i watched a program last night from the National Geographic Channel and the show was about a retired 747 being scrapped for its usable parts. nothing was wasted and whatever was still usable were being sold off or put on sale to other serviced 747s. from the actuators, radar/radome, seats, even the coffemaker (2,000 bucks!!) were not wasted.
anyways, why sell something that was used for 20 plus years and put on another aircraft? wouldn’t that be dangerous or liability issues thing?
By: alertken - 17th April 2008 at 19:55
f-a: You will know the Marketing academic “Gillette” Case – give away the razor free, charge like wounded bull for blades. Mrs.ak chose a kitchen bin that has a size of liner not offered by the “generic”, own brands, so I pay muchly per binfull. So, with airliner “rotables” – components that turn and burn, erode, and cost muchly to repair/replace. Like engines.
So many cost elements in airline operations are not open to management to reduce – like fuel after a hedge expires, or nav fees, or airport fees. Maintenance can be eased, so must be, to give Operator A an advantage over B. But safely. So:
a) certified, traceable, legitimate-service-history used parts are an “of course”. So, now, is:
b) Parts Manufacturing Authority (PMA) generic, own brand high-usage consumable parts (like UK car exhaust firm Kwik-Fit). No sane operator buys such things from the OEM. Now, load-bearing, or fatigue-sensitive items…ah, well, better talk about that.
Original Equipment Manufacturers have now abandoned trying to shut this sector down, and have bought into it. Airbus Industrie is setting up a Steptoe salvage operation, both eco-green, for non-toxic disposal, and to ensure legitimacy in re-used parts. All 3 big engine OEMs now offer overhaul service and PMA parts on competitors’ engines.
It’s all entirely right and proper…if honestly handled. Much effort is put into this by National Regulatory Authorities. If you choose to fly on a legitimate carrier – such as any Regulated by EASA – you need not concern yourself with this issue.
By: J Boyle - 14th April 2008 at 23:45
It’s a big head-ache for Engineers – the paperwork involved with replacement parts. As has been said, each part will have a fully traceable service history.
Roll on RFID!
And as an aside…some parts made for a military orders are not always allowed in civilian aircraft even though they may be identical….because they lack the paperwork trail.
Example, parts made for a US Army OH-58 can’t be used on a civil commercial JetRanger…unless the JetRanger owner doesn’t mind his aircraft becomeing “experimental” or “restricted” in the eyes of the FAA.
I was offered a OH-58 made with suplus parts for less than $100,000…a significant saving over a typical used JetRanger. Trouble is, it would have been licensed as “experimental” and not able to carry passengers for hire…and some other commercial uses. Not a problem for me, but a problem for others.
By: HP81 - 11th April 2008 at 10:34
Any part removed from an out of service aircraft can only be used on an airworthy aircraft if the full history of that part is known & it’s serviceable status confirmed. There must be a fully documented history supplied with any such part.
This isn’t as difficult as it may sound as every commercial aircraft has a very comprehensive database for all work carried out on that plane & it’s components.:)
Sign In
April 11, 2008 at 2:15 am