Learning about aviation

The aircraft reliability software is an organizational culture that assists individuals in carrying out a variety of tasks such as scheduled maintenance, preventive maintenance, and predictive maintenance, among others. The key challenges with aircraft reliability schemes include a constructive approach to guarantee long-term reliability. On each flight, the first officer inspects the cockpit for adequate lighting, hydraulic leaks, tyres, landing gear malfunctions and discrepancies, and loose panels. This process is essential in ensuring that the aircraft is not only safe but also reliable to initiate the flight. It is also regarded that it is significantly easier to repair malfunctions and discrepancies of the airplane_x0092_s parts on the ground (Emeneker, 2014). The program also has a training scheme for flight personnel on necessary procedures and regularly tested to guarantee mastery of the processes. This is critical when it comes to ensuring reliable response to any unpredicted failure in a manageable, safe and acceptable manner. Flight crew training is not just routine but also recorded and confirmed through practice. This action is vital in ensuring safety as well as the wellbeing of passengers. Moreover, reliability program deals with tracking data for every aircraft. This is because an aircraft has certain inspection spots and requirements that are determined by the manufacturer. Therefore, reliability program helps an air carrier to collect information, analyze and dissect so as to ensure that passengers get to their destinations safe and in a timely manner. With the collected information in the program, it becomes easy to record regular repairs and discovery of suitable software to increase the safety and reliability of an aircraft (Emeneker, 2014). Aircraft reliability program also entails various things including; corporate structure, roles, and duties; information collection structure; corrective action plan; procedures to establish and assess performance standards; additionally, the programs has the general description of reliability program and definition of terms.

Predictive maintenance approach,

During predictive maintenance, the administrator prescribes standards and performs maintenance of the aircraft. In this regards, the administrator should establish necessary policies for conducting the maintenance approach. Predictive maintenance helps the administrator to understand if the aircraft in the right condition and properly maintained to operate. Besides policies, air carriers must demonstrate that the aircraft maintenance takes into account various parts including the outer cover, structure and age-sensitive components of the aircraft. In predictive maintenance approach, the aircraft undergoes thorough line maintenance, engine servicing, overhauling the landing gear, repair and so forth. This is done to guarantee a high level of safety (Advisory Circular 2009). In addition, this approach is useful when it comes to making sure that the aircraft is operating correctly to satisfy customers_x0092_ demands. Predictive maintenance also uses the input from inspection to ensure that maintenance activities are realized while ensuring that; trained employees carry out the activities; and necessary tools and material are accessible and used. Predictive maintenance approach also takes into account on-condition maintenance procedure. This is where the aircraft_x0092_s parts are routinely checked based on the physical standards to verify if it is safe to meet passengers_x0092_ needs. On-condition maintenance is important as an aircraft can be enhanced in accordance with the tests performed and the reliability program. Furthermore, the approach comprises o hard time, a preventive maintenance procedure, which requires a periodic overhaul to the aircraft_x0092_s components.

A non-destructive inspection program

A non-destructive inspection program provides that certain aircraft should undergo inspection by the administrator after a given time frame (Locatory.com, 2015). This program is important, particularly when it comes to making sure that maintenance of aircraft_x0092_s sensitive components are adequate and timely. These aircrafts consist of multi-engine planes utilized in planned operations in part 135; US-registered multi-engine planes in part 129; and aircraft in part 121. To guarantee that the maintenance is timely and comprehensive, the Federal Aviation Administration (FAA) performs an inspection based on the aircraft’s_x0092_ records. To meet the purpose of Aging Airplane Safety Final Rule, the FAA samples tasks and records every aircraft of ascertaining aircrafts that must undergo non-destructive inspection (Advisory Circular 2009). The aircraft_x0092_s non-destructive inspection program must be performed during heavy maintenance checks. However, a non-destructive inspection program should be planned early so as to provide the PMI with scheduled plans for heavy checks. Additionally, the PMIS must collaborate with air carriers to tackle problems that may interrupt inspection. On the other hand, the certificate-holding district office (CHDO) assistance from geographically based ASIs to help in carrying out inspections. Therefore, a non-destructive inspection program can be carried out DAR, ASI or ODAR. Basically, a non-destructive inspection can be performed in various regions by various inspectors. To ensure the effectiveness of non-destructive inspection, every carrier has to provide FAA with a notification or about two months before the inspection is performed. The notification must also be presented to principal maintenance inspector (PMI) as stipulated by the air carrier and PMI. While a carrier can create a single notification covering a number of aircrafts, the notification must identify every aircraft in terms of its model, serial and registration numbers. Furthermore, the notice should reflect every aircraft_x0092_s inspection plan comprising of location as well as the date. During the non-destructive inspection, the FAA coordinates with the air carrier to determine not only the scope but also the degree of scheduled inspection (Locatory.com, 2015). To attain the Title IV of Public Law 102-143, the FAA performs structural inspections that include prevention of corrosion, controlling program activities and major upgrades or repairs on the aircraft. Nonetheless, FAA samples activities to make sure they are complete while indicating compliance techniques needs tools as well as signoffs. An air carrier must present ODAR, ASI or DAR carrying out inspection with required documentations prior to non-destructive inspection. Much as FAA may not interrupt a carrier_x0092_s operations, it can need to access the aircraft.

Life Cycle Impact

The life cycle impact of the aircraft includes assessing the results of the life cycle inventory-measurable inputs and outputs to help comprehend environmental important with careful consideration of depletion of resources, environmental effects and public health (Emeneker, 2014). Therefore, life cycle impact purposes to link a process or product to corresponding effects with respect to possible environmental impacts in a systematic manner (Emeneker, 2014).

To perform a life cycle impact of an aircraft, it is important to carry out three steps as stipulated by ISO 14042. These steps are;

Selecting and defining impact categories: This requires identifying categories of the impact such as acidification, global warming, which greatly relies on the objectives of the life cycle impact. This is crucial as it assists the air carrier to know the type of information to gather and the technique of assessment

Classification: During this stage results collected from the life cycle impact helps an airline to quantify the amount of emissions emitted by each aircraft. In addition, they help a carrier to assign them to a given category of environmental effect. Nonetheless, particular life cycle impact can lead to several environmental categories such sulfur dioxide can affect public health as well as acidification.

Characterization: This involves computation of the degree of environmental consequence for every category and quantifying its impact. Using science-based variables, the results of life cycle inventory are converted and incorporated into representative parameters to environmental and public health.

Cost for Air-Frame

To get the cost of airframe various elements such as tooling, engineering, manufacturing expenses and material; development support, aircraft test and quality control have to be considered (Canaday, 2013). The significance of several cost aspects based on the percentage of overall program is demonstrated below;

Cost aspect quantity Tooling 19 Engineering 24 Manufacturing expenses 25 Manufacturing material 10 Development support 9 Flight test 10 Quality control 3 Total 100

Engineering, tooling, quality control and manufacturing labor are estimated based on hours and not in terms of dollars because; it prevents the need to adjust annual costs; it allows comparison of actual disparities in labor needs (Canaday, 2013).

References

Advisory Circular (2009). U.S. Department of Transportation Federal Aviation Administration: Aging Aircraft Inspections and Records Reviews. AFS-300 AC No: 120-84

Canaday H (2013). New Predictive MRO Tools Cut Costs. Gathering aircraft systems data is often easier than analyzing and determining how to act on it. Accessed on 16/01/2017 at http://aviationweek.com/awin/new-predictive-mro-tools-cut-costs

Emeneker, A. (2014) Reliability Lessons from the Aircraft Industry: Life Cycle Engineering.

Locatory.com (2015). Can predictive maintenance become the future of aircraft MRO? Accessed on 16/01/2017 at https://www.locatory.com/en/news-media/press-releases/2015/can- predictive-maintenance-become-future-aircraft-MRO/