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In my opinion: AFI
president Franck Terner
Electronic fight bags:
A tablet transformation?
New solutions for
landing gear MRO
Delivery and deadlines
supply chain logistics
April - May 2012 Issue 117
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EDITOR
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ASSISTANT EDITOR
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EDITORIAL CONTRIBUTORS
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Front cover image courtesy of AFI KLM E&M
Patrick Delapierre
CONTENTS
April - May 2012 Issue: 117
NEWS UPDATE
4. A round-up of the latest news,
contracts, products and people
movements.
INDUSTRY FOCUS
16. In my opinion:
Frank Terner, president,
Air France Industries
What are the reasons behind the com-
panys success, how is the MRO market
changing, and where does AFI KLM
E&Ms future strategy lie? Jason Holland
asks the questions.
TECHNOLOGY
& INNOVATION
22. Using advanced composites
in aero engines
The increased use of carbon-fibre compos-
ite materials in large commercial aircraft is
well-known, but there could be an even
more revolutionary movement towards
composites in aero engines, reports Chris
Kjelgaard.
48. Overhead aircraft handling
during maintenance events
CTI Systems says it has developed an
innovative solution for overhead aircraft
handling during maintenance and test
procedures.
50. Supply chain logistics
Logistics services are the lifeblood of the
aviation industry, but Joanne Perry discov-
ers that service providers face increasing
time and cost pressures and must imple-
ment integrated IT solutions to cope with
future demand.
58. Component maintenance
The sheer variety of parts on modern air-
craft means that component repair is one
of the trickier capabilities for
maintenance providers to master, says
Alex Derber.
ENGINEERING &
MAINTENANCE
40. Landing gear MRO
What is required to keep landing gear
serviceable and how will maintenance be
impacted by new materials and technolo-
gies such as titanium, composites and
HVOF? Joanne Perry reports.
DATA & DIRECTIVES
70. Industry data: Airbus A320
family
78. FAA AD biweekly summary
listings
INFORMATION
TECHNOLOGY
64. Essential Flying Buddy
the EFB is here to stay
The industry for electronic flight bags
(EFBs) has long been a sleeping giant.
After two decades of limited commer-
cial use, finds Nick Rice, IT innovation
in EFB software and hardware is finally
waking the giant from his slumber.
32. Super sensing: Air data systems
Most air data systems today are digital solu-
tions, as the role of the eyes and ears of an
aircraft continues to expand.
Boeing strong
Lufthansa Technik services for Boeing. Never change a winning team! Over 50 years ago, Lufthansa
started into the jet age with a Boeing. Since then, weve been providing full technical support for Boeing air-
craft, engines and components. With the latest addition being the 747-8 Intercontinental. Lufthansa Technik
and Boeing a partnership with a long tradition and a bright future.
Lufthansa Technik AG, Marketing & Sales
E-mail: marketing.sales@lht.dlh.de
www.lufthansa-technik.com/747-8
Call us: +49-40-5070-5553
More mobility for the world
since 1960.
Launch customer 747-8 Intercontinental
NEWS UPDATE
4 S Aircraft Technology - Issue 117 S
Rolls-Royces Trent XWB engine com-
pleted a successful first flight on an
A380 flying testbed. The flight began
at the Airbus facilities in Toulouse,
France, and lasted more than five
hours, covering a range of power set-
tings at altitudes of up to 43,000ft.
Sabena technics completed its first
modification for Phoenix Aircraft
Leasing, based in Singapore. The work
on an A310 was conducted at the
Sabena technics facility in Bordeaux,
France, and included livery painting.
Lufthansa Technik has ordered one of
CTT Systems Cair humidifiers to
install on a new VIP BBJ747-8 air-
craft. The Cair system provides
humidification of dry aircraft cabins
without causing condensation.
The heat treatment division of UK-
based Keighley Laboratories has been
certified to the AS9100 revision C
standard, the quality management
system for the aviation, space and
defence industries.
Prime Air has announced that it has
received AS9100-C certification.
Achieved in October 2011, the certifi-
cation was awarded following an
audit by Intertek.
Safety equipment repair station HRD
Aero Systems has expanded its use of
Component Controls Quantum
Control MRO and logistics software.
Prime Air Europe has achieved AS9120-
2009 Rev A standard accreditation, the
highest level of certification available
for aerospace distributors.
European airline group OLT is to
deploy Commsofts OASES mainte-
nance management software across
its entire fleet following its recent
mergers with Polish carriers Yes
Airways and Jet Air.
Non-electric floorpath marking sys-
tem Guideline ColourFit from
Lufthansa Technik has now been cer-
tified for 777 and 747-8 aircraft.
Airbus said the main and nose landing
gear test bench for the A350 XWB is
ready for service at its facility in
Filton, UK.
NEWS UPDATE
INBRIEF NEWS HIGHLIGHTS
BOEING REVEALS 737 MAX DESIGN DETAILS
After months of deliberations, Boeing has revealed details of a number of design decisions it
has made on the 737 MAX including how it will accommodate the larger engines being used.
An eight-inch nose gear extension will lift the aircraft so that the larger engine fan of the CFM
International LEAP-1B engines is able to fit whilst maintaining a similar ground clearance to
todays 737. A new pylon and strut has also been agreed on, and the engines will be integrated
with the wing similar to the aerodynamic lines of the 787 Dreamliner engine with its wing.
As has been speculated, the manufacturer said it was considering a revision to the wing tips
on the MAX, with wind tunnel tests currently taking place but chief project engineer
Michael Teal insisted any new technology would have to show substantial benefits and pres-
ent minimal risks.
Other confirmed design improvements include aft body aerodynamic improvements such as
the tail cone being extended and the section above the elevator thickened to improve steadi-
ness of air flow. Boeing says this eliminates the need for vortex generators on the tail, resulting
in less drag.
Meanwhile, the flight controls will include fly-by-wire spoilers rather than a mechanical sys-
tem, thus saving weight. Boeing says an electronic bleed air system will allow for increased
optimisation of the cabin pressurisation and ice protection systems, resulting in better fuel
burn.
Finally, the manufacturer said it intends to strengthen the main landing gear, wing and fuse-
lage to accommodate the increase in loads due to the larger engines.
Beverly Wyse, VP and GM of the 737 programme, says the new aircraft is now on-track to
deliver substantial fuel-savings to customers starting in 2017. The final design configuration
should be complete by mid-2013 and further announcements and amendments are expected;
in the meantime Boeing will continue to conduct aerodynamic, engine and aircraft trade stud-
ies.
Up here, every advantage counts.
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Material Services Fleet Services Flight Services Information Services
NEWS UPDATE
6 S Aircraft Technology - Issue 117 S
Precision Aviation Group has gone
live with the Pentagon 2000SQL sys-
tem across multiple business units.
Air traffic control service provider
NATS has selected SITA and Egis
through its subsidiary Egis Avia to
provide it with a data link front-end
processor and Pro-ATN routers.
Russian MRO provider Engineering
LLC has announced it will acquire Epic
Aircraft, the privately-owned aviation
company that specialises in kit aircraft.
Qatar Airways corporate jet division,
Qatar Executive, based at Doha
International Airport, has been named
by Bombardier Aerospace as a line
maintenance facility for its Challenger
300, Challenger 604, Challenger 605
jets and its Global business jets.
Boeing completed flight testing for
the GEnx-powered 787 Dreamliner.
The final flight test was conducted in
February 2012.
Dunlop Aircraft Tyres has struck a
strategic deal with Triplett Aerospace
which will see the Houston-based
company storing and distributing
Dunlop tyres for both narrowbody
and widebody aircraft in the US.
TUG Technologies has signed a deal to
incorporate Corvus Energys lithium
technology into its portfolio of
ground support equipment products.
Indian airline Jet Airways has signed a
lease agreement with WheelTug to
install the companys Aircraft Drive
System on its 737NG aircraft.
Ancra International is to provide
Turkish Airlines with an additional
three A330-200F Integrated Main
Deck Cargo Loading Systems, bring-
ing the total number of orders from
the carrier to five.
Czech Airlines Technics has signed
PDQ Airspares to market in excess of
18,000 stock-lines from its surplus
material.
The structural assembly of the first
A350 XWB aft fuselage has been
completed at Airbus manufacturing
site in Hamburg.
NEWS UPDATE
INBRIEF NEWS HIGHLIGHTS
CSERIES, C919 TO SHARE COMMON COCKPIT
Bombardier and COMAC are to collaborate on four projects which seek to develop commonal-
ities between their respective CSeries and C919 aircraft. This includes exploring common
aspects of crew interfaces in the cockpits of the two aircraft, with COMAC modelling its cockpit
after the CSeries.
The other initiatives involve the electrical system with both companies agreeing deals with
Hamilton Sundstrand; the development of aluminium-lithium standards and specifications;
and areas of customer services in terms of technical publications and co-location of teams. All
four projects are expected to be completed over the next 12 months and in conjunction with the
C919 aircraft development schedule.
The two manufacturers signed a broad exploratory framework agreement of co-operation on
March 24 last year. These four projects represent the first phase of what is intended to be a
longer term relationship.
By developing strong ties with COMAC, Bombardier will surely be hoping to establish more of
a presence in China and ultimately sell more of its CSeries aircraft there. The C919 is larger
than the CSeries, so operators could easily have both aircraft types in their fleets and the
more commonalities there are between the two, the more potential cost savings there are to be
realised. With a common cockpit, for example, an operator could use the same pilot training
for both aircraft. The CSeries is currently scheduled to enter service in late 2013, while the C919
is set to debut in 2016.
FOUR LESSORS SIGN UP TO CFM TRUENGINE PROGRAMME
International Lease Finance, CIT, AerSale, and GE Capital Aviation Services have signed an
agreement with CFM International to include their engines in the manufacturers TRUEngine
programme. CFM says the programme serves as a method for identifying engines that have
been maintained in accordance with CFM-issued recommendations, thus allowing easy evalu-
ation of engine value and re-marketability.
TAT GROUP CHANGES BYLAWS GOVERNING SABENA TECHNICS
Sabena technics has become a limited liability company with a board of directors, after its par-
ent company TAT Group changed the by-laws governing it. TAT Group changed the structure
of Sabena technics by transforming it from a limited liability company with executive and
supervisory boards into a limited liability company with a board of directors.
BOEING TO USE ULTRAMAIN SOFTWARE
Boeing is to provide Ultramain Systems efbTechLogs software in support of its Electronic
LogBook offering. Ultramains software replaces the traditional paper technical log with a fully
electronic log that operates on electronic flight bag (EFB) hardware located onboard aircraft.
The company said the agreement would accelerate the automation of defect reporting, increas-
ing flight safety and reducing maintenance delays.
Our work... flies with you.
Put your components in our hands. Because at Iberia Maintenance we have the capacity
to overhaul and repair over 7,000 kits per year and we know how to care for everything down to the
tiniest detail, so your aircraft will operate faultlessly. But we really like to go that bit further:
we want to take you further, because our work... flies with you.
IBERIA MAINTENANCE Commercial & Development Direction. Madrid - Barajas Airport, La Muoza. 28042 Madrid, Spain.
Phone: +34 91 587 49 71 / Fax: +34 91 587 49 91. E-mail: maintenance@iberia.es
www.iberiamaintenance.com
NEWS UPDATE
8 S Aircraft Technology - Issue 117 S
TAM MRO has been certified by Brazils
National Civil Aviation Agency ANAC to
provide maintenance services on ATR-
72 aircraft with Brazilian registration.
GE has approved Jet Aviation St.
Louis, in Missouri, as an authorised
service centre for CF34 engines pow-
ering business aircraft.
The European Safety Agency has
granted a supplemental type certifi-
cate to Aviation Partners for its high
Mach blended winglets on Falcon 900
series aircraft.
OASES software from Commsoft has
gone live on nine Airbus aircraft oper-
ated by Hi Fly of Portugal.
Airbus has renewed its Total
Component Support contract with
Lufthansa Technik for services cover-
ing A300-600 ST Beluga aircraft.
Bombardier Aerospace has inaugu-
rated its new office in Shanghai,
which will become home to the com-
mercial aircraft teams working with
the Commercial Aircraft Corporation
of China.
PATS Aircraft Systems has ordered CTTs
Cair system to be installed on one of its
VVIP BBJ3 narrowbody aircraft.
ATR has opened a new training centre
for pilots and maintenance technicians
in Johannesburg. The company said
the centre would support the growing
number of ATR aircraft in Africa and
its associated development potential.
Asco Industries has successfully deliv-
ered the first ship set for the new
A350XWB-900 aircraft to Airbus
Bremen. The work package includes
44 subassemblies and will equip the
first prototype of the A350XWB-900.
Aeroconseil, a subsidiary of AKKA
Technologies Group, has signed a deal
with Presagis to make use of its simula-
tion and embedded graphics software.
Flying Colours of Canada is set to
deliver three Challenger 850 jets to
customers in the Asian region. Each
aircraft was completed at the com-
panys facilities in Canada and the US
over a period of eight months.
NEWS UPDATE
INBRIEF
AEROSPACE INDUSTRY UNITES UNDER
SUSTAINABILITY BANNER
There are times to compete and there are times to co-operate, said Boeing president and CEO
Jim Albaugh of a newly-signed memorandum of understanding between his company, Airbus,
and Embraer to work together on the development of drop-in, affordable aviation biofuels.
The manufacturers agreed they would seek collaborative opportunities to speak in unity to
government, biofuel producers, and other key stakeholders to support, promote and acceler-
ate the availability of sustainable new jet fuel sources. Albaugh commented: Two of the
biggest threats to our industry are the price of oil and the impact of commercial air travel on
our environment. By working [together], we can accelerate their availability and reduce our
industrys impacts on the planet we share.
The aviation industry has already committed to an ambitious 2020 goal of achieving carbon-
neutral growth. Airbus president and CEO Tom Enders said the production and use of sus-
tainable quantities of aviation biofuels would be central to meeting such self-imposed targets.
The three companies accept that working together will achieve results much quicker than if
they embarked on individual agendas; a common sense approach borne out of both financial
and social necessity.
The agreement was signed at the Aviation and Environment Summit in Geneva, where leaders
from 16 global aviation companies and organisations also signed a declaration as a show of
unity on the issue of sustainable development. It reminds world governments of the vital role
the sector plays in economic growth, providing jobs whilst taking its environmental responsi-
bilities seriously.
NEWS HIGHLIGHTS
GE TESTS NANOTEXTURED ANTIICING SOLUTION
GE Global Research has released new findings relating to the nanotextured anti-icing surfaces
which the company is developing. The surfaces have been found to significantly delay ice for-
mation in simulated atmospheric icing conditions, as well as reducing ice adhesion. Azar
Alizadeh, materials scientist, GE Global Research, believes the technology could one day
reduce and possibly even eliminate the need for existing anti-icing measures.
MARILAKE ENHANCES 737 SUPPORT AND APPROVALS
Marilake Aerosystems, which specialises in avionics and instrument repair, has added a range
of 737 avionics and instruments for exchange, sale or lease as part of its improved workshop
services. The company has also converted to AS9100 Revision C & BS EN ISO 9001:2008
approvals for its post design services, cockpit instrumentation/avionics repair and overhaul
services and cabin display systems. The move is in advance of the deadline set for all organisa-
tions operating within AS9100 to reach this enhanced standard.
NEWS UPDATE
9 S Aircraft Technology - Issue 117 S
Boeing has been awarded an
amended type certificate from the
Federal Aviation Administration for
its 787-8 Dreamliners equipped with
General Electric GEnx engines.
Noveko has delivered its first air fil-
ters to Air Transat to equip the
Canadian airlines entire A330 fleet.
The Noveko-IDP filters act by purify-
ing recirculated air throughout the
aircraft cabin.
Florida-based STS Component
Solutions has opened a new office in
the UK to support its growing presence
in Europe, Africa, and the Middle East.
Dallas Airmotive, part of BBA
Aviation, has announced that its
Singapore Regional Turbine Center
has received its operating certificate
from the countrys Civil Aviation
Authority.
Cessna and Aviation Industry
Corporation of China have signed two
strategic agreements to jointly
develop general and business avia-
tion in the Peoples Republic of China.
Direct Maintenance has commenced a
support programme for the Trent-
powered 777-200 operations of
Malaysia Airlines at Amsterdam
Schiphol Airport.
Northwest Aerospace Technologies is
assisting British Airways with its first-
class cabin retrofit programme for
777-200 and 747-400 aircraft.
Jet Aviation Hong Kong has added
interior refurbishment capabilities to
its maintenance facility, with the open-
ing of a new workshop in Tsuen Wan.
GE Aviation has named Aero-Dienst
as an authorised service centre for its
CF34-3 engine, which powers the
Bombardier Challenger 600 series.
Gama Group has acquired Ronaldson
Airmotive, the Oxford-based engine
and components overhaul company.
The Civil Aviation Maintenance
Association of China (CAMAC) has cer-
tified Guangzhou Aircraft
Maintenance Engineering Company as
a civil aircraft parts distributor.
INBRIEF
AEROINV.COM CONSOLIDATES $150M INVENTORY
Aftermarket aircraft parts company aeroinv.com says it has successfully consolidated an inven-
tory of aircraft component parts worth in excess of $150m in its first six months of trading. The
company has also processed and shipped more than 140,000 individual component parts from
its central distribution hub in Singapore. Collin Trupp, CEO of aeroinv.com, says the company
is firmly onto the front foot to achieve its target of becoming the leading aftermarket sup-
plier of non-rotable parts within the next 24 months.
TAM MRO JOINS AIRBUS NETWORK
TAM MRO, which currently provides services for the A320 and A330/A340 families throughout
South America, has become the newest member of the Airbus MRO Network. The Airbus MRO
Network is designed to provide customers with a worldwide choice of competitive, high-quality
maintenance services from MRO providers with Airbus aircraft experience.
EVERGREEN RENAMED MARANA AEROSPACE SOLUTIONS
Evergreen Maintenance Center has been officially renamed Marana Aerospace Solutions. The
company was acquired by Relativity Capital in 2011, and offers maintenance, repair, painting,
storage and end-of-life services. Its 460-acre facility is located at Pinal Air Park in Marana,
Arizona.
AEROMECHANICAL AWARDED FIRST AFIRS 228 ACTIVATION STC
AeroMechanical Services, under its FLYHT brand name, has received its first activation
Supplemental Type Certificate (STC) for the Automated Flight Information Reporting System
(AFIRS) 228 on a Bombardier CRJ-900 Series aircraft.
NEWS HIGHLIGHTS
RECARO TO BUILD CHINA PRODUCTION
FACILITY
Recaro Aircraft Seating is to build a new production facility in Qingdao, China. The company,
which has signed an investment agreement with Chinese authorities, says it will be the first
international aircraft seat supplier in China to manufacture seats for the local market. The first
aircraft seats will be supplied to customers in China as early as 2013.
NEWS UPDATE
10 S Aircraft Technology - Issue 117 S
AFI KLM E&M ANNOUNCES CONTRACTS
AFI KLM Engineering & Maintenance (E&M) has received two new maintenance and compo-
nent support contracts from Atlas Air and National Airlines. Atlas Air has signed AFI KLM
E&M to provide component support for its fleet of 747-400s, including repairs and general
component overhauls on a flight-hour basis. Meanwhile, National Airlines has signed AFI KLM
E&M to a multiple-year contract to provide maintenance services for the CF6-80C2 engines
equipping its fleet of 747-400Fs. In addition to engine maintenance, the agreement also
includes the leasing of aircraft engines to ensure availability of National Airlines aircraft during
shop visits.
L3 TO ACQUIRE THALES CIVIL AIRCRAFT SIMULATION BUSINESS
L-3 Communications has entered into an agreement to acquire the assets of Thales Training &
Simulations civil aircraft simulation and training business. The purchase price is $132m. Based
in the UK, the business has an installed base of more than 540 simulators. L-3 anticipates that
the acquisition will be completed in the summer of 2012, subject to customary closing condi-
tions and regulatory approvals. Pending the successful completion of the transaction, Thales
Training & Simulation will be integrated into the L-3 Link Simulation & Training organisation,
part of L-3s electronic systems group.
NTSB CALLS FOR OVERHAUL ON PSU DESIGN AND TESTING
The US National Transportation Safety Board (NTSB) has called on the FAA to modify the cur-
rent design and test requirements related to passenger service units (PSUs) and seatbelts, which
it has deemed a safety hazard. The request has come in response to a number of survivable
accidents in which overhead bins and PSUs on 737NG aircraft became separated from their
attachments during the accident sequences, likely increasing the number of reported occupant
injuries, particularly injuries to the head and face. The NTSB has also called for the FAA to
develop test criteria and performance measures for the negative-g straps that are part of flight
deck seats, and to replace Ipeco-built strap attachment brackets with stronger brackets.
TUI to use Boeings Toolbox
TUI Travel has purchased Boeings
Maintenance Performance Toolbox for
use on its fleet of 737-800, 737 Classic,
757-200, 767-300ER and 747-400 air-
craft. TUIs five-year subscription will
include library, systems, authoring and
tasks modules. We anticipate improv-
ing our maintenance operation effi-
ciencies through better tracking of line
maintenance records and up-to-the-
moment technical information, said
Jason Mahoney, technical director,
Thomson Airways.
Pemco files for bankruptcy
Pemco World Air Services has filed for
chapter 11 bankruptcy protection. The
company says a slowdown in demand
for aircraft conversions has forced it to
look for alternatives. Pemco, which
provides MRO services for both wide-
body and narrowbody aircraft and
regional jets, said it was also consider-
ing a closure at its facility in Dothan,
Alabama.
SIAEC and Panasonic launch
IFEC repair centre
SIA Engineering Company (SIAEC)
and Panasonic Avionics Corporation
have opened a facility in Singapore for
the maintenance of Panasonic in-flight
entertainment and communications
(IFEC). Panasonic Avionics Services
Singapore will provide IFEC checks
during aircraft transits at Changi
Airport as well as component repair
services. SIAEC has a 42.5 per cent
share of the JV, while Panasonic has
57.5 per cent.
CAE and APS launch web-
based LOC-I training tool
CAE and Aviation Performance
Solutions (APS) have launched a new
web-based tool designed to help stan-
dardise full-flight simulator (FFS)
instructor knowledge for loss of con-
trol in-flight (LOC-I). LOC-I is
defined as flight that occurs outside of
the normal flight envelope in which
the pilot is unable to control the air-
craft. Lou Nemeth, CAEs chief safety
officer, said: The objective is to pro-
vide an analysis tool for pilots and
instructors to recognise the condi-
tions contributing to an LOC-I upset
situation and a fundamental core
strategy for recovering control and
flying the airplane.
NEWS HIGHLIGHTS
GE CELEBRATES 1,000TH GE90
GE Aviation has completed the 1,000th GE90 engine at its facility in Peebles, Ohio, eight years
after the type entered into service with Air France. Total orders are over 1,500 for the engine,
which powers 777-300ERs, 777-200LRs and 777 freighters. GE says 2011 was the most successful
year yet for the GE90-115B, which accrued commitments for 400 engines, including a large
order from Emirates Airline. The manufacturer says production levels continue to increase and
that 180 engines will be produced this year, 10 more than last year. A backlog of 800 engines
will be delivered over the next four years.
NEWS UPDATE
11 S Aircraft Technology - Issue 117 S
AIRBUS TO PRODUCE 11 A330S EACH MONTH BY 2014
Airbus is expecting to boost its A330 production to 11 aircraft a month in 2Q 2014, so long as its
order book is not too adversely affected by the European Unions emissions trading scheme
(ETS). Currently, Airbus produces nine A330s each month and is on track to build 10 a month
next year. However, there is concern that the possible inclusion of Chinese airlines into the EU
ETS would result in a potential block on widebody aircraft deals by Beijing, which in turn
would upset these production rates. While an order for 10 A380s is attracting the most interest,
six A330 deliveries are also at risk next year and 19 more by the end of 2014, and parts produc-
tion of those is underway.
BOEING TO RELOCATE 7879 TAIL PRODUCTION OUT OF SEATTLE
Boeing has unveiled plans to move production of the horizontal tail of its 787-9 Dreamliners
from Seattle to Salt Lake City, and to Alenia Aermacchi in Italy, by late 2012. At the moment
Boeings centre in Seattle does the development work and initial production on the 787-9 hor-
izontal stabiliser. Boeing said the facility in Salt Lake City would deliver its first stabiliser in Q1
2013, while the date for the first delivery from Alenia is still being finalised.
GMR INAUGURATES MRO FACILITY AT HYDERABAD AIRPORT
Mas GMR Aerospace Engineering (MGAE) has officially inaugurated its new MRO facility at
Rajiv Gandhi International Airport in Hyderabad, India. MGAE a JV between Malaysian
Aerospace Engineering and GMR Hyderabad International Airport was formed to develop
an integrated, third party airframe MRO. The Indian MRO facility will provide full aircraft base
maintenance services and will cater to the maintenance needs of both regional and global air-
lines.
ST AEROSPACE TO ADD SIMULATOR CENTRE IN SINGAPORE
ST Aerospace has initiated a $26m expansion programme at Seletar Aerospace Park, Singapore.
The new additions will include a simulator centre, a VIP facility for air charter customers and
a general aviation hangar. The simulator centre will be situated on 23,100m
2
and cater to the
companys commercial pilot and technical training businesses. Equipment will include six full-
flight simulators and one fixed based simulator, plus computing facilities for air transport pilot
licence and entry level ground training. The centre is designed to comply with Singapores
newly legislated multi-crew pilot licence programme and will be ready to launch at the end of
2012.
NEWS HIGHLIGHTS
Boeing teams with COMAC
for Beijing technology centre
Boeing has signed a collaboration
agreement with Commercial Aircraft
Corporation of China (COMAC) to cre-
ate the Boeing-COMAC Aviation
Energy Conservation and Emissions
Reductions Technology Centre in
Beijing. Funded by both companies,
the centre will focus on research proj-
ects to increase commercial aviations
fuel efficiency and reduce greenhouse-
gas emissions. The new facility will be
located at COMACs Beijing Civil
Aircraft Technology Research Centre.
Nippon Carbon forms JV with
GE and Safran
Nippon Carbon Company, GE Aviation
and Safran are set to launch a joint ven-
ture (JV) to manufacture and sell sili-
con carbide (SiC) continuous fibre, or
Nicalon. The new JV, NGS Advanced
Fibers, will be headquartered in Chuo-
ku, Tokyo with facilities in Toyama-shi,
Toyama in Japan. Nippon Carbon will
have a 50 per cent share in the venture
while GE and Safran will each have a 25
per cent share. The ceramic fibre
Nicalon is an important material for
CFMs next generation of aircraft
engine components.
Kuehne + Nagel launch active
mobile sensing
Kuehne + Nagel has introduced active
wireless sensors which record and
transmit the temperature of pharma-
ceutical airfreight shipments through-
out the supply chain. The technology,
which was tested in collaboration with
airlines, makes use of low-emission
devices in order to comply with secu-
rity regulations. Launching the new
service will require the installation of
transmission equipment in the logis-
tics facilities of Kuehne + Nagel and its
airline partners, plus pre- and on-car-
riage vehicles.
Canadian North signs up to
AMOS
Canadian North has become the latest
airline to use AMOS, Swiss Aviation
Softwares (Swiss-AS) MRO manage-
ment software. Canadian North is the
second airline in the Americas region
to use the software since a dedicated
US office was set up through a partner-
ship deal between Swiss-AS and
Lufthansa Systems.
PANASONIC ACQUIRES MAJORITY STAKE IN AEROMOBILE
Panasonic Avionics has become the majority shareholder in AeroMobile Communications. The
transaction underscores Panasonics commitment to AeroMobiles eXPhone product, which it
says is a key element in its long-term in-flight connectivity and communications strategy.
The product allows passengers to use their mobile phones to make and receive voice calls and
SMS text messages in flight, along with data services such as emails. Telenor, which was previ-
ously AeroMobiles sole owner, remains the only other shareholder.
CFM TO PRODUCE 1,800 ENGINES A YEAR BY 2018
CFM International is expecting to produce about 1,800 current and next-generation engines by
2018, following a surge in demand for CFM56- and Leap-powered Airbus and Boeing aircraft.
The increase equates to a new engine rolling off the combined US and French assembly lines
every five hours at parent companies General Electric and Snecma. Engine deliveries are pre-
dicted to grow from 1,260 this year to 1,400 in 2012, 1,500 in 2013, and upwards of 1,600 in 2014.
The figures follow a record number of orders taken in 2011, for 1,500 CFM56s and commitments
for more than 3,050 Leap engines.
NEWS UPDATE NEWS UPDATE
INBRIEF
BOEING, EMBRAER TIEUP PART OF WIDER
DIPLOMACY BETWEEN US AND BRAZIL
Boeing and Embraer have signed a general agreement which will see them co-operate on oper-
ational efficiency, aircraft safety, and productivity. The tie-up between the two manufacturers
has inevitably led to speculation that a new single-aisle aircraft could be jointly developed in
the future.
For now, the companies simply noted that the agreement marked the establishment of an
important relationship. It is the second broad agreement between aircraft OEMs in recent
weeks after Bombardier and COMAC announced they were to collaborate on four separate proj-
ects in late March (see page 6).
Boeing and Embraer will initially seek to jointly investigate commercial aircraft features that
enhance safety and efficiency, while collaborating on research and technology programmes,
including sustainable aviation biofuels. The companies said they would also look at other areas
in which they can work together in the future.
The announcement coincided with the visit of Brazils president to the US and the signing of a
memorandum of understanding on an aviation partnership between the two countries. This
partnership would seek to expand and deepen co-operation between the two countries on civil
aviation, by facilitating the liaison between government agencies and increase private sector
co-operation and awareness, creating economic partnerships and promoting investments.
NEWS HIGHLIGHTS
There are lots of risky options in life.
Choosing the LEAP engine isnt one of them.
Emrise Corporation has received a
$1.2m order for electronic devices
and subsystems to be used in in-flight
entertainment and connectivity
(IFE&C) systems.
The Italian Civil Aviation Authority
(ENAC) has issued level D (JAR-FSTD
A) certification for the A320 family
full flight simulator at SuperJet
Internationals training centre in
Venice, Italy.
Charter airline CanJet has become
the first Canadian customer of
Boeings landing gear exchange pro-
gramme with a service contract cov-
ering 737-800 aircraft.
LOT Polish Airlines has signed Boeing
Shanghai to perform maintenance on
its fleet of 767-300s for the next two
years.
NEWS UPDATE
COLLAPSING AVEOS HITS OUT AT AIR CANADA
Canadian MRO provider Aveos, which has filed for bankruptcy protection, has blamed main
customer Air Canada for the loss of $16m revenue over the past two months. The company says
Air Canada reduced, deferred and cancelled maintenance work which Aveos was ready and able
to perform. The MRO says the last-minute offer from Air Canada, submitted on March 19 after
long-term negotiations, is not enough to rectify the situation and that restructuring will not be
possible under the Companies Creditors Arrangement Act (CCAA). Aveos has ceased
Canadian operations, terminated the employment of its employees across the country and
begun liquidating its assets.
THALES AND CETCA ESTABLISH JV FOR C919 IFE SYSTEM
Thales has entered into a joint venture (JV) with China Electronics Technology Avionics
(CETCA), focusing on the C919 aircraft being developed by Commercial Aircraft Corporation
China (COMAC). The centre of excellence will engage in research development, production,
adaptation and maintenance for the in-flight entertainment (IFE) market. The JV will support
the integration of the Thales TopSeries system in the C919 cabin. TopSeries will offer services
including interactive audio capability and in-seat, on-demand services; a future evolution of
the product is expected to offer Wi-Fi connectivity. The JV operations are due to begin in 3Q,
2012.
EIRTECH ADDS HANGARS IN CZECH REPUBLIC
Irish refinishing services company Eirtech Aviation has expanded into the Czech Republic with
two newly constructed hangars in Ostrava. Offices will also be completed at the new location,
as well as in Dublin, where hangar facilities include widebody capability. The companys engi-
neering and technical asset management services are based in Shannon.
NEWS HIGHLIGHTS
Airbus invests in environ-
mental R&D
Airbus is to invest 2bn in research and
development (R&D) in 2012, with the
company making a firm commitment
to the environment. The manufacturer
said 90 per cent of this budget would
be spent on initiatives beneficial to the
environment.
Sukhoi Superjet 100 awarded
EASA certificate
Sukhoi Civil Aircrafts Superjet 100 has
become the first Russian passenger air-
craft to be approved by the European
Aviation Safety Agency (EASA). The
SSJ100 (RRJ-95B) has been awarded the
EASA Type Certificate A-176, which
recognises that the aircraft complies
with EASAs airworthiness and environ-
mental requirements. The certification
means that European airlines and carri-
ers operating in countries that abide by
EASA regulations are now able to oper-
ate the aircraft in their fleets.
LEAP
*CFM, LEAP and the CFM logo are all trademarks of CFM International, a 50/50 joint company of Snecma (Safran Group) and GE.
Choosing CFM* to power the A320neo isnt just playing safe, its playing
smart. The CFM history of record-breaking reliability is legendary. Now,
the LEAP engine with its proven architecture and ground-breaking
technology, delivers 15% lower fuel consumption and 15% lower CO2
emissions than the engines it will replace. Dont jump into the unknown.
Leap into the future.Visit www.cfm56.com/leap
NEWS UPDATE
14 S Aircraft Technology - Issue 117 S
Facoms new E.316 series torque and angle
wrenches have been designed for functionality and
usability, and include an auto-test facility, which
means the wrench tests itself prior to use for
optimum accuracy. Users receive audible and visual
cues when torque is applied and the ability to store
nine preset values allows for staged tightening
procedures. The range is able to withstand
intensive use and will maintain calibration for both
torque and angles to +/- 2%, is resistant to
workshop chemicals, offers USB computer link-up
to download data and preset values.
* Visit our booth at AP&M Europe (F1) for a chance to
win this product.
Abu Dhabi Aircraft Technologies and SR
Technics both part of the Mubadala Aerospace
MRO network have signed BAE Systems to
provide repair services and component support for
their flight critical controls, cabin and cockpit
systems portfolio.
Hamilton Sundstrand and Air France
Industries KLM Engineering and Maintenance
(AFI KLM E&M) have signed a long-term repair
licence agreement for the provision of MRO
services for Hamilton Sundstrand 787 components.
StandardAero and A J Walter Aviation have
signed a three-year consignment agreement. Some
of AJWs engine material inventory will be stored at
the MRO providers facility in Cincinnati, Ohio.
Royal Jet of Abu Dhabi has selected Sabena
technics to conduct a full upgrade for one of its six
BBJs, covering cabin refurbishment, livery painting
and maintenance.
JetBlue Airways has extended its contract with
MTU Maintenance Hannover to cover MRO
services on its IAE V2533 engines.
Norwegian Air Shuttle has signed up for
GoldCare support from Boeing. The 12-year
agreement will cover the airlines future 787 fleet,
consisting of three firm 787-8 orders and
commitments to lease three additional 787s.
Delta Air Lines has signed a range of material
support agreements with CFM International for
almost 400 CFM56-7B engines which the airline
has in service or on order, plus its MRO operations
for third-party airlines.
IndiGo has contracted Lufthansa Technik
Philippines to conduct a series of C4 lease return
checks for seven A320 aircraft. The work will begin
in June 2012 and be completed by the end of the
year.
Airbus has extended its contract with Saab for
the A320 family aileron to cover the life of the
programme.
SriLankan Airlines has selected AFI KLM
E&M to provide A340 and A330 component
support. The contract covers closed-loop repairs for
six of each aircraft type.
Swiftair of Spain has selected AFI KLM E&Mto
provide line maintenance for 737 aircraft
in Edinburgh, UK. AFI KLM E&Ms subsidiary, KLM
UK Engineering, will be responsible for inspecting,
checking and carrying out necessary repairs on the
aircraft on a short-term basis.
First Air has opted to use MRO software from
Trax. The airline will implement e4, the latest
version of Trax Maintenance. The software
incorporates over 20 modules designed to facilitate
material, financial and technical records
management.
CONTRACTS
PRODUCTS
Dublin Aerospace won a three-year contract to
provide Frances Europe Airpost with APU
maintenance for its 737 Classic fleet. The contract
commenced on January 1, 2012.
Indonesias GMF AeroAsia has secured new
aircraft maintenance contracts worth $137m. The
contracts were signed with nine airlines and aircraft
leasing companies, including two Indonesian
carriers, Sriwijaya Air and Travira Air.
Boeing has contracted General Plastics to
supply flight deck and cabin interior components
for all models of its 737, 747, 767, 777 and 787
aircraft. The contract, which was signed in
December 2011, is for three years and includes an
additional one-year option.
Air New Zealand (ANZ) has reached a new
service agreement with StandardAero. The MRO
vendor will carry out turboprop engine MRO work
on all three of ANZs regional airlines Eagle
Airways, Air Nelson and Mount Cook Airlines.
Oakenhurst Aircraft Services has won a
contract to provide repair services for aviation
headset specialist Sennheiser UK.
Polish charter airline OLT Express has awarded
wheels and brakes supplier TP Aerospace Leasing
a five-year component maintenance contract. TP
will provide maintenance, pool access, onsite lease
inventory and a logistics programme for OLT
Express current and planned fleet of A319/A320
aircraft.
RAPCO, and its sister company RAPCO Fleet
Support, have chosen Component Controls
Quantum Control MRO and Logistics software to
simultaneously manage its manufacturing and
MRO operations.
USON is making its pressure decay leak test
calculator available to aerospace engineers and
aerospace component product developers. It is the
first in a family of automated USON NDT test
calculators designed to generate nearly
instantaneous answers to What If modelling of
pressure decay leak testing variables and exact
returns-on-investment from new eight-sensor
concurrent leak testing technology.
Spectroline has launched its MLK-35A MAXIMA
leak detection UV kit, which is designed to pinpoint
the exact source of leaks in hydraulic, engine oil
and aircraft fuel systems. The kit features
MAXIMA ultraviolet lamp which can be used
even in direct sunlight and an 8oz (237ml) bottle
of Aero-Brite universal fluorescent dye, which
locates all leaks in petroleum- and synthetic-based
aviation fluid systems.
Mac Tools has introduced two new additions to its
impact wrench range: the 3/8 drive AWP038, and
AWP050C, a compact version of its
1
2 impact
wrench. The AWP038 produces 525ft lbs (712Nm)
of torque with low vibration levels. The AWP050C
caters for users who require less power and a more
compact design.
NEWS UPDATE
15 S Aircraft Technology - Issue 117 S
Boeing has extended an agreement with Mxi
Technologies for the IT company to supply its
Maintenix maintenance management software as
part of the GoldCare programme.
CTS Engines has signed a purchase and license
agreement with General Electric for maintenance
support on its CF34-8E and CF34-10E engine
models.
Emirates Airline has extended its existing
partnership agreement with Honeywell until 2019
and signed an additional aftermarket contract with
the company.
AFI KLM E&M has won a contract with Cargo
Air to provide component support and pool access
for the airlines fleet of 737s.
Air Europa has selected Lufthansa Technik
AERO Alzey to support its fleet of General Electric
CF34-10E engines.
US Airways has contracted MTU Maintenance
Hannover to provide engine maintenance on the
CF6-80C2 engines powering its fleet of 767-200
aircraft. The multi-year agreement also includes the
supply of engine accessories.
Monarch Airlines has renewed a contract with
AFI KLM E&M in which the MRO company
provides component support for the airlines fleet
of A330s.
Singapore low-cost airline Scoot has awarded
STG Aerospace a contract to supply its
photoluminescent floorpath marking systems.
Scoot has ordered SafTGlo ColorMatch for its
initial fleet of four 777-200 aircraft, and has taken
options to fit the product on all future aircraft.
Czech Airlines Technics has recently won a
number of new service contracts, including a base
maintenance agreement with NEOS Airlines to
undertake checks and modifications on four of the
carriers 737NG aircraft.
Bombardier Aerospace has chosen Fokker
Services to help increase the availability and
reduce the cost of spare parts for its out-of-
production Dash 8/Q-Series 100/200/300 aircraft.
Under the agreement, Fokker Services has secured
inventory from Bombardier.
Yemenia Airways has extended its A330
component contract with AFI KLM E&M.
Firefly of Malaysia has selected Messier-
Bugatti-Dowty to supply wheels and carbon
brakes for its 737NG fleet. The contract covers 63
737-800 aircraft, both new and retrofitted.
Condor has selected Nayak Aircraft Services
to supply technical assistance as part of its home
base operation in Cologne, Germany.
Lufthansa has awarded Goodrich the contract
to retrofit LED runway turnoff lights on its fleet of
A319/A320/A321 aircraft. The lights, which offer
better illumination and improved reliability and
will reduce costs compared with current LED lights,
will be integrated into the aircraft nose landing gear
in two locations.
GOL Linhas Areas Inteligentes has selected
SITA and its technology partner Flightman to
provide applications and services for the electronic
flight bags (EFBs) on its fleet of 737NG aircraft. The
five-year contract will include e-Aircraft
Application Services from SITA which helps to
integrate EFB technology with airline IT systems.
PEOPLE
[ Following company restructuring, Sabena tech-
nics has appointed Rodolphe Marchais as chair-
man of the board and CEO. In turn, Marchais
named Jean-Luc Fournel as COO customers;
Philippe Rochet as COO production; and
Stphane Burton as COO supply chain & support.
The Sabena technics board paid homage to
Christophe Bernardini, who has served as presi-
dent of the executive board since 2006.
[ Holger Sindemann has been appointed MD and
SVP at MTU Maintenance Hannover, effective May
1, 2012. He takes over from Dr Martin Funk, who
has led the largest of MTU Maintenances compa-
nies for almost three years. Sindemann joined MTU
Aero Engines in Munich at the beginning of 2006
as SVP, corporate development.
[ Nazario Cauceglia has been appointed as CEO of
SuperJet International, succeeding Carlo Logli.
Cauceglia was previously chief technical officer at
Alenia Aeronautica.
[ Albert Li has been appointed general manager
and head of Bombardier Aerospace China, effec-
tive April 2, 2012. Li will succeed Benjamin Boehm,
who has been appointed to the role of VP, business
development and strategy, Bombardier
Commercial Aircraft.
[ CFM International has named Raymond
Scodellaro as VP, contracts. He will be responsible
for the negotiation, execution, and oversight of all
CFM customer contracts.
[ AirVault has named James Brunke, Ronald
Utecht and Peter Bull as members of its advisory
board. Brunke will advise the company on logistics,
the MRO industry and the future of aviation main-
tenance, while Utecht will advise AirVault on the
airline and MRO sectors and on improving the use
of maintenance data in all aviation sectors. Bull will
advise the company on serving the aviation indus-
try in Europe, the Middle East, Africa, and on other
strategic and industry matters
Aero, a regional airline based in Lagos, Nigeria,
has entered into a five-year ABACUS programme
with Fokker Services for its Dash 8 300 turboprop
aircraft.
Metrojet has been granted FAA approval to
provide maintenance for Embraers Legacy 600/650
and Lineage 1000 aircraft series in April 2012.
Scandinavian Airlines has chosen Airvault to
provide maintenance records management for its
entire fleet. The carrier has licensed the Airvault
Mx Records Management Solution for all of its 159
aircraft.
Villa Air of the Maldives has selected
Lufthansa Technik AERO Alzey to provide MRO
support for its fleet of PW127F engines.
LOT Polish Airlines has selected Goodrich
Corporation to support the nacelles and thrust
reversers of its E195 aircraft powered by CF34-10E
engines. Under the terms of the five-year contract,
Goodrich will provide nacelle MRO services for
thrust reverser, inlet cowls and nacelle
components, as well as access to large nacelle parts
for lease or exchange.
CAE has secured contracts worth more than
C$90m for seven full-flight simulators (FFSs) and
training equipment, bringing the total number of
FFS sales to 37 for fiscal year 2012.
AirBaltic of Latvia has selected Sabena
technics to support the CFM56-3 thrust reversers
on its 737 aircraft.
Southwest Airlines has selected Goodrich to
supply wheels, carbon brakes, MRO services and
asset management for its new fleet of 737-800
aircraft.
[ Crane has appointed Robert Tavares as presi-
dent of Crane Aerospace & Electronics electronics
group, and David Bender as president of its aero-
space group. Bender was previously president of
both groups. Before joining Crane, Tavares was
president of e2V, a global provider of technology
solutions for high performance systems. Bender
joined Crane in January 2006 as president of the
electronics group, and had previously spent more
than 24 years with Aerojet General.
Robert Tavares David Bender
16 S Aircraft Technology - Issue 117 S
INDUSTRY FOCUS
In my opinion:
Franck Terner,
president, Air
France Industries
Air France Industries KLM Engineering & Maintenance (AFI KLM E&M) has been growing in strength since
the merger between its parent airlines in 2004. Jason Holland visited Paris to get AFI president Franck
Terners views on topics as diverse as the future strategy of the company, the impact of aircraft OEMs
entering the aftermarket, and why flying Concorde is a Formula 1 experience.
Can you briefly outline your background in
the aviation industry and how this has led
you to your current role?
I began my career in aviation nearly 30 years
ago and have been in charge of quite different
things during that time. In the Air France group,
I have been head of component shops and head
of short- and medium-haul airframe activity. I pi-
loted the Concorde fleet for five years this was
a Formula 1 activity. We were a big team. It was
very exciting to wake up in the morning to work
on this very special aircraft! I also had some ap-
pointments in strategy and planning. I left the
mother company in 2002, and at that time the Air
France regional network was made up of three
small French airlines. When the decision was
made to merge them, I was appointed to re-
build all the maintenance systems of the new
airline, called Regional, at the time a 70-strong
fleet of aircraft, with 400-500 flights a day. So it
was a big thing but it was just the sum of a
number of small things and not a centralised
event. Four years later, I was appointed CEO of
the airline, which is based in Nantes. This was a
good experience as it gave me an insight into a
full company selling plane tickets a B2C activ-
ity. In January 2010, I was asked to take over at Air
France Industries from Alain Bassil.
How has this broad range of experiences
shaped the way you see your role as presi-
dent?
I have had appointments in all areas of the Air
France Industries business as well as being CEO
of an airline up to now. This provides a good view
of the overall airline and the impact of mainte-
nance on day-to-day operations, and the final
customer. When you have this experience you
know exactly what makes up a one minute delay!
And this is a job that requires experience. Main-
tenance activity in general has a big impact on
the final customer and by this I mean the ac-
tual passengers. There is a big interaction with
photo: AFI KLM E&M - Patrick Delapierre
Its simple enough: Trust matters. But when it comes to the maintenance of your
eet, nothing matters more. Thats why you can count on the team at Delta TechOps.
Our certied, experienced technicians, as well as our account managers, are dedicated
to keeping your planes in the air, time and time again. And with our Complete Fleet
capabilities including Airbus and Boeing airframes, 12 engine types, as well as
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service, for an unparalleled reliability. And thats a commitment were willing to
make absolutely.
YOU HANDLE THE ABSOLUTE ALTITUDE.
WELL HANDLE THE ABSOLUTE COMMITMENT.
For an inside look at the advantages
Delta TechOps brings to your aircraft
maintenance, visit DeltaTechOpsMRO.com
or call +1-404-773-5192.
18 S Aircraft Technology - Issue 117 S
INDUSTRY FOCUS
the airline too; not just our main company Air
France itself, but for many airlines in the world.
As an operator it is very important that we are
thinking about the day-to-day business and the
final customer. In between there is costs and
safety, but the most important thing is that what-
ever I do today, tomorrow morning there will be
someone sitting on a seat on an aircraft and you
should never forget that. Without this customer
you can do whatever you want but there will be
nothing to maintain, as there will be no aircraft
to fly. It is important for me to have experienced
the whole chain of the added value areas in the
airline, from maintaining the aircraft, engineer-
ing, designing documents, to selling tickets.
What has been the highlight of your career
so far?
Every job I have done has brought a big re-
ward. Of course some are particularly exciting
such as flying the Concorde. As far as achieve-
ments are concerned, I have been successful in
merging the airlines, rebuilding a maintenance
system, and on the other side being a key part, I
hope, of the growth of our activities and that is
very exciting. But in my stomach, Concorde was
a great experience and I will never forget that.
What is your personal vision for the company?
I look at AFI KLM E&M with fresh eyes be-
cause I have been working in this environment
for years, but left for eight years. When you leave
something and come back, you have an image
that everything will be the same but thats not
true. In ten years AFI and KLM E&M have dra-
matically evolved. The company as a whole has
been growing by ten per cent per year. There was
the merger, there was a shift to new generation
aircraft products A330s, 777s, 737s, A320s;
there was a positioning of the company on big
engines like the GE90. So overall, when you look
at the structure it is very innovative. For example,
Air France Industries employees are sending
thousands of ideas to an internal website to im-
prove economics, quality, security, health and
other topics. Out of these ideas, 75 per cent are
implemented and lead to a result. We revert to
the people, and tell them if and why the idea is
being implemented if it is, we reward them.
We have people that are focused on innovation
and we encourage that as a structure.
An important thing is that the business itself
is multicultural. Of course, French is French and
Dutch is Dutch. And I didnt count how many na-
tionalities we have inside AFI KLM E&M, but it
is not one or two, that is for sure! If you take Air
France Industries, by the numbers it is bigger
than KLM E&M, but this isnt important. Both
are big, structured businesses with huge histo-
ries. You have to take into account the vision of
your partner and this is a very important thing
because that is the day-to-day life of the business.
This multicultural experience is now one of our
strengths!
How is AFI KLM E&M responding and adapt-
ing to the needs of its airline customers?
You cannot impose your view on the cus-
tomer. Again, this is the way our people are see-
ing the business and we encourage that, and we
try to be adaptive to the customer. The time has
passed when you just sell what you have to sell;
now you have to sell exactly what the customer
requires. This is especially so in our environment
where there are so many differences in the needs
of the customer. A characteristic of our business
is being adaptive to what they want. Nothing is
impossible. We are trying to implement, in the
structure of the business, the ability to adapt to
how the customer wants things done, and I think
we have achieved this thanks to the fact that our
people are minded like this. A good question is
what the customer is seeing as a quality result.
You have to listen to the customer. All these
things describe who we are, not what we do.
Where would you say AFI KLM E&M is posi-
tioned in the MRO market currently? How
would you assess the state of the MRO indus-
try in general?
We are in a very fast growing environment,
which is moving to the East. Anybody can see
that growth will be very high in the East, and
lower in Europe and the US. But never forget that
Europe and the US are still the biggest markets
of the world. If you combine this with our size
and what we do, today we are a key leader of that
market; we are clearly number two in this busi-
ness if we consider the multi-product MROs. My
vision is that in the next ten-fifteen years there
will be key leaders in the market and we will be
amongst them. The clear emerging picture is of
consolidation, of co-operation whatever you
want to call it, but we have to be among the key
leaders.
Is the integration between AFI and KLM
E&M complete and what have the main ben-
efits been so far?
The merger was quite a long time ago now, in
2004, and we have integrated activities quite well.
First we have production centres, activities that
have to be joint going to the customer. If the cus-
tomer needs, say, 737 components that are in
Amsterdam, and engines for the A380 that are in
Paris, what should I do? You could send an Air
France guy one day and a KLM E&M guy another.
No way. We have one product and one portfolio
and we have a strategy offer that makes sense to
the customer. There is just one entity designing
the strategy, and while every entity is bringing his
own inputs, in the end there is one decision and
one strategy, and one joint sales force. Commu-
nication to the outside world is very important;
there is no way we would talk to the outside
world with two voices. We have two big produc-
Component maintenance is an important area of activity at AFI KLM E&M.
source: AFI KLM E&M - Patrick Delapierre
19 S Aircraft Technology - Issue 117 S
INDUSTRY FOCUS
tion centres but in the middle of that we have
what we call the joint organisation. All this is
working very well. Are we at the end of the inte-
gration process? Probably not, there are still
some improvements to be made, but I think we
are pretty well integrated. The main benefits have
been good growth, the synergies that we can
offer, and to be able to insource many things that
were previously outsourced. One example is the
GE90, which has saved tens of millions.
Has there been any consideration given to
changing the company name to something
shorter, or arguably more catchy?
Thats a good question. The brand is very im-
portant, and although it is not the final product
you offer to the customer, it is something that is
known. If I say I am working for Company XYZ
you dont know who that is. With Air France In-
dustries KLM E&M you know exactly what I am
talking about. The brand is a very powerful thing,
it means something. So I am very reluctant to just
change it. The other thing is that in the brand
today we have both Air France and KLM in it, and
both are powerful brands. In some parts of the
world KLM is a very highly regarded brand. In
other parts of the world, it is Air France that is
highly valued. Ultimately, the value you put on
the words is very important, so I dont know if we
will change the brand. For now our brand is quite
long, but quite valuable too!
What kind of year will 2012 be for AFI KLM
E&M in particular, in terms of general out-
look, trends, and challenges?
In 2011, we had a pretty good year. It was a very
difficult year for the community. Obviously, the
global financial situation has had an impact on
our customers and us too. In 2012, we see a slight
recovery as a continuity of 2011 and we are per-
forming well with good growth. We signed huge
contracts in 2010 and 2011 and this has an impact
and is contributing to our growth so 2012 will
be a mix of capturing more growth and seeing the
continued results of our big contracts. Overall,
we see big pressure on prices, this was true in 2011
and will be even more so in 2012. We see in the
market a big appetite for cash, as cash becomes
an issue after years of crisis. Customers are asking
for giant buybacks of their stocks.
Overall, we are very well oriented with good
products and growth. I think we are the leader in
A330 component support. I think we can also say
that with 777 components, and we are also a key
leader on 737 components. On the A320 there is
no big tender without AFI KLM E&M at least
being involved and competing. I think we are a
key leader on the GE90. We have a big capability
on the CF6-8OE, one of the engines of the A330s,
and on the CFM 56 family. If you add 787 prod-
ucts today and A350 tomorrow, we have good
cards on the table and we must play a good game,
and be clever with them.
Do you see the aircraft OEMs taking a larger
amount of the MRO market by way of their
networks? Will it become important to be a
part of these networks, such as Goldcare or
the Airbus Flight Hour Services programme?
There is a distinction here between OEMs
and what I would call OAMs. First, OEMs
equipment manufacturers it is a mistake to say
they are coming to the market, they have always
been in the market. Then the question is, what
lever do you use to push yourself in the market,
and with this we may see slight problems. The
first thing is intellectual property (IP). Who can
deny the fact that if you invest $100m to design
something then you have intellectual property. I
do not deny that this has value and that you
should pay for that value. But what is the real
value? You could say 100 per cent of the value of
the MRO is the IP of the OEM. In other words,
as an MRO, you dont bring any value to the cus-
tomer but thats just not true. So yes IP has a
value, but it is not the only value. This issue is im-
portant not just for the MROs, but for the final
customer. If OEM X says my IP is $200m upfront
then nobody will pay for that. And there isnt
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20 S Aircraft Technology - Issue 117 S
INDUSTRY FOCUS
just one OEM on an aircraft. So if you sum up
everything, it becomes a monopoly which is not
good for the final consumer and would not be al-
lowed to happen.
The other actor is brand new, the OAMs
namely the aircraft manufacturers. There are not
so many of these, but lets focus on the two
biggest, Airbus and Boeing what are they
claiming? We sell the aircraft, who better than
us to maintain it. Thats a well-known story in
other industries. In black and white, from where
I am sitting, they cannot maintain aircraft. But
we should look at things in a balanced manner.
Is there room for them to have an offering? Yes.
They will sell, and they already do sell, a small
part of the overall MRO activities. Will they sell
80 per cent of the market? I dont believe so, for
many reasons.
But rather than tell you why they will catch all
the market, I will tell you why we will sell and
keep our market share. What is the added value
of a MRO? When I go to my customers, I come
with a brand, and as an airline one of the key as-
sets we have is that we know exactly what the
final consumer wants. Others might not have
that asset. In addition to that, those new players
are developing networks of subcontractors and
dont insource repairs. Where is the value? And
what is the added value of a network that will add
a margin to another margin, to ultimately just
post the bill to the final customer? This is not our
model, we are insourcing a part of the activity
and relying on partners for other parts. We are
not just an office integrating the work of others,
we are participating in creating the value as an
airline MRO.
Consolidation has occurred in the MRO mar-
ket as a result of mergers and acquisitions,
with AFI KLM E&M an example, but do you
see further consolidation in this market seg-
ment as a result of market forces?
When it comes to consolidation we will see a
mix. I dont wish to see anyone on the market
dying, but the weakest will have trouble I think.
OEMs will put pressure on the weakest. With the
current economic situation, and the growth and
consolidation of the airlines, in the future I be-
lieve MROs will be bigger. By how much? I am
not sure we will see mega-mergers because its
difficult for these to happen, it doesnt take into
account so well a multi-cultural environment.
It is fair to say the Air France group faces eco-
nomic challenges, as reflected in recent fi-
nancial results. What measures and strategies
have you put in place at AFI KLM E&M specif-
ically to ensure a bright financial future?
Our contribution to the group results is very
positive. Although we are impacted by the eco-
nomic situation of the group, and we have to con-
tribute to the recovery trend and the
transformation plan, our role should be to in-
crease our economic contribution by driving
down costs thats always the case increasing
our portfolio, and increasing our customer base.
That is a matter of consistency as we have been
doing this for years. The group will probably in-
crease the efforts put into MRO again because it
is a good activity for us. We could probably see
more co-operation between MROs.
Finally, looking further ahead, in what state
do you see the MRO industry being in 10
years time? And where do you see AFI KLM
E&M within this?
In a nutshell, we could have big networks,
bigger customers, and we will be one of the big
players in a market where airframe maintenance
will probably be more regionalised, with a more
balanced world between East and West. The big
networks will be worldwide; this is the trend.
The most important thing is that whatever I do today,
tomorrow morning there will be someone sitting on a seat on
an aircraft and you should never forget that. Without this
customer you can do whatever you want but there will be
nothing to maintain, as there will be no aircraft to fly.
AFI president Franck Terner says his company is trying to implement, in the structure of the business, the ability to adapt to how the customer wants things done.
source: AFI KLM E&M - Patrick Delapierre
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22 S Aircraft Technology - Issue 117 S
TECHNOLOGY & INNOVATION
Using advanced
composites in aero
engines
The large-scale use of carbon-fibre composite materials in the Boeing 787, Bombardier CSeries and
Airbus A350 XWB has generated massive media attention. But much less attention has been paid to a
similar, perhaps even more revolutionary, move towards using advanced composites in commercial aero
engines. Chris Kjelgaard reports.
A
irframes arent the only commercial-air-
craft parts undergoing a materials revolu-
tion. The media has given extensive
publicity to the widespread use of carbon-fibre re-
inforced plastic (CFRP) structures in new twin-
airline and single-aisle aircraft such as the Boeing
787, the Bombardier CSeries and the Airbus A350
XWB; but the engines powering these aircraft will
also feature CFRP composites to a much greater
degree than previous commercial turbofans.
Polymer-based composite materials have
been used in commercial turbofan engines since
the mid-1980s, when the General Electric CF6-
80C2 entered service with unidirectional-prepreg
outlet guide vanes and shrouds made from
chopped carbon fibre in an injection-moulded
glass-fibre reinforcing matrix. Use of polymer
composites in subsequent generations of turbo-
fans has expanded to the point where the latest
engines use CFRP materials extensively for struc-
tures such as nacelles, fan cases, liners, thrust re-
versers and even fan blades and stators. The
variable stator stages of some engines compres-
sors also feature small polymer-based bushings:
design engineers prefer them to metal bushings
because these press-moulded parts offer low
wear and low friction.
Frank Preli, chief engineer for Pratt & Whit-
ney (P&W) Materials & Processes engineering,
says P&W is using a significant amount of
CFRPs in its commercial engines and that the
utilisation has been steadily increasing over the
last two decades. For this to happen, P&W has
worked to develop advanced manufacturing
processes that ensure high-quality production of
complex, multi-functional, monolithic compos-
ite hardware.
The General Electric (GE) GEnx and the Pratt
& Whitney PurePower PW1000G Geared Turbo-
fan (GTF) are two modern turbofan families
which make extensive use of CFRP materials.
The GTF fan case is made of lightweight carbon
fibre organic matrix composites, notes Preli, for
example. Meanwhile, the GEnx family not only
features CFRP fan cases, but also CFRP fan
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It is important that we have the ability to think
in the same way as our clients do and understand
the commercial world in which they operate,
states Perkins.
It may seem a little unsophisticated to trans-
port an aircraft component in carry-on baggage,
but Leonard says demand for on-board courier
services is rising. The sure-fire method does
have its disadvantages, however, including weight
limitations. The size of the part to be transported
is constrained by baggage restrictions around
20kg in the cabin. Thus, Leonard says, the types
of components transported in this manner are
often high-tech avionics, in-flight entertainment
systems, fuel flow meters and the like.
He says a classic example of on-board couri-
ering occurred a few months ago, when a Sri
Lankan Airlines aircraft grounded in Milan ur-
gently required an 18-24 piece of fuel flow tub-
ing. B&H arranged for a replacement to arrive
from Messier-Dowty in Gloucester, UK, within
two hours and to depart from Heathrow within
another hour. The courier was met in customs by
a representative of the ALG member for Italy.
Heavier escorted components are transported in
the hold, and according to Leonard, negotiating
customs can still be faster than processing the
part through a freight terminal.
Dedicated networks are not the only organi-
sations performing AOG operations, however.
Kuehne + Nagel recently responded to an engine
AOG in Greece. The replacement CFM56 was in
Dsseldorf, Germany, the necessary engine
change kit in Luton, UK, and additional parts to
support the engine change needed to be col-
lected from Stansted Airport. A charter arrange-
ment was selected ahead of other options.
Goedhart admits that the raw logistical expense
It is important that we have the ability to think in the same
way as our clients do and understand the commercial world in
which they operate.
Ralph Perkins, MD, ALN.
A CFM56 engine such as was recently transported by Kuehne + Nagel Aerospace for an AOG in Greece.
56 S Aircraft Technology - Issue 117 S
ENGINEERING & MAINTENANCE
was huge but says it was still less than the cost
of accommodating passengers overnight, acquir-
ing fresh crew and the aircraft sitting on the
ground at a loss of $50,000 per day.
Nonetheless, Goedhart says that in a similar
case in future, Kuehne + Nagel would likely be
able to knock two hours off the lead time now
that an airside warehouse has been opened at
London Heathrow. The new set-up at Heathrow
is part of an expansion plan which will see
Kuehne + Nagel establish closer proximity to its
customers. Goedhart says the company is heav-
ily investing in emerging markets and BRIC
[Brazil, Russia, India and China] countries.
Supply chains present and
future
Looking to the future of aviation supply
chain logistics, B+Hs Leonard sees IT which
provides total visibility within the supply chain
as the biggest challenge. Since the supply chain
has expanded on both the manufacturing and
maintenance sides, the necessary technological
integration will have to happen on a global basis,
incorporating the activities of logistical partners
in the case of networks like ALG. In tomorrows
production operations, says Leonard, parts are
as likely to be coming from China, India and
other rapidly developing economies, whereas
probably 25 years ago most of them came from
the US.
Meanwhile, in catering to aftermarket re-
quirements, B&H has been busy establishing
more de-centralised stores in growing markets
such as Asia. In order to cater to these new de-
mands, the company will continue to develop
its proprietary OnTrack software and will also
roll out an iPhone app which enables engineers
to locate parts within the supply chain while
on-site.
Meisel agrees that IT resources and applica-
tions as well as the execution of IT projects are
crucial to a modern logistics provider. He be-
lieves that, while the supply chain is not neces-
sarily becoming more complex, the integration
of the IT systems required for request handling,
warehousing, planning and purchasing of mate-
rial, transportation, customs processing and
tracking is an important prerequisite to be as
fast and cost efficient as aviation logistics needs
to be today. Goedhart, meanwhile, points out
that Kuehne + Nagels Supply the Sky concept is
effectively an integrated, global IT solution pro-
viding full track-and-trace capability.
Going forward, Goedhart believes that a
strong IT backbone will be vital in the redesign
of the supply chain which he says is necessary for
performance improvement and cost reductions.
He estimates that only $60-80bn of the $100bn of
stock in the aftermarket is actually needed and
that manufacturers have at least one months
supply of parts when one week would be optimal.
Furthermore, with the implementation of tighter
and more innovative IT-led solutions, Goedhart
says that AOG shipments could potentially be re-
duced by 50 per cent.
However, in the enthusiasm to adopt more so-
phisticated IT systems it is important to remem-
ber that there are other crucial factors
contributing to the delivery of efficient supply
chain solutions. Automated systems of course
play a large part in the ever-changing and com-
plex world in which we live, says Perkins. How-
ever, the value of human interaction and
problem solving is as much key to the success of
our business as the most sophisticated tracking
and stock inventory control tools.
Perkins lists the central ongoing issues for the
aviation logistics industry as: continued service
improvement despite reduced profit margins; the
understanding between service providers and
clients that services must be valued as well as
costed whatever the bottom line may say; and
the need for innovation. These challenges, he
says, must be tackled in the broader context of
an industry that is coming under increasing pres-
sure from the high fuel prices which percolate the
supply chain as well as requirements to reduce
waste, downtime and spiralling costs.
Both manufacturing and maintenance supply chains have expanded, and logistics providers must offer
global, integrated services.
58 S Aircraft Technology - Issue 117 S
C
omponent maintenance comprises a fifth
of the global MRO market, which will be
worth $50bn in 2012. Team SAI, an ana-
lyst, values the segment at $9.5bn this year, rising
to $13.5bn in a decade, at which point it predicts
the global market will be worth $68bn.
To put that in perspective, component repair
is worth roughly the same annually as the line
maintenance and heavy maintenance sectors.
The lions share, of course, is taken by engine
maintenance, set to be worth $22bn this year.
Unlike engines and airframe heavy checks,
components offer flexibility in where they can be
maintained. Parts can often be replaced imme-
diately at source and then shipped off to a repair
shop halfway round the world. In contrast, the
expense of transporting aircraft and engines the
same distance is prohibitive enough to ensure
they are overhauled locally.
The segment is distinct in other ways, too, as
component maintenance is an umbrella term
that covers a vast array of aircraft items. Many dif-
fer wildly in function, value, complexity and re-
quired repair protocol. Rotables, for instance, are
parts such as pumps and actuators that require
periodic repair, whereas other items, known as
expendables, are thrown away once they reach
the end of their service lives.
Thus, to offer comprehensive component
support a MRO shop needs to be able to repair or
replace everything from in-flight entertainment
systems to onboard coffee makers. Other types
of component include hydraulic and electrical
actuators, lights, valves, and navigation and com-
munication equipment.
Airlines, or the shops they contract their
MRO to, must plan maintenance according to the
type of component. For instance, wheels and
brakes typically require more work during the
summer months, while other items offer rigid
maintenance intervals, as Heinz Freimann, head
of component maintenance at SR Technics (SRT)
explains. Certain products have hard-time lim-
its, which mean they can only be in service for a
specific period of time and must be maintained
within that timeframe, he says. An example of
this would be emergency slides. As we manage
fleet maintenance for airlines we are therefore
able to predict when the component will be in
The four pillars of the aircraft MRO sector are engine, component,
heavy and line maintenance. New technologies and materials in each
of these areas require increasingly sophisticated aftermarket
support, but the sheer variety of parts on modern aircraft means
that component repair is one of the trickier capabilities for
maintenance providers to master, says Alex Derber.
Component
maintenance
ENGINEERING & MAINTENANCE
the shop, as we have a record of when the slide
was last installed.
Hard-time limits can be defined by the man-
ufacturer or the airline. In the latter case, an air-
line may stipulate a maximum in-service period
in order to better predict its maintenance costs.
Conversely, an on-condition programme might
allow extended use of a part provided it meets
specified conditions. However, when you do
have to remove a unit with high hours and cycles
you face higher maintenance costs, which can
make this more costly over time than establishing
a maintenance programme that establishes in-
tervals for removal, warns Tom Covella, execu-
60 S Aircraft Technology - Issue 117 S
ENGINEERING & MAINTENANCE
came of age about six years ago but its been really
successful, rising from less than half of total com-
ponent revenue in less than a decade, says Tim
Butzmann, head of product sales for component
services at the company.
Lufthansas component repair services are
centred on its facilities in Hamburg and Frank-
furt, where the manufacturer supports all major
Airbus and Boeing types, as well as Embraer,
Bombardier and BAE lines. Evidence of the com-
panys commitment to new aircraft can be found
in Spairliners, a joint A380 parts pool it set up in
2005 with Air France Industries, and in a 2011 deal
with Hamilton Sundstrand to provide MRO serv-
ices for the manufacturers 787 components.
We try to focus on newer technologies and
are running a capability build- up programme as
the technology being installed on aircraft like the
747-8 and 787 has obviously changed quite a bit
mostly concerning the avionics, says Oliver
Gillmann, team leader, SRU repair services, LHT.
Many of the capabilities that LHT develops on
the 787 will emerge from those learned on the
777, with which the Dreamliner shares a similar
tive vice president and general manager at
Florida-based STS Component Solutions.
Full support
While hard-time limits help to improve main-
tenance visibility for airlines, the easiest way for
them to predict costs is to outsource all their com-
ponent repair requirements in one go. To accom-
modate this, most of the major MRO companies
offer some form of comprehensive solution: SRT
provides Integrated Component Solutions;
Lufthansa Technik (LHT) has Total Component
Support; and ST Aerospace has its Maintenance-
By-The-Hour programme. The names are differ-
ent, but all tend to offer a similar spectrum of
services, encompassing engineering and repair,
access to parts pools, and logistics support.
Through its partnership with Sanad Aero Solu-
tions, SR Technics is also able to offer component
inventory financing solutions.
Comprehensive solutions have proved popu-
lar, with LHT estimating that about 90 per cent
of its component revenues are now derived from
total support deals. This type of service only
flight deck and Honeywell fly-by-wire control
system. Ease of maintenance should also result
from the 787s Common Core System (CCS), a
central computer that replaces the myriad sys-
tems of previous aircraft with a single unit capa-
ble of 80 different avionics functions. Boeing says
that the CCS has eliminated the more than 100
separate line replaceable units from the cockpit.
SR Technics, which supports more than 50,000
part numbers across Airbus and Boeing types, also
strives to stay abreast of the latest developments
and prepare itself for when components begin to
require MRO. We have a dedicated team of engi-
neers who constantly screen new technologies, get
familiar with these technologies, and make rec-
ommendations about which capabilities to de-
velop and when, says Freimann.
He offers the example of hydraulic test rigs that
SRT used up until 2010. To cope with the increased
hydraulic pressures utilised on new-generation
aircraft the company chose a new 5000psi-capable
rig instead of equivalent replacements. With the
new bench only minor adjustments are needed to
cope with a variety of components from new air-
craft types, such as but not limited to the A380,
787 and A350, Freimann says.
OEM involvement
New aircraft also present a different sort of
challenge to MRO companies, one associated
with a changing business model at large OEMs
like Honeywell and Rockwell Collins who man-
Some lessors are still reluctant to use PMA so in contract
negotiations we have to convince them that it is risk-free and
beneficial. In some cases the OEMs are not happy, but there
are situations where we work together as well.
Tim Butzmann, head of product sales for component services, Lufthansa Technik
Lufthansa Technik estimates that about 90 per cent of its component revenues are now derived from total support deals.
Gregor Schlger / Lufthansa Technik
61 S Aircraft Technology - Issue 117 S
ENGINEERING & MAINTENANCE
ufacture swathes of components installed on
new and old airframes. Like the engine suppliers,
these are increasingly seeking a role in the after-
market by linking sales of new products to long-
term maintenance contracts. A recent example
was a five-year contract, signed in March, for
Honeywell to provide repair and overhaul sup-
port for avionic and mechanic components on
Emirates 777, A330 and A340 fleets.
The OEMs that have a big share of installed
components will certainly look at getting into the
aftermarket. They are already doing repairs for
their own components and for some items they
are the default subcontractor for many MROs
that dont have the capability themselves. I would
expect that to increase, says Butzmann at LHT.
Airframers are also getting in on the act. Boe-
ings Goldcare programme for the 787 integrates
spare parts planning, ordering, supplier manage-
ment, and component repair and overhaul, while
Bombardier launched Smart Services in 2008 to
provide repair and exchange for Q400 compo-
nents and, eventually, non-engine parts on the
CSeries regional jet.
Meanwhile, Thales has TopCare, a by-the-
hour support offering for its TopFlight in-flight
entertainment system, and Avionics++, a com-
prehensive package covering repairs and spares.
The French business has also joined Diehl Aero-
space, Liebherr Aerospace and Zodiac to estab-
lish OEMServices, which charges per flight hour
to support the avionic, hydraulic, flight control,
cabin, engine control, and air system compo-
nents produced across the four companies.
Engineering solutions
The initiatives outlined above show that the
actual repair of parts is only one side of a compo-
nent MRO service, another being the supply of
replacements. LHT, for example, has a pool of
more than 1bn-worth of spares at its bases in
Hamburg and Frankfurt. Alongside that we
must maintain a logistics network in order to
supply our customers at their respective home
bases or line stations, says Butzmann.
Rather than keep their own stock, many airlines
are now giving up their inventories and relying on
centralised pools of spares that are drawn on by
many operators. Those airlines also outsource their
supply chain management to third parties such as
LHT. Aside from tapping into economies of scale,
the advantages of pooling are that it allows airlines
to focus on their core operations and transfer risk
onto specialist supply managers.
Some component service companies do not
even perform repairs themselves, choosing in-
stead to manage the overall MRO process for
their customers, An example is STS Component
Solutions, which supports items including thrust
reversers, flight control surfaces, insulation blan-
kets, nacelle hold open rods, batteries, chargers,
static inverters, switches, and pitot tubes on a
wide range of commercial aircraft.
Although STS does not have the maintenance
capabilities of LHT, the two companies do both
offer engineering services. As a designated design
organisation, LHT can implement product im-
provements and develop its own solutions to
component problems without waiting for OEMs
to take the lead. Similarly, STS Components So-
lutions and STS Engineering Solutions seek to
leverage their skills to reduce maintenance down-
time and cost for customers.
Through our individual in-house capabilities
in the areas of composites and structures, we
have been able to engineer and develop repair
schemes that have saved composites and struc-
tures that would otherwise have been deemed
beyond economical repair or been exposed to
significant over-and-above material replace-
ment charges, says Covella at STS.
62 S Aircraft Technology - Issue 117 S
ENGINEERING & MAINTENANCE
An easy way to pass on cost savings to cus-
tomers is through the use of PMA parts, which
are parts that perform just as well as original
equipment from the big manufacturers, but are
manufactured by third parties. As a result, they
are much cheaper, though OEMs resent their use
as they cut into aftermarket sales of original
equipment. For MRO shops, this can sometimes
mean a delicate balancing act between their var-
ious customers and suppliers.
As a designated engineering representative
we aim to achieve cost advantages that we can
hand on to our customers, so PMA is part of what
Operator Region Total MRO spend (US$)
2010 2011 2012
Africa 316,603 410,523 376,122
North America 3,147,290 3,476,518 3,521,702
Middle East 535,942 734,780 733,81
Western Europe 2,385,775 2,470,057 2,579,717
Eastern Europe 292,768 461,018 501,105
Latin America 633,459 638,184 673,890
Asia-Pacific 1,705,473 1,883,379 1,901,087
China 674,814 852,163 903,635
India 181,052 194,915 217,564
Unknown 15,497 10,289
Source: UBM Aviation
Component MRO spend by region
we do. Some lessors are still reluctant to use PMA
so in contract negotiations we have to convince
them that it is risk-free and beneficial. In some
cases the OEMs are not happy, but there are sit-
uations where we work together as well, com-
ments Butzmann.
Service bulletins (SBs) demonstrate this co-
operation. LHT is currently developing a solution
to a problem with A320 door actuators. It affects
the whole A320 fleet and the OEM wanted a part-
ner who could cover the whole process; we sup-
port the repair, modification, testing, and field
support like a turnkey product, says Gillmann.
STS has performed different work in support
of several SBs concerning 737NG thrust reversers.
Heat damage had been detected on the inner
walls of the thrust reversers, so Boeing recom-
mended drilling a hole through the wall behind
the No. 3 upper compression pad to decrease the
temperature behind the thrust reverser insula-
tion blanket, which should then be replaced. As
a supplier of insulation blankets, STS had to en-
sure that replacements were available to cus-
tomers.
Competition
Only the largest MRO companies are capable
of comprehensive component total solutions
the investment needed in spare parts alone
makes such offerings impossible for smaller com-
panies. Accordingly, multinational MROs mostly
compete with each other for component con-
tracts, especially as holistic support deals have
become their prevalent revenue streams.
Nonetheless, LHTs Butzmann does acknowl-
edge that competition has diversified, both from
OEMs seeking a share of the aftermarket and
smaller companies like STS. Covella, meanwhile,
points out that most of his business is working
with the OEMs whose components STS sup-
plies and develops improvements for rather
than against them. The larger third-party nose-
to-tail MRO providers probably represent a big-
ger threat to us, he concludes.
SR Technics says it supports more than 50,000 part numbers across Airbus and Boeing types.
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64 S Aircraft Technology - Issue 117 S
W
ithin the commercial aviation indus-
try, the electronic flight bag (EFB) is
slowly but surely moving towards
that point which globally successful modern
technological devices eventually get to: a tipping
point for uptake. As with mobile phones and
CDs, the technology was there for decades before
everyone unanimously decided they must have
it. Necessary factors gradually converge and sud-
denly the technology is ubiquitous.
Although EFBs are not there yet, current
trends point to that day arriving in the none-too-
distant future. Replacing the original backbreak-
ing flight bag, loaded with around 12,000 sheets
of paper comprising maps, charts, and docu-
ments and weighing 25kg, todays electronic
flight bags greatly surpass their cumbersome
predecessors in capability and functionality, as
well as portability.
Modern EFBs can dramatically streamline op-
erations and save airlines a fortune. They replace
countless tons of paper, meaning much less
weight on board and millions saved in fuel costs,
as well as improving their impact on the environ-
ment. Along with increased operational effi-
ciency and productivity, departments such as
flight operations and maintenance can also be
modernised.
Potential benefits range from the elimination
of low-value, labour intensive processes like up-
dating manuals and navigation charts, through
to improving the availability of time-sensitive
and operationally important information such as
defect reports. Safety is improved, information is
available faster, and it can be simultaneously ac-
cessed and shared by more people to ensure op-
timal performance. Its no wonder theyre
catching on. The paperless cockpit is without
doubt the future of flying across the aviation in-
dustry private, military and commercial. The
question is, which devices and what software will
most airline companies be using?
Tablet transformation?
Enter the newcomer in the industry the
iPad. Apples globally popular gadget has been
grabbing the headlines, passing decompression
tests, and being applied for use as a Class 1 EFB
by the worlds largest airline, United Continental.
More than 10,000 iPads have been deployed to
United and Continental aircraft at a cost of nearly
$5m, with estimated annual savings of around
$1m. This major network airline follows Delta and
Alaska Airlines, who were the first commercial
airlines to use iPads. American Airlines is also
using iPads, and was recently granted US Federal
Aviation Administration (FAA) authorisation to
use the devices during all phases of commercial
flight and to mount the iPad in the cockpit an
unprecedented ruling which qualifies it as a Class
2 EFB, rather than a Class 1 that must be stowed
on take off and landing.
As the iPad is being widely considered by
more and more airlines as a potential option over
the more established EFB devices, some con-
tention has arisen in the industry surrounding
The industry for electronic flight bags (EFBs) has long been a
sleeping giant. After two decades of limited commercial use, IT
innovation in EFB software and hardware is finally waking the giant
from his slumber, reports Nick Rice.
Essential Flying Buddy
the EFB is here to stay
INFORMATION TECHNOLOGY
ULTRAMAIN
efbTechLogs
is on the Apple
iPad