ELA1 SDMP- minimum inspection programme
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ELA1 SDMP- minimum inspection programme
I own and fly an ELA1 aircraft (private not commercial or training) with a self declared minimum inspection programme. The McCauley fixed pitch prop is coming up to its 6 year overhaul back stop but it has only operated for 350 hrs (TBO 2000hrs) There is no leading edge damage or corrosion.
Does anyone have any knowledge of the acceptability of changing the Minimum Inspection programme to remove the 6 year calendar back stop ie operating the propeller on condition but retaining the the 2000 hour TBO. ?
I understand Sensenich fix pitch props operate with a 2000 hrs TBO but have no calendar back stop.
Does anyone have any knowledge of the acceptability of changing the Minimum Inspection programme to remove the 6 year calendar back stop ie operating the propeller on condition but retaining the the 2000 hour TBO. ?
I understand Sensenich fix pitch props operate with a 2000 hrs TBO but have no calendar back stop.
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Correct
I own and fly an ELA1 aircraft (private not commercial or training) with a self declared minimum inspection programme. The McCauley fixed pitch prop is coming up to its 6 year overhaul back stop but it has only operated for 350 hrs (TBO 2000hrs) There is no leading edge damage or corrosion.
Does anyone have any knowledge of the acceptability of changing the Minimum Inspection programme to remove the 6 year calendar back stop ie operating the propeller on condition but retaining the the 2000 hour TBO. ?
I understand Sensenich fix pitch props operate with a 2000 hrs TBO but have no calendar back stop.
Does anyone have any knowledge of the acceptability of changing the Minimum Inspection programme to remove the 6 year calendar back stop ie operating the propeller on condition but retaining the the 2000 hour TBO. ?
I understand Sensenich fix pitch props operate with a 2000 hrs TBO but have no calendar back stop.
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MIP ANNUAL REVIEW CERTIFICATE
Hi Curlytips,
I have a self declared maintenance program based on manufacturers procedures and MIP.,and now approaching ARC time.
Could you advise the procedure to obtain an ARC from a friendly Licensed Engineer, is it necessary to make application to CAA?
I have also, in case the foregoing proves impossible, found a co-operative maintenance organisation that will do the MIP and ARC aven though I have had the cheek to have carried out routine maintenance myself.
Three maintenance organisations I have approached absolutely refused to have any involvment in ARC if I have done any of the 'approved' maintenance tasks,e.g. oil changes..How dare I? ( The CAMO reacted like a vampire to sunlight)
ATCENG
I have a self declared maintenance program based on manufacturers procedures and MIP.,and now approaching ARC time.
Could you advise the procedure to obtain an ARC from a friendly Licensed Engineer, is it necessary to make application to CAA?
I have also, in case the foregoing proves impossible, found a co-operative maintenance organisation that will do the MIP and ARC aven though I have had the cheek to have carried out routine maintenance myself.
Three maintenance organisations I have approached absolutely refused to have any involvment in ARC if I have done any of the 'approved' maintenance tasks,e.g. oil changes..How dare I? ( The CAMO reacted like a vampire to sunlight)
ATCENG
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Check what you are allowed to do.....
There's a definitive list of items the pilot/owner is allowed to do which can be downloaded and used as your "bible" - but this is really stuff you can do during the year and at 50 hour check (you could always do most of this under the old system). But when it comes to annual, that must be done by licensed engineer (or his underlings). Some enlightened engineers might allow you to assist, but would expect you to do so under their supervision. There really isn't any way you can escape the cost of the annual inspection, so you need to choose an engineer that doesn't overcharge, yet does the job thoroughly. Only they can apply for the ARC, and again, you need to check charges for this.
The engineer needs to have the authority to apply himself, or if they have to go to another organisation for sign off, no doubt it will cost you more. The signatory has to pay an annual fee to CAA to be able to sign off ARCS. A fair-minded engineer will split that cost between the number of aircraft he looks after, so individual costs aren't too high.
NOTE: If you are applying the MIP and therefore using 100 hours between checks, you'll still need to change oil more often as recommended by engine manufacturer, and whilst you are at it, why not do the rest of a 50 hour check as you used to? Under MIP there's no obligation, but it's very sensible, and your engineer will appreciate that you have done and recorded it. I wouldn't want to keep flying for up to year without having the cowlings off at regular intervals and checking everything! The SDMP hardly saves you anything over the old LAMP system, but it does allow leeway on some time/age-related items, which might be significant.
You need to build a good relationship with your engineer! Good luck......
The engineer needs to have the authority to apply himself, or if they have to go to another organisation for sign off, no doubt it will cost you more. The signatory has to pay an annual fee to CAA to be able to sign off ARCS. A fair-minded engineer will split that cost between the number of aircraft he looks after, so individual costs aren't too high.
NOTE: If you are applying the MIP and therefore using 100 hours between checks, you'll still need to change oil more often as recommended by engine manufacturer, and whilst you are at it, why not do the rest of a 50 hour check as you used to? Under MIP there's no obligation, but it's very sensible, and your engineer will appreciate that you have done and recorded it. I wouldn't want to keep flying for up to year without having the cowlings off at regular intervals and checking everything! The SDMP hardly saves you anything over the old LAMP system, but it does allow leeway on some time/age-related items, which might be significant.
You need to build a good relationship with your engineer! Good luck......
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Hi Curlytips,
Many thanks for your prompt and informative reply. I would like to have a good old moan at length at the self protective reaction of the CAMOs but armed with your help I am dashing off to ask 'my' engineer if he really can apply for the ARC.
He approved my work procedure, supervised work in progress, and inspected the completed work and issued a release to service for some structural work I carried out already.so unless the maintenance mafia get us we should be ok.
Regards,ATCENG
Many thanks for your prompt and informative reply. I would like to have a good old moan at length at the self protective reaction of the CAMOs but armed with your help I am dashing off to ask 'my' engineer if he really can apply for the ARC.
He approved my work procedure, supervised work in progress, and inspected the completed work and issued a release to service for some structural work I carried out already.so unless the maintenance mafia get us we should be ok.
Regards,ATCENG
I too live in EASA SDMP land for my Archer so feel your pain! Sadly as I understand it whilst you can dictate what items get attended to within your SDMP any manufacturers limitations and service instructions (AD/SB/SL etc) must still be adhered to. Hence your propeller limitations would still apply regardless of your SDMP.
It's interesting to read the comments about engineering companies above as I'm rapidly coming to the conclusion that there isn't a decent one in the country. You wouldn't give a forty year old car to a classic car specialist and get it back in anywhere near the condition that most aircraft companies think is acceptable in light aviation. As for controlled maintenance I've found that the option is either to hand over total control of the maintenance (and my wallet) to someone who will then tell me when I can go flying, or provide a clear and comprehensive SDMP which is then done on the basis of 'We only did what you told us, so if it's wrong it's your fault'.
The MIP was a good idea in principle but to be honest as a private owner I tend to feel it created more problems than it solved. All that was needed was that the LAMP be brought up to date and purpose for current day use.
It's interesting to read the comments about engineering companies above as I'm rapidly coming to the conclusion that there isn't a decent one in the country. You wouldn't give a forty year old car to a classic car specialist and get it back in anywhere near the condition that most aircraft companies think is acceptable in light aviation. As for controlled maintenance I've found that the option is either to hand over total control of the maintenance (and my wallet) to someone who will then tell me when I can go flying, or provide a clear and comprehensive SDMP which is then done on the basis of 'We only did what you told us, so if it's wrong it's your fault'.
The MIP was a good idea in principle but to be honest as a private owner I tend to feel it created more problems than it solved. All that was needed was that the LAMP be brought up to date and purpose for current day use.
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JBScessna
One of the reasons for the extra checks on the McCauley prop is that unlike the sensenich McCauley props have a habit of having cracks radiate from the bolt holes in the hub.
You may be able to leagaly ignore the overhaul period using the SDMP but for your own safety I would advise at a very minimum you do a dye penitrant NDT check on the hub annually.
You may be able to leagaly ignore the overhaul period using the SDMP but for your own safety I would advise at a very minimum you do a dye penitrant NDT check on the hub annually.
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A and C
Thanks for the very sound advise. I totally agree that a thorough inspection needs to take place but unforntunately, if you send the prop for overhaul it will end up having material removed.
Since my initial post, I have spent some time going through EASA M.A 302 and have come to the following conclusions.
In para 3 covering ELA 1 aircraft not in commercial used, it states that the maintenance programme SHALL include all mandatory continuing airworthiness requirements such as repetitive Airworthiness Directives , the Airworthiness Limitations Section of the Instructions for Continued Airwortiness (ICA) and specific requirements contained in the Type Certificate Data Sheet.
As McCauley state the overhaul requirements in the Operator Manual which states in the introduction that the manual gives Instructions for Continued Airworthiness (ICA), I believe their instructions must be mandated in the SDMP.
It is however worth noting that M.A 302 goes on to say that maintenance recommendations, such as TBOs recommended through service bulletins or other non mandatory service information needs to be "taken into consideration" in the SDMP. This appears to open the door to some discretion subject to sound engineering reasoning.
The bottom line for me is that I have ordered a Sensenich prop and spinner without the 6 year calender overhaul requirement.
The concept of engineering discretion by appropriately qualified and knowledgible people is an interesting one. The Cessna maintenance manual requires the pitot / static hoses to be replaced every 10 years !!!!!
I have spoken to a number of highly reputable maintenance organisations that do not apply this maintenance requirement on the basis of satisfactory annual pitot static leak check and general inspection.
Where do you draw the line especially if the underlying engineering judgement is sound ????
Thanks for the very sound advise. I totally agree that a thorough inspection needs to take place but unforntunately, if you send the prop for overhaul it will end up having material removed.
Since my initial post, I have spent some time going through EASA M.A 302 and have come to the following conclusions.
In para 3 covering ELA 1 aircraft not in commercial used, it states that the maintenance programme SHALL include all mandatory continuing airworthiness requirements such as repetitive Airworthiness Directives , the Airworthiness Limitations Section of the Instructions for Continued Airwortiness (ICA) and specific requirements contained in the Type Certificate Data Sheet.
As McCauley state the overhaul requirements in the Operator Manual which states in the introduction that the manual gives Instructions for Continued Airworthiness (ICA), I believe their instructions must be mandated in the SDMP.
It is however worth noting that M.A 302 goes on to say that maintenance recommendations, such as TBOs recommended through service bulletins or other non mandatory service information needs to be "taken into consideration" in the SDMP. This appears to open the door to some discretion subject to sound engineering reasoning.
The bottom line for me is that I have ordered a Sensenich prop and spinner without the 6 year calender overhaul requirement.
The concept of engineering discretion by appropriately qualified and knowledgible people is an interesting one. The Cessna maintenance manual requires the pitot / static hoses to be replaced every 10 years !!!!!
I have spoken to a number of highly reputable maintenance organisations that do not apply this maintenance requirement on the basis of satisfactory annual pitot static leak check and general inspection.
Where do you draw the line especially if the underlying engineering judgement is sound ????
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GOOD MORNING PLEASE HELP ME WITH THE HELICE SENSENINCH 72CK-056 MAINTENANCE MANUAL I AM STUDENT THANKS MY MAIL IS [email protected]
