MAINTENANCE PLANNING DOCUMENT

GENERAL INTRODUCTION
1. INTRODUCTION
The A318/A319/A320/A321 Maintenance Planning Document (MPD) is an AIRBUS envelop repository
document which provides a direct access to most of the repetitive maintenance tasks required by other
documents like MRB report, from Airworthiness Limitation Section (ALS) Parts 2, 3, 5 and Subpart 4-3-
2, ETOPS CMP Documents, AD, CN, mandatory SB’s or recommended through other sources like non-
mandatory SB’s, SIL’s.
The main objective of this document is to provide maintenance planning information necessary for each
operator to develop a customized scheduled maintenance program.
The Maintenance Planning Document (MPD) is neither a CONTROLLING document nor an
APPROVED document.
The maintenance tasks in this document should not be considered with the same ranking of
requirement except for those mandated by AD or CN and maintenance requirements identified as
"Airworthiness Limitations". Each individual airline has final responsibility to decide with their respective
national authority what to do and when to do it.
NOTE:MRBR Requirements and intervals are considered as initial minimum program for entry into
service.
Additional requirements in the form of Service Information Letters, non-mandatory SBs are the
responsibility of the individual airline to assess the need for incorporation in their Program.
2. GENERAL
The MPD contains the AIRBUS recommended Maintenance Program applicable for
A318/A319/A320/A321 aircraft models. It provides Airlines with planning information for establishing
their own Maintenance Program and Maintenance Event Planning.
The initial issue of the MPD was based on the first issue of the A320 Maintenance Review Board Report
(MRBR) and the Certification Maintenance Requirements (CMR) document. The MPD is kept updated
by additions or amendments from sources mentioned hereafter and detailed in the following chapter.
The following issues of the A318/A319/A320/A321 major source documents are covered in this MPD
Revision:
- Maintenance Review Board Report (MRBR), Revision 18 and Temporary Revision 18.1.
- ALS Part 2: Damage Tolerant Airworthiness Limitation Items (DT-ALI), Rev. 02.
- ALS Part 3: Certification Maintenance Requirements (CMR) Revision 01, JUN 15/12.
- ALS Part 4: Ageing Systems Maintenance (ASM), Subsection 4-3, Revision 01, JUN 15/12..
- ALS Part 5: Fuel Airworthiness Limitations (FAL), Revision 00, SEP 14/12
- ETOPS Configuration, Maintenance and Procedures (CMP) Document (ref. SA/EASA: AMC 20-
6/CMP) Revision 14
The following documents are covered with their latest revisions as far as all required information was
available before the date when the authoring for this MPD Revision had to be closed, which are for
example:

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- Airworthiness Directives (AD), Inspection Service Bulletins (ISB), Service Information Letters (SIL),
Alert Operators Transmission (AOT) etc.
Attention is drawn to the fact that although the Maintenance Planning Document will reflect all repetitive
scheduled maintenance tasks promulgated by ALS Parts, MRBR, AOT, ISB, SIL, AD/CN, ..., it is the
operators’ responsibility to adjust their programs on receipt of the source document and not to wait until
the amended A318/A319/A320/A321 MPD revision has been published.
Appendices contain additional information supporting the A318/A319/A320/A321 Maintenance Program.
3. SCOPE AND PURPOSE
This MPD provides the scheduled maintenance tasks and their frequencies for the Systems, APU,
Power Plant and Structure of the Airbus A318/A319/A320/A321 aircraft. It is intended that this MPD will
be used as a basis for each operator to develop his own maintenance program subject to the approval
of his Regulatory Authority.
The tasks and their frequencies given in this MPD, together with the Airworthiness Limitations, form part
of the instructions considered essential for proper maintenance as required by certification requirements
for JAR 25.1529 and JAR 25 Appendix H, Instructions for Continued Airworthiness.
The A318/A319/A320/A321MPD is neither a controlling nor an approved document. It is an AIRBUS
envelope repository document and covers repetitive maintenance tasks required or recommended by
miscellaneous source documents. These are among others:
– Maintenance Review Board Report (MRBR), MPD tasks having MRB source indication plus FEC or
CPCP indication as applicable,
– ALS Part 2: Damage Tolerant Airworthiness Limitation Items (DT-ALI), see MPD tasks having source
ALI,
– ALS Part 3: Certification Maintenance Requirements (CMR), see MPD tasks having source CMR* or
CMR**,
– ALS Part 4: Ageing Systems Maintenance (ASM), Subsection 4-3, MPD tasks having source ASM,
– ALS Part 5: Fuel Airworthiness Limitations (FAL), MPD tasks having source FAL,
– ETOPS Configuration, Maintenance and Procedures (CMP) MPD tasks having source CMP,
– Airworthiness Directives (AD), • Service Bulletins (SB), MPD tasks having source CN, EASA AD, FAA
AD, ISB, VSB
– Service Information Letters (SIL), Alert Operators Transmission (AOT) etc., MPD tasks having related
source indication.
The A318/A319/A320/A321 MPD comprises mandatory repetitive tasks for scheduled maintenance on
A/C level from above documents, available at the time of the MPD compilation. However, it does not
comprise all non-mandatory tasks.
NOTE:Maintenance requirements promulgated through ALS Part 1 and ALS Part 4 - Subpart 4-2 are
not included in MPD since they are not repetitive maintenance tasks. However these mandatory
requirements approved by Primary Type Certification Authorities shall be addressed by
Operators Maintenance Programs.
Finally it is the operator’s responsibility to prepare their scheduled maintenance program, after
clearance with their regulatory aviation authorities.

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NOTE:Compliance with the MPD does not automatically imply compliance with all scheduled
maintenance requirements. Especially for mandated requirements originating from ADs and ALS
Parts, operators are advised to check independent from the information in the MPD, that these
requirements are covered by their Maintenance Program.
The information and instructions contained herein are applicable to the following A318, A319, A320 and
A321 models :
– A318-110 (with CFM 56-5B engines).
– A318-120 (with PW6000A engines).
– A319-110 (with CFM 56 5 engines).
– A319-130 (with IAE V2500 engines).
– A320-110 (with CFM 56 5 engines).
– A320-210 (with CFM 56 5 engines).
– A320-230 (with IAE V2500 engines).
– A321-110 (with CFM 56 5 engines).
– A321-130 (with IAE V2500 engines).
– A321-210 (with CFM 56 5 engines).
– A321-230 (with IAE V2500 engines).
The third digit of the hyphenated number is identified as "0" in order to indicate that all aircraft models in
this series are covered by this MPD. The final digit in the official aircraft designation is associated with
thrust levels and has no repercussion on the MPD.
For further clarification, the following table provides an example of the specific aircraft models included
in the above mentioned designations. The right hand list in this table may not be exhaustive.

Generic model designation Specific model designations

A318-110 A318-111, A318-112

A318-120 A318-121, A318-122

A319-110 A319-111, A319-112, A319-113, A319-114, A319-115

A319-130 A319-131, A319-132, A319-133

A320-110 A320-111

A320-210 A320-211, A320-212, A320-214, A320-215, A320-216

A320-230 A320-231, A320-232, A320-233

A321-110 A321-111, A321-112

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Generic model designation Specific model designations

A321-130 A321-131

A321-210 A321-211, A321-212, A321-213

A321-230 A321-231, A321-232

NOTE:Within the MPD the applicability of individual tasks is, where possible, defined using generic
series i.e. A318/A319/A320/A321 since only one engine type can be fitted to each series.
Also included are the maintenance tasks and intervals applicable to the Auxiliary Power Units:
– Honeywell (formerly GARRETT) GTCP 36-300
– Honeywell (formerly Allied Signal) 131-9(A)
– APIC APS 3200
Since MPD Rev. 29, maintenance requirements for the A319 Corporate Jet have been fully integrated
into the A318/A319/A320/A321 MPD. Such maintenance requirements were previously contained in the
“A319 CORPORATE JET MAINTENANCE PROGRAM” Ref.: 955.088//00.
As a consequence of this, the latter document is now superseded. Operators of the A319 Corporate Jet
should refer to the A318/A319/A320/A321 MPD to identify Airbus recommendations appropriate for their
operations.
NOTE:Operators who have established their initial individual approved maintenance program on the
“A319 CORPORATE JET MAINTENANCE PROGRAM” (MP) should not be obliged to reduce
established intervals only because of the fact that certain intervals in Rev 29 of the MPD were
lower compared to those in the MP document. Any operator supervises its operation to ensure a
high operational reliability by some means of a reliability tracking. Intervals should be reduced
when the reliability figures indicate that reduced interval for a particular task may improve the
reliability performance
4. BASIS FOR STANDARDS AND PROCEDURES
The MRB Report for the A318/A319/A320/A321, as a major source document, is based on an airplane
utilization of between 1800 FH and 4400 FH and between 1000 FC and 2500 FC within a 12 month
period. The threshold and interval figures in the MPD, however, are appropriate for any yearly
utilization. In order to facilitate this, since Rev 29, the MPD provides additional calendar time interval
values called “Low Utilization Recommendation” (LUR) in order to allow operator’s airplane utilization
below the range stated in the MRBR. For each MPD task, where a calendar time value has been added
for this purpose, an additional “LUR” marker is provided in the source column.
The LUR calendar intervals are not derived from the MRB Process and hence have not been subject to
MRB approval. They are typically calculated considering the lower utilization limit in the MRBR (1800
FH / 1000 FC) and should be considered as an Airbus recommendation.
Operators whose utilization is within the MRBR limits may wish not to add LUR driven additional
calendar time intervals to their individual scheduled maintenance program.

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Aircraft with utilization above the upper MRBR values are covered by the contents of the MPD as well.
No additional interval parameters have been identified for this.
NOTE:The tasks and frequencies in this MPD have been developed and are valid for aircraft in
operation. If an aircraft is not in operation e.g. parked or stored, the instructions quoted in AMM
chapter 10 should be followed.
5. REVISIONS AND ISSUES
The A318/A319/A320/A321 MPD is subject to revisions to reflect :
– Source documents revision.
– New effectiveness assessment.
– Developments in the technical status of the aircraft (modifications embodied).
– In service experience.
The need for revision will be considered on an annual basis.
Prior to incorporating a revision, the operator shall ensure that the previous revision has been
incorporated and correctly endorsed.
After incorporating a revision, the operator shall endorse the A318/A319/A320/A321 MPD Record of
Revisions.
A movement code (N = new task, R = revised task, D = deleted task) is printed in the left hand margin
of each task affected by the revision. A list of all deleted tasks is allocated in the Appendix 1.
In the case of new links to other documents (e.g. new AMM procedures) a new issue may be
considered. Technical content of the MPD will not be changed, thus there will be no revision, nor any
revision markers.
NOTE:There is no need for operators to revise their Maintenance Program upon publication of the
MPDs issued between two revisions since no maintenance requirements have changes.
The filing instructions for each revision or issue are provided in: The letter of transmittal indicating the
highlights of the revision and listing the previous MPD Issues to be removed.
6. OVERALL DOCUMENT DESCRIPTION
The maintenance tasks and their frequencies are presented in the Systems/APU/Power Plant, Structure
and Zonal sections.
– The section “Systems, APU and Power Plant” defines specific tasks at the level of each Maintenance
Significant Item (MSI) considering the failure effects and failure causes.
– The Structures section defines the necessary inspections for each Structural Significant Item (SSI)
developed through evaluation with respect to environmental and ageing deterioration, accidental and
fatigue damage. A Corrosion Prevention and Control Program (CPCP) was integrated into the
Structures section in the Mar 96 MRB Report revision.
– The Zonal Inspection section defines General Visual Inspections of system installations, EWIS and
structure by aircraft zone.
– Post certification, the Type Certification authorities requested Airbus to ensure that the Lightning /
High Intensity Radiated Fields (HIRF) protection of critical systems installed in the
A318/A319/A320/A321 is adequately addressed in the operators maintenance program. The

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manufacturer identified an appropriate method by which to confirm that in-service operation will not
reduce this protection to a level that is inadequate to maintain Type Certification objectives. Though
the specific HIRF / Lightning related scheduled tasks are identified in an Appendix to the MRB Report,
operators should consider them as MRBR tasks and include them in their approved maintenance
programs. The specific HIRF / Lightning related scheduled tasks have been added to the Systems
section of the MPD under ATA 20.
7. INSPECTION INTERVALS
All task intervals are expressed in terms of usage parameters, i.e. FH, FC or calendar time (years,
months, days). The letter check concept (“A” and “C”) is not in use since MRBR Rev. 09, Issue June
2004 and related MPD Rev. 28.
For the former “A” check interval the equivalent values are:
- 750 FH
- 750 FC
- 4 MO
For the former “C” check interval the equivalent values are:
- 7500 FH
- 5000 FC
- 24 MO
Multiples of the basic check intervals stated above have been used where appropriate. The above
figures were used as target figures for interval determination. Other interval figures are given where
considered appropriate based on in service experience.
Because “A-check” or “C-check” is a common term for task packaging at operator’s level, the term is
used in this MPD introduction where it helps clarity e.g. to identify a typical task package where a
particular type of task could be performed.
Current source documents like SIL, SB, OIT occasionally still refer to “A-check” or “C-check”. indicating
at what opportunity a certain task could be performed considering typical parameters like interval,
complexity and access. Related MPD tasks are compliant, which state 750 FH / 750 FC / 4 MO instead
of A-check or 7500 FH / 5000 FC / 24 MO instead of C-check or their according multiple values.
STRUCTURES SECTION
For the Structures section the basic thresholds and intervals for environmental deterioration related
items are as follows:
- Threshold 6 Years and 12 Years.
- Interval 6 Years and 12 Years.
The above figures were used as target figures for interval determination. Other interval figures are given
where considered appropriate based on in service experience.
Thresholds and intervals for fatigue damage related items are given in Flight Cycles (and Flight Hours
for range sensitive items).

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ZONAL SECTION
For the Zonal tasks the basic intervals are 4 months and multiples, 24 months and 48 months, 6 Years
and 12 Years.
Credit may be taken from previous A318, A319, A320 or A321 operational experience.
The MPD is not intended to be the total maintenance program. There are items which are typically
performed by each operator in his maintenance program more frequent than 750 FH / 750 FC / 4 MO
(former "A"-check). The routine content of checks occurring more frequently than 750 FH / 750 FC / 4
MO shall be developed by the operator and approved/accepted by their local Regulatory Authority.
Maintenance/inspection tasks with intervals more frequent than 750 FH / 750 FC / 4 MO found in this
MPD were developed through the MSG-3 analysis process or are mandated by certification
requirements or AD/CN.
8. TASK INTERVAL FRAME
The following intervals are in accordance with the MRB Report approved by EASA, FAA and Transport
Canada.
Operational units (usage parameters)

– "FH" (Flight hours) : Elapsed time between wheel lift off and touchdown.

– "FC" (Flight cycle) : A complete take off and landing sequence.

Calendar units

– "HR" (Hours) : One Calendar hour elapsed.

– "DY" (Day) : 24 Calendar hours elapsed. “DY” interval may be

counted from 00:00 o'clock of next day (has not to
include remaining day time since task completion).

– "MO" (Month) : One Calendar month (can be calculated as 1/12

calendar year).

–“YE" (Year) : One Calendar year (can be calculated as 365,25

days).

Other codes
– "NR" (National Requirement)
Task known as being subject to national regulatory requirement.
– “VR" (Vendor Recommendation)
Interval value dependent on task vendor recommendation.

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– "NT" (Note)
Refer to the note at the end of the task description.
9. ASSISTANCE AND INFORMATION
Operators having any queries or comments regarding the A318/A319/A320/A321 MPD should contact :

AIRBUS

CUSTOMER SERVICES

Maintenance Planning & Services

B.P. No. 33

F-31707 Blagnac Cedex

FRANCE

or TLX : 530 526 F

FAX : 33 (0) 5 61 93 28 72

SITA : TLSBT7X

If you would like to contact us by e-mail, you can write to our front desk:
[email protected]
They will forward any question to the correct specialist or back-up and therefore ensure an answer in
accordance with requested deadline. For more details, you can refer to the OIT SE 999.0079/11
DATED 12 OCTOBER 2011.

10. GENERAL RULES

The following rules apply to the A318/A319/A320/A321 maintenance program:
A. The operator's manuals shall contain the details and responsibilities for accomplishing the
maintenance identified by this document.
B. The overall reliability of the A318/A319/A320/A321 will be monitored by each operator's system for
continuous analysis and surveillance as required by the operator's Regulatory Authority.
C. Task intervals of tasks with source “MRBR” may be changed in accordance with operator's
Regulatory Authority practices and rules. In this respect, attention is drawn to the task origin and
the following:
- for Systems and Powerplant tasks, to the Failure Effect Category (FEC) noted in Section C of
MRB and reflected in “SOURCE” column of this MPD. Airbus advice is not to delete tasks with FEC
5 or 8 from the operator's maintenance program

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- for Zonal tasks, to the frequency of the General Visual Inspection tasks transferred from
Structures or Systems and Powerplants
- for ATA chapter 20 not to delete tasks with the identifier “EWIS” from the operator's maintenance
program
D. Tasks coming from any of the ALS parts must not be deleted and should be handled with specific
associated rules, as described in the subject documents. ALS Part 3 tasks have specific rules
regarding escalation as follows:

CMR** : Task interval may be escalated by an operator, in accordance with

an approved reliability program.

CMR* : Task interval shall not be escalated by an operator.

E. Each operator should be aware of the various inspection techniques such as X-Ray, ultrasonic,
eddy current, radio isotope, which are available and described in the Non Destructive Testing
Manual (NTM).
The use of such techniques can be developed to provide a valuable adjunct to the prescribed visual
inspections. For any substitution of such inspection technique, it must be ensured that the same
damage size will be detectable by the proposed technique with, at least, the same level of
confidence
F. Items that are life limited will be removed from service according to the life limits stated in the
appropriate section of the engine or aircraft manufacturer's manuals. These sections are
referenced in the aircraft "Type Certificate Data Sheet".
G. Tasks may be considered to conform to the requirements of the scheduled maintenance if
accomplished as part of a Regulatory Authorities approved/accepted equivalent check/test by flight
crew.
H. It is the responsibility of each operator to adjust his own maintenance program in accordance with
his National Requirements and to comply with existing rules with respect to reporting to his
Regulatory Authority and to the manufacturer events having effects on the continued airworthiness
of the aircraft.
I. Task interval parameters expressed in this MPD may be converted to an individual operator’s
desired unit (flight hours, cycles or calendar time) provided this conversion does not result in the
operator exceeding the initial requirements of the MPD.
J. The maintenance clock does not stop while the aircraft is in maintenance condition. Although the
aircraft does not collect any FH or FC when being on ground, attention has to be given to tasks,
where the interval is expressed in calendar time (hours, days, month, year). All tasks that become
due at the time of the maintenance visit have to be performed prior to return to service. However,
there is no need to repeat inspections during the check event. E.g. during a 4 weeks downtime,
tasks with interval 8 DY only need to be performed at the end of the check (for return to service).
K. When two thresholds or intervals, in different units, are assigned to a task and when not otherwise
stated, the interval expiring first shall apply. Refer also to “BASICS FOR STANDARDS AND
PROCEDURES” in this MPD section for handling of LUR intervals.

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L. This paragraph has been replaced by a new instruction titled “MAINTENANCE CLOCK STARTING
POINT”.
M. The operator should be aware of manufacturer's and vendors recommendations and/or
requirements published through Inspection Service Bulletin (ISB), Service Information Letter (SIL),
All Operators Letter (AOL), Alert Operators Transmission (AOT) and other documents dealing with
maintenance, since they can not be immediately reflected in the MPD.
NOTE: The SIL is used to provide technical information of a non-urgent character (information
related to product improvement, maintenance and/or operational practices). The SIL is not
airworthiness approved
N. Local National Requirements may not be included in the MPD.
O. The reapplication of all protective materials (e.g. Temporary Protection Systems (TPS), paints etc.)
shall be carried out following their removal to perform the inspection/maintenance task.
P. The operator shall refer to Airbus additional technical publications (Aircraft Maintenance Manual,
Non Destructive Testing Manual, Structural Repair Manual) for maintenance practices and
procedures.
Q. For Power Plant, APU and main components, the operator should also consider manufacturer's
manuals for additional tasks once the engines or the components are in the shop.
R. For Maintenance Standards applicable to ETOPS operators should refer to AIRBUS
A318/A319/A320/A321 ETOPS CMP Document (Ref.: SA/EASA : AMC 20–6/CMP) as the
authoritative document. Where maintenance task intervals in the CMP are more restrictive than
required in the MRBR, these overrule those in the MRBR. Where the MRBR task interval is more
frequent than required by the CMP, the MRBR value remains valid until the operator justifies
escalation (the CMP interval acts as an upper limit to the escalation). Maintenance tasks, which
become obsolete due to an authorized configuration change are not applicable.
S. Any fairings, panels, doors or other items which are removed/opened to gain access for
maintenance tasks must also be inspected for general condition with a minimum level of GVI before
reassembly/refitting.
T. Tasks approved from Fuel Tank Safety (FTS) Requirements using the criteria established in
Special Federal Aviation Regulation (SFAR88) / EASA policy statement on the process for
developing instructions for maintenance and inspections of fuel tank system ignition source
prevention; are identified: for example (SFAR 88) in parenthesis following the task description in the
MRB Report.
For Operators under U.S. FAA Jurisdiction only:
Operators requesting revisions to the baseline FTS requirements for failure effect category (FEC) 5
and 8 tasks, description or intervals, must submit their request through the cognizant Flight
Standards District Office, who may add comments and forward it to the manager of the appropriate
FAA Aircraft Certification Office, or office of the Transport Airplane Directorate, having cognizance
over the type certificate for the affected airplane for concurrence prior to approval. Tasks and
intervals other than FEC 5 and 8 may be revised through normal operator approval process.
For Operators not under U.S. FAA Jurisdiction:
Operators requesting revisions to the baseline FTS requirements may revise these tasks and
intervals through their normal operator approval process.

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U. Electrical Wiring Interconnection System (EWIS) derived from the Enhanced Zonal Analysis
Procedure (EZAP), standard zonal tasks included, are identified by: (EWIS) in parenthesis following
the task description.
For Operators under U.S. FAA Jurisdiction only:
Operators requesting revisions to the baseline EWIS task or description must submit their request
through the cognizant Flight Standards District Office, who may add comments and then forward it
to the manager of the appropriate FAA Aircraft Certification Office, or office of the Transport
Airplane Directorate, having cognizance over the type certificate for the affected airplane for
concurrence prior to approval. Task intervals may be revised through normal operator process.
For Operators not under U.S. FAA Jurisdiction:
Operators requesting revisions to the EWIS requirements may revise these tasks and intervals
through their normal operator approval process.
V. For Airbus operators common benefit, operators are encouraged to report any significant
maintenance information which they feel may help to improve the MPD.
W. The MPD tasks shall ensure sufficient maintenance for Aircraft utilization in worldwide weather
conditions. However experience has shown that Aircraft operating at temperatures lower than -
15°C during a certain period (i.e. winter time) can be considered as cold weather impacted. For
those aircraft, Flight Schedule Delays, Cancellations and Aircraft on Ground (AOG) time caused by
cold weather can be minimized by carrying out appropriate tasks at the beginning and during the
winter period. Detailed Information and Guidance is provided by SIL 12-011.
11. MAINTENANCE CLOCK STARTING POINT
Unless otherwise specified by AIRBUS in the documentation of an aircraft at time of first delivery, the
starting point for calculation of the due dates or times of all aircraft maintenance tasks is identified in the
following paragraphs.
A. General Rule
The date of first Transfer of Title (ToT) may be used as the starting point for the following:
- Systems / Power Plant tasks with intervals expressed in airframe FH, FC or Calendar Time
(except as identified in paragraph 2.0)
- Structure tasks with an interval quoted in Calendar Time
- Zonal tasks
NOTE: This may not be valid if the first ToT occurs more than 90 days after first flight. In this
situation specific guidance may be given to the operator at time of delivery. If details are not
available to subsequent operators then any task that has not yet been accomplished shall
be conservatively planned with reference to first flight date.
First flight shall be used for all structure tasks with an interval quoted in FH, FC or LDGS.
Tasks with intervals quoted in terms of component FH or component FC (e.g. APU Hours, Engine
Cycles, ACT FH) shall be counted from First Flight of the component.
The time to start the clock for tasks with applicability determined by post-delivery modification
embodiment is the date of embodiment

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B. Specific guidance
- For ALS Part 2 (DT-ALI) tasks:
• The threshold is the time at which the maintenance task is first due.
o Threshold limitations quoted in FC or FH count from first flight.
o Threshold limitations quoted in Calendar Time may be counted from the Transfer of Title to the
first operator.
• For repeat maintenance tasks, the interval usage parameter (Calendar Time, FC or FH) is
counted from the time the task was previously performed.
• In cases where the first maintenance is accomplished very early, the next inspection can be
performed at the threshold if the period (Calendar Time, FC or FH) between initial task
accomplishment and the threshold is greater than the interval.
• When alternative inspection methods are provided, the next interval applicable is the one
associated with the inspection method used at the previous inspection.
• "Touch and Go" cycles can be neglected if they are less than 5% of the total number of Flight
Cycles up to threshold inspection or between two consecutive inspections. Each "Touch and Go"
cycle above 5% is to be counted as one Flight Cycle, up to threshold inspection or between two
consecutive inspections.
- For ALS Part 3 (CMR) tasks:
• Limitations quoted in FH or Calendar Time may be counted from the Transfer of Title to the first
Operator. This policy is agreed with EASA in consideration of the very low number of FH
performed between first flight and delivery, and the methodology used to define the value of CMR
task limitations.
• Limitations quoted in FC count from first flight.
- For ALS Part 4 (ASM) tasks:
• Limitations controlled at aircraft level and quoted in Calendar Time count from the Transfer of
Title to the first operator
• Limitations controlled at aircraft level and quoted in FH, FC or LDGS count from first flight.
• Limitations controlled at component/subassembly level and quoted in Calendar Time, FH, FC or
LDGS count from the date at which the component/item accomplishes the first flight for which it
will undertake its intended function.
- For ALS Part 5 (FAL) tasks:
• Limitations quoted in Calendar Time may be counted from the Transfer of Title to the first
operator.
• Limitations quoted in FH or FC count from first flight.
- For an overhauled landing gear or a new landing gear installed after first Transfer of Title:
the start date for Calendar Time tasks is the date of the gear’s first flight after installation. If this
first flight takes place more than 90 days after installation contact Airbus Maintenance Programs
Engineering front desk: [email protected].

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- For equipment having intervals defined by the vendor (VR) or by National Requirements
(NR): the starting point is the date of manufacture or date of overhaul (for Calendar Time tasks) or
the first flight for which it will undertake its intended function (for FH and FC tasks) unless
otherwise stated by vendor or National Authority.
- For components addressed by Airworthiness Directive (AD): as stated in the AD.
- For components that are transferred between aircraft:
If the required task on the transferred component is performed as part of the installation process,
then the next performance of the task counts from the installation date. Otherwise:
• For system and structural components transferred between aircraft, the threshold for Calendar
Time tasks is counted from either the date at which the aircraft to which it was originally fitted had
its first Transfer of Title (if applicable) or, for a new component installed after delivery, the date at
which the component accomplishes its first flight.
• For structural components transferred between aircraft, the threshold for FH, FC or LDGS tasks
is counted from the date at which the component accomplishes its first flight.
• For system components transferred between aircraft, the threshold for FH and FC tasks is
counted from either the date at which the aircraft to which it was originally fitted had its first
Transfer of Title (if applicable) or, for a new component installed after delivery, the date at which
the component accomplishes its first flight.
Summary:

Source Calendar Time Flight Hours Flight Cycles or

Landings

SYSTEM TOT TOT TOT

MRBR STRUCTURE TOT 1st Flight 1st Flight

ZONAL TOT TOT TOT

Part 1 1st Flight 1st Flight 1st Flight

Part 2 TOT 1st Flight 1st Flight

Part 3 TOT TOT TOT

ALS
Part 4 (aircraft level) TOT 1st Flight 1st Flight

Part 4 (component 1st Flight 1st Flight 1st Flight

level)

Part 5 TOT 1st Flight 1st Flight

LDG overhaul or installation of 1st Flight after N/A 1st Flight

new gear after first TOT installation

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Source Calendar Time Flight Hours Flight Cycles or

Landings

NR, VR Date of Date of Date of

Manufacture or Manufacture or Manufacture or
Overhaul* Overhaul* Overhaul*

AD See AD See AD See AD

* Unless otherwise stated in vendor or National Authority documentation

12. IMPLEMENTATION PERIOD

A. GENERAL
The IMPLEMENTATION PERIOD is a Grace period for the first time accomplishment of new tasks
added to a Maintenance Program of an aircraft already in service.
The MPD provides a summary of tasks originating from other documents such as the MRB Report,
CMRs, ALIs, Inspection Service Bulletins and Service Information Letters. Since the origin of these
recommendations varies from 'mandatory' to 'potential economic benefit' it is not appropriate to
have a common policy regarding 'implementation period' that can be applied to all tasks.
Airbus provides this information for guidance. Operators should have locally agreed procedures,
but may need additional guidance for clarification.
The following paragraphs suggest Implementation Periods for the tasks originating from the various
MPD source documents. The Implementation Period, often referred to as a “Grace” period, is to
assist with first time accomplishment of new tasks added to a maintenance program of an aircraft
already in service.
B. AD
The compliance date is identified in the AD. This is mandatory though operators may have a
process to discuss Alternate Means of Compliance.
C. Airworthiness Limitations Items (ALI)– ALS Part 2
Airbus plan to publish ALIs at least two years before they become due on the first aircraft. In cases
where this two year period is not achieved, it is recognized that it may be difficult (or impossible) to
schedule the task on a particular airframe before it comes due. In such cases, Airbus will review the
particular utilization and type of operation to determine if an alternate means of compliance can be
developed.
Airbus is not normally able to issue a generic grace period for ALIs. ALI grace periods must be
handled on a case by case basis, using specific utilization data from concerned aircraft. Operators
should ensure they do not exceed the limitation without prior agreement with the manufacturer, the
local airworthiness authority and the certificating authority. In exceptional circumstances an ALI
may be issued which is already overdue on a particular aircraft. In such cases Airbus will provide
guidance in the transmittal letter. Operators may also contact Airbus for specific advice.

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D. Certification Maintenance Requirements (CMR)– ALS Part 3

In theory, a CMR cannot be added, or an existing CMR made more restrictive, to an in-service
aircraft. All CMRs should be published before the subject design feature enters service, whether
this is on the basic aircraft or as a result of a modification. If delays occur in CMR document
approval it is possible that a CMR becomes valid after EIS. In this case, the CMR document
transmittal letter will advise an appropriate grace period before first time accomplishment.
E. Aging System Maintenance (ASM) – ALS Part 4
ALS Part 4 tasks are being established in order to allow operation of aircraft systems beyond their
original qualification. Beyond this point, ageing effects may affect the characteristics leading to an
increased potential for failure. The Part 4 of the Airworthiness Limitations Section (ALS) therefore
contains the maintenance actions together with their limitation to help to qualify the systems for
continued operation.
F. Fuel Airworthiness Limitation Items (FAL) – ALS Part 5
On aircraft that have already exceeded the task threshold, Airbus recommend that the FAL tasks
are performed at the operator's next scheduled structural inspection at 6 YE or 12 YE.
G. MRB Report and MRB Report Temporary Revision (TR)
MRB Report (MRBR) tasks arise from a theoretical analysis of the aircraft prior to entry into service.
Tasks are categorized according to whether they are associated with hidden or evident conditions
and according to their contribution to the avoidance of safety and non-safety related failure effects.
These categories give an idea of 'importance' or 'criticality' (FEC 5, 8, 9, 6 and 7 decreasing order
of importance) and allow a different grace period policy to be established for different groups.
The MRBR is a report containing the initial minimum scheduled maintenance/inspection
requirements for derivative or newly type certified transport category aircraft. Operators of the
aircraft type should implement the MRB Report, or revisions thereto, in accordance with established
procedures. It should be noted that the MRBR is not the aircraft maintenance program but does
provide the initial basis for such a program. Depending on an operator's qualifications and overall
maintenance experience, adjustments to initial maintenance program tasks and intervals may be
approved by the operator's National Aviation Authority.
National regulations vary as to how an operator controls his program after entry into service.
Typically, a Reliability Control Program (RCP) will be developed that will identify changes
necessary to maintain an acceptable level of continued airworthiness, operational capability and
economic operation. Some operators may move off the MRBR and rely entirely on their RCP
together with ADs and, sometimes, Service Bulletins.
According to regulations, operators are required to assess all new recommendations made in
revisions to MRB Reports. Though Airbus expect operators to reflect these in their programs there
is no requirement for this (though an operator will normally be asked to justify any deviations).
Airbus leave it to the operator’s engineering judgment as to when a new task should be applied for
the first time, or when a revised task should be applied at the next time after interval change.
Operators are normally able to understand the reasons for the task and thus assess the relative risk
and impact caused by delayed accomplishment (if they chose to incorporate it at all).
Airbus suggest that a local guideline could be as follows:

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– For Systems/APU/Power Plant and ZIP tasks

Perform at the next due interval. This might not be the next interval (for which the planning may
be completed) but it would be expected in the following one.
NOTE: If task elapsed time is short and any possible corrective action is easily addressed, operator
should consider first performance of at least the FEC 5 and 8 tasks in the next convenient
750 FH / 750 FC / 100 days package.
NOTE: It is recognized that in some cases access for tasks with higher interval (e.g. 24000 FH, 80
MO) is not available at the next C1 or C2 check events (where typically tasks with intervals
7500 FH / 15000 FH, 5000 FC / 10000 FC, 24 MO / 48 MO are performed), for example, fuel
tank entry, galley or lavatory removal. In these cases, unless stated otherwise in the MRB
Report transmittal letter, Airbus recommend accomplishment at the next due interval that is
typically a 6 YE check event.
– For Structure Tasks with CALENDAR threshold/interval
A revised CALENDAR requirement is normally associated with findings from environmental
impacts like corrosion, water ingress etc. In case of overruns, the concerned operator needs to
consider his local operating conditions in order to assess the potential for environmental damage
in this area on his particular aircraft. It is recommended to perform the task as soon as possible
on at least one aircraft in the fleet in order to help make this assessment. Delay in
accomplishment may lead to higher repair costs but not to a loss of continued airworthiness. Note
that if a safety concern exists, a new CALENDAR task recommendation on an in service aircraft
would be promulgated by ISB (and possibly AD) in addition to inclusion in the MRB Report.
– For Tasks related to EWIS
On aircraft that have already exceeded the task threshold, Airbus recommend that the ATA 20
tasks with (EWIS) after task description are performed at the operator's next convenient check
opportunity unless access is assessed as insufficient to perform the task without exceeding the
scheduled out-of-service period. In this case, the task should be performed at the next suitable
access opportunity (e.g. a structural inspection at 6 YE or 12 YE) but not exceeding the task
interval counting from the MRBR Rev. 12 approval date (April 2007).
H. Inspection Service Bulletins / All Operator Telexes
As for AD, these documents normally include a recommended compliance time. Where this is not
stated, it is recommended that operators follow the same guidance as for the MRB Report.
I. Service Information Letters
It is recommended that operators follow the same guidance as for the MRB Report.
13. EXCEPTIONAL VARIATIONS TO MAINTENANCE PROGRAMME PERIODS
A. GENERAL
A permitted variation should normally be granted by the Authority, unless the Authority has agreed
to delegate such possibility to the operator. A permitted variation to a period required by the
maintenance programme may be granted by the Authority on a case-by-case basis on occasions
where the operator does not have the ability to perform the required maintenance within the
prescribed limits. Contrary to an amendment to the Maintenance Programme, a permitted variation
applies to a unique aircraft, for a unique occasion.

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A permitted variation should not be understood to be a maintenance planning tool, but as an

exceptional means to allow the operator to fly for a limited period of time until the required
maintenance is performed. It therefore follows, that acceptable reasons for requesting a permitted
variation may include unforeseen workload peak in the maintenance organization, so that it is not
physically possible to perform the required maintenance on time.
Permitted variations do not apply to Life limitations and maintenance requirements which are
rendered mandatory by AD. This includes tasks/requirements from ALS parts 1 to 5. Operators
should refer to the dedicated document for additional advice.
NOTE: The above does not mean that the Authority cannot vary an AD, Life Limitation etc., but that
this paragraph does not apply to such variations.
B. MAXIMUM VARIATIONS
The maximum variation of a prescribed period is indicated below. These maximum variations are
recommended by Airbus and are based on Temporary Guidance Leaflet (TGL) N° 26 formerly
established by JAA.
1. Items controlled by flight hours:
(i) 5000 flying hours or less: 10%
(ii) More than 5000 flying hours: 500 flying hours
2. Items controlled by calendar time:
(i) 1 year or less: 10% or 1 month whichever is the lesser
(ii) More than 1 year, but not exceeding 3 years: 2 months
(iii) More than 3 years: 3 months
3. Items controlled by landing/cycles:
(i) 500 landings/cycles or less: 5% or 25 landing/cycles, whichever is the lesser.
(ii) More than 500 landings/cycles: 5% or 250 landings/cycles, whichever is the lesser.
4. Items controlled by more than one limit: For items controlled by more than one limit, e.g. items
controlled by flying hours and calendar time or flying hours and landings/cycles, the more
restrictive limit should be applied.
14. CONTENTS

Section 1 : Manual Front Letter

Section 2 : Systems, APU and Powerplant

Section 3 : Structures

Section 4 : Zonal

Appendices : 1) Deleted Tasks

2) Cross Reference Lists

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3) Vendor Recommendations
4) Maintenance Event Planning Examples
5) Location of data replacing former MPD Vol. 2
6) Access MH
7) LDG Procedures Manual

Rules and information specific to each program are provided in the introduction to the corresponding
section.
15. TASK DATA DESCRIPTION
– General:
The section (and subsection, where applicable) number, title and revision date are indicated at the
bottom of each page.
Presentation of maintenance tasks (Ref. to illustration at end of this paragraph)
– Within each subsection, tasks are listed by increasing task number.
– Where a task description runs onto a second page, the reminders "***continued***" and
"***continue***" are printed respectively at the bottom of the first page concerned and at the top of the
next.
– The mention "***end***" is printed at the end of the last task description in each subsection.
– A common form is used for section “Systems, APU and Power Plant” (Ref. to illustration at end of this
paragraph) and provides the following information:
A. Task number
Each task is identified by a specific MPD task number. When a task applies to two specific main
zones located symmetrically to either side of the aircraft centerline, the task is assigned a single
task number, but both LH and RH zones are indicated in "ZONE" column.
The task number comprises 9 to 10 digits organized as follows :
XXXXXX-XX-(X)X, where:
The first block of 6 digits includes the ATA reference or zone,
the second block of 2 digits is a sequence number identifier,
the third block of 1 or 2 digits is an applicability index (the second digit is not shown in the below
graphic).

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* ATA reference or zone

– Section 2 : The ATA reference identifies the system/sub system or

component on which the task is to be accomplished.

– Section 3 : The ATA reference identifies the structural significant item

on which the task is to be accomplished (reference
identical to that used in the MRB report).

– Section 4 : The zone number is preceded by the letter code "ZL". For
task to be repeated in several main zones, the first main
zone or left hand zone number is used (Task Reference
identical to that used in the MRB Report, for zone
drawings and the definition of zone boundaries see MRBR
Appendix 2).

* Sequence number
Apart from a few cases, the sequence number is used to discriminate between different tasks
relating to the same hardware
In System, APU and Power Plant section, the first digit identifies the engine type concerned (“0”
for Honeywell GTCP 36-300, “A” for APIC APS 3200, “B” for Honeywell 131-9(A), “C” for CFM 56
and “I” for IAE V2500).
* Applicability index
The applicability index identifies successive developments of a task, introduced by modifications
or specific requirement. However, in a few cases, the sequence number may be used for that
purpose, when referenced documentation requires to do so.
The technical status or specific requirement associated with each applicability index is specified in
the applicability column. As a general rule, tasks with the same first 8 digits in task number, have
same work description in the AMM.

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B. Zone column
The 'Zone' column shows the position(s) where the task has to be accomplished (repeated)
according to the description. Quoting several positions means that the task has to be repeated in
each zone.
Each position is identified by one zone number or one sub-major zone number or one major zone
number.
When sub-major or major zone number is quoted to identify a unique position of a task, the more
precise zone numbers are quoted in the description in case such additional information is estimated
useful.
C. Description column
This column provides the following information:
* Task title
Identifies the system/sub system/component/zone/structural significant item concerned by the task.
* Skill Code
Specifies the type of skill required for task accomplishment.
NOTE: Operators may adjust the Skill Code to local requirements. Each operator should know and
assess himself, which skill is required according to his operational and legal framework.

SKILL CODE DEFINITION SCOPE

AF Airframe Hydro-mechanical, environmental, fuel,

oxygen and cargo systems.
Associated servicing/inspections requiring
a certain qualification such as:
– Flaps/Slats.
– Landing Gear.
– THS actuator.
– Structure Visual Inspection.
– ZONAL GVI including EWIS

AV Instrument – Autopilot.
– Instruments.
– Digital equipment.
– Fire protection.

CA Cabin / Utility Furnishing, galleys.

EL Electrical Electrical generation, distribution and

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SKILL CODE DEFINITION SCOPE

associated services and components.

EN Power Plant – Engines and APU accessories.

– Associated services.

NDT Non Destructive All Non-destructive test inspection and

Test borescope inspection.

RA Radio – Radio and radio navigation.

– Audio interphone, CVR, Passenger
address.

UT Utility Toilets water, wastewater.

* Task Code
Provides a code reflecting type of task.

TASK DEFINITION
CODE

BSI : Borescope inspection

CHK Check for condition, leaks, circuit continuity, ,

check fluid reserve on item,
check tension and pointer, check fluid level,
check detector, check charge pressure,
Leak check/test.

DET : Detailed inspection

DIS : Discard

FNC : Functional check/test

GVI : General visual inspection

LUB : Lubrication

OPC : Operational check/test

RST : Restoration

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TASK DEFINITION
CODE

SDI : Special detailed inspection

SVC : Drain, Servicing, Replenishment (fluid change),

TPS : Temporary protection system

VCK : Visual check

* Task description
Gives a concise description of the work to be performed.
* Task preparation (where applicable).
Specifies the preliminary steps (from a pre-established list) to be performed prior the maintenance
task itself.
If Floor panels of passenger cabin and cargo holds are to be removed, they are not designated by
their identifiers but by the frame numbers between which the floor panels have to be removed are
quoted.
* Access (where applicable)
Specifies the identifiers of the access panels, linings or doors to be opened or removed for
accomplishment of the task.
* TPS (where applicable)
Specifies the type of Temporary Protection System (TPS) to be applied as indicated below:

"1" : Type 1 Grade 2 or Grade 3 TPS is to be applied.

“2” : Type 2 Grade 2 TPS is to be applied.

"1+2" : Type 1 TPS plus a subsequent application of Type 2 TPS is to be applied.

Alternatively, Type 3 TPS can be applied. Type 3 TPS is an alternative
material that may be used as a replacement for the combined Type 1 and
Type 2. Also, Type 3 TPS may be used in place of Type 1 or Type 2, except
for movable parts, for which only Type I Grade 2 is permitted.

"No" : TPS must not be applied in the area (example: inside fuel tank, pylon).

Specifications for TPS are available in AMM chapter 20-31-00 / Materials list / Storage
Preservation.

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D. Time Controlled Items (TCI) column

TCI markers are set in order to provide assistance in planning removable assets installed on the
A/C.
MPD tasks marked as TCI are connected to the removal/installation of components/parts, which
are to be restored/overhauled/tested in a workshop and then may be re-installed on a different A/C
(rotables).
This does not include components removed, cleaned and put back on the same A/C without going
into a workshop.
The utilisation and selection of TCI is left completely to the discretion of the operator.
Operator specific TCI selection could e.g. reflect components, which often (or likely) rotate between
A/C due to unscheduled and scheduled replacements.
NOTE: TCI markers are to be seen as a planning help. They are neither demanded by any source
document nor by any certification authority.
E. Threshold/interval column
This column provides the following information :
* 100% Inspection Threshold
This information preceded by the letter "T" gives a specific value defining the first accomplishment
deadline of the task. When threshold is equal to the interval, the letter "T" may not show.
When the threshold is expressed in several units, the conjunction "OR" separates the different
indications.
* 100% Inspection Interval
This information, preceded by the letter "I", gives a specific value defining the maximum time that
can separate two complete accomplishments of the task.
When the interval is expressed in several units, the conjunction "OR" separates the different
indications.
* Sample Inspection Threshold
This information, preceded by the letter "ST", gives a specific value defining the first
accomplishment deadline of the task. When threshold is equal to the interval, the letter "ST" may
not show.
When the threshold is expressed in several units, the conjunction "OR" separates the different
indications.
* Sample Inspection Interval
This information, preceded by the letter "SI", gives a specific value defining the maximum time that
can separate two complete accomplishments of the task.
When the interval is expressed in several units, the conjunction "OR" separates the different
indications.
F. Source code column
Specifies the source document.

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AD, CN : Task originated by an Airworthiness Directive.

ALI, ALI WFD : Task originated by Airworthiness Limitation Section (ALS) Part 2 -
Airworthiness Limitation Items arising from fatigue and damage tolerance
evaluation of damage tolerant structural elements whose failure could
contribute to catastrophic failure of the aircraft (FAR/JAR 25.571) and
Airworthiness Limitation Items arising from an initial evaluation of
Widespread Fatigue Damage

ASM : Task originated by Airworthiness Limitation Section (ALS) Part 4 - Ageing

System Maintenance

ISB, SIL, AOT : Task originated by an Inspection Service Bulletin (ISB), Service Information
Letter (SIL) Alert Operators Transmission (AOT).

MRB : Task originated from the MRB Report.

For tasks resulting from a System/APU/Power Plant analysis, the three
letters "MRB" are followed by the corresponding Functional Failure Effect
category (5 – 9).
5 : Evident Safety
6 : Evident Operational
7 : Evident Economic
8 : Hidden Safety
9 : Hidden Non Safety

CMP : Task originated by ETOPS CMP DOCUMENT (Configuration, Maintenance,

Procedure and Dispatch Standards for Extended Diversion Time
Operations). This document lists the standards for ETOPS.

CMR** : Task is an Airworthiness Limitation Section (ALS) Part 3 task - Certification

Maintenance Requirement. Its interval may be changed in accordance with
an Operator's approved escalation practices or an approved reliability
program. Cannot be changed or deleted from operator maintenance
program, without the concurrence of the Primary Certification Authority
(EASA).

CMR* : Task is an Airworthiness Limitation Section (ALS) Part 3 task - Certification

Maintenance Requirement. Its interval cannot be escalated by an Operator,
without the concurrence of the Primary Certification Authority (EASA).
Cannot be changed or deleted from operator maintenance program, without
the concurrence of the Primary Certification Authority (EASA).

CPCP : Task originating from Corrosion Prevention and Control Program.

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FAL : Task originating from Airworthiness Limitation Section (ALS) Part 5 - Fuel
Airworthiness Limitation.

LUR : “Low Utilization Recommendation identifier” (this is not a source document

but identifies tasks having additional low utilization calendar time values).

G. Reference column
This column provides :
* The AMTOSS reference of the task in the A318/A319/A320/A321 Aircraft Maintenance Manual.
* The "FCOM" reference indicates that task may alternatively be performed by the FLIGHT CREW
(Refer to General Rules).
* References to technical publications where accomplishment instructions can be found.
* Tasks with a CMP source reference are “ETOPS” related.
* The reference of a special directive (French CN, German LTA, American AD, Inspection Service
Bulletin ISB, SIL) where additional information of the origin or justification will be found.
AOL: Task originated from ALL OPERATOR LETTER.
AOT: Task originated from ALERT OPERATORS TRANSMISSION.
AOW: Task originated from ALL OPERATOR WIRE.
* The MRB reference of the task.
MPD tasks in section 2 provide the MSI reference task number of the covered MRBR task.
MPD tasks in section 3 provide the SSI reference task number of the covered MRBR task.
MPD tasks in section 4 provide the ZIP reference task number of the covered MRBR task.
* The ALS references of the task.
MPD tasks in section 3 provide the ALI reference (from ALS Part 2).
MPD tasks in section 2 provide the
— CMR reference (from ALS Part 3),
— ASM reference (from ALS Part 4),
— FAL reference (from ALS Part 5).
H. Men column
This field contains the minimum number of men to perform the task.
I. MH column — Task Man-Hours
The TASK MH field contains the sum of man-hours required to perform the task per zone. Man-
hours only apply for on-aircraft maintenance. Off-aircraft maintenance, performed in the workshop,
is not considered.
NOTE: MPD man-hours are not to be mistaken with elapsed time.

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Man-hours are expressed in industrial hours. Where “TBD” is quoted, the man-hours are still to be
defined. Where “N/A” is quoted, man-hours are not applicable, e.g. shop maintenance. For tasks
where different configurations are possible, e.g. in the cabin, the task man-hours based on the
configuration defined in the „Airbus Standard Specification“.
For the calculation of MPD man-hours, the following assumptions apply:
1. The aircraft is in general maintenance condition as described in the AMM.
2. Maintenance personnel is adequately skilled and experienced to perform the task.
3. Airbus recommended equipment is used.
4. Tanks are de-fueled where tank opening required.
5. Standard safety devices and warning notes are in position.
6. The aircraft is in a clean condition for inspections.
Man-hours quoted in the MPD do not take into account:
1. Non-routine work, e.g. repair, troubleshooting, shop overhaul.
2. Preparatory work such as aircraft cleaning, positioning work stands, connecting ground power
carts.
3. One-time actions, e.g. de-greasing, stripping, painting.
4. Embodiment of modifications, cabin (galley, lavatory, furnishings) refurbishment.
5. Non-productive time, e.g. shift-change, set-up of tools, waiting for sealant or paint drying.
6. Planning and establishment of procedures.
The task man-hours quoted in the MPD are provided for guidance only and should be adjusted to
the specific operator conditions and efficiency.
J. MH column — Access Man-Hours
The ACCESS MH field contains the man-hours for opening and closing of access panels, nacelles-
and doors. Either removal/installation or opening/closing is reflected, depending on access panel
type. Some panels may be grouped and quoted as preparations, for easier presentation and
planning, especially among the cabin linings. The number of men for access work is not given.
K. MH column — Preparation Man-Hours
The PREP MH field contains the man-hours to perform the preparation for a task. Removal and
installation are included in the preparation man-hours. For preparations where different
configurations are possible, e.g. in the cabin, the preparation man-hours based on the configuration
defined in the „Airbus Standard Specification“. Adjustment of the preparation men-hours to the
operators cabin configuration and optional equipment may be necessary. The number of men for
the preparation work is not given.
L. Applicability Column
The information given in this column defines the technical status of the aircraft on which the task is
applicable.
The technical status is expressed as one, or a combination, of the following keywords :

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– "ALL" indicates that the task is applicable to all A318, A319, A320 and A321 aircraft.
– A keyword identifying the aircraft series or model (A320 100, A320 200, A319/A320/A321).
– A keyword identifying the power plant type and model (CFM, IAE, PW).
– A keyword identifying the APU type and model:
APS 3200: APIC APS 3200
GTCP 36-300: Honeywell (formerly GARRETT) GTCP 36-300
131-9(A): Honeywell (formerly ALLIED SIGNAL) 131-9(A)
– A keyword defining the status with respect to a modification number (PRE 20024 signifies all
A318, A319, A320 and A321 aircraft "without modification 20024", keyword "POST 20024"
signifies "all A318, A319, A320 and A321 aircraft with modification 20024. When a modification
can be retrofitted through an AIRBUS Service Bulletin, the SB number is given between brackets
just below the modification number. A comma between two SB brackets means a logical “OR”
while an “&” between two SB expressions is equivalent to a logical “AND”.
– When applicability is the result of combination of modifications:

Example Explanation

POST 28101 Task applies to all A/C with modification 28101 or 35080 embodied, i.e. to A/C
with one of the modifications or both modifications embodied.
OR
Applicable to aircraft having:
POST 35080
((MOD))OR((MOD))

POST 23002 Task applies to all A/C with modification 23002 embodied AND modification
24596 NOT embodied, i.e. both modification status must be met.
PRE 24596
Applicable to aircraft having:
((MOD)AND NOT(MOD))

POST 32025 Task applicability includes aircraft with production MOD 32025 and aircraft
without production MOD 32025 on which the same modification has been
(57–1118)
retrofitted by SB 57-1118 after entry into service.
Applicable to aircraft having:
MOD OR SB

A320 Task is applicable to A320 A/C if both Modifications 24135 (OR SB 27–1017)
AND 26786 (or SB 27–1120) are NOT installed/accomplished on the aircraft.
PRE 24135
Applicable to aircraft having:
(27-1070)
((AC-TYPE)AND NOT(MOD OR(SB))AND NOT(MOD OR(SB)))
PRE 26786
(27-1120)

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Example Explanation

PRE 23051 Task applies to all A/C WITHOUT modification 23051 (Service Bulletin 27–1057
NOT embodied) OR to all A/C WITHOUT modification 23061 (NEITHER
(27-1057)
Service Bulletin 27–1110 NOR Service Bulletin 27–1902 embodied).
OR
Applicable to aircraft having:
PRE 23061
(NOT(MOD OR(SB)))OR( NOT(MOD OR(SB)OR(SB)))
(27-1110),
(27-1902)

POST SB 57- Task applicability includes only aircraft delivered without the related production
1118 modification, on which this kind of modification (MOD 32025) has been
retrofitted by SB 57–1118 after entry into service.
Applicable to aircraft having:
SB

ISB 57–1129 Tsak is applicable in accordance with listed aircraft in ISB 57–1129 effectivity
and any terminative action records, which need to be tracked by the operator
until next ISB effectivity update.

I.A.W. Task is applicable to aircraft in accordance with EASA AD 2011–0201.

EASA AD
2011-0201

ACT Task applies to the Additional Center Tank.

– The aircraft Manufacturer Serial Number (MSN) or a block of consecutive serial numbers (e.g. 5 –
7 signifies that the task is applicable on aircraft MSN 5, 6 and 7).
– The keyword "FAA" indicates that the task is applicable only to aircraft flying under FAA
requirements. The keywords "EXCEPT-FAA" indicates that task is applicable except for aircraft
flying under FAA requirements.
– The keyword "ETOPS" indicates that the task is applicable only when “EXTENDED RANGE
OPERATIONS ARE UNDERTAKEN”. The keywords “NON-ETOPS“ indicate that task is
applicable, when Extended Range Operations are not undertaken.
– A weight variant group expressed, for example "GROUP 21-1A". This is applicable when a
number of weight variants have a common maintenance requirement. In these cases the weight
variants concerned have been 'grouped together' and classified under a group number, to simplify
how the applicability is stated. The weight variants contained within each weight variant group are
listed in the introduction to Section 3 of the MPD. Details of individual aircraft weight variants can
be identified by reference to the SRM.
– A conditional applicability such as “If equipment installed” is selected when a large amount of
modification or combination of modification are applicable to a particular item for a given

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equipment. This avoids stating a complex applicability, which could be confusing and
inappropriate for operators. e.g. MPD task 253000-02-1 with the applicability “IF FILTER
ELEMENTS INSTALLED”.
16. MAINTENANCE TASK REPORTING SYSTEM
An Airbus database has been designed and dimensioned to receive data on a continuous flow basis.
Operators are therefore requested to report data from all maintenance checks. The data should include
all task results, findings and nil findings. The reporting and collection of nil-findings allows a computation
of finding rate (finding/nil-finding ratio) which may be used for future maintenance program optimization.
Please refer to AirbusWorld eSite: Airbus World > Maintenance & Engineering > Prepare Maintenance
> Optimize maintenance management > Optimize maintenance program > Report my check records.
This then gives access to the appropriate reporting spreadsheet and the associated guideline “MPD
Task Reporting Guidelines”. Analysis of the reported data will enable Airbus to monitor the effectiveness
of the Maintenance Program and to further optimize it. Airlines who report data will also have the
possibility to benchmark task findings statistics against the reported data of other Airlines.
17. FILING INSTRUCTIONS
See Paragraph 5 “Revisions and Issues” previously named “Revision Policy”.
18. TASK MOVEMENT CODES
See Paragraph 5 “Revisions and Issues” previously named “Revision Policy”.
19. GLOSSARY

Calendar Times (MO, YE)

Month(s) : equivalent of 1 calendar month (can be calculated as 1/12 calendar year)
Year(s) : equivalent of 12 calendar month (can be calculated as 365,25 days)
Check
Task performed to ensure that a system or component is still serviceable (check of bottle weight, check
of firing circuit continuity, etc...) or that pressures or fluid levels are correct (See also visual check).
Discard (DIS)
The removal from service of an item at a specified life limit.
Flight Cycle(s) (FC)
A complete take-off and landing sequence.
Functional Check (FNC)
A quantitative check to determine if one or more functions of a system/sub system or component
performs, within specified limits.
This task may call for the use of special test equipment.
Inspection - Detailed: (DET)
An intensive examination of a specific item, installation or assembly to detect damage, failure or
irregularity. Available lighting is normally supplemented with a direct source of good lighting at an

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intensity deemed appropriate. Inspection aids such as mirrors, magnifying lenses etc may be
necessary. Surface cleaning and elaborate access procedures may be required.
Inspection - General Visual: (GVI)
A visual examination of an interior or exterior area, installation or assembly to detect obvious damage,
failure or irregularity. This level of inspection is made from within touching distance unless otherwise
specified. A mirror may be necessary to ensure visual access to all surfaces in the inspection area. This
level of inspection is made under normally available lighting conditions such as daylight, hangar lighting,
flashlight or drop-light and may require removal or opening of access panels or doors. Stands, ladders
or platforms may be required to gain proximity to the area being checked.
Inspection - Special Detailed: (SDI)
An intensive examination of a specific item, installation, or assembly to detect damage, failure or
irregularity. The examination is likely to make extensive use of specialized Inspection Techniques
and/or equipment. Intricate cleaning and substantial access or disassembly procedure may be required.
When such inspections are required, detailed NDT procedures are described in the
A318/A319/A320/A321 Non destructive Testing Manual (NTM).
Lubrication (LUB)
Term covering all types of lubrication by grease gun, squirt can, spray, brush or hand application for the
purpose of maintaining the inherent design operating capabilities of an item.
Maintenance Task
An action or set of actions, including corresponding planning data, required to achieve a desired
outcome which maintains an item (component, system/sub system, structure) in or restores an item to
serviceable condition. This term includes inspection and determination of condition.
Maintenance Significant Item (MSI)
Item identified by the manufacturer, whose failure :
– Could affect safety (ground or flight), and/or
– Is undetectable during operation, and/or
– Could have significant operational economic impact, and/or
– Could have significant non operational economic impact.
NDT-Inspection
Non-destructive inspection procedure, e.g. eddy current, ultra sonic.
Operational Check (OPC)
A task to determine qualitatively that an item is fulfilling its intended purpose. This task may include the
reading of the aircraft instruments but does not require the measurement of tolerances. This is a failure
finding task.
Repeat Interval
The maximum permitted period (for all tasks not performed on a sampling basis) that can separate total
completion of a task from its next accomplishment.

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Replacement
The action whereby an item is removed and another new or restored item is installed in its place.
Restoration (RST)
Term covering all actions (on/off the aircraft) necessary to return the item to a specific standard.
Sampling
The monitoring and/or withdrawal of selected devices from service to permit determination of their
condition at predetermined progressive intervals.
Sampling Concept
Inspections on specific aircraft selected from those which have the highest operating usage in order to
identify the first evidence of deterioration in their condition caused by fatigue damage or corrosion.
Structure Significant Item (SSI)
A structural detail, structural element or structural assembly which is judged significant by the
manufacturers because of the reduction in aircraft residual strength or loss of structural function which
are consequences of its failure.
Threshold
Limit deadline for all tasks not performed on a sampling basis at which the task must be accomplished
for the first time (subsequent accomplishment deadlines are obtained by adding the repeat interval and
its multiples to the threshold).
Visual Check (VCK)
An observation to determine that an item is fulfilling its intended purpose. Does not require quantitative
tolerances. This is a failure finding task.

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