 0.76 0.8750 17.0000 0.00 17.7500
Pre Inspection Phase 43.6244 1.28 24.1118 48.5859 24.1118 48.5859
Pre Inspection Phase 2 45.7278 1.73 36.5000 71.0000 36.5000 71.0000
Pre Inspection Phase 3 42.6602 1.72 19.2500 53.2500 19.2500 53.2500
RH Hydraulic Filters 11.0750 1.54 0.00 16.7500 0.00 16.7500
Right Wing Access Panels Close 80.1300 1.38 63.7500 98.2500 63.7500 98.2500
Up
Right Wing Access Panels Open 79.4775 1.67 70.5000 87.2500 70.5000 87.2500
Up
Right Wing corrosion Inhibiter 43.3325 1.58 36.5000 54.7500 36.5000 54.7500
Application
Right Wing Final Inspection 15.2300 1.21 0.7500 34.2500 0.7500 34.2500
Right Wing Inspection 1 6.5500 1.54 0.00 17.2500 0.00 17.2500
Right Wing Inspection 2 9.8200 1.58 0.5000 17.7500 0.5000 17.7500
Right Wing Lubrication 49.7025 1.31 36.2500 53.7500 36.2500 53.7500
Right Wing Non Routine Cards 137.55 1.67 119.75 154.00 119.75 154.00
Right Wing Rectification 37.0125 1.76 19.2500 54.0000 19.2500 54.0000
Right Wing Routine Cards 39.2300 1.31 35.5000 52.5000 35.5000 52.5000
Stabilizer Bolts EO 43.3725 1.60 36.5000 54.7500 36.5000 54.7500
Station 111 Blankets Installation 16.2000 1.40 0.7500 34.2500 0.7500 34.2500
Stow Thrust Reverse Plus 23.7656 0.77 18.1250 34.3750 17.5000 35.5000
Routine
Throttle Cable and Cargo Door 9.3000 1.62 0.5000 17.5000 0.5000 17.5000
Lubrication
Tire Change 36.4000 0.87 18.7500 52.2500 18.7500 52.2500
Vertical and Horizontal Stabilizers 82.1700 0.12 81.2500 82.7500 81.2500 82.7500
Panels Open Up
VIGV Rigging and Routine 21.3388 0.70 14.0625 30.5000 1.2500 36.0000
Waste Tanks Cleaning Prep 19.8575 1.08 17.7500 34.5000 17.7500 34.5000
Water Tanks Filters Replacement 1.9425 1.02 0.00 16.7500 0.00 16.7500

Window Water Service and 4.8975 1.50 0.00 17.0000 0.00 17.0000
Routine
Zonal Inspection 7.0619 1.69 0.00 21.6730 0.00 21.6730
Zone 1 Open Up 33.9400 1.98 23.5000 45.0000 23.5000 45.0000
Zone 2 Open Up 38.5050 1.48 26.5000 43.5000 26.5000 43.5000
Zone 3 Open Up 41.5850 1.67 33.5000 50.0000 33.5000 50.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Other Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Aft Cargo Area Final Inspection 1.9882 0.07 1.1111 2.7422 1.1111 2.7422
Aft Cargo Pre Inspection 1.9755 0.07 1.1280 2.8494 1.1280 2.8494
Air-condition and Wheel Well 1.0027 0.04 0.5380 1.4454 0.5380 1.4454
Inspection
Air-condition Area Final 2.0439 0.08 1.0520 2.8893 1.0520 2.8893
Inspection
APU Baroscopic 24.7392 0.62 20.1253 29.9510 20.1253 29.9510
APU Inspection 4.0411 0.09 3.0608 4.8919 3.0608 4.8919
Area 10 Final Inspection 1.9896 0.09 1.1683 2.9035 1.1683 2.9035
Area 10 Inspection 1 1.9848 0.08 1.1469 2.8331 1.1469 2.8331
Area 10 Pre Inspection 3.9611 0.17 2.2633 5.7287 2.2633 5.7287
Area 7 8 9 10 Avionics Final 29.9160 0.22 28.0381 31.9560 28.0381 31.9560
Area 7 Pre Inspection 3.9451 0.08 3.0837 4.9379 3.0837 4.9379
Area 8 Pre Inspection 2.0189 0.08 1.0718 2.9267 1.0718 2.9267
Area 9 Final Inspection 4.1093 0.17 2.2612 5.7257 2.2612 5.7257
Area 9 Inspection 1 1.9814 0.07 1.1122 2.8006 1.1122 2.8006
Bulk and OFV Areas Pre 1.9867 0.08 1.0676 2.9772 1.0676 2.9772
Inspection
Bulk and OFV Final Inspection 1.9863 0.09 1.0794 2.9010 1.0794 2.9010
Cabin Lubrication and CIC 2 27.5063 0.30 25.0299 29.9733 25.0299 29.9733
Cockpit AV Connection 34.0641 0.22 32.0453 35.9149 32.0453 35.9149
Cockpit Pre Inspection 7.5063 0.06 7.0172 7.9844 7.0172 7.9844
EE and NLG and Station 111 Pre 4.9431 0.18 3.2617 6.9410 3.2617 6.9410
Inspection
Engineering Orders 5 EOs 104.96 0.58 100.07 109.90 100.07 109.90
EO 722047 24.2328 0.53 20.1152 29.9757 20.1152 29.9757
EOs and Aft Cargo Inspection 0.9771 0.04 0.5508 1.4210 0.5508 1.4210
Final Area 5 Cabin Avionics 32.3249 0.28 30.0227 34.9671 30.0227 34.9671
Final Inspection 4.4919 0.09 3.2642 5.4755 3.0012 5.9871
FWD Cargo Final Inspection 1.9760 0.08 1.1704 2.8662 1.1704 2.8662
FWD Cargo Inspection 1 1.0016 0.04 0.5372 1.4530 0.5372 1.4530
FWD Cargo Pre Inspection 1.9348 0.08 1.0376 2.9362 1.0376 2.9362
Inspection 2 3.9964 0.04 3.4875 4.4403 3.0787 4.9482
Inspection Paper Work 5.0149 0.17 3.2314 6.7729 3.2314 6.7729
Left Wing Final Inspection 6.1392 0.16 4.1481 7.6631 4.1481 7.6631
Left Wing Inspection 1 2.0461 0.08 1.0757 2.8695 1.0757 2.8695
Left Wing Inspection 2 1.0182 0.04 0.5684 1.4348 0.5684 1.4348
Pre Inspection 3.0320 0.04 2.4728 3.5400 2.0245 3.8983
Pre Inspection Phase 15.1290 0.34 12.1422 17.9062 12.1422 17.9062
Pre Inspection Phase 2 14.8714 0.34 12.0237 17.9586 12.0237 17.9586
Pre Inspection Phase 3 15.1334 0.36 12.1076 17.9520 12.1076 17.9520
Right Wing Final Inspection 5.8821 0.18 4.2602 7.8192 4.2602 7.8192
Right Wing Inspection 1 1.9468 0.08 1.1382 2.9330 1.1382 2.9330

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Values Across All Replications

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Replications: 100 Time Units: Hours

Process

Time per Entity

Other Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Right Wing Inspection 2 2.9798 0.07 2.2441 3.7523 2.2441 3.7523
Zonal Inspection 2.0242 0.10 1.0861 2.9895 1.0861 2.9895

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Total Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
1 2 3 and 4 Fixed Fairings 30.1482 1.47 24.7806 43.6397 24.7806 43.6397
Installation
1 2 3 and 4 Fixed Fairings 23.2795 0.15 21.8188 24.9478 21.8188 24.9478
Removal
1 and 2 Turbines Installation 29.9264 1.42 24.7588 43.6793 24.7588 43.6793
1 and 2 Turbines Removal 21.3436 0.13 20.2525 22.4881 20.2525 22.4881
3 and 4 Turbines Installation 33.9900 1.62 25.2967 44.8791 25.2967 44.8791
3 and 4 Turbines Removal 12.9408 1.65 4.3028 22.7460 4.3028 22.7460
4 Engines Simulation 44.2846 2.12 28.2519 66.7736 28.2519 66.7736
5 6 7 and 8 Fixed Fairings 32.6909 1.57 25.3619 44.7783 25.3619 44.7783
Installation
5 6 7 and 8 Fixed Fairings 23.7009 0.39 22.0004 41.4700 22.0004 41.4700
Removal
AC EO 183.49 2.94 160.55 207.37 160.55 207.37
AF Fuel EO Operational Checks 92.7418 1.34 76.0935 113.39 76.0935 113.39
Avionics
Aft Cargo Access Panels Open 45.8770 0.13 44.7507 46.9765 44.7507 46.9765
Up
Aft Cargo Area Final Inspection 7.7282 1.55 1.1111 19.4922 1.1111 19.4922
Aft Cargo Blankets Installation 102.59 1.86 89.6677 113.29 89.6677 113.29
and Close Up
Aft Cargo Blankets Removal 58.1267 1.88 47.2707 68.3443 47.2707 68.3443
Aft Cargo Corrosion Inhibiter 11.3813 1.60 2.5421 20.7390 2.5421 20.7390
Application
Aft Cargo Door Lubrication 3.9040 1.20 0.5256 18.2240 0.5256 18.2240
Aft Cargo Non Routine Cards 103.71 2.06 78.3041 119.24 78.3041 119.24
Aft Cargo Pre Inspection 9.4740 1.64 1.4111 21.9855 1.4111 21.9855
Aft Cargo Routine Cards 84.4330 2.28 54.0400 113.06 54.0400 113.06
Air-condition Access Panels Open 28.3805 0.16 26.7517 29.4647 26.7517 29.4647
Up
Air-condition and Wheel Well 3.2052 1.09 0.5380 18.1307 0.5380 18.1307
Inspection
Air-condition Area Access Panels 56.9673 1.96 31.4468 71.0752 31.4468 71.0752
Close Up
Air-condition Area Corrosion 33.5095 1.82 17.5678 46.9324 17.5678 46.9324
Inhibiter Application
Air-condition Area Final 7.5189 1.53 1.1781 19.8893 1.1781 19.8893
Inspection
Air-condition Area Non Routine 241.32 2.77 212.00 275.94 212.00 275.94
Cards
APU and Area Non Routine 65.2033 1.81 50.0661 89.8011 50.0661 89.8011
Cards
APU Baroscopic 93.6367 2.88 73.1253 118.45 73.1253 118.45
APU Close Up and Rectifications 81.7320 2.22 54.3095 97.5298 54.3095 97.5298

APU Inspection 5.0411 0.09 4.0608 5.8919 4.0608 5.8919

APU Operational Checks 68.4099 1.44 47.5067 83.6266 47.5067 83.6266

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Total Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
APU Team House Keeping 57.2721 1.67 48.5027 70.2234 48.5027 70.2234
APU Test 19.9937 2.02 0.00 25.7434 0.00 25.7434
Area 10 CIC 13.3178 1.61 3.2549 21.2471 3.2549 21.2471
Area 10 Final Inspection 6.8746 1.47 1.2030 19.5590 1.2030 19.5590
Area 10 Inspection 1 7.2348 1.51 1.1933 19.4253 1.1933 19.4253
Area 10 Leak Checks 48.0990 1.60 28.5253 67.6454 28.5253 67.6454
Area 10 Lubrication 32.3331 1.38 18.0500 46.4572 18.0500 46.4572
Area 10 Non Routine Cards 106.28 1.17 98.5130 118.47 98.5130 118.47
Area 10 OK to Close 9.0980 1.58 2.0605 19.6869 2.0605 19.6869
Area 10 Operational Checks 92.3635 1.81 74.6148 114.61 74.6148 114.61
Area 10 Panels In Place 7.6119 1.52 1.5359 19.1956 1.5359 19.1956
Area 10 Panels Security V and H 51.5564 1.60 30.3627 67.6071 30.3627 67.6071
Stabilizers
Area 10 Pre Inspection 18.1386 1.41 2.7890 23.9787 2.7890 23.9787
Area 10 Routine Cards 121.65 1.12 103.09 137.99 103.09 137.99
Area 10 Stabilizer Jack Screw 8.9406 1.58 2.0374 19.7137 2.0374 19.7137
Motors Servicing
Area 5 Cabin Non Routine Cards 419.72 4.21 379.13 464.34 379.13 464.34
and Operational Checks
Area 6 Cockpit Operational 64.5750 1.38 59.2807 80.9267 59.2807 80.9267
Checks Avionics
Area 7 8 9 10 Avionics Final 125.30 1.59 103.11 140.20 103.11 140.20
Area 7 Pre Inspection 15.6594 1.64 3.8620 24.7657 3.8620 24.7657
Area 8 Pre Inspection 7.7989 1.58 1.3218 19.7902 1.3218 19.7902
Area 9 Final Inspection 14.5427 1.63 2.7785 23.1928 2.7785 23.1928
Area 9 Inspection 1 8.6664 1.61 1.1122 19.3769 1.1122 19.3769
Area 9 Non Routine Cards 225.50 1.69 210.55 248.71 210.55 248.71
Area 9 Routine Cards 102.04 2.40 75.3099 119.16 75.3099 119.16
Body and Wing Landing Gears 26.7626 1.07 23.5342 42.4390 23.5342 42.4390
and Doors Lubrication
Break Assembly Change 13.7646 1.61 3.4222 21.5996 3.4222 21.5996
Bulk and OFV Areas Non Routine 146.18 1.83 136.14 159.34 136.14 159.34
Cards
Bulk and OFV Areas Pre 9.0318 1.61 1.0676 20.9219 1.0676 20.9219
Inspection
Bulk and OFV Areas Routine 57.7975 1.86 47.2598 71.1133 47.2598 71.1133
Cards
Bulk and OFV CIC and Blankets 129.36 1.58 121.33 140.98 121.33 140.98
Installation
Bulk and OFV Final Inspection 7.7713 1.49 1.5017 19.8355 1.5017 19.8355
Bulk and OFV Open Up and 102.56 2.01 92.2675 115.99 92.2675 115.99
Blankets Removal
Cabin Carpet Replacement and 490.56 1.78 480.01 502.31 480.01 502.31
Close Up 1
Cabin Carpet Replacement and 490.11 1.77 480.03 502.41 480.03 502.41
Close Up 2
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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Total Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Cabin Carpet Replacement and 486.31 1.63 480.04 502.33 480.04 502.33
Close Up 3
Cabin Filters Replacement and 47.7343 0.85 30.6137 65.4383 30.6137 65.4383
Routine Cards
Cabin Filters Replacement and 49.5626 1.20 31.0982 65.4012 31.0982 65.4012
Routine Cards 2
Cabin Filters Replacement and 47.6004 0.88 30.0312 65.7670 30.0312 65.7670
Routine Cards 3
Cabin Lubrication and CIC 1 81.1523 1.67 72.5513 93.6569 72.5513 93.6569
Cabin Lubrication and CIC 2 102.35 1.79 78.5453 116.97 78.5453 116.97
Cabin Lubrication and CIC 3 80.8715 1.76 72.5087 93.7839 72.5087 93.7839
Canted Pressure Deck Area 386.73 2.73 363.03 407.26 363.03 407.26
Captain and First Officer Seats 63.0672 1.62 51.4287 70.3409 51.4287 70.3409
Installation
Captain and First Officer Seats 14.2675 1.69 3.2879 22.4578 3.2879 22.4578
Removal
Cargo Door Rigging 26.5249 1.23 7.2580 42.1433 7.2580 42.1433
CIC under Body Fairing Structure 3.0110 1.04 0.5636 18.1395 0.5636 18.1395
CIC
Cockpit AV Connection 125.11 1.61 102.83 140.41 102.83 140.41
Cockpit Carpet Replacement 120.18 1.36 100.88 138.32 100.88 138.32
Cockpit Close Up and Final 118.83 1.74 100.78 138.85 100.78 138.85
Inspection
Cockpit Open Up and 68.0590 1.85 53.7562 77.2366 53.7562 77.2366
Disconnection
Cockpit Pre Inspection 27.1113 1.09 24.5172 42.2014 24.5172 42.2014
Cockpit Routine and Non Routine 167.89 2.50 145.19 189.04 145.19 189.04
Cards
Corrosion Inhibiter and Prep 22.3511 0.72 9.4340 29.0513 4.7605 42.4400
Close Up
Corrosion Inhibiter Applications 10.6833 1.59 2.5231 19.2464 2.5231 19.2464
Crew Rest Area 390.06 2.61 363.13 407.34 363.13 407.34
Door Open Up 17.2500 0.00 17.2500 17.2500 17.2500 17.2500
Ducts Reinstallation 49.3606 1.01 30.5824 65.4703 30.5824 65.4703
Ducts Removal 26.7076 1.23 21.8891 44.2794 21.8891 44.2794
E and E Blankets Installation 38.1870 1.66 25.6513 46.9471 25.6513 46.9471
E and E Floor Panels Close Up 17.0764 1.48 4.7573 22.4517 4.7573 22.4517
E and E Blanket Removal Floor 11.2057 0.06 10.7532 11.7483 10.7532 11.7483
Panels Open Up
EE and NLG and Station 111 Pre 19.8023 1.62 5.0660 41.4357 5.0660 41.4357
Inspection
Electronic Equip and Station 111 4.8549 1.29 1.0038 18.6857 1.0038 18.6857
CIC
Engine Baroscopic 15.0942 0.84 8.5706 21.9567 3.5511 23.1488
Engine Baroscopic Close Up and 15.5961 0.84 4.4505 22.6577 3.6213 23.2482
Rectification
Engine Close Up 89.2789 1.00 79.7908 103.40 67.3445 115.53

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Total Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Engine Health and Functions 119.87 1.69 101.23 138.89 101.23 138.89
Engine Oil Change and Routine 7.0254 0.73 2.1143 14.9238 1.5033 19.7055
Engine Open Up 43.1337 0.92 33.6101 53.6860 28.2621 59.2204
Engineering Orders 5 EOs 384.97 2.57 356.32 401.40 356.32 401.40
EO 5312654 station 2598 Bolts 116.25 1.42 100.98 131.20 100.98 131.20
Removal for NDT
EO 531355 58.6166 1.39 40.5932 72.2997 40.5932 72.2997
EO 531433 46.6388 1.63 28.4323 66.5999 28.4323 66.5999
EO 541119 70.1547 1.62 52.5569 89.9960 52.5569 89.9960
EO 541180 139.12 1.61 124.75 155.99 124.75 155.99
EO 571334 93.4925 1.44 87.9923 107.72 87.9923 107.72
EO 722047 99.05 2.22 75.6717 121.98 75.6717 121.98
EO 731258 125.86 2.90 98.9779 145.17 98.9779 145.17
EO 731292 131.54 1.71 113.73 144.49 113.73 144.49
EO 781350 201.43 2.26 185.36 213.93 185.36 213.93
EOs and Aft Cargo Inspection 5.2671 1.39 0.5508 18.0598 0.5508 18.0598
Fan Blades and Shaft Lubrication 58.4653 0.81 51.1410 68.0055 49.0171 70.7018

FDB EO 145.20 1.05 127.04 162.33 127.04 162.33

Filter and Oil and Lubrication plus 141.72 0.38 138.52 144.49 138.52 144.49
Routine Cards
Filter Replacement 24.0317 0.49 6.8843 41.0427 6.8843 41.0427
Filters Change and Oil Routine 59.2357 0.91 50.7310 68.5312 49.0262 70.7407
Final Area 5 Cabin Avionics 119.78 1.41 100.96 138.59 100.96 138.59
Final Inspection 16.9150 0.76 4.7775 22.6519 3.3814 23.7371
Fire Bottle Extinguishers 11.7412 1.63 3.5463 21.2017 3.5463 21.2017
Replacement
Forward Cargo Access Panels 38.8217 1.10 35.0496 56.7298 35.0496 56.7298
Open Up
FWD Body Fairing Open Up 108.15 1.85 98.0346 119.15 98.0346 119.15
FWD Body Fairing Panels Close 109.89 1.72 98.1027 119.37 98.1027 119.37
Up
FWD Cargo Access Panels Close 97.5373 1.51 88.8198 107.74 88.8198 107.74
Up
FWD Cargo Blankets Installation 109.31 1.70 98.0034 119.46 98.0034 119.46

FWD Cargo Blankets Removal 55.9436 1.60 48.5446 67.2487 48.5446 67.2487
FWD Cargo CIC 4.8703 1.35 1.0054 18.1408 1.0054 18.1408
FWD Cargo Final Inspection 7.9610 1.57 1.1704 19.7133 1.1704 19.7133
FWD Cargo Inspection 1 4.9588 1.38 0.5372 23.5478 0.5372 23.5478
FWD Cargo Non Routine Cards 123.43 1.28 103.14 140.88 103.14 140.88
FWD Cargo Pre Inspection 9.8523 1.64 1.1642 20.1862 1.1642 20.1862
FWD Cargo Routine Cards 70.5648 1.08 54.0783 88.7848 54.0783 88.7848
Galley Lift Maintenance 386.74 2.49 362.54 407.49 362.54 407.49

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Total Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Heat Exchanger Reinstallation 35.7248 1.66 25.6089 44.8710 25.6089 44.8710
Heat Exchanger Removal 56.2231 1.98 31.3681 70.1115 31.3681 70.1115
HVDR EO 194.94 1.91 183.10 213.03 183.10 213.03
Inspection 2 16.5945 0.74 5.0729 22.0028 3.6166 22.8888
Inspection Paper Work 19.4949 1.49 4.2314 41.7147 4.2314 41.7147
Integrated Drive Generator and 48.0124 0.78 38.0913 57.5020 28.2827 67.1763
Routine
Leak Check and Close Up 37.5139 1.62 26.9368 46.4604 26.9368 46.4604
Left Wing Access Panels Close 108.58 1.64 92.0757 130.08 92.0757 130.08
Up
Left Wing Access Panels Open 78.6170 0.14 77.5470 79.9788 77.5470 79.9788
Up
Left Wing Area Rectification 46.3630 2.26 25.8687 68.2221 25.8687 68.2221
Left Wing corrosion Inhibiter 60.0154 1.91 48.6132 72.9117 48.6132 72.9117
Application
Left Wing Final Inspection 24.6292 1.39 5.9786 42.8932 5.9786 42.8932
Left Wing Hydraulic Filters 8.4972 1.55 2.0063 19.7493 2.0063 19.7493
Left Wing Inspection 1 8.5636 1.59 1.0757 19.3695 1.0757 19.3695
Left Wing Inspection 2 4.8332 1.38 0.5729 18.1848 0.5729 18.1848
Left Wing Lubrication 66.9145 1.48 51.7903 72.4025 51.7903 72.4025
Left Wing Non Routine Cards 167.40 1.69 159.63 181.82 159.63 181.82
Left Wing Routine Cards 52.5464 1.25 48.0507 67.7487 48.0507 67.7487
Lines Cleaning and Baroscopic 122.55 1.51 101.86 139.76 101.86 139.76
Lubrication 8.9538 1.61 2.0678 19.9258 2.0678 19.9258
Non Routine Cards 155.60 1.79 145.37 167.35 145.37 167.35
Non Routine Cards 2 176.36 1.72 167.53 189.42 167.53 189.42
Non Routine Cards 3 157.83 1.79 145.11 167.48 145.11 167.48
Non Routine Cards and 407.47 2.40 393.30 422.72 393.30 422.72
Operational Checks AF Avionics

Non Routine Cards Rectification 105.14 0.81 94.5674 113.80 90.0337 119.37
Nose Landing Gear CIC 2.6892 0.95 0.5148 18.2143 0.5148 18.2143
Nose Landing Gear Lubrication 4.6304 1.36 0.5025 18.2186 0.5025 18.2186
Number 4 Flap Transmission EO 196.10 2.59 173.57 217.67 173.57 217.67

Number 5 Flap Transmission EO 128.14 1.65 120.55 142.14 120.55 142.14

Operational and Functional 112.49 0.83 100.71 122.76 98.3092 137.11

Checks
Operational Checks A 193.27 1.58 173.05 211.97 173.05 211.97
Operational Checks A 2 194.48 1.68 174.15 211.46 174.15 211.46
Operational Checks A 3 195.93 1.89 173.25 211.93 173.25 211.93
Operational Checks B 82.2736 1.77 72.5065 93.4714 72.5065 93.4714
Operational Checks B 2 81.0005 1.74 72.5295 93.8157 72.5295 93.8157

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Time per Entity

Total Time Per Entity Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Operational Checks B 3 80.1984 1.69 72.5897 93.9153 72.5897 93.9153
Operational Checks C 80.3560 1.64 72.5659 93.8256 72.5659 93.8256
Operational Checks C 2 81.2788 1.68 72.5537 93.4235 72.5537 93.4235
Operational Checks C 3 81.3757 1.82 72.5184 93.9690 72.5184 93.9690
Oxygen Cylinders Replacement 6.7581 1.49 1.5006 18.7123 1.5006 18.7123
Pre Inspection 11.5764 0.76 3.5325 20.0881 2.4626 21.5793
Pre Inspection Phase 58.7534 1.50 36.8323 66.2298 36.8323 66.2298
Pre Inspection Phase 2 60.5993 1.90 48.5405 88.5690 48.5405 88.5690
Pre Inspection Phase 3 57.7936 1.92 31.3770 71.1893 31.3770 71.1893
RH Hydraulic Filters 13.6022 1.53 2.0390 19.7438 2.0390 19.7438
Right Wing Access Panels Close 110.29 1.49 91.9711 130.14 91.9711 130.14
Up
Right Wing Access Panels Open 104.51 1.76 94.5123 113.21 94.5123 113.21
Up
Right Wing corrosion Inhibiter 57.2021 1.69 48.5898 70.2874 48.5898 70.2874
Application
Right Wing Final Inspection 21.1121 1.31 5.1895 41.7759 5.1895 41.7759
Right Wing Inspection 1 8.4968 1.54 1.5626 19.9165 1.5626 19.9165
Right Wing Inspection 2 12.7998 1.59 2.7505 21.4984 2.7505 21.4984
Right Wing Lubrication 67.7092 1.43 52.3046 73.7282 52.3046 73.7282
Right Wing Non Routine Cards 185.01 1.87 164.81 203.90 164.81 203.90
Right Wing Rectification 48.8153 2.07 27.4977 69.3409 27.4977 69.3409
Right Wing Routine Cards 53.6878 1.34 48.5019 68.0163 48.5019 68.0163
Stabilizer Bolts EO 57.4124 1.74 48.5569 70.7156 48.5569 70.7156
Station 111 Blankets Installation 22.6681 1.50 5.7682 42.2172 5.7682 42.2172
Stow Thrust Reverse Plus 31.7762 0.78 25.7052 42.6469 24.5010 44.4576
Routine
Throttle Cable and Cargo Door 12.7410 1.62 3.5357 21.4098 3.5357 21.4098
Lubrication
Tire Change 49.3303 0.90 30.8062 65.8236 30.8062 65.8236
Vertical and Horizontal Stabilizers 108.30 0.35 105.33 110.69 105.33 110.69
Panels Open Up
VIGV Rigging and Routine 29.3101 0.74 21.9838 39.1526 7.3521 45.2226
Waste Tanks Cleaning Prep 26.8072 1.13 23.7533 42.4969 23.7533 42.4969
Water Tanks Filters Replacement 2.6732 1.03 0.5083 17.7260 0.5083 17.7260

Window Water Service and 6.7021 1.52 0.5235 19.9106 0.5235 19.9106
Routine
Zonal Inspection 9.0861 1.70 1.1264 24.0388 1.1264 24.0388
Zone 1 Open Up 47.9006 2.20 35.5164 60.9786 35.5164 60.9786
Zone 2 Open Up 52.5004 1.68 38.5758 59.4276 38.5758 59.4276
Zone 3 Open Up 55.6140 1.87 45.5437 65.8912 45.5437 65.8912
Accumulated Time

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum VA Time Minimum Maximum

Average Half Width Average Average
1 2 3 and 4 Fixed Fairings 7.9282 0.12 7.0065 8.9828
Installation
1 2 3 and 4 Fixed Fairings 5.9545 0.11 5.0042 6.9579
Removal
1 and 2 Turbines Installation 8.0314 0.12 7.0088 8.9873
1 and 2 Turbines Removal 4.2611 0.09 3.5025 4.9881
3 and 4 Turbines Installation 8.0175 0.12 7.0310 8.9927
3 and 4 Turbines Removal 4.2608 0.09 3.5242 4.9960
4 Engines Simulation 12.9546 0.35 10.0019 15.9786
5 6 7 and 8 Fixed Fairings 7.9584 0.11 7.0103 8.9849
Installation
5 6 7 and 8 Fixed Fairings 5.8834 0.12 5.0004 6.9982
Removal
AC EO 51.7206 0.73 46.0341 57.6511
AF Fuel EO Operational Checks 22.1593 0.23 20.1124 23.9982
Avionics
Aft Cargo Access Panels Open 10.9145 0.12 10.0007 11.9765
Up
Aft Cargo Blankets Installation 28.8983 0.34 26.1175 31.8704
and Close Up
Aft Cargo Blankets Removal 14.0217 0.24 12.0207 15.9974
Aft Cargo Corrosion Inhibiter 2.5113 0.06 2.0421 2.9963
Application
Aft Cargo Door Lubrication 0.9790 0.06 0.5098 1.4968
Aft Cargo Non Routine Cards 24.9105 0.38 22.0541 27.9934
Aft Cargo Routine Cards 20.1930 0.48 16.0195 23.9708
Air-condition Access Panels Open 10.0830 0.12 9.0017 10.9647
Up
Air-condition Area Access Panels 14.9248 0.32 12.0034 17.9040
Close Up
Air-condition Area Corrosion 9.8495 0.24 8.0160 11.9324
Inhibiter Application
Air-condition Area Non Routine 67.2414 0.86 60.0120 74.4398
Cards
APU and Area Non Routine 17.0633 0.34 14.0189 19.9128
Cards
APU Close Up and Rectifications 19.5345 0.45 16.1040 23.8385

APU Operational Checks 18.5249 0.18 17.0241 19.9917

APU Team House Keeping 14.0371 0.23 12.0027 15.9675
APU Test 5.7937 0.59 0.00 7.9934
Area 10 CIC 3.5203 0.06 3.0049 3.9971
Area 10 Leak Checks 13.2265 0.36 10.2753 15.9564
Area 10 Lubrication 10.0706 0.22 8.0133 11.9572
Area 10 Non Routine Cards 26.4751 0.16 25.0130 27.9873
Area 10 OK to Close 2.4930 0.06 2.0366 2.9885

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum VA Time Minimum Maximum

Average Half Width Average Average
Area 10 Operational Checks 24.8535 0.36 22.0526 27.9067
Area 10 Panels In Place 1.9844 0.06 1.5199 2.4820
Area 10 Panels Security V and H 14.0564 0.25 12.0924 15.9784
Stabilizers
Area 10 Routine Cards 29.1333 0.11 28.0504 29.9994
Area 10 Stabilizer Jack Screw 2.4631 0.05 2.0125 2.9811
Motors Servicing
Area 5 Cabin Non Routine Cards 106.10 1.14 97.1253 114.91
and Operational Checks
Area 6 Cockpit Operational 15.9425 0.22 14.0307 17.9267
Checks Avionics
Area 9 Non Routine Cards 59.3849 0.29 57.0458 61.9896
Area 9 Routine Cards 24.2691 0.49 20.0198 27.9604
Body and Wing Landing Gears 7.0526 0.11 6.0342 7.9840
and Doors Lubrication
Break Assembly Change 3.4721 0.06 3.0003 3.9874
Bulk and OFV Areas Non Routine 37.4235 0.29 35.0163 39.9990
Cards
Bulk and OFV Areas Routine 14.8250 0.33 12.0302 17.9749
Cards
Bulk and OFV CIC and Blankets 31.0951 0.12 30.0417 31.9878
Installation
Bulk and OFV Open Up and 24.8127 0.36 22.0175 27.9879
Blankets Removal
Cabin Carpet Replacement and 132.60 0.29 130.01 134.91
Close Up 1
Cabin Carpet Replacement and 132.80 0.27 130.03 134.97
Close Up 2
Cabin Carpet Replacement and 132.21 0.30 130.04 134.83
Close Up 3
Cabin Filters Replacement and 13.0193 0.11 12.0299 13.9984
Routine Cards
Cabin Filters Replacement and 13.0876 0.12 12.0109 13.9993
Routine Cards 2
Cabin Filters Replacement and 12.9654 0.12 12.0301 13.9849
Routine Cards 3
Cabin Lubrication and CIC 1 22.1423 0.23 20.0169 23.9939
Cabin Lubrication and CIC 3 21.9115 0.24 20.0087 23.9635
Canted Pressure Deck Area 104.79 0.59 100.03 109.97
Captain and First Officer Seats 16.9072 0.12 16.0225 17.9905
Installation
Captain and First Officer Seats 4.0150 0.12 3.0066 4.9715
Removal
Cargo Door Rigging 6.9624 0.11 6.0080 7.9642
CIC Under Body Fairing Structure 1.0110 0.05 0.5053 1.4939
CIC
Cockpit Carpet Replacement 32.5000 0.28 30.0556 34.9199

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum VA Time Minimum Maximum

Average Half Width Average Average
Cockpit Close Up and Final 32.3393 0.29 30.0324 34.9947
Inspection
Cockpit Open Up and 20.6490 0.33 18.0062 23.9866
Disconnection
Cockpit Routine and Non Routine 45.1459 0.62 40.0408 49.7462
Cards
Corrosion Inhibiter and Prep 23.9445 0.44 17.7362 28.8564
Close Up
Corrosion Inhibiter Applications 2.2658 0.03 2.0084 2.4964
Crew Rest Area 105.12 0.59 100.13 109.84
Door Open Up 1.0000 0.00 1.0000 1.0000
Ducts Reinstallation 13.1131 0.12 12.0082 13.9902
Ducts Removal 7.2926 0.28 5.0068 9.7794
E and E Blankets Installation 9.9495 0.22 8.0935 11.9663
E and E Floor Panels Close Up 4.5214 0.06 4.0028 4.9846
E and E Blanket Removal Floor 2.4557 0.06 2.0032 2.9983
Panels Open Up
Electronic Equip and Station 111 1.4724 0.06 1.0038 1.9977
CIC
Engine Baroscopic 15.8343 0.23 13.6514 18.6869
Engine Baroscopic Close Up and 16.0368 0.23 13.5519 19.1309
Rectification
Engine Close Up 96.4758 0.90 88.6632 106.97
Engine Health and Functions 32.5365 0.29 30.1728 34.9707
Engine Oil Change and Routine 8.1015 0.11 6.5485 9.4680
Engine Open Up 48.0572 0.50 41.6905 54.2440
EO 5312654 station 2598 Bolts 32.5655 0.30 30.0094 34.9812
Removal for NDT
EO 531355 14.9641 0.33 12.0257 17.9694
EO 531433 12.5188 0.30 10.0660 14.9841
EO 541119 18.0472 0.25 16.0569 19.9960
EO 541180 37.3331 0.32 35.0046 39.9867
EO 571334 24.9425 0.11 24.0175 25.9794
EO 731258 30.2663 0.61 25.0050 34.9731
EO 731292 32.5008 0.29 30.0266 34.9923
EO 781350 50.5683 0.57 45.1083 54.9257
Fan Blades and Shaft Lubrication 59.9587 0.22 57.4747 62.6098

FDB EO 38.4768 0.18 37.0052 39.9815

Filter and Oil and Lubrication Plus 35.6852 0.29 33.0217 37.9904
Routine Cards
Filter Replacement 6.5317 0.06 6.0320 6.9959
Filters Change and Oil Routine 59.8652 0.23 57.2776 62.9463
Fire Bottle Extinguishers 3.4462 0.06 3.0056 3.9894
Replacement

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum VA Time Minimum Maximum

Average Half Width Average Average
Forward Cargo Access Panels 9.7567 0.23 8.0496 11.9798
Open Up
FWD Body Fairing Open Up 26.1659 0.21 24.0346 27.9039
FWD Body Fairing Panels Close 30.0160 0.22 28.0679 31.9090
Up
FWD Cargo Access Panels Close 26.9898 0.12 26.0213 27.9918
Up
FWD Cargo Blankets Installation 29.9668 0.24 28.0034 31.9896

FWD Cargo Blankets Removal 13.0786 0.11 12.0446 13.9987

FWD Cargo CIC 1.2603 0.03 1.0054 1.4896
FWD Cargo Non Routine Cards 30.0355 0.21 28.0650 31.9034
FWD Cargo Routine Cards 16.9148 0.12 16.0120 17.9382
Galley Lift Maintenance 104.80 0.55 100.04 109.99
Heat Exchanger Reinstallation 9.0323 0.12 8.0380 9.9980
Heat Exchanger Removal 14.8956 0.34 12.0358 17.9590
HVDR EO 52.6549 0.31 50.0138 54.9478
Integrated Drive Generator and 48.1646 0.52 43.0869 54.0512
Routine
Leak Check and Close Up 8.9464 0.12 8.0338 9.9864
Left Wing Access Panels Close 30.3129 0.23 28.1537 31.9873
Up
Left Wing Access Panels Open 25.0020 0.11 24.0470 25.9788
Up
Left Wing Area Rectification 11.9655 0.46 8.1187 15.9984
Left Wing corrosion Inhibiter 15.8079 0.35 13.1132 18.9420
Application
Left Wing Hydraulic Filters 2.5297 0.06 2.0063 2.9993
Left Wing Lubrication 17.9745 0.23 16.0403 19.9025
Left Wing Non Routine Cards 47.5311 0.29 45.1260 49.9946
Left Wing Routine Cards 14.5639 0.17 13.0507 15.9987
Lines Cleaning and Baroscopic 32.3745 0.28 30.0157 34.7949
Lubrication 2.4688 0.06 2.0058 2.9921
Non Routine Cards 42.4210 0.29 40.0511 44.9419
Non Routine Cards 2 47.5749 0.28 45.0282 49.9325
Non Routine Cards 3 42.2736 0.28 40.1121 44.9766
Non Routine Cards and 105.01 0.61 100.30 109.97
Operational Checks AF Avionics

Non Routine Cards Rectification 120.25 0.55 113.39 125.84

Nose Landing Gear CIC 1.0217 0.06 0.5148 1.4971
Nose Landing Gear Lubrication 1.0229 0.05 0.5025 1.4930
Number 4 Flap Transmission EO 55.2355 0.61 50.0694 59.9226

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum VA Time Minimum Maximum

Average Half Width Average Average
Number 5 Flap Transmission EO 34.1150 0.25 32.0485 35.9532

Operational and Functional 120.16 0.47 113.04 124.31

Checks
Operational Checks A 52.4865 0.29 50.0540 54.9714
Operational Checks A 2 52.4542 0.30 50.0075 54.9890
Operational Checks A 3 52.7204 0.29 50.0698 54.9573
Operational Checks B 22.0386 0.26 20.0065 23.9714
Operational Checks B 2 22.0055 0.25 20.0213 23.9763
Operational Checks B 3 21.8384 0.23 20.0226 23.9153
Operational Checks C 21.9660 0.24 20.0415 23.9981
Operational Checks C 2 22.1038 0.22 20.0537 23.9989
Operational Checks C 3 21.9407 0.26 20.0184 23.9690
Oxygen Cylinders Replacement 1.7431 0.03 1.5006 1.9944
RH Hydraulic Filters 2.5272 0.06 2.0051 2.9973
Right Wing Access Panels Close 30.1632 0.23 28.0283 31.9670
Up
Right Wing Access Panels Open 25.0354 0.11 24.0123 25.9640
Up
Right Wing corrosion Inhibiter 13.8696 0.22 12.0898 15.9385
Application
Right Wing Lubrication 18.0067 0.22 16.0546 19.9782
Right Wing Non Routine Cards 47.4597 0.30 45.0146 49.9486
Right Wing Rectification 11.8028 0.43 8.0737 15.5830
Right Wing Routine Cards 14.4578 0.17 13.0019 15.9503
Stabilizer Bolts EO 14.0399 0.24 12.0147 15.9939
Station 111 Blankets Installation 6.4681 0.17 5.0139 7.9865
Stow Thrust Reverse Plus 32.0421 0.23 29.8118 34.7917
Routine
Throttle Cable and Cargo Door 3.4410 0.06 3.0003 3.9956
Lubrication
Tire Change 12.9303 0.11 12.0045 13.9882
Vertical and Horizontal Stabilizers 26.1285 0.24 24.0847 27.9405
Panels Open Up
VIGV Rigging and Routine 31.8853 0.44 26.1096 37.3930
Waste Tanks Cleaning Prep 6.9497 0.12 6.0033 7.9969
Water Tanks Filters Replacement 0.7307 0.03 0.5083 0.9955

Window Water Service and 1.8046 0.15 0.5235 2.9797

Routine
Zone 1 Open Up 13.9606 0.24 12.0164 15.9786
Zone 2 Open Up 13.9954 0.23 12.0758 15.9276
Zone 3 Open Up 14.0290 0.23 12.0437 15.8912

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum Wait Time Minimum Maximum

Average Half Width Average Average
1 2 3 and 4 Fixed Fairings 22.2200 1.43 17.7500 34.7500
Installation
1 2 3 and 4 Fixed Fairings 17.3250 0.05 16.7500 18.0000
Removal
1 and 2 Turbines Installation 21.8950 1.39 17.7500 34.7500
1 and 2 Turbines Removal 17.0825 0.05 16.7500 17.5000
3 and 4 Turbines Installation 25.9725 1.59 18.2500 36.0000
3 and 4 Turbines Removal 8.6800 1.65 0.7500 17.7500
4 Engines Simulation 31.3300 1.86 18.2500 51.2500
5 6 7 and 8 Fixed Fairings 24.7325 1.53 18.2500 36.0000
Installation
5 6 7 and 8 Fixed Fairings 17.8175 0.34 17.0000 34.5000
Removal
AC EO 131.77 2.34 114.50 149.75
AF Fuel EO Operational Checks 70.5825 1.21 55.7500 89.7500
Avionics
Aft Cargo Access Panels Open 34.9625 0.02 34.7500 35.0000
Up
Aft Cargo Area Final Inspection 5.7400 1.54 0.00 16.7500
Aft Cargo Blankets Installation 73.6875 1.66 62.7500 82.2500
and Close Up
Aft Cargo Blankets Removal 44.1050 1.69 35.2500 52.5000
Aft Cargo Corrosion Inhibiter 8.8700 1.58 0.5000 17.7500
Application
Aft Cargo Door Lubrication 2.9250 1.19 0.00 16.7500
Aft Cargo Non Routine Cards 78.7950 1.79 56.2500 91.2500
Aft Cargo Pre Inspection 7.4984 1.63 0.00 20.0839
Aft Cargo Routine Cards 64.2400 1.88 38.0000 89.2500
Air-condition Access Panels Open 18.2975 0.05 17.7500 18.5000
Up
Air-condition and Wheel Well 2.2025 1.08 0.00 16.7500
Inspection
Air-condition Area Access Panels 42.0425 1.76 19.0000 53.2500
Close Up
Air-condition Area Corrosion 23.6600 1.71 9.5000 35.0000
Inhibiter Application
Air-condition Area Final 5.4750 1.51 0.00 17.0000
Inspection
Air-condition Area Non Routine 174.08 2.05 150.50 201.50
Cards
APU and Area Non Routine 48.1400 1.62 35.5000 70.0000
Cards
APU Baroscopic 68.8975 2.34 53.0000 88.5000
APU Close Up and Rectifications 62.1975 1.85 38.0000 74.0000

APU Inspection 1.0000 0.00 1.0000 1.0000

APU Operational Checks 49.8850 1.35 30.0000 63.7500

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum Wait Time Minimum Maximum

Average Half Width Average Average
APU Team House Keeping 43.2350 1.57 36.5000 54.7500
APU Test 14.2000 1.43 0.00 17.7500
Area 10 CIC 9.7975 1.61 0.2500 17.2500
Area 10 Final Inspection 4.8850 1.47 0.00 16.7500
Area 10 Inspection 1 5.2500 1.50 0.00 16.7500
Area 10 Leak Checks 34.8725 1.38 18.2500 51.7500
Area 10 Lubrication 22.2625 1.25 10.0000 35.0000
Area 10 Non Routine Cards 79.8050 1.13 73.5000 91.2500
Area 10 OK to Close 6.6050 1.58 0.00 16.7500
Area 10 Operational Checks 67.5100 1.58 52.5000 86.7500
Area 10 Panels In Place 5.6275 1.52 0.00 16.7500
Area 10 Panels Security V and H 37.5000 1.47 18.2500 51.7500
Stabilizers
Area 10 Pre Inspection 14.1775 1.33 0.5000 18.2500
Area 10 Routine Cards 92.5125 1.07 75.0000 108.00
Area 10 Stabilizer Jack Screw 6.4775 1.57 0.00 16.7500
Motors Servicing
Area 5 Cabin Non Routine Cards 313.62 3.16 281.75 349.75
and Operational Checks
Area 6 Cockpit Operational 48.6325 1.22 45.2500 63.0000
Checks Avionics
Area 7 8 9 10 Avionics Final 95.3875 1.47 75.0000 108.50
Area 7 Pre Inspection 11.7142 1.60 0.7500 20.1565
Area 8 Pre Inspection 5.7800 1.56 0.00 17.0000
Area 9 Final Inspection 10.4333 1.56 0.2500 17.5346
Area 9 Inspection 1 6.6850 1.60 0.00 16.7500
Area 9 Non Routine Cards 166.11 1.53 153.25 187.00
Area 9 Routine Cards 77.7675 2.02 55.2500 91.2500
Body and Wing Landing Gears 19.7100 1.04 17.5000 34.5000
and Doors Lubrication
Break Assembly Change 10.2925 1.60 0.2500 17.7500
Bulk and OFV Areas Non Routine 108.75 1.66 100.50 119.75
Cards
Bulk and OFV Areas Pre 7.0451 1.59 0.00 18.2423
Inspection
Bulk and OFV Areas Routine 42.9725 1.65 35.0000 53.2500
Cards
Bulk and OFV CIC and Blankets 98.2650 1.55 91.2500 109.00
Installation
Bulk and OFV Final Inspection 5.7850 1.48 0.00 17.2500
Bulk and OFV Open Up and 77.7475 1.69 70.2500 88.0000
Blankets Removal
Cabin Carpet Replacement and 357.96 1.64 350.00 367.50
Close Up 1
Cabin Carpet Replacement and 357.31 1.62 350.00 367.50
Close Up 2
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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum Wait Time Minimum Maximum

Average Half Width Average Average
Cabin Carpet Replacement and 354.11 1.45 350.00 367.50
Close Up 3
Cabin Filters Replacement and 34.7150 0.80 18.5000 51.5000
Routine Cards
Cabin Filters Replacement and 36.4750 1.14 19.0000 51.5000
Routine Cards 2
Cabin Filters Replacement and 34.6350 0.84 18.0000 52.0000
Routine Cards 3
Cabin Lubrication and CIC 1 59.0100 1.57 52.5000 70.0000
Cabin Lubrication and CIC 2 74.8450 1.61 53.5000 87.0000
Cabin Lubrication and CIC 3 58.9600 1.64 52.5000 70.0000
Canted Pressure Deck Area 281.94 2.24 263.00 297.50
Captain and First Officer Seats 46.1600 1.59 35.2500 52.5000
Installation
Captain and First Officer Seats 10.2525 1.64 0.2500 17.5000
Removal
Cargo Door Rigging 19.5625 1.17 1.2500 34.2500
CIC Under Body Fairing Structure 2.0000 1.03 0.00 16.7500
CIC
Cockpit AV Connection 91.0450 1.50 70.7500 104.50
Cockpit Carpet Replacement 87.6825 1.22 70.7500 104.25
Cockpit Close Up and Final 86.4900 1.57 70.7500 104.25
Inspection
Cockpit Open Up and 47.4100 1.58 35.7500 53.2500
Disconnection
Cockpit Pre Inspection 19.6050 1.09 17.5000 34.2500
Cockpit Routine and Non Routine 122.74 2.05 105.00 139.75
Cards
Corrosion Inhibiter and Prep 65.4600 2.68 20.0000 88.0000
Close Up
Corrosion Inhibiter Applications 8.4175 1.59 0.5000 16.7500
Crew Rest Area 284.94 2.14 263.00 297.50
Door Open Up 16.2500 0.00 16.2500 16.2500
Ducts Reinstallation 36.2475 0.97 18.5000 51.7500
Ducts Removal 19.4150 1.06 16.7500 34.5000
E and E Blankets Installation 28.2375 1.59 17.5000 35.0000
E and E Floor Panels Close Up 12.5550 1.47 0.7500 17.5000
E and E Blanket Removal Floor 8.7500 0.00 8.7500 8.7500
Panels Open Up
EE and NLG and Station 111 Pre 14.8592 1.53 1.5000 34.5000
Inspection
Electronic Equip and Station 111 3.3825 1.29 0.00 16.7500
CIC
Engine Baroscopic 44.5425 3.33 19.7500 70.5000
Engine Baroscopic Close Up and 46.3475 3.31 4.2500 71.5000
Rectification
Engine Close Up 260.64 3.42 230.00 307.00

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum Wait Time Minimum Maximum

Average Half Width Average Average
Engine Health and Functions 87.3375 1.52 70.7500 104.25
Engine Oil Change and Routine 20.0000 2.89 1.5000 51.0000
Engine Open Up 124.48 3.24 92.7500 160.50
Engineering Orders 5 EOs 280.01 2.07 256.25 291.75
EO 5312654 station 2598 Bolts 83.6850 1.25 70.7500 96.2500
Removal For NDT
EO 531355 43.6525 1.20 28.5000 54.7500
EO 531433 34.1200 1.45 18.2500 51.7500
EO 541119 52.1075 1.49 36.5000 70.0000
EO 541180 101.79 1.42 89.7500 116.00
EO 571334 68.5500 1.40 63.7500 81.7500
EO 722047 74.8150 1.80 55.5000 92.0000
EO 731258 95.5925 2.37 73.5000 110.50
EO 731292 99.04 1.55 83.5000 109.50
EO 781350 150.86 1.75 140.25 159.00
EOs and Aft Cargo Inspection 4.2900 1.38 0.00 16.7500
Fan Blades and Shaft Lubrication 173.90 3.17 146.50 211.50

FDB EO 106.73 0.97 89.7500 122.75

Filter and Oil and Lubrication Plus 106.03 0.09 105.50 106.50
Routine Cards
Filter Replacement 17.5000 0.48 0.7500 34.2500
Filters Change and Oil Routine 177.08 3.57 145.00 212.00
Final Area 5 Cabin Avionics 87.4525 1.25 70.7500 104.25
Final Inspection 49.6925 2.86 3.5000 69.7500
Fire Bottle Extinguishers 8.2950 1.62 0.5000 17.2500
Replacement
Forward Cargo Access Panels 29.0650 0.94 27.0000 44.7500
Open Up
FWD Body Fairing Open Up 81.9825 1.67 74.0000 91.2500
FWD Body Fairing Panels Close 79.8700 1.63 70.0000 87.5000
Up
FWD Cargo Access Panels Close 70.5475 1.46 62.7500 79.7500
Up
FWD Cargo Blankets Installation 79.3475 1.56 70.0000 87.5000

FWD Cargo Blankets Removal 42.8650 1.56 36.5000 53.2500

FWD Cargo CIC 3.6100 1.35 0.00 16.7500
FWD Cargo Final Inspection 5.9850 1.54 0.00 17.0000
FWD Cargo Inspection 1 3.9572 1.37 0.00 22.6114
FWD Cargo Non Routine Cards 93.3900 1.19 75.0000 109.00
FWD Cargo Pre Inspection 7.9175 1.61 0.00 17.2500
FWD Cargo Routine Cards 53.6500 1.03 38.0000 71.0000
Galley Lift Maintenance 281.94 2.04 262.50 297.50

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum Wait Time Minimum Maximum

Average Half Width Average Average
Heat Exchanger Reinstallation 26.6925 1.63 17.5000 35.0000
Heat Exchanger Removal 41.3275 1.75 18.7500 52.5000
HVDR EO 142.29 1.68 133.00 159.00
Inspection 2 50.3925 2.96 5.0000 70.5000
Inspection Paper Work 14.4800 1.40 1.0000 35.2500
Integrated Drive Generator and 143.89 2.75 109.25 176.00
Routine
Leak Check and Close Up 28.5675 1.59 18.7500 36.5000
Left Wing Access Panels Close 78.2625 1.50 63.7500 98.5000
Up
Left Wing Access Panels Open 53.6150 0.04 53.5000 54.0000
Up
Left Wing Area Rectification 34.3975 1.93 17.7500 52.5000
Left Wing corrosion Inhibiter 44.2075 1.68 35.2500 54.0000
Application
Left Wing Final Inspection 18.4900 1.31 1.5000 35.2500
Left Wing Hydraulic Filters 5.9675 1.54 0.00 16.7500
Left Wing Inspection 1 6.5175 1.57 0.00 16.5000
Left Wing Inspection 2 3.8150 1.38 0.00 16.7500
Left Wing Lubrication 48.9400 1.33 35.7500 52.5000
Left Wing Non Routine Cards 119.87 1.52 114.50 132.00
Left Wing Routine Cards 37.9825 1.21 35.0000 51.7500
Lines Cleaning and Baroscopic 90.1750 1.36 71.7500 105.25
Lubrication 6.4850 1.60 0.00 17.0000
Non Routine Cards 113.18 1.64 105.00 122.50
Non Routine Cards 2 128.79 1.57 122.50 139.50
Non Routine Cards 3 115.56 1.65 105.00 122.50
Non Routine Cards and 302.46 1.83 293.00 312.75
Operational Checks AF Avionics

Non Routine Cards Rectification 300.30 3.01 260.25 332.25

Nose Landing Gear CIC 1.6675 0.94 0.00 16.7500
Nose Landing Gear Lubrication 3.6075 1.35 0.00 16.7500
Number 4 Flap Transmission EO 140.86 2.04 123.50 157.75

Number 5 Flap Transmission EO 94.0300 1.52 88.5000 106.25

Operational and Functional 329.79 3.08 284.75 367.50

Checks
Operational Checks A 140.79 1.41 123.00 157.00
Operational Checks A 2 142.03 1.50 123.50 156.50
Operational Checks A 3 143.21 1.71 123.00 157.00
Operational Checks B 60.2350 1.64 52.5000 69.5000
Operational Checks B 2 58.9950 1.59 52.5000 70.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum Wait Time Minimum Maximum

Average Half Width Average Average
Operational Checks B 3 58.3600 1.60 52.5000 70.0000
Operational Checks C 58.3900 1.54 52.5000 70.0000
Operational Checks C 2 59.1750 1.58 52.5000 69.5000
Operational Checks C 3 59.4350 1.67 52.5000 70.0000
Oxygen Cylinders Replacement 5.0150 1.49 0.00 16.7500
Pre Inspection 34.1775 3.03 3.5000 68.0000
Pre Inspection Phase 43.6244 1.28 24.1118 48.5859
Pre Inspection Phase 2 45.7278 1.73 36.5000 71.0000
Pre Inspection Phase 3 42.6602 1.72 19.2500 53.2500
RH Hydraulic Filters 11.0750 1.54 0.00 16.7500
Right Wing Access Panels Close 80.1300 1.38 63.7500 98.2500
Up
Right Wing Access Panels Open 79.4775 1.67 70.5000 87.2500
Up
Right Wing corrosion Inhibiter 43.3325 1.58 36.5000 54.7500
Application
Right Wing Final Inspection 15.2300 1.21 0.7500 34.2500
Right Wing Inspection 1 6.5500 1.54 0.00 17.2500
Right Wing Inspection 2 9.8200 1.58 0.5000 17.7500
Right Wing Lubrication 49.7025 1.31 36.2500 53.7500
Right Wing Non Routine Cards 137.55 1.67 119.75 154.00
Right Wing Rectification 37.0125 1.76 19.2500 54.0000
Right Wing Routine Cards 39.2300 1.31 35.5000 52.5000
Stabilizer Bolts EO 43.3725 1.60 36.5000 54.7500
Station 111 Blankets Installation 16.2000 1.40 0.7500 34.2500
Stow Thrust Reverse Plus 95.0625 3.08 72.5000 137.50
Routine
Throttle Cable and Cargo Door 9.3000 1.62 0.5000 17.5000
Lubrication
Tire Change 36.4000 0.87 18.7500 52.2500
Vertical and Horizontal Stabilizers 82.1700 0.12 81.2500 82.7500
Panels Open Up
VIGV Rigging and Routine 85.3550 2.79 56.2500 122.00
Waste Tanks Cleaning Prep 19.8575 1.08 17.7500 34.5000
Water Tanks Filters Replacement 1.9425 1.02 0.00 16.7500

Window Water Service and 4.8975 1.50 0.00 17.0000

Routine
Zonal Inspection 7.0619 1.69 0.00 21.6730
Zone 1 Open Up 33.9400 1.98 23.5000 45.0000
Zone 2 Open Up 38.5050 1.48 26.5000 43.5000
Zone 3 Open Up 41.5850 1.67 33.5000 50.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum Other Time Minimum Maximum

Average Half Width Average Average
Aft Cargo Area Final Inspection 1.9882 0.07 1.1111 2.7422
Aft Cargo Pre Inspection 1.9755 0.07 1.1280 2.8494
Air-condition and Wheel Well 1.0027 0.04 0.5380 1.4454
Inspection
Air-condition Area Final 2.0439 0.08 1.0520 2.8893
Inspection
APU Baroscopic 24.7392 0.62 20.1253 29.9510
APU Inspection 4.0411 0.09 3.0608 4.8919
Area 10 Final Inspection 1.9896 0.09 1.1683 2.9035
Area 10 Inspection 1 1.9848 0.08 1.1469 2.8331
Area 10 Pre Inspection 3.9611 0.17 2.2633 5.7287
Area 7 8 9 10 Avionics Final 29.9160 0.22 28.0381 31.9560
Area 7 Pre Inspection 3.9451 0.08 3.0837 4.9379
Area 8 Pre Inspection 2.0189 0.08 1.0718 2.9267
Area 9 Final Inspection 4.1093 0.17 2.2612 5.7257
Area 9 Inspection 1 1.9814 0.07 1.1122 2.8006
Bulk and OFV Areas Pre 1.9867 0.08 1.0676 2.9772
Inspection
Bulk and OFV Final Inspection 1.9863 0.09 1.0794 2.9010
Cabin Lubrication and CIC 2 27.5063 0.30 25.0299 29.9733
Cockpit AV Connection 34.0641 0.22 32.0453 35.9149
Cockpit Pre Inspection 7.5063 0.06 7.0172 7.9844
EE and NLG and Station 111 Pre 4.9431 0.18 3.2617 6.9410
Inspection
Engineering Orders 5 EOs 104.96 0.58 100.07 109.90
EO 722047 24.2328 0.53 20.1152 29.9757
EOs and Aft Cargo Inspection 0.9771 0.04 0.5508 1.4210
Final Area 5 Cabin Avionics 32.3249 0.28 30.0227 34.9671
Final Inspection 17.9676 0.35 13.0567 21.9020
FWD Cargo Final Inspection 1.9760 0.08 1.1704 2.8662
FWD Cargo Inspection 1 1.0016 0.04 0.5372 1.4530
FWD Cargo Pre Inspection 1.9348 0.08 1.0376 2.9362
Inspection 2 15.9854 0.14 13.9498 17.7614
Inspection Paper Work 5.0149 0.17 3.2314 6.7729
Left Wing Final Inspection 6.1392 0.16 4.1481 7.6631
Left Wing Inspection 1 2.0461 0.08 1.0757 2.8695
Left Wing Inspection 2 1.0182 0.04 0.5684 1.4348
Pre Inspection 12.1281 0.17 9.8911 14.1601
Pre Inspection Phase 15.1290 0.34 12.1422 17.9062
Pre Inspection Phase 2 14.8714 0.34 12.0237 17.9586
Pre Inspection Phase 3 15.1334 0.36 12.1076 17.9520
Right Wing Final Inspection 5.8821 0.18 4.2602 7.8192
Right Wing Inspection 1 1.9468 0.08 1.1382 2.9330

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Accumulated Time

Accum Other Time Minimum Maximum

Average Half Width Average Average
Right Wing Inspection 2 2.9798 0.07 2.2441 3.7523
Zonal Inspection 2.0242 0.10 1.0861 2.9895
Other

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Other

Number In Minimum Maximum

Average Half Width Average Average
1 2 3 and 4 Fixed Fairings 1.0000 0.00 1.0000 1.0000
Installation
1 2 3 and 4 Fixed Fairings 1.0000 0.00 1.0000 1.0000
Removal
1 and 2 Turbines Installation 1.0000 0.00 1.0000 1.0000
1 and 2 Turbines Removal 1.0000 0.00 1.0000 1.0000
3 and 4 Turbines Installation 1.0000 0.00 1.0000 1.0000
3 and 4 Turbines Removal 1.0000 0.00 1.0000 1.0000
4 Engines Simulation 0.8000 0.08 0.00 1.0000
5 6 7 and 8 Fixed Fairings 1.0000 0.00 1.0000 1.0000
Installation
5 6 7 and 8 Fixed Fairings 1.0000 0.00 1.0000 1.0000
Removal
AC EO 1.0000 0.00 1.0000 1.0000
AF Fuel EO Operational Checks 1.0000 0.00 1.0000 1.0000
Avionics
Aft Cargo Access Panels Open 0.00 0.00 0.00 0.00
Up
Aft Cargo Area Final Inspection 1.0000 0.00 1.0000 1.0000
Aft Cargo Blankets Installation 1.0000 0.00 1.0000 1.0000
and Close Up
Aft Cargo Blankets Removal 1.0000 0.00 1.0000 1.0000
Aft Cargo Corrosion Inhibiter 1.0000 0.00 1.0000 1.0000
Application
Aft Cargo Door Lubrication 1.0000 0.00 1.0000 1.0000
Aft Cargo Non Routine Cards 1.0000 0.00 1.0000 1.0000
Aft Cargo Pre Inspection 1.0000 0.00 1.0000 1.0000
Aft Cargo Routine Cards 1.0000 0.00 1.0000 1.0000
Air-condition Access Panels Open 0.00 0.00 0.00 0.00
Up
Air-condition and Wheel Well 1.0000 0.00 1.0000 1.0000
Inspection
Air-condition Area Access Panels 1.0000 0.00 1.0000 1.0000
Close Up
Air-condition Area Corrosion 1.0000 0.00 1.0000 1.0000
Inhibiter Application
Air-condition Area Final 1.0000 0.00 1.0000 1.0000
Inspection
Air-condition Area Non Routine 1.0000 0.00 1.0000 1.0000
Cards
APU and Area Non Routine 1.0000 0.00 1.0000 1.0000
Cards
APU Baroscopic 1.0000 0.00 1.0000 1.0000
APU Close Up and Rectifications 1.0000 0.00 1.0000 1.0000

APU Inspection 1.0000 0.00 1.0000 1.0000

APU Operational Checks 1.0000 0.00 1.0000 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Other

Number In Minimum Maximum

Average Half Width Average Average
APU Team House Keeping 1.0000 0.00 1.0000 1.0000
APU Test 0.00 0.00 0.00 0.00
Area 10 CIC 1.0000 0.00 1.0000 1.0000
Area 10 Final Inspection 1.0000 0.00 1.0000 1.0000
Area 10 Inspection 1 1.0000 0.00 1.0000 1.0000
Area 10 Leak Checks 1.0000 0.00 1.0000 1.0000
Area 10 Lubrication 1.0000 0.00 1.0000 1.0000
Area 10 Non Routine Cards 1.0000 0.00 1.0000 1.0000
Area 10 OK to Close 1.0000 0.00 1.0000 1.0000
Area 10 Operational Checks 1.0000 0.00 1.0000 1.0000
Area 10 Panels In Place 1.0000 0.00 1.0000 1.0000
Area 10 Panels Security V and H 1.0000 0.00 1.0000 1.0000
Stabilizers
Area 10 Pre Inspection 1.0000 0.00 1.0000 1.0000
Area 10 Routine Cards 1.0000 0.00 1.0000 1.0000
Area 10 Stabilizer Jack Screw 1.0000 0.00 1.0000 1.0000
Motors Servicing
Area 5 Cabin Non Routine Cards 1.0000 0.00 1.0000 1.0000
and Operational Checks
Area 6 Cockpit Operational 0.00 0.00 0.00 0.00
Checks Avionics
Area 7 8 9 10 Avionics Final 1.0000 0.00 1.0000 1.0000
Area 7 Pre Inspection 1.0000 0.00 1.0000 1.0000
Area 8 Pre Inspection 1.0000 0.00 1.0000 1.0000
Area 9 Final Inspection 1.0000 0.00 1.0000 1.0000
Area 9 Inspection 1 1.0000 0.00 1.0000 1.0000
Area 9 Non Routine Cards 1.0000 0.00 1.0000 1.0000
Area 9 Routine Cards 1.0000 0.00 1.0000 1.0000
Body and Wing Landing Gears 1.0000 0.00 1.0000 1.0000
and Doors Lubrication
Break Assembly Change 1.0000 0.00 1.0000 1.0000
Bulk and OFV Areas Non Routine 1.0000 0.00 1.0000 1.0000
Cards
Bulk and OFV Areas Pre 1.0000 0.00 1.0000 1.0000
Inspection
Bulk and OFV Areas Routine 1.0000 0.00 1.0000 1.0000
Cards
Bulk and OFV CIC and Blankets 1.0000 0.00 1.0000 1.0000
Installation
Bulk and OFV Final Inspection 1.0000 0.00 1.0000 1.0000
Bulk and OFV Open Up and 0.00 0.00 0.00 0.00
Blankets Removal
Cabin Carpet Replacement and 1.0000 0.00 1.0000 1.0000
Close Up 1
Cabin Carpet Replacement and 1.0000 0.00 1.0000 1.0000
Close Up 2
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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Other

Number In Minimum Maximum

Average Half Width Average Average
Cabin Carpet Replacement and 1.0000 0.00 1.0000 1.0000
Close Up 3
Cabin Filters Replacement and 1.0000 0.00 1.0000 1.0000
Routine Cards
Cabin Filters Replacement and 1.0000 0.00 1.0000 1.0000
Routine Cards 2
Cabin Filters Replacement and 1.0000 0.00 1.0000 1.0000
Routine Cards 3
Cabin Lubrication and CIC 1 1.0000 0.00 1.0000 1.0000
Cabin Lubrication and CIC 2 1.0000 0.00 1.0000 1.0000
Cabin Lubrication and CIC 3 1.0000 0.00 1.0000 1.0000
Canted Pressure Deck Area 1.0000 0.00 1.0000 1.0000
Captain and First Officer Seats 1.0000 0.00 1.0000 1.0000
Installation
Captain and First Officer Seats 1.0000 0.00 1.0000 1.0000
Removal
Cargo Door Rigging 1.0000 0.00 1.0000 1.0000
CIC Under Body Fairing Structure 1.0000 0.00 1.0000 1.0000
CIC
Cockpit AV Connection 1.0000 0.00 1.0000 1.0000
Cockpit Carpet Replacement 1.0000 0.00 1.0000 1.0000
Cockpit Close Up and Final 1.0000 0.00 1.0000 1.0000
Inspection
Cockpit Open Up and 0.00 0.00 0.00 0.00
Disconnection
Cockpit Pre Inspection 1.0000 0.00 1.0000 1.0000
Cockpit Routine and Non Routine 1.0000 0.00 1.0000 1.0000
Cards
Corrosion Inhibiter and Prep 4.0000 0.00 4.0000 4.0000
Close Up
Corrosion Inhibiter Applications 1.0000 0.00 1.0000 1.0000
Crew Rest Area 1.0000 0.00 1.0000 1.0000
Door Open Up 0.00 0.00 0.00 0.00
Ducts Reinstallation 1.0000 0.00 1.0000 1.0000
Ducts Removal 1.0000 0.00 1.0000 1.0000
E and E Blankets Installation 1.0000 0.00 1.0000 1.0000
E and E Floor Panels Close Up 1.0000 0.00 1.0000 1.0000
E and E Blanket Removal Floor 0.00 0.00 0.00 0.00
Panels Open Up
EE and NLG and Station 111 Pre 1.0000 0.00 1.0000 1.0000
Inspection
Electronic Equip and Station 111 1.0000 0.00 1.0000 1.0000
CIC
Engine Baroscopic 4.0000 0.00 4.0000 4.0000
Engine Baroscopic Close Up and 4.0000 0.00 4.0000 4.0000
Rectification
Engine Close Up 4.0000 0.00 4.0000 4.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Other

Number In Minimum Maximum

Average Half Width Average Average
Engine Health and Functions 1.0000 0.00 1.0000 1.0000
Engine Oil Change and Routine 4.0000 0.00 4.0000 4.0000
Engine Open Up 0.00 0.00 0.00 0.00
Engineering Orders 5 EOs 1.0000 0.00 1.0000 1.0000
EO 5312654 station 2598 Bolts 1.0000 0.00 1.0000 1.0000
Removal for NDT
EO 531355 1.0000 0.00 1.0000 1.0000
EO 531433 1.0000 0.00 1.0000 1.0000
EO 541119 1.0000 0.00 1.0000 1.0000
EO 541180 1.0000 0.00 1.0000 1.0000
EO 571334 1.0000 0.00 1.0000 1.0000
EO 722047 1.0000 0.00 1.0000 1.0000
EO 731258 1.0000 0.00 1.0000 1.0000
EO 731292 1.0000 0.00 1.0000 1.0000
EO 781350 0.00 0.00 0.00 0.00
EOs and Aft Cargo Inspection 1.0000 0.00 1.0000 1.0000
Fan Blades and Shaft Lubrication 4.0000 0.00 4.0000 4.0000

FDB EO 1.0000 0.00 1.0000 1.0000

Filter and Oil and Lubrication Plus 1.0000 0.00 1.0000 1.0000
Routine Cards
Filter Replacement 1.0000 0.00 1.0000 1.0000
Filters Change and Oil Routine 4.0000 0.00 4.0000 4.0000
Final Area 5 Cabin Avionics 1.0000 0.00 1.0000 1.0000
Final Inspection 4.0000 0.00 4.0000 4.0000
Fire Bottle Extinguishers 1.0000 0.00 1.0000 1.0000
Replacement
Forward Cargo Access Panels 0.00 0.00 0.00 0.00
Open Up
FWD Body Fairing Open Up 1.0000 0.00 1.0000 1.0000
FWD Body Fairing Panels Close 1.0000 0.00 1.0000 1.0000
Up
FWD Cargo Access Panels Close 1.0000 0.00 1.0000 1.0000
Up
FWD Cargo Blankets Installation 1.0000 0.00 1.0000 1.0000

FWD Cargo Blankets Removal 1.0000 0.00 1.0000 1.0000

FWD Cargo CIC 1.0000 0.00 1.0000 1.0000
FWD Cargo Final Inspection 1.0000 0.00 1.0000 1.0000
FWD Cargo Inspection 1 1.0000 0.00 1.0000 1.0000
FWD Cargo Non Routine Cards 1.0000 0.00 1.0000 1.0000
FWD Cargo Pre Inspection 1.0000 0.00 1.0000 1.0000
FWD Cargo Routine Cards 1.0000 0.00 1.0000 1.0000
Galley Lift Maintenance 1.0000 0.00 1.0000 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Other

Number In Minimum Maximum

Average Half Width Average Average
Heat Exchanger Reinstallation 1.0000 0.00 1.0000 1.0000
Heat Exchanger Removal 1.0000 0.00 1.0000 1.0000
HVDR EO 1.0000 0.00 1.0000 1.0000
Inspection 2 4.0000 0.00 4.0000 4.0000
Inspection Paper Work 1.0000 0.00 1.0000 1.0000
Integrated Drive Generator and 4.0000 0.00 4.0000 4.0000
Routine
Leak Check and Close Up 1.0000 0.00 1.0000 1.0000
Left Wing Access Panels Close 1.0000 0.00 1.0000 1.0000
Up
Left Wing Access Panels Open 0.00 0.00 0.00 0.00
Up
Left Wing Area Rectification 1.0000 0.00 1.0000 1.0000
Left Wing corrosion Inhibiter 1.0000 0.00 1.0000 1.0000
Application
Left Wing Final Inspection 1.0000 0.00 1.0000 1.0000
Left Wing Hydraulic Filters 1.0000 0.00 1.0000 1.0000
Left Wing Inspection 1 1.0000 0.00 1.0000 1.0000
Left Wing Inspection 2 1.0000 0.00 1.0000 1.0000
Left Wing Lubrication 1.0000 0.00 1.0000 1.0000
Left Wing Non Routine Cards 1.0000 0.00 1.0000 1.0000
Left Wing Routine Cards 1.0000 0.00 1.0000 1.0000
Lines Cleaning and Baroscopic 1.0000 0.00 1.0000 1.0000
Lubrication 1.0000 0.00 1.0000 1.0000
Non Routine Cards 1.0000 0.00 1.0000 1.0000
Non Routine Cards 2 1.0000 0.00 1.0000 1.0000
Non Routine Cards 3 1.0000 0.00 1.0000 1.0000
Non Routine Cards and 0.00 0.00 0.00 0.00
Operational Checks AF Avionics

Non Routine Cards Rectification 4.0000 0.00 4.0000 4.0000

Nose Landing Gear CIC 1.0000 0.00 1.0000 1.0000
Nose Landing Gear Lubrication 1.0000 0.00 1.0000 1.0000
Number 4 Flap Transmission EO 0.00 0.00 0.00 0.00

Number 5 Flap Transmission EO 1.0000 0.00 1.0000 1.0000

Operational and Functional 4.0000 0.00 4.0000 4.0000

Checks
Operational Checks A 1.0000 0.00 1.0000 1.0000
Operational Checks A 2 1.0000 0.00 1.0000 1.0000
Operational Checks A 3 1.0000 0.00 1.0000 1.0000
Operational Checks B 1.0000 0.00 1.0000 1.0000
Operational Checks B 2 1.0000 0.00 1.0000 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Other

Number In Minimum Maximum

Average Half Width Average Average
Operational Checks B 3 1.0000 0.00 1.0000 1.0000
Operational Checks C 1.0000 0.00 1.0000 1.0000
Operational Checks C 2 1.0000 0.00 1.0000 1.0000
Operational Checks C 3 1.0000 0.00 1.0000 1.0000
Oxygen Cylinders Replacement 1.0000 0.00 1.0000 1.0000
Pre Inspection 4.0000 0.00 4.0000 4.0000
Pre Inspection Phase 1.0000 0.00 1.0000 1.0000
Pre Inspection Phase 2 1.0000 0.00 1.0000 1.0000
Pre Inspection Phase 3 1.0000 0.00 1.0000 1.0000
RH Hydraulic Filters 1.0000 0.00 1.0000 1.0000
Right Wing Access Panels Close 1.0000 0.00 1.0000 1.0000
Up
Right Wing Access Panels Open 0.00 0.00 0.00 0.00
Up
Right Wing corrosion Inhibiter 1.0000 0.00 1.0000 1.0000
Application
Right Wing Final Inspection 1.0000 0.00 1.0000 1.0000
Right Wing Inspection 1 1.0000 0.00 1.0000 1.0000
Right Wing Inspection 2 1.0000 0.00 1.0000 1.0000
Right Wing Lubrication 1.0000 0.00 1.0000 1.0000
Right Wing Non Routine Cards 1.0000 0.00 1.0000 1.0000
Right Wing Rectification 1.0000 0.00 1.0000 1.0000
Right Wing Routine Cards 1.0000 0.00 1.0000 1.0000
Stabilizer Bolts EO 1.0000 0.00 1.0000 1.0000
Station 111 Blankets Installation 1.0000 0.00 1.0000 1.0000
Stow Thrust Reverse Plus 4.0000 0.00 4.0000 4.0000
Routine
Throttle Cable and Cargo Door 1.0000 0.00 1.0000 1.0000
Lubrication
Tire Change 1.0000 0.00 1.0000 1.0000
Vertical and Horizontal Stabilizers 0.00 0.00 0.00 0.00
Panels Open Up
VIGV Rigging and Routine 4.0000 0.00 4.0000 4.0000
Waste Tanks Cleaning Prep 1.0000 0.00 1.0000 1.0000
Water Tanks Filters Replacement 1.0000 0.00 1.0000 1.0000

Window Water Service and 1.0000 0.00 1.0000 1.0000

Routine
Zonal Inspection 1.0000 0.00 1.0000 1.0000
Zone 1 Open Up 0.00 0.00 0.00 0.00
Zone 2 Open Up 0.00 0.00 0.00 0.00
Zone 3 Open Up 0.00 0.00 0.00 0.00

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Other

Number Out Minimum Maximum

Average Half Width Average Average
1 2 3 and 4 Fixed Fairings 1.0000 0.00 1.0000 1.0000
Installation
1 2 3 and 4 Fixed Fairings 1.0000 0.00 1.0000 1.0000
Removal
1 and 2 Turbines Installation 1.0000 0.00 1.0000 1.0000
1 and 2 Turbines Removal 1.0000 0.00 1.0000 1.0000
3 and 4 Turbines Installation 1.0000 0.00 1.0000 1.0000
3 and 4 Turbines Removal 1.0000 0.00 1.0000 1.0000
4 Engines Simulation 1.0000 0.00 1.0000 1.0000
5 6 7 and 8 Fixed Fairings 1.0000 0.00 1.0000 1.0000
Installation
5 6 7 and 8 Fixed Fairings 1.0000 0.00 1.0000 1.0000
Removal
AC EO 1.0000 0.00 1.0000 1.0000
AF Fuel EO Operational Checks 1.0000 0.00 1.0000 1.0000
Avionics
Aft Cargo Access Panels Open 1.0000 0.00 1.0000 1.0000
Up
Aft Cargo Area Final Inspection 1.0000 0.00 1.0000 1.0000
Aft Cargo Blankets Installation 1.0000 0.00 1.0000 1.0000
and Close Up
Aft Cargo Blankets Removal 1.0000 0.00 1.0000 1.0000
Aft Cargo Corrosion Inhibiter 1.0000 0.00 1.0000 1.0000
Application
Aft Cargo Door Lubrication 1.0000 0.00 1.0000 1.0000
Aft Cargo Non Routine Cards 1.0000 0.00 1.0000 1.0000
Aft Cargo Pre Inspection 1.0000 0.00 1.0000 1.0000
Aft Cargo Routine Cards 1.0000 0.00 1.0000 1.0000
Air-condition Access Panels Open 1.0000 0.00 1.0000 1.0000
Up
Air-condition and Wheel Well 1.0000 0.00 1.0000 1.0000
Inspection
Air-condition Area Access Panels 1.0000 0.00 1.0000 1.0000
Close Up
Air-condition Area Corrosion 1.0000 0.00 1.0000 1.0000
Inhibiter Application
Air-condition Area Final 1.0000 0.00 1.0000 1.0000
Inspection
Air-condition Area Non Routine 1.0000 0.00 1.0000 1.0000
Cards
APU and Area Non Routine 1.0000 0.00 1.0000 1.0000
Cards
APU Baroscopic 1.0000 0.00 1.0000 1.0000
APU Close Up and Rectifications 1.0000 0.00 1.0000 1.0000

APU Inspection 1.0000 0.00 1.0000 1.0000

APU Operational Checks 1.0000 0.00 1.0000 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Other

Number Out Minimum Maximum

Average Half Width Average Average
APU Team House Keeping 1.0000 0.00 1.0000 1.0000
APU Test 0.8000 0.08 0.00 1.0000
Area 10 CIC 1.0000 0.00 1.0000 1.0000
Area 10 Final Inspection 1.0000 0.00 1.0000 1.0000
Area 10 Inspection 1 1.0000 0.00 1.0000 1.0000
Area 10 Leak Checks 1.0000 0.00 1.0000 1.0000
Area 10 Lubrication 1.0000 0.00 1.0000 1.0000
Area 10 Non Routine Cards 1.0000 0.00 1.0000 1.0000
Area 10 OK to Close 1.0000 0.00 1.0000 1.0000
Area 10 Operational Checks 1.0000 0.00 1.0000 1.0000
Area 10 Panels In Place 1.0000 0.00 1.0000 1.0000
Area 10 Panels Security V and H 1.0000 0.00 1.0000 1.0000
Stabilizers
Area 10 Pre Inspection 1.0000 0.00 1.0000 1.0000
Area 10 Routine Cards 1.0000 0.00 1.0000 1.0000
Area 10 Stabilizer Jack Screw 1.0000 0.00 1.0000 1.0000
Motors Servicing
Area 5 Cabin Non Routine Cards 1.0000 0.00 1.0000 1.0000
and Operational Checks
Area 6 Cockpit Operational 1.0000 0.00 1.0000 1.0000
Checks Avionics
Area 7 8 9 10 Avionics Final 1.0000 0.00 1.0000 1.0000
Area 7 Pre Inspection 1.0000 0.00 1.0000 1.0000
Area 8 Pre Inspection 1.0000 0.00 1.0000 1.0000
Area 9 Final Inspection 1.0000 0.00 1.0000 1.0000
Area 9 Inspection 1 1.0000 0.00 1.0000 1.0000
Area 9 Non Routine Cards 1.0000 0.00 1.0000 1.0000
Area 9 Routine Cards 1.0000 0.00 1.0000 1.0000
Body and Wing Landing Gears 1.0000 0.00 1.0000 1.0000
and Doors Lubrication
Break Assembly Change 1.0000 0.00 1.0000 1.0000
Bulk and OFV Areas Non Routine 1.0000 0.00 1.0000 1.0000
Cards
Bulk and OFV Areas Pre 1.0000 0.00 1.0000 1.0000
Inspection
Bulk and OFV Areas Routine 1.0000 0.00 1.0000 1.0000
Cards
Bulk and OFV CIC and Blankets 1.0000 0.00 1.0000 1.0000
Installation
Bulk and OFV Final Inspection 1.0000 0.00 1.0000 1.0000
Bulk and OFV Open Up and 1.0000 0.00 1.0000 1.0000
Blankets Removal
Cabin Carpet Replacement and 1.0000 0.00 1.0000 1.0000
Close Up 1
Cabin Carpet Replacement and 1.0000 0.00 1.0000 1.0000
Close Up 2
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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Other

Number Out Minimum Maximum

Average Half Width Average Average
Cabin Carpet Replacement and 1.0000 0.00 1.0000 1.0000
Close Up 3
Cabin Filters Replacement and 1.0000 0.00 1.0000 1.0000
Routine Cards
Cabin Filters Replacement and 1.0000 0.00 1.0000 1.0000
Routine Cards 2
Cabin Filters Replacement and 1.0000 0.00 1.0000 1.0000
Routine Cards 3
Cabin Lubrication and CIC 1 1.0000 0.00 1.0000 1.0000
Cabin Lubrication and CIC 2 1.0000 0.00 1.0000 1.0000
Cabin Lubrication and CIC 3 1.0000 0.00 1.0000 1.0000
Canted Pressure Deck Area 1.0000 0.00 1.0000 1.0000
Captain and First Officer Seats 1.0000 0.00 1.0000 1.0000
Installation
Captain and First Officer Seats 1.0000 0.00 1.0000 1.0000
Removal
Cargo Door Rigging 1.0000 0.00 1.0000 1.0000
CIC under Body Fairing Structure 1.0000 0.00 1.0000 1.0000
CIC
Cockpit AV Connection 1.0000 0.00 1.0000 1.0000
Cockpit Carpet Replacement 1.0000 0.00 1.0000 1.0000
Cockpit Close Up and Final 1.0000 0.00 1.0000 1.0000
Inspection
Cockpit Open Up and 1.0000 0.00 1.0000 1.0000
Disconnection
Cockpit Pre Inspection 1.0000 0.00 1.0000 1.0000
Cockpit Routine and Non Routine 1.0000 0.00 1.0000 1.0000
Cards
Corrosion Inhibiter and Prep 4.0000 0.00 4.0000 4.0000
Close Up
Corrosion Inhibiter Applications 1.0000 0.00 1.0000 1.0000
Crew Rest Area 1.0000 0.00 1.0000 1.0000
Door Open Up 1.0000 0.00 1.0000 1.0000
Ducts Reinstallation 1.0000 0.00 1.0000 1.0000
Ducts Removal 1.0000 0.00 1.0000 1.0000
E and E Blankets Installation 1.0000 0.00 1.0000 1.0000
E and E Floor Panels Close Up 1.0000 0.00 1.0000 1.0000
E and E Blanket Removal Floor 1.0000 0.00 1.0000 1.0000
Panels Open Up
EE and NLG and Station 111 Pre 1.0000 0.00 1.0000 1.0000
Inspection
Electronic Equip and Station 111 1.0000 0.00 1.0000 1.0000
CIC
Engine Baroscopic 4.0000 0.00 4.0000 4.0000
Engine Baroscopic Close Up and 4.0000 0.00 4.0000 4.0000
Rectification
Engine Close Up 4.0000 0.00 4.0000 4.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Other

Number Out Minimum Maximum

Average Half Width Average Average
Engine Health and Functions 1.0000 0.00 1.0000 1.0000
Engine Oil Change and Routine 4.0000 0.00 4.0000 4.0000
Engine Open Up 4.0000 0.00 4.0000 4.0000
Engineering Orders 5 EOs 1.0000 0.00 1.0000 1.0000
EO 5312654 Station 2598 Bolts 1.0000 0.00 1.0000 1.0000
Removal for NDT
EO 531355 1.0000 0.00 1.0000 1.0000
EO 531433 1.0000 0.00 1.0000 1.0000
EO 541119 1.0000 0.00 1.0000 1.0000
EO 541180 1.0000 0.00 1.0000 1.0000
EO 571334 1.0000 0.00 1.0000 1.0000
EO 722047 1.0000 0.00 1.0000 1.0000
EO 731258 1.0000 0.00 1.0000 1.0000
EO 731292 1.0000 0.00 1.0000 1.0000
EO 781350 1.0000 0.00 1.0000 1.0000
EOs and Aft Cargo Inspection 1.0000 0.00 1.0000 1.0000
Fan Blades and Shaft Lubrication 4.0000 0.00 4.0000 4.0000

FDB EO 1.0000 0.00 1.0000 1.0000

Filter and Oil and Lubrication Plus 1.0000 0.00 1.0000 1.0000
Routine Cards
Filter Replacement 1.0000 0.00 1.0000 1.0000
Filters Change and Oil Routine 4.0000 0.00 4.0000 4.0000
Final Area 5 Cabin Avionics 1.0000 0.00 1.0000 1.0000
Final Inspection 4.0000 0.00 4.0000 4.0000
Fire Bottle Extinguishers 1.0000 0.00 1.0000 1.0000
Replacement
Forward Cargo Access Panels 1.0000 0.00 1.0000 1.0000
Open Up
FWD Body Fairing Open Up 1.0000 0.00 1.0000 1.0000
FWD Body Fairing Panels Close 1.0000 0.00 1.0000 1.0000
Up
FWD Cargo Access Panels Close 1.0000 0.00 1.0000 1.0000
Up
FWD Cargo Blankets Installation 1.0000 0.00 1.0000 1.0000

FWD Cargo Blankets Removal 1.0000 0.00 1.0000 1.0000

FWD Cargo CIC 1.0000 0.00 1.0000 1.0000
FWD Cargo Final Inspection 1.0000 0.00 1.0000 1.0000
FWD Cargo Inspection 1 1.0000 0.00 1.0000 1.0000
FWD Cargo Non Routine Cards 1.0000 0.00 1.0000 1.0000
FWD Cargo Pre Inspection 1.0000 0.00 1.0000 1.0000
FWD Cargo Routine Cards 1.0000 0.00 1.0000 1.0000
Galley Lift Maintenance 1.0000 0.00 1.0000 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Other

Number Out Minimum Maximum

Average Half Width Average Average
Heat Exchanger Reinstallation 1.0000 0.00 1.0000 1.0000
Heat Exchanger Removal 1.0000 0.00 1.0000 1.0000
HVDR EO 1.0000 0.00 1.0000 1.0000
Inspection 2 4.0000 0.00 4.0000 4.0000
Inspection Paper Work 1.0000 0.00 1.0000 1.0000
Integrated Drive Generator and 4.0000 0.00 4.0000 4.0000
Routine
Leak Check and Close Up 1.0000 0.00 1.0000 1.0000
Left Wing Access Panels Close 1.0000 0.00 1.0000 1.0000
Up
Left Wing Access Panels Open 1.0000 0.00 1.0000 1.0000
Up
Left Wing Area Rectification 1.0000 0.00 1.0000 1.0000
Left Wing corrosion Inhibiter 1.0000 0.00 1.0000 1.0000
Application
Left Wing Final Inspection 1.0000 0.00 1.0000 1.0000
Left Wing Hydraulic Filters 1.0000 0.00 1.0000 1.0000
Left Wing Inspection 1 1.0000 0.00 1.0000 1.0000
Left Wing Inspection 2 1.0000 0.00 1.0000 1.0000
Left Wing Lubrication 1.0000 0.00 1.0000 1.0000
Left Wing Non Routine Cards 1.0000 0.00 1.0000 1.0000
Left Wing Routine Cards 1.0000 0.00 1.0000 1.0000
Lines Cleaning and Baroscopic 1.0000 0.00 1.0000 1.0000
Lubrication 1.0000 0.00 1.0000 1.0000
Non Routine Cards 1.0000 0.00 1.0000 1.0000
Non Routine Cards 2 1.0000 0.00 1.0000 1.0000
Non Routine Cards 3 1.0000 0.00 1.0000 1.0000
Non Routine Cards and 1.0000 0.00 1.0000 1.0000
Operational Checks AF Avionics

Non Routine Cards Rectification 4.0000 0.00 4.0000 4.0000

Nose Landing Gear CIC 1.0000 0.00 1.0000 1.0000
Nose Landing Gear Lubrication 1.0000 0.00 1.0000 1.0000
Number 4 Flap Transmission EO 1.0000 0.00 1.0000 1.0000

Number 5 Flap Transmission EO 1.0000 0.00 1.0000 1.0000

Operational and Functional 4.0000 0.00 4.0000 4.0000

Checks
Operational Checks A 1.0000 0.00 1.0000 1.0000
Operational Checks A 2 1.0000 0.00 1.0000 1.0000
Operational Checks A 3 1.0000 0.00 1.0000 1.0000
Operational Checks B 1.0000 0.00 1.0000 1.0000
Operational Checks B 2 1.0000 0.00 1.0000 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Process

Other

Number Out Minimum Maximum

Average Half Width Average Average
Operational Checks B 3 1.0000 0.00 1.0000 1.0000
Operational Checks C 1.0000 0.00 1.0000 1.0000
Operational Checks C 2 1.0000 0.00 1.0000 1.0000
Operational Checks C 3 1.0000 0.00 1.0000 1.0000
Oxygen Cylinders Replacement 1.0000 0.00 1.0000 1.0000
Pre Inspection 4.0000 0.00 4.0000 4.0000
Pre Inspection Phase 1.0000 0.00 1.0000 1.0000
Pre Inspection Phase 2 1.0000 0.00 1.0000 1.0000
Pre Inspection Phase 3 1.0000 0.00 1.0000 1.0000
RH Hydraulic Filters 1.0000 0.00 1.0000 1.0000
Right Wing Access Panels Close 1.0000 0.00 1.0000 1.0000
Up
Right Wing Access Panels Open 1.0000 0.00 1.0000 1.0000
Up
Right Wing corrosion Inhibiter 1.0000 0.00 1.0000 1.0000
Application
Right Wing Final Inspection 1.0000 0.00 1.0000 1.0000
Right Wing Inspection 1 1.0000 0.00 1.0000 1.0000
Right Wing Inspection 2 1.0000 0.00 1.0000 1.0000
Right Wing Lubrication 1.0000 0.00 1.0000 1.0000
Right Wing Non Routine Cards 1.0000 0.00 1.0000 1.0000
Right Wing Rectification 1.0000 0.00 1.0000 1.0000
Right Wing Routine Cards 1.0000 0.00 1.0000 1.0000
Stabilizer Bolts EO 1.0000 0.00 1.0000 1.0000
Station 111 Blankets Installation 1.0000 0.00 1.0000 1.0000
Stow Thrust Reverse Plus 4.0000 0.00 4.0000 4.0000
Routine
Throttle Cable and Cargo Door 1.0000 0.00 1.0000 1.0000
Lubrication
Tire Change 1.0000 0.00 1.0000 1.0000
Vertical and Horizontal Stabilizers 1.0000 0.00 1.0000 1.0000
Panels Open Up
VIGV Rigging and Routine 4.0000 0.00 4.0000 4.0000
Waste Tanks Cleaning Prep 1.0000 0.00 1.0000 1.0000
Water Tanks Filters Replacement 1.0000 0.00 1.0000 1.0000

Window Water Service and 1.0000 0.00 1.0000 1.0000

Routine
Zonal Inspection 1.0000 0.00 1.0000 1.0000
Zone 1 Open Up 1.0000 0.00 1.0000 1.0000
Zone 2 Open Up 1.0000 0.00 1.0000 1.0000
Zone 3 Open Up 1.0000 0.00 1.0000 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Time

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Time

Waiting Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
1 2 3 and 4 Fixed Fairings 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
1 2 3 and 4 Fixed Fairings 0.00 0.00 0.00 0.00 0.00 0.00
Removal.Queue
1 and 2 Turbines 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
1 and 2 Turbines Removal.Queue 0.00 0.00 0.00 0.00 0.00 0.00

3 and 4 Turbines 0.00 0.00 0.00 0.00 0.00 0.00

Installation.Queue
3 and 4 Turbines Removal.Queue 0.00 0.00 0.00 0.00 0.00 0.00

4 Engines Simulation.Queue 0.00 0.00 0.00 0.00 0.00 0.00

5 6 7 and 8 Fixed Fairings 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
5 6 7 and 8 Fixed Fairings 0.00 0.00 0.00 0.00 0.00 0.00
Removal.Queue
AC EO.Queue 0.00 0.00 0.00 0.00 0.00 0.00
AF Fuel EO Operational Checks 0.00 0.00 0.00 0.00 0.00 0.00
Avionics.Queue
Aft Cargo Access Panels Open 16.2500 0.00 16.2500 16.2500 16.2500 16.2500
Up.Queue
Aft Cargo Area Final 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Aft Cargo Blankets Installation 0.00 0.00 0.00 0.00 0.00 0.00
and Close Up.Queue
Aft Cargo Blankets 0.00 0.00 0.00 0.00 0.00 0.00
Removal.Queue
Aft Cargo Corrosion Inhibiter 0.00 0.00 0.00 0.00 0.00 0.00
Application.Queue
Aft Cargo Door Lubrication.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Aft Cargo Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Aft Cargo Pre Inspection.Queue 2.0084 1.07 0.00 18.9068 0.00 18.9068
Aft Cargo Routine Cards.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Aircondition and Wheel Well 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Aircondition Area Access Panels 0.00 0.00 0.00 0.00 0.00 0.00
Close Up.Queue
Aircondition Area Corrosion 0.00 0.00 0.00 0.00 0.00 0.00
Inhibiter Application.Queue
Aircondition Area Final 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Aircondition Area Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Airframe Progresssing.Queue 810.42 2.15 785.16 834.70 785.16 834.70
APU and Area Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Time

Waiting Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
APU Baroscopic.Queue 0.00 0.00 0.00 0.00 0.00 0.00
APU Close Up and 0.00 0.00 0.00 0.00 0.00 0.00
Rectifications.Queue
APU Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
APU Operational Checks.Queue 0.00 0.00 0.00 0.00 0.00 0.00

APU Team House 0.00 0.00 0.00 0.00 0.00 0.00

Keeping.Queue
Area 10 CIC.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Final Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Inspection 1.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Leak Checks.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Lubrication.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Area 10 OK to Close.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Operational 0.00 0.00 0.00 0.00 0.00 0.00
Checks.Queue
Area 10 Panels In Place.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Panels Security V and H 0.00 0.00 0.00 0.00 0.00 0.00
Stabalizers.Queue
Area 10 Pre Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Routine Cards.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Stabalizer Jack Screw 0.00 0.00 0.00 0.00 0.00 0.00
Motors Servicing.Queue
Area 5 Cabin Non Routine Cards 0.00 0.00 0.00 0.00 0.00 0.00
and Operational Checks.Queue

Area 7 8 9 10 Avionics 0.00 0.00 0.00 0.00 0.00 0.00

Final.Queue
Area 7 Pre Inspection.Queue 0.3592 0.16 0.00 3.2788 0.00 3.2788
Area 8 Pre Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 9 Final Inspection.Queue 0.1908 0.34 0.00 16.7799 0.00 16.7799
Area 9 Inspection 1.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 9 Non Routine Cards.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Area 9 Routine Cards.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Avionics Progressing.Queue 628.72 2.98 591.58 659.55 591.58 659.55
Body and WIng Landing Gears 0.00 0.00 0.00 0.00 0.00 0.00
and Doors Lubrication.Queue
Breake Assembly Change.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Bulk and OFV Areas Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Bulk and OFV Areas Pre 0.7301 0.61 0.00 17.8934 0.00 17.8934
Inspection.Queue

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Time

Waiting Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Bulk and OFV Areas Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Bulk and OFV CIC and Blankets 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
Bulk and OFV Final 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Bulk and OFV Open Up and 16.2500 0.00 16.2500 16.2500 16.2500 16.2500
Blankets Removal.Queue
Cabin Carpet Replacement and 0.00 0.00 0.00 0.00 0.00 0.00
Close Up 1.Queue
Cabin Carpet Replacement and 0.00 0.00 0.00 0.00 0.00 0.00
Close Up 2.Queue
Cabin Carpet Replacement and 0.00 0.00 0.00 0.00 0.00 0.00
Close Up 3.Queue
Cabin Filters Replacement and 0.00 0.00 0.00 0.00 0.00 0.00
Routine Cards 2.Queue
Cabin Filters Replacement and 0.00 0.00 0.00 0.00 0.00 0.00
Routine Cards 3.Queue
Cabin Filters Replacement and 0.00 0.00 0.00 0.00 0.00 0.00
Routine Cards.Queue
Cabin Lubrication and CIC 0.00 0.00 0.00 0.00 0.00 0.00
1.Queue
Cabin Lubrication and CIC 0.00 0.00 0.00 0.00 0.00 0.00
2.Queue
Cabin Lubrication and CIC 0.00 0.00 0.00 0.00 0.00 0.00
3.Queue
Cabin Progressing.Queue 781.49 2.12 752.88 803.91 752.88 803.91
Canted Pressure Deck 0.00 0.00 0.00 0.00 0.00 0.00
Area.Queue
Captain and First Officer Seats 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
Captain and First Officer Seats 0.00 0.00 0.00 0.00 0.00 0.00
Removal.Queue
Cargo Door Rigging.Queue 0.00 0.00 0.00 0.00 0.00 0.00
CIC under Body Fairing Structure 0.00 0.00 0.00 0.00 0.00 0.00
CIC.Queue
Cockpit AV Connection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Cockpit Carpet 0.00 0.00 0.00 0.00 0.00 0.00
Replacement.Queue
Cockpit Close Up and Final 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Cockpit Pre Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Cockpit Routine and Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Corrosion Inhibiter and Prep 0.00 0.00 0.00 0.00 0.00 0.00
Close Up.Queue
Corrosion Inhibiter 0.00 0.00 0.00 0.00 0.00 0.00
Applications.Queue
Crew Rest Area.Queue 1.3040 0.89 0.00 16.9063 0.00 16.9063

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Time

Waiting Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Door Open Up.Queue 16.2500 0.00 16.2500 16.2500 16.2500 16.2500
Ducts Reinstallation.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Ducts Removal.Queue 0.00 0.00 0.00 0.00 0.00 0.00
E and E Blankets 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
E and E Floor Panels Close 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
EE and NLG and Station 111 Pre 0.00673453 0.01 0.00 0.6735 0.00 0.6735
Inspection.Queue
Electronic Equip and Station 111 0.00 0.00 0.00 0.00 0.00 0.00
CIC.Queue
Engine Boroscopic Close Up and 0.00 0.00 0.00 0.00 0.00 0.00
Rectification.Queue
Engine Boroscopic.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Engine Close Up.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Engine Health and 0.00 0.00 0.00 0.00 0.00 0.00
Fuunctions.Queue
Engine Oil Change and 0.00 0.00 0.00 0.00 0.00 0.00
Routine.Queue
Engineering Orders 5 EOs.Queue 0.00 0.00 0.00 0.00 0.00 0.00

EO 5312654 station 2598 Bolts 0.00 0.00 0.00 0.00 0.00 0.00
Removal for NDT.Queue
EO 531355.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 531433.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 541119.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 541180.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 571334.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 722047.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 731258.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 731292.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 781350.Queue 16.2500 0.00 16.2500 16.2500 16.2500 16.2500
EOs and Aft Cargo 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Fan Blades and Shaft 0.00 0.00 0.00 0.00 0.00 0.00
Lubrication.Queue
FDB EO.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Filter and Oil and Lubrication Plus 0.00 0.00 0.00 0.00 0.00 0.00
Routine Cards.Queue
Filter Replacement.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Filters Change and Oil 0.00 0.00 0.00 0.00 0.00 0.00
Routine.Queue
Final Area 5 Cabin 0.00 0.00 0.00 0.00 0.00 0.00
Avionics.Queue
Final Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Fire Bottle Extinguishers 0.00 0.00 0.00 0.00 0.00 0.00
Replacement.Queue

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Time

Waiting Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
FWD Body Fairing Open 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
FWD Body Fairing Panels Close 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
FWD Cargo Access Panels Close 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
FWD Cargo Blankets 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
FWD Cargo Blankets 0.00 0.00 0.00 0.00 0.00 0.00
Removal.Queue
FWD Cargo CIC.Queue 0.00 0.00 0.00 0.00 0.00 0.00
FWD Cargo Final 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
FWD Cargo Inspection 1.Queue 2.2272 1.12 0.00 22.1114 0.00 22.1114
FWD Cargo Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
FWD Cargo Pre 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
FWD Cargo Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Gally Lift Maintenance.Queue 0.02279890 0.02 0.00 0.4680 0.00 0.4680
Heat Exchanger 0.00 0.00 0.00 0.00 0.00 0.00
Reinstallation.Queue
Heat Exchanger Removal.Queue 0.00 0.00 0.00 0.00 0.00 0.00

HVDR EO.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Inspection 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Inspection Paper Work.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Inteegrated Drive Generator and 0.00 0.00 0.00 0.00 0.00 0.00
Routine.Queue
Leak Check and Close Up.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Left Wing Access Panels Close 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
Left Wing Area 0.00 0.00 0.00 0.00 0.00 0.00
Rectification.Queue
Left Wing corrosion Inhibiter 0.00 0.00 0.00 0.00 0.00 0.00
Application.Queue
Left Wing Final Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Left Wing Hydraulic Filters.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Left Wing Inspection 1.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Left Wing Inspection 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Left Wing Lubrication.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Left Wing Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Left Wing Routine Cards.Queue 0.00 0.00 0.00 0.00 0.00 0.00

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Time

Waiting Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Lines Cleaning and 0.00 0.00 0.00 0.00 0.00 0.00
Boroscopic.Queue
Lubrication.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Non Routine Cards 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Non Routine Cards 3.Queue 1.3040 0.89 0.00 16.9063 0.00 16.9063
Non Routine Cards and 16.2500 0.00 16.2500 16.2500 16.2500 16.2500
Operational Checks AF
Avionics.Queue
Non Routine Cards 0.00 0.00 0.00 0.00 0.00 0.00
Rectification.Queue
Non Routine Cards.Queue 0.02279890 0.02 0.00 0.4680 0.00 0.4680
Nose Landing Gear CIC.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Nose Landing Gear 0.00 0.00 0.00 0.00 0.00 0.00
Lubrication.Queue
Number 5 Flap Transmission 0.00 0.00 0.00 0.00 0.00 0.00
EO.Queue
Operational and Functional 0.00 0.00 0.00 0.00 0.00 0.00
Checks.Queue
Operational Checks A 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Operational Checks A 3.Queue 1.3040 0.89 0.00 16.9063 0.00 16.9063
Operational Checks A.Queue 0.02279890 0.02 0.00 0.4680 0.00 0.4680
Operational Checks B 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Operational Checks B 3.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Operational Checks B.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Operational Checks C 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Operational Checks C 3.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Operational Checks C.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Oxygen Cylinders 0.00 0.00 0.00 0.00 0.00 0.00
Replacement.Queue
Power Plant Progressing.Queue 712.96 2.18 687.96 742.67 687.96 742.67
Pre Inspection Phase 2.Queue 0.03532867 0.02 0.00 0.4914 0.00 0.4914
Pre Inspection Phase 3.Queue 0.03766688 0.02 0.00 0.4929 0.00 0.4929
Pre Inspection Phase.Queue 10.6694 0.55 5.2617 13.1652 5.2617 13.1652
Pre Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
RH Hydraulic Filters.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Right Wing Access Panels Close 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
Right Wing Access Panels Open 16.2500 0.00 16.2500 16.2500 16.2500 16.2500
Up.Queue
Right Wing corrosion Inhibiter 0.00 0.00 0.00 0.00 0.00 0.00
Application.Queue
Right Wing Final 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Right Wing Inspection 1.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Right Wing Inspection 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Time

Waiting Time Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Right Wing Lubrication.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Right Wing Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Right Wing Rectification.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Right Wing Routine Cards.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Stabalizer Bolts EO.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Station 111 Blankets 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
Stow Thrust Reverse Plus 0.00 0.00 0.00 0.00 0.00 0.00
Routine.Queue
Throttle Cable and Cargo Door 0.00 0.00 0.00 0.00 0.00 0.00
Lubrication.Queue
Tire Change.Queue 0.00 0.00 0.00 0.00 0.00 0.00
VIGV Rigging and Routine.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Waste Tanks Cleaning 0.00 0.00 0.00 0.00 0.00 0.00

Prep.Queue
Water Tanks Filters 0.00 0.00 0.00 0.00 0.00 0.00
Replacement.Queue
Window Water Service and 0.00 0.00 0.00 0.00 0.00 0.00
Routine.Queue
Zonal Inspection.Queue 0.9744 0.83 0.00 21.1726 0.00 21.1726
Zone 3 Open Up.Queue 16.0000 0.00 16.0000 16.0000 16.0000 16.0000
Other

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Other

Number Waiting Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
1 2 3 and 4 Fixed Fairings 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
1 2 3 and 4 Fixed Fairings 0.00 0.00 0.00 0.00 0.00 0.00
Removal.Queue
1 and 2 Turbines 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
1 and 2 Turbines Removal.Queue 0.00 0.00 0.00 0.00 0.00 0.00

3 and 4 Turbines 0.00 0.00 0.00 0.00 0.00 0.00

Installation.Queue
3 and 4 Turbines Removal.Queue 0.00 0.00 0.00 0.00 0.00 0.00

4 Engines Simulation.Queue 0.00 0.00 0.00 0.00 0.00 0.00

5 6 7 and 8 Fixed Fairings 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
5 6 7 and 8 Fixed Fairings 0.00 0.00 0.00 0.00 0.00 0.00
Removal.Queue
AC EO.Queue 0.00 0.00 0.00 0.00 0.00 0.00
AF Fuel EO Operational Checks 0.00 0.00 0.00 0.00 0.00 0.00
Avionics.Queue
Aft Cargo Access Panels Open 0.00780502 0.00 0.00757853 0.00805868 0.00 1.0000
Up.Queue
Aft Cargo Area Final 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Aft Cargo Blankets Installation 0.00 0.00 0.00 0.00 0.00 0.00
and Close Up.Queue
Aft Cargo Blankets 0.00 0.00 0.00 0.00 0.00 0.00
Removal.Queue
Aft Cargo Corrosion Inhibiter 0.00 0.00 0.00 0.00 0.00 0.00
Application.Queue
Aft Cargo Door Lubrication.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Aft Cargo Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Aft Cargo Pre Inspection.Queue 0.00250489 0.00 0.00 0.02365631 0.00 1.0000
Aft Cargo Routine Cards.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Aircondition Access Panels Open 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
Aircondition and Wheel Well 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Aircondition Area Access Panels 0.00 0.00 0.00 0.00 0.00 0.00
Close Up.Queue
Aircondition Area Corrosion 0.00 0.00 0.00 0.00 0.00 0.00
Inhibiter Application.Queue
Aircondition Area Final 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Aircondition Area Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Airframe Progresssing.Queue 0.9994 0.00 0.9901 1.0000 0.00 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Other

Number Waiting Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
APU and Area Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
APU Baroscopic.Queue 0.00 0.00 0.00 0.00 0.00 0.00
APU Close Up and 0.00 0.00 0.00 0.00 0.00 0.00
Rectifications.Queue
APU Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
APU Operational Checks.Queue 0.00 0.00 0.00 0.00 0.00 0.00

APU Team House 0.00 0.00 0.00 0.00 0.00 0.00

Keeping.Queue
APU Test.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 CIC.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Final Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Inspection 1.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Leak Checks.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Lubrication.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Area 10 OK to Close.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Operational 0.00 0.00 0.00 0.00 0.00 0.00
Checks.Queue
Area 10 Panels In Place.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Panels Security V and H 0.00 0.00 0.00 0.00 0.00 0.00
Stabalizers.Queue
Area 10 Pre Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Routine Cards.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 10 Stabalizer Jack Screw 0.00 0.00 0.00 0.00 0.00 0.00
Motors Servicing.Queue
Area 5 Cabin Non Routine Cards 0.00 0.00 0.00 0.00 0.00 0.00
and Operational Checks.Queue

Area 6 Cockpit Operational 0.00 0.00 0.00 0.00 0.00 0.00

Checks Avionics.Queue
Area 7 8 9 10 Avionics 0.00 0.00 0.00 0.00 0.00 0.00
Final.Queue
Area 7 Pre Inspection.Queue 0.00045107 0.00 0.00 0.00417698 0.00 1.0000
Area 8 Pre Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 9 Final Inspection.Queue 0.00024235 0.00 0.00 0.02134612 0.00 1.0000
Area 9 Inspection 1.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Area 9 Non Routine Cards.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Area 9 Routine Cards.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Avionics Progressing.Queue 0.7727 0.00 0.7245 0.8244 0.00 1.0000
Body and WIng Landing Gears 0.00 0.00 0.00 0.00 0.00 0.00
and Doors Lubrication.Queue

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Other

Number Waiting Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Break Assembly Change.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Bulk and OFV Areas Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Bulk and OFV Areas Pre 0.00091069 0.00 0.00 0.02234733 0.00 1.0000
Inspection.Queue
Bulk and OFV Areas Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Bulk and OFV CIC and Blankets 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
Bulk and OFV Final 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Bulk and OFV Open Up and 0.00780502 0.00 0.00757853 0.00805868 0.00 1.0000
Blankets Removal.Queue
Cabin Carpet Replacement and 0.00 0.00 0.00 0.00 0.00 0.00
Close up 1.Queue
Cabin Carpet Replacement and 0.00 0.00 0.00 0.00 0.00 0.00
Close Up 2.Queue
Cabin Carpet Replacement and 0.00 0.00 0.00 0.00 0.00 0.00
Close up 3.Queue
Cabin Filters Replacement and 0.00 0.00 0.00 0.00 0.00 0.00
Routine Cards 2.Queue
Cabin Filters Replacement and 0.00 0.00 0.00 0.00 0.00 0.00
Routine Cards 3.Queue
Cabin Filters Replacement and 0.00 0.00 0.00 0.00 0.00 0.00
Routine Cards.Queue
Cabin Lubrication and CIC 0.00 0.00 0.00 0.00 0.00 0.00
1.Queue
Cabin Lubrication and CIC 0.00 0.00 0.00 0.00 0.00 0.00
2.Queue
Cabin Lubrication and CIC 0.00 0.00 0.00 0.00 0.00 0.00
3.Queue
Cabin Progressing.Queue 0.9635 0.00 0.9253 1.0000 0.00 1.0000
Canted Pressure Deck 0.00 0.00 0.00 0.00 0.00 0.00
Area.Queue
Captain and First Officer Seats 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
Captain and First Officer Seats 0.00 0.00 0.00 0.00 0.00 0.00
Removal.Queue
Cargo Door Rigging.Queue 0.00 0.00 0.00 0.00 0.00 0.00
CIC under Body Fairing Structure 0.00 0.00 0.00 0.00 0.00 0.00
CIC.Queue
Cockpit AV Connection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Cockpit Carpet 0.00 0.00 0.00 0.00 0.00 0.00
Replacement.Queue
Cockpit Close Up and Final 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Cockpit Open Up and 0.00 0.00 0.00 0.00 0.00 0.00
Disconnection.Queue
Cockpit Pre Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Other

Number Waiting Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Cockpit Routine and Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Corrosion Inhibiter and Prep 0.00 0.00 0.00 0.00 0.00 0.00
Close Up.Queue
Corrosion Inhibiter 0.00 0.00 0.00 0.00 0.00 0.00
Applications.Queue
Crew Rest Area.Queue 0.00163021 0.00 0.00 0.02138074 0.00 1.0000
Door Open Up.Queue 0.00780502 0.00 0.00757853 0.00805868 0.00 1.0000
Ducts Reinstallation.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Ducts Removal.Queue 0.00 0.00 0.00 0.00 0.00 0.00
E and E Blankets 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
E and E Floor Panels Close 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
E and E Blanket Removal Floor 0.00 0.00 0.00 0.00 0.00 0.00
Panels Open Up.Queue
EE and NLG and Station 111 Pre 0.00000839 0.00 0.00 0.00083918 0.00 1.0000
Inspection.Queue
Electronic Equip and Station 111 0.00 0.00 0.00 0.00 0.00 0.00
CIC.Queue
Engine Boroscopic Close Up and 0.00 0.00 0.00 0.00 0.00 0.00
Rectification.Queue
Engine Boroscopic.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Engine Close Up.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Engine Health and 0.00 0.00 0.00 0.00 0.00 0.00
Fuunctions.Queue
Engine Oil Change and 0.00 0.00 0.00 0.00 0.00 0.00
Routine.Queue
Engine Open Up.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Engineering Orders 5 EOs.Queue 0.00 0.00 0.00 0.00 0.00 0.00

EO 5312654 station 2598 Bolts 0.00 0.00 0.00 0.00 0.00 0.00
Removal for NDT.Queue
EO 531355.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 531433.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 541119.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 541180.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 571334.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 722047.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 731258.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 731292.Queue 0.00 0.00 0.00 0.00 0.00 0.00
EO 781350.Queue 0.00780502 0.00 0.00757853 0.00805868 0.00 1.0000
EOs and Aft Cargo 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Fan Blades and Shaft 0.00 0.00 0.00 0.00 0.00 0.00
Lubrication.Queue
FDB EO.Queue 0.00 0.00 0.00 0.00 0.00 0.00

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Other

Number Waiting Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Filter and Oil and Lubrication Plus 0.00 0.00 0.00 0.00 0.00 0.00
Routine Cards.Queue
Filter Replacement.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Filters Change and Oil 0.00 0.00 0.00 0.00 0.00 0.00
Routine.Queue
Final Area 5 Cabin 0.00 0.00 0.00 0.00 0.00 0.00
Avionics.Queue
Final Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Fire Bottle Extinguishers 0.00 0.00 0.00 0.00 0.00 0.00
Replacement.Queue
Forward Cargo Access Panels 0.00 0.00 0.00 0.00 0.00 0.00
Open Up.Queue
FWD Body Fairing Open 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
FWD Body Fairing Panels Close 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
FWD Cargo Access Panels Close 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
FWD Cargo Blankets 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
FWD Cargo Blankets 0.00 0.00 0.00 0.00 0.00 0.00
Removal.Queue
FWD Cargo CIC.Queue 0.00 0.00 0.00 0.00 0.00 0.00
FWD Cargo Final 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
FWD Cargo Inspection 1.Queue 0.00278222 0.00 0.00 0.02768737 0.00 1.0000
FWD Cargo Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
FWD Cargo Pre 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
FWD Cargo Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Galley Lift Maintenance.Queue 0.00002846 0.00 0.00 0.00058146 0.00 1.0000
Heat Exchanger 0.00 0.00 0.00 0.00 0.00 0.00
Reinstallation.Queue
Heat Exchanger Removal.Queue 0.00 0.00 0.00 0.00 0.00 0.00

HVDR EO.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Inspection 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Inspection Paper Work.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Integrated Drive Generator and 0.00 0.00 0.00 0.00 0.00 0.00
Routine.Queue
Leak Check and Close Up.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Left Wing Access Panels Close 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
Left Wing Access Panels Open 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Other

Number Waiting Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Left Wing Area 0.00 0.00 0.00 0.00 0.00 0.00
Rectification.Queue
Left Wing corrosion Inhibiter 0.00 0.00 0.00 0.00 0.00 0.00
Application.Queue
Left Wing Final Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Left Wing Hydraulic Filters.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Left Wing Inspection 1.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Left Wing Inspection 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Left Wing Lubrication.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Left Wing Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Left Wing Routine Cards.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Lines Cleaning and 0.00 0.00 0.00 0.00 0.00 0.00
Boroscopic.Queue
Lubrication.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Non Routine Cards 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Non Routine Cards 3.Queue 0.00163021 0.00 0.00 0.02138074 0.00 1.0000
Non Routine Cards and 0.00780502 0.00 0.00757853 0.00805868 0.00 1.0000
Operational Checks AF
Avionics.Queue
Non Routine Cards 0.00 0.00 0.00 0.00 0.00 0.00
Rectification.Queue
Non Routine Cards.Queue 0.00002846 0.00 0.00 0.00058146 0.00 1.0000
Nose Landing Gear CIC.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Nose Landing Gear 0.00 0.00 0.00 0.00 0.00 0.00
Lubrication.Queue
Number 4 Flap Transmission 0.00 0.00 0.00 0.00 0.00 0.00
EO.Queue
Number 5 Flap Transmission 0.00 0.00 0.00 0.00 0.00 0.00
EO.Queue
Operational and Functional 0.00 0.00 0.00 0.00 0.00 0.00
Checks.Queue
Operational Checks A 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Operational Checks A 3.Queue 0.00163021 0.00 0.00 0.02138074 0.00 1.0000
Operational Checks A.Queue 0.00002846 0.00 0.00 0.00058146 0.00 1.0000
Operational Checks B 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Operational Checks B 3.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Operational Checks B.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Operational Checks C 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Operational Checks C 3.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Operational Checks C.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Oxygen Cylinders 0.00 0.00 0.00 0.00 0.00 0.00
Replacement.Queue
Power Plant Progressing.Queue 0.8778 0.00 0.8342 0.9256 0.00 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Queue

Other

Number Waiting Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Pre Inspection Phase 2.Queue 0.00004408 0.00 0.00 0.00061381 0.00 1.0000
Pre Inspection Phase 3.Queue 0.00004701 0.00 0.00 0.00062272 0.00 1.0000
Pre Inspection Phase.Queue 0.01332308 0.00 0.00655880 0.01669076 0.00 1.0000
Pre Inspection.Queue 0.00 0.00 0.00 0.00 0.00 0.00
RH Hydraulic Filters.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Right Wing Access Panels Close 0.00 0.00 0.00 0.00 0.00 0.00
Up.Queue
Right Wing Access Panels Open 0.00780502 0.00 0.00757853 0.00805868 0.00 1.0000
Up.Queue
Right Wing corrosion Inhibiter 0.00 0.00 0.00 0.00 0.00 0.00
Application.Queue
Right Wing Final 0.00 0.00 0.00 0.00 0.00 0.00
Inspection.Queue
Right Wing Inspection 1.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Right Wing Inspection 2.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Right Wing Lubrication.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Right Wing Non Routine 0.00 0.00 0.00 0.00 0.00 0.00
Cards.Queue
Right Wing Rectification.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Right Wing Routine Cards.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Stabilizer Bolts EO.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Station 111 Blankets 0.00 0.00 0.00 0.00 0.00 0.00
Installation.Queue
Stow Thrust Reverse Plus 0.00 0.00 0.00 0.00 0.00 0.00
Routine.Queue
Throttle Cable and Cargo Door 0.00 0.00 0.00 0.00 0.00 0.00
Lubrication.Queue
Tire Change.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Vertical and Horizontal Stabilizers 0.00 0.00 0.00 0.00 0.00 0.00
Panels Open Up.Queue

VIGV Rigging and Routine.Queue 0.00 0.00 0.00 0.00 0.00 0.00

Waste Tanks Cleaning 0.00 0.00 0.00 0.00 0.00 0.00

Prep.Queue
Water Tanks Filters 0.00 0.00 0.00 0.00 0.00 0.00
Replacement.Queue
Window Water Service and 0.00 0.00 0.00 0.00 0.00 0.00
Routine.Queue
Zonal Inspection.Queue 0.00121057 0.00 0.00 0.02702197 0.00 1.0000
Zone 1 Open Up.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Zone 2 Open Up.Queue 0.00 0.00 0.00 0.00 0.00 0.00
Zone 3 Open Up.Queue 0.00749282 0.00 0.00727539 0.00773633 0.00 1.0000

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Replications: 100 Time Units: Hours

Resource

Usage

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Resource

Usage

Instantaneous Utilization Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
APU Inspector 1 0.1563 0.01 0.06422393 0.2626 0.00 1.0000
APU Junior 1 0.3218 0.02 0.1488 0.5152 0.00 1.0000
APU Junior 2 0.5573 0.05 0.2101 0.8732 0.00 1.0000
APU Senior 1 0.3750 0.02 0.1744 0.5317 0.00 1.0000
APU Senior 2 0.5609 0.05 0.2142 0.8881 0.00 1.0000
Avionics Junior 1 0.6304 0.00 0.5855 0.6742 0.00 1.0000
Avionics Junior 2 0.5923 0.01 0.5323 0.6555 0.00 1.0000
Avionics Junior 3 0.6044 0.00 0.5519 0.6443 0.00 1.0000
Avionics Senior 1 0.1886 0.00 0.1752 0.2041 0.00 1.0000
Avionics Senior 2 0.1906 0.00 0.1759 0.2068 0.00 1.0000
Avionics Senior 3 0.1962 0.00 0.1851 0.2088 0.00 1.0000
Cabin Crew 1 0.00207924 0.00 0.00146173 0.00271515 0.00 1.0000
Cabin Crew 2 0.00325944 0.00 0.00245170 0.00379255 0.00 0.5000
Cabin Crew 3 0.00264859 0.00 0.00220606 0.00304733 0.00 0.2000
Cabin Inspector 1 0.01889249 0.00 0.01523416 0.02237964 0.00 1.0000
Cabin Inspector 2 0.01856974 0.00 0.01506315 0.02224212 0.00 1.0000
Cabin Inspector 3 0.01890008 0.00 0.01502704 0.02267093 0.00 1.0000
Cockpit Inspector 0.1359 0.01 0.04713939 0.1870 0.00 1.0000
Crew 1 Team 1 0.04338211 0.00 0.04057788 0.04632629 0.00 0.5000
Crew 1 Team 2 0.06444476 0.00 0.06188615 0.06709317 0.00 0.5000
Crew 1 Team 3 0.04366925 0.00 0.04085809 0.04644304 0.00 0.5000
Crew 2 Team 1 0.04057782 0.00 0.03840695 0.04326319 0.00 0.3333
Crew 2 Team 2 0.06208967 0.00 0.05942463 0.06447102 0.00 0.3333
Crew 2 Team 3 0.04270910 0.00 0.04016349 0.04526665 0.00 0.3333
Crew 3 Team 1 0.03876376 0.00 0.03663855 0.04103856 0.00 0.3333
Crew 3 Team 2 0.05727391 0.00 0.05501201 0.06007304 0.00 0.3333
Crew 3 Team 3 0.03887005 0.00 0.03686885 0.04086331 0.00 0.3333
Engine 1 Inspector 0.01447402 0.00 0.01094439 0.01740208 0.00 1.0000
Engine 1 Junior 0.4015 0.04 0.1952 0.8147 0.00 1.0000
Engine 1 Senior 0.5680 0.04 0.1965 0.8199 0.00 1.0000
Engine 2 Inspector 0.01435672 0.00 0.01157281 0.01743344 0.00 1.0000
Engine 2 Junior 0.2039 0.00 0.1900 0.2170 0.00 1.0000
Engine 2 Senior 0.7575 0.01 0.6901 0.8112 0.00 1.0000
Engine 3 Inspector 0.01428114 0.00 0.01193049 0.01714978 0.00 1.0000
Engine 3 Junior 0.5049 0.04 0.2056 0.8217 0.00 1.0000
Engine 3 Senior 0.5107 0.04 0.2092 0.8249 0.00 1.0000
Engine 4 Inspector 0.01442720 0.00 0.01081709 0.01704294 0.00 1.0000
Engine 4 Junior 0.4959 0.04 0.2014 0.7804 0.00 1.0000
Engine 4 Senior 0.5186 0.04 0.2712 0.8834 0.00 1.0000
Air frame Inspector 1 0.01753994 0.00 0.01366148 0.02077609 0.00 1.0000
Air frame Inspector 2 0.01147255 0.00 0.00878222 0.01425536 0.00 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Resource

Usage

Instantaneous Utilization Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Air frame Inspector 3 0.01744386 0.00 0.01303726 0.02127015 0.00 1.0000
Air frame Inspector 4 0.01236670 0.00 0.00951663 0.01641443 0.00 1.0000
Air frame Inspector 5 0.01601712 0.00 0.01279190 0.01893142 0.00 1.0000
Air frame Inspector 6 0.01113232 0.00 0.00852542 0.01393882 0.00 1.0000
Air frame Junior 1 0.6191 0.05 0.2268 0.9238 0.00 1.0000
Air frame Junior 2 0.3877 0.04 0.1843 0.7889 0.00 1.0000
Air frame Junior 3 0.4687 0.05 0.2325 0.9408 0.00 1.0000
Air frame Junior 4 0.3240 0.03 0.1910 0.7188 0.00 1.0000
Air frame Junior 5 0.4063 0.03 0.1844 0.7120 0.00 1.0000
Air frame Junior 6 0.6780 0.06 0.2525 0.9909 0.00 1.0000
Air frame Junior 7 0.5526 0.06 0.2252 0.9549 0.00 1.0000
Air frame Junior 8 0.6019 0.06 0.2387 0.9623 0.00 1.0000
Air frame Junior 9 0.3783 0.04 0.1949 0.7422 0.00 1.0000
Air frame Senior 1 0.4661 0.05 0.2188 0.9160 0.00 1.0000
Air frame Senior 2 0.5339 0.04 0.1993 0.7873 0.00 1.0000
Air frame Senior 3 0.6569 0.05 0.2401 0.9272 0.00 1.0000
Air frame Senior 4 0.5661 0.03 0.1755 0.7316 0.00 1.0000
Air frame Senior 5 0.4410 0.03 0.1746 0.6585 0.00 1.0000
Air frame Senior 6 0.5394 0.06 0.2541 0.9902 0.00 1.0000
Air frame Senior 7 0.5929 0.06 0.2301 0.9572 0.00 1.0000
Air frame Senior 8 0.5676 0.06 0.2395 0.9645 0.00 1.0000
Air frame Senior 9 0.5745 0.04 0.1987 0.8113 0.00 1.0000
Senior AV Cockpit Technician 0.1173 0.00 0.0964 0.1301 0.00 1.0000
Senior Cockpit Technician 0.2143 0.01 0.1803 0.3106 0.00 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Resource

Usage

Number Busy Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
APU Inspector 1 0.1563 0.01 0.06422393 0.2626 0.00 1.0000
APU Junior 1 0.3218 0.02 0.1488 0.5152 0.00 1.0000
APU Junior 2 0.5573 0.05 0.2101 0.8732 0.00 1.0000
APU Senior 1 0.3750 0.02 0.1744 0.5317 0.00 1.0000
APU Senior 2 0.5609 0.05 0.2142 0.8881 0.00 1.0000
Avionics Junior 1 0.6304 0.00 0.5855 0.6742 0.00 1.0000
Avionics Junior 2 0.5923 0.01 0.5323 0.6555 0.00 1.0000
Avionics Junior 3 0.6044 0.00 0.5519 0.6443 0.00 1.0000
Avionics Senior 1 0.1886 0.00 0.1752 0.2041 0.00 1.0000
Avionics Senior 2 0.1906 0.00 0.1759 0.2068 0.00 1.0000
Avionics Senior 3 0.1962 0.00 0.1851 0.2088 0.00 1.0000
Cabin Crew 1 0.00931685 0.00 0.00693677 0.01211488 0.00 1.0000
Cabin Crew 2 0.01498083 0.00 0.01242820 0.01754117 0.00 1.0000
Cabin Crew 3 0.01751833 0.00 0.01493064 0.02022570 0.00 1.0000
Cabin Inspector 1 0.01889249 0.00 0.01523416 0.02237964 0.00 1.0000
Cabin Inspector 2 0.01856974 0.00 0.01506315 0.02224212 0.00 1.0000
Cabin Inspector 3 0.01890008 0.00 0.01502704 0.02267093 0.00 1.0000
Cockpit Inspector 0.1359 0.01 0.04713939 0.1870 0.00 1.0000
Crew 1 Team 1 0.1471 0.00 0.1378 0.1570 0.00 1.0000
Crew 1 Team 2 0.2186 0.00 0.2100 0.2278 0.00 1.0000
Crew 1 Team 3 0.1481 0.00 0.1385 0.1575 0.00 1.0000
Crew 2 Team 1 0.1472 0.00 0.1390 0.1568 0.00 1.0000
Crew 2 Team 2 0.2253 0.00 0.2159 0.2341 0.00 1.0000
Crew 2 Team 3 0.1549 0.00 0.1456 0.1645 0.00 1.0000
Crew 3 Team 1 0.1475 0.00 0.1393 0.1561 0.00 1.0000
Crew 3 Team 2 0.2179 0.00 0.2092 0.2284 0.00 1.0000
Crew 3 Team 3 0.1479 0.00 0.1404 0.1554 0.00 1.0000
Engine 1 Inspector 0.01447402 0.00 0.01094439 0.01740208 0.00 1.0000
Engine 1 Junior 0.4015 0.04 0.1952 0.8147 0.00 1.0000
Engine 1 Senior 0.5680 0.04 0.1965 0.8199 0.00 1.0000
Engine 2 Inspector 0.01435672 0.00 0.01157281 0.01743344 0.00 1.0000
Engine 2 Junior 0.2039 0.00 0.1900 0.2170 0.00 1.0000
Engine 2 Senior 0.7575 0.01 0.6901 0.8112 0.00 1.0000
Engine 3 Inspector 0.01428114 0.00 0.01193049 0.01714978 0.00 1.0000
Engine 3 Junior 0.5049 0.04 0.2056 0.8217 0.00 1.0000
Engine 3 Senior 0.5107 0.04 0.2092 0.8249 0.00 1.0000
Engine 4 Inspector 0.01442720 0.00 0.01081709 0.01704294 0.00 1.0000
Engine 4 Junior 0.4959 0.04 0.2014 0.7804 0.00 1.0000
Engine 4 Senior 0.5186 0.04 0.2712 0.8834 0.00 1.0000
Air frame Inspector 1 0.01753994 0.00 0.01366148 0.02077609 0.00 1.0000
Air frame Inspector 2 0.01147255 0.00 0.00878222 0.01425536 0.00 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Resource

Usage

Number Busy Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Air frame Inspector 3 0.01744386 0.00 0.01303726 0.02127015 0.00 1.0000
Air frame Inspector 4 0.01236670 0.00 0.00951663 0.01641443 0.00 1.0000
Air frame Inspector 5 0.01601712 0.00 0.01279190 0.01893142 0.00 1.0000
Air frame Inspector 6 0.01113232 0.00 0.00852542 0.01393882 0.00 1.0000
Air frame Junior 1 0.6191 0.05 0.2268 0.9238 0.00 1.0000
Air frame Junior 2 0.3877 0.04 0.1843 0.7889 0.00 1.0000
Air frame Junior 3 0.4687 0.05 0.2325 0.9408 0.00 1.0000
Air frame Junior 4 0.3240 0.03 0.1910 0.7188 0.00 1.0000
Air frame Junior 5 0.4063 0.03 0.1844 0.7120 0.00 1.0000
Air frame Junior 6 0.6780 0.06 0.2525 0.9909 0.00 1.0000
Air frame Junior 7 0.5526 0.06 0.2252 0.9549 0.00 1.0000
Air frame Junior 8 0.6019 0.06 0.2387 0.9623 0.00 1.0000
Air frame Junior 9 0.3783 0.04 0.1949 0.7422 0.00 1.0000
Air frame Senior 1 0.4661 0.05 0.2188 0.9160 0.00 1.0000
Air frame Senior 2 0.5339 0.04 0.1993 0.7873 0.00 1.0000
Air frame Senior 3 0.6569 0.05 0.2401 0.9272 0.00 1.0000
Air frame Senior 4 0.5661 0.03 0.1755 0.7316 0.00 1.0000
Air frame Senior 5 0.4410 0.03 0.1746 0.6585 0.00 1.0000
Air frame Senior 6 0.5394 0.06 0.2541 0.9902 0.00 1.0000
Air frame Senior 7 0.5929 0.06 0.2301 0.9572 0.00 1.0000
Air frame Senior 8 0.5676 0.06 0.2395 0.9645 0.00 1.0000
Air frame Senior 9 0.5745 0.04 0.1987 0.8113 0.00 1.0000
Senior AV Cockpit Technician 0.1173 0.00 0.0964 0.1301 0.00 1.0000
Senior Cockpit Technician 0.2143 0.01 0.1803 0.3106 0.00 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Resource

Usage

Number Scheduled Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
APU Inspector 1 0.2575 0.00 0.2552 0.2607 0.00 1.0000
APU Junior 1 0.2575 0.00 0.2552 0.2607 0.00 1.0000
APU Junior 2 0.2575 0.00 0.2552 0.2607 0.00 1.0000
APU Senior 1 0.2575 0.00 0.2552 0.2607 0.00 1.0000
APU Senior 2 0.2575 0.00 0.2552 0.2607 0.00 1.0000
Avionics Junior 1 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Avionics Junior 2 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Avionics Junior 3 0.2575 0.00 0.2552 0.2607 0.00 1.0000
Avionics Senior 1 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Avionics Senior 2 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Avionics Senior 3 0.2575 0.00 0.2552 0.2607 0.00 1.0000
Cabin Crew 1 1.6626 0.00 1.6373 1.6814 0.00 9.0000
Cabin Crew 2 1.6776 0.00 1.6584 1.6906 0.00 9.0000
Cabin Crew 3 1.9679 0.00 1.9482 1.9836 0.00 9.0000
Cabin Inspector 1 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Cabin Inspector 2 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Cabin Inspector 3 0.2575 0.00 0.2552 0.2607 0.00 1.0000
Cockpit Inspector 0.2682 0.00 0.2662 0.2716 0.00 1.0000
Crew 1 Team 1 0.9491 0.00 0.9421 0.9604 0.00 4.0000
Crew 1 Team 2 0.9491 0.00 0.9421 0.9604 0.00 4.0000
Crew 1 Team 3 0.9491 0.00 0.9421 0.9604 0.00 4.0000
Crew 2 Team 1 1.0048 0.00 0.9934 1.0125 0.00 4.0000
Crew 2 Team 2 1.0048 0.00 0.9934 1.0125 0.00 4.0000
Crew 2 Team 3 1.0048 0.00 0.9934 1.0125 0.00 4.0000
Crew 3 Team 1 1.0462 0.00 1.0358 1.0560 0.00 4.0000
Crew 3 Team 2 1.0462 0.00 1.0358 1.0560 0.00 4.0000
Crew 3 Team 3 1.0462 0.00 1.0358 1.0560 0.00 4.0000
Engine 1 Inspector 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Engine 1 Junior 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Engine 1 Senior 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Engine 2 Inspector 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Engine 2 Junior 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Engine 2 Senior 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Engine 3 Inspector 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Engine 3 Junior 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Engine 3 Senior 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Engine 4 Inspector 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Engine 4 Junior 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Engine 4 Senior 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Air frame Inspector 1 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Air frame Inspector 2 0.2673 0.00 0.2646 0.2698 0.00 1.0000

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Values Across All Replications

747

Replications: 100 Time Units: Hours

Resource

Usage

Number Scheduled Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Air frame Inspector 3 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Air frame Inspector 4 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Air frame Inspector 5 0.2575 0.00 0.2552 0.2607 0.00 1.0000
Air frame Inspector 6 0.2575 0.00 0.2552 0.2607 0.00 1.0000
Air frame Junior 1 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Air frame Junior 2 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Air frame Junior 3 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Air frame Junior 4 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Air frame Junior 5 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Air frame Junior 6 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Air frame Junior 7 0.2575 0.00 0.2552 0.2607 0.00 1.0000
Air frame Junior 8 0.2575 0.00 0.2552 0.2607 0.00 1.0000
Air frame Junior 9 0.2575 0.00 0.2552 0.2607 0.00 1.0000
Air frame Senior 1 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Air frame Senior 2 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Air frame Senior 3 0.2673 0.00 0.2646 0.2698 0.00 1.0000
Air frame Senior 4 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Air frame Senior 5 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Air frame Senior 6 0.2623 0.00 0.2596 0.2646 0.00 1.0000
Air frame Senior 7 0.2575 0.00 0.2552 0.2607 0.00 1.0000
Air frame Senior 8 0.2575 0.00 0.2552 0.2607 0.00 1.0000
Air frame Senior 9 0.2575 0.00 0.2552 0.2607 0.00 1.0000
Senior AV Cockpit Technician 0.2682 0.00 0.2662 0.2716 0.00 1.0000
Senior Cockpit Technician 0.2682 0.00 0.2662 0.2716 0.00 1.0000

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07:13:24‫م‬ Category Overview 2014 ,9 ‫ﯾﻧﺎﯾر‬
Values Across All Replications

747

Replications: 100 Time Units: Hours

Resource

Usage

Scheduled Utilization Minimum Maximum

Average Half Width Average Average
APU Inspector 1 0.6069 0.04 0.2495 1.0185
APU Junior 1 1.2496 0.08 0.5738 2.0190
APU Junior 2 2.1642 0.19 0.8111 3.3551
APU Senior 1 1.4565 0.07 0.6751 2.0594
APU Senior 2 2.1784 0.19 0.8302 3.4168
Avionics Junior 1 2.3584 0.01 2.2037 2.5098
Avionics Junior 2 2.2580 0.02 2.0141 2.5040
Avionics Junior 3 2.3473 0.02 2.1398 2.5046
Avionics Senior 1 0.7054 0.00 0.6587 0.7677
Avionics Senior 2 0.7266 0.01 0.6654 0.7941
Avionics Senior 3 0.7619 0.00 0.7176 0.8115
Cabin Crew 1 0.00560487 0.00 0.00416010 0.00736200
Cabin Crew 2 0.00893051 0.00 0.00746681 0.01049496
Cabin Crew 3 0.00890198 0.00 0.00753674 0.01022190
Cabin Inspector 1 0.07067898 0.00 0.05658029 0.08407817
Cabin Inspector 2 0.07079882 0.00 0.05737805 0.08487460
Cabin Inspector 3 0.07340107 0.00 0.05831891 0.08828782
Cockpit Inspector 0.5067 0.03 0.1755 0.6971
Crew 1 Team 1 0.1550 0.00 0.1451 0.1655
Crew 1 Team 2 0.2303 0.00 0.2212 0.2402
Crew 1 Team 3 0.1561 0.00 0.1461 0.1663
Crew 2 Team 1 0.1465 0.00 0.1394 0.1571
Crew 2 Team 2 0.2242 0.00 0.2136 0.2338
Crew 2 Team 3 0.1542 0.00 0.1439 0.1637
Crew 3 Team 1 0.1410 0.00 0.1336 0.1484
Crew 3 Team 2 0.2083 0.00 0.2004 0.2199
Crew 3 Team 3 0.1413 0.00 0.1347 0.1492
Engine 1 Inspector 0.05414616 0.00 0.04109583 0.06504978
Engine 1 Junior 1.5015 0.16 0.7355 3.0260
Engine 1 Senior 2.1253 0.16 0.7342 3.0955
Engine 2 Inspector 0.05370481 0.00 0.04319187 0.06478785
Engine 2 Junior 0.7629 0.00 0.7096 0.8145
Engine 2 Senior 2.8337 0.02 2.5771 3.0289
Engine 3 Inspector 0.05444302 0.00 0.04557372 0.06563693
Engine 3 Junior 1.9246 0.17 0.7791 3.1406
Engine 3 Senior 1.9470 0.17 0.7960 3.1652
Engine 4 Inspector 0.05499806 0.00 0.04095115 0.06453092
Engine 4 Junior 1.8900 0.17 0.7660 2.9843
Engine 4 Senior 1.9776 0.17 1.0397 3.3559
Air frame Inspector 1 0.06561578 0.00 0.05080851 0.07821109
Air frame Inspector 2 0.04291570 0.00 0.03278229 0.05301974

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07:13:24‫م‬ Category Overview 2014 ,9 ‫ﯾﻧﺎﯾر‬
Values Across All Replications

747

Replications: 100 Time Units: Hours

Resource

Usage

Scheduled Utilization Minimum Maximum

Average Half Width Average Average
Air frame Inspector 3 0.06649787 0.00 0.04951326 0.08161665
Air frame Inspector 4 0.04714683 0.00 0.03618110 0.06285056
Air frame Inspector 5 0.06220512 0.00 0.04957771 0.07299916
Air frame Inspector 6 0.04323375 0.00 0.03334103 0.05430404
Air frame Junior 1 2.3154 0.20 0.8558 3.4477
Air frame Junior 2 1.4502 0.14 0.6875 2.9443
Air frame Junior 3 1.7534 0.19 0.8635 3.5520
Air frame Junior 4 1.2355 0.13 0.7234 2.7446
Air frame Junior 5 1.5492 0.12 0.6979 2.7049
Air frame Junior 6 2.5855 0.23 0.9554 3.7750
Air frame Junior 7 2.1465 0.25 0.8752 3.7071
Air frame Junior 8 2.3372 0.23 0.9277 3.7484
Air frame Junior 9 1.4692 0.15 0.7567 2.8956
Air frame Senior 1 1.7444 0.20 0.8168 3.4184
Air frame Senior 2 1.9975 0.14 0.7464 2.9685
Air frame Senior 3 2.4576 0.19 0.8927 3.4873
Air frame Senior 4 2.1578 0.13 0.6643 2.7702
Air frame Senior 5 1.6809 0.12 0.6683 2.5127
Air frame Senior 6 2.0558 0.23 0.9658 3.7847
Air frame Senior 7 2.3023 0.24 0.8999 3.7212
Air frame Senior 8 2.2047 0.23 0.9321 3.7447
Air frame Senior 9 2.2310 0.15 0.7740 3.1496
Senior AV Cockpit Technician 0.4373 0.01 0.3584 0.4872
Senior Cockpit Technician 0.7988 0.03 0.6748 1.1540

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07:13:24‫م‬ Category Overview 2014 ,9 ‫ﯾﻧﺎﯾر‬
Values Across All Replications

747

Replications: 100 Time Units: Hours

Resource

Usage

Total Number Seized Minimum Maximum

Average Half Width Average Average
APU Inspector 1 3.0000 0.00 3.0000 3.0000
APU Junior 1 7.0000 0.00 7.0000 7.0000
APU Junior 2 5.0000 0.00 5.0000 5.0000
APU Senior 1 8.0000 0.00 8.0000 8.0000
APU Senior 2 5.0000 0.00 5.0000 5.0000
Avionics Junior 1 2.0000 0.00 2.0000 2.0000
Avionics Junior 2 1.0000 0.00 1.0000 1.0000
Avionics Junior 3 2.0000 0.00 2.0000 2.0000
Avionics Senior 1 2.8000 0.08 2.0000 3.0000
Avionics Senior 2 2.0000 0.00 2.0000 2.0000
Avionics Senior 3 3.0000 0.00 3.0000 3.0000
Cabin Crew 1 0.00 0.00 0.00 0.00
Cabin Crew 2 0.00 0.00 0.00 0.00
Cabin Crew 3 1.0000 0.00 1.0000 1.0000
Cabin Inspector 1 1.0000 0.00 1.0000 1.0000
Cabin Inspector 2 1.0000 0.00 1.0000 1.0000
Cabin Inspector 3 1.0000 0.00 1.0000 1.0000
Cockpit Inspector 2.0000 0.00 2.0000 2.0000
Crew 1 Team 1 2.0000 0.00 2.0000 2.0000
Crew 1 Team 2 2.0000 0.00 2.0000 2.0000
Crew 1 Team 3 4.0000 0.00 4.0000 4.0000
Crew 2 Team 1 2.0000 0.00 2.0000 2.0000
Crew 2 Team 2 2.0000 0.00 2.0000 2.0000
Crew 2 Team 3 4.0000 0.00 4.0000 4.0000
Crew 3 Team 1 2.0000 0.00 2.0000 2.0000
Crew 3 Team 2 2.0000 0.00 2.0000 2.0000
Crew 3 Team 3 4.0000 0.00 4.0000 4.0000
Engine 1 Inspector 3.0000 0.00 3.0000 3.0000
Engine 1 Junior 13.0000 0.00 13.0000 13.0000
Engine 1 Senior 13.0000 0.00 13.0000 13.0000
Engine 2 Inspector 3.0000 0.00 3.0000 3.0000
Engine 2 Junior 13.0000 0.00 13.0000 13.0000
Engine 2 Senior 13.0000 0.00 13.0000 13.0000
Engine 3 Inspector 3.0000 0.00 3.0000 3.0000
Engine 3 Junior 13.0000 0.00 13.0000 13.0000
Engine 3 Senior 13.0000 0.00 13.0000 13.0000
Engine 4 Inspector 3.0000 0.00 3.0000 3.0000
Engine 4 Junior 13.0000 0.00 13.0000 13.0000
Engine 4 Senior 13.0000 0.00 13.0000 13.0000
Air frame Inspector 1 5.0000 0.00 5.0000 5.0000
Air frame Inspector 2 3.0000 0.00 3.0000 3.0000

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07:13:24‫م‬ Category Overview 2014 ,9 ‫ﯾﻧﺎﯾر‬
Values Across All Replications

747

Replications: 100 Time Units: Hours

Resource

Usage

Total Number Seized Minimum Maximum

Average Half Width Average Average
Air frame Inspector 3 5.0000 0.00 5.0000 5.0000
Air frame Inspector 4 4.0000 0.00 4.0000 4.0000
Air frame Inspector 5 4.0000 0.00 4.0000 4.0000
Air frame Inspector 6 5.0000 0.00 5.0000 5.0000
Air frame Junior 1 11.0000 0.00 11.0000 11.0000
Air frame Junior 2 10.0000 0.00 10.0000 10.0000
Air frame Junior 3 3.0000 0.00 3.0000 3.0000
Air frame Junior 4 9.0000 0.00 9.0000 9.0000
Air frame Junior 5 8.0000 0.00 8.0000 8.0000
Air frame Junior 6 14.0000 0.00 14.0000 14.0000
Air frame Junior 7 12.0000 0.00 12.0000 12.0000
Air frame Junior 8 11.0000 0.00 11.0000 11.0000
Air frame Junior 9 7.0000 0.00 7.0000 7.0000
Air frame Senior 1 11.0000 0.00 11.0000 11.0000
Air frame Senior 2 9.0000 0.00 9.0000 9.0000
Air frame Senior 3 3.0000 0.00 3.0000 3.0000
Air frame Senior 4 6.0000 0.00 6.0000 6.0000
Air frame Senior 5 8.0000 0.00 8.0000 8.0000
Air frame Senior 6 14.0000 0.00 14.0000 14.0000
Air frame Senior 7 12.0000 0.00 12.0000 12.0000
Air frame Senior 8 11.0000 0.00 11.0000 11.0000
Air frame Senior 9 7.0000 0.00 7.0000 7.0000
Senior AV Cockpit Technician 2.0000 0.00 2.0000 2.0000
Senior Cockpit Technician 7.0000 0.00 7.0000 7.0000

User Specified

Time Persistent

Variable Minimum Maximum Minimum Maximum

Average Half Width Average Average Value Value
Department Completion 4.0000 0.01 4.0000 4.0000 4.0000 4.0000
Engine 4.0000 0.00 4.0000 4.0000 4.0000 4.0000
Frame 9.0000 0.00 9.0000 9.0000 9.0000 9.0000
Zone 3.0000 0.00 3.0000 3.0000 3.0000 3.0000

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