The Future of MRO (#18)

The future of the aviation industry seems to be interesting and diverse. With developments in the field of drones, eVTOLs and making commercial aircraft more sustainable. But how do you ensure that all these developments can also be maintained and repaired?

It’s an honour to host Anoop Singh Bamrah in this month’s Vision Board. Anoop will share his thoughts on the future of Maintenance, Repair and Overhaul (MRO). Can MRO keep up with the developments?

Anoop Singh Bamrah FRAeS is an owner of aerospace and aviation companies offering complete service provision. As the Executive Director of 45yr established and family-owned Falcon Flying Group , headquartered in London Biggin Hill Airport with bases in UK & Europe, Anoop heads the company alongside his father, Mr Amarjit Singh Bamrah , and his brother, Mr Shonu Singh Bamrah . In 2019, his career progressed further as one of the founders and the Executive Director of the BSA - British School of Aviation , headquartered in London Luton Airport . He started his career as a youngster spending weekends and holidays working alongside his father and brother in their MRO, supplying services to GA across England and Europe.

Despite being a keen pilot and having many years of experience working in the hangar, his attentions were always firmly on business, growth and creating a sustainable aerospace supply chain with a journey that others sought to join. Responsible for the creation of multiple CAA International - Part of the UK CAA and other national authority approvals, he continued to focus his attention on building solid offerings with scalability in mind but always ensuring the “people experience” was first. In 2019, after founding the British School of Aviation with his partners Shonu Bamrah, Richard Cooper , and VERUTH HOLDINGS LIMITED , he has continued to push through the socioeconomic barriers faced with government and industry. He looks to create a “different way of doing business” within aerospace, advising foreign governments and educational institutions.

The Future of the MRO Industry

By Anoop Singh Bamrah FRAeS , Executive Director & Owner at the Falcon Flying Group and the BSA - British School of Aviation

Here I take a brief glimpse at the MRO industry and how we expect to see it change because of new technology. MRO is an abbreviation for Maintenance, Repair and Overhaul – recent years have seen this as the most used term for an aircraft maintenance organisation.

Whilst aerospace sectors and different industries have always embraced and adopted new technology quickly, maintenance has always lagged. This is partly due to the very nature of maintenance and the fact that it is dependent on so much human interaction, and partly because of regulatory barriers, not to forget cost. It took the Covid 19 pandemic for national authorities to accept the recognition of online teaching in the Part 147 world though flight training, not to mention nearly any other industry speciality, had been conducting synchronous online teaching and similar teaching methodologies for nearly a decade already. The industry very quickly understood that we needed to be more adaptable. Logistics and supply chains ground to a halt, workforces were unable to gain entry to premises, and vessels were unable to fly. All of this has accelerated the requirement to implement greater use of technology, data analytics, machine learning and robotics.

As it stands, the market outlook (courtesy of Boeing ) predicts approximately 700,000 aircraft technicians required in the next 20 years. But how does this stack up against the growing usage of automation in aircraft inspection, maintenance tasks, and surveying. Will we become truly an automated industry? There is no doubt a push for investing in technologies that will reduce AOG time (aircraft on ground) and improve efficiencies will always be required, but at what stage will your crew and passengers be satisfied that their aircraft has been completely certified by a machine, the cynic in me says that we are far away from that but the reality is that in some areas we have been here for some time. From pressure sensors to TCAS and beyond, the reliance on the human factor and being reliant on manual interaction performing various checks has long since been surpassed. Now we are stretching our ‘comfort zones’.

But at what point does the uncomfortable become the norm. Adoption of technology and embrace of change is key here. With over 30% of maintenance technicians nearing retirement, one could safely assume that there has been a slower adoption than the industry has required, though this isn’t necessarily the case, we must not forget this generation ushered in the “home PC” from day one. At the top of their field, regardless of age, technicians and the workforce in general go through rigorous training and upskilling to ensure they remain ahead of the pack. But the emergence of new methodologies does not alone lead to an increase in efficiencies. What is required is the information handover, mentoring of a newer generation, standardisation of technique from craft masters and the mind meld of both. A change in attitude of all concerned requires a top-down acceptance that technology can both help and hinder in various scenarios. How do we assess what is required? How do we quantify a cost benefit in terms of AOG time, asset utilisation, sustainability, and revenue? Data.

Data Analysts have existed longer than you or me, but an aircraft generates a giant mass of data, how does one person use this to predict, economise and create efficiencies? One person doesn’t, and the dependency on a team of analysts has certainly reduced with the advancement and implementation of Machine Learning and Artificial Intelligence. This increase in data collection will inevitably lead to enhancements in processes and efficiencies and the real benefit of component failure anticipation leading to reduced AOG time, resource utilisation and generally greater foresight with predictive maintenance.

The implementation of Augmented Reality (AR) supplying real time data sheets, schematics and remote technical support will become the norm, whereas previously you’d pick up the phone and call “that person” who knows everything about that system, you’ll be patched into a system analyst who will walk you through. This is not to say that technicians won’t be required but the very nature of the job will change in the coming decade. But this is only for select tasks. Whilst a drone will be able to use LiDAR (Light Detection and Ranging) technology to inspect aircraft, in the event of there being an issue, who will perform the rectification task, no doubt, at this stage it will be human interaction ensuring the job is done… but for how long is the question? The push to minimise carbon footprint in all aspects of the supply chain, especially the requirement to send personnel across borders is already leading to greater automation and implementation of robotics. The advent of interactive technology such as AR will only make this transition more seamless.

Sustainability initiatives are scrutinised now more than ever, though I could hazard a guess that they were initially adopted as a tick box exercise to keep activists at bay, but that would be extremely cynical and not founded at all of course. Whilst we aim for NETZERO50 and we look to offset emissions, how does this impact the MRO world. The implementation of complementary technologies, usage of sustainable materials and repurposing resources, the MRO industry looks to change its practices to ensure they meet eco targets and check points, but more recently create cost efficiencies. But does all this come at a cost? Newer, more fuel-efficient engines aren’t cheap but are we seeing the ROI – yes, but over time. Meanwhile OEMs (Original Equipment Manufacturers) and MROs look to more evolved technologies such as 3D printing to increase cost efficiencies and save on traditional material usage with Artificial Intelligence and Machine Learning analysing and creating more efficient routes and more effective rostering patterns. What has been prevalent in the automotive industry for decades will see it usher a new way for the MRO business. That said, an aircraft is infinitely more complex than your average motor vehicle and this will, for the foreseeable future, ensure a steady demand for technicians.

As we strive for efficiencies in process and cost, Expos across the globe showcase “new tech” set to help meet sustainability targets and reduce down time. AR has been in the pipeline for some time in the medical industry for example and is only recently makings its way to aerospace. However, it was in 2013 that Google Glass opened our eyes to a new dawn of information interaction as a commercial reality, but integration into the MRO industry has always had questions surrounding it. Meanwhile this form of Augmented Reality has developed at huge pace and reduced in cost dramatically. One of the biggest opportunities comes in the form of complementary training aids. Whether you are on site during a practical session or in different locations, the instantaneous access to the relevant information with the ability to expand components, delve into a rotor assembly or even highlight and explain parts to a cohort of students, the learning efficiency increases dramatically through enhanced engagement and real-world application. It is a but matter of time until the implementation of such technology will be widely accessible to complement traditional training and troubleshooting techniques. No doubt there will be a time where it all but replaces traditional techniques, but in my view, there are still several hurdles. Even at the highest level of flight training the new pilot flies the actual aircraft, even during the final phases of engineer type training the highly experienced technician opts for hands on practical training over CBT and advanced tech, though Part 147 organisations like the British School of Aviation strive to include both where possible for ultimate learner engagement.

We have glanced at some of the causal factors promoting change in the MRO world, we now take a step back. If you are lucky enough to experience life in a GA airport, for example London Biggin Hill Airport , you will witness the very cycle of aerospace and aviation. Light piston and heavy jet coexisting in relative harmony. Pilots and technicians being trained at various parts of their career. Aircraft being used for training, logistics or private charter. All these aircraft require maintenance and upkeep. As the market has changed over the years, and with-it technology, the plethora of skilled troubleshooting technicians able to use a stethoscope on a cylinder, has dwindled into near extinction. After all, that’s not how diagnosis is conducted anymore. However, whilst these skills may not be required, the team of technicians turning around light to heavy piston aircraft, removing cylinders, and replacing pistons diagnosing faults have become almost unnecessary the further up the evolution of aircraft one goes. So where is our future technician coming from and what skills will they need in tomorrow’s world? Where are they gaining vital hand skills over the weekends and evenings in between studies and shift work? The options grow smaller by the day. As this shift in dynamic deepens, a flaw has appeared – a fundamental lack of hand-skills in recently qualified technicians. Recent years have seen a steer towards technicians working with specialist companies and light general aviation MROs like Falcon Flying Group to ensure they are ready for the hangar floor, but unless there is earlier intervention and encouragement from the sector, we are simply playing catch up all the while training them to keep up with the demands of the constantly evolving MRO sector.

Though change has already begun, this is just the beginning, and providing we don’t forget how we got here, I can’t wait to see where we go.

For all your Part 147 type training and UAS requirements & business opportunities contact anoop@bsa.world

For all Part FCL and MRO requirements & business opportunities contact anoop@falcon.aero

Anoop Singh Bamrah FRAeS