9-1 CHAPTER 9. AIRPLANE INSPECTION PROGRAM AND ADDITIONAL
MAINTENANCE REQUIREMENTS
9.1 Scope and Contents. This chapter provides information for the development of the certificate holder’s airplane inspection program.
9.2 Inspection Programs—General. Since any inspection program selected under § 125.247(e) must be approved for a specific operator’s use, the FAA will review all programs to ensure that they meet the regulatory requirements, are complete, meet the needs of the intended operation, and do not rely on quality control procedures which are not available or not used. When an inspection program is comprised of the inspection portions of a continuous airworthiness program, approved for an operator under 14 CFR part 121 or 135, consideration must be given to the effect of not doing all the maintenance, required in that program, on the effectiveness of the inspection portion of the program.
9.2.1 Inspection Programs Which May be Approved. The inspection programs which may be approved for use under part 125 include, but are not limited to:
1. A continuous inspection program which is a part of a current Continuous Airworthiness Program (CAP) of a part 121/135 certificate holder;
2. An inspection program currently recommended by the manufacturer of the airplane, aircraft engines, propellers, appliances, or survival and emergency equipment; or
3. An inspection program developed by the applicant/operator.
9.3 Inspection Program Content.
9.3.1 Program Coverage. Inspection programs must cover the entire airplane, including the airframe, engines, propellers, survival equipment and emergency equipment, appliances, and the component parts of any of these. If a program is selected under § 125.247(e)(l) or
(2) which does not address all of these items, prior to its use, it must be modified to include them. Most airplane manufacturer’s recommended programs do not include all appliances etc., since the manufacturer has no way of determining what will be installed on the airplane after delivery. When such is the case, the recommendations of the manufacturer of the appliance or equipment will be made a part of the part 125 program.
It should be noted that § 125.247 does not reference only the airplane manufacturer. In addition, to these basic considerations, inspection programs, in order to be complete, must include:
1. Instructions for conducting the inspection. This includes the administrative methods used to ensure that qualified persons conduct the inspection at the proper time and in a proper manner, execute the correct records, and otherwise act in accordance with the procedures of the program.
2. Procedures to be used in actually conducting the inspection. These procedures must be detailed enough to permit a person, unfamiliar with the program, to
9-2 read, understand, and properly conduct the inspection or a segment of the inspection.
3. Standards to which the inspection is to be conducted. Standards differing from or in addition to those specified in 14 CFR part 43, §§ 43.13 and 43.15 are to be included.
4. All checks, routine and special, which must be accomplished in determining the airworthiness of the items being inspected.
5. The engine overhaul periods required by § 125.247(d)(2).
9.3.2 Revisions to the Inspection Program. Changes to inspection programs may be made at the request of the operator or the FAA. Any changes must be approved by the FAA and made a part of the manual prior to use. Changes initiated by the FAA will be coordinated with the operator and the operations specifications (OpSpecs) updated to reflect the change.
9.4 Engine Overhaul Requirements.
9.4.1 Engine Overhaul Period Options. Section 125.247(d) provides only two options regarding engine overhaul periods. It provides that all engines operated under part 125 will be maintained in accordance with a specified engine overhaul period; either one recommended by the manufacturer or one approved by the FAA.
9.4.2 Program Limitations. The rule references only an overhaul period. It does not specify the maintenance procedures to be used on the engine between overhauls or those to be used at overhaul. Therefore, establishing an overhaul period does not preclude the use of manufacturer’s programs, reliability programs, continuous airworthiness programs, or any other system which will ensure the continued airworthiness of the engine. Operators, therefore are at liberty to make their programs as simple or as sophisticated as they desire within two limitations. That is, the programs must be appropriate to the overhaul periods being used and the systems being used must be within the organizational and equipment capabilities of the operator.
9.4.3 Establish Overhaul Period. When an FAA-approved overhaul period is established, either because the manufacturer has not recommended one or in order to operate an engine beyond the manufacturer’s recommended period, it will be based on the manufacturer’s recommended overhaul period or the period specified for that engine in a Maintenance Review Board (MRB) report (for further information on MRB reports reference the current edition of Advisory Circular (AC) 121-22, Maintenance Review Boards, Maintenance Type Boards, and OEM/TCH Recommended Maintenance Procedures).
Those engines for which neither a manufacturer’s recommendation or an MRB report exists will have an overhaul period established which is consistent with the operating history of that make and model engine, in general, and the history of the specific engine.
Regardless of the base used to establish an overhaul period, any program or system proposed, which will ensure the continued airworthiness of the engine, beyond the base period will be given full consideration.
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9.4.4 Approval of Overhaul Period. Approval of an overhaul period indicates approval of the programs or systems and data used to substantiate that overhaul period. Consequently, such programs, systems, and the data will need to be thoroughly documented and appropriately referenced in OpSpec D088, indicating the overhaul period.
9.4.5 Include in Manual. The systems or programs, used in conjunction with an overhaul period, together with instructions for their use and control will be made a part of the manual required by § 125.249.
9.4.6 Operators with Limited Experience. The basic overhaul period recommended by the manufacturer or specified in an MRB report is appropriate for operators with limited experience with a particular engine and for operators who have operated an engine(s) under an inspection program which did not contain maintenance requirements to ensure continued airworthiness of the engine.
9.4.7 Engine Time-in-Service Interval Extensions. The engine manufacturer establishes the recommended time-in-service interval, which is an estimated number of hours, cycles, or events that an engine can safely and reliably operate without exceeding the overhaul service wear limits. Some engine manufacturers refer to the recommended time-in-service intervals as time between overhaul (TBO) intervals. When an engine has an established time-in-service interval, the FAA may allow for an extension of the time-in-service interval if the certificate holder can extend the useful life of the engine without compromising safety. Time-in-service interval extensions should be based on demonstrated in-service reliability, proper justification, and risk analysis. The current edition of AC 120-113, Best Practices for Engine Time-in-Service Interval Extensions, provides information on engine time-in-service interval extensions. The AC explains the background of engine time-in-service intervals as well as the FAA regulatory requirements for time limitations and time-in-service intervals for engine overhauls. The AC also provides aircraft operators with information on the best practices for an engine time-in-service interval extension program and how to obtain an engine time-in-service interval extension.
9.4.8 Task-Oriented Engine Maintenance Programs. In response to improvements in engine design and reliability, and responding to the needs of industry, the FAA allows part 125 certificate holders to utilize task-oriented engine maintenance programs, which allow certificate holders to operate certain engines without overhauling those engines at an established time-in-service interval. Currently, engine reliability has improved to a level where the safety of the operations is not impacted to an unacceptable level by the use of a task-oriented engine maintenance program. The certificate holder or engine manufacturers may refer to these engine maintenance programs as task-oriented, task-centered, task-based, on-condition, or condition monitoring programs. The task-oriented engine maintenance program should be based on methods, techniques, and practices prescribed in the current engine manufacturer’s maintenance manual, instructions for continued airworthiness (ICA) prepared by the engine manufacturer, or other methods, techniques, and practices acceptable to the FAA.
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9.5 Maintenance Requirements.
9.5.1 Part 125 Maintenance, and Continued Airworthiness Requirements. The applicant/operator must have policies and procedures to ensure:
9.5.1.1 The replacement times for life-limited parts specified in the aircraft Type Certificate Data Sheets (TCDS), or other documents approved by the Administrator, are complied with.
9.5.1.2 Defects disclosed between inspections, or as a result of inspection, have been corrected in accordance with part 43.
9.5.1.3 The airplane, including airframe, aircraft engines, propellers, appliances, and survival and emergency equipment, and their component parts are inspected in accordance with an inspection program approved by the Administrator.
9.5.1.4 The installed engines have been maintained in accordance with the overhaul periods recommended by the manufacturer or a program approved by the Administrator.
9.5.1.5 The engine overhaul periods are specified in the inspection program required by § 125.247(a)(3).
9.5.1.6 The repairs assessment for pressurized fuselages is complied with, as applicable. (Refer to § 125.505.)
9.5.1.7 The fuel tank system inspection program is complied with, as applicable.
(Refer to § 125.507.)
9.5.1.8 Flammability reduction means (FRM) is complied with, as applicable. (Refer to § 125.509.)
9.5.1.9 Other additional maintenance requirements are completed, to include:
1. Emergency locator transmitter (ELT) test and inspection. (Refer to 14 CFR part 91, § 91.207.)
2. Altimeter system and altitude reporting equipment tests and inspections. (Refer to § 91.411.)
3. Air traffic control (ATC) transponder tests and inspections. (Refer to § 91.413.)
4. Airworthiness Directives (AD) compliance. (Refer to 14 CFR part 39, § 39.11 and § 91.403.)
5. ICA for any alterations or repairs that have been accomplished.
(Refer to 14 CFR part 21, § 21.50 and part 43, § 43.13).
6. Manufacturer’s maintenance manuals having Airworthiness Limitations sections. (Refer to §§ 21.50, 43.16, and 91.403.)
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9.5.1.10 The current empty weight and center of gravity (CG) are calculated from the values established by actual weighing of the airplane within the preceding 36 calendar-months. (Refer to § 125.91.)
9.5.2 Required Inspection Items (RII). The applicant/operator must have policies and procedures for RIIs that include:
9.5.2.1 The operator may not use any person to perform required inspections unless the person performing the inspection is appropriately certificated, properly trained, qualified, and authorized to do so.
9.5.2.2 No person may perform a required inspection if that person performed the item of work required to be inspected.
9.5.2.3 The operator’s manual contains the following RII policies and procedures:
1. The designation of the items that must be inspected (required inspections), including at least those which, if improperly accomplished, could result in a failure, malfunction, or defect endangering the safe operation of the airplane.
2. The method of performing required inspections.
3. Procedures for the inspection of work performed under previously required inspection findings (“buy-back procedures”).
4. Procedures, standards, and limits necessary for required inspections and acceptance or rejection of the items required to be inspected.
5. Instructions to prevent any person who performs any item of work from performing any required inspection of that work.
6. Procedures to ensure that work interruptions do not adversely affect required inspections and to ensure required inspections are properly completed before the airplane is released to service.
9.5.3 Maintenance-Related Records and Reports.
9.5.3.1 As per § 125.249, each operator’s manual shall contain a suitable recordkeeping system which may include a coded system that provides for the retention of the following:
1. A description (or reference to data acceptable to the Administrator) of the work performed.
2. The name of the person performing the work and the person’s certificate type and number.
3. The name of the person approving the work and the person’s certificate type and number.
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9.5.3.2 Part 125 subpart L, Records and Reports, contains certain regulatory requirements for maintenance-related records and reports.
1. Maintenance log: airplanes. (Refer to § 125.407.)
2. Service Difficulty Report (SDR). (Refer to § 125.409.)
3. Airworthiness release or maintenance record entry. (Refer to § 125.411.)
9.5.3.3 Section 91.417 requires registered aircraft owners or operators to keep records containing the following information:
1. The total time-in-service of the airframe, each engine, and each propeller.
2. The current status of life-limited parts of each airframe, engine, propeller, and appliance.
3. The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis.
4. The current inspection status of the aircraft, including the time since the last inspection required by the inspection program under which the aircraft and its appliances are maintained.
5. The current status of applicable ADs and safety directives including, for each, the method of compliance, the AD or safety directive number, and revision date. If the AD or safety directive involves recurring action, include the time and date when the next action is required.
6. Copies of the forms prescribed by § 43.9(d) for each major alteration to the airframe and currently installed engines, propellers, and appliances.
7. The records specified in § 91.417(a)(1) shall be retained until the work is repeated or superseded by other work or for 1 year after the work is performed. The records specified in § 91.417(a)(2) shall be retained and transferred with the aircraft at the time the aircraft is sold.
8. The owner or operator shall make all maintenance records required to be kept by this section available for inspection by the Administrator or any authorized representative of the National Transportation Safety Board (NTSB).
9.5.4 Manufacturers’ Service Publications. Refer to the current editions of AC 20-77, Use of Manufacturers’ Maintenance Manuals, and FAA Order 8620.2, Applicability and Enforcement of Manufacturer’s Data. These documents list situations when Service Bulletins (SB) would be regulatory.
9-7 Note: For additional information on the evaluation/certification of a part 125 applicant/operator’s maintenance capabilities, refer to the FAA’s Web site at http://fsims.faa.gov.
10-1 CHAPTER 10. DEVIATION AUTHORITY
10.1 Scope and Contents. This chapter outlines the types of deviation authority authorized and the action necessary to apply for deviation authority.
10.2 Deviation Authority. Deviation authority authorized under 14 CFR part 125, § 125.3 can be granted for:
1. Granting an A125 Letter of Deviation Authority (LODA) authorizing deviation as described in 14 CFR part 119, § 119.23 and § 125.5, from the requirement to hold a certificate and operations specifications (OpSpecs). The holder of a LODA is identified in the Web-based Operations Safety System (WebOPSS) as an A125 LODA holder or “125M” operator. Section 125.5(a) still requires an A125 LODA holder to comply with part 125 with the exception of deviations and exemptions listed in the operator’s letter of authorization (LOA) paragraph A005.
2. Granting a certificate holder LODA authorizing deviations from specified sections of part 125. These deviations are listed in OpSpec/LOA A005.
3. Granting a LODA deviation authorizing Special Flight Authorization (SFA).
Certificate and LODA holders may be issued an SFA for limited flight operations within a specific timeframe. The SFA is issued via WebOPSS as part of a certificate holder’s OpSpecs or among the LOAs for an A125 LODA holder.
4. Granting LODAs authorizing parachute, museum, and airplane leasing/manufacturer operations.
10.3 Letter of Deviation Authority (A125 LODA).
10.3.1 Deviation from Requirements. An A125 LODA is the authority to deviate from the requirement to hold an air operator certificate and the OpSpecs associated with that certificate as described in §§ 119.23(a) and 125.5. This deviation authority is granted in accordance with § 125.3. The A125 LODA holder must comply with all other sections of part 125 with the exception of § 125.5. Authorizations for an A125 LODA holder will be granted via a LOA.
10.3.2 Noncommercial Operations. The A125 LODA provides relief from the requirements to hold a certificate and OpSpecs for noncommercial operations. The A125 LODA assures the safety intent of the operating rule while granting certification relief to corporate and private use operators. Operation under an A125 LODA is authorized when the operations are noncommercial in nature. Noncommercial operations, as they relate to the A125 LODA, are defined as:
• Operations in which persons or cargo are transported without compensation or hire;
or
• Operations that do not involve the transportation of persons or cargo.
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10.3.3 Private Carriage. The A125 LODA may also be issued when the operator conducts compensation operations not involving common carriage (private carriage). Carriage for hire which does not involve “holding out” is considered private carriage. Such compensation operations should only be conducted in accordance with the following:
1. Aerial work operations such as aerial photography or survey, or pipeline patrol, but not including firefighting operations.
2. Flights for the demonstration of an airplane to prospective customers when no charge is made except for those specified in expenses below.
3. Flights conducted by the operator of an airplane for his personal transportation, or the transportation of his guests when no charge, assessment, or fee is made for the transportation.
4. Carriage of officials, employees, guests, and property of a company on an airplane operated by that company, or the parent or a subsidiary of the company or a subsidiary of the parent, when the carriage is within the scope of, and incidental to, the business of the company (other than transportation by air) and no charge, assessment or fee is made for the carriage in excess of the cost of owning, operating, and maintaining the airplane. The exception is that no charge of any kind may be made for the carriage of a guest of a company, when the carriage is not within the scope of, and incidental to, the business of that company.
5. The carriage of company officials, employees, and guests of the company on an airplane operated under a time sharing, interchange, or joint ownership agreement as specified in category below.
6. The carriage of property (other than mail) on an airplane operated by a person in the furtherance of a business or employment (other than transportation by air) when the carriage is within the scope of, and incidental to, that business or employment and no charge, assessment, or fee is made for the carriage other than those specified in expenses below.
7. The carriage on an airplane of an athletic team, sports group, choral group, or similar group having a common purpose or objective when there is no charge, assessment, or fee of any kind made by any person for that carriage.
8. The carriage of persons on an airplane operated by a person in the furtherance of a business other than transportation by air for the purpose of selling them land, goods, or property, including franchises or distributorships, when the carriage is within the scope of, and incidental to, that business and no charge, assessment, or fee is made for that carriage.
10.3.4 Request for an A125 LODA. An applicant seeking an A125 LODA must submit a request for A125 LODA deviation authority at least 60 calendar-days prior to the date the applicant plans to begin operations (refer to § 125.3(c)). The written request must declare that no operations conducted with the airplane listed in the request will be used for compensation or hire.
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10.3.5 Compliance Plan. The Flight Standards District Office (FSDO)/certificate-holding district office (CHDO) will scrutinize each operator and the circumstances of the proposed operation to determine if granting the A125 LODA is appropriate. If the applicant is eligible for the A125 LODA, they should present a written plan to the FSDO/CHDO. The plan should outline how they will comply with the requirements of each section of part 125 as listed in the LODA. The A125 LODA will be issued at the FSDO level.
10.3.6 Additional Deviations. Any additional deviations from part 125, besides the deviation from §§ 119.23(a) and 125.5, must be authorized in the A125 LODA holder’s LOA A005, Exemptions and Deviations.
10.4 Part 125 Deviation.
10.4.1 List of Deviations. A list of permitted part 125 deviations can be found in Maintain Operator Data—Deviations area of WebOPSS for authorization in OpSpec/LOA A005.
These deviations have been authorized by FAA headquarters (HQ) (Commercial Operations Branch (AFS-820)) and can be approved at the FSDO level. Requests for deviations not listed in WebOPSS Deviations must be forwarded to FAA HQ (AFS-820) along with the justification and any supporting documents. FAA HQ (AFS-820) will either approve or reject the request. If FAA HQ approves the deviation sought, the deviation will be entered into WebOPSS at the HQ level and will become available to assign to an operator. If the request for deviation is rejected, FAA HQ (AFS-820) will notify the FSDO/CHDO.
10.4.2 Authorizing Deviations. A certificate holder or an A125 LODA holder may apply for a deviation from certain sections of part 125. The requestor must submit a specific request to its CHDO/FSDO. The requestor must identify, in writing, the specific regulatory section(s) from which a deviation is requested. The request must contain the specific reasons for the deviation request, including information to show that an equivalent level of safety will be maintained, and any other information the FAA may require. An entity seeking deviation authority from one or several sections of part 125 must file the request at least 60 calendar-days before the date of intended operations. The requestor may not deviate from Federal regulations until the authority is granted and the deviation is authorized through the issuance of OpSpec/LOA A005 to the certificate holder or A125 LODA holder.
10.5 Special Flight Authorization (SFA) and Special Flight Permit (SFP).
10.5.1 SFA LODA. The FSDO issues an SFA LODA through WebOPSS when a particular operation is infrequent and involves a defined short period. The limitations on the operation vary depending on the type of operation. The SFAs for part 125 are: A510, SFA for Ferry Flights; A511, SFA for Sales Demonstration Flights; and A512, SFA for Training Flights.
10.5.2 SFP. SFPs are issued to the operator of an aircraft that may not currently meet the applicable airworthiness requirements, but is capable of safe flight (refer to § 21.197 and § 21.199).
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10.6 Parachute, Museum, and Airplane Leasing/Manufacturer Operations Deviations.
10.6.1 Application. The operator must apply in writing to the local FSDO or CHDO (in accordance with § 125.3) stating that they are engaged in, or planning to engage in, either parachute, museum, or airplane leasing/manufacturer operations, and are requesting authorization for a LODA. To qualify for a museum LODA, the museum must be established for the purpose of exhibiting and operating historic aircraft and hold a determination from the U.S. Internal Revenue Service (IRS) that it is a 501(c)(3) nonprofit, tax-exempt, charitable organization or be approved by the General Aviation and Commercial Division (AFS-800).
10.6.2 Verification and Issuing the LODA. The principal operations inspector (POI)/FSDO will verify that the operator is engaged in or is planning to engage in the operation from which they are seeking LODA relief. The POI/FSDO will verify that the operator can comply and is willing to comply with the conditions and limitations listed in the LODA. After verification, the FSDO should submit a written request to AFS-800 for authorization to issue the LODA sought. Upon receipt of the FSDO’s request, AFS-800 will complete the standard LODA memorandum and issue it to the FSDO. Upon receipt of the memorandum, the FSDO will comply with the instructions of the standard memorandum and issue the standard LODA to the operator.
Note: Each operator holding a LODA issued under part 125 must carry a true copy in each of the airplanes that are applicable to the issued LODA.
A-1 APPENDIX A. RECOMMENDED MANUAL FORMAT
PREFACE PAGE A preface page containing a brief statement signed by a person in company management (preferably the president), which outlines the purpose of the manual and emphasizes that company management wants the policies and procedures to be followed, should be inserted as the first page of the manual.
REVISION PAGE Title 14 CFR part 125, § 125.73 requires that each revised page of the manual has the revision number and date of the last revision.
Publishing a list of effective pages which shows the current revision number for each page has proven to be an effective method for maintaining a current manual per § 125.7l(a). This page can be inserted following the preface page.
TABLE OF CONTENTS A table of contents should be included which lists the major topics in each chapter and the appropriate page number. The contents of each of the following chapters are discussed in Chapter 7 beginning with paragraph 7.3.
CHAPTER 1 – Company Organization.
CHAPTER 2 – Operations Specifications.
CHAPTER 3 – Minimum Equipment List.
CHAPTER 4 – Airplane Loading Instructions.
CHAPTER 5 – Preflight Planning and Flight Release Procedures.
CHAPTER 6 – Procedures for Assuring Airworthiness of Airplanes.
CHAPTER 7 – Pretakeoff Procedures.
CHAPTER 8 – Flight Operation Procedures.
CHAPTER 9 – Post-Flight Procedures.
CHAPTER 10 – Emergency Procedures.
CHAPTER 11 – Airplane Inspection Program.
APPENDICES The appendices may be used to include other information the certificate holder wants to have available to his/her personnel, such as a copy of part 125, etc.