An Inspection Authorization (IA) is one of the highest credentials available to an aviation maintenance technician in the United States. While a standard Airframe and Powerplant (A&P) mechanic certificate authorizes a wide range of maintenance tasks, certain critical approvals — most notably annual inspections and the return-to-service approval for major repairs and major alterations — are reserved for holders of an IA. Understanding exactly what an IA permits, what it requires to obtain and keep current, and where its boundaries lie is essential knowledge for any AMT preparing for the FAA General written test or the oral and practical evaluation for the IA itself.
The IA is not a separate certificate in the traditional sense; it is an authorization issued to an already-certificated A&P mechanic. This distinction matters both legally and practically. The authorization is issued under 14 CFR Part 65, Subpart E, and it comes with its own currency requirements, physical-location restrictions, and reporting obligations that do not apply to a basic mechanic certificate.
Eligibility Requirements
Before the FAA will issue an IA, an applicant must satisfy every requirement listed in 14 CFR §65.91. These requirements are cumulative — falling short on any one of them makes the applicant ineligible regardless of experience or skill:
- Active A&P certificate: The applicant must hold a currently valid mechanic certificate with both Airframe and Powerplant ratings. An A or P rating alone is not sufficient.
- Active engagement: The applicant must have been actively engaged in maintaining aircraft for at least the preceding 24 months. The FAA interprets this to mean hands-on maintenance work, not administrative or supervisory-only roles.
- Fixed base of operations: The applicant must have a fixed base of operations — a physical place where the applicant works and where the inspections will be performed. This can be a certificated repair station, an air carrier facility, or a private shop, but it must be a real, established location.
- Special inspection equipment and data: The applicant must have access to the equipment, facilities, and inspection data necessary to properly inspect airframes, powerplants, propellers, or any related part or appliance. Vague claims of access are insufficient; the FAA looks for demonstrated, practical availability.
Once these criteria are met, the applicant applies to the local Flight Standards District Office (FSDO), which may require a practical demonstration of knowledge before issuing the authorization.
What the IA Authorizes
The privileges granted by an IA are spelled out in 14 CFR §65.95 and cover three main areas:
- Annual inspections: An IA holder may conduct annual inspections on any U.S.-registered civil aircraft and, upon satisfactory completion, approve the aircraft for return to service. This is the most commonly exercised IA privilege. Note that only an IA holder (or a certificated repair station with the appropriate rating) may conduct and sign off an annual inspection — a plain A&P mechanic cannot.
- Major repairs and major alterations on type-certificated products: An IA may approve a major repair or major alteration for return to service after it has been performed. The distinction between a major and minor repair or alteration is found in 14 CFR Part 43, Appendix A. Minor repairs and alterations can be returned to service by any certificated A&P mechanic; major ones require the IA (or a certificated repair station, or an FAA representative).
- Progressive inspections: An IA may perform or supervise progressive inspection programs on aircraft, allowing owners to break the annual inspection into smaller, more frequent checks.
It is equally important to understand what an IA does not authorize. An IA holder does not automatically gain the right to perform work beyond the scope of their A&P certificate. The IA confers approval authority — not additional performance privileges. If a task requires a repair station rating or a different FAA authorization, the IA alone does not cover it.
Currency and Renewal
Unlike a pilot certificate, which is valid indefinitely until surrendered or revoked, an IA is valid only through March 31 of the year following issuance. This means an IA issued in October 2024 expires on March 31, 2025 — less than six months later. This expiration rule is set out in 14 CFR §65.91(c). Renewal is governed by 14 CFR §65.93 and requires the IA holder to meet at least one of the following conditions during the preceding 12-month period before the expiration date:
- Performed at least one annual inspection, OR
- Performed or supervised at least one major repair or major alteration, OR
- Attended and successfully completed a refresher course of at least 8 hours of instruction acceptable to the Administrator, OR
- Passed an oral test administered by the FAA to determine that the holder's knowledge of applicable regulations and standards is current.
Meeting any single one of these four conditions qualifies the IA holder to renew. The application for renewal is again submitted to the FSDO. If a holder fails to renew before March 31, the authorization lapses and the holder must re-apply as though applying for the first time — there is no grace period built into the regulation.
Recordkeeping Obligations
An IA holder has specific documentation duties under 14 CFR §65.95(b) and Part 43. When completing an annual inspection, the IA must make an entry in the aircraft's maintenance records stating whether the aircraft has been approved or disapproved for return to service. If the aircraft is disapproved — for example, because discrepancies were found that the owner chose not to correct — the IA must record the reasons for disapproval and affix a placard to the aircraft noting it is not airworthy. This protects both the public and the IA holder from liability.
For major repairs and alterations, the IA holder is responsible for completing FAA Form 337 (Major Repair and Alteration). One copy goes to the aircraft owner for inclusion in the aircraft records, and the original is forwarded to the appropriate FAA office (typically the FSDO, per 14 CFR §43.9 and related FAA guidance) within 48 hours of the aircraft's return to service. The 337 must describe the work performed, reference the data used to approve the work as airworthy, and bear the IA's signature and certificate number.
Why the IA Matters for Aviation Safety
The regulatory structure placing annual inspections and major repair/alteration approvals in the hands of IA holders — rather than any A&P mechanic — reflects the FAA's philosophy of layered oversight. Annual inspections are the primary recurring airworthiness check for most general aviation aircraft operating under 14 CFR Part 91. By requiring an IA or certificated repair station for this function, the FAA ensures that a higher-credentialed professional bears responsibility for certifying the overall condition of the aircraft once a year.
Similarly, major repairs and major alterations carry a higher risk of negatively affecting airworthiness, handling, or structural integrity if performed or documented incorrectly. Restricting the return-to-service approval for these tasks adds an additional check that goes beyond routine maintenance sign-offs. An IA holder who signs off work they did not properly inspect or who approves data that does not meet FAA standards faces certificate action, civil penalties, or — in cases of criminal negligence — criminal liability.
Key Numbers and Rules
- 24 months of active maintenance experience required before applying (§65.91).
- IA authorization expires March 31 of the year following issuance (§65.91(c)).
- Renewal requires qualifying activity in the preceding 12 months (§65.93).
- 8 hours of refresher training is one of the four renewal pathways.
- Form 337 must be submitted to the FAA within 48 hours of return to service for major repairs/alterations.
- Major vs. minor repair/alteration distinction is found in 14 CFR Part 43, Appendix A.
- Both Airframe and Powerplant ratings are required — neither alone qualifies.
Common Test Traps
- Confusing performance authority with approval authority: An IA does not let a mechanic perform tasks they couldn't perform before; it only grants the authority to approve certain inspections and alterations for return to service. The test may phrase questions to blur this distinction.
- Misremembering the expiration date: Students often think the IA lasts one full year from issuance. It does not — it always expires on March 31, regardless of when it was issued, meaning the first authorization period may be very short.
- Thinking any A&P can sign off an annual: Only an IA holder or a certificated repair station with appropriate ratings may conduct and approve an annual inspection. A plain A&P cannot perform this function, even on aircraft they maintain routinely.
- Overlooking the fixed base requirement: An IA is tied to a fixed base of operations. A mechanic who becomes itinerant or loses access to their facility may no longer meet the requirements to exercise — or even hold — the authorization.
- Forgetting Form 337 submission timing: Students commonly know that a 337 is required but miss that it must reach the FAA within 48 hours of the aircraft returning to service — not at the end of the month or at the mechanic's convenience.