The basic position
Required FAA Aircraft Records, Log Books, Paperwork, Forms, 337, airworthiness, checked, reviewed during an airplane appraisal, logbook. Apr 04, 2011 The aircraft continuing airworthiness records shall consist of:. an aircraft logbook, engine logbook(s) or engine module log cards, propeller logbook(s) and log cards, for any service life limited component as appropriate, and,. when required in point M.A.306 for commercial air transport or by the Member State for commercial operations other than commercial air show more content.
There are two main reasons behind having a complete (and equally important an accurate) set of aircraft records. Firstly, technical records are the principal means to assess the airworthiness status of an aircraft and its component parts. Second, technical records and logbooks help to preserve an aircraft’s value.
![Aircraft maintenance records keeping Aircraft maintenance records keeping](/uploads/1/2/5/0/125073219/985254144.jpg)
What records?
In a typical aircraft sale, we would expect to see the following ‘core’ documents –
1. Engine and Airframe historical maintenance records.
2. Maintenance manuals and records of service bulletin accomplishment.
3. Aircraft flight and operating manuals.
4. Aircraft logbooks.
5. Component history records.
6. Engine logbooks.
Provisions in an aircraft lease
The records are effectively part of the aircraft, and a significant amount of the aircraft’s value rests in the logbooks. A Lessor’s main concern on aircraft re-delivery is that the asset can be leased out to a new operator as quickly as possible, and in return for the highest levels of rent. Alternatively, the Lessor may decide to sell the asset, but again it will look to secure the best price, and re-market the aircraft to a wide customer base. Any gaps, defects or omissions in the records will not help the Lessor.
Generally speaking, an aircraft lease will contain a general covenant that requires the operator to keep the records in good order, updated as and when required, and in English. From time to time, we come across instances where the aircraft records have not been kept in English. Likelihood is that the aircraft will be placed with a new operator at the end of an existing lease, and outside of the previous jurisdiction. Significant time and money will be therefore be lost in translating the records back into English at the time of redelivery, and potentially this would be a breach of the aircraft return conditions by the operator.
Criminal liability?
A criminal liability can arise. There are a number of reported cases in the US, and often the criminal liability arises out of a falsification of the maintenance records, or a falsification of a mechanics professional qualifications.
One particular case is worthy of note, as it involved a pilot and owner of an aircraft sales/management company who was given a 30 day jail sentence for selling an aircraft to a buyer, having falsely represented that the aircraft had undergone (and passed) its annual inspection. On delivery however, there were gaps in the aircraft logbook, and the entries reflecting the annual inspection were missing. In order to push the deal through nonetheless, the pilot then instructed his Director of Maintenance to create false, ie post sale, maintenance entries to show that the inspection had been performed by a former employee. The doctored maintenance records were then delivered to the buyer, however the falsification was spotted and the matter reported to the authorities.
It goes without saying that this type of behavior is inexcusable, and the pilot paid a heavy price for his actions. Interestingly though, the Director of Maintenance found himself in a difficult position as he was under a clear professional duty to blow the whistle to the aviation authorities.
![Statement Statement](http://slideplayer.com/276637/1/images/28/FAR+91.417+%28a%29+MAINTENANCE+RECORDS.jpg)
What can go wrong – a recent example?
In 2018, certain issues regarding the maintenance records held by an Asian cargo airline resulted in the grounding of the airline’s entire fleet – albeit the decision to ground the fleet was taken by the airline itself. The problem arose when, during a standard audit by the local aviation authority, certain discrepancies were found with the maintenance records concerning the lubricating oil supply to the aircraft parts. Significant time and resources had to be diverted into re-checking the records, and to iron out the documentary discrepancies that were found during the audit.
Practice points
· From an evidential standpoint, without being able to prove an aircraft’s airworthiness, the aircraft will not be allowed to fly!
· Keeping records is a form of legal compliance and should be treated as such. There will be interaction with the regulatory bodies and regular audits. The regulatory rules and requirements specify not just what records are to be kept, but also for how long and in what format. Every piece of maintenance work undertaken must be accurately recorded, and the records stored safely.
· The cross border trading of aircraft parts may bring international sanctions into play. Be alive to any legal ramifications that may arise from this.
· If maintenance work has not been properly documented in the logbooks then as far as the aircraft buyer is concerned, the maintenance work never took place!
· Directors, technicians and mechanics may face professional (and in extreme cases criminal) sanctions when record preparation and safe keeping are not up to the required standard.
· Ensure there are established channels of internal communication between the mechanics that do the work; the stores department that hold the components and spare parts and the aircraft technical records people. Everyone needs to be joined up in this process.
· An aircraft lease should specify in a covenant what is expected from the operator in terms of keeping records. The operator and lessor should have a thorough understanding of any redelivery conditions specified in the lease.
· Airline bankruptcies are a hot topic right now. Consider the legal consequences for the record keeping process when an airline is in distress, or worse still ceases to operate.
Contact
To discuss any issues raised by this article or any related issue which affects your business then please contact me at[email protected]
*Disclaimer- the views expressed in this article aree those of the writer, and not necessarily those of the firm.
22nd Apr 2008, 18:17
Hi guys,
I have been searching around the internet, but only found a confusing amount of contradictory information...
Can someone pelase explain what the various logbooks are (and tell me if I have the general idea wrong) on a commercial aircraft.
- Aircraft Logbook : General log of every flight.
- Engine Logbook : Log of engine (hours / faults etc)?
- Aircraft Technical Logbook : How does this differ from the A/C Logbook? Are faults not recorded in the A/C Logbook?
- Maintenance Logbook : Record of maintenance on the A/C? Is this not recorded with the faults in the other logbooks?
Are there any others?
Is the idea of a 'logbook' somewhat misleading? Rather than a ledger of each flight, are there several pages of info for each flight/sector?
Many thanks!
Martin
I have been searching around the internet, but only found a confusing amount of contradictory information...
Can someone pelase explain what the various logbooks are (and tell me if I have the general idea wrong) on a commercial aircraft.
- Aircraft Logbook : General log of every flight.
- Engine Logbook : Log of engine (hours / faults etc)?
- Aircraft Technical Logbook : How does this differ from the A/C Logbook? Are faults not recorded in the A/C Logbook?
- Maintenance Logbook : Record of maintenance on the A/C? Is this not recorded with the faults in the other logbooks?
Are there any others?
Is the idea of a 'logbook' somewhat misleading? Rather than a ledger of each flight, are there several pages of info for each flight/sector?
Many thanks!
Martin