• The airlines have detailed tifying what needs to be done, with impact the flow. And because the
schedules. They know by the hour— all the parts and tools listed. The work process will be less and less tolerant
in some areas, down to the quarter- cards thus have more fidelity and are in of disruptions once HVM matures,
hour—where that airplane ought to a format that fosters repeatable results. major modifications will have to be
be and what the mechanics ought to Regarding technician quality, performed on its own mod line. But
be doing. Robins and all Air Logistics Centers even on a modification line, the plan
• And the airlines utilize task boast excellent training programs, is to use the HVM tenets.
kitting and parts kitting, keeping their and they think the mechanic’s skill
technicians fully prepared with all level will be sufficient for HVM. Costs Rise, Then Fall
parts needed for each task. With all the pre-planning and logistic
Support From Above support, the HVM team does expect
The HPT saw variations of those les- In concert with the HVM validation at more overhead requirements, and
sons from multiple airline visits, recalls Robins, Hill Air Force Base in Ogden, therefore more initial expense, to
Mobley. “Whether it was American or Utah, is preparing the HVM pro- establish the new process. However,
United or Cascade, we saw various cess for the F-22 Raptor, and Tinker when efficiencies emerge and fewer
levels of those work habits.” Air Force Base in Oklahoma City, hours are required to complete main-
“One of the best examples was at Okla., is likewise working on HVM tenance tasks, Mobley and Keene
American,” recalls Keene. “We saw for the B-1B Lancer. Representatives foresee long-term cost savings.
their technicians take the seats out of for those bases and from Air Force For the Air Force, as with the com-
an MD-80 in a couple hours. Goodness Special Operations Command did mercial airlines, the real savings is in
– 130 seats out in two hours! Everybody observe the progress at Robins, and reducing the number of airplanes to
has got to know exactly where they are the Robins HVM team is participating purchase. An airline doesn’t want to
going, what they’re doing, which door in helping Hill and Tinker get their buy 100 jets if 90 are sufficient. With
to go out, which way to turn and so programs started. MRO efficiency, they don’t keep as
on. That’s part of what we’re trying to Even though Robins is starting many airplanes on the ground.
emulate, too.” the HVM validation programs on the That same principle applies to
The ultimate goal of High Velocity C-130P, future HVM cycles could be the Air Force. If HVM can drive
Maintenance is aircraft availabil- performed at other facilities. Once the down the number of aircraft in a
ity – keeping fewer airplanes on the processes are up and running, each depot, the service may not have
ground and more in the air. As HVM maintenance facility can determine to purchase more airplanes or as
drives down the number of aircraft how best to achieve efficiency. much support equipment or have
that sit in the depot, fewer mechanics For example, Tinker specializes in as many support facilities.
become necessary to do the job. engine work. If a cycle calls for the Mobley and Keene would not
“I’ve got the people I need now,” removal and replacement of many speculate on whether Pentagon
says Keene. “I’m just spreading them engine components, it might be more acquisition professionals are using
across more airplanes. If I have a efficient to have that cycle done there. the HVM methodology in determin-
better plan, I can focus those people The HVM Team wants to establish ing procurement levels. But, they
on fewer airplanes and move the air- High Velocity Maintenance so that do say that procurement savings is
planes through much faster.” it does not matter where the work is one of the deliverables that High
done. Even when a contractor pro- Velocity Maintenance can deliver.
Standard Visual Work vides maintenance, the work process “There is a lot of senior leader-
The HVM team also is working should be consistent. ship involvement and knowledge
toward utilizing Standard Visual While much of HVM is standard- of HVM and they have been very
Work across as many tasks as possi- ized within each cycle, a tail number supportive of it,” notes Keene and
ble. By providing step-by-step, illus- also tracks each aircraft and, as in the Mobley. But they do say procure-
trated instructions, the maintenance Iso calendar phases, certain inspec- ment savings is one of the deliv-
professional knows better what he tions exist that will be done very time. erables that can result from HVM.
needs to do. The depot level side of Eighty or 90 percent of the mainte- “There’s a lot of senior leader-
the house typically did not provide nance work is expected to be standard ship involvement and knowledge of
that. They had work cards telling across the board, but there will be HVM, and they’ve been very sup-
the mechanic to inspect, but they portions tailored for every airplane. portive of it,” Keene notes.
didn’t provide detail. A lot was left to Scheduled modifications will be Has the leadership taken
mechanic interpretation. handled in one of two ways. Small that philosophy all the way to
With the Standard Visual Work mods, like field mods that take 20 the Pentagon and its acquisition
philosophy, planners lay out the hours, may be sequenced into the programs? The two team leaders
instructions and photographs iden- HVM cycle, providing it doesn’t wouldn’t speculate.
AM
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61
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36 Aviation Maintenance | avmain-mag.com | Oct/Nov2009
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