Author: neilw

Gulfstream Aerospace has expanded its worldwide service and support network by opening a parts and materials distribution center near Los Angeles. The 5,000-square-foot/464.5-square-meter facility at Van Nuys Airport primarily serves Gulfstream customers in the western U.S. and Canada, shortening delivery times and minimizing shipping costs.

The Van Nuys facility is expected to have approximately $15 million in parts and materials by the end of 2014. Gulfstream maintains a worldwide spares inventory of more than $1.4 billion. An on-site sales representative is available to arrange for local pickup and delivery of parts.

“This is another milestone in our growth,” said Mark Burns, president, Gulfstream Product Support. “As we expand, we need to continue to provide our customers with the parts they need as quickly as possible. We chose Van Nuys because of its proximity to one of the largest bases of Gulfstream operators in the world. In the Los Angeles area alone, we have more than 100 operators; in California, we have more than 200. Over the next three years or so, we’ll increase our inventory and support in Van Nuys.”

Volartec now provides technical services to airlines, lessors and government agencies. The company says it is constantly looking to the future, researching and applying the latest technology, systems, processes and services to deliver added value to their customers. Volartec Aviation Services is a business unit that was created within the group to proactively build upon the requests to fulfill further customer needs.

“We stand out for more than our technical expertise, we are an ethical, customer-focused organization, never compromising on quality and always striving to understand and exceed customer expectations,” Christian Maggio, Volartec CEO says. “We are proud to have the LATAM group as the first customer for our new service. It is just the first step to providing the premier technical consulting service firstly in this region and building to beyond.”

The LATAM group have contracted Volertec to provide technical representative services in aircraft checks, records reviews, audits and to provide technical assistance for comprehensive maintenance process in different MRO based worldwide.

Airinmar recently added a new reporting system to its online suite of systems, AirHub. Airinmar says they worked with a business intelligence specialist to develop the new reporting tool, AirStat.

AirStat allows users to analyze their internal efficiency as well as supplier performance. In turn, this helps customers to make improved asset management decisions, reduce turnaround times and enhance supplier relationships, says the company.

AirStat combines data visualization, social collaboration and intuitive data analysis into user-friendly dashboards. These dashboards present big data in easily readable charts, tables and graphics.

“We are very excited about being able to provide our customers such a powerful tool that complements our suite of repair management applications,” says Richard Wood, Airinmar account program director. “This new partnership will allow Airinmar to serve information in a relevant and intuitive manner to all users of its systems, both internal and external. We look forward to rolling AirStat out to our customers over the coming months to help them make better, more timely decisions based on the way we’re now able to present real-time data.”

Metallized Carbon Corporation announced Metcar carbon-graphite bushings for use in gear pumps that pump aviation fuel for aircraft engines. The carbon-graphite bushings are used to support both the drive gear shaft and the idler gear shaft.

Metcar carbon-graphite bushings can use aviation fuel as the bushing lubricant. Aviation fuel is a low viscosity liquid that produces only an extremely thin hydrodynamic film, too thin to provide adequate lubrication for traditional metallic bushings. But since Metcar’s carbon-graphite material—in contrast—has no atomic attraction to a metallic shaft, the thin fuel film is sufficient to lubricate metallic shafts running in the carbon-graphite bushings.

A second major advantage of carbon-graphite bushings is that they are self-lubricating—they can run dry for short periods of time without catastrophic pump failure or significant wear. In addition, Metcar carbon-graphite bushings are dimensionally stable, which permits the close bushing to shaft running clearances that are required in gear pump applications.

Finally, these carbon-graphite bushings have a relatively low elastic modulus. While elastic enough that they can be press-fit into the metallic gear pump housing with no difficulty, after being properly press-fit, the Metcar bushings are pre-stressed in compression. Therefore, they exhibit nearly the same coefficient of thermal expansion as the metallic gear pump housing material. This assures that the running clearance between the shafts and the bushings will remain the same throughout the entire operating temperature range of the pump.

FL Technics Training signed an agreement with Aeroman, the Latin America’s leading MRO provider. According to the agreement, FL Technics Training will support the Salvadoran MRO provider with the introduction of Boeing 737 NG aircraft type to its capabilities and other aviation training courses.

Under the cooperation, FL Technics Training has already deployed a team of instructors to the Republic of El Salvador where they have started the provision of Boeing 737 NG theoretical, practical and interior courses as well as Heat treatment training. More than 200 specialists of Aeroman are already engaged in training conducted by the company.

“Without any doubt, the aviation market in Latin America is highly promising. While most regional carriers are expanding their fleets, local aircraft maintenance providers are also preparing themselves for the growing MRO demand,” shares Kestutis Volungevicius, the head of FL Technics Training. “We are very glad about the opportunity to support the expansion of one of the leading MRO organizations in the region. With the support of our local partners we are able to ensure both theoretical and practical training for Aeroman specialists whilst hoping that our existent cooperation will eventually develop into more training projects in the future.”

The latest agreement with Aeroman follows FL Technics Training’s receipt of the Aviation Technical Training Organization Certificate recently issued by the Civil Aviation Authority of the Republic of El Salvador. Under the approval, FL Technics Training is now eligible to provide EASA Part-147-certified Base, Type and Specialized technical training courses for carriers, MROs and other players of the Salvadoran aviation market.

GKN Aerospace has completed a two-year structures technology maturity (STeM) program to create an advanced winglet using innovative automated processes.

Results show that, were the winglet to enter series production today, these processes could lower manufacturing costs by approximately 20 percent- producing a cost effective winglet with a lower parts count suitable for new or retrofit installation. From design through to manufacture the winglet has been a vehicle to trial the latest software tools and modeling, manufacturing and testing methods in areas such as structural design, automated manufacture, assembly technologies and analysis tool.

A novel design, including a waffle skin construction, has been manufactured and assembled using innovative robotic technologies and new lightweight fixing techniques. The result is a winglet with lower weight, lower parts count, 50 percent fewer fasteners and 25 percent less time per fastening.

Rich Oldfield, technology director, GKN Aerospace explains: “We believe many of the processes progressed and proved through this STeM program will be introduced across the aerospace sector to speed and improve the manufacture of a wide range of items such as engine components, nacelles, small wing box structures, vertical and horizontal tail planes, flying controls and undercarriage doors.”

This advanced winglet project is one element in a GBP12m STeM program led by GKN Aerospace and including Bombardier, Spirit and GE. STeM’s aim is to support new concepts in wing design that push the boundaries of aerodynamic performance and contribute to securing work in the UK for the next generation of aircraft. It is a collaborative research and development project funded under the UK centre for aerodynamics program by the UK government’s Technology Strategy Board (TSB) and Department for Business, Innovation and Skills (BIS).

The STeM winglet project was undertaken by GKN Aerospace and jointly funded by the company and the TSB. 

GKN Aerospace leadership of this STeM project follows the completion of a ‘Grand Challenge’ in 2011.

There, a consortium of 22 companies from across British industry concluded a one-year challenge set by the TSB, on behalf of BIS. This challenge required the companies to collaborate to progress innovations in vital composite manufacturing technologies.

Boeing announced Southwest Airlines has selected Boeing Airplane Health Management (AHM) to enhance operational efficiency in its maintenance and engineering operations.

Southwest Airlines will use Airplane Health Management to collect and evaluate airplane operations data while the airplane is in flight. This real-time data is used to signal ground operations crews of any potential maintenance issues before the airplane lands, minimizing flight schedule disruptions and maintenance-related delays.

“In our trials with Airplane Health Management, we clearly saw how we would be able to reduce – and even avoid – unscheduled maintenance and ground time for our fleet,” said Jim Sokol, vice president of Maintenance Operations, Southwest Airlines. “The predictive nature of this product allows us to proactively initiate planning for necessary repairs, even while an airplane is in flight. With this capability, we can mitigate schedule delays and help ensure on time arrivals and departures for our customers.”

Boeing technical teams will work with Southwest to facilitate initial deployment of the system for its Next-Generation 737s. Southwest is Boeing’s 66th customer for Airplane Health Management.

“We expect to see an immediate cost benefit with the introduction of Airplane Health Management to our next-generation 737 fleet,” said Trevor Stedke, vice president of Technical Services, Southwest Airlines. “We’re excited to work with Boeing to take advantage of the full potential of this product and further leverage its capabilities to improve efficiency across our operations.”

Boeing Airplane Health Management is a powerful, data-driven capability used worldwide by airplane operators and maintenance, repair and overhaul providers (MROs) to proactively manage the serviceability of airplanes and fleets. It is designed to interface with existing airplane systems and communication infrastructure, using state-of-the-art airplane and ground technology to address day-of-operation disruptions, help predict future operations events and prevent unplanned maintenance and schedule interruptions.

Airplane Health Management is part of an integrated suite of aviation services marketed as the Boeing Edge. These include parts, training, engineering, maintenance and software solutions that increase the efficiency and profitability of airlines and leasing companies.

“Throughout the long relationship between Boeing and Southwest, we have worked closely together to support ongoing focused efforts in applying state-of-the-art technology to solve day-of-operations issues,” said Rick Anderson, vice president, Sales, Commercial Aviation Services. “We are very pleased to provide Digital Aviation solutions such as Boeing Airplane Health Management to enhance and accelerate improvements in Southwest’s operations with real-time data analysis, which gives our customers a competitive advantage.”

Southwest Airlines is an all-Boeing carrier and operates the largest 737 fleet of any airline. In 2011, the airline became the launch customer for the 737 MAX.

Transport Canada has awarded DART Aerospace a supplemental type certificate (STC) for the PA100 PUREair system for the AS350 and EC130 helicopters. Operators can now install the PA100 PUREair system in markets where the TCCA approval is recognized.

The PA100 PUREair System, co-developed by Pall Aerospace and DART Aerospace, is a redesigned, reengineered and retested engine air protection system. The new system is self-cleaning and virtually maintenance-free, unlike other filtration systems qualified for this aircraft. The PA100 PUREair system also provides a two percent gain in engine power versus conventional inlet barrier filters and provides equivalent level of engine protection.

Many operators have already expressed their interest in installing the PA100 system realizing its benefits over oil wetted barrier filters. The reduced maintenance burden and constant protection for engines is critical to safe, reliable and cost-effective helicopter operations.

DART and Pall will now seek FAA and EASA STC approvals as well as additional foreign approvals from countries such as Brazil and Russia.

GAMA President and CEO Pete Bunce issued the following statement in response to Thomas Frank’s sensationalistic story in USA Today, “Unfit for Flight”:

Thomas Frank’s sensationalistic three-part series in USA Today (Unfit for Flight, June 18, 2014) fails to acknowledge the significant progress general aviation manufacturers have made to improve safety.

The reality is that the number of fatal accidents in general aviation aircraft has declined substantially in recent years. In fact, the goal of 1 fatal accident per 100,000 hours flown by 2018 now appears increasingly likely.

Aircraft manufacturers spend significant time and expense to ensure the safety of their aircraft. This process begins with a three-to-six year period in which the manufacturer demonstrates to the Federal Aviation Administration (FAA) that each design meets the applicable regulations. The tightly controlled aircraft design process results in a specific design approval–the type certified design, or TC—which applies only to that particular approved design that can then be produced. If a manufacturer wants to make something different, it must go through another safety review process for approval.

In the event of a safety concern, the FAA most often issues an Airworthiness Directive (AD), which is a regulation that applies to a particular aircraft model. An AD can implement a new requirement on an existing aircraft design, as well as aircraft that have already been produced. The AD rulemaking tool allows the FAA to quickly address any safety issues in the existing fleet as well as existing designs that are being produced. ADs are an extremely effective way to ensure an airplane’s safety throughout its lifetime.

Furthermore, the industry, along with the FAA and the National Transportation Safety Board (NTSB), continues to work to identify the leading causes of general aviation accidents and has taken major steps to mitigate the risks of these accidents occurring. The General Aviation Manufacturers Association (GAMA), along with other members of the General Aviation Joint Steering Committee (GAJSC)—a group of government, industry, and user groups dedicated to improving aviation safety—has pressed the FAA to streamline requirements governing the use of Angle of Attack (AoA) indicators in general aviation aircraft. AoA indicators can help pilots avoid losing control of the aircraft in flight, the primary cause of accidents. Thanks to these efforts, the FAA recently made it easier and more cost-effective for pilots to install AoAs. This initiative has the potential to have a significant impact toward combatting loss-of-control accidents. The GAJSC continues to develop other concrete improvements to improve overall safety.

As Mr. Frank notes, the average general aviation aircraft is now 41 years old. That’s why the FAA and industry partnered in 2011 to form the Part 23 Aviation Rulemaking Committee (ARC), a group of 150 government and industry experts who spent 18 months studying how to more efficiently and effectively introduce new safety technology into new and existing small general aviation airplanes. GAMA’s Greg Bowles co-chaired this effort.

Congress and industry are now actively working to ensure the FAA implements the ARC’s recommendations. Last year, the U.S. House of Representatives and the U.S. Senate swiftly and unanimously passed the Small Airplane Revitalization Act, which requires the FAA to implement the ARC’s recommendations by December 2015. President Obama signed the bill into law last November. Both the House and Senate Appropriations Committees have recently endorsed language focused on ensuring the FAA meets the December 2015 deadline.

In addition, GAMA co-chaired a committee to improve the Airman Certification Standards—the tests pilots are required to take to fly an airplane—to ensure that the questions pilots are asked more accurately reflect real-life scenarios they could confront in the cockpit. As Mr. Frank reports, the NTSB has cited pilot error in 86 percent of fatal general aviation accidents. This committee has sought to bring about a new and more straightforward approach to pilot training, and will help ensure that future generations of pilots are well-equipped to respond to challenges in the sky.

As general aviation manufacturers, our top priority every day is to ensure the safety of pilots and passengers, and we are making great strides in doing so. An honest analysis of all the facts would have made this clear to Mr. Frank’s readers.

Pete Bunce
President and CEO, General Aviation Manufacturers Association