Awareness of an Aircraft’s AMP (Aircraft Maintenance Programme) Sources

The AMP is a specific maintenance plan for any particular aircraft. When the document is created there are many different sources for us to consider.

We have mentioned in prior post’s about how certain MPD (Maintenance Planning Data) thresholds / intervals can be changed in an AMP depending on factors such as environment, regulatory body, reliability etc.

There are also multiple additional sources for the AMP that are important considerations while the MPD forms a core section of the AMP. What we need to consider is further ICA’s (Instructions for Continued Airworthiness) that might apply for our aircraft.

For example, over time the aircraft may get damaged and as such have repairs; the repair in turn will have an ICA associated which may impact your aircraft; additionally, AD’s (Airworthiness Directives) where repeat inspections apply could also form a part of the AMP.

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Components on an Aircraft

One of the major growth areas in aviation over the last 12 months is the “parts” or “spares” industry with increasing numbers of assets going for tear down. We have had a number of requests from followers to discuss at a high level COMPONENTS on an aircraft.

Components can be considered in two basic categories:

OCCM – On Condition / Condition Monitored Components
HT – Hard Time Components

A component which is “HT” or “Hard Time” simply means the component has a defined life. It will be usually counted in Aircraft Hours or Aircraft Cycles (although may be calendar days). The limit will normally be defined by a manufacturer (OEM) and at this limit a defined action will be required such as overhaul or bench testing. This requirement is not affected by the components function or standard and is required regardless of condition.

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Maintenance Plan Transitions During a Lease

An aircraft lease can be a complex event when dealing with the multiple tasks and considerations regarding the return conditions as defined in a lease agreement.

The task’s associated with reviewing those conditions against the aircraft and its associated records protect the value of the asset and also ensure a known standard for the next transition.

Depending on your role in a transition you might well find that you will be involved also in a “bridging check”.

An aircraft can only operate under one Aircraft Maintenance Plan(AMP); so typically, different operators, or even a lessor receiving an aircraft will have different requirements to the AMP which is currently in use.

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Lease Conditions and Maintenance Considerations

When an aircraft is returned at the end of a lease period the aircraft’s maintenance plan will have evolved from that at the time when the aircraft lease began, which is normal, as for example the Maintenance Planning Data (MPD) changes and so the AMP (Aircraft Maintenance Programme) evolves in line.

It is also possible based on an operator’s requirements that task intervals will change (increase or decrease); typically, this might be based on reliability or the specific operating environment – additionally there might be local regulation requirements that apply.

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Technical Specifications

Throughout the aircraft’s lease life-cycle the lessor will carry out due diligence on their asset at a frequency agreed in the Aircraft Lease Agreement, this due diligence is commonly referred to as the “Mid-Lease” or “Mid-Term” Inspection.
Lessors will typically contract this work to a service provider and their consultant will perform the physical inspection and technical records sample review . The data collected will form a report that in turn will be used to update the Technical Specifications on the lessors IT system.

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