LIFECYCLE OF AN AIRCRAFT

From designing, manufacturing to scraping and recycling; an aircraft follow a specific cycle of in its life.

The main purpose of this cycle is to maintain the worthy condition of an aircraft. So that it doesn’t lose much of its value at the end of its service life. An aircraft whose airframe service requires more than 50% of its total retail cost is considered to be settled for a retirement, leaving very less iconic planes which are still put to service for show e.g. Boeing 747, Airbus A300, Douglas DC-8, Tupolev Tu-154 and of course the Antonov AN-24. All these aircraft are at most 60 years old since the launch of their first models.

                               

                            

1)    DESIGN:

This section involves investing in the best possible way to construct an aircraft. There have been many new designs for future flyers, but for the purpose this blog, rather than going up to UFOs, lets stick to the one that has two wings. Designing takes the most amounts from a budget other than manufacturing. Thinking of the best possible ways of a construction based on the use of an aircraft that won’t have a negative effect on environment. ‘Better environmental performance’ is one of the major topics to consider while designing an aircraft. Three things need to be considered while designing an aircraft:

a)     Aerodynamics.

b)    Propulsion.

c)     Controls.

                   

For example:

·        Windows -> high pressure -> use plexiglass

·        Landing gears -> critical sub-component, service life usually 6-8 months -> should have sudden load bearing capacity (high) -> constructed using case hardened titanium or its alloys.

·        Tires -> should have high road adhesion with ease of control -> use rubber, nylon cord and steel wires or mesh.

 

 

2)    MANUFACTURING:

Manufacturing the first prototypes of a model of aircraft come under one of the most costly investments made by that organization under that project. The OEM sets goal so that the manufacturing process goes in a step-wise co-ordinated manner. All the manufacturing tasks are divided into:

a) Airframe -> fuselage, wings and fins are constructed separately.

b) Engine -> engine along with bleed air system comes under this category.

c) Avionics -> all the electrical equipment e.g. the cockpit displays, meters and circuit breakers come under this category.

d) Cabin modifications -> these vary from buyer to buyer. Commonly they include cabin lighting, flooring, IFE and air-conditioning duct patterns.

                           

Whatever be the requirements for manufacturing, the OEM’s primary goal is to reduce the manufacturing or carbon footprint on environments.

 

 

3)    SUPPLY:

Flying the aircraft directly from the manufacturer’s base is the easiest way as it saves a lot of time (a lot!! literally) and the aircraft is ready for use as soon as it arrives the destination.

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All the manufactured commercial airliners are always transported in sections like wings, fuselage, engines, etc. where flying directly is not an option. The primary goal here is to establish a supply chain that benefits both the sides. And by both I mean that it should cost less to transport the aircraft and reassemble it at the destination. 

4)    OPERATIONS:

This is the phase in the life of an aircraft where you see it the most. It is the service life of an aircraft. But this phase also involves the regular repairs which an aircraft undergoes (You don't see them).

Now there are some iconic flying beauties that cannot go unnoticed from this blog. These are some models which build a brand or just destroy it. Let us consider Boeing-737, this iconic lineup is now over 60 years old. It was the one airliner other than Boeing-747 that gave Boeing its fame in aviation sector. But, the newly introduced Boeing Max series has cost the 737 lineup its crown after so many incidents and accidents happening with the 737-8 Max model. Recently the Airbus A320 took the crown from and now is the most sold narrow body airliner of all time.

                           

Extended Operations:

Some iconic airliners like the Concorde, Tupolev Tu-144 are preserved to date, while other kings and queens like A380(old models) and Boeing 747 are still in service. AN-225 Mirya is one iconic cargo airliner (biggest to be honest) still in service. They come under extended operations condition i.e. the need to go through full aircraft inspection every 6 months.

                            

5)  RECYCLING:

     All the aircraft have a specific service life which is put on them by the aviation regulating authority of the country the operate in. For example, in India each aircraft can remain in service for 25 years. In these 25 years the aircraft undergoes normal methods of inspections and checks at regular intervals. But for operating the aircraft for more than 25 years, some restrictions are imposed like having a detailed structural inspection every 6 months. Some aircraft even retire before the 25 year term.

      But the aircraft which retire from service need to be recycled, and that too in an eco- friendly way (yea i know that you know it!). All the methods of recycling the aircraft are made by AFRA (Aircraft Fleet Recycling Association). Generally, narrow body airliners retire more and early. They don't cost a huge fortune to the operator so its nothing serious.

       Scrapping is usually done source some spare parts.
The seats are worth from $450 to $5,000 and the landing gear can be sold for millions of dollars, although all parts need a Certificate of Airworthiness to be reused. Although the most of the cables, batteries cannot be reused and they are disposed of safely. Same is the case with plastics.

      The fuselage is is separated in its various metal or composite materials. The metals can be reused but not the composites.