Aircraft Maintenance Metrics II

What is the formula to calculate Aircraft Availability rate?

What is the term for introducing intentional turbulence to avoid additional turbulence later?

Where can the definitions of possessed codes be found?

What is the significance of 'plan what you fly and fly what you plan' in flying schedule guidance?

What is the purpose of evaluating causes of turbulence in the flying schedule?

What may be affecting the operation if the unit isn’t meeting the sortie UTE rate?

What can a high abort rate drive down?

What does the break rate indicate?

What is the traditional yardstick for measuring a unit’s performance?

What may indicate a unit is experiencing serious parts supportability issues?

What is the primary driver of the TNMCS rate?

What is the focus of the 4-/8-/12-hour fix rates?

What may indicate a lack of thorough troubleshooting or inordinate pressure to commit aircraft to the flying schedule?

What is the relationship between the R/R rate, break rate, and fix rate to NMCM?

What is the key to minimizing downtime according to the TNMCM rate?

What does a low MSE rate indicate about a unit?

What is the purpose of a unit's aggressive follow-up program for AWP deferred discrepancies?

What is the goal of maintenance schedulers regarding AWM deferred discrepancies?

What is a common reason for a CANN action to take place?

What is included in the CANN rate measurement?

What is the consequence of not scheduling maintenance with a more extensive maintenance action?

What is the relationship between the CANN rate and depot support?

A high Aircraft Availability rate indicates that the maintenance group is unable to provide sufficient aircraft to accomplish mission requirements.

The FSE rate measures the percentage of a fleet’s total active inventory that is available for flying.

Introducing intentional turbulence to avoid additional turbulence later is a bad management practice.

A low FSE rate may indicate that the unit has planned well and executed the schedule.

The Aircraft Availability rate is calculated by dividing the total time possessed by the depot possessed time.

Sticking to the printed flying schedule reduces personnel tension and allows for a better maintenance product.

Definitions of possessed codes can be found in AFI 21-103.

NMCM, NMCS, NMCB, and UPNR are types of possessed codes used in calculating Aircraft Availability.

A Code 3 break rate is an indicator of aircraft system reliability and maintenance quality.

Maintenance scheduling practices can affect the sortie UTE rate.

Operations and maintenance share the sortie UTE rate as an indicator of their combined performance.

The break rate is an excellent predictor of parts demand.

The TNMCM rate is primarily driven by spare parts availability.

The TNMCM rate is only used to measure the quality of maintenance performed in a unit.

Maintenance should schedule flying first and then support maintenance with the remaining aircraft available.

Awaiting Maintenance and Awaiting Parts are two categories of deferred discrepancies that can be resolved during a phase inspection.

The CANN rate measures the number of airframes out for parts.

A high CANN rate is desirable as it indicates efficient use of resources.

A unit can delay resolution of AWP deferred discrepancies indefinitely.

The 12-Hour Fix Rate is only applicable to fighter aircraft.

Maintenance schedulers can schedule an aircraft down for a week to work deferred discrepancies.

Supply relies on maintenance for replenishment.

Maintenance missing a scheduled action because an aircraft is pulled to support the flying program is an unreasonable occurrence.