IATA Aircraft Lease Guidance

Annex V: Structural Repair File Guidelines
uses ‘fuselage numbering’ (i.e. marking of the dent on the fuselage by means of a marker or number)
this should also be included
o
In case of repairs to components (e.g. flaps, slats, spoilers, etc.) the manufacturer’s S/N or P/N
and/or description of component affected
●
Repair documentation
o
o
All correspondence with manufacturer, EASA-Part 21 (DOA) or FAA DER/AR regarding the design of
the repair
Repair documentation, including document revision (i.e. manual reference). This could be a SRM,
Engineering Order (EO), Work Order (WO), etc.
o Category of repair (Boeing) e.g. is the repair final/interim/repeat, or does it have any other limitation /
Continued Airworthiness Requirements?
o
o
o
o
o
o
Any effects on performance and/or aerodynamic smoothness (navigation limitations such as RVSM
and/or area navigation (RNAV)), and/or balancing of control surfaces
NDT or hot bonding or any other inspection report/result and certification
Data pertaining to fatigue life enhancements incorporated into the repair (zero timed fastener holes
or extended doublers or cold-working of fastener holes, etc.)
Total area (sq.inch) of the external repair (to indicate specific fuel burn penalty)
All referenced non-routine cards
Certificate Release to Service (CRS, FAA Form 337, FAA 8130-3, EASA Form 1, or equivalent)
3.2 Pitfalls
Airlines may face many challenges both during the aircraft lease term as well as during the redelivery
process. While it would be impossible to list all of them, some examples of common pitfalls are:
●
●
●
●
●
Some lease agreements may require repairs to be performed to a permanent or flush standard. This may
either be impossible (i.e. in areas where the SRM does not allow a flush repair) or it may be prohibitively
expensive or otherwise impractical (based on required method of inspection for such flush repairs).
Damage may be located in an area/part which is subject to an STC (such as during a passenger to
freighter modification), requiring consultation with the STC Holder to ensure the correct maintenance
data and limits are applied.
Ensuring the repair file is up to date and all documentation is consolidated into one single file may be
challenging. Especially when repairs (or temporary repairs) are in aircraft logbooks, or if they were
performed by a third party maintenance organization.
The OEM may issue repair instructions for a ‘Permanent Repair’, but this repair may also have
instructions for a repeat inspection. The Lessor may classify this as a ‘Temporary Repair’ under the lease
agreement.
Repairs designed by a DER, AR or DOA organization may not always be accepted by a Lessor, and
specific mention of acceptance should be included in the lease agreement.
4 th Edition 2017 93