When conducting inspections and maintenance of an aircraft, there are often two categories it can fall into. The first category is scheduled maintenance which is conducted annually, before flights, on timed intervals, or any other pre-scheduled time by the pilot and/or technician. The other type is unscheduled maintenance and is conducted whenever a problem arises and needs to be checked and solved. Understanding the two is very important for pilots for safe flight and preservation of their equipment.
 
Scheduled aircraft maintenance services are conducted regularly to ensure that aircraft always remain airworthy and safe for operation. Before each and every flight, checks are done to scan the aircraft for obvious malfunctions, defects, damages, etc. Checklists are often implemented and referred to as to ensure that there is nothing missed by the pilot. These lists are comprehensive as a pilot is to check areas such as the battery, aircraft cockpit, cabin, and more.
 
Maintenance may also be done on certain timed intervals, such as 50/100 hours and annual inspections. Commercial aircraft often undergo checks every 50 hours, and then required to have inspections every 100 hours. 50 hour checks include changing oil, cleaning, replacing damaged components, and more. 100 hour inspections are much more in-depth as they are required by the FAA and involve removal and testing of various components. Annual checks are similar to 100 hour inspections, though they are much more comprehensive as engines, logbooks, flight controls, and other systems are inspected.
 
Unscheduled maintenance can arise at any time and should be done whenever there is an assumption or indication that a component is malfunctioning. Unscheduled maintenance can come about if a problem is found during normal scheduled inspection as well, as any problem demands immediate attention and MRO before flight is permitted. When these problems arise, the aircraft is grounded until a technician can address the issue and deem the aircraft airworthy again.


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When owning or flying an aircraft, safety should be the greatest concern and responsibility. One major way to adhere to safety is to ensure that your aircraft engine is regularly overhauled at a facility. Time Between Overhauls (TBO) is a set amount of time, usually determined by the manufacturer, that is the recommended amount of operating hours before an engine requires an overhaul. Aircraft in use face normal wear and tear, and those that fly in extreme conditions are faced with much more, all affecting the performance and operation of the engine and its components.
 
While wear on the engine does not always mean imminent failure, it can decrease the performance of the engine, leading to more consumption of oil, decreased power, and increased safety risks. Thus, regular aircraft engine overhaul can help to identify any risks or problems before they have time to cause a failure. In general, overhaul encompasses the maintenance and restoration of components so that they can meet various set requirements. To do this, overhauls may follow on of two types: major and top overhauls.
 
A major overhaul can be intensive, requiring total disassembly of the engine so that every component can be inspected to check that they meet requirements and serviceable limits. Top overhauls, on the other hand, is the inspection and repair of components that do not require disassembly of the crankcase. Major overhauls can affect the engine’s value, as the engine loses value the longer they have been used since their last overhaul.
 
While non-commercial aircraft do not always require overhauls, they are extremely recommended for safety and optimal performance. Having scheduled inspections and choosing the right facility can help you easily maintain your aircraft. Often, companies will offer a variety of services to overhaul an engine, and these options may range from overhaul to meet basic minimum requirements to making an engine a factory rebuild so that it is “like new”.
 
At ASAP AOG, owned and operated by ASAP Semiconductor, we can help you find overhaul tool parts you need, new or obsolete. As a premier supplier of parts for the aerospace, civil aviation, and defense industries, we're always available and ready to help you find all the parts and equipment you need, 24/7x365. For a quick and competitive quote, email us at sales@asapaog.com or call us at +1-714-705-4780.


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The primary goal of flight is not only to get from point A to point B, but to get there safely and comfortably. When you’re 35,000 feet above the ground, you shouldn’t be sweating over your aircraft’s reliability. The best way to keep your mind at ease is through regular aircraft maintenance. Rather than wait until you have a problem to address it, preempting any potential issues is the responsible, safe, and cost-effective thing to do.
 
Aircraft maintenance is the routine check-up by a professional mechanic of a commercial or civil aircraft to ensure it is safe to fly. The complexity of an aircraft means that even a small failure can be dangerous, or lead to something dangerous. FAA aircraft maintenance checks are the first task you should undertake to ensure your aircraft is up to standards. These checks are scheduled inspections that take place at specific intervals throughout the lifespan of an aircraft. Common checks are referred to as either A check, B check, C check, or D check. A and B checks are minor repairs, while C and D checks refer to significant maintenance and even overhaul. A checks generally take place after every 400-600 hours of flight, whereas a D check typically only happens every 6-10 years, usually involving disassembly of major components.
 
Aircraft maintenance is done to ensure an aircraft’s airworthiness. Airworthiness is the measure of how safe an aircraft is for flight. Certifications of airworthiness are issued by the aviation authority of whatever state the aircraft is registered in. If your aircraft is determined not to be airworthy, you will receive an airworthiness directed from the authorities informing you that your aircraft is grounded until the issues are properly addressed.
 
Aircraft maintenance is a hugely important part of being an aircraft owner. Regular maintenance ensures that your aircraft will remain airworthy and save you money and hassle in the long term. If you take care of your aircraft, it will take care of you.
 
At ASAP AOG, owned and operated by ASAP Semiconductor, we can help you find all the aircraft maintenance parts for the aerospace, civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at sales@asapaog.com or call us at 1-714-705-4780.


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The decision to overhaul an engine is one of the most difficult choices an aircraft owner has to make. This tough decision is made even more difficult when the aircraft is running properly and passing inspections during an aircraft’s time between time-based overhauls (TBO). However, each of the many moving parts within an aircraft wears out and eventually needs repair or replacement. Safety is the most important goal in aviation. That principle, when applied to machinery or mechanical devices, is reliability. Here are a few factors you should take into consideration when making a decision about engine overhaul.
 
The first factor is your manufacturer-established TBO. Each engine manufacturer mandates a specific TBO to maintain the reliability of the engine and ensure that major components will be reusable at time of overhaul. Many pilots will operate their engines beyond TBO time in an effort to save money, but the fact of the matter is that this will cause engine components to wear down well beyond recommended specifications and ultimately need to be replaced. This will cost you far more than an as-recommended overhaul would.
 
The second factor is reliability. If an engine is operated beyond TBO, the safety of the aircraft can no longer be trusted. Corrosion, metal wear, cracks, and other types of damage can become a factor and lead to serious performance issues. These imperfections can not always be seen during a routine inspection, which is why complete engine overhauls are so important.
 
The third and final factor, one you might not think about, is the legal recourse you could face as a result of operating an engine beyond manufacturer recommendation. Failure to adhere to the strict Federal Aviation Regulations set in place by the FAA can result in steep fines and legal trouble, costing more money and trouble than a simple overhaul. If you take care of your aircraft, it will take care of you. Routine checkups and responsible operation will go a long way to ensuring your engine performs properly and reaches its recommended TBO.


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In the aviation industry, “AOG” is a term that gives pilots and maintenance crews headaches just hearing those three letters together. AOG stands for aircraft on ground, a situation in aviation maintenance in which an aircraft has a mechanical issue serious enough to prevent it from flying. This can be due to flat-out mechanical impossibility (the engines cannot start, for instance) or because the safety hazard is too great (the aircraft’s navigation systems are not functioning properly). AOG is technically defined as any discrepancy that grounds an aircraft and is reported within six hours of a normally scheduled departures.
 
AOGs are typically declared after an A or B-check, which are Federal Aviation Administration-mandated inspections, or before departure when a discrepancy or issue with the aircraft is detected in preflight checks. An AOG is not necessarily a disastrous error or malfunction, and can be something as seemingly innocuous as a broken sensor or other minor cockpit component. However, even a minor mechanical issue is intolerable in a commercial airliner, considering the millions of dollars and hundreds of lives that are dependent on the flight being safe.
 
The problem with AOGs are not just that they are incredibly inconvenient and frustrating for passengers, but ruinously expensive for airlines as well. It is estimated that a commercial airliner in an AOG situation can cost as much as a million dollars a day in hangar fees, ticket refunds, travel alternatives or expedited hotel costs for passengers, and having to rush a repair crew and parts to the aircraft. In fact, the FAA estimated that in 2007 flight delays due to AOG situations cost airlines roughly 31 billion dollars. These costs and problems mount higher and higher the longer it takes to repair the aircraft.
 
In an AOG situation, parts and personnel must be flown or driven to the location of the grounded aircraft as quickly as possible. This is typically handled through an internal AOG desk, a dedicated section of the airline carrier or manufacturer, and is manned by personnel specializing in purchasing, hazardous materials shipping, and parts manufacturing and installation. If a company’s internal AOG desk cannot satisfy the issue, they will turn to outside, third-party sources, or the AOG desks of competing airlines to get their aircraft running again.
 
At ASAP AOG, owned and operated by ASAP Semiconductor, we can help you with AOG situations for the aerospace, civil aviation, and defense industries. We’re always available and ready to help you find all the parts and equipment you need, 24/7-365. For a quick and competitive quote, email us at sales@asapaog.com or call us at 1-714-705-4780.


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When writing about aircraft designs, much is made about the wings and engines. After all, these are the components that provide lift and thrust, the two forces that help the aircraft achieve and maintain flight. But on larger commercial aircraft, such as the Boeing 747, the aircraft’s engines are mounted on the wing. What then, is the part that connects the engine to the wing?
 
That part is the engine pylon, or strut. The strut holds the engine onto the wing and provides a path for all of the engine’s systems, such as fuel and air lines, to connect, and includes the aerodynamic fairing to cover everything. While an engine can be attached and removed freely from the strut for maintenance and replacement, the strut itself is designed to stay attached permanently, with mounts on the strut for the engine. Because engines are so heavy, maintenance personnel will suspend a weight from the strut to balance the aircraft and keep it from tipping over when there is no engine installed.
 
The strut comes with multiple safety features for both flight and ground operations. For example, in the case of an engine fire, there are multiple fire-prevention measures built into the strut to prevent the fire from spreading to the rest of the aircraft.
 
Different aircraft manufacturers take different approaches to their strut designs. Boeing, for example, designs its struts to break away from the wing under extreme loads. While this may sound like a terrible idea, it prevents the wing from breaking under the load caused by the engine’s weight, preserving the wing and allowing the aircraft to function like a glider. Airbus engineers its struts to remain attached; this means their structure is less complex and allows their pylons to be narrower than Boeing’s.

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It is a given that commercial airlines make their money through ticket sales from vacationers, those who travel for business, and those who just need to get point A to point B quickly. There is, however, another revenue opportunity that, in the past, has been overlooked by major airlines. Before a plane can fly and generate revenue, it must be certified as safe. The FAA calls for strict maintenance plans that include the disassembly and reassembly of aircraft. The 100-hour inspection is an example of a maintenance requirement that is extensive therefore requiring numerous hours and copious space. Since the 1990s, airlines have outsourced these maintenance procedures to Maintenance, Repair, and Overhaul (MRO) facilities that are located off-site and away from the airport.
 
These facilities were convenient for airlines that did not want to think beyond the flight times, plans, and ticket prices. MROs have large hangars, certified mechanics, and expensive test equipment to efficiently carry out the aircraft maintenance. From a business point of view, MROs were supplying an invaluable and highly specified service that the airlines relied upon.
 
As is the case with much of business sector growth, there comes a point where supply struggles to meet demand. In the aviation industry there is an increasing demand for MROS due to the increasing number of aircraft being commissioned. Asia and the Middle East are experiencing a significant rise in the commercial airline industry. More and more tickets are being purchased by middle class holiday makers, and the result is more and more aircraft being sent to MROs. The aftermarket refers to the business sector that is involved with the maintenance and repair of aircraft. In the 2019 market forecast report by Oliver Wyman predicts that the aftermarket is set to grow significantly over the next decade, citing China as the biggest market determiner.
 
So, what does that mean for airlines? This can be answered two ways. The first implication is that the maintenance programs of aircraft are being slowed down by the high demand for technicians and space. If an aircraft is not serviced in time, it may be grounded by the FAA, therefore losing money in ticket sales. On the other hand, airlines could view this growing trend as a business opportunity. Instead of outsourcing repair work, airlines are beginning to establish their own maintenance bases therefore cutting costs and side stepping any costly wait times. Delta, Lufthansa, and KLM are already ahead of the trend, each operating their own maintenance business for many years now.  By taking control of their own maintenance facilities, airlines also address the growing authority of original equipment manufacturers who are leveraging their own position in the aftermarket industry by becoming increasingly stringent over intellectual property.
 
In a nod to the digitization of all aspects of the aviation industry, including maintenance, in June 2019, Embraer announced the launch of their Big Data analytics platform, IKON. With this platform, Embraer can analyze the performance data on their latest aircraft, the E-Jet E2 family. Data can be quickly reported to mechanics who can predict the required maintenance of an aircraft before it leaves the airport. Embraer’s maintenance program may well become one of the most effective plans, perhaps paving the way for other airlines. 

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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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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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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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Introducing a new broadened program for extensive MRO services for three large aerospace companies. All being apart of a new program called Lessor Care. The programme will include companies such as AerCap, Avalon and Dubai Aerospace Enterprise. Rolls Royce’s main goal is to be able to bring their resources all into one place for easy access for their participating customers. All three companies have Rolls Royce’s Trent- powered aircrafts for which they are eligible for the programme.
Rolls Royce has in mind to be able to “drawing together a range of services under one simple, flexible and comprehensive framework".
They vow to keep aircrafts maintained to keep the aircrafts working and generating revenue. Also standing by their work to be able to minimize downtime for their lessons that would take place between leases. 
Future plans for Rolls Royce is to be able to expand to a larger part of the industry and is working "towards even closer integration of aftermarket services and aircraft lease agreements".
The companies included in the programme are very content with the resources that Rolls Royce is able to offer with their extensive line of experience.Philips Scruggs, President of AerCap states that his company has “worked closely with Rolls-Royce to develop a service that gives us the choice and flexibility that we need across the lifecycle of our fleet of Trent-powered aircraft".

Paul Geaney, Avalon's head of OEM believes that this program will be able to help their company provide their customer with a higher-level caliber in later years.Firiz Tarapore, DAEs lessor’s chief executive, believes that they will be able to generate more revenue due to decreased downtime from more efficient routine maintenance that will come with the program. 

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Boeing is well underway with the completion of their awaited flight tests for their 787-10 aircrafts. The 787-10 model has been integrated with two types engines; Rolls Royce and GE Aerospace for different specification. According to the FAA by certified the 787-10 they are certifying the largest most fuel-efficient Dreamliner that will be used commercially. 

GE Aerospace has yet to complete the required flight test using their engine in the recent certified 787-10 aircraft. They are scheduled to deliver a complete aircraft integrated with a GE Engine in the second half of the year to their esteemed customers, United Airlines. Chief project engineer, Bob Whittington, easies concerns by stating
“There is a little bit more testing to be done for the GE-powered airplanes a little bit later on.”
Despite GE’s failure to conduct their test flights, Rolls Royce has completed theirs. The completion of the test flights is followed by the delivery to Singapore Airlines Ltd (SIAL.SI). This delivery has been previously scheduled and has been set to be transported during the first half of the year. Singapore Ltd has intentions to conduct flights in mid-length routes that will fly over the Asian Pacific region. The 787-10 model has a lot of similarities to their previous family models. They differentiate in the ability of their environmental control systems and is stated to be larger than previous.

The reputation of the Boeing 787-10 aircraft is growing constantly as it already has an order log of 171 aircrafts accounted for. Its size and efficiency are what they these large companies are looking for when purchasing new aircrafts to innovate their airlines.   “787-10 seats around 330 passengers and has a shorter range, at 6,430 nautical miles (11,910 km), than the other Dreamliners.”

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A few months ago, Delta secured a deal that placed them on the aviation map. They made a big purchase of one-hundred Airbus A321neo jets. This order made it so that 70% of their fleet was comprised of Airbuses. A new deal that was crafted with Pratt & Whitney means that Delta industries could be raking in billions because Pratt & Whitney has vowed to renovate engines on all models of the Airbus A320neo line, as well as on Bombardier CSeries jet engines.
 
The brand new A321neo jets with slowly be replacing Airbus A320’s, Bowing 757’s and MD-88 planes. A big draw for the switch was the fact that A321neos are much more fuel efficient, roughly 40% more efficient and they also can carry anywhere from forty to fifty more people than their previous planes. Ed Bastian, the CEO of Delta, commented on how wonderful of a deal the company got from Airbus and Pratt & Whitney.
 
Bastian also stated that a huge draw towards the deal was the fact that Pratt & Whitney were on board with their offer to overhaul the engines as needed. Their contract with Pratt & Whitney guarantees repairs on around five-thousand turbofan engines over the next twenty-five years. They are expected to see financial growth rapidly increasing starting in 2020 and growing steadily from there. It is likely that this deal will shape how a lot of future aviation companies do business. When there are billions on the line, you want to make sure you’re getting the best bang for your buck.
 
ASAP AOG should always be your number one stop for all your aviation part needs. ASAP AOG always keeps an up to date inventory on a vast selection of parts and is the premier supplier of aircraft parts. Whether you’re looking for something that is hard to find, discontinued or a common item, you can count on ASAP AOG to have it. If interested in requesting an RFQ or if you have any other questions, send an email to sales@asapaog.com or call 1-714-705-4780 and ask for a sales representative.

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StandardAero has been chosen to receive two multi-year contracts to support Yamal Airlines. The contracts for auxiliary power unit (APU) maintenance, repair, and overhaul (MRO) include a three-year agreement to provide Honeywell GTCP36-150RJ APU MRO services for Yamal’s fleet of 10 CRJ-200LR aircraft and a five-year agreement supporting Honeywell RE220 APU MRO services on Yamal’s fleet of 10 Sukhoi Superjet aircraft. APU services will be provided at StandardAero’s facility in Maryville, Tennessee. This facility not only repairs the APU but all Line Replaceable Units (LRU) associated with the APU.

The CRJ-200 is a more efficient model of Bombardier’s previous CRJ-100. Introduced in 1992, it stretches 5.92 meters and accommodates up to 52 passengers. Production of these aircrafts stopped in 2006. The Sukhoi Superjet 100, a Russian-designed twin-engine jet airliner, was introduced to commercial passenger flight in 2011. The model has two variants, with the larger of the two capable of stretching to fit 115 passengers at maximum capacity. Plans to enlarge the aircraft to fit more passengers are expected to be introduced within the next 3 years. Yamal Airlines plans to add 6 more Superjets to their fleet.

Honeywell’s 36 Series of APUs deliver compressed air for main engine starting, air conditioning, anti-ice and heating systems. The 36-150 can deliver air and shaft power simultaneously or individually.The RE220 APU supports higher electrical loads and is the first general aviation APU to communicate with the aircraft’s maintenance data acquisition unit (MDAU), enabling pilots and mechanics to monitor performance and troubleshoot from the flight deck.

StandardAero is a Tennessee, USA-based engineering repair specialist that was established in 1911. It is one of the largest independent providers of services in the world. It is currently owned by Veritas Capital in New York City.Yamal Airlines is an expanding Russian-based regional operator based in Salekhard, Yamalo-Nenets Autonomous Okrug, that was established in 1997.

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The new generation of Global 7000 private jets has gone under finalization in assembly, as confirmed by Bombardier. It has been mentioned that these jets are in the process of finalizing assembly in Bombardier’s Toronto factory.The three Global 7000 test planes have performed more than 500 hours of test flying so far.

Bombardier vice president, Francois Caza believes that the flight validation program for the Global 7000 aircraft’s is making stable progress due to the reliable and careful configuration of the aircraft. The substantial progress of testing on both structural and systems rigs is also reinforcing certification activities.

The assembly of two more test plants has contributed to the belief that the Global 7000 will complete both its testing and certification program which will enable Bombardier to enter service in the second half of 2018. Although the Global 7000 has been affected and postponed by financial struggles, these new private jets are projected to be efficiently equipped with top Bombardier aircraft parts, as well as a high price tag of 72.8 million US dollars.  

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Gulfstream Aerospace Corp has created a new innovative system that is designed to make a better flight for passenger and operators. The Aerospace company newest connectivity program will enhance in-flight internet, entertainment, and voice. This newly installed connectively program has been implemented to help keep everyone on the aircraft stay intact with the world and not lose connectivity despite their altitudes of thousands of feet. Per a statement made by the President of Gulfstream Product Support, Mr. Dereck Zimmerman, he states that this innovation is what Gulf stream needs for a better more efficient connection for their customers.

“ It will make connectivity more accessible and easier to understand.The integration provides customers everything they need to create and maintain the ultimate experience in nose-to-tail connectivity. Gulfstream will be their single source for equipment, service networks, and technical support.”

Apart of these integrations, Gulfstream has paired up with Satcom Direct, a renowned Aviation and Global connectivity company to help further the project. Satcom officials are very eager and pleased to be able to be given the opportunity to display their products with such a respected Aircraft company.  

Along with the enhanced connection, Gulfstream also offers a bundled cabin option that is equipped with Inmarsat’s Jet ConneX the fastest in-air broadband system the industry has to offer. Along with the ConneX, there will be installed along with the Inmarsat’s Swift Broadband and ViaSat’s Ku-band service.  With an enhanced connection it allows for better safety systems such as the Future Air Navigation System (FANS) 1/A+ that is designed to better datalink services for the pilot to air traffic controller. The collaboration will enable customers to be able to troubleshoot and direct questions immediately to Satcoms on-site support team.

Gulf stream is yet to be finished with their installations as they plan to target other facilities nationwide. Locations that have yet to be installed are Appleton, Beijing, Brazil, Brunswick, California, China, Dallas, England, Florida, Georgia, Las Vegas, Long Beach, Luton, Massachusetts, Nevada, Savannah, Sorocaba, Texas, West Palm Beach, Westfield and Wisconsin

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