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The leading international magazine for the manufacturing and MRO sectors of commercial aviation
Aerospace fasteners:
meeting new demands
CONTROLLING
DEPOSITS IN MORE
THAN 11,000 ENGINES.
Why do so many customers think Mobil Jet Oil is
the worlds most reliable lubricant for aircraft engines?
Probably because weve been keeping engines clean and
operating efciently in the past, present and into the future.
CONTENTS
EDITOR
Jason Holland: Jason.Holland@mro-network.com
ASSISTANT EDITOR
Hannah Davies: Hannah.Davies@mro-network.com
NEWS UPDATE
ENGINEERING &
4.
MAINTENANCE
EDITORIAL CONTRIBUTORS
Alex Derber, Bernard Fitzsimons, Chris Kjelgaard
PRODUCTION MANAGER
Phil Hine: Phil.Hine@mro-network.com
PUBLISHER & INTERNATIONAL MEDIA MANAGER
Alan Samuel: Alan.Samuel@mro-network.com
Content
INDUSTRY FOCUS
14.
50.
24.
TECHNOLOGY
56.
& INNOVATION
INFORMATION
TECHNOLOGY
44.
information systems
Aerospace manufacturing has embraced the
methodology and ethos of lean techniques.
Here, Kathie Poindexter, product marketing
manager at Epicor Software Corporation, looks
at how the effective use of ERP technology can
deliver lean manufacturing.
Michael A Oakes
Content Director
T: +44 (0) 207 975 1675
E: michael.oakes@mro-network.com
Jason Holland
ATE&M Editor
T: +44 (0) 207 975 1677
E: jason.holland@mro-network.com
Hannah Davies
ATE&M Assistant Editor
T: +44 (0) 207 975 1674
E: hannah.davies@mro-network.com
Alex Derber
Journalist
T: +44 (0) 207 975 1678
E: alex.derber@mro-network.com
Commercial
Jeremy Buckle
Event Director
T: +44 (0) 207 975 1668
E: jeremy.buckle@mro-network.com
Alan Samuel
Publisher & Int/l Media Manager
T: +44 (0) 207 975 1671
E: alan.samuel@mro-network.com
Victoria Keeble
Business Development Manager
T: +44 (0) 207 975 1666
E: victoria.keeble@mro-network.com
Robert Springthorpe
Business Development Manager
T: +44 (0) 207 975 1667
E: robert.springthorpe@mro-network.com
Operations
Lucinda Springett
Operations Director
T: +44 (0) 207 975 1663
E: lucinda.springett@mro-network.com
Phil Hine
Production/IT Manager
T: +44 (0) 207 975 1664
E: phil.hine@mro-network.com
Steff Humm
Event Manager
T: +44 (0) 207 975 1662
E: steff.humm@mro-network.com
Johanna Summers
Operations Manager
T: +44 (0) 207 975 1665
E: johanna.summers@mro-network.com
Marketing
Ellie Stamouli
Marketing Manager
T: +44 (0) 207 975 1660
E: ellie.stamouli@mro-network.com
www.mro-network.com
Ivo Brook
Conference Producer
T: +44 (0) 207 975 1673
E: ivo.brook@mro-network.com
Connecting the
global MRO
Community
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NEWS UPDATE
NEWS HIGHLIGHTS
INBRIEF
HEICO has announced that it has entered into a strategic partnership with
the Association of European Airlines
(AEA). The company says the agreement brings it closer to its European
customers and allows HEICO access
to AEAs expertise in policy analysis
and regular European regulatory updates.
Allegheny Technologies Incorporated
and Boeing have strengthened their
relationship with an extension of their
long-term titanium products supply
agreement; the extension covers titanium mill products.
MTU Maintaining
your power
pair
Fu l l r e l i t y f o r
i
c a p a b 9 0 G r ow t h
the GE
NEWS UPDATE
NEWS HIGHLIGHTS
INBRIEF
The 35 European partners include Avio Aero, GKN Aerospace, Industria de Turbo Propulsores,
MTU, Rolls-Royce, Snecma, Techspace Aero and Turbomeca, along with SMEs from the aeronautics sector and academic and research organisations.
The programme will provide new technologies for the low pressure system of ultra-high by-pass
ratio propulsion systems (12<BPR<20). Taking a long-term approach, the ENOVAL programme
sees ducted geared and non-geared turbofan engines with ultra-high overall pressure ratio
(50<OPR<70) as being the preferred power systems for the next generation of short-, mediumand long-range commercial aircraft entering into service from 2025 onwards.
These engines are a key technology within the new Strategic Research and Innovation Agenda
(SRIA) of the Advisory Council for Aviation Research and Innovation in Europe ACARE, said
ENOVAL co-ordinator Dr Edgar Merkl, from MTU.
Pratt and Whitney Aero Power has expanded Revima APUs authorisations
to include support of all new and existing APS 500, APS 1000, and APS
2000 customers within International
Air Transport Association I (North and
South America & Canada) and IATA III
(Asia Pacific).
AeroTurbine has completed its 100th
light/heavy C-check for Frontier Airlines fleet of A319 and A320 aircraft.
Wichita-based Spirit AeroSystems has
delivered its first leading and trailing
edge wing structures for the
A320neo programme. The components were built at its Prestwick,
Scotland facility.
Lufthansa Technik has become an affiliated member of the Latin American and Caribbean Air Transport
Association.
MTU Maintenance Zhuhai has celebrated the MTU Maintenance
groups 1,000th overhaul of a General Electric CFM56, delivering the
engine to customer China Southern
Airlines.
Were proud to be one of the worlds largest airline MROs. And when you combine
our size with our experience managing the worlds largest airline eet, youll see
weve developed the expertise to provide top-notch, on-schedule service to more
than 150 aviation and airline customers around the globe. It means we can deliver
uncompromising attention to detail on everything from airframe, component and engine
jobs, to line maintenance and everything in between. Plus, were committed to superior
service ... from your expert in the hangar, to your dedicated account manager in the
office. That means unparalleled quality. Competitive costs. Quick turnarounds. All the
tools to keep your aircraft and your schedule moving like they should.
NEWS UPDATE
NEWS HIGHLIGHTS
INBRIEF
The National Aviation Authority of
Germany (Luftfahrt-Bundesamt LBA) has approved Lufthansa Technical Trainings training centre in Erfurt as an European Aviation Safety
Agency Part-145 learning environment.
General Electric has awarded Silk Way
West Airlines its TRUEngine designation for eight GEnx-2Bs that will
power its fleet of two 747-8
freighters, scheduled for delivery in
2014.
Lufthansa says the first station for its
engine cleaning system, Cyclean Engine Wash, will be located in Dubai,
and will open at the start of 2014.
NEWS UPDATE
NEWS HIGHLIGHTS
NEWS UPDATE
NEWS HIGHLIGHTS
INBRIEF
Spirit Aeronautics has implemented
Pentagon 2000SQL heavy maintenance software. The fully-integrated
system will support a range of business operations such as materials
management, MRO, heavy maintenance, accounting and financials.
Final assembly of the first MRJ flight test aircraft is underway. Work on the aircraft, which
is under development by Mitsubishi Aircraft Corporation and Mitsubishi Heavy Industries
(MHI), has started at the Komaki South Plant of MHIs Nagoya Aerospace Systems Works
located in Aichi Prefecture. The transfer of the aircrafts mid fuselage, fabricated at the Tobishima plant also in Aichi Prefecture, marks the beginning of final assembly, which will
progressively advance as other sections of the fuselage, main wings and other structural
components arrive. After this, electrical wiring, hydraulic and other systems will be installed,
followed by other necessary equipment.
Working together with the German Aerospace Center and the Technical University of Darmstadt, Lufthansa Technik (LHT) has developed methods of load transmission into carbon
fibre composites (CFC) aircraft fuselage structures for VIP customer aircraft. "The results
of the Fiber Force research project and the resultant force transmission concepts help us
decisively in the VIP completion business to continue successfully meeting the challenges
of installing cabin interiors in the new composite fiber aircraft designs," said Hans Schmitz,
SVP, VIP & executive jet solutions. The project, which is funded by the Federal Ministry of
Economics and Technology (BMWI), has now been able to define the maximal load on the
floor panels and to develop floorpanel hardpoints. A total of 40 of the newly developed
floorpanel hardpoints are currently being installed in a Boeing 747-8.
NEWS UPDATE
NEWS HIGHLIGHTS
NEWS UPDATE
CONTRACTS
SR Technics has won a five-year contract with
South African Airways. Under the contract, all
CFM56-5C engines on the airlines A340 fleet will
be covered until 2018. Work will be carried out at SR
Technics Zurich facilities.
PRODUCTS
Facom is offering a comprehensive multi-drive set with its 1/2 inch torque wrench. The company says the
S.208-200EA torque wrench is ideal for situations where a sturdy wrench is required to apply precise torque at
high levels. Weighing 1.22 Kg, the heavy-duty 1/2 inch model boasts a wide torque range of 40 200 Nm,
lending itself to a variety of applications and is accurate to + or four per cent with locking vernier micrometer
adjustment.
Crane Aerospace & Electronics SmartStem wireless tire pressure system for use on 737NG aircraft has
been certified. SmartStem allows customers to check tire pressure without gas loss, promising to improve
both efficiency and safety. SmartStem will provide tire inflation data to operators to help prevent
maintenance in a bid to avoid in-service issues related to low tire pressure and improve dispatch reliability.
NEWS UPDATE
PEOPLE
[ Jonas Butautis has confirmed that he is to step
down as CEO of Lithuanian MRO operator FL Technics, with effect from December 31. Butautis, who
has fulfilled the position of CEO at the MRO for the
last four years, has not yet confirmed where he will
go next.
[ SR Technics has named Christof Spth as its new
head of line maintenance international and training
services. Spth, who joined the company as SVP
component maintenance in March 2013, will take
over the position from Andr Wall.
[ Safran has named Jean-Michel Hillion as VP, Boeing programmes; he replaces Norbert Gaillard who
has retired. Hillion joined the Safran Group in 1988
and most recently fulfilled the position of head of
Safran Electronics Sagem.
[ Boeing has named Ted Colbert as the companys
chief information officer (CIO). Colbert, who was
formerly VP of Boeings information technology infrastructure organisation, joined the company in
2009. He previously worked as SVP of enterprise architecture at Citigroup.
INDUSTRY FOCUS
Germanys
global MRO giant
Lufthansa Technik Group is regarded as the worlds largest OEM-independent MRO and technical
services provider. At its Hamburg headquarters, Chris Kjelgaard spoke to its CEO and other senior
executives to find out about the groups capabilities, affiliations and outlook.
Winner 2011
Best Aviation
Logistics Provider
www.aln.aero
INDUSTRY FOCUS
cialises in manufacturing and developing inflight entertainment and communications systems and cabin management systems.
Meanwhile, its JV with Air China, Ameco Beijing,
is Chinas biggest provider of technical support
services for aircraft. These four companies represent only a small portion of Lufthansa Techniks
huge portfolio of technical capabilities.
INDUSTRY FOCUS
MRO
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INDUSTRY FOCUS
Engine maintenance at
Hamburg
In all, Lufthansa Technik is now handling
nearly 1,000 major shop visits of engines a year
across its own shops and its N3 Engine Overhaul
Services JV with Rolls-Royce, according to
Thomas Bttger and Daniel Gross. Bttger is director of the CFM and IAE product line at Hamburg the CFM56 line is the facilitys busiest
and Gross is director of Hamburgs CF6-80 and
PW4000 product line.
The key value to Lufthansa Technik of its
Hamburg base the site covers an area of more
than 750,000 square metres (185 acres) is as
the companys major centre for technology innovation (through subsidiary Lufthansa Engineering and Operation Services), component repair
and engine overhaul. The base has a large new
engine test-cell hangar built specifically so that
it can completely enclose an aircraft undergoing
on-wing engine test runs. This has reduced noise
concerns for residential communities near Hamburg Airport, which is located in the semi-pastoral area of Fuhlsbttel north of the city.
The Hamburg facility handles approximately
320 engine shop visits a year at present, about 50
of which are from Lufthansa. A few years ago
Lufthansa was putting about three times as many
INDUSTRY FOCUS
Lufthansa Techniks JV with Air China, Ameco Beijing, is Chinas biggest provider of technical support services for aircraft. Gregor Schlger / Lufthansa Technik
engines through the shop annually, but the number has fallen away because Lufthansa has been
retiring its Boeing 737-300s and 737-500s. Some
other Lufthansa Group carriers also use
Lufthansa Technik for engine overhauls.
Hamburg is Lufthansa Techniks biggest engine-repair facility, employing about 2,000 people on engine MRO, engine parts repair, and
administration and invoicing for the engine
maintenance business. Hamburg has a pretty
high ratio of exclusive customers, with only
about 60 to 70 of its major shop visits each year
coming from non-exclusive customers, according
to Bttger. (Most of these visits are unscheduled.)
Some of Lufthansa Techniks engine-overhaul
customers at Hamburg are on long-term exclusive contracts and this allows most of its engine
workload to be pretty well scheduled.
Gross believes that Lufthansa Techniks market share in engine overhauls across all its facilities has increased over the past five years,
at a rate similar to that of the general growth in
the market. Apart from the recognised quality
and schedule reliability of Lufthansa Techniks
work, one reason for this is that the groups facilities handle a wide variety of engine types. Another reason is that Lufthansa Technik offers its
customers some unique services.
In addition to the small ASSB turbine- and
compressor-blade airfoil-repair facility in Kuala
Lumpur, Lufthansa Technik has a small facility
in Shenzhen in China for repair of thrust re-
INDUSTRY FOCUS
Engine and component MRO are Lufthansa Techniks biggest businesses in terms of revenue, according to CEO Henningsen.
Competitive advantages in
engine maintenance
Bttger and Gross think that Lufthansa Technik has a big advantage over many competitors by
offering, through its Frankfurt, Montreal and
Shenzhen facilities, its Airline Support Team
product. This service sends teams to customers
own airport bases to see if engine problems can be
fixed on-site and on-wing rather than in the shop.
For instance, the teams can often change highpressure turbine blades and modules on-site without needing to strip the engine down in the shop.
Lufthansa Technik also offers comprehensive
support services to start-up carriers, working
with them to help them understand their lease
contracts thoroughly and properly understand
the workscopes associated with maintaining
their engines. It also helps them obtain their
AOCs and provides engine condition monitoring
support. The company understands the complexity and struggle of setting up capabilities
The Challenge
EPCOR, back in 2005, needed a data to quickly search and respond
to business needs.
improve its business processes as
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improvement philosophy meant
improvement mindset, EPCOR was that Quantum would be a living
encompass evolving industry best
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INDUSTRY FOCUS
MRO focus:
Middle East
With fleet expansion worth $550bn in the next 20 years, the MRO
industry in the Middle East is set to experience strong growth. Jason
Holland examines company strategies, general trends and future
challenges for the region including finding sufficient technicians
to fulfil the future demand for maintenance.
one-stop connectivity between Europe, Africa,
Asia and Australasia.
One major challenge for the Middle East to
address, though, is congested airspace. Tony
Tyler, director general and CEO of the International Air Transport Association (IATA), warns
that there is a huge amount of capacity in a relatively small area, with this being further limited
by military airspace. In fact only about half of
the airspace across the region is open to civil aviation. Already we are seeing delays becoming
commonplace, said Tyler. Governments across
the region have recognised the importance of
civil aviation in their national development
plans. It now needs to manifest itself in co-oper-
ation across the Gulf to manage air traffic efficiently for everybodys collective benefit.
MRO implications
The Middle Easts fleet growth has many implications for the maintenance, repair and overhaul (MRO) market. Not only will strategies need
to be put in place to meet the massive future demand for MRO work, capabilities will also have
to be built up for the aircraft that will be most
prominent.
Nevertheless, the Middle East continues to be
a beacon of strong MRO growth, according to
Richard Brown, principal at consultancy ICF
SH&E. He says that installed fleet growth in the
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Members of
INDUSTRY FOCUS
Jordan-based MRO company JorAMCo will continue to chase work from the plethora of low cost carriers in the region, or the national carriers that do outsource
work.
Training technicians
Middle East is one of the strongest in the world,
growing at approximately six per cent per year.
MRO generated by Middle Eastern operators is
growing even faster, at a rate of approximately 10
per cent per year between 2013 and 2022. When
overall MRO growth for all regions is growing at
just over four per cent clearly the outlook for
MRO in the Middle East is bright, he says.
Osama Fattaleh, CEO of Jordan-based MRO
company JorAMCo, also sees better years ahead
for maintenance companies. The increase in the
number of aircraft of mega carriers such as Emirates, Qatar Airways and Etihad; the rebuilding
of fleets of traditional national carriers such as
Iraq Airways, Kuwait Airways and Saudia, and
the expansion of low-cost carriers such as flydubai, Air Arabia and Jazeera will provide considerable opportunities for MROs in the region,
he explains.
Fattaleh believes that MROs in the region
benefit from the Middle Easts geographic location as well as competitive labour costs which
can be leveraged when accompanied with high
INDUSTRY FOCUS
Emirates Engineering will support the MRO needs of the fast-growing Emirates fleet.
ments and corresponding lower technician demand. Another impact is that MROs will also
need to invest in tooling and training and should
expect a longer return on their investment, according to JorAMCos Fattaleh.
The demand for technicians is still huge,
however, and it remains a big challenge for the
region to support MRO growth efficiently and
safely by supplying adequate labour. New training methods will need to be found in order to improve and quicken processes, but also to attract
young people to the profession in the first place.
At Boeing, we are continually looking at innovative training methods, moving away from paper
and chalkboard-based learning to incorporate
tablets, eBooks, gaming technology and threedimensional electronic modelling techniques,
explains Carbary. We need to make sure aviation
is as great a career option for the worlds youth as
it is for us.
Fattaleh thinks training schools will also be
challenged to update their training programmes
to include new technologies such as composite
materials and smart electronics and to increase
capacity to meet the demand. The CEO sees the
manpower issue as a serious impediment to
growth in the region, and if not addressed
properly can influence the competitive labour
costs. For its part, he says JorAMCo identified
this risk at an early stage and has established an
EASA Part 147 academy offering a four year sandwich course at its premises in Amman. In 2012,
trends has been for OEMs to sign licensing agreements with major airlines or MROs in the region
that either provides in-region MRO capability or
access to rotable banks with commercial guarantees should the MRO work be performed outside
of the Middle East.
INDUSTRY FOCUS
The regions mega-carriers are developing their own in-house maintenance capabilities as well as co-operating with OEMs.
Consolidation?
Broadly speaking, one likely result of OEMs
taking a larger share of the aftermarket is consolidation of MROs, as companies join forces to compete, or smaller ones are pushed out of the market.
Another vital factor affecting the MRO landscape
in the Middle East is that global MROs are seeking
to gain access to the fast-growing market.
So far, Brown says the Middle East has arguably seen less consolidation and fewer startups compared to other regions largely due to the
concentration of MRO originating from a handful of major airlines each of which is pursuing
their own MRO strategy.
But the picture may be changing, at least in
terms of strategic alliances. Fattaleh comments:
As it becomes costly to introduce new capabilities to maintain new generation aircraft, mirrored with longer return on investment
associated with these aircraft, added to the
OEMs thinking, MROs will find themselves
obliged to co-operate with each other to mitigate these challenges. This co-operation can
take the form of alliances, acquisitions or joint
ventures.
The expansion in the fleets of airlines in the
region, the competitive cost of labour, and the attractive tax regulations provide global MROs
with opportunities to create a footprint in the region which will avail opportunities for further
consolidation, he concludes.
As long as the challenges discussed in this article are addressed, the MRO industrys future in
the Middle East, broadly speaking, looks very
bright. In looking at the challenges facing aviation in the Middle East as a whole, IATAs Tyler
has urged governments to continue to co-operate
with the industry to develop solutions and strategies to the wider issues. The Gulf success story
is well-grounded in precisely [this] spirit of cooperation. By keeping its importance top-ofmind, I hope that it will long be a driving force
of success and an example for others.
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737 MAX
programme update
T
CFM International is a 50/50 joint company between Snecma (Safran) and GE.
MORE TO BELIEVE IN
gine technology with the adoption of CFM Internationals (CFM) LEAP-1B engine, which is intended to reduce the operational noise footprint
of the aircraft by up to 40 per cent. Emissions will
be approximately 50 per cent below the International Civil Aviation Organizations (ICAO)
Committee on Aviation Environmental Protection (CAEP)/6 limits for nitrogen oxides (NOx),
according to Boeing.
The LEAP-1B, which is the result of a lengthy
collaboration between CFM and Boeing, is the
sole engine choice for operators that wish to fly
the 737 MAX. CFM engines have been the only
Improved maintenance
systems
The 737 MAX will also feature enhanced
maintenance and connectivity capabilities such
as a more centralised BITE (Built in Test Equipment) system that technicians can access after a
flight. The MAX will have additional systems reporting BITE and maintenance data so technicians can better assess dispatch limitations and
maintenance actions, says Teal.
The MAX will build on the 737NGs connectivity provisions and enhance on-board networking systems to provide real time data during
flight to airlines ground operations. This will be
achieved through its new on-board network system (ONS), which will allow airlines to prepare
for maintenance actions ahead of the aircraft
landing, speeding response time on the ground
and enabling a faster turn at the gate.
The ONS, which is made up of a network file
server (NFS) and an enhanced digital flight data
acquisition unit (eDFDAU), is designed to help
improve maintenance procedures and simplify
decisions for operators. In order to prepare for
entry into service the ONS will first be installed
on the 737NG, but with limited functionality.
Boeing also has plans to install broadband offboard connectivity provisions to the 737NG in
production during 2015. The manufacturer says
it working on a plan for activation and certification of future connectivity features on the 737NG.
The MAX will then build off the functionality added to the Next Generation in the next few
years to further improve customer operations,
says Teal.
A big LEAP
The most significant advance offered by the
737 MAX is the new engine that powers it. The
programme will incorporate the latest quiet en-
power plant for all 737 aircraft sold since 1981, according to the engine manufacturer, which is a
50/50 joint venture between Snecma (Safran
group) and General Electric.
CFM has a proven history of delivering the
most reliable, high-performing engines in the
single-aisle market, states Boeing, with the decision to choose the LEAP engine over alternative options not being taken lightly. Teal
comments: We looked at many options before
the launch of the programme but CFM Internationals LEAP was the best choice for the 737
MAX.
The new engine combines advanced aerodynamic design techniques, lighter, more durable
materials, and more environmentally sound
technologies. As a result, operators of the 737
MAX should be able to achieve the 14 per cent
fuel burn reduction promised. An equivalent reduction in carbon emissions as well as decreases
in both NOx emissions and the overall noise
footprint will also be achieved.
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The electronic flight bag (EFB) has slowly but surely replaced the backbreaking paper documents that
pilots have traditionally used to navigate aircraft to become an essential part of the cockpit. Hannah
Davies looks at the development of current EFB solutions and what to expect from them in the future.
www.ultramain.com
+1 505.828.9000
viewers (PDF, HTML, XML formats) and operating manuals. Type B consists of electronic charts
such as aeronautical charts, approach charts, or
an electronic checklist. Type C applications are non-EFB software applications found in avionics and include
intended functions for communications, navigation, and surveillance that
require FAA design, production, and
installation approval, according to advisory circular AC 120-76.
A never-ending need for greater
connectivity and integration in the industry has been another factor in the
rise of the EFB. As a result the last few
years have seen further advances in
EFB hardware and electronic logbook
(ELB) software.
ALL-ROUND COVER?
2015
AIRFRAME MAINTENANCE
COMPONENT MAINTENANCE
ENGINE MAINTENANCE
INFORMATION TECHNOLOGY
www.mro-network.com
Handy hardware
platforms will be able to take advantage of airborne connectivity and aircraft data just as fully
installed Class 3 EFB systems do now, he explains.
Jeppesen also has a solution for mobile devices compatible with iOS and Windows platforms called FliteDeck Pro. In addition to
highly compressed vector-based Jeppesen terminal charts on iPad, FliteDeck Pro includes datadriven enroute content, which is dynamically
rendered and de-cluttered for the pilots current
needs, says Ellerbrock. Information for all enroute charted features is available with the tap of
a finger, including communication information,
operational notes, and current weather condi-
Blurred lines
The distinction between a Class 1 EFB and
a Class 2 EFB has at times been blurred. The
AC120-76A advisory circular (AC), which was
issued in 2003 and contained guidance on the
operational use of EFBs, caused tremendous
confusion, according to navAero, until it was
replaced by AC120-76B.
Since the updated AC and subsequent
documentation from both the Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA), the confusion is
lessening as operators are seeing EFBs as either being installed or portable.
The trend of moving away from heavy
STC-dependent mounting solutions to
lightweight securing systems and tablet
battery charging strategies has been encouraged by the updated policy, says Ellerbrock.
NavAeros Universal Aircraft Interface Device (UAID) provides tablet devices with ARINC data connectivity.
Class 3
The Class 3 EFB is the sectors most advanced
and integrated solution. Operators who want to
commit to the FAAs NextGen initiative will need
this type, as the programme requires the additional capabilities of a Class 3 EFB system to host
Type C software.
NextGen aircraft such as the A380 or 787 are
being delivered with Class 3 EFB systems as standard avionics equipment and when an EFB is
fully integrated into the aircraft systems operational efficiency is increased. An integrated EFB
can also take advantage of a variety of applications such as an airport moving map, real-time
graphical weather, and an electronic logbook.
We view the future of EFBs as being focused
on aircraft-connected system architectures, says
Crowhurst, supporting the idea that highly-integrated EFB solutions will be the future of the
business.
Jeppesen sees big operational benefits to
bringing airplane connectivity to EFB. This allows for information such as position, speed, and
heading to be shared and new capability around
aircraft health management, predictive diagnostics, real-time maintenance, and post-flight analytics that will help the operation run more
efficiently and predictably, says Ellerbrock.
Although noting that the the tablet will prevail as an EFB device in the current market,
navAero is convinced there will always be room
for aircraft-dedicated systems in the future.
Future outlook
Justification for an EFB programme has always been a major hurdle for operators, says
Lenamon. However, the low cost of a COTS (consumer of the shelf) tablet, such as the iPad, is all
too tempting and has encouraged many airlines
to implement them on-board their aircraft.
We believe there will be a global increase in
mobile EFB adoption rate for the next two-three
years at least, as tablet EFB solutions deliver an
unprecedented level of power, mobility, connectivity, flexibility, and hardware upgradeability
that is very attractive, says Ellerbrock.
Indeed, EFB technology helps an airline
streamline its operations and reduce costs, however the cost of docking hardware, communication channels, and infrastructure for such
applications are all factors to be considered.
For years there have been limited options for
operators, but now airlines have more choice. It
is simply a matter of time before competition
erodes the interest and market penetration of the
iPad as an aircraft EFB, adds Crowhurst.
NavAero highlights the fierce competition
coming from Samsung and other manufacturers,
who are basing their systems on Windows 7 and
8, as something to watch out for. A current trend
is the shift from the iOS platform to the more
commonly used Windows software, so navAero
sees the introduction of Windows 8 as vital in
boosting this interest.
Statistically speaking, Apple has historically
been the strongest brand for IT devices in the US
since the introduction of the first generation
iPhone, followed by the iPad. While Apple will
no doubt come up against some stiff competition, demand for the iPad will surge and spread
across the globe over the next 18 to 24 months,
predicts navAero.
The cost, simplicity and form factor of the
iPad has lent itself to becoming an excellent EFB
device, says Lenamon. However, a challenge that
it will face will be maintaining appropriate levels
of safety and standardisation within the vast and
constantly growing COTS computer market, explains Crowhurst.
NavAero is already seeing big changes in the
attitudes of regulators with regards to EFB technology. They will have to quickly and freshly
adapt to the new world that EFB technology is
bringing to the [industry and the] way airliners
are flying, which is one of the greatest and widereaching changes since the evolution of fly-bywire, adds Crowhurst. There will be a shift in the
regulators position to allow capabilities that are
today relegated to the standard avionic to be migrated to the EFB, he predicts. NextGen and
SESAR (Single European Sky ATM Research programme) will be the first targets as well as milestone to open up this new world of thrilling new
complex and advanced EFBs.
Jeppesen sees being able to facilitate the
adoption and regulatory support for capabilities
that fundamentally improve operational effi-
Aerospace oils
and lubricants
T
Y O U R V I S I O N TA K E S F L I G H T.
AeroShell Turbine Oil 560 (ASTO 560) is designed to reduce coking and improve wear resistance for modern jet engines.
Slippery business
Turbine engine oils (TEOs) both SPC and
HPC are used in main propulsion engines,
auxiliary power units and the electrical generators on the main engines along with their drive
gearboxes, according to Air BP.
It is these TEOs that prevent friction being
caused between engine parts while in flight, minimising the risk of wear and tear as well as cooling
equipment and sealing performance.
In fact, oils are so important to the smooth
running of an airline that choosing the incorrect
oil could result in increased maintenance costs
and Aircraft on Ground (AOG) situations. Using
oil that caters to the engines working conditions
can result in a longer engine lifespan, more time
in the air, less maintenance time and reduced
maintenance costs.
Todays newer engines such as CFM Internationals LEAP series and GEs GEnx operate at
higher temperatures and as engine lubricants become exposed to this, coking can occur because
the temperature and the oil residue time are
higher than the oils stability limitations.
Coking is used to describe oil-related carbon
deposits that can restrict oil flow, leading to a decrease in reliability, as well as an increase in maintenance costs. Coking can be responsible for
engine failures, shortened maintenance cycles
and unscheduled repair work, according to Air BP.
The modern day engine, although more cost
and environmentally efficient, inflicts much
harsher conditions onto lubricating oils. While
higher engine temperatures have many benefits
there is an inclination for oils to break down and
produce hard particles of carbon as temperatures increase, says Midgley.
Testing, testing
As with all new technology and developments, testing procedures at times differ. Testing limits within the specification AS5780 are
more stringent for HPC oils on a number of properties... These include oxidation and corrosion
test methods as well as those aimed at higher
temperature Pyrolysis chemistry such as the Hot
Liquid Process Simulator which is intended to
look at carbon, or coke forming tendencies, says
Midgley.
Air BP comments: HPC oils are approved
against the AS5780 specification after completing
a multitude of laboratory tests designed to examine physico-chemical properties, thermo-oxidative performance and engine materials
compatibility. These standard industry tests
provide a fairly deep insight into expected onwing performance, according to the company.
However, on-wing conditions can very rarely
be properly represented in laboratory conditions.
While it has, and will always be, a challenge to
replicate true on-wing conditions in a laboratory
environment, Air BP Lubricants has developed a
coking test rig the Coker Mister test as a
means to assess the performance of engine lubricants.
The Coker Mister is carried out in a dynamic
environment with temperatures, pressures and
flows that closely mirror those encountered during multi-leg flight conditions, says Air BP.
The test rig is able to replicate the pressure,
temperature and oil flow regimes encountered in
the hottest part of an engine bearing compartment, according to the manufacturer. This allows
Air BP to gain a better understanding of how
their products work in on-wing conditions. As a
result, oil performance, oil health and coking
propensity can be analysed.
The Coker Mister played a crucial role in the
development of Air BPs Turbo oil, BPTO 2197,
as a means of evaluating coking propensity to ensure the integrity of a product.
BPTO 2197 is a latest generation HTS synthetic lubricant offered by Air BP and is relied
on by many of the worlds airlines to consistently
provide unsurpassed high temperature cleanli-
Shell has been supplying aviation fuel for over a hundred years.
Whats on offer?
The oils and lubricants business is continuously striving to create more innovative and efficient products. The aviation technology and
research world is a busy place in Shell, comments Midgley.
While the cost of fleet engine oils represents
a comparatively small proportion of an airlines
operating costs, and for a twin-engine, single
aisle, standard body commercial aircraft can account for less than 0.01 per cent, according to Air
BP, engine maintenance costs make up a substantial portion of an operators expenses. Therefore,
choosing reliable oils is hugely important to remaining cost effective.
Turbine engines are now at the stage where
some of the more modern developments simply
AeroShell Ascender is designed to cope comfortably with longer intervals between scheduled maintenance.
Turbine engines are now at the stage where some of the more
modern developments simply wont work with the legacy oils the
industry has been using for decades and so HPC oils such as
AeroShell Ascender are being mandated for use.
Martijn Van Noordennen, sales manager, Lubricants Europe, Shell
lower maintenance and cleaning costs, he
adds.
Future landscape
As oils and lubricants manufacturers develop
their products and spread the word about HPC oil
and its benefits, more and more airlines, engineers
and OEMs are adopting the solution for their fleets.
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GP7200
programme
update
Engine Alliances GP7200 engine has been in service on the A380
since 2008. Alex Derber assesses its early performance and analyses
future maintenance strategies.
y the close of 2013, the A380s GP7200 engine will have clocked up two million
flight hours, yet it is still a relatively young
engine that awaits its first heavy maintenance
cycle. As such, any present assessment of its performance and technical peccadilloes is somewhat
premature, though a large enough cohort of engines is now in service to allow some cautious
analysis.
The engine, manufactured by Engine Alliance
(EA), entered service on an Emirates A380 in
2008 and there are are now 49 GP7200-powered
A380s in service with Emirates, Korean Air and
Air France. Dispatch reliability among those
three of whom Emirates has been using the
engine the longest and Korean the shortest
has been 99.9 per cent. Other customers include
Etihad, Qatar Airways and Transaero Airlines, all
of whom were still to receive their first A380s at
the time of writing (December 2013).
While Rolls-Royce Trent 900s power another
60 in-service A380s, EA claims to be the market
leader due to its 55 per cent share of engines ordered. At present, that share is largely down to
Emirates, which has ordered 90 GP7200-powered A380s, though the Dubai-based carrier is to
open up competition between Rolls and EA for
the engines for the additional 50 A380s it ordered
in late 2013.
Development
Following the lead of other successful engine
partnerships such as CFM International and IAE
International Aero Engines, which made the
AFI doesnt consider that the GP7200s early years have been any more difficult than those of other new engines.
Ongoing upgrades
Improvements to fuel burn have been made
possible by an ongoing campaign to remove
weight from the engine. For instance, GKN
Aerospace Engine Systems redesigned the turbine exhaust case to improve the load path between exhaust case mount lugs and the struts,
reducing the weight of the engine by more than
50lbs. Also, when engineers realised that certain
bleed fairings could be removed without affecting LPC stall line capability, another 16lbs came
off. The diet continued with the introduction of
lighter struts and a new LPT shaft, resulting in
an engine that is now 200lbs (91kg) lighter than
its original incarnation, saving 800lbs of weight
per A380.
There have been durability and other performance enhancements, too, such as those announced by EA in 2012 when the GP7200 had hit
one million flight hours. Aside from the weight
reductions above, these included upgrades to
surface finishes in the HPC, better HPT sealing,
and optimised engine clearances.
Technical hiccups
While the GP7200 has experienced nothing
as dramatic as the uncontained engine failure
that ripped apart a Trent 900 on an airborne
Qantas A380 in 2010, the engine has had its problems, including an in-flight shutdown in 2012
over Australia on an Emirates Sydney-Dubai serv-
AFI aims to achieve full capabilities on the GP7200 by the end of 2014.
ice. As a result the Federal Aviation Administration (FAA) issued a February 2013 airworthiness
directive (AD) for an on-wing inspection of HPT
stage 2 nozzles in GP7200 engines manufactured
before 2010, when EA redesigned the stage 2 nozzle to improve cooling. Based on the nozzle condition, operators may need to replace it with the
latest stage 2 nozzle configuration designed in
2010 or repeat the inspection at specified intervals, an EA spokesperson says.
Air France has been operating the GP7200 since
November 2009 so will be less affected by the
above issue than Emirates, which owns some of the
earliest GP7200 engines. We are in a good position
to have a reduced impact of what has been experienced by Emirates, confirms Jos Marie Louis,
SVP engines at Air France Industries KLM Engineering & Maintenance (AFI KLM E&M). Contrary to the GE90-115, we are not the fleet leader
[on the GP7200] so we see in advance what is happening and we get some benefit from EA taking
some actions and doing some monitoring, some
borescoping and some quick turns in order to prevent the same thing happening on other engines.
with my customers I would be very happy because this engine would provide some work!
Maintenance
About 80 per cent of the GP7200 order-book
is covered by EA fleet management aftermarket
agreements. Maintenance of the engine is on condition, with first restoration shop visits recommended after 3,000 to 3,500 cycles. The main
centre for engine overhauls is the GE Wales facility
in Cardiff, though EA is also working with operators to establish a network of quick turn maintenance lines at Air France, Emirates and Korean Air.
AFI performs GP7200 work at its CRMA facility in Paris, where it started doing certain component repairs about four years ago, both for Air
France and other operators. Generally, people
start with overhaul and then do some repair activities, but for the GP7200 it was the other way
round: we started by developing repairs as we
had to feed into and answer requests from the
network, Louis says.
At the end of 2013, CRMA was still the unique
source for GP7200 combustor chamber and turbine centre frame repairs, though it was still to
receive any major components from Air France.
We have worked for OEMs before as subcontractors for repairs, but we have never been the primary source for them, as is the case for the
GP7200, comments Louis.
The goal of taking on such responsibilities is
for AFI to achieve full capabilities on the engine
by the end of 2014. The first restoration shop visits for Air Frances engines are supposed to occur
Aerospace fasteners
meeting new demands
Already wide, the range of fasteners for aerospace applications continues to grow as manufacturers
develop new drive systems and respond to the demands of composite structures. Bernard Fitzsimons
reports.
Monogram Aerospace Fasteners, which pioneered the blind bolt, developed the ComposiLok with a large blind side bearing area to
distribute bearing loads over a wide area and
avoid damaging the composite material, while
enabling the fastener to impart very high clamp
loads. More recently Monogram introduced the
Mechani-Lok blind bolt with a corrosion resistant stainless steel body and titanium alloy core
as a fastener for primary structures in both laminated composites and high-strength metal alloys. To minimise installation errors it uses a
disposable drive nut.
Many established fastener manufacturers
have been taken over by bigger names, following
the broader trend toward aerospace industry
consolidation. Like its rivals, the biggest name in
the business, Alcoa Fastening Systems (AFS) has
pursued growth by acquisition in recent years.
Since acquiring Huck Fasteners in 2000, it has
added Fairchild Fasteners, locknut specialist Republic Fastener Manufacturing, Van Petty Manufacturing and the UKs Linread to its portfolio.
Today, AFS produces more than 1.5 million active
part numbers and delivers well over a billion
parts to aerospace customers each year.
The result, according to Salim Gulamany,
head of global supply chain solutions, is that AFS
is now more solution provider than supplier.
This year AFS will ship over half a billion dollars
in revenue through our supply chain programmes, he says. Managed through logistics
centres in Simi Valley, California and Aichach,
Germany, they include min/max, vendor managed inventory (VMI) and forecast call-up capacity programmes.
We manage tens of thousands of parts numbers, adds Gulamany. We ship tens of millions
of pieces every year on dozens of contracts, and
we ship to anywhere between one and 30 cus-
www.mro-network.com
formance and low access. It also allows for interference fit installation without causing damage
to the composite structure, and addresses lightning protection.
According to LISI Aerospace, the fastener
accounts for only around 20 per cent of the
total cost of an aircraft assembly, with tooling,
jigs, man-hours and other costs making up the
rest. To streamline the installation process the
company has developed the Aster five lobe
driving system, which makes it possible to
apply more sustained torque to the fastener
than conventional hex recesses. The Aster driving system can also be used in place of conventional hexagonal bits on fastener installation
robots.
Family-owned Ateliers de la Haute-Garonne
(AHG), meanwhile, has been making aerospace
rivets since 1950, first for Dassault, then for Airbus and subsequently for Boeing too. Since 2000
it has diversified into threaded fasteners, including bolts, screws and aluminium lockbolts: in
2012 the companys factories in Toulouse and
Morocco forged 650 tonnes of material and
turned out around 1.5 billion items, including 45
million screws.
Daily production includes seven million
solid rivets, representing more than 30,000 different references and including the FybrComp
and FybrFast solid rivets for composite applications. Made of titanium or A-286 stainless
steel and installed using existing riveting tools,
FybrComp offers controlled radial shank expansion while ensuing no delamination on the
bulb side.
The flush head Fybrfast has an annular
groove on the shank of the rivet to prevent delamination of composite materials surrounding
the area of deformation. Fybrfast also has a
greater grip length range than traditional solid
rivets and can be used for assemblies requiring
both a flush head and a flush tail. For blind fastening, AHG has developed the Fybrflush blind
bolt with a large blind bulb for composite applications.
New drive
Consolidation means fewer, bigger players,
says Mike Mowins, president of threaded fas-
TORQ Super was developed to solve the problems with 12 point and hex-head fasteners, he
says specifically, their relatively heavy weight
and the fact that their heads offer limited contact
with the sockets that drive them.
The solution involved applying the concept of
the MORTORQ internal recess, which was developed as a replacement for earlier drive systems
such as Torq-Set and Tri-Wing. Designed to
solve problems of effective torque transmission in
fasteners with low profile or 100-degree flush
heads, MORTORQ uses a patented, curved recess
that ensures full mating of the contact surface between driving tool and recess when torque is applied.
It was chosen as the floorboard fastener for
the 787 and its applications are growing, Mowins
says: It has wide usage now at Rolls-Royce and
weve just finished a first round of new titanium
internal MORTORQ fasteners for use on the
XWB engine thats going to power the A350.
Other applications include the Lockheed C-5M
Galaxy modernisation programme, the MBDA
Meteor missile and fuel access panels on newly
overhauled Fokker airliners.
In the course of Phillips work with RollsRoyce, he says, we talked to them about developing an external drive system to replace 12 point
bi-hex heads fasteners that are typically larger
in diameter than what we had been used to dealing with. The main aim was to save weight. If we
can take weight out of the aircraft by replacing
the 12 point or hex head bolts on the airframe,
that has a significant impact on the cost of fuel
that the airline has to buy, says Mowins.
A lower profile drive system that provides
greater contact area on the removal side is also
optimised for servicing and maintainability, he
notes. That is key for the airline operator but
also key at the end of life of the airframe so that
it can be easily disassembled and parts that can
be recycled can be easily moved off into that
green stream. The weight saving has also attracted automotive industry users.
As well as the MORTORQ, Phillips has developed the MORTORQ Super for industrial applications. In an aerospace fastener application you
always want the driving tool to be slightly weaker
than the ultimate strength of the recess, he explains. If you have a panel which is attached to
the aircraft and you have to get it out, which
would you rather fail, the driving tool that youre
trying to use to remove the fastener, or the recess
in the head of the fastener, which means you
have to drill it out? Obviously youre going to
want to fail the tool because you can always take
another out of the toolbox, heat the area around
the fastener, spray it with some penetrating oil,
tap it with a hammer to relieve the corrosion or
whatever, then try to remove it a second time
with a new tool.
In the industrial world, by contrast, maintainability is less of an issue: instead, the desire
is to avoid stopping the production line to
change the driving tool, so it is of upmost importance for the driving tool to last as long as
possible.
Phillips response was to take the original
MORTORQ concept, truncate the wings and increase the core diameter slightly to make the driving tool stronger: That became our MORTORQ
Super, says Mowins. The design has found widespread applications, not only in the automotive
world but in the micro-screw range as well.
The next step was to take the greater torque
capability and truncated lobe design and reverse
the concept, so that the driver bit became the
head of the bolt and the socket and the screw
became the driving socket on the outside of the
head. It wasnt a great leap, Mowins comments,
but we went from a four-lobe internal to a six
lobe external and actually came up with a better
design, one that is more easily forgeable.
Companies that actually make the aircraft
and automotive bolts found the design easier to
forge than fasteners such as the 12 point bi-hex,
because those heads have to be extruded a long
way to achieve the tall head height needed to
provide enough torque in the narrow contact
areas to drive the bolt. Because we have such
great contact area in the MORTORQ Super, we
dont have to have as tall a head, and hence its
easier to forge, concludes Mowins.
INFORMATION TECHNOLOGY
Lean manufacturing
and business wide
information systems
A
INFORMATION TECHNOLOGY
Aerospace manufacturers like Boeing have embraced the lean methodology and its ethos.
G Sales orders;
G Shipping.
uses it for production planning to ensure excessive stock is not held and waste reduced.
Sales orders
The sales order process is the trigger for everything else in the manufacturing cycle, so it has to
be right. Promises made at this point can make or
break relationships in the long-term, for example,
if delivery dates are given that do not reflect the existing production schedule. Giving sales teams access to the production schedule makes those
predictions more accurate if the whole sales
process is part of the same ERP system. But its not
just about lead times, customers want accurate
quotes quickly, and to be able to talk about discounts and bespoke elements of their orders with
one person. ERP can enable this by embedding
business rules into the sales process, so that sales
teams can offer discounts to a threshold, and where
appropriate, influence the production schedule.
This makes the sales process faster, more accurate,
and therefore more likely to lead to happy customers placing orders a foundation on which
long-term relationships can be built.
Shipping
Shipping is the end goal of any production
process, and it should mean that all tasks preceding it have been completed it is the endpoint
for their efforts. However it is all too easy to assume that a product should be shipped once ready
when there may be other influences over whether
that shipment should proceed, for example, if a
supplier has alerted you to a component fault or a
customer has requested stock is not to be delivered before a certain date. These and many other
controls such as customer account credit checks
can be automated through business rules in an
ERP system to ensure high customer satisfaction
and a reduced risk to the manufacturer.
Airbus
Rolls-Royce
2013-15-13
Boeing
2013-15-17
Boeing
737 series
2013-15-18S
Lockheed Martin
L-1011
2013-16-23
Rolls-Royce
RB211
2013-16-24S
Boeing
747
2013-16-25
Bombardier
2013-16-26
Airbus
2013-17-03
Airbus
2013-17-05
Bombardier
CL600
2013-17-09
Airbus
Biweekly 2013-19
2013-17-06
Fokker Services
2013-17-07
General Electric
GE90
2013-17-08S
Boeing
747 series
2013-18-02
Boeing
767 series
2013-18-09
Honeywell ASCa
2013-19-02
Airbus
A330
Biweekly 2013-20
2013-18-08S
Boeing
2013-19-03
Boeing
737 NG
2013-19-04
Boeing
737 NG
2013-19-08
Boeing
2013-19-09
Airbus
2013-19-13
Boeing
747 series
2013-19-15
Boeing
747 series
2013-19-17C
Rolls-Royce
RB211
2013-19-18
2013-19-20
Rolls-Royce
Boeing
RB211
DC-10-10 and MD-10-10F
2013-19-21S
Rolls-Royce
RB211
2013-19-22
Boeing
717-200
Boeing
737 series
2013-20-09
Bombardier
2013-20-12
Boeing
Note:
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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