All good points people and an interesting read, but I am left wondering why the M/R has become such a mysterious document?
A few jumbled up thoughts in no particular order from someone who has issued the odd one or two (hundred) M/Rs:-
The M/R has an expiry date and TTIS clearly spelt out in the appropriate boxes for these entries, THAT’S IT. No other options people on the standard 12months/100hrs, if that is indeed what is written in those boxes. If the aircraft is approved to fly other than a 100hrs/12months, then this variation would be entered in the expiry boxes not the 100hrs/12 months. Under normal operations (100hrs/12 months), the M/R ceases to remain in force. Exceedance of either is not a legal option. One can ferry with a permit at CASA’s discretion, but these usually carry caveats like:
“Essential crew only”
“Most direct route terrain and weather permitting”
And are usually issued to return a busted bird to the nearest nest for maintenance/repair/test, so don’t expect to make money/hire out your beast under these circumstances.
Again if a permit applies, its details too will be entered on the M/R “clearing the aircraft for a (once only) flight. The pilot will usually be given a copy of the permit along with the M/R.
There is also a CAR that states “thou shall not commence a flight the duration of which knowingly exceeds the validity of the M/R” (or words to that effect) so this is not an excused to get a permit.
The LAME (coordinator) signing the M/R for Release to Service is duty bound to enter ALL maintenance known to fall due prior to the expiry of the M/R (T/X components, AD’s, re-weighs etc.).
Now, if the aircraft is maintained to a system of maintenance then:
A) It is entirely possible that it may be approved by CASA to run to a longer TIS interval between periodic maintenance visits.
B) The system the aircraft is maintained under, which it is also released to service (RTS) to, is also entered on the M/R. This (and the different expiry entries) would be tip offs to the would be aviator that he has legitimate approval to commence and complete the flight when the M/R has exceeded 100hrs TIS.
C) These systems generally only apply to Class A aircraft, but there is nothing stopping a Class B to be maintained to this standard and approved to fly beyond 100hrs.
What I am saying in a nutshell I guess, is that all the info you need to determine how long the bird can LEGALLY be flown between visits to people like me, is there in front of you in the “expiry” and “maintenance in accordance with” boxes.
TT
