In the shop, I spoke with Brandon Clausen, mechanic – component repair, on the transmission overhaul line. He was nearing completion of a main transmission overhaul from a Bell 204 series helicopter. We spoke about common problems found during overhaul on this type of unit. He replied, “Internal corrosion is one of the common problems that we experience in the overhaul process. The time that the aircraft sits idle can be more detrimental to certain piece parts of the assemblies. The overhaul time for this unit is 1,100 hours, but depending on the type of operation it could take up to eight years or more, and often times will include periods of extended downtime. Depending on the environment and storage conditions, moisture will collect and sit in low lying areas and create problems.”
Clausen showed me a transmission oil pump gear rotor assembly or G-rotor and explained, “This badly corroded rotor for the oil pump of the transmission assembly is a common shop rejection. Most rotors are rejected for excessive wear of the polished surfaces. This one was so badly corroded it would not come apart; a common issue for units that sit idle for prolonged periods of time.” He went on to say, “When an operator sends in a unit, we provide a quote for the overhaul, and due to unknown problems like this one, the overhaul cost can be more than they expected. Often times the customer may question the inspection and findings because of a low time since overhaul (TSO) on their component.” Again he repeats that the time the aircraft sits idle can be more damaging than high use in some cases.
Engine test cell
John Hoban, facilities site leader, proudly showed the recently completed turbine engine test cell. Designed and built by Test Logic located in Middletown, CT, the cell has two bays with separate control panels allowing two engines to be run simultaneously. The test cell appeared similar to other state-of-the-art test cells of its size, with one interesting exception. The air inlet system has coolers inside that introduce moisture, reducing the temperatures at the engine by as much as 20 F. I was quickly reminded we were in the Arizona desert where summertime temperatures can easily reach well above the acceptable range for engine and test cell operation.
Hoban explains, “Each air inlet system was designed to contain a device that we here in the Southwest call a “swamp-cooler.” Without this feature, there would be times when operating the test cell would be restricted due to the high temperature, potentially adding delays to the overhaul turn-times.”
Specialized services and aircraft maintenance
I had an interesting discussion with Larry Shiembob regarding a facility providing specialized MRO services that is separated in location from aircraft, an airport, and doesn’t have the typical flying machines inside the typical hangar to look at, work on, or touch and see every day. We discussed how to maintain the sense of “aircraft maintenance” among the staff when on the surface a company providing specialized services is more similar in some ways to other industrial machine shop environments, rather than a traditional aircraft maintenance facility.
Shiembob quickly responds, “That’s not an issue here. We’re fortunate that our technicians have a lot of interface with our customers and helicopter operators. They are routinely asked to assist in the field with a variety of tasks from troubleshooting to rigging an engine. We maintain a very high sense of aircraft maintenance and aviation in our shop. Ask the guys in the shop and see for yourself,” he concludes.
In the shop I passed by a number of work benches, storage cabinets, and desks displaying the FAA Personal Minimums Checklist. I was introduced to Steve Davis, chief inspector, who explains, “I have been an FAA Safety Team (FAASTeam) representative for five years. This provides me the ability to keep the sense of aircraft maintenance and aviation safety in front of everyone here.” He goes on to explain how he communicates FAASTeam information by posting written communications throughout the shop and presenting related FAASTeam information to all technicians during monthly quality meetings. Shiembob was right.
When asked what advice could be provided to maintainers in the field regarding drivetrain components Shiembob says, “By following the preventative maintenance and inspection guidelines, time in service increases and repair costs decrease. One of the common things we see is when customers take equipment off-line for an extended period of time. They should look into the storage and preservation process. Taking these extra steps extends the life of the engine and components.”
CANTON, Ohio – Oct. 17, 2012 – The Timken Company (NYSE: TKR) will exhibit its full-range of aerospace aftermarket parts and services at booth number 3307 at the National Business Aviation...
The 120,000-square-foot Mesa campus includes 30,000 square feet of custom-designed space for its new MRO activities as well as a second engine test cell and facilities for nondestructive tests and...
It continues to expand its capabilities to serve the total lifecycle of overhaul and replacement parts for the aviation industry with 28 new FAA-certified replacement parts for a variety of helicopter...
Timken adds 100 new replacement parts to its extensive, existing portfolio of FAA-approved parts and assemblies.