Category: Editor’s Notebook

Take a look around an airline ramp today and you’ll see something the aviation industry wasn’t expecting a decade ago. Lots of airplanes that weren’t supposed to still be here.

They were supposed to have been replaced by newer, quieter and more fuel-efficient aircraft. Instead, production delays, supply-chain problems and enormous manufacturer backlogs have turned yesterday’s retirement candidates into some of today’s most valuable assets. And somebody has to keep them flying.

For years, the aviation industry’s basic assumption was straightforward. Airlines would progressively replace older 737NGs, A320ceos and aging widebodies with MAXs, A320neos, 787s and A350s. That would gradually reduce the maintenance burden associated with older aircraft. Unfortunately, that isn’t happening nearly as quickly as desired. There are other challenges to be sure. But this one is creating bottleneck upon bottleneck in MRO.

“Aircraft are not being delivered on schedule, engines are not staying on wing as long as expected, spare parts are hard to secure, repair turnaround times have skyrocketed, and maintenance capacity is constrained,” said Stuart Fox, IATA’s director flight and operations at a conference this summer, not to mention continued supply chain issues, worker shortages and lack of capacity.

IATA says the average global fleet age has now reached a record 15.2 years. The aircraft backlog exceeds 18,000, while airlines are short more than 5,000 newer aircraft they had expected to have by now. The aircraft that airlines expected to retire are becoming indispensable. The maintenance implications are many and varied. An airline expecting new aircraft deliveries may have been saying, “We’re not putting another major investment into this airplane…” but is now faced with keeping it going for three, five or more years. These are diametrically opposed philosophies, and the realization has required some major shifts in thinking and planning.

Instead of delaying whatever is possible, additional heavy checks, structural inspections and repairs, landing gear overhauls, engine shop visits, wiring inspections, corrosion inspection and control and many other types of work are becoming necessary.

Oliver Wyman’s latest forecast explicitly says airlines will continue extending the service lives of aging fleets and maximizing aircraft flying hours because production is lagging demand. Ten years ago, their forecast predicted that accelerated deliveries would create a huge technology shift and that retirements of older aircraft would remain brisk. Instead, here we are in 2026 talking about keeping those airplanes flying.

Older airplanes aren’t inherently unsafe, of course. Aircraft can continue operating safely as long as they comply with the applicable maintenance, inspection and airworthiness requirements. But they do require more maintenance and more parts, while MRO companies are already operating at capacity and certified spare parts can be difficult to find. The aging fleet is also less fuel efficient causing billions in additional fuel expense — IATA says $4.2 billion in additional fuel expense in 2025 alone. The aging has slowed aviation’s historical fuel-efficiency improvement movement.

All of that is complicated by another aging issue: technicians. We’ve talked and talked about the shortage of mechanics. It is a strange phenomenon — impactful but not quite dire. The technicians who know older aircraft best are often the industry’s most experienced technicians. As those technicians retire, MROs aren’t simply losing labor. They’re losing institutional knowledge at exactly the moment the industry needs that knowledge to keep older aircraft operating longer.

Oliver Wyman’s 2026 Survey says: “Operators and MROs/OEMs report finding it similarly challenging to secure required mechanics and technicians. While operators historically recruited experienced technicians from MROs, the supply of qualified technicians, especially at large airframe MROs, is limited. Operators are thus increasingly recruiting technicians directly from schools — which could impact productivity in the near term, as these newer technicians will have a steeper learning curve.”

When thousands of aircraft that were expected to become teardown candidates stay in service, they continue consuming spare parts while simultaneously not becoming a source of used spare parts in the used serviceable materials (USM) market.

The aviation maintenance industry has been handed an extraordinary challenge. The world’s airlines have enormous demand for capacity. The manufacturers cannot provide new aircraft quickly enough. Therefore, a significant portion of that capacity has to come from aircraft already in service. So, a thankless task has fallen to you. The MRO industry is buying the manufacturers time.

Airlines can tolerate delayed deliveries because maintenance organizations keep existing aircraft airworthy. Airlines can postpone retirements because technicians keep aging structures, engines, landing gear, avionics and components functioning.

The aviation industry has spent years talking about the aircraft of the future — more efficient engines, increasingly digital cockpits and eventually new propulsion technologies. But for the next several years, one of aviation’s biggest challenges will be much less glamorous. The industry will need to keep the airplanes we already have flying longer than anyone expected.

The Boeing and Airbus duopoly will eventually work through their enormous backlogs. Until then, however, the industry’s capacity problem is an aircraft maintenance problem. And that makes the people keeping aging airplanes flying an even more important part of aviation’s future.

Five billion passengers flew in 2025, while airlines continued operating older aircraft longer than planned because of delivery delays and engine maintenance challenges. IATA has projected that airline industry revenues will surpass $1 trillion in 2025, which would mark a historic milestone for commercial aviation, once the numbers for 2025 are verified later this year.

Just a few years ago, the aviation industry was focused on survival. Aircraft were parked, maintenance schedules were adjusted and many experienced technicians left the workforce, whether through buyouts, retirements or layoffs. The challenge could not be more different today.

The demand for air travel is strong. Airlines continue to take delivery of new aircraft as quickly as they can be manufactured and fleets around the world are flying at high utilization rates. Which leads us to the next dilemma. Maintenance organizations are finding themselves in a difficult position — there is more work to be done than there is capacity available to perform it.

“Delayed maintenance from the pandemic and the 737 grounding between 2019 and 2023 has created a ‘bow wave’ effect, contributing to capacity bottlenecks, longer turnaround times, and fluctuating pricing,” according to the Oliver Wyman Global Fleet And MRO Market Forecast 2026-2036. “Large component systems have been hit hardest, especially engines, which represent the biggest segment of the MRO market.”

There is evidence of this capacity deficit throughout the industry. Engine shops report lengthy turnaround times. Airlines continue to grapple with parts shortages and supply chain delays.

But the good news is, some are stepping up to tackle the challenge. Perhaps the clearest indication of where the industry is headed is the construction crane. MRO providers are investing in new hangars, tooling and facilities. Training departments are working to attract and prepare the next generation of technicians. Software providers are helping organizations do more with the resources they have. And, of course, AI looms large as a potential force multiplier.

Let’s take a look at some of the MROs that are expanding.

Lufthansa Technik Philippines, the joint venture between Lufthansa Technik and the MacroAsia Corporation, is significantly expanding. The new site will span 157,000 square meters and is intended to offer capacity for up to nine widebody aircraft bays. Lufthansa Technik already has a site at Ninoy Aquino International Airport in Manila and this second location will complement operations in the region. Both locations will form a hub for widebody aircraft MRO and strengthen Lufthansa Technik’s presence in the Asia-Pacific region.

The HAECO Group recently announced a joint venture with Sun Group, Toyota Tsusho and Japan Airlines to establish a new 170,000-square-meter maintenance facility at Van Don International Airport in Vietnam. The $360 million project forms part of HAECO’s long-term growth strategy in Asia and will expand local maintenance capacity in Vietnam.

ST Engineering says the expansion of its engine MRO operation in Paya Lebar, Singapore, will allow its commercial aerospace business to progressively double its capacity for CFM56 and LEAP engine maintenance to more than 300 engines annually by 2027.

Turkish Technic has been aggressively expanding its maintenance footprint at Istanbul Airport. New hangars and additional heavy maintenance capacity are intended to support both Turkish Airlines and third-party customers.

AFI KLM E&M continues investing in engine support capabilities, predictive maintenance technologies and component repair operations. The company has increased focus on supporting new-generation aircraft and engines.

StandardAero has expanded engine maintenance facilities and continues to add capability for newer engine types. The company has repeatedly cited strong aftermarket demand as a driver for investment. Last fall the company broke ground on a 70,000-square-foot expansion to support CF34 and CFM56 turbofan engines, increasing the building footprint by 40%.

AAR has expanded maintenance operations and parts-support capabilities while also investing in digital tools like Trax and Airvoyant. The company continues to add hangar capacity and pursue new airline support contracts. The company recently completed an 80,000-square-foot expansion of its MRO facility in Oklahoma City, adding three new maintenance bays.

“The MRO sector is responding through coordinated infrastructure expansion and investing in new facilities and upgrading existing sites to handle increasing workload complexity. Geographic positioning of repair capacity is shifting closer to fleet concentrations, reducing transportation delays and improving responsiveness to regional operators,” our own Q1 issue story called “The Engines Capacity Crunch” reported. “Workforce development has emerged as equally critical as physical infrastructure expansion. The specialized skills required to maintain advanced turbofan architectures demand structured training pipelines and partnerships with technical education institutions. Simultaneously, automation technologies are being deployed selectively to improve process repeatability, reduce risk of injury and free experienced technicians for higher-complexity diagnostic and assembly tasks that require human judgment.”

While these and other projects are ongoing to help the capacity crunch, global politics comes into play once again. With continued troubles in the Middle East, fuel prices are volatile and how this will ultimately play out is yet to be seen in terms of the demand for air travel.

From what we can see with these expansion projects, MRO providers around the world are adding capacity in anticipation of years — not months — of strong maintenance demand. We love to see it.

MRO is in a very active, somewhat strained growth phase, driven by post-pandemic demand, supply chain issues, workforce challenges and new technology. As all the forecasts predict, MRO demand is growing steadily at between 3% and 7% annually.

With aircraft production levels lagging, by some estimates 24% below 2019 levels, older aircraft are flying longer. Some estimates say they are operating for two years longer than the long-term average. The airlines have done a remarkable job getting utilization rates high and having planes flying more hours. All of that means more heavy checks, component replacements and life extensions. Simply put, older fleets means more maintenance.

The engine MRO segment is growing the fastest. Engines like LEAP and GTF are more efficient, but require more frequent and complex maintenance, creating backlog and cost pressure.

One airline is taking proactive steps to take control of its engine maintenance. Ryanair signed a multi-billion-dollar service agreement with engine maker CFM and will be bringing its engine maintenance in-house. The agreement included a multi-billion-dollar engine material services agreement under which CFM will support Ryanair’s engine maintenance program which is expected to include the opening of two engine MRO shops, which Ryanair plan to open in 2029 to support its fleet of almost 2,000 B737 engines.

“From 2029 onwards, Ryanair expects to bring the maintenance of its engines ‘in-house,’ and we are pleased to do so with the help and support of our partners CFM,” said Ryanair’s Group CEO, Michael O’Leary. “Ryanair will place substantial orders for initial spare parts provisioning with CFM to support the opening of each of these two Ryanair engine maintenance facilities.”

For more expert insight on the engine capacity crunch, check out our story beginning on page 30.

Supply chain problems are nothing new. Some are calling supply chain challenges the new normal. Persistent shortages of parts, labor and materials such as titanium impact manufacturing more than MRO. Engine makers and other suppliers are fighting competing demands from new plane assembly and maintenance for existing fleets. Some manufacturers and MRO have tried stockpiling engines and parts to alleviate the situation, but this creates production costs that add up down the line.

Digital and AI maintenance and training are speeding up. These formerly futuristic ideas are finally becoming if not mainstream, then at least they are gaining traction. We have two stories in this issue that take a look at these incredible technological systems. The first is our cover story about extended reality’s (ER) use in training. Extended reality is the combination of virtual reality (VR), augmented reality (AR), and mixed reality (MR). With the continuing shortage of maintenance professionals, being able to train quickly without risk to actual aircraft is crucial. Utilizing extended reality bridges the gap between the classroom and the hangar. It can be used for critical situations that can’t be taught in real life. And the potential is limitless. Expect to see ER becoming rapidly more prevalent. Read more about ER used in maintenance training starting on page 42.

The second is a story on digital twins and threads. These virtual replicas of physical assets like aircraft and engines are coming into maturity but they are not without their challenges. Going from reactive maintenance to a more predictive, evidence-based format is key and every avoided disruption reinforces the business case. Data standardization and integration complexity are major hurdles to further implementation, as are silos and inconsistent data formats. These create a significant data engineering effort. And there is also the hefty price tag. Our story on digital twins begins on page 22.

Workforce shortages continue to dog the industry. More concerted efforts to entice workers into the industry are still needed. Successful MRO recruitment in 2026 and beyond will require a multi-faceted approach that combines competitive compensation, robust training programs, technological integration and strategic partnerships with educational institutions. Many companies are already doing some or all of these things, but the shortage persists. Our frequent contributor, Marijan Jozic, has some thoughts about knowledge management. After Covid packages encouraging retirements, a new generation of engineers is coming into the hangar. Jozic says reports abound that this new cohort was not operating efficiently. See what he says is a major player in this situation and how he suggests improving it. His column starts on page 66.

In another story, we take a look at smart tools that can help cut inspection downtime. Smart tools can help open up new opportunities for data-driven decision-making and optimization in aircraft maintenance, enhancing efficiency, productivity and overall performance. They can also prevent mistakes by warning users when they are not being used correctly. All of those things are not just helpful but necessary when workforce shortages exist or the hangar is full of FNGs. Check out the story on smart tools starting on page 50.

Since this issue will be with us at MRO Americas, let me also direct you to our map of the event showing each of our advertisers’ booth locations, as well as a listing of our advertisers, without whom we would not be here. We are grateful to each and every advertiser and we thank you for your support. Map and listing can be found starting on page 38.

See you in Orlando!

Aviation maintenance professionals rarely see the spotlight, but your work is the foundation of every safe flight. You are the quiet constant behind the success of global aviation. As we close our final issue of the year, here at Aviation Maintenance magazine we want to pause and recognize you — the professionals who make every safe departure possible. Aviation mechanics and technicians work long hours in environments that are often uncomfortable — under the blazing sun, in freezing winds, in pouring rain and during driving snowstorms. And, more often than not, while the rest of the world is asleep.

Let me touch on a couple of key moments from this year. Our industry experienced amazingly strong post-pandemic recovery which has propelled the aviation industry into what some have called a supercycle — full recovery beyond pre-pandemic revenues, with revenues well above 2019 and continued expansion expected through the decade, according to experts like the Aeronautical Repair Station Association (ARSA) and consultancy Oliver Wyman.

There are some challenges, nevertheless. Persistent supply chain challenges have cost the airline industry billions this year. These costs stem from a mix of delayed aircraft and parts deliveries, older aircraft staying in service longer (increasing maintenance needs), rising leasing costs for engines and the need to stockpile spares due to unpredictability.

IATA says aircraft deliveries remain slower than airline demand — and production backlogs are extremely high — causing carriers to keep older jets flying longer. This directly increases maintenance workloads, parts demand and overall operational complexity.

Another key development is the acceleration of the adoption of technology. I have always pushed back when some have said our industry is not progressive in terms of technology. I believe the industry not only embraces technology, you are hungry for it and even create it whenever you see the need. According to Oliver Wyman’s report, “The MRO Demand Challenge,” predictive maintenance powered by data analytics, AI and IoT is transforming how maintenance is planned and executed, helping reduce downtime, improve safety and lengthen component life cycles.

Cutting-edge tech like AI-assisted inspection systems and advanced digital tool-tracking solutions are being deployed to help maintainers work more efficiently and safely, especially in traditionally challenging tasks. AI and video systems are helping reduce inspection times and improving remote support for difficult tasks like fuel-tank and other inspections.

Hopefully, this wholehearted embrace of technology will help because this year, our industry continued to grapple with a structural workforce challenge: the supply of qualified maintenance professionals. Reports from the Aviation Technician Education Council (ATEC) and Oliver Wyman show that new certifications and training program enrollment are increasing; however, demand is still outpacing supply. At current trends, the aviation maintenance industry is facing about a 10% shortage of certificated mechanics in 2025, meaning there are thousands fewer qualified technicians than needed just to support commercial aviation alone.

Retirements and attrition will further tighten staffing, the experts say. The industry will need to continue to try to fill seats at training schools, as well as hire for new instructors and examiners. ARSA predicts by 2028, there will be roughly 25,000 fewer certificated mechanics than required, if current trends continue. We must stay vigilant about strengthening the pipeline — through education, mentorship, outreach and broader recognition of the value of aviation maintenance careers. This will continue to be an industry priority. We thank the schools, employers and professionals working to build that future.

I want to remind everyone who flies that the reliability of our aviation world is built one inspection, one repair, one meticulously thought-out decision at a time. It is the resilience, skills and professionalism of the aviation maintenance community that makes that possible. Even with technological advances, it is still the human touch that makes the difference and gives the flying public the certainty that it is safe to fly.

This final issue of the year gives us an opportunity to reflect — not only on the challenges faced by the aviation maintenance industry, but on the professionalism and resolve shown in meeting them. Whether working in extreme conditions, under impossibly tight timelines or in complex technical environments, you continue to demonstrate what excellence looks like in aviation maintenance.

The dedication, precision and commitment to safety of all who work in our community are the invisible forces that keep aircraft flying safely and passengers confident. To each and every one of you who turn wrenches, inspect systems, troubleshoot faults and sign your name in the logbooks: thank you for the work you do and the standards you uphold every day.

As we look ahead to the coming year, we do so with appreciation for you, the people who make this industry strong. Together, we are part of an industry built on safety, reliability and continuous improvement.

We also extend sincere thanks to our advertisers and industry partners. The support of these folks allows us to tell the stories, share the knowledge and highlight the innovations that help move aviation maintenance forward.

Thank you for being part of the aviation maintenance community. We extend our sincere gratitude to all of the professionals like you, who keep aircraft flying safely in every condition imaginable. Wishing you all the best in 2026!

Supply chain issues continue to persist as a meaningful risk and cost driver in the aerospace industry. According to experts, shortages of raw materials and critical components including metals like titanium, specialized alloys, composites, high-temperature materials used in engine parts, landing gear and avionics, continue. OEM price escalations may also feed into parts pricing. Lead times for parts procurement have increased significantly, both for final parts and for subcomponents, according to IATA.

Shipping delays, export certifications, and even tariffs are amplifying disruptions. Because new aircraft deliveries have been impacted by these supply chain issues, airlines are keeping older aircraft in service longer. Older aircraft often have parts that are no longer produced, with regulatory or certification complexities which makes sourcing and repair more challenging.

Labor issues due to a dearth of experienced technicians in some areas and continued retirements may be adding pressure as well. Some reports say labor costs are rising and that wage inflation is adding cost pressure.

These supply chain issues are driving demand for alternative sourcing such as used serviceable materials (USM), PMA parts, digital tools, predictive maintenance and others as adaptive responses.

The Oliver Wyman 2025 supply chain risk and resilience survey, “Navigating Supply Chain Resilience Through An Uncertain Future” revealed a worrisome paradox. The report says organizations have maintained a strong focus on supply chain risk and resilience and that has helped. “Eighty percent of respondents now consider their supply chains to be very resilient,” the report says. “Yet despite this confidence, only 4% plan to increase their resilience budgets, and more than a third expect to reduce them.” This hardly seems wise.

Many in the industry believe that some of these supply constraints will continue for several years. Check out Ian Harbison’s report on the supply chain situation that goes into more detail about the many complexities impacting it. That story starts on page 60.

Several of the feature stories in this issue of Aviation Maintenance take a look at ways to help alleviate some of those supply chain pressures. One of those is our cover story about predictive maintenance for engines. While predictive maintenance has been around for a long time, check out what experts like Karine Lavoie-Tremblay, director of commercial engines digital transformation at Pratt & Whitney, and Dr. Christian Keller who oversees the engine trend monitoring program at MTU Maintenance, say about taking predictive maintenance to the next level. That story begins on page 20.

Next, we take a look at the PMA parts market. The use of PMA parts continues to grow. Jason Dickstein, who heads up the Modification and Replacement Parts Association (MARPA) is seeing yet another trend in the PMA market. He says cooperation between the OEM type certificate holders and PMA companies to develop new PMAs is happening more than ever. “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,” Dickstein says. Read all about the state of the PMA parts market and how it can help with supply chain concerns in the story starting on page 32.

We take a moment to acknowledge a milestone for Barfield. The MRO and maker of ground support test equipment company is celebrating its 80th year in business — an impressive feat in aviation. We had the opportunity to speak with CEO Gilles

Mercier about what this milestone means to the company, what he sees as the current challenges in our business and his outlook on the future. Check out his answers in our executive Q&A starting on page 46.

On page 48 Mario Pierobon delves into human factors. He reports that the aviation maintenance industry is at a juncture where traditional hands-on expertise meets ever-evolving digital technology. Today mechanics on the shop floor must navigate a complex maze of physical dexterity, data interpretation, experience-based intuition and algorithm-generated recommendations. Is human factors training keeping pace with the digitization of the hangar? Experts in human factors like Michael Parrish, president of Elliott Aviation and Jonathan Huff, senior solutions engineer at TeamViewer, give their takes on where we are and where we can improve our human factors focus as technology in maintenance processes increases.

Composite materials have become indispensable in the aerospace world and the ability to repair rather than replace them is a vital skill for the industry. As Mark Robins reports, composite repair sophistication has advanced significantly by using artificial intelligence, machine learning and advanced software tools. These technologies are transforming composite repair from a highly manual craft into a more data-driven, precise and predictive discipline. Learn more starting on page 54.

No matter how high tech the industry gets, nothing gets done in MRO without tools. So, we also take a look at some classic tools that can help any operation be safer, more efficient and more accurate. Check those tools out starting on page 64.

As always, we have our columns, and I want to encourage you to check out the three in this issue. First, Chris Brumitt, managing director at Maine Pointe, shares his thoughts on the demand for special aircraft for intelligence, surveillance and reconnaissance (ISR), electronic warfare (EW), medevac, tactical transport and maritime patrol. He urges new thinking on the development of this type of aircraft program. Check out his call to action on page 70. Avionics expert Marijan Jozic is back this issue with his perspectives on the missing link in accident investigations — cockpit video recorders. See his column on page 72. And finally, ARSA’s inimitable Sarah MacLeod’s piece asks a seemingly simple question. But if you know Sarah, you will know it’s never that simple. Check out her piece on page 74.

Enjoy this issue and hope to see you in the hangar or in London for MRO Europe in October.

The news cycles this month were full of CCTV surveillance video footage of Air India flight AI-171, operating from Ahmedabad (AMD) to London Gatwick (LGW), that crashed on Thursday, June 12, killing all on board save one lone survivor, and 39 people on the ground. The death toll remains at 270. That horrific event was captured on video and the lone survivor was seen walking to an ambulance in other images and footage.

The aircraft achieved takeoff speed, rotated and climbed to about 625 feet while still over the runway. Then the Boeing 787 can be seen losing altitude while maintaining a slightly nose-up attitude. The flight crew issued a mayday call and reported a loss of power. The aircraft was airborne for about 30 seconds. It then hit a building, which was a hostel for medical students in training in the area, and exploded. The shocking footage showed a fireball erupting from the impact, as the aircraft was loaded with fuel for the flight to Gatwick.

The survivor, Vishwash Kumar Ramesh, a 40-year-old businessman from Leicester, U.K., was in seat 11A next to an emergency exit. Reports quote him as saying that the section of the aircraft he was seated in detached and came to rest on the ground floor of the hostel building. After unfastening his seat belt, he said he escaped through an opening where the emergency exit had broken apart. His brother was seated in a different row and did not survive.

“Thirty seconds after takeoff, there was a loud noise and then the plane crashed. It all happened so quickly,” he said in local media reports. “When I got up, there were bodies all around me. I was scared. I stood up and ran. There were pieces of the plane all around me. Someone grabbed hold of me and put me in an ambulance and brought me to the hospital.” Ramesh said that following the loud bang the aircraft began to have difficulty climbing.

Aircraft are designed to have redundancies upon redundancies to help avoid catastrophic events like this. However rare, it is not impossible that a double engine failure occurred in this case. It is possible that a flock of birds could have flown into both of the engines causing that to happen. Having two engines fail is practically unheard of but did happen in the “Miracle on the Hudson” event in 2009 where birds were ingested and shut down both engines on that Airbus A320. But, if one engine had remained operational, the 787 would have been able to continue to climb and likely could have returned to the airport for landing.

Some experts questioned the flaps and slats settings, suggesting they were not set in the takeoff position. These high-lift devices change the shape of the wing and provide extra lift during the takeoff segment. If not set properly, the aircraft would most certainly have struggled to become airborne and climb, especially since it was a hot day and the aircraft was fully loaded with passengers. The flap theory has been discounted, however, due to the multiple checks that would have occurred in the flight deck by the crew and the warnings they would have received if they tried to takeoff without the proper settings. Alternatively, if the flaps and slats had been retracted too soon, that could also cause a loss of lift at a crucial time in the climb.

Regarding the engines, GE Aerospace’s GEnx-1B, “The right engine was a new engine put in March 2025. The left engine was last serviced in 2023 and due for its next maintenance check in December 2025,” N. Chandrasekaran, the airlines’ chairman said in a news report. “There are speculations about human error, engines, maintenance … but AI-171 had a clean history,” he said in The India Times. “There were no red flags or maintenance issues,” he added. Most of Air India’s 787s are serviced by Air India Engineering Services Limited (AIESL) or SIA Engineering, Chandrasekaran said at a press conference.

Experts say the ram air turbine (RAT) was likely deployed shortly after takeoff. Initial findings suggest the RAT was operating when the plane crashed, according to reports from The Wall Street Journal and other aviation news sources. The RAT is a backup power system that deploys automatically in cases of engine or electrical failure.

The aircraft’s flight data recorder and cockpit voice recorder, though damaged, have been found. The analysis of those treasure troves of information will help illuminate what occurred. These critical flight parameters, as well as the cockpit voice recorder audio, will hopefully provide the answers to the mystery of what caused this aircraft to stop producing enough lift to climb out and will be the lynchpin of the accident investigation. Now all that is left to do is wait for the analysis of those black (orange) boxes to see if the mystery can be solved and we can learn how to prevent such an occurrence from happening again.

Every year I think to myself, what a time to be alive and working in aviation. We are, in fact, living through amazing times in aviation. There is rarely a dull moment, whether it be the ups and downs of Covid, the recent threat of tariffs from the current administration, or going from giddy-up to whoa in pilot hiring or the reverse of that in the aviation maintenance industry.

There is continued growth in the commercial aviation realm. Every time we think it can’t possibly get any bigger, we are proved wrong. Even when there is a global event like Covid, we come back stronger than ever. Pent-up demand for travel creates an environment for growth. Humans love to travel and have a need to travel, whether it be for work, pleasure, to see family or any combination thereof.

Quick figures from A4A reveal commercial aviation drives 5% of U.S. GDP — the equivalent of $1.45 trillion in 2024. Every day, U.S. airlines operate more than 27,000 flights carrying 2.7 million passengers to/from nearly 80 countries and 61,000 tons of cargo to/from more than 220 countries. A4E (Airlines for Europe) also reports big numbers: about 1.9 million passengers a day, eight million flights and more than 12 million jobs. And these aren’t even the growth markets. The Asia-Pacific region is the relative newbie, predicted to grow by leaps and bounds in the next 20 years.

Globally, the numbers are staggering. According to the International Air Transportation Association (IATA), aviation holds 86.5 million jobs, contributes $4.1 trillion to the global economy and is 3.9% of the total global GPD. All of the numbers here were published in 2024 and reflect the previous year when we were still seeing impacts of and recovering from the Covid crisis.

With the huge numbers mentioned, we need to ensure aircraft are safe and properly maintained more than ever. There was a rash of aircraft accidents early this year which caused concern among the flying public about the safety of the industry. I saw numerous comments on social media asking if it was safe to fly. We know it is but it’s always concerning when the flying public starts to worry.

As always, this issue of Aviation Maintenance includes timely topics that will help increase understanding, give insight into what successful companies are doing, share ideas on what is working in the industry and provide info about products and services that can assist in our shared goal of keeping aircraft safely flying as we meet the challenge of those numbers.

Our cover story takes a look at non-destructive testing (NDT). We spoke to NDT service providers like SEAL Aviation and FL Technics, who sponsored the story, and makers of specialized products like Evident and Waygate, who are leading the way in providing services and technology to help ensure, in the most efficient way, the aircraft engines and structures we fly in every day are sound. Check out that story on page 38.

Next, we have an interview with the leader of the Lithuanian-based powerhouse MRO, FL Technics. This company has literally taken off in the MRO market. With incredible focus, CEO Zilvinas Lapinskas has guided the company from a small, one-hangar operation in Vilnius with a few Russian and ex-Soviet Union countries’ airline operators for clients, to a global force to be reckoned with. In our wide-ranging talk, we spoke about the early days, their growth and their new project in Punta Cana, Dominican Republic. We’ve covered the growth of this company for years and it has been amazing to watch. Check out my chat with Zilvinas Lapinskas starting on page 24.

We also delve into robotic process automation — RPA for short. Although that has a nice futuristic ring to it, this isn’t your father’s robotics. It’s a new take on how to automate tedious, time-consuming, labor intensive processes. With the shortage of maintenance personnel, automating anything possible is going to be key to gaining the competitive edge. Learn how software providers like Ultramain Systems and Ramco utilize RPA and the benefits of implementing them, especially as MROs become more digital. That story begins on page 30.

From the moment an aircraft pulls onto the ramp or into a hangar, until it rolls out the door, we need ground support equipment (GSE) to assist in taking care of that aircraft. Of course, it’s also used for refueling, boarding and other essential phases. We take a look at the crucial role these pieces of equipment play in supporting the operations of aircraft while on the ground, maintaining safety and ensuring that flights can depart and arrive on schedule. That story beings on page 46.

Next, we had to talk about tariffs. The use of tariffs seems inevitable. But as we have already seen, the current administration has caused some confusion as it begins to impose them, but almost as quickly pauses them. How are tariffs going to impact our business? We asked experts Jason Dickstein, general counsel with the Aviation Suppliers Association (ASA) and Christian Klein, executive vice president of the Aeronautical Repair Station Association (ARSA) to give us their take on the tricky talk of tariffs. Read more on page 52.

As the industry continues to struggle to get new people trained and ready to work, let me also highlight this workforce initiative taking place in Canada. It is getting people trained and up to speed quickly and safely, without spending a fortune. Learn how the Work-Based Learning Consortium is succeeding starting on page 60.

We also have a slate of columns from amazing experts. First, anytime we have questions about the challenging supply chain situation, we reach out to Chris Brumitt, managing director at supply chain consultancy Maine Pointe. He says moving to a predictive supplier quality process is the way to go — see his column on page 64. We have our trusty column, Legal Spin, in which Jason Dickstein also suggests ways to break supply chain bottlenecks on page 68. And finally, Billy Webb, senior director at Mass Virtual, explains how extended reality (XR) could help fill the growing skills gap among maintenance technicians on page 70.

Hope you enjoy this issue and the Aviation Maintenance team will see you in Atlanta for the MRO Americas show! 

As we enter the holiday season and speed toward the new year, 2025, I wanted to take a moment to recap some interesting developments in the aviation maintenance business this past year.

After the pandemic, air travel rebounded fast. Pent-up demand to travel whether to see family, to see clients for business or simply to explore the world and have fun, was enormous. It has shown no signs of slowing down yet either, and perhaps even continued growth. MRO spending is projected to reach record levels, and managing costs and operations efficiently is more challenging than ever.

At the same time, even before 2020, inklings of a true shortage of aircraft mechanics in the workforce was becoming reality. A large portion of certified A&P mechanics is retiring or nearing retirement, intensifying the need for recruitment and upskilling of new talent. The confluence of these happenings made the mechanic shortage clear and top of mind for all.

Redoubled efforts by everyone in aircraft maintenance to reach out to youth and try to entice them into the industry started happening. High school and community college outreach to funnel kids into the technical trades is happening and many are doing a great job of it. But it takes a long time to fill that pipeline and see the fruits of that labor turn into truly qualified, experienced workers in the form of A&P mechanics on the hangar floor.

Retention and attrition are issues. Wages in the industry need to rise to meet this demand and the sector struggles to retain qualified technicians due to competition from other industries and the complexity of modern aircraft systems.

Aircraft increasingly rely on sophisticated electronics, emphasizing the demand for technicians skilled in avionics and software, along with more traditional mechanical expertise. These skills gaps are challenging the industry as well and will continue to do so for years to come as retirements increase and new, inexperienced workers enter the workforce.

These truths have spurred shifts in the aircraft maintenance industry, and it has begun to look to technological innovations as they can assist in these evolving workforce dynamics like never before.

Technological advancements are helping the aircraft maintenance industry in multiple ways, but most importantly as force multipliers. Programs for predictive maintenance, driven by huge fonts of data, are helping enable operators to anticipate and address maintenance needs, improving cost efficiency and reducing aircraft downtime.

One cool development that is being embraced these days is the use of drones in the hangar. Drone technology is increasingly used for inspections, making maintenance quicker, safer and more thorough by accessing hard-to-reach parts of the aircraft. You can read about one use case for drones in our story on dent checking, starting on page 42.

Perhaps you have seen or read about the integration of augmented and virtual reality (AR/VR) in our niche market. These tools promise to enhance training, repair accuracy and reduce reliance on manual inspections, which will eventually — hopefully — lead to increased safety and speed of service. The promise is there and now we need to see how it will play out.

What about AI — artificial intelligence? Will that be integrated even more deeply into the daily lives of maintainers, planners and related areas like operations? After all, it is a key component of predictive maintenance, the use of which is going to be crucial going forward. Other nuanced areas where AI will be key are condition monitoring, fault diagnosis and data analytics. Yes, there are legitimate concerns about the implications of AI use in aviation maintenance. But proactive measures can and must be taken to mitigate risks and maximize the benefits of AI technology to ensure safe and efficient aircraft operations.

Every maintenance operation is concerned with compliance. Modern digital solutions must come with the ability to meet regulatory requirements more efficiently. Robust security features will also be key. These can help companies protect sensitive data and avoid legal issues.

The convergence of technology adoption and labor strategies is critical for the future competitiveness and continued safety of the aviation industry. Embracing these changes offers opportunities for innovation but requires strategic investments in workforce development and technological integration.

Some say technological adoption remains slower in the maintenance sector than other areas of aviation due to regulatory and business challenges. But investment is clearly on the rise as companies seek to streamline operations through digital tools and process innovations.

Embracing technology also comes with challenges such as costs, cybersecurity risks and potential resistance to change. Companies must carefully plan and manage their digital transformation efforts to ensure they align with their overall strategy and receive buy-in from employees. But our industry must embrace it.

Those that embrace technology and digitization will gain the competitive advantage by becoming more efficient, utilizing data-driven decision-making and becoming more agile, all of which will lead to better customer experiences. Better customer experiences will lead to repeat customers and continued full hangars.

The dawn of the digitization of aviation maintenance is upon us.

In the closing days of August, a tragedy happened at one of the premier MROs in the world, Delta TechOps. Two people were killed, and another seriously injured, during what should have been a routine procedure in a wheel and brake shop.

Mirko Marweg, 58, of Stone Mountain, Georgia, and Luis Aldarondo, 37, of Newnan, Georgia, were the Delta employees who died. Another employee was injured but not identified. Delta didn’t directly state what happened in the incident. But the company did say in a statement, it was “working with local authorities and conducting a full investigation to determine what happened.”

A report from Atlanta Fire Rescue contained a written narrative from workers who were there when the situation unfolded. “I heard an explosion behind me and saw my co-workers running away from the direction of the explosion. I realized they were running to get help,” the eyewitness report stated. Additionally, the witness reported seeing a body with blood, according to the report.

According to reports, Marweg and Aldarondo were killed just after 5 a.m. while working with wheel components that were being disassembled for maintenance. This work was being done off the aircraft, not on the aircraft. However, a report from Atlanta Fire Rescue listed a narrative from a worker who was there when the situation unfolded. In the report, AFR also said they responded to a “tire explosion.”

While this kind of accident is rare, it is important to remember that it can happen any time, to anyone. Even with safety management systems in place, things can go awry quickly. One thing is certain, this event will be thoroughly investigated to determine exactly what happened, where the chain of events broke down and how it can be avoided in the future.

It must have been devastating for all who work there and certainly for those who knew the mechanics who were killed and injured. A Delta spokesperson said counseling will be made available.

Marweg was known in his family as a “Mr. Fix-It” and a loving man who helped all. Marweg’s son, Andre Coleman, said in local news reports that he could not believe that this happened to his father and that he would no longer have him by his side. “I’m in a state of shock,” Coleman said. “I wanted to view the body because I didn’t believe it was true. Neither did my mom.” However, when they tried to view the body, the Clayton County Medical Examiner said Marweg’s body was “unrecognizable,” and they couldn’t. It is reported that they identified him by tattoos and the Mississippi State lanyard around his neck. “My dad was an amazing guy, wonderful father, wonderful husband. I just saw him Sunday after I told him I needed an oil change. That’s the kind of dad he was. He was always there,” Coleman said.

Delta Air Lines said in a statement that the accident involved “aircraft wheel components.” It also stated it is investigating. OSHA confirmed it is investigating as well.

Former National Transportation Safety Board member and former airline mechanic John Goglia said in a news interview that he believes the incident could only happen one of two ways: “Either proper procedures failed to be followed, or the tire had weakened from repeated landings and cracked and burst.” Goglia said the latter is a “very rare event.” “So it’s more likely that the procedures were not followed, and a very catastrophic event occurred,” Goglia said in the 11Alive news report.

“With at least 200 pounds of nitrogen in that tire, any failure to the wheel halves, it’s going to disintegrate rapidly, and it’s going to shatter,” Goglia said. “So that means small pieces traveling at a pretty good rate of speed, and that’s typically the cause of most of the injuries.”

Goglia also called airline maintenance a “risky business,” and said that the “people that write workers compensation once told me it’s among the riskiest jobs that they insure.”

John Laughter, president of Delta TechOps, E.V.P. and chief of operations, said this in a letter released to all Delta employees: “I’m deeply saddened to share that three TechOps team members were involved in an accident that took place early this morning in Atlanta TOC 3, Dept. 391 – Wheel & Brake Shop. Tragically, two of our team members involved passed away and one other team member was seriously injured. We are extending our full support to their families at this difficult time and conducting an investigation to determine what happened … Please know your safety and wellbeing comes first — always, and that your leaders are here for you. Please continue to take good care of yourself and one another. We’re all in this together, and we’ll get through this by supporting each other.”

Soon we’ll be able to review reports about this incident.

A likely contributing factor will be failure to follow procedures (FFP) which is one of the most pervasive human factor issues in aviation maintenance, contributing to a majority of all accidents/incidents, according to the FAA. If you would like to review some information on procedural compliance with your teams, the FAA.gov website has some great resources. You can find them at https://www.faa.gov/about/initiatives/maintenance_hf/procedural_non-compliance

The title says it all. Go ahead and admit it out loud. Male maintenance professionals don’t like women maintenance professionals and don’t want them in the industry. They do everything they can to make the work experience of women in the hangar miserable, or worse, untenable so they will quit or move on. Convince me otherwise. Men don’t even want women to be aircraft mechanics at all. All the talk of diversity, equity, and inclusion in the aviation maintenance industry is BS. If you are not a Caucasian man, you aren’t welcome in aviation maintenance. I can’t say it any more clearly than this.

There’s no doubt that being a female mechanic comes with a set of challenges like no other. In this largely male-dominated profession, women may find themselves facing stereotypes and discrimination, and they may find it difficult to find mentors and role models who can help them navigate their career. And those are the good and easy parts of being a woman in aviation maintenance.

Women working in male-dominated industries face a variety of challenges in addition to sexual harassment. Some of those challenges include societal expectations and beliefs that question women’s leadership and managerial abilities. Still to this day, deeply ingrained stereotypes exist, even though companies talk about how welcoming and open they are. It often leads women to take on necessary but rarely rewarded ancillary duties like “office housework” that can take away from their real job duties.

Here are some lived examples of things women have experienced in our beloved industry as stated by women in the industry. “Finding a job where a female feels welcome is a challenge,” said one woman who runs a training business and is both a pilot, flight instructor, and A&P mechanic. “I rarely feel welcome as a customer so feeling welcome as an employee is a real challenge.”

Another woman mechanic reported being alone in a work truck with another mechanic on the job. He said to her, “Women have no business in aviation, your t*ts and cl*t make you a distraction.” The woman mechanic contacted that company’s human resources department to report the incident, which would have made anyone uncomfortable in a professional workplace. The vice president of the company spoke with the man but did not speak to her. A message was passed down that she must have misunderstood him. Stories like this abound and leaving one toxic environment can mean starting from ground zero at another.

Reports of being harassed, both sexual harassment and general harassment, are part and parcel for women mechanics. Being stalked by fellow employees has been reported. Having co-workers trash the reputation of female mechanics has been reported.

When I reached out to another career female mechanic and asked if she had stories to share about the work environment being difficult for women in aviation maintenance she replied, “Every work night, Joy. [And for] my whole 24-year career. Where oh where to begin. Stronger for it but frankly tired of the BS.”

Another female pilot/mechanic reported that while she was flying an Aztec with some serious issues she had to go to the FSDO. The inspector told her “I’ll give you a ferry permit because I know you can’t find an A&P to sign it off.” He never imagined that a 20-year-old female pilot could also be an A&P. How dismissive.

When one woman became eligible for her IA and went to the FAA to take the test, the inspector refused to administer it. This woman was a pilot, air traffic controller, and mechanic. “I had more than four airplanes registered in my name. [Ultimately] FAA legal ordered him to administer the test.” Can you imagine the wasted energy spent on taking this through FAA legal when all you want to do is improve your standing with an additional qualification that is clearly defined and standardized? Either you can pass the test or you cannot. She passsed.

Many experienced women report being second guessed, talked over, and relegated to tool holding and doing documentation. “It’s been a struggle for me since I started in the field,” said another woman A&P. She is now wondering how long she can hold on to the dream of working in this field.

“I will forewarn [any woman entering the aviation maintenance field] should be prepared for pervy looks, jokes, and harassment,” one woman mechanic replied to my query. Why is this necessary? Are we pledging a fraternity or keeping aircraft safe to fly?

As a lead mechanic, one woman reported taking new hires up to the flight deck to talk to the crew about issues and saying that the pilots will talk to the new person who is male. The new guy doesn’t know the answers to the questions, so the pilot will ask to talk to the lead. There she is, standing right in front of them with LEAD MECHANIC on her shirt. She said most pilots see straight through her, like she is a ghost. So it is not just other mechanics but pilots as well.

One company, SR Technics, recently introduced the “Women on Wings” (WOW) initiative, an endeavor aimed at promoting the growth of a diverse, and inclusive workforce within the company. “By offering a network platform, mentoring programs, and increased visibility within the company, SR Technics aims to support its current and future female workforce in reaching new heights of success,” the company says.

“We are committed to fostering an environment where every individual’s talents and contributions are valued and encouraged,” says Caroline Vandedrinck, chairwoman of WOW and senior vice president of SR Technics. “Collaboration is key to our success and it’s inspiring to see so many talented women leading the way.” The company says it believes that by nurturing an environment where every voice is not only heard and valued then possibilities for growth and innovation will be unlocked. I hope this program soars and inspires others like it. See more from Caroline Vandedrinck in my interview with her starting on page 44.

Male maintenance professionals don’t like women maintenance professionals. Convince me otherwise.