Vallair conducts teardown services at its site in Châteauroux in central France.
With strong part-out demand expected due to MROs and parts distributors looking for parts to process repairs, Vallair expects to carry out a similar number of aircraft teardowns this year while looking at engine part-outs due to market demand.
The company expects to carry out between three to four aircraft teardowns at its base in Châteauroux, France, in 2023, comprised of Airbus A320 and A330 aircraft. It will also explore engine teardown possibilities at the site after noting several requests from both its current customer base and the wider market.
“Operators are also seeking green-time units that provide cheaper and faster solutions, rather than being affected by OEMs' long lead times and higher costs,” notes Armando Filho, director of material management at Vallair.
Filho says the narrowbody and widebody teardown markets hold similarities in terms of which components generate market demand. “Lists vary according to the needs of each customer, but are always focused on nacelles, engines, auxiliary power units (APU), landing gear and major components as high priority,” he says. “The big difference is down to part number and item configuration, since commonality is zero.”
Filho says typically, items such as nacelles, APU, landing gear, wheels, brakes and engines would be sold within three to nine months due to high demand worldwide. “All remaining components, such as avionics, will take more time to be sold,” he adds.
Over the next few years, the company expects more demand for repaired and overhauled parts that can be supplied at faster and cheaper rates than from OEM shops. “Operators have learned to their advantage that green-time units can help them to keep aircraft flying until the MROs can accommodate their original units,” he says. “Long lead times, missing parts and reduced manpower at the OEMs mean that we see long-term stability for the teardown market for the next few years.”
Supply chain problems have impacted most of the aftermarket over the past 18 months, with longer lead times and capacity constraints being reported by many MRO providers. Vallair, which—along with MRO services—also operates as a mature-aircraft trader and lessor, has capitalized on the supply chain impact.
“The impact is helping us in terms of trading and leasing and material management, while enabling us to process more deals,” he says. “Our MRO facilities and repair shops are not immune to delays from external MROs related to lead time, spares availability and manpower, although the company is performing well and building growth of around 20% year on year.”
