Home' Asian Aviation : AAV Feb 2014 Contents AsianAviation | FEBRUARY 2014 41
ESA's acting managing director Tim Cormier.
Fan blade and front compartment damage from
events such as bird strikes and teething troubles
with the gearing system are seen as the most likely
reasons for potential early shops visits.
"We already have the tooling on board - we recently
sent some of our employees here to East Hartford
[where Pratt & Whitney has its headquarters] for
training. We should have our capability set by the
middle of next year," Cormier says. The first engine
will be a shake-down unit for training purposes.
The facility was formed when a joint venture between
Singapore Airlines Engineering (SIAEC) and Pratt &
Whitney was established in 1998.
It consists of two buildings for assembly/
disassembly, plus two test cells, with 300,000ft2 of
operational space and a total footprint of 650,000ft2.
The total number of employees is a round 800. "In
any given year, we'll service about 30 customers, with
a total customer base of around 60," says Cornier.
At the moment, 95% of ESA's workload is for the
PW4000 engine that powers the Airbus A330 and
Boeing 777 and 767, among others. There are three
different families based on fan blade diameter - the
94", 100" and 112". The other 5% comes from an
arrangement with GE Pacific for the GE90 that
powers the 777. ESA has full B2 and partial B3
(module maintenance) capability for the latter.
Around 70% of the shop visits are for heavy
maintenance, with 30% for light visits. The total man
hours amounts to around a million per year.
In terms of turnaround time, for the smaller 94"
engines the target is 57 days, while for the 112" the aim
is for 90 days. "This is for typical heavy maintenance,
depending on work-scope," says Cormier. The facility
can handle up to 300 engines per year.
The test cells, originally constructed in the
1980s, have recently been upgraded to handle the
Advantage 70 programme, developed specifically for
the 100" variant that powers the A330. This package
increases certified thrust to 70,000 lbf (from 64,500
to 68,600 lbf); reduces fuel burn by about 1%, and
reduces maintenance costs by around 15%. It was
originally introduced at the Farnborough air Show in
2006. The test cell upgrade cost around US$5 million.
The cells have also been correlated to handle the
GTF, and ESA has also invested in tooling for the
new engine type.
As well as engine overhaul, Pratt & Whitney also
carries out repair work at various sites in Singapore,
including CAS in Loyang, which caters for engines
such as the PW4000, IAE V2500 and CFM 56. This
used to be known as Combustor Airmotive Services,
but changed its name to reflect the fact that as well
as combustion chambers, it had added various other
components, such as heat shields on high and low
pressure turbines and fuel nozzles.
Around 45% of work carried out at CAS is for ESA,
with the rest including a range of airline customers,
but also Pratt & Whitney engine shops in places like
Turkey, New Zealand and Columbus, USA. Other
customers include MTU Maintenance Zhuhai. "We
also do work for part brokers, such as dividing the
engines and engine tear down," says Richard Wong,
plant manager at CAS.
Among the services to customers of all types
offered by CAS is monitoring of quality clinic process
control data. This involves examining turnback data for
certain patterns. "Over time, you see what the highest
turnback is," explains Wong, pointing to an example
where the highest turnback was undercutting.
"So we see what we can do to minimise this going
forward. It could be an incoming condition, so we
go back to the customer and say, for the last two
years we didn't have this problem, but now we do.
Let's have a discussion - is there something in your
operation that is different now? Maybe its wear and
tear, which means we have to do more - we have to
be proactive in repairs and look at the trends that are
coming up," Wong says.
This approach also helps CAS plan its labour
needs. "If, for example, we need more welding work,
we can get more welders in. Or carry out more skills
training in certain areas."
In 2012, CAS changed its layout after consulting
Japanese lean gurus. "They advised us on our layout
after carrying out an analysis of the whole process
flow," says Wong.
The result was the combination of the IAE V2500
and CFM56 cell lines. "We streamlined the process,
for which we won a Singapore Lean Productivity
award," notes Wong. CAS received S$50,000 for
this, but the real prize was the saving of space.
"Singapore land is expensive. We can now squeeze
cells into more productive space," says Wong.
The flow line is now made up of multi-operational
booths, each equipped with tooling for both the
V2500 and CFM 56 engines. "Everything is there,"
says Wong, adding that another important gain is a
big reduction in noise - and the addition of air-con.
CAS has also done away with cranes, with everything
transported around on kit carts.
This space will not be empty for long - CAS is
planning on adding two new components to its
repertoire. "We plan to bring more repairs into the
facility now we have space," says Wong. "By the end
of 2014 there will be two new products - we're in
midst of doing a business case and at the tail end of
discussions," says Wong.
CAS handles around 40-50 combustion chambers
per month, and around 1,500-to-1,600 fuel nozzles in
the same period. Turnaround time targets are around
15 days for fuel nozzles and 18 days for combustion
chambers. The facility currently employs around 130
people, but Wong says this will increase once the
new component repair capabilities are approved. ✈
"By the end of 2014 there will be two
new products - we're in midst of
doing a business case"
plant manager Component Aerospace Singapore
Eagle Services Asia
Links Archive AAV Dec13-Jan14 AAV March 2014 Navigation Previous Page Next Page