37 I MAINTENANCE & ENGINEERING

The purpose of a storage programme is to preserve the aircraft in an

airworthy condition through actions that try to mitigate the impact of the
storage environment and non-operation. Following a storage programme
allows operators to effectively return the aircraft to service. The necessary
activities to preserve an aircraft and return it to service are examined in
this article

The aircraft storage

protocols explained
T
he effects of the Covid-19 figure stood at just over 500 aircraft. outside where the material is exposed to
pandemic have forced many There were more than 2,570 medium, the environment. For new and overhauled
operators to park a large portion large and ultra-large widebodies in storage material, most shops want to move the
of their fleets worldwide. The in April 2020 compared to 350 aircraft landing gear out of their facility as soon as
decision to put an aircraft into storage is widebodies parked at the end of 2019. possible to free up the space,” says James
not as simple as finding a parking position The regional jet (RJ) fleet stored in late Boccarossa, president & chief executive
and covering the engines. There are specific April 2020 comprised about 1,800 aircraft officer at Air Spares Unlimited LLC, a
storage procedures specified in a type’s manufactured by Bombardier and Embraer landing gear trading company and back-to-
aircraft maintenance manual (AMM). in the 50-125-seat category (See table, page birth solution provider.
These start from the moment the aircraft is 38). This is more than a three-fold increase There were 13,626 narrowbody,
parked in the storage location. The aircraft from the 540 aircraft in storage in late widebody and RJ aircraft in storage at the
must be prepared for storage and, 2019. end of April 2020. With a large number of
depending on the duration of the storage, The coronavirus outbreak and the these aircraft being parted out, the
certain maintenance activities and subsequent grounding of fleets worldwide challenges are not only aircraft storage but
inspections should be carried out to has generated a sudden spike in demand also the adequate preservation of parts
guarantee its airworthiness when it is for parking stands and storage removed.
returned to service. maintenance services. The capacity Out of the narrowbody fleet of nearly
The airframe, engines, landing gear and constraints were evident before the 9,260-stored aircraft, there are 3,563
flight controls all have specific preservation outbreak. “Already there was a lack of (22.6% of the total narrowbody fleet)
procedures, and on-going tasks are adequate storage capacity in places like stored in Europe.
required for regulatory and compliance Europe. This has been eroded again by Concentrated in the Asia Pacific region
purposes if the aircraft is to return to Covid-19, and many facilities are now are 2,230 parked narrowbodies (14% of
commercial service. reaching capacity,” says Paul Hayland, the total narrowbody passenger fleet). This
The storage location is a significant director technical at Direct Aero Services. was followed by North America with
factor when planning these activities. The worldwide grounding of the 737 1,852 aircraft (11.8%); Latin America
Furthermore, individual airlines must MAX fleet in March 2019 largely with 765 (4.9%); and just over 846
adhere to their own internal storage contributed to this reduction in storage narrowbodies parked in the Middle East
practices. Simple tasks such as cleaning and capacity. and Africa.
protecting the interiors are often This perception is echoed by trading Within the widebody category, there
overlooked. If not properly carried out, companies, which think the quality of parts were 847 aircraft parked in the Asia
these can become very expensive and time- in the aftermarket is being impacted. Pacific, that is 18.3% of the total widebody
consuming activities when the aircraft is Capacity constraints are now becoming passenger fleet; Europe accounted for
recommissioned. The preservation evident in the storage of landing gears and 14.3% of the fleet with a total of 663
activities required for an aircraft in storage their impact on trading. Just like engines, aircraft; North America had 425 aircraft
are featured here. landing gears are a high-value component parked, the equivalent of 9.7% of the total
with a sizeable secondary market. widebody passenger fleet. The Middle East
“Because of the size of the material, space had parked fleet with a total of 449
The fleet in storage is a premium. So storing landing gear is widebody aircraft. There were also 94
By the end of April 2020 there were difficult because crates are large and widebody aircraft parked in Africa and 94
more than 9,250 narrowbody aircraft in unlikely to be stackable in a warehouse. widebody in Latin America (see table, page
storage worldwide. At the end of 2019 this Many facilities actually store landing gear 38).

ISSUE NO. 129 • APRIL/MAY 2020 AIRCRAFT COMMERCE

38 I MAINTENANCE & ENGINEERING
FLEET STORAGE DATA MAY 2020 rates will be more competitive than normal
airport commercial rates,” says Hayland.
Global RJ % of Narrowbody % of Widebody % of A hangar is the best facility to park an
region storage RJ fleet (NB) fleet NB fleet (WB) fleet WB fleet aircraft, but as shown above, storage
stored stored stored stored stored capacity is scarce and most aircraft are
parked on remote stands in one of the
operator’s bases or third-party storage
Asia Pacific 98 4.8% 2,230 14.2% 847 18.3% facilities. The airframe and its components
are exposed to the elements for extended
Europe 438 21.2%% 3,563 22.6% 663 14.3% periods. Aircraft materials are very
sensitive to humidity and a saline
atmosphere.
North America 952 46.2% 1,852 11.8% 425 9.2%
Not every desert environment is suited
for prolonged periods of storage. For
Middle East 23 1.1% 421 2.7% 449 9.7% example, there are high levels of salt at
deserts located close to the sea. Aircraft
Latin America 147 7.1% 765 4.9% 94 2% surfaces and separate components in the
fuselage that are built from aluminium and
carbon steel enter a process known as
Africa 140 6.8% 425 2.7% 94 2%
galvanic corrosion when they are exposed
to a salty and humid atmosphere. In this
Total 1,798 87.3% 9,256 59% 2,572 55.6% process, the two dissimilar structures react,
the aluminium accumulates a positive
electric charge and suffers corrosion while
the carbon steel is the cathode in this
The 1,798-strong parked RJ fleet aircraft will also be retired. Operators, chemical reaction, and gets strengthened.
comprises aircraft in the 50-120-seat such as Alaska Airlines, have parted out The water acts an electrolyte that
category belonging to the CRJ, ERJ, E-Jet A320 airframes that are only 12 years old. facilitates this process, which commonly
and E2 series. The largest regional fleet In contrast, Air France has arranged some leads to structural failure if unattended.
parked is in North America, with more sale and leasebacks (SLBs) on its A318 fleet Even with the strictest corrosion
than 950 aircraft, 46.2% of the total fleet. for continued operations on European prevention and control programme
Nearly 440 RJ aircraft were parked in routes. (CPCP), an aircraft exposed to this type of
Europe, the equivalent of 21.2 % of the Before the crisis, there was a sustained atmosphere has a much higher corrosion
stored fleet. Latin America had 150 aircraft trend over the past few years for small index that will eventually lead to cracks
parked at the end of April 2020, or 7.1% mainline airliners to be retired in favour of with time, if there are no regular
of the regional fleet. Aircraft in the Asia larger family types, like the A321 and 737- inspections. Even advanced materials like
Pacific were only 4.8% of the global figure 900ER. Smaller A320 and 737 family the carbon fibre-reinforced plastic (CFRP)
with 98 aircraft parked. Africa accounted members were being ordered in smaller present in floor beams and airframe
for 6.8% of the total with 140 aircraft. numbers, and airlines had been gradually structures are prone to develop corrosion
The Middle East represents only 1.1% of moving to using more large types to reduce in humid and salty environments.
the fleet parked in this category. seat-mile costs. Covid-19 has temporarily It is advised that engines are kept in an
The fleet in storage largely mirrors the halted this trend, and the smallest types environment with 40% or lower levels of
composition of the in-service fleet. As a available will be the first to be reactivated. humidity. During storage, desiccant is
result, widebodies are more prevalent in Aircraft in the 767, 777 and A330 widely used to protect aircraft interiors,
the Asia Pacific, while the largest RJ families with more than 20 years of components and engines from the effects of
parked fleet is in North America. Asia operation have been slated for retirement humidity. Engineering departments usually
Pacific and Europe account for the largest by the three big US carriers, as well as four- keep a certain amount of consumables that
narrowbody fleets. engined aircraft like the A340 family, are required during line and base
The narrowbody fleet in North whose deployment was already in decline. maintenance. Corrosion preventive oil,
America has seen a smaller portion of the Despite this, it is unclear how many engine covers, and protective tape are
fleet parked, because US operators, aircraft will remain permanently grounded stocked in limited amounts. The sudden
including the big three legacy carriers, were or be retired. Hayland estimates that only surge in demand for these items and
required to keep minimum essential 50-75% of the fleet now in storage will desiccant in particular has created
services between allocated city-pairs to return to service. challenging conditions in the supply chain
qualify for government aid given through and resulted in increased prices for these
the CARES Act. items if available.
There have been some signs of recovery Storage location Other considerations relating to the
by airlines, and increased activity for Choosing a storage location is critical suitability of a storage location include
Chinese carriers and some low-cost carriers for planning maintenance activities, sand, winds and extreme temperatures.
(LCCs). Large groups in Europe have especially when an aircraft is in storage for Sand and its grinding effects can result in
indicated they will restart some level of a prolonged period. Not every carrier has considerable deterioration of the engine
operations between the end of May and enough parking space at its base to and other rotating parts in landing gears
early July 2020, but it could take until the accommodate all of its fleet, however. and airfoils. Similarly, a polluted
beginning of the fourth quarter of the year Direct Aero Services has its storing and environment in some metropolitan areas
for schedules to be re-established, probably continuing airworthiness management often has ash and dust particles with a high
on a smaller scale. organisation (CAMO) facilities at Ciudad concentration of calcium–magnesium
The oldest and largest members of the Real Airport in Spain. “The Spanish aluminosilicates (CMAS). These fine
narrowbody families are the most likely climate is more suitable for aircraft storage particles affect the thermal barrier coatings
candidates to be retired in the narrowbody because it is high and dry. In addition, (TBC) of new generation and high-bypass
category, although some young owned because this is a storage facility the parking engines. This phenomenon has been more

AIRCRAFT COMMERCE ISSUE NO. 129 • APRIL/MAY 2020

 39 I MAINTENANCE & ENGINEERING
Some maintenance facilities offer flat rates that
only incorporate the cost of parking at the
stand. These fees are usually calculated by
against the aircrafts maximum take-off weight
(MTOW). Typical flat rate fees for parking range
from Eur 40 to Eur 180 per day depending if the
aircraft is a narrowbody or a widebody.

prevalent in some polluted, highly

populated areas in the Asia Pacific and the
Middle East, but is also present in other
environments with elevated levels of
industrial emissions. These locations are
not ideal for the long-term storage of
aircraft.
Extreme temperatures and strong
winds affect the suitability of a location for
storing aircraft. Cold environments shorten
the lifespan of electronic systems and
power storing devices. Flight control
actuators and mechanisms are subject to
extra inspections if the aircraft is stored in
an environment where frost and icing are
frequent. Components like flaps, ailerons
and elevators can suffer permanent damage
if they freeze for a prolonged period, or if
residuals of de-icing and anti-icing fluids
accumulate in them. Anti-icing residuals
rehydrate when the temperature is mild
and transform into a gel-like derivate that
expands and damages flight controls if they
are not fully removed.
Similarly, airframe surfaces and paint
can discolour if they are exposed to heat
and sunshine. Rotating the aircraft
periodically is recommended. Intense heat
and light also affect the aircraft interiors in
the same way, and contribute to the
growth of mildew and dampening of
insulation blankets in the fuselage. To
mitigate any damage, many operators
install protective covers on the seats and
make sure window blinds are down. on. If certain speed limits are forecast to be Storage of narrowbodies at these locations
Moisture absorbers and desiccants are exceeded the aircraft must be anchored to is estimated to cost $30,000 per month,
placed inside the cockpit and passenger avoid displacement or tilting that can cause depending on the maintenance to be done
cabin to maintain low humidity levels. damage to its structure or to other aircraft during the storage period. Some parking
There is very little fuel in the tanks of a parked nearby. All doors and exits must be locations offer flat rates that only
stored aircraft, which makes it light, and taped and securely locked. An unlatched incorporate the cost of parking at a stand.
therefore vulnerable in a location with door can become detached during a storm, These fees are usually calculated using the
strong winds. All flight surfaces must have and gusting winds will cause significant aircraft maximum take-off weight
control locks on. If a change in position of damage to the cockpit, systems and (MTOW).
any flight surface or actuators is detected interiors. Châteauroux in France and Ciudad
after gusty winds have affected the parking Airlines like KLM and Brussels Airlines Real and Teruel in southern Spain, are
location, then an entry into the technical have parked most of their fleet at their base among the largest storage facilities in
log is recommended and any subsequent airport. This is convenient when the Europe. A typical flat fee for parking
operation of the aircraft has to be operator plans to resume services in a ranges from 40EUR to 180EUR per day
authorised by a licensed engineer. relatively short period of time and a large for a narrowbody and a widebody. For
All aircraft that have been certified facility is available to perform long-term storage, costs are 400-1,000EUR
under the Federal Aviation Administration maintenance. But as mentioned before, per day, depending on the degree of
(FAA) 14 CFR 25.415 or European parking at commercial airports is maintenance contracted for the aircraft.
Aviation Safety Agency (EASA) CS 25.415 expensive.
are required to withstand winds of up to Southwest Airlines has parked some of
65 knots when parked on the ground. its fleet at Victorville Airport, a dedicated Storage period
These loads apply to flight controls, storage facility in California which offers There are three basic periods of storage
associated systems and surfaces. an optimum climate. Mojave and Pinal in respect of planned downtime for the
The aircraft should be parked facing in Park in Arizona are other large storage and aircraft. Short-term storage is generally
the direction of the wind, with all chocks part-out facilities in North America. considered to be a period from one to eight

ISSUE NO. 129 • APRIL/MAY 2020 AIRCRAFT COMMERCE

40 I MAINTENANCE & ENGINEERING
There are 9,256 narrowbody aircraft in storage
that represent about 59% of the entire fleet
type. It is advised that engines are best kept in a
dry environment with 40% or lower levels of
humidity. Deserts are inherently dry places,
although some desert environments contain a
high level of salt and, especially if they are close
to the sea. High salt content within the air will
exacerbate aircraft and engine corrosion.

storage” is not airworthy. Therefore, the

aircraft’s airworthiness certificate cannot be
extended, and must be renewed once it is
decided that it will be returned to service.
Despite the fact that a parked aircraft must
undergo storage maintenance procedures,
storage is a status, not a maintenance
activity in itself. Etihad is taking advantage
of the downtime to carry out cabin
upgrades, and to bring maintenance
activities forward. Similarly, Malaysia
Airlines has accelerated some maintenance
of its fleet so that it can better cope with
the harsh conditions in Kuala Lumpur.

Parking the aircraft

The initial part of storing an aircraft is
to park and prepare it for storage once it
has been repositioned to the chosen storage
location. The thorough preparation needed
takes several days and a considerable
amount of man-hours (MH), but it is key
to preserving the aircraft in an adequate
condition for its eventual return to service.
“This process requires two to three days
for a narrowbody, and four to six days for
a widebody, depending on customer
requirements,” explains Hayland.
Brussels Airlines has reported that
preparing each of its A330s for storage
required 400MH because of the highly
weeks. Even if the aircraft is in parked An operator’s storage programme is customised storage programme. A basic
status only, the number of tasks and regulated by Chapter 2, Part preparation procedure for a 787 would
inspections increases significantly after the 121/135.411(a)(2) Section 38 Safety require 200-250MH for a 12-month
first week, and the aircraft status should be Assurance System. For this purpose, the storage period. A narrowbody would
changed to in-storage. FAA states that the aim of an approved typically require 100-150MH to prepare it
Medium-term storage covers a period storage programme implemented by a for storage. Ultra-large aircraft like the
of 60-120 days. “Long-term is normally carrier is to preserve the aircraft through 747-400 and A380, and smaller four-
from three months onwards and up to 12- procedures designed to mitigate the effects engine aircraft like the A340 family,
24 months,” adds Hayland. Longer storage of the storage environment and non- require more MH due to their size and the
periods are uncommon and only make operation of the aircraft. Each carrier must complexity associated with preparing four
economic sense if the aircraft is going to be create an approved storage programme for powerplants for storage.
parted out. Some carriers use a technique every aircraft type in the fleet, based It is the most critical components of an
called ‘hot-storing’ in which the aircraft usually on the original equipment aircraft that usually demand the most
status is ‘parked’ for a period of nearly one manufacturer’s (OEM’s) recommended extensive and detailed preparation.
week and then undertakes a flight. The storage programme. All maintenance “Engines are usually the most important
advantage of this is that the aircraft keeps activities stipulated in this programme component, although the entire aircraft
its airworthiness certificate, the cost of should be in accordance with the AMM. will be maintained in accordance with the
long-term storage is avoided and the A parked aircraft does not have to relevant AMM during storage,” says
flightcrews are kept current. undergo its normal scheduled maintenance Hayland. The airframe and flight surfaces
The FAA defines storage as an aircraft according to FAA regulations, although the have to be inspected and sealed where it is
‘that is removed from its active, storage period is particularly relevant for required. “All ports and access areas will
operational status for any reason while it calendar items. Depending on the length of be blanked to prevent contamination,”
remains on the certificate holder’s storage, there will be maintenance activities adds Hayland. The engines usually have an
operations specifications (OpSpecs). The pending once it is decided the aircraft will idle run along with other protective
level of preservation depends on the length return to service. According to EASA ,“an measures, including the application of
of storage, the aircraft design features, and aircraft going through a lengthy protecting additives to prevent corrosion,
the storage environment’. maintenance/modification or long-term installation of covers and protection with

AIRCRAFT COMMERCE ISSUE NO. 129 • APRIL/MAY 2020

 41 I MAINTENANCE & ENGINEERING
desiccant. The auxiliary power unit (APU) involves a significant and more frequent
must also be drained and covered. Airframe & storage number of maintenance activities that
SAE International, previously known programmes guarantee the aircraft is in a ‘flight-ready’
as the Society of Automotive Engineers, When an operator is storing its fleet, condition at any given time.
has written a very detailed maintenance instead of temporarily parking it, it can Water must be serviced every three
and reclamation recommendation called choose from two main storage days under an ASP, whereas it is once a
ARP5936 for landing gears, another programmes for the airframe: active week for prolonged storage. KLM is
critical aircraft component. “This standard Storage Programme (ASP) and prolonged following an ASP for its stored fleet, taking
highlights all the recommended practices parking and long storage programme advantage of the fact that Schiphol Airport
for both off-wing and on-wing long-term (LSP). An ASP applies to aircraft parked has waived parking fees for its aircraft.
storage of new unused or overhauled on- for under six months, and is usually Under an ASP, the engines must be
the-shelf landing gears/components,” says implemented at a carrier’s base. An ASP covered but they have to be started at
Boccarossa. “This covers recommendations
for storage and for proper use after long-
term storage. The most critical sections are
on proper hydraulic and valve testing and
maintenance, and protecting the gear from
conditions that would promote corrosion.”
The Boeing Standard Overhaul
Practices Manual (SOPM) 20-44-02 and
SOPM 20-70-01 describes storage and
protection of parts. “The basics are that
the landing gear must be protected from
degradation and corrosion,” says
Boccarossa. “Typically, the landing gear
should be shielded from any environmental
conditions like excessive humidity and
particles, such as sand, that can degrade
the metal as a result of foreign debris
contact.”
All activities during the preparation
start by securing the safety of the aircraft.
Chocking the aircraft wheels is the first
step to securing it at the parking stand.
Mooring, usually with ropes, is more
commonly required for general aviation
light aircraft. Larger aircraft like the A320
have a mooring hook device on the front
landing gear that attaches to a metal ring
built into the parking stand tarmac. This
process is set out on the Airbus AMM/MP
procedure 10-20-00 mooring document.
Incidents have been reported during the
current grounding due to high winds. In
early May 2020, the nose of a Qatar
Airways 787 rotated from its parking
position and impacted an A350 parked
next to it, causing damage to both aircraft.
Static grounding must be deployed to
avoid electrical charges that could damage
the aircraft systems or injure personnel
working on the aircraft. As mentioned
before, down-lock pins must be in place to
secure flight controls and surfaces.
All gaps and openings in the fuselage
must be sealed with tape, including pitot-
static tubes, static ports, external openings
and the contours of the cargo hold. Most
drains for spill oil and fluid-containing
devices should not be covered, unless this is
incorporated in the storage programme.
Ease of access must be considered, because
these components require continued
inspections. For example, bio-chemical
growth is common in oil tanks, which
should be drained regularly; this drainage
routine also applies to lavatories.
The particular storage requirements of
the main components and systems in an
aircraft are described below.

ISSUE NO. 129 • APRIL/MAY 2020 AIRCRAFT COMMERCE

42 I MAINTENANCE & ENGINEERING
For on the wing preservation a process known
as ‘pickling’ applies to engines and APUs.
Preparing an engine for pickling involves basic
tasks such as emptying the engine fluids and
coating parts with corrosion-protective oil,
removing moisture, and installing desiccant to
preserve it for a prolonged period.

“If a landing gear is properly stored

and protected from environmental effects,
new or overhauled, it does not accumulate
calendar time while in storage. However,
once a landing gear has been installed on
an aircraft, it is not possible to ‘stop the
clock’ for calendar tasks,” says Boccarossa.
A stored aircraft is not in an airworthy
condition, so any airworthiness directive
(AD) and service bulletin (SB) does not
necessarily entail an activity on the aircraft.
Operators can apply to the regulator in the
jurisdiction and the OEM to ‘stop the
clock’ for any items on the aircraft
included in the Maintenance Review Board
(MRB) and Maintenance Planning
regular intervals. Most of the grounded the CAMO is responsible for all records Document (MPD). If exemptions are
737 MAX fleet was initially put under an upkeep and work pack generation and granted, conditions are usually attached,
ASP, because it was expected that the control. Records are usually stored on-site which the engineering department must
grounding of the type would be short. This with the aircraft. The CAMO will be given comply with for the aircraft’s future
meant that maintenance personnel were access to the aircraft records M&E system operation.
powering up the CFM LEAP engines once being used.”
a week, and letting them run idle for 20 One of the main challenges when the
minutes to vaporise moisture in the oil and aircraft is stored in a different location Pickling the engines
fuel systems. The flight computers, systems under the supervision of a third-party All aircraft turbofan engines in storage
and APU were also powered every week to CAMO is communication and record- require procedures that adhere to similar
monitor their condition. keeping. Work and engineering orders maintenance principles. If the engine
When it became evident that the 737 form the core of communication flow remains on-wing it is likely that it will be
MAX would be grounded for an extended between the operator’s maintenance & operated at set intervals during the storage
period, aircraft were put in LSP because it repair organisation (MRO) and the period. An engine idle run can cost an
is cheaper and requires fewer maintenance CAMO. There may be bottlenecks if the average of $600 for the cost of fuel,
activities and resources. Aircraft on an parties are in a different time zone. The engineer MH, and logistics for the
adequate LSP are inspected daily to ensure maintenance function is highly regulated. operation.
that all the exterior covers remain installed Mechanics and engineers must hold a valid Some engines, more commonly small-
properly. The aircraft is typically inspected licence before they are able to sign off any and medium-size ones, are removed from
for corrosion once a week, and the work undertaken. the wing and placed in a humidity-
electrical systems should be powered every The advent of fully electronic M&E controlled container when environmental
two weeks for two hours. The aircraft has and content management systems (CMS) conditions are not suitable for long-term
to be moved a third of a wheel IT systems facilitate planning and efficient preservation of the engine. This process
circumference to avoid flat spots. Flight use of materials, and remove a sizeable requires the engine to be kept in a
and control surfaces like flaps, rudders and amount of manual and data entry work protective atmosphere that resembles
elevators need to be activated every three from the maintenance function. Fully vacuum packaging. Storing the engine in
months. Landing gear components are electronic M&E systems and CMSs can be this type of crate can cost upwards of
prone to bending and buckling, and have deployed remotely, but this does not $30,000, depending on the length of the
to be flexed using jacks to lift the aircraft. necessarily mean that human interaction is storage period.
Removal of landing gears and engines may eliminated from maintenance activities. For on-wing preservation a process
be necessary over extended periods of time. Aircraft maintenance is highly customised known as ‘pickling’ applies to engines and
The prolonged storage programme is across different operators, so even the most APUs. Preparing the engine for pickling
chosen for medium- and long-term periods sophisticated solution needs the presence of involves basic tasks, like emptying the
of storage, usually for aircraft parked away a representative that can use their skills and engine fluids, coating with corrosion-
from the operator’s base. Aircraft experience to resolve emerging issues. Not protective oil, removing moisture, and
preservation is delegated to a third-party every issue can be properly addressed by an installing desiccant to ‘preserve’ it for a
CAMO. “We offer full CAMO support automated system. The current travel prolonged period. An engine that is in
through our partner CAMO. The CAMO restrictions pose a challenge for operators operation vaporises all the moisture in its
can support most narrowbodies and to physically oversee the progress and components as a result of operating at high
widebodies,” says Hayland. “All execution of these tasks. Maintenance temperatures and the flow of air at high
maintenance activities are coordinated with items that depend on cycles or are not speeds. Corrosion, however, starts to set in
the operator through paper records or time-sensitive can be deferred, and the within the first 24-48 hours of inactivity, so
maintenance & engineering (M&E) clock can be restarted when the aircraft preservation of an engine is very time-
systems like AMOS and Ultramain. Again returns to service. sensitive.

AIRCRAFT COMMERCE ISSUE NO. 129 • APRIL/MAY 2020

 43 I MAINTENANCE & ENGINEERING
There are three main reasons why an preserved but also the fuel system,” says additional 90-day periods are granted
engine should be preserved. “The first is Pommay. After replacing all the oil filters, pending acceptable inspection,” explains
when the engine is operable, in good the thrust reverser has to be cycled. The Boccarossa.
condition, and is just waiting for the same procedure applies for the oil system The third scenario is an aircraft in
aircraft to resume operations. The second as for the 90-day period. This is followed long-term desert storage. In this case the
reason is when the engine is operable, but by installing specific fuel filters on the fuel landing-gear system coatings and fluid
needs to be removed from the aircraft and system equipment. The main fuel supply integrity are maintained. The landing-gear
sent for a shop visit or minor quick-turn manifold has to be removed from the system is preserved every 180 days, and its
repair which requires engine removal. The engine fuel pump and replaced with a components are available for reclamation.
third is when the engine is not operable preservative oil container filled with one The fourth scenario is an aircraft in
due to a major engine failure, and requires gallon of preservative oil. Wet engine storage for part-out. “The landing-gear
a major overhaul,” says Remy Pommay, motoring should be performed until fumes system/components are available for
CFM56 and LEAP engines maintenance are expelled and dissipate from the exhaust reclamation, in which case the landing gear
expert at Safran. “Depending on these nozzle. The wet engine motoring has to be system is preserved every 270 days,” says
statuses, preservation must be performed finished with a regular dry motoring and Boccarossa.
based on time of engine in non-operation, then the engine must be stopped. The For long-term desert storage all joints
or intervals of engine in operation.” normal configuration of the fuel supply line should be greased, and the bearing, brakes,
In the first instance, when the engine is can be reinstalled at this point. Then a wheel assembly and shock strut must be
just waiting for the aircraft to return to preservation tag should be placed in the oil inspected to detect any faults and damage.
operation, two different preservation tank, as for the 90-day storage period. All the axles must be checked visually.
procedures can be used, depending on the To guarantee the preservation and its There is always a risk that animals and
period of storage on-wing. If an aircraft is airworthiness, the engine preservation insects may crawl into landing gear
scheduled to be stored for up to 90 days a procedure must be mentioned on the assemblies and bays, and birds may nest in
set of tasks needs to be performed to engine log book, and identified clearly on these closed environments. Wrapping and
prepare a CFM engine for preservation. one preservation tag installed on the engine covering the landing gear and bays may be
The oil tank needs to be drained and oil tank including date, and preservation necessary during long-storage periods, in
replenished with corrosion preventive oil procedure task. “If you preserve for 90 particular when the regularity of routine
or additive. The engine then has to be days, another 90-day preservation inspections cannot be guaranteed.
started and left to run at idle speed for 20 procedure renewal is permitted. If you
minutes, after which it is shut down and preserve for one year, there is no limit to
allowed to cool. Once the engine has the number of times you can do the Return to service
reached ambient temperature, desiccant procedure. There is no requirement to The purpose of a storage programme is
bags are installed in the fan section, the perform a regular engine runs during to preserve the aircraft, not the
frame area behind the outlet guide vane engine preservation,” adds Pommay. accomplishment of planned maintenance.
and turbine frame section. Protective It is the certificate holder’s responsibility
material should be placed between the that the aircraft complies with the relevant
desiccant bags and the engine components. Landing gear airworthiness regulations and limitations
Following this, the engine inlet and exhaust There are four scenarios that apply to a of the maintenance programme. Calendar
covers must be installed. A preservation tag landing gear in terms of preservation and time accrued for parts physically installed
should be placed on the oil tank with the storage. The first is when the aircraft is in on the aircraft during the period of storage
date and period of preservation. “To operation or temporarily parked. The must be counted when defining due
optimise time, this preservation procedure aircraft/landing gear system is maintained scheduled maintenance to return to service.
and the addition of oils and additives, may in functional airworthy condition until The complexity of returning an aircraft
take place before the last flight, to avoid recommissioning for a period not to service mainly depends on how well it
undertaking a separate idle engine run,” exceeding 90 days. The second scenario is has been preserved during the period of
adds Pommay. when the aircraft is in airworthy condition, storage, and how the aircraft storage
With a storage period of 90-365 days, but in long-term storage for more than 90 programme has served its maintenance
different preparation activities apply to days. “The aircraft/landing gear system is needs while inactive. It also depends on the
LEAP engines. This is an airworthiness maintained in a functional/flyable status length of the storage period. When the
renewal procedure. “For this prolonged awaiting disposition. Duration in storage is aircraft has been preserved with high
period, not only must the oil system be a 90-day interval, and extensions for standards and has remained stored for a

ISSUE NO. 129 • APRIL/MAY 2020 AIRCRAFT COMMERCE

44 I MAINTENANCE & ENGINEERING
It is estimated that between 50-75% of the fleet
that are now in storage will return to service.
Many aircraft in the 767, 777 and A330 families
with more than 20 years of operation will have
been slated for retirement. Four engine types,
such as the A380 family, could also be retired
partly because of their size.

gear based on OEM and regulatory

agencies.”
ProvenAir dynamically builds a
timeline overview of all life-limited parts
(LLPs) in a landing gear, and notifies users
of exceptions to BTB. It helps to eliminate
many human errors, speeds the process of
verification, and standardises the output of
a BTB trace report. Proper BTB traceability
is fundamental for a landing gear return to
service. SAE standard ARP1383A
establishes the minimum requirements and
procedures for impulse testing of aerospace
hydraulic actuators, valves, pressure
containers, and similar fluid system
components, except accumulators, for use
relatively short period in an ASP, it can be Following this the oil system must be in aerospace hydraulic systems. It also
recommissioned via a simple sequence of drained. This includes the accessory gear refers to standard impulse test equipment,
tasks. This starts by removing the covers, box (AGB).” which may be used in conducting these
checking the oxygen pressure in the cockpit This is followed by a wet engine tests. These tests apply to recertifying
for the crew and main cabin for the turning so that fuel is removed from the landing gear and landing gear components.
passengers, disinfecting potable water combustion chamber. If the engine has
supplies and de-preserving the engines and undergone a one-year preservation
APU. In this case, preparation for return to procedure, the engine should have several In summary
service takes significantly fewer MH than dry motor runs. This is done by cranking The principal objective of a storage
preparation for storage. The aircraft would the engine with bleed air only to remove programme is to preserve the aircraft and
be ready to resume operation the same day. any unburned fuel by activating the engine all of its components so that it can be
However, for an aircraft that has been starting system without the introduction of returned to service effectively after the
in a long-term storage programme for fuel or ignition. This sequence will prevent period of storage ends.
more than a year, the number of tasks and any damage to the powerplant, since There are different types of storage
compliance requirements increases unburnt fuel tends to ignite in the engine programmes. Their scope and activities are
significantly. For example, a full fuel tank tailpipe. mainly influenced by the climate at the
entry has to be performed. This simple Engine and parts may not return to storage location, the period of storage and
activity can be a challenge given that space service with the same aircraft of operator, the maintenance philosophy of each
in storage facilities is scarce, even for but instead be traded in the aftermarket. operator.
manoeuvering ground equipment. Unless The removal and exchange of parts The most critical parts during storage
the entry is made at the right pressure between aircraft is common practice during are the airframe, engine and landing gears,
through the fuel truck pump, the entry storage. This can become problematic in but interiors and systems on the aircraft
may need to be postponed until other terms of compliance, since there is must also be preserved. If the aircraft is not
aircraft are removed from the parking insufficient traceability at the point of returned to service or its components have
stand. All compliance actions such as ADs, return to service. The FAA states that it has moved to other fleets, then BTB traceability
Certificate of Maintenance Reviews no regulatory authority to dictate where is critical to guarantee the airworthiness of
(CMRs) and Instructions for Continued carriers obtain their parts, and the onus is the individual parts in an aircraft. The
Airworthiness (ICA) must be fulfilled on the operator to determine if a part is economic case for keeping an aircraft in
according to the regulator for each specific acceptable for installation. Back-to-birth storage has to be assessed if it is to be
type and operator. In some jurisdictions a (BTB) traceability has been a very debated parked for an extended period of time; this
flight test is required for renewal following topic over the past few years. will probably be one of the main drivers
a period of long-term storage. “When it is Regulatory bodies (FAA and EASA) for part-outs and retirement during this
decided that the aircraft will no longer be state that all required maintenance and period. The large percentage of the world
stored the CAMO will control all work maintenance intervals must be adhered to fleet currently in storage is a challenge for
packages to be performed by the MRO. All so as to guarantee airworthiness of engines, operators, the maintenance supply change,
work will be carried out for initial landing gears and other aircraft assemblies. CAMOs and storage facilities. An effective
airworthiness (IAW) as per the AMM and Boccarossa says that “the regulatory bodies return to service depends on performing all
under Part 145 approval,” says Hayland. state all documentation is provided. They the preservation activities deemed
The process for returning a CFM do not list all specific documentation necessary by the operator for the aircraft
engine to service follows an inverse required, however, and do not mention the during the storage period.
sequence to pickling. “This is valid for all term back-to-birth, but only that ‘sufficient
preservation procedures,” adds Pommay. information is available’. The authorised To download more than 1,200
“All the moisture barrier materials, covers repair or flight operator is responsible for articles like this, visit:
and desiccants must be removed. validating the airworthiness of the landing www.aircraft-commerce.com

AIRCRAFT COMMERCE ISSUE NO. 129 • APRIL/MAY 2020