The world of maintenance, repair and overhaul (MRO) requires the right sort of equipment just to give engineers the access they need to perform their tasks. And when you are working with huge aircraft that can be as big as the A380, you need some specialist kit
When conducting MRO, engineers are, of course, of paramount importance. But how they access the aircraft they are servicing is equally as imperative; after all, if the engineers cannot get to the aircraft they are working on, then they can’t perform their duties at all. Access is facilitated through the use of various types of aircraft docking systems.
NIJL Aircraft Docking, based in Zwolle in the Netherlands, is one of the manufacturers of aircraft docking systems whose products are utilised worldwide. International sales manager Chris Emmink offers Airside a perspective on the role that docking systems play in aircraft maintenance, as well as on NIJL’s own product line, which include purpose-built docking systems supplied to airlines and MRO companies that require assistance in both line and heavy maintenance. Its equipment is turnkey delivered – from in-house design to the installation of the docking systems on-site under supervision of project management.
Some of the major clients that NIJL is working with at the moment include Finnair, KLM and Lufthansa Group subsidiary MRO service provider Lufthansa Technik. Collaboration with the latter, for example, was established some decades ago, so the company is no stranger to the maintenance requirements of big, national carriers and the responsibility that that brings.
As well as docking systems, NIJL also manufactures GSE. Its full product range facilitates a “whole range of maintenance”, the company believes, and is being used by engineers working on the line and the ramp. A particular strength lies in the flexibility that NIJL provides by delivering ‘combination systems’. Combination systems give access to a variety of narrowbody (such as the A320 and B737 families) and widebody aircraft (such as the A330, A350, B777 and B787).
Emmink notes that the major focus of the company is to increase the time-efficiency of aircraft MRO, reducing aircraft ground time by means of access stands and docking systems that can be “easily put around aircraft”, so that engineers can get to work straight away.
The company also makes use of 3D scanning technology, in which the data gained from scans significantly helps to design access equipment, leading to improved accessibility and a reduction in design errors. Furthermore, by making 3D scans of the new B787 and A350 aircraft, NIJL has developed Entry into Service (EIS) packages that provide MRO companies access to their new B787 and/or A350 aircraft.
Emmink states that other priorities include ensuring safety at all times and providing help manuals so that the docking systems can be utilised to the best of their capabilities.
Although Europe represents its core market, NIJL is also currently working on a number of different projects in South America and the Asia-Pacific region, specifically Puerto Rico, Columbia and the Philippines. Emmink agrees that these countries and the aviation markets they operate are growing considerably and hold great potential for new business.
Access and safety
Another MRO service provider corroborates Emmink’s thoughts on aircraft docking systems. Bjoern Fuchs, a project engineer at Lufthansa Technik’s facility in Frankfurt, explains: “Lufthansa Technik owns docking systems for granting access to almost every area of the aircraft necessary for the specific kind of maintenance. That means for line maintenance in general nose dock, tail dock and wing dock as well as several smaller platforms and stairs. For overhaul maintenance we have complex docking systems that cover the whole structure of the aircraft.”
Fuchs states that there are notable advantages that outweigh the challenges of using these systems. He believes that “a docking system provides a safe access to relevant areas of the aircraft. It gives a stable stand and enough room to work. This is especially helpful in areas that are in a higher position and hard to reach.”
Fuchs continues: “In addition, it is a big advantage to have a permanent access and to be able to transport material and tools.”
It’s clear that there is a consensus on a number of things with regards to docking systems: largely, safety, ease of use and accessibility. Safety can certainly be an issue if not properly addressed, with Fuchs remarking that “a main issue of modern docking systems is the safety aspect. Today, docking structures must meet strict health and safety regulations required by guidelines and norms. That means, amongst other things, gap-less access to different parts of the aircraft and sufficient clearance in working and passage areas, which is often a challenge, especially for docking systems that serve more than one aircraft type.”
And, in summary, he says: “In general, the performance of a docking system should grant access to the aircraft with easy handling and prevent interferences.”
In regards to how Lufthansa Technik communicates with manufacturers as to what docking system best suits an aircraft, Fuchs considers that “every manufacturer has its own construction concept. For example, there are differences in layout, material of the different components and type of height adjustment. In the past, it was common to build in frameworks, which is still provided by some developers. Today, in terms of lacking space in hangars, there is need for clearance under docking systems, so portal and pillar constructions are favoured.”
Customised solutions
Another company that manufactures docking systems is Ireland-based Instant Upright. John Breen, manager Special Business Division, talks about the models of docking system his company makes and how they are applied. The docking systems that Instant Upright manufactures are, according to Breen, “done on a request [and] design basis, so there is no specific docking that we don’t [manufacture].
“[The] main issues with docking [systems] is that they are client-specific, so engineering content is high.” However, although most of the designs adopted by Instant Upright are based on specific requests, in general Breen notes that the “the key benefit of docking is safe and easy access to all areas of the aircraft for maintenance. So the challenges that are faced are access and safety.”
Of course, these are issues paramount to all airside operations and Instant Upright is no stranger to them. When asked what a modern docking system looks like, Breen notes with regards to his company’s products: “Each project is client-driven, so state-of-the-art” and the docking system’s nature will be very much determined by the client and what type of maintenance they undertake. Hence, a B737 or A320 dedicated maintenance facility would probably have an expensive docking system with “all the bells and whistles” that leaves little “to want for, but at the same time makes the docking less useful for other aircraft types”.
On the other hand, a simple mobile stand that provides access at height but that can be easily reconfigured is perfect for companies that maintain many aircraft types but not in large quantities. So, advanced docking can differ in concept from very mobile and flexible systems to very sophisticated and specialised ones, Breen suggests.
Flexibility
A relatively new entrant to the aircraft docking system market is Wisconsin, US-headquartered ModTruss. Dean Calin, who handles aerospace & defence sales for the company, explains that “ModTruss started in the entertainment industry, and we have created enormous structures and broadcast booths for the last 11 Super Bowls, for instance. We have designed and built hundreds of structures. And we have continued this success in the aerospace industry over the last few years.”
Further to this, Calin notes: “The important thing to know about ModTruss is that we make a system of components that are assembled into any kind of structure. Our core products are 3”, 6” and 12” trusses that are fitted with a repeating hole pattern that allows connectivity on all six sides every three inches. This allows us to design and build structures for any aircraft maintenance requirement.
“Because our system is entirely modular we can build structures for any size aircraft,” he continues. “We have solutions for every Embraer, Bombardier, Boeing or Airbus commercial aircraft maintenance structure requirement. We have additional solutions for a variety of military and rotary-wing aircraft as well.” His comments echo those of similar manufactures who prefer to allow airlines a certain level of flexibility with docking structures.
The modular components that ModTruss manufactures are all made in Wisconsin in the US. Calin notes, “Once a stand or dock assembly is designed and the components and accessories are delivered to the customer, we supervise the assembly of the components at the customer’s hangar.” Customers use their own labour, as Calin remarks, simply because the structures are easy enough to build. Remarking on a recent build-up with a customer, Calin proudly states: “At our most recent installation, the mechanics were all amazed at how strong and stable the ModTruss platform was. At scores of build sites, we have seen the labourers having fun with the assembly, as it is so similar to working with childhood construction toys.”
This flexibility allows the systems to be adapted on the fly. Calin elaborates further: “Somewhere adjacent to aircraft hangars you can often see hundreds of thousands of dollars’ worth of old aircraft stands and tail docks, rusting in the sun. This happens when an aircraft type is retired from a fleet and the stands are no longer needed. It is not economically feasible to break apart the connections on welded structures to rebuild them for a new aircraft type, but this never happens with ModTruss. When a new fleet type comes online, the ModTruss platforms are easily adjusted in height and area to accommodate the new aircraft dimensions.
“Furthermore, it happens that the mechanics can discover that a stand or dock is not configured in a way that gives them access where they need it. The ModTruss system allows the people working on the platform to design and adapt the structure to best suit their needs.
“Why compromise when you can design and build exactly what you need?” Calin asks.
Amova offers ‘movement’
Amova, based in Luxembourg and part of the global SMS group, also manufactures docking systems for aircraft. Formerly known as CTI Systems, Amova has been active in the field of MRO for over 50 years.
Gerhard Reichert, project director for MRO at Amova, discusses the types of docking systems that the company currently has in its portfolio, describing “docking-in-floor-based designs, roof suspended structures and floor-based docks in modular or girder designs with integrated access sections”.
He notes that products are largely made from structural steel, lightweight aluminium or a combination of the two, and they are “height-adjustable to follow aircraft in various service sequences,” such as on wheels or jacked. They are also all manufactured in-house, offering a more bespoke design.
Reichert states that its aircraft docking systems “grant full coverage of aircraft for simultaneous access of any relevant service” by a number of staff. He continues: “Docking allows installation and on-place provision of necessary media,” such as electricity or local illumination, with an ultimate goal of increasing the turnaround time of the aircraft.
Reichert points towards Amova’s Teleplatform system – which the company developed – as its prized asset and most innovative platform. The Teleplatform docking system, an elevated telescopic work platform, is a “universal access tool that can be applicable to any aircraft.” It allows workers to “carry on-board equipment and tools”, and there is no limitation through hangar occupation.
The platform is “ideal” for line maintenance and quick access is key to the design of the system. The system is also beneficial for aircraft painting, sanding, cleaning, masking, and spraying.
To Amova, a state-of-the-art docking system means one which grants “ergonomic and safe working conditions for personnel”, one that provides “maximum aircraft protection to avoid aircraft damage” and one that offers “multi-aircraft service capability… quick docking/de-docking processes” and integrated functionalities such as tool boxes, work benches and handling devices.
Some of the challenges that the director notes include: “coverage of multi-aircraft fleet mix in one docking set” and “hanger building limitations – too narrow for docking processes, modules parking, or roof not stiff enough to carry suspended loads.”
In spite of these challenges, the main benefits for its systems include: quick turnaround times with all tools and equipment in place; the creation of safe working conditions; and being able to safely adapt scaffolding to aircraft shape and service purpose.
3D scanning tech and the use of drones is something that Amova see as an advantage in the future. Reichert notes that it will “be of advantage for the actual service procedure and it will assist personnel.”
El Al: state-of-the-art
The end customer of any aircraft docking system manufacturer is the carrier who operates that aircraft. El Al Airlines, Israel’s flag-carrier, has its own dedicated MRO service that makes use of docking systems. Meri Massil, the airline’s head of maintenance marketing & aircraft acquisitions, notes that the airline uses a “unique V-shaped docking system primarily on widebody type aircraft such as the B747-400 and B777 (and, in the past, for its B747-200 fleet). El Al’s docking systems enjoy a feature of the Uni-Dock which also enables performing maintenance on the B757-200/300 and B767-200/300.”
Massil observes: “We wouldn’t refer to the docking system as a challenge but rather as an advantage. The docking system provides improved access for maintenance personnel to all parts and areas of the aircraft – thus improving efficiency, time and safety of all maintenance work done on aircraft. Furthermore, the docking system enables easy and convenient access of multiple maintenance groups to all parts of the aircraft. The only disadvantage that we can think of is the maintenance requirements the docking system requires every year, which has to be done with no aircraft inside the hangar.”
Although the airline only uses one model of aircraft docking system, Massil notes that El Al sees this as a “state-of-the-art” system, being able to serve most of the aircraft the airline currently operates in its fleet with a ‘quick fit’ which can save time and labour, and improve efficiency and safety. The docking system has been “manufactured and designed with the co-operation of the El Al engineering division and a local external company”, and it provides everything that the carrier needs. Although the product is not necessarily bespoke for a single aircraft body, the carrier’s maintenance engineers are able to make any adjustments required for different aircraft types accordingly. They do not, however, employ 3D scanning or drone technology – “yet” – to help in the maintenance process: allowing space for it in the future, perhaps.
Many carriers utilise the help of the airports they work in for aircraft docking systems, rather than using a specific manufacturer that they always turn to. Germania, for example, has recently sought to establish a maintenance base in Hangar 1 at Erfurt-Weimar Airport “where all maintenance work for the aircraft based in Dresden, Nuremberg and Erfurt is brought together in a compact way. Without having to organise ferry flights, maintenance work can be conducted more quickly and tailored exactly to our needs.” Germania, as Sven Lutkeholter, station manager for Erfurt, Germania Technik, states is using the new location for “base maintenance as well as for painting parts of our aircraft in the future”. In order to complete these tasks, the company is using aircraft docking systems “provided by the airport”.
