This post should have been titled ‘urban myths’. I realise that the intricacies of Maintenance Releases are probably the least understood aspect of aviation for pilots but I feel that some of the statements above are uninformed and misleading.
It is possible to run an aircraft on a 100+/-10hr validity period
So perhaps we can run our Class 1 medical out to 1.1 years or likewise with our instrument ratings? Hardly. A period of validity is exactly that and such validity expires at a specific time in service or date. We operate a class A aircraft that has a 300 hour MR. During the validity period four phase inspections are called up that involve airframe and engines. 1 & 2 occur at 150 hours but may be varied plus or minus ten percent to allow flexibility. 3 & 4 expire at 300 hours – no flexibility. Other Phase inspections such as battery or RAD may occur at TIS or date. In the case of the ‘date’ there is no flexibility. I feel that the writer of this quote is confusing intermediate inspections and if he believes otherwise should take it up with the maintenance service provider to establish the correct procedure. His chief pilot may thank him for it.
As for running over the MR - as I am aware the only time that might be legit is if there is unforeseen circumstances during a flight that was due to finish prior to the 100 hourly….Cannot recall the reg though....
Expiry of a MR in such circumstances is no different to any other intentional overrun. The breach is neither justified nor excused by law. The court would therefore decide if an offence was committed or if there were mitigating circumstances.
I heard some engineers today saying you can go up to 10 % over the hours of the MR BUT only for a ferry flight. (ie. MR valid for 100 hours, you can fly 110 hours)
Perhaps such a case may exist for foreign aircraft but that would be dependent upon the laws of the particular state. Again I have not seen such a relaxation under the CARS.
If it ain't written down forget it.
Ain't that the truth.
CAR 38 provides CASA with the authority to give directions relating to maintenance of Australian aircraft.
CARS 39 & 41 imposes requirements upon the certificate of registration holder to ensure that maintenance called up in the maintenance schedule is carried out when required.
CARS 42A, 42B & 42C provides the certificate of registration holder with options upon which to base his maintenance schedule – manufacturer’s, CASA or approved system.
CAR 43 (5) Provides CASA with the necessary authority to dictate the maximum period that a MR can remain in force.
CAR 43 (9) allows the issuing authority of the MR to specify conditions (endorsements) for the purpose of ensuring the safety of air navigation. (Those conditions are usually listed with a TTIS or ‘date’ to complete various checks or component overhauls that may be required during the validity period of the MR eg. Prop overhaul, oil change, instrument AD)
I’m happy to debate any of the issues I raised above but please quote the regulation, not some gossip relayed through the Townsville refueller!