IATA Aircraft Lease Guidance

Delivery
program, which effectively says that the best option is CCTV and all other options would raise
findings.
o
Air operators
The air operators are the obvious stakeholders which have to deal with all the stakeholders
mentioned above.
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USA
USA does not interpret the ‘means to monitor’ as a requirement for video cameras.
When embodying the ICAO requirement into its regulations, the US FAA specifically allowed options
other than a video camera. In its preamble to that rule 14 the FAA substantiates its choice by stating that it:
‘Has met the intent of the ICAO requirement to monitor from either pilot's station the entire door area
outside the flight crew compartment. ICAO guidance permits operators to use different methods to monitor
the area outside the flight deck door. The monitoring does not have to take place from “either pilot's
station,” as a plain reading of the ICAO standard indicates. According to ICAO, use of a spyhole or peephole
would satisfy the requirement to monitor the area outside the flight deck door. Since this final rule adopts a
performance standard that contemplates the type of system that ICAO states is sufficient to meet the ICAO
standard, the FAA determines no difference exists’.
3.4 Bilaterals
The purpose of airworthiness bilaterals (bilateral agreements) is to accommodate transfers of aircraft
between states by reducing duplication of certification activities. Bilaterals define in which cases the
importing state can fully rely on the exporting state and in which cases additional certification or approval
work is needed. Bilaterals may be limited to design approvals only, such as TCs, STCs and repairs, but may
also extend to ADs and maintenance organization approvals. An important bilateral is that between the US
and the EU.
Importing aircraft into either the EU or US or exporting from either the EU or US will in some cases be
difficult. One such difficult case is the import of an aircraft from Japan into the EU. The component
certification is not recognized by the EASA, which means every component needs to be re-certified to EASA
standards. The same situation would apply to Japanese STCs which are not EASA approved.
Summary
Generally, the process of induction of an aircraft into airline’s fleet can be summarized in the following steps:
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The Lessee requests and the Lessor provides documents and aircraft technical specifications for
potential candidate aircraft.
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Docket No. FAA-2005-22449; Amendment No. 121-334
4 th Edition 2017 41