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)
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.
Replacing of oil filters is covered by AD/ENG/4 which authorises a pilot to do so (IAW the manual of course) since the manual calls for lockwire the pilot is authorized to lock the filter.
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?
Interestingly the C172R manual says jacking of both wheels simultaneously using the built in jack pads is not recommended and that standard practice is to jack one wheel at a time.
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.
Windshield cleaning is covered in the "care and maintenance" section of the POH/AFM and is also in the servicing section of the Maintenance Manual. It usually includes approved products and detailed instructions. This is true for Cessna, Piper, Beech, Mooney, Cirrus, American Champion, Grumman and Partenavia. I cant confirm the rest.
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.