PDA

View Full Version : UK Aircraft Maintenance

Wokingseller123
30th Oct 2018, 22:54
We fly a C172 - all the maintenance, including annuals and 50hr services, is done by an extremely competent but retired BA engineer (who does not hold any CAA licenses anymore).
He does all the work and then his work is signed off (to comply to CAA regulations) by friends/buddies with the necessary CAA licenses but they are not involved in executing the work or providing any oversight to what he does.
My question, is this legal and if we were to have an insurance claim, would the Insurer be able to 'wiggle out' of their commitment.
I do not doubt his competence or his knowledge but I am just concerned we may be compromised in the event of a catastrophe - in a similar vein, if a pilot with say 20,000 hours but no valid license were to fly an aircraft and crash, it is coceivable that the Insurer will not fulfill their obligations as the experienced pilot did not comply to the regulatory requirements.
Thanks in advance for some guidance
Emeroid Eng
31st Oct 2018, 08:06
The CRS Signatory, should, at least, have an oversight of the work carried out, and it's him/them that are risking their licence should the old guy miss anything.
Also, dependent on the work carried out, ie Flight controls and or Powerplant, there may be Independent Inspections due.

Your Insurers would indeed be able to wiggle out as you have now posted that the aircraft is being maintained without the oversight of a licensed engineer in a public forum.
BluFin
31st Oct 2018, 17:57
Read Part M
happybiker
31st Oct 2018, 22:08
Read Part M
Not very helpful , why bother posting.
BluFin
1st Nov 2018, 18:24
because Part M details the requirements of Release to Service and who can sign what .......................... See M.A.801, M.A.402 for starters

https://www.easa.europa.eu/sites/default/files/dfu/Easy%20Access%20Rules%20for%20Continuing%20Airworthiness%20% 28Jun%202017%29.pdf

But your post didn't exactly help on the original post either.
munster
1st Nov 2018, 19:04
I’m sure this method of maintenance is widespread in GA. by your original post, I’m sure you already know what you are accepting is illegal.
maybe you’re confident that the work performed is safe. But one day, when all the Swiss cheese lines up. Your engineer and his signatory will be in a world of ****.
Alber Ratman
2nd Nov 2018, 00:14
because Part M details the requirements of Release to Service and who can sign what .......................... See M.A.801, M.A.402 for starters

https://www.easa.europa.eu/sites/default/files/dfu/Easy%20Access%20Rules%20for%20Continuing%20Airworthiness%20% 28Jun%202017%29.pdf

But your post didn't exactly help on the original post either.

Is the airframe come under PART M? Not exactly CAT above 5750Kg MTOM nor even half that for the B3. Again I am not up to date on the updated EASA lower weight limit regs. But then I have just read up about ELA2 typed airframes. You are correct BlueFin and the OP fears are justified. Workseller123, you better sort your **** out before you kill someone. As Operator you have final responsiblity when flying.
BluFin
2nd Nov 2018, 09:15
When reading this stuff, the purple Highlight text is applicable to the "small" stuff, (Good Hint There)
It is all a bit of a halfway house as smaller aircraft are intended to have there own part, Part M Light (Still to be released) long overdue and pushed back several times