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.
Along with maintenance and inspections, maintaining proper security procedures needs to be a top priority for pilots and operators. While airport security has significantly improved in the last several decades in the face of global terrorism, smaller airports can still be lacking in some regards. At some smaller regional and international airports, people can simply walk onto the premises and start accessing aircraft.
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.
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.
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.
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?
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.
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.
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.
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.
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.
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.
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.
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).
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.
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.
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 four-year contract given to StandardAero is specific to Pratt & Whitney Canada’s APS2300 auxiliary power unit maintenance, repair, and overhaul MRO services on the largest Russian-based Airlines, the S7. Specifically, the Embraer E-Jet E170 aircraft. The actual maintenance and repair are set to take place in Maryville, Tennessee at the StandardAero location. There are 80 aircraft in the S7 fleet and is an incredible step up for StandardAero within the Russian airline industry.
Singapore Technologies Aerospace (ST Aerospace), through its US affiliate company, VT San Antonio Aerospace (VT SAA), has secured a contract to perform interior reconfiguration cabin services on the Air Canada’s Boeing 787 Dreamliner fleet. This follows in line with a previous contract in June 2017, when ST Aerospace agreed to provide services for heavy maintenance on the Canadian operator’s 787 fleets.
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.
