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The purpose of Business Aviation Notes is to enhance communication with our customers. Please contact us if we can be of further service to you.
Attending the 2012 European Business Aviation Convention & Exhibition (EBACE) on May 14–16 in Geneva, Switzerland? If so, please stop by our booth, which is located in Palexpo Center, Hall 6, Booth #1143.
Additionally, please join us at our customer reception at our booth on Monday, May 14 from 4.00pm–5:30pm. Hope to see you there!
At GE, our customers should enjoy an exemplary customer experience. Using your feedback, we are constantly evolving and always striving to exceed your expectations.
Here are a few things we have done to improve your experience:
1. Increased the number of people who support you
2. Expanded GE’s Authorized Service Center network
3. Simplified contracts and day-to-day business interactions with you
4. Added operations and training centers globally
5. Improved our communications with you
However, these changes are only effective if you feel the benefit. If you are not feeling the difference, we really want to hear from you!
Tell us what’s working well and what additional improvements you would like us to make. We also welcome your feedback through industry surveys such as those found in Aviation International News (AIN) and Professional Pilot magazine.
Your feedback will help us further improve your overall experience. If you have any questions or comments, please contact me or your local GE Aviation representative.
Thank you.
Brad Mottier
VP Business and General Aviation
+1 513 552 4200
brad.mottier@ge.com
If the 2012 Olympics in London are in your summer plans, GE is ready to assist you by enhancing our support in the region. Our plan includes:
• Dedicated Field Service Engineer stationed at London Luton Airport (LTN)
• Mobile repair teams on standby
• New and exchange materials placed in the region
In the event assistance is required, please contact our Lead Field Service Engineer, Matt Olding, at +1 513 668 6039.
Additionally, our Business Jet Operations Center will be available 24 hours a day, 7 days a week.
International: +1 513 552 JETS (5387)
U.S. Toll-Free: +1 877 456 JETS (5387)
Asia: + 86 400 820 6208
No matter where you land, you’re never alone.
Did you know that by taking five minutes to complete the General Terms Agreement (GTA) today, you can eliminate potential delays the next time you need technical support?
To begin the GTA application, visit https://cwcportal.geae.com/cwcaob/ or contact the BizJet Ops Center at the number below. If you aren’t sure whether you already have a GTA, the BizJet Ops Center can help you. GE requires all customers to have a current GTA on file to receive support, so fill it out today!
BizJet Ops Center
U.S. Toll-Free Tel: +1 877 456 JETS (5387)
U.S. Toll-Free Fax: +1 877 432 3329
International Tel: +1 513 552 JETS (5387)
International Fax: +1 513 552 3329
The first quarter brought some exciting additions to GE’s Authorized Service Center (ASC) network. The new centers are authorized to service the CF34-3 engine that powers the Bombardier Challenger series. Under ASC agreements, service centers can perform line and engine maintenance as well as provide warranty support and facilitate access to both GE parts and technical support. In coming newsletters, we will highlight each of these facilities.
Recently, GE named Aero-Dienst as an authorized service center. Along with the services listed above, Aero-Dienst is also authorized to provide inspections for time-between-overhaul extensions. Located in Nuremburg, Germany, Aero-Dienst is the only German company serving all aspects of business aviation. The company has been one of the leading service providers in European business aviation for 50 years. In addition to maintenance services, Aero-Dienst offers executive charters as well as worldwide ambulance flights.
Aero-Dienst GmbH & Co. KG
Flughafenstraße 100
90411 Nuremberg
Customer Service
Tel.: +49 911 9356 522
Fax: +49 911 9356 402
http://www.aero-dienst.de/
For all technical questions or AOG support, your first point of contact is your regional Field Service Engineer (FSE). If you aren’t sure who your FSE is, the 24/7 BizJet Operations Center (BJOC) can point you in the right direction.
BizJet Ops Center
U.S. Toll-Free Tel: +1 877 456 JETS (5387)
U.S. Toll-Free Fax: +1 877 432 3329
International Tel: +1 513 552 JETS (5387)
International Fax: +1 513 552 3329
Asia: +86 400 820 6208
For any commercial issues or other general inquiries about your engines, please contact the following Customer Service Managers:
Nick Davies
CF34-8E/10E (Lineage), M601/H80 Turboprops
+1 513 552 5996
nick.davies1@ge.com
Akhtar Naqvi
CFM (Boeing Business Jet/Airbus Corporate Jet), CF700, CJ610
+1 513 552 4369
akhtar.naqvi@ge.com
Andy Pierson
CF34-3/8C (Challenger)
+1 513 552 6777
andrew.pierson@ge.com
Are your engines fully covered by a maintenance program? For our owners, we recommend a GE OnPointSM service and support solution agreement to safeguard your asset and increase the value of your aircraft. OnPoint is a comprehensive maintenance program tailored for your GE-powered business jet. This program will provide you with extensive maintenance coverage at predictable costs. With services ranging from diagnostics to loaner engines to shop visits, GE’s OnPoint program offers peace of mind through a dollar-per-engine-flight-hour plan.
If you are not currently an OnPoint customer, please contact our dedicated OnPoint representatives, Bill Hoernschemeyer or James Curcio. They will guide you through the process of finalizing the details of an OnPoint agreement to ensure immediate engine coverage.
Bill Hoernschemeyer
+ 1 513 552 2936
bill.hoernschemeyer@ge.com
James Curcio
+1 513 552 5825
james.curcio@ge.com
On February 14, President Obama signed the FAA Modernization and Reform Act of 2012 (H.R. 658), which will modernize the U.S. national aviation system. This bill authorizes $63 billion to the Federal Aviation Administration (FAA) to enable the upgrade of the U.S. air traffic control system to the next-generation technology.
The bill also includes a long-sought provision to phase out older, noisier jets, which are presently exempt from a Congressional law passed more than 20 years ago. Section 506 of this bill prohibits, after December 31, 2015, the operation of jets weighing 75,000 pounds or less that do not comply with Stage 3 noise levels, within the 48 contiguous states. FAA registration records indicate more than 850 of such aircraft are currently in operation around the globe. However, it is not clear how many are still operating in the U.S. Owners of these aircraft have until the end of 2015 to modify their aircraft to meet the new standards or discontinue their use in U.S. airspace.
Dassault’s Falcon DA20 aircraft is affected by this regulation. Falcon 20 has maximum takeoff weight of 28,660 pounds and its GE CF700 engine does not meet the FAR 36 Stage 3 and ICAO Annex 16, Chapter III limits. GE proactively addressed this issue in 1993 by developing a hush kit modification, which reduces the engine noise to meet Stage 3 requirements. Currently, about 100 Falcon 20 aircraft operate in the U.S., while 80 aircraft fly in other parts of the world.
Reduction in noise level is achieved by increasing the number of vanes in the fan exit guide vane assembly (Fan EGV). These redesigned vanes re-contour the flow path to reduce the noise signature. Unmodified fan assembly has 57 vanes, while the modified assembly has 110 vanes.
CF700 Service Bulletin 72-153 addresses this modification, and “Procedure for Field Rework” PFR CJ/CF-9028 provides instructions, spare parts list and tools for accomplishing the rework.
GE developed this modification in collaboration with Noise Reduction Engineering, Inc. (NRE). About 140 engines received the hush kit modification before 2003. Since then, there has been no significant demand. With the new regulation in place, a renewed interest in the modification is likely. If you have any questions on this engine hush kit or the modification required, please contact GE’s Customer Support Manager for CF700 engines, Akhtar Naqvi at akhtar.naqvi@ge.com, or +1 513 325 2928.
On March 14, the U.S. Federal Aviation Administration (FAA) approved type certification for GE Aviation’s new H80 Turboprop engine.
This certification paves the way for the H80 to enter service, starting with the Thrush 510G. The H80 engine has also been selected to power the Aircraft Industries L-410 commuter aircraft and Technoavia’s newly designed Rysachok aircraft.
The H80 combines the elegant, robust design of the M601 engine with GE’s 3D aerodynamic techniques and advanced materials. The result is a more powerful, fuel-efficient and durable engine with no recurrent fuel nozzle inspections and no hot section inspection. Production ramp-up for the H80 engine is underway at GE Aviation’s Czech facility in Prague, where the engines are manufactured. GE anticipates producing 70 H80 engines this year and more than 100 engines in 2013. An extensive network of service and support centers is in place to provide assistance to H80 customers around the world.
If you have any questions about the H80 engine, please call our H80 Marketing Manager, Matt Gerus, at +1 513 552 2985 or matthew.gerus@ge.com.
Coming up with a catchy phrase to describe the proper use of continuous ignition on the CF34-3 engines is a challenge. To keep your engines singing the right tune on each and every start is, fortunately, a lot easier. The key to prolonged component life of the CF34-3 engine ignition system starts with a good understanding of the design architecture. For simplicity’s sake, the information provided here is specific to the CF34-3 engine, but the design concept is similar on other GE engines found on business jet applications, including the CF34-8C.
The CF34-3 ignition system is an airframe-powered, capacitor-discharge and high-tension type design. Each powerplant has dual engine circuits, for safety and redundancy, to supply the necessary electrical power required for combustion during engine start. They are labeled IGNITION-A and IGNITION-B. The components include:
The ignition systems for the left and the right engines are the same, but operate independently. Both exciter boxes utilize 115 volts AC and are identical part numbers. The IGNITION-A system is powered by the 115 volts AC ESS Bus, while the IGNITION-B system is powered by the 28 volts DC Bus, through the static inverter. They are located at (approximately) the 11 and 12 o’clock positions respectively.
The two surface-gap type igniter plugs are located in bosses in the combustion chamber frame at the 2 and 10o’clock positions. The 10 o’clock igniter plug represents the "A" ignition circuit as labeled in the cockpit, and the 2 o’clock plug represents the "B" ignition circuit. The igniters are connected to the ignition exciters by means of two ignition leads.
There are three ignition system operational modes:
In the normal (or manual) mode, the ignition systems are controlled from the L-ENG-R/IGNITION panel. When ignition A or B is selected, the respective ignition system is armed and the white ARM light illuminates. With the starting system energized (L-R ENG START switch/light pressed), power is supplied from the IGNITION SET switch/light to the engine start relays and then to the ignition power (exciter boxes).
The related ignition green “ON” light illuminates along with the A or B ignition green EICAS IGNITION A (B) advisory message. The start sequence is latched and the START switch/light “switch” is released. When the engine starts and accelerates to the idle speed, the starter cutout switch opens at 55% N2. At this point, the start latch relay and the start bleed air relay de-energize, deactivating ignition, the switch/lights extinguish, and EICAS messages un-post.
The continuous ignition mode may be selected by pressing the “CONT” ignition switch/light on the L-ENG-R/IGNITION panel. When continuous ignition is selected, both ignition systems A and B are activated, both green “ON” lights illuminate, and the IGNITION A (B) advisory EICAS message posts.
According to Bombardier training publications and FCOMs, “continuous ignition must be used during the following flight conditions”:
The auto-ignition mode is activated by the Stall Protection System (SPS) based upon angle-of-attack (AOA) data. Both ignition systems A and B are activated by the stall warning computer, and remain on until the airplane flight attitude is corrected. The system is also activated when the SPS is tested.
Please note that both ignition systems A and B are disabled on the associated engine when the L (R) “ENGINE FIRE PUSH” switch/light is selected. If continuous ignition was in use prior to the L (R) “ENGINE FIRE PUSH” switch/light being selected (to comply with an engine related checklist procedure), the white “ON” annunciation of the “CONT” switch/light will extinguish, but the green “ON” lights in the switch/lights remain illuminated, and the IGNITION A/B advisory EICAS message remains displayed (to advise the crew that continuous ignition is still active on the unaffected engine).
Flight operations departments can implement several best practices to prevent premature ignition system life-cycle reduction. As always, airframe OEM procedures supplant any information presented in this newsletter. If you recall from the system description presented above, both systems are powered by 115 volts AC with system A receiving power from the AC ESS Bus and system B receiving power from the BATT Bus through a static inverter. Unnecessary use of continuous ignition has been demonstrated to reduce ignition system component life by 45% when exciter boxes work harder to fire deteriorated igniters.
In flight departments that have an internal policy of utilizing continuous ignition for every take-off and landing (T/O and Ldg.), some operators have reported that ignition system components have been replaced at 900 flight hours versus the engine maintenance manual limits of 1,600. GE Flight Operations Support queried multiple flight departments and industry training providers that have advocated the use of continuous ignition on all T/Os and Ldgs for their input. Most indicated their policies stemmed from concerns about engine operation due to FOD ingestion during T/O and Ldg. as the primary reason for differing from FCOM norms.
The nature of the fan design on the CF34 is such that FOD ingestion (e.g. ice, particulate matter, birds, etc.) is designed to be thrown to the outer diameter of the fan by centrifugal force. The design of the fan and cowl minimizes FOD ingestion to the core airflow path and promotes the movement of contaminants into the bypass airflow. FOD is then ejected into the slipstream rather than causing an obstruction of compressor core airflow and combustor ignition.
There are no additional requirements for the use of continuous ignition on the Challenger 601/604/605/850/870/890 series aircraft. Excessive use of the continuous ignition outside of FCOM guidance will lead to shorter life-cycle times and is detrimental to component life. Accordingly, there are no regulatory or published techniques for the use of continuous ignition beyond what is stated here. GE does not advocate any continuous ignition usage procedures conducted during engine flight or certification tests as a basis for change in normal engine operating procedures. We do, however, respect the authority of the pilot in command and pilot prerogative in operating the aircraft.
There is an economic impact as well to the use of continuous ignition. Our Product Support Engineering (PSE) has provided the following response to operator questions about continuous ignition usage:
If we assume that the total ignition time for a given flight for both igniters is 15 min (both takeoff and landing combined)…that is roughly 8X the duration currently assumed in the manual. Because of this, we would change our current inspection interval – based on that additional duration – to every 200 flight hours. Again, GE does not recommend the use of this excessive continuous ignition unless warranted (as directed by the AFM). However, if an operator chooses to use continuous ignition during every takeoff and landing, GE would recommend inspecting per the ESM…SEI-870, 72-00-00 – Maintenance Practice 17 – Table 201…every 200 hrs.
Our recommendations are to follow airframe FCOM guidance. The best practices presented here follow the GE engine operating instructions (OI) from which airplane flight manual (AFM) procedures are derived for the engine installation on Challenger 601/604/605/850/870/890 series aircraft. GE Aviation Flight Operations Support is the proponent for the engine OIs. GE’s instructions on the use of continuous ignition on the CF34-3 are as follows:
A. Continuous ignition must be used during takeoff from contaminated runways, during heavy turbulence, heavy precipitation, in the proximity of lightning activity, and in accordance with the Aircraft Flight Manual. Use of continuous ignition in excess of these conditions will cause premature deterioration of the ignition exciters, igniters, and ignition leads.
B. If large quantity of ice on the airframe is detected, either visually or by ice detectors, and engine/cowl anti-ice has not been activated, activate continuous ignition before the activation of engine/cowl anti-ice. After a minimum of 1 minute of stable engine operation, with engine/cowl anti-ice activated, continuous ignition may be deactivated.
We welcome any input that you have to provide continuity in offering best practices to the pilot community. Please contact us at flight.operations@ge.com. As always, Fly Safe!
2012 Tradeshow Calendar | ||
| May 14-16 | EBACE (Europe) 2012 | Geneva, Switzerland |
| June 7 | NBAA Regional Forum | Teterboro, NJ, U.S.A. |
| July 9-15 | Farnborough | London, U.K. |
| July 23-29 | Oshkosh | Oshkosh, WI, U.S.A. |
| July 27-August 12 | LABACE | Sao Paulo, Brazil |
| September 18-20* | BA Challenger 600 & 800 Advisory Committee | Montreal, QC, Canada |
| September 20 | NBAA Regional Forum | Seattle, WA, U.S.A. |
| September 24-28* | BBJ Owners/Operators Conference | TBD |
| September 25-27 | Regional BA M&O Europe | Berlin, Germany |
| October 16-18 | BA Global Advisory Committee | Orlando, FL, U.S.A. |
* Tentative
2012 Training Schedule | ||
| All training sessions will take place in Cincinnati, OH, U.S.A. | ||
| CF34-10E Line Maintenance 1.0 | May 14-16 | |
| CF34-10E Line Maintenance 1.0 | June 4-6 | |
| CFM56-7 Line Maintenance 1.0 | June 5-8 | |
| CFM56-7 Line Maintenance 1.0 | June 19-22 | |
| CF34-10E Line Maintenance 1.0 | June 25-27 | |
To learn more about our training offerings, visit our Customer Service Training page.
