Imad Eddine.
Imad Eddine, director of Dubai-based Royal Aircraft Maintenance Company, discusses how harsh Middle Eastern operating conditions affect engine maintenance in the region and why the company plans to focus long term on legacy engine platforms.
How do operating conditions in the Middle East affect maintenance demand?
Engines are the most affected systems in this region because of the operating environment. Sand, dust, corrosion, humidity and very high ground temperatures all accelerate wear on engines and components. Compared with aircraft operating in milder climates such as Europe, we typically see engines coming off the wing more frequently and requiring repairs sooner. These conditions also affect a wide range of components, particularly those exposed to airflow and environmental contamination. Over time, this changes the maintenance ratio compared with other regions, requiring operators to conduct more frequent inspections, repairs and shop visits. Preventive maintenance can help mitigate some of these effects. Engine washing, for example, is widely used in the Middle East because it helps remove sand and contaminants from the compressor section, helps control exhaust gas temperature and assists in maintaining engine performance. However, some airlines still hesitate to invest in these precautionary measures and instead wait until performance deteriorates or temperatures rise significantly. At that point, the problem is usually more complex and more expensive to resolve.
Which engines are you currently servicing?
Our shop specializes in classic narrowbody engines, primarily the CFM56 series (5A, 5B, 7B), which are widely used across the Middle East, Africa and Europe. We recently added Rolls-Royce Trent 700 capability (for the Airbus A330) after approval last June. As an independent MRO in the Middle East and North Africa, unlike many facilities owned by airlines or groups, we can serve a broad range of regional and international operators with flexible solutions.
What drove your decision to establish an engine maintenance shop?
We began developing our engine shop about 2.5 years ago, and the process turned out to be much more complex than we initially expected. Establishing an engine MRO capability requires extensive tooling, specialized infrastructure and highly trained technicians. The supply chain for raw materials and engine components also adds another layer of complexity. Lead times for certain tools and parts were much longer than anticipated, and some materials that were once widely available became harder to source. All of that slowed the timeline for launching the operation. Another major factor was the lack of regional capability for certain engines. For example, there was no independent facility in the region capable of supporting the Trent 700 program. Airlines regularly had to send engines overseas or wait long periods for repair slots. We experienced those delays ourselves. At one point, we had engines waiting more than a year for shop slots elsewhere. That made us realize there was a clear market gap and a strong opportunity to build local capability to support operators more quickly.
How has this impacted material availability and pricing?
Material availability has become one of the biggest challenges across the engine maintenance sector. Supply chain disruptions that began during the pandemic continue to affect the availability of raw materials and critical components today. Prices for certain parts have increased dramatically in a short period. For example, high-pressure turbine blades that previously cost around $9,000 can now cost up to $20,000 per unit. Those increases have occurred within just a year or two, significantly impacting maintenance costs for operators and MRO providers. Another major challenge is workforce availability. During the pandemic, many experienced aviation technicians left the industry and moved into other sectors. Bringing that expertise back is difficult because aviation maintenance requires extensive training and certification. In Dubai, we can usually attract skilled professionals because it is an attractive place to live and work. However, retaining them can be challenging because the cost of living is high, and large airlines in the region compete aggressively for experienced engineers.
What are your engine MRO priorities over the next few years?
Our strategy is to focus on legacy engine platforms rather than new-generation engines. While many MRO providers invest in next-gen options such as the CFM Leap, we continue to see strong demand for classic engines. Much of the global fleet still uses them, and operators want cost-effective solutions to extend engine life. Our facility, already at capacity, can handle up to 20 engines, including several CFM56s and four Trent 700s. Instead of only full overhauls, we perform modular repairs, green-time extensions and module swaps so airlines can quickly and affordably return engines to service. We may add Trent 800 capability, but our long-term aim remains to support existing-generation engines that still power much of the global fleet.
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