When your plane arrives at its destination and slowly moves towards the terminal, you may have noticed several different pieces of equipment waiting to service the plane. Tow tractors, cranes, dollies, and ground support personnel busying about, waiting to perform crucial maintenance on the plane you just exited. This ground support is the lifeline for successful flights.
 
Aircraft ground support equipment refers to the various tools and devices used to service aircrafts that aren’t in flight. The process requires a fleet of operators to adhere to precise handling rules, so machinery works as intended. There are different variations of non-powered equipment such as dollies, chocks, tripod jacks, and rollers. On the contrary, there are different types of powered equipment as well, such as refuelers, tugs and tractors, ground power units, container loaders, and buses.
 
The equipment required to service aircraft systems include power generators, cabin pressure test units, fluid servicing units, munitions loading system, and electrical testers. All of which are designed to be self-propelled, trailer mounted, or towed for ease of access and maneuverability.
 
Ground support equipment can define the success of an entire aviation establishment, whether it be an airport or military air base. The complete servicing process must coincide firmly within industry standards while operating at a minimum life-cycle cost.
 
Not everything you find at a commercial airport will be found at a military airfield, which is simply due to military aircraft being equipped with items which have no translatable purpose or use in the civilian market. The most common type of ground service equipment found in a military airfield is a hydraulic loader, used to load pieces of ordinance (bullets, bombs, missiles). Dedicated military service equipment must be utterly reliable and dependable, simple to use, and quick to learn.
 
Ground service equipment plays an integral role in the maintenance, specialized technical support, and operational safety in aircrafts.

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Various types of turbine engines are used on aircraft today. Generally, air enters an inlet, is compressed, burnt, and the resulting exhaust gases are used to produce thrust either directly or to power propellers. In order for the combustor to work efficiently, it requires high- pressure air to mix with the fuel. The compressor provides the optimal air pressure for the combustion chamber. There are two main types of compressors: centrifugal flow and axial flow.  
 
 Centrifugal means that the object moves or tends to move away from the center. This force can be explained with an example of a tetherball— the ball is attached to a string and the string is attached to a pole. When the ball gets hit, it wants to move in a straight line, but it cannot due to the string. Centrifugal force is the energy of an object that is trying to move in a straight line when it cannot.
 
Centrifugal flow compressors pick up air through the inlet and accelerate it outwards through centrifugal action; the airflow is turned perpendicular to the axis of rotation. In these compressors, there is an impeller (rotor), a diffuser (stator), and a compressor manifold. Impellers accelerate air outward to the diffuser. They are either single or double entry. The diffuser delivers air to the manifold at a sufficient velocity and pressure. Manifolds divert the airflow from the diffuser to the combustion chamber.
 
Air in an axial flow compressor continue the direction of flow; the airflow travels parallel to the axis of rotation. It consists of two primary elements: a rotor and a stator. The rotor blades impel air towards the back and air like small airfoils. The air passes through a series of stages that further compress the air to the desired density. It produces high-velocity airflow. After the air goes through the rotor blades, it passes through the stator blades. They act as diffusers and convert high-velocity air into high pressure. The more blades, or stages, the higher the compressor ratio is.
 
Centrifugal flow compressors are lightweight, simple to manufacture, and have high-pressure rise per stage but they have a large frontal area and more than two stages are not practical. Axial flow compressors can handle high volumes of air, have a smaller frontal area, and have high ram efficiency but are more susceptible to foreign object damage, are expensive, and heavier than centrifugal flow compressors. Because of the different characteristics of both compressors, they are used on different engines. Smaller engines generally use centrifugal air compressors while most large engines used on transport and military aircraft use axial flow compressors.


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Engine failure has dire consequences. When you’re driving your car and you experience engine failure, you face being stranded on the side of the road and paying hundreds, if not thousands, for a tow and a solution. On the other hand, when you’re flying and you experience engine failure, you face the very real threat of falling out of the sky. With that in mind, it makes sense that aircraft engine overhauls are serious business.

An engine overhaul is a process of removing an engine, completely disassembling it, cleaning it, making repairs and replacements where necessary, and putting it all back together again for the sake of ensuring its airworthiness. An aircraft engine must always be properly functioning and airworthy, but due to its complex nature, the only way to make sure that all the parts are in proper working condition is to take it apart. A complete engine overhaul includes 10 steps:
1) receive the engine, 2) disassemble, 3) visual inspection, 4) cleaning, 5) structural inspection, 6) non-destructive testing, 7) dimensional inspection, 8) repair and replace 9) reassembly and 10) testing and reinstallation. The different inspection steps are of the utmost importance and therefore the most careful and precise; otherwise, everything is off, and airworthiness is dubious.

In order for the engine to remain airworthy, it has to meet FAA standards, which generally means that the aircraft operator has to follow the OEM outlined TBO schedule. TBO, or time between overhaul, is the engine’s OEM, or original equipment manufacturer, the recommended time frame between overhauls. Typically, the TBO is given as flight or operating hours. Countless tests have shown that deviating from the OEM recommended TBO dramatically increases the chances of an accident. And since nothing can be sure until either an overhaul or it’s already too late, following the recommendations of the OEM is your best bet.

In addition to the TBO, the OEM also typically includes specifications that need to be met for the overhaul and clearly defines what working condition is. Ultimately, how to approach the overhaul is up to the technician. But, when the technician signs the release form for the return to service of the overhauled engine, they are certifying that the entire overhaul process has been performed properly with the correct methods, techniques, and practices. The technician is saying that the best of their ability and knowledge, the engine has been overhauled correctly, so if that is not the case, the technician will be taking responsibility. Either way, overhauls shouldn’t be taken lightly.


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The fuselage is the most crucial component in an aircraft. Usually located in the middle section, it holds responsibility for securing the crew, passengers, and cargo. Contingent on the number of engines located in the aircraft, it may also contain the engine. The fuselage’s function is to position and stabilize the aircraft for enhanced performance and maneuverability. And believe it or not, but there are actually several different types of aircraft fuselage.

 A truss structure is most often used in lightweight aircraft. It is usually made of welded steel tube trusses. Sometimes the truss can be made of wood. They are usually round and have lightweight stringers to help reach a prominent aerodynamic shape. A geodesic structure, which was most often used by the British Vickers during World War 2, seeks to enhance the aircraft’s shape in order to reduce the drag and enhance speed. Numerous strip stringers are connected around the formers in different spiral directions. Geodesic fuselage structures are lightweight, strong, and extremely durable. Most often, they are made of wood or aluminum with fabric over for the shell.   
        
In a monocoque shell structure, the fuselage is planned within the aircraft’s primary structure. An early example of this fuselage type is the Lockheed Vega. The monocoque is designed and built with molded plywood and features numerous layers that shield a plug in the mold. Different versions of the monocoque shell include a fiberglass-type cloth with either polyester or epoxy resin.

There is also a semi-monocoque fuselage design, which like its name, holds similar characteristics to the monocoque structure. The semi-monocoque is preferred when constructing an aluminum fuselage. It features a frame designed to create the shell of the fuselage.

Of course, it’s important to remember that because the fuselage is so crucial, it, and the fixtures and components inside of it, do need routine maintenance and repair. So, for all your fuselage and cabin part needs, visit us at ASAP AOG. ASAP AOG, owned and operated by ASAP Semiconductor website, provides fast support for all your AOG needs. Customers can source for components in record time. With a wide network of suppliers and maintenance repair stations, customers can utilize our website to support their AOG needs. We work at your convenience 24/7x365. Email us at sales@asapaog.com or call us at +1-714-705-4780.

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Maintenance, repair, and overhaul, otherwise known as MRO, is the hallmark of aftermarket service, particularly for aviation and aerospace industries. They’re a growing industry, but recently MROs are finding themselves lagging to meet even faster-growing demands from their clients.


In recent years, manufacturers have been in what seems like a race to create the newest and most innovative aircraft possible. With the newest generation B787, A350, A320neo, and B737 MAX being introduced on the market, MROs are constantly having to play catch-up in order to stay in business. Especially considering that airliners and other such companies are not simply replacing their entire fleet with new B737 MAXs, but just adding new high-tech aircraft to their pre-existing fleet, creating a mixed bag for MROs to work with. As a result, MRO engineers and mechanics have to be trained and kept-up-to-date with the newest technologies and certified, which is not only difficult but expensive. MROs are also facing challenges in the form of clients who now expect the same high standard of quality and low prices for even more diversified services as they want MROs to not only work on the new technologies but improve and modify older aircraft to match.


Further challenges come in the form of large manufacturers and competing MROs. In recent years, OEMs like Boeing and Airbus have been securing the aftermarket with long-term exclusive agreements with restricted third-party MRO support, making it harder to smaller MROs to succeed. Larger international MROs are also presenting a challenge as they have and continue to gain the upper hand in securing clients with their connections and reputation. With the aerospace and aviation industries being as small and narrow as it is, there’s a lot of competition for maintenance business. For a smaller MRO to stay in business, they’d have to somehow maintain high-profit margins while offering better and faster services at lower prices than their competitors.


While this is difficult, it won’t be impossible. Especially not with services like ours here at ASAP AOG, an ASAP Semiconductor owned and operated the site, available. ASAP AOG is the premier supplier of aircraft parts both current and obsolete, so you can trust that we can get you the parts you need for your maintenance and repair services. For a quote or for more information, call us at +1714-705-4780 or email us at sales@asapaog.com.


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Pressurized aircraft that use their air cycle air conditioning systems combine bleed air with cold air created by the air cycle machine expansion turbine to receive warm air for the aircraft’s cabin. Aircrafts powered by a turbine but lacking air cycle systems still, utilize the engine compressor bleed air to warm up the cabin. The bleed air can be mixed with ambient or cabin return air and is transported throughout the aircraft via ducting. Air can be mixed in several different ways. Switches located in the cockpit control the mixing of air valves, flow control valves and more.

 An electric heating device can be utilized on occasion. The electricity that flows through the heating elements makes the element heat up. A fan is used to blow the air above the elements and into the cabin. This transfers the heat. The sidewall elements emit heat to keep the cabin warm. Electric heating elements heaters need a large amount of the aircraft’s generator output. This is best dedicated towards the operation of other electrical devices. Because of this, electrical heaters are not very common.

Exhaust shroud heaters are mostly used by single-engine light aircraft. Ambient air is moved into a metal jacket that encloses a portion of the engine’s exhaust system. The exhaust warms the air and is transported through a firewall heater valve into the cabin. This process requires no electrical or engine power and utilizes the heat that would in other situations be wasted. One major concern of the exhaust shroud system is the possibility of contamination via the exhaust gases to the cabin air. Even a tiny crack in the exhaust could spread enough carbon monoxide to be fatal. There are strict procedures and inspections to minimize this possible threat.

ASAP AOG, owned and operated by ASAP Semiconductor, offers worldwide service 24/7. Customers can find solutions for their AOG needs, whether they are looking for aircraft cabin heaters, aircraft cockpit parts, and more. ASAP Semiconductor is the top supplier of aviation components, especially for AOG situations.  With the fastest support group in the industry, customers can except a large selection and inventory, and find solutions to fulfill their needs. 

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In the aviation industry, maintenance used to be conducted by the original equipment manufacturers. But as the global economy impacted all industries, as well as the changes in the political climate, the activity, and cost maintenance altered to consist of optimized maintenance, repair, and overhaul services (MRO).

The MRO industry has been supported by market trends with a market worth $135 billion in 2016. Regarding the fact that robust air travel demand and air traffic growth rapidly ascending, the MRO market is expected to confidently increase for each year. These expectations motivated the MRO industry to situate itself as an essential tool with the service supply chain.

Boeing has one of the biggest MRO services, along with a maintenance execution program that it is specialized in high-skilled labor, guaranteeing fleets decrease downtime and increase revenue service. “Boeing Edge” uses techniques and strategies that provide total logistics management, the “One Boeing” point of contact, and a dependable maintenance scheme bridging to lower transition times and conserve the value of assets.

On the other hand, one of the most effective substantial engine manufacturers in the industry, Rolls Royce has an all-inclusive list of customers recruiting their in- production engines. A few families of Airbus fleet are overhauled with a Rolls – Royce engine, like A330 and A380 families. As stated by Rolls-Royce, clients with a “Total Care” contract profit from “ on-wing time, higher residual values of their engine assets, reduced risk and better oversight.” Under the “Total Care” coverage, they guarantee the reliability of engine maintenance.

ASAP AOG has a dedicated and expansive array of MRO Services, Rolls-Royce Engine, engine manufacturers —serving customers as a one-stop shop and primary destination for product sourcing. ASAP AOG, owned and operated by ASAP Semiconductor, will ensure that your needs are addressed in the most expeditious and transparent manner, all the while offering cost-effective component solutions.


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When you look at companies who can handle maintenance, repair, and operating capabilities, a few have been standing out this year. There are familiar names and slightly lesser known companies. Each of the companies being mentioned in this article has been having a “moment” this month, and we wanted to showcase that.
 

Companies Mentioned
  • Magnetic MRO
  • Bombardier
  • AerSale
First up is Magnetic MRO. This MRO, based out of Estonia, has recently revamped the Airbus A321neo’s interior cabins. The updates were made for Primera Air, who specializes in Nordic guided tours. The new cabins are filled with plush business class style seats that bring a new sense of comfort to an older cabin.

Next is Bombardier. This powerhouse was recently able to secure a 7-year long deal with the company, Widerøe’s Flyveselskap AS (also referred to as simply, Widerøe), another Nordic based Aerospace company that started in 1934. This deal means that Widerøe will help Bombardier with component management on their Q400 line.

Lastly, we have AerSale, founded in 2008 in a small town near Miami, Florida. This rather small company was awarded FAA and EASA STC to incorporate AerSafe mechanisms on Airbus model A321’s. This mechanism will help the A321, as well as a few Boeing aircrafts, conform to the new law put in place to help make fuel tanks less flammable. Obviously, there are more MRO’s that are doing well in the month of May but these were a few we wanted to highlight. 

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In 1985, Thai Technical was established by Thai Airways International Public Company Limited (THAI) as a maintenance center for the sustenance of wide-body aircraft, as well as, the corresponding components installed in each affiliated aircraft. Today, THAI Technical is one of the most known leaders in Maintenance, Repair, and Overhaul of commercial aircraft. The MRO has three main maintenance facilities: Donmueang base, Suvarnabhumi base and Utapao base which gives it the possibility of offering light and heavy maintenance containing serious modifications, interior and exterior painting, component and engine overhaul.
 
Thai Airways’ MRO arm wishes to integrate its U – Tapao based joint venture MRO with Airbus by March 2020, for launch two years later. Once 2021 rolls around Thai Technical has already announced that they will be pushing forward on applying for brand new certs with multiple flying organizations. Thai Technical also wants to ensure it’s the customer that no matter what, this MRO facility will be opening regardless of Airbuses final decision.
 
The MRO will sit on over eighty-three acres of land, more than enough space to hold even the biggest of planes. The new MRO plans to be able to handle a myriad of the request. Anything from working on whole engines and complicated brake lines to small things, like detailing and maintenance. Planes of all sorts will also be supported at the MRO station, such as classic Boeing planes and newer and older Airbus models. Once the whole place is up and running it should be able to support clients of all magnitudes from all around the world.

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In a turn of events, S7 Technics, the premier Russian aerospace company, has been awarded the right to operate and overhaul engines of the CFM56-5B and CFM56-7B variety, all from its main campus at the Moscow airport. Many repair options will be available, which should broaden their customer base as the news gets out that they can now offer full repairs. Some repair options include ensuring pressure functions are correct, replacing or updating switches, nozzles and so much more.
 
The engines that have been added to the repair function are engines that can be found on the hugely popular Airbus A320 and the Bowing 737, two planes that most companies will have in their arsenal. As of late, the company has noticed a huge influx of demand for Russian built engines and Russian built engine overhaul capabilities.
 
Just one year after the company opened its doors, they were hit with the demand for more engines and more options. The company noticed the need Russia had for these products and wanted to make it so that they were able to get a good quality product when and where they needed it.
There have been some numbers given out to the public that state that in the next ten years alone the amount of money Russians will spend at MRO’s on just the two engine models that S7 Technic will operate on with the top out at over four billion dollars. A real change from back in the day when it was really hard to find a company that would work on your much-loved engine.

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