IATA Aircraft Lease Guidance

Annex VII: Aircraft Maintenance Program Guidelines
results from a formal, numerical analysis, conducted to show compliance with the requirements applicable to
catastrophic and hazardous failure conditions and to prevent such conditions. Compliance may also result
from a qualitative, engineering judgment-based analysis. An AWL or ALI (Airworthiness Limitation Item) task
is a scheduled maintenance task that, if not performed, would directly affect airworthiness of the aircraft. The
interval of both the CMR and AWL tasks cannot be escalated by individual operators.
During the transfer of an aircraft, and in particular during a transfer of aircraft between registries, a separately
prepared “CMR/AWL compliance file”, containing a CMR/AWL task summary and the most recent
compliance files showing performance of all CMR/AWL tasks including any findings, will be of added value. A
consolidated compliance file will make it easier for (importing) aviation authorities to review compliance to all
CMR/AWL tasks applicable to the aircraft at the moment of aircraft transfer, and show that care was taken to
establish compliance with the regulatory requirements. These tasks can also be included in the AMP and a
separately prepared file may not be needed, this is a negotiation item between Lessor and Lessee.
3.2 Corrosion Prevention and Control Program
A CPCP forms an integral part of the MRBR and MPD and therefore must also be included in the AMP. The
aim of the CPCP is to control the development and proliferation of corrosion on aircraft structures. The
severity of corrosion damage found is categorized into three levels:
●
Level 1 corrosion
Corrosion damage that does not require structural reinforcement or replacement of parts, or corrosion
occurring between successive inspections that exceeds allowable limits but is local and can be attributed
to an event not typical of operator usage of other aircraft in the same fleet (e.g. mercury spill).
●
Level 2 corrosion
Corrosion occurring between successive inspections that requires a single rework/blend-out, which
exceeds allowable limits as defined by the manufacturer (SRM, SB, etc.), requiring a repair/reinforcement
or complete or partial replacement of applicable structure.
●
Level 3 corrosion
Corrosion found during first or subsequent inspection(s), which is determined (normally by the operator)
to be an urgent airworthiness concern requiring expeditious action.
A CPCP should include requirements to control corrosion to Level 1 or better. If Level 2 or 3 corrosion is
found, the existing program is not effective for the concerned area of the particular fleet, and the program
needs adjustment. Consideration could be given to decreasing the interval for the inspection, a higher
inspection level, application of protective compounds, or the installation of modifications or improved parts
on the aircraft.
During a transfer of aircraft, a prepared “CPCP binder” containing a CPC Task summary and the most recent
compliance files showing performance of all CPC tasks including any findings and CPCP reporting sheet will
be of added value to show compliance to the program. Importing authorities will want to know about any
(major) corrosion findings and a consolidated compliance file gives the authority a quick overview and proof
of compliance to the program. In addition, the subsequent operator will use the information from the CPCP to
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