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The leading international magazine for the manufacturing and MRO sectors of commercial aviation
PARIS AIR SHOW 2011 Paris Air Show 2011 Special Issue
www.ubmaviationnews.com
C O N T E N T S Paris Air Show 2011 Special Issue PARIS SHOW GUIDE 4 Paris Air Show 2011 Exhibitor Hall Index, map and opening times
INDUSTRY FOCUS EDITOR Jason Holland: Jason.Holland@ubmaviation.com ASSISTANT EDITOR Joanne Perry: Joanne.Perry@ubmaviation.com EDITORIAL CONTRIBUTORS Tony Arrowsmith, Bernard Fitzsimons PRODUCTION MANAGER Phil Hine: Phil.Hine@ubmaviation.com E-EDITOR & CIRCULATION MANAGER Paul Canessa: Paul.Canessa@ubmaviation.com MEDIA MANAGER - EUROPE, ASIA & AFRICA Alan Samuel: Alan.Samuel@ubmaviation.com PUBLISHER & SALES DIRECTOR - USA Simon Barker: Simon.Barker@ubmaviation.com GROUP PUBLISHER Anthony Smith: Anthony.Smith@ubmaviation.com Aircraft Technology Engineering & Maintenance (ATE&M) (ISSN: 0967-439X - USPS 022-901) is published bi- monthly, in February, April, June, August, October and December with an extra issue in July, plus annual issues of the yearbooks published in September, October, and November by UBM Aviation Publications Ltd. and distributed in the USA by SPP c/o 95, Aberdeen Road, Emigsville, PA 17318-0437, USA. Periodicals postage paid at Emigsville, PA. POSTMASTER: send address changes to Aircraft Technology Engineering & Maintenance c/o SPP P.O. Box 437 Emigsville, PA 17318-0437, USA. All subscription records are maintained at UBM Aviation Publications Ltd. First Floor, Ludgate House, 245 Blackfriars Road, London, SE1 9UY, UK. ATE&M UK annual subscription cost is £150. ATE&M Overseas annual subscription cost is £170 or $300 (USA) ATE&M Single copy cost is £25 (UK) or $50 (USA) All subscriptions enquiries to: Paul Canessa: paul.canessa@ubmaviation.com Tel: +44 (0) 207 579 4873 Fax: +44 (0) 207 579 4848 Website: www.ubmaviationnews.com ATE&M is published by UBM Aviation Publications Ltd. Printed in England by Wyndeham Grange Ltd. Mailing house: Flostream UK Aircraft Technology Engineering & Maintenance (ATE&M), part of UBM Aviation Publications Ltd, has used its best efforts in collecting and preparing material for inclusion in ATE&M but cannot and does not warrant that the information contained in this product is complete or accurate and does not assume and hereby disclaims, liability to any person for any loss or damage caused by errors or omissions in ATE&M whether such errors or omissions result from negligence, accident or any other cause. This publication may not be reproduced or copied in whole or in part by any means without the express permission of UBM Aviation Publications Limited. Aircraft Technology Engineering & Maintenance™ is a licensed trademark of UBM Aviation Publications Limited. All trademarks used under license from UBM Aviation Publications Ltd. © 1999 – 2011, UBM Aviation Publications Limited. All rights reserved.
Cover image: © Jens Teichmann/Shutterstock SuperJet 100 image © Katsuhiko Tokunaga
18 Aviation focus: Quebec The centre of Canada’s aerospace industry, Quebec boasts a rich engineering heritage, a highly skilled workforce, end-to-end capabilities, and a strong R&D focus. Joanne Perry investigates.
TECHNOLOGY & INNOVATION 28 CFM’s new LEAP-X engine The LEAP-X is on track for certification in 2014, according to CFM, offering a 15 per cent improvement in fuel efficiency and lower noise and emissions while holding the line on maintenance cost and reliability.
ENGINEERING & MAINTENANCE 34 Growing together, not apart With OEMs seemingly striving to take a stronger position in the aftermarket, it need not be doom and gloom for MROs. Tony Arrowsmith looks at OEM/MRO networks from the manufacturers’ perspective. 44 Boeing 737 maintenance The bestselling 737 programme has long enjoyed a good reputation among maintenance technicians, but as the number of NGs in the worldwide fleet rises, and the Classics begin to phase out, how will the MRO landscape be affected? 54 Airframe heavy maintenance directory — Part 3 The capabilities and facilities of MRO companies in Europe. 60 End-of-life solutions: Retirement is not what it used to be As increasing numbers of aircraft are retired from service, Joanne Perry speaks to OEMS, dismantlers, parts redistributors, materials recyclers, researchers and the Aircraft Fleet Recycling Association (AFRA) to discover how aircraft can be born again.
INFORMATION TECHNOLOGY 66 Transparency in the supply chain Established players are honing their offerings in the parts locator market as younger rivals turn to social networking techniques in an effort to differentiate their systems, says Bernard Fitzsimons.
REGIONAL PERSPECTIVE 74 Speaking for itself: Sukhoi Superjet 100 The ‘intelligent’ fly-by-wire Sukhoi Superjet 100 promises the latest technological innovations as well as lower maintenance costs. With orders on the books, and commercial flights already taking place, Jason Holland examines the future potential of the programme.
DATA & DIRECTIVES 78 Industry data: Bombardier Dash 8 & Q400
Boeing strong
Launch customer 747-8 Intercontinental
since 1960.
Visit us at the w Paris Air Sho June 20–26 4 -9 Booth BC 78 Hall 4
Lufthansa Technik services for Boeing. Never change a winning team! Over 50 years ago, Lufthansa started into the jet age with a Boeing. Since then, we’ve been providing full technical support for boeing aircrafts, engines and components. With the latest addition being the 747-8 Intercontinental. Lufthansa Technik and Boeing − a partnership with a long tradition and a bright future. Lufthansa Technik AG, Marketing & Sales E-mail: marketing.sales@lht.dlh.de www.lufthansa-technik.com/747-8 Call us: +49-40-5070-5553
More mobility for the world
PARIS 2011 GUIDE
4
Opening times
Exhibitors
Monday 20th to Thursday 23rd June
7am - 7pm
Friday 24th to Sunday 26th June
7am - 7pm
❙ Aircraft Technology - Paris 2011 Special ❙
Trade Visitors
General Public
9.30am - 6pm
Trade visitors only
(no access for visitors under 16 years old)
9.30am - 6pm
9.30am - 6pm
PARIS 2011 GUIDE
Paris Air Show Guide: A-Z Hall Exhibitor Index HALL 1 A.I.A.D AND MOD ITALY AERO SEKUR SPA APULIA REGION - ECONOMIC DEVELOPMENT, ASI AGENZIA SPAZIALE ITALIANA BONETTI AIRCRAFT SUPPORTS CENTRO ESTERO PER DEMA DISTRETTO AEROSPAZIALE LOMBARDO ELETTRONICA FACOM FRAUNHOFER-GESELLSCHAFT IDS INGENERIA DEI SISTEMI SPA MAGNAGHI AERONAUTICA S.P.A. PIETRO ROSA TBM S.R.L. PREMIUM AEROTEC SICAMB S.P.A TEDAE - ASOCIACION ESPANOLA DE EMPRESAS TECHNOLOGICAS UNIONCAMERE LAZIO VITROCISET SPA WESTDEUTSCHER METALL-HANDEL GMBH
E276 G293 G288 H316 F275 G276 F293 F276 E294 F333 F319 F271 F294 F279 E334 E270 E298 G294 E280 E320
HALL 2 ABC - APPAREILLAGES ET BANCS HYDRAULIQUES CHATELLERAUDAIS ACB ACC LA JONCHERE AD INDUSTRIE ADCOM SYSTEMS ADETEL GROUP ADR ADS GROUP LIMITED AERIADES AEROCONSEIL AERODATA AG AEROLIA AEROTECH PEISSENBERG GMBH & CO. KG AGENCE MAROCAINE DE DEVELOPPEMENT AHG - ATELIERS DE LA HAUTE-GARONNE AIR FRANCE INDUSTRIES AIR LIQUIDE AIRCRAFT PHILIPP GMBH & CO KG AIRIA (GROUPE) AKKA TECHNOLOGIES AKZONOBEL AEROSPACE COATINGS ALCAN ALKAN AMBICA STEELS LTD AMPHENOL AIR LB - SOCAPEX ANTAVIA APAVE APPARATEBAU GAUTING GMBH (AOA) ARTUS SAS ASQUINI MGP ASSYSTEM ASTRO UND FEINWERKTECHNIK ADLERSHOF GMBH AUBERT & DUVAL AUSY AVIO SPA BALSEAL ENGINEERING BAVAIRIA E.V. BDLI BELGIAN AEROSPACE BODYCOTE BONNANS BUREAU VERITAS CABLETEC ICS LTD CARLO GAVAZZI SPACE SPA CEPEX TUNISIE CFM INTERNATIONAL CGP CHINA NATIONAL AERO TECHNOLOGY
B93 G93 D170 G121 E24 DE15 G77 G140b D31 C126 C327 C185 C337 F93 C80 C137 B80 C341 D63 C121 H166 B32 B67 DE2 E80 G122 B139 B316 G125 D78 C52 B346 E78 E2 E277 H86 D341 B363 G49 F137 G137 E169 H186 D331 C50 B252 B121 D252
❙ Aircraft Technology - Paris 2011 Special ❙
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PARIS 2011 GUIDE
Paris Air Show Guide: A-Z Hall Exhibitor Index Hall 2 continued CLAL FRANCE CLERC INDUSTRIES COMPOSITE INDUSTRIE COMPTOIR GENERAL DU RESSORT CONSEIL GENERAL DE LA CHARENTE MARITIME CORSE COMPOSITES AERONAUTIQUES COTESA GMBH CREUZET AERONAUTIQUE CURTIL DAHER-SOCATA DASSAULT AVIATION DEDIENNE MULTIPLASTURGY GROUP DEUTSCH DIEHL AEROSYSTEMS HOLDING GMBH DIEHL DEFENCE HOLDING GMBH DIRECTION GENERALE DE L’AVIATION CIVILE DRAKA FILECA DUPONT DE NEMOURS INT/L SARL DUQUEINE EADS N.V. EATON SAS ECA SINTERS ECM EFITAM ELEKTRO-METALL EXPORT GMBH ELEKTRONISCHE UND ANZEIGER GMBH ELNO SN EQUIP’AERO INDUSTRIE ESG ESPACE EUREP INDUSTRIES SAS EUROPEAN AVIATION SAFETY AGENCY EXAMECA SA FIGEAC AERO FINMECCANICA SPA FLANDERS INVESTMENT & TRADE (FIT) FOKKER TECHNOLOGIES FOOKE GMBH FORUM LUFT UND RAUMFAHRT GACHES CHIMIE SPECIALITES GE AVIATION GIFAS GROUPE ARM GROUPE LAUAK GROUPE LE PISTON FRANCAIS HARMONIC DRIVE AG HELICES HALTER HELLENIC AEROSPACE INDUSTRY S.A. HEXCEL HUTCHINSON AEROSPACE HYDRO SYSTEMS KG HYPERTAC IABG GMBH IEF AERO IFP ENERGIES NOUVELLES ILA BERLIN AIR SHOW / MESSE BERLIN IMA MATERIALFORSCHUNG UND INDUSTRIA CIRCOR AEROSPACE INC. INEO ORRMA INFODREAM INSTITUT SUPERIEUR DE L’AERONAUTIQUE ET INTERCONNEXIONS INTERNATIONAL PRESTIGE EVENTS (IPE) ISCAR FRANCE SAS IXBLUE JACOTTET INDUSTRIE JENA-OPTRONIK GMBH JICEY SAS JPB SYSTEME KAYSER-THREDE GMBH KOMPETENZZENTRUM LUFT UND RAUMFAHRTTECHNIK LACROIX DEFENCE & SECURITY LAMECO LATECOERE LE BOZEC FILTRATION & SYSTEMS
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DE19 DE29 B163 C138 E32 E139 CD367 C108 D106 C186 A221 B159 F108 B315 B337 D204 B92 DE3 G107 A253 D32 E184 D105 B145 D357 D358 C91 D158 C357 E107 D125 D218 E137 C157 B278 H-H 31-51 G91 C363 B357 D64 C252 C-D 140-156 E125 E157 D140 B342 H132 DE16 F80 C78 C338 B94 C358 D51 B41 BC342 D350 E63 G65 G138 B126 E64 2AM4 DE20 D108 F91 C368 E94 F107 C332 D336 D80 C171 C155 E188
GE Aviation Services
We know it best because we knew it first. Even before the first CFM56 engine took to the skies, GE was there. As a CFM partner, GE has designed, supported, serviced and monitored nearly 25,000 CFM56 engines for more than 30 years. GE has the OEM expertise and global network to perform overhauls that get your engines back on wing fast and with best-in-class CFM reliability. Through our flexible commercial solutions, we are uniquely positioned to meet any and every overhaul need. After all, no one knows the CFM56 engine better. To plan your next shop visit, contact your GE representative or call the GE Aviation Operations Center at +1.513.552.3272.
CFM56 is a registered trademark of CFM International, a 50/50 joint company between GE and Snecma (Safran Group).
PARIS 2011 GUIDE
Paris Air Show Guide: A-Z Hall Exhibitor Index Hall 2 continued LE CABLAGE FRANCAIS LEISTRITZ TURBOMASCHINEN TECHNIK GMBH LENOTRE LEVRAT SAS LIEBHERR AEROSPACE & TRANSPORTATION SAS LISI AEROSPACE LUXEMBOURG - MINISTERE DE L’ECONOMIE MACH AERO MANOIR INDUSTRIES MARSH SA MAVINCI UG (HAFTUNGSBESCHRANKT) MBDA MCSA MECACHROME FRANCE MECAHERS MECANIQUE ATELIERS DE COIGNIERES MECAPROTEC INDUSTRIES METALBALL MICHELIN AIRCRAFT TYRE MT AEROSPACE AG MTU AERO ENGINES GMBH NETHERLANDS AEROSPACE GROUP (NAG) NEXANS NIEF PLASTIC GROUP NORD MICRO AG & CO OHG NORMATEC NOVINTEC SA NTN - SNR ROULEMENTS OCETA-O7A OHB-SYSTEM AG OJSC OPK OBORONPROM ONERA OPTIMARE SENSORSYSTEME GMBH & CO KG OSBORN METALS LIMITED OTTO FUCHS KG PANAVIA AIRCRAFT GMBH PARIS SAINT DENIS AERO PHILOTECH GMBH PORVAIR FILTRATION GROUP LTD POTEZ PPG COATINGS S.A RADIALL RAFAUT RATIER FIGEAC RBC AEROSPACE BEARINGS RECAERO REVIMA RIKKEN ENGINEERING GMBH. ROCKWELL COLLINS DEUTSCHLAND GMBH ROHDE & SCHWARZ GMBH & CO. KG ROXELB SABENA TECHNICS SAFRAN SAFT SAINT GOBAIN SULLY SATORI SCHLEIFRING UND APPARATEBAU GMBH SDV LOGISTIQUE INTERNATIONALE SECAMIC SECAPEM SEGULA TECHNOLOGIES SELA SEMAWORLD SEMIA SENIOR AEROSPACE CALORSTAT SERVICE CENTRES AERO FRANCE SETFORGE SGI (SOCIETE DE GALVANOPLASTIE INDUSTRIELLE) SIEMENS SIRA GROUPE SITEC AEROSPACE GMBH SKF AEROSPACE FRANCE SLICOM INTERNATIONAL HOLDING SLM SOLUTIONS GMBH SMAC SODIMATEL-FASTENERS
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❙ Aircraft Technology - Paris 2011 Special ❙
D52 C315 2A-2A M1-M3 H180 D172 C77 F63 C125 F79 B103 D366 C254 F78 E108 B170 G126 C79 B79 B232 D315 AB254 G94 EF190 FG94 E327 DE1 D138 C105 D126 C316 C198 G105 D328 H158 E315 D353 E52 B328 H174 C139 D94 F94 C94 C228 E29 B133 B106 CD338 C372 C353 274 D79 A118b D137 E138 B51 D371 D121 C107 B140 D157 B85 E12 E91 C170 E50 H137 B59 B49 F138 C354 F121 D91 CD337 B185 E172
Our work... flies with you. Put your components in our hands. Because at Iberia Maintenance we have the capacity to overhaul and repair over 7,000 kits per year and we know how to care for everything down to the tiniest detail, so your aircraft will operate faultlessly. But we really like to go that bit further: we want to take you further, because our work... flies with you.
IBERIA MAINTENANCE Commercial & Development Direction. Madrid - Barajas Airport, La Mu単oza. 28042 Madrid, Spain. Phone: +34 91 587 49 71 / Fax: +34 91 587 49 91. E-mail: maintenance@iberia.es
www.iberiamaintenance.com
PARIS 2011 GUIDE
Paris Air Show Guide: A-Z Hall Exhibitor Index Hall 2 continued SOFLOG-TELIS SOFRADIR SOGITEC INDUSTRIES SOURIAU SAS SPEMA SREBOT TECHNOLOGIES ST GROUP STEGMANN AIRCRAFT MAINTENANCE GMBH STEMME AG STEN DYNEL STTS - SOCIETE TOULOUSAINE DE TRAITEMENTS DE SURFACES SUKHOI AVIATION HOLDING COMPANY SUPERFORM ALUMINIUM SUPRAERO TECALEMIT AEROSPACE TECHCONNECT GMBH TECHMAN-HEAD TITAL GMBH TITEFLEX EUROPE SAS TORUS C/O SEGNERE SAS TRANSACO TRELLEBORG SEALING SOLUTIONS FRANCE TRESCAL SA TYCO ELECTRONICS FRANCE SAS ULMER AERONAUTIQUE VOITH EUROGICIEL FRANCE VOLVO AERO WITTENSTEIN AEROSPACE & SIMULATION GMBH YACHT TECCON ENGINEERING GMBH & CO ZODIAC AEROSPACE
B173 B78 F171 C158 D77 D65 H125 D367 DE328 F125 F106 B198 H192 E189 C169 D337 G79 C342 C93 G130 B77 E79 E155 B52 D93 F77 B197 B338 B324 A254
HALL 3 ACCIAIERIE VALBRUNA SPA 3AEROSPACE INDUSTRIES ASSOCIAT. OF CANADA AICEP PORTUGAL GLOBAL ANIXTER AEROSPACE HARDWARE ASHOT ASHKELON INDUSTRIES LTD BELOTTI S.P.A. BET SHEMESH ENGINES LTD CECOMPI CEFIVAL CENTRO ESTERO UMBRIA CEROBEAR GMBH CHINA GREAT WALL INDUSTRY CORPORATION CHROMALLOY DELTECH SARL ECONOMIC DEVELOPMENT COUNCIL FOR SONORA FIDAE 2012 FIMAC SPA FPT INDUSTRIE SPA FREUDENBERG SIMRIT GMBH FRW CAROBRONZE GROUPE RBDH HITCHINER MANUFACTURING CO. INC. HONEYWELL INTERNATIONAL IHS GLOBAL INFOTECH ENTERPRISES GMBH KALLMAN WORLDWIDE KELLSTROM INDUSTRIES KUEHNE + NAGEL LEE COMPANY SA LYTRON INC MAKINO AEROSPACE GROUP OBJET GEOMETRIES GMBH OGMA INDUSTRIA AERONAUTICA DE PORTUGAL PARTSBASE PCC - SPS FASTENERS DIVISION PRICE INDUCTION PROMEXICO PRYER QUERETARO STATE GOVERNMENT S3 INTERNATIONAL SAFETY SATAIR
10 ❙ Aircraft Technology - Paris 2011 Special ❙
E7 D80 A-B40-59 C8 A29 E17 A27 C-D30-30 A79 C-D40-40 B28 C20 A39 A2 D18 A19 E20 D20 C19 B6 C55 E28 B56 E54 B20 A81 A20 D8 A63 A51 D28 B5 A80 A145 B40 E-E40-30 B80 C2 E1 A59 E19 B30
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BEST SPARE PARTS PROVIDER
at the 2011Aircraft Technology Engineering & Maintenance Awards Gala held on May 4th at the Millennium Gloucester Hotel in London. We would like to thank our loyal customers: Airlines, Maintenance, Repair and Overhaul (MRO) Facilities, MRO Shops, Original Equipment Manufacturers, Distributors, Leasing Companies, Parts Suppliers, and ALL of our friends in the aviation industry for your ongoing support. As we enter our second decade, we will continue to ensure nothing less than total satisfaction for our customers.
Serving Your World of Aviation
Winner 2011 Best Spare Parts Provider
Aventure Aviation, Atlanta Operations: 108 International Drive © Peachtree City © GA 30269 © USA t 1-770 - 632 -7930 © f 1-770 - 632 -7931 © info@aventureaviation.com © www.aventureaviation.com
PARIS 2011 GUIDE
Paris Air Show Guide: A-Z Hall Exhibitor Index Hall 3 continued SGD ENGINEERING LTD SL-LASER FRANCE TAP MAINTENANCE & ENGINEERING TELEPHONICS CORPORATION TERMA A/S THE ISRAEL EXPORT & INTERNATIONAL COOPERATION THYSSENKRUPP AEROSPACE UK LTD TRANSTAR METALS FRANCE
C1 A37 A60 B19 E2 B8 A30 A8
HALL 4 AIRTEC GMBH & CO KG AREX DE PICARDIE ASTECH PARIS REGION AUSTRALIAN GOVERNMENT -DEPT. OF DEFENCE AUSTRIAN FEDERAL ECONOMIC CHAMBER AVIAEXPORT PLC AVIALL A BOEING COMPANY BORRELLY SPRING WASHERS CCI DE LYON CCI DE PARIS (CCIP) CCI SEINE ET MARNE CCI VERSAILLES VAL D’OISE/YVELINES CCIR AQUITAINE CCIR DE FRANCHE-COMTE CCIR MIDI PYRENEES CENTRECO CHAMBRE DE COMMERCE ET D’INDUSTRIE SUD ALSACE MULHOUSE CHUBU AEROSPACE TECHNOLOGY CENTER CINCINNATI THERMAL SPRAY COMMUNAUTE D’AGGLOMERATION TOULON CRANE AEROSPACE & ELECTRONICS DANIELSON ENGINEERING EAS INDUSTRIES EOLANE EPCI FEDERAL SPACE AGENCY ROSCOSMOS FELIX INFORMATIQUE “FIRSTEC CO., LTD” GOOCH & HOUSEGO GYEONGSANGNAM-DO PROVINCIAL GOVERNMENT HANSE AEROSPACE WIRTSCHAFTSDIENST GMBH HANWHA CORPORATION HOLMBERG FRANCE SAS ICE CORPORATION ILYUSHIN AVIATION COMPLEX INTERNATIONAL SPACE COMPANY KOSMOTRAS INTERTURBINE LOGISTICS IRKUT CORPORATION JALUX INC JAXA JOINT-STOCK COMPANY TUPOLEV KAISER ALUMINUM KAPCO KASTO FRANCE KOREA AEROSPACE INDUSTRIES LTD KOREA LOST-WAX CO LTD KULITE KUMZ KAMENSK URALSKY METALLURGICAL WORKS LATROBE SPECIALTY STEEL COMPANY LEMANIA ENERGY LUFTHANSA TECHNIK MCM FRANCE SARL MERSEN FRANCE GENNEVILLIERS SAS MORI SEIKI S.A.S NAVAIR S.L. NEAT NMB MINEBEA SARL NORMANDIE AEROESPACE OTTO SUHNER AG PAKISTAN AERONAUTICAL COMPLEX & CATIC PARROT PATRIA OYJ PATTONAIR LTD PAVILLON REGIONAL AUVERGNE
12 ❙ Aircraft Technology - Paris 2011 Special ❙
C18 B-B 161-185 F126 F204 A40 E204 A204 F50 B77 E126 F158 E176 C176 C186 BC175 D112 BC112 D50 G20 D30 A188 E17 C38 G34 D18 D-D 204-203 G15 F18 E50 G16 BC-BC 78-94 G17 G37 G10 E202 F4 B-C 78-94 D-E 188-188 E30 C50 F188 C16 G217 E27 E28 G27 E38 G187 F40 D29 B-C 78-94 F62 E29 A16 F217 G40 G3 C-C 78-94 F29 F47 E40 D4 B18 C112
PARIS 2011 GUIDE
Paris Air Show Guide: A-Z Hall Exhibitor Index Hall 4 continued PCB PIEZOTRONICS SA POLE PEGASE PRECI-DIP PROGRESSTECH LTD PRONAL RI-BA COMPOSITES ROCKWELL COLLINS ROLLON LINEAREVOLUTION ROLLVIS SA SACATEC SAMTEL DISPLAY SYSTEMS LTD SCHIEBEL ELEKTRONISHE GERATE GMBH SCH‹TZ GMBH & CO. KGAA SEINE-SAINT-DENIS AVENIR SENNHEISER ELECTRONIC GMBH & CO SIM-SERVICE LTD SNA EUROPE FRANCE SNAP-ON INDUSTRIAL (SNA GERMANY GMBH) SOCIETE PUBLIQUE REGIONALE DES PAYS DE LA LOIRE SODERN SPIRIT AEROSYSTEMS STAHLWILLE STATE CORPORATION RUSSIAN TECHNOLOGIES STOKVIS TAPES FRANCE SWISSMEM / SAIG SWISSMETAL HOLDING SA T.E.I TATA STEEL TEI-TUSAS ENGINE INDUSTRIES INC THE JOINT-STOCK COMPAGNY PAVLOVSKY MASHINOSTROITELNY ZAVOD VOSKHOD THE SOCIETY OF JAPANESE AEROSPACE TRI STAR ELECTRONICS EUROPE SA TURKISH AEROSPACE INDUSTRIES INC UNITED TECHNOLOGIES CORPORATION WENCOR LLC WOODWARD YAMAZAKI MAZAK FRANCE
G49 D-D 79-94 D38 E218 F16 E54 A18 D16 E37 F38 D17 A40 C40 F144 E48 F202 F30 E62 E78 G26 B204 E4 B188 G2 A76 E16 C30 C28 F76 F6 C76 F15 E76 F218 D40 B16 F49
HALL 5 AEROSPACE PRODUCTS INTERNATIONAL AIR COST CONTROL ALCANTARA CYCLONE SPACE ALCOA AEROSPACE ALERIS SWITZERLAND GMBH ALLEGHENY TECHNOLOGIES ALLFAST FASTENING SYSTEMS INC ANTONOV COMPANY B/E AEROSPACE BARNES AEROSPACE BBA AVIATION PLC BOC AVIATION PTE. LTD COMMERCIAL AIRCRAFT CORPORATION OF CHINA ENGINE ALLIANCE, LLC ESTERLINE EUROPEA MICROFUSIONI AEROSPAZIALI SPA FORGITAL SA HAAS SCHLEIFMASCHINEN GMBH INDUSMECA INTERNATIONAL AERO ENGINES AG MOOG INC MOTOR SICH JSC MULTI-CONTACT FRANCE NATIONAL SPACE AGENCY OF UKRAINE ORBITAL ENGINEERING INC PARKER AEROSPACE RLC ENGINEERING GROUP LTD SOGECLAIR STATE ENTERPRISE IVCHENKO PROGRESS TIMET TRIUMPH GROUP TW METALS SARL UGITECH SA UKRSPECEXPORT STATE COMPANY
F264 D220 D261 F220 B264 B220 D262 D243 E264 G261 A220 E244 B244 D244 B242 F282 A244 A264 E262 D242 A242 C262 E282 D251 G263 D-D 264-263 E220 E242 C254 B263 F262 F244 A282 C244
❙ Aircraft Technology - Paris 2011 Special ❙ 13
PARIS 2011 GUIDE
Paris Air Show Guide: A-Z Hall Exhibitor Index Hall 5 continued VECTOR STATE CORPORATION WESCO AIRCRAFT HARDWARE
C250 C264
HALL 6 ACFTPERFO BELGIUM SPRL ACURA PRECISION, S.A. DE C.V. ADVANCED TECHNOLOGIES GROUP AERO TRADE AS AERO VODOCHODY A. S. AIRCRAFT INDUSTRIES A.S. ALLIANCE AMF ANDREAS MAIER GMBH & CO. KG ANDREI CONSULTANTA ARNPRIOR AEROSPACE INC ASTRONAUTICS CORPORATION OF AMERICA AV-DEC (AVIATION DEVICES AND ELECTRONIC COMPONENTS LLC) AXON CABLE BAOJI TITANIUM INDUSTRY CO. , LTD BEDELCO BERTHIEZ BINDER TECHNOLOGIE GMBH BRETON SPA CHINA AVIATION INDUSTRIAL BASE CHINA AVIATION OPTICAL-ELECTRICAL TECHNOLOGY CO., LTD CHIRON-WERKE GMBH & CO KG CIMA SPA CLIFFORD-JACOBS COILCRAFT COVENIX CZECH TRADE PROMOTION AGENCY / CZECHTRADE DIRAC TECHNOLOGY DST CONTROL EC ENGINEERING SP ZOO EGNOS & GALILEO - EUROPEAN COMMISSION EUROCONTROL EUROSATORY-COGES GARLOCK AEROSPACE GROUP GEORG MARTIN GMBH GMINA MIASTO RZESZOW GROUPE LEDOUX GUR METAL HASSAS DOKUM SAN VE TIC. LTD.STI GW LISK COMPANY INC H.C STARCK INC HELISOTA LTD HURON GRAFFENSTADEN HYDROPNEU TECHNOLOGIC INTERNATIONAL FACE LTD INVENTORY LOCATOR SERVICE LLC ITW INDUSTRIAL FINISHING IWAMET SP. Z O.O. JIHLAVAN, A.S JIHOSTROJ A.S JTELEC SA KARNASCH KONDO MACHINE CORPORATION KOYO BEARINGS VIERZON MAROMME MARSHAL OFFICE OF THE WIELKOPOLSKA REGION MARUBENI CHEMIX CORPORATION MAXON MOTOR AG MCB INDUSTRIE MESIT PRISTOJE SPOL S.R.O MSA GALLET MULTIPLAST OFFSET INDIA SOLUTIONS PVT LTD ORKAL INDUSTRIES LLC PBS VELKA BITES, AS POLE DES INDUSTRIES AERONAUTIQUES CORSES POLISH INFORMATION & FOREIGN INVESTMENT AGENCY PRODUITS PLASTIQUES PERFORMANTS - 3P PT TECHNOLOGIES EUROPE REDEX RELIANCE PRECISION LTD SESO SGS FRANCE
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D52 D31 B54 C14 C30 C18 A55 A15 B56 D55 A32 D26 A14 D46 C81 B42 B13 C29 C32 B29 B32 B30 C60 D18 C31 D13 A61 C41 D34 A68 A69 A9 B4 B67 C78 B55 B9 C35 D30 A33 B39 B82 B14 B63 D22 D9 D21 C22 A29 B81 C68 A54 C4 D4 D10 C13 D25 A30 A57 A72 B72 D17 A77 C54 A25 D8 A19 A85 C47 C71
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PARIS 2011 GUIDE
Paris Air Show Guide: A-Z Exhibitor index Hall 6, continued SOCIETE COMPOSANTS ELECTRIQUES SOCIETE EUROPEENNE D’ETANCHEITE SOFICAR TORAY SPEEL PRAHA, LTD SPRAY SWEDISH SPACE CORPORATION THONI ALUTEC TIAN JIN SAI XIANG TECHNOLOGY CO LTD TL ELETRONIC INC TMN UNEO WESTERN SUPERCONDUCTING TECHNOLOGIES CO LTD YUKI PRECISION CO ZHUHAI AIRSHOW CO, LTD. ZOLLERN GMBH & CO KG
B22 B31 A56 D6 A40 A82 C56 D44 D29 A10 B3 D14 C70 D40 A47
CHALETS AEROSPACE INDUSTRIES ASSOCIAT. OF CANADA AEROSPACE INDUSTRIES ASSOCIATION AGUSTAWESTLAND AIR FRANCE INDUSTRIES AIRBUS ALCOA AEROSPACE ALKAN ALLEGHENY TECHNOLOGIES ALTEN SA ALTRAN AMETEK AEROSPACE & DEFENSE ANTONOV COMPANY APAVE ARIANESPACE ATK ATR AUBERT & DUVAL BAE SYSTEMS BELGIAN AEROSPACE BOEING COMPANY BOLLORE LOGISTICS BOMBARDIER BÖHLER EDELSTAHL GMBH & CO. KG CAPGEMINI CENTRE NATIONAL D’ ETUDES SPATIALES CFM INTERNATIONAL CHINA NATIONAL AERO TECHNOLOGY CHROMALLOY CLEAN SKY JU COBHAM PLC COMMERCIAL AIRCRAFT CORPORATION OF CHINA CREATIFS CURTISS WRIGHT CONTROLS INC DAHER-SOCATA DASSAULT AVIATION DCNS DIAMOND AIRCRAFT INDUSTRIES DIRECTION GENERALE DE L’AVIATION CIVILE EADS N.V. ELBIT SYSTEMS LTD EMBRAER S.A EUROCOPTER EUROFIGHTER JAGDFLUGZEUG GMBH F&E AEROSPACE FINMECCANICA SPA FOKKER TECHNOLOGIES GE AVIATION GECI INTERNATIONAL GIFAS GKN AEROSPACE HAWKER BEECHCRAFT CORPORATION HEXCEL HINDUSTAN AERONAUTICS LTD HONEYWELL INTERNATIONAL HUTCHINSON AEROSPACE
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D60 S1412 A294 B365 S3418 A142 B163 B339 A360 A254 B315 B25 B63 A232 A100 B345 C34 A270 B83 A328 A104 A256 C22 B35 S2700 B121 B1 D40 B317 A108 A146 C24 B13 B159 B181 B41 A122 A192 A366 A198 B351 H420 A276 D56 A278 B59 B107 A106 B229 B103 S1406 A136 A124 B67 A238
ILYUSHIN FINANCE CO INTERNATIONAL AERO ENGINES AG IRKUT CORPORATION ISRAEL AEROSPACE INDUSTRIES JET SERVICES KALLMAN WORLDWIDE KOREA AEROSPACE INDUSTRIES LTD L-3 COMMUNICATIONS CORPORATION LATECOERE LIEBHERR AEROSPACE & TRANSPORTATION SAS LISI AEROSPACE LOCKHEED MARTIN CORPORATION LORD SUISSE MBDA MEGGITT PLC MOOG INC MTU AERO ENGINES GMBH NEXTER SYSTEMS NORTHROP GRUMMAN CORPORATION ODAS OJSC OPK OBORONPROM PILATUS AIRCRAFT LTD PREMIUM AEROTEC QATAR AIRWAYS RAFAEL RATIER FIGEAC RAYTHEON COMPANY ROCKWELL COLLINS ROLLS-ROYCE ROSOBORONEXPORT RTI REAMET SA RUAG SAAB AB SABENA TECHNICS SAFRAN SARL ANEWWORLD SIBAT - ISRAEL MINISTRY OF DEFENSE SIEMENS SINGAPORE TECHNOLOGIES ENGINEERING LTD SKF AEROSPACE FRANCE SPIRIT AEROSYSTEMS SUKHOI AVIATION HOLDING COMPANY SUPERJET INTERNATIONAL SUPERJET INTERNATIONAL TELEPHONICS CORPORATION THALES THE SOCIETY OF JAPANESE AEROSPACE THYSSENKRUPP AEROSPACE UK LTD TRELLEBORG SEALING SOLUTIONS FRANCE TRIUMPH GROUP UNITED AIRCRAFT CORPORATION UNITED TECHNOLOGIES CORPORATION VIPARIS LE PALAIS DES CONGRES DE PARIS VOLVO AERO ZODIAC AEROSPACE
A120 D70 B309 A206 B371 C2 C32 A318 B157 A228 B51 A332 D42 B165 A112 B97 B55 A116 B373 A188 B37 A242 B319 A362 A196 C36 A306 B19 B89 A118 A102 A266 A268 A132 B125 D38 A202 A138 D50 A140 B357 B299 A296 A298 B15 B251 A244 B65 B61 B17 B307 A344 B9 B71 A214
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INDUSTRY FOCUS
Aviation focus: Quebec
ome people say Quebec will be less favoured,” observes Mechtronix president Xavier Hervé, commenting on the New Democratic Party’s provincial victory in the election which recently swept the Conservative Party to a historic federal majority in Canada. “I don’t think so. Canada’s aerospace industry is in Montreal and Canada’s aerospace industry is fundamental for Canada globally.” “It’s also a source of pride,” explains Suzanne Benoît, CEO of aerospace think tank Aéro Montréal. “Look at all the countries in the world that want to develop aerospace.” The province of Quebec is home to the headquarters of the International Air Transport
S
18 ❙ Aircraft Technology - Paris 2011 Special ❙
Association (IATA) and the International Civil Aviation Organisation (ICAO) as well as 226 aerospace companies generating annual sales of C$10.9bn (approximately the same in US$). This figure puts Quebec seventh in world rankings behind the United States, France, Germany, the United Kingdom, Italy and Japan. 80 per cent of sales are exports, with Quebec the sixth largest exporter to the US. Since 2007, the Quebec aerospace industry has announced C$5bn worth of projects, largely in the commercial sector. Greater Montreal harbours 98 per cent of Quebec’s aerospace activity and is classed as one of the top three aerospace hubs in the
INDUSTRY FOCUS
Montreal in the province of Quebec is the centre of Canada’s aviation industry, boasting a rich engineering heritage, a highly skilled workforce, end-to-end capabilities, a strong R&D focus and impressive development programmes. Joanne Perry investigates the region’s aviation industry and discovers that the “Q” in “Quebec” stands for quality.
world, behind Seattle in the US, and Toulouse in France. Within a 30km radius are a plethora of companies supplying all the elements necessary to build an aircraft: engines, airframes and components. “You can’t do that in Toulouse or Seattle,” says Marcel Landry, VP business development at Thales. In Montreal, though, “you have everything”. Quebec’s aerospace network includes global giants such as Bombardier, Pratt & Whitney Canada, CAE and Bell Helicopter as well as Air Canada MRO spin-off Aveos. Present on a smaller scale are the globally renowned transnational corporations GE Aviation, RollsRoyce, Messier-Bugatti-Dowty, Esterline CMC
Electronics, Thales, Goodrich and Lockheed Martin. Landing gear manufacturer HérouxDevtek and flight simulation specialist Mechtronix join Aveos as locally owned businesses. These well-established companies act as co-ordinating points in a web of diverse aerospace manufacturers and service providers in Quebec. The first to be established in Quebec was Esterline CMC Electronics, operating in 1903 as the Marconi Wireless Telegraph Company of Canada, followed by Canadair — now Bombardier — in 1923. The region’s engineering heritage was later bolstered by two significant events: the establishment in 1944 of
❙ Aircraft Technology - Paris 2011 Special ❙ 19
INDUSTRY FOCUS
Top: A hangar at the National School of Aerotechnics (ENA), Montreal. Above: ENA students at work.
public hydro-electric power utility Hydro-Quebec, when international experts were invited to help construct the world’s second largest hydroelectric complex; and the takeover and reinvigoration of Canadair by Bombardier in 1986. Consequently, very few families in Quebec today cannot boast at least one member with an engineering background.
An educated workforce The nurturing of Quebec’s skilled workforce continues through governmental, corporate and academic efforts — three strands which are very much intertwined. Janka Dvornik, head of communications and press relations at CMC,
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describes this as “a real cohesion”. The Quebec aerospace industry currently employs 39,500 skilled workers, with one individual in 200 working in the sector — rising to one in 95 in Greater Montreal. The local expertise is constantly being fed by 4,800 new aerospace graduates each year, produced by one specialised school, five technical colleges and six universities, which CAE civil simulation group president Jeff Roberts describes as “pretty formidable”. This is just as well; Normand Raymond from the Ministry of Economic Development, Innovation and Export Trade says that because Quebec’s aerospace industry is more commercial than military — at a ratio of about 9:1 — the universities must take on the brunt of developmental risk. Robert Davidson, from economic development agency Invest Quebec, says that there is robust interest in technical training and that the supply of graduates thus far satisfies the industry’s needs. Aerospace companies in Quebec are united in their praise of the local talent pool. This is one way in which the region out competes others: “For us, it really is the manpower that makes the difference,” says Patrick Champagne, CMC cockpits and systems integration VP. Or, as Hervé puts it: “Finding a 10/15-year avionics guy is not easy in any country; it’s much easier in Montreal than in many other places.”
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INDUSTRY FOCUS
This is the strength of Montreal: It’s the brainpower, the talent, the ability to come up with good engineering programmes. —Suzanne Benoît, CEO, Aéro Montréal
Quebec’s aerospace industry enjoys a very close relationship with the education system. Benoît describes Quebec’s institutes as being “very agile”, responding quickly to industry needs. Champagne talks of the deep collaboration between the two, saying that when academic establishments uncover notable talents, “they call us; when I have an idea, I call them”. He defines the academic focus as “crystallising research” — research which produces concrete results. The industry provides internships and taster projects, encouraging interest in aerospace training and careers by direct contact with students at every level. For example, Pratt & Whitney Canada has a training centre at the country’s largest technical institute, the National School of Aerotechnics (ENA), which uses equipment provided by P&WC — as well as Rolls-Royce and Bombardier. Educational establishments are also present within aerospace companies; ENA, for example, is working with Bombardier to provide training on its own premises. ENA also has a non-profit applied research affiliate called Centre Technologique en Aérospatiale (CTA) within its grounds. CTA has its own laborato-
ries, offices and hangar, with a total of 30,000ft2 dedicated to research. It also has access to the infrastructure of the school. Founded in 1993, CTA is a public-private partnership recognised by the Ministry of Economic Development and the Ministry of Education, the latter providing C$300,000 of CTA’s C$2.5m total budget — the rest originates from industry. The expertise of Quebec’s aerospace workforce should help to sustain the industry in the face of a general tendency towards the placement of manufacturing facilities in low-cost countries such as Mexico and China. Bombardier and Héroux-Devtek are among the companies adopting this strategy. Benoît does not feel that Montreal will lose out, however, as companies are likely to subcontract back to Quebec. “The reason we feel confident is because of the talent, the schools,” says Benoît. “This is the strength of Montreal. It’s the brainpower, the talent, the ability to come up with good engineering programmes.”
The role of the Government At the political level, too, there is a strong vision of how Quebec’s aerospace industry, with
INDUSTRY FOCUS
its high-end research and engineering capabilities, fits into the broader picture. As Clément Gignac, Minister of Economic Development, Innovation and Export Trade of Quebec, remarks, “We are in the global village, we believe in globalisation. We [also] believe in the supply chain; the supply chain is now global.” Gignac is happy for Quebec companies to set up plants in countries where labour costs are lower, since it helps them to remain competitive — and more than that, to grow. He describes the trend as “a normal phenomenon”. Says Gignac: “Bombardier has more facilities now than ten years ago outside Quebec, but Bombardier is bigger than ten years ago. We have more workers in Quebec in aerospace than ten years ago because our local companies have become big global companies.” He feels it is a mutually beneficial situation: “It’s a win for the other countries, which see some job creation, but it’s a win as well for Quebec because the companies create additional jobs in Quebec and pay taxes in Quebec as well.” Quebec may not be as low-cost as developing nations but it compares well with the rest of the Western world in terms of corporate tax and, according to the KPMG ‘Guide to
International Business Location – 2010 Edition’, average pay and electrical costs. Quebec steals a march on other nations in terms of electrical power by virtue of its immense natural resources; around 97 per cent of power comes from renewable water sources harnessed by Hydro-Québec, as well as wind and biomass technologies. Not only does this provide stable, low rates for businesses, it also ensures that Quebec is well positioned in terms of sustainability. The Government displays an impressive amount of co-ordination and commitment in encouraging progress in the aerospace sphere, whether this means offering financial inducements, setting up development bodies or promoting research and development. This is something which is recognised by the industry. “Certainly for research we have good support, and for development as well,” says Patrice Gauvin, VP of Héroux-Devtek. Meanwhile, Benoît is keen to point out that the Government’s assistance is more than just a generic pro-business approach, emphasising that for the aerospace industry the Government “comes up with very customised programmes that will actually help”.
Clément Gignac, Minister of Economic Development, Innovation and Export Trade of Quebec.
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INDUSTRY FOCUS
Photo: Mechtronix
Top: CAE’s 7000 Series full-flight simulator. Above: A Mechtronix employee at work.
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Many companies speak approvingly of the provincial PASI and federal SADI programmes (Strategic Support for Investment Program and Strategic Aerospace and Defence Initiative respectively) which provide guarantees, loans and even non-repayable contributions as a last resort. These help particularly when the focus is research and development (R&D), which banks are reluctant to finance. One beneficiary is Mechtronix, which prides itself on its innovation focus and has received a number of loans from Government bodies, including the agency which handles PASI, Invest Quebec. Hervé is open about the impact this made: “They basically enabled the business model”.
In addition to guarantees and loans, the Quebec Government offers substantial tax incentives which can cut R&D costs by 50 per cent or more. Gignac says Quebec currently invests 2.6 per cent of GDP in R&D (C$7.9bn in 2008), more, he says, than the Canadian and OECD averages. Indeed, KPMG ranks Quebec first among North American cities for R&D based on total tax index. Invest Quebec is only one of several organisations either managed or partnered by the Government as part of its aerospace development strategy. Whereas Invest Quebec is an economic development agency and financial institution for business, there are two key bodies oriented toward research: CRIAQ, the Consortium for Research and Innovation in Aerospace in Quebec, and the National Research Council Canada - Aerospace. CRIAQ, set up in 2001 and incorporated as a non-profit organisation in 2002, holds research forums which germinate R&D projects involving both educational and corporate organisations — allowing students, academics and industry experts to work together to advance aerospace technology and workforce capability. President and CEO Clément Fortin describes it as a “project coaching and building specialist”. CRIAQ also manages and is an active member of the board of the newly launched Green Aviation Research and Development Network (GARDN), which promotes the development of
INDUSTRY FOCUS
sustainable technologies by acting as “a kind of broker, a broker with cash” according to manager Sylvain Cofsky. Half of GARDN’s four-year budget of C$23m originates from the Canadian Government, the rest from industry. A federal organisation, as the name suggests, the National Research Council Canada – Aerospace has five laboratories, including a new initiative at Université de Montréal called the Aerospace Manufacturing Technology Centre (AMTC), which arose from a partnership between NRC and Canada Economic Development for Quebec Regions. The Aerospace division boasts the most substantial NRC research facilities, designed to help Canada’s aerospace industry “to remain or become more competitive on a global scale” by making technology “affordable and implementable”, in the words of AMTC director Pierre Dicaire.
Latest developments The Government is determined to maintain momentum in R&D, aware that investment is necessary to continue Quebec’s position of “leadership”. This includes times of recession, during which, Gignac continues, nations must
nevertheless pour resources into stimulating industry. The Minister says Quebec did not cut but rather increased support for the aerospace industry during the last few years, and has already started to see the dividends “in terms of job creation, taxes and income” — recovering 200 per cent of job losses to beat the rest of Canada and the US on employment rates. In particular, the Quebec Government was heavily involved in bringing the Pratt & Whitney Canada next generation engine assembly and test centre to Mirabel, as well as Bombardier’s CSeries programme. Speaking at the inauguration of P&WC’s 300,000ft2, C$360m Mirabel Aerospace Centre on May 6 this year, Louis Chênevert, chairman and CEO of the parent company United Technologies, commented: “This facility has been made possible by company leadership and the Quebec and Canada governments who had the vision and courage to build a world-class aerospace centre here in Mirabel.” Other companies to invest in Quebec recently include Héroux-Devtek in Longueuil, Mechtronix in Saint-Laurent and Aveos in Dorval. At CAE too, Roberts says that the company is proud to have invested during the reces-
This [new P&WC] facility has been made possible by company leadership and the Quebec and Canada governments who had the vision and courage to build a world-class aerospace centre here in Mirabel. —Louis Chênevert, chairman and CEO, United Technologies
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❙ Aircraft Technology - Paris 2011 Special ❙ 25
INDUSTRY FOCUS
Top: An FTB4 in Pratt & Whitney’s Mirabel facility. Above: Bombardier’s CSeries aircraft is being assembled at its facility in Saint-Laurent.
sion; CAE invests approximately 10 per cent of its revenue in R&D each year. Aveos, meanwhile, has a newly operational components facility which is due to be completed mid-2011. The centre boasts the latest in equipment and ergonomic design. Jerry Kent, VP and GM component solutions, is pleased with the progress of the development, remarking that it will allow workers to function at the peak of efficiency, “like a surgeon in an operating room”.
26 ❙ Aircraft Technology - Paris 2011 Special ❙
At both a corporate and individual level there seems to be a steadfast attachment to Quebec’s identity as a capital of aerospace. Employers speak of a workforce which is less mobile than in other nations (three per cent of turnover versus eight per cent in the US, according to Invest Quebec). This is quite probably an effect of the region’s status as a singular crossroads between American and European culture which offers a special quality of life. It brings advantages for businesses beyond staff loyalty and experience, most importantly access to both American and European markets, culturally and linguistically — and in terms of the US, geographically. “It’s very natural in Quebec,” comments Hervé, “to put together international, multidisciplinary teams.” As Philippe Molaret, VP operations at Thales, explains: “From Montreal we are open to the North American market, much more so than from France.” There is “a recipe”, Gignac believes, for why Quebec is an attractive location for the aviation industry: the breadth of the corporate network; the talent and training of the local workforce; the political commitment to and capability for development; and cultural inclinations. With the Government continuing to push for growth, leading corporations investing and Quebecers remaining proud of their aerospace heritage, the region is set to remain — in the words of its Minister of Economic Development, Innovation and Export Trade — “very open for business”.■
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TECHNOLOGY & INNOVATION
CFM’s LEAP into the future The newest engine from a 36-year partnership between GE and Snecma (Safran group) is on track for certification in 2014, offering a 15 per cent improvement in fuel efficiency and lower noise and emissions while holding the line on maintenance cost and reliability. o trace the roots of CFM’s next generation LEAP engine, you have to go back many years. From a technology perspective, the engine’s legacy reaches back some 20 years to the beginnings of the GE90 development. And as far back as 5-6 years ago, CFM began serious efforts to gather input from prospective customers on what they wanted in the next generation of powerplants for the single-aisle workhorses of tomorrow. The payoff of that long perspective, CFM asserts, is an engine that will offer breakthroughs in emissions and fuel efficiency. It will also maintain reliability and maintenance costs identical to the CFM-56 family, which has gar-
T
28 ❙ Aircraft Technology - Paris 2011 Special ❙
nered more than 525 million flight hours in nearly 30 years of airline service. According to CFM, while the combinations of technologies represented in LEAP are new to the CFM product line, development, testing and planning for entry into service are all second nature, with CFM having been through 21 entries into service and six major engine certifications on the CFM56 family over the last 30 years — each of them on time, and on specification. “Technology is about what you have been doing for the last 15 years to bring yourself to this point to be ready for success,” says Bill Brown, general manager for LEAP marketing.
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TECHNOLOGY & INNOVATION
Testing is well underway on the LEAP-X engine. The second of three core tests started in May 2011, with the third scheduled to take place in 2013. Rig tests on the low pressure turbine have also started. “The success of the LEAP engine won’t only be determined between now and entry into service in 2016,” he states. “It was also determined between 1995 and 2011. It wasn’t called LEAP in 1995, but that’s when we started building it. This is our legacy and track record of performance. Every technology that’s going into LEAP is proven.”
Customer focus is key to development
The success of the LEAP engine won’t only be determined between now and entry into service in 2016. It was also determined between 1995 and 2011. It wasn’t called LEAP in 1995, but that’s when we started building it. —Bill Brown, general manager for LEAP marketing, CFM International
30 ❙ Aircraft Technology - Paris 2011 Special ❙
Technology is only one part of CFM’s approach to developing LEAP. Another key component is a year-long programme of working with customers to understand their needs — and to keep those needs at the forefront as engineers develop the LEAP engine. “No discussion with a customer starts with ‘look at our great technology’” says Brown. “We have to keep focus on what their needs are so that technology delivers real benefits without creating risks in other areas.” To gain that market insight, CFM conducted four years of face-to-face meetings, soliciting input from more than 50 customers, and combining those results with comprehensive surveys of more than 300 potential stakeholders, including airlines, lessors, MRO organisations, appraisers, banks and others. This supplemented the single-aisle engine experience CFM has gained over the last 30 years.
The core messages of those meetings was clear: lower fuel burn has become a critical requirement to these operators with the rise of fuel costs, but the need for high engine reliability and low maintenance cost have remained equally important. For a workhorse fleet, they clearly want a workhorse engine that will let them keep their aircraft flying. CFM also believes the regulatory regime will only become more challenging in regards to environmental performance — particularly with emissions of oxides of nitrogen (NOx) a byproduct of combustion. Because aviation is the only industry releasing NOx at altitude, it is particularly vulnerable to regulation and penalty. Improving NOx emissions, according to the manufacturer, will ultimately reduce cost to operators if — as anticipated — regulatory schemes begin to tax total NOx emissions. As a consequence, says CFM, LEAP has four guiding principles with ambitious goals for each. LEAP is designed to provide: 15 per cent better fuel efficiency; reliability and maintenance costs equivalent to the current “best in industry” CFM56 family; NOX emissions that are 50 per cent lower than ICAO CAEP/6 protocols; and noise levels that are 10-15dB lower than Stage 4 requirements, depending on the application. To date, the approach has yielded two important programme wins: LEAP has been selected to power the Chinese COMAC C919
TECHNOLOGY & INNOVATION
150-seater, due to enter service in 2016, while in December 2010, Airbus announced that LEAP would be available on the A320neo (new engine option), which also features aerodynamic tweaks of the airframe to optimise fuel efficiency. Additionally, as the incumbent sole engine supplier for the venerable 737 family, CFM is seen as having a strong position for any future narrowbody Boeing developments, be they upgrades, a clean-sheet aircraft, or both.
Legacy of technology “It takes multiple technologies to meet multiple objectives,” says Brown, pointing to composite fan blades to keep LEAP light; 3-D aerodynamics for efficiency; advanced cooling for HPT durability; and a second generation lean burn combustor to optimise emissions performance. “Those technologies will give the LEAP fan efficiency, core efficiency, low emissions and low maintenance cost — all of these benefits with CFM’s legendary reliability. No single technology or system can deliver all that.” The CFM 50/50 partnership between Snecma and General Electric dates back more than 36 years, and was recently extended to at least 2040. The partnership unites two business cultures that allows CFM to leverage the inherent strengths of both which, Brown maintains, results in better decision making. Likewise, the partners are dividing development work on the LEAP programme. One of the most aggressive technologies going into the engine is an all-new wide-chord composite fan, a first for the single-aisle segment. The LEAP fan will have just 18 blades, half the number on the CFM56-5C, and 25 per cent fewer than the CFM56-7B. Building the fan required development of new resin transfer molding production processes, a development that has been underway at Snecma for more than 10 years. The fan has been undergoing ground tests since early 2009, including a 5,000 cycle endurance test, blade-out tests, bird strike testing, and acoustics analysis, validating the design. The composite fan and containment case pay off in terms of weight savings. CFM projects LEAP will be 1,000 pounds lighter per shipset than the same size fan and case made using metal. Because of the experience gained with wide-chord composites on the GE90, the company is confident about durability as well: to date, there have been no airworthiness directives on the GE90 fan blades and in the course of nearly 25 million flight hours over 15 years, only a few blades have been taken out of service. The engine core draws heavily on GE’s expertise developed for the GE90 and GEnx
programmes, with compressor, combustor and coatings technology all being pulled forward into LEAP to improve performance while maintaining reliability. CFM has completed testing on eCore Demonstrator 1, and is on schedule to begin testing of eCore Demonstrator 2 by mid-year, part of what Brown describes as a “steady drumbeat” of core testing that includes six core tests for the GE90, three more for the GEnx, and three core tests for LEAP. Some of the weight savings from the composite fan are absorbed by a stiff, double-wall compressor case, which is designed to prevent the core from flexing due to torque induced at rotation by the larger fan, thereby reducing risk of blade rub and incumbent performance degradation. The turbine blades themselves are designed using advanced three-dimensional (3D) aerodynamics to optimise performance. The first five compressor stages are a blisk (bladed disks) design, which minimises air leaks by eliminating dovetail joints between blades and disks. In total, the 10-stages of compression create a 22:1 pressure ratio, which CFM claims is the best in the industry.
The fan has been undergoing ground tests since early 2009, including a 5,000 cycle endurance test, blade-out tests, bird strike testing, and acoustics analysis, validating the design.
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TECHNOLOGY & INNOVATION
The LEAP-X stage 1 blisk. The LEAP fan will have just 18 blades, half the number on the CFM56-5C, and 25 per cent fewer than the CFM56-7B.
We have a strong track record, and we have solid technology and design going forward. Execution and innovation are better proven than promised. —Bill Brown, general manager for LEAP marketing, CFM International
The Twin Annular Pre-Mixing Swirler (TAPS) fuel nozzles, developed first as part of CFM’s Project TECH56 and soon to enter service on the GEnx, premix air and fuel and enable the engine to run at lower peak temperatures with longer residence time, significant factors in reducing NOx emissions. The two-stage high pressure turbine (HPT) incorporates 3-D aerodynamic design, advanced coatings, and GE-developed casting technology to improve cooling; what CFM says is the key to maximising the life of the blades. The LEAP HPT has undergone some 4,500 hours of component tests, assuring the manufacturer that the core can run with higher thermal efficiency than the CFM56-5B core, but at equal blade temperatures — an important driver in hitting the goal of having LEAP maintenance costs equal those of the CFM56.
Maintenance and reliability Maintenance costs are a vital component of the LEAP programme from a variety of perspectives. First and foremost, the voice of CFM’s customer exercises indicated that maintenance and reliability were a major concern of airlines and other stakeholders. With the increasing prevalence of fixed-cost-per-hour operating agreements, CFM’s economic case for LEAP is dependent on creating a reliable, durable engine with predictable costs right from the start.
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An extensive test programme leading up to entry into service in 2016 will attempt to validate those costs. The LEAP programme calls for running a total of 18,000 endurance cycles prior to entry-into-service, so that launch customers receive a totally mature product. In addition to the coatings and combustion technology, CFM is employing other designs and lessons learned from the GE90 and GEnx programs to meet its reliability targets — and to enable the engine to retain performance over its service life. For example, the core is designed to be “FOD (foreign object damage) free” with several techniques employed to keep particulate matter out of the core, reducing blade erosion so that performance is maintained over the life of the engine. The wide-chord fan blades centrifuge a lot of particles out of the core flow, expelling them with the bypass air. CFM executives believe they have a historic advantage over their competitors in maintenance cost over a range of aircraft applications where competing engines are offered to airlines. They are also committed to keeping LEAP maintenance costs similar to existing CFM costs. “History doesn’t prove the future, but it’s a good indicator,” Brown says. “We have a strong track record, and we have solid technology and design going forward. Execution and innovation are better proven than promised.” ■
ENGINEERING & MAINTENANCE
Growing together, not apart Many OEMs are looking to the aftermarket as a potentially large source of income. In parallel, a variety of OEM/MRO networks are being set up. With the impact on the MRO industry remaining open to debate, Tony Arrowsmith investigates the OEMs’ point of view. ith OEMs seemingly striving to take a stronger position in the aftermarket, there could be a dramatic knock-on effect on MRO companies. There is particular concern among analysts about the smaller to mid-sized outfits. But the plethora of recent moves from larger OEMs need not be the sign of doom and gloom. Indeed, the ripple effect could prove otherwise. In this article, we will look at three of the industry’s major OEMs for their perspective, given that their future decisions could help make or break MRO businesses.
W
GoldCare gets bigger One OEM that has been active of late is Boeing, whose GoldCare programme was origi-
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nally developed in support of its groundbreaking 787 — to give its customers the option of operating this aircraft in more of a turnkey solution. The word ‘turnkey’ is particularly interesting, because it suggests a more rounded approach — a cradle to grave service up to and including aftermarket solutions — a method that has been widely used by engine manufacturers over the years. Jay Maloney, vice president, fleet management at Boeing spoke to ATE&M about the programme and how his company is taking GoldCare to the next level. Boeing designed the programme to take advantage of the technology that the aircraft is going to bring to the marketplace, and to harness that technology in a manner that would help the airline customer to operate the aircraft as efficiently as possible.
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Boeing says GoldCare, for the 787 programme, was designed “to provide airlines with the tools that will enable them to maximise airline operations in a way that corresponds to the 787's efficiencies”. “We are taking a lot of the integration elements that the airline would normally do themselves and integrating it for them upfront, and applying those integrations across not only the airline operator but the maintenance providers who they partner with, or the providers that we deploy within the GoldCare programme,” says Maloney. This is a way of integrating the technology within the aircraft and leveraging it across the supply base, be it not only the customer, but also the MROs and the OEMs who manufacture the systems and components on the 787. The key success factor of GoldCare, says Maloney, is achieving performance metrics that will be established with the customer — and achieving those on a regular basis with daily operations. This will ultimately maximise dispatch schedule reliability so that the airline can focus on serving its customers and providing a reliable schedule. GoldCare is unique in the fact that rather than being built from the bottom up, Boeing created a programme that allows for a holistic integrated operational view tailored for each individual customer’s requirements. “We are also working closely with the engine OEMs, certainly on the 787, with GE and Rolls Royce,” says Maloney. “We have, at the customer’s request, developed favourable relationships with the engine OEMs. We make sure that nothing really falls through the cracks and that
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there are fully integrated solutions between the engine and the airframe.” Boeing is now taking steps to expand GoldCare into the Next Generation 737 fleet — a move that is not without its challenges. “With fleets that are already in service there is a certain amount of embedded infrastructure that has been invested by the airline,” explains Maloney. “So what we have to look at is a phased deployment of a GoldCare programme with an airline that is already operating with Next Generation 737s.” Crucially, regarding MRO options, Maloney says: “As clients look at the maintenance that they might be using today, we would, being flexible, look at their existing maintenance providers or we discuss new solutions we can bring to the table under GoldCare — so a little more flexibility is needed on the 737.” There are also plans in the pipeline to extend GoldCare even further. “We are looking at new model platforms, they are in work right now,” said Maloney. “The business case isn’t completed but we are still trying to figure out what makes sense for the other models, and of course, the same challenges would apply for these platforms as did with the 737.” Boeing expects to be able to disclose more news on other models later this year. So is the GoldCare extension a clear illustration that Boeing is actively moving to take a larger slice of the aftermarket? Not really,
ENGINEERING & MAINTENANCE
according to Boeing. The company says it is reacting to market trends and customer feedback as opposed to an aggressive strategy to displace a share of the MRO business. “From the feedback we are receiving from our customers; they are coming in and asking us for solutions that are able to deal with the challenges of finding cost-effective and efficient improvements to their current operating models. Our customers are really driving us to have more integrated solutions,” says Maloney. Boeing’s engagement with its customers illustrates that this is a trend that will continue. So where do the MROs fit in this ever expanding jigsaw? In fact, GoldCare extension plans will mean Boeing relying on its MRO partnerships more than ever. GoldCare is bespoke to each customer and in many cases airlines require from Boeing line maintenance capabilities. In these instances “having the MRO partner is extremely important,” Maloney says. “We are working very aggressively on agreements with MROs so that should the customer want maintenance services combined with the engineering and the trail services, we can provide that.” Boeing is finding that several of the MROs that it is engaging with are very interested in becoming part of what the company calls its network. “We are looking to establish some MRO capabilities by region in which we could bring a maintenance provider to the table with us when we talk to a potential GoldCare customer,” says Maloney. As the industry progresses and the sheer sophistication of aircraft increases, new challenges will present themselves. How OEMs and MROs co-operate will shape the future of the industry. “When you look at the sophistication of the industry, the 787 is so far ahead of the technology curve for commercial aircraft — in the advancements that it brings, and the software alone that has to be managed on this aircraft — it will drive a whole new and different relationship between OEM and MRO,” believes Maloney. “I think there is going to be a closer relationship going forward so we have to figure out what that relationship actually looks like and how it should be structured.”
says Wolfgang Kortas, head of services integration in Airbus Services and Customer Support. Over the past few years this arrangement has worked out positively for the European manufacturer. Notwithstanding, in that time both the industry and customers of Airbus have continually evolved. Customers therefore began to ask the company to go further than just bringing them together with its network of MROs. This happened in the nascent stages of the Airbus MRO Network and along with new economic pressures, airlines were facing new
Monarch Aircraft Engineering became a MRO partner for GoldCare in 2010.
A special relationship The Airbus MRO Network, which comprises 16 members to date, offers competitive, quality maintenance services to Airbus customers worldwide for all Airbus aircraft families (from the A300/A310 Family to the A380) through extended co-operation with experienced MRO providers. “We wanted to create a special relationship and an established group of MROs in order to be sure that on a worldwide basis we could provide the support to our customers,”
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The Airbus MRO Network comprises 16 members to date. “We wanted to create a special relationship and an established group of MROs in order to be sure that on a worldwide basis we could provide the support to our customers,” says Wolfgang Kortas, head of services integration in Airbus Services and Customer Support.
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technological challenges and found they were ever more reliant on outsourcing. Airlines looked to Airbus to stand behind its product and deliver an extended envelope of unique services. “In order to realise the goal of highly customised maintenance operations, we developed some new tools. Some customers now expect more than just savings on investments,
inventory and training,” says Kortas. “We are at the forefront of providing high reliability and high economies on our new technology aircraft. So this is why a lot of customers are coming to us and asking to become the service provider.” This was the same situation on some of the current aircraft types, for example the A330 model. A330s today are sold in a number of cases as interim fleets and so those customers — with Singapore Airlines (SIA) being one example — would take the A330 to try the concept of experimenting with Airbus taking over the entire technical operation. “We perform the complete technical operation on the 19 A330s of the SIA fleet. This includes the complete technical management, all the planning, the maintenance programme, and all the maintenance on the aircraft, be that on the line or in the hangar. We also provide complete component support and we even move and service the aircraft in Changi Airport,” explains Kortas. To achieve this, Airbus integrates the services of its MRO Network and OEM partners. By doing so, according to Kortas, Airbus improves the reliability of its aircraft significantly. “The SIA A330 fleet is a world leader in reliability. We leverage our relationships with the MROs and the OEMs and we bring in all the know-how and all the work of our customer services engineers,” he says. Like Boeing, Airbus is broadening its aftermarket footprint, however Kortas stressed that
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(Top) A330s today are sold in a number of cases as interim fleets and so some customers – with Singapore Airlines (SIA) being one example – have taken the A330 to try the concept of experimenting with Airbus taking over the entire technical operation. (Bottom) Hong Kong Aircraft Engineering Company is another member of the Airbus MRO Network.
this was in no way an attempt by Airbus to take over the MRO market, following recent reports suggesting the larger OEMs were doing just that. “We are not a MRO ourselves and this has not changed throughout the years. At Airbus we wouldn’t have entertained or maintained the Airbus MRO Network if we were to
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consciously push anyone out of the market. It is our job to design and manufacture the best aircraft possible. We also have a responsibility in maintaining these aircraft and in this sense our MRO Network is invaluable.” Kortas believes that the OEM/MRO relationship will itself become more refined. MROs, he says, will have to make new and technologically centric decisions. “What we will see is MROs deciding on how they align themselves with new technologies. Will they be full service providers? Or will they be niche specialists?” Certainly, MROs have many decisions to make. But what of those in the Airbus Network, and will it continue to grow? “We are currently thinking about the role of the MRO Network and have been talking with a lot of our members. As has been the case over the past six years, its role will evolve,” says Kortas. Airbus will continue to work closely with members of its MRO Network alongside OEM suppliers in order to provide new services such as Airbus Flight Hour Services (FHS) from which customers can choose tailored support packages (TSPs). This approach enables Airbus to tailor the products and services its customers individually need. These services are designed to increase aircraft availability, significantly reduce operating costs and enhance the quality of operations. “Both working with the network and providing new service packages may be complimentary rather than being the same
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will always go the ‘extra mile’ to make our fleet fly and the MRO will always be a complimentary source to all of our fleet.”
Sharing best practice
GE Aviation established its CF34 engine model MRO network more than a decade ago. thing,” says Kortas. “We are discussing this internally as well as with our members. To this end we will formalise a proposition to the network members at our next MRO Network executive board meeting.” This will have a significant bearing on how the network membership will evolve, according to Kortas. “Airbus continues to receive constant interest from MROs wishing to join its network. Yet we are conscious that in order for it to provide value to the customers, it needs to be a manageable size.” He concludes: “Customers are asking for higher reliability, better punctuality and customer satisfaction and we have a vested interest in providing this. We
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Engine manufacturers have traditionally been more involved in the aftermarket than aircraft manufacturers. More than a decade ago, GE Aviation established its CF34 engine model MRO network. And since then, says Brian Ovington, senior marketing manager for overhaul services, “we’ve established network relationships with eight shops performing CFM56 overhaul, two shops doing CF6 work, three on the GE90, and two on our newest engine entering into service — the GEnx.” Ovington firmly believes that when discussing OEM/MRO networks, it is imperative that both parties need to benefit from the relationship, with the biggest challenge being developing a mutually agreeable proposal and then implementing the fulfillment processes to deliver on commitments. As it stands, the GE MRO network is widespread, with shops located around the world. “As the OEM for GE and CFM engine products, GE Aviation wants its network participants to share the same commitment to engine MRO quality, fulfillment excellence, and OEM workscope and integrity that we perform in our GE-owned overhaul facilities,” says Ovington, when asked about the key factors of establishing a successful MRO network.
ENGINEERING & MAINTENANCE
meeting, and based on positive feedback, a second meeting is scheduled for later in the year. In addition, GE is looking to extend its ‘myEngines’ digital solution applications to MRO network participants in order to enhance customer communication and satisfaction. “Engine maintenance is part of the total life cycle cost that customers buy into when they select a product,” explains Ovington. “A network of OEM and selective, licensed MROs ensures access to these OEM solutions, value to MRO partners, and fulfillment on the life cycle cost, product performance, and reliability commitments our airline customer made at engine purchase.” Certainly, there are striking similarities between the evolution of the OEMs and their forward thinking aftermarket-related strategies. Although these OEMs take slightly different approaches, there is one common denominator: that OEMs are simply responding to the marketplace, just like anyone else. And they are actively looking for partners in what the evidence suggests will be a symbiotic future — one in which OEMs and MROs grow together, ■ and not apart. “Additionally, unique customer value propositions — for example, existing airlines relationships, geographic options, customised workscoping and airline segment specialisation” also factor into the decision when GE Aviation assesses the potential of new additions to its network. Ovington considers that in addition to the unique value propositions previously mentioned, a network offers customers broader access to OEM solutions from the OEM, an airline or independent MRO providers. “With growing shop visits on GE and CFM56 engines forecasted in the future, the network provides flexibility to balance investment in a GE footprint versus fulfillment in partner shops,” he says. One of the main concerns when establishing networks is the issue of quality. Namely, maintaining OEM standards and impressing those on the MROs in order to ensure excellence. Keeping up these performance benchmarks, notes Ovington, is the preserve of maintaining hands-on relationships with the MROs within the network. “GE continually works with its network partners to share best practices for shop process improvement and first-time-yield. We send engineering, quality, facility, material planning, and maintenance training experts to network shops to identify opportunities for MRO performance improvement.” Indeed, last November, GE held its first MRO network ‘Working Together Team’ (WTT)
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The bestselling 737 programme has long enjoyed a good reputation among maintenance technicians, but as the number of NGs in the worldwide fleet rises, and the Classics begin to phase out, how will the MRO landscape be affected?
Boeing 737 maintenance he Boeing 737 is a very straightforward aircraft to work on,” says Rick Townsend, SVP - sales & business development at Ascent Aviation Services, backing up the reputation the aircraft has gained over its years of service. This good maintainability, according to experienced MRO IAI Bedek, becomes apparent when you consider how easy it is to gain access to the aircraft, without the need for specific ground support equipment. This is largely thanks to the 737’s comparatively short landing gear and compact dimensions. Furthermore, engine replacement can also be conducted without using a crane, the aircraft’s flight control systems are “basically simple” —
T
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with single drive flaps, and only one aileron system — and the fact that there is only one engine type (CFM56) used on the family (Classic and Next Generation) also contributes to simplifying maintenance. “The 737 family could be defined as one of the industry’s easiest to maintain commercial platforms,” says a IAI Bedek spokesman. When Boeing was designing the Next Generation 737s (-600, -700, -800, -900), its aim was to lower the aircraft’s overall airframe maintenance costs by 15 per cent relative to the Classics (-300, -400, -500), which were produced between 1983 and 2000. This programme, called ‘Maintenance Cost Reduction
ENGINEERING & MAINTENANCE
(Top) IAI Bedek is an experienced hand at 737 maintenance, describing the aircraft family as one of the industry's easiest to maintain commercial platforms. (Bottom) Ascent Aviation Services, located at Tucson International Airport, has facilities encompassing more than 110,000ft2 of hangar, shop and secured consignment space on a 23-acre concrete ramp.
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by Design’, included participation by 21 airlines from around the world. The result was that the manufacturer implemented a completely new wing with double-slotted continuous span flaps containing 30 per cent fewer parts, while enlarging the Next Generation’s (NG) wing area by approximately 25 per cent. Boeing also significantly increased the use of composites to reduce the aircraft’s weight. The airframer employed the latest generation CFM56-7B engines and fundamentally modernised the flight deck and systems throughout the aircraft, including simplifying the main landing gear assembly and implementing a redesigned auxiliary power unit.
According to Boeing spokesman Bob Saling, the NG design was focused on reducing system part counts, increasing the number of common parts among models, simplifying system designs, improving corrosion protection, enhancing fault identification, and providing better access to parts for maintenance. The design improvements at the aircraft system level have reduced scheduled maintenance activities by extending maintenance intervals or eliminating tasks altogether. One example of reduced scheduled maintenance by system redesign, says Steven Hayes, regional director marketing — airplane economics, is the trailing-edge flap-drive system. This system was redesigned to last for the entire life of the aircraft, with no anticipated overhauls, “by switching from an oil-filled reservoir to grease lubrication and using 100 per cent corrosionresistant steel material in lieu of the original chrome plating to eliminate corrosion wear”. As a result, the scheduled maintenance intervals were extended from 20,000 flight cycles to 75,000 flight cycles. Indeed, one of the most significant changes in the move from Classic to NG aircraft has been the switch from the traditional letter checks to task-based maintenance — a shift from the MSG2 (maintenance steering group) logic to MSG3. While operators in the past had to adhere to rigid, uniform work programmes for comprehensive checks, they can now group
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(Top) A 737-500 undergoes repair work at an Air France Industries hangar.
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the single tasks into different packages for each individual maintenance event in a manner that is most efficient to them. This freedom allows the operators to take factors such as aircraft downtime, accessibility for maintenance, particular operating conditions, manpower and availability of resources into account. Boeing provides recommendations but does not impose a set maintenance schedule on the airlines. On the Classics, A checks are typically done after 250 flight hours, C checks after 4,000 flight hours, and a D check (overhaul) including all structural inspection (SI) tasks after 24,000 flight hours. On the NGs, all main-
tenance tasks are arranged as multiples of a basic 500 flight hour phase interval. In essence, these tasks have to be accomplished after 500 flight hours, 1,000 flight hours, or 1,500 flight hours depending on their urgency. Base checks are formed by grouping tasks with intervals of 8, 10, 12 times the basic phase interval, i.e. 4,000 flight hours, 5,000 flight hours and 6,000 flight hours. It is also possible to accomplish tasks, which were traditionally part of a base maintenance event (C check) into an A event. The performance of the NGs has generally satisfied both airlines and MROs. “The NG kept all the Classic’s advantages as a mature and reliable air platform, while moving significant steps further in base maintainability improvements by dramatically reducing the amount of maintenance hour consumption in base maintenance due to its flexible maintenance programme, its built in test equipment (BITE) capabilities, as well as by reducing the amount of structural inspections and their generated repairs and modifications. This involves massive removals to enable access, such as to the forward pressure bulkhead, requiring major removals in the cockpit and window belt and lap joints involving cabin opening and removals,” says IAI Bedek. According to Saling, studies have validated the projected maintenance savings in service. “A review with a European operator supports
ENGINEERING & MAINTENANCE
the projected reduced costs. A detailed maintenance cost review by both Boeing and airline personnel was performed, which included the material consumption list, rotable and repairable parts, and warranty claims. The analysis revealed that actual airframe maintenance costs were 18 per cent lower than the established target for the one-year period July 1998 to June 1999.” Ascent’s Townsend concurs that “actual experience and ‘mountains’ of data” have shown the NGs to be easier and less costly to maintain than the Classics. Saling confirms that dispatch reliability for the NG 737 fleet is 99.7 per cent, while maintenance costs make up about 17 per cent of airplane-related operating costs.
Ironing out the kinks Despite the overall exceptional performance, some MROs have reported problems with corrosion in areas such as doorways, wet areas, cargo bays, as well as a higher than usual amount of scribe marks. TAP M&E Brazil says that while the tasks carried out based on the MSG3 are performed without any problems; the non routines resulting for those tasks involve a great deal of corrosion and crack find-
ings. Despite perceiving it as a “big issue”, the MRO says it is easily able to make the relevant repairs. On corrosion, Saling says all of Boeing’s aircraft are designed “to minimise the potential for corrosion by preventing moisture ingression as well as by applying finishes, sealants and compounds that inhibit corrosion”. In addition, the Corrosion Prevention and Control Program (CPCP), which was mandated by the FAA, was set up to identify when corrosion has progressed beyond a maintenance level to a potential safety concern and requires operators to change their maintenance programme to prevent the same occurrence on a given aircraft and within their fleet of aircraft. Scribe marks have been considered a structural issue of both Classics and NGs. These are narrow, shallow distinct scratches in the fuselage skin or structure which, if not repaired, can develop into premature fatigue cracks. They are typically created when the aircraft is stripped and painted or during the application/removal of graphic decals. However, Saling says Boeing does not have data that would suggest 737 aircraft are more prone to having scribe lines than other models. He says
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ENGINEERING & MAINTENANCE
On the 737NGs, design improvements at the aircraft system level have reduced scheduled maintenance activities by extending maintenance intervals or eliminating tasks altogether. the “problem” is most likely one of perception. “Given the higher utilisation rates of 737 airplanes, which fly more often than most models, inspections required on airplanes found to have scribe lines happen more frequently from a calendar perspective, which could lead to the impression of a greater impact from an MRO point of view,” he says. The MROs questioned for this article all reported a positive maintenance experience, with some relatively minor difficulties and niggles. Ascent’s Townsend notes that technicians might run into issues with the rigging of flight controls and doors as they “can be tricky at times, especially on high time airframes”; however, proper and “some specialised training” would resolve this issue. One bugbear he identified was the increasing difficulty of getting timely engineering support from Boeing on the Classics — Townsend supposes that “they seem to have shifted their focus” to the NGs. IAI Bedek says that the small size of some of the aircraft’s features can create maintenance difficulties. The forward electronic equipment compartment and air conditioning bay are
50 ❙ Aircraft Technology - Paris 2011 Special ❙
“condensed and problematic to access”; the landing gear bays are more exposed to damage from debris and other foreign objects “since they are low and do not have doors; the slats actuators are “very sensitive”, with any dirt or paint potentially causing packing failure or hydrogen leaks; and, the company also notes the “somewhat complicated situation working simultaneously with inboard engine cowl open and the leading edge flaps extended”. Despite this detailed list, the MRO explains that these problems are “minor” and manageable with good line and base maintenance planning. In addition, the structural weaknesses of the Classics requiring significant structural engineering capabilities, such as the window belt and lap joint modifications and repairs, have been fully resolved in the NG series. A recent incident in which a hole appeared in the fuselage of a Southwest 737-300 during flight (having happened once before) is also currently causing concern, with the root cause of the decompression event yet to be determined. “We remain fully engaged with the investigation and will work closely with both the NTSB and the
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ENGINEERING & MAINTENANCE
For NG aircraft, Boeing provides recommendations but does not impose a set maintenance schedule on the airlines.
Our team is hard at work to align the suppliers and MROs for participation in the 737 GoldCare programme. An undertaking of this scope requires a solid plan going forward, so we are using our experience in developing 787 GoldCare as a template. —Bob Saling, spokesman, Boeing
52 ❙ Aircraft Technology - Paris 2011 Special ❙
FAA to ensure the highest level of safety continues for 737 Classics,” says Saling. The manufacturer has already taken action by recommending lap-joint inspections to airlines worldwide on certain 737-300/400/500 aircraft, which the FAA also mandated as an airworthiness directive. To date, Boeing has confirmed that inspections are complete worldwide on nearly 80 per cent of the 190 airlines affected. A total of five aircraft have had inspection findings. In co-ordination with the NTSB, portions of the panels from those aircraft, which were delivered between 1994 and 1996, have been shipped to Boeing and the manufacturer is “conducting analyses to validate the initial inspection findings”.
Applying GoldCare In another significant move for the 737 programme, Boeing has announced that its GoldCare aftermarket support programme, initially designed to be offered to 787 customers, is to be extended to cover 737NG aircraft. According to Saling, the move came about because of customer demand. “Airlines are asking Boeing for a more integrated maintenance approach, and our primary goal is to meet the needs of our customers,” he says. “Boeing is working to provide customers with more integration between their airplanes and their back-office support by taking advantage of GoldCare information technology and its consistent, fleetwide approach to maintenance.”
The implementation of GoldCare will not come without challenges. Unlike the new launch 787, the 737NG programme already has a large in-service fleet, and so GoldCare will have to be applied retrospectively. There will also be a different set of suppliers compared with those MROs involved with the 787 version. “With the number of Next Generation 737s in operation, and many having been in operation for several years, operators already have support contracts in place with suppliers and have existing spare parts inventories,” explains Saling. “Our team is hard at work to align the suppliers and MROs for participation in the 737 GoldCare programme. An undertaking of this scope requires a solid plan going forward, so we are using our experience in developing 787 GoldCare as a template.” Ultimately, Saling says GoldCare’s phased maintenance approach will take advantage of scheduled down times in the flight schedule, and so the manufacturer expects the programme to provide an increase in aircraft availability. Ascent’s Townsend sees GoldCare as being an attractive option for start-up or low-cost carriers (LCCs), rather than established operators. LCCs, he says, will be able to take advantage of the programme allowing them to focus their efforts on running the airline. “I personally don’t see established carriers / operators with medium to large fleets of 737 series aircraft moving to this programme as they have already spent
ENGINEERING & MAINTENANCE
large amounts of both human and financial capital in establishing their maintenance support requirements.” IAI Bedek generally agrees with this assessment, saying the improved access and processing of the OEM’s essential maintenance, engineering and logistic data would be “mainly effective with operators with little or no maintenance and engineering resources” as well as “leasing companies”. TAP M&E says there will be no impact for a MRO like itself that supports “different operators in different countries with different procedures”.
The next generation takes over The sheer number of active 737s and continued, strong sales for the model have created a huge market potential for MRO companies, and there will continue to be a very large number of 737 aircraft needing to be maintained for many years to come. From the maintenance perspective, the main challenge will be in handling the continued shift in numbers from Classics to NGs. As the Classics mature, many of the aircraft will be retired and sold to operators in less established aviation regions, be converted to freighters, or used as spare parts
sources and finally be scrapped. By volume, the number of new NGs should balance out the Classics being taken out of service. But it is not just the aircraft that are shifting. There has also been a trend of MRO work on the 737s moving to lower labour cost countries like China and Latin America. MROs in North America and Europe will have to continue to find ways to be more efficient or add extra value to their services. While the technical challenge of maintaining the Classics will also increase as the aircraft age and become more susceptible to wear and tear, a further point to note is that as the NGs take up a bigger slice of the maintenance pie by volume, as the Classics are slowly phased out, the amount of total MRO work will decrease — the newer aircraft will naturally require less maintenance. The main beneficiaries of the fleet change will thus be the airlines, and not the MRO companies. However, the MROs that can reach new Classics customers in Africa and CIS countries may stand to benefit from the change. So as the 737 programme ages, it is changing the maintenance landscape — but thankfully not the aircraft’s maintenance reputation. ■
Given the higher utilisation rates of 737 airplanes, which fly more often than most models, inspections required on airplanes found to have scribe lines happen more frequently from a calendar perspective, which could lead to the impression of a greater impact from an MRO point of view. —Bob Saling, spokesman, Boeing
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ENGINEERING & MAINTENANCE
Airframe heavy maintenance directory — Europe Company
Contact details
Aircraft
Checks
Facilities
Specialist capabilities
Aeroplex of Central Europe
Janos Theobald Head of sales PO Box 186 Budapest Ferihegy International Airport H-1675 Hungary Tel: +36 1296 7214 Fax: +36 1296 7218 E-mail: marketing@aeroplex.com
737 757/767 A320 family F70/100
A-D A-C A-C
2 w/b 6 n/b 2 7,253m
CPCP Ageing a/c mods. Interiors Refurbishment Composite repairs Sheet metal work Phase-in/-out (incl. lease returns) Engineering services Logistics support NDT, ROW44 modification
airberlin technik (Air Berlin Group)
Steven Williams Head of technical sales Flughafen, Halle 8 40474 Düsseldorf Germany Tel: +49 178 94 18 444 Fax: +49 211 94 18 5847 www.airberlin-technik.com
737/757/767 A319/320/321/330 A340
A-C A-C A
Düsseldorf, Munich Base maintenance facilities 2 3 hangars, approx. 45,000 m
Component support Engineering management Design and modification Technical training NDT, sheet metal work Modifications Structural repairs
Air France Industries KLM Engineering & Maintenance
Rob Pruim VP sales international PO Box 7700 (SPL/TQ) 1117 ZL Amsterdam Airport Schiphol The Netherlands Tel: +31 6 51535504 Fax: +31 20 6488044 E-mail: rm.pruim@klm.com
737/CG/737NG/747/777 757 767 A320 family/330/340/380 MD-11 DC-10 Fokker 70/100 ERJ135/145/170/190
A-D Components A-C A-D A-C Components A-D A-D
77 bays 7 industrial sites
Exteriors, Cabin mods. Configuration changes Post-delivery programmes Phase-in/-out (incl. lease returns) Engineering scvs. Avionics upgrades, Tech training Logistics support Global ops. and maint. support Engine, APU and comp. services VIP A-D checks
Alitalia Compagnia Aerea Italiana Fleet Maintenance Services
Fabio Schinelli Marketing, sales and contracts mgt Leonardo da Vinci Airport 00054 Fiumicino Italy Tel: +39 066543 3050 Fax: +39 066543 2117 E-mail: mro.sales@alitalia.it
767 777 A320 family A330 DC-10 MD-11 MD-80
A-S8C A-C 12-yr Light maintenance A-D A-D Light maintenance
700,000m2 4 hangars 5 w/b and 12 n/b 40 workshops Engine test cells Training centre
Avionics upgrades Composite repairs NDT Landing gears Structural repairs Cabin interiors refurbishment and rework Plating processes
ATC Lasham
Nigel Bruce Sales manager ATC Lasham Ltd Lasham Hampshire GU34 5SP England Tel:+44 (0) 1256 825100 Fax: +44 (0) 1256 467487 E-mail: Sales@atclasham.co.uk
727/737 (incl. BBJ)/757 A320 family
A-D A-C
160,000ft2 (Lasham) 4 n/b 140,000ft2 (Southend) 6 n/b
Avionics upgrades Corrosion control JAR 147 engineering training (both Lasham and Southend) EASA ops part M sub part G Major airframe repair and modifs. Extensive NDT capability
Atlantic Air Industries Maroc
Bécaye Ba General manager 174 Boulevard Zerktouni 5th Floor 20100 Casablanca Tel: +212 (0) 523 297 724 Fax: +212 (0) 523 297 730 E-mail: becaye.ba@aai-eu.fr
E120/135/145 ATR 42/72 Hawker Beechcraft 1900/ 300/200/100/90
A,C A to 36K cycles All phase inspections
3 hangars 3,600m2
Base maintenance Line maintenance CPCP, Major and minor structural/ composite repairs, NDT Stripping and painting Cabin refurbishment Avionics global performance testing EASA part 2 avionics/cabin/ structural modification design, certification and embodiment EASA part 147 training: ab-initio, refresh, type rating, part 66 for all ATR, E120 EASA part M continuous aircraft airworthiness management Spare parts
Austrian Airlines Technik
Robert Wanek MD ATM (marketing and sales) Airport base A-1300 Vienna Airport Austria Tel: +43 5 1766 63838 Fax: +43 5 1766 65115 E-mail: technik@austrian.com www.austriantechnik.at
737/767/777 A319/320/321/330/340 CRJ100/200 F70/F100 Global Express Challenger
A-C A-C A-C A-C A-C A-C
VIE: 3 hangars (w/b) 24,000m2 Workshops Training center
Avionics upgrades NDT Sheet metal Component maintenance Classroom and pract. training (part 147) Design engineering (part 21) Executive jet maintenance
Cargolux Airlines International
Tony Arcone Manager maintenance sales L-2990 Luxembourg Airport Luxembourg Tel: +352 4211 3290 Fax: +352 4211 3441 E-mail:tony.arcone@cargolux.com
737/747 757/767
A-C A
Double bay 747 hangar Full back shop support capabilities
Avionics upgrades Composite repairs Structural repairs and CPCP Modifications Worldwide AOG support LDG replacement
Cimber Air Maintenance Centre
David MacKay KAM Maintenance Lufthavnsvej 2 DK-6400 Sønderborg Denmark Tel: +45 7412 2368
737NG (Billund/CPH) ATR 42/72 CRJ200
A A-D A-D
7 bays 6600m2 hangar
ATR42/72 cargo conversion Interiors Avionics upgrades VIP upgrades CPCP
54 ❙ Aircraft Technology - Paris 2011 Special ❙
BTS: 1 hangar (n/b) Workshops
ENGINEERING & MAINTENANCE
Airframe heavy maintenance directory — Europe (cont...) Company
Contact details
Aircraft
Checks
Facilities
Specialist capabilities
Fax: +45 7443 2458 E-mail: dmk@cimber.dk Czech Airlines Technics
Ondrej Konyvka Executive director Hangar F, Praha Ruzyne International Airport 160 08 Praha 6 Czech Republic Tel: +420 2 2056 1001 Fax: +420 2 3332 4860 E-mail: konyvka.ondrej@csatechnics.com
737 A310 A320 ATR 42/72
A-D A-C A-D A-D
1 w/b 6 n/b 12,400m2
Avionics upgrades Composite repairs Structural repairs and CPCP Interiors (DOA 737/A320) Landing gear overhaul (737CL/737NG) 737-800 winglet modification Modifications AOG team (structures/engines)
European Maintenance Solutions
Fred Hilgeman Director Hamersveldse weg 84A 3833 GT Leusden The Netherlands Tel: +31 33 434 3040 Fax: +31 33 494 8101 E-mail: fgh@steltenberg.nl
737 757/767 A320 family/330/340
A-C A A-C
Amsterdam - Paris Chateauroux - Lisbon Madrid
On-wing engine support Eco engine wash Dismantling of aircraft Painting
Finnair Technical Services
Mikko Koskentalo Manager, sales and marketing Finnair Technical Services Ltd MU/83 Helsinki-Vantaa Airport 01053 Finnair Finland Tel: +358 40 586 0955 Fax: +358 9 818 6786 E-mail: mikko.koskentalo@finnair.com www.finnairtechnicalservices.com
757 A320 family A330/340 MD-11 E-170/-190
A-C A-C A A-C INT-BAS
2 w/b 3 n/b
Strip/paint/labelling/marking Sheet metal shop Composite repair shop Plating processes, NDT Cabin interior refurbs./mod. Structural repairs/modifications Winglet mods, DOA engineering Tech. training, Logistics support 24hr AOG desk, Avionics shop Engine/APU/LDG shop/testing Wheels and brakes shop
Fokker Aircraft Services (FAS)
Stephen Hands VP, sales and marketing PO Box 3 Aviolandalaan 31 4631 RP Hoogerheide Netherlands Tel: +31 16 461 8000 Fax: +31 164 618 666 E-mail: stephen.hands@fokker.com fas.sales@fokker.com www.fokkeraircarftservices.com
A318/319/320 737 (300/400/500/600 /799/800/900) Fokker 27/28/50/60/70/100 ATR 42/72 CRJ ERJ145
A-D A-D A-D A-D A-D A-D
5 hangars plus backshops: 16,000m2
Ageing a/c programmes Aircraft recovery, Aircraft weighing Avionics upgrades, Cabin noise reduction Composite repairs Corrosion prevention/control Engineering services Fuel tank repairs, Interiors Machining/plating, Materials processing NDT, Painting/stripping, Parking/storage Passenger-to-freighter conversion Satcoms/IFE installation Sheet metal, Structural testing VIP refitting/refurbishments Windows/transparencies
Iberia Maintenance
Jose Luis Quiros Sales, marketing and bus. dev. SVP Madrid Barajas Airport, La Munoza Edificio Motores 1a planta 28042 Madrid Spain Tel: +34 915 875 132 Fax: +34 915 874 991 E-mail: maintenance@iberia.es www.iberiamaintenance.com
707/757 767 A310/319/320/321/330/340 MD-80 Falcon 20/900 Gulfstream C130 Hercules
A-D A A-D A-D A-D A-D A-D
8 hangars 11 w/b 9 n/b 2 general workshops 1 painting hangar
Cargo conversion Composite repairs and surface treatment CPCP, Logistic support Strip/paint/labelling/marking Sheet metal work Insulation blankets NDT test, Upgrades Cabin and interior modification Post delivery programmes Engineering services Tech. training, Global operational and maint. support Avionic upgrades EASA design organisation Inventory management
Icelandair
Örn Ingibergsson Customer services Maintenance Centre 235 Keflavik Airport Iceland Tel: +354 4250 142 Fax: +354 4250 188 E-mail: orning@icelandair.is
737CL 737NG 757/767
A-D Line maintenance A-C
1 hangar 2 bays 12,500m2 (including backshops)
Avionics upgrades Composite repairs CPCP Sheet metal work
Jat Tehnika, d.o.o.
Radoslav Ilic Head of maintenance mktg and sales Airport Nikola Tesla 59 11180 Belgrade Serbia Tel: +381 11 2280 115 Cell: +381 64 8871 558 E-mail: radoslav.ilic@jat-tech.rs
737CL/NG ATR 42/72 all series
A-SI A-I
3 hangars 5 bays n/b; 3 bays w/b 35,000m2 (including backshops)
Modifications Aircraft ageing programmes Corrosion prevention and protection Interior repairs Structual inspections and repairs Strip/paint, Avionics upgrades Engine maintenance Component maintenance Winglets installation
Jet Aviation AG
Michael Sattler SVP and accountable mgr, Basel & Geneva PO Box 214 CH-4030 Basel-EuroAirport Switzerland E-mail: jbsl@jetaviation.ch
707/720/727/737 (incl. BBJ)/ 747/757/767 A310/320 family (incl. ACJ)/ 330/340 Challenger Global Express
A-D A-D A-D A-D A-D A-D
7 hangars 60,000m2 (including backshops)
Avionics Composite repairs CPCP Strip/paint Interiors VIP completions
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To meet your needs, we build solutions Sabena technics is a leading independent MRO provider of maintenance services to civil and military operators. Through dedicated activities, we provide customers with tailor-made cost-effective solutions.
Airframe services Component services Integrated services Military services Training services
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Your success is our concern
ENGINEERING & MAINTENANCE
Airframe heavy maintenance directory — Europe (cont...) Company
Aircraft
Checks
Learjet Gulfstream Dassault Falcon Hawker
A-D A-D A-D A-D
Robert Gaag (until June 30, 2011) Andre Fischer (from July 1, 2011) Dir. Central Europe Weg beim Jaeger 193 22335 Hamburg Germany Tel: +49 40 5070 2590 Fax: +49 40 5070 8866 E-mail: marketing.sales@lht.dlh.de
737 (incl. BBJ)/747/757/767/ 777 787 A300/300-600/310/319/320/ 321/ACJ/330/340/380 Avro RJ CRJ ERJ-135/-145 MD-11 MD-80 Saab 2000
A-D A-D
Marshall Aerospace
Michael Milne Director of mktg & bus. development Marshall Aerospace The Airport Cambridge CB5 8RX England Tel: +44 1223 373737 Fax: +44 1223 373373 E-mail: mick.milne@marshallaerospace.com
747/767/777 A319/320/321 DC-10 MD-11 L-1011/-100 C130 BAe 125-700
MNG Technic Aircraft Maintenance Services
Volkan Eser Executive VP commerce Ataturk Havalimani Ozel Hangarlar Bolgesi Besyol Mah. Inonu Cad. No:10 Sefakoy 34295 Kucukcekmece/Istanbul Turkey Tel: +90 212 465 06 86 Fax: +90 212 465 06 99 E-mail: volkan.eser@mngtechnic.com
A300/300-600/310/ 319/320/321/ 727/737-300/-400/-500/ -600/-700 /-800/-900/757-200/-300 MD-80 series DC-9 series
A-D A-D A-D
Monarch Aircraft Engineering
Ian Bartholomew Sales and marketing director London Luton Airport Luton Beds. LU2 9LX England Tel: +44 1582 398 746 Fax: +44 1582 706 984 E-mail: engineering@monarch.co.uk
737 757/767 A300-600/A300B4/319/320/ 321/330/310
OGMA
Mario Lobato Faria Aviation services VP 2615-173 Alverca Portugal Tel: +351 21 958 1000/957 9000 Fax: +351 21 958 0401/1288 E-mail: geral@ogma.pt Web: www.ogma.pt
Saab AB, Linköping
Johan Claeson Maint. manager, aircraft maintenance SE-581 88 Linköping Sweden Tel: +46 13 18 5567 Fax: +46 13 18 5766 E-mail: johan.claeson@saabgroup.com
Lufthansa Technik
Contact details
58 ❙ Aircraft Technology - Paris 2011 Special ❙
Facilities
Specialist capabilities Sheet metal work
16 n/b; 6 w/b; 3 RJ 3 dedicated painting bays LHT (HAM) LHT (SXF) Shannon Aerospace (SNN) LHT Budapest (BUD) LHT Malta (MLA) LHT Sofia (SOF) LHT Switzerland (BSL) LHT Maintenance Int/l (FRA) LHT Brussels (BRU) LHT Philippines (MNL) AMECO (PEK)
Avionics modification Structural modification Ageing aircraft mod/CPCP Sheet metal work Insulation blankets Design and modification Freighter conversions Tanker conversions Thrust revr. and nacelle overhaul Customised eng. services NDT test Strip/paint Interior completion Cabin refurbishment VIP and corporate refurb. Internet-on-board installations IFE/satcom Support structure Airline support teams Technical training Labelling/marking
A-D A-D A-D A-D A-D A-D A-D
6 w/b 15 n/b 1.2m m2
Conversions, design services Engineering services Installation services Interior mods and reconfigns. NDT, overhauls, paint removal Project mgmnt, recovery Renovations, repairs, support Logistics, technical pubs Training, flying Airframe/comps. manuf./ assembly Design/manuf. long-range fuel tanks
A-D
8 w/b 16 n/b 25,000m2
Supply and logistics Wheel and break unit shop Emergency equipment shop Compressed cylinder/valve/ regulator shop Cabin interior Paint shop Hydraulic shop NDT works Structural works Composite repair Avionic works Machine shop
Line A-D A-D A-D
5 w/b 8 n/b
Avionics upgrades Composite repairs CPCP Interiors Sheet metal work Line maintenance EASA 145 part 21J (design) EASA part M EASA 147 Spares trading Component maintenance Management services
A320 family ERJ-145 family E-170/-175/-190 C212 Aviocar C130/L-100 Legacy 600/650 Lineage 1000
A-D A-D A-D A-D A-D A-D A-D
139,000m2
Aircraft and engine MRO Components Engineering services Fleet management Strip/paint Sheet metal Hydrostatic testing Calibration Avionics modifications Aerostructures manufacturing Airframe assembly Composite manufact. and repairs Machining/plating NDT
Saab 340/2000
A-D
6 n/b
Aircraft inspections Composite repairs Modifications Painting Refurbishments
A-D A-D A-D A-D A-D A-C A-D A-D
A-D
ENGINEERING & MAINTENANCE
Airframe heavy maintenance directory — Europe (cont...) Company
Contact details
Aircraft
Checks
Facilities
Specialist capabilities
Sabena technics TAT Group
Jérôme Olivar EVP sales and marketing Tour Maine-Montparnasse BP 47 33 Avenue du Maine 75755 Paris Cedex 15 France Tel : + 33 1 56 54 42 30 Fax : + 33 1 43 21 79 26 E-mail: infotechnics@sabenatechnics.com www.sabenatechnics.com
737/757/767 A300/310/320 family/330/340 ATR42/72 CRJ100/200 ERJ-135/-145 F70/100 MD-80 C130 Falcon 10/20 DC-10 CN235 707 KDC10
A-D A-D
Hangars for 30 aircraft across Europe
Landing gears Wheels and brakes Dry stripping/painting Components shops: avionics, IDG, electromechanics, pneumatics, fuel, hydraulics, oxygen, extinguishers Test nacelle equipment Logistics centre Cabin upgrades and mods. Cockpit upgrades VIP completion Aircraft structure Cabin equipment
Shannon Aerospace
Paul Murray Head of marketing and sales Shannon Airport Shannon County Clare Ireland Tel: +353 613 70006 Fax: +353 613 61020 E-mail: paul.murray@sal.ie
737/757/767 A319/320/321 DC-9 MD-80
A-D A-D A-D A-D
5 maintenance bays plus 1 paint bay EASA and FAA 145 repair station 32,000m2
CPCP Strip/paint Interiors Avionics upgrades Cargo conversion Composite repairs Lease end transitions Techical and engineering services Line maintenance EASA 147 training school 767 BS955 mods. and repair A320 rib 5 modification
SR Technics
Sean O’Connor SVP sales P.O.Box CH-8058, Zurich Airport Switzerland Tel: +41 43 812 05 70 Fax: +41 44 812 97 98 E-mail: sales@srtechnics.com
737NG/CL 747/757/777 767 A300-600/310 A320 family/330/340 F70/100 MD-11 E170
A-D A A-D A A-D A A-C A
6 7 2 4
Composite repairs Interior refurbishment Components repr. and overh. Modifications Repairs Sheet metal work NDT CPCP Avionics upgrade, thrust IFE/satcom Design organis. approval Fleet and inventory mgt. Strip/paint Reverser and nacelle overhaul Engine overhaul/test cell VIP refurbs. and completion
TAP Maintenance & Engineering
Carlos Ruivo VP marketing and sales P.O. Box 50194 1704-801 Lisboa Portugal Tel: +351 21 841 59 75 Fax: + 351 21 841 59 13 E-mail: marketing.me@tap.pt
BBJ/727 737CL/NG 747-100/200/300 757/767/777 A300-B4/-600 A310/320 family/330/340 DC-10 MD-11 E120 ERJ-135/145 E-JET170/175/190/195 Legacy
A-D A-D A-D A-D A-D A-D A-D A-D A-D A-D A-D A-D
8 w/b 10 n/b “53,380m2”
Modifications Structural repairs Aging programs Cabin refurbishment Stripping and painting Composite repairs
TAROM
Lorin Dumitrescu Deputy technical director Bucharest Int/l Airport Henri Coanda Calea Bucurestilor nr. 224F Otopeni Town, County of Ilfov Romania Tel: +40 21 201 4549 E-mail: l.dumitrescu@tarom.ro
737 A320 family ATR 42/72
A-nC A-C A-nC
1 w/b 3 n/b
Strip/paint Sheet metal work Major structural modification Major avionics modification
TUIFly
Katrin Papendieck Senior manager sales and contracts Flughafenstrasse 10 30855 Langenhagen Germany Tel: +49 (0)511 97 27 496 Fax: +49 (0)511 97 27 507 E-Mail: Katrin.papendiecke@tuifly.com
737-300 737-400/500/737NG A320 family
A A-D A
2 hangars 2 base maintenance bays 4 line maintenance bays
NDT approval Component workshops Interiors Sheet metal workshop Major system and structure mod. Part 21 approval
Turkish Technic
Ataturk International Airport B Gate Yesilkoy-Istanbul 34149 Turkey Tel:+90 212 463 63 63 - 29246 Fax:+90 212 465 25 47 E-mail: techmarketing@turkishtechnic.com
737CL/NG 777 A300/300-600 A310 A320 family A330/340 Avro RJ100/70 Gulfstream GIII/GIV/GV
A,C,D A,C,Str. A,C,D A,C,S A,C,D A,C,S K-D A-C
4 hangars: 3 in Istanbul, 1 in Ankara
Avionics upgrades Component maintenance Test/rep./ovh./calib Composite repairs CPCP, SSIP Engine and APU overhaul/test cell Cabin interiors, Modifications Technical training Landing gear overhaul Painting, HMU repair NDT including X-ray Component pool services On-site services Engineering support services
w/b n/b n/b A check bays n/b casualty bays
Any companies not listed in this survey which wish to be included in future directories are asked to please contact joanne.perry@ubmaviation.com
❙ Aircraft Technology - Paris 2011 Special ❙
59
ENGINEERING & MAINTENANCE
Photo: Châteauroux Air Centre
End-of-life solutions: Retirement is not what it used to be As increasing numbers of aircraft are retired from service, Joanne Perry speaks to OEMS, dismantlers, parts redistributors, materials recyclers, researchers and the Aircraft Fleet Recycling Association (AFRA) to discover how aircraft can be born again. reen is a very popular colour these days,” notes Marcel Landry, Thales Canada’s VP of business development, commenting on the launch last year of a C$150m (£94m), public-private “green aircraft” programme in Quebec. Like the majority of projects designed to lessen the negative impact of aviation on the environment, Quebec’s new scheme will focus on testing technological concepts for next-generation aircraft. Taken together with the continual drive by OEMs to increase engine efficiency, it seems fair to suggest that the glamour of cutting-edge technological genesis means that efforts to reduce environmental impact during develop-
G
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mental, production and operational phases overshadow another important element of the aircraft lifecycle: what to do with aircraft when they reach the end of their service. The Aircraft Fleet Recycling Association (AFRA), an international collection of corporations and research groups, estimates that more than 12,000 aircraft will be retired in the next two decades. In times past, such aircraft would simply be parked in a desert “graveyard” and left to gradually disintegrate. However, the last few years have witnessed a growing realisation that applying recycling techniques to aircraft disposal can bring both environmental and business benefits. The potential ranges
across a number of different processes: dismantlement, parting out, material redistribution and repurposing. When a retired aircraft arrives at a recycling facility such as the Air Center at Châteauroux Airport, the airframe is dissected using a large circular saw. Activities at Châteauroux are handled by AFRA member Bartin Aero Recycling, the only dismantling entity in Europe with ISO 14000 certification. Bartin dismantles between three and ten aircraft per year on site, but also sends teams out to other air centres and airports to handle a further four or five. At Châteauroux, the process takes place in a specially designed area consisting of a concrete
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The A380 is 35 per cent composite by weight. Composite materials require special recycling strategies. slab on impermeable geo-membranes — synthetic liners. Dissection begins with the wings to obviate balance issues, progressing to the tail and finally the front or rear landing gears in order to collapse the airframe. With recertifiable and resaleable parts already removed, the leftover metal is cut up into manageable pieces for transportation to a recycling plant. Bartin GM Yves Basset says that typically 60 per cent of recovered material is aluminium from the airframe and the seats. For a 747 this can be up to 100 tonnes, compared with 75 tonnes for a DC-10. Around 15 per cent of recovered material is steel from the landing gear, while 10 per cent consists of copper cables, titanium and precious metals. Interiors are more difficult to handle, with foams, floor coverings and side panels at present largely irrecoverable. Basset points out that demand for recycling services is linked to the market prices of scrap aluminium: “If they [owners] know the price gained from the scrapped materials covers their costs or offers a degree of profit they are much more likely to seek out our services.” This is a clear demonstration of the importance of research to improve recycling efficiencies.
Major research schemes The first major study on aircraft recycling was initiated by Airbus in 2005. The manufac-
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turer’s Process for Advanced Management of End-of-Life of Aircraft (PAMELA) dismantling demonstration project was carried out with support from four partners and the European Commission. The two-year programme involved the dismantlement of an A300B4, during which the effectiveness of a range of techniques was assessed. PAMELA led to the introduction of an Airbus environmental standard for the disposal of an A300. Airbus followed up the original PAMELA project with the establishment of the Tarbes Advanced Recycling and Maintenance Aircraft Company (Tarmac Aerosave) with partners including Snecma Services and Aeroconseil. Tarmac’s first dismantling facility was opened at Tarbes airport in 2009 and has since used refined PAMELA processes to dismantle nine Airbus and non-Airbus aircraft. Techniques practised there enable valorisation of 85 per cent of an aircraft’s material weight, compared with a conventional rate of around 60 per cent. Olivier Malavallon, PAMELA project director, environmental affairs, describes Tarmac as “the centre of reference for recycling aircraft for Airbus and also within EADS”. Airbus has also initiated a PAMELA project for the A380 in a bid to address recycling issues surrounding larger aircraft. Malavallon says that an A380 static test structural cell has
allowed Airbus to assess the recovery potential for new alloys, including welded alloys, via the testing of specially developed processes. The result has been a 98 per cent recovery rate for metallic components. Malavallon says the success of the PAMELA programmes lies in selective dismantling techniques which make use of technical documentation and portable measuring devices to map materials in aircraft structures and systems components. This generates controlled batches of aluminium alloys and other metallic materials such as copper, titanium and stainless steel which command a much better price than contaminated batches. Or, as Malavallon puts it, “smart disassembly addresses both the technical and business aspects of recycling”. Malavallon says that mechanisation of dismantling, which Tarmac aims to achieve by next year, will help to reduce processing time and further enhance profit margins. Because Airbus fleets are relatively young, less than four per cent of Airbus aircraft are currently at the end-of-life stage. A greater proportion of retiring aircraft bear the Boeing stamp, and have structural compositions originating several decades ago. Boeing launched its own foray into aircraft recycling in 2006 as one of the eleven founding members of AFRA. The association currently has 54 members across North
ENGINEERING & MAINTENANCE
America, Europe, South Africa and Turkey and continues to grow, most recently welcoming SOS Metals in May this year. Corporate members range from aircraft manufacturers like Boeing and engine OEMs such as Rolls-Royce and Pratt & Whitney, through to dismantlers/parts redistributors such as AELS and Magellan Group, dismantlers/metals reclamation companies such as Bartin Recycling Group and finally materials recyclers such as ELG Metals and Milled Carbon. Members from the world of academia include the Universities of Oxford and Nottingham. AFRA’s mission is to pursue and promote “environmental best practice, regulatory excellence and sustainable developments in aircraft disassembly, as well as the salvaging and recycling of aircraft parts and materials”. As the only such organisation with a global scope, AFRA is working towards significantly increasing recycling rates worldwide. Boeing regards AFRA as a key catalyst for environmental management. At last year’s AFRA annual meeting, Jeanne Yu, commercial airplanes’ director for airplane environmental performance, commented: “Partnerships such as AFRA create innovative models which
accelerate technology development and allow the industry to set challenging recycling goals to enhance environmental performance.”
Guiding best management practice A mainstay of AFRA’s approach is the consolidation of its members’ collective experience in a series of Best Management Practice (BMP) Guides. According to Denis Oliver, ELG Metal’s manager aerospace business development, AFRA acts as vital means of information exchange. “AFRA membership not only keeps ELG abreast of trends in that area but allows it to participate in improving recycling techniques and standards for the industry,” he says. ELG handles steel and alloy recycling across a number of industries, with 40 locations worldwide. On the aerospace side, several of its units are among a limited number of plants approved to supply recycled superalloys for remelting to produce rotating parts for jet aircraft engines, supplying material direct to melters. AFRA’s BMP Guides outline the standards, processes and procedures which enable businesses involved in aircraft recycling to implement best practice in their day-to-day activities,
Partnerships such as AFRA accelerate technology development and set challenging recycling goals to enhance environmental performance. —Jeanne Yu, commercial airplanes’ director for airplane environmental performance, Boeing
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Bombardier’s CSeries aircraft, currently in production, will be 40 per cent composite. as assessed by the association’s accreditation programme. They cover: facility management; training; documentation and records; tooling; parts management; and recycling and environment. Executive director Martin Fraissignes, also GM at Châteauroux, is keen to emphasise the potential for a happy marriage between environmental and commercial interests: “We insist that the recovery and recycling be done in the most environmentally friendly manner possible but also in a way that makes sustainable business sense”. The organisation is currently developing the third BMP Guide, due for publication in the second half of 2011. This will focus on interiors recycling, in contrast to versions one and two which concentrated on airframes and engines respectively. The importance of formalising ground-level experience in the shape of the BMP guides is suggested by the fact that one third of the 400 or 450 aircraft which are scrapped around the world each year are disassembled and parted out by AFRA members. Standardising and improving such procedures can thus make a significant impact on aviation recycling culture and ultimately the industry’s environmental profile. Organisations which are audited to the BMP standard receive AFRA accreditation, which benefits both the member and its clients. “It’s a guarantee for our customers that they will get the quality that one should
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expect; quality from an aviation point of view, an environmental point of view, but also labour safety,” explains Derk-Jan van Heerden from Aircraft End-of-Life Solutions (AELS). The Dutch company has three main strands to its business: end-of-life decision-making support; disassembly and dismantling; and component management. AELS is currently processing an A310-300 on behalf of EADS EFW. It will dismantle the airframe and recycle materials such as the aluminium, as well as recertifying, marketing and selling components for use on other aircraft. Other AFRA members handling aircraft dismantlement processes include Evergreen Trade, which locates its services in the dry Arizona climate which is ideal for preserving resaleable aircraft components, and Southern California Aviation (SCA), operator of the world’s largest transitional facility. van Heerden feels confident that dismantlers can look forward to an increasing volume of business in the short- to mid-term, owing to a combination of factors: a time lag effect from higher aircraft manufacture rates 15-25 years ago; a modern tendency toward retiring older aircraft in favour of more fuel efficient and cost-effective models; and steady production from both Boeing and Airbus during the recent economic crisis. Basset confirms that Bartin has seen a corresponding demand for
dismantlement and recycling services, stretching into 2012 and beyond. Oliver adds that legislation to reduce carbon emissions places an extra pressure on operators which should favour companies involved in aircraft recycling, even in the unlikely event of a drop in fuel prices that would make engine efficiency less crucial. In the near term, AELS is conducting research into improving the aluminium recycling process in partnership with Delft University of Technology, from which AELS originated. This could well be a fruitful enterprise; while Oliver says there are well-established practices to handle aluminium recycling, he admits that it “presents difficulties”. Since Fraissignes estimates that the aluminium from an airliner is worth €70100,000, improvements to the process could generate both financial and environmental benefits.
New frontiers for research It is composite materials which present the biggest challenge — in Oliver’s words “both technically and economically”. “Composite recycling is in its infancy and there are limited (if any) outlets,” he says. Since there is a trend among aircraft manufacturers to move toward composite airframes, recycling of such material will become an issue of growing concern. A
ENGINEERING & MAINTENANCE
number of research projects across the world are bringing together corporate and academic resources in order to identify solutions ahead of time. Boeing’s efforts at present and in the coming years are naturally focused on the new 787, which is constructed from 50 per cent carbon fibre as measured by weight. The first retirements of this aircraft type are 30-40 years in the future. However, 777s which are now being retired also have a significant composite element — 20 per cent by weight. Boeing has thus worked on collaborations with Huron Valley Fritz West and Adherent Technologies in the US and Milled Carbon in the UK, as well as the Universities of Nottingham and North Carolina. In 2008, Milled Carbon set up Recycled Carbon Fibre, the world’s first commercial scale continuous recycled carbon fibre operation. The company currently processes more than 2,000 tonnes of carbon-composite material each year and will be adding another overseas facility in 2011. Boeing continues to investigate methods of composite recycling, alongside opportunities to repurpose interior components – as noted earlier, the other bugbear of aircraft recycling.
For its part, Airbus is supporting a materials recovery research project involving Bordeaux University, France’s National Centre for Scientific Research (CNRS), EADS Astrium and Snecma. The aim is, firstly, to test the chemical process of solvolysis as a means of separating carbon fibre from resin and, secondly, to establish ways of aligning the fibres for reuse. This work may generate important applications for the A350 (50 per cent composite by weight) and A380 (35 per cent by weight). Meanwhile, in January this year Bombardier launched a composites recycling project with Canada’s National Research Council and the Université du Québec à Montréal (UQAM), which Bruce Parry, corporate social responsibility manager, says will enable the company “to understand these materials when today’s aircraft come out of service”. This knowledge will eventually apply to the new CSeries aircraft, composed of 40 per cent composites and due to enter service in 2013. In addition to the composites programme, Bombardier is undertaking a metals recycling project in partnership with the Consortium for Research and Innovation in Aerospace in Quebec (CRIAQ), other industry players and
academic institutions. The project will involve the dismantlement of a CRJ100/200 aircraft at the Centre Technologique en Aérospatiale (CTA) in Quebec, which CTA GM Pascal Désilets says “will determine which parts are truly recyclable”. The three-year programme will begin at the end of summer 2011. Bombardier’s recycling efforts have already been recognised by AFRA, which accredited the company’s joint dismantling operations with Magellan Aircraft Services in February 2010. It is fortunate that the aviation industry, in conjunction with the world of academia, is pushing ahead with research into aircraft recycling. Amidst a curious dearth of specific legislation, OEMs, dismantlers, parts redistributors and materials recyclers, associations such as AFRA and academic institutions need to pull together to ensure that the end of an aircraft’s working life continues the commitments made to green aviation during its development, production and operation. To borrow Malavallon’s phrasing, this could well mean a shift from a “cradle-to-grave” process to a “cradle-to-cradle” cycle. ■
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INFORMATION TECHNOLOGY
Transparency in the supply chain Established players are honing their offerings in the parts locator market as younger rivals turn to social networking techniques in an effort to differentiate their systems, says Bernard Fitzsimons. earching for parts on the internet is an established practice, and one that continues to encourage new entrants with alternative approaches. But established and aspiring players alike agree on the problems they need to address, notably brokers listing parts they do not own and requests for quotations (RFQs) from non-buyers. PartsBase, formed in 1996, was the first internet locator service and remains the only independent one, according to president and CEO Brian Tolley. “The bottom line is [that] we don’t make money if our customers don’t make money,” he says. “No one else in the industry can say that.” Having focused initially on the general aviation market, PartsBase has been active in the commercial sector in the last two
S
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years, increasing its paid membership at an annual rate of more than 2,200 to reach a total of more than 7,500 in 128 countries. Recent additions range from Vietnam Airlines and British Airways to GA Telesis, A J Walter, VAS Aero Services, AAXICO and Kellstrom. One attraction for the airlines, says strategic development VP Rebecca Flick, is that PartsBase does not charge on a per-item basis. “During the economic downturn airlines were holding onto quite a bit of inventory for fear that their suppliers wouldn’t be able to supply them,” she says. “Once you are a customer you can search as much as you want and you can list as much inventory as you want. That’s very attractive to companies that have large inventories.”
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Aeroxchange is the only survivor of the decade-ago vogue for on-line exchanges. PartsBase also reinvests about $2m per year in new product offerings. “We are known for listening to our customers and adding new features that improve their experience,” says Tolley. One example he cites is a new overhaul offering: “The philosophy until recently was that you put your overhaul capabilities up and just wait passively for people to come and find me. But in an economic downturn you either go out of business or you figure out how to make money and you help the customer. My philosophy is [to] give them both.” The result is what he calls PartsBase’s reverse proposal technology, “the ability for customers to go out and locate buyers who are seeking to acquire parts in used condition, in need of repair service or overhaul, and be able to then solicit those customers and say, ‘I see you’ve recently sent out a request for quotes for parts in this condition, I’d like to overhaul it for you, here are my certifications if you are interested, here are my prices, please call me’. It gives a good solid lead list.” The company is about to launch a new PMA product, based on the PMA Part Finder developed by Jack Buster and acquired last year by PartsBase. “We retain Jack as an employee and use his intellectual property and knowledge and the product and all the data mining he’s done to put together the best PMA database in the world,” Tolley explains. There are known problems with the FAA’s PMA database,
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but “we take a lot of time and pride in cleaning that information up and identifying it”. The resulting product, he says, enables the PMA market to not only see the real market demand for specific parts, but to identify unmet demand and associated opportunities: “We’re also enabling OEMs to look at the market space and see where PMAs are beginning to acquire more opportunities so the OEMs can make decisions about a PMA line themselves, or possibly in a recessive economy turn back up a production division that they may have turned down because of economic conditions and maybe not understanding what the true demand was.” Tolley also highlights PartsBase’s restrictions technology: “We allow sellers of overhaul and inventory to pick and choose who they want to see their stock, the prices available, turnaround times and lead times. No one else does that.” The company says it will also add a ratings feature soon. “Nobody has the credit history of actually working with these customers as long as we have, nobody has the transaction history of how they’ve done business with these customers in the past and with the success rate to truly rank and score and create value in the community,” asserts Tolley.
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Recent start-up Fipart says there are a lot of challenges facing companies in the parts locator market. exchanges, Aeroxchange focuses on providing what president and CEO Albert Koszarek says is “a pretty comprehensive capability around the whole procurement lifecycle”. The parts business, he says, includes OEMs, distributors and surplus dealers, plus a “huge community” of brokers. “With today’s electronic technologies, we think, you’re able to more quickly identify the people who actually own and have the parts, and move the transaction forward in terms of pricing, lead time, purchase order, acknowledgment that the order’s been accepted, the shipment tracking information, the receipt, the invoicing and all the nuances around the lifecycle of that supply chain transaction,” he explains. Alongside their own websites, he says, Aeroxchange is where the OEMs list their components: “The OEMs want a high level of security; they want highly accurate information. Many of them will build real time bridges so that when an inquiry is submitted there is a transmission directly to the inventory system of the OEM, and in seconds there’s a synchronised response describing the part, the price,
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and more importantly, where in the global community that part is physically stocked, what is the lead time by stocking location, and what is the price.” Aeroxchange is differentiated by its highly secure environment for the transmission of real time and near real time parts information, says Koszarek — “not just who has it or getting a quote for it, but generating and securely delivering the purchase order, acknowledgments, shipments, tracking, receipts and invoices”. The system can electronically co-ordinate repair work for landing gear, thrust reversers, APUs, valves and other components. It also supports asset management programmes such as flight hour services or power by the hour services backed by supplier-sponsored asset pools. Finally, he says, the system handles the electronic transactions surrounding loans/borrows. “When you have an airplane that’s gone AOG and you need to find which one of your airline friends has a part that you may borrow for a period of time for a daily lease rate, Aeroxchange synchronises the supply chain for the loan/borrow transaction environment in a
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very real time, very accurate way,” comments Koszarek. The Aeroxchange community includes suppliers as well as the airlines and MROs who consume the parts and repairs, Koszarek adds, and the network enables OEMs to purchase and manage repair activities. Access can be attained via the internet in secure https mode, file transfer protocol or an EDI connection over a value added network such as SITA. “No two suppliers are exactly alike,” he explains. In addition, the company has been working with the ERP vendors to build electronic bridges to systems ranging from SAP, Ultramain, AMOS, Oracle and Ramco to the old green-screen Sceptre and Maxi-Merlin. The factors that helped Aeroxchange succeed where others failed, Koszarek considers, include deep domain knowledge in the airline MRO space, a highly secure environment and a strong belief in lean principles: “We’re very frugal and we invest our resources in what we think is the right technology for the airline industry and the airline-related supply chain,” he concludes. “For us, locating parts is important, it’s very important that your solution be fully integrated with the OEMs as part of that,
and, yes, it’s important to carry the transaction and the communication all through the different order life cycles, all the way through invoice and payment.”
A new player emerges There is still a need for new players in the parts locator market, according to Ludo Van Vooren, VP customers with recent start-up Fipart. “There still exist challenges out there when it comes to locating spare parts on the internet,” he says, going on to list four. The first is unrepresentative inventory. “There are still a lot of companies listing parts that are not there, they’re phantom parts, they’re not in the condition that they should be, or they’re missing documentation,” he explains. Another challenge is the lack of pricing. “Some parts can not be publicly priced because it’s a competitive,” he accepts. “Probably 70 or 80 per cent of the parts are pretty benign, but everybody insists on going through an RFQ process.” The result is a lot of price fishing, with people sending an RFQ just to find out what the price is. Ending the RFQ is the third challenge, Van Vooren believes: “There are so many unneces-
We're enabling OEMs to look at the market space and see where PMAs are beginning to acquire more opportunities so the OEMs can make decisions about a PMA line themselves. —Brian Tolley, CEO, PartsBase
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Quick and timely support of spare parts is crucial to avoid long AOG situations. sary RFQs out there that suppliers simply don’t bother answering them and that is extremely frustrating to genuine buyers.” The fourth is dishonest suppliers: “The aftermarket is still made up of hundreds if not thousands of small companies, some of them with less than ideal reputations. That dishonesty needs to be weeded out with a transparent, open platform.” Fipart aims to address these challenges through the use of better search technology and the addition of customer feedback, “a little bit like what is happening on eBay in the consumer world”. Today, Van Vooren says, there is no way to tell others in the industry if you are satisfied with a supplier: “You can go to conferences and have conversations in the corridor, but there really is no place for you to encourage good suppliers and identify them as good to do business with. Conversely, you want to point out people that are not doing a good business.” In the corridors of one recent conference in London, he says, he heard people sharing “nightmare stories about dealing with one vendor or another”. He expands: “These stories are worth hearing by everybody, because if they were known people would not waste time and energy dealing with [them].” To those who fear the effects of negative ratings, he says: “They’re going to give you a negative rating behind your back anyway and you would never find out. If they do it on a platform you have a chance to go fix it. Often those negative ratings are linked to one bad employee, and if the supplier never knows about it then they acquire a bad reputation without having a chance to rectify it.” The social aspect needs to be backed up by statistics, he maintains: “If you are a supplier
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that diligently responds to RFQs you should be rewarded for that. If you pick and choose and respond once in a blue moon then buyers should be aware that they may or may not get an answer.” Combining transparency, peer review and statistics can help buyers and suppliers alike refine their searches on the basis of a quality rating as well as other factors such as proximity: “If you combine all that I think you have a modern approach, and if you pull all that together in an affordable package I think you have a winning solution.” Fipart covers parts, repair capabilities and other aviation services such as tools and painting, Van Vooren adds: “If you have something to sell you can load a catalogue, load a capability or load an inventory into Fipart, and then if you’re looking to buy something you simply come to the site and type what you’re looking for. It will pull up the results and allow you to refine that search based on the criteria that are important to you, such as your preferred companies or the proximity of the part.”
Social networking Where the venture capital-funded Fipart charges its members “less than $1 a day,” according to Van Vooren, rival StockMarket.aero charges nothing at all. Director Jason Cordoba explains that the service pays its way by attracting potential new clients for its parent, ERP software supplier Component Control, whose Quantum Control software already has 1,400 users. “They use our software and have inventory and they update our StockMarket in real time,”
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he says. â&#x20AC;&#x153;All their inventory adjustments automatically feed in real time, every ten seconds. Itâ&#x20AC;&#x2122;s the fastest the industryâ&#x20AC;&#x2122;s ever had. Thatâ&#x20AC;&#x2122;s one of the edges we have.â&#x20AC;? Another 1,000 vendors submit spreadsheets of available parts, â&#x20AC;&#x153;just like they do to ILS or Fipartâ&#x20AC;?. Brokers, though, are not welcome. â&#x20AC;&#x153;If a broker wants to list a bunch of fictitious inventory, we suggest that they list themselves as a distributor,â&#x20AC;? Cordoba explains. The result is that StockMarketâ&#x20AC;&#x2122;s 1,000-plus airline users â&#x20AC;&#x153;know that when they send an RFQ or if they get somebodyâ&#x20AC;&#x2122;s phone number itâ&#x20AC;&#x2122;s going to be inventory in stock. If itâ&#x20AC;&#x2122;s not, then we just remove them from the marketplaceâ&#x20AC;?. StockMarket also majors on social networking. â&#x20AC;&#x153;It gives more life to everyoneâ&#x20AC;&#x2122;s message,â&#x20AC;? he says. â&#x20AC;&#x153;If everybodyâ&#x20AC;&#x2122;s on a social network all day youâ&#x20AC;&#x2122;ve got to go to where the people are. And they all get redirected right back to our StockMarket web site through the social networks.â&#x20AC;? About 300 people are redirected this way every day, he says. Cordoba likens traditional services to a shopping mall charging an admission fee to enter then further fees to look at individual shops and find out what their prices are. â&#x20AC;&#x153;Thatâ&#x20AC;&#x2122;s whatâ&#x20AC;&#x2122;s happened with the industry for about 30 years,â&#x20AC;? he says. â&#x20AC;&#x153;Thatâ&#x20AC;&#x2122;s why we get 260,000 searches a day. If you put a product out there thatâ&#x20AC;&#x2122;s free and has a clean marketplace itâ&#x20AC;&#x2122;s going to get searched like crazy and thatâ&#x20AC;&#x2122;s exactly what has happened.â&#x20AC;? The service itself is modelled on Google, he says. â&#x20AC;&#x153;When you go to Googleâ&#x20AC;&#x2122;s home page itâ&#x20AC;&#x2122;s very plain and youâ&#x20AC;&#x2122;ve got your search box. Thatâ&#x20AC;&#x2122;s one of the reasons itâ&#x20AC;&#x2122;s such a success. So you go to the website, you put in a part number, you
hit search, you get all the vendors. And thatâ&#x20AC;&#x2122;s it, you get the stuff immediately.â&#x20AC;? There is also a broadcast message tab that enables users to feed messages to the StockMarket Twitter, Linkedin and Facebook channels: â&#x20AC;&#x153;That extends the lives of everyoneâ&#x20AC;&#x2122;s message,â&#x20AC;? he states.
Getting active Operational since 1979 and now owned by Boeing subsidiary and major parts distributor Aviall, Inventory Locator Service operates what is claimed to be the worldâ&#x20AC;&#x2122;s most active marketplace for aviation parts and services, with more than 76 million line items listed and more than 23,000 users. A part number search displays results for that item on the parts availability results screen, with tabs containing related information on the left side of the results screen. Depending on the customerâ&#x20AC;&#x2122;s ILSmart package, they include MRO capability, message broadcast, government data, supplier directory, parts stats and pricing and other resources. ILSmart can also be searched by keyword, with results including the names of companies who have that keyword listed in their company profile as well as parts related to that keyword. Message broadcasts, ILSmartâ&#x20AC;&#x2122;s version of classified ads, enable companies to advertise something for sale or let the community know when a certain part is needed. Company profiles in the supplier directory show each userâ&#x20AC;&#x2122;s contact information, certifications, MRO capabilities, and details about what parts they supply and which aircraft they support. Other services include supply and demand data and supply chain management software to optimise business performance. â&#x2013;
We're very frugal and we invest our resources in what we think is the right technology for the airline industry and the airline-related supply chain. â&#x20AC;&#x201D;Albert Koszarek, president and CEO, Aeroxchange
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73
Photo: Katsuhiko Tokunaga
REGIONAL PERSPECTIVE
Speaking for itself: Sukhoi Superjet 100
The ‘intelligent’ fly-by-wire Sukhoi Superjet 100 promises the latest technological innovations as well as lower maintenance costs. With orders on the books, and commercial flights already taking place, Jason Holland examines the future potential of the programme. he new Sukhoi Superjet 100 (SSJ100), according to programme leaders, represents the first aircraft able to merge into a single product the strength and expertise of a range of top Western suppliers with the Russian aerospace industry’s experience in structures and aerodynamics. The 100-seat fly-by-wire regional aircraft was designed, developed and built by Russian manufacturer Sukhoi Civil Aircraft Company (SCAC), in partnership with Finmeccanica subsidiary Alenia Aeronautica, and utilised Boeing as a consultant to the project. Primarily competing with Embraer’s E-Jets and Bombardier’s CRJs, the SSJ100’s stated aim is to achieve lower operating costs and unrivalled passenger comfort levels. Although the SSJ programme began with three variants, there are now only two, with the current focus very much on the 100-seat version. A smaller 75-seat version is also available. It is a good time to investigate the potential of the SSJ programme. The aircraft has already entered commercial service, with the first com-
T
74 ❙ Aircraft Technology - Paris 2011 Special ❙
mercial flight conducted by Armavia on April 21, 2011 — just two days after official delivery to the launch customer. In its first month of operation, the first SSJ100 made 66 total flights, all performed at 35,000–39,000ft altitude and at the speed of 0.78-0.8 Mach. Additionally, the aircraft spent more than 168 hours in flight, and took more than 2,885 passengers a total distance of 85,800km. Moreover, no failure which would have impacted on the airworthiness of the aircraft was registered during the whole period of operation. The first SSJ100 achieved 98 per cent dispatch reliability in its first month of operation. “The SSJ100 perfectly fits the Armavia fleet, [which currently contains] mostly CRJ200, A319 and A320 aircraft,” says Armavia owner Mikhail Bagdasarov. “Owing to high economic efficiency and good operational capabilities we can schedule the aircraft both to regional and to short-haul routes — basing this on current passenger load per each flight.” SSJ100 crew chief Sergey Kharatyan also gave a thumbs up after the first flight. “It is a
great aircraft and it allows intensive operation [even] at entry into service. Both crew and passengers will have only positive impressions.” Reporting on the flight itself, Kharatyan says: “The aircraft is easy and comfortable to control, and the cockpit is quiet and allows effortless communication between pilots. The cabin is spacious and comfortable too; the passengers do not have any difficulties while boarding or placing their baggage.” SCAC plans to make 12 further aircraft deliveries in 2011: these will be one additional aircraft to Armavia, 10 aircraft to Aeroflot, and one aircraft to Yakutia from a Finance Leasing Company order. Looking further ahead, 25 aircraft are expected to be delivered in 2012. When interviewed, SuperJet International — a joint venture between Alenia Aeronautica and Sukhoi Holding set up to market and provide worldwide logistic support for the SSJ100 — confirmed that as of the end of May 2011, six aircraft were in the final assembly shop in Komsomolsk-on-Amur, in Far East Russia, while 17 aircraft are in serial production at various stages of completion. The aircraft has already
REGIONAL PERSPECTIVE
received certification from Russian aircraft certification authority IAC AR — and EASA certification is expected to be finalised by October 2011. In the rest of this article, we will explore the future direction of the programme, the innovations and technologies that are driving it, and ponder its potential success on the world stage.
Design considerations SuperJet International says the SSJ100 was designed taking into consideration the specific needs of airlines. A lengthy period of consultation took place, and included many major western airlines, who participated on ‘Airline Advisory Boards’. This reflects the international approach the programme has taken — while the SSJ is likely to be successful in Russia, it is an aircraft seeking global customers. Indeed, the aim of the advisory boards was to “jointly develop an aircraft which best fits the airlines’ needs and requirements”, according to SuperJet. The principle of reducing operating costs was of fundamental importance during the design phase. The aircraft’s “superior aerodynamics” and low maintenance costs mean that overall operating costs will be 10 per cent lower than its most direct competitors, according to SuperJet calculations. Most obviously, a new turbofan engine — the SaM 146 — was specifically tailored for the SSJ100 by Powerjet, a joint venture company between Snecma and NPO Saturn. Based on the well proven CFM56 platform, the finished engine provides 62 to 77.8KN of thrust and takes advantage of Snecma’s solid experience in commercial engines manufacturing and support. Fuel burn and carbon emissions were also vital considerations during the design phase. “The SSJ100’s higher fuel efficiency delivers its operators more profitability: it guarantees a great advantage per seat than the competitors, it ensures considerable fuel savings and minor carbon tax to the airlines, and it minimises carbon emissions as well,” says a SuperJet spokesman. “The SSJ100 confirms itself to be a real environmentally friendly aircraft.” Another essential goal during the design stage is the reduction of maintenance costs to the greatest extent possible. A number of implemented design factors mean that the SSJ100 can lay claim to being the most maintenance efficient aircraft in the RJ category, according to SuperJet, with preliminary evidence showing that it will be 10-12 per cent less costly to maintain.
Technical innovations One of the most interesting aspects of the aircraft programme is that the SSJ100 incorporates some of the most advanced systems
Powerjet’s SaM146 engine during tests. The engine was specifically tailored for the SSJ100 and is based on the well proven CFM56 platform.
available in commercial aviation today. The manufacturer says the aircraft was conceived during the design phase to integrate on-board “the most advanced avionics technical solutions with the highest level of airframe simplification”. Many of the systems have so far only been applied on the latest, most advanced aircraft programmes — the A380 and 787, and include: an ‘Integrated Modular Avionics’ suite; ‘Avionics Full-DupleX’ communication Ethernet network; fully digital fly-by-wire control systems; a centralised maintenance system; a fuel free water detection system; a digital air data system; and an integrated air management system. According to the SuperJet spokesman, these and many other technical solutions have been developed to “increase aircraft reliability and enhance redundancy level, and decrease maintenance workload on- and off-wing”, thus reducing direct maintenance costs and spares inventory levels. Attention has been paid to all details, for instance, aircraft accessibility has been optimised with the support of one the most advanced aircraft-human interface simulators currently available — Catia’s ‘Human Builder’ toolset. The SaM146 engine provides additional innovations which combine for: high reliability; an overall reduced spare parts count of about 20 per cent; enhanced engine accessibility and monitoring; large EGT margins; and unified Cycle-LLP for simplified management. These factors all contribute to long on-wing life and lower maintenance costs. Because of the application of hi-tech solutions, an overall work-load reduction is derived. To back this statement up,
SuperJet has calculated that it will take no longer than 15 minutes to replace the avionic suite LRUs; 20 minutes to replace engine NOGO LRUs; 2.5 hours for engine replacement; and asserts that there will be fewer pieces of special test equipment and fewer maintenance staff required to perform troubleshooting, due to enhanced CMS capabilities. Engine maker PowerJet has launched an aftermarket support service — PowerLife — for the engine. The maintenance network will focus on the entire propulsion system, including components and the nacelle. The service will consist of an aircraft-on-ground hotline, engine data and documentation, field representatives and maintenance facilities, spare part distribution centres, and training, with operators able to select either time-and-material or flight hourbased engine support services. PowerJet has established maintenance centres and warehouses in both Russia and France. Meanwhile, SuperJet itself has established spare parts warehouses at both Sheremetyevo and Frankfurt airports. One of the most significant technologic solutions adopted to ease SSJ100 maintainability is the aforementioned multifunctional fully-digital fly-by-wire system. Manufactured by Liebherr Aerospace, the system affords a number of advantages. The primary and secondary flight control systems, controlled by digital processors, do not contain any mechanical linkage or back-up cables, thus avoiding the heavy workload of special detailed inspection, lubrication, tensioning and rigging associated with mechanical control paths. The higher system reliability combines with reduced complexity, simplified
❙ Aircraft Technology - Paris 2011 Special ❙ 75
REGIONAL PERSPECTIVE
The most obvious, and currently largest, market for the SSJ100 is in Russia and other CIS countries. However, the aircraft will ultimately be judged on its international success. maintenance and fault isolation practices, and a full on condition maintenance philosophy. From the airframe maintenance standpoint, the SSJ100 MRBR recently approved and developed with a “No Letter Check” approach. The programme also claims the highest maintenance intervals in the RJ category, at 750 flight hours (FH) for tasks equivalent to an A check, 7,500 FH for tasks equivalent to a C check, and a structural threshold at 24,000 cycles, or eight years, with phased intervals. “This provides operators the possibility of reducing the SSJ100 maintenance frequency and minimising out-of-phase tasks, and additionally the flexibility to tailor the operator’s maintenance programme to its own specific network needs,” states the SuperJet spokesman. While taking advantage of the expertise of the Western suppliers, SuperJet believes “the aircraft distinguishes itself for the world-leading Russian aerodynamics”. The SSJ100 combines the best of Russian aerospace with systems that feature in the world’s latest and greatest aircraft. “We continue working on improving the aircraft’s efficiency in order to make the SSJ100 the new benchmark in the 100-seat market thanks to its state-of-the-art technology,” explains the spokesman. The spokesman is in no doubt that the Sukhoi Superjet 100 is superior to its competitors “in terms of both quality and acquisition and therefore operational costs”, citing the innovations described above. Additionally, the company says, the fact that flight testing has already taken place and the aircraft is in commercial service gives it an advantage over the non-flying competition — named as the Bombardier CSeries and Mitsubishi MRJ regional jet — which the spokesman observes are “pretty far away”.
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❙ Aircraft Technology - Paris 2011 Special ❙
Finally, SuperJet cites passenger comfort as another distinguishing factor. “Compared to the short-medium range, the SSJ100 is able to provide passengers and crew with the maximum comfort,” says the spokesman. The company says the seats, arranged in a 3+2 configuration, are wider; more headroom is available; bigger luggage compartments are provided, and the aircraft features a larger cabin than its currently flying competitors — the Embraer 190 and Bombardier CRJ 900.
Great expectations The big question will be whether these design and technology advantages are enough to make the SSJ100 a global powerhouse. “Our idea as a new comer is to be better in all areas, in order to be considered by airlines that already have good product options,” says the spokesman. SuperJet believes the fact that it has established partnerships with renowned companies across the world will persuade potential customers of its quality and intent. And with the aircraft already in operation and set for further exposure, “it will be much easier for us to introduce the SSJ100 to a wide range of customers, because the aircraft speaks for itself in terms of comfort, maintenance and performance”. A recent 15-aircraft contract (with options) signed with Mexican airline Interjet gives the SSJ100 programme plenty of hope, and for SuperJet, confirmed its belief in the future market for 100-seat aircraft: “We showed that the flexibility of our product, which combines a passenger experience comparable to a mainliner with the operational costs of a regional, fits best with their network”. The company is currently in discussions with several “major” airlines and is working particularly intensively in the Americas markets. “American customers are becoming more and more interested,” says
the spokesman, but SuperJet is also “focusing our efforts in Europe”. One potential market niche identified for the SSJ100 is in Africa. This is because the aircraft is suitable for various operations, for both hub and spoke and point-to-point traffic. Meanwhile, SCAC has already received launch contracts from South-East Asian airlines and is continuing to focus sales and communications activities in Asia. Potential customers in the emerging markets of India and the Middle East have already been approached “based on airlines’ interest”. The most obvious, and currently largest, market for the SSJ100 remains in Russia and other CIS countries. With much of the Russian aerospace industry having an interest in the programme, SCAC can boast very close working ties with operators in the country, as well as in Belarus, Armenia and other CIS countries. In this region of the world, the SSJ100 is regarded as a successor to the Tupolev Tu-134 and Yakovlev Yak-42 aircraft, and the programme will thus almost certainly have great success in domestic markets. Nevertheless, the SSJ will ultimately be judged on its international success, and SuperJet is expecting further contracts to start coming in. “We hope that in the near future we can finalise a purchase agreement with one of the customers we are currently working with,” concludes the spokesman. Meanwhile, the programme is already looking ahead to future opportunities. A stretched version of the SSJ100, which would have 100to 130-seats, has been speculated. According to the spokesman it is currently being reviewed: “We are considering several options, in order to provide an enlargement of the new generation SSJ100 family. All the options are currently under evaluation by our shareholders in the framework of an overall product policy.” ■
Hi-tech on board. The safety factor ensures success: Electropneumatic bleed air valves from Liebherr keep working reliably at air temperatures as high as 600°C and pressures reaching 40 bars â&#x20AC;&#x201C; even under the most extreme conditions. These components are used in many aircraft programs. Advanced technologies are our business.
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Paris Air Show June 20-26, 2011 Hall 2 B, Stand D172
Liebherr-Aerospace & Transportation SAS 408 avenue des Etats-Unis 31016 Toulouse Cedex 2, France Phone: +33 5 61 35 28 28 E-mail: info.lli@liebherr.com www.liebherr.com
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DATA & DIRECTIVES
Aircraft data: Bombardier Dash 8 & Q400 Operator fleet listing with engine Operator
Operator Country
Equipment Aircraft role Family
Equipment Type
Model
Engine Model
ANA WINGS ANA WINGS ANGOLAN GOVERNMENT ARIK AIR ASKY AIRLINES AUGSBURG AIRWAYS BABOO BANCO DE MEXICO BARRICK GOLD CORPORATION BLUE BIRD AVIATION [KENYA] BOMBARDIER INC. BOMBARDIER INC. ABU DHABI AVIATION ABU DHABI AVIATION BOMBARDIER INC. BRUSSELS AIRLINES AMAKUSA AIRLINES CARIBBEAN AIRLINES
JAPAN JAPAN ANGOLA NIGERIA TOGO GERMANY SWITZERLAND MEXICO CANADA KENYA CANADA CANADA UNITED ARAB EMIRATES UNITED ARAB EMIRATES CANADA BELGIUM JAPAN TRINIDAD & TOBAGO
Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Other Pax. Pax. Other Pax. Pax. Pax.
DHC-8-300 DHC-8-400 DHC-8-300 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-200 DHC-8-200 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-300 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-100 DHC-8-300
DHC-8Q-314 DHC-8Q-402 DHC-8Q-315 DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-402 DHC-8Q-402 DHC-8Q-202 DHC-8Q-202 DHC-8Q-402 DHC-8Q-402 DHC-8Q-402 DHC-8Q-315 DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-402 DHC-8Q-103B DHC-8Q-311B
PW123B PW150A PW123E PW150A PW150A PW150A PW150A PW123D PW123D PW150A PW150A PW150A PW123E PW150A PW150A PW150A PW121 PW123
78 ❙ Aircraft Technology - Paris 2011 Special ❙
DHC8-300 Q400 DHC8-300 Q400 Q400 Q400 Q400 DHC8-100/200 DHC8-100/200 Q400 Q400 Q400 DHC8-300 Q400 Q400 Q400 DHC8-100/200 DHC8-300
Aircraft count
5 15 1 2 1 9 2 2 1 3 1 2 5 1 1 1 1 1
DATA & DIRECTIVES
Operator fleet listing with engine (cont...) Operator
Operator Country
Equipment Aircraft role Family
Equipment Type
Model
Engine Model
CARIBBEAN AIRLINES ALL NIPPON AIRWAYS COLGAN AIR COLGAN AIR COMMUTAIR WIDEROE’S FLYVESELSKAP COMMUTAIR WIDEROE’S FLYVESELSKAP COMMUTAIR WIDEROE’S FLYVESELSKAP WIDEROE’S FLYVESELSKAP WIDEROE’S FLYVESELSKAP COMMUTAIR CROATIA AIRLINES EASTERN AUSTRALIA AIRLINES ETHIOPIAN AIRLINES FIELD AVIATION COMPANY INC. FLIGHTWORKS INC. FLYBE AIRES COLOMBIA AIRES COLOMBIA HELI MALONGO HELI MALONGO HELI MALONGO HORIZON AIR [WA-USA] VOYAGEUR AIRWAYS HORIZON AIR [WA-USA] AERO CONTRACTORS AERO CONTRACTORS HORIZON AIR [WA-USA] HORIZON AIR [WA-USA] HYDRO-QUEBEC INTERSKY LUFTFAHRT INTERSKY LUFTFAHRT AIR PHILIPPINES AIR PHILIPPINES ISLAND AVIATION SERVICES AIR PANAMA ISLAND AVIATION SERVICES JAPAN AIR COMMUTER JAPAN CIVIL AVIATION BUREAU AIR NOSTRUM JAZZ AIR AIR NIUGINI AIR NIUGINI AIR NELSON LINHAS AEREAS DE MOCAMBIQUE LUFTFAHRTGESELLSCHAFT WALTER LUXAIR LUXAIR LYNX AVIATION
TRINIDAD & TOBAGO JAPAN USA USA USA NORWAY USA NORWAY USA NORWAY NORWAY NORWAY USA CROATIA AUSTRALIA ETHIOPIA CANADA AFGHANISTAN UNITED KINGDOM COLOMBIA COLOMBIA ANGOLA ANGOLA ANGOLA USA CANADA USA NIGERIA NIGERIA USA USA CANADA AUSTRIA AUSTRIA PHILIPPINES PHILIPPINES MALDIVES PANAMA MALDIVES JAPAN JAPAN SPAIN CANADA PAPUA NEW GUINEA PAPUA NEW GUINEA NEW ZEALAND MOZAMBIQUE GERMANY LUXEMBOURG LUXEMBOURG USA
Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Other Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax.
DHC-8-300 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-200 DHC-8-400 DHC-8-200 DHC-8-400 DHC-8-200 DHC-8-400 DHC-8-300 DHC-8-300 DHC-8-200 DHC-8-400 DHC-8-300 DHC-8-400 DHC-8-300 DHC-8-200 DHC-8-400 DHC-8-400 DHC-8-200 DHC-8-300 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-300 DHC-8-400 DHC-8-300 DHC-8-300 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-300 DHC-8-300 DHC-8-400 DHC-8-300 DHC-8-200 DHC-8-300 DHC-8-300 DHC-8-400 DHC-8-300 DHC-8-300 DHC-8-400 DHC-8-400 DHC-8-300 DHC-8-300 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-400
DHC-8Q-315 DHC-8Q-402 (NG) DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-202 DHC-8Q-402 (NG) DHC-8Q-202 DHC-8Q-402 (NG) DHC-8Q-202 DHC-8Q-402 DHC-8Q-315 DHC-8Q-311B DHC-8Q-202 DHC-8Q-402 DHC-8Q-315 DHC-8Q-402 (NG) DHC-8Q-315 DHC-8Q-201 DHC-8Q-402 DHC-8Q-402 DHC-8Q-201 DHC-8Q-315 DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-402 DHC-8Q-314 DHC-8Q-402 DHC-8Q-311 DHC-8Q-315 DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-402 DHC-8Q-314 DHC-8Q-315 DHC-8Q-402 DHC-8Q-314 DHC-8Q-202 DHC-8Q-311 DHC-8Q-314 DHC-8Q-402 DHC-8Q-315 DHC-8Q-315 DHC-8Q-402 (NG) DHC-8Q-402 (NG) DHC-8Q-314 DHC-8Q-311 DHC-8Q-402 DHC-8Q-402 DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-402
PW123E PW150A PW150A PW150A PW123D PW150A PW123D PW150A PW123D PW150A PW123E PW123 PW123D PW150A PW123E PW150A PW123E PW123C PW150A PW150A PW123C PW123E PW150A PW150A PW150A PW123B PW150A PW123 PW123E PW150A PW150A PW150A PW123B PW123E PW150A PW123B PW123D PW123 PW123B PW150A PW123E PW123E PW150A PW150A PW123B PW123 PW150A PW150A PW150A PW150A PW150A
DHC8-300 Q400 Q400 Q400 DHC8-100/200 Q400 DHC8-100/200 Q400 DHC8-100/200 Q400 DHC8-300 DHC8-300 DHC8-100/200 Q400 DHC8-300 Q400 DHC8-300 DHC8-100/200 Q400 Q400 DHC8-100/200 DHC8-300 Q400 Q400 Q400 DHC8-300 Q400 DHC8-300 DHC8-300 Q400 Q400 Q400 DHC8-300 DHC8-300 Q400 DHC8-300 DHC8-100/200 DHC8-300 DHC8-300 Q400 DHC8-300 DHC8-300 Q400 Q400 DHC8-300 DHC8-300 Q400 Q400 Q400 Q400 Q400
Winner 2011 Best Spare Parts Provider
Aircraft count
1 6 14 15 2 5 5 1 1 1 1 1 6 6 15 7 2 1 60 4 1 3 2 2 29 1 5 1 2 10 5 2 1 1 5 3 1 1 1 11 1 10 15 2 1 23 2 10 4 1 4
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❙ Aircraft Technology - Paris 2011 Special ❙
79
DATA & DIRECTIVES
Operator fleet listing with engine (cont...) Operator
Operator Country
Equipment Aircraft role Family
Equipment Type
Model
Engine Model
MALEV MALEV MEXICAN NAVY MIG AVIATION 3 LTD. NATIONAL JET EXPRESS NORTH CARIBOO FLYING SERVICE NORTHROP GRUMMAN AVIATION INC. OLYMPIC AIR OLYMPIC AIR ORIENTAL AIR BRIDGE PETRO AIR PETROLEUM AIR SERVICES PORTER AIRLINES PORTER AIRLINES PROVINCIAL AIRLINES REGENT AIRWAYS REGIONAL 1 AIRLINES RIVERS STATE GOVERNMENT RYUKYU AIR COMMUTER RYUKYU AIR COMMUTER RYUKYU AIR COMMUTER SAKHALIN AIRLINES SATA AIR ACORES SKY REGIONAL AIRLINES SKY WORK SMART AVIATION [EGYPT] AIR BALTIC UNITED STATES DEPT. OF STATE AIR BALTIC SOUTH AFRICAN EXPRESS AIRWAYS SPICEJET SUNSTATE AIRLINES SUNSTATE AIRLINES AIR AFFAIRES GABON TASSILI AIRLINES TASSILI AIRLINES TRAVIRA AIR TYROLEAN AIRWAYS TYROLEAN AIRWAYS UNDISCLOSED UNDISCLOSED UNI AIRWAYS CORPORATION
HUNGARY HUNGARY MEXICO GREECE AUSTRALIA CANADA USA GREECE GREECE JAPAN LIBYA EGYPT CANADA CANADA CANADA BANGLADESH CANADA NIGERIA JAPAN JAPAN JAPAN RUSSIA PORTUGAL CANADA SWITZERLAND EGYPT LATVIA USA LATVIA SOUTH AFRICA INDIA AUSTRALIA AUSTRALIA GABON ALGERIA ALGERIA INDONESIA AUSTRIA AUSTRIA (blank) (blank) TAIWAN
Pax. Pax. Pax. Pax. Pax. Pax. Other Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Pax. Other Pax. Pax.
DHC-8-400 DHC-8-400 DHC-8-200 DHC-8-400 DHC-8-300 DHC-8-300 DHC-8-200 DHC-8-400 DHC-8-400 DHC-8-200 DHC-8-300 DHC-8-300 DHC-8-400 DHC-8-400 DHC-8-300 DHC-8-300 DHC-8-200 DHC-8-200 DHC-8-100 DHC-8-100 DHC-8-300 DHC-8-300 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-300 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-300 DHC-8-200 DHC-8-400 DHC-8-300 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-400 DHC-8-300
DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-202 DHC-8Q-402 DHC-8Q-315 DHC-8Q-311B DHC-8Q-202 DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-201 DHC-8Q-315 DHC-8Q-315 DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-315 DHC-8Q-314 DHC-8Q-202 DHC-8Q-201 DHC-8Q-103 DHC-8Q-103B DHC-8Q-314 DHC-8Q-311B DHC-8Q-402 (NG) DHC-8Q-402 DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-402 (NG) DHC-8Q-315 DHC-8Q-402 (NG) DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-314 DHC-8Q-202 DHC-8Q-402 DHC-8Q-315 DHC-8Q-402 DHC-8Q-402 (NG) DHC-8Q-402 DHC-8Q-402 DHC-8Q-311
PW150A PW150A PW123D PW150A PW123E PW123 PW123D PW150A PW150A PW123C PW123E PW123E PW150A PW150A PW123E PW123B PW123D PW123C PW121 PW121 PW123B PW123 PW150A PW150A PW150A PW150A PW150A PW123E PW150A PW150A PW150A PW150A PW150A PW123B PW123D PW150A PW123E PW150A PW150A PW150A PW150A PW123
Q400 Q400 DHC8-100/200 Q400 DHC8-300 DHC8-300 DHC8-100/200 Q400 Q400 DHC8-100/200 DHC8-300 DHC8-300 Q400 Q400 DHC8-300 DHC8-300 DHC8-100/200 DHC8-100/200 DHC8-100/200 DHC8-100/200 DHC8-300 DHC8-300 Q400 Q400 Q400 Q400 Q400 DHC8-300 Q400 Q400 Q400 Q400 Q400 DHC8-300 DHC8-100/200 Q400 DHC8-300 Q400 Q400 Q400 Q400 DHC8-300
Aircraft count
4 4 1 1 1 1 3 4 5 2 1 5 18 6 1 2 1 1 1 1 1 1 4 1 1 2 3 5 5 2 15 21 7 1 4 4 1 10 4 1 1 1
Source: OAG Aviation
80 ❙ Aircraft Technology - Paris 2011 Special ❙
For an ultra quiet aircraft, it’s making a lot of noise The noise and emission levels of the new Sukhoi Superjet 100 are substantially better than the ICAO rules require. The noise and excitement comes from regional operators around the world who recognise that the Sukhoi Superjet 100 family has the combination of state of the art technology, reliability – plus lower fuel consumption and operating costs – they need to build networks and profitability. Sound good? Find out more at www.superjetinternational.com
We know where the world’s going
Visit us at our Chalet in row A296 at the Paris Air Show