Phase
02 · In service
02 · In service
Maintenance oversight and lease inspections
Your engineer in the room while the work is done, and your eyes on the aircraft between checks.
Engagement
Ongoing
or by inspection
or by inspection
Acting for
The owner, not
the operator
the operator
What it is
Once an aircraft is flying for somebody else, the owner's exposure is quiet and constant. Oversight is how you stay in front of it. Through the life of the lease we watch how the aircraft is being maintained, attend the checks that matter, review the work packages, and tell you when something is heading in a direction that will cost you later.
Where an owner has no technical presence in Vietnam, we become that presence. We attend heavy maintenance at the MRO, deal with the operator's technical department, and hold the owner's position on the ground.
Most leases also give the owner a right to inspect the aircraft during the term, and few owners have anyone close enough to use it. A mid-term or annual inspection is the discrete version of the same work: we attend the aircraft, assess its condition, sample the records, and report back on where your asset actually stands.
Neither job is an audit of the airline. Both are a health check on the aircraft while there is still lease term left to correct anything that has started to drift.
What you get
- Heavy and base check attendance
- Work package review
- Mid-term and annual owner inspections
- Physical condition and cabin survey
- Maintenance programme monitoring
- AD and SB compliance tracking
- Repair and modification review
- Records sample
- Owner representation with the operator
- Findings measured against return conditions
- Same-day escalation of material findings
How we work
Maintenance oversight and lease inspections, in practice.
We would rather be involved before a check than after it. Reviewing a work package in advance is where the money is. Once the aircraft is closed up and the work is signed off, the options narrow considerably.
We arrange access with the operator and work around the aircraft's schedule rather than against it. Oversight should not cost anyone goodwill. We are in Vietnam, we deal with these operators regularly, and we intend to still be dealing with them next year.
Reporting is written for an asset owner rather than for a hangar. Routine progress goes into a short written update with photographs and plain findings. Anything that puts airworthiness, return condition or value at risk gets a phone call the same day.
Questions
What owners usually ask.
How is oversight engaged?
Continuous oversight normally runs on a standing arrangement rather than visit by visit, so we can move when the aircraft moves. A mid-term or annual inspection is engaged on its own, as a single piece of work. Either way, scope and cost are agreed in writing before anything starts.
How often should an aircraft be inspected, and when do we get the report?
Most owners work to what the lease permits, commonly once a year, with an additional visit around a heavy check or a change in the operator's circumstances. We tell you the length of the visit and the reporting date before we travel, so there are no surprises on either.
Does this replace our own technical team?
No. Most owners we work for already have technical people. They are simply not in Vietnam. We are the local extension of that team, working to their standards and reporting into them.
We already get reports from the airline. Why commission our own?
Because those reports are written by the party whose costs the findings would become. An independent inspection is not an accusation, it is simply the owner seeing the asset with their own eyes.
Can you attend a check at short notice?
Being based in Ho Chi Minh City is the entire point. Reaching an aircraft in Vietnam is a domestic trip for us rather than an international one with a visa attached.
Also from VTAM
The rest of the lifecycle.
Contact
Talk to us about your aircraft.
Tell us the aircraft, the registration and what you need looked at. We will come back with how VTAM can help.