Lbs & sched 5
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Not every VH- aircraft. For example, experimental amateur-built aircraft (CASR 21.191(g)) are covered by CAR42CB, which says that the registered operator must follow the maintenance instructions attached to the experimental certificate.
Confusing? Oh well, there's only about 1500 or so on the register, so maybe they don't count...
Confusing? Oh well, there's only about 1500 or so on the register, so maybe they don't count...
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Ac43 has always been an approved document. It has not always been an open document.
Which means if it was approved by the manufacturer for use or in an EO for use etc it could be used.
If it wasn't listed then it couldn't be used.
It can be use now how ever it is secondary to the manufacturer unless it's not in the manufacturers repairs or inspection program
Which means if it was approved by the manufacturer for use or in an EO for use etc it could be used.
If it wasn't listed then it couldn't be used.
It can be use now how ever it is secondary to the manufacturer unless it's not in the manufacturers repairs or inspection program
Logbook statement
Sunfish,
you want this for instructions:
http://www.casa.gov.au/wcmswr/_asset...orth/41_02.pdf
and this for the form itself:
CAS925 - Log book statement part 1 ? Civil Aviation Safety Authority Australia
you want this for instructions:
http://www.casa.gov.au/wcmswr/_asset...orth/41_02.pdf
and this for the form itself:
CAS925 - Log book statement part 1 ? Civil Aviation Safety Authority Australia
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What should a log book statement look like? Can anyone give me examples?
My own intention is Schd 5 plus the propeller and engine manufacturers ( and other component suppliers) maintenance manuals….and of course the AC's.
What scares me is getting into a "lock in" situation where I cannot maintain things myself (within reason), or a situation where what was legal yesterday is not legal today,.
My own intention is Schd 5 plus the propeller and engine manufacturers ( and other component suppliers) maintenance manuals….and of course the AC's.
What scares me is getting into a "lock in" situation where I cannot maintain things myself (within reason), or a situation where what was legal yesterday is not legal today,.
Sunfish,
As I understand it, you are building an amateur built?
If this is so, it is a Blowie says, the maintenance details will be in an annex to the Experimental Certificate and is set by the person who issues the certificate.
You do have to do a CASA approved course to maintain the aircraft (having built it, you can't "maintain it ???) and the only course is "a nice little earner" for the CASA granted SAAA monopoly.
When you get to do the course, you will find out it is almost nothing to do with practical maintenance, but all about paperwork and the last time I looked at the syllabus, some of the required knowledge had absolutely incontrovertibly nothing to do with Experimental Amateur Built aircraft.
As one example, ICAO Annex VIII ?????
Believe me, Blowie knows more about it (and maintenance in general) than anybody on this thread, and that includes me.
yr-rrrr-wrong,
Wrong again, if it is an aircraft where the Type Certificate is issued in US or Canada. All your above statement proves is that you do not understand the type certification of most aircraft on the Australian register, and hence the validity of the Australian type acceptance certificate, and therefore, the validity ( or not) of the Australian C.of A.
Particularly given some of your posts, why do you think you are working within the rules, as opposed to hoping you are within the rules ??
On so many occasions I have seen, close up, the professional and financial carnage caused when an AWI retires or is moved, and a long and cosy (and quite proper) relationship between said AWI and a LAME ends, and some crusading newbie arrives on the scene.
Remember one of the more memorable statements of a former head of CASA (then) Office of Legal Counsel: "Pilots and Engineers are just criminals who haven't been caught yet".
Tootle pip!!
As I understand it, you are building an amateur built?
If this is so, it is a Blowie says, the maintenance details will be in an annex to the Experimental Certificate and is set by the person who issues the certificate.
You do have to do a CASA approved course to maintain the aircraft (having built it, you can't "maintain it ???) and the only course is "a nice little earner" for the CASA granted SAAA monopoly.
When you get to do the course, you will find out it is almost nothing to do with practical maintenance, but all about paperwork and the last time I looked at the syllabus, some of the required knowledge had absolutely incontrovertibly nothing to do with Experimental Amateur Built aircraft.
As one example, ICAO Annex VIII ?????
Believe me, Blowie knows more about it (and maintenance in general) than anybody on this thread, and that includes me.
AC 43 ----Which means if it was approved by the manufacturer
Wrong again, if it is an aircraft where the Type Certificate is issued in US or Canada. All your above statement proves is that you do not understand the type certification of most aircraft on the Australian register, and hence the validity of the Australian type acceptance certificate, and therefore, the validity ( or not) of the Australian C.of A.
Now try and work within these rules. Like I've said you can be brave when you don't have to sign for.
On so many occasions I have seen, close up, the professional and financial carnage caused when an AWI retires or is moved, and a long and cosy (and quite proper) relationship between said AWI and a LAME ends, and some crusading newbie arrives on the scene.
Remember one of the more memorable statements of a former head of CASA (then) Office of Legal Counsel: "Pilots and Engineers are just criminals who haven't been caught yet".
Tootle pip!!
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yr-rrrr-wrong,
Wrong again, if it is an aircraft where the Type Certificate is issued in US or Canada. All your above statement proves is that you do not understand the type certification of most aircraft on the Australian register, and hence the validity of the Australian type acceptance certificate, and therefore, the validity ( or not) of the Australian C.of A.
Omg are you saying we all been doing wrong well myself over 35 years. Does it not happen when an aircraft has its type cert it must be shown its approved data and its maintenance program.
Are you now saying that this data is now not approved. So when the manufacturer tells you to do an inspection iaw approved data it's not allowed. What about the bolt torque listing is that not approved either. If the manufacturer has approved a document and unless their is an AD, or over instruments in law that dose not approve that document it is approved. This means if the manufacturer approves AC 43 it was approved for use. That is fact and what we have been doing until it was approved by casa as an approved document.
Particularly given some of your posts, why do you think you are working within the rules, as opposed to hoping you are within the rules ??
Oh well I must be extremely lucky then. I have no idea how many times I have had to place my signature on a document of law on a daily bases let alone over my career. Yet I've never been hauled before a casa awi.
On so many occasions I have seen, close up, the professional and financial carnage caused when an AWI retires or is moved, and a long and cosy (and quite proper) relationship between said AWI and a LAME ends, and some crusading newbie arrives on the scene.
Well really shows how out of touch you are. For many years now awi are moved from maintenance orgs so they do not become complacent with that org.
Remember one of the more memorable statements of a former head of CASA (then) Office of Legal Counsel: "Pilots and Engineers are just criminals who haven't been caught yet".
That I will agree with.
Tootle pip!![/QUOTE]
Wrong again, if it is an aircraft where the Type Certificate is issued in US or Canada. All your above statement proves is that you do not understand the type certification of most aircraft on the Australian register, and hence the validity of the Australian type acceptance certificate, and therefore, the validity ( or not) of the Australian C.of A.
Omg are you saying we all been doing wrong well myself over 35 years. Does it not happen when an aircraft has its type cert it must be shown its approved data and its maintenance program.
Are you now saying that this data is now not approved. So when the manufacturer tells you to do an inspection iaw approved data it's not allowed. What about the bolt torque listing is that not approved either. If the manufacturer has approved a document and unless their is an AD, or over instruments in law that dose not approve that document it is approved. This means if the manufacturer approves AC 43 it was approved for use. That is fact and what we have been doing until it was approved by casa as an approved document.
Particularly given some of your posts, why do you think you are working within the rules, as opposed to hoping you are within the rules ??
Oh well I must be extremely lucky then. I have no idea how many times I have had to place my signature on a document of law on a daily bases let alone over my career. Yet I've never been hauled before a casa awi.
On so many occasions I have seen, close up, the professional and financial carnage caused when an AWI retires or is moved, and a long and cosy (and quite proper) relationship between said AWI and a LAME ends, and some crusading newbie arrives on the scene.
Well really shows how out of touch you are. For many years now awi are moved from maintenance orgs so they do not become complacent with that org.
Remember one of the more memorable statements of a former head of CASA (then) Office of Legal Counsel: "Pilots and Engineers are just criminals who haven't been caught yet".
That I will agree with.
Tootle pip!![/QUOTE]
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supplemental
Also found in: Medical, Legal, Encyclopedia, Wikipedia. sup·ple·ment
(sŭp′lə-mənt)n.1. Something added to complete a thing, make up for a deficiency, or extend or strengthen the whole.
2. A section added to a book or document to give further information or to correct errors.
3. A separate section devoted to a special subject inserted into a periodical, such as a newspaper.
4. See supplementary angle.
tr.v. (-mĕnt′) sup·ple·ment·ed, sup·ple·ment·ing, sup·ple·ments To provide or form a supplement to
Also found in: Medical, Legal, Encyclopedia, Wikipedia. sup·ple·ment
(sŭp′lə-mənt)n.1. Something added to complete a thing, make up for a deficiency, or extend or strengthen the whole.
2. A section added to a book or document to give further information or to correct errors.
3. A separate section devoted to a special subject inserted into a periodical, such as a newspaper.
4. See supplementary angle.
tr.v. (-mĕnt′) sup·ple·ment·ed, sup·ple·ment·ing, sup·ple·ments To provide or form a supplement to
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Please see above post for definition.
Casa AWB 02-048 issue 2
Date 10 April 2015
Effective
All Cessna 100,200,300,and 400 ( last bit means all VH aircraft)
Attachment A Aviation Ruling 01/2014
page 9 of 13 parra 4
Quote
if the registered operator has elected to use the Car 42B Casa maintenance schedule, blah blah blah.
page 10 of 13 para 4 cont
However maintenance actions must always be carried out IAW approved maintenance data IAW CAR 42V and therefore compliance with SIDS and other SUPPLEMENTAL or Structural inspection documents is MANDATORY
What makes up the maintenance of an aircraft Data
Maintenance Manual
IPC
Wiring Diagram manual
SRM
SBs ,MSB, SI
EOs if applicable
Aircrafts LBS
And if applicable CASA Shed 5.
Plus any other Document that the manufacture approves for use
And IAW ICAO the state has the right if im not wrong to set it own rules in regards to Flying ops and Maintenance.
Casa AWB 02-048 issue 2
Date 10 April 2015
Effective
All Cessna 100,200,300,and 400 ( last bit means all VH aircraft)
Attachment A Aviation Ruling 01/2014
page 9 of 13 parra 4
Quote
if the registered operator has elected to use the Car 42B Casa maintenance schedule, blah blah blah.
page 10 of 13 para 4 cont
However maintenance actions must always be carried out IAW approved maintenance data IAW CAR 42V and therefore compliance with SIDS and other SUPPLEMENTAL or Structural inspection documents is MANDATORY
What makes up the maintenance of an aircraft Data
Maintenance Manual
IPC
Wiring Diagram manual
SRM
SBs ,MSB, SI
EOs if applicable
Aircrafts LBS
And if applicable CASA Shed 5.
Plus any other Document that the manufacture approves for use
And IAW ICAO the state has the right if im not wrong to set it own rules in regards to Flying ops and Maintenance.
