VOLUME 6 SURVEILLANCE
CHAPTER 11 OTHER SURVEILLANCE
Section 23 Safety Assurance System: Evaluate/Inspect 14 CFR Part
91K/121/125 and §
Fuel Tank System Instructions for Continued Airworthiness/Revisions
6-2691 REPORTING SYSTEM(S).
A. Program Tracking and Reporting Subsystem (PTRS) Activity Codes.
Use the PTRS activity codes for Title 14 of the Code of Federal Regulations (14 CFR) parts
91 subpart K (part
129 in order
to track and document the initial incorporation of the Federal
Aviation Administration (FAA) Oversight Office-approved fuel tank system instructions
for continued airworthiness (ICA) into an operator’s program.
1) Maintenance: 3314, 3315, 3316, 3317, 3363, 3364, 4632.
2) Avionics: 5314, 5315, 5316, 5317, 5363, 5364, 6632.
NOTE: In this section, the terms “operator,” “it,” and “its” refer to
any certificate holder, program manager, operator, or foreign air carrier operating under part
125, or part
NOTE: The following notes in this section are directed to principal
inspectors (PI) and aviation safety inspectors (ASI). PIs and ASIs should use
the information in these notes when performing their fuel tank safety (FTS) oversight.
NOTE: As defined in 14 CFR part
FAA Oversight Office is the Aircraft Certification Office (ACO) or the office of the Transport Airplane Directorate with oversight responsibility
for the relevant type certificate (TC), Supplemental Type Certificate (STC), or manufacturer as determined by the Administrator.
B. Safety Assurance System (SAS) for Part
Use SAS automation and the associated Data Collection Tools (DCT). This section is related to SAS Element 4.6.2, (AW) Maintenance Special Emphasis Programs.
6-2692 OBJECTIVE. This section provides specific guidance for PIs and ASIs to
determine if an operator is in compliance with the Enhanced Airworthiness Program
for Airplane Systems (EAPAS)/FTS operating rule and the specific fuel tank system Airworthiness Directives (AD).
6-2693 COORDINATION REQUIREMENTS. This task to determine operator compliance with
the FTS rule requires coordination between PIs and ASIs. It may also include
coordination with the ACO for initial/revision approval of electrical wiring interconnection system (EWIS) ICAs.
6-2694 FUEL TANK SYSTEMS RULE. On May 7, 2001, the Transport Airplane Fuel Tank
System Design Review, Flammability Reduction and Maintenance and Inspection
Requirements final rule was published. It has since been referred to as the 2001 FTS rule. It adopted amendments to 14 CFR part
Federal Aviation Regulation (SFAR) 88, and operating requirements related to SFAR 88. The operating requirements included requirements
to implement ICAs that design approval holders (DAH) developed in compliance with SFAR 88.
6-2695 SFAR 88 REQUIREMENTS. SFAR 88 requires DAHs to conduct a safety review
of the applicable airplanes identified in the rule to determine that their design meets the FTS ignition requirements described in part
25.981(a) and (b).
If their design was determined not to meet those requirements, they were required to develop design changes for those noncompliant designs.
The FAA is issuing ADs mandating those design changes. Though it is likely that
operators will use the DAH’s ICAs, the FAA acknowledges that they are able to
develop their own or contract third parties to develop alternative but acceptable ICAs.
NOTE: Guidance for operator compliance with the FTS requirements in the EAPAS/FTS rule is contained in Advisory Circular (AC)
of Fuel Tank System Instructions for Continued Airworthiness into Operator Maintenance and/or Inspection Programs.
NOTE: Operators are not required to use the DAH’s fuel tank ICAs. They
are only required to incorporate ICAs approved by the FAA Oversight Office and required by SFAR 88
or § 25.1529 and part
H into their maintenance or inspection program.
6-2696 GENERAL. On November 8, 2007, the FAA published the EAPAS/FTS rule. The
purpose of the rule is to help ensure the continued safety of transport category
airplanes by improving the design, installation, and maintenance of electrical
wiring systems. The EAPAS/FTS rule amended the operating requirements to implement
FTS actions developed in accordance with SFAR 88. It also established new part
support the continued airworthiness of and safety improvements for transport category airplanes. Section
integrating the incorporation of the fuel tank system and EWIS §
to ensure compatibility and eliminate duplication.
NOTE: The EAPAS/FTS rule contains SFAR 88 maintenance and inspection
instructions to assure the safety of the fuel tank system. The DAH were required by the EAPAS/FTS rule
§ 26.11(b) to
align the fuel tank system instructions developed during the SFAR 88 design review with the EWIS ICA to ensure compatibility and minimize
redundancies. Some EWISs are also part of the fuel tank system. The requirements
for their maintenance and inspection might be more specific than those for wiring in general, and might contain additional requirements.
of Electrical Wiring Interconnection Systems Instructions for Continued Airworthiness into an Operator’s Maintenance Program, addresses
the EWIS portion of the EAPAS/FTS rule. ACs are available on the FAA website
6-2697 ICA DEVELOPMENT. FAA policy memorandum ANM112-05-001, Policy Statement
on Process for Developing SFAR 88-related Instructions for Maintenance and Inspection
of Fuel Tank Systems, dated October 6, 2004 provides standardized guidance to
the DAH for developing maintenance instructions as a method of compliance with
SFAR 88. The policy identified two categories of potential ignition source‑related
ICAs. These two categories of SFAR 88 ICAs have been referred to as “Unsafe Condition” and “No Unsafe Condition”-related ICAs.
A. Unsafe Condition Category ICAs.
1) Unsafe Condition Category Criteria. The DAHs are required
to develop design changes and ICA to address features of the fuel tank system
design that are determined to meet the SFAR 88 unsafe condition criteria, and
mandated by ADs. These AD-mandated actions could include design changes, operational
procedures, or airworthiness limitation items (ALI) containing repetitive maintenance
and inspection instructions, or all three. FTS airworthiness limitations (AL)
include critical design configuration control limitations (CDCCL), inspections,
or other procedures that are necessary to prevent the development of ignition
sources within the fuel tank system. CDCCLs are a type of fuel tank system AL introduced by §
2) Including AD-Mandated Actions (PI Action). The PI must ensure
that the operator’s maintenance/inspection program/manual includes all AD-mandated
actions, such as design changes, operational procedures, or ALs containing repetitive
maintenance and inspection instructions. These repetitive maintenance and inspection
instructions allow the operator additional time to accomplish the design change.
Operators should be tracking these interim repetitive maintenance or inspection
tasks on the specific airplanes during the accomplishment of the design change.
NOTE: Any operator-proposed changes to AD-mandated ALs must be handled
by the AD alternative method of compliance (AMOC) process through the FAA Oversight Office.
B. No Unsafe Condition Category FTS ICAs.
1) Safety Failure Effects Category (FEC). The DAHs were also
required to develop ICAs for all FEC 5 and 8 tasks developed from analysis Maintenance
Significant Items (MSI). They were developed and based on anticipated consequences
of failure logic in Maintenance Steering Group – 3rd Task Force (MSG-3); therefore
changes to these categories may have an effect on safety. FEC 5 and 8 tasks
address those features of the fuel tank system design that are determined to
be a “No Unsafe Condition” but are necessary to maintain the continued airworthiness
of the ignition source prevention features of the fuel tank system. The DAH,
through the Maintenance Review Board (MRB) process, subjects these MSIs to maintenance
program development logic using the latest version of MSG-3. They are FAA Oversight
Office-approved. They will normally be found in the DAH’s Maintenance Review Board Report (MRBR) or a source document required by part
25 appendix H,
§ H25.5(b). Inspection
tasks, intervals, and task instructions/procedures are developed as a result of this process. AC
information on the source document. The STC ICA will be contained in the FAA-approved STC document.
NOTE: The “No Unsafe Condition” ICAs discussed in subparagraph 6-2698B
are the ICAs that the operator must incorporate into their maintenance or inspection
program to comply with the fuel tank system operational requirements. (Refer to part
part 125, §
125.507; and §
NOTE: For administrative purposes some DAHs have put both the “No Unsafe
Condition” and the “Unsafe Condition” category ICAs in their Airworthiness Limitation
Section (ALS) mandated by ADs. Therefore they both require the same level of
visibility and attention by the operator. Changes to either category must be approved by the FAA Oversight Office as an AMOC to the AD.
2) Operator’s AD Tracking System (PI Action). PIs must ensure
that the operator’s AD tracking system does not draw a distinction between the
“No Unsafe Condition” and “Unsafe Condition” category ICAs. Both are mandated
by ADs, and require the same level of attention by the operator. The two categories
should be clearly identified in the operator’s manual/AD tracking system.
a) The first category is the maintenance or inspection program actions to
ensure the continued airworthiness of the fuel tank system throughout the operational
life of the airplane (see subparagraph 6-2697B).
b) The second category is the unsafe condition and actions required by the
AD to prevent development of ignition sources within the fuel tank system (see subparagraph 6-2697A).
6-2698 FUEL TANK SYSTEM AIRWORTHINESS LIMITATIONS. Fuel tank system ALs are
FAA Oversight Office-approved mandatory CDCCLs, inspections, or other procedures
determined necessary to ensure that fuel tank ignition sources do not occur
and are not introduced into the fuel system as a result of maintenance actions,
repairs, or alterations throughout the operational life of the airplane. This requirement is similar to that contained in §
airplane structure and fuel tank system ALs are intended to be treated the same as airplane structure ALs. Therefore, §
25.981 added a new requirement to part
H to require fuel tank system ALs in the ALS of the ICAs.
A. AD-Mandated ALs. While fuel system ALs are developed as part
of the type certification process (new designs) in compliance with §
airplanes did not have this requirement for fuel system ALs in their certification basis. Therefore, the SFAR 88 required DAHs to develop
fuel system ALs that the FAA then mandated by ADs. These fuel system ADs require
the operator to incorporate the fuel system ALs into their maintenance or inspection
program. A fuel tank system AL may be a mandatory replacement time, related inspection or procedures, ALI, or a CDCCL.
1) Mixed Airplane Fleets (PI Action). Operators with mixed airplane fleets include:
• Those that have fuel system ALs in their certification
basis (e.g., B747-800, B787, etc.).
• Those with fuel system ALs mandated by ADs (e.g., 2008-10-11,
2) Ensuring Proper Approval Process (PI Action). The PI must
ensure that the operator has procedures that track the above-listed models’
specific ALs separately. This is to ensure that the proper approval process for changes and recordkeeping is used.
NOTE: Operator-proposed changes to AD-mandated ALs must be handled by
the AD AMOC process through the FAA Oversight Office. Changes to fuel system
ALs that are part of the airplanes certification basis is a change to the type design of the airplane.
B. Types of Fuel System ALs. There are three types of fuel system
ALs. One is an ALI inspection that has a specific task and interval, such as
10 years. A second type is ALI procedures that could have specific task intervals.
The third type is a CDCCL that has no interval but establishes configuration
limitations to maintain and to protect the “critical design feature” identified
in the CDCCL. CDCCLs can also include requirements to have placards on the airplane with information about critical features. (Refer to AC
Tank Ignition Source Prevention Guidelines, for additional information on CDCCLs.)
1) Critical Design Feature Example. The following is an example
of a CDCCL critical design feature for a “Legacy Airplane.”
a) For an alternating current fuel pump fault current bonding strap installation,
the concern is the potential for fault current path through the pump motor housing
to structure inside the tank. Electrical faults internal to the fuel pump motor
impeller are by design routed through the motor impeller assembly to the bonding
straps on the front face of the motor impeller assembly to structure outside
the tank. The bonding straps ensure that fault currents are conducted to structure
outside the tank until the circuit breaker and/or Ground Fault Interrupter (GFI) has had time to remove power from the pump.
b) The following features must be maintained during pump replacement per
the manufacturer’s Aircraft Maintenance Manual (AMM):
• Install two bonding straps between the pump motor impeller end
cap and structure; and
• Verify motor impeller bonding resistance to structure is 0.0004
ohms (0.4 milliohms) or less.
2) Ensuring Critical Design Feature Incorporation (PI Action).
PIs must ensure that the critical design features are incorporated into the
maintenance or inspection program/manual and adhered to as written. Any proposed
operator changes must be approved through an AMOC to the AD. The CDCCL critical
design feature identified above is just one of many that are included in the
ALs for the airplane. The CDCCL’s critical design features must be included
on the operator’s Engineering Orders (EO) and job/task cards.
C. Traditionally Structural ALs. Traditionally structural ALs
have a specific task and interval, and are performed as part of a scheduled
inspection in a hangar environment. Most fuel system ALs will also involve a scheduled inspection in a hangar environment.
D. Unscheduled Maintenance. There will also be times when a fuel
system AL that includes a CDCCL will involve unscheduled maintenance such as
a fuel pump change at a line station overnight. The fuel pump change requires
that the critical design feature identified in subparagraph 6-2698B1) must be accomplished.
E. Safety of Flight. Accomplishment of fuel system ALs that include
CDCCLs relate directly to safety of flight similar to the Required Inspection Item (RII) requirement in part
must consider all ALs that include CDCCLs with the same safety
consideration and emphasis whether the work occurs during scheduled or unscheduled maintenance or it arises at an inconvenient time or location.
1) Fuel System AL CDCCLS (PI Action). PIs must ensure that operators
consider all fuel system AL CDCCLs with the same safety consideration and emphasis
whether it occurs during scheduled or unscheduled maintenance or it arises at
an inconvenient time or location. A means of accomplishing this is to have the
operator include subparagraph 6-2698E or a similarly worded paragraph in specific
sections of their manual, especially those sections that deal with the accomplishment of both scheduled and unscheduled maintenance.
2) CDCCL Procedures (PI Action). PIs must ensure that operators
have procedures in their maintenance/inspection program/manual that ensure that
the CDCCL is performed whether it’s during scheduled or unscheduled maintenance.
F. Identifying Critical Design Features. CDCCLs are intended
to identify only critical design features of a design that must be maintained.
For example, certain components of a fuel pump, or all components of the fuel
pump, may include critical design features that are identified as CDCCLs. These
critical design features would be identified in the ALS of the ICA as in CDCCLs.
G. Component Maintenance Manual (CMM). Although not intended
by the introduction of CDCCLs and other fuel system ALs, there are also DAHs
that have created certain ALs CDCCLs that include both the critical design feature
as well as the tasks associated with maintaining the CDCCL. Typically these
ALs require adhering to a specific CMM at a specific revision level to be used
when repairing or overhauling fuel system components. In this case, operators
are required to adhere to all elements of the CMM specified in the CDCCL. Any
deviations from the CMM specified in the CDCCL, including using later revisions
to those CMMs, must be approved by the FAA Oversight Office. Deviations from CMMs specified in the CDCCL may also involve an AMOC to an AD.
H. Primary Source of Information. The ADs require that the fuel
system ALs be incorporated in the operator’s maintenance or inspection program/manual;
therefore, this makes the CDCCL the primary source for the critical design feature
information. While the critical design feature may also be in the AMM reference,
it is not to be used as the primary source of information for the CDCCL critical design feature.
1) Ensuring the Inclusion of Fuel System AL Information and References
(PI Action). PIs must ensure that the operator has procedures in its maintenance/inspection
program/manual that instruct its maintenance program development personnel,
who write/revise manuals and job/task cards, and engineering personnel who develop/revise
EOs, that all information identified in the fuel system ALs and any FAA Oversight
Office-approved AMM/standard wiring practice manual (SWPM) references are included. The job/task cards and EOs should be identified as a fuel system AL.
2) Policy Statement (PI Action). The operator should have a policy
statement in its manual that cites the following or similarly worded statement:
“While the critical design feature may also be in the AMM reference, it is not
to be used as the primary source of information for the CDCCL critical design feature.” The primary source is the CDCCL.
3) Third-Party AL (PI Action). PIs must ensure that the operator
has procedures in its maintenance/inspection program/manual that address the
performance of, and procedures to follow, when a fuel system AL is performed by a third-party contract maintenance/repair station.
I. CMM Specified in the CDCCL.
1) Specific Revision Level. There are also CDCCLs that require
a specific CMM at a specific revision level be used when repairing or overhauling
fuel system components. Operators are required to use the CMM specified in the CDCCL. Any changes to the AD must be approved by an AMOC.
2) CMM Revision Control Procedures (PI Action). PIs must ensure
the operator has fuel tank system CMM revision control procedures that ensure
the latest CMM revision level identified in the CDCCL is being complied with.
In addition, the operator must convey this information to any third-party contractor/repair
station performing fuel tank system component maintenance or overhaul work for it.
6-2699 AD REQUIREMENTS. The AD requires revising the ALS of the ICA to incorporate
new limitations for fuel tank systems.
NOTE: PIs must ensure that the operator incorporates these fuel tank
systems limitations into their maintenance or inspection program in accordance with subparagraphs 6-2699A through D.
A. Fuel Systems ALs.
1) Maintenance Planning Data (MPD). The information in this subparagraph
and subparagraphs 6-2699B and C is based on a transport airplane MPD ALS. It
includes explanatory language, which is also referred to as the program rules/front
matter, what the fuel system ALs are, their regulatory basis, and what they
contain. It explains the difference between an ALI and CDCCL. Operators are
required by the AD to include this explanatory language into their maintenance
or inspection program. This includes appropriate manuals used in the administration
of the operator’s maintenance or inspection program. Any changes to these program rules must be approved by the FAA Oversight Office.
2) Including Explanatory Language (PI Action). PIs must ensure
that the operator’s maintenance/inspection program/manual includes explanatory
language. This language is “incorporated by reference” in the AD; therefore,
it is FAA-approved. Any changes by the operator must be FAA Oversight Office-approved.
B. Format—Fuel System ALs. This paragraph includes a format in
terms of AL number, task, interval, airplane applicability, and description.
This is the format used by the DAH and included in the ALS. The operator can
use its own format, however as a best practice, it is recommended that the operator
include the AL number, task, interval, airplane applicability, and description
in its manual or document used in the administration of the maintenance or inspection
program. It is especially important that the operator’s documents, such as EOs
and job/task cards, contain the appropriate format information for the document
so that the person performing the task knows the safety significance of the task.
C. ALs—Fuel System ALs.
1) ALIs and CDCCLs. This paragraph includes the ALs. Some DAHs
have separated fuel system ALs into two subcategories: ALIs and CDCCLs. In this
case, ALIs include only fuel tank AL inspections and procedures. The CDCCLs,
in some cases, reference FAA Oversight Office-approved data contained in the
DAH AMM and the SWPM. Any changes to the approved data in the AMM or the SWPM
must be FAA Oversight Office-approved before being utilized. Only the specific
data referenced in the DAH, AMM, and SWPM is FAA Oversight Office-approved, not the entire manual.
2) FAA Oversight Office-Approved Changes (PI Action). The PI must ensure that the operator’s
maintenance program/manual contains instructions for maintenance program
development personnel (who write/revise job/task cards), and engineering personnel
(who develop/revise EOs, explaining that these references are FAA-approved and any changes must be approved by the FAA Oversight Office).
D. Work Instructions/Procedures. As stated in subparagraph 6-2699C1),
AMM and SWPM references in the ALs are approved by the FAA Oversight Office.
The following subparagraphs should be used as guidance when complying with ALs that contain references to AMMs or SWPMs.
1) When the language “in accordance with” or “per” is cited in
the CDCCLs, the procedures in the AMM or SWPM must be followed to ensure that
the critical design feature is maintained. Any changes to these procedures require FAA Oversight Office approval.
2) When the language “refer to” is cited in the CDCCL, the procedures
in the AMM or SWPM represent one method of complying with the AL. An accepted
alternative procedure may be developed by the operator in accordance with its
procedures in its maintenance program/manual. Prior FAA Oversight Office approval
is not required for this action. This does not preclude the PI from coordinating with the FAA Oversight Office before accepting the revision.
3) While all DAHs may not specifically use “in accordance with,”
“per,” or “refer to” when referencing their AMM or SWPM in the CDCCL, the regulatory
effect is the same. The fuel system ALs are required by ADs and therefore those references are FAA-approved.
a) CDCCLs that use “in accordance with” or “per” to refer to work instructions/procedures
can only be changed through an AMOC to the AD.
b) CDCCLs that use “refer to” work instructions/procedures are also FAA-approved,
but changes can be made by the operator without further FAA approval (i.e., AMOC).
E. Maintenance/Inspection Program/Manual (PI Action). PIs must
ensure that operators have incorporated in their maintenance/inspection program/manual the following:
1) Specific Fuel System ALs (PI Action). All airplane-model-specific fuel system ALs.
2) Specific References (PI Action). All specific references to
FAA Oversight Office-approved fuel system AMM/SWPM work instructions/procedures. (See subparagraph 6-2699D.)
3) FAA Oversight Office Approval (PI Action). Procedures that
clearly delineate between AMM/SWPM work instructions/procedures that must be
approved by the FAA Oversight Office and those that can be changed by the operator without FAA Oversight Office approval. (See subparagraph 6-2699D.)
4) Instructions to Personnel (PI Action). The PI must ensure
that the operator’s maintenance program/manual contains instructions for maintenance
program development personnel (who write/revise manuals and job/task cards),
and engineering personnel (who develop/revise EOs, explaining that these AMM/SWPM references are FAA Oversight Office-approved. (See subparagraph 6-2699D.)
6-2700 APPLICABLE STCs. The FAA has identified a list of applicable STCs, and
the associated amendment dates containing the fuel tank system ICAs. (See Table 6-10, List of Applicable Supplemental Type Certificates.)
NOTE: PIs must ensure that the operator has incorporated the ICA into its maintenance or inspection program. Refer to AC
further information on applicable STCs.
6-2701 FIELD-APPROVED AUXILIARY FUEL TANKS.
A. Auxiliary Fuel Tank Installations. In order for an operator to use field-approved
auxiliary fuel tank installations after December 16, 2008, the operator must:
1) Perform a design review and develop ICAs that include maintenance,
inspections, procedures, and limitations in accordance with SFAR 88 requirements.
NOTE: When an operator develops or requests a change to the ICAs, the PI will inform
the operator to work closely with the FAA Oversight Office to complete a design review.
2) Submit the ICAs through the PI, who may add comments and forward them to the FAA Oversight Office for approval.
3) The operator will submit to the PI for review the revisions to their maintenance
and inspection program incorporating the FAA Oversight Office-approved ICA changes.
NOTE: When an operator requests a change to the auxiliary fuel tank
installation ICA, inform the operator to follow this process. If the operator
decides to deactivate or remove the auxiliary fuel system, it will require FAA-approved data.
B. Operations Specification (OpSpec)/Management Specification (MSpec)
D097, Aging Aircraft Programs (PI Action). The PI will ensure the operator
has incorporated the auxiliary fuel tank ICA and any subsequent revisions into
their maintenance and/or inspection programs. When the review is complete, the PI will issue or amend OpSpec/MSpec D097.
6-2702 OPERATOR-DEVELOPED SHOP INSTRUCTIONS. In the past, CMMs were
accepted by the FAA, not approved. The FAA Oversight Office will approve certain CMMs and certain parts of the CMM in accordance with the requirement in §
25.981(b) to establish CDCCLs.
A. Operator Changes. In certain CDCCLs the entire manual is FAA
Oversight Office-approved and a statement is contained in the manual to that
effect. The FAA Oversight Office must approve any operator changes to the CMM.
B. Approved FAA Oversight Office Data.
1) Requiring Specific FAA-Approved Data. Another example is a
CDCCL where the entire CMM is not FAA Oversight Office-approved, but the CDCCL
requires following specific FAA-approved data such as maintenance instructions, inspections, and procedures in the CDCCL and CMM.
2) Shop Manuals and Instructions (PI Action). The PI must ensure
that operator-developed shop manuals and instructions that include FAA Oversight
Office-approved data are identified as such. Any changes to FAA-approved data in the operators shop manuals must be FAA Oversight Office-approved.
6-2703 EXCEPTIONAL SHORT-TERM EXTENSION OF FUEL TANK SYSTEM ALs.
A. Oversight Office-Approved ALS. An operator may extend certain
fuel system ALs up to the maximum number of days specified in the applicable
ALS for a specific airplane without FAA Oversight Office approval. The FAA Oversight
Office-approved ALS includes a statement that explains that the exceptional
short term extensions of fuel tank system ALs, subject to the procedures in
the document, are FAA Oversight Office‑approved. The FAA defines an exceptional
short-term extension as an increase in a fuel system ALI interval that may be
used by the operator to cover an uncontrollable or unexpected situation in which
the AL cannot be performed within the ALI timeframe (e.g., an operator’s airplane
is scheduled for an AL inspection but cannot enter the hangar bay because it
is still occupied by another airplane). In this case, the operator, in accordance
with the procedures in the ALS, must request an exceptional short-term extension
through the PI, who must approve in advance any operator exceptional short-term extension.
B. Exceptional Short-Term Extension.
1) Original Interval. After an operator uses an exceptional short-term
extension of a fuel tank system AL, that AL interval must revert back to the
original interval in the maintenance program. Extensions are only allowed on
an individual airplane. Under the procedures in the ALS, repeated use on the
same airplane (or similar airplanes) in the operator’s fleet is not allowed.
2) Procedures for Short-Term Extensions (PI Action). The PI must
ensure that the operator’s maintenance/inspection program/manual has procedures that address short-term extension of ALs.
6-2704 OPERATOR REQUIREMENTS TO INCORPORATE FTS ICAs.
A. Maintenance or Inspection Program Revision. Section
121.1113 (and similar provisions
of §§ 91.1507,
that after December 16, 2008, no certificate holder, air carrier, or operator may operate an airplane unless it has revised the
maintenance and/or inspection program for that airplane to include FAA Oversight Office-approved ICAs for the fuel tank system.
B. MRBR or Maintenance Implementation Document (MID) Revisions (PI Action).
The PI must ensure that the operator has incorporated the DAH-developed MRBR
or MID revisions or other FAA Oversight Office-approved fuel tank system ICAs
into its maintenance and/or inspection program. The PI review ensures that the
operator’s maintenance and/or inspection programs are in compliance with the
fuel tank system and Aging Aircraft Program rules. When the review is complete, the PI will issue or amend OpSpec/MSpec D097.
C. Operators/Certificate Holders/Program Managers that are Authorized
OpSpec/MSpec/Letter of Authorization (LOA) D097. The issuance of OpSpec
D097 signifies the FAA has reviewed the operator/certificate holder/program
manager’s policy and procedures incorporated into their maintenance and/or inspection
programs are in compliance with the Aging Aircraft Program rules. Table 1 of D097 will consist of three columns that list:
• The Aging Aircraft Program rules;
• The manual and section where the policy and procedures
are located for the applicable Aging Aircraft Program; and
• The date of the manual and section where the current policy and
procedures are located for the applicable Aging Aircraft Program.
NOTE: Figure 6-113 below illustrates a D097 Table 1 that lists the various 14 CFR
part rules. The operator/certificate holder/program manager will have a specific OpSpec D097 template for their operation.
Figure 6-113. Sample D097 Table 1 – Aging Aircraft Maintenance Programs
1) Initial submission and any later revisions to the operator/certificate
holder/program manager’s maintenance and/or inspection program policy and procedures
must be submitted to the PI for review for compliance with the Aging Aircraft Program rules.
2) An operator/certificate holder/program manager must have procedures
to ensure that ICAs are incorporated into their maintenance and/or inspection program.
3) The PI must ensure that the operator/certificate holder/program
manager has procedures in its manual that track any changes and approvals made to the FAA Oversight Office-approved FTS ICAs.
6-2705 CHANGES TO OPERATORS’ FUEL TANK SYSTEM TASKS, INTERVALS, AND INSTRUCTIONS/PROCEDURES.
Fuel tank system tasks resulting from SFAR 88 safety reviews are unique to SFAR
88 since the FTS rule (May 7, 2001) requires FAA approval of any changes. These
intervals allow flexibility for operators to perform these maintenance tasks within their normal scheduled maintenance checks.
A. DAH Changes. Normally, throughout the course of an airplane’s
life cycle, the DAH will make changes to the maintenance program, which will
include revising the FAA-approved “source document.” Revisions to the source
document must be FAA Oversight Office-approved. The operator may also propose
changes to its fuel tank system maintenance or inspection program. The operator
must submit fuel tank system changes to the PI for review and approval. AD-mandated
fuel tank system ALs are not required to be approved for OpSpec/MSpec D097.
B. Operator Changes. The operator must have procedures in its maintenance/inspection
program/manual that ensure that any changes to fuel tank system tasks are routed
through the PI. The PI may add comments and then must formally coordinate the
changes for approval with the relevant FAA Oversight Office, through the appropriate Aircraft Evaluation Group (AEG).
6-2706 THE EAPAS FUEL TANK SYSTEM IGNITION PREVENTION TRAINING.
EAPAS/FTS rule does not have a specific requirement for operator fuel tank ignition prevention training. Section
the standard for a training program to ensure that each person (including inspection personnel) who determines the adequacy of work done is
fully informed about procedures and techniques and new equipment in use and is competent to perform their duties.
has maintenance personnel training requirements similar to part
125.507(a)(1) and (2). Part
not have a maintenance personnel training requirement similar to parts
an airplane applicability established in the EAPAS/FTS rule (refer
to § 125.507(a)(1) and
(2)), more large, complex transport category airplanes are operating under part
(PI Action). PIs must ensure that the operator has a fuel tank system ignition prevention training program that is consistent with the standard set in §
121.375 and information
in AC 120-97.
91.1111 or §
(PI Action). PIs assigned to a part
ownership operator to which §
must ensure that the operator has a fuel tank system ignition prevention training program consistent with the standard set in §
91.1111 or §
91.1433 and information
in AC 120-97.
Operators (PI Action). PIs assigned to part
§ 125.507 applies
should encourage their operator to develop a fuel tank system ignition prevention training program consistent with the information in AC
PIs (PI Action). PIs assigned to §
129.14 operators to which §
should encourage their operator to develop a fuel tank system ignition prevention training program consistent with the information in AC
Table 6-10. List of Applicable Supplemental Type Certificates
DC8-62, -62F, -63F, -72, -72F, -73F
Fuel Quantity Indicating System (External to Tank)
STC Amended 1/5/04, Operators must incorporate
ICA T3068‑0005‑01, Initial issue, dated Oct 23, 2003 (or later version).
(At D check interval, inspections of flight deck wiring and connectors.)
B747-100, -100B, -100B SUD, -200B, -200C, -200F, -300, B747SP & B747SR
Retrofit of Entire Fuel Quantity Gauging System
STC Amended 10/19/04, Operators must incorporate ICA T3070‑0005‑0101, Initial issue, dated July 2, 2004 (or
later version). (At D check interval, inspections of wiring separation, shielding, bonding.)
Isolation Fuel Quantity Transmitter System
STC Amended 2/10/04, Operators must incorporate
ICA T3072‑0005‑0101, Revision A, dated Jan 22, 2004 (or later version). (Periodic inspections of wiring and bonding.)
Computerized Fuel Quantity Indicator System
STC Amended 4/19/04, Operators must incorporate ICA T3066‑0005‑0101, Revision D, dated March 10, 2004 (or
later version). (Inspections to determine the condition of the wiring and connector interfaces, every 16,000 flight hours.)
B727, -100, -100C, -200, -200F, 727C
FQIS Indicators w/VTO & Optional FSU, In-tank Harnesses
STC Amended 4/19/04, Operators must incorporate ICA T3065‑0005‑0101, Revision D, dated March 10, 2004 (or
later version). (Inspections to determine the condition of the wiring and connector interfaces, every 16,000 flight hours.)
6-2707 TASK OUTCOMES. If not already accomplished, document that the operator
has successfully incorporated the FAA Oversight Office-approved FTS ICAs into its maintenance program by issuing or amending OpSpec D097.
A. Complete the PTRS Record. For part
125, and part
open a new PTRS record using the PTRS codes in this section.
Enter “FTS” in the “National Use” block of section I. In section IV, the “Comment” block, annotate the following:
1) Document that the operator has incorporated the applicable FTS ICAs into its maintenance program.
2) Record the signature date of the FTS OpSpec.
B. Ongoing Surveillance of Part
Carriers. Follow SAS guidance.
C. Ongoing Surveillance of Part
125 and Part
To ensure the operator continues to comply with its FTS requirements, accomplish and record surveillance activities using the PTRS codes
listed in this section using “FTS” in the “National Use” block. Enter the findings
in the PTRS database in accordance with existing procedures.
RESERVED. Paragraphs 6-2708 through 6-2722.