U.S.

Department
of Transportation
Advisory
Federal Aviation
Administration Circular
Subject: Approved Aircraft Inspection Date: 6/8/16 AC No: 135-10B
Program Initiated by: AFS-300 Change:

1 PURPOSE. This advisory circular (AC) provides information and guidance that can be
used to develop and obtain approval of an Approved Aircraft Inspection Program
(AAIP).

2 CANCELLATION. AC 135-10A, Approved Aircraft Inspection Program, dated

December 22, 1993, is cancelled.

3 DISCUSSION.

3.1 Title 14 of the Code of Federal Regulations (14 CFR) part 135, § 135.419 provides for an
AAIP, when formally approved by the Federal Aviation Administration (FAA). The
AAIP applies to aircraft type certificated (TC) for nine or less passenger seats that are
authorized for operations under part 135. An AAIP benefits air carriers by allowing them
to develop and utilize inspection programs more suitable to aircraft in the air carrier’s
operating environment than the conventional 100-hour/annual inspections that
14 CFR part 91 requires. An AAIP does not need to be complex, but it must be
comprehensive enough to cover the entire aircraft, as configured.

3.2 The AAIP allows certificated air carriers operating under part 135 to develop a program
tailored to its particular needs to satisfy aircraft inspection requirements. In developing
the program, a certificate holder who has aircraft subject to the 100-hour/annual
inspection requirements of part 91, § 91.409(a) and (b) is able to develop a program that
is comprised of phases or segments which have intervals that can be established to align
with the utilization and availability of the aircraft between scheduled flight operations,
rather than repeating all tasks at each 100-hour increment.

3.3 Whenever the FAA finds that the aircraft inspections required or allowed under part 91
are not adequate to meet part 135 requirements, or upon application by a certificate
holder, the FAA may amend the certificate holder’s operations specifications (OpSpecs)
to require or allow an AAIP. While the manufacturer’s recommended inspection program
requirements of § 91.409(f) can be used to meet the regulatory requirements, the
configuration of the aircraft and any additional equipment, modifications, or repairs to the
aircraft after manufacture may nullify the adequacy of that manufacturer’s recommended
program. An AAIP provides the means whereby operators can develop inspection
procedures to include specific tasks necessary to mitigate risk, and the associated time
intervals for the accomplishment of those tasks.
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3.4 Prior to approving the program, the FAA will verify that the AAIP incorporates all of the
instructions and procedures necessary to implement and administer the program, as well
as confirming the inclusion of all of the inspection tasks necessary to ensure the entire
aircraft and its associated components, accessories, and installed equipment are covered
by the program.

3.5 The AAIP serves as the operator’s specification for each segment of the inspection
program. This is in contrast to the 100-hour/annual inspection wherein the performing
mechanic or maintenance organization performs a comprehensive inspection that must
meet the inspection scope and detail from 14 CFR part 43 appendix D. The program
designates worksheets and other criteria that specifies the inspection work for each
inspection segment, and certified mechanics or a certificated repair station (CRS) must
perform the inspection.

3.6 The operator is responsible for the AAIP content and intervals, and has the added
responsibility of ensuring the program is followed in its entirety. This is in alignment
with the responsibility § 135.413 assigns for airworthiness. A well-defined and monitored
AAIP should result in a more efficient inspection program, reduce downtime, and be
more cost effective when compared to the cost of a 100-hour/annual inspection system.

4 REGULATORY REQUIREMENTS.

4.1 The AAIP, as described in the context of this AC, is an inspection program developed by
an air carrier certificated under part 135. After developing the program, the air carrier
submits it to the FAA for approval and once approved, is authorized to use that program
by issuance of OpSpec D073, Approved Inspection Program.

Note: Part 135 provides a higher level of safety than part 91 or 91 subpart K
(part 91K). An Aircraft Inspection Program (AIP) that may have been approved
for aircraft being strictly operated under part 91 or 91K may not be synonymous
with a part 135 AAIP.

4.2 The AAIP is approved for a specific aircraft make, model, and series (M/M/S).
Section 135.419(a) denotes a determining factor that establishes the basis for eligibility to
use an AAIP. The AAIP is allowed for at least one of any make and model aircraft of
which the certificate holder has exclusive use. This exclusive use requirement is defined
in § 135.25(b).

5 PROGRAM REQUIREMENTS.

5.1 The AAIP must encompass the total aircraft, including all avionics equipment,
emergency equipment, cargo provisions, aftermarket modifications and alterations, etc.
An air carrier authorized to utilize a variety of aircraft types would require a different
AAIP for each aircraft make and model. Essential elements of the AAIP include:

1. Administrative/implementation procedures and instructions,

2. Schedule of inspections,

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3. Inspection worksheets/checklists, and

4. Discrepancy recording procedures and forms.

5.2 The administrative procedures should provide well-defined instructions that describe:

1. How the program is to be administered, and the duties and responsibilities of

personnel involved in administering the program.
2. How the program is to be controlled, how revisions to the program are made,
and how FAA approval of any revisions are obtained and reflected in the
program.
3. How aircraft are to be placed into, or taken out of, the inspection program.
4. How to make accommodations for variations in equipment and configurations
between aircraft in the operator’s fleet.
5. How to make arrangements with contract agencies for performing inspections.
6. How the aircraft is approved for return to service following the inspection.
7. How each inspection is to be scheduled, performed, and documented.
8. How to report errors and other problems found within the AAIP.

5.3 Instructions for accomplishing each task must satisfy part 43, § 43.13(a) regarding
methods, techniques, practices, tools, and equipment. The instructions should also
provide standards regarding dimensions and tolerances and should include adequate
information in a form suitable for use by the person performing the work. The
instructions may be incorporated into the program by a number of methods, such as:

1. The instructions may be printed directly on the work forms.

2. The instructions may be included in a section of the AAIP document/manual
in a format that can be cross-referenced to items on the inspection
checklist/form.
3. The references from specific chapters, sections, or paragraphs of a
manufacturer’s manual or other pertinent instructions can be incorporated on
the form or in the section of the operator’s manual containing the AAIP.

5.4 The schedule of inspections provides the time interval in terms of hours/cycles or
calendar-days for the performance of each inspection task. Inspection tasks may be
grouped together based on a specific zonal area or system of the aircraft (wings, fuselage,
engines, empennage, landing gear, etc.). Other inspection programs utilize sequential,
alpha-numeric nomenclature, which progressively indicates a greater scope and detail of
the inspections (A-Check, B-Check, C-Check, or No. 1 Inspection, No. 2 Inspection,
etc.). These groups or checks may also be comprised of segments that are divided into
smaller groupings of tasks and identified as an inspection segment or phase. In addition
to depicting the inspection task intervals, the schedule of inspections describes the scope
of each group within the program, as well as depicts the number of segments or phases
that comprise an entire group. The schedule of inspections establishes the frequency for

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sequentially performing individual tasks or groups of tasks that results in the completion
of an entire inspection program cycle, upon which after completing, the cycle begins
again. When performing the inspections, individual tasks and frequency of performance
can be outlined on work forms or checklists. The work forms can also identify the
appropriate report form(s), which may need to be completed for each task(s) performed.

5.5 The schedule of inspections must also address unscheduled events that require
specialized structural inspections. These include events such as hard landings, overweight
landings, lightning strikes, aerodynamic upsets, engine overspeed/overtorque, bird
strikes, and ground/prop strikes. Additionally, the schedule of inspections should include
an aircraft low-utilization inspection schedule.

5.6 The inspection worksheets and checklists provide a means of controlling and managing
the performance and documentation of each task within the inspection segment. Work
forms designate these tasks or groups of tasks with a signoff provision for each. The tasks
can be arranged or consolidated according to the complexity of the program, the type of
aircraft involved, and the character of the maintenance entity performing the work
(e.g., the work forms for an inspection of a complex aircraft by a large departmentalized
maintenance facility should be subdivided to accommodate that situation). The forms also
serve to coordinate and control work in progress. They may be developed by the operator
or adopted from another source.

5.7 The discrepancy recording procedures and forms provide instructions and procedures for
all recordkeeping requirements associated with the AAIP. The procedures establish a
system for recording discrepancies and their correction. If the program authorizes a
deferral of discrepancies through an approved minimum equipment list (MEL), a process
to maintain control and ensure follow-up action takes place is required.

5.8 The instructions related to recordkeeping must provide a means of accounting for all
work forms upon completion of the inspection. These forms are used to satisfy § 91.417,
so they must be complete, legible, and identifiable as to the aircraft and specific
inspection to which they relate. In some cases, the forms may also serve to satisfy the
regulatory requirements of § 43.11.

5.9 The program should include procedures for ensuring compliance with applicable
Airworthiness Directives (AD) and safety directives that provide for the recordation of
the method of compliance, the AD, or safety directive number and revision date.

6 INSPECTION PROGRAM DEVELOPMENT. An AAIP may be developed from one

of the following:

6.1 Adoption of an Aircraft Manufacturer’s Inspection Program. Under this

arrangement, the aircraft manufacturer’s program (including methods, techniques,
practices, standards for its accomplishment, and inspection intervals) is adopted in its
entirety. It should be noted, however, that the manufacturer’s program alone will not be
approved as an AAIP. Similarly, a document that only references the manufacturer’s
inspection program as the AAIP will not be considered for approval. Typically, the

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purpose for which the AAIP was deemed necessary was because the aircraft
manufacturer’s program does not encompass avionics, emergency equipment, appliances,
and related installations. In addition, it may not fit the carrier’s operations and aircraft
configuration. Therefore, the air carrier will usually need to add to, or modify, the
manufacturer’s program to incorporate these additional inspection requirements into the
AAIP to create a unique and individualized inspection program. If the manufacturer’s
program affords options such as particular inspections that need to be done during the
winter in cold climates, the operator’s AAIP should designate when those items need to
be accomplished. Likewise, if the manufacturer’s program provides for the use of
“windows” to avail the operator with greater flexibility in scheduling the inspections,
these options may also be used by the air carrier.

6.1.1 The program submitted to the FAA for approval should be re-identified as the carrier’s
program because it no longer reflects the manufacturer’s current program. Once
approved, the program is essentially “locked” and subsequent revisions published by the
manufacturer for its inspection program would not automatically be incorporated into the
carrier’s program. Each revision must be analyzed by the carrier for inclusion in the
AAIP, which would then be revised as necessary, and then submitted for approval per the
program revision procedures.

6.1.2 For equipment and systems not covered under the aircraft manufacturer’s inspection
program, the AAIP must provide for a detailed visual inspection of the installed
components, wiring, placards, and related hardware to ensure integrity of the equipment
and/or systems.

6.1.3 A thorough, in-depth inspection may require an operational check. These checks are
appropriate for systems where failures are not normally detectable without the use of test
equipment or where accuracy or quality of operation is not normally evident to a
flightcrew.

6.1.4 Items of emergency equipment may require inspections in accordance with the air
carrier’s OpSpecs and/or by the manufacturer, and as applicable in 14 CFR. These
standards may require the equipment to be inspected by the equipment manufacturer or
by a person authorized under 14 CFR parts 43 and 145.

6.1.5 Unlike a Continuous Airworthiness Maintenance Program (CAMP), the AAIP is not a
program that covers inspection and maintenance. As such, maintenance tasks that fall
outside the scope of inspection would not be included in the AAIP. The AAIP would not
require the use of manufacturer’s recommended inspection programs that include
recommended maintenance tasks, such as overhaul or replacement requirements.
However, should the operator elect to incorporate these maintenance tasks, as well as
those required by regulation (refer to § 135.421) and any applicable airworthiness
limitations (AL), they would not be prohibited from including these tasks.

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6.1.6 The program must include the inspection criteria as provided in any applicable
instructions for continued airworthiness (ICA), including those that pertain to any repairs
or alterations previously accomplished. The current editions of the following documents
contain information about ICAs:

• AC 43-210, Standardized Procedures for Requesting Field Approval of Data, Major

Alterations, and Repairs.
• FAA Order 8100.17, Field Approval Delegation Handbook.

6.2 Modified Manufacturer’s Programs. The operator may modify manufacturer’s

inspection programs to suit his or her needs. The modifications can be done to work
forms, published methods, techniques, practices, standards, or to maintenance/inspection
intervals. Modifications to manufacturer’s instructions should be clearly identified and
provide an equivalent level of safety to those in manufacturer’s recommended programs.

6.3 Operator-Developed Program. This type program is developed and published in its
entirety by the operator. It must include methods, techniques, practices, and standards
necessary for proper accomplishment of the program. An existing progressive inspection
program (§ 91.409(d)) may be converted to an AAIP. If electing to use “windows” in its
program, the air carrier may adapt scheduling procedures to allow for windows for no
more than (plus or minus) 20 flight-hours, 20 flight-(or component) cycles, or
1 calendar-month, as appropriate.

7 CORROSION CONTROL.

7.1 All aircraft are prone to some degree of corrosion. Corrosion-prone areas are susceptible
to finish damage, moisture entrapment, or both. The basic corrosion prevention
philosophy is to conduct periodic inspections to ensure that the protective finishes remain
intact and that all drain holes and pathways remain open. The FAA strongly recommends
that Corrosion Prevention and Control Programs (CPCP), structural modification
programs, and supplemental structural inspection type programs be included in the
inspection program. If a manufacturer’s program does not exist for corrosion control, the
operator may elect to develop his or her own program.

8 MANUFACTURER’S SERVICE PUBLICATIONS. Refer to the current edition of

AC 20-77, Use of Manufacturers’ Maintenance Manuals, and FAA Order 8620.2,
Applicability and Enforcement of Manufacturer’s Data. These documents list situations
when Service Bulletins (SB) would be regulatory.

9 PROGRAM EVALUATION AND REVISION.

9.1 Procedures and instructions for making any revisions to the AAIP must be present in the
program. These procedures would be utilized whenever the carrier, or the FAA,
determines that revisions to the AAIP are necessary and requires that the certificate
holder make the appropriate changes (refer to § 135.419(f)). An inspection program or
revision should be evaluated by the operator prior to submitting it to the FAA for review
and approval.

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9.1.1 This evaluation should establish, at a minimum, that the program applies to the aircraft
make, model, configuration, and modification status, and that it encompasses the avionics
installation and all aircraft equipment.

9.1.2 The program should also be evaluated for its suitability with regard to the geographic
location of the operator. Evaluation should include climate, stage length (flight time
between landings), and the provisional inspections for special purpose operations.

9.1.3 The basis for revision to a program, in preparation for initial FAA approval or for an
ongoing AAIP, may be service experience, tests or inspections to determine serviceability
or condition, disassembly analysis, modifications, and changes in environment.

9.1.4 Revisions predicated on tests, inspections, and disassembly analysis should be

coordinated with the FAA to accommodate its observation of the conditions under
analysis. The operator should provide historical data for revisions based on service
experience.

9.1.5 The program should have procedures to ensure that the inspection is not broken up or
“segmented” once an inspection phase or check has been started. The inspection must be
completed and the aircraft approved for return to service prior to resuming flight
operations.

9.2 Operators that chose to utilize Web-based contracted computerized

maintenance/inspection programs may do so, but recognize that the FAA does not
approve the contract vendor’s program. The computerized database is used to support the
documentation and recordation of inspections that are accomplished in accordance with
the carrier’s approved program. The procedures unique to these computerized programs,
such as security to prevent unauthorized modifications of records, protection of data, etc.,
must be integrated into the procedures and instructions for administration of the program.

10 OPERATOR’S MANUAL.

10.1 The regulations require that the air carrier include the AAIP into its manual. The
operator’s manual should include a section or appendix that is clearly identified as the
approved program. The air carrier’s manual procedures for discrepancy recordation,
correction, and document retention should coincide with the procedures for
recordkeeping contained in the AAIP. The carrier’s manual should provide instructions
that serve to facilitate administration of the program by the certificate holder and to direct
its accomplishment by mechanics or repair stations. It should include copies of the work
forms and schedule of maintenance/inspection intervals, or it should identify and
reference the forms and schedule if they are located elsewhere in the operator’s manual
system. The operator’s manual should also include or reference instructions for methods,
techniques, and practices to accomplish the maintenance/inspection tasks. The manual
should also contain the task standards as well as a list of the necessary tools and
equipment needed to perform maintenance/inspection.

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11 PROGRAM APPROVAL.

11.1 The FAA Flight Standards District Office (FSDO) will identify the program as FAA
approved through use of an approval stamp and signature on the control pages of the
program. Typically, the control pages, referred to as the List of Effective Pages (LEP),
will identify each page and the revision number and date of that page. The stamping of
approval and the signature of the reviewing FAA inspector provides a positive means of
revision control and FAA approval.

11.2 Individual approval is required for each operator and for each model of aircraft
(e.g., there is no provision for an individual approval for all model aircraft used by one
operator or for approval of a specific program for use by several operators). Therefore,
the AAIP cannot be transferred from one entity to another.

11.3 Following the approval of the program, the FAA and the operator will sign the electronic
OpSpecs, which authorize the use of the AAIP. These OpSpecs are required documents
that authorize the operator to use aircraft that are inspected under an AAIP.

11.4 If the additional maintenance requirements are incorporated into the AAIP, the OpSpecs
and program description should state this.

John S. Duncan
Director, Flight Standards Service

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 Advisory Circular Feedback Form

If you find an error in this AC, have recommendations for improving it, or have suggestions for
new items/subjects to be added, you may let us know by contacting the Aircraft Maintenance
Division (AFS-300) at [email protected] or the Flight Standards
Directives Management Officer.

Subject: AC 135-10B, Approved Aircraft Inspection Program.

Date: _____________________

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