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The Duncan Download Blog: Business Aviation Advice & Observations

Duncan Aviation Knows Business Aircraft Engines

Posted by Kate Dolan on Wed, Nov 12, 2014 @ 06:00 AM

There are 15 technicians at our Lincoln, Nebraska and Battle Creek, Michigan facilities who have worked on turbine engines at Duncan Aviation for more than 20 years. They have touched hundreds of Honeywell, Pratt & Whitney, General Electric, Rolls Royce and Williams’ engines.

They have worked untold hours exchanging engine parts, performing non-destructive testing and MPIs and repairing or overhauling engines. They have the technical know-how, tooling, training and industry contacts to offer nearly comprehensive services for your turbine engines.

EnglineLine_blog

All of those years and all of the engines add up to an impressive amount of experience.

  • Jim Smith, 38 years
  • Dan Soderstrom, 28 years
  • Stan Schwarkopf, 36 years
  • Jeff Schwebke, 26 years
  • Greg Palensky, 26 years
  • Chris Peet, 26 years
  • Troy Pedersen, 25 years
  • Lance Boatwright, 25 years
  • Scott Hamilton, 25 years
  • Dennis Gully, 24 years
  • Mark Earnest, 24 years
  • Terry Fransen, 24 years
  • Lanny Renshaw, 24 years
  • Rod Porter, 22 years
  • Scott Pengra, 20 years

Because of this experience, our customers trust us with their engines.

Sharon Klose, engine service and sales manager, has been selling aircraft engines for 25 years. She sums up Duncan Aviation’s capabilities by saying, “I’m working for a company I fully respect, with team members I consider the best in the business, and selling products I know and trust.”  

We support the following engine models:

  • TFE731
  • JT15D
  • CF34
  • P&W 300, 500 & 600
  • PT6

And our service authorizations cover:

  • Honeywell TFE731 Major Service Center
  • Honeywell CFE738 Line Service Center
  • Honeywell HTF7000 (AS907) Flight Line Service Center
  • Rolls-Royce 3007A/C Line Maintenance
  • William FJ44 Line Maintenance
  • General Electric CF34-1/3 Line Maintenance Service Center Authorizations
  • Pratt & Whitney/Canada Line Maintenance Service Center Authorizations
  • Honeywell APU Service Center Certifications

We can troubleshoot, replace line replacement units (LRUs), do performance runs and change engines. With our state-of-the-art equipment, we can also troubleshoot and change auxiliary power units (APUs).

“We are not just another aviation company,” says Joe Tulowitzki, engine sales and service manager. “As a family owned business, we still conduct business based on family core values.”

Klose,-Sharon_blog-(small)jpg

Sharon Klose, Airframe/Engine Services & Sales

570-523-1676 (Office)

570-815-3992 (Cell)

Sharon.Klose@DuncanAviation.com

 

 

Tulowitzki,-Joseph_blog-(smal)

Joe Tulowitzki, Airframe/Engine Services & Sales

540-349-3142 (Office)

540-272-2656 (Cell)

Joe.Tulowitzki@DuncanAviation.com

Tags: Engine Maintenance

At Duncan Aviation, AOG Means “We Will Make This Work.”

Posted by Duncan Download Blog on Mon, May 05, 2014 @ 03:44 PM

Jad Donaldson, Avfuel

"It doesn't matter when I call...late at night or over the weekend, Duncan Aviation has a bunch of people who really care…."
Jad Donaldson, Chief Pilot for Avfuel.

Jad Donaldson, chief pilot for Avfuel Corporation, along with Co-Captain Chris Kosin, flew the company’s Citation XLS+ from Ann Arbor, Michigan, to Harbor Springs last July.

As they prepped the Citation for the flight back to Ann Arbor, they saw a yellow Crew Alerting System (CAS) message, stating LH ENGINE CONTROL FAULT (ECF).

After discussing the CAS message, they shut down the entire aircraft, including powering off and pulling the battery. When they restarted the battery switch, 45 seconds in, the ECF message appeared again.

Unwelcome News

Reviewing the Aircraft Checklist delivered unwelcome news: The message required correction before flight. Jad also retrieved maintenance pages, reviewed the fault codes and analyzed the TLA maintenance screen.

“We were AOG,” says Jad, “so I immediately called Jayme Park, the Airframe Alternate-Shift Supervisor at Duncan Aviation in Battle Creek, who has spent the last 17 years helping Duncan Aviation customers resolve their maintenance issues.

Bill Walker, Engine Tech Rep in Battle Creek, was confident that the codes indicated a multiple-level power supply failure on the motherboard in the engine computer.

Park Located Parts

Jaymie Park, Duncan Aviation

Jayme Park, Airframe Alternate-Shift Supervisor at Duncan Aviation in Battle Creek.

Jad called Co-Captain Jeff Squires to prep Avfuel’s second aircraft. Jeff flew from Ann Arbor to Battle Creek to pick up Aaron LaClair, a Duncan Aviation Engine Tech, on to Muskegon to get the new EEC and then to Harbor Springs.Within 15 minutes, Jayme had located the necessary EEC and set about gathering and processing the necessary paperwork to prepare the aircraft for eventual signoff and return to service.

Five and a half hours after Jad received the error code, Aaron was on the ramp, downloading the data from the Citation’s left-hand engine’s DCU.

Jad has a saying: Usually when people make something look easy, it’s not because it is easy but because they work so hard and have the necessary knowledge and experience to do the work right. He says, “Everyone I’ve worked with at Duncan Aviation has exhibited this principle. They work hard, and they have the knowledge and experience to stick with a problem and resolve it.”

That perseverance paid off. Around 2 a.m., Aaron and Jad pulled the functioning right-hand EEC, swapped it into the left-hand engine, and put the new part in the right-hand engine. By 3:45 a.m., when Jad brought the Citation back online, the onboard maintenance diagnostics returned no error codes, the TLD screen showed an N for both engines, and the channel assignments were normal.

The aircraft was no longer AOG, and there was still a little time to get back to the hotel and get some sleep before the day of shuttling passengers began.

A Valuable Relationship

Jad says, "We at Avfuel are fortunate to have access to technicians like Jayme Park. Jayme jumped in and used her leverage, intelligence and experience to get this issue resolved. I'm also fortunate to have the relationship I do with Duncan Aviation—it's like having my very own maintenance team. It doesn't matter when I call, either; whether it's late at night or over the weekend, Duncan Aviation has a bunch of people who really care… people like Jayme who are passionate about what they do and do everything they have to do to take care of their customers."

Duncan Debrief

You read more details about this story in the Spring 2014 Duncan Debrief. 

The Duncan Debrief is a free. You can subscribe to receive a printed copy of the magazine or access the current and past editions online at www.DuncanAviation.aero/debrief.

Or if you are truly on-the-go, the Duncan Debrief is available on Apple’s Newsstand for the iPad.

Tags: Customer Testimony, Engine Maintenance, AOG

Fault Code 237, ECTM Buffer Filled

Posted by Diane Heiserman on Fri, Jul 19, 2013 @ 08:59 AM

Shawn Schmitz, Turbine Engine Tech Rep

DEEC downloading

It is not uncommon for me to receive a phone from an operator flying with a TFE731 engine asking me to review their engine downloads. After several flights the engine computer light begins to flash and the only fault they can see is fault code 237, ECTM Buffer Filled. They want to know why they are getting this. In all cases after reviewing the engine downloads, I found they all have an uncommanded engine shutdown logged. This triggers an event record, which in turn causes the engine computer light to flash.

What causes a fault code 237 on engine start up?

An uncommanded engine shutdown occurs during engine start when the throttle is brought out of cutoff and advanced past the idle position and then back again. This causes the uncommanded engine shutdown to be recorded in the DEEC and causing the computer light to flash. To prevent an unnecessary engine download, cautiously bring the throttle from cutoff to idle without advancing it past idle.

This information can be reference in the SIL F731-90 the N1 DEEC

Shawn Schmitz is a turbine engine tech rep located at Duncan Aviation’s Lincoln, Neb, facility specializing in Honeywell engines. His aviation career began in 2001

Tags: Engine Maintenance, Squawk Solution

Honeywell TFE731: Foul Cabin Smell

Posted by Diane Heiserman on Wed, Dec 26, 2012 @ 10:09 AM

Shane Heier, Engine Tech Rep

Gearbox Pressure Check

A qualified Duncan Aviation TFE731 technician performs gearbox pressure checks, as part of a 5-point incoming engine run.

Have you ever had an early morning smell of napalm in your pristine cabin? If so, the boss and other passengers are probably not impressed by the slimy synthetic smell. The blue tint in the air is probably a little disconcerting as well. Below are three steps to identifying the source and getting rid of the bad smell.

Step One: Identify the Offending Engine(s)

This offensive smell is caused by engine bleed air and the first step is to try and isolate which engine is contributing to the condition. Oftentimes, one engine is not always the answer as both engines may be contributing; but it often helps. Pilots need to take note of when the smell is at its worst: during the first start of the day; during take-off or at the top of descent? That type of information is useful.

Step Two: Gearbox Pressure Checks

Next, a qualified TFE731 technician needs to perform gearbox pressure checks. This will tell the technician where the fault area is located. It is either in the #l or #3 carbon seal area or in the #4 or #5 carbon seal area.

Step Three: Borescope Inspection

After the fault area is identified, a borescope inspection through the LP bleed port will, in many cases, demonstrate evidence of oil on the HP compressor impeller. Now, in order to repair the #4 and #5 carbon seals, the engine will need to undergo a compressor access. The #l and #3 carbon seals are field repairable and, in most cases, you can be back in the air in a couple of days.

After the new carbon seals are installed, it is not uncommon to see a slightly different oil pressure reading than observed previously. This is largely due to the combination of negative scavenge pump pressure in the fan gearbox that wasn’t there before, combined with positive pump pressure. This is something different than you are used to observing, but is not a cause for alarm. The engine oil pressure should still fall within normal tolerance levels; it just won’t be quite the same as before. You can find more detailed information on oil pressure changes, in the Honeywell Service Information Letter F731-83.

For help in troubleshooting and solving your maloderous cabin problems, contact any Duncan Aviation Engine Service Sales Rep or Rapid Response Engine Technicians.

Shane Heier is an Engine Tech Rep located at Duncan Aviation's Lincoln, NE, facility. He has traveled all over the world troubleshooting, educating and providing engine technical support to business aircraft operators. He specializes in Honeywell engines. Shane's aviation career began in 1991.

Tags: Engine Maintenance

200+ Aviation Acronyms in Celebration of Duncan Download's 200th Post

Posted by Diane Heiserman on Fri, Oct 12, 2012 @ 11:15 AM

Aviation Acronyms

There are nearly 3,000 identified aviation acronyms. Do you know them all?

Each industry has their own set of acronyms and abbreviations that often leave outsiders scratching their heads. There are nearly 3,000 identified aviation acronyms. However, in honor of the Duncan Download’s 200thblog post, I asked our own experts to share 200 aviation-related acronyms that they use most during a normal work day. These overachievers sent me nearly 300.

Do you know them all?

  1. (°C) — Degrees Celsius
  2. (°F) — Degrees Fahrenheit
  3. (A/D) — Analog to Digital Converter
  4. (A/I) — Anti-Icing
  5. (ac) — Alternating Current
  6. (A/C) — Aircraft
  7. (ACO) — Administrative Contracting Officer
  8. (AD) — Airworthiness Directive
  9. (ADC) — Air Data Computer
  10. (ADF) — Automatic Direction Finding
  11. (ADI) — Attitude Indicator
  12. (ADS-B)Automatic Dependent Surveillance - Broadcast
  13. (AES) — Automatic Export System
  14. (AFIS) — Airborne Flight Information System
  15. (AFM) — Aircraft Flight Manual
  16. (AGB) — Accessory Gearbox
  17. (AGC) — Automatic gain control
  18. (AHRS) — Attitude Heading Reference System
  19. (ALI) — Airworthiness Limitation Item
  20. (AMM) — Aircraft Maintenance Manual
  21. (AMS) — Aerospace Material Specification
  22. (ANAC) — Agência Nacional de Aviação Civil
  23. (AOG) — Aircraft on Ground
  24. (APR) — Automatic Power Recovery
  25. (APU) — Auxiliary Power Unit
  26. (ARINC) — Aeronautical Radio Incorporated
  27. (ASAP) — As Soon As Possible
  28. (ASNT) — American Society of Nondestructive testing
  29. (ASSY) — Assembly
  30. (ATA) — Air Transportation Association
  31. (ATC) — Air Traffic Control
  32. (ATIS) — Automatic Terminal Information Service
  33. (ATTCS) — Automatic Take Off Thrust Control System
  34. (BAFO) — Best and Final Offer
  35. (BER) — Beyond economical repair
  36. (BIS) — Bureau of Industry and Security
  37. (BIT) — Binary Digit
  38. (BITE) — Built-in Test Equipment
  39. (BOV) — Bleed-off Valve
  40. (C/P) — Chief Pilot
  41. (C12) — King Air
  42. (C20) — Gulfstream
  43. (C21) — Learjet
  44. (CA) — Certificate of Airworthiness
  45. (CAA) — Civil Aviation Agency
  46. (CAC) — Common Access Card
  47. (CAM) — Certified Aviation Manager
  48. (CAMP) — Computerized Maintenance Program
  49. (CANPASS) — Canadian Passenger Accelerated Service System
  50. (CASP) — Corporate Aircraft Service Program
  51. (CAV) — Commercial Asset Visibility
  52. (CBP) — Customs and Border Patrol
  53. (cc) — Cubic Centimeters
  54. (CCW) — Counterclockwise
  55. (CDP) — Compressor Discharge Pressure
  56. (CDRL) — Contract Data Requirements List
  57. (CDU) — VHF Radio Transceiver
  58. (CFR) — Code of Federal Regulations
  59. (CG) — Center of Gravity
  60. (CIT) — Compressor Inlet Temperature
  61. (CL) — Class
  62. (CLS) — Contractor Logistics Support
  63. (CMR) — Certification Maintenance Requirement
  64. (CMS)Cabin Management System
  65. (COC) — Certificate of Calibration
  66. (Comm) — Communication
  67. (COMSEC) — Communications Security
  68. (CONUS) — Continental United States
  69. (COO) — Country of Origin
  70. (COTR) — Contracting Officer's Technical Representative
  71. (CPAR) — Contractors Performance Assessment Reporting System
  72. (CPCP)Corrosion Prevention Control Program
  73. (CPDLC) — Controller Pilot Data Link Communication
  74. (CPU) — Central Processing Unit
  75. (CRM) — Crew Resource Management
  76. (CRT) — Cathode Ray Tubes
  77. (CSN) — Catalog Sequence Numbers - Cycles Since New
  78. (CVR) — Cockpit Voice Recorder
  79. (CW) — Clockwise
  80. (CZI) — Compressor Zone Inspection
  81. (CZR) — Compressor Zone Repair
  82. (D/A) — Digital to Analogue Converter
  83. (DAR) — Designated Airworthiness Representative
  84. (DCAA) — Defense Contract Audit Agency
  85. (DCMA) — Defense Contracting Management Agency
  86. (DFAR) — Defense Federal Acquisition Regulations
  87. (DFDR) — Digital Flight Data Recorder
  88. (DH) — Decision Height
  89. (DIA) — Diameter
  90. (Dim.) — Dimension
  91. (DME) — Distance Measuring Equipment
  92. (DOD) — Domestic Object Damage
  93. (D.O.D.) — Department of Defense
  94. (DOM) — Director of Maintenance
  95. (DOS) — Department of State
  96. (DPHM) — Diagnostics, Prognostics and Health Management
  97. (DSS) — Defense Security Service
  98. (DUATS) — Direct User Access Terminal Service (weather/flight plan processing)
  99. (e-APIS) — Electronic Advanced Passenger Information System
  100. (EAR) — Export Administration Regulations
  101. (EASA) — European Aviation Safety Agency
  102. (ECCN) — Export Commodity Control Number
  103. (ECS) — Environment Control System
  104. (ECTM) — Engine Condition Trend Monitoring
  105. (EDS) — Engine Diagnostic System
  106. (EDU) — Engine Diagnostic Unit
  107. (EEC) — Electronic Engine Control
  108. (EEI) — Electronic Export Information
  109. (EERM) — Electrically Erasable Read Only Memory
  110. (EFB) — Electronic Flight Bag
  111. (EFD) — Electronic Flight Display
  112. (EFIS) — Electronic Flight Instrument System
  113. (EGWS) — Enhance Ground Proximity Warning System
  114. (EGT) — Exhaust Gas Temperature
  115. (EICAS) — Engine Indication and Crew Alert
  116. (ELT) — Emergency Locator Transmitter
  117. (EPR) — Engine Pressure Ratio
  118. (ESO) — Electronic Sign Off (somewhat unique to Duncan Aviation)
  119. (ESP) — Engine Service Plan
  120. (ET) — Eddy Current Testing
  121. (ETD/(A)/(E) — Estimated Time of Departure/(Arrival)/(Enroute)
  122. (F & C) — Fits and Clearances
  123. (FAA) — Federal Aviation Administration
  124. (FADEC) — Full Authority Digital Electronic Control
  125. (FANS)Future Air Navigation System
  126. (FAR) — Federal Aviation Regulation
  127. (FBO)Fixed Base Operation
  128. (FCPA) — Foreign Corrupt Practices Act
  129. (FCS) — Flight Control System
  130. (FCU) — Fuel Control Unit
  131. (FET) — Federal Excise Tax
  132. (FI) — Flight Idle
  133. (FIR) — Full Indicator Reading
  134. (FIS) — Flight Inspection System
  135. (FMC) — Flight Management Computer
  136. (FMS) — Flight Management System
  137. (FOB) — Fuel On Board
  138. (FOD) — Foreign Object Damage
  139. (FSDO) — Flight Standards District Office
  140. (FSO) — Facility Security Officer
  141. (FSOV) — Fuel Shut-off Valve
  142. (FT) — Function Test
  143. (FTR) — Federal Trade Regulations
  144. (FWD) — Forward
  145. (GBS) — Ground Based Software
  146. (GEAE) — GE Aircraft Engines
  147. (GFP) — Government Furnished Property
  148. (GI) — Ground Idle
  149. (GND) — Ground
  150. (GOM) — General Operations Manual
  151. (GPS) — Global Positioning System
  152. (GPWS) — Ground Proximity Warning System
  153. (H/W) — Hardware
  154. (HIRL) — High Intensity Runway Lighting
  155. (HP) — High Pressure
  156. (HPT) — High Pressure Turbine
  157. (HR.) — Hour
  158. (HSD)High Speed Data
  159. (HSI) — Hot Section Inspection
  160. (HSI)Horizontal Situation Indicator
  161. (HSR) — Hot Section Refurbishment
  162. (HTS) — Harmonized Tariff System
  163. (Hz) — Hertz
  164. (I) — Incident
  165. (IAW) — In Accordance With
  166. (ICA) — Instructions for Continued Airworthiness
  167. (ICAO) — International Civil Aviation Organization
  168. (ID) — Inside Diameter
  169. (IDG) — Integrated Drive Generator
  170. (IETM) — Interactive Engine Technical Manual
  171. (IFR) — Instrument Flight Rules
  172. (IGV) — Inlet Guide Vane
  173. (ILS) — Instrument Landing System
  174. (in.) — Inch
  175. (INBD) — Inboard
  176. (IPC) — Illustrated Parts Catalog
  177. (ISO) — International Standards Organization
  178. (ITAR)International Traffic and Arms Regulations
  179. (ITT) — Interturbine Temperature
  180. (JAR OPS) — Joint Aviation Requirement for Operation (Europe)
  181. (JPAS) — Joint Personnel Adjudication System
  182. (JTR) — Joint Travel Regulations
  183. (kg.) — Kilogram
  184. (kPa) — Kilopascals
  185. (L/HIRF) — Lightning/High Intensity Radiated Field
  186. (lb.) — Pound
  187. (LOI) — Letter of Intent
  188. (LPT) — Low Pressure Turbine
  189. (LPV)Localizer Performance with Vertical guidance
  190. (LRM) — Line Replaceable Module
  191. (LRU) — Line Replaceable Unit
  192. (M/N) — Model Number
  193. (Max) — Maximum
  194. (MDA) — Minimum Descent Altitude
  195. (MEL) — Minimum Equipment List
  196. (MFC) — Main Fuel Control
  197. (MFD) — Multi-Function Display
  198. (Min) — Minimum
  199. (MLG) — Main Landing Gear
  200. (MM) — Maintenance Manual
  201. (MOA) — Military Operations Area
  202. (MPA) — Maximum Power Assurance
  203. (MPD) — Maintenance Planning Document
  204. (MPI)Major Periodic Inspection
  205. (MPU) — Multifunction Processor Unit
  206. (MRA) — Major Repair/Alteration
  207. (MRB-R) — Maintenance Review Board Report
  208. (MSG-3) — Maintenance Steering Group 3rd Task Force Aircraft Maintenance Program
  209. (MSP) — Maintenance Service Plan
  210. (MT) — Magnetic Particle Testing
  211. (MU) — Measurement Uncertainty
  212. (MUR) — Measurement Uncertainty Ratio
  213. (N2 -) — Nitrogen
  214. (NAA) — National Aviation Agency
  215. (NATO) — North Atlantic Treaty Organization
  216. (NAV) — Navigation
  217. (NBAA) — National Business Aviation Association
  218. (NDB) — Non-Directional Beacon
  219. (NDT) — Non-Destructive Testing
  220. (NextGen)Next Generation Air Transportation System
  221. (NFF) — No Fault Found
  222. (NICAD) — Nickel Cadmium
  223. (NIST) — National Institute of Standards & Technology
  224. (NLG) — Nose landing gear
  225. (NOTAM) — Notice to Airmen
  226. (O2) — Oxygen
  227. (OC) — On condition
  228. (OCONUS) — Outside Continental United States
  229. (ODA)Organization Delegation Authorization
  230. (OH) — Overhaul
  231. (OIML) — International Organization for Legal Metrology
  232. (OOT) — Out of Tolerance
  233. (OUTBD) — Outboard
  234. (P/N) — Part Number
  235. (PAMA) — Professional Aviation Maintenance Association
  236. (PAR) — Previous Authorization Required
  237. (PCO) — Procuring Contracting Officer
  238. (PIC) — Pilot In Command
  239. (PIREP) — Pilot Reports
  240. (PM) — Program Manager
  241. (PMA)Parts Manufacturer Approval
  242. (POA) — Power of Attorney
  243. (PSE) — Primary Structural Element
  244. (PSU) — Passenger service unit
  245. (PT) — Penetrant testing
  246. (PWS) — Performance Work Statement
  247. (QA) — Quality Assurance 
  248. (QAR) — Quality Assurance Representative
  249. (QCM) — Quality Control Manual
  250. (QT) — Quick Turn
  251. (RAAS) — Runway Awareness and Advisory System
  252. (RAD) — ALT Radio Altimeter
  253. (RAT) — Ram Air Turbine
  254. (RFI) — Request for Information
  255. (RFM) — Removed From Market
  256. (RFQ)Request for Quote
  257. (RNAV) — Area Navigation
  258. (RNP) — Required Navigation Performance
  259. (ROM) — Rough order of magnitude
  260. (RSGOM) — Repair Station General Operating Manual
  261. (RSM) — Repair Station Manual
  262. (RTS) — Return To Service
  263. (RTU) — Radio Tuning Unit
  264. (RVSM)Reduced Vertical Separation Minimums
  265. (S/N) — Serial Number
  266. (SATCOM)Satellite Communications
  267. (SB) — Service Bulletin
  268. (SBB)Swiftbroadband
  269. (SELCAL) — Selective Calling
  270. (SHOT) — Since Hot Section Overhaul
  271. (SIC) — Second In Command
  272. (SMOH) — Since Major Overhaul (Engines)
  273. (SMS) — Safety Management System
  274. (SOP) — Standard Operating Procedure
  275. (SOW) — Statement of Work
  276. (STC)Supplemental Type Certificate
  277. (TAF) — Terminal Area Forecast
  278. (TAP) — Total Assurance Program
  279. (TAR) — Test Accuracy Ratio
  280. (TAWS) — Terrain Awareness Warning System
  281. (TBO) — Time Between Overhaul
  282. (TCAS) — Traffic Collision Avoidance System
  283. (TCAS MOPS 7.1) — Minimum Operation Performance Specification 7.1
  284. (TCH) — Threshold Crossing Height
  285. (TFR) — Temporary Flight Restriction
  286. (TSA) — Transportation Security Administration
  287. (TSH) — Time Since Hot (Engines)
  288. (TSN) — Time Since New
  289. (TSO) — Time Since Overhaul
  290. (TTSN) — Total Time Since New
  291. (TUR) — Test Uncertainty Ratio
  292. (UC) — Under Contract
  293. (USCG) — United States Coast Guard
  294. (UT) — Ultrasonic Testing
  295. (VFR) — Visual Flight Rules
  296. (VSI) — Vertical Speed Indicator
  297. (WAAS)Wide Area Augmentation System
  298. (Wi-Fi) — Wireless Fidelity

Duncan Aviation is an aircraft service provider supporting the aviation needs of government and business operators and other service providers. Services include major and minor airframe inspections, engine maintenance, major retrofits for cabin and cockpit systems, full paint, interior and modification services and pre-owned aircraft sales and acquisitions. Duncan Aviation also has aircraft components and parts solutions experts available 24/7/365 at 800.228.1836 or 402.475.4125 (international) who can handle any aircraft system problem with immediate exchanges, rotables, loaners or avionics/instrument/accessory/propeller repairs and overhauls.

Complete service facilities are located in Lincoln, Nebraska, and Battle Creek, Michigan. Additional locations include a maintenance facility in Provo, Utah, more than 20 satellite avionics facilities and eight engine Rapid Response Team launch offices strategically located for worldwide support.   

For more information about any of Duncan Aviation’s services, contact us at 402.475.2611 or 800.228.4277. Or visit us on the web at www.DuncanAviation.aero.

Tags: Avionics & Instruments, Aircraft Parts, Avionics Installation, Engine Maintenance, Airframe Maintenance, Announcements, AOG

Is It Possible to Wash a PW Engine Too Much?

Posted by Diane Heiserman on Tue, Aug 21, 2012 @ 12:00 PM

Contributed by Bill Walker, Turbine Engine Tech Rep.

Aircraft Engine Washing

Preventive maintenance will help reduce the operating costs of aircraft engines.

I was recently asked by a customer, “Is it possible to wash my Pratt & Whitney engine too much?” The operator considered his inquiry to be silly when, in fact, it’s a very valid question. In fact, it’s important to periodically clean your engine as a part of preventive maintenance. And, if you operate your aircraft in adverse environments, such as air pollution and salt-water exposure, it’s very important to increase your wash schedule. Here's why.

Reduce Corrosion

Chemical reactions with the fuel and heat can produce severe corrosion, which can be significantly reduced through regular gas path washing. Although corrosion is not covered by the Eagle Service Plan (ESP) or warranted by Pratt & Whitney Canada (P&WC), the company does allow for the customer to determine their own wash schedule giving consideration to their specific operating environment.

Improve Performance

A desalination wash uses water or water/methanol to remove salt and light deposits, but if the engine is experiencing a loss of performance, as indicated from Engine Condition Trend Monitoring (ECTM), a performance recovery water wash will be recommended. Cleaning agents are used to remove deposits that cannot be dissolved by a desalination wash. Pratt publishes a list of acceptable cleaning agents, including a formula they developed called WCT (2 parts Witconate HC59B, 4 parts Carbitol and 1 part Triethanolamine), in chapter 71 of the maintenance manual.

It is very important to observe the maintenance manual requirements of using methanol when the outside air temperature requires mixing with the cleaning agent or rinsing solutions. As a practice, Duncan Aviation does not perform a water wash in outside air temperatures of less than 0°c / 32°f.

Reduce Operating Costs

The answer to the original question is “NO.” Periodically, rinse the external portions of the engine and if you are flying in adverse environments, absolutely, increase your wash schedule. Preventive maintenance, especially when dealing with corrosion, will reduce the operating costs of the engines, the added expense of repairing corrosion and additional downtime.

Duncan Aviation is a Pratt & Whitney Authorized Service Center for JT15D, PT6, 300,500,600 series engines. For a complete list of our PW engine maintenance capabilities, technical support and service sales contacts, please visit www.duncanaviation.aero/engine/pw.php

Bill Walker serves as an Engine Tech. Rep. for Duncan Aviation-Battle Creek, specializing in CF34, JT15D, PT6A Turboprop, and PW300, 500 and 600 engines. His aviation career began in 1979.

Tags: Engine Maintenance

4 Reasons to Consider Reclaimed Aircraft Engine Parts

Posted by Diane Heiserman on Fri, Aug 17, 2012 @ 02:39 PM

Contributed by Leo Sawatzki, Engine Parts / Engine Sales Manager

Reclaimed business aircraft engine parts

All reclaimed aircraft engine parts that are declared viable for operation are tagged with an FAA 8130 dual release tag, accepted by both the FAA and EASA.

In the past, when the economy was strong, aircraft operating budgets were larger and everyone requested new parts be put in their engines during major inspections. As the economy began to slow, operators scrambled to find lower-cost alternatives. Now, although we have experienced some recovery from the downturn, people haven’t forgotten and continue to seek the best value available.

That value can be found in reclaimed aircraft engine parts. Below are four reasons why you should consider reclaimed parts at your next major engine inspection.

1. Same Quality Performance

Reclaimed engine parts provide the same reliable operating service as new parts at a lower cost. They have been inspected, overhauled or repaired and then re-inspected. And finally, the parts that are declared viable for operation are tagged with an FAA 8130 dual release tag, accepted by both the Federal Aviation Administration (FAA) and the European Aviation Safety Agency (EASA), and put into inventory. 

2. Lower Cost

New aircraft engine parts are made out of rare and exotic metals that are becoming more difficult to find. These metals are a dwindling resource and are becoming more difficult to find; causing the cost of new engine parts to rise significantly. During a major engine inspection, many parts are replaced. Using reclaimed parts will keep inspection costs down without sacrificing quality or safety.

3. Increased Aircraft Life

As an aircraft ages, the cost associated with operation and maintenance of older engines begin to represent a larger portion of the aircraft’s overall cost of operation. Reclaimed parts are a lower-cost alternative that allows aircraft to continue to provide valuable flight services to their operating companies for longer periods of time.

4. Reduced Environmental Impact

The entire aviation industry (commercial, business and general aviation) relies upon rare exotic metal alloys such as titanium, waspaloy, hastelloy and inconel to manufacture new aircraft engine parts because of their ability to withstand high heat and their strength-to-weight ratio that is necessary for flight. Reclaiming good, used engine parts and reintroducing them back into service is recycling at its very best. No more precious metals are taken out of the earth and very little, if any, machining or chemical applications are necessary in order to return these parts to service in another engine.

As an authorized OEM facility, Duncan has been buying, selling and exchanging engines and APUs for more than 20 years and is the only Honeywell-authorized facility to offer this lower-cost alternative. Learn more about using reclaimed engine parts as a low-cost alternative.

Leo Sawatzki is Duncan Aviation’s Engine Parts Sales Manager located in Lincoln, NE. He specializes in locating hard to find aircraft engine parts. His aviation career began in 1968.

Tags: Aircraft Parts, Engine Maintenance

3 Reasons to Share Aircraft Aftermarket Program Info

Posted by Diane Heiserman on Tue, Mar 13, 2012 @ 10:00 AM

Contributed by Jason Duhs and Dennis VanStrien, Airframe Service Sales Reps.

aircraft aftermarket programs

Aircraft aftermarket programs offer some very real advantages to business aircraft operators, especially when it comes to budgeting. Many of these programs are purchased after the manufacturer warranty expires for the aircraft. While it’s unlikely that an aftermarket program would be overlooked by a service provider, it’s always a good idea to talk about which programs apply to your aircraft and your parts ordering preferences.

1. Identify Maintenance Programs

Always provide a list of aftermarket programs that apply to your aircraft. Service providers should always research or request aircraft program information before asking for your signature on a maintenance service agreement. However, in cases where service sales representatives might be out of the office, this step might be overlooked by well-intentioned support staff.

Providing a list of applicable programs will help a service center coordinate services appropriately. Providing access to the aircraft’s maintenance tracking service and logbooks beforehand will also help a service provider identify service bulletins or other services that might be required for your aircraft.

2. Ask About Warranty Coverage for Avionics Retrofits

Ask about the material, equipment and workmanship warranties that cover an avionics retrofit. Some equipment is warranted for one year, others for five years. If you opt for serviceable equipment (used equipment) to be installed, there’s no equipment warranty.

It’s easy to forget when an avionics equipment warranty will expire. When it does expire, operators may want to consider an avionics service plan like the Honeywell Avionics Protection Plan (HAPP) or Rockwell Collins’ Corporate Aircraft Service Program (CASP), depending on what system was installed.

Depending on the service provider, workmanship can be warranted for as long as three years. For example, Duncan Aviation provides a three year / 1500 hour warranty on avionics installations.

3. Clarify Parts Ordering Preferences

Tell your service provider how you want to handle parts ordering. This helps ensure that any covered parts are ordered by the right people, through the correct venues. Some operators prefer to order their own parts, others leave it to their service center. Make sure your sales representative and lead technician understand your preferences before work begins on your aircraft.

Duncan Aviation provides support for several aftermarket programs for business aircraft. Engine programs we support include Jet Support Services, Inc. (JSSI), Honeywell’s Maintenance Service Plan (MSP) and MSP Gold, Pratt & Whitney Canada’s Eagle Service™ Plan (ESP®), Cessna’s Power Advantage and Williams’ Total Assurance Program (TAP). Avionics programs we support include HAPP and CASP. Parts and consumables programs include Cessna’s ProParts (part of Power Advantage) and Bombardier’s Smart Parts and Smart Parts Plus. We also support Embraer Executive Care (EEC) and Raytheon’s Support Plus.

Please contact a Duncan Aviation rep. for more information about the aircraft aftermarket programs we support.

Jason Duhs serves as an Airframe Service Sales Rep. at Duncan Aviation’s Lincoln, Neb. (LNK) facility, specializing in Citations and King Airs. He began his aviation career in 1996. Dennis VanStrien serves as an Airframe Service Sales Rep. at Duncan Aviation’s Battle Creek, Mich. (MI) facility, specializing in Citations. His career in aviation began in 1976.

Tags: Aircraft Parts, Avionics Installation, Engine Maintenance, Airframe Maintenance

Citation 560XL/XLS: Keeping Avionics Online During Engine Startup

Posted by Diane Heiserman on Tue, Jan 17, 2012 @ 10:30 AM

Contributed by Chuck Zahnow, Airframe Tech Rep

The normal engine startup sequence for Citation 560XL aircraft removes power from the avionics system, causing it to drop offline. The reason for this is the avionics are isolated from the start system. SB560XL-24-14R2 allows the avionics to stay online by using the APU generator during engine start.

This service bulletin (SB) is a really great modification for the airplane, but there are still aircraft that have not been modified and time is running out. Cessna warranty covers all affected aircraft until February 2012. If the SB has not been accomplished yet, it is not too late.

The modification requires removal of the aft J-box and access to the aft baggage floor and cockpit PCB box. The best option for this to be done is at a major inspection, since it won’t add downtime and the inspection improves access to these areas. If the SB is done alone, it will take about one week.

If there is not a major inspection to be done prior to February, that is not an issue. We have been able to get this done and get it covered by warranty, including the hours of access.

Affected serial numbers include:

  • 560XL: 5002-5372 (if APU is installed)
  • 560XLS: 5501-5799 (all)

If your aircraft is affected and you haven’t done this SB, I strongly recommend you get it done before the warranty expires.

Duncan Aviation is a Cessna authorized service center for Citation 500 and 600 series. For a list of our Citation service capabilities, technical support and service sales contacts, please visit www.DuncanAviation.aero/airframe/citation.php.

Chuck Zahnow serves as an Airframe Technical Representative at Duncan Aviation’s Battle Creek, Mich. (BTL) facility, specializing in Citation and Hawker aircraft. He began his career in aviation in 1996.

Tags: Avionics & Instruments, Avionics Installation, Engine Maintenance, Airframe Maintenance

Troubleshooting TFE731 Engine Oil Leaks

Posted by Diane Heiserman on Mon, Nov 28, 2011 @ 11:19 AM

Contributed by Lanny Renshaw, Assistant Manger Turbine Engine Services  

3rd LPT/Exhaust Area

Over-servicing the engine oil level in a TFE731 engine is one cause of oil leaking in the 3rd LPT/Exhaust Area.

There are many reasons that your TFE731 engine may be leaking oil. The hardest part is determining where it is leaking and what to do about it. The following is a list of the most common places you will find oil leaks and their causes.

Oil Leaking from the Breather Pressurizing Valve (BPV)

If there is oil leaking from the BPV after the engine has been shutdown and idle for a day or so, the oil tank may have a cracked internal tube that is allowing oil to flow out of the tank and into the accessory gearbox. When the accessory gearbox is full, the oil will begin to run out the BPV.

If your engine has just come out of its Compressor Zone Inspection (CZI) however, verify that oil pump P/N 3060785-XX is installed. Oil gets trapped in the oil coolers or other areas and moves through the oil pump, filling the accessory gearbox and eventually leaking out of the BPV. This happens on the RH engine installations and sometimes on the #2 position on the F50/900s.

Oil Leaking in the Third LPT/Exhaust Area

If oil begins to pool in the exhaust nozzle area after engine shutdown, the cause may be one of the following:

  1. Over-servicing the engine oil level
  2. Defective #6 carbon seal/rotor
  3. Oil pump P/N 3071949-11 or 3060785-X on RH engine installations allow oil to get trapped in the oil coolers and fill up the #6 bearing area. This oil will eventually run out the #6 carbon seal and down the Third LTP blades. This can be easily fixed with the installation of oil pump P/N 3071949-12, which has a redesigned regulator allowing oil to flow back to the oil tank.

Oil Leaks in the Fan Inlet Area

There are several reasons that oil will leak into the Fan Inlet Area. Here are some of the more common:

  1. #1 carbon seal leaking—oil will be running down the fan blades.
  2. #3 carbon seal leaking— oil will be running out of the Compressor Inlet Stator.
  3. A cut o-ring on the Fan Support Housing or some other areas in or around the Fan Inlet area.

Oil Leaks from the Hot End

If oil is leaking from the hot end, it might be one of the following:

  1. N1 Monopole leaking on the cover plate or the cover plate itself is leaking.
  2. Loose #6 oil pressure and/or scavenge lines.
  3. Oil leak coming from the oil cooler area.

 Duncan Aviation holds service authorizations for Honeywell TFE731-2/-3/-4/-5/20/40/60 Major (MPI) engines at its full-service facilities in Lincoln, NE (LNK), and authorized line services in Battle Creek, MI (BTL). Our TFE731 engine program has been in place since 1980, and we have assembled teams with some of the most talented engine technicians in the industry.

Lanny Renshaw, Assistant Manager of Turbine Engine Services in Lincoln, NE (LNK), manages Duncan Aviation’s modern 20,000-square-foot facility with 12 separate engine bays dedicated to support of the Honeywell TFE731. He started his aviation career in 1982.

Tags: Engine Maintenance, Troubleshooting

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