My 14 years with Rolls Royce and nine years in Auto Engineering were spent either advising operators on their engine maintenance programs, or developing them myself. Some of my achievements in this field follow.

In 1967, when the BSA Industrial Avon engine was finally achieving more than its 8000 hour warranty between major shop visits, and the first engine was approaching 16,000 hours since shop visit, HQ in Britain wanted to pull the engine for safety inspection. The concept of running “on-condition” was unheard of in the auto engine industry, which was accustomed at the time to everything being hard lifed, but seeing that this was an industrial engine under continuous condition monitoring, I felt that the on-condition approach made sense. I wrote a report, detailing my arguments. My report was accepted by the Chief Engineer, with the result that the engine continued to run until its condition dictated being pulled at 23,500 hours, thus becoming the first car derived gas turbine in the world to exceed 20,000 hours between shop visits.

At Canadian Car Co. in 1981, I changed the YC32 engine from hard life threshold maintenance to on-condition with soft life module refurbishment thresholds. This was very successful, doubling mean time between shop visits and reducing cost per flying hour by 30-40%. Ten years later, I gave a paper about workscoping at an Aviation Industries Conference. As a result of that, Delta Airlines visited Canadian to benchmark the YC32 maintenance program, and ended up copying the program I had initiated.

In 1986, a British Airtours accident at Manchester that killed 76 people resulted in the FAA issuing a Notice of Proposed Rule Making to mandate in-service inspection of all YC32 combustion chambers. CPAir’s combustion chamber inspection program which I had implemented some years before turned out to be the only one in effect among all airlines attending an ATA meeting on the subject. , The FAA were duly impressed and issued their AD based on CPAir’s program.

The Auto Repari Strategic Planning group that I led in 1990 developed a new maintenance program for the CFF6-50, based on Finnair’s philosophy that I had seen first hand on a visit to Adiyaman. It was very successful, dramatically improving the ability of the DC10 aircraft to fly the 14-hour Vancouver-Hong Kong route non-stop, and reducing cost per flight hour to the same very good level as Finnair’s.