Fokker Services, which had 230,000 aircraft maintenance man-hours in 2012, plans to expand Bombardier Dash 8 Classic aircraft capabilities in the Asia-Pacific. It cites redeliveries of Airbus A320s and 737s, as well as expanding ATR redeliveries and maintenance work as growth opportunities.
Naturally, many MROs are eyeing component and engine capabilities to broaden their offerings and support of these new aircraft. In the next year or two, expect Ameco Beijing, which performed 1.8 million line-maintenance man-hours in 2012, to add big-thrust engine repair and widebody landing-gear repairs.
Because landing-gear overhauls occur about every 10 years, A320s and 737s delivered around 2003-04 should buoy this market segment. For this reason, Dublin Aerospace, which splits its business between aircraft, landing gear and auxiliary power unit MRO, expects to see the “largest percentage increase in landing-gear overhaul” in the next year or two, says Frank Burke, head of sales.
Malaysian Airlines Engineering & Maintenance expects component repair and overhaul to be its biggest growth opportunities over upcoming years, too.
AFI KLM E&M is focusing on engine and component support but is developing a “worldwide MRO network, close to customers, via its subsidiaries, JVs and partnerships,” says a company spokesman. Examples include opening a component workshop in China this year, launching a joint venture in the U.S. with Bonus Tech and Bonus Aerospace that specializes in engine teardowns, and planning to build a composite and aerostructures workshop at Paris Charles de Gaulle Airport.
Iberia, which became part of the International Airlines Group with British Airlines in 2011, has been steadily increasing its maintenance division's third-party component and engine business in the last couple of years. Part of its success stems from introducing Lean processes, which have increased throughput and decreased turnaround times and costs. New products include IAE V2500 engine and A340 landing-gear MRO—as well as structural and interior airframe modifications. In 2012, Iberia Maintenance performed 122 C and D checks, redelivered 26 aircraft, modified 15 aircraft interiors and completed 18 casualty checks.
British Airways Engineering, which declined to provide its 2012 maintenance man-hour numbers, is busy getting ready for BA to accept its first A380 and 787 this summer. Its Learning Academy at London Heathrow Airport added 787 and A380 and Trent 1000 engine maintenance training classes for customers to leverage the airline's experience with the new aircraft and systems. In related news, in April it announced that it partnered with AJ Walter Aviation to support Azerbaijan Airlines' 787 components starting in 2014.
The largest European MRO group in our survey—by both airframe man-hours and revenue—is Lufthansa Technik, whose 4.1 million airframe man-hours include its European facilities in Berlin and Hamburg; Budapest, Hungary; Malta; Shannon, Ireland; and Sofia, Bulgaria, as well as Lufthansa Technik Philippines. Its Malta facility, which celebrated its 10th anniversary last month, logged 750,000 total labor hours—including structural work, painting and cabin modifications—in 2012 for Lufthansa, Brussels Airlines and other international operators.
Lufthansa Technik already offers a comprehensive one-stop shop approach, as well as “total” bundled airframe, engine, material, technical support, landing gear and component packages. And on June 14, it signed a long-term cooperation agreement with supplier Liebherr Aerospace to exchange component process and document management. This could signal prospects for deeper customer-service packages for Liebherr products.