This is series 2 of our aircraft part conditions defined. In our last post we talked about FN, NE, and NS. From the feedback we got, this cleared up much confusion.
Now, were talking about unserviceable and airworthy conditions.
These conditions are looked at vastly different in various parts of the world.
Some people will never use a "SV" component while others prefer it. On both ends of the spectrum you have AR which is removed from the aircraft and deemed unserviceable and OH which is the closest thing you get to NE. We'll explain this a little more as we get into each condition.
When you think of these conditions you first must determine your primary objective, is it price or quality? Answering this will help guide you to the right condition for your maintenance goals.
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As Removed (AR)
This is a component that was pulled off an aircraft. Spoiler alert, that's where "as removed" comes from.
Sometimes she'll come with a reason for removal but often times in the part out world she'll come with nothing, just a removal tag and trace. It could be repairable or beyond economical repair (BER) for all you know.
These items must go to a certified MRO for functional test or repair.
This condition is intertwined with the repaired condition but there's minor differences depending on who you're talking to.
For a SV unit you'll know that the unit has been functional tested in accordance with OEM specifications and that it'll come with an airworthiness certification depending on what region you're in. Here as you know it's the FAA 8130.
Typically these units will not come with a teardown but only an airworthiness certification stating it passed functional test and it's able to be installed. This varies depending on MRO.
The repaired condition is a serviceable unit that requires a little more work.
With repaired units minor piece parts are used to bring the unit into serviceable condition to meet the functional test requirements. Gaskets, bolts, and small expendables are the normal piece parts used in repairs.
This condition will come with an airworthiness certification and teardown detailing what was done and what piece parts were used in the repair.
This is the most work an aircraft rotable can go through.
This is the "best" of all conditions and requires the most work. With an OH unit you'll be sure that your units will receive the 100% OH kit according to the CMM and any other components to bring it to such a condition. Overhauled units can also be painted and cosmetically pleasing so you know you're not getting a hunk of metal.
Warning: In some situations, MROs will tag certain components as OH despite the CMM not having proper OH specification and they should be deemed RP. It's primarily used for marketing to sell a higher priced unit based on it's classification. We use to see this a lot with pitot tubes and other accessories.
That's it. Those are your 4 rotable condition classifications.
Depending on your operation, make the choices that best fits your needs.
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