Rule2026-22953
Inspection Programs for Single-Engine Turbine-Powered Airplanes and Unmanned Aircraft; and Miscellaneous Maintenance-Related Updates
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
November 10, 2026
Effective
January 11, 2027
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The final rule updates the maintenance inspection requirements for single-engine turbine-powered airplanes and unmanned aircraft. Aircraft owners and operators now have more inspection program options to choose from and more relaxed mechanical reliability reporting requirements. It also clarifies various maintenance-related regulations. This final rule relieves aircraft owners, operators, maintenance providers, and FAA of certain workload burdens by facilitating a more efficient workload for these individuals without compromising aviation safety.
Full Text
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<title>Federal Register, Volume 91 Issue 216 (Tuesday, November 10, 2026)</title>
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[Federal Register Volume 91, Number 216 (Tuesday, November 10, 2026)]
[Rules and Regulations]
[Pages 72397-72407]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2026-22953]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Parts 91, 125, 135, 137, and 145
[Docket No.: FAA-2024-0025 Amdt. Nos. 91-385, 125-78, 135-150, 137-18,
and 145-34]
RIN 2120-AL20
Inspection Programs for Single-Engine Turbine-Powered Airplanes
and Unmanned Aircraft; and Miscellaneous Maintenance-Related Updates
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
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SUMMARY: The final rule updates the maintenance inspection requirements
for single-engine turbine-powered airplanes and unmanned aircraft.
Aircraft owners and operators now have more inspection program options
to choose from and more relaxed mechanical reliability reporting
requirements. It also clarifies various maintenance-related
regulations. This final rule relieves aircraft owners, operators,
maintenance providers, and FAA of certain workload burdens by
facilitating a more efficient workload for these individuals without
compromising aviation safety.
DATES: Effective January 11, 2027.
ADDRESSES: For information on where to obtain copies of rulemaking
documents and other information related to this final rule, see ``How
to Obtain Additional Information'' in the SUPPLEMENTARY INFORMATION
section of this document.
FOR FURTHER INFORMATION CONTACT: For technical questions concerning
this action, contact Bryan B. Davis, Airmen & Special Projects Branch,
AFS-320, Aircraft Maintenance Division, Flight Standards Service,
Federal Aviation Administration, United CMO (HOU), GL33 2625 Bay Area
Boulevard, Suite 400, Houston, Texas 77058-1568; telephone: (281) 929-
7013; email: <a href="/cdn-cgi/l/email-protection#3351414a525d1d5752455a40735552521d545c45"><span class="__cf_email__" data-cfemail="c4a6b6bda5aaeaa0a5b2adb784a2a5a5eaa3abb2">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Table of Contents
I. Executive Summary
A. Overview of the Final Rule
B. Summary of Costs and Benefits
II. Authority for This Rulemaking
III. Background
A. Statement of the Problem
B. Summary of the NPRM
C. General Overview of Comments
IV. Discussion of Comments and the Final Rule
A. Support for Changes to Parts 91, 125, 135, and 137
B. Suggestions for Removal of Current Technical Data Terminology
at Sec. 145.211(c)(1)(v)
C. Suggestions for Consistency of Terminology at Sec. 145.217
D. Suggestions Regarding Clarification of the Work Performed on
an Article at Sec. 145.201
E. Miscellaneous Issues
1. Commenters on the Omission of Part 145 Repair Stations From
the NPRM Regulatory Impact Analysis
2. Commenter's Request for More Transparency Regarding FAA's
Oversight Process for Manufacturer-Recommended and Registered Owner/
Operator's Inspection Programs
3. Commenters Request To Add Terminology at Sec. 145.217
4. Suggestion To Remove Terminology at Sec. Sec. 145.201 and
145.217
5. Miscellaneous Changes to Sec. 145.201(a)(2)(i)
6. Other Miscellaneous Suggestions for Changes Not in the
Proposal
V. Regulatory Notices and Analyses
A. Summary of the Regulatory Impact Analysis
B. Regulatory Flexibility Act
C. International Trade Impact Assessment
D. Unfunded Mandates Assessment
E. Paperwork Reduction Act
F. International Compatibility
G. Environmental Analysis
VI. Executive Order Determinations
A. Executive Order 13132, Federalism
B. Executive Order 13175, Consultation and Coordination With
Indian Tribal Governments
C. Executive Order 13211, Regulations That Significantly Affect
Energy Supply, Distribution, or Use
D. Executive Order 13609, Promoting International Regulatory
Cooperation
E. Executive Order 14192, Unleashing Prosperity Through
Deregulation
[[Page 72398]]
VII. Additional Information
A. Electronic Access and Filing
B. Small Business Regulatory Enforcement Fairness Act
I. Executive Summary
A. Overview of the Final Rule
This final rule revises 14 CFR part 91 to make maintenance
requirements for certain aircraft more flexible. To begin, it expands
the maintenance inspection program options for owners and operators of
single-engine turbine-powered airplanes and unmanned aircraft.
Specifically, single-engine turbine-powered airplane owners and
operators can now use an inspection program recommended by the
manufacturer, or one created by the registered owner or operator,
provided it is approved by the Administrator. Existing inspection
options, such as the annual, 100-hour, or progressive inspection
programs, remain available as alternatives.
In addition, for unmanned aircraft operating under 14 CFR part 135,
the rule now allows these aircraft owners and operators to follow
inspection rules under part 91. This means they can choose either a
manufacturer-recommended inspection program or one established by the
registered owner or operator, as long as it receives Administrator
approval.
Beyond inspection programs, the final rule amends subpart K of part
91 by extending the reporting interval for aircraft mechanical
reliability reports from 72 hours to 96 hours. It also provides the
option to submit these reports electronically, simplifying the
submission process.
Finally, this final rule clarifies and streamlines maintenance-
related regulations in various parts of 14 CFR, including parts 125,
135, 137, 145, and additional subparts of part 91. By addressing
confusing or ambiguous language, these updates help aircraft owners,
operators, and maintenance providers comply with regulations more
easily. Overall, the rule supports FAA's mission of efficiency by
enabling greater flexibility for owners, operators, and maintenance
providers in meeting maintenance requirements, all while ensuring that
aviation safety remains uncompromised.
B. Summary of the Costs and Benefits
This rule's manned aircraft maintenance programs include a 10-year
estimate of costs and savings. These estimates are based on the
assumption that all manufacturers of single-engine turbine-powered
aircraft would develop and make available their manufacturer inspection
programs to owners and operators of that aircraft type. Using a seven
percent discount rate, the result is an annualized net cost savings of
$57.02 million.
II. Authority for This Rulemaking
FAA's authority to issue rules on aviation safety, such as the
rules governing the inspection, maintenance service, and overhauling of
aircraft, aircraft engines, propellers, and appliances, as well as the
equipment and facilities, the timing of and manner of such activities,
is found in title 49 of the United States Code (49 U.S.C.). Subtitle I,
section 106 grants the FAA Administrator the authority to issue rules
on aviation safety. Subtitle VII, Aviation Programs, describes in more
detail the scope of the agency's authority, including the authority to
issue regulations.
This rulemaking is issued under 49 U.S.C. 44701(a)(2)(A) and (B),
which directs FAA to prescribe regulations and minimum standards in the
interest of safety for:
(1) inspecting, servicing, and overhauling aircraft, aircraft
engines, propellers, and appliances; and (2) equipment and facilities
for, and the timing of and manner of, the inspecting, servicing, and
overhauling FAA finds necessary for safety in air commerce. In
addition, 49 U.S.C. 44701(a)(5) charges FAA with promoting the safe
flight of civil aircraft by prescribing regulations and minimum
standards for other practices, methods, and procedures FAA finds
necessary for safety in air commerce and national security.
Finally, 49 U.S.C. 44707 authorizes FAA to examine and rate repair
stations and shops that repair, alter, and maintain aircraft, aircraft
engines, propellers, and appliances. Specifically, under 49 U.S.C.
44707(2), FAA is charged with inspecting and rating repair stations and
shops on the adequacy and suitability of the equipment, facilities, and
materials for, and methods of, repair and overhaul, and the competency
of the individuals doing the work or giving instruction in the work.
III. Background
A. Statement of the Problem
Previously, single-engine turbine-powered airplanes were not
authorized to use the inspection options listed in 14 CFR 91.409(f) as
alternatives to the annual or 100-hour inspection requirements. These
options listed under Sec. 91.409(f) included a continuous
airworthiness inspection program under a part 121 or part 135
operator's Continuous Airworthiness Maintenance Program (CAMP), an
approved aircraft inspection program under part 135, a manufacturer-
recommended inspection program, and a program created by the owner or
operator and approved by FAA.
In 1989, FAA updated Sec. 91.409(e), introducing more inspection
options for turbine-powered rotorcraft. This allowed operators to
schedule inspections in a way that optimized the time between
inspections, resulting in more efficient operations. However, single-
engine turbine-powered airplanes were excluded from this update because
they were less common compared to rotorcraft at the time. Today, that
is no longer the case--there are now more than 4,500 single-engine
turbine-powered airplanes registered in the U.S. Moreover, the
increasing integration of unmanned aircraft systems (UAS) into the
National Airspace System since 2016 has added further context to the
need for regulatory updates. To accommodate and support UAS operations
under parts 91 and 135, FAA has granted exemptions and waivers,
generally requiring UAS to adhere to the manufacturer's inspection
instructions or incorporate those instructions in an operator's
approved maintenance inspection program.
Given these developments, FAA sees no safety concerns that justify
denying single-engine turbine-powered airplanes and UAS the same
regulatory flexibility as turbine-powered rotorcraft when it comes to
part 91 inspection options. Manufacturer-recommended inspection
programs for turbine-powered rotorcraft have consistently proven to be
safe and effective alternatives to annual or 100-hour inspections. FAA
anticipates similarly positive outcomes for single-engine turbine-
powered airplanes and UAS that use manufacturer recommended programs,
or ones established by the owner or operator and approved by the
Administrator.
Lastly, there is a pressing need to address ambiguities in part 145
related to maintenance documentation and contract maintenance. FAA has
received numerous questions and requests for legal interpretations
pertaining to these matters, underscoring the importance of providing
clearer regulatory language.
B. Summary of the NPRM
The notice of proposed rulemaking (NPRM), which published in the
Federal Register on January 31, 2024, with the comment period closing
on May 1, 2024, proposed several amendments. First, it proposed
expanding the availability of maintenance inspection program options
under 14 CFR 91.409(e) to
[[Page 72399]]
single-engine turbine-powered airplanes and unmanned aircraft
(excluding part 107 aircraft) operating under parts 91 or 135. This
change enables owners and operators to use inspection programs under
Sec. 91.409(f), offering greater flexibility. In addition, the NPRM
proposed relaxing the mechanical reliability reporting requirements
found under Sec. 91.1415(d). The new reporting timeframe, from 72 to
96 hours, would align with Sec. Sec. 121.703, 125.409, 135.415, and
145.221. It proposed changing the section heading from ``Mechanical
reliability reports'' to ``Service difficulty reports'' for
consistency. The NPRM also proposed clarification of part 145
requirements. Specifically, the proposed changes to Sec. 145.217 would
clarify that FAA approval of contract maintenance applies only when a
certificated repair station assumes responsibility for outside
maintenance and approves it for return to service. In addition, Sec.
145.201(a)(2) would remove ``for which the certificated repair station
is rated,'' allowing repair stations to arrange contract maintenance on
articles they are not rated for. Other reorganization changes to part
145 were proposed to reduce administrative burdens and clarify contract
maintenance regulations.
Moreover, the NPRM proposed numerous miscellaneous updates to 14
CFR parts 91, 125, 135, and 137. The proposed amendments aim to clarify
and streamline inspection program options and submission processes for
aircraft owners and operators. Subtitles ``Annual Inspection'' and
``100-Hour Inspection'' were added to Sec. 91.409 at (a) and (b),
respectively, to improve consistency in labeling across 14 CFR.
Proposed changes to Sec. 91.409(e) included reorganizing it into two
subparagraphs: one for large airplanes, multiengine turbine-powered
airplanes, and unmanned aircraft, and another for turbine-powered
rotorcraft and single-engine turbine-powered airplanes.
Proposed amendments to 14 CFR 91.409(f) involved simplifying
terminology, such as replacing ``[a] continuous airworthiness
inspection program that is part of a continuous airworthiness
maintenance program [CAMP] . . .'' with ``an inspection program that is
part of a continuous airworthiness maintenance program . . .'' and
revising other phrases throughout the subsection for consistency and
clarity (emphasis added). The NPRM aimed to reduce administrative
burdens by removing the requirement under Sec. 91.409(f)(4) to list
the name and address of the person responsible for scheduling
inspections. Proposed revisions to Sec. 91.401 (the applicability
section for subpart E of part 91) offered to reorganize the section and
incorporate certain applicability provisions that are found in other
sections of subpart E. Revisions were also proposed to Sec. 91.403(c)
to enhance clarity by dividing the alternative compliance options that
were located in a single paragraph, into three new paragraphs--(c)(1),
(c)(2), and (c)(3).
Finally, the NPRM proposed revisions to 14 CFR 91.405 to clarify
maintenance requirements for correcting aircraft discrepancies that are
discovered through inspection. Revisions to paragraph (a) proposed to
clarify that ``repair'' of an aircraft discrepancy is not the only
maintenance action that owners and operators may take. The revision
proposed to list other types of maintenance actions that may be taken,
such as inspection, preservation, or replacement of parts. The revision
was proposed to add a reference to Sec. 91.213 (``Inoperative
instruments and equipment'') in paragraph (a), to inform that deferral
of qualifying instruments and equipment under specific conditions and
limitations is permitted. The NPRM further proposed to change Sec.
91.405(c) to clarify that there is no time limitation regarding how
long the inoperative instrument or equipment item could remain
inoperative as long as it is inspected at each required inspection and
there is no adverse effect on the aircraft's continued safe operation.
Revisions to paragraph (d)'s introductory text were proposed to add the
phrase ``. . . marking it `Inoperative' '' to enhance clarity and
maintain consistency with Sec. Sec. 43.11(b) and 91.213(d)(3)(ii).
Lastly, the NPRM proposed to clarify that all maintenance programs
referenced in Sec. 135.411(a)(2) refer to a CAMP, and to reorganize
Sec. 137.53(c) (Operation over congested areas: Pilots and aircraft).
It proposed to relocate the Sec. 137.53(c)(1)(i) inspection
requirement, which mandates a 100-hour or annual inspection or
inspection under a progressive system for most aircraft, to Sec.
91.409 to consolidate it with other 100-hour or annual inspections for
aircraft operated for hire or flight instruction. In addition, it
proposed to remove paragraph (c)(1)(ii) entirely, which specifies
inspection requirements for turbine-powered multiengine civil
airplanes, since Sec. 91.409(e) already governs inspections for such
aircraft. Overall, the NPRM's proposal aimed to ensure consistency and
reduce confusion across regulations.
C. General Overview of Comments
FAA received 21 comments in total, including one duplicate and two
submitted after the deadline. However, the two late comments were from
individuals who were supportive of the rule without any suggested
changes. Eight of the comments were from individuals, and the remaining
13 comments were from business entities. Eight commenters supported the
rule but suggested additional changes. The commenters' suggested
changes are discussed more fully in the `Discussion of Comments and the
Final Rule' section below. Two comments were outside the scope of the
rule.
IV. Discussion of Comments and the Final Rule
A. Support for Changes to Parts 91, 125, 135, 137, and 145
FAA received only supportive comments regarding the proposed
amendments to 14 CFR parts 91, 125, 135, and 137. There was no
opposition or suggested changes to these proposed amendments.
Accordingly, FAA is adopting the final rule for these parts as proposed
in the NPRM. Though the proposed amendments to part 145 were received
well by the public, there were several comments that presented,
recommended, or suggested changes to the proposed amendments of this
part. As a result of these suggested changes to the proposed amendment
regarding part 145, this final rule deletes the word ``current'' from
Sec. 145.211(c)(1)(v) in order to minimize confusion regarding the
data that repair stations must maintain. Under Sec. 145.217(a), the
final rule inserts the phrase ``outside source'' in order to clarify
the issue of when Sec. 145.217 is applicable. Lastly, part 145
certificated repair stations are included in the Regulatory Impact
Analysis (RIA) of this final rule.
B. Suggestions for Removal of Current Technical Data Terminology at
Sec. 145.211(c)(1)(v)
Section 145.211(c)(1)(v) requires the quality control manual to
contain a description of the system and procedures for ``[e]stablishing
and maintaining current technical data.'' The NPRM invited the public
to comment on whether to remove the current requirement that a repair
station must maintain the specified documents and that the documents be
``current'' and accessible when the relevant work is being done.
Five commenters wrote and suggested that the term ``current''
causes confusion, and it would be beneficial if the word ``current''
were replaced with another word, or completely removed, in the
regulation when referring to Instructions for Continued
[[Page 72400]]
Airworthiness (ICA). One individual commenter reasoned that the use of
the word ``current'' is irrelevant to the intent of the rule because
repair stations are already required to maintain all technical data
regardless of whether it is current or not. The individual further
commented that keeping the word would make the requirement confusing
because repair stations would think that they only have to maintain
current data and not all data, which is not accurate. The individual
also suggested amending Sec. 43.13(a) by removing the phrase
``Instructions for Continued Airworthiness,'' reasoning that the
current maintenance manuals are considered instructions for continuous
airworthiness, therefore making the term ``Instructions for Continuous
Airworthiness'' redundant.
The other four commenters, likewise, stated that the Sec.
145.211(c)(1)(v) language should be adjusted to accommodate the
proposal's requirement that the appropriate technical data be available
when the work is performed. They reasoned the NPRM's objective could be
achieved by using their recommended language of: ``[e]nsuring
appropriate technical data is available and used when work is being
performed.''
FAA agrees with the suggestion regarding deleting the word
``current'' from Sec. 145.211(c)(1)(v). However, FAA does not agree
with the other changes suggested. Concerning the individual commenter's
requested change to Sec. 43.13(a) and assertion that the
manufacturer's maintenance manuals are essentially ICA, FAA disagrees
because ICA may not always be included in manufacturers' maintenance
manuals. Sometimes ICA are found in service bulletins, service letters,
and other service documents. Therefore, the current regulatory language
is accurate and not redundant. Accordingly, FAA is adopting the rule as
proposed, without this suggested omission.
Concerning the four commenters' collective new language at Sec.
145.211(c)(1)(v), FAA believes that the suggested new language creates
more ambiguity because that language does not inform or define what
``appropriate'' technical data means or includes. As such, FAA
partially accepts these suggestions and removes the word ``current'' at
Sec. 145.211(c)(1)(v) in the final rule to enhance the clarity of the
regulation. Incorporating the suggestions, the text would read as
follows: ``Establishing and maintaining [deleted] technical data for
maintaining articles.''
C. Suggestions for Consistency of Terminology at Sec. 145.217
Two commenters suggested that FAA use the term ``outside source''
consistently throughout Sec. 145.217. The commenters noted that the
term is introduced at Sec. 145.217(a) but then changes to the phrase
``non-certificated person'' or ``outside facility.'' For purposes of
continuity and because ``outside source'' may include a noncertificated
person, FAA agrees with the two commenters and amends Sec. 145.217 at
(a)(1), (a)(2)(i), and (a)(2)(ii) to reflect these suggestions. These
suggestions are aligned with the purpose of the rule to streamline and
clarify various maintenance regulations, so there is a better
understanding of how to comply with them.
In addition, four commenters suggested amending the proposal at
Sec. 145.217(a)(1) to make it clear that Sec. 145.217 applies only
when the certificated repair station that is contracting for the
function will issue an approval for return to service for the work
performed by the contractor. To clarify this applicability issue, the
commenters suggested removing the phrase ``. . . to the outside
source'' so that subsection (a)(1) can simply read: ``[t]he
Administrator approves the maintenance function to be contracted.''
FAA agrees with the intent of this suggestion because this change
is needed for further clarity, which is the purpose of the proposal.
However, instead of accepting the commenters' suggested language, FAA
has made the suggested changes at Sec. 145.217(a) for easier
readability instead of at Sec. 145.217(a)(1) as the commenters
initially suggested. The final rule will read as follows: ``[a]
certificated repair station may approve the work for return to service
following the maintenance, preventive maintenance, or alterations
performed on an article by an outside source under contract or other
arrangement, in accordance with Sec. 145.201(a)(2), provided all the
following conditions are met:.''
D. Suggestions Regarding Clarification of the Work Performed on an
Article at Sec. 145.201
Four commenters, collectively, wrote a recommendation in support of
the proposed changes to 14 CFR 145.201. However, they noted that
additional changes should be made ``[t]o align section 145.201 with
Sec. 43.9(a)(4) and make [Sec. 145.201] more comprehensive . . .''
Specifically, they noted that the proposal perpetuated an inconsistency
with the Sec. 43.9 privilege of approving work for return to service.
When maintenance or alteration is performed, the maintenance provider
approves the work on the article, rather than the article itself, for
return to service. To align Sec. 145.201 with Sec. 43.9(a)(4), the
commenters made the following suggestions: (1) add additional text to
Sec. 145.201(a)(1) to read as: ``[t]he certificated repair station may
approve for return to service the work on any article for which the
certificated repair station is rated after it has performed
maintenance, preventive maintenance, or alteration in accordance with
part 43; (2) replace the phrase ``an article'' with the phrase ``the
work'' at Sec. 145.201(a)(2); and (3) change subparagraphs Sec.
145.201(c)(1), (2), and (3) to reflect correctly that the repair
station only approves for return to service ``the work'' performed on
an article.
Commenters suggested that similar conforming changes should be made
to Sec. Sec. 145.219(c) and 145.223(c), because Sec. 145.219(a)
currently requires that records be kept for two years from the date an
article was approved for return to service. The commenters also
suggested that the paragraph should be changed to two years from the
date ``the work'' was approved for return to service. For the same
reason, they suggested that Sec. 145.223(c) should be revised to
clarify that a non-certificated source must allow FAA to inspect its
work before a certificated repair station may approve for return to
service the work performed by the non-certificated source.
FAA partially agrees with the suggestions to amend Sec.
145.201(a)(2) and (c) to replace the term ``an article'' with the term
``the work.'' In addition, FAA partially accepts this recommendation
and amends the text at Sec. 145.201(c) to include the phrase ``the
work performed on--''. FAA decided to amend the text at Sec.
145.201(c) introductory paragraph instead of amending at Sec.
145.217(a)(1), (a)(2)(i), and (a)(2)(ii), like the commenters
suggested, because this option makes the text more concise and helps
with readability. FAA declines the suggested amendment to Sec. Sec.
145.219(c) and 145.223(c), because these changes exceed the proposed
language and interested parties could not have reasonably anticipated
the final rule to have such changes.
E. Miscellaneous Issues
1. Comments on the Omission of Part 145 Repair Stations From the NPRM's
Regulatory Impact Analysis
Four commenters, collectively, suggested that part 145 repair
stations need to be included in the RIA section.
[[Page 72401]]
They stated the removal of the requirement that repair stations must
keep ``current'' data when it may not be needed or used represents
potentially millions of dollars in savings for certificated repair
stations that comply with the current mandate.
They also state that 14 CFR 145.217 only applies when the
certificated repair station approves another person's work for return
to service. This amendment clarifies existing regulations, helping both
the agency and the industry avoid hours of unnecessary back-and-forth.
By reducing continuous changes to repair stations' quality manuals, it
minimizes the need for repeated agency reviews, streamlining the
process. Furthermore, four commenters, collectively recommended that
part 145 repair stations be included in the Paperwork Reduction Act
(PRA) analysis, though it acknowledged that the proposed rule does not
impact current reporting and collection requirements for repair
stations or certificate holders.
FAA acknowledges the inadvertent omission of part 145 repair
stations and accepts the suggestion to include certificated repair
stations in the final rule's RIA. The final rule creates no additional
information collection obligations. Thus, the omission of part 145
repair stations has no impact on the PRA analysis, and repair stations
have not been included in the PRA analysis of the final rule.
2. Commenter's Request for More Transparency Regarding FAA's Oversight
Process for Manufacturer-Recommended and Registered Owner/Operator's
Inspection Programs
One commenter suggested that FAA needed to be more transparent
regarding the safety data collected and more openly document FAA's
acceptance standards for inspection programs with industry
stakeholders. Specifically, the commenter requested that FAA share UAS
safety data and the process for approval for proposed UAS maintenance
inspection programs with industry stakeholders. In addition, the
commenter suggested that FAA perform a more complete and thorough
oversight and safety review of each manufacturer-recommended inspection
program or the program established by the registered owner or operator.
FAA believes the commenter's suggestion is outside the scope of the
rule's proposal. The intent of the rule was to lessen the burden on
owners, operators, maintenance providers, and FAA without compromising
safety. FAA believes it has struck that balance here and that the
oversight and review it performs is sufficient to ensure the safety of
these inspection programs. Though the commenter is correct that
additional disclosure would increase transparency, FAA does not
believe, and the commenter has provided no evidence to support, that
doing so would increase safety. Further, FAA is concerned that the
process outlined by the commenter would likely result in heavily
redacted disclosures, reducing even that transparency benefit. Finally,
FAA notes that this process only applies to UAS operations under part
135, which comprise a minority of such operations that will only
decline in number when the agency's rulemaking to establish a new part
108 for Beyond Visual Line-of-Sight (BVLOS) operations is completed.
3. Commenters' Request To Add Terminology at Sec. 145.217
Four commenters, collectively, recommended adding additional
descriptive language to 14 CFR 145.217(b) to list the specific
maintenance functions that a certificated repair station may contract
out to a noncertificated person.
FAA is adopting the final rule as proposed, without adding the
requested language, because it is widely understood that the phrase
``maintenance functions'' also encompasses maintenance, preventative
maintenance, and alterations. Accordingly, additional language is not
needed.
4. Suggestion To Remove Terminology at Sec. Sec. 145.201 and 145.217
One commenter recommended replacing the term ``contract
maintenance'' with another term throughout 14 CFR 145.201 and 145.217,
but the commenter offered no suggestions for the replacement term. The
commenter's reasoning for recommending the change in terms is twofold.
First, they stated the ``term is not specific enough to distinguish
itself.'' Second, they reasoned, the definition of contract maintenance
causes a lot of confusion within the industry because it has several
different meanings throughout 14 CFR. Specifically, they stated 14 CFR
provides ``vastly different definitions of `contract maintenance' in
Sec. Sec. 121.368, 135.426, and 145.217 . . . .'' In the alternative,
the commenter suggested adding a second category clarifying that
certificated repair stations that perform return to service on articles
contracted to them by another certificated repair station are not
considered contract maintenance under Sec. 145.217.
FAA notes that the commenter made this suggestion, but did not
recommend any viable options for replacing the term. FAA analyzed the
issue raised and determined it did not require a change. Accordingly,
FAA is adopting the rule as proposed, without the requested omission of
the term.
Another commenter suggested changing the requirements for the
information that certificated repair stations collect, under Sec.
145.217(a)(2)(ii), when it contracts out maintenance functions to an
outside source. The rule currently requires certificated repair
stations to collect the outside source's name, and the type of
certification and rating(s), if any, held by the outside source. The
commenter believes that only the name should be required to be
collected.
FAA disagrees with this suggestion because the type of
certification and rating(s) of an outside source who is performing
contract maintenance work is vital information that FAA needs.
Accordingly, FAA is adopting the rule as proposed, without the
requested omission.
5. Miscellaneous Changes to Sec. 145.201(a)(2)(i)
Four commenters, collectively, suggested adding language to 14 CFR
145.201(a)(2)(i) because they believe there is conflicting language
between Sec. Sec. 145.5(a) and 145.201(a)(1). They suggested the
following language to Sec. 145.201(a)(2)(i): ``[t]he maintenance,
preventive maintenance, or alterations on the article is within the
scope of the certificated repair station ratings and limitation in its
operations specifications; and . . . .''
FAA is adopting the final rule as proposed, without the suggested
additional language, because the additional terms the commenters
suggested adding to Sec. 145.201(a)(2)(i) are already found in the
introductory paragraph (a), as well as at Sec. Sec. 145.53(a) and
145.109(a), which already requires the certificate holder to operate
within their issued operations specifications.
6. Other Miscellaneous Suggestions for Changes Not in the Proposal
Four commenters, collectively, suggested an additional 23 changes
be made to various sections of part 145 that were not proposed in the
NPRM.
FAA is adopting the final rule as proposed, without the suggested
changes, except for the aforementioned changes that were explained
throughout this section. Incorporating these changes in the final rule
would not be a logical outgrowth of the NPRM; therefore, they are out
of scope.
Though FAA is making no further changes to this final rule in
response to
[[Page 72402]]
these comments, the agency values this feedback and will consider it
for future regulatory actions.
V. Regulatory Notices and Analyses
A. Summary of the Regulatory Impact Analysis
Executive Order (E.O.) 12866 (``Regulatory Planning and Review'')
and E.O. 13563 (``Improving Regulation and Regulatory Review'') require
agencies to regulate in the ``most cost-effective manner,'' to make a
``reasoned determination that the benefits of the intended regulation
justify its costs,'' and to develop regulations that ``impose the least
burden on society.'' The Office of Management and Budget (OMB) has
determined this rule is not a significant regulatory action as defined
in section (3)(f)(1) of E.O. 12866. Accordingly, FAA has prepared a RIA
for this rule, summarized in this section and available in the docket.
E.O. 14192 (``Unleashing Prosperity through Deregulation'') issued
January 31, 2025, instructs agencies to ``alleviate unnecessary
regulatory burdens.'' FAA has determined this is an E.O. 14192
deregulatory action.
The final rule will revise the aircraft maintenance rules primarily
in the area of manned and unmanned aircraft maintenance and
inspections. The most substantial change is the addition of more
inspection program options for owners and operators of single-engine
turbine-powered airplanes and unmanned aircraft. Currently, owners and
operators of these types of aircraft are limited to annual, 100-hour,
or progressive inspection programs. The final rule also amends 14 CFR
part 145 to clarify and simplify various maintenance-related
regulations in areas with confusing or ambiguous language. These areas
include maintenance and inspection requirements for parts 91 and 125
operators and document retention. Furthermore, the rule clarifies part
145 regulations pertaining to repair station maintenance documentation
and contract maintenance.
For single-engine turbine-powered airplanes, this final rule will
increase these options to include, among others, a manufacturer-
recommended inspection program, or an inspection program established by
the registered owner or operator and approved by the Administrator. For
unmanned aircraft, including unmanned aircraft operating under 14 CFR
part 135 that are authorized to use the inspection rules in part 91,
this final rule will allow the selection of one of those inspection
programs. The added inspection programs will afford aircraft owners
more flexibility in performing aircraft inspections as they will have
more options and will likely reduce inspection costs incurred by owners
and operators. These programs will provide owners and operators of
single-engine turbine-powered airplanes and unmanned aircraft more
options for inspecting their aircraft without reducing safety and
potentially increasing the current frequency or cycle of inspections.
Repair stations will see cost savings from this final rule by
decreasing their cost of maintenance manuals. Currently they must keep
``current'' data for maintenance manuals they are certificated to
repair. With this final rule repair stations will not be required to
pay for manuals and maintenance subscriptions for aircraft they are not
working on.
This will also enable manufacturers to implement more efficient and
effective inspection programs for new and existing fleets of aircraft,
which will bolster safety while also controlling associated costs, and
will be attractive to new and existing owners. This final rulemaking
will not create a burden for owners/operators of single-engine turbine-
powered airplanes since the decision to switch aircraft inspection
programs is voluntary. Nor will this final rule create a burden for
owners/operators of unmanned aircraft because the use of manufacturers'
recommended inspection programs is, in general, already required under
existing exemptions and will be a less burdensome alternative to FAA-
approved inspection programs for part 135 operators.
One manufacturer estimated that inspecting aircraft under a
Maintenance Steering Group--3rd Task Force (MSG-3) (used by
manufacturers to develop initial scheduled maintenance/inspection
requirements) inspection program could save owners/operators
approximately $7,974 per aircraft in 2020 US dollars ($9,492 in 2024 US
dollars) compared to an annual inspection program.
Manufacturers will incur costs to update inspection programs, but
these costs will be voluntary, as the rule will not require
manufacturers to develop new inspection programs. However, most
manufacturers will likely choose to do so, given the relatively low
associated costs compared to potential benefits in terms of safety and
customer satisfaction. Furthermore, even if a manufacturer does not
choose to create an inspection program for a specific type of aircraft,
this rule still provides a benefit to aircraft owners in that it also
allows aircraft owners to develop their own inspection program.
Because a manufacturer-developed inspection program or one created
by the aircraft owner will be customized to the specific aircraft,
improved safety is anticipated to be one of the benefits of this
rulemaking. This is due to the utilization of more relevant and
appropriate inspection tasks and intervals. A manufacturer-developed
program likely will be less invasive compared with the annual or 100-
hour inspection. For example, high utilization operators performing a
100-hour inspection frequently generate maintenance issues due to
frequent disassembly, inspection, and reassembly of components.
Aircraft safety will be improved by having a less invasive scheduled
maintenance process. Safety benefits for single-engine turbine-powered
airplanes were not quantified; and costs and benefits for unmanned
aircraft were not quantified.
Table 1 below presents a summary of estimated cost savings for this
final rule's manned aircraft maintenance programs over a 10-year time-
period. These estimates are based on all single-engine turbine
manufacturers offering the manufacturer inspection program. The
annualized net cost savings are $57.02 million using a seven percent
discount rate and $54.32 million using a three percent discount rate.
Table 1--Summary of Net Cost Savings
[2024 U.S. dollars]
----------------------------------------------------------------------------------------------------------------
Cost savings 7% present Cost savings 3% present
value Annualized cost savings 7% value Annualized cost savings 3%
----------------------------------------------------------------------------------------------------------------
$400,459,726 $57,016,456 $487,964,345 $54,323,376
----------------------------------------------------------------------------------------------------------------
[[Page 72403]]
Repair stations will also experience some cost savings, that are
not included in the estimated cost savings above, due to not having to
pay for maintenance manuals they do not need. However, there is
uncertainty in how many repair stations may benefit from this, the
price of varying maintenance manuals, and how many maintenance manuals
for which a repair station may be able to forgo paying. Nonetheless,
FAA finds that the most probable annual savings per station will fall
between $1,000 and $34,159.
This final rule will benefit owners/operators of single-engine
turbine-powered airplanes by allowing them the option to choose a
program that may be less costly and more effective for inspecting their
aircraft. It will further benefit operators because their aircraft
could be out of commission for shorter periods. As these are mostly
small aircraft, the owner may not be regaining a revenue stream but
will have use of the aircraft for longer periods of time. This analysis
does not quantify this efficiency gain due to a lack of data.\1\ The
final rule will also affect manufacturers who will voluntarily incur
costs to develop and maintain the new inspection programs.
Other changes clarify and simplify the regulations, lengthen the
reporting time for mechanical reliability reports for aircraft
operating under part 91 fractional ownership rule, and update the
language for electronic submissions. These changes have not been
quantified and are expected to have minimal impact.
B. Regulatory Flexibility Act
The Regulatory Flexibility Act (RFA) of 1980, (5 U.S.C. 601-612),
as amended by the Small Business Regulatory Enforcement Fairness Act of
1996 (Pub. L. 104-121) and the Small Business Jobs Act of 2010 (Pub. L.
111-240), requires Federal agencies to consider the effects of the
regulatory action on small business and other small entities and to
minimize any significant economic impact. Agencies must perform a
review to determine whether a rule will have a significant economic
impact on a substantial number of small entities. The term ``small
entities'' comprises small businesses and not-for-profit organizations
that are independently owned and operated and are not dominant in their
fields, and governmental jurisdictions with populations of less than
50,000.
FAA has determined this rule will not have a significant impact on
a substantial number of entities for the following reasons:
<bullet> The final rule will not impose mandatory costs on small
entities or result in any new costs to maintain the manufacturer
inspection program.
<bullet> It is likely to result in cost savings on the order of
about $9,255 per aircraft for those small entities who voluntarily
choose to use a manufacturer inspection program on their aircraft.
Therefore, for the reasons provided, FAA certifies that this rule
will not result in a significant economic impact on a substantial
number of small entities.
FAA solicited comments regarding this determination and did not
receive any comments.
C. International Trade Impact Assessment
The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the
Uruguay Round Agreements Act (Pub. L. 103-465), prohibits Federal
agencies from establishing standards or engaging in related activities
that create unnecessary obstacles to the foreign commerce of the United
States. Pursuant to these Acts, the establishment of standards is not
considered an unnecessary obstacle to the foreign commerce of the
United States, so long as the standard has a legitimate domestic
objective, such as the protection of safety and does not operate in a
manner that excludes imports that meet this objective. The statute also
requires consideration of international standards and, where
appropriate, that they be the basis for the U.S. standards.
FAA has assessed the potential effect of this rule and determined
it ensures the safety of the American public and will only have a
domestic impact. As a result, FAA does not consider this rule as
creating an unnecessary obstacle to foreign commerce.
D. Unfunded Mandates Assessment
The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538)
governs the issuance of Federal regulations that require unfunded
mandates. An unfunded mandate is a regulation that requires a State,
local, or Tribal Government or the private sector to incur direct costs
without the Federal Government having first provided the funds to pay
those costs. FAA determined that this final rule will not result in the
expenditure of $193,000,000 or more ($100,000,000 adjusted for
inflation using the most current Implicit Price Deflator for the Gross
Domestic Product) by State, local, or Tribal Governments, in the
aggregate, or the private sector, in any one year.
E. Paperwork Reduction Act
The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires
that FAA consider the impact of paperwork and other information
collection burdens imposed on the public. FAA determined this rule will
not result in any new information collection requirements.
The final rule will lengthen the reporting interval for mechanical
reliability reports, for aircraft operating under part 91 subpart K
fractional ownership rules, from 72 to 96 hours, and allow electronic
report submissions. This increase in the reporting interval will align
the requirement with similar reporting requirements in other
regulations, such as 14 CFR 121.703, 135.415, and 145.221.
Currently, the general aviation public, including part 91 subpart K
owners and operators, use FAA Form 8010-4, Malfunction and Defect
Report, to submit voluntary reporting of occurrences or detection of
failure, malfunctions, or defects. Approval to collect such information
was previously granted by the OMB under the provisions of the Paperwork
Reduction Act of 1995 (44 U.S.C. 3507(d)) and was assigned OMB Control
Number 2120-0663.
The supporting statement submitted to OMB for renewal of the
Collection of Information 2120-0663 in October 2020 estimated that
2,000 respondents from the general aviation public each year will use
Form 8010-4 by spending 10 minutes each, for an annual 334 total burden
hours. This change will simply align the required reporting interval
from 72 hours to 96 hours with similar requirements for parts 121, 135,
and 145 operators and will neither decrease nor increase the current
burden hours on the 2,000 respondents.
Therefore, FAA determined that there will be no new information
collection requirements associated with the rule, which will increase
the reporting timeframe for mechanical reliability reports under 14 CFR
91.1415 from 72 hours to 96 hours and allow for electronic submissions.
F. International Compatibility
In keeping with U.S. obligations under the Convention on
International Civil Aviation, it is FAA policy to conform to
International Civil Aviation Organization (ICAO) Standards and
Recommended Practices to the maximum extent practicable. FAA has
determined that there are no ICAO Standards and Recommended Practices
that correspond to these regulations.
[[Page 72404]]
G. Environmental Analysis
The Department has analyzed the environmental impacts of this final
rule pursuant to the National Environmental Policy Act of 1969 (NEPA)
(42 U.S.C. 4321 et seq.). FAA has determined this rule is categorically
excluded pursuant to FAA Order 1050.1G. Categorical exclusions are
categories of actions FAA has determined normally do not significantly
affect the quality of the human environment and therefore do not
require either an environmental assessment (EA) or environmental impact
statement (EIS).\2\ In analyzing the applicability of a categorical
exclusion, FAA must also consider whether extraordinary circumstances
are present that would warrant the preparation of an EA or EIS.\3\ This
rulemaking, which relieves FAA, aircraft owners, operators, and
maintenance providers of certain workload burdens by establishing
flexible inspection program options for single-engine turbine-powered
and unmanned aircraft, extending mechanical reliability reporting
intervals, and streamlining ambiguous maintenance regulations without
compromising aviation safety, is categorically excluded pursuant to FAA
Order 1050.1G, Appendix B, Paragraph B-2.6(f), which categorically
excludes issuance of regulatory documents. FAA does not anticipate any
environmental impacts, and there are no extraordinary circumstances
present in connection with this rulemaking.
VI. Executive Order Determinations
A. Executive Order 13132, Federalism
FAA has analyzed this final rule under the principles and criteria
of E.O. 13132, Federalism. FAA has determined this action will not have
a substantial direct effect on the States, or the relationship between
the Federal Government and the States, or on the distribution of power
and responsibilities among the various levels of government, and,
therefore, will not have federalism implications.
B. Executive Order 13175, Consultation and Coordination With Indian
Tribal Governments
Consistent with E.O. 13175, Consultation and Coordination with
Indian Tribal Governments,\4\ and FAA Order 1210.20, American Indian
and Alaska Native Tribal Consultation Policy and Procedures,\5\ FAA
ensures that Federally Recognized Tribes (Tribes) are given the
opportunity to provide meaningful and timely input regarding proposed
Federal actions that have the potential to have substantial direct
effects on one or more Tribes, on the relationship between the Federal
Government and Tribes, or on the distribution of power and
responsibilities between the Federal Government and Tribes; or to
affect uniquely or significantly their respective Tribes. At this
point, FAA has not identified any unique or significant effects,
environmental or otherwise, on Tribes resulting from this final rule.
C. Executive Order 13211, Regulations That Significantly Affect Energy
Supply, Distribution, or Use
FAA analyzed this final rule under E.O. 13211, Actions Concerning
Regulations that Significantly Affect Energy Supply, Distribution, or
Use (May 18, 2001). FAA has determined it is not a ``significant energy
action'' under the E.O. and is not likely to have a significant adverse
effect on the supply, distribution, or use of energy.
D. Executive Order 13609, Promoting International Regulatory
Cooperation
Executive Order 13609, Promoting International Regulatory
Cooperation, promotes international regulatory cooperation to meet
shared challenges involving health, safety, labor, security,
environmental, and other issues and to reduce, eliminate, or prevent
unnecessary differences in regulatory requirements. FAA has analyzed
this action under the policies and agency responsibilities of E.O.
13609 and has determined this action will have no effect on
international regulatory cooperation.
E. Executive Order 14192, Unleashing Prosperity Through Deregulation
This final rule is not an E.O. 14192 regulatory action because this
rule is not significant under E.O. 12866.
VII. Additional Information
A. Electronic Access and Filing
A copy of the NPRM, all comments received, this final rule, and all
background material may be viewed online at <a href="http://www.regulations.gov">www.regulations.gov</a> using
the docket number listed above. Electronic retrieval help and
guidelines are available on the website. It is available 24 hours each
day, 365 days each year. An electronic copy of this document may also
be downloaded from the website of the Office of the Federal Register at
<a href="http://www.federalregister.gov">www.federalregister.gov</a> and the website of the Government Publishing
Office at <a href="http://www.govinfo.gov">www.govinfo.gov</a>. A copy may also be found at FAA's
Regulations and Policies website at <a href="http://www.faa.gov/regulations_policies">www.faa.gov/regulations_policies</a>.
Copies may also be obtained by sending a request to the Federal
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence
Avenue SW, Washington, DC 20591, or by calling (202) 267-9677. Requests
must identify the docket or notice number of this rulemaking.
All documents FAA considered in developing this final rule,
including economic analysis, and technical reports, may be accessed in
the electronic docket for this rulemaking.
B. Small Business Regulatory Enforcement Fairness Act
The Small Business Regulatory Enforcement Fairness Act (SBREFA) of
1996 (Pub. L. 104-121, 110 Stat. 857, Mar. 29, 1996) requires FAA to
comply with small entity requests for information or advice about
compliance with statutes and regulations within its jurisdiction. A
small entity with questions regarding this document may contact its
local FAA official, or the person listed under the FOR FURTHER
INFORMATION CONTACT heading at the beginning of the preamble. To find
out more about SBREFA on the internet, visit <a href="http://www.faa.gov/regulations_policies/rulemaking/sbre_act/">www.faa.gov/regulations_policies/rulemaking/sbre_act/</a>.
\1\ An example of data FAA would need focuses on more efficient
use of labor. This would require how much time saved by owners/
operators from more efficient inspections and their respective
wages. If the aircraft is owned and used by one or more individuals
for business or pleasure then there would be efficiency gains by
being able to use their time more efficiently. If the aircraft is
operated by a commercial operator that provides services to
customers then there would be direct and indirect efficiency gains
through more efficient use of labor by employees of the operation.
\2\ See DOT Order 5610.1D Sec. 9.
\3\ I.d. Sec. (9).
\4\ 65 FR 67249 (Nov. 6, 2000).
\5\ FAA Order No. 1210.20 (Jan. 28, 2004), available at
<a href="http://www.faa.gov/documentLibrary/media/1210.pdf">www.faa.gov/documentLibrary/media/1210.pdf</a>.
List of Subjects
14 CFR Part 91
Air carrier, Air taxis, Aircraft, Aviation safety, Charter flights,
Reporting and recordkeeping requirements, Transportation.
14 CFR Part 125
Aircraft, Aviation safety.
14 CFR Part 135
Air taxis, Aircraft, Aviation safety.
14 CFR Part 137
Agriculture, Aircraft, Aviation safety.
14 CFR Part 145
Aircraft, Aviation safety.
[[Page 72405]]
The Amendment
For the reasons discussed in the preamble, the Federal Aviation
Administration proposes to amend chapter I of title 14, Code of Federal
Regulations as follows:
PART 91--GENERAL OPERATING AND FLIGHT RULES
0
1. The authority citation for part 91 is revised to read as follows:
Authority: 49 U.S.C. 106(f), 1155, 40101, 40103, 40105, 40113,
40120, 44101, 44111, 44701, 44704, 44709, 44711, 44712, 44715,
44716, 44717, 44722, 44740, 46306, 46315, 46316, 46504, 46506-46507,
47122, 47508, 47528-47531, 47534, Pub. L. 112-95, 126 Stat. 11; Pub.
L. 114-190, 130 Stat. 615 (49 U.S.C. 44703 note); articles 12 and 29
of the Convention on International Civil Aviation, 61 Stat. 1180.
0
2. Revise Sec. 91.401(c) to read as follows:
Sec. 91.401 Applicability.
* * * * *
(c) Sections 91.405 and 91.409 of this part do not apply to--(1) An
airplane inspected in accordance with part 125 of this chapter;
(2) An aircraft inspected in accordance with an approved aircraft
inspection program under part 135 of this chapter and so identified by
the registration number in the operations specifications of the
certificate holder having the approved aircraft inspection program.
(3) An aircraft that carries a special flight permit.
(4) An aircraft that carries a current experimental, light-sport,
or provisional airworthiness certificate, unless specified in an
additional operating limitation under Sec. 91.317 or Sec. 91.319 of
this part.
0
3. Amend Sec. 91.403 by revising paragraph (c) and adding paragraph
(e) to read as follows:
Sec. 91.403 General.
* * * * *
(c) No person may operate an aircraft for which a manufacturer's
maintenance manual or instructions for continued airworthiness has been
issued that contains an airworthiness limitations section unless:
(1) The mandatory replacement times, inspection intervals, and
related procedures specified in the airworthiness limitations section
have been complied with; or
(2) Alternative inspection intervals and related procedures set
forth in a continuous airworthiness maintenance program approved by the
Administrator and authorized by operations specifications under part
121 or 135 of this chapter, or management specifications under subpart
K of this part have been complied with; or
(3) Alternative inspection intervals and related procedures set
forth in an inspection program authorized for use under Sec. 91.409(f)
have been complied with. [FEDREG][VOL]*[/VOL][NO]*[/NO][DATE]*[/
DATE][RULES][RULE][PREAMB][AGENCY]*[/AGENCY][SUBJECT]*[/SUBJECT][/
PREAMB][SUPLINF][HED]*[/HED][REGTEXT][P]*[/P]?>
* * * * *
(e) No person may operate an aircraft under a special flight permit
unless it is operated in accordance with any conditions and limitations
issued by the Administrator and it has been inspected to the extent
necessary to determine the aircraft is in a condition for safe
operation for the intended flight.
0
4. In Sec. 91.405, the introductory text is republished and paragraphs
(a), (c), and (d) are revised to read as follows:
Sec. 91.405 Maintenance required.
Each owner or operator of an aircraft--
(a) Shall have that aircraft inspected as prescribed in this
subpart and shall, between required inspections, except as provided in
paragraph (c) of this section, have discrepancies evaluated and
dispositioned or corrected, as appropriate, through inspection,
overhaul, repair, preservation, or the replacement of parts, in
accordance with part 43 of this chapter, or appropriately deferred as
provided in Sec. 91.213;
* * * * *
(c) Shall, at each required inspection, have any inoperative
instrument or item of equipment that is permitted to be inoperative by
Sec. 91.213(d)(2), and that has not been repaired, replaced, removed,
or inspected to ensure that the inoperative instrument or item of
equipment will not have an adverse effect on the continued safe
operation of the aircraft; and
(d) Shall ensure that when inoperative instruments or equipment are
present, a placard marking it ``inoperative'' has been installed as
required by Sec. 43.11 of this chapter.
0
5. Amend Sec. 91.409 by:
0
a. Revising paragraphs (a), (b), (c), and (e);
0
b. Revising the introductory text of paragraph (f), and paragraphs
(f)(1), (3), and (4); and
0
c. Revising the introductory text of paragraph (g), and paragraph
(g)(1).
The revisions read as follows:
Sec. 91.409 Inspections.
(a) Annual Inspections. Except as provided in paragraph (c) of this
section, no person may operate an aircraft unless, within the preceding
12 calendar months, it has had--
(1) An annual inspection in accordance with part 43 of this chapter
and has been approved for return to service by a person authorized by
Sec. 43.7 of this chapter; or
(2) An inspection for the issuance of an airworthiness certificate
in accordance with part 21 of this chapter.
No inspection performed under paragraph (b) of this section may be
substituted for any inspection required by this paragraph unless it is
performed by a person authorized to perform annual inspections and is
entered as an ``annual'' inspection in the required maintenance
records.
(b) 100-Hour Inspection. Except as provided in paragraph (c) of
this section, no person may operate an aircraft carrying any person
(other than a crewmember) for hire, no person may give flight
instruction for hire in an aircraft which that person provides, and no
person may operate an aircraft over congested areas under part 137 of
this chapter, unless within the preceding 100 hours of time in service
the aircraft has received an annual or 100-hour inspection and been
approved for return to service in accordance with part 43 of this
chapter or has received an inspection for the issuance of an
airworthiness certificate in accordance with part 21 of this chapter.
The 100-hour limitation may be exceeded by not more than 10 hours while
en route to reach a place where the inspection can be done. The excess
time used to reach a place where the inspection can be done must be
included in computing the next 100 hours of time in service.
(c) Exceptions. Paragraphs (a) and (b) of this section do not apply
to--
(1) An aircraft authorized by the Administrator to be inspected in
accordance with a progressive inspection program under paragraph (d) of
this section;
(2) An aircraft subject to the requirements of paragraph (e)(1) of
this section; or
(3) Turbine-powered rotorcraft or single-engine turbine-powered
airplanes when the owner or operator elects to inspect that aircraft in
accordance with paragraph (e)(2) of this section.
* * * * *
(e) Large airplanes (which are not inspected in accordance with
part 125 of this chapter), turbine-powered airplanes and rotorcraft,
and unmanned aircraft. (1) Large airplanes, multiengine turbine-powered
airplanes, and unmanned aircraft. Except as specified in Sec. 91.401
of this part, no person may operate a large airplane, multiengine
turbine-powered airplane, or unmanned aircraft unless the replacement
times for
[[Page 72406]]
life-limited parts specified in the aircraft specifications, type data
sheets, or other documents approved by the Administrator are complied
with and the aircraft, including the airframe, engines, propellers,
rotors, appliances, survival equipment, and emergency equipment, is
inspected in accordance with an inspection program selected under the
provisions of paragraph (f) of this section.
(2) Turbine-powered rotorcraft and single-engine turbine-powered
airplanes. In lieu of paragraphs (a), (b), or (d) of this section, the
owner or operator of a turbine-powered rotorcraft or a single-engine
turbine-powered airplane may elect to use an inspection program
selected under the provisions of paragraph (f) of this section. If an
alternate inspection program is selected, no person may operate the
aircraft unless the replacement times for life-limited parts specified
in the aircraft specifications, type data sheets, or other documents
approved by the Administrator are complied with and the aircraft,
including the airframe, engines, propellers, rotors, appliances,
survival equipment, and emergency equipment, is inspected in accordance
with the inspection program.
(f) Selection of inspection program under paragraph (e) of this
section. The registered owner or operator of each aircraft that is
required to or has opted to use an inspection program under this
section, as described in paragraph (e) of this section, must select,
identify in the aircraft maintenance records, and use one of the
following programs for the inspection of the aircraft. Each operator
shall make a copy of the selected program available to the person
performing inspections on the aircraft and, upon request, to the
Administrator.
(1) An inspection program that is part of a continuous
airworthiness maintenance program currently in use by a person holding
an air carrier certificate or an operating certificate issued under
part 121 or 135 of this chapter and operating that make and model
aircraft under part 121 of this chapter or operating that make and
model under part 135 of this chapter and maintaining it under Sec.
135.411(a)(2) of this chapter.
* * * * *
(3) An inspection program recommended by the manufacturer that was
the most current program available at the time of selection and
identified in the aircraft maintenance records.
(4) Any other inspection program established by the registered
owner or operator and approved by the Administrator for that aircraft
under paragraph (g) of this section. The Administrator may require
revision of this inspection program in accordance with the provisions
of Sec. 91.415.
(g) Inspection program approved under paragraph (e) of this
section. Each operator of an aircraft desiring to establish or change
an approved inspection program under paragraph (f)(4) of this section
must submit the program for approval in a manner acceptable to FAA. The
program must be in writing and include at least the following
information:
(1) Instructions and procedures for the conduct of inspections for
the particular make and model aircraft, including necessary tests and
checks. The instructions and procedures must set forth in detail the
parts and areas of the airframe, engines, propellers, rotors, and
appliances, including survival and emergency equipment required to be
inspected.
* * * * *
0
6. Revise Sec. 91.415(a) to read as follows:
Sec. 91.415 Changes to aircraft inspection programs.
(a) Whenever the Administrator finds that revisions to an
inspection program approved under Sec. 91.409(f)(4) or Sec. 91.1109
or Sec. 125.247(e)(3) of this chapter are necessary for the continued
adequacy of the program, the owner or operator must, after notification
by the Administrator, make any changes in the program found to be
necessary by the Administrator.
* * * * *
0
7. Revise Sec. 91.501(a) to read as follows:
Sec. 91.501 Applicability.
(a) This subpart prescribes operating rules, in addition to those
prescribed in other subparts of this part, governing the operation of
large airplanes of U.S. registry, turbojet-powered multiengine civil
airplanes of U.S. registry, and fractional ownership program aircraft
of U.S. registry that are operating under subpart K of this part in
operations not involving common carriage. The operating rules in this
subpart do not apply to those aircraft when they are required to be
operated under parts 121, 125, 129, 135, and 137 of this chapter.
* * * * *
0
8. Amend Sec. 91.1415 by revising the section heading and paragraph
(d) to read as follows:
Sec. 91.1415 CAMP: Service difficulty reports.
* * * * *
(d) Each program manager shall submit each report required by this
section, covering each 24-hour period beginning at 0900 local time of
each day and ending at 0900 local time on the next day, to the FAA
offices in Oklahoma City, Oklahoma. Each report of occurrences during a
24-hour period shall be submitted to the collection point within the
next 96 hours. However, a report that is due on Saturday or Sunday may
be submitted on the following Monday, and a report due on a holiday may
be submitted on the next workday.
* * * * *
PART 125--CERTIFICATION AND OPERATIONS: AIRCRAFT HAVING A SEATING
CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF
6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH
AIRCRAFT
0
9. The authority citation for part 125 is revised to read as follows:
Authority: 49 U.S.C. 106(f), 40113, 44701-44702, 44705, 44710-
44711, 44713, 44716-44717, 44722.
0
10. Amend Sec. 125.247 by revising paragraphs (a)(3), (d), and (e) to
read as follows:
Sec. 125.247 Inspection programs and maintenance.
(a) * * *
(3) The airplane, including airframe, aircraft engines, propellers,
appliances, and survival and emergency equipment, and their component
parts, is inspected in accordance with an inspection program authorized
by the Administrator under paragraph (e) of this section.
* * * * *
(d) No person may operate an airplane subject to this part unless--
(1) The installed engines have been maintained in accordance with
the overhaul periods recommended by the manufacturer or a period
approved by the Administrator; and
(2) The engine overhaul periods, or a reference to where they can
be found, are specified in the certificate holder's operations
specifications.
(e) Inspection programs that may be authorized for use under this
part include, but are not limited to--
(1) An inspection program that is a part of a current continuous
airworthiness maintenance program approved for use by a certificate
holder under part 121 or 135 of this chapter;
(2) An inspection program recommended by the manufacturer of the
aircraft that was the most current program available at the time of
[[Page 72407]]
selection and authorization under this part; or
(3) An inspection program developed by a certificate holder under
this part and approved by the Administrator. The Administrator may
require revision of this inspection program in accordance with the
provisions of Sec. 91.415 of this chapter.
PART 135--OPERATING REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS
AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT
0
11. The authority citation for part 135 continues to read as follows:
Authority: 49 U.S.C. 106(f), 40113, 41706, 44701-44702, 44705,
44709, 44711-44713, 44715-44717, 44722, 44730, 45101-45105; Pub. L.
112-95, 126 Stat. 58 (49 U.S.C. 44730).
0
12. Revise Sec. 135.411(a)(2) to read as follows:
Sec. 135.411 Applicability.
(a) * * *
(2) Aircraft that are type certificated for a passenger seating
configuration, excluding any pilot seat, of ten seats or more, shall be
maintained under a continuous airworthiness maintenance program in
Sec. Sec. 135.415, 135.417, and 135.423 through 135.443.
* * * * *
PART 137--AGRICULTURAL AIRCRAFT OPERATIONS
0
13. The authority citation for part 137 is revised to read as follows:
Authority: 49 U.S.C. 106(f), 40103, 40113, 44701-44702.
0
14. Revise Sec. 137.53(c) to read as follows:
Sec. 137.53 Operation over congested areas: Pilots and aircraft.
* * * * *
(c) Aircraft. Each aircraft, other than a helicopter, must be
equipped with a device capable of jettisoning at least one-half of the
aircraft's maximum authorized load of agricultural material within 45
seconds. If the aircraft is equipped with a device for releasing the
tank or hopper as a unit, there must be a means to prevent inadvertent
release by the pilot or other crewmember.
PART 145--REPAIR STATIONS
0
15. The authority citation for part 145 continues to read as follows:
Authority: 49 U.S.C. 106(f), 40113, 44701-44702, 44707, 44709,
44717.
0
16. Revise Sec. 145.109(d) to read as follows:
Sec. 145.109 Equipment, materials, and data requirements.
* * * * *
(d) A certificated repair station must maintain, in a format
acceptable to FAA, the documents and data required for the performance
of maintenance, preventive maintenance, and alterations under its
repair station certificate and operations specifications in accordance
with part 43 of this chapter. These documents and data must be
accessible when the relevant work is being done.
0
17. Amend Sec. 145.201 by revising paragraph (a)(2) and the
introductory text of paragraph (c) to read as follows:
Sec. 145.201 Privileges and limitations of certificate.
(a) * * *
(2) Arrange for another person to perform the maintenance,
preventive maintenance, or alterations of any article. The certificated
repair station may approve the work for return to service following the
maintenance, preventive maintenance, or alterations performed on the
article by the other person if--
(i) The certificated repair station is rated to perform
maintenance, preventive maintenance, or alterations on the article; and
(ii) The requirements in Sec. 145.217 have been met.
* * * * *
(c) A certificated repair station may not approve for return to
service the work performed on--
* * * * *
0
18. Amend Sec. 145.211 by revising paragraph (c)(1)(v) to read as
follows:
Sec. 145.211 Quality control system.
(c) * * *
(1) * * *
(v) Establishing and maintaining technical data for maintaining
articles;
* * * * *
0
19. Amend Sec. 145.217 by revising paragraphs (a) and (b)(3) to read
as follows:
Sec. 145.217 Contract maintenance.
(a) A certificated repair station may approve the work for return
to service following the maintenance, preventive maintenance, or
alterations performed on an article by an outside source under contract
or other arrangement, in accordance with Sec. 145.201(a)(2), provided
all the following conditions are met:
(1) The Administrator approves the maintenance function to be
contracted.
(2) The repair station maintains and makes available to its
responsible Flight Standards office, in a format acceptable to the
Administrator, the following information:
(i) The maintenance functions contracted to the outside source; and
(ii) The name of each outside source to whom the repair station
contracts maintenance functions and the type of certificate and rating,
if any, held by the outside source.
(b) * * *
(3) The certificated repair station verifies, by test or
inspection, or both, that the work has been performed satisfactorily by
the noncertificated person and that the article is airworthy before
approving the work for return to service.
* * * * *
Issued under authority provided by 49 U.S.C. 106(f), 44701(a),
44703, and 44707 in Washington, DC.
Bryan K. Bedford,
Administrator.
[FR Doc. 2026-22953 Filed 11-9-26; 8:45 am]
BILLING CODE 4910-13-P
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</html>Indexed from Federal Register on November 10, 2026.
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