ATR Images
ICF SH&E analysts point to ATR as a leader in OEM air transport aftermarket product service and support. ATR’s Global Maintenance Agreement (GMA) program is a materials solution that includes access to spares pools and management of rotable repair services.
The OEMs intend to leverage their fleet-wide data to improve their position. The 787, A350 and A380 are all very data-intensive. The 787, for example, transmits 28 times more data than the 777, according to Boeing. And even the 747- 400 is data-rich, the company says. However promising this area is, some basic questions remain to be answered. “A key debate today and in the future is who owns and gets to leverage the data on these aircraft—the OEMs and/or the airline MROs?” asks David Stewart, vice president of the aviation management consulting firm, ICF International. Beyond that, “Will independent MROs get access?” he adds.
Boeing and Airbus also have dipped into heavy maintenance, and that is a source of data. Boeing has a 60 percent share in Boeing Shanghai Aviation Services, a JV with China Eastern Airlines. Airbus has a share in Sepang Aircraft Engineering, Malaysia, and EADS has a 20 percent share
in Dublin Aerospace, Stewart says. Airbus also has a network of 18 MRO facilities.
Component Support A big trend is integrated component support, explains Kevin Michaels, the leader of ICF’s aerospace and MRO practice. These programs bundle component MRO and asset management with at fixed-rate, power-by-the-hour (PBH) –type pricing. They are an important element of Airbus’ Flight Hour Services (FHS) and Boeing’s GoldCare offerings. Component support will be increasingly important in coming years, Michaels says. “Probably as much as 50 percent of the decisions over the next five to 10 years could go [to integrated component support programs],” whether it’s the OEMs, independents or the airline MROs that get the business. “The airlines don’t want to own non-productive assets.” Component support is the fastest-
growing area of the airframe OEM aftermarket offer because it gives the most
value, Stewart adds. “It allows airlines to avoid investment in inventory and reduces complexity because there is only one supplier to deal with. But it’s still immature, and the airframers own less than 5 percent of the components business.
ATR ATR is the OEM leader in air transport aftermarket product and service maturity, Stewart says. The company’s Global Maintenance Agreement (GMA) program is a materials solution that includes access to spares pools and management of rotable repair services, he says. ATR introduced GMA in the early 2000s to help sell airplanes, but since that time the program has come into its own, he says. ATR cites the advantages of a single interface, enhanced spare parts availability, performance efficiency and quality management. It describes GMA as a combined cash flow, time saving, operational and accounting lifecycle tool.
Aviation Maintenance |
avm-mag.com | April 2013 31
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