Chapter 10.4
Service Modifications
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2 Policy on Service Modifications (SM)
3 Funding and financial approval2
4 4Withdrawal of legacy non-permanent Service-Engineered Changes (SECs)3
7.1 Integrated Project Team (IPT)
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List of figures
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Figure 1. Overview of the Service Modification Process.
There are occasions when an Integrated Project Team (IPT) may choose to use the Service Modification (SM) route to change the design of their aircraft or equipment in preference to the Designer Modification (DM) route as described in Chapter 10.3. An SM provides an IPT with the flexibility to embody aircraft and equipment modifications of either an urgent, special or short-term nature, or for trial purposes, or to address a safety issue, or to increase capability, improved availability or maintainability. Contrary to the implied meaning, SMs do not restrict IPTs to employing only in-service resources to scheme, trial or embody an SM. In the majority of cases, the decision to proceed with an SM in preference to a DM will be as a result of time or cost factors rather than for technical reasons. However, whenever the SM method is used, the IPT is to consider the through-life costs of supporting the modification.
IPTs are to use appropriate elements of the SM process and procedures to safely introduce or trial their design changes, and may elect to change the order and to combine stages to meet individual project requirements. This is permitted provided that risks are adequately assessed and that the necessary clearances and approvals are provided by the IPT and Release to Service (RTS) authorities at appropriate stages of the process.
The SM process detailed in this, and its subordinate chapter, supersedes all other forms of Service Engineered Changes (SEC).43
This chapter provides the policy and gives an overview of the SM process. 4JAP 100A-02 Chapter 3.13 contains the detailed SM procedure.
1.2.1 Applicability
This chapter applies to the embodiment of SMs in the Military Air Environment for:
1 Design changes to single aircraft, part or whole fleet.
2 Trial purposes, where modifications are embodied on a single or small number of aircraft for a limited period to:
2.1 Test the effectiveness of new equipment and operational software.
2.2 Test the effectiveness of a potential design change.
2.3 Evaluate the operational capability of an airborne system.
2.4 Evaluate new tactics.
2.5 Measure in-flight parameters.
1.2.2 Non-applicability
This chapter does not apply to SMs on:
1 Rationalized weapons, ammunition and explosives.
2 Equipment supplied or maintained by Government agencies outside the MOD, unless a prior agreement has been arranged with the provider.
3 Equipment on loan to the MOD, unless a prior agreement has been arranged with the provider.
4 Equipment that forms part of a Contractor Logistic Support agreement where the Contractor owns the equipment, unless a prior agreement has been arranged.
2 Policy on Service Modifications (SM)
The SM procedure detailed in 4JAP 100A-02 Chapter 3.13 is to be used to embody modifications when the DM procedure in Chapter 10.3 will not meet the required timeframe, or where an IPT believes that it is more cost-effective to introduce and support an SM.
Every SM is to be supported by its own Safety Case, which is to be assessed against, and integrated into, the whole aircraft Safety Case.
Note:
Appropriate phases/activities of the SM procedure may be used for evaluation or for trials purposes. It should only be incorporated into a limited number of aircraft or equipment for a specified period, then removed, inhibited or superseded by a DM or by completing the outstanding phases/activities of the SM procedure. It is to be supported by its own Safety Case, which is to be assessed against the whole aircraft Safety Case.
3 Funding and financial approval
IPTs will need to identify funding for the various stages of the SM process and seek or confirm financial approval in accordance with Chapter 10.2.
4 4Withdrawal of legacy non-permanent Service-Engineered Changes (SECs)3
4The SM procedure superseded single-Service SECs with effect from 2004 and required IPTs to manage all extant non-permanent SECs (ie STFs and TRIMs) until each legacy non-permanent SEC was removed or permanently incorporated by means of a DM or SM. It is now considered that all legacy non-permanent SECs should have been managed out; hence their continued existence is no longer recognized or endorsed.3
IPTs are responsible for the management of the modification process supported by a committee of stakeholders. Detailed information on Modification Committees is contained in Chapter 10.2.
There are many aspects that should be considered by an IPT prior to, and during, the SM process. The main factors are listed below:
1 Safety and risk management.
2 Configuration management.
3 Through-life management and support.
4 Impact on the RTS.
5 Effects on the Statement of Operating Intent and Usage (SOIU).
6 Aircraft equipment clearances.
7 Trials plan.
8 Obtaining independent and specialist advice.
9 Availability of resources.
10 Identification of funding to cover the various phases of the SM process.
11 ADS amendments.
12 Embodiment programme, including aircraft and equipment in storage.
13 Manufacturing control.
14 Reliability and maintainability.
15 Repair and reconditioning.
16 Support and test equipment.
17 Training.
18 4Aircraft security accreditation; JSP 440 refers.3
Note:
The above list is not exhaustive.
A simplified overview of the SM process is outlined in Figure 1 and described below. A detailed explanation of the SM process is given in 4JAP 100A-02 Chapter 3.13.
6.2.1 Requirement
An originator identifies the need for a design change to an aircraft type or associated equipment to meet a safety, operational or engineering requirement.
6.2.2 Modification proposal
The originator submits a formal proposal for a design change to the appropriate IPT.
6.2.3 Feasible solution
The IPT identifies a feasible solution to address the requirement, with assistance from specialist organizations, where appropriate. This phase may include results from a feasibility study and/or consideration of safety and support issues. If an SM is the preferred solution, the following processes will apply.
6.2.4 Funding
The IPT confirms that the necessary funding is available to cover all stages of the SM process before accepting and progressing the proposal, including the requirement to modify, as applicable, any platform-associated Synthetic Training Equipment.
6.2.5 Accept proposal
If the IPT accepts the proposal, the IPT initiates actions to progress the proposal to the next stage of the SM process.
6.2.6 Initiation meeting
An initiation meeting is held with all appropriate stakeholders to consider the outline design and to ensure that safety, airworthiness, operational, engineering, support and training risks and issues are addressed. Where appropriate, specialist advice, support, clearances and endorsements are obtained. During the meeting organizations are identified, tasked and authorized to undertake appropriate stages of the process and the IPT and RTS Authority (RTSA) are expected to agree what evidence is to be produced to enable the RTSA to incorporate the SM into the RTS. An initiation certificate is raised as the authority to proceed with the detailed design, production of the Draft SM Leaflet (DSML) and embodiment of an SM Trial Installation (TI).
6.2.7 Develop SM
The IPT selects and tasks a competent Design Organization (DO), in accordance with Chapter 10.2, to undertake appropriate elements of the proposal progression, including SM Safety Case production, SM design and development.
6.2.8 Trial Installation (TI)
A TI is conducted to prove the practicality of the SM, identify parts and any additional trade skills or training requirements, and to provide the detailed information necessary to prepare the draft modification instruction. Where an SM is a one-off requirement, eg for a single aircraft, it may be appropriate to combine the TI with the SM embodiment referred to in paragraph 6.2.12.1.
6.2.9 Clearance meeting
A clearance meeting is held to give final approval on the suitability of the SM. The meeting determines if a Proof Installation (PI) is required and, subject to satisfactory PI and trial reports, decides whether to proceed to full production and embodiment of the SM. Critical to the decision to proceed is the stakeholders’ assessment of the SM Safety Case and how it affects the whole aircraft Safety Case. The RTSA will be expected to confirm to the meeting that sufficient evidence exists to enable clearance for the SM flight trials to be given, and what, if any, further evidence will be needed to incorporate the SM into the RTS. The meeting confirms equipment clearances and criteria for the SM kit production and embodiment programme, any PI requirements, functional or ground trials and clearance for flight trials.
6.2.10 Flight trials
If tasked by the clearance meeting and approved by the RTSA, authorized flight trials are conducted to validate the SM, typically where aircrew operations and aircraft handling are affected. A flight trial report is produced to confirm satisfactory operation/performance of a modification, identify problems and provide further evidence to support incorporation of the SM into the RTS.
6.2.11 Proof Installation (PI)
If required, a PI of the SM is conducted and the findings used to update the design records and engineering publications, where appropriate. Chapter 10.2 contains detailed information on PIs.
6.2.12 Configuration control and embodiment
To maintain configuration control, before issuing the SM the affected aircraft or equipment design records are updated and sealed and the ADS amended in accordance with Chapter 10.0.1. If the IPT deems appropriate, this phase may include the implementation of Designer cover modification action in accordance with Chapter 10.3. The SM is incorporated in the RTS for operational flying.
6.2.12.1 Embodiment
The IPT approves and arranges for the publication and distribution of the SM and initiates the embodiment programme as agreed with the Front Line Command at the clearance meeting. The IPT arranges for the provision of sufficient modification kits to meet the agreed programme at all lines of maintenance.
6.2.12.2 Monitor and review embodiment
The IPT monitors and reviews the embodiment to:
1 Maintain strict configuration control over the platform.
2 Assess the effectiveness of the SM in meeting the requirement.
3 Identify and resolve any problems in the embodiment programme.
4 Incorporate lessons learnt into future programmes.
Figure 1. Overview of the Service Modification Process.
The following sub-paragraph details IPT responsibilities associated with SMs and is to be read in conjunction with the relevant chapters in JSP 553.
7.1 Integrated Project Team (IPT)
IPTs are responsible for:
1 Cancelling and reissuing an SM under a new number if changes to the existing SM invalidates aircraft or equipment clearances, or affects the Safety Case.
2 Ensuring that SMs embodied for trials purposes are either removed, or formally embodied at the end of the trial.
3 Publishing SMs in the Topic 2(N/A/R)2 in accordance with Chapter 8.4.
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This chapter refers to the following publications:
1 JSP 553 – Military Airworthiness Regulations.
2 Topic 2(N/A/R)2 – Service Modifications.
3 4JSP 440 – Defence Manual of Security.3
4 4JAP 100A-02 – Military Aviation Engineering Documentation Procedures.3