1. THE FEDERAL AVIATION ADMINISTRATION
PRESENTS
THE INTRODUCTION:
THIS IS THE MOST IMPORTANT PART OF THE PROGRAM. MOST MECHANICS DO NOT LIKE TO ATTEND SAFETY MEETINGS.
TO OFF SET AN INITIAL NEGATIVE, I HAVE FOUND THAT AN INSTRUCTOR MUST BRING THREE ATTRIBUTES TO THE PRESENTATION:
1. KNOW THE SUBJECT INSIDE AND OUT.
2 DON’T LIE----- AND
3: DELIVER THE PRESENTATION WITH ENTHUSIASM.
IF YOU HAVE AND USE THESE THREE ATTRIBUTES MOST OF THE TIME YOU WILL WALK OUT OF THE ROOM A WINNER.
BEGIN WITH AN ENTHUSIASTIC GREETING!!!!
GOOD MORNING/EVENING LADIES AND GENTLEMEN THE FEDERAL AVIATION ADMINISTRATION PROUDLY PRESENTS:

2. MAINTENANCE, PREVENTIVE MAINTENANCE, REBUILDING AND ALTERATION
PART 43
MAINTENANCE, PREVENTIVE MAINTENANCE, REBUILDING AND ALTERATION
PART MAINTENANCE PREVENTIVE MAINTENANCE, REBUILDING AND ALTERATIONS!!!!!!!!
HERE IS WHEREYOU RAISE INTEREST IN THE PROGRAM.
IN THE NEXT COUPLE OF HOURS YOU WILL GET AN EXCELLENT REVIEW OF PART 43 OF THE FEDERAL AVIATION REGULATION
THINK ABOUT IT: MAINTENANCE, PREVENTIVE MAINTENANCE, REBUILDING AND ALTERATION THIS PART WE EARN OUR LIVING BY.
HERE IS WHERE WE ANSWER THE “WHAT IS IN IT FOR ME QUESTIONS?”
WE PROMISE NOT TO WASTE YOUR TIME, WE WILL GIVE YOU INFORMATION THAT YOU CAN USE ON THE HANGAR FLOOR TOMORROW.

3. YOUR INSTRUCTOR IS BILL O’BRIEN NATIONAL RESOURCE SPECIALIST
TEL:
FAX
E:MAIL WILLIAM.O’BRIEN
@FAA.GOV
YOUR INSTRUCTOR IS: ADD YOUR NAME, AND FSDO AND GIVE A SHORT RESUME OF YOUR MAINTENANCE BACKGROUND.
IF THE INSTRUCTOR IS A MECHANIC, SHOW EVERYONE YOUR SCARS AND SAFETY WIRE HOLES IN YOUR HANDS. CALLUSES ARE A NICE TOUCH THIS IS WHERE THE INSTRUCTOR EARNS CREDABILITY. IN OTHER WORDS YOU ARE ANSWERING THE AUDIENCE’S QUESTION: “WHY SHOULD WE LISTEN TO THIS FED FOR?”

4. OBJECTIVES OF THIS COURSE
OVERVIEW OF THE FEDERAL AVIATION REGULATIONS.
GAIN A WORKING KNOWLEDGE OF PART 43 MAINTENANCE REQUIREMENTS.
WE HAVE SOME OBJECTIVES, AND GOALS----
1. WE ARE GOING TO GO OVER AN OVERVIEW OF THE FEDERAL AVIATION REGULATIONS.---OR THE CODE WITHIN THE CODE OF FEDERAL REGULATIONS
2. OUR SECOND OBJECTIVE IS TO GAIN A “WORKING KNOWLEDGE” OF PART 43 MAINTENANCE REQUIREMENTS BECAUSE YOU WILL FIND OUT, THIS IS THE PART THAT SETS PERFORMANCE AND RECORD KEEPING STANDARDS FOR OUR INDUSTRY.
GOALS AND OBJECTIVES ARE THE TARGETS WE SHOOT AT TO SUCCEED IN LIFE’S ENDEAVORS. THERE IS NO SHAME IN MISSING A TARGET, THE SHAME IS NOT TO TRY AT ALL.---OB

5. READY FOR A FAST OVERVIEW OF THE FEDERAL AVIATION REGULATIONS (FAR)
NOW THAT THE HOUSE KEEPING REQUIREMENTS ARE OUT OF THE WAY, ARE YOU READY FOR A FAST OVERVIEW OF THE FARS I MAKE NO APOLOGY FOR THE QUICK REVIEW, BECAUSE I AM SURE YOU WILL LEARN SOMETHING IN THE NEXT FEW MINUTES THAT FOR THE MOST PART WAS NOT TAUGHT IN A&P SCHOOLS.

6. OVERVIEW OF THE FAR
ALL U.S. REGULATIONS ARE LOCATED IN 50 TITLES WHICH FORM THE CODE OF FEDERAL REGULATIONS.
THE FAR ARE LOCATED IN TITLE 14 AERONAUTICS AND SPACE.
THE TITLE IS DIVIDED INTO CHAPTERS, SUB-CHAPTERS, PARTS, SUB-PARTS, AND SECTIONS.
ALL REGULATIONS FROM MEAT PACKING TO INCOME TAX PREPARATION IS FOUND IN 50 HUGE TITLES THAT FORM THE CODE OF FEDERAL REGULATIONS.
AVIATION REGULATIONS ARE FOUND IN TITLE 14 AERONAUTICS AND SPACE. WE SHARE TITLE 14 WITH NASA, THE SPACE SHUTTLE FOLKS.
WHAT YOU MAY NOT BELIEVE IS TITLE 14 IS ONE OF THE SMALLEST TITLES WITH ONLY 3 CHAPTERS BUT OF THE THREE, ONLY ONE CHAPTER DEALS WITH THE FARS COMPARED TO 37 CHAPTERS FOUND IN TITLE 7, AGRICULTURE.

7. FOR EXAMPLE: PART 39.1 APPLICABILITY
TITLE 14
CHAPTER 1
SUB-CHAPTER C
PART FAR
SUB-PART A
SECTION 39.1
NOW LET’S EXAMINE THE “CODE” IN THE CODE OF FEDERAL REGULATIONS. IMAGINE IF WE WERE A COMPUTER PROCESSOR LOOKING FOR A FILE CALLED PART 39.1 APPLICABILITY. IN REALITY WE ARE LOOKING FOR ONE INDIVIDUAL RULE OR SECTION.
FIRST WE START OFF WITH THE TITLE: IN OUR EXAMPLE IT IS TITLE 14 AERONAUTICS AND SPACE
THEN WE ARE IN CHAPTER 1
SUB-CHAPTER C
PART 39
SUB-PART A
SECTION 39.1

8. DID YOU SPOT THE “CODE” IN THE CODE OF FEDERAL REGULATIONS?
DID ANY OF YOU SPOT THE CODE IN THE CODE OF FEDERAL REGULATIONS????
INSTRUCTOR----GO BACK ONE SLIDE AND ALLOW THE STUDENTS TO EXAMINE THE MATERIAL. AFTER A 30-SECOND REVIEW MOVE TO SLIDE NUMBER 9

9. THE CODE: TITLE 14 CHAPTER 1 SUB CHAPTER C PART 39 SUB PART A
SECTION 39.1
THE CODE IS LIKE THIS. ALL TITLES ARE NUMBERED THROUGH 50.
THEN CHAPTERS ARE IDENTIFIED NUMERICALLY
SUB-CHAPTERS ALPHABETICALLY
PARTS ARE NUMERICAL
SUB PARTS ARE ALPHABETICALLY
AND SECTIONS ARE NUMERICAL
THIS PART OF THE CODE STARTING WITH THE CHAPTER IS NUMERICAL AND THEN ALPHABETICALLY ALL TITLES, CHAPTERS, PARTS, SUB-PARTS IN ALL 50 TITLES ARE FORMATTED THIS WAY.

10. ANOTHER INTERESTING POINT ABOUT THE FAR
ALL THE PARTS HAVE “ODD” NUMBERS.
ALL THE INDIVIDUAL SECTIONS OR RULES HAVE “ODD” NUMBERS.
HERE IS ANOTHER INTERESTING POINT ABOUT THE FARS
ALL THE PARTS HAVE ODD NUMBERS---PART ALL ODD NUMBERS
AND TO KEEP WITH THE “ODD” FORMAT ALL THE INDIVIDUAL SECTIONS OR RULES HAVE ODD NUMBERS SUCH AS 39.1, 43.13,

11. WHY?
--WHY DO YOU SUPPOSE THE GOVERNMENT PICKS ON ODD NUMBERS ONLY, IN ORDER TO IDENTIFY THEIR REGULATIONS??

12. ANSWER:
BECAUSE THE DESIGNERS OF THE FAR ALLOWED FOR EXPANSION OF THE FAR BY KEEPING EVEN NUMBER PARTS AND SECTIONS OPEN.
IT IS CALLED BUREAUCRATIC JOB SECURITY.
THE ANSWERS ARE LESS PROFOUND THAN YOU MIGHT HAVE GUESSED. ODD NUMBERS WERE PICKED BECAUSE “1” IS THE FIRST NUMBER AND IT IS “ODD.”
NOT SATISFIED WITH THAT AMAZING BIT OF WORK THE BUREAUCRATS LEFT “EVEN” NUMBER PARTS AND SECTIONS TO ALLOW FOR ADDITIONS TO THE PART AS CHANGES IN INDUSTRY AND TECHNOLOGY DEMANDS. THIS WOULD KEEP RELATED SECTIONS CLOSE TO ONE ANOTHER INSTEAD OF GROUPING ALL THE NEWER RULES IN THE BACK OF A PART INSTEAD OF IN THE RELATIVE SUBPART. IT IS ALSO CALLED BUREAUCRATIC JOB SECURITY.

13. WHY THE TRIVIAL PURSUIT?
OUR REGULATIONS GO BACK OVER 60 YEARS TO 1938.
MOST FAR ARE “ODD” NUMBER.
WHEN YOU SEE AN “EVEN” NUMBER FAR PART OR SECTION THERE IS FRESH BLOOD ON THE BOOKS.
WHY THE TRIVIAL PURSUIT? OUR REGULATIONS GO BACK TO THE CIVIL AERONAUTICS ACT OF 1938, WHICH FIRST FORMATTED EXISTING AIR COMMERCE RULES INTO THE “CODE” FORMAT ALONG WITH NEW CIVIL AIR REGULATIONS DEVELOPED BY THE CIVIL AERONAUTICAL ADMINISTRATION, (THE FAA's GRAND FATHER AGENCY).
WHEN YOU SEE A EVEN PART OR SECTION THAT MEANS THERE IS FRESH BLOOD ON THE BOOKS---EXAMPLE PART 66 OR SECTION 43.2 AND EVEN NUMBERS MEAN THE RULE WAS CHANGED IN YOUR CAREER LIFE TIME
INSTRUCTOR: STRESS THE TERM “FRESH BLOOD ON THE BOOKS TELL MECHANICS THAT OUR REGULATIONS ARE WRITTEN IN BLOOD-----OF--- PREVENTABLE ACCIDENTS.

14. WHAT IS THE PURPOSE OF PART 43?
TO ENSURE THAT AN AIRCRAFT IS “AIRWORTHY” AFTER MAINTENANCE IS PERFORMED.
NOW THAT WE CODED YOU TO EXHAUSTION, WHAT IS THE PURPOSE OF PART 43?
THE PART’S PURPOSE IS TO ENSURE THAT AN AIRCRAFT IS AIRWORTHY AFTER MAINTENANCE IS PERFORMED BY SETTING STANDARDS FOR PERFORMANCE AND RECORD KEEPING.

15. WHAT DOES THE TERM “AIRWORTHY” MEAN?
NOW THIS SLIDE IS REALLY IMPORTANT: THE QUESTION IS “WHAT DOES THE TERM AIRWORTHY MEAN?”
BEFORE YOU YELL OUT AN ANSWER, I WANT YOU TO WRITE THE DEFINITION OF AIRWORTHY DOWN, BECAUSE THIS IS NOT AN ORDINARY WORD,
THIS IS THE WORD THAT DEFINES AND SHAPES OUR WORLD AND GIVES PURPOSE TO ALL OUR ENDEAVORS.

16. AIRWORTHY IS WHEN:
AN AIRCRAFT OR ONE OF ITS COMPONENT PARTS MEETS ITS TYPE DESIGN OR PROPERLY ALTERED CONDITION AND IS IN A CONDITION FOR SAFE OPERATION.
AIRWORTHY IS WHEN AN AIRCRAFT OR ONE OF ITS COMPONENT PARTS MEETS ITS TYPE DESIGN OR PROPERLY ALTERED CONDITION AND IS IN A CONDITION FOR SAFE OPERATION. (REF: A/W CERTIFICATE, FAA ORDER AND AC B IN THE GLOSSARY IN THE BACK OF THE AC
NOW WHAT IS TYPE DESIGN?
TYPE DESIGN IS WHAT STANDARD THE AIRCRAFT WAS BUILT TO.
WHAT IS PROPERLY ALTERED CONDITION?
AN AIRCRAFT/COMPONENT CAN BE ALTERED BY STC, AD, OR FIELD APPROVAL.
WHAT IS MEANT BY CONDITION FOR SAFE OPERATION?
CONDITION FOR SAFE OPERATION IS A DETERMINATION OF ALLOWABLE ”WEAR” BASED ON MANUFACTURER’S MAINTENANCE MANUALS, OR AC B/2A OR COMMON SENSE FORMED BY EXPERIENCE.

17. HOW MANY SECTIONS OR INDIVIDUAL RULES IN PART 43 ?
QUESTION
HOW MANY SECTIONS OR INDIVIDUAL RULES IN PART 43 ?
NOW EVERYONE OF YOU MECHANICS LOVE TO COMPLAIN ABOUT HOW MUCH THE FEDERAL LOG BOOK POLICE REGULATE YOU SO HERE IS YOUR CHANCE TO MAKE A PUBLIC DEFENSE OF YOUR BELIEFS.
SINCE PART 43 APPLIES TO MECHANICS, AND IT SETS OUR LIMITS AND STANDARDS FOR PERFORMANCE, AND TELLS US HOW TO RECORD OUR WORK IN LOG BOOKS, HOW MANY RULES ARE THERE IN PART 43?
INSTRUCTOR: PLAY THIS UP A LITTLE BIT. EVERYONE BELIEVES HE OR SHE IS REGULATED TO DEATH BUT NOBODY REALLY READS THE REGULATIONS EXCEPT FOR THREE TIMES IN THEIR LIVES. ONCE WHEN THEY ARE GETTING THEIR A&P, ONCE WHEN THEY WANT SOMETHING LIKE THE IA, AND ONCE WHEN THEY ARE IN TROUBLE.

18. OR HOW MANY RULES DOES IT TAKE TO MAINTAIN 185,000 AIRCRAFT?
OR ANOTHER WAY OF ASKING THE QUESTIONS IS HOW MANY RULES DOES IT TAKE TO MAINTAIN 185,00 US REGISTERED AIRCRAFT??????????????/

19. PART 43 HAS: 13 INDIVIDUAL RULES OR SECTIONS 6 APPENDIXES
SURPRISE! PART 43 HAS 12 RULES AND 6 APPENDIXES.

20. BUT THAT IS NOT AN ENTIRELY TRUE STATEMENT
SECTION TALKS ONLY TO CANADIAN REPAIR FACILITIES
APPENDIX C IS RESERVED. IT HAS NOTHING IN IT.
SO PART 43 HAS 12 SECTIONS OR RULES AND 5 APPENDIXES THAT APPLY TO YOU
BUT THAT LAST SLIDE IS NOT NECESSARILY A TRUE STATEMENT FOR THE FOLLOWING REASONS:
SECTION THE LAST RULE APPLIES ONLY TO CANADIAN REPAIR FACILITIES DOING WORK ON U.S. REGISTERED AIRCRAFT.
APPENDIX C: IS RESERVED------IT IS A BLANK PIECE OF PAPER THAT SAYS: “RESERVED” KIND OF LIKE THE MAINTENANCE MANUAL THAT SAYS : “THIS PAGE INTENTIONALLY LEFT BLANK.”

21. TOGETHER LET’S EXAMINE PART 43
OK, NOW IS THE DEEP LEARNING PART OF THIS PRESENTATION. LET’S EXAMINE PART 43 TOGETHER.

22. PART 43 RULES COVER 5 MAJOR SUBJECT AREAS
APPLICABILITY---WHO CAN DO WHAT.
AUTHORIZED PERSONS TO WORK ON AIRCRAFT.
WHO CAN SIGN A LOG BOOK.
PERFORMANCE STANDARDS.
RECORD KEEPING.
PART 43 HAS ONLY 11 RULES THAT APPLY TO FAA CERTIFICATED MECHANICS BUT IT DOES COVER 5 MAJOR SUBJECT AREAS.
1. APPLICABILITY:---WHAT PART 43 APPLIES TO, AND WHO CAN DO WHAT-----AS FAR AS MAINTENANCE IS CONCERNED.
2. WHO IS AUTHORIZED TO WORK ON AIRCRAFT
3 WHO CAN SIGN A LOG BOOK
4. PERFORMANCE STANDARDS
5. RECORD KEEPING.
NOW LETS EXAMINE THE 5 SUBJECT AREAS-----

23. 43.1 APPLICABILITY AIRCRAFT HAVING A U.S. AIRWORTHINESS CERTIFICATE.
FOREIGN REGISTERED CIVIL AIRCRAFT OPERATED BY A PART 121/127/135 AIR CARRIER.
DOES NOT APPLY TO EXPERIMENTAL AIRCRAFT.
43.1 APPLICABILITY
PART 43 IS ONLY FOR AIRCRAFT HAVING A U.S. AIRWORTHINESS CERTIFICATE
HOWEVER, FOREIGN REGISTERED CIVIL AIRCRAFT CAN BE OPERATED BY PART 121/127/135 AIR CARRIERS. (A FEW YEARS AGO, TWA OPERATED MD-80s WITH GERMAN “N” NUMBERS ON THE SIDE
PART 43 DOES NOT APPLY TO EXPERIMENTAL AIRCRAFT THAT HAS NOT PREVIOUSLY BEEN ISSUED A TYPE CERTIFICATE. FOR EXAMPLE,
PART 43 DOES NOT APPLY TO AMATEUR-BUILT AIRCRAFT. WE REQUIRE AMATEUR-BUILT AIRCRAFT TO BE INSPECTED ONCE A YEAR IN ACCORDANCE WITH APPENDIX D OF THIS PART, BUT IT IS ENFORCEABLE BECAUSE IT IS ON THE OPERATION LIMITATIONS NOT BECAUSE A 43 RULE REQUIRES IT.

24. 43.2 DEFINITIONS
OVERHAULED: USING ACCEPTABLE METHODS, THE AIRCRAFT/COMPONENT HAS BEEN DISASSEMBLED, CLEANED, INSPECTED, AND REASSEMBLED AND MEETS SERVICE LIMITS.
REBUILT: SAME AS OVERHAULED BUT IT MUST MEET NEW PART LIMITS BUT CAN USE OVERSIZE (+) OR UNDERSIZE (-) REPLACEMENT PARTS.
HERE IS A “NEW” RULE BECAUSE IT IS AN EVEN NUMBER IN THE SUFFIX.
OVERHAULED: IS WHEN YOU USE ACCEPTABLE METHODS, THE AIRCRAFT OR COMPONENT HAS BEEN DISASSEMBLED, CLEANED, INSPECTED, AND REASSEMBLED AND MEETS SERVICE LIMITS.
REBUILT: IS THE SAME AS OVER HAULED BUT IT MUST MEET NEW PART LIMITS HOWEVER, OVERSIZE OR UNDERSIZE REPLACEMENT PARTS CAN BE USED.
IT IS IMPORTANT TO MENTION HERE THAT MECHANICS GET INTO BIG TROUBLE WHEN THEY USE THE ABOVE DEFINITIONS OF OVERHAUL AND REBUILT WHEN DESCRIBING MINOR MAINTENANCE SUCH AS: “I REBUILT THE BRAKES,” WHEN IN REALITY THE MECHANIC ONLY REPLACED THE BRAKE LINING. THE PROPER TERM TO BE USED IN A LOG BOOK ENTRY IS I REPAIRED, OR REPLACED NOT OVERHAULED OR REBUILT FOR 90% OF THE WORK THAT IS DONE.

25. 43.3 AUTHORIZED PERSONS THE FOLLOWING CAN WORK ON A/C
FAA CERTIFICATED MECHANIC
PERSON WORKING UNDER A&P SUPERVISION
REPAIR STATION/REPAIRMAN
AIR CARRIER
PILOT DOING PREVENTATIVE MAINTENANCE
SECTION 43.3 TELLS US WHO IS AUTHORIZED TO WORK ON US REGISTERED AIRCRAFT.
U.S. CERTIFICATED MECHANIC
PERSONS WORKING UNDER THE SUPERVISION OF A MECHANIC OR REPAIRMAN
REPAIR STATION / REPAIRMAN
AN AIR CARRIER DOING WORK IN ACCORDANCE WITH THE AIR CARRIER MANUAL
AND A PILOT DOING PREVENTATIVE MAINTENANCE ON A PART 91 OPERATED AIRCRAFT THAT IS OWNED OR OPERATED BY HIM -----APPENDIX A SPELLS OUT ALL OF THE PREVENTATIVE MAINTENANCE THE PILOT IS ALLOWED TO DO.----BY THE WAY THE PILOT MUST BE TRAINED, HAVE THE PROPER TOOLS, AND MAKE THE CORRECT LOG BOOK SIGN OFF IN ACCORDANCE WITH SECTION 43.9.
LOOKING AT THE ABOVE LIST IT DOESN’T TAKE A ROCKET SCIENTIST TO REALIZE THAT EVERYONE IN THE WORLD CAN WORK ON AN AIRCRAFT, EITHER UNDER THE PRIVILEGES OF A CERTIFICATE OR WORKING UNDER A CERTIFICATED PERSON’S SUPERVISION. IT KINDA OF TAKES THE SHINE OFF THE CERTIFICATE WE ALL WORKED SO HARD FOR

26. 43.3 AUTHORIZED PERSONS A MANUFACTURE MAY: REBUILD ALTER INSPECT
ANY PRODUCT FOR WHICH HE HAS A
TYPE OR PRODUCTION APPROVAL,
TSO, OR PMA, BUT NOT REPAIR!
43.3 ALSO TALKS TO WHAT MAINTENANCE A TC / TSO / PMA PROCESS SPECIFICATION MANUFACTURER MAY PERFORM. A MANUFACTURER CAN REBUILD, ALTER, AND INSPECT. BUT THE MANUFACTURER CANNOT REPAIR USUALLY THEY GET A REPAIR STATION CERTIFICATE TO MAKE REPAIRS THE ARTICLES THEY MANUFACTURE.

27. SECTION 43.5 APPROVAL FOR RETURN TO SERVICE
AFTER MAINTENANCE AN AIRCRAFT OR COMPONENT PART MUST HAVE:
A RECORD ENTRY IN ACCORDANCE WITH 43.9 OR 43.11
FOR A MAJOR REPAIR OR MAJOR ALTERATION A FORM 337 IS NEEDED
A FLIGHT MANUAL CHANGE IF APPLICABLE
SECTION 43.5 APPROVAL FOR RETURN TO SERVICE IDENTIFIES THE RECORD KEEPING REQUIREMENTS WITH A BROAD BRUSH STROKE.
YOU HAVE TO HAVE A RECORD ENTRY IN ACCORDANCE WITH SECTION 43.9 (MAINTENANCE) AND SECTION (INSPECTION)
IF YOU PERFORM A MAJOR REPAIR OR MAJOR INSPECTION YOU NEED A FORM 337, OR A MAINTENANCE RELEASE FOR A REPAIR PERFORMED BY A FAA APPROVED REPAIR STATION.
IF A REPAIR OR ALTERATION REQUIRES A FLIGHT MANUAL CHANGE THEN IT MUST BE REVISED AS PRESCRIBE IN SECTION 91.9

28. 43.7 AUTHORIZED PERSONS HOLDER OF A MECHANIC’S CERTIFICATE
REPAIR STATION/REPAIRMAN
AIR CARRIER
MANUFACTURER
PILOT DOING PREVENTIVE MAINTENANCE
SECTION 43.7 AUTHORIZED PERSONS
THIS IS THE REAL VALUE OF THE MECHANIC’S CERTIFICATE. THESE ARE THE PEOPLE WHO CAN SIGN A LOG BOOK APPROVING AN AIRCRAFT OR A COMPONENT PART FOR RETURN TO SERVICE.
1. MECHANIC CERTIFICATE HOLDER
2. REPAIR STATION---REPAIRMAN
3. AIR CARRIER
4. MANUFACTURER
5. PILOT DOING PREVENTIVE MAINTENANCE ON THE AIRCRAFT HE OWNS OR OPERATES.
HAVE YOU NOTICED THE REST OF THE WORLD IS MISSING----THEY CANNOT SIGN A LOG BOOK----THAT IS THE POWER OF AN FAA CERTIFICATE HOLDER!

29. 43.9 MAINTENANCE RECORD KEEPING
DESCRIPTION OR REFERENCE TO THE ACCEPTABLE DATA USED
DATE
NAME OF THE PERSON PERFORMING THE WORK
SIGNATURE OF THE PERSON APPROVING IT FOR RETURN TO SERVICE.
AIR CARRIERS FOLLOW THEIR MANUAL
SECTION 43.9 MAINTENANCE RECORDED KEEPING REQUIREMENTS. THIS IS FOR REGULAR MAINTENANCE, MINOR REPAIRS, MINOR ALTERATIONS, ETC.
YOU NEED THE DESCRIPTION OR REFERENCE TO THE ACCEPTABLE DATA USED
DATE THE WORK WAS SIGNED OFF
NAME OF THE PERSON PERFORMING THE WORK---FOR EXAMPLE SOMEONE WORKING UNDER YOUR SUPERVISION!
SIGNATURE AND CERTIFICATE NUMBER OF THE PERSON APPROVING THE AIRCRAFT/COMPONENT FOR RETURN TO SERVICE.
AIR CARRIERS FOLLOW THEIR MANUAL

30. SAMPLE LOG BOOK MAINTENANCE RECORD
5/27/ TACH: REMOVED
ALTERNATOR (P.N ) AND INSTALLED
SAME PART NUMBER ALTERNATOR IAW
SKYFLASH MAINTENANCE MANUAL,
REVISION 21, PAGES ALL WORK
PERFORMED BY JOE KLEIN, OPERATIONAL
CHECK OK.
PATRICK POTEEN (SIG.)
A&P
HERE IS A SAMPLE LOG BOOK ENTRY: NOTICE THAT THE TACH TIME IS ENTERED BUT IT IS NOT REQUIRED BY THE RULE. IT’S A REAL GOOD IDEA TO PUT THE TACH OR TOTAL TIME DOWN FOR A MAINTENANCE ENTRY BUT AGAIN IT IS NOT A REQUIREMENT.
NOTICE THAT THE PERSON WHO PERFORMED THE WORK IS IDENTIFIED.(JOE KLINE) IS NOT THE SAME WHO SIGNED OFF THE WORK. BY THE WAY THE (SIG) AFTER POTEEN STANDS FOR SIGNATURE, FAA POWERPOINT PROGRAMS ARE NOT SOPHISTICATED ENOUGH TO DUPLICATE A SIGNATURE YET.

31. PART 43.9 MAINTENANCE RECORD KEEPING
RECORDING MAJOR REPAIRS &
MAJOR ALTERATIONS SHALL USE:
FAA FORM 337. (REF: 43.9)
MAINTENANCE RELEASE (PART 145 FOR MAJOR REPAIRS ONLY)
SECTION REPEATS THE REQUIREMENTS FOR RECORD KEEPING THAT WE SAW IN SECTION 43.5 THAT MAJOR REPAIRS AND MAJOR ALTERATIONS SHALL USE APPENDIX B OF PART 43 FOR RECORDING------APPENDIX B REQUIRES A FORM 337 FOR RECORDING MAJOR REPAIRS AND MAJOR ALTERATIONS OR FOR THE CREATION OF A MAINTENANCE RELEASE FOR REPAIRS ONLY, PERFORMED BY A PART 145 REPAIR STATION
NOTE: A MAINTENANCE RELEASE CONTAINS TWO THINGS:
1. A SIGNED COPY OF THE WORK ORDER AND
2. AN APPROVAL FOR RETURN TO SERVICE.
A “YELLOW TAG” IS NOT A MAINTENANCE RELEASE AND I DON’T CARE IF IT IDENTIFIES A WORK ORDER BY NUMBER ON FILE AT THE REPAIR STATION BECAUSE THE REPAIR STATION IS ONLY REQUIRED BY REGULATION TO KEEP THE WORK ORDER ON FILE FOR 2 YEARS. MAJOR ALTERATIONS ARE REQUIRED TO BE KEPT BY THE OWNER FOREVER (REF: )
THE OWNER MUST HAVE ALL THE PAPERWORK--NOT A TAG!

32. 43.10 Disposition of life-limited parts
New rule-----effective date of April 15, 2002
Requires that all life-limited parts be controlled after removal from an aircraft.
Part must be tagged, or marked with non permanent markings, or permanent markings and segregated from other like parts.

33. 43.10 Disposition of life-limited parts
If Part meets its life-limit it must be mutilated so it cannot be used again.
NOTE: You must get permission from the owner to mutilated or destroy the part ( owner’s property right)
Transfer of a life-limited part to another aircraft requires a record of the part’s serial and part number and total time in service be transferred to the new aircraft

34. PART 43.11 INSPECTION RECORD KEEPING
DATE & TOTAL TIME IN SERVICE.
DESCRIPTION OF THE TYPE OF INSPECTION: ANNUAL, 100 HOUR, PHASE, CALENDAR, E.T.C.
SIGNATURE & CERTIFICATE NUMBER OF THE PERSON APPROVING THE AIRCRAFT FOR RETURN TO SERVICE.
SECTION INSPECTION REOCRD KEEPING
YOU NEED THE DATE AND TOTAL TIME IN SERVICE----TOTAL TIME IS FIGURED FROM THE TIME THE A/C TAKES OFF TO THE TIME THE WHEELS HIT THE RUNWAY. TOTAL TIME CAN BE KEPT BY TACH/ HOBBS/ OR WRITTEN ENTRIES. JUST DON’T MIX UP TACH WITH TOTAL TIME OR EASTERN DAYLIGHT SAVING TIME.
NEXT YOU NEED THE DESCRIPTION OF THE INSPECTION PERFORMED SUCH AS AN ANNUAL, 100 HOUR, ETC.
SIGNATURE AND CERTIFICATE NUMBER OF THE PERSON APPROVING THE AIRCRAFT FOR RETURN TO SERVICE.

35. SAMPLE INSPECTION ENTRY
11/28/01 T/T I CERTIFY THAT
THIS AIRCRAFT HAS BEEN
INSPECTED IN ACCORDANCE WITH
AN ANNUAL INSPECTION AND
DETERMINED TO BE IN AN
AIRWORTHY CONDITION.
PATRICK POTEEN IA
HERE IS A SAMPLE INSPECTION ENTRY. NOTE THE PERSONAL PRONOUN “I”------NO COMMITTEE, NO TEAM, NO COMPANY, JUST ONE INDIVIDUAL TAKES ON THE RESPONSIBILITY FOR APPROVING THE AIRCRAFT FOR RETURN TO SERVICE.
SEE THE WORD “AIRWORTHY” IN THE ENTRY. THIS IS WHY EARLIER WE WENT OVER THE DEFINITION OF THE TERM AIRWORTHY, ---MEETS ITS TYPE DESIGN OR PROPERLY ALTERED CONDITION AND IS IN A CONDITION FOR SAFE OPERATION.

36. NOW IS A GOOD TIME TO STRESS A VERY IMPORTANT POINT

37. AIRCRAFT MECHANICS MAKE YES/NO DECISIONS ONLY!
WHEN A MECHANIC COMPROMISES
PEOPLE DIE!
AIRCRAFT MECHANICS MAKE YES OR NO DECISIONS ONLY
WHEN A MECHANIC COMPROMISES ---PEOPLE DIE!
LET ME REPEAT THAT:
WHEN A MECHANIC COMPROMISES PEOPLE DIE!
WHEN YOU FIND YOURSELF SAYING WORDS LIKE:
“IF,---- PERHAPS,---- MAYBE,---- COULD WORK,---- SHOULD BE OK, IF NOTHING HAPPENS,---- CATCH IT NEXT TIME,---- OR GOOD ENOUGH FOR NOW.” THESE ARE COMPROMISING WORDS. IF YOU HEAR YOURSELF SAYING OR EVEN THINKING THESE KINDS OF WORDS YOU ARE WORKING ON BUILDING A COMPROMISE TO MEET A DEAD LINE, BUT IN REALITY YOU ARE LOWERING THE SAFETY STANDARD THAT PROTECT THE PEOPLE WHO FLY YOUR WORK THINK ABOUT IT!

38. YES/NO DECISIONS IT CAN FLY OR IT DOESN’T
IT GOES TO THE GATE OR IT STAYS IN THE HANGAR
IT IS AIRWORTHY OR IT IS UNAIRWORTHY
IF UNAIRWORTHY SIGN THE LOG BOOK LIKE THIS:
HERE ARE SOME EXAMPLES OF YES/ NO DECISIONS
IT CAN FLY OR IT DOESN’T
IT GOES TO THE GATE OR IT STAYS IN THE HANGAR
IT’S AIRWORTHY OR IT’S NOT AIRWORTHY
IF UNAIRWORTHY SIGN THE LOG BOOK LIKE THIS

39. UNAIRWORTHY AIRCRAFT RECORD ENTRY (REF: 43.11)
11/10/01, TOTAL TIME: HOURS
I CERTIFY THAT THIS AIRCRAFT HAS BEEN
INSPECTED IN ACCORDANCE WITH AN ANNUAL
INSPECTION AND A LIST OF DISCREPANCIES
AND UNAIRWORTHY ITEMS DATED 11/10/01
HAVE BEEN PROVIDED TO THE OWNER OR
OPERATOR.
PATRICK POTEEN IA
HERE IS A RECOMMENDED SAMPLE ENTRY FOR AN UNAIRWORTHY AIRCRAFT. (REF:: 43.11
DATE, AND TOTAL TIME------I CERTIFY THAT THIS AIRCRAFT HAS BEEN INSPECTED IN ACCORDANCE WITH AN ANNUAL INSPECTION AND A LIST OF DISCREPANCIES AND UNAIRWORTHY ITEMS DATED HAVE BEEN PROVIDED TO THE OWNER OR OPERATOR SIGNATURE AND CERTIFICATE NUMBER.
WHAT HAVE YOU DONE??????????
YOU HAVE GROUNDED THE AIRCRAFT. THE ONLY WAY THE OWNER OR OPERATOR IS GOING TO MOVE THE A/C IS TO GET A FERRY PERMIT IF IT MEETS THE REQUIREMENTS FOR SUCH A FLIGHT.
GROUNDING AN AIRCRAFT IS SERIOUS MATTER FOR BOTH THE MECHANIC AND HIS OR HER CUSTOMER. YOU COULD LOSE A CUSTOMER, BUT IT IS BETTER TO LOSE A CUSTOMER THAN TO LOSE SLEEP WORRYING THAT YOU DID THE WRONG THING AND LET AN UNSAFE AIRCRAFT FLY WHEN IT SHOULD BE GROUNDED.

40. Question; How long is a mechanic held responsible:
For maintenance that was performed?
A year?
Forever?
Till the next annual?

41. For maintenance that was performed:
The mechanic is responsible for only the work that was performed and;
The airworthiness of that repair or alteration until that repair or alteration is replaced, damaged, removed, altered, meets its life limited or is inspected.

42. Question; How long is a mechanic held responsible:
For an inspection that was performed?
A year?
Forever?
Till the next annual?

44. For an inspection that was performed a mechanic is responsible:
For the future airworthiness of the aircraft up to and including when the ink dries that records the inspection in the log book what’s the catch?

45. Inspection responsibility
When performing an inspection a mechanic or IA is responsible for every repair, alteration, service bulletin, AD, STC, special inspections, that was performed on the aircraft back to the date on the airworthiness certificate.---be that date six weeks old, six months old, six years old, or sixty years old.

46. PART 43.12 MAINTENANCE RECORDS,-- FALSIFICATION
NEW RULE!
ANY PERSON WHO MAKES A FRAUDULENT OR INTENTIONALLY FALSE MAINTENANCE RECORD OR ALTERS A MAINTENANCE ENTRY CAN:
LOSE ONE OR MORE OF THE FOLLOWING CERTIFICATES: MECHANIC, REPAIR STATION, AIR CARRIER, TYPE , STC, PAMA, TSO, PROCESS SPEC. AND A HAS A GOOD CHANCE OF GOING TO JAIL.
SECTION MAINTENANCE RECORDS, FALSIFICATION, REPRODUCTION OR ALTERATION.
THIS IS A NEW RULE----NOTE THE EVEN NUMBER SUFFIX.
ANY PERSON WHO INTENTIONALLY MAKES A FALSE ENTRY OR REPRODUCES A RECORD FOR FRAUDULENT PURPOSES OR ALTERS AN ENTRY FOR A FRAUDULENT PURPOSE CAN LOSE ONE OR MORE OF HIS FAA CERTIFICATES.
THIS IS WHAT I CONSIDER THE MOST IMPORTANT RULE IN ALL OF THE FEDERAL AVIATION REGULATIONS. THIS RULE IF DELIBERATELY BROKEN, EFFECTIVELY KILLS THE TRUST MECHANICS HAVE IN ANOTHER MECHANIC’S SIGNATURE. AND IF WE CANNOT TRUST ANOTHER MECHANIC’S SIGNATURE, THIS SYSTEM BASED ON INDIVIDUAL TRUST AND RESPONSIBILITY WILL FALL!

47. THIS NEXT RULE IS THE HEART AND SOUL OF PART 43
PART PERFORMANCE STANDARDS
THIS NEXT RULE IS THE HEART AND SOUL OF PART 43. THIS RULE SETS THE PERFORMANCE STANDARDS FOR EVERY MECHANIC, REPAIR STATION, AND AIR CARRIER.
IF THERE IS A FAA LETTER OF INVESTIGATION IN YOUR FUTURE, I AM SURE THAT 98% OF THE TIME A LETTER SENT TO A MECHANIC WILL REFERENCE THIS RULE AS THE RULE THAT WAS VIOLATED BY THE MECHANIC. IT WOULD BE A REAL GOOD IDEA TO PAY CLOSE ATTENTION TO THE RULE.

48. PART 43.13 PERFORMANCE RULES
PARAGRAPH (A) EACH PERSON PERFORMING MAINTENANCE “SHALL” DO THE WORK IN ACCORDANCE WITH MANUFACTURER’S OR ICA INSTRUCTIONS, USE THE PROPER TOOLS, EQUIPMENT OR SPECIAL TEST EQUIPMENT RECOMMENDED BY THE MANUFACTURER OR ITS EQUIVALENT.
PART PERFORMANCE RULES---PARAGRAPH (A) SAYS:
EACH PERSON PERFORMING MAINTENANCE “SHALL” (IMPERATIVE MOOD) DO THE WORK IN ACCORDANCE WITH THE MANUFACTURER’S OR INSTRUCTIONS FOR CONTINUING AIRWORTHINESS, OR OTHER METHODS , TECHNIQUES, AND PRACTICES ACCEPTABLE TO THE ADMINISTRATOR. HE SHALL USE THE TOOLS, EQUIPMENT, AND TEST APPARATUS RECOMMENDED BY THE MANUFACTURER OR EQUIVALENT.

49. PART 43.13 PERFORMANCE RULES
PARAGRAPH (B) EACH PERSON MAINTAINING AN AIRCRAFT “SHALL” DO THE WORK SO THE QUALITY OF THE WORK IS AT LEAST EQUAL TO THE ORIGINAL OR PROPERLY ALTERED CONDITION.
PARAGRAPH B SAYS: EACH PERSON MAINTAINING AN AIRCRAFT “SHALL” DO THE WORK SO THE QUALITY OF THE WORK IS AT LEAST EQUAL TO THE ORIGINAL OR PROPERLY ALTERED CONDITION.
REMEMBER IN A&P SCHOOL THE INSTRUCTOR SAID: “IF YOU DID THE WORK EQUAL TO----OR BETTER THAN THE ORIGINAL, YOU WILL NOT GET IN TROUBLE WITH THE FEDS-----WELL IF YOU MAKE THE WORK (REPAIR) EQUAL TO, THEN YOU MEET THE REQUIREMENTS OF THIS PARAGRAPH ---NO TROUBLE WITH THE FEDS------IF YOU MAKE THE WORK “BETTER” THAN---THEN YOU HAVE MADE AN ALTERATION EITHER MAJOR OR MINOR---AND IF YOU DON’T RECORD IT OR IN THE CASE OF A MAJOR ALTERATION IF YOU DO NOT USE APPROVED DATA----YOU HAVE CREATED A PROBLEM FOR YOURSELF.

50. PART 43.13 PERFORMANCE RULES
PARAGRAPH (C) A PART 121,127, 129, OR 135, AIR CARRIERS MAINTENANCE PROCEDURES IN THEIR OPERATING MANUAL OR OPERATIONS SPECIFICATIONS IS CONSIDERED AN ACCEPTABLE MEANS OF COMPLYING WITH THIS SECTION.
PARAGRAPH C-----SIMPLY SAYS AN AIR CARRIERS MANUAL MEETS PART 43, SECTION PERFORMANCE RULES.
THE REASON THIS PARAGRAPH SAYS THIS IS BECAUSE ONLY THREE PARTS ARE MENTIONED ON THE AIRWORTHINESS CERTIFICATE----PARTS 21, 43, AND 91.
ORGANIZATIONAL RULES SUCH AS PART 121 AND 135, AND 145 ALWAYS REFER BACK TO THESE THREE PARTS IDENTIFIED ON THE AIRWORTHINESS CERTIFICATE BECAUSE IT IS IN THESE THREE PARTS WHERE THE ORIGINAL STANDARDS FOR AIRWORTHINESS ARE KEPT.

51. PART 43.15 ADDITIONAL RULES FOR INSPECTIONS
INSPECTION MUST MEET ALL AIRWORTHINESS REQUIREMENTS
PART 125/135 OR (E)(F) MUST BE DONE IN ACCORDANCE WITH THE APPLICABLE INSPECTION PROGRAM.
ROTOR CRAFT MUST HAVE THE FOLLOWING SYSTEMS CHECK:
SECTION ADDITIONAL RULES FOR INSPECTIONS. THIS IS AN OLD RULE THAT GOES BACK TO THE RECODIFICATION OF THE CIVIL AVIATION REGULATIONS INTO THE FEDERAL AVIATION REGULATIONS BACK IN 1965.
THIS SECTION WAS A CATCH ALL REGULATION THAT TOOK CARE OF ALL THE LOOSE ENDS AS FAR AS INSPECTION PROGRAM RESPONSIBILITY AND SET ADDITIONAL INSPECTION REQUIREMENTS FOR THAT NEW FANGLED FLYING MACHINE CALLED A HELICOPTER.

52. PART 43.15 ADDITIONAL RULES FOR INSPECTIONS
INSPECTION DONE IN ACCORDANCE WITH THE ROTORCRAFT MANUAL OR ICA.
MANDATORY DRIVESHAFTS INSPECTION.
MANDATORY MAIN TRANSMISSION INSPECTION.
MANDATORY MAIN ROTOR AND TAIL ROTOR INSPECTION.
SECTION ADDITIONAL RULES FOR INSPECTIONS SET MANDATORY INSPECTIONS FOR HELICOPTERS DRIVE SHAFTS, MAIN TRANSMISSION, AND MAIN ROTOR AND TAIL ROTOR INSPECTIONS.

53. PART 43.15 ADDITIONAL RULES FOR INSPECTIONS
ANNUAL/100 HOUR MUST BE PERFORMED IN ACCORDANCE WITH A CHECKLIST.
CHECKLIST MUST MEET THE SCOPE AND DETAIL OF APPENDIX D OF PART 43
RECIPROCATING ENGINE MUST BE
RUN UP, MAGNETOS, FUEL, AND OIL PRESSURE, CYLINDER AND OIL TEMPERATURE MUST BE CHECKED.
IN ADDITION TO HELICOPTERS THIS RULE REQUIRED A CHECKLIST THAT MEETS THE SCOPE AND DETAIL OF PART 43, APPENDIX D, AND IT STATES THAT RECIPROCATING ENGINES MUST BE RUN-UP AND CHECKS OF THE MAGNETOS, OIL TEMP, AND PRESSURE MUST BE CHECKED.

54. PART 43.15 ADDITIONAL RULES FOR INSPECTIONS
TURBINE POWERED AIRCRAFT MUST BE RUN UP AFTER AN 100HR/ANNUAL TYPE INSPECTION.
PROGRESSIVE INSPECTION MUST BE CONDUCTED IN ACCORDANCE WITH ITS INSPECTION SCHEDULE.
A PHASE OF A PROGRESSIVE INSPECTION CAN BE CONDUCTED AWAY FROM HOME BASE. (A&P OR REPAIR STATION CAN DO THE INSPECTION)
TURBINE POWERED AIRCRAFT MUST BE RUN UP AFTER AN 100 HOUR/ANNUAL INSPECTION
NOTE: IF THE MECHANIC IS NOT RUN-UP QUALIFIED---HAVE A QUALIFIED PILOT DO THE RUN-UP AND THE MECHANIC SITTING IN CO-PILOT SEAT, RECORD THE FINDINGS.
PROGRESSIVE INSPECTION MUST BE DONE IN ACCORDANCE WITH THE INSPECTION SCHEDULE.
AND A PHASE OF A PROGRESSIVE INSPECTION CAN BE DONE AWAY FORM HOME BASE----AN A&P MECHANIC CAN DO THE INSPECTION AWAY FROM HOME.

55. PART 43.16 AIRWORTHINESS LIMITATIONS
NEW RULE!------EVEN NUMBER
AIRWORTHINESS LIMITATIONS AND INSTRUCTIONS FOR CONTINUED AIRWORTHINESS MUST BE COMPLIED WITH.
MAINTENANCE REQUIREMENTS IN OPERATION SPECIFICATIONS MUST BE COMPLIED WITH.
HERE IS ANOTHER NEW RULE
BUT AGAIN IT IS A REINFORCEMENT OF OTHER RULES IN THIS PART.
AIRWORTHINESS LIMITATIONS AND INSTRUCTIONS FOR CONTINUED AIRWORHTINESS MUST BE COMPLIED WITH.
MAINTENANCE REQUIREMENTS IN OPERATION SPECIFICATIONS MUST BE COMPLIED WITH NOTICE THAT PART 121 AND 135 OPERATION SPECIFICATIONS COMPLIANCE STILL COME BACK TO THE REGULATIONS NOTED ON THE AIRWORTHINESS CERTIFICATE.

56. SECTION 43.17
THIS RULE DEALS WITH MAINTENANCE, PREVENTIVE MAINTENANCE, AND ALTERATIONS PERFORMED ON U.S.. AERONAUTICAL PRODUCTS BY CERTAIN CANADIAN PERSONS.
IT BASICALLY SAYS THAT CANADIAN REPAIR FACILITIES MUST BE APPROVED BY THE CANADIAN DOT AND THE REPAIRS PERFORMED MUST MEET OUR RULES.
THIS RULE DOES NOT APPLY TO U.S. CERTIFICATED MECHANICS WORKING IN THE U.S. IT BASICALLY ALLOWS CANADIAN REPAIR FACILITIES (APPROVED MAINTENANCE ORGANIZATIONS) OR AMO TO DO WORK ON U.S. AIRCRAFT AS LONG AS THE WORK PERFORMED MEETS 21, 43, AND 91 AND OTHER RELATIVE RULES.

57. LISTS MAJOR REPAIRS, MAJOR ALTERATIONS AND PREVENTIVE MAINTENANCE
APPENDIX A
LISTS MAJOR REPAIRS, MAJOR ALTERATIONS AND PREVENTIVE MAINTENANCE
APPENDIX A IS QUITE A DETAILED LIST OF WHAT CONSTITUTES A MAJOR REPAIR OR MAJOR ALTERATION. THE LIST IS BROKEN DOWN INTO AIRFRAMES, ENGINES, PROPELLERS, AND APPLIANCES MAJOR REPAIRS OR MAJOR ALTERATIONS.
A SEPARATE LIST IDENTIFIES PREVENTIVE MAINTENANCE A PILOT/OWNER CAN PERFORM.

58. RECORDING OF MAJOR REPAIRS AND MAJOR ALTERATIONS
APPENDIX B
RECORDING OF MAJOR REPAIRS AND MAJOR ALTERATIONS
TITLE SLIDE: APPENDIX B----TALKS TO THE RECORDING OF MAJOR REPAIRS AND MAJOR ALTERATIONS-----HERE IS WHERE YOU FIND THE REQUIREMENTS TO FILL OUT A FORM 337 OR A MAINTENANCE RELEASE------ALSO THE RECORDING REQUIREMENTS FOR INSTALLING AN EXTENDED RANGE FUEL TANK SO YOU WON’T GET IN TROUBLE WITH CUSTOMS.
FORM 337 IS A VERY OLD FORM. IT GOES BACK TO THE LATE 1940s. THE FAA FORM 337 IS A DIRECT CARRY OVER FROM THE CIVIL AERONAUTIC FORM WE DIDN’T CHANGE A GREAT DEAL ON THE FORM, BUT EVERY TWO YEARS THE FOLKS IN FAA HEADQUARTERS MUST FIGHT WITH THE OFFICE OF PERSONNEL MANAGEMENT TO KEEP THE FORM NUMBER THE SAME RATHER THAN CHANGE IT TO A 8000 SERIES FORMAT THE FAA USES.

59. APPENDIX B MAINTENANCE RELEASE: USED IN LIEU OF A FAA FORM 337
USED FOR MAJOR REPAIRS ONLY
USED BY REPAIR STATIONS ONLY
MUST CONTAIN THE FOLLOWING INFORMATION:
APPENDIX B TALKS TO RECORDING OF MAJOR REPAIRS AND MAJOR ALTERATIONS ON FAA FORM IT ALSO TALKS TO WHAT IS REQUIRED ON MAINTENANCE RELEASES.
MAINTENANCE RELEASES ARE USED BY REPAIR STATIONS IN LIEU OF A FORM 337.
THEY ARE USED FOR MAJOR REPAIRS ONLY.

60. APPENDIX B MAINTENANCE RELEASE
MUST HAVE A SIGNED COPY OF THE WORK ORDER
MUST IDENTIFY THE AIRCRAFT OR COMPONENT WORKED ON
APPROVAL FOR RETURN TO SERVICE STATEMENT.
REPAIR STATION MUST KEEP A COPY OF THE MAINTENANCE RELEASE FOR 2 YEARS.
A MAINTENANCE RELEASE CONTAINS TWO ITEMS:
A SIGNED COPY OF THE WORK ORDER
AND AN APPROVAL FOR RETURN TO SERVICE STATEMENT.
THE MAINTENANCE RELEASE MUST IDENTIFIED THE PRODUCT WORKED ON, (E.G. MAKE AND MODEL, SERIAL NUMBER, N NUMBER, ETC.) HAVE A SIGNED COPY OF THE WORK ORDER WHICH EXPLAINS THE WORK PERFORMED, AND AN APPROVAL FOR RETURN TO SERVICE STATEMENT. THE MAINTENANCE RELEASE CAN BE TWO PIECES OF PAPER OR THE APPROVAL FOR THE RETURN TO SERVICE.
TO SAVE PAPER THE APPROVAL FOR RETURN TO SERVICE CAN BE STAMPED ON THE SIGNED COPY OF THE WORK ORDER. THE REPAIR STATION MUST KEEP A COPY OF THE WORK ORDER FOR 2 YEARS.

61. APPENDIX B FORM 337 REQUIREMENTS
MADE IN DUPLICATE
MAILED TO THE LOCAL FAA OFFICE WITHIN 48 HOURS AFTER THE WORK IS DONE.
FOR EXTENDED FUEL TANK INSTALLATION IN CABIN OR BAGGAGE COMPARTMENT, 3 FORM 337’s ARE REQUIRED (OWNER, FAA, AND ONE COPY OF THE FORM 337 IN THE AIRCRAFT)
APPENDIX B FORM 337 REQUIREMENTS:
THE FORM 337 MUST BE MADE IN DUPLICATE--ONE TO THE FAA AND THE OTHER TO THE OWNER/OPERATOR AND MAILED TO THE FAA OFFICE WITHIN 48 HOURS WHEN THE WORK IS DONE.
WHEN DOES THE 48 HOURS BEGIN----WHEN THE APPROVAL FOR RETURN TO SERVICE BLOCK IS SIGNED ON THE FRONT OF THE FORM 337.
FOR EXTENDED FUEL TANK INSTALLATION IN A CABIN OR BAGGAGE COMPARTMENT YOU NEED 3 FORM ONE TO THE FAA, ONE TO THE OWNER, AND A COPY IN THE AIRCRAFT CABIN VISIBLE TO SOMEONE ON THE OUTSIDE.----E.G.-CUSTOMS OR DEA AGENT.

62. SCOPE AND DETAIL OF AN ANNUAL OR 100 HOUR INSPECTION
APPENDIX D
SCOPE AND DETAIL OF AN ANNUAL OR 100 HOUR INSPECTION
APPENDIX D TITLE SLIDE THIS APPENDIX SETS THE STANDARDS FOR THE SCOPE AND DETAIL OF AN ANNUAL OR 100 HOUR INSPECTION.

63. APPENDIX D
IS A GENERIC INSPECTION GUIDE USED MOSTLY FOR VERY OLD AIRCRAFT DESIGNS THAT DID NOT ORIGINALLY HAVE AN INSPECTION OR MAINTENANCE MANUAL.
USED FOR INSPECTION OF EXPERIMENTAL, AMATEUR-BUILT AIRCRAFT.
APPENDIX D -----IS A GENERIC INSPECTION GUIDE USED MAINLY FOR VERY OLD AIRCRAFT DESIGNS THAT DID NOT ORIGINALLY HAVE AN INSPECTION CHECK LIST OR A MAINTENANCE MANUAL.
IT IS OFTEN REFERENCED IN THE AMATEUR BUILT OPERATION LIMITATIONS AS A REQUIREMENT TO MEET FOR THE CONDITION (ANNUAL) INSPECTION.

64. ESTABLISHES THE REQUIREMENTS FOR ALTIMETER SYSTEM TEST AND INSPECTION
APPENDIX E
ESTABLISHES THE REQUIREMENTS FOR ALTIMETER SYSTEM TEST AND INSPECTION
APPENDIX E: ESTABLISHES THE REQUIREMENTS FOR ALTIMETER SYSTEM TEST AND INSPECTION.

65. SETS THE REQUIREMENTS FOR TRANSPONDER TESTS AND INSPECTIONS
APPENDIX F
SETS THE REQUIREMENTS FOR TRANSPONDER TESTS AND INSPECTIONS
APPENDIX F: SETS THE REQUIREMENTS FOR TRANSPONDER TESTS AND INSPECTIONS.

66. PART 43: SUMMARY PART 43 HAS 13 RULES AND 5 APPENDIXES
43.1 APPLICABILITY---AIRCRAFT HAVING A U.S. AIRWORTHINESS CERTIFICATE OR OPERATED UNDER A 121 OR 125 CERTIFICATE.
43.2 REBUILT AND OVERHAUL DEFINITIONS
43.3 PERSONS AUTHORIZED TO WORK ON AN AIRCRAFT
PART 43 SUMMARY:
PART 43 HAS 12 RULES AND 6 APPENDIXES BUT ONLY 11 RULES AND 5 APPENDIX APPLY TO MECHANICS WORKING IN THE U.S.
43.1 APPLICABILITY----THE PART APPLIES ONLY TO AIRCRAFT THAT HAVE A U.S. AIRWORTHINESS CERTIFICATE OR A FOREIGN REGISTERED AIRCRAFT OPERATED UNDER A 121 OR 135 CERTIFICATE.
43.2 IDENTIFIES THE TERMS: OVERHAUL AND REBUILD
43.3 IDENTIFIES PERSONS AUTHORIZED TO WORK ON AIRCRAFT. (EVERYBODY IN THE WORLD CAN WORK ON AN A/C)

67. PART 43: SUMMARY 43.5 APPROVAL FOR RETURN TO SERVICE
43.7 AUTHORIZED PERSONS (WHO CAN SIGN A LOG BOOK)
43.9 MAINTENANCE ENTRY
43.10 DISPOSITION OF LIFE-LIMITED PARTS
43.11 INSPECTION ENTRY
43.12 FALSIFICATION OF MAINTENANCE RECORDS
43.5 APPROVAL FOR RETURN TO SERVICE TALKS TO MAINTENANCE RECORDS-- AND THIS RULE-REFERS TO 43.9 AND 43.11REQUIRMENT FOR A FORM 337 AND FLIGHT MANUAL CHANGE.
43.7 AUTHORIZED PERSONS WHO CAN SIGN A LOG BOOK,------CERTIFICATED PERSONS CAN SIGN A LOG BOOK
43.9 IS THE MAINTENANCE ENTRY RULE---REMEMBER THE TACH OR TOTAL TIME IS NOT A REQUIREMENT BUT IT IS A GOOD IDEA.
43.11 INSPECTION ENTRY REMEMBER THE PERSONAL PRONOUN “I” AS IN I CERTIFY
43.12 FALSIFICATION OF MAINTENANCE RECORDS. THIS IS THE MOST IMPORTANT RULE IN AVIATION----IF WE CANNOT BELIEVE A LOG BOOK ENTRY------THE SYSTEM FALLS LIKE A HOUSE OF CARDS!.

68. PART 43: SUMMARY 43.13 PERFORMANCE RULES
43.15 ADDITIONAL RULES FOR INSPECTION.
43.16 AIRWORTHINESS LIMITATIONS
43.17 MAINTENANCE PERFORMED BY CANADIAN PERSONS. (NOT COVERED IN THIS COURSE)
43.13 PERFORMANCE RULES SET THE PERFORMANCE STANDARDS FOR OUR PROFESSION-----REMEMBER EQUAL TO---BUT FORGET “BETTER THAN!”
43.15 ADDITIONAL RULES FOR INSPECTION IS AN OLD RULE THAT TALKS TO HELICOPTERS AND REQUIRED RUN UP FOR RECIPROCATING AND TURBINE ENGINES.
43.16 AIRWORTHINESS LIMITATIONS IS A NEW RULE THAT AGAIN SUPPORTS AND AND SETS THE REQUIREMENTS FOR 121/1325/127 OPERATORS TO PERFORM MAINTENANCE IN ACCORDANCE WITH THEIR OPERATION SPECIFICATIONS.
43.17 REFERS TO MAINTENANCE PERFORMED ON U.S. AIRCRAFT IN CANADA BY AMO. (APPROVED MAINTENANCE ORGANIZATIONS)

69. PART 43: SUMMARY
APPENDIX A LIST OF MAJOR REPAIRS, MAJOR ALTERATIONS, AND PREVENTIVE MAINTENANCE TASKS.
APPENDIX B RECORDING MAJOR REPAIRS AND MAJOR ALTERATIONS FORM 337 AND MAINTENANCE RELEASE
APPENDIX D- SCOPE AND DETAIL OF A 100 HOUR/ANNUAL INSPECTION
APPENDIX A ---LIST MAJOR REPAIRS AND MAJOR ALTERATIONS FOR AIRFRAME, POWERPLANT, PROPELLERS AND APPLIANCES AND LIST WHAT A PILOT CAN DO UNDER PREVENTIVE MAINTENANCE.
APPENDIX B --TALKS TO RECORDING MAJOR REPAIRS AND MAJOR ALTERATIONS AND MAINTENANCE RELEASES--REMEMBER A MAINTENANCE RELEASE HAS TWO PARTS: A SIGNED COPY OF THE WORK ORDER AND AN APPROVAL FOR RETURN TO SERVICE STATEMENT.
APPENDIX C----DOES NOT EXIST
APPENDIX D IS THE SCOPE AND DETAIL OF AN 100 HOUR OR ANNUAL TYPE INSPECTION-----IT IS A VERY OLD APPENDIX.

70. PART 43: SUMMARY APPENDIX E ALTIMETER SYSTEM TEST AND INSPECTION.
APPENDIX F ATC TRANSPONDER TESTS AND INSPECTIONS
DEFINITION OF THE TERM “AIRWORTHY”
MECHANICS MAKE YES/NO DECISIONS
ODD AND EVEN NUMBERED REGULATIONS
APPENDIX E ---SETS THE REQUIREMENTS FOR AN ALTIMETER TEST AND INSPECTION.
APPENDIX F SETS THE ATC TRANSPONDER TESTS AND INSPECTIONS.
WE WENT OVER THE TERM AIRWORTHY---MEETS ITS TYPE DESIGN OR PROPERLY ALTERED CONDITION AND IS IN A CONDITION FOR SAFE OPERATION.
I EXPLAINED THE IMPORTANCE OF MAKING A YES/NO DECISION AND THE REASON BEHIND THE ODD AND EVEN NUMBERING SYSTEM IN OUR REGULATIONS.

71. DID WE MEET OUR OBJECTIVES?
HOW DID WE DO?
DID WE MEET OUR OBJECTIVES?
HOW DID WE DO DID WE MEET OUR OBJECTIVES???????
LET’S FIND OUT AND TAKE A TEST!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

72. OBJECTIVES OF THIS COURSE
OVERVIEW OF THE FEDERAL AVIATION REGULATIONS.
GAIN A WORKING KNOWLEDGE OF PART 43 MAINTENANCE REQUIREMENTS.
OUR OBJECTIVE WAS TO PROVIDE AN OVERVIEW OF THE FEDERAL AVIATION REGULATIONS AND GAIN A WORKING KNOWLEDGE OF PART 43 MAINTENANCE REQUIREMENTS.

74. THE END
ANY LAST QUESTIONS: THAT’S IT THE END DRIVE AND FLY SAFE
THANK YOU