Qatar Airways Investment Could Bring Airlink MRO Growth Opportunities

Qatar Airways recently acquired a 25% stake in Airlink, bolstering the South African regional carrier’s ambitions to grow operations across the continent. The immediate focus is on aligning networks, schedules and frequent-flyer programs, so it is likely too early to determine the implications of the investment on Airlink’s approved maintenance organization facilities and capabilities. However, Airlink’s efforts to develop its in-house MRO capability could provide opportunities for more third-party work.

Airlink performs both major and line maintenance. Johannesburg O.R. Tambo International Airport is the airline’s main line maintenance base.  “All the post-flight checks, defect rectification and scheduled maintenance, A checks, engine changes, [and] landing gear changes are performed on the line,” says Morgan Chikurunhe, executive manager at Airlink’s aircraft maintenance organization.

The facility also houses backshops including an electrical workshop for the repair and overhaul of main batteries, generators and other components. Wheel and brake overhauls are performed in a dedicated workshop, with the brakes also part of an airline pool program.

Airlink’s outstations at South Africa’s airports in Mbombela, Durban and Cape Town perform line maintenance. “Although we have aircraft night-stopping in Durban and Nelspruit [Airport], the two stations mainly attend to defects, perform the postflight and preflight inspections, and [conduct] very little scheduled maintenance,” Chikurunhe explains.

Cape Town has become a small hub, with capability up to A checks on the Embraer ERJ 135. The facility performs a significant amount of scheduled maintenance on ERJ 135s and E-Jets, including defects as well as post- and preflight checks. “The capability in Cape Town allows for aircraft to be deployed at the station for significantly longer periods of time,” Chikurunhe says.

For major maintenance, C checks are performed in the main MRO hangars, which are also equipped with backshops for composites, painting, structures and trimming. “We are working on bringing more in-house capability on the various switches that we send away for functional checks within the electrical shop,” Chikurunhe says. Airlink outsources nondestructive testing but hopes to bring it in-house. The carrier also recently added safety equipment overhaul capability.

Airlink does not plan to perform third-party MRO services. “It’s not our core business,” Chikurunhe says. “However, on a very small scale and on an ad hoc basis, we will assist other operators as and when they request.” He notes that to develop such services, Airlink would need to reach a stage where its fleet is no longer growing, its workforce levels are adjusted accordingly and its facilities are geared to take on the work.

Airlink leased its fourth E175 in September from UK-based Falko, in addition to other E170s and E190s from the lessor’s portfolio. The airline apparently is interested in acquiring some Airbus A320 and Boeing 737-family aircraft for trunk routes where it needs to achieve lower unit costs to stay competitive.

In the meantime, as Qatar Airways begins to exert its influence on Airlink, it is still unknown whether priorities will change to include full third-party maintenance services.