Posted on

MRO Useful Links

MRO Useful Links


Place OEM

Engine OEM

V2500-Used part
Pratt & Whitney
CFM56 Tooling
Rolls Royce

Posted on

LLP life limited parts FAA regulations 2

Title 14: Aeronautics and Space


§43.1   Applicability.
§43.2   Records of overhaul and rebuilding.
§43.3   Persons authorized to perform maintenance, preventive maintenance, rebuilding, and alterations.
§43.5   Approval for return to service after maintenance, preventive maintenance, rebuilding, or alteration.
§43.7   Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or component parts for return to service after maintenance, preventive maintenance, rebuilding, or alteration.
§43.9   Content, form, and disposition of maintenance, preventive maintenance, rebuilding, and alteration records (except inspections performed in accordance with part 91, part 125, §135.411(a)(1), and §135.419 of this chapter).
§43.10   Disposition of life-limited aircraft parts.

§43.10   Disposition of life-limited aircraft parts.

(a) Definitions used in this section. For the purposes of this section the following definitions apply.

Life-limited part means any part for which a mandatory replacement limit is specified in the type design, the Instructions for Continued Airworthiness, or the maintenance manual.

Life status means the accumulated cycles, hours, or any other mandatory replacement limit of a life-limited part.

(b) Temporary removal of parts from type-certificated products. When a life-limited part is temporarily removed and reinstalled for the purpose of performing maintenance, no disposition under paragraph (c) of this section is required if—

(1) The life status of the part has not changed;

(2) The removal and reinstallation is performed on the same serial numbered product; and

(3) That product does not accumulate time in service while the part is removed.

(c) Disposition of parts removed from type-certificated products. Except as provided in paragraph (b) of this section, after April 15, 2002 each person who removes a life-limited part from a type-certificated product must ensure that the part is controlled using one of the methods in this paragraph. The method must deter the installation of the part after it has reached its life limit. Acceptable methods include:

(1) Record keeping system. The part may be controlled using a record keeping system that substantiates the part number, serial number, and current life status of the part. Each time the part is removed from a type certificated product, the record must be updated with the current life status. This system may include electronic, paper, or other means of record keeping.

(2) Tag or record attached to part. A tag or other record may be attached to the part. The tag or record must include the part number, serial number, and current life status of the part. Each time the part is removed from a type certificated product, either a new tag or record must be created, or the existing tag or record must be updated with the current life status.

(3) Non-permanent marking. The part may be legibly marked using a non-permanent method showing its current life status. The life status must be updated each time the part is removed from a type certificated product, or if the mark is removed, another method in this section may be used. The mark must be accomplished in accordance with the instructions under §45.16 of this chapter in order to maintain the integrity of the part.

(4) Permanent marking. The part may be legibly marked using a permanent method showing its current life status. The life status must be updated each time the part is removed from a type certificated product. Unless the part is permanently removed from use on type certificated products, this permanent mark must be accomplished in accordance with the instructions under §45.16 of this chapter in order to maintain the integrity of the part.

(5) Segregation. The part may be segregated using methods that deter its installation on a type-certificated product. These methods must include, at least—

(i) Maintaining a record of the part number, serial number, and current life status, and

(ii) Ensuring the part is physically stored separately from parts that are currently eligible for installation.

(6) Mutilation. The part may be mutilated to deter its installation in a type certificated product. The mutilation must render the part beyond repair and incapable of being reworked to appear to be airworthy.

(7) Other methods. Any other method approved or accepted by the FAA.

(d) Transfer of life-limited parts. Each person who removes a life-limited part from a type certificated product and later sells or otherwise transfers that part must transfer with the part the mark, tag, or other record used to comply with this section, unless the part is mutilated before it is sold or transferred.

[Doc. No. FAA-2000-8017, 67 FR 2110, Jan. 15, 2002, as amended by Amdt. 43-38A, 79 FR 67055, Nov. 12, 2014]

Posted on

LLP life limited parts FAA regulations1

AC 33.70-1 Guidance Material for Aircraft Engine Life-Limited Parts
33.70-1 – Guidance Material for Aircraft Engine Life-Limited Parts Requirements
Date Issued
July 31, 2009

Responsible Office
AIR-600, Policy and Innovation Division

This advisory circular (AC) provides definitions, guidance, and acceptable methods, but not the only methods, that may be used to demonstrate compliance with the engine life-limited parts integrity requirements of § 33.70 of Title 14 of the Code of Federal Regulations (14 CFR part 33). Section 33.70 contains requirements applicable to the design and life management of propulsion system life-limited parts including high-energy rotating parts.

AC 33.70-1 – including Change 1 (PDF, 187 KB)
AC 33.70-1.pdf (PDF, 107 KB)
Posted on

What are V2500 engine LLP parts?

  • Life-limited part means any part for which a mandatory replacement limit is specified in the type design, the Instructions for Continued Airworthiness, or the maintenance manual.
Posted on

v2500 engine QEC and Accessory parts available for sale

11777MK3LPC bleed master actuator1
28061-640Fuel Metering Unit1
3740-5121-511Starter ducting1
4740-2040-503Engine rear mount assembly1
5745-2010-503Engine front mount assembly1
6745-5151-503Anti-ice duct1
7790425A8Starter motor1
8G4000VSVA01VSV actuator1
95009913GLP/HP Fuel Pump Assembly1
105860017-144ACC actuator1
118910-620ACOC air modulating valve1
1255022001-11Fuel Cooled Oil Cooler 1
13772292Integrated drive generator 1
1417300G12Fuel diverter & return to tank valve1
15430153Engine Dedicated Alternator1
16745-5122-503Starter ducting1
175A1733Fan LP compressor nose cone1
18144-171-000-111Vibration Transduce1
19745-5152-503Anti ice duct from valve1
20745-5172-501Anti ice ducting from HP compressor case1
21326975Nacelle Anti ice valve1
22745-5967-515Electrical Harness1
235860016-139ACC valve1
24767669BIDG quick attach detach1
25740-5060-505Pneumatic bleed duct              1
2676-167-4Oil quantity transmitter1
276773F010000Engine bleed air high stage control valve1
28740-5966-529Electrical Harness1
297827-03Zone fire detector 1
30D1876-5000ANo. 4 bearing compartment air cooler1
311778MK1LPC bleed slave actuator1
326774G010000Pressure regulating valve (PRV)1
33740-5173-507Anti ice ducting from HP compressor case1
3450069001-1Air Cooled Oil Cooler (ACOC)1
357702-04Zone fire detector1
36740-5059-505Pneumatic bleed duct 1
3730030-000EGT junction box and harness2
38005RL05Ignition relay box (below EEC)1
39745-5602-501Rigid hydraulic tubes1
40740-5720-505Gearbox breather / De-oiler outlet duct1
416A8172Electrical Harness1
422293B020000Engine air bleed IP check (non return) valve1
43740-5869-505IDG cables  to pylon disconnect1
44790424-4Starter control valve1
4541SG240-1Differential oil pressure transmitter1
46796050-1Fuel distributor valve1
476A7569Electrical Harness1
483031863-001Hydraulic Pump1
495A1834Fan LP compressor nose cone fairing1
506A2290Compressor bleed valve ducts1
516A2292Compressor bleed valve ducts1
526A5878Electrical Harness1
539-217-59Fuel flow transmitter1
54512090-1Ignition Lead2
555950041-108HP compressor St. 10 bleed valve1
56745-5604-501Rigid hydraulic tubes1
57AA1051-00HP compressor St.7 bleed valves1
58AC69576HPC stage 10 bleed air solenoid 1
592A1126P3/T3 probe1
60556-1-15306-001Flexible pneumatic sense lines1
61740-5284-501Drain mast1
62745-5093-503Rigid pneumatic sense tube1
6321SN04-298AOil scavenge filter diff pressure warning1
6421SN04-300BFuel filter differential pressure switch1
6532F0003No. 4 bearing scavenge valve1
669045330-2Ignition excitor boxes 2
67450-1-3100-00Hydraulic pressure switch1
685U0030Oil temperature thermocouple1
695U0030Oil temperature thermocouple1
7021SN04-275ALow oil pressure differential switch1
71AC69572HPC stage 7 bleed air solenoid 1
72RP162-02Nacelle temperature sensor1
73QA06305Hydraulic case drain filter1
7456B98Scavenge oil temperature thermocouple1
7522912-000Fuel temperature thermocouple1
764A7033Oil scavenge filter housing & cover 1
77728805-6Gearbox housing adapter for starter1
791A6794-1Master MCD7
8016844-000IDG fuel cooled oil cooler1
81808050-5-070Electronic engine control1
822A4378Data entry plug1
8341SG272-5No.4 bearing scavenge1
844A7004-01Oil tank1
854A7110Oil Pressure Pump & Filter Assembly1
864A7124Oil scavenge pump assembly1
876A2087Compressor bleed valve ducts1
886A5759Compressor bleed valve ducts1
896A8281Electrical Harness1
90740-0137-513Thrust reverser forward open latch1
91740-0361-509ACAC exhaust duct1
92740-5051-507Pneumatic bleed duct1
93740-5271-505Rigid oil tubes to IDG1
94740-5273-505Rigid oil tubes to IDG1
95740-5600-505Rigid hydraulic tubes1
96740-5682-503Collector plate1
97745-5862-505Electrical Harness1
98745-5870-503Electrical Harness1
Posted on

Hard To Find Young Narrowbody Engines For Teardown

Hard To Find Young Narrowbody Engines For Teardown

Used powerplant parts procurement is still very competitive, but evolving.

Paul SeidenmanDavid Spanovich | Feb 01, 2017

The turbine engine teardown business is evolving as older fleets retire and more operators and investors see the value of life-limited parts (LLP) that have remaining life.

“Over the past few years, quality used serviceable material has gained greater acceptance worldwide, thanks to cost savings and accredited suppliers,” says Mitch Weinberg, president of International Aircraft Associates, a Miramar, Florida-based turbine engine materials specialist. At the same time, he adds, more material is becoming available through engine teardowns, rather than from inventory on the shelf. “With a lot of money looking for a home, the market to procure engines for teardown has gotten very competitive.”

This is taking place at a time when the focus of teardown activity is shifting in terms of engine type, in tandem with a slowdown in the engine retirement rate. Patrick Holzkamp, head of purchasing for engines and used parts for MTU Maintenance in Germany, says that low fuel prices are a reason. “The amount of yearly engine retirements has slowed significantly in the past few years, as mature engines are being flown longer,” he says.LOW FUEL PRICES SLOWING ENGINE RETIREMENTS, RESTRICTING SUPPLIES OF USED PARTS

CFM6-3 parts readily available, but not so for other CFM types

V2500 part-outs increasing as older A320s are retired

Next teardown market is likely to be GE90, but still years away

Citing statistics supplied by Ascend, Holzkamp explains that for airliners with more than 100 seats, about 800 engines were retired in 2015 and 2016—down from the 2013 and 2014 numbers of 1,300, and 1,100, respectively. The engine types most affected, through March 2016, were CFM56-2/5A/C, Pratt & Whitney JT8D and JT8D-200, CF6-50, CFM56-3 and GE CF6-80C. “For the next decade, retirements will remain cyclical, with a probable peak at around 1,800,” he says.

Holzkamp also reports that the highest levels of teardown activity have involved narrowbody engines with fast retirement rates such as the CFM56-3. While CFM56-3 part-out activity is now declining, the CFM56-5B/-7B and newer variants of the IAE V2500 family, such as the V2500-A5, are increasingly being parted out.

“This should peak in the next decade, when [Airbus] A320ceos and [Boeing737NGs retire in large numbers and are replaced by the A320neo and 737 MAX. The secondhand airframe market has run out of older single-aisles powered by CFM56-3 or JT8D engines,” Holzkamp says.

At this time, there is an excess of parts and green-time CFM56-3 engines due to declining demand. In fact, according to Rudy Bryce, general manager of TrueChoice Transitions and GE Aviation’s materials business, there are now 350 CFM56-3-equipped aircraft that are parked.

Used serviceable CFM56-3 material is readily available, according to Amanda Gower, senior manager of powerplant supply chain for Southwest Airlines. The Dallas-based carrier has stopped repairing all CFM56-3s as its remaining 737 Classics head for retirement in September, she notes.

“While there is a surplus of CFM56-3 engines, we are still consigning them with PTS Aviation, Avioserv and NTE Aviation for part-out; and selling whole green-time—and run-out—engines on the open market,” she explains. “Along with the engines, we are seeing fast-moving piece parts such as high-pressure turbine (HPT) blades and nozzle segments, high-pressure compressor (HPC) vane assemblies, HPC 3D blades—some of which are CFM56-7- interchangeable—and core/HPT/LPT/ LLP with at least 5,000-7,000 cycles remaining.” 

​Gower adds that while the U.S. market for these engines and parts has declined, Southwest is still seeing demand for them in Europe, China and South America.

The CFM56-7 is a different story, according to Gower, who reports a parts scarcity, especially for half-time LLPs, including HPT front shafts, front air seals, disks, and rear shafts. Some half- time LLPs are selling for 95% of catalog list price largely due to high demand of forecasted shop visits. “Carriers such as Southwest have purchased or leased many used 737-700s over the past two years, which has affected the number of CFM56-7 engine part-outs that may have occurred,” she says. “Also, there have not been a lot of retirements to date of the 737NG fleet.”

At the same time, the number of shop visits for the CFM56-7 is at an industry high, and this is projected to continue through 2019, says Gower. A large number of 737-700 and -800 lease returns will take place starting in 2020, but “until then, the part-out market on the CFM56-7 may suffer unless airlines slow their growth.”

In the used serviceable parts business, Pratt & Whitney has noted some interesting dynamics involving the V2500 family.

“There was a lot of exuberance, 3-5 years ago, regarding the part-out opportunities for the V2500, and for a short time, that exuberance was justified,” says Adam King, Pratt & Whitney’s general manager of asset management. “However, the growth in part-outs did not happen as anticipated, thanks to low oil prices and demand for spare engines.”

Nonetheless, King sees an emerging market for V2500 part-outs, considering that nearly 6,000 installed units are flying today. “There is a growing surplus business for V2500 engines as some older aircraft retire,” he says. “At the same time, some operators plan to continue operating V2500-powered aircraft for the long term. For example, the bulk of the V2500-D5-powered MD90 fleet today is operated by Delta Air Lines, and Pratt & Whitney anticipates that Delta will continue to fly these aircraft over the long term.” If this is true, the V2500-D5 aftermarket should remain steady for a while.

The major focus of Pratt & Whitney’s part-out strategy, King notes, will be on the PW2000 that powers the Boeing 757, as well as the PW4000, which powers the Boeing 747-400, 767, 777 and Airbus A330 families.

“Those airplanes are projected to remain in service at least over the next 10 years,” he says. “There will be retirements involving some of the older models in those fleets, but some will be redeployed in cargo service. So we’re looking at a stable surplus-parts business for them.”

Part of the stability derives from the fact that Pratt & Whitney is not producing high volumes of engines for those fleets, even though utilization of them is not expected to decrease sharply due to passenger-to-cargo conversion opportunities, says King.

He notes that Pratt & Whitney has integrated its engine-leasing business with its surplus-parts and used-material business. Under this arrangement, the OEM will buy an engine and lease it out to an operator for the time remaining before it has to be pulled for a major overhaul. When that happens, “we will take the engine, tear it down and make its components available as used parts,” he says. “This reduces material costs.”

With nearly 6,000 V2500 engines in service, such as this one at Pratt & Whitney’s facility in Middletown, Connecticut, the company sees a growing part-out market, as older aircraft are retired. Credit: Air France Industries-KLM Engineering & Maintenance/Patrick Delapierre

Daniel Watson, chief commercial officer for AJW Aviation in London, reports that the engine teardown market is more oriented to the CFM56-5B, the V2500-A5 and CFM56-7B—and away from the CFM56-3, for which “inventory is now at its highest levels,” he says.

“The retail pricing of HPT material has, over the past five years, shifted from approximately 75-80% of catalog list price [CLP] to the 60-70% range,” he explains. “HPC and LPT airfoils have had an even steeper decline, while LLPs have seen a decline in relative value and no longer garner 100% of CLP pro-rates for cycles remaining.”

In contrast, Watson reports a healthy teardown market for the CFM56-7B and the V2500-A5, where “overall relative value” has remained steady. “However, core LLP values are increasing lately by about 5-10% for LLP and HPT materials, with half-life LLP often resulting in premium prices versus the pro-rated CLP,” he says. “The macro demand curve is likely to hold steady for the upcoming five to eight years, as the number of overall CFM and V2500 shop visits move toward their peaks in 2021-22.”

For the GE CF6-80C2, it’s a cyclical market in which there was a high availability of surplus materials just 2-3 years ago. “Now we forecast the market to ease up, with improved supply of available lease and teardown engines in the near term with continued 747 and 767 retirements,” Watson notes.

He adds that the “next logical engine teardown market” will be the GE90-115B. “Many GE90s are starting to go through their second overhauls, so a strong teardown market for that engine is at least five years away,” he says. However, a high number of those engines are still under OEM support contracts, which will affect the teardown market.

Very few “notable” part-outs have taken place on the GE90, says Carl Glover, vice president of parts supply-Americas for AAR Corp. “The challenges with that engine relate to the ability to sell material in the market, and some of the repair solutions that do (or don’t) exist in the engine manual,” he says.

As is the case for mature engine types such as the CFM56-3, Glover notes downward pricing pressure on PW4000 and CF6-80C2 components, as major carriers retire their 747 fleets. However, he also points out that due to relatively low fuel prices, some of those engines are being redeployed among the residual 767 and 747 operators. Most “younger engines in their life cycles” remain scarce with respect to availability for sale or part-out, says Glover. In that regard, he says that recent activities in the V2500 market have pushed the demand for spare engines up and, therefore, the availability of some engines to support the used content market through part-out.

“We have seen similar trends in the 737NG family,” he says. “As the engine stays on-wing, operators have been looking to fill demand for thrust through short-term lease engines to prevent or defer engine shop visit spending.” 0 COMMENTS