The engine is a high-cost asset and the value of the asset is directly related to the condition of the engine both regards to the component’s remaining life, but also to the condition and implications of the condition – for example, a compressor blade damaged by an impact might require action within a certain time frame and this, in turn, could require a visit to an overhaul shop.
If on the wing then after satisfactory completion of the demonstration flight the full video borescope inspection of all accessible gas path sections of each Engine (accessible whether by borescope port or other means), including the low-pressure compressor, high-pressure compressor, combustion chamber, high-pressure turbine, and the low-pressure turbine area would be carried out.
This inspection is typically witnessed also by a representative of the company who verifies the engine being inspected is the title engine associated with the lease.
Figures required would typically be the MPA or maximum power assurance engine run. This is a noted configuration (such as additional engine loads like bleed air and or electrical load) as required, the engine is then taken to an elevated power setting where we compare figures such as exhaust gas temperature and shaft speeds to noted limits. The difference between the limit and the actual figure is the margin.
Such tests will be variable based on wind and weather conditions if you have a crosswind. It means that with a low or a negative margin then it might be worth repeating the test in a more favorable condition.
You would also expect to have just completed in respect of each Engine an inspection of each magnetic chip detector, and laboratory oil sample analysis (if applicable).
We will consider some of the additional considerations next week for the engines being returned from lease.
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