Fixing the MRO deficit

Most business jets in the Middle East travel to Europe for maintenance. A raft of initiatives could increase operators' options

The maintenance, repair and overhaul sector has struggled to keep pace with the rapid growth of business aircraft in the Middle East. ExecuJet and Jet Aviation have large maintenance shops as part of their fixed-base operations at Dubai International airport and some operators carry out their own line checks, but many of the region's business jets have to travel to Europe for even the most routine repairs.

However, this could be on its way to being fixed. A number of announcements made around the MEBA show next week should see a major investment in local infrastructure over the next few years.

© Rizon Curtis: availability of maintenance support in region is poor

Abu Dhabi's Prestige Jet earlier this year launched its own maintenance brand, Prestige Technique, and will team with the USA's Duncan Aviation to provide engine and airframe overhaul services.

Although Prestige chief executive Faris Deeb is reluctant to talk details and dates, the plan is to open a shop at the planned business aviation-only airport at Al Bateen air base in downtown Abu Dhabi, followed by a series of small maintenance centres around the region.

These will mainly be staffed by technicians able to provide rapid, mobile aircraft-on-ground support. "The operator's main concern is aircraft dispatchability. Our travelling AOG team will fix the aircraft to a level where it can fly," says Deeb.

Following that, Prestige plans to open a major MRO centre in Jordan. As well as good land prices, economic stability, a well-trained workforce and an aviation heritage, the kingdom has the advantage of being neutral, with business and political links with all its neighbours including Iran and Israel, says Deeb.

He believes it was essential to hook up with one of the foremost business aviation services specialists rather than attempt to go it alone in MRO. "I did consider it, but there are very humble technical capabilities in this region," he says. "We can find engineers with spanners and ratchets, but it needs a network of logistical support, spare parts etc. We needed an aggressive player with lots of experience."

THIRD-PARTY MAINTENANCE

Bahrain-based charter start-up Rizon Jet, now 18 months old, plans to open what chief executive Will Curtis describes as a 3,500m² (37,675ft²) "state of the art" third-party maintenance facility in the island state, as well as a second facility at London's Biggin Hill airport. Availability of top-class maintenance support in the region is poor, he believes.

"We will be filling a big gap. People in this region are very discerning about service. You see that with their spending habits elsewhere. Yet the experience of third-party maintenance here does not match that expectation. We plan to change that," Curtis says. The mistake some providers make is employing "someone just about able to do the job", he contends.

"You can save 25% on salary, but that he will cost you 20 or 30 times that if things go wrong. In this business, margins are tiny and potential losses are huge. The difference could be just one or two mistakes a year."

Longer-established charter providers in the region are also eyeing the MRO market. They include Falcon Aviation, which plans to make an announcement at MEBA following its move this year from being a helicopter-only operator into fixed wing, and fellow Abu Dhabi firm Royal Jet, which has its own line maintenance facility for its Gulfstream fleet but is considering a move into third-party services. "We are in discussions with various parties. It's an area of intense interest for us," says Royal Jet vice-president commercial John Morgan.

The region's main two established MRO providers specialise in certain brands and types. Jet Aviation, which has facilities in Saudi Arabia as well as Dubai, is an authorised service centre for the Boeing Business Jet and Gulfstream GIV and GV, Falcon 900 and 2000 and Hawker 800 series.

Its Dubai hangar is big enough for two BBJs. ExecuJet, whose FBO is next door to its rival at the Dubai airport free zone, is approved for all Bombardier aircraft and the Gulfstream G150 and G200, as well as Honeywell engines and auxiliary power units.

However, with the Middle Eastern business aircraft fleet estimated to double in four years' time to around 700 aircraft, supply still lags behind demand, says Rizon's Curtis: "There needs to be a dramatic increase in maintenance facilities."

Source: Flight International