Elements of Aircraft Maintenance Reserve Development
Maintenance Cost Conference
Presented By:
Shannon Ackert
Shannon Ackert
Vice President, Capital Markets
October 20th, 2010
Jackson Square Aviation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
1
Elements of Aircraft Maintenance Reserve Development
J k
Jackson Square Aviation, LLC Overview
S
A i i
LLC O
i
ƒ Jackson Square Aviation is a global commercial aircraft lessor headquartered i l i
ft l
h d
t d
in San Francisco, California
ƒ Current
Current satellite offices : London, Seattle, Miami & Buenos Aires. satellite offices : London Seattle Miami & Buenos Aires
Opening Asia office in 2010.
ƒ The company has a $500 million commitment from Oaktree Capital which has financed the management team since the
Capital, which has financed the management team since the mid 1990’s with a high degree of success.
ƒ Jackson Square Aviation is focused on acquiring – primarily through Sale & Leaseback (SLB) :
h
h l
b k( )
¾ Narrowbody & widebody
¾ Passenger & freighter
Jackson Square Aviation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
2
Elements of Aircraft Maintenance Reserve Development
Agenda
d
1.
2
2.
3.
4
4.
Significant Maintenance Events
M i
Maintenance Reserve Parameters
R
P
Maintenance Reserve Development
PMA Parts
PMA Parts
I.
II.
Appendix A – Maintenance Reserve Information Resources
Appendix B –
d
Maintenance Costs & Reserve Rates
&
Jackson Square Aviation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
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Elements of Aircraft Maintenance Reserve Development
1 0 Significant Maintenance Events
1.0 –
Si ifi
M i
E
Jackson Square Aviation
Equipment
Mtx Events
Mtx Interval Process
Airframe
• Heavy Structural
H
St t l
Inspection (HSI)
• C‐Checks
H d Ti
Hard‐Time
Components
• APU Restoration
• Landing Gear L di G
Overhaul
Condition‐Monitored
Hard Time
Hard‐Time
Engine
• Performance Rest
• LLP Replacement
Condition‐Monitored
Hard‐Time
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
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Elements of Aircraft Maintenance Reserve Development
2 0 Maintenance Reserve Parameters
2.0 –
M i
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Reserve Equation
Fixed Cost
Fixed FC Interval
Variable Cost
Fixed Interval
Variable Cost
Variable
FH Interval
Jackson Square Aviation
Event Application
Comments
Engine LLP
Replacement
• Predictable, very little P di t bl
littl
variability in both costs and time on‐wing
Airframe HSI
Landing Gear Ovhl
• Variability in costs, which can be difficult to predict if
equipment is new or ageing
Engine Module &
APU Restoration
• Variability in both costs
and time on‐wing
• Often difficult to quantify if
Often difficult to quantify if
equipment is new or ageing
• Time on‐wing heavily y p
influenced by operation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
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I. Airframe Heavy Structural Inspection
¾ Costs Factors
Costs Factors
I.
Airframe Age (First, Mature, & Ageing Runs)
•
•
Costs are escalated to account for airframe ageing, which results in higher non‐routine tasks.
Newness
General “non‐routine” factor
< 6 Years
escalations: 10% ‐ 15% per phase.
Non
Routine
II.
Aging
> 15 Years
Maturity
6 – 15 Yrs
Non
Routine
i
Non
Routine
Flight Cycles
Flight Cycles
•
Cost may be increased to account for high cycle operation.
Jackson Square Aviation
Routine
Routine
Routine
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Elements of Aircraft Maintenance Reserve Development
3 0 Maintenance Reserve Development
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I. Airframe Heavy Structural Inspection
¾ Costs
Costs Factors Factors ‐ continued
III. Scope of Work
9 Not driven by the aircraft operation, instead
9 Policy established by Lessor
9 Generally Falls Under Two Structures:
Structure A ‐ Scope of work includes reimbursement for material and routine & non‐routine labor for systems, structural & zonal tasks.
Structure B ‐ Scope of work includes reimbursement for material and routine & non‐routine labor for structural & zonal tasks.
Jackson Square Aviation
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I. Airframe Heavy Structural Inspection
¾ Interval Factors
Two Types of Calendar Interval Structures:
Structure A : Calendar interval based off the OEM generic and/or
sample block program.
• Example Generic Block : A320 / A330 Family : 4C/6Yr & 8C/12Y S
8C/12Yr Structural Inspection Checks @ 6 & 12 Yr Intervals, lI
i Ch k @ 6 & 12 Y I
l
• Example Sample Block : 737NG Family : @ 8 Yr Intervals
Structure B : Calendar interval based on timing of majority of zonal /
Structure
B : Calendar interval based on timing of majority of zonal /
structural tasks. Reflective of a customized maintenance program.
• Example : 737NG Family – 8, 10, & 12 Year Intervals
• Example : 747
Example : 747‐8
8 Family Family – 8 Year Intervals
8 Year Intervals
Jackson Square Aviation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
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I. Airframe Heavy Structural Inspection
¾ Example : A330‐300 HSI Costs
p
Scope of work assumption: includes routine & non‐
routine labor for systems, structural & zonal tasks, and material.
A.
First‐Run Phase ‐ New ‐ 6 Yr
•
4C/6Yr SI Cost : $1.75M
•
8C/6Yr SI Cost : $1.50M B.
Mature‐Run Phase ‐ 6 Yr ‐ 12 Yr
•
4C/6Yr SI Cost : $2.01M
•
8C/6Yr SI Cost : $1.50M
4C/6YR Check Escalated
15% off First‐Run Costs
C.
Ageing‐Run Phase ‐ > 12 Yr
•
4C/6Yr SI Cost : $2.20M
•
8C/6Yr SI Cost : $1 65M
8C/6Yr SI Cost : $1.65M
Both 4C/6YR & 8C/12YR Checks
Escalated 10% off Mature‐Run Costs
Jackson Square Aviation
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II. Landing Gear Overhaul ¾ Cost Factors ‐ generally impacted by:
•
Supply & demand of exchange unit cost plus removal and
installation labor costs
installation labor costs.
¾ Interval Factors
Interval Factors – generally consisting of two limiter:
generally consisting of two limiter:
I. Calendar time (i.e. 10 years)
II Flight cycles (i.e. 20,000 flight cycles)
II.
Flight cycles (i e 20 000 flight cycles)
Timing of event: “whichever is more limiting”.
Jackson Square Aviation
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II. Landing Gear Overhaul Notes:
•
•
In cases where there is a calendar limiter, this establishes the minimum monthly rate required.
Some models have different limiters for main and nose gear assemblies.
¾ Example : 737NG Landing Gear Reserve Exchange Cost Assumption : $320,000
Exchange
Cost Assumption : $320 000
Limiters: 10 Years / 18,000 FC
Scenario 1 ‐ Annual FC = 1,250 FC
Scenario 1 Annual FC = 1 250 FC
Scenario 2 ‐ Annual FC = 2,250 FC
Scenario 2 Annual FC = 2 250 FC
Cyclic limiter = 16 Yr(18,000/1,250)
TOW Limiter = 10 Yr = 120 Mo
Mo Rate :(320,000/ 120) = $ 2,666
Cyclic limiter = 8 Yr (18,000/2,250)
TOW Limiter = 8 Yr = 96 Mo
Mo Rate: (320,000/ 96) = $ 3,333
Jackson Square Aviation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
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III. Auxiliary Power Unit (APU) Restoration
¾ Cost Factors
Cost Factors
•
•
Material driven – 70% ‐ 80% of cost is material,
Little variance between first & mature‐run costs.
¾ Time On‐Wing Factors
OEM Published Mean‐Time Between Unscheduled Removal (MTBUR)
Mean
n‐Time Between
n Removals
•
Jackson Square Aviation
12‐Mo Rolling Averages
6,450 FH ‐
,
MTBCR
5,945 FH ‐ MTBUR
5,495 FH ‐ MTBR
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III. Auxiliary Power Unit (APU) Restoration
¾ Example : 737‐800 APU (GTCP 131‐9B)
Example : 737 800 APU (GTCP 131 9B)
•
•
•
MTBUR = 6,500 APU FH
Average Cost = $235,000
APU Reserve Rate = $36 / APU FH
Jackson Square Aviation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
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IV. Engine Performance Restoration
¾ Cost Factors
Cost Factors
I. Engine Build Goals ‐ Tend be influenced by business decisions, and based on:
and
based on:
a) Maximizing usage of LLP hardware, which often leads to lower shop visit costs but higher DMC ($ / FH), or
b) Building for minimum number of shop visits, which allows one Building for minimum number of shop visits which allows one
to achieve lower shop DMC ($ / FH) but higher shop visit costs.
Notes
•
Many lessors are now imposing “minimum build goals” in their leases to prevent short building.
Jackson Square Aviation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
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IV. Engine Performance Restoration
¾ Cost Influencing Factors –
Cost Influencing Factors continued
II. Age
As Engine Ages
20,000 FH
Hardware Deterioration
Rate Increases
1st SV
16,000 FH 15,000 FH
2nd SV
3rd SV
Higher Maintenance Costs
Jackson Square Aviation
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IV. Engine Performance Restoration
¾ Time On‐Wing Factors
Time On Wing Factors
I.
Engine Thrust Rating ‐ Increasing Thrust > Higher EGT Deterioration > Lower Time On‐Wing
Same Engine Goes Into Shop
Same Engine Goes Into Shop
EGT Limit
EGT
Limit
EGT
EGT
Margin
Margin
Loss
Loss
(˚C )
EGT Limit
EGT Limit
8,000 FC
10,000 FC
Time
On-Wing – High Thrust Rating
Time On‐Wing High Thrust
2,000
4,000
6,000
Flight Cycles
Flight
Cycles8,000
Flight Cycles
Jackson Square Aviation
Time On-Wing – Low Thrust Rating
Time On‐Wing Low Thrust
10,000
2,000
4,000
6,000
8,000
Flight Cycles
Flight
Cycles
10,000
Flight Cycles
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0 Maintenance Reserve Development
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IV. Engine Performance Restoration
¾ Time On‐Wing Factors ‐
Time On Wing Factors continued
II.
Engine Flight Leg
Increasing Flight Leg
Lowers EGT Deterioration
Lowers EGT
Deterioration
Higher Time On‐Wing
and Lower Cost $ / FH
Cost $ / F
Cost $ / FH H
Increasing Flight Leg
Greater
Greater Flight Leg
Flight Leg
Greater Flight Leg
Lower
Lower
DMC
DMC
Higher Time On-Wing
Jackson Square Aviation
Flight Leg (Hours)
Flight Leg (Hours)
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
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IV. Engine Performance Restoration
¾ Time On
Time On‐Wing
Wing Factors Factors ‐ continued
III. Engine Derate
Increasing
Derate
Lowers Thrust and
Lowers Thrust &
EGT Deterioration
EGT Deterioration
Higher Time On‐Wing
and Lower Cost $ / FH
Cost $ / FH
Cost $ / FH
Increasing Derate
Increasing Derate = Lower Thrust
Increasing Derate = Lower Thrust
5% Derate
10%0%Derate
10% Derate
10%
15% Derate
20%
Higher Time On-Wing
Jackson Square Aviation
1.0
1.5
2.0
2.5
3.0
Flight Leg (Hours)
Flight Leg (Hours)
3.5
4.0
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IV. Engine Performance Restoration
¾ Time On‐Wing Factors ‐
Time On Wing Factors continued
IV. Environment ‐ Engines operated in dusty, sandy and/or erosive‐corrosive
erosive
corrosive environments are exposed to higher blade environments are exposed to higher blade
distress and thus greater performance deterioration.
Notes:
• Lessors are now adjusting their reserve rates to account for region of operation. • Generally applies to narrow‐body aircraft operating within distressed environments.
Jackson Square Aviation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
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IV. Engine Performance Restoration
¾ Time On‐Wing Factors ‐
Time On Wing Factors continued
Engine ‐ Environmental Distress Chart
Lowest
Medium / Low
/
Medium
High
Highest
Colors highlight severity
and rate of occurrence of
d t f
f
distress
Jackson Square Aviation
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Elements of Aircraft Maintenance Reserve Development
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0 Maintenance Reserve Development
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IV. Engine Performance Restoration
¾ Example –
Example Severity Curve
Severity Curve
Severity Facto
or
2.2
Base Flight Leg (2.0)
Base Rate = $80 / FH
1.7
10
1.0
1.0
$194
1.5
$150
2.0 $88
2.5
$86
3.0
$84
10% Matrix = $176
$136
$80
$78
$76
15% Matrix = $158
15% Matrix =
$122
$72
$70
$68
5% Matrix =
Jackson Square Aviation
5% Derate
5%
Derate
10% Derate
15% Derate
Flight Leg
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
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IV. Engine Performance Restoration
¾ Example –
Example CFM56‐7B26 Restoration Calculation
CFM56 7B26 Restoration Calculation
Base Operation : 2.0 Flight Leg / 10% Derate / Temperate Region
Base Rate : $80 / FH
Operating Scenario 1:
1.5 FL / 10% Derate / Temperate
FL Factor 1 7
FL Factor = 1.7
Derate Factor = 1.0
Region Factor = 1.0
Composite Factor = 1.7
Composite Factor 1.7*1.0*1.0
1.0 1.0
Composite Factor = 1.70
Adjusted Rate = 80 *1.70
Adjusted Rate = $136 / FH
Jackson Square Aviation
Operating Scenario 2:
2.5 FL / 5% Derate / Hot‐Dry
FL Factor 0 98
FL Factor = 0.98
Derate Factor = 1.1
Region Factor = 1.2
Composite Factor = 0.98
Composite Factor 0.98*1.1*1.2
1.1 1.2
Composite Factor = 1.30
Adjusted Rate = 80 *1.30
Adjusted Rate = $104 / FH
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V. Engine Life Limited Parts (LLP) Replacement
¾ Cost Factors
Cost Factors
• OEM piece part escalation –
OEM i
t
l ti
currently averaging over 5% per year.
tl
i
5%
g
p
• Inclusion of Static LLPs ‐ Although these parts are not classified to be critical they do fall under the category of parts whose failure could create a hazard to the aircraft i.e. shrouds and frames.
Jackson Square Aviation
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Elements of Aircraft Maintenance Reserve Development
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V. Engine Life Limited Parts (LLP) Replacement
¾ Piece Part Life‐Limit Factors
Piece Part Life Limit Factors
ƒ Life limits tend to range between 15,000 – 30,000 flight cycles, however
9 LLPs can have shorter lives imposed on them by airworthiness LLPs can have shorter lives imposed on them by airworthiness
directives (ADs).
ƒ Lessor imposed stub factor on life limits – typically:
9 10% for narrowbody engines
10% for narrowbody engines
9 5% for widebody engines
ƒ Some manufacturers certify ultimate lives of LLPs at the time they certify an engine model. Other manufacturers certify the lives as experience is d l
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f
f h l
accumulated. In these scenarios, ultimate lives are reached after one or several life extensions. Jackson Square Aviation
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VI. Lessor’s Perspective:
ƒ
Many lessors base their costs to be reflective of costs negotiated from either a U.S. or European based MRO facility
MRO facility.
Consequently, their reserves rates are normally ranked as “market
as market‐based to above market‐based
based to above market based”.
Ultimately, reserves are heavily negotiated and are g
often “marketing” driven.
Jackson Square Aviation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
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Elements of Aircraft Maintenance Reserve Development
4.0 –
4
0 PMA Parts
PMA P
I. Perspective from Aircraft Lessor:
¾ Current leases state the following:
Current leases state the following:
When replacing Parts in an Engine, • LESSEE will use LESSEE will use "OEM
OEM Parts
Parts". If LESSEE wishes to replace Parts in an Engine with parts which are not OEM:
• LESSEE must obtain approval from LESSOR before such parts are installed.
If given, LESSOR'S approval will generally be only for:
• PMA Parts which are consumables parts such as brackets, seals, etc.
The use of stationary and high energy rotating PMA Parts in the gaspath will not be approved by LESSOR. Jackson Square Aviation
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Elements of Aircraft Maintenance Reserve Development
4.0 –
4
0 PMA Parts
PMA P
I. Perspective from Aircraft Lessor:
ƒ
Prevailing view is that PMA
view is that PMA’ss can affect:
can affect:
¾ Re‐marketability
¾ Residual value of the asset (primarily engine)
¾ Ability to obtain technical support from the OEMs
However:
ƒ
ƒ
Many lessors are currently allowing use of PMA on the airframe and Many
lessors are currently allowing use of PMA on the airframe and
in accessories/components.
PMA is gaining wider acceptance by airlines, and:
9 Some are demanding that lease agreements allow use of PMAs
therefore:
pp
9 Some lessors have softened their approach.
Jackson Square Aviation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
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Elements of Aircraft Maintenance Reserve Development
A
Appendix A –
di A Sources of Maintenance Reserve Metrics
S
fM i
R
M i
1.
Maintenance Reserve Claims – Example Performance Restoration
Jackson Square Aviation
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Elements of Aircraft Maintenance Reserve Development
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Appendix A –
di A Sources of Maintenance Reserve Metrics
S
fM i
R
M i
2.
OEM Conferences & Publications
Jackson Square Aviation
3.
Commercial Publications
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Elements of Aircraft Maintenance Reserve Development
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Appendix B ‐
di B Maintenance Costs & Reserve Rates
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&R
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1.0 Airframe Heavy Structural Inspection Costs & Reserve Rates
¾
Assumes full workscope (systems, structures & zonal & material)
Assumes full workscope (systems, structures & zonal & material)
Aircraft
Check
Phase
Interval Costs ‐ 2010 $
Rates ($ / Mo)
A320‐200
A320
200
4C / 6Y SI
/ 6Y SI
First‐Run
First
Run
72 Months
72 Months
$750K ‐ $850K
$750K $10,400 ‐ $11,800
$10,400 A320‐200
8C / 12Y SI
First‐Run
144 Months
$850K ‐ $900K
$5,500 ‐ $5,900
A330‐300
4C / 6Y SI
First‐Run
72 Months
$1.4M ‐ $1.6M
$19,500 ‐ $22,200
A330‐300
8C / 12 Y SI
First‐Run
144 Months
$1.5M ‐ $1.7M
$10,400 ‐ $11,800
B737‐800
C6‐C8 Equivalent
First‐Run
120 / 144 Mo
$1.3M ‐ $1.5M
$9,000 ‐ $12,500
B747‐400
C4 / D‐Check
Ageing
72 Months
$4.0M ‐ $4.5M
$55,500 ‐ $62,500
B757‐200
S4C
Ageing
72 Months
$1.5M ‐ $1.7M
$22,200 ‐ $23,600
B767‐300ER
S4C
Ageing
72 Months
$2.0M ‐ $2.3M
$27,800 ‐ $31,900
B777‐300ER
C4 / SI
First‐Run
96 Months
$2.5M ‐ $2.8M
$26,000 ‐ $29,100
E190
C4 / SI
First‐Run
96 Months
$475K ‐ $575K
$4,900 ‐ $5,900
HSI
First Run
First‐Run
96 Months
96 Months
$425K $525K
$425K ‐
$4 400 ‐ $5,400
$4,400
$5 400
CRJ 700
CRJ‐700
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Appendix B ‐
di B Maintenance Costs & Reserve Rates
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2.0 Engine Performance Restoration Costs & Reserve Rates
Engine
Thrust
Phase Fl Leg
Time On‐Wing (FC)
Costs 2010 $
Rate ($ / FH)
CFM56‐5B6/P
23,500
First‐Run
1.7
15,500 ‐16,500
$1.8M ‐ $2.2M
$68‐ $78
CFM56‐5B4/P
27,000
First‐Run
2.0
11,000 ‐12,000
$1.8M ‐ $2.2M
$86 ‐ $96
CFM56 5B3/P
CFM56‐5B3/P
33 000
33,000
Fi R
First‐Run
20
2.0
7 500 8,500
7,500 –
8 500
$1 8M $2.2M
$1.8M ‐
$2 2M
$124 ‐ $134
CFM56‐7B24/P
24,000
First‐Run
1.7
15,500 – 16,500
$1.8M ‐ $2.2M
$68‐ $78
CFM56‐7B26/P
26,300
First‐Run
2.0
12,500 – 13,500
$1.8M ‐ $2.2M
$78‐ $88
/
CFM56‐7B27/P
27,300
,
First‐Run
2.0
11,000 –
,
12,000
,
$1.8M ‐ $
$
$2.2M
$84 ‐ $
$
$94
V2524‐A5
24,000
First‐Run
1.7
15,000 – 16,000
$1.8M ‐ $2.2M
$72 ‐ $82
V2527‐A5
27,000
First‐Run
2.0
10,000‐11,000
$1.8M ‐ $2.2M
$92 ‐ $102
V2533‐A5
33,000
First‐Run
2.0
6,500 – 7,500
$1.8M ‐ $2.2M
$135 ‐ $145
Trent 772
71,200
First‐Run
6.0
3,500 – 4,000
$3.6M ‐ $4.0M
$175 ‐ $185
PW4068
68,000
First‐Run
6.0
3,000 – 3,500
$3.2M ‐ $3.6M
$180 ‐$190
CF6‐80E1A4
70,000
First‐Run
6.0
3,000 – 3,500
$3.0M ‐ $3.4M
$165 ‐ $175
GE90 115B
GE90‐115B
115 000
115,000
First Run
First‐Run
80
8.0
2 250 2,750
2,250 –
2 750
$4 4 $4.8M
$4.4 ‐
$4 8M
$250 $260
$250 ‐
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Appendix B ‐
di B Maintenance Costs & Reserve Rates
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3.0 Landing Gear Overhaul Costs & Reserve Rates
¾
Assumes cost for exchange unit plus removal/installation labor
Assumes cost for exchange unit plus removal/installation labor
Aircraft
Interval Costs ‐ 2010 $
Rates ($ / Mo)
A320 Family
10 YR / 20,000 FC
$380K ‐ $420K
$3,160 ‐ $3,500
A330 Familyy
10 YR
$875K ‐ $
$
$925K
$7,300
$
,
–$
$7,700
,
B737NG Family
10 YR / 18,000 FC
$320K ‐ $380K
$2,650 ‐ $3,166
B757 Family
10 YR / 18,000 FC
$425K ‐ $475K
$3,540 ‐ $3,950
B767 Family
10 YR
$550K ‐ $600K
$4,580 ‐ $5,000
B747 Family
10 YR / 6,000 FC
$750K ‐ $800K
$6,250 ‐ $6,660
B777 Family
10 YR
$1.0M ‐ $1.2M
$8,333 ‐ $10,000
E190 Family
10 YR / 20,000 FC
$325K ‐ $350K
$2,700 ‐ $2,900
CRJ 700 Family
CRJ 700 Family
10 YR / 20,000 FC
YR / 20 000 FC
$180K $220K
$180K ‐
$1 500 $1,800
$1,500 ‐
$1 800
Jackson Square Aviation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
32
Elements of Aircraft Maintenance Reserve Development
A
Appendix B ‐
di B Maintenance Costs & Reserve Rates
M i
C
&R
R
4.0 APU Performance Restoration Costs & Reserve Rates
Aircraft
Interval ‐ APU FH
Costs ‐ 2010 $
Rates ($ / APU FH)
A320 Family
6,000 – 7,000
$210K ‐ $240K
$33 ‐ $38
A330 Familyy
6,000 –
,
7,000
,
$350K ‐ $
$
$375K
$40 ‐ $
$
$45
B737NG Family
6,000 – 7,000
$210K ‐ $240K
$33 ‐ $38
B757 Family
5,000 – 6,000
$200K ‐ $225K
$37 ‐ $42
B767 Family
5,000 – 6,000
$200K ‐ $225K
$37 ‐ $42
B747 Family
8,000 – 9,000
$425K ‐ $475K
$48 ‐ $53
B777 Family
7,500 – 8,500
$425K ‐ $475K
$50 ‐ $55
E190 Family
5,000 – 6,000
$160K ‐ $180K
$31 ‐ $36
CRJ 700 Family
700 Family
4 000 5,000
4,000 –
5 000
$130K $160K
$130K ‐
$30 $35
$30 ‐
Jackson Square Aviation
IATA Maintenance Cost Conference, Abu Dhabi, UAE October 20th, 2010
33