135 charter aircraft is often times a way that smaller maintenance facilities use to increase business. What this means is that they work on aircraft that fly charter operations, regulated under FAR (federal aviation regulation) 135. This regulation and all FARs can be found under CFR (Code of Federal Regulations) chapter 14. So what does 135 mean? Why is it different from all other GA (general aviation) aircraft? Well, first of all these are general aviation aircraft

Understanding regulations is something that has been difficult for years. The FAA is currently in the process of making regulations easier to understand and interpret. Unfortunately people will always look at things differently than others, and that is where this friction comes from. The best way is for mechanics to contact their local FSDO. They are the FAA office that will be working with them most of the time, and they will be the ones (most likely) interpreting the regulations. By getting to know them and letting them know of the operation’s safety record and quality of work, mechanics can save themselves a lot of time and paperwork.

So what are the major differences in working part 135 aircraft than on part 91 aircraft? First of all, all service bulletins issued by manufacturers are mandatory under 135; they are advisable but not mandatory under 91. All specific overhaul periods for engines, propellers, and accessories have to be performed under 135; under 91 it is just a suggestion. These time periods are for time in use and for calendar time as well. This also pertains to fluid carrying hoses that need to be replaced on a timed schedule also. The ELT (emergency locator transmitter) operation check that has to be performed every 12 calendar months according to 91.207 (paragraph d). For 135 and 141 planes they want it done every 100 hour and annual inspection (Hinman, 2001).

Some, however, do not believe that the manufacturer’s recommendations may be the best way to do maintenance on certain aircraft. “Recently the FAA has been concerned about the completeness of manufacturer maintenance programs and has been requiring operators to develop AAIP’s (approved aircraft inspection programs) as a solution. According to FAA officials, the inadequacy of the manufacturer programs lies in the area of equipment that has been installed since the aircraft was new that the airframe manufacturer does not address. These items should, however, be maintained as per the equipment manufacturer recommendations.

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