dougztr
30.04.2021 4:03:09
Metal fatigue is normally the limiting factor of an aircraft's lifespan. Fatigue cracks build up every flight (at start & landing), called a cycle. Therefore the design life of an aircraft is typically given in cycles.
See full version: What is the lifespan of commercial airframes (in general)
Metal fatigue is normally the limiting factor of an aircraft's lifespan. Fatigue cracks build up every flight (at start & landing), called a cycle. Therefore the design life of an aircraft is typically given in cycles.
You always hear that the Boeing 737 have been flying for so many years and the Airbus A310 for that many years, but of course that include new airframes being produced all the time. What is the lifespan of one airframe on average in general use by airlines, before it is scrapped?
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Savvy airlines are looking for ways to compare variable and fixed costs, review performance and specification data, and benchmark current aircraft operating costs so they can calculate budgets, residual value, and net present value. At the end of an aircraft lifespan, dismantling and recycling come with their own cost-tracking procedures—and an opportunity for extracting maximum value from these assets.
Of the phases in an aircraft’s life cycle, its service life gets the most attention—and for good reason. A comprehensive service strategy is critical to maximizing performance, ensuring safety, satisfying all FAA regulations and, ultimately, enhancing profitability. here
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When it comes to the life cycle of a plane, it’s not about how many hours they fly, but how often. The average life cycle of an aircraft, from purchase to retirement, is between 20 and 36 years, depending on the model. At AerSale ® , we divide that time frame into three key phases, each paired with a robust strategy for maximizing performance and minimizing costs. more
On the one hand, a strong global economy and the factors that drive traffic growth—consumer confidence and increased wages, for example—could fuel greater demand for additional aircraft. But on the other hand, a significant long-term jump in jet fuel prices could encourage airlines to increase retirements of old, less fuel-efficient aircraft and, where possible, meet demand with new, more efficient aircraft. No matter the scenario, an integrated MRO strategy is key to maximizing value at every stage of aircraft life cycle management, from planned and unplanned maintenance to an aircraft’s value when it leaves the fleet to be leased, sold, or scrapped. more
It’s important to consider aircraft life cycle management costs such as hangar, maintenance, parts, and warranties. Newer aircraft have fewer issues, in general. In many cases, older aircraft may have looming costs such as D checks or an engine midlife inspection. Watch for factors that can affect costs by looking at aircraft and maintenance requirements and management of inventory, along with tracking components, fleet logbooks, purchase orders, warranties, labor, and parts.
One commonly used method of NDE is ultrasonic phased-array testing, which analyzes the echoes from ultrasonic waves to reveal imperfections inside a material. By using several ultrasonic beams instead of just one, then varying the time delays between the beams, inspectors can look inside a material at different locations and depths, thereby determining the size and shape of any defects.
How do airlines determine if metal fatigue has developed in their passenger-liners? Bob Eastin, an FAA specialist on aircraft fatigue, says, "[Airlines] are really relying on the manufacturer's maintenance programs. The manufacturers design the aircraft to be trouble-free for a certain period of time. There are maintenance actions to preclude any catastrophic failures, but that's not to say that the aircraft might not [experience metal fatigue] before those times…. When you get to a certain point [in the aircraft's lifespan], you need to inspect or replace certain parts." here
"Aircraft lifespan is established by the manufacturer," explains the Federal Aviation Administration's John Petrakis, "and is usually based on takeoff and landing cycles. The fuselage is most susceptible to fatigue, but the wings are too, especially on short hauls where an aircraft goes through pressurization cycles every day." Aircraft used on longer flights experience fewer pressurization cycles, and can last more than 20 years. "There are 747s out there that are 25 or 30 years old," says Petrakis. more
An aircraft's lifespan is measured not in years but in pressurization cycles. Each time an aircraft is pressurized during flight, its fuselage and wings are stressed. Both are made of large, plate-like parts connected with fasteners and rivets, and over time, cracks develop around the fastener holes due to metal fatigue. more
Nondestructive evaluation (NDE) inspections are used both during production (to ensure that components start out free of defects) and during an aircraft's service life to detect cracks as small as 0.04 inch. Inspectors might, for example, take a close look at fastener holes located at the wing and spar junction. more
We contacted NDE experts Deborah Hopkins of Lawrence Berkeley National Laboratory and Guillaume Neau, of Bercli, LLC, who together answered in an e-mail: "The challenge in developing an easier and less expensive inspection strategy is to design a technique that can be used from the skin side (of the wing), that does not require removal of the fastener, and that provides the same or better resolution than the conventional method of removing the fastener." Not having to remove the fastener is a big money-saver.
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To satisfy the growing demand for new aircraft, both manufacturers have planned to ramp up already historically high monthly production, according to the Oliver Wyman report. As new deliveries replace older aircraft, the average age of the fleet will drop from 11.3 years to 10.7 years by 2029. In total, that reduction in age trims 22,000 total years of service from what the global fleet would have otherwise accumulated over the next decade. That adds up to more than $3.3 billion of MRO spending.
More than 5,000 aircraft and 12,000 engines have been retired in the past decade, reports Alton Aviation Consultancy. Today, the retirement age for narrow-body aircraft is close to 25 years. here
Our asset management service leverages our in-depth airframe and powerplant technical knowledge, track record as a major investor in mid-life flight equipment, and global aviation expertise. We also specialize in the acquisition of surplus aircraft, engines, and inventory—value that you can invest back into growing your fleet or other critical business needs. [links]
The aircraft in question was 24 years old and originally flown by Germanwings’ parent company, Lufthansa. Germanwings is a low-budget subsidiary of Lufthansa. While the average age of a U.S. domestic commercial airliner is 11 years old, it is not uncommon for aircraft to still be in service at 24, 25, even 30 years old.
"Aircraft lifespan is established by the manufacturer and is usually based on takeoff and landing cycles,” former Federal Aviation Administration official John Petrakis told Smithsonian’s Air & Space magazine. “The fuselage is most susceptible to fatigue, but the wings are too, especially on short hauls where an aircraft goes through pressurization cycles every day." here
That’s a question many are asking this morning in the wake of a crash of a Germanwings Airbus A320 in the French Alps. The flight was en route from Barcelona to Dusseldorf. All 150 on board are believed to have been killed.