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procedures used by outsource providers for the performance of maintenance.  However, the manner used to evaluate, accept, and authorize the outsource providers procedures must be contained in the carrier’s CAMP.

B.  Substantial Maintenance. On June 18, 1996, Administrator Hinson announced a program to improve the FAA Flight Standards' inspection policies. The Administrator outlined improvements to the air carrier inspection policy regarding substantial maintenance performed by persons other than the air carrier.

NOTE:  The provisions of substantial maintenance provider guidance and the subsequent issuance of Operations Specifications (OpSpec) D091 are only applicable to 14 CFR part 121 operators.

(1) These part 121 air carrier inspection policy improvements are centered on the following:

Pre-qualification of new maintenance providers before they can be authorized for use

The evaluation of current maintenance providers being used by air carriers

The listing, on OpSpecs, of all maintenance providers who perform substantial maintenance

(2) These inspection policy improvements are a result of a recent perceived trend among some air carriers to neglect their responsibility to effectively control and oversee maintenance performed by maintenance providers. The air carrier's responsibility for the airworthiness of its aircraft, along with the associated requirement to be responsible for the performance of all elements of its CAMP, is restated and emphasized.

(3) Within the intent of this guidance and OpSpecs D091, substantial maintenance is defined as any activity involving a "C" check or greater maintenance visit; any engine maintenance requiring case separation or tear down; any major alterations or major repairs performed on airframes, engines, or propellers; and/or the painting of aircraft. Examples of substantial maintenance include:

(a) Accomplishment of scheduled heavy maintenance inspections (e.g., "C" checks, "D" checks, or equivalent), which may include the accomplishment of Airworthiness Directives, Airworthiness Limitation Items, and Corrosion Prevention and Control Program tasks applicable to aircraft primary structure.

(b) Accomplishment of off-aircraft maintenance or alteration of engines that involves the separation of modules or propellers, Full Authority Digital Engine Controls, major engine repairs, and repairs to life-limited parts such as compressors, turbine disks, and engine cases, but excluding parts such as blades, vanes, and burner cans.

(c) Accomplishment of off-aircraft maintenance or alteration of required emergency equipment items such as slides and rafts, but excluding items such as medical kits, crash axes, life vests, and escape ropes.

(d) Accomplishment of aircraft painting refers to the painting of the entire aircraft or entire sections of an aircraft (i.e., wing, fuselage, empennage, etc.).  

(4) Therefore, any maintenance organization that an air carrier arranges to provide any of the above type services must be classified as a substantial maintenance provider. This section also applies to maintenance providers who perform substantial maintenance on leased/exchanged parts/components, which will be used by the carrier on its authorized aircraft.

C. Examples of Maintenance Outsourcing. Any organization or person with whom the air carrier has made an arrangement and/or contract (informal/oral or formal/written) for the performance of any maintenance, preventive maintenance, or alterations involving their aircraft and/or components thereof, is considered an outsource maintenance provider.  The following paragraphs describe general examples of outsourcing maintenance.

(1) Air Carrier Arranges for the Performance of Maintenance. This example includes arrangements with repair stations, certificated and non-certificated mechanics, or other certificated operators to repair, inspect, or overhaul engines, structures, airframes, and/or appliances that are not considered to be substantial maintenance as defined in this chapter. These arrangements can be continuous or on

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