Rolls-Royce & Partners Finance
WE FINANCE ENGINES BUT OUR BUSINESS IS PARTNERSHIP
Rolls-Royce & Partners Finance was established as a separate business in 1989 by Rolls-Royce and its financial partners. Our original mission was to support airline customers purchasing Rolls-Royce spare engines with lease finance services.
SUPPORTING AIRLINES, LESSORS AND REPAIR SHOPS
Today we support over fifty airlines around the world, from established flag carriers to the big airlines of the future. Our customers don't just fly Rolls-Royce engines, so we also provide sale and leaseback finance to our customers for their CFM, Pratt & Whitney and GE spare engines.
We help aircraft leasing companies extract the maximum residual value of their engines as a purchaser and lessor of their installed engines as well as provider of used engines for exchange.
We are a close partner to engine repair shops by helping them to reduce the costs of their services through used parts recycled from our engines.
PARTNERSHIP IS OUR BUSINESS
We understand the importance of long-term relationships. We work closely with our customers to understand their needs so that we can better help them achieve their aspirations.
We started on the first day of trading as a partnership. And it is in our name.
Our partnership approach is very important to us and it is how we always want to work with our colleagues, customers, financiers and shareholders.
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Main Stage
- With current tech engines currently appreciating in value for their LLPs and part because of teething difficulties with new gen engines, what impact are we likely to see on current gen engine values?
- When should we expect the supply of current gen engines to outstrip demand and would we see more lessors and asset owners look for returns with engine tear downs?
- How are OEM and MRO bottlenecks and part shortages/feedstock constraints impacting investment opportunities and returns?
- When is the demand going to, once again, be matched by production levels of new aircraft?
- Are new gen engine issues kinks that can be ironed out or a wider issue? Are new gen engines a less attractive investment option currently given these issues?
- How much effort should OEMs place on ramping production vs fixing issues with current engines? How will this affect maintenance costs of engines and engine liquidity in the future?
