Appendix 7 Phase IV—Demonstration & Inspection:
• Monitor Training
• Flight Crewmembers—Proficiency Checks
• Check Pilots
• Maintenance Training
• Flight Attendant—Competency Checks
• Aircraft Conformity Inspections
• Principal Base of Operations Inspection
• Maintenance Base Inspection
• Proving/Validation Testing
• Table-Top Demonstrations
• Operational Control Inspection
• Maintenance Procedures Inspection
• Passenger Handling Inspection
• Record Keeping Inspection
Phase V—Documentation:
1. Issuance of Management Specifications (MSpecs)
2. PTRS Completion
3. Update VIS Information
4. File Appropriate Documents
Appendix 7 APPENDIX 7. MAINTENANCE PROGRAMS
1. GENERAL PROGRAM INFORMATION. Several types of inspection programs are available to Title 14 of the Code of Federal Regulations (14 CFR) part 91 fractional managers operating under 14 CFR part 91 subpart K (part 91K). All part 91K inspection programs must be submitted to the local FSDO for approval. You must obtain this approval regardless of any previous approval of the program. Fractional ownership programs may use a Continuous Airworthiness Maintenance Program (CAMP), in accordance with the requirements of part 91K.
For aircraft operating under part 91K, you are required to establish an aircraft inspection program under the provisions of part 91, § 91.1109. You will act on behalf of the fractional owners (collectively) for any authorizations or approvals concerning the program aircraft.
a. The program must be derived from one of the following:
(1) An inspection program currently recommended by the manufacturer.
(2) An inspection program that is part of a CAMP currently in use by a person holding an air carrier or operating certificate issued under 14 CFR part 119 and operating that make and model aircraft under 14 CFR part 121 or 135.
(3) An aircraft inspection program approved under part 135, § 135.419 and currently in use under part 135 by a person holding a certificate issued under part 119.
(4) An aircraft inspection program approved under 14 CFR part 125, § 125.247 and currently in use under part 125 of this chapter by a person holding a certificate under part 125.
(5) A CAMP approved for you by your principal maintenance inspector. If you elect to use another operator’s program, you must still submit it for approval, regardless of any other approvals.
NOTE: The Federal Aviation Administration (FAA) may require revision of the inspection program approved under this section in accordance with the provisions of part 91, § 91.415.
b. The program must be in writing and be included in your manual. The details must include the following:
(1) Instructions and procedures for conducting inspections, including necessary tests and checks.
(2) Inspection intervals, expressed in terms of time in service, calendar time, number of system operations, or any combination of these.
(3) The parts and areas that must be inspected.
2. MAINTENANCE RECORDS. Each program manager must keep the records specified in part 91, § 91.417(a) for the periods specified in part 91, § 91.417(b). This system should be described in the manual required under part 91, § 91.1025. If you are using a CAMP, these Page 1
Appendix 7 records must be transferred to the purchaser at the time of sale and when the aircraft is removed from the list of program aircraft on your management specifications (MSpecs).
3. CAMPs. A CAMP combines the maintenance and inspection functions used to fulfill your total maintenance needs. The regulations specify that each program manager must have a maintenance program adequate to perform the work and a separate inspection program adequate to perform required inspections. For fractional ownership program managers, a CAMP must meet the requirements of part 135.
a. Definitions. (14 CFR part 1 and part 43.)
(1) Airworthiness. A condition in which the aircraft, airframe, engine, propeller, accessories, and appliances meet their type design and are in a condition for safe operation.
(2) Inspection. The routine performance of inspection tasks at prescribed intervals. The inspection must ensure the airworthiness of an aircraft up to and including its overhaul or lifelimits.
(3) Scheduled (Routine) Maintenance. The performance of maintenance tasks at prescribed intervals.
(4) Unscheduled (Non-Routine) Maintenance. The performance of maintenance tasks when mechanical irregularities occur. These irregularities are categorized as to whether they occur during flight time.
(5) Structural Inspection. A detailed inspection of the airframe structure that may require special inspection techniques to determine the continuous integrity of the airframe and its related parts.
b. Program Requirements. Basic requirements of a CAMP include the following:
• Inspection,
• Scheduled maintenance,
• Unscheduled maintenance,
• Overhaul and repair,
• Structural inspection,
• Required Inspection Items (RII),
• Reliability program (if appropriate), and
• Continuing Analysis and Surveillance System (CASS).
c. Manuals.
(1) Instructions and standards for unscheduled maintenance must be in your technical manuals. The manuals must contain procedures when using these manuals and recording scheduled and unscheduled maintenance. Each manual must include at least the following:
(a) The method of performing routine and non-routine maintenance (other than required inspections), preventive maintenance, or alterations.
Appendix 7
(b) A designation of maintenance and alteration items that must be inspected (required inspections), including at least those that could result in a failure, malfunction, or defect, endangering the safe operation of the aircraft, if not performed properly or if improper parts or materials are used.
(c) The method of performing required inspections and a designation by occupational title of personnel authorized to perform each required inspection.
(d) Procedures for the reinspection of work performed under previous required inspection findings (buy-back procedures).
(e) Procedures, standards, and limits necessary for required inspections; for acceptance or rejection of the inspected items; and for periodic inspection and calibration of precision tools, measuring devices, and test equipment.
(f) Procedures to ensure that all required inspections are performed.
(g) Instructions to prevent any person who performs any item of work from performing any required inspection of that work.
(h) Instructions and procedures to prevent an inspector’s decision regarding any required inspection from being countermanded by people other than supervisory personnel of the inspection unit, or a person at the level of administrative control that has overall responsibility for the management of both the required inspection functions and the other maintenance, preventive maintenance, or alteration functions.
(i) Procedures to ensure that maintenance (including required inspections), preventive maintenance, or alterations that are not completed due to work interruptions are properly completed before the aircraft is released to service.
(2) You must put in the manual a suitable system (which may include an electronic or coded system) that provides for the retention of the following information:
(a) A description (or reference to data acceptable to the FAA) of the work performed;
(b) The name of the person performing the work, if the work is performed by a person outside your organization; and
(c) The name or other positive identification of the individual approving the work.
d. MSpecs. CAMPs are approved according to the MSpecs for fractional ownership programs. These MSpecs describe the scope of the program, reference manuals, and other technical data. Details of the program must be included in your manual.
e. Required Personnel. Each program manager who maintains program aircraft using a CAMP must employ two people to fulfill two important maintenance/inspection roles. These two positions—director of maintenance and chief inspector—cannot be filled by a single person. The Page 3
Appendix 7 director of maintenance, or equivalent position, must be a certificated mechanic with an Airframe and Powerplant (A&P) rating that has responsibility for the maintenance program on all aircraft maintained under the CAMP. You must also employ a chief inspector, or equivalent position, that has overall responsibility for the inspection aspects of the CAMP. This person must also be a certificated mechanic with A&P ratings.
f. Program Manager’s Organization. You must have an organization adequate to carry out the provisions of the CAMP. If the work will be performed outside of your organization, the contractor must meet the same requirements. In determining the adequacy of the organization, consider the following:
• The complexity of the organization,
• The aircraft,
• The experience of the personnel, and
• The number of personnel.
4. INSPECTIONS.
a. Applicability. During the original issuance of MSpecs of a program manager, the manager and the FAA should ensure that the CAMP applies to the operation in question. The FAA inspector should inform you of the pertinent policies, procedures, and requirements of the regulations. The same holds true during the process for issuing you MSpecs.
b. Scheduling. You and the FAA inspector should develop a plan to determine a schedule for the submission of required documents.
(1) Scheduled Maintenance. Maintenance tasks performed at prescribed intervals are considered scheduled maintenance. Some of these tasks are performed concurrently with inspection tasks and may be included on the same work form. Work forms that include maintenance instructions must be provided for a record of the accomplishment of these tasks.
(a) Scheduled tasks include replacement of life limited items and components requiring periodic overhaul, nondestructive inspections (such as X-rays), checks or tests for noncondition items, lubrications, and weighing aircraft.
(b) Prime factors considered for inspection intervals are aircraft use, environmental conditions, and the type of operation. Examples include extreme changes in temperature, frequency of landings and takeoffs, operation in areas of high industrial pollutants or coastal areas with high concentrations of salt air, and passenger or cargo operations.
(c) To ensure proper maintenance, each inspection interval must be stated in terms of calendar times, cycles, and hours, as required.
(2) Unscheduled Maintenance. Unscheduled maintenance takes place when mechanical irregularities occur.
(a) Mechanical Irregularities Occurring During Flight (Block-to-Block). These include operational failures, malfunctions, and abnormal flight operations, such as hard or Page 4
Appendix 7 overweight landings. The aircraft maintenance record required by part 91, § 91.1415 must be used to record each irregularity and its corrective action.
(b) Mechanical Irregularities Not Occurring During Flight Time. These include all other failures, malfunctions, and discrepancies, including, but not limited to, inspection findings. A discrepancy form or equivalent system must be used to record each irregularity and its corrective action.
c. Types of Maintenance.
(1) Overhaul and Repair (Airframe, Engine, Propeller, and Appliance).
Maintenance for these items, whether scheduled or unscheduled, may be independent from maintenance performed on the aircraft. You must provide instructions and standards for repair and overhaul, along with a method of approving and recording the work. Appropriate life limited parts replacement requirements should be included in this portion of the CAMP.
(2) Structural Inspection.
(a) Each level of inspection must be clearly defined in your CAMP. For example, a specific area of the aircraft may require only a visual inspection during preflight “A” and “B” checks, but will require a detailed, Non-Destructive Testing (NDT) inspection in the same area for a “C” or “D” check.
(b) Some aircraft are subject to a supplemental structural inspection document, which requires additional age-related structural inspections to be incorporated into the maintenance program.
d. Return to Service. Through the provisions of parts 43, 121, and 135, if a certificated operator uses a CAMP, the FAA considers that operator a maintenance organization. Program managers are not maintenance organizations and do not have the privileges of a certificated organization, although they may have related organizations, such as repair stations that are certificated.
(1) The people exercising certificate privileges have always had the responsibility to show compliance with regulations and determine conformance and safety. The need to ensure that a replacement part was produced by an FAA approved source is, therefore, critical.
(2) You must fully understand § 43.13 and the resulting responsibility to show that any/all parts and/or materials used, from any source, are airworthy (i.e., conform to type design), are equal to the original or properly altered condition, and have been properly maintained.
e. Maintenance Performed for Other Operators. An operator with an approved CAMP under part 121 or 135 may also perform maintenance for another certificate holder under the same regulatory part. Such maintenance must be performed in accordance with that certificate holder’s approved program, including aircraft of nine or fewer passenger seats. An operator under part 135 is not authorized to perform maintenance for an operator under part 121, and vice versa. Although fractional owner program managers may use a CAMP, they are not authorized to perform maintenance for other program managers because they do not have a certificate.
Appendix 7
5. MAINTENANCE PROGRAM PROCEDURES. The maintenance program must incorporate a set of procedures that ensures the following:
a. Maintenance, preventive maintenance, and alterations are performed according to your manual.
b. Competent personnel and adequate facilities and equipment are provided for the proper performance of maintenance, preventive maintenance, and alterations.
c. Each aircraft released to service is airworthy.
d. Airworthiness inspections and RIIs are performed per your manual, by qualified personnel.
e. A system is in place that addresses how specific RIIs are developed, controlled, and reviewed to ensure the continued airworthiness of aircraft.
(1) Airworthiness Inspections. Part 91, § 91.1427 stipulates that each program manager’s manual must discuss airworthiness inspections, including instructions covering procedures, standards, responsibilities, and authority of inspection personnel. The methods and procedures established by your manual must be followed. Items not designated as RII will also be inspected according to the manual’s instructions.
(2) RII. Section 91.1427 discusses the designation of maintenance and alteration work that must be inspected.
(a) The manual must contain a designation of the items of maintenance and alteration that must be inspected. These will include, at a minimum, those items that could result in failure, malfunction, or defect, endangering the safe operation of the aircraft if maintenance is not performed properly or if improper parts or materials are used. You must evaluate your work program to identify RII. Such items may be identified with the abbreviation “RII,” an asterisk, or any similar method.
(b) In determining the work items that are to be categorized as RII, you should consider the importance of the following:
1. Installation, rigging, and adjustments of flight control.
2. Installation and repair of major structural components.
3. Installation of aircraft engines, propellers, and rotors.
4. Overhaul, calibration, or rigging of components, such as engines, propellers, transmissions, gearboxes, and navigation equipment.
6. INSPECTION ORGANIZATIONS. You must have an organization adequate to perform required inspections. Organize the performance of required inspections so as to separate the
Appendix 7 required inspection functions from other maintenance, preventive maintenance, and alteration functions.
a. Personnel Considerations. You must maintain a current listing of persons qualified to inspect its RII. When other organizations perform such maintenance, you must determine that the contractor maintains such a list. Each individual must be identified by name, occupational title, and the RII that individual is authorized to inspect.
(1) To comply with these requirements, your personnel roster (or the contractor’s roster) may be used. This roster should include a method for positive identification of those who are trained, qualified, authorized, certificated, and current.
(2) Authorized individuals may be informed by letter or by a list showing the extent of their responsibilities, authorities, and inspection limitations. If a list is used, it should be signed by each authorized individual to confirm that the authorized person is fully aware of any inspection limitations.
b. Maintenance and Inspections. The separation of your maintenance organization from the inspection organization does not apply to the accomplishment of airworthiness inspections.
7. MAINTENANCE TRAINING PROGRAMS. You must ensure that all employees who are responsible for maintenance related to program aircraft undergo appropriate initial and annual recurrent training and are competent to perform those duties. This training can be formal classroom training, factory provided training, on-the-job training, or any type of training deemed adequate for the type of maintenance that is being performed. If you elect to use a CAMP, you must have a training program to ensure that each person (including inspection personnel) that determines the adequacy of work done is fully informed about procedures and techniques and new equipment in use and is competent to perform that person’s duties.
Page 7 (and 8)
Appendix 8 APPENDIX 8. DESTINATION AIRPORT ANALYSIS PROGRAM
1. INTRODUCTION. The Federal Aviation Administration (FAA) regulations governing operations under Title 14 of the Code of Federal Regulations (14 CFR) part 91 subpart K (part 91K) and part 135 provide for reducing effective runway length requirements for turbine engine-powered, large transport category airplanes. These reductions must be met before a flight’s release, provided the operator meets certain requirements. For destination airports, normal landing distance requirements for these types of operations are 60 percent of the available runway length. For alternate airport landing distance requirements, part 91K remains at 60 percent, while part 135 allows for 70 percent of the effective runway length. If an operator desires to reduce landing distance requirements to 80 percent of the available runway length, that operator must meet regulatory requirements in two areas:
• Eligible on-demand operator or fractional ownership program experience; and
• FAA-approved Destination Airport Analysis Program (DAAP). The DAAP must address specific regulatory requirements and be approved for use through that operator’s management specifications (MSpecs) or operations specifications (OpSpecs), as applicable.
2. EXPERIENCE REQUIREMENTS. An eligible on-demand operator is defined under part 135, § 135.4. Fractional ownership programs must meet the same requirements and are identified under part 91, §§ 91.1053 and 91.1055. The requirements include:
a. Two-Pilot Crew. The flightcrew must consist of at least two qualified pilots employed or contracted by the certificate/application holder.
b. Flightcrew Experience. The crewmembers must have met the applicable requirements of 14 CFR part 61 and have the following experience and ratings:
(1) Total flight time for all pilots:
(a) Pilot in command (PIC)—A minimum of 1,500 hours.
(b) Second in command (SIC)—A minimum of 500 hours.
(2) For multiengine, turbine-powered, fixed wing and powered lift aircraft, the following FAA certification and ratings requirements:
(a) PIC—Airline transport pilot and applicable type ratings.
(b) SIC—Commercial pilot and instrument ratings.
(3) For all other aircraft, the following FAA certification and rating requirements:
(a) PIC—Commercial pilot and instrument ratings.
(b) SIC—Commercial pilot and instrument ratings.
Appendix 8
c. Pilot Operating Limitations. If the SIC of a fixed-wing aircraft has fewer than 100 hours of flight time as SIC flying in the aircraft make and model, and if a type rating is required in the type of aircraft being flown, and the PIC is not an appropriately qualified check pilot, the PIC will make all takeoffs and landings in any of the following situations:
(1) Landings at the destination airport when a destination airport analysis is required under part 91, § 91/1037(c); and
(2) In any of the following conditions:
(a) The prevailing visibility for the airport is at or below 3/4 of a mile.
(b) The runway visual range for the runway to be used is at or below 4,000 feet.
(c) The runway to be used has water, snow, slush, ice, or similar contamination that may adversely affect aircraft performance.
(d) The braking action on the runway to be used is reported to be less than “good.”
(e) The crosswind component for the runway to be used is in excess of 15 knots.
(f) Wind shear is reported in the vicinity of the airport.
(g) Any other condition in which the PIC determines it to be prudent to exercise the his or her authority.
d. Crew Pairing. Either the PIC or the SIC must have at least 75 hours’ flight time as either PIC or SIC in that aircraft type, make, or model.
3. DAAP REQUIREMENTS. DAAP requirements for large, turbine powered, transport category airplanes are found under part 91, § 91.1025 and part 135, § 135.23. Specifically, if required by part 91, § 91.1037(c); or part 135, §§ 135.385 or 135.387, as applicable, the destination airport analysis establishing runway safety margins must include the following elements, supported by aircraft performance data supplied by the aircraft manufacturer for the appropriate runway conditions at the airport(s) to be used, if a reduction below 60 percent of the available runway length is planned:
a. Pilot Qualifications and Experience. The operator is responsible for including all applicable regulatory requirements to establish a pilot’s eligibility to reduce effective runway planning requirements below 60 percent of the available runway length. Experience requirements include pilots with fewer than 100 hours’ flight time in type (“high minimums”), total flight time, and crew-pairing limitations (fewer than 75 hours in type).
b. Aircraft Performance Data to Include Normal, Abnormal, and Emergency Procedures as Supplied by the Aircraft Manufacturer. Landing distance calculations should be completed using the FAA-approved procedures and data. Consider abnormal and emergency procedures, as some of these procedures may increase approach speeds and consequently, Page 2
Appendix 8 landing distance requirements. Planned takeoff weight for the departure from that airport should be evaluated before operating into that airport.
c. Airport Facilities and Topography. Consider what services are available at the airport. Services such as communications, maintenance, and fueling may impact operations to and from that airport. Terrain features may figure prominently in or near a particular airport.
High, fast rising terrain may require special approach or departure procedures, which may impact performance requirements. For example, an aircraft certification criterion uses a 3.5 degree glideslope angle in computing landing distance data. Glideslope angles of 2.5–3 degrees are common and have the effect of lengthening actual landing distance. Airports on top of hilly terrain or downwind of mountainous terrain may occasionally experience gusty winds or winds shifting from a headwind to a tailwind. Such conditions are an important consideration during the landing maneuver, particularly during the flare, and increase landing distance requirements.
d. Runway Conditions (Including Contamination). Runway features, such as slope and surface composition, can cause the actual landing distance to be longer than the calculated landing distance. Wet or slippery runways may preclude reductions from being taken and, in fact, require 115 percent of the distance derived from calculations, whether a reduction was used or not. This distance is calculated by increasing the distance required under dry conditions by an additional 15 percent (e.g., if Aircraft Flight Manual (AFM) data shows the actual landing distance will be 2,000 feet, the effective runway length required is 3,334 feet using 60 percent in this example. If the runway is expected to be wet or slippery upon arrival, the effective runway length required is 3,834 feet). Braking action always impacts the landing distance required as it deteriorates. Always consider the most current braking action report and the likelihood of an update prior to the flight’s arrival at a particular airport.
e. Airport or Area Weather Reporting. Some airports may not have current weather reports and forecasts available for flight planning. Others may have automated observations for operational use. Still others may depend on a nearby airport’s forecast for operations. Area forecasts are also very valuable in evaluating weather conditions for a particular operation.
Comparing forecasted conditions to current conditions will lend insight to changes taking place as weather systems move and forecasts are updated. Longer flight segments may lean more heavily on the forecast for the expected time of arrival, as current conditions may change significantly as weather systems move. For example, if a flight is planned for 5 hours en route, the current conditions may not provide as much insight as a forecast for the arrival time if a cold front is expected to pass through the area while a flight is en route.
f. Appropriate Additional Runway Safety Margins, If Required. Displaced thresholds, airport construction, and temporary obstacles (e.g., cranes and drawbridges) may impact runway length available for landing. Consult Notices to Airmen before conducting a flight; they are a good source of information on items such as these.
g. Airplane Inoperative Equipment. Thrust reversers, on airplanes so equipped, provide some effect of reducing landing rollout distance. However, they are not considered in landing distance performance requirements and data provided by airplane manufacturers during certification. Rather, they provide an added margin of safety when used. If thrust reversers are inoperable or not installed, that additional safety margin does not exist. Also, their effectiveness Page 3