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Senior Maintenance Manager

Systems Program Office




The procedures in AAP7001.059-TAREG support compliance with AAP7001.053-Technical Airworthiness Regulations, which have been superseded.

Procedures supporting compliance with AAP8000.011-Defence Aviation Safety Regulations are contained in AAP 7001.059-TRANSITION

An organisation’s exposition details which 059 version is applicable


1. The transfer of serviceable aeronautical product from one aircraft or higher assembly to another is sometimes necessary to overcome temporary logistic problems in meeting operational requirements. This practice is commonly called cannibalisation, which is a short-term management method used to generate aircraft or aeronautical product after a failure in the logistics pipeline.

2. Cannibalisation is a short-term expediency that consumes workhours, and is indicative of shortcomings in the logistics pipeline. Transfers must be closely controlled to ensure that short-term expediencies do not lead to more serious long-term management problems. Where particular aeronautical product is transferred repeatedly, or where increasing maintenance effort is indicative of transfer trends, authorising officers are to investigate the cause and initiate resolution.

3. The transfer of aeronautical product between aircraft is only permitted when such action is necessary to support an essential flying or maintenance program.

4. This chapter prescribes the Approved Maintenance Organisation (AMO) responsibilities and procedures to be followed when transferring aeronautical product.


Senior Maintenance Manager

5. The Senior Maintenance Manager (SMM) is responsible for authorising and controlling all transfers of aeronautical product between aircraft and other aeronautical product within their AMO. The SMM may delegate this responsibility to appropriately qualified personnel who are to be promulgated in local instructions.

Systems Program Office

6. The responsible Systems Program Office (SPO) is the authorising authority for the transfer of aeronautical product from aircraft in storage.


7. An aircraft is not to be cannibalised to such an extent as to render the eventual replacement of transferred aeronautical product beyond the AMOs resources.

8. The cannibalisation of aeronautical product is not to be used for troubleshooting when a serviceable aeronautical product is available from the logistics pipeline.

9. Prior to authorising the transfer of aeronautical product the following factors must be considered:

  1. What is the real operational/maintenance need. Can the program or maintenance schedule be adjusted without significant detriment so as to obviate the need for cannibalisation.
  2. The workhours involved in the cannibalisation.
  3. When would the aeronautical product be available on the highest allowable priority demand.
  4. Is there an alternative.
  5. Is the next higher assembly available.
  6. Can the aeronautical product be repaired, if so, would the time delay be acceptable.
  7. Can the aeronautical product be manufactured locally, or in Australia, if so, would the time delay be acceptable.
  8. The configuration and serviceability of the aeronautical product being considered for transfer.
  9. Availability of consumable and/or incidental aeronautical product required to transfer the aeronautical product and later to replace the aeronautical product in the aircraft or aeronautical product from which it was transferred.
  10. The likelihood of damage to the aeronautical product during removal, troubleshooting or replacement.
  11. Functional/Incidental tests or adjustments required on both donor and receiver systems.
  12. Introduction of safety, security or storage problems.
  13. The effect on the cannibalised system, eg deterioration, loose parts.
  14. The effect on availability of spare parent equipment, eg engine, main rotor gearbox.

10. After the authorisation process has been completed, the AMO must ensure that:

  1. The unserviceable aeronautical product is placed in the repair loop without delay.
  2. The transfer is accounted for.
  3. Where an aeronautical product is transferred from an aircraft or other aeronautical product an entry; ‘...(insert details)... transferred to service ...(insert details)...’ is to be made in the recording and certification system.
  4. Action is to be taken as necessary to prevent damage or deterioration to a cannibalised aircraft or other aeronautical product which may occur due to the temporary removal of aeronautical product, eg any orifices exposed must be suitably blanked.
  5. Replacement aeronautical product is to be demanded, with the appropriate priority, against the cannibalised aircraft, or other aeronautical product.
  6. When the replacement aeronautical product is received it is to be installed in the cannibalised aircraft, or other aeronautical product. If the product is installed in another aircraft, or other aeronautical product, it is to be reordered for the cannibalised aircraft.
  7. Before a transferred aeronautical product is installed, it must be inspected, serviced or functional/ performance tested in accordance with the relevant publications to confirm serviceability. Details of such work are to be recorded in the recording and certification system.
  8. Transferred aeronautical product that cannot be functional/performance tested before installation is to be tested to confirm serviceability after installation and before flight. If this is not possible, the SMM or delegate may authorise a Maintenance Test Flight or an Air Test to confirm serviceability of the aeronautical product.
  9. The life expired and/or servicing details of the cannibalised aeronautical product is transferred from the previous aircraft/equipment location.

11. Each AMO is to maintain a register of all transfer actions carried out (internal and external) and report the action in the Monthly Flying and Maintenance Report (MFMR) or Monthly Maintenance Report (MMR).

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