As the aviation industry in Nigeria continues to expand, the Maintenance, Repair, and Overhaul (MRO) sector is witnessing a surge in activity, primarily driven by the private sector.
Aero Contractors, a pioneer in this space, established its MRO in 2017, a strategic move amidst a period of economic challenges.
Engr. James Ominyi, Head of Aero Contractors’ Aircraft Maintenance Organization (AMO), highlighted the critical role of MROs in the country’s aviation landscape while speaking at a zoom meeting to commemorate the 10th year anniversary of the Air Transport Quarterly magazine, ATQ, with the theme: “Challenges of Aircraft Maintenance; profit and sustainability in Nigeria”.
He emphasized that the establishment of Aero Contractors’ MRO not only addressed the company’s specific needs but also created a much-needed service for airlines across the region.
“Aero contractors started the MRO in 2017, at a time when its airplanes were grounded all over the world. If you remember, in 2015, the exchange rate suddenly changed from N160 to about N500, and so airlines were unable to carry out maintenance”.
Maintenance that would have cost a million dollars, which would have been N160 million naira, suddenly became N500 million. Airlines had difficulties, so it was at that point that aero contractors established the MRO, and then the business grew beyond our expectation”.
The facility quickly attracted clientele from neighboring countries, a testament to its quality and expertise.
However, the growth of the MRO sector has been accompanied by significant challenges, pointing to infrastructure deficits, a shortage of skilled labor, and the high cost of specialized tools and equipment as key obstacles.
Engr. Ominyi noted that the acquisition of essential tools for specific aircraft types can be a substantial financial burden, hindering the ability of MROs to offer comprehensive services.
The challenges are compounded by the need for continuous training of personnel to maintain proficiency in handling various aircraft models.
The rapid advancements in aviation technology require MROs to invest in training programs to ensure their workforce is equipped with the latest knowledge and skills.
While technology offers potential solutions, Engr. Omonyi acknowledged that Nigeria is still lagging behind in adopting advanced tools and techniques.
He emphasized the importance of data-driven decision-making and the need for collaboration among MROs to share resources and expertise.
Despite these challenges, the Aero AMO Head expressed optimism about the future of Nigeria’s MRO sector.
He highlighted the profitability of the business and the potential for growth, especially as the country’s aviation industry expands.
However, he stressed the importance of a supportive regulatory environment and government policies that encourage investment in the sector.
“If you look at the implementation of the regulations in Nigeria, it is skewed to the advantage of MROs and to the disadvantage of the operators and I’ll give you an example. MPD may tell you, maintenance planning document may tell you the interval between C-checks is 4,000 flight hours and then the Nigeria regulatory authority will impose a calendar and the calendar may be 18 months or 24 months”.
He added, “Irrespective of whether you have flown 4,000 hours or not, you will be required to perform maintenance, if you are grounded for an engine, maybe you have flown 1,300 hours, You are grounded for an engine and it takes you three months to get an engine, Calendar is counting and once it is 18 months, then whether you have attained the 4,000 hours or not, NCAA will require you to perform the next C-check”.
As Nigeria strives to position itself as a regional aviation hub, the development of a robust MRO sector is crucial.
According to Engr. Ominyi, by addressing the challenges and leveraging the opportunities presented by technology and collaboration, the country can establish itself as a preferred destination for aircraft maintenance services.
“Government needs to create the enabling environment and then we need to know who is responsible or who will bear the cat and take responsibility for gathering data, otherwise, there will be a lot of motion, but no movement”.
