Last Done / Next Due (LDND)

When we speak about LDND at an end of lease (EOL) review we are referencing a list of all maintenance tasks applicable to the aircraft being returned and we are outlining when any given task has been last performed and when it is next due. The LDND is based on the approved maintenance program (AMP) of the airline and is an important document that illustrates the current maintenance state of an aircraft.

The technical consultant will request a CERTIFIED list from the current operator (lessee) and typically will download this to an excel document in order to easily identify the Task Number or MPD number along with the Task Code (this details what must be done) and the intervals by which it is required either in Calendar Days, Flight Hours or Flight Cycles.

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Maintaining an Asset Value

An aircraft along with many of its components / parts are highly valuable assets as such there is an interest in maintaining that value as best as we can during the life of that aircraft and or component / parts.

To accommodate this requirement a lessor when leasing an aircraft to a lessee will want to ensure that the lessee maintains the asset value on their behalf during that specific lease period.
This is why a “lease agreement” is such an important document; the lease agreement is not driven by Airworthiness requirements, but rather by requirements to maintain asset value.

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Airworthiness Review Certificate (ARC) Review

The national aviation authority will issue a certificate of airworthiness (CoA) for the aircraft in the state in which it is registered.
The CoA attests that the aircraft is airworthy and conforms to its type design.

For EASA member states, an aircraft is issued a certificate of airworthiness that is non-expiring but is validated annually with an Airworthiness Review Certificate (ARC).
The ARC review can be performed by a Continuing Airworthiness Management Organisation (CAMO) with Part M Subpart I approval.
An ARC review is performed annually and a “full” ARC takes place every third year.

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Non-Incidence / Accident Statement

Commonly referred to as the NIAS (Non incident or accident statement) or NIS (Non incident statement), this is a letter which acts as a statement that a component, part or aircraft has not been involved in an “accident” or “incident” during a noted time scale of operation and is issued by a CAMO (Continued Airworthiness Management Organisation) typically.

The letter will state typically the period of operation that it covers along then with the operator details or owner details making the statement.

The specifics for the item covered should also be noted. This will differ a little depending on what the statement is for; for example, an aircraft NIAS would note the Aircraft Registration, MSN (Manufacturers Serial Number), Total Airframe Hours & Cycles at the time of the statement along then with the PN (Part Number) or SN (Serial Number) for major components like the engines.

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External Fuselage Damage

On a transition, existing damage to the aircraft will be a common encounter as damage will occur throughout an aircraft’s life.

If we consider fuselage damage, what we need to know and consider is important and will commonly include, but not limited to the following:

Where is the area that the damage is – how we can pinpoint it; to usually illustrate FRame’s and  STRinger’s will be used. The Frame is a longitudinal measurement and the stringer a circumferential one.

The damage type itself should be included– this might be a dent, scratch, gouge, lightning strike or crack for example.

The damage dimensions should be recorded; for example, a dent would have a length, width and depth measurement.

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