AFRA is boosting trust in MRO through sustainable aircraft disassembly and recycling. Lionel G. Roques, executive director at AFRA tells us more.
The aviation industry is entering a decisive decade. Airlines and lessors face a wave of retirements, with thousands of aircraft due to exit service over the next 20 years. At the same time, regulators, financiers and passengers are demanding stronger accountability on sustainability. End‑of‑service management now sits at the centre of aviation’s reputation, economics and environmental footprint – with direct implications for the MRO sector, which relies on trusted used serviceable material (USM).
In this context, the Aircraft Fleet Recycling Association (AFRA) has become a leading and unique reference on responsible aircraft disassembly and recycling. AFRA represents a global network of companies committed to retiring aircraft safely, sustainably and with full traceability. Its voluntary Best Management Practices (BMPs) have become a de facto benchmark, filling a regulatory gap where oversight has often been fragmented or absent.
Unlike maintenance and repair, which are governed by established Part 145 regulations, disassembly has lacked a global rulebook. AFRA’s BMPs therefore play a critical role. Facilities that follow these guidelines commit to rigorous procedures for part removal, material segregation, documentation and environmental protection. Independent accreditation audits verify compliance, giving lessors, airlines and MRO providers confidence that parts re-entering the supply chain meet consistent technical standards.
“The disassembly process is complex and, if done incorrectly, can put both safety and reputation at risk,” notes Lionel G. Roques, executive director of AFRA. “Our BMPs give the industry a shared reference point. They ensure not only that parts are recovered safely, but also that materials are recycled responsibly, reducing environmental impact.”
Over the past decade, AFRA accreditation has gained recognition from regulators and institutions. For accredited facilities, it has become a competitive advantage – evidence that operations meet demanding industry expectations while supporting sustainability targets.
A recent milestone is AFRA’s collaboration with the Civil Aviation Administration of China (CAAC). As China’s fleet grows and retirements rise, CAAC engaged with AFRA to help shape its disassembly oversight. The result is the AFRA-CAAC programme: a landmark that embeds AFRA’s BMPs in Chinese regulation. The scope covers both airframe and engine parts, reflecting CAAC’s advisory circular. From now on, parts destined for China must come from AFRA-accredited facilities – the first time a national authority has formally integrated AFRA’s BMPs into its system.
The programme also introduces blockchain-based traceability. Each component removed is recorded in a secure digital ledger, developed by Block Aero, creating an unbroken chain of custody from aircraft to buyer. For MRO providers and operators in China, this delivers clear visibility into a part’s origin, removal process and compliance status, supporting purchasing decisions and protecting asset value. The combination of trusted procedures and tamper-evident data helps reduce the risk of counterfeit or poorly documented parts entering the market.
Even with progress in China, challenges remain. Aircraft composition is changing: aluminium, once dominant and straightforward to recycle, is yielding to composites and advanced alloys that are harder to process at end-of-life. Recycling pathways for carbon-fibre reinforced polymers are improving but not yet mature at scale, and economics vary by region. At the same time, the projected volume of retirements raises capacity concerns. Without robust frameworks, aircraft may be disassembled in unregulated environments where standards are lower and transparency lacking, increasing safety and reputational risks for owners.
MROs are particularly exposed. Their business depends on reliable, compliant USM supported by records that withstand regulatory and customer scrutiny. If parts enter the market without clear provenance, the value proposition of USM is undermined.
“Traceability is not optional,” Roques stresses. “MROs and operators need certainty about where a part came from, how it was removed, and whether it meets environmental and safety standards. That certainty is the foundation of trust.”
Looking ahead, AFRA aims to extend lessons from the CAAC partnership globally. The association is engaging with regulators and international bodies to explore pathways for harmonised standards that support safe disassembly and market confidence in USM. Alignment will not be identical everywhere, but transparent benchmarks and verifiable data can create practical equivalence – enabling parts to move across borders with confidence while raising environmental performance.
AFRA is well positioned to help lead this transition, as membership grows and recognition from regulators and financial stakeholders increases. The CAAC partnership shows what is possible when industry expertise and regulatory authority work together, combining process discipline with digital traceability. For the MRO community, the message is clear: sustainable disassembly and robust traceability are not just environmental priorities – they are business imperatives. By setting clear standards, auditing against them, and building international partnerships that incorporate trusted data, the industry can move from intent to measurable, lasting action across the aircraft lifecycle.
This feature was first published in MRO Management – October 2025. To read the magazine in full, click here.