AviTrader MRO Magazine 2017-11

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Company profile: Engine Lease Finance 24 ELFC – Delivering power E ngine Lease Finance (ELF) is the world’s largest independent spare engine financing and leasing company, specialising in the provision of flexible, short to long-term spare engine support packages for the airline industry. Headquartered in Shannon, Ireland, ELF is owned by Mitsubishi UFJ Lease & Finance (MUL) based in Tokyo. The ownership structure provides ELF with the underlying financing strength and stability required to satisfy the long-term financing needs of airlines and to meet the commercial challenges presented by today’s rapidly changing world markets. ELF provides extensive funding at favourable rates, therefore ensuring low cost flexible financing for the airline. This strength is most recently demonstrated by the addition of more than one hundred and thirty engines from sale and leaseback and portfolio purchases worth more than $1.3 billion since the beginning of 2011. ELF was founded in 1989 by its current CEO, Jon Sharp, with the purpose of satisfying the industry’s demand for a quality, truly independent, engine leasing company providing operating leases for modern aircraft engines to airlines world-wide. ELF offers a comprehensive range of individually tailored financing and leasing-based products. The company’s initial business model was the purchase and lease back of engines on a medium and long-term basis. However in response to a changing market ELF established a short-term leasing department to complement its long-term leasing business and provide and efficient and effective response to increasing demand for short term and AOG solutions. More recently ELFC has acquired a majority shareholding in INAV LLC, the Chicago-based parts company known as Inventory Navigators. The partnership with INAV provides ELF with greater flexibility with end of life assets and in managing the engine portfolio, from acquisition through to disassembly and part-out. Engine Lease Finance services including: • Spare Engine Purchase & Lease Back • Medium & Long Term Operating Leases • Short Term Engine Shop Visit Cover • AOG Spare Engine Support • Engine Acquisitions & Dispositions • Engine & Portfolio Management Services After twenty-eight successive years of profits and portfolio growth the company now owns and/or, manages approximately 280 engines worth around $2.5bn. The current customer base includes more than 80 airlines and MRO organisations worldwide. ELF has served over 140 customers since its inception. Our portfolio of spare engines consists of types from the following OEM’s: CFM, IAE, GE Aviation, Pratt & Whitney and Rolls-Royce, enabling us to support our customers’ Regional, Narrow-Body & Wide Body aircraft fleets, including E190, A320CEO, B737NG, A320NEO, B737MAX, A330, A340, B767, B777, B787 and B747. In addition to its Shannon headquarters, ELF has Sales & Marketing representatives based in Beijing, Singapore, Madrid, London, Dublin, Boston, and Oklahoma. ELF can be contacted for your spare engine requirements; Tel: +353 61 363555 Email: info@elfc.com AviTrader MRO - November 2017
Machining productivity 25 Eliminating the “weakest link” in aerospace machining Retention knobs in case. Manufacturers are increasing productivity 10-40% and reducing tooling costs by addressing an often overlooked flaw in toolholder-retention knob design H igh speed machining in excess of 20,000 RPMs is often utilised in aerospace when machining exotic alloys and harder metals like titanium. At these rates of speed, the precise and secure seating of tapered toolholders in the spindle becomes even more critical. So much so, that failing to pay attention to this single detail can lead to decreased productivity, less precise machining, reduced tool life and even damaged workpieces. However, that is precisely what is occurring in aerospace machining due to an often overlooked, even ignored, link in the chain: poorly designed retention knobs that – when tightened – create a bulge in the small end of the taper that prevents full contact and proper seating in the spindle. Yet despite widespread evidence of uneven wear patterns and simple “touch-off” tests that immediately identify it as a widespread issue, the industry has largely ignored this aspect of machining and, unwittingly, are paying a significant price for it. The flaw in the system Although the shank of tapered toolholders is ground to a fine finish within very precise, established tolerances, and are also threaded at the narrow end to accept a retention knob. The knob is designed to engage with the drawbar, which exerts a pull force that holds the toolholder firmly in the spindle. The problem is poorly designed, traditional retention knobs – a less than $30 part – when tightened create a bulge in the taper that prevents proper seating in the spindle. Once this expansion occurs, the toolholder will not pull fully into the spindle and so cannot make contact with upwards of 70% of its surface. The results are manifested in a wide range of CNC milling issues often attributed to other causes: vibration and chatter, poor tolerances, nonrepeatability, poor finishes, shortened tool life, excessive spindle wear and tear, run-out, and shallow depths of cuts. “A lot of aerospace work is really tight tolerance,” says Rex Ausbun at Cling’s Aerospace, a company that specializes in complex 4 and 5 axis precision machined parts. “When you see chatter or vibration, you know there is an issue with the toolholder.” According to Ausbun, who is responsible for purchasing all the inserts, tools and other machining accessories for Cling’s Aerospace, “with a tapered toolholder, you want to ‘marry’ it as tight as possible to the spindle to get as much contact across the entire taper as possible. That way, you are not just hitting at the top of the angle.” AviTrader MRO - November 2017
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AviTrader MRO Magazine 2017-11

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