Tag: Featured Story

Aviation maintenance is complex yet precise work, requiring extensive training for those who perform it. This is why airlines and MROs alike are looking for new and better ways to train aviation technicians, such as extended reality (XR). Encompassing the three IT-driven technologies known as virtual reality (VR), augmented reality (AR), and mixed reality (MR), XR makes it possible to train technicians faster, more accurately, and without the need for a physical classroom.

Before we examine the detailed benefits of XR for MRO training, let’s begin by defining terms with the help of TJ Moser. He is Varjo’s USAF account executive and a former USAF officer/aviator. Varjo Technologies is a Finnish company that specializes in industrial-grade VR/MR headsets.

“VR is a fully digital environment, where the technician is completely immersed in a virtual hangar or engine room,” said Moser. “This is ideal for procedure familiarization where physical hardware is unavailable. AR uses digital overlays, like text or 2D diagrams. It provides ‘just-in-time’ information but typically lacks deep spatial integration, realistic shadows, and struggles with contrast in bright, outdoor conditions. MR is the most advanced form of XR. It blends the physical and digital worlds, so they seamlessly interact. For example, a technician can see their real hands and physical tools while interacting with a virtual aircraft engine. It combines the immersion of VR with the tactile utility of the real world.”

Why XR is So Useful for MRO Training

Talk to the experts, and you’ll soon learn the many ways in which XR is so useful for training MRO technicians.

Take CAE: “VR, especially when it comes to aircraft technician training, is proving to be a high-value solution, especially when it comes to offering our customers flexibility,” said David Bienvenu, the company’s global leader of maintenance training. “VR offers multiple benefits including a reduced need for physical equipment, minimized downtime for the aircraft, cost-effective repetitive practice, and the VR modules’ adaptability to new aircraft.”

Airbus Helicopters’ training academy is similarly impressed by XR. “We believe that these technologies contribute to improving the trainee experience in order to bridge between classroom theory and hangar floor practice,” said Melchior Kaag, the company’s VP head of training and flight operation services. For instance, XR training helps technicians to develop risk-free muscle memory by practicing high-stakes procedures, such as a complex engine removal, dozens of times without consequences in a virtual environment. “They build the necessary ‘muscle memory’ and procedural confidence without any risk of damaging flight-critical components or expensive tooling,” he said.

Meanwhile, AR training lets trainees “see inside” physical aircraft systems. “We can overlay electrical currents or hydraulic flows onto the aircraft, helping technicians understand the ‘why’ behind a failure, rather than just following a ‘how-to’ checklist,” said Kaag. “We can also simulate critical situations in XR that are impossible to replicate safely in real life, such as localized fires, structural cracks, or specific bird-strike damage. This prepares technicians for rare but high-impact maintenance scenarios in a controlled, safe setting.”

Sanddeep Sinha is head of global strategies at Qvolv Technologies, a developer of XR software for training, safety simulations, and digital twin applications. In addition to the benefits outlined above, he cites AR for effectively supporting ad hoc training on the job site. “In the real-world scenario even, experienced technicians sometimes face unfamiliar equipment, where manuals are thick, and time pressure is high,” Sinha told Aviation Maintenance. “With augmented reality smart glasses, instructions appear directly on the equipment through immersive manuals. One plant manager told us their downtime dropped significantly because technicians no longer spent hours searching manuals.”

XR can also be used to capture the skills of experienced technicians about to retire, so that this knowledge remains in the organization. “Within a VR module, a master welder demonstrates techniques,” said Sinha. “Young learners can observe, practice, and get feedback on accuracy. As well, in a VR/MR environment, we can measure how long a tech takes, where they hesitate, and what errors they make. This allows us to tailor training. If a trainee finds safety procedures difficult, they can practice just that section until they get it right. Training becomes smarter, not longer.”

Finally, XR supports training anywhere, anytime. “Immersive tech can provide top-class training in small towns and Industrial Training Institutes,” he said. “The trainee in a rural training center can learn to maintain turbines used in global industries. This provides equal opportunities for all.”

How These Companies are Using XR in MRO Technician Training

We began this article by having the experts talk about the use of XR in MRO technician training in general. Now we will dig deeper, by asking each of them how they use it.

Airbus Helicopters’ training academy uses XR training on an incremental basis. They start with basic applications and then move into XR more deeply as the trainees become comfortable with it.

“The first steps consist in using a digital mock-up of the helicopters and the simulation of helicopter behavior,” said Kaag. These tools include Virtual Maintenance Trainers, where technicians can move around a realistic virtual helicopter to identify components and practice procedural tasks. The Helionix Advanced Tool Simulator (HATS) also falls into this category. HATS is a desktop or touch-panel training device that replicates the Helionix avionics suite. “Specifically designed for our Helionix-equipped aircraft—like the H135, H145, H175 and H160—technicians use this troubleshooting simulator to make the transition from theory to practical cockpit management,” he said.

CAE is using XR to accelerate a student’s progress to becoming an effective MRO technician. To make this happen, “CAE has integrated advanced VR technology into some of our maintenance technician training programs, which allows us to create detailed digital twins of aircraft,” said Bienvenu. “This VR capability enables technicians to engage with aircraft systems, components, and procedures in a fully immersive, simulated environment. By doing so, they can build their skills and confidence in a safe setting before handling the actual aircraft. This approach is transforming the aviation maintenance industry, fostering greater competency, adaptability, and safety.”

CAE has deployed cloud-based VR simulations to support its latest Gulfstream and Dassault maintenance programs for the G500/600, G650, and Falcon 6X. “Technicians can perform maintenance tasks in this virtual environment in several teaching modes, including an evaluation mode that allows technicians to measure their skills independently,” Bienvenu said. “An instructor-led mode also exists that will guide students through the various steps to perform certain troubleshooting tasks. As we gather feedback from our customers on VR, the intent is to roll out across other aircraft platforms.”

Qvolv Technologies is using VR, AR, and MR for MRO technician training. In the VR realm, “we create virtual twins of machines and perform simulations of maintenance activities,” said Sinha. “They support aviation training sessions where a technician is able to perform simulations of dismantling parts of an aircraft, troubleshooting hydraulic issues, and conducting inspections within a virtual environment before working on an actual plane. This approach provides no risk of damaging equipment, no loss of time due to errors, and the opportunity for unlimited repetitions by the student until they get it right.”

In the MR realm, Qvolv allows senior engineers to guide field technicians remotely. “A field technician at a plant can share his/her view with a senior engineer who is located in another city,” Sinha explained. “The senior engineer can then draw arrows on the view of the field technician to show them what to do. We achieve this through immersive collaboration platforms like Q Connect, which enable teams to interact with digital twins and share live annotations.”

As for Varjo? According to Moser, “We work with industry leaders like Lockheed Martin, Boeing, and FlightSafety International-Defense. While our technology is primarily used for more complex and demanding aviation training use cases, our partner AXIS Flight Simulation has developed a mixed reality training solution using Varjo technology for ‘Virtual Cockpit Procedure and Walkaround Trainers.” Technicians can perform pre-flight inspections and external maintenance checks in a high-fidelity virtual environment. Additionally, through our partner Lockheed Martin’s Prepar3D platform, maintenance crews can rehearse complex system diagnostics. By using the Varjo XR-4 Series headsets, they can read tiny labels and identify hair-thin cracks in virtual components that are invisible in lower-resolution headsets.”

Benefits for Everyone

Ask the experts to detail the benefits of XR for MRO technician training, and chances are you’ll get a list.

Here is one from Varjo’s TJ Moser. “For MROs: Cost savings. A physical engine simulator can cost millions; an XR-based station costs tens of thousands and can be updated instantly via software when a new engine variant is released,” he said. “For clients (Airlines/Military Operators): Faster turnaround times. Better-trained technicians work more efficiently and make fewer errors, leading to higher fleet reliability. Finally, for technicians (MRO employees): Increased confidence. Data shows that XR training can increase student confidence by up to 275% compared to traditional classroom settings. It also provides a more engaging, modern work environment that helps with talent retention, as especially new, younger trainees are already familiar with tech and XR.”

Airbus Helicopters is currently conducting studies to quantify the actual impact of XR on technician training. “Nevertheless, Airbus Helicopters’ feedback is the following,” Kaag said, citing his own list. “For trainees: Increased engagement, motivation, concentration and memorization, plus increased confidence and safety. Technicians can ‘fail’ safely in a digital environment, which reduces the stress and anxiety associated with high-stakes maintenance.

Training to manage unusual situations. Technicians can be immersed in rare scenarios thanks to realistic simulations. Finally, for training centers: On one hand, limited training space for real scale 1:1 physical mock-ups, while on the other hand less costly development and recurring costs for XR-based systems. XR also offers the ability to modify the scenario depending on the trainee evolution, and immediate feedback thanks to virtual trainer voice communications.”

CAE’s list of benefits is less list-like. “Utilizing VR in MRO training and operations provides significant benefits across the board,” said Bienvenu. “Customers love being able to bring an aircraft inside the classroom environment, where VR, in particular, allows for special orientations that make learning objectives — such as identifying component locations or performing removal and installation tasks — much easier to deliver. Students can access parts of the aircraft they would not normally see during routine maintenance, explore onboard maintenance computers, and evaluate faults that may not exist on their own aircraft, providing hands-on experience in a risk-free environment.”

For MROs, using XR technology improves training efficiency and standardization, he noted, reducing the need for on-aircraft instruction while accelerating skill development. “Employees gain confidence and deeper understanding by practicing complex procedures virtually before performing them in the hangar,” Bienvenu told Aviation Maintenance. “For clients, these tools ensure higher-quality maintenance, as technicians are better prepared and familiar with their aircraft systems. OEMs have come to expect this level of advanced training technology and often collaborate to push the development of new VR applications, keeping the entire MRO ecosystem at the cutting edge of safety, efficiency, and operational readiness.”

Over at Qvolv Technologies, Sanddeep Sinha fielded the benefits question by saying, “Let me answer this the way we often explain it to partners — not in numbers first, but in people. One evening, after a long training session, a young technician told us, ‘Sir, today I was not scared to touch the machine.’ That single sentence captures the real benefit of immersive training. When AR, VR, and MR are used thoughtfully, they don’t just improve processes — they change how people feel about their work. And that impact spreads across MRO companies, their clients and the technicians themselves.”

The Limits of XR Training

Even with the many benefits outlined above, there is only so much that XR-based training can do. “Despite the leaps in technology, for certain elements XR is a supplement, not a replacement,” said Moser. “For instance, it is not a substitute for tactile feedback (haptics). While we can simulate visuals and some sound, the specific ‘feel, of a rusted bolt breaking loose or the resistance of a hydraulic line is difficult to replicate perfectly without high-end, expensive haptic rigs. Similarly, the smell of jet fuel or the physical exhaustion of working in a cramped crawlspace with high and low temperature extremes are real-world variables that still require hands-on experience. Finally, leadership, team communication during a ‘hangar floor’ crisis, and the ethical responsibility of signing off on a repair are nuances best taught by human mentors.”

Sinha replied to this question with another list: “What Must Still Be Taught by Humans.” This includes:

• How to handle tools and be precise.

• How to be safe and have a safety culture and discipline.

• How to troubleshoot and have intuition.

• How to be responsible and have a sense of ethics.

• How to have pride in one’s work.

He closed the list by saying, “A wise technician’s advice, ‘Listen to the machine, it will tell you what’s wrong’, is something that software cannot teach.”

David Bienvenu agrees with this caveat. “At CAE, we believe that people learn from people,” he said. “AR, VR, and MR are tools which supplement learning, create opportunities for self-practice and can help ramp up basic skills. But they will never fully replace a person-to-person interaction. People can better gauge the nonverbal cues of students to new materials, adjust the pace of training, or deep dive on a particular subject to help with the student’s specific situation. This is why CAE instructors are the most important element of our training operation. Rarely are AR and VR quoted as elements that have significantly improved a student’s understanding of the aircraft, yet CAE instructors are consistently lauded in our customer experience surveys. In summary, a course with AR/VR/MR capabilities creates new learning opportunities, which the full value is only realized with an experienced, qualified and dedicated instructor.”

What’s Coming Next

Today’s XR-based training is impressive in its own right. But what’s on the horizon may well be mind-blowing. Here are some predictions, some on the verge of coming true.

“We are seeing the integration of AI-driven instructors within the XR environment that can provide real-time feedback,” said Moser. “And while it may never completely eliminate the need to touch a real airplane before a technician is certified, there are expectations that 90% of a technician’s curriculum will eventually move to XR.”

“Future systems will use artificial intelligence to track a student’s gaze and hand movements in VR, instantly identifying where they are hesitant and adjusting the lesson in real time.” Kaag said. Meanwhile, AI-powered training modules “will be able to adapt to the individual technician’s errors and learning pace,” said Sinha. In fact, AI is already being used to create adaptive training and digital twins to help technicians train faster and reduce errors.

In terms of coming advances, “the future convergence of AI and VR represents a transformative synergy which will revolutionize how we build immersive training and skills-development solutions within the aviation industry,” said Bienvenu. “As these technologies continue to evolve in tandem, the convergence of AI and VR is poised to redefine the boundaries of human interaction and pave the way for new and innovative applications across diverse domains within the aviation industry.”

Despite their far-ranging predictions, none of the experts expect humans to be eliminated from the MRO technician training loop.

“I do not believe that VR, AR or MR will take over human instruction,” Bienvenu said. “I — and my colleagues at CAE —believe these are tools to help, but the human experience and expertise are absolutely fundamental in teaching. Although younger generations enjoy learning via technology, the human element will always be fundamental to an adequate, complete, and safe teaching experience — meaning the human element will always be paramount to an adequate, complete and safe aircraft.”

“At Qvolv, we believe that the future of MRO training is not technology versus the human,” concluded Sinha. “Rather, the future of MRO training is technology and the human.”

Embedded intelligence is smartly revolutionizing aviation maintenance tools

Aviation tools — the guardians of the sky — are fundamental to maintaining the high safety standards and operational efficiency demanded by the aviation industry. It’s advanced technology integration that’s been the driving force behind the innovation and evolution of these aviation tools. The emergence of smart tools powered by Internet of Things (IoT), artificial intelligence (AI) and automation is at the forefront of this. Smart tools open up new opportunities for data-driven decision-making and optimization in aircraft maintenance enhancing efficiency, productivity and overall performance.

Work Smarter, Not Harder

Smart tools combine traditional functions with sensors, processors and connectivity to automate data collection. Smart tools give greater control over data and reduce mistakes by taking human error largely out of the equation. Data entered by hand increases the risk of mistakes, especially when inputting long identification codes.

Gathering massive amounts of data that can be used for quality control and quality assurance, smart tools can communicate this data to other systems, such as a mobile app or software, where team members can access it. This data can be recorded in real time, then processed using advanced algorithms and analytics tools, which can identify patterns, trends and insights. By sending data directly to a software program, physical manuals and logs can be eliminated. The integration and connectivity of multiple devices and systems enable seamless communication, which significantly improves overall efficiency.

With traditional tools, users may not know when they need maintenance, leading to them breaking down unexpectedly. This breakdown often causes downtime, as a replacement tool needs to be found and tool repair needs to be scheduled. Smart tools reduce downtime by keeping track of when they need maintenance and providing alerts. Remaining tool life can be predicted based on machine signals correlated with wear. Repairs can be scheduled more efficiently so they don’t affect downtime and productivity.

Smart tools can warn users if they’re using them improperly, thus preventing mistakes. Their accuracy facilitates better quality results, leading to greater client and customer satisfaction. Smart tools can identify required maintenance tasks and verify a tool is needed for a particular job.

A Growing Market

According to a research report titled, “Smart Tools Market” (2025 – 2035) by the research firm Future Market Insights, the global smart tools market is projected to grow from USD 1.29 billion in 2025 to approximately USD 2.18 billion by 2035, marking an absolute increase of USD 890 million over the decade. This growth reflects a total expansion of 68.9%, with the market forecast to advance at a compound annual growth rate (CAGR) of 5.4% during the 2025 to 2035 period. The total market size is expected to grow by nearly 1.7 times its current size by the end of the forecast window, supported by the integration of sensor-based diagnostics, predictive analytics and IoT connectivity.

The report goes on to say that growth in the smart tools market is being supported by the convergence of Industry 4.0 deployment, demand for operator safety and the rising importance of traceable maintenance operations. Labor shortages in skilled trades are also encouraging adoption of programmable tools that reduce operator error and simplify complex procedures.

Smartly Reducing Downtime

Smart inspection tools reduce downtime by shortening the time required to inspect, document and communicate findings. Aishah Yahya, marketing coordinator at 8tree, Rancho Cucamonga, California, says traditional dent-mapping or fastener-checking methods often involve multiple manual steps, repeated measurements, and handwritten or separately entered documentation, all of which slow the workflow and introduce variability.

“Digital tools replace those steps with automated measurement, instant visualization and standardized outputs,” Yahya explains. “For example, dentCHECK allows technicians to capture dent measurements in seconds and immediately generate digital, SRM-compliant reports that can be shared with engineering teams for rapid assessment. Industry case studies have shown that digital dent-mapping tools can dramatically reduce inspection time. For example, data collected during Aerospace Maintenance Council (AMC) maintenance competitions demonstrated that technicians using dentCHECK completed dent-mapping tasks up to 90% faster than with traditional manual measurement methods. In addition, studies have shown that dentCHECK can reduce false-positive detections by up to 32%, helping maintenance teams avoid unnecessary repairs and the associated downtime. Similarly, fastCHECK helps operators evaluate large numbers of fasteners in a single click, delivering immediate go/no-go feedback directly on the surface and reducing the time spent on repetitive, manual checks.”

Another area where smart tools have seen significant advancements in recent years are digital non-destructive inspection tools that help aviation teams work faster, more consistently and with greater traceability. Yahya cites common examples of this as digital borescopes for internal visual inspections, ultrasonic and eddy-current equipment for subsurface defect detection and optical scanning systems for surface damage assessment.

“These technologies reduce subjectivity and help replace manual methods that can vary depending on the technician’s skill and interpretation,” Yahya says. “Two examples from 8tree that are relevant to this trend are dentCHECK and fastCHECK. dentCHECK is an augmented reality (AR)-enabled handheld 3D inspection tool used to measure dents and other surface defects on aircraft surfaces and generate instant, SRM-compliant digital reports. fastCHECK is an all-in-one fastener-flushness measurement solution that enables operators to inspect 100 fasteners or more in a single click, providing instant go/no-go results for quality control in aircraft assembly and maintenance environments. Together, these tools support faster and more standardized airframe inspection workflows.”

Technology in the Tool

According to the Smart Tools Market Research Report, other smart tools aiding aviation maintenance include drills and drivers, saws, sanders and grinders, and measuring tools. Smart measuring tools process surroundings with vision algorithms and can retrieve acceptable measurement values from a database. Digital calipers allow users to determine the exact size of small objects. They display measurements on a screen rather than having the user look at the ruler. Electric torque wrenches can be programmed to properly tighten nuts and bolts at the best number of turns. Smart drills typically come with a touchscreen and sensors to help guide users as they drill holes and sense the angle the user is holding it at. Many can update cutting conditions at each material layer and even monitor the drilling depth. Smart screwdrivers use tightening configurations to improve a screwdriver’s performance and reduce its torque reaction. Ingersoll Rand’s IQi Series, transducerized low-torque electric screwdriver uses real-time torque feedback and advanced error-proofing. The IQi Series measures actual torque applied, ensuring every fastener is secured correctly.

Digital inclinometers can use electronic sensors to measure the angle of an object relative to the earth’s surface. Unlike traditional analog inclinometers, which rely on mechanical components and gravity, digital versions offer enhanced accuracy, ease of use and additional functionalities. Operating with up to 0.1° of repeatable accuracy, they provide digital readouts of angular reading instantly with no interpretation or guesswork needed. They can measure and display any angle through 360° and readings can be relative to any angle. These qualities make them ideal for many aviation maintenance applications.

Image Recognition and Classification

AI-enabled smart tools for image recognition and classification in avionics repair, testing and inspection are becoming an important part of modern aviation maintenance, repair and overhaul (MRO). Tom Heiser, CEO of Orama.AOI, Lilburn, Georgia, says they help technicians inspect aircraft surfaces, avionics hardware, and structural components more efficiently and consistently.

AI inspection tools are called smart because they have capabilities beyond simple imaging systems. AI-enabled avionics inspection tools combine computer vision, machine learning and automated diagnostics to detect and classify defects on aircraft surfaces and electronic systems. They are considered smart because they learn from data, recognize complex patterns, provide automated decisions and continuously improve over time, making aircraft maintenance safer, faster and more reliable.

“AI vision systems analyze images of aircraft surfaces (fuselage, wings, radomes, avionics housings) to detect defects such as cracks, corrosion, dents, paint degradation and lightning strike damage,” Heiser adds. “Often these systems are mounted on handheld inspection devices, drones, robotic crawlers and hangar scanning systems. Image analysis can detect hidden defects in composite materials, internal delamination and structural fatigue. This supports predictive maintenance, reducing unexpected failures.”

Orama.AOI’s recent initiative in drone-based aircraft inspection used in aircraft MRO significantly reduces both inspection time and operational cost compared with traditional manual inspections. The main savings come from automation, faster data collection and reduced labor requirements. Traditional aircraft inspection requires technicians to move scaffolding or lifts, visually inspect large surfaces manually and take photos and document findings. “This process can take several hours or even days,” Heiser says. “However, smart drone systems fly around the aircraft automatically, capture thousands of high-resolution images, and can scan the entire fuselage, wings and tail. This typically reduces inspection from 6-to-12 manual hours, to 1-to-2 drone inspection hours. This dramatically reduces aircraft ground time.”

The future of smart power tool use in aircraft maintenance looks promising. As technology continues to evolve, smart power tools will become even more sophisticated, offering advanced features.

The global commercial fleet is aging. According to Oliver Wyman’s 2025 Global Fleet and MRO Market Forecast, the average age of commercial aircraft in service has risen to 13.4 years — the highest it has been in decades — driven by production shortfalls at both major airframe manufacturers and sustained passenger demand that is keeping older aircraft flying longer than originally planned.

Within that environment, heat exchangers occupy a specific and frequently underestimated position. They are among the most frequently removed components in commercial line and base maintenance. They are platform-specific — the unit that services a 737 does not transfer to an A320 or a Q-400. They require a level of manufacturing expertise that most component shops cannot perform in-house. And when a serviceable unit is not available at the moment it is needed, the operational consequences arrive quickly and compound through the maintenance schedule.

For operators managing thermal components reactively — sourcing units as demand arises — the current environment is creating pressure that a transactional approach was not designed to absorb. For operators managing them proactively — with rotable pools and supplier relationships — the complexity of maintaining that model is growing. In both cases, the question worth asking is the same: is the current approach optimized for what the next five years of maintenance demand is going to require?

Before arriving at a strategy, it is worth identifying which operational situation actually applies. Not every operator faces the same heat exchanger challenge, and a solution that addresses the wrong problem delivers no value.

The first question applies to operators with planned heavy maintenance events: when your aircraft enter scheduled base maintenance, do you have serviceable heat exchanger units staged and ready to install? The time between when units are removed and when they return from overhaul is a predictable gap. Operators who have not pre-positioned exchange units against their maintenance schedule absorb that gap as schedule risk every cycle.

A closely related but distinct question applies to what happens during that same maintenance event. An aircraft enters the hangar on a planned schedule. Inspection reveals heat exchanger units that are not serviceable — a finding that is not uncommon on aging airframes. If that happens, does your operation have the inventory to keep the aircraft on its return-to-service schedule, or does it wait? The cost of an aircraft sitting on the hangar floor past its planned release date does not appear on a parts invoice. It appears in utilization data and schedule performance at the end of the quarter.

For operators who do maintain rotable pools, the questions shift in character: Are the units in your pool in serviceable condition when you need them? Are they positioned where your maintenance events actually occur? And is the overhead of managing that pool — tracking serviceable status, managing core returns, coordinating overhaul cycles across multiple platforms — consuming resources your team would rather direct elsewhere?

These questions do not carry a right or wrong answer. They are a diagnostic framework. The operators who have worked through them honestly are the ones who have moved from reactive heat exchanger management to a planned program — and who consistently find that the shift changed their maintenance cost structure in ways that were not visible when they were managing transactions one unit at a time.

Why Heat Exchangers Deserve a Dedicated Strategy

Heat exchangers are not a uniform commodity. Each platform uses specific configurations that are not interchangeable across types. The core of a heat exchanger — the internal structure that transfers thermal energy between fluid streams — must be manufactured to precise tolerances and assembled through a process, vacuum brazing, that requires specialized capital equipment and process certification. A shop that does not manufacture its own cores is dependent on external supply for the most lead-time-sensitive element of the repair cycle.

This manufacturing dependency is the reason heat exchanger turnaround times vary so significantly across the market. Shops that control their own core production can move a unit from induction to test without waiting on a supplier network. Shops that do not control it cannot. For operators, that difference — measured in days, not hours — compounds across every removal event in a maintenance year and has a direct effect on how much rotable inventory is required to achieve a given level of availability.

For operators, the supply chain architecture becomes relevant when there are handoff points between the initial repair shop and the recore capability. A heat exchanger that requires recoring but enters a shop without that capability must move to a second facility for that work before it can return to service. That handoff — receiving, inspection, manufacturing, and return logistics between two facilities — adds time to the overall cycle that is not inherent to the repair itself but is inherent to the structure of the relationship. Operators who contract directly with vertically integrated manufacturers eliminate that handoff. Operators who contract with intermediate shops accept it as part of the supply chain model. Neither approach is categorically right or wrong — but the lead time implications are structurally different, and operators managing tight maintenance schedules benefit from understanding which model they are working within.

The implication is that the choice of heat exchanger MRO partner is not primarily a price decision. It is a supply chain architecture decision. The right partner reduces both the inventory requirement and the schedule risk simultaneously. The wrong partner, regardless of unit price, increases both.

A Better Model: Direct Partnerships with Manufacturing Capability

The operational situations described above share a common requirement: availability when it matters. The question is not whether an MRO provider can repair the unit — most credible shops can. The question is whether they can deliver the unit, in serviceable condition, at the moment the operator’s maintenance schedule demands it.

That capability is not primarily a function of inventory depth. It is a function of manufacturing agility. An MRO partner that manufactures its own cores in-house can build and stage units ahead of scheduled maintenance events when agreements are structured that way. For operators with planned heavy maintenance, this means serviceable units can be pre-positioned before the aircraft enters the hangar — the planned return-to-service date is not dependent on a repair cycle that begins the day the aircraft arrives.

For unscheduled events — when inspection reveals units that are not serviceable — the same manufacturing capability enables faster response. A vertically integrated shop can prioritize that repair without waiting on a supplier for the core, which means turnaround measured in days rather than weeks. For operators, that difference is the margin between a maintenance event that stays on schedule and one that does not.

The distinction worth understanding is this: transactional MRO relationships are structured around units already in the system — cores already received, repairs already in process. Direct partnerships with manufacturing capability are structured around availability planning — units built ahead of demand, turnaround optimized for the operator’s schedule, and exchange arrangements negotiated as part of the agreement rather than activated as an emergency accommodation.

What TAT Technologies Brings to the Partnership

TAT Technologies brings more than 75 years of thermal management heritage to the aerospace industry. That history is not incidental — it is the foundation of the engineering depth and manufacturing capability that makes flexible exchange arrangements operationally credible rather than commercially aspirational.

The foundation of that capability is in-house manufacturing. TAT Technologies designs and produces its own heat exchanger cores — fin forming, certified welding, precision machining — within our facility. That vertical integration insulates TAT from the material shortages and supplier backlogs currently extending industry-wide lead times. While shops dependent on external core suppliers wait for production capacity or material availability, TAT controls its own manufacturing process from start to finish. That supply chain control is the operational foundation of turnaround reliability — not just capability, but certainty. It is the reason TAT can structure agreements with exchange provisions, build units ahead of scheduled maintenance, and respond to unscheduled demand when other shops are waiting on their supply networks.

TAT Technologies currently has exchange capability on select platforms and is actively investing to expand that coverage across the Boeing 737 family and 777, De Havilland Q-400, and Airbus A320 family — platforms that represent the core of mid-size and larger commercial operator fleets. The expansion is intentional and customer-driven, built around actual removal frequencies and maintenance schedules rather than around what is convenient to stock.

TAT Technologies holds FAA, EASA, and CAAC certification — meaning that regardless of an operator’s regulatory environment or the international routes their fleet flies, the documentation that accompanies every unit from our facility meets the applicable airworthiness standard and provides complete chain-of-custody traceability from repair through return to service.

The agreements we structure with operators are direct partnerships — availability planning built into the contract before removal events occur, not reactive sourcing after they happen. Operators who have structured relationships this way report that the most significant change is not in cost or turnaround time individually, but in the predictability of both across a full maintenance year. Planning against known capability changes the heat exchanger conversation at the program level, not just the transaction level.

Planning for What the Next Decade Requires

The dynamics driving current MRO demand are not short-cycle phenomena. Oliver Wyman projects the MRO market to grow steadily through 2035, with component maintenance representing a meaningful and expanding share of total industry spend. Heat exchangers, as a high-frequency removal category tied directly to platform age and utilization, will track that growth or exceed it.

The operators best positioned to manage that environment are those who have already moved heat exchanger availability from a transactional function to a planned program — with direct relationships to manufacturing partners who can build ahead of demand, stage units for scheduled maintenance, and respond to unscheduled events without dependency on external supplier networks.

The shift from reactive to planned is not a large operational change. It begins with the questions outlined here. It continues with a direct conversation about what an operator’s platform profile, maintenance schedule, and availability requirements actually look like — and what a partnership structured around manufacturing capability and exchange flexibility would mean for their maintenance cost structure and schedule performance.

That conversation is one TAT Technologies is built to have.

ABOUT THE AUTHOR

Paul Maness is the General Manager of TAT Technologies, a global leader in thermal management solutions for the aerospace and defense industries with more than 75 years of operational heritage. TAT Technologies operates one of the largest heat exchanger MRO facilities in America, with in-house core manufacturing, FAA, EASA, and CAAC certification, and growing exchange capability across Boeing, De Havilland, and Airbus platforms. He can be reached at paulm@tat-technologies.com or visited at Booth 5114 during MRO Americas, April 21–23, 2026, in Orlando, Florida.

In the beginning, I didn’t pay much attention to knowledge management after Covid, but now we are already four-to-five years into the process, and it has become a serious issue. Let me explain.

During Covid, many MROs (maintenance, repair and overhaul organizations) decided to retire older and experienced engineers/mechanics. They knew this would create problems for themselves. However, at a certain moment, due to financial pressure, they simply retired experienced personnel and decided to deal with the potential consequences later, after the Covid situation improved.

Soon after the Covid crisis, I began to hear rumors that some companies were complaining that the new generation of engineers was not operating efficiently. They simply did not know what to do. They did not know the “tricks” that older and experienced engineers had applied for years, which allowed MROs to operate smoothly. Normally, such a situation could be considered temporary, and the new generation would eventually catch up and perform better. Unfortunately, even now — five years later — the situation has not improved significantly. The main reason is that there were no good mentors to pass on the knowledge. Some MROs are now even hiring retired engineers to help bring new engineers back on track.

Let me explain how this works in the real world and why I came up with the theory of the “three knows.”

The first know is know-how. Know-how can be learned to a certain extent. Most of this type of knowledge can be acquired through self-study of the CMM, AMM and SRM, online courses and numerous books and drawings. Generally speaking, an engineer will be able to maintain and even modify an aircraft and keep it flying. Know-how is transferred from engineer to engineer, and all details can be found in educational resources. This type of knowledge is relatively easy to acquire, and most new engineers can master it.

More important is the second know: know-why. Know-why is usually stored only in people’s heads. Only those who know-why also know where this information is documented or recorded. The ability to find it is crucial. Let me give you an example:

Many ARINC documents mention the 200 ms rule for power interruption duration. But why 200 ms? Why not 300 ms or 100 ms? A power supply that can maintain voltage for 300 ms after a power interruption can be designed, just as one can be designed to maintain voltage for only 100 ms. So why was 200 ms chosen? It would be interesting to know-why. Try to find out for yourself. It is not easy.

If you are designing a new aircraft, system or LRU, it is crucial to understand why regulations and requirements are defined the way they are. Even when modifying an aircraft (such as the 737 MAX or A320neo), it is essential to know-why certain design decisions were made. Over the lifetime of aircraft like the 737 and A320, there will be upgrades where design engineers will scratch their heads and wonder why things were done in a particular way. Knowing the reason can be critically important, but the answer may be hidden in the minds of a select few. If they never take the time to write it down and share this knowledge, it will be lost forever. Every MRO has such “secrets” hidden in the heads of experienced engineers.

The third know is know-where. Know-where means exactly that: where can the information be found? Know-where is of paramount importance. When you forget the past, you are doomed to repeat it. This is also the point at which we must discuss how data is stored. If you cannot find where something is documented, you are doomed to redesign it — to reinvent something that may have been invented many years ago.

Today, essential information is often stored in ways that allow keyword searches using computers, which is a huge improvement over years past. However, we still rely on a limited number of people who possess vital knowledge and also know where the information is stored. When they are gone — due to retirement, winning the lottery, Covid RIFs or other reasons — no one will know-where their documents are. Without that, it may be impossible to know-why something is done the way it is done.

I am convinced that know-how, know-why, and know-where can be preserved using the internet and intranets. Unfortunately, during the coronavirus pandemic, many companies pushed people out to reduce costs. Three years later — or even sooner —those people and their knowledge were sorely missed. We are still experiencing the consequences, even five years on. A culture of transferring know-how, know-why and know-where should be established in every industry to prevent the loss of institutional knowledge and the high cost of re-creating it.

The value of the individual and the knowledge embedded within that individual is generally underestimated, and capture measures are often taken too late — or not at all. When someone leaves an organization for any reason, replacing them without losing critical knowledge can be extremely difficult. Therefore, knowledge transfer becomes essential. The level of risk depends on how each company maintains and stores its critical knowledge. Know-how, often referred to as tribal knowledge, resides in people’s heads and must be preserved to ensure continuity. Equally important is knowing where the information is stored and how it can be accessed.

There are two main aspects to consider. The first concerns maintaining the level of knowledge and skills individuals need to perform their tasks as technology evolves. One example is line maintenance, where the increasing use of built-in tests, diagnostics and operational software requires mechanics to be fully proficient in these technologies. The second aspect of people obsolescence concerns the transfer of knowledge from one generation to the next. In many countries, industries, and companies, the workforce is aging. Critical knowledge that makes an organization successful often resides with older workers, and too often there is no structured method for transferring this knowledge to younger employees. When experienced workers retire, the knowledge walks out the door with them.

The loss of this knowledge can cause significant disruption when a task must be performed, and no one knows how to do it. To effectively address “people obsolescence,” knowledge must be managed. Knowledge Management is the deliberate and systematic management of vital knowledge, along with its associated processes of creation, organization, dissemination, and exploitation. A key aspect of any knowledge management program must be the acquisition, preservation and distribution of knowledge residing within employees.

Now, back to the beginning of the story. We are currently seeing some well-intentioned managers hiring MScs and PhDs, hoping they will solve these problems. While these individuals can deliver excellent presentations and lead meetings, they often lack the specialized technical knowledge required to truly understand the problems. Worse still, nobody can even provide a correct description of the problem if know-how, know-why, and know-where have already been lost.

It will take time for MROs to operate as efficiently and cost-effectively as they did before Covid. In many cases, they will have to start from scratch. What can I say? If you do not preserve knowledge — which can be costly — you are doomed to start all over again, which is even more costly.

In March, ARSA hosted its 2026 Annual Conference. The association proudly claims the four days of regulatory content and legislative advocacy paired with collegial engagement among and between the industry’s most engaged quality professionals to be the aerospace maintenance community’s premier substantive event.

The event provides a thorough overview of the current aerospace technical needs. For anyone with interest in international aviation safety regulation, it’s all there.

In his pre-Conference message to ARSA membership, association president John Riggs called the state of the association address regularly given during the end-of-week member meeting “perfunctory.”

“Anyone applying critical thinking during the member breakfast will realize that the ‘president’s address’ contains a recitation of the same topics and details covered during the previous three days of the Conference,” Riggs said in the February edition of the members-only hotline newsletter. “Taking a step back, members should realize that those days of focused, useful discussion are a continuation of the daily work by ARSA’s team reported in its communications.”

Reviewing what happened on each of “those days” shows where the industry has been over the past year and where it is going.

Executive-to-Executive Briefings – March 17

The first and smallest day of the Conference brings in handpicked participants from sponsoring organizations for a series of high-level, closed-door meetings. The day’s agenda takes focus away from the FAA to engage other areas impacting aerospace business. This year’s “E2E” heavily centered on trade and supply chain issues. A briefing on tariff impacts (and refund options) and a visit from the office of the U.S. Trade Representative highlighted the day, with an economic briefing from ARSA partner Oliver Wyman Vector bringing home both business and workforce issues.

Legislative Day – March 18

What was once a day reserved for a golf tournament has become a staple of the annual event. Dozens of maintenance professionals catch up on key policy issues before putting a personal face on their industry’s story before their members of Congress. The association’s priorities are to fully invest in career development programs while addressing resonating problems from the legislator’s prior reauthorizations of the FAA. The message to Capitol Hill is that 300,000 maintenance technicians need consistent resources and reliable oversight to continue supporting the world fleet.

Annual Repair Symposium – March 19

The “around the world” nature of ARSA’s work was evident as civil aviation authorities from three continents took center stage. After general updates participants engaged in new maintenance organization mandates and the long-term bilateral interests of the FAA, the U.K. CAA, ANAC Brazil, and the European Union Aviation Safety Agency. Major issues like Safety Management Systems integration and the expansion of unnecessary drug and alcohol testing program requirements globally attracted considerable attention. There was also time for reports on rulemaking priorities like reciprocal acceptance and the elimination of the “current data burden” placed on repair stations. A wrap-up on career development returned focus to the needs of individuals required by the rules to perform maintenance.

Member Meeting and Breakouts – March 20

ARSA president Riggs handed the member meeting reins to the ARSA team. The recap session highlighted the association’s service to the industry and actions to be taken by its members’. A pair of concluding breakout sessions covered the major SMS and D&A issues in a practical and direct manner; each provided a chance for instruction to participants as well as learning by ARSA’s team (with agency personnel sitting in on the drug and alcohol session to gather information for continuing guidance development).

Overall, the 2026 Annual Conference showcased ARSA’s leadership and its members engagement. Between the event’s four days and the continual communications from the association’s team — internal and external — there is no compliance or advocacy matter of interest to international maintenance providers not covered. No matter where you’re looking for support, it really is all there.

Brett Levanto is vice president of operations of Obadal, Filler, MacLeod & Klein, P.L.C., managing firm and client communications in conjunction with regulatory and legislative policy initiatives. He provides strategic and logistical support for the Aeronautical Repair Station Association.

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.