It wasn’t the New Year’s Eve 2012 memorythat the passengers and flight crew wanted. Spirit Airlines Flight 403 had just landed at Fort Lauderdale-Hollywood International Airport in Florida. While taxiing to the gate the Airbus A320 clipped the tail of a US Airways A320 parked in a remote part of the runway. The collision caused a gash in the tail cone section of the US Airways aircraft. The Spirit aircraft suffered no damage, but the incident caused consternation at Spirit Airlines, which said it was not advised by air traffic control of the presence of the other aircraft.
A J Walter Aviation’s (AJW) recent acquisition of the component maintenance business of bankrupt Montreal-based Aveos Fleet Performance is a two-part story. One half tells how an opportunistic London-based company continues to strengthen its aircraft services empire worldwide with this purchase. The other half of the tale reveals how component maintenance is growing faster than airframe and engine maintenance and how AJW is capitalizing on the trend.
Fuel hedging has helped ensure airlines for years against revenue-eroding fuel spikes, but fuel price volatility today is prompting some carriers to reevaluate their hedging programs and, in some cases, look elsewhere for savings.
When Boeing purchased Dallas-based Aviall in September 2006, the acquisition sent a two-part message to the aviation community. Boeing had snagged a top player in the aftermarket community, and the news also seemed to indicate a change in its mindset that everything had to be controlled tightly in-house, even the sale of aftermarket parts. Acquiring Aviall showed that the once-resistant-to-change OEM was willing to delegate some of this segment of the business to another company and concentrate on what it does best: Building airplanes.
THE DEVELOPMENT OF AFTERMARKET parts specialist AirLiance Materials could be compared to that of a child. For the first years, parents watch the child carefully. But as it grows, the more-confident offspring seeks out others to broaden its horizons.
When airline alliances first were formed in the late 1990s, joint purchasing revolved mainly around the areas of marketing and customer service and rarely produced significant savings. In some cases, the purchases were more trouble than they were worth, alliance executives remember.
WHEN IT SURFACED YEARS AGO, radio frequency identification technology was heralded as a breakthrough tool in supply chain management. But while manufacturers and users continue to refine and test it through pilot programs, RFID still is not considered ready for prime time, interviews with the technology's experts indicate. Cost of implementation, resistance to switching from existing technology and competing budgetary demands have slowed its adoption by OEMs, airlines and maintenance, repair and overhaul facilities.
IS IT SAFE? WILL IT MITIGATE A
looming pilot shortage? Will it reduce training costs over time? These are but a few of the questions raised by ICAO's new Multi-Crew Pilot License, an alternative method of training air transport pilots by relying far more heavily on simulators than on actual flying time and greatly compressing the amount of time it takes to train an airline pilot (ATW, 10/05, p. 51). For example, under the MPL the applicant may spend as few as 60-70 hr. at the controls of an actual aircraft.
Integrating the information technology systems of America West Airlines and US Airways, carriers with vastly differing operating methodologies and cultures, may be a watershed event for IT vendors and airline users alike.
US Airways Senior VP and CIO Joe Beery says the merged airline is an industry "pioneer" owing to the noticeable differences between the large, inflexible legacy IT systems of US Airways and the more nimble in-house applications developed by America West, which Beery joined in 1999 from Motorola Semiconductor.
Maintenance, repair and overhaul organizations are investing millions of dollars in IT systems to manage their operations. Those facilities equipped with the latest software are far more likely to get the work than those without IT.
The looming shortage of commercial pilots has pushed the training solutions business into hyperdrive. Based on estimated growth of the world jet fleet to more than 5,000 aircraft by 2024, Boeing's Alteon Training subsidiary calculates that the world's airlines will need 17,000 additional pilots each year simply to handle new aircraft arriving over the next 20 years.