gse

Recalibration Guidelines: Aircraft Oxygen & Nitrogen Service Cart Gauges

March 19, 2012 by AERO Specialties

Questions often arise regarding gauge calibration regulations when servicing aircraft oxygen and nitrogen systems. The Federal Aviation Administration (FAA) regularly conducts aircraft support equipment inspections and may impose monetary fines for using equipment with expired calibration certificates. Equipment that does not meet FAA guidelines can also be removed from service at the discretion of the FAA. It often surprises customers that there is not an exact timetable or calibration cycle dates specified by the FAA for recalibration of oxygen and nitrogen service systems and their oxygen/nitrogen regulators and booster (intensifier) systems.

Most common industry and military standards determine the typical gauge calibration life cycle to be 6 to 12 months. The objective of gauge recalibration is to minimize out-of-tolerance conditions to an acceptable level. Consensus or organizational standards may be established at operations where no national standards exist. If no consensus standards have been established, the original equipment manufacturer (OEM) standards should be used. The proper way to establish the correct gauge recalibration frequency standard is to either examine the literature from the original equipment manufacturer to determine the stability of the gauge(s) and/or adhere to the standards set forth by your organization. Ultimately it is the responsibility of the end user (owner) of the oxygen & nitrogen systems (or any aircraft servicing equipment) to determine the appropriate calibration interval under the requirements of its own quality management system.

Obviously, the potential issues that can arise from operating equipment that is past its re-calibration due date can be costly – through damage to the aircraft, danger to personnel (during tire servicing for example) or via the removal, “red tag” or quarantine of service equipment… Pressure gauges 12 months or older can be prone to experiencing out of tolerance conditions. Gauge degradation is inevitable over the lifetime of any gas pressure measuring instrument and gauge accuracy is properly ensured through periodic professional calibration. The cost of such recalibration is relatively inexpensive, but can often surpass the total cost of purchasing new calibration certified gauges (labor costs, shipping costs, and equipment downtime add up in the long run). For this reason, most customers choose to purchase new gauges in lieu of recalibration.

As always, we are more than willing to assist or answer any questions. We provide new gauges and calibration services for customers on a daily basis.

28.5V DC GPU Load Bank Test – JetGo vs Hobart

January 24, 2012 by AERO Specialties

The Hobart JetEx series ground power units (GPU) are in my opinion the most widely used diesel driven 28.5vDC GPU in the USA (and possibly the world). It is a common occurrence to see these unit on the ramps at FBOs, corporate flight departments, regional airlines and military installations (I also see, well more like “hear” many Davco Magnum units out on the regional airline ramps).

While Hobart may be the “industry standard” and name brand in the aviation world; this is a large market segment with many other companies manufacturing DC & AC GPUs (some higher quality and some of much lower quality).

With this said, while the JetEx4D has been replaced with the newer JetEx5D my focus for now is on the JetEx4D. As there seem to be many more JetEx4D units on the ramps than the JetEx5D, and many customers often call or email me to receive pricing on used or refurbished JetEx4D units. A customer could expect to pay the following for the units mentioned above in refurbished or good used condition:

Hobart JetEx4D (1983 to 1992) ~ $16,000 to $22,000
Hobart JetEx5D (1995 to 2005) ~ $19,500 to $27,000
Davco Magnum (1993 to 2005) ~ $16,000 to $25,000

With this said, I have chosen to compare a rebuilt Hobart JetEx4D to a new JetGo GPU, as they have similar price points. My selection for this test was the JetGo 550Mti, which is the most popular of the JetGo models and leads the diesel-electric hybrid market in both technology and function.

My test method was through the use of Cannon L-28 and L-29 Load Banks, which accurately simulates the amperage draw of both aircraft engine starts and the continuous loads you can expect from a regional aircraft or mid-size business jet running avionics, lights and the electrical conditioned air systems where applicable.

While both units performed very well, and provided more than enough power needed to safely start and support the power needs of most aircraft; the JetGo unit slightly outperformed the Hobart unit in response time, amperage/voltage and engine “bog”. The JetGo 550Mti also provides more peak starting amperage than the venerable Hobart JetEx4D (550Mti = 2300 peak amps and JetEx4D= 2000 peak amps) and both easily put out 550 continuous amps. Though the JetGo was noticeably quieter and burned 56 percent less fuel over the course of the test operations.

In addition to the previously mentioned, the JetGo unit was much smaller, lighter and easier to use; with little room for any operator error that could lead to hot starts or aircraft damage (the JetGo was basically push button operation with full automation). Another advantage of the JetGo was its ability to provide 24vDC power without the engine running, allowing customers with 24 volt avionics packages the ability to run preflight checks and avionics updates inside the hangar (via the onboard hybrid battery system).

While both the JetEx4D and JetGo 550Mti held up to expectations and performed similarly during the load bank tests; they are further separated by the low level of maintenance the JetGo GPU required during the preventative maintenance procedures. Not to mention the price, as the cost of a new JetGo is similar to the cost of a rebuilt JetEx4D….

GSE product showcase tour is on the road

August 1, 2011 by AERO Specialties

As mentioned in a previous post, I have embarked on a grand road trip that will showcase our latest aircraft GSE product offerings to current and new customers on the East Coast of the U.S. Here is an abbreviated version of a GSE operation that has been my dream for years.

It has been quite a journey thus far…leaving Boise, ID, on my way to the Atlantic seaboard, I stopped off in Taylor, MI to hang out with the team at Eagle Tugs, get some necessary hands-on training and observe the high-quality manufacturing processes that are required to build the advanced electrical systems on Eagle’s line of electric aircraft pushback tugs and aircraft tow tractors. Big thanks to Jace Morgan and Justin Akinleye for their awesome hospitality. They build some amazing equipment.

Heading East from Taylor, I barely left the Eagle Tugs facility in my RV before the intercooler on the diesel engine turbocharger decided to stop working. I had almost made it to Ohio without any complications, my lead foot may have been a contributing factor, but don’t tell the boss…Anyways, I ended up spending a week in Detroit and good chunk of cash getting my motorized pony on the road again.

Fast forward, I arrived at my first planned airport of the GSE Product Showcase Tour, Westchester County Airport in White Plains, NY. I enjoyed meeting and spending time with Dan, Walter and the crew at Panorama Flight Services. They gave nothing but positive feedback on the JetGo Ground Power Units (GPUs). After a successful initiation of the GSE Showcase Tour, I headed down the ramp to visit the folks at Million Air who were excited to operate some new GSE.

Ted, Mike and Bill at Million Air were exceptionally accommodating and helped move my ‘train’ of vehicles and equipment into place with their trusty Gators and Bobcats. Million Air was gracious enough to provide a complimentary valet service for the RV and allowed me to camp out in their car park (yes, I am Australian). These guys put the ramp equipment through the ringer and it still came out shinning. It was great to see AERO’s equipment tested by some of the best in the business and result in nothing but smiles. Thanks Million Air for your warm reception; it was my pleasure.

The initial stop on the GSE Product Showcase Tour was a success all-in-all. I’m still working out some kinks in the operation, but we’ll soon have this production dialed in. It was topped off by a stop at the local watering hole, the Cobblestone. There is nothing like some chicken parmesan to close several days of GSE-filled excitement.

This first portion of my journey has certainly been a learning experience. I’ll soon be on my way to Teterboro Airport in Northern Jersey. I can’t wait to see what is in store for me there. I’m looking forward to keeping updated on my whereabouts. Check back soon. Cheers from White Plains.

Adventures in global aircraft GSE distribution

July 8, 2011 by AERO Specialties

We recently had the pleasure of hosting Mark Merten, from Australia, at our Boise manufacturing facility. Mark is a representative of GSE Services Pty Ltd., our new distributor in the Australia Oceania region. Mark embarked on quite the extensive motorcycle journey down the West Coast of the North American continent, heading South from Alaska, and decided to stop by to check out our facility. After riding his motorcycle for 5 days, and 2600 miles later, Mark showed up prepared to learn about our aircraft ground support equipment manufacturing processes and ended up shipping 5 towbars back to Australia. Mark is pictured here (left) with AERO Sales Representative Brad Streeter.

During his facility tour and equipment training session, Mark helped our oxygen and nitrogen department build our oxygen and nitrogen aircraft service carts. Specifically, Mark worked on our 2-bottle Tilt N Tow service cart and our 3-bottle remote service oxygen cart, complete with an onboard nitrogen power supply, which replaces the compressed shop air normally used on a hanger-specific unit. Mark also participated in the building of a JetGo 550Mti ground power unit (GPU), one product in our new line of aircraft GPUs. He enthusiastically jumped in and got his hands dirty, right alongside our diesel mechanics. Mark had no problem fitting in with our crew and we are confident his company will complement and enhance our global image in the GSE industry.

Mark’s adventurous spirit is an indication of how he and his team at GSE Services will represent our brand in the Australia Oceania region, which consists of Fiji, New Zealand and the surrounding islands. We are proud to have influential representation in this region and hope to expand our reach through this distribution agreement. Mark’s intimate knowledge of the aircraft GSE industry is an exceptional asset to us and will prove invaluable as more of our aircraft gse products are supplied to airlines, FBOs, MROs and corporate flight departments in and around Australia.

Good luck Mark! We are envious of your adventurous spirit and wish GSE Services success as we establish and grow our new business relationship. Cheers, mate! Throw another shrimp on the barbie for us!

More information on GSE Services is available at www.gseservices.com.au.

May GSE exporting news

May 25, 2011 by AERO Specialties

AERO Specialties has a few reasons to celebrate this May that are worth sharing. We were the recent recipient of the 2011 U.S. Small Business Administration’s (SBA) Northwest Region Exporter of the Year Award. This recognition comes in addition to being designated by the SBA as the 2011 Idaho Exporter of the Year. AERO Specialties’s achievements were honored during the Boise, Idaho World Trade Day celebration, held on May 4, 2011 at Boise State University. We have worked very hard over the course of the past year and are extremely proud to be honored by the SBA for our contributions to growing the U.S. export market.

Obstructions in the supply chain seem to be hampering the manufacturing efforts of other companies in our industry. We are very well positioned to meet manufacturing demands and capitalize on the resurging economy by overcoming supply chain and logistical problems. We are attempting to avoid the mistakes of others and remain committed to exporting American manufactured goods. Exported products represent approximately 40 percent of total annual sales for AERO Specialties; a percentage which we continue to work towards growing.

Following the SBA Regional Exporter of the Year recognition, AERO secured a new distribution partnership with GSE Services Pty Ltd. of Australia. GSE Services will be an AERO distributor for the Australia Oceania region that encompasses Australia, New Zealand, Fiji and the surrounding islands. There is significant market demand for our products in this region and we will now be able to more closely meet the demand from this region’s growing customer base. We are excited for the future of this partnership and the prospect of increasing international sales in this region. GSE Services will perfectly complement our international sales force and only add to our vault of industry knowledge and unparalleled customer service.

AERO Specialties is striving to make significant gains, both domestically and internationally, as the aviation industry begins to recover from the global economic downturn. Our efforts are highlighted by recent awards and distribution agreements. We believe that our company’s values, founded on the principles of high-quality manufacturing and knowledgeable customer service, will provide the path to a prosperous future. We hope to provide a solution to your GSE needs, whatever they may be and wherever you are located. Please do not hesitate to contact us with any questions you may have regarding the equipment needed to service your aircraft.

Pushback Tug Capacity vs. Aircraft Pushback Resistance

January 13, 2011 by AERO Specialties

What Size Tug Do I Need: Pushback Tractor Capacity vs. Aircraft Pushback Resistance

Let me first begin by stating that I am no mathematician or physicist, in fact I am far from either…

However, I do receive many inquiries from customers who have a difficult time selecting the proper aircraft tug for their exact application. So for my first several posts I want to focus specifically on aircraft pushback tractors (and will provide more GSE info in the future).

Correctly matching your tug’s drawbar pull rating (DBP) to the aircraft’s maximum take-off weight (MTOW) will reduce pushback and towing incidents. The following information will serve as a good guide in providing the proper towing equipment for your ramp operations as it is a common subject in the aircraft handling world.

The International Air Transportation Association (IATA) in a Toronto meeting summary memorandum titled “Push back communications” stated that 87% of ramp accidents occur during aircraft push back. 82% of those accidents involve the nose gear.

The conclusions were:

Better training of the pushback procedures to pushback personnel are required.
Improved communications with the cockpit by the pushback tractor operator are required.
Proper pushback tractor and towbar capacity for the size of aircraft being moved will result in elimination of towbar and nose gear damage.

IATA Airport Handling Ground Support Equipment Specification AHM 955: “Functional Specification for an Aircraft Tractor.”

Paragraph 1.4 states ”There shall be four categories of tractors defined in accordance with the maximum aircraft weight.”

Category 1 – aircraft less than 50,000 kg. (110,000 lb.)
Category 2 – aircraft less than 150,000 kg. (330,690 lb.)
Category 3 – aircraft less than 260,000 kg. (573,196 lb.)
Category 4 – aircraft more than 260,000 kg. (573,195 lb.)

Paragraph 3.7 states “The minimum tractor weight for each class as defined in paragraph 1.4 shall be”:

Category 1 – 4,000 kg. (8,800 lb.)
Category 2 – 12,000 kg. (26,455 lb.)
Category 3 – 18,000 kg. (39,683 lb.)
Category 4 – 40,000 kg. (88,184 lb.)

Category 2, 3 or 4 tractors, generating 300% to 1000% greater DBP when pushing Category 1 aircraft can greatly increase pushback issues caused by excessive power. Aircraft pushback incidents therefore increase because the towbar and nose gear are not rated to absorb the excessive power of these larger tugs.

The Category 1 tractor has pushback power protection limits as follows:

Tractor’s drive wheel(s) will slip and lose traction when the Category 1 DBP traction weight (8,800 lb.) is exceeded.
The torque converter will stall at 8,000 lb. DBP to protect the towbar and/or aircraft nose gear.

*These protections are not available when using Category 2, 3 or 4 tractors to push Category 1 aircraft.

Basically stated, using the correct tug for the weight of the aircraft you are moving is essential; as you may find yourself purchasing an aircraft nose gear that far exceeds the cost of a new tractor…

AERO Specialties is dedicated to providing equipment to safely handle your GSE requirements. To make things simpler we have compiled a list of the proper pushbacks for the majority of the aircraft in operation around the world. Don’t hesitate to ask if you require verification or advice.

Your comments are invited and greatly appreciated!

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