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Aviation History
1994
1994 - 0085.PDF
THIRD-PARTY AIRLINER MAINTENANCE DIRECTORY PART ONE-EUROPE Compiled by Jenny Long Although Europe has yet to see the type of traumatic rationalisa tion in third-party maintenance which has afflicted the USA, limes are still tough. A series of trends working in opposition to each other make the future difficult to predict. On the one hand, the rate of fleet replacement is slowing down, as carriers defer orders and delay decisions, so that fleet ages will increase faster than ex pected. An Avitas study suggests, how ever, that aircraft need to move into the second decade of service before their maintenance workload jumps markedly. Nevertheless, this effect will unquestiona bly tend to improve business prospects for the third-party suppliers. On the other hand, the fleet renewals already under way — driven by tough European noise and emission standards — are still flattening maintenance demand. New-generation engines are particularly maintenance-free and the switch away from tri- and quad-jets to twins is forcing a decline in average ship-set number. In any case, airlines are stretching service intervals — especially for D- checks — as far as possible. Their fero cious drive to cut costs is also ensuring tight margins for the third-party sector. Previous predictions of a strengthening modification market also look a little sick and, indeed, the over-capacity in that sector will be a major driver behind whatever shake-out occurs. Notes This Flight International Third-party Airliner Mainte nance Directory, covering over 70 companies in Europe, is an update of the information published in the issue of 20-26 January, 1993. We have sought new- information from all companies, but, where no re sponse has been received in time for inclusion, we have retained previous details rather than abandon the entry. The tables, arranged in alphabetical order by company within country, are designed to provide a simple indication of the heavy-maintenance capability offered to other airlines for aircraft weighing 5,700kg or more (or their engines). Companies which special ise in components rather than whole airframes or engines are not included. Key Licensed engineers Numbers of licensed airframe/ engine/avionics: Where no accurate figures arc given, a (I) = 0-10; (II) = 11-25; (111) = 26-50; (IV) = 51-100, or 100+. An * indicates a combined total of all disciplines. Specialisation Maintenance specialisations — air frames or engines — are indicated by A and E. Approvals Approval from major airworthiness author ities to conduct overhaul, repair, maintenance or modification work is indicated by the abbreviations FAA (for US Federal Aviation Administration), CAA (UK Civil Aviation Authority), DGAC (France). Local national approval is indicated by "Nat", and holders of a variety of approvals are shown by "Var". Aircraft type As a rough indication of the range of maintenance available, the principal makes accepted are listed. Some designations arc abbreviated. Please note that the list is not exhaustive. Capacity The hangar capacity available for dedicated overhaul/maintenance work has been derived by asking companies how many aircraft they can accom modate if the aircraft are all of a similar size: ie, all are widebodies, all are narrow-bodies or all are commuters. Overhaul checks and additional services Maintenance companies offering B, C and D checks, modification services, holding supplemental type certificates (STCs), or able to fit new interiors, or to paint aircraft, are marked by •. Engines Powerplants have been divided into four groups. These comprise large turbofans, small turbo- fans, turbojets and turboprops. Turboshafts are listed under the lurobprops heading. FLIGHT INTERNATIONAL 12 - 18 January, 1994 35
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