Manage Aircraft Transfer

Manage Aircraft Transfer
Awareness session for Jetstar Pacific

Hô-Chi-Minh-City – February 22 & 23, 2017
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Manage Aircraft Transfer – Awareness Session for Jetstar Pacific - 22 & 23 Feb 2017 2
Content
• Part I: Introduction
• Part II: Scheduling & Aircraft preparation
• Part III: Redelivery Records
- Focus 1: Repair Files
- Focus 2: Modification Files
- Focus 3: Life Limited Parts (LLP)
- Focus 4: Removable Structure Components (RSC)
- Focus 5: Component (HT, OC, CM)
- Focus 6: Maintenance Status
- Focus 7: Delivery Bible
- Focus 8: Use of Desktop Review interface

• Part IV: Aircraft physical inspection
• Part V: Final Transfer Phase
• Part VI: Conclusion
PART I: INTRODUCTION
Introduction
• Leased Fleet: More than 40% worldfleet

• Aircraft transfer: 200 per Months (average) worldwide
• Redelivery cost:
For Lessee: 1 to 2 M$  to meet Redelivery Conditions
(C Check, painting, engine swap, demod of in-
house mod, component replacement, deep
cleaning, …)
For Lessor: 1 to 2 M$  to place the Aircraft

(Reconfiguration, system upgrades, loss of lease rental,
…)
Still 80 % of the Redeliveries are: Painful, late on

target, over budget
Introduction
More than 80% of all redeliveries are late by 7 days or more
Primary reasons for late redelivery:

Source: IBA
Introduction
Most challenging areas to redeliver on time

and on budget:
Source: IBA
Introduction
How often do you feel redelivery engaged too

late?
Source: IBA
Top 10 contributors to transition challenge
1. Poor contract drafting around redelivery conditions

2. Lack of lessee planning and early engagement with lessor
3. Inadequate focus on assets during operations
4. Lessee operational demands consuming redelivery resource
5. Decentralised, missing or incorrectly completed records.
6. Underestimation of the total workload
7. Discovery of additional work required during maintenance input.
8. Lack of lessor appetite for returned aircraft

9. Engines failing final borescopes
10. Underestimating lead times and lessor expectations
Aircraft Lease Agreement - Who is involved?
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Manage Aircraft Transfer – Awareness Session for Jetstar Pacific - 22 & 23 Feb 2017
Aircraft Lease Agreement - Where is my information ?
• Many departments are concerned as soon as a leased
aircraft is operated
• Very often, Operations, Engineering, Maintenance are not

informed regarding the lease conditions, and Lessee re-
delivery team discover only at time of the EOL check the
Delivery conditions… Too late!
• And yet, Aircraft Lease Agreement are containing lot of

information, but everything is not at the same place…
• For instance, conditions related to aircraft maintenance

during the lease period and Delivery conditions are spread-
out in different chapters of the contract
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PART II: SCHEDULING & AIRCRAFT PREPARATION
Aircraft redelivery - Planning overview
9 to 15
Months prior Official confirmation of lease return
Contract review (redelivery condition)
Pre-audit physical
Delivery check definition
Aircraft status & Records preparation
End of Aircraft operation
Delivery Check
Aircraft Livery change
Lessor (or next operator) audit
Demo flight
Engine borescope inspection

Airworthiness Review by National Aviation
Authority (in view of Export CoA)
“D” Day Lessor acceptance
Aircraft redelivery - Planning overview
Aircraft redelivery – Review of Contractual obligation
• To be done minimum 12 Months in advance with the Lessor

• Purpose:
- Ensure all parties have same level of understanding of the redelivery
conditions
• Areas of particular attention:
- Regulatory state of reference
- Contractual clearance (Maintenance, AD’s, Time Control items,…)
- Level of Back-to-Birth traceability
- Allowable repairs
- Aircraft set-up to original delivery configuration ( WV?, lOPA ?, De-MOD of In-
house MOD?, Generic IFE screen?, ETOPS?…)
- Paint livery
- Title Engine
- Cabin normal wear & tear
• Important: Don’t forget to revisit the content of the commitment letter at time of
Delivery of the Aircraft. You might find interesting weaver.
Aircraft redelivery - Physical Pre-audit
• To be performed 7 to 8 months in advance with the Lessor preferably

• Purpose:
- Ensure all parties have same level of understanding of the redelivery
conditions (i.e. criteria for normal wear & tear)
- De-risk the Redelivery Check
- Provide input for the Redelivery Work package (long lead-time items)

- Repairs & Dent & buckle chart
- Engine borescope
- Component read-out
- Cabin & cargo survey to identify the list of consumable / expendable to

order to satisfy redelivery conditions.
- In-house mod
- Wing and Horizontal Tail Plan painting condition, fuel leaks,…
Aircraft redelivery – Work scope definition
• To be performed around 4 months in advance
• Purpose:
- Define the work content of the Redelivery Check
- Define the Redelivery Check duration

- Bridging to the then latest MPD revision
- Condition versus sampling program
- Exterior cleaning
- Proactive cabin & cargo refurbishment (incl. commercial deep cleaning)
- De-mod of in-house mod

- Time Control Component (Compliance to redelivery condition)
- Paint livery
- Lessor specific works (Cabin Modification, SB embodiment,…)
- Reset of Cockpit Door to default value
Aircraft redelivery - MRO slot confirmation
• To be pre-booked as early as possible and confirmed 4 months
upstream
• Purpose:
- Secure resources and MRO Slot compliant to the Redelivery planning
- Scope: Redelivery check + Aircraft painting

- Important to advise MRO that it is a Redelivery Check
- Ensure proper time for Lessor inspection and for rectification of the
findings
- Ensure time for Aviation Authority survey

- Support to Ground Test and Demo Flight
- Engines borescope
- Ensure proper office (with printer, internet, telephone international) to
accommodate Lessor + Next operator + Authority
Aircraft redelivery - Lessor & next operator Aircraft
inspection
• To be performed during the Redelivery check
• Purpose:
- Ensure that Aircraft is airworthy
- Ensure that the Aircraft is compliant to contractual specification ( Title
engines, LOPA, Emergency equipment, Weight Variant, …)
- Demonstrate aircraft compliance to contractual Redelivery conditions

- Request Lessor inspection planning
- contractual condition/ limitation for inspection (if any)
- Manage properly the lessor access to the Aircraft so that it does not
becomes a never end story
- Do not allow Lessor to talk to the MRO directly
- Manage the Discrepancy Item List in full transparency with the Lessor
Aircraft redelivery - Ground Test and Demo Flight
• To be done after the Redelivery check
• Purpose:
- Demonstrate aircraft compliance to contractual Redelivery conditions

- Define the ground tests and demo flight program in advance. Make sure
that Lessor (or his representative) is attending.
- Make sure that pre-briefing is done with the crew to capture any input from
the Redelivery check
- Make sure that all relevant discrepancies are recorded on the logbook and
that de-brief is being made by the crew.

- Note: Airbus has defined an “In-Service Aircraft Technical Flight Manual”
(ISATFM).
Part 1: Ground Check (Static Test, APU and Engine Run up)
Part 2: Technical Flight
Part 3: Technical Flight (additional test which requires dedicated pilot qualification)
Flight profile – Single Aisle
Flight profile – Long Range
PART III: REDELIVERY RECORDS
Maintenance Records - retention period: FAA & EASA
Main mandate for records keeping system during lease term:
All maintenance records for the aircraft and any life limited parts
must be kept until underlying work is superseded, but not less than
36 months
Total time in service records, for life limited parts (LLP) for at least
12 months after the aircraft or component has been withdrawn
from service.
Current status of compliance with maintenance program (OMP)
until underlying work is superseded
Current status of AD compliance for at least 12 months after the
aircraft or component has been withdrawn from service

Details of Mods & Repairs for at least 12 months after the aircraft,
engine or component has been withdrawn from service
Aircraft Records - Regulation Cross-Reference
Designation ICAO ICAO EASA EASA FAR 91 FAR 121 FAR 21
Annex 6 Part I Doc 9760-AN/967 Part M Part 21/H
21.A.174(b)(2)(ii)
or
Weight and balance report M.A 305 (d) (5) 21.327(f)(2)
21.A.174(b)(3)
21.A.174(b)(2)(iii)
Airplane Flight Manual M.A.710 (a) (2) or 21.327(f)(8)
21.A.174(b)(3)
Vol II, Part B,
Alterations/Repairs M.A.305 (d)(2) 91.417(a)(2) 121.380(a)(2)
8.4.1.c) App. A to chap 10 21.A.174(b)(3) 21.327(f)(6)
Modifications M.A.305(h)(6) (vi) (vii)
§ 3.6/7/8
Vol II, Part B
M.A.305 (d)(1)
Airworthiness Directives 8.4.1.b) App. A to chap 10, 21.A.174(b)(3) 91.417(a)(2)(v) 121.380(a)(2) (vi) 21.327(f)(4)
M.A.305(h)(5)
§ 3.2
Vol II, Part B
Total time in service records 8.4.1.a) App. A to chap 10, M.A.305 © 21.A.174(b) 91.417(a)(2)(i) 121.380(a)(2)(i)
§ 4.2
Vol II, Part B
M.A.305 (d) (4)
Life Limited Parts 8.4.1.a) App. A to chap 10, 21.A.174(b)(3) 91.417(a)(2)(ii) 121.380(a)(2) (iii)
M.A.305(h)(3)
§ 3.3
Maintenance Program Vol II, Part B M.A.305 (d)(3)

8.4.1.e) & f) 21.A.174(b)(3) 91.417((a)2) (iii) 121.380(a)(2) (iv)
Overhaul records Chap 6, § 6.3.3 M.A.305(h)(4)
Maintenance Program Vol II, Part B M.A.305 (d)(3) 91.417(a)(2)
8.4.1.e) & f) 121.380(a)(2)(v)
Aircraft inspection status Chap 6, § 6.3.4 M.A.305(h)(4) (iv)
Vol II, Part B M.A.305 (b)
21.327(f) (6)
Aircraft/Engine Logbook Chap 8, § 8.2.1.2 + log card LLP MA306
Vol II, Part B
Technical Log Book App. A to chap 10,
M.A.306
§ 3.1
Vol II, Part B
Transfer of maintenance
8.4.3 App. A to chap 10,
records M.A.307 121.380(a)
§ 3.4
Typical Redelivery Records
Lessor and Lessee can find guidance and recommendations in the

following documents:
 IATA: “Aircraft Material and Best Practices for Aircraft leases” – Edition
Feb 2016 – Annex II (see details in following pages)
 ICAO: ICAO Doc 9760 Airworthiness Manual, Part IV Chapter 6 Leasing

arrangements
 FAA: Order 8900 Volume 10 Chapter 5 & 6, Volume 12 Chapter 2 & 5

 EASA Part M provides instruction and guidance about those records to be

kept for demonstrating proper continuing airworthiness management
 Besides, the operating lease agreement may contain contractual

obligation details that have also to be embarked.
Typical Redelivery Records: Certificates
Typical Redelivery Records: Statements
Typical Redelivery Records: Statements (cont’d)
 List of current NTO / ASAC / TA’s applicable on the Aircraft

 List of open OEB’s
 No PMA Statement and/ or PMA fit List (as required)
 Statement of no leased, loaned part installed
 Number of tires changed since last wheel overhaul
 Weight Variant Statement
 List of cockpit stowed media
 No STC statement
 DER repairs statement
Typical Redelivery Records: Status Lists
Typical Redelivery Records: Status Lists (cont’d)
Typical Redelivery Records: Records
Typical Redelivery Records: Records (cont’d)
CS 25
(FAR / CS 25.853 Appendix F Part I)
(FAR / CS 25.853 Appendix
(FAR / CS 25.853 Appendix F

Typical Redelivery Records: Manufacturer Delivery Doc
Typical Redelivery Records: Manufacturer Delivery Doc
Typical Redelivery Records: Manuals
Typical Redelivery Records: Manuals (cont’d)
Typical Redelivery Records: Miscellaneous
Focus 1 - Repair files: Regulation
EASA:
- Source: Part 21A (Subpart M) and Part M (M.A. 304, 305, 708, 710)
- Approval:
• For Minor Repair:  OEM instruction (SRM, AMM, CMM,…) or DOA Part 21
• For Major Repair:  OEM or STC Holder or EASA
FAA:
- Source: FAR 91.417(a)(2) (vi), FAR 121.380(a)(2) (vii), FAR21.327(f)(6)
- Approval:
• For Minor Repair:  OEM instruction (SRM, AMM, CMM,…) or DER (form
8130-3)
• For Major Repair:  FAA or DER who has “special delegation” to approve data
for major repair (Form 8130-3). In case this is the OEM then OEM would issue an
FAA Form 8100-9
EU-US Bilateral agreement:
In force since May 2011, but only valid for Minor/ Major alteration (Mod
or Repair) except for repairs on critical components
Focus 1 - Repair files: Repair Definition
Note: Classification in Minor or Major has to be done by DOA Part 21(EASA rule) but also by the
Operator or the MRO ( FAA rule)
Focus 1 - Repair files: Repair Category
Airbus and Boeing Repair Category definition

Focus 1 - Repair files: Historical Records
Repair Records requested

Record elements Additional element Additional element Additional element
requested for each requested for repairs requested for definitive requested for each
repairs as per SRM repairs outside SRM temporary repair
Damage Correct SRM

assessment1 Specific repair
reference(s) or
instruction number +
manufacturer's
revision number
Classification2 instructions used
Accomplishment The definitive repair

date (FH, FC, calendar Correct SRM plan and deadline for
time) reference(s) used accomplishment of the
permanent repair
All drawings, Repair Approval Sheet
additional If additional action is
(RDAS)3 required, e.g.
information used,
accomplishment recurring inspection or
task card, if there is a limitation,
NDT result (if any) this should be
indicated
1-Exact location and dimension (using OEM station numbering and stringer locations where possible) .
2-
Operator's policy for the classification of minor/major repair 3- Repair Approval Sheet must be at minimum EASA approved, or FAA
approved under the term of EU/US bilateral agreement (Technical Implementation Procedure).
Important: All repairs being Weight Variant sensitive must be effective to the current A/C Weight Variant
Focus 1 - Repair files: Pitfalls
• Frequent areas of problem encountered:
Availability/ accuracy of Dent & Buckle Chart

Late discovery of repairs existence during stripping
Uncompleted or missing repair files
DER repairs (if not allowed by contract)
Need for one-time inspection where as contract request no “on-
watch” item (Repair Cat B, engine blade blending)
 Area where flush repair is not possible despite contract
obligation
Issue linked to previous operators
Focus 2 - Modifications: Regulation
EASA:
- Source: Part 21A (Subpart M) and Part M (M.A. 304, 305, 708, 710)
- Approval:
• For Minor Mod:  DOA Part 21
• For Major Mod:  TC/STC Holder or EASA
FAA:
- Source: FAR 91.417(a)(2) (vi), FAR 121.380(a)(2) (vii), FAR21.327(f)(6)
- Approval:
• For Minor Alteration:  DER (form 8130-3)
• For Major Alteration:  FAA or DER who has “special delegation” to
approve data for major repair (Form 8130-3). In case this is the OEM
then OEM would issue an FAA Form 8100-9
EU-US Bilateral agreement:

In force since May 2011, but only valid for Minor/ Major alteration
(Mod or Repair) except for repairs on critical components
Focus 2 - Modifications: Records content
Status List :
- One for SB, one for EO’s (in-house mod), One for STC’s
Dossier:
- Document Reference (including document revision number)
- Effectivity (e.g. manufacturer’s S/N)
- Approval statement (e.g: EASA.21J.xxx/FAA/STC reference)
- Classification (Minor or Major)
- Mass & Balance impact
- Electrical load analysis, if applicable
- Embodiment Job card (specifying Aircraft details, P/N, S/N as
applicable, date of embodiment)

- Release to Service Certificate
- All Supplemental (as required): AFM, IPC, AMM, Maintenance
Program, Wiring Diag.
- For STCs a “right of use” letter is required
Focus 2 - Modifications: Pitfalls
In-house modification approved by local authority

Update of Tech Data (AMM, IPC, Wiring Diagram, …)
Update of Electrical Load Analysis – ELA (whenever required)
Missing necessary supplemental information (whenever required for AFM,
OMP)
 Missing “Right of use” Letter for STCs
Issue linked to previous operator
Focus 3 - Life Limited Parts (LLP)
• Definition:
Part with hard limitation ( FH, FC or calendar). When the threshold is
reached the part is to be destroyed.
• LLP List & Limitation:

 Refers to Time Limits Manual, Airworthiness Limitation Section (ALS) or
Chapter 5 (AMM, CMM, ESVM,…)
 Caution: Life Limit may depend on the operational parameter ( WV,

Engine Thrust,…)
Rule: Operators that utilize aircraft which embody modification

introducing Multiple Weight Variants (MWVs) must always use the
airworthiness limitations belonging to the WV that has the most restrictive
airworthiness limitations, even when switching from the most restrictive WV
to a less restrictive WV, unless otherwise stated
• LLP trace pack:
Regulation requirement :
- EASA Part M AMC 305 (d) (4)
- FAA 14CFR Part 43.10
Industry standard:
- LLP Birth certificate or OEM Pack List (i.e. AIR)
- On/ Off logs
- Last LLP release certificate
- Incident/accident Clearance Statement
- Influencing parts disclaimer (Engines)
- Movement Traceability Sheet
Note: All supportive elements shall display LLP P/N, S/N, TSN, CSN and any other
possible influencing limitation item (as applicable) – i.e. Engine Thrust rating
• Movement Traceability Sheet (example)

• Lack of traceability issue?:

In case of lack of traceability for an LLP, Airbus ISI 00-05-0002 (SA) and ISI
00-05-0003 (LR) provides instruction and guidance to compute the LLP
consumed life during a given period (conservative method)
• Transfer of parts between aircraft/ engine with configuration change

The Airworthiness Limitation(s) for a component fitted to an aircraft may be
different when:
 The component is transferred to another application (aircraft
type, aircraft model, weight variant, etc…),
 The aircraft configuration is changed as a result of MOD/SB
embodiment (weight variant, Landing Gear standard, etc…).
In these cases, the component’s remaining life must be calculated using the
following formula:
With:
Tri = component’s remaining life for operation on current application (i).

Caj = component’s accumulated life on previous application (j).
Cpj = component’s airworthiness limitation in previous application (j).
Cpi = component’s airworthiness limitation in current application (i).
Refer to Airworthiness Limitation Section (ALS Part 1 & ALS Part 4) for supplementary
information
Focus 3 - Life Limited Parts (LLP): Pitfalls
Disagreement on the level of traceability required

Movement Traceability Sheet (MTS) not readily available
Issues linked to previous operator
Focus 4 - Removable Structure Component (RSC)
• New requirement (ATA Spec 120) will take place soon for EASA (already mandated
partially within FAA)
• Context: Several removable structure components where designed for the original
Aircraft Design Goal. Consequently, they do not bear any specific limitation . However,
since they are rotating even after Aircraft has been removed from service the authority
raised concerns and request these parts to be traced.
• Candidate parts: HTP, VTP, elevator, slat, flap, aileron, spoiler, flap track beam, LDG
doors, cargo & Pax doors, Thrust Reverser, …
• Details & Guidance :

 https://publications.airlines.org/CommerceProductDetail.aspx?Product=197
 Airbus OIT ref 999.0058/16
• Impact for the operator:

 Follow the FH, FC of these parts and ensure it does not exceed the Aircraft Design
Service Goal (Soft Time Limitation)
 Produce Movement Traceability Sheet
Focus 5 - Component (HT, OC, CM)
• Regulation:
Part M.A 305 “All maintenance records for the aircraft and any life limited parts must
be kept until underlying work is superseded, but not less than 36 months”
Part M.A 501: “no component may be fitted on the aircraft unless it is in a satisfactory
condition and has been released to service on an EASA F1 or equivalent”
FAA rule is similar to EASA
• Pitfalls at Redelivery:
 List shall comply with physical readout
 All parts have to be listed onto IPC or supplemental
 Lessor refers to AIR (Airbus Inspection Report)
 Release certificate:
- At least for all parts replaced during lease term

- What about OCCM & Quick Engine Change (QEC) ?
• ICAO: Doc 9760 Airworthiness Manual, Part IV Chapter 6 Leasing arrangements
doesn’t request the OCCM release certificate to be part of the Delivery Package
• EASA will confirm Q3 2017 similar position
 Specific Redelivery Conditions (for example no component installed shall
exceeds 110% of the Airframe age)
Focus 6 - Maintenance status
• Pitfalls at Redelivery:
Late issuance of OEM MPD revision
Multiple MPD intervals not reflected onto the approved Operator
Maintenance Program (OMP)
No clear cross reference table between MPD and OMP
Clear identification of the Operator’s additional tasks
Identification of the OMP intervals that differ from MPD
Justification of mandatory Corrosion Prevention and Control
Program (CPCP)
Justification of Sampling Program when the redelivered aircraft is
not Fleet Leader

Justification to Certification Maintenance Requirement (CMR) /
Airworthiness Limitation Item (ALI) tasks
Focus 7 - Delivery Bible
Source: IATA “Aircraft Material and Best Practices for Aircraft leases” – Ed Feb 2016 – Annex III
Airframe
- Type Certificate Data Sheet (TCDS)
- Original Export Certificate of Airworthiness (CoA)
- CoA (Export)
- Certificate of Registration (CoR)
- Aircraft De-Registration Confirmation letter
- Noise Certificate
- Radio Station License
- RVSM Letter/ETOPS Statement
- Certified maintenance status of the Aircraft (Check History)

- Certificate Release to Service Last performed Major Check
- Certified list of deferred maintenance items
- Certified Statement of Time in Services (Utilization)
- Certified Statement of Aircraft Accident/Incidents
Note: Whenever “certified “ is mentioned, this refers to a statement certified by appropriately qualified personnel,
preferably the quality manager.
Focus 7 - Delivery Bible (cont’d)
Airframe (cont’d)
- Certified Statement of Lubrication and Grease types used
- Certified status of ADs
- Certified Status of all Modifications
- Certified Status of all Structural repairs and damages
- Certified Inventory of LLP and HT Components
- Certified Inventory of OC/CM Components
- Certified Inventory of Landing Gear
- Certified Aircraft Maintenance Program
- Certified Last Performance Aircraft Maintenance Program

- Statement Maintenance Clock setting, if applicable
- Airframe Logbook
Airframe (cont’d)
- Lay-Out of Passenger Accommodation (LOPA)
- Emergency Equipment Lay-Out / Loose Equipment Inventory
- Last Paint Report
- Last Weighing Report
- Last Standby Compass Adjustment Test
- Last Radio Navigation System Functions Check
- 24 bit ICAO / Selective Calling (SELCAL) / ELT / Flight Data Interface
Unit (FDIU) Code
- Historical Records Box Inventory
Engines & APU

- Minipack
- Certified status of AD‘s
- Certified status of SB‘s
- Certified status of all repairs
- Certified status of installed LLP and HT components
- Certified status of installed modules
- Certified status repetitive inspections (non-routine/outside of AMP)
- Engine trend monitoring reports
- Logbooks
- Borescope reports
- Accident/Incident Statement
- Data Submittal
- Fan blades mapping
Focus 8 - Desktop review interface: Generality
• Aircraft transfer using a desktop review interface (DRI) is

becoming a best practice for, records repository and
remote review. (i.e.: FlyDocs (Gen 2), Stream (Aerdata),
Accumen, Airvolt, …).
• These cloud-based devices ensure a continuous lively

on-line update of the records. Each discrepancies are
notified directly between the specialists of each parties and
answered accordingly until it is being closed.
• The Delivery-Bible is then build-up gradually with all

evidences posted aside each line items of the different
Aircraft status (AD’s, Repairs, LLP, ….)
67
Focus 8 - Desktop review interface: Advantages
• Thanks to an OCCR scanning, the Lessee can retrieve

more easily important records lost somewhere among
the overall historical files. Without such evidence, the
Lessee would be forced to replace expensive components
or having to redo repairs for which they don’t have the
justification readily available.
• With cloud-based interactive platform such as FlyDocs (or

equivalent), the Lessee can monitor easily the progress
of the review done by its team and by Lessor.
• DRI companies can offer to Lessees , Services for records

scanning and preparation and of the Delivery Bible,
according contractual expectation
Focus 8 - Desktop review interface: Advantages
• With cloud-based interactive platform such as FlyDocs,

Lessor can easily monitor the progress of the review and
also evaluate the extend of all remaining records to be
delivered by the Lessee.
• Lessor can use the cloud-based data base to display the

Records lively for the next operator, so that he can start
the Records review at its convenience.
• Lessor can use the cloud-based data base for historical

records archiving and get momentarily rid of the hard
copies.
Focus 8 - FlyDocs: Screen shot example
• Each status is displayed on screen. For each line item, the Lessor can whether approve it
or raise comments as necessary. Lessee ATA specialist receives notifications of Lessor
comments directly on its mail box.
• All associated documents are uploaded and can be displayed easily for review on-line
• Possibility to display a global progress report for each chapter ( AD, Repairs, Mod,
Component, …) and shows what remains to be released by Lessee and what has been
approved by the Lessor, ect…
PART IV: PHYSICAL INSPECTION
Physical Inspection - Preparation
• With the aim for lessee and MRO to dimension correctly
the end of lease check (EOL), Lessor needs to advise
enough in advance for its inspection program and
additional works.
• Most of the time, lessor inspection level is addressed in

the lease agreement
• Livery condition at redelivery needs also to be addressed

upstream, in order to secure a paint slot
• The Lessor inspections are performed in agreement with

the Operator/Lessee and under the supervision of the
lessee and the MRO.
75
Physical Inspection - Purpose
• The objective is for the lessor to make a final assessment

of the physical aircraft, in order to identify issues affecting
the aircraft airworthiness, and contractual return condition
discrepancies and potential items of high cost for delivery
to next Customer
• Its is also a mean for lessor to consolidate aircraft statuses
and records, thanks to Part Number & Serial Number read
out for:
H/T components
Life Limited components (ALS 1 & 4)
Engine QEC
Radio Navigation equipment
Cabin flammability (combination)
Emergency equipment (EE LOPA)
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Physical Inspection - Defect item list
• Physical lessor discrepancies shall be recorded and
supported by photos for evidence into a Discrepancy Item
List (DIL).
• Lessor must issue DIL to the lessee on regular basis along

the project, ideally after completion of each day.

• Lessee to manage the DIL as soon as received, and must
rapidly advise the MRO for any additional works.
• DIL is a “shuttle” documents, it is key that lessee reply the
DIL items for corrective actions proposed/performed
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Physical Inspection - EXTERNAL
AREA Inspection Objective
Ensure accuracy of the repair mapping vs Repair Status and
physical aircraft.
Repair Mapping • Lessee to perform pre-audit upstream
(Repair, Dent & Buckle Chart) • All visible defects on the engine (fan dent or blending, acoustic
panel repairs, …) are to be reported in the Repair, Dents &
Buckle Chart
LOWER FUSELAGE EXTERNAL Abnormal wear & tear, damages, corrosion, leak, burnt, deformation,
delamination, chaffing, lightning strike, loose, pulled or missing rivets
or non-acceptable condition
Antennas free of excessive erosion.

FUSELAGE EXTERNAL L/H AND R/H SIDE Particular attention to Pitot Tubes, temperature sensors, ice
detection probes, AOA & Static ports
Lights: lens condition, inside humidity.
Placards and technical markings to be fully readable, well stuck. No

UPPER FUSELAGE mandatory placards missing
Abnormal wear & tear, damages, corrosion, leaks, burnt,

deformation, delamination, chaffing, missing or cutting bonding lead
or non-acceptable condition.
Hinges, damper & rod looseness Latch operation.
SERVICING PANEL & ASSOCIATED SYSTEM
System condition and operational check (including lighting if any)
Placards and technical markings to be fully readable, complete and

well stuck.
78
Physical Inspection - EXTERNAL (cont’d)
Abnormal wear & tear, damages, corrosion, leak, seepage, burnt,
& static discharger or non-acceptable condition.
LH & RH WING SURFACES, FLIGHT CONTROLS AND SPARS No missing ID plates on components.
Lights: lens condition, inside humidity.
Flaps: misalignment between I/B &O/B flaps
Placards and mandatory markings to be fully readable, complete
and well stuck.
Damages, corrosion, dent, delamination, missing or cutting bonding

lead & static discharger or non-acceptable condition.
RADOME, BELLY FAIRINGS & TAIL CONE
Radome to be open upstream during pre-audit, for water ingress
detection
Abnormal wear & tear, damages, corrosion, leak, seepage, burnt,

VERTICAL STABILIZER AND RUDDER
HORIZONTAL STABILIZERS AND ELEVATORS
& static discharger, excessive free play or non-acceptable condition
Damages, crack, corrosion, leak, seepage, deformation, chaffing, or

non-acceptable condition;
LDG structural attachment points and Gear Ribs for bushing
LH & RH MAIN LANDING GEAR ASSY
migration/rotation.
LH & RH MAIN LANDING GEAR COMPARTMENT
Shock absorber for spare seal activated?
Missing ID plates on components + mandatory placards “inflate tyres
NOSE & CENTER LANDING GEAR ASSY
with nitrogen only & tyre pressure”
NOSE & CENTERLANDING GEAR COMPARTMENT
Missing anti corrosion treatment
Brakes and tires wear condition & measurement
79
Physical Inspection - EXTERNAL (cont’d)
Damages, corrosion, delamination, chaffing, leak, seepage,

excessive free play, bonding leads, Teflon pads.
LG DOORS
Actuators ID plates
80
Physical Inspection - ENGINES & COWLINGS
Abnormal wear & tear, damages, corrosion, leak, seepage,
deformation, delamination, chaffing or non-acceptable condition.
Fan blades condition and position vs mapping.
ENGINES Spinner condition. Fire detection loops.
Particular attention to engine mounts condition and bolt rotation
Check Oil Type used as written on Mandatory placard

Abnormal wear & tear, damages, corrosion, deformation,
delamination, chaffing, excessive free play, broken bonding leads or
non-acceptable condition.
ENGINE COWLINGS
Lip skin corrosion, cracks, loose fasteners, repairs.
Drain holes. Latches/hooks condition (including “red” paint condition
as required)
Placards and mandatory markings to complete and well stuck
Damages, cracks, corrosion, deformation, pulled, loosed or missing

rivets or non-acceptable condition.
PYLONS
Pylon to wing attachment (migration/rotation of bushing or cracked
sealant).
Fire extinguisher condition & readout
81
Physical Inspection - FUSELAGE INTERNAL
Damages, cracks, corrosion, leak, seepage, deformation,
delamination, chaffing, or non-acceptable condition
THSA & THS COMPARTMENT
Compartment lights: operational check
Bushing rotation at THS attachment points
APU & APU COMPARTMENT
Missing ID plates on components.
Oil type placards
PRESSURE BULKHEAD Cracks, corrosion
Damages, cracks, corrosion, leak, seepage, deformation,

delamination, chaffing, or non-acceptable condition
CARGO DOORS
Door seal and latches condition
Actuators ID plates
All compartments shall be clean.

Panels in good condition and within AMM / SRM limit
All repairs done in accordance with AMM, SRM
Condition of he Air conditioning grids, protective shield & Smoke
detectors, Blow out panels, separation net & attachment.
CARGO COMPARTMENTS (FWD, AFT & BULK) & CARGO Cleanliness in bilge area and behind blow out panels
LOADING SYSTEM Underneath cabin lavatory & galleys from cargo ceiling
Underneath cargo floor around drain hole
Insulation blanket conditions
Cargo Loading system shall be operational free of damages, cracks,
corrosion, wear, deformation beyond acceptable limit
All placards and mandatory markings (i.e.: Weight limitation) to be
fully readable and well stuck
Check availability of complete Fly Away Kit as per IPC definition
82
Physical Inspection - FUSELAGE INTERNAL
(cont’d)
Leaks.
CENTER FUEL TANK
General condition of inerting system if installed
Cleanliness (EWIS)
AVIONIC COMPARTMENT Insulation blanket conditions
Floor panels
83
Physical Inspection - CABIN
Cabin to be clean, no logo
GENERAL
Look for obvious in house EO or STC’s
Windshield free of cracks, bubbles beyond AMM limit

All decals shall be clean, secure and legible.
All fairing panels free of stains and substantial cracks, clean, secure
and touched-up as necessary.
Floor coverings shall be clean.
All seats shall be fully operational, in good condition (or fresh from
Overhaul), clean and substantially free of cracks, stains, peeling,
damage, excessive wear and paint touched-up as necessary with
COCKPIT
uniform color and surface.
Seat covers and seat cushions shall be clean, in good condition,
homogeneous with no hole, tear and laceration and meet the fire
resistance regulations (including for the combination). No missing
identification labels.
Emergency equipment vs EE LOPA
Operational documentation shall be on-board and up-to-date
Reset cockpit Door code to default standard one
Actual seating is in line with the current approved LOPA. Ensure

CABIN LOPA mandatory clearance at wing exit including necessary back seats
conditions (no recline, fixed,…) with proper emergency placards.
Emergency equipment are in line with approved EE LOPA. Check

their conditions.
EMERGENCY EQPT LOPA
Emergency equipment shall be free of any operator’s logo
(especially Life vest, PBE)
84
Physical Inspection - CABIN (cont’d)
Operational test . All tubes display the homogeneous lighting
CABIN LIGHTING colours.
No burnt or too yellowish lens
Ceilings, sidewalls, bulkhead panels, overhead bins and stowage

shall be clean and substantially free of cracks, stains, damage,
delamination or unstuck decofoil and paint touched-up as necessary
with uniform color and surface
Carpets and curtains shall be in good condition, clean and stain free
CABIN GENERAL and meet the fire resistance regulations. No missing labels on
curtains.
Look for Floor panel damages (sponglousness)
Cabin livery shall be free of any operator’s logo as well as the Cabin
Service panel screen saver.
All interior placards to be fully readable and well stuck, no missing
Ensure doors alignment when open

No Colour mismatch
OVERHEAD BINS & MONUMENTS
No Loose bumpers
Presence of mandatory placards (Weight limitation)
Windows shall be clean and substantially free of excessive

CABIN WINDOW
delamination, blemishes, crazing
85
All seats shall be fully operational, in good condition (or fresh from
Overhaul), clean and substantially free of cracks, stains, peeling,
damage, excessive wear and paint touched-up as necessary with
uniform color and surface.
Seat covers and seat cushions shall be clean, in good condition,

homogeneous with no hole, tears and laceration and meet the fire
PASSENGERS AND CABIN ATTENDANT SEATS
resistance regulations (including for the combination).
Seat, foam and seat belt shall have proper ID referencing proper
TSO and compliance with FAR and CS 25-853 (Flammability)
All mandatory placards to be fully readable and in English language
IFE to be functional and tested satisfactory

IFE Aircraft shall be delivered with generic IFE software (no specific
customization)
Ensure proper adjustment and seal condition

Ensure presence of mandatory placards (English)
Check general condition of fairings, girt bar attachment, anti sliding
PASSENGER DOORS
strips integrity
Safety strip mechanism (OPC & wear condition)
Verify Manufacturer and operator plate in FWD LH door frame.
86
NTF: The galley floors shall be properly sealed.Particular attention to
wet galleys areas and to doorsills for missing sealant/corrosion/
missing screws.
Galleys:
The galleys shall be clean (including behind removable units,
ventilation grids, sinks, drain), fully equipped (including Trolley,
standard units, inserts,...) and serviceable substantially free of
cracks, stains, damage, excessive wear . (no missing or broken
GALLEYS & FURNISHING
parts allowed, nor sharp edges )
Paint touched-up as necessary with uniform color and surface.
Galley hooks and latches shall be functional and in red color
Presence of mandatory placards to be fully readable and in English.
Waste flaps to be fully hermetic (mandatory)
Report any missing trolleys and furnishing. Oven, oven trays, …
Report presence of local modification/ adaptation
Ensure absence of operators logo
NTF: The Non Textile Fabrics on lavatory floor shall be properly
sealed to avoid water ingress.
Lavatories:
Ensure good cleaning and general condition of lavatories and
furnishing (no missing or broken parts allowed, nor sharp edges)

Paint touched-up as necessary with uniform color and surface
Pay attention to toilet bowl coating damages, toilet shroud/seat pan
& cover cracks, corrosion.
LAVATORIES
OPC of flushing & water tap
Lighting
Check for Presence of mandatory placards & siglum. To be fully
readable in English
Check condition of smoke detector and trash bin fire extinguisher
Waste flap to be fully hermetic (mandatory)
Report presence of local engineering modification/ adaptation
No operator logo
87
Physical Inspection - SEVERE OPERATIONAL CONDITION
Check:
Cargo compartments entries area for corrosion
Cabin seat track for corrosion
SALT / HIGH HUMIDITY or POLLUTION
Cabin floor beam for corrosion (request cargo comp ceiling panels
(SALINE or POLLUTED ENVIRONEMENT OPERATION)
removal for sampling)
Doorsills for corrosion
HSA compartment at bulkhead lower area for corrosion
Check:
Windows and windshields for erosion
All flight controls leading edge for erosion
SAND LDG's shock absorbers gland seals for damage
(GRITTY CONDITION OPERATION) LDG's retraction actuators piston rods gland seals for damage
All Antennas leading edge for erosion
Navigation light opacity
Engines including Air inlet for erosion
More attention to Fuel & Hydraulic leaks

DRY & HOT Window an windshield sealant condition
Lightning lens sealant condition
88
PART V: FINAL TRANSFER PHASE
Final transfer phase
• Commercial discussion & resolution of outstanding items

• Delivery Bible completion
• Final statuses signature at time of final acceptance with proper FH,
FC (including demo flight)
• Statements and NIS signature at time of final acceptance with proper

FH, FC (including demo flight)
• Contractual “Condition Precedent” completion review

• “Technical Acceptance” signature

• “End of Lease” term sheet signature
PART VI: CONCLUSION
IN SUMMARY: Key recommendations
 Anticipation is key for smooth transfer and leads to cost savings

 Start redelivery consideration 9 to15 Months prior redelivery date
 Continuous communication with Lessee / lessor is essential and must
be preserved
 Adapt a Project Management approach
 Engage cross functional redelivery team - fully empowered and
accountable
 Engage with Lessor a pre-redelivery review 6 to 9 Months prior to
lease expiry
 Ensure that full terms of the lease return conditions are reviewed and
all parties have the same level of understanding
 Assemble a detailed budget (incl. compliance to redelivery conditions)

 Draft complete operating plan with critical paths, milestones and
schedule
 Risk Management - proactive and continuous
APPENDIXES
Incident / Accident Clearance Statement
Source:
IATA Guidance Material
and Best Practices for
Aircraft Leases
Ed. Feb 2016
Incident / Accident Clearance Statement
Highlights on PMA Parts
PMA Parts - Definition
• Parts Manufacturer Approval (PMA) is an approval granted by the United States
Federal Aviation Administration (FAA) to manufacture replacement parts for
installation on a type certificated product.
• A PMA is a dual approval from the FAA that includes both design and production
approval and has established requirements for applications which include the FAA
approval basis.
• Only minor changes or improvements from the original OEM part are allowed in a
PMA design. Significant changes require a Supplemental Type Certificate.
PMA Parts - Facts & Figures
The FAA created the Parts Manufacturer Approval in July 1955 with Civil Air
Regulation 1‐55.
In July 1992, the FAA issued Advisory Circular (AC) 21‐29A, Suspected Unapproved
Parts Detecting and Reporting Program. This lead to an improved clarity over spare
parts supply and helped the PMA industry to develop.
Traditionally used for consumable and high scrap items (usually non repairable).
Production of PMA parts such as turbine airfoils and LLP’s (P&W GMS) has changed
the market dynamics.
Typically PMA parts are 30‐40% less expensive than OEM Parts (e.g. CFM56‐3 PMA
HPT blades: $4,127 vs. $7,141 for OEM blades). In some instances a PMA part can be
10 x less expensive than the OEM one.
Price of OEM parts increase by ~5‐6% each year.

OEMs use various arguments to discourage use of PMA parts.
PMA Parts - Approval Basis
There are three ways the FAA approves PMA parts:
1 ‐ Identicality
This method of obtaining PMAs requires the applicant to show that their drawing and
produced parts are identical in all aspects, including function, dimensions, materials,
etc, to the original approved OEM part.
After WWII this was a common means of application as many OEMs no longer
supported the products and drawings were freely available to aircraft operators via the
Freedom of Information Act. However, each year fewer and fewer parts are being
substantiated using this method due to copyrights issues.
The advantage to PMA by Identicality is that the certification and approval process is
much less involved than by Test and Computation, but in most instances it is difficult to
prove Identicality.
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. PMA Parts - Approval Basis (cont’d)
PMA Parts - Approval Basis (cont’d)
2 ‐ Test and Computation
This method for obtaining PMA is also known as “reverse engineering”.
Under this approval process an applicant obtains FAA approved parts with 8130 tags
and analyses the parts to establish their own part design, materials, manufacturing
process, test specifications, system compatibility, maintenance instructions, and part
inter‐changeability. The package also includes a substantiation plan to show compliance
with applicable airworthiness standards.
Most PMA parts and virtually all complex parts now use Test and Computation for
design substantiation.
PMA Parts - Approval Basis (cont’d)
3 ‐ Licensing Agreement (“Licensed PMA Parts”)
“Licensed PMA Parts” means that the applicant produces the part under a licensing
agreement with the Type Certification Holder (TCH), e.g. Boeing, Airbus, Pratt, GE…
The applicant is given access to all necessary system data, drawings, and specification
to design and produce the part and the FAA follows with its manufacturing
authorisation.
These applications go straight to the Manufacturing Inspection District Office (MIDO) for
approval of the production and quality control processes.
The PMA applicant remains responsible for demonstrating to the FAA that they have an
appropriate quality system and that their PMA parts will remain in conformance to the
approved design. The PMA holder becomes responsible for the conformance, condition,
quality, support and warranty associated with each of their PMA parts.
When a PMA is granted through a license the part number may remain the same as
that of the Type Certificate Holder. However, it is required to permanently mark the
part with “FAA‐PMA” and the PMA holder’s name, trademark, or symbol.
For instance parts like VBV actuators may not considered as PMA parts when purchased
new with the engine but are classed as PMA parts when purchased as spare parts.
PMA Parts - Marking
Except for Licensed PMA Parts , the part number must be different in order to
distinguish the source of the part and to avoid confusion between the PMA part and the
OEM part.
The PMA Order, FAA Order 8110.42C, further refines this guidance, explaining that
“Adding a prefix or suffix to the TC holder’s part number is enough as long as the prefix
or suffix does not compromise the TC holder’s part marking practices. Also, each part
must bear “FAA‐PMA” to meet another 14 CFR § 45.15 requirement.”
Before submitting a PMA request for a part, the applicant must identify all
Airworthiness Directives (AD) and unresolved service difficulties involving the original
part from the type design. Applicants must show their designs do not produce the
unsafe conditions noted in ADs and avoid known service difficulties of the respective
original parts.
PMA Parts - Parts Criticality
• The applicant has to determine the criticality of the part. This is done by means of a
Failure Modes and Effects Analysis (FMEA) for the part and for the next higher
assembly. Every possible way the part could fail is examined and the consequences of
the failure are assessed. Based on this analysis the part is classed as Critical (possibly
affecting airworthiness of the aircraft), Important (possibly affecting the performance
of the aircraft or engine), or not critical or important (all the rest). Most PMA parts
are neither critical nor important.
• Critical parts are also defined as “a part for which a replacement time, inspection
interval, or related procedure is specified in the Airworthiness Limitations section of
the manufacturer’s manual or instructions for continued airworthiness.”
• Critical parts may need separate review or approval by means of a Supplemental
Type Certificate (STC). For example Pratt & Whitney offer their Global Material
Solutions (GMS) part portfolio which includes 19 life‐limited parts (LLPs) for the
CFM56‐3 engine as well as gas‐path parts. Those LLPs have their own time limit
manual approved by the FAA.

• Owners and operators are ultimately responsible for the safety and airworthiness of
the product, which includes being responsible for the configuration control of the
product. Owners and operators must ensure that any replacement part installed in
the product is approved for that installation and further, they must also ensure that
they follow any supplemental Instructions for Continued Airworthiness (ICA) that
may have been developed for that part.
PMA Parts - FAA Approval Basis – Summary Table
It is possible to determine the FAA Approval Basis by accessing the following web site:
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgpma.nsf/MainFrame?OpenFrameSet
Type Certification
Part Number
FAA Approval Basis Holder (TCH)
Change
Involved
Identicality No Yes
Test & Computation No Yes

Licensing Agreement Yes Not required
PMA Parts - EASA Requirements
Installation of FAA PMA parts in EU registered aircraft.
The FAA has worked with airworthiness authorities around the world to forge Bilateral
Aviation Safety Agreements (BASAs)
On 1st May 2011 a BASA was signed between the FAA and the EASA. The BASA provides
seamless coverage of PMA between the US and the nations covered by EASA.
The European Aviation Safety Agency (EASA) has developed a plan based on Decision
No 2007/003/C that details the conditions to get FAA PMA parts approved under
European law.
The PMA parts must fit into one of the following three categories:
Parts that are not critical components. In this case, the word “critical” is defined as
parts identified with a replacement time (life‐limit), inspection interval, or related

procedure specified in the Airworthiness Limitations section of the maintenance
manual are critical.
In order to be considered approved under the EASA Decision, such parts should be
accompanied by 8130‐3 tags that say the following in block 13: “This PMA part is not a
critical component”
PMA Parts - EASA Requirements (cont’d)
Or
Parts that conform to design data that was obtained by licensing agreement from the
holder of a type certificate.
In order to be considered approved under the EASA Decision, such parts should be
accompanied by 8130‐3 tags that say the following in block 13:
“Produced under licensing agreement from the FAA design approval holder”
Or
If a PMA part is critical (e.g. life‐limited part) and is also produced under a non‐
licensing agreement (e.g. a test and computation PMA), then it cannot meet either of
the first categories.
In such case, the third category of FAA PMA parts considered to be approved under the
EASA Decision is PMA parts explicitly approved by EASA by means of a design change
approval or a supplemental type certificate.
Aircraft Lease Agreement - Table of contents Example
110
Aircraft Lease Agreement - Table of contents (cont’d)
Example
111
Example
112
Example
113
Example
114
Example
115
Acronyms / Abbreviations
Acronyms
AD: Airworthiness Directive
AIR: Aircraft Inspection Report (Airbus Delivery Document)
ALI: Airworthiness Limitation Item
ALS: Airworthiness Limitation Section
AMM: Aircraft Maintenance Manual
AMOC: Alternate Means Of Compliance
AMP: Aircraft Maintenance Program
APU: Auxiliary Power Unit
ARC: Aircraft Review Certificate
ASAC: Airbus Statement of Airworthiness Compliance
AWL: Airworthiness Limitation

BtB: Back-to-birth traceability
CAA: Civil Aviation Authority
CAMO: Continuing Airworthiness Management Organisation
CMM: Component Maintenance Manual
Acronyms
CMR: Certification Maintenance Requirement
CoA: Certificate of Airworthiness
CoR: Certificate of Registration
CPCP: Corrosion Prevention and Control Program
CRS: Certificate Release To Service
CSN: Cycles Since New
DAR: Designated Airworthiness Representative
DER: Designated Engineering Representative
DOA: Design Organisation Approval
EASA: European Aviation Safety Agency
EDS: Engine Data Submital

ELT: Emergency Locator Transmitter
EO: Engineering Order
ETOPS: Extended- range Twin-engine Operations
EU: European Union
FAA: Federal Aviation Administration 118
Acronyms
FC: Flight Cycles
FDIU: Flight Data Interface Unit
FDR: Flight Data Recorder
FH: Flight Hours
HIL: Hold Items List
HT: Hard Time
IATA: International Air Transport Association
ICAO: International Civil Aviation Organisation
ICS: Incident/Accident Clearance Statement
IFE: In-Flight Entertainment
IPC: Illustrated Parts Catalogue
LLP: Life Limited Parts

LOPA: Lay-out Of Passenger Accommodation
LRU: Line Replaceable Unit
MLG: Main Landing Gear
MPD: Maintenance Planning Document
Acronyms
MRBR: Maintenance Review Board Report
MRO: Maintenance Repair Organisation
NDT: Non Destructive Test
NIS: Non Incident/Accident Statement
NLG: Nose Landing Gear
NRC: Non Routine Card
NTO: Non Technical Objection
OC/CM: On Condition / Condition Monitoring (Component)
OEB: Operator Engineering Bulletin
OEM: Original Equipment Manufacturer
OMP: Operator Maintenance Program

PMA: Parts Manufacturer Approval
P/N: Part-Number
RVSM: Reduced Vertical Separation Minimum
SB: Service Bulletin
Acronyms
SELCAL: Selective Call
S/N: Serial Number
SRM: Structural Repair Manual
SSID: Supplemental Structural Inspection Document
STC: Supplemental Type Certificate
TA: Technical Adaptation (Airbus Document)
TC: Type Certificate
TCDS: Type Certificate Data Sheet
VSB: Vendor Service Bulletin
WFD: Wide Spread Fatigue Damage

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Awareness session for Jetstar Pacific

- Focus 8: Use of Desktop Review interface

• Leased Fleet: More than 40% worldfleet

For Lessor: 1 to 2 M$  to place the Aircraft

Still 80 % of the Redeliveries are: Painful, late on

More than 80% of all redeliveries are late by 7 days or more

Primary reasons for late redelivery:

Most challenging areas to redeliver on time

How often do you feel redelivery engaged too

1. Poor contract drafting around redelivery conditions

8. Lack of lessor appetite for returned aircraft

• Very often, Operations, Engineering, Maintenance are not

• And yet, Aircraft Lease Agreement are containing lot of

• For instance, conditions related to aircraft maintenance

Engine borescope inspection

• To be done minimum 12 Months in advance with the Lessor

• To be performed 7 to 8 months in advance with the Lessor preferably

• Areas of particular attention:

- Cabin & cargo survey to identify the list of consumable / expendable to

• To be performed around 4 months in advance

• Areas of particular attention:

- De-mod of in-house mod

• Areas of particular attention:

- Ensure time for Aviation Authority survey

• Areas of particular attention:

• To be done after the Redelivery check

• Areas of particular attention:

that de-brief is being made by the crew.

Main mandate for records keeping system during lease term:

aircraft or component has been withdrawn from service

Maintenance Program Vol II, Part B M.A.305 (d)(3)

Lessor and Lessee can find guidance and recommendations in the

 ICAO: ICAO Doc 9760 Airworthiness Manual, Part IV Chapter 6 Leasing

 FAA: Order 8900 Volume 10 Chapter 5 & 6, Volume 12 Chapter 2 & 5

 EASA Part M provides instruction and guidance about those records to be

 Besides, the operating lease agreement may contain contractual

 List of current NTO / ASAC / TA’s applicable on the Aircraft

(FAR / CS 25.853 Appendix F

(FAR / CS 25.853 Appendix F Part I)

Airbus and Boeing Repair Category definition

Repair Records requested

Damage Correct SRM

Accomplishment The definitive repair

• Frequent areas of problem encountered:

Availability/ accuracy of Dent & Buckle Chart

Issue linked to previous operators

then OEM would issue an FAA Form 8100-9

EU-US Bilateral agreement:

applicable, date of embodiment)

• Frequent areas of problem encountered:

In-house modification approved by local authority

• LLP List & Limitation:

 Caution: Life Limit may depend on the operational parameter ( WV,

Rule: Operators that utilize aircraft which embody modification

• LLP trace pack:

- Movement Traceability Sheet

• Movement Traceability Sheet (example)

• Lack of traceability issue?:

• Transfer of parts between aircraft/ engine with configuration change

Tri = component’s remaining life for operation on current application (i).

• Frequent areas of problem encountered:

Disagreement on the level of traceability required

• Details & Guidance :