Page 1 of 1

What aircraft's parts does Boeing still manufacture?

Posted: Mon Aug 03, 2020 10:18 pm
by Boeing757100
Basically, you know how after a plane goes out of production, the manufacturer still manufactures the parts for that aircraft to support the frames still in service. What I want to know is which planes does Boeing still support?

Currently, here are the planes still in production

737

747 (Sadly ending in 2 years)

767 Freighter

777

787

Here are the discontinued ones (Including MD)

DC-8

DC-9

DC-10

MD-11

MD-80

MD-90

707

717

727

757

The main ones I'm confused about are the 717, 757, and MD-11.

717- I mean, since so few airlines are getting rid of their 717s, (as of now) that makes fewer aircraft available for spares, right?

757- the whole controversy that Boeing should restart production, and the statement that the tooling was scrapped. Does that mean they don't support this aircraft's parts? I mean, so many major airlines use them, but then again, too many frames in the desert which can be used for spares

MD-11 Since the major cargo airlines (Fedex, UPS, Lufthansa Cargo, Western Global) operate so sizeable fleets of the MD-11, wouldn't Boeing still need to support them? Plus, the amount of spares is probably not high either.

Also I'm confused about the 737 Classic (300, 400, 500) It discontinued 20 years ago, but there are still a good 600 in service.

Thanks.

Re: What aircraft's parts does Boeing still manufacture?

Posted: Tue Aug 04, 2020 4:53 pm
by SQ22
Thread has been moved to Technical / Operations forum.

Re: What aircraft's parts does Boeing still manufacture?

Posted: Wed Aug 05, 2020 1:02 am
by zeke
Boeing757100 wrote:
Basically, you know how after a plane goes out of production, the manufacturer still manufactures the parts for that aircraft to support the frames still in service. What I want to know is which planes does Boeing still support?

Currently, here are the planes still in production

737

747 (Sadly ending in 2 years)

767 Freighter

777

787

Here are the discontinued ones (Including MD)

DC-8

DC-9

DC-10

MD-11

MD-80

MD-90

707

717

727

757

The main ones I'm confused about are the 717, 757, and MD-11.

717- I mean, since so few airlines are getting rid of their 717s, (as of now) that makes fewer aircraft available for spares, right?

757- the whole controversy that Boeing should restart production, and the statement that the tooling was scrapped. Does that mean they don't support this aircraft's parts? I mean, so many major airlines use them, but then again, too many frames in the desert which can be used for spares

MD-11 Since the major cargo airlines (Fedex, UPS, Lufthansa Cargo, Western Global) operate so sizeable fleets of the MD-11, wouldn't Boeing still need to support them? Plus, the amount of spares is probably not high either.

Also I'm confused about the 737 Classic (300, 400, 500) It discontinued 20 years ago, but there are still a good 600 in service.

Thanks.


Most of the parts you would be thinking of would not be made by Boeing. Other parts can be made by aviation sheet metal shops, or recycled from other aircraft.

Re: What aircraft's parts does Boeing still manufacture?

Posted: Wed Aug 05, 2020 6:31 pm
by Dalmd88
Boeing still stocks the parts for all the planes you listed. Not everything is 'in stock', but they will sell you a belly skin for a 727 I would still bet.The lead time might be 6-8 months. Boeing might not actually make it. They might have always been contract parts. You would be surprised how much is sitting in warehouses around the world. For most structural parts they would have to be new and not salvaged. Once a part is drilled it likely will never fit on another plane.

Re: What aircraft's parts does Boeing still manufacture?

Posted: Thu Aug 06, 2020 2:07 pm
by lightsaber
Dalmd88 wrote:
Boeing still stocks the parts for all the planes you listed. Not everything is 'in stock', but they will sell you a belly skin for a 727 I would still bet.The lead time might be 6-8 months. Boeing might not actually make it. They might have always been contract parts. You would be surprised how much is sitting in warehouses around the world. For most structural parts they would have to be new and not salvaged. Once a part is drilled it likely will never fit on another plane.

Planes with 300+ actively flying aircraft will have parts that wear/corrode/fatigue in production. There might be a 15 month wait, but all the needed parts are in production. Common line item replacement parts have vendors required to keep 6 months of demand on the shelf and to initiate production when dupply drops below that threshold.

For example, the infamous "doggie warmer" valve had 6 spares when support ended.

No airline would sign for support on the MD-80 after AA cancelled their support contract 2013, iirc) except DL had already renewed all of their contracts. That is why DL could buy a large chunk of parts.

FedEx had contracts for the MD-10&11 that are winding down on the 10. An airline can fly without a support contract, parts are only available scavenged or at steeper prices from vendors.

As support is at a profit, Boeing or Airbus offer support until too few purchase the support contracts, then it is an abrupt shutdown of support.

I have only seen support shut down for the MD80 with more than 300 in service. That was odd. Airlines as a group said "we're good." Most expected a flood of AA parts to cheaply support their fleet. Instead, AA decided to expand and keep flying the dependable MD-80 much longer than originally stated. By several years. This forced Allegiant to expand on another family.

Usually the support of most concern is the engines. It takes a good utilization to supply demand for the components.

Older MD-10 engines (sub-variant) are no longer supported by Pratt or GE. But the later GE engines are.

The MD-11 is still well supported, as with non JT-8D or RB-211 767s.

The JT8D is on scavanged parts except for turbine and compressor blades, but there are at least two (probably more) shops overhauling them. The issue is finding parts with Green life.

The V2500D5 is no longer supported (irrelevant, MD-90 fleet retired). Getting parts for earlier than V2500A5 is now on a scavanged basis.

The earliest CFM-56-3B (737-300/500) parts are getting scarce as the contracts require a minimum buy from airlines or Boeing. I expect enough freighters are in service to allow continued support, but the business case isn't great.

No issues on 757, CF-6 (except oldest) or PW4000 powered 767 & 747, or 777 (any version).

Take this as the opinion of myself.

Lightsaber