Axiom,
Mate, you really don’t want to go live ‘inside’. In the main, they are indeed a different class of humanity with considerably lower goals and ethics than any CASA representative could ever stoop to. And that’s just the warders. The inmates are worse!
The MR was never the final document to indicate the state of an aircraft as far as a buyer is concerned. I have been responsible for the purchase of a few used aircraft, some worth many millions. It requires an expert to delve through the aircraft logbooks and the various Service Bulletins, Airworthiness Directives and manufacturers maintenance schedule. Invariably such an audit finds items that have ‘slipped through the cracks’, some compulsory and others advisory.
The MR is issued simply to advise that on the date of issue the aircraft was airworthy and all required maintenance completed to date (and unfortunately E&OE). Additional checks prior to expiry date/TIS are enumerated thereon. If pilots, operators and C or R holders are honest then any further defects will be recorded on the MR. The C or R holder will receive AD’s and SB’s from time to time and will return the aircraft to have such issues rectified. That is the system.
In issuing the MR the authority will not include items for call-up during the next maintenance cycle. Such items may include prop overhaul, engine overhaul, undercarriage inspection, wing bolts inspection, re-weigh, new AD’s and SB’s etc. Therefore if you exceed the specified TIS you risk the possibility of overrunning other mandatory checks scheduled in the next cycle.
Our responsibility is to operate within the system. Grey areas may provide mitigating circumstances that reduce the penalty but are not authorised, justified or excused by law!