Section 91.1501

14 CFR Ch. I (1-1-19 Edition)

(2) Include a certification that - 
(i) The work was performed in accordance 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 satisfactorily 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 certificated mechanic.
(c) Notwithstanding paragraph (b)(3)
of this section, after maintenance, preventive maintenance, or alterations
performed by a repair station certificated 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 authorized certificated mechanic or repairman constitutes that certification.

Subpart L - Continued Airworthiness and Safety Improvements
SOURCE: Amdt. 91-297, 72 FR 63410, Nov. 8,
2007, unless otherwise noted.

Section 91.1501

Purpose and definition.

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(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 revisions 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]

Section 91.1503

[Reserved]

Section 91.1505 Repairs assessment for pressurized fuselages.
(a) No person may operate an Airbus
Model A300 (excluding the -600 series),
British Aerospace Model BAC 1-11, Boeing 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 program. The repair assessment guidelines
must be approved by the responsible
Aircraft Certification Service office for
the type certificate for the affected airplane.
(1) For the Airbus Model A300 (excluding 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 window 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 Aerospace BAC 1-11, the flight cycle implementation 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 implementation 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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