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Evaluate the air carrier’s operating environment, including type and complexity of aircraft fleets, maintenance arrangements, such as amount, type, and sources of maintenance outsourcing, management structure, and financial status.


Evaluate resources; such as available maintenance audit personnel and capabilities of the air carrier’s CASS with respect to outsourced maintenance oversight.  Data previously collected to evaluate the CASS ATOS SAI and EPI 1.3.11 program can and, if available, should be included in the evaluation of the certificate holder’s management and oversight of outsourced maintenance.


Any issues or concerns related to the air carrier’s ability to manage its network of maintenance contractors will be recorded in the appropriate risk management tool (Module 7/8 for ATOS, SEP Risk Worksheets for non-ATOS) for tracking and action planning.  

(a)Non-ATOS PIs will review risk indicators using system 8 of the Surveillance and Evaluation Assessment Tool.  SEP tools may be obtained online at http://cset.faa.gov/sep.htm.

(b)Additional information can be found in the Safety Performance Analysis System Repair Station Analytical Model.  This tool will provide the inspecting aviation safety inspector (ASI) with information that will be useful before and during the inspection.  


Pre-Inspection Responsibilities.  Accomplishing surveillance of outsource maintenance providers at an organization/facility outside the geographic boundaries of the CHDO will require in some cases for the PAI to coordinate local management to request assistance as necessary from the Flight Standards District office with certificate management responsibility of a repair station or the noncertificated entity that is to be inspected within their geographic boundaries.  In addition, where individual CHDOs lack resources to visit distant or foreign maintenance facilities, regions may find it advantageous to form joint teams to evaluate facilities that serve a number of air carriers in the region.  Before inspecting an outsource maintenance providers, the inspecting ASI should:


Review the contract between the operator and the outsource provider (if applicable).  Contract maintenance agreements change routinely.  Ensure the agreements stated in the contract are in accordance with the procedures in the air operator’s manual (CAMP).


A geographical inspector conducting the inspection on behalf of the certificate management office (CMO)/CHDO should contact one of the air operator’s PI to discuss the scope of the inspection.  


Obtain List of Management Personnel.  Before the inspection, the ASI should obtain a listing (including telephone numbers) of management personnel at the outsource facility.  If the facility is a certificated repair station, the ASI may attain a listing of management personnel from SPAS.


Coordination.  If the outsource maintenance provider is the holder of a part 145 repair station certificate, the ASI should make every effort to contact the PI assigned to the repair station and advise the PI of the planned inspection.


Inspections Outside the United States.  During the early planning phase of the trip, the inspecting ASI should contact the U.S. Department of State.  The Web site is http://www.travel.state.gov.  The ASI may review any travel advisories that may exist for the country that will be visited.  Restrictions must be addressed and visas must be attained before departure.  A minimum of 30 days is recommended.  ASIs should process their travel plans in accordance with their region’s polices, normally through the regional operations center.

NOTE: Travel to any foreign country requires a security briefing per the guidance found in FAA Order 1600.61, Foreign Travel Briefing & Contact Reporting Requirements for FAA, and Contractor Employees.


If Outsource Maintenance Provider Facility is Located Outside the United States with a Bilateral Aviation Safety Agreement (BASA)-Maintenance Implementation Procedure (MIP) Approval.  During the planning phase of your visit to a repair station/outsource maintenance provider that is located in a country that has a BASA with an associated MIP with the United States, it is most important that before your visit, contact is made with the International Field Office (IFO) and the repair station’s PI.  The inspecting ASI and the repair station PI should discuss the scope and intent of the inspection.  An invitation may be extended to the National Aviation Authority (NAA) to accompany the inspecting ASI or inspecting team during the visit.

Vol. 3

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