Cost of 100 hourly's
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So, if a guy has a retractable gear aircraft, and he wanted to check that the gear doors were closing flush (for example) It would be prohibited for him to put his plane on jacks and do a gear swing, even if he's actually not touching it with a wrench or screwdriver, just a visual inspection.
(still having a tough time getting my mind around this)
(still having a tough time getting my mind around this)
If it’s not on the list in Schedule 8 ....
Your mind isn’t attuned to the Australian ‘safety’ paradigm.
Your mind isn’t attuned to the Australian ‘safety’ paradigm.
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So once more ill ask you.
How many poeple have you done approved maintenance training so they can carry out shed 8 maintenance and other specfic tasks that are not on shed 8
Back to you
Toot toot
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No the mission is to save poeple from the likes of people that like to touch thing that that actually dont no about. Know if my member is correct you where on the board that made all these changes quite some time ago. And stop with the Far,s we not in the usa and as such there regs are toally irrelevant to here. As usually you use smoke and mirrors to confuse the facts.
So once more ill ask you.
How many poeple have you done approved maintenance training so they can carry out shed 8 maintenance and other specfic tasks that are not on shed 8
Back to you
Toot toot
So once more ill ask you.
How many poeple have you done approved maintenance training so they can carry out shed 8 maintenance and other specfic tasks that are not on shed 8
Back to you
Toot toot
Connedrod, it is all a bit irrelevant to us non LAME folk.
I front up to the workshop with my bird
I leave with a fresh MR valid for 12 months stating oil changes as the only "hour/calendar" requirement
I do the oil changes
I enter oil changes into the MR
I don't need a torque wrench, the sump has a quick drain fitted, but I have one anyways
I return after 12 months
I pay me bills on time and never question them
Cept last time there was something about the prop on the red paper, sadly this MR only goes for 11 months without something coming up.
I front up to the workshop with my bird
I leave with a fresh MR valid for 12 months stating oil changes as the only "hour/calendar" requirement
I do the oil changes
I enter oil changes into the MR
I don't need a torque wrench, the sump has a quick drain fitted, but I have one anyways
I return after 12 months
I pay me bills on time and never question them
Cept last time there was something about the prop on the red paper, sadly this MR only goes for 11 months without something coming up.
Correct on the if I just want to check the doors are closing post - you can not do it without a Certificate of Approval, complete jacking needs to also be in a hangar.
What you can do and have done is jack a 210 so the nose wheel is just touching the ground. Remove both main gear actuators carry out service bulletin inspections and modifications on them and install them ( a visit from CAsA was expected and they did when I was not there - they saw a 210 with no main gears, we had lowered it to a lower position) then get a job number for a job from a CofA holder with a remote location attached to the approval (and all reqd manuals), to fully jack and do retractions.
All 100% legal - you will find most maintenance done under schedule 8 is not legally done, from manuals, tooling required, documentation retention and parts. All CAsA regulations and requirements apply as if they were a LAME working for a company that has a CofA carrying out that list of tasks.
What you can do and have done is jack a 210 so the nose wheel is just touching the ground. Remove both main gear actuators carry out service bulletin inspections and modifications on them and install them ( a visit from CAsA was expected and they did when I was not there - they saw a 210 with no main gears, we had lowered it to a lower position) then get a job number for a job from a CofA holder with a remote location attached to the approval (and all reqd manuals), to fully jack and do retractions.
All 100% legal - you will find most maintenance done under schedule 8 is not legally done, from manuals, tooling required, documentation retention and parts. All CAsA regulations and requirements apply as if they were a LAME working for a company that has a CofA carrying out that list of tasks.
What aircraft type Aussie Bob?
If it has a handheld fire extinguisher fitted, to my knowledge all at max have a 6 month inspection with some monthly (never seen a yearly one). Some require calibrated scales and all need next due dates to be re entered on the MR.
If it has a handheld fire extinguisher fitted, to my knowledge all at max have a 6 month inspection with some monthly (never seen a yearly one). Some require calibrated scales and all need next due dates to be re entered on the MR.
My recollection, and understand that I am old and senile, is that the restriction on pilot and LAME, without a CofA and appropriate hangar, carrying out complete jacking of aircraft was pushed by AMROBA, to protect their own interests. There is also an exclusion for carrying out track and balance of rotor systems and release to service after schedule maintenance unless the LAME has a CofA.
It would be surprising if your underlying point was correct. Surely the maintenance rules would not be influenced by the commercial interests of the people who make money out of maintenance? Next thing you’ll be suggesting that the ‘safety’ rules are influenced by politics!
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Lead Balloon, I believe you are correct about AMROBA, such is the memory of a senile old man. But I do remember being at a CAA(prior to CASA) conference in Darwine in 1992 ish when the "new" regulations, at that time, were being discussed. Amongst these was the removal of LAME privileges to carry out 100 hour/annual under the auspices of their own licence. It was told at the time this was as a direct input from the maintenance organisations.
Interestingly, it was at this time that the CAA legal department had come up with the concept that an aircraft release to service (Maintenance Release in Australia) would deem an aircraft serviceable for the period of such release, they were told in no uncertain terms that we would no longer release aircraft if that was to be the ruling.
Interestingly, it was at this time that the CAA legal department had come up with the concept that an aircraft release to service (Maintenance Release in Australia) would deem an aircraft serviceable for the period of such release, they were told in no uncertain terms that we would no longer release aircraft if that was to be the ruling.
Lead Balloon, I believe you are correct about AMROBA, such is the memory of a senile old man. But I do remember being at a CAA(prior to CASA) conference in Darwine in 1992 ish when the "new" regulations, at that time, were being discussed. Amongst these was the removal of LAME privileges to carry out 100 hour/annual under the auspices of their own licence. It was told at the time this was as a direct input from the maintenance organisations.
Interestingly, it was at this time that the CAA legal department had come up with the concept that an aircraft release to service (Maintenance Release in Australia) would deem an aircraft serviceable for the period of such release, they were told in no uncertain terms that we would no longer release aircraft if that was to be the ruling.
Interestingly, it was at this time that the CAA legal department had come up with the concept that an aircraft release to service (Maintenance Release in Australia) would deem an aircraft serviceable for the period of such release, they were told in no uncertain terms that we would no longer release aircraft if that was to be the ruling.
Was that at the Atrium hotel?
That sounds about right for the time: The deaf leading the interest groups leading the blind leading the bureacracy.
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Just about the same here, I was the bloke from Lhanahappy homelands and a new Chief Engineer, some of what they said certainly gave pause for thought. It has become far more convoluted now hey?
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.
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.
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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.
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.
Oh leadie
Ypu know the ones that you cant do have never done. What supprises me me the most about your constant casa bashing about the regs some of which is needed i must say is that you where part of all of this before you were removed. One wonders why this was.
As for training as you know all ( readers please look at number 1 of shed 8 and what it says very clear. Not as some have put it maybe leadie you need new glasses )
Im required to prfrom training for pilots so they may carry out shed 8 and other maintenance tasks. Woops prehaps thats made up so we can take unnecessary funds from the likes of your selfs to boost our large financial funds in our business. Cause we not allowed to make a profit are we.
LeadSled.
REG 42ZC "(a) CASA or the authorised person, as the case may be, considers are necessary in the interests of the safety of air navigation; and"
Is one thing they use - there is another buried in the regs that says some thing like maintenance is only to be carried out by "appropriately trained" persons.
REG 42ZC "(a) CASA or the authorised person, as the case may be, considers are necessary in the interests of the safety of air navigation; and"
Is one thing they use - there is another buried in the regs that says some thing like maintenance is only to be carried out by "appropriately trained" persons.
you where part of all of this before you were removed. One wonders why this was.
Again, what on earth are you talking about??
I have never been "REMOVED" from anything, aviation-wise.
Neither, you dopey person, have I suggested that no regulation is required, only that Australian aviation is grossly over-regulated, compared to any comparable country, that CASA seeks to micro-manage the whole aviation sector, and this is a very major factor in the parlous, approaching terminal state of GA in Australia, compared to any comparable country.
And no good for aviation safety outcomes, I suppose some of you have noticed that last year was the best ever, in US, for aviation safety outcomes, and embarrassingly better than Australia.
You still haven't answered my question about AOPA and ADs, and what "200% si" is??
Bend a lot,
I am aware of what you refer to, but I have never seen a stipulated training course of any kind, to carry out Schedule 8 maintenance. And I listen to the rumblings of various CASA persons from time to time. I am NOT referring to any aircraft maintained under 42ZC(4)(e) home built, to use an inaccurate term. That particular "training course" is, in my opinion, almost a waste of time, and includes entirely irrelevant material, but it is a "nice little earner".
The current relevant CAAP for Schedule 8 only has general remarks, no reference to mandatory training or certified competency levels.
There is absolutely NO EVIDENCE that Schedule 8 as at present (or its predecessors for may years --- in my case, since the early 1960s) has ever represented any elevated risk, compared with not having it, and should, therefor, be made more difficult.
I am not aware of any "CASA Approved" syllabus and process, and, quite frankly, any LAME who signed his name to anything that, in any way, suggests he has determined and approved a satisfactory level of competency for a person whose only formal qualification is he or she is a class person entitled to do Schedule 8 maintenance, that would be putting his head on the chopping block, in terms of potential liability.
And the "jacking" matter and similar have been around far longer than AMROBA.
Tootle Pip!!
PS: I do remember a very impassioned plea, from a ranking executive member of ALAEA, at a CASA Maintenance Standards meeting in Canberra, that no pilot should be allowed to perform any maintenance on any aircraft.
And would probably prefer they not fly them, either, just to be on the safe side, but he didn't actually say the latter.?
One statement he made was:
" I had to do a five year apprenticeship to change a spark plug".
My reply was:
"XXXX, in your case, I can understand that".
Last edited by LeadSled; 23rd Nov 2017 at 14:02.