MRO, Upgrades and Refurbishment on Commercial, Business/GA and Military Aircraft Globally
Euro MRO Outlook Top European Leaders speak Shown here, the FL Technics Vilnius, Lithuania base maintenance facilities.
AVM Summit USA Preliminary Conference Programme Launched See pages 39-54 for full details.
August / September 2013
Profiles Software Tinnitus Our annual Technology if you are industry leader barrels ahead at suffering from profiles section breakneck speed- hearing damage- spotlights our Read about the related tinnitus, advertisers advances here there may be hope
August / September 2013 vol 32 issue 5
Departments
EDITORIAL 04 editor’s Notebook Editor-in-Chief 06 Intelligence: News Joy Finnegan [email protected] 07 Intelligence: About People 88 Column: Legal Spin Contributing Editors Charlotte Adams David Jensen 90 Column: Hangar View James Careless Douglas Nelms Jason Dickstein Dale Smith Cover Story John Goglia David Schober
The 2013 Euro MRO Outlook ADVERTISING/ BUSINESS The European MRO market is “tough Publisher/Owner Adrian Broadbent, and tense” according to AFI KLM E&M’s +1 321 800 5817 Sébastien Weber and other experts [email protected] Global Sales Director Daniel Brindley, in the industry. Hear from numerous + 1 414 847 6305 MRO leaders in our annual look at the [email protected] 12 International Key Account Director European MRO playing field. Jina Lawrence, +44 (0) 20 8669 0838 [email protected]
Cover image shows the Vilnius, Lithuania hangar DESIGN/PRODUCTION Cavich Creative, LLC. of FL Technics. Image courtesy of FL Technics. [email protected] 703-992-7086 www.cavich.com Subscriptions [email protected] Human Factors in the Hangar 20 Client Services Human factors are a significant cause of accidents and incidents in aviation. HF Administration Maria Hernanz Reyes, training can bring awareness and solutions top of mind for your employees. [email protected] List Rental Statistics Jen Felling, (203) 778 8700, [email protected] Software Updates 24 Reprint Partner Technology is advancing at faster and faster rates. Our software updates keep you The YGS Group attuned to the latest advancements. 717-505 9701 x100
Industry Leader Profiles 31 Our annual Industry Leader Profiles section lets our advertisers share details about their capabilities, growth and offerings. 81 Tinnitus Hearing damage can happen in a heartbeat on the ramp, even in spite of best efforts to wear hearing protection. Sometimes that damage results in tinnitus. For some, US Publisher Daniel Brindley there may be hope for dealing with that affliction. ASI Publications Ltd
US Publishing Office Address: 5590 N Diversey Blvd #209 Milwaukee WI 53217 20 24 81
Aerospace & Security Media is a trading arm of ASI Publications Ltd
ASI Publications Ltd 77a Freshfield Road, Formby, Liverpool, L377BG, UK CATEGORIES GENERAL AVIATION COMMERCIAL BUSINESS JET MILITARY +1 321 800 5817 (US) ENGINES TECHNOLOGY PRODUCTS/ TOOLS SPECIAL REPORT AFTERMARKET 44 20 3289 2577 (EU)
[email protected] Aviation Maintenance (ISNN 1090-221X) is published bi-monthly by Aerospace & Security Media Ltd, 5590 N Diversey Blvd APT 209 Milwaukee, WI 53217. Ap- plication to mail at Periodicals postage paid at Milwaukee, WI and additional mailing offices. POSTMASTER send address changes to Aviation Maintenance 5590 www.avmain-mag.com or N Diversey Blvd APT 209 Milwaukee, WI 53217. The editor welcomes articles, engineering and technical reports, new product information and other industry www.aerospace-media.com news. All editorial inquiries should be directed to Aviation Maintenance; Email: [email protected]. Subscriptions: Free to qualified individuals involved in the aircraft maintenance industry. All other prepaid subscriptions, see www.avmain-mag.com. Content may not be produced in any form without written permission. UK Company registration no 5999781 Aviation Maintenance | avm-mag.com | August / Spetember 2013 3 UK VAT no GB919525796 Editor’s Notebook The Human Factor
by Joy Finnegan Editor-in-Chief
ack in the 80s, I attended Embry-Riddle Aeronautical We would have a front row view of the launch as the Kennedy University. I got my degree there, learned to fly Space Center is a mere 60 miles from Daytona. We reviewed B there and became a flight instructor there. Flight the flight restrictions in place for the shuttle launch, which instructing was a great way to continue learning—is there included the entire south practice area. My student was a big any better way to learn than to teach it to someone else? space buff (actually, truth be told, everyone at ERAU during It was an especially great place to teach and build hours that time was and we often went down to the Space Center to because there was a steady influx of students and the cover launches for the Avion student newspaper and friends of aircraft were extremely well-maintained. Not always the ours were already there to do so). This launch was so special case in the real world, where students come in when they because the first civilian to fly on the shuttle would be aboard. have the time, on the weekend when they aren’t committed The wind was whipping down the ramp as my student elsewhere and where the aircraft may or may not be taken preflighted and I observed. Usually, from about March care of to a high standard. through the mid-November, we would be battling the heat I enjoyed every minute of those teaching days and had but that day I worried about getting sick out there in the many unique and unusual experiences during my years as a freezing temps and unforgiving wind. Then we hopped into flight instructor there. One of those experiences stands out in the aircraft, a trusty Cessna 172, started up and taxied out to my mind so clearly. It happened on January 28, 1986. the runway. Just before take off, we saw the shuttle slip those A friend of mine who attended the university in the surly bonds of earth and watched in silence as we waited for aerospace engineering program also wanted to finish his our take off clearance. It was magnificent to watch. private pilot’s license training. He had had an instructor and We were cleared for takeoff on runway 6L and given a didn’t care for his style of teaching (I believe he was a yeller), clearance to turn left at a certain altitude, proceed north so he asked me if I would take him on as a student through the toward the north practice area and we took off. We watched school and finish him up. I was happy to do so. He was one of the shuttle climb as we began our climb. And then the my best students—he always came prepared, always studied unthinkable happened right before our eyes. We saw the and memorized the correct procedures and terms and was explosion. For a second we were in denial. Then my student very thorough and meticulous in every action he conducted. the space buff shouted, “RTLS!” (return to landing site, a But he exhibited a bit of uncertainty at the beginning, space shuttle takeoff abort procedure). He was intent on questioning his ability to be a good pilot and his ability to watching this drama unfold before us and had forgotten complete the program to the rigid standards held by ERAU. about flying. But being the tough instructor I was, I said to Early on in his training when he was about to make his him, “Fly the plane!” I made it clear that we were not to first landing with me, he refused, asking me to take the speak of it again during the flight and that he must focus controls. I refused to take them. We were on the correct, now on the task at hand—flying. My student went to work, stabilized approach path and there was no reason for him not focusing with intensity. We got through that flight, landed to continue. I talked him through it and he completed the safely and then heard confirmation of the news that the landing with no problems. I was a tough taskmaster as a flight Space Shuttle Challenger had exploded. instructor, as were all of the instructors at the school. We had Please take a moment to read our human factors story a reputation to maintain and believed nothing came above in this issue. As I know all aircraft maintainers do, remind the safety of our students, ourselves and the aircraft. yourself daily that no matter what is happening your life, As I said I was tough on my students and if one came nothing is more important than the safe completion of unprepared, I was merciless in their critique. They also knew the work entrusted to you. In today’s hyper-connected they would have to repeat the lesson until they came prepared world, where cell phones, tablets, computers and email and got it right. But, back to that fateful January day. offer constant interruptions, don’t forget that focusing on It was bitterly cold and windy that day, even in Florida. completing the procedure to maintain the aircraft, is most Before we went out onto the ramp, we excitedly discussed the important. What are you and your company doing to ensure fact that the space shuttle was due to launch at almost exactly these distractions don’t impede your ability to complete your the time we were scheduled to take off for our training flight. work safely? AM
4 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad
IntellIgence Rockwell Collins Purchases ARINC
Rockwell Collins has reached a definitive agreement regulators, security, and airport operations. ARINC also provides communications and information processing for rail, industrial to acquire ARINC Incorporated, a portfolio company security and public safety segments. Their 2013 revenues are expected to be in excess of $600 million. When completed, the of The Carlyle Group, for $1.39 billion. acquisition will shift the balance of Rockwell Collins’ business to approximately 54 percent commercial and 46 percent government. The deal brings together two leading players in the growing field “ARINC’s strong customer base, high customer retention rates of aviation information management, combining ARINC’s networks and subscription business model will help the company achieve and services with avionics and cabin technologies developed by accelerated growth and benefit from greater earnings consistency Rockwell Collins. throughout the commercial aviation business cycle,” Ortberg says. “Strategically, this acquisition is a natural fit for Rockwell Collins,” “We’re excited to be joining a company who shares our vision and says Kelly Ortberg, Rockwell Collins CEO and president. “It accelerates focus on providing trusted solutions for our customers,” John Belcher our strategy to develop comprehensive information management ARINC chairman and CEO says. “Rockwell Collins’ expertise in managing solutions by building on our existing information-enabled products information on-board the aircraft, coupled with our innovative and reliable and systems and ARINC’s ground–based networks and services to air to ground communications services, will be instrumental in providing further expand our opportunities beyond the aircraft.” new integrated information management solutions for our customers.“ ARINC broadly touches the entire aviation eco-system, including pilots, operators, maintenance, passengers, controllers,
Kelly Ortberg to Lead Rockwell Collins
Rockwell Collins’ board of directors elected
company Kelly Ortberg, 53, to the additional role
of CEO, effective immediately. Previously Ortberg
served as president. He has also been appointed
to the company’s Board of Directors and to the
Board’s Executive Committee. Ortberg succeeds
Clay Jones, 64, who retired as CEO after nearly
34 years with the company. Jones will continue as
non-executive chairman.
Ortberg joined Rockwell Collins in 1987 and became president in September 2012. Previously, he served as executive vice president and chief operating officer of Government Systems, where he helped win avionics business on the KC-46A, KC-10 and the Embraer KC-390. He also served as executive vice president and chief operating officer of Commercial Systems, overseeing development programs for the Boeing 787, Airbus A350 and Bombardier CSeries. Additionally, Ortberg led the launch of the company’s Pro Line Fusion avionics system. and employees. He is a widely recognized and deeply respected “We’re fortunate to have such a proven and qualified industry leader, and we look forward to his continued guidance successor as CEO,” said Anthony Carbone, the company’s lead as board chairman.” independent director. “Kelly’s strong record of success, passion A native of Dubuque, Iowa, Ortberg holds a Bachelor of to win and extensive knowledge of our customers and business Science degree in mechanical engineering from the University of make him the ideal choice to lead Rockwell Collins into the Iowa. He serves on the university’s Engineering Advisory Board, future.” Carbone added, “As we welcome Kelly to his new role, the board of directors for FIRST (For Inspiration and Recognition we owe a great deal of gratitude and admiration to Clay for his of Science and Technology), and the board of directors for the tireless efforts working on behalf of our customers, shareholders Hawkeye Area Council of the Boy Scouts of America.
6 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad I news I I news 06 I people 07 I about people Honeywell Chairman/CEO Selected “CEO Of The Year” By Chief Executive Magazine QuesTek Hires New CEO QuesTek Innovations has selected Dr. Aziz Honeywell announced that Chief Executive Magazine named chairman and CEO Dave Asphahani their new CEO effective July 1, Cote “2013 CEO of the Year,” an honor that recognizes an outstanding corporate leader 2013. “We are extremely fortunate that Aziz is nominated and selected by peers. The award will be featured on the cover of Chief Executive joining the QuesTek team as our Chief Executive Magazine’s July issue and can also be found at ChiefExecutive.net. Officer. He brings a wealth of experience The award recognizes the transformation of Honeywell under Cote’s leadership over the along with a history of strong leadership. As past decade. During that time, Honeywell has increased sales by 71 percent to $37.7 billion, our materials design technology continues to pro forma EPS1 by 197 percent to $4.48, and delivered a total shareowner return of 240 mature and we move into newer and more percent, consistently outperforming the S&P 500 during that timeframe. advanced design programs, his guidance will Today, Honeywell is a global company, with 54 percent of sales coming from outside prove invaluable to our continued success,” the U.S. versus 41 percent ten years ago. Since 2003, Honeywell has made more than 75 said Raymond Genellie, Jr., co-founder and acquisitions and 50 divestitures, building great positions in good industries around the world. VP of Operations) Dr. Asphahani has an “It’s a great honor to be recognized as Chief Executive’s CEO of the Year,” said Cote. “I’m extensive background in both metallurgy proud of Honeywell’s performance and the terrific returns we’ve provided our shareowners. and business, having acted as director of We’ve transformed Honeywell into a global growth company, led by common initiatives, Technology/R&D at Cabot Corporation, behaviors, and processes. Our ‘One Honeywell’ culture has been a powerful piece of our vice president of Sales and Marketing at growth story because people are our ultimate differentiator. Our portfolio has evolved from Haynes International, and president at both a largely manufacturing base to today where half of our business comes from software CABVAL and CARUS Chemical Company. development. Our focus on seed planting and re-investing in our businesses, products, and He has also been very active in a number of services will continue because it’s working. We’ve achieved a lot over the past decade, but professional organizations including having I’m even more excited about our future because the best is yet to come for Honeywell.” served as president of ASM International, Cote was appointed by President Obama to serve on both the bipartisan National ASM Foundation chairman, director of NACE Commission on Fiscal Responsibility and Reform (commonly known as the Simpson-Bowles and member of the American Chemistry Commission) and the U.S.-India CEO Forum. He’s been a leading voice and Steering Council Board of Directors. Dr. Asphahani Committee member of the Campaign to Fix the Debt and is widely quoted by top-tier media holds a Diplome Ingenieur – Physics from on how debt reduction must continue to be our top priority to grow the U.S. economy at a Ecole Centrale de Paris and a Ph.D. in pace that will create new jobs. In addition to debt reduction, Cote’s outline for an American Materials Science from the Massachusetts Competitiveness Agenda includes energy policy, free trade, infrastructure, math and science Institute of Technology. He is an expert in education, and tort reform. alloy development and metallic corrosion, “Chief Executive Magazine is proud to recognize Dave as CEO of the Year,” said Bob has been awarded eight patents and has Nardelli, founder and CEO of XLR-8 and a member of the magazine’s selection committee. authored more than 65 papers on high alloys “He has led a remarkable transformation at Honeywell, executing on a vision and rebuilding and corrosion control throughout his career. trust and credibility over the past decade. Not only is Dave a respected leader in the business community, but he is also a leading voice for business in Washington.” New Sales Team Appointed at Spairliners Nominations for CEO of the Year were garnered from Chief Executive Magazine’s 124,000 Spairliners has announced that Fabrice readers. The ten most frequently cited nominations were evaluated and a winner was voted Dumas joined the company as new head of upon by a peer selection committee consisting of CEOs from leading global corporations. Sales and Marketing on 01 July 2013. Fabrice Dumas has been working in sales for more than 20 years. He will now be responsible Jet Aviation Flight Services partners with C-Fly Aviation for managing the recently formed sales and Jet Aviation Flights Services signed a strategic-alliance agreement with C-Fly Aviation, a marketing team and for maintaining the sales Brazilian company that provides aircraft management and charter services in South America. growths of the company. Jet Aviation Flight Services says it continues to expand its global services to meet the Dumas was with Air France Industries KLM demands of its clients. C-Fly Aviation will exclusively provide Jet Aviation Flight Services E & M in the position of sales manager 12 referrals on charter and aircraft management services in Brazil. years. During the last five years he was based “We are pleased to work with C-Fly Aviation to help extend our services to customers in Singapore and worked for AFI KLM E&M and within the Brazilian market,” said Don Haloburdo, vice president, Jet Aviation Flight covered the South East Asia and Pacific market. Services. “Our goal is to provide the best available services to our customers wherever “We look forward to having Fabrice Dumas on they may be and this alliance provides another outlet through which we can extend our board and welcome him at Spairliners. He is global reach. We are looking forward to this collaboration.” well experienced in sales and the dedicated Jet Aviation Flight Services group is responsible for delivering Jet Aviation’s charter industry and delivers a new perspective to and aircraft management services in the Americas and currently has U.S. based offices in the company and the expanded sales Teterboro, N.J.; Van Nuys, Calif.; and Chicago, Ill. The company provides services for a team,” Spairliners’ CEO, Olivier Mazzucchelli fleet of high-quality managed aircraft in North America and was named in Robb Report’s said.”Fabrice’s experiences and network of “Best of the Best” for charter services for three consecutive years. Jet Aviation currently past clients will be a great asset,” Sven-Uve manages more than 250 aircraft worldwide. Hueschler, CFO at Spairliners added. “C-FLY and Jet Aviation’s combined quality, governance and customer focus will significantly raise the standards in the Brazilian aircraft management market. In Petroferm Announces New Sales addition, our customers will greatly benefit with Jet Aviation’s global reach,” said Decio Manager - Europe Yoshimoto, partner at CFLY Aviation. Petroferm announced that Dirk Budde, Dipl.- Ing. has joined their cleaning team as
Aviation Maintenance | avm-mag.com | August / September 2013 7 Intel I news I AAR Awarded Major Reconfigure Program and Announces about people Lake Charles, LA Facility
regional sales manager – Europe. Dirk AAR won a B757-200 reconfiguration program for a major U.S. airline. The program, has a Masters in Management and a Process applicable to 56 of the undisclosed carrier’s aircraft, includes replacement of all first and Engineering degree and is highly experienced economy class passenger seats and existing galleys, a new In-Flight Entertainment (IFE) in the specialty chemical field. Budde’s system, and updates to the interior to improve aesthetics and the experience for customers. most recent role as a business development AAR will provide integration engineering, comprehensive program management, specialist with Dow Corning, where he was modification parts and installation support, and Federal Aviation Administration (FAA) responsible for OEM’s as well as Tier 1 and Supplemental Type Certificate (STC). Tier e.g. in the electronics sector. Budde was “Our team continues to provide high quality engineering and program management, a recipient of Dow Corning’s achievement exceeding our customers’ expectations with the completion of each project, and creating awards in 2008, 2009 and 2010 for sales even more opportunities for follow-on work,” says Ron Eaton, vice president, AAR and business development excellence. He Engineering Services. “There is no better marketing tool than a string of successful, on-time has an extensive background in working projects and that is what this team produces time and time again. We look forward to once with customers and distribution partners in again helping our customer configure their aircraft to meet the latest market demands.” business development. Budde has also held AAR recently announced it is opening its sixth aircraft maintenance, repair and overhaul positions in production management as well facility in Lake Charles, Louisiana, at Chennault International Airport. The company signed as research and development. Budde will be an agreement with the Chennault International Airport Authority to open its sixth North responsible for sales of AXAREL, BIOACT, American aircraft MRO facility in Lake Charles, Louisiana, at the Chennault International CleanSafe and LENIUM brand cleaning Airport. AAR, the largest independent MRO provider in North America, will occupy products in Europe, Middle East and Africa approximately 520,000 square feet of MRO service and administrative space at the facility, and be critical in growing our European capable of supporting maintenance operations for all wide-body aircraft, with expansion electronics and precision markets. Budde under way that will accommodate aircraft as large as the Airbus A380. will work with our customers and distribution AAR says initially it will employ approximately 250 and anticipates hiring an additional partners in throughout the region with the 500 at the facility by 2017. The new operation significantly expands AAR’s capabilities, strong support of our Customer Service enabling the company to accommodate a greater variety of aircraft and grow its aviation Center in the located in the UK. He will be services business. based in Dortmund, Germany. AAR Chairman and CEO David P. Storch was joined by Louisiana Gov. Bobby Jindal and representatives from the airport authority and state economic development agency for the Timken Names Miller Sales Manager formal announcement. The Timken Company announced Commenting on the signing, Storch said: “We look forward to becoming a vital part the appointment of Brian K. Miller of the Louisiana business community and helping to elevate Lake Charles’ position as as product sales manager for the an aviation center of excellence. The new operation builds upon the company’s industry- Timken aerospace maintenance, leading position by adding capability for AAR to expand into the wide-body market.” repair and overhaul business. The facility can accommodate up to seven wide-body or 10 narrow-body aircraft, and Miller In this role, Miller will have construction is under way for an additional 118,000 square feet of space. AAR currently overall responsibility for parts operates a parts logistics and distribution center at Chennault International in support of manufacturer approval (PMA) parts sales. the U.S. Air Force’s KC-10 program as part of a team led by Northrup Grumman. Miller joins Timken with more than 20 years of “We’re very excited to begin working with the talented pool of aviation professionals experience in aerospace sales and operations, and local suppliers in the region,” Storch concluded. holding senior management positions with several aerospace manufacturing and repair organizations, including leadership positions Gulfstream Launches Service and for major engine programs. Miller is a native Support iPhone/iPad App of Minden, Nev., and will continue to reside in the Mesa, Ariz. area. Gulfstream Aerospace has launched 24-Hour Support, an iPhone- and iPad-compatible FlightSafety Promotes Weinberg application that provides customers with fingertip FlightSafety has promoted access to Gulfstream’s worldwide product support Christopher Weinberg to Chief network. Information Officer. “We are very “Our 24-Hour Support app offers fast and easy pleased to announce that Chris access to the contact information our customers Weinberg has been promoted need anywhere they’re located, at any time of Weinberg to CIO,” said Ken Motschwiller, the day,” said Mark Burns, president, Gulfstream senior vice president and CFO. Product Support. “It is particularly useful for “Chris is a highly valued and capable member aircraft-on-ground situations. Paper or a PDF file is of our management team. His experience, not necessary anymore. With one touch, you are connected to Gulfstream Product Support commitment to excellence, leadership skills, and on your way to getting the assistance you need.” and proven ability to develop and support The 24-Hour Support app, which will be updated regularly, is a comprehensive source FlightSafety’s Information Technology systems for direct access to Gulfstream Technical Operations, 19 company-owned and authorized and processes made him the logical and ideal service centers, 13 company-authorized warranty facilities, 43 field service representatives, choice for this important role.” Since joining Spare Part Sales, and other key contacts. The app includes phone and fax numbers, email FlightSafety in 1997, Chris has served in a addresses, location information and operating hours. The 24-Hour Support app can be number of roles throughout the company and downloaded for free from the Apple App Store. After the initial download, the app is has been instrumental in developing and accessible with or without an Internet connection.
8 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad
Intel I news I ATS and AJW Group form Alliance about people AJW Group and Aviation Technical Services (ATS) have signed a Memorandum of Understanding (MOU) to enable a comprehensive offering of implementing programs designed to enhance integrated solutions for the global aviation market. and transform the experience and services Together, the companies say they will provide FlightSafety’s Customers receive. Most recently, operators with a much broader scope of capabilities as director, Strategy & Business Development, through their combined strengths that address an Weinberg led the company’s annual planning increasing demand for comprehensive services and process, continuous improvement efforts, and supply chain value propositions. Airlines looking Competitive Advantage Team. He was also to reduce non-value added overhead costs while responsible for a number of new programs and optimizing investments in inventory will benefit from AJW’s Whiteside (l) and ATS’s Yerbic (r). initiatives. They include enabling customers this alliance. to make training reservations, receive training Through the deal, ATS will gain valuable access to AJW’s Boeing and Airbus component records, and perform other administrative inventories, as well as an expanded scope of component repair capabilities provided by AJW functions online. Technique. AJW will offer customers expanded PBH solutions benefiting from the range of services offered by ATS Components and repair services. Kennedy Appointed Regional VP Sales “This partnership will see two of the largest and most experienced companies in the Asia for Mubadala industry working together to deliver innovative solutions for our joint customers,” Matt Yerbic, Thomas Kennedy has been appointed as ATS president and CEO, says. regional vice president of Sales, Asia of the “We already serve a global customer base of more than 800 airlines with over 400 Mubadala Aerospace MRO network. He will aircraft under contract,” explains Christopher Whiteside, president, AJW Group. “The close lead the Asia sales team out of Singapore and partnership with ATS will help us to reach U.S. airlines with a compelling and fresh approach, will report directly to Frédéric Dupont, head of thereby furthering our joint ambitions to become the partner of choice for airlines seeking Global Sales of the Mubadala Aerospace. The competitive advantage. This perfectly complements what we can offer and ensures that company says Kennedy brings long-standing together we can truly drive down direct maintenance costs (DMCs) for operators.” technical and commercial background and 23 years in the international aerospace industry, with a strong track record in MRO operations, IKHANA Delivers RWMI DHC-6-200HG Twin Otter commercial sales and business development in the aftermarket sectors to their company. He IKHANA Aircraft Services (IKHANA) has started his career in the United States Marine delivered a DHC-6-200HG Twin Otter Corps in 1989. He joined Liebherr Aerospace aircraft with IKHANA’s RWMI DHC-6- in 1994 and in 2006 he relocated to Singapore 200HG increased gross weight STC where he took the role of GM for Liebherr to G-Sky Aviation, a division of Golosky Aerospace leading Asia Pacific customer support Services. The DHC-6-200HG is an FAA and and MRO operations. In 2012, Kennedy joined Transport Canada approved Supplemental Parker Aerospace in Singapore as director of Type Certificate (STC) allowing operation of Business Development APMEA. Kennedy has the aircraft to 12,500 pounds. “We expect a strong network in the aerospace community that our RWMI DHC-6-200HG will be a and in Singapore thanks to his recent role as key asset for G-Sky. We look forward to a chief executive (interim) for the Association of long term relationship in supporting their Aerospace Industries and also serving on the expanding operation,” says John Zublin, management committee over several years. president/CEO of IKHANA. “This is the first Kennedy holds a bachelor degree in Twin Otter to be put into service by G-Sky IKHANA’s STC increases payload by about 900 lbs. Business Management from Cleary University Aviation and we are planning to use this as and has a technical certification from the FAA the cornerstone of our operation,” Bill Houghton, General Manager of Operations for G-Sky as an airframe and power plant technician. “I states. G-Sky Aviation is a new Canadian Air Carrier based in Fort McMurray, Alberta, Canada am delighted that we could bring on board an offering turnkey charter solutions to the communities of Alberta, the resource sector, and accomplished aviation industry professional overseas worldwide air charter market. with an excellent track record in the MRO The RWMI DHC-6-200HG STC increases the payload capabilities of the basic DHC-6-200 business,” said Frédéric Dupont, head of aircraft by approximately 900 pounds, or nearly 8 percent, to 12,500 pounds. Operations are Global Sales of the Mubadala Aerospace allowed with the full 620 shaft horsepower of its PT6A-27 engines effectively transforming the MRO network. He will play a significant role operation of a DHC-6-200 to match the capabilities of a DHC-6-300 aircraft. in expanding our customer base in the Asian The DHC-6 Twin Otter aircraft is a workhorse platform supporting regional airlines and market and in further developing our position special missions operations worldwide. IKHANA says the RWMI DHC-6-200HG STC helps as a leading global MRO provider.” operators to increase profitability with added revenue generation from increased passenger and cargo capabilities. Operators also benefit from the increased efficiency and operating Louvot Appointed Head of Support & characteristics of the modification. Services at Eurocopter IKHANA (and its predecessor, R.W. Martin, Inc.) has been a key provider of enhancements Currently head of Strategy for the worldwide DHC-6 Twin Otter fleet with products including the RWMI DHC-6 & Company Development, Re-Lifed Wing Box, RWMI DHC-6 Re-Lifed Fuselage, RWMI DHC-6 Re-Lifed Flight Matthieu Louvot has been Controls, enhanced air conditioning, new avionics, VIP amenities, cargo handling, camera appointed head of Support & hatches, and integration of surveillance/patrol systems. IKHANA’s modifications support Services within Eurocopter. He a variety of customers in executive transport, regional/commuter airlines, and special Louvot will be reporting directly missions operations.
10 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad I news I
DART To Launch Bearpaw Kit and Heli-Utility-Basket about people
to Dominique Maudet, head of Global Business & Services. Louvot began his career as an inspector at the General Inspectorate of Finance in the French finance ministry and was then adviser to different ministers before joining the Eurocopter Group in April DART’s Heli-Utility-Basket DART’s Bearpaw Kit 2010. Louvot is a graduate of the Ecole Polytechnique Engineering School and the DART Aerospace announced the launch of its Bearpaw Kit with Wearplates as well as its Heli- Ecole Nationale d’Administration. Utility-Basket for the BK117 and EC145 models. The products were developed for a variety of market applications including utility, forestry, tourism and more, to transport mission-critical Jim Lawrie Appointed Operations tooling and equipment and to provide stability when landing or taking off in soft terrain. Manager at Jet-Care With the launch of these new products along with it’s existing skidtubes, DART feels it is Jet-Care announced the promotion of Jim opening up the possibilities for BK117 operators, making it possible for them to bid on utility Lawrie, currently engine programs manager, contracts. “DART listens and helps provide products that are innovative and essential to to a newly established position as operations support the various A/C fleets companies have,” explains Jeff Denomme, president of Great manager for Jet-Care, in the UK. In addition Slave Helicopters (GSH). “DART works closely with GSH in order to provide superior products to responsibility for the provision of the engine that will help us complete our missions safely and efficiently.” performance monitoring by Gas Path Analysis DART says Bearpaws provide balance and stability when landing or taking off in soft (GPA) service to aircraft owners and operators terrain, such as tundra, snow or sand type environments. Made of high density polymer around the world, Lawrie’s tasks will encompass that resists cracking, chipping and breaking, the one-piece machined construction ensures the day-to-day management of all the Jet-Care consistent and deliberate load transfer. The Bearpaw Kit received approval from Transport staff involved in the delivery of that service. Canada and EASA. FAA approval is expected shortly. Lawrie has experience and customer service DART says the Heli-Utility-Basket provides a secure method to transport cargo. It is skills gained from eleven years with Jet-Care, constructed of corrosion-resistant stainless steel and is coated with a high-gloss, scratch- as well as his previous work in engine repair resistant white finish. A self-locking handle keeps cargo secure during flight and the bolt-on and overhaul. installation allows fast removal/install.
Aviation Maintenance | avm-mag.com | August / September 2013 11 2013 European MRO Outlook
12 Aviation Maintenance | avm-mag.com | August / September 2013 By Charlotte Adams
he Western European MRO market is as flat as a pancake and will probably remain so forT some time. Previous growth forecasts have fizzled and competition is pushing prices down. Although some players are deepening capabilities at home, growth prospects are sunnier in Asia and the Middle East. European MROs are focusing on their traditional strengths—engine and component work—but are looking for customers beyond the region. Sébastien Weber, vice president for marketing, product support and development with the commercial organization of Air France Industries KLM Engineering & Maintenance (AFI KLM E&M), sums up the situation in the Western European market as “tense and tough.” Iberia Maintenance echoes this sentiment. The European MRO market is trending “flat to downward,” says Enrique Robledo, director of business management. It’s “difficult to see any bright spot.” But he points out that the airline industry and MROs are adapting and streamlining their processes, “[which] is good for the European MRO industry in the long term because it will become more competitive against Asian or South American MROs.”
Above Left: The GE90 engine on test cell in AFIKLM E&M’s new large engine facility. (Photo courtesy of AFIKLM E&M)
Left: FL Technics and others are integrating more technology on the hangar floor. (Photo courtesy of FL Technics)
Above:AFI KLM E&M’s goal is to offer a complete range of services on very big engines. (Photo courtesy of AFIKLM E&M)
Aviation Maintenance | avm-mag.com | August / September 2013 13 Component Services: A J Walter
A J Walter (AJW) Aviation officially opened its AJW Technique Component R&O facility in Montreal this year. Although buying the former Aveos component business was a surprise to some observers, it gives AJW a number of opportunities. AJW Technique has already garnered some business from Air Canada—escape slides—as well as from Allegiant Air and Air New Zealand.
“The European market is saturated with other vendors,” airberlin technik has a two-year-old strategic alliance with Etihad Airways. It also such as Lufthansa Technik (LHT), Air France Industries KLM recently added a line maintenance contract for American Airlines. Alliances such Engineering & Maintenance and the OEMs (original equip- as these continue to play a larger role in the European MRO business. (Photo courtesy of airberlin technik) ment manufacturers), says Christopher Whiteside, president of AJW Aviation. “Whereas in North America we are the only independently owned facility—independent of an airline or an OEM…with Airbus capability.” For one thing, American carriers are re-equipping and a lot of that is Airbus equipment, he observes. “The landscape is being reshuffled globally,” Weber says, which creates opportunities but also risks. Many carriers want to change AJW Technique considers LHT to be its main competitor— their contractual arrangements with current suppliers to cut costs, “the most aggressive, the biggest, and also the world’s while others may be moving to outsourcing maintenance work. strongest brand,” Whiteside says. AAR, on the other hand, is David Stewart, vice president of the aviation management three to four times bigger than we are, he adds, but they are consulting firm, ICF International (ICFI), agrees that the highly majority U.S.-based, and do U.S. government and military competitive European MRO market is a challenge. “Every new business and airframe maintenance business, “which is a space contract is very hard fought over and maintaining margins we never intend to occupy.” is difficult whether we’re talking about engines, airframes or components,” he says. ICFI predicts that the compound annual The former Aveos facility focused primarily on Airbus compo- growth rate in the Western European MRO market will average nents, but AJW intends to convert that to 50/50, Whiteside 1.2 percent over the 2012-2021 decade. Eastern Europe and the says, focusing on such aircraft as the 737 MAX, 777 and, in former Soviet states, on the other hand, promise a 7.9 percent time, the 787. compound annual growth rate over the period.
IP Lufthansa Technik (LHT), a leader among non-manufacturer- aligned MROs, highlights cost-cutting in its annual report. It also is restructuring its international network. LHT singles out intellectual property (IP) licensing at restrictively or very high pricing as its most critical challenge. IP obstacles are one of the main reasons why barriers to entry are so high for new aircraft types like the 787. Despite the hurdles, however, AFI KLM E&M closed a deal with Royal Brunei for 787 components, Weber says. With LOT Polish Airlines, this gives AFI KLM E&M two 787 customers. LHT also signed a second 787 customer, Ethiopian Airlines. SR Technics also has jumped into the 787 market, signing a 10-year integrated component services contract to support Aeromexico’s 787 fleet earlier this year. The deal includes
14 Aviation Maintenance | avm-mag.com | August / September 2013 Messier-Bugatti-Dowty
The MRO Division of Messier-Bugatti-Dowty (MBD), like so many European players, is finding growth opportunities out- side the region. The unit does a particularly brisk business in landing gear MRO worldwide, especially on the Airbus side. Its share of its European Airbus landing gear MRO activity is approximately 40 percent, but it has achieved 60 percent of the business in both Asia and North America, averaging out to about 45-50 percent worldwide, according to Alan Doherty, senior vice president, sales and business development, of MBD’s MRO Division.
Although the unit’s share of Boeing landing gear business is less than 10 percent, both its Mexican and Singapore facilities are active in this market, with long-term contracts, and the Singapore operation is an approved Boeing Service Center. The company’s biggest competitor in landing gear MRO worldwide is Lufthansa Technik (LHT), but regional rivals include the likes of AAR in North America. Worldwide the MBD MRO Division has some 500 airline customers in the Airbus sector, including JetBlue and Frontier in America, British FL Technics provides engine serivces for CF34-3B1, CFM56, CF6, PW 2000, PW Airways and airberlin in Europe, Qatar Airways and Emirates 4000, V2500, CF34, Rolls Royce RB211 and others. (Photo courtesy of FL Technics) Airline in the Middle East, and Cathay Pacific and Thai Airways in Asia Pacific.
Growth in the Airbus landing gear and braking/steering com- ponent MRO market can be affected by “whether customers keep their aircraft for a second or third overhaul or whether they return them to lessors or remove them from service,” “tailor-made” financing service provided by sister company, Sanad, Doherty explains. What carriers do with their Airbus A320s and Mubadala Aerospace’s spare engine and component financing and A330s in five years is a big question. There will be newer, more leasing company. fuel-efficient platforms coming in, such as the A320neo, and a IP issues notwithstanding, MROs work with the OEMs where lot of airlines are looking for as many cost savings as possible. there’s an advantage to be gained. Sabena technics, for example, One of the challenges in the MRO business is managing pools developed a joint venture with Messier-Bugatti-Dowty (MBD) of rotable assets, Doherty says. The MBD MRO Division, for called HYDREP for the maintenance of landing gear, hydraulic example, has a pool of more than 50 landing gear exchange systems, and wheels and brakes on regional and business aircraft units, which have to keep “turning over” in order to provide and helicopters. The MRO believes that by working closely with return on investment. the OEMs, it can offer them solutions that will benefit the final customers—airlines and governments. The “dilemma” in the landing gear MRO business is having the right exchange asset—in the correct configuration and Greener Pastures the right number of cycles—at the right time, he says. But Growth opportunities for the Western European MROs are the division’s performance and response time have won it “a typically outside the region, Stewart says. China, Asia-Pacific, lot of repeat customers,” Doherty says. “We run our shops the Middle East, Eastern Europe, Latin America and Africa all very much like a production line, so you get a very good turn- have better market growth prospects than Western Europe over around time.” The division, for example, has signed long-term the 2012-2021 decade, according to ICFI. The larger European landing gear MRO contracts with the likes of JetBlue. suppliers like LHT, AFI KLM E&M and Snecma are strong in engine although MBD landing gear and braking /steering compo- maintenance, and engines travel, so they can make deals in the nents don’t have a huge footprint on an aircraft, they are con- Middle East or in Asia, he says. “There’s still tremendous growth sidered as dispatch-critical. In addition to its exchange, pool- [potential] for engine shop visits in both Asia and the Middle East. ing and support programs, the division offers a Global Care … All the planes [purchased] over the last 10 years are hitting their program that helps airlines with dispatch optimization. The first shop visits.” Component R&O also remains a strong area. division also focuses on “initial provisioning reprovisioning,” Although growth in North America, considered the largest Doherty says. Under this initiative, MBD analyzes an airline’s MRO market, is sluggish, European players sense opportunity use of MBD components and identifies which parts the carrier and are expanding there. LHT snared a six-year engine overhaul needs to stock more of to avoid AOG requests. The division contract for Air Canada’s A320 fleet and increased its workshop also has an upgrade program to alert customers to improved and warehouse capacity at LHT Component Services in Tulsa, Okla. components with better overall performance. The big news, however, is the acquisition of the former Aveos’
Aviation Maintenance | avm-mag.com | August / September 2013 15 LOT Polish Airlines was the launch component service customer for AFI KLM E&M on the 787. That component services contract was signed in 2012. (Photo courtesy of AFI KLM E&M)
Jet Aviation
Jet Aviation, a major bizjet MRO and unit of General Dynamics located in Switzerland, has been successful despite the tepid European economy, influx of original equipment manufactur- ers (OEMs) and highly competitive environment. The com- component repair business by A J Walter (AJW) Aviation, making pany “see[s] strong demand for additional capacity in Asia this company a big player in that sector (see sidebar). and steady growth in the Middle East,” says Stefan Benz, Asia is still hot. AFI KLM E&M is preparing to open a wholly Jet Aviation’s vice president of MRO and FBO operations in owned avionics component unit in Shanghai. Slated to commence Europe, the Middle East and Africa (EMEA). business by the end of 2013, the new facility will start with narrow- bodies and progress to wide-bodies. Its Global Network—with hubs in Europe, North America, the LHT, meanwhile, opened a third hangar in the Philippines, Middle East and Asia Pacific—and a wide range of approv- expanded in Shenzhen, China, and established a material als make it a dependable OEM partner in challenging areas, warehouse in Singapore. “where we can bundle the volume of all OEMs,” Benz says. SR Technics also places “major strategic focus … on the Asia- The company is adding products and services and will contin- Pacific region due to its high aircraft growth rates and increasing ue to focus its footprint in EMEA and Asia, he says. Its facilities demand for maintenance services,” says André Wall, the MRO’s in Singapore and Geneva have become Authorized Service president. It is setting up a component maintenance facility in Centers (ASCs) for Nextant Aerospace’s re-manufactured Kuala Lumpur, Malaysia, but is also expanding its repair network in Nextant 400XT aircraft. Capacity in Singapore is expected to Switzerland, Spain and Abu Dhabi. triple, with the construction of a new hangar. Operations at FL Technics, meanwhile, launched its first operations in Asia Dubai, Geneva, and Hong Kong have received FAA approval through its fully owned office in Kuala Lumpur, says CEO Jonas to support the Gulfstream G650 aircraft, and the Basel facility Butautis. It has also opened a components warehousing facility in has become an ASC for Embraer Legacy 600 and 650 aircraft. Kuala Lumpur to support local customers in Southeast Asia. “Our goal is to become a local MRO in that part of the world.” The MRO also has opened new line stations across Europe, the former Soviet states and Asia.
16 Aviation Maintenance | avm-mag.com | August / September 2013
Fl Technics’ CEO Jonas Butautis forsees consolidations as well as “alignments between MROs and financial institutions [as] the model of the future, whether through share capital, consignment agreements, asset management services or other means.” (Photo courtesy of FL Technics)
Middle East FL Technics’ Butautis envisions more disruptions and Europe’s ties to the Middle East are growing. These have helped realignments to come, accelerated in part by the rising both airberlin technik (ABT), a mid-sized airline MRO, as well as barriers to entry for new aircraft types. In addition to current the powerhouse, SR Technics. consolidations, he sees “alignments between MROs and financial ABT was formed in 2011 through the consolidation of the MROs institutions [as] the model of the future, whether through share of several airlines acquired by the mother company. It has grown capital, consignment agreements, asset management services or external customers to about 60 airlines. While some of these other means.” represent a very small volume of business, others like UPS have more staying power. Currently about 85 percent of ABT’s turnover Surplus Bulge is from internal customers, but that is down from about 90 percent Another trend is the increasing bulge of spare parts from retired in 2011. aircraft, including 737s, 777s and A320s as well as older types. Airberlin has a 2-year-old strategic alliance with Etihad This is a double-edged sword, reducing the cost of repair Airways, the flag carrier of the United Arab Emirates. Etihad, materials but also discouraging the use of PMA parts. which has no internal MRO, has an approximately 29.2 percent AFI KLM E&M sees opportunities in the surplus parts markets. equity stake in airberlin and an indirect interest in ABT. The two Access to the market allows the MRO to develop its asset carriers are ordering the same version of the 787, the 787-9, management and trading activities, as well as to lower its repair which will yield maintenance economies of scale and savings on costs, Weber says. Asset management, in the areas of engines engines and components. and components, “has become a real profit-making activity,” he The relationship with Etihad is yielding fruit in the maintenance adds. The MRO developed this capability to optimize the use of business. Most of the Etihad aircraft flying to Germany are serviced inventory and get access to surplus parts. by ABT, says Tobias Hundhausen, ABT’s senior vice president of In addition, the MRO has formed a partnership with Miami- production and accounts manager. And ABT is working on some based Bonus Tech and Bonus Aerospace, leaders in engine cabin modifications for Etihad’s new strategic partner, Air Serbia. dismantling and engine repair. The partnership plans to develop Since the founding of Sanad in 2010, SR Technics has been in new capability, including repair expertise with the Pratt & Whitney the “vanguard of bringing the financial and maintenance needs 4000 engine, Weber says. of airlines together,” Wall says. This synergy is “one of the great But the increasing volume of used parts also has a downside. differentiators in our portfolio.” Wall envisions “new business Weber notes that A340 lessors several times have postponed models,” including not just traditional MRO activities, but also engine shop visits on the CFM 56-5C because they could replace “the operational fleet planning and financing of major aircraft engines with limited life systems to close the gap until phase-out of assets…and the entire value chain of an aircraft.” the aircraft.
18 Aviation Maintenance | avm-mag.com | August / September 2013 “Our goal is to “[The] MRO market “The European “MROs are adapting become a local can be affected by market is saturated and streamlining MRO in that part whether customers with other vendors. their processes, of the world,” says keep their aircraft Whereas in North [which] is good Jonas Butautis, for a second or third America we are the for the European FL Technics CEO overhaul or whether only independently MRO industry in the about their recently they return them to owned facility— long term because launched facility in lessors or remove independent it will become Kuala Lumpur. them from service,” of an airline or more competitive says Alan Dougherty, an OEM…with against Asian or senior vice president, Airbus capability,” South American sales and business says Christopher MROs,” according development for Whiteside, president to Enrique Robledo, the MRO Division of AJW Aviation. director of business of Messier Bugati management at Dowty. Iberia.
Home Investment While European MROs continue to put down roots abroad, they are also beefing up their strengths at home. AFI KLM E&M, for example, has invested heavily in engine and composite capabilities. It is a force in the GE90 aftermarket, the number two supplier to GE in GE90 and derivative maintenance, repair and overhaul. The MRO has 11 customers worldwide on this engine and its derivatives, adding up to some 340 engines, Weber says. This year the Franco Dutch MRO opened its Zephyr engine test bench in the Charles de Gaulle maintenance area. A 40-million- euro investment, this new test cell facility will enable AFI KLM E&M to offer a complete range of services on very big engines (VBEs), including the GE90-94/115 and the GP7200, in addition to the CFM56 family today processed on another test cell. One result: the MRO will be able to test all of the GE90 engines independently from the OEM. The MRO also has invested in new-generation aircraft capability. It plans to open an aerostructures and composite repair facility at Charles de Gaulle Airport by the end of 2014 or the beginning of 2015. The facility will work on nacelles, radomes and control surfaces. AFI KLM E&M is already actively engaged in composite repair through its program of preventive maintenance for nacelles. It performs 200 of these preventive maintenance operations a year and receives about one composite-related AOG airplane a week. The latest nacelle-type capability set up is the CFM56-7B, where the MRO can perform all manufacturer-recommended modifications, as well as overhauls. But it also has capabilities on all the other GE or CFM nacelles, including the GE90 series. AM
Aviation Maintenance | avm-mag.com | August / September 2013 19 Where Do We Go From Here?
By Dale Smith
20 Aviation Maintenance | avm-mag.com | August / September 2013 It may well still be “tree-hugging psychobabble” to some, but human factors’ training is proven to be effective in breaking the chain of mistakes that lead to deadly aircraft accidents.
came oh so close to happening again. I t If not for some truly great piloting, yet another example of The unanswered question is why? Why did the technician-error could have lead to a serious, if not fatal, technician get called away from the airplane at this aircraft accident. Because it’s still under “investigation” critical time? Why was the work signed-off as completed? I can’t share any of the details, but in a nutshell here’s Was it a critical issue or just a lapse in judgment? (In all what happened: too many cases it’s proven to be the latter). “I think to some the mindset is that it’s (being an aircraft A technician was working on the elevator trim tab on a technician) just a paycheck. It’s not. And you have to popular business jet, then for some reason, the technician understand what you are doing and the importance of it,” was interrupted before he finished the job. Fast-forward explained Richard Komarniski, president, Grey Owl Aviation to later that morning when the crew arrived to take Consultants (www.greyowl.com). “It is easy for some delivery of the airplane. And after a pretty thorough people, in some situations, to lose sight of that fact.” inspection, (that unfortunately did not include climbing up Just how serious is what technicians do on a daily on a ladder to look at the elevator), they fired-up and off basis? When you stop and look at it, it’s pretty darn they went. That’s when things literally came unglued. serious. So much so that Komarniski likens it to being a Right after gear-up the aircraft started shaking and surgeon. And rightfully so. bucking. The crew then declared an emergency and “You’re a surgeon operating on an aircraft with was, according to the captain, “real lucky to wrestle it literally hundreds of lives in your hands—not just one,” back to the runway…” After being escorted back to the he said. “When I was running maintenance organizations maintenance center by the crash trucks, the crew and the I’ve had apprentices working for me and when it was DOM saw the problem. time for them to get their licenses, they then started to The elevator trim tab was just hanging there. Obviously, really understand the responsibility that comes with the technician had not finished attaching it to the elevator. profession and decided to leave the industry.”
Left: Very few jobs have the direct safety impact on human lives like aircraft mechanics have. (Photo courtesy Symbiotics)
Aviation Maintenance | avm-mag.com | August / September 2013 21 No Technician is an Island Kelvin Patterson a human factors training consultant for Symbiotics, Ltd., (www.symbioticsltd.com) said the realization that eliminating human factors related accidents and incidents is truly an organizational wide issue is the driving force behind much of the training the company is currently providing for its customers. “There’s a great deal more emphasis now on getting everybody trained,” he said. “Three- to five-years ago, certainly in engineering, it was only the hands-on technicians who were getting it. It’s not just the guy on the front line doing the spanner work now. It’s the guy who gives him his meals. It’s the bloke who sorts out his pay. It’s everybody. So now there’s a much greater emphasis placed on training the ancillary staff as well as the front line technicians.” “Any change in routine can add to the stress levels of the shop floor personnel,” Patterson said. “It can be little things. Not being able to get somewhere on time. Suppliers not getting the parts they need to them on time affects shift work and schedules—it’s getting all the people involved to understand that the idea of CRM (crew resource management), or teamwork, now extends out of the cockpit and into the entire company.” As we have all experienced, probably on a daily basis, distractions—like the one that took the technician away from the work he was performing on the jet’s elevator—are an all too often Above is a list of human factors that can impact aircraft mechanics. FAA image. the starting point of serious problems. And it takes a lot of work and a true commitment to understanding the problem to effect any change. Because of the immense responsibilities on the shoulders of every “I’ve seen changes from companies from year-to-year,” Komarniski technician who touches an airplane, Komarniski said that one thing said. “They’ve gone and eliminated the distractions on the shop the Grey Owl team stresses in every human factors training class is floor—no more radios, no cell phones, no visitors, no tech records the word “perform.” clerks on the floor—nothing to take the technician’s attention away “We focus on the word ‘perform’—not practice—it comes down while he is performing surgery on the aircraft.” to the person performing the task. Not the boss. Not the lead. Not “They’ve created a sterile environment for their technicians to the foreman. It’s the person who is actually performing the task who operate in,” he said. “It’s not only the technicians thinking what they is responsible,” he said. “It’s in the regulation (14 CFR Part 43.13(a)), can do to prevent errors, but the managers are now part of it too. that we’re not allowed to practice.” They have all these little areas where they have work-arounds. Why?” “If you want to practice a task or skill, then become a doctor or “Part of the solution is to make it easy for the technicians to follow lawyer,” Komarniski said. “They’re allowed to practice all the time. procedures in the manuals,” Komarniski stated. “Easier to get the We don’t have that flexibility. I try to focus on that.” parts. Easy to do everything right the first time. They create a culture He also stressed that in most instances aircraft technicians don’t where their teams come to work saying; ‘Hey, we’re good, but how need to practice their art. It’s all been written down. All we have to can we be better? What can we do to reduce errors today?’” do is follow the instructions. “Every airline accident in the past 20-years caused by I’m Okay—You’re Okay maintenance errors could have been prevented had the Patterson explained that one of the biggest changes Symbiotics has technician performed the task as written and not signed-off on made to its customer’s human factors training programs over the something that he didn’t do,” Komarniski said. “You don’t have past few years has been an emphasis on a switch to what he called a to go out and reinvent the wheel. Just perform the task as it “just culture.” is written.” “The introduction of what was originally a Boeing (www.boeing. so why do technicians tend reinvent the proverbial wheel when it com) concept. Introducing MEDA (Maintenance Error Decision Aid), comes to how to do a task? is probably the biggest change we have seen recently,” he said. “It’s “It’s an individual issue, but from experience I’d say it starts a method of investigating incidents that seems a lot more fair and with the pressure of time and then comes back through the actually promotes a just culture – that puts an emphasis on changing company culture,” he said. “Some companies have created a a company’s culture from a ‘blame culture’ to a ‘just culture,’ (just as culture where you have to recite chapter, verse and page number in what is right and proper). The implementation of MEDA will help of the maintenance instructions you are using to perform a task. bring that all in.” Other companies just tell you to, ‘change a generator’ and that’s The “blame culture” has been part of the human psyche it. No reference or requirements provided.” since the first Neanderthal accidentally hit the wrong guy with a “It’s driven from the top,” Komarniski added. “If you work rock. “I didn’t do it,” was probably the first sentence humanity for a company who hammers you every time you don’t have the learned to communicate. (A close second was, “I need to call manual open, pretty soon you are going to have that manual open my lawyer…”) all the time. But if nobody says anything, then you feel it’s okay to “For a long time we’ve worked in a blame culture. People were work off the top of your head. Both environments are all over our always afraid to speak up after a mistake because they would get industry now.” the holy wrath of God down on them from upper management,”
22 Aviation Maintenance | avm-mag.com | August / September 2013 “For truly effective training you need to go beyond that and understand how human factors fits into the whole maintenance process,” Komarniski added. “Another problem is bosses can’t really say what they want to tell their employees during a training session, otherwise they’ll get written-up. Someone from outside the company can cover points the company trainers cannot.” Komarniski gave an example of a supervisor trying to discuss how an employee with low self-esteem can actually affect everyone on the shop floor by trying to make themselves feel better at other peoples’ expense. “The company trainer can’t say that in the class because someone else may have that problem and feel they are being singled out,” he said. “I can talk about that because I don’t know the personal issues. I can tell employees what they really need to hear and address sensitive company issues more effectively and objectively than an in-house company trainer.” According to the FAA, 80 percent of aviation accidents are caused by human factors. FAA image. Of course, human factor training has always and continues to suffer from the stigma of tree-hugging, psychobabble… “We continue to hit on the barriers which is the reluctance to Patterson said. “In fact, once you examined it, many of the incidents attending this type of training,” Patterson said. “The air crews seem were not actually one person’s fault, but a combination. A system to understand it, but the engineers (technicians) seem to struggle to failure rather than a person’s failure.” fit it in during their downtime. There is a lot of “didn’t we just do this “Getting people to understand that and to openly report what’s last year?” going on is very difficult,” he continued. “The introduction of the While that is and always will be an issue, Patterson said that he MEDA concept and the specialists forms to support that effort has does see attitudes changing. “Even though they may not have gone a long way to remove is the feeling that people can’t report an heard of it before, if it does make them stop and think at least error. They now know that the whole scenario will be looked at rather once then it does have a great benefit,” he said. “It’s a bit like if than just the fact that they did something wrong. That’s what’s meant we can stop a few low-grade incidents from happening then we by a fair culture—its fair as opposed to ‘we’re going to slap whomever can prevent one major incident and that, in turn, may prevent one it is we think made a mistake.’” fatality at the end of the chain.” AM
The More Things Change… You’d think that with all the obvious benefits that good, consistent human factors training brings to the maintenance industry that companies would have readily adopted it by now. You’d think… “It’s still pretty heavily divided,” Komarniski said. “I would say 20 percent of the industry is on board with putting an effort into their human factors training and probably the other 80 percent does enough to meet the regulator requirements.” In his experienced opinion, Komarniski states that the biggest cause of this critical unbalance has been the global economy. “Before the economic downturn, companies were looking for more specific training programs,” he said. “Then when they needed to look for ways to cut costs, one of the first things to do is cut back on training. As a result, they are now providing two-hour training sessions instead of one- or two-day classes.” Just how much training is required today? Well, none actually. According to an FAA representative: “Human factors basic training is required for certification by most 14 CFR Part 65 Aviation Maintenance Certification programs, but there currently is not an FAA requirement for aviation maintenance workers in the U.S.” To add insult to injury, the FAA also states that other than the fact that, “training must be delivered by qualified personnel,” anyone can perform human factors training. A point that professional trainers like Grey Owl and Symbiotics would probably take issue with. With regards to the concept of companies facilitating their own training, Komarniski said that one of the big drawbacks is no one in the organization specializes in human factors training. “They always focus on the Dirty Dozen and read the advisory circulars from the FAA (www.hf.faa.gov/hfguide/08/08_concepts. html),” he stated. “So I don’t think there’s much effort put into finding new information and new ideas in error prevention.”
Aviation Maintenance | avm-mag.com | August / September 2013 23 CHECKING IN WITH TODAY’S MRO AVIATION SOFTWARE
24 Aviation Maintenance | avm-mag.com | August / September 2013 HERE’S A PROGRESS REPORT ON CURRENT MAINTENANCE SOFTWARE TRENDS.
By Mark Robins
Aviation maintenance software end result being quicker return of assets to an is now more important than ever and much approved operational status. more is being required of it. Aviation software What are present and future aviation applications are evolving with end users’ software trends? Z Bar-ON, founder and CEO needs for more data analysis and forecasting of Component Control, San Diego believes capabilities being based on faster and easier that trying to figure out what’s “next” is not access to greater quantities of maintenance hard to predict for aviation software. “More information or FBO “events.” As a result, connectivity, better integration between more information and maintenance “advice” systems, more mobile devices, more touch can be delivered to the first responders and screens capability, more cloud capability, technicians performing maintenance activities. and RFID will eventually take off,” he says. This includes remote access to maintenance “Different software products will attempt to manuals, diagrams, pictures and videos with the lead simultaneously in these different areas.
Aviation Maintenance | avm-mag.com | August / September 2013 25 To keep its AMOS software user-friendly, despite its increasing complexity, Swiss “MRO organizations Aviation Software follows a user-driven development approach. (Image courtesy of Swiss Aviation Software) should look for advancements and Ultimately it’s the customer or the end Recognition of this will require an open new developments user of the software that will determine mind by the MRO in changing the way where these software products go. We business is done and will yield significant from industry-proven have always let our customers lead us in benefits.” What follows are some of terms of innovated technologies and how those significant benefits. software providers... best practice is reflected in the functional processes the software supports.” The software In addition to this customer information, Going mobile providers that will leading aviation software providers Many aviation MRO software providers also now have decades of product have begun developing and offering development built into their systems, mobile applications, varying in functionality make a difference offering a robust and stable software system on which to add next-generation and effectiveness. “Mobile apps can in aiding the features, modules or apps. The best improve communications and streamline MRO industry will providers consistently add functionality processes within an organization,” says and features in direct response to the Demeis. “The most effective apps are maintain profound needs and experiences of their users. “MRO organizations should look for not superfluous, developed simply to be improvements to their advancements and new developments trendy, but rather directly target a process from industry-proven software or function that will benefit from the underlying business providers,” says Jack Demeis, founder mobile nature of the technology.” and president of Continuum Applied Chris Reed, managing director of processes, not Technology, creators of CORRIDOR Aviation Service Software, Austin, Texas. Trax USA Corp., Miami, agrees that merely updates to the “The software providers that will make mobile solutions are becoming more surface technology, a difference in aiding the MRO industry and more important to customers these will maintain profound improvements days. “There are significant operational to their underlying business processes, look and feel, etc...” not merely updates to the surface and cost benefits in having employees technology, look and feel, etc. update data at source,” he says. “Often
26 Aviation Maintenance | avm-mag.com | August / September 2013 this includes the ability to use their own standardization, integration is slower and significant aviation organization, Commsoft devices to do this. Typically, tablets more costly, resulting in slow adoption of believes that a controlled virtualized or are being deployed to line and hangar the technologies,” says Demeis. standalone hardware environment offers maintenance plus warehouses.” Another drawback of the cloud is significantly better performance, security, Swiss Aviation Software Ltd. in Basel, aviation data is safety relevant in terms speed and access and as such Commsoft Switzerland has put a workforce in place of airworthiness, and it has to be stored has not developed a cloud-based system. that carefully evaluates how mobile for a long time and is highly confidential. For smaller operators we are offering a devices can bring real added value to “Due to the sensitivity of this data it Windows RDP-based hosted environment the customers. “Sometimes ‘too high is hardly imaginable for us to store it (with most of the benefits of the cloud) tech can end up in low tech’, meaning ‘somewhere’ in a cloud without knowing and this has been chosen by ten of our 50 that not every hype brings added value where it is saved and how it is secured,” direct customers.” to the airline/MRO providers,” cautions says Schaeuffele. “The non-transparency Ronald Schaeuffele, CEO at Swiss. “For of the data management and in particular Not necessarily aviation software instance, it does not make sense to equip the data safety makes cloud computing There are several software solutions the mechanics with mobile devices as long for us currently a non-relevant topic which available not originated for the aviation as e-signature has not been implemented is rather useful for social media/pure 2.0 maintenance industry. “They have in production, since this would end up web applications.” struggled to gain a significant foothold in in a process break rather than in cost While the cloud can bring greater access the market and their general ‘purchasing reductions or added value. The number to individual users or smaller companies audience’ is more related to executive of AMOS customers who have or are in in specific circumstances in developed management than it is to the users on the process of implementing e-signature countries, adequate Internet speeds are the shop floor (i.e. CFO purchases),” says is currently very low so that customers are a significant problem in parts of Africa, Reed. “There are many complex areas not yet ready for the next step.” Russia, Asia and Eastern Europe, limiting within the aircraft maintenance industry cloud access. that are not common in other industries, Seeing the cloud Also, “Some aviation authorities such as the concept of the rotable. These The use of web-based MRO software require aviation operators to control their can prove difficult to track on non-specific services is a growing trend as more own IT environment and prohibit third softwares. The time tracking and check/ businesses are using software hosted in a party hosted access,” says Nick Godwin, inspection regimes are not typical for many cloud-based environment. “This minimizes managing director, Commsoft (suppliers of these softwares either and have had the cost of updating infrastructure and of OASES), United Kingdom. “For any to be adapted. The best solution is one standardizes support cost when moving onto a new business system,” says Bar- On. “In many instances our customers will manage their own private cloud data centers to support their operation, as well as multi-location and multinational operations.” The cloud has made the computing resources of sophisticated maintenance applications available to more users in all places via the (Internet) networks with which we are now more familiar ( WI-FI, 4G etc.) without the requirement for local IT support and backup services. “Now the intelligence associated with maintenance events can be shared and coordinated with various maintenance teams, parts depots, analysts and factory experts,” says Nathan Schnurman, director business development, AvPro Software by Decision Software Systems, Wellington, Fla. “It has also led to more offerings from various suppliers to have maintenance software capabilities provided as a service (SAAS) to smaller user operations, as a way to avoid an up-front purchase event impact on their cash flow.” While the impact of cloud technologies could be significant for sharing information, such as centralized maintenance records, it’s currently limited due to the lack of standardization of data. “Without
Aviation Maintenance | avm-mag.com | August / September 2013 27 CORRIDOR Software’s User Interface (UI) organizes a wealth of critical data in technician and supervisor friendly screens. Screen shown is from CORRIDOR’s Work Order Module.
Image courtesy of CORRIDOR Aviation Service Software
lower cost.” Aviation MRO companies require software that is designed, built, implemented and supported for the aviation industry contends Z Bar-On. “In earlier days it was difficult to find an off- the-shelf solution that was tailored to this niche,” he says. “So, manufacturing- based software systems tried to manage the requirement. Average cost accounting systems tried to manage the ‘actual cost’ requirement of the MRO Industry. The process of managing an exchange was rarely even attempted. Very much a square peg going into a round hole. The aviation MRO industry is much smarter specifically designed for its purpose.” CFO community, enforcing consistent now, but we still see square pegs out ERP systems have been adapted very processes and financial / KPI visibility there. Sadly it is a very costly adventure expensively and inefficiently to aviation across diverse cross-business functions in when this happens. An MRO company maintenance environments. But, “ERP large organizations. By definition, they are needs to source parts like the brokers systems will normally require bespoke data hungry and not designed to function do, they need an approach to purchasing middleware systems to make them more well in maintenance environments. Best and forecasting that is nothing like a user-friendly,” says Godwin. “ERP systems of breed systems such as OASES offer manufacturing company. Turn-around are the darlings of the CEO, CIO and better flexibility and power for a much time is more about parts than it is about
28 Aviation Maintenance | avm-mag.com | August / September 2013 Aviation maintenance software is now more important than ever and much more is being required of it.
Image courtesy of Swiss Aviation Software
maintenance process requirements. Delays and confusion created by forcing a non-specific software package to accommodate process requirements is costly during implementation. “One of the most critical aspects of establishing a new software package into a complex organization is the ongoing support offered by the software provider,” says Demeis. “Aviation maintenance terminology is specific and often unique. A software provider with experienced support personnel that understand the challenges of our industry and its technicians will be able to offer experienced, effective support for initial implementation and capacity planning. Using non-aviation that will affect nearly all areas of an training, as well as customer and technical software drives the users off the software. organization is a complex process that support throughout day-to-day operations. They will go off line for the unsupported needs to be performed as efficiently Additionally, a software package developed processes…which is most likely right as possible to reduce interruption and by aviation professionals will inherently where they started from.” provide sufficient training to prepare present a User Interface (UI) design that all users. A generic solution will likely is appropriate and workable for aviation Specific and unique require modifications and workarounds technicians as well as for inventory, Implementing a software package to accommodate specific aviation management and office personnel.”
Aviation Maintenance | avm-mag.com | August / September 2013 29 Trax USA Corp. has made its MRO aviation software easier to work with by implementing a different “front end” to the application. “For example, developing a web-page that presents the data to the user in a more friendly manner and then passes that data back to the main system,” says Reed. “This adds cost and complexity, and cannot be done for every transaction; but the most popular and most used transactions can be created in this manner.” At Component Control, a large group of dedicated developers continually develop and refresh the technology to deliver new, enhanced versions of a solution up to twice a year. “True OASES software has a strong reputation for flexibility and ease of productivity and innovation comes from use, which drives lower labor costs, the wisdom of the many not the few, and especially in smaller organizations. when a system is tested with thousands Image courtesy of Commsoft of users keying on the software day after day, your result is a fully tuned and operational application that is guaranteed to work well,” says Bar-On. “We are “Where some find Speed and user-friendliness constantly enhancing the functionality it cumbersome MRO aviation software has a reputation of the system based on user feedback. for not always being easy to work with; All of our systems are used in the because of the user it’s sometimes slow and cumbersome. aviation industry at original equipment interface and possible But, cumbersome is an opinion different manufacturers, aftermarket service with each user. “Where some find divisions, component repair and overhaul unfamiliarity with user it cumbersome because of the user companies, fixed base operators, screen navigation, interface and possible unfamiliarity aircraft completion centers, airlines, with user screen navigation, others MRO facilities and part distribution/ others might find it might find it familiar based on their redistribution companies. This is almost familiar based on their previous computer experience,” stresses impossible to achieve with a legacy Schnurman. “The software application or home-built system as they lack the previous computer designers can always benefit by the industry standard best practice and lean experience...” feedback from users, but not all suppliers MRO processes that come as standard are prepared to alter their user interface with an application such as Quantum.” with different customers.” To keep its AMOS software user- friendly, despite its increasing complexity, Swiss Aviation Software follows a user- driven development approach. “Our customers have the possibility to vote for strategic developments in the AMOS Strategic Board,” says Schaeuffele. “Furthermore, we invite customers to participate in workshops regarding the further or new development of major functions. This approach allows us to receive direct customer feedback which is then incorporated into AMOS.” Aviation software packages developed without consideration for, and understanding of, specific process flows on the maintenance floor will result in incongruity between software flow and actual work flow. It’s imperative that MRO businesses take a fresh look at their day-to-day operations. This will provide the best opportunity to make significant impact to customer service, safety and the bottom line. AM
30 Aviation Maintenance | avm-mag.com | August / September 2013
Industry Profile
Aviation Maintenance | avm-mag.com | August / September 2013 31 Industry Profile Pratt & Whitney Services Offering a Broad Portfolio of Service Solutions Tailored to Meet Your Needs
Pratt & Whitney has one mission – to help its customers succeed. With a global network of engine service facilities and broad portfolio of service solutions, we will work with you to provide solutions that meet your individual business needs.
Pratt & Whitney helps you operate efficiently and effectively. We have locations close to our customers with major engine centers in Singapore, New Zealand, China, Turkey and North America that overhaul engines made by Pratt & Whitney, International Aero Engines® and CFMI®. Approximately half of our engine centers and part repair operations are joint ventures with major airlines, giving Pratt & Whitney with unique insight into the issues airlines face every day. Leveraging more than 87 years of OEM experience, Pratt & Whitney provides advanced, dependable repairs that increase part durability, extend time on-wing and lower your cost of ownership.
Our services include: • Engine Overhaul • Part Repair • Material Solutions • Line Maintenance Services • Specialty Services
Pratt & Whitney will work with you to manage your engines’ maintenance. On-wing or off, our fleet management programs will help you ensure reliability on a dollar-per-engine-flight- hour basis. We can help you forecast material needs, secure the material required to support your flight schedule, manage repair suppliers and analyze engine operational data to improve engine performance. We use Advance Diagnostics and Engine Management (ADEM) systems, a wireless tool that sends real-time engine data to the ground during flight. We can spot operational trends and maintenance issues early, before they cost significant time and money.
Line maintenance teams get your engines back in service quickly. We perform boroscope inspections and our blade-blending repairs on-wing at your site. EcoServices, LLC’s EcoPower® engine wash system cleans engines right on the tarmac using atomized water in a closed-loop, environmentally friendly system. A cleaner engine cuts fuel burn and extends parts life and time on-wing.
Pratt & Whitney. It’s in our power.™
For additional information, please contact Pratt & Whitney’s Global Operations Center at: 800-565-0140 (Domestic U.S.) 860-565-0140 (International) or e-mail at [email protected]
32 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad
Industry Profile
34 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad
Industry Profile
Sherwin-Williams Aerospace Coatings: Providing Leading Aerospace Coatings Brands
When a premium level of appearance is required, coupled Jet Glo® is a proven performance coating in the aviation with the industry’s leading high-performance and durable industry for more than 30 years, and this polyester urethane coatings, MROs and fleet managers count on Sherwin- is a multi-component topcoat designed for use on high Williams Aerospace Coatings. performance general aviation and business jets. Jet Glo® delivers a high-level combination of DOI, gloss retention and SKYscapes® polyester urethane is an exciting new basecoat/ color brilliance. clearcoat exterior paint system that provides faster processing time, more color and easier maintenance than Acry Glo® acrylic urethane is a multi-component topcoat similar products on the market. It is AMS-3095 certified, designed for quick drying stripes or for small aircraft and features a longer recoat time (up to 72 hours), and allows helicopters as an overall finish. A high solids, VOC-compliant paint shops to augment their production schedules and product, it is quick drying, exhibits outstanding gloss, and turnaround more paint jobs. delivers gloss retention upon weathering. It has a high resistance to chipping, and its excellent buffing characteristics make it Jet Glo Express® polyester urethane is an industry-leading a top choice. multi-component high solids topcoat, created for use on high performance general aviation, business jets, military Contact details aircraft and commercial airliners. This coating is qualified For more information, go to www.swaerospace.com with numerous business jet OEM qualifications, MIL-PRF- 85285E qualification for the military segment and AMS 3095 for commercial airlines.
38 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad
Industry Profile
Aviation Maintenance | avm-mag.com | August / September 2013 55 Industry Profile
56 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad
Industry Profile Monarch Aircraft Engineering
Headquarters based at London Luton Airport in the UK, award Component Maintenance Centre winning independent aircraft maintenance provider, Monarch Situated at its London Luton facilities, with additional operations Aircraft Engineering (MAEL) is an EASA and FAA approved at Manchester International Airport, Monarch Aircraft Engineering maintenance organisation providing line, light and heavy has established a modern state of the art component maintenance maintenance support services for a large range of Boeing centre, capable of carrying our repair and overhaul of components and Airbus aircraft types 365 days a year. MAEL also provides from a large range of Airbus and Boeing narrow and wide body continuing airworthiness management (part m), technical and aircraft. The facilities has an excellent range of tools and test management consultancy, engine leasing, spares loans, exchanges equipment and several workshops, including Avionics and Battery and power by the hour programs. MAEL has extensive component Services, Calibration, Composites, Safety Equipment, Aircraft Engine repair capability, is an approved Part 21J design authority and Part and Mechanical Services. 147 training organisation. Engineering Services (Part M & Part 21 J) Heavy Maintenance Monarch Aircraft Engineering with its highly skilled workforce can Checks from ‘A’ to ‘D’ are carried out at Monarch Aircraft Engineering’s assist airline operators with a multitude of fleet support solutions hangar facilities located at London Luton and Manchester International including planning, technical records, technical service support, Airport on Boeing 757, 767, 787, Airbus A300-600, A300B4, A310, reliability management, engine trend monitoring, warranty and A320 family and A330 aircraft. Established in 1967, Monarch has carried consultancy services to name but a few. With a large engineering out thousands of heavy maintenance checks and more recently formed and technical management team they are also perfectly set up to a team of specialist engineers to complete Airbus A320 family rear spar provide all aspects of continuing airworthiness management, SB inspections and rectifications for its customers. reviews and recommendations. Monarch Design Services is an EASA Part 21J Design Organisation Line Maintenance with an outstanding reputation in the marketplace which has been With permanent line maintenance stations established at London earned by delivering projects to an extremely high standard. They Gatwick, London Luton, Birmingham International, Manchester can offer a comprehensive suite of services; whether its as simple as a International , Malaga, Alicante, Canary Islands, Kiev, Goa and flower holder in a wash room or an new interior design. the Maldives, Monarch Aircraft Engineering carries out full line maintenance technical handling on Boeing 737CG, 737NG, 757, 767, MAETTA (Monarch Aircraft Engineering 777, 787 Airbus A300-600, A300B4, A310, A320 family and A330 Technical Training Academy) aircraft. More recently MAEL has gained UK CAA/EASA Part 145 line Our Technical training facility has gained a worldwide reputation maintenance approval on Embraer ERJ 170 series and Embraer ERJ for its continuing high standards providing full EASA Part 147 B1 190 at their established station in Malaga. and B2 type courses and Part 66 category A basic training. Our highly skilled and professional instructors are approved under Part Spares Trading 147 by the UK Civil Aviation Authority and we are able to complete We now have a dedicated spares team that will operate within MAEL’s the training at our training facility at London Luton Airport or MRO facility and offer a wider portfolio of services to the aviation market. Manchester Airport. If preferred, training courses can be offered at with a US$70m spares inventory Monarch Aircraft Engineering the client’s own facilities worldwide. is able to provide full spares support programmes on a flight hour boeing 787 training is to commence later this year; investing $2.5m basis as well as offering components on a loan and exchange basis. on state-of-the-art desk top training equipment. Based at London Consignment stocks are available and Monarch’s team of experts can Luton Airport, the technical training academy will undergo a complete also advise on initial provisioning packages and stocking policies. The refurbishment providing several new classrooms and facilities for spares inventory owned by Monarch is dual released with both EASA Composite and Fibre optic training, a technology that is now being and FAA certification. employed on next generation aircraft. Monarch will be one of only five Boeing 787 training providers SMART - (Specialised Monarch AOG worldwide and the first Boeing 787 training academy outside of Boeing. Response Team) With a large number of line maintenance clients, Monarch Aircraft TEAMS Consulting Engineering is acutely aware of the significant damage to airline Through its Consulting Division, branded TEAMS (Technical & Expert operations and revenue when AOG events are not responded to Aircraft Maintenance Support) Monarch Aircraft Engineering can immediately. In order to ensure that the necessary action is taken provide tailored management, technical and safety management to manage the operational limitations, Monarch has created a systems (SMS) consulting services to Airlines, MRO’s as well as Supply Specialised Monarch AOG Response Team (SMART). Available 24/7 Chain organisations. These services can be offered on a short, this service is managed through Monarch’s Maintenance Operations medium or long term basis and tailored to specific client requirements. Centre (MOC). Since its launch in 2009, SMART has completed numerous sorties in the UK and Europe and as far flung as Africa and Asia. In addition to down route rescues Monarch Aircraft Engineering also provides teams of technical experts to accomplish Contact details routine maintenance and bespoke work packages. For all your MRO requirements please get in touch with us by email: [email protected] or call: +44 1582 398644.
58 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad Industry Profile
Aviation Maintenance | avm-mag.com | August / September 2013 59 Industry Profile TAP Maintenance & Engineering
TAP M&E is all about Care2 MRO solutions for Airbus, Boeing and Embraer fleets. For us each Customer is unique, with unique demands. That’s why we are fully committed to provide a complete set of integrated tailored services aligned perfectly with Customers’ needs.
Years of experience on TAP Airline fleet maintenance, made TAP one of the most reliable airlines in the world. This experience, combined with a Customer minded strategy, geographical flexibility and process agility, made us a trusted solution when it comes to airframe, engines and components maintenance, along with engineering and material support.
As a global player, TAP M&E operates one main center in Portugal and two in Brazil, with a workforce of about 4.000 technicians and engineering staff, bringing care to quality worldwide.
We care more.
TAP M&E Bases
Lisbon Rio de Janeiro Porto Alegre In its Lisbon Base, TAP M&E offers a In the Rio de Janeiro base, TAP M&E TAP M&E, at its Porto Alegre base, vast span of services ranging from line provides aircraft maintenance services makes available to its Customers airframe maintenance to heavy maintenance checks, (A, B, C, IL and D checks, aircraft painting, maintenance for Boeing B727, B737 CL/ engine overhaul, components maintenance, engineering and planning support) for NG, BBJ, B767; for Airbus A320 family; for engineering and planning services, material Boeing B727, B737 CL/NG, BBJ, Embraer EMB 120, ERJ 135/145, E-JET support and integrated maintenance B747-200/300, B757, B767, B777, DC10, 170/175/190/195 and Legacy; ATR 42 and packages for Airbus A300-600, A310, A330, MD11; for Airbus A300-B4, A300-600, ATR 72; complete overhaul for Landing A340, A320 family; for the engine models A310, A330 and A340. Gears, APU and PWC engines PW118/A/B, CFM56-3,-5A,-5B,-5C,-7B and CF6-80C2. PW120/A, PW121, PW125B, PW127 Hangar: 1 and PT6; plus avionics and accessories Hangars: 3 Hangar Capacity: 4 WB maintenance for over 17,000 part numbers. Hangar Capacity: 3 WB, 5 NB Hangar Area: 14,500 m² Hangar Area: 26,380 m² Total Building Area: 180,000 m² Hangars: 5 Total Building Area: 71,200 m² Hangar Capacity: 1 WB, 5 NB Hangars Area: 12,500 m² Total Building Area: 55,000 m² Contacts
Portugal: Lisbon Brazil: Rio de Janeiro Brazil: Porto Alegre P.O. Box 50194 Estrada das Canárias, 1862 Rua Augusto Severo, 851 P 1704-801 Lisbon 21941-480 Rio de Janeiro / RJ 90240-480 Porto Alegre / RS Portugal Brazil Brazil
Phone: (+351) 707 200 800 Phone: (+55) 21 3383 2782 Phone: (+55) 51 3375 7053 mail: [email protected] E-Mail: [email protected] E-Mail: [email protected]
www.tapme.pt
60 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad Industry Profile Industry Profile Sabena technics, your solutions provider
Sabena technics is a leading independent provider of Sabena technics has also won numerous Maintaining in Operational maintenance services to civil and military aircraft operators. The Condition (MOC) contracts. group operates under the brands Sabena technics, Sabena technics training and Barfield in the USA. Sabena technics Training services employs over 3,000 persons across its 17 sites worldwide. Sabena technics training shares its know-how with you through EASA Its services are organized into product lines: Airframe services, PART 147 accredited training programs, based on more than 80 years Component services, Integrated services, Military services, Training of experience in aircraft maintenance. Tailored to clients’ needs, its services and VIP completion. programs can be set up at its training centers in Brussels and Bordeaux or at customers’ premises. Airframe services Sabena technics training is a founding member of the Airbus Across seven of its sites, Sabena technics offers airframe maintenance Maintenance Training Network. services on a large range of aircraft, from pre-flight inspections to D-checks. VIP completion by Sabena technics Thanks to the support of its many backshops, Sabena technics is Sabena technics offers outstanding refurbishment and completion able to test, repair and maintain a wide range of components. The services for aircraft such as CRJ, ERJ, B737, A320, A330 and A340 engineering department, the EASA PART 21J Design Office and aircraft families. Working with the best designers, Sabena technics the EASA PART 21G Product Office allow the company to perform develops and installs aircraft cabin projects for airlines, governments the most complex modifications. With an expertise in civil, military and business aviation operators. and corporate aircraft, Sabena technics also provides stripping and painting services. Sabena technics also develops special solutions for lessors.
Component services With three sites in Europe and Barfield in the United States, Sabena technics certifies over 100,000 components in-house every year, benefiting from logistics platforms including Paris CDG. In order to provide the right component services, the following technologies are offered on a flat rate and time and material base: avionics, integrated drive generator, electromechanics, pneumatics, fuel, hydraulics, oxygen, aircraft structure and wheels and brakes. Sabena technics also offers landing gear services: its facilities, as well as its Dinard-based Hydrep joint-venture with Messier Services, are fully equipped to carry out all kinds of repairs and surface treatments under the same roof.
Integrated services Integrated services is an “à la carte” support. To meet its customers’ needs, Sabena technics builds customized and cost-effective maintenance support, combining key services: airframe solutions, component solutions, logistic solutions, fleet solutions, asset solutions and support solutions.
More than 570 aircraft already benefit from these solutions. 24 hours a day, 7 days a week, Sabena technics guarantees its customers the support they need in AOG situations, wherever they are. Its trading division provides spare parts solutions in managing the purchasing, short or long term lease, loans and exchanges of a wide range of components.
Military services Sabena technics offers global support and maintenance services to military operators, from line to heavy maintenance, including airworthiness monitoring. The company also provides aircraft Contact details modifications, new systems integration and aircraft interiors. For all your MRO requirements please get in touch with us by Sabena technics has been an authorized Lockheed Hercules service email: [email protected] or call: +44 1582 398644. center since 1977 and is renown worldwide for its C-130 expertise.
62 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad Industry Profile
Aviation Maintenance | avm-mag.com | August / September 2013 63 Industry Profile BAE SYSTEMS REGIONAL AIRCRAFT - MOVING INTO NEW MARKETS
BAE Systems Regional Aircraft’s transition from an OEM provider of support and engineering services to its in-service fleet to becoming an integrated solutions provider for different aircraft types is gathering momentum and building on its extensive support experience and industry-leading expertise of supply chain and engineering programmes.
The most significant recent development is the expansion of the company’s EASA Part 21 G and J approvals in May 2013 to allow it to work on any aircraft type for both design and manufacturing work (DoA and PoA).
Graham Smith, Head of Business Development for the business says: “This means that Regional Aircraft can support minor changes/ modifications through its own Service Bulletins, while for major changes/ modifications, such as mandatory avionics upgrades, this can be provided through a Supplemental Type Certificate. We can cover both design work and arranging the manufacture of parts. geographical locations is a tribute to their original design and the “We have already won our first contracts on a range of different aircraft integrated support provided by Regional Aircraft today. types. These cover the design for the installation of new water boilers and ovens and provision of installation kits, to TCAS 7.1 upgrades and Regional Aircraft’s customer base continues to grow with current SATCOM systems”. customers extending their support contracts and new customers signing long-term support packages. Major fleet operators of its Dialogue is underway with various parties on a broad range of aircraft are counted among its customers. This continued business programme possibilities covering further equipment upgrades, growth results from the successful drive to reduce costs and Regional interior upgrades, replacement parts, minor and major changes/major Aircraft’s ability to meet the demanding service levels today’s modifications and supply chain solutions. There are two target markets. customers have come to expect. The first is principally mid-life aircraft such as the Boeing 737 Classic, the A320 family, the Bombardier CRJ700/900 Series and the earlier Over this time, the business has amassed considerable experience in a Embraer E-Series, and the second is around newer technologies such as wide range of support solutions and products, many of which are now SATCOM WiFi broadband, which, through the company’s capabilities, applicable to other aircraft types. It has developed a Total Support extend to any aircraft. package, available in a modular format that allows operators to take the elements that return best value to them. These four elements are BAE Systems can also identify the need for replacement parts for Rate-per-flying-hour programmes (JetSpares and MACRO), Spares, different aircraft types, design them or source them, arrange their Modifications and Technical Services. manufacture, obtain certification and then support them through its well- established programmes honed over years of top-level support for its It has been a pioneer in the development of rate-per-flight-hour spares in-service fleet of BAE Systems-manufactured aircraft. support programmes and has 190 aircraft enrolled with operators around the world. It is continually assessing these programmes to Years of experience widen their appeal and increase the range of products covered by these programmes. It has also developed new products to stimulate The business is a leading provider of support and engineering services continuing spares sales and has experience in supporting aircraft to customers throughout the world, supporting some 500 aircraft with across the globe with tailored programmes to suit local requirements. over 200 customers in 70 countries. Regional Aircraft’s headquarters and centre of Engineering and Its aircraft, including the Jetstream family, ATP, BAe 146 and Avro Support is located in Prestwick, Scotland, with its spares logistics RJ remain important players in today’s regional airline market. The facility located at Weybridge, Surrey, close to London Heathrow and continued success of these aircraft in demanding and wide-ranging Gatwick Airports. Some 325 people are employed by the business.
64 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad
Industry Profile
66 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad Industry Profile
Aviation Maintenance | avm-mag.com | August / September 2013 67 Industry Profile
68 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad Industry Profile WHAT’S NEW IN CORRIDOR AVIATION SERVICE SOFTWARE… and WHAT’S NOT
Development of CORRIDOR Software is offer user and technical support. To learn more about CORRIDOR Software, consistent and industry-driven. We’re Direct client relationships allow the contact us. But don’t just take our word. constantly working to deliver product CORRIDOR development team to Ask around the industry and discover who’s updates that are relevant, impactful, understand user processes and using CORRIDOR and how they’re benefiting and directly targeted to optimize challenges and plan enhancements from targeted software and experienced aviation service. and new features to the application support. Then contact us: (512)918-8900, that are specific and relevant. www.corridor.aero, NBAA Booth #N1622. Current development of CORRIDOR is driven by industry and user demands, as well as awareness of emerging technologies. Each enhancement, from complete module creation to user interface improvements is carefully considered and prioritized with regard to its genuine relevance and broad suitability.
Here’s a brief look at a few things we’re currently working on: • Support for Multilingual Entry • Tool Crib & Calibration Management • Personnel Training Management • Incremental Work Order Billing • Time Clock Management • Planning & Scheduling • Mobile Apps for Select CORRIDOR Functions
That’s what’s new. What is not new is CORRIDOR’s continuing commitment to delivering high quality software with exceptional professional and customer service.
CORRIDOR was originally created by aviation professionals who understood aviation maintenance and service process challenges but didn’t see an adequate automation solution in the industry. They began development of CORRIDOR Software to directly impact efficiency, safety, customer service levels, and profitability among aviation service providers.
Today CORRIDOR is implemented globally in varying operations from repair stations and MRO shops to FBOs, component shops, operators and more. It is comprised of more than 20 integrated modules and provides a stable, comprehensive system to automate processes and improve communication among departments.
CORRIDOR is backed by an experienced, professional support team, who work closely with clients to train, consult, and
Aviation Maintenance | avm-mag.com | August / September 2013 69
Industry Profile
Component Control
Component Control, based in San Diego, California, is the leading developer and provider of MRO and Logistics Software 50 countries and can be deployed as a single-site or solutions for the aviation industry. Its core product, Quantum a multinational solution. Control is a fully integrated business software solution designed to promote comprehensive and safe adherence to FAA StockMarket.aero is Component Control’s comprehensive certification rules of compliance. It promotes ‘best practice’ to search engine eMarketplace that gives users access to real- ensure the maintenance of rigorous quality guidelines, enabling time updates from vendors including parts in stock, MRO aviation repair and manufacturing businesses to optimize capability and part alternatives. It is the world’s largest free open operational performance. marketplace for aircraft spares. Since its market launch in 2005, StockMarket.Aero participation has grown to over 33,000 global Utilizing one integrated solution running on one database, subscribers, including airlines, military, Navy and Air Force bases, Quantum’s personalized configuration settings provide plus MROs, engineers and parts vendors. Currently listing over individual users with an intuitive interface which improves 50 million qualified line items of inventory and capabil ity from the bottom line through optimized productivity. A powerful, over 3,300 aircraft parts vendors. Productivity and efficiency affordable and scalable solution, Quantum provides advanced are further enhanced 24/7 with iPhone and Android App aviation management support to OEMs, aftermarket service connectivity. divisions, component repair and overhaul companies, airlines, MRO facilities and many more. Quantum is installed in over
Aviation Maintenance | avm-mag.com | August / September 2013 71 Industry Profile
TAILORED AVIATION SERVICES
Tailored Aviation Services is a new company formed to develop the Tailored Aviation Services will also an offer’s an AOG, on wing BowerBond application in Europe and the Middle-east. repair service able to support repairs at the aircraft anytime 24 hours a day 7 days a week with a mobile engineer and fully Drawing on the many years of aviation experience of its owners in equipped mobile workshop. both engineering and customer services it aims to fuse together these two principles and the BowerBond product to deliver Both repair options come with a dedicated account manager to outstanding customer service and economies to existing and support all the customers’ needs in Plastic Repair. new customers. All the Tailored Aviation Services technicians have undergone full John Kemp a highly experienced composites engineer with many training over the last few months culminating in an assessment over years in both aviation composites and interiors and F1 composites a period of 7 days, of their repair, paint and finishing of pieces by will oversee the engineering element of the operation whilst Paul Bower Aero’s head of training. Bew with over 25 years in customer services and spares support will ensure the processes and pricing reflect the demands of the modern commercial airline world.
Tailored Aviation Services has a bespoke designed repair shop located in Sussex close to all major London Airports which will be For further information contact: able to repair all parts in house and is aiming to minimise the [email protected] turn-around time in order that it can refurbish the whole passenger Tel: +44 1403 800801. cabin during routine c check times
72 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad Industry Profile
Aviation Maintenance | avm-mag.com | August / September 2013 73 Industry Profile VECTOR AEROSPACE CORPORATION
Vector Aerospace Corporation is an industry-leading, independent provider of maintenance, repair and overhaul (MRO) services for fixed-wing and rotary-wing aircraft operators around the globe. Vector’s service portfolio includes support for various types of engines, dynamic components, structures and avionics.
From state-of-the-art facilities in Canada, the United States, the United Kingdom, Africa, Australia, France, and facilities soon to open in Brazil and the Asia-Pacific region, Vector employs approximately 2,700 employees who serve a global customer base consisting of private and commercial operators, government agencies and defense departments. For more information, visit www.vectoraerospace.com Colin MacDonald Vector holds approvals from some of the world’s leading Marketing & Communications Coordinator Vector Aerospace Engine Services - Atlantic OEMs, including Agusta Westland, Boeing, Eurocopter, Tel: 902-888-1828 General Electric, Pratt & Whitney Canada, Rockwell Collins, [email protected] Rolls Royce, Sagem Avionics, Sikorsky, Turbomeca and many other manufacturers and suppliers.
Our vision is “To Set the Standard of Customer Service” by building on our proud history of superior customer service and our expert technical resources where Vector delivers world- class capabilities and service. We deliver on our promise and strive to be the benchmark against which MRO businesses are measured. Our goal is to set the standard of customer service, continuously challenging ourselves to raise the bar.
74 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad Industry Profile CO-OPERATIVE INDUSTRIES AEROSPACE AND DEFENSE A MULTIFACETED APPROACH TO WIRE HARNESS SERVICE AND SUPPORT Co-Operative Industries Aerospace and Defense (CIA&D) supports today’s aerospace industry with precision electrical wiring harnesses. Decades of service has given us the wiring interconnect experience necessary for developing the best possible product for a given application.
At CIA&D we recognize the need for minimum weight, maximum reliability, maintainability, and cost effectiveness. Aircraft, engine, fuselage, wing, airframe, and ground support applications include signal transmission, power distribution, QEC, communication and test harnesses. CIA&D specializes in wiring harness applications that stand up to hostile and extreme environments.
CIA&D offers three primary means of supporting the aerospace industry. These include manufacturing expertise, a certified repair station, and automated test equipment. Manufacturing Harness products are manufactured in a newly renovated 121,096 square foot, AS9100 registered facility. Efficiencies and improved capacity allow for long run, large volume production. CIA&D also features a dedicated pre-production and development area. Our manufacturing capabilities are backed by an engineering support team that is available to assist throughout the harness development process. More importantly, our customer oriented development and manufacturing approach results in on-time deliveries of affordable, quality products. Repair Services In addition to manufacturing capabilities, CIA&D supports today’s air carriers and MROs with reliable wiring harness repair services. CIA&D recognizes that dependable, cost-effective services are critical in today’s aerospace industry. Because of this, customers have come to depend on us for engine and nacelle harness repair needs. Backed by FAA, EASA, and CAAC certifications, CIA&D specializes in CFM56-5A/B/C, CFM56-7B, GE90, CF6-80C, and PW4000 QEC harnesses. When our skilled technicians are combined with solid inventory management, customers are assured of a reliable end product that is delivered on schedule. This combination can save an organization both time and money – valuable assets in today’s tough business environment. Automated Test Equipment For organizations seeking an in-house means of doing their own testing and trouble-shooting, CIA&D develops automated test equipment that is designed for customer applications. These Wiring Harness Testing Systems reduce downtime and increase shop efficiencies by offering accurate and reliable continuity, high voltage insulation resistance, high potential, capacitance, and passive component testing in one flexible package. Each unit can be customized based upon tester configuration and software requirements. For effective testing, CIA&D supplies test harnesses that are designed to match specific applications. In addition to high quality equipment, you can count on the added value of reliable program and interface support. A Common Goal Simply put, our goal at CIA&D is customer satisfaction. We are committed to meeting customer needs and producing the highest quality product. We have the diversity in one facility to address your concerns regarding reliability, quality, and engineering of parts. Visit our web site www.coopind. aero or contact us directly to learn more about the advantages we can offer.
Contact Info: Co-Operative Industries Aerospace & Defense 1401 South Cherry Lane, Fort Worth, TX 76108 T: 817-740-4700 F: 817-624-4282 E: [email protected] W: www.coopind.aero Aviation Maintenance | avm-mag.com | August / September 2013 75 Industry Profile
RIGID LIFELINES
Rigid Lifelines® is a North American leader in full-service fall almost directly over the fuselage or wings for a more maneuverable protection solutions. We manufacture and distribute a wide range workspace. And the design of the C-Frame eliminates the need for a of fall arrest, fall restraint, fall prevention, hard goods, soft goods, counterweight. Since the system is so lightweight, workers can easily and accessories. Rigid Lifelines engineers superior systems and move it without the need for towing equipment. solutions for common problems in fall protection. These systems are ideal for protecting people involved with aviation maintenance While maintaining an airplane inside the hangar, the permanent while working at height. Traveling Bridge fall protection system is preferred by aviation professionals. The design of the Traveling Bridge system keeps all The Griffin™ is the latest technology in portable fall arrest track fall protection components directly overhead in order to reduce systems. Simply move the Griffin system into place along the the chances for a swing fall which could cause injury to the worker wings or fuselage of a plane for a wide span of fall protection or damage to the airplane. coverage. Average track lengths for the Griffin range between 14 and 55 feet, but customized lengths are also available. By Rigid Lifelines manufactures fall protection systems in two locations using either a forklift or other small towing device, the Griffin can in the United States--Morgantown, Pennsylvania and Las Vegas, be used on the tarmac or in the garage for emergency or daily Nevada. We are proud to be a Certified Welding Fabricator in maintenance purposes. accordance with the American Welding Society. Plus, all of our fall protection systems exceed OSHA and ANSI requirements. To learn Another movable fall protection option is the Portable C-Frame. The more about Rigid Lifelines systems and how they can protect your low-profile base of the C-Frame allows workers to position the track workers, please visit: www.rigidlifelines.com.
76 Aviation Maintenance | avm-mag.com | August / September 2013 Download your free iPhone/iPad app via www.avm-mag.com/iPad
Industry Profile Tinnitus:What to do When Hearing Damage Escapes Prevention?
By Jeff Carroll, Ph.D
More than one million employees According to the Trades Union Congress (TUC), a basic in Great Britain experience noise levels that put them at great guideline to assess potentially injurious noise exposure is whether risk for hearing loss and tinnitus, a “ringing in the ears” that can two workers having a conversation several meters apart must shout plague sufferers for a lifetime. The Labour Force Survey (LFS) above background noise. A normal conversation measures around estimates that the average number of cases of noise induced 60 decibels (dB). According to the Health & Safety Executive’s hearing loss (NIHL) caused or made worse by work between Control of Noise at Work Regulations 2005, employers must 2009/10 and 2011/12 was 19,000. (http://www.hse.gov.uk/ prevent or reduce risks of constant loud noise in the environment, statistics/causdis/deafness/). While hearing loss is perhaps the provide training and enforce hearing protection for workplace more common and better understood condition, tinnitus can noise exceeding 85 dB, the volume of a vacuum cleaner. be equally, if not more debilitating, leading to stress, anxiety, Similarly, in the U.S., where 30 million workers are exposed depression or difficulty sleeping or concentrating. to occupational noise each year, Occupational Safety and
Aviation Maintenance | avm-mag.com | August / September 2013 81 lvex images E lvex hotos:
P
Each instance of noise exposure likely causes a small amount of permanent hearing damage. Hearing Protection Still No Damage can accumulate and tinnitus occurs. Guarantee Against Tinnitus Health Administration (OSHA) requires Even with regulatory safeguards and implementation of hearing conservation improvements in preventive technologies, programs for workers exposed to noise workers may still suffer noise damage and levels, also above 85 dB. Between 90 develop hearing loss and/or tinnitus, typically and 95 dB, hearing loss can occur if described as a ringing, buzzing, whooshing, noise exposure is sustained. http://www. or other noise in the ears. osha.gov/SLTC/noisehearingconservation/ According to the British Tinnitus Association, index.html about 10 percent of the UK population has Aircraft workers are particularly susceptible tinnitus all the time, and up to one percent of to hearing loss and tinnitus. Individuals adults experience tinnitus so severely they can’t standing within 25 meters of a jet aircraft relax or sleep; they are truly debilitated. In fact, taking off experience noise levels above they must come to terms with the fact that 160 dB. The sound is so jarring that over an they may never enjoy silence again. And since extended period most people would find it tinnitus is an invisible condition, most people unbearable. According to the U.S. Federal do not comprehend the extent of the suffering. Aviation Administration (FAA), the aviation environment is rife with Each instance of short-term tinnitus due to noise exposure likely sources of high volume noise beyond take-off, including aircraft causes a small amount of permanent hearing damage. Repeated equipment power plants, jet efflux, propellers, rotors, pressurization damage can accumulate and hearing loss, tinnitus or both can systems, and the aerodynamic interaction between ambient air and become noticeable. Fortunately, advances in sound therapy can aircraft surfaces. provide relief. In some instances, treatment allows sufferers to International law exempts aircraft from noise regulation during reach a point where they are no longer bothered by the sound. landing, takeoff or flying. Nearby residents are subjected to the Tinnitus has many possible causes, but most cases are related noise, even though engines today are typically 75 percent quieter to noise damage to the auditory system. Many people have than jets flown in the 1960s. However, employers must also follow experienced this for a short time after exposure to loud sound—for noise at work regulations to prevent hearing loss among aircraft example after attending a rock concert. Usually this resolves on its maintenance workers. own. But for those with chronic persistent tinnitus, productivity and Options for hearing protection include off-the-shelf foam ear the overall quality of life can be diminished. plugs or custom-made silicone ear plugs. For custom plugs, an audiologist makes an ear impression and orders them from a Tinnitus Can Be Treated and Managed manufacturer. These can be standard ear protectors that block as The best way to prevent tinnitus and hearing loss is by protecting much sound as possible or ear plugs which typically contain a filter your hearing. Continuous exposure to loud noise or even and are designed to block out all frequencies equally to provide intermittent exposure to excessively loud bursts of sound can still protection while maintaining sound quality. A high-end option would cause auditory damage. be an electronic earplug that passes soft sounds unaltered, and Those who are experiencing tinnitus should see a qualified compresses louder sounds into the safe range without distortion. audiologist. While primary physicians may be the first point of
82 Aviation Maintenance | avm-mag.com | August / September 2013 contact for seeking treatment, audiologists are better equipped resembles an iPod, have been found to be four times as likely as white to test and prescribe more advanced treatments for tinnitus. An noise to acutely relieve tinnitus an article published in the Journal of audiologist can conduct both hearing and tinnitus evaluations and the Association for Research in Otolaryngology in April 2012). recommend the best course of action. Those with only mild tinnitus S-Tones are meant to be played softer than the perceived tinnitus may benefit from a hearing aid or a tabletop masker that plays soft sound, and are intended to be listened to passively as background relaxing or distracting sounds. noise, much the way someone might hear an air conditioner or a Those with more severe tinnitus that disrupts daily life may benefit refrigerator humming. The tones are customized to each patient’s from sound therapy, the use of specific types of treatment sounds to tinnitus pitch and are modulated at a specific rate. Research relieve tinnitus. Sound therapy has been used for more than 30 years, suggests that this modulation leads to a greater amount of neural has brought remarkable success to many, and continues to evolve as activity, allowing the tones to be effective at a soft level. Patients are a treatment approach. There are several different types of therapeutic able to conduct normal daily activities such as talking, reading, or sounds used, and about 60 to 90 percent of patients who comply watching television while listening to the treatment tones. with the prescribed treatment find at least some relief, according to Tinnitus is experienced differently from person to person. So, no the American Tinnitus Association. Traditionally, a common form of one type of treatment is likely to be equally effective for all. The sound therapy offered was the use of white noise maskers. White best way to find relief is to see a professional, get an evaluation, and noise makes a “shhh” sound, similar to the sound of water running or persist in finding a solution that works. radio static. Some tinnitus sufferers find this soothing. However, others And, remember to always protect your hearing when in a noisy are unable to tolerate the white noise sound, especially if it must be environment to prevent future auditory damage. Both the British played very loudly to adequately cover up the tinnitus. Fortunately new Tinnitus Association (www.bta.org) and the American Tinnitus types of treatment sounds become available as research progresses. Association (www.ata.org) are excellent sources of information. AM
New Developments in Sound Therapy Jeff Carroll, Ph.D. is Director of Clinical Services and Engineering for The most effective sound therapy treatments address both the neural SoundCure, Inc. He was the founding Director of the Tinnitus Treatment component of tinnitus (the brain activity associated with how we Center at the University of California, Irvine, and has worked with process sound) as well as the perceptual component (how bothersome hundreds of tinnitus patients over the past decade. Dr. Carroll holds the tinnitus sound is perceived to be). One of these, known as a doctoral degree in Biomedical Engineering from UC Irvine, with special SoundCure Serenade, originally developed by hearing researchers research in cochlear implants and tinnitus. He is one of the inventors at the University of California, uses soft tones called S-Tones to offer of the S-Tone technology in the SoundCure sound therapy system. patients relief. These tones, delivered through a handheld device that Dr. Carroll can be reached at [email protected].
Aviation Maintenance | avm-mag.com | August / September 2013 83
CLASSIFIED INTERESTED IN ADVERTISING? CONTACT US Global Sales Director Daniel Brindley +1 414 847 6305 [email protected]
Interested in advertising? Contact us Call Daniel Brindley at:
t: + 1 414 847 6305 e: [email protected]
86 Aviation Maintenance | avm-mag.com | August / September 2013 Global Sales Director Daniel Brindley +1 414 847 6305 [email protected]
Aviation Maintenance Magazine is proud to present the following Products & Services to its readers
Larson Electronics’ EPL-LP-24-LED Certified Wiring Harness Repair Services Larson Electronics compact LED light Our certified Repair Station provides (EPL-LP-24 LED) is the perfect tool quick-turn times and cost effective repair for confined space work. This 2 foot services for CFM56-5A/B/C, CFM56-7B, long, durable, lightweight (9.5 lbs.), GE90, and CF6-80C engine harnesses, explosion proof LED light can be as well as PW4000 QECs. Contact us mounted via integrated junction box, to learn more about how our wiring equipped with a handle to be used as harness solutions can benefit your a hand lamp, or configured into string maintenance operations. light to reduce trip hazards. Optional Co-Operative Industries Aerospace rubber end caps reduce drop damage to work materials. Specially designed for Aviation Maintenance Professionals. Larson Electronics Take the guesswork out of visual inspection 8400K Optical Micrometer MRO, aftermarket, and J Chadwick Co provides portable depth measurement solutions for quickly services for commercial, assessing the severity of surface damage. regional, and business Make “repair or replace” maintenance aircraft platforms decisions with confidence; improve safety BAE Systems offers the largest breadth of by preventing the use of substandard MRO, aftermarket, and services spanning parts, save money by avoiding scrapping commercial, regional, and business parts still within tolerance limits. Our aircraft platforms. products are made in the USA and We’re proud to be a preferred OEM trusted by MRO facilities, military bases, in the service and support of: and laboratories around the world. • Engine Controls J Chadwick Co • Flight Controls • Aircraft Electronics • Cabin Systems and Modifications BAE Systems
VJ-Advance The VJ-Advance from RF System B787 Coolant Service Equipment Malabar’s coolant service Lab is an ultra-portable, full- cart (CSC) performs rapid featured video borescope with aircraft coolant drain, 3.9mm or 6.9mm diameter insertion fill, clean and de-aerate tube, joystick-controlled four-way operations for the B787 articulation, built-in 3.5” display and aircraft. The coolant on-board image and video capture top-off pack (CTOP) is capability. The company will ship a portable unit for line you a no-cost, no-obligation demo service of the B787. unit, so you can try before you buy. K-tools manufactured 989-731-5083. by Malabar to Boeing RF System Lab specifications connect www.rfsystemlab.us the CSC and CTOP to the B787 aircraft. Malabar International FCC LICENSE Home-Study Course Our proven Home-Study Course prepares you to get the “FCC General Radiotelephone Operator OPTI Manufacturing Corp. Tensiometers License”. The training also includes Pacific-Scientific Aircraft Cable complete preparation for the Tensiometer is a precise instrument “FCC Radar Endorsement” and designed for use in accurate rigging of certifies the holder to perform all airborne control cables. Considered the commercial aviation Avionics work. standard of the industry, it has proven its This cost effective “Self-Study” durability under long services. course has been used by a wide each instrument is suitable for use over range of clients from airlines, to industry, schools and to individuals a wide range of tension measurements and everywhere. It worked for them, it will work for you. For details call different cable sizes, and can be used under extreme conditions of heat 800-932-4268 or visit us on the web. or cold without affecting the accuracy of readings. Command Productions Repair, overhaul and recalibration are available for all units. (+1)787-889-2285 OptiManufacturing
Aviation Maintenance | avm-mag.com | August / September 2013 87 LeGAL By JBASy JasON oDInC DKSTEINickstein SPIN
Could You Approve Your Own Data?
he FAA is working on a totally new paradigm for oversight that could result in important new privileges for the aviation community. One of the centerpieces of this program could be the T opportunity for facilities to approve their own data. Nearly all maintenance facilities rely on approved data. In the U. S., this can come from a wide variety of sources. Production approval holder maintenance manuals (instructions for continued airworthiness) are based on type design data, which is considered to reflect FAA-approved data. Supplemental type certificates are sources of approved data. Designated Engineering Representatives (DERs) sign 8110-3 forms in order to document their approval of data on behalf of the FAA. Depending on how you count them, there are dozens of different ways to obtain approved data to support MRO activities. But every method for achieving approved data relies on the intervention of the FAA at some point in the process. Empirical data has shown that “Imagine you could replace this intervention does not seem to guarantee any uniformity in the process. direct FAA approval of data with More than 10 years ago, the Aircraft Electronics Association commissioned a confirmation of compliance by Dale Horner to study FAA form 337s the maintenance facility itself. It filed in Oklahoma City to record major alterations and/or repairs. would make the often-arbitrary After reviewing several hundred of them, he found that only about distinction between major and a third of them were correct. About one third of them were minor repairs minor obsolete, because the or minor alterations that had been mischaracterized as major, and for which facility could confirm the the FAA had approved data despite compliance of all data itself. the fact that it was a minor repair or alteration that did not need approved This would speed the process data. And another full third of them were actually major changes in type design by taking the FAA out of the that should have been reflected in Supplemental Type Certificates data approval loop...” (but were not). This study illustrates the occasional arbitrariness of the major-minor distinction.
88 Aviation Maintenance | avm-mag.com | August / September 2013 The major-minor distinction is important to today’s FAA regulations because major repairs or alterations need the extra step of FAA-approval of the data. The FAA-approval reflects FAA affirmation that the technical data conforms to the requirements of the FAA regulations. The repair facility still needs to confirm compliance to all relevant FAA regulations of the technical data underlying minor repairs or alterations, but does not need to implement the extra step of FAA approval of the data demonstrating that compliance. Imagine you could replace direct FAA approval of data with a confirmation of compliance by the maintenance facility itself. It would make the often-arbitrary distinction between major and minor obsolete, because the facility could confirm the compliance of all data itself. This would speed the process by taking the FAA out of the data approval loop, and it would also free up FAA resources from ministerial data approval tasks in order to permit those resources to be used in more safety-critical discretionary safety assurance tasks like auditing, providing systems oversight and investigating allegations of non-compliance. In order to make such a system safe, you would need a safety management system upon which the FAA could rely. There is an existing model for this in the aircraft production world. FAA production approval holders are required to have quality systems that meet certain minimum standards. Those minimum standards are calculated to be auditable by the FAA, and they are also calculated to be sufficient to ensure that the production approval holder produces products and articles that comply with approved designs with a high degree of confidence. Using quality assurance techniques, a well developed production quality system verifies and ensures that the products or articles that come out of the system will conform to safety expectations. The theoretical underpinning of a production system is that it permits the FAA to have a high degree of confidence in the compliance of the products and articles that come out of it. The FAA relies on the system—not just on measurements of the individual results of the system. AM
Aviation Maintenance | avm-mag.com | August / September 2013 89 Hangar By JBASy ROuNs DI SuCtaKSTEINria View
The Technical Implications and Safety Impact of The B787 Fire at Heathrow
t is reasonable to conclude that Boeing can mechanism with the DC-10, and, of course, supplier breathe a sigh of relief that the recent fire episode difficulties associated with the B787 itself. Regardless, I involving the Honeywell Emergency Location all have now accomplished flying histories as either Transmitter (ELT) appears not to be the result of commercial or military variants, save the B787, which RUSTOM SUTARIA is being connected to the aircraft’s primary power. still needs to be given further opportunity to prove director of Content & However the recent announcements by the UK CAA, herself. I have no doubt, that she will be the world- Knowledge Services EASA and the FAA, have revealed an alarming truth beater that Boeing intended. for Avia Intelligence, regarding the management of a fire event in a part Turning to the ELT, Honeywell have been quite a provider of aviation of the aircraft where there is no fire suppression vocal in stating the incident involving the Ethiopian training and consultancy equipment, and for which access on the part of the B787 may well be isolated. There are more than 6000 services founded in cabin crew during flight would be difficult. units of the Honeywell RESCU406AFN operating on a 2013. Sutaria has The AAIB report presented on Friday, July 19, wide range of aircraft types, and the fire aboard the spent 20 years in aircraft engineering revealed that it took two attempts for fire-fighters to Ethiopian B787 at Heathrow (according to Honeywell) and maintenance, of bring the blaze under control. The first failed attempt is the only significant event. Undoubtedly, Honeywell which 15 years has utilized a Halon fire-extinguisher (which cabin-crew will be busy proving the reliability of the unit. been spent working would have access to during flight). The second It is disconcerting to note, that the AAIB have for various high-profile successful attempt involved stronger measures with the widened their field of investigation to include aviation businesses forced entry into the affected area by removing a ceiling- surrounding wiring and the source of ignition. It in technical Services panel and then dowsing the flames with water. The latter is too early to draw any conclusions, however, it functions. Sutaria’s is not at all available to cabin-crew during flight. would not be a stretch of the imagination to infer aviation consultancy The AAIB report was, to certain extent, correct and that wiring or component damage at manufacture (ARCGlobal.info) provides training and proportionate, in that the recommendation to disable and/or subsequent installation may have resulted in consultancy support the ELT on all B787s and then to perform inspections an electrical short. Together with the ELTs Lithium- predominantly within of other aircraft types that employ the same ELT, and Manganese Dioxide battery, which may have civilian aviation more recently, the FAA’s response that now seems to provided a potential source of energy for an ignition. disciplines, and mirror AAIB suggestions. Previously, the FAA seemed Regardless, the incident serves as a timely reminder of specializes in aviation to advocate the wait and see approach. our EWIS training, and rather chillingly, demonstrates safety and regulatory When the reader considers the safety implications how close ET-AOP came to being another TWA 800. training development of the incident in context of an aircraft in-flight, then Turning now to the extensive heat damage caused to and delivery. Sutaria is it can be argued that the wait and see approach is the upper portion of the aircraft’s aft fuselage, one has a graduate of Kingston University with a B.Eng. breathtakingly dangerous. Thankfully, the FAA has to wonder what will the future hold for ET-AOP? The (Hons.) in Aerospace now seen the light in this regard. “I do not know of damage to the composite structure of the Ethiopian Engineering, and any fire-fighters able to fight a fire like this at 36,000 B787 is particularly noted in the report by the AAIB. also holds an MSc in ft.,” says Steve Mullen of Avia Intelligence. One does wonder, just how structurally compromised Aircraft Maintenance However, and unlike the previous battery episode the aircraft is in terms of damage tolerance. Management from City which also involved the B787, there have been Even a peripheral assessment of the damage as University in London. no further incidents that would warrant alarm and seen externally on TV, suggests a large proportion He is also an active grounding as had happened before. So far, this incident of fuselage structure that may need to be repaired member of both the has been isolated to one aircraft type and one operator. (assuming that this is even possible, given the size Executive Council & Technical Committee It now seems highly unlikely, that any NAA would & extensive nature of the damage caused). Should of the International instigate a chain of grounding events. Regardless, a a composite repair solution be elected, then this is Federation of Boeing AD calling for an inspection will be welcomed as likely to be a stern test for Boeing’s composite repair Airworthiness (IFA), and an ounce of prevention as opposed to a ton of cure. techniques especially where the re-instatement of a Member of the Royal It must be somewhat of a relief to Boeing, that damage tolerance and fatigue-life are concerned. Aeronautical Society. there has not been any mention from either EASA or In closing, the structural and electrical issues the FAA regarding the ‘G’ word. I am sure that Boeing triggered by the Ethiopian B787 fire, not least any does not need to be reminded of the commercial potential certification knock-on will rumble-on for implications associated with a second grounding of the some time. On a positive note, historical experience B787. However, we must all remind ourselves, that all will undoubtedly rub some of the gloss of the B787, ground-breaking aircraft have all had some association but like its predecessors, the B787 will have a place with technical, operational and to a certain extent in history for all of the right reasons, much like the logistical difficulties. As cases in point delays with the aircraft that started the wide-body revolution— JT9D Turbo fan for the B747, the hold-door locking namely the Boeing B747. AM
90 Aviation Maintenance | avm-mag.com | August / September 2013 Industry Profile
Malabar - an original GSE supplier
Founded in 1935, Malabar is a pioneering supplier of aviation ground support equipment. Current Malabar products include tripod and axle jacks, aircraft weighing and recovery equipment, wheel/brake changers, aircraft service trailers, nitrogen/oxygen carts, strut service carts, fluid dispensers, hydraulic test stands, and fluid service units.
Among the fluid service units Malabar supplies are the coolant service cart (CSC) and coolant top-off pack (CTOP) for Boeing’s 787 aircraft. The CSC performs rapid aircraft coolant drain, fill, clean and de-aerate operations within one hour. The coolant top-off pack (CTOP) is a portable, convenient unit for line service of the B787 coolant system. Malabar also supplies K-Tools manufactured to Boeing specifications for connecting both the CSC and CTOP to the B787.
Malabar has established a worldwide reputation for quality and service. Malabar offers 24-hour online support and technical assistance. Customers can access information and owner’s manuals through Malabar’s web site, www.malabar.com.
Malabar’s Quality Management System is certified to ISO 9001:2008.
Aviation Maintenance | avm-mag.com | August / September 2013 91