frankfurt A shortage of skilled workers is creating a growing problem for the aerospace industry. According to IG Metall Coast, there are currently as many as 5,000 vacancies – companies actually looking to add staff after the pandemic. However, skilled workers prefer the automotive industry to the aircraft manufacturing industry.
For example, a survey by consultancy H&Z showed that many mid-sized companies that make parts for Airbus are struggling. Of the more than 120 industry executives and professionals surveyed, 90 percent cited employee availability as the biggest challenge.
“The personnel issue remains hot,” said Michael Santo, managing partner of German business newspaper H&Z. On top of that, the increasing penetration between industries creates problems for suppliers in the aviation industry.
In the past, companies looked for employees with 10 to 15 years of industry experience. “Today, they’re looking to other industries to see where they can find the right expertise,” Santo said.
According to IG Metall’s ‘Airconnect’ industry information, other employers will do better in the battle for the head. Audi, Volkswagen, BMW, Mercedes, Rheinmetall and Kraus-Maffei Wegmann (KMW) were mentioned.
In addition, major customer Airbus recruits staff from smaller firms. Because airline groups also want to increase their workforce. In Germany alone, he is looking for nearly 2,000 employees.
More money is not enough to attract applicants
“Airbus’ pull is very strong in the Greater Hamburg area. Working at Airbus makes you proud,” says consultant Santo. Because raising wages is of little use to suppliers. “We do have a shortage of skilled aviation workers. Even if I put down money as an employer, I’m not going to get people.”
Vacancies at many supplier factories are jeopardizing Airbus’ plans to boost monthly production of the short- and medium-range A320 family to 65 by the end of 2024 and 75 from 2026. About 45 jets left the concourse late last year. Production can only be scaled up when the necessary parts are available.
The airline group wanted to significantly increase monthly productivity.
(Photo: dpa)
Suppliers also need talented employees ready for perhaps the biggest challenge facing the aviation industry right now: the transition to climate-neutral flying. The H&Z survey shows how much the topic drives companies.
According to this, nine out of ten companies have already implemented initial projects and measures to protect the climate. “You’re not just waiting for manufacturers here, these companies are already developing ideas. There’s a new level of realism here,” Santo said.
The focus is on the question of what the successors to the Boeing 737 and Airbus 320, short- and medium-range aircraft, will look like. Because it has long been clear that it will take a long time for hydrogen-powered aircraft to be ready for the market. Vendors also recognize the need for a bridging technology, according to Santo.
Two planemakers, Airbus and Boeing, have long been working on solutions for the transition period. Among other things, Boeing relies on so-called upper-wing aircraft, in which huge wings are attached to the top of the fuselage and supported on struts.
The U.S. planemaker, like its rival Airbus, is considering what a new medium-range plane might look like. Because the brand new hydrogen engine aircraft still needs a lot of time.
(Photo: Boeing)
Airbus, on the other hand, is thinking of an “open rotor”. This is a combination of a turbofan engine (such as those used in large commercial aircraft) and a turboprop engine (such as the propeller engines used in small regional aircraft).
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CEO Guillaume Faury hopes to reduce fuel use by 20% to 25% by building huge rotor blades. he told Aviation Week magazine this week. The concept isn’t new, but was scrapped in the 1970s because of the noisy engines. But technology has improved a lot since then.
Vendors see more possibilities here and are therefore also working on the concept. “It’s about small steps, like new materials to make aircraft lighter, or propulsion technologies like open rotors,” said consultant Santo. A circular economy is also on the agenda for suppliers, such as the further processing of swarf shed during milling.
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