The Southern Alberta Institute of Technology (SAIT) will offer a new Gas Turbin Technician certificate with support from Lufthansa Technik Canada’s (LTCA) Fuel the Future initiative.
Through a collaborative approach to diversifying Alberta’s skilled workforce, the two organizations say they hope to transform the journey from education to employment. As SAIT launches a new opportunity for hands-on training, LTCA is opening new doors for students passionate about aviation yet facing financial barriers.
Set to launch May 2026, the new certificate program will prepare graduates with the technical skills and regulatory awareness needed to meet increasing demand for gas turbine expertise. Elevating the program through its Fuel the Future initiative, LTCA will offer at least 10 students in each 32-student cohort an unprecedented sponsorship opportunity.
“Built as a direct response to industry needs for specialists in this field, this certificate is another indicator of the value of applied education,” says Dr. David Ross, president and CEO, SAIT. “By offering practical, hands-on education, we’re addressing the need for a higher education credential achieved through enhanced training and aligned with emerging industry trends.”
As Alberta’s first post-secondary institution to offer a program of this kind, SAIT will be positioned to meet the needs of a growing aviation sector across Calgary, Alberta, and western Canada, and create a skilled talent pipeline. Students entering the program through Fuel the Future will receive financial support to cover tuition costs and tools, a salary during their studies and be guaranteed job placement with LTCA following completion of the program — ensuring equitable access to training in aviation maintenance. “Fuel the Future is about opening doors to possibilities. For those students selected, there are no program costs — everything is covered,” says Max Schramm, president and CEO of Lufthansa Technik Canada. “At LTCA, creating opportunity is at the heart of this first-of-its-kind initiative for the Alberta aviation industry that removes barriers, so every student has the chance to build a lasting career. Our partnership with SAIT also reflects our wider commitment to Calgary, to Alberta and to Canada’s leadership in global aviation. We’re creating pathways for generational jobs that strengthen families, communities, and the future of the sector.”
Developed in collaboration with the British Columbia Institute of Technology (BCIT) as an adaption of their successful industry-aligned program, the new certificate program is modified to reflect the credential framework and institutional strength and expertise held by SAIT’s School of Transportation “Gas turbines are a crucial component in both aviation and industrial energy production sectors, powering everything from commercial airplanes to power plants and natural gas facilities,” says Lynda Holden, dean, School of Transportation and School of Manufacturing and Automation, SAIT. “An aging workforce and fewer younger workers entering the skilled trades means the gap between available talent and industry demand is widening. SAIT is ready to train skilled technicians to maintain and repair these sophisticated engines.”
From positions with aerospace maintenance organizations and gas turbine repair facilities to jobs in the energy sector with companies utilizing industrial gas turbines, the new program’s curriculum will prepare learners for employment in and across sectors where gas turbines are integral to operations.
Turkish Technic and Garuda Indonesia signed two multi-year agreements covering the landing gear overhaul services of several Airbus A330 and Boeing 777 aircraft of Garuda Indonesia at MRO Asia Pacific 2025 held in Singapore.
The two say this agreement will enable Garuda Indonesia to benefit from Turkish Technic’s decades of expertise and know-how in landing gear overhaul services, enhancing the carrier’s operational efficiency and reliability. It also further strengthens the partnership the two established with component pool service agreements last year.
“We are pleased to strengthen our collaboration with Garuda Indonesia,” said Fikret Koç, SVP of sales of Turkish Technic.
“Our close cooperation in recent years has paved the way for new agreements, which not only expand the scope of our partnership but also create greater value for both companies moving forward. We look forward to continuing our successful partnership and remaining a trusted partner to Garuda Indonesia in the years ahead.”
Regarding the continuation of the partnership, Mukhtaris Aris, director of maintenance at Garuda Indonesia, said: “Garuda Indonesia is delighted to expand the longstanding partnership with Turkish Technic. … This collaboration aligns with the flag carrier’s ongoing efforts to uphold the highest level of safety standards while also increasing the operational efficiency to maintain the customers’ satisfaction.”
ST Engineering’s commercial aerospace business officially opened a new engine MRO facility in Singapore recently. The ceremony was officiated by Singapore’s deputy prime minister and minister for trade and industry Gan Kim Yong.
The new multimillion-dollar facility, an expansion of ST Engineering’s engine MRO operations, is located within its existing aerospace compound in Paya Lebar, Singapore. The expansion will allow its commercial aerospace business to progressively double its capacity for CFM56 and LEAP engine maintenance to over 300 engines annually by 2027. When combined with its engine MRO facility in Xiamen, China, the planned capacity across both locations will exceed 400 engine shop visits a year.
Concurrent with capacity expansion, ST Engineering is broadening its services to include performance restoration and full overhaul shop visits for both LEAP-1A and LEAP-1B engines to better meet growing demands.
Through this expansion, ST Engineering is expected to create over 300 new jobs for its engine MRO operations in Singapore, while leveraging advanced technologies such as AI-enabled hardware sorters and automated cleaning systems to boost the efficiency of its engine MRO operations.
“This expansion reflects our commitment to staying ahead of industry demand and delivering the highest standards in engine MRO, supporting both airline customers and engine OEMs,” said Jeffrey Lam, president commercial aerospace, ST Engineering. “As airlines expand and renew their fleets, and with more new-generation LEAP engines entering into service, our new capacity and technology-enabled workforce will position us well to support airline and operator customers worldwide.”
“ST Engineering’s expansion of its MRO activities for aircraft engines along with the deployment of AI and automation in its facilities will further Singapore’s status as Asia’s leading aerospace hub. ST Engineering’s partnership with local enterprises is also a good example of how leading industry players can leverage Singapore’s vibrant and growing aerospace ecosystem to drive innovation as well as to enhance their business resilience and competitiveness,” said Jermaine Loy, managing director, Singapore Economic Development Board.
Air France Industries KLM Engineering & Maintenance (AFI KLM E&M) announced the signing of a comprehensive component support agreement with Parata Air, Korea’s newest airline company and the nation’s airline operating a full Airbus fleet.
Owned by the Winix Group, Parata Air will launch operations with a fleet of six Airbus A330ceo aircraft, all to be supported under a six-year Power By the Hour (PBH) components contract with AFI KLM E&M. The agreement marks a significant milestone as it is the first time a Korean airline has signed an Airbus fleet components contract with AFI KLM E&M. Under this long-term partnership, AFI KLM E&M will provide Parata Air with full PBH components support, covering pooling, repair, main base kits, component health monitoring, and logistics services for their entire A330 fleet. As Parata Air grows, the fleet will expand to include four additional A320 aircraft.
Parata Air has chosen AFI KLM E&M as its exclusive component support provider. The support will leverage AFI KLM E&M’s Asian hub-and-spoke operations.
“As we are preparing to launch Parata Air with the brand slogan ‘Fly New, Fly Happy, Fly Together’, we are delighted to partner with AFI KLM E&M for our Airbus fleet,” said Yoon Chulmin, CEO of Parata Air. “Their global know-how and regional support capabilities give us the confidence to deliver exceptional service and reliability to our future passengers.”
Tommaso Auriemma, vice president sales Asia Pacific at AFI KLM E&M stated: “We are honored to be selected by Parata Air for this landmark agreement. Supporting the first full Airbus fleet in Korea reflects our commitment to innovation and excellence in the region. We look forward to contributing to Parata Air’s successful launch and ongoing growth.”
China Airlines (CAL) and Lufthansa Technik have once again expanded their cooperation in the field of maintenance, repair and overhaul (MRO), this time with a particularly long-term focus. The two companies signed a new contract that will secure the parts supply for China Airlines’ existing Boeing 777 and future Boeing 787 fleets over the next two decades.
With Total Component Support (TCS) for the 787, Lufthansa Technik will also become an important partner for the airline in its fleet expansion. The new contract complements an existing TCS agreement for China Airlines’ Airbus A330 and A350 fleets. It adds a total of ten Boeing 777-300ER and ten 777F aircraft, as well as
18 787-9 and six 787-10 joining the fleet in the near future. Through the TCS, the airline will have direct access to Lufthansa Technik’s global spare parts pool, which will enable China Airlines to increase the availability of aircraft components and to leverage cost advantages for the mentioned fleets. As such, the agreement not only covers classic component MRO services, but also an AOG (Aircraft On Ground) support and the setup of a dedicated home base parts pool located directly at China Airlines’ hub in Taipei.
The TCS for the 777 fleet commenced in August. With the subsequent buildup of its 787 fleet, the airline is not only welcoming a new aircraft type into its operations, it is also pursuing a strategic fleet expansion. Lufthansa Technik says it “aims to support this expansion in the best possible way by leveraging the company’s extensive expertise with this modern aircraft type for a seamless entry-into-service.” Currently, the MRO provider supports around 200 Dreamliners worldwide under TCS contracts.
“Lufthansa Technik has been a reliable partner in the past decades, hence we are delighted to write this next chapter in our joint success story,” stated China Airlines. “Based off the very good experience we had with the company’s component support for our Airbus A330s and A350s, we are more than happy to extend this cooperation onto our entire long-haul fleet now. Lufthansa Technik’s expertise with the 787 will moreover help us ensure a smooth entry-into-service of this new type.”
“In the aircraft components business, signing long-term agreements is not uncommon, but agreeing on a duration of 20 years still resembles something very special, and we regard this as an outstanding vote of confidence in our services,” said Dennis Kohr, senior vice president corporate sales Asia Pacific at Lufthansa Technik.
SriLankan Airlines selected Lufthansa Technik to provide comprehensive engine MRO (maintenance, repair and overhaul) services for the CFM56-5B engines fitted on its Airbus A320ceo fleet. Over the next four years, the Sri Lankan flag carrier will entrust these power plants to Lufthansa Technik’s renowned engine shop in Hamburg, Germany, where they will receive comprehensive sustainment services up to complete overhauls. The first engines covered by the new agreement are expected to arrive in Hamburg by early 2026 at the latest.
At the site, the newly contracted services will complement the ongoing Quick Turn Shop Visits (QTSVs) for the airline’s latest-generation LEAP-1A engines, which are fitted on the A320neo fleet and were already contracted to Lufthansa Technik in 2023. So far, the company has already re-delivered four LEAP-1A engines to SriLankan,and more engines are still in induction.
In addition to the hands-on engine MRO services, SriLankan Airlines has recently opted for AVIATAR Condition Monitoring, a part of Lufthansa Technik’s Digital Tech Ops Ecosystem. The software provides the airline with a real-time overview of its entire fleet, offering comprehensive insights into every aircraft’s current technical status and components. By merging the fleet’s operational data with real-time maintenance records, SriLankan Airlines can thus quickly trace past actions and respond promptly for all affected aircraft types in the case of a critical incident. This supports not only the airline’s maintenance control center, but also troubleshooters and engineers in proactively managing the fleet’s condition.
“Lufthansa Technik has been a strong support for SriLankan Airlines for decades, and we have constantly broadened our fields of collaboration,” said Vipul Mishra, head of engineering at
SriLankan Airlines. “While their classic MRO services for our aircraft and our engines have become — and will remain — a backbone in our technical operations, we are also eagerly looking forward to extending our collaboration onto the digital playing field, which has already facilitated many useful insights and improvements for us.”
“We know SriLankan Airlines as a very loyal customer, and it’s always a big pleasure for us to sign a new contract with the outstanding team in Colombo,” said Johanna Koch, vice president corporate sales Southeast Asia and Indian subcontinent at Lufthansa Technik. “Our most recent agreements resemble great continuation stories to previous steps on SriLankan’s customer journey: the CFM56 services perfectly complement the LEAP engine services, and the AVIATAR product creates many synergies with other joint activities in the field of digital MRO services.”
During around 20 years of cooperation, SriLankan Airlines has opted for a broad spectrum of Lufthansa Technik’s MRO service offerings. Recent fields of cooperation, for example, encompass a Total Component Support for the airline’s Airbus A330 fleet, as well as the mentioned QTSVs for the CFM LEAP-1A engines the airline has selected to power its Airbus A320neo fleet. SriLankan Airlines has moreover successfully implemented the AMOS maintenance and engineering software, which is also an integral part of Lufthansa Technik’s Digital Tech Ops Ecosystem.
With OEM supply chains strained, airlines and MROs are embracing FAA-approved PMA parts for cost, speed, and reliability — and the market is growing fast.
In 2023 and 2024, Aviation Maintenance’s annual report on PMA (Parts Manufacturer Approval) sales reported solid growth. This brings us to 2025: Is the PMA production industry — which provides FAA-approved third-party parts for Original Equipment Manufacturer (OEM) aircraft made by Airbus, Boeing, and others — still doing well? The answer is an unequivocal “Yes!”
Market Health
“The PMA market remains strong and continues to grow,” said John Benscheidt, president of Jet Parts Engineering. “Airlines globally recognize the value PMA brings in not just in cost savings, but in strengthening the supply chain with part availability. Over the past year, we’ve seen steady expansion from long-time PMA users and adoption from first-time customers who are turning to PMA out of necessity due to the challenges they’re having with the OEMs.”
John Benscheidt, Jet Parts Engineering
“We continue to see tailwinds in this market as more and more operators and MROs adopt PMA to shorten lead times, improve supply chain parts availability metrics, and reduce costs,” said Dennis Santare, Aviation Technical Services’ (ATS) senior vice president of component & engineering solutions. “This market is specifically driven by adoption and approvals — more of that will drive more consumption, along with the usual drivers like aircraft utilization and age, which are also favorable fundamentals for the market right now.”
Dennis Santare, Aviation Technical Services
More Than Just Price
Historically, airlines and other aircraft operators have purchased FAA-approved PMA parts because they offer the same quality as OEM parts, but usually at a lower price. This remains a factor in PMA sales today. “However, post-Covid, FAA-PMA parts development and usage has increased due to supply chain challenges for airlines, MROs and even OEMs looking for part availability solutions,” said Patrick Markham, vice president of HEICO Parts Group Technical Services. “Market conditions have increased demand for providing PMA solutions to our customers.”
Pat Markham, HEICO
How serious is the shortage of OEM parts? “Parts availability has been a key issue over the past three years,” replied Paul Bolton, president/COO of First Aviation Services. “As a result, we have seen customers who were historically OEM-centric change their perspective and open up to alternative solutions.” Rod Martinez, president of Aviation Component Solutions (ACS), added that “supply chain constraints continue to challenge the industry, but they’ve also created opportunities for companies like ours that can respond quickly and effectively.”
Paul Bolton, First Aviation Services
The bottom line: “Established PMA companies are aggressively developing new parts to help airlines and MROs strengthen the supply chain — particularly where OEMs cannot meet demand,” said Stewart Pope, owner of Fulcrum360. “Airlines that historically avoided PMA adoption are now being forced by supply chain shortages to explore it, often finding great success. So, while cost savings remain the primary reason for airlines to approve PMA use, parts availability is currently the biggest driver.”
Based on what the experts tell us, the “need for parts now!” is the dominant trend in the PMA market today. “Part availability is still the biggest driver of PMA adoption,” Benscheidt said. “While cost is always important, MROs and operators are increasingly prioritizing who can deliver a quality part now.”
Rod Martinez, Aviation Component Solutions
Rod Martinez agrees with Benscheidt’s assessment, but takes a bigger picture view. “The primary trend driving PMA parts adoption remains specific customer needs,” he explained. Yes, availability counts, but so does “the demand for faster lead times, consistent quality and competitive value.”
Meeting customer needs is the top trend at HEICO Parts Group Technical Services. In their case, “PMA development is mainly driven by our customers’ needs for fleet maintenance,” Markham said. “Our use of newer technologies, such as 3D printing, is lagging somewhat behind the OEMs, as we are providing solutions for parts that were designed and developed with older technology and manufacturing processes. Nevertheless, we continually investigate ways to adopt new technologies in design and development to improve our manufacturing lead times and reduce costs.”
Aviation Technical Services is certainly interested in the new technology trend, even if modern digital equipment is being employed to make legacy parts. “This is why our ATS engineering team recently invested in an Artec Leo wireless and AI-driven 3D scanners to enhance the processes surrounding both PMA development and our repair engineering offerings,” said Santare. “Using these scanners allows our engineers to travel to the customer’s facility and scan parts in real time that they are having issues with, in terms of affordability, reliability, and/or availability. Our engineering team also utilizes 3D FDM printing to validate our test and computation designs. We compare the 3D printed models of our PMA design to the OEM parts to ensure all details and dimensions are comparable.”
Jason Dickstein, MARPA
Materials research and application is a further trend driving the PMA industry. “I’m seeing a lot of older OEM parts that have corrosion issues being materially reengineered by PMA manufacturers,” noted Jason Dickstein, president of the Modification and Replacement Parts Association (MARPA). “Where it makes sense, PMA companies are developing new materials for these parts, even though these replacements obviously require test and computation approval by the FAA. That’s why these PMA companies are bringing in material science engineers to support those test and computation approval applications.”
Dickstein is seeing yet another trend in the PMA market, namely “cooperation between the OEM type certificate holders and PMA companies in the development of new PMAs,” he said. “It’s quietly always happened in the past, but now this OEM/PMA cooperation is becoming a little bit more public. Today, even engine OEMs are buying PMA parts to relieve their supply chain issues.”
The Tariff Factor
Given that the United States is charging tariffs on imported OEM parts, one would think that these charges are a boon for U.S. PMA manufacturers. And one would be right — and wrong as well.
On the “right” side of the equation, “tariffs on certain imported OEM parts have given U.S.-based PMA providers a relative pricing advantage in the domestic market,” said Benscheidt. “That said, PMA growth is still primarily driven by performance, reliability, cost, and lead-time advantages; tariffs are just an additional nudge for U.S. customers.”
“Imported Airbus OEM parts are getting hit with tariffs,” Dickstein told Aviation Maintenance magazine. “But even before tariffs, OEM Airbus parts were already more expensive than PMAs. So, for domestic U.S. purchasers, the tariffs just make these OEM parts even more expensive.”
On the “wrong” side of the equation, tariffs are affecting PMA providers who have a foot in the U.S. MRO sector. “First Aviation’s Piedmont Propulsion Systems propeller MRO facility has been most affected by tariffs as it services both GE Dowty (U.K.) and Collins-Ratier Figeac (France) propeller components,” Bolton said. “But as we also offer USA-produced alternative parts, we have been able to realize cost savings.”
Jason Dickstein, who leads MARPA, says cooperation between the OEM type certificate holders and PMA companies in the development of new PMAs has quietly always happened, but now this OEM/PMA cooperation is becoming a little bit more public. ACS image.
“Like every industry, the situation with tariffs has been very dynamic and we are working through it,” said Markham. “Fortunately for HEICO, a majority of our suppliers are U.S.-based; however, a small percentage of the raw materials and components used in the manufacturing of our parts may be affected by tariffs. Equally fortunately, our sales have been robust throughout the market both domestically and internationally, and maintaining a price advantage over OEMs has always been a key factor in PMA growth.”
As for ATS? The company has not experienced any tariff impacts related to its PMA business. “This is because the majority of our current customers are U.S. airlines and most of our supply chain sits inside of the U.S. as well,” Santare said. “However, we are increasing the number of exports we do as foreign carriers adopt more and more PMA parts, so tariffs in other countries will become an inevitable challenge for us.”
Finally, tariffs have had a general impact on sales in the aviation maintenance space, and not necessarily for the better. “The most notable impact has been a shift in buying behavior — driven less by the direct cost of tariffs and more by the uncertainty they create,” said Martinez. “We believe the aerospace industry is resilient and global enough that the long-term impact of tariffs will remain limited. That said, we are continuing to monitor the situation closely and are always ready to support customers who need stable, cost-effective alternatives.”
Poised for Growth
Tariffs notwithstanding, the global PMA market seems poised for continued growth. This is because the combination of PMA parts’ lower prices and better availability make them irresistible to a growing number of aviation customers.
“ATS has continued to invest in its PMA business since its 2015 inception and has seen growth from all the U.S. airline majors,” said Santare. “We have also seen consistent growth internationally with PMA approvals from airlines in Asia, Europe, the U.K., and Latin America. As well, we see a lot of growth coming from non-critical parts that are under-supported by others in the supply chain. For example, brackets, wear surfaces, hinges, and other hardware receive very little attention, yet those parts could keep an aircraft waiting in the same way it might wait for an engine or landing gear. We also see a lot of demand for doors and panels that are difficult to obtain from other sources.”
“ACS continues to see strong growth potential in North and South America, as well as in China, where demand for alternative solutions is rising in response to both cost and supply chain challenges,” Martinez said. “From our vantage point, the PMA market is evolving and growing — not shrinking. Many regions/customers are at the beginning of the PMA adoption cycle, motivated by the great examples of PMA parts usage by the large U.S./EU carriers and MROs.”
As for where the PMA parts makers will be selling to? “I believe we’ll see continued growth in legacy fleets and their critical parts, as OEMs move forward to next-generation support,” replied Bolton. “As well, since the deliveries of new aircraft have slowed, older aircraft have to fly longer — and that’s good news for us.”
HEICO’s Pat Markham says new aircraft delivery delays have forced airlines to keep older fleets in service longer. These delays have given some of the mid-life fleets an extra maintenance cycle. HEICO image.
“In the normal evolution of airline fleets, the PMA market tends to focus on the mid-life to mature aircraft,” Markham agreed. “However, new aircraft delivery delays have forced airlines to keep older fleets in service longer. These delays have given some of the mid-life fleets an extra maintenance cycle. These extra cycles are creating an overlap of the current fleet with the newer aircraft, allowing the PMA community a smoother transition into the newer fleets.”
John Benscheidt is optimistic about PMA sales opportunities on both sides of the airlines’ fleets. “Growth potential exists in both older and newer aircraft platforms,” he declared. “OEM production backlogs are extending the operational life of older fleets, and durability issues on some newer platforms are accelerating PMA opportunities there as well. Commonality between generations (such as A320ceo and A320neo) extends the market window even further.
Contraction will likely occur where aircraft are being retired in large numbers with limited interchangeability, but most of these larger fleet shifts already occurred during Covid. Overall, we expect growth to outpace any losses.”
The Future Looks Promising
Taken as a whole, the market forces that are boosting the PMA industry today seem likely to keep bolstering its fortunes into the future.
Beyond factors such as price and availability, the industry’s improved customer research has made a positive difference. “There was a point in time when PMA companies would design a part and then go out and find customers for it,” mused Dickstein. “That still happens, but the PMA business model has since shifted to asking customers about which parts they want to see developed, and then doing it.”
This approach is certainly endorsed by HEICO. “By working closely with our diverse customer base, new product lines are being identified based upon their fleet-specific wants and needs,” Markham said. “This has been a decades-long, proven process of developing new parts and expanding our product portfolio.”
PMA manufacturers truly work together to provide alternative solutions to customers’ problems. To achieve this goal, “we come together multiple times a year through conferences hosted by MARPA to discuss idea generation and process change to give customers options when the OEM solution is not available to them due to availability, cost, and lead time,” said Santare. “We see an opportunity for PMA providers to collaborate on bringing a wider array of technologies to market for the airlines, rather than just operating inside individual ‘sweet spots’.”
As well, ATS has enhanced its internal IDEA program that encourages ATS team members (“mainly our wonderful mechanics and technicians”) to suggest parts for PMA manufacture to our engineering team. “If the part is approved by the FAA, the employee receives a bonus check from our company,” Santare said. “Next year, we are rolling out a program enhancement where employees would get an additional bonus if the part becomes an important part of the supply chain for our customers.”
Over at ACS, “we’re focused on building upon our current product catalog by expanding into part numbers that align with current fleet mix, ATA chapters and Next Higher Assemblies already in our portfolio,” said Martinez. “We’re also continuing to strengthen our customer relationships. Being the first to understand their stock requirements, upcoming contracts and day-to-day problems gives us a competitive edge in an increasingly complex environment. Finally, as supply chain disruptions persist, we’ve found that parts availability drives the customer’s buying decision-making. We’re leaning into this need by optimizing our inventory planning and expanding our eCommerce capabilities to get parts into customers’ hands faster.”
Clearly, PMA parts are becoming more and more common in OEM aircraft. So just how far can this trend go? “While it is unlikely that an entire aircraft will be built using 100% PMA parts, HEICO parts are used in almost every ATA chapter,” Markham said. “There are many LRUs where every or almost every replaceable part has a HEICO PMA approved label on it.”
“ATS believes that there are areas of the aircraft where, like automobiles, you could theoretically see 30-50% penetration by PMA,” said Santare. “There are also areas of the aircraft that are not likely PMA targets within the life cycle of that aircraft type. Many parts of a typical aircraft either remain available for long portions of the life cycle, generate little demand, or are so low cost that PMA does not make sense.
“As for an all-PMA aircraft? It’s unlikely from a regulatory and economic sense,” concluded Benscheidt. “PMA works best as a complementary strategy, targeting parts where we can deliver clear advantages in cost, lead time, and performance. That’s where the industry will continue to be focused.”
Jet Parts Engineering’s John Benscheidt says growth potential for PMA parts exists in both older and newer aircraft platforms and expects growth to outpace any losses to fleet retirements. Jet Parts Engineering image.
AAR subsidiary Airinmar, an independent provider of component repair cycle management and aircraft warranty management solutions, has been awarded a new multi-year support services agreement to provide Malaysia Airlines, the nation’s flag carrier, aircraft warranty management and value engineering services.
Airinmar’s services will complement Malaysia Airlines’ existing materials management activities and focus on maximizing the recovery of the airline’s warranty entitlements as well as reducing the cost of component repair and the airline’s overall cost of maintenance.
“We welcome this collaboration with Airinmar as part of our ongoing efforts to manage maintenance costs and improve efficiency across our operations,” said Captain Nasaruddin A. Bakar, chief operating officer of Malaysia Airlines. “Partnerships like this help us strengthen our supply chain resilience and ensure our operations remain cost-efficient and reliable.”
“We are committed to working alongside Malaysia Airlines and assisting with the reduction of maintenance costs across the airline’s multiple fleet types,” said Matt Davies, general manager of Airinmar. “We are delighted to add Malaysia Airlines, the flag carrier of Malaysia and one of the most established commercial airlines in Asia, to our global customer base.”
Aviation Technical Services (ATS) announced the addition of Jimmy Hill to its executive leadership Team as senior vice president, Ranger Air Aviation, replacing Rob Hill who is retiring the post since founding Ranger Air with a small number of partners in 2002. The role continues to support the realignment activity of ATS’s materials businesses announced internally to ATS and Ranger Air employees in May of 2024. ATS’s new organizational structure and business approach has brought together the sales, entrepreneurial leadership, and related strategy development of its component repair, component sales, and engineering teams. Hill will lead the Ranger Air team which has enjoyed recent growth in the used serviceable materials (USM) trading and parts distribution sectors of the commercial aftermarket.
Hill joins ATS from MRO Holdings where he served as vice president, sales and marketing, growing sales within the heavy maintenance sector for the company. He also has extensive aerospace and leadership experience from time spent with CFM Materials, GE Aviation Materials, Pratt and Whitney, AAR Corp, and Aviall. He is a leading industry expert in USM, aeroengine maintenance, and airframe services, along with asset sales, trading and leasing.
“We’re excited to continue furthering ATS’s impressive story in aviation supply chain by increasing collaboration within our component repair, USM, parts trading, and PMA businesses,” stated Dennis Santare, SVP of component & engineering solutions. “Jimmy is surrounded by experienced leaders and team members who are driven to provide an exceptional customer experience and share in the ATS vision.”
Hill attended the University of Wisconsin where he earned a degree in industrial engineering. Additionally, he serves his community through several avenues including the YMCA and Cup of Grace and also holds a Lean Six Sigma Green Belt from GE.
AAR CORP. announced that it has commenced an underwritten registered public offering of 3,000,000 shares of its common stock. In addition, the company intends to grant the underwriters a 30-day option to purchase up to an additional 450,000 shares of the company’s common stock at the public offering price, less underwriting discounts and commissions.
The company intends to use the net proceeds of the offering to repay outstanding borrowings under its unsecured revolving credit facility and for general corporate purposes, which may include funding future acquisitions.
Goldman Sachs & Co. LLC, Jefferies and RBC Capital Markets, LLC are acting as joint book-running managers for the offering.
The proposed offering is being made pursuant to a shelf registration statement on Form S-3, including a base prospectus, that was filed by the Company with the Securities and Exchange Commission (“SEC”) and was automatically effective upon filing on July 19, 2023. The proposed offering will be made only by means of a preliminary prospectus supplement and the accompanying base prospectus. A preliminary prospectus supplement relating to and describing the terms of the offering will be filed with the SEC and will be available on the SEC’s website located at www.sec.gov. Copies of the preliminary prospectus supplement and the accompanying prospectus relating to the securities being offered may also be obtained, when available, from: Goldman Sachs & Co. LLC, Attention: Prospectus Department, 200 West Street, New York, New York 10282, by phone at (866) 471-2526, by at facsimile: (212) 902-9316 or by email at prospectus-ny@ny.email.gs.com; Jefferies LLC, at Attention: Equity Syndicate Prospectus Department, 520 Madison Avenue, New York, New York 10022, by telephone at (877) 821-7388, or by email at prospectus_department@jefferies.com; or RBC Capital Markets, LLC, Attention: Equity Syndicate, 200 Vesey Street, 8th Floor, New York, New York 10281, by telephone at (877) 822-4089 or by email at equityprospectus@rbccm.com.
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