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Aviation History
1993
1993 - 0090.PDF
Wherever you need it, we ship it. At once. One of the world's largest stocks of air craft parts is as close as the phone on your desk. A call or fax to the nearest Satair office in Asia, Europe or the U.S. gets immediate action. Urgently needed parts are shipped on the first available flight if you're on our customer list. Not on our list? Then here's a chance to do something about it. Complete the coupon and mail or fax it to your nearest Satair office (see addres ses below) now. It's how you too can get smooth, fast follow-up on your orders. Wherever needed! i 1 • OK, send us what it takes to get on your customer list We can't accept delays getting spare parts. • OK, send us full information about Champion. • OK, send us an overview of SATAIR capabilities. Company: Postal Code: City: Country: Act Now! Mail or fox the coupon to your nearest SATAIR office. Champion Igniters. Smooth and fast support on Champion Igniters and other Champion products from SATAIR. HEADQUARTERS: SATAIR A/S AMAGER LANDEVEJ147 A, DK-2770 KASTRUP, DENMARK PHONE: + 45 32 47 01 00, FAX: + 45 31 51 34 34 USA: SATAIR USA INC. 727 SULLIVAN ROAD, ATLANTA, GA 30349, USA PHONE: 404 991 7900, FAX: 404 991 7911 SINGAPORE: SATAIR ASIA PTE. LTD. 8 LOYANG LINK, SINGAPORE 1750, SINGAPORE PHONE: (65) 543 0977, FAX: (65) 543 0737 THIRD-PARTY AIRLINER MAINTENANCE DIRECTORY It has never been necessary to be an airline in order to be successful in the airliner maintenance market, but it certainly makes the product marketing easier because of natural high visibility. Today, however, an increasing number of specialist maintenance companies are pro viding a high-quality service at the lowest possible cost, points out US aviation man agement consultants Tower Perrin. In Changing Horizons in Aircraft Maintenance, a study of the worldwide market conducted for an airline with "fairly sizeable third- party business", the company cites such independent service companies and manufacturers as Tramco, AAR, Lockheed, Sogerma and Aviall. "Aircraft maintenance is more a service business than a technical business," con cludes Towers Perrin transportation con sulting services vice-president Richard Bond. The consultancy surveyed engineer ing, maintenance and marketing managers at more than 40 airlines, leasing companies, manufacturers and service companies. Tow ers Perrin's client — identified only as a northern-hemisphere airline — wanted to understand the effect of price in a market perceived as suffering from over-capacity. Bond points out that the projected de mand for maintenance has slowed in the past two years as airlines have retired older aircraft and maintenance capacity has grown, with the prospects of any capacity shortage for the future now seen as remote. The increasing capacity in the market sees this year's Flight International Third- party Maintenance Directory extended to three parts, devoted respectively to Europe, North America and the Rest of the World. This European listing tabulates the heavy- maintenance capacity services offered by 110 European-based airlines, manufacturers and independent companies to third-party operators of 5,700+kg aircraft or their engines. (See notes on below and on P 39.) This increased worldwide capacity is ex pected to be sufficient for "...at least the next seven to ten years", according to Towers Perrin. A major factor in supply growth has been the reduction in military fleets, says Bond. He says that companies with infrastructure devoted previously to military work are looking to the civil arena for work. Bond names Lockheed in the USA and Singapore Aerospace as "...two of the most aggressive leaders" of this trend. The restructuring of Western European airlines will restrict growth in the market and there will be a definite decline of military demand: "No supply growth is expected". Capacity in Eastern Europe will grow, however, as low labour costs and favourable government policies attract com panies from elsewhere in Europe, Asia and the USA, according to the Towers Perrin study. The Lockheed involvement with Hungary's Malev is typical: "A well- capitalised company with management and technical expertise coupled with a local company with low-cost labour, some indig enous maintenance needs and local govern ment support." Customer service has become increas ingly important in maintenance as clients demand improvements in technical quality, flexible scheduling, error-free documenta tion and billing. The change is being led by non-airline companies, says Bond, who at tributes it to recognition of future develop ments or necessity driven by lack of a captive market. As globalisation begins to minimise re gional differences, Towers Perrin predicts that price will become especially important in Europe and North America where cus tomer airlines are under the greatest pres sure to reduce costs. Bond says that poor profits are preventing some operators in these regions from gener ating enough cash flow to fund capital requirements, which is driving many to consider contracting out maintenance work rather than to invest in improved capability. Asian airlines also face pressure on their funds as they prepare for aggressive fleet growth to meet a growing local demand for air travel. The airline-maintenance market study concludes that with supply growth outstrip ping demand the results are predictable: "The best suppliers will get stronger, the weaker suppliers will be forced out of business, and customers should benefit." Notes on tables This Flight International Third-party Air liner Maintenance Directory covering 113 European companies is an update of the information published almost 12 months ago (Flight International, 6-12 February, 1992). Although we have sought new information from all companies, where no response has been received (in time for inclusion) we have retained previous de tails rather than abandon the entry. Tables are arranged in alphabetical order, by company within country. They are de signed to provide a simple indication of the level of heavy-maintenance capability offered to other airlines or to operators of other manufacturers' engines or aircraft. We have done our best to ensure accuracy, but a few companies who maintain aircraft and engines may not appear, since they do not meet the criteria of serving third parties or of handling aircraft weighing 5,700kg or more (or their engines), or they specialise in components rather than whole airframes or engines. Companies which have not received our questionnaire but which feel they meet those criteria should contact us for future inclusion. 36 FLIGHT INTERNATIONAL 20 - 26 January, 1993
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