page_title: Aircraft maintenance
section_title: Engines
hierarchical_section_title: Aircraft maintenance / Market / Engines
caption_attribution_description: English: 090108-F-9919G-746 Tech. Sgt. Joseph Vigil performs a final inspection of blades from the fan assembly of a KC-135 Stratotanker engine Jan. 8 at an air base in Southwest Asia prior to handing them to Tech. Sgt. Eric Peterson to place back in the engine. The fan assembly is inspected every 1,500 hours of engine run time and during the inspection the blades are examined for any defects that would prevent the engine from operating properly. Both sergeants, assigned to the 379th Expeditionary Aircraft Maintenance Squadron, are deployed from McConnell Air Force Base, Kan.
context_page_description: Aircraft maintenance is the performance of tasks required to ensure the continuing airworthiness of an aircraft or aircraft part, including overhaul, inspection, replacement, defect rectification, and the embodiment of modifications, compliance with airworthiness directives and repair.
context_section_description: The commercial aviation engine MRO market is anticipated by Aviation Week to be $25.9 billion in 2018, a 2.5 billion increase from 2017, led by 21% for the Boeing 737NG' CFM56-7B and the A320's CFM56-5B and IAE V2500 (also on the MD-90) tied for second, followed by the mature widebody engines: the GE90 then the Trent 700.
  Over the 2017–2026 decade, the largest markets for turbofans will be the B737NG's CFM56-7 with 23%, the V2500-A5 with 21%, the GE90-115B with 13%, the A320's CFM56-5B with 13%, the PW1000G with 7%, the Trent 700 with 6%, the CF6-80C2 with 5%, the CFM LEAP with 5% and the CF34-8 with 4%.
  Between 2018 and 2022, the largest MRO demand will be for CFM engines with 36%, followed by GE with 24%, Rolls with 13%, IAE with 12% and Pratt with 7%.
  As an aircraft gets older, a greater percentage of its value is represented by its engines.
  Over the course of the engine life it is possible to put value back in by repair and overhaul, to sell it for its remaining useful time, or to disassemble it and sell the used parts, to extract its remaining value.
  Its maintenance value includes the value of life-limited parts (LLPs) and the time before overhaul.
  The core value is the value of its data plate and non-life-limited-parts.
  Engine makers deeply discount their sales, up to 90%, to win the multi-year stream of spares and services, resembling the razor and blades model.
  Engines installed on a new aircraft are discounted by at least 40% while spare engine values closely follow list prices.
  Accounting for 80% of a shop visit cost, LLP prices escalate to recoup the original discount, until engine availability increase with aircraft teardowns.
  Between 2001 and 2018 for the Airbus A320 or the Boeing 737-800, their CFM56 value increased from 27–29% to 48–52% of the aircraft value.
  The 777-200ER's PW4000 and the A330-300's Trent 700 engines rose from a share of 18–25% in 2001 to 29–40% in 2013.
  For the A320neo and 737 MAX, between 52% and 57% of their value lies in their engines: this could rise to 80–90% after ten years, while new A350 or B787 engines are worth 36–40% of the aircraft.
  After some time the maintenance reserves exceed the aircraft lease.
  In 2018, a full set of LLP for a B737-800's CFM56-7B list price is $3.6 million, like for the A320ceo's CFM56-5B for 20–30,000 cycles up from $2.0 million in 2009, while an IAE V2500 is priced at $3.9 million for 20,000 cycles but have a lower overhaul cost.
  The LLP parts for and A320neo's PW1127G costs $4 million and its competitor $4.3 million for 20–30,000 cycles.
  For an A330ceo, a GE CF6-80 LLP set is priced at $11 million for 15–20,000 cycles and $9 million for a PW4000, and $6 million for a Trent 700 but with a $9–10 million overhaul against $4–5 million for the others.
  The LLP set for a B767-300ER's CF6 or PW4000 costs $7 million, and for a B787-8's Trent 1000 $7 million compared to $8.5 million for a GEnx.
  An B777-300ER's GE90 LLP set is priced at $9 million while the A380's Trent 900 costs $7 million, both for 15,000 cycles.
  Between 2019 and 2038, 5,200 spare airliner engines will be required with at least half leased.
  An engine overhaul for a B737-800 costs $3.1 million every 20,000 hours, or $3.4 million every 15,000 hours for earlier variants, while for a B757 powerplant it costs $4.5 million every 24,000 hours.
  For an A330 turbofan, it costs $7 million every 24,000 hours, $8 million for an A350 or B787 engine, $9 million every 20,000 hours for a B777-200ER powerplant and $10 million every 25,000 hours for a B777-300ER engine.
  It costs $4 million every 18,000 hours for each B747-400 turbofan and $7.5 million every 25,000 hours for an A380 engine.
caption: US Air force technicians disassemble and inspects the CFM56 fan blades of a KC-135, inspected every 1,500 hours.
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