Who has heavy checks coming due?

Every US airline and operator fleet we track, crossed with the C-check and heavy-check due windows estimated over the next 12 months — from fleet age and published check cadences, not schedules. When a fleet ages into a check window, parts demand follows: time your outreach into their MRO network or their own supply chain around it.

Operators tracked
86
FAA registrants operating 3+ aircraft of a family
Fleet families
24
737 and A320 family through CRJ, E-Jet, and freighters
Tails in due windows
~4,812
Est. C + heavy checks, next 12 months (±6-mo windows)

Top operators by estimated due-window tails

Summed across each operator's fleet families — estimated from fleet age and published check cadences, not a schedule.

OperatorFleetFamiliesEst. C due 12moEst. heavy due 12moTotal in due windows
UNITED AIRLINES1,19010657167824
DELTA AIR LINES1,10210712106818
AMERICAN AIRLINES9827453109562

The full operator × family matrix

Every operator-family pairing we track, with estimated C-check and heavy-check due windows over the next 12 months. Sort by any column, or filter to the operators you sell to — then time outreach into their MRO network or their own supply chain around the window.

Unlock with your email — free

See all 147operator-family rows — sortable by due-window, fleet age, and AD pressure. One unlock also opens the gated panels on Business Mix Analysis. We'll send the weekly aftermarket intelligence brief; unsubscribe anytime.

How these estimates are built

Fleet age × published cadences
No public per-tail check schedule exists — so we cross each operator's FAA-registered fleet with its year of manufacture and the published check-cadence planning norms for that family, utilization-informed where measured. A tail whose age falls within ±6 months of a check-interval multiple counts toward the due window. These are estimates and planning norms, never schedules.
Who's counted — and who isn't
Operator means the FAA registrant holding the aircraft directly. Aircraft registered to leasing and finance trusts (~26% of the US commercial fleet) can't be attributed to their operator from the registry, so they're excluded — lease-heavy operators are undercounted here. Rows with fewer than 3 aircraft are dropped as noise. Where a family shows "—", we have no measured utilization to support a cadence claim, so none is made.
AD pressure = compliance demand
The AD count is the number of distinct airworthiness directives linked to each fleet family in our corpus — the same value for every operator of that family. Directives drive recurring, non-deferrable inspection and parts demand across the fleet; the count is a demand signal for sellers and repair shops, not a safety ranking of any operator.

How to use it

USM & parts distributors
When a fleet ages into a C- or heavy-check window, material demand follows. Stock ahead of the window and aim outreach at the operators whose fleets are entering it — into their MRO network or their own supply chain.
Repair shops & MROs
See which operators' fleets are aging into check windows on the platforms you hold capability for, and which families carry sustained AD-driven inspection demand — then target the work.
Pair it with your own data
Upload your sales export on Business Mix Analysis to cross this fleet view with the platforms and parts you actually sell — the same email unlocks both.