With news of its new FAA Part 145 approval this week, Cardiff Aviation has mentioned expanding its workforce to meet demand. How many would it look to add and over what period of time?
We are currently recruiting more engineers. However, we don’t have a specific numeric requirement or timescale for this as it is dependent on aircraft inputs. We plan to invest further in engineer training and ideally develop our own technicians and mechanics on-site.
As Cardiff Aviation is now able to serve U.S.-registered aircraft in addition to ones registered in Europe, does Cardiff Aviation have sufficient capacity to deal with the workload?
We have 132,000 sq. ft. of hangar space and we also have the ability to run additional shifts, so we’re more than confident in our capacity to handle a larger workload. We’re actively seeking growth.
Will the company look to pursue other approvals?
We are applying for the South African Civil Aviation Authority approval for an aircraft maintenance organization. We will apply for more approvals if the business requires us to do so.
Will it look at growing its capabilities, possibly the type of aircraft serviced?
We have the capability to carry out work on a wide range of aircraft and have recently worked on inputs as large as Boeing 767s. However, our aim is to be a center of excellence for work on the Boeing 737 and Airbus 320 families of aircraft, where there is significant demand for quality work.
How has Cardiff navigated the market as an independent MRO in the face of OEMs growing aftermarket presence? How is the company setting itself apart?
We carry out quality engineering on time and on budget, which is what every operator requires from an MRO. By specializing in 737 and A320 work, we’re providing skilled services in a market where there is a significant pipeline of available work and an industry-wide shortage of capacity.