Global aerospace parts manufacturer and maintenance provider Ontic launched a new dedicated service line for freight operators on October 16, 2026, introducing an exchange and overhaul program designed to minimize downtime for the aging Boeing 747 cargo fleet.

Announced in a company press release, the new brand, dubbed CargoCare, debuts with a specialized support program for Boeing 747 leading edge flap drive units. The service addresses a specific supply chain bottleneck for cargo airlines, allowing them to swap removed components for serviceable replacements from a dedicated pool in as little as 48 hours, rather than waiting for their original parts to undergo maintenance.

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Targeting freighter downtime with component exchange

The CargoCare model is built around the financial imperative of keeping freight aircraft operational, as unexpected component removals directly result in lost revenue. Under the new program, when a Boeing 747 operator removes a leading edge flap drive unit, the airline sends the part to Ontic and immediately receives a serviceable replacement from either a shared or dedicated exchange pool.

The removed unit is subsequently overhauled at Ontic’s maintenance, repair, and overhaul (MRO) facility in Tewkesbury, United Kingdom, before being returned to the active pool. This continuous rotation eliminates the traditional repair turnaround time for the operator.

Ontic stated that each CargoCare package is tailored to the specific fleet requirements of the customer, offering flat-rate overhaul pricing for predictable costs, extended warranties, and flexible commercial terms. The program is supported by Ontic hubs across Europe, the Americas, and Asia.

Dave Mayne, MRO Director for Europe & Asia at Ontic, noted that cargo operators cannot afford to have aircraft sitting on the ground waiting for a part to return from overhaul. He described the program as a clear example of how the company’s dedicated MRO capability allows it to go beyond standard repair and create packages built around how a specific fleet operates.

Sustaining the legacy Boeing 747 freighter fleet

The decision to launch CargoCare with the Boeing 747 leading edge flap drive unit reflects the changing operational profile of the global 747 fleet. As of late 2026, approximately 420 Boeing 747 aircraft remain in active service worldwide. The vast majority of these operate as dedicated freighters for carriers such as Atlas Air, UPS, and Cargolux, with only about 40 airframes still flying scheduled passenger routes.

The Boeing 747 features a complex wing design incorporating Krueger flaps and variable camber leading edge flaps, which rely on specialized drive units. According to Ontic, operators have historically found these specific components difficult to turn around quickly during unexpected maintenance events.

Demand for the heavy-lift capabilities of the 747 remains robust in the air cargo sector. In August 2026, Network Airline Management expanded its fleet with a fifth Boeing 747-400BCF (Boeing Converted Freighter), underscoring the continued reliance on the platform for oversized and high-volume freight operations.

Ontic’s broader maintenance and investment strategy

Headquartered in Cheltenham, United Kingdom, Ontic is an original equipment manufacturer (OEM) and MRO provider that specializes in acquiring and licensing mature product technologies to ensure long-term part availability for legacy civil and military aircraft. The company employs approximately 1,400 people globally.

The launch of the CargoCare brand follows a period of significant financial investment and facility expansion. In May 2024, the Canada Pension Plan Investment Board (CPP Investments) committed $450 million to support Ontic’s growth alongside its majority owner, private equity firm CVC Capital Partners. A subsequent investment cycle was announced in September 2024 to further expand the company’s repair capabilities and customer support network.

Operationally, Ontic is in the process of consolidating its three UK-based MRO sites into a single dedicated facility near Tewkesbury, which will serve as the primary overhaul center for the CargoCare program. The company confirmed it intends to extend the CargoCare model to additional aircraft platforms and components as it continues to grow its MRO portfolio.

AirPro News analysis

The transition of the Boeing 747 from a flagship passenger aircraft to a workhorse freighter fundamentally changes the maintenance economics of the platform. Passenger airlines often maintain deep spare parts inventories and operate on predictable retirement schedules. Freight operators, particularly those flying converted or second-hand airframes, operate on tighter margins where unexpected aircraft on ground (AOG) situations directly and severely impact profitability.

By creating a pooled exchange model for a known bottleneck component, Ontic is effectively treating legacy Boeing 747 parts with the same supply chain urgency typically reserved for current-generation production aircraft. As the global aerospace supply chain continues to constrain new aircraft deliveries, forcing operators to fly older airframes longer, we expect to see similar pooled MRO models emerge to support other aging widebody freighters.

Liebherr-Aerospace Toulouse SAS has officially opened a €40 million industrial center of excellence for aerospace heat transfer equipment in Campsas, France, doubling the site’s footprint to support current production rates and next-generation aircraft architectures.

The expansion adds 12,000 square meters of industrial space to the Occitanie region facility, marking the largest industrial investment Liebherr-Aerospace has made in the area. In a press release issued on October 19, 2026, the company stated the new center will address the growing demand for advanced thermal management systems required by future aviation technologies.

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Expanding thermal management capabilities

As the aviation industry prepares for future aircraft designs, thermal management is becoming increasingly critical. Heat transfer equipment is essential for conditioning and pressurizing cabin air, cooling onboard equipment, and managing energy and heat dissipation. The Campsas expansion brings together next-generation industrial capabilities to meet these requirements, including surface treatment lines, a brazing application robot, brazing furnaces, welding equipment, inspection systems, and a spacer-forming press designed specifically by Liebherr.

The Executive Management of Liebherr-Aerospace Toulouse SAS emphasized the strategic nature of the expansion.

“With this new center of excellence, we are strengthening our industrial capabilities to support the ramp-up of current programs while preparing the technologies and expertise that will contribute to future generations of aircraft. This investment gives us the means to meet our customers’ expectations both today and tomorrow.”

Digitalization and the DIGIFab initiative

The manufacturer is also participating in DIGIFab, a collaborative project supported by the French Civil Aviation Authority (DGAC) and the Council for Civil Aeronautical Research (CORAC). The initiative aims to accelerate the digitalization and automation of heat transfer equipment manufacturing, integrating these advancements directly into the new Campsas production lines.

The integration of automated systems and digital tracking is designed to meet the dual challenge of supporting the high production rates of current aircraft programs while developing the manufacturing technologies required for future aerospace architectures.

Two decades of precision machining at Campsas

Liebherr-Aerospace established its precision machining operations at the Campsas site in 2001. The facility houses the production and repair of aerospace heat transfer equipment, serving as a major component of the environmental control and thermal management systems developed by Liebherr-Aerospace Toulouse SAS, which operates as the air management systems center of excellence for the wider Liebherr Group.

The company laid the cornerstone for the new center of excellence in 2024. With the facility now operational, the Campsas site is expected to reach a workforce of nearly 400 employees by the end of 2026.

The facility opening follows a series of recent commercial and technological announcements from the tier-one supplier. On October 8, 2026, Liebherr-Aerospace detailed plans to showcase new business jet innovations at NBAA-BACE in Las Vegas, including modular electro-mechanical actuators and air-conditioning packs. In September 2026, the company secured a commercial agreement with China Airlines for the overhaul of nose landing gear on the carrier’s Airbus A350 fleet through 2031.

Airhub Aviation has secured regulatory approval from Lithuania’s Transport Competence Agency (TKA) to perform base maintenance on Airbus A320neo and Boeing 737 MAX aircraft, positioning the company to capture a looming wave of first-time heavy maintenance checks for new-generation narrowbodies.

In a press release issued in October 2026, the GetJet Group subsidiary announced the expansion of its maintenance scope to include A320neo jets powered by CFM International LEAP or Pratt & Whitney GTF engines, alongside the 737 MAX family. The approval allows the aircraft lifecycle management company to address growing aftermarket demand driven by capacity shortages and recent airline insolvencies.

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Targeting the 12-year check milestone

The Airbus A320neo family entered commercial service in early 2016, meaning the earliest airframes are now approaching their first 12-year heavy maintenance checks. This milestone presents a significant challenge for operators, as these complex checks are being performed for the first time in the aircraft type’s operational lifecycle.

Oleg Novak, Managing Director of Airhub Aviation, noted that the company is seeing growing demand for both regular 24-month checks and these initial 12-year events.

Managing these complex maintenance events in the most cost-effective manner requires extensive technical expertise and strong MRO capabilities.

Novak stated that operators face potentially longer ground times during these inaugural heavy checks, requiring specialized support across new-generation platforms to preserve residual value.

End-of-life solutions and part-outs

Beyond active service maintenance, Airhub Aviation is expanding its end-of-life asset management for new-generation narrowbodies. The global maintenance, repair, and overhaul (MRO) market is currently navigating supply chain constraints, increasing the value of harvested components.

According to the company, A320neo part-outs are gaining momentum following several airline insolvencies throughout 2025 and 2026. Novak confirmed that over the past 12 months, Airhub Aviation oversaw the end-of-life management process for its first Boeing 737 MAX 8.

“Expanding our Airbus A320neo and Boeing 737MAX maintenance scope responds directly to growing demand from lessors, operators and aftermarket players for specialized support,” Novak said.

GetJet Group’s MRO infrastructure expansion

The base maintenance approval builds upon a foundation established earlier in the year. In May 2026, the TKA granted Airhub Aviation line maintenance approval for the Boeing 737 MAX, covering both MRO and Continuing Airworthiness Management Organisation (CAMO) operations.

To support this expanded scope, parent company GetJet Group announced plans in August 2026 to invest €25 million ($29 million) in a new narrowbody maintenance facility at Vilnius International Airport (VNO). The company secured a 121,000-square-foot site under a 40-year land lease. Once completed, the Vilnius site will become the group’s third MRO facility, complementing Airhub Aviation’s existing operations at Šiauliai International Airport (SQQ).

The company is also currently undergoing the regulatory approval process to extend its technical service offerings to the Airbus A220 platform, which will encompass line maintenance, aircraft transitions, and end-of-life asset management.

AirPro News analysis

The arrival of the A320neo at its 12-year heavy maintenance threshold marks a critical transition for the global MRO sector. Because these checks are unprecedented for the airframe, MRO providers lack historical data to optimize turnaround times, making longer ground times highly probable. We expect early movers in this space to gain a significant competitive advantage as they build the first reliable datasets for A320neo heavy maintenance.

Furthermore, the fact that Airhub Aviation is already processing Boeing 737 MAX 8 and A320neo part-outs underscores a unique market dynamic. Typically, narrowbody aircraft of this vintage would remain in revenue service for another decade. However, severe supply chain bottlenecks for CFM LEAP and Pratt & Whitney GTF engines, combined with recent airline insolvencies, have made the sum of the parts for some new-generation airframes more valuable than the operational aircraft itself.