are already coming in, even with lingering pandemic challenges such as a lack of raw materials, labor shortages, and high price points. “It’s going to take blocking and tackling to
fully recover from the pandemic and have all of our parts—and their pricing—available at a moment’s notice,” says Weeks. “Tat’s the long game, but we’ll get there, with a 24/7 network portal that reflects our understanding that time is money.” Additional improvements are rolling out
for exchange parts and expanded repairs. Weeks’s goal is to have exchange parts one dozen deep on the shelf. “When I joined MD, we didn’t have this, but we hope to be in a healthy position on our rotating inventory by the end of the year,” he says. MD has also adopted more strategic prac-
tices for expanded repairs. “In the past, MD would often replace slightly worn parts on customer aircraft with new parts. But that consumes new-parts inventory,” says Weeks.
A crew installs the myriad wire harnesses, not unlike those found in any modern aircraft, as part of the in-house completions process.
“Now, we’re working with partners to develop expanded repairs, and our overall process, our parts inventory, and our profitability are all trending up because of it.”
Taking It to the Field Te MD service network has 40 members: 35 Authorized Service Centers (ASCs) located
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across the globe and 5 supporting parts retailers. Te ASCs employ mechanics who are trained on MD aircraft and use MD parts, while its parts retailers sell MD parts to cus- tomers who aren’t near an ASC. Pedersen and Weeks agree there aren’t enough ASCs, and they’re working to change that. One example: Tere are currently 106
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