This article is based on an official press release from Duncan Aviation.

Duncan Aviation Restructures Component Pricing to Combat Supply Chain Volatility and Safety Risks

On January 20, 2026, Duncan Aviation announced a comprehensive restructuring of its pricing models for component repairs and exchanges. The Lincoln, Nebraska-based MRO (Maintenance, Repair, and Overhaul) provider stated that the changes are designed to offer operators greater financial predictability while addressing safety concerns regarding the influx of low-cost “as-removed” parts in the aviation aftermarket.

The new structure introduces tiered pricing for component repairs and two distinct options for core exchanges. According to the company, these changes allow customers to choose between lower upfront costs with traditional risk exposure or higher upfront costs that guarantee total price certainty. This strategic shift comes as the aviation industry continues to grapple with supply-chain instability and rising material costs.

A New Tiered Approach to Repairs and Exchanges

Duncan Aviation’s Parts & Rotables Sales and Component Services division has moved away from a one-size-fits-all billing model. Instead, the company has implemented a flexible structure that categorizes services based on the severity of the repair and the customer’s risk tolerance.

Component Repair Tiers

For operators sending their own units in for repair, Duncan Aviation now offers three specific levels of coverage:

• Essential Coverage (Minor Maintenance Repair): This tier targets routine repairs where major internal damage is not anticipated. It covers the most common unit failures, offering a cost-effective solution for standard maintenance events.
• Expanded Coverage (Major Maintenance Repair): Designed for units requiring more extensive work, this tier covers a broader range of complex failures that exceed standard fixes.
• Universal Flat Rate: This option provides a single, guaranteed price that covers all work required to return the unit to service. It eliminates variable costs, ensuring the operator knows the final bill before the unit is even shipped.

Core Exchange Options

For customers requiring an immediate replacement via a core exchange, the company has introduced two billing structures regarding “bill-backs”, the additional charges assessed if a returned core requires more repair than the standard allowance covers:

• Standard Exchange Rate: This option offers a lower upfront price but carries the risk of supplemental charges. If the customer’s returned core requires extensive repairs or expensive sub-components, they may be billed the difference later.
• Flat Rate Exchange: This option involves a slightly higher upfront fee but includes all necessary repairs to return the core to service. According to Duncan Aviation, this rate guarantees no follow-up charges provided the core has no “physical damage,” such as corrosion, water damage, or evidence of mishandling.

Addressing the “As-Removed” Market Risk

A primary driver behind this restructuring is the growing prevalence of “as-removed” parts, components harvested from retired aircraft and sold with minimal inspection. Duncan Aviation officials highlighted the safety risks associated with these parts, which often carry FAA Form 8130-3 airworthiness tags based solely on external visual checks.

Chris Gress, Business Development Manager for Duncan Aviation, emphasized that visual inspections are insufficient for ensuring the airworthiness of complex avionics and rotables.

“The aircraft component market is changing… We took a hard look at industry trends, specifically the influx of as-removed parts, and made changes to remain competitive while maintaining our standard of quality.”

, Chris Gress, Business Development Manager, Duncan Aviation

Gress further noted that critical internal damage, such as blown fuses, degraded wiring, or corrosion, cannot be detected without removing the unit’s cover and performing a functional test. By offering tiered pricing, Duncan Aviation aims to provide a competitive alternative to the gray market while ensuring parts undergo rigorous internal inspection and testing.

AirPro News Analysis

The introduction of the “Universal Flat Rate” and “Flat Rate Exchange” models represents a significant shift toward insurance-style pricing in the MRO sector. In a traditional Time and Material (T&M) model, the operator bears the financial risk of inflation and supply chain surprises; if a sub-component doubles in price, the final invoice reflects that increase.

By opting for a Flat Rate, operators are effectively paying a premium to transfer that risk to Duncan Aviation. For Directors of Maintenance managing strict annual budgets, this predictability is likely to be a strong selling point, eliminating the “sticker shock” that often accompanies complex avionics repairs. This move aligns Duncan Aviation with broader industrial trends where service providers bundle risk management into the sticker price of the product.

Company Background and Context

Duncan Aviation is the world’s largest family-owned business aircraft MRO provider. Headquartered in Lincoln, Nebraska, the company operates major facilities in Battle Creek, Michigan, and Provo, Utah, along with over 20 satellite avionics shops nationwide. The company has recently expanded its footprint, including a new engine overhaul facility announced in late 2025 and major hangar expansions completed over the last two years.

Frequently Asked Questions

What is the main benefit of the Universal Flat Rate?

The primary benefit is total cost certainty. Operators know the exact cost of the repair before shipping the unit, protecting them from unexpected charges due to hidden damage or rising parts costs.

Does the Flat Rate Exchange cover all damage?

It covers all repairs necessary to return the unit to service, with the exception of “physical damage.” Duncan Aviation defines this as damage caused by external factors, such as water intrusion, corrosion, or dropping the unit.

Why is Duncan Aviation warning against “as-removed” parts?

The company warns that parts certified via visual inspection only (often found in the “as-removed” market) may harbor internal failures like bad wiring or corrosion, which could damage other aircraft systems upon installation.

Sources

Duncan Aviation Press Release

This article is based on an official press release from Airbus and additional industry data regarding Norsk Titanium.

Airbus Initiates Serial Production of Large Titanium 3D-Printed Parts for A350

As of January 2026, Airbus has officially commenced the serial integration of large-scale, 3D-printed titanium components into the A350 program. According to an official company statement, this milestone focuses on the Cargo Door Surround area of the Commercial-Aircraft, marking a decisive shift from traditional Manufacturing methods to advanced Wire-Directed Energy Deposition (w-DED) technology.

This development represents a significant evolution in aerospace manufacturing. While 3D printing (additive manufacturing) has been used previously for smaller brackets and non-structural cabin parts, the move to w-DED allows for the production of large, high-load-bearing structural components. Airbus indicates that this transition is driven by the need to reduce raw material waste, shorten production lead times, and prepare for the high-rate demands of future aircraft programs.

The Shift to Wire-Directed Energy Deposition (w-DED)

Historically, the aerospace sector has relied heavily on “Powder Bed Fusion” for additive manufacturing. While precise, this method is constrained by the size of the printer’s bed, typically under two feet, and relatively slow production speeds measured in grams per hour. In its recent announcement, Airbus detailed its adoption of w-DED to overcome these limitations.

Breaking Size and Speed Barriers

The w-DED process utilizes a robotic arm to feed titanium wire into a laser or plasma beam, melting the material layer-by-layer to build a part. According to technical details released by Airbus, this method offers two primary advantages over powder-based systems:

• Scale: The robotic nature of w-DED allows for the creation of components up to 7 meters (23 feet) in length, enabling the production of large structural ribs and frames.
• Speed: Deposition rates have increased from grams per hour to several kilograms per hour, making the technology viable for industrial-scale serial production rather than just prototyping.

The parts currently being installed on the A350 Cargo Door Surround are produced as “near-net shapes.” This means the component is printed to a rough outline of the final specification and then machined to exact tolerances. This hybrid approach combines the speed of additive manufacturing with the precision of traditional machining.

Sustainability and Efficiency Gains

A primary driver for this technological shift is the drastic reduction in material waste, measured in the industry by the “Buy-to-Fly” ratio. This ratio compares the weight of the raw material purchased to the weight of the final finished part.

According to industry data and Airbus’s manufacturing analysis:

• Traditional Forging: Often requires a Buy-to-Fly ratio of 10:1 to 20:1. This means for every 1 kilogram of finished part, 10 to 20 kilograms of raw titanium must be purchased, with 80-95% of that material machined away as scrap.
• w-DED Printing: Achieves a ratio closer to 2:1. Only about 2 kilograms of wire are needed for a 1-kilogram part, resulting in significantly less waste.

By reducing the amount of titanium required, Airbus aims to lower both environmental impact and production costs. Furthermore, the digital nature of the process reduces lead times from months to weeks, as it eliminates the need to create physical molds or dies associated with forging.

Strategic Partnerships and Future Programs

The successful integration of these parts is supported by a partnership with Norsk Titanium. Following a Master Supply Agreement signed in April 2024, Norsk Titanium has utilized its proprietary Rapid Plasma Deposition (RPD) technology to supply these structural components. This collaboration has been instrumental in moving the technology from a testing phase to serial mass production.

Enabling the ZEROe and Next-Gen Single-Aisle

Airbus has stated that the A350 application serves as a “stepping stone” for more ambitious future projects. The scalability of w-DED is considered critical for two upcoming challenges:

1. High-Rate Production: The successor to the A320 family, expected in the late 2030s, will require production rates that traditional forging supply chains may struggle to support. w-DED allows for on-demand printing of large parts, potentially alleviating supply bottlenecks.
2. Hydrogen Aircraft (ZEROe): Future Hydrogen-powered aircraft will require complex cryogenic fuel tanks. w-DED is uniquely suited to print these large, hermetically sealed structures as single pieces, reducing joints and minimizing the risk of leaks.

AirPro News Analysis

The adoption of w-DED for the A350 Cargo Door Surround signals that Airbus is moving aggressively to close the gap with competitors in the additive manufacturing space. Boeing has utilized Norsk Titanium’s RPD parts on the 787 Dreamliner since approximately 2017 to reduce costs. However, Airbus’s application appears to target larger and more complex structural areas, suggesting a strategy of “catch-up and scale-up.”

Furthermore, this move validates the broader industry trend toward “Near-Net Shape” manufacturing. As geopolitical and supply chain instabilities continue to affect the availability of raw titanium, technologies that reduce material consumption by up to 90% are no longer just “green” initiatives, they are strategic necessities for maintaining production stability.

Frequently Asked Questions

What is w-DED?
Wire-Directed Energy Deposition (w-DED) is a 3D printing technique that uses a laser or plasma beam to melt metal wire as it is deposited by a robotic arm. It is faster and capable of building larger parts than traditional powder-bed fusion.

Which aircraft are using these parts?
As of January 2026, the parts are being serially integrated into the Airbus A350, specifically in the Cargo Door Surround area.

Who is the supplier for these parts?
The parts are produced in partnership with Norsk Titanium, utilizing their Rapid Plasma Deposition (RPD) technology.

Sources: Airbus, Norsk Titanium

This article is based on an official press release from Daher.

Daher Doubles Operational Scope with Second Airbus A321 Assembly Line Contract

ORLY, France, Daher has officially expanded its industrial footprint within the Airbus ecosystem, announcing on January 21, 2026, that it has been awarded the industrial services contract for the second A321 final assembly line (FAL) in Toulouse. This new agreement effectively doubles the company’s operations related to the single-aisle jetliner at the historic Jean-Luc Lagardère site.

According to the company’s announcement, this expansion complements the renewal of its existing contract for the first A321 FAL, where Daher has served as the lead service provider since 2022. The dual contracts solidify Daher’s position as a critical partner in Airbus’s efforts to ramp up Manufacturing of its best-selling narrowbody aircraft.

Scope of Industrial Services

The newly awarded contract tasks Daher with a specific set of “industrialization” duties essential for the smooth flow of the final assembly process. These services are distinct from general logistics, involving hands-on technical preparation of major aircraft sections before they enter the final joining stages.

As detailed in the press release, the work packages include:

• Fuselage Preparation: Installation of cabin equipment, electrical systems, cockpit integration, and carpeting.
• Wing Preparation: Preparation of assembly surfaces, hydraulic draining, and hatch removal.

By managing these upstream tasks, Daher aims to ensure quality control and maintain a consistent workflow for Airbus technicians working on the main assembly line.

Executive Commentary

Cédric Eloy, the CEO of Daher Industrial Services, emphasized that the new contract allows the company to leverage synergies between the two parallel assembly lines located within the same facility.

“This expansion reflects the strength of our Partnerships with Airbus. We successfully supported the launch of the first Airbus A321 FAL, and we’re now continuing the journey with the second final assembly line. By pooling expertise and strengthening synergies, we provide Airbus with a reliable and competitive operating model.”

— Cédric Eloy, CEO of Daher Industrial Services

AirPro News Analysis: The Strategic Context

While the official release focuses on the Contracts award, AirPro News notes that this development is a significant milestone in Airbus’s broader industrial strategy. The Jean-Luc Lagardère facility, once the home of the A380 superjumbo, has been aggressively repurposed to address the massive backlog for the A321neo family.

Industry data indicates that the A321neo now accounts for approximately 60% of the A320 Family backlog. To meet Deliveries commitments, Airbus has set a production target of 75 A320-family aircraft per month by 2026/2027. The activation of a second line in Toulouse is critical to achieving this rate.

For Daher, this contract validates its strategic pivot toward high-value industrial services. Following its acquisition of Assistance Aéronautique et Aérospatiale (AAA) in 2023, Daher has significantly bolstered its workforce capabilities. By securing the role of lead service provider on both Toulouse lines, Daher mitigates operational risks for Airbus, providing a single, integrated workforce to manage the complex preparatory phases of production.

Frequently Asked Questions

What is the Jean-Luc Lagardère site?
Located in Toulouse, France, this massive facility was originally built to assemble the Airbus A380. Since the end of A380 production, it has been converted to house modern final assembly lines for the A320 and A321 families.

What is the difference between the two contracts mentioned?
Daher has held the contract for the first A321 line at this site since 2022; this contract was renewed at the end of 2025. The new announcement concerns the second line, which doubles the volume of work Daher performs at the site.

What specific tasks will Daher perform?
Daher technicians will handle the “stuffing” and preparation of sections, including installing electrical systems, cabin equipment, and preparing wings for attachment, rather than the final structural joining of the aircraft.

Sources

• Daher