Francisco Zozaya, Chief Commercial Officer at JSSI, recently spoke with Corporate Jet Investor (CJI) on the maintenance bottleneck business aviation sees in Q4, what gives rise to it, and how business aircraft owners and operators can beat the backlog. 

Read the full article in Corporate Jet Investor’s H2 | 25 Magazine.

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Background

Beating the autumn bottleneck for business jet maintenance takes planning and decisive action, according to experts. CJI sought advice from JSSI, Desert Jet, Elevate, and Jet Access.

Once a seasonal inconvenience, post-Covid pandemic, the Q4 maintenance bottleneck has become increasingly severe, driven by an ageing fleet, higher utilization, a lack of staff, and a constrained supply chain.

These problems arise all year round, but by the time Q4 arrives, owners and operators find themselves competing for shop space, staff, and high demand for parts – all while under the pressure of year-end deadlines such as such bonus depreciation.

Supply Chain Crunch

Although improved since the dark days of the Covid pandemic, the year-end supply chain crunch is still far from resolved, according to Zozaya.

The industry continues to face shortages of critical parts, which is still causing some maintenance events to take three to five times longer than pre-pandemic. This delay also affects rental engine availability: engines remain on-wing longer, reducing the pool of lease assets and, in some cases, forcing operators to ground aircraft.

JSSI offers a range of maintenance services including hourly cost maintenance (HCM) programs which offer event oversight, planning, and MRO scheduling. Zozaya says JSSI programs support the “most diverse fleet” in the business aviation industry, covering engines, auxiliary power units (APUS), airframes, and ‘Tip-to-Tail^®’ solutions.

The company also offers Traxxall for maintenance tracking, inventory, and MRO management, as well as parts sales and exchange services, and a large portfolio of rental engines and APUs.

According to Zozaya, aircraft and engine models that are no longer in production are experiencing the longest lead times for parts. In some cases, manufacturers have ceased support for these platforms, and certain components are no longer being produced. “This can create situations where no rental options are available, further complicating maintenance planning,” he says.

So how can owners and operators mitigate the delays? First and foremost, avoid unnecessary maintenance, says Zozaya. “Avoiding optional or elective inspections like PPIs or full borescope inspections can help prevent unexpected findings that might ground the aircraft for extended periods.”

Scheduling maintenance events as far in advance as possible is also critical. While collaborating closely with a maintenance program provider allows for proactive solutions, including securing parts and maintenance repair and overhaul (MRO) slots add of time, adds Zozaya.

The fourth quarter rush typically saturates the ecosystem. With the reinstatement of 100% bonus depreciation in the U.S., JSSI expects an increase of buyers aiming to close deals before year-end, which can further strain turnaround times. Strategies to alleviate this strain include advance planning and scheduling, avoiding heavy discretionary PPIs in the fourth quarter, and leveraging maintenance programs.

By taking advantage of these programs, in particular, owners and operators can reduce the need for invasive checks at time of transaction, as the program provider assumes risk rather than the new buyer, Zozaya explains. Exploring alternatives, such as component exchanges instead of full overhauls, by working with partners that offer access to rotable pools, can also offer a solution, he adds.

CJI Conclusion

From operations in California to Indianapolis to global maintenance and parts programs, the message is clear – capacity, in parts, people, and shop space, is being outstripped by demand.

With supply chain constraint set to continue, OEMS delivering more aircraft later in the year and incentives such as bonus depreciation boosting transaction levels, the bottleneck is set to stay and could grow tighter. Creating an environment resembling the year end rush for most of the year in some regions.

Yet there is also consensus on the solutions. Planning ahead and getting it done early, from six months to a full year in advance, remains the most effective tool. Scheduling major inspections in summer or early autumn, prebuying long-lead parts, and aligning downtime with periods of lower utilizations can also help.

While predictive tracking can forecast inspection needs months ahead, maintenance programs can protect buyers and sellers from some of the transactional disruption that drives Q4 congestion.

The problem is one shared by all, so the solution has to be too. Operators who adapt their planning habits, providers who expand capacity creatively and an industry investing in its workforce all have a role to play. The seasonal maintenance bottleneck looks set to worsen, but it offers an opportunity to build more resilience.

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Read the full article in Corporate Jet Investor’s H2 | 25 Magazine.