Closing The Gap On Africa’s Spare Parts Crunch

Aircraft-on-ground incidents in Africa are increasingly being traced to a chronic shortage of spare parts, a challenge that OEMs are now confronting head-on with recalibrated aftermarket strategies and regional partnerships.

ATR and Airbus, two key players in the African fleet landscape, are evolving their roles beyond traditional support models. Their latest moves suggest a shift toward decentralized maintenance and inventory solutions aimed at tackling the continent’s acute supply chain bottlenecks.

ATR is taking a collaborative approach, looking to build local capacity rather than keeping operators dependent on overseas facilities. “ATR is actively encouraging the development of local MRO capabilities across Africa, and a prime example of this is its ongoing collaboration with Ethiopian Airlines Group,” the manufacturer states.

The partnership has already progressed from exploratory talks to a signed Letter of Intent at Farnborough last year. The aim is to establish a dedicated MRO platform in Ethiopia that can service ATR aircraft regionally, rather than forcing operators to ferry them to Europe or the Middle East. “By building on Ethiopian’s infrastructure and expertise, ATR and Ethiopian’s goal is to decentralize support, reduce AOG [aircraft-on-ground] risks and empower African operators with more accessible and efficient maintenance solutions,” ATR explains.

For operators battling cost constraints, this model could be a game changer. Eliminating long ferry flights would not only slash expenses but also reduce environmental impact—a consideration that ATR is keen to link with its turboprop’s efficiency profile. Beyond the immediate gains, ATR sees its role expanding into something broader. “As we look to the future, ATR’s role is evolving beyond that of a manufacturer and support provider. We are becoming a long-term partner in building low-emission regional aviation ecosystems,” the company stresses.

At Airbus, spare parts logistics remains a focal point. According to Sebastian Bahr, head of Middle East and Africa at Airbus subsidiary Satair, Dubai is the operational heartbeat for the region. He notes Satair’s 4,500 m2 (approximately 48,000 ft.2) warehouse capacity and $50 million inventory there.

“This Dubai hub is well connected to the whole African continent, which enables fast response times and … cost-efficient delivery performance,” he says.

Satair has been boosting its stock levels to stay ahead of demand. Inventory levels are up 40% compared with 2019, while local stock volume is up 20%. The company is also embedding itself more directly in Africa with a presence at Airbus’ new customer support center in Johannesburg, where a dedicated material account director will focus on airline needs across the continent.

Engine availability, particularly for the Airbus A320neo’s Pratt & Whitney geared turbofan, has been a hot-button issue worldwide, and Africa is no exception. Bahr notes that “Airbus and Pratt & Whitney launched a Joint Improvement Plan in summer 2022 to work together to find solutions to address fleet health challenges, staffed with the right level of experts from both organizations.” Pratt & Whitney, for its part, is expanding global MRO capacity and implementing technology upgrades across its shops to improve turnaround times, a critical factor for operators when even a single aircraft on the ground can disrupt fragile networks.

While these OEM-led initiatives are promising, the real test will be execution and whether these measures are enough to keep aircraft flying in a region where connectivity remains both economically vital and operationally fragile.