Detailed Report on Jet Provost Aircraft Maintenance and Inspection

This report presents an analysis of aircraft maintenance, using the Jet Provost as a primary example. It covers various aspects of aircraft maintenance, including inspection procedures, risk assessment, and maintenance planning. The report highlights the importance of visual inspection, the challenges of managing maintenance workload, and the influence of geographical factors and regulatory bodies like the FAA. It also discusses the impact of maintenance on aircraft safety, exploring accident data and associated risks like aircraft liability and worker safety. Recommendations for risk mitigation, such as proper training, are provided. The report also includes network plans, maintenance diagrams, and accident data reports, offering a comprehensive overview of aircraft maintenance practices and challenges. The report emphasizes the significance of efficient inspection processes and the need for continuous improvement in the field of aircraft maintenance.

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This paper is basically made to enable a project manager to plan and prepare to deliver an
aircraft maintenance project and deliver in the format of a portfolio. For an aircraft maintenance
is very basic as it enhances a smooth operation of the aircraft (Hordeski, 2008). For this type of
research, Jet Provost will be taken as the point of reference as an aircraft. The below gives some
basic information about the aircraft (Kariniotakis, 2017).
The aircraft can carry out a flight test having both passengers and the pilot employing the
oxygen given by the aircraft integral air system. If the pilot makes the aircraft to climb via
FL240, the pilot will automatically become unconscious because of the disconnection in the pilot
´s oxygen hose in the break point with his ejection seat (Bhatt, 2012). There are several

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recommendations which will be made as far as risk assessment is concerned. The risk assessment
is made on the limitations and procedures due to the design standards of the Jet Provost. These
risk assessments hence result in the maintenance of the aircraft (Wang, 2014).
Jet Provost Maintenance or inspection is very complex, it is basically influenced by
several geographical dispersed entities like repair, maintenance facilities and large international
carriers. This can be done through commuter airline of Jet Provost to the fixed based controllers
linked with general aviation. The inspection like maintenance is controlled by the FAA but
whilst the adherence to the procedure and protocols of the inspections are closely checked,
checking the effectiveness of this procedure of maintenance are for sure very difficult. Just as
efficacy inspection is viewed as a very crucial prerequisite to maintenance safety (Bazargan,
2013).
Therefore inspector reliability is essential to efficacy inspection. Because about 92% of
all inspections in Jet Provost inspection inclines to be visual it is critical that this visual
supervision is done effectively and consistency over a given period of time (Bari, 2010). Jet
Provost for the commercial presupposes have a maintenance schedule by a team which
constitutes start-up operators and the manufactures (National Research Council, 2013). The
schedules are taken by the by the carrier and then modified to make them suit the requirement of
the individual carriers as well as meeting the legal approval.
As long as the inspection and maintenance are scheduled on the Jet Provost, it is then
translated to a set of job card as the Jet Provost arrives every maintenance site. Initially, the Jet
Provost is cleaned access hatches are opened to enable inspectors to view several areas. This
then is followed by a heavy inspection check. As stated above the most prominent way of doing
the inspection in a Jet Provost is visual in nature (David, 2013). Because those large parts of

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maintenance workload fully rely on the discovery of the defects during the inspection. It is
highly vital that the incoming inspection is completed immediately after the arrival of the Jet
Provost at the site of the inspection maintenance (Kate, 2013).
Furthermore, the inspector is highly under pressure to make the required discovery of the
critical defects which necessitate a long follow-up maintenance of the Jet Provost. Therefore
there is always a heavy work at the beginning of every check/inspection (Bilmate, 2013). The
planning group will only be able to estimate the anticipated maintenance workload after doing a
thorough discovery of the defects (Ackerman, 2012). Regularly, maintenance facilities always
resort to overtime leading to prolonged working hours.Much of the inspection is as well
conducted during the night shift, including the routine inspection of the flight (Belyaev, 2010).
These are scheduled to occur between the first flight of the day and the last flight of the day.
Fig 1: Showing a network plan for the aircraft

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When the inspection is done every defect is written up as a NRR (Non-Routine Repair)
record (Pratima, 2016). This is then translated to a group of work card to help correct the defect,
the correction is undertaken by the maintenance team (crew). As soon as the defect is corrected,
it may as well generate extra inspection to guarantee the work to meet the required standards and
codes of operations. These succeeding inspections are basically known as the buyback
inspections (Bari, 2010). Therefore it is viewed that the originally on the inspector is too much at
the arrival of the Jet Provost in the airport. As the inspection services on the Jet Provost
proceeds, the workload of the inspection will hence decrease since the maintenance crew
operates on the repair of the Jet Provost (Wang, 2014).
The workload on the inspection will in turn increase towards the completion of the
services. The task analysis of the Jet Provost inspection has revealed that the inspection is a very
complicated task in which the inspector has to look for the defect visually (Belyaev, 2010).
During the inspection of the defect in the Jet Provost, the inspector has to be sensitive to efficacy
to make everything works as planned by the inspectors (Thomas, 2013).
The workload of the inspection is complicated by a huge variety of the defects which are
being witnessed in the older Jet Provost. With the introduction of the new Jet Provost, it doesn´t
severely reduce the workload at the inspection (Richard, 2013). New airframes composites
generate an extra group of inspection variables. However, the widespread employs the use of the
older Jet Provost is anticipated to continue in prospect. Because inspectors shall continue to be a
part of the inspection process for the predictable future, they must be trained to be efficient and
effective (Spoehr, 2009). Teaching has enabled it to have a powerful effect on inspection
performance when applied to both novice and experienced inspectors Nevertheless, most of the
training for inspectors tend to be OJT (on-the-job training), especially for visual inspection tasks.

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Nonetheless, we see from the literature that this might not be the best technique of instruction
(Wang, 2015). Undoubtedly, drilling is a dire issue because the reliability and safety of the Jet
Provost fleet can just be guaranteed when assessments are done appropriately (McMurry, 2015).
Fig 1: Showing the maintenance diagram of the aircraft
Fig 2: Showing the bar chat plan
The two contradicting objectives of the profitability and safety are exemplified in the
inspection function in the way of speed and precision. Precision defines detecting the defects
which must be resolved for the safe working of the Jet Provost whilst keeping false alarms to a

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minimum (Ramesh, 2011). The speed defines the work which must be conducted in a timely way
without the excessive use of resources. During the operations there are some factors which
influence several activities, these are illustrated below;
Maintenance Accidents and incidence in relation to other causes ¨
Air safety has tended to understate the importance of the maintenance as leading factor in
accidents as well as incidence (Pakistan, 2013). A recent study indicates that Jet Provost
company involving global commercial aircraft now indicate a great increase in the rate of
accident in which the inspection and maintenance are primary factors (Brown, 2015).

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Fig 3: Showing accident data report distribution globally airline operation.
Some of the risks and their solution for the aircraft are as below;
Aircraft Liability Risk:
As the specialist aviation industry, Belief maintains an inclusive aviation liability
strategy which comprises hangar keeper’s exposure and aeronautics products liability coverage
(Dong, 2016). Several recruitment providers work with a rudimentary general business liability
policy that provides no coverage related to aircraft maintenance and operations (Pardalos, 2012).
(Papers, 2011).. And it can be mitigated via a company tries its best to prevent damages in the
operations in the aircraft industry (kawilt, 2010).
Worker Status:
While working at the airport, the maintenance specialist is always faced with a harsh
working condition like extreme temperature as they travel with the aircraft to maintain the
aircraft (National Research Council, 2013)

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. This hence exposes the workers to some risks like pneumonia, malaria among other
infections. These harsh conditions can be mitigated by wearing some clothes which keep the
body of the specialist warm (Williams, 2013). The maintenance specialists should also work in
the regions they are well adapted to this help to reduce the chances of contracting diseases
(Nelson, 2014).
Working accidents
During the maintenance of the aircraft, these specialists may experience accidents as
they work in the maintenance. Such accidents may result to fire risks (Moore, 2017). These can
basically be mitigated by avoiding carelessness, ignorance while doing the maintenance in the
aircraft. Some of the accident may be cut in the maintenance specialists as they operate
(Webinars, 2012).
Vendor insolvency:
As a well-capitalized, skillfully managed industries having more than a decade of
aeronautics industry experience, Sureness allows customers peace of mind that we are with them
for the long term.. This can be mitigated when the aircraft industry fully makes the good
management of aircraft to enable them to pay the specialist a handsome pay.

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