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The challenges of A380 maintenance

Weathering the storm narrowbody freighter market
A new lease on life aircraft recycling initiatives
Advances in hydraulics and actuators
SAP applications for MROs
Profile: PAS Technologies
The leading international magazine for the manufacturing and MRO sectors of commercial aviation

August - September 2008 Issue: 95

check_FPA:ATEM95 26/8/08 15:04 Page 3



AT95News_alpha:AT95News_alpha 9/9/08 15:20 Page 1

August - September 2008 Issue: 95
News, contracts, products and people 4
An Aviation Industry Press publication  INDUSTRY FOCUS
EDITOR In my opinion: Bernd Kessler, CEO, SR Technics 10
Daniella Horwitz:
Bernd Kessler talks about his customer-focused approach and global
Jason Holland:
ambitions for the company.
Bernard Fitzsimons, Jacky Baz PAS Technologies profile 14
PRODUCTION MANAGER In six months PAS Technologies have moved from below average to
Phil Hine: industry leader. CEO Robert Weiner describes the journey.
Kalven Davis:
Advances in hydraulics and actuators 20
Paul Canessa: Jason Holland explores the latest in higher pressure hydraulics
SALES EXECUTIVE - EUROPE, ASIA & AFRICA and electrical actuation.
Alan Samuel:
PUBLISHER & SALES DIRECTOR - USA Developments in aero-engine bearings 30
Simon Barker: Bernard Fitzsimons looks at the progress made in monitoring the
MANAGING DIRECTOR - AIP condition of bearings.
Philip Tozer-Pennington:

Aircraft Technology Engineering & Maintenance A new lease on life 42

(USPS 022-901) is published bi-monthly, Daniella Horwitz investigates trends in aircraft recycling.
in February, April, June, August, October and December
plus an extra issue in July, by Aviation Industry Press Ltd,
2nd Floor, Ludgate House, 245 Blackfriars Road, London SE1 9UY, UK.  ENGINEERING & MAINTENANCE
Annual subscription cost is $300 (USA).
MRO focus: Spain and Portugal 52
Periodicals Postage paid at Jamaica, NY 11431. Aircraft Technology presents a round-up of the maintenance
Airfreight and mailing in the USA by agent Air Business Ltd., companies operating in the Iberian Peninsula.
c/o Worldnet Shipping USA Inc., 149-35 177th Street,
Jamaica, New York, NY11434.
U.S. POSTMASTER: Send address changes to Narrowbody freighter market 60
Aircraft Technology Engineering & Maintenance,
Air Business Ltd, c/o Worldnet Shipping USA Inc., Narrowbody freighters weather the storm.
149-35 177th Street, Jamaica, New York, NY11434.
Subscription records are maintained at Aviation Industry Press, Ltd.
2nd Floor, Ludgate House, 245 Blackfriars Road, London SE1 9UY, UK
Engine Overhaul Directory Europe 70
A full list of Europes main engine overhaul providers
Aircraft Technology Engineering & Maintenance (ISSN 0967-439X)
UK annual subscription cost is 150.
Overseas annual subscription cost is 170 or $300 A380: Timely maintenance cost savings 80
Single copy is 25 (UK), 30 (ROW), $50 (USA) The challenges involved in maintaining the super-jumbo.
All subscriptions enquiries to:
Paul Canessa:
AIP Group Tel: +44 (0) 20 7579 4840
AIP Group Fax: +44 (0) 20 7579 4848  INFORMATION TECHNOLOGY
Circulation Tel: +44 (0) 20 7579 4880
SAP applications for MRO 88
2008 Aviation Industry Press. Is SAP a complete MRO solution or money pit?
Printed in England by Symbian Print Intelligence Ltd.
All rights reserved. No part of this publication  REGIONAL PERSPECTIVE
may be reproduced by any means whatsoever without
the express permission of the Publisher. Saab Aircraft 98
Please note our new address and telephone/fax numbers above. The S340 and S2000 continue to fulfil a niche.

Aviation Industry
Group supports Orbis Aircraft data: Embraer 170 and 190 families 104

FAA AD biweekly summary listings 108

Although care has been taken in the compilation of

this magazine, Aviation Industry Press does not take
responsibility for the views expressed herein.
Front cover image: A380 from AirTeam Images
AT95DPScheck:dps AT95 28/8/08 09:01 Page 2

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concentrate on their core tasks. all over the world. As early as 2005, we signed a contract for
We called this vision Total Technical Support, or TTS. Today, the 1000th aircraft to be maintained under Total Support.

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AT95News_alpha:AT95News_alpha 8/9/08 14:21 Page 4


The latest production standard of
International Aero Engines V2500, Boeing forecasts strong Rolls and Goodrich
SelectOne, has been certified on the
A320-family aircraft by the European
air cargo traffic growth propose JV
The Boeing Company projects that the global The UKs Rolls-Royce and Goodrich of the US
Aviation Safety Agency (EASA). air cargo market will continue to exhibit strong, are planning a 50/50 joint venture to develop
long-term growth, according to the companys and supply engine controls for Rolls-Royce aero-
Lufthansa Technik Switzerland, formerly Swiss current market outlook 2008. During the 20- engines. Around 1,100 UK-based Goodrich
Technik, will launch operations under its new year forecast period, Boeing predicts that the employees and 500 Rolls-Royce employees in
name on October 1, 2008. It is a wholly-owned industry will grow at an annual average of 5.8 Europe and the US may transfer into the
subsidiary of Lufthansa Technik. per cent with the world freighter fleet proposed joint venture, the companies said.
increasing from 1,948 to 3,892 aircraft. This
ATR is to open a new training centre in
Kuala Lumpur. The centre will be run in
growth requires a total of 3,358 aircraft joining
the freighter fleet by 2027, taking into account
Airbus/Boeing face
cooperation with Malaysia Airlines anticipated retirements of 1,414 aircraft. production slowdown
subsidiary Firefly, and will be equipped The fleet additions will include 863 new Airbus and Boeing are facing a slowing down on
with a full flight simulator developed by production freighters, with a value of about assembly lines of the A330 and the 777 because
CAE. $206bn in current US dollars, and 2,495 of a shortage of seats, toilets and galley fittings.
aircraft from conversions. Widebody freighters The delays are down to small suppliers which
Qantas Airways and Lufthansa Technik have will dominate the new production freighter total have stretched themselves in their commitment to
launched an engine maintenance joint venture and 641 will be of the large freighter segment provide items such as customised cooking galleys
company, Jet Turbine Services (JTS). The Melbourne- (more than 80 tons capacity). Demand for new with components such as rice cookers and
based company will provide technical support for production equipment is driven by operational espresso coffee-makers.
GE and CFM56 engines in the Qantas fleet. efficiency and reliability, as well as

Air Works India Engineering and Air

environmental and regulatory pressures, Spanair investigation
including noise, emissions and ageing.
Livery are to create a joint venture which The forecast is based on a number of ongoing
will provide aircraft painting services at factors, most significantly economic growth in The Spanair MD-82 that crashed during
Hosur Airport, with plans to expand to diverse areas of the world, said Jim Edgar, takeoff in August 2008, killing 154 people, hit
other airports throughout India and the regional director, cargo marketing for Asia. the ground tail first and bounced for almost a
Asia Pacific region. mile. The aircraft hit a grassy area next to the
runaway at Madrid's Barajas airport and,
Piaggio Aero has appointed Jet Aviation CFM certifies Tech judging by marks left on the ground, the body
Dusseldorf as an authorised service centre for Insertion compressor of the aircraft lifted and fell three times as it
P.180 Avanti/Avanti II aircraft. CFM International has completed certification skidded over uneven terrain, said Francisco
of the advanced CFM56 Tech Insertion Soto, the investigating commission's director.
EADS SECA has been approved by Pratt compressor upgrade kit, technology that is There were no marks of a crash landing on
& Whitney Canada (P&WC) as a intended to provide operators of mature the runway itself. The authorities will
Designated Overhaul Facility (DOF) for CFM56-7B and CFM56-5B engines with up to dismantle the engines to discover whether a
PW308 engines. Having received the one per cent lower fuel consumption along with thrust problem contributed to the accident.
EASA and FAA approvals, EADS SECAs lower maintenance costs.
Gonesse facility, near Paris Le Bourget
Airport, now has the full capacity to
A320/A321 freighter
repair and overhaul the engines. $7.1m FAA fine programme launched
excessive, says AA Netherlands-based leasing company AerCap
GE Aviation has begun delivery of its enhanced American Airlines (AA) has branded the $7.1m has signed a firm contract with Airbus
airborne flight recorder (EAFR) for the 787 fine imposed by the FAA for a series of Freighter Conversion to convert 30 of AerCaps
aircraft after qualification was completed. GE violations, including the deferral of passenger A320/A321s into freighter aircraft
will supply the EAFR as part of the Rockwell maintenance, as excessive. The carrier (P2F). All 30 aircraft are to be made at EADS
Collins network communications package for indicated it would appeal the punishment. The EFW in Dresden. Irkut will open up a parallel
the programme. fine includes a $4.4m penalty for the way AA production line in Zhukovsky, Russia (using
diagnosed mechanical problems in December the same tooling and technology), 1.5 to two
Trac Measurement Systems will be 2007. An AA statement read: We do not years after the prototype is completed by
moving its operations to a new agree with the FAAs findings and EADS in 2011. First delivery is expected in
20,000ft2 facility at the Telford Science characterisations of Americans action in these 2012 and the rest of the aircraft will be
and Technology Park, UK. Over 1m cases. We believe the proposed penalties are delivered over the following three years. This
($1.86m) has been invested in the new excessive. An FAA statement said: The FAA is a speculative project, as there are no
premises. believes the large total amount of the fine for customers yet, but AerCap thinks there are
these violations is appropriate because 550 older generation freighters in the A320-
The FAA has certified Boeings new carbon American Airlines was aware that appropriate size category that will need to be replaced,
brakes designed for the 737NG. The brakes are repairs were needed, and instead deferred while Airbus sees a market for 500 aircraft in
supplied by Messier-Bugatti. maintenance. this category over the next 20 years.

4 S Aircraft Technology - Issue 95 S

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PurePower PW1000G demonstrator

Italy gets first composite successfully completes first flight
recycling facility
Boeing and Alenia Aeronautica are to join forces
to help establish Italys first composite recycling
facility. The companies will work with academia
to advance industry knowledge of the recycling
of composite aircraft parts into reusable
materials for manufacturing. UK-based Milled
Carbon, Italy-based Karborek, and ENEA (Italian
National Agency for new Technologies Energy
and the Environment) will also be partners. The
composite recycling facility is expected to be
operational in mid- to late 2009, and will be
located in Italys Puglia region.

Alteon 787 training suite

planned for Miami
Alteon Training will place a 787 training suite,
including a full-flight simulator, at its training
centre in Miami, Florida. In March 2010 the
centre will be ready to meet the training
requirements of airlines based in Latin
America and the US. The Alteon 787 training
suite includes full-flight and flat panel
simulators and desktop simulation systems.
The first test flight of the PurePower PW1000G was completed in August 2008. Testing will run
until the end of the year.
650 jobs cut at ACTS Pratt & Whitney has successfully completed the first flight of its
ACTS has dramatically cut its workforce in PurePower PW1000G demonstrator engine, launching a flight test
response to maintenance deferrals at Air programme that will run through to the end of 2008.
Canada, its biggest customer. About 650
engine and maintenance workers have lost The PurePower PW1000G engine, formerly referred to as the Geared
their jobs as the former Air Canada Technical Turbofan engine, flew for more than 30 minutes on Pratt & Whitney's
Services cited soaring fuel prices and capacity 747 flying testbed at the company's flight test facility in Plattsburgh,
cuts as reasons for the decision. The layoffs New York, in late August 2008.
come into effect immediately, and 250 full-time
employees and 400 other workers have been The PurePower PW1000G engine flight test programme comprises of
affected, most of whom worked on contracts to two phases. The first phase ran for approximately 40 hours on the
overhaul two Air Canada aircraft models. 747 flying testbed. The phase focused on engine performance and
nacelle system validation. After the first phase, the engine was
BA, Rolls launch shipped to Toulouse, France, and installed on an Airbus-owned A340
flight test aircraft.
alternative fuel trials
Rolls-Royce and British Airways are to begin a The second phase, which is scheduled to begin in the fourth quarter
scientific test programme to investigate the of 2008 and include approximately 75 flight hours, will continue
viability of alternative fuels for the aviation engine performance and operation testing while providing installation
industry. The companies will initiate a joint tender and acoustics data.
process, inviting suppliers to offer alternative fuel
samples for testing on a Rolls-Royce RB211 With the PW1000G, Pratt & Whitney says it is targeting double-digit
engine from a British Airways 747. The tests will reductions in fuel burn, environmental emissions, engine noise and
be carried out on an indoor engine test bed at the operating costs for the next generation of commercial aircraft.
Rolls-Royce facility in Derby, UK. Following the
tender process, there will be a selection of up to Bob Saia, VP of next-generation product family at Pratt & Whitney
four alternative fuels which will undergo laboratory commercial engines, said: "As airlines face rising fuel prices and
testing. Intensive trials will then take place, during growing environmental pressures, they are watching the development
which the aero-engine will be powered by the of the PW1000G engine very carefully. The engine continues to meet
alternative fuels, and this stage is expected to be or exceed all pre-test targets and we are excited to bring this value to
complete by the end of March 2009. our customers."

S Aircraft Technology - Issue 95 S 5

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European engineering consultant Alten
Group, a preferred supplier of EADS, and
Airbus granted POA by Inflight live TV revenue
India-based Infotech Enterprises, a EASA soars
technology solutions provider, have The European Aviation Safety Agency (EASA) Annual revenues from inflight live television will
formed a strategic partnership to has granted Airbus a single Production grow from less than $100m in 2007 to more
provide global engineering solutions to Organisation Approval (POA), which replaces than $900m in 2012. Rising fuel prices and
EADS. the previous four Airbus POAs issued by the downward pressure on fares are driving airlines
French, German, Spanish and UK civil aviation to pursue new revenue streams, and live
AD Aerospace has obtained a validation of STC authorities. The new single POA recognises television has emerged as a potential source.
from the Civil Aviation Administration of China Airbus status as a single integrated European Revenues are expected to nearly double next
(CAAC) for its CabinVu and CabinVu-123 company, which Airbus has been working year, with most of the earnings going to Florida-
cockpit door monitoring systems on 737 towards since 2000. based LiveTV, with would-be Ku-band
aircraft. These systems enhance the security of connectivity provider Panasonic also benefiting.
a passenger airliner by providing the pilots with
a live view of the area outside the flight deck Aeroflot Cargo aims to
door. Embraer to invest
improve efficiency with
AviIT, a provider of specialist IT-based EUR148m in Portuguese
solutions for the aviation industry, has
teamed up with Wingspeed Corporation, Boeing is to provide Aeroflot Cargo with three
the aircraft communications solutions leased MD-11 Boeing Converted Freighters Brazils Embraer has said it would invest
provider, to provide a communications (BCFs). Boeing Capital Corporation, the EUR148m in two new plants in Portugal its
link to support its Bluebox family of IFE companys aircraft financing arm, structured first industrial units in Europe set to make
products. the deal and Boeing conducted the wings and tailpieces for exports. The two
modification work at subcontractor facilities in plants will be based in Evora in the south of
Austrian Airlines Group plans to phase out 12 Europe. Aeroflot Cargo, which operates four the country. One will build large metallic parts
CRJs. One will be retired, two will be replaced DC-10 freighters, is leasing the three MD- for aircraft, such as wings, while the other will
by Q400s acquired from SAS Group and nine 11BCFs on a multi-year basis. work with composite materials for tailpieces.
will be made available for sale.

Vancouver-based Harbour Air is to

become Eclipse Aviations first
designated service centre for the PEOPLE
Eclipse 500 in North America. It will
provide MRO support for Eclipse 500  Qantas Airways has named Alan Joyce new
operators in western Canada, with the CEO, with Geoff Dixon retiring after eight years
opportunity to expand into eastern leading Australias largest airline. Joyce, head
Canada and Alaska. of Qantass low-cost subsidiary Jetstar, will take
over when Dixon steps down after the annual
Mxi Technologies Maintenix system has gone shareholder meeting in November 2008.
live, providing engineering, maintenance  William Bredt has resigned from his
planning and heavy maintenance support for position as SVP and COO of Jazz Air. Bredt will
the KLM Royal Dutch Airlines fleet of A330
be returning to Air Canada to become its new
EVP and COO. The following executive
reorganisation has been implemented at Jazz
Permagard, a specialist in aviation paint
Air: Nick Careen has been appointed SVP
rejuvenation and protection, has
operations, Colin Copp has been appointed
appointed A J Walter Aviation to
distribute its products on a global  Ameco Beijing has confirmed that Andreas SVP employee relations and Jolene Mahody
basis. Meisel (above) will take over the position of GM has been appointed SVP operations support.
manager & CEO, while Chai Weixi will act as GM.  Timothy Canavan has been appointed VP of
Germanys Condor Flugdienst has been added  United Airlines parent UAL Corporation has maintenance and aircraft appearance for
to the list of air carriers whose commitment to named Kathryn Mikells, VP investor relations, to United Services. He will lead the companys
safety standards have been officially recognised succeed Jake Brace, EVP and CFO when he retires line maintenance and aircraft appearance
by IATA through the IATA Operational Safety on November 1, 2008. Mikells, who joined UA in teams to improve the reliability, workability
Audit Programme (IOSA). 1994 as a financial analyst and has held several and interior cleanliness of Uniteds fleet.
leadership positions throughout the company, will Canavan previously worked for Delta Airlines,
DAC Internationals GEN-X electronic be SVP and CFO. Brace joined the company in where he worked for 22 years in an
flight bag (EFB) system has been 1988 and has been CFO since 2001. He will assortment of leadership positions in
approved for Class 3 installation in a continue to serve in an advisory role. maintenance and airport operations.
series of Bombardier regional jets.

6  Aircraft Technology - Issue 95 

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Rolls and Mubadala Evans Company is manufacturing heat
launch JV formed sinks. The heat sinks, for
Rolls-Royce and Mubadala Development have aerospace use, are different from most
launched a new joint venture company to heat sinks, in that they are not extruded
serve the Middle East aviation services but formed out of sheet metal. This results
market. The JV will offer on-wing care through in thinner sections and lighter weight in a
Abu Dhabi Aircraft Technologies (ADAT), and specified metal.
services will include provision for a wide KomyMirror is a mirror designed specially
range of specialist line maintenance support for aircraft overhead bins. It facilitates
services from borescoping to engine changes inspection of overhead bins and helps
for Rolls-Royce Trent family operators in the passengers avoid leaving behind their
region. belongings. The mirror also facilitates
security inspections, which leads to shorter
aircraft turn times. The KomyMirror will be
First FedEx 757-200F used onboard the A380.
enters service Tecvac has introduced new Nitron flight
coatings, which it says achieve reductions
In July 2008 FedEx Express launched
The USM-3 measures elongation and load in of erosion wear on high-performance alloy
revenue service with the first of 12 757-200
threaded fasteners. surfaces. Comparative tests carried out
converted freighters it is scheduled to add
by Tecvac revealed that the coatings
over the next year, starting eight-times-weekly
Norbar has introduced the USM-3 ultrasonic reduced abrasive wear by 75 per cent.
flights between Memphis and Washington Nitron coatings, with a hardness of
bolt meter, a compact, lightweight, field-
National. The cargo giant is investing $2.6bn 1800HV, can be applied to titanium, steel
portable unit that gives precise
to replace 90 727-200Fs with 90 757Fs. and advanced alloy surfaces, such as
measurement of elongation and load in
Singapore Technologies Aerospaces aero-engine blades, at temperatures up to
threaded fasteners. Traditionally ultrasonic
subsidiary ST Mobile Engineering in Alabama measure has been a skilled task, requiring 700C.
is responsible for 87 passenger-to-freighter knowledge of material properties to The Lee 281 zero leak relief valve is
conversions over seven years. determine the correct transducer diameter, designed for applications such as aircraft
transducer frequency and to interpret cowl door mechanisms, where it will
results. USM-3 is designed to overcome prevent leakage of oil onto the runway
these challenges and provide the operator when operating at normal systems
an accurate easy-to-read tool for pressure, but will activate in an emergency
determining the tension in a fastener. at higher pressures. The cracking pressure
Radiant Power has introduced SENTINEL, an of these valves is preset with capabilities
independent power supply which provides ranging from 1,300psid to 4,700psid,
 Paul Kehoe has been appointed CEO of ensuring zero leakage in a one minute test,
10 minutes of additional power for crash-
Birmingham International Airport. Kehoe was with a maximum leakage of one drop per
survivable cockpit voice recorders (CVRs),
previously MD at London Luton and Belfast as now required by the FAA on all aircraft of hour.
international airports during his eight years 10 passengers or more. SENTINEL is
with the Airport Group. He is currently CEO of designed to automatically engage to ensure
Bristol Airport. continued recording after all normal aircraft
 Peter Kamenz has been appointed EVP power ceases, helping to prevent the loss
sales & marketing of SR Technics. He will of data.
become a member of SR Technics group Rolled Alloys has expanded its line of AL
executive board. Kamenz was most recently 2003 lean duplex stainless steel plate and
sheet products. Rolled Alloys now offers up
CEO of Lufthansa Technik Aero Alzey.
to 1 thick and 96 wide plate products. AL
 Boeing has appointed Swati Rangachari
2003 is a duplex stainless steel that is
as director of corporate communications nominally 21.5 per cent chromium, 3.5 per
for India. Rangachari has a brief to cent nickel and 1.7 per cent molybdenum.
develop the companys communications Characteristics include: high-strength
strategies for India, focusing on the stress-corrosion cracking resistance, along
expansion of Boeings presence in the with general and pitting corrosion
country and engagement with resistance.
stakeholders there. LiquaJet technology is a new high intensity
 Aviation Suppliers Association (ASA), jet-milling process. This means plastic and
polymeric materials that could only be
representing more than 330 global member
reduced to a 100-200 micron average can
companies that purchase and distribute
now be milled below a 30 micron average.
aircraft parts worldwide, has appointed Robert The process offers instant micronisation
Hogan from Pratt & Whitney to its board of with no attritional heat, no moving parts The Lee 281 zero leak relief valve is designed
directors. and no contamination. to prevent leakage of oil onto the runway.

 Aircraft Technology - Issue 95  7

AT95News_alpha:AT95News_alpha 8/9/08 14:21 Page 8


 Canadas ACTS has contracted Hamilton  Bombardier has selected Parker Aerospace  Montenegro Airlines and Embraer have
Sundstrand to exclusively provide spare as its exclusive supplier of fly-by-wire flight concluded a five-year Parts Pool Program
parts support and repair services on select control systems for all new Bombardier service contract. The contract covers all
airframe and engine components. widebody aircraft programmes requiring the Embraer 195 jets operated by Montenegro.
technology. The contract runs for a period of
 Rossiya Russian Airlines has contracted 10 years.  Honda Aircraft Company has selected
TIMCO Aviation Services to provide interior Ametek Aerospace & Defense to supply both
reconfiguration and transition check services  Airbus has selected Sagem Defense primary power distribution and integrated
for its fleet of A320-family aircraft. Securite, a part of the SAFRAN Group, to generator control functions on the new
supply the flight data acquisition and security HondaJet business aircraft. Additionally,
 Bombardier Aerospace, Belfast, has system for the long-haul version of the A350 Ametek has been selected to supply circuit
awarded contracts totalling more than XWB. breaker panels and interior cabin load
5.5m ($10.25m) to a number of control utilising the companys patented
companies across Ireland. The contracts are  Embraer has signed an agreement with Amphion solid-state power controller (SSPC).
for a two-year period, and have been signed EgyptAir Maintenance & Engineering for in-
with six existing Northern Ireland suppliers: house parts repair capabilities.  ACTS and GE have signed a MoU whereby
John Huddleston Engineering, Dontaur the ACTS Engine Maintenance Center (EMC) is
Engineering, J.W. Kane Precision Engineering,  Philippine airline Cebu Pacific has selected recognised as a GE fulfilment centre for CFM
Moyola Precision Engineering, Maydown Avio to provide MRO services for the PW127M small fleet operators. ACTS will provide engine
Precision Engineering, and Nicholl engines on its ATR72-500 fleet. The contract repair, overhauls, and on-wing and diagnostic
Engineering. All the companies will supply runs for 12 years and is valued at EUR80m. services for select operators of the CFM56-2/-
components for Bombardiers CRJ1000 The first engines will arrive at Avios industrial 3/-5A and -5C located in the Americas.
NextGen regional jet. plant in Pomigliano dArco, near Naples, in
2009.  Airbus has selected Rockwell Collins to
 Tunisian airline Nouvelair has extended provide information management and
Snecma Services contract for the  Asiana Airlines has selected Worldwide navigation capabilities for the A350 XWB
maintenance of its CFM56-5A engines for a Flight Services to provide cargo, ramp and aircraft. This award comes in addition to
further five years. passenger handling services at stations in Rockwell Collins fully integrated
Paris CDG, Lille, Lyon, Marseille, Strasbourg communication global work package, the
 Aviapartner Cargo is to provide Turkish and Toulouse. avionics data network, landing guidance
Airlines with full cargo-handling services systems and the trimmable horizontal
including: warehousing, ULD build-up and  Southwest Airlines has signed a contract stabiliser actuator (THSA) for the A350 XWB.
breakdown, inventory control, documentation extension with Honeywell for the next 10
for import and export, customs clearance, years. The OEM is to provide aftermarket  Volvo Aero Services and Hamilton
tracing, and dangerous goods handling. The maintenance services for Honeywell avionics Sundstrand have signed an agreement
contract covers four online stations of Paris- and mechanical products on Southwests allowing Volvo Aero Services to distribute
CDG, Lyon, Nice, and Strasbourg and all 737s. Hamilton Sundstrand end items to support the
offline stations in France (a total of 14 operation of 737, 747, 757 and 767 aircraft.
airports).  Russian airline Aeroflot Nord has opted for
ProfitLine/Yield Rembrandt from Lufthansa  Aircastle has contracted Israel Aerospace
 BOC Aviation has selected Thales to Systems. The contract is for a five-year Industries Bedek Aviation Group to convert
provide a comprehensive package of flight term. four 737-400 aircraft from passenger to
management systems for up to 47 new A320- special freighter configuration. Work on the
family aircraft. Deliveries of these aircraft will  International Lease Finance Corporation first Aircastle 737-400 will begin in the third
begin in the fourth quarter of 2008. (ILFC) has expanded its 737NG passenger quarter of 2008.
entertainment system offerings to include the
 Aegean Airlines has selected SR Technics option of Rockwell Collins Digital  Air One has signed a 15-year GE OnPoint
for component services on the airlines fleet Programmable Audio Video Entertainment solution agreement for the maintenance and
of 10 737-300s. The two-year integrated System (dPAVES). overhaul of its CF6-80E1 engines powering
component solutions (ICS) agreement A380 aircraft as well as its leased CF6-
means SR Technics will provide full  GE and the UAEs Mubadala Development 80E1 engines.
component management services including Company have concluded a framework
component exchange, maintenance, repair agreement for a global partnership  Delta Air Lines is to partner with Aircell to
and logistics as well as access to its encompassing a broad range of initiatives, install the companys mobile broadband
consignment stock in Athens. including aviation. network on the carriers entire domestic fleet.
The system, Gogo, will enable Delta
 AirTran Airways has signed an agreement  Alaska Airlines has contracted Delta customers travelling with Wi-Fi enabled
with JET Aircraft Maintenance to use its Pratt TechOps to provide engine overhaul and repair devices, such as laptops, smartphones and
& Whitney Global Service Partners services for the CFM56-7 engines that power PDAs, to access the internet, corporate VPNs,
EcoPower engine wash services for its its fleet of 737-700 and 737-900 aircraft. The corporate and personal e-mail accounts, as
fleet of 143 737-700s and 717-200s. seven-year deal is valued at $200m. well as SMS texting and IM services.

8  Aircraft Technology - Issue 95 

AT95News_alpha:AT95News_alpha 8/9/08 14:39 Page 9

Exploding oxygen GEs Walter Aircraft PW308A-powered WK2

cylinder blamed for Engines launches new rolls out for first
Qantas incident engine derivative commercial space flight
An exploding oxygen cylinder has been Following GEs acquisition of certain assets of Pratt & Whitney Canada (P&WC) has rolled out
blamed for blowing holes in the fuselage and Walter Aircraft Engines, GE Aviation is launching the PW308A-powered WhiteKnightTwo (WK2)
floor of a Qantas aircraft in July 2008, forcing a new turboprop derivative engine, the M601H- launch aircraft for the worlds first commercial
an emergency landing. Investigators found 80, for the utility, agriculture and retrofit aircraft passenger suborbital spaceship. We are proud
that the cylinder one of seven in the cargo segments. The new M601H-80 engine will to be powering this important component of The
hold blew a hole near the wing and shot incorporate GEs 3D-aero design and advanced Spaceship Companys (TSC) commercial
up through the cabin floor, knocking the materials into the hot-section compressor and spaceship programme just one year after our
aircraft's door close to the open position. turbine as well as a new nozzle guide vane engines were selected for the mother ship, said
It came through the floor where a jump seat material in the gas generator and power John Saabas, EVP, P&WC. The WK2 carrier
for crew was located, but no one was in it at turbine, new materials in the combustor liner aircraft, powered by four PW308A engines, is
the time. The cylinder also hit overhead and GEs blisk design in the axial compressor. being designed by Scaled Composites to release
panelling in the cabin before falling out of the SpaceShipTwo (SS2), the first commercial
passenger suborbital spacecraft, at an altitude of
aircraft through the ruptured fuselage. At the
time of going to press, investigators were yet
AFRA accredits five about 50,000ft. TSC is jointly owned by Virgin
to determine what caused the cylinder to fail. companies Galactic and Scaled Composites.
The Aircraft Fleet Recycling Association
(AFRA) has revealed the first five global
Boeing to have a hand in companies to receive AFRA accreditation: Rolls-Royce explores
Mitsubishi regional jet Europe Aviation, Southern California
Boeing will be involved in Mitsubishi Heavy Aviation, Air Salvage International, P3 future turboprop
Industries regional jet, but its main focus Aviation and Volvo Aero Services. AFRAs
will continue to be on large aircraft. Nicole accreditation process provides aircraft applications with Mooney
Piasecki, Boeing Japan President, said that owners with a trackable process that places Rolls-Royce has signed a MoU with Mooney
Boeing is in talks with Japans largest heavy a priority on harvesting parts in a safe, Airplane Company to discuss future RR500 TP-
machinery maker over the programme, but environmentally responsible, and cost- powered aircraft applications. The RR500 TP
declined to elaborate on the content of their effective manner, said Martin Fraissignes, engine is the fifth new civil engine programme
discussions. AFRA executive director. launched by Rolls-Royce in 24 months.

S Aircraft Technology - Issue 95 S 9

AT95IndFocus:AT95IndFocus 8/9/08 14:32 Page 10


In my opinion:
Bernd Kessler,
CEO, SR Technics
What has been your experience at SR solve their problems. I want us to be known
Technics (SRT) in your first six months as as a lean company working on continuous
CEO? improvement, and to somehow be a
I have been in the aerospace industry for boundaryless company. I am not a big fan
25 years. Before I joined SRT I knew about of hierarchies. I love to be on the shop floor
the challenges and opportunities that this job talking to employees, or crawling through
represents. I am somebody who likes aircraft with the mechanics.
challenges and I am not very good at resting
on my laurels. The first six months have been What will be the likely percentages of
interesting in that I have spent a lot of time business by region in the future?
Bernd Kessler wants to
addressing organisational issues, and building We want to keep our strength in Europe,
make his new company a up an integrated supply chain organisation but we have to leverage our shareholders
global player. Here, he which is the backbone of every MRO. This strong networks, and the aim is to strengthen
didnt previously exist at SRT. I have installed our position in the Middle East, and gain
discusses how focusing on a philosophy of continuous improvement. I ground in Asia, and obviously find our space in
customers and staff will have used six sigma and lean principles for North America. How big that is going to be, I
allow him to achieve his about 14 years at other places where I have dont know yet! It could be big quickly if we
worked, such as Honeywell, and I am a big make an acquisition, or it could grow
goals, why Middle East believer in it. So at SRT we are going to organically.
investment is helping, and embark on a lean and six sigma journey and I
how he found himself am currently putting the respective structures Describe your background in the aviation
in place. I have also spent an enormous industry. How are your experiences
tearfully hugging former amount of time dealing with customers. I am benefitting you in your present role as CEO?
employees in the middle of very customer-orientated, and I guess I am I am a mechanic by trade, so I used to be
known in the industry for that. We are also on a blue-collar worker myself. I know how to
the path to further install a customer-focused, relate to the employees, and I understand
customer-centric culture here. I am telling my what their needs and requirements are. I am
people all the time that we are not just an a mechanical engineering graduate and hold a
aerospace company, or an MRO shop, we are MBA [from the City University of Bellevue,
a service company. This means we serve the Washington, USA]. I then spent 20 years at
customers and must be the servants of the Honeywell. I started as an engineer, and
customers. moved to North America and experienced the
components business, the aftermarket
What do you consider to be your mission business, and the used engines and
statement as CEO? components business. I was headhunted to
It is our common goal to make SRT a come back to Europe, and joined MTU where I
global service provider. Currently 65 per helped take the company public. I was with
cent of our business comes out of Europe, them for three and a half years [before joining
20 per cent out of the Middle East and 10 SRT].
per cent out of Asia, with very little in North
America. I also want the company to be an How do you assess the present state of the
integrated service supplier; somehow we MRO industry? What are the main
have fragmented the way we approach challenges and trends facing companies like
customers. I want SRT to be known as a SRT?
company that is really taking care of its The overall MRO industry in the
customers needs and helping them to commercial world is going to grow at double

10 S Aircraft Technology - Issue 95 S

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the rate of global GDP. Its fastest growing What impact is the new ownership [a UAE years ago I attended an air show in Atlanta,
segment is engines, followed by components consortium] having on the company? which is very close to this facility. I called my
and airframe. The price and cost pressure is We have three split shareholders: former secretary and said I was in Atlanta
going to become more intense, so the MROs Mubadala own 40 per cent, DAE own 30 per and would like to swing by the plant, this
will have to find new ways to do business cent, and Istithmar own 30 per cent. In being 10 years after I left. People usually
and will need to step out of the past. MROs contrast to our previous ownership structure, took their leave at 3 oclock in the afternoon.
need to integrate with customers more and our new shareholders are strategic, long-term I finally arrived at 4.30 but still the majority
become almost seamless, whether it is investors, and SRT will be the centrepiece for of people were waiting to shake my hand. As
preparation, IT systems or from an the bigger global investments they are a leader you have to strive to stay down to
organisational perspective. MROs have to making. They have invested in us and will earth, be attached to the foundations of the
become much more creative in managing the continue to do so to make us a bigger, more business, which is the customers and the
supply chain; we have way too much global company. This is a blessing for us. people, and you have to find a way to leave a
inventory and working capital in the Investment companies in the Middle East only legacy behind you. So from a sentimental
companies and airlines. invest in high quality companies that have the perspective clearly this was one of the
potential to grow and be successful in the greatest experiences I have had. I had tears
How can this be achieved? future, and they see SRT as one of these. in my eyes; all the people were lined up to
We need to look at other industries, such see me and I was shaking hands and hugging
as the automotive industry, where you have What will the investments they make in SRT people. So this was something I did right!
a just-in-time approach. I understand that is be used for?
a mass production industry, but there are The company is in the final phase of What strides are you making to make sure
ways to take some of their leads and input it identifying this. We are looking at new SRT is seen as an environmentally-friendly
into our own organisation, becoming leaner high-tech repair technology, new products and company?
and quicker. We need to become more platforms. We are also seeking knowledge on There are currently people who really
creative with engine repairs, as we still do it how we can reinvent a way to serve promote the green issue. I believe there is a
in the old-fashioned way where we customers. big difference between promotion and doing.
disassemble something, clean it, inspect it, We at SRT do things such as engine
and put it back together but there are What has been the personal highlight of your washing, and even in our main facilities, e.g
new ways to do it. Airbus and Boeing have aviation career? Zurich, we have extremely
moving assembly lines, and we could do When I first moved to North America, I environmentally-friendly sewage systems. We
similar things in our industry. It is all about became GM of a MRO facility in Alabama, in dont go out and put a green banner in front
innovation, and skilled people, particularly in the middle of nowhere. I was there of our door, we just do it. There is also an
the high-cost regions. There is still a place throughout the mid-90s and had 350 people enormous effort taking place on the
for the high-cost MROs like us, and we are under me. I went over there a German engineering side to reduce fuel consumption.
known as a company that provides a high coming to Alabama and they didnt If you save 0.3 or 0.4 per cent of fuel
quality, reliable service with skilled labour. understand me, I couldnt understand them, because you build a more efficient engine,
People education and training continues to but I managed to get there in the end. And then this is an enormous achievement. And
play a major role in our work and we are with the staff behind me we went to war and that is what we are doing. As responsible
developing our young people: we currently won. In other words, we doubled sales in citizens and companies we need to drive this
have 230 apprentices in our programme. three years, we tripled profitability, and we in the industry, but many of the things that
won pretty much every competition we went we need to do are being done already, but
What differentiates SR Technics from its in to. But here comes the highlight three silently.
There is no compromise on quality in our To conclude, what is your message to the
business. We are proud that we do have outside world?
extremely skilled people. If I was to go into SRT will stay with their fundamental
our engine shop and talk to a mechanic, strengths, which are quality, reliability,
they would know every rivet in the aircraft safety, and customer value, but as we move
and could explain it, because these people
As a leader you have to strive forward we will become a much more
are doing the same thing they have done for to stay down to earth, be customer-centric and people-focused. We will
30 years. This is the foundation of our attached to the foundations of focus on innovative service solutions,
company, and something you will not the business, which is the technology and we will become a global
necessary find in low-cost regions. If you company. I consider myself the chief people
look at certain services we deliver to the
customers and the people, and and customer officer, because without
customer, such as MRO for the CFM56-5C, you have to find a way to leave customers and people a company cannot be
we are the market leader. The aircraft a legacy behind you. successful. I am also the ambassador of
maintained by us are flying an average of this company and I will be out there,
100-150 hours a year longer than our globally, to promote it. At SRT we can build
competition. So we dont want to be the on very strong fundamentals but there are
cheap ones in the market, nor the most some things I want to change to make this a
expensive, but the ones providing the best real global player and innovator in the
value service. industry. I

12 S Aircraft Technology - Issue 95 S

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AT95IndFocus:AT95IndFocus 8/9/08 14:32 Page 14


Leaning into success

PAS Technologies
n July 2006, Gridiron Capital purchased PAS lean event where about eight people (mostly
Technologies from Praxair and tasked new hourly workers, some salaried and a leader)
CEO Robert Weiner with turning the got together and focused on improving
company around. Weiner, who has extensive processes. For example, compressor blades
MRO experience and implemented lean had a 30-day turnaround time and by the end
programmes globally six times recalls: The of the five-day event it was 20 days. The
immediate impression was a huge amount of following week the team tied up all the loose
In a six-month timeframe opportunity in the company. But it was a ends and then planned for the next Kaizen
PAS Technologies moved business that was not really performing well event. The training and implementation
from below average from an operations standpoint. It was below involved six Kaizen events over six months at
average in terms of turn times, customer each plant.
performer to one of the satisfaction and deployment... It was clear we The biggest challenge that emerged during
industrys best. In the past had to do something quick. Weiner implementation was changing PAS Technologies
immediately assembled a management team culture from that of a major corporation into a
two years the company
made up of big company veterans and within nimble, customer-focused company. Weiner
experienced nearly 35 per two weeks of arriving at PAS Technologies, he believes it is critical to make decisions fast,
cent organic growth. CEO had lean training underway. stay close to the customer, react quickly and
At that time the company had six facilities, have minimal bureaucracy. Of course some
Robert Weiner describes five in the US, and one in Singapore. Lean people were resistant to new processes. I
the journey. involved a week-long training programme brought in some people to run process
followed two weeks later by a Kaizen (rapid excellence, and had to change several people
change) event. This was a five-day focused either you get it or you dont he says.

14 S Aircraft Technology - Issue 95 S

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The biggest challenge that emerged during lean implementation was changing PAS Technologies culture from that of a major corporation into a nimble,
customer-focused company.

The production teams faced an added company with a lot of capability and
challenge implementing the lean processes processes in house. Lean is a big part of the
because PAS Technologies aerospace parts change. Instead of parts moving across the
repair process steps are strictly regulated by plant, they are moved down the line in a
OEM and FAA regulatory controls and cannot process such as a U-shaped cell. This saves
be changed. The implementation of lean also time and manpower.
highlighted problems in certain process and
In six months, the company smoothed the production process. If for Expanding the business
example, a tooling machine was not working Originally PAS Technologies was known in
achieved an 80 per cent properly, the time pressures showed this up the aviation business for its wear-resistant
reduction in overdue backlog, and forced a solution. proprietary coatings and cold-section
60 per cent improvement in According to Weiner, between July and component repair, primarily on Pratt & Whitney
December 2006, PAS reduced turnaround (P&W) engines. But as the JT8D and JT9D
inventory turns, 67 per cent
time for 20 product lines. In six months, the engines aged, they had less requirements and
improvement in on-time delivery company achieved an 80 per cent reduction in the company decided to branch out into other
and 58 per cent decrease in overdue backlog, 60 per cent improvement in forms of repair. Weiners vision is that PAS will
turnaround time. inventory turns, 67 per cent improvement in become a full-service provider. Over two years
on-time delivery and 58 per cent decrease in the company transitioned to hot-section
turnaround time. The following year saw repairs and significantly increased repairs on
fine-tuning of the processes and further GE and Rolls-Royce engines as well as
improvements in operations. accessories and airframe repairs. Weiner
Peter Salcedo, production control manager, expands: We do the repairs that go into the
Airfoil Business Unit, Heico Aerospace was engines and are just getting into engine
impressed with the improved turnaround times. modules. We have started to do overhaul and
He says: PAS have given us a seven-day repair on Honeywell modules. Eventually we
turnaround on the parts that we sent to them. aim to go into engine overhaul.
We run on monthly production goals and, if they Airlines and overhaul shops have moved
continue to improve their process and provide away from managing multiple suppliers and
us with faster turnaround, well be able to meet parts. To this end PAS Technologies has
our production goals faster. developed Aviation Material Management
Weiner attributes the companys success Services (AMMS) whereby parts are
to PAS holding several advantages. It is a purchased, repaired and inventoried. PAS is

16 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 3/9/08 13:14 Page 3




n nn%[\ckXk\Z_fgj%Zfd
AT95IndFocus:AT95IndFocus 8/9/08 14:32 Page 18


Roll-Royce as well as the independent

overhaul shops such as: MTU, Lufthansa
Technik and SR Technics.

Weak dollar
Weiner agrees that the industry is facing a
lot of challenges at the moment top of the
list are the oil price and the weak dollar. He
stresses that the challenge is to take
advantage of the situation. He explains: The
weak dollar is a big opportunity for us. We can
not only attract European and Asian
companies to send work to the US, we also
attract companies in Europe to partner with
us in expanding US operations. Our
opportunity is to continue to move work into
the US and open more facilities.
PAS has further diversified into military and
oil field applications in order to spread risks
across various businesses. These two
applications allow the company to use similar
processes and are not adversely affected by
an increase in the oil prices. Weiner adds:
Oilfield repair is comparable to aerospace
work and requires the same type of quality
requirements. It is just as lucrative but with a
different economic fluctuation. When the
Robert Weiner, PAS Technologies CEO. aerospace business hurts because of the oil
industry, the oil industry should be doing well.
essentially providing material management
services to customers through its own Goal
inventory or by locating parts and completing Weiners goal is to grow the company tenfold
the repairs. in less than 10 years. He says the company is
Today the company has over 700 staff enjoying large increases in orders from existing
and eight facilities (two more recent plants customers, has already nearly doubled sales
added one in Ireland and one in and plans further expansion: We will grow both
PAS has further diversified into Romania). The Ireland facility (SIFCO) was organically and through acquisitions and JVs.
acquired a year ago. This facility conducts What are his words of wisdom to other
military and oil field applications hot-section turbine blade and vane repair. aerospace companies trying to overcome
in order to spread risks across These repairs have been EASA certified difficulties? Think like a big company but act
various businesses. These two and it is anticipated that they should soon like a small company. His advises never to get
applications allow the company be FAA certified.The Romanian plant is tangled up in bureaucracy. If you want to win a
within the Cameron Romania facility in new contract, you sometimes have to make the
to use similar processes and Campina, Romania, and supplies industrial decision within the hour. It is easy to get into big
are not adversely affected by an coating and finishing for gate valve strategic thinking, rather than just make the
increase in the oil prices. components. change. He adds that it is also important to be
innovative in service delivery and be the best in
Target market product development and believes that if the
The companys main customer base is company is the best supplier, all doors will open.
North America (65 pert cent) with the Currently, PAS Technologies on-time
remainder an equal balance between Europe delivery rate is closing in on 100 per cent.
and Asia Pacific. PAS Technologies aims to Implementation of the lean system has
grow its European and Asian markets. Weiner allowed the company to repair and deliver
says: To take a part in an overhaul in Europe parts in a fraction of the time promised by its
at the moment is expensive, it is cheaper to competitors. We blow the competition away.
send it to the US and we are growing our As an example, we deliver compressor blades
market for European customers. consistently in 18 days or less while our
Airline customers include: Delta Air Lines, competition promises to deliver in 25 days,
American Airlines and United Airlines. The which would require their customers to carry
company also deals with engine overhaul inventory, concludes Weiner. We keep our
shops such as: Pratt & Whitney, GE and promises, which earns us business. I

18 S Aircraft Technology - Issue 95 S

check_FPA:EYB2007_CHECK 13/9/06 5:00 pm Page 3

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AT95tech:AT95_TECH 8/9/08 15:02 Page 20


Although hydraulics is a mature technology, the most recent aircraft

programmes such as the 787 and A380 have benefited from new
concepts in this field. And, looking to the future, electric systems are
gradually becoming more prevalent. Jason Holland reviews current

Advances in hydraulics and

ydraulics is the primar y means of provide hydraulic power to landing gear and
generating power and directing and brakes to place the aircraft in a secondary
metering the appropriate force to configuration for landing. As Donald Payton,
activate flight control surfaces. This director, customer management, Eaton
enables the proper management of all Hydraulic Systems Division, says: Aircraft
the functions that keep an aircraft in a hydraulics is very much like the major
correct and stable flight. Hydraulic functions that take place in the human body
systems are found in both primar y and with the heart as the pump, the brain as the
secondar y functions on the aircraft. control system or metering valves, the
Primar y functions include the horizontal circulatory system to carry the fluid through
stabilizers, ailerons, elevator rudder and the hoses, tubes and fittings and the
spoilers functions which create the muscles or the actuators that perform the
ability to control the aircraft in mechanical functions.
three-dimensional space. On the Higher pressure hydraulics are now being
secondar y power side, the systems applied for the first time to commercial

20 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 26/8/08 14:54 Page 3

Component Excellence...
Superior Systems...
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WWW.EATON.COM/AEROSPACE / TEL (949) 253-2100 / FAX (949) 253-2111

AT95tech:AT95_TECH 8/9/08 15:02 Page 22


An illustration to show the flight control systems that Parker are developing for the 787.

aviation in order to reduce weight. The big need for roller bearings in the hydraulic
challenge for suppliers has been to get up pump, items which tend to be very costly
to 5,000 psi on commercial platforms. with lead times that continue to increase.
Most current generation aircraft operate at He says: We have made a lighter weight
3,000 psi, but new aircraft such as the and smaller envelope pump by going to a
787, A380, and A350 XWB will reach the fluid film-bearing, which has journal
5,000 psi mark marking a real step bearings instead of roller bearings in it.
change in the commercial arena. While the That technology has been qualified now and
A380 is the first commercial aircraft to use is ready to fly.
a 5,000 psi system, higher pressure Another new technology Parker has
systems have been running on military applied to the 787 programme is a valve
platforms for considerably longer. Eaton, that automatically bleeds air out of the
which is providing the hydraulics systems system. This auto-bleed valve uses a laser
for the A380, has used legacy technology to detect air in the system and opens up a
developed from military programmes and valve to purge the air out. Jeffery says: It
has been working with systems that test up is completely safe it has an orifice small
to 8,000 psi. With the A380 being such a enough that it wont allow a large stream of
huge and heavy aircraft, Airbus wanted to fluid out, but in addition we have
reduce weight so the decision to have a safeguards to ensure that it only operates
higher pressure hydraulic system makes on the ground. The benefits are that it
perfect sense. The A380 systems have now keeps air out of system so that the fluid
been in service for almost for a year and bulk modulus is improved, thus there is a
according to Payton have done extremely better fluid column in the actuators. It also
well, with no significant operational issues. avoids the possibility of detriment in terms
This has now set the standard for future of moisture or erosion due to the air in the
programmes. fluid.
Parker Aerospace won the contract to While the basic principles have never
provide hydraulics for the 787 programme, dramatically changed, there are still things
and is also implementing new technologies. which can be done to improve the
According to Jon Jeffery, director of performance and reliability of hydraulics. A
hydraulic systems, another technology huge pressure on suppliers is to provide as
advancement has been to eliminate the environmentally-friendly systems as

22 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 3/9/08 12:03 Page 3

Together, we can design systems that

will lighten the load.

Parker Aerospace advanced hydraulic, ight control, and fuel systems are designed
with ultra performance capabilities that signicantly lighten the load for our customers,
whether in weight, maintenance, or cost. Our systems experience is second to none
in the industry, and is helping to launch new aircraft platforms smoothly into service
around the globe. And our worldwide customer support keeps the load light, throughout
the life of the programs. Together, our future looks bright, not to mention light.

2008 Parker Hannin Corporation

AT95tech:AT95_TECH 8/9/08 15:02 Page 24


Parker has implemented new technologies for the 787,

such as a fluid film-bearing using journal bearings, and
an auto-bleed valve.

possible. One major way to improve future Reacting to customer demand, changes
hydraulic systems would be to make them have also been made in the offerings of
less noisy. Jeffery states: There are many control systems suppliers. It is a recurring
demands for aircraft to be quieter, trend in the aviation industry that OEMs
especially the business jets. The engines are looking to decrease the number of
and landing gear are getting quieter on suppliers they have, with a preference for a
them, so the next noisiest thing tends to be select band of risk-sharing partners with
the hydraulics. We are working on a quiet broader capabilities. It is no different in the
aircraft initiative for new projects. field of hydraulics and flight control. Both
Elsewhere, advances are being made in the companies interviewed for this article,
fly-by-wire flight control systems. Parker is Eaton and Parker, are making moves to
creating a generic fly-by-wire system on the fulfil this criteria. Eaton is currently
Bombardier CSeries, which serves as a positioning itself to become a complete
complete flight control system. Glenn systems integrator, and has made many
Zwicker, chief engineer for Parkers control acquisitions and seen considerable growth
systems division, hydraulic system, in recent years. Parker is able to offer
comments: By generic we mean a system expertise in all three control systems
that is designed to be a backbone system areas: hydraulics, flight control and fuel.
that is modified to different requirements. Zwicker says: Working together and
Eaton has used legacy technology developed The basic technology components are there offering a system solution is what
from military programmes in order to move to a and then we modify them so they can be customers are looking for. We see that
5,000 psi system for the A380. reused on multiple platforms. These include customers are relinquishing major system
the computers, actuators, electronic units, requirements to suppliers, they just dont
and electronic motor controllers. Because a have the engineering staff to develop the
fly-by-wire flight control system is extremely entire system anymore.
expensive to develop from scratch, the
advantage of this approach is that portions Electric power
of it can be reused and made customisable Looking beyond todays aircraft
to different aircraft. According to Zwicker, programmes, an area of real interest is the
Bombardiers intent is to develop a fly-by-wire use of more electric power to augment the
system once with the supplier, then leverage flight controls, and applying smart controls
this knowledge across multiple platforms. on actuators to maximise efficiency. Payton

24 S Aircraft Technology - Issue 95 S

56137_210x278_Engines.qxd 05.08.2004 8:36 Uhr Seite 1

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AT95tech:AT95_TECH 8/9/08 15:02 Page 26


says that this does not necessarily mean hydraulics and is a power-by-wire system.
ever getting totally away from hydraulics per Parker describes EHAs as self-contained
se. The use of more electric power would hydraulic systems controlled by high-power
mean less power is used off the engine, electronics, which allow the use of
making the overall system more efficient. traditional hydraulic actuation configurations
The need for fewer separate systems would for fault tolerance. EHAs can provide
also mean that power could be provided as reduced system weight and power
We are looking at this close to the point of use as possible. consumption, and improved maintainability.
unconditioned maintenance as Boeing took what appears to be a step On the Gulfstream G650, a back-up
change when it chose to rely more on electrical system is being used, along with
the next focus. We are moving electric motors to drive its hydraulic two conventional hydraulic systems. The
to put intelligence into our equipment, while Airbus is exploring the electric back-up hydraulic actuator operates
components as we develop the possibility of having more electric power on in two modes; as a conventional actuator
the A350 XWB. when there is hydraulic pressure available
next generation of systems, to
Payton says: It is a technology that is from the hydraulic system, and as an
offer monitoring, grading of evolving. The industry is trying to create electric actuator. If there is a loss of
performance, and to be able tell that step change in order for Boeing and hydraulic pressure in both hydraulic
the operator when it is time to Airbus to offer across the board the 20 per systems then an electric motor pump self-
cent improvements in operating cost that contained within the actuator goes into
remove a component. the airlines are requiring. We are looking at electric back-up mode, for emergency flights
Eric Alden, director of electric motors to drive hydraulics, only. While this is a modest beginning,
customer support, Eaton electronic controls and digital controls to EHAs are slowly beginning to make their
effect that change and deliver that presence felt.
capability. We are also looking at zonal type EMA technology is also beginning to
hydraulic systems, which reduce the make its way into primary flight controls. In
distribution footprint and create an the past, EMA has been avoided in primary
opportunity to have the power sources flight controls primarily because of the
closer to the users to increase overall potential for it to jam. It is critical for there
efficiency. to be no jam possibility if the surface on a
Two technologies that are driving primary flight control jams and cannot be
improvements in this area are moved, it can cause loss of control of the
electro-hydrostatic actuation (EHA) and aircraft. Fortunately, much is being done to
electro-mechanical actuation (EMA). EHA, resolve this problem. Just as has been seen
the more developed with fly-by-wire, EMAs are making their way
technology of into the military marketplace on primary
the two, flight controls as well as UAVs. Zwicker
eliminates the comments: We are developing a
need for jam-tolerant EMA actuator to deal with EMA
central jams, to disconnect the output and continue
to fly with the other actuator or the
other half of the actuator. We are
also doing some work with
Airbus now for EMA technologies
on its next narrowbody
transport. Airbus is taking a
different approach, saying Okay,
we can stand a jam on certain
surfaces because we have got
enough other surfaces to control it,
so lets make it simple and try to
detect when we are about to have a
failure before it happens.
It is this kind of fault detection
which is likely to be the next area of
technology to be heavily developed.
Prognostic health monitoring, as it is
known, is a method of using sensor
technology built within actuators and the
system to determine characteristics of the
Eatons engine driven pump for the A380.
actuator that are degrading and are about
to fail. This means maintenance action can

26 S Aircraft Technology - Issue 95 S

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be taken before a fault occurs and, and the amount of hydraulic systems.
critically, when it is convenient to do so. If, Electric technology is not advanced enough
for example, part of the system is going to yet to compete with hydraulics on an
fail within 10 hours and the aircraft is down actuator-to-actuator basis. So we will start
overnight, removal and replacement can to see it used more in larger transports
occur that night so no scheduled rather than smaller ones.
revenue-flight is lost. By contrast, if there is For Payton, the move towards electric
a failure today it means taking an aircraft systems actually means a need for more
out of revenue service, resulting in hydraulics in the short- to medium-term. The
cancellations and delays. So the use of EHAs on the A380 has caused more
advantages of this prognostic technology hydraulic pumps and other hydraulic
are obvious. equipment to be on the aircraft than ever
Eric Alden, director of customer support before, so for the current state of the
at Eaton, concurs: We are looking at this technology, the reduced need for conventional
unconditioned maintenance as the next hydraulic systems is something of a A generic fly-by-wire system is being
developed for the Bombardier CSeries by
focus for Eaton. We are moving to put misnomer. But the evolution into EMA
Parker, meaning it can be customised for
intelligence into our components as we architectures will certainly reduce the need for different aircraft but the backbone remains the
develop the next generation of systems, to hydraulics, and that will inevitably cut into same.
offer monitoring, grading of performance, todays traditional hydraulics applications.
and to be able tell the operator when it is Payton says of the future: The balance is
time to remove a component. And if we can never going to shift completely as I think
develop a technology where we can forecast hydraulics will always have some application
failure before it happens, then we can on aircraft. Yes, the balance is going to shift
minimise downtime and maximise the to a degree, but we are still 15-20 years out
aircrafts operational footprint. before we see any EMAs making their way
onto primary flight controls. Hydraulics is still
Shifting balance? a hard technology to beat. I
So will electric actuation take over
hydraulics in the future? Not completely,
says Zwicker. Hydraulics has still got its
place in the market; it is still a very
advanced technology. There are a lot of
advances in the actuation concepts that
use hydraulics, and were seeing more
electric technology. But I dont think
hydraulics is completely going to go away. I Standard Hardware
think what we are going to see is a more
balanced blend between hydraulics and
electric actuation.
Dominique Van den Bossche, chief of
flight controls for Airbus, has highlighted
the OEMs vision for the most modern
aircraft, the likes of the A380, A400M and
A350 XWB, as having two hydraulic systems
Electrical Wire,
and one electric system. But for the Lamps and Bulbs for
generation after that he hopes to have two Interior and Exterior Lighting
electric systems meaning that there will
still be one conventional hydraulic system.
Before this can become reality though, a
few problems will have to be resolved. The
technology is clearly not ready at the
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S Aircraft Technology - Issue 95 S 27

AT95DPScheckBoeing:dps AT95 11/9/08 09:38 Page 2
AT95DPScheckBoeing:dps AT95 11/9/08 09:38 Page 3


At Boeing, providing support solutions that maximize the

success of your operations and the lifecycle of your fleet is an

around-the-clock commitment. In addition to an Operations

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AT95tech:AT95_TECH 8/9/08 15:05 Page 30


Developments in aero-engine
he ball and roller bearings used systems whose surrounding parts become
to suppor t the rotating machiner y an integral part of the design are helping
One day the shafts of are critical elements of aircraft meet demands for reduced system and
aircraft engines are likely to turbine engines and have represented life-cycle cost, better performance, simplified
a continuous engineering challenge installation and reduced weight.
be supported by magnetic throughout the jet engines 70-year Based in Schweinfurt and part of
bearings. In the meantime, histor y. As FAG Aerospace points out, Germanys Schaeffler Group along with
they must be low in weight yet able to Barden in the UK and Stratford,
there have been big strides
withstand high speeds and Ontario-based FAG Aerospace Inc., FAG
in monitoring the condition temperatures in a demanding Aerospace has developed bearings for both
of conventional bearings in operating environment of cor rosive the GEnx and Trent 1000. The highly
exhaust products, contamination and integrated bearings use special
order to predict imminent high cyclic and vibrator y stresses. heat-resistant steels and incorporate what
failures. Bernard Fitzsimons Cur rent requirements include higher were formerly adjacent components as well
reports. power density, increased life and as vibration damping mechanisms and
improved reliability. housing parts. We had to develop a
Cor rosion-resistant materials and completely new design for the main shaft
coatings help improve ser vice life and and gearbox bearings, says Franz-Josef
reliability, while integrated bearing Ebert, head of sales and product

30 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 8/9/08 17:00 Page 3

SKF Aer Aerospace
osp pace - Aftermarket
Aftermarket Services
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provides world-class
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AT95tech:AT95_TECH 8/9/08 15:05 Page 34


Rolls-Royce BR700 engines turn on bearings from FAG Aerospace.

development. Our primary goal was to FAG also supplies bearings for the
achieve low weight and high performance A380s GP7200 and Trent 900; the
capability together with high reliability. That A340-500/600s Trent 500; main shaft and
was a particular challenge for our engineers gearbox bearings for the Pratt & Whitney
and for the production at our two 4000; and the integrated main shaft
manufacturing sites in Schweinfurt and bearing arrangement for the Rolls-Royce
Stratford. BR700.
Development of the engine bearing FAGs bearing refurbishment and
concepts started in 2005, the first remanufacturing service covers third-party
prototype bearings were produced in 2006 bearings as well as its own products.
and the first engine test runs took place Intended to cure the surface imperfections on
later that year. FAG plans to make the the functional bearing surfaces that can be
bearings for the GEnx at Stratford in induced by the operating environment and
Canada initially and in Schweinfurt as well ultimately reduce service life, the service aims
from 2009. to restore them to as-new condition. The

34 S Aircraft Technology - Issue 95 S

check_FPA:EY2008_CHECK 1/10/07 4:43 pm Page 3

new engine fits an entire family of regional jets.

The SaM146.
Introducing PowerJets new regional jet engine, the SaM146. Its the first
and only engine designed and developed specifically for regional jets. And
commonality is the key word. One size fits every jet in the family. By developing
a single engine type that is configurable for an entire fleet, costs are significantly
reduced on everything from engine management to training, from tooling to
spares. The SaM146. One unique engine. One substantial money-saver.

For further information visit

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AT95tech:AT95_TECH 8/9/08 15:05 Page 36


diagnosis determines imperfections including

wear and fatigue so that the appropriate
refurbishment and remanufacturing processes
can be defined in order to remove life-reducing
effects from the functional surfaces often
enabling bearings to be put back into service
rather than replaced.
SKF Aeroengine Bearings UK part of the
Swedish companys aero-engine sub-group that
also includes MRC in the US and SKF Avio in
Turin, Italy and its predecessors have been
supplying bearings to Rolls-Royce since early
in the last century. Applications include the
Trent 500, 700 and 800, and in 2005 the
company was selected as primary supplier for
the main shaft bearings and related
components of the Trent 1000. In 2007 it was
appointed sole supplier for five years. SKF
also supplies main shaft and gearbox
bearings for both the Trent 900 and the
Engine Alliance GP7200 used by the A380.
The company has invested heavily in new
machine tools and production systems in
recent years. Since 2003, to enable
Rolls-Royce to order and receive bearings
within 30 days as part of its 40-day engine
initiative, SKF has reduced throughput times
for main shaft bearings from 70 days to well
under half that. It has also applied the cell or
channel concept commonly used in higher
production volume factories to the smaller
volumes associated with aero-engine bearings.
In conjunction with MRC and Avio, SKF can
also repair bearings and other components in
the US, the UK and Italy. As well as repairing
main-shaft bearings for Rolls-Royce, the
company says it has a growing market for
refurbishment of components for engine
overhaul facilities and power generation
At the end of 2007 SKF and GE Aviation
agreed to invest $28m in establishing a new
company to manufacture and repair bearings
for General Electrics large-aircraft engines,
including the GEnx. Venture Aerobearings,
owned 51 per cent by SKF and 49 per cent by
GE Aviation, opened officially in Charleston,
South Carolina, in July 2008. SKF had two
facilities in Charleston already: SKF Aero
Bearing Service, which opened in 2000, and
MRCs specialty bearings manufacturing
operations, which moved to South Carolina
from Jamestown, New York in 2006. The new
facility was still being equipped at the time of
the opening, but expects to employ 100
people by the time it reaches full production
toward the end of 2009.

Purdue University's Dimitrios Peroulis with one of the wireless sensors being developed to detect Failure detection and warning
impending bearing failure in jet engines and the probe station used to test them by recreating the Active magnetic bearings, which are used
extreme conditions inside engines. already in many less demanding

36 S Aircraft Technology - Issue 95 S

check_FPA:EY2008_CHECK 28/9/07 1:29 pm Page 3


Your Single Source for Aviation Component Services

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AT95tech:AT95_TECH 8/9/08 15:05 Page 38


SKF Aeroengine Bearings UK is supplying main shaft bearings for the 787's Rolls-Royce Trent 1000.

applications, would have major benefits for magnetic bearings for smart aero-engines.
turbine aero-engines. Because they support One aspect of the work saw the
the shaft by electro-magnetic force from a development of a whole engine design
ring of magnets rather than steel balls or using active magnetic bearings, while
rollers, they promise to reduce weight and associated work packages involving bearing
friction losses while avoiding wear to the manufacturers, software suppliers and
bearings. They would also be expected to universities looked at optimising the
eliminate the need for lubrication systems, mechatronic system for aero-engine
increase operating speeds and applications, developed a whole system
performance, improve monitoring, diagnosis, model and examined their application as
prognosis and correction capabilities and an element of smart engine technology.
provide reductions in emissions, noise and Operationally, another advantage of
fire hazards. active magnetic bearings would be the
There has been a lot of research in the ability to monitor and adjust the stiffness
field on both sides of the Atlantic. Earlier and damping of the shaft by adjusting the
this decade the European Commissions force developed by individual magnets,
Magfly programme, led by MTU, looked at minimising the transmission of unbalance

38 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 4/9/08 17:41 Page 3
AT95tech:AT95_TECH 8/9/08 15:06 Page 40


plug and examining the chips it has

collected. The results, GE says, enable
operators to be more proactive in
maintenance decisions and to prevent
mechanical failures that could cause
in-flight shut-downs or increase
unscheduled maintenance.
Where traditional chip collectors require
a mechanic to remove the chip plug to
check for particles, the DMS is an
electronic chip detection and counting
system. It performs all the functions of a
conventional magnetic chip collector, but
adds an electronic sensor to continuously
count the particles it collects and notify
operators and maintenance management of
potential issues. The output can be
combined with a trend monitoring system
such as GEAEs Remote Diagnostics for
real-time analysis and notification of
impending bearing, gear and shaft wear
An advanced engine vibration monitoring system from Vibro-Meter will monitor the Sukhoi SSJ-100 events.
Superjet's PowerJet SaM146 engines. GE typically recommends that chip
collectors be checked at maximum intervals
of every 350 flight hours to every 400 flight
cycles. Some operators check them daily,
while others check them only during
scheduled maintenance. By enabling the
same monitoring to be done continuously
forces to casings and mountings. The without the plug being removed DMS
smart engine technology investigated as reduces the additional line maintenance
part of the Magfly programme cost and the risk of problems such as
demonstrated the ability to detect system contamination during or after
extremely small faults, such as a 0.1 per reassembly.
cent deviation in asymmetry. The method Meggitts Vibro-Meter subsidiary has
involves applying extremely small probing developed engine monitoring units for the
forces, too small to affect the magnetic A380s Trent 900 and both the Trent 1000
levitation, which are tuned in real time and GP7200 for the 787, as well as a
according to a calibrated model and replacement for the 777s advanced engine
instantaneous speed of rotation. Signal vibration monitoring unit. With Boeing and
processing then extracts the information CFM International it developed an
about any deviation from perfect condition Advanced Airborne Vibration Monitor
in the rotating shafts and blades. (AAVM) for the 737, which provides early
Detecting wear and potential failure of information on potential CFM56 engine
conventional engine bearings is difficult bearing deterioration. Available both on
because of their inaccessibility, but a new aircraft and as a retrofit, the AAVM
growing array of techniques has been uses advanced algorithms developed by
developed to monitor their performance and CFMI to analyse data from engine sensors.
identify precursors of failure. The Engine It was developed to address a long
High-precision cylindrical roller bearings and Alliance GP7200 for the A380 uses an oil standing problem with the engines number
three-point bearings from FAG Aerospace are debris monitoring system (DMS) similar to four bearing.
suitable for very high temperatures and speeds that on the General Electric GE90 and some In 2006 Vibro-Meter agreed with Sukhoi
for applications including aircraft engines. military engines which automates the Civil Aircraft and Snecma to develop and
process of monitoring the magnetic supply an advanced engine vibration
particles or debris in the engines oil monitoring system (AEVMS) as standard
system that can be a sign of impending equipment for the Superjet 100 regional
bearing failures. Conventional chip airliners PowerJet SaM146. As well as
collectors use a powerful magnet to collect providing a cockpit display vibration
magnetic particles from the oil system. indication and condition monitoring, the
These are inspected periodically by AEVMS will acquire data to support cold
unscrewing the magnetic chip collection fan trim balancing of the SaM146, by

40 S Aircraft Technology - Issue 95 S

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calculating the weight to be added or starts spinning, while the oil temperature has potential applications in commercial
removed from the engine fan during rises much more slowly, and the steady stat aircraft and products such as cars. As
maintenance engineering on landing. In temperature of the cage is much higher than Peroulis comments, Anything that has an
addition, the AEVMS enables condition that of the oil. When a failure mode was engine could benefit through MEMS
monitoring of the engine making induced the cage temperature started to rise sensors by keeping track of vital bearings.
maintenance more convenient and immediately, a rise of 5C above the steady In conclusion, great strides in
effective for ground personnel. state indicating the onset of failure, but aero-engine bearing R&D have enabled
there was no noticeable increase in oil companies to be able do detect bearing
Wireless sensors temperature until four minutes after the start deterioration and likely failure. And although
Meanwhile, the US Air Force (USAF) has of the failure. By that time the cage magnetic bearings are not yet standard in
funded researchers at Purdue University to temperature had risen more than 100C. the aviation industry, if the technology
develop wireless sensors able to detect As well as the military aircraft the USAF continues to develop, they may very well be
when critical bearings are close to failing. To has in mind, the sensor technology also in a few years time. I
do so, the sensors must be resilient enough
to survive temperatures of around 300C, as
well as exposure to oil and high rotational
forces. They must also be small enough to
avoid interfering with the bearings
The devices are based on micro
electro-mechanical systems (MEMS)
technology, which combines electronic and ON A DIET.
mechanical components on a microscopic
scale. The engine application is an Every airline knows that reducing
outgrowth of earlier work on electronic bills is good for its corporate health.
sensors to measure the temperature
Snecma Services has a three stage
inside critical bearings on communications
satellites such as those supporting fitness program to lower
attitude control wheels, whose failure can maintenance costs on CFM56
cause the satellite to depart from its orbit. engines. First we use diagnostic
With a prior indication of impending
technology to extend on-wing
failure, controllers would be able to switch
to a back-up and avoid the loss of orbit. life and remove the expensive
A similar warning could also help unexpected. We minimize shop
operators avoid the consequences of intervention levels and maximize
engine bearing failure. The Purdue
shop engine savings. And finally
researchers have demonstrated the new
sensors ability to detect impending we review all options when
temperature-induced bearing failure replacing parts. Repair versus
significantly earlier than conventional replacement. And a choice of new
sensors, enabling an engine to be shut
or serviceable OEM materials. Do
down before it fails. They do so by directly
monitoring the temperature of engine you have an appetite to save more?
bearings, where conventional sensors work Visit
indirectly by monitoring the temperature of
engine oil.
The MEMS devices do not require batteries
and transmit temperature data wirelessly. Snecma Services. For a longer life.

Power is provided using a technique called

inductive coupling, which uses coils of wire to
generate current.
Data from the devices will not only indicate
whether a bearing is about to fail but also
how long it is likely to last before it fails, says
Dimitrios Peroulis, an assistant professor of
electrical and computer engineering at Purdue
Experiments using a bearing test machine
with a sensor mounted directly to the bearing
cage have shown that the cage temperature
increases dramatically after the bearing

S Aircraft Technology - Issue 95 S 41

AT95tech:AT95_TECH 8/9/08 15:29 Page 42


A new lease on life

trends in aircraft recycling
etween 6,400 and 8,500 aircraft and engines to revenue service; and safe
The escalating oil price and will reach the end of their lives return of reclaimed materials back into
over the next 20 year s. The manufacturing. Since its founding in 2006,
increasing awareness of
number could be even higher because AFRA members have been involved in the
environmental issues energ y costs may force ear lier than scrapping of 6,000 commercial and 1,000
means that OEMs, MROs expected groundings of less military aircraft and the remarketing of
fuel-efficient models. End of ser vice 2,000 aircraft. AFRA membership is
and operators are does not mean end of life, according currently over 30 and is open to any
constantly researching to AFRA (aircraft fleet recycling company, university group, or technology
innovative ways to save association), a non-profit inter national developer with a focus on safe and
association led by Boeing and sustainable solutions for the reuse of
costs and recycle materials. dedicated to improving aircraft aircraft parts and assemblies from older
From recycling CFRP to sustainability. AFRA has three main aircraft. AFRA receives no public funding
plastic cups, the aviation objectives: to ensure the safe and support; it relies on contributions from its
responsible management of the members and audit fees.
industry is developing a wor lds aging aircraft fleet; safe and The association aims to achieve its
myriad of solutions. economical retur n of aircraft, par ts objectives by developing and distributing

42 S Aircraft Technology - Issue 95 S

check_FPA:ATParis_CHECK 23/4/07 9:55 am Page 3

2007 United Air Lines, Inc. All Rights Reserved.

Its not magic, its maintenance.

Avionics Engines Landing Gear Line Maintenance

U330_Ad_ATE&M.indd 1 4/16/07 9:50:44 AM

AT95tech:AT95_TECH 8/9/08 15:29 Page 44


Approximately 150-200 aircraft are retired each year specifically for disassembly. A narrowbody can take two to three weeks to dismantle, whereas a
widebody can take three to five weeks.

industry-developed best practise throw the seats and interiors into the
documents. William Carberry, AFRA deputy Scottish sea and it floats up onto the
director and a project manager at Boeing beach. Currently AFRA working groups are
Commercial Airplanes, explains that 18 developing best practice documents for:
"AFRA's accreditation process months ago the association started engine reclamation, electronics reclamation
provides aircraft owners with a conducting regular tele-conferences and recycling targets.
trackable process that places a (incurring no travel costs) to establish Best management practices (BMPs) are
which services best practice should cover. implemented through an audit and
priority on harvesting parts in a A table of contents was formed to include accreditation programme, conducted by an
safe, environmentally such items as: how the facility is set up; independent auditor. In July 2008 the first
responsible, and cost-effective the training of individuals; how to pull five global companies received AFRA
manner," apart an aircraft, how to keep parts accreditation: Europe Aviation, Southern
separate and how to document different California Aviation, Air Salvage
Martin Fraissignes, AFRA aircraft parts. From this a best practice International, P3 Aviation and Volvo Aero
executive director guidance document was developed. Services. AFRAs accreditation process
Establishing best practice ensures that provides aircraft owners with a trackable
all the aircraft parts are accounted for. process that places a priority on
Carberry expands: What happens once you harvesting parts in a safe, environmentally
pull the parts off? If the contract is not responsible, and cost-effective manner,
written correctly there is no knowledge states Martin Fraissignes, AFRA executive
about the rest of the airplane. You hear director. Our associations strong belief is
horror stories of how unscrupulous that end-of-service aircraft owners will
practitioners take the aluminium, then preferentially seek out companies with

44 S Aircraft Technology - Issue 95 S

check_FPA:MRO Ybook 1/8/08 14:43 Page 3

A pooling of expertise
in civil and military aircraft maintenance
Sabena technics, a TAT Group subsidiary founded in 1968, is a leading
independant MRO provider of maintenance services
to civil and military operators.

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customers with tailor-made cost effective solutions.

Maintaining your trust will always be our priority. Your success is our concern

AT95tech:AT95_TECH 8/9/08 15:29 Page 46


using non-aerospace technologies and the

ultimate target is to recycle 90 per cent of
the third 747. Many challenges surround
this project, not least because of the way
aircraft interiors are treated (with fire
retardant). One cannot put them into a
typical plastic or metal recycling operation
because of the toxins involved. Carberry
says: The point is that these technologies
are not used in aerospace, but once we
establish that they work, we bring the two
groups together to figure out how to make
a business out of it. He stresses that
Boeing does not see recycling as a core
business, but is keen to use its brand and
integration capabilities to help facilitate
solutions to problems facing the aviation
Evergreen Maintenance Center (EMC) is
the worlds largest commercial aircraft
maintenance, paint, and storage facility
and is one of the AFRA founding members.
Steve Coffaro, VP of marketing, sales
and customer service at EMC says: We
were involved from the beginning as we
have been disassembling and dismantling
aircraft for more than 20 years and believe
GE Aviations material scrap reclamation recycles engine hardware. GEs partner in this project is
SOS Metals, whose core competency is recycling aviation material. in AFRAs important goals. In terms of the
handling of hazardous material, we have
operations that have been independently been improving our green approach for
reviewed and accredited to embody the about five years now. We are still
expertise and process fidelity that will researching different technologies in order
realise the greatest value for their aircraft to continue down that path.
at the lowest risk. Worldwide, Coffaro estimates that
anywhere between 150-200 airframes are
Recycling jumbos retired every year specifically for
In a recycling project that is separate disassembly. Typically, there is a list of
from AFRA, Boeing is looking for an airline items that the particular customer will
partner willing to retire three 747s over a request to have removed from the aircraft,
three-month period. Carberry explains that which defines the workscope. If it is a
the company aims to recycle the aircraft large workscope, a narrowbody aircraft will
take anywhere from two to three weeks to
dismantle, whereas a widebody can take
three to five weeks. EMCs sister company,
Evergreen Trading, is responsible for the
dismantling of aircraft. Typical models
include: Boeing, Airbus, Embraer and some
older MD types. At the highest peak
Evergreen took apart 36 airframes a year.
The average this year is 15-20 airframes.
In France a EUR2.4m project was set up
in 2005 to test environmentally-friendly
recycling procedures on retired airliners.
The PAMELA (Process for Advanced
Management of End-of-life Aircraft) project
has its home at Tarbes airport in the
southwest. Set up by Airbus and fellow
partners waste management firm SITA,
EADS CCR, Sogerma Services and the
PAMELA aims to demonstrate that about 90 per cent of aircraft parts and materials can be safely Prfecture des Hautes-Pyrnes the
recycled or reused.
project aims to demonstrate that around

46 S Aircraft Technology - Issue 95 S

check_FPA:ATEMF2008 27/6/08 15:31 Page 3

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Between 6,400 and 8,500 aircraft will reach their end of their lives over the next 20 years. One of AFRAs objectives is to ensure safe return of
reclaimed materials back into manufacturing.

90 per cent of aircraft parts and materials economies-of-scale to existing treatment of

can be safely recycled or reused. aerospace aluminium reclamation.
Following successful tests performed on The main objectives of the dismantling
the A300, Airbus has applied PAMELA to of the A380 static test airframe are: the
its latest product, the A380, using the adaptation of the disassembly and
We were looking at our static test cells for not only dismantling dismantling processes to the large
material purchases across the the frame and components, but also aircraft; the test of new dismantling
board - nickel, cobalt and recycling the parts. This includes the processes; and the definition of recovery
challenging tasks of eco-efficient channels for conventional aluminium as
rhenium. And we were seeing separation and recovery and recycling of well as other advanced materials. The
the market prices becoming high technology materials (such as next step in the programme will be to
very unstable So we started aluminium alloys and composite material). industrialise the process and enable its
looking at other ways to help The PAMELA project has managed to utilisation globally, so as to be prepared
successfully extract carbon fibre strands for the middle of the next decade, when
stabilise our material prices. We from composite parts, including CFRP the number of retired Airbus aircraft will
decided to try and recycle what structural panels. The fibres were harvested grow significantly.
we had already put into the via a specialised process known as In order to guarantee the highest
pyrolysis which involves thermal recyclability ratio of each Airbus aircraft,
decomposition in an inert atmosphere. The the various lessons learned are being used
Larry Dening, GE Aviation aim of this technology is to break down and to improve the design of the next
separate the resin and release fibres while generation, and also to industrialise, in an
preserving their various characteristics, so eco-efficient and economically viable
they may be subsequently recycled and manner, the identified processes applicable
used in new aeronautical applications. to each type of material.
However, carbon fibre recovery is a
complicated process and this is undergoing Engine scrap reclamation
further refinement and optimisation. The Moving away from the airframe, a variety
goal is to eventually devise a large-scale of engine parts can also be given a second
industrial process that will deliver similar chance. Launched with Turkish Airlines in

48 S Aircraft Technology - Issue 95 S

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December 2007, GE Aviations new material

scrap reclamation programme recycles
engine hardware. GE supply-chain black
belt Larry Dening explains the origins of
the programme: We were looking at our
material purchases across the board
nickel, cobalt and rhenium. And we were
seeing the market prices becoming very
unstable... So we started looking at other
ways to help stabilise our material prices.
We decided to try and recycle what we had
already put into the engines.
GE Aviations partner in this programme
is SOS Metals, whose core competency is
recycling aviation material. GE and SOS
visit customers, assess their current shop
process for scrapping material and work
with them to develop a tailored
reclamation programme. After the material
is collected it is transported back to SOS
Metals west coast service centre in
Gardena, California, where it is sorted by
alloy type and goes through a documented
certified destruction process. Then each of
the alloys is cleaned, processed and
prepped for inclusion into a master melt
that produces new ingots for use in the
aviation industry. Don Shadrow, SOS
Metals president, point out: This process
ensures that these valuable
aerospace-quality super alloys remain
within the aerospace supply chain.
Dening stresses that this programme is
not just centred on GE, but aims to benefit
the entire aviation industry: We even help
other engine OEMs because SOS will offer
back material that is unique to Pratt &
Whitney and Rolls-Royce, so they can put it
back into their material stream to help
them. Initially only high-pressure turbine
(HPT) blades were used, but now the
programme has extended to most engine
parts. The one thing we have not figured
out yet is how to recycle composite
material, but we are taking back any of the
metal and recycling it now, he says.
A major benefit for the airlines is that
there is no cost involved for them and that
GE pays for the material. (Ironically, some
airlines are paying companies to remove
old engine material.) Current customers
include: Germanys Lufthansa; Atlantic
Southeast Airlines, Comair, Standard Aero
from the US; Batavia Air out of Indonesia;
and EVA Air, China Airlines and China
Southern Airlines in the Far East.
The biggest hurdle to scrap reclamation
is usually export. Many airlines are to
some degree state-owned, and meeting
legal parameters to ensure that the scrap
fulfils export requirements is a challenge.

S Aircraft Technology - Issue 95 S 49

AT95tech:AT95_TECH 8/9/08 15:39 Page 50


GE is working through getting the material

out of countries and showing the
authorities that it is a legal operation.

Looking at the interior of the aircraft,
traditionally worn carpet has been placed
into dumpsters destined for landfills. Delta
Air Lines purchases about 65,000 square
yards of carpet each year for installation in
the cabin of its aircraft. In November
2007, Delta began recycling its carpet in
Atlanta in cooperation with Mohawk
Aviation Carpet and is now sending its old
carpet to Mohawks reclamation facility for
recycling. The airline put in place a
standardised procedure for removing the
material from each aircraft needing
replacement. A 53ft trailer was placed at
Deltas Atlanta maintenance facility for the
collection and storage of worn aircraft
Delta Airlines purchases about 65,000 square yards of carpet each year for installation into the
cabin of its aircraft. In 2007 it began recycling its aircraft carpet. After eight months, Delta successfully
diverted 12,080 square yards of material
from Atlanta area landfills. Delta is the first
of Mohawks aviation customers to
implement such a programme. Jennifer

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50 S Aircraft Technology - Issue 95 S

AT95tech:AT95_TECH 8/9/08 15:39 Page 51


Otenti, Delta Environmental Services will automatically dial for a pick-up when the
project manager says: By implementing units approach full capacity, maximising load
this cost-neutral recycling program Delta volumes, reducing ramp traffic, and reducing
was able to streamline the carpet costs.
de-installation process and bring an Airlines will be trained on how to operate
intangible saving to the programme through the system and what material can be
improved mechanical and work process recycled. Billing will be administered through
efficiencies. a pay-as-you-throw system, currently used in
the airport terminal. Trash compactors will
Recycling plastic cups cost $5 per throw, while use of the recycling
Of course passengers generate a large compactors will be free. Sea-Tac offers
amount of recyclable waste. Recent studies financial incentives to airlines that encourage Sea-Tac International will install 12 large
estimate half of all waste generated onboard recycling and reduce disposal costs says volume compactors at six locations throughout
aircraft is recyclable. In 2007, Jeremy Webb, spokesman for Port of Seattle - its airfield as the infrastructure backbone of a
Seattle-Tacoma International Airport aviation environmental programs. The project centralised trash and recycling system.
generated an estimated 2,500 tons of trash, has been approved by airlines and
1,250 of which could have easily been installation is expected to be complete in late
recycled. With this in mind, the airport is due 2009, early 2010.
to install 12 large volume compactors at six In conclusion, one can see that a large
locations throughout the airfield as the amount of R&D and capital is being invested
infrastructure backbone of a centralised in creating viable recycling solutions. It is
trash and recycling system. One trash and crucial that industry stakeholders continue to
one recycling compactor will be installed at give the issue sufficient priority, so that they
each location. Compactors will be equipped not only lessen the impact of air travel on the
with electronic key systems to record use, environment, but also reduce operating costs
and capacity sensors to monitor internal and create optimal conditions for future
pressure. Built-in communication systems growth. I


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S Aircraft Technology - Issue 95 S 51

AT95E&M:AT95E&M 8/9/08 16:25 Page 52


MRO focus:
Spain and Portugal
Benefiting from an
oth Spain and Portugal play host to a customers worldwide. These include British
excellent location and hot, MRO giant, and beyond this there is a Airways, Continental Airlines, Olympic Airways,
thriving aviation industry. Location is Meridiana, AtlasJet, Onur, and Chinas
sunny weather, Aircraft perhaps the biggest advantage these Southern, Xinjiang & Xiamen Airlines. The
Technology presents a countries can offer, with companies being companys MRO facilities cover a combined
accessible to Europe, Latin America, Africa, area of 200,000m2, with seven hangars in
round-up of the
and the Middle East. Looking at Spain first, total (including two painting hangars). The
maintenance companies its major player is Iberia Maintenance, whose company has an engine test cell capacity of
that can be found in Spain parent company is Iberia Airlines. The 120,000lb, with APUs and thrust-reverser
company is based at Madrid Barajas Airport shops. Its workshops also include an
and Portugal. and has maintained aircraft for 80 years. It is automated wheel and brakes facility, sheet
the worlds ninth-largest maintenance metal installations, composites, structural
company and the largest in southern Europe, damages, galleys, interiors, and painting.
with a third-party turnover of 574.2m. In Finally, Iberia Maintenance has an avionics
2007, Iberia Maintenance carried out 1,273 and components shop.
aircraft inspections, including 1,002 A checks, A major recent development in Spain has
244 C checks and 27 D checks. It also been the formation of a 50:50 joint venture
performed maintenance tasks on 145 aircraft between Iberia Maintenance, via its subsidiary
engines, 34 auxiliary power units (APU), and Iberia Tecnologa, and Singapore Technologies
68,083 components. Aerospace (ST Aerospace), to create Madrid
Iberia Maintenances primary task is to Aerospace Services. The new company will
support Iberias fleet of A320-family, A340, specialise in the maintenance of Airbus
757, and MD-80 aircraft types with landing gear. Its initial focus will be to
maintenance services covering airframes, maintain the landing gear assemblies of
engines and components. On the third-party A320-family, A330 and A340 aircraft. Its
front it boasts more than 100 airline stated aim is to broaden the maintenance

52 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 8/9/08 16:23 Page 3

Our work... flies with you.

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professionals for maintaining your aircraft. Near 220,000 m2 specialized maintenance complex,
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Phone: +34 91 587 49 71 / Fax: +34 91 587 49 91. E-mail:
AT95E&M:AT95E&M 8/9/08 16:25 Page 54


and repair of its fleet of MD-83 aircraft and

components. In late May, the company signed
a long-term agreement with DHL to overhaul
more than 80 Rolls-Royce RB211-535C37
engines operated by DHLs two major
European Airlines, DHL Air and European Air
Transport. Iberia regards the contract as one
of its most important new agreements in
recent times not only because of the more
than 80 engines involved and minimum
10-year contract term, but because of the
prestige of DHL and the potential to further
develop the unique relationship that exists
between these two global forces in aviation.
Elsewhere in Spain is the ITP Group, which
specialises in the overhaul of regional aircraft
engines. Its parent company is Industria de
Turbo Propulsores, owned by Sener
Aeronutica (53 per cent) and Rolls-Royce (47
per cent). ITP has a facility at Ajalvir, in
Madrid, which specialises in the test, repair
and overhaul of aeronautical engines. ITP has
repaired more than 6,000 engines, including
the TPE-331, PT6T, TFE-731, RR250, EJ200,
F404, ATAR 9K/C, T53 and T55. The plant
features high-tech engine and accessory
testing cells and provides a 24-hour on-wing
support service. Two of ITPs four subsidiary
companies are based in Bizkaia, Spain.
Precicast Bilbao (PCB) occupies a 20,000m2
space which is dedicated to the microfusion
of super-alloys. Industria de Tuberas
Aeronuticas (ITA) focuses on the
manufacture, supply, installation and
commercialisation of pipes and piping for
engine accessories, turbines and other
aeronautical mechanical systems.
Madrids Gestair Maintenance declares
itself to be the main maintenance centre in
Spain in the executive aviation sector. It is
equipped with its own hangar, specialised
personnel and avionics laboratory, and
performs the maintenance of the Gestair fleet
as well as for third parties. The company has
Iberia Maintenances engine test cell, which has a capacity of 120,000lb. certifications for more than 30 different types
of aircraft, including the Cessna Citation and
services already supplied by Iberia the Dassault Falcon.
Maintenance and ST Aerospace to Airbus Gamesa Aeronutica is located in Minano,
operators. According to an Iberia Maintenance outside Madrid, and specialises in the
statement: The [maintenance] division is now engineering development, manufacture and
poised to double its revenues from outside assembly of integrated primary structures or
clients under Iberias 2006-2008 strategic integrated aircraft structures. These
plan. This new joint venture reflects the assemblies include wings, fuselage sections,
divisions strategy in recent years of winning vertical and horizontal empennages, and
new customers while increasing specialisation engine nacelles. The engineering,
in high value-added tasks such as landing manufacturing and assembly activities not
gear maintenance. only relate to the elements which constitute
In August, Iberia Maintenance signed a each structural assembly, but also
maintenance and support contract with corresponding systems integrated in its
Nigerias Dana Airlines under which it will be structures, such as hydraulic, electrical, and
responsible for the inspection, maintenance, fuel systems. Gamesa Aeronutica is

54 S Aircraft Technology - Issue 95 S

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AT95E&M:AT95E&M 8/9/08 16:25 Page 56


TAP Maintenance & Engineering (TAP M&E) has grown in strength since acquiring VEM-VARIG Engineering & Maintenance in 2006.

particularly focused on regional and executive correction, engine trend monitoring, and pool
transport aircraft. Gamesa Componentes agreements. Its three hangars can
Aeronaticos, meanwhile, specialises in accommodate up to eight narrowbody and
manufacturing components such as large three widebody aircraft.
machined parts, as well as parts and In May, TAP M&E signed an agreement with
sub-assemblies in composite materials (such Snecma Services, enhancing the companies
as carbon fibre, glass fibre and Kevlar). cooperation in CFM56 maintenance. The
two-year deal covered the repair of high and
Portugal low pressure nozzle guide vanes for CFM56-3,
Next door in Portugal, Lisbon-based TAP -5C, -5B, -7B engines handled by TAPs
Maintenance & Engineering (TAP M&E) is a maintenance unit, and adds to the several
European MRO giant, having acquired others already in place. One contract of
VEM-VARIG Engineering & Maintenance in particular importance is for the repair of
2006. The company serves parent airline TAP CFM56-3 HP turbine blades, which was signed
Portugal and third-party customers in roughly two years ago. Jorge Sobral, member of the
an equal amount, with a total revenue in board of directors of TAP Portugal for
Madrid Aerospace Services, a 50:50 joint 2006 of 250m. Its portfolio of maintenance maintenance and engineering, said: We are
venture between Iberia Maintenance and ST services includes: the overhaul of CFM56-3, very satisfied with these new agreements. The
Aerospace, has recently opened in Spain, -5A, -5B, -5C and -7B, JT3, JT8, and RB211 improvement of service on the parts repair
specialising in the maintenance of Airbus
engines; airframe maintenance on the contracts allows us to add more value and
landing gear.
A300-600, A310, A330, A340 and A320 reduce costs for both TAP and our customers.
family, 737 and Lockheed L1011 aircraft; On the other hand, our overhauling for
component maintenance; material support; Snecma Services creates a balanced
and engineering services. TAP M&E is also a environment for the increasing cooperation
member of the Airbus MRO Network. between the two companies. The deal is
TAPs heavy maintenance capabilities evidence of the fact that TAP M&E has in
include C and D checks, modifications, recent years successfully shifted from working
structural repairs, ageing programmes, cabin on JT8Ds to the CFM family of engines.
refurbishment, and stripping and painting. For Sobral rejects the idea that the lower labour
line and light maintenance, it offers services rates in Portugal compared with other European
in pre-flight, transit and daily checks, A and B countries offers TAP M&E a competitive
checks, troubleshooting and malfunction advantage, and instead points to the

56 S Aircraft Technology - Issue 95 S

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AT95E&M:AT95E&M 8/9/08 16:25 Page 58


companys own strengths. He states: When have to be overcome such as the lack of
you compare Portugal with Germany, France or specialised mechanics in our region and the
England, or even Spain, the standard of living is euro versus dollar exchange rate, which has
lower in Portugal that is obvious but compromised some of our competitive
when you speak about TAP versus Iberia, Air advantages. Almeida believes the issue of the
France, or Lufthansa, there is not such a lack of mechanics has not been properly faced
difference. It is one thing when you compare by the industry, and this provides a major
the whole country and all the workers in the concern for the region.
country, but another when you compare In 2003, the Portuguese government decided
airlines. We believe that we can be competitive to privatise the company almost in its entirety.
out of productivity, out of bringing the unit costs The company states that: At that time, a major
OGMA Indstria Aeronutica de Portugal down, not because salaries are much lower. drive was initiated to make the company efficient
believes its location near Lisbon gives it an The other big player in Portugal is OGMA on a world scale, to expand into even more
advantage in market accessibility, enabling it to
Indstria Aeronutica de Portugal. It is based in markets than those already explored. In three
encompass important markets such as Europe
and Africa. Alverca, approximately 15km north of Lisbon. years the turnover was doubled and this led, in
Carlos Almeida, market strategy director at 2005, to the present position with the
OGMA, also cites location as a big competitive government of Portugal retaining one third of the
advantage. He says: Our base in Portugal gives shares and private ownership, predominantly
us plenty of flexibility to position ourselves as from Embraer and EADS, owning the remaining
the best cost-benefit option in the western two thirds of the company share capital.
Europe market. Besides our cost advantage, the OGMA essentially works in two different
geographical location of Portugal puts us a step areas, MRO and aerostructures manufacturing.
ahead in terms of market accessibility, which According to Almeida, in order to better serve
enable us to encompass important markets distinctive markets with different service
such as Europe and Africa. But he also profiles OGMAs brand structure consists of
recognises some problems that companies in three major segments, which are: aviation
Portugal face: He explains: Some issues still services (commercial aviation services,


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58 S Aircraft Technology - Issue 95 S

AT95E&M:AT95E&M 8/9/08 16:25 Page 59


defence aviation services, engine services, complete new business model which Almeida
component services); executive aviation; and says will definitely boost our profitability. In
aerostructures. He says of the company: Our terms of market awareness, OGMA has also
main advantages encompass our major released a new brand structure.
shareholders, our technical know-how gained
throughout 90 years of existence, a distinctive Conclusion
customer-oriented profile and cost-effective Putting Spain and Portugal MROs into a
services and solutions that leverage us European perspective, they have been and will Some issues still have to be
towards the market. continue to be put under the same pressures
Its maintenance facilities cover a total area as any other on the continent. Almeida
overcome such as the lack of
of 140,000m2. OGMA has 11 hangars, with believes the trend of consolidation among specialised mechanics in our
nine narrowbody bays, six engine test cells and independent MROs will increase. He adds: region and the euro versus
eight component workshops. An exclusive On a regional basis, these movements might
dollar exchange rate, which has
hangar is used for executive aviation, a sector be affected by a likely privatisation of some
in which the company aims to be recognised European flag carriers, which may divest compromised some of our
for specialised fleet management and complex maintenance facilities. Besides this competitive advantages.
maintenance services (both heavy maintenance consolidation, European companies have Carlos Almeida, market
and modifications). In the commercial sector, suffered from the weak dollar. This has
OGMA performs MRO on A320-family aircraft, pushed MROs, as in the example of OGMA, to
strategy director, OGMA
the Embraer ERJ-145 family, and the Embraer implement new techniques, such as lean
E-jets family. OGMAs stated goal is to position initiatives, to stay competitive. Almeida is
itself on the commercial aviation side as the confident this will bring a brighter future. He
best cost-benefit MRO provider in western concludes: Despite the tough period that we
Europe for Embraer jets together with the A320 have been through the future promises a
family. In 1998, it became the first Embraer better scenario. All the other MRO industry
Authorised Service Center (EASC) in Europe for companies in Spain and Portugal will be
the ERJ-135/140/145 aircraft, and has now hoping his words ring true. I
carried out more than 120 C checks on the
aircraft family. The A320 capability though is,
according to Almeida, definitely our
horsepower to boost further sales and
consequently to achieve a sustainable growth.
The company has accumulated experience
since 2001, and recently expanded its
customer portfoilio with the addition of Thomas
Cook Airlines. On the engine side, OGMA works
on Rolls- Royce, Turbomeca and Honeywell
TPE331 engines. These include the Rolls-Royce
T-56/501D, AE 2100 series and AE 3007
series. Finally, defence is an extremely
important market segment for OGMA, and a
further goal is to strengthen its global presence
in this sector.
Almeida states that the major challenges
currently facing OGMA are threefold, namely
the companys culture development;
competitiveness affected by the weak dollar;
and market awareness. He says: All these
issues have already been addressed through
different frontlines. To change the company
culture OGMA has structured a detailed
programme to prepare and align our top and
middle management team, which
subsequently will be extrapolated into the
whole company through workshops and
specific events to really foster the change.
On the competitiveness side, OGMA is
implementing a corporate programme focused
on lean techniques in a bid to eliminate waste
and improve services across the companys
value chain. It has also implemented a

S Aircraft Technology - Issue 95 S 59

AT95E&M:AT95E&M 8/9/08 16:27 Page 60


Narrowbody freighters
weather the storm

ooking at the freighter market as a 4,000 aircraft. Roughly 25 per cent will be
whole, long-range widebody cargo new production freighters and 75 per cent
operators have managed to maintain converted aircraft. By 2027 about 11 per cent
The current economic better overall margins than their short-range of the aircraft in service will be freighters, with
narrowbody compatriots. Additionally, the the split between wide- and narrowbody at
climate and the high price widebody fleet more easily benefits from new, roughly 65:35.
of fuel have had a negative more fuel-efficient models. Thus, it is not At the time of going to press, the proposed
impact on the narrowbody surprising that strong orders and deliveries merger of Delta Air Lines and Northwest
have stimulated the widebody freighter Airlines and the filing for bankruptcy of several
freighter market, but market. There is not as much activity in the smaller US airlines indicated that more
ironically these factors narrowbody freighter market, but several narrowbody conversion candidates were set to
mean more feedstock will conversion companies feel the smaller aircraft enter the market. Kevin Casey, president
fulfil a niche role and still have the potential Pemco World Air Services, specialists in
become available. Daniella for growth. 737-300/-400 conversions says: Everyone
Horwitz reports. Indeed, narrowbody market share is knows there will be a substantial increase in
expected to increase as cost-focused major availability of 737 Classics. We are going to
airlines reduce domestic fleets by five to 10 see this improvement beginning in the early
per cent (when belly cargo capacity is reduced fall.
the space is transferred to dedicated Brian McCarthy, VP of marketing and sales
freighters). According to the Boeing Current for 757-200 conversion centre, Precision
Market Outlook (2008-2027), strong demand Conversions, notes that the scene is
in the next 10 to 15 years will result in a changing: With the reduction in legacy carrier
doubling of the amount of freighters to nearly and major airline capacity, the ice is melting

60 S Aircraft Technology - Issue 95 S

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on the 757s. Previously we had maybe three Aviation Group, expands on freighter age: To
airplanes available in the world, we now have convert an airplane is to give second birth to
20-25 airplanes rapidly coming to market. He the same platform. It does not make any
acknowledges that global economy has a sense to take a young airplane which still
dampening effect, but says there is such provides passenger revenue and convert it to
demand that if platforms were available a cargo one. If you do, the value of the
Precision could convert a dozen 757s a year platform is high and then it becomes
for existing customers. Charles Perry, director prohibitive in terms of cargo conversion. Of
sales and marketing, Alcoa-SIE Cargo course there are exceptions and the high cost
Conversions (ASCC), another company that of fuel may lead to the acquisition of younger,
converts 757-200s, feels that although more efficient freighters.
platforms are becoming available, prices are
still too high. He anticipates that the values Narrow leaders
will decrease in the near future. The narrowbody freighter market is
The freighter market tends to lag trends in dominated by the 737-300 (16.5 tonne) and
the passenger market by approximately 15 the 757-200 (28.5 tonne), with the 737-400
years as this is the time taken for platform (22 tonne) and A320/A321 (21 to 28 tonne)
values to become affordable to cargo poised to enter the fray. David McDonald, VP
operators. Israel Aerospace Industries Bedek of Aeronautical Engineers, Inc. (AEI), which
Aviation specialises in 737-300 and -400 converts 737 Classics, regards the 737-300
conversions (derivatives from its 747-400 and and -400 as the best replacement for the
767-200/-300 conversions programmes) and aging 727 fleet. He says: While the 757 has
Dany Kleiman, IAIs CVP and GM of the Bedek more capacity than the 727, aircraft prices

S Aircraft Technology - Issue 95 S 61

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Israel Aerospace Industries Bedek Aviation specialises in 737-300 and -400 conversions. Customers include GECAS and Air Castle.

remain high enough to make the 757 the 757-200 passenger aircraft. In April 2008
acquisition cost difficult for most operations. ST Aero received a FAA STC for the
McDonald views the 737-400 as cost-effective conversion. The STC is based on ST Aeros
because it gives 10 full-size pallet positions design for the conversion, and is the only one
and high payload capacity. As fewer -400 were developed using data licensed from Boeing.
built than -300s, the latter will probably ST Aerospace is also Boeings only
become the most converted model of the 737 authorised 757 conversion centre.
Classic fleet. The conversion work will be done at ST
Casey predicts that 737-400 availability Aeros subsidiaries, ST Mobile Aerospace
will free up in 2009, based on fleet Engineering (MAE) in Alabama as well as
movements that the company is tracking, but ST Aerospace Engineering in Singapore. So
thinks the -300 is still the aircraft du jour: It far, ST Aerospace has redelivered 17 757s
is cheaper and the right size for a lot of to DHL, and in July 2008, ST Aerospace
carriers, particularly those developing a freight redelivered two 757s to FedEx, with the
network, he says. Even on long thin routes, third one recently completed in Singapore.
you have a lot of range for that sized In August 2008, FedEx Express launched
airplane. There are nearly 500 -400s pax revenue service with the first of 12
aircraft in operation. The oldest -400s are 757-200 converted freighters scheduled to
three and a half years younger than the oldest be added to the fleet over the next year,
-300s and are due to be retired from starting eight-times-weekly flights between
passenger service. While the -300s are in Memphis and Washington National. Also in
favour at the moment, there will be more August, ST Aerospace redelivered the first
opportunities for the -400s in the future. of two 757-200 aircraft to the Royal New
FedEx Express currently has the biggest Zealand Air Force (RNZAF) with a multi-role
757 freighter programme it aims to convert configuration that allows the carriage of
up to 87 of the aircraft over a seven year passenger, freight, mixed
period. The company selected Singapore passenger-freight, VIPs and aero-medical
Technologies Aerospace (ST Aero) to convert evacuation.

62 S Aircraft Technology - Issue 95 S

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Here a 757 undergoes modification at Precision Conversions. In July 2008 the company received an STC for a MZFW increase to 196,000lb.

In July 2008 Precision Conversions and EADS EFW (32 per cent) and Airbus (18 per
Leth & Associates achieved an FAA STC for a cent). Lars Becker, CEO of AFC, anticipates
Maximum Zero Fuel Weight (MZFW) increase about 400 Airbus single-aisle aircraft will be
on the Precision 757-200PCF. The weight converted from 2012 to 2026, with the first
upgrade allows for a MZFW increase to A320P2F ready in 2011. After ramp up, AFC
196,000lb. In total, the weight upgrade STC plans to convert around 30 A320-family
allows for an additional 8,000lb increase in aircraft per year. AFC states that the design
payload. The STC is currently applicable to and wider fuselage section mean it is
Rolls-Royce powered 757-200s with possible to carry bulk or containerised freight
manufacturer line number 210 and higher. in the belly holds, which is a unique feature
Previously the highest operating empty weight in this market segment, delivering more
achieved was 72,000lb. This product can be loading flexibility. Also, payload of the
targeted at high-density cargo carriers that A320P2F is set to be 1.3 tonne higher than
operate both DC-8s and 727s. In the case of the 737-400 and 2 tonnes higher than the
the DC-8 operators, they typically had a choice 737-300. Conversions will initially take place
between the widebody 767-200 or the 757 at EFWs Dresden facility, with a second line
(lower payload), but now the STC closes the planned for Zhukovskij, outside Moscow, after
gap between the 757 and the 767-200 in ramp-up.
terms of tonnage. Compared with the 737 Classics, there is
a higher cost of capital associated with
A320 steps up to the plate acquiring that A320 and A321 freighters
In July 2008 Netherlands-based leasing because they continue to be popular in
company AerCap signed a firm contract with passenger service. There is also a perception
Airbus Freighter Conversion (AFC) to convert that there is a shortage of available
30 passenger A320/A321s into freighter platforms. This could explain why the
aircraft. AFC is a joint venture between schedule is about two years behind the
Russian companies UAC (25 per cent) and timeframe that Airbus originally gave when it
Irkut (25 per cent), and European companies announced its intention to convert the A320

64 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 22/8/08 15:48 Page 3 1-805-426-2250
Alcoa-SIE Cargo Conversions 3990A Heritage Oak Court Simi Valley, CA 93063 USA
AT95E&M:AT95E&M 8/9/08 16:28 Page 66


Airbus Freighter Conversion is to convert 30 A320/A321 into freighters for Netherlands-based AerCap. Initial conversions will take place here, at EFWs
Dresden facility. The first A320P2F is expected to be ready in 2011.

pax aircraft into freighters. However, Anja 737-300. Cash operating costs of the
Schwarze, spokesperson for AFC says: Based 757-200SF will be 20 per cent higher than the
on the aircraft age, a timeframe of 20 years A321P2F. She believes that taking into
from now and A320 and 737 design service consideration Airbus extended service goal
goals, 70 per cent of the current A320/A321 for the A320 (120,000 FH, approval expected
fleet is suitable for conversion compared to 2010) and the respective lifetime of the
the 737 Classic, where only 35 per cent of aircraft, investment costs will quickly
the fleet is suitable because many aircraft will amortise.
become too old. About 400 A320-200 will be McCarthy notes that the A321P2F will be a
18 years or older in 2012 and therefore 13-pallet position freighter; while the
suitable for conversion. 757-200SF has 14 positions and Precisions
Some stakeholders in the conversion 757-200PCF is a 15-pallet position freighter
industry, such as McCarthy, debate whether that has a high payload capability. Individual
there is room for another freighter in the operators will have to balance any perceived
20 tonne category, but AFC expects the difference in operating costs with potential
A320/321P2F market share in the feeder on-going revenue gain for a particular asset.
freighter market to reach 50 per cent.
There is also concern about the costs Regional jets
involved. Casey says: The airframe is The category down from the 20 tonne
expensive and the engineering that will go freighter is occupied by regional jets. We find
into producing the conversion is expensive. that there are customers who move freight
And because the work will quite possibly be around do want something a bit bigger than a
done in Europe, the labour will be turboprop, but dont necessarily need the full
expensive. The total package sounds like capacity of a 737 or 757... That is stimulating
it will be a good airplane, but one that few interest in the BAe 146QT, explains Nigel
can afford. Benson, director sales and leasing for BAE
Schwarze acknowledges that the Systems Regional Aircraft. The BAe 146QT
acquisition/leasing costs of A320/A321 freighter conversion programme was
frame may be slightly higher than the 737 relaunched in January 2007 and the OEM
Classic, but says cash operating costs of the selected Aerostar of Romania as its
737-400 will be 20 per cent higher than an conversion partner. Aerostar nominated
A320P2F and 30 per cent higher for a another Romanian company Avioane Criaova

66 S Aircraft Technology - Issue 95 S

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to manufacture the large freight door, the E costs look set to be the number one driver
-class interior and detailed parts. The first of whether to go with one platform or
aircraft in the new programme a Series another.
200QT is now in the UK being prepared for What makes a successful freighter
delivery to launch customer Amerer Air of programme? There should be an ample
There may be difficulties ahead
Austria. The second aircraft in the programme number of airframes to feed the project. Many
is a bigger Series 300QT, which is due for of the aircraft should still be in service for cargo operators hauling nine
completion by the end of 2008. Aerostar will ensuring available spare parts, with good MRO or 10 pallets (20 tonnes)
produce four to six conversions a year. capability across the spectrum. However, a because they have to distribute
large number of feedstock does not
Weighty deliberations necessarily mean the aircraft will be great
costs across such a narrow
Is there enough payload to pay for the freighters. For example, a large amount of band. Everyone needs pause
engines? That is the crucial question for MD-80 aircraft in operation does not translate and think of what it is they are
freight operators in this time of high fuel to a plethora of freighters. Conversion trying to do with the airplanes.
and engine operating costs. McCarthy companies must carefully consider operating
favours the 757 as the ultimate narrwbody empty weights. The freighters should be as
Brian McCarthy VP of
workhorse. He explains: There is a perfect optimised as possible, with all excess weight marketing and sales, Precision
mission for the 737, maybe even the A320, stripped out of the design. That is critical to Conversions
but when you are talking about general flight efficiency and adding as much payload
utility and flexibility, you should have enough as possible.
cargo onboard to feed these engines. There The decisive factors for customers will be
may be difficulties ahead for cargo operators price per tonne mile, per pallet and per pound
hauling nine or 10 pallets (20 tonnes) combined with the maximum amount of
because they have to distribute costs volume, payload and fuel-efficiency. We are
across such a narrow band. Everyone needs moving into a world now where fuel is
to pause and think of what it is they are becoming a crisis and critical issue. Every
trying to do with the airplanes. Operating drop of fuel, every pound of cargo and every

S Aircraft Technology - Issue 95 S 67

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The BAe 146QT programme was relaunched in January 2007 and the first aircraft Series 200QT is now being prepared for delivery to launch
customer Amerer Air of Austria.

cubic foot of volume will matter going forward company started its operational business with
observes McCarthy. the aim of setting up freighter conversion
centres for the A320 family in Moscow and
Conundrum Germany. Payload of the A320/321F varies
Oil at $140 a barrel is a strong motivator from 21 to 28 metric tonnes and the aircrafts
for the replacement of hundreds of range is up to 2,100nm.
gas-guzzling jurassics (727, DC-8s). On the
one hand, cargo carriers need to replace their Alcoa-SIE Cargo Conversions
aircraft in order to operate more efficiently but (ASCC)
on the other hand, they are confronted with ASCC has an approved STC for a 757-200
limited revenue sources. Demand for air conversion. The configuration calls for 14 full
freight has dropped because of the effect of size pallets and one half pallet in the aft-most
high energy costs on global GDP. Kleiman position. An area forward of the 9G bulkhead
does not believe the industry is at the bottom allows for supernumeraries. The conversion
of the spiral. We dont know when and where takes four months and list price in $3.75m.
it will end its slope. But clearly in the next six Conversion is accomplished at Commercial Jet
to 12 months we hope the trend will change. in Miami, Florida. ASCC has completed a
He thinks available feedstock will drive the conversion for Babcock and Brown and the
pricing of the platforms and provide a real aircraft is operated by Variglog in Brazil.
opportunity for growth in the cargo arena. In a
year or two Bedek expects the market to Aeronautical Engineers
recover and grow again at the original six or Incorporated (AEI)
seven per cent per year. The challenge I AEI converts 737-200/-300/-400 aircraft.
would say is how to bridge this period and at The conversions take 90 days, subject to
the same time get ready for market demand aircraft condition. AEIs 737-300F has just
in the next two years, he says. I been granted an exemption to the applicable
FARs to allow up to four supernumeraries in
Who does what the aircraft forward of the cargo compartment.

Airbus Freighter Conversion (AFC) BAE Systems Regional Aircraft

AFC is responsible for the conversion of BAE offers a 146QT Series 200 freighter
Airbus A320/A321-family aircraft. The (6.5 pallets) and 146 QT Series 300 (7.5

68 S Aircraft Technology - Issue 95 S

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pallets.) The raw conversion period is six to

seven months. If maintenance is included, the
period may be eight to nine months.

Precision Conversions
Precision Conversions perform 757
conversions (15 pallets) in 90 to 100 days.
$4.6m is the standard price, including the
cargo handling system. Chennai-based
express air cargo company, Blue Dart
Aviation, is set to induct its seventh freighter,
a 757 to be converted by Precision in
October 2008.

Pemco World Air Services

Pemco World Air Services performs
737-300 & -400 conversions with freighter,
QC and the worlds only combi projects.
Turnaround time is 75-85 days with no
heavy maintenance. A -300 freighter (nine
pallets) ready-to-go is around $2.5 to 2.7m Precision Conversions Brian McCarthy favours the 757 as the ultimate narrowbody workhorse
depending on features. A -300QC and a because of its capacity, utility and flexibility.
-400 freighter (10 pallets) are a few
hundred thousand dollars more because of
the increased size, complexity and cost of
interior parts for the QC. Among Pemcos Bedek. In addition to the 737s, Bedek converts
70+ 737-300/-400 conversions are recent 767-200 (767-300 is under development) and
mod projects for Air Castle, Boeing Capital 747-400.
Corporation, China Postal, ILFC, and
Yangtze River Express and, Pemco has an ST Aerospace
upcoming deal with Chicago-based Aurora ST Aerospaces 757-200SF (14, 14.5 and 15
AG. pallets) conversions are carried out at facilities
in Mobile, Alabama, US, and Singapore under an
IAI/Bedek FAA-approved STC. Conversions offers a
Aircraft manufacturer IAI/Bedek customised courier section, QC and combi
performs 737-300 freighter conversions projects, a Maximum Zero Fuel Weight (MZFW)
(nine pallets) and is now certifying a -400 upgrade and assures OEM long term product
freighter (10 pallets). It is anticipated that support. Having converted 17 757-200 aircraft
the STC will be achieved in October 2008. for DHL, ST Aerospace developed an inhouse
GECAS is the launch customer and Air STC for launch customer FedEx Express on its
Castle had ordered four aircraft. Bedek 757 aircraft conversion programme in 11
Aviation is a group of Israel Aerospace months. Recent redelivery to RNZAF
Industries (the largest industrial company demonstrates ability for combi mission
in Israel). Conversion is a core business at conversions. G




S Aircraft Technology - Issue 95 S 69

AT95E&M:AT95E&M 8/9/08 16:35 Page 70


Engine overhaul

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70 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 23/7/08 15:40 Page 3

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AT95E&M:AT95E&M 8/9/08 16:35 Page 72


Engine overhaul directory Europe

Company Address Contact details Types (commercial) Checks Test cells

GE Aviation, Engine Services 1. Nartgarw-Cardiff, Wales, UK James Whalen CFM56-2, -3 HSI, MC, MO, OH 17 test cells
2. Prestwick, Scotland, UK Marketing Manager CFM56-5, -7 HSI, MC, MO, OH
T: (+1) 513 243 7898 CF6-6, -50, -80 HSI, MC, MO, OH
F: (+1) 513 243 7937 CJ610, CT7 HSI, MC, MO, OH
E-mail: CF34, CF700 HSI, MC, MO, OH JT3D, JT8D HSI, MC, MO, OH
V2500, GE90 HSI, MC, MO, OH
PW4000, PT6 HSI, MC, MO, OH
TFE731, TPE331 HSI, MC, MO, OH

Honeywell Aerospace Frankfurter Str 41-65 Sam Gorman TPE331 HSI, MC, MO, OH TPE331
(Germany) D-65479 Rauheim Site Leader TFE731 HSI, MC, MO, OH TFE731
Germany T: (+49) 6142 405201
F: (+49) 6142 405390

Honeywell Aerospace 65 President Way John Page ALF 502 IC03, MC, MO, OH Honeywell test cells
(UK) Luton Airport Customer and Prod. Support Leader LF 507 IC03, MC, MO, OH ALF 502
Luton LU2 9NB T: (+44) 1582 393 811 LF 507
UK F: (+44) 1582 420 253

Pratt & Whitney Canada Southampton Intl Airport Steve Dicks PT6T HSI, MC, MO, OH
Customer Service Centre George Curl Way Commercial Manager PW100 HSI, MC, MO, OH Test cell
Europe Southampton T: (+44) 2380 621200 PW200 HSI,
Hants SO18 2RU F: (+44) 2380 621310 JT15D HSI, Test cell
UK E-mail: PW300 HSI, PW500 HSI,

Pratt & Whitney Canada Strasse 4 Steve Dicks PT6A HSI, MC, MO, OH
Customer Service Centre 14974 Ludwigsfelde Commercial Manager JT15D HSI, MC, MO, OH
Europe Germany T: (+44) 2380 621200 PW200 HSI, MC, MO, OH
F: (+44) 2380 621310 PW300 HSI, MC, MO, OH
E-mail: PW500 HSI, MC, MO, OH

Pratt & Whitney N-4055 Stavanger Airport Kjetil Galta CFM56-3, -7B, -5B HSI, MC, MO, OH Test cells for listed
Engine Services Norway Manager Marketing & Sales engines
(Norway Engine T: (+47) 51 64 20 11
Center) F: (+47) 51 64 20 01

Rolls-Royce PO Box 31 David Hygate V2500 HSI, MC, MO, OH Up to 120,000lb

Aero Repair and Derby Director of Mktg. & Bus. Development Trent 500, 700, 800 HSI, MC, MO, OH
Overhaul DE24 8BJ T: (+44) 1332 248537 Spey, Tay HSI, MC, MO, OH
UK F: (+44) 1332 249569 AE2100 HSI, MC, MO, OH
E-mail: AE3007 HSI, MC, MO, OH RB211-524 HSI, MC, MO, OH
RB211-535 series HSI, MC, MO, OH

Snecma Services 2 Boulevard du General Christine Orfila CFM56-2A/2B/2C HSI, MC, MO, OH Villaroche, 5 cells for
Martial Valin Head of Communications CFM56-3 HSI, MC, MO, OH engines dev. up to
75015 Paris T: (+33) 1 64 14 81 30 CFM56-5A/5B/5C HSI, MC, MO, OH 120,000 lbs of thrust
France F: (+33) 1 64 14 80 40 CFM56-7B HSI, MC, MO, OH Chtellerault: t/props
E-mail: GE90 (HPC compressor) MO up to 6000HP (Tyne) LARZAC HSI, MC, MO, OH and low-power t/jets
M88 HSI, MC, MO, OH Belgium: 2 cells
TYNE HSI, MC, MO, OH Sichuan (China): 1 cell
CFM56 parts repair Morocco: 100,000lb 1 cell

Snecma Services Brussells Btiment 24B - Local 101 Wilfried Thiessen CFM56-2,CFM56-3, HSI, MC, MO, OH 2 test cells
Aeroport Bruxelles National Chief Executive Officer CFM56 parts repair HSI, MC, MO, OH
1930 Zaventem T: (+32) 2 790 45 00 HSI, MC, MO, OH
Belgium F: (+32) 2 790 47 99
E-mail :


Air France BP7 Guillaume Camus CFM56-5A, -5B, -5C HSI, MC, MO, OH CFM56
Industries Le Bourget Aeroport Powerplant Svs Mktg. & Bus. Devel. CFM56-3, CFM56-7 HSI, MC, MO, OH CF6
93352 Le Bourget Cedex T: (+33) 1 49 348500 CF6-50 HSI, MC, MO, OH GE90
France F: (+33) 1 49 348931 CF6-80C2, -80E1 HSI, MC, MO, OH
E-mail: GE90

Alitalia Maintenance Systems Leonardo da Vinci Airport Roberto Paganin CF6-50 C2/E2 HSI, MC, MO, OH 1 CF6 test cell
00050 Rome-Fiumicino Manager of Marketing & Sales CF6-80 C2 HSI, MC, MO, OH 2 APU test cell
Italy T: (+39) 06 6563 42495 CFM56-5B HSI, MC, MO, OH
F: (+39) 06 6563 5111 HSI, MC, MO, OH
E-mail: HSI, MC, MO, OH
E-mail: HSI, MC, MO, OH

72 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 9/9/08 09:08 Page 3

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AT95E&M:AT95E&M 8/9/08 16:35 Page 74


Engine overhaul directory Europe (cont...)

Company Address Contact details Types (commercial) Checks Test cells
Finnair Technical Services Finnair Technical Services Erkki Lehtonen CFM56-5B HSI, MC, MO, OH Turbofan up to
Helsinki-Vantaa Airport AVP Sales and Marketing 100,000lb
MU/17 T: (+358) 9 818 6476 CF6-80C2 HSI, MC, MO, OH turboprop up to
01053 Finnair F: (+358) 9 818 6786 2700HP
Finland PW120/121/124B/127-series HSI, MC, MO, OH PW2037/2040 MC

Iberia Maintenance Madrid-Barajas Airport Ignacio Dez Barturen CFM56-5A, -5B, -5C HSI, MC, MO, OH 3 test cells
E-28042 Madrid Commercial Director CF34 HIS, MC, MO, OH 1 up to 100,000lb
Spain T: (+34) 91 587 4971 / 85 JT8D-217, -219 HSI, MC, MO, OH 2 for JT8D
F: (+34) 91 587 4991 JT9D-7Q, -59A, -70A HSI, MC, MO, OH
E-mail: RB211-535E4 HSI, MC, MO, OH

KLM Engineering Dept SPL / TQ Rob Pruim CF6-50 HSI, MC, MO, OH Test cell up to
& Maintenance PO Box 7700 VP Business Development CF6-80A HSI, MC, MO, OH 100,000lb
Schiphol Airport T: (+31) 20 649 1100 CF6-80C2 all series HSI, MC, MO, OH
1117 ZL Amsterdam F: (+31) 20 648 8044 CF6-80E HSI, MC, MO, OH
Netherlands E-mail: CFM56-7 HSI, MC, MO, OH

LTU Aircraft Maintenance Building 900 Thomas Tomkos CFM56-3 HSI, on wing repairs None
(LTUAM) Hahn Airport Managing Director CFM56-5 HSI, on wing repairs
D-55483 T: (+49) 6543 507 507 CFM56-7 HSI, on wing repairs
Germany F: (+49) 6543 507 508 RB211 HSI, on wing repairs
E-mail: CF6-50/-80 HSI, on wing repairs PW4000 HSI, on wing repairs
V2500 HSI, on wing repairs

Lufthansa Technik Rudolf-Diesel-Strasse 10 Peter Kamenz PW100 series HSI, MC, MO, OH Test stands for
Aero Alzey Alzey General Manager PW150 series HSI, MC, MO, OH PW100,-150,
D-55232 T: (+49) 6731 497111 CF34-3 series HSI, MC, MO, OH PW901A &
Germany F: (+49) 6731 497197 CF34-8 series HSI, MC, MO, OH CF34-3/-8 series

Lufthansa Technik Naas Road Paul Morgan JT9D-7A/F/J HSI, MC, MO, OH JT9D
Airmotive Rathcoole Commercial Manager JT9D-7Q HSI, MC, MO, OH JT9D
Ireland Limited Co. Dublin T: (+353) 1 401 1111 CFM56-2, -3, -7 HSI, MC, MO, OH CFM56
Ireland F: (+353) 1 401 1300

Lufthansa Technik HAM TS Walter Heerdt TFE731 HSI, MC, MO, OH 6 test cells
Weg beim Jaeger 193 SVP Marketing & Sales JT8D, JT9D HSI, MC, MO, OH up to 100,000lb
Hamburg T: (+49) 405070 5553 JT15 HSI, MC, MO, OH Airline Support Teams
D-22335 F: (+49) 405060 8860 PW4000 HSI, MC, MO, OH Total Engine Support
Germany E-mail: CF6-50 HSI, MC, MO, OH Spare Engine Coverage CF6-80C2 HSI, MC, MO, OH On-spot Boroscope
CFM56-2, -3, -5, -7 HSI, MC, MO, OH Engine lease
Trent 500 HSI, MC, MO, OH
Trent 700 HSI, MC, MO, OH
Trent 900 HSI, MC, MO, OH

74 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 23/7/08 15:37 Page 3

OEM Capability. MRO Flexibility.

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AT95E&M:AT95E&M 8/9/08 16:35 Page 76


Engine overhaul directory Europe (cont...)

Company Address Contact details Types (commercial) Checks Test cells
N3 Engine Overhaul Gerhard-Hltje Str. 1 Wolfgang Khnhold Trent 500 HSI, MC, MO, OH Test cell for
Services 99310 General Manager Trent 700 HSI, MC, MO, OH Trent 500/700/900
Arnstadt T: (+49) 3628 5811 211 Trent 900 HSI, MC, MO, OH up to 150,000lb
Germany F: (+49) 3628 5811 8211

TAP Maintenance & Engine maintenance Pedro Pedroso CFM56-3 HSI, MC, MO, OH 1 test cell
Engineering Commercial department Commercial Manager CFM56-5B HSI, MC, MO, OH Up to 100,000lb
Lisbon Airport T: (+351) 21 841 5430 CFM56-5C HSI, MC, MO, OH
1704-801 Lisbon F: (+351) 21 841 5867 CFM56-7B HSI, MC, MO, OH CFM56-3/-5B/-5C/-7B
Portugal E-mail: CF6-80C2 MC CF6-80C2 RB211-524B4 HSI, MC, MO, OH RB211-524B4
JT3D-3B/-7 HSI, MC, MO, OH JT3D-3B/-7
JT8D standard HSI, MC, MO, OH JT8D standard

Turkish Technic Turkish Technic Inc. Altug Sokeli CFM56-3 Series HSI, MC, MO, OH Test cells for all listed
Ataturk Intl Airport Gate B Technical Marketing & Sales Mgr CFM56-5C HSI, MC, MO, OH engines
34149 Yesilkoy T: (+90) 212 463 63 63 ext. 9223 CFM56-7B HSI, MC, MO, OH
Istanbul F: (+90) 212 465 21 21 CF6-80A3 HSI, MC, MO, OH


Air Atlanta Shannon Airport William McGonagle CF6-80 On wing repairs

Aero Engineering Co. Clare T: (+353) 61 717737 JT8D On wing repairs
Ireland F: (+353) 61 717709 CFM56 On wing repairs
E-mail: RR Tay On wing repairs RB211 On wing repairs

Avio Avio - M.R.& O Division Werner Schroeder PW100 (120,121,124B,127, HSI, MC, MO, OH No. 8 up to 100,000lb
Commercial Aeroengines Vice President Avio M.R.& O Division127E,127F,127B,120A,PW123 HSI, MC, MO, OH thrust
Viale Impero T: (+39) 081 316 3268/3809 PW123AF,127G HSI, MC, MO, OH
80038 Pomigliano dArco F: (+39) 081 316 3716 JT8D-200 Engine Family HSI, MC, MO, OH
Napoli E-mail: CFM56-5B, -7B HSI, MC, MO, OH

CRMA 14 avenue Gay-Lussac Luc Bornand CF6-50, CF6-80C2, MO and repair parts None
ZA clef de st-Pierre CEO CFM56-3 / -5 / -7 MO and repair parts
F 78990 Elancourt T: (+33) 1 3068 37 01 GE90 MO and repair parts
France F: (+33) 1 3068 3620

EADS SECA 1 boulevard du 19 mars 1962 Marc de Montessus PW100 series HSI, MC, MO, OH 4 test cells
BP 50064 Sr V.P. Sales & Marketing PT6A HSI, MC, MO, OH
95503 Gonesse Cedex T: (+33) 1 30 18 53 94 JT15D HSI, MC, MO, OH
France F: (+33) 1 30 18 54 90 TFE731 series HSI, MC, MO, OH
E-mail: CF700 HSI, MC, MO, OH PW300 series HSI, MC, MO, OH

Euravia Engineering Euravia House Steve Clarkson PT6A HSI, MC, MO, OH 1 test cell for all
Colne Road Director, Customer Services Artouste Mk 120-124 HSI, MC, MO, OH listed engines
Kelbrook T: (+44) 1282 844 480 Rover Mk 10501 HSI, MC, MO, OH
Lancashire F: (+44) 1282 844 274
BB18 6SN E-mail:

Hellenic Tanagra Nick Vassilopoulos T53, T56, J85, J79 HSI, MC, MO, OH 2 test cells
Aerospace PO Box 23 Director Business Development ATAR 09K50, R-1820 HSI, MC, MO, OH Up to 100,000lb
Industry S.A. Schimatari T: (+30) 22620 52901 R2800, TF41, M53-P2 HSI, MC, MO, OH & up to 30,000lb
GR-320 09 F: (+30) 22620 46079 O/VO/TVO-435 MO of thrust
Greece E-mail: VO-540, JO-360, JO-520 MO

76 S Aircraft Technology - Issue 95 S

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AT95E&M:AT95E&M 8/9/08 16:35 Page 78


Engine overhaul directory Europe (cont...)

Company Address Contact details Types (commercial) Checks Test cells
Industria de Turbo Ctra. Torrejn-Ajalvir, km. 3,5 Jorge Lluch ATAR, F404, EJ200 HSI, MC, MO, OH 5 test cells
Propulsores (ITP) 28850 Torrejn de Ardoz Commercial Director CF700, TFE731 HSI, MC, MO, OH 2 turbofan cells
Madrid T: (+34) 91206 0100 T53, T55, LM2500 HSI, MC, MO, OH up 25.000lb
Spain F: (+34) 91206 0102 M250, PT6T, MAKILA HSI, MC, MO, OH 2 turboshaft cells up
E-mail: PW206, TPE331 HSI, MC, MO, OH to 5,000shp PW100, CT7 HSI, MC, MO, OH 1 turboshaft cell up
BR715 MO to 20,000shp

MTU Maintenance Dr.-Ernst-Zimmermann-Strasse 2 Dr. Wolfgang Konrad CF34-1, CF34-3, CF34-8 HSI, MC, MO, OH 4 test cells
Berlin-Brandenburg GmbH D-14974 Ludwigsfelde President & CEO PT6A, PW200, PW300 HSI, MC, MO, OH
Germany T: (+49) 3378 824 0 PW500, JT15D HSI, MC, MO, OH
F: (+49) 3378 824 300

MTU Maintenance Muenchner Str. 31 Dr. Uwe Bloecker CF6-50, -80C2 HSI, MC, MO, OH CF6
Hannover D-30855 Langenhagen President & CEO V2500-A1, -A5 HSI, MC, MO, OH V2500 (including -D5)
Germany T: (+49) 511 7806 0 V2500-D5 HSI, MC, MO, OH PW2000
F: (+49) 511 7806 200 PW2000 series HSI, MC, MO, OH CFM56
E-mail: CFM56-7 HSI, MC, MO, OH 100,000lb

OGMA Parque Aeronautico de Cezar Lima AE2100, AE3007 HSI, MC, MO, OH 6 test cells
Alverca VP Commercial T56 series HSI, MC, MO, OH 30,000 lb
2615-173 Alverca T: (+351) 21 958 0623 Turmo HSI, MC, MO, OH
Portugal F: (+351) 21 957 9010 Artouste HSI, MC, MO, OH
E-mail: TPE331 HSI, MC, MO, OH F100

Sigma Aerospace 12 Imperial Way Philip Self ALF502 HSI, MC, MO, OH ALF502
Croydon Director Sales & Marketing LF507 HSI, MC, MO, OH LF507
Surrey CR9 4LE T: (+44) 20 8688 7777 T56/501 D/K HSI, MC, MO, OH T56/501 D/K
UK F: (+44) 20 8688 6603 Dart 6/7/8/10 HSI, MC, MO, OH Dart 6/7/8/10
E-mail: Conway HSI, MC, MO, OH Conway Hamilton/ Dowty Propellers

SR Technics Switzerland Sales and Marketing Philippe Erni CFM56-5B/C, -7 HSI, MC, MO, OH 2 test cells
GS EVP Marketing & Sales PW4000 (94 & 100 fan) HSI, MC, MO, OH 30,000lb &
Zurich Airport T: (+41) 43 812 7692 100,000lb
CH-8058 F: (+41) 43 812 9010

Summit Aviation Unit 7 Patricia Way Bruce Erridge JT3D HSI, MC, MO, OH
Pysons Road Industrial Estate Commercial Manager JT8D HSI, MC, MO, OH
Broadstairs Kent CT10 2LF T: (+44) 1843 860866
UK F: (+44) 1843 860867
E-mail: Bruce

Turbine Motor Works Hangar 1, Upwood Airpark Les Cronin CF6 HSI, MC, MO, OH
(TMW) Ramsey Road Director of Sales and Marketing JT9D HSI, MC, MO, OH
Bury, Cambridge PE26 2RA T: (+44) 1487 711650 JT3D HSI, MC, MO, OH
UK F: (+44) 1487 710777

78 S Aircraft Technology - Issue 95 S

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- " ] "-/" ]- ,

"]  ]" " ]- *", ] 1 
AT95E&M:AT95E&M 8/9/08 16:41 Page 80


A380: Timely
maintenance cost savings

The A380 has been designed to make

maintenance as easy as possible. But
will it live up to expectations? SIAEC has
now maintained the aircraft since
October 2007, and while it has been a
steep learning curve, it has successfully
managed entry into service and is
confident for the future.

80 S Aircraft Technology - Issue 95 S

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he involvement of maintenance
engineers in all stages of development,
right from the earliest possible moment,
has helped to influence the design of the
A380. The aim was to limit maintenance
operations and make related procedures as
simple as possible. According to Airbus Frank
Schreiber, VP maintenance programmes and
services, customer services, the OEMs overall
motivation with the A380 is to increase
aircraft availability, reduce costs and achieve
early maturity of the aircraft. He says: The
technological advancements in the systems of
the A380 support real-time monitoring, such
that the operator is able to better anticipate
and be proactive in terms of maintenance of
the aircraft, thereby achieving the implied goal
of reducing costs and increasing aircraft
While it is common for any operator who
buys a new aircraft to get involved in bringing
knowledge to the design of the aircraft, Airbus
were keen to make maximum use of the
experts for the A380 project. According to the
manufacturer, customers attended more than
200 focus groups during the aircrafts
development phase. Some of these focus
groups were dedicated to engineering and
maintenance activities, in which customers
with MRO activities, such as SIA and Air
France-KLM, provided significant contributions.
However, no independent MROs took part in
Lufthansa Technik (LHT), the A380s fourth
biggest customer, has particular knowledge of
the Airbus fleet, having maintained the OEMs
aircraft all the way from the A300, through the
complete line of aircraft types. For Dean Raineri,
head of LHTs A380 project team, this gave the
company a head start and added experience in
assisting with system design, OEM performance
and technical reliability. He explains: We were
able to bring in that knowledge and experience
in the customer focus groups in the design
phase. We were also able to team up with our
mechanics, avionics guys and other specialists,
and get their real experience integrated in this
development phase. On the engine side, we
have extensive experience with the previous
Rolls-Royce Trent series, which are very similar
in design and set-up to the Trent 900, and there
were a few aspects we were able to bring into
the design of this new series [used on the
Philippe Mhun, VP programmes, customer
services at Airbus, says the A380 has been
subject to rigorous evaluation against three
main maturity criteria: reliability, maintainability
and supportability. He comments:
Maintenance and reliability specialists were
integrated in the design team with two initial

S Aircraft Technology - Issue 95 S 81

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log book to storages for software, and data for

the avionic equipment. To maintain and work on
these systems is a big challenge for us.
A further challenge Raineri identifies is the
use of new composites. Preparations must be
made for possible damage and repair of these
areas of the fuselage or the wing. However,
these issues are more a matter of simply
getting to grips with the aircraft and will not
present long-term difficulties. August
Henningsen, LHT CEO, has also outlined what
he perceives to be the particular maintenance
challenges of the aircraft. He says: The size,
simply, is an issue; the weight is an issue; but
also 5,000 psi, the big cabin, the big
entertainment system which is onboard... so
there are a number of challenges with this
aircraft, and a lot of new systems also, so we
have to get acquainted with that as fast as
possible and make the aircraft reliable.

SIAECs experience
While others are still preparing to maintain
the aircraft, SIA Engineering Company (SIAEC)
became the first MRO provider in the world to
maintain the super-jumbo through supporting
SIA, one of its major customers. SIA is currently
operating five A380s with daily operations to
Sydney, London and Tokyo. SIAEC began
maintenance in October 2007 and has since
performed nine A checks in the hangar and a
series of engine changes. The company says of
its experiences: It has been a steep learning
curve thus far as the aircraft was completely
Dean Raineri, head of Lufthansa Techniks A380 project team, says MROs will have to quickly get new in terms of size and the technologies
used to the new systems onboard the A380, such as the extensive IT network. employed. The A380 operations encountered
teething problems, and SIAEC has worked,
key targets: operational reliability and direct through close collaboration with Airbus, to find
maintenance costs. Development findings from the solutions. SIAEC has successfully managed
bench or flight tests were systematically the entry into service (EIS) for the first
assessed against a potential impact on airline super-jumbo in the world. This was made
operations. Technical fixes or initial mitigation possible through SIAECs extensive preparations
were successfully developed to guarantee an that began two years prior to EIS.
early A380 maturity. These preparations included training staff
One reason the aircraft will be easier to to be able to work on the new requirements of
maintain is its intelligent and extensive IT the aircraft, such as the IT network. SIAEC
network, with many software-driven engaged Airbus for training in 2006. Theory
applications, as well as the numerous sensors classes were conducted in Singapore by
onboard. The A380 will deliver a large amount Airbus, while aircraft practical training was
of information to those charged with conducted in Toulouse. Engineers and
maintaining it, which will allow them to keep technicians were trained and attached to the
better track of the systems and be better flight line during the A380 test flights. The first
prepared when it comes in for inspection or in-house A380 maintenance course was
maintenance. This will inevitably improve levels successfully conducted using Airbus Active
of technical reliability. However, the total IT Learning and Competence-Focused Training
network will also present a challenge for MROs (AACT) from November 2007 to March 2008.
in terms of its sheer newness. Raineri states: The AACT used advanced graphical simulation
No aircraft in the market, as of my knowledge, tools, such as the 2-D maintenance/flight
is set up with such an extreme IT system training devices and the interactive Virtual
onboard that covers nearly everything, from Aircraft, to provide hands-on experience that
avionics to passenger systems, from electronic would not have been possible through

82 S Aircraft Technology - Issue 95 S

check_FPA:ATEMF2008 1/7/08 13:37 Page 3

SAT understands that the longer your aircraf t is on the ground, the less business youre doing in the air

For More Information Contact

Postal SAA Technical (Pty)Ltd. Tel: +27 (0) 11 978 9993 SAA Technical holds the following:
Address: Private Bag x12 Fax: +27 (0) 11 978 9994 South Africa CAA - (AM01 & MPT5)
Johannesburg international Email: United States FAA - (DW5Y820M)
Airport Website: European JAA 145 - (EASA 145.0136)
South Africa, 1627 Bureau Veritas - (BV/SVA/RA 02-85)
AT95E&M:AT95E&M 8/9/08 16:41 Page 84


Lufthansa expects delivery of its first A380s in 2009. It is the fourth biggest customer, a little behind SIA and Qantas, all of whom are some way behind
Emirates Airlines, which has a massive 58 units on order.

conventional training methods. A SIAEC to the challenge as extra care had to be

spokesperson states: This significantly exercised to maintain the products in good
reduced the learning curve of the engineers condition. As the company continues to
and technicians undergoing the training. A maintain the A380, new issues will undoubtedly
series of training courses were also conducted surface, but SIAEC is confident that with its
in speciality areas of thermoplastics, airframe investment in training, and experienced
composite repair, flight controls, landing gear workforce, any problems will be quickly resolved.
and simulators. To date, the company has In preparation for the A380s C checks in 2009,
trained and certified 101 engineers and 112 an A380 hangar is being built, incorporating
technicians on the A380. productivity improvement processes such as
The company has encountered three major lean in its design to provide space for onsite
challenges while servicing the A380. The first is repair and facilitate components flow to and
the height of the aircraft. With the highest point from the workshops, to reduce turnaround time.
at 24.1m, there was the need to take extra
caution to ensure the safety of both the The maintenance schedule
maintenance personnel and the aircraft. To Christian Delmas, director, maintenance
access this high point, SIAEC invested in new programmes engineering, customer services
equipment to provide the required reach for at Airbus, explains that the initial A380
maintenance. The second challenge was that maintenance programme is based on the
during EIS of the aircraft, SIAEC encountered a usage parameter concept, meaning that
significant number of change-outs of big and each task interval is given according to the
heavy components. As such, it had to improve most appropriate parameter, whether it be
its change-out methods of utilising special flight hours, flight cycles or calendar. For a
hoists and toolings to ensure that the standard aircraft operation and block check
change-outs could be performed in the shortest maintenance policy the schedule which
possible time. Finally, cleaning has proved to be applies is for an equivalent A check at 750
a mammoth undertaking. The SIAEC flight hours, an equivalent C check at 24
spokesperson explains: To maintain the huge months or 6,000 flight hours, and structure
cabin in pristine condition was a challenge as inspections at six and 12 years. He
there were over 400 seats onboard to be comments: At EIS, the A380 was granted the
cleaned during a short transit or A check. highest maintenance intervals ever reached
Premium products chosen by the airline added for a new aircraft, contributing to higher

84 S Aircraft Technology - Issue 95 S

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aircraft availability and lower maintenance the A380 with two additional JVs. It has teamed
costs. This was achieved thanks to new with Air France to create Spairliners, which will
technologies and consideration of in-service supply equipment and components. N3 Engine
experience feedback from previous Airbus Overhaul Services, a JV with Rolls-Royce, will
models. The initial A380 maintenance provide maintenance and overhaul of the Trent
programme leads to significant maintenance 900 engines used in the A380.
man-hours and maintenance cost savings As for the other A380 customers, Emirates
compared to aircraft with similar operations. Airline is by far the biggest, with 58 of them on
However, every airline will have a different firm order. Its maintenance subsidiary Emirates
concept of timing. For LHT, no specific Engineering will handle the maintenance, and its
maintenance schedule has been set yet. seven hangars all have the capability to
Raineri explains: We are in the process of accommodate the A380. Abu Dhabi Aircraft
getting new releases of the maintenance Technologies also has an A380 hangar, and
planning documents and in the beginning of plans to construct a fully-dedicated light
2009 we will prepare a LHT-specific maintenance facility at the new midfield terminal
maintenance schedule to optimise the complex at Abu Dhabi International Airport, which
maintenance programme for our operation. He will start from 2011 with a hangar capable of
stresses that any thoughts of heavy accommodating two A380 aircraft. Air France
LHT built a hangar at its Frankfurt home base
maintenance are premature, stating that if Industries also has planned A380 maintenance
which can accommodate two A380s. It
represents the completion of the first half of Airbus overhaul limit of five or six years after capability.
the final planned hangar, which will double this first operation was correct, the first heavy Although there is no real provision or
capacity when finished. maintenance event would be at least six to market for third-party maintenance of the A380
seven (6.5 to 7.5) years away. either currently or in the foreseeable future,
Airbus are confident that there will be
Building the hangars sufficient third-party maintenance hangars in
The A380s current customers are all gearing the future to cover the number of A380s flying.
up to make sure they have sufficient hangar Jerome Allouche, VP marketing and policy,
facilities to support it. Customers were forced to services and customer support, says: We can
modify or build hangars because the massive see already how maintenance services from
dimensions of the aircraft meant that none were third parties are ramping up together with the
available worldwide to accommodate it. The development of A380 operations. A380
A380 has 15m more wingspan and almost 4.5m operators who have their own MRO branches
more tail height compared to the 747-400. are preparing themselves to offer services to
Ameco Beijing, a JV between Air China and LHT, other operators. Also, independent MRO
has grand plans to provide A380 maintenance in organisations all around the world, in particular
Asia and has built a hangar big enough to cover in Asia and in Europe, will be ready to offer
future line or base maintenance requirements. their services on the A380. Within the Airbus
The hangar has 70,000m2 floor space and MRO Network, more than ten members and
includes a 41,000m2 maintenance hall, which affiliates are or will be ready to offer
was completed in March and put into use in July maintenance services very soon.
when a 737-300 underwent an 8A check, in time Raineri says that the number of aircraft on
for the recent Olympic Games in Beijing. It is the order, and the fact that the A380 community
biggest hangar in Asia and can accommodate six is spread across the whole world, makes it hard
widebody and four narrowbody aircraft to think about performing third-party
simultaneously. maintenance. He is unable to make any
LHT has built a new hangar to cover the predictions as to whether this state of affairs
A380 at its Frankfurt home base, which went will alter within the next ten years.
into operation in January. It represents the Nevertheless, he is confident of the long-term
completion of the first half of the final planned future, and LHT are indeed preparing to be
hangar and has the capability to take up two able to cover third-party maintenance. He
A380s. The building is constructed such that an observes: It is the same with any big, new
extension of the same size can be added at a aircraft. I remember with the 747 that everybody
future date when LHT feels its fleet is big said nobody would need the aircraft, as it was
enough. This will increase its capability to at way too big. The first contracts were only Pan
least four stands for A380s. Raineri says Am and one or two others. But then, all of a
current projections put the completion of this sudden, this aircraft type boomed and it really
next phase somewhere in the region of 2015. impacted the whole airline business around the
Until LHT takes delivery of its A380s in 2009, world. I suspect it might be the same thing for
the hangar is to be used to handle the docking the A380. And then we will really start to see
times for maintenance of its long-haul fleet. LHT the huge potential of the maintenance benefits
has also enhanced its technical capability on and cost savings. I

86 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 22/8/08 16:05 Page 3

N 0
AT 420
US H #



Introducing the affordable CREWMATE.

The latest in Class II EFBs.
L-3s new CREWMATE Class II Electronic Flight Bag is the premier choice
for business and regional transport markets. CREWMATE is easy on the eyes
with a 8.4 XGA AMLCD color display thats sunlight readable and dimmable
at night. Its easy to use with infrared touch screens that work even when
the operator is wearing gloves. Its Windows-based environment offers easy
compatibility with wired and wireless interfaces. Plus, its easy to install.
Certied to DO160, CREWMATE is also the best value in EFBs. To nd out
more, go to

Aviation Recorders
AT95_IT:AT95_IT 8/9/08 17:10 Page 88


SAP complete IT
solution or money

In todays competitive
market, MRO companies
are under steady pressure
to streamline their
processes, reduce costs and
improve service delivery.
Can SAP deliver? Jacky Baz
investigates on page 90.

88 S Aircraft Technology - Issue 95 S

check_FPA:AT88_CHECK 12/7/07 1:02 pm Page 3

mainteni x

Streamlining the way

you do maintenance.
Offering meaningful improvements in labor productivity and a foundation of maintenance best practices,
Mxis integrated, intelligent Maintenix software brings innovation and thought leadership to aviation
MRO organizations. What makes an MRO IT solution truly integrated and intelligent? When Mxi says
integrated, it means genuine real-time collaboration across Engineering, Planning, Materials, and
Maintenance, enabling process optimization. Intelligent means clever use of automation and decision
support tools, minimizing non-productive time. These are just a few of the reasons why Maintenix is the
right choice to simplify the way you do maintenance.

To learn more about how Maintenix can streamline your business processes, visit


2007 Mxi Technologies. All rights reserved. Mxi, the Mxi logo, Maintenix, and the Maintenix logo are trademarks or registered trademarks of Mxi Technologies Ltd.
AT95_IT:AT95_IT 8/9/08 17:10 Page 90


SAPs maintenance planning facility provides an overview of current and planned activities. Schedulers can determine whether the resources with
particular skills sets, parts and tools are available to complete a new order.

utdated IT legacy systems have made demand from the maintenance line stations.
it near impossible to improve the Parts and tools are sometimes received from
maintenance process. The older suppliers with technical data or manuals that
systems do not provide an adequate level of cannot be captured in inventory systems.
detailed information, and disparate systems When these items are issued for use, the
prevent accurate reporting as it is difficult to associated documentation is at risk of being
consolidate information from multiple data lost as it moves between the various line
sources. Bottlenecks and delays cannot be stations.
predicted and prevented due to the lack of Upgrading the existing systems is not a
integration between the manual processes, as viable option for most MRO companies. In
well as the IT systems. order to meet the demands of shareholders
Stock management systems are and customers they need to revamp their
antiquated; store managers are required to processes, enforce better control over
keep large volumes of spare parts as they inventory and most importantly integrate their
have no visibility on the current and future IT systems throughout the entire maintenance

90 S Aircraft Technology - Issue 95 S

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AT95_IT:AT95_IT 8/9/08 17:10 Page 92


cycle. As a result most have turned to

Enterprise Resource Planning (ERP) system
providers such as SAP.
SAP is suite of applications that enable
companies to capture and manage day to day
transactions and activities, including all
logistical and financial data. It is composed of
several functional modules including financial
accounting; asset management; cost
controlling; sales and distribution; materials
management; production planning and human
Developed to cater to the needs of
manufacturers, SAP contains comprehensive
sales; inventory management, production
planning and operation functionality. In
addition, the SAP Aerospace & Defence (SAP
A&D) application enhances the standard suite
to meet the requirements of the MRO and
aerospace industry. The additional
functionality focuses on the following core
MRO areas: maintenance and service
processing; maintenance planning;
provisioning and sales and inventory
The SAP application modules share a
common database and have integrated
functionality. For example, once goods have
been received against a purchase order and
the invoice entered, the financial, cost
controlling and inventory data is automatically
updated. All related information is linked
making it possible to drill down on the
purchase order document and see: who raised
the purchase order; when the goods were
delivered; the related invoice and payment
history; and the associated cost and finance
The system is configurable, allowing
companies to customise it to suit their
requirements. Using ABAP, SAPs programming
tool, program interfaces and non-standard
reports can be developed.
SAP R/3 uses a client/server architecture
and is compatible with the industry leading
operating systems and databases including
Windows; Linux; UNIX; Oracle and SQL Server.
The development of SAP Netweaver has
enabled its functionality to be integrated with
new web-based technologies such as
Microsoft.Net; Sun Java EE and IBM

Inventory management
The integrated functionality ensures that
parts are fully traceable throughout the MRO
process whether they are on order, in the
storeroom, at a line station or on an aircraft.
This ensures that swap parts can easily be
SAP is a recognised ERP system that enables companies to manage day to day transactions and identified and delivered to the line station with
activities. minimal delay.

92 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 5/9/08 15:52 Page 3

Inspection Technologies

Introducing the XL Go.
Its four-pound weight redenes portability. Its bright
LED light and crystal-clear LCD redene visibility.
Put them together and you have an advanced
VideoProbe that will redene the way you work
no cords, no boxes, just outstanding image quality in
an incredibly rugged and portable package.
Please visit for a closer look.

GE Inspection Technologies: productivity through inspection solutions

manufacture and service Ultrasonic, Remote Visual, Radiographic and Eddy Current equipment and systems. Offering specialized solutions
Contact your GE Inspection Technologies respresentative or visit for more information.

648]b_TRcX^]CTRW]^[^VXTb~'(!2WPacTa0eT]dT2P][Th2^eT]cah~FTbc<XS[P]Sb2E#'05~'#$% $&&
AT95_IT:AT95_IT 8/9/08 17:10 Page 94


MRO companies need to integrate their IT systems throughout the entire maintenance process if they are to remain competitive in todays market.

It is possible to record the internal and ensuring that an accurate history is kept. A
external suppliers part number; the serial report can be extracted at any time to see
number and link the relevant documentation what the status of the part is, if it has been
to the part within the inventory management used on an aircraft and when it will require
system. If a part is replaced by a newer servicing. This information can be used to
version, the numbers can be linked in the forecast maintenance schedules.
system so that no historic data is lost. The SAP can also be interfaced with radio
status of a part is also updated as soon as a frequency identification (RFID) technology.
goods movement is entered making it When goods are received, the barcode is
possible to differentiate between own stock, scanned using a handheld scanner. The data
customer parts sent in for repair and is used to verify that the correct goods and
customer serviceable parts to be used as quantities have been received as specified in
part of a work order. the shipping notices. If correct, SAP will
In addition to the storage of part data, SAP assign a storage rack based on the items
also keeps an audit trail of all stock weight, dimensions and quantity. Once the
movements. The information remains in the goods have been physically transferred into
system for the lifespan of the part thereby storage, the rack is scanned and SAPs

94 S Aircraft Technology - Issue 95 S

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warehouse management system is updated view CAD drawings and provide a means for
with their location. red-lining the drawings. Documents in most
The maintenance planning facility provides media can be stored within SAP or within an
an overview of current and planned activities. external content system such as Knowledge SAP has over 30 years of
Schedulers can determine whether the Provider (KPro). Documents can be accessed experience working in over 25
resources with particular skill sets, parts and within SAP, through a portal or Windows
tools are available to complete a new work Explorer.
different industries, and SAP
order. In addition to this they can include A&D is an industry-specific
deferred work items in related work orders The benefits of SAP solution that has evolved
optimising the overall productivity. There are several big brand names offering
through strategic collaboration
Purchase orders can be automatically similar enterprise IT solutions for the MRO
generated based on current stock levels, open and aviation industry including Maintenix and with a significant number of the
orders and stock requests, using the Oracle, however McFadyen thinks SAP has the worlds leading aerospace and
materials requirements planning (MRP) facility. leading edge. He explains: SAP has over 30 defence organisations.
SAP A&D complies with the ATA SPEC 2000 years of experience working in over 25
standard as required by the CAA. This different industries, and SAP A&D is an
John McFadyen, head of SAP
standard ensures that a common industry-specific solution that has evolved A&D, UK
communication protocol is used by suppliers through strategic collaboration with a
and customers during the provisioning of significant number of the worlds leading
spare parts. aerospace and defence organisations.
SAP provides a document management He adds: SAP works very closely with
system (DMS) which is able to store the large industry stakeholders to understand their
volumes of graphic and technical documents needs and ensure that the solutions on offer
that are used and produced during the fulfil their requirements across a broad range
maintenance process. John McFadyen, who of critical business activities. These include:
heads up SAP A&D in the UK, says: SAP programme and project management, contract
DMS supports EAI Viewers that allow users to and make-to-order manufacturing, operational

S Aircraft Technology - Issue 95 S 95

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SAPs inventory management system provides storeroom managers with accurate information on stock quantities, location and the status of various parts.

procurement and lifecycle data management. possible, thus acting like an early warning
SAPs renowned embedded security, system.
governance and intelligence core runs Its inventory management system provides
throughout. storeroom managers with accurate
Companies have realised that in order to information on stock quantities, location and
improve productivity and reduce customer the status of the various parts. As stock
turnaround time, they need to streamline their demand is determined based on material and
processes. SAP claims that its integrated sales forecasts; current demand and open
solution can improve business efficiency orders, it is unnecessary to maintain excess
through process automation. stock quantities thereby reducing actual
SAP says its supply chain management material and storage costs.
functionality provides visibility over the entire Supplier management is made easier as it is
supply chain, through the integration between possible to analyse buying patterns; rank
procurement, sales and operations. suppliers by quality and service using SAP.
Companies are able to forecast demand and Companies can therefore have a comprehensive
supply more accurately. It also makes analysis of a suppliers track record, which is
predicting potential bottlenecks and delays useful when it comes to renegotiating contracts.

96 S Aircraft Technology - Issue 95 S

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SAP also enables online real-time As McFadyen says: The SAP industry
reporting. Employees no longer need to wait solution enables A&D companies to be
for a batch report to be run at the end of each compliant, control costs, increase quality,
day. If they need to access reports on get to the market faster and improve their
production operations; purchasing; cost ability to reach customers effectively in a
controlling or financial reporting, they can do very competitive and dynamic market.
so at any time of the day and the reports will However, implementing SAP is not just about
continue accurate information. installing new software. In order to achieve
Part of the appeal of SAP is its ability to these benefits, it also entails understanding
be enhanced and have additional functionality the business and building the system to
added as companies expand nationally or support their requirements, as well as
internationally, or merge with competitors. supporting the employees during the change
Once the core system is in place, it can easily over to SAP. I
be configured to include extra geographical
locations and companies without the need to
write complex code.

Implementing SAP can be expensive. It
requires specialist project teams to configure
and develop client-specific programs. In many
instances new hardware is also required.
Employees need to be trained to use the new
software and business processes that
accompany it. If they are not sufficiently trained
it may initially result in loss of productivity while
a retraining exercise is in progress.
The majority of problems with SAP
implementations can be traced back to the
start of the project, during the
requirements-gathering phase. If the
Its good being first.
requirements are not captured correctly or if
On February 12, 2008 KLM Royal Dutch Airlines took delivery of Boeings first
they are omitted during the design stage of
the project, it can result in costly rework once ever eEnabled aircraft, a 777-300ER, and on the delivery flight to Amsterdam
the configuration has been completed and is became the first airline in the world to make electronic tech log transmissions
being tested, or worse-case scenario after the while airborne using a connected EFB and to make the worlds first air-to -
system has gone live. ground ASR and IFR reports. On March 20, 2008 KLM put both applications
Some legacy systems are so old and into live production use and on July 9, 2008 received Authorization for
patched that expertise in the system
Paperless Use all aviation first events.
functionality may no longer exist and much of
the data is of poor quality. This could present What software did they use for these aviation first events? ULTRAMAIN
potential problems when trying to determine
how to replicate the processes in SAP. It is But you dont need a new eEnabled 777-300ER to use ULTRAMAIN because
not uncommon for SAP solutions to replace ULTRAMAIN operates on any EFB - Class 1, 2 or 3. Now thats classy. Let us
100s of legacy and bespoke systems for a
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customer. This historic build approach leaves
significant problems often leading to
or email us to find out why KLM chose ULTRAMAIN for their e-enablement
inaccuracies of data and inconsistencies program and what we can do for yours.
across the business, notes McFadyen.
efbTechLogs and eReporting. Theyre live. Theyre proven. Theyre
Managing change is vital to the success of
any SAP project. The employees are used to ready for you now.
their old systems and procedures which often
involve entering duplicate data in multiple
systems or relying on paper-based processes.
Getting them to trust in a new automated
system without reverting to their old ways can
be difficult. The product installation may have Ultramain Systems, Inc.
been successful but if the employees reject 7500 Jefferson NE, Courtyard II, Albuquerque, NM 87109 USA
the new system, it may never be used Voice: +1.505.828.9000 Fax: +1.505.823.1841
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abandoned at a great cost to the company.

S Aircraft Technology - Issue 95 S 97

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Although they are no longer in production, the fuel economy,

operating costs and maintenance demands of the Saab 340
and Saab 2000 mean they still meet a demand in the
turboprop market. The S340 has potential as a freighter,
while the S2000 continues to fly as a passenger aircraft.

Saab aircraft continue to

fulfil a niche
roduction of Saab turboprops spanned a The core business of Saab Aerotech is
decade and a half the Saab 340 support. With the Saab 340 and 2000 no longer
(seating up to 36 passengers) was in production (although we continue to actively
introduced in 1984 and the Saab 2000 (seating develop the types) our focus is on providing
up to 50 passengers) was introduced in 1994, comprehensive support services to our operators
with the last deliveries occurring in 1999. The and our commitment is for the long term,
numbers indicate that the aircraft are operating declares John Belanger, VP public relations at
well, as out of the 459 S340s and 60 S2000s Saab Aerotech. Operators from North and South
made, about 440 and 58 respectively remain in America are supported by the Saab Aerotech
service. In Europe, Carpatair is the largest S2000 facility in Virginia. It has about 50 employees and
operator. In the US, Mesaba Airlines and Colgan provides services for spares distribution from the
Air are the two major S340 operators, while local inventory, as well as parts repair
American Eagle operates S340s, but is looking at programmes and technical services. Saab
phasing them out. The largest S340 operator in Aerotech in Linkping, Sweden, supports S340
Canada is Pacific Coastal Airlines, followed by and S2000 operators from the rest of the world.
Calm Air. Australias Regional Express Airlines A service centre at the Linkping facility
also maintains a large S340 fleet. offers full MRO capabilities for the S340 and

98 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 5/9/08 15:54 Page 3


Pratt & Whitney Canadas PW308 turbofan
engine is going to space in 2008. Its poised to
power Virgin Galactics WhiteKnightTwo, the
mother ship that will launch the rst commercial
passenger spaceship ever. This innovation alone
makes the dream of space travel real for aspiring
astronauts around the world. Their dreams
depend on this mission. And this mission
depends on our innovation.

AT95RegPersp:AT95Regional 8/9/08 17:21 Page 100


says Belanger, we have among many parts two

complete Saab 2000 wing structure
assemblies on-the-shelf.

Maintenance checks and

The A and C checks are at 400 and 4,000
flight hours for the S340 and S2000. There
are also calendar-based inspections for
various structural assemblies after initial
thresholds have been reached. Both types
have a comprehensive maintenance
programme in place and Saab sees a lot of
potential for operators to extend intervals
locally, based on their own service and
operational experience.
Heavy maintenance of the S340 and S2000
tends to be conducted in-house by Saab
operators. Belanger explains that as the
Swedish service centre is currently committed
to the modification of airborne early warning
and control (AEW&C) aircraft, heavy
maintenance activities are limited. The
company does offer maintenance training
Saab Aerotech has a part 147 certified
Canadas ExelTech Aerospace offers a range of S340 maintenance support services. organisation that regularly performs
maintenance courses for the S340 and S2000
both in Linkping and at operators home
S2000 with a staff of about 30 technicians. Job Air (Central Europe Aircraft
We perform heavy checks and inspections Maintenance) is a recognised maintainer of
as well as aircraft modifications and Saab aircraft. In 2001/2 Saab subcontracted
upgrades. We also have a paint shop base maintenance of the S340 and S2000 to
capable of taking most regional aircraft the Czech provider in order to ensure the
types, explains Belanger. The centre has availability of maintenance capabilities in
extensive component maintenance capability central Europe. But in 2007 the agreement
not only for Saab aircraft, but also for was terminated as Job Air had developed into
several other types such as: the Embraer an organisation fully capable of standing on
135/145, Fokker 50, Bombardier and 737 its own two feet.
aircraft. In Canada, ExelTech Aerospace, a provider
Saab has a mobile team of technicians of airframe maintenance for regional airlines,
and engineers available to perform repairs in offers a range of maintenance support for the
the field. Belanger observes that they have S340, including: line maintenance, heavy
done everything from basic inspections and check and structural repair capabilities. The
on-wing maintenance, to installations of company provides S340 heavy maintenance at
service bulletins through to major structural the Quebec City facility and line maintenance
repairs, including a complete S340 wing at both Montreal and Quebec City locations.
replacement, on site at various locations
around the world. Changing requirements
Saab maintenance costs Logistics and spares services play a central Maintenance issues for the S340 and
part in Saab Aerotech. The objective is to S2000 are similar to other types of aircraft in
Average maintenance costs are about maintain high levels of service and quality, operation. Belanger says: The main issues we
$400 per flight hour (FH) plus about $200 while developing innovative ways to provide are dealing with today are mostly related to
per FH in capital costs. Fuel costs are those services. The company currently changing regulatory requirements. We have been
having a major impact, currently running at maintains S340 and S2000 inventory covering affected by the need to meet new fuel tank
about $800 per FH according to one US 25,000 part numbers valued at about $165m. safety requirements and changing passenger
operator. Other indirect costs depend on A significant part of this inventory was weights in the US as well as the need to
type of operation, overhead, number of provisioned in conjunction with the end of increase the security of the cockpit through
hours/month, etc. Total operating costs aircraft production in order to ensure the strengthening cockpit doors. He says that in all
are about $1,500-1,800 per FH. long-term availability of even extremely low cases the OEM works to stay ahead of the curve
probability of usage items. For example, and ensure that modifications are available well

100 S Aircraft Technology - Issue 95 S

check_FPA:ATEM95 8/9/08 09:31 Page 3
AT95RegPersp:AT95Regional 9/9/08 13:54 Page 102


before the new requirements go into effect. In S2000s were produced after 1990 they are
terms of support, there are extensive capabilities still in their prime.
within Saab Aerotech and the entire Saab group
to maintain the type certificates. Conversion opportunities
According to Saab, the spares situation Kamenz explains that the cargo modification
for the S340 is excellent with a large pool available for the S340 through Saab
of parts available on the market from Technologies provides customers with a flexible
several suppliers. However, spares for the five section bulk-loading aircraft with both front
smaller S2000 fleet are not as populous and rear access. About 24 S340As have been
and the company tends to manage those modified into cargo aircraft. Belanger says it is
pools very carefully with the full support a reliable and profitable cargo aircraft because
Saab says there is a lot of potential for of the dedicated supplier base. The fact it is modern, has a rugged design and
operators to extend maintenance intervals on that we continue to actively develop both comprehensive maintenance support. In his
the S340 and S2000, based on their own
types works to maintain supplier and opinion the conversion market looks positive
service and operational experience.
maintenance provider interest in supporting and there is a lot of potential for the S340A in
the aircraft as well, comments Belanger. the future. Kamenz believes that the S340 will
Donald Kamenz, VP marketing and sales age gracefully. He says: It looks like it will
at ExelTech, declares that the S340 is a economically sustain its reliability and
well-designed aircraft with a logical, maintainability into the future, making it an
well-developed maintenance programme. ideal candidate for cargo operations as it is
As such we have found the aircraft type to retired from passenger fleets in the coming
be relatively easy to maintain. Part years.
sourcing, although not an overwhelming The S340B aircraft are currently not likely
issue, has at times presented challenges. candidates for conversion. Generally, the
He says that on the older S340A models, S340B has stronger engines allowing better
some typical effects of aircraft aging are performance. But the 340B and B-plus aircraft,
evident, but as most of the S340s and as opposed to some of the A models, are still

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102 S Aircraft Technology - Issue 95 S

AT95RegPersp:AT95Regional 9/9/08 16:19 Page 103

relatively young aircraft with a lot of potential

service as passenger aircraft. There is currently
no Saab cargo conversion kit designed for the
S340B, but the company is monitoring market
trends and customer demand.
The speed of the Saab 2000 would ideally
suit the cargo industry. I would foresee the cargo
version of that aircraft to be in the medium-term
future, says Kamenz. The S2000 could probably
fill a certain niche for a fast, yet fuel-efficient
cargo aircraft, but there are no plans for its
conversion on the horizon. Instead, Saab is
actively developing and marketing the aircraft to
perform various other special mission roles such
as AEW and maritime patrol aircraft missions.
In fact we have recently rolled out and achieved
first flight with the very first Saab 2000 AEW&C
aircraft. We see great future potential in this
business area, explains Belanger.

Turboprop renaissance
In the last few years, the rising fuel
price has brought about a renaissance of
the turboprop. Regional jets were the rage
previously, but the continuous increase in
fuel costs has basically put an end to
smaller regional jet programmes. The
economics of the turboprops are solid out
to about 400nm. They are simply
unbeatable, declares Belanger.
Kamenz thinks that the regional
turboprop has a bright long term future in
the North American marketplace: The
flexibility, adaptability, and low-operating
costs offered by existing and new
generation turboprops will ensure that they

have a role to play in existing turboprop
markets, as replacements for more


expensive regional jets on short to medium
sectors and as drivers of growth in smaller
Belanger stresses that while fleet
rationalisation in the US (such as Saab is a leading supplier of integrated support solutions.
American Eagles decision to phase out With capabilities and competence spanning the defence,
their S340s) appears to be driven by fuel civil security and commercial aviation sectors, Saab provides
costs, it is more about the need to raise a broad range of services and products for cost effective life-
capacity on existing routes, i.e driven by cycle support of customer systems and platforms.
aircraft size rather than the turboprop/jet
Wherever high standards of function and reliability
debate. He concludes: I believe the
are demanded.
turboprop will continue to have a future in
the industry. To really change that
position, we would need to see a next
step in the development of regional
aircraft a major technical advance in
the area of fuel and environmental
efficiency. While we are now starting to
see these programmes developing the
Mitsubishi Regional Jet with Pratt &
Whitneys Geared Turbofan engine is a
prime example we are still a few years
away from that point. I
AT95DataDir:AT95_DD 8/9/08 17:25 Page 104


Aircraft data: Embraer 170 & 190

Fleet status report: 170/190
Ordered: 1063
Delivered: 412
Cancelled: 210
Backlog: 441
Options: 612
Delivered in last 12 months: 151
Destroyed: 0
Retired: 0
Number operated: 418
Number of operators: 33
Number of a/c owned: 225
Parked a/c: 1
Daily utilisation last 12 months: 5.1
Average fleet age: 1.9
*Report on 195-200LR, 195-200AR,
195-100, 190-100, 175, 170-100.
Source: Flights ACAS database.

Embraer 170 Embraer 175

Wingspan 85ft 4in 26.00m Wingspan 85ft 4in 26.00m
Overall length 98ft 1in 29.9m Overall length 103ft 11in 31.68m
Overall height 32ft 4in 9.85m Overall height 31ft 11in 9.73m
Fuselage width 9ft 11in 3.01m Fuselage width 9ft 11in 3.01m
Fuselage height 11ft 0in 3.35m Fuselage height 11ft 0in 3.35m
Horiz. stabiliser Horiz. stabiliser
span 32ft 10in 10.00m span 32ft 10in 10.00m

Max payload* 20,062lb 9,100kg Max payload* 22,223lb 10,080kg

Max payload 21,693lb 9,840kg Max payload 22,840lb 10,360kg
Max fuel* 20,580lb 9,335kg Max fuel* 20,580lb 9,335kg
Max fuel 20,580lb 9,335kg Max fuel 20,580lb 9,335kg

Range 70 PAX Range 78 PAX

@ 220lb (100kg), @ 220lb (100kg),
LRC 2,100nm 3,892km LRC 2,000nm 3,706km
* - Std & LR versions * - Std & LR versions

- AR version - AR version

Embraer 190 Embraer 195

Wingspan 94ft 3in 28.72m Wingspan 94ft 3in 28.72m
Overall length 118ft 11in 36.24m Overall length 126ft 10in 38.65m
Overall height 38ft 8in 10.57m Overall height 34ft 7in 10.55m
Fuselage width 9ft 11in 3.01m Fuselage width 9ft 11in 3.01m
Fuselage height 11ft 0in 3.35m Fuselage height 11ft 0in 3.35m
Horiz. stabiliser Horiz. stabiliser
span 39ft 8in 12.08m span 39ft 8in 12.08m

Max payload* 28,836lb 13,080kg Max payload* 30,093lb 13.650kg

Max payload 28,836lb 13,080kg Max payload 30,093lb 13.650kg
Max fuel* 28,596lb 12,971kg Max fuel* 28,596lb 12.971kg
Max fuel 20,580lb 12,971kg Max fuel 28,596lb 12.971kg

Range 88 PAX Range 108 PAX

@ 220lb (100kg), @ 220lb (100kg),
LRC 2,400nm 4,448km LRC 2,200nm 4,077km
* - Std & LR versions * - Std & LR versions

- AR version - AR version

104 S Aircraft Technology - Issue 95 S

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AT95DataDir:AT95_DD 8/9/08 17:25 Page 106


Operator fleet listing with engine - 170
Operator Country Model Engine Fleet
170 EMBRAER BRAZIL 170-100SL CF34-8E5 2
TAME ECUADOR 170-100LR CF34-8E5A1 2

Operator fleet listing with engine - 175

Operator Country Model Engine Fleet

Operator fleet listing with engine - 190

Operator Country Model Engine Fleet
AIR CANADA CANADA 190-100AR CF34-10E5A1 45
190 COPA AIRLINES PANAMA 190-100AR CF34-10E6A1 11
EMBRAER BRAZIL 190-100 CF34-10E5 2
TAME ECUADOR 190-100AR CF34-10E6 2
TAME ECUADOR 190-100LR CF34-10E6 1

Operator fleet listing with engine - 195

Operator Country Model Engine Fleet
EMBRAER BRAZIL 195-100 CF34-10E5 1

106 S Aircraft Technology - Issue 95 S

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AT95DataDir:AT95_DD 8/9/08 17:25 Page 108


FAA airworthiness directives - large aircraft

Summary of biweekly listings for the last two months
Biweekly 2008-10
2008-09-06 Saab Aircraft SAAB-Fairchild SF340A & SAAB 340B Revise the Airworthiness Limitations Section (ALS)
of the Instructions for Continued Airworthiness to
incorporate the maintenance and inspection
instructions in Part 1 of Saab 340 Fuel Airworthiness
Limitations Document 340 LKS 009033.
2008-09-11 Boeing 777-200, -300 & -300ER Inspect the forward and aft gray water drain mast. If
composite, install a bonding jumper between a
ground and the clamp on the tube of the gray water
composite drain mast IAW SB 777-30-0014.
2008-09-12 Bombardier CL-600-2B19 Revise the ALS of the Instructions for Continued
Airworthiness to include the CDCCLs specified in
Canadair Temporary Revision (TR) 2D-2.
2008-09-13 Boeing 737-300, -400 & -500 Do the applicable initial inspections to detect cracks
of all SSIs, in accordance with the SSID.
2008-09-14 Boeing 737-600, -700, -700C, -800 & -900 Do a general visual inspection of ground blocks
GD261 and GD264 for corrosion, measure the
electrical bond resistance, and separate the ground
wires for the fuel boost pump circuit between ground
blocks GD261 and GD264 IAW SB 737-28-1257.
2008-09-15 Boeing 737-100, -200, -200C, -300, -400, -500 Do the internal and external detailed inspections for
any cracking of or damage to the left side and right
side flight deck No. 2, No. 4, and No. 5 windows and
do the applicable corrective actions.
2008-09-16 Airbus A318, A319, A320 & A321 Inspect the lower and the upper THSA attachments
for installation deviations and metallic particles IAW
SB A320-27A1179.
2008-09-17 McDonnell Douglas DC-10, MC-10 Do a video probe inspection for the presence of stray
nickel or chrome plating deposits on the air filler
valve bore of the MLG shock strut cylinders IAW SB
2008-09-19 De Havilland Beagle B.121 Replace any cracked rudder torque tube assemblies
and correct any loose rivets in the rudder torque tube
assemblies IAW SB B121/65.
2008-09-20A Boeing 747-200F, 747-300, 747-400 Do the inspection and applicable related investigative
and corrective actions by accomplishing all the
applicable actions as specified.
2008-09-21 Dassault Aviation Mystere-Falcon 50 Inspect for damage of the electrical feeder bundle;
repair or replace wiring, as applicable; and modify its
routing IAW SB F50-483.
2008-09-22 Construcciones Aeronauticas CN-235, CN-295 Revise the Airworthiness Limitations section of the
Instructions for Continued Airworthiness to include
the CDCCL data.
2008-09-23 Bombardier CL-600 Revise the ALS of the Instructions for Continued
Airworthiness to incorporate the CDCCL data
specified in CRJ 700/900 Series Regional Jet
(Bombardier) Temporary Revision 2-222.
2008-09-24 Bombardier DHC-8-400, DHC-8-401, DHC-8-402 Revise the ALS of the Instructions for Continued
Airworthiness to incorporate the CDCCLs specified
in Dash 8 Q400 (Bombardier) Temporary Revisions
(TRs) ALI-55.
2008-09-25 Bombardier DHC-8 Revise the Airworthiness Limitations section of the
Instructions for Continued Airworthiness to
incorporate the CDCCL data specified.
2008-10-05 BAE Systems BAe 146, Avro 146 Revise the Limitations Section of the Airplane Flight
Manual (AFM) to include the specified statement.
2008-10-06 Boeing 747-400, -400D, -400F Complete inspections and repair.
2008-10-07 Boeing 747 Complete inspections and repair.
2008-10-08S Embraer EMB-135, -145 Supersedes AD 2005-26-15. Accomplish actions
before newly specified dates.
2008-10-09 Boeing 737 Do a special detailed inspection of the lightning
shield to ground termination on the out-of-tank fuel
quantity indication system (FQIS) wiring to verify
functional integrity.
2008-10-10 Boeing 737 Do a special detailed inspection of the lightning
shield to ground termination on the out-of-tank fuel
quantity indication system (FQIS) wiring to verify
functional integrity.
2008-10-11 Boeing 757-200, -200PF, -200CB, -300 Revise AWLs, perform inspections and repairs.
2008-10-51E Support Services Dornier Model 328-100 and -300 Accomplish a detailed visual inspection of both the
left-hand (LH) and right-hand (RH) lower wing panel
inboard and outboard of flap lever arm 1 (rib 5) for
cracks IAW SB ASB-328J-57-015.

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Biweekly 2008-11
2008-10-14 Rolls-Royce Deutschland TAY 650-15 Inspect the low pressure turbine disks stage 2 and
stage 3 for corrosion IAW SB TAY-72-A1524.
2008-10-15 Boeing 747 Do an external general visual inspection to determine
if acceptable external skin doublers are installed at
the left- and right-side S-6 lap splices. If not found,
perform corrective actions.
2008-11-01 Boeing 767-200, -300, -300F, -400ER Complete inspections and repair.
2008-11-02 Lockheed L-1011 Revise the FAA-approved maintenance programme to
incorporate the fuel system limitations (FSLs)
2008-11-03 Boeing 737-100, -200, -200C Make revisions IAW directive.
2008-11-04 Boeing 737 Do external detailed, low frequency eddy current,
high frequency eddy current, and high frequency
eddy current rotary probe inspections, as applicable,
for cracks in and around the upper and lower hinge
cutouts of the forward entry and forward galley
service doorways.
2008-11-05S Airbus A310 and A300-600 Supersedes AD 2006-07-13. Perform a special
detailed one-time inspection in the areas of rudder
hoisting points and trailing edge screws IAW SB

Biweekly 2008-12
2008-11-06 McDonnell Douglas 717-200 Do the installations, replacement, inspections, and
applicable corrective actions IAW SB 717-38A0004.
2008-11-07 Boeing 757-200, -200CB, -200PF, -300 Install an automatic shutoff system for the centre tank
fuel boost pumps. Install a placard adjacent to the
pilot's primary flight display on all airplanes in the
operator's fleet not equipped with an automatic
shutoff system for the centre tank fuel boost pumps.
2008-11-08 Boeing 737 Do the internal and external detailed inspections for
any cracking of or damage to the left side and right
side flight deck No. 2, No. 4, and No. 5 windows, as
applicable, and do the applicable corrective actions
IAW SB 737-56A1022.
2008-11-09 Boeing 727 Do the internal and external detailed inspections for
any cracking of or damage to the left side and right
side flight deck No. 2, No. 4, and No. 5 windows, as
applicable, and do the applicable corrective actions
IAW SB 727-56A0019.
2008-11-12 Fokker Services F.28 Mark 0070 and 0100 Install autopilot disconnect units and do associated
wiring changes IAW SB F100-22-050.
2008-11-13 Boeing 777-200, -200LR, -300, -300ER Revise AWLs and perform inspections and repair.
2008-11-14 McDonnell Douglas DC-10, MD-11 Install control cable freeze protection by making the
changes specified.
2008-11-15 McDonnell Douglas 717-200 Revise Maintenance Programme and AWLs.
2008-11-19 Rolls-Royce 768-60, 772-60, 772B-60, 772C-60 Remove affected IP Turbine Discs.
2008-12-03 Various Transport Category 707, 727, 737, 767, DC-9 Deactivate the auxiliary fuel tanks IAW a
Airplanes deactivation procedure approved by the Manager of
the Los Angeles ACO.

Biweekly 2008-13
2006-16-18R Sandel Avionics Incorporated Model ST3400 Revises AD 2006-16-18. Field-load the TAWS/RMI
with updated software having revision 3.07 (for units
having serial numbers (S/Ns) under 2000) or revision
A3.06 (for units having S/Ns 2000 and subsequent).
2008-12-04 Boeing 737-600, -700, -700C, -800, -900 Do the applicable inspections and replacement IAW
SB 737-53-1232.
2008-12-05 Boeing 777-200, -200LR, -300, -300ER Do a general visual inspection to determine the
manufacturer and manufacture date of the oxygen
masks in the centre and outboard passenger service
units, crew rests, and lavatory and flight attendant
oxygen boxes, as applicable, and do the applicable
related investigative and corrective actions IAW SB
2008-12-07 Embraer EMB-135BJ and EMB-145XR Remove the sealant used to protect the LH and RH
clear ice detector wiring conduits at the holes through
the wing spars and install protective Teflon spiral
IAW SB 145-30-0048.
2008-12-08 Short Brothers SD3-60 Any auxiliary fuel tank system component that
remains on the airplane must be secured and must
have no effect on the continued operational safety and
airworthiness of the airplane. Deactivation may not
result in the need for additional Instructions for
Continued Airworthiness (ICA).

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2008-12-09 Bombardier CL-600-2C10, CL-600-2D24 Replace fuel tube couplings inside the wing and
centre fuel tanks with redesigned couplings IAW SB
670BA-28-014, as applicable. Do a visual inspection
of the aft scavenge ejector fuel couplings inside the
left- and right-hand wing fuel tanks to determine if
redesigned couplings are installed, and replace with
redesigned couplings as applicable IAW SB 670BA-
28-014, as applicable.
2008-12-10 Bombardier CL-600-2B19 Modify the FQGS harness routing according IAW SB
2008-12-14 Dassault Aviation Falcon 2000EX Modify the electrical wiring of the wings' anti-ice
system IAW SB F2000EX-116.
2008-12-15 Dassault Aviation Falcon 2000EX and 900EX Replace the passenger oxygen mask boxes IAW SB
F900EX-257 or F2000EX-61.
2008-12-16 M7 Aerospace SA226 Complete inspections and repairs as applicable.
2008-12-17S Lockheed L-1011 Do a general visual inspection of the fuel level
control switch, wiring harness, and wiring harness
conduit for any visible damage, wear or chafing,
broken or missing O-rings, or indications of electrical
arcing; do an inspection to determine the P/N
of the wiring harness conduit; replace any braided
fiberglass sleeving with PVC electrical sleeving over
the wiring harness of the fuel level control switch;
and do all applicable corrective actions IAW SB 093-
2008-12-18 Dassault Aviation Falcon 2000EX & 900EX Do the IRS2 wiring modification and test the GP
(general purpose) bus IRS entry IAW SB F2000EX-
89, as applicable. Do a test of the GP bus IRS entry
IAW SB F2000EX-89.
2008-12-19 Dassault Aviation Mystre-Falcon 900, Falcon 900EX Inspect for damage of the feeder cable bundle at the
right side partition wall at frames 22/23, and, if no
damage of any feeder cable is found, install a
protective Teflon tube over the feeder cable bundle
IAW SB F900-358. If chafing or damage of any
feeder cable is found, repair the feeder cable IAW SB
F900-359. Modify the right side partition wall at
frames 22/23 IAW SB F900-359.
2008-13-02 BAE Systems 4101 Replace the existing Propeller Limitations Placard in
the cockpit with a new placard IAW SB J41-11-027.
Revise the BAe Jetstream Series 4100 Flight Manual
(FM) to include the information in BAe Jetstream
Series 4100 General Amendment G12.
2008-13-03S Boeing 747-400, 747-400D, and 747-400F Supersedes AD 2006-18-17. Do an ultrasonic
inspection for cracking of the yaw damper actuator
portion of the upper and lower rudder PCMs at the
applicable times specified in SB 747-27A2397 and
perform relevant corrective actions.
2008-13-04 Dassault Aviation Mystere-Falcon 20-C5, 20-D5, 20-E5 Inspect to determine whether any wing anti-ice
flexible hose having P/N FAL1006 or P/N
ARM224A is installed. Remove any wing anti-ice
flexible hose having P/N FAL1006 or P/N
ARM224A, and install a new hose having ESPA
(brand) P/N 60503104509 IAW SB F20-775.
2008-13-10 Dassault Aviation Falcon 7X Revise the Limitations Section of the AFM to include
the specified information.

Biweekly 2008-14
2008-13-07 Bombardier DHC-8-400, DHC-8-401, DHC-8-402 Visually inspect both left and right elevator overload
bungees, part number (P/N) FE289000000, to
determine if they are correctly installed, IAW SB 84-
2008-13-08 Bombardier DHC-8-400, DHC-8-401, DHC-8-402 Revise the ALS of the Instructions for Continued
Airworthiness to incorporate the inspection
requirements of Dash 8 Q400 (Bombardier)
Temporary Revision (TR) ALI-69.
2008-13-14 Embraer EMB-135, -145 Revise the ALS of the ICA to incorporate Section
A2.5.2, Fuel System Limitation Items, of Appendix 2
of the MRBR.
2008-13-15 Embraer EMB-135BJ Revise the ALS of the ICA to incorporate Section
A2.5.2, Fuel System Limitation Items, of Appendix 2
of the MPG.
2008-13-16 Pratt & Whitney Canada PW305A and PW305B Inspect low-pressure (LP) compressor fan blades and
replace any blade that is found to be under-minimum
material condition.
2008-13-19 ATR ATR42, ATR72 Measure the heating resistance of the three pitot
probes IAW SB ATR42-30-0074 or ATR72-30-1044.
If any resistance exceeds 50 ohms, before next flight,
replace the pitot probe. Replace the three pitot probe
current sensors.

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2008-13-20 Boeing 757-200, -200CB, -200PF, -300 Do a detailed inspection for signs of damage of the
aft hinge fittings and attachment bolts of the thrust
2008-13-21 Boeing 767-200, -300, -400ER Do a general visual inspection to determine the
manufacturer and manufacture date of the oxygen
masks in the passenger service units and the flight
attendant and lavatory oxygen boxes, as applicable,
and do the applicable related investigative and
corrective actions IAW SB 767-35-0054.
2008-13-22 Boeing 747-400, 747-400D, and 747-400F Replace at least one of the three EIUs, P/N 622-8589-
104, located on the E2-6 shelf of the main equipment
center with a new or modified EIU, P/N 622-8589-
105 IAW SB 747-31-2368.
2008-13-23 Support Services Dornier Model 328-100 Install a drain hole in the lower skin of the left and
right-hand elevator horns IAW SB-328-55-450.

Biweekly 2008-15
2008-13-01 Fokker Services Model F27 Mark 050 Inspect the engine mounting frames to identify those
that have any sideways deviations in the welds IAW
SB F50-71-048, and perform relevant corrective
2008-13-12 Boeing 737 Do the applicable inspections for cracking of the
upper frame to side frame splice of the fuselage.
2008-13-13 Airbus A330, A340 Revise the Limitations Section of the Airbus A330 or
A340 AFM, as applicable, to prohibit the flightcrew
from performing CAT 2 and CAT 3 automatic
landings and roll-outs at certain airports by
incorporating the applicable Temporary Revision into
the AFM.
2008-13-24 ATR ATR42, ATR72 Measure the hole diameter of the retainer of the
aileron automatic tab bellcrank assembly IAW SB
ATR42-27-0098 or ATR72-27-1060, and replace if
2008-13-25 Boeing 737-300 and -400 Do a test of the web panel of the main wheel well
pressure deck to determine the material type, and do
an ultrasonic inspection to determine material
thickness IAW SB 737-57-1289.
2008-13-26 Lockheed 1329-23, 1329-25 Replace any cylinder assembly having P/N JL1955-1
with a new assembly, as applicable.
2008-13-29 McDonnell Douglas DC-9 Do general visual and high frequency eddy current
inspections, and all applicable corrective actions IAW
SB MD80-53A301.
2008-13-30 Gulfstream Aerospace Astra SPX, Westwind, Gulfstream 100 Revise the Limitations section of the AFM by
incorporating the information in the applicable Israel
Aircraft Industries (Gulfstream) temporary revisions
(TR): Astra AFM TR 15; Astra SPX AFM TR 8; or
Gulfstream 100 AFM TR 1.
2008-13-31 Dassault Aviation Falcon 2000 Modify the existing engine cowls locking system
IAW SB F2000-298.
2008-14-08 Boeing 747 Do a detailed inspection for broken or missing
fasteners of the single-row hinge fasteners of the
forward and aft cargo door hinge segments, and do all
applicable related investigative (torque application)
and corrective actions IAW SB 747-52A2287.
2008-14-09 Airbus A300, A300-600 Perform all applicable specified actions, of FR47
forward fitting vertical splice (including crack stop
hole), crack stop hole (depending on crack's length
and position), centre wing box lower panel, and
reinforced parts (internal angle, lower external splice
and external fitting).
2008-14-10 Lockheed 382 Replace upper engine mount bolts if appropriate.
2008-14-11 Boeing 777-200, -200LR, -300, and -300ER If a Kidde Aerospace cargo compartment fire
suppression filter/regulator specified is found
installed during inspection or records check, revise
the ''Maximum Diversion Time In Minutes,'' specified
in the FAA-approved Operations Specifications,
Document D086.
2008-14-14 Boeing 747-400 and 747-400D Do a general visual inspection of the power feeder
wire bundle of the APU where it crosses the
hydraulic system 4 return tube to determine if parts
are installed to provide separation between the wire
bundle and hydraulic tube, and do all the related
investigative and corrective actions as applicable
IAW SB 747-24-2257.
2008-14-15 International Aero Engines V25 series Remove applicable parts.
2008-14-16 Support Services Dornier Model 328-100 Install warning placards on the inside of the
passenger door and service doors IAW SB-328-11-
454. Modify the hinge supports and support struts of
the passenger doors IAW SB-328-52-460.

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FAA airworthiness directives large aircraft (cont...)

2008-14-17 Airbus A330-200 and A340-300 Do the HFEC inspection for cracking, and corrective
actions as applicable; and modify the upper shell
structure of the fuselage IAW SB A330-53-3152.
2008-15-01 Embraer EMB-120 Revise Airplane Flight Manual as specified.

Biweekly 2008-16
2008-15-15 Boeing 737-300, -400, and -500 Inspect the carriage sub-assembly to determine
whether an affected carriage spindle with a high
velocity oxy-fuel (HVOF) thermal coating is installed
IAW SB 737-57A1304. If installed, do a detailed
inspection (or, as an option for the forward end of the
spindle only, a borescope inspection technique may
be used) of the spindle for corrosion and potential
indications of corrosion of the carriage spindle, and
do all applicable related investigative and corrective
actions IAW SB 737-57A1304.
2008-16-01 General Electric CF34-8E series Remove CF34-8E FADEC Software Version
8Ev5.40, and replace or reprogram.
2008-16-05 Rolls-Royce Deutschland Dart 528, 529, 532, 535, 542, 552 Perform a dimensional inspection of the IPT disk and
repair or replace the IPT disk, if necessary using
paragraph 3 of the Accomplishment Instructions of
RRD SB Da72-538. Perform an ultrasonic inspection
of the disk seal arm contact between the HPT and the
IPT using paragraph 3 of the Accomplishment
Instructions of RRD SB Da72-536. Perform a
dimensional inspection and repair or replace the IPT
disk, if necessary.
The letter C after the AD number denotes a correction to the original AD The letter S after the AD number indicates that the AD supersedes a previous AD
The letter R after the AD number indicates a revision to the original AD The letter E after the AD number indicates an emergency AD
The letters FR indicate the final rule of an emergency AD
Please note that the above information is quoted for interest purposes. The latest versions of the ADs issued by the FAA must be used for reference purposes

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