Tag: Featured Story

SR Technics is a large MRO service provider in the civil aviation industry headquartered in Zurich, Switzerland. The company narrowed its focus to engine MRO and is an authorized CFM and Pratt & Whitney MRO engine shop. It has performed more than 5,500 shops visits for more than 500 customers worldwide. Aviation Maintenance editor-in-chief, Joy Finnegan, had the opportunity to speak with Caroline Vandedrinck, senior vice president business development at SR Technics, recently. Vandedrinck has more than 25 years of experience in aviation, and has held various senior commercial positions for international aviation companies. She joined SR Technics in 2016 as vice president Americas and has played a key role in driving SR Technics’ sales organization forward. She holds a degree in Aerospace Engineering from Embry-Riddle Aeronautical University and an MBA in International Business from European University. She’s been in her current role with the company since July, 2020.

AVM: 2020 — what a time to take on that role! Give our readers an overview of what’s been happening the last couple of years and where you’re headed.

Caroline Vandedrinck: Exactly. But it’s been good. We did a successful transformation of the company. We have really dedicated and very talented people and our main focus is now on engines. We focus on the CFM engine and the PW 4000. Those are our mainstay. We also, in the last couple of year’s got the license for the LEAP-1A and B and we are part of the Pratt Whitney GTF PW1100G-JM network. Those are two major milestones that really propel us into the future.

AVM: That’s a lot going on. It’s already a challenge to find people that are qualified that can do this very specific technical work. How are you keeping up with the need for technicians with the current workforce challenges?

Vandedrinck: We’re in the business for the long term. This means we have to hire a lot of people for the new engines. It’s a different team and we have to hire about 400 people in the next couple years, which is a lot of people. And then, of course, we also have to hire just from normal attrition in the main line. We have an apprenticeship program which provides trained employees to our company, but that’s not enough. We have to go wider.

AVM: Go wider — how?

Vandedrinck: We traditionally work with educational facilities. In the past, we looked at Switzerland for our labor force and our apprenticeship program. In recent years, we also went to Germany and France and Italy, so people can easily commute. Now we have to go much further into the EU (European Union). We go to all 27 countries in the EU to look for people with those skills or skills that can be easily trained into our engines.

AVM: Are you offering incentives for people to join the company?

Vandedrinck: Well, Switzerland itself is an incentive to come. It’s safe, it’s clean. Quality of life is really good.

AVM: It’s also expensive.

Vandedrinck: It is, but the salaries are commensurate with that. The cost of living is taken into account. And when there are employees who come from other countries, we have a program that indoctrinates and onboards them. This enables them to get established with a bank account, an identity card and get their own apartment.

AVM: Tell our readers about the Women on Wings (WOW) initiative at your company.

Vandedrinck: SR Technics introduced the Women on Wings (WOW) initiative recently. It’s a dynamic endeavor aimed at promoting the growth of a diverse and inclusive workforce within the company. By offering a network platform, mentoring programs and increased visibility within the company, SR Technics is aiming to support its current and future female workforce in reaching new heights of success. I am the chairwoman of WOW. We’re going to talk about mission and vision and what is it we want to achieve and how can we collaborate together. What are the needs of women in our company? What can we do to retain them and attract many others? We are committed to fostering an environment where every individual’s talents and contributions are valued and encouraged. Collaboration is key to our success and it’s inspiring to see so many talented women leading the way. The company firmly believes that by nurturing an environment where every voice is not only heard but also valued, limitless possibilities for growth and innovation can be unlocked.

AVM: Do you think this initiative will help attract and retain women?

Vandedrinck: Yes — I worked in other companies where they had a women’s network and just having a voice meant a lot. And then, of course, action needs to follow. It’s learning from other companies who have it, guest speakers, and it’s mentorship. When I was early on in my career I definitely valued the mentorship that I had. Anytime I had to make a career decision, I went to my personal board of directors — my dad was one of them — there were three other women that were part of it from totally different aspects of aviation. I would run things by them and say, hey, what do you think?

AVM: Your company says they use a top down, bottom up management style. Please explain that.

Vandedrinck: During Covid, we had a two-year strategy to survive. It was all about survival. Now, post-Covid, we, as a leadership team, spent last year working on what we call “takeoff,” which is the company strategy from 2024 through 2028. We also had to create a new vision, which is about unwavering dedication to innovation, excellence, and environmental responsibility, which will propel us on our journey to becoming the leading, most customer-centric and sustainable engine-focused MRO. As part of the transformation, our company is now 85-90% focused on engines, whereas before we had five different business units. This new strategy has many pillars, some of which focus on growth, people, customers, environment, environmental sustainability in innovation, and digitalization, which then leads to financial success.

AVM: Talk about digitalization. What does that mean to SR Technics? Where are you headed in this regard?

Vandedrinck: This is just the beginning. We’re introducing a new ERP system, which will improve many of our processes. The new system is coming online later this year. But we still have ways to go. Our efforts will focus on process improvements where we have a lot of touch with labor and we have a lot of material planning. There is a lot of innovation that you can do. There’s some artificial intelligence that can be used. We are already using robots on repeatable processes that can be automated.

AVM: Give us some examples of repeatable processes that can be automated.

Vandedrinck: Invoicing. Those types of easy processes that are repeatable. Automating them avoids possible human error.

AVM: What are your thoughts about how AI is going to impact our business?

Vandedrinck: It’s going to be a journey to really understand what value it can bring, but also what pitfalls there are. AI is what you put in to have a repeatable process or to have an answer to a question. But it has to be put in by somebody. And that needs to be verified, especially in aviation. You don’t want to go to ChatGPT and say, “How do I maintain an engine? Using the answer from ChatGPT would not make the engine certifiable.” We as an industry need to be really careful how we use AI and when we use AI. There will be applications, but we are governed by regulatory entities. We have to be careful that we understand it and its pitfalls. We don’t have concrete examples yet but we’re evaluating it. It’s exciting, but we have to go with our eyes wide open.

AVM: Jean-Marc Lenz retired in 2023. Matthias Düllmann was appointed CEO but left the company after only a few months. Owen McClave, formerly COO, succeeded him. Quite a few changes to your leadership. Talk about that.

Vandedrinck: In any company people change, people get changed. It’s a normal way of running a company. Owen McClave has been in this industry for many decades. He worked at Pratt & Whitney. He was our COO. He was running operations. He comes with great experience.

AVM: Let’s talk about some of the locations and can you highlight some of your locations and what they do.

Vandedrinck: Zurich is our headquarters and is also where we have the engine operations. But very important to the engine operations is our facility in Cork, Ireland, where we do the repair of airfoils. That really is our internal supplier to the engine line. Another facility we have is in Malta and this is where we do airframe maintenance. We also have our facility in Kuala Lumpur, Malaysia, which is a joint venture haswith SIA Engineering Company (SIAEC). That joint venture has been in place for a couple of years and it’s where we do component repair work. We also have a facility in Palma de Mallorca, Spain, where they focus on the repair and overhaul of wheels and brakes. We also have business development offices in various other places, like we have one here in, in Florida, and we have one in Shanghai.

AVM: Your promotional materials say your maintenance work is focused on quality, speed, and value.

Vandedrinck: Those are the hallmarks of a Swiss company!

AVM: Talk about how you’re achieving that.

Vandedrinck: So we’re very proud of that because the “Swissness” is about quality, it’s about being on time. And we achieve that with the use of employees. Motivated, talented employees, continuous improvement, training, and leadership.

AVM: This business is about hands on aircraft but also about trust and relationships. Talk about how those two things integrate at SR Technics.

Vandedrinck: Well, you can’t grow unless you have customers and you can’t retain or obtain new customers without relationships and without motivated employees. It all works together. I mean, it’s still a business of people. There may be company names attached to those people, but the relationships are very important.

AVM: And let’s talk about your commitment to sustainability. It’s on everybody’s minds these days. What is SR Technics doing in this area?

Vandedrinck: Environmental protection is a strategic pillar in our organization and our strategy. We are very committed to reduce our CO2 emission by 15% until 2025 from baseline 2019 and being carbon neutral by 2050. We have an action plan to work towards that by addressing everything from energy in the shop for example heating. We’re also looking at the test cell. How can we reduce test cell time and therefore exhaust? We’re also looking at sustainable aviation fuel and together with our partners, Kuehne+Nagel and Atlas Air, Inc., we received the prestigious Laureate Award for the Sustainable Engine Alliance initiative at the 66th Aviation Week Network’s Laureate Awards ceremony. We are looking at not just the engine overhaul piece, but the whole transportation of an engine from wherever it is to an engine maintenance facility. We looked at the whole value chain that makes it important and makes it recognizable and now we have other airlines knocking on the door saying, how can we be part of what you are achieving here?

The landscape of cybersecurity in the aerospace and defense sectors is a complex tapestry woven with stringent regulations, high-stakes contracts, and evolving threats. In this discourse, we delve into the intricacies of the Cybersecurity Maturity Model Certification (CMMC) 2.0, highlighting its pivotal role and the nuanced challenges faced by organizations seeking compliance.

The Defense Industrial Base (DIB), comprising over 300,000 contractors and subcontractors, forms the backbone of the Department of Defense’s (DoD) operations. Within this expansive network, cybersecurity stands as a sentinel against malicious incursions into sensitive information. Initiatives such as the NIST Cybersecurity Framework (CSF) and the subsequent CMMC have emerged as bulwarks against cyber threats, ushering in a new era of compliance standards.

CMMC 2.0, unveiled in May 2023, represents a paradigm shift in cybersecurity compliance. Its streamlined tier system replaces the previous labyrinthine structure, categorizing contractors based on their interaction with sensitive data. This recalibrated framework mandates rigorous security protocols for entities handling Controlled Unclassified Information (CUI) and Federal Contract Information (FCI), impacting sectors crucial to national security, like aerospace, defense, manufacturing, and technology.

For aerospace manufacturers, CMMC compliance is not just a checkbox but a strategic imperative. The sector’s susceptibility to cyberattacks underscores the gravity of robust cybersecurity measures. Malicious actors target vulnerabilities in systems and infrastructure, posing existential threats. The imperative to safeguard sensitive information, uphold national security, and preserve government contracts necessitates a meticulous approach to compliance.

Understanding cybersecurity compliance and risk management is crucial for large organizations across industries. The latest report from Kiteworks’ Sensitive Content Communications Privacy and Compliance for 2023 reveals that 90% of enterprises use at least four communication channels, with 46% using six or more. This shows widespread adoption of multiple channels for sensitive content. Additionally, over 90% of companies share sensitive data with 1,000 to 2,500 external parties, highlighting the risks of external data sharing.

Navigating CMMC compliance levels — Foundational, Advanced, and Expert — demands strategic foresight and technical acumen. Organizations must conduct exhaustive self-assessments and bridge identified gaps to align with CMMC requisites. Crafting a compliance roadmap, delineating milestones and resource allocation, serves as a compass in the certification journey.

Engaging a CMMC Third Party Assessor Organization (C3PAO) with specialized expertise is pivotal. These entities conduct rigorous certification assessments, ensuring adherence to CMMC standards. Technology solutions augment this process, offering advanced security features aligned with CMMC Level 2 practices. Comprehensive reporting mechanisms and layered security protocols fortify data protection across internal and external domains.

Non-compliance repercussions loom large, encompassing data breaches, contractual ramifications, and reputational damage. Mastery of CMMC compliance embodies a commitment to resilience amidst evolving cyber threats. It underscores the symbiotic relationship between cybersecurity vigilance, data integrity, and national security imperatives.

The multifaceted nature of cybersecurity compliance extends beyond mere certification. It encompasses strategic planning, technological fortification, and a culture of perpetual vigilance. Complex supply chains necessitate robust contractual frameworks and diligent supplier assessments. Continuous monitoring, vulnerability assessments, and employee training fortify organizational defenses against evolving threats.

Leveraging advanced cybersecurity technologies — Endpoint Detection and Response (EDR), Security Information and Event Management (SIEM) — provides real-time threat mitigation capabilities. These technologies empower aerospace companies to proactively thwart cyber threats, contributing to the broader national security ecosystem.

In essence, mastering CMMC compliance is a journey of resilience and excellence. It transcends regulatory mandates, embodying a steadfast commitment to safeguarding sensitive information, securing critical infrastructure, and fortifying national security in an era fraught with cyber complexities.

Here are ten actionable steps for companies to prioritize CMMC compliance:

1. Conduct Comprehensive Cybersecurity Assessments: Assess your current cybersecurity posture comprehensively, identifying strengths and weaknesses across systems and processes.

2. Embrace CMMC Compliance Levels: Familiarize yourself with the specific requirements and nuances of each CMMC level to align your efforts effectively.

3. Develop Detailed Compliance Roadmaps: Create detailed and tailored compliance roadmaps outlining specific tasks, milestones, timelines, and resource allocation for achieving CMMC compliance.

4. Deploy Robust Technical Controls: Implement robust technical controls such as firewalls, antivirus solutions, multi-factor authentication, and encryption to secure sensitive data and systems.

5. Invest in Employee Cybersecurity Training: Provide comprehensive cybersecurity training to employees at all levels, fostering a culture of awareness and proactive defense against cyber threats.

6. Engage Qualified C3PAOs: Select a qualified CMMC Third Party Assessor Organization (C3PAO) with specialized expertise in conducting rigorous certification assessments aligned with CMMC standards.

7. Leverage Advanced Technology Solutions: Utilize advanced cybersecurity technologies like Endpoint Detection and Response (EDR) systems and Security Information and Event Management (SIEM) platforms for real-time threat detection, analysis, and response.

8. Fortify Vendor Management Practices: Establish robust vendor management practices, including thorough contractual agreements, regular assessments, and ongoing monitoring to ensure vendors comply with CMMC standards.

9. Conduct Regular Security Audits: Perform regular security audits, vulnerability assessments, and penetration testing to identify, prioritize, and remediate potential security gaps and vulnerabilities.

10. Stay Informed and Adaptive to Evolving Threat Landscapes: Stay abreast of the latest cybersecurity trends, threats, regulations, and best practices, and adapt your cybersecurity strategies and measures accordingly to maintain continuous compliance and resilience against emerging cyber threats.

In summary, CMMC compliance is not just a requirement but a crucial commitment to excellence and resilience against cyber threats, which is essential for national security and industry integrity.

Frank Balonis is chief information security officer and senior vice president of operations and support at Kiteworks. Since joining Kiteworks in 2003, Frank has overseen technical support, customer success, corporate IT, security, and compliance, collaborating closely with product and engineering teams. He holds a Certified Information Systems Security Professional (CISSP) certification and served in the United States Navy. Possessing numerous security validations, including FedRAMP Moderate authorized, Kiteworks aligns with nearly 90% of the controls in CMMC 2.0 Level 2, helping defense industrial base (DIB) contractors to demonstrate compliance quickly and easily.

Pitot Static Testing on the Flightline

Years have gone by without significant advancements in the more commoditized testing functions of aircraft. Old faithful still rings true for most wrench turners grinding it out everyday to play their part in the safest aircraft regulatory environment ever. For aircraft transponder and pitot-static system tests, as required by FAR 91.411 and 91.413, these certifications cannot be performed using automation. The inspector is required to perform leak checks and accuracy verification by commanding the air data test set to each set of the required set point, then visually verify the readings on the instrumentation and readouts. But, wouldn’t it be nice to perform some of these functions at the same time, thereby saving an immense amount of time as compared to sequential testing operations with limited equipment.

The use of semi-automated pitot static test equipment offers significant advantages over manual testing methods for commercial aviation and maintenance repair organizations. Pitot static systems are critical components of aircraft, providing essential data for airspeed, altitude, and vertical speed measurements. Additionally, some newer aircraft equipped with SmartProbes can test other parameters, such as Angle of Attack (AoA). Ensuring the accuracy and reliability of these systems is paramount for flight safety and regulatory compliance. And doing them all simultaneously is a huge time-saver for the maintenance teams at MROs around the globe.

One of the primary benefits of semi-automated test equipment is the efficiency it brings to the testing process. Compared with manual testing, which involves manually entering each pitot and/or static set point and rate(s) setting, semi-automated equipment can streamline the testing procedure by allowing the operator to run pre-programmed tests for these tasks. This automation reduces testing time and minimizes the risk of human error, allowing technicians to perform tests more quickly and efficiently.

Semi-automated pitot static test equipment also enhances the precision and consistency of test results. These advanced systems use precise sensors to measure and analyze air pressure and velocity, ensuring accurate testing, troubleshooting malfunctions, and the certification of pitot static systems. By eliminating variability associated with manual adjustments, semi-automated equipment produces more reliable and repeatable test outcomes enhancing the overall quality of maintenance and repair activities.

Raptor Scientific’s ADTS-3250 air data test set was designed specifically for the general aviation and commercial aviation markets. It features many safety features, both software and hardware to protect the aircraft during testing and includes a few semi-automated test functions. The test sets are built upon 25 years in developing and manufacturing high-accuracy, ruggedized pitot static test sets and air data calibration equipment for the military sector. And they always meet or exceed the ranges and accuracies required for testing with the convenience and technologies civilian users want.

From initial startup, the operator is presented with a list of installed aircraft profiles. These profiles set the tester up with the maximum ranges and rates for the aircraft under test. This ensures that the operator cannot inadvertently exceed the limits of the aircraft during testing. Profiles are pre-installed at the factory, chosen from a standard list of aircraft or custom lists from a database of hundreds of commercial and general aviation aircraft.

A decade ago, most of the testing required two operators — one controlling the test set on the ground connected to the aircraft, and the other in the cockpit performing the checks. Today most air data test sets can be controlled using a handheld remote. Newer test sets, like the ADTS-3250, feature a WiFi-direct enabled 7.0-inch touchscreen remote control unit for untethered operation of the test. The remote can also be operated using a wired connection when wireless features cannot be used due to security protocols, or if signal strength is diminished. A remote control unit offers great versatility for the operators. These more recent advancements in ground testing allow organizations to standardize testing procedures across their fleet at different locations.

Another feature on most modern pitot static test sets that has improved testing for operators has been the digital display and graphical user interface. The days of analog thumbwheel and toggle switches are long gone and replaced with digital systems. Test sets like the ADTS-3250 feature an intuitive software interface, which lowers the operator learning curve. This is extremely helpful whether the operator has utilized a pitot static test set before or not. Data is presented in an easy-to-understand format and a status bar tells the operator exactly what is happening with the tester. Modes of operation, like control, measure or leak test can easily be selected and operated without having to refer to a user manual.

Semi-automated tests can be derived from the Aircraft Maintenance Manuals (AMM), Technical Orders (TO), or other testing documentation. Raptor’s ADTS-3250 is capable of storing thousands of aircraft profiles and a virtually unlimited number of test sequences for each aircraft separately. This standalone application allows the end user to easily add, remove, or edit aircraft profiles and test sequences to the ADTS. With the Profile Builder software, operators can easily create a subset of tests with set points, rates, and tolerances. It can all be managed, created, and edited from any PC. This also allows any custom profiles or test sequences to be installed across multiple testers or multiple locations without having to set up and program each individually.

With aircraft profiles and test sequences, semi-automated testing now enters into the equation. The operator must now select the aircraft from the menu, then the test sequences desired. Any programmed test sequences will be displayed in the menu. The operator will select the test needed and then hit start — and the unit will start controlling to the first set point in the sequence. During the test, the ADTS will allow the operator to continue to the next set point, return to the previous set point, or safely control the system to the ambient pressure (ground).

The image below (Image C) shows the actual test sequence list for the HC-130H aircraft. As you can see, there are six test sequences programmed into the tester for this aircraft. The end user manages these test profiles, along with its other aircraft using the profile builder software. If any updates are required, they can quickly deploy these updates to the field as needed.

The adoption of semi-automated pitot static test equipment can also improve documentation and regulatory compliance efforts. The ADTS can store test reports and data logs if enabled, providing a record of testing activities for audit purposes. This documentation not only demonstrates compliance with regulatory requirements but also aids in troubleshooting and trend analysis, helping maintenance organizations identify recurring issues and implement preventive measures.

Air Data and Pitot Static Testing for Calibration Laboratory

Automated pitot static and air data calibration equipment can contribute to cost savings for maintenance repair organizations. Raptor Scientific’s Air Data Calibrator (ADC) product line is used by both commercial and military test and calibration laboratories around the world. These systems provide fully automated test and calibration for the ADTS-3250 and several other OEM test sets through apps installed on the system. Semi-automated calibration can be performed for other test set manufacturers. By reducing testing time and enhancing efficiency, these calibrators minimize equipment downtime and labor costs associated with manual testing.

The ADC Series calibrators are considered secondary standards and can also be used to bench test altimeters, airspeed indicators, gauges, transducers, air data computers, and more. They have an accuracy ratio three times greater than the flightline test set and are traceable to the National Institute of Standards and Technology (NIST). In addition, they include an accredited ISO 17015:2017 calibration certificate at no additional charge.

In conclusion, the benefits of using automated and semi-automated test equipment for commercial aviation and maintenance repair organizations are too numerous to list. From improving efficiency and accuracy to enhancing diagnostic capabilities and regulatory compliance efforts, these advanced testing systems play a crucial role in ensuring the safety, reliability, and cost-effectiveness of pitot static systems in aircraft operations. As technology continues to advance, the adoption of semi-automated equipment will likely become increasingly prevalent across the aviation industry worldwide, not just in the United States.

Prediction 1: The space race off, with an increase in launches predicted to reach 27,000 by 2030

The space market, which is predicted to grow to $1 trillion by 2030, is experiencing increasing activity and creating an exciting new paradigm that includes new players, opportunities, and challenges in both commercial aerospace and scientific research.

Beyond the usual suspects, advanced technologies are making it easier and more enticing for new countries to enter the market. In August 2023, India became the fourth nation to land on the moon, and the first to land and deploy a rover in the southern polar region. A week after landing on the moon, the Indian Space Research Organisation (ISRO) announced its plans to send astronauts into low earth orbit and to study the sun.

Countries aside, commercial space activity is at the center of the modern space race, having tripled from $110 billion to almost $357 billion from 2005 to 2020. Space mining is playing a massive part in this as it gets closer to reality. The idea of extracting resources from asteroids and even the moon has been floating around for a number of decades, but only in the past couple of years has it neared realization, with samples now being returned to earth. In fact, beginning in 2025 and 2026, humans are set to return to the moon — thanks to the Artemis program. This initiative includes ambitious plans for space mining activities. Mining initiatives are stretching beyond lunar horizons though, as there is also growing interest in the long-term goal of mining asteroids for elements such as platinum for green technologies.

However, the path to space mining isn’t without challenges! Ownership rights and legal frameworks surrounding space resources, such as The Artemis Accords, remain a contentious issue. This evolving legal landscape will play a crucial role in shaping the future of space mining.

As Deloitte states in their insight paper on Riding the exponential growth in space: “The space value chain is experiencing the emergence of many pure-play companies, which comprise a mix of traditional aerospace companies and space-focused startups. While many of these companies are primarily focused on the design, development, and manufacture of spacecraft, the majority are considering providing new and improved value-added services.” It’s clear that the imminent next phase of space development is giving rise to a space value chain that will continue to provide new revenue opportunities to different types of organizations globally.

Prediction 2: Demand for hydrogen fuel will grow — starting the trajectory towards 70 million tons a year by 2050

Aviation is responsible for around 2.5% of global CO2 emissions, with most aircraft powered by jet fuel. The European Commission predicts that by the middle of the 21st century, demand for flying could increase aviation’s greenhouse gas emissions by upwards of 300% over 2005 levels if no drastic measures are taken to reduce them.

So it’s no surprise that most major commercial airlines are looking towards Sustainable Aviation Fuel (SAF) alternatives, as they can reduce emissions by 80% according to the International Air Transport Association (IATA). SAF can be made from several sources ranging from agricultural waste to carbon captured from the air. In fact, Virgin Atlantic has already made the leap to launch the first fully SAF, powered transatlantic flight!

SAF is compatible with existing aircraft and fueling infrastructure. However, high production costs and limited supply have slowed its adoption. It is estimated that SAF comprises less than 0.1% of all jet fuel currently used.

So, what other alternatives are available for commercial use?

With short-haul flights of fewer than 600 miles accounting for more than 17% of airline emissions, new technologies such as electric and hybrid-electric aircraft are growing in popularity. But electric aircraft are only suitable for short-haul flights, so what about the other 83%? Hydrogen-powered aircraft are also being developed. Studies have found that hydrogen could play a central role in the future mix of aircraft and propulsion technologies. For long-haul flights, such as transatlantic, hydrogen will be a much better option.

Such disruptive innovation will require significant aircraft research and development, particularly further development of liquid hydrogen tanks, and investment into fleet and hydrogen infrastructure. Accompanying regulations and certification standards will be required to ensure safe, reliable and economic hydrogen-powered aircraft can take to the skies. However, even in its liquid state the volumetric energy density of hydrogen is less than half that of jet fuel. So, you either fly half as far on existing-sized fuel tanks, or you need fuel tanks that are twice the size.

One organization already firmly in the race to full hydrogen-powered flight is JetZero. JetZero is currently working on its own blended-wing aircraft design, called the Z5. The Z5’s blended-wing design will ensure enough internal volume to accommodate zero-carbon emissions hydrogen fuel, but it is also designed to be 100% SAF compatible. JetZero hopes to build a full-sized demonstrator by 2027, achieve certification by 2029, and enter into service in 2030.

Big players in the commercial aviation industry are also tapping into this promising new development — with H2Fly, Universal Hydrogen and ZeroAvia to explore the retrofit of their regional aircraft fleet with zero-emission powertrains.

The potential of hydrogen doesn’t stop at replacing existing long-haul flights though — other startups are looking to take hydrogen to supersonic speeds.

Prediction 3: London to New York realizable in two hours by 2030 — as the Concorde’s descendants take to the skies!

When the last commercial flight on the Concorde landed on October 24th 2003, in some ways commercial aviation took a step backwards. For over 20 years, we’ve been stuck at transonic speeds. Now though, as Europe’s Vision for Aviation predicts globally a six-fold increase in passengers by 2050, faster flights are becoming attractive and a number of companies are looking to take advantage.

With United Airlines already having ordered a number of Boom Supersonic’s Overture aircraft, the heir apparent to the Concorde, and American Airlines following suit, it’s clear that major airlines are keen to tap into the future of supersonic, intercontinental commercial travel.

This time though, we aren’t stopping at supersonic. Atlanta-based aviation firm Hermeus is actively developing a reusable hypersonic aircraft for both military and commercial applications. Hermeus’ technology demonstrator, Quarterhorse, eventually aims to achieve speeds in excess of Mach 4 and potentially even higher thanks to the organization’s unique propulsion system design, Chimera, which is capable of transitioning from turbojet to ramjet modes. That dual mode capability means it can take off from a regular runway, get over the ocean, and then go hypersonic, avoiding noise and shockwaves that were a barrier to supersonic adoption the last time around.

But with climate change such a major concern, the question arises: will people one day be able to count on flying from Paris to New York in less than an hour without contributing to global warming?

These new designs are being explored to make aircraft fly faster, soar higher and now some are even designed to have a smaller environmental footprint. Destinus is developing a prototype hypersonic hydrogen-fueled plane that aims to transport passengers from Sydney to Frankfurt in four hours and 15 minutes. While it may sound unrealistic in the near term, the company has already successfully flight-tested two prototype aircraft.

Prediction 4: Artificial Intelligence lowers the barrier to better predictive maintenance as market investment grows by 29% by 2031

While the idea of predictive maintenance is well-established, the ongoing evolution of modern predictive maintenance deserves a dedicated discussion. What sets it apart today is the utilization of advanced AI techniques, specifically Anomaly Detection and Pattern Recognition.

Predictive maintenance began with manual data processing, which only provided a limited prediction capability, and the required expertise represented a high barrier to entry. It then evolved with the development of machine learning. Yet the deployment of predictive models was still limited by the speed, capability, and availability of data scientists, and data had to be labelled and machine learning models also had to be trained — meaning the barrier to entry was lower, but still considered very high.

Now, with the evolution of Anomaly Detection, and the development of unsupervised learning models, AI can be plugged in directly to the sensor feeds and work it out itself by learning what “normal” is and what constitutes “not normal.” When combined with Pattern Recognition, you have an early warning system that can provide remarkably precise insights into what is about to happen. That means fewer data scientists are needed, so they can complete more valuable tasks rather than time-intensive data labeling and creating foundational algorithms — so, suddenly, AI for predictive maintenance is not only immensely valuable, but also much more achievable. As AI becomes practical for more aviation organizations, it is expected to drive a surge in AI investments from now until 2031.

Prediction 5: The battle is on against the predicted 20% rise in counterfeit parts —record ledgers become top of mind

Commercial airlines around the world are facing numerous challenges that are impacting seamless service. From a rampant shortage of ground workers and technicians to the planes themselves, these challenges must be addressed by the industry in order to deliver a hassle-free travel experience. Now, some carriers, particularly those operating certain Airbus and Boeing aircraft, are racing to fix a new problem.

Counterfeiting remains the largest criminal enterprise in the world, bringing in up to $4.5 trillion per year. Counterfeiters have always seen the opportunity in commercial and military supply chains, and in 2023 there was a spate of fraudulent parts cases that impacted commercial airlines, grounding many planes around the globe.

Some airlines flying older-generation planes might have been duped into fitting their engines with counterfeit parts. Now they’ve had to rush to find the fraudulent parts and replace them. The aircraft in question are the ones equipped with the CFM56 engine, jointly manufactured by General Electric (GE) and Safran. In every instance, components were allegedly distributed by a third party accompanied by fraudulent release certificates, leaving operators with uncertainty regarding their source and reliability. One has to wonder if the strain on supply chains has led to a relaxing of due diligence when sourcing parts — allowing counterfeit parts to enter the supply chain more easily.

In recent years, the methods and tools that counterfeiters use have become increasingly sophisticated, especially in industries that rely heavily on an extensive supply-chain network. Increased supply chain traceability and management must be the first step for preventing product counterfeiting. A management process that allows a brand owner to detect, respond to, and recover from this type of security incident is critical for a safe and secure supply chain.

A new global aircraft parts register is being developed at the University of Limerick. This aircraft parts register, using unique identifiers, will make the transfer of data between users, whether they are aircraft manufacturers, maintenance and overhaul facilities, or lessors, much easier and more effective.

It will allow airlines and MROs to accurately assess the origin and ancestry of any genuine part — and make it much harder for any potential counterfeit part to make its way into their hands.

Technology may offer an answer as well, with organizations such as SkyThread working to find a solution and create a safer and more resilient aviation industry. At the core of these offerings is a distributed ledger for parts records utilizing blockchain. The blockchain model does have drawbacks, but it also aligns well to scenarios such as parts pools, which work with a controlled group of participants. The collaboration between SkyThread’s blockchain and AFI KLM E&M’s leading-edge component support program is just such as example. Ledgers like this aim to facilitate, accelerate, and secure the tracking of components at every step from manufacturing to decommissioning — flagging and preventing fraudulent activities.

Capitalize on Opportunities/Mitigate Challenges in 2024

As the aviation industry launches into 2024, it will face a multitude of new opportunities and challenges — from new players in space and taking hydrogen-fueled aircraft to new heights, to AI lowering the barrier, to predictive maintenance, and the rise of counterfeit parts entering the aviation supply chain.

Organizations in the commercial aerospace industry need to act swiftly to identify these opportunities and challenges, work to find a way to capitalize on the opportunities, and solve the issues at hand in order to keep ahead of the competition in 2024 and beyond.

What does it mean to be sustainable? Well, according to the United Nations Brundtland Commission, sustainability is defined as “meeting the needs of the present without compromising the ability of future generations to meet their own needs.” Hence, when it comes to MROs and their suppliers, being sustainable means serving their customers today while reducing their impact on the environment over time.

So, how does this form of sustainability translate into action? To find out, Aviation Maintenance consulted MROs and their suppliers who are taking steps to be sustainable. Their actions provide a roadmap for others in the industry to become sustainable themselves.

How Two MROs Are Becoming More Sustainable

MROs AJW Technique and Lufthansa Technik are both actively pursuing sustainability today. And they are doing so in concrete, practical ways that are delivering results right now.

Let’s start with AJW Technique. In a general sense, “AJW is driving sustainability by implementing more environmentally friendly products and practices into our operations,” said Louis Mallette, the company’s SVP Operations. “The inclusion of sustainable alternatives in our warehouses, such as eco-friendly packaging tape and materials, showcases our dedication to minimizing our environmental impact. This choice not only reduces waste but also aligns with the broader goal of creating a greener aviation industry.”

On the plant floor, “we are exploring innovations in materials used in the operations at our MRO facilities in Montreal, Canada, and Slinfold, U.K.,, ensuring the entire life cycle of aviation components is eco-friendly,” said Mallette. “This involves initiatives like recycling, repurposing, or using materials with lower environmental impact. We select and use the most eco-friendly alternatives available for chemical products, whilst ensuring these are equivalent to the materials used by the OEM and are OEM approved. Where parts cannot be repaired or re-used and disposal is necessary, we ensure segregation of materials to maximize recycling opportunities.”

Electricity consumption is another area where AJW is working to become more sustainable. They’re lucky to have a built-in head start in this area: “Our AJW Technique facility in Montreal is located in Quebec, Canada, where virtually 100% of electrical power is generated from renewable sources (primarily hydro power), making it the ideal location for Technique’s more energy intensive activities,” Mallette said.

Even with this advantage, AJW Technique is continuously reviewing opportunities to reduce its energy consumption. “Recent examples include the full retrofit of lighting at our 220,000 square foot facility, and the replacement of our air compressors, which were notably oversized for the requirement with optimized units to meet our needs,” said Mallette. “Both energy saving practices have resulted in a significant reduction in energy usage in the facility.”

Becoming more sustainable also means reducing carbon dioxide (CO2) emissions. To this end, AJW’s Montreal headquarters has installed a rainwater harvesting system and solar panels at the facility. These efforts and other efforts have reduced AJW’s annual CO2 emissions by 425 tonnes. “Alongside this, we are well on the way to powering AJW Technique Europe (in Slinfold, UK) with solar energy, enabling the Battery Centre of Excellence to recharge aircraft batteries sustainably,” Mallette said. “We also take numerous measures to reduce operational power usage including scheduling plants and machinery to turn off when not in use and utilizing PIR (Passive Infrared) sensors on office lighting, which are set to the lowest timer.”

In a bid to expand sustainability beyond AJW’s four walls, this MRO’s Procurement Teams actively seek suppliers and partners who share similar sustainability principles. “Collaborating with like-minded partners ensures a more comprehensive approach to sustainability throughout our business operations,” Mallette said. “It’s not just about the product but about the entire process leading to it.”

AJW Technique is even applying sustainability to its housekeeping services by seeking more environmentally friendly cleaning solutions in its MRO facilities in Canada and Europe. “The use of aqueous cleaning agents wherever possible is standard practice within our facilities,” said Mallette. “Sustainable cleaning products contribute to a healthier environment and align with our commitment to the United Nations Global Compact (UNGC).”

The bottom line: When it comes to becoming more sustainable, AJW Technique is ‘walking the talk’ across its entire operation — positioning this company as a leader in fostering sustainability within the aviation sector.

Headquartered in Hamburg, Germany, with MRO facilities around the globe, Lufthansa Technik is equally committed to becoming more sustainable. “To enhance efficiency and conserve resources, we have integrated various products, practices, and solutions into our own operations,” said company spokesperson Lea Klinge. “Our commitment encompasses the implementation of energy-efficient facilities, waste reduction initiatives, and recycling programs within our maintenance processes.”

Another environmentally conscious solution developed by Lufthansa Technik (LHT) is its ‘Cyclean’ aircraft engine wash. “A cleaner engine operates more efficiently, requiring less fuel and maintenance, contributing to environmental preservation,” Klinge said. “Lufthansa Technik’s Cyclean Engine Wash system injects vaporized hot water directly into the core engine, effectively removing combustion residues and contaminants. Regular use of this system leads to a notable reduction in fuel consumption, cutting up to 80 metric tons of CO2 emissions per aircraft annually. Furthermore, customers benefit from increased on-wing time and decreased maintenance costs.” One nice feature: LHT ensures the clean and safe disposal of all wastewater generated by the Cyclean process, she noted, without causing any adverse effects on the environment.

LHT is also working to extend sustainability to the aviation world as a whole. To this end, this company provides MRO solutions that help its clients in minimizing their environmental footprints. “This includes innovative products like AeroSHARK, a bionic film developed in collaboration with BASF,” said Klinge. “AeroSHARK, featuring ‘riblets’ inspired by sharkskin, can be easily applied to large areas of commercial aircraft surfaces. By reducing the aerodynamic drag, this technology significantly reduces fuel consumption and emissions. Our observations on Boeing 777s treated with the currently certified expansion stage of the AeroSHARK modification already indicate a one percent reduction in fuel consumption, and initial calculations suggest potential savings of up to three percent at its maximum expansion level.”

What Suppliers Are Doing To Help

Aerogility and Aerotrax Technologies are two aviation suppliers who are supporting sustainability in their own right.

With offices in Atlanta and London, Aerogility uses model-based AI and enterprise digital twin technology to give aircraft operators a holistic overview of their operations. Its sector-specific AI models allow fleet and maintenance planners to simulate real-world scenarios to generate reliable insights for forecasting, planning and decision making. “The simulations can be used to assess the impact of a scenario and why the AI technology made a particular decision before they are implemented,” said Phil Cole, Aerogility’s airline business manager. “This can include the impact of bringing in a new fleet, changing maintenance schedules, or introducing sustainable aviation fuels (SAF).”

Aerotrax Technologies is a Dallas, Texas-based enterprise software company focused on data sharing and visibility in the aviation/aerospace supply chain. “We are a cloud-based software vendor, so the delivery of our products has negligible impact on the environment,” said David Bettenhausen, the company’s founder and CEO. “By focusing on small improvements on a daily basis, we drive positive, incremental change across the supply chain organization — which, as a business function, is the beating heart that drives all aftermarket success.”

In addition to helping its clients become more sustainable, Aerotrax is applying sustainability to itself. “We run a lean operation, continuously looking for ways to be more efficient,” Bettenhausen said. “When sustainability is embedded in your culture, it’s the little things that you commend. Whether it’s rearchitecting the system design from a blockchain-based, energy intensive platform to a serverless, pure cloud implementation, or if it’s prioritizing flight choices based on total carbon emissions rather than only convenience or only price as the sole decision-making driver — we are constantly holding ourselves accountable to our own internal bar. In both these decisions, our software and our people are able to perform better.”

“The picture I’m trying to paint is that sustainability is multi-faceted,” he added. “No single pledge, policy, product, or person automatically makes an organization sustainable. It’s the little things that are done on a daily basis. I also personally do not believe it is wise to look at sustainability in a vacuum of environmental sustainability, which is oftentimes the case. The most thoughtful decisions in this context artfully balance environmental and economic alignment in both the short term and long term.”

Airlines Want Sustainable MRO Solutions

There is no doubt that becoming more sustainable is a responsible social policy for MROs. But it is also good business. This is because airlines and other aircraft operators want to be more sustainable to satisfy environmentally conscious customers who pay their bills, and the governments that regulate their industry.

“Passengers are the lifeblood of our industry, and if operators do not listen to the needs of their customers, they may opt for a greener airline,” said AJW’s Mallette. “Our customers, being operators and those supplying operators, are looking for MRO operations that feed into their sustainability goals.”

“We are seeing a growing demand for more sustainable MRO solutions from our clients,” agreed LHT’s Klinge. “Airlines and aircraft operators are increasingly focused on reducing their environmental impact and operating more sustainably. This has led to a greater interest in MRO solutions that can help them achieve their sustainability goals.”

There are other ways that MROs can become more sustainable, at least from a regulatory standpoint. For instance, airlines have been strong buyers in the Carbon Credit markets to offset their CO2 emissions. “I have some friends over at Green Trade Solutions in the U.K., who have been supporting big, new carbon capture projects and helping airlines find projects they can get excited about that are in line with regulatory requirements,” Bettenhausen said. “While the MRO industry certainly recognizes the importance of sustainability, I haven’t seen as much activity or appetite for these carbon offset initiatives in the same way that I see airlines pursuing.”

A Necessary Commitment

“According to NOAA’s 2023 Annual Climate Report the combined land and ocean temperature has increased at an average rate of 0.11° Fahrenheit (0.06° Celsius) per decade since 1850, or about 2° F in total,” said the U.S. government website climate.gov (full link at end of article). “The rate of warming since 1982 is more than three times as fast: 0.36° F (0.20° C) per decade.”

With facts like these, there is no doubt that industry needs to take climate change seriously and address it through sustainability initiatives. “In 2022 aviation accounted for 2% of global energy-related CO2 emissions, having grown faster in recent decades than rail, road or shipping,” said the intergovernmental International Energy Agency at http://www.iea.org (full link at end of article). “Many technical measures related to low-emission fuels, improvements in airframes and engines, operational optimization and demand restraint solutions are needed to curb growth in emissions and ultimately reduce them this decade in order to get on track with the Net Zero Emissions by 2050 (NZE) Scenario.”

LHT takes its role in addressing climate change seriously. “It is vital for every company in the industry to use or even offer solutions for a more sustainable aviation,” Klinge said. “For us, this also means to engage in research activities that provide important impulses for a carbon-neutral and potentially hydrogen-powered future. To investigate the effects of the use of liquid hydrogen (LH2) on maintenance and ground processes already at an early stage, and to provide valuable impulses for the designers of future aircraft, Lufthansa Technik is partnering with renown research and industry institutions and will jointly operate a comprehensive LH2 field laboratory based on a decommissioned Airbus A320.”

The good news? In a very fundamental sense, “MRO and sustainability are actually quite harmonious concepts,” said Bettenhausen. “By choosing to maintain, repair or overhaul a part, purchasing managers are actually choosing the more sustainable solution than buying new. (In the Defense world, MRO is literally called Sustainment.) If we continue to find novel ways to extend the life of parts and aircraft — from more accurate aftermarket measurement and reporting, to feedback loops and data sharing with OEMs, to new breakthroughs in material and systems design — we can move the needle on ambitious sustainability goals. I believe these innovations are imperative to ensure the long-term economic health of the industry.”

The Big Picture

By actively pursuing sustainability, MROs and their suppliers are aligning themselves with the aviation industry as a whole, where achieving sustainability has become a priority. After all, being held responsible for 2% of global energy-related CO2 emissions is not a good position for any industry, whether on a social, environmental, or regulatory level.

“This is why “the International Civil Aviation Organization (ICAO) set a goal in October 2022 to achieve net-zero carbon dioxide emissions from aviation by 2050, prompting a shift towards sustainability in the aviation sector,” Mallette said. “If we are to ensure the economic health of our industry going forward, MROs such as AJW Technique must adopt and provide sustainable solutions within their business and MRO operations. The world and passengers are demanding it from the industry.”

“As the aviation industry continues to focus on sustainability and environmental responsibility, MROs that can offer innovative and more eco-friendly solutions will be well positioned to attract and retain clients,” added Klinge. “Additionally, sustainable practices can lead to improved operational efficiency and long-term cost savings.”

A case in point: “By using safe and trusted AI solutions, MROs can model carbon outputs for example, enabling them to meet carbon emissions targets,” Cole said. “MROs and airline maintenance departments can also use the insights generated by AI to efficiently implement optimized maintenance schedules, reducing unnecessary part wastage or aircrafts operating without the latest emission-reducing technologies.”

If there is a lesson to be drawn, it is that sustainability is a necessary commitment for the MRO industry, and a requirement that will shape its economic viability going forward. Thankfully, the sincere efforts of the MROs and suppliers noted above, along with those of others in the aviation industry, offer a good chance of delivering on this promise.

“Remaining economically viable in the MRO industry requires staying at the forefront of sustainable practices,” concluded Mallette. “Collaboration will drive the health of the industry while also protecting the planet and its people.”

The number of widebody commercial aircraft in the world is increasing, and so is the need for these aircraft and their engines to be serviced by MRO shops.

“We see the widebody fleet growing at about 2.6% over the next five years and widebody overall MRO growing at 3.9%,” said Derek Costanza, a partner in Oliver Wyman’s Aviation and Aerospace Practice. “Widebody engine MRO will approach 4.3%, and engines will represent almost 50% of the total MRO dollars spent in the next five years, so that brings up the average. Growth will come mostly from China and the Middle East.”

“For mature widebody engines such as the GE90, MRO demand has increased significantly in the past year and will continue to grow over the next few years as passenger flying returns to normal,” added Alistair Forbes, senior market analyst with the MRO MTU Maintenance. “These engines are very reliable, with the vast majority of shop visits being scheduled.”

At the same time, grasping the full profit potential of the widebody maintenance market is apparently out of reach for airframe and engine MROs. The reason: “The WB (widebody) MRO market recovery is slower due to slower recovery of long-haul traffic” after Covid-19, said the 2023 VZM Market Outlook for Commercial Aviation & Maintenance. But it could be worse: The pandemic also slowed down the production of new widebodies, forcing airlines to keep older aircraft like the A380 in service, it said. More older widebodies flying means more business for MROs, even with a slower-than-expected return to normal airline traffic levels.

“Airlines are struggling to get new widebody aircraft from Airbus and Boeing,” said Gilles Fossecave, CEO of the MRO Vallair. “That’s why they are asking for maintenance on their existing widebodies, in order to keep their fleets as large as possible and able to fly.”

The State of the Industry

There is no doubt that Covid-19 disrupted the growth of the world’s widebody aircraft fleet. According to Oliver Wyman’s ‘Global Fleet and MRO Market Forecast 2023–2033′ report (the Market Forecast report), “we project the worldwide commercial fleet to expand 33% to over 36,000 aircraft by 2033 — a compound annual growth rate of 2.9%. Today it numbers almost 27,400, just short of its size in January 2020 — the last month before Covid changed the economy and everyday lives around the globe.”

This report then observed, “while aviation is most assuredly on a growth trajectory after a devastating two years of losses, it’s currently carrying a lot of baggage that can’t be easily checked. With Covid-19 ostensibly behind us, the [airline] industry will be dealing with a series of new and old challenges over the next 10 years that will test its resilience and may temper how fast it continues to expand.” The same is true for the MROs that serve them.

Let’s look at these challenges in depth.

The Impact of Slowed Widebody Production

When Covid hit in 2020, airlines delayed their widebody purchases with Airbus and Boeing in order to save money. “The greatly reduced levels of passenger traffic impaired airlines’ ability to pay for aircraft and so they often requested deferred delivery dates,” explained Forbes. This, in turn, slowed widebody production, which put the OEMs and airlines in ‘catchup’ mode once the crisis eased and normal air travel started to resume.

The same penny-pinching mentality also guided airlines’ approach to widebody maintenance during the worst of the pandemic. “I think all the airlines in the world were trying to save cash as much as they could,” said Derk Nieuwenhuijze. head of strategy, marketing and communication with Air France Industries KLM Engineering & Maintenance (AFI KLM E&M). “So they postponed their narrowbody and widebody maintenance as much as they could.”

But there were a few exceptions: “Widebody MRO for the GE90-115B and CF6-80C2 engines remained strong during the pandemic, driven by the cargo market,” MTU’s Forbes noted. “Other engines that mainly catered to the passenger market suffered much larger MRO demand reductions, particularly for older less efficient aircraft.”

Even today, the impact of Covid-19 lingers on. “We expect an average of 240 new widebodies to be produced each year over the next five years, which is considerably lower than the annual average of 370 produced across 2018 and 2019,” said Costanza. “We do not see widebody production recovering to 2018/2019 levels until the end of the decade.”

The Impact on Widebody MROs

As mentioned above, the slowdown in new widebody deliveries has forced airlines to keep their older widebodies in service longer. The result: “Lack of widebody replacement definitely has created more MRO demand,” Costanza said.

Demand for widebody maintenance services is likely to increase further when world airline travel matches and then exceeds pre-pandemic levels. “This is one reason why MTU is confident that we will continue to see strong widebody growth over the next few years as passenger activity returns to the long-term growth trend,” said Forbes.

This said, there are a number of post-pandemic problems that are taking the bloom off this particular rose. One of these problems is inflation, which is affecting all aspects of MRO operations.

“Inflation is a huge issue for all MROs,” Constanza said. “Depending on the parts, inflation has been right about the double-digit level. The trouble is that many airline operators cannot afford those increases while many MROs are trapped in contracts that limit price escalation due to inflation, so yes, it’s a big issue for everyone involved. In response, airlines and MROs have opened up to using more USM (used serviceable material) and PMA (parts manufacturer approval) parts rather than new OEM parts, but the historical savings are not there due to increased buyer demand.”

Inflation is also driving up labor costs, due to “consumer inflation leading to demands for higher wages across the supply chain,” said Nieuwenhuijze. “This is affecting everyone from the mechanics who are working on the aircraft to the people who make the parts, and those who gather the raw materials that these parts are built from.”

Then there’s the costs of keeping the lights on and the MRO hangars heated, which also keeps going up. At MTU Maintenance, “Energy is one of the drivers for cost increases, especially at our German locations,” Forbes said. “Further, we have experienced increased cost for material and outside vendor services, both reflecting the overall inflation trend in combination with scarce resources — the latter being driven by worldwide capacity adaptations in the supply chain and caused by Covid-19. Naturally, the share of material cost represents a major portion of our maintenance services and is therefore a significant driver for overall cost increase.”

In a bid to drive down at least some of these inflationary costs, MTU is investing in self-sustainable energy infrastructure such as photovoltaic technology and dual-use heat pumps. “These measures do not only help to better manage energy cost but also support MTU’s strategy towards a lower carbon footprint,” said Forbes.

Unfortunately, the only way for MROs to survive rising costs and stay in business is to pass on those costs on to their widebody customers. According to Vallair’s Fossecave, raising prices is a necessary move, but not a popular one. “Some airline customers don’t understand why prices have gone up to service widebodies, and we have to explain it to them,” he said. “Other airlines do understand, but they don’t like it because they have inflationary issues of their own to deal with.”

Supply Chain Issues Remain

Supply chains were seriously disrupted when the pandemic hit in 2020, and they have yet to fully recover. This is why “Supply chain challenges have hindered aerospace production lines, causing both Airbus and Boeing to fall short of production and delivery targets for 2022,” said the Market Forecast Report. “2023 is unlikely to be different for either, given that the two rely on many of the same suppliers and sources of raw materials, and the conditions remain about the same this year. Of course, many of the same parts are used on the A320 and Boeing 737, meaning that the pressure on some suppliers is multiplied.”

“For the older widebodies, the challenge is always getting parts,” Costanza observed. “For these older widebodies, engine maintenance continues to be a particular challenge as does landing gear, both of which are very dependent on the OEMs.”

“A strained supply chain is an issue that is currently affecting the entire industry, including OEMs, MROs and suppliers,” said Forbes. “At MTU, we are working closely across our entire network and in all regions to limit the impact on customers as much as possible.

As for the immediate future? “Supply chain issues will limit OEMs’ ability to ramp up production quickly to match the rapidly rising demand from airlines,” said Alton Aviation Consultancy’s ‘Skyward Bound: 2023-2033 Commercial Aircraft and Engine Fleet Forecast’. “As a result, OEMs have substantial order backlogs which stretch until late in this decade for most of the popular in-production aircraft families. It is not expected that OEMs will bring into service additional new cleansheet aircraft designs in this decade beyond the 777X, despite industry sustainability commitments.”

Ironically, the only reason this situation isn’t worse is due to the current level of widebody flights. They still haven’t recovered from Covid-19 either.

“At a global level, the amount of widebody flying in Q3 this year was only 92% of the Q3 2019 level (with Q3 usually being the busiest quarter of the year for flying), so the widebody market overall still has a little way to go to get back to pre-pandemic levels of flying,” Forbes said. “This shortfall is even more marked if you consider that the market was growing quickly before the pandemic hit. If 2019’s flying had continued to grow 4% per year, we would have had global flying at 117% of 2019 levels this summer, so the 92% figure mentioned earlier reflects a significant reduction compared to where the market would have been without the pandemic.”

A Lack of Labor

It is difficult to service any aircraft if you don’t have the technicians on hand to do the work. This also applies to flying commercial airliners if you don’t have the pilots.

According to Oliver Wyman’s Market Forecast report, this one-two ‘lack of labor’ punch is knocking the entire aviation industry for a loop.

A case in point: “In North America, the industry is facing two potentially severe shortfalls in the ranks of commercial airline pilots and aircraft mechanics,” said the Market Forecast report. “By our analysis, the supply gaps will amount to 18% of the total pilot workforce in 2023 and 14% of aviation mechanics. The outlook is for those deficits to grow or at least linger through 2033. The gap between the number of pilots needed and those available has already led to reductions in service to less popular and more rural destinations and has hit regional airlines hardest.”

Worse yet, “the shortfall of aviation workers is a global problem,” the Market Forecast report continued. “European ground crew shortages were so ubiquitous and severe in 2022 they led to the imposition of capacity limits at some European airports, including London’s Heathrow and Amsterdam’s Schiphol. In India — the fastest-growing aviation market, according to our latest Fleet and MRO Forecast — the desperate need is for more air traffic controllers. But because so many aviation jobs are critical to operations, any ongoing shortage can eventually result in the industry’s growth being limited not by a lack of demand but by supply constraints.”

According to MTU’s Alistair Forbes, hiring enough qualified personnel and managing parts supplies are the two main challenges facing MROs today. “The skilled and experienced workforce shortage will be around for some time mirroring the demographic development — especially in the Western world,” he said. “MTU was fortunate enough to retain its workforce during Covid and we are now partnering with schools, colleges and universities to recruit and train new hires on a continual basis all over the world. We also continue to invest into our in-house mechanic apprentice programs and training centers: For instance, MTU Maintenance opened a dedicated training center at its facility MTU Maintenance Zhuhai earlier this year and announced its training academy, a collaboration with the British Columbia Institute of Technology, at MTU Maintenance Canada in Delta, BC.”

The Impact of Cargo Conversions

When passenger traffic fell off during the pandemic, many airlines converted their idle widebody airliners into cargo carriers, in a bid to capitalize on growing traffic in this area.

For a while this worked. But in 2022 “the cargo market started to soften while capacity increased further,” said the VZM Market Outlook 2023. During most of that year “demand was declining despite higher world trade than the year before,” it said. To make matters worse, “cargo revenues remained almost flat, supported by even higher yields than the previous year.”

As a result of these trends, VZM is not bullish about the air cargo market as a money-maker for airlines post-pandemic. “Air freight demand is expected to be weaker in 2023 but to recover in later years,” the VZM Market Outlook said. “Global cargo revenue will decrease 25% in 2023 but still be 50% above pre-corona revenues. [The] main reason is the still strong cargo yield expected in 2023, although also sharply declining. The weaker market is forcing cargo airlines to cut costs after very profitable corona years.”

So what does this mean for those MROs who convert widebody passenger aircraft to freight (P2F) carriers? “Over the next five years we expect widebody P2F conversions to double to an annual average of just below 40,” said Costanza. “This is about double what we have seen yearly since 2018. These conversions drive more demand for MRO services, but it’s fairly minimal in the context of the overall MRO market.”

“I would expect the demand for cargo conversions will be a little bit lower going forward than it has been,” Nieuwenhuijze said. “And I’m always a little bit skeptical about the importance of cargo conversions in the overall MRO market: Of course, the numbers we saw the past years were huge comparatively to what we’ve seen before. But as a whole, the cargo aircraft market is relatively small if you compare it to commercial airlines.”

The Bottom Line

Clearly, the widebody MRO industry is facing a number of challenges in the wake of Covid-19. However, these challenges don’t change the fact that global air travel is increasing, and on track to exceed pre-pandemic levels in the future.

As a result, “we see a huge appetite of airlines worldwide to buy new aircraft,” said Nieuwenhuijze. “So the world’s widebody and narrowbody fleets will grow quite significantly going forward. This means that MROs such as AFI KLM E&M will have to ramp up capacity. My only concern is that we will have enough suppliers to support us in our work, especially in the area of widebody engines.”

“The big challenge for airlines will be to find widebody MROs with enough available slots to service their aircraft in a timely manner,” Fossecave concluded. “Our challenge will be to find and retain sufficient skilled technicians to do the work.”

The days of aircraft composite repairs being unique and exotic are over. The popularity of carbon fiber and other composite materials in aircraft means that repairs to these structures are becoming standard procedures at MROs worldwide.

So, what kinds of composite repairs are common, what advances have been made to these repair techniques, and what future advances are coming? To find the answers to these and other questions that matter to MROs, Aviation Maintenance magazine spoke with three composite repair experts. They are Eitan Danan, head of the composites department at the IAI Bedek Aviation Group; Lorenzo Marandola, president of M1 Composites Technology; and Louis C. Dorworth, direct services division manager at Abaris Training Resources, which teaches technicians how to work with aircraft composite materials and perform repairs.

Common Composite Repairs

To put aircraft composite repairs into context, we began by asking about the most common aircraft composite repairs and the challenges associated with them.

At the IAI Bedek Aviation Group (IAI), “our focus is on repairing structural elements such as fuselage skins and wing structures that have been affected by wear and environmental factors,” said Eitan Danan. “The B-767-300 is the most commonly serviced aircraft in our hangars. IAI performs heavy maintenance for many airlines, which involves removing all interior components, including seats, galleys, lavatories and overhead bins, inspecting them and sending them to the composite or sheet metal shops.”

Finding damaged aircraft composites during maintenance inspections is a regular occurrence. To address them, IAI’s composite shop performs repairs in accordance with the structural repair manual, using hot bonder consoles, heat blankets, and vacuum bags. “In some cases, significant damage can occur during in-flight maintenance,” Danan said. “These repairs require engineering support and Boeing responds with structural composite repairs using advanced equipment and in-house expertise.”

Worth noting: Aircraft lavatories are often the most problematic areas encountered during composite repairs, due to severe corrosion on the lower metal fittings. To address this issue, IAI’s composite and sheet metal shops collaborate to manufacture new fittings and fasteners that adhere to the manufacturer’s technical specifications.

M1 Composites Technology’s expertise lies in composite structure repairs, with a focus on remedying common issues encountered in components like radomes and leading edges. “These repairs are often necessitated by factors such as bird strikes, hail, and environmental wear,” said Lorenzo Marandola.

As well, water penetration into aircraft composite materials and subsequent delamination are frequent problems that M1 addresses, particularly in nacelles and cowls subjected to significant vibration and stress. “To tackle these challenges, we employ advanced non-destructive testing (NDT) methods to identify areas of concern and undertake precise restoration work, often involving the careful removal and rebuilding of damaged sections to ensure optimal structural integrity and performance,” Marandola said.

To prepare MRO technicians to fix these and other aircraft composite repairs, Abaris Training Resources primarily teaches taper-scarf repair methods in their courses. “This is because these methods are preferred by original equipment manufacturers (OEMs) for a majority of composite structures and are called for in their structural repair manuals (SRMs),” said Dorworth.

When it comes to doing these repairs successfully, education is a must. “This is because problems mostly occur due to personnel that may have on-the-job training skills but greatly lack the fundamental knowledge required to be proficient with composite materials and processing,” Dorworth said. “Unlike metals that already have given mechanical properties, composite materials require that the properties of the patch are developed by choosing the right resin, orienting the fibers, and curing the resin/adhesive properly. This is where formal training fills the void, providing competent and confident mechanics and technicians that understand the underlying material and process knowledge necessary to provide airworthy repairs.”

Recent Advances

According to the experts, the science of aircraft composite repair has progressed considerably as composites have achieved widespread acceptance in the aviation industry.

“Recent years have seen notable advancements in repair equipment, particularly in terms of precision and control during the curing process of composite materials,” said Marandola. “With the shift towards larger aircraft structures constructed from composites, such as the A320 NEO and B737MAX, there has been an increased demand for autoclaves to effectively cure these components. These developments have enabled more precise and efficient repairs, ensuring the integrity and longevity of composite aircraft structures.”

According to Dorworth, the quality of adhesives, resins, and ‘prepregs’ (pre-impregnated materials) used in composite repairs is where the biggest advances have occurred over the last 20 years. These improvements support the use of lower temperature hot bonding processes, resulting in higher performance properties in the final repair. “Today’s focus is on achieving the best performance from cobonded repair patches for primary structures, versus what was acceptable for the secondary structures of yesteryear,” he said.

Ongoing Challenges

Even with advances in aircraft composite repairs, challenges remain.

A case in point: Detecting damage to composites that is not visible externally remains a significant challenge. “Consequently, ongoing research efforts are focused on developing improved methods for detecting heavy internal damage, which may be concealed from plain view,” said Marandola. “However, it’s worth noting that the OEMs responsible for designing and manufacturing these aircraft are best positioned to assess whether their assumptions regarding damage occurrence have been accurate. As they continue to gather data and refine their understanding of composite material behavior in real-world scenarios, insights gained from OEMs will be crucial for shaping future repair strategies and advancements.”

Being able to repair damage after it has been detected can also be a challenge. The reason? “As with everything, the original lab level studies that go into the repair design instructions do not always translate to the challenges found in the real world for many reasons,” Dorworth said. “Because of this, there have been a number of ‘issues’ that have popped up as new aircraft with carbon fiber reinforced polymeric (CFRP) structures have found their way into service. For the most part these challenges have been dealt with accordingly and are now mainstream.”

Then there’s the challenge of dealing with composite repair issues that are much larger than usually encountered. For example, there was the case of the Ethiopian Airlines 787 that experienced a battery fire in 2013. Fixing this Dreamliner required “a new piece of the composite fuselage to be fabricated, sectioned, and replaced at the upper aft section near the vertical stabilizer,” said Dorworth.

Of course, just the fact that composite materials are still comparatively new to aviation (compared to metal) explains why unexpected repair issues are still occurring. “As always, every time a new component or technology comes into the picture, it brings with it new problems and challenges,” Danan observed.

Tackling the Challenges

Fortunately for composite aircraft operators and owners, the companies interviewed for this article are taking action to address the repair challenges noted above, and many others. AT IAI, for instance, “we have developed comprehensive repair procedures, combining standard and innovative methods, focusing on international standards compliance and staff training,” said Danan.

The same is true for M1 Composites Technology. “Our company has undertaken several initiatives to develop repair procedures for composites,” Marandola said. “We utilize reverse engineering techniques to understand the original manufacturing processes and materials used in composite components. Additionally, we have assembled a specialized team of composite technicians and a dedicated engineering team with expertise in composites. Our extensive experience working on legacy platforms informs our approach to repairs on newer aircraft, allowing us to adapt and innovate effectively.”

This being said, finding ways to address composite repair challenges comes with challenges of its own. For example, “composite material properties are often proprietary to OEMs, making it challenging to ascertain original strength and manufacturing methods. As a result, substantiating repairs can be more complex,” said Marandola. “Moreover, the specialized tooling required for composite repairs, such as autoclaves, can be costly. Additionally, higher inspection and non-destructive testing (NDT) requirements further contribute to the challenges associated with composite repairs.”

To help MRO technicians successfully remedy composite issues through education, Abaris Training Resources has been working closely with organizations such as SAE/PRI and aircraft OEMs to develop relevant repair methods and standards for commercial/general aviation repairs. “We currently have a representative on the PRI Composite Repair Review Board, developing training and testing standards for aerospace composite repair technician certification,” Dorworth said. “In the past we have worked directly with OEMs in developing repair methods for higher altitudes over 8,000 feet. We have also worked with organizations and customers to develop and deploy repair methods within their own facilities by offering Repair Design, Analysis, and Substantiation courses to engineers.”

All this being said, our experts believe that composite aircraft OEMs could be doing more to improve the aircraft composite repair process.

One way OEMs could help is by standardizing repair procedures and materials across different aircraft platforms, which could significantly improve the efficiency and effectiveness of composite repairs. “Currently, variations in materials and procedures present challenges, as each material may have different characteristics and shelf life,” said Marandola. “By OEMs adopting common materials and procedures, MROs would be able to streamline their operations and reduce costs. Additionally, investing in the development of alternative materials that require less complex curing processes, such as heat blankets or room temperature cures, would simplify the repair process and increase flexibility.”

Another way is suggested by IAI’s Danan. “To simplify composite repairs, we propose creating a unified database of repair types based on SRM (structural repair manuals),” he said. “Based on our experience, we believe that this approach can expedite and streamline such repairs.”

If adopted, these suggestions would ensure that “MRO stations don’t have to stock different products and learn too many different methods,” said Dorworth. This would lead to faster and more affordable repairs.

What’s Coming

As exciting and innovative as today’s aircraft composite materials are, the future holds even greater possibilities — and new considerations for the MROs who will repair them. Here are some ideas from our experts about what is coming next.

“One promising area of development is the emergence of self-healing composites, offering the potential to autonomously repair minor damages and extend the lifespan of components,” Marandola said. “As well, additive manufacturing technologies present new opportunities for rapid prototyping and production of specialized repair parts, leveraging our existing capabilities in this field. Looking ahead, the future of composite repairs holds exciting possibilities, driven by advancements in materials and manufacturing processes.”

“Future developments will include a system based on global repair experiences that uses optical equipment for precise defect analysis and repair method selection,” predicted Danan.

“In addition to new and better performing materials and processes that evolve on almost a daily basis, there is a trend in aerospace design where quickly-formable thermoplastic composites (TPCs) are replacing standard thermoset composite structures in primary and secondary structures,” Dorworth said. “There are numerous efforts underway to develop repairs to TPCs as they will be necessary to the aerospace community within the next 5-10 years. In addition, machine builders are looking to automate many processes in repairs that are currently done by hand. This includes automatic taper-scarf machining, plasma surface treatment, and post-repair inspection using nondestructive methods.”

The bottom line: “The use of composites in aircraft structures is only going to increase in the coming years,” concluded Dorworth. “From our point of view, formal composite repair training is paramount to a new generation of competent aircraft mechanics in their effort to maintain airworthiness in every composite repair they perform. It is vital to the success of the industry.”

The landing gear MRO business is in a state of flux at the moment. With a typical overhaul interval of 10 years or 25,000 cycles, demand can be forecast with some accuracy based on historical aircraft delivery patterns. However, while the high utilization of low-cost carriers means that the period can be reduced to eight years, the pattern has been further distorted by many airlines having delayed maintenance during the pandemic but are now back flying at previous rates. As a result, demand is extremely high at the moment but, on the MRO side, companies are still facing post-Covid staff shortages and replacement training requirements as well as some supply chain issues, extending turnaround times. Looking further ahead, it seems likely that the 10-year limit may be extended to 12 years.

Revima

Olivier Legrand, group president and CEO of Revima, says the main facility at Caudebec-en-Caux, in northern France, which handles landing gear for Airbus (A300-600R, A320 Family and A330) and Boeing (747-400 F/ER/ERF, 747-8, 777, 787 and MD-11), overhauled 350 legs last year. Two thirds of these were for widebodies, which require 2.5 times as many man-hours as narrowbody landing gears. This year, the forecast is a throughput of 420 legs, a 20% increase.

He says the A300-600R and MD-11 markets are pretty flat, although the company has long-term contracts with cargo operators that are keeping the aircraft in service. The MD-11 work may receive a boost with the closure of Hawker Pacific Aerospace (see below), as Revima will be the only MRO source. The 747 market, again mostly cargo aircraft, has stayed around longer than expected but will probably start to decline in the near future.

The largest volume of work comes from the 777-300ER, with the number of contracts probably making the company the largest MRO provider. However, the 787 is set for significant growth, not least because Revima is a member of the Boeing Landing Gear Program. It will replace the 747 and will eventually become the main product in place of the 777. Overhauls now are from the 787-8 but the first 787-9 overhauls will start appearing in the next two years.

Introduction of the 787 has required significant investment. The legs are chrome free, using High Velocity Oxygen Fuel (HVOF) spraying to provide a greener and tougher surface. As machines have become due for replacement, the new equipment must be able to deal with the harder surface. Last year, this included a brand new CNC grinding machine and lathe, while a large grinder is scheduled for delivery in 2024 and a large boring machine in 2025. He notes that the surface on legs coming back for overhaul has been in good condition so investing in HVOF spraying equipment is not a priority at the moment. Another environmental initiative under development is the replacement of cadmium plating with zinc nickel plating, in accordance with the EU REACH program.

Turning to the post-Covid challenges, he feels the company could have handled more than 350 legs last year but for supply chain issues, where components that had always been available were suddenly unavailable. As a result, the company has had to spend an increased amount of time chasing suppliers, developing and proposing workarounds, sourcing used serviceable material, developing repairs and requesting OEM engineering assistance for consideration of adjusted tolerances. In addition, while some 500 people work on landing gear and the company suffered relatively few personnel losses because of its rural location, there was still a training requirement for new hires.

To complement its landing gear MRO services, Revima’s Normandy Aerospares business (the Used Serviceable Material entity of the Group) devoted a portion of its Yainville facilities (7 miles away from the Caudebec site) to carry out landing gear overhaul, especially with mid-life solutions. The market demand for these services is high, but, by its nature, is opportunistic, which did not work well with more planned MRO flow at the main facility.

Rémy Maitam is president, Asia Pacific at the company’s satellite facility in Thailand, at Chonburi, 60 miles north of U-Tapao–Rayong–Pattaya International Airport. It specializes in Airbus A320 Family and Boeing 737NG landing gear, although an agreement signed with Liebherr-Aerospace in April 2023 will see it expand into Airbus A350 nose landing gear MRO in Asia-Pacific. Construction of the 120,000ft2 facility began in February 2019 and was completed in March 2020. In parallel, there was a significant staffing and training program, with local recruits being trained at Revima headquarters. Staff from France also relocated to Chonburi to oversee initial maintenance. Now, he says, the staff are almost entirely Thai, supplemented by specialists from Hong Kong, the Philippines and Singapore.

The $40 million facility is equipped with the latest machinery and tooling, fully connected for smart monitoring and maintenance processes. It is environmentally friendly, with wide use of green chemicals and no waste rejection for its plating facilities. It is also equipped with brand-new machining and test equipment, to high performance non-destructive equipment. Annual capacity is up to 600 legs.

Part 145 certification (Civil Aviation Authority of Thailand, EASA, FAA) was achieved in early 2021 but capabilities were limited to disassembly and assembly, parts repair being outsourced to France. By mid-2022, full capabilities were available after plating and machining shops were added, including five-axis milling and grinding machines, hydraulic test benches and NDT.

Since then, operations have been in full swing, with 140 legs overhauled last year and 240 forecast for this year. The company counts low-cost carriers amongst its more than 30 regional customers, such as Citilink in Indonesia, AirAsia and its affiliate airlines AirAsia Cambodia, Thai AirAsia, Indonesia AirAsia, and Philippines AirAsia. As a result, he expects high throughput until early-2026, followed by a drop until work picks up again in late 2026/7. To fill the gap, it needs what he calls ‘spot opportunities’, such as a smaller airline or a single aircraft, even a single leg, perhaps after a hard landing. Again, aircraft delivery patterns can help identify potential clients.

The company has noticed increased corrosion levels on some recent landing gear, which may be related to aircraft grounding during the pandemic. He explains that, after removing corrosion, oversized bushings have to be installed in the leg barrels to keep the required diameter.

The facility is environmentally friendly, with widespread use of green chemicals and no waste rejection for its plating facilities. It will follow the lead from France in the future and replace cadmium plating with zinc nickel plating and hard chrome by HVOF coatings.

LTLGS

For Lufthansa Technik’s Landing Gear Services division (LTLGS), part of the Aircraft Component Services business segment, a major change is coming. Work is carried out at three locations at present:

LTLGS UK in London, located near Heathrow airport: predominantly Boeing (737, 767 and 777, the last 747 and 757 gears having been overhauled last year. The exception is the Airbus A380, with Collins wing- and belly-mounted main gear (four legs in total). Nose gear MRO for the A380 is the exclusive preserve of the OEM, Safran.

LTLGS Hamburg: predominantly Airbus (A320 Family, A330 and A340). The A350 is missing as, assuming the same 12-year replacement cycle as the A380, and with entry into service in early 2015, there is no need to build up landing gear overhaul capabilities just yet.

Hawker Pacific Aerospace in Sun Valley, California, which specialized in Airbus A300, A320, Embraer E-Jets and McDonnell Douglas DC-10/MD-11.

Unfortunately, Hawker Pacific Aerospace, which was acquired in 2002, has suffered years of financial difficulties, primarily because of work on legacy aircraft and a small market share. It has now been decided to wind down and eventually close it by 2025. The facility will stop taking in new gears in March at the latest, with closure in the summer months of 2024 after work is completed. The final closure is planned for some time in 2025. The aim is to fulfil all customer orders until the end of operations and to reach agreements on existing contracts. Lufthansa Technik’s management made sure that the company has established a comprehensive separation and incentive program for its employees, with the possibility to transfer to any other Lufthansa Group company.

Christian Rodarius, managing director/CEO of LTLGS UK points out that despite the difficult decision to wind down the operation of Hawker Pacific in the U.S., , the rest of the Lufthansa Technik Landing Gear network in London and Hamburg is flourishing. With work coming in from almost all the Lufthansa Group airlines (Lufthansa, Austrian Airlines, Eurowings and SWISS) as well as a worldwide customer base of passenger and cargo airlines, leasing companies and MROs, the workload is high, with around 350 legs processed last year in each of both locations. In addition, LTLGS also offers AOG support, an exchange pool for gear legs and a spares pool.

He says Covid caused some problems but a good throughput was maintained. This was helped by the size of Lufthansa Technik and its market power; even with supply chain problems, having a centralized purchasing process for the whole group is a huge advantage.

The Heathrow facility was previously owned by British Airways, dating back to Concorde days, although it has been extensively redesigned and upgraded since then, using Lean principles to form a U-shaped line inside the building, from goods inward to dispatch. Jad Kaakani, head of product line landing gear at LTLGS UK, explains that gears are cleaned, stripped and disassembled before inspection. Initially, they are placed on black trolleys, switching to yellow for inspection and purple for the rest of the process. Once the workscope has been established, piece parts are sent to various sections for repair and overhaul. They are accompanied by paperwork at every stage to avoid any omissions and to build a database that can help predict what will be required on a leg of a similar age.

The machine shop, with CNC grinders, can manage a range of tasks, including the manufacture of bushes and thread repair. The plating shop uses cadmium, chrome, Alucrom and nickel. Although the Heathrow facility is no longer in the EU, it still follows REACH program requirements. After final paint and inspection, the components come back together in an assembly area that has eight widebody and four narrowbody bays.

Kaakani says it is important to keep the facility constantly loaded and, indeed, the empty goods inward area at the start of the walkround had received a 777 main landing gear by the tour’s end.