Demand for IAE V2500 material is increasing as more engines approach their cycle limits.
Aeras Aviation is evaluating opportunities for new engine teardowns to expand its portfolio of end-of-life assets, as supply chains continue to squeeze material availability.
The company has historically focused its teardown activities on the CFM International CFM56 platform, specifically the -5B and -7B engine variants. However, more recently, Aeras Aviation tore down a CFM56-5C, which powers the Airbus A340, and its first Pratt & Whitney engine, the PW4000.
As airlines phase out older, less fuel-efficient A340s, the number of active aircraft continues to decline, reducing the availability of CFM56-5C engines for teardown. According to Aviation Week Network’s 2025 Fleet & MRO Forecast, there are currently 55 A340s in service, 40 of which are powered by CFM56-5C engines. Although the A340 fleet is shrinking (by 2034, Aviation Week’s forecast predicts there will only be two A340s in service, powered by CFM56-5Cs), these aircraft still require maintenance and spare parts, driving demand for used serviceable material (USM) from other -5C engines to support ongoing operations.
Teardown specialists like Aeras Aviation will likely consider the feasibility of stripping out these engines very carefully, analyzing factors such as condition, market value of recoverable parts and overall cost of the teardown process. Despite the A340’s niche, Aeras Aviation indicates that there is still a viable market with specific demand for A340 parts.
“This diversification has strengthened our portfolio and expanded our customer network,” says Sam Morris, senior sales manager at Aeras Aviation. “Our assets team is actively reviewing additional teardown candidates while working closely with our procurement specialists to ensure adequate stock levels to support MRO and airline customers worldwide.”
Considering ongoing supply chain disruptions, lengthy teardown processes, and slow turnaround times at repair shops, Aeras Aviation is carefully assessing all available options. “We cannot depend solely on the materials coming from these engine teardowns,” says Morris. “Therefore, we are working closely with a variety of suppliers to purchase packages of material to replenish our inventory to keep up with customer demands.”
Aeras Aviation is also refining its inventory management techniques by implementing new digital strategies. However, this application does not directly impact interactions with customers and engagement with other stakeholders in the aftermarket, says Morris.
Morris sees a steady increase in CFM56-7Bs with Tech Insertion configuration and Evolution enhancements, but he predicts further supply challenges this year. “The availability of prime material has become scarce and it’s forcing MROs and airlines to purchase them new directly from the OEMs,” he says.
As a result, Morris observes a steady rise in Tech Insertion parts for the CFM56-7B. He says operators are also increasingly opting for pooling and exchange requests to support customer fleets and mitigate turnaround time challenges.
Demand for IAE engines, primarily for the V2500, is also increasing as more approach their cycle limits and require shop visits. “We foresee strong growth in providing parts through pooling arrangements, which offer airlines flexibility and cost savings in maintaining their fleets,” says Morris.
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