Blog | November 30, 2020 Written by: Camber Media Team
The COVID-19 pandemic has caused many owners to reluctantly reduce the amount of flying they normally do or, in some cases, stop flying their corporate jet altogether. Some owners simply think of this as “fire the pilot, park the plane” action, but this cannot be further from the truth. While getting your favorite car back in shape is something that you still can manage, restoring a parked aircraft is a whole new ball game. Correctly storing your jet is intrinsic to being able to quickly reactivate and place the aircraft back into service with minimal effort, cost and risk.
Short- and long-term storage is defined by the aircraft manufacturer in the Aircraft Maintenance Manual and involves a process of installing aircraft covers and plugs to prevent the ingress of moisture, sand, dust and debris.
Short-term programs are designed to allow the aircraft to be quickly reactivated and are characterised by weekly checks and powering up systems, with some OEMs requiring periodic engine and APU runs. Many such aircraft are parked on the ramp or in a hangar.
Long-term storage seeks to store the aircraft in a deactivated state with the engines and APU inhibited, systems deactivated, often with slave brakes and tires installed with the originals safely stored in a protective environment. The flight deck and passenger windows will be covered, the cabin will have sensitive materials removed and desiccants are used to remove moisture from the cabin air. The aircraft is often parked in a dry location or a hangar.
The ideal storage program reflects the amount of time that the owner expects the aircraft to be out of service (with the ability to shorten or lengthen this time period, as required), the environment where the aircraft will be parked (on the ramp, in a hanger, in a dry or moist, hot or cold environment) and access to the maintenance support.
Parking an aircraft without applying the OEM storage program risks serious and potentially expensive damage to the aircraft, its engines, APU and systems.
An excellent example of an owner not considering the impact of incorrectly storing their aircraft, a Bombardier Global was recently parked on a ramp for 18 months in a humid location. During reactivation of the aircraft, it was noted that the engines, APU and landing gear had to be removed and shipped to approved repair shops for inspection and repairs. Significant corrosion was found on the lower fuselage, empennage and control surfaces, which resulted in costly structural repairs. Due to a deflated passenger airstair door seal and a water leak at the baggage door, there was mold in the cabin and damage to avionics equipment due to moisture. Reactivating the aircraft was extremely costly, time consuming and preventable.
Reactivating a parked aircraft is difficult if it has not been correctly stored and maintained. This situation requires an experienced team to assess the condition of the aircraft, establish the tasks to be performed and develop a work package that addresses the shortfalls, while ensuring that the OEM and regulatory authorities are satisfied that the aircraft is airworthy.
Camber Aviation’s team of experts has developed tailored storage programs, managed the storage period, overseen the aircraft removal from the storage process and their re-entry into service. We have also recovered aircraft that have been parked for extended periods without adhering to a storage program. Our services have included assessing and developing a tailored work package, overseeing the performance of the minimum work to allow the aircraft to be ferried to an approved maintenance facility, obtaining the necessary flight permit and overflight approvals, contracting a ferry crew, negotiating the work package with the MRO and overseeing the work, including adherence to schedule, resolving issues and auditing invoices.
Next time you decide to store a car, consider designing its recovery plan yourself. As for your business jet, leave it to professionals.
“Recovery” is one of the words most often used when discussing COVID-19 and business aviation. The pandemic has affected each of us in different ways. For some of us, the pandemic provided an opportunity to re-evaluate and optimise our businesses. Business aviation has stepped up during the crisis, saving time, money and, in some cases, lives.
Recovering business aircraft from the effects of the pandemic means putting your jet back into service efficiently so that your business can continue to grow. Our “Saving Private… Jet” blog series will show you how innovation creates opportunities to create a much more capable and comfortable cabin by refurbishing your business jet.
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Head of State cabin completion management.
Heavy maintenance, technical compliance and redelivery management to OEM.
VIP Cabin completion management, green and completed aircraft acceptances, heavy maintenance and modification project.
Green aircraft and completed aircraft technical acceptance, cabin refurbishment, heavy maintenance oversight, aircraft survey and technical records review.
Tom Chatfield has over 35 years’ experience working with highly respected companies in the aviation industry. A trained avionics technician holding Transport Canada and EASA Aircraft Maintenance Engineer licences, with a MSc in Airline Transport Management from Cranfield University, Mr. Chatfield is characterised by his professionalism, technical insight and solutions-oriented approach.
In high school, Tom worked at a flying school to pay for his flying lessons. After gaining his pilot’s licence, he attended Canadore College before being hired by de Havilland Canada in 1986. Starting as a production flight test technician, he was fast-tracked into avionics engineering, later becoming de Havilland’s youngest international field service representative.
Tom joined Lufthansa’s partner, Contact Air, in 1992 to lead the Avionics Department and, later, to manage the Engineering and Maintenance Planning Teams. Recruited as Maintenance Manager in 2000 for DaimlerChrysler’s new corporate jet division, he led the team to achieve 100% dispatch reliability of its A319CJ during the first two years of daily trans-Atlantic business-class shuttle operations. Tom oversaw the maintenance, modification and AOG recovery of DaimlerChrysler’s global operation of Airbus, Global, Challenger, Falcon, Learjet and Cessna business jets.
A boutique leasing consultancy, Santos Dumont Aircraft Management, hired Tom in 2004 as VP Technical to develop processes and train specialists to support an impressive list of client airlines and leasing companies.
Qatar Airways’ offered an opportunity in 2009 to join the senior management team of its new business jet operation. Mr. Chatfield managed Qatar Executive’s technical operations, defining new aircraft specifications, overseeing completions and leading the team to receive Part 145, CAMO and Bombardier Service Center approvals.
In 2013, after 24 years of working abroad, Tom returned home to Canada to launch Camber Aviation Management with a trusted team of professionals to deliver technical advisory services and unique custom designed, world-class corporate and private aircraft to the high net worth, corporate and head of state clients worldwide.
Since January 2020, Mr. Chatfield is the CEO of Camber Aviation Management.