IATA Aircraft Lease Guidance

Redelivery
includes a “redelivery book”, which contains all relevant and latest summary sheets (an index of a typical
redelivery book can be found in Annex II). All summary sheets should be backed up by sufficient supporting
documentation, for the Lessor to be able to verify the data provided. Special attention should be paid to
compliance files for ADs, modifications, repairs, components, and specific AMP items such as Corrosion
Prevention and Control and additional ICA. Building the redelivery book together with the compliance files is
the most labor-intensive phase, and Lessee’s records staff will work side by side with the Lessor’s team of
inspectors. It is vital to clearly define the requirements of the delivery book, in order to avoid the lengthy
process of correcting and supplementing the documentation to the wishes of the Lessor. Detailed guidance
on an industry standard for the contents of each of the compliance files can be found in Annex I to X.
5.2.4 Return Acceptance Certificate / Deregistration
Following a successful fulfillment of the lease agreement redelivery terms and the compliance of the
appropriate authorities, can the Lessee prepare and execute a Return Acceptance Certificate. The Lessor will
countersign this certificate and return to Lessee. The same caution is required here as in 3.2.8. The regulatory
authorities will issue a new CofA or Export CofA depending on whether the aircraft will operate in the same
region or not. And after this is complete, the aircraft can be de-registered and re-registered (if required) 15 to
either the next Lessee or the Lessor.
5.2.5 General Recommendations
First of all, Lessee should understand that the bigger the aircraft the more difficult the redelivery process will
be. For example, for Boeing 767 or Airbus 330 the normal term for redelivery would be a minimum of two
months, from the start of the return check until the return acceptance certificate is signed.
Lessee should pay special attention to the condition of the interior. For example, if the condition of the seats
is far from what is required, it might be good to remove them and send for overhaul instead of doing the
repair on site. It is also good to consider that the older the seats the more difficult it is to obtain spare parts
and lead times can sometimes be several months.
Lessee should also evaluate the risk of delay during the redelivery process. If the slot for the return check is
tight, it is good to complete the routine tasks and then have the aircraft moved to another location that is
possible less costly and has more flexibility in regards to hangar space and manpower. MROs often pressure
to have the hangar space cleared once the return check is completed, especially when they have tight slot
and another customer waiting for the hangar space. So it is a good practice to explore this option before the
redelivery begins and have a plan in place if the scenario comes up. And also be aware that all movements of
the aircraft should be agreed between the Lessor and Lessee before the redelivery process has started.
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If both the returning Lessee and next Lessee are operating in the USA this process might not be required.
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