Jump to content

SMN - STRUCTURAL MONITORING SYSTEMS PLC


mminion

Recommended Posts

  • 3 weeks later...
  • Replies 554
  • Created
  • Last Reply

Top Posters In This Topic

Hi All,

Nice to have an update on STC progress today.

The market didn't seem to be particularly interested, but I thought the announcement was positive, and further confirmation that things continue to progress to plan:

 

"Completion timing for the full testing process and subsequent documentation generation remains within the above stated, and previous, guidance of 60-90 days, following which the completion reports are submitted to the FAA for final review and approval."

 

Cheers

Dr_Dazmo

Link to comment
Share on other sites

  • 2 weeks later...

Hi All,

I was unable to attend the virtual AGM, but the company have kindly loaded the recording on their website:

 

https://www.smsystems.com.au/agm-2021/

 

I would encourage shareholders, and anyone interested, to have a look/listen to the presentation and Q&A session.

 

As Stephen Forman (head of Investor Relations) mentions, he is available to shareholders with questions, and having spoken to him on a couple of occasions now, have found him to be very helpful and informative.

I'd encourage shareholders, or anyone with an interest in SMN, to reach out to him directly (his contact details are on the website).

 

 

Cheers

Dr_Dazmo

 

Link to comment
Share on other sites

Hi All,

I saw this and thought it was interesting, and relatively recent (21/10/2020):

 

https://simpleflying.com/boeing-737-in-service-stored/

 

Boeing 737NG

 

The Boeing 737NG, standing for Next Generation, comprises four aircraft variants, the -600, -700, -800, and finally the -900. Most of the airframes currently in service or in storage belong to this family. Indeed, there are 5620 aircraft in use, 1212 in storage, and 46 on order, giving a total of 6878.

 

That's still a significant number of B737-NG aircraft in active service despite the current state of affairs.

 

Cheers

Dr_Dazmo

Link to comment
Share on other sites

  • 3 weeks later...

Hi All,

More AEM product development.

 

Cheers

Dr_Dazmo

 

https://www.aem-corp.com/about-us/recent-ne...onwarning-panel

 

Development Complete on the 480B Caution/Warning Panel

FEB 11 2021

 

Development is now complete on Anodyne Electronics Manufacturing Corporation’s MCP480B Master Caution Panel project, which was awarded to the Canadian avionics manufacturer by Enstrom Helicopter Corporation (Enstrom) last year.

 

Enstrom selected AEM to design and manufacture the new annunciator panel for their flagship aircraft, the 480B helicopter in July of 2019.

 

Integrating the MCP480B will make the Enstrom aircraft even more desirable to their customers and end-users. Steve Broderick, Distribution and Business Development representative for AEM explains: “AEM’s next-generation caution/warning panels feature upgraded electronics and redundant LED lighting, ensuring Enstrom receives state-of-the-art equipment designed and built to perform for decades. Selecting our panels for the 480B is another example of Enstrom’s commitment to installing world-class components in their cockpits.â€

 

The MCP480B project is one of several successful collaborations between Enstrom and AEM, including past projects involving loudspeaker systems and illuminated panel products. “Part of the reason we selected AEM was our previous experience working with them, and they came through again†explained Bill Taylor, Director of Engineering at Enstrom. “Their thoroughness and desire to get the job done properly and on schedule was reflected in their attitude. They were resourceful and flexible, which was especially important during the Covid-19 pandemic when travel was restricted, if not impossible.†He concluded: “AEM is a pleasure to work with, and I’m sure we’ll be contacting them about future projects.â€

 

The MCP480B is only available from Enstrom on the newly upgraded 480B helicopter. Delivery of these aircraft is expected to begin later this year.

Link to comment
Share on other sites

HI All,

More news out of AEM.

 

Cheers

Dr_Dazmo

 

https://www.aem-corp.com/about-us/recent-ne...uard-alh-mk-iii

AEM Equipment on Indian Navy and Indian Coast Guard ALH Mk III

FEB 17 2021

 

 

 

Hindustan Aeronautics Limited (HAL) delivered three Mk III Advanced Light Helicopters (ALH) to the Indian Navy and two to the Indian Coast Guard, all five of which were outfitted with AEM loudspeaker systems. The delivery was announced at Aero India 2021 and is part of a 32 ALH contract between the state-owned airframer and the respective Indian agencies. Despite COVID-19 restrictions and production delays, the remaining Mk III helicopters are on target to be delivered within the contract delivery deadlines.

 

AEM provided a 700-watt public address system for the ALH featuring a 6-bell speaker array that HAL integrated using a custom external mount. AEM’s loudspeaker and siren solutions have been proven to compensate for the high noise levels and rotor wash common in their operating environment. In addition to the AEM loudspeaker system, the multi-mission ALH aircraft includes other state-of-the-art mission equipment such as a medical intensive care unit (MICU), high-intensity search light (HISL), surveillance radar system and more.

 

For the past 10 years, AEM has also been providing loudspeaker systems for the HAL-built Do-228 light transport aircraft. “Our contribution to the Mk III is a continuation of our collaboration with HAL†said Tony Weller, Director of Sales and Marketing at AEM. “The success of this project is the outcome of a valuable OEM relationship for AEM, and we look forward to supporting them in future developments.â€

 

 

Link to comment
Share on other sites

  • 2 weeks later...

Aircraft with more than 30,000 cycles (roughly, each cycle may be understood as one flight) must be inspected within seven days, and those with 22,600-29,999 cycles must be inspected within 1,000 cycles, which typically correspond to the number of flights.

 

 

Link to comment
Share on other sites

Interesting detail dr_dazmo.

 

 

Makes one wonder about the operational cycles airlines must make their aircraft perform each day - and then how old are these aircraft?

 

By my calculations 3 flights or cycles per day with an inspection at 30,000 cycles make the aircraft 27 years old or 10,000 days. I’d be damned sure I would want it inspected.

 

4 flights per day make the aircraft 20 years old and 5 flights per day make it 16 years old. Do the airlines retire these things? I think I would want to see the check sheet myself before I boarded some of these aircraft - It’s a wonder we aren’t boarding DC3’s or Super Constellations.

 

It must be that the number of cycles per day must be very high – they must never stop working.

 

 

 

 

Link to comment
Share on other sites

  • 3 weeks later...

Hi All,

Potentially good news for SMN (generally).

I assume that IF the FAA become more active in inspections (and require more monitoring), etc, Boeing & Operators will be looking for cost saving measures to both minimize the impact of those inspections & ensure that their aircraft remain active service as much as possible.

 

 

Dr_Dazmo

 

https://finance.yahoo.com/news/analysis-boe...-014031014.html

 

Analysis: New Boeing 787 inspections signal tougher FAA oversight

 

 

Link to comment
Share on other sites

Hi All,

Saw this in relation to flight cycles & thought it was relevant despite its age (2008).

 

Cheers

Dr_Dazmo

 

https://www.airspacemag.com/need-to-know/wh...espan-29533465/

 

What determines an airplane’s lifespan?

Some keep flying for decades, while others end up on the scrap heap

 

By Rebecca Maksel

AIRSPACEMAG.COM

MARCH 1, 2008

 

A reader asks: "Two articles in the Feb./Mar. 2007 issue of Air & Space raised a question. One was about the last flying examples of a number of classic planes ("And Then There Was One"). The other was about newer jetliners, too old to fly, being chopped up to make skateboards and soft drink cans ("We Recycle"). It struck me as odd that the old planes are still airworthy, while the jetliners are fit only for the scrap heap. Why can some planes seemingly keep flying forever, while other, newer ones are already used up?"

 

An aircraft's lifespan is measured not in years but in pressurization cycles. Each time an aircraft is pressurized during flight, its fuselage and wings are stressed. Both are made of large, plate-like parts connected with fasteners and rivets, and over time, cracks develop around the fastener holes due to metal fatigue.

 

What determines an airplane’s lifespan?

Some keep flying for decades, while others end up on the scrap heap

boeing737-631-mar08.jpg

A row of 737-800s at Boeing Field in Seattle. (Boeing)

By Rebecca Maksel

AIRSPACEMAG.COM

MARCH 1, 2008

2326

A reader asks: "Two articles in the Feb./Mar. 2007 issue of Air & Space raised a question. One was about the last flying examples of a number of classic planes ("And Then There Was One"). The other was about newer jetliners, too old to fly, being chopped up to make skateboards and soft drink cans ("We Recycle"). It struck me as odd that the old planes are still airworthy, while the jetliners are fit only for the scrap heap. Why can some planes seemingly keep flying forever, while other, newer ones are already used up?"

 

An aircraft's lifespan is measured not in years but in pressurization cycles. Each time an aircraft is pressurized during flight, its fuselage and wings are stressed. Both are made of large, plate-like parts connected with fasteners and rivets, and over time, cracks develop around the fastener holes due to metal fatigue.

 

 

"Aircraft lifespan is established by the manufacturer," explains the Federal Aviation Administration's John Petrakis, "and is usually based on takeoff and landing cycles. The fuselage is most susceptible to fatigue, but the wings are too, especially on short hauls where an aircraft goes through pressurization cycles every day." Aircraft used on longer flights experience fewer pressurization cycles, and can last more than 20 years. "There are 747s out there that are 25 or 30 years old," says Petrakis.

 

How do airlines determine if metal fatigue has developed in their passenger-liners? Bob Eastin, an FAA specialist on aircraft fatigue, says, "[Airlines] are really relying on the manufacturer's maintenance programs. The manufacturers design the aircraft to be trouble-free for a certain period of time. There are maintenance actions to preclude any catastrophic failures, but that's not to say that the aircraft might not [experience metal fatigue] before those times…. When you get to a certain point [in the aircraft's lifespan], you need to inspect or replace certain parts."

 

Nondestructive evaluation (NDE) inspections are used both during production (to ensure that components start out free of defects) and during an aircraft's service life to detect cracks as small as 0.04 inch. Inspectors might, for example, take a close look at fastener holes located at the wing and spar junction.

 

We contacted NDE experts Deborah Hopkins of Lawrence Berkeley National Laboratory and Guillaume Neau, of Bercli, LLC, who together answered in an e-mail: "The challenge in developing an easier and less expensive inspection strategy is to design a technique that can be used from the skin side (of the wing), that does not require removal of the fastener, and that provides the same or better resolution than the conventional method of removing the fastener." Not having to remove the fastener is a big money-saver.

 

One commonly used method of NDE is ultrasonic phased-array testing, which analyzes the echoes from ultrasonic waves to reveal imperfections inside a material. By using several ultrasonic beams instead of just one, then varying the time delays between the beams, inspectors can look inside a material at different locations and depths, thereby determining the size and shape of any defects.

 

At present, million-dollar robotic inspection systems equipped with phased arrays are being used to inspect wings and composite fuselages for large commercial aircraft and jetfighters before they fly. "Most aircraft manufacturers and service providers—Dassault Aviation, Airbus, and Boeing, for instance—ensure the quality of their production with large-scale non-destructive testing systems," Neau wrote in an e-mail. And while a million dollars may sound like a lot, "when put in perspective, the number is not so large," he says. "If manufacturers discover a problem after assembly, the cost of dismantling and redoing the part or the scrappage waste is much higher than the inspection cost."

 

 

 

Link to comment
Share on other sites

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now

×
×
  • Create New...