ENGINE CONDITION Sample Clauses
ENGINE CONDITION. (a) Upon return of the Aircraft, the Engines shall be in good operating and serviceable condition and ready for flight with all equipment, accessories and systems fully functional and operating within in-service limits and guidelines established by the relevant manufacturers, including any equipment, accessories or systems which would not otherwise be functioning due to an authorized deviation or variation. If the Maintenance Program for major overhauls and hot section inspections for the Engines is based on engine condition trend monitoring in accordance with the engine manufacturer's or an FAA-approved trend monitoring program, each Engine (or other engine returned with the Airframe) shall have satisfactorily completed, immediately prior to return, any boroscope inspection required under the trend monitoring program, and Lessee shall provide all trend data for each Engine (or other engine returned with the Airframe). If the boroscope inspection and the trend data indicate that any action (other than inspection and monitoring) should be taken in order to prevent serious engine deterioration or engine damage, Lessee shall complete or cause to be completed at its sole cost and expense all such action required, prior to return.
(b) If the Maintenance Program is not based on engine condition trend monitoring, the Engines shall have individually 2,000 Flight Hours and in the aggregate 6,000 Flight Hours until scheduled overhaul, based upon the Maintenance Program at the time of return.
(c) If, at the time of return, the Engines are subject to a Power-By-The-Hour Agreement under which Lessee (or Permitted Sublessee) is current on all payments and otherwise in good standing, in lieu of the foregoing requirements, Lessee shall return each Engine in such condition as shall make it eligible for continuous maintenance under a Power-By-The-Hour Agreement, in the hands of any U.S. air carrier. A "Power-By-The-Hour Agreement" is an engine maintenance program provided by the Engines' manufacturer or one of its affiliates or by another responsible maintenance provider, providing full maintenance (other than routine day-to-day maintenance; provided, that foreign-object damage, life-limited parts, line replacement units and abuse may be excluded or separately charged) for the Engines at no cost other than standard per-Cycle rates (I.E., excluding charges based on the current maintenance status of the Engines), all benefits of which program are generally available to qualif...
ENGINE CONDITION. Have neither Engine on watch for any reason whatsoever and all performance and operating parameters of each Engine including EGT margin and oil consumption, shall be sufficiently within the limits specified by the Engine Manufacturer so a to ensure that each Engine is fully capable of uninterrupted on-wing operation for a period of at least one year, 4,000 Engine Flight Hours and 3,000 Engine Cycles, until removal is requested for performance restoration, maintenance, inspection, repair or for any other reason which would cause the Engine to be removed. If Lessor and Lessee are unable to mutually agree the parameters or whether one year of operation remains, Lessor and Lessee shall consult a qualified CFMI engineer and agree to be bound by the determination of such engineer (the cost of such engineer to be shared equally by Lessor and Lessee).
ENGINE CONDITION. In the event any engine not owned by Lessor shall be delivered with the Airframe, such engine shall be satisfactory to Lessor, free and clear of Liens, suitable for use on such Airframe and shall have the value and utility at least equal to, and be in as good operating condition (including no greater number of Flight Hours or Cycles accumulated on such engine) as the Engine that should have been returned, assuming such Engine which should have been returned was in the condition and repair as required by the terms hereof immediately prior to such required return. At its own expense and concurrently with such delivery, Lessee shall furnish Lessor with a ▇▇▇▇ of sale, in form and substance satisfactory to Lessor, for each such engine and with evidence of Lessee's title to such engine (including, if requested, an opinion of Lessee's counsel) and shall take such other action as Lessor may reasonably request in order that title to such engine shall be duly and properly vested in Lessor. Upon full compliance with this Clause 15.2 and passage of title to such engine to Lessor, such engine shall be an Engine for all purposes of this Agreement and Lessor will transfer to Lessee all right, title and interest that Lessor may have in an Engine constituting part of the Aircraft so returned but not installed on such Aircraft at the time of such return, without any representation, warranty or recourse of any kind whatsoever, express or implied, except a warranty that such Engine is free and clear of Lessor Liens; provided, however, that if Lessor requires in its absolute discretion, Lessee shall redeliver to Lessor any Engine not installed on the Aircraft at the time of redelivery hereunder notwithstanding any of the foregoing and in such circumstances Lessee shall not (if it has not already done so) be required to transfer to Lessor or other designee of Lessor right, title and interest in and to the engine then installed on the Airframe which shall remain vested in Lessee and Lessor shall not be required to transfer any right, title or interest in or to the Engine not so installed on the Airframe to Lessee as otherwise required by this Clause 15.2.
ENGINE CONDITION. 4.1 Each Engine will have at least [*] Flight Hours, [*] Cycles, and [*] months remaining after the Expiration Date to its next expected removal for shop visit. No Engine shall be “on-watch” as a result of any of the inspections accomplished prior to Expiration. No Engine shall have any reduced inspection intervals or additional inspections required as a result of any of the inspections accomplished prior to Expiration.
4.2 Engine life limited Parts shall have not less than [*] Cycles remaining to scrap.
ENGINE CONDITION. Upon return of the Aircraft there shall be installed on the Aircraft three Rolls Royce RB211-22B Engines. Each Engine shall meet both the Engine manufacturer specifications and the Maintenance Program parameters for acceptable exhaust gas temperature margin, engine pressure ratio maximum rated thrust and fuel flow at maximum certificated rated thrust.
ENGINE CONDITION. Have neither Engine on watch for any reason whatsoever, and (1) each Engine shall have at least 8,000 Engine Flight Hours remaining until its next anticipated Engine Basic Shop Visit (as determined by (a) borescope inspections, (b) engine health trend monitoring analysis, (c) ground runs, (d) technical log analysis, (e) previous shop visit assessment (if applicable) and (f) magnetic chip detector inspection) and (2) the Engine operational and performance parameters shall be sufficiently within then current AMM published limits and the condition of the Engine shall otherwise be such to permit full take-off power to the Airframe Manufacturer’s specification (as determined by, inter alia, an examination of the last six months of trend monitoring). If Lessor and Lessee are unable to agree whether any of the foregoing conditions have been met, Lessor and Lessee shall consult a qualified Engine Manufacturer engineer and agree to be bound by the determination of such engineer (the cost of such engineer to be shared equally by Lessor and Lessee). Lessee shall correct any discrepancies outside of the then current AMM limits.
ENGINE CONDITION. 2.1 Each Engine will have at least 3,000 Flight Hours remaining before its next anticipated shop visit based on operation of the Engine at the same maximum thrust as at Delivery and each Engine will have at least 3,000 Cycles of LLP life remaining.
ENGINE CONDITION. Have neither Engine on watch for any reason whatsoever, and (1) each Engine shall have at least 9,000 Engine Flight Hours and 1,500 Engine Flight Cycles remaining until its next anticipated Engine Basic Shop Visit (as determined by (a) borescope inspections, (b) engine health trend monitoring analysis, (c) ground runs, (d) technical log analysis, (e) previous shop visit assessment (if applicable) and (f) engine oil SOAP analysis and MCD inspection) and (2) the Engine operational and performance parameters shall be sufficiently within Engine Manufacturer’s then current published limits and the condition of the Engine shall otherwise be such to permit full take-off power to manufacturer’s specification (as determined by, inter alia, an examination of the last six months of trend monitoring). If Lessor and Lessee are unable to agree whether any of the foregoing conditions have been met, Lessor and Lessee shall consult a qualified Engine Manufacturer engineer and agree to be bound by the determination of such engineer (the cost of such engineer to be shared equally by Lessor and Lessee). Lessee shall correct any discrepancies outside of then current published-approved AMM limits.
ENGINE CONDITION. Have neither Engine on watch for any reason whatsoever, and (1) each of the Engines shall have an EGT margin of not less than 22(degree)C, (2) the trend monitoring data for each Engine shall not exhibit any abnormal trends during the six month period prior to Return, and (3) the Engine operational and performance parameters shall be sufficiently within limits specified by Engine Manufacturer and the condition of the Engine shall otherwise be such to permit full take-off power to manufacturer's specification. If Lessor and Lessee are unable to agree whether such criteria have been met, Lessor and Lessee shall consult a qualified Engine Manufacturer engineer and agree to be bound by the determination of such engineer (the cost of such engineer to be shared equally by Lessor and Lessee). Any deficiencies shall be corrected by Lessee.