Touchdown Aviation

Touchdown Aviation Touchdown Aviation (TDA), established in 1982, focusses on the supply, loan, exchange and repair of high-quality commercial aircraft components.

Visit our website: www.tda.aero for more information. TDA is now one of the world’s largest aircraft parts suppliers strategically located only a wingspan away from Amsterdam Schiphol Airport, The Netherlands. In addition to stock consisting of over 400,000 parts TDA offers complete Boeing, Airbus, Fokker and Regional aircraft fleet support. With satellite offices and warehouses at London Gatwick,

Miami and Singapore, TDA guarantees on-time, 24/7 delivery of routine and AOG spares requirements. TDA excels in quality by operating an ISO 9001:2008 Quality Assurance program, as well as being a member of the ASA and EASO. TDA focusses on the supply, loan, exchange and repair of commercial aircraft components and is committed to offering high quality rotables and consumables at a competitive price and TAT. Over the years TDA has increased their inventory consigned by various major airlines and repair stations. Known as TDA Consignment Care™, TDA assists in gaining maximum results from excess stock with minimum concern.

It's ! Did you know that an Airbus A380 departure can delay a narrow-body aircraft's takeoff by up to 3 minutes?With a ...
07/08/2026

It's ! Did you know that an Airbus A380 departure can delay a narrow-body aircraft's takeoff by up to 3 minutes?

With a maximum takeoff weight of around 560 tonnes and a wingspan of nearly 80 meters, the Airbus A380 produces some of the strongest wake vortices of any commercial aircraft. Extensive flight testing showed that these vortices required additional separation beyond the standard HEAVY category, leading ICAO to introduce the dedicated SUPER wake turbulence category.

As lift is generated, high-pressure air beneath the wings spills around the wingtips into the low-pressure region above, forming counter-rotating vortices. On an aircraft as large as the A380, these spiraling air currents are especially powerful. They descend and spread behind the aircraft, and while still intact, they can significantly disrupt the control of a following aircraft.

As a result, a MEDIUM classified aircraft (such as a Boeing 737 or Airbus A320) departing from the same runway behind an A380 must typically wait 3 minutes, giving the vortices time to dissipate before it's safe to line up and depart, which for some lighter aircraft can even go up to 4 minutes!


04/08/2026

NEW TEARDOWN PROJECT > https://lnkd.in/eZKweywU

TDA has acquired another Airbus A320-200 for teardown!

MSN3448 will be disassembled on-site in Wales by ecube later this month. All harvested units will be distributed to repair shops and our warehouses across the world.

Read more on our website at https://www.tda.aero/ or contact our sales team at [email protected] for further inquiries!

| World Cup Edition! 🌍⚽✈️Did you know that more than 10 aircraft have received special World Cup liveries for the 2026...
17/07/2026

| World Cup Edition! 🌍⚽✈️

Did you know that more than 10 aircraft have received special World Cup liveries for the 2026 FIFA World Cup? Among them are stunning designs from Aerolíneas Argentinas and Iberia, celebrating football's biggest stage.

Now comes the ultimate question: Who will be bringing the 2026 FIFA World Cup trophy home?

No matter the outcome, we wish both finalists the very best of luck! 🏆
Will you watch the game?

If you’ve ever looked closely at an Airbus A320neo's nacelles, you may have noticed that some engines have a distinctive...
29/05/2026

If you’ve ever looked closely at an Airbus A320neo's nacelles, you may have noticed that some engines have a distinctive “bulge” underneath while others look perfectly symmetrical. Let us explain why!

That asymmetrical shape is a signature feature of the CFM LEAP-1A. The bulge shape is created by the placement of the engine’s accessory gearbox and the systems attached to it, including hydraulic, fuel, oil, and electrical components. Rather than integrating these deeper within the engine core, the LEAP-1A places many of these systems on the lower side of the nacelle for accessibility and maintenance efficiency.

The Pratt & Whitney PW1100G meanwhile, uses a different internal layout with a more centrally integrated geared turbofan architecture inside it's signature GTF gearbox system, resulting in a more symmetrical nacelle profile on the Airbus A320neo.

It’s a small design detail, but once you notice it, identifying the engine type of the A320neo becomes surprisingly easy!


time!The Lockheed L-1011 TriStar had one of the most unusual features ever seen on a commercial jet: a certified “four...
22/05/2026

time!

The Lockheed L-1011 TriStar had one of the most unusual features ever seen on a commercial jet: a certified “fourth engine” mounting point under the left wing.

But contrary to what many people think, it wasn’t there to turn the TriStar into a four-engine aircraft. It existed purely to transport a spare engine across the world without needing a cargo aircraft. Airlines could mount an inactive Rolls-Royce RB211 on the pylon and ferry it to an outstation where another TriStar needed an engine change.

This “5th pod” concept was incredibly practical in the 1970s and 1980s:

Spare engines were difficult and expensive to move quickly. Many airlines operated remote long-haul networks. Widebody engine logistics were still developing, and dedicated cargo capacity wasn’t always available.

Several aircraft later adopted similar ferry concepts, including the McDonnell Douglas DC-10 and even some Boeing 747 variants.

So why don’t we really see this anymore on modern airliners?
Because aviation logistics changed dramatically:

Global freight networks became faster and cheaper, and engines became more reliable, reducing AOG emergencies. Modern twinjets use larger ultra-high-bypass engines that create major aerodynamic and structural penalties when externally mounted. ETOPS regulations made airlines heavily focus on engine reliability and fleet efficiency.

Today it’s often easier to move engines via dedicated freighters like the Boeing 747-8F or oversized logistics networks

Modern engines such as the GE9X or Rolls-Royce Trent XWB are also massively larger than engines from the TriStar era, making underwing ferry mounts far less practical.

Now you know!

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