The Duncan Download Blog: Business Aviation Advice & Observations

Contributed by Ron Grose, Airframe Tech Rep

There are two facts operators should be aware of when it comes to fuel:

1. All hydrocarbon fuels have micro-organisms that live and grow in them and these bugs release sulphur-based by-products into the fuel.
2. All hydrocarbon fuels have water in them which, when combined with the sulphur-based by-products, release sulphuric acid into the fuel.

To help eliminate the damage which can be inflicted into the fuel tanks by these bugs, operators need to perform a couple simple processes. 1) Sump the fuel tanks on a regular basis, weekly if necessary, to remove the water and debris left from the bugs and; 2) Perform the “Fuel Contamination Detection Test” (MP 28-00-00-280-801) at every “A” inspection or more often if needed, such as in a tropical environment.

If the “Fuel Contamination Detection Test” detects a high concentration of microbiological contamination, or if the operator suspects receiving a contaminated load of fuel, Dassault recommends treatment of the fuel with Biobor JF or Kathon FP 1.5 as directed by MP 28-00-00-910-803: “Treatment of Fuel System Contamination.” Dassault has revised this procedure by eliminating the “preventative treatment” option of these biocides. They only recommend the full “lethal dosage” treatment as directed by the MP.

Note: Fuel anti-icing products, such as Prist, are known to slow the development of micro-organisms but do not eliminate these bugs. This is the reason to use Biobor or Kathon only.

During the accomplishment of the “C” inspection, we recommend the removal of all of the fuel tank sump drain valves to inspect for corrosion of the valves/mating surface along with replacement of the seals in these drain valves. Since the fuel quantity probes are removed during this inspection, to perform the borescope inspection of the fuel tanks, this is a good time to inspect the probes and wire connections to them to ensure the connections are clean and installed properly to prevent future fuel quantity indication issues. Even though Dassault does not have a requirement to perform a calibration check of the fuel quantity system, Duncan Aviation recommends performing a capacitance, insulation, and calibration check at this inspection to ensure the quantity indication system is properly calibrated.

These recommendations will help operators maintain the fuel tanks correctly to eliminate costly repairs along with fuel quantity issues in the future.

Duncan Aviation is a Dassault Authorized Airframe Service Center offering complete airframe maintenance services, specializing in major and minor airframe inspections as well as heavy structural repair and modifications.

Ron Grose is an airframe tech rep at Duncan Aviation's Lincoln, NE, facility, specializing in the Dassault Falcon airframe. Ron is often sought after to speak about technical issues common to business aircraft and has particpated in several OEM advisory boards.

Contributed by Scott Shefke, Airframe Tech Rep

The wires that run throughout the aircraft and engine compartment need to be secured into bundles to prevent interfering with moving parts or chafing. During visual inspections, work cards will state to verify routing of electrical wiring, wiring harnesses, fuel lines, hydraulic lines and oxygen lines.

Adel Clamps, AKA MS21919 aircraft clamps, are key components used in line support, vibration dampening and maintaining proper clearance for lines or harnesses running throughout the aircraft structure. The Adel Clamp is a metal band constructed from aluminum, corrosion-resistant steel and low-carbon steel, covered by a white rubber lining or cushion made from silicone. Older Adel Clamps made from low-carbon steel had different colored cushions depending on what materials they were constructed from: silicone (red), ethylene propylene (purple), chloroprene cushion (black).

A visual inspection, no matter how trivial, needs to include the inspection of these clamps; and when necessary they need to be replaced. These cushions are exposed to heat, vibration, ozone and a variety of petroleum-based and synthetic-based fluids. Over the years, inspections have found cushions torn or missing, exposing the metal bands. In cases where the cushion is made from Teflon polyamide glass, dust gathered around the hardware or in the immediate vicinity indicates wear. These should be replaced.

We have found conditions were the cushion’s wrapping edge is in good condition, however, a more detailed examination reveals the cushion has worn away on the inside of the band, creating a bare-band-to-line or -wire condition.

When Adel clamps fail in these conditions, it has been noted on fuel systems to cause non-designed fuel migration, or a low fuel pressure situation. In hydraulic lines, Adel Clamp bands have been found rubbing through hydraulic system lines resulting in a loss of hydraulic quantity. Intermittent electrical faults have lead technicians to find an Adel clamp cutting into an electrical harness.

The MS21919 aircraft clamp is used safely by many aircraft OEMs with very little trouble. However, a skilled technician will be looking closely at these clamps and know that their replacement is not trivial nor being too picky. The repair costs of the many systems they support vastly outweighs the cost of this simple preventive maintenance approach.

Duncan Aviation has teams of experienced airframe mechanics provide service for almost every airframe maintenance event, scheduled or unscheduled. Emergency AOG service is available through our mobile Rapid Response teams. Technical support is available 24 / 7. We are authorized by several aircraft OEMs and foreign agencies around the world.

Scott Shefke is an Airframe Tech Rep located at Duncan Aviation’s Lincoln, Nebr., facility, specializing in the Challenger airframe. He sits on the OEM Advisory Committee reviewing fleet and maintenance issues reported by operators working to improve the Challenger aircraft. His aviation career began in 1991.

Contributed by Dave Ungvarsky, Airframe Tech Rep

All aircraft are vulnerable to corrosion due to environmental conditions and the quality of maintenance. The Hawker 125 series is no different, but added vigilance is needed due to its use of TKS Fluid. The condition of protective coatings and paint along with proper maintenance procedures will ensure that corrosion will be kept in check, and additional maintenance costs can be avoided. A thorough eye during a pre/post-flight inspection can detect and prevent several corrosion issues.

Below are three areas of a Hawker aircraft that are susceptible to corrosion and should be visually inspected on a regular basis.

Wing Surface

The condition of the paint on the upper and lower wing surfaces is an area of concern. Hawker aircraft use steel fasteners and if the protective finish/paint is not well maintained on these fasteners, they can corrode and require repair, per a Structural Repair Manual procedure, or replacement.

Replacing these fasteners requires entering the wing, which, in some circumstances, may result in fuel leaks. The wing skin around the fastener can also corrode and get real expensive real quick requiring engineering help from the manufacturer for a repair scheme.  

Joints

On Hawker 800 or newer aircraft, the joint between the TKS panels and the leading edges are sealed with a filling compound. It is critical to maintain this area to prevent leading edge rebate corrosion. Any indication of cracked or missing filler should be immediately addressed and repaired. If the rebates are allowed to continue to corrode, it will require repair. If left for too long, it will also require engineering help to develop an approved repair.

Trim Tab Rod Ends

Are you applying the appropriate silicone lubricant (Dow Corning 111) on the trim tab rod ends as spelled out in the Hawker Maintenance Manual? If you are not, you run the risk of TKS fluid entering and corroding the bearing. And if the bearing becomes corroded, it requires replacing. Corrosion is detected by the appearance of a rust colored streaking aft of the trim tab rod ends. The elevator trim rod ends appear to be the most susceptible. However, by the time you see this streaking it is too late. The rod end is already corroded and needs to be replaced. This is not a high dollar item compared to the others but an added expense that could have been prevented. 

You can't prevent all corrosion, but it can be kept to a minimum when caught early with preventive methods such as careful pre/post flight inspections and prompt remedial action. Feel free to contact me anytime for more information about corrosion detection/prevention methods or any other Hawker technical questions.

Duncan Aviation is a business aviation maintenance, repair and overhaul (MRO) facility with a long history servicing the Hawker aircraft. We have comprehensive capabilities on all Hawker models.

Dave Ungvarsky is an Airframe tech rep located at Duncan Aviation's Lincoln, NE, location, specializing in the Hawker aircraft. His aviation career began in 1978.

From left to right: Robert Duncan; Eric Martel, Bombardier President; Steve Gade; John Slieter;
Aaron Hilkemann; Tom Burt; Chris Milligan, Directory of Authorized Service Facilities; Todd Duncan; Stan Younger, Vice President Aircraft Service Centers; and Jeannine Falter.

Contributed by Diane Heiserman, Web Marketing

At the beginning of the 65^th Annual National Business Aviation Association (NBAA) Meeting and Convention in Orlando, FL, Duncan Aviation was again recognized by Bombardier as a top authorized service facility for its support of Bombardier customers for 2012. Judged on a set of criteria that included quality, compliance, customer satisfaction and customer influence, Duncan Aviation’s Battle Creek, MI, facility was named the winner of the North America category of the Bombardier Authorized Service Facility Excellence Awards.

Bombardier President Eric Martel spoke to the award winners at a private ceremony at NBAA. “Our ASFs are very important to us. You represent us well and raise the bar for everyone else every year. What we do depends on what you do.”

Duncan Aviation Chairman Todd Duncan and Tom Burt, Executive Vice President Chief Operating Officer – Battle Creek Operations, accepted the award from Bombardier President Eric Martel, Stan Younger, Vice President Aircraft Service Centers and Chris Milligan, Director, Authorized Service Facilities.

“We enjoy representing Bombardier and their products in supporting of our mutual customers. It is a great mutually beneficial partnership that has worked for many years,” says Tom Burt.

More than 30 Duncan Aviation representatives are attending NBAA this year, representing several Duncan Aviation services, including airframe and engine services, paint and interior modifications, avionics and parts support and aircraft sales and acquisitions.

Visit www.DuncanAviation.aero/nbaa for booth information and the latest resources.

Diane Heiserman leads Duncan Aviation's blog, and is currently attending NBAA 2012 at Duncan Aviation booth #5580. She began her career in aviation in 2006.

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 200^thblog 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.

Submitted by Scott Shefke, Airframe Tech Rep

Duncan Aviation Maintenance Tech using the Aero 40 Series dry ice blasting machine.

Bombardier has released Service Bulletin (SB) for all Challenger 600 model aircraft. SB ATA 55-11 titled "SPECIAL CHECK/MODIFICATION – PASSENGER DOOR –EPOXY RAMP REMOVAL AND CORROSION PREVENTION."

According to the SB ATA 55-11:

There have been several reports of corrosion in the lower structural elements of the passenger door. It was determined that the epoxy ramp installed to prevent water accumulation could deteriorate with time and retain moisture. The purpose of this Service Bulletin is to remove the epoxy ramp to prevent further corrosion, add additional draining holes and modify the door structure to allow access to facilitate scheduled inspections.

Avoiding Collateral Damage

To help support our customers in performing this SB, all three of Duncan Aviation’s maintenance facilities (Lincoln, Nebr.; Battle Creek, Mich. and Provo, Utah) have obtained a cold jet Aero 40 Series dry ice blasting machine. This dry ice blasting machine is integral in removing the epoxy ramp in an efficient manner while ensuring no collateral damage to existing door structure occurs.

Technicians at all locations have been properly trained by Cold Jet, the blasting machine’s OEM. Duncan Aviation has successfully completed this SB in-the-field and have several more in-the-field events scheduled through the remainder of 2012.

For more information about the Aero 40 Series dry ice blasting machine and to schedule the completion of this SB, please contact Duncan Aviation’s Airframe Service Sales.

Scott Shefke serves as an Airframe Technical Representative at Duncan Aviation's full-service facility in Lincoln, Nebr., specializing in Challenger, Global and Learjet aircraft. His aviation career began in 1991.

Contributed by Dave Schiver, Airframe Tech Rep

The coupe rail inspection cannot be avoided. Don't put off getting it scheduled.

Bombardier has issued a recommended Service Bulletin (SB 45-56-3) that calls for the inspection of the windshield coupe rails on all Learjet 45 models -005 through -427, that needs to be completed within the next 600 flight hours or 36 months of the original basic issue date of the SB (April 30, 2012).

This requires the aircraft to be shored-up with the main cabin doors closed while the windshields are removed and the support structure is inspected with ultrasound and Eddy Eurrent inspection. The coupe rails will be re-identified one of two ways depending upon the inspection results. One part number for a 5,000 hr. re-inspect, and another PN if no further inspections are required. If the coupe rails are found to be outside of acceptable tolerance, the rails must be replaced immediately.

3 Possible Outcomes

Keep in mind when planning for this inspection, there are three possible outcomes.

1. The rails are fine and no replacement is necessary
2. The rails are acceptable but need to be re-inspected within 5000 hours per Chapter 5.
3. The rails are outside acceptable limits and need to be replaced immediately at the Bombardier Business Aircraft Service Center in Wichita.

There is no way to know the results until the rail inspection is performed.

Don't Procrastinate

This is an inspection that you will have to do sooner or later. You will be tempted to put it off as long as possible. Don't. Postponing will only result in your heightened frustration because a hundred other operators, who also waited, are scrambling for the few time slots and parts available. The longer you wait for this inspection, the longer you will wait to be scheduled. Don't be that guy!

Parts and labor are covered by this inspection if the work is performed at the Original Equipment Manufacturer (OEM) or a Learjet Authorized Service Facility. Travel expenses for a Mobile Repair Party (MRP) from Learjet and Paragon are not part of the Bombardier Service Bulletin coverage.

If you have any questions, please don’t hesitate to ask.

Dave Schiver is an Airframe Technical Representative at Duncan Aviation’s Lincoln, Nebr. (LNK) facility. He specializes in Learjet aircraft. His aviation career began in 1981.

Contributed by Dan Fuoco, Airframe Maintenance Service Sales Rep.

Dear Hawker Operator:

Let me make one thing clear.

Duncan Aviation continues to provide comprehensive Hawker aircraft services and support for all operators around the world.

However, recently Hawker Beechcraft has decided to end our 13 year partnership by not renewing our Authorized Service Center Agreement for our Lincoln, NE, facility. It goes without saying we are disappointed. Several Hawker operators, who rely on Duncan Aviation’s technical expertise and experience, have come to me personally and expressed their frustration with Hawker Beechcraft’s decision.

Share Your Opinions

Individually we have opinions, but collectively we can have a powerful voice. If you, as a Hawker operator, feel that Hawker Beechcraft should retain Duncan Aviation as an Authorized Hawker Service Center, contact your Hawker Beechcraft Representative asking them to reconsider their decision.

Or you can download this letter addressed to Hawker Beechcraft and complete it to express your support. Email or fax it to me no later than July 31, 2012; whereupon, I will forward all letters to Hawker Beechcraft for their consideration.

14 Years of Hawker Authorized Services

Since 1999 Duncan Aviation has been a Hawker Authorized Service Center providing tip-to-tail maintenance services to every Hawker make/model aircraft. We are an industry leader in maintenance, structural repair, landing gear/component overhauls, engine MPIs, avionics upgrades, paint and interior. Our experience and capabilities are second to none.

Duncan Aviation was founded as a Beechcraft Distributorship in 1956 and was literally built by serving the Hawker Beechcraft customer. We have a long relationship with the Hawker Beechcraft family of aircraft, as well as their operators.

To find out about our continued Hawker capabilities and services, feel free to contact me any time.

I remain always at your service.

Sincerely,

Dan Fuoco

Dan Fuoco serves as an Airframe Maintenance Service Sales Rep. specializing in Hawker aircraft at Duncan Aviation's Lincoln, Neb. (LNK) full-service facility. He began his aviation career in 1974.

Brad Sides is a 12-year Duncan Aviation veteran, leading by example by delivering what is required to meet a customer's expectation. "It's all in a day's work."

In late March, a customer contacted Duncan Aviation for off-site assistance with a nose wheel steering malfunction. This customer sent the following letter to Allen Sward, Duncan Aviation Airframe Team Leader, regarding the experience. We decided to share these remarks because although we can say we hold ourselves to a higher standard of service than other service providers in business aviation, nothing says it quite like our customers do. The customer's name and company have been removed at his request.

Allen,

On March 28, 2012, our C680 had a Nose Wheel Steering malfunction in Nebraska City, NE. Our in-house maintenance department contacted Duncan Aviation in Lincoln. Your maintenance technician, Brad Sides was assigned the task of repairing our aircraft remotely. Brad made the drive down to AFK immediately and began the work required. He worked non-stop until late that evening, and then returned again the following morning to complete the repair which allowed us to ferry the aircraft to LNK for the functional tests required.

I have been in corporate aviation for 21 years and have experienced maintenance at many other service facilities. Duncan Aviation and Brad Sides made this maintenance event the best I have ever experienced.

Things that impressed me regarding Brad:

• He was there when we were told he would be.
• He stayed until late to get the part off of the aircraft for repairs.
• He coordinated with Lincoln to move the part back to the shop quickly.
• He was very pleasant, friendly, and professional.
• He explained everything easily and kept me informed on the process.
• His expert skills speak for themselves.
• Bottom line........he gave 100%!

“Great People make Great Companies!” so,

Things that impressed me regarding Duncan:

• They responded quickly.
• They obviously have people who know their job.
• All of the employees seem to work very well together communicating and closing the gaps.
• Everyone involved in the maintenance was friendly and professional.
• The front desk staff was very helpful, friendly, and professional.
• The best part.......we were out of there when Duncan said we would be!

Thanks again for making this event as pleasurable as possible.

Sincerely,
Senior Pilot, Fortune 300 Company

Brad Sides, Duncan Aviation Lead Mechanic from Lincoln, NE, believes one of the most important parts of his job is to deliver exactly what the customer expects, but strives to deliver more. "This customer came to Duncan Aviation expecting the best. That's the level of service that I want to provide." Brad is a 12-year Duncan Aviation veteran, his aviation career began in 1998.

Duncan Aviation offers emergency AOG services and 24/7 troubleshooting for grounded aircraft in your hangar or around the world, with remote AOG engine Rapid Response teams based at several strategic locations across the United States. All AOG teams that respond are equipped with the resources necessary for most aircraft and engine emergencies, and are supported by Duncan Aviation's two full-service facilities and network of avionics satellite repair stations.

Duncan Aviation’s mobile app is available for download on iPads®, and makes it easier to contact service locations, service representatives and department listings.

Contributed by Dale Hawkins, airframe service sales rep.

When it comes to business aircraft maintenance costs, most operators are able to effectively budget what they want to spend on interior, paint, and avionics. But when it comes to airframe maintenance, there are many unknowns. Even a well-educated guess can still result in the Director of Maintenance (DOM) having to explain why the aircraft maintenance costs came in higher than expected. Firm Fixed Pricing offers business aviation customers a guaranteed labor price for scheduled inspection packages, giving more control over maintenance expenses.

How does Firm-Fix Pricing work?  

An MRO offering Firm Fixed Pricing agrees to perform scheduled inspections and all discrepancies noted as a result of these inspections at a predetermined fixed price. The price includes the inspection labor (often called flat rate), miscellaneous parts needed for the inspection, labor for discrepancies noted as a result of the inspection (unknowns) and all consumables. Due to continuous price fluctuations, major parts or outside vendor services are not included in Firm Fixed Pricing.

With all the unknowns, how is an MRO able to offer Firm Fixed Pricing?

Knowledge and experience is the only way a qualified MRO is able to offer Firm Fixed Pricing. Through years of performing the same airframe inspections over and over, innovations are discovered, efficiencies are gained and valuable historical data is collected; reducing the risk of a guaranteed labor rate.

Why aren’t more MROs offering Firm Fixed Pricing?

Simply put, the potential risk of losing profit margins is just too high. The majority of the reluctance stems from the unknown possibility of discovering major corrosion damage during an airframe inspection. A discovery of this type is not uncommon and can escalate the cost and extend the downtime of any airframe inspection.

Minor airframe corrosion is covered under the Firm Fixed Pricing program and corrosion that requires Engineering Services from the OEM are offered at an exceptionally discounted rate.

Firm Fixed Pricing for Falcon Airframe

Duncan Aviation has been offering Firm Fixed Pricing on Falcon airframes for six years. Since then many Duncan Aviation customers have taken advantage of the guaranteed labor rate. Here’s what a few have had to say.

Ken Peartree, Hewlett Packard DOM — “No other company was willing to use such a creative approach. It was great for us!"

Joe Sasser, DOM — "I challenged Duncan Aviation to create this program as I believe the industry is moving that direction. We performed two separate C inspections on our Falcon 50 and 900EX. We were very pleased with the team's performance and our accounting department loved knowing where we stood before performing the work."

Chuck Baker, Greenleaf DOM— "I have maintained this aircraft for many years, but never been to this level of an inspection. I really don't know what will be found. I do suspect there will be some S-duct cracking and possibly some tank corrosion. Given that, we believe Duncan's Firm Fixed is the way to go!”

Bottom line for us is simple. Duncan Aviation has a tremendous amount of history and expertise with all Dassault airframes that we are willing to take the risk for our customers.

Our relationships with our customers are very important to us. We continually look for ways to enhance and improve their Duncan Aviation experience and are challenging our other teams to pursue offers of Firm Fixed Pricing for other airframe types. Stay tuned.

Let's Talk Firm Fixed Pricing at EBACE

Dale is attending European Business Aviation Convention and Exhibition (EBACE) in Geneva, Switzerland, May 14 – 16. If you have any questions or want to talk about Firm Fixed Pricing for you next Falcon inspection, schedule an appointment with Dale or stop by Duncan Aviation’s stand #456.

Dale Hawkins is an Airframe Service Sales Rep at Duncan Aviation’sBattle Creek,MI, facility. He specializes in the Falcon and Hawker airframes. His aviation career began in 1981.