Aviation Week Ranks Biggest Airframe MROs

By Lee Ann Tegtmeier leeann.tegtmeier@aviationweek.com
Source: AWIN First

El Al Tech, which supports El Al Israel Airlines and third parties, targets next-generation narrowbody service expansion because the carrier is set to receive 6-8 new Boeing 737-900s. The eventual 23-aircraft fleet could increase its third-party base and heavy maintenance customers. The company completed 30,000 airframe maintenance man-hours for third-party customers last year.

Timco acquired a regional jet maintenance facility in Cincinnati last year and expects “to continue to add to existing regional jet capabilities” there in the next year, says Kazmerski.

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.

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