Aviation Maintenance & Technology Exchange January 23, 2017 - No. 007 In This Issue PROS 2017 TRAINING Aviation Needs a Makeover Airbus Donates Parts for WSU-NIAR Research FAA Tests High-Altitude Drone to Support Commercial Spacecraft FL Technics Indonesia Signs MoU with Indonesia's GMF AeroAsia Ukraine to harmonize aircraft certification system with EU standards INSIGHT: The brave new world of Russian MRO SpaceX is launching one its last disposable rockets Aviation Needs a Makeover Over the course of his presidential campaign, Donald Trump lamented the poor state of the American aviation system. He specifically focused his criticisms on several airports, calling them "third-world." He's not alone: Vice President Joe Biden leveled the same concern about New York's LaGuardia airport back in 2014. While their assessments may be a bit apocryphal, they are right to draw attention to our nation's aviation sector. It is desperately in need of a makeover. The aviation industry plays a critical role in the American economy. It transports 900 million passengers every year and is responsible for $1.5 trillion in total economic activity, nearly 12 million jobs and represents 5.4 percent of the country's gross domestic product in 2012. Moreover, the industry's $83 billion trade surplus is the largest trade surplus of any manufacturing industry in 2015. Tying this all together is a complex infrastructure network of airports and air traffic control operated by, among many others, millions of highly skilled pilots, mechanics and other technicians, and air traffic controllers. The tremendous collaborative effort of industry and government over the decades, has translated into the safest airspace in the world. But while the U.S. had long been considered the gold standard in aviation technology and safety, the nation has begun to lose its edge and is falling behind its peers while the rest of the world surpasses it in innovation. There are several problems: For one, the ability of U.S. airports to accommodate future passenger growth might be in jeopardy. Airport congestion will require systematic intervention to allow demand not to outpace capacity. The economic costs of congestion and delays are in the billions of dollars per year. Today, the busiest 30 airports in the U.S. handle 72 percent of passengers, and while many are prepared to handle more traffic today, some face capacity constraints and should be expanded as soon as possible. Air traffic control on the other hand is a relic from the post World War II years, and while the federal government has been trying to modernize it since the 1980s, progress is slow and erratic. Only an entity outside the direct control of government (as well as congressional appropriators) will have the necessary independence to implement needed modern technologies at the pace needed to meet demand. The aviation workforce is another growing problem for the industry and the U.S. economy. The dearth of pilots, air traffic controllers and maintenance technicians, which is being exacerbated by a coming wave of retirements in an aging workforce, is a looming concern. Attracting large numbers of potential employees to the aviation industry has been challenging. Pilots, for example, face low starting wages for a profession that demands extensive and high-priced initial training. For air traffic controllers, issues with inadequate skills training and recruitment processes seem to contribute to shortages. In the case of maintenance workers, deeper issues such as the loss of feeder vocation and technical training programs have reduced the pool of candidates for these positions. With the increasing connectivity of our aviation systems, cybersecurity has become a newly elevated risk and is among the most pressing issues affecting aviation. Concerns have also been raised about potential access points - from air traffic control equipment to aircrafts - for hackers and terrorists that were previously unavailable. Unmanned vehicles, or drones, are another technological innovation that has created a whole new range of concerns, from safety (collision with manned aircraft), to security (potential use for nefarious activities) to privacy (for drones equipped with cameras). The problems facing the aviation industry are complex and widespread. Although some could see some immediate actions, others will take time and patience in order to avoid legislation that fails to account for any unintended consequences. However, the United States' aviation industry has a stellar track record for safety and innovation. Addressing these problems and concerns will be a challenge, but one that Washington should embrace fully. http://www.usnews.com/opinion/economic-intelligence/articles/2017-01-19/americas- aviation-industry-needs-a-makeover Back to Top Airbus Donates Parts for WSU-NIAR Research For the second time in five years, Airbus has made a significant parts donation to Wichita State University's National Institute for Aviation Research (NIAR). The company, which just recently moved onto WSU's Innovation Campus, donated a damaged elevator upper skin panel from the Airbus A300. The donated part, valued at around $100,000, will be used in composite injection repair evaluation and thermal analysis research programs, initiatives of the Kansas Aviation Research & Technology (KART) program. "Several of our current programs are investigating similar materials and structures," said NIAR research scientist Waruna Seneviratne. "This part will be a valuable asset for these programs." Seneviratne is also the principal investigator for four FAA research programs through the Center of Excellence for Composites and Advanced Materials and three additional KART projects. The donation is a direct result of close collaboration between the university and Airbus Americas Wichita engineering center. The center moved its 350 employees onto Wichita State's Innovation Campus this month. "Airbus is pleased to make this donation to Wichita State University in support of its research programs," said Barry Eccleston, CEO of Airbus Americas. "For Airbus, this donation is an investment in the future of aerospace innovation and in the students who will one day lead the aerospace industry. It is also another extension of our partnership with Wichita State University, now home to our Wichita Engineering Center." The new center is within walking distance of NIAR and the new Experiential Engineering Building, which houses unique advanced manufacturing capabilities and technologies including large scale simulation, additive manufacturing and automation. NIAR supports the aviation industry by providing research, development, testing, certification and training services. Its laboratories include Advanced Coatings, Aging Aircraft, CAD/CAM, Composites & Advanced Materials, Computational Mechanics, Crash Dynamics, Environmental Test, Full-Scale Structural Test, Mechanical Test, Metrology, Nondestructive Test, Research Machine Shop, Virtual Reality and the Walter H. Beech Wind Tunnel. NIAR operates on a nonprofit budget and is the largest university aviation R&D institution in the U.S., located in Wichita, Kansas, the "Air Capital of the World."www.niar.wichita.edu http://www.aviationpros.com/press_release/12297313/airbus-donates-parts-for-wsu- niar-research Back to Top FAA Tests High-Altitude Drone to Support Commercial Spacecraft The Federal Aviation Administration recently conducted high-altitude drone tests that could potentially support commercial spacecraft. During the test, conducted in Tillamook, Ore., by the Near Space Corp. back in October, a drone was released from a high-altitude balloon carrying a payload. This test was used to evaluate how the equipment could help the FAA detect and track commercial spacecraft entering the National Air Space as it descends from space, according to a NASA report. NSC received a certificate of authorization to test technologies to be used in commercial spaceflight. This certificate of authorization is to help prescribe flight rules for UAS operations in the NAS for the purpose of research, development, test, and evaluation. Results of the flight test are still being analyzed, according to NASA. The stratospheric balloon system reached 70,000 feet before it released the High-Altitude Shuttle System (HASS) to simulate a winged spacecraft's entry into FAA Class A controlled airspace. The descent back to the launch site lasted slightly over 30 minutes and was followed by the FAA using its new surveillance technology. The FAA tracked the HASS drone from its Seattle Air Traffic Control Center. "It was great to get this first flight with the new COA under our belt," says Tim Lachenmeier, Near Space's chief executive officer. "It took a long time, and a lot of dedicated support from the FAA to get this accomplished. NSC is very excited about the opportunities this high-altitude UAS COA provides, and the unprecedented ability to support testing to technologies for the commercial space industry." The testing was funded through NASA's Flight Opportunities program under the agency's Space Technology Mission Directorate. This program uses commercial suborbital vehicles and stratospheric balloons to test flight technologies. "Flight testing and advancing technologies needed by the FAA to allow detection and surveillance of future spacecraft while entering the national airspace is crucial for the Flight Opportunities program," says Paul De Leon, NASA's Flight Opportunities campaign manager. "The program is continuing to grow by adding new commercial suborbital launch vehicles as they become viable, which can increase opportunities for maturing technologies much needed for future space exploration." https://www.pddnet.com/news/2017/01/faa-tests-high-altitude-drone-support- commercial-spacecraft Back to Top FL Technics Indonesia Signs MoU with Indonesia's GMF AeroAsia FL Technics, a global provider of one-stop-shop aircraft maintenance, repair and overhaul services, has announced that its subsidiary - FL Technics Indonesia - had signed a Memorandum of Understanding (MoU) with GMF AeroAsia, one of Asia Pacific's largest MRO companies. The memorandum entails cooperation in aircraft maintenance, spare parts supply and other areas. Under the agreement, the companies will share best practices in MRO process management, customs clearance and new market development, as well as support each other with spare part supply, component repair, engineering and other services. In addition, FL Technics Indonesia and GMF AeroAsia will support each other during peak seasons in order to ensure smooth and timely service of their customers. The new MoU comes after continuous cooperation between the companies in parts supply and engine maintenance. "This MoU is a sign of close cooperation between FL Technics Indonesia and GMF AeroAsia. By combining our efforts and resources, both our teams will be able to achieve even more ambitious goals. Moreover, our European experience and know-how together with GMF's competence in local markets will allow us to provide exceptional support to airlines in Indonesia and the rest of Asia Pacific," commented Martynas Grigalavicius, CEO of FL Technics Indonesia. FL Technics Indonesia operates a modern MRO center located at Soekarno-Hatta International Airport, Jakarta, Indonesia. The 9 000 sq. m. facility accommodates up to 3 narrow-body aircraft and is certified to service Boeing 737 NG and CL, as well as Airbus A319/A320/A321. Launched in 2016, FL Technics Indonesia already provides maintenance support to ten Indonesian and Thai carriers. http://www.aviationpros.com/press_release/12297019/fl-technics-indonesia-signs-mou- with-indonesias-gmf-aeroasia Back to Top Ukraine to harmonize aircraft certification system with EU standards Ukrainian aircraft certification system will be harmonized with the European Union standards, according to an agreement signed by Ukraine's State Aviation Service and the European Commission. The move will lead to validation of Ukrainian certificates in Europe, the country's Infrastructure ministry said in a statement. The agreement will primarily facilitate European certification of aircraft designed by Ukraine's famous Antonov planemaker, but will also be instrumental to other Ukrainian manufacturers. The harmonization procedures are expected to take up to five years. The European Commission agreed to allocate 3 million euro as financial support of the project, Interfax-Ukraine newswire reports. The harmonization will cover initial and continued airworthiness, as well as MRO procedures for airframe and components. The Ukrainian authorities agreed to make a list of discrepancies between the Ukrainian and European standard and elaborate a plan to eliminate them. The current rapprochement in terms of certification procedures will facilitate further negotiations concerning bilateral aviation safety agreements (BASA). Commenting on this milestone Ukraine's minister for infrastructure Vladimir Omelyan emphasized that the document is crucially important for "certification of Antonov aircraft in Europe and elsewhere in the world." A State Aviation Service's official added that the agreement will enable Ukraine and Europe to "play by the same rules, which means that Ukrainian aircraft will be recognized by European operators." Notably, state-owned Antonov has recently launched a reorganization procedure to align it with the national and international requirements to design organization. In particular, the company eliminated the general designer position. "This reorganization is aimed at assuring that Antonov meets the standards adopted by the international aviation community. These requirements are specified by Ukraine's Aviation Regulations, part 21J, which have been designed to implement the EASA Part 21 standards in Ukraine," the company's statement reads. Initially the certification agreement was expected to be signed simultaneously with the Common Aviation Area agreement between Ukraine and Europe. But last year the CAA agreement was postponed once again. The State Aviation Service emphasized that the CAA agreement won't cover all of the country's manufacturers. Still, revision of the certification will be practical for these companies as well. http://www.rusaviainsider.com/ukraine-to-harmonize-aircraft-certification-system-with- eu-standards/ Back to Top INSIGHT: The brave new world of Russian MRO Russia's aircraft maintenance, repair and overhaul (MRO) industry faces a bright future if it can overcome the twin challenges of modernisation and widespread Russian aviation industry consolidation. With the air transport industry currently undergoing a profound transformation whereby a marked shrinkage of passenger numbers is reflected in a steady decline in aircraft fleet sizes, MRO specialists are increasingly looking to international markets for future growth opportunities. Officially collected data for Q3 2016 illustrates that Russian aviation industry consolidation has continued. Statistics for January-September 2015 show that the first five, 15 and 35 Russian airlines then controlled 52, 71 and 83 per cent respectively of overall passenger traffic. These shares had increased to 67, 90 and 99 per cent by the same period in 2016. Furthermore, in the 2014-2015 period, the fleet size of Russian passenger carriers shrank significantly, according to the 2016 ATO Sourcebook. The number of long-range aircraft in Russia decreased by 32 units, and numbers of medium-haul and regional airplanes dropped by 109 and 38 respectively. There does appear to be light at the end of the tunnel, observers note. Signs that the Russian civil aviation sector is starting to perk up are indicated by the progress of the consolidation of Rossiya Airlines, VIM-Avia's fleet actively growing, such carriers as Aeroflot, Ural Airlines, Azur Air and Yakutia increasing their capacities, with S7 Airlines, NordWind Airlines and Royal Flight all expecting to do the same in the near future. The weak ruble Meanwhile, with currency exchange rates in its favor, the Russian MRO industry has, in recent times, fared better overall than the aviation market. The 2014-15 depreciated ruble helped maintenance providers by enabling them to offer almost the lowest standard hourly MRO rates in the world. This is one of the key reasons that Azur Air, IFly, Aerocargo+, Aeroflot and others opted to have their heavy maintenance checks done on home turf for the first time. The works were performed by leading Russian MRO provider Engineering Holding which has also managed to contract some new foreign customers, one example being the Defense Ministry of Kazakhstan, work which took place at the company's Novosibirsk base; whilst Air Astana and Indian carrier Zoom Air aircraft have also been serviced, at the company's Mineralye Vody works. In other ways, the 'weak ruble' effect may no longer be helpful. MRO providers from Eastern Europe have revealed to Russian Aviation Insider that they are intending to reduce their own standard labor man-hour rates. This is one of the reasons why, in spring 2016, MIAT Mongolian Airlines (considered to be a good example of a respected statesmanlike approach to national MRO industry development) received its first clients from Russia. Moreover, a few months ago, UTair decided to send five of its Boeing 737s abroad instead of availing itself of the affiliated domestic Ural Aviation Services in Ufa or TS Technik's Tyumen and Surgut bases. Nevertheless, it is a crucial factor that, apart from acceptable pricing, air companies also demand that their MRO providers meet strict requirements in terms of service quality and duration. Although the former seems to be fine in Russia (as evidenced by the continuing cooperation of national flag-carrier Aeroflot with Engineering), some local companies are said to be lagging behind the world's best labor-efficiency practices. Roman Fyodorov, deputy finance director of Engineering says the nominally low service price benefits in Russia are regularly overshadowed by lower than average labor efficiency. Thus domestic maintenance providers are often surprisingly less customer- attractive compared to their American or European counterparts, for example. In his report at the MRO Russia and CIS 2016 Conference (hosted by ATO Events) Fyodorov emphasised that the national Russian average labor productivity indicator across all industries is 2.5 times lower than that of the United States. "If we take a look at the aviation market alone, particularly at regular maintenance works, the gap is not that big, but it is there and it is quite noticeable," he warned. On a worldwide scale, not only is the Russian heavy maintenance checks market rather modest, it is also virtually fully subscribed, and it is only recently that some airlines have established their own aircraft MRO facilities (relatively new names are NW Technic, Ural Airlines Technics, Yakutia Technics and ?-Technics). The rest opt for one of three patterns: through force of habit or personal preference they either choose the providers with which they have already been working (like Engineering); they perform maintenance checks themselves (for example, Ural Airlines); or they combine efforts at their own MRO bases with outsourcing. Under these circumstances the evolution of the quality of Russian MRO providers much depends on how active they will be in the international marketplace - and on how promptly they will be able to transfer resource-intensive technologies to Russia. Thus far, only Engineering Holding is successful with both, whilst other MRO companies prefer either to not disclose such information about themselves, or simply report the news of the completion of a heavy check for some customer. With regard to the transfer of unique competences to Russia, Engineering Holding has already demonstrated remarkable results. In 2015, under its own EASA Part 21G/J certificates, the leader of the Russian MRO market launched a full cycle of cabin modification services. In 2016, it established a CFM56-5/7 engine maintenance division at Domodedovo Airport (with support from SR Technics) and a local repair service for toilets (in cooperation with Zodiac Aerospace). The company is also about to kick off a joint venture with TAT Technologies named TAT-Engineering, which will be tasked with servicing aircraft heat exchangers. As for attracting western air carriers to Russian MRO bases, Engineering continues its meticulous work. For instance, the provider has already made attempts to tender for service contracts with major European air carriers. "We are trying to build up our business not only in the interests of Russian air companies but also for leading foreign airlines, too," admits Igor Panshin, deputy head of planning and sales at Engineering. "But when you take a look beyond the Russian and CIS borders you discover that there is a different world with different requirements. These are not even the requirements of Eastern Europe, but rather of Central European or America," he adds. Some of the differences in expectations are stark. "For example, we offered to complete a 12-year check - in 25-30 days - for one of our regular foreign customers. We quickly discovered that this offer was woefully inadequate and although common for Russia, it is not elsewhere. What we heard instead was: "Guys! We can accept 21 days maximum." This significant and uncompetitive discrepancy has forced Engineering to reconsider many of its approaches to in-house procedures and efficiency levels. "Despite 10 years of hard working experience on the MRO market, we still have much to develop," he notes. Find out more about region's MRO trends by joining more than 800 high level attendees at MRO Russia & CIS, a major conference and exhibition which is being held in Moscow on March 2-3, 2017. http://www.rusaviainsider.com/the-brave-new-world-of-russian-mro/ Back to Top SpaceX is launching one its last disposable rockets SpaceX won't have to intentionally crash some of its rockets going forward. Elon Musk has revealed that SpaceX's next flight, which has a Falcon 9 delivering an EchoStar satellite as soon as January 30th, should use the company's last expendable rocket. This rocket will burn too much fuel for its first stage to attempt a landing (the satellite is simply too heavy at 5.4 imperial tons), but future big-payload launches will use either the higher- performance Falcon 9 (Block 5) or Falcon Heavy and shouldn't have trouble coping with the weight. The new Falcon should lift off at the end of 2017, Musk says. This doesn't completely rule out the possibility of other expendable rockets. However, it does represent a milestone for SpaceX -- the goal from now on is to always bring a vehicle back home, at least with missions to Earth orbit. That will save the company money, of course, but it should also help normalize private spaceflight by making reusable rockets the rule, not the exception. Not that we're quite at the point where rockets will last for years on end. Ars Technicaobserves that SpaceX isn't expected to reach full reusability (where it can fly a rocket as many times as it likes) until Falcon 9 Block 5 arrives. Jeff Bezos' Blue Origin has already flown a rocket multiple times, but its current design is easier to reuse thanks to its smaller, simpler design and less ambitious flights. This is a start, though, and it might not be too long before the notion of willingly losing a rocket seems strange. https://www.engadget.com/2017/01/22/spacex-to-launch-final-expendable-rocket/ Curt Lewis