Defying and overcoming seemingly impossible challenges is how the aviation industry has inspired imaginations all around the globe for generations—and our current challenge is no diﬀerent.
The desire to reach for the skies is why many of us got into aviation in the ﬁrst place. And facing our current situation, it is that same passion to inspire, inform and innovate that will provide us with a guiding light to navigate out of these darker situations. This dedicated resource page is here to help provide a guiding light: To provide useful insights, news, expertise and solutions to help get us all back on track.
All batteries are subject to laws of entropy and will begin to self-discharge as they sit idle. Whether your aircraft is using Ni-Cd (nickel-cadmium), Li-ion (Lithium-ion), or lead-acid, they all face a risk self-discharging while they sit idle. However, each battery type and brand differs considerably in replacement cost. Li-ion can run almost five times the price of a Ni-Cad, with Ni-Cad still factoring in the thousands of dollars.
The cost of battery replacement versus the cost of battery maintenance is considerable. Therefore, it's in the best interest of an aircraft owner to consider the battery service of their aircraft before re-entry into service.
However, aircraft owners do have some options when it comes to how they proceed with their battery maintenance. They are as follows:
Satair provides battery service options to fit your specific needs, all of which comply with all CMM/OMM, FAA, EASA 145/Dual certification requirements. Our repair stations are located in various locations around the globe, and the shipping of your aircraft batteries to and from your location is a no-hassle operation, which follows straightforward shipping certifications to ensure the safety of your batteries.
Satair specialises in offering training courses in the service all wet nickel-cadmium batteries manufactured by Saft and Marathon. While the process for our training programs has changed due to COVID-19, the training covers all aspects of aircraft battery servicing requirements.
Get the know-how you need in our Battery Maintenance training
If you are already aware of the issue that batteries face while sitting idle, and know that you will need to replace either full batteries or cells, here is a list of battery parts contingent on your aircraft:
|9750B0818:U6335||Sealed Lead Acid Battery||B777|
The first is a relatively no-hassle option, which involves deploying thick plastic seat bags which are rigorously fastened to the passenger seats. These bags can safely hold small to mid-sized cargo while offering some protection to the seat fabrics and to the cargo itself.
The second option required a bit more planning and maintenance, as it involves removing the passenger seat altogether—thus allowing the aircraft to operate more like a standard freighter. Straps can be used to fasten cargo to the ground securely, and this option allows for both larger cargo sizes, as well as larger cargo quantities to be transported.
Depending on whether you intend to remove your aircraft seats or leave them in, here is a list of parts available to help you on your way to a temporary conversion:
We spoke with our product manager Jesper Allenberg, to outline more specifically what operators are going to need for re-entry into service.
"Whether an airline has an inhouse MRO or line-maintenance facilities, or if it is outsourced to an independent MRO, typically the process entails going through the aircraft manuals and various other documentation to build a material list. This will outline everything that is needed for the scope of work that will need to be performed on the aircraft, when entering a parking or storage program, and subsequently before re-entry into service," says Allenberg.
"A lot of what is needed are consumable materials, like lubricants and oils, as well as expendable parts like O-rings, nuts, bolt, etc. Due to the expediency with which many aircraft are now being grounded, we've been compiling these parts to make it easier for operators."
In response to concerns of airborne spread of the novel coronavirus through cabin air, the European Aviation Safety Association (EASA) recently released a safety guidance bulletin which addresses cabin air filtration.
The most extreme of the options suggested is to stop using recirculated air altogether—provided the recirculation system does not contribute to critical flight functions. While this reduces the potential for SARS-Cov-2 particles being distributed throughout the cabin, it means that if there are SARS-Cov-2 particles present, they will remain stagnant in the air. In other words, there will be no potential for them to be captured by an air cabin filtration system.
The bulletin goes on to mention that once HEPA filters are installed and functioning within the aircraft, that recirculation fans, “should not be stopped, but increased fresh air flow should be promoted by selecting high PACK FLOW, whenever possible.”
If you already know, or have already planned to change your cabin air filters to comply with EASAs guidance, here is a list of specific PALL cabin air filters that fit those compliances:
|Type||A320 Family||A330 Family||A380 Family||737/757 Family||777 Family|