In the early days of aviation, aircraft maintenance and parts management were largely unregulated. Mechanics and engineers relied on their experience and intuition to determine whether a part was airworthy. However, as commercial aviation expanded and safety became a paramount concern, the need for standardized classifications of aircraft part conditions emerged.
Regulatory bodies such as the Federal Aviation Administration (FAA) in the U.S. and the European Union Aviation Safety Agency (EASA) established clear guidelines to classify and regulate aircraft parts. Today, every component used in an aircraft must meet specific industry standards, ensuring operational safety. These classifications not only dictate the usability of a part but also impact costs, logistics, and maintenance schedules.
Common Aircraft Parts Conditions Explained
When sourcing aircraft parts, understanding the different conditions is crucial for ensuring compliance and maintaining operational efficiency. Here are the primary classifications:
1. New (NE)
A part labeled as new has never been used and is in its original manufacturer packaging with full traceability. These parts are sourced directly from Original Equipment Manufacturers (OEMs) or authorized distributors and are accompanied by regulatory documentation such as FAA Form 8130-3 or EASA Form 1, ensuring their airworthiness.
Because they meet the highest standards of compliance and reliability, new parts are typically the most expensive option. They are preferred for critical components where safety is paramount, major repairs, overhauls, and new aircraft production.
2. Factory New (FN)
A Factory New part is also manufactured by an OEM and has never been used, but it may not necessarily come directly from an official distributor. While functionally identical to a new part, there can be differences in sourcing and traceability. Verification of proper documentation, including FAA Form 8130-3 or EASA Form 1, is essential to ensure compliance with aviation regulations.
Factory new parts are often available at a lower cost than new parts due to differences in distribution channels, making them a cost-effective alternative when direct OEM sourcing is unavailable. They are commonly used by airlines and MROs that have flexibility in procurement while still ensuring regulatory compliance.
3. Overhauled (OH)
An overhauled part has undergone a complete disassembly, inspection, repair, and reassembly to restore it to its original specifications. It is tested to ensure full functionality and compliance. Overhauled parts often come with a fresh certification and offer a balance between cost savings and reliability, like an FAA Form 8130-3 or EASA Form 1, and it is a stamped proof that it is ready to go back into the flight.
For airlines and MROs, overhauled parts are the middle ground between breaking the bank on something brand new and rolling the dice on something used and unreliable. Take a CFM56-7B high-pressure turbine blade, which is a part that has seen 900°C exhaust gases, and, sometimes, thousands of flight hours. Buying new means paying a premium. Used? That’s just waiting for trouble. But an overhauled blade? It’s been pulled from service, recoated, reshaped, and tested to meet the same brutal standards as the day it first left the factory. It’s not young anymore, but it’s still got the strength to keep a 737 NG in the sky.
This Thales Liquid Crystal Display Unit (LCDU), part number C19298AF05, is an excellent example of how it allso applies to avionics. A major airline might purchase a New (NE) or Overhauled (OH) C19298AF05 for its fleet, ensuring the highest level of performance for a critical cockpit component. Conversely, a repair shop might acquire the same part in an As Removed (AR) or Repairable (RP) condition, using it as a “core” to be sent for repair and later sold as an overhauled unit, maximizing its value and extending its service life.
Or look at CFM56-5B fuel nozzles, which are pumping jet fuel day after day, until the metal itself can begin to wear thin. Instead of scrapping them, they go through a deep cleaning, flow checks, ultrasonic inspections, and, if needed, a complete rebuild. The result? A part that’s ready to fire up an Airbus A320 engine again, with all the reliability of something fresh off the production line, yet, without the brand-new price tag.
Overhauled parts aren’t pretty, and they don’t pretend to be. They’ve been through a lot, but they come out of it stronger, meaner, and still airworthy. That’s what matters.
4. Serviceable (SV)
A serviceable (SV) part is one that has been inspected, tested, and deemed fit for operation but hasn’t been torn down and rebuilt like an overhauled component. It’s a part that’s been pulled from an aircraft, checked for wear, and given the green light to fly again. It may have seen its share of flight hours, but it still meets operational standards and can keep an aircraft running without issue.
The key difference between serviceable and overhauled is the depth of restoration. An overhauled part has been completely disassembled, with every component cleaned, measured, repaired, or replaced to restore it to its original specifications. A serviceable part, on the other hand, is checked, tested, and put back into circulation if it still meets performance requirements.
Consider a CFM56-7B fuel pump from a Boeing 737 NG. If the pump has been removed, tested, and found to be working within acceptable limits, it can be classified as serviceable. But if it were fully disassembled, worn-out seals and bearings replaced, and then subjected to a full round of factory-level testing, it would be considered overhauled. Both options offer cost savings compared to buying new, but serviceable parts tend to be cheaper because they haven’t undergone extensive repairs.
Serviceable parts make sense for components of different systems, especially when an airline needs a quick, budget-friendly solution. A hydraulic actuator from an Airbus A320 might still have thousands of cycles left before reaching its life limit. Instead of spending money on an overhauled or new unit, an airline might choose a serviceable one to get the aircraft back in service faster, knowing it still has plenty of flight hours left before requiring deeper maintenance.
That is the trade-off with serviceable parts. They are more affordable than overhauled components, but their remaining lifespan is limited. They are ideal for short-term fixes, backup stock, or when an aircraft is nearing retirement and investing in new or overhauled parts doesn’t make financial sense.
5. As Removed (AR)
Parts with the label as removed have been taken directly from an aircraft without undergoing testing or repair. These components may still be functional, but they require further inspection or servicing before being deemed airworthy. AR parts are often used as donor components for repair shops.
A part like the Dukane Seacom 810-2042/K battery kit for an underwater locator beacon is a perfect illustration of a component with a defined, single-use life. Due to strict safety regulations and the fact that its lithium content has a limited shelf life, this part is almost exclusively sourced as new (NE) or factory new (FN). It can have a condition of as removed (AR) once it is taken off the aircraft at the end of its service life or due to a maintenance event, but it would never be considered serviceable or repairable. Its sole purpose is to be a reliable power source for a device designed to function in a crash, so its condition must be pristine, and it must be discarded once its operational life expires.
6. Repairable (RP)
A repairable part has been determined to have defects or wear that can be rectified through maintenance and repair processes. Unlike a serviceable part, which is ready to go, or an overhauled part, which has been fully rebuilt, a repairable part still needs work before it can return to service. It’s been pulled from an aircraft because it no longer meets operational standards, but with the right repairs, it can be brought back to life. These parts require assessment by an FAA or EASA-certified repair station before they can be used again.
Airlines and operators often keep repairable components in inventory to reduce downtime and sending them in for repairs instead of scrambling for expensive replacements. It is a cost-effective approach, especially for high-value components like hydraulic actuators, avionics units, and engine accessories, where buying new isn’t always an option.
7. Beyond Economical Repair (BER)
A part classified as beyond economical repair is one where the cost of repairs exceeds its value or remaining service life. Such parts are typically scrapped or used for non-airworthy purposes, such as training or display.
The difference between repairable and BER parts is simple: RP parts are worth fixing; BER parts are not. Take a CFM56-7B accessory gearbox that’s leaking oil. If the casing is cracked beyond repair, it’s BER — scrap metal. But if it just needs new seals, bearings, and a deep clean, it’s repairable. Similarly, a Boeing 737 NG thrust reverser with moderate structural damage might look bad, but if an FAA or EASA-certified repair station can reinforce and recertify it, it is back in the game.
A simple yet crucial part like a NAS1352C bolt is a perfect example of a consumable component that operates under a different set of rules. Unlike an overhaulable LCD screen or engine blade, these bolts are almost exclusively stocked and installed in a new (NE) or factory new (FN) condition. Once used and removed from the aircraft, they are not repaired but are immediately classified as beyond economical repair (BER) and discarded to ensure safety and integrity, highlighting a key distinction in the world of aircraft parts conditions.
Another example could be a threaded collar for a pin rivet used on Boeing aircraft, like the KC-46 tanker, reffered by part numer BACC30BL6. These are specialized fasteners that are consumed during installation and are not designed to be re-used.
A part like the BACC30BL6 is classified in a limited number of conditions due to its function as a one-time-use fastener. It will almost always be in new (NE) or factory new (FN) condition. When it is removed from an aircraft, either during maintenance or disassembly, it is as removed (AR) and then immediately classified as beyond economical repair (BER), meaning it must be scrapped. These collars, being a small yet crucial part of a larger structural joint, are never repaired, overhauled, or deemed serviceable for re-use, ensuring the structural integrity of the aircraft.
A complex part like the Beechcraft King Air heated windshield, part number 101-384025-24, is often found in a variety of conditions. While it can be sourced as new or factory new, its high cost often makes overhauled and serviceable versions a popular and reliable choice for operators. A windshield that has been taken off an aircraft for a defect would be classified as as removed or repairable, and, if the damage is too extensive, it would be deemed beyond economical repair.
Regulatory Framework Governing Aircraft Parts
The aviation industry operates under stringent regulations to ensure safety and reliability. Some of the most influential regulatory bodies include:
- Federal Aviation Administration (FAA) oversees civil aviation in the United States and establishes standards for aircraft parts through the FAA Form 8130-3 certification.
- European Union Aviation Safety Agency (EASA) regulates aviation safety within Europe, issuing EASA Form 1 for certified parts.
- International Air Transport Association (IATA) sets global industry policies and best practices for aviation supply chains.
- International Civil Aviation Organization (ICAO) is a UN body that provides overarching regulatory guidance on international aviation safety.
Each of these organizations ensures that aircraft parts meet all the safety and quality standards before they can be used in commercial operations.
Selecting the right aircraft parts condition is crucial for airlines, MROs, and operators aiming to balance cost efficiency, safety, and compliance. Opting for serviceable or overhauled parts can significantly cut expenses compared to purchasing new components, making them a preferred choice for those looking to extend fleet life without breaking the bank. However, cost savings mean nothing without regulatory compliance. Ensuring that every part has the proper FAA Form 8130-3, EASA Form 1, or other required documentation is critical to avoiding legal troubles and, more importantly, keeping aircraft airworthy.
Beyond cost and compliance, inventory management plays a vital role in operations. Knowing when to stock repairable or overhauled parts versus investing in new ones allows for strategic planning, reducing unnecessary downtime and ensuring that the right components are available when needed. A well-balanced approach to sourcing parts keeps aircraft flying, maintenance schedules intact, and financial waste to a minimum.
Understanding aircraft parts conditions is fundamental to efficient fleet maintenance and operations. From the historical evolution of regulations to the modern-day certification processes, the aviation industry has developed rigorous standards to ensure every component in an aircraft meets safety requirements. By familiarizing yourself with these classifications and regulatory frameworks, you can make informed decisions that enhance operational efficiency and compliance.
At Locatory.com, we simplify aircraft parts sourcing by connecting buyers with trusted suppliers worldwide, ensuring you get the right parts in the right condition with full regulatory compliance. That is why we invite you to explore our marketplace to find the best solutions for your aviation needs.
