Age Aircraft Ground Equipment

Age Aircraft Ground Equipment - On Oct. 5, 1993, the FAA published Notice No. 93-14, “Aging Airplane Safety” (58 FR 51944). The proposals contained in that notice would have required operator certification of aging airplane maintenance actions and would have established a framework for the Administrator to impose operational limits on certain airplanes.

Overall Evaluation of Bonded Boron-Epoxy Composite Doublers: By combining the residual strength results with the crack mitigation results, it is possible to truly assess the capabilities and damage tolerance of bonded Boron-Epoxy composite doublers. In this test series, relatively severe installation flaws were engineered into the test specimens in order to evaluate Boron-Epoxy doubler performance under worst-case, off-design conditions.

Age Aircraft Ground Equipment

The engineered flaws were at least two times larger than those which can be detected by NDI. It was demonstrated that even in the presence of extensive damage in the original structure (cracks, material loss) and in spite of nonoptimum installations (adhesive disbonds), the composite doubler allowed the structure to survive more than four design lifetimes of fatigue loading.

Background

Since the tests were conducted using extreme combinations of flaw scenarios (sizes and collocation) and excessive fatigue load spectrums, the performance parameters were arrived at in a conservative manner. To address aging aircraft concerns, in October 1991, the U.S.

Congress enacted Title IV of Public Law 102-143, known as the 'Aging Aircraft Safety Act of 1991'. The law instructed the Administrator to prescribe regulations that would ensure the continuing airworthiness of aging aircraft. The law also instructed the Administrator to conduct inspections and review the maintenance and other records of each aircraft, which an air carrier uses to provide air transportation.

These inspections and record reviews were intended to enable the Administrator to decide whether aging aircraft are in a safe condition and properly maintained for air transportation operation. The law also requires the Administrator to establish procedures to be followed to perform such inspections.

Adhesive Layer Performance Indicates Critical Need for Proper Surface Preparation: Previous analyzes of bonded doublers have demonstrated that the most critical part of the repair installation is the adhesive. It must transfer the load to the composite doubler and hold up under many load cycles.

Aerospace Alloy Corrosion

The adhesive must also resist moisture and other environmental effects. In order to obtain the optimal adhesive strength and ensure a satisfactory performance over time, it is essential to strictly comply with the installation process. Surface preparation is one of the key steps in the installation process.

This study demonstrated the ability of the accepted adhesives to transfer loads over multiple fatigue lifetimes of a commercial aircraft. Strain field analyzes and fatigue tests showed that large disbonds—in excess of those which will be detected by NDI—and Boron-Epoxy water absorption did not affect the performance of the adhesive layer.

Because of the wide ranging effects that this rule will have on aircraft maintenance, AMT magazine brings you portions of the new proposed rule, which offers a historical perspective on aging aircraft, as well as a summary of what is being proposed.

The following are selections from the NPRM: Residual Strength: Postfatigue load-to-failure tests produced residual strength values ​​for the composite-aluminium specimens. Even the existence of disbonds and fatigue cracks did not prevent the doubler-reinforced plates from achieving static ultimate tensile strengths in excess of the 70 ksi Mil-Hndb-5 listing for 2024-T3 material.

Nondestructive Evaluation

Thus, a properly designed and installed composite doubler is able to restore the structure to its original load-carrying capability. The structural integrity of aging aircraft structures can be directly related to corrosion. As the service life of aircraft increases, eventually there will be a growing probability of corrosion formation, along with other forms of damage such as fatigue cracks, stress–corrosion cracking and other local or global damage.11 In addition, aging aircraft can accumulate residual

structural stresses in their structures, or on the rivets and around rivet holes, decreasing the mechanical properties of Al alloys and reducing the lifetimes of these highly expensive pieces of equipment.12 For NDT of airframe structures such as lap joints and wing skins, a two-step approach may be the most feasible.

A number of organizations (NATIBO, 1998, Alcott et al., 1995, Forsyth et al., 1998) have independently suggested the use of an enhanced visual method as a fast, first-pass inspection to identify suspect areas. This large-area inspection would be followed by a second inspection by eddy current and/or ultrasonic to verify the visual inspections and quantify the detected discontinuities.

The increasing availability of robotic scanners and array sensors may improve the speed of acquisition of the more sensitive NDT techniques enough so they can be used on much wider areas and eliminate the proposed 'triage' inspection stage.

Introduction

Historical perspective The continued airworthiness of aircraft structure is significantly affected by age-related fatigue damage. Evidence to date suggests that when all critical structure are included, damage-tolerance-based inspections and procedures provide the best approach to address aircraft fatigue.

An underlying principle of damage tolerance is that the initiation and growth of structural fatigue damage can be anticipated with sufficient precision to allow damage-tolerance-based inspections and procedures to detect damage before it reaches a size that affects an airplane's airworthiness.

In this chapter, a series of experimental results showing the influence of existing corrosion on the mechanical behavior of aircraft aluminum alloys is presented. In the first part, the static as well as fatigue and damage-tolerance behavior of the corroded material is examined and, in the second part, analytical models are proposed, which take into account the effect of corrosion for the prediction of the fatigue and damage

- tolerance behavior of corrosion-damaged components. Firstly, a brief literature review was performed on the corrosion susceptibility of aircraft aluminum alloys.3 One of the concerns surrounding composite doubler technology pertains to long-term survivability, especially in the presence of nonoptimum installations.

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This test program demonstrated the damage tolerance capabilities of bonded composite doublers. The fatigue and strength tests quantified the structural response and crack abatement capabilities of Boron-Epoxy doublers in the presence of worst-case flaw scenarios. The engineered flaws include cracks in the parent material, disbonds in the adhesive layer and impact damage to the composite laminate.

Congress also instructed the Administrator to encourage governments of foreign countries and relevant international organizations to develop programs addressing aging aircraft concerns. Most foreign air carriers and foreign persons engaged in common-carriage operations have maintenance program requirements adopted by their governments.

The FAA issues the airworthiness certificates for U.S.-registered airplanes. By including part 129 in this proposed rule, foreign air carriers and foreign persons operating U.S.-registered multiengine aircraft within or outside the United States would be required to include damage-tolerance-based inspections and procedures in their maintenance programs and be subject to aging aircraft

records reviews and inspections. Due to the aging aircraft and other strategic structures, nondestructive evaluation (NDE) is needed to monitor the condition of the structures. Because of the wide use of continuous carbon fiber polymer-matrix composites in structures, NDE of this material is particularly needed.

The S To The Present

The electrical resistance technique described in Section 5.2.3 provides a method of NDE. Other methods include infrared (IR) thermography (Pawar and Peters, 2013) and ultrasonic inspection. Eddy current inspection is limited in its effectiveness, due to the fact that the electrical conductivity of carbon fiber composites is low compared to that of metals.

Intergranular corrosion is another type of localized corrosion, whereby the grain boundaries (or crystallites) of metals are selectively dissolved and visible boundary lines are created.19 Grain boundaries are the precipitated and segregated sites of the metals, which makes them physically and chemically different from

the remaining matrix. Here, the bulk grains are not usually attacked by the corrosion species and the depth of corrosion is often shallow.1 All alloys are very rich in corrosion-resistant elements such as titanium, chromium, copper and nickel, and these alloying elements can be depleted

in the grain boundaries. The depleted zones on the grain boundaries are electrochemically active, and this activity is based on the alloy composition and thermo-mechanical processing.17 These zones can also exhibit local galvanic coupling, resulting in galvanic corrosion of the Al alloys.

Monitoring Of Composite Patch Repairs

Usually, Al-based alloys are sensitive to intergranular corrosion and can be weakened over time. In formulating this proposal, the FAA considered options for setting repeat intervals. Among those considered were the heavy maintenance check interval, heavy maintenance visit interval, or the "letter check" (e.g., 'C', 'D', or 'E') interval or other equivalent check interval an operator may use.

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Contact us today to learn more about our expansive offerings and robust solutions. Selective leaching (or de-alloying) is the leaching process of a less noble metal from alloys in a suitable condition. This is a localized corrosion process.

The most common elements typically undergoing selective removal include zinc, aluminium, nickel, iron, chromium and cobalt. What remains is a mechanically weak, porous structure with very low ductility.24 Aluminum metal can preferentially dissolve from an Al alloy in a de-aluminification process.

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Severe marine environments and acidity accelerate the Al depletion process from the alloys. Selective leaching can be prevented by oxygen removal from the solution, cathodic protection, selection of alloying elements and grain-size reduction.25 In October 1991, Congress enacted Title IV of Public Law 102-143, the "Aging Aircraft Safety Act of 1991" (AASA), to address aging aircraft concerns.

The AASA was subsequently codified as section 447717 of Title 49, United States Code (49 U.S.C.). Section 44717 or 49 U.S.C. instructs the Administrator to "prescribe regulations that ensure the continuing airworthiness of aging aircraft." The AgileAir expands support capabilities while dramatically reducing unnecessary waste in terms of space and energy.

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Subsequently, the FAA issued AC 91-56A, 'Continuing Structural Integrity Program for Large Transport Category Airplanes' applicable to airplanes with a gross weight more than 75,000 lb and certified under fail-safe and fatigue requirements prior to Amendment 25–45 of FAR 25

. Damage-tolerance-based inspections and procedures would be required on all affected airplanes no later than December 20, 2010. The airplanes affected by this proposed rule transport a significant proportion of those passengers carried in scheduled passenger service and are the most prevalent airplanes operating in

such service. This notice does not propose requirements for rotorcraft or single-engine airplanes, nor does it propose requirements for on-demand passenger- or cargo-carrying operations under 14 CFR Part 135. The scope of this proposal includes the preponderance of aircraft the Congress intended to

cover under the AASA. In a future notice, the FAA will propose aging aircraft requirements necessary to cover the operation of all the other aircraft used by air carriers to provide air transportation. A hydrogen atom-rich solution provides an aggressive environment for Al alloys.

Share Gm

Many Al alloy-based aging aircraft have corrosion damage during their service life because of corrosion-induced hydrogen embrittlement mechanisms.21−23 More specifically, hydrogen atoms cause lattice defects (e.g. vacancies, dislocations, grain boundaries) and distortions on Al alloys and make

them extremely brittle. The Aloha Airlines accident in 1988 is considered to have had this type of mechanism failure as well as other environmentally induced cracking.11 These inspection requirements have little impact on new air carrier equipment as manufacturers saw long ago the need to include these inspection programs with the new aircraft.

So, in effect, the airlines have already been conducting damage tolerance inspections on their fleet. But for older aircraft without inspection programs, and for the majority of regional carriers, a new requirement to engineer inspection programs will be in place.

Furthermore, the FAA promises to apply these programs to "on demand" operators in the near future. Although the FAA and the industry have been dealing with aging aircraft regulation for years in the form of numerous ADs and inspection requirements, no rule has yet been passed which requires a specific "inspection program" for older aircraft.

Beginning in 1984, the FAA issued a series of airworthiness directives (ADs) requiring the operators of those airplanes to incorporate the SIPs into their maintenance programs. SIPs provide inspections and procedures that are based on damage-tolerance principles.

Section 44717 or 49 U.S.C. specifies that these inspections and reviews must be carried out as part of each aircraft's heavy maintenance check conducted "after the 14th year in which the aircraft has been in service."

It also states that the air carrier must "demonstrate to the Administrator, as part of the inspection, that maintenance of the aircraft's age-sensitive parts and components has been adequate and timely enough to ensure the highest degree of safety."

Section 44717 or 49 U.S.C. further states that the rule issued by the Administrator must require an air carrier to make its aircraft, as well as any records about the aircraft that the Administrator may require to carry out the review, available for inspection as necessary to comply with the rule.

It also states that the Administrator must establish procedures to be followed for carrying out such an inspection. These airplanes fall into four basic categories: (1) Airplanes with non-damage-tolerance-based SIPs, based solely on service history, as prescribed in AC No.

91-60, "The Continued Airworthiness of Older Airplanes;" (2) airplanes that were certified with design-life limits on the entire airplane or on major components such as the wing, empennage, or fuselage; (3) airplanes that were designed to "fail-safe" criteria to comply with fatigue requirements;

and (4) airplanes that were certified with limited consideration being given to metal fatigue. There is a great need for cost-effective and reliable NDT techniques that can be used to ensure the safe operation of aging aircraft.

A large number of NDT techniques have been applied to the detection and characterization of corrosion in simulated or real aircraft parts. Table 5.2 summarizes the application areas, capabilities, limitations and metrics for each technique. However, there has been relatively little effort by independent parties to measure the sensitivity and reliability of these techniques under realistic conditions.

Therefore, the NDT metrics quoted here are best estimates under the most favorable conditions. Each NDT method has certain capabilities and limitations and often more than one technique is needed to cover the various components and corrosion types encountered in aging aircraft.

Airbus provided another driver in the 1990s when they decided to proceed with the design of the A380. The large size of this plane demanded materials with high strength, fracture toughness and corrosion resistance in massive sections.

On August 6, 1993, the FAA revised the airworthiness standards for small metallic airplanes to incorporate Amendment No. 23-45 (58 FR 42163) into 14 CFR Part 23. Those revisions provided an option to use damage-tolerance-based inspections and procedures as a means for achieving continued airworthiness of newly certified normal, utility, acrobatic, and commuter category airplanes.

JBT's world-class defense aviation ground equipment (AGE) has what it takes to get the job done. Our mission-critical machinery is built with mobility, efficiency, and dependability in mind. Our innovative and versatile AeroTech solutions are designed to help you with everything from transporting and loading cargo to maintaining and moving aircraft.

You need to be able to count on your partners to not only deliver effective solutions, but also to have a comprehensive understanding of the intricate details of air defense. Our experience has prepared us to take on even the toughest of challenges and to continue to set new standards in AGE technology.

The rule also prohibits operation of those airplanes after specified deadlines unless damage-tolerance-based inspections and procedures are included in the maintenance or inspection programs under which the airplanes are maintained. This requirement was implemented to ensure the continuing airworthiness of aging airplanes operated in air transportation by assessing the damage-tolerance of older airplane structures.

In the early 1990s the reality associated with an aging aircraft fleet resulted in a technical focus on improved damage tolerance and improved corrosion resistance. Later in the 1990s and into the twenty-first century there has also been a major focus on the cost of doing business, i.e.

acquisition cost, which includes the cost of manufacturing and having environmentally compliant processes, and maintenance cost, which is impacted by material variations, defects, etc. In addition to having high specific strength, damage tolerance and corrosion resistance, new materials must be amenable to new manufacturing methods and be cost effective.

Consequently, the current challenge is to develop materials with improvements in both structural performance and life cycle cost. This requires close cooperation between material producers and the airframe's design, analysis, manufacturing and cost experts, so that the material properties can be tailored to the intended application (Liu, 2006).

On May 6, 1981, the FAA published Advisory Circular (AC) 91-56, "Supplemental Structural Inspection Program for Large Transport Category Airplanes," guidance material based on the amended rule for existing designs. Using the guidance provided in AC 91-56, many manufacturers of large transport category airplanes (airplanes of more than 75,000 pounds) developed Supplemental Inspection Programs (SIPs) for their existing models.

The proposals contained in this NPA are intended to achieve a common approach to the continued airworthiness of (aging) aircraft structure requirements of JAR and FAR to maintain the safety provided by the regulations, without reducing it below a level that is acceptable to both authorities and

industry.

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Air Deere Aircraft Tug

Air Deere Aircraft Tug - The Grove (Single Cab) MB-2 diesel aircraft tug is a tough, dependable unit with high versatility. This Class I MB-2 is rated with a 27,000 lbs DBP and a GVW of 40,000 lbs. Class 2 MB-2 rated 27,000+ DBP and a GVW of 53,000-lbs.

Global GSE has a wide variety of used aircraft tugs/pushback tugs for sale. We also have smaller baggage tractors that can be used for moving small aircraft. With over 150 aircraft tugs/pushback tugs and baggage tugs for sale, we are sure to have the right tug to meet your needs.

Air Deere Aircraft Tug

If you do not see what you need here, please contact us as we have new stock arriving weekly. The Entwistle MB-4 model 9330 is a rugged medium-sized diesel aircraft tug/ tow tractor with a DBP of 10,300 lbs.

We have several of these units in stock, and all from the late 1990s. These Entwistle MB-4's are in very good condition with low hours. The NMC-Wollard Model 60, A/S32A-30A tow tractor is used primarily to tow support equipment and has a 5,000 lbs DBP;

therefore, its secondary mission is towing light aircraft and helicopters. This tractor has a 4-cylinder diesel engine, three-speed automatic transmission, hydraulically actuated front disc brakes, drum rear brakes, and front wheel, power-assisted steering. For 50 years, Eagle Tugs has been designing and manufacturing nothing but aircraft tugs.

Eagle has instilled those years of experience into each one of its designs. Eagle pushback and airport tugs offer a simplistic design, yet they are known around the world for their superior functionality and reliability. They are designed specifically to move aircraft;

they are not baggage or cargo tractors repurposed for moving aircraft. That is why Eagle Tugs can offer its customers an industry-leading 3-year/3,000-hour warranty on its tug tow tractors. Used 1982/ 2003 Stewart & Stevenson, diesel, MB2 aircraft tug/ pushback tractor with low hours and miles.

This MB2 may be from 1982 but it underwent a full military overhaul in 2003. The unit weighs 53,000-lbs, is rated to have 30,000-lbs DBP, and is also equipped with 4-wheel steer. It registers 1,127 miles and 1,396 hours on the meter.

When fully refurbished by us, the MB2 will be freshly painted, have a rebuilt engine, and will have been recently serviced. Used EquiTech M-50 propane aircraft tug/ baggage tractor has fresh paint and is capable of 5,000 lb DBP.

It also has a partially enclosed cab to help keep the operator shaded and somewhat protected from inclement weather. Used FMC/ JBT B350 features a low-profile design and a spacious enclosed cab. The B350 has a 35,000-lbs GVW and 28,000-lbs DBP, making it capable of handling a B757 in poor conditions.

The rear fenders have a sloped design which makes it visually better to see behind than most other equipment configurations. Used Tug MX4 is a zero-emission electric power baggage and light aircraft tug. Not only is the MX4 environmentally friendly, but it's also user-friendly.

The MX4 is designed with the operator and maintenance technician in mind. The MX4 features the Ecostar AC drive system, which offers the benefits of better electrical efficiency, allowing for longer operation between charges. The dash display of the MX4 serves as a diagnostic tool, allowing the technician to read faults and troubleshoot all from the driver's seat.

The units we have in stock all have an enclosed cabin, a 4,500 lbs DBP. Global GSE has a wide variety of used aircraft tugs/pushback tugs for sale. We also have smaller baggage tractors that can be used for moving small aircraft.

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Used Tug MA50 gasoline, perfect for maneuvering light aircraft, baggage carts, and other airport ground support equipment. The MA50 can tow up to 60,000 lbs with its 5,000 lbs DBP. The MA series is long known for its reliability and rugged design.

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Air Force Aircraft Fuel Systems

Air Force Aircraft Fuel Systems - - Executed 24 inspections for ORI; removed 50+ foreign objects from a/c--wg received an excellent for '08 ORI - Executed fuel tank confined spaces extraction exer; vital to fuel sys mx/repair--enforced 12 members tng/safety - Executed Hurricane Matthew evac spt;

mng'd 3 mbr mx tm/aided gen of 62 acft <12 hrs--guarded $3.4B in AF assets - Expedited C-17 un-commanded refuel repair; replaced 2 inop surge relief vlvs--crucial AOR deployer on time Built to meet the requirements of the U.S.

Air Force Aircraft Fuel Systems

Air Force and allies for the full spectrum of missions, the combat-ready KC-46 Pegasus air refueling plane delivers proven multi-mission capabilities today, and continues to evolve to meet the needs of tomorrow. - Deployed 29 tons eqpmt/62 prsnl to 14 TDYs;

Performance Assessment

pivotal to 13K sorties/22K flt hrs--168 aircrew qualified/F-15 cmbt rdy - Deployed CTK monitor; maintained/insp'd $550K test eqpmt acct--aced 3 inspections/led to 98% QA pass rate - Detected F-22 boost pump failure; replaced pump/shaved 2 hrs off 6 hr standard--ensured A/C ready for deployment

- Developed positive pressure facility design; reduced fuel vapor hazards in amn's breakroom--solved 3-yr deficiency - Ramrodded a/c fuel boost pump red ball; replaced in just 1 hr of 3 hr mx std--20 GBUs dropped on combatants

- Readied wg's Hurricane Matthew evac; key launch crew mbr/aided gen of 38 acft <12 hrs--protected $1.7B in wpns sys - Rebuilt fuel tank tool cart; designed as a mobile tool kit; decreased set up time for repairs--improved tool control

- Relayed to F-15 red-ball; chk'd sys/MC acft <30 mins/svd'd srt--keyed 44 AMU 1.5K fly-hr, 3Q15/Qtrly best - Responded to sump drain fuel leak red ball; replaced deteriorated seal without error--prevented ground abort - Responded to wing fuel leak;

Operating Globally

devised repair; replaced sealant--a/c msn ready in four hrs--five bombs on target - Revamped CTK/HAZMAT programs; validated 1.8K tools/140 chemicals--zero findings by ACC IG UCI team - Revamped flt supply sys; beat ACC 24-hr turn rqmt/svd 48 hrs per asset--named sq's '16 "Mx Spt Professional of Yr"

- Isolated aerial refuel (AR) communication failure; replaced signal amplifier--averted $53K component change - Isolated cause of 4 failed SPR adapters on 4 airframes to defective nozzle on fuel truck--replaced, saved $XXX - Isolated fuel leak red ball malfunction;

injected two leaking wave guides--powered punctual trng launch/sortie - Isolated intermittent transfer light malfunction; ID'd faulty current monitor--avoided $13K in pump replacement costs - Engineered support equipment tracker; verified 184 account line items/records--zero findings '09 LSET noted

- Eval'd refuel fault during quick-turn mx; diagnosed to truck/procured backup--6 hrs sniper pod sortie launched - Evaluated C-17 fuel imbalance; changed boost pump/beat task estimate by 5 hrs--facilitated Army jump qual sortie - Executed 121 Quality Assurance inspections;

Key Duties Tasks And Responsibilities

92.6% pass rate--safe guarded 500+ personnel and 1,100 sorties - T/S elusive forward tank A/R pump disc; ID'd faulty wiring--acft FMC in 6 vs 24 hrs/saved $1.4K supply asset - Tackled caution light failure; identified/replaced cooling loop pump--FOL a/c brought iron rain to adversaries

- Team leader; isolated aerial refueling communication failure; replaced control device--averted $36K purchase - Team leader; isolated/repaired faulty right dump valve body seal leak--a/c mission capable 18 hrs ahead of sch - Troubleshot fuel transfer sys fault;

discovered/replaced $18K+ fuel boost pump in 2 hrs--slashed ETIC by 50% - Troubleshot quantity malfunction; swapped faulty fuel tank probes--nullified wing wire harness change/action request - Troubleshoot fuel receptacle leak; replaced poppet--a/c mission capable in two hrs/slashed repair time 50%

- Troubleshot transient C-130J right armpit panel fuel leak; identified/replaced cut o-ring--averted ground abort - Coord'd Hurricane Matthew evac spt; mng'd 2 mx crews/6 prsnl/62 acft gen'd <12 hrs--safeguarded $3.4B in AF assets - Coordinated B-1 repair down-time w/37 AMU;

replaced faulty shutoff valve--next trng sortie dominated range - Coordinated with Fire Department; inspected 22 sq facilities--ensuring 100% compliance with Fire Code Standards - Coordinated with flight line specialists; removed vent line; enabled access for TCTO--saved 150 man hours

- Piloted fuel lk "Tiger Team"; led 3 mbrs/coord'd depot-lvl mx/R2'd damaged sealant--vital to shop .5% repeat/recur rate - Piloted wg yrly in-tank extraction exer; coord'd/aligned trng w/5 base agencies--6 mx/25 CE/MDG 1st responders cert'd - Pinpointed B-1 aerial refueling comm failure;

replaced faulty induction coil--avoided $53K receptacle change - Pinpointed leaking flow meter coupling; replaced seal in 4 hrs vs 8 hr std--zero findings during QA evaluation - Fabricated fuel cell test stand; ensured safety compliance/spt'd 4 cell certs--ensured $80K supply assets serviceability

- Facilitated repairs for three C-130 splice panel leaks; Identified incorrect hardware--costly mx trend down 50% - Finished 40 credit hours towards Aviation Mx Technology CCAF; upheld 3.8 GPA--only one class for degree completion - Finished 5-lvl upgrade trng;

100% task qual'd 4 mos early/94% on EOC exam--embodied core values/surpassed peers - Investigated center-of-gravity light defect; traced to uncoupled plug on weapons bay tank--trng sortie executed - Investigated fuel transfer problem; swapped out bad pump in under 2 hours--a/c met scheduled deployment

- Isolated aerial fuel communication failure; replaced induction coil--aided sniper pod sortie early launch - Isolated aerial fuel failure; exchanged signal amplifier--prevented $53K in higher assembly replacement - Performed >50 external tank/pylon insps; pin-pointed/repaired 30 discrepancies--integral to earning sq's Flt OTY '16

- Performed daily FOD inspections; guaranteed debris free facility--aided section s "Golden Broom Awd" 3rd Qtr 16 - Performed eight pre-deployment air refueling receptacle operational checks--verified 100% system integrity - Physical Training Leader; organized/conducted 42 annual evaluations--sustained 28 MXS 99.6% currency rate

- Supervised 219 tank/pylon insp's; ID'd/repaired 85 defects/held 99% 1st time fix rate--readied $2M assets/spt'd 6 TDYs - Supervised five technicians; completed 68 fuel maintenance actions--120K lbs munitions employed for OEF - Supervised fuel phase cards on three a/c;

fulfilled inspections requirements--ensured on-time phase back-lines - Sustained E-8/KC/RC-135/C-17 with 350 maintenance actions--ensured 520 OEF/OIF sorties/6K flying hours Built as a tanker from day one, the KC-46A has a longer lifespan and a reduction in airframe corrosion that can occur in post-production modification.

Furthermore, fleet commonality and interoperability leverages economy of scale for the U.S. Air Force and allies. The KC-46A delivers more fuel at all ranges and from shorter runways than the KC-135 aircraft it's replacing — while utilizing less ramp space than competing tankers — ensuring mission reach from forward and austere airfields.

- Replaced faulty engine fuel vlv; c/w 5 hrs < std--enabled sched'd ISR trng/qual sortie for 24 intel operators - Replaced inop KC-10 fill vlv controller; acft FMC 2 hrs ahead of std--efforts led to 92% 4 hr fix rate

- Replaced leaking storage bay tank flex line seal; beat shop std by 2 hrs--a/c bumped to primary FOL deployer - Replaced leaking weapons bay tank flex line seal; bested shop standard by 2 hrs--a/c made critical deployment

- Finished isochronal inspections on three a/c; inspected fuel vent system--critical component integrity ensured - First responder to ground emergency; contained dangerous fuel spill--averted major environmental impact - Fostered FOD prevention culture; led 50+ insps/drove debris free mx facilities--aided flt "Golden Broom Awd" 3Q/'17

- Fuel sys expertise key in troubleshooting fuel quantity light; replaced faulty probe--slashed task by 12 hours - Obliterated six weapons bay tank inspections; replaced three transfer manifolds--upheld tank spare levels 91% - Orchestrated 100 sqdn/flt GPC purchases;

sourced/utilized alternate vendors--saved $7K in expenditures - Overhauled ETAM supply point process; trained FSC on new procedures--available assets up 66%/adopted fleet-wide - Overhauled shop safety program; mng'd 100% facility insp/fixed >20 discrepancies--enabled zero findings during '17 UEI

The KC-46A can convert between cargo, passenger and aeromedical evacuation modes in just two hours — with emergency oxygen and electrical power for medevac support included — and is compatible with all U.S. Air Force loaders.

- Go-to Airman for difficult tasks; applied sealant repair to tank 3 fuel leak -- enabled sniper pod training sortie - Guided 2 ONE mx crews; coord'd 9 mbrs/432-hrs launch spt w/100% on-time take-off--cemented nat'l defense capes

- Guided section through ESOHCAMP; inspected/managed HAZMAT prgms--cemented "Outstanding" rating Supported by a robust KC-46 supply chain that includes more than 650 American businesses and 37,000 American workers throughout more than 40 U.S. states, the current production line in Everett, WA, is delivering mission-ready aircraft today.

- Spearheaded elusive refueling malfunction investigation; found fuel panel short--averted $35K parts purchase - Spearheaded four bonding spring TCTO's; verified system integrity--all a/c complete 7 days ahead of schedule - Spearheaded investigation into elusive refueling defect;

found short in panel--saved $5K in parts procurement - Spearheaded refueling malfunction; astutely discovered/replaced fuel mgt panel--primed a/c for 6 mo deplymt - Accomplished 120+ mx tasks; upheld 100% QA personal pass rate over 2 insps--enabled wg's 13K sorties/22K flt hrs

- Accomplished eight isochronal work card inspections; averaged 4-hr turn around--backlines completed on time - Aided in aerial refuel receptacle fuel leak; changed poppet--returned to service in 1 hour/slashed task by 50% - Analyzed aerial refueling discrepancy;

ID'd faulty signal amplifier--avoided receptacle swap/saved $52K/12 man-hrs - Troubleshooting external tank fuel imbalance; R2'd air regulator on acft--averted pylon removal/4-hrs follow-on mx rqmts - Troubleshot fuel qty malfunction during 5-day surge week; replaced faulty probe--helped wg fly 64 of 64 sorties

- Troubleshot fuel quantity malfunction; replaced faulty tank compensator probes--powered on time FOL launch - Troubleshot fuel quantity system malfunction; replaced faulty quantity probe--cut 4 hours from 12 hour ETIC - Conducted 75 annual TO inspections;

posted 43 changes in 118 TO libraries--zero findings during '09 LSET - Conducted airfield security; protected $845K reconstruction project--Ali AB OIF support capability doubled - Conducted five weapons bay tank 18-month inspections; verified tank integrity--enabled 97% msn capable rate

- Confined space extraction exer mbr; trn'd 4 base agencies/120 personnel--cemented first responder IDLH knowledge - Dispatched for a/c boost pump malfunction; removed and replaced defective part--slashed repair time 2 hours - Dispatched for fuel tank transfer pump malfunction--promptly removed/replaced defective part--saved sortie

- Dispatched to air refuel receptacle door malfunction; adjusted latch switch--thwarted $24K part replacement - Drove ACC F-15 prgm office/Boeing eqpmt test; prep'd fleet for CFT power box acquisition--cut 5-yr cape shortfall - Keen sys knowledge;

isolated elusive aux tank leak to defective seal--saved $36K cell change/96 hrs downtime - Key mbr of KC-10 cell change team; R2'd 3 cells in 114 hrs/crushed std by 54 hrs--leak check good/acft FMC - Key mx tm mbr;

coord'd w/avionics during transfer malfunction--fixed sys 4-hrs ahead of schedule/acft ONE ready - Troubleshot/isolated aerial refuel contact light malfunction; replaced faulty signal amplifier--repaired w/in std - Troubleshooting/repaired hot fuel malfunction; replaced valve in under four hours--smashed 8-hour ETIC by 50%

- Troubleshot/replaced fuel cooling filter; bench marked 1-hr repair standards--slashed completion time by 75% - Assisted w/mx on acft venting condition; replaced broken recovery drain valve--zero post mx defects noted/acft FMC - Assisted with air refueling fault isolation;

identified defective signal amplifier--saved $87K/next higher assembly cost - Attended 116-hr fire fighter crs; used skills for 6 RW Hurricane Matthew rescues--secured NC Vol FD citation awd - Augmented 317 AS C-130 mx repair team; isolated fuel leak to cracked conduit--stranded a/c returned to base

- Prepared wg for Hurricane Matthew; coord'd mx launch crews/generated 62 acft <12 hrs--safeguarded $3.5B in assets - Proactive GPC prgm mngr; procured $140K for Flt eqpmt/supplies--flawless execution/zero findings for '17 Wg audit - Problem solver;

diagnosed intermittent fuel light; replaced cooling system actuator--beat 6-hr standard by 2 hrs - Proven mechanical skills; replaced aerial refueling receptacle; cut 5 hours off ETIC--a/c returned to service - Responded to AC-130H IFE; diagnosed/replaced leaking fuel valve--returned LD/HD aircraft to FMC status

- Responded to aerial refueling malfunction; discovered defective signal amplifier--averted $36K part purchase - Responded to boost pump red ball; Identified faulty relay & assisted w/repair--6-hr trng msn achieved on time - Responded to cooling light red ball;

replaced defective return actuator in 45 minutes--local mission accomplished - Led crew on leaking dump valve red ball; replaced valve in 1 hr--1-hr ahead of ETIC--local sortie achieved - Led CV-22 breakaway valve insp; completed 10 hrs ahead of schedule--high demand aircraft fuel sys restored

- LED heater cart repair; sourced discontinued part/assured hush-house RTS <72hrs--key'd Sq "Flt OTY" awd '16 - Led engineers in constant speed drive bypass valve overhaul tests; wrote TO procedures--erased ACC's 95% NRTS rt - Spearheaded weapon bay tank prgm updates;

fabricated status board--improved oversight/FMC rate by 40% - Sq rep for ACC fuel sys working gp; honed ldrshp/fused lessons-learned into section--captured 3 Amn/NCO OTQ awds - Standout performer; isolated/replaced boost pump 1 hr ahead of job standard--on-time sortie dropped 8 GBUs

- Stellar production supervisor; revamped 12 prgms/zero findings for UEI '17--vital to sq's 4 FW MEA/Verne Orr awd nom '17

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Agricultural Aircraft Operator Certificate

Agricultural Aircraft Operator Certificate - After confirming that the dispensing you want to do by drone is in fact agricultural, and therefore subject to the Part 137 rules, the next step is to petition the FAA for an exemption from any relevant rules so that you can conduct your operation.

Despite this fairly broad list of activities, there are a few exceptions that fall outside the Part 137. For example, dispensing live insects by air does not fall under the Part 137, even if it's part of an agricultural operation.

Agricultural Aircraft Operator Certificate

In fact, the specific drones that were used to spray disinfectant were ag drones—drones like those made by XAG, a Chinese company devoted to making drones for agriculture, or like those in DJI's Agras series, all of which are made for work in agriculture.

Petition For An Exemption

. In the US, you are required to have a commercial license if you fly an aircraft "for compensation or hire". So yes a commercial license is required (in addition to lots of application specific training).

I suppose you could dust your own crops without a commercial license depending on how the FAA determines how "compensation" applies in that case. But spraying disinfectant falls under a set of rules established by the FAA for agricultural aircraft operations, as does most of the other kinds of aerial spraying you might want to do for work in agriculture.

(c) Commercial operator—pilots. The applicant must have available the services of at least one person who holds a current U.S. commercial or airline transport pilot certificate and who is properly rated for the aircraft to be used.

Private agricultural aircraft operators may not conduct operations for compensation or hire, or conduct operations over a congested area. The Operator must provide proof of property ownership or other property interest in the crop located on that property where the operation will

be conducted. Short answer: you can do aerial application on your own crops with a private certificate, but if you're going to do it commercially then you need a commercial certificate. In both cases you also need an agricultural aircraft operator certificate.

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