Line Maintenance Challenges & Opportunities October 3-5, 2017: London, United Kingdom
TODAY S AGENDA The Multiple Hats of Line Maintenance Line Maintenance Market Demand Make/Buy Considerations To Phase or Not to Phase 1
LINE MAINTENANCE PRIORITIES Line Maintenance technicians wear several hats and must manage numerous, often competing, priorities Hat #1: Priority: On-Time Performance & Dispatch Reliability Troubleshooting live aircraft at the gate Deferred defect rectification & MEL approval coordination Airworthiness release Hat #2 Priority: Scheduled Maintenance Overnight maintenance checks A-checks Scheduled component removals & engine washes/changes Hat #3 Priority: Cabin Condition & Appearance In-flight entertainment (IFE) Premium seat defect rectification Galleys & lavatories Alton analysis 2
LINE MAINTENANCE MARKET DYNAMICS Line Maintenance market demand continues to experience strong growth Alton Insight USD $B $70 $60 $50 MRO Market Demand $66B Line Maintenance remains the least outsourced of MRO segments; airlines consider it a core competency and critical to customer service $40 $30 21% Labor cost accounts for approx. 85% of Line Maintenance cost; 15% for material $20 $10 $0 Total MRO $14B Line Maintenance Demand for cabin interiors, inflight entertainment (IFE), in-flight connectivity (IFC), and aircraft health management (AHM) are experiencing significant growth Source: IATA MCTF, Alton analysis 3
Cost per Aircraft LINE MAINTENANCE SOURCING CONSIDERATIONS Line Maintenance outstation make/buy analysis & sourcing considerations Alton Insight Make Capital and operating costs (e.g. tooling, inventory, GSE, material storage, offices, IT, recruiting, etc.) Buy Flexibility to scale flight activity and layovers (up or down) Operational control and manpower prioritization 0 10 20 30 40 50 Aircraft per Station Availability of qualified suppliers Fleet type experience and troubleshooting expertise Ability to sell third-party Alton analysis 4
LINE MAINTENANCE A-CHECK SCHEDULING ALTERNATIVES To phase or not to phase, that is the question! Phased A-Check Program Optimize ground time; take advantage of overnights A1-A8 Checks, tasks scheduled ~ every 10 days Planned aircraft out-of-service time = 6-8 hours (one shift) Cabin items and scheduled component removals (time permitting) Deferred C-Check items (if tooling & material availability) vs. Block A-Check Program Operational buffer; plan it, find it, fix it Single A-Check, scheduled ~ 90 days Planned aircraft out-of-service time = 14-18 hours (1.5-2 shifts) Planned deferred C-Check items, cabin items, & scheduled component removals Dispatch a clean aircraft: Pre-planned availability of parts, paperwork, tooling, manpower, skill, etc. Higher Operational Risk Lower Operational Risk Alton analysis, typical new generation narrowbody aircraft 5
PANELIST DISCUSSION Pedro Artola: Head of Line Maintenance, Iberia Maintenance Scott Diaz: Director of Business Development, FEAM Maintenance / Engineering Ken Jones: Director Electronic Data Standards, ATA e-business Program 6
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