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#1
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"certified' parts
Yesterday, I attended a FAA safety seminar where the topic was
maintenance issues. I walked away with a few surprising nuggets of information. These issues have been discussed here in the past and some of the information posited here disagreed with what the FAA said. So, I thought it would be useful to list them here. Now, before everyone flames me and tells me I'm an idiot, these are not my opinions, they are the opinions of the Safety Inspectors at Washington - Dulles FSDO. Manuals: You must have current service manuals to do any (including preventative) maintenance on your bird. That includes all service letters. A few pilots grumbled that certain companies will not send the service letters to the owners. The Safety Inspector said that didn't matter. Missing a service letter makes the manual out of date and unusable. Parts: You must buy the parts from an aviation source. Someone brought up that landing lights can be bought cheaper at automotive supply stores than from aviation outlets at a fraction of the cost. The FAA wouldn't hear of it. It does not matter if the part is made by the same company with an identical part number, if you didn't get it from an aviation source, then it is not an airworthy part. The Safety Inspector gave three examples, the light bulb above, an alternator belt, and an air filter. I guess that the alternator belt part number you would get in a automotive store has fewer layers of material in it than the one approved for aviation. The belts were the same dimensions, but there was an extra layer in the aviation belt, but they both had the same part numbers. The air filter from some airplanes also fit some automobiles. Same Fram part number. The Inspector used this as a uncertainty example. Are the parts exactly the same, who knows? I was going to ask him how do we know that we're getting approved parts from aviation houses if the manufacturers use identical part numbers for aviation approved and non approved parts. But by the end of this discussion, he was getting kind of ticked by all the questions, so I took a pass. Logs: All preventative maintenance must be logged, including updating the database on your GPS unit. So, if you have updated your GPS database and did not log it, you're not airworthy. This one caught a lot of pilots. |
#2
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Jimmy B. wrote:
: I guess that the alternator belt part number you would get in a : automotive store has fewer layers of material in it than the one : approved for aviation. The belts were the same dimensions, but there : was an extra layer in the aviation belt, but they both had the same part : numbers. I call bull**** on this one. A part number from one manufacturer is a part number. If its a different part, it's got a different number. Now, if someone says a Wicks P/N-XYZPQ is the same as an Autolite P/N-XYZPQ, then I might believe it. : I was going to ask him how do we know that we're getting approved parts : from aviation houses if the manufacturers use identical part numbers for : aviation approved and non approved parts. But by the end of this : discussion, he was getting kind of ticked by all the questions, so I : took a pass. Sound about right. The FAA rules/regs sound ominous, and are written in "airtight" legaleaze. If you try to corner someone on the details, however, the final interpretation is done by the specific person you ask. The "ultimate authority" is the *specific FAA person* at *YOUR* FSDO you asked at the time. They may be right/wrong, but they're the one that interprets something as "legal." An immediate corollary of this is that as soon as there's a problem, *SOMEONE* will find something wrong, and since it's their interprettation, you are wrong. : All preventative maintenance must be logged, including updating the : database on your GPS unit. So, if you have updated your GPS database : and did not log it, you're not airworthy. This one caught a lot of pilots. Just remember that there isn't a single solitary aircraft currently flying that's actually airworthy. I don't care if it just rolled off the manufacturer's lot. The guy who pumped fuel into it last didn't clip the grounding lug on the 100LL truck to the "approved ground," thus performing an illegal servicing of the craft and rendering it unairworthy. Running around crying "the sky is falling," tends to be a debilitating proposition WRT flying. It's *IMPOSSIBLE* to keep an aircraft airworthy, because the actual laws are subject to individual FAA interpretation. The GPS update may seem a bit crazy, but in the highly unlikely case that an improper update causes a crash and ensuing investigation, it will becoming immediately very important. A few bits I try to remember when talking about issues like this: - "Hi! We're the FAA and we're not happy until you're not happy" - "Hi! We're the FAA. If you don't have a problem, we won't have any problems, but if you have a problem, we'll find a problem." I take that to mean that be smart WRT certified parts. Don't go to Ace Hardware for your propeller bolts, but at the same time you don't need to buy nitrogen to fill your struts directly from Piper, either. -Cory (this $h*t really irritates me as it's still slowly killing GA) ************************************************** *********************** * Cory Papenfuss * * Electrical Engineering candidate Ph.D. graduate student * * Virginia Polytechnic Institute and State University * ************************************************** *********************** |
#3
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Jimmy B. wrote:
All preventative maintenance must be logged, including updating the database on your GPS unit. So, if you have updated your GPS database and did not log it, you're not airworthy. This one caught a lot of pilots. You must be thinking panel mounted... There are lots of time line rules in regards to IFR panels... |
#4
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Some parts, like Timken tapered roller wheel bearings, carry the same
part number as the industrial bearings, but the Quality Testing as the factory is different for the aviation bearings. They will test 1 out of ten for aviation instead of 1 out of 500 for industry. The factory also puts away a lot more money to cover their butts when we pilots act stupid, crash an airplane, and our families sue everyone that had anything at all to do with that airplane in the last 18 years. Including Timken, who somehow was negligent because their bearing allowed us to fly VFR in IMC. In Canada, the government is working on a "Commercial Equivalent" provision to allow us to use industrial stuff that carries the same part number as the aviation version. In that case, I suppose, we mechanics would carry the liability instead of the manufacturer and vendors. It's always someone else's fault, see? Dan |
#5
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wrote in message oups.com... Some parts, like Timken tapered roller wheel bearings, carry the same part number as the industrial bearings, but the Quality Testing as the factory is different for the aviation bearings. They will test 1 out of ten for aviation instead of 1 out of 500 for industry. The factory also puts away a lot more money to cover their butts when we pilots act stupid, crash an airplane, and our families sue everyone that had anything at all to do with that airplane in the last 18 years. Including Timken, who somehow was negligent because their bearing allowed us to fly VFR in IMC. In Canada, the government is working on a "Commercial Equivalent" provision to allow us to use industrial stuff that carries the same part number as the aviation version. In that case, I suppose, we mechanics would carry the liability instead of the manufacturer and vendors. It's always someone else's fault, see? Dan The additional testing does nothing for the quality of the bearings it just raises the cost. Mike MU-2 |
#6
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You must buy the parts from an aviation source. Someone brought up that landing lights can be bought cheaper at automotive supply stores than from aviation outlets at a fraction of the cost. The FAA wouldn't hear of it. Indeed. That's why the FAA doesn't hear of it, even though everyone does it. All preventative maintenance must be logged, including updating the database on your GPS unit. So, if you have updated your GPS database and did not log it, you're not airworthy. This one caught a lot of pilots. An FAA guy has to say this. He can't go around saying that you don't have to follow the rules. However, I'd be very surprised if you can find anyone who has been busted for not logging database updates on their GPS. (Someone will now pop-up and repeat the nonsence about how not logging it will void your insurance...) |
#7
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"Jimmy B." wrote in message k.net... Yesterday, I attended a FAA safety seminar where the topic was maintenance issues. I walked away with a few surprising nuggets of information. These issues have been discussed here in the past and some of the information posited here disagreed with what the FAA said. So, I thought it would be useful to list them here. Now, before everyone flames me and tells me I'm an idiot, these are not my opinions, they are the opinions of the Safety Inspectors at Washington - Dulles FSDO. Another in the list of excuses for mandating parts procurement from an aviation supplier is the paper trail, a Fram filter from Autozone has no paper trail to the source. When confronting the FAA with the simple fact that anyone with a quality printer can "create" a paper trail you'll be greeted with a shrug. |
#8
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"Jimmy B." wrote in message k.net... Manuals: You must have current service manuals to do any (including preventative) maintenance on your bird. What maintenance? (wink wink) Parts: You must buy the parts from an aviation source. What parts? (wink wink) All preventative maintenance must be logged ... What preventative maintenance? (wink wink) |
#9
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Slick Willie wrote the book, "Don't ask. Don't tell." Listen to Uncle
Willie... denny |
#10
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OK, how 'bout this. Buy one landing light from Super-Duper-Spruce-Goose or
whoever. Keep the invoice. Now head down to NAPA and buy a dozen of the same make and part number of lamp. Boy, that lamp I bought just seems to last and last. Wonder when it will burn out? |
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