Appendix 2 stations when the NAA confirms that each station meets all the NAA requirements and the FAA Special Conditions. The line station must be listed in the AMO manual and use the same AMO manual. This subsection should also include a revision process to add or delete line stations based on the AMO annual quality monitoring system/internal evaluation requirements. Line stations that are located outside the BASA/MIP country will remain under the surveillance purview of the FAA and must obtain separate FAA certificates.
f. Additional Facilities/Locations in Close Proximity. This subsection should contain or refer to the control procedures and the location of the additional facilities.
6. APPROVAL FOR RETURN TO SERVICE AND MAINTENANCE, ALTERATION, AND MODIFICATION RECORDS. The approval for return to service and records section should:
a. Detail the procedures to approve the return to service of a U.S.-registered aircraft.
b. Describe acceptable release statements as defined in the MIP that meet both NAA requirements and FAA Special Conditions.
c. In addition to meeting the operator’s requirements when returning an aircraft to service, the entry in the aircraft record must contain the following elements:
(1) A description (or reference to the data acceptable to the Administrator) of the work performed;
(2) The work’s date of completion;
(3) The name of the person performing the work (the repair station name and address);
(4) The signature of the person authorized by the repair station; and
(5) The kind of certificate and certificate number (FAA repair station and certificate number).
d. Specify the recordkeeping requirements for major repairs and major alterations.
Procedures for approval for return to service should describe the procedures for the use of acceptable release documents for components and parts.
e. State that the maintenance, alteration, and modification entries required by the MIP and the entries required by the operator’s maintenance program will be in the English language.
(1) The MIP identifies an agreed-upon document that may be used by an AMO for approval for return to service of all aeronautical products except complete aircraft. The AMO should ensure that when using the document, the statement in block No. 19 indicating “other
Appendix 2 regulation specified in block 13” is checked. The AMO should include the following or equivalent language in block No. 13:
“This civil aeronautical product has been [maintained, altered, or modified, as appropriate] in accordance with United States Federal Aviation Regulations under FAA certificate No. _______.”
[Include copies of any attachments.]
(2) The person approving the product for return to service should sign block No. 20 of the form. This signature approves aircraft for return to service with respect to the work performed. The form must contain a description of the work performed, which includes the following:
/g183/g32 Maintenance manual reference and revision status;
/g183/g32 The date of completion;
/g183/g32 The name/signature of the person returning the article to service; and
/g183/g32 The FAA repair station certificate number.
(3) Other documents, such as work orders or shop travelers (e.g., FAA Form 337) may be used by the organization to comply with the MIP. If this is the case, these documents should be referenced specifically in block No. 13 and appropriately cross-referenced.
f. Indicate that block No. 13 should reference the data used to perform maintenance (i.e., maintenance manual reference including revision status). The data referenced must meet the requirements of the MIP. The referenced data may consist of an attachment to the form, such as a work order, air carrier record, or an FAA Form 337.
7. EQUIPMENT AND MATERIALS. This equipment and materials section should indicate that the organization has the equipment and materials necessary to perform any task for which it has an FAA certificate and rating. The organization should have methods and procedures to ensure that the necessary material and equipment are in place to perform the specified functions.
8. PERSONNEL REQUIREMENTS.
a. The personnel requirements section should include the following:
(1) An organizational chart that identifies the management personnel authorized to act on behalf of the repair station.
Appendix 2
(2) The name, title, telephone number, and facsimile number of the person who will act as the liaison between the organization and the NAA. This liaison will ensure compliance with the provisions of the Supplement.
(3) The procedures the organization will use to ensure that it has adequate personnel to perform, supervise, and inspect the work permitted under its FAA certificate and rating.
(4) The procedures the organization uses to ensure that its personnel are properly trained and qualified to perform work under the Supplement and any additional requirements of a U.S.
air carrier.
(5) The procedures the organization will use to ensure that the following personnel can read, write, and understand English:
(a) Those approving an aeronautical product for return to service; and
(b) Those responsible for the superv ision or final inspection of work on a U.S.-registered aircraft.
(6) The title of each person authorized to review a final work package to determine if it meets all applicable requirements.
b. If the organization complied with these requirements through the provision of its management system or with a summary of its quality system, demonstration of compliance need not be duplicated here.
9. MANAGEMENT AND QUALITY SYSTEMS. The management and quality systems section should include an English-language version of the organization’s management system and a summary of its quality system. If these parts of the manual are already in the English language, they may comply with the requirements of this section. However, they will need to be referenced in the FAA Supplement and made available to the FAA on request.
10. MAJOR REPAIRS AND MAJOR ALTERATIONS. The major repairs and major alterations section should:
a. Explain the procedures the maintenance organization will use to ensure the major repair and/or alteration data being used to perform work on a U.S. customer’s product are FAA-approved. The organization should demonstrate that it has a clear understanding of the requirements pertaining to the use of FAA-approved data.
b. Describe the following:
(1) Procedures the organization will use to determine when FAA-approved data are needed (i.e., procedures for determining what is a major repair or a major alteration);
Appendix 2
(2) Procedures for obtaining FAA-approved data for major repairs and/or major alterations; and
(3) Forms used for recording major repairs and/or major alterations (i.e., FAA Form 337, customer’s work order, or any records required by an air carrier).
c. Include procedures the organization will follow to ensure that an English-language version of FAA Form 337 is provided directly to the FAA when required.
d. Include the title of each person responsible for completing and submitting FAA Form 337 to the FAA.
11. REPORTING OF UNAIRWORTHY CONDITIONS TO THE FAA. The reporting of unairworthy conditions section should:
a. Explain the procedures the organization will use to ensure that it will submit an FAA Form 8010-4, Malfunction Defect Report (or its equivalent) to the FAA after the discovery of a serious defect or recurring unairworthy condition. This form must be submitted within 96 hours of discovering the problem in any aircraft, power plant, propeller, or component thereof that is subject to the regulatory control of the FAA.
NOTE: Most countries have a similar requirement for reporting unairworthy conditions to the NAA. This same process can be referenced in this section, provided the process is in the English language and can be made available to the FAA upon request. A duplicate copy of the report that is submitted to the NAA is submitted in the English language to the FAA.
b. Include the title of each person responsible for completing and submitting reports of unairworthy conditions to the FAA.
12. SUSPECTED UNAPPROVED PARTS (SUP) REPORTING REQUIREMENTS. The SUP reporting requirements section should:
a. Describe the organization’s procedures to report all SUPs. The organization should submit reports to the FAA under the FAA Suspected Unapproved Parts program as detailed in AC 21-29, Detecting and Reporting Suspected Unapproved Parts.
b. In addition, this section should include the title of each person responsible for completing and submitting suspected unapproved parts notifications to the FAA.
NOTE: Some countries include SUP reporting requirements under their unairworthy conditions report process. The FAA recognizes this system;
therefore, an AMO need only identify the appropriate section by reference in this supplement, provided the procedures are in the English language and can be made available to the FAA upon request. A duplicate copy of the
Appendix 2 form submitted to the NAA must be submitted in the English language to the FAA. For the JAA, JAR 145.60 meets the intent of the SUP program when a copy of the report is forwarded to the FAA in the English language.
13. PARTS RECEIVING.
a. General. The parts receiving section should:
(1) Detail the conditions of acceptability for parts received for installation on a U.S.
customer’s aircraft, product, or component; and
(2) Ensure compliance with the appropriate sections of the Supplement. This is accomplished by describing the appropriate documentation and receiving inspection techniques necessary to qualify a part for installation on a U.S.-registered aircraft. This prevents the use of unapproved parts by the organization. A reference to the appropriate section of the manual is acceptable, provided the referenced section can be made available in the English language to the FAA upon request.
b. Used Parts. This subsection should indicate that when the organization receives them, used parts must be accompanied by one of the following documents:
(1) An FAA Form 8130-3, Airworthiness Approval Tag, signed by an FAA-approved repair station or U.S. air carrier; or
(2) A form meeting the requirements of the documentation specified in section 6 of the FAA Supplement, signed by an FAA-certificated foreign repair station.
c. New Parts. This subsection should indicate that new parts must be received with one of the following documents. A part manufactured outside the United States must have the appropriate export documentation from the country of manufacture.
/g183/g32 FAA Form 8130-3, Airworthiness Approval Tag
/g183/g32 JAA Form 1
/g183/g32 Any other form that is signed by an NAA or designee conforming the part to an FAA type design approval and indicating that the part was manufactured to an FAA type design
14. COMPLIANCE WITH MANUFACTURERS’ MAINTENANCE MANUALS OR INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA).
a. The compliance with manufacturers’ maintenance manuals or ICA section should:
Appendix 2
(1) Describe how the organization will comply with manufacturers’ maintenance manuals or ICA;
(2) Include procedures that the organization will use when an air carrier’s manual deviates from the procedures specified in the corresponding manufacturer’s manual; and
(3) Include procedures for discussing such deviations with an air carrier, determining whether the deviation requires FAA approval, and how such approval, if required, will be obtained.
(4) State that the AMO should retain an English-language copy of the technical data from which the AMO’s internal documents were developed. However, the AMO may convert technical data (i.e., ICA, manufacturers’ maintenance manuals, or type certificate holders’ continued airworthiness data) into internal documents such as work cards, work sheets, and shop travelers in a language other than English. The AMO also should establish procedures to ensure that its English-language copy of technical data and any internal documents developed from this technical data are current and complete. The English-language copy of the technical data should be retained at the AMO’s main base.
(5) State that all maintenance performed for a U.S. air carrier, including all major repairs and major alterations, must be recorded in accordance with that air carrier’s manual. Major repairs performed for anything other than a U.S. air carrier must be recorded on FAA Form 337 or on a work order signed and dated by the repair station. Major alterations performed for anything other than a U.S. air carrier, (i.e., U.S.-registered general aviation aircraft or Part 125 aircraft) must be recorded on an FAA Form 337.
b. In most cases, the NAA requires the AMO to comply with the operator’s work order and manual. The FAA recognizes the NAA’s requirement; therefore, a reference to the section of the manual that addresses this issue is acceptable, provided that section is written in the English language and can be made available to the FAA upon request. However, any deviation from procedures as stated above should be addressed in this section to show compliance with FAA-approved data.
15. COMPLIANCE WITH U.S. AIR CARRIER OR 14 CFR PART 125 OPERATOR PROCEDURES.
a. Compliance with the Operator’s Manual. The compliance with U.S. air carrier or 14 CFR Part 125 operator procedures section should:
(1) Describe how the organization will comply with appropriate portions of a U.S. air carrier’s manual or Part 125 operator’s manual as provided by that operator, manufacturers’ manuals, ICA, and the U.S. operator’s instructions to the organization; and
(2) State that the organization understands that any deviation from these manuals or instructions will require documented approval from the operator.
Appendix 2
b. Required Inspection Items (RII). This subsection should:
(1) State that RIIs are identified in the U.S. operator’s manual and must be accomplished by authorized personnel who are not involved in work on the item to be inspected.
(a) The RII qualified inspectors must work under the quality control system/inspection organization of the repair station. They should not be a part of the production organization.
(b) Under this subsection of the manual, the repair station should state how the separation between maintenance and inspection is managed. This section may only apply when working on an article that is an RII. If the RII inspector’s findings will go to the air carrier’s RII organization for final disposition, then it may not be necessary for inspectors to work in a separately structured organization.
(2) State that the findings of the RII qualified inspector cannot be overruled by the repair station organization or the maintenance department of the air carrier.
(3) Include the organization’s procedures to ensure that any person performing RIIs is trained, qualified, and authorized by the air carrier for which the RII is being conducted.
16. FAA AIRWORTHINESS DIRECTIVES (AD). The FAA AD section should:
a. Explain how the organization will ensure it has all FAA ADs applicable to the work it is performing under the ratings it holds.
b. State how the organization will manage and control the distribution and use of ADs. It also should identify how the organization will ensure that the applicable FAA ADs will be made available to its personnel when they perform work under its FAA certificate and rating.
c. List by title each person responsible for compliance with these requirements.
d. Include repair station procedures to ensure customer approval/request of the performance of applicable ADs. If the organization does not comply with an applicable AD, its noncompliance should be recorded in the item’s maintenance records. This section should describe how this information will be recorded and transmitted to the customer.
17. CONTRACT MAINTENANCE. The contract maintenance section details the organization’s compliance with the FAA Special Conditions regarding contracting in the MIP.
a. General. This section should:
NOTE: After 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 type-
Appendix 2 certificated article (i.e., Aircraft, Engine, or Propeller). The facility being contracted must also have the same inspection system as the certificate organization and must be under the Internal Auditing System/QMS of the certificated organization. The contractor must be audited at least once per year by the Internal Auditing System/QMS of the repair station. In addition, the contracted facility must be advised that they are subject to the same FAA surveillance as the certificated organization; therefore, paragraphs 17a(2) and b(1), (2), and (3) will not be applicable after the effective date of the rule.
Many countries allow non-certificated sources to act on behalf of the AMO and return a product to service under the AMO’s NAA approval. This system is not recognized by the FAA: The non-certificated/approved contractor must return the product to the FAA-certificated AMO for final inspection/testing and return to service.
(1) Note that the organization 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. (After April 2003, the repair station doesn’t need to have the tools, equipment, and material located on the premises until the work is being performed.)
(2) Explain that the organization is authorized to contract functions to FAA-certificated facilities and non-FAA certificated facilities. The FAA’s use of the term “contracting” in this section encompasses the use of the term “subcontracting” as specified in some NAA requirements and guidance material.
(3) Describe those procedures the organization will use both to qualify and audit contractors.
(4) Specifically identify those organizations to which work is contracted.
NOTE: In most cases, the NAA requires the AMO’s manual to contain a list of contractors. This list can be referred to by section in the manual if the list is in the English language and the AMO identifies which contractors are applicable to their FAA certificate.
b. Contracting to Non-FAA Certificated Sources. If the AMO contracts a function to a non-FAA certificated source, the AMO must be appropriately rated to perform the work. (See NOTE in paragraph 17a, General; not applicable after April 2003.) This section should:
(1) Explain that the AMO is responsible for approving for return to service each item on which work is performed and for ensuring its airworthiness.
(2) Indicate that any non-FAA certificated source to which work is contracted must be under the control of the AMO’s quality monitoring system/internal auditing system.
Appendix 2 Additionally, the AMO must inspect each item on which contracted work has been performed for compliance with this supplement.
(3) Explain that if the AMO cannot determine the quality of contracted work, the work can only be contracted to an FAA-certificated facility that is able to inspect the work performed and issue a return to service for the work performed. If the contracted item must be disassembled by the AMO to determine the quality of the work performed, then it should not be contracted to a non-FAA certificated source.
c. Contracting to FAA-Certificated Facilities. This subsection should:
(1) Explain that if the AMO contracts functions to another organization that is FAA-certificated, the contractor is responsible for approving the return to service for each item on which it has worked.
(2) Describe the procedures the organization will use to determine that the FAA-certificated organization to which work is contracted is properly certificated to perform that work.
d. Receiving Inspections. This subsection should:
(1) Describe the organization’s procedures for inspecting the work performed by a contractor on an item that has been returned to service;
(2) Describe the procedures the organization uses to provide technical training for receiving inspection personnel who inspect contracted work;
(3) Explain the procedures the organization will use to ensure that items on which contracted work has been performed are properly processed through the organization’s receiving inspection procedures;
(4) Explain receiving inspection procedures in enough detail to enable a receiving inspector to make an airworthiness determination of any item received based on a technical review of contractor source documentation; and
(5) Describe the method of recording contracted work and the record-retention period.
e. Audits. This subsection should:
(1) Describe the procedures the organization uses when auditing contractors and the frequency of such audits. It also should explain the procedures for recording the results of such audits, to include the record-retention period for the results of each audit;
(2) Describe the procedures the organization will use to ensure that contractors comply with operators’ manuals, manufacturers’ manuals, and ICA;
Appendix 2
(3) Describe how contractors are informed of any changes to these manuals and procedures; and
(4) List those facilities to which the organization contracts work. (See this AC’s paragraph 13 for acceptable means of compliance.)
NOTE: It is acceptable to refer to other English-language sections of the manual that describe the organization’s quality monitoring program/internal audits and the procedures referred to in this section.
(See AC paragraph 13 for additional information on contracting.)
18. HIDDEN-DAMAGE INSPECTIONS.
a. The hidden-damage inspections section should:
(1) Indicate that the organization has an inspection system to assess hidden damages, including areas next to the obviously damaged areas, and for those airframes, power plants, or parts thereof involved in an accident.
(2) List by title each person responsible for the proper functioning of the organization’s inspection system. This section should also provide a brief description of that system or the equivalent quality control system.
b. The inspection system should ensure that a hidden-damage inspection is conducted and recorded and that the item is appropriately processed for certification or disposition.
c. Most NAAs have a similar requirement for hidden-damage inspections. The FAA recognizes these requirements. A reference by section in the manual is acceptable, if the section is written in the English language and can be made available to the FAA upon request.
19. DISPLAY OF CERTIFICATE. The display of certificate section should indicate that the organization’s FAA certificate must be available for public view at the organization’s fixed location. It also should identify the location of the certificate.
20. ADVERTISING. The advertising section should state that whenever the organization indicates in advertising that it is certificated, the advertising must clearly state the FAA repair station’s certificate number.
21. FORMS. The forms section should include copies of all forms referred to in the Supplement, (e.g., JAA Form 1, FAA Form 8130-3, FAA Form 8010-4, FAA Form 337), procedures for completing the forms, and the title of any person authorized to execute such forms. It is acceptable to refer to other sections of the Supplement or to other English-language sections of the manual where the copies and procedures for completing the forms are located and can be provided to the FAA upon request.
Appendix 3 APPENDIX 3.
COMPARISON OF FEDERAL AVIATION ADMINISTRATION (FAA) PART 145
REPAIR STATION RATINGS AND JOINT AVIATION AUTHORITY (JAA)-APPROVED MAINTENANCE ORGANIZATION RATINGS
SAMPLE RATING COMPARISON CHART
JAA Aircraft Ratings and FAA Airframe Ratings
JAA Ratings Ratings Limitations A-1 Aeroplanes/Airships (above 5700 kg) Quote Type A-2 Aeroplanes/Airships (5700 kg and below) Quote Manufacturer, Group, or Type A-3 Helicopter Quote Ma nufacturer, Group, or Type
NOTES:
/g183/g32 JAA ratings are limited by type and weight of aircraft.
/g183/g32 A rating may be issued for base or line maintenance.
/g183/g32 Rotors are also listed under components (C-10) and transmissions (C-11).
FAA Ratings Class 1 Composite constr uction of small aircraft (12,500 lbs. or less) Class 2 Composite construction of large aircraft (above 12,500 lbs.)
Class 3 All metal construction of small aircraft Class 4 All metal construction of large aircraft Limited Airframes of par ticular make and model or parts thereof
NOTES:
/g183/g32 FAA ratings are issued according to weight and type of construction.
/g183/g32 FAA ratings are issued for base maintenance only.
/g183/g32 Line maintenance may be performed only at co-located facilities.
/g183/g32 A rating is issued for a class if the applicant is shown to have capability in that class.
/g183/g32 Limited ratings are issued for make and model or for parts (e.g., landing gear or interior).
/g183/g32 The holder of an airframe rating can inspect but cannot repair power plants.
/g183/g32 Rotors may be maintained under an airframe rating.
Appendix 3 JAA Engine and FAA Powerplant Ratings
JAA Ratings FAA Ratings Ratings Limitations Class 1 Reciprocating engines of 400 h.p.
or less B-1 Turbine Engine Type Class 2 Reciprocating engines of more than 400 h.p.
B-2 Piston Engine Manufacturer Engine Type or Group Class 3 Turbine engines B-3 APU Limited Engines of a particular make and model or parts thereof
NOTE: NOTE:
Auxiliary Power Unit (APU) is listed APU is listed as a limited accessory rating.
under Component-Engine C-7.
JAA Ratings for Components Other Than Complete Engines or APU and FAA Propeller Ratings
JAA Rating FAA Ratings Class Rating Propeller Ratings Components other than complete engines or APU C-16 Propellers Class 1 All fi xed-pitch and ground-adjustable propellers of wood, metal, or composite construction Class 2 All othe r propellers by make
NOTE: No major differences.