Using our fleet telematics and the intuitive user interface you can quickly understand where your assets are, where they have been and where they are going. You can even alter their schedule live in real time from the transport office.
Our vehicle telematics systems let you assign your resources where they will be most effective and by understanding how the fleet is being driven, focus training where it will have the most positive impact to improve the overall performance of your fleet.
Microlise will also help you to streamline driver and customer communications with affordable and safe messaging; and hands free voice calls.
Find out more - https://www.microlise.com/fleet-manag...
Profit Maximization is addressing Multi-stop operating model of Airlines, it shows how to max. profit in terms of CASK and RASK analysis, delivering the best seniario to select the aircraft then the best result to operate the right segment
Ways and Means of Better Fleet ManagementInfra Bazaar
Plant and equipment manager always face this herculean task of keeping the fleet in top order. The fleet should be ready to take up any tedious tasks at ease without any kind of vehicle/equipment break down. For this the challenge is to keep fleet age below 5 years. They are also under the pressure of using the budget optimally. Maintenance of old vehicles and purchase of new machinery are very expensive affair. Hence, planning in advance will help maintain proper productivity and keeping the fleet in good condition. A quarterly plan or even a monthly plan is required to assess the vehicle condition and their replacement.
Using our fleet telematics and the intuitive user interface you can quickly understand where your assets are, where they have been and where they are going. You can even alter their schedule live in real time from the transport office.
Our vehicle telematics systems let you assign your resources where they will be most effective and by understanding how the fleet is being driven, focus training where it will have the most positive impact to improve the overall performance of your fleet.
Microlise will also help you to streamline driver and customer communications with affordable and safe messaging; and hands free voice calls.
Find out more - https://www.microlise.com/fleet-manag...
Profit Maximization is addressing Multi-stop operating model of Airlines, it shows how to max. profit in terms of CASK and RASK analysis, delivering the best seniario to select the aircraft then the best result to operate the right segment
Ways and Means of Better Fleet ManagementInfra Bazaar
Plant and equipment manager always face this herculean task of keeping the fleet in top order. The fleet should be ready to take up any tedious tasks at ease without any kind of vehicle/equipment break down. For this the challenge is to keep fleet age below 5 years. They are also under the pressure of using the budget optimally. Maintenance of old vehicles and purchase of new machinery are very expensive affair. Hence, planning in advance will help maintain proper productivity and keeping the fleet in good condition. A quarterly plan or even a monthly plan is required to assess the vehicle condition and their replacement.
Engine PR MRs are crucial in aircraft leasing. They are the highest dollar item of monthly MR invoices. For older aircraft (around 15 years or older) the engine PR MRs can translate into a monthly expense higher than the Basic Rent itself.
As MR Rates depend on highly unpredictable SV Costs and MTBRs, this is usually an item heavily negotiated while agreeing on aircraft Leases. It is an area where the technical and legal teams from both the airline (lessee) and lessor need to work cooperatively to ensure smooth management of Engine PR MRs during the lease.
Finally, the economics of a leasing deal (for both the lessor and the lessee) depend greatly on the level of Engine PR MRs. In fact, this is typically a factor that has a significant effect while agreeing on the value of an aircraft that is being sold while on lease.
India Aviation ICT Forum 2013 - Manish Sinha, Deputy COO, Hyderabad Internati...SITA
CDM driven real-time decision making and support system – a new horizon in stakeholder management – Manish Sinha, Deputy COO, Hyderabad International Airport
Fleet management and vehicle tracking solutionsTristan Wiggill
A presentation by Mr Bethuel Nzama (Sales Consultant: Ctrack Fleet Management SA (Pty)Ltd), at the Transport Forum SIG: "Driving down cost in the Supply Chain" on 3 September 2015 in Durban, hosted by Transnet. The topic of the presentation was: "Fleet Management and Vehicle Tracking Solutions".
Airline Start up is hard issue for investors, today airline try to survive in this high competitive industry, this presenting address new tools that guide and put airline in the right way
TES Aviation Group is one of the world's foremost providers of aircraft engine asset management services. TES manages a client portfolio of aircraft engines valued in excess of $3.5 billion and offers an integrated management solution providing engineering services, aircraft engines for lease, as well as a broad range of aircraft engine parts.
Running head AVIATION MAINTENANCE SYSTEM DEFICIENCY1Aviation.docxjoellemurphey
Running head: AVIATION MAINTENANCE SYSTEM DEFICIENCY 1
Aviation Maintenance System Deficiency 12
Aviation Maintenance System Deficiency
Manual Pacheco
Matthew Terry
Tyler Treat
Erik Reinle
Steven Valdez
MGMT/422 – Life Cycle Analysis for Systems and Programs in Aviation/Aerospace
Steve Walker
July 4, 2014
System Requirements
Aviation software requirements vary depending on whether or not the system is designed around a local solution or a cloud based solution. There are several advantages to either system design and several key disadvantages that could easily impact operations. The overall system design also limits the maintenance team to specific software packages and capabilities.
Initial review of system architectures shows cloud based architecture has the advantage over a locally installed software suite for several reasons. First and foremost, with a cloud based system, the department will not have to keep personnel on staff to manage and support the system. With the small size of the maintenance system, staff support will need to be kept at a minimal to maximize revenue, and this will provide the reduced overhead. Secondly, the maintenance system will require a system that has as high of availability as possible, which is possible with a cloud based system. Lastly, a cloud based environment will have lower system requirements than a locally installed software suite.
The software suite selected is the cloud based modular software suite from AvPro Software (avprosoftware.com). AvPro has a software suite that provides repair tracking software along with corporate fleet maintenance software. It can be designed around a cloud system, with all the support software available via Java. It can even be expanded to integrate into gate management software, along with flight scheduling software. Furthermore, the system provides an in house solution for the logistics and inventory management requirements. The support software (word processing and editing software) can also be based around cloud systems, with Microsoft offering their online office 365 portal for word and excel processing.
These cloud based software suites give the maintenance shop the ability to focus on their primary job roles without needing onsite IT personnel. They also allow the shop the ability to operate on several different platforms (PC vs MAC), allowing the mechanics the ability to choose their hardware platform individually. Overall IT design requires each maintenance department to have several tablet styled computers, either an IPad or a Surface 3. This will give the mechanics the ability to pull up schematics and designs while working on the aircraft and not be tethered to a specific location. For the office and warehouse, a minimum of 3 computers will need to be available for the day to day operations to occur. These computers should be mid-level computers, preferably ones with 3 year maintenance support contracts. Each location should have wireless acces ...
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Similar to Better the Devil you know...and the Devil's in the details
Engine PR MRs are crucial in aircraft leasing. They are the highest dollar item of monthly MR invoices. For older aircraft (around 15 years or older) the engine PR MRs can translate into a monthly expense higher than the Basic Rent itself.
As MR Rates depend on highly unpredictable SV Costs and MTBRs, this is usually an item heavily negotiated while agreeing on aircraft Leases. It is an area where the technical and legal teams from both the airline (lessee) and lessor need to work cooperatively to ensure smooth management of Engine PR MRs during the lease.
Finally, the economics of a leasing deal (for both the lessor and the lessee) depend greatly on the level of Engine PR MRs. In fact, this is typically a factor that has a significant effect while agreeing on the value of an aircraft that is being sold while on lease.
India Aviation ICT Forum 2013 - Manish Sinha, Deputy COO, Hyderabad Internati...SITA
CDM driven real-time decision making and support system – a new horizon in stakeholder management – Manish Sinha, Deputy COO, Hyderabad International Airport
Fleet management and vehicle tracking solutionsTristan Wiggill
A presentation by Mr Bethuel Nzama (Sales Consultant: Ctrack Fleet Management SA (Pty)Ltd), at the Transport Forum SIG: "Driving down cost in the Supply Chain" on 3 September 2015 in Durban, hosted by Transnet. The topic of the presentation was: "Fleet Management and Vehicle Tracking Solutions".
Airline Start up is hard issue for investors, today airline try to survive in this high competitive industry, this presenting address new tools that guide and put airline in the right way
TES Aviation Group is one of the world's foremost providers of aircraft engine asset management services. TES manages a client portfolio of aircraft engines valued in excess of $3.5 billion and offers an integrated management solution providing engineering services, aircraft engines for lease, as well as a broad range of aircraft engine parts.
Running head AVIATION MAINTENANCE SYSTEM DEFICIENCY1Aviation.docxjoellemurphey
Running head: AVIATION MAINTENANCE SYSTEM DEFICIENCY 1
Aviation Maintenance System Deficiency 12
Aviation Maintenance System Deficiency
Manual Pacheco
Matthew Terry
Tyler Treat
Erik Reinle
Steven Valdez
MGMT/422 – Life Cycle Analysis for Systems and Programs in Aviation/Aerospace
Steve Walker
July 4, 2014
System Requirements
Aviation software requirements vary depending on whether or not the system is designed around a local solution or a cloud based solution. There are several advantages to either system design and several key disadvantages that could easily impact operations. The overall system design also limits the maintenance team to specific software packages and capabilities.
Initial review of system architectures shows cloud based architecture has the advantage over a locally installed software suite for several reasons. First and foremost, with a cloud based system, the department will not have to keep personnel on staff to manage and support the system. With the small size of the maintenance system, staff support will need to be kept at a minimal to maximize revenue, and this will provide the reduced overhead. Secondly, the maintenance system will require a system that has as high of availability as possible, which is possible with a cloud based system. Lastly, a cloud based environment will have lower system requirements than a locally installed software suite.
The software suite selected is the cloud based modular software suite from AvPro Software (avprosoftware.com). AvPro has a software suite that provides repair tracking software along with corporate fleet maintenance software. It can be designed around a cloud system, with all the support software available via Java. It can even be expanded to integrate into gate management software, along with flight scheduling software. Furthermore, the system provides an in house solution for the logistics and inventory management requirements. The support software (word processing and editing software) can also be based around cloud systems, with Microsoft offering their online office 365 portal for word and excel processing.
These cloud based software suites give the maintenance shop the ability to focus on their primary job roles without needing onsite IT personnel. They also allow the shop the ability to operate on several different platforms (PC vs MAC), allowing the mechanics the ability to choose their hardware platform individually. Overall IT design requires each maintenance department to have several tablet styled computers, either an IPad or a Surface 3. This will give the mechanics the ability to pull up schematics and designs while working on the aircraft and not be tethered to a specific location. For the office and warehouse, a minimum of 3 computers will need to be available for the day to day operations to occur. These computers should be mid-level computers, preferably ones with 3 year maintenance support contracts. Each location should have wireless acces ...
Similar to Better the Devil you know...and the Devil's in the details (20)
Running head AVIATION MAINTENANCE SYSTEM DEFICIENCY1Aviation.docx
Better the Devil you know...and the Devil's in the details
1. Better the Devil you know…and the Devil’s
in the details!
“Better the devil you know than the devil you don’t.” This familiar phrase believed to be coined by Rev Taverner
back in 1539 Ireland, is often used when one understands it is better to deal with something bad that we ‘know’,
rather than something bad we ‘don’t know’. Engine maintenance costs are always a bitter pill to swallow for any
CFO of an airline, and contribute to a large percentage of operating costs. The prevalent lack of detailed engine
maintenance cost forecasting, derived not from ill intent but inexperience with historical costs or lack of data sees
a large number of airlines under budgeting for future engine maintenance events. This ‘unknown’ exposure can
have significant cash flow consequences for airlines already operating and competing in a very lean environment.
For an airline with a rapidly expanding fleet, understanding how to best manage an MRO or engine maintenance
program is of grave importance given the associated cost exposure linked with the risk of getting it wrong. In the
world of PDP financing, risk distribution for debt/equity and participation in senior/secured/post-delivery asset
finance, all of which are synonymous with aircraft acquisitions for fleet expansion, the headline cost to
purchase/finance is one of a number of important elements of the financial equation to determine viability.
Attracting outside investment or allocating internal cash for such acquisitions is just the beginning, understanding
what additional direct costs result from the added aircraft (of which have a direct bearing on bottom line results)
is where the real fun begins! You will be surprised how suddenly jumping from a $20M engine maintenance
budget to a $90M engine maintenance budget will grab the attention of the CEO and CFO.
The CFO of an airline, in an endless task of managing multiple budgets, does not want to see how much each
nut and bolt costs. But the cost of each nut and bolt will roll up to have an overall impact on the CFO‘s engine
maintenance budget. The details need to be present, and it needs to be accurate, but the financial management
and executive team need numbers in their totality for analytical brainstorming that powers resultant plans.
Since TES’ conception over 17 years ago, it has been and continues to be the companies driving objective to
lower the overall operating costs of airlines relative to engine exposure. TES knew back then that it needed a
robust tool to manage all off wing engine management activities, in order to truly understand (as best it could)
the future engine maintenance cost exposure for any given airline customer. With this motivation, TES spent
significant time and resources to develop EFPAC (Engine Fleet Planning and Costing). EFPAC is a TES designed
software platform that enables every minute detail of an engine’s makeup and history to be input for use in an
infinite number of scenario modelling projects.
Something that TES understands to be increasingly important for its airline partners is flexibility. Given the
competitive and complex environment of airline operations, to have an instantaneous future view of predicted
engine maintenance costs resulting from changes to variable factors (lease return dates and conditions, UER’s,
2. engine management program, early retirements or fleet extensions) is something that can provide a competitive
edge for our airline partners in what they do best, flying.
So there is definitive value in using EFPAC, as will be echoed by all current users of the tool and can be supported
by multiple case study examples of cost reduction. However, to increase the percentage accuracy of predictive
maintenance costs TES has some additional contributors that no other independent engine asset management
company and very few airlines have…useable supporting data. Over its 17 years of supporting global airlines
and lessors, with engines operating in all environments and being repaired across a large cross section of MRO’s,
TES has built a valuable knowledge pool of resultant scrap rate and maintenance cost data to advantage each
of our airline and lessor partners. TES analyses the data on a current term basis to update a master cost template
that sits behind the EFPAC system for each engine type operated by its airline and lessor partners.
Based on the OEM recommended and TES suggested engine management program (modular level workscopes
and LLP build goals etc.), TES can assign predicted costs to a modular and component level in conjunction with
the master template. Time on Wing data is also utilised to provide accurate soft time/performance removal
predictions, than when overlaid with hard time removal requirements (LLP/AD) it provides a future forecast for
engine removals. When multiple removals are forecast within the same monthly time frame, manual optimisation
can be implemented (stagger program) to increase operating efficiency and reduce spare engine coverage
requirements. The beauty of both forecasts set in a master plan, is to have the ability to perform multiple ‘what if’
scenarios for management analysis. An airline can ask “what if we were to extend the lease for the qty 6 767-
300 aircraft with qty 12 CF6-80C2 engines leased from 3 different lessors for an additional 12 months…what
impact would that have on my lease return qualification for each lessor, exposure to additional maintenance work
required (SVs) and overall engine maintenance budget for the financial year?” Within a moment, accurate reports
can be produced to detail the expected position of each proposed change without affecting the master removal
and cost forecast plan.
TES has previously interacted with a large UK low cost airline who expressed an interest in the EFPAC software
for optimisation of their engine removal program. With a large preliminary forecast of SV removals over the
pending years, the airline desired to have a simple ‘one click’ optimisation tool that factored all the variables in a
background calculation to produce the optimised removal plan for minimal overall engine maintenance cost
exposure. They wished for an alternative to the current option of utilising experienced TES powerplant
consultants familiar with using the tool and maximising the use of TES data for fleet optimisation. I am confident
that given the multimillion dollar amounts at jeopardy the results of the desired ‘one click’ optimisation would
require review and validation from said airline management, and as Dan Rather the famous American journalist
once put it “ to err is human but to really foul up requires a computer”. We must use computers and the software
on them as the tool they are intended to be, as an aid and support to the experienced end user. To put all and
singular trust in them without thorough validation would leave one vulnerable. Therefore, whether it is more
3. effective for one to invest precious resource in producing the optimisation or validating it after the ‘one click’
software optimisation is for one to consider.
For operators of new generation aircraft and engines, the philosophy is somewhat different. A large percentage
of new engines sold are done so with supporting OEM maintenance cost per hour (MPCH) programs, whereby
the engine management and maintenance services are provided by the OEM in exchange for a dollar payment
for each operating flight hour and cycle of the engine. Even though the perception of such a support program
can be ‘all is covered’, I believe there is still an importance in overseeing the MCPH program to ensure any
exclusions are managed to limit exposure, engine asset value is safeguarded when the engines exit the MCPH
program and SV’s do not fall outside the MCPH term when they do not need to be, resulting in a direct cost to
the airline.
MRO’s – TES has witnessed a gradual change in the market with attitudes between the MRO and airlines/lessors.
Historically there was an inherent mistrust placed on the MRO by the airline. One may say the same level of
mistrust that still resides between car owners and auto repair garages. I have often had a vehicle repaired and
left the repair garage with an unpalatable bill with associated basic summary of work completed. How I have
often wished I could have had someone oversee the entire process to ensure I am paying for the work that a)
needed to be done and b) was actually performed. Instead, I leave wishing that cars were designed to facilitate
duct tape as the fix to all problems!
With this said, I also appreciate that once I find a repair station that makes me feel completely confident in their
services, a garage that is completely transparent, explaining the efforts they have made to reduce the costs by
sourcing alternative parts or exploring alternative solutions, showing me the box of parts for all replaced parts,
explaining the invoice in detail and willing to reduce that bill where they can when the costs are greater than I
anticipated…then they gain my trust, and with it my loyalty. TES is seeing this transfer into the aircraft engine
MRO market also. We are seeing an increased drive from MRO’s to gain that trust and loyalty of the airlines to
secure partnerships rather than fixed term contracts campaigns. The MRO’s are having to adapt to an
increasingly competitive MRO environment, where airlines are signing less and less exclusive contracts in lieu
of several GTA’s to ensure flexibility and competitiveness, so the MRO’s are creating support services
surrounding the traditional repair only model and working at an integrated level within the airline teams to ensure
they retain the airlines trust, loyalty and custom.
As an airline, even in the event of securing a very competitive MRO contract and forming a partnership
relationship, there still remains a requirement to direct and manage all maintenance activities undertaken at the
MRO by virtue of the complex nature of the repair process and sheer number of people and processes involved.
I recommend that although the MRO’s may offer to take more and more control of the process, in what I will
assume to be an honest solicitation to help lower the engine maintenance costs (in their efforts to retain your
custom), the control resides with you, the airline. They are after all your engines, and if not your engines, then
4. your money used to repair them in honouring your lease agreements. Whether a dedicated internal team or
outsourced support, there must be focus from the airline on managing the MRO to have them deliver what you
the airline want them to deliver….an engine repaired for as cost effective as possible matching your exact
operational requirements.
In summary, engine maintenance costs for current engine fleets will continue to be a challenge to manage for
any airline, and especially those looking to expand their fleet. As new generation engines come on line, with
promises of longer time on wing, we are yet to see whether the associated higher cost of repair will result in an
overall net reduction in engine maintenance costs. One thing is for certain, there will always be a need to have
the right tools and the right data to support intelligent decision making in an ever changing world of engine
maintenance cost management.
EFPAC Screenshot