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4.5.6.6  In view of the international nature of the aviation industry and in particular the known international nature of the generation and distribution of unapproved parts, the ability to link national databases is obviously advantageous, the unimpeded cross-flow of information being essential in successfully combating the problem.
4.5.7  Parts stockists and distributors
4.5.7.1  It is recognized that parts stockists and distributors have a significant influence over preventing the use of unapproved parts. Such organizations have an established commercial role of stocking or obtaining parts, often at short notice. Some States approve stockists and distributors but others do not.
4.5.7.2 In airworthiness terms, the parts supplier’s role is simply that of a holder of a part and its supporting data for a limited period, the part and data being passed in their entirety to the purchaser. The most effective control is exercised by the purchaser of the parts by ensuring that the part is correct and that the documentation truly reflects the status of the part. Further assurance is provided by the installer purchasing only from those suppliers having a known satisfactory record.
4.5.7.3  Parts distributors may also break down large orders of identical parts into smaller lots for shipment to end users. In this case they should provide documentation that the parts came from the original large order and either issue a second set of airworthiness documentation , if authorised by their State regulatory authority to do so, or attach a copy of the original airworthiness documentation.
4.5.8  Parts removed from an aircraft no longer in service
4.5.8.1 Aircraft withdrawn from service are often used as a source of spare parts, a process sometimes described as “parting out”. These parts, although serviceable at the time the aircraft was placed in storage, may have been affected adversely by storage conditions, including especially environmental factors, or by the length of storage.
4.5.8.2 The records for the aircraft and its parts prior to the aircraft being placed into storage will need to be researched in order to ascertain the previous maintenance history, and airworthiness directive, modification and repair status of the parts being removed. Any unusual events immediately prior to storage, e.g. heavy landings or lightning strikes, will also have to be considered when deciding on the serviceability of the parts being removed.
4.5.8.3 It is important that the part removal process be planned and controlled in a manner as close as possible to that adopted for routine maintenance tasks on in-service aircraft. The following points in particular should be considered:
a)  the means by which the part is removed should be in accordance with the normal maintenance data (e.g. maintenance manuals), using the tooling specified;
b)  adequate access equipment should be provided;
c)  if conducted in the open, disassembly should cease during inclement weather;
d)  all work should be carried out by appropriately qualified maintenance personnel;
e)  all open connections should be blanked; and
f)  a protected and enclosed quarantine storage area for the parts being removed should be provided in the immediate vicinity of the work area and
g) normal maintenance documentary controls should be used, e.g. the use of work sheets or cards to record component removals, and label identification to show serviceability status.
4.5.8.4  An assessment for condition and eventual return to service of each removed part will need to be conducted by a suitably approved organization. The extent of the work necessary before the part is returned to service may, depending on the factors noted in 8.1, range from a simple external visual inspection to a complete overhaul.
4.5.9 Parts recovered from aircraft involved in accidents
4.5.9.1  When an aircraft has been involved in an accident, the title to the salvage may pass from the insured owner to other persons (e.g. aircraft insurers); this salvage may be offered for sale either complete or as separate aircraft items in an “as is, where is” condition. While some items may be totally unaffected by the accident or incident which caused the aircraft to be declared as salvage, it is essential to obtain clear evidence that this is the case. If such evidence cannot be obtained, the item may not be returned to service.
　
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