was authorized to perform electron beam welding repairs for fan mid shaft tang replacements for CF6-80C2 engines. It is the only provider in the world licensed to perform this task, Weber says. Although it is scaling back on D-checks for widebody aircraft where other regions may have a competitive advantage, AFI KLM E&M has added new products such as the 380, 787, E-Jet, CFM 56-7, GE90, CP7000 and engine parts repair.
Painting in pr ogr ess on a Boeing 747-400 at Lufthansa T
Aero Maintenance Group (AMG) to 100 percent, obtaining full control over its strategy in North and South America. This summer AFI KLM E&M also opened its new engine test cell for VBEs at its facility at
echnik in Hambur g.
Charles de Gaulle airport, which ultimately will be able to handle 110 VBEs a year. The engine test cell will accommodate the GE90- 94/114 and GP7200 power plants. Recently, its engine shop in Amsterdam
Fair Play? Some OEMs are trying to create new rules through their product support agreements, Weber says. They are trying to restrict access to their data through their intellectual property (IP) rights, he explains. If an independent MRO wants to enter the repair and service market for a series of part numbers made by a component OEM, “either the MRO buys license rights to get the original manufacturer’s documentation, or it just cannot access the repair market for those components.” “There is no free lunch,” Weber adds, and if you add the adverse effect on competition that is caused by unfair restrictions, “we strongly believe it would not be in the interest of the industry, and that the airline community will react.” Competition is good, he quips, but fair competition is better.
A key advantage of an airline MRO like AFI KLM E&M is that it “offers a closed-loop experience since we fly aircraft and maintain them,” Weber says. As part of an airline, the
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