Maintenance supply chain teams all over the world have a problem. For every graduate with supply chain “skills,” there are six positions to be filled. And it’s only going to get worse. It’s expected to increase to nine to one soon. If you rely on purchasing high-value or large volumes of anything, this is a troubling statistic.
What’s one thing that will save you millions of dollars and months of your time?
Used Serviceable Material (USM).
Without them, you’d throw good money after bad, chase long, complicated lead times and get little OEM support, especially for older aircraft models.
That’s why this post is so crucial for you to read.
It’s a trend that has no foreseeable end, unless particular things happen within the aviation industry, of which, none exist.
The trend is, used serviceable parts are becoming more expensive and scarce.
Inventory is costly.
If you don’t have the back-end support you need, you’ll want to keep inventory on hand. It’s part of doing business. It’s your risk mitigation.
But if you do have the support you need, then inventory just becomes a burden. It’s also costly. You could have millions of dollars tied up in inventory that isn’t producing revenue for you.
What if you have multiple APUs in stock? Worse, what if you have more than you need?
You can’t purchase an APU without knowing the quality and still expect good results. Quality needs to be discussed and evaluated before you purchase.
There are a lot of aspects to quality, and they dictate everything from how much you spend to how long your lead times are…and how much stress you add to your workday.
A failure to properly purchase your APU can cost you thousands of dollars and hours of your time.
Between the financials, the POs, the chasing, the follow-up and all of the small details, there’s a lot to processing your APU purchases.
So what’s the best way to process your next APU?
Part number. Search. Mass RFQ. Repeat. By following this method, you’re leaving time and money on the table. Once you implement a few simple tips, you’ll streamline your APU sourcing process, making it more efficient, because at the end of the day you care about results.
There’s a secret to keeping your sanity when dealing with maintenance issues.
Ready for it?
Maintenance kits! Typically, the maintenance process looks something like this:
We need 3 c-checks completed. It’s a mad dash through crazy land to get it done (remember that thing about sanity?).
From us to our clients and everyone in between, there was a mass scramble to have the right parts in the right place at the right time.
Everything… and I mean everything… was handled at the very last minute.
The ironic thing is that almost all of this scramble could have been avoided with some foresight in planning and a pre-draw kit.
Hydraulic leaks disrupt an operation. The words AOG screech everyone into a panic. A frenzy.
Maintenance and engineering teams are the best to fix these issues in the field, but with a little bit of planning, your trusted material supply chain can help offset these risks.
In this video, we tackle three incredibly simple strategies to help further reduce your risk of hydraulic issues, in the field.
If you want to explore the hydraulic leak fly-away-kit, check them out right here.
As an MRO provider or operator, ATA 25 is a juggling act of miscellaneous equipment and furniture flying at you.
A coffee maker is damaged and there’s no aftermarket availability -- nothing, “ready to go.”
Paying list price from OEMs is an option, but still unreliable on manufacturing times.
According to Inside MRO, “capacity is not strictly limited to production. Often, the bottleneck is with engineering, given the high degree of customization involved, especially for first- and business-class seating programs.”
So, what do you do?
Here, we’ve compiled comprehensive data on what the next two years look like for ATA 25, as it pertains to total MRO demand.
Does sourcing aircraft part repairs make you want to scream?
Source. Process. Chase. Repeat.
Hundreds of part numbers. A dozen ATA chapters. And an overabundance of possible MROs, all over the world.
Being connected to many executives for large operators, I hear about this problem constantly.