[Federal Register Volume 59, Number 18 (Thursday, January 27, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-1646]


[[Page Unknown]]

[Federal Register: January 27, 1994]


_______________________________________________________________________

Part II





Department of Transportation





_______________________________________________________________________



Federal Aviation Administration



_______________________________________________________________________



14 CFR Part 121, et al.



Special Federal Aviation Regulations No. 36, Development of Major 
Repair Data; Final Rule
DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 121, 127, 135, and 145

[Docket No. 17551; SFAR Amendment No. 36-6]

 

Special Federal Aviation Regulation No. 36, Development of Major 
Repair Data

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: This final rule amends and extends Special Federal Aviation 
Regulation (SFAR) No. 36, which provides that authorized repair station 
and aircraft operating certificate holders may approve aircraft 
products or articles for return to service after accomplishing major 
repairs using self-developed repair data that have not been approved by 
the Federal Aviation Administration (FAA). Amendments include 
clarification of the scope of the SFAR authorization. Extension of the 
regulation continues to provide, for those that qualify, an alternative 
from the requirement to obtain FAA approval of major repair data on a 
case-by-case basis, and allows additional time for the FAA to 
incorporate the SFAR provisions into the regulations.

DATES: Effective January 23, 1994 and terminates January 23, 1999.

FOR FURTHER INFORMATION CONTACT: Todd Thompson, Continued Airworthiness 
Staff, Aircraft Engineering Division, AIR-107, Federal Aviation 
Administration, 800 Independence Ave., SW., Washington, DC 20591, 
telephone: (202) 267-7218.

Supplementary Information:

Background

    Notice No. 93-15, Special Federal Aviation Regulation No. 36, 
Development of Major Repair Data, was published in the Federal Register 
on Thursday, October 21, 1993; the comment period closed on November 
22, 1993. Ten comments were received and are addressed below in the 
section entitled Discussion of Comments.
    In the NPRM, the FAA proposed amending and extending the 
termination date of Special Federal Aviation Regulation (SFAR) No. 36, 
which allows authorized certificate holders (domestic repair stations, 
air carriers, air taxi operators of large aircraft, and commercial 
operators of large aircraft) to approve aircraft products and articles 
for return to service after accomplishing major repairs using data 
developed by the holder that have not been approved by the FAA. 
Currently, more than 40 air carrier and domestic repair station 
certificate holders currently have SFAR 36 authorizations that will 
terminate on January 23, 1994.
    Since the SFAR was initially adopted in 1978, some of the 
regulatory language has received differing field interpretation. As a 
result, some repaired products have been returned to service by SFAR 36 
authorization holders that did not have return to service authority. 
These interpretations are the result of changes in the repair industry 
since the initial adoption of the rule. The original SFAR 36 did not 
foresee that some repair stations would be authorized only to perform 
maintenance on parts or components of articles without authorization to 
return them to service. These interpretations of eligibility have 
allowed several SFAR 36 authorizations to be issued and used 
inconsistently with the original intent of the SFAR.
    An aircraft ``product'' is an aircraft, airframe, aircraft engine, 
propeller, or appliance. An aircraft ``article'' is an airframe, 
powerplant, propeller, instrument, radio, or accessory. Although some 
repair stations are authorized only to perform maintenance on parts of 
articles or products, some SFAR 36 authorizations were used by these 
repair station certificate holders to approve the articles and products 
for return to service.
    The FAA has found that while repair stations that specialize in the 
repair of parts or components of aircraft articles or products may have 
the technical capability and scope sufficient for the individual 
repair, they do not necessarily possess the overall knowledge necessary 
for returning an article or product to service. Only repair stations 
and air carriers that understand the form, fit, and function of an 
aircraft article or product should be authorized to approve that 
article or product for return to service after a major repair. 
Furthermore, one must understand the form, fit, and function of the 
article or product in order to fully evaluate the ramifications of a 
major repair being developed for that article or product. When the FAA 
finds that a repair station or air carrier has that necessary 
understanding, the FAA issues it a certificate and operations 
specifications commensurate with that finding, and the repair station 
or air carrier is granted return to service authority. This higher 
level of certitude by the FAA in the work and knowledge of the repair 
station or carrier that is authorized to approve the rated article or 
product for return to service is the basis for the SFAR 36 
authorization to develop and use data for major repairs without FAA 
approval of the data. The preamble to the original SFAR 36 reflected 
this intent to limit the authorization to these repair stations and 
carriers when it discussed the need to have damaged aircraft repaired 
and returned to service as quickly as possible. The SFAR 36 system was 
never intended to support repairs accomplished further up in the repair 
stream.

History

    Prior to the adoption of SFAR 36, certificate holders that were 
qualified to make repairs were required to obtain FAA approval on a 
case-by-case basis for data they had developed to perform major 
repairs. The only alternative to the time-consuming, case-by-case 
approval method was to petition for and obtain an exemption granting 
relief from the regulation. The number of exemptions being granted 
indicated that revisions to the Federal Aviation Regulations (FAR) were 
necessary, and SFAR 36 was adopted on January 23, 1978, as an interim 
rulemaking action. Adoption of the SFAR eliminated the requirement for 
authorized certificate holders to petition for exemption from the 
regulation, and allowed the FAA additional time to obtain the 
information necessary to develop a permanent rule change. Most of the 
affected certificate holders, however, did not use the provisions of 
SFAR 36 until it was well into its second year and nearing its 
expiration date of January 23, 1980. Since the FAA did not yet have 
sufficient data upon which to base a permanent rule change, the 
termination data for SFAR 36 was extended to January 23, 1982.
    Although the FAA has considered consolidating certain 
authorizations along with those issued under SFAR 36 to make them 
permanent parts of the regulations, no rulemaking action has been 
undertaken, and SFAR 36 has been extended three times. Currently, 
permanent regulatory action is under consideration by the Aviation 
Rulemaking Advisory Committee (ARAC).

Synopsis of the Rule

Section 1

    The FAA defines aircraft ``product,'' ``article,'' and 
``component'' for the purpose of the SFAR. The definitions explain more 
clearly an authorization holder's return to service authority.

Section 2

    The FAA restates the general provisions of the current SFAR in 
terms applicable to the individual types of eligible certificate 
holders. Paragraph (c) of section 2 clarifies that an SFAR 36 
authorization does not expand the scope of authority of a repair 
station certificate holder; i.e., it does not give a repair station 
return to service authority for any article for which it is not rated 
or change the articles it is rated to repair.

Section 3

    Section 3 states that an authorized certificate holder may approve 
an aircraft product or article for return to service after 
accomplishing a major repair, using data not approved by the 
Administrator, only in accordance with the amended SFAR. Section 3 
requires that the data used to perform the major repair be developed 
and ``approved'' in accordance with the holder's authorization and 
procedures manual. Section 3 also enables an authorization holder to 
use its developed repair data on a subsequent repair of the same type 
of product or article. For each subsequent repair, the holder must 
determine that accomplishment of the repair, using previously developed 
data, will return the product or article to its original or properly 
altered condition and will conform to all applicable airworthiness 
requirements. In addition, each subsequent use of the data would have 
to be recorded in the authorization holder's SFAR records.

Section 4

    Section 4 describes the procedures for applying for an SFAR 36 
authorization.

Section 5

    Section 5 identifies the requirements a certificate holder must 
meet to be eligible for an SFAR 36 authorization. Paragraphs (a)(2), 
(a)(3), and (b) define the personnel required and incorporate 
clarifying changes from the current SFAR. Paragraph (c) contains the 
reporting requirement of the current SFAR that pertains to changes that 
could affect the holder's continuing ability to meet the SFAR 
requirements.

Section 6

    Section 6 describes the procedures manual requirements. Paragraph 
(c) of section 6 requires that an authorization holder that experiences 
a change in procedures or staff obtain and record FAA approval of the 
change in order to continue to approve products or articles for return 
to service.

Section 7

    Section 7 states that SFAR 36 terminates on January 23, 1999. All 
authorizations issued under this SFAR will terminate on that date 
unless earlier surrendered, suspended, revoked, or otherwise 
terminated. Section 7 also allows previous authorization holders to 
either surrender their SFAR 36-developed data to the FAA or to maintain 
the data indefinitely and make it available to the FAA for inspection.

Section 8

    Section 8 prohibits the transfer of an SFAR 36 authorization.

Section 9

    Section 9 contains the inspection provisions of the current SFAR. 
It also emphasizes that the FAA must be able to determine whether an 
applicant has, or a holder maintains, personnel adequate to comply with 
the provisions of the SFAR and any additional limitations contained in 
the authorization.

Section 10

    Section 10 re-emphasizes that an SFAR 36 authorization does not 
expand the scope of products or articles that an aircraft operator or 
repair station is authorized to approve for return to service. This 
section also emphasizes that the authorization allows a holder to 
approve for return to service a product or article after major repair 
performed by the holder using data developed by the holder without FAA 
approval of that data.

Section 11

    Section 11 contains the provision that each SFAR 36 authorization 
holder must comply with any additional limitations prescribed by the 
Administrator and made a part of the authorization.

Sections 12 and 13

    Sections 12 and 13 address data review and service experience 
requirements and record keeping requirements. Section 12 states the 
circumstances in which a holder will be required to submit the 
information necessary for corrective action on a repair. Paragraph (b) 
of section 13 lists the identification information required rather than 
use the term ``FAA identification,'' which has been the source of 
confusion in previous versions of the regulation.
    As noted above, the termination date for SFAR 36 is January 23, 
1999. The 5-year extension was chosen to allow enough time for the ARAC 
to deliberate and forward a recommendation, and enough time for the FAA 
to deliberate and act upon it. On or about the effective date of this 
final rule, each FAA office having jurisdiction over a current SFAR 36 
authorization will reevaluate each holder in terms of the amended rule. 
All current holders will be notified in writing as to whether they 
continue to qualify under the amended rule.
    The FAA will work with those holders that no longer qualify to 
establish, where possible, means to perform approved major repairs. The 
means may include submitting repair data to an aircraft certification 
office (ACO) for approval, utilizing a consultant designated 
engineering representative (DER) to approve the data, or employing a 
company DER.
    The extension of SFAR 36 will allow uninterrupted major repair 
activity by the current authorization holders that qualify under the 
amended SFAR; those authorizations will be extended without the holders 
reapplying for authorization. The extension will also allow a new, 
qualified applicant to obtain an authorization instead of petitioning 
for exemption from the regulations.

Discussion of Comments

    Interested persons were afforded the opportunity to participate in 
development of this rulemaking by submitting written comments to the 
public regulatory docket on or before November 22, 1993. All comments 
received have been reviewed and duly considered in promulgating this 
final rule; comments received after November 22, 1993, have been 
considered to the extent possible without delaying this rulemaking 
action. Ten comments were received; two from foreign aviation industry 
companies, three from domestic aviation industry companies, and five 
from domestic aviation industry associations. One of the foreign 
commenters only requests a copy of the NPRM and does not offer 
substantive comments. Of the remaining nine comments, one opposes the 
NPRM and four support it. The other four commenters do not declare 
agreement or opposition to the NPRM, but submit comments and 
suggestions.
    Four commenters state that a repair station that has the authority 
to return to service a product or article should be able to develop and 
use major repair data for components or parts of those products and 
articles and return them to service as well. One of these commenters 
suggested that the FAA meant to imply that air carriers and repair 
stations that accomplish major repairs on products or articles are not 
qualified to accomplish major repairs on parts or components of those 
products or articles. The FAA agrees that repair stations with the 
authority to return to service a product or article are qualified and 
must be able to develop and use major repair data to perform repairs on 
components or parts of those products or articles. The FAA disagrees, 
however, that the repair station should automatically be permitted to 
return to service those components or parts, unless the components or 
parts are reinserted into the original product or article before 
leaving the repair station. This SFAR addresses the development of 
major repair data; the issues concerning accomplishing the repair and 
return to service authority for repair stations for components or parts 
is beyond the scope of this rulemaking, and no changes are made to the 
NPRM pursuant to these comments.
    Two commenters suggest that the final rule should allow current 
holders of the SFAR 36 authorization to continue to use the 
authorization for the term of the extension, or until a permanent rule 
is in place. One of these commenters read the NPRM to mean that repair 
stations currently conducting work under SFAR 36 must discontinue such 
work. The FAA disagrees; the rule does not require that work be 
discontinued, but rather that the repair station performing the work be 
truly qualified before returning an article to service. As was stated 
in the NPRM, some SFAR 36 authorizations were issued in error, due to 
misinterpretations of the rule. The FAA has determined that the error 
must not continue and those authorizations issued in error can not be 
extended without the authorization holders meeting all qualifications. 
The rule language proposed in the NPRM is retained to clarify the 
qualifications.
    One commenter is concerned that its current authorization may lapse 
on the termination date of January 23, 1994. To ensure a smooth 
transition, current SFAR 36 authorization holders will be permitted to 
use their authorizations until the FAA notifies them that they do not 
continue to qualify to hold the authorization.
    One commenter proposes that the rule include a system of positive 
identification on the restored product with traceability directly back 
to the facility performing the major repair and to the specific data 
package authorizing the major repair. The FAA agrees that this issue 
has merit; however, such a requirement would add a substantial burden 
not proposed in the NPRM. The suggestion is beyond the scope of this 
rulemaking. Future documents such as Advisory Circulars, FAA Orders, or 
other rulemaking projects, including those developed in the ARAC, may 
consider this suggestion, if applicable.
    One commenter suggests allowing foreign repair stations to use SFAR 
36 authorizations to develop and use major repair data. The FAA 
disagrees; SFAR 36 has never been available to foreign repair stations. 
The resources and database systems currently available to oversee 
foreign operations are not sufficient to adequately monitor such SFAR 
36 authorizations. The rule will not be expanded to include foreign 
repair stations.
    One commenter suggests that the current SFAR 36 does not need 
clarification, but rather Secs. 145.51(b) and 145.53 of the Federal 
Aviation Regulations, which address return to service authority and 
maintenance of rated items, need to be enforced. The FAA disagrees; the 
erroneous issuance of SFAR 36 authorizations demonstrates that 
ambiguity exists in the current rule. The rule sections cited by the 
commenter are not at issue in improper SFAR 36 authorizations. 
Increased enforcement of other regulations would not change the 
ambiguity that exists in SFAR 36.
    One commenter suggests that the three subsections of section 2 of 
the rule be considered into one paragraph, along with other minor 
revisions. The FAA realizes that some of the material in these 
subsections is repeated, but the subsections do refer to different 
sections of the regulations. Part of the confusion with the current 
SFAR stems from the very combinations of information suggested by the 
commenter. Section 2 was divided into three sections in order to 
clarify what is available to different applicants.
    One commenter suggests that section 6 of the NPRM be amended to add 
that the Administrator must approve within 15 days a change in repair 
station staff necessary to meet other requirements of the regulation or 
a change in procedures approved under a separate paragraph of the 
regulation. The FAA disagrees; often, more than 15 days is needed to 
conduct research necessary to verify a new staff member's background 
and ability or to evaluate procedures. The FAA can not grant approval 
to necessary staff personnel or procedures without thoroughly 
investigating all issues involved to ensure that the level of safety 
intended by the rule continues to be met. No time limit for FAA 
approval will be added to Section 6.
    One commenter states that the qualifications of the SFAR 36 staff 
engineering personnel should be consistent with qualifications assigned 
to Designated Engineering Representatives with regard to damage 
tolerance requirements. The FAA agrees; this issue is addressed in 
Section 5(a)(3), which identifies engineering personnel that can 
determine compliance with the applicable airworthiness requirements of 
the regulations. Therefore, no change is made to the final rule.
    Two commenters propose that section 5 of the SFAR be amended to 
state that the applicant must have authority to repair products or 
articles to be eligible to apply for an SFAR 36 authorization. The FAA 
agrees that this is a helpful clarification; the final rule 
incorporates this change.
    One commenter proposes that the words ``article'' and ``product'' 
should both appear wherever one is currently used to encompass all 
items intended. The FAA agrees in part, and has further determined that 
the final rule should reflect one term where one most clearly states 
the applicability of the corresponding provision. For example, FAR 
Section 121.379(b) states that a certificate holder may approve for 
return to service a product after maintenance, etc., performed under 
paragraph (a) of Section 121.379. FAR Section 145.51b states that a 
repair station certificate holder may approve for return to service any 
article for which it is rated. Accordingly, the final rule has been 
revised to use ``product'' when referring to repairs performed by air 
carrier and air taxi certificate holders, and to use ``article'' when 
referring to repairs performed by repair station certificate holders; 
the final rule uses both terms where it does not distinguish between 
the certificate holders.
    One commenter suggests that clarification is needed as to whether a 
repair station may continue to utilize major repair data developed 
previously under its SFAR 36 authorization if that authorization 
ceases, terminates, or expires. The FAA agrees that a clarification is 
needed. A holder whose authorization has expired or has been terminated 
may not use data previously developed under its authorization to 
perform a major repair and return the product or article to service; 
the relevant provisions of FAR parts 121, 127, and 145 cited in Section 
2 of the proposed and final rule prohibit that return to service.
    In addition, Section 7 of the final rule requires the holder to 
surrender its SFAR 36-developed data to the FAA. However, the FAA 
acknowledges that a holder whose authorization has expired or been 
terminated may have a legitimate future use for the data; e.g., the 
holder may apply to the FAA to have the data approved. Accordingly, to 
accommodate the FAA's continued airworthiness concerns and a holder's 
interest in data it has developed, Section 7 of the final rule has been 
revised to allow a former authorization holder to surrender its SFAR 
36-developed data, or maintain its data indefinitely and make the data 
available to the FAA for inspection.

Paperwork Reduction Act

    Information collection requirements in SFAR 36-6 have been approved 
by the Office of Management and Budget (OMB) under the provisions of 
the Paperwork Reduction Act of 1980 (Pub. L. 96-511) and have been 
assigned the OMB Control Number 2120-0507. For further information 
contact: The Information Requirements Division, M-34, Office of the 
Secretary of Transportation, 400 Seventh Street, SW., Washington, DC 
20590, (202) 366-4735.

Regulatory Evaluation

    This section summarizes the regulatory evaluation prepared by the 
FAA on the amendments to 14 CFR parts 121, 127, 135, and 145--Special 
Federal Aviation Regulation No. 36, Development of Major Repair Data. 
This summary and the full regulatory evaluation quantify, to the extent 
practicable, estimated costs and anticipated benefits to the private 
sector consumers, and Federal, State, and local governments.
    The FAA has determined that this rulemaking is not a ``significant 
regulatory action'' as defined by Executive Order 12866 (Regulatory 
Planning and Review). The anticipated costs and benefits associated 
with this final rule are summarized below. (A detailed discussion of 
costs and benefits is contained in the full regulatory evaluation in 
the docket for this final rule).

Cost Analysis

    The FAA estimates that the one-time total cost of compliance will 
be approximately $55 for the industry and about $840 for the FAA. This 
cost estimate was derived based upon two components: (1) Current SFAR 
36 certificate holders (that will not qualify under the amended rule) 
applying for a DER, and (2) FAA costs to review SFAR 36 and DER 
authorizations.

Benefit Analysis

    The final rule, with the amended extension date, will allow certain 
firms to continue to operate under SFAR 36, and will avoid economic 
hardship to those relying on it as it presently exists. The final rule 
will also eliminate ambiguities that exist in the present rule. These 
ambiguities have allowed component repair stations that do not have 
return to service authorization to receive SFAR 36 authorizations. 
Repair stations that specialize in component or piece parts of products 
(instead of aircraft engines or air frames, for example) and are not 
returning those products to service, do not necessarily possess the 
overall knowledge necessary for returning an article or product to 
service. Only repair stations and air carriers that understand the 
form, fit, and function of an aircraft article or product should be 
authorized to approve that article or product for return to service 
after a major repair.
    There have been no known documented instances where aviation safety 
has been compromised as a result of these repaired products being 
returned. Nevertheless, the level of certitude should not be 
compromised, and only those that understand the form, fit, and function 
of the product should be permitted to return the product to service.
    The benefits of this action are the potential improvements in 
aviation safety.

Comparison of Costs and Benefits

    The costs associated with this final rule ($55 to industry and $840 
to the FAA) are minimal. In view of the negligible costs of the rule, 
coupled with benefits in the form of enhanced safety to all aircraft 
operators, the FAA has determined that the rule will be cost-
beneficial.

Final Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (RFA) ensures that small 
entities are not unnecessarily and disproportionately burdened by 
Government regulations. The RFA requires agencies to review rules that 
may have a significant economic impact on a substantial number of small 
entities. The costs associated with this final rule are below any 
threshold established by FAA Order 2100.143A. Therefore, the final rule 
will not have a significant economic impact on any small entity.

International Trade Impact Assessment

    This final rule will have neither an effect on the sale of foreign 
aviation products or services in the United States, nor an effect on 
the sale of U.S. products or services in foreign countries since it 
does not impose costs on aircraft operators or U.S. or foreign aircraft 
manufacturers.

Federalism Implications

    The regulations adopted herein will not have substantial direct 
effects on the states, on the relationship between the national 
government and the states, nor the distribution of power and 
responsibilities among the various levels of government. Therefore, in 
accordance with Executive Order 12612, it is determined that this final 
rule will not have sufficient federalism implications to warrant the 
preparation of a Federalism Assessment.

Justification for Immediate Adoption

    The FAA has determined that delay in the adoption of this rule 
would cause undue burden to qualified domestic repair stations, air 
carriers, air taxi operators with large aircraft, and commercial 
operators of large aircraft. These companies use their SFAR 36 
authorizations to develop and use data not formerly approved by the FAA 
for major repairs on products and articles. Current SFAR 36 
authorizations will terminate on January 23, 1994, and this rule must 
be effective for the companies affected to continue to use data 
developed under the authorization to perform major repairs. 
Accordingly, the FAA has determined that good cause exists to make this 
rule effective in less than 30 days.

Conclusion

    I certify that this final rule: (1) Is not a significant regulatory 
action under Executive Order 12866; (2) is not a significant rule under 
DOT Regulatory Policies and Procedures for Simplification, Analysis, 
and Review of Regulations (44 CFR 11034, February 26, 1979); and (3) 
will not have a significant economic impact, positive or negative, on a 
substantial number of small entities under the criteria of the 
Regulatory Flexibility Act. In addition, this final rule has little or 
no impact on trade opportunities for U.S. firms doing business 
overseas, or on foreign firms doing business in the United States.

List of Subjects

14 CFR Part 121

    Air carriers, Airworthiness directives and standards, Aviation 
safety, Safety.

14 CFR Part 127

    Air carriers, Aircraft, Airmen, Airworthiness, Aviation safety, 
Helicopters.

14 CFR Part 135

    Air carriers, Air taxis, Air transportation, Aircraft, Airmen, 
Airplanes, Airworthiness, Aviation safety, Helicopters, Safety.

14 CFR Part 145

    Air carriers, Air transportation, Aircraft, Aviation safety, 
Safety.

The Amendment

    In consideration of the foregoing, the Federal Aviation 
Administration amends 14 CFR parts 121, 127, 135, and 145 as follows:

PART 121--[AMENDED]

    1. The authority citation for part 121 continues to read as 
follows:

    Authority: 49 U.S.C. app. 1354(a), 1355, 1356, 1357, 1401, 1421-
1430, 1472, 1485, and 1502; 49 U.S.C. 106(g).

PART 127--[AMENDED]

    2. The authority citation for part 127 continues to read as 
follows:

    Authority: 49 U.S.C. app. 1354(a), 1421, 1422, 1423, 1424, 1425, 
1430, 49 U.S.C. 106(g).

PART 135--[AMENDED]

    3. The authority citation for part 135 continues to read as 
follows:

    Authority: 49 U.S.C. app. 1354(a), 1355(a), 1421-1431, and 1502; 
49 U.S.C. 106(g).

PART 145--[AMENDED]

    4. The authority citation for part 145 continues to read as 
follows:

    Authority: Secs. 313, 314, 601, and 607, 72 Stat. 752; 49 U.S.C. 
app. 1354(a), 1355, 1421 and 1427; unless otherwise noted.

    5. In parts 121, 127, 135, and 145, Special Federal Aviation 
Regulation No. 36, the text of which is found at the beginning of part 
121, is revised to read as follows:

SFAR No. 36

    1. Definitions. For purposes of this Special Federal Aviation 
Regulation--
    (a) A product is an aircraft, airframe, aircraft engine, 
propeller, or appliance;
    (b) An article is an airframe, powerplant, propeller, 
instrument, radio, or accessory; and
    (c) A component is a part of a product or article.
    2. General. (a) Contrary provisions of Sec. 121.379(b) of the 
Federal Aviation Regulations notwithstanding, the holder of an air 
carrier operating or commercial operating certificate, or the holder 
of an air taxi operating certificate that operates large aircraft, 
that has been issued operations specifications for operations 
required to be conducted in accordance with 14 CFR part 121, may 
perform a major repair on a product, as described in 
Sec. 121.379(a), using technical data that have not been approved by 
the Administrator, and approve that product for return to service, 
if authorized in accordance with this Special Federal Aviation 
Regulation.
    (b) Contrary provisions of Sec. 127.40(b) of the Federal 
Aviation Regulations notwithstanding, the holder of an air carrier 
operating certificate that has been issued operations specifications 
for operations required to be conducted in accordance with 14 CFR 
part 127 may perform a major repair on a product as described in 
Sec. 127.140(a), using technical data that have not been approved by 
the Administrator, and approve that product for return to service, 
if authorized in accordance with this Special Federal Aviation 
Regulation.
    (c) Contrary provisions of Sec. 145.51 of the Federal Aviation 
Regulations notwithstanding, the holder of a domestic repair station 
certificate under 14 CFR part 145 may perform a major repair on an 
article for which it is rated, using technical data not approved by 
the Administrator, and approve that article for return to service, 
if authorized in accordance with this Special Federal Aviation 
Regulation. If the certificate holder holds a rating limited to a 
component of a product or article, the holder may not, by virtue of 
this Special Federal Aviation Regulation, approve that product or 
article for return to service.
    3. Major Repair Data and Return to Service. (a) As referenced in 
section 2 of this Special Federal Aviation Regulation, a certificate 
holder may perform a major repair on a product or article using 
technical data that have not been approved by the Administrator, and 
approve that product or article for return to service, if the 
certificate holder--
    (1) Has been issued an authorization under, and a procedures 
manual that complies with, Special Federal Aviation Regulation No. 
36, effective on January 23, 1994;
    (2) Has developed the technical data in accordance with the 
procedures manual;
    (3) Has developed the technical data specifically for the 
product or article being repaired; and
    (4) Has accomplished the repair in accordance with the 
procedures manual and the procedures approved by the Administrator 
for the certificate.
    (b) For purposes of this section, an authorization holder may 
develop technical data to perform a major repair on a product or 
article and use that data to repair a subsequent product or article 
of the same type as long as the holder--
    (1) Evaluates each subsequent repair and the technical data to 
determine that performing the subsequent repair with the same data 
will return the product or article to its original or properly 
altered condition, and that the repaired product or article conforms 
with applicable airworthiness requirements; and
    (2) Records each evaluation in the records referenced in 
paragraph (a) of section 13 of this Special Federal Aviation 
Regulation.
    4. Application. The applicant for an authorization under this 
Special Federal Aviation Regulation must submit an application, in 
writing and signed by an officer of the applicant, to the FAA Flight 
Standards District Office charged with the overall inspection of the 
applicant's operations under its certificate. The application must 
contain--
    (a) If the applicant is
    (1) The holder of an air carrier operating or commercial 
operating certificate, or the holder of an air taxi operating 
certificate that operates large aircraft, the--
    (i) The applicant's certificate number; and
    (ii) The specific product(s) the applicant is authorized to 
maintain under its certificate, operations specifications, and 
maintenance manual; or
    (2) The holder of a domestic repair station certificate--
    (i) The applicant's certificate number;
    (ii) A copy of the applicant's operations specifications; and
    (iii) The specific article(s) for which the applicant is rated;
    (b) The name, signature, and title of each person for whom 
authorization to approve, on behalf of the authorization holder, the 
use of technical data for major repairs is requested; and
    (c) The qualifications of the applicant's staff that show 
compliance with section 5 of this Special Federal Aviation 
Regulation.
    5. Eligibility. (a) To be eligible for an authorization under 
this Special Federal Aviation Regulation, the applicant, in addition 
to having the authority to repair products or articles must--
    (1) Hold an air carrier, commercial, or air taxi operating 
certificate, and have been issued operations specifications for 
operations required to be conducted in accordance with 14 CFR part 
121 or 127, or Sec. 135.2, or hold a domestic repair station 
certificate under 14 CFR part 145;
    (2) Have an adequate number of sufficiently trained personnel in 
the United States to develop data and repair the products that the 
applicant is authorized to maintain under its operating certificate 
or the articles for which it is rated under its domestic repair 
station certificate;
    (3) Employ, or have available, a staff of engineering personnel 
that can determine compliance with the applicable airworthiness 
requirements of the Federal Aviation Regulations.
    (b) At least one member of the staff required by paragraph 
(a)(3) of this section must--
    (1) Have a thorough working knowledge of the applicable 
requirements of the Federal Aviation Regulations;
    (2) Occupy a position on the applicant's staff that has the 
authority to establish a repair program that ensures that each 
repaired product or article meets the applicable requirements of the 
Federal Aviation Regulations;
    (3) Have at least one year of satisfactory experience in 
processing engineering work, in direct contact with the FAA, for 
type certification or major repair projects; and
    (4) Have at least eight years of aeronautical engineering 
experience (which may include the one year of experience in 
processing engineering work for type certification or major repair 
projects).
    (c) The holder of an authorization issued under this Special 
Federal Aviation Regulation shall notify the Administrator within 48 
hours of any change (including a change of personnel) that could 
affect the ability of the holder to meet the requirements of this 
Special Federal Aviation Regulation.
    6. Procedures Manual. (a) A certificate holder may not approve a 
product or article for return to service under section 2 of this 
Special Federal Aviation Regulation unless the holder----
    (1) Has a procedures manual that has been approved by the 
Administrator as complying with paragraph (b) of this section; and
    (2) Complies with the procedures contained in this procedures 
manual.
    (b) The approved procedures manual must contain--
    (1) The procedures for developing and determining the adequacy 
of technical data for major repairs;
    (2) The identification (names, signatures, and responsibilities) 
of officials and of each staff member described in section 5 of this 
Special Federal Aviation Regulation who--
    (i) Has the authority to make changes in procedures that require 
a revision to the procedures manual; and
    (ii) Prepares or determines the adequacy of technical data, 
plans or conducts tests, and approves, on behalf of the 
authorization holder, test results; and
    (3) A ``log of revisions'' page that identifies each revised 
item, page, and date of revision, and contains the signature of the 
person approving the change for the Administrator.
    (c) The holder of an authorization issued under this Special 
Federal Aviation Regulation may not approve a product or article for 
return to service after a change in staff necessary to meet the 
requirements of section 5 of this regulation or a change in 
procedures from those approved under paragraph (a) of this section, 
unless that change has been approved by the FAA and entered in the 
procedures manual.
    7. Duration of Authorization. Each authorization issued under 
this Special Federal Aviation Regulation is effective from the date 
of issuance until January 23, 1999, unless it is earlier 
surrendered, suspended, revoked, or otherwise terminated. Upon 
termination of such authorization, the terminated authorization 
holder must:
    (a) Surrender to the FAA all data developed pursuant to Special 
Federal Aviation Regulation No. 36; or
    (b) Maintain indefinitely all data developed pursuant to Special 
Federal Aviation Regulation No. 36, and make that data available to 
the FAA for inspection upon request.
    8. Transferability. An authorization issued under this Special 
Federal Aviation Regulation is not transferable.
    9. Inspections. Each holder of an authorization issued under 
this Special Federal Aviation Regulation and each applicant for an 
authorization must allow the Administrator to inspect its personnel, 
facilities, products and articles, and records upon request.
    10. Limits of Applicability. An authorization issued under this 
Special Federal Aviation Regulation applies only to--
    (a) A product that the air carrier, commercial, or air taxi 
operating certificate holder is authorized to maintain pursuant to 
its continuous airworthiness maintenance program or maintenance 
manual; or
    (b) An article for which the domestic repair station certificate 
holder is rated. If the certificate holder is rated for a component 
of an article, the holder may not, in accordance with this Special 
Federal Aviation Regulation, approve that article for return to 
service.
    11. Additional Authorization Limitations. Each hold of a 
authorization issued under this Special Federal Aviation Regulation 
must comply with any additional limitations prescribed by the 
Administrator and made a part of the authorization.
    12. Data Review and Service Experience. If the Administrator 
finds that a product or article has been approved for return to 
service after a major repair has been performed under this Special 
Federal Aviation Regulation, that the product or article may not 
conform to the applicable airworthiness requirements or that an 
unsafe feature or characteristic of the product or article may 
exist, and that the nonconformance or unsafe feature or 
characteristic may be attributed to the repair performed, the holder 
of the authorization, upon notification by the Administrator, 
shall--
    (a) Investigate the matter;
    (b) Report to the Administrator the results of the investigation 
and any action proposed or taken; and
    (c) If notified that an unsafe condition exists, provide within 
the time period stated by the Administrator, the information 
necessary for the FAA to issue an airworthiness directive under part 
39 of the Federal Aviation Regulations.
    13. Current Records. Each holder of an authorization issued 
under this Special Federal Aviation Regulation shall maintain, at 
its facility, current records containing--
    (a) For each product or article for which it has developed and 
used major repair data, a technical data file that includes all data 
and amendments thereto (including drawings, photographs, 
specifications, instructions, and reports) necessary to accomplish 
the major repair;
    (b) A list of products or articles by make, model, 
manufacturer's serial number (including specific part numbers and 
serial numbers of components) and, if applicable, FAA Technical 
Standard Order (TSO) or Parts Manufacturer Approval (PMA) 
identification, that have been repaired under the authorization; and
    (c) A file of information from all available sources on 
difficulties experienced with products and articles repaired under 
the authorization.

    This Special Federal Aviation Regulation terminates January 23, 
1999.

    Issued in Washington, DC, on January 21, 1994.
David R. Hinson,
Administrator.
[FR Doc. 94-1646 Filed 1-21-94; 4:24 pm]
BILLING CODE 4910-13-M