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VOLUME 4 AIRCRAFT EQUIPMENT AND OPERATIONAL AUTHORIZATIONS

CHAPTER 14 GENERAL OPERATING AND FLIGHT RULES—MAINTENANCE

ISSUES

Section 10 Evaluate/Approve an Inspection Program Under Part 91K

4-1576 PROGRAM TRACKING AND REPORTING SUBSYSTEM (PTRS) ACTIVITY

CODES.

A. Maintenance:

• Title 14 of the Code of Federal Regulations (14 CFR) part 91,

§ 91.1109(b)(1)–(4), Inspection Programs: 3341 (initial), 3342 (revision).
• Section 91.1109(b)(5), Approved Inspection Program (AIP): 3343 (initial),
3344 (revision).

B. Avionics:

• Section 91.1109(b)(1)–(4), Inspection Programs: 5341 (initial), 5342 (revision).

• Section 91.1109(b)(5), AIP: 5343 (initial), 5344 (revision).

4-1577 OBJECTIVE. This section discusses the procedures to evaluate and approve aircraft
inspection programs submitted by part 91 subpart K (part 91K) operators.

4-1578 PART 91K INSPECTION PROGRAMS. For aircraft operating under part 91K, the
designated part 91K fractional owners’ program manager must establish an inspection program
for each make and model (M/M) aircraft. The program manager will act for all fractional owners
to obtain authorizations or approvals about the program aircraft. Several types of inspection
programs are available to part 91K program managers. The Administrator may require revision
of any inspection program approved under part 91K per the provisions of § 91.415.

4-1579 PROGRAM OPTIONS. Section 91.1109(b)(1)–(5) inspection programs require

Federal Aviation Administration (FAA) approval from a district office with oversight
responsibility for the operator. The part 91K program manager’s inspection program must be
derived from one of the subparagraphs under § 91.1109:

• Section 91.1109(b)(1): An inspection program currently recommended by the

manufacturer.
• Section 91.1109(b)(2): An inspection program that is part of a Continuous
Airworthiness Maintenance Program (CAMP) currently used by a person holding an
air carrier or Operating Certificate issued under 14 CFR part 119 and operating that
M/M aircraft under 14 CFR part 121 or 135.
• Section 91.1109(b)(3): An Approved Aircraft Inspection Program (AAIP) approved
under § 135.419 and currently in use under part 135 by a person holding a certificate
issued under part 119.

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• Section 91.1109(b)(4): An inspection program approved under 14 CFR part 125,

§ 125.247 and currently in use under part 125 by a person holding a certificate under
part 125.
• Section 91.1109(b)(5): An inspection program that is part of the program manager’s
CAMP under § 91.1411.

A. Section 91.1109(b)(1) Inspection Program. For inspection programs based on

a manufacturer’s recommended program, ensure records indicate the date the inspection program
was established and that it includes all items requiring inspection. The exact makeup of
a program based on a manufacturer’s recommended program has led to some confusion. Simply
making reference to the airframe manufacturer’s recommended program is not enough. This type
of program is equivalent to an AIP under § 91.409(f)(4). For more information on approving
these types of programs and the process involved, refer to Advisory Circular (AC) 91-90, Part 91
Approved Inspection Programs. Because this program requires only inspections items, it does not
include items of scheduled maintenance, such as overhauls, the scheduled replacement of parts,
or other maintenance actions called out in Service Bulletins (SB), Service Letters (SL), or service
instructions.

B. Section 91.1109(b)(2) Inspection Program. For an inspection program that is part of

a part 121 or 135 operator’s CAMP, ensure the records indicate the inspection program is
currently in use by a person holding an air carrier or Operating Certificate issued under part 119,
and is operating the same M/M aircraft under part 121 or 135. Although the part 91K operator
does not have to be affiliated with the part 121 or 135 operator, they must have some legitimate
way to gain access to the inspection program, so part 91K operators utilizing this type of
inspection program are almost always affiliated with part 121 or 135 in some way.

C. Section 91.1109(b)(3) Inspection Program. For a part 91K inspection program

obtained as an AAIP under § 135.419, ensure the records indicate the program is currently in use
under part 135 by a person holding a certificate issued under part 119. As with subparagraph
4-1579B above, the part 91K operator does not need to be affiliated with the part 135 operator,
but it usually is in some way due to the information sharing needed for this type of program.

D. Section 91.1109(b)(4) Inspection Program. For a part 91K inspection program

obtained as an AAIP under § 125.247, ensure the records indicate the program is currently in use
under part 125 by a person holding a certificate under part 125. Once again, the part 91K
operator does not need to be affiliated with the part 125 operator, but it usually is in some way
due to the information sharing needed for this type of program.

E. Section 91.1109(b)(5) Inspection Program. These programs are included as part of

a program manager’s CAMP. Since the CAMP is not an approved program as a whole under
part 91K, the inspection program must still receive approval by the FAA to meet § 91.1109(b)
requirements. The inspection program is then listed and authorized for use (by aircraft
registration number) on management specification (MSpec) D073. A benefit of the CAMP is
that, through the Continuing Analysis and Surveillance System (CASS), the part 91K operator
proactively manages all 10 elements of the maintenance program, including the program’s time
limitations. In doing so, the operator can optimize its inspection program according to its own
operational environment and experience. For each M/M airplane, program managers who
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comply with CAMP requirements may develop time limitations, or develop standards for
determining time limitations (an FAA-approved reliability program), or a combination of both.
Regardless of the method selected to manage the time limitations, the baseline document used to
develop the initial inspection program is the manufacturer’s recommended program.

1) Time Limitations. In accordance with § 91.1015(a)(5), the required contents of

operations specifications (OpSpecs) must include time limitations, or standards for developing
time limitations. Time limitations are not limited to just the aircraft under a CAMP, but to each
aircraft that has an approved inspection program The time limitations for aircraft not subject to
a CAMP would only include the inspection time intervals that apply to articles and components
having inspection tasks, as well as the main inspection events/checks or segments. Aircraft that
are under a CAMP would also require the time limitations document to list every component,
article, or appurtenance of the aircraft having any scheduled maintenance task. This would
include lubrication, inspection, overhauls, and checks. The time intervals that provide the basis
for the program manger’s development of its time limitations should be based on the
manufacturer’s Maintenance Planning Document (MPD) or Maintenance Reliability Board
Report (MRBR) (just referencing the manufacturer’s maintenance manual chapter 5 is not
acceptable). The time limitations document is developed by the program manager, approved by
the FAA, and referenced on the OpSpec/management specification (MSpec) (refer to
OpSpec/MSpec D089. Inspection programs incorporating the time limitations required by
§ 91.1015(a)(5) may optimize time limitations differently from manufacturer definitions, but an
operator must obtain FAA approval prior to implementing the changes. Under this method, FAA
approval depends on the part 91K operator providing technical justification for changes, which
should be based primarily on its own experience and operating environment. However, when
provided by the operator, principal inspectors (PI) may consider technical justifications from
other sources, which could include data from:

• Other operators of the same fleet type, operational environment, and aircraft
utilization; or
• Other sources, provided the data is relevant to the revision.

2) Reliability Programs. Section 91.1015(a)(5) indicates program managers may

develop time limitations or “standards for determining time limitations.” These standards are an
FAA-approved reliability program. Revisions to time limitations are made per the operator’s
reliability program. The output or result of the approved reliability program is the operator’s
optimized time limitations, and resulting time limitations are based on the operator’s operational
experience and operating environment. Changes to time limitations may be made without prior
or subsequent FAA approval. The general requirements to adjust a specific time limitation are:

a) The FAA must approve the reliability program;

b) The FAA must authorize the reliability program for use through published
OpSpecs or MSpecs;

c) The operator must compile sufficient operational experience as defined in the

reliability program; and

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d) The specific item must not be otherwise restricted from optimization

(Airworthiness Directives (AD), airworthiness limitation items (ALI), etc.).

3) Combination Programs. For a given M/M airplane, a program manager may

manage specific tasks or groups of task under one method (fixed time limitations or reliability
program), with the remainder of the inspection program items managed under the other method.
For example, a program manager may publish and accomplish engine system inspections per the
engine manufacturer’s recommended time limitations, while the remainder of the airplane
inspections are managed and optimized using the operator’s FAA-approved reliability program.
Operators utilizing split programs must clearly state in their manual which systems and tasks are
controlled by which method. Inspectors should ensure this system/task-method correlation is also
identified in associated MSpecs.

4-1580 GENERAL INFORMATION RELATING TO PART 91K INSPECTION

PROGRAMS. The following is informational when evaluating and approving part 91K
inspection programs.

A. Fractional Ownership Aircraft. Certain elements of part 91K provide these aircraft
programs with a level of safety equivalent to regulations that apply to on-demand operators.
As far as maintenance is concerned, this is evident in two major factors:

1) Approval Required. The responsible Flight Standards office having oversight

responsibility must approve the operator’s aircraft inspection program, time limitations for
inspection and maintenance items per § 91.1015(a)(5), and if used, the operator’s standards for
determining time limitations (reliability program). The aviation safety inspector (ASI) must list
the authorized aircraft and maintenance manual/documents references and approval dates on
MSpec D089.

2) Additional Equipment. Fractional ownership aircraft may have additional

equipment requirements with inspections specific to the equipment. Additional equipment may
include:

• Cockpit voice recorders (CVR),

• Flight data recorders (FDR),
• Ground proximity warning systems (GPWS),
• Terrain Awareness and Warning Systems (TAWS),
• Traffic Alert and Collision Avoidance Systems (TCAS),
• Airborne thunderstorm detection equipment, or
• Airborne weather radar (WX).

NOTE: The operating rules provide the specific requirements.

B. Training for Fractional Ownership Program Maintenance Personnel. Personnel

responsible for performing aircraft maintenance, including inspections, and employed by the
program manager must receive appropriate initial and recurrent training on the aircraft.

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C. Drug and Alcohol Misuse Education Program. Except for “emergency

maintenance” per § 91.1047(e), program managers may use only personnel who have completed
a drug and alcohol misuse education program to perform aircraft maintenance.

D. Inspection Recordkeeping. Operators must follow recording requirements.

An operator’s procedures should include the following inspection recording requirements:

1) Persons approving and disapproving equipment for return to service have entered
the inspection in the record of that equipment.

2) When a program manager maintains a single record, the entry for the inspection is
made in that record.

3) When a program manager maintains separate records for the airframe, engines,
powerplants, propellers, appliances, and components, the entry for inspection is made in each
record, as applicable.

E. Reliability Programs. Section 91.1015(a)(5) requires that all part 91K operators be
issued MSpecs containing the time limitations or standards for determining the time limitations.
The “standards for determining the time limitations” is referring to an FAA-approved reliability
program and would only be applicable if the part 91K operator chooses to maintain aircraft under
a CAMP per § 91.1411. If a part 91K operator chooses to maintain its aircraft under a CAMP per
§ 91.1109(b)(5), and it has an FAA-approved reliability program, the inspection program should
have been approved along with the reliability program. The operator must have an approved
inspection program that is documented and authorized for use in MSpec D073. Any adjustment
of individual inspection intervals performed in accordance with the approved reliability program
does not require separate FAA approval. To meet the § 91.1015 requirement for MSpecs
containing the time limitations, each part 91K operator must be issued D089 (without
a reliability program), D074 for a full reliability program, or D075 with D088 for a partial
reliability program.

NOTE: FAA approval of a reliability program is a separate task, and is

conducted per Volume 3, Chapter 18, Section 6 and Volume 3, Chapter 40,
Section 1.

F. Computerized Tracking and Recordkeeping Programs.

1) Computer software companies and operators have developed computer programs

to track items, such as scheduled maintenance and inspection requirements, ADs, and SBs.
Owner/operators may have these programs in house or they may send their data to a software
company to track the maintenance for them. These programs provide greater accuracy and
reliability and do not require FAA approval or acceptance. In all cases, the program manager is
responsible for the proper accomplishment of inspection requirements.

2) If a part 91K operator uses a computer program to comply with the recordkeeping
and maintenance recording requirements of 14 CFR, prior FAA evaluation and acceptance of the
computer program is highly recommended. Refer to AC 120-78, Electronic Signatures,
Electronic Recordkeeping, and Electronic Manuals.
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NOTE: FAA approval or acceptance of an electronic recordkeeping system for

one operator does not constitute approval or acceptance for use of the same
program by another operator, nor does it provide approval or acceptance of the
software program or the software company.

4-1581 COORDINATION REQUIREMENTS. This task requires coordination between

Maintenance and Avionics inspectors. Coordination with an Aircraft Evaluation Group (AEG) or
an Aircraft Certification Office (ACO), may be required to resolve technical issues.

4-1582 REFERENCES, FORMS, AND JOB AIDS.

A. References (current editions):

• Title 14 CFR Parts 39, 43, 65, 91, § 125.247, and § 135.419.
• AC 39-7, Airworthiness Directives.
• AC 43-9, Maintenance Records.
• AC 43.9-1, Instructions for Completion of FAA Form 337.
• AC 91-90, Part 91 Approved Inspection Programs.
• AC 120-16, Air Carrier Maintenance Programs.
• AC 120-17, Maintenance Control by Reliability Methods.
• AC 120-78, Electronic Signatures, Electronic Recordkeeping, and Electronic
Manuals.
• FAA Order 1800.56, National Flight Standards Work Program Guidelines.
• Volume 3, Chapter 1, Section 1, Safety Assurance System: General.
• Volume 3, Chapter 18, Section 3, Part A Operations Specifications—General.
• Volume 3, Chapter 18, Section 6, Parts D and E Maintenance
OpSpecs/MSpecs/LOAs.
• Volume 3, Chapter 32, Section 6, Safety Assurance System: Evaluating,
Accepting or Approving Maintenance-Related Manuals, Procedures, and
Checklists.
• Volume 3, Chapter 40, Section 1, Safety Assurance System: Approving Part 121
and 135 Reliability Programs.
• Volume 3, Chapter 43, Section 1, Safety Assurance System: Evaluate a Part 121
and Part 135 Continuous Airworthiness Maintenance Program.
• Volume 4, Chapter 14, Section 3, Evaluate/Approve an Inspection Program under
Part 91, § 91.409(f)(4).
• Volume 4, Chapter 14, Section 9, Safety Assurance System: Monitor Cockpit
Voice Recorders.
• Volume 6, Chapter 1, Section 2, Inspect a Part 91 Inspection Program.
• Volume 6, Chapter 1, Section 3, Inspect Part 91 Maintenance Records.
• Volume 6, Chapter 1, Section 7, Evaluating and Inspecting Part 91 Aircraft.
• Volume 6, Chapter 2, Section 4, Safety Assurance System: Ramp Inspections for
Part 91K, 125, 141, 142 Operators and Part 121 and 135 Air Carriers.

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• Volume 6, Chapter 2, Section 6, Safety Assurance System: Conduct Spot

Inspection of a Program Manager/Operator’s Aircraft.
• Volume 6, Chapter 2, Section 17, Monitor and Inspect a Part 91K Operator’s
Aircraft and Approved Inspection Program.

B. Forms. None.

C. Job Aids. None.

4-1583 PROCEDURES.

A. Evaluate the Proposed Inspection Program or Revision.

1) The principal maintenance inspector (PMI) or principal avionics inspectors (PAI)

evaluating and approving an inspection program or revision must have an in-depth knowledge of
the operator’s airframe, engine, propeller, rotor, and emergency equipment, along with its
operational environment. If necessary, the PMI or PAI should consult with the AEG or ACO to
resolve any technical issues.

2) The inspection program must encompass the entire aircraft, and should contain
instructions, procedures, and standards for conducting inspections for:

• Airframe;
• Aircraft engines;
• Propellers (if installed);
• Rotors (if installed);
• Appliances; and
• Survival and emergency equipment.

3) While the manufacturer’s recommended inspection program is the basis of the

inspection program, the configuration of aircraft and any additional equipment, modifications, or
repairs to aircraft after manufacture must be included to ensure adequacy of the inspection
program.

4) Avionics and instrument systems are not always installed by the manufacturer and
may not be included in the manufacturer’s recommended inspection program. Avionics and
instrument system inspections should be based on the equipment manufacturer’s
recommendations or instructions, and must be included in the inspection program.

5) The program must include the inspection criteria as provided in instructions for
continued airworthiness (ICA), including those about any repairs or alterations previously
accomplished.

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6) Be careful that the inspection program does not amend or extend retirement times
for life-limited parts without separate and specific FAA approval. Life limits should be explicitly
identified and expressed in:

• Number of cycles;
• Number of landings;
• Length of time in service;
• Calendar-time; or
• A combination of the above measures.

7) The program can include additional inspection requirements, such as the test and
inspection of an emergency locator transmitter (ELT), altimeter/altitude reporting system, and air
traffic control (ATC) transponder. Repetitive AD compliance and ALIs may also be included in
the program. But be careful that the inspection program does not override or alter the regulatory
time intervals for these additional maintenance requirements without separate and specific FAA
approval.

8) Ensure the inspection program is in writing, that it is included as part of the

program manager’s manual, and that it contains, at a minimum:

• Instructions and procedures for conducting inspections, including necessary

tests, checks, parts and areas that must be inspected (see below for more
information).
• A schedule with inspection intervals, expressed as time in service,
calendar-time, number of system operations, or a combination of these.
• The name and address of the person responsible for scheduling the
inspections.
• All items of installed equipment subject to inspection requirements, whether
or not the equipment is required for the intended operation.

NOTE: Unique identifiers for items being inspected may be used to facilitate
program management, analysis, and optimization. Examples are:

• Aircraft system and subsystem task coding;

• Type of task (General Visual Inspection (GVI), structural inspection,
corrosion inspection, borescope, etc.);
• Failure Effect Code (MSG3 only);
• In addition to the interval, the check “package” during which the task is
scheduled and accomplished, if applicable; and
• Other task identifiers, such as if the task is AD-related, an ALI, or an
administrative task.

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9) The inspection program must contain the specific step-by-step instructions for
conducting the inspections. However, the instructions can be included in a couple of ways.
An operator can write its own step-by-step procedures (typically in the form of workcards) that it
develops and submit for review and approval as part of its inspection program. Alternately, the
inspection program can simply reference the instructions already developed by the manufacturer.
Either approach is acceptable. While step-by-step instructions are indeed a part of the inspection
program (by rule), they can be “incorporated-by-reference” as long as nothing is changed from
the manufacturer’s defined procedure. For example, the program could identify a borescope
inspection and call out for it to be accomplished every 800 hours, but could reference the
manufacturer’s specific instructions for accomplishing the task. In this instance, that part of the
manufacturer’s maintenance manual becomes part of the inspection program. How those
incorporated-by-reference instructions are revised can be accomplished in a couple of different
ways:

a) By default, instructions incorporated by reference are “frozen-in-time” as of

the date the inspection program is submitted for approval. In this method, the inspection program
must reference the specific revision of the manufacturer’s instructions. Subsequent revision to
referenced instructions would need to be separately approved by the FAA through a revision to
the inspection program. An operator would need to retain access to the specified version of any
referenced instructions. It would also need to ensure its procedures included providing the
approved version of the instructions, which may not be the most recently published
manufacturer’s instructions, to persons performing the inspections.

b) The other option available to operators is referencing these instructions in an

“as revised” state. This means that if a manufacturer updates its procedures for a referenced
inspection, the inspection program owner can follow the new instructions without needing
further review and approval by the FAA. The logic behind this is that, while the entire program
(to include the instructions) is technically “FAA-approved” and subject to review, the FAA will
almost always accept an unchanged manufacturer’s procedure without further review. This
option would save both an operator and the FAA needless administrative effort if an operator
always intends to follow the latest manufacturer’s instructions. The FAA will typically find that
following the latest version is in the best interest of safety. This might also be desirable when an
operator has multiple aircraft on an inspection program and wants to keep the inspections
“in-sync” rather than having slightly different programs for each one, due to the differences in
the manufacturer’s programs at the various times of submission. However, this option might not
be appropriate if there was some logical reason why the manufacturer’s process would be
inadequate, considering an operator’s circumstances, or when the manufacturer’s instructions for
an inspection have been modified.

c) This can also be “mixed and matched,” meaning some instructions can be “as
revised” where others are not. This mix and match method should be clearly identified in the
inspection program. Whichever method is used, it must be clearly defined and described in the
inspection program, and clearly identified whenever the instructions are being referenced.

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NOTE: Only inspection procedures can be referenced. Specific time intervals

must always be defined and approved as part of the inspection program and
cannot be changed without submitting a revision to the inspection program to the
FAA.

NOTE: If any referenced inspection procedures are not published in English, the
applicant must submit an English translation of the procedures. It is to the
applicant’s benefit to ensure the translation is performed by a technically
competent individual familiar with aviation terms and practices.

B. Specific Requirements.

1) Inspection Programs Under § 91.1109(b)(1). For Original Equipment

Manufacturer (OEM)-recommended programs submitted under § 91.1109(b)(1), compare the
submitted program with the manufacturer’s recommended program. For more information on
what this type of program should contain, refer to AC 91-90.

2) Inspection Programs Under § 91.1109(b)(2)–(4). For inspection programs

obtained from another operator under § 91.1109(b)(2)–(4):

• Verify program applicability based on airplane M/M;

• Verify the program is currently in use by the operator from which it was
obtained;
• Compare the submitted inspection program with the other operator’s program
to ensure all provisions have been incorporated; and
• Identify aircraft configuration differences from the other operator’s program
based on model-series and installed equipment. Ensure the part 91K
operator’s program identifies and accounts for all differences within its
inspection program.

3) Inspection Programs Under § 91.1109(b)(5). These inspection programs are

only applicable if the program manager chooses to maintain the program aircraft under a CAMP
per § 91.1411. The inspection program must meet the requirements of §§ 91.1015(a)(5)
and 91.1109(a). Inspection programs approved under § 91.1109(b)(5) are part of the CAMP and
as such the inspections being performed may involve Required Inspection Items (RII) that are
part of the CAMP. The program manual must provide instruction on how RII will be addressed
when performing inspections.

a) Built-in inspection tolerances, or WINDOWS, for inspection completion times

by part 91K operators choosing a CAMP are only allowed as specified in the
OEM-recommended program.

NOTE: Using WINDOWS is not permitted for part 91K CAMP operators with
a short-term escalation authorization. See Volume 6, Chapter 2, Section 28.

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b) Evaluate procedures for scheduling inspections. The program must list

inspection intervals for inspection tasks and should describe personnel responsibilities for
scheduling, performing, and documenting inspections.

c) Ensure the inspection program includes information that defines the program,
and includes instructions on program administration and implementation.

d) The program should include procedures to ensure that properly certificated,

qualified, trained, current, and authorized personnel perform inspections.

e) Evaluate procedures for reporting and correcting inspection program

discrepancies. The program must include detailed instructions, procedures, forms, and
documents for recording and correcting discrepancies. These instructions, procedures, and forms
may appear elsewhere in the company’s manual, but their location must be referenced in the
inspection program.

f) When reviewing an inspection program for transport category airplanes, the

PMI or PAI should use the Maintenance Review Board Report (MRBR) and Maintenance
Planning Document (MPD) to verify the operator has accounted for the manufacturer’s
requirements in the inspection program.

g) The operator should have procedures in place to ensure that its aircraft is
returned to service in an Airworthy condition after the completion of an inspection. This would
include compliance with applicable ADs, ALIs, and life-limited parts.

4-1584 TASK OUTCOMES.

A. Complete the PTRS Record.

B. Complete the Task.

1) Resolve deficiencies in the inspection program per established procedures.

NOTE: The Administrator may require revision of an inspection program

approved under § 91.415.

2) Indicate approval of the submitted program through established procedures, and

issue an appropriate MSpec.

3) Successful completion of the task will result in approval of the inspection

program, and issuance of an appropriate OpSpec/MSpec.

4) Establish and maintain an operator file according to agency orders. The file
should include a copy of the program and all related correspondence.

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4-1585 FUTURE ACTIVITIES. Carefully monitor inspection systems for compliance with
appropriate 14 CFR parts and for continued airworthiness of subject aircraft. Determine whether
maintenance practices are performed at an adequate level of safety. Direct particular attention to
areas where trends indicate a faulty inspection system or inadequate maintenance. Take
immediate action to correct deficiencies.

RESERVED. Paragraphs 4-1586 through 4-1600.

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