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Preparation for omni epoxy primer application.
strategies and continue to innovate in order to
meet customers demands and expectations.
Cancilla describes PPG as taking an aggres-
sive path in its development activity with re-
gards to reducing the weight of its primers,
highlighting its Aerocron electrocoat system as
one of its key products in this movement. Aero-
cron is designed to maximise corrosion with the
use of non-chromate corrosion inhibitors, and
the application process by design, will minimise
the film thickness needed to protect the part, he
adds, allowing for a reduction in weight.
A common demand from operators is for
primers to maintain minimum thickness to allow
for weight reduction while providing a distinctive
topcoat appearance. Weight means fuel con-
sumption, and fuel consumption means higher
operating costs, and with all the new product de-
velopments that are in the pipeline weight re-
duction is on the radar screen all the time, says
Fusco.
With the introduction of DTM primers it
looks as though the industry is getting closer to
a light-weight solution, but with the focus still
being on chrome-free primer technology, per-
haps there is still more to learn in relation to ap-
plying chrome-free primers directly to metal, and
some challenges to face.
Fusco notes this is an area for further product
development and AkzoNobel has begun develop-
ing chrome-free DTM primers. PPG and Deft
have already started developing new materials
that will be designed to apply directly to metal
surfaces without the use of chromated corrosion
inhibitors, says Cancilla.
Working with composites
The aviation industry has had to adapt to
working with advanced composites and this has
presented the coatings business with various
challenges; most notably OEMs and MROs have
had to develop new application techniques and
approaches when working with composites, as
opposed to aluminium substrates.
Different rules apply with composites and
non-composites, agrees Voisin, in that a primers
role changes depending on its applied surface.
On an aluminium substrate the primer protects
against corrosion and when used on composite
materials, instead of protecting corrosion, a
primer would fill in the weave of the composite
in preparation to receive the top coat finish. You
are still putting down a similar process but they
are doing two different things, she explains.
Adhesion is different when working with an
alloy, comments Lai, agreeing that a primer has
to be altered when working with composites, in
order for it to stick. Other requirements also
change when working with composites due to the
no corrosion factor. Mankiewicz, for example,
conducts additional tests to assess factors such
as salt spray and UV exposure.
While composites offer environmental and fi-
nancial benefits there are some challenges when
46 S Aircraft Technology - Issue 125 S
TECHNOLOGY & INNOVATION
New technologies include corrosion inhibitors that do not
utilise chrome, and reduce the VOC levels of the primer
products, as well as include improved efficiencies in
application.
Mark Cancilla, global platform director aerospace coatings, PPG Aerospace
According to Air France Industries KLM Engineering & Maintenance, chrome-free and low VOC paint schemes are less harmful to both the environment and
humans.
it comes to working with such advanced materi-
als. Due to the different chromate capability of
the composite surfaces, defects can sometimes
occur and micro pinholes can be found, says Lai,
meaning that the primer has to have the function-
ality to highlight the defect areas, allowing it to
be fixed before protective layers are applied.
In addition, the mould used when working
with composites utilises a lot of release agents
to prevent any composite getting stuck in it, ex-
plains Lai, but this release agent is prone to sur-
face contamination. And if the operator doesnt
complete the process correctly from start to fin-
ish it can become very labour intensive.
While there may be changes to consider when
developing the primers, AFI KLM E&Ms Van der
Hof states that there is no difference regarding the
application of a primer in relation to the surface.
According to AkzoNobel, chrome-free
primers are already accepted for work on compos-
ites; PPG has developed a chrome-free primer sys-
tem, Desoprime CF/CA7501, which is on use on
the 787 and will likely be used on future compos-
ite aircraft.
Application processes
An operator must ensure that it has the correct
solutions and processes in place to keep AOG
(Aircraft on Ground) situations and downtimes
to a minimum. Therefore, having the best, most
effective primer systems in use and application
techniques and processes in place is paramount.
Aircraft coatings are applied by spraying and,
in recent years, such techniques have advanced
and according to AFI KLM E&M high pressure
electrostatic spraying has been adopted. In
order to work with the new chrome-free technol-
ogy there have been some changes of materials
and processes with regards to pre-treatment
products, says Van der Hof, and most paint-
sprayers have had to adapt to new products when
they spray it for the first couple of times.
PPG approaches customer downtimes in three
different ways, according to Cancilla. The company
reviews product performance and new technolo-
gies to help support continuous improvement in
product service life. Secondly, it focuses on the ro-
bustness of its application processes through its
development process, called Secure Launch,
which allows technical personnel to develop the
application process while PPG develops new prod-
ucts. Additional investment is also placed in a sub-
stantial, global technical service organisation that
is comprised of skilled and experienced workers
who support its customers in the application of
PPG products at their facilities, says Cancilla.
With regards to primers, the effect on down-
times is pretty much non-measurable says
Mankiewiczs Lai, as all primers have the same
thickness requirements ranging from 20-25 mi-
crons and all dry pretty much the same, em-
phasising that there is miniscule difference
between products. However, Lai does note that
some products require 30 minutes induction time,
47 S Aircraft Technology - Issue 125 S
TECHNOLOGY & INNOVATION
so once they are mixed together they have to reset
for that duration to allow for the reaction to start.
Other products do not, so the big difference in
time is application after the protective layer.
To the maintenance market the process of ap-
plying a primer is different to that of the OEMs
process, and some companies dont have the con-
trolled environments that others might. This can
create quite a challenge for the primer, accord-
ing to Lai, as it has to be as easy to apply in an
environment ranging from 60 degrees Fahren-
heit all the way up to 95 degrees Fahrenheit.
The coatings business can help improve
downtimes and application processes by making
it easier to apply coatings, with less drying time,
according to Van der Hof. He says that this is
very difficult as its always a balance between
several coating properties such as levelling and
drying time.
Future outlook
It is abundantly clear that this particular sec-
tor of the industry is extremely proactive with its
product development, with each primer manu-
facturer innovating in order to deliver increased
value to the industry, says Cancilla.
AkzoNobel, for instance, is currently working
on introducing a new chrome free primer, Aero-
dur 2111 to the maintenance market. The prod-
uct, which is in the final stages of the OEM
approval process, has been successfully applied
on a few commercial aircraft, according to Fusco.
And so far, the introduction of the product to the
paint shop has been very positive, and painters
are enthusiastic about its ease of application.
Fusco adds that after drying, the product looks
and feels very smooth, even on places where the
application is normally very difficult.
However, the acceptance and trust of chrome-
free primers is going to be a step to overcome, Ak-
zoNobel comments that it has increased
mechanistic understanding thanks to advanced
techniques for corrosion assessment in order to
help build on the trust of chrome-free systems.
Moving away from chrome containing primers is
not an easy step in a conservative industry, she adds.
AkzoNobel does believe that a phased ap-
proach should be adopted to help build trust in
chrome-free technology as working more inten-
sively with customers and stakeholders in the in-
dustry would be the way forward for a successful
transition.
Voisin agrees that the sector is still going
through an adaptation of chrome free primer
technology. She sees Sherwin-Williams as being
at the forefront of the development with five dif-
ferent products that vary in performance and type
of technology, catering to its customers varied
needs, whether its fast dry time, Skydrol resist-
ance or urethane or epoxy technology that they re-
quire.
Sherwin-Williams plans to focus on three
main areas within the sector to encourage reduc-
tion: weight of final product applied, cost of ap-
plication (from processing time to the cost of a
can of paint) and environmental impact.
Similarly, PPG says it is committed to advancing
the performance of its products, with the company
continuing to focus on improvements in applica-
tion efficiency, corrosion protection levels, and
minimum film thickness, according to Cancilla.
In addition to challenges presented by
chrome-free primers, Voisin sees the evolution
of composite substrates as playing a bigger role
in future developments. She explains that where
composites previously made up a small fraction
of the total aircraft substrate, there are new air-
craft being developed that feature a majority of
composite structure. As a result, the roles of
primers will change and increase in usage.
Going forward, Mankiewicz wants its prod-
ucts to perform to help the environment and also
perform to the regulations required in Europe.
Due to different regulations all over the world the
OEM hopes to develop a universal product,
which abides by global regulations and minimises
any challenges that various regulations present.
Its clear that a primer manufacturers main
aim is to produce solutions that offer corrosion
protection, as well as reducing the impact on the
environment as far as possible. The recent devel-
opments that have been seen within the coatings
business are definitely encouraging and the steady
pace of innovation seems likely to continue.
48 S Aircraft Technology - Issue 125 S
E
ngine condition monitoring (ECM), also
known as engine health or trend monitor-
ing (EHM or ETM), involves recording en-
gine operating parameters, identifying
significant departures from expected values and
analysing the data to diagnose the cause. The
process, in the words of Roll-Royce technical op-
erations manager David Kenning, helps predict
possible events, averting potentially costly or sig-
nificant technical issues, as well as ensuring
maintenance is efficiently scheduled and pre-
venting unnecessary maintenance.
The practice is of growing benefit to both op-
erators and OEMs, according to GE Aviation. The
manufacturer consolidated its support activities
in 2006, moving the diagnostics platform from
the engineering department and combining it
with the existing customer support activities to
form a new GE Aviation Operations Center at its
Cincinnati headquarters. We wanted to get the
diagnostics platform closer to the customers, ex-
plains Steve Subit, the centres director.
Between Cincinnati, a second centre in Shang-
hai and a third operated by Snecma in France to
support CFM56s in Europe, the Middle East and
Africa, he says GE Aviation is currently monitor-
ing close to 30,000 GE, CFM and Engine Alliance
engines, compared with 2,000 when the diagnos-
tic programme started in 1996. Customers increas-
ingly rely on the system to manage their fleets and
to meet their regulatory requirements as well as for
ETOPS margin monitoring, he says. And an order
of magnitude growth in the engine parameters
available with newer engines has enabled the com-
pany to effectively double its detection capability
while increasing accuracy by around 40 per cent.
We view it as a collaborative partnership with
the airlines, Subit says. We run their data
through our ever-developing analytics platform
to provide insights to them and us on how we can
more pro-actively manage their engine reliability
and their cost of ownership.
GEs newest engines produce more data in a
year than the entire fleet produced for the first
10 years. Now were getting really into the world
of big data and its definitely important that our
IT technology keeps pace with that, he notes.
The company has been investing in the infra-
structure to accept and process data, and the an-
alytic ability to extract more from that data.
There is support both from parent GEs soft-
ware centre of excellence and a new digital serv-
ices and solutions division in GE Aviations own
IT organisation. GE Aviations purchase last year
of flight operations data analyst Austin Digital,
moreover, brought expertise in data acquisition,
processing and analysis. That has added value to
GE Aviations Fuel & Carbon Solutions business,
Subit says: Now were looking to leverage that to
fleet data analysis.
The advent in recent years of digital engine con-
trols substantially improved the ability to capture
Engine OEMs, MROs and independent specialists alike are working
to refine their ability to interpret engine operating data and
proactively address potential problems, reports Bernard Fitzsimons.
Engine health
and efficiency
TECHNOLOGY & INNOVATION
data, he says, and the GEnx goes a step further by
capturing data at a higher rate rather than just a few
snapshots during the flight. Web-based access
means customers, in turn, get 24/7 access to the
same monitoring tools that we have, and they get the
advantage of having the latest performance models
based on what weve learned about our fleet.
The prime parameters are exhaust gas temper-
ature (EGT) and core speeds, says Subit. We also
use fuel flow, which tends to be a little noisier than
the other two, it has a little bit more scattering.
Others depend on the engine installation. Pres-
sures are considered, and newer engines provide
compressor discharge temperatures and the inter-
stage temperature between the low pressure and
high pressure systems. Vibration indications from
both high and low pressure spools are monitored,
along with oil pressure and chips in the lubrica-
tion system.
Parameter watch
Rolls-Royce uses EHM as part of its Total-
Care services to track the performance of thou-
50 S Aircraft Technology - Issue 125 S
TECHNOLOGY & INNOVATION
sands of engines on around 5.5 million flights an-
nually from operations centres in Derby, Indi-
anapolis and Dahlewitz in Germany. The Derby
centre monitors and analyses more than 50,000
hours of data each day.
The main engine parameters, shaft speeds
and turbine gas temperature (TGT), are used to
give a clear view of the overall health of the en-
gine, says technical operations manager David
Kenning. Pressure and temperature sensors fit-
ted in the Trent engines gas path enable the per-
formance of each of the main modules fan,
intermediate and high-pressure compressors,
and the high, intermediate and low-pressure tur-
bines to be calculated.
The sensors are fitted between all modules, ex-
cept where the temperature is too high for reliable
measurements to be made. Vibration sensors
provide valuable information on the condition of
all the rotating components, he adds. An elec-
tronic magnetic chip detector is fitted to trap any
debris in the oil system that may have been caused
by unusual wear to bearings or gears.
Other sensors are used to assess the health of
the fuel system (pump, metering valve and filter);
the oil system (pump and filter); the cooling air
system and the nacelle ventilation. As engine op-
eration can vary significantly between flights be-
cause of local temperatures or pilot selection of
reduced thrust, data from the aircraft to provide
thrust setting, ambient conditions and bleed ex-
traction status is also used.
The data is acquired by an aircraft condition
monitoring system (ACMS) which captures snap-
shots during takeoff and climb and in cruise, where
the sensor data is captured and collected into a
short report. If there are unusual conditions, such
as an engine exceeding its TGT limits during take-
off, it generates an event report containing a short
history of key parameters to support rapid and ef-
fective trouble-shooting of the problem. Finally, a
summary report produced at the end of the flight
captures information such as maximum condi-
tions experienced during the flight and power re-
ductions selected during takeoff and climb.
The ACMS reports are then transmitted to the
ground using the ACARS data link over either
VHF radio or satellite link while the aircraft is in
flight. Analysis is by a Rolls-Royce company spe-
cialising in EHM analysis, Optimized Systems and
Solutions (OSyS). The snapshot data is trended so
that subtle changes in condition from one flight
to another can be detected. OSyS uses automated
algorithms based on neural networks to compare
the trended data in real time with what is expected
under the conditions in which the engine is flying,
fusing multiple sensor information to provide
more reliable detection capability.
Significant deviations from normal operating
conditions are confirmed by an OSyS analyst
based in the operations centre, then sent to the
aircraft operator and logged by the Rolls-Royce
technical help desk. Trended data, as well as data
from other ACMS reports, is uploaded onto the
Rolls-Royce Aeromanager website, so aircraft op-
erators can view the health of their engine fleet.
The EHM signature will typically highlight a
change in an engine characteristic. Rolls-Royce
engineers then work with the OSyS analysts to
assess the most likely physical cause of a partic-
ular signature, how an operator can confirm this
and how urgently the issue needs to be ad-
dressed. If an issue affecting the aircraft opera-
tion is confirmed, the operations centre will
respond by dispatching field service engineers
and replacement parts, or scheduling a service.
As the single biggest fleet manager in the
world and the largest procurer of engine overhaul
services, Rolls-Royce says it generates economies
that can be passed on to customers. During the
recession, the company adds, aircraft covered by
TotalCare largely maintained their flying levels,
whereas those not covered by the service were
impacted more significantly. Over the past three
years, it says, fleet disruption has been reduced
by 30 per cent on a like-for-like basis.
MRO approach
Lufthansa Technik uses both the GE diagnos-
tics tool and Intel Decision Solutions Trend An-
alytics Module, which it co-developed with Intel.
Its ECM forms part of an integrated product, says
Sebastian Giljohann, director innovation man-
agement aircraft maintenance with LHT Frank-
furt: Our output format depends on the engine
type and which ECM system we use.
The company, accordingly, does not provide
charts for operators to do their own ECM. Our
competence is the intelligent interpretation of
the trend data and other relevant information to
consistent recommendations, says Giljohann.
The near future should see LHT able to connect
other related information with the current data
to give an improved recommendation and also
offer an ECM system with both new functions
and a wider variety of recommendations.
The accumulation of historic data and mainte-
nance findings also helps, he explains: The larger
the amount of empiric information, the better the
recommendation. The collected experience over
more than 10 years of ECM and contact with the
shops and hangar staff ensure a closed feedback
loop and enables us to learn what the real cause
Lufthansa Technik trend charts showing deviation of normalised exhaust gas temperature from baseline (delEGTR@N1R, left), deviation of normalised fuel flow
from baseline (delFFR@N1R, right) and deviation of normalised N2 shaft speed from baseline (delN2R@N1R, centre).
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52 S Aircraft Technology - Issue 125 S
TECHNOLOGY & INNOVATION
was and whether an alert was justified. I think this
is a key competence of our ECM product.
For the future, he adds, one key competence
for the technological development of an ECM
system is knowing what data is relevant to give a
useful recommendation, and knowing about the
combination and processing of that data in algo-
rithms to recognise wear earlier.
Earlier alerts
GE Aviation, too, aims to get findings to the
customer fast. Subit says his system can process
the data it receives within about 20 minutes: Any
alerts triggered by the algorithms are available for
review by our monitoring team and the customer
shortly thereafter. Within an hour were typically
able to make a determination and if necessary pro-
vide the customer notification on recommended
actions that need to be taken before the next flight
or at the next scheduled maintenance opportu-
nity, depending on the urgency of what we see in
the signal and the type of load were detecting.
A notification report to the customer sum-
marises what weve seen, a description of the sus-
pected root cause and a list of recommended actions
which typically include reviewing their mainte-
nance records for something that could explain the
shift or specific inspections per the manual.
The diagnostics tool is also central to under-
standing emerging field issues and developing fixes
for them, though the speed of implementation
varies. If we have an issue where we think we can
isolate it based on a couple of observations and find
that signature, we can typically put a new alert in
place within a few weeks. If its an issue then that
the diagnostics analysis and hardware condition in-
dicate is going to require some kind of design
change then naturally that can take months.
Airlines are already using the diagnostic system
to help manage field issue containment pro-
grammes until hardware solutions or maintenance
opportunities (or both) are available, says Subit:
They use diagnostics to help monitor the progres-
sion of an issue within the hardware in the engine
until they can put the solution in place. They also
use the diagnostic tools to optimise time on wing,
removals and on-wing maintenance scheduling.
The big thing that diagnostics delivers for
our operators is event avoidance, he says. Being
able to see the signals of a pending mode that
could cause distress to the engine before it results
in higher or incremental shop visit cost.
Automated analysis
MTU Maintenance is in the process of imple-
menting automated diagnostic analyses based on
the extensive knowledge it has accumulated. And
it is gradually combining multiple sources of data
from operational performance monitoring,
line-maintenance troubleshooting, hardware
condition assessment during shop visits and ad-
vanced testing with its advanced workscoping
capability to create an expert system for engine
health management.
The MTUPlus ETM platform developed by
MTU Maintenance uses performance data col-
lected both electronically via satellite and man-
ually via email to draw a performance sheet,
taking into account several crucial parameters. If
there are shifts within the values the system alerts
the MTU engineers, who analyse these shifts and
give customers the appropriate recommenda-
tions for corrective action.
Unlike OEM solutions, MTU Maintenance
provides one platform for all engines types, says
Dr Uwe Zachau, director industrial engineering
at MTU Maintenance: This means less training
for the engineers handling the ETM, but cus-
tomers also benefit from a less complicated sys-
tem and can have all engines in their fleet
monitored at once. Other advantages include
engine performance analysis and management,
automated alerts and reports, and individual
alert levels. Customers are free to combine differ-
ent engine parameters that allow the detection
of engine failure and to freely adjust the level of
sensitivity, a capability that MTU says is particu-
larly useful for airlines operating older fleets.
The ETM tool can also be used for perform-
ance management. Monitoring EGT deteriora-
tion, for example, can indicate the best time for
a water wash. A water wash will not significantly
improve engine performance while EGT remains
relatively stable, but could do so if the tempera-
ture increased significantly. Maintenance work
can be planned much more efficiently and in
greater detail, avoiding unexpected costs for the
customer.
One challenge in ECM is limited instrumen-
tation and transmission of data: Zachau suggests
that airlines could ask the manufacturers for
more reliable and flexible data transfer solutions
for future aircraft with error correction and data
transmission during all flight phases. In the
meantime, additional monitoring kits are avail-
able for some in-service engines. The additional
instrumentation can improve the observability
and differentiation of engine faults.
On some aircraft, airlines could reduce meas-
urement uncertainty caused by non-stabilised
operating conditions at takeoff by modifying the
snapshot logics to increase the stabilisation time.
Some line maintenance actions by the airline in-
fluence the engine performance and thus ECM
trends. A direct interface between the airlines
maintenance record system and the ECM tool
would optimise the information exchange from
the airlines line maintenance to the monitoring
engineer, Zachau suggests.
On-board solutions are being considered for
upcoming ECM applications, he adds. A separate
unit in the aircraft would handle the data reduc-
tion and analysis, with only the results being
transferred to the ground station. He says this ap-
proach could solve many issues connected to the
transfer of data, enabling a significant increase
in the amount of input data as well as increasing
the monitoring frequency: As a future vision, the
integration of condition monitoring into the en-
gine control could provide benefits for an opti-
mised operation of the engine in terms of engine
This example from EZECM's EMMPowered software shows the master actuator in the failsafe position.
Although this is LPC-related it is the typical trend indication for high compressor inefficiency. Note the
step increase in EGT accompanied by a more subtle increase in N2 rpm but a step decrease in PS3/PT2. In
this particular case the loss of low compressor pressure caused by the opening of the 2.5 master actuator
resulted in the engine increasing N2 speed by adding extra fuel, which increased the EGT. After the 2.5
master actuator was replaced the trends returned to normal.
53 S Aircraft Technology - Issue 125 S
TECHNOLOGY & INNOVATION
fuel burn, engine life and engine maintenance
cost.
Independent view
One of the big advantages of having an
ECM programme is that you can determine
what needs to be repaired, says Jerry Sullivan,
president of independent specialist EZECM.
So instead of getting a $1.2m repair bill it might
be $450,000 because you know up front what
needs to be fixed, youve planned for the engine
removal and have spares lined up. Parts in an
emergency are a lot more expensive than if you
plan ahead.
Now in its 20th year of operation, EZECMs
EMMPowered software was written originally
for the IAE V2500-A1s and A5 engines, he says,
but has evolved from there to handle every major
jet aero-engine for operators large and small all
over the world. We were one of the first software
programmes that actually used N1 as the basis for
all of the other flight parameters, he recalls.
Back in the 1990s most of the OEMs were still
using engine pressure ratios, which require a lot
of smoothing because of the wide fluctuations
you get from an EPR-based programme. So by the
time they smooth out all the data you dont really
see what the trends are trying to tell you.
A big advantage of EMMPowered, Sullivan
explains, is that the output is in a uniform for-
mat whatever the engine. And where many op-
erators log the data purely to meet regulatory
requirements, the smart ones actually listen to
what were telling them. They plan engine re-
movals based on what the EGT margins look
like, and they use our information for trouble-
shooting.
EZECM generates monthly reports that in-
clude all the trending information and charts.
Sometimes we get into vibration analysis, some
is mandated through airworthiness directives,
some people just want to know, he says. But
well actually make a call on an engine. If we see
something wrong well issue an alert and tell
them how to troubleshoot the engine.
One problem with flight hour agreements,
Sullivan believes, is that they conceal the cost of
ECM: A lot of clients think its free, but of course
its not, and sometimes clients would be better
off paying for ECM and then building their own
reserves for the future repairs than entering into
flight hour agreements.
ECM is not only useful for predicting when an
engine will come off or what kind of problems it
has, he adds, but also to assess the results of a
shop visit. A new engine is supposed to have a
certain fuel flow trend line, maybe a certain EGT
trend line. Lets say the EGT margin is 60 degrees,
you can watch it go from zero to 60 in a five year
span, but if an engine comes out of the shop and
its already at 40 degrees, youve only got 20 de-
grees worth of margin and youre supposed to
have 60 for a new repair. So after the fact is just
as important as before the fact.
Diagnostic advances
GE Aviation, says Subit, continues to refine its
models and analytic capabilities. The GEnx is fit-
ted with an engine monitoring unit that records
data at higher frequencies than the traditional
snapshot data of takeoff, climb and cruise, so
were able to get data throughout the full flight
envelope.
That has been a real boon to us, says
Lorenzo Escriche, manager of EHM systems de-
velopment and a member of the new digital serv-
ices and solutions division. It really does solve
issues much quicker. There are some things we
dont understand, but once we look at the data it
becomes clear whats happening, were able to ex-
plain it to ourselves and the customers.
The company is also trying to get more out
of the data it receives by leveraging anomaly
detection analytics platforms from other parts
of GE. Were taking those analytic platforms
and working them into the use of our data to
help us see more and see it more accurately, he
says.
Results so far, after two years studying one en-
gine model in an off-line environment, are prom-
ising, he says: Weve been able to identify failure
modes earlier, in some cases a few days to a week
earlier than what we see with our current mod-
els. Escriche adds: Weve been using them to
look at larger data sets that we dont have access
to in our diagnostic centre today.
The next step, adds Subit, is a new-generation
diagnostics system incorporating these advanced
analytic capabilities. Well be supplementing
the physics-based models that we have now that
were constantly working to refine with advanced
analytical capabilities, all with the goal of being
able to see more and see it earlier, he says.
Rather than just trending to limits were looking
for when the behaviour of the subsystem is start-
ing to show a change, and how is that affecting
the availability of the engine and our ability to
provide more advanced notice to the customers.
Thats really what its all about, telling the cus-
tomers with confidence that were seeing some-
thing sooner so that they can plan better for it.
V2500 malfunctioning PT2/TT2 probe detected by EZECM's EMMPowered software. The sharp decrease
in EGT and increase in N2 rpm and PS3/PT2 ratio are indicators of a blocked HPT nozzle guide vane area.
Borescope in this case was not necessary and the answer was found on the DMU Take Off Report. The
TT2 for both engines and the TAT recorded for the aircraft showed a significant difference in the TT2
recorded for the problem engine. The TT2/PT2 probe was replaced and the trends returned to the trend
line defined by the black dots established before the trend shift. The erroneous TT2 not only resulted in
an error in the electronic engine control scheduling of the engine but also caused an error in correcting
the parameters for trending.
One key competence for the technological development of
an ECM system is knowing what data is relevant to give a
useful recommendation, and knowing about the combination
and processing of that data in algorithms to recognise wear
earlier.
Sebastian Giljohann, director innovation management aircraft maintenance,
LHT Frankfurt
54 S Aircraft Technology - Issue 125 S
L
ast year component maintenance com-
prised about a fifth of the $50bn commer-
cial aviation maintenance market, and the
lions share of that work was done on rotables.
Among the different classes of aircraft compo-
nent, rotables are those with periodic service in-
tervals, meaning they need to be replaced or
repaired after specified periods. Examples in-
clude pumps, actuators, valves, gyroscopes, land-
ing gear and radar systems.
Some of these items have hard time limits,
which define their maximum service intervals;
others can stay flying longer if they meet certain
conditions. Such on-condition parts provide a
degree of flexibility for aircraft operators but at
the expense of predictable maintenance costs
and schedule visibility.
Once an airline or other operator identifies a
part approaching its scheduled service date, it
will order a replacement or procure the relevant
item from its own stock, though the latter option
is rarer nowadays since it is cheaper for operators
to use joint parts pool and just-in-time delivery
than manage and hold their own costly invento-
ries.
The removed and unserviceable part is then
routed for repair or overhaul to an authorised re-
pair station, which will evaluate its condition and
conduct the necessary work. Once deemed serv-
iceable the rotable is held in stock and is available
for another operator who belongs to the joint
parts pool.
In addition, the joint parts pool may contain
rotables that are harvested from retired airframes
MRO companies sit at one end of a rotables supply chain that has evolved considerably in the past
decade due to innovations in parts pooling, logistics and inventory management technology. Yet the
component maintenance market has also undergone significant change, as scores of serviceable parts
are recovered from aircraft retired at ever-younger ages, and independent repair stations begin to brush
up against component manufacturers that also want a slice of the aftermarket.
Rotable repairs
ENGINEERING & MAINTENANCE
and engines designated for part-out. Prior to en-
tering the joint parts pool, these harvested rota-
bles are returned to airworthiness after
undergoing an inspection, repair as necessary,
and bench testing.
Parts surplus
With new aircraft production rates on the rise
and fuel costs still high, aircraft are being
squeezed from active service and into the scrap
and part-out market earlier in their lives. This has
flooded the market with serviceable compo-
nents, driving down the repair and replacement
costs of older parts.
At Florida-based GA Telesis which repairs
components on most major aircraft and engine
lines a distribution division is ever-alert to en-
56 S Aircraft Technology - Issue 125 S
ENGINEERING & MAINTENANCE
gine or aircraft dismantling opportunities that
will yield valuable components. Its repair arm
gives distribution managers overhaul estimates
and those managers then raise repair orders for
airworthiness certification. On average, in-de-
mand rotables are prised-off old aircraft and into
the repair shop within 30 days of part-out com-
mencing, and GA Telesis aims to then sell or ex-
change each unit within four months of overhaul.
As stated above, many of GA Telesis service-
able rotables will be exchanged via parts pools,
the popularity of which has skyrocketed in the
last decade. The basic premise is that its cheaper
and more efficient for a group of airlines (or other
users of aircraft parts) to draw from a shared pool
of components than keep individual inventories
full of items gathering dust.
The joint pool concept is also popular with
rotable repair shops, as Russell Bonnell, presi-
dent of MRO business units at GA Telesis ex-
plains: One of the methods our parent company
uses to increase global rotable inventory avail-
ability is inventory pooling. As [our parent] in-
creases existing support contracts the inventory
typically increases along with the contracts. We
benefit from these contracts directly as we are
contracted to perform the repair or overhaul of
the product being supported.
OEM relationships
How maintenance shops deal with the man-
ufacturers of the components they repair is an
evolving tale. Twenty years ago, it was mainly the
engine companies which actively sought a promi-
nent position in the aftermarket. Now, though,
many smaller OEMs of niche components and
subassemblies are making their presence felt in
the territory of independent MROs, sometimes
by restricting access to maintenance manuals,
testing software, spare parts and other intellec-
tual property.
Other advances have been made by medium
to large-sized component OEMs offering com-
prehensive service contracts, often at the point of
sale, of the type that have historically made bet-
ter sense for complex equipment like engines,
where operators sought to forego the hassle of
dealing with different companies for the repair of
each part of a powerplant. Kellstrom reports that
the improved reliability of modern avionics has
brought many avionics OEMs into the aftermar-
ket, since the longer service intervals can justify
long-term contracts.
Lower-tier manufacturers often dont possess
the necessary MRO capabilities to justify costly
support contracts, so many have pursued bolt-on
acquisitions to enhance their service offerings.
One example is Ametek, an electrical instru-
ments supplier that bought two Florida repair
stations Aero Components International and
Avtech Avionics and Instruments in late 2012.
Both of the acquired businesses extend our port-
folio of MRO services with ACI adding fuel repair
capabilities and Avtech broadening our expertise
in next generation avionics, stated Ametek
chairman and CEO Frank Hermance at the time.
The impact of such purchases is to change the
nature of the MRO market. Whereas Avtech and
Aero Components would previously have com-
peted on a level field with other MROs, as well as
with each other, under an OEM umbrella they
could gain distinct advantages such as preferen-
tial access to parts and data.
We are always seeking solid participatory re-
lationships with the OEMs on which we repair
their components and gain access to proprietary
information, says Dave Bailey, director of repair
operations at the High Tech Avionics & Acces-
sories (HTAA), a wholly owned subsidiary of
Kellstrom Defense Aerospace.
Working together
At its Miramar, Florida facility, HTAA per-
forms repairs and overhauls on a wide array of
avionics and other rotables for Boeing and Airbus
aircraft, including, but not limited to: air data
and flight management computers; CDUs; land-
ing gear, wheels and brakes; primary display pan-
els; hydraulic and pneumatic valves; cockpit
recorders; fuses; radar systems; and cabin pres-
sure controls.
Such a range of electrical and mechanical
repair capabilities obviously brings the com-
pany into contact with many OEMs, who also
embrace the opportunity to sell their piece
parts and see HTAA as supporting their product
At Florida-based GA Telesis a distribution division is ever-alert to engine or aircraft dismantling opportunities that will yield valuable components.
58 S Aircraft Technology - Issue 125 S
ENGINEERING & MAINTENANCE
out in service, according to Bailey. Often this
is the case for older equipment that the manu-
facturer finds it uneconomical to support, and
thus prefers a third party to do the legwork. For
instance, testing software and equipment re-
strictions by manufacturers mean that only
they can service the newest laser gyroscopes,
leaving the support of older gyros to third-party
repair stations.
At GA Telesis, Bonnell supports the theory
that the greatest opportunities for independent
OEMs lie in older or so-called legacy equip-
ment, where OEMs tend to vacate the aftermar-
ket, as opposed to new generation components
for which the manufacturers are actively pursu-
ing support contracts.
While the OEMs may wish to support the
full market, as resources tighten, they respon-
sibly place focus on where future revenue
growth lies, typically areas represented within
the new generation product lines, thus leaving
behind legacy product, licensing out or selling
off these product lines, he says. The feeling I
am getting is OEMs are being more protective
of newer generation product, namely product
data support and spares from the independent
MRO market.
In general, though, GA Telesis maintains
good relationships with the manufacturers,
which it relies on to replace any products con-
sumed in the repair cycle and for technical data
support. The OEMs also benefit because GA
Telesis feeds overhauled rotables back into the
supply pools that the manufacturers aftermarket
support business relies upon. Indeed, 15 per cent
of the MROs customers are the OEMs. Informa-
tion flows the other way, too, as Bonnell explains:
We provide the OEMs with field data identify-
ing premature or unusual failures which may
help them with their prescribed methods of
trend analysis, which could be used for future
product improvements.
Such improvements, of course, are not always
strictly in an MROs interest, as better reliability
could mean less maintenance work. On the other
hand, terrible reliability might lead an airline to
change its maintenance provider, meaning zero
work. It is important our salespeople along with
our quality and engineering groups sell partner-
ships with the common goal of improved relia-
bility, comments Bonnell.
New technologies and
processes
To stay ahead of the OEMs, independent
rotable repair shops must of course maintain
market-leading standards of quality, safety and
efficiency. This means periodic investment in
equipment, tooling and processes such as lean
manufacturing. HTAA, for instance, is currently
adopting a systematic approach to safety man-
agement as part of its quality programme.
GA Telesis, meanwhile, has spent heavily in
the past year updating its hardware. Changes in-
clude: new automated generator, hydraulic pump
and engine starter test stands with improved re-
liability and lower testing times; an additional
composites paint booth; new infra-red technol-
ogy that reduces the risk of discovering honey-
comb delamination after the cure process; new
production software for materials and labour
management; and, soon, the introduction of
soda blasting in the composites shop, which
should cut the hours needed to clean, degrease
and strip paint.
Such advances and the reductions to turn-
around time that they offer should prove vital
in maintaining independent MRO shops place
in todays dynamic and multi-faceted rotable re-
pairs market.
We are always seeking solid participatory relationships with
the OEMs on which we repair their components and gain
access to proprietary information.
Dave Bailey, director of repair operations, High Tech Avionics & Accessories
Kellstrom specialises in the airborne equipment segments of the global aviation services aftermarket.
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60 S Aircraft Technology - Issue 125 S
F
irst taking to the skies in 1968, the 737 fam-
ily of aircraft has now become Boeings
most famous, growing into a nine-strong
series. The single-aisle aircraft, which was first
developed as a lower cost alternative to the
OEMs earlier models, has received acclaim from
MROs and operators for being a reliable aircraft
to work with.
The Next Generation 737 (737 NG), compris-
ing the -600, -700, -800, and -900ER, has quickly
become the model of the moment, and now with
the 737 MAX in the development stages set for
delivery from 2017 theres no doubting that the
OEM is on a vigorous path of innovation.
The 737 family
There were 3,000 737 Classics (which com-
prise the -300, -400, and -500 types) operating
when the 737 NG was being developed, explains
Km Ali, director maintenance economics, Boe-
ing. From the earlier models successes and fail-
ures, the OEM developed the 737 NG series. The
wing of the 737 NG is completely new and is
based upon the success of the 757 and 777 wings;
it has an integral machined ribs and corrosion
resistant materials, says Ali.
As expected, MROs have had to make addi-
tional investments with the introduction of the
NG. One area is avionics, notes Chris Jessup, senior
vice president, airframe and engineering services
at AAR. Out of all aircraft that AAR is supporting
the 737 family has the lowest capital expenditure
requirements on an annual basis, he says, describ-
ing the 737 as one of the easiest fleets to maintain
and support and be able to forecast trends.
Similarly, Aviation Technical Services (ATS) re-
gards the 737 as one of its core competencies,
having worked with the aircraft for forty years.
However, Rob Tilson, VP of sales and marketing,
sees the difference in age and technology as being
a cost differential between the classics and NG.
The difference in the two is that you see less
man hour demand, says Mick Adams, managing
director at Monarch Aircraft Engineering
(MAEL), adding that the real challenge when
working on a NG compared to a Classic is having
engineers qualified on legacy fleets who can also
transition to support new technology fleets. The
newer fleets might have less man hours but
could be no less demanding in the need for skills
and qualifications, he explains.
Boeings 737 is an integral part of the aviation industry and a
popular aircraft type for both MROs and operators. Hannah Davies
looks at maintenance procedures and issues, future demand and the
OEMs GoldCare programme.
Boeing 737
maintenance
ENGINEERING & MAINTENANCE
The Next Generation 737 design builds upon
the successful 737 family of airplanes and then
takes it a step further with design for damage tol-
erance and durability, says Ali. However, there
are a lot of tooling transfers from the Classic
model to the NG, and a lot of adaptability among
the different generations. Yet, MROs appear to be
in agreement that in relation to MRO work the
737 is a relatively easy platform to maintain, as
Jessup puts it.
In addition, the 737 NG spends two fewer
days per year in a hangar than comparable air-
planes, meaning an additional profit opportunity
of $600,000 per year, according to Boeing. The
OEM also claims that the aircrafts dispatch reli-
ability is the highest in the industry, and cur-
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62 S Aircraft Technology - Issue 125 S
ENGINEERING & MAINTENANCE
rently averages at 99.7 per cent using the in-
dustry standard calculation. This means that
only 3.3 flights get delayed due to technical rea-
sons for every 1,000 flights, or an airplane gets
into technical flight disruption after two months
of operation, notes Ali.
Since the NG model was introduced to the
market it has had a few tweaks, most notably
being the upgrade on the earlier models, with the
addition of blended winglets. Winglets are wing-
tip devices that aim to provide several benefits to
operators, the main one being a reduction in fuel
burn. According to Boeing, the winglets can re-
duce fuel burn by 3.5 to 4 per cent on missions
greater than 3,000 nautical miles (depending on
the airlines routes etc).
Other improvements include the new wing
on the 737NG that has a dual-slotted flap system
with 30 per cent fewer parts and titanium tracks,
which means no corrosion and easier mainte-
nance, according to Boeing.
A common expectation from carriers and
MROs when a new model of aircraft enters the
market is to benefit from a reduction in opera-
tional costs, if not immediately then certainly in
the long run. According to Boeing, cash operat-
ing costs for the 737-800 are lower than previous
models.
With only six per cent of the total mainte-
nance cost being claimed by airframe mainte-
nance the 737 NG is presenting itself as a very
financially attractive model. Boeing planned for
the 737 NG to have 15 per cent lower airframe
maintenance costs compared to the Classics, but
with further improvements in component reli-
ability and check intervals the airframe mainte-
nance cost it is actually closer to 20 per cent,
according to Ali, versus comparable single aisle
aircraft.
Maintaining the 737
Boeing describes the 737 as a good friend of
maintenance teams at airlines and MROs due to
the excellent quality of the product itself. The
OEM largely thanks a change in philosophy of
the Maintenance Planning Document (MPD) for
the aircrafts good reputation when it comes to
maintenance. The MPD has moved away from the
past practice of letter checks at specific intervals
and instead focuses on each task having its own
optimum interval and its own driving parameter
months, flight hours or landing cycles.
According to Boeing, the change in the MPD
has resulted in an immensely flexible mainte-
nance programme, which an airline can package
according to its own airplane utilisation pattern.
The 737 is a very robust and highly reliable
airplane, says Jessup, describing the aircraft as
being core to its network. The MRO spends on
average over one million man hours annually on
the 737 family and works with its customers to
help them modify their programmes by analysing
the reliability data and trends to help them keep
costs down while maintaining reliability.
All narrowbody manufacturers have a
unique set of requirements related to mainte-
nance, according to ATS Tilson, commenting
that avionics and technology develops with each
new version of the 737, which forces MROs to
adapt.
MAEL, which offers base maintenance, com-
ponent support, part M, technical services, de-
sign, modifications, programmes and repairs for
the 737, sees a number of different approaches to
how maintenance can be planned for the 737 from
operator to operator. Some customers choose
maintenance plans by letter check and calendar
whereas some prefer to have their maintenance
by flying hour rate and cycle, Adams explains. As
a result the MRO has seen an increasing demand
for equalised/phased maintenance, where large
packages of work are broken into smaller ele-
ments and worked across the year.
Indeed, maintenance schedules depend on
the individual requirements of customers;
Lufthansa Technik (LHT), which also provides
full MRO services, line maintenance, base main-
tenance, engine overhaul and component serv-
ices for the 737, offers its customers customised
maintenance programmes. These can vary from
block checks to phased concepts, according to a
short range fleet maintenance specialist at LHT.
Although the movement from traditional let-
ter checks to task-based maintenance is not re-
liability driven, claims LHT, the concept allows
an MRO to define more efficient work packages
The Next Generation 737 family comprises the -600, -700, -800, and -900ER.
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64 S Aircraft Technology - Issue 125 S
ENGINEERING & MAINTENANCE
and to make better use of natural ground time,
which increases aircraft availability.
Aside from developing tailored maintenance
programmes for each customer, an MRO also has
to protect its reputation and address any safety or
maintenance issues immediately. An Airworthi-
ness Directive (AD) was issued in November 2003
Flight Standards Information Bulletin for Air-
worthiness (FSAW 03-10B) reporting scribe
marks along fuselage skin lap joints, butt joints,
and other areas of several aircraft caused by the
use of sharp tools during paint and sealant re-
moval.
The problems with scribe marks have not
been a widespread issue for the 737NG as only a
limited number of airplanes in the fleet are af-
fected by mandatory inspections and the find-
ings to date have been insignificant, says Boeing.
AARs Jessup attributes increased awareness
among customers, maintenance organisations
and technicians as the main reason behind the
reduction of scribe marks.
Boeing also acknowledges common in-service
issues with the 737 NG family as being pneu-
matic system (bleed air) reliability, thrust re-
verser indications and engine starting
component reliability. Boeing states that it is
working closely with the suppliers of these sys-
tems and components to develop design
changes to improve reliability for both produc-
tion and the in-service fleet.
Due to these maintenance issues and other
contributing factors aircraft arrive for mainte-
nance in different conditions, some come in for
checks in a reasonably good condition, says
Adams, whereas some have corrosion around
the wet areas, toilets, galleys and door thresh-
olds. However, MAEL doesnt see anything out
of the ordinary and to be expected when under-
taking heavy maintenance on these aircraft.
When we see corrosion, its primarily in the
interior cabin wet areas, E&E areas and baggage
bin compartments, says Jessup, when discussing
maintenance issues for the 737. AAR states that
corrosion findings are becoming less severe and
more manageable due to improved maintenance
programmes such as the installation of moisture
barriers under lavatory and galley areas.
The Next Generation 737 design builds upon the successful
737 family of airplanes and then takes it a step further with
design for damage tolerance and durability.
Km Ali, director maintenance economics, Boeing
The Next-Generation 737 final assembly line in Renton, Washington.
65 S Aircraft Technology - Issue 125 S
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However, Boeing says that corrosion is not a
major issue for the Next-Generation 737 fleet,
but it did make several design changes for the in-
stallation of wet area cabin floor panels and cargo
hold floors earlier on in the programme, where
with the introduction of gel tape, the structure is
kept free from moisture.
The general consensus among MROs is that
they are prepared when it comes to working with
composites but agree that the ever-increasing use
of them has resulted in necessary further invest-
ment. Tilson says ATS has adapted to new op-
portunities to support this area in the airframe
and components businesses.
While composite materials are not new, the
aviation industry is engaging in more composite
structures, according to AAR, inclusive of inspec-
tion and repair, as the 787 and other new air-
frames enter into service.
MAEL has its own composite facilities and an
in-depth knowledge of composites with both
base maintenance repairs and line maintenance
support, says Adams. When working with com-
posite materials the inspection methods are
born out of non-destructive testing (NDT) and
MAEL has the in-house capability for these tech-
niques. Adams describes the MRO as having a
really good relationship with suppliers who can
support it if need be and MAEL is regularly
called to support operators in various areas to
provide in line maintenance where there might
be NDT required.
With the increased use of composites on 737
platforms, MROs have had to adapt their services
in order to provide suitable component support,
on-wing composite repairs and processes. How-
ever, Boeing says that when working with com-
posites there should be little difference in
inspection techniques.
The increased use of composites will reduce
non-routine maintenance related to corrosion
and fatigue cracking associated with traditional
aluminium structures, says Jessup, adding that
when a composite structure is required AAR is
experienced in bonded repair techniques.
GoldCare
There are more than 4,300 Next-Generation
737s in operation throughout the world at airlines
using a wide variety of business models, says
Bernard Hensey, VP, fleet management, Boeing,
when explaining how Boeings aftermarket sup-
port GoldCare programme can provide cus-
tomers with improved technical dispatch
66 S Aircraft Technology - Issue 125 S
ENGINEERING & MAINTENANCE
reliability, optimum airplane availability and re-
duced risk while getting the best from their Boe-
ing 737 fleets.
Through GoldCare, Boeing provides access to
global fleet data, proprietary statistical analysis
tools, a regional footprint combined with global
support infrastructure and OEM-driven
processes in a bid to drive maintenance and ma-
terials programme effectiveness and efficiency.
Through the introduction of the programme,
Boeing aims to provide global customer support
via its dedicated operation centre in Seattle, re-
gional service and its worldwide field service rep-
resentative network. The OEM sees GoldCare as
a tool to help optimise customers reliability and
maintenance programmes.
MAEL agrees that GoldCare is an excellent
solution where the OEM is backing up mainte-
nance cost guarantees, and something that is
very important for MROs if they want to be suc-
cessful in the long term, as having a good rela-
tionship with the OEM is hugely beneficial.
ATS views Boeings GoldCare programme as
similar to other full service care initiatives, be-
lieving that it is only of interest to a certain mar-
ket segment. Component suppliers, for example,
may wish to look at the GoldCare programme
and how best to support it for its broader cus-
tomer base.
With regards to difficulties that the OEM may
face when launching GoldCare on an aircraft that
is already in service, Hensey says that any
change in maintenance operation is a difficult
decision. Therefore Boeing has to present the
airline with a strong set of data and benefits to
prove that GoldCare is the most beneficial way
for it to provide technical management of its cus-
tomers fleet, allowing the airline to focus on pas-
senger experience.
A primary strength of GoldCare, according
to the OEM, is the additional insight that the
programme delivers through maintenance prog-
nostics to better maintain the airplanes. Hensey
adds: Improved maintenance leads to increased
fleet reliability, highlighting it as a top goal for
customers as their fleets age.
In addition, Boeing has identified processes
to seamlessly integrate GoldCare into cus-
tomers existing systems and infrastructure to
make a transition to GoldCare as efficient and
easy as possible.
While AAR hasnt seen an impact from Gold-
Care because its customer base manages their
own maintenance requirements internally, Jes-
sup explains how Boeing offers MROs of the 737
day-to-day engineering support and also partic-
ipates in customers maintenance review board
sessions. AAR then works with its customers to
analyse trends and anticipate future demands,
sharing all the information with Boeing via its
customers.
ATS puts its supportive and collaborative
working relationship with the OEM down to its
position as the only major commercial heavy
maintenance MRO base in Everett. According to
Tilson, Boeing personnel are regularly working
onsite with its engineers to develop new solu-
tions and procedures, further supporting the
67 S Aircraft Technology - Issue 125 S
ENGINEERING & MAINTENANCE
opinion that Boeing works hard to support its
MRO network.
Future outlook
The 737 MAX is, of course, the biggest thing
on the horizon for Boeing. The 737 MAX pro-
gramme promises to take full advantage of ex-
isting industry-wide 737 maintenance
infrastructure, says the OEM. Like with all new
aircraft, teething troubles are to be expected and
Boeing appears to be prepared for all outcomes
by offering maintenance differences training in
order to assist MROs in supporting the MAX.
The MAX will also take advantage of advance-
ments in connectivity, offering customers the ca-
pability to use real-time data to make operational
decisions around maintenance on the ground
during flight. Aside from providing operators
with more efficient fleet management solutions,
the MAXs enhanced connectivity will also ben-
efit passengers, as the demand for more wireless
access to information and entertainment in flight
continues to grow.
Looking at the 737 family as a whole, Boeing
explains that there is a continuous endeavour to
improve the airplane not only for passenger con-
veniences but also to make it easier and less
costly to maintain.
Going forward, AAR sees positive trends of
demand for the 737 as all aircraft are still going
to require maintenance, even the NG and highly
anticipated MAX. We see the 737 platform con-
tinuing to represent the largest share of our serv-
ice hours within our domestic 1MRO network,
says Jessup. AAR will also continue to leverage its
1MRO network now made up of six facilities
so that it can work more closely with its cus-
tomers to develop maintenance programmes
that keep their costs predictable and add conven-
ience for them.
AARs 1MRO facilities are all in North America,
where there is a lot of demand for the 737; its the
largest aircraft fleet domestically, notes Jessup.
However, the MRO has seen demand for larger
maintenance operations, and has recently signed a
letter of intent to explore opening a technical main-
tenance centre for commercial aircraft in Russia.
ATS also sees demand from different regions
and at different periods throughout the year. The
MROs close geo-political proximity to Boeings
Everett facility is seen as a positive in the eyes of
operators and something the MRO values highly.
Tilson also notes the impact of the changing
landscape in aircraft maintenance. When tech-
nology changes so do the highly qualified tech-
nicians that work with them, so investment in
tooling capability and qualified technician is key
to future growth, he says.
MAEL, meanwhile, sees increasing demand
for 737 maintenance from the UK and Europe.
All industry information shows that there is
going to be a growth for the 737 fleet in our re-
gion, which presents further opportunities for
us, says Adams.
The wing on the 737NG has a dual-slotted flap system with 30 per cent fewer parts and titanium tracks, which means no corrosion and easier maintenance,
according to Boeing.
68 S Aircraft Technology - Issue 125 S
T
he commercial aviation industry is con-
stantly striving to evolve new methods,
improve materials and work collectively
towards the core priority of flight safety.
An average passenger may think of the inher-
ent dangers of flying as being connected to the
failure of the substantial elements of an aircraft
the engines, the avionics, the airframe struc-
ture itself. It is natural to overlook the less obvi-
ous, and largely invisible elements, such as all the
wiring that is used in commercial aircraft.
And yet the integrity of the wiring harnesses
and connectors that enmesh the internal struc-
ture of an aircraft, like veins delivering lifeblood,
couldnt be more important. As automated sys-
tems and new technologies are integrated into
todays commercial airliners, the amount of
wiring required has ballooned.
There are approximately 74 kilometres of
wiring in Boeings 737-300/400/500 models and
around 67 kilometres in the 737-600/700/800/-
900ER (Extended Range) models, all necessary
for a multitude of electrical instrumentation and
sensors. This is a typical amount of wiring in
modern aircraft but it pales in relation to certain
airliners.
The Boeing 787 Dreamliner has 100 kilome-
tres of wiring with over 3,500 connectors and
40,000 cable segments. This is comparatively fru-
gal when considering Airbus A380, which carries
an astonishing 530 kilometres of wiring.
All these kilometres of individual wires need
to be bundled together into a harness and kept en-
tirely safe and functional during the most extreme
environments. Wiring, whether in the airframe or
in the engines, has to withstand all forms of stress,
including bending, cracking, intense heat, humid-
ity, dust, foreign object damage (FOD), moisture,
grease, corrosive fluids, vibration and friction.
Thats a lot of factors to manage during the
decades of an aircrafts operational lifetime, but
the importance of effectively maintaining wiring
harnesses cannot be understated. Any lapse in vig-
ilance can ultimately result in tragedy.
Wiring related disasters
Investigators from the National Transporta-
tion Safety Board (NTSB) concluded that a spark
from faulty and deteriorated wiring caused an ex-
plosion on board the 747-100 TWA Flight 800 in
1996, resulting in the loss of all 230 passengers
and crew. The official NTSB Aircraft Accident Re-
port determined that the probable cause of the
The integrity of any aircrafts wiring system is absolutely vital for
safe flying. Once overlooked with tragic consequences, wiring
harnesses and connectors now receive the crucial attention and
maintenance they warrant, says Nick Rice.
Wired for
safety
ENGINEERING & MAINTENANCE
accident was an explosion of the centre wing
fuel tank, resulting from ignition of the flamma-
ble fuel/air mixture in the tank.
The short-circuiting of heavily worn wires was
also cited as the cause of a cargo door suddenly
opening at 23,000ft on United Airlines Flight 811
in 1989, sucking nine passengers out to their
deaths on the 747. Another terrible loss occurred
due to faulty wiring on board Swissair Flight 111
in 1998. Sparks were emitted, possibly from wires
within the inflight entertainment system, which
ignited flammable insulation material causing a
fire to spread to the cockpit. The pilots were sub-
sequently overwhelmed by the flames and the
MD-11 crashed into the Atlantic Ocean with all
229 on board lost.
Again it was a wiring issue that caused the
737-200 Copa Airlines Flight 201 flying from
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70 S Aircraft Technology - Issue 125 S
ENGINEERING & MAINTENANCE
Panama to Colombia to crash in 1992. A malfunc-
tioning wiring harness in the artificial horizon
and altitude indicating instruments triggered in-
termittent short circuits due to a pinched wire.
The captain consequently received flawed instru-
ment readings and the aircraft fell into a steep
dive with no chance for recovery, eventually
crashing into the swampland of the Darin Gap
in Panama with all 47 people lost.
These examples clearly make for very uncom-
fortable reading, but it highlights how imperative
the wiring harnesses and connectors are in any
aircraft. Before the TWA Flight 800 and SwissAir
111 tragedies the wiring on aircraft was ostensibly
a minor concern. In response to these aviation ac-
cidents, the Aging Transport Systems Rulemak-
ing Advisory Committee (ATSRAC) was
chartered to gather industry leaders for the ex-
amination of ageing aircraft systems.
Electrical wiring
interconnection systems
One of the main areas of the evaluation fo-
cused on electrical wiring interconnection sys-
tems (EWIS), which comprises wiring systems
and their components, such as wire splices and
bundle clamps. Many of the results from the AT-
SRAC committee shaped the FAAs regulatory re-
action to the handling and certification of EWIS
and according to the FAAs regulations released
in 2007: Investigations of those accidents and
later examinations of other airplanes showed a
collection of common problems. Deteriorated
wiring, corrosion, improper wire installation and
repairs, and contamination of wire bundles with
metal shavings, dust, and fluids (which would
provide fuel for fire) were common conditions in
representative examples of the ageing fleet of
transport airplanes.
When MROs have to deal with aircraft more
than 20 years old wire checking has to be metic-
ulous. The complete re-wiring of ageing aircraft
has not been adopted and so the issue of wire de-
terioration is tackled with the installation of
EWIS that can monitor wire ageing, in compli-
ance with the Original Equipment Manufacturer
(OEM) Standard Practice Manuals and EWIS
tasks that are incorporated into the Aircraft
Maintenance Programme.
Installing EWIS can be a challenge but pre-
vention and safety is the driving force. Matt
Hansen, director of commercial aircraft group at
EMTEQ, a worldwide leader in the production
and supply of innovative products for the avia-
tion industry, says: EWIS can be complicated
and for many OEMs it can be new to them, which
causes pain. But the spirit of the requirements is
positive, as flight safety is the ultimate goal.
Compliance is definitely more work and more
costly, but in the end, its about flight safety.
The move towards a prevention concept and all
round upgrading can have a positive effect on the
MRO and wiring harnesses sector, as Hansen ex-
plains: Recently we are seeing increased competi-
tion between airlines upgrading their fleets, which
is showing a positive trend for new business poten-
tial. Competition for flying customers is starting
to chip away at recent financial hardships.
New materials and technology
As the wiring harnesses market continues to
evolve, so the perennial size, weight and material
goals are steadily advanced. As Hansen puts it:
The push for smaller size, lower weight, and
higher capacity will never change. Just the same,
speed of delivery, quality of service and low cost
production are staples in what has been a rela-
tively mature market. Supporting the end-cus-
tomer with EWIS compliance is an increasing
need in the market.
New materials and technologies should im-
prove the safety of wiring within modern aircraft
and significantly reduce incidents and crashes.
Established in 1969, the US company Chero-
kee Nation Industries specialises in aerospace
and defence manufacturing and has a long his-
tory of supplying products and services to com-
mercial and government clients such as Boeing,
Lockheed Martin and NASA. Company president
Chris Moody says of the current state of the
wiring harnesses sector: The market for wire
harnesses has become more of a global market
place, with competition coming from all over the
world. We are moving away from the build-to-
print era and into a build-to-concept environ-
ment. Technology has had a major role in this
A repair technician performs a final inspection on a newly repaired electrical harness prior to return to service.
71 S Aircraft Technology - Issue 125 S
ENGINEERING & MAINTENANCE
T: 817.740.4700 F: 817.624.4282 E: solutions@coopind.com www.coopind.aero
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evolution, motivating suppliers to become more
technical.
With specific regard to new materials Moody
says: The industry is growing and advancing
every day. The newest trend in the aerospace and
defence market is composite braid material. It has
the same properties as its metal counterparts, but
is lighter in weight. Another exciting development
is the use of 3D models. OEMs are now supplying
the models accompanied by the pertinent infor-
mation to build the product. The days of being
supplied a drawing and parts list are in the past.
Moody also confirms that the industry is likely
to see the increased use of self-controlling sys-
tems that are built into an aircraft system to iden-
tify faults via Built-in Test Equipment. These
systems are quickly becoming very complex but
the potential to have self-diagnostics capabilities
is expected to occur in the very near future, he
says. This will enable our industry to identify is-
sues and prevent major problems down the line.
Roland Arnzt, head of the avionics compe-
tence centre for SR Technics one of the worlds
leading providers of technical solutions to air-
lines also emphasises how new materials,
specifically aluminium, will contribute to en-
hanced safety. The development of harnesses
and connectors is, as with every other aircraft sys-
tem or component, going through an on-going
improvement process, he says. Plugs are me-
chanically better developed, smaller and with
better corrosion protection. Cables have new iso-
lation protection and weigh less due to other ma-
terial being used, such as aluminium.
Such new materials will increasingly find a
place on next generation aircraft, as Arnzt con-
tinues: Fibre optical wires and also aluminium
wires in sizes from gage 26, 22, 24, 20 and 18 will
represent the latest standards. There is also a
smaller type of relay in use.
As regards the maintenance of wiring har-
nesses Arnzt is distinctly optimistic. We expect
the handling of wire to become even easier; as
they become smaller and increasingly manufac-
tured from lighter material, and are more resist-
ant to environmental influences, he says. The
change to the use of aluminium material is on-
going and we are seeing harness manufacturing
being outsourced to low cost countries. Hope-
fully, with continuing developments, the prod-
ucts will become more reliable and with a longer
lifecycle and therefore fewer issues.
As with any industry, the evolution of new
technologies and the implementation of new
materials is hoped to have a positive impact
across the board, improving passenger experi-
ence, all round efficiency and therefore profit,
and most crucially, safety. Sam Symonds, presi-
dent and CEO of Co-Operative Industries Aero-
space & Defense (CIA&D), an industry leader and
manufacturer of electrical wiring cables and in-
terconnects for over 66 years, elaborates on more
new developments in the sector.
There are new technologies we are seeing
that offer future potential in the commercial
world. Although not currently applicable to our
commercial airline customers products, we have
been involved in programmes that incorporate
some very interesting materials and technolo-
gies. Composite connectors, for example, are ex-
tremely lightweight yet durable and are corrosion
resistant. Lightweight titanium interconnects
also offer strength combined with space savings.
I also see a great deal of future potential with hy-
A repair technician re-strings wiring in an engine harness undergoing an OEM repair.
72 S Aircraft Technology - Issue 125 S
ENGINEERING & MAINTENANCE
brid designs things such as fibre optics being
integrated with copper wire.
The dual objective of being both as light-
weight as possible but also incredibly durable and
resistant is the task faced by developers. As
Symonds notes: More robust and lighter weight
outer chafe material as well as lighter weight elec-
tromagnetic interference (EMI) materials are al-
ways being pursued. Many harnesses, such as
those located on engine, are subject to severe
conditions and must perform reliably in harsh
environments. Balancing lightweight materials
against the need for maximum protection is a
continuing challenge.
Wiring maintenance
Although there has been some success
achieved with small portable devices used for
testing harnesses on the f light line which
have improved trouble-shooting and eliminated
unnecessary harness replacements there is
sadly no magical handheld gadget that aircraft
maintenance technicians can wave over long
lengths of wiring harnesses to detect any irreg-
ularities and address any inconsistencies. A
more exhaustive physical and visual approach is
required.
This intense level of checking must be up-
held and there can be no room for any short
cuts when inspecting wiring harnesses on
ageing aircraft and the increased amount of
wiring installed in next generation airliners.
For CIA&D, maintenance checking is cur-
rently performing as it should and Symonds
says: From our perspective it appears that air-
craft maintenance personnel have a very good
grasp on electrical wiring inspection criteria.
As a respectable portion of our overall busi-
ness is engine harness repair through our
FAA, EASA and CAAC certified repair station,
we have visibility into what is removed and
why. Most returns that we receive show nor-
mal wear and are checked and tested and re-
turned to service.
The aviation industry has rightfully elevated
the level of attention that all wiring in any aircraft
deserves. In order to avert any further disasters
the maintenance must be flawless. Wiring instal-
lation and integrity is of the utmost importance,
as was recently highlighted in August when
Japans All Nippon Airways (ANA) discovered de-
fective wiring in three of its 787 Dreamliners. The
airline detected the faulty wiring on an aircraft at
Tokyos Haneda airport before a scheduled flight
to Frankfurt. The wiring was eventually repaired
and the departure to Germany went ahead, but
if not found the defective wiring could have
caused a fire-extinguishing system for the engine
to malfunction, a spokesperson for ANA said.
The faulty wiring prompted Japan Airlines
(JAL) to abort a Helsinki-bound flight and to in-
stigate checks on all 10 of its Dreamliners. These
wiring defects arrive on the back of problems
with the lithium-ion batteries on the 787, which
forced a worldwide grounding for four months at
the start of the year.
The beleaguered 787 is a popular aircraft in
Japan, and ANA and JAL are two of the Dream-
liners biggest customers. It remains to be seen
whether a full-scale investigation into these
wiring malfunctions will follow.
Aircraft safety
It is a statistically proven and widely accepted
fact that flying is safer than most other modes of
transport. Looking at the United States alone,
there has been only one fatal crash in the last five
years, an impressive record considering that
more than 30,000 flights take off every day. Yet it
is the relatively extreme conditions of flying
being 30,000 feet up in the air and not at near
ground level, combined with the feeling that you
have no control which results in a fear of flying
being uncommonly high in relation to other
forms of transportation. However, with the ad-
vances in technology being made in the aviation
industry, incidents and fatalities will hopefully
be consigned to the past.
The MRO industry has a healthy future
ahead, as Symonds concludes: The airline in-
dustry has seen many changes since its inception,
and the past decade or so has proven to be dra-
matic with great challenges. Our current eco-
nomic environment has forced consolidation of
both airlines and MROs, greatly reducing the
number of independent organisations. This in
turn, is forcing the reduction of suppliers. That
being said, there is also opportunity.
Overall, the demand for air travel is up and
the remaining carriers are increasing their fleets.
This translates to an increased need for mainte-
nance and support. Those OEMs and component
repair centres that are well positioned, can remain
cost-effective, and can offer value that benefits the
end customer, will have a promising future.
Automated Test Equipment offers custom test interfaces that connect easily to engine or fan case
harnesses. Their engine-specific software provides quick and accurate test results.
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74 S Aircraft Technology - Issue 125 S
T
he CF34, manufactured by General Elec-
tric (GE), is the workhorse of the regional
airline industry, powering some of the
most ubiquitous 50 to 100-seat aircraft in opera-
tion today. Of its three main variants, the oldest
is the CF34-3, which went into airline service in
1992 on the Bombardier CRJ100; the CF34-10,
meanwhile, will power Chinas new regional jet,
the ARJ21, and is already flying with many oper-
ators on Embraers E-190/-195 lines.
All three CF34 variants the CF34-3, CF34-
8 and CF34-10 share near-flawless dispatch re-
liabilities and are generally regarded as rugged,
reliable and easily maintained engines. However,
its difficult to paint a broad-brush picture of the
CF34 maintenance market because each engine
type launched roughly a decade after its prede-
cessor, meaning radically different engine matu-
rities and MRO options.
As an older engine the CF34-3, for instance, has
a far lower residual value than the -10, which af-
fects repair-replace considerations and opens up
the possibility of using PMA parts. Mature en-
gines, like the CF34-3, are a different market than
growth engines in terms of ownership, operation,
workscope requirements, repair options, and ma-
terial sources, says Brian Neff, CEO of Ft. Laud-
erdale-based MRO CTS Engines, which overhauls
the CF34-3, the CF6-80, and the CFM56-3.
Neff points out that mature engines benefit
from a deeper and more experienced maintenance
market, with constituents who have had the time
to optimise repair and overhaul techniques.
Amongst other things, this means that on the ma-
terial side, many parts can often be replaced with
used serviceable material at less cost than a repair,
due to the number of engine teardowns that occur
in the latter half of an engines life, he says.
The CF34 MRO market is in a state of flux as the more than
20-year-old CF34-3 approaches its twilight years. The type still
accounts for most of the overhaul work at CF34 repair stations, but
that will change as the newer -8s and then -10s reach their mid-life
check-up dates, says Alex Derber.
CF34 maintenance
ENGINEERING & MAINTENANCE
There is also an added layer of complexity to
CF34 MRO, which is that the engine is also used
by business jet operators of Bombardiers Chal-
lenger and Embraers Lineage lines. Naturally
these have their own specific workscopes, service
intervals and repair requirements, although the
following will focus of the engines commercial
applications.
GE estimates that CF34 shop visit volume
climbed from 780 in 2011 to 1,000 last year, on an
installed base of approaching 6,000 powerplants.
The CF34-3 is the most numerous of these, with
about 2,200 in service, though CF34-8 and -10
populations are not far behind and will soon
overtake the -3 as older regional jets are retired.
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