IATA Aircraft Lease Guidance

Annex X: LLP Back-to-Birth Guidelines
4.3 LLP Maintenance Records
Once satisfactory evidence is provided to determine accumulated and remaining life, evidence has to be
provided that all maintenance has been correctly performed on the part itself and that the part is in
compliance with any applicable AD requirements. A maintenance record is therefore required for each of the
following situations:
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Actions that result in a life limit change
Actions that determine last compliance with ADs applicable to the relevant LLP
When an LLP is removed from one engine and installed into another engine
Such maintenance record can be one of the following:
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Authorized release certificate for the LLP, in case a removed LLP is sold, then a release certificate must
be provided.
Tag, job card or certified AD/SB status from the MRO who installed the LLP in the engine/APU/gear
showing the work performed that caused the change in life limit or that provided last compliance with the
applicable AD.
4.4 Incident/Accident Clearance Statement
Although there are no specific regulatory requirements to produce such documents, it is commonly accepted
that an Incident/Accident Clearance Statement (ICS) formerly known as Non-Incident/Accident Statement
(NIS) is provided by the last operator since the last shop visit. During the last shop visit, the engine/APU/gear
is fully dismantled, the parts are inspected and repaired as necessary and their serviceability restored. It is
therefore assumed that any part affected by incident, accident, or otherwise, has been replaced or properly
repaired.
The purpose of this incident/accident clearance statement is to remove the focus from whether or not an
aircraft/engine/part has been subjected to an accident or incident and instead declare that the
aircraft/engine/part has been deemed acceptable for continued use.
The statement in paragraph 1 of the ICS provides confirmation that irrespective of the event the
aircraft/engine/part has been subjected to, its airworthiness has been re-established in accordance with the
regulations and the instructions of the type certificate holder and/or supplemental type certificate holder
(aircraft only) and/or OEM of the part and the maintenance deemed necessary has been performed by an
approved maintenance organization.
The statement in paragraph 2 provides additional confirmation, now customary in the industry that no parts
have been obtained from a military source.
Paragraph 2 also provides a statement regarding parts on state aircraft, considered appropriate because of
industry requests for clarification regarding government use. Article 3 ‘Civil and state aircraft’ of the Chicago
Convention states that military, customs and police aircraft are deemed to be “state” aircraft. These aircraft
are not placed on the civil register, therefore are not regulated by the associated national civil aviation
authority in accordance with ICAO Standards and Recommended Practices (SARPs). For the purposes of this
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