If you’re a Dash 8 operator, aircraft MRO, or lessor, this post is for you.
This is your go-to resource for the current major Dash 8 components we have available now or in the near term.
Bookmark this page as it’ll be updated often.
Do you have surplus aircraft part inventory?
This unnecessary buildup occurs when you order inventory in preparation for near term consumption.
When that consumption never occurs. Voila! Surplus inventory builds up.
Here’s the impact that this causes to your operation.
It’s not the price you pay, how business savvy you are, or how excellent your negotiation skills are. This is the MOST IMPORTANT skill you need when purchasing aircraft parts.
Your surplus aircraft material was sitting. Rotting. Wasting away on your shelves.
Slowly eating away at your operational results. Chomp. Chomp. Chomp.
Cash was being sucked down the surplus drain. And the only thing you could do was…
Price. How important is it to you? How often do you try and get the lowest price? I’m sure you’re thinking to yourself, “It’s incredibly important.” and “Every chance I get.” And that’s fair. It’s also common to ask how much something costs. Or to reduce the cost of something. We often use price and cost interchangeably. That’s a mistake.
You know the saying. Don’t judge a book by its cover. Well, for your aircraft, that’s not true. If it’s dirty they’ll laugh and say goodbye birdie. Remember that. On the exterior, dirt will hide in cracks, working rivets and damaged areas. It looks bad. Your interior is no different. If there’s junk everywhere, broken tray tables, dirty seats, messy lavatories, it represents your operation.
Are you an aircraft maintenance professional? Do you want to be great at what you do? You went to school but it doesn’t end there. Whether you’re in engineering, supply, material, maintenance, VP, or the hundreds of other important roles, reading and developing your skills is important. We’ve compiled a list of 5 must read books to help you become an aircraft maintenance rock star.
It’s common business knowledge that excess inventory is a liability, but it’s also common that you can’t sell what you don’t have. Traditional inventory management approaches force you to purchase excess inventory to pad yourself against stock-outs, causing you to carry excess. You literally have to decide what’s worse for your business: running out of inventory or carrying too much.
You're no stranger to an AOG. You despise them. They make you sweat. They make you mad. They may even make you cry. No matter how much work engineers and technicians put on the aircraft, or how much time you spend planning, AOGs still occur. There’s no luck involved. They’ll happen and we’ll need to fix it. I recently saw an AOG for a slow moving, non-stocked expendable. Anything is possible. It’s madness I tell you!
Why plan? It’s unnecessary. It takes too much time and you have very little time and money. But, if you plan your aircraft material needs right, you'll get back both.
So what’s holding you back? Is it the hundreds of emails flooding your inbox? Is it the pressure? Is it the non-stop, drop everything AOGs sucking the life out of your day?
That's fair. But since 23% of your direct maintenance costs go to components, it's an important topic.
The terms "regulation" and "aviation" are polarizing topics. Some want tons of regulation, some want none. Some would rather criticize in public and praise in private. So what's the balance? Where do we go from here?
What’s an aircraft part exchange? Without boring you and breaking out the technical dictionary, it’s a mechanism where you receive a serviceable component and return an unserviceable core at a later date.
Aircraft maintenance regulations are annoying. People, even you, complain about regulations. Like you just received a burger without the bun. You despise. it. It annoys you. You feel it slows your workflow. And don't get me started on all the unnecessary paperwork.
Here's this weeks ADs to help you take the right measures to fix and correct the reported problems.
If you already have expertise on this issue, please make your comments in the comment section below. Let's keep the conversations going so we continue to keep reliable aircraft in the air.
[Tweet "Let's keep the conversations going so we continue to keep reliable aircraft in the air. ;)"]
"This AD requires repetitive detailed inspections of the cage assembly, window louver panel assemblies (WLPAs), and blowout panels (BOPs), and corrective action if necessary. This AD was prompted by reports of several cases of damaged or detached decompression WLPAs and BOPs. We are issuing this AD to detect and correct damaged and detached WLPAs and BOPs. A detached WLPA or BOP could delay smoke detection in the cargo compartment, and in the event of a cargo compartment fire, this could lead to an uncontrolled cargo compartment fire."
"We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace Corporation Model GVI airplanes. This AD requires repetitive breakaway torque checks and torquing of the brake inlet self-sealing couplings. This AD also requires revising the airplane flight manual to include procedures to follow in the event of certain display indications. This AD was prompted by reports of the self-sealing couplings on the brake inlet fitting that have been found backed out of the fully seated position. We are issuing this AD to detect and correct inadequate torque on the self-sealing coupling. This condition could result in an unannounced total loss of braking capability on one or multiple brakes, which could result in a runway overrun or asymmetrical braking that can lead to a lateral runway excursion."
Cost = $170 per check/torque cycle
