#engine changes

Last year, there were over 15 million flights in the United States. At any given time, there may be up to 5,000 aircraft in the skies over North America. With a global commercial passenger fleet of approximately 20,000 jets, and thousands of another military, cargo, and private planes, Aircraft maintenance Miami is a high priority to ensure that the sky is a safe place to travel.

Commercial and private sectors rely on highly qualified and skilled mechanics to evaluate, prep, repair and maintain the complex machines and technologies that make flight possible for millions of passengers and aviators. Ground personnel plays a critical role, working with other aeronautical professionals, in the daily flight operations of everything from small four-seater Cessnas and medevac helicopters, to wide-body Airbus jets and unmanned aerial vehicles.

Overall, MRO — maintenance, repair, and overhaul — of aircraft is a booming industry worldwide. In 2015, the MRO market was valued at over $135 billion.

A Matter of Schedules

Like automobiles, aircraft require regular maintenance. While most car owners may take a casual attitude about oil changes, tune-ups, and other preventative attention and required repairs, aircraft owners are bound by more strict and demanding schedules. International and national agencies and organizations mandate most aircraft airworthiness and maintenance schedules. In the United States, the FAA updates and publishes federal regulations.

Additionally, all maintenance is recorded and logged as part of the aircraft’s permanent history and hours. When it comes to aircraft servicing, paperwork is as important as the mechanical end of things. Without proper documentation to verify scheduled inspections, repairs, and modifications, it does not matter how well an aircraft is maintained to comply with airworthiness directives and required service bulletins.

Maintain Repair and Overhaul

Maintaining an aircraft requires a precision skill set that allows mechanics to work on the most critical technical systems of an aircraft, from avionics to hydraulics. MRO may include everything from simple pre-flight checks to a complex engine change. The anticipated engine market alone is expected to be $25 billion in 2018.

Engines are among the most critical and highly valued components of any aircraft. Their on-the-wing time and life-limited parts are monitored more precisely than any system. Aircraft engines have a defined lifespan to ensure safety and meet regulatory guidelines, but precision repairs and overhaul may extend the life within acceptable standards. However, when an engine has met its limit, aircraft mechanics are trained to complete an entire Engine Changes Miami to give an older aircraft new value.

As Good as New

In addition to complex engine work, mechanics often schedule extensive downtime for commercial airliners in need of “heavy maintenance.” In mechanics’ parlance, that means an aircraft is parked in a hangar and stripped of every screw, plate, and a panel of the wings, tail, flaps, and rudder. Once bare, the underlying cables, hydraulic lines, avionics, and other components can undergo MRO before reassembly.

Heavy maintenance usually includes a teardown of landing gear and interior cabins, too. Finally, engines are removed, inspected, and overhauled or changed before the aircraft is reassembled and returned to service. Completing regular MRO ensures the safety of every passenger and crewmember using the equipment, whether it’s a short intercity commuter flight or a coast-to-coast long haul.

Contrary to Hollywood horror plots, most modern twin-engine passenger aircraft can continue to fly in the event of a catastrophic failure of one of the engines. Today’s power plants are designed to produce more thrust, and multiple redundancy safety protocols ensure that whether the aircraft suffers a mechanical failure or an engine fire, the problem will be contained.

The larger concern comes when the aircraft lands and it is time to replace the damaged engine. Engine changes are complex and time-consuming maintenance procedures. However, along with advancements in engine technology, manufacturers have developed procedures and tooling standards that allow mechanics to exchange engines under even the most extreme conditions.

Emergency Landing at the Top of the World

In the case of a 2017 Swiss International Airlines flight, aircraft maintenance crews replaced a GE90-115B — the largest aircraft engine in the world — not too far from the top of the world. When the Boeing 777-300ER suffered an engine failure over the North Atlantic, pilots complied with standard operating procedures and put down at the nearest landing strip in Iqaluit, Canada, less than 3,000 km from the North Pole.

Iqaluit did not have the ideal facilities for an engine swap. In fact, the 8,000-foot airstrip did not even have a hangar and GE had to fly in an inflatable one just to enclose the 777’s wing structure for the procedure. The swap took five days in polar conditions where the temperature never rose above zero.

If You Can Change it There, You Can Change it Anywhere

Most engine changes do not require the technical level and coordination of the Iqaluit operation since conditions are less severe. In addition, major airports and maintenance facilities are more prepared with a greater number of resources and actual hangars.

The Iqaluit landing does highlight the precise tooling, technical development, and training that accompanies today’s aircraft engines. Even something as basic as bootstrap kits used for engine changes has become engine specific to make changes easier.

Used for the heavy lifting and maneuvering of engines that can weigh up to 18,000 pounds, bootstrap kits are more than leverage tools. They are precision pieces of equipment that are complicated and require skilled training. Every engine and manufacturer develops kits that can be used with one type of engine in one type of aircraft.

Reducing Downtime After an Engine Failure

Having to change an engine is a rare, but necessary consequence of aircraft maintenance. Some airlines, like the Dutch carrier KLM, keep a spare engine and coordinate bootstrap kit for each type of engine it operates. In the event, a change is necessary having the engine is good policy for reducing downtime, but having a custom-tooled bootstrap on hand is even smarter.

A typical engine change involves around twelve steps that focus on disconnecting wet and dry components and disassembling cowls and fan blades. Under ideal conditions, operators like KLM, who have an engine in reserve, can have equipment back in the air in a short time so passengers may not even notice a lag in service times.

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