Aviation Maintenance Magazine Summer 2002

Summer 2022
The World’s Leading Aviation MRO Publication
ENGINE
LEASING
How This Niche Navigated
To The New Normal
Also Inside:
PMA PARTS UPDATE
A FRESH LOOK AT PMA
PARTS AND HOW THEY
HELP SAVE MONEY
DIGITAL TASK
CARDS
STREAMLINING WORKFLOW
ON GUARD
SAFETY EXPERT
JEFF GUZZETTI SHARES
A PERSONAL STORY
ABOUT A B-17
SEE PRESHOW GUIDE 33

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Contact us and find your solution today.
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SUMMER 2022
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04 Editor’s Notebook 56 Legal Spin
EDITORIAL
06 Intelligence: News 58 Classified Editor-in-Chief
55 Classified Joy Finnegan
[email protected]
Contributing Editors
James Careless Kathryn Creedy
Mark Robins Ian Harbison
Jason Dickstein Dale Smith
COVER STORY Jeff Guzzetti James T. McKenna
ENGINE LEASING: ADVERTISING/ BUSINESS

Navigating to the New Publisher/Owner
28 Normal Adrian Broadbent

[email protected]
The global pandemic sent the aviation world
into its most challenging era and airlines Group Publisher & Sales Director
entered survival mode. The bounceback has Simon Barker
been dramatic. How did engine leasing com- [email protected]
panies find a way through these roller coaster
times? Ian Harbison spoke to leaders in this Key Account Sales Director
niche to find out. Jina Lawrence
[email protected]
Key Account Sales Director
16 PMA Parts Update

PMA manufacturers are finding creative ways to turn COVID’s pain
Paula Calderon
[email protected]
into financial gain. The PMA parts industry is aimed towards a DESIGN/PRODUCTION
strong future as they continue to save operators precious money. Lisa Garrison
[email protected]
Embraer's Johann Bordais
24 August marked the fifth anniversary of the launch of Embraer
CLIENT SERVICES
Administration
Services & Support. Ian Harbison caught up with Johann Bordais, Maria Hernanz Reyes
its president and CEO, to get his perspective at this milestone. [email protected]
LIST RENTAL
26 Ray of Hope
A new web-based system from EmbraerX called Beacon offers the
Statistics
Jen Felling
potential for substantially reduced maintenance delays. [email protected]
33 Aerospace Tech Week AMERICAS REPRINT PARTNER

The YGS Group
See more about OUR event and the MRO tracks. 717 505 9701 x100
40 Digital Task Cards

Digital task cards are easy to access, read and modify and the data
they hold can be easily stored and shared across the entire MRO.
48 On Guard: The Day the Nine-O-Nine Died

Former NTSB and FAA investigator Jeff Guzzetti explains how
inadequate maintenance contributed to the destruction of a rare
vintage airplane, and why this accident was personal.
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Aviation Maintenance | avm-mag.com | Summer 2022 3

E D I T O R ’ S C O M M E N T
Back to Normal…
Whatever That Is!
BY JOY FINNEGAN
EDITOR-IN-CHIEF
T
he cyclical nature of our industry has been borne out again manufacturers of these replacement parts. They are more important
with the last two — almost three — years of crisis and than ever with the ongoing supply chain challenges facing the entire
rebound. For those “youngins” who are experiencing their aviation and wider world economy. PMA parts can be a saving grace
first taste of the way aviation works, I say, welcome to the most when parts are needed quickly and with competitive pricing.
interesting industry in the world. It has been impressive to watch “PMA parts, by their nature, are a natural mitigation strategy for
the industry cope with the dire nature of the past years — almost airlines. As a direct replacement for OEM parts, by including PMA
as if they have figured out a few things or remembered what parts in their maintenance programs, airlines are immediately opening
worked in previous crises. up a second FAA-Approved source,” HEICO’s Pat Markham, VP of
The industry survived an almost complete shut down for months Technical Services for HEICO Parts Group, said in the story, specifically
and to me that shows one thing is for sure, aviation will survive referring to airline supply chain challenges.
anything. We have gone from pilot and mechanic shortages and You can learn more from the PMA experts, including the
intense hiring to layoffs and early retirement offers to get those close Modification and Replacement Parts Association (MARPA) president,
to that milestone to leave and now back to worries about shortages in Jason Dickstein, quoted in this feature story starting on page 16. By
the seeming blink of an eye. It’s enough to make your head spin. the way, if your company is not a member of MARPA already, please
For those who took the packages and retired just a bit early, I hope contact them to join ASAP.
you are enjoying your time now and have no regrets. Those offers to We also had a great opportunity recently to speak with Johann
end lifelong careers in aviation early were tempting enough to lure Bordais, president and CEO of Embraer Services and Support. Bordais
thousands of people at all the airlines to leave. 17,000 employees, or is one of those rare eternal optimists who always sees the bright side
20% of its workforce, took buyout packages or early retirement, Delta — a perfect outlook for the leader of Embraer’s efforts to keep their
reported in August of 2020. Thousands also took deals at United and customers in the air and happy. See Ian Harbison’s story resulting from
American. his sit down with this global leader.
Now, we are back to worries about not having enough mechanics That interview also led us to learn more about Beacon. Beacon is the
(not to mention pilot crew shortages that are limiting full recovery EmbraerX (a disruptive innovation subsidiary of the Embraer Group)
schedules at the airlines). As AIA puts it in one of their policy new web-based system that offers the potential for substantially
statements, “A highly skilled and robust aerospace workforce is reduced maintenance delays. The product started out in the executive
essential to our national security and economic prosperity. Yet today aviation sector but is rapidly expanding and has achieved considerable
the industry faces impending retirements and a shortage of trained success with airlines in the last nine months. Learn more from Bordais
technical graduates, which is a situation that is forecasted to worsen and about Beacon in stories starting on page 24 and 26.
within the decade.” There are just no easy answers to the radical One final standout story in this issue is safety expert Jeff Guzzetti’s
impacts to flying like those of the COVID crisis. On Guard series entry. Guzzetti usually highlights an aircraft incident
But now that we are through the worst of it, most folks are vaccinated or accident that has a specific lesson for maintainers. And that holds
and we are moving on as a nation and industry, we wanted to take a true for his latest piece. But in this case, the tale, entitled “The Day
look at a few things that can help and see how some niche areas of our the Nine-O-Nine Died,” has a personal twist that left me hoping the
industry navigated through the troubled waters of the past several years. remaining B-17s of the world continue to survive and filled me with
In our cover story we examine how the engine leasing sector pride for our WWII veterans. Read more starting on page 48.
survived a near shutdown of operations. This crucial sector has a bird’s Finally, we invite you to join us soon for Aerospace Tech Week
eye view of the industry and often sees the impact of the economy Americas which takes place in Atlanta, Georgia on 8-9th November
before others. These folks are eminently able to comment on the 2022. The event provides a unique opportunity for the aerospace
impacts of both the downturns and the recoveries. industry to focus on eight core technology areas like MRO and
We asked engine leasing experts not only how they managed MRO IT, Avionics, Flight Ops IT, Testing and more. There is a main
through these times, but what they are seeing now that times are conference track for each sector which you can mix and match as
better. Tadhg Dillon, chief commercial officer at Shannon Engine well as a free central exhibition. Registration is open now at www.
Support, Patrick Biebel, managing director of MTU Maintenance Lease aerospacetechweek.com/americas/register. The early bird savings on
Services, Oliver James, VP Commercial Trading at AerFin and Anthony the main conferences as well as a 3 for 1 offer make it a great value for
Spaulding, EVP at Magellan Aviation Group gave us an insider look at groups. We are inviting all airlines, military/defense and government to
what happened and where we are headed. In short, Spaulding says the attend for free. Airlines can also can apply for a hosted place including
recovery has been “substantial” and that prices are rebounding. See free accommodation. You can see excerpts from the official pre-show
more in this feature story starting on page 28. guide starting on page 33. We hope to see you there as an attendee,
Next, we got an update about PMA parts from several key sponsor or exhibitor!
4 Aviation Maintenance | avm-mag.com | Summer 2022

Lufthansa Technik Redoubles Apprentice Training Efforts as Need for Technicians Grows
Since the pandemic, Lufthansa Technik's apprentice

training program this year has returned in terms of
numbers to roughly where it was in 2020: 186 young
people will begin their apprenticeship at the German
locations of the company. Furthermore, a total of
23 dual students were taken on. These students are
school graduates who combine their degree courses
with practical applications.
"We need reinforcements for the decade ahead;
mechanics and engineers for the production divisions,
we need young staff members for logistics and also
the commercial sector," says Barbara Koerner, head
of training and dual studies at Lufthansa Technik.
"We are competing with many other companies
that are preparing for the changes brought about
by the upcoming generation change and increasing
digitization. The job market has changed a great
deal. In a constantly evolving world, we increasingly
find ourselves in the situation of no longer being able
to choose but having to be chosen as an attractive
employer. In this respect, vocational training of highly qualified fairs will also be intensified again, as will cooperation projects with
workers remains one of our most important measures for securing schools and universities.
the future." Of the altogether 209 new training positions or places to study,
In view of an increasingly tight HR market, Lufthansa Technik is 122 are directly attributable to Lufthansa Technik, 36 for the first
using a number of new methods in addition to tried-and-tested time to the technical operations of Lufthansa Airlines, and the
measures in personnel marketing in order to reach young people remainder to the companies of the Lufthansa Technik Group (see
who are suitable both personally and professionally. The company listing below). The percentage of women in this year is reported
is using the slogan "We are Aviationeers" in printed and online to be 14 percent. The inclusion of people with physical disabilities
advertising formats as well as social channels. It is also advertising also remains a declared goal of the company. In Hamburg, two
for new employees in Hamburg and Frankfurt with campaigns in hearing-impaired people will start their training as tool mechanics
public transport and in fast-food restaurants. Presence at trade this year.
Precision Aviation Group Enters Definitive Agreement to Acquire PTB Group
Atlanta-based Precision Aviation Group (PAG), a provider of

products and value-added services to the aerospace and defense
industries, has entered into a definitive agreement to acquire PTB
Group (PTB).
PTB provides maintenance, repair, and overhaul services (MRO)
on Pratt & Whitney PT6 and Honeywell TPE331 engines, leases
engines and airframes, and provides aviation supply chain services.
PTB is made up of the following entities: Pacific Turbine USA
Group (a/k/a Prime Turbines) with locations in Texas, Arizona,
Florida, and Pennsylvania, Pacific Turbine Brisbane and Pacific
Turbine Leasing, both in Brisbane, Australia and International Air
Parts located in Sydney, Australia. The agreement is subject to
shareholder approval and is currently scheduled to close in the 4th
quarter of 2022.
"We are excited about adding PTB to the Precision Aviation
Group of Companies. The addition of PTB increases PAG's
repair stations to 20 worldwide, expands our Engine Services Stephen Smith, PTB's managing director and CEO said, "We
Division with the addition of the PT6 and TPE331 engines, and are pleased to be entering into this binding transaction with PAG
significantly enlarges our Supply Chain Services business. Stephen and believe they will be a good future owner of the Company
Smith and his team – like PAG – are focused on exceptional who will be committed to continuing to expand our products and
customer service and exceeding customer expectations – we look services and ensuring continued opportunities for our workforce of
forward to this partnership," said David Mast, president and CEO approximately 150 people. PAG has a shared vision with PTB, and I
of PAG. see an exciting future ahead."

AvAir Invests in Sustainability Efforts, Partners with WM
Aviation aftermarket inventory solutions provider, AvAir, is now

working with WM to improve its sustainability efforts. WM is
the leading environmental service and solutions provider in
North America and will provide an extensive evaluation and
recommendations on how AvAir can improve its operations to
reduce its environmental impact.
"From how we serve our customers and employees to how
our operations are run on a daily basis, we are always trying to
improve our processes and services," said Mike Bianco, CEO
of AvAir. "Assessing our operations to improve efficiency and
reduce environmental impacts is something my team and I care
deeply about. We look forward to working hand-in-hand with the
sustainability team at WM."
WM will review AvAir's processes and data to benchmark
procurement, waste, water, energy, fuel, transportation, and
other potential contributors to greenhouse gas emissions.
After a thorough evaluation, WM will deliver a summary of
AvAir operations, environmental impacts, and improvement
recommendations. Following that, AvAir will establish goals and developed greenhouse gas and water reduction strategies to
initiatives to improve its environmental impact across all channels balance the tournament footprint, and more. Resulting in zero
of the company. waste – all materials are recycled, repurposed, composted,
Bianco is a member of the Thunderbirds, a Phoenix-based donated, or sent to create energy, an incredible feat. Through
nonprofit that distributes monies raised through the WM Phoenix Bianco's participation in the nonprofit and golf tournament, he saw
Open golf tournament. WM implemented its sustainability efforts the impressive impact WM had on the event and was motivated to
at the tournament in 2013. Since then, WM has engaged over make a difference. Bianco says he knew AvAir could lead the way
100 vendors and sponsors with annual sustainability requirements, to effect changes in the aviation industry.
FAA’s RGL Has Been Decommissioned, Replaced with Dynamic Regulatory System
FAA’s Regulatory and Guidance

Library is undergoing a phased
decommissioning and is expected
to be completely retired no later
than the end of summer 2022. All
information is currently accessible
on the Dynamic Regulatory System
(DRS) which will replace RGL. The
FAA is encouraging users to start
exploring the new site at drs.faa.gov.
For those who desire a tutorial
guide for the new system, FAA
officials say that PDF tutorial guides
are available by contacting them via
email at 9-AVS-AIR-Regulatory-and-
[email protected].
Beginning Aug. 17, the AD
documents will only be available
on the newly developed Dynamic
Regulatory System (DRS) at https://
drs.faa.gov/browse.
The following databases were
decommissioned after Aug. 16, 2022, in the Regulatory Guidance To subscribe to ADs and SAIBs go to the FAA GovDelivery
Library, including: Service. If you are already subscribed to these notifications, your
subscription should continue, according to the FAA.
• Emergency Airworthiness Directives (EAD) The AD Biweekly, a paid subscription of all ADs issued in the
• Airworthiness Directives (AD) Federal Register over the previous two-week period, will continue
• Airworthiness Directives: Biweekly (AD Biweekly) to be mailed as well.
Get your FREE subscription via ww.avm-mag.com/subscribe Aviation Maintenance | avm-mag.com | Summer 2022 7
StarterGenerator.com Announces Global Distribution Agreement with Wesco for PMA Parts
StarterGenerator.com has signed a global distributorship agreement with Wesco Manufacturing of Deer Park, New York. The newly
developed and FAA Approved MRO ADVANTAGE Precision Maintenance Kits are now available for ordering. This PMA product is
designed for eligible 150-400 amp Skurka-APC starter generators and features OEM designated expendable hardware items typically
replaced at standard TBO intervals or other repairs. The company says the kit is a combination of value and convenience that make this
product a compelling aftermarket solution – enabling MRO’s to perform a thorough overhaul without having to deal with persistent
supply chain delays, inflationary pricing and multiple source costs.
“We are thrilled to announce a PMA approved and enhanced alternative solution for APC starter generator MRO expendable
hardware. Thank you to everyone involved and for their intense focus to deliver this exciting new product in a timely manner,”
commented Garrett W. Schwarz, president of StarterGenerator.com. “With the inherent convenience and value offered by these kits, and
considering current inflationary pressure and supply chain delays — kits have never made more sense. We are enthusiastic about offering
this new solution to our customers very soon,” continued Schwarz.
Aircraft Exterior Maintenance in Danger with Heat Waves Blanketing Europe
With the extreme temperatures

becoming a usual summer
occurrence for Europe — some
regions reaching as high as 45°C
(113°F) — the now long-lasting
and more frequent sweltering
temperatures are a rather new
problem for European airlines, as
well as maintenance, repair, and
overhaul (MRO) service providers
are facing. Damage is being done
to aircraft fuselages. How should
European-based aviation solve the
issue?
While temperatures that are two
times higher than the ones currently
in Europe are old news for such
regions like the Middle East, this
has become a fresh issue for the old continent. The extreme heat is more cost-effective and saves time and personnel needed to
has become the main culprit in damaging the surface paint of wash one aircraft.
aircraft fuselages, resulting in potential safety risks and grounded With the heat waves covering Europe, there have been resurging
aircraft. discussions around the role of exterior paints in the airworthiness
Jan Brunstedt, CEO of Aviator Robotics and the creator of aspect of the aircraft. While some manufacturers attribute chipping
Nordic Dino, the leading aircraft exterior cleaning robot, says that and cracking paints to the cosmetics and don’t necessarily see it as
to prevent such intense consequences, more frequent aircraft a risk, a number of carriers, on the other hand, treat it as that.
exterior upkeep should be a top priority. “It’s truly an interesting discussion and a very relevant one at
“No one wants to have their aircraft damaged so severely it that,” Brunstedt reflects on the topic. “While it’s a rather tough
needs to be grounded and its fuselage completely repainted. That call how much does cracked paint affect airworthiness and whether
can be, unfortunately, the end result of extreme heat affecting it should only be seen as a part of aesthetics, one thing is for
aircraft. It does seem that these types of heat waves might well certain — unkept and untreated, the lifted parts of paint absorb
be a reoccurring thing for Europe. Carriers, MRO providers, and dirt, humidity, which, in turn, can cause problems as serious as
manufacturers will have to learn how to deal with the situation. The corrosion. It is very much of a snowball effect when it comes
first line of defense is a more regular aircraft exterior washing.” to properly take care of the exterior of the aircraft. One small
Brunstedt notes that the traditional way of cleaning the exterior oversight can lead to another bigger one until it becomes a very
of an aircraft — which means involving a sizeable crew of washers, serious problem.”
equipment, and more —could only add to the problem. Manually As the high summer temperatures don’t seem to be subsiding
washing an aircraft means a bigger chance for human errors and anytime soon and coming back next year as well, airlines and MRO
additional damage to the paint, for example, by a scissor lift. An service providers in Europe will have to start making decisions and
alternative are semi-automatic washing solutions that only require implementing solutions in order to prevent any serious problems
one person to manage and operate the washing robot. The option that can arise from the lifted exterior paints.

APOC Appoints Wall Chief Commercial Officer
APOC has promoted Kevin Wall to take on the role of chief for the business and are fully
commercial officer. Previously senior vice president of business supported by a solid investment
development across the Americas, his new remit will focus on strategy. “I anticipate that with
shaping future growth, consolidating market share and nurturing APOC’s innovative business
a team of success-driven people. “Driving the unique company model and secure financial
culture at APOC and building upon the fresh approach that has status we will be able to not only
seen the business expand exponentially in just seven years is both take advantage of investment
a challenge and an exciting opportunity,” Wall says. opportunities in engines, landing
Wall will be running APOC’s global commercial operations gear and airframe assets, but
from the new Miami office which opened earlier this year. This also to wisely shape our support
expansion has been met with great enthusiasm from APOC’s programs as airlines evolve and
airline and lessor customers throughout the Americas, as well explore new ways to operate.”
as the organization’s MRO business partners and audited Looking ahead over the next year Wall predicts further
workshops throughout the region. “We continue to believe as a changes in the aviation sector. “Mergers & acquisitions are on
truly global player that further expansion into other markets is a the rise. Not just airlines themselves but the aftermarket MRO
logical development,” explains Wall. “Over the next 12 months sector is attracting a lot of interest from investors. The industry
we will be exploring the next direction for APOC’s global continues to consolidate and evolve and APOC will shape our
footprint.” services accordingly. Teamwork and technology are what makes
Alongside many other after-market specialists post-COVID, us different at APOC and our ambition is to provide top-quality
APOC is experiencing an aviation industry on a rapid road to innovative USM solutions where our customers need it and within
recovery. According to Wall, airlines are struggling to meet the their budget. We are seeing a surge in demand as airlines are
increasing demands and supply chains are finding it hard to increasingly turning to USM to effectively stretch maintenance
cope. “The used serviceable material (USM) sector is becoming budgets while preserving operational availability.”
increasingly important to sustain the supply chain and underpin Max Lutje Wooldrik, CEO at APOC, said Wall’s background
flight service as capacity builds. APOC's expertise in providing and expertise are a perfect match for a fast-growing company
USM (Used Serviceable Material) solutions is market leading.” like APOC. “Kevin is a highly respected member of the aviation
In terms of business development over the next 18 months, Wall community with a reputation for team motivation and commercial
says that APOC will be focusing on its program of narrowbody success and we have benefitted from his knowledge over the past
aircraft teardown and on the rapidly expanding leasing and trading year. I know that he will bring the energy and dynamism needed to
of both engines and landing gear. These are key areas of growth take APOC to the next level,” Wooldrik said.
Bonus Tech Appoints Lamoureux as new CEO
Effective beginning the 1st of July, David Lamoureux has assumed Michael Grootenboer, AFI
the role of chief executive officer at Bonus Tech, an Air France KLM E&M SVP group engines
Industries KLM Engineering & Maintenance joint venture based in product and Bonus Tech Inc.
Miami and an engine teardown expert. Engine teardown facilitates “I want to welcome David
the generation of used serviceable and repairable material from to the Bonus Tech family. I
end-of-life engines and is a key enabler of circularity in engine am fully confident that with
materials, contributing to the drive for sustainability in the aviation his extensive knowledge and
industry. experience he will continue
Lamoureux succeeds Aurélie Kergoat, who in her five years as the development and success
Bonus Tech’s CEO has led its development into the company it of the company.”
is today. Kergoat drove growth in Bonus Tech’s engine portfolio, Lamoureux arrives with
increased turnover and profitability, and launched the development 15 years of experience in
of complementary services for its customers, for example, engine the MRO Engine business at AFI KLM E&M, from dedicated
inspection to be offered through Bonus Tech Engine Services, logistics, asset lifecycle management, engine maintenance
including Part 145 Approval. operations and most recently served as technical sales
“I want to warmly thank and commend Aurélie for the leadership director for CFM56-5 and GE90 Engine maintenance services
she has demonstrated, for her tireless efforts and for the fantastic worldwide. He also brings project and change management
shape in which she hands over Bonus Tech Inc. into David’s hands,” experience as a Six Sigma Black Belt.

SmartSky Networks Completes STC for Cessna Citation X
Inflight ATG connectivity provider, SmartSky Networks, announced

the completion of an STC for the installation of SmartSky hardware
on the Cessna Citation X series business jets. With more than 300
aircraft in operation, the Citation X series joins a growing list of
aircraft types that have already been granted STCs for SmartSky’s
patented air-to-ground connectivity service.
FlyExclusive, the fourth largest private jet fleet operator globally,
performed the installation at its Kinston, N. C. facilities. With the
hardware installed, the Citation X aircraft made its inaugural flights
using SmartSky’s enhanced air-to-ground (ATG) network in June
and the FAA supplemental type certification was issued on August
12, 2022.
“It has been a pleasure partnering with flyExclusive to welcome
the Citation X to the ever-growing roster of aircraft that have
received STC approval,” said Dave Helfgott, CEO, SmartSky
Networks. “We aim to make high-performance, reliable inflight
connectivity available for everyone in business aviation and this SmartSky has previously been awarded STCs for many of the
successful certification with a key customer is an important step world’s most popular business aircraft, including aircraft from major
towards achieving that goal.” manufactures such as Textron Aviation, Gulfstream Aerospace,
The Citation X certification comes after SmartSky’s Bombardier and Embraer. The company says additional STCs are in
announcement in July that its ATG connectivity is now available progress that will make the service available for those in business
nationwide for aircraft flying on routes across the continental aviation who need reliable, consistent, and responsive inflight
United States. connectivity.
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Wencor Announces Extension of Purchase Agreement with ALP Aviation through 2027
Wencor and Alp Aviation have announced

the signing of a multi-year Purchase
Agreement. In the agreement, Wencor will
provide consumable and expendable (C&E)
parts to support ALP Aviation’s production
requirements. The parties held a signature
ceremony at the Farnborough Airshow.
Alp Aviation and Wencor have partnered
for 20 years. The new MY10 Sikorsky
contract will extend this relationship
through 2027. Wencor will support ALP’s requirements and best-in-class service levels to support ALP Aviation and their
through its many OEM authorized distributorships, demand customers for years to come.”
planning and JIT supply chain services through its local “We would like to thank Wencor for their excellent service
stocking facilities. to our organization. We are impressed by the timely support
“We are thrilled to expand our relationship with ALP that we that the team has been providing us. This has helped us greatly
have enjoyed for over two decades,” said Wencor CEO, Shawn to complete our projects on time and achieving customer
Trogdon. “We look forward to utilizing our broad product offerings satisfaction.” said Senay idil, Alp Aviation’s general manager.
OGMA Delivers C295 Aircraft to Portuguese Air Force
Under the General Terms of Agreement (GTA) with Airbus Defence and Space, for the maintenance of the C-295 aircraft, OGMA has
delivered a C-295 aircraft to the Portuguese Air Force. The aircraft carried on an inspection (4Y+2Y+C+6M+600H+300H+SBs), defects
repair and additional maintenance services.
Virgin Galactic Appoints Moore as EVP, Spaceline Technical Operations
Virgin Galactic announced that former Delta Air Lines executive to safety, quality, and process improvement will be indispensable
Mike Moore has been appointed executive vice president, as we enter this chapter.”
Spaceline Technical Operations, effective August 22. Moore joins the company following a decade-long career at
Moore will lead Virgin Galactic’s technical operations and Delta Air Lines, where he led Delta’s TechOps Services Group.
maintenance team in charge of ensuring the company’s vehicles While at Delta, Moore supported the introduction of two major
are ready for flight. As part of this new position, he will help next-generation engine maintenance partnerships with Rolls-Royce
design and implement the operational model and technical and Pratt & Whitney. After beginning his aviation career as a
infrastructure needed to support high cadence spaceflights during mechanic in the U.S. Air Force, Moore also worked at Chromalloy
commercial service. Moore will report to CEO Michael Colglazier. Georgia, Northwest Airlines and TIMCO Aviation Services, and has
“A major part of delivering the Astronaut experience at Virgin served as a partner to TeamSAI.
Galactic sits with our technical operations team, which ensures “Joining the world’s first commercial spaceline during this
our Spaceflight system is fit and ready to fly,” said Colglazier. “I pivotal period of expansion is an honor,” said Moore. “Virgin
am thrilled that Mike is joining us to lead the expansion of our Galactic is an industry pioneer with a distinctive product and an
talented technical operations team at Spaceport America as we exceptionally talented team. Entering high frequency commercial
develop our capabilities in preparation for commercial service. service will see a step-change in their day-to-day technical needs,
Mike has more than 28 years of experience overseeing daily and I look forward to working with the team to expand, build on
aerospace operations, and his expertise and steadfast dedication their cutting-edge operations and meet their goals.”

airbus.com
CARING
FOR
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W AY
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Like you, we understand just how important it is to look to the

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allowing you to increase aircraft availability while lowering costs.
And through sustainable practices that save fuel and minimise
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AJW Group Expands PBH Contract with Air Transat
AJW Group signed a new Power-by-the-Hour (PBH) support

contract with Canadian airline, Air Transat. The support contract will
see the business manage the complete supply, repair, overhaul, and
warranty of major components for the operator’s expanding fleet
of Airbus A321 NEO and CEO aircraft at Air Transat’s primary base
of operations in Montreal, Quebec as well as from bases in Toronto
and Vancouver.
Air Transat has recently renewed its fleet with A321NEO aircraft,
the greenest aircraft in their category as part of a commitment to a
healthier environment, and are included in the support contract.
AJW Group has supported Air Transat with PBH service contracts
for nearly 10 years, originally for their Airbus A330 fleet. The signing always supported with knowledge and experience so we can focus
of this contract is a testament to the overall quality, support, and on dispatch reliability and excellent customer experience.”
customer service delivered by the Group. Today’s announcement Sajedah Rustom, CEO of AJW Technique, commented: “We
reinforces AJW’s position as the market leader for end-to-end are proud that AJW has signed the power-by-the-hour contract
supply chain solutions for the A320 family of aircraft. with Air Transat. This is a testament to our strong partnership and
“We are pleased to have renewed our power-by-the-hour commitment to excellence in the Canadian and global supply chain.
agreement with AJW Group for our fleet of A321 CEO and our new The partnership cements AJW’s position as market leader on the
A321 NEO aircraft,” said Mario Lafrance, vice president, technical A320 CEO and NEO family with world-class, in-house maintenance
operations of Air Transat. “We have worked with the Group for support coming from AJW Technique, our flagship MRO operation
many years and are confident that our maintenance needs are in Montreal.”
Bluetail Launches First Nationwide Onsite Aviation Records Scanning Coverage Via Crowdsourcing
Bluetail announced a fully operational and scalable

onsite scanning network. The new nationwide
network was built using the crowdsourcing
technique that has been proven in many other
industries. Since March 2022, Bluetail has been
building the network, technology and service and,
since that time, it says it has successfully scanned
near 100 jobs onsite at customer locations.
Bluetail has also now opened up a crowdsourcing
portal to provide opportunities for experienced
A&P technicians, aircraft records specialists and
aviation techies who want to travel to customer
locations and provide on-site logbook scanning
services.
"With the unprecedented growth of business
aircraft usage, our ever-expanding customer base
requires that their aircraft logbooks and related
records be digitized as quickly, efficiently, and with
the greatest degree of security as possible," explained Bluetail vice "By crowdsourcing a team of experienced aircraft maintenance
president, Roy Gioconda. "Simply put, some operators just don't professionals, we can scale to all major aviation hubs, unlike others
want to take the risk of their highly valuable documents leaving their which can only do one job at a time," said Roy Gioconda. "We have
hangar," he added. "The only way to solve the issue is to have more always offered the on-site scanning option, but with our expanding
trained people available to go to them. That's exactly what our customer base driving increasing demand, we want to ensure we
crowdsourcing effort accomplishes. Customers have been extremely provide rapid nationwide response times."
receptive to this new approach." Gioconda further explained that anyone interested in joining
The launch of the community, which the company says has Bluetail's "mobile scanning team" must first visit the online portal
numerous participants, represents a milestone in Bluetail's ongoing and fill out all their information. Those who qualify as contractors
mission to also help A&P's, aircraft records consultants, even retired will be trained to Bluetail's digitalization protocol and ethical
maintenance pros. conduct standards.

Reliable Robotics Achieves Certification Milestone with G-1 Issue Paper Acceptance
Autonomous aircraft systems pioneer, Reliable Robotics,

announced that the certification basis of its advanced navigation
and autoflight system has been accepted by the FAA. The final
G-1 issue paper defines the certification basis for the company’s
Supplemental Type Certification (STC) on the Cessna 208 Caravan,
a popular cargo aircraft. This STC will enhance safety by enabling
continuous autopilot engagement through all phases of aircraft
operation, including taxi, takeoff, cruise, landing, braking and
rollout, with a single pilot on board for abnormal procedures.
“We are very appreciative of the FAA’s noteworthy attention
to detail and ongoing support,” said Mark Mondt, director of
certification at Reliable Robotics. “This certification basis is the
culmination of years of work with the FAA and represents a key step
towards bringing advanced navigation and autoflight systems to environmental requirements for the company’s advanced automation
normal category aircraft. We look forward to continuing our work system.
together as we move into the next phase of the certification process.” Currently, controlled flight into terrain and loss of control are the
The FAA uses issue papers to provide a structured means of top two causes of fatal accidents in small aircraft. Reliable hopes
describing and tracking the resolution of significant technical and their advanced automation systems will reduce the occurrence
regulatory issues that occur during a certification project. The of these accidents and bring a new level of safety to commercial
signed G-1 issue paper represents formal agreement between aviation through precision navigation, sophisticated flight planning
Reliable Robotics and the FAA on the applicable airworthiness and and robust flight controls, the company says.
Strong Rebound In Pax Traffic From Korea Boosts Philippines MRO Dornier Technology
Philippine maintenance, repair and overhaul firm Dornier

Technology has benefited from the sudden recovery in inbound
passenger traffic from Korea. Dornier Technology has won
contracts for line maintenance from three Korean low-cost carriers
that have resumed services to the Philippines, namely: Air Busan,
Air Seoul and Jeju Air.
Air Busan is operating from Seoul Incheon to Kalibo, the gateway
to the Philippines’ famous resort island of Boracay, using Airbus
A320s and A321s. Air Seoul is also serving the route, using A321s; Air Busan
while Jeju Air is operating from Seoul Incheon to Bohol’s Panglao
International Airport using Boeing 737-800s.
Dornier Technology, chief operating officer, Joseph Espiritu, says
the Philippine market is very strong for Korean carriers, because it is
a popular leisure destination in close proximity to peninsula Korea.
There are also many Koreans living in the Philippines, so the
airlines benefit from having a mix of leisure and visit friends and
relatives (VFR) traffic, he says. VFR traffic was the first segment to
recover from the pandemic.
Korea’s close proximity to the Philippines means Korean carriers
are mostly serving the Philippines using short-haul narrowbody
aircraft such as A320s and 737s, says Espiritu.
Dornier Technology Philippines crew with Jeju Air aircraft.
He says Dornier Technology is popular with foreign carriers,
because it is the Philippines’ largest independent MRO organization. warehousing and logistics for aircraft spare parts,” says Espiritu.
“We serve multiple international and domestic airline customers. Dornier Technology has nearly 200 employees and plans to
We have achieved cost savings through ‘economies of scale’ and are increase its workforce to 250 by year-end to meet the growth of its
able to pass on those savings to our customers, making us a very line and base maintenance business. The company does airframe
price competitive line maintenance organization,” says Espiritu. heavy maintenance, otherwise known as base maintenance, at
“Dornier Technology has a depth and breadth of experience, Clark International Airport outside Manila. It also has nine line
which means we can serve airlines that operate different aircraft maintenance stations: Bohol, Caticlan, Cebu, Clark, Davao, Iloilo,
types. We can also provide value-added services, such as Kalibo, Manila and Puerto Princesa.
PMA PARTS INDUSTRY
MASTERING COVID FALLOUT
James Careless

F
orget the COVID-19
economic downturn: Sales
in the global commercial
aircraft Parts Manufacturer
Approval (PMA) aircraft parts
market are surging ahead
post-pandemic.
According to ReportLinker.com’s June
2022 report, the global commercial aircraft
PMA market was worth $10.5 billion in
2020, with sales being depressed due to
reductions in air travel. With airlines back
in business, this market is now projected to
grow to $14 billion by 2026, which represents
a compound annual growth rate (CAGR) of
4.7% annually.
This being said, the fact that PMA parts
sales are rebounding doesn’t mean that the
pandemic’s disruptive impact on this market
has passed. Like other parts of the global
aviation industry, PMA parts manufacturers
are still dealing with the pandemic’s fallout,
which is hindering their efforts to fully satisfy
their customers’ demands. This being said,
many of these companies are finding creative
ways to turn COVID’s pain into financial gain,
and aim the PMA parts industry towards a
strong future.
Turning Pain Into Gain

As is the case with industries around
the world, PMA parts manufacturers are
struggling with a supply chain that is
experiencing ongoing material shortfalls,
labor shortages, and delivery delays.
This is a case of shared supply chain pain,
according to Jason Dickstein, president of
the Modification and Replacement Parts
Association (MARPA). “I don't think it's going
to be a surprise to anyone to say that COVID
has adversely affected the entire aviation
supply chain,” he said. “PMA companies
have tried to be there for the air carriers, but
it's been hard.”
Thinking of airline supply chain challenges,
Pat Markham, VP of Technical Services for
HEICO Parts Group, shared, “PMA parts,
by their nature, are a natural mitigation
strategy for airlines. As a direct replacement
for OEM parts, by including PMA parts in
their maintenance programs, airlines are
immediately opening up a second FAA-
Approved source.”
Matters have only been made more
challenging by the revival of commercial air
travel. As airlines try to return more aircraft
to service, their need for PMA parts is going
up. So are the airlines’ orders for PMA parts,
which can be difficult for PMA manufacturers
to fulfill.
“The supply chain issues have really
increased our supplier lead times driven by
PMA manufacturer Core Parts says it works hard to always have parts available on the shelf. Core Parts image.
Shown above are gears from a Heico fuel pump. HEICO image. both staffing issues as well as raw material
provide to operators.”
PMA parts manufacturer Certex
Aviation is also finding opportunities in the
post-pandemic market, but in a slightly
different way. “Getting raw material has
not been a problem for us, although
prices are climbing,” said Tim Feeney, the
company’s president. The result: “When
the airlines started flying again and demand
increased rapidly, we were able to grow by
manufacturing our competitors' products (for
them, under contract) while investing in new
products for ourselves.”
Business Coping Skills

Across the American PMA industry, a
decision to use domestically-made materials
is shielding many US manufacturers from
international procurement/shipping delays,
Certex says they have been able to grow by
at least in those areas where they’ve been
manufacturing products for competitors (under contract) availability,” said Chris Hinkle, engineering able to find what they need in-country.
while investing in new products for themselves. Shown
here are flaptrack fairing bushings. Certex image.
manager at Core Parts. “Core Parts works “While I don't know every company's supply
hard to always have parts available on the chain issues, I do know that a fair number of
shelf, but sudden increased lead times has MARPA members were very proud of the fact
made that challenging.” One saving grace: before COVID that their supply chain was all
“COVID did not have any direct negative US-based, and they were proud to purchase
effects on Core Parts’ business as our aviation from US sources,” Dickstein said. “I think that
customer base is primarily in small turboprop for them, these US sources have been a lot
driven aircraft and not the large commercial easier to continue to obtain materials from
airline industry,” he said. than some non-US sources.”
Core Parts isn’t the only PMA parts This being said, not everything that
manufacturer to find the silver lining in PMA parts manufacturers can be sourced
COVID’s cloud. A case in point: “COVID is domestically. Managing these supply
slowing down companies’ ability to produce chain issues successfully requires flexible,
new parts because of raw materials, labor, comprehensive and panic-fee coping skills,
and recovery from the downturn in 2020 which these manufacturers appear to have in
and 2021 where airplanes were not flying abundance.
as much and requiring less maintenance,” “Not all fleets and airlines were affected
said James Brooks, owner of Prime equally, and the recovery has been far from
Propulsion, a certification company that smooth or even. HEICO has an interesting
helps manufacturers navigate the PMA challenge,” Markham noted. “With 12,000
approval process. The upside? “Thanks to PMA approvals spread across multiple fleets
the increased cost of doing business due to and various regions/airlines, planning for
inflation, companies who were against using the recovery requires constant attention,
PMA parts in the past are now coming to communication, and flexibility as we adjust
realize the benefits and now buying them,” for airlines’ changing plans.”
he said. At Jet Parts Engineering, “we have not
This assessment is endorsed by been immune to the supply chain disruptions:
Alan Voeller, VP of sales and business We mostly see issues on the raw material side
development at PMA parts manufacturer Jet such as plastics and specialty alloys,” said
Parts Engineering. “COVID has obviously Voeller. To cope, this company has adjusted
caused chaos with the global supply chain, its Reorder Planning to account for these
especially in the manufacturing sector,” said delays, along with “dual sourcing” materials
Voeller. “As part availability has always been a from two or more suppliers and modifying its
key component of PMAs’ benefits to airlines Scheduling systems to factor in delays.
and MROs, the supply chain challenges have Fortunately, “our customers are going
had a positive influence on the acceptance of through the same challenges, so they are
PMA parts by airlines. As global supply chain understanding if delays occur,” Voeller said.
difficulties caused part availability issues, PMA To maintain goodwill with its client base and
companies that have been able to maintain ensure repeat business, “the most important
stock on their shelves have had opportunities thing for us is to stay in close contact with our
to solve supply chain woes at airlines and customers and our vendors to ensure we’re
MROs further showing the value PMA can all working together to make things happen

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Helping Customers
By its very nature, the PMA parts industry
is built to help airlines and other aircraft
operators find the parts they need when they
need them. This has always been the case,
even before the global supply chain was
thrown into chaos by the pandemic. It is even
truer today in COVID’s wake.
“Even before COVID, one of the PMA
industry’s chief selling points is always having
FAA-approved aircraft parts on the shelf so
that air carriers and others could get them
quickly whenever they needed them,” said
Dickstein. “During COVID, many PMA parts
companies took special care to make sure
their shelves were fully stocked, because they
anticipated that air carriers would start flying
again and would need those parts fast.”
“That's actually one of the things that
I've heard from air carriers that they really
appreciate about the PMA industry,” he
continued. “Sometimes they go back to
the production certificate holder and say, ‘I
need this part’ and the production certificate
holder quotes a long lead time. Meanwhile,
the PMA companies offer FAA-approved
alternatives that are drop-in replacements
and are available today.”
HEICO's Markham concurs. “Whether it is
providing that FAA-approved replacement
part for today’s AOG, or helping an airline
with long term maintenance cost savings, the
PMA industry is here to help,” said Markham.
“The stress that the pandemic put on airlines
has encouraged them to look beyond their
‘usual solutions’. We have had an abundance
of new customers come to HEICO looking
for tactical and/or strategic solutions through
Jet Parts Engineering says the current ongoing supply alternative parts programs.”
chain challenges have had a positive influence on the and eliminate any surprises.” Solving customer problems is a top
continued acceptance of PMA parts by airlines. Shown
here are an array of PMA parts that company produces. Jet Parts Engineering isn’t alone in priority at Jet Parts Engineering (JPE).
Jet Parts Engineering image. accepting the realities of a COVID-battered During and after the COVID, the company
supply chain and making allowances to cope has been trying to be as communicative as
with it. “Recently Core Parts has reviewed possible with its client base, so that its staff
our entire catalog of parts and generated understands which pain points its customers
re-supply purchase orders from our are experiencing due to their supply chain
manufacturers as much as six months prior issues. With this knowledge, Jet Parts
to when our typical order window would Engineering can step in with useful solutions
otherwise normally be,” said Hinkle. in a fast and timely manner.
Certex Aviation is also adjusting its “Sometimes we’ve solved problems
workflow to account for supply chain delays, quickly by providing a PMA data package
while accepting an increasing number of and part for a new approval for immediate
post-pandemic PMA parts orders. “The use,” said Voeller. “Other times we’ve set up
growth we've seen is not always seamless, long term plans where we schedule blanket
and we do sometimes have challenges with orders over the course of a year, so we can
our promise dates,” Feeney acknowledged. plan for the customer’s known demand.
“However, based on customer feedback, we Where possible, to best serve our customers,
seem to be doing much better than our OEM JPE works to hold excess inventory in stock,
counterparts on lead times. Nevertheless, so not only do our parts reduce maintenance
if there are issues, we manage customer costs on a per part basis but they’re also
expectations as early as possible and stay readily available. It’s these times that being
in constant communication with them with flexible and creative really help.”
respect to our status in filling their orders.” At Certex Aviation, helping customers

cope is all a matter of inventory to fund our R&D, and kept up the tempo of
management. “Since we don't have a long 400 plus new PMA parts each year. Having
history of orders, our inventory levels may be experienced downturns before, we knew
higher than others,” Feeney said. “We also that the market would return and we needed
plan our reorder levels with a comfortable to be prepared not only to service our
cushion to ensure there will always be parts customers’ current needs, but also those of
when needed.” an evolving fleet.”
Prime Propulsion is making a difference by Certex Aviation’s Feeney is circumspect
helping customers who have their own PMA in describing his company’s upcoming PMA
parts innovations achieve FAA certification in parts. “One area we've focused our attention
an efficient and expeditious manner. “Time on is the Embraer 170/175 aircraft: They're
to the market is critical,” Brooks explained. coming up on 20 year heavy overhauls and
“We address our customers’ concerns with we're looking at the areas that previously
costs by keeping their certification process didn't need attention,” he said. “In terms of
expenses down while maintaining their other possibilities, I think the PMA market
schedules.” will enjoy continued growth. Cost pressure
Finally, Core Parts is doing what it can is heavy on the aviation industry as fuel
to keep PMA prices down at a time of prices rise, so the airlines are looking for
inflation-driven cost increases. “Many of our opportunities like new PMA parts to save
competitors raise their product prices each money on. As one airline customer said
new calendar year because everywhere to me, ‘it’s a big airplane’ — meaning that
operating costs are rising,” said Hinkle. “At there’s always new places to find nuggets of
Core Parts, once we publish a price of a part, ideas for new PMA parts.”
we will work to keep that the same price As for Prime Propulsion? “As a
year after year so that our customers never Certification company we are currently
need to feel like we are taking advantage of working on a range of PMAs for companies,
them.” engine, cargo nets, filters, valves and more,”
said Brooks. “Over the next two years, I see
Looking Past the Fallout the PMA market continuing to grow thanks
As the old saying goes, “all things must to companies who were previously hesitant
pass.” This includes the current pandemic- to start to use PMA parts to keep their costs
driven problems in the global supply in line.”
chain. Eventually, the scarcity dogging the At Core Parts, future PMA product
availability of aircraft parts will ease, although development will continue to be driven
they may not be resolved entirely. by customer input. “We work with our
With this reality in mind, the PMA parts customers and listen to their requests,”
manufacturers interviewed for this article are Hinkle said. “If a requested product fits within
busy working on their plans for the future. our capabilities for the right cost, we will
HEICO’s Markham is bullish on the future. add it to our product development queue.
“Throughout the pandemic we continued This being said, mandatory replacement
HEICO says they continued to fund R&D and kept
producing more than 400 new PMA parts each year. turbine engine components during regularly areas of the world that were closed to this
Shown above is a PMA part in the process of fit- scheduled overhauls are commonly our option are now beginning to adopt these
testing. HEICO image.
targeted products.” practices and putting resources toward
implementing PMA programs.”
The Time is Always The result? “The PMA market will
Right for PMA Parts continue to grow, both in overall share
There’s another old saying that applies of material being consumed in aircraft
to the PMA parts industry in the wake of maintenance and in the acceptance within
COVID-19: ‘It’s an ill wind that blows no more aircraft systems,” Voeller predicted.
good’. This saying, which alludes to the “Initial PMA programs at airlines who have
winds used by sailing ships to reach their never used PMA will typically start with
destinations, points out that being in the interior parts, then expand into airframe,
worst of situations offer opportunities for components, and engine parts. We’re
some good to arise. When it comes to the seeing new airlines chasing PMA benefits
pandemic, the opportunity for acceptance their competitors may already enjoy
of PMA parts by cash-strapped aviation and jumping in head-first by accepting
customers who avoided them before the any, and all, parts without limitations to
current supply chain crunch hit. specific aircraft systems. This will likely
We have touched on this point continue, which will be a nice tailwind for
throughout this article, but it is of such the PMA market.”
significance that it deserves spotlighting: “Going forward, I think that the market
The aftereffects of COVID-19 have created for PMA is going to be very good,”
very favorable market conditions for MARPA’s Dickstein concluded. “In my
PMA parts manufacturers. “Airline costs experience, when there are troubles in
such as fuel, labor, cost of capital, and aviation and the PMA industry steps
maintenance are increasing rapidly and up and supports the MROs and the
saving money is becoming more and air carriers, the MROs and air carriers
more critical,” said Voeller. “As a result, recognize and remember it. As well, the
PMA is becoming a ‘need’ item, not a fact that the PMA industry has provided
‘nice- to-have’ and we are seeing more that full level of support and customer
airlines factoring PMA into their cost service in the past and is providing it to
reduction strategies. Additionally, while their customers today is something that's
many global markets are more open and going to help them cement relationships
accustomed to using PMA parts, other that will lead to future business.”

JOHANN Bordais
LEADING THE WAY TO CUSTOMER

HAPPINESS:
Embraer Services & Support’s Johann Bordais
24 Aviation Maintenance | avm-mag.com | Summer 2021 AEROSPACE TECH WEEK 3/4 November 2021 | Toulouse, France | www.AerospaceTechWeek.com
August marked the fifth anniversary of the
launch of Embraer Services & Support. Ian
Harbison caught up with Johann Bordais,
Ian Harbison its president and CEO.
J
ohann Bordais says it in the defense,
is all well and good to commercial and support
design, manufacture markets. Bordais
and deliver an aircraft says there are similarities between Bordais says the timing is perfect as the
but it is support for the Embraer and Fokker Services as both e-commerce market is still expanding and
customer afterwards that is the best way are well-known and reputable aerospace the aircraft’s field performance means it
to establish a good reputation in the companies with roots in building aircraft can utilise a range of smaller airports than
industry. He feels that Embraer Services & and supporting aircraft fleets worldwide. larger narrowbody freighters, reducing
Support (ES&S) has achieved this, coming As a result, the MoU the companies delivery times. Feedstock is available
at the top of a number of independent announced, in July, the intention to as many earlier E-Jets that entered
aviation surveys. The company has deepen the collaboration in several service around 10-15 years ago are now
manufactured more than 8,000 aircraft projects, mainly related to the services emerging from long term leases and
and still supports one very early EMB 110 and support fields. The companies being replaced. The conversion should
Bandeirante, now some 45 years old. are looking at aftermarket support extend their life by another 10-15 years.
Following the abortive deal with Boeing, topics, such as aircraft modifications The company sees a requirement for
ES&S has refocused and now works across and customization, program support, 700 aircraft over the next 20 years and is
all divisions of the company – Commercial logistics, repair services. Looking aiming for a 20% market share.
and Executive Aviation, Defense & further in the future, conversion and The initial conversions will be carried
Security and Agricultural Aviation. That completion of Special Mission and out at São José dos Campos. This will
means good ideas from one sector can be Special Transportation aircraft in Defense, include a main deck front cargo door;
quickly adopted and adapted by another including collaboration for the C-390 cargo handling system; floor reinforcement;
to suit its customer base. multi-mission aircraft, whilst for the 9G Rigid Cargo Barrier with access door;
A good example of this intra-company Commercial aviation market, engineering, cargo smoke detection system, including
cooperation is the Sorocaba Service repair, and logistics support will be key Class E extinguishers in the upper cargo
Center, just over 100 miles west of the elements to be explored, in addition to compartment; Air Management System
company’s main facility at São José dos Hydrogen Powered Aircraft development. changes (cooling, pressurization, etc);
Campos. This was established in 2014 Previously, in May, Embraer announced interior removal and provisions for
and has been operated primarily for a multi-year agreement for Fokker hazardous material transportation. The
the Executive Jets division, providing Services to provide MRO services company is currently evaluating the work
maintenance, interior refurbishment, covering 60-part numbers of engine package and looking at where the expertise
hangarage, airport services, stopover line replaceable units (LRUs) enrolled of outside suppliers might offer advantages.
assistance and aircraft preservation. in Embraer’s Pool Program. The Pool The first conversion should take seven
In addition, it has workshops for Program, which supports Embraer’s first- to eight months and be completed and
component overhaul and the capability generation E-Jets aircraft, now covers 700 certified in 2024, but this should reduce to
to perform aircraft modifications, such E170, E175, E190 and E195 aircraft flying three months as production ramps up to
as the conversion of Legacy 450 jets into with more than 50 airlines worldwide. The five a year in 2025 and eventually to 10-12
Praetor 500 jets. latest contract announced was with LOT per year. If there is sufficient demand,
The Center recently doubled its Polish Airlines, which, at Farnborough, further conversion could be added, based
capacity from 20,000 m² to 40,000 m² renewed and added seven E-Jets to on customer location.
and now has four hangars, three of the original contract, with the Pool now The program kicked off in May with an
which are dedicated to MRO services covering a total of 44 aircraft and over agreement with Nordic Aviation Capital
and one to support fixed-base operator 300 components. (NAC) for 10 conversions. At Farnborough,
(FBO) operations. The extra space will A major project for ES&S is the E-Jets in July, NAC announced an MoU to place
not only cater for the expansion of Passenger to Freight (P2F) conversion, the first two E190F conversions with
business aviation in Brazil but can be which was launched in March this year. Astral Aviation, based in Nairobi, Kenya,
used for commercial and defense aviation This will be based on the E190 and the while Embraer signed a firm order for a
customers. E195 and is intended to fill the gap further 10 Embraer conversions with an
Another example is an MoU signed between turboprops and narrowbodies undisclosed customer.
with Fokker Services and Fokker Techniek while replacing less fuel-efficient regional See related story on Embraer's Beacon
in October 2021, to explore opportunities jet freighters. product next page.
RAY OF HOPE
As Beacon knows how long a repair typically takes, maintenance control can alert flight operations if a significant delay is likely. That avoids potentially costly passenger
compensation and reputational damage. Embraer image.
I
f an aircraft encounters because of duty times, passenger can be tailored to the requirements of
a technical fault, there compensation and airline reputational individual operators. Once a problem
is a complex process to damage. is raised, it is assigned a case number
be followed to ensure its Back in 2016, EmbraerX, the OEM’s and everyone is alerted. In addition,
resolution and a return innovation accelerator, decided to take Beacon looks at maintenance records
to operational service. Unfortunately, a look and see if a new approach could and pulls together the repair procedure
it is so complex that there are systemic be developed, launching a new concept for the mechanic and the parts required
inefficiencies built in. There are so now called Beacon. Starting out in the to complete the work. That drawdown
many different departments involved, executive aviation sector, it has achieved can also be passed to the inventory
along with lack of systemized resources, considerable success with airlines in the management section of the company’s
communication tools and data overload, last nine months. ERP system. Crucially, it also brings
that delays are inevitable. The knock on By applying a human-centric approach up the average repair time. This early
effect of these include delays to scheduled and a web-based solution, Beacon brought warning allows maintenance control to
maintenance, grounded aircraft, the together all the resources and people that contact flight operations if a lengthy
need for spare aircraft, crew rescheduling are necessary to resolve a problem. These delay is likely, allowing them find a
replacement aircraft and avoid all the
crew and passenger issues outlined
above.
The size of the problem, says Marco
Cesarino, director of product, can be
judged from the fact that, in 2019, 24
million flights in the U. S. that were
delayed or cancelled cost the industry
$33 billion. He adds that 80% of the
time needed to resolve a problem in the
traditional way is devoted to coordination
rather than to the actual fix.
In October 2021, EmbraerX signed
a multi-year agreement with Republic
Airways for the use of Beacon, which
Once a problem is raised using Beacon, it is assigned a case number and everyone is alerted. Embraer image. is supporting the airline’s digital
26 Aviation Maintenance | avm-mag.com | Summer 2021 AEROSPACE TECH WEEK 3/4 November 2021 | Toulouse, France | www.AerospaceTechWeek.com
Beacon, a new web-based system
from Embraer X, offers the potential
for substantially reduced maintenance
Ian Harbison delays.
transformation and a fleet of over technology in managing

200 Embraer E170/175 aircraft. The interruptions and
relationship with Republic actually started accelerating return-to-
in January 2020, when the company service time.
partnered with Beacon as its launch In June, Aeromexico Connect started
customer for the commercial aviation to test the Beacon platform, supporting
segment in the U. S. By implementing a fleet of more than 40 E190/195 aircraft.
Beacon, Republic and their whole suite Beacon will be integrated into the airline’s
of maintenance service partners gained line stations with further tests including
a competitive advantage thanks to the airline’s on-call maintenance providers.
the platform’s efficiencies in resolving Farnborough saw two announcements –
maintenance cases. As an early adopter of JetBlue and Binter Canarias. The JetBlue
Beacon, Republic has been validating and trial will be based in New York and Boston,
testing Beacon’s product features with its with over 50 E190s, and gradually expand
users in the large regional independent to other airports and routes, however, the
operators’ segment. Binter trial is possibly the most interesting. Embraer says the Beacon platform supports collaboration
and data insights, facilitating shared knowledge and
Over the first six months of 2021, This will start in September, with five productivity. Embraer image.
Republic saw an average delay decrease E195s, but, because Beacon is agnostic, the
as they adopted Beacon at their base airline’s 26 ATR 72s can be included later. throughout the archipelago. Obviously, a
stations. As traveling took off and The airline operates in the Canary Islands, technical defect on any of the islands can
Republic flight volume increased, their over 1,000 miles southwest of Madrid, with present a logistical nightmare, so a fast
overall out-of-service delay time held the E195s providing links to Europe while return to service using Beacon offers major
steady, making a case for Beacon’s the ATR 72s operate essential air services advantages.
COVID-CREATED ROLLER COASTER RIDE
FOR ENGINE
LEASING COMPANIES
Ian Harbison

T
adhg Dillon, chief commercial take a long time, as well as passengers
officer at Shannon Engine regaining the confidence to fly. The U. S. came
Support (SES), says the back fast, both through mass vaccination and
company first noticed a political will to restart the economy, and its
pandemic activity in China, domestic market is now only marginally down
its biggest market, in from the high levels in 2019.
mid-January 2020. Within 30 days, airline Of course, the
operations had fallen significantly. By mid- demand was mainly
March, the effect was global and airlines for domestic flights,
entered survival mode and for the first three which played to the
months, payment deferrals were the main ask company’s strengths,
from the customers. as it specialises in
For SES, it switched from an office-based to the CFM56 and
a home-based company within 24 hours, with LEAP series engines,
associated IT and communication challenges powering the Airbus
to solve in a very short period of time. With no A320ceo/neo family
visits possible, all negotiations were carried out and Boeing 737NG/
online and contracts transferred electronically. MAX.
Tadhg Dillon
SES had to review its own cash flow Europe came back Shannon Engine Support
situation before it could start any negotiation next and its single
on medium term solutions with its customers. aisle fleet is now 90% of 2019 levels. Asia
At the same time, airlines returned short Pacific, Middle East and Africa have been
term lease engines, there were no lease slower, although there is growth. This is still
extensions (normally about 25% of leases a recovery situation, he says, and one of the
are extended) and Early Termination Options main factors is airline profitability, or lack of
were exercised. Unfortunately, there were also it. There is demand and, while prices are
some bankruptcies, meaning engines had suppressed versus 2019, they are trending in
to be repossessed while working remotely. the right direction.
Global Covid restrictions meant there was no However, he adds there are two major
access to the customer site, limited resources regions for SES that are proving to be very
and transport options, so it was a very difficult challenging. Recent figures from China
time. suggest something of a recovery but, while
As part of their cash conservation program, aircraft are flying, the yields for the airlines is
airlines also removed long term lease engines unknown. The other is Russia – and, he says,
and installed them on stored aircraft, keeping it won’t be back for some time. The company
the rest of the fleet flying with their own has recovered 20-25% of its engines but there
powerplants. In that way, while they had to are significant numbers that it has been unable
keep paying the lease rental, they could save to retrieve.
on the maintenance reserves, although this Taking a broader view, he says that, in
had a negative cash impact to SES. 2019, there was massive demand and people
The first signs of recovery came from China were asking when it would peak. From the
in June 2020, which meant they were flying SES point of view, looking across the aircraft
when others were grounded. That lasted until leasing and MRO markets, as well as engine
early 2021, when another COVID wave hit. leasing, there were strains on the system. Shop
visit (SV) slots were scarce and there were
U. S. Makes a Come Back First, supply chain issues with parts. That reduced
Then Europe the throughput in the shops, which resulted in
He says recovery was based on vaccine very high demand for spare engines.
distribution, but, given the numbers, it would Now, the industry is almost back at the
Experience Gained
For SES, Dillon credits several factors: the
experience gained during the 2009/10
financial crisis; a healthy revenue stream; a
resilient and innovative team of people; strong
customer relationships; and a global customer
presence.
Patrick Biebel, managing director of
MTU Maintenance Lease Services, MTU’s
Amsterdam-based leasing and asset
management arm, says his company
specializes in a wide range of narrowbody and
widebody engines from the CF34 up to the
GE90, primarily focusing on short-term leases
(up to two years) to support maintenance
AerFin says it remains well positioned with a healthy same situation for different reasons. He says events. He agrees that before the pandemic
volume of equipment in its acquisition pipeline to
support the next phase of growth for the business. a lot of the MROs, airlines and suppliers hit, the industry was under strain driven by
AerFin image. let go of a huge number of people during current generation engines approaching their
the pandemic because of their financial shop visit peaks and phase-in challenges of
situation. Replacements are difficult to find new engine equipment. This meant older
and are usually much less experienced than aircraft were staying in service longer than
the previous staff, as well as increasing expected.
turnaround times. Supply chain issues now When COVID hit, MTU Maintenance
involve both new parts from OEMs and used Lease Services relied on its established risk
serviceable material (USM). There is also management strategy with an engine pool
a focus on newer generation engines and made up of three components: owned
resolving their technical problems. engines, long-term lease and short-term lease.
He says that, pre-pandemic, the This approach allowed for a quick response to
competition was usually other lessors or the changes in demand driven by the ongoing
MROs that might have engines available. pandemic situation. At the time, airlines were
That changed as airlines wanted to avoid deferring maintenance and often, when faced
leasing and maintenance costs, seeing it as with a shop visit
negative cash flow. Instead, they would look that might require
at alternatives from a financial perspective, a multi-million-
such as the need to fly the aircraft and, if dollar investment,
they did, the maximum they could pay for would swap
an engine, based on passenger demand. engines from their
They also considered using an engine from parked fleet or opt
another aircraft, using a spare that was on for a lease engine,
the ground, or leasing an aircraft on a power taking advantage
by the hour basis, Additional competition of more favorable
now came from aircraft lessors with aircraft lease rates.
on the ground, airlines that wanted to lease As the drivers Patrick Biebel
MTU Maintenance Lease
an engine to another airline and aircraft part of demand Services
out organizations. are evolving,
It is returning to normal, but the focus the industry is facing new obstacles. The
is still on cost, each deal being done on a MRO supply chain is experiencing capacity
financial basis. He says SES has scale of its shortages, while airlines now need to ramp
operations but also through the provision of up their operations quickly, but are faced with
customised long-term solutions. This could staffing shortages, deferred maintenance
extend out to 10 years, looking at total and a need for lease engines. He says engine
demand and developing a structure with the lessors are positioned to help smooth out the
customer that meets all their spare engine ramp up – he reckons it may take about two
needs. It might also cover fleet transitions – years for the industry to fully recover.
A320ceo Family to neo, Boeing 737NG to The assets most unlikely to recover from
MAX. COVID, he adds, are engines related to
As for the future, interest rates and fuel more niche aircraft, such as the A340 and
prices are challenges as they are costs that A380, although these are not leasing markets
should be passed on, along with the threat served by MTU. In addition, earlier CFM56
of recession. Perhaps the biggest threat and V2500 models also saw significant value
is inflation, as it can have a direct effect pressure, especially for teardown assets.
on passenger sentiment and associated During uncertain times, many market players
demand. focused their maintenance activities on newer

configuration engines with respective effect on implication of each module to ensure LLP
used material consumption. limits can be reached.
Avoiding Layoffs Narrowbody/Regional Love

In terms of MTU, the company not only Oliver James, VP Commercial Trading at
avoided layoffs, but also continued with its AerFin, says his company is involved in short
€500 million ($497 million) investment program term engine leasing for both narrowbody
into its MRO network to expand capacity and regional aircraft types, predominantly
at all of its global MRO facilities. Together the CF34-8, CFM56 and V2500. The first of
the company provides holistic approach to these, the CF34-8, performed well through
support customers with the availability of the pandemic, driven mainly by capacity
lease engines and offer alternative solutions from the U. S. domestic market, and many
to those navigating this COVID recovery airlines with CRJ and Embraer series aircraft
period. Furthermore, for lessors and asset helped service the localised demand and
owners, MTU Maintenance Lease Services proved to be an ideal low-cost substitute
provides a platform to generate value from to fill some of those longer routes, typically
their under-utilized assets by including them served by the larger A320/737 aircraft.
into its lease pool under a managed lease The extended localized lockdowns seen
structure, providing a constant revenue stream across much of Europe throughout 2021 and
for the owners. At the end of life, the engine into 2022 have meant a delayed recovery of
is dismantled and the USM is purchased CFM56-5B powered Airbus aircraft due to
by MTU to be consumed by one of its over the higher consolidation of the global fleet
1,000 shop visit events per year. being in that region. In contrast, the CFM56-
Looking at the larger market, he has 7B, applicable to the 737NG, has seen a
observed a growing need for aircraft lessors quicker recovery, with V2500 followed closely
to get more hands on when it comes to behind. He concurs that the strength of the
engine maintenance activity. Between early US domestic market was a great help.
returns, customer bankruptcy and deferred The cargo market has been the lifeline of
or defaulted maintenance reserve payments, the aviation industry during the pandemic,
the lessors find themselves with engines historically cargo made up around 12% of
that are in a good enough condition to be the sector’s total revenue; that percentage
remarketed. This creates a high demand for tripled in 2021 and AerFin expects to
cost-efficient MRO solutions. He says MTU continue to see undersupply for some time.
is ideally placed to help as it offers a wide He says the company took a risk managed
range of such solutions, including module approach through the pandemic and were
exchanges, tailored workscopes and green selective with
time engine exchanges. how it managed
Another sector accelerated by and deployed
COVID is the P2F market, especially on capital. Most
the narrowbody side, where, he says, of its focus
conversions are ramping up to more than remained on
80 aircraft/year. Cargo operations typically supporting asset
differ from passenger operations, with many owners through
fewer cycles per year, reducing maintenance consignment
reserve payments with the respective programs, sale
impact on cash flow. From an investment and lease back
perspective, often a half-life, high-thrust schemes and Oliver James
engine at the right price point is a preferable asset remarketing. AerFin
option. Situations like this are areas where For now, he says, AerFin remains well
MTU is working closely together with its positioned in the market with a healthy
customers to identify the best possible volume of equipment in its acquisition
option, considering all parameters. pipeline to support the next phase of growth
Given that airlines in recovery are now for the business.
faced with rising costs, he says MTU
continues to explore options to find cost- Substantial Recovery
effective approaches for its customers. Anthony Spaulding, executive vice president
For example, leveraging the modular at Magellan Aviation Group, says the trading
architecture of the CFM56 by utilizing engine market has made a substantial recovery
pools to generate modules for exchanges or from the pandemic, with prices starting to
complete engine build-ups. rebound, so competition to acquire assets
He points out that, to run this effectively, has increased. Magellan specializes in USM
sophisticated configuration control is vital, and leasing space for the CFM56, V2500,
along with understanding the performance PW4000 and CF34 engine types.
for the CFM56-7B has since there is an
approximate 4:1 ratio in favor of the 737-
800F over A321F conversions currently.
In addition, the A321 also has an engine
choice – there is a 70/30 split between IAE
and CFM. The SV costs for the V2500 is
higher than the CFM56-5B but the V2500
has the advantage of EGT retention.
However, he thinks it likely that an A321
freighter will bulk out before it grosses
out, which allows operators to derate a bit
more and extend engine life.
It may be a similar acquisition strategy
for the CFM56-5B powered A321s
as happened with the 767 freighter
feedstock, where everyone was trying to
find CF6-powered aircraft for conversion
due to lower SV costs compared to the
PW4000. Additionally, as 737/A321 P2F
feedstock acquisitions are being made,
AerFin says it took a risk managed approach through Green time engines are still an important one of the issues buyers are finding and
the pandemic. The company was selective with
how it managed and deployed capital. Most of its lever for the airlines to manage cash spent dealing with is aircraft that were returned
focus remained on supporting asset owners through on MRO. For example, airlines are finding during the pandemic tend to have one
consignment programs, sale and lease back schemes
and asset remarketing. AerFin image. it difficult to or more engines that is runout or due for
find CFM56-5A an expensive SV. This is helping bolster
engines with values and demand for green time engines,
green time to especially for the CFM56-7B.
defer or replace
an engine due Labor Shortages Will Play
for a shop visit, There is also the issue of extended
On the other turnaround times, narrowbody engine
hand, there is an overhauls now being similar to those
oversupply with previously for widebody engines. Of
the CFM56-5Bs course, this is because of labor shortages
engine type that is Anthony Spaulding and supply chain issues, he makes the
Magellan Aviation Group
depressing lease point that engine piece part repair
rates which makes it favorable for airlines shops are equally affected, adding that
when they need a CFM56-5B. extensive training is required to operate
Airlines with current technology fleets with the specialized machinery needed for
an inhouse MRO function are looking at ways turbine blades, for example. It also affects
to keep the operation running smoothly to Magellan, as spares recovered from tear
avoid SV spend and excessive turnaround downs have to be repaired before they can
times by purchasing engines with a relatively be sold as USM. For the OEMs, he notes
fresh SV. If they can purchase a replacement raw materials, such as precious metals that
engine, park or sell the run-out engine, this are/were sourced from Russia, could also
alleviates unforeseen SV cost escalation become a problem as demand recovers for
and avoids operational disruptions due to new build deliveries.
excessive turnaround times for engines being He too feels that it will take about two
repaired. years, hopefully less, to recover but this
He comments that, thankfully, the days of depends on the labor market, as there are
an ‘all in’ rate have just about disappeared, general shortages in every area of aviation.
that is, airlines only paid a cost per hour when One way for the industry to recover
they flew, a trend that started in early 2021 from this current situation is to make a
with aircraft lessors, as there was no revenue concentrated effort to reach out to young
from parked aircraft. The traditional model of people to bring on a new generation that
rentals and lease fees has returned, although an aviation career will be positive career
the rates are a little soft but recovering – a choice for professional growth with a well-
CFM56-7B26 pre-pandemic was $65-70,000/ paying salary.
month, it is now $45-50,000+ and climbing, On a more positive note, the spending on
while it is even lower for the CFM56-5B due maintenance has definitely picked up in the
to the oversupply. aircraft and engine MRO space that are key
He says the P2F market hasn’t yet customers, which is good news for Magellan
helped the -5B rebound like the demand and the industry as a whole.

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MRO
AerospaceTechWeek.com/Americas/MRO
CONFERENCE PROGRAM
TUESDAY 8TH NOVEMBER
9am - 10.30am Joint Opening Keynote In this panel discussion we will look at the various kinds of IT
11am - 12.30pm innovations integrated into MRO with the advent of digitalization,
State of the MRO Industry such as Artificial Intelligence, Machine Learning, Big Data
Analytics, Digital Twins, Cloud-based software, Software-as-a-
What is the current state of the MRO industry and what is Services (SaaS), ETLs, Mobile Apps, Connected Aircraft, and
expected in the immediate future? From the supply chain to the other advanced and disruptive technologies and there impact for
skills shortage, what information and data do we need to plan airlines and MROs.
MRO operations?
Moderator: Dr. Hugh Revie, EmpowerMX
How do we build capacity in the industry and how could AR/VR be Panelists:
use in training to speed up the process? Senior Representative, Delta TechOps
Supply Chain Challenges in MRO – A United Airlines Case Senior Representative, EmpowerMX
Study - Hiren Patel, Sr. Production Controller, United Airlines TBC
The Increasing Importance of Digital MRO: What We Learned 4pm - 5.30pm
and Can Apply to a Post-Pandemic World - Jennifer Evans, Technologies in MRO
Field Marketing Manager, iBASEt As with all parts of the aviation ecosystem, efficiencies and
From Aircraft Health Monitoring to Aircraft Health digitization in the MRO sector is no different, but how do we
Management - Chris Markou, Head of Operational Cost employ these effectively? How can the use of drones help with
Management, IATA the visualisation inspection? How can blockchain be an enabler in
MRO? What other technologies and innovations are available to
Optimizing Maintenance Production Control Using IBM ILOG
enhance MRO?
Solver - Julio Abanto, Aeronautical Engineer – Senior Consultant,
SkyOn Aeroengineering Blockchain - Pierre-Yves Benain, Senior Product Manager, SITA
and Jennifer Torlone, Vice President of Information Technology,
2pm-3:30pm
Willis Lease Finance Corporation
Panel Discussion - Digital Tools: Big Changes Ahead for Airlines
and MROs Do You Really Know What a Digital Twin Is? -
Michael Wm Denis, Senior Director, Capgemini
Airlines, as well as Maintenance, Repair & Overhaul (MRO)
companies are making big changes to their digital capabilities Targeting Staff Shortages in MRO Through Technology - How
in order to be successful in a post-Covid environment. Airlines digitization improves your workforce efficiency -
and MROs have spent the past two years revamping operations Swen Franken, Head of Air Cargo and Line Maintenance,
to counter Covid-related challenges that included thousands of INFORM GmbH
aircraft being parked or retired, revenue streams being disrupted, Airbus GSE and Tools Innovation: AirLeak Detector Camera
supply chains broken, and operations being run remotely. and On-Wheels Landing Gear Maintenance - Paula Arteaga
Uribe, Business Development Coordinator, Airbus
36 More info online at AerospaceTechWeek.com/Americas/MRO

MRO iT
AerospaceTechWeek.com/Americas/MRO-IT
CONFERENCE PROGRAM
WEDNESDAY 9TH NOVEMBER
9am - 10.30am ATA Spec 2000 and 2500 Work Package Updates - Kenneth
Technology & Innovation in MRO IT N. Jones, Director of Electronic Data Standards, Airlines for
As technologies advance at a rapid pace, how do airlines best America - ATA e-Business Program
take advantage and ensure technology gets into the production Evaluating the Difference Between Maintenance Systems -
environment? Senior Representative, Gol Airline*
What role can machine learning (ML), artificial intelligence (AI), TBC
and augmented reality (AR) play in predictive maintenance and TBC - Sudarsan Lakshmikumar, Chief Technology Officer,
efficiencies for the airline? KeepFlying
How can we successfully and safely implement newer generations 2pm - 3.30pm
of mobile technology, software in legacy systems and paperless Why Modernise Your MRO IT System? - The Value Case
systems?
In many airlines, the pandemic has exposed and highlighted the
TBC need to update, modernise, and further digitize many operations
Efficiencies AMOS Can Bring in Aviation MRO - Daragh - in order to become even more flexible in readiness for the next
Cunningham, Senior Director AMOS Americas, Lufthansa unpredicted ‘major shock to the system’.
Systems Americas, Inc. - Swiss Aviation Software But what other values should be considered in modernising a
Application of AI/ML in MRO IT systems - Senior major IT investment? Paperless maintenance, mobility issues,
Representative, Ramco Systems and Airline Customer hangar/line maintenance, workforce effectiveness, staff turnover,
The Advantage of Using AI (Artificial Intelligence) For and predictive maintenance all play a large role, but we will look
Predictive Maintenance - Tamirat Dinkissa Tolu, Aircraft Tech IV further into the considerations for airlines.
(CAT C, B1.B2 Certifying Staff), Ethiopian Airlines To Digitize or Not to Digitize - Hiren Patel, Sr. Production
11am - 12.30pm Controller, United Airlines
Factors Driving Ownership & Cost of IT Systems Driving Records Efficiency Throughout the Asset Lifecycle -
What are the main factors driving the ownership of an IT system? Nate Hicks, Senior Product Director, GE Digital, Aviation
The primary purpose is to manage the process successfully and Software
efficiently. However, as that process becomes more complex Implementing to Digitizing your MRO Facility - Phil Bathurst,
and the need to keep up with the latest regulations, what President & CEO, Aspire MRO
other considerations need to be taken into account? Is cloud Turnaround from bankruptcy to profit through digitization –
deployment viable and secure? Is there an ability to turn down IT Senior Representative, Mexicana*
costs when a future pandemic, or other ‘shock to the system’ hits?
Is it possible to modulate the costs of the demand? How do we
move from OpEx to CapEx?
More info online at AerospaceTechWeek.com/Americas/MRO-IT 37

PROVISIONAL CONFERENCE AGENDA
Flight Ops CERTIFIED
Avionics Connectivity
iT MRO TRAINING
Applying DO-178C for
Tuesday 8th November Avionics Software –
even with Agile DO-178C
9am JOINT OPENING KEYNOTE is increasingly mandatory
for Civil, Military, UAV’s,
eVTOL, and virtually all
10:30am Networking Coffee Break aircraft software. But how
to REALLY apply DO-178C
Mandates & Connectivity, Developing Flight Ops State of the MRO cost-effectively, especially
if considering Agile? One
11am Regulatory Communications & IT Strategies Industry of the most discussed (and
Framework Updates E-Enablement often misunderstood) topics
in software engineering
is “Agile Development”.
It has been shown to be
incredibly effective at
12:30pm Delegate Networking Lunch reducing both cost and
schedule in many different
contexts. What about
Uncrewed Aerial Increasing the Value EFB Applications Panel Discussion avionics software with DO-
2pm 178C? AFuzion, the world’s
Systems and Urban of Connectivity and Additional largest provider of DO-178C
Air Mobility Through ATM Operational Drivers services will show you how
to optimize your Aviation
software development,
avoid common mistakes,
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3:30pm Networking Coffee Break in aviation software
development for Civil,
Military, eVTOL, UAVs,
Visualisation Display Aircraft Data Data and Changing Technologies in MRO and commercial aircraft.
4pm Challenges - Future Management and Ownership of Assets, Attendees will receive
two technical whitepapers
Cockpit/Avionics Cybersecurity Legality of Who Owns (regularly $100 total; only
Technology and Controls the Data for Atlanta) including “Intro
to DO-178C” and “Agile for
DO-178C”.
7pm Networking Dinner
MRO iT Testing Sustainability MOSA/SOSA/

FACE
CERTIFIED
TRAINING
Applied ARP4754A for
Wednesday 9th November Aircraft Systems, and the
new ARP4754B
Technology & Panel Discussion - Technology for Open Architectures ARP4754A established
9am an ordered process for
Innovation in MRO IT Industry 4.0 in Testing Sustainability in for Military Aviation engineering aircraft and
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THE POWER
OF ELECTRONIC TASK CARDS
FOR MROS James Careless
T
he traditional paper trail task cards has been a boon for the MRO procedures have been followed through
associated with MRO industry. Not only are electronic task the use of automated checklists, record
repairs tends to be a cards easy to access, read, and modify inspection signatures, and send data to
long and complicated on the shop floor using workplace tablet the Billing Department when the work is
one, culminating in computers, but the data they hold and done.
a blizzard of task capture can be easily stored and shared This is just some of electronic task cards’
cards that tell MRO across the entire MRO enterprise. Among positive impacts on the MRO industry
technicians what to do and to record what other things, electronic task cards can be and a glimpse at their potential to make
they have done. used to track and document job progress, this business more productive, efficient,
This is why the creation of electronic schedule sub-tasks, ensure that proper and accountable. To gain an in-depth

understanding of their benefits, Aviation the time spent on Steeves. “For us,
Maintenance magazine spoke with top tasks that don’t the opportunity
executives at three leading software earn income, associated with
companies; all of which incorporate such as filling out electronic task
electronic task cards into their end-to- paperwork. cards is to reduce
end MRO documentation management Unfortunately, this percentage
platforms. These experts are Karl Steeves, the mission- as much as
CEO of TrustFlight (currently in a Proof critical nature of possible, freeing
of Concept phase); Saravanan Rajarajan, the aircraft repair up engineers and
director of Aviation Consulting, Ramco industry means mechanics to
Karl Steeves Saravanan Rajarajan
Systems (already available); and Levi that MROs spend TrustFlight spend more time Ramco
Schmidt, managing director of Customer a lot of time on doing actual work
Excellence at EmpowerMX (already paperwork. In fact, “when we analyzed on the aircraft.”
available). where MRO engineers’ typically spend It’s not just record-keeping that
their time, we found approximately 50% of consumes MROs’ precious hours.
Saving Precious Time this time was spent completing paperwork “Engineering and technical records
No matter what business you’re in, time is and various compliance activities rather departments also spend considerable
money. This is doubly true with respect to than working on aircraft,” said TrustFlight’s effort whenever they deal with managing
electronic task cards has been proven
to improve the operational efficiencies
— not only within the engineering and
technical records functions but across
the downstream maintenance process,”
Rajarajan said.
Using Advanced Tools to

Improve Productivity
It may come
as a surprise
that electronic
task cards are
Show above, Ramco's automatic splitting of individual task cards from PDF documents. Ramco image.
not a recent
technological
advance. In fact,
“EmpowerMX
has been
providing
electronic non- Levi Schmidt
routine task cards EmpowerMX
for 20 years now,” said Schmidt.
However, electronic routine task cards
are a new invention, he noted. “There
has been a standard recently established
— S1000D — which would allow broader
adoption of electronic task cards by
closing the gap for routine task cards in
terms of their use in the workplace,” said
Schmidt. “However, S1000D has a rigid
framework that must be respected for
This image shows extraction for data from PDF through optical character recognition (OCR) technologies in Ramco's
digital task cards. Ramco image. compliance reasons. This makes S1000D
somewhat difficult to adopt so that MROs
can go 100% paperless.”
In response to S1000D’s constraints,
EmpowerMX has created its own
compliant routine task card application
called eTaskCard. “With EmpowerMX
eTaskCard, MROs can be 100%
paperless,” he told Aviation Maintenance.
“EmpowerMX achieves this by using
the existing PDF task cards that every
airline and MRO already uses, and then
enables interactive functionality to sign
off those task cards in the EmpowerMX
application.”
Shown above is Ramco's integrated task card digitization process. Ramco image.
In both instances, advanced software
tools such as artificial intelligence (AI)
OEM technical documents and manuals,” monitor the progress of electronic
said Ramco Systems Rajarajan. “This can task cards and check for procedural
be tasks like the induction of a new set of compliance at every step. “AI performs
documents or manuals into their systems two functions that help the technician
or managing revisions for their existing maximize their productivity,” said
contents and manuals.” Schmidt. “The first is that the AI error
If the incoming documents are proofreads the job card: This means a
PDFs, even more time can be lost block cannot be missed. A block cannot
converting them into a shareable be unreadable. A stamp cannot be too
interactive electronic format for work light or too dark, and a non RII (Required
orders, unless the conversion can be Inspection Items) inspector cannot sign
handled automatically (as is the case an RII required block. The time savings
with the Ramco Systems’ platform). achieved by eliminating error corrections
“This is why pursuing a digital technical alone increases productivity.”
documentation program that uses The second way that AI increases

Keep More Of Your Fleet Up Here.
Over 50% of all flights in the U.S. are supported by EmpowerMX.
EmpowerMX software solutions ensure the shortest turn-around times in

fleet maintenance so Airlines, MRO, and Defense organizations
are able to keep more of their fleet in the air.
Cloud-based Mobile-first Real-time
[email protected]
and technical concerns that have to
be documented and attended to. The
adoption of electronic task cards can go
a long way to streamlining this process,
by making it faster and easier to execute
while at the same time improving
transparency and data sharing for all.
A case in point: “Electronic task cards
can provide a way for engineers and
mechanics to have direct access to work
instructions generated by a Maintenance
and Engineering (M&E) system alongside
all supporting publication excerpts such
as Aircraft Maintenance Manual (AMM)
procedures,” said Steeves. “Once
EmpowerMX digital task card hyperlinks to the AMM and IPC via artificial intelligence. EmpowerMX image. completed in the digital system, task card
compliance data could be automatically
fed into the M&E system to complete
a task. Today, this is a manual process
completed by technical records teams
that takes a lot of time.”
It helps if this functionality is purpose-
built into the system. For example,
“EmpowerMX supports digital non-
routine task cards as a matter of course,”
said Schmidt. “By enabling eTaskCards
on that pre-existing framework, the
electronic task cards are automatically
integrated into an already optimized
workflow without having to take on any
additional integrations or processes.”
Meanwhile, when it comes to precisely
NR material association by adding in material
tab of the eTaskCard. EmpowerMX image. technicians’ productivity through streamlining the integration of third-
electronic task cards is by eliminating the party task cards into an MRO data/task
need for them to go back and forth to a management system, “the first step in
desktop computer to look up manuals. the process is to seamlessly ingest and
“EmpowerMX eTaskCard automatically process SGML/XML based documents
converts manual references for sub-tasks complying to ISPEC 2200 and S1000D
into clickable hyperlinks that show up on standards from the OEMs,” Rajarajan
the electronic task card screen,” Schmidt said. “The ingested task cards are then
explained. “When the technician gets to customized by the MRO through user-
a step with a hyperlink, they just click on friendly screens to add additional texts,
the link and read the sub-task from within warnings, tables, formulas and graphics
the manual reference, all without leaving to the MRO’s own electronic task cards.
their task card app.” Then, whenever the technician finishes
Similarly, an AI-enabled electronic task the job, the complete task card with OEM
card can simplify the ordering of parts and customized instructions are available
during a job. “When our EmpowerMX on the MRO’s Point of Work internal
Materials Module is combined with the website for reference and sign off.”
EmpowerMX eTaskCard, the technician
can simply hyperlink over to the IPC Improving Maintenance
(IIlustrated Parts Catalogue), copy the Tracking
part number, paste the need into their Consistently executed, properly
electronic task card, and order their documented aircraft maintenance is
parts,” he said. “Since it's all being done a must for MROs and their aviation
by this system, there's no need to record customers. This is why proper maintenance
the part information in the electronic task tracking is more essential than ever.
card. That's all done in the background.” Electronic task cards satisfy this need
nicely, improving both the accuracy and
Streamlining the Workflow completeness of maintenance tracking.
The MRO workflow is a complicated, In fact, “electronic task cards can help
often cumbersome process, due to improve maintenance tracking in several
the interplay of customer, compliance, ways,” said Schmidt. In this system, no

“Tracking progress of a check can be
difficult as information can't be gathered
until tasks are uploaded into the M&E
system by tech records teams,” said
Steeves. “Some rudimentary ways are
used today including measuring the
thickness of piles of completed and still-
to-do task cards! In contrast, electronic
task cards support real-time status
updates on check progress.”
The same limitations of manual task
card systems apply to maintenance
forecasts and M&E system accuracy.
“Audit and completion of a maintenance
check cannot be finished until all task
EmpowerMX's eTaskCard offers controlled sign off when the material is installed and certified. EmpowerMX image.
cards are uploaded and processed by
records teams,” Steeves said. “When
this is a manual process, there is often
a delay along with errors in the data
uploaded to the M&E system, leading to
compliance and safety risks. Electronic
task cards remedy this problem by
providing validation at the point of data
entry by the engineer/mechanic as well as
updating the M&E system in real-time.”
Reducing Downtime,
Improving Turnaround Time
Less downtime and faster turnaround
time (TAT) was a priority for MRO
customers – particularly airlines! – before
EmpowerMX's eTaskCard also offers automated material association on removal/install. EmpowerMX image.
COVID-19. In the pandemic’s wake,
achieving both of these goals is more
task cards can be lost since they are important than ever.
digital, and no pages can be scanned By making the MRO process more
incorrectly when being recorded into the integrated, coordinated, faster and
work order. “No steps can be missed far less vulnerable to human errors,
when the AI requires them to be signed electronic task cards can help MROs
for, while parts that are ordered and hit both of these marks. Sometimes the
used for a task do not get forgotten or improvements provided by electronic
incorrectly transcribed,” he explained. task cards are subtle but significant.
“All told, the use of electronic task “For instance, the system could highlight
cards is the most optimal approach to conflicts where tooling or access may
maintenance tracking, making it much be needed by multiple engineers,” said
more accurate and reliable. From a Steeves. By flagging these conflicts
centralized production control booth, before they actually occur, electronic task
a team can see the status of any job card systems allow MROs to better plan
throughout the facility, right down to the their jobs, including the complex, more
last step completed.” demanding major checks of commercial
On a larger scale, analysis of the data aircraft.
within the electronic task card system Taking a Big Picture view of the
can be used as the basis for process problem, Schmidt observed that,
improvement. “And if a technician notices “Downtime/TAT is the byproduct of a
something about the task or the data technician's ability to perform. When
associated with the task, they can flag a technician doesn't need to take time
for the proper support at that moment,” making corrections, or recording part
Schmidt noted. number information, or going back and
Electronic task card systems can also forth to the computer station, they are
aid in tracking the completion of a building efficiencies,” he said. Moving to
scheduled aircraft maintenance check an electronic task card system delivers
in progress, and in keeping an MRO’s all of these benefits, and thus less
maintenance forecasts up to date and downtime/faster TAT.
correct in their M&E system. “Time savings are also found when

they don't need to search for a job card “Electronic task cards enable mechanics
because it now exists in cyberspace and to access technical documentation
can be accessed from anywhere,” Schmidt through mobile devices,” added Rajarajan.
added. “The leads don't need to organize “This reduces considerable walk time by
and manage 2,000 job cards on a board. maintainers, which is consistent with Lean
They don't need to track those job cards management principles. As electronic
down and hand them out or request a task cards also provide the capability
reprint because they can't be located.” for digital sign offs, the need to access
paper documents for DFP are eliminated,
Making MROs Leaner thereby improving the task closure rate.”
The push to Lean process management That’s not all: “Shops and support
is a top priority for profit-minded teams also benefit by not having to
businesses, and MROs are no exception. transport paper task cards back and forth
Reducing costs while improving from the maintenance bay,” said Schmidt.
operational efficiencies boost the bottom “Planners don't have to produce the cards
line, and help MROs do better even in the and transport them to the bay. Those
toughest of economic times – like the last cards don't then need to be organized for
three years. the leads to re-organize on a shift-by-shift
“Electronic task cards absolutely basis. Production controllers don't need to
assist in the Lean process by reducing retrieve those cards from filing, scanning,
unnecessary movement,” said Schmidt. and shipping.”
“For every hyperlinked sub-task, it's a The takeaway: Electronic task cards and
skipped trip to the computer station. For Lean management principles are a natural fit.
every part lookup and ordering, it's a
skipped trip to the computer station.” The Bottom Line
“Paper task cards today record the hours This article has gone into a great deal of
to complete as filled in by the engineer/ detail to demonstrate one simple point:
mechanic, which takes time and is generally Electronic task cards are good for MROs
not that reliable,” Steeves said. “Electronic and their clients.
task cards do better on both points, which It is safe to say that this point has been
aligns with the Lean process.” proven.
ON GUARD
THE DAY THE

NINE-O-NINE DIED
Former NTSB and FAA investigator Jeff Guzzetti explains how
inadequate maintenance contributed to the destruction of a rare
vintage airplane and why this accident was “personal.”
Jeff Guzzetti
Photo 2: The Nine-O-Nine s a member of B-17s that were produced, over a third
A
B-17G bomber.
the “Greatest of them — 4,735 — were lost during
Generation,” my combat missions. Lucky for me, he
father served his survived the war, moved back to his
country in the hometown of Beaver, Pennsylvania,
U.S. Army Air became an optometrist, met my
Corps during the mom and raised three boys. I was his
latter half of World War II. Dad was a youngest and I was enthralled with his
navigator in the Boeing B-17 bomber aviation adventures. The B-17 became
(see Photo 1, next page). Of the 12,731 my favorite airplane.

ON GUARD
Photo 1:
Lt. Albert J. Guzzetti; Army Air Corp, 1943. Navigator.
Photo 3: Former Lt. Albert Guzzetti, in Feb. 1991, nearly 50 years after he served in WWII, posing in front of the
Nine-O-Nine after it had been rebuilt and was preparing to fire its engines for the first time since an accident four
years prior. Photo by Jeff Guzzetti.
With a cruise speed of 182 mph, a

range of 2,000 miles, and a service
ceiling of 35,000 feet, the B-17 could
fly faster, farther and higher than
any comparable aircraft of its day.
Aptly named the “Flying Fortress,”
the B-17’s resilient design gained a
reputation for taking a beating and still
bringing its crew home alive. However,
the advent of the jet age made the
Fortress obsolete. After the war, most
B-17s were cut up for scrap, used for
research or target drones, or sold on
the surplus market. As of October 1,
2019, there were only ten B-17s left
in the U.S. that were airworthy. One
of them was the “Nine-O-Nine” (see
Photo 2 previous page).
The Nine-O-Nine first came to my
attention more than three decades
Photo 4: A plume of smoke rises above the location where the Nine-O-Nine crashed at Bradley International Airport
ago, Soon after graduating as an in Connecticut.
aeronautical engineer in 1987, I was
watching the evening news which aired It took a few years, but the repair
video of a B-17 — the Nine-O-Nine was finally completed in February 1991.
— at an airshow landing at the Beaver The public was invited to the airport
County Airport near my hometown. to watch the Nine-O-Nine start up its
The bomber veered off the runway and engines. I was an air safety investigator
down into a ravine while fighting a stiff for Cessna in Wichita, Kansas, at that
crosswind. My heart sank. Fortunately, time, but I flew back to Pennsylvania
none of the 12 people on board were to share the event with Dad. I was so
killed, and there was no fire. The good proud of him, my hometown and the
people of Beaver County volunteered resurrection of the greatest airplane of
to drag the airplane out of the ravine all time. I captured the event with my
and rebuild it at the airport. Kodak camera (see Photo 3 above). I
ON GUARD
runway 6, the Nine-O-Nine struck

approach lights, veered off the right
side of the runway, and collided
with a deicing fluid tank. Both pilots
and five passengers were killed. The
crew chief and four other passengers
sustained serious injuries. The airplane
was destroyed by impact forces and a
postcrash fire (Photos 4, previous page
and 5 at left).
My heart sank again. There would be
no rebuilding of the famed B-17 this
time. How could have this happened to
such a special and revered airplane?
The Investigation
The NTSB launched a go-team to
Hartford to investigate the accident,
led by Bob Gretz, one of the best
investigators I know (see Photo 6,
Photo 5: The remains of the Nine-O-Nine at the crash site after the fire was extinguished.
lower left). The team was briefed
that the vintage bomber was being
operated by the non-profit Collings
Foundation as a Part 91 “Living History
Flight Experience” (LHFE) sightseeing
flight to allow the public to experience
the significance and history of the
bomber.
The captain was 75-year-old Ernest
“Mac” McCauley. He held a commercial
pilot certificate and a type rating for
the B-17. He also held a valid FAA
medical certificate and reported 14,500
hours of flight time, of which nearly
half was logged in the Flying Fortress.
He was the most experienced living
B-17 pilot in the world. In addition,
he held a mechanic certificate with
airframe and powerplant ratings.
McCauley resided in Arizona, but was
a full-time volunteer pilot and traveled
with the B-17 wherever it went. He
Photo 6: Bob Gretz, NTSB Investigator-in-charge (center) walking with veteran technical investigators, Dr. Dan Bower was also the director of maintenance
and Steve McGladry.
for the Collings Foundation. As the
recovered aircraft logbooks revealed,
treasure that photo, especially since my he would sign off the daily checks and
father died two years later from Lou any routine or non-routine maintenance
Gehrig’s disease. that occurred during the course of
Fast forward 27 years, to October flying. In an interview with the NTSB,
2, 2019. I had recently retired from the surviving crew chief explained that
the FAA and was surfing the web the Nine-O-Nine was the center of
when I read the news that the Nine- McCauley’s life. “I mean, he lived in
O-Nine had crashed again. This time, that thing; cleaned it, worked on it,
the accident occurred at Bradley flew it,” he explained.
International Airport near Hartford, During the accident flight, the Nine-
Connecticut. While landing on O-Nine had flown about eight miles

ON GUARD
after takeoff and reached an altitude

of 800 feet when McCauley reported a
problem and requested an immediate
landing. After the air traffic controller
asked why, McCauley replied that the
airplane had a “rough mag[neto]”
on the No. 4 engine. The veteran
pilot shut down the no. 4 engine and
feathered the propeller.
In order to balance the loss of thrust
on the outboard engine of the right
wing, McCauley accelerated the No. 3
inboard engine to compensate — but Photo 7: An aerial view of the traffic pattern flown by the Nine-O-Nine with the recorded ADS-B track and air traffic
he was likely unaware that the no. 3 control communications overlaid.
engine was also in trouble. More about

that later.
When the airplane was about 400
feet above the ground, it was on
a midfield right downwind leg for
runway 6. Witness video showed that
the landing gear had already been
extended by that time, even though
the airplane still had over two miles to
fly in the traffic pattern before reaching
the runway. Unfortunately, a much
closer runway had been NOTAMed
closed; the holes in the Swiss cheese
were lining up to conspire against the
Nine-O-Nine.
Recorded ADS-B data (see Photo 7,
upper right) revealed that during the
return to the airport, McCauley flew
the pattern at an airspeed of 100 mph
far, far below the 120 mph required
to minimize the loss of altitude. The
NTSB determined that the airplane Photo 8: The no. 4 piston head of the No. 3 Engine, after it had been removed by investigators during the engine
teardown. Note the whitish coloring and the damaged texture, indicative of detonation due to premature ignition.
was unable to maintain altitude at
the lower airspeeds because the pilot
could apply only a limited amount
of power to the left-wing engines
while simultaneously trimming the
asymmetric thrust with the available
rudder authority. If McCauley had
lowered the airplane’s nose to maintain
airspeed, and kept the landing gear
retracted until landing on the runway
was assured, the NTSB’s calculations
showed that the Nine-O-Nine would
have overflown the approach lights
and touched down beyond the runway
threshold.
Inadequate Maintenance
In addition to the McCauley’s improper
actions piloting the Nine-O-Nine, Photo 9: The No. 4 engine, as viewed at the accident site.
his lack of action with maintenance
ON GUARD
wing-spar inspections and repairs can
cost $100,000.
The Nine-O-Nine was equipped
with four Wright R-1820-97 Cyclone
radial engines, each of which had
nine massive cylinders, or “jugs” as
the mechanics of the day would call
them. The continuous airworthiness
program for the B-17G consists of four
inspections conducted at a 25-hour
interval. Inspections one through four
are performed sequentially each 25
flight hours and then repeated.
Examination by investigators of the
Nos. 3 and 4 engines – both located
on the right wing of the airplane –
revealed maintenance issues that were
not adequately addressed by McCauley
or his team.
For example, the No. 3 engine’s
25-hour inspection — which occurred
less than one month before the
Photo 10: Close-up of the No. 4 engine’s left magneto, showing P-lead pulled out of the fitting and with a single accident — required that the spark
strand of safety wire wrapped around the head. plugs be cleaned, inspected, tested, or
replaced with new plugs, and the gap
between the electrodes should have
been checked. However, the spark
plugs were worn with gaps between
the electrodes that were beyond
the manufacturer’s specifications.
The electrodes were too close
together, which caused them to spark
excessively. Most of the nine piston
heads displayed white coloration that
were consistent with detonation rather
than normal combustion, with the no.
4 cylinder exhibiting the evidence of
significant detonation (see Photo 8,
previous page). Detonation in a piston
engine occurs when the fuel-air mixture
in the cylinder explodes prematurely
instead of being ignited by spark plugs
and burning evenly and smoothly,
as occurs with normal combustion.
Photo 11: Close-up of the No. 4 engine’s right magneto, showing the improper gap between the points. Detonation can damage pistons and
cause a loss of power.
before the flight was also examined. The No. 4 engine (see Photo
As the Collings Foundation’s director 9, previous page) had its 25-hour
of maintenance, he was responsible inspection nine days before the
for performing the Nine-O-Nine’s accident, but the NTSB’s teardown
maintenance while it was on tour. of that engine found a different
Vintage aircraft require a significant problem. The engine’s left magneto
amount of care and feeding. Structure P-lead — the electrical connection
and components are decades old. In between a magneto and the cockpit
fact, for each hour a B-17 spends in the ignition switches – was partially pulled
air, ten hours are spent on the ground out of the magneto housing, and the
in maintenance. An engine overhaul grounding tab was in contact with the
can cost $40,000, and required housing. A single strand of safety wire

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AEROSPACE
Tech…
ON GUARD
was observed around the retaining nut the need to bolster surveillance and
(see Photo 10 page 52). A functional oversight of LHFE exemption holders.”
test of the magneto showed that the The notice also instructed inspectors to
contact between the grounding tab and perform an audit of all LHFE operators
the housing resulted in the magneto within their geographic jurisdiction.
being shorted to ground and unable to The day the Nine-O-Nine died three
function. The right magneto’s P-lead years ago brought back shades of the
was also partially engaged in its fitting, sadness I felt the day my father died
and the grounding tab did not contact 30 years ago. Dad remains enshrined
the magneto housing. Perhaps this in my memory, as does the legendary
damage was due to impact, but not airplane type that he once guided
likely, said the NTSB. Additionally, the during a critical time in our nation. With
right magneto’s gap between the points only nine airworthy B-17s left, and the
was 0.004 inch, which was less than the steady decrease of the population of
minimum gap (0.008 to 0.010 inch) that WWII vintage airplanes of all types,
the manufacturer required (see Photo the operators of these magnificent
11 page 52). When the magneto was machines must ensure that meticulous
tested, the ignition leads for the no. maintenance is performed on them to
8 cylinder did not spark; the ignition preserve our nation’s history.
leads for the other eight cylinders did
produce sparks, but they were weak
and intermittent. These discrepancies
likely added to the loss of power on the
No. 4 engine.
Probable Cause and

Lessons Learned
The NTSB determined that the probable
cause of the accident was the pilot’s
failure to properly manage the airplane’s
configuration and airspeed after he shut
down the No. 4 engine following its
partial loss of power during the initial
climb. However, the Board also stated
that “the pilot/maintenance director’s
inadequate maintenance” contributed
to the accident by causing the partial Jeff Guzzetti is the president of
loss of engine power to the Nos. 3 and Guzzetti Aviation Risk Discovery
4 engines. (GuARD), an aviation safety consulting
As a result of this investigation, and firm following a 35-year career with
others involving similar aircraft and the National Transportation Safety
operations, the NTSB issued a formal Board, Federal Aviation Administration
safety recommendation to the FAA to (FAA), and other agencies. During his
“develop national safety standards, 18 years at NTSB, Guzzetti was a field
or equivalent regulations, for revenue investigator, “go-team” engineer and
passenger-carrying operations that Deputy Director. He then served as an
are currently conducted under Part Assistant Inspector General at the Dept.
91, including … flights conducted in of Transportation and testified before
…living history flight experience and Congress regarding aviation safety
other vintage aircraft flights.” The NTSB audits. In 2014, Guzzetti served as the
stated that standards or regulations Director of FAA’s Accident Investigation
should include “operationally specific Division in Washington, D. C. until his
maintenance” requirements. retirement in 2019. Guzzetti graduated
For its part, the FAA issued Notice N from Embry-Riddle University with a
8900.568 to provide FSDO inspectors degree in Aeronautical Engineering,
with increased oversight procedures for and he is a commercial-rated pilot
LHFE operators. The notice indicated with multi-engine instrument ratings in
that the B-17 accident “revealed airplanes, seaplanes and gliders.

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LEGAL SPIN
By Jason Dickstein
Safety Management Systems – The Proposed

Rule is Around the Corner
T
he FAA plans to issue a Safety Management Systems rules that it has identified as a special conditions, and that
(SMS) proposed rule in September. This is something US-based EASA 145 repair stations must follow even though
that every repair station will want to examine, because the US rules do not include such requirements.
the rule is expected to mandate SMS for repair stations. The FAA and EASA have not yet identified EASA’s SMS
rule as a part of the special conditions, so US-based repair
Global SMS stations should not be required to comply with the EASA
This SMS rule is not unexpected. The International Civil 145 SMS until (and unless) they are added to the special
Aviation Organization (ICAO) had originally called for repair conditions. Because the FAA is publishing its own SMS rules,
station SMS rules to be published by 2007. Clearly, most of it is quite possible that the EASA SMS rules will never be
the world missed that deadline. listed as a special condition.
Some countries have had SMS regulations in place for
many years. For example, Japan applied SMS regulations FAA SMS Rules
to repair stations years ago, and has been a leader in SMS The FAA is in their “blackout” period and cannot answer
implementation. questions about the SMS rule, but we can make a number of
Other nations spent time studying SMS and running pilot educated guesses about what the rule will look like.
programs to learn more about what SMS can do (and what It is likely that the FAA rules will follow the ICAO model.
it cannot do). The European Union and the United States If you’ve been reading my articles, then you know that this
followed this model. In the United States, I was privileged to means that there will be four major components of the SMS
participate in two different rulemaking committees designed rules:
to investigate SMS and make proposals. These efforts have
resulted in both regulatory language and also supporting • Safety Policy
statutory language that is meant to support safety data • Safety Risk Management
processes. • Safety Assurance
The world has been slowly moving forward with SMS • Safety Promotion
regulations. An important part of this is having a robust
State Safety Program (SSP) that establishes national metrics It is also likely that the FAA will try to rely on the SMS
and standards for the SMS. The SSP has an opportunity to rules that have already been published for air carriers
serve as a clearing-house for data to support effective SMS (Part 5). The FAA’s air carrier SMS rules address these
programs. four components but also include a fifth component: SMS
documentation and recordkeeping. This fifth component
EASA SMS Rules simply requires the formalization of the SMS program. U.S.
The European Union published an SMS Notice of Proposed law requires documentation requirements to be approved by
Amendment (NPA) in 2013, and finally published the the White House Office of Management and Budget (OMB)
final EASA 145 rules for SMS last November. EASA 145 and as a practical matter this generally means that they
repair stations are required to develop and implement need to be published as rules. The FAA’s documentation
SMS programs by December 2, 2022. That deadline is and rulemaking provisions will require the repair station to
coming up fast, so if you are running a repair station that produce records that the FAA employees can use for their
is directly subject to the EASA 145 regulations, you should own oversight.
be developing your SMS program NOW. If you don’t know The FAA is planning on issuing the proposed SMS rule in
where to start, then you should start by reviewing the SMS September.
articles that I have published in this magazine.
What if you are a US-based repair station with EASA 145 Review the Rule
privileges? In such a case your certificate is subject to the If you are managing a repair station (or just working in
Maintenance Annex of the U. S.-EU bilateral agreement, and one) then this rule could be the most significant change
the related Maintenance Annex Guidance. U. S.-based repair to the repair station community in the past 20 years. We
stations must comply with the FAA repair station rules plus recommend that everyone in the community look at the
they must also comply with the special conditions from the proposed SMS rule and consider commenting on it. This is
EASA rules that have been identified by the FAA and EASA your opportunity to make the rule better:
(this is a gross oversimplification, but it works for purposes
of this article). Each jurisdiction’s special conditions reflect a • If you see language that is unclear in the SMS proposal,
list of requirements that (1) are not duplicated in the other then you should highlight it and offer language that is
jurisdiction’s system and (2) are important enough that they clearer.
reflect additional requirements over-and-above what the • If you do not understand how your repair station will
local rules require. For example, EASA has documentation comply with the SMS proposal, then state this in your

comments to the FAA. and helped them develop compliance programs for the
• If the SMS proposal is not scalable (e.g., it will not past thirty years. You can find out more at https://www.
apply to your particular business model because of size, washingtonaviation.com/hazmat.html.
complexity, etc.) then state this and if you can think of ways Export compliance has become especially important
to correct this problem then offer those suggestions. because of the Russia/Belarus sanctions (and because of the
• If the SMS proposal conflicts with other regulations, attempts by some to circumvent those sanctions). You can
then it will be particularly important to highlight this sort of find export tips on our aircraft parts blog (start with articles
conflict so it can be resolved before being published as a like this one: https://aviationsuppliers.wpcomstaging.
final rule. com/2022/ 07/11/watch-the-temporary-denial-orders-that-
• If the SMS proposal duplicates other regulations, then apply-to-air-carriers/ to get an idea of the sorts of issues
it will also be important to highlight this sort of duplication facing repair stations).
so that the two duplicate requirements can be merged or Editorial Note: The FAA’s Proposed SMS Rule was received
otherwise resolved; for example, if the SMS rule requires at OMB for final review on July 25, 2022. This is typically the
processes for ensuring compliance, and if this overlaps with final review step before the proposed rule is published in the
the quality manual requirements to ensure airworthiness, Federal Register.
then there ought to be a way to develop a single system Jason Dickstein is the president of MARPA and a
that efficiently accomplishes both of these oversight Washington, D.C. lawyer. Dickstein was one of the three
functions, together. original founders of the association. He became the
The FAA really wants to publish an SMS final rule that president of MARPA in the summer of 2007. As a lawyer
will successfully improve safety, so your comments on the in the Washington, D.C. area, Dickstein has counseled and
proposed rule will be important to helping the FAA tailor represented aircraft parts distributors, aeronautical repair
the rule and make it successful. stations, air carriers, and aircraft parts manufacturers
(PMA/TSOA). He has advised and represents clients on
Compliance Corner matters concerning regulatory compliance and quality
We will be holding hazmat (dangerous goods) training on assurance. He has also represented a variety of aviation
October 4-5, 2022. This is live online training taught by a companies in enforcement actions brought by the Federal
pair of compliance attorneys who’ve defended companies Aviation Administration.
2022 MARPA
CONFERENCE
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PRESIDENT AND CHIEF EXECUTIVE OFFICER
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Take advantage of networking opportunities with regulators, manufacturers, air carriers, MROs, and more.
Sign up for MARPA-facilitated member-to-member meetings and show your management your scheduled
good use of time before you've even left the office. Choose concurrent workshops and educational
sessions to stay current with the latest industry changes and trends, taught by FAA regulators, specialists,
and industry leaders offering knowledge to help your business thrive.
Operators: PMA parts are part of a solution-oriented approach, reflecting opportunities to achieve
benefits like safety, reliability, availability, and savings
Maintenance facilities: PMA parts can be a competitive advantage when bidding maintenance jobs
Manufacturers: Your customers are there, as are opportunities for PMA parts manufacturing partnerships
WWW.PMAPARTS.ORG/ANNUALCONFERENCE
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