Originally Posted by
LeadSled
CIVIL AVIATION REGULATIONS 1988 - SCHEDULE 8 Maintenance that may be carried out on a Class B aircraft by a person entitled to do so under subregulation 42ZC(4)
CIVIL AVIATION REGULATIONS 1988 - SCHEDULE 8
Maintenance that may be carried out on a Class B aircraft by a person entitled to do so under subregulation 42ZC(4) (subregulation 42ZC(4))
Part 1 -- Maintenance on Class B aircraft other than balloons
1. Removal or installation of landing gear tyres, but only if the removal or installation does not involve the complete jacking of the aircraft.
2. Repair of pneumatic tubes of landing gear tyres.
3. Servicing of landing gear wheel bearings.
4. Replacement of defective safety wiring or split pins, but not including wiring or pins in control systems.
5. Removal or refitting of a door, but only if:
(a) no disassembly of the primary structure or operating system of the aircraft is involved; and
(b) if the aircraft is to be operated with the door removed--the aircraft has a flight manual and the manual indicates that the aircraft may be operated with the door removed.
6. Replacement of side windows in an unpressurised aircraft.
7. Replacement of seats, but only if the replacement does not involve disassembly of any part of the primary structure of the aircraft.
8. Repairs to the upholstery or decorative furnishings of the interior of the cabin or cockpit.
9. Replacement of seat belts or harnesses.
10. Replacement or repair of signs and markings.
11. Replacement of bulbs, reflectors, glasses, lenses or lights.
12. Replacement, cleaning, or setting gaps of, spark plugs.
13. Replacement of batteries.
14. Changing oil filters or air filters.
15. Changing or replenishing engine oil or fuel.
16. Lubrication not requiring disassembly or requiring only the removal of non-structural parts, or of cover plates, cowlings and fairings.
17. Replenishment of hydraulic fluid.
18. Application of preservative or protective materials, but only if no disassembly of the primary structure or operating system of the aircraft is involved.
19. Removal or replacement of equipment used for agricultural purposes.
20. Removal or replacement of glider tow hooks.
21. Carrying out of an inspection under regulation 42G of a flight control system that has been assembled, adjusted, repaired, modified or replaced.
22. Carrying out of a daily inspection of an aircraft.
23. Connection and disconnection of optional dual control in an aircraft without the use of any tools for the purpose of transitioning the aircraft from single to dual, or dual to single, pilot operation.
24. Inspections or checks set out in the following documents in circumstances where the document clearly states that the maintenance may be carried out by the pilot of the aircraft and the maintenance does not require the use of any tools or equipment:
(a) the aircraft's approved maintenance data;
(b) the aircraft's flight manual or an equivalent document;
(c) any instructions issued by the NAA that approved the type certificate for the aircraft.
25. For an aircraft that is installed with an oxygen system for the exclusive use of ill or injured persons on an aircraft used to perform ambulance functions--replenishing the oxygen system installed on the aircraft.
A Squared,
The above is the complete Schedule 8.
CASA actually publish material (CD or hard copy) and give talks at the occasional traveling road show.
The traveling road shows are the really interesting exercises, because you have a person who is of the same category as those who do your audits, which means those who "make the law" on the run. But, as with all bureaucrats, once they have made a determination, they will fight tooth and nail (and the organisation will circle the wagons to support them) no matter how silly their decisions or demands.
At one of these "safety lectures, most of the talk was explaining how much of Schedule 8 and owner or pilot could not do, even though Schedule 8 appeared to say otherwise.
I have already mentioned the issue of a battery, and the necessity for a fully charged battery, which requires an approved facility, and all the things that require a calibrated torque wrench,but here are plenty more .
For example, Item 2, repair tubes --- means you can't fit a new tube??
Item 3 ---- Does not include an inspection of the bearing, so one should apparently do this blindfold, is inspections are secret LAME business, to inspect a bearing, find it defective (galling or whatever) and replace it would be a terrible crime, call the LAME. Having called the LAME being proof that you have committed the crime of inspection.
Item 4 ---- is interesting, it was explained to us that this meant what it said, only defective safety wire, ergo replacing those oil filters that have safety wiring are out of the question, because your are installing new safety wire, having replaced the filter. Not replacing anything defective.
And so it goes on ---- all these tricky bush lawyer interpretations made by people who have the power to make you life very miserable. Like what does "complete jacking" mean?
Like grounding your aircraft, because all the stencils commonly used to apply rego. letters are inch sizes, or the vinyl letters are likewise, so very slightly undersized compared to the "regulations" that are metric, and we all know how dangerous approx. 0.125 inch undersize rego. is, to life and limb.
The pièce de résistance is washing a windscreen, unless something has changed since last time I looked, no light aircraft manufacturer (FAR 23 piston) has published approved data to wash a windscreen, but we had quite a celebrated case here, a while back. The inspector insisted that you could only wash a windscreen by entering a defect (vision obscured??) in the MR, then proceed via the Manufacturer's Instructions, which don't exist, which means a CASR Part 21M(old CAR 35) approval. with lots more rigmarole ---- and it's not on Schedule 8.
All in the true spirit of making life as difficult and expensive as possible. I have had the occasional spirited discussion with an FAA inspector in years gone by, but with only a couple of exceptions, they have never had an acrimonious "big stick" overtone from the opening words, quite the reverse to the all to common atmosphere here.
The net outcome of all this nonsense is a complete lack of respect for just about anything from CASA, which is a pity, because all the things that are actually important get lost in the piles of garbage.=
And much is done behind locked hangar doors, some of which probably shouldn't be, but will never appear in the aircraft records. The saving grace is the great percentage of owners and pilots are quite sensible, so a real risk arising is always possible, but not all that probable.
May be we should be grateful that CASA at least allows us to refuel our own aircraft, and check the oil??
And I have had multiple occasions, over time, to threaten a LAME with legal proceedings for recovery, for such as signing off an AD that was not done, signing off required maintenance that was not done, and in one case, fitting the wrong model of O-470 to a C-182.
Tootle pip!!
Conned Rod (or whatever) ---- would you like to explain to us all the CASA regulations that require training to do Schedule 8 maintenance, as you have brought the subject up.