Category: Issue Highlights

by Charlotte Adams

Automation is everywhere you look — in the hangar and repair shop as well as the cockpit. For the repair shops, line maintenance operations, MROs, and airline support departments that make the best use of it, computer technology gives a competitive edge in this tight-margin business. Benefits include lower costs, higher efficiencies, and greater capacity.

But automation isn’t static. In aviation maintenance as in other industries automation continues driving towards higher-speed, lower-cost processing and to deeper levels of integration both within individual software systems and between enterprise maintenance software and complementary aftermarket applications.

Perhaps the highest-profile trend in the aviation maintenance software market is the integration of mobile devices with core software and the proliferation of Web apps that can allow maintenance technicians to log their hours and sign off on work more quickly yet be trackable by managers in near real time. As a result, traditionally paper-intensive maintenance operations promise to become less costly and more efficient.

Ultramain
Ultramain offers a suite of integrated, but user-selectable, applications oriented around an “ePaper” strategy, according to Mark McCausland, company president. The latest release, ULTRAMAIN v9, was designed for paperless use, he says.

The company provides a series of mobile products – Mobile Mechanic, efbTechLogs, eCabin, Mobile Inventory, and Mobile Executive – that work together with ULTRAMAIN’s M&E/MRO suite as well as with other maintenance systems, he says. Headquartered in Albuquerque, N.M., the company has units in Ireland, India, and Hong Kong. It is mainly focused on the commercial aviation sector.

Ultramain notes three recent go-lives, one of which involved a line maintenance MRO in Mexico, serving 70 airlines with 23 destinations in that country. The latest involved a large international carrier that initiated efbTechLogs for its 777 fleet.

Ultramain software also incorporates optimization into functions such as fleet planning, maintenance scheduling, labor resourcing, and hangar bay usage. It includes cost accounting functions throughout its maintenance and supply applications, McCausland says, and “comes with off-the-shelf integration capabilities … with financial systems such as Oracle and SAP.”

TRAX
Miami-based TRAX has introduced a new Web product called eMRO, a mobile MRO solution usable on any platform, it says. The software is “totally mobile” in that “all functions can be used on mobiles.” And since eMRO is “pure Web,” there is no installed client,” it says.

Most of TRAX’s customers are passenger and cargo airlines although “pure” MROs like Lufthansa Technik Philippines and Turkish Technic also use the software. The company regards Swiss Aviation, SAP, Mxi Technologies, and IFS as competitors.

Both eMRO and the company’s legacy platform, TRAX Maintenance, provide materials management, resource management, technical publications, fleet management, component management, and EDI functions.

Commsoft
Commsoft, a UK-based software developer with a wide-ranging, global customer base, also stresses Web alignment and mobile applications although managing director, Nick Godwin, notes that the trend toward cloud and mobile technologies “is evolving more slowly in reality than optimistic theoretical predictions” imply in the context of the larger environment.

By Jason Dickstein

Over the years, I have heard a lot of debate about the use of PMA parts on leased aircraft. Challenges may arise from restrictive clauses in lease agreements that prevent the use of PMA on the asset. This can cause particular headaches when the lessor is an air carrier that is looking to reduce maintenance costs, but whose largely (or exclusively) leased fleet means that restrictive clauses (either perceived or actual) restrict use of PMA.

The good news for the aviation industry is that lessors’ position with respect to use of PMA appears to be loosening as:
– lessees demand the right to use PMA,
– lessors become more familiar with PMA, and

– the industry continues its shift toward ever greater PMA acceptance.

The first, and most important, step in greater PMA acceptance on leased aircraft is demand by the operators. If PMA is not useful to the operators then it is not useful at all. We have already heard at least two air carriers–Delta Air Lines and Copa Airlines–state unequivocally that they will not sign leases with “no PMA” clauses in them. Many – MANY – others have asked how they can start using PMAs on their leased aircraft. At several industry trade shows over the past year, we have heard multiple parties–both air carriers and lessors–state that the use of PMA on leased aircraft was a common occurrence; the lessee (the air carrier) just has to ASK.

Lessors typically enter a lease negotiation with a set of boilerplate terms. Those terms, however, are subject to change to suit the lessee’s business model and to satisfy the needs of both parties. At MRO Asia last year, Ananta Widjaja from Sriwijaya Air pointed out that a lessor will never give a lessee anything outside of the boilerplate unless the carrier asks for it. This point was echoed by a number of lessors over the course of that conference, who recognize that use of PMA is a reality in virtually every air carrier’s operation.

This is an important point for air carrier maintenance departments to discuss with their leasing departments. Remind the leasing department that most lessors will permit PMA to be used on leased aircraft (with a few exceptions); the carrier just has to demand the right. As lessors continue to grow more familiar with PMA, and recognize that use of PMA does not in any way devalue their asset, they grow more willing to waive the “no PMA” clauses in their lease agreements. This is beneficial for the lessee and lessor, as the lessee can continue to realize the savings and reliability improvements provided by PMA, and the lessor opens up more potential customers by allowing the use of PMA.

A number of the air carrier representatives I have met at recent trade shows have pointed out to me that they are quite likely to use PMA during the middle of the lease. For lessors, the most important part of any lease is the return conditions, because these are the terms that dictate the condition of the aircraft for the next lessee. When permitted by the lease, lessees can take advantage of this fact by using PMA throughout the term of the lease (as allowed by the lease terms) and as necessary return, remove PMA parts during the heavy check prior to the return of the aircraft.

I would have expected leasing companies affiliated with OEMs to be the last folks to embrace PMA, but I recently encountered an executive from one such leasing company who admitted that there are PMAs on his company’s products, and acknowledged that it is something they are managing.

Lessors are becoming more accepting of PMA for a couple reasons.

[fullwidth background_color=”” background_image=”” background_parallax=”none” enable_mobile=”no” parallax_speed=”0.3″ background_repeat=”no-repeat” background_position=”left top” video_url=”” video_aspect_ratio=”16:9″ video_webm=”” video_mp4=”” video_ogv=”” video_preview_image=”” overlay_color=”” overlay_opacity=”0.5″ video_mute=”yes” video_loop=”yes” fade=”no” border_size=”0px” border_color=”” border_style=”” padding_top=”20px” padding_bottom=”20px” padding_left=”0px” padding_right=”0px” hundred_percent=”no” equal_height_columns=”no” hide_on_mobile=”no” menu_anchor=”” class=”” id=””][title size=”1″ content_align=”left” style_type=”double” sep_color=”” margin_top=”” margin_bottom=”” class=”” id=””]CURRENT ISSUE[/title][one_third last=”no” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][imageframe lightbox=”no” gallery_id=”” lightbox_image=”” style_type=”bottomshadow” hover_type=”none” bordercolor=”” bordersize=”0px” borderradius=”0″ stylecolor=”” align=”center” link=”https://www.avm-mag.com/wp-content/mag/flipbooks/AVM-2016-06-DIGITAL/index.php#Aviation_Maintenance_Magazine/page2-page3″ linktarget=”_blank” animation_type=”0″ animation_direction=”down” animation_speed=”0.1″ animation_offset=”” hide_on_mobile=”no” class=”” id=””] [/imageframe][separator style_type=”none” top_margin=”” bottom_margin=”20″ sep_color=”” border_size=”” icon=”” icon_circle=”” icon_circle_color=”” width=”” alignment=”” class=”” id=””][/one_third][one_third last=”no” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][title size=”2″ content_align=”left” style_type=”underline” sep_color=”” margin_top=”” margin_bottom=”” class=”” id=””]IssueHighlights:[/title][checklist icon=”” iconcolor=”#81d742″ circle=”no” circlecolor=”” size=”18px” class=”” id=””][li_item icon=””]Editor’s Notebook[/li_item][li_item icon=””]Intelligence: News[/li_item][li_item icon=””]Intelligence: About People[/li_item][li_item icon=””]Intelligence: Aviation Electronics News[/li_item][li_item icon=””]Setting the Standard[/li_item][li_item icon=””]Borescopes from Basic to Bodacious[/li_item][li_item icon=””]Parts, Parts, … Who has the Parts?[/li_item][li_item icon=””]Smart Assets[/li_item][/checklist][/one_third][one_third last=”yes” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][imageframe lightbox=”no” gallery_id=”” lightbox_image=”” style_type=”bottomshadow” hover_type=”none” bordercolor=”” bordersize=”0px” borderradius=”0″ stylecolor=”” align=”center” link=”http://www.avm-mag.com/wp-content/uploads/2016/01/AVM_Calendar_2016_FINAL_v10_LORES.pdf” linktarget=”_blank” animation_type=”0″ animation_direction=”down” animation_speed=”0.1″ animation_offset=”” hide_on_mobile=”no” class=”” id=””] [/imageframe][separator style_type=”none” top_margin=”” bottom_margin=”20″ sep_color=”” border_size=”” icon=”” icon_circle=”” icon_circle_color=”” width=”” alignment=”” class=”” id=””][fusion_text]NEW – the large fold out 2016 Wall planner was inserted into the Dec/Jan issue but you can also click/view above.[/fusion_text][/one_third][/fullwidth]

by Joy Finnegan, Editor in Chief

Record low oil prices. Record high airline profits. Slow growth in the U. S. and slower than predicted in China. Workforce retirements. Big data. More electric aircraft. Unmanned aircraft systems (UAS). New technologies.

All of those factors and many more impact the MRO marketplace. Every year at this time, industry forecasts are released by the FAA and consulting groups. Let’s take a look at some of the forecast numbers and see what they are saying about our industry.

2015 was the fifth consecutive year of profitability for the industry. The FAA Annual Forecast says, “The 2016 FAA forecast calls for U.S. carrier passenger growth over the next 20 years to average 2.1 percent per year, slightly faster than last year’s forecast. The sharp decline in the price of oil in 2015 is a catalyst for a short-lived uptick in passenger growth in 2016.” The report goes on to say even though oil prices are projected to fall to around $43 per barrel in 2016, their forecast assumes that they will rise thereafter to exceed $100 by 2023 and $150 by 2036, the end of the forecast period.

“Although the U.S. and global economy continued to sputter in 2015, stable demand and lower energy prices resulted in record profits for U.S. airlines. U.S. carrier profitability should remain steady or increase as the recovery leads to strengthening demand,” the report goes on to say. The U.S. commercial fleet is forecast to increase from 6,871 in 2015 to 8.414 in 2036. That is an average annual growth rate of 1.0 percent a year. See the FAA Forecast here: https://www.faa.gov/data_research/aviation/aerospace_forecasts/media/FY2016-36_FAA_Aerospace_Forecast.pdf

Dave Marcontell, VP of Oliver Wyman’s Cavok Group, presented the Oliver Wyman 2016-2026 Global Fleet & MRO Market Forecast at the recent MRO Americas conference in April, agreed with the FAA saying, “Record net profits are due in large part to the glut in the oil market.” Interestingly, their report says that this will not impact the fleet plans of operators. They predict new aircraft deliveries and backlogs will continue to grow. But, Marcontell cautioned, economic growth, interest rates and oil prices could disrupt the equilibrium at any time. See their report at www.oliverwyman.com.

The Aeronautical Repair Station Association (ARSA) in conjunction with Oliver Wyman released a joint MRO market report with the following MRO specific figures. Airframe MRO will account for $16 billion in 2016 and grow to $19.2 billion in 2026. Engine MRO will be around $25.7 billion in 2016 and grow to $43 billion in 2026. Component MRO is on track for $13.1 billion this year and headed for $18.6 billion by 2026. And finally, line MRO is targeted at $12.8 billion in 2016 and aiming for $18.1 billion in 2026. The total forecast for the 2016 year is $67.7 billion growing to $98.9 billion by 2026.

[fullwidth background_color=”” background_image=”” background_parallax=”none” enable_mobile=”no” parallax_speed=”0.3″ background_repeat=”no-repeat” background_position=”left top” video_url=”” video_aspect_ratio=”16:9″ video_webm=”” video_mp4=”” video_ogv=”” video_preview_image=”” overlay_color=”” overlay_opacity=”0.5″ video_mute=”yes” video_loop=”yes” fade=”no” border_size=”0px” border_color=”” border_style=”” padding_top=”20px” padding_bottom=”20px” padding_left=”0px” padding_right=”0px” hundred_percent=”no” equal_height_columns=”no” hide_on_mobile=”no” menu_anchor=”” class=”” id=””][title size=”1″ content_align=”left” style_type=”double” sep_color=”” margin_top=”” margin_bottom=”” class=”” id=””]CURRENT ISSUE[/title][one_third last=”no” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][imageframe lightbox=”no” gallery_id=”” lightbox_image=”” style_type=”bottomshadow” hover_type=”none” bordercolor=”” bordersize=”0px” borderradius=”0″ stylecolor=”” align=”center” link=”https://www.avm-mag.com/wp-content/mag/flipbooks/AVM-2016-06-DIGITAL/index.php#Aviation_Maintenance_Magazine/page2-page3″ linktarget=”_blank” animation_type=”0″ animation_direction=”down” animation_speed=”0.1″ animation_offset=”” hide_on_mobile=”no” class=”” id=””] [/imageframe][separator style_type=”none” top_margin=”” bottom_margin=”20″ sep_color=”” border_size=”” icon=”” icon_circle=”” icon_circle_color=”” width=”” alignment=”” class=”” id=””][/one_third][one_third last=”no” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][title size=”2″ content_align=”left” style_type=”underline” sep_color=”” margin_top=”” margin_bottom=”” class=”” id=””]IssueHighlights:[/title][checklist icon=”” iconcolor=”#81d742″ circle=”no” circlecolor=”” size=”18px” class=”” id=””][li_item icon=””]Editor’s Notebook[/li_item][li_item icon=””]Intelligence: News[/li_item][li_item icon=””]Intelligence: About People[/li_item][li_item icon=””]Intelligence: Aviation Electronics News[/li_item][li_item icon=””]Setting the Standard[/li_item][li_item icon=””]Borescopes from Basic to Bodacious[/li_item][li_item icon=””]Parts, Parts, … Who has the Parts?[/li_item][li_item icon=””]Smart Assets[/li_item][/checklist][/one_third][one_third last=”yes” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][imageframe lightbox=”no” gallery_id=”” lightbox_image=”” style_type=”bottomshadow” hover_type=”none” bordercolor=”” bordersize=”0px” borderradius=”0″ stylecolor=”” align=”center” link=”http://www.avm-mag.com/wp-content/uploads/2016/01/AVM_Calendar_2016_FINAL_v10_LORES.pdf” linktarget=”_blank” animation_type=”0″ animation_direction=”down” animation_speed=”0.1″ animation_offset=”” hide_on_mobile=”no” class=”” id=””] [/imageframe][separator style_type=”none” top_margin=”” bottom_margin=”20″ sep_color=”” border_size=”” icon=”” icon_circle=”” icon_circle_color=”” width=”” alignment=”” class=”” id=””][fusion_text]NEW – the large fold out 2016 Wall planner was inserted into the Dec/Jan issue but you can also click/view above.[/fusion_text][/one_third][/fullwidth]

by David Jensen

Well, perhaps not totally so. However, one manufacturer is applying a chemistry and design that takes battery operation a step closer to a maintenance-free goal.

Lithium-ion (Li-ion) batteries have become ubiquitous, powering everything from smart phones to electric-powered automobiles. They can be found in aircraft, too, in portable radios, electronic flight bags and the laptop computers pilots bring on board for flight planning and check lists. Li-ion batteries have been used in military aircraft for years—for engine starts, emergency power and other functions—and they have become widely employed in unmanned air vehicles. They serve as main-ship batteries in the Boeing F-18, Lockheed Martin F-35, Sikorsky CH-53K and Northrop Grumman Global Hawk, among other aircraft.

However, Li-ion batteries have yet to reach their full potential in the civil aviation arena. This is primarily because new-technology batteries require extensive effort and money to prove they meet certification requirements.

But the use of Li-ion batteries in aircraft may soon become widespread after more light is shed on their benefits. These rechargeable power units—in which lithium ions move from the negative electrode to the positive electrode during discharge and move the opposite direction during charging—represent the latest generation in the evolution of aircraft batteries. They succeed those utilizing lead-acid and nickel-cadmium (NiCad) chemistries, both more than a century old.

Improved battery technology has become more and more vital, not only to perform conventional functions such as engine starts, power stabilization and running onboard electrical systems, but also to supply an ever-growing number of systems in what many commonly call “the more electric airplane.” To give just one example of this trend, Honeywell and Safran have partnered to develop electrically controlled taxiing for commercial aircraft, to allow engine startups away from the gate thus reducing fuel consumption.

A relatively new (introduced as a product in the 1970s) and therefore emerging technology, Li-ion offers advantages over lead-acid and NiCad technologies. Newer aspects of Li-ion technology can provide greater energy density, more consistent power delivery, environmental benefits and reduced weight, among other gains. They also can reduce battery maintenance significantly, in part by simplifying and reducing the required number of battery checks. Indeed, new versions of Li-ion chemistry may some day reduce the need for dedicated battery shops at fixed-base operations (FBOs).

Bit of Controversy

A relatively new technology invariably draws controversy, however. In the field of consumer goods, a spate of incidents occurred late last year in which the Li-ion batteries on hoverboards—essentially self-balancing, powered scooters—burst into flames during recharge mode. It prompted airlines to bar stowing hoverboards on board their aircraft.

In the aviation field, two operators of the Boeing 787 Dreamliner, All Nippon Airways and Japan Airlines, made emergency landings in January 2013 because the lithium metal oxide batteries in the new-design aircraft overheated, released electrolyte vapors and created oxygen within their cases. The incidents resulted in internal thermal runaway, or accelerated heat buildup, that created fire outside the batteries’ steel cases. The National Transportation Safety Board (NTSB) cited “deficiencies in the [battery’s] design and certification processes” as the overall reason why the incidents occurred.

The 787 has two lithium metal oxide batteries onboard that provide backup power. Their malfunction invoked a three-month, fleet-wide grounding. Boeing had the battery installation redesigned, and in April 2013 the FAA gave the 787 fleet the green light to fly.

[fullwidth background_color=”” background_image=”” background_parallax=”none” enable_mobile=”no” parallax_speed=”0.3″ background_repeat=”no-repeat” background_position=”left top” video_url=”” video_aspect_ratio=”16:9″ video_webm=”” video_mp4=”” video_ogv=”” video_preview_image=”” overlay_color=”” overlay_opacity=”0.5″ video_mute=”yes” video_loop=”yes” fade=”no” border_size=”0px” border_color=”” border_style=”” padding_top=”20px” padding_bottom=”20px” padding_left=”0px” padding_right=”0px” hundred_percent=”no” equal_height_columns=”no” hide_on_mobile=”no” menu_anchor=”” class=”” id=””][title size=”1″ content_align=”left” style_type=”double” sep_color=”” margin_top=”” margin_bottom=”” class=”” id=””]CURRENT ISSUE[/title][one_third last=”no” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][imageframe lightbox=”no” lightbox_image=”” style_type=”bottomshadow” hover_type=”none” bordercolor=”” bordersize=”0px” borderradius=”0″ stylecolor=”” align=”center” link=”https://www.avm-mag.com/wp-content/mag/flipbooks/AVM-2016-02-DIGITAL/index.php#Aviation_Maintenance_Magazine/page2-page3″ linktarget=”_blank” animation_type=”0″ animation_direction=”down” animation_speed=”0.1″ animation_offset=”” hide_on_mobile=”no” class=”” id=””] [/imageframe][separator style_type=”none” top_margin=”” bottom_margin=”20″ sep_color=”” border_size=”” icon=”” icon_circle=”” icon_circle_color=”” width=”” alignment=”” class=”” id=””][/one_third][one_third last=”no” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][title size=”2″ content_align=”left” style_type=”underline” sep_color=”” margin_top=”” margin_bottom=”” class=”” id=””]IssueHighlights:[/title][checklist icon=”” iconcolor=”#81d742″ circle=”no” circlecolor=”” size=”18px” class=”” id=””][li_item icon=””]Getting schooled by Robinson[/li_item][li_item icon=””]The Care and Feeding of Batteries[/li_item][li_item icon=””]Lithium Ion Batteries[/li_item][li_item icon=””]Intelligence: News[/li_item][li_item icon=””]Intelligence: About People[/li_item][li_item icon=””]Intelligence: Aviation Electronics News[/li_item][li_item icon=””]2016 Aviation Maintenance Repair Center Directory[/li_item][li_item icon=””]NEW! Aviation Maintenance Buyer’s Guide[/li_item][/checklist][/one_third][one_third last=”yes” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][imageframe lightbox=”no” lightbox_image=”” style_type=”bottomshadow” hover_type=”none” bordercolor=”” bordersize=”0px” borderradius=”0″ stylecolor=”” align=”center” link=”http://www.avm-mag.com/wp-content/uploads/2016/01/AVM_Calendar_2016_FINAL_v10_LORES.pdf” linktarget=”_blank” animation_type=”0″ animation_direction=”down” animation_speed=”0.1″ animation_offset=”” hide_on_mobile=”no” class=”” id=””] [/imageframe][separator style_type=”none” top_margin=”” bottom_margin=”20″ sep_color=”” border_size=”” icon=”” icon_circle=”” icon_circle_color=”” width=”” alignment=”” class=”” id=””][fusion_text]NEW – the large fold out 2016 Wall planner was inserted into the Dec/Jan issue but you can also click/view above.[/fusion_text][/one_third][/fullwidth]

By Ryan Aggergaard

After a flurry of activity at the end of 2015 and the beginning of 2016, the United States finds itself in the midst of an emerging (if slowly) regulatory regime governing the use of Unmanned Aircraft Systems, also known as UAS or, more commonly, “drones.” Although the FAA is still working through the process of integrating UAS into the National Airspace System (NAS), a regime is beginning to emerge that gives UAS operators a better idea of what is expected of them in order to operate UAS safely and remain compliant.

For those in the maintenance world, there are a few now-established rules and guidance that one should be aware of if seeking to work with or on drones in the future. Note that these requirements apply to small UAS (those under 55 pounds) where the FAA seems to be currently focusing most of its attention.

Use in Maintenance

There have been a number of stories recently of drones being used to perform inspections of aircraft as part of the maintenance process. The appeal of this method is quickly apparent, as it allows an individual to rapidly inspect an aircraft from the ground without the need for mechanical lift equipment or stands that must be moved along the length of the aircraft in order for an individual to see all angles of the aircraft. However, before grabbing a drone and a GoPro and going to work, it is necessary to consider a number of practical and legal issues presented by this technology.

From a practical perspective it is necessary that only individuals with the proper training be permitted to operate a UAS used for inspection. There are at least two reasons for this: first, it is important to avoid a scenario in which a mis-controlled drone strikes the aircraft being inspected, causing or exacerbating damage, or strikes equipment or persons at the maintenance facility causing damage or injury. (A quick YouTube search will reveal the shocking number of ways people can find to crash a drone.) Second, it is vital that the person operating the drone for purposes of inspection is able to satisfy the inspection requirements established by the applicable manuals.

At this point it is necessary to establish an important line of demarcation between practical and legal concerns. If you are seeking to use a drone for inspection purposes in your maintenance facility, and your operations occur exclusively indoors, the FAA’s jurisdiction over your use of drones is practically nothing. This is because the FAA’s authority—and the NAS—do not extend inside of buildings and hangars. It is only when you operate a drone outside that the FAA’s statutory authority kicks in and you become subject to its regulations. Therefore, if you wish to use a drone indoors for the purposes of inspection, you are free to do so, provide you take the necessary precautions to guard against injury and other liability.

Once you step (or fly) outside—and into the FAA’s jurisdiction—a significant set of regulations attach, or will soon attach. This is because the FAA regulates the use of UAS when they are operated for business purposes. The same practical considerations apply.

As of this writing, the FAA’s Small UAS Notice of Proposed Rulemaking is still being dispositioned. That means that in order to operate a UAS for business purposes, you must still obtain from the FAA a Section 333 exemption. This exemption allows a business to legally operate a UAS for business purposes. The exemption includes a blanket Certificate of Waiver or Authorization that permits operation with certain restrictions. However, because most maintenance operations are based on or near airports, a specific COA addressing your particular airspace will also likely be necessary. This COA will spell out the specific operational parameters for your use of drones in the performance of inspection and maintenance.

by Charlotte Adams

Aircraft batteries are too often taken for granted. That is, until a plane loses electrical power far from home and has to switch to its emergency back-up system. Fortunately the prevailing nickel cadmium and lead acid battery technologies are well understood, while evolving lithium chemistries are becoming more acceptable as proper safeguards are applied.

Battery technology continues to improve and batteries last longer. Maintenance and test equipment likewise continues to develop as microprocessors and software make the gear more capable, flexible, and upgradeable.

It’s hard to overemphasize the importance of batteries. As 14 CFR 23.1353 states, in the event of a complete loss of the primary electrical power generating system, the battery must be able to provide electrical power to loads that are essential to safe flight and landing. For aircraft certified to a maximum altitude of 25,000 feet, that means at least 30 minutes of battery power and for aircraft certified for higher altitudes, that means at least 60 minutes of battery power.

Yet batteries are almost an afterthought for some pilots. Battery-related accidents happen all too often, particularly in general aviation, where some pilots may fly their planes just a few hours a year. The rest of the time the battery may just be sitting there, losing charge and deteriorating without regular care and feeding. One day the pilot comes out, finds that the battery is dead, and then jump starts the aircraft from an external source. Up in the air after experiencing electrical failure, and with no backup battery power, the pilot is lucky to return unscathed. His airplane may be less lucky.

Never, ever jump start or hand-prop start an aircraft that is certified with a starting battery if the aircraft has a dead battery, warns Skip Koss, vice president of marketing with Concorde Battery, a leading manufacturer of sealed lead acid (SLA) batteries. He attributes “at least half a dozen” accidents to flying with dead batteries that were not properly recharged before flight. A dead battery’s state is unknown. It needs to be removed, checked, and charged before takeoff.

Lead Acid Batteries

Lead acid batteries have been around for more than 100 years and are still being used in one form or another by general aviation, military, and some smaller executive aircraft, not to mention conventionally powered automobiles. Unlike car batteries, however, aviation batteries are designed to be lightweight. They can’t take the level of abuse dealt out to automotive equipment. And they need more regular test and maintenance.

Over the years wet cell, vented lead acid batteries have been giving way to sealed, recombinant-gas lead acid batteries. The latter type has the advantage of not requiring to be opened. Sealed lead acid batteries also have a higher energy density than the flooded lead acid devices, according to Concorde. The company supports more than 30 airframe manufacturers, including Piper, Cessna, Diamond, Dassault, and Gulfstream, Koss says. It has more than 100 battery models for use in more than 200 aircraft, according to the company.

Lead Acid Battery Test and Maintenance

Maintaining sealed lead acid batteries is pretty straightforward. You don’t open them, but you do have to check them for airworthiness. “It’s like a tire – you can have a fully charged tire that is worn out,” Koss says. With a new sealed lead acid battery, “you have to check the capacity of the battery at least annually to verify the storage ability for essential power.” Subsequent checks could be as frequent as every three months, depending on factors such as the battery, its percent of capacity, the aircraft, and the usage profile. After a capacity test is completed, the battery should be immediately recharged. A lead acid battery, however, should never be discharged to zero during testing because of the risk of damaging the unit, warns test equipment maker, JFM Engineering. JFM’s test equipment can be used with NiCad or lead acid batteries.

VDC Electronics and COFKO Electronics are among the companies providing test equipment for lead acid batteries. VDC’s BatteryMINDer line of products can be used with either SLA or wet cell batteries. These products can trickle-charge batteries to maintain capacity when the aircraft are not being used.

[fullwidth background_color=”” background_image=”” background_parallax=”none” enable_mobile=”no” parallax_speed=”0.3″ background_repeat=”no-repeat” background_position=”left top” video_url=”” video_aspect_ratio=”16:9″ video_webm=”” video_mp4=”” video_ogv=”” video_preview_image=”” overlay_color=”” overlay_opacity=”0.5″ video_mute=”yes” video_loop=”yes” fade=”no” border_size=”0px” border_color=”” border_style=”” padding_top=”20px” padding_bottom=”20px” padding_left=”0px” padding_right=”0px” hundred_percent=”no” equal_height_columns=”no” hide_on_mobile=”no” menu_anchor=”” class=”” id=””][title size=”1″ content_align=”left” style_type=”double” sep_color=”” margin_top=”” margin_bottom=”” class=”” id=””]CURRENT ISSUE[/title][one_third last=”no” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][imageframe lightbox=”no” lightbox_image=”” style_type=”bottomshadow” hover_type=”none” bordercolor=”” bordersize=”0px” borderradius=”0″ stylecolor=”” align=”center” link=”https://www.avm-mag.com/wp-content/mag/flipbooks/AVM-2016-02-DIGITAL/index.php#Aviation_Maintenance_Magazine/page2-page3″ linktarget=”_blank” animation_type=”0″ animation_direction=”down” animation_speed=”0.1″ animation_offset=”” hide_on_mobile=”no” class=”” id=””] [/imageframe][separator style_type=”none” top_margin=”” bottom_margin=”20″ sep_color=”” border_size=”” icon=”” icon_circle=”” icon_circle_color=”” width=”” alignment=”” class=”” id=””][/one_third][one_third last=”no” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][title size=”2″ content_align=”left” style_type=”underline” sep_color=”” margin_top=”” margin_bottom=”” class=”” id=””]IssueHighlights:[/title][checklist icon=”” iconcolor=”#81d742″ circle=”no” circlecolor=”” size=”18px” class=”” id=””][li_item icon=””]Getting schooled by Robinson[/li_item][li_item icon=””]The Care and Feeding of Batteries[/li_item][li_item icon=””]Lithium Ion Batteries[/li_item][li_item icon=””]Intelligence: News[/li_item][li_item icon=””]Intelligence: About People[/li_item][li_item icon=””]Intelligence: Aviation Electronics News[/li_item][li_item icon=””]2016 Aviation Maintenance Repair Center Directory[/li_item][li_item icon=””]NEW! Aviation Maintenance Buyer’s Guide[/li_item][/checklist][/one_third][one_third last=”yes” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][imageframe lightbox=”no” lightbox_image=”” style_type=”bottomshadow” hover_type=”none” bordercolor=”” bordersize=”0px” borderradius=”0″ stylecolor=”” align=”center” link=”http://www.avm-mag.com/wp-content/uploads/2016/01/AVM_Calendar_2016_FINAL_v10_LORES.pdf” linktarget=”_blank” animation_type=”0″ animation_direction=”down” animation_speed=”0.1″ animation_offset=”” hide_on_mobile=”no” class=”” id=””] [/imageframe][separator style_type=”none” top_margin=”” bottom_margin=”20″ sep_color=”” border_size=”” icon=”” icon_circle=”” icon_circle_color=”” width=”” alignment=”” class=”” id=””][fusion_text]NEW – the large fold out 2016 Wall planner was inserted into the Dec/Jan issue but you can also click/view above.[/fusion_text][/one_third][/fullwidth]

by Joy Finnegan, Editor in Chief

I read a lot and most books, while I enjoy them, don’t capture my imagination or inspire awe about the subject. Every once in a while I read a book that just blows me away. I recently read such a book. It was “The Wright Brothers” by David McCullough.

I was riveted from the first page. I thought I knew a lot about these two men, Wilbur and Orville Wright, who changed our world. I mean I have been in the business all my professional life, I am an aviation history buff, have taken classes on aviation history and read numerous books about aviation history. I have visited Kitty Hawk multiple times and stood at the rails where the first flight of the Wrights took place. But I learned so much more about them, and their genius, that I had to write about this book and recommend it to anyone. Here are some of the interesting things I learned.

Wilbur became obsessed with the idea of conquering the challenge of manned, powered flight and began to read all the available documented research on the subject. The Smithsonian provided numerous books and research including the work of Louis Pierre Mouillard, who had studied the aerodynamics of birds, a method the brothers also used before building their first flyer. Wilbur also looked intently at the work done previously by Otto Lilienthal and Octave Chanute and other experts of the day. Chanute, a somewhat older, wiser contemporary, became an adviser of sorts. Initially the brothers took all the previous research as gospel.

The next remarkable thing was the idea of safety that permeated all the brothers did. As they determined that a place with steady strong wind was required for their experiments and found Kitty Hawk on the Outer Banks of North Carolina, they began building their first flying machine and transported it there in pieces.

Remember that many had died in hasty, poorly researched attempts to fly. But Wilbur wrote this while at Kitty Hawk preparing for their attempt, “The man who wishes to keep at the problem long enough to really learn anything positively must not take dangerous risks. Carelessness and overconfidence are usually more dangerous than deliberately accepted risks.” He knew that to solve the problem would require a steep learning curve. To climb that curve, the brothers would need to live through their attempts. Therefore, they determined to stay low to the ground and found the soft sand of Kitty Hawk the perfect emergency landing surface.

The next point about these two brothers that hit home hard for me was that even among the rugged, hard working men and women of the remote and harsh North Carolina coast, the Wrights were greatly admired for their work ethic. One of the locals who helped and observed them over many days said they were “’two of the workingest boys’ ever seen ‘and when they worked, they worked. They had their whole heart and soul in what they were doing,’” according to McCullough’s book.

[fullwidth background_color=”” background_image=”” background_parallax=”none” enable_mobile=”no” parallax_speed=”0.3″ background_repeat=”no-repeat” background_position=”left top” video_url=”” video_aspect_ratio=”16:9″ video_webm=”” video_mp4=”” video_ogv=”” video_preview_image=”” overlay_color=”” overlay_opacity=”0.5″ video_mute=”yes” video_loop=”yes” fade=”no” border_size=”0px” border_color=”” border_style=”” padding_top=”20px” padding_bottom=”20px” padding_left=”0px” padding_right=”0px” hundred_percent=”no” equal_height_columns=”no” hide_on_mobile=”no” menu_anchor=”” class=”” id=””][title size=”1″ content_align=”left” style_type=”double” sep_color=”” margin_top=”” margin_bottom=”” class=”” id=””]CURRENT ISSUE[/title][one_third last=”no” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][imageframe lightbox=”no” lightbox_image=”” style_type=”bottomshadow” hover_type=”none” bordercolor=”” bordersize=”0px” borderradius=”0″ stylecolor=”” align=”center” link=”https://www.avm-mag.com/wp-content/mag/flipbooks/AVM-2016-02-DIGITAL/index.php#Aviation_Maintenance_Magazine/page2-page3″ linktarget=”_blank” animation_type=”0″ animation_direction=”down” animation_speed=”0.1″ animation_offset=”” hide_on_mobile=”no” class=”” id=””] [/imageframe][separator style_type=”none” top_margin=”” bottom_margin=”20″ sep_color=”” border_size=”” icon=”” icon_circle=”” icon_circle_color=”” width=”” alignment=”” class=”” id=””][/one_third][one_third last=”no” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][title size=”2″ content_align=”left” style_type=”underline” sep_color=”” margin_top=”” margin_bottom=”” class=”” id=””]IssueHighlights:[/title][checklist icon=”” iconcolor=”#81d742″ circle=”no” circlecolor=”” size=”18px” class=”” id=””][li_item icon=””]Getting schooled by Robinson[/li_item][li_item icon=””]The Care and Feeding of Batteries[/li_item][li_item icon=””]Lithium Ion Batteries[/li_item][li_item icon=””]Intelligence: News[/li_item][li_item icon=””]Intelligence: About People[/li_item][li_item icon=””]Intelligence: Aviation Electronics News[/li_item][li_item icon=””]2016 Aviation Maintenance Repair Center Directory[/li_item][li_item icon=””]NEW! Aviation Maintenance Buyer’s Guide[/li_item][/checklist][/one_third][one_third last=”yes” spacing=”yes” center_content=”no” hide_on_mobile=”no” background_color=”” background_image=”” background_repeat=”no-repeat” background_position=”left top” hover_type=”none” link=”” border_position=”all” border_size=”0px” border_color=”” border_style=”” padding=”” margin_top=”” margin_bottom=”” animation_type=”” animation_direction=”” animation_speed=”0.1″ animation_offset=”” class=”” id=””][imageframe lightbox=”no” lightbox_image=”” style_type=”bottomshadow” hover_type=”none” bordercolor=”” bordersize=”0px” borderradius=”0″ stylecolor=”” align=”center” link=”http://www.avm-mag.com/wp-content/uploads/2016/01/AVM_Calendar_2016_FINAL_v10_LORES.pdf” linktarget=”_blank” animation_type=”0″ animation_direction=”down” animation_speed=”0.1″ animation_offset=”” hide_on_mobile=”no” class=”” id=””] [/imageframe][separator style_type=”none” top_margin=”” bottom_margin=”20″ sep_color=”” border_size=”” icon=”” icon_circle=”” icon_circle_color=”” width=”” alignment=”” class=”” id=””][fusion_text]NEW – the large fold out 2016 Wall planner was inserted into the Dec/Jan issue but you can also click/view above.[/fusion_text][/one_third][/fullwidth]