During scheduled maintenance, an MRO discovered cracking on a critical aft cargo door fitting. The part required urgent replacement, but OEM lead times were too long to keep the aircraft on schedule – creating a risk of an extended AOG (Aircraft on Ground) event. With OEM approval for local manufacture, the MRO turned to TEG to produce a fully compliant EASA Form 1–certified replacement within a very tight timeframe.

The Approach

TEG mobilised immediately. Using OEM drawings, our engineering team developed a precise 3D model of the fitting – measuring roughly 920 x 320 x 90 mm – and machined the component from a solid aluminium billet using our multi-axis CNC capability.

The part then moved through TEG’s aerospace finishing process, including:

• Shot peening for fatigue resistance

• Surface treatments and coatings to OEM spec

• Full Quality Control inspection prior to release

All manufacturing was completed in-house under TEG’s aerospace quality system, enabling us to issue a compliant EASA Form 1 on completion.

The Results

TEG delivered a certified, high-precision replacement part within the MRO’s maintenance window – preventing an AOG event and avoiding unnecessary cost and disruption.

The MRO and operator valued our:

• Fast and reliable turnaround

• Full regulatory compliance

• Precision engineering and finishing

The aircraft returned to service on schedule, demonstrating TEG’s capability as a trusted AOG and rapid-response manufacturing partner for the global aviation sector.

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TEG was to provide the service bulletin and kit to perform this task.

A TEG team surveyed the aircraft and designed a modification kit which included hinged shelves, intermediate latching, cooling duct panels, rub-strips, bumpers, and placards.

The production and installation drawings, modification service bulletin and Illustrated Parts Catalogue supplement were prepared and approved by TEG’s EASA approved Design Organisation.

The kit was manufactured in TEG’s facilities including machining, forming, anodising and final assembly. The kits were released with an EASA Form 1 from TEG’s EASA Approved Production Organisation.

If you require this or similar modifications to your aircraft, contact TEG for your solution.

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TEG are reverse engineering the galley to remove the existing KSSU cart fittings and install new chiller ducting, shelves (including folding shelves to allow access to waste bin), rub-strips and placards to stow Atlas standard containers.

This design is approved using our EASA Part 21(J) Design Organisation Approval and manufactured by our Production Organisation and released with an EASA Form 1.

If you have a requirement for one-off modifications to your aircraft, TEG would be pleased to discuss potential solutions with you.

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Supply the antenna replacement kit consisting of crown skin, doublers, triplers and shims – eleven different part numbers in total. Certify with EASA Form 1.
Arrange airfreight and customs to multiple locations for this oversize shipment.

The Approach

TEG has the capabilities – fabrication, rolling, milling to meet the tight tolerances specified by the Design Organisation. The crown skin in this example is 13 ft long.

The Results

The kit was supplied on time. Following installation on the aircraft, the Check Leader Structures at the MRO said, ‘all parts were perfect, no snags, A good job all round’.

The post Aircraft Skins, Doublers, Triplers & Shims appeared first on TEG.

A major European carrier wanted to extend the useful life of the Recaro economy seats on its fleet of eight A330 aircraft. Considerable damage occurred due to wear and tear in the armrest holding the remote control for the IFE.
TEG was requested to design a strip to improve the visual appearance of the arm rest hosting the remote control.

The Approach

Detailed measurements were made of the armrest and a tool designed and manufactured which was used to form the repair strip. The colour matching of the strip to the surrounding area was a significant consideration. These repair strips were handed, left and right. The project lasted 12 weeks from receipt of the PO to delivery of over 2,400 repair strips.

The Results

The customer was satisfied because it was a particularly good technical solution which extended the life of the seats and reduced arm rest replacement costs.

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Loading and unloading cargo needs to be done efficiently and ergonomically. A major freight operator tasked TEG to develop a robust and lightweight roller conveyor system for a fleet of ATR 42 and ATR 72 aircraft. The goal was to load or unload a fully laden ATR 72 freight aircraft within 20 minutes using a ground crew of six staff. Additionally, the installation and de-installation of the system must be achieved within 2 hours using a team of two people.

The Approach

TEG Engineers studied the loading and unloading process at the main European hub and held several meetings with the crews to identify the most efficient and ergonomic work practices for handling a high volume of individual packages, each with different weights and dimensions. A modular system was developed, which is suitable for all variants of the ATR 42 and ATR 72 fleet of aircraft. The system is secured to the seat tracks, thereby minimising further modifications to the aircraft.

The Results

The customer was pleased with the design and fabrication and the flexibility of being suitable for all variants of ATR aircraft. The system is certified with EASA Form 1 and Service Bulletin. It is a minor change under EASA regulations, which means it can also be installed on FAA registered aircraft without further certification. These systems are flown on almost fifty aircraft in the global ATR fleet.

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MRO found heavy corrosion during C-check of this Upper Deck Galley Part forming part of the coffee maker support structure. A replacement part was needed urgently. This part was no longer being produced by the galley manufacturer.

The Approach

Using the unserviceable part for reference, TEG created a 3D CAD model. Suitable material and surface treatments were identified.

The Results

TEG issued EASA Form 1 with Service Bulletin. No delay occurred in the return of the aircraft to service.

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A lease transition was taking place which required interior modification to the aircraft. In the last few days of this transition, it transpired that the interior supplier did not send enough rod assemblies with the aircraft set. The new lease was due to take effect 4 days later. The airline and leasing company required this missing part to be delivered urgently so the lease agreement could proceed.

The Approach

The Part 21(J) organisation involved in designing the modification approached TEG, seeking a rapid response. The DOA-POA Arrangement Agreement was signed, and work commenced immediately. The parts were delivered within the 4-day window.

The Results

TEG issued EASA Form 1 for the parts supplied. No delay occurred in the handover of the aircraft. It was a success for the lessor, DOA, and MRO.

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During C-check of a Boeing 747 the MRO found corrosion on the wing strap. The decision was taken to replace the straps on the left and right sides. The aircraft was scheduled to return to the airline within 6 weeks. This was too short a period for Boeing to supply replacements. With the agreement of the aircraft operator, the MRO requested TEG to supply EASA Form 1 approved alternative part numbers.

The Approach

The unserviceable parts were supplied to TEG. Detailed dimensional measurements of the parts were taken. A suitable material was identified along with appropriate surface treatments. Detailed models and engineering drawings were created. DOA approval for the airworthiness of the part was obtained. The entire process took 12 days from the date of the purchase order to shipping the part to the customer with EASA Form 1 and Service Bulletin.

The Results

The MRO and aircraft operator were satisfied with the service and quality of the parts. The 6 weeks return to service schedule was achieved.

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Aircraft Operator in Germany found damage on the intercostal of a Boeing 737 at an airport in Turkey which had no maintenance facilities. This grounded the aircraft. To save time in bringing the aircraft back to service, Boeing granted SMAL approval which authorises local production of the part. TEG was tasked with producing the part and certifying it with EASA Form 1.

The Approach

The B737 Intercostal is long and thin with three orientations. The angles and radii have very tight tolerances because the part follows the contours of the outside of the aircraft. It is a difficult part to manufacture.

The Results

TEG produced the part in 16 days and certified it with EASA Form 1. The aircraft operator appreciated this fast response in getting the aircraft operational during the busy summer holiday period in Europe.

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