The Duncan Download Blog: Business Aviation Advice & Observations

Contributed by Suzanne Hawes, Paint and Interior Modifications Rep

A corrosion grid from an aircraft maintenance inspection.

As business aircraft fleets have aged, Duncan Aviation’s maintenance teams have observed more and more instances of corrosion on aircraft nearing 12 years of age. And we've developed a process to detect it early.

Stripping an aircraft prior to maintenance proactively detects surface corrosion and minimizes the impact on the maintenance schedule. Duncan Aviation refers to this method of interrupting the paint cycle as an “out-of-sequence strip and paint” event.

Here are five ways early aircraft corrosion detection can help prevent scheduling disruptions on major airframe inspections.

1. Aircraft are easier to inspect.

Corrosion is not always obvious to the naked eye. Pitting can occur under the paint without any noticeable change in appearance. Only after an aircraft is stripped, will a thorough visual inspection uncover hidden corrosion.

2. Identifies surface corrosion before the paint process begins.

An aircraft is typically not stripped for paint until after the maintenance is complete. If corrosion is discovered at this time, the paint process is halted and the aircraft is returned to the hangar for structural repair. 

3. Allows engineering solutions and structural repairs to be worked during scheduled maintenance.

By detecting corrosion early on, engineering solutions and structural repairs can take place during the maintenance inspection.

4. Can reduce downtime significantly.

Corrosion found after maintenance is complete can add several weeks to the project, possibly as much as four weeks or more in extreme cases. Although an out-of-sequence event will add two to three days to the overall schedule, it allows repairs to be worked during the original maintenance schedule, potentially saving weeks of downtime.

5. May prevent the loss of a paint opportunity in a tight paint schedule.

Paint slots are scheduled months in advance and can be difficult to reschedule quickly when missed. Most minor corrosion found during a out-of-sequence event can be addressed during the maintenance downtime and still be able meet the original scheduled paint slot.

We don’t truly know what’s under the paint until we remove it. If an operator is concerned about corrosion on their aircraft, they may want to consider stripping the aircraft prior to inspection. It can really save downtime in the long run.

To learn more about how to prevent scheduling disruptions on major airframe inspections, download the Corrosion Detection Field Guide.

Duncan Aviation provides major and minor airframe inspections and paint refurbishments on most popular makes and models of business aircraft. Out-of-sequence event may be scheduled at Duncan Aviation’s paint facilities located in Lincoln, Neb., and Battle Creek,Mich.

Suzanne Hawes is a Completions Sales Rep at Duncan Aviation’s Battle Creek, MI, location, specializing in Falcon paint and interior completions and modifications. Her aviation career began in 1996.

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

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.

Contributed by Alan Monk, Airframe Service Sales Rep.

API winglets only recently became available for Falcon 900 aircraft.

Photo credit Moni Shafir

Since Falcon 900 winglets became available this past fall, we’ve had good installation activity for the modification in our shops. We’ve done a few at our full-service facility in Lincoln, NE (LNK) and our second in Battle Creek, MI (BTL) is nearly done.

There’s not a lot of difference between the winglets for Falcon 900 and 2000 aircraft, and we have a lot of experience with the 2000s. Although some additional interior access is required to run wiring in the 900s, the winglet kits themselves are fairly similar. There are a few aileron modifications, but otherwise the hardware is essentially the same.

Falcon 900 winglets can easily be installed during a C inspection without any impact to the maintenance schedule. Since the interior has to be removed for the airframe inspection, it makes the wire runs more accessible for the winglet installation, which helps customers cut costs.

It’s also a good opportunity for a dry bay modification, interior refurbishment and avionics upgrades like Wi-Fi or cabin entertainment systems; although more involved projects may impact the maintenance schedule.

Duncan Aviation is the most experienced blended winglets installer for business aircraft. We have performed nearly all of the modifications for the Falcon 2000 fleet, and are experienced in installations for Hawker 800 series and Falcon 900 series aircraft.

Please contact a member of Duncan Aviation’s airframe service sales team for more information.

Alan Monk serves as an Airframe Service Sales Rep. for Duncan Aviation in Battle Creek, MI (BTL), specializing in Falcon and Hawker aircraft. His career in aviation began in 1984.

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.

Contributed by Dan Fuoco, Hawker Airframe Service Sales Rep.

Hawker roll-around nose landing gear (NLG) and main landing gear (MLG) used to keep aircraft moving through maintenance.

I’ve worked with Hawker maintenance events for a long time, and I make it my business to make sure everything is in place for an aircraft to deliver on time (if not ahead of schedule). It’s common knowledge that combining Hawker landing gear overhauls with scheduled maintenance and paint saves downtime. What isn’t commonly known is a simple piece of equipment can reduce that downtime by another few weeks.

That piece of equipment is called a roll-around landing gear, which serves as a temporary stand-in for the original gear when it goes in for overhaul during a combined maintenance event.

Roll-Around Landing Gear

Typically, a maintenance event will finish weeks ahead of a landing gear overhaul. Since an aircraft can’t be painted without a landing gear, operators typically have two options: let the aircraft sit for two weeks while the original gear is overhauled, or exchange the gear for another unit. A roll-around landing gear presents a third, more efficient option.

When an aircraft arrives for maintenance, the original landing gear can be immediately replaced with the roll-around gear. This allows the aircraft to be moved through all phases of maintenance, including paint, while the original gear is overhauled. When the aircraft paint process is finished, the original landing gear is usually ready for reinstallation.

2 Weeks of Downtime Savings

I strongly recommend that operators choose a Hawker service center that has roll-around landing gear, especially when planning for a combined maintenance event. Operators will probably save about two weeks of downtime if they work with a service center that has roll-around landing gear available.

Roll-around landing gear are available at Duncan Aviation for all series of Hawker aircraft; Challenger 600s, 601s and 604s; and Falcon 50s, 900s and 2000s. Duncan Aviation has a Hawker Authorized Service Center, and a Hawker-authorized accessory shop for landing gear overhauls in Lincoln, NE (LNK). Please contact me, Dan Fuoco, or a member of Duncan Aviation’s Hawker team for more information.

Dan Fuoco serves as a Airframe Service Sales Rep. at Duncan Aviation’s full-service facility in Lincoln, NE (LNK), specializing in Citation and Hawker aircraft. He started his aviation career in 1974.

Contributed by Cary Loubert, Bombardier Airframe Tech Rep

One word can strike terror in the heart of any DOM and Chief Pilot: CORROSION, especially during a large maintenance event. But that is the purpose of these events, finding and correcting any structural deficiencies.

Many airplanes operate in corrosive environments, but that does not always lead to a significant amount of corrosion found during inspections. The years of care leading up to that large maintenance event will be the predictor of the amount of corrosion found. The key to controlling corrosion can be found in controlling water.

There are several ways this is done.  

Water Control

• Keep the water out by maintaining good seals and sealing surfaces on the cabin doors and emergency exits.
• Keep the water in by regularly checking potable water and toilet systems for leaks.
• Get the water out when a leak is found, because water likes to soak into and stay in carpet, carpet pads and insulation bags.

Protection of the Aluminum Structure

• Keep a good coat of paint on everything. A simple razor cut, a paint chip or an inadequate coat of paint is all water needs to start the corrosion process.
• Use the corrosion control procedures recommended by the manufacturer to augment that good coat of paint where needed and recoat if needed. On the CL604, Dinotrol is used to coat the top of the saddle tanks and the cabin floor support structure.

Keep a good coat of grease on it

• Regular lubrication of the landing gear is great, but when the environment is harsh an extra lubrication cycle is better.
• On the Challenger series and other models, grease is used on the fuel panels. If the panel is removed for any reason the grease on the EMI gasket should be refreshed

Finding corrosion during a major inspection is inevitable, but it doesn’t have to be detrimental. Taking the preventive steps now to control water, will lessen the likelihood of major structural damage in the future.

Duncan Aviation has on-site structural experts and NDT professionals to determine the extent of structural damage caused by corrosion. For more information about other capabilities and available services, download a Duncan Aviation Capabilities Fact Sheet.

Cary Loubert is a Bombardier Airframe Tech Rep for Duncan Aviation in Battle Creek, Mich., specializing in Challenger, Global and Learjet airframes. He began working in aviation in 1993.

Contributed by Doug Donahue, Airframe Service Sales Rep.

This picture shows the overheating condition of the heater ribbon on a water line located behind the aft galley on a late model Gulfstream GIV. Note the sooting on the wire bundle above the overheat area.

Earlier this year, achieving the GIV water line ribbon heater upgrades mandated in Aircraft Service Change (ASC) 469 presented a challenge. Ribbon heater parts simply weren’t available to achieve the required upgrade and sparse scheduling opportunities made it difficult for operators to save downtime by combining it with scheduled maintenance events.

With the deadline pushed back through the end of 2012, operators are more able to choose their downtimes of choice and even reduce costs… if they schedule by next summer.

Firm-Fixed Pricing

I strongly recommend that operators seek firm-fixed labor pricing for ribbon heater upgrade quotes, as service centers can never be entirely sure how many ribbon heaters need to be replaced. A GIV or V could have four to 22 heaters installed on an aircraft, but even with blueprints no one will know for certain until the interior is removed, especially on older GIVs.

A firm-fixed price will help avoid additional labor charges if there are more ribbon heaters onboard than expected. Parts costs normally aren’t offered at a firm-fixed price for the same reason.

Scheduling Outlook

Even though the extension for the water line ribbon heater upgrade has relaxed the current service schedule, we could face a similar bottleneck next year if the estimated remaining 30% aren’t scheduled by the end of next summer.

Downtime Savings

Ideally, ribbon heater upgrades are scheduled with a 96 month inspection, which saves about 200 to 300 hours of downtime for the removal and reinstallation of the interior galley(s), cabin and lavatory. Other events that save downtime include phone systems, in-flight Wi-Fi and interior modifications, all of which involve interior removals.

Duncan Aviation has completed 18 water line ribbon heater upgrades for GIV and GV aircraft over the past year, and our full-service facilities offer complete interior modification capabilities. To schedule a ribbon heater upgrade, please contact a member of the Gulfstream Airframe Service Sales Team.

Doug Donahue serves as an Airframe Service Sales Rep. at Duncan Aviation’s Battle Creek, Mich. (MI) facility, specializing in Gulfstream, Embraer, Astra and Westwind airframes. He began working in aviation in 1993.

Contributed by Janet Beazley, Project Manager

As an aircraft owner / operator, you know as well as anyone, that an aircraft workscope can expand at a moments notice for any number of reasons. It can quickly go beyond the capabilities of the service facility performing the work.

The following are items that can paralyze a project and add to the maintenance downtime.

Parts

Aircraft parts can be a HUGE issue at times. The older the aircraft, the more difficult it is to locate the appropriate parts. It is also common to experience significant lead times on getting parts delivered from the Original Equipment Manufacturer (OEM). Challenges can and do arise, if sending a part to a third party vendor for repair or overhaul, including delays in shipping or a repair that requires a longer turn time than originally promised. Does your provider have a parts inventory or the capability to fabricate aircraft parts to keep the project on schedule?  

Tooling

In this day and age, very expensive tooling is required for even the most basic work on business aircraft. Additionally, many aircraft models often require the use of special tooling during a maintenance event. Whether a company has the tooling and whether you will be charged extra for it could make a difference in the work performed on your aircraft. Has your Maintenance, Repair and Overhaul (MRO) facility invested the in special tooling required for your aircraft?

Corrosion

If your aircraft is an older model or has lived much of its life in a corrosive tropical saltwater environment, the probability is high that your project will include removing corrosion. Does your facility have an in-house structural repair and Non-Destructive Testing (NDT) services?

Engineering & Certification

Not all unexpected maintenance requires additional engineering and certification services, but when the need arises, having a company that can respond quickly with experts and experience will save time and money. Aircraft operators choosing to work with a facility without designated authority or that is not in direct contact with the Federal Aviation Administration (FAA), will quickly learn the time required to get a Supplemental Type Certificate (STC) or Major Repair and Alteration (MRA) certified through these channels takes longer than it does to complete the actual modification.

SBs & ADs

Unknown Service Bulletins (SBs) or Airworthiness Directives (ADs) that are out of compliance can hold up a maintenance event. ADs are a no-brainer; they must be complied with—period. A MRO will not clear your aircraft to fly if there is an outstanding AD. Some SBs are mandatory and will involve time to complete. Having your aircraft logbooks researched prior to any scheduled maintenance could save you time and money. 

Duncan Aviation has an extensive list of capabilities and the expertise to anticipate many issues that can interupt a maintenance project. Download all of Duncan Aviation's Capabilities Fact Sheets.

Janet Beazley is a Project Manager at Duncan Aviation's Lincoln, Nebr. facility, serving as the main point of contact for her customers' projects ensuring overall project quality and timely aircraft delivery. Her aviation career began in 1982.

Contributed by Airframe Service Sales Representative Michael Brown

People who are not directly involved with aircraft maintenance can have a hard time justifying the necessary costs and downtime. However, it’s essential to understand that aircraft operate in extreme conditions, and a sufficient maintenance budget is necessary to perform adequate inspections, prevent damage and protect aircraft value.

Here are five factors to consider when establishing a baseline for aircraft maintenance costs.

1. Determine the fair market value of essential maintenance.

Fluctuations in the economy over the past few years have caused some organizations to expect lower maintenance costs for their aircraft. When negotiating with the owner on a maintenance budget, request historical, out-the-door inspection costs from several maintenance service providers for the past few years. Also, see if you can determine what the return rate is for workmanship issues from each provider.

2. Compare quoted costs vs out-the-door costs.

A service quote should provide a reasonable expectation for what the out-the-door costs will be for a project. Vague quotes won’t clearly identify what services are included in the price, and are open invitations for additional, undocumented charges. If a price quote seems attractive, ask for out-the-door costs on similar projects.

3. Evaluate the quality of hourly labor rates.

Be wary of low labor rates, as they can indicate a lack of technician experience. Newer technicians take longer to complete a task than experienced industry veterans, and any savings on the initial quote can be lost in the additional time required to complete a difficult issue. By choosing a highly experienced shop, labor rates may be higher, but efficiency will also be much better and result in better savings and quality. We’ve heard from more than one operator who went for a cheaper labor rate, only to receive a final bill that was significantly higher than competing quotes from more experienced service providers.

4. Ask about pricing & item flexibility.

Many times, after a price quote is accepted prices and items become locked and are difficult to change. One-on-one relationships with the representatives who quote work, will tend to improve item accuracy, work speed and pricing flexibility for changes down the road.

5. Cut costs in the right places.

Scheduling inspections well in advance of their due time will help save on cost of labor, sometimes by as much as 20%. This can allow operators to cut cost without cutting quality. Scheduling well in advance will secure labor for your aircraft, while scheduling at the last minute will allow vendors to drive up pricing to fit you into an already busy schedule, and extend downtime.

Additionally, if work is covered by warranty, have the work done before the warranty expires. Knowing when warranties expire will give you an idea on when inspections need to be done. Some service providers will help you work with the manufacturer to determine that.

Duncan Aviation provides complete maintenance, repair and overhaul (MRO), modifications, upgrades and support services for business aircraft. Our quotes are a fair representation of the final, out-the-door cost. Our techs are experienced and handle even the most difficult items efficiently. Our sales reps also work directly with operators to build proposals, and help coordinate warranty work with manufacturers.

For more information on comparing service quotes, please contact any member of Duncan Aviation’s Airframe Service Sales Team.

Michael Brown serves as an Airframe Service Sales Rep. at Duncan Aviation’s Battle Creek, MI (BTL) full-service facility, specializing in Challenger, Global and Learjet services. He began working in aviation in 1993.

Contributed by Gary Harpster, Avionics Installation Sales Representative

When our economy changed a few years ago, an unusual trend began to emerge in the business aviation industry. Aircraft maintenance budgets, by and large, were regarded as discretionary expenditures and were reduced to dangerously low levels. I suspect that many of these shoestring maintenance budgets were incapable of supporting the necessary maintenance and repairs for an aircraft to remain airworthy.

Without passing judgment on anyone, I think more than one Director of Maintenance (DOM) was caught squarely between airworthiness requirements and budgetary constraints. DOMs did what they could to keep aircraft operational with the resources they were given. In some cases, I believe maintenance items that would normally have been repaired were instead nursed along with a patchwork of temporary fixes and creative ingenuity.

This practice of shoestring maintenance holds several pitfalls, which are now beginning to become apparent for some operators:

• Important maintenance issues have gone unresolved.
• Unresolved issues have caused collateral damages.
• Collateral damages have led to additional, preventable repair costs.
• Incomplete maintenance and damages have compromised aircraft resale values.

Consider, for example, an aircraft that has a maintenance budget that is much lower than the average cost of compliance. The aircraft may remain airworthy. However, when the next inspection comes due, the out-the-door costs may be much higher than average to correct previously unresolved issues. Let’s take this example to the next level.

If maintenance is deferred during A and B inspections to lower inspection costs, it will often cost more to correct those issues during C and D inspections. If maintenance is also deferred during the D or 12 year inspection, this will negatively affect the resale value of the aircraft. The same principle applies to avionics upgrades.

How do we go about breaking the pattern of shoestring maintenance? First, the aircraft owner needs to acknowledge that the pattern exists. Next, the owner needs to understand why the cycle began and what the contributing factors are so it can be prevented in the future.

The past few years have established an inaccurate baseline for maintenance expenditures. I strongly encourage aircraft owners to take a hard look at their maintenance budgets with their DOMs, and ask the tough questions. Historical data for required maintenance is available on request, and provides a reasonably accurate baseline for budgeting purposes.

Duncan Aviation provides complete maintenance, repair and overhaul (MRO), modification, upgrade and support services for business aircraft. For assistance creating a maintenance budget that provisions for passenger safety and aircraft value, please contact me. I will be happy to provide our historical maintenance comparison costs.

 Gary Harpster serves as an Avionics Installations Sales Rep. at Duncan Aviation's Lincoln, NE (LNK) full-service facility, specializing in Hawkers and Learjets. He began working in aviation in 1977.