![]() ![]() “The 737 maintenance market is a relatively mature market, which means that maintenance providers need to offer innovative solutions to distinguish themselves,” Groenenboom points out. With such a large 737 fleet across the world, some of the newer players are making waves in 737 MRO, too. There are many big players Lufthansa Technik, Delta TechOps, SR Technics and so on. Just because the OEM is upping its game in the aftermarket, does not mean it will have things all its own way. Service providers, whether an OEM or independent MRO, need to make use of the aircraft’s increased capability to transmit and analyse valuable maintenance data in a timely manner.” “Boeing bought KLX last year (increasing their parts distribution activity), they recently partnered with SR Technics to compete on the Airbus component support market and, like most OEMs, they also aim to provide digital services to airlines. “We wouldn’t say that the way the global fleet is maintained has changed, just that with the increased focus of Boeing on the aftermarket, MRO is an ever more competitive environment,” Groenenboom observes. But how has the way in which Boeing itself has developed its support services, affected the way in which the global fleet is maintained? Once the immediate imbalance has settled, therefore, ICF expects little change in the demand. However, keeping in mind the high commonality between the MAX and the NG (engines aside), the 737 market as a whole should increase significantly over the next 10 years, only the split of MAX versus NG may look a bit different with the current delays.” “Boeing has advised that they are reducing the production rate of the 737 line from 52 to 42 per month for now. “The NG fleet is expected to reduce by around 2,000 aircraft over the next 10 years and by 2028, due to the higher average fleet age, the 737NG MRO spend will decrease by only 9 per cent compared with today. “We estimate that the global MRO market for the 737NG will be around $16 billion in 2019,” he remarks. Joost Groenenboom, principal at consultancy ICF International, has been assessing the MRO market for the type. The grounding is certain to affect the demand for maintenance of the 737NGs in the global fleet. The rule meets a requirement of the 2018 FAA Reauthorization Act.Although Boeing steadfastly refuses to confirm whether there was a design fault in the manoeuvring characteristics augmentation system (MCAS), which has been identified as playing a major role in both accidents, efforts are underway to make the system ‘better’.Īt the time of writing, the grounding of the worldwide fleet looks set to continue well into the third quarter of the year, with no further deliveries until the recertification and revamped pilot training had been completed successfully. In 2022, the FAA proposed the rule after seeking recommendations from aircraft manufacturers and labour partners. The Biden-Harris Administration made this rule a priority in 2021. “ No pilot should have to worry about an intrusion on the flight deck,” said Acting FAA Associate Administrator for Safety David Boulter. Transportation Secretary Pete Buttigieg.Īircraft manufacturers are required to install secondary barriers on commercial aircraft produced after the rule goes into effect. ![]() “E very day, pilots and flight crews transport millions of Americans safely – and today we are taking another important step to make sure they have the physical protections they deserve,” said U.S. The final rule mandating the additional barrier will protect flight decks from intrusion when the flight deck door is open. The Federal Aviation Administration (FAA) will require a secondary barrier on the flight deck of new commercial aeroplanes to ensure the safety of aircraft, flight crew and air passengers. ![]()
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