838 

14 CFR Ch. I (1–1–19 Edition) 

§ 91.1501 

(2) Include a certification that— 
(i) The work was performed in ac-

cordance with the requirements of the 
program manager’s manual; 

(ii) All items required to be inspected 

were inspected by an authorized person 
who determined that the work was sat-
isfactorily completed; 

(iii) No known condition exists that 

would make the aircraft unairworthy; 

(iv) So far as the work performed is 

concerned, the aircraft is in condition 
for safe operation; and 

(3) Be signed by an authorized certifi-

cated mechanic. 

(c) Notwithstanding paragraph (b)(3) 

of this section, after maintenance, pre-
ventive maintenance, or alterations 
performed by a repair station certifi-
cated under the provisions of part 145 
of this chapter, the approval for return 
to service or log entry required by 
paragraph (a) of this section may be 
signed by a person authorized by that 
repair station. 

(d) Instead of restating each of the 

conditions of the certification required 
by paragraph (b) of this section, the 
program manager may state in its 
manual that the signature of an au-
thorized certificated mechanic or re-
pairman constitutes that certification. 

Subpart L—Continued Airworthi-

ness and Safety Improve-
ments 

S

OURCE

: Amdt. 91–297, 72 FR 63410, Nov. 8, 

2007, unless otherwise noted. 

§ 91.1501

Purpose and definition. 

(a) This subpart requires operators to 

support the continued airworthiness of 
each airplane. These requirements may 
include, but are not limited to, revising 
the inspection program, incorporating 
design changes, and incorporating revi-
sions to Instructions for Continued 
Airworthiness. 

(b) [Reserved] 

[Amdt. 91–297, 72 FR 63410, Nov. 8, 2007, as 
amended by Docket FAA–2018–0119, Amdt. 91– 
350, 83 FR 9171, Mar. 5, 2018] 

§ 91.1503

[Reserved] 

§ 91.1505

Repairs assessment for pres-

surized fuselages. 

(a) No person may operate an Airbus 

Model A300 (excluding the -600 series), 
British Aerospace Model BAC 1–11, Boe-
ing Model 707, 720, 727, 737 or 747, 
McDonnell Douglas Model DC–8, DC–9/ 
MD–80 or DC–10, Fokker Model F28, or 
Lockheed Model L–1011 airplane beyond 
applicable flight cycle implementation 
time specified below, or May 25, 2001, 
whichever occurs later, unless repair 
assessment guidelines applicable to the 
fuselage pressure boundary (fuselage 
skin, door skin, and bulkhead webs) are 
incorporated within its inspection pro-
gram. The repair assessment guidelines 
must be approved by the responsible 
Aircraft Certification Service office for 
the type certificate for the affected air-
plane. 

(1) For the Airbus Model A300 (ex-

cluding the –600 series), the flight cycle 
implementation time is: 

(i) Model B2: 36,000 flights. 
(ii) Model B4–100 (including Model 

B4–2C): 30,000 flights above the window 
line, and 36,000 flights below the win-
dow line. 

(iii) Model B4–200: 25,500 flights above 

the window line, and 34,000 flights 
below the window line. 

(2) For all models of the British Aero-

space BAC 1–11, the flight cycle imple-
mentation time is 60,000 flights. 

(3) For all models of the Boeing 707, 

the flight cycle implementation time is 
15,000 flights. 

(4) For all models of the Boeing 720, 

the flight cycle implementation time is 
23,000 flights. 

(5) For all models of the Boeing 727, 

the flight cycle implementation time is 
45,000 flights. 

(6) For all models of the Boeing 737, 

the flight cycle implementation time is 
60,000 flights. 

(7) For all models of the Boeing 747, 

the flight cycle implementation time is 
15,000 flights. 

(8) For all models of the McDonnell 

Douglas DC–8, the flight cycle imple-
mentation time is 30,000 flights. 

(9) For all models of the McDonnell 

Douglas DC–9/MD–80, the flight cycle 
implementation time is 60,000 flights. 

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