In the prior post we looked at why the engine might go for a shop visit and now we will consider
some of the areas you would typically consider.
After the work is completed, you will have a work pack that is a record of all the work carried out
and also the engine current status which might include such documents as the following:
Engine Release Certificate.
Preservation Details – the engine may not be installed straight onto an aircraft and so be
preserved for a time period.
Test Cell results if applicable.
Life Limited Parts (LLP) / Safe Life Item (SLI) Status including Back to Birth for any replaced
parts if applicable for the visit & serviceable identification as required.
Airworthiness Directive / Service Bulletin (AD/SB) or Modification Status.
Maintenance Planning Data (MPD) Certified Maintenance Task Card’s.
Statement for no PMA (Parts Manufacturer Approval) parts used and no Designated
Engineering Representatives (DER) repairs, which are basically non-OEM (Original Equipment
Many more documents noting LRU (Line Replaceable Unit) status and Certification for
replaced / new / overhauled installed parts etc.
Missing parts/items list and details of outstanding works to be carried out.
The documentation from a shop visit is an integral part of any lease review and is important as the
the engine is a high-cost asset.
An engine may also be repaired locally (on-site) – an example of this might be a “top case repair”
when the top case of the engine is removed to replace blades, and this is commonly known as a
“Field Repair” should you see this term.
Please check out our course on Engine, APU and Landing gear reviews HERE