Aircraft maintenance and inspection are classified into various levels.
Aircraft maintenance and inspection are classified into various levels. In total, there are four different types of checks mainly A- Check, B-Check, C-Check, and D—Check (Wiede et al, 2022). These checks or inspections allow maintenance, repair, and overhaul (MRO) companies, to rectify defects that are found while checks are conducted. However, scheduling these tasks is difficult to the extent that it would affect MRO operations and the turnaround time. The ideal maintenance routine can be achieved if all checks and repair can be done as efficiently as possible and reduces the downtime of the aircraft to the planned period. Unfortunately, there are uncertainties during aircraft maintenance that results in longer downtime or delay in flights. This paper will serve to identify the issues that cause the scheduling challenges during aircraft maintenance and inspection and viable solutions to mitigate these challenges. Some of the issues that are going to be discussed are as followed but are not limited to unavailability of Original Equipment Manufacturer (OEM) supplies, unscheduled maintenance, and turnaround time. Aviation maintenance poses numerous difficulties due to the varying degree of maintenance work that needs to be carried out on fleets of aircraft. In general, aircraft Maintenance, Repair, and Overhaul (MRO) maintenance work consist of six categories, Line Maintenance, Heavy Maintenance, Engine Overhaul, Component Overhaul, Avionics, and Retrofits and Conversions (Fahza & Mohammad, 2021). The maintenance schedule of aircraft is split into two types, natural and unnatural (Albakkoush et al, 2020). A natural maintenance schedule is what has been described as line maintenance or heavy maintenance while unnatural maintenance is unscheduled maintenance. Some of the more significant causes of scheduling challenges noted are Original Equipment Manufacturers (OEM) supplies, unplanned maintenance, and turnaround time. These issues create challenges for light and heavy maintenances and to add on, not forgetting the many different aircraft types an MRO company handles. The research in this paper will serve to investigate most scheduling challenges faced by MRO companies and possible solutions to counter these issues. MRO companies are filled with aircraft from various airlines to perform light or heavy maintenance. The maintenance requirements are based on the Maintenance Planning Document (M PD) which is referenced from the Type Certificate (TC) and the Maintenance Board Review Report (MBRB). Additional requirements such as service letters and bulletins are added which eventually form the Operator Approved Maintenance Program (OAMP). When an aircraft is scheduled for heavy maintenance, they are removed from its usual flight operations and are stripped apart to perform inspections and repairs, and these aircraft are termed Aircraft on Ground (AOG). Until an aircraft has completed its necessary maintenance, they are to remain on121 and Federal Aviation Authority (FAA) authorization. The FAA’s weight and balance program were incorrect, and the inspector endorsed it without checking its viability. The improper validation of the weight and balance program resulted in incorrect calculations, which caused flight 5481 to have an actual weight of 17,000 pounds and a center gravity (CG) of 45.5 percent of the Mean Aerodynamical Chord (MAC) on the accident day. It was over the limit at 17,120 pounds and 40 percent MAC (NTSB, 2003, pp 116). he ground, and this induces a loss for airlines as a grounded aircraft is not generating any income for them. MRO companies have various factors that influence their operation, the various factors are illustrated as shown in the fishbone diagram below. There are different types of maintenance other than heavy maintenance, and these maintenances encompass different types of checks such as line maintenance being A—Check or B-Check, which includes checking engine oil, brakes, and surface area for damages, and other basic inspections (Fahza & Mohammed, 2021) ‘4-
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