aircraft technology engineering & maintenance paris edition

The leading international magazine for the manufacturing and MRO sectors of commercial aviation

Paris Air Show 2011 Special Issue www.ubmaviationnews.com

PARIS AIR SHOW 2011

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C O N T E N T S

Paris Air Show 2011 Special Issue

DATA & DIRECTIVES78 Industry data: Bombardier Dash 8 & Q400

PARIS SHOW GUIDE4 Paris Air Show 2011 Exhibitor Hall Index, map and opening times

INDUSTRY FOCUS18 Aviation focus: QuebecThe centre of Canada’s aerospace industry, Quebec boasts a rich engi-neering heritage, a highly skilled workforce, end-to-end capabilities, anda strong R&D focus. Joanne Perry investigates.

TECHNOLOGY & INNOVATION28 CFM’s new LEAP-X engineThe LEAP-X is on track for certification in 2014, according to CFM, offering a15 per cent improvement in fuel efficiency and lower noise and emissionswhile holding the line on maintenance cost and reliability.

INFORMATION TECHNOLOGY66 Transparency in the supply chainEstablished players are honing their offerings in the parts locator mar-ket as younger rivals turn to social networking techniques in an effort todifferentiate their systems, says Bernard Fitzsimons.

ENGINEERING & MAINTENANCE34 Growing together, not apartWith OEMs seemingly striving to take a stronger position in the after-market, it need not be doom and gloom for MROs. Tony Arrowsmith looksat OEM/MRO networks from the manufacturers’ perspective.

44 Boeing 737 maintenanceThe bestselling 737 programme has long enjoyed a good reputationamong maintenance technicians, but as the number of NGs in the world-wide fleet rises, and the Classics begin to phase out, how will the MROlandscape be affected?

54 Airframe heavy maintenance directory — Part 3The capabilities and facilities of MRO companies in Europe.

60 End-of-life solutions: Retirement is not what it used to beAs increasing numbers of aircraft are retired from service, Joanne Perryspeaks to OEMS, dismantlers, parts redistributors, materials recyclers,researchers and the Aircraft Fleet Recycling Association (AFRA) to dis-cover how aircraft can be born again.

Aircraft Technology Engineering & Maintenance (ATE&M) (ISSN: 0967-439X - USPS 022-901)is published bi- monthly, in February, April, June, August, October andDecember with an extra issue in July, plus annual issues of theyearbooks 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 atUBM 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: [email protected]: +44 (0) 207 579 4873Fax: +44 (0) 207 579 4848Website: 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 UBMAviation Publications Ltd, has used its best efforts in collecting andpreparing material for inclusion in ATE&M but cannot and does notwarrant that the information contained in this product is complete oraccurate and does not assume and hereby disclaims, liability to anyperson for any loss or damage caused by errors or omissions in ATE&Mwhether such errors or omissions result from negligence, accident orany other cause.

This publication may not be reproduced or copied in whole or in part byany means without the express permission of UBM AviationPublications Limited.

Aircraft Technology Engineering & Maintenance™ is a licensedtrademark of UBM Aviation Publications Limited. All trademarks used under license from UBM Aviation Publications Ltd.

© 1999 – 2011, UBM Aviation Publications Limited. All rights reserved.

EDITORJason Holland: [email protected]

ASSISTANT EDITORJoanne Perry: [email protected]

EDITORIAL CONTRIBUTORSTony Arrowsmith, Bernard Fitzsimons

PRODUCTION MANAGERPhil Hine: [email protected]

E-EDITOR & CIRCULATION MANAGERPaul Canessa: [email protected]

MEDIA MANAGER - EUROPE, ASIA & AFRICAAlan Samuel: [email protected]

PUBLISHER & SALES DIRECTOR - USASimon Barker: [email protected]

GROUP PUBLISHERAnthony Smith: [email protected]

Cover image: © Jens Teichmann/ShutterstockSuperJet 100 image © Katsuhiko Tokunaga

REGIONAL PERSPECTIVE74 Speaking for itself: Sukhoi Superjet 100The ‘intelligent’ fly-by-wire Sukhoi Superjet 100 promises the latest tech-nological innovations as well as lower maintenance costs. With orders onthe books, and commercial flights already taking place, Jason Hollandexamines the future potential of the programme.

TOC Page_News_111 09/06/2011 12:59 Page 1

Boeing strong s

LHT_DPScheck_dps ATEMParis 14/06/2011 11:14 Page 2

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 air-

crafts, 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: [email protected]

www.lufthansa-technik.com/747-8

Call us: +49-40-5070-5553

g since 1960.

Launch customer 747-8 Intercontinental

More mobility for the world

Visit us at the

Paris Air Show

June 20–26

Booth BC 78-94

Hall 4

LHT_DPScheck_dps ATEMParis 14/06/2011 11:15 Page 3

4 ❙ Aircraft Technology- Paris 2011 Special ❙

PARIS 2011 GUIDE

ExhibitorsOpening times Trade Visitors General Public

Monday 20th to Thursday 23rd June

7am - 7pm 9.30am - 6pm(no access for visitorsunder 16 years old)

Trade visitors only

Friday 24th to Sunday 26th June

7am - 7pm 9.30am - 6pm 9.30am - 6pm

Paris Guide 2011_Paris Show Guide 09/06/2011 13:00 Page 4

5❙ Aircraft Technology - Paris 2011 Special ❙

PARIS 2011 GUIDE

Paris Air Show Guide: A-Z Hall Exhibitor Index

A.I.A.D AND MOD ITALY E276AERO SEKUR SPA G293APULIA REGION - ECONOMIC DEVELOPMENT, G288ASI AGENZIA SPAZIALE ITALIANA H316BONETTI AIRCRAFT SUPPORTS F275CENTRO ESTERO PER G276DEMA F293DISTRETTO AEROSPAZIALE LOMBARDO F276ELETTRONICA E294FACOM F333FRAUNHOFER-GESELLSCHAFT F319IDS INGENERIA DEI SISTEMI SPA F271MAGNAGHI AERONAUTICA S.P.A. F294PIETRO ROSA TBM S.R.L. F279PREMIUM AEROTEC E334SICAMB S.P.A E270TEDAE - ASOCIACION ESPANOLA DE EMPRESAS TECHNOLOGICAS E298UNIONCAMERE LAZIO G294VITROCISET SPA E280WESTDEUTSCHER METALL-HANDEL GMBH E320

HALL 1

HALL 2ABC - APPAREILLAGES ET BANCS HYDRAULIQUES CHATELLERAUDAIS B93ACB G93ACC LA JONCHERE D170AD INDUSTRIE G121ADCOM SYSTEMS E24ADETEL GROUP DE15ADR G77ADS GROUP LIMITED G140bAERIADES D31AEROCONSEIL C126AERODATA AG C327AEROLIA C185AEROTECH PEISSENBERG GMBH & CO. KG C337AGENCE MAROCAINE DE DEVELOPPEMENT F93AHG - ATELIERS DE LA HAUTE-GARONNE C80AIR FRANCE INDUSTRIES C137AIR LIQUIDE B80AIRCRAFT PHILIPP GMBH & CO KG C341AIRIA (GROUPE) D63AKKA TECHNOLOGIES C121AKZONOBEL AEROSPACE COATINGS H166ALCAN B32ALKAN B67AMBICA STEELS LTD DE2AMPHENOL AIR LB - SOCAPEX E80ANTAVIA G122APAVE B139APPARATEBAU GAUTING GMBH (AOA) B316ARTUS SAS G125ASQUINI MGP D78ASSYSTEM C52ASTRO UND FEINWERKTECHNIK ADLERSHOF GMBH B346AUBERT & DUVAL E78AUSY E2AVIO SPA E277BALSEAL ENGINEERING H86BAVAIRIA E.V. D341BDLI B363BELGIAN AEROSPACE G49BODYCOTE F137BONNANS G137BUREAU VERITAS E169CABLETEC ICS LTD H186CARLO GAVAZZI SPACE SPA D331CEPEX TUNISIE C50CFM INTERNATIONAL B252CGP B121CHINA NATIONAL AERO TECHNOLOGY D252



PARIS 2011 GUIDE

Paris Air Show Guide: A-Z Hall Exhibitor IndexHall 2 continued

CLAL FRANCE DE19CLERC INDUSTRIES DE29COMPOSITE INDUSTRIE B163COMPTOIR GENERAL DU RESSORT C138CONSEIL GENERAL DE LA CHARENTE MARITIME E32CORSE COMPOSITES AERONAUTIQUES E139COTESA GMBH CD367CREUZET AERONAUTIQUE C108CURTIL D106DAHER-SOCATA C186DASSAULT AVIATION A221DEDIENNE MULTIPLASTURGY GROUP B159DEUTSCH F108DIEHL AEROSYSTEMS HOLDING GMBH B315DIEHL DEFENCE HOLDING GMBH B337DIRECTION GENERALE DE L’AVIATION CIVILE D204DRAKA FILECA B92DUPONT DE NEMOURS INT/L SARL DE3DUQUEINE G107EADS N.V. A253EATON SAS D32ECA SINTERS E184ECM D105EFITAM B145ELEKTRO-METALL EXPORT GMBH D357ELEKTRONISCHE UND ANZEIGER GMBH D358ELNO SN C91EQUIP’AERO INDUSTRIE D158ESG C357ESPACE E107EUREP INDUSTRIES SAS D125EUROPEAN AVIATION SAFETY AGENCY D218EXAMECA SA E137FIGEAC AERO C157FINMECCANICA SPA B278FLANDERS INVESTMENT & TRADE (FIT) H-H 31-51FOKKER TECHNOLOGIES G91FOOKE GMBH C363FORUM LUFT UND RAUMFAHRT B357GACHES CHIMIE SPECIALITES D64GE AVIATION C252GIFAS C-D 140-156GROUPE ARM E125GROUPE LAUAK E157GROUPE LE PISTON FRANCAIS D140HARMONIC DRIVE AG B342HELICES HALTER H132HELLENIC AEROSPACE INDUSTRY S.A. DE16HEXCEL F80HUTCHINSON AEROSPACE C78HYDRO SYSTEMS KG C338HYPERTAC B94IABG GMBH C358IEF AERO D51IFP ENERGIES NOUVELLES B41ILA BERLIN AIR SHOW / MESSE BERLIN BC342IMA MATERIALFORSCHUNG UND D350INDUSTRIA CIRCOR AEROSPACE INC. E63INEO ORRMA G65INFODREAM G138INSTITUT SUPERIEUR DE L’AERONAUTIQUE ET B126INTERCONNEXIONS E64INTERNATIONAL PRESTIGE EVENTS (IPE) 2AM4ISCAR FRANCE SAS DE20IXBLUE D108JACOTTET INDUSTRIE F91JENA-OPTRONIK GMBH C368JICEY SAS E94JPB SYSTEME F107KAYSER-THREDE GMBH C332KOMPETENZZENTRUM LUFT UND RAUMFAHRTTECHNIK D336LACROIX DEFENCE & SECURITY D80LAMECO C171LATECOERE C155LE BOZEC FILTRATION & SYSTEMS E188


Even before the fi rst 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 fl exible 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).

GE Aviation Services

We know it bestbecause we knew it fi rst.

66322_cfm56_overhaul_atem.indd 1 6/1/11 3:34 PM



PARIS 2011 GUIDE


LE CABLAGE FRANCAIS D52LEISTRITZ TURBOMASCHINEN TECHNIK GMBH C315LENOTRE 2A-2A M1-M3LEVRAT SAS H180LIEBHERR AEROSPACE & TRANSPORTATION SAS D172LISI AEROSPACE C77LUXEMBOURG - MINISTERE DE L’ECONOMIE F63MACH AERO C125MANOIR INDUSTRIES F79MARSH SA B103MAVINCI UG (HAFTUNGSBESCHRANKT) D366MBDA C254MCSA F78MECACHROME FRANCE E108MECAHERS B170MECANIQUE ATELIERS DE COIGNIERES G126MECAPROTEC INDUSTRIES C79METALBALL B79MICHELIN AIRCRAFT TYRE B232MT AEROSPACE AG D315MTU AERO ENGINES GMBH AB254NETHERLANDS AEROSPACE GROUP (NAG) G94NEXANS EF190NIEF PLASTIC GROUP FG94NORD MICRO AG & CO OHG E327NORMATEC DE1NOVINTEC SA D138NTN - SNR ROULEMENTS C105OCETA-O7A D126OHB-SYSTEM AG C316OJSC OPK OBORONPROM C198ONERA G105OPTIMARE SENSORSYSTEME GMBH & CO KG D328OSBORN METALS LIMITED H158OTTO FUCHS KG E315PANAVIA AIRCRAFT GMBH D353PARIS SAINT DENIS AERO E52PHILOTECH GMBH B328PORVAIR FILTRATION GROUP LTD H174POTEZ C139PPG COATINGS S.A D94RADIALL F94RAFAUT C94RATIER FIGEAC C228RBC AEROSPACE BEARINGS E29RECAERO B133REVIMA B106RIKKEN ENGINEERING GMBH. CD338ROCKWELL COLLINS DEUTSCHLAND GMBH C372ROHDE & SCHWARZ GMBH & CO. KG C353ROXELB 274SABENA TECHNICS D79SAFRAN A118bSAFT D137SAINT GOBAIN SULLY E138SATORI B51SCHLEIFRING UND APPARATEBAU GMBH D371SDV LOGISTIQUE INTERNATIONALE D121SECAMIC C107SECAPEM B140SEGULA TECHNOLOGIES D157SELA B85SEMAWORLD E12SEMIA E91SENIOR AEROSPACE CALORSTAT C170SERVICE CENTRES AERO FRANCE E50SETFORGE H137SGI (SOCIETE DE GALVANOPLASTIE INDUSTRIELLE) B59SIEMENS B49SIRA GROUPE F138SITEC AEROSPACE GMBH C354SKF AEROSPACE FRANCE F121SLICOM INTERNATIONAL HOLDING D91SLM SOLUTIONS GMBH CD337SMAC B185SODIMATEL-FASTENERS 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 Muñoza. 28042 Madrid, Spain.Phone: +34 91 587 49 71 / Fax: +34 91 587 49 91. E-mail: [email protected]

www.iberiamaintenance.com

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PARIS 2011 GUIDE

Paris Air Show Guide: A-Z Hall Exhibitor IndexHall 2 continuedSOFLOG-TELIS B173SOFRADIR B78SOGITEC INDUSTRIES F171SOURIAU SAS C158SPEMA D77SREBOT TECHNOLOGIES D65ST GROUP H125STEGMANN AIRCRAFT MAINTENANCE GMBH D367STEMME AG DE328STEN DYNEL F125STTS - SOCIETE TOULOUSAINE DE TRAITEMENTS DE SURFACES F106SUKHOI AVIATION HOLDING COMPANY B198SUPERFORM ALUMINIUM H192SUPRAERO E189TECALEMIT AEROSPACE C169TECHCONNECT GMBH D337TECHMAN-HEAD G79TITAL GMBH C342TITEFLEX EUROPE SAS C93TORUS C/O SEGNERE SAS G130TRANSACO B77TRELLEBORG SEALING SOLUTIONS FRANCE E79TRESCAL SA E155TYCO ELECTRONICS FRANCE SAS B52ULMER AERONAUTIQUE D93VOITH EUROGICIEL FRANCE F77VOLVO AERO B197WITTENSTEIN AEROSPACE & SIMULATION GMBH B338YACHT TECCON ENGINEERING GMBH & CO B324ZODIAC AEROSPACE A254

HALL 3ACCIAIERIE VALBRUNA SPA E73AEROSPACE INDUSTRIES ASSOCIAT. OF CANADA D80AICEP PORTUGAL GLOBAL A-B40-59ANIXTER AEROSPACE HARDWARE C8ASHOT ASHKELON INDUSTRIES LTD A29BELOTTI S.P.A. E17BET SHEMESH ENGINES LTD A27CECOMPI C-D30-30CEFIVAL A79CENTRO ESTERO UMBRIA C-D40-40CEROBEAR GMBH B28CHINA GREAT WALL INDUSTRY CORPORATION C20CHROMALLOY A39DELTECH SARL A2ECONOMIC DEVELOPMENT COUNCIL FOR SONORA D18FIDAE 2012 A19FIMAC SPA E20FPT INDUSTRIE SPA D20FREUDENBERG SIMRIT GMBH C19FRW CAROBRONZE B6GROUPE RBDH C55HITCHINER MANUFACTURING CO. INC. E28HONEYWELL INTERNATIONAL B56IHS GLOBAL E54INFOTECH ENTERPRISES GMBH B20KALLMAN WORLDWIDE A81KELLSTROM INDUSTRIES A20KUEHNE + NAGEL D8LEE COMPANY SA A63LYTRON INC A51MAKINO AEROSPACE GROUP D28OBJET GEOMETRIES GMBH B5OGMA INDUSTRIA AERONAUTICA DE PORTUGAL A80PARTSBASE A145PCC - SPS FASTENERS DIVISION B40PRICE INDUCTION E-E40-30PROMEXICO B80PRYER C2QUERETARO STATE GOVERNMENT E1S3 INTERNATIONAL A59SAFETY E19SATAIR B30


Winner 2011 Best Spare

Parts ProviderServing Your World of Aviation

Aventure Aviation, Atlanta Operations: 108 International Drive Peachtree City GA 30269 USAt 1-770 - 632 -7930 f 1-770 - 632 -7931 [email protected] www.aventureaviation.com

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.

at the 2011Aircraft Technology Engineering & Maintenance Awards Gala held on May 4th at the Millennium Gloucester Hotel in London.

is honored to be named

BEST SPARE PARTS PROVIDER

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PARIS 2011 GUIDE


HALL 4AIRTEC GMBH & CO KG C18AREX DE PICARDIE B-B 161-185ASTECH PARIS REGION F126AUSTRALIAN GOVERNMENT -DEPT. OF DEFENCE F204AUSTRIAN FEDERAL ECONOMIC CHAMBER A40AVIAEXPORT PLC E204AVIALL A BOEING COMPANY A204BORRELLY SPRING WASHERS F50CCI DE LYON B77CCI DE PARIS (CCIP) E126CCI SEINE ET MARNE F158CCI VERSAILLES VAL D’OISE/YVELINES E176CCIR AQUITAINE C176CCIR DE FRANCHE-COMTE C186CCIR MIDI PYRENEES BC175CENTRECO D112CHAMBRE DE COMMERCE ET D’INDUSTRIE SUD ALSACE MULHOUSE BC112CHUBU AEROSPACE TECHNOLOGY CENTER D50CINCINNATI THERMAL SPRAY G20COMMUNAUTE D’AGGLOMERATION TOULON D30CRANE AEROSPACE & ELECTRONICS A188DANIELSON ENGINEERING E17EAS INDUSTRIES C38EOLANE G34EPCI D18FEDERAL SPACE AGENCY ROSCOSMOS D-D 204-203FELIX INFORMATIQUE G15“FIRSTEC CO., LTD” F18GOOCH & HOUSEGO E50GYEONGSANGNAM-DO PROVINCIAL GOVERNMENT G16HANSE AEROSPACE WIRTSCHAFTSDIENST GMBH BC-BC 78-94HANWHA CORPORATION G17HOLMBERG FRANCE SAS G37ICE CORPORATION G10ILYUSHIN AVIATION COMPLEX E202INTERNATIONAL SPACE COMPANY KOSMOTRAS F4INTERTURBINE LOGISTICS B-C 78-94IRKUT CORPORATION D-E 188-188JALUX INC E30JAXA C50JOINT-STOCK COMPANY TUPOLEV F188KAISER ALUMINUM C16KAPCO G217KASTO FRANCE E27KOREA AEROSPACE INDUSTRIES LTD E28KOREA LOST-WAX CO LTD G27KULITE E38KUMZ KAMENSK URALSKY METALLURGICAL WORKS G187LATROBE SPECIALTY STEEL COMPANY F40LEMANIA ENERGY D29LUFTHANSA TECHNIK B-C 78-94MCM FRANCE SARL F62MERSEN FRANCE GENNEVILLIERS SAS E29MORI SEIKI S.A.S A16NAVAIR S.L. F217NEAT G40NMB MINEBEA SARL G3NORMANDIE AEROESPACE C-C 78-94OTTO SUHNER AG F29PAKISTAN AERONAUTICAL COMPLEX & CATIC F47PARROT E40PATRIA OYJ D4PATTONAIR LTD B18PAVILLON REGIONAL AUVERGNE C112

SGD ENGINEERING LTD C1SL-LASER FRANCE A37TAP MAINTENANCE & ENGINEERING A60TELEPHONICS CORPORATION B19TERMA A/S E2THE ISRAEL EXPORT & INTERNATIONAL COOPERATION B8THYSSENKRUPP AEROSPACE UK LTD A30TRANSTAR METALS FRANCE A8



PARIS 2011 GUIDE

Hall 4 continued

Paris Air Show Guide: A-Z Hall Exhibitor IndexPCB PIEZOTRONICS SA G49POLE PEGASE D-D 79-94PRECI-DIP D38PROGRESSTECH LTD E218PRONAL F16RI-BA COMPOSITES E54ROCKWELL COLLINS A18ROLLON LINEAREVOLUTION D16ROLLVIS SA E37SACATEC F38SAMTEL DISPLAY SYSTEMS LTD D17SCHIEBEL ELEKTRONISHE GERATE GMBH A40SCH‹TZ GMBH & CO. KGAA C40SEINE-SAINT-DENIS AVENIR F144SENNHEISER ELECTRONIC GMBH & CO E48SIM-SERVICE LTD F202SNA EUROPE FRANCE F30SNAP-ON INDUSTRIAL (SNA GERMANY GMBH) E62SOCIETE PUBLIQUE REGIONALE DES PAYS DE LA LOIRE E78SODERN G26SPIRIT AEROSYSTEMS B204STAHLWILLE E4STATE CORPORATION RUSSIAN TECHNOLOGIES B188STOKVIS TAPES FRANCE G2SWISSMEM / SAIG A76SWISSMETAL HOLDING SA E16T.E.I C30TATA STEEL C28TEI-TUSAS ENGINE INDUSTRIES INC F76THE JOINT-STOCK COMPAGNY PAVLOVSKY MASHINOSTROITELNY ZAVOD VOSKHOD F6THE SOCIETY OF JAPANESE AEROSPACE C76TRI STAR ELECTRONICS EUROPE SA F15TURKISH AEROSPACE INDUSTRIES INC E76UNITED TECHNOLOGIES CORPORATION F218WENCOR LLC D40WOODWARD B16YAMAZAKI MAZAK FRANCE F49

HALL 5AEROSPACE PRODUCTS INTERNATIONAL F264AIR COST CONTROL D220ALCANTARA CYCLONE SPACE D261ALCOA AEROSPACE F220ALERIS SWITZERLAND GMBH B264ALLEGHENY TECHNOLOGIES B220ALLFAST FASTENING SYSTEMS INC D262ANTONOV COMPANY D243B/E AEROSPACE E264BARNES AEROSPACE G261BBA AVIATION PLC A220BOC AVIATION PTE. LTD E244COMMERCIAL AIRCRAFT CORPORATION OF CHINA B244ENGINE ALLIANCE, LLC D244ESTERLINE B242EUROPEA MICROFUSIONI AEROSPAZIALI SPA F282FORGITAL SA A244HAAS SCHLEIFMASCHINEN GMBH A264INDUSMECA E262INTERNATIONAL AERO ENGINES AG D242MOOG INC A242MOTOR SICH JSC C262MULTI-CONTACT FRANCE E282NATIONAL SPACE AGENCY OF UKRAINE D251ORBITAL ENGINEERING INC G263PARKER AEROSPACE D-D 264-263RLC ENGINEERING GROUP LTD E220SOGECLAIR E242STATE ENTERPRISE IVCHENKO PROGRESS C254TIMET B263TRIUMPH GROUP F262TW METALS SARL F244UGITECH SA A282UKRSPECEXPORT STATE COMPANY C244



PARIS 2011 GUIDE


HALL 6ACFTPERFO BELGIUM SPRL D52ACURA PRECISION, S.A. DE C.V. D31ADVANCED TECHNOLOGIES GROUP B54AERO TRADE AS C14AERO VODOCHODY A. S. C30AIRCRAFT INDUSTRIES A.S. C18ALLIANCE A55AMF ANDREAS MAIER GMBH & CO. KG A15ANDREI CONSULTANTA B56ARNPRIOR AEROSPACE INC D55ASTRONAUTICS CORPORATION OF AMERICA A32AV-DEC (AVIATION DEVICES AND ELECTRONIC COMPONENTS LLC) D26AXON CABLE A14BAOJI TITANIUM INDUSTRY CO. , LTD D46BEDELCO C81BERTHIEZ B42BINDER TECHNOLOGIE GMBH B13BRETON SPA C29CHINA AVIATION INDUSTRIAL BASE C32CHINA AVIATION OPTICAL-ELECTRICAL TECHNOLOGY CO., LTD B29CHIRON-WERKE GMBH & CO KG B32CIMA SPA B30CLIFFORD-JACOBS C60COILCRAFT D18COVENIX C31CZECH TRADE PROMOTION AGENCY / CZECHTRADE D13DIRAC TECHNOLOGY A61DST CONTROL C41EC ENGINEERING SP ZOO D34EGNOS & GALILEO - EUROPEAN COMMISSION A68EUROCONTROL A69EUROSATORY-COGES A9GARLOCK AEROSPACE GROUP B4GEORG MARTIN GMBH B67GMINA MIASTO RZESZOW C78GROUPE LEDOUX B55GUR METAL HASSAS DOKUM SAN VE TIC. LTD.STI B9GW LISK COMPANY INC C35H.C STARCK INC D30HELISOTA LTD A33HURON GRAFFENSTADEN B39HYDROPNEU TECHNOLOGIC B82INTERNATIONAL FACE LTD B14INVENTORY LOCATOR SERVICE LLC B63ITW INDUSTRIAL FINISHING D22IWAMET SP. Z O.O. D9JIHLAVAN, A.S D21JIHOSTROJ A.S C22JTELEC SA A29KARNASCH B81KONDO MACHINE CORPORATION C68KOYO BEARINGS VIERZON MAROMME A54MARSHAL OFFICE OF THE WIELKOPOLSKA REGION C4MARUBENI CHEMIX CORPORATION D4MAXON MOTOR AG D10MCB INDUSTRIE C13MESIT PRISTOJE SPOL S.R.O D25MSA GALLET A30MULTIPLAST A57OFFSET INDIA SOLUTIONS PVT LTD A72ORKAL INDUSTRIES LLC B72PBS VELKA BITES, AS D17POLE DES INDUSTRIES AERONAUTIQUES CORSES A77POLISH INFORMATION & FOREIGN INVESTMENT AGENCY C54PRODUITS PLASTIQUES PERFORMANTS - 3P A25PT TECHNOLOGIES EUROPE D8REDEX A19RELIANCE PRECISION LTD A85SESO C47SGS FRANCE C71

VECTOR STATE CORPORATION C250WESCO AIRCRAFT HARDWARE C264



PARIS 2011 GUIDE

Paris Air Show Guide: A-Z Exhibitor indexHall 6, continued

SOCIETE COMPOSANTS ELECTRIQUES B22SOCIETE EUROPEENNE D’ETANCHEITE B31SOFICAR TORAY A56SPEEL PRAHA, LTD D6SPRAY A40SWEDISH SPACE CORPORATION A82THONI ALUTEC C56TIAN JIN SAI XIANG TECHNOLOGY CO LTD D44TL ELETRONIC INC D29TMN A10UNEO B3WESTERN SUPERCONDUCTING TECHNOLOGIES CO LTD D14YUKI PRECISION CO C70ZHUHAI AIRSHOW CO, LTD. D40ZOLLERN GMBH & CO KG A47

CHALETSAEROSPACE INDUSTRIES ASSOCIAT. OF CANADA D60AEROSPACE INDUSTRIES ASSOCIATION S1412AGUSTAWESTLAND A294AIR FRANCE INDUSTRIES B365AIRBUS S3418ALCOA AEROSPACE A142ALKAN B163ALLEGHENY TECHNOLOGIES B339ALTEN SA A360ALTRAN A254AMETEK AEROSPACE & DEFENSE B315ANTONOV COMPANY B25APAVE B63ARIANESPACE A232ATK A100ATR B345AUBERT & DUVAL C34BAE SYSTEMS A270BELGIAN AEROSPACE B83BOEING COMPANY A328BOLLORE LOGISTICS A104BOMBARDIER A256BÖHLER EDELSTAHL GMBH & CO. KG C22CAPGEMINI B35CENTRE NATIONAL D’ ETUDES SPATIALES S2700CFM INTERNATIONAL B121CHINA NATIONAL AERO TECHNOLOGY B1CHROMALLOY D40CLEAN SKY JU B317COBHAM PLC A108COMMERCIAL AIRCRAFT CORPORATION OF CHINA A146CREATIFS C24CURTISS WRIGHT CONTROLS INC B13DAHER-SOCATA B159DASSAULT AVIATION B181DCNS B41DIAMOND AIRCRAFT INDUSTRIES A122DIRECTION GENERALE DE L’AVIATION CIVILE A192EADS N.V. A366ELBIT SYSTEMS LTD A198EMBRAER S.A B351EUROCOPTER H420EUROFIGHTER JAGDFLUGZEUG GMBH A276F&E AEROSPACE D56FINMECCANICA SPA A278FOKKER TECHNOLOGIES B59GE AVIATION B107GECI INTERNATIONAL A106GIFAS B229GKN AEROSPACE B103HAWKER BEECHCRAFT CORPORATION S1406HEXCEL A136HINDUSTAN AERONAUTICS LTD A124HONEYWELL INTERNATIONAL B67HUTCHINSON AEROSPACE A238

ILYUSHIN FINANCE CO A120INTERNATIONAL AERO ENGINES AG D70IRKUT CORPORATION B309ISRAEL AEROSPACE INDUSTRIES A206JET SERVICES B371KALLMAN WORLDWIDE C2KOREA AEROSPACE INDUSTRIES LTD C32L-3 COMMUNICATIONS CORPORATION A318LATECOERE B157LIEBHERR AEROSPACE & TRANSPORTATION SAS A228LISI AEROSPACE B51LOCKHEED MARTIN CORPORATION A332LORD SUISSE D42MBDA B165MEGGITT PLC A112MOOG INC B97MTU AERO ENGINES GMBH B55NEXTER SYSTEMS A116NORTHROP GRUMMAN CORPORATION B373ODAS A188OJSC OPK OBORONPROM B37PILATUS AIRCRAFT LTD A242PREMIUM AEROTEC B319QATAR AIRWAYS A362RAFAEL A196RATIER FIGEAC C36RAYTHEON COMPANY A306ROCKWELL COLLINS B19ROLLS-ROYCE B89ROSOBORONEXPORT A118RTI REAMET SA A102RUAG A266SAAB AB A268SABENA TECHNICS A132SAFRAN B125SARL ANEWWORLD D38SIBAT - ISRAEL MINISTRY OF DEFENSE A202SIEMENS A138SINGAPORE TECHNOLOGIES ENGINEERING LTD D50SKF AEROSPACE FRANCE A140SPIRIT AEROSYSTEMS B357SUKHOI AVIATION HOLDING COMPANY B299SUPERJET INTERNATIONAL A296SUPERJET INTERNATIONAL A298TELEPHONICS CORPORATION B15THALES B251THE SOCIETY OF JAPANESE AEROSPACE A244THYSSENKRUPP AEROSPACE UK LTD B65TRELLEBORG SEALING SOLUTIONS FRANCE B61TRIUMPH GROUP B17UNITED AIRCRAFT CORPORATION B307UNITED TECHNOLOGIES CORPORATION A344VIPARIS LE PALAIS DES CONGRES DE PARIS B9VOLVO AERO B71ZODIAC AEROSPACE A214


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18 ❙ Aircraft Technology - Paris 2011 Special ❙

INDUSTRY FOCUS

Aviation focus: Quebec

Some people say Quebec will be lessfavoured,” observes Mechtronix presi-dent Xavier Hervé, commenting on the

New Democratic Party’s provincial victory in theelection which recently swept the ConservativeParty to a historic federal majority in Canada. “Idon’t think so. Canada’s aerospace industry isin Montreal and Canada’s aerospace industryis fundamental for Canada globally.”

“It’s also a source of pride,” explainsSuzanne Benoît, CEO of aerospace think tankAéro Montréal. “Look at all the countries in theworld that want to develop aerospace.”

The province of Quebec is home to theheadquarters of the International Air Transport

Association (IATA) and the International CivilAviation Organisation (ICAO) as well as 226aerospace companies generating annual salesof C$10.9bn (approximately the same in US$).This figure puts Quebec seventh in world rank-ings behind the United States, France,Germany, the United Kingdom, Italy and Japan.80 per cent of sales are exports, with Quebecthe sixth largest exporter to the US. Since2007, the Quebec aerospace industry hasannounced C$5bn worth of projects, largely inthe commercial sector.

Greater Montreal harbours 98 per cent ofQuebec’s aerospace activity and is classed asone of the top three aerospace hubs in the

ATParis11_IndFocus_AT111_IndFocus 09/06/2011 13:01 Page 18


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-endcapabilities, 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 Toulousein France. Within a 30km radius are a plethoraof companies supplying all the elements nec-essary to build an aircraft: engines, airframesand components. “You can’t do that inToulouse or Seattle,” says Marcel Landry, VPbusiness development at Thales. In Montreal,though, “you have everything”.

Quebec’s aerospace network includesglobal giants such as Bombardier, Pratt &Whitney Canada, CAE and Bell Helicopter aswell as Air Canada MRO spin-off Aveos. Presenton a smaller scale are the globally renownedtransnational corporations GE Aviation, Rolls-Royce, Messier-Bugatti-Dowty, Esterline CMC

Electronics, Thales, Goodrich and LockheedMartin. Landing gear manufacturer Héroux-Devtek and flight simulation specialistMechtronix join Aveos as locally owned busi-nesses. These well-established companies actas co-ordinating points in a web of diverse aero-space manufacturers and service providers inQuebec.

The first to be established in Quebec wasEsterline CMC Electronics, operating in 1903as the Marconi Wireless Telegraph Company ofCanada, followed by Canadair — nowBombardier — in 1923. The region’s engineer-ing heritage was later bolstered by two signifi-cant events: the establishment in 1944 of


20

public hydro-electric power utility Hydro-Quebec,when international experts were invited to helpconstruct the world’s second largest hydroelec-tric complex; and the takeover and reinvigora-tion of Canadair by Bombardier in 1986.Consequently, very few families in Quebectoday cannot boast at least one member withan engineering background.

An educated workforceThe nurturing of Quebec’s skilled workforce

continues through governmental, corporate andacademic efforts — three strands which arevery much intertwined. Janka Dvornik, head ofcommunications and press relations at CMC,

describes this as “a real cohesion”. TheQuebec aerospace industry currently employs39,500 skilled workers, with one individual in200 working in the sector — rising to one in 95in Greater Montreal.

The local expertise is constantly being fedby 4,800 new aerospace graduates each year,produced by one specialised school, five tech-nical colleges and six universities, which CAEcivil simulation group president Jeff Robertsdescribes as “pretty formidable”. This is justas well; Normand Raymond from the Ministry ofEconomic Development, Innovation and ExportTrade says that because Quebec’s aerospaceindustry is more commercial than military — ata ratio of about 9:1 — the universities musttake on the brunt of developmental risk. RobertDavidson, from economic development agencyInvest Quebec, says that there is robust inter-est in technical training and that the supply ofgraduates thus far satisfies the industry’sneeds.

Aerospace companies in Quebec are unitedin their praise of the local talent pool. This isone way in which the region out competes oth-ers: “For us, it really is the manpower thatmakes the difference,” says PatrickChampagne, CMC cockpits and systems inte-gration VP. Or, as Hervé puts it: “Finding a10/15-year avionics guy is not easy in anycountry; it’s much easier in Montreal than inmany other places.”

❙ Aircraft Technology - Paris 2011 Special ❙

INDUSTRY FOCUS

Top: A hangar at the National School ofAerotechnics (ENA), Montreal.

Above: ENA students at work.


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Quebec’s aerospace industry enjoys a veryclose relationship with the education system.Benoît describes Quebec’s institutes as being“very agile”, responding quickly to industryneeds. Champagne talks of the deep collabo-ration between the two, saying that when aca-demic establishments uncover notable talents,“they call us; when I have an idea, I call them”.He defines the academic focus as “crystallis-ing research” — research which produces con-crete results.

The industry provides internships and tasterprojects, encouraging interest in aerospacetraining and careers by direct contact with stu-dents at every level. For example, Pratt &Whitney Canada has a training centre at thecountry’s largest technical institute, theNational School of Aerotechnics (ENA), whichuses equipment provided by P&WC — as wellas Rolls-Royce and Bombardier.

Educational establishments are also pres-ent within aerospace companies; ENA, forexample, is working with Bombardier to providetraining on its own premises. ENA also has anon-profit applied research affiliate calledCentre Technologique en Aérospatiale (CTA)within its grounds. CTA has its own laborato-

ries, offices and hangar, with a total of30,000ft2 dedicated to research. It also hasaccess to the infrastructure of the school.Founded in 1993, CTA is a public-private part-nership recognised by the Ministry of EconomicDevelopment and the Ministry of Education, thelatter providing C$300,000 of CTA’s C$2.5mtotal budget — the rest originates from indus-try.

The expertise of Quebec’s aerospace work-force should help to sustain the industry in theface of a general tendency towards the place-ment of manufacturing facilities in low-costcountries such as Mexico and China.Bombardier and Héroux-Devtek are among thecompanies adopting this strategy. Benoît doesnot feel that Montreal will lose out, however, ascompanies are likely to subcontract back toQuebec. “The reason we feel confident isbecause of the talent, the schools,” saysBenoît. “This is the strength of Montreal. It’sthe brainpower, the talent, the ability to comeup with good engineering programmes.”

The role of the GovernmentAt the political level, too, there is a strong

vision of how Quebec’s aerospace industry, with

INDUSTRY FOCUS

This is the strength ofMontreal: It’s the brainpower,the talent, the ability to comeup with good engineeringprogrammes.—Suzanne Benoît, CEO, AéroMontréal


its high-end research and engineering capabili-ties, fits into the broader picture. As ClémentGignac, Minister of Economic Development,Innovation and Export Trade of Quebec, remarks,“We are in the global village, we believe in glob-alisation. We [also] believe in the supply chain;the supply chain is now global.” Gignac is happyfor Quebec companies to set up plants in coun-tries where labour costs are lower, since it helpsthem to remain competitive — and more thanthat, to grow. He describes the trend as “a nor-mal phenomenon”.

Says Gignac: “Bombardier has more facili-ties now than ten years ago outside Quebec,but Bombardier is bigger than ten years ago.We have more workers in Quebec in aerospacethan ten years ago because our local compa-nies have become big global companies.” Hefeels it is a mutually beneficial situation: “It’s awin for the other countries, which see some jobcreation, but it’s a win as well for Quebecbecause the companies create additional jobsin Quebec and pay taxes in Quebec as well.”

Quebec may not be as low-cost as develop-ing nations but it compares well with the rest ofthe Western world in terms of corporate taxand, according to the KPMG ‘Guide to

International Business Location – 2010Edition’, average pay and electrical costs.Quebec steals a march on other nations interms of electrical power by virtue of itsimmense natural resources; around 97 percent of power comes from renewable watersources harnessed by Hydro-Québec, as wellas wind and biomass technologies. Not onlydoes this provide stable, low rates for busi-nesses, it also ensures that Quebec is wellpositioned in terms of sustainability.

The Government displays an impressiveamount of co-ordination and commitment inencouraging progress in the aerospace sphere,whether this means offering financial induce-ments, setting up development bodies or pro-moting research and development. This issomething which is recognised by the industry.“Certainly for research we have good support,and for development as well,” says PatriceGauvin, VP of Héroux-Devtek. Meanwhile,Benoît is keen to point out that theGovernment’s assistance is more than just ageneric pro-business approach, emphasisingthat for the aerospace industry the Government“comes up with very customised programmesthat will actually help”.

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24

Many companies speak approvingly of theprovincial PASI and federal SADI programmes(Strategic Support for Investment Program andStrategic Aerospace and Defence Initiativerespectively) which provide guarantees, loansand even non-repayable contributions as a lastresort. These help particularly when the focusis research and development (R&D), whichbanks are reluctant to finance. One beneficiaryis Mechtronix, which prides itself on its innova-tion focus and has received a number of loansfrom Government bodies, including the agencywhich handles PASI, Invest Quebec. Hervé isopen about the impact this made: “They basi-cally enabled the business model”.

In addition to guarantees and loans, theQuebec Government offers substantial taxincentives which can cut R&D costs by 50 percent or more. Gignac says Quebec currentlyinvests 2.6 per cent of GDP in R&D (C$7.9bnin 2008), more, he says, than the Canadianand OECD averages. Indeed, KPMG ranksQuebec first among North American cities forR&D based on total tax index.

Invest Quebec is only one of several organi-sations either managed or partnered by theGovernment as part of its aerospace develop-ment strategy. Whereas Invest Quebec is aneconomic development agency and financialinstitution for business, there are two key bod-ies oriented toward research: CRIAQ, theConsortium for Research and Innovation inAerospace in Quebec, and the NationalResearch Council Canada - Aerospace.

CRIAQ, set up in 2001 and incorporated asa non-profit organisation in 2002, holdsresearch forums which germinate R&D projectsinvolving both educational and corporate organ-isations — allowing students, academics andindustry experts to work together to advanceaerospace technology and workforce capability.President and CEO Clément Fortin describes itas a “project coaching and building specialist”.CRIAQ also manages and is an active memberof the board of the newly launched GreenAviation Research and Development Network(GARDN), which promotes the development of


INDUSTRY FOCUS

Top: CAE’s 7000 Series full-flight simulator.

Above: A Mechtronix employee at work.

Photo: Mechtronix


25

sustainable technologies by acting as “a kindof broker, a broker with cash” according to man-ager Sylvain Cofsky. Half of GARDN’s four-yearbudget of C$23m originates from the CanadianGovernment, the rest from industry.

A federal organisation, as the name sug-gests, the National Research Council Canada –Aerospace has five laboratories, including anew initiative at Université de Montréal calledthe Aerospace Manufacturing TechnologyCentre (AMTC), which arose from a partnershipbetween NRC and Canada EconomicDevelopment for Quebec Regions. TheAerospace division boasts the most substan-tial NRC research facilities, designed to helpCanada’s aerospace industry “to remain orbecome more competitive on a global scale” bymaking technology “affordable and imple-mentable”, in the words of AMTC director PierreDicaire.

Latest developmentsThe Government is determined to maintain

momentum in R&D, aware that investment isnecessary to continue Quebec’s position of“leadership”. This includes times of recession,during which, Gignac continues, nations must

nevertheless pour resources into stimulatingindustry. The Minister says Quebec did not cutbut rather increased support for the aerospaceindustry during the last few years, and hasalready started to see the dividends “in termsof job creation, taxes and income” — recover-ing 200 per cent of job losses to beat the restof Canada and the US on employment rates.

In particular, the Quebec Government washeavily involved in bringing the Pratt & WhitneyCanada next generation engine assembly andtest centre to Mirabel, as well as Bombardier’sCSeries programme. Speaking at the inaugu-ration of P&WC’s 300,000ft2, C$360m MirabelAerospace Centre on May 6 this year, LouisChênevert, chairman and CEO of the parentcompany United Technologies, commented:“This facility has been made possible by com-pany leadership and the Quebec and Canadagovernments who had the vision and courageto build a world-class aerospace centre here inMirabel.”

Other companies to invest in Quebecrecently include Héroux-Devtek in Longueuil,Mechtronix in Saint-Laurent and Aveos inDorval. At CAE too, Roberts says that the com-pany is proud to have invested during the reces-


INDUSTRY FOCUS

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26

sion; CAE invests approximately 10 per cent ofits revenue in R&D each year. Aveos, mean-while, has a newly operational componentsfacility which is due to be completed mid-2011.The centre boasts the latest in equipment andergonomic design. Jerry Kent, VP and GM com-ponent solutions, is pleased with the progressof the development, remarking that it will allowworkers to function at the peak of efficiency,“like a surgeon in an operating room”.

At both a corporate and individual level thereseems to be a steadfast attachment toQuebec’s identity as a capital of aerospace.Employers speak of a workforce which is lessmobile than in other nations (three per cent ofturnover versus eight per cent in the US, accord-ing to Invest Quebec). This is quite probably aneffect of the region’s status as a singular cross-roads between American and European culturewhich offers a special quality of life. It bringsadvantages for businesses beyond staff loyaltyand experience, most importantly access toboth American and European markets, culturallyand linguistically — and in terms of the US, geo-graphically. “It’s very natural in Quebec,” com-ments Hervé, “to put together international,multidisciplinary teams.” As Philippe Molaret,VP operations at Thales, explains: “FromMontreal we are open to the North Americanmarket, much more so than from France.”

There is “a recipe”, Gignac believes, for whyQuebec is an attractive location for the aviationindustry: the breadth of the corporate network;the talent and training of the local workforce; thepolitical commitment to and capability for devel-opment; and cultural inclinations. With theGovernment continuing to push for growth, lead-ing corporations investing and Quebecersremaining proud of their aerospace heritage, theregion is set to remain — in the words of itsMinister of Economic Development, Innovationand Export Trade — “very open for business”.■


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.


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To trace the roots of CFM’s next generationLEAP engine, you have to go back manyyears. From a technology perspective, the

engine’s legacy reaches back some 20 years tothe beginnings of the GE90 development. Andas far back as 5-6 years ago, CFM began seri-ous efforts to gather input from prospectivecustomers on what they wanted in the next gen-eration of powerplants for the single-aisle work-horses of tomorrow.

The payoff of that long perspective, CFMasserts, is an engine that will offer break-throughs in emissions and fuel efficiency. It willalso maintain reliability and maintenance costsidentical to the CFM-56 family, which has gar-

nered more than 525 million flight hours innearly 30 years of airline service.

According to CFM, while the combinations oftechnologies represented in LEAP are new tothe CFM product line, development, testing andplanning for entry into service are all secondnature, with CFM having been through 21entries into service and six major engine certi-fications on the CFM56 family over the last 30years — each of them on time, and on specifi-cation.

“Technology is about what you have beendoing for the last 15 years to bring yourself tothis point to be ready for success,” says BillBrown, general manager for LEAP marketing.


The newest engine from a 36-year partnership between GE and Snecma (Safran group) is ontrack for certification in 2014, offering a 15 per cent improvement in fuel efficiency and lowernoise and emissions while holding the line on maintenance cost and reliability.

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“The success of the LEAP engine won’t onlybe determined between now and entry intoservice in 2016,” he states. “It was also deter-mined between 1995 and 2011. It wasn’tcalled LEAP in 1995, but that’s when westarted building it. This is our legacy and trackrecord of performance. Every technology that’sgoing into LEAP is proven.”

Customer focus is key todevelopment

Technology is only one part of CFM’sapproach to developing LEAP. Another key com-ponent is a year-long programme of workingwith customers to understand their needs —and to keep those needs at the forefront asengineers 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 needsare so that technology delivers real benefitswithout creating risks in other areas.”

To gain that market insight, CFM con-ducted four years of face-to-face meetings,soliciting input from more than 50 cus-tomers, and combining those results withcomprehensive surveys of more than 300potential stakeholders, including airlines,lessors, MRO organisations, appraisers,banks and others. This supplemented thesingle-aisle engine experience CFM hasgained over the last 30 years.

The core messages of those meetings wasclear: lower fuel burn has become a criticalrequirement to these operators with the rise offuel costs, but the need for high engine relia-bility and low maintenance cost have remainedequally important. For a workhorse fleet, theyclearly want a workhorse engine that will letthem keep their aircraft flying.

CFM also believes the regulatory regime willonly become more challenging in regards toenvironmental performance — particularly withemissions of oxides of nitrogen (NOx) a byprod-uct of combustion. Because aviation is the onlyindustry releasing NOx at altitude, it is particu-larly vulnerable to regulation and penalty.Improving NOx emissions, according to themanufacturer, will ultimately reduce cost tooperators if — as anticipated — regulatoryschemes begin to tax total NOx emissions.

As a consequence, says CFM, LEAP has fourguiding principles with ambitious goals foreach. LEAP is designed to provide: 15 per centbetter fuel efficiency; reliability and mainte-nance costs equivalent to the current “best inindustry” CFM56 family; NOX emissions thatare 50 per cent lower than ICAO CAEP/6 proto-cols; and noise levels that are 10-15dB lowerthan Stage 4 requirements, depending on theapplication.

To date, the approach has yielded twoimportant programme wins: LEAP has beenselected to power the Chinese COMAC C919



The success of the LEAPengine won’t only bedetermined between now andentry into service in 2016. Itwas also determined between1995 and 2011. It wasn’tcalled LEAP in 1995, but that’swhen we started building it.—Bill Brown, general managerfor LEAP marketing, CFMInternational

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. Rigtests on the low pressure turbine have also started.


31

150-seater, due to enter service in 2016, whilein December 2010, Airbus announced thatLEAP would be available on the A320neo (newengine option), which also features aerody-namic tweaks of the airframe to optimise fuelefficiency. Additionally, as the incumbent soleengine supplier for the venerable 737 family,CFM is seen as having a strong position for anyfuture narrowbody Boeing developments, bethey upgrades, a clean-sheet aircraft, or both.

Legacy of technology“It takes multiple technologies to meet mul-

tiple objectives,” says Brown, pointing to com-posite fan blades to keep LEAP light; 3-Daerodynamics for efficiency; advanced coolingfor HPT durability; and a second generationlean burn combustor to optimise emissionsperformance. “Those technologies will give theLEAP fan efficiency, core efficiency, low emis-sions and low maintenance cost — all of thesebenefits with CFM’s legendary reliability. No sin-gle technology or system can deliver all that.”

The CFM 50/50 partnership betweenSnecma and General Electric dates back morethan 36 years, and was recently extended to atleast 2040. The partnership unites two busi-ness cultures that allows CFM to leverage theinherent strengths of both which, Brown main-tains, results in better decision making.

Likewise, the partners are dividing develop-ment work on the LEAP programme. One of themost aggressive technologies going into theengine is an all-new wide-chord composite fan,a first for the single-aisle segment. The LEAPfan will have just 18 blades, half the number onthe CFM56-5C, and 25 per cent fewer than theCFM56-7B.

Building the fan required development ofnew resin transfer molding productionprocesses, a development that has beenunderway at Snecma for more than 10 years.The fan has been undergoing ground testssince early 2009, including a 5,000 cycleendurance test, blade-out tests, bird strike test-ing, and acoustics analysis, validating thedesign.

The composite fan and containment casepay off in terms of weight savings. CFM proj-ects LEAP will be 1,000 pounds lighter pershipset than the same size fan and case madeusing metal. Because of the experience gainedwith wide-chord composites on the GE90, thecompany is confident about durability as well:to date, there have been no airworthinessdirectives on the GE90 fan blades and in thecourse of nearly 25 million flight hours over 15years, only a few blades have been taken out ofservice.

The engine core draws heavily on GE’sexpertise developed for the GE90 and GEnx

programmes, with compressor, combustor andcoatings technology all being pulled forwardinto LEAP to improve performance while main-taining reliability.

CFM has completed testing on eCoreDemonstrator 1, and is on schedule to begintesting of eCore Demonstrator 2 by mid-year,part of what Brown describes as a “steadydrumbeat” of core testing that includes sixcore tests for the GE90, three more for theGEnx, and three core tests for LEAP.

Some of the weight savings from the com-posite fan are absorbed by a stiff, double-wallcompressor case, which is designed to preventthe core from flexing due to torque induced atrotation by the larger fan, thereby reducing riskof blade rub and incumbent performance degra-dation.

The turbine blades themselves aredesigned using advanced three-dimensional (3-D) aerodynamics to optimise performance. Thefirst five compressor stages are a blisk (bladeddisks) design, which minimises air leaks byeliminating dovetail joints between blades anddisks. In total, the 10-stages of compressioncreate a 22:1 pressure ratio, which CFM claimsis the best in the industry.



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The fan has been undergoing ground testssince early 2009, including a 5,000 cycleendurance test, blade-out tests, bird striketesting, and acoustics analysis, validating thedesign.


32

An extensive test programme leading up toentry into service in 2016 will attempt to vali-date those costs. The LEAP programme callsfor running a total of 18,000 endurance cyclesprior to entry-into-service, so that launch cus-tomers receive a totally mature product.

In addition to the coatings and combustiontechnology, CFM is employing other designsand lessons learned from the GE90 and GEnxprograms to meet its reliability targets — andto enable the engine to retain performanceover its service life.

For example, the core is designed to be“FOD (foreign object damage) free” with severaltechniques employed to keep particulate mat-ter out of the core, reducing blade erosion sothat performance is maintained over the life ofthe engine. The wide-chord fan blades cen-trifuge a lot of particles out of the core flow,expelling them with the bypass air.

CFM executives believe they have a historicadvantage over their competitors in mainte-nance cost over a range of aircraft applicationswhere competing engines are offered to air-lines. They are also committed to keepingLEAP maintenance costs similar to existingCFM costs. “History doesn’t prove the future,but it’s a good indicator,” Brown says. “Wehave a strong track record, and we have solidtechnology and design going forward.Execution and innovation are better proventhan promised.” ■



We have a strong track record,and we have solid technologyand design going forward.Execution and innovation arebetter proven than promised.—Bill Brown, general managerfor LEAP marketing, CFMInternational

The Twin Annular Pre-Mixing Swirler (TAPS)fuel nozzles, developed first as part of CFM’sProject TECH56 and soon to enter service onthe GEnx, premix air and fuel and enable theengine to run at lower peak temperatures withlonger residence time, significant factors inreducing NOx emissions.

The two-stage high pressure turbine (HPT)incorporates 3-D aerodynamic design,advanced coatings, and GE-developed castingtechnology to improve cooling; what CFM saysis the key to maximising the life of the blades.The LEAP HPT has undergone some 4,500hours of component tests, assuring the manu-facturer that the core can run with higher ther-mal efficiency than the CFM56-5B core, but atequal blade temperatures — an importantdriver in hitting the goal of having LEAP mainte-nance costs equal those of the CFM56.

Maintenance and reliabilityMaintenance costs are a vital component of

the LEAP programme from a variety of perspec-tives. First and foremost, the voice of CFM’scustomer exercises indicated that mainte-nance and reliability were a major concern ofairlines and other stakeholders. With theincreasing prevalence of fixed-cost-per-houroperating agreements, CFM’s economic casefor LEAP is dependent on creating a reliable,durable engine with predictable costs rightfrom the start.

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.


34

With OEMs seemingly striving to take astronger position in the aftermarket,there could be a dramatic knock-on

effect on MRO companies. There is particularconcern among analysts about the smaller tomid-sized outfits.

But the plethora of recent moves from largerOEMs 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 indus-try’s major OEMs for their perspective, giventhat their future decisions could help make orbreak MRO businesses.

GoldCare gets biggerOne OEM that has been active of late is

Boeing, whose GoldCare programme was origi-


Many OEMs are looking to the aftermarket as a potentially large source of income. In parallel, avariety of OEM/MRO networks are being set up. With the impact on the MRO industry remainingopen to debate, Tony Arrowsmith investigates the OEMs’ point of view.

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nally developed in support of its groundbreaking787 — to give its customers the option of oper-ating 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 includingaftermarket solutions — a method that hasbeen widely used by engine manufacturers overthe years. Jay Maloney, vice president, fleet man-agement at Boeing spoke to ATE&M about theprogramme and how his company is takingGoldCare to the next level. Boeing designed theprogramme to take advantage of the technologythat the aircraft is going to bring to the market-place, and to harness that technology in a man-ner that would help the airline customer tooperate the aircraft as efficiently as possible.

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“We are taking a lot of the integration ele-ments that the airline would normally do them-selves and integrating it for them upfront, andapplying those integrations across not only theairline operator but the maintenance providerswho they partner with, or the providers that wedeploy within the GoldCare programme,” saysMaloney. This is a way of integrating the tech-nology within the aircraft and leveraging itacross the supply base, be it not only the cus-tomer, but also the MROs and the OEMs whomanufacture the systems and components onthe 787.

The key success factor of GoldCare, saysMaloney, is achieving performance metrics thatwill be established with the customer — andachieving those on a regular basis with dailyoperations. This will ultimately maximise dis-patch schedule reliability so that the airline canfocus on serving its customers and providing areliable schedule.

GoldCare is unique in the fact that ratherthan being built from the bottom up, Boeing cre-ated a programme that allows for a holisticintegrated operational view tailored for eachindividual customer’s requirements. “We arealso working closely with the engine OEMs, cer-tainly on the 787, with GE and Rolls Royce,”says Maloney. “We have, at the customer’srequest, developed favourable relationshipswith the engine OEMs. We make sure that noth-ing really falls through the cracks and that

there are fully integrated solutions between theengine and the airframe.”

Boeing is now taking steps to expandGoldCare into the Next Generation 737 fleet —a move that is not without its challenges. “Withfleets that are already in service there is a cer-tain amount of embedded infrastructure thathas been invested by the airline,” explainsMaloney. “So what we have to look at is aphased deployment of a GoldCare programmewith an airline that is already operating withNext Generation 737s.”

Crucially, regarding MRO options, Maloneysays: “As clients look at the maintenance thatthey might be using today, we would, being flex-ible, look at their existing maintenanceproviders or we discuss new solutions we canbring to the table under GoldCare — so a littlemore flexibility is needed on the 737.”

There are also plans in the pipeline toextend GoldCare even further. “We are lookingat new model platforms, they are in work rightnow,” said Maloney. “The business case isn’tcompleted but we are still trying to figure outwhat makes sense for the other models, and ofcourse, the same challenges would apply forthese platforms as did with the 737.” Boeingexpects to be able to disclose more news onother models later this year.

So is the GoldCare extension a clear illus-tration that Boeing is actively moving to take alarger slice of the aftermarket? Not really,



Boeing says GoldCare, for the 787 programme, was designed “to provide airlines with the tools that will enable them to maximise airline operations ina way that corresponds to the 787's efficiencies”.


37

according to Boeing. The company says it isreacting to market trends and customer feed-back as opposed to an aggressive strategy todisplace a share of the MRO business. “Fromthe feedback we are receiving from our cus-tomers; they are coming in and asking us forsolutions that are able to deal with the chal-lenges of finding cost-effective and efficientimprovements to their current operating mod-els. Our customers are really driving us to havemore integrated solutions,” says Maloney.

Boeing’s engagement with its customersillustrates that this is a trend that will continue.So where do the MROs fit in this ever expand-ing jigsaw? In fact, GoldCare extension planswill mean Boeing relying on its MRO partner-ships more than ever. GoldCare is bespoke toeach customer and in many cases airlinesrequire from Boeing line maintenance capabili-ties. In these instances “having the MRO part-ner is extremely important,” Maloney says. “Weare working very aggressively on agreementswith MROs so that should the customer wantmaintenance services combined with the engi-neering and the trail services, we can providethat.”

Boeing is finding that several of the MROsthat it is engaging with are very interested inbecoming part of what the company calls itsnetwork. “We are looking to establish someMRO capabilities by region in which we couldbring a maintenance provider to the table withus when we talk to a potential GoldCare cus-tomer,” says Maloney.

As the industry progresses and the sheersophistication of aircraft increases, new chal-lenges will present themselves. How OEMs andMROs co-operate will shape the future of theindustry. “When you look at the sophisticationof the industry, the 787 is so far ahead of thetechnology curve for commercial aircraft — inthe advancements that it brings, and the soft-ware alone that has to be managed on this air-craft — it will drive a whole new and differentrelationship between OEM and MRO,” believesMaloney. “I think there is going to be a closerrelationship going forward so we have to figureout what that relationship actually looks likeand how it should be structured.”

A special relationshipThe Airbus MRO Network, which comprises

16 members to date, offers competitive, qual-ity maintenance services to Airbus customersworldwide for all Airbus aircraft families (fromthe A300/A310 Family to the A380) throughextended co-operation with experienced MROproviders. “We wanted to create a special rela-tionship and an established group of MROs inorder to be sure that on a worldwide basis wecould provide the support to our customers,”

says Wolfgang Kortas, head of services inte-gration in Airbus Services and CustomerSupport.

Over the past few years this arrangementhas worked out positively for the Europeanmanufacturer. Notwithstanding, in that timeboth the industry and customers of Airbus havecontinually evolved. Customers thereforebegan to ask the company to go further thanjust bringing them together with its network ofMROs. This happened in the nascent stages ofthe Airbus MRO Network and along with neweconomic pressures, airlines were facing new



Monarch Aircraft Engineering became a MROpartner for GoldCare in 2010.


38

technological challenges and found they wereever more reliant on outsourcing. Airlineslooked to Airbus to stand behind its productand deliver an extended envelope of uniqueservices.

“In order to realise the goal of highly cus-tomised maintenance operations, we devel-oped some new tools. Some customers nowexpect more than just savings on investments,

inventory and training,” says Kortas. “We are atthe forefront of providing high reliability andhigh economies on our new technology aircraft.So this is why a lot of customers are coming tous and asking to become the service provider.”

This was the same situation on some of thecurrent aircraft types, for example the A330model. A330s today are sold in a number ofcases as interim fleets and so those customers— with Singapore Airlines (SIA) being one exam-ple — would take the A330 to try the concept ofexperimenting with Airbus taking over the entiretechnical operation. “We perform the completetechnical operation on the 19 A330s of the SIAfleet. This includes the complete technical man-agement, all the planning, the maintenance pro-gramme, and all the maintenance on theaircraft, be that on the line or in the hangar. Wealso provide complete component support andwe even move and service the aircraft in ChangiAirport,” explains Kortas.

To achieve this, Airbus integrates the serv-ices of its MRO Network and OEM partners. Bydoing so, according to Kortas, Airbus improvesthe reliability of its aircraft significantly. “TheSIA A330 fleet is a world leader in reliability.We leverage our relationships with the MROsand the OEMs and we bring in all the know-howand all the work of our customer services engi-neers,” he says.

Like Boeing, Airbus is broadening its after-market footprint, however Kortas stressed that



The Airbus MRO Network comprises 16members to date. “We wanted to create aspecial relationship and an established groupof MROs in order to be sure that on aworldwide basis we could provide the supportto our customers,” says Wolfgang Kortas, headof services integration in Airbus Services andCustomer Support.


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this was in no way an attempt by Airbus to takeover the MRO market, following recent reportssuggesting the larger OEMs were doing justthat. “We are not a MRO ourselves and thishas not changed throughout the years. AtAirbus we wouldn’t have entertained or main-tained the Airbus MRO Network if we were to

consciously push anyone out of the market. Itis our job to design and manufacture the bestaircraft possible. We also have a responsibilityin maintaining these aircraft and in this senseour MRO Network is invaluable.”

Kortas believes that the OEM/MRO rela-tionship will itself become more refined. MROs,he says, will have to make new and technologi-cally centric decisions. “What we will see isMROs deciding on how they align themselveswith new technologies. Will they be full serviceproviders? Or will they be niche specialists?”

Certainly, MROs have many decisions tomake. But what of those in the Airbus Network,and will it continue to grow? “We are currentlythinking about the role of the MRO Network andhave been talking with a lot of our members. Ashas been the case over the past six years, itsrole will evolve,” says Kortas.

Airbus will continue to work closely withmembers of its MRO Network alongside OEMsuppliers in order to provide new services suchas Airbus Flight Hour Services (FHS) from whichcustomers can choose tailored support pack-ages (TSPs). This approach enables Airbus totailor the products and services its customersindividually need. These services are designedto increase aircraft availability, significantlyreduce operating costs and enhance the qual-ity of operations. “Both working with the net-work and providing new service packages maybe complimentary rather than being the same



(Top) A330s today are sold in a number of cases as interim fleets and so some customers – withSingapore Airlines (SIA) being one example – have taken the A330 to try the concept ofexperimenting with Airbus taking over the entire technical operation.

(Bottom) Hong Kong Aircraft Engineering Company is another member of the Airbus MRO Network.


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42

thing,” says Kortas. “We are discussing thisinternally as well as with our members. To thisend we will formalise a proposition to the net-work members at our next MRO Network exec-utive board meeting.”

This will have a significant bearing on howthe network membership will evolve, accordingto Kortas. “Airbus continues to receive con-stant interest from MROs wishing to join its net-work. Yet we are conscious that in order for itto provide value to the customers, it needs tobe a manageable size.” He concludes:“Customers are asking for higher reliability, bet-ter punctuality and customer satisfaction andwe have a vested interest in providing this. We

will always go the ‘extra mile’ to make our fleetfly and the MRO will always be a complimentarysource to all of our fleet.”

Sharing best practiceEngine manufacturers have traditionally

been more involved in the aftermarket thanaircraft manufacturers. More than a decadeago, GE Aviation established its CF34 enginemodel MRO network. And since then, saysBrian Ovington, senior marketing manager foroverhaul services, “we’ve established net-work relationships with eight shops perform-ing CFM56 overhaul, two shops doing CF6work, three on the GE90, and two on ournewest engine entering into service — theGEnx.”

Ovington firmly believes that when dis-cussing OEM/MRO networks, it is imperativethat both parties need to benefit from the rela-tionship, with the biggest challenge beingdeveloping a mutually agreeable proposal andthen implementing the fulfillment processes todeliver on commitments. As it stands, the GEMRO network is widespread, with shopslocated around the world.

“As the OEM for GE and CFM engine prod-ucts, GE Aviation wants its network partici-pants to share the same commitment toengine MRO quality, fulfillment excellence, andOEM workscope and integrity that we performin our GE-owned overhaul facilities,” saysOvington, when asked about the key factors ofestablishing a successful MRO network.



GE Aviation established its CF34 engine model MRO network more than a decade ago.


43

“Additionally, unique customer value proposi-tions — for example, existing airlines relation-ships, geographic options, customisedworkscoping and airline segment specialisa-tion” also factor into the decision when GEAviation assesses the potential of new addi-tions to its network.

Ovington considers that in addition to theunique value propositions previously men-tioned, a network offers customers broaderaccess to OEM solutions from the OEM, an air-line or independent MRO providers. “With grow-ing shop visits on GE and CFM56 enginesforecasted in the future, the network providesflexibility to balance investment in a GE foot-print versus fulfillment in partner shops,” hesays.

One of the main concerns when establish-ing networks is the issue of quality. Namely,maintaining OEM standards and impressingthose on the MROs in order to ensure excel-lence. Keeping up these performance bench-marks, notes Ovington, is the preserve ofmaintaining hands-on relationships with theMROs within the network. “GE continuallyworks with its network partners to share bestpractices for shop process improvement andfirst-time-yield. We send engineering, quality,facility, material planning, and maintenancetraining experts to network shops to identifyopportunities for MRO performance improve-ment.”

Indeed, last November, GE held its firstMRO network ‘Working Together Team’ (WTT)

meeting, and based on positive feedback, asecond meeting is scheduled for later in theyear. In addition, GE is looking to extend its‘myEngines’ digital solution applications toMRO network participants in order toenhance customer communication and satis-faction.

“Engine maintenance is part of the total lifecycle cost that customers buy into when theyselect a product,” explains Ovington. “A net-work of OEM and selective, licensed MROsensures access to these OEM solutions, valueto MRO partners, and fulfillment on the lifecycle cost, product performance, and reliabilitycommitments our airline customer made atengine purchase.”

Certainly, there are striking similaritiesbetween the evolution of the OEMs and theirforward thinking aftermarket-related strategies.Although these OEMs take slightly differentapproaches, there is one common denomina-tor: that OEMs are simply responding to themarketplace, just like anyone else. And theyare actively looking for partners in what the evi-dence suggests will be a symbiotic future —one in which OEMs and MROs grow together,and not apart. ■




44

The Boeing 737 is a very straightforwardaircraft to work on,” says Rick Townsend,SVP - sales & business development at

Ascent Aviation Services, backing up the repu-tation the aircraft has gained over its years ofservice. This good maintainability, according toexperienced MRO IAI Bedek, becomes apparentwhen you consider how easy it is to gainaccess to the aircraft, without the need for spe-cific ground support equipment. This is largelythanks to the 737’s comparatively short land-ing gear and compact dimensions.Furthermore, engine replacement can also beconducted without using a crane, the aircraft’sflight control systems are “basically simple” —

with single drive flaps, and only one aileron sys-tem — and the fact that there is only oneengine type (CFM56) used on the family(Classic and Next Generation) also contributesto simplifying maintenance. “The 737 familycould be defined as one of the industry’s easi-est to maintain commercial platforms,” says aIAI Bedek spokesman.

When Boeing was designing the NextGeneration 737s (-600, -700, -800, -900), itsaim was to lower the aircraft’s overall airframemaintenance costs by 15 per cent relative tothe Classics (-300, -400, -500), which were pro-duced between 1983 and 2000. This pro-gramme, called ‘Maintenance Cost Reduction


The bestselling 737 programme has long enjoyed a good reputation among maintenancetechnicians, but as the number of NGs in the worldwide fleet rises, and the Classics begin tophase out, how will the MRO landscape be affected?


Boeing 737 maintenance


46

by Design’, included participation by 21 airlinesfrom around the world. The result was that themanufacturer implemented a completely newwing with double-slotted continuous span flapscontaining 30 per cent fewer parts, whileenlarging the Next Generation’s (NG) wing areaby approximately 25 per cent. Boeing also sig-nificantly increased the use of composites toreduce the aircraft’s weight. The airframeremployed the latest generation CFM56-7Bengines and fundamentally modernised theflight deck and systems throughout the aircraft,including simplifying the main landing gearassembly and implementing a redesigned aux-iliary power unit.

According to Boeing spokesman Bob Saling,the NG design was focused on reducing systempart counts, increasing the number of commonparts among models, simplifying systemdesigns, improving corrosion protection,enhancing fault identification, and providingbetter access to parts for maintenance.

The design improvements at the aircraftsystem level have reduced scheduled mainte-nance activities by extending maintenanceintervals or eliminating tasks altogether. Oneexample of reduced scheduled maintenance bysystem redesign, says Steven Hayes, regionaldirector marketing — airplane economics, isthe trailing-edge flap-drive system. This systemwas redesigned to last for the entire life of theaircraft, with no anticipated overhauls, “byswitching from an oil-filled reservoir to greaselubrication and using 100 per cent corrosion-resistant steel material in lieu of the originalchrome plating to eliminate corrosion wear”. Asa result, the scheduled maintenance intervalswere extended from 20,000 flight cycles to75,000 flight cycles.

Indeed, one of the most significant changesin the move from Classic to NG aircraft hasbeen the switch from the traditional letterchecks to task-based maintenance — a shiftfrom the MSG2 (maintenance steering group)logic to MSG3. While operators in the past hadto adhere to rigid, uniform work programmesfor comprehensive checks, they can now group



(Top) IAI Bedek is an experienced hand at 737maintenance, describing the aircraft family asone of the industry's easiest to maintaincommercial platforms.

(Bottom) Ascent Aviation Services, located atTucson International Airport, has facilitiesencompassing more than 110,000ft2 ofhangar, shop and secured consignment spaceon a 23-acre concrete ramp.


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the single tasks into different packages foreach individual maintenance event in a mannerthat is most efficient to them. This freedomallows the operators to take factors such asaircraft downtime, accessibility for mainte-nance, particular operating conditions, man-power and availability of resources intoaccount.

Boeing provides recommendations but doesnot impose a set maintenance schedule on theairlines. On the Classics, A checks are typicallydone after 250 flight hours, C checks after4,000 flight hours, and a D check (overhaul)including all structural inspection (SI) tasksafter 24,000 flight hours. On the NGs, all main-

tenance tasks are arranged as multiples of abasic 500 flight hour phase interval. Inessence, these tasks have to be accomplishedafter 500 flight hours, 1,000 flight hours, or1,500 flight hours depending on their urgency.Base checks are formed by grouping tasks withintervals of 8, 10, 12 times the basic phaseinterval, i.e. 4,000 flight hours, 5,000 flighthours and 6,000 flight hours. It is also possi-ble to accomplish tasks, which were tradition-ally part of a base maintenance event (C check)into an A event.

The performance of the NGs has generallysatisfied both airlines and MROs. “The NG keptall the Classic’s advantages as a mature andreliable air platform, while moving significantsteps further in base maintainability improve-ments by dramatically reducing the amount ofmaintenance hour consumption in base main-tenance due to its flexible maintenance pro-gramme, its built in test equipment (BITE)capabilities, as well as by reducing the amountof structural inspections and their generatedrepairs and modifications. This involves mas-sive removals to enable access, such as to theforward pressure bulkhead, requiring majorremovals in the cockpit and window belt andlap joints involving cabin opening andremovals,” says IAI Bedek.

According to Saling, studies have validatedthe projected maintenance savings in service.“A review with a European operator supports



(Top) A 737-500 undergoes repair work at anAir France Industries hangar.


49

the projected reduced costs. A detailed main-tenance cost review by both Boeing and airlinepersonnel was performed, which included thematerial consumption list, rotable andrepairable parts, and warranty claims. Theanalysis revealed that actual airframe mainte-nance costs were 18 per cent lower than theestablished target for the one-year period July1998 to June 1999.” Ascent’s Townsend con-curs that “actual experience and ‘mountains’of data” have shown the NGs to be easier andless costly to maintain than the Classics.

Saling confirms that dispatch reliability forthe NG 737 fleet is 99.7 per cent, while main-tenance costs make up about 17 per cent ofairplane-related operating costs.

Ironing out the kinksDespite the overall exceptional perform-

ance, some MROs have reported problems withcorrosion in areas such as doorways, wetareas, cargo bays, as well as a higher thanusual amount of scribe marks. TAP M&E Brazilsays that while the tasks carried out based onthe MSG3 are performed without any problems;the non routines resulting for those tasksinvolve a great deal of corrosion and crack find-

ings. Despite perceiving it as a “big issue”, theMRO says it is easily able to make the relevantrepairs.

On corrosion, Saling says all of Boeing’s air-craft are designed “to minimise the potentialfor corrosion by preventing moisture ingressionas well as by applying finishes, sealants andcompounds that inhibit corrosion”. In addition,the Corrosion Prevention and Control Program(CPCP), which was mandated by the FAA, wasset up to identify when corrosion has pro-gressed beyond a maintenance level to apotential safety concern and requires opera-tors to change their maintenance programmeto prevent the same occurrence on a given air-craft and within their fleet of aircraft.

Scribe marks have been considered a struc-tural issue of both Classics and NGs. Theseare narrow, shallow distinct scratches in thefuselage skin or structure which, if notrepaired, can develop into premature fatiguecracks. They are typically created when the air-craft is stripped and painted or during the appli-cation/removal of graphic decals. However,Saling says Boeing does not have data thatwould suggest 737 aircraft are more prone tohaving scribe lines than other models. He says



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the “problem” is most likely one of perception.“Given the higher utilisation rates of 737 air-planes, which fly more often than most models,inspections required on airplanes found tohave scribe lines happen more frequently froma calendar perspective, which could lead to theimpression of a greater impact from an MROpoint of view,” he says.

The MROs questioned for this article allreported a positive maintenance experience,with some relatively minor difficulties and nig-gles. Ascent’s Townsend notes that techniciansmight run into issues with the rigging of flightcontrols and doors as they “can be tricky attimes, especially on high time airframes”; how-ever, proper and “some specialised training”would resolve this issue. One bugbear he iden-tified was the increasing difficulty of gettingtimely engineering support from Boeing on theClassics — Townsend supposes that “theyseem to have shifted their focus” to the NGs.

IAI Bedek says that the small size of someof the aircraft’s features can create mainte-nance difficulties. The forward electronic equip-ment compartment and air conditioning bay are

“condensed and problematic to access”; thelanding gear bays are more exposed to damagefrom debris and other foreign objects “sincethey are low and do not have doors; the slatsactuators are “very sensitive”, with any dirt orpaint potentially causing packing failure orhydrogen leaks; and, the company also notesthe “somewhat complicated situation workingsimultaneously with inboard engine cowl openand the leading edge flaps extended”. Despitethis detailed list, the MRO explains that theseproblems are “minor” and manageable withgood line and base maintenance planning. Inaddition, the structural weaknesses of theClassics requiring significant structural engi-neering capabilities, such as the window beltand lap joint modifications and repairs, havebeen fully resolved in the NG series.

A recent incident in which a hole appeared inthe fuselage of a Southwest 737-300 duringflight (having happened once before) is also cur-rently causing concern, with the root cause ofthe decompression event yet to be determined.“We remain fully engaged with the investigationand will work closely with both the NTSB and the



On the 737NGs, design improvements at the aircraft system level have reduced scheduled maintenance activities by extending maintenance intervalsor eliminating tasks altogether.


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52

FAA to ensure the highest level of safety contin-ues for 737 Classics,” says Saling. The manu-facturer has already taken action byrecommending lap-joint inspections to airlinesworldwide on certain 737-300/400/500 air-craft, which the FAA also mandated as an air-worthiness directive. To date, Boeing hasconfirmed that inspections are complete world-wide on nearly 80 per cent of the 190 airlinesaffected. A total of five aircraft have had inspec-tion findings. In co-ordination with the NTSB,portions of the panels from those aircraft, whichwere delivered between 1994 and 1996, havebeen shipped to Boeing and the manufacturer is“conducting analyses to validate the initialinspection findings”.

Applying GoldCareIn another significant move for the 737

programme, Boeing has announced that itsGoldCare aftermarket support programme,initially designed to be offered to 787 cus-tomers, is to be extended to cover 737NG air-craft. According to Saling, the move cameabout because of customer demand.“Airlines are asking Boeing for a more inte-grated maintenance approach, and our pri-mary goal is to meet the needs of ourcustomers,” he says. “Boeing is working toprovide customers with more integrationbetween their airplanes and their back-officesupport by taking advantage of GoldCareinformation technology and its consistent,fleetwide approach to maintenance.”

The implementation of GoldCare will notcome without challenges. Unlike the newlaunch 787, the 737NG programme alreadyhas a large in-service fleet, and so GoldCarewill have to be applied retrospectively. Therewill also be a different set of suppliers com-pared with those MROs involved with the787 version. “With the number of NextGeneration 737s in operation, and many hav-ing been in operation for several years, oper-ators already have support contracts inplace with suppliers and have existing spareparts inventories,” explains Saling. “Ourteam is hard at work to align the suppliersand MROs for participation in the 737GoldCare programme. An undertaking of thisscope requires a solid plan going forward, sowe are using our experience in developing787 GoldCare as a template.”

Ultimately, Saling says GoldCare’s phasedmaintenance approach will take advantage ofscheduled down times in the flight schedule,and so the manufacturer expects the pro-gramme to provide an increase in aircraftavailability. Ascent’s Townsend seesGoldCare as being an attractive option forstart-up or low-cost carriers (LCCs), ratherthan established operators. LCCs, he says,will be able to take advantage of the pro-gramme allowing them to focus their effortson running the airline. “I personally don’t seeestablished carriers / operators with mediumto large fleets of 737 series aircraft movingto this programme as they have already spent



Our team is hard at work toalign the suppliers and MROsfor participation in the 737GoldCare programme. Anundertaking of this scoperequires a solid plan goingforward, so we are using ourexperience in developing 787GoldCare as a template.—Bob Saling, spokesman,Boeing

For NG aircraft, Boeing provides recommendations but does not impose a set maintenance schedule on the airlines.


53

large amounts of both human and financialcapital in establishing their maintenance sup-port requirements.”

IAI Bedek generally agrees with this assess-ment, saying the improved access and pro-cessing of the OEM’s essential maintenance,engineering and logistic data would be “mainlyeffective with operators with little or no main-tenance and engineering resources” as well as“leasing companies”. TAP M&E says there willbe no impact for a MRO like itself that supports“different operators in different countries withdifferent procedures”.

The next generation takes overThe sheer number of active 737s and con-

tinued, strong sales for the model have createda huge market potential for MRO companies,and there will continue to be a very large num-ber of 737 aircraft needing to be maintained formany years to come. From the maintenanceperspective, the main challenge will be in han-dling the continued shift in numbers fromClassics to NGs. As the Classics mature, manyof the aircraft will be retired and sold to opera-tors in less established aviation regions, beconverted to freighters, or used as spare parts

sources and finally be scrapped. By volume,the number of new NGs should balance out theClassics being taken out of service.

But it is not just the aircraft that are shift-ing. There has also been a trend of MRO workon the 737s moving to lower labour cost coun-tries like China and Latin America. MROs inNorth America and Europe will have to continueto find ways to be more efficient or add extravalue to their services.

While the technical challenge of maintainingthe Classics will also increase as the aircraftage and become more susceptible to wear andtear, a further point to note is that as the NGstake up a bigger slice of the maintenance pieby volume, as the Classics are slowly phasedout, the amount of total MRO work willdecrease — the newer aircraft will naturallyrequire less maintenance. The main beneficiar-ies of the fleet change will thus be the airlines,and not the MRO companies. However, theMROs that can reach new Classics customersin Africa and CIS countries may stand to bene-fit from the change.

So as the 737 programme ages, it is chang-ing the maintenance landscape — but thankfullynot the aircraft’s maintenance reputation. ■



Given the higher utilisationrates of 737 airplanes, whichfly more often than mostmodels, inspections requiredon airplanes found to havescribe lines happen morefrequently from a calendarperspective, which could leadto the impression of a greaterimpact from an MRO point ofview.—Bob Saling, spokesman,Boeing




Airframe heavy maintenance directory — EuropeCompany Contact details Aircraft Checks Facilities Specialist capabilitiesAeroplex of Janos Theobald 737 A-D 2 w/b CPCPCentral Europe Head of sales 757/767 A-C 6 n/b Ageing a/c mods.

PO Box 186 A320 family A-C 7,253m2

InteriorsBudapest F70/100 RefurbishmentFerihegy International Airport Composite repairsH-1675 Sheet metal workHungary Phase-in/-out (incl. lease returns)Tel: +36 1296 7214 Engineering servicesFax: +36 1296 7218 Logistics supportE-mail: [email protected] NDT, ROW44 modification

airberlin technik Steven Williams 737/757/767 A-C Düsseldorf, Munich Component support(Air Berlin Group) Head of technical sales A319/320/321/330 A-C Base maintenance facilities Engineering management

Flughafen, Halle 8 A340 A 3 hangars, approx. 45,000 m2

Design and modification40474 Düsseldorf Technical trainingGermany NDT, sheet metal workTel: +49 178 94 18 444 ModificationsFax: +49 211 94 18 5847 Structural repairswww.airberlin-technik.com

Air France Industries - Rob Pruim 737/CG/737NG/747/777 A-D 77 bays Exteriors, Cabin mods.KLM Engineering VP sales international 757 Components 7 industrial sites Configuration changes& Maintenance PO Box 7700 (SPL/TQ) 767 A-C Post-delivery programmes

1117 ZL Amsterdam Airport Schiphol A320 family/330/340/380 A-D Phase-in/-out (incl. lease returns)The Netherlands MD-11 A-C Engineering scvs.Tel: +31 6 51535504 DC-10 Components Avionics upgrades, Tech trainingFax: +31 20 6488044 Fokker 70/100 A-D Logistics supportE-mail: [email protected] ERJ135/145/170/190 A-D Global ops. and maint. support

Engine, APU and comp. servicesVIP A-D checks

Alitalia Compagnia Fabio Schinelli 767 A-S8C 700,000m2 Avionics upgradesAerea Italiana Fleet Marketing, sales and contracts mgt 777 A-C 4 hangars Composite repairsMaintenance Services Leonardo da Vinci Airport A320 family 12-yr 5 w/b and 12 n/b NDT

00054 Fiumicino A330 Light maintenance 40 workshops Landing gearsItaly DC-10 A-D Engine test cells Structural repairsTel: +39 066543 3050 MD-11 A-D Training centre Cabin interiors refurbishmentFax: +39 066543 2117 MD-80 Light maintenance and reworkE-mail: [email protected] Plating processes

ATC Lasham Nigel Bruce 727/737 (incl. BBJ)/757 A-D 160,000ft2 (Lasham) Avionics upgradesSales manager A320 family A-C 4 n/b Corrosion controlATC Lasham Ltd 140,000ft2 (Southend) JAR 147 engineering trainingLasham 6 n/b (both Lasham and Southend)Hampshire EASA ops part M sub part GGU34 5SP Major airframe repair and modifs.England Extensive NDT capabilityTel:+44 (0) 1256 825100Fax: +44 (0) 1256 467487E-mail: [email protected]

Atlantic Air Bécaye Ba E120/135/145 A,C 3 hangars Base maintenance Industries General manager ATR 42/72 A to 36K cycles 3,600m2 Line maintenanceMaroc 174 Boulevard Zerktouni Hawker Beechcraft 1900/ All phase inspections CPCP, Major and minor structural/

5th Floor 300/200/100/90 composite repairs, NDT20100 Casablanca Stripping and paintingTel: +212 (0) 523 297 724 Cabin refurbishmentFax: +212 (0) 523 297 730 Avionics global performance testingE-mail: [email protected] EASA part 2 avionics/cabin/

structural modificationdesign, certification and embodimentEASA part 147 training: ab-initio, refresh,type rating, part 66 for all ATR, E120EASA part M continuous aircraftairworthiness managementSpare parts

Austrian Airlines Technik Robert Wanek 737/767/777 A-C VIE: 3 hangars (w/b) Avionics upgradesMD ATM (marketing and sales) A319/320/321/330/340 A-C 24,000m2 NDTAirport base CRJ100/200 A-C Workshops Sheet metalA-1300 Vienna Airport F70/F100 A-C Training center Component maintenanceAustria Global Express A-C Classroom and pract. training Tel: +43 5 1766 63838 Challenger A-C BTS: 1 hangar (n/b) (part 147)Fax: +43 5 1766 65115 Workshops Design engineering (part 21)E-mail: [email protected] Executive jet maintenancewww.austriantechnik.at

Cargolux Airlines Tony Arcone 737/747 A-C Double bay 747 hangar Avionics upgradesInternational Manager maintenance sales 757/767 A Full back shop support capabilities Composite repairs

L-2990 Luxembourg Airport Structural repairs and CPCPLuxembourg ModificationsTel: +352 4211 3290 Worldwide AOG supportFax: +352 4211 3441 LDG replacement E-mail:[email protected]

Cimber Air David MacKay 737NG (Billund/CPH) A 7 bays ATR42/72 cargo conversionMaintenance KAM Maintenance ATR 42/72 A-D 6600m2 hangar InteriorsCentre Lufthavnsvej 2 CRJ200 A-D Avionics upgrades

DK-6400 Sønderborg VIP upgradesDenmark CPCPTel: +45 7412 2368




Airframe heavy maintenance directory — Europe (cont...)Company Contact details Aircraft Checks Facilities Specialist capabilities

Fax: +45 7443 2458E-mail: [email protected]

Czech Airlines Technics Ondrej Konyvka 737 A-D 1 w/b Avionics upgradesExecutive director A310 A-C 6 n/b Composite repairsHangar F, Praha Ruzyne A320 A-D 12,400m2 Structural repairs and CPCPInternational Airport ATR 42/72 A-D Interiors (DOA 737/A320)160 08 Praha 6 Landing gear overhaul Czech Republic (737CL/737NG)Tel: +420 2 2056 1001 737-800 winglet modificationFax: +420 2 3332 4860 ModificationsE-mail: [email protected] AOG team (structures/engines)

European Fred Hilgeman 737 A-C Amsterdam - Paris On-wing engine supportMaintenance Director 757/767 A Chateauroux - Lisbon Eco engine washSolutions Hamersveldse weg 84A A320 family/330/340 A-C Madrid Dismantling of aircraft

3833 GT Leusden PaintingThe NetherlandsTel: +31 33 434 3040Fax: +31 33 494 8101E-mail: [email protected]

Finnair Technical Mikko Koskentalo 757 A-C 2 w/b Strip/paint/labelling/markingServices Manager, sales and marketing A320 family A-C 3 n/b Sheet metal shop

Finnair Technical Services Ltd A330/340 A Composite repair shopMU/83 MD-11 A-C Plating processes, NDTHelsinki-Vantaa Airport E-170/-190 INT-BAS Cabin interior refurbs./mod.01053 Finnair Structural repairs/modificationsFinland Winglet mods, DOA engineeringTel: +358 40 586 0955 Tech. training, Logistics supportFax: +358 9 818 6786 24hr AOG desk, Avionics shopE-mail: [email protected] Engine/APU/LDG shop/testingwww.finnairtechnicalservices.com Wheels and brakes shop

Fokker Aircraft Services Stephen Hands A318/319/320 A-D 5 hangars plus backshops: Ageing a/c programmes(FAS) VP, sales and marketing 737 (300/400/500/600 A-D 16,000m2 Aircraft recovery, Aircraft weighing

PO Box 3 /799/800/900) A-D Avionics upgrades, Cabin noise reductionAviolandalaan 31 Fokker 27/28/50/60/70/100 A-D Composite repairs4631 RP Hoogerheide ATR 42/72 A-D Corrosion prevention/control Netherlands CRJ A-D Engineering servicesTel: +31 16 461 8000 ERJ145 Fuel tank repairs, InteriorsFax: +31 164 618 666 Machining/plating, Materials processingE-mail: [email protected] NDT, Painting/stripping, Parking/[email protected] Passenger-to-freighter conversionwww.fokkeraircarftservices.com Satcoms/IFE installation

Sheet metal, Structural testingVIP refitting/refurbishmentsWindows/transparencies

Iberia Maintenance Jose Luis Quiros 707/757 A-D 8 hangars Cargo conversionSales, marketing and bus. dev. SVP 767 A 11 w/b Composite repairs and Madrid Barajas Airport, La Munoza A310/319/320/321/330/340 A-D 9 n/b surface treatmentEdificio Motores 1a planta MD-80 A-D 2 general workshops CPCP, Logistic support28042 Madrid Falcon 20/900 A-D 1 painting hangar Strip/paint/labelling/markingSpain Gulfstream A-D Sheet metal workTel: +34 915 875 132 C130 Hercules A-D Insulation blanketsFax: +34 915 874 991 NDT test, UpgradesE-mail: [email protected] Cabin and interior modificationwww.iberiamaintenance.com Post delivery programmes

Engineering servicesTech. training, Global operationaland maint. supportAvionic upgradesEASA design organisationInventory management

Icelandair Örn Ingibergsson 737CL A-D 1 hangar Avionics upgradesCustomer services 737NG Line maintenance 2 bays Composite repairsMaintenance Centre 757/767 A-C 12,500m2 (including backshops) CPCP235 Keflavik Airport Sheet metal workIcelandTel: +354 4250 142Fax: +354 4250 188E-mail: [email protected]

Jat Tehnika, d.o.o. Radoslav Ilic 737CL/NG A-SI 3 hangars ModificationsHead of maintenance mktg and sales ATR 42/72 all series A-I 5 bays n/b; 3 bays w/b Aircraft ageing programmesAirport Nikola Tesla 59 35,000m2 (including backshops) Corrosion prevention and protection11180 Belgrade Interior repairsSerbia Structual inspections and repairsTel: +381 11 2280 115 Strip/paint, Avionics upgradesCell: +381 64 8871 558 Engine maintenanceE-mail: [email protected] Component maintenance

Winglets installation

Jet Aviation AG Michael Sattler 707/720/727/737 (incl. BBJ)/ A-D 7 hangars AvionicsSVP and accountable mgr, Basel & Geneva 747/757/767 A-D 60,000m2 (including backshops) Composite repairsPO Box 214 A310/320 family (incl. ACJ)/ A-D CPCPCH-4030 Basel-EuroAirport 330/340 A-D Strip/paintSwitzerland Challenger A-D InteriorsE-mail: [email protected] Global Express A-D VIP completions


Your success is our concern

Sabena technics is a leading independent MRO provider of maintenance services to civil and military operators.

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Airframe heavy maintenance directory — Europe (cont...)Company Contact details Aircraft Checks Facilities Specialist capabilities

Learjet A-D Sheet metal workGulfstream A-DDassault Falcon A-DHawker A-D

Lufthansa Robert Gaag (until June 30, 2011) 737 (incl. BBJ)/747/757/767/ A-D 16 n/b; 6 w/b; 3 RJ Avionics modificationTechnik Andre Fischer (from July 1, 2011) 777 A-D 3 dedicated painting bays Structural modification

Dir. Central Europe 787 LHT (HAM) Ageing aircraft mod/CPCPWeg beim Jaeger 193 A300/300-600/310/319/320/ A-D LHT (SXF) Sheet metal work22335 Hamburg 321/ACJ/330/340/380 A-D Shannon Aerospace (SNN) Insulation blanketsGermany Avro RJ A-D LHT Budapest (BUD) Design and modificationTel: +49 40 5070 2590 CRJ A-D LHT Malta (MLA) Freighter conversionsFax: +49 40 5070 8866 ERJ-135/-145 A-D LHT Sofia (SOF) Tanker conversionsE-mail: [email protected] MD-11 A-C LHT Switzerland (BSL) Thrust revr. and nacelle overhaul

MD-80 A-D LHT Maintenance Int/l (FRA) Customised eng. servicesSaab 2000 A-D LHT Brussels (BRU) NDT test

LHT Philippines (MNL) Strip/paintAMECO (PEK) Interior completion

Cabin refurbishmentVIP and corporate refurb.Internet-on-board installationsIFE/satcomSupport structureAirline support teamsTechnical trainingLabelling/marking

Marshall Aerospace Michael Milne 747/767/777 A-D 6 w/b Conversions, design servicesDirector of mktg & bus. development A319/320/321 A-D 15 n/b Engineering servicesMarshall Aerospace DC-10 A-D 1.2m m2 Installation servicesThe Airport MD-11 A-D Interior mods and reconfigns.Cambridge L-1011/-100 A-D NDT, overhauls, paint removalCB5 8RX C130 A-D Project mgmnt, recoveryEngland BAe 125-700 A-D Renovations, repairs, supportTel: +44 1223 373737 Logistics, technical pubsFax: +44 1223 373373 Training, flyingE-mail: [email protected] Airframe/comps. manuf./

assemblyDesign/manuf. long-range fuel tanks

MNG Technic Volkan Eser A300/300-600/310/ A-D 8 w/b Supply and logisticsAircraft Executive VP commerce 319/320/321/ 16 n/b Wheel and break unit shopMaintenance Ataturk Havalimani Ozel Hangarlar Bolgesi 727/737-300/-400/-500/ A-D 25,000m2 Emergency equipment shopServices Besyol Mah. Inonu Cad. No:10 -600/-700 Compressed cylinder/valve/

Sefakoy 34295 Kucukcekmece/Istanbul /-800/-900/757-200/-300 A-D regulator shopTurkey MD-80 series A-D Cabin interior Tel: +90 212 465 06 86 DC-9 series A-D Paint shopFax: +90 212 465 06 99 Hydraulic shopE-mail: [email protected] NDT works

Structural worksComposite repairAvionic worksMachine shop

Monarch Aircraft Ian Bartholomew 737 Line 5 w/b Avionics upgradesEngineering Sales and marketing director 757/767 A-D 8 n/b Composite repairs

London Luton Airport A300-600/A300B4/319/320/ A-D CPCPLuton 321/330/310 A-D InteriorsBeds. LU2 9LX Sheet metal workEngland Line maintenanceTel: +44 1582 398 746 EASA 145 part 21J (design)Fax: +44 1582 706 984 EASA part ME-mail: [email protected] EASA 147

Spares tradingComponent maintenanceManagement services

OGMA Mario Lobato Faria A320 family A-D 139,000m2 Aircraft and engine MROAviation services VP ERJ-145 family A-D Components2615-173 Alverca E-170/-175/-190 A-D Engineering servicesPortugal C212 Aviocar A-D Fleet managementTel: +351 21 958 1000/957 9000 C130/L-100 A-D Strip/paintFax: +351 21 958 0401/1288 Legacy 600/650 A-D Sheet metalE-mail: [email protected] Lineage 1000 A-D Hydrostatic testingWeb: www.ogma.pt Calibration

Avionics modificationsAerostructures manufacturingAirframe assemblyComposite manufact. and repairsMachining/platingNDT

Saab AB, Linköping Johan Claeson Saab 340/2000 A-D 6 n/b Aircraft inspectionsMaint. manager, aircraft maintenance Composite repairsSE-581 88 Linköping ModificationsSweden PaintingTel: +46 13 18 5567 RefurbishmentsFax: +46 13 18 5766E-mail: [email protected]




Airframe heavy maintenance directory — Europe (cont...)Company Contact details Aircraft Checks Facilities Specialist capabilitiesSabena technics - Jérôme Olivar 737/757/767 A-D Hangars for 30 aircraft Landing gearsTAT Group EVP sales and marketing A300/310/320 family/330/340 A-D across Europe Wheels and brakes

Tour Maine-Montparnasse BP 47 ATR42/72 Dry stripping/painting33 Avenue du Maine CRJ100/200 Components shops: avionics, IDG, 75755 Paris Cedex 15 ERJ-135/-145 electromechanics, pneumatics, fuel,France F70/100 hydraulics, oxygen, extinguishersTel : + 33 1 56 54 42 30 MD-80 Test nacelle equipmentFax : + 33 1 43 21 79 26 C130 Logistics centreE-mail: [email protected] Falcon 10/20 Cabin upgrades and mods.www.sabenatechnics.com DC-10 Cockpit upgrades

CN235 VIP completion707 Aircraft structureKDC10 Cabin equipment

Shannon Aerospace Paul Murray 737/757/767 A-D 5 maintenance bays plus 1 paint bay CPCPHead of marketing and sales A319/320/321 A-D EASA and FAA 145 repair station Strip/paintShannon Airport DC-9 A-D 32,000m2 InteriorsShannon MD-80 A-D Avionics upgradesCounty Clare Cargo conversionIreland Composite repairsTel: +353 613 70006 Lease end transitionsFax: +353 613 61020 Techical and engineering servicesE-mail: [email protected] Line maintenance

EASA 147 training school767 BS955 mods. and repairA320 rib 5 modification

SR Technics Sean O’Connor 737NG/CL A-D 6 w/b Composite repairsSVP sales 747/757/777 A 7 n/b Interior refurbishmentP.O.Box 767 A-D 2 n/b A check bays Components repr. and overh.CH-8058, Zurich Airport A300-600/310 A 4 n/b casualty bays ModificationsSwitzerland A320 family/330/340 A-D RepairsTel: +41 43 812 05 70 F70/100 A Sheet metal workFax: +41 44 812 97 98 MD-11 A-C NDTE-mail: [email protected] E170 A CPCP

Avionics upgrade, thrustIFE/satcomDesign organis. approvalFleet and inventory mgt.Strip/paint Reverser and nacelle overhaulEngine overhaul/test cellVIP refurbs. and completion

TAP Maintenance Carlos Ruivo BBJ/727 A-D 8 w/b Modifications& Engineering VP marketing and sales 737CL/NG A-D 10 n/b Structural repairs

P.O. Box 50194 747-100/200/300 A-D “53,380m2” Aging programs1704-801 Lisboa 757/767/777 A-D Cabin refurbishmentPortugal A300-B4/-600 A-D Stripping and paintingTel: +351 21 841 59 75 A310/320 family/330/340 A-D Composite repairsFax: + 351 21 841 59 13 DC-10 A-DE-mail: [email protected] MD-11 A-D

E120 A-DERJ-135/145 A-DE-JET170/175/190/195 A-DLegacy A-D

TAROM Lorin Dumitrescu 737 A-nC 1 w/b Strip/paintDeputy technical director A320 family A-C 3 n/b Sheet metal workBucharest Int/l Airport Henri Coanda ATR 42/72 A-nC Major structural modificationCalea Bucurestilor nr. 224F Major avionics modificationOtopeni Town, County of IlfovRomaniaTel: +40 21 201 4549E-mail: [email protected]

TUIFly Katrin Papendieck 737-300 A 2 hangars NDT approvalSenior manager sales and contracts 737-400/500/737NG A-D 2 base maintenance bays Component workshopsFlughafenstrasse 10 A320 family A 4 line maintenance bays Interiors30855 Langenhagen Sheet metal workshopGermany Major system and structure mod.Tel: +49 (0)511 97 27 496 Part 21 approvalFax: +49 (0)511 97 27 507E-Mail: [email protected]

Turkish Technic Ataturk International Airport B Gate 737CL/NG A,C,D 4 hangars: 3 in Istanbul, 1 in Ankara Avionics upgradesYesilkoy-Istanbul 34149 777 A,C,Str. Component maintenanceTurkey A300/300-600 A,C,D Test/rep./ovh./calibTel:+90 212 463 63 63 - 29246 A310 A,C,S Composite repairsFax:+90 212 465 25 47 A320 family A,C,D CPCP, SSIPE-mail: [email protected] A330/340 A,C,S Engine and APU overhaul/test cell

Avro RJ100/70 K-D Cabin interiors, ModificationsGulfstream GIII/GIV/GV A-C Technical training

Landing gear overhaulPainting, HMU repairNDT including X-rayComponent pool servicesOn-site servicesEngineering support services

Any companies not listed in this survey which wish to be included in future directories are asked to please contact [email protected]


60

Green is a very popular colour thesedays,” notes Marcel Landry, ThalesCanada’s VP of business development,

commenting on the launch last year of aC$150m (£94m), public-private “green aircraft”programme in Quebec. Like the majority of proj-ects designed to lessen the negative impact ofaviation on the environment, Quebec’s newscheme will focus on testing technological con-cepts for next-generation aircraft.

Taken together with the continual drive byOEMs to increase engine efficiency, it seemsfair to suggest that the glamour of cutting-edgetechnological genesis means that efforts toreduce environmental impact during develop-

mental, production and operational phasesovershadow another important element of theaircraft lifecycle: what to do with aircraft whenthey reach the end of their service.

The Aircraft Fleet Recycling Association(AFRA), an international collection of corpora-tions and research groups, estimates thatmore than 12,000 aircraft will be retired in thenext two decades. In times past, such aircraftwould simply be parked in a desert “graveyard”and left to gradually disintegrate. However, thelast few years have witnessed a growing reali-sation that applying recycling techniques to air-craft disposal can bring both environmentaland business benefits. The potential ranges


As increasing numbers of aircraft are retired from service, Joanne Perry speaks to OEMS,dismantlers, parts redistributors, materials recyclers, researchers and the Aircraft Fleet RecyclingAssociation (AFRA) to discover how aircraft can be born again.

End-of-life solutions:Retirement is not what it used to be


across a number of different processes: dis-mantlement, parting out, material redistributionand repurposing.

When a retired aircraft arrives at a recyclingfacility such as the Air Center at ChâteaurouxAirport, the airframe is dissected using a largecircular saw. Activities at Châteauroux are han-dled by AFRA member Bartin Aero Recycling,the only dismantling entity in Europe with ISO14000 certification. Bartin dismantlesbetween three and ten aircraft per year on site,but also sends teams out to other air centresand airports to handle a further four or five. AtChâteauroux, the process takes place in a spe-cially designed area consisting of a concrete

Photo: Châteauroux Air Centre


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turer’s Process for Advanced Management ofEnd-of-Life of Aircraft (PAMELA) dismantlingdemonstration project was carried out with sup-port from four partners and the EuropeanCommission. The two-year programme involvedthe dismantlement of an A300B4, during whichthe effectiveness of a range of techniques wasassessed. PAMELA led to the introduction of anAirbus environmental standard for the disposalof an A300.

Airbus followed up the original PAMELAproject with the establishment of the TarbesAdvanced Recycling and MaintenanceAircraft Company (Tarmac Aerosave) withpartners including Snecma Services andAeroconseil. Tarmac’s first dismantling facil-ity was opened at Tarbes airport in 2009 andhas since used refined PAMELA processes todismantle nine Airbus and non-Airbus air-craft. Techniques practised there enable val-orisation of 85 per cent of an aircraft’smaterial weight, compared with a conven-tional rate of around 60 per cent. OlivierMalavallon, PAMELA project director, environ-mental affairs, describes Tarmac as “thecentre of reference for recycling aircraft forAirbus and also within EADS”.

Airbus has also initiated a PAMELA projectfor the A380 in a bid to address recyclingissues surrounding larger aircraft. Malavallonsays that an A380 static test structural cell has

slab on impermeable geo-membranes — syn-thetic liners. Dissection begins with the wingsto obviate balance issues, progressing to thetail and finally the front or rear landing gears inorder to collapse the airframe. With recertifi-able and resaleable parts already removed, theleftover metal is cut up into manageable piecesfor transportation to a recycling plant.

Bartin GM Yves Basset says that typically60 per cent of recovered material is aluminiumfrom the airframe and the seats. For a 747 thiscan be up to 100 tonnes, compared with 75tonnes for a DC-10. Around 15 per cent ofrecovered material is steel from the landinggear, while 10 per cent consists of coppercables, titanium and precious metals. Interiorsare more difficult to handle, with foams, floorcoverings and side panels at present largelyirrecoverable.

Basset points out that demand for recyclingservices is linked to the market prices of scrapaluminium: “If they [owners] know the pricegained from the scrapped materials coverstheir costs or offers a degree of profit they aremuch more likely to seek out our services.”This is a clear demonstration of the importanceof research to improve recycling efficiencies.

Major research schemesThe first major study on aircraft recycling

was initiated by Airbus in 2005. The manufac-

allowed Airbus to assess the recovery potentialfor new alloys, including welded alloys, via thetesting of specially developed processes. Theresult has been a 98 per cent recovery rate formetallic components. Malavallon says the suc-cess of the PAMELA programmes lies in selec-tive dismantling techniques which make use oftechnical documentation and portable measur-ing devices to map materials in aircraft struc-tures and systems components. Thisgenerates controlled batches of aluminiumalloys and other metallic materials such ascopper, titanium and stainless steel which com-mand a much better price than contaminatedbatches. Or, as Malavallon puts it, “smart dis-assembly addresses both the technical andbusiness aspects of recycling”. Malavallonsays that mechanisation of dismantling, whichTarmac aims to achieve by next year, will helpto reduce processing time and further enhanceprofit margins.

Because Airbus fleets are relatively young,less than four per cent of Airbus aircraft arecurrently at the end-of-life stage. A greater pro-portion of retiring aircraft bear the Boeingstamp, and have structural compositions origi-nating several decades ago.

Boeing launched its own foray into aircraftrecycling in 2006 as one of the eleven found-ing members of AFRA. The association cur-rently has 54 members across North

The A380 is 35 per cent composite by weight. Composite materials require special recycling strategies.




America, Europe, South Africa and Turkey andcontinues to grow, most recently welcomingSOS Metals in May this year. Corporate mem-bers range from aircraft manufacturers likeBoeing and engine OEMs such as Rolls-Royceand Pratt & Whitney, through to disman-tlers/parts redistributors such as AELS andMagellan Group, dismantlers/metals recla-mation companies such as Bartin RecyclingGroup and finally materials recyclers such asELG Metals and Milled Carbon. Membersfrom the world of academia include theUniversities of Oxford and Nottingham.AFRA’s mission is to pursue and promote“environmental best practice, regulatoryexcellence and sustainable developments inaircraft disassembly, as well as the salvagingand recycling of aircraft parts and materials”.As the only such organisation with a globalscope, AFRA is working towards significantlyincreasing recycling rates worldwide.

Boeing regards AFRA as a key catalyst forenvironmental management. At last year’sAFRA annual meeting, Jeanne Yu, commercialairplanes’ director for airplane environmentalperformance, commented: “Partnerships suchas AFRA create innovative models which

accelerate technology development and allowthe industry to set challenging recycling goalsto enhance environmental performance.”

Guiding best managementpractice

A mainstay of AFRA’s approach is the con-solidation of its members’ collective experi-ence in a series of Best Management Practice(BMP) Guides. According to Denis Oliver, ELGMetal’s manager aerospace business develop-ment, AFRA acts as vital means of informationexchange. “AFRA membership not only keepsELG abreast of trends in that area but allows itto participate in improving recycling techniquesand standards for the industry,” he says. ELGhandles steel and alloy recycling across a num-ber of industries, with 40 locations worldwide.On the aerospace side, several of its units areamong a limited number of plants approved tosupply recycled superalloys for remelting to pro-duce rotating parts for jet aircraft engines, sup-plying material direct to melters.

AFRA’s BMP Guides outline the standards,processes and procedures which enable busi-nesses involved in aircraft recycling to imple-ment best practice in their day-to-day activities,

Partnerships such as AFRAaccelerate technologydevelopment and setchallenging recycling goals toenhance environmentalperformance.—Jeanne Yu, commercialairplanes’ director for airplaneenvironmental performance,Boeing




expect; quality from an aviation point of view,an environmental point of view, but also laboursafety,” explains Derk-Jan van Heerden fromAircraft End-of-Life Solutions (AELS). The Dutchcompany has three main strands to its busi-ness: end-of-life decision-making support; dis-assembly and dismantling; and componentmanagement. AELS is currently processing anA310-300 on behalf of EADS EFW. It will dis-mantle the airframe and recycle materialssuch as the aluminium, as well as recertifying,marketing and selling components for use onother aircraft.

Other AFRA members handling aircraft dis-mantlement processes include EvergreenTrade, which locates its services in the dryArizona climate which is ideal for preservingresaleable aircraft components, and SouthernCalifornia Aviation (SCA), operator of theworld’s largest transitional facility.

van Heerden feels confident that disman-tlers can look forward to an increasing volumeof business in the short- to mid-term, owing toa combination of factors: a time lag effectfrom higher aircraft manufacture rates 15-25years ago; a modern tendency toward retiringolder aircraft in favour of more fuel efficientand cost-effective models; and steady produc-tion from both Boeing and Airbus during therecent economic crisis. Basset confirms thatBartin has seen a corresponding demand for

dismantlement and recycling services, stretch-ing into 2012 and beyond. Oliver adds that leg-islation to reduce carbon emissions places anextra pressure on operators which shouldfavour companies involved in aircraft recycling,even in the unlikely event of a drop in fuelprices that would make engine efficiency lesscrucial.

In the near term, AELS is conductingresearch into improving the aluminium recy-cling process in partnership with DelftUniversity of Technology, from which AELSoriginated. This could well be a fruitful enter-prise; while Oliver says there are well-estab-lished practices to handle aluminiumrecycling, he admits that it “presents difficul-ties”. Since Fraissignes estimates that thealuminium from an airliner is worth €70-100,000, improvements to the process couldgenerate both financial and environmentalbenefits.

New frontiers for researchIt is composite materials which present the

biggest challenge — in Oliver’s words “bothtechnically and economically”. “Compositerecycling is in its infancy and there are limited(if any) outlets,” he says. Since there is a trendamong aircraft manufacturers to move towardcomposite airframes, recycling of such materialwill become an issue of growing concern. A

as assessed by the association’s accreditationprogramme. They cover: facility management;training; documentation and records; tooling;parts management; and recycling and environ-ment. Executive director Martin Fraissignes,also GM at Châteauroux, is keen to emphasisethe potential for a happy marriage betweenenvironmental and commercial interests: “Weinsist that the recovery and recycling be donein the most environmentally friendly mannerpossible but also in a way that makes sustain-able business sense”. The organisation is cur-rently developing the third BMP Guide, due forpublication in the second half of 2011. This willfocus on interiors recycling, in contrast to ver-sions one and two which concentrated on air-frames and engines respectively.

The importance of formalising ground-levelexperience in the shape of the BMP guides issuggested by the fact that one third of the 400or 450 aircraft which are scrapped around theworld each year are disassembled and partedout by AFRA members. Standardising andimproving such procedures can thus make a sig-nificant impact on aviation recycling culture andultimately the industry’s environmental profile.

Organisations which are audited to theBMP standard receive AFRA accreditation,which benefits both the member and itsclients. “It’s a guarantee for our customersthat they will get the quality that one should

Bombardier’s CSeries aircraft, currently in production, will be 40 per cent composite.




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number of research projects across the worldare bringing together corporate and academicresources in order to identify solutions aheadof time.

Boeing’s efforts at present and in the com-ing years are naturally focused on the new 787,which is constructed from 50 per cent carbonfibre as measured by weight. The first retire-ments of this aircraft type are 30-40 years inthe future. However, 777s which are now beingretired also have a significant composite ele-ment — 20 per cent by weight. Boeing has thusworked on collaborations with Huron Valley FritzWest and Adherent Technologies in the US andMilled Carbon in the UK, as well as theUniversities of Nottingham and North Carolina.In 2008, Milled Carbon set up Recycled CarbonFibre, the world’s first commercial scale contin-uous recycled carbon fibre operation. The com-pany currently processes more than 2,000tonnes of carbon-composite material each yearand will be adding another overseas facility in2011. Boeing continues to investigate meth-ods of composite recycling, alongside opportu-nities to repurpose interior components – asnoted earlier, the other bugbear of aircraft recy-cling.

For its part, Airbus is supporting a materialsrecovery research project involving BordeauxUniversity, France’s National Centre forScientific Research (CNRS), EADS Astrium andSnecma. The aim is, firstly, to test the chemicalprocess of solvolysis as a means of separatingcarbon fibre from resin and, secondly, to estab-lish ways of aligning the fibres for reuse. Thiswork may generate important applications forthe A350 (50 per cent composite by weight) andA380 (35 per cent by weight).

Meanwhile, in January this year Bombardierlaunched a composites recycling project withCanada’s National Research Council and theUniversité du Québec à Montréal (UQAM),which Bruce Parry, corporate social responsi-bility manager, says will enable the company“to understand these materials when today’saircraft come out of service”. This knowledgewill eventually apply to the new CSeries air-craft, composed of 40 per cent compositesand due to enter service in 2013.

In addition to the composites programme,Bombardier is undertaking a metals recyclingproject in partnership with the Consortiumfor Research and Innovation in Aerospace inQuebec (CRIAQ), other industry players and

academic institutions. The project willinvolve the dismantlement of a CRJ100/200aircraft at the Centre Technologique enAérospatiale (CTA) in Quebec, which CTA GMPascal Désilets says “will determine whichparts are truly recyclable”. The three-yearprogramme will begin at the end of summer2011.

Bombardier’s recycling efforts have alreadybeen recognised by AFRA, which accreditedthe company’s joint dismantling operationswith Magellan Aircraft Services in February2010.

It is fortunate that the aviation industry, inconjunction with the world of academia, ispushing ahead with research into aircraft recy-cling. Amidst a curious dearth of specific legis-lation, OEMs, dismantlers, parts redistributorsand materials recyclers, associations such asAFRA and academic institutions need to pulltogether to ensure that the end of an aircraft’sworking life continues the commitments madeto green aviation during its development, pro-duction and operation. To borrow Malavallon’sphrasing, this could well mean a shift from a“cradle-to-grave” process to a “cradle-to-cra-dle” cycle. ■


66

Searching for parts on the internet is anestablished practice, and one that con-tinues to encourage new entrants with

alternative approaches. But established andaspiring players alike agree on the problemsthey need to address, notably brokers listingparts they do not own and requests for quota-tions (RFQs) from non-buyers.

PartsBase, formed in 1996, was the firstinternet locator service and remains the onlyindependent one, according to president andCEO Brian Tolley. “The bottom line is [that] wedon’t make money if our customers don’t makemoney,” he says. “No one else in the industrycan say that.” Having focused initially on thegeneral aviation market, PartsBase has beenactive in the commercial sector in the last two

years, increasing its paid membership at anannual rate of more than 2,200 to reach a totalof more than 7,500 in 128 countries. Recentadditions range from Vietnam Airlines andBritish Airways to GA Telesis, A J Walter, VASAero Services, AAXICO and Kellstrom.

One attraction for the airlines, says strate-gic development VP Rebecca Flick, is thatPartsBase does not charge on a per-itembasis. “During the economic downturn airlineswere holding onto quite a bit of inventory forfear that their suppliers wouldn’t be able tosupply them,” she says. “Once you are a cus-tomer you can search as much as you want andyou can list as much inventory as you want.That’s very attractive to companies that havelarge inventories.”


Established players are honing their offerings in the parts locator market as younger rivals turn tosocial networking techniques in an effort to differentiate their systems, says Bernard Fitzsimons.

Transparency in the supply chain

INFORMATION TECHNOLOGY

ATParis11_IT_AT111_IT 09/06/2011 13:09 Page 66

905 Clint Moore Road • Boca Raton, FL 33487 • (888) 322-6896 • www.PartsBase.com

This is the creed that we live by at PartsBase. Unlike other aviation locator services we are independent. We serve no greater master. We have no financial backer. Everything we do depends on the value customers receive from us. We are constantly reinvesting in our technology and our people to make our 8,000 plus customers’ experiences better and more valuable. From our new overhaul marketing product which puts new power in the hands of repair facilities, to our upcoming PMA research tool to help PMA Holders and OEMs alike better research and monitor the aviation market, to our new pilot community rating system to help buyers and sellers rate customers in ways no other service does we are constantly striving, constantly listening, constantly working to improve or customers experiences.


68

PartsBase also reinvests about $2m peryear in new product offerings. “We are knownfor listening to our customers and adding newfeatures that improve their experience,” saysTolley. One example he cites is a new overhauloffering: “The philosophy until recently was thatyou put your overhaul capabilities up and justwait passively for people to come and find me.But in an economic downturn you either go outof business or you figure out how to makemoney and you help the customer. My philoso-phy is [to] give them both.”

The result is what he calls PartsBase’sreverse proposal technology, “the ability forcustomers to go out and locate buyers who areseeking to acquire parts in used condition, inneed of repair service or overhaul, and be ableto then solicit those customers and say, ‘I seeyou’ve recently sent out a request for quotesfor parts in this condition, I’d like to overhaul itfor you, here are my certifications if you areinterested, here are my prices, please call me’.It gives a good solid lead list.”

The company is about to launch a new PMAproduct, based on the PMA Part Finder devel-oped by Jack Buster and acquired last year byPartsBase. “We retain Jack as an employeeand use his intellectual property and knowl-edge and the product and all the data mininghe’s done to put together the best PMA data-base in the world,” Tolley explains. There areknown problems with the FAA’s PMA database,

but “we take a lot of time and pride in cleaningthat information up and identifying it”.

The resulting product, he says, enables thePMA market to not only see the real marketdemand for specific parts, but to identify unmetdemand and associated opportunities: “We’realso enabling OEMs to look at the marketspace and see where PMAs are beginning toacquire more opportunities so the OEMs canmake decisions about a PMA line themselves,or possibly in a recessive economy turn backup a production division that they may haveturned down because of economic conditionsand maybe not understanding what the truedemand was.”

Tolley also highlights PartsBase’s restric-tions technology: “We allow sellers of overhauland inventory to pick and choose who theywant to see their stock, the prices available,turnaround times and lead times. No one elsedoes that.” The company says it will also add aratings feature soon. “Nobody has the credithistory of actually working with these cus-tomers as long as we have, nobody has thetransaction history of how they’ve done busi-ness with these customers in the past and withthe success rate to truly rank and score andcreate value in the community,” asserts Tolley.

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exchanges, Aeroxchange focuses on providingwhat president and CEO Albert Koszarek saysis “a pretty comprehensive capability aroundthe whole procurement lifecycle”.

The parts business, he says, includesOEMs, distributors and surplus dealers, plus a“huge community” of brokers. “With today’selectronic technologies, we think, you’re able tomore quickly identify the people who actuallyown and have the parts, and move the trans-action forward in terms of pricing, lead time,purchase order, acknowledgment that theorder’s been accepted, the shipment trackinginformation, the receipt, the invoicing and allthe nuances around the lifecycle of that supplychain transaction,” he explains.

Alongside their own websites, he says,Aeroxchange is where the OEMs list their com-ponents: “The OEMs want a high level of secu-rity; they want highly accurate information.Many of them will build real time bridges sothat when an inquiry is submitted there is atransmission directly to the inventory system ofthe OEM, and in seconds there’s a synchro-nised response describing the part, the price,

and more importantly, where in the global com-munity that part is physically stocked, what isthe lead time by stocking location, and what isthe price.”

Aeroxchange is differentiated by its highlysecure environment for the transmission of realtime and near real time parts information, saysKoszarek — “not just who has it or getting aquote for it, but generating and securely deliv-ering the purchase order, acknowledgments,shipments, tracking, receipts and invoices”.The system can electronically co-ordinate repairwork for landing gear, thrust reversers, APUs,valves and other components. It also supportsasset management programmes such as flighthour services or power by the hour servicesbacked by supplier-sponsored asset pools.

Finally, he says, the system handles theelectronic transactions surrounding loans/bor-rows. “When you have an airplane that’s goneAOG and you need to find which one of your air-line friends has a part that you may borrow fora period of time for a daily lease rate,Aeroxchange synchronises the supply chain forthe loan/borrow transaction environment in a


Recent start-up Fipart says there are a lot of challenges facing companies in the parts locator market.


71

very real time, very accurate way,” commentsKoszarek.

The Aeroxchange community includes sup-pliers as well as the airlines and MROs whoconsume the parts and repairs, Koszarek adds,and the network enables OEMs to purchaseand manage repair activities. Access can beattained via the internet in secure https mode,file transfer protocol or an EDI connection overa value added network such as SITA. “No twosuppliers are exactly alike,” he explains. Inaddition, the company has been working withthe ERP vendors to build electronic bridges tosystems ranging from SAP, Ultramain, AMOS,Oracle and Ramco to the old green-screenSceptre and Maxi-Merlin.

The factors that helped Aeroxchange suc-ceed where others failed, Koszarek considers,include deep domain knowledge in the airlineMRO space, a highly secure environment and astrong belief in lean principles: “We’re very fru-gal and we invest our resources in what wethink is the right technology for the airlineindustry and the airline-related supply chain,”he concludes. “For us, locating parts is impor-tant, it’s very important that your solution befully integrated with the OEMs as part of that,

and, yes, it’s important to carry the transactionand the communication all through the differentorder life cycles, all the way through invoice andpayment.”

A new player emergesThere is still a need for new players in the

parts locator market, according to Ludo VanVooren, VP customers with recent start-upFipart. “There still exist challenges out therewhen it comes to locating spare parts on theinternet,” he says, going on to list four. The firstis unrepresentative inventory. “There are still alot of companies listing parts that are notthere, they’re phantom parts, they’re not in thecondition that they should be, or they’re miss-ing documentation,” he explains.

Another challenge is the lack of pricing.“Some parts can not be publicly pricedbecause it’s a competitive,” he accepts.“Probably 70 or 80 per cent of the parts arepretty benign, but everybody insists on goingthrough an RFQ process.” The result is a lot ofprice fishing, with people sending an RFQ justto find out what the price is.

Ending the RFQ is the third challenge, VanVooren believes: “There are so many unneces-



We're enabling OEMs to look atthe market space and seewhere PMAs are beginning toacquire more opportunities sothe OEMs can make decisionsabout a PMA line themselves.—Brian Tolley, CEO, PartsBase


72

sary RFQs out there that suppliers simply don’tbother answering them and that is extremelyfrustrating to genuine buyers.” The fourth isdishonest suppliers: “The aftermarket is stillmade up of hundreds if not thousands of smallcompanies, some of them with less than idealreputations. That dishonesty needs to beweeded out with a transparent, open platform.”

Fipart aims to address these challengesthrough the use of better search technology andthe addition of customer feedback, “a little bitlike what is happening on eBay in the consumerworld”. Today, Van Vooren says, there is no wayto tell others in the industry if you are satisfiedwith a supplier: “You can go to conferences andhave conversations in the corridor, but therereally is no place for you to encourage good sup-pliers and identify them as good to do businesswith. Conversely, you want to point out peoplethat are not doing a good business.”

In the corridors of one recent conference inLondon, he says, he heard people sharing“nightmare stories about dealing with one ven-dor or another”. He expands: “These stories areworth hearing by everybody, because if theywere known people would not waste time andenergy dealing with [them].” To those who fearthe effects of negative ratings, he says: “They’regoing to give you a negative rating behind yourback anyway and you would never find out. Ifthey do it on a platform you have a chance to gofix it. Often those negative ratings are linked toone bad employee, and if the supplier neverknows about it then they acquire a bad reputa-tion without having a chance to rectify it.”

The social aspect needs to be backed up bystatistics, he maintains: “If you are a supplier

that diligently responds to RFQs you should berewarded for that. If you pick and choose andrespond once in a blue moon then buyersshould be aware that they may or may not getan answer.” Combining transparency, peerreview and statistics can help buyers and sup-pliers alike refine their searches on the basisof a quality rating as well as other factors suchas proximity: “If you combine all that I think youhave a modern approach, and if you pull all thattogether in an affordable package I think youhave a winning solution.”

Fipart covers parts, repair capabilities andother aviation services such as tools andpainting, Van Vooren adds: “If you have some-thing to sell you can load a catalogue, load acapability or load an inventory into Fipart, andthen if you’re looking to buy something yousimply come to the site and type what you’relooking for. It will pull up the results and allowyou to refine that search based on the crite-ria that are important to you, such as yourpreferred companies or the proximity of thepart.”

Social networkingWhere the venture capital-funded Fipart

charges its members “less than $1 a day,”according to Van Vooren, rival StockMarket.aerocharges nothing at all. Director Jason Cordobaexplains that the service pays its way by attract-ing potential new clients for its parent, ERP soft-ware supplier Component Control, whoseQuantum Control software already has 1,400users.

“They use our software and have inventoryand they update our StockMarket in real time,”



Quick and timely support of spare parts is crucial to avoid long AOG situations.


73

he says. “All their inventory adjustments auto-matically feed in real time, every ten seconds.It’s the fastest the industry’s ever had. That’sone of the edges we have.” Another 1,000 ven-dors submit spreadsheets of available parts,“just like they do to ILS or Fipart”.

Brokers, though, are not welcome. “If a bro-ker wants to list a bunch of fictitious inventory,we suggest that they list themselves as a dis-tributor,” Cordoba explains. The result is thatStockMarket’s 1,000-plus airline users “knowthat when they send an RFQ or if they get some-body’s phone number it’s going to be inventoryin stock. If it’s not, then we just remove themfrom the marketplace”.

StockMarket also majors on social network-ing. “It gives more life to everyone’s message,”he says. “If everybody’s on a social network allday you’ve got to go to where the people are.And they all get redirected right back to ourStockMarket web site through the social net-works.” About 300 people are redirected thisway every day, he says.

Cordoba likens traditional services to ashopping mall charging an admission fee toenter then further fees to look at individualshops and find out what their prices are.“That’s what’s happened with the industry forabout 30 years,” he says. “That’s why we get260,000 searches a day. If you put a productout there that’s free and has a clean market-place it’s going to get searched like crazy andthat’s exactly what has happened.”

The service itself is modelled on Google, hesays. “When you go to Google’s home page it’svery plain and you’ve got your search box. That’sone of the reasons it’s such a success. So yougo to the website, you put in a part number, you

hit search, you get all the vendors. And that’s it,you get the stuff immediately.” There is also abroadcast message tab that enables users tofeed messages to the StockMarket Twitter,Linkedin and Facebook channels: “That extendsthe lives of everyone’s message,” he states.

Getting activeOperational since 1979 and now owned by

Boeing subsidiary and major parts distributorAviall, Inventory Locator Service operates whatis claimed to be the world’s most active mar-ketplace for aviation parts and services, withmore than 76 million line items listed and morethan 23,000 users. A part number search dis-plays results for that item on the parts avail-ability results screen, with tabs containingrelated information on the left side of theresults screen. Depending on the customer’sILSmart package, they include MRO capability,message broadcast, government data, supplierdirectory, parts stats and pricing and otherresources.

ILSmart can also be searched by keyword,with results including the names of companieswho have that keyword listed in their companyprofile as well as parts related to that keyword.Message broadcasts, ILSmart’s version of clas-sified ads, enable companies to advertisesomething for sale or let the community knowwhen a certain part is needed. Company pro-files in the supplier directory show each user’scontact information, certifications, MRO capa-bilities, and details about what parts they sup-ply and which aircraft they support. Otherservices include supply and demand data andsupply chain management software to optimisebusiness performance. ■



We're very frugal and we investour resources in what we thinkis the right technology for theairline industry and theairline-related supply chain.—Albert Koszarek, presidentand CEO, Aeroxchange


74

The new Sukhoi Superjet 100 (SSJ100),according to programme leaders, repre-sents the first aircraft able to merge into

a single product the strength and expertise ofa range of top Western suppliers with theRussian aerospace industry’s experience instructures and aerodynamics.

The 100-seat fly-by-wire regional aircraft wasdesigned, developed and built by Russian man-ufacturer Sukhoi Civil Aircraft Company (SCAC),in partnership with Finmeccanica subsidiaryAlenia Aeronautica, and utilised Boeing as aconsultant to the project. Primarily competingwith Embraer’s E-Jets and Bombardier’s CRJs,the SSJ100’s stated aim is to achieve loweroperating costs and unrivalled passenger com-fort levels.

Although the SSJ programme began withthree variants, there are now only two, with thecurrent focus very much on the 100-seat ver-sion. A smaller 75-seat version is also avail-able.

It is a good time to investigate the potentialof the SSJ programme. The aircraft has alreadyentered commercial service, with the first com-

mercial flight conducted by Armavia on April21, 2011 — just two days after official deliveryto the launch customer. In its first month ofoperation, the first SSJ100 made 66 totalflights, all performed at 35,000–39,000ft alti-tude and at the speed of 0.78-0.8 Mach.Additionally, the aircraft spent more than 168hours in flight, and took more than 2,885 pas-sengers a total distance of 85,800km.Moreover, no failure which would haveimpacted on the airworthiness of the aircraftwas registered during the whole period of oper-ation. The first SSJ100 achieved 98 per centdispatch reliability in its first month of opera-tion.

“The SSJ100 perfectly fits the Armaviafleet, [which currently contains] mostlyCRJ200, A319 and A320 aircraft,” saysArmavia owner Mikhail Bagdasarov. “Owing tohigh economic efficiency and good operationalcapabilities we can schedule the aircraft bothto regional and to short-haul routes — basingthis on current passenger load per each flight.”

SSJ100 crew chief Sergey Kharatyan alsogave a thumbs up after the first flight. “It is a


REGIONAL PERSPECTIVE

great aircraft and it allows intensive operation[even] at entry into service. Both crew and pas-sengers will have only positive impressions.”Reporting on the flight itself, Kharatyan says:“The aircraft is easy and comfortable to con-trol, and the cockpit is quiet and allows effort-less communication between pilots. The cabinis spacious and comfortable too; the passen-gers do not have any difficulties while boardingor placing their baggage.”

SCAC plans to make 12 further aircraft deliv-eries in 2011: these will be one additional air-craft to Armavia, 10 aircraft to Aeroflot, and oneaircraft to Yakutia from a Finance LeasingCompany order. Looking further ahead, 25 air-craft are expected to be delivered in 2012.When interviewed, SuperJet International — ajoint venture between Alenia Aeronautica andSukhoi Holding set up to market and provideworldwide logistic support for the SSJ100 —confirmed that as of the end of May 2011, sixaircraft were in the final assembly shop inKomsomolsk-on-Amur, in Far East Russia, while17 aircraft are in serial production at variousstages of completion. The aircraft has already

Speaking for itself: Sukhoi Superjet 100

The ‘intelligent’ fly-by-wire Sukhoi Superjet 100 promises the latest technological innovations aswell as lower maintenance costs. With orders on the books, and commercial flights alreadytaking place, Jason Holland examines the future potential of the programme.

Pho

to: K

atsu

hiko

Tok

unag

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ATParis11_RegPersp_ATParis 2011 09/06/2011 13:10 Page 74



received certification from Russian aircraft certi-fication authority IAC AR — and EASA certifica-tion is expected to be finalised by October 2011.

In the rest of this article, we will explore thefuture direction of the programme, the innova-tions and technologies that are driving it, andponder its potential success on the world stage.

Design considerationsSuperJet International says the SSJ100 was

designed taking into consideration the specificneeds of airlines. A lengthy period of consulta-tion took place, and included many major west-ern airlines, who participated on ‘AirlineAdvisory Boards’. This reflects the internationalapproach the programme has taken — whilethe SSJ is likely to be successful in Russia, itis an aircraft seeking global customers.Indeed, the aim of the advisory boards was to“jointly develop an aircraft which best fits theairlines’ needs and requirements”, accordingto SuperJet.

The principle of reducing operating costswas of fundamental importance during thedesign phase. The aircraft’s “superior aerody-namics” and low maintenance costs mean thatoverall operating costs will be 10 per centlower than its most direct competitors, accord-ing to SuperJet calculations. Most obviously, anew turbofan engine — the SaM 146 — wasspecifically tailored for the SSJ100 by Powerjet,a joint venture company between Snecma andNPO Saturn. Based on the well proven CFM56platform, the finished engine provides 62 to77.8KN of thrust and takes advantage ofSnecma’s solid experience in commercialengines manufacturing and support.

Fuel burn and carbon emissions were alsovital considerations during the design phase.“The SSJ100’s higher fuel efficiency deliversits operators more profitability: it guarantees agreat advantage per seat than the competitors,it ensures considerable fuel savings and minorcarbon tax to the airlines, and it minimises car-bon emissions as well,” says a SuperJetspokesman. “The SSJ100 confirms itself to bea real environmentally friendly aircraft.”

Another essential goal during the designstage is the reduction of maintenance costs tothe greatest extent possible. A number ofimplemented design factors mean that theSSJ100 can lay claim to being the most main-tenance efficient aircraft in the RJ category,according to SuperJet, with preliminary evi-dence showing that it will be 10-12 per centless costly to maintain.

Technical innovationsOne of the most interesting aspects of the

aircraft programme is that the SSJ100 incorpo-rates some of the most advanced systems

available in commercial aviation today. Themanufacturer says the aircraft was conceivedduring the design phase to integrate on-board“the most advanced avionics technical solu-tions with the highest level of airframe simplifi-cation”. Many of the systems have so far onlybeen applied on the latest, most advanced air-craft programmes — the A380 and 787, andinclude: an ‘Integrated Modular Avionics’ suite;‘Avionics Full-DupleX’ communication Ethernetnetwork; fully digital fly-by-wire control systems;a centralised maintenance system; a fuel freewater detection system; a digital air data sys-tem; and an integrated air management sys-tem.

According to the SuperJet spokesman,these and many other technical solutions havebeen developed to “increase aircraft reliabilityand enhance redundancy level, and decreasemaintenance workload on- and off-wing”, thusreducing direct maintenance costs and sparesinventory levels. Attention has been paid to alldetails, for instance, aircraft accessibility hasbeen optimised with the support of one themost advanced aircraft-human interface simu-lators currently available — Catia’s ‘HumanBuilder’ toolset.

The SaM146 engine provides additionalinnovations which combine for: high reliability;an overall reduced spare parts count of about20 per cent; enhanced engine accessibility andmonitoring; large EGT margins; and unifiedCycle-LLP for simplified management. Thesefactors all contribute to long on-wing life andlower maintenance costs. Because of the appli-cation of hi-tech solutions, an overall work-loadreduction is derived. To back this statement up,

SuperJet has calculated that it will take nolonger than 15 minutes to replace the avionicsuite LRUs; 20 minutes to replace engine NO-GO LRUs; 2.5 hours for engine replacement;and asserts that there will be fewer pieces ofspecial test equipment and fewer maintenancestaff required to perform troubleshooting, dueto enhanced CMS capabilities.

Engine maker PowerJet has launched anaftermarket support service — PowerLife — forthe engine. The maintenance network will focuson the entire propulsion system, including com-ponents and the nacelle. The service will con-sist of an aircraft-on-ground hotline, enginedata and documentation, field representativesand maintenance facilities, spare part distribu-tion centres, and training, with operators ableto select either time-and-material or flight hour-based engine support services. PowerJet hasestablished maintenance centres and ware-houses in both Russia and France. Meanwhile,SuperJet itself has established spare partswarehouses at both Sheremetyevo andFrankfurt airports.

One of the most significant technologic solu-tions adopted to ease SSJ100 maintainability isthe aforementioned multifunctional fully-digitalfly-by-wire system. Manufactured by LiebherrAerospace, the system affords a number ofadvantages. The primary and secondary flightcontrol systems, controlled by digital proces-sors, do not contain any mechanical linkage orback-up cables, thus avoiding the heavy work-load of special detailed inspection, lubrication,tensioning and rigging associated with mechan-ical control paths. The higher system reliabilitycombines with reduced complexity, simplified

Powerjet’s SaM146 engine during tests. The engine was specifically tailored for the SSJ100 and isbased on the well proven CFM56 platform.


76

Finally, SuperJet cites passenger comfort asanother distinguishing factor. “Compared to theshort-medium range, the SSJ100 is able to pro-vide passengers and crew with the maximumcomfort,” says the spokesman. The companysays the seats, arranged in a 3+2 configura-tion, are wider; more headroom is available;bigger luggage compartments are provided,and the aircraft features a larger cabin than itscurrently flying competitors — the Embraer 190and Bombardier CRJ 900.

Great expectationsThe big question will be whether these design

and technology advantages are enough to makethe SSJ100 a global powerhouse. “Our idea as anew comer is to be better in all areas, in order tobe considered by airlines that already have goodproduct options,” says the spokesman. SuperJetbelieves the fact that it has established partner-ships with renowned companies across the worldwill persuade potential customers of its qualityand intent. And with the aircraft already in opera-tion and set for further exposure, “it will be mucheasier for us to introduce the SSJ100 to a widerange of customers, because the aircraft speaksfor itself in terms of comfort, maintenance andperformance”.

A recent 15-aircraft contract (with options)signed with Mexican airline Interjet gives theSSJ100 programme plenty of hope, and forSuperJet, confirmed its belief in the future mar-ket for 100-seat aircraft: “We showed that theflexibility of our product, which combines a pas-senger experience comparable to a mainlinerwith the operational costs of a regional, fitsbest with their network”. The company is cur-rently in discussions with several “major” air-lines and is working particularly intensively inthe Americas markets. “American customersare becoming more and more interested,” says

maintenance and fault isolation practices, and afull on condition maintenance philosophy.

From the airframe maintenance standpoint,the SSJ100 MRBR recently approved anddeveloped with a “No Letter Check” approach.The programme also claims the highest main-tenance intervals in the RJ category, at 750flight hours (FH) for tasks equivalent to an Acheck, 7,500 FH for tasks equivalent to a Ccheck, and a structural threshold at 24,000cycles, or eight years, with phased intervals.“This provides operators the possibility ofreducing the SSJ100 maintenance frequencyand minimising out-of-phase tasks, and addi-tionally the flexibility to tailor the operator’smaintenance programme to its own specificnetwork needs,” states the SuperJetspokesman.

While taking advantage of the expertise ofthe Western suppliers, SuperJet believes “theaircraft distinguishes itself for the world-leadingRussian aerodynamics”. The SSJ100 com-bines the best of Russian aerospace with sys-tems that feature in the world’s latest andgreatest aircraft. “We continue working onimproving the aircraft’s efficiency in order tomake the SSJ100 the new benchmark in the100-seat market thanks to its state-of-the-arttechnology,” explains the spokesman.

The spokesman is in no doubt that theSukhoi Superjet 100 is superior to its competi-tors “in terms of both quality and acquisitionand therefore operational costs”, citing theinnovations described above. Additionally, thecompany says, the fact that flight testing hasalready taken place and the aircraft is in com-mercial service gives it an advantage over thenon-flying competition — named as theBombardier CSeries and Mitsubishi MRJregional jet — which the spokesman observesare “pretty far away”.

the spokesman, but SuperJet is also “focusingour efforts in Europe”.

One potential market niche identified for theSSJ100 is in Africa. This is because the aircraftis suitable for various operations, for both huband spoke and point-to-point traffic. Meanwhile,SCAC has already received launch contractsfrom South-East Asian airlines and is continuingto focus sales and communications activities inAsia. Potential customers in the emerging mar-kets of India and the Middle East have alreadybeen approached “based on airlines’ interest”.

The most obvious, and currently largest,market for the SSJ100 remains in Russia andother CIS countries. With much of the Russianaerospace industry having an interest in theprogramme, SCAC can boast very close workingties with operators in the country, as well as inBelarus, Armenia and other CIS countries. Inthis region of the world, the SSJ100 isregarded as a successor to the Tupolev Tu-134and Yakovlev Yak-42 aircraft, and the pro-gramme will thus almost certainly have greatsuccess in domestic markets.

Nevertheless, the SSJ will ultimately bejudged on its international success, andSuperJet is expecting further contracts to startcoming in. “We hope that in the near future wecan finalise a purchase agreement with one ofthe customers we are currently working with,”concludes the spokesman.

Meanwhile, the programme is already look-ing ahead to future opportunities. A stretchedversion of the SSJ100, which would have 100-to 130-seats, has been speculated. Accordingto the spokesman it is currently being reviewed:“We are considering several options, in order toprovide an enlargement of the new generationSSJ100 family. All the options are currentlyunder evaluation by our shareholders in theframework of an overall product policy.” ■



The most obvious, and currently largest, market for the SSJ100 is in Russia and other CIS countries. However, the aircraft will ultimately be judged onits international success.


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 – even under the most extreme con-ditions. These components are used in many aircraft programs.

Advanced technologies are our business.

Liebherr-Aerospace & Transportation SAS408 avenue des Etats-Unis31016 Toulouse Cedex 2, France Phone: +33 5 61 35 28 28 E-mail: [email protected] The Group

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Aircraft data: Bombardier Dash 8 & Q400

ANA WINGS JAPAN Pax. DHC8-300 DHC-8-300 DHC-8Q-314 PW123B 5ANA WINGS JAPAN Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 15ANGOLAN GOVERNMENT ANGOLA Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 1ARIK AIR NIGERIA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 2ASKY AIRLINES TOGO Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 1AUGSBURG AIRWAYS GERMANY Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 9BABOO SWITZERLAND Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 2BANCO DE MEXICO MEXICO Pax. DHC8-100/200 DHC-8-200 DHC-8Q-202 PW123D 2BARRICK GOLD CORPORATION CANADA Pax. DHC8-100/200 DHC-8-200 DHC-8Q-202 PW123D 1BLUE BIRD AVIATION [KENYA] KENYA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 3BOMBARDIER INC. CANADA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 1BOMBARDIER INC. CANADA Other Q400 DHC-8-400 DHC-8Q-402 PW150A 2ABU DHABI AVIATION UNITED ARAB EMIRATES Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 5ABU DHABI AVIATION UNITED ARAB EMIRATES Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 1BOMBARDIER INC. CANADA Other Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 1BRUSSELS AIRLINES BELGIUM Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 1AMAKUSA AIRLINES JAPAN Pax. DHC8-100/200 DHC-8-100 DHC-8Q-103B PW121 1CARIBBEAN AIRLINES TRINIDAD & TOBAGO Pax. DHC8-300 DHC-8-300 DHC-8Q-311B PW123 1

Operator fleet listing with engineOperator Operator Equipment Aircraft Equipment Model Engine Aircraft

Country role Family Type Model count

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Operator fleet listing with engine (cont...)Operator Operator Equipment Aircraft Equipment Model Engine Aircraft


CARIBBEAN AIRLINES TRINIDAD & TOBAGO Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 1ALL NIPPON AIRWAYS JAPAN Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 6COLGAN AIR USA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 14COLGAN AIR USA Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 15COMMUTAIR USA Pax. DHC8-100/200 DHC-8-200 DHC-8Q-202 PW123D 2WIDEROE’S FLYVESELSKAP NORWAY Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 5COMMUTAIR USA Pax. DHC8-100/200 DHC-8-200 DHC-8Q-202 PW123D 5WIDEROE’S FLYVESELSKAP NORWAY Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 1COMMUTAIR USA Pax. DHC8-100/200 DHC-8-200 DHC-8Q-202 PW123D 1WIDEROE’S FLYVESELSKAP NORWAY Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 1WIDEROE’S FLYVESELSKAP NORWAY Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 1WIDEROE’S FLYVESELSKAP NORWAY Pax. DHC8-300 DHC-8-300 DHC-8Q-311B PW123 1COMMUTAIR USA Pax. DHC8-100/200 DHC-8-200 DHC-8Q-202 PW123D 6CROATIA AIRLINES CROATIA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 6EASTERN AUSTRALIA AIRLINES AUSTRALIA Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 15ETHIOPIAN AIRLINES ETHIOPIA Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 7FIELD AVIATION COMPANY INC. CANADA Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 2FLIGHTWORKS INC. AFGHANISTAN Pax. DHC8-100/200 DHC-8-200 DHC-8Q-201 PW123C 1FLYBE UNITED KINGDOM Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 60AIRES COLOMBIA COLOMBIA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 4AIRES COLOMBIA COLOMBIA Pax. DHC8-100/200 DHC-8-200 DHC-8Q-201 PW123C 1HELI MALONGO ANGOLA Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 3HELI MALONGO ANGOLA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 2HELI MALONGO ANGOLA Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 2HORIZON AIR [WA-USA] USA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 29VOYAGEUR AIRWAYS CANADA Pax. DHC8-300 DHC-8-300 DHC-8Q-314 PW123B 1HORIZON AIR [WA-USA] USA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 5AERO CONTRACTORS NIGERIA Pax. DHC8-300 DHC-8-300 DHC-8Q-311 PW123 1AERO CONTRACTORS NIGERIA Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 2HORIZON AIR [WA-USA] USA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 10HORIZON AIR [WA-USA] USA Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 5HYDRO-QUEBEC CANADA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 2INTERSKY LUFTFAHRT AUSTRIA Pax. DHC8-300 DHC-8-300 DHC-8Q-314 PW123B 1INTERSKY LUFTFAHRT AUSTRIA Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 1AIR PHILIPPINES PHILIPPINES Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 5AIR PHILIPPINES PHILIPPINES Pax. DHC8-300 DHC-8-300 DHC-8Q-314 PW123B 3ISLAND AVIATION SERVICES MALDIVES Pax. DHC8-100/200 DHC-8-200 DHC-8Q-202 PW123D 1AIR PANAMA PANAMA Pax. DHC8-300 DHC-8-300 DHC-8Q-311 PW123 1ISLAND AVIATION SERVICES MALDIVES Pax. DHC8-300 DHC-8-300 DHC-8Q-314 PW123B 1JAPAN AIR COMMUTER JAPAN Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 11JAPAN CIVIL AVIATION BUREAU JAPAN Other DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 1AIR NOSTRUM SPAIN Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 10JAZZ AIR CANADA Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 15AIR NIUGINI PAPUA NEW GUINEA Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 2AIR NIUGINI PAPUA NEW GUINEA Pax. DHC8-300 DHC-8-300 DHC-8Q-314 PW123B 1AIR NELSON NEW ZEALAND Pax. DHC8-300 DHC-8-300 DHC-8Q-311 PW123 23LINHAS AEREAS DE MOCAMBIQUE MOZAMBIQUE Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 2LUFTFAHRTGESELLSCHAFT WALTER GERMANY Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 10LUXAIR LUXEMBOURG Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 4LUXAIR LUXEMBOURG Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 1LYNX AVIATION USA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 4

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Operator fleet listing with engine (cont...)Operator Operator Equipment Aircraft Equipment Model Engine Aircraft


MALEV HUNGARY Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 4MALEV HUNGARY Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 4MEXICAN NAVY MEXICO Pax. DHC8-100/200 DHC-8-200 DHC-8Q-202 PW123D 1MIG AVIATION 3 LTD. GREECE Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 1NATIONAL JET EXPRESS AUSTRALIA Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 1NORTH CARIBOO FLYING SERVICE CANADA Pax. DHC8-300 DHC-8-300 DHC-8Q-311B PW123 1NORTHROP GRUMMAN AVIATION INC. USA Other DHC8-100/200 DHC-8-200 DHC-8Q-202 PW123D 3OLYMPIC AIR GREECE Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 4OLYMPIC AIR GREECE Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 5ORIENTAL AIR BRIDGE JAPAN Pax. DHC8-100/200 DHC-8-200 DHC-8Q-201 PW123C 2PETRO AIR LIBYA Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 1PETROLEUM AIR SERVICES EGYPT Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 5PORTER AIRLINES CANADA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 18PORTER AIRLINES CANADA Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 6PROVINCIAL AIRLINES CANADA Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 1REGENT AIRWAYS BANGLADESH Pax. DHC8-300 DHC-8-300 DHC-8Q-314 PW123B 2REGIONAL 1 AIRLINES CANADA Pax. DHC8-100/200 DHC-8-200 DHC-8Q-202 PW123D 1RIVERS STATE GOVERNMENT NIGERIA Pax. DHC8-100/200 DHC-8-200 DHC-8Q-201 PW123C 1RYUKYU AIR COMMUTER JAPAN Pax. DHC8-100/200 DHC-8-100 DHC-8Q-103 PW121 1RYUKYU AIR COMMUTER JAPAN Pax. DHC8-100/200 DHC-8-100 DHC-8Q-103B PW121 1RYUKYU AIR COMMUTER JAPAN Pax. DHC8-300 DHC-8-300 DHC-8Q-314 PW123B 1SAKHALIN AIRLINES RUSSIA Pax. DHC8-300 DHC-8-300 DHC-8Q-311B PW123 1SATA AIR ACORES PORTUGAL Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 4SKY REGIONAL AIRLINES CANADA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 1SKY WORK SWITZERLAND Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 1SMART AVIATION [EGYPT] EGYPT Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 2AIR BALTIC LATVIA Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 3UNITED STATES DEPT. OF STATE USA Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 5AIR BALTIC LATVIA Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 5SOUTH AFRICAN EXPRESS AIRWAYS SOUTH AFRICA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 2SPICEJET INDIA Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 15SUNSTATE AIRLINES AUSTRALIA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 21SUNSTATE AIRLINES AUSTRALIA Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 7AIR AFFAIRES GABON GABON Pax. DHC8-300 DHC-8-300 DHC-8Q-314 PW123B 1TASSILI AIRLINES ALGERIA Pax. DHC8-100/200 DHC-8-200 DHC-8Q-202 PW123D 4TASSILI AIRLINES ALGERIA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 4TRAVIRA AIR INDONESIA Pax. DHC8-300 DHC-8-300 DHC-8Q-315 PW123E 1TYROLEAN AIRWAYS AUSTRIA Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 10TYROLEAN AIRWAYS AUSTRIA Pax. Q400 DHC-8-400 DHC-8Q-402 (NG) PW150A 4UNDISCLOSED (blank) Other Q400 DHC-8-400 DHC-8Q-402 PW150A 1UNDISCLOSED (blank) Pax. Q400 DHC-8-400 DHC-8Q-402 PW150A 1UNI AIRWAYS CORPORATION TAIWAN Pax. DHC8-300 DHC-8-300 DHC-8Q-311 PW123 1

Source: OAG Aviation


For an ultra quiet aircraft,it’s making a lot of noiseThe noise and emission levels of the new Sukhoi Superjet 100 are substantially better than the ICAO rules require. The noise and excitement comes from regionaloperators around the world who recognise that the Sukhoi Superjet 100 family has the combination of state of the art technology, reliability – plus lower fuel consumptionand operating costs – they need to build networks and profitability. Sound good?Find out more at www.superjetinternational.com

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