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How technician shortages and new technology are reshaping aviation line maintenance.

In aviation, line maintenance (LM) is the name for the routine maintenance work and inspections performed on aircraft to keep them airworthy and ready for flight. Typically, this work is done between flights or overnight, to minimize aircraft downtime and keep them flying on schedule.

So, what is the state of line maintenance in 2026, both good and bad, and what are its prospects going forward? To find out, Aviation Maintenance spoke with three MRO experts:

Augustinas Pajeda is FL Technics’ line maintenance control center manager. “Our LM team supports airlines with full line maintenance services, including fast, precise AOG assistance,” he said. “When an aircraft goes AOG, our team moves immediately to assess the issue, diagnose the problem, and deliver a safe, efficient solution. We operate under multiple international approvals, including EASA Part-145, FAA, GCAA (UAE), Transport Canada, QCAA, and Bermuda DCA, covering a wide range of aircraft types.”

Marcel van Sitteren is maintenance manager at SR Technics Line Maintenance AG. “We deliver comprehensive line maintenance services across Switzerland’s major airport hubs, supporting a diverse range of international airlines,” said van Sitteren. “Our teams in Basel, Geneva and Zurich carry out transit checks, daily and weekly inspections, defect rectifications, AOG support and specialized on-wing engine services.”

Gary Pratt is STS Line Maintenance’s senior vice president and general manager. “STS Line Maintenance supports more than 80 domestic and international passenger, cargo, and charter airlines with a full range of on-wing services,” he said. “This includes on-demand defect rectification, scheduled checks up to and including A checks, AOG recovery and return to service, and specialized projects like airframe modifications.”

Here’s what they told us.

Line Maintenance Shops Are Busy

According to the experts, line maintenance is experiencing strong demand as global air traffic continues to grow. As this happens, “the industry is adapting to higher aircraft utilization, rising regulatory expectations, and increasingly advanced technology, at a time when safety, reliability, and operational continuity are more critical than ever,” said van Sitteren. “We also see a significant increase in demand for on-wing engine support, from engine changes to LEAP-1 RBS modifications and fuel nozzle replacements.” To meet this need, SR Technics fields a dedicated mobile team able to support customers at the MRO’s own stations and at the customers’ home bases.

Times have certainly improved for the MRO industry since the dark days of Covid-19. “Commercial aviation has come back and now exceeded pre-pandemic levels,” Pajeda told Aviation Maintenance. “This means that the workload has increased for line maintenance stations as well.”

At the same time that demand is going up, the fundamental nature of line maintenance has not changed. “Line maintenance technicians are still responsible for safe, compliant, efficient work that keeps the flying public moving,” said Pratt. “They’re essential to the health of our national transportation system, but the recognition they receive doesn’t always match the responsibilities they carry or the conditions they work in.”

This being said, customers’ expectations have changed. “Airlines are constantly adjusting fleets, routes, and resource allocation based on economic shifts and operational priorities,” noted Pratt. Whenever this happens, airlines expect service providers like STS Line Maintenance to keep up. “Wherever the aircraft go, we go,” he said. “That means realigning people, tooling and processes in a way that keeps pace with the operation while maintaining quality and safety.”

Technician Shortages Still Biggest Issue

Aviation Maintenance magazine asked the experts which issues the line maintenance sector is facing these days. Based on their answers, an ongoing shortage of skilled technicians is still the Number One problem.

“The technician shortage is here, and it isn’t going anywhere for a while,” Pratt said. “Retirements are accelerating, and trade schools aren’t graduating enough new talent to replace them. Third-party maintenance providers face an additional challenge because airline benefit packages are hard to match, which keeps attrition higher than anyone would like.”

“Even before the pandemic the aviation industry was already feeling the shortage of aviation specialists,” Pajeda observed. “During the pandemic, a lot of aviation specialists were laid off due to reduced capacity in flights and operations. Some of these people found new jobs in other fields. Meanwhile, training programs for new specialists were put on hold to some extent. Today, when we have exceeded pre-pandemic levels of operations, the aforementioned factors have created an even bigger worker shortage.”

According to Pajeda, FL Technics is implementing various measures to attract new talent and is seeing success in its efforts. “Although there is a wider manpower challenge in the market, FL Technics is managing the situation well,” he noted. “With the strong commitment to supporting our line maintenance specialists, we are not only able to sustain current operations but are also planning further expansion.”

Retirement isn’t just thinning the ranks of baby boomer technicians. There’s also a growing shortage of experienced maintenance controllers. Unfortunately, since third-party technicians cannot act until they receive direction from an airline’s maintenance control center, delays are inevitable. “Waiting 15 to 30 minutes to speak with a controller isn’t unusual, and simple deferrals can snowball into operational delays,” said Pratt.

As the boomers retire, line main maintenance providers struggle to replace them with new blood. “In fact, that’s our most significant challenge, attracting licensed engineers to support our growing business,” van Sitteren said. “In parallel to this problem, airlines are operating older aircraft for longer, thus increasing the complexity and scale of required maintenance. At the same time, new-generation engines and advanced aircraft systems demand continuous upskilling and rapid adaptation by maintenance organizations. Regulatory expectations are also evolving. After the implementation of SMS (safety management systems), the introduction of EASA Part-IS will be the next major safety standard shaping our industry.”

There are further issues affecting the line maintenance sector. One of these issues is parts shortages, especially when it comes to wheels and brakes. “What is more, due to the issue with PW1100G engines where a big number of engines had to be returned to shops, operators have had to ground a part of their fleet and wait until the engines are released from repair,” said Pajeda. “Due to this issue, some operators do not expect to return the grounded aircraft to service until 2027.”

Another further issue affecting line maintenance is the airlines’ tendency to alter their flight schedules on a seasonal basis, to align their traffic with passenger demands. “Seasonal flying patterns add another layer of complexity,” Pratt told Aviation Maintenance. “As airlines optimize for profit, their schedules swing harder from peak to off peak. This forces providers to scale staffing up and down throughout the year. It creates uncertainty for technicians and puts financial pressure on maintenance operations. Hold on to everyone through the slow season and you’re likely looking at an annual loss. Reduce headcount and you’re scrambling when demand spikes.”

Digitization to the Rescue

Faced with the challenges discussed above, airlines and their line maintenance providers are turning to digital technology to make their operations run smoothly and get more done using fewer people.

“The digital tools that matter most are the ones that make information easier to access and eliminate unnecessary steps,” said Pratt. “Digital task cards, mobile tech pubs, and real-time communication tools have been the standouts.

“Airlines are on a trend to implement paperless documentation,” Pajeda added. “For instance, they are moving from paper-based logbooks to electronic logbooks, which are accessed via tablets that are placed on board of the aircraft. This reduces the amount of paper used to record maintenance activities and reduces the time to fill all the documentation when a maintenance task is performed. Additionally, the technician is able to access the necessary maintenance documentation on a tablet without needing to return to the office and check it on a desktop computer. As a result, the time for defect rectification is reduced, which reduces the overall flight delays.”

To push the aviation industry further along the road to digitization, STS Line Maintenance is promoting the broader adoption of MRO management platforms like AireXpert, which can streamline the full line maintenance cycle from start to finish. “With AireXpert, technicians can verify an AMM reference instantly, collaborate with MCC without leaving the aircraft, and complete documentation on the spot,” said Pratt. “When you remove dead time, everything moves faster. Troubleshooting improves. Return to service improves. And you can measure the difference not in theory, but in minutes saved and delays avoided.”

Artificial intelligence (AI) is making its way into line maintenance, serving as a tool that speeds up the detection and analysis of problems found by in-flight data management systems. “What is more, EASA has released an AI Roadmap, which describes the plan and steps that need to be taken to implement AI in aviation,” Pajeda said. “I expect that AI will be initially implemented in areas that require dealing with big amounts of data like maintenance documentation, part/component control, and production planning. Eventually, we may see AI-based solutions that might help reduce the manpower needed to carry out certain tasks, which would help mitigate the specialists shortage in aviation.”

All told, digitization is delivering measurable benefits to the line maintenance sector. “Digital workflows are reducing paperwork, speeding up troubleshooting, and improving communication between operations, engineering, and logistics,” said van Sitteren “These tools contribute directly to fewer delays, higher productivity, and more consistent training. However, the lack of common standards and full interoperability between different digital systems remains a challenge. Integrating and sharing large volumes of operational data more effectively will be an important step for the industry in the coming years.”

The Future of Line Maintenance

What does the future of line maintenance look like, given the current balance of issues and innovations? Again, here’s what the experts had to say.

“The future of our business will combine skilled human expertise with intelligent technology,” van Sitteren replied. “Predictive maintenance and digital tools will become standard, training will increasingly rely on immersive and modern methods, and integrated data systems will streamline operations.”

“I would like to say ‘robots’, but we are far from that at the current stage of evolution,” said Pajeda. “I believe the AI implementation will help to reduce maintenance time even further; however, we will not be able to replace maintenance technicians or pilots in the near future, for sure. As a first step, I think we will have AI systems that will help to manage areas where it is required to work with big amounts of data. Later on, we might see more and more automated processes, where a person’s oversight will be required to make sure that an AI system is compliant and is working according to the necessary standards. As a result, people in the aviation field will need to improve their knowledge in the IT field to be able to work with these systems.”

Pratt took a big picture view of this question. “Commercial aviation supports more than ten million jobs and contributes roughly $1.45 trillion to the U.S. economy,” he said. “With that kind of demand, the future of line maintenance is growth. If the U.S. modernizes its air traffic control system, flight volumes will rise even higher, and the need for qualified maintenance personnel will only increase.”

If these predictions prove to be correct, “the industry has to prepare now,” said Pratt. “As aircraft become more complex, new technicians will need real-world experience to bridge the gap between the A&P curriculum and the realities of modern fleets. That will require structured on-the-job training, strong mentorship, and leaders who understand that the baseline curriculum isn’t enough on its own. As well, compensation has to be part of the conversation. If wages for aircraft maintenance technicians don’t keep pace with other skilled trades, the industry risks losing the next generation of mechanical talent.”

Gary Pratt then summed up the big picture challenge facing not just line maintenance, but the entire aviation industry. “We maintain the safest transportation system in the world,” he said. “Staying there takes investment. Meanwhile, the horizon is getting more crowded. EVTOL aircraft and air taxis are approaching commercial viability, which will lead to new regulations, new maintenance requirements, and new expectations. When they do, line maintenance will be at the center of keeping those systems safe and reliable. So, the work in our sector is only going to get bigger going forward, not smaller.”

Ultimately, the experts agree that the future success of line maintenance hinges on a critical dual strategy. It requires this sector to aggressively adopt AI and digital platforms to maximize efficiency, while simultaneously making a profound and immediate investment in human capital. The future of safe, efficient global air travel depends on successfully integrating the power of the digital revolution with the irreplaceable expertise of the people who keep the world flying.

Efficiently managing aircraft parts and inventory aids seamless maintenance operations.

Effective aviation spare parts inventory management is fundamental to maintaining operational readiness in any MRO or fleet environment. Without precise visibility into parts availability, location, condition and trace documentation, organizations face avoidable delays, excess cost and higher aircraft on ground (AOG) risk.

Aircraft spare parts inventory management software benefits operational precision. “Technicians know exactly what’s available, schedulers can plan with confidence and maintenance leaders gain tighter control over cost, service levels and turnaround times,” says Kris Volrath, chief product officer at Veryon, San Francisco. “By reducing surprises and eliminating manual workarounds, organizations can avoid preventable AOG events and deliver a more predictable, high-performance maintenance operation.”

Gerry Merar, president of AvPro Software/Decision Software Systems Inc., West Palm Beach, Florida, agrees that aircraft parts and supplies management software is “essential to running any type of aircraft maintenance facility efficiently. Whether it’s serialized/lot-tracked parts or consumable supplies, there are so many items that it would be almost impossible to track manually.” Merar explains a full inventory application will benefit an organization by tracking:

• Purchases of parts and consumable supplies (purchase orders)

• Parts sent out for repair, overhaul, calibration or any other maintenance service (repair orders)

• Receiving items into stock, managing packing slips and reconciling vendor invoices to receiving batch reports

• Recording parts that are rejected and/or returned to vendors

• Reporting on-hand inventory stock and in/out activity

• Financial reporting on inventory valuation and costing

• Providing a physical count check system to prevent theft and loss due to item expirations

• Barcode labeling

• Helping to organize your stockrooms with bin location management

• Providing traceability for parts sources and parts issued to aircraft and work orders/technicians

Inventory and materials planning is the airline function with the ultimate responsibility for the on-time supply of material and the associated costs. Inventory planning provides the framework for all other supply-chain activities to operate efficiently and coherently. “Given the complexity, scale and uncertainty of aviation maintenance, inventory planning is a strategic necessity,” says Micheál Armstrong, CEO, Armac Systems, Dublin, Ireland. “Effective planning can only be accomplished with the support of well-defined processes and systems specifically adapted to the requirements of airlines and MROs. The role of inventory planning is more than calculating stock levels. Inventory planning determines how parts will be supplied and the priority of activities. It is distinct from execution functions such as purchasing, logistics and repair management, which deliver to the plan, just as line or base maintenance engineers work to the maintenance plan. Given the uncertainty and scale of MRO and airline maintenance, inventory planning is an indispensable strategic and tactical function.”

Evolution

Aviation inventory planning traditionally relied on expert users and spreadsheets. Armstrong explains with the development of modern software tools leveraging AI/ML, grid computing has revolutionized how material planning is accomplished. “As data science is becoming more established, acceptance of data-led decision-making has increased, resulting in greater adoption and consequential honing of the solution landscape.”

Merar explains inventory management software has evolved so it is easier to use and more affordable for smaller facilities. “Having it as a separate standalone module, such as AvPro’s Inventory Module, makes it less intrusive so having it won’t interfere with other applications vital to the operations of the company.”

A few years ago, most inventory systems functioned as little more than digital ledgers. Valrath explains, “They stored part numbers, bin locations and quantities, but they couldn’t validate accuracy, anticipate demand or reflect the operational realities happening on the hangar floor. Data quickly went stale, and teams relied heavily on tribal knowledge or spreadsheets to bridge the gaps.”

Today, modern solutions, such as Veryon Tracking+ paired with the Veryon Stock mobile app, deliver improved operational intelligence. Instead of simply recording information, they capture real-time activity directly from the stockroom; receipts, issues, relocations, counts and Air Waybill processing all update the system instantly. This creates a live, continuous picture of inventory health rather than a snapshot.

Inventory is no longer managed in isolation. Maintenance plans, component usage history, compliance requirements, and upcoming scheduled tasks are all connected. Valrath says teams can see which parts are committed, which components are cycling toward removal, and what demand is on the horizon — giving them a significantly more accurate basis for planning. “The result is a shift from reactive to proactive. Instead of hoping the data is correct or making decisions based on assumptions, material managers operate with clear, reliable insight tied directly to clear behavior. It’s a far more strategic, proactive approach to inventory management.”

Advances and Updates

Some of the biggest advances in aviation spare parts inventory management center around mobility, automation and predictive intelligence. Mobile tools like the app have changed how teams work. Counts, receipts, moves and AWBs happen right where the work happens, which eliminates lag and keeps data accurate.

Another major shift is the deeper integration between inventory control, maintenance planning and operational scheduling. “Veryon Tracking+ now allows teams to see exactly which parts are available, what’s already committed to work orders and what upcoming tasks will require,” Volrath says. “With real-time synchronization between stock movements and maintenance demand, operators can plan with greater certainty and avoid avoidable shortages or rework.”

Merar explains another advancement is that barcoding and RFID technologies, “help to greatly reduce data entry errors and speed up the process of recording in/out activity of inventory items. Robust reporting options make managing on-hand stock and costing of items much more efficient.”

Applying the latest artificial intelligence, machine learning, advanced mathematical models, and cloud computing architecture, Armac’s RIOsys software enables airlines and MROs to leverage their data to optimize inventory planning. Predictive maintenance is an emerging tool that can support this objective; it’s a data-driven strategy that uses real-time data, advanced analytics and machine learning to anticipate failures.

“Its positive supply chain consequence is that it converts some short-term probabilistic demand into deterministic, planned events,” Armstrong says. “Predictive maintenance offers aviation operators significant benefits by reducing unscheduled downtime, when implemented as part of an integrated decision-making process. To be effective, predictive maintenance solutions must be incorporated into the wider processes and systems of the operation. In response to a predictive maintenance alert, inventory planning must assess supply chain options to optimize the supply. This can be integrated into an inventory optimization solution as a new demand signal to further optimize the supply chain response. Armac is working with our customers to integrate the predictive demand signal, with other forecast demand types, into our holistic optimization of inventory planning.”

What’s Unique about Aviation?

What’s unique to the aviation industry in regards to spare parts inventory management? The level of traceability required is very high. Every serialized part must have a complete history, documentation and compliance proof. If the trace isn’t perfect, the part can’t be used.

Merar explains, “Having the traceability factor from source to end use on an aircraft is essential to track problems that can occur and prevent issues before they happen. For example, being able to track serial and manufacturer lot numbers is very important if there is a recall or some problem has been identified by the manufacturer. When there is a failure the root cause must be identified so future events are prevented.”

Valrath cautions the cost of a missing aircraft part is immediate. “If you don’t have what you need, you can ground an aircraft. Most industries don’t feel that kind of pressure from inventory.” Also, Valrath explains that fleets vary widely. “[There are] older aircraft, newer aircraft, different operating environments and different histories. Teams can now use software to understand how those differences affect part usage, enabling smarter stock management.”

Armstrong believes that MRO or airline maintenance differs from the classic manufacturing model in its uncertainty of demand and the bi-directional flow of material. Even if tasks or work packages are scheduled, “We cannot know with certainty which components on which aircraft will need replacement, or parts will be required. Findings related material demand on a scheduled check represents significantly highest proportion of overall demand. Because many components are repairable and reused, standard replenishment models like ROL or MRP don’t apply. Planners must prioritize repairs and maintain sufficient serviceable parts in rotation within the repair and reuse cycle to meet demand.”

In the aviation industry, many of the inventory planning and procurement systems and processes have been developed based on standard manufacturing models. Armstrong cautions these standard systems are unsuitable for the idiosyncratic nature of aviation. “This mismatch has resulted in off-system workarounds, a lack of standardization, sub-optimal processes, and a high dependency on experts, with poor controls.”

Often, because MRO IT systems are unable to adapt to the nuances of the industry, the stock picture provided by the system does not reflect true stock levels; airlines frequently have the automatic reorder level functionality switched off in their MRO IT System as a result. It is important that the inventory optimization system understands the supply model and reflects the stock picture correctly, to ensure that the correct recommendations are generated and in the correct priority. Smart algorithms are required, and are embodied in the RIOsys software. However, to maximize value, it is necessary to ensure that the model applied to the input data accurately reflects the operation. RIOsys has been designed, and is proven, to address the maintenance operating model of airlines from both a demand and supply perspective.

Learning Inventory Management

Inventory planning is complex and dynamic. It requires an expert system to take millions of changing variables and holistically optimize decision-making. However, modern aviation inventory tools are more intuitive and far easier to learn than legacy systems. The Veryon Stock app functions like a familiar mobile application, which helps new users come up to speed quickly. “Scanning a barcode, issuing a part, taking a photo for trace … it all feels intuitive,” Valrath says. “Veryon Tracking+ also follows the same logic as real maintenance and stockroom workflows. There’s no hunting around the system for what to do next. And because mobile and desktop follow the same structure, users pick it up fast. Role-based training and guided prompts go a long way, too. People see exactly the steps they need without being overwhelmed.”

AvPro has a standard interface which allows novice computer users to learn it. Merar believes this makes it faster and streamlined for the advanced users. “Efficient screen layouts and clearly marked clickable buttons enable a short learning curve and will provide on-screen help tips for functions that are not used frequently.”

Armac’s RIOsys inventory optimization takes all of the complexity and presents the planner, for material within their scope of responsibility a set of prioritized actions, with all of the salient supporting information to allow the planner to confidently execute the action.

Ultimately, the aircraft industry is learning that parts management is now a core driver of reliability — not just an administrative function. When inventory data ties directly into maintenance history, component usage and upcoming scheduled work, teams gain a far more accurate view of future demand. That means fewer shortages, less overstock, and better alignment between materials and maintenance. Smarter parts management keeps aircraft available, keeps operations moving and keeps costs under control. It’s becoming one of the strongest levers operators have to improve reliability and efficiency.

The aviation industry continues to evolve its approach to in-flight connectivity as satellite technology advances and operator requirements become increasingly sophisticated. What began as a luxury amenity for business aircraft has become a standard expectation across commercial and private aviation, with passengers and crew demanding the same level of connectivity they experience on the ground. This shift has created technical and operational considerations for maintenance organizations, MRO facilities, and aircraft operators who must integrate these systems while managing costs, weight and aircraft availability.

The transition from Ku-band to Ka-band systems represents one aspect of this evolution, but the connectivity landscape has grown more complex with the introduction of low earth orbit (LEO) satellite constellations, hybrid multi-orbit architectures, and air-to-ground networks. Each approach offers distinct advantages in terms of latency, bandwidth, coverage and operational flexibility. For maintenance professionals, these developments raise practical questions about installation procedures, hardware compatibility and long-term system support.

Aircraft operators must balance performance requirements with operational realities. Installation modifications affect weight and drag, influencing fuel consumption and operating costs. Downtime for system installation or upgrades impacts aircraft availability and revenue generation. The rapid pace of technological advancement creates concerns about obsolescence and the need for frequent hardware replacements. Industry providers have responded by developing solutions that address these practical concerns while delivering improved connectivity performance. This article examines current technical approaches, focusing on system architecture, installation considerations, maintenance requirements, and strategies for future-proofing these investments.

Transforming In-Flight Connectivity

Although the in-flight connectivity market has generally shifted from Ku-band to Ka-band, current satellite networks use both Ku- and Ka-band frequencies in various orbital configurations, including geostationary (GEO) and Telesat low earth orbit (LEO) satellites, according to Karthik Bharathan, director of product management for aviation terminals at Viasat. “The choice between Ku- or Ka-band is determined by the satellite’s onboard technology,” he says. “From a maintenance perspective, aircraft line maintenance procedures remain the same regardless of whether the system operates in Ku-, Ka-, GEO, or LEO, and no additional specialized training is required. For example, Viasat’s main in-flight connectivity terminal works with satellites in both GEO and LEO orbit, and maintenance personnel will not require any new training.”

Viasat has unveiled an advancement in its multi-orbit strategy for business aviation, with plans to integrate LEO satellite capacity into its JetXP in-flight broadband service. “The combination of Viasat’s ultra-high-speed GEO capabilities, including the advanced ViaSat-3 satellites, with flexible and resilient LEO capacity, will further enhance JetXP’s reliable, consistent, high-performance connectivity, offering even greater redundancy and global coverage,” Viasat reports. “JetXP is designed to deliver the best available performance between GEO and LEO satellites, intelligently routing data in real time. This optimizes the connectivity experience to meet varying levels of customer demand, including the most latency- and jitter-sensitive applications, such as interactive gaming, high-definition video conferencing, and real-time cloud collaboration across multiple devices simultaneously.”

Multi-orbit capabilities will be available as a single offering on select JetXP plans, eliminating the need for multiple subscriptions, affirms Viasat. “Customers will require an additional flat-panel electronically steered antenna (ESA), designed to seamlessly integrate with JetXP’s existing tail antennas and featuring fewer line-replaceable units (LRU) for ease of installation,” Viasat states. “Performance across all JetXP service plans, including future multi-orbit options, will be measured using Viasat’s in-flight quality of experience (iQe) concept, which will be available next year and will use artificial intelligence and advanced analytics to continuously monitor a wide range of network parameters in real time. The results are translated into a single quality of experience (QoE) score that reflects the overall connectivity experience for executives, operators and flight crew.”

While JetXP serves the business aviation market, Viasat has also announced a parallel next-generation in-flight-connectivity (IFC) solution for commercial aviation, Viasat Amara. “The new IFC solution is powered by innovations in core satellite network design, hardware advancements, and a suite of digital products. Along with additional features, including intelligent network enhancements and application-level data linking to satellites in multiple orbits, Viasat Amara is designed for high scalability, enabling airlines to offer a future-proof onboard experience for passengers,” the company states. “Viasat Amara is designed to meet the specific needs of each airline and each individual user, in real time on an intelligent multi-orbit network. Our pioneering mission remains to help our airline customers maximize the enormous potential of connectivity for branding, loyalty, and growth.”

Viasat Amara’s roadmap includes innovations that open new opportunities, with compatibility for GEO, HEO, and LEO satellites, complementing a robust high-capacity ecosystem from Viasat and its partners, according to Viasat. “This includes the recently announced Ka-band LEO capacity from Telesat Lightspeed. Viasat Amara will offer high-capacity, high-quality service with truly global coverage, connectivity designed to adapt to the growing needs of commercial airlines and support rapid multi-network, multi-orbit evolution,” the company states.

Viasat has also unveiled a proprietary terminal with an ESA, Viasat Aera. “This will unlock simultaneous dual-beam connections between satellites in GEO, HEO and LEO, enabling airlines and their passengers to enjoy a best-in-class IFC experience with a single antenna,” the company states. “The new terminal is currently under development and is designed to dynamically adapt connectivity to leverage the strengths of all available transmission resources, offering an optimized experience for every application running on the global network.”

Gogo is catering to the private jet and military/government sectors seeking connectivity that emulates the experience on the ground, according to Chris Moore, CEO at Gogo. “We have strong relationships with all satellite constellations and are fully leveraging the potential of the Eutelsat OneWeb (LEO) satellite constellation to support our HDX ESA. SES powers our Plane Simple Ku-band terminal and the Viasat constellation connects to our Plane Simple Ka-band system,” he says. “Any commercial aircraft owner or operator can use GEO and/or LEO to stay constantly connected wherever they fly.”

Gogo also provides an air-to-ground network in North America via a network of cellular towers, explains Moore. “We will activate our new 5G technology in 2026, which will bring high-speed broadband to the cabin of aircraft that have never had access to it before,” he says. “Operators simply install MB-13 antennas on the underside of the aircraft and the AVANCE LX5 platform inside the aircraft to instantly access the internet, send emails, and even stream content. We combine GEO with LEO, LEO with air-to-ground (ATG), or any other combination that meets customers’ mission requirements. We provide a solution for every market segment, from turboprops to heavy jets,” he says. “Our technology comes with upgrade paths that are simple and require minimal downtime.”

Gogo works closely with its expanding global MRO network, providing support through each phase of the sales, installation, and commissioning cycle, explains Moore. “Our hardware and software design results in predictable installation requirements and guaranteed support in the event of unexpected issues or customer problems. Our connectivity customers expect our 24/7/365 support internationally, and the same goes for our MRO partners. Whether they are installing an air-to-ground system for the hundredth time or developing a new Gogo Galileo supplemental type certificate (STC), we provide feedback on the experiences of other members of our network. We have a three-ring policy that helps our MROs handle installation requests on time,” he says. “As aircraft owners are much more interested in being able to make a consistent and reliable Teams call than in understanding the technology, we translate technology into practical applications. Our MRO network is essential, and we work closely with them to generate STCs for our new equipment as well.”

Installation and Implementation

Beyond the operational maintenance of these systems, the initial installation process requires careful planning and structural modifications. According to Bharathan, the most significant structural modification involves the installation of the radome. “Electrical upgrades include the addition of components to support wireless access points (WAP), servers, and the cabling required for power and data transmission. Weight and drag are critical factors for airlines worldwide, and Viasat in-flight-connectivity (IFC) systems are designed to minimize the additional weight and drag caused by fuselage modifications, helping to limit any increase in fuel consumption,” he says. “Prior to installation, Viasat works closely with each airline customer to understand their needs and ensure the IFC system meets their objectives.”

Gogo has purpose-built and designed its connectivity terminals for the business and military/government aviation markets, explains Moore. “Traditionally, the high-speed connectivity dominance of large jets is now enabled by the purpose-built and Gogo Galileo antenna series,” he says. “The Plane Simple antennas are compact, tail-mounted terminals comprising just two in-line-replaceable units — the tail-mounted antenna and the cabin router — connected via common wiring. The Ku-band variant is powered by the SES FlexExec constellation, dedicated to business aviation, while the Ka-band variant connects to the Viasat JX network, both providing powerful, high-speed GEO connectivity in the smallest form factors on the market. The Gogo Galileo HDX and FDX antennas optimize electronic phased array technology, eliminating the need for moving parts to allow for a smaller form factor and fuselage mounting. This reduces power requirements and waste heat. Gogo Galileo terminals optimize the Eutelsat OneWeb low earth orbit constellation for high-speed, low-latency connectivity.”

For operators flying in the United States and southern Canada, the new Gogo 5G ATG service will also support high-speed internet connectivity, explains Moore. “Connecting to a network of ground towers, the antennas are also small, and while the MB-13 includes two antennas, their compact design and positioning minimize operational impact,” he says. “The focus on creating smaller form factors means that aircraft, from very light jets to the largest, can maximize high-speed broadband connectivity worldwide. All antennas are designed to optimize connectivity while minimizing operational impact.”

Typically, equipping an aircraft with connectivity systems represents a significant investment for the owner, as it inevitably involves dismantling old equipment, installing new equipment, and then repeating the process in a relatively short timeframe, given the rapid advancement of the connectivity industry, points out Moore. “By developing our technology specifically, we have also designed for the future, so that, as satellite technology continues to evolve, most of the system upgrades required to optimize solutions are made in our modem units. This minimizes downtime and costly cabin interior upgrades, ensures predictability in terms of maintenance, operations, and budgeting, and protects the owner’s investment,” he says. “Therefore, whenever possible, we strive to anticipate the future of the satellite communications landscape and find a solution by creating customized, long-term connectivity solutions.”

Viasat is simplifying the installation process by integrating modems directly into the antenna structure, thus reducing the number of separate line-replaceable units (LRUs) required, according to Bharathan. “This approach simplifies both new installations and upgrades of existing hardware. Additionally, Viasat antenna systems are designed for future compatibility, allowing existing hardware to work with current and future networks or constellations via over-the-air software updates,” he says. “This includes Viasat’s next-generation IFC terminal, Viasat AERA. This design approach minimizes the need for hardware replacement, reduces maintenance time, and helps customers reduce costs associated with aircraft downtime.”

To airline customers Viasat offers service level agreements (SLA), which include quantified performance benchmarks such as network availability and even individual passenger performance metrics, affirms Bharathan. “Our goal is to consistently meet (and exceed) these objectives, helping our airline partners deliver an exceptional connectivity experience to their passengers. We have a solid track record of reliability, a key factor in serving over 60 airlines and approximately 4,370 aircraft worldwide, as of September 2025,” he says.

Summing Up

The evolution of in-flight connectivity reflects broader trends in aviation toward systems that balance advanced capability with operational practicality. The industry’s adoption of multi-orbit architectures, integration of LEO and GEO satellite networks, and development of ATG alternatives demonstrates a pragmatic approach to meeting diverse operational requirements across different aircraft types, flight profiles, and geographic regions.

From a maintenance perspective, the convergence on simplified hardware designs, reduced component counts, and software-based upgrade paths addresses long-standing concerns about system complexity and aircraft downtime. The emphasis on maintaining consistent line maintenance procedures across different system types and orbital configurations minimizes the training burden on maintenance personnel while supporting operational flexibility. The focus on integrated modem designs, electronically steered antennas, and reduced line-replaceable units reflects an understanding of the cost and logistical challenges operators face.

The implementation of service level agreements with quantified performance metrics, comprehensive MRO support networks, and collaborative approaches to supplemental type certificate development indicates a maturing industry that recognizes the importance of reliable, predictable system performance.

Looking ahead, the planned introduction of 5G ATG services, advancement of electronically steered antenna technology, and expansion of LEO constellation capacity will provide operators with additional options for meeting their connectivity requirements. The effective integration of these technologies will depend on a sustained focus on practical implementation considerations alongside technical capability.

The aviation industry is facing a critical talent inflection point. Mass retirements are draining the maintenance workforce of experienced technicians and managers, leaving MROs struggling with high new-hire turnover and a knowledge gap that on-the-job coaching can no longer fill. CAE recently unveiled a set of ground-breaking programs designed to meet this crisis head-on.

David Bienvenu, CAE’s global leader for maintenance training and OEM relationships, sat down with Aviation Maintenance magazine to explain how his organization is pioneering solutions — from flexible hybrid classrooms to modular, fleet-specific coursework — to help MROs retain new hires, cultivate first-time managers, and ultimately, secure the future of aviation maintenance.

Aviation Maintenance: Let’s begin by talking about what CAE unveiled at NBAA-BACE.

Bienvenu: At NBAA, we had a couple of things going on. First and foremost, we were talking to some of our customers about our Talent Aviation Forecast. This is where CAE forecasts the needs for pilots and technicians across the industry.

AVM: So what did you find this year?

Bienvenu: A lot of our customers are coming to us talking about their tech shortage. There are a lot of challenges they’re seeing with their technicians, namely (a) retention and (b) training during their onboarding.

The reality of what we’re seeing is that the shop floor is changing for a lot of our customers. In the past, you’d have essentially nine experienced technicians for one new individual. Under that structure, you would have structured training for your new hires, but most of the coaching was done on the job.

Fast forward to today, where you have mass retirement of a lot of your core technicians. About 30% of the workforce is within 10 years of retirement. So you get to a place where you have a lot of experienced technicians leaving, a lot of new technicians coming in, and an increase in demand in business aviation. This results in less time for a lot of that on-the-job training.

Going back to the theme of experienced employees retiring, it’s not just veteran technicians who are approaching retirement — your experienced managers are leaving as well. As a result, a lot of technicians are now getting thrust into management positions. They too need the kind of structured training that CAE can provide, which is really important.

For people new to management, instead of just throwing ’em off the deep end, we take them through our Aviation Interpersonal Management Skills (AIM) class. We help them develop the skills they’ll need to be a solid leader on the floor — a lot of those emotional intelligence skills — and facilitate the transition from a strong technical worker to a strong manager.

AVM: What else did you launch at NBAA?

Bienvenu: We talked about our online booking tool where customers can now effectively book their maintenance training courses online at mxt.cae.com. It’s in beta mode for now, but we’re taking feedback as we go along.

Using this site, customers can now peruse course details and have a view of the curriculum. If they do have an account with us, they can book online very simply. If not, they can click a button to contact one of our sales representatives. We see online booking as a natural extension of working with our customers in the way they want to interact with us.

AVM: So let’s talk about the maintenance technician training. Let’s start with remote hybrid training. What is involved in that?

Bienvenu: At CAE, we deliver training in three fashions. First, we deliver them at our 70 locations around the globe. Second, for customers with enough technicians, we actually will fly out an instructor and give the training at their location. Third, there’s our hybrid training rooms and technology, which enable us to simultaneously have people in the classroom and at a distance. Our hybrid classrooms are designed and equipped with additional cameras, sensors, and TVs to really make sure that the person who’s remote is not a small square on Teams. It’s a proper portrait of the individual, with some additional tools to help the instructor keep the student engaged even though they’re at a distance. This enables that additional flexibility for our customers.

We now have hybrid rooms in Montreal and Dallas. We’ll be launching shortly in Savannah, Georgia soon, next to the Gulfstream facility, as well as shortly in Burgess Hills in the U.K.

AVM: Are AR/VR goggles going to be part of the training that’s offered?

Bienvenu: Great question. If you take, as an example, our Gulfstream G500/G600 program, we do have a full VR walk-around of a G500/G600 where some of our trainees are able to interact virtually with the aircraft and be in a common space with our instructors. We see that really as a tool to complement a lot of the learning that they’re having on our regular courses.

AVM: CAE is now offering modular training, where students can pick and choose the courses they take when they need to take them. Why have you come up with this approach and what are the benefits?

Bienvenu: We developed this approach for Bombardier. Our goal with modular training is to address their scheduling challenges. Having the ability to piecemeal the initial training across different weeks lets their staff take bite-sized pieces of what they’ve learned, practice it on the floor, come back to learn more at a later date, and so on.

This modular approach offers another advantage for Bombardier, and some of the other larger MROs who are supporting a multi-aircraft fleet. We teach their people the commonalities on some of the platforms where they’re common, and teach the differences where they’re different. For example, on the Challenger 350, 605, and 650, some key elements are similar, so we teach them together. But where the elements are completely different, we have a separate course for each aircraft. This enables Bombardier technicians to ramp up a little bit faster on a larger suite of aircraft. Our ambition is to look at other MROs that would be interested in the same format.

AVM: Tell me about CAE’s three tiers of professional development courses.

Bienvenu: My pleasure. Let’s start with High Potential Employees, aka new technicians. We talked about the tech challenge associated with a lot of new technicians coming on board. If you don’t want them to jump from one company’s hangar to the next, you have to invest in them. That’s because investing in their development is critical for employee retention. This is why CAE has classes really tailored to that first subset of the market, to help to get new technicians off the ground running quickly.

Then there’s First-Time Managers. This is our flagship Aviation Interpersonal Management (AIM) course. It’s a four-day course where we bring people together from different companies and work on developing their emotional intelligence and the skills that they’ll need in order to start leading a team. It really helps to develop those future leaders that we’re going to need.

Finally, there’s Executive Training (AIM 2.0). We’ve recently developed AIM 2.0, which is much more tailored to personnel moving into an executive role at a company. So it goes a lot more in depth in some of the key areas versus AIM 1.0.

AVM: How does CAE see the world of training changing in the aviation industry?

Bienvenu: Overall, there are a lot of elements changing. First, we have a real learning divide that we’ve noticed. The newer generation, who grew up with an iPad and a computer, do not learn the same way. So, to teach them, we use videos, visuals, and bite-sized content, which are key elements that our newer customers will appreciate. I can see we’ll expect a lot more of those interactive, visual bite-sized tools that’ll start developing.

In addition to some of our classroom settings, I think we’ll start pivoting towards more ongoing training, so more consistent training versus a quick sprint and then not doing it for the next two years. That consistent approach towards training is what we’ll see some of the top companies in employee satisfaction and in employee retention will start to do.

AVM: Finally, are there new programs that we should be expecting from CAE in 2026?

Bienvenu: Of course. Especially from our division, with respect to the aforementioned issues around new technicians that we’ve discussed, we’ll have a lot more to talk about in the first quarter next year. We have a lot more coming down the pipeline on some of these interactive elements too. So a lot of the trends we talked about today, we’ll have a lot more to share with you in 2026.

A good paint finish can give passengers confidence that the aircraft is well maintained but is also working hard at protecting the aircraft itself. Ian Harbison reports.

Aircraft paints and coatings are about much more than decoration. They have to look good, of course, but they must also protect the aircraft under harsh conditions and last as long as possible, ideally until the next heavy check where paint has to be removed anyway for structural inspections. Application is equally critical, with a need to ensure even coverage while taking care of environmental concerns.

Mankiewicz

René Lang, executive managing director aviation at Mankiewicz, says basecoat/clearcoat is definitely the standard system for painting commercial aircraft. This consists of a solid color layer that is oversprayed with a clear polyurethane protective coating. In addition to protecting the basecoat, the clearcoat provides strong UV protection to prevent fading and a high gloss finish (high Distinctness Of Image, a function of the sharpness of a reflected image from a surface when measured using a DOI meter). It is also used to carry special finishes like mica for a metallic look.

He says durability and longevity are key decision-making criteria for OEMs when choosing paint for new aircraft. The aim is to deliver an aircraft that requires as little refurbishment as possible. A Boeing 737-800 of Canadian carrier Westjet was given a Disney-themed special scheme using the company’s ALEXIT system, which lasted for 10 years before being repainted, although this was because the cooperation between WestJet and Disney ended.

Another advantage of ALEXIT is the combination of fast-drying and high-coverage, saving time in the application process. This is crucial nowadays, he says, as, looking at the order books of manufacturers around the globe, it is evident that production capacities will be fully utilized in the coming years. Every adjustment that helps to complete the painting process as quickly as possible is beneficial. The use of systems, such as ALEXIT BaseCoat/ClearCoat, is a real lever here in reducing the turnaround time of special liveries.

The ALEXIT BaseCoat/ClearCoat system features flexible application properties, including adjustable drying times, which accommodate large areas with good overspray uptake and fast drying properties for smaller areas. The most significant advantage is that the paint system enables the so-called wild spraying technique, reversing the classic painting process sequence. Instead of starting with the most frequent color, the lowest is applied first. In a standard procedure, you would begin by spraying the most frequently used color first (typically white), followed by the less frequently used colors in sequence. The original process requires an intensive workforce and materials are needed to mask the aircraft between paint applications.

Wild spraying also allows for spraying two colors at the same time, provided that they are not too close to each other, to avoid overspray. Mica and other special effect coatings are a design upgrade that airlines consistently choose to use. This is a great option, he comments, especially when it comes to giving brand reputation an additional boost in terms of high premium status. This works well with small mica accent areas, as well as in full-body mica variants. He says ALEXIT has been designed to give a uniform high-class finish even used on the complete fuselage, as Etihad Airways, and National Airlines have successfully demonstrated.

Examining the business aviation sector, aircraft owners often have very special and unique design requirements. The mica effect is usually a good choice for these smaller aircraft to create a perfect, customized look.

Special liveries are always lighthouse projects for all parties involved — the airline, the paint crew, and the paint manufacturer — and needs close cooperation. There have been two recent projects of note. The first was for Brussels Airlines, with an Airbus A320neo used to promote the annual Tomorrowland music festival in Antwerp. This featured Augmented Reality, as the bird design comes to life when scanned with a smartphone. This was painted by Airbourne Colours (see below). The second was a special version of the Condor Flugdienst striped livery in the colors of German soccer club Eintracht Frankfurt.

Lang says re-thinking state-of-the-art processes and products is a valuable approach that has led to various innovations like the first basecoat/clearcoat system implemented by Mankiewicz many years ago. The latest innovation, ALEXIT WingFlex, allows the top and bottom surfaces of the wings to be coated with a single product — previously, two different coating systems were used.

This is because the upper side requires high flexibility and UV resistance to withstand the impact of considerable compression caused by movement and sunlight, while the lower surfaces must resist harsh chemicals like hydraulic fluids.

Combining these contrasting requirements speeds up application time but also allows for touch-up and repair in service which was not possible before, saving process time, downtime, money and, in the end, unscheduled maintenance or early refurbishment.

He says that, as a paint manufacturer, the market has completely recovered in the post-pandemic period. It is reaching new heights, considering the flight numbers of the current fleets and their growth potential, along with the full order books of the OEMs around the globe. The continuing rise in demand and high passenger volumes also make it clear that both the OEM market and the MRO market offer significant growth potential, while exerting a very high, positive pressure to innovate. This is because both markets need paint systems that shorten the painting process, continuously extend the durability and performance of the paint, and match the perfect colors for the airlines’ brands and special liveries.

Sherwin-Williams

Julie Voisin, aerospace market manager, explains that development is divided between four “buckets”:

• Productivity improvements focus on how OEMs and MROs work more efficiently and do their job faster.

• Environmental improvements include the reduction of VOCs, removal of harmful chemicals and the introduction of chrome free solutions.

• Durability ensures coatings maintain their appearance and performance throughout the entire paint cycle.

• Color improvements include delivering unique finishes and special effects to meet aesthetic demands.

However, she adds, during the development process it sometimes happens that a new product will have applications beyond just one category. For example, Jet Prep pre-treatment, a chrome-free product developed for environmental improvements, turned out to improve productivity by being faster to apply, reducing the time to the start of primer application. The same happened with two new chrome-free primers that reduced the time to start painting.

The drying time for the CM0ACC201 Aerospace Clearcoat for general aviation aircraft is an example of productivity as the drying time can be modified by blending activators in different ways. Dan Szczepanik, global marketing director automotive division, points out that in automotive, speed is of the essence, in application and drying. This is also important for aviation repairs, but the much larger surface areas involved with aircraft, especially widebodies, means that smooth paint flow and longer drying times are more important. Voisin adds that the blending of activators is again a key factor in establishing the correct drying time for a given area.

Szczepanik points out that aircraft owners want to express themselves through their paint scheme, so color is extremely important. The company offers a web-based Aircraft Color Visualizer. In March 2025, it added four more generic aircraft types — high wing piston, light twin, high wing turboprop and low wing turboprop — to the existing models of a kit plane, single piston, twin turboprop, light business jet, heavy business jet and helicopter.

It allows users to customize the selected model with any color in the Sherwin-Williams aircraft color library and instantly view the combination on screen. The pre-designed schemes can integrate one base color and up to three accents, in both solids and metallics. The Aircraft Color Visualizer allows users to print, save and share their finished designs and they also can be referred to a professional aircraft designer to fulfil their vision on their specific aircraft.

Voisin says for business aviation, there is a clear divide between those who want to remain anonymous and those who want to show off their brand. She also feels that, generally, European customers are more adventurous with colors than those in North America.

Regarding special effects and unique finishes, Sherwin-Williams’ latest 850 Series SKYscapes Effect Finishes is a high-performance polyurethane basecoat available as mica, metallic and hybrid finishes. This is specially designed for productivity and can be used from striping and accents to overall paint completion of commercial aircraft.

AkzoNobel

AkzoNobel is committing €50 million ($58.6 million) to modernize its Waukegan, Illinois, site — the company’s largest aerospace coatings manufacturing facility worldwide.

The two-phase investment will expand production capacity through new equipment and higher levels of automation, while also adding a new warehouse facility just over the state line in Wisconsin. Together, the company says these upgrades are designed to strengthen its North American supply network and support future growth.

“This investment enhances our end-to-end supply capabilities across North America and reinforces our leadership in aerospace coatings,” says Patrick Bourguignon, director of automotive and specialty coatings. “With air travel demand set to rise significantly in the coming years, we want to ensure our customers can meet that growth with aircraft finished to the highest standards.”

The 11-acre Waukegan site employs around 200 people and manufactures a broad portfolio of aerospace coatings, including primers, basecoats, clearcoats and pre-treatment products. The facility also houses its own dedicated color center.

Planned enhancements include the introduction of a liquid pre-batch area, the installation of high-speed dissolvers, and the creation of a rapid service unit aimed at shortening turnaround times for customers in the MRO market.

AkzoNobel says relocating warehousing operations to Pleasant Prairie, Wisconsin, will free up additional space at its Waukegan site, allowing for increased production of customized coatings and faster responses to customer requirements.

“Our customers expect — and deserve — best-in-class coatings,” adds Martijn Arkesteijn, global operations director for aerospace coatings. “These investments will give us greater flexibility, enabling larger batch deliveries, improved responsiveness to market needs, and shorter lead times for color development.”

Airbourne Colours

A frequent customer for products from both companies (as well as AkzoNobel and PPG) is U.K.-based Airbourne Colours, which celebrated 15 years of operation in November with the opening of a second facility at Teeside Airport. The 27,000-sq-ft unit brings up to 40 jobs and will be capable of accommodating narrowbody aircraft, including the Airbus A321 and Boeing 737 MAX 10.

Remarkably, the first facility, the same size, only opened for business in October 2024. This is due to a resurgent airline market, says Simon Cracknell, sales and marketing director, giving the company an annual turnover of more than £12 million (approx. $16 million) with a customer base that includes Brussels Airlines, easyJet, Jet2, Loganair, Lufthansa, Smartlynx, SAS and TAP Portugal. He adds that, in the last five years, there has a been trend for major airlines to outsource work rather than operate their own paint facilities.

Teeside complements the original paint shop at Bournemouth. This was followed by an A321-sized bay at East Midlands Airport in 2014 with a second bay commissioned a year later. In March 2016, the business expanded its capabilities with the creation of Airbourne Graphics & Signs, supporting both aviation clients and a variety of other industries.

In March 2023, another facility came online at Exeter Airport, capable of handling business and regional aircraft up to the size of an ATR 72. This was followed in October by the launch of Airbourne Executive at London Biggin Hill Airport, to provide painting for components such as control surfaces and landing gear. Customers include Bombardier, Gulfstream, Harrods Aviation and Inflite Engineering. In addition, the company deploys self-sufficient teams to customer sites for small jobs such as repairs. Business aviation now accounts for about 20% of the workload.

Cracknell says the post-pandemic rush of airline work is mainly over and demand is now transitioning to its traditional seasonal busy time of October to May. In contrast, the business aviation side tends to see a fairly even flow throughout the year.

No widebody painting is available at the moment but could be considered in the future as there is currently a huge backlog of work with extended waiting times.

With so many aircraft types involved, the company outsources Part 145 support to generate Certificates of Release to Service. This is provided by Willis Aerospace at Teesside, BCT at East Midlands and Exeter Aerospace.

He says technology developments are always slow in aviation, but environmental challenges are having an effect, with chrome-free primer in widespread use and UV-cured sealants making an appearance, but use is driven by cost and availability.

As the latest facilities, Teeside reflects some of these challenges, with recirculating heating systems, improved air filtration, LED lighting (which is also better for inspection), and a dust extraction system used during sanding which directs the dust into a hopper. Unfortunately, solar panels could not be fitted due to a conflict with air traffic control.

In June 2025, the Airbourne Colours Aircraft Painting Trainee Programme was launched through a partnership with Hartlepool College and funded by the Tees Valley Mayor and Combined Authority through its Adult Skills Fund. An initial intake of 24 undertook six weeks of foundational training at Hartlepool College, to be followed by a further 19 months of training, combining paid practical and educational phases, in the Airbourne Colours facility at Teesside International Airport and Hartlepool College. Successful trainees will earn internationally recognized SAE AS7489 certification.

The company has also acquired an ATR 42 fuselage for hands-on training in the Teeside hangar, as well as lot of components.

Thanks to Brussels Airlines being a customer for ten years, the company has considerable experience of special schemes. The latest, on an A320 in March 2025, featured the Atomium, the 102-m high representation of an iron crystal that was built for the 1958 Brussels World Fair. In addition, there is an annual Tomorrowland scheme promoting the festival.

He notes that, if it takes nine days to strip and paint a 737-800, a special scheme can take twice as long, as well as being much more expensive.

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.”

“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.”

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.”

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.”

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.”

Key Trends: Availability, Technology, Materials, OEM Partnerships

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 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.”

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.”

“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.”

“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.”