A320 Landing Gears Removed...

So eventually my landing gear will go to a lucky new “in-service” aircraft, and I got a sneak peek at the process recently...  One of the A320-200 just went through landing gear removal.  The mechanics don’t remove the landing gears until they are sold, and the aircraft is positioned on the ramp for the "completion" phase of disassembly. During this process, the fuselage is lowered on cross-ties and the aircraft's parked permanently.  Now it’s much easier with the A320, since it has only three landing gears – Left MLG, Right MLG, Nose LG.   Those of us lucky wide-body 747s have 5 landing gears – 2 under each wing, rather than the standard narrow-body 1 per wing.  It was really something to see…  I tell you.

stairwell to upper deck

Being a cargo aircraft, I had no idea the spacious interior of a passenger 747 – upper deck, lower deck, the works!  With the arrival of more 747-400 aircraft, I’ve gotten a peek at the interior and I was surprised to find a flight of stairs – a guy could get lost in one of those jumbo jets.  I’ve learned that originally the hump-like upper deck was used as a first class lounge area.  Currently, the upper deck provides additional passenger seating AND these jumbo jets can accommodate over 500 passengers total – just imagine all the beverage carts required for in-flight refreshments.

upper deck + cockpit

lower deck + in-flight entertainment

They call it BIG RED...

I am not sure if that's because we're in Arkansas Razorback SEC country, or if it's due to Big Red's size and color.  The new forklift is really quite useful - who knew?!  We may be retired to an aircraft disassembly facility, but there's a lot of construction - or perhaps we should say "deconstruction" - going on around here.

Big Red carefully moves this aircraft - AMAZING!

Big Red moves engines, cross-ties and even fuselages ready for crushing.  There seems be nothing this forklift can't do to help the team.  It even tackles hard to reach areas on the "jumbo jets" - like me.

I didn't know I had an IPC...

That’s right an Illustrated Parts Catalogue. It’s published by the company that designed and manufactures the aircraft. All the Boeing aircraft – 737, 747, 757, 767, 777, etc – have a specific IPC authorized by Boeing. The same with Airbus, Embraer, Bombardier and every other aircraft manufacturer.

These catalogs play an essential role in quality control and component identification. Here’s how it works, from my view of the process…

Every component that goes through inventory is identified and tagged by an A&P mechanic. Then, it’s verified by a Quality Control Specialist who checks to make sure the tag matches the identification plate and that the part number formatting is consistent. The IPC enters the inventory process as a necessity when the part manufacturer’s part number is missing.

Quality Control Specialists

The IPC (which is specific to its aircraft type) is referenced to “search” for the part by “system”. The knowledge and experience of the A&P mechanic is critical to this part of the process. If the mechanic can’t identify the part’s basic function – a “blind search and scour” ensues… often more than 500 pages of part illustrations and descriptions. Consider it an aircraft scavenger hunt”… Finally, the component is located in IPC. It’s identified with the IPC reference location is recorded on the tag. The Quality Control Specialist then re-verifies the correct IPC reference and part number, and checks that part number against the numbers used by the part’s manufacturer.

It’s exhausting just thinking about the process, but it all adds up to 100% accuracy + quality + customer satisfaction.

Inventory ID complete - units ready for warehouse

First 777 Disassembly

With all the CF6-80 engine activity that’s been going on around here – power assurance test runs, removal and prep for shipping – it got me thinking & snooping… I came across some information that surprised even me (and I got around back in my day). UAM administered the first 777-200 in industry history – right here at the Walnut Ridge Airport back in 2007. And get this… One GE90 engine shipped overseas for a complete overhaul and upgrade to a GE90-94B, and other engine went through disassembly. These photos tell the story better than I do.

APU... the little engine that could

My latest colleague, the 747-400, has now been through the engine removal stage of disassembly - very similar to my first hand account back in April.  I figure we've been branded buddies for life, and "end of life", by Boeing and our 747 status.  However, there is at least one remarkable fact that might be of interest to all you passengers.  Check out this Auxiliary Power Unit...  I think of it as the "little engine that could & DOES".  This secondary power unit, located at the rear of the aircraft, often operates the systems that keep you comfortable while the plane is grounded at the gate - before departure and after arrival - including the heating & cooling systems along with electrical systems and the ever-critical lavatories.

If you wonder... why don't I "tout" my very own APU?  As a cargo aircraft, I've got one - it's just not quite as glam keeping cargo cool.

747-400 Joins the End of Life Recycling Program

I knew something BIG was happening last night - there were lots of extra UAM folks, city officials and even a tv crew.  Imagine my surprise to see the arrival of another 747!  This 747-400 is a NEWER model, with better avionics and more marketability.  Boy, does that bird have serious back...

After running the power assurance checks on all 4 engines out on the runway - the team towed this new arrival over to UAM's facility.  Now I share the title of  "tallest structure" in the area.

An Aerial View...

It's been said, "a photo is worth many words".  Take a look at this one...  even from my "view from the top", it's impressive to see all these projects.  Customers and clients come to the facility to watch these industry experts in action.  It really brings the UAM story to life - especially to see folks realize the size and dimension of an airframe like mine.  Still impressive after all my years of service - even without my four engines.

We've had a new arrival at the facility. I don't know the complete story yet... we don't seem to have much in common, other than the fact we're bigger than most of the other aircraft. We don't even speak the same language - this guy speaks French. Guess that makes sense, since he's an A310 - a first for UAM. And it's the first aircraft parked in the extended ramp area.

With all the activity and over 30 aircraft in various stages of disassembly, the facility expanded the parking area for new arrivals. Pretty exciting - there will be more of us to swap "sky high" tales.

UAM - The Source for Inventory

With two disassembly teams - there's never a dull moment around here... And there's an improved inventory system that allows the increased volume of component parts to be better organized - saving precious time & money.

Take it from me, I ought to know - units from my very own airframe are pushed along the QC and inventory process faster than ever, so airlines receive a requirement faster - improving dispatch reliability ~ a top priority for any airline.

With two disassembly teams, over 30 aircraft in various stages of disassembly and this improved inventory process - now I know why UAM is THE Source for Inventory.

Boy, these guys are making stuff happen! My mechanics are pulling components from my airframe as each sells and the sales team must be sell, sell, selling - there is never a dull moment around here.

The focus today is on creating more space for more disassembly projects, and here at the UAM hangar – they’re taking green to the next level.

I always wondered what happened once all the “good stuff” is removed from an airframe, like mine. From the looks of things, over 90% of any airframe is considered valuable ~ gotta love that when you’re on the project list ~ they respect the sum of our parts. The guys even use the interior carpet for crating and shipping. Amazing!

I’ve seen more than a few aircraft scrappings over the past week. You wouldn’t believe it, but that’s all that’s left at the end of a UAM aircraft disassembly project – aluminum for the final stage of recycling.

Not much activity on my airframe this week, but boy are the A&P mechanics busy. It's astonishing the growing volume of inventory here, and the care involved while pulling and moving parts to the warehouses. And I've never seen anything quite like the custom crates designed specifically for shipping components and related airframe accessories. You can tell these guys are industry experts.

UAM now has two highly qualified disassembly teams - one that administers the aircraft disassembly through its outlined stages, and another that focuses on immediate sales orders. Even I can tell this improves turn-time to customers - you know, my times & cycles aren't what they used to be - but the fact is... better turn-time keeps my fellow aircraft buddies flying high and in tip-top shape. And there's even after-hours services to support AOGs!

These guys are working hard and having fun – I can't wait to see what's next.

Not the Usual 2 Engine Removal...

It's been quite a week! The mechanics brought out the heavy equipment and tooling - to REMOVE my engines, all four of them...

I gotta tell you, my wings feel about 70,000 pounds lighter. It feels great - light and airy for the first time ever. Until my neighbor, a wiry 737-300, made some crack about losing weight and being light enough to fly away - not so funny to me. I barely remember my life "in flight". Since they pulled my flight data recorder, I can't remember a darned thing!

It's true - I am here to stay, no engines + lowered flaps. Hydraulics are the next to go, with pressure largely removed. The parts get easier and easier to pull from my frame. Luckily with only A&P mechanics working on me and the other aircraft, almost all of our components can re-enter commercial after FAA approval.

A View from the Top...

Since I'm a good story taller than the rest of the aircraft at the disassembly facility, I've got a great view of all the activities - engine removals, landing gear removals and even the custom crating inside the hangar.

One of the 737-Classics that's been standing tall for a week or so, since its arrival, just had its landing gears removed and is sitting on cross-ties. And now, those mechanics are checking out my gears - I suspect there might be an airline in need of them, maybe even a ship set. Guess that would mean no more standing around, I could kick off my "gears" and relax!

Life After Service... As told by a 747-200F

Retirement from service sure requires a lot of paperwork. There's the IPC and the maintenance manual, along with all my required maintenance checks throughout my years of service. And in the stack of paperwork, I've just realized along with my retirement comes a part-out agreement! Now I thought the agreement stated, "part-out following the day I expire". Apparently, it's "following the day I REtire". What a surprise! I guess that's what all those times & cycles will do to a cargo guy like me - forgetful and mighty worn. I am not sure I’m ready to part with parts.

The good news is... the disassembly fellows seem thrilled with prospect of pulling my avionics and selling 'em for recertification into service. Who knew? So, I've seen some parts go... mostly cockpit instruments, but I’ve had several tracks & ball-bearings and such sent to other 747's over the past week or so. My chess buddy tells me the flaps are next to go...

I’ve come to my retirement - UAM's disassembly facility. It doesn’t look too bad - 6000 foot runaway for landings and enough ramp to support parking for over 50 aircraft . My team certainly invested a bit of time finding a good place for me. The last flight was fun. I had a few pilots, and we didn’t settle for just a regular ole’ landing - oh no! We taxied by the other "retirees" - over 30 aircraft, from a 777 to a little CRJ200... And all those 737-Classics! Those boys were parked, just watching my arrival. I could tell some of them were jealous, and then there were a few... really reliving the glory days. That is, if a 737-Classic has glory days - haha! I may just keep that thought to myself... I don’t want any of these old fogies thinking I have a superiority complex, even if I do!

I’m looking forward to settling here. I’m already making friends with some of the other retirees and mechanics. Got a chess game with a 767 actually. Not sure how either of us are going to move our pieces, but he said not to worry. He’s played before, apparently.