Connected Cabin Upgrades Strain MRO Capacity

The aftermarket is struggling to match the momentum of fully connected aircraft cabins. Passengers expect constant upgrades, but maintenance systems that support aircraft modernization are under serious strain, industry observers say.

This pressure is forcing the industry to rethink how it handles cabin upgrades. Technology suppliers, for example, are building flexible plug-and-play systems, and MRO providers are rolling out phased retrofit plans and using predictive data to stay ahead. The challenge lies in ensuring that the safety-first approach to aircraft maintenance can keep up with the quickly changing needs of today’s connected travelers.

Planning And Certification Disconnect

For airlines, the decision to modernize cabins is a complex strategic calculation. The sheer scale of Delta Air Lines’ fleet, for instance—more than 900 in-service aircraft across various platforms—makes every cabin upgrade a highly coordinated effort. Delivering a consistently elevated experience for passengers across the fleet demands agility, collaboration and a long-term view.

Joseph Eddy, director of cabin and inflight entertainment and connectivity programs at Delta TechOps, explains that the process is driven by a combination of factors. “We typically start evaluating interiors at 10-15 years of service,” Eddy says, noting that this assessment process is about relevance as well as age. “If a fleet is trailing in [net satisfaction] scores, falling behind in cabin commodities, such as [inflight entertainment], Wi-Fi or premium seating, and still has a long operational runway ahead, that’s when we seriously consider an upgrade.”

However, this strategic goal clashes with the slow, step-by-step nature of aviation certification and the complexities of supply chain logistics. Rahul Shah, senior vice president of strategic growth and business development for the Asia-Pacific region and the Middle East and North Africa at AAR Corp., points out that this mismatch creates significant planning challenges for MROs. “Airlines want shorter cycles to keep the passenger experience competitive, but certification delays mean MROs must plan projects across multiple heavy checks,” he explains.

The longest lead times often come from commodity OEMs. Seats and monuments, for example, can take as long as 12-24 months to certify and deliver. This time frame forces airlines to lock in parts well in advance, making it difficult for interior modifications to align perfectly with scheduled C or D checks. In turn, costly downtime or the creation of “mixed cabin products” within a single fleet can lead to a frustrating inconsistency for both airlines and passengers. To mitigate this, companies such as AAR are turning to staggered retrofit programs to reduce aircraft downtime while still delivering a consistent cabin experience across fleets.

Regulators are aware of the accelerated pace. The FAA tells Inside MRO that its “existing supplemental type certification framework is an efficient path for cabin modifications.” The agency, however, also acknowledges the need for adaptation, particularly around cyber­security. The FAA says it proposed a new rule for cybersecurity regulations in August 2024 intended to “further streamline the certification process for these projects.” The FAA requires an applicant to demonstrate cybersecurity protections for any new or modified cabin connectivity system or tools that load software and data.

Battling Bottlenecks

Even with solid planning in place, retro­fitting cabins comes with real-world challenges. Long wait times for retrofit kits and engineering sign-offs are familiar problems, but some MROs highlight a deeper concern: the reliability and completeness of the engineering packages they receive.

Sergei Shkolnik, base maintenance director at Magnetic MRO, identifies the quality of retrofit projects, including drawings and material kits, as the company’s biggest bottleneck. “Fairly often, the drawing and real aircraft are two different things—i.e., the drawings do not correspond to actual aircraft configurations,” he notes. “That is especially true for [supplemental type certificate] installations.” This gap can cause major delays and extra work during maintenance, throwing off even the best-laid schedules.

Such logjams highlight the urgent need for stronger teamwork across the industry. The FAA says it “engages early with OEMs, applicants and operators to ensure modifications include instructions that provide essential information to support those systems in service.” Still, the disconnect between design documents and the actual aircraft remains a real challenge for maintenance teams.

A New Breed Of Technicians

The move toward high-tech cabins is also changing the makeup of the MRO workforce. To work effectively on today’s connected aircraft, technicians need both hands-on mechanical skills and a solid grasp of digital systems.

“The cabin of the future is no longer just fabric and fixtures—it’s a digital ecosystem,” Shah says. This new reality has blurred the lines between avionics, interiors and information technology (IT). “Traditional mechanics and interior technicians are now trained alongside avionics engineers, IT specialists and data analysts,” he adds.

This evolving landscape calls for a broader mix of skills. Today’s technicians need to understand everything from certifying seats and cabin structures to handling satellite links, onboard networks and software checks. As aircraft become more sensor-driven, demand is also growing for data-savvy professionals who can analyze live system data and support predictive maintenance strategies.

Designing For Serviceability

Recognizing these MRO challenges, technology providers such as Panasonic Avionics are reengineering their products from the ground up with modularity and serviceability in mind. Tom Eskola, vice president at Panasonic Technical Services (PTS), argues that this approach is essential to bridging the gap between the fast-paced evolution of inflight entertainment and the longer life cycle of airframes.

“Our design approach emphasizes modularity and scalability, allowing upgrades at the unit or zone level rather than requiring full-cabin overhauls,” Eskola says. He points out developments such as Panasonic’s Astrova seat-end system, which is designed to simplify certification and reduce installation friction. “Absolutely, plug-and-play and modular architectures are transformative for MROs,” he adds.

Eskola says Panasonic’s lightweight servers and modular components allow for rapid swaps and upgrades that reduce both time on wing and cabin disturbance.

This design philosophy extends to long-term support, too. PTS provides a suite of services, including tailored training and global spare parts, to ensure that MROs can support these systems effectively. This approach has opened the door to new business models. Eskola confirms that PTS is actively pursuing subscription-based maintenance and predictive analytics-enabled care, moving toward what he calls an “engagement-by-the-minute approach.”

Data-Driven Maintenance

The large volumes of data coming from connected cabins are no longer just a goal; that data allows for a more forward-looking approach to aircraft maintenance.

“We’re already using sensor and connectivity data to enable predictive maintenance in the cabin,” Eddy confirms. “Today, we apply algorithms to monitor and anticipate issues with inflight entertainment and connectivity systems, using both independent testing and live data from the aircraft.” Delta TechOps is also testing connected galley components to expand its predictive programs.

The rise of digital technologies is reshaping how the MRO market operates. Major carriers with their own maintenance arms, such as Delta, are bringing more work in-house. At the same time, independent MROs continue to play a vital and expanding role, offering flexibility and specialized expertise on which many airlines still rely.

Shah argues that independent MROs thrive by being flexible and cost-competitive, especially when they integrate multivendor systems rather than a single OEM package. “That’s where AAR shines,” he says. “By blending engineering authority, [supplemental type certificate] capability and flexible installation teams, we provide a faster and more economical path to modernization.”

That sentiment is echoed by Shkolnik at Magnetic MRO. “We do not see a decrease in independent MRO involvement,” he says. “In fact, it’s quite the opposite. OEMs want to employ independent MROs more often.”

Ultimately, the push for connected cabins brings both hurdles and possibilities. Technology keeps advancing rapidly, and travelers expect more with every flight.

To keep pace with the evolving landscape, MRO providers will need to adopt a well-rounded approach. That means working more closely with OEMs and regulators, building a workforce that is comfortable with digital tools and adopting modular technologies that enable fast cabin upgrades.

Shah notes that cabin modifications are no longer optional—they are a strategic necessity for airlines competing in a passenger-driven market. “The key is finding partners who can deliver upgrades quickly, economically and with minimal operational disruption,” he says.