Common use of PART LIVES Clause in Contracts

PART LIVES. At Delivery, the condition of the Aircraft will be as follows: (a) The Aircraft will have zero hours consumed since completion of the Delivery Check. (b) Each Engine will meet all of the following: (i) Each Engine will have operated no more than hours and cycles since its last Qualified Performance Restoration. (ii) Each Engine will have at least hours and cycles remaining to operate until its next anticipated removal (based on a review of the Engine historical and technical records and the results of the borescope inspection, trend monitoring and maximum power assurance runs). (iii) Each Engine will have a remaining hot day takeoff EGT margin sufficient to permit the operation of such Engine for the hours and cycles set forth in the preceding subparagraph (based on a review of the Engine historical and technical records and the results of the borescope inspection, trend monitoring and maximum power assurance runs). (iv) Each Part of an Engine which has a life limit will have cycles (or hours, if applicable) remaining to operate until its next removal per the Engine manufacturer’s limit. (c) The APU will have zero APU hours consumed since the last hot section refurbishment (excluding hours consumed on the acceptance flight). (d) Each leg of the Landing Gear will have at least two years and cycles remaining pursuant to the MPD until the next scheduled Overhaul or scheduled removal. (e) Each Part of the Airframe, Engine or APU which has a hard time limit pursuant to the MPD will have the greater of (i) at least 50% of such hard time Part’s full allotment of hours and cycles or (ii) hours and cycles remaining to operate until its next scheduled Overhaul or scheduled removal pursuant to the MPD. However, if such hard time Part’s full allotment of hours and cycles between Overhauls pursuant to the MPD is less than hours and , then such hard time Part will be delivered with zero hours and zero cycles out of Overhaul. (f) Each life-limited Part of the Airframe or the APU will have the greater of (i) at least 50% of such life-limited Part’s full allotment of hours and cycles or (ii) hours and cycles remaining to operate until its next scheduled replacement pursuant to the MPD (in case of an Airframe life-limited Part) or the APU’s manufacturer’s limit (in case of an APU life-limited Part). However, if such life-limited Part’s full allotment of hours and cycles remaining to operate is less than hours and cycles, then such life-limited Part will be delivered with 100% of its total approved hours and cycles remaining. (g) No life-limited Part of the Airframe will have more hours or cycles consumed than the total hours and cycles of the Airframe. (h) Each Part which has a calendar time limit will have months remaining to operate until removal pursuant to the MPD. If a Part with a calendar time limit has a total approved calendar time remaining pursuant to the MPD of less than months, then such Part will be delivered with 100% of its total approved calendar time remaining until removal. (i) No Part (excluding life-limited Parts on the Engines, Airframe and APU) will have total hours or total cycles since new greater than 110% of that of the Airframe and, with respect to all such Parts as a group, such Parts will have an average total time since new no greater than that of the Airframe. (j) Each Landing Gear tire and brake will have at least 50% of its wear remaining. [Refer to Aircraft Lease Agreement dated as of , between LESSEE and LESSOR (the “Lease”). If applicable, insurance certificates from both the insurers and reinsurers will be provided. If there is a LESSOR’s Lender, include references to it where appropriate after references to LESSOR.] To: INTERNATIONAL LEASE FINANCE CORPORATION (“LESSOR”) 10250 Constellation Boulevard, 00xx Xxxxx Xxx Xxxxxxx, Xxxxxxxxxx 00000, X.X.X. Re: (“LESSEE”) Manufacturer’s Serial No.: Registration Xxxx: (the “Aircraft”) The following security has subscribed to the following insurance and/or reinsurance policies: [LIST APPLICABLE POLICY NUMBERS, COMPANIES & PERCENTAGES] THIS IS TO CERTIFY THAT, as Insurance Brokers, we have effected Fleet Insurance in respect of aircraft owned or operated by LESSEE (including the Aircraft) as specified below.

PART LIVES. At Deliveryreturn, the condition of the Aircraft will be as follows: (a) 23.11.1 The Aircraft will have zero (0) hours consumed since completion the last Return Check or equivalent check per the MPD (excluding hours consumed on the acceptance flight and any ferry flight) sufficient to clear the Aircraft for **Material Redacted** of the Delivery Checkoperation. (b) 23.11.2 Each Engine will meet all of the following: (ia) Each Engine will have operated no more than hours and cycles since its last Qualified Performance Restoration. (ii) Each Engine will have at least hours and cycles **Material Redacted** remaining to operate until its next anticipated removal (based on a review upon the Engine manufacturer's estimated mean time between removals for engines of the Engine historical and technical records and same type as the results of the borescope inspection, trend monitoring and maximum power assurance runsEngines). (iiib) Each Engine will have a remaining hot day takeoff EGT margin sufficient to permit the operation of such Engine for the hours and cycles set forth in the preceding subparagraph (subparagraph, based on a review upon the historical experience of the Engine historical and technical records and the results of the borescope inspection, trend monitoring and maximum power assurance runs)LESSEE. (ivc) Each Part of an Engine which has a life hard time limit will have **Material Redacted** of such Part's full allotment of hours and cycles (or hours, if applicable) remaining to operate until its next removal per the Engine manufacturer’s limitscheduled Overhaul or removal. However, if **Material Redacted** of such hard time Part's full allotment of hours and cycles remaining is less than **Material Redacted**, then such hard time Part will be returned with at least **Material Redacted** remaining. If such hard time Part's full allotment of hours and cycles is less than 4,000 hours or 4,000 cycles (whichever is applicable), then such hard time Part will be returned with zero (0) hours and cycles since its last Overhaul or refurbishment, as applicable. (cd) Each Part of an Engine which has a life-limit will have at least **Material Redacted** remaining until removal. If such life-limited Part's full allotment of hours and cycles is less than **Material Redacted**, then such life-limited Part will be returned new. (e) No life-limited Part of an Engine or APU will have more hours or cycles consumed than such Engine's data plate. 23.11.3 The APU will have zero APU hours no more than **Material Redacted** consumed since the last hot section refurbishment (excluding hours consumed on the acceptance flight and any ferry flight). In addition, at return LESSEE will pay LESSOR an amount equal to the number of hours consumed on the APU at return since the last hot section refurbishment multiplied by an APU hot section refurbishment calculated as follows: such APU hot section refurbishment cost price per hour will be the quotient obtained by dividing (a) the expected cost of the next APU hot section refurbishment cost by (b) the full allotment of hours between hot section refurbishments as approved by the MPD. If LESSEE and LESSOR are unable to agree on the expected cost of the next scheduled APU hot section refurbishment, such cost will be established by taking the average of the price quotes submitted by two (2) reputable FAA-approved APU hot section refurbishment cost facilities (unaffiliated with LESSEE or LESSOR), one selected by LESSEE and the other selected by LESSOR. (d) Each leg of the 23.11.4 The Landing Gear will have at least two years and cycles remaining **Material Redacted** of hours/cycles/calendar time (whichever is the more limiting factor) pursuant to the MPD remaining until the next scheduled Overhaul or scheduled removal. In addition, at return LESSEE will pay LESSOR an amount equal to the number of hours/cycles/days (whichever is the more limiting factor) consumed on each Landing Gear at return since the last Overhaul multiplied by a Landing Gear Overhaul cost per hour/cycle/day calculated as follows: such Landing Gear Overhaul cost price per hour/cycle/day will be the quotient obtained by dividing (a) the expected cost of the next Landing Gear Overhaul by (b) the full allotment of hours/cycles/days between scheduled Overhauls for such Landing Gear as approved by the MPD. If LESSEE and LESSOR are unable to agree on the expected cost of the next scheduled Landing Gear Overhaul, such cost will be established by taking the average of the price quotes submitted by two (2) reputable FAA-approved landing gear Overhaul facilities (unaffiliated with LESSEE or LESSOR), one selected by LESSEE and the other selected by LESSOR. (e) 23.11.5 Each Part of the Airframe, Engine Airframe or the APU which has a hard time (hour/cycle) limit to Overhaul or removal pursuant to the MPD will have the greater of (i) at least 50% **Material Redacted** of such hard time Part’s 's full allotment of hours and cycles or (ii) hours and cycles remaining to operate until its next scheduled Overhaul or scheduled removal pursuant to the MPD. However, if **Material Redacted** of such hard time Part’s 's full allotment of hours and cycles between Overhauls pursuant to the MPD remaining is less than hours and **Material Redacted**, then such hard time Part will be delivered returned with at least **Material Redacted** remaining to operate until its next scheduled Overhaul or refurbishment pursuant to the MPD. If such hard time Part's full allotment of hours and cycles between, Overhauls or refurbishment pursuant to the MPD is less than **Material Redacted**, then such hard time Part will be returned zero (0) hours and zero (0) cycles out of OverhaulOverhaul (except hours accumulated on any acceptance or ferry flight). (f) 23.11.6 Each life-limited Part of the Airframe or the APU will have the greater of (i) at least 50% **Material Redacted** of such life-limited Part’s full allotment of hours and cycles or (ii) hours and cycles remaining to operate until its next scheduled replacement pursuant to the MPD (in case of an Airframe life-limited Part) or the APU’s manufacturer’s limit (in case of an APU life-limited Part). However, if such life-limited Part’s 's full allotment of hours and cycles remaining to operate until removal pursuant to the MPD. However, if **Material Redacted** of such life-limited Part's full allotment of hours and cycles remaining is less than hours and cycles**Material Redacted**, then such life-limited Part will be delivered returned with at least **Material Redacted** remaining to operate pursuant to the MPD. If such life-limited Part's full allotment of hours and cycles remaining to operate pursuant to the MPD is less than **Material Redacted**, then such life-limited Part will be returned with 100% of its total approved hours and cycles remaining. (g) No life-limited Part of the Airframe will have more hours or cycles consumed than the total hours and cycles of the Airframe. (h) 23.11.7 Each Part which has a calendar time limit will have months **Material Redacted** remaining to operate until removal pursuant to the MPDMPD after return of the Aircraft to LESSOR. If a Part with a calendar time limit has a total approved calendar time remaining life pursuant to the MPD of less than months**Material Redacted**, then such Part will be delivered returned with 100% of its total approved calendar time remaining until removallife remaining. (i) 23.11.8 No Part of the Aircraft or Engine (excluding life-limited Parts on the EnginesEngine, Airframe and APUwhich are covered by Article 23.11.2(e)) will have total hours or and total cycles since new greater than 110% **Material Redacted** of that of the Airframe and, with respect to all such Parts as a group, such Parts will have an average total time since new no greater than that of the Airframe**Material Redacted**. (j) 23.11.9 Each Landing Gear Aircraft tire and brake will have at least 50% of its wear remaining. [Refer to Aircraft Lease Agreement dated as of , between LESSEE **Material Redacted** (except for the acceptance flight and LESSOR (the “Lease”any ferry flight). If applicable, insurance certificates from both the insurers and reinsurers will be provided. If there is a LESSOR’s Lender, include references to it where appropriate after references to LESSOR.] To: INTERNATIONAL LEASE FINANCE CORPORATION (“LESSOR”) 10250 Constellation Boulevard, 00xx Xxxxx Xxx Xxxxxxx, Xxxxxxxxxx 00000, X.X.X. Re: (“LESSEE”) Manufacturer’s Serial No.: Registration Xxxx: (the “Aircraft”) The following security has subscribed to the following insurance and/or reinsurance policies: [LIST APPLICABLE POLICY NUMBERS, COMPANIES & PERCENTAGES] THIS IS TO CERTIFY THAT, as Insurance Brokers, we have effected Fleet Insurance in respect of aircraft owned or operated by LESSEE (including the Aircraft) as specified below.

PART LIVES. At Delivery, the condition of the Aircraft will be as follows: (a) The Aircraft will have zero hours consumed since completion be fresh out of the Delivery Checknext consecutive "C" check and have at least eighteen (18) months remaining until the next "C" check. (b) Each Engine will meet all of the following: (i) Each Engine will have operated no more than at least four thousand (4,000) hours and one thousand (1,000) cycles since remaining until its last Qualified Performance Restorationnext anticipated removal based on the manufacturer’s estimated mean time between removal for engines of such type. (ii) Each Engine will have at least hours and cycles remaining to operate until its next anticipated removal (based on a review of the Engine historical and technical records and the results of the borescope inspection, trend monitoring and maximum power assurance runs). (iii) Each Engine will have a remaining hot day takeoff EGT margin sufficient to permit the operation of such Engine for the hours and cycles set forth in the preceding subparagraph (subparagraph, based on a review upon the historical experience of the LESSEE. The Engine historical and technical records and the results of the records, borescope inspection, trend monitoring monitoring, and the maximum power assurance runs).run will not reveal any condition which would cause the Engines or any module to be serviceable with an increased frequency of inspection or with calendar time, flight hour or flight cycle restrictions under the Engine manufacturer's maintenance manual; (iviii) Each Part of an Engine which has a life limit will have at least three thousand (3,000) cycles (or hours, if applicable) remaining to operate until its next removal per the Engine manufacturer’s limitscheduled removal. (c) The APU will be fresh out of a Hot Section Inspection (HSI) and have zero APU hours consumed since at least fifteen (15) months remaining until the last hot section refurbishment (excluding hours consumed on next scheduled Overhaul in accordance with the acceptance flight)Prior Lessee’s maintenance program. (d) Each leg of the The Landing Gear will have at least the greatest of eighteen (18) months, four thousand (4,000) hours or two years and thousand (2,000) cycles remaining pursuant to the MPD until the next scheduled Overhaul or scheduled removalOverhaul. (e) Each Part of the Airframe, Engine or APU Aircraft which has a hard time (hour/cycle) limit pursuant to the MPD Overhaul or removal will have the greater of (i) at least 50% of such hard time Part’s full allotment of hours and cycles or five thousand (ii5,000) hours and cycles or one thousand (1,000) cycles, as applicable, remaining to operate until its next scheduled Overhaul or scheduled removal pursuant to the MPD. However, if such hard time Part’s full allotment of hours and cycles between Overhauls pursuant to the MPD is less than hours and , then such hard time Part will be delivered with zero hours and zero cycles out of Overhaulremoval. (f) Each life-limited Part of the Airframe or the APU which has a calendar limit will have the greater of (i) at least 50% of such life-limited Part’s full allotment of hours and cycles or (ii) hours and cycles sufficient calendar time remaining to operate until its the next scheduled replacement "C" check pursuant to the MPD after return of the Aircraft to LESSOR (which in case of an Airframe life-limited Part) or the APU’s manufacturer’s limit (in case of an APU life-limited Partany event will be not less than one year). However, if such life-limited Part’s full allotment of hours and cycles remaining If a Part has a total approved life pursuant to operate is the MPD less than hours and cyclessuch "C" check interval, then such life-limited Part will be delivered returned with 100% of its total approved hours and cycles life remaining. (g) No life-limited Part of the Airframe will have more hours or cycles consumed than the total hours and cycles of the Airframe. (h) Each Part which has a calendar time limit will have months remaining to operate until removal pursuant to the MPD. If a Part with a calendar time limit has a total approved calendar time remaining pursuant to the MPD of less than months, then such Part will be delivered with 100% of its total approved calendar time remaining until removal. (i) No Part (excluding life-limited Parts on the Engines, Airframe and APU) will have total hours or total cycles since new greater than 110% of that of the Airframe and, with respect to all such Parts as a group, such Parts will have an average total time since new no greater than that of the Airframe. (j) Each The Aircraft Landing Gear tire tires and brake brakes will have at least fifty percent (50% of its wear remaining. [Refer to Aircraft Lease Agreement dated as of , between LESSEE and LESSOR %) life remaining until their next Overhaul (except for the “Lease”acceptance flight). If applicable, insurance certificates from both the insurers and reinsurers will be provided. If there is a LESSOR’s Lender, include references to it where appropriate after references to LESSOR.] To: INTERNATIONAL LEASE FINANCE CORPORATION (“LESSOR”) 10250 Constellation Boulevard, 00xx Xxxxx Xxx Xxxxxxx, Xxxxxxxxxx 00000, X.X.X. Re: (“LESSEE”) Manufacturer’s Serial No.: Registration Xxxx: (the “Aircraft”) The following security has subscribed to the following insurance and/or reinsurance policies: [LIST APPLICABLE POLICY NUMBERS, COMPANIES & PERCENTAGES] THIS IS TO CERTIFY THAT, as Insurance Brokers, we have effected Fleet Insurance in respect of aircraft owned or operated by LESSEE (including the Aircraft) as specified below.

PART LIVES. At Deliveryreturn, the condition of the Aircraft will be as follows: (a) 23.11.1 The Aircraft will have zero (0) hours consumed since completion the last Return Check or equivalent check per the MPD (excluding hours consumed on the acceptance flight and any ferry flight) sufficient to clear the Aircraft for **Material Redacted** of the Delivery Checkoperation. (b) 23.11.2 Each Engine will meet all of the following: (ia) Each Engine will have operated no more than hours and cycles since its last Qualified Performance Restoration. (ii) Each Engine will have at least hours and cycles **Material Redacted** remaining to operate until its next anticipated removal (based on a review upon the Engine manufacturer’s estimated mean time between removals for engines of the Engine historical and technical records and same type as the results of the borescope inspection, trend monitoring and maximum power assurance runsEngines). (iiib) Each Engine will have a remaining hot day takeoff EGT margin sufficient to permit the operation of such Engine for the hours and cycles set forth in the preceding subparagraph (subparagraph, based on a review upon the historical experience of the Engine historical and technical records and the results of the borescope inspection, trend monitoring and maximum power assurance runs)LESSEE. (ivc) Each Part of an Engine which has a life hard time limit will have **Material Redacted** of such Part’s full allotment of hours and cycles (or hours, if applicable) remaining to operate until its next removal per the Engine manufacturerscheduled Overhaul or removal. However, if **Material Redacted** of such hard time Part’s limitfull allotment of hours and cycles remaining is less than **Material Redacted**, then such hard time Part will be returned with at least **Material Redacted** remaining. If such hard time Part’s full allotment of hours and cycles is less than 4,000 hours or 4,000 cycles (whichever is applicable), then such hard time Part will be returned with zero (0) hours and cycles since its last Overhaul or refurbishment, as applicable. (cd) Each Part of an Engine which has a life-limit will have at least **Material Redacted** remaining until removal. If such life-limited Part’s full allotment of hours and cycles is less than **Material Redacted**, then such life-limited Part will be returned new. (e) No life-limited Part of an Engine or APU will have more hours or cycles consumed than such Engine’s data plate. 23.11.3 The APU will have zero APU hours no more than **Material Redacted** consumed since the last hot section refurbishment (excluding hours consumed on the acceptance flight and any ferry flight). In addition, at return LESSEE will pay LESSOR an amount equal to the number of hours consumed on the APU at return since the last hot section refurbishment multiplied by an APU hot section refurbishment calculated as follows: such APU hot section refurbishment cost price per hour will be the quotient obtained by dividing (a) the expected cost of the next APU hot section refurbishment cost by (b) the full allotment of hours between hot section refurbishments as approved by the MPD. If LESSEE and LESSOR are unable to agree on the expected cost of the next scheduled APU hot section refurbishment, such cost will be established by taking the average of the price quotes submitted by two (2) reputable FAA-approved APU hot section refurbishment cost facilities (unaffiliated with LESSEE or LESSOR), one selected by LESSEE and the other selected by LESSOR. (d) Each leg of the 23.11.4 The Landing Gear will have at least two years and cycles remaining **Material Redacted** of hours/cycles/calendar time (whichever is the more limiting factor) pursuant to the MPD remaining until the next scheduled Overhaul or scheduled removal. In addition, at return LESSEE will pay LESSOR an amount equal to the number of hours/cycles/days (whichever is the more limiting factor) consumed on each Landing Gear at return since the last Overhaul multiplied by a Landing Gear Overhaul cost per hour/cycle/day calculated as follows: such Landing Gear Overhaul cost price per hour/cycle/day will be the quotient obtained by dividing (a) the expected cost of the next Landing Gear Overhaul by (b) the full allotment of hours/cycles/days between scheduled Overhauls for such Landing Gear as approved by the MPD. If LESSEE and LESSOR are unable to agree on the expected cost of the next scheduled Landing Gear Overhaul, such cost will be established by taking the average of the price quotes submitted by two (2) reputable FAA-approved landing gear Overhaul facilities (unaffiliated with LESSEE or LESSOR), one selected by LESSEE and the other selected by LESSOR. (e) 23.11.5 Each Part of the Airframe, Engine Airframe or the APU which has a hard time (hour/cycle) limit to Overhaul or removal pursuant to the MPD will have **Material Redacted** of such Part’s full allotment of hours and cycles remaining to operate until its next scheduled Overhaul or removal pursuant to the greater of (i) at least 50% MPD. However, if **Material Redacted** of such hard time Part’s full allotment of hours and cycles or (ii) hours and cycles remaining is less than **Material Redacted**, then such hard time Part will be returned with at least **Material Redacted** remaining to operate until its next scheduled Overhaul or scheduled removal refurbishment pursuant to the MPD. However, if If such hard time Part’s full allotment of hours and cycles between between, Overhauls or refurbishment pursuant to the MPD is less than hours and **Material Redacted**, then such hard time Part will be delivered with returned zero (0) hours and zero (0) cycles out of OverhaulOverhaul (except hours accumulated on any acceptance or ferry flight). (f) 23.11.6 Each life-limited Part of the Airframe or the APU will have **Material Redacted** of such Part’s full allotment of hours and cycles remaining to operate until removal pursuant to the greater of (i) at least 50% MPD. However, if **Material Redacted** of such life-limited Part’s full allotment of hours and cycles or (ii) hours and cycles remaining is less than **Material Redacted**, then such life-limited Part will be returned with at least **Material Redacted** remaining to operate until its next scheduled replacement pursuant to the MPD (in case of an Airframe life-limited Part) or the APU’s manufacturer’s limit (in case of an APU life-limited Part)MPD. However, if If such life-limited Part’s full allotment of hours and cycles remaining to operate pursuant to the MPD is less than hours and cycles**Material Redacted**, then such life-limited Part will be delivered returned with 100% of its total approved hours and cycles remaining. (g) No life-limited Part of the Airframe will have more hours or cycles consumed than the total hours and cycles of the Airframe. (h) 23.11.7 Each Part which has a calendar time limit will have months **Material Redacted** remaining to operate until removal pursuant to the MPDMPD after return of the Aircraft to LESSOR. If a Part with a calendar time limit has a total approved calendar time remaining life pursuant to the MPD of less than months**Material Redacted**, then such Part will be delivered returned with 100% of its total approved calendar time remaining until removallife remaining. (i) 23.11.8 No Part of the Aircraft or Engine (excluding life-limited Parts on the EnginesEngine, Airframe and APUwhich are covered by Article 23.11.2(e)) will have total hours or and total cycles since new greater than 110% **Material Redacted** of that of the Airframe and, with respect to all such Parts as a group, such Parts will have an average total time since new no greater than that of the Airframe**Material Redacted**. (j) 23.11.9 Each Landing Gear Aircraft tire and brake will have at least 50% of its wear remaining. [Refer to Aircraft Lease Agreement dated as of , between LESSEE **Material Redacted** (except for the acceptance flight and LESSOR (the “Lease”any ferry flight). If applicable, insurance certificates from both the insurers and reinsurers will be provided. If there is a LESSOR’s Lender, include references to it where appropriate after references to LESSOR.] To: INTERNATIONAL LEASE FINANCE CORPORATION (“LESSOR”) 10250 Constellation Boulevard, 00xx Xxxxx Xxx Xxxxxxx, Xxxxxxxxxx 00000, X.X.X. Re: (“LESSEE”) Manufacturer’s Serial No.: Registration Xxxx: (the “Aircraft”) The following security has subscribed to the following insurance and/or reinsurance policies: [LIST APPLICABLE POLICY NUMBERS, COMPANIES & PERCENTAGES] THIS IS TO CERTIFY THAT, as Insurance Brokers, we have effected Fleet Insurance in respect of aircraft owned or operated by LESSEE (including the Aircraft) as specified below.

PART LIVES. At Deliveryreturn, the condition of the Aircraft will be as follows: (a) 23.11.1 The Aircraft will have zero (0) hours consumed since completion the last Return Check or equivalent check per the MPD (excluding hours consumed on the acceptance flight and any ferry flight) sufficient to clear the Aircraft for **Material Redacted** of the Delivery Checkoperation. (b) 23.11.2 Each Engine will meet all of the following: (ia) Each Engine will have operated no more than hours and cycles since its last Qualified Performance Restoration. (ii) Each Engine will have at least hours and cycles **Material Redacted** remaining to operate until its next anticipated removal (based on a review upon the Engine manufacturer's estimated mean time between removals for engines of the Engine historical and technical records and same type as the results of the borescope inspection, trend monitoring and maximum power assurance runsEngines). (iiib) Each Engine will have a remaining hot day takeoff EGT margin sufficient to permit the operation of such Engine for the hours and cycles set forth in the preceding subparagraph (subparagraph, based on a review upon the historical experience of the Engine historical and technical records and the results of the borescope inspection, trend monitoring and maximum power assurance runs)LESSEE. (ivc) Each Part of an Engine which has a life hard time limit will have **Material Redacted** of such Part's full allotment of hours and cycles (or hours, if applicable) remaining to operate until its next removal per the Engine manufacturer’s limitscheduled Overhaul or removal. However, if **Material Redacted** of such hard time Part's full allotment of hours and cycles remaining is less than **Material Redacted**, then such hard time Part will be returned with at least **Material Redacted** remaining. If such hard time Part's full allotment of hours and cycles is less than **Material Redacted**, then such hard time Part will be returned with zero (0) hours and cycles since its last Overhaul or refurbishment, as applicable. (cd) Each Part of an Engine which has a life-limit will have at least **Material Redacted** remaining until removal. If such life-limited Part's full allotment of hours and cycles is less than **Material Redacted**, then such life-limited Part will be returned new. (e) No life-limited Part of an Engine or APU will have more hours or cycles consumed than such Engine's data plate. 23.11.3 The APU will have zero APU hours **Material Redacted** consumed since the last hot section refurbishment (excluding hours consumed on the acceptance flight and any ferry flight). In addition, at return LESSEE will pay LESSOR an amount equal to the number of hours consumed on the APU at return since the last hot section refurbishment multiplied by an APU hot section refurbishment calculated as follows: such APU hot section refurbishment cost price per hour will be the quotient obtained by dividing (a) the expected cost of the next APU hot section refurbishment cost by (b) the full allotment of hones between hot section refurbishments as approved by the MPD. If LESSEE and LESSOR are unable to agree on the expected cost of the next scheduled APU hot section refurbishment, such cost will be established by taking the average of the price quotes submitted by two (2) reputable FAA-approved APU hot section refurbishment cost facilities (unaffiliated with LESSEE or LESSOR), one selected by LESSEE and the other selected by LESSOR. (d) Each leg of the 23.11.4 The Landing Gear will have at least two years and cycles remaining **Material Redacted** of hours/cycles/ calendar time (whichever is the more limiting factor) pursuant to the MPD remaining until the next scheduled Overhaul or scheduled removalremoval In addition, at return LESSEE will pay LESSOR an amount equal to the number of hours/cycles/days (whichever is the more limiting factor) consumed on each Landing Gear at return since the last Overhaul multiplied by a Landing Gear Overhaul cost per hour/cycle/day calculated as follows: such Landing Gear Overhaul cost price per hour/cycle/day will be the quotient obtained by dividing (a) the expected cost of the next Landing Gear Overhaul by (b) the full allotment of hours/cycles/days between scheduled Overhauls for such Landing Gear as approved by the MPD. If LESSEE and LESSOR are unable to agree on the expected cost of the next scheduled Landing Gear Overhaul, such cost will be-established by taking the average of the price quotes submitted by two (2) reputable FAA-approved landing gear Overhaul facilities (unaffiliated with LESSEE or LESSOR), one selected by LESSEE and the other selected by LESSOR. (e) 23.11.5 Each Part of the Airframe, Engine Airframe or the APU which has a hard time (hour/cycle) limit to Overhaul or removal pursuant to the MPD will have the greater of (i) at least 50% **Material Redacted** of such hard time Part’s 's full allotment of hours and cycles or (ii) hours and cycles remaining to operate until its next scheduled Overhaul or scheduled removal pursuant to the MPD. However, if **Material Redacted** of such hard time Part’s 's full allotment of hours and cycles remaining is less than **Material Redacted**, then such hard time Part will be returned with at least **Material Redacted** remaining to operate until its next scheduled Overhaul or refurbishment pursuant to the MPD. If such hard time Part's full allotment of hours and cycles between Overhauls or refurbishment pursuant to the MPD is less than hours and **Material Redacted**, then such hard time Part will be delivered with returned zero (0) hours and zero (0) cycles out of OverhaulOverhaul (except hours accumulated on any acceptance or ferry flight). (f) 23.11.6 Each life-limited Part of the Airframe or the APU will have the greater of (i) at least 50% **Material Redacted** of such life-limited Part’s full allotment of hours and cycles or (ii) hours and cycles remaining to operate until its next scheduled replacement pursuant to the MPD (in case of an Airframe life-limited Part) or the APU’s manufacturer’s limit (in case of an APU life-limited Part). However, if such life-limited Part’s 's full allotment of hours and cycles remaining to operate until removal pursuant to the MPD. However, if **Material Redacted** of such life-limited Part's full allotment of hours and cycles remaining is less than hours and cycles**Material Redacted**, then such life-limited Part will be delivered returned with at least **Material Redacted** remaining to operate pursuant to the MPD. If such life-limited Part's full allotment of hours and cycles remaining to operate pursuant to the MP[) is less than **Material Redacted**, then such life-limited Part will be returned with 100% of its total approved hours and cycles remaining. (g) No life-limited Part of the Airframe will have more hours or cycles consumed than the total hours and cycles of the Airframe. (h) 23.11.7 Each Part which has a calendar time limit will have months **Material Redacted** remaining to operate until removal pursuant to the MPDMPD after return of the Aircraft to LESSOR. If a Part with a calendar time limit has a total approved calendar time remaining life pursuant to the MPD of less than months**Material Redacted**, then such Part will be delivered returned with 100% of its total approved calendar time remaining until removallife remaining. (i) 23.11.8 No Part of the Aircraft or Engine (excluding life-limited Parts on the EnginesEngine, Airframe and APUwhich are covered by Article 23.11 2(e)) will have total hours or and total cycles since new greater than 110% **Material Redacted** of that of the Airframe and, with respect to all such Parts as a group, such Parts will have an average total time since new no greater than that of the Airframe**Material Redacted**. (j) 23.11.9 Each Landing Gear Aircraft tire and brake will have at least 50% of its wear remaining. [Refer to Aircraft Lease Agreement dated as of , between LESSEE **Material Redacted** (except for the acceptance flight and LESSOR (the “Lease”any ferry flight). If applicable, insurance certificates from both the insurers and reinsurers will be provided. If there is a LESSOR’s Lender, include references to it where appropriate after references to LESSOR.] To: INTERNATIONAL LEASE FINANCE CORPORATION (“LESSOR”) 10250 Constellation Boulevard, 00xx Xxxxx Xxx Xxxxxxx, Xxxxxxxxxx 00000, X.X.X. Re: (“LESSEE”) Manufacturer’s Serial No.: Registration Xxxx: (the “Aircraft”) The following security has subscribed to the following insurance and/or reinsurance policies: [LIST APPLICABLE POLICY NUMBERS, COMPANIES & PERCENTAGES] THIS IS TO CERTIFY THAT, as Insurance Brokers, we have effected Fleet Insurance in respect of aircraft owned or operated by LESSEE (including the Aircraft) as specified below.