11/14/08                         FY09 FIRST quarter Editorial updates               8900.1 CHG 0



Section 1  Determining the Prorated Time for an Item


A.     Maintenance: 3316.

B.     Avionics: 5316.

3-617      OBJECTIVE. This chapter provides guidance in determining the prorated time for an item.

3-618      GENERAL.

A.     Definition of Proration. Proration is a procedure to determine the time consumed under one maintenance system, and to establish the remaining time under a new system.

B.     How Proration is Used. Operators often sell or lease their equipment to other operators. This “used” equipment will have accumulated a certain amount of time in service. This time is transferred to the new operator and may be phased in or prorated to the new operator’s approved time limitations.

C.     Buyer Options for Prorated Time. When a buyer’s approved overhaul time limits are lower than those of the seller, the buyer has two options:

1)      Elect to use the proration process.
2)      Elect to use direct inclusion providing the previous operator’s actual time since overhaul is less than the buyer’s approved overhaul time limit.
a)      When using the direct inclusion option, the difference between the buyer’s approved overhaul time limit and the previous operator’s actual time since overhaul will determine the time remaining to the overhaul for the buyer.
b)      When the buyer’s approved overhaul time limit is higher than that of the seller, proration procedures should be used to adjust the time since overhaul. However, based upon the buyer’s assigned principal maintenance inspector’s comparison of the buyer’s and seller’s maintenance program for similarity, direct inclusion may be used if both programs are found comparable.

D.    Scope and Limitations of Proration.

1)      Proration does not lessen an operator’s responsibility to maintain the aircraft in an airworthy condition.
2)      Proration is optional.
3)      Life‑limited components may not be prorated.
4)      Proration may not be applied to times specified in Airworthiness Directives.
5)      Operators who have been operating equipment under Title 14 of the Code of Federal Regulations (14 CFR) parts 121 and 135 may use proration.
6)      Both adjusted and actual times must be shown on the proration document and the aircraft records.
7)      When an item is inspected or overhauled as appropriate, the applicable prorated time limits will be canceled. Thereafter, the item will be handled according to the operator’s approved program.
8)      Partial proration is not acceptable. An operator electing proration must prorate the airframe and all of its installed powerplants, propellers, and appliances. Spare engines and propellers acquired at the time of sale or at a later date with “time in service” may be prorated.
9)      If an increase in a time limitation is approved for a certificate holder operating on prorated times, that increase will be credited to the prorated item(s).
10)  Amendments to a certificate holder’s operations specifications (OpSpecs) that increase time limits apply to all aircraft of the same type and model operated by a carrier. Such time increases apply to aircraft operating on a prorated time basis, as well as to the other aircraft in the fleet.

E.     Phasing in Foreign Aircraft With U.S. Type Certificates. Foreign air carrier aircraft for which there is a U.S. type certificate may be phased into a U.S. air carrier’s program via proration. However, the U.S. operator must first present satisfactory evidence that the program under which the aircraft was maintained is at least equivalent to the new operator’s program for a similar type of aircraft.


A.     Computing Prorated Time. Prorated time remaining can be determined by using the following mathematical procedures:

1)      Divide the actual time used by the previous operator’s approved time limit under which the aircraft has been operated. The result, carried to three decimal places, will represent the percentage of approved time already used.
2)      Multiply the new operator’s time limit by the percentage of time used. This will result in the prorated time to be used under the new program.
3)      Subtract the prorated time from the time limit approved in the new program. The result will represent the number of hours remaining under the new program. (See Figure 3‑66.)

B.     Block/Pattern Time Limitation.

1)      When block/pattern time is to be prorated, each block/pattern shall be treated as though a complete aircraft were being prorated.
2)      When the previous operator used a block/pattern system, a document must be submitted showing the following:

·        Time limitation for each block or pattern, together with a list of items that are part of the block or pattern; and

·        Time since accomplishment for each individual item on the aircraft.

3-620      COORDINATION REQUIREMENTS. This task requires coordination between the inspector and the operator.


A.     References:

·        Advisory Circular 120‑17, Maintenance Control by Reliability Methods, (current edition), and

·        Operator’s documentation, including OpSpecs, for previous and new operator.

B.     Forms. Federal Aviation Administration (FAA) Form 8400.8, Operations Specifications.

C.     Job Aids:

·        Proration Formula Example Figure 3‑66, and

·        Automated OpSpecs checklists and worksheets.

3-622      PROCEDURES.

A.     Receive Data From Applicant. The operator must submit required information to the district office in which the operator’s principle base of operation is located.

1)      The operator must submit all OpSpecs containing the time limits utilized for the particular aircraft by the previous operator.
a)      The OpSpecs do not show hours, the operator must submit other documentation that will establish the time limits.
b)      If conversion to hours is necessary, the computations used for the conversion should be included.
2)      The operator must provide OpSpecs pertinent to the particular aircraft.
3)      The operator must submit documents itemizing the following:

·        Engines, propellers, and appliances that have different time limitations than the previous operator and are to be prorated. These will be listed by Air Transportation Association chapter numbering system, showing the name, part number, serial number, and position;

·        The approved time under which the aircraft has been operated;

·        The actual time since last accomplishment;

·        Percent of time used by the previous operator; and

·        The approved time limitation for the new operator.

4)      When the previous operator used a block/pattern system, a document must be submitted showing the following:

·        Time limitation for each block or pattern, together with a list of items that are part of the block or pattern; and

·        Time since accomplishment for each individual item on the aircraft.

B.     Determine Eligibility. Determine that the aircraft and/or components are eligible for proration.

C.     Check the Prorated Time Computation. Times obtained via proration may be rounded to the nearest 10‑hour figure. (See Figure 3‑66.)

3-623      TASK OUTCOMES.

A.     Close the PTRS.

B.     Approve OpSpecs.

C.     Document the Task. File all supporting paperwork in the operator’s office file.

3-624      FUTURE ACTIVITIES. Normal surveillance.


The example below demonstrates the simple steps involved in determining a buyer’s time remaining to overhaul.


Previous operator’s approved overhaul time limit = 8,000 hours

Previous operator’s time since overhaul (TSO) = 2,000 hours

Buyer’s approved overhaul time limit = 12,000 hours

Step One

Divide the previous operator’s TSO figure by the previous operator’s approved overhaul time limit. Carry this out to three places. The result represents the percentage of approved overhaul time already used.



In this example, 25 percent is the result.

Step Two

Multiply the buyer’s approved overhaul time limit figure by the decimal arrived at in Step One. The result is the prorated TSO to be used by the buyer.

12,000 x .250 = 3,000

In this example, 3,000 is the prorated TSO to be used by the buyer.

Step Three

Subtract the prorated TSO arrived at in Step Two from the buyer’s approved overhaul time limit. The resulting figure will be the number of hours remaining to overhaul for the buyer.




In this example, the buyer’s prorated time remaining to overhaul is 9,000 hours.

RESERVED. Paragraphs 3‑625 through 3‑640.


10/16/08                                                                                                                       8900.1 CHG 0



Section 14  Conducting Records Reviews and Aircraft Inspections Mandated by the Aging Airplane Rules for Parts 121, 129 and 135


6-2487       OBJECTIVE. This section provides guidance on conducting aging airplane inspections and records reviews to accomplish the requirements of the Aging Airplane Safety Final Rule and the Aging Aircraft Safety Act of 1991 (the Act). The Act requires the administrator to make inspections and to review the maintenance and other records of certain aircraft to decide whether they are maintained in an airworthy condition. To accomplish this, the maintenance aviation safety inspector (ASI) will conduct structural spot inspections and aircraft records surveillance, as deemed appropriate. The air carrier, to accomplish the required aircraft records reviews and inspections, may use designated airworthiness representatives (DAR) and/or organizational designated airworthiness representatives (ODAR)).

Note:   For the purpose of this function, “the Administrator” is defined as ASIs, DARs, ODARs, or other persons so designated to accomplish these inspections.

6-2488       GENERAL.

A.     Basic Requirement. The basic requirement is to inspect each aircraft and review its records; however, a sampling of these tasks and records for each airplane along with routine surveillance of a certificate holder’s maintenance program will ensure that each airplane and its age‑sensitive components are properly maintained. This guidance is applicable to each airplane operated under Title 14 of the Code of Federal Regulations (14 CFR) part 121 (except those airplanes operated solely within the State of Alaska); 14 CFR part 135 multiengine, in scheduled service (except those airplanes operated solely within the State of Alaska); and U.S.‑registered, 14 CFR part 129 multiengine aircraft. Special coordinating instructions for aircraft operated under part 135 on‑demand rules can be found in subparagraph 6‑2493A. Air Transportation Oversight System (ATOS) carrier certificate‑holding district offices (CHDO)/?Certificate Management Offices (CMO) shall use PTRS to report aircraft and records inspections.

B.     General.

1)      Records Review. The ASI/DAR/ODAR will review/sample the following records for each airplane described in subparagraph A above to ensure confidence that the carrier is maintaining adequate/reliable records:
a)      Total years in service.
b)      Total flight hours of the airframe.
c)      Total flight cycles of the airframe.
d)      Date of last records review and inspection required by part 121, § 121.1105, part 129, § 129.105, and part 135, § 135.422.
e)      Current status of life‑limited parts of the airframe.
f)        Time since last overhaul of all structural components required to be overhauled on a specific time basis.
g)      Current inspection status of the airplane, including the time since the last inspection required by the inspection program under which the airplane is maintained.
h)      Current status of the following, including method of compliance:

·        Airworthiness Directives (AD), and

·        Inspections and procedures required by part 121, § 121.370(a) and part 129, § 129.16.

Note:   The effective date of these rules is December 5, 2007.

i)        A list of major structural alterations.
j)        A report of major structural repairs and the current inspection status of those repairs.
2)      Aircraft Inspections. The intent of the Act will be met by accomplishing structural spot inspections as outlined in Volume 6, Chapter 2, Section 6, Conduct Spot Inspection of Operator’s Aircraft.
3)      FAA Inspection Personnel. It is important that ASIs are familiar with the type of aircraft and records system of the air carrier before performing these inspections. ASIs possess various degrees and types of experience. An ASI who needs additional information or guidance should coordinate with personnel experienced in that particular specialty. This can be accomplished through on‑the‑job training provided by the office with responsibility for oversight of the air carrier the ASI will be inspecting.
4)      Coordination Requirements.
a)      It is essential for CHDOs/CMOs to coordinate with the operators and geographic units to ensure that no unnecessary delays are incurred as a result of records reviews and aircraft inspections if inspections are to be accomplished using geographic ASIs.
b)      Geographic units may be needed to assist the CHDO/CMO in performing these inspections/reviews. Coordination is required to transmit all inspection results and/or recommendations to the CHDO/CMO including a list of discrepancies found.
c)      The CHDO/CMO will be responsible for notifying the certificate holder that the inspection/review has been completed.


A.     Initial Notification.

1)      Sixty‑Day Notification to the FAA. The rules require that the operators notify the FAA at least 60 days before the airplane and its records will be available for inspection and review. Operators should be encouraged to provide advanced planning schedules of aircraft undergoing heavy maintenance. Principal maintenance inspectors (PMI) should work closely with their operator during this period to address any issues that could delay the records review and inspection or prevent the airplane from returning to service as scheduled.
2)      Unforeseen Scheduling Conflict. The rules provide for a 90‑day extension to the 7‑year interval for repetitive records reviews and aircraft inspections. Should an unforeseen operator scheduling conflict occur, the CHDO/CMO may approve an extension of up to 90 days, provided the operator presents written justification for the scheduling conflict. Electronic, facsimile, or other forms of notification may be accepted. Operators should be encouraged to provide ample time for the CHDO/CMO to respond to the extension request.

Note:   Extensions may only be approved for the 7‑year repetitive inspection intervals. In all cases, the initial compliance threshold to the applicable rule must be met.

Note:   An extension can only be granted by the CHDO/CMO.

B.     Heavy Maintenance Check. The Act states that the records reviews and inspections will be carried out as part of the operator’s heavy maintenance check. For the purpose of complying with this statute, a heavy maintenance check is defined as a “C” check or segment thereof, a “D” check or segment thereof, or other scheduled maintenance visits where structural inspections are accomplished.

C.     Planning. The records review(s) can be, and usually will be, accomplished separately from the aircraft inspection. This is because many operators perform maintenance in one location while the records may be maintained in a different location. If the records review and aircraft inspection are conducted separately, the operator should provide a summary of any additional records entries at the time of the aircraft inspection, such as ADs accomplished and major repairs accomplished.

D.    Records Reviews and Inspections. Records reviews and airplane inspections for part 121, 129, and 135 scheduled operators will be similar.

1)      Records Review.
a)      The operator may provide actual “hardcopies” of the records or summaries of compliance as per its approved recordkeeping program.
b)      The ASI/DAR/ODAR should plan to sample the records to verify accuracy.
2)      Aircraft Inspection.
a)      Confirm the aircraft is available. Schedule the inspection when the aircraft has been sufficiently prepared for inspection (i.e., opened/cleaned).
b)      The ASI should be familiar with the aircraft type and inspection program the aircraft is maintained under.
c)      Based on the records review and the planned maintenance, the ASI/DAR/ODAR should select several structural inspection items to sample, if practical. Included in the items selected for sampling should be job task cards that indicate the:

·        Task,

·        Method of compliance,

·        Tooling required, and

·        Required signoffs.

3)      Air Carrier Notification. The CHDO/CMO must notify the operator that the records reviews and inspections are complete. Because the aircraft records reviews and/or inspections may be accomplished by different inspectors in different geographic locations, coordination of these efforts is essential. Final notification to the operator will be made by the CHDO/CMO.


A.     Prerequisites. Familiarity with the aircraft type and inspection program the aircraft is maintained under.

B.     Coordination. This task requires coordination between ASIs, DARs, and ODARs. It also requires coordination between CHDOs/CMOs and operators/geographic units.


A.     References (current editions):

·        FAA Order 8900.1, Volume 6, Surveillance,

·        Chapter 2, Parts 121, 135, and 91 Subpart K Inspections,

·        Section 6, Conduct Spot Inspection of Operator’s Aircraft,

·        Section 35, Inspect Section 135.411(a)(1) Operator’s Maintenance Records, and

·        Section 36, Inspect Part 121/135 (Ten or More) and Part 129 Operator’s Maintenance Records; and

·        Chapter 4, Part 129 Inspections: Monitor Maintenance Program for U.S. Registered Aircraft Operated by a Foreign Operator Under Part 129.

B.     Forms. None.

C.     Job Aids. None.


A.     Receive the Records. The certificate holder will coordinate with the FAA to provide the location and the status of the records required by §§ 121.368, 129.33, and 135.422. Volume 6, chapter 2, sections 6, 35, and 36, and volume 6, chapter 4 provide necessary guidance for evaluating the required air carrier maintenance records.

B.     Conduct the Review. The ASI/DAR/ODAR will review/sample the records identified in subparagraph 6‑2488B1.

Note:   The records review and airplane inspection may be carried out by different ASIs/DARs/ODARs in different locations. This will require coordination between the inspectors to ensure discrepancies, noted in either the records review or the airplane inspection, are investigated to ensure compliance with regulations.


A.     Plan the Inspection. The ASI will coordinate with the certificate holder as to the scope and extent of the planned inspection. Volume 6, Chapter 2, Section 6, Conduct Spot Inspection of Operator’s Aircraft, provides necessary guidance for accomplishing structural spot inspections.

1)      The ASI/DAR/ODAR should select structural inspections, Corrosion Prevention and Control Programs tasks, or major repairs/modifications that are scheduled to be accomplished during this maintenance visit. If possible, supporting documentation for these tasks should be obtained before conducting the planned inspection.
2)      While performing these inspections, every effort should be made to avoid interfering with, or inconveniencing, the planned/scheduled maintenance.

B.     Observe Maintenance Tasks. Observe maintenance tasks to ensure that:

·        Work instructions provide sufficient detail to accomplish the scope of the required maintenance task;

·        Required tooling and materials are available and used; and

·        Work is accomplished by properly trained and qualified personnel.


A.     Record Results in Operations Specifications (OpSpecs). The records reviews and inspections required by the Aging Airplane Safety Rules will be recorded using OpSpec D485.

Note:   OpSpec D485 must be filled out and activated only for the following: All part 121 operators; all part 129 operators using U.S.‑registered, multiengine airplanes; and part 135 scheduled operations multiengine (airplanes only). Because aircraft operated in part 135 on‑demand operations and part 135 helicopters are not required to comply with § 135.422, it is not necessary to issue OpSpec D485. However, it is necessary to fill out all of the fields in the D485 paragraph and activate the paragraph. It does not require the certificate holder to sign for it to be valid.

1)      Entries in this OpSpec will be auto‑filled from the operator’s aircraft authorization listing and will include:

·        Aircraft registration number;

·        Aircraft serial number;

·        Nose number; and

·        Make, model, and series.

2)      The operator or the PMI will make the following entries:

·        Date of manufacture,

·        Date of notification to operator of records review completion,

·        Date of notification of aircraft inspection completion, and

·        Date of notification to the operator that both the records review and aircraft inspections are complete (this date will be used to calculate the due date of the repeat inspection).

B.     Record Optional Text, if Applicable. If aircraft listed are not due these inspections or the rule is not applicable, use the pull‑down menu on OpSpec D485 to indicate the status of the aircraft in Col. 6, 7, and 8.

1)      If the aircraft is currently not in service and in storage, enter “storage” in Col. 6 and 7. Enter “N/C” for Not Complete in Col. 8.
2)      If the airplane has not reached the inspection threshold (15th birthday) enter “below threshold” in Col. 6 and 7. Enter “N/C” for Not Complete in Col. 8.
3)      If the airplane is operated in part 135 on demand, enter “on demand” in Col. 6 and 7. Enter “N/A” in Col. 8. For airplanes operated solely within the State of Alaska, enter “Alaska Intrastate” in Col. 6 and 7. Enter “N/A” in Col. 8.
4)      Information to include the date of manufacture must be entered in OpSpec D485 as soon as OpSpec D485 is activated for the operator.

6-2495       TASK OUTCOMES.

A.     Complete the PTRS Record. Complete the PTRS record to track the accomplishment of these inspections. Use activity code 3647 for the aircraft inspection and 3634 for the records review. Enter “AGINGRIR” in the “National Use” block of Section I. In Section IV, the “Comment” block, record airplane times, cycles, inspection status, and other required data.

B.     Complete the Task. Successful completion of this task will result in the following:

1)      The cognizant PMI will be notified of any significant findings.
2)      ASIs, designees, or the operator will notify the cognizant PMI electronically or verbally upon completion of the records review or aircraft inspection so that no delay will be incurred in notifying the operator.
3)      The PMI will notify the certificate holder of any findings through standard office procedures.
4)      The PMI will notify the certificate holder that the records review and inspection have been accomplished for a specific airplane. This will be accomplished via electronic, facsimile, or other accepted forms of notification.

Note:   Because records reviews and the structural spot inspections may be completed on different dates, therefore the date of notification to the operator of completion of the records and aircraft inspection will be used to determine the due date of the next required inspection.

5)      If DAR/ODARs accomplished the records reviews and aircraft inspections, they shall submit a report to the CHDO/CMO indicating the aircraft inspected. This report may be provided directly from the DAR/ODAR or from the operator. The information provided must include the following:

·        Identification number of the aircraft,

·        Total years in service,

·        Total flight hours of the airframe, and

·        Date of last records review and inspection required by the Aging Airplane Rules.

6-2496       FUTURE ACTIVITIES. ASIs will accomplish structural spot inspections and aircraft records surveillance, as required by the Act.

RESERVED. Paragraphs 6‑2497 through 6‑2515.


12/30/08                                                                                                                     8900.1 CHG 43



Section 1  Special Emphasis List

12-664  BACKGROUND. The “Special Emphasis List” was one of the actions initiated as a result of Chairman Robert Borski Subcommittee investigations on Loophole Airlines on June 4, 1991. In part, the subcommittee believed that foreign airlines are controlled and operated by American corporate, but are being flown under foreign flags to avoid U.S regulation and surveillance. The report also states that “when a foreign aircraft enters U.S. airspace, the Federal Aviation Administration (FAA) does very little, if anything at all to ensure that the operation is safe. It has been the FAA policy to leave this responsibility solely to the government of the foreign airline”. The SEL is a tool used to provided heighten surveillance of Title 14 of the Code of Federal Regulations (14 CFR) part 129 air carriers that operates to/from the United States, when needed. The SEL is not used as a rating system for airlines nor a black list. It is an internal document for FAA use only. It is a tool for the FAA to direct surveillance activities.

12-665        INTRODUCTION. Prior to authorizing a part 129 foreign air carrier to operate in U.S. airspace, the FAA is required to asses that air carrier’s Civil Aviation Authority (CAA) to determine whether it has an adequate infrastructure for international aviation safety oversight as defined by the International Civil Aviation Organization (ICAO) standards. If the determination is made that the CAA responsible for oversight of the part 129 foreign air carrier meets international standards, the FAA will issue operations specifications (OpSpecs) authorizing the part 129 foreign air carrier to operate into U.S. airspace. All part 129 foreign air carriers operating into U.S. airspace must adhere to the safety standards established by the ICAO, for aircraft operations and maintenance. The FAA is authorized to perform surveillance and inspection on part 129 foreign air carriers under Article 16, Search of Aircraft, of the Convention on International Civil Aviation and Annex 6, Parts 1 and 3. Each FAA International Field Office/ International Field Unit (IFO/IFU) is responsible for developing a surveillance plan to ensure compliance with international standards and surveillance is carried out by conducting ramp inspections. If certain criteria are met, the FAA will determine that a part 129 foreign air carrier requires increased surveillance and place it on a SEL. The SEL for part 129 identifies those foreign air carriers that require increased surveillance.

NOTE: AFS-50 projects future revisions to this process that will provide enhanced data collection and analysis tools. Also, we anticipate revising the name Special Emphasis List (SEL) to Heightened Surveillance List (HSL).

NOTE: There has been ambiguity regarding the term “SEL” as it has been traditionally used in the National Program Guidelines (NPG) Order versus the SEL program as it relates to 129 surveillance. (Prior to implementation of ATOS it was also used for 121 Operators.) The SEL in the NPG order reflected/listed special emphasis items that the FAA deemed areas of concentration for that specific year and these special emphasis items could, and often would, change yearly with the NPG revision. However the SEL as it relates to 129 operator oversight is a continuous obligation that the FAA, as an ICAO member state must comply with as part of its oversight responsibility; is an ongoing responsibility based in part on Congressional commitment regarding the FAA’s safety oversight of Foreign Operators; and is part of the FAA obligation for ensuring the safety oversight of our National Airspace regarding foreign operations into our airspace.

12-666        CRITERIA. A part 129 foreign air carrier must meet at least one of the criteria listed below to be on the SEL:

·        New entrant foreign carrier;

·        International Aviation Safety Assessment (IASA) Category Rating (CAT II countries);

·        Foreign air carrier or foreign operator change of scope and type of operations e.g., nonscheduled to scheduled operations, cargo to passenger carrying, addition of new aircraft and or change of route structure;

·        Labor disputes;

·        Financial crisis;

·        Reduction in force;

·        Merger or take over;

·        Turnover in personnel;

·        Relocation/closing of facilities;

·        Political disturbance;

·        Airlines requiring additional surveillance due to safety concerns; or

·        Airlines banned by other ICAO member states.

A.     Increased Surveillance. When any of the above criteria exist, the IFO/IFUs having knowledge of it must make a request to AFS-50 to add the carrier to the list for increased surveillance.

B.     Initiating Office. Prior to making the request, the initiating office ensures that the change in information concerning the above issues is entered in the Vital Information Subsystem (VIS) environment data base.

NOTE: New entrant carriers are those that have not previously operated in the United States. During the first year period those foreign carriers will be evaluated quarterly to see if they continue to meet the requirement to operate in U.S. air space.

C.     New Entrant Carriers. New entrant carriers will remain on the SEL for a minimum period of one year. All part 129 foreign air carriers from IASA program Category II (CAT II) countries will remain on the list indefinitely until that country has been upgraded to Category I (CAT I) status. The list of IASA country categories can be obtained from the following Web site: http://www.faa.gov/safety/programs_initiatives/oversight/iasa/media.

12-667        RESPONSIBILITY. IFO/IFU will periodically review the list for accuracy and at least yearly determine whether a carrier should remain on the list or be removed. AFS-50 will coordinate any changes affecting the SEL with regional offices, i.e., AFS-230 branch managers.

A.     Geographic Responsibility. IFO/IFU managers or designees with geographic responsibility should monitor the SEL list periodically to ensure that airlines on the SEL are still required to be listed. If the carrier no longer operates within their geographic district, IFO/IFU will update the VIS to reflect changes and notify AFS-50.

B.     Report. IFO/IFU managers or designees will submit a quarterly report to AFS-50 of each part 129 carrier of their geographic responsibility of any deficiencies found during ramp inspections and for any recommendations of SEL changes regarding specific operator.

C.     Additional Surveillance. Office managers or designees shall ensure that aviation safety inspectors (ASI) perform additional surveillance on air carriers that appear on the SEL list and operate within the office’s geographic area.

D.    Inspector Minimums. Inspectors shall conduct at a minimum, at least two additional Operations or Airworthiness inspections (ramp check, weight and balance control, or records inspection) quarterly. Enter the inspection onto the NPTRS, and enter SEL (without italics) into the “National Use Field.”

E.     Inspections. Conduct one of each (1622, 3627, and 5627) inspection on each scheduled passenger and/or cargo operators whose OpSpecs have been issued within the region certificate-holding district office (CHDO).

F.      Quarterly Inspections. OpSpecs holders who are from countries classified as CAT II under the IASA program will receive a minimum of two of each ramp inspection (1622, 3627, and 5627) quarterly, while operating within the region.

NOTE: Only ASIs who have met the following training requirements can conduct these ramp inspections: special training required by the International Programs and Policy Division, AFS-50, Online Training Course 27026, Part 129 Ramp Inspections.

G.    Results. Office managers/designees shall monitor the quality of Program Tracking and Reporting Subsystem (PTRS) inspection results. The results of ramp inspections will be used to evaluate the carrier’s ability to continue operation in the United States. If a change is required, it should be coordinated with AFS-50 for publication.

NOTE: New entrant will be re-evaluated after one year to determine if the carrier should remain on list. If all is satisfactory after the one year period the new entrant carrier will be removed from the list.

H.    Negative Results. During the first year of the evaluation process for the new entrant carrier, if the PTRS inspection result reflects negative trends and safety risks, the results shall be documented and forwarded immediately to the manager of AFS-50. Coordination with foreign CAA concerning negative results will be accomplished with the support of AFS-50.

I.       Consultations. If a safety concern exists, the IFO/IFU manager will notify AFS-50. The manager of AFS-50 will notify the carriers Foreign Civil Aviation Authority (FCAA) of the FAA’s concerns and initiate consultations.

J.      Suspensions. No significant improvement in the carrier’s operations following consultation could result in the suspension/revocation of OpSpecs and Department of Transportation (DOT) Economic Authority.

12-668        PROCEDURES. Requests to change the status of a foreign carrier appearing on the SEL can be initiated by AFS-1, AFS-50, and IFO/IFUs.

A.     Status Change. All requests to change the status of a foreign air carrier on the SEL must be submitted to AFS-50 in writing or via an email from appropriate manager manager/delegate.

B.     Coordination. AFS-50 will coordinate the request with the SEL Program Manager to ensure information is complete and entered for tracking the request.

C.     Validation. The SEL Program Manager will validate all information to ensure the VIS data of the foreign air carrier request is correct.

D.    Final Approval. AFS-50 is the final approving authority for granting a request. Once a decision has been reached, the requesting office will receive acknowledgement of approval/disapproval of request.

E.     Required Information. The office making the request should provide the following information via email to AFS-50:

·        Foreign operator name/ICAO designator,

·        Country/State of operator/registry,

·        Type of request (add, delete, remain),

·        Date of request,

·        Reason for request,

·        Country/state of operator IASA category, and

·        Name of contact person from requesting office.

NOTE: If any of required information is missing, the request will be returned within 10 business days to the originating office for correction.

F.      Process. Upon receipt, the request is assigned to the SEL Program Manager.

1)      The program manager ensures the information is complete per steps C and E above and enters request into the office tracking system.
2)      The program manager reviews the request and the associated VIS/Environmental database, and then makes the determination of updating, adding or removing the SEL.
3)      Once the determination is made by AFS-50 management, the program manager:
a)      Approves and updates the SEL or returns the request to the originating office with a justification for disapproval, via email within 10 business days.
b)      Posts any approved changes to the SEL within 10 business days.

RESERVED. Paragraphs 12-669 through 12-684.