Par 8 Page 13 request requires a change to the AMO’s FAA Supplement or facility brochure, these documents should also be submitted to the NAA.
(3) The NAA will immediately inform the FAA of all proposed changes to the location, housing, or facilities of the repair station that would affect the conditions of the current certificate. After discussions with the FAA, the NAA may recommend that the AMO be permitted to continue operating as a Part 145 repair station while the proposed changes are being implemented. (After April 2003, the NAA and/or a repair station need only report changes to the housing and facilities that effect its FAA certificate and/or OpSpecs, e.g., change in address).
(4) The NAA will conduct an on-site review of the AMO for requests involving a change in rating or facilities. The NAA will review the documentation submitted by the AMO and, if satisfactory, will forward to the FAA the following documents in the English language:
/g183/g32 A copy of FAA Form 8310-3
/g183/g32 Copies of the AMO’s amended NAA certificate and limitation document/Approval Schedule
/g183/g32 The appropriate NAA surveillance/audit form, including the signed recommendation (in the case of the JAA, FAA annex to Form 6 and signed recommendation)
/g183/g32 All other supporting documentation
(5) The FAA will review the package to ensure that it is complete. When satisfied, the FAA will forward the revised certificate/OpSpecs to the NAA for distribution to the AMO.
(6) Revisions to an AMO’s FAA manual supplement that reflect changed procedures but do not change the nature of the AMO’s Part 145 certificate or ratings should be submitted to the NAA for review before implementation in accordance with NAA procedures. The AMO is not required to submit FAA Form 8310-3 to the NAA for such revisions, and the NAA is not required to submit these revisions to the FAA. If the NAA finds the nature of the changes effect the FAA Special Conditions, the NAA will reject the revision and advise the repair station in writing not to implement the revision. A copy of the letter of rejection will be forwarded to the FAA IFO.
(7) Capabilities List (CL).
(a) A Capabilities List refers to a limitations document that identifies by make, model, or other nomenclature designated by the article manufacturer the articles that the AMO is authorized to perform maintenance on. The CL is located in the AMO’s manual or as a referenced stand-alone document, though in some cases it may be referred to by other names.
The NAA inspector must know that under the provisions of a BASA/MIP, the FAA will not issue
Par 8 Page 14 a repair station certificate and accompanying rating(s) with privileges that exceed the scope of work permitted under the NAA approval limitations or Approval Schedule.
(b) Using a CL for limited ratings is an effective way of identifying all articles for which an AMO has an established repair capability. Articles included on the list must be identified by make and model or other nomenclature designated by the article’s manufacturer.
Once the component or subassembly is identified on the CL there is no need to list the individual parts contained in it. The AMO must have the proper equipment, personnel, housing/facilities, materials, and technical data to maintain each article listed in the CL. The CL is an extension of the AMO’s OpSpecs and its use depends on the AMO establishing procedures for conducting self-audits of its facility and capabilities, which are approved and accepted by the AMO’s NAA on the FAA’s behalf. When the following statement is added to the AMO’s FAA OpSpecs, the CL becomes a part of the OpSpecs: “Maintenance or alteration functions are limited to those make and model components shown on [AMO]’s approved Capabilities Document number [XX], dated [ ], as revised.”
(c) Once approved, a CL is identified by date and title on the repair station OpSpecs and becomes legally binding.
(d) After the NAA has approved the AMO’s internal evaluation program and procedures or self-auditing program, the AMO can use the following procedures for accepting revisions to a CL. When the AMO has completed auditing itself for the new article being added in accordance with the approved procedures, the AMO is authorized to revise and to perform maintenance and alteration on those items added to the CL without any approval from the FAA or NAA. This approval will remain in effect unless the FAA notifies otherwise.
(e) The FAA’s office file should contain all the appropriate information relating to the change in facility as required for an initial certification, as applicable. (See paragraph 8a(3) for information on the VIS.) The NAA should retain a copy of all the documents supporting the change in their office file for a minimal period of two years and provide copies to the FAA on request.
c. Certificate Renewal. After the first 12 months of initial certification, under the BASA/MIP, renewals of an FAA Part 145 repair station certificate are required every 2 years/24 months.
(1) When seeking to renew its repair station certificate, the AMO should send FAA Form 8310-3 , including a statement of perceived need (ref. Par. 7(a), to the NAA in accordance with procedures prescribed by the NAA. The FAA recommends that an AMO submit its renewal application to the NAA at least 90 days before the expiration date of its current certificate. If the AMO does not make the request before its certificate expiration date, it must follow the procedure for applying for a new certificate, but does not have to supply copies of its facility brochure.
Par 8 Page 15
(2) The NAA will complete the appropriate surveillance/audit form, including the FAA annex (in the case of the JAA, completing JAA Form 6 and FAA annex). It will then make a recommendation for or against certificate renewal, based on a complete NAA surveillance/audit of the AMO conducted within the renewal timeframe of every 2 years. A series of partial audits may collectively fulfill the requirement to perform a complete facility audit. The audit must indicate whether the AMO is in compliance with NAA requirements and the FAA Special Conditions.
(3) Sixty days before the expiration date of the repair station’s Part 145 certificate, the NAA should submit the completed surveillance/audit form to the appropriate FAA IFO/CHDO.
The submission should include the FAA annex (in the case of the JAA, FAA annex to Form 6) with the signed recommendation for certificate renewal. The timeframes in this AC are suggested, but are flexible to allow both the FAA and NAA ample time to process the documents. The following documents will also be forwarded to the IFO:
(a) A completed FAA Form 8310-3;
(b) A copy of the AMO’s amended certificate and limitation document (or JAA Form 3 and amended approval schedule);
(c) A copy of the AMO’s revised facility brochure, if changes have been made to the facility; and
(d) The NAA or AMO should provide any changes made that effect the VIS elements described in paragraph 8a(3).
(4) The AMO does not need to submit a new FAA Supplement if its current procedures and activities are described in its current supplement. When seeking renewal, an AMO should ensure that its FAA Supplement reflects current procedures and activities. All changes will require a revision of the FAA Supplement, which the AMO must submit to the NAA for acceptance.
(5) If the NAA discovers deficiencies in an AMO’s application for renewal or after conducting an oversight audit, the NAA may allow the applicant sufficient time after notification to correct the deficiencies or to submit a plan for corrective action (depending on the nature of the deficiencies) in accordance with NAA procedures. If the NAA finds the written plan for corrective action is acceptable, the NAA will attach the plan to the FAA annex to the surveillance form (FAA annex to JAA Form 6). If the applicant fails to correct the deficiencies within the specified time or fails to provide the NAA with a plan for corrective action, the NAA will terminate the application for renewal. If the AMO’s Part 145 repair station certificate expires during the time period or in the event of unusual circumstances, the NAA will advise the FAA.
Based on NAA written recommendations, the FAA may extend the duration of the AMO’s certificate for a reasonable period of time, not to exceed 90 days. Or, depending on the nature of the deficiencies, the FAA may amend the repair station’s ratings, provided that the applicant
Par 8 Page 16 demonstrates an ability and willingness to correct the noted deficiencies. An AMO must inform the NAA in writing of all actions taken to correct specified deficiencies.
(6) The IFO/CHDO will review the documentation submitted by the NAA to determine whether the appropriate information has been entered and is acceptable. The AMO must not have any outstanding issues involving corrective action unless the NAA has approved a corrective action plan, and it must have paid the appropriate fee.
(7) If the FAA finds that the documentation supporting an AMO’s application for renewal is unsatisfactory, the FAA will prepare a memorandum to the NAA indicating the deficiencies noted. The NAA, in turn, will notify the AMO of the FAA’s findings. All deficiencies that the FAA notes should be corrected within the time of the FAA’s notification to the NAA (specified in paragraph 8c(5)).
(8) If the FAA determines that the AMO meets all the requirements for certificate renewal, it will issue a Part 145 repair station certificate to the AMO. The certificate will be forwarded to the AMO through the local NAA.
9. EXTENT OF APPROVAL.
a. General. Under the provisions of a BASA/MIP, the FAA will not issue a repair station certificate and accompanying rating(s) with privileges that exceed the scope of work permitted under NAA approval or the scope of any NAA certificate, rating, or limitation document/Approval Schedule issued to an AMO. The extent of FAA approval also will not exceed the scope of approval set forth in the organization’s Part 145 repair station certificate and OpSpecs. If an AMO seeks to perform work outside the scope of its certificate, it must first obtain an amendment of its NAA certificate, rating, or limitation document/Approval Schedule, as appropriate, to permit the performance of the intended work. (Reference applicable sections of paragraph 8b.)
b. Line Stations.
(1) The FAA recognizes that some NAAs authorize AMO line stations that are part of the AMO’s approval, provided those line stations are under the quality monitoring system/internal evaluation program of the AMO. Although the NAA may issue a single NAA certificate to an AMO for facilities that include line stations, the FAA will only recognize line stations listed in the FAA Supplement to the manual that are located within the MIP country and under the surveillance purview of the NAA. Line stations located outside the MIP country must obtain individual certificates or be authorized under a geographic authorization. Each location must meet NAA requirements and FAA Special Conditions, and would be under FAA surveillance purview.
(2) Included in the FAA OpSpecs that repair stations are issued will be a statement referencing the applicable supplement section, indicating locations of line stations authorized within the MIP country. The FAA also must have a copy of this referenced manual section.
Par 9 Page 17
c. Additional Facilities/Locations in Close Proximity.
(1) An AMO does not need a geographic authorization if it wants to work at another site within the same airport terminal, provided that the AMO has applicable procedures in its FAA Supplement that meet the requirements of its certificate. The AMO also must have full managerial control over the work performed at the other site. This situation is not considered work away from home.
(2) If the AMO has multiple facilities located in the same area (such as an airport location with multiple hangars), all sites can operate under one certificate. Occasionally, an engine test facility is located away from the primary facility but operates under the same certificate as the primary facility. Having separate facilities does not necessarily impact the maintenance performed, if the separate locations are under the full control of the parent facility.
The separate facility must be located within the BASA/MIP country and be in reasonable proximity to the primary facility. Additionally, an FAA inspector must be able to use ground transportation to get from one facility to another without major expense or inconvenience.
d. Geographic Authorizations.
(1) This authorization should only be used for line stations located outside the geographic borders of the BASA/MIP country. Locations within the borders of the MIP country should qualify as line stations.
(2) The FAA will continue to issue geographic authorizations in accordance with FAA Order 8300.10, chapter 163, Certificate Part 145 Foreign Repair Station. U.S. air carriers or operators of U.S.-registered aircraft under 14 CFR Part 129 initiate the requests for geographic authorization if they want work performed by a repair station located outside the BASA/MIP country. If the AMO’s out-of-country repair station is qualified to perform the contracted work, the OpSpecs will indicate the geographic location in which the repair station has geographic authorization to work. The addresses for multiple locations must be listed in the AMO’s OpSpecs.
(a) When notified that a repair station wants to perform work under a geographic authorization, the FAA will follow surveillance and approval procedures from FAA Order 8300.10, chapter 163.
(b) The FAA will surveil those facilities performing work under a geographic authorization that are located outside the MIP country that has jurisdiction over the AMO.
However, the FAA may accept surveillance conducted by another MIP country if the facility meets the following criteria:
(i) The facility is located in a country that has concluded a BASA/MIP with the United States.
Par 9 Page 18
(ii) This country is willing to accept the surveillance responsibility.
(iii) This country agrees to provide the FAA with the appropriate surveillance form, which includes the FAA Special Conditions and an NAA recommendation.
(3) When the FAA issues a geographic authorization to a facility to support a U.S. air carrier or Part 129 operator, such authorization will be indicated on the organization’s repair station certificate. The FAA will not issue a geographic authorization for a facility located in the United States.
e. Specialized Services Ratings/Processes.
(1) The FAA may issue an equivalent specialized services rating to an AMO under the provisions of a BASA/MIP if the following conditions apply:
(a) The AMO’s limitation document/Approval Schedule indicates that its scope of approval includes a specialized services rating.
(b) An FAA assessment of the technical data used by the AMO indicates that it originates from an FAA-approved source (manufacturers’ data, U.S. military specifications (Mil- Specs), etc.).
(2) A specialized services rating usually is issued to permit the performance of work requiring equipment and skills not ordinarily found at a repair station. If an AMO is granted a specialized services rating, it must ensure that all work performed under the provisions of a specialized services rating is done in accordance with FAA-approved data. Therefore, FAA issuance of a specialized services rating requires FAA-approved process specifications. FAA approval of process specifications will be recorded on the organization’s OpSpecs in addition to the NAA limitations/scope of approval. During NAA audits, the NAA will ensure that only FAA-approved process specifications are being used on U.S.-registered aircraft or aeronautical products intended for installation on U.S.-registered aircraft. If an AMO intends to use a process specification that the FAA has not previously approved, the applicant must submit the documents to the FAA through the NAA. The FAA will coordinate the documents with the appropriate aircraft certification office for acceptance.
NOTE: The FAA inspector will review the NAA scope of approval to ascertain that the limited specialized service rating is appropriate.
The inspector will also familiarize the NAA, if required, with process specification requirements.
f. Hydrostatic Testing. Approval of hydrostatic testing is a responsibility of the U.S.
Department of Transportation (DOT). The NAA will surveil/audit these facilities to ensure that the organization meets the NAA requirements and FAA Special Conditions. The NAA will also ensure that the organization has the appropriate current U.S. DOT Office of Research and Special Projects Administration (RSPA) approval.
Par 10 Page 19
10. PROTECTION OF PROPRIETARY DATA AND FREEDOM OF INFORMATION ACT (FOIA) REQUESTS.
a. Proprietary Data. Certain data that an AMO submits may be the property of that facility or another person. Release of that data by the FAA and NAA is restricted under section 4.7(a) of the MIP. Neither the FAA nor NAA will copy, release, or show proprietary data obtained from each other to anyone outside the FAA or NAA without written consent from the proprietary data’s owner.
b. FOIA Requests. The FAA often receives requests from the public under the FOIA to release information that it may possess. Any information that the FAA possesses must be disclosed under FOIA unless it falls within certain exceptions, such as trade secrets or financial or commercial data considered confidential or privileged. When the FAA receives a request for the release of information related to a maintenance organization located in a country and covered by the MIP, the FAA will advise the NAA of any information NAA submitted to the FAA that might be released. The FAA also may request the NAA’s assistance in cooperation with the maintenance organization in determining if the AMO would object to release and which portions, if any, of the information might be withheld under FOIA exceptions.
11. CONTINUING VALIDITY OF THE PART 145 REPAIR STATION CERTIFICATE.
a. The continuing validity of a Part 145 repair station certificate depends on FAA’s satisfaction that the repair station continues to comply with NAA requirements and FAA Special Conditions. The NAA will notify the FAA of findings such as those described below. The NAA also will promptly notify the FAA of any investigation into noncompliance that could result in the loss or suspension of an AMO’s approval/certificate.
(1) Recommendation. The following items are reportable as recommendations when the repair station has taken corrective action, or has submitted a plan for corrective action that the NAA has accepted. Any enforcement action taken as a result of the findings/discrepancies will not affect the NAA providing the FAA with a recommendation for renewal. The corrective action plan must be attached to the appropriate surveillance/audit form. The items include the following:
(a) Serious failure to comply with NAA requirements;
(b) Overall failure to comply with the FAA supplementary conditions;
(c) Failure to use FAA-approved data for major repairs/alterations/modifications; and
(d) Failure to maintain a working quality monitoring system.
(2) Non-Recommendation. The NAA should provide the FAA with a non-recommendation when it has found significant safety issues using the criteria above and
Par 11 Page 20 corrective action has not been taken or the NAA has not accepted a plan for corrective action.
The FAA may elect not to renew or amend a repair station certificate until corrective action has taken place or a plan for corrective action has been approved by the NAA and submitted with the appropriate surveillance form. Occasionally, the FAA may issue a short-term certificate while corrective action takes place. In those cases, the short-term certificate should be issued for no more than 90 days and only with the agreement of the NAA. As a second option, the FAA may reduce the repair station’s rating pending corrective action. Once all corrective action has been completed to both the FAA’s and the NAA’s satisfaction, the certificate should be renewed for the balance of the remaining 24 months from its original renewal date.
b. Withdrawal of NAA approval/certification will result in withdrawal of FAA certification because it is based on compliance with NAA requirements and FAA Special Conditions.
c. The FAA may undertake investigations or enforcement action under FAA regulations and directives.
d. The AMO must cooperate with any FAA investigation or enforcement action.
e. Any failure to comply with applicable requirements may result in enforcement action.
12. OVERSIGHT AUDITS.
a. As part of the NAA’s procedures for an oversight audit of the AMO, the assigned NAA inspector will determine whether the AMO is complying with NAA requirements and the FAA Special Conditions. This should be accomplished using the appropriate surveillance form, which includes the FAA annex and recommendation. The NAA inspector may conduct additional audits of the AMO as necessary. These additional audits may be in response to amendments the AMO submitted or results of previous findings.
b. An audit of the AMO, using the appropriate surveillance/audit form (which includes the FAA annex), need not be conducted as a single inspection. However, an audit using this form and its annex must be completed within a 2-year period. During the initial transition/turnover of surveillance to the NAA, the FAA certificate renewal dates should be aligned with the NAA renewal dates, and thereafter remain scheduled with the NAA renewal dates.
c. The NAA should submit to the FAA the completed FAA annex to the surveillance form with a recommendation or a non-recommendation. This should be within the certificate renewal period, based on the date of the last issuance or renewal of the AMO’s Part 145 repair station certificate. The NAA should retain all appropriate surveillance forms in their office file for a minimum period of two years and make them available to the FAA on request.
d. The FAA may also participate in NAA Regional and Headquarters audits to validate the NAA’s ability to ensure that AMOs under its jurisdiction conform to NAA and MIP requirements. In the case of the JAA this is achieved by joining the JAA Maintenance Standardization Team (MAST).
Par 12 Page 21
e. The FAA may conduct independent inspections of a random sample of not more than 10 percent of NAA AMOs holding Part 145 repair station certificates to determine compliance with the FAA Special Conditions and the MIP.
f. The MIP has a provision for the FAA to perform independent inspections of repair stations when safety issues surface. These independent inspections are not related to the sampling inspection in paragraph e but must be accomplished with the concurrence of the FAA regional office and AFS-300, Continuous Airworthiness Maintenance Division.
13. CONTRACT MAINTENANCE.
a. General.
NOTE: Upon the effective date of the revised Part 145 rule (April 2003), appendix A will no longer be applicable. A repair station may contract out any article for which it is rated with the exception of a whole typecertificated article, i.e., Aircraft, Aircraft Engine, or Propeller. The facility being sub-contracted must have the same inspection system as the certificate organization and must be under the Internal Auditing System/QMS of the certificated organization. The sub-contractor must be audited at least once per year by the Internal Auditing System/QMS of the repair station. In addition, the sub-contractors’ facilities must be advised that they are subject to the same FAA surveillance as the certificated organization. Therefore, paragraphs b, d(1)–(3), and e(1)–(3) will not be applicable after the effective date of the rule.
(1) An AMO must have the material and equipment necessary to perform the functions appropriate to its rating, but need not have the tools and equipment for functions it is authorized to contract out. An AMO may contract functions to FAA-certificated facilities and non-FAA certificated sources as authorized and identified in its FAA Supplement to its manual.
“Contracting” encompasses “subcontracting” as specified in NAA requirements.
(2) Before contracting out a maintenance function, the AMO should:
(a) Establish procedures to qualify the contractor;
(b) Establish procedures to audit the contractor;
(c) List the contractor in its FAA Supplement;
(d) Provide technical training for receiving inspection personnel in contracted functions; and
Par 13 Page 22
(e) Establish inspection procedures that provide enough technical detail so an airworthiness determination can be made based on a technical review of contractor-source documentation.
b. Contracting to Non-FAA Certificated Sources.
(1) If an AMO contracts work to a non-FAA certificated source, the AMO must be appropriately rated to perform the work. The AMO is responsible for the following:
(a) Approving return to service items on which work has been performed; and
(b) Ensuring each item’s airworthiness.
(2) Any non-FAA certificated source to which work is contracted must be under the control of the AMO’s quality monitoring system for the work performed. The AMO must inspect each item on which contracted work has been performed to ensure the airworthiness of the item. Receiving inspection procedures must enable the AMO to make an airworthiness determination of each item received. If the AMO cannot determine the quality of contracted work, the work can be contracted only to an FAA-certificated facility that is able to inspect the work performed for compliance with Part 43.
c. Contracting to FAA-Certificated Facilities. If an AMO contracts functions to another organization that is FAA-certificated, that organization is responsible for approval for return to service of each item on which work has been performed. The AMO should be able to determine that the FAA-certificated organization to which work is contracted is properly certificated to perform the work. Through the AMO’s receiving inspection procedures, the AMO must properly process items received from an FAA-certificated facility.
d. Contracting by FAA Type Certificate Holders. (See NOTE in paragraph 13a; not applicable after April 2003.) If an AMO holds an FAA type certificate and is also an FAA-certificated repair station, it may contract out maintenance and alterations of components of a type-certificated product to a non-FAA certificated source. This is if the conditions specified in 14 CFR, §§ 145.47(c)(1) through (c)(4), as revised, are met. These conditions require that:
(1) The repair station is the original manufacturer of the product for which it holds a U.S. type certificate;
(2) The contracted component is included as part of the type-certificated product;
(3) The component maintenance is done by the original component manufacturer or its manufacturing licensee; and
(4) Before such a component is returned to service, the repair station ensures that it is being returned to service under its quality control system as approved by the Administrator and set forth in its OpSpecs and inspection procedures manual (i.e., its FAA Supplement).
Par 13 Page 23
e. Contracted Maintenance Functions. (See NOTE in paragraph 13a, not applicable after April 2003.)
(1) Requirements for contracting functions to non-certificated sources and FAA-certificated organizations are in 14 CFR Part 145.
(2) To determine whether contracting is appropriate, an AMO should consider whether the function requires special operator skill or certification and whether the function has the possibility of creating an environmental hazard.
(3) If the organization has a turbine engine rating, it may contract those items considered comparable to items for power plant Class 1 and 2 functions, which are marked by an asterisk in Part 145, appendix A.
(4) If the organization has a limited specialized services rating, it may not contract out work under that rating.
f. Audits, Training, and Records. The organization should establish procedures to audit contractors and ensure that they comply with operators’ manuals, manufacturers’ manuals, and instructions for continued airworthiness (ICA). The repair station should establish a recordkeeping system for audits of its sub-contractors and a retention period for such records.
The organization also must provide technical training for receiving inspection personnel who inspect contracted-out functions. The organization also must establish a method of recording contracted work to ensure that records of the work are retained for a 2-year period.
14. FEES.
a. The FAA will charge a fee for the administrative processing of initial certifications and certificate renewals. The AMO should pay this fee directly to the IFO/CHDO to which the application was made under the procedures prescribed by that office.
b. The FAA is required to charge a fee for its independent inspections of random samplings of repair stations under the BASA/MIP. The repair stations visited during the random sampling will be charged for all expenses the FAA incurs in accordance with the fee schedule in 14 CFR Part 187.
c. The fee will be based on a rate specified in AC 187-1, Flight Standards Service Schedule of Charges Outside the United States, and will include transportation and subsistence costs. The same rate will be charged for work performed as a result of a random quality oversight inspection identified in paragraph 12e.
d. The FAA will not issue an FAA certificate or OpSpecs until it receives payment of the prescribed fee.
Par 15 Page 24
15. REPORTING MAJOR DEFECTS OR UNAIRWORTHY CONDITIONS. Via the NAA, the AMO is obligated to report any serious defect or unairworthy condition within 96 hours after discovery to the IFO/CHDO that has jurisdiction over the repair station. The AMO should use the procedures specified in its FAA Supplement to report these conditions.
FAA Form 8010-4, Malfunction or Defect Report, or the NAA-required form can be used to report these conditions.
16. SUSPECTED UNAPPROVED PARTS (SUP). The organization should submit reports to the FAA under the FAA Suspected Unapproved Parts program detailed in AC 21-29, Detecting and Reporting Suspected Unapproved Parts. (The JAA AMO’s may comply with the SUPs reporting requirements by complying with paragraph 15 above.)
a. In some cases, the NAA requirements may include SUP reporting (i.e., JAR 145.60). The FAA will accept the repair station reporting procedures to the NAA when the NAA and/or repair station files a duplicate form with the FAA within the required time specified in AC 21-29, Detecting and Reporting Suspected Unapproved Parts.
b. If the NAA does not have SUP reporting requirements, the AMO should use AC 21-29.
SUP information should be reported on FAA Form 8120-11, Suspected Unapproved Parts Notification.
17. FAA-CERTIFICATED REPAIR STATIONS WITH EXEMPTIONS. FAA-certificated repair stations granted exemptions under 14 CFR Part 11 should continue to follow the BASA/MIP process for renewal, if the FAA has informed the NAA of the details of the exemption. In some cases, the FAA may elect to retain surveillance of the AMO. The IFO/CHDO having jurisdiction over the facility will conduct the surveillance under the terms and conditions set forth in the exemption.
18. APPROVED MAINTENANCE ORGANIZATIONS WITH DEVIATIONS. AMOs that have deviations/exemptions from NAA rules and regulations (JAR 145) may still qualify for an FAA certificate. In such an unusual case, the AMO should forward a copy of the application and NAA deviation directly to FAA Headquarters, AFS-1, for review and coordination prior to certification. Such deviations may require an exemption from 14 CFR.
/s/ James J. Ballough Director, Flight Standards Service