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NOTE:  The air carrier’s airworthiness responsibility does not stop at the original OMP; it continues with the sub-contractors of the original OMP.  The air carrier must address these second- and third-level OMP issues and how the air carrier’s CAMP requirements are accomplished at all levels of OMP.

(3)  Part 121 air carriers should establish, in a specific section or chapter of its manual, the policies and procedures to administer, control, direct, and distribute the required information to the maintenance providers and also ensure the proper performance of the work conducted by maintenance providers.  These policies and procedures must enable an outsource maintenance provider to operate as an extension of the air carrier’s maintenance organization.  One way this is accomplished is for the air carrier to have documented policies and procedures in their manual to review, evaluate, and accept or reject all maintenance providers maintenance programs and or standard operating procedures. The method or procedures used for this evaluation process and the distribution methods of this process (including all other information dissemination required for the proper performance of the air carrier’s maintenance by the maintenance provider) should be in the outsource maintenance section or chapter within the air carrier’s manual.

(4)  The certificate holders’ Continuing Analysis and Surveillance Systems (CASS) is one of the primary controls of the air carrier’s outsourced maintenance and shall validate the performance and effectiveness of providers of outsourced maintenance activities.



Analyses.  Analyses that support decisionmaking should use data that is a representative of the air carrier’s outsource maintenance program/system and processes.  This requires that enough valid data be collected to ensure that conclusions represent systemic, rather than isolated, issues.  Sampling does not always mean that a large number of observations must be taken.  Even many individual observations may fail to provide a clear picture of the certificate holder’s operations if they do not represent the full range of its locations, shifts, and work activities.  Further assistance on sampling can be obtained by contacting the Flight Standards Safety Analysis Information Center at AFS900.

(1)  Before designing a surveillance plan, the principal inspector (PI) must verify that OpSpecs D091, and the list of authorized vendors in the air carrier’s manual required in accordance with § 121.369(a), are complete and accurate.

(2)  The completed surveillance plan will provide a representative sample of repair stations that perform substantial maintenance and other facilities, both certificated and noncertificated, where maintenance may be performed.  Inspectors must determine the number and locations of observations to allow them to make informed judgments about the overall performance of the air carrier’s program.


Targeting Activity.  Action plans will be developed in accordance with ATOS or SEP guidance, as appropriate, with focused surveillance and certificate management activities that directly address the issues found.  Principal airworthiness inspectors (PAI) track the air carrier’s corrective actions on areas of identified risk and, where necessary, elevate concerns to appropriate levels of FAA management (e.g., office, region, headquarters). The one primary objective of targeting plans should be to focus surveillance activities on OpSpec D091 outsource maintenance provider/facilities.


Selection of facilities to visit should include those facilities that provide the highest volume of maintenance activity for the air carrier, perform the most critical maintenance, or show other indications of risk (e.g., past performance problems, enforcements, problems recorded by inspectors from other CHDOs).  The SPAS provides records of observations made by inspectors from other CHDOs.

Vol. 3

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