MAJOR REPAIRS MAJOR ALTERATIONS WELCOME TO THE FAA PRESENTATION ON “ALL YOU WANTED TO KNOW ABOUT MAJOR REPAIRS---MAJOR ALTERATIONS!”

MAJOR REPAIRS MAJOR ALTERATIONS
WELCOME TO THE FAA PRESENTATION ON “ALL YOU WANTED TO KNOW ABOUT MAJOR REPAIRS---MAJOR ALTERATIONS!”

YOUR INSTRUCTOR BILL O’BRIEN FAA INSPECTOR 202 267-3796
MY NAME IS BILL O’BRIEN, I WORK AT FAA HEADQUARTERS IN WASHINGTON DC BUT FOR THIS PRESENTATION THINK OF ME AS THE LOCAL FAA I INSPECTOR FROM “HELL” FSDO. THE TITLE FITS MY PERSONALITY. THIS IS AN INTERACTIVE COMMUNICATIONS COURSE, I AM NOT A PRIEST, MINISTER, OR RABBI. SO I WILL NOT PREACH TO YOU, WE WILL LEARN TOGETHER-----AND THE BEST WAY TO DO THAT IS TO ASK QUESTIONS. NOW I KNOW IT IS DIFFICULT FOR SOME TO BE THE FOCAL POINT OF AN INSTRUCTOR’S QUESTION SO I AM GOING TO ALLOW THE PERSON I PICK TO ANSWER A QUESTION MY PERMISSION TO ASK HIS OR HER BUDDY TO HELP THEM OUT.---IN OTHER WORDS SPREAD THE UNEASINESS AROUND THE ROOM. ON THE OTHER HAND ANYONE OF YOU CAN ASK QUESTION OF ME. IF I CANNOT ANSWER YOUR QUESTION TODAY, GIVE ME A NUMBER WHERE YOU CAN BE REACHED AND I WILL GET THE ANSWER TO YOU. ALL IN ALL WE WORKED HARD ON THIS COURSE, AND IF YOU PARTICIPATE ALL WITH US YOU WILL GO HOME WITH KNOWLEDGE OF MAJOR REPAIR/ALTERATIONS THAT YOU CAN USE ON THE HANGAR FLOOR TOMORROW..

Purpose TO PROVIDE MECHANICS A FRANK DISCUSSION ON MAJOR REPAIRS AND ALTERATIONS THE PURPOSE OF THIS COURSE IS TO PROVIDE YOU THE MECHANICS WITH A FRANK DISCUSSION ON THE PROCEDURES AND POLICIES THAT AFFECT MAJOR REPAIRS AND MAJOR ALTERATIONS THAT YOU DO EVERYDAY!

GOAL: PROVIDE THE AVIATION MECHANIC WITH A GOOD REVIEW OF THE FAA POLICY ON MAJOR REPAIRS AND ALTERATIONS OUR GOAL IS TO PROVIDE THE AVIATION MECHANIC WITH A GOOD REVIEW OF FAA POLICY CONCERNING MAJOR REPAIRS AND ALTERATIONS AND A N OPPORTUNITY TO ASK QUESTIONS OF THE PEOPLE WHO WORK FOR YOU!.

COURSE OVERVIEW EVALUATION REGULATORY AUTHORITY IMPORTANT RULES
A/W AND PERFORMANCE STANDARDS DEFINITIONS WHAT ARE WE GOING TO DO WITHIN THE NEXT 3 HOURS? FIRST WE WILL EVALUATE OURSELVES LOOK AT THE REGULATORY AUTHORITY IMPORTANT RULES YOU HAVE TO KNOW TWO STANDARDS WE HAVE TO KNOW, AIRWORTHINESS AND PERFORMANCE STANDARDS DEFINITIONS OF MAJOR REPAIRS AND MAJOR ALTERATIONS

Data (Approved-Acceptable) STC PROCESS FAA FIELD APPROVAL
COURSE OVERVIEW: MAJOR REPAIRS MAJOR ALTERATIONS Data (Approved-Acceptable) STC PROCESS FAA FIELD APPROVAL WE WILL ALSO LOOK AT MAJOR REPAIRS AND MAJOR ALTERATIONS IN DEPTH LOOK AT THE KINDS OF DATA AVAILABLE AND FIGURE OUT WHAT IS APPROVED AND WHAT IS ACCEPTABLE WE WILL QUICKLY LOOK AT THE STC PROCESS AND OF COURSE THE FAA FIELD APPROVAL PROCESS

COURSE OVERVIEW FIELD APPROVALS WHAT DOES NOT! WHAT WORKS! AND
WE WILL ALSO LOOK AT THE FIELD APPROVAL FROM YOUR SIDE AND FROM MY SIDE OF THE FIELD APPROVAL SO YOU CAN DETERMINE WHAT WILL WORK AND WHAT WILL NOT.

REGULATORY AUTHORITY LET’S GET STARTED----AND THE BEST PLACE TO GET STARTED IS AT THE BEGINNING. THE SOURCE OF ALL REGULATORY AUTHORITY THE SOURCE OF THE MECHANIC’S CERTIFICATE IN YOUR POCKET. THE AUTHORITY WHICH ALLOWS YOU TO PERFORM MAJOR REPAIRS AND MAJOR ALTERATIONS AND THE SOURCE OF MINIMUM STANDARDS IS

FEDERAL AVIATION ACT OF 1958 AMENDED BY TITLE 49 U. S
FEDERAL AVIATION ACT OF AMENDED BY TITLE 49 U.S. CODE PUBLIC LAW THE FEDERAL AVIATION ACT OF 1958 AS AMENDED---THAT’S ITS OLD NAME THE ACT’S NEW NAME IS PUBLIC LAW DATED JULY 5, OF TITLE 49 OF THE US CODE . T’S NOT AS IMPRESSIVE SOUNDING AT THE ACT OF 1958 BUT IT WAS THE BEST THAT CONGRESS COULD DO. IF YOU DON’T MIND FOR THE REST OF THE COURSE I’LL REFER TO PUBLIC LAW 103 BY ITS OLD NAME---THE FEDERAL AVIATION ACT OF 1958.

FEDERAL AVIATION ACT : PUBLIC LAW 103-272
Allows for the issue of: Type Certificates Production Certificates Airworthiness Certificates ....and.... THE FEDERAL AVIATION ACT ALLOWS FOR THE ISSUE OF TYPE CERTIFICATES SUCH AS BEECH MODEL 58 AND DOUGLAS DC-9-30 AIRCRAFT, PRODUCTION CERTIFICATES WHICH ALLOW MANUFACTURER’S TO PRODUCE TYPE DESIGN APPROVED AIRCRAFT, ENGINES OR PROPELLERS, ISSUING AIRWORTHINESS CERTIFICATES BOTH STANDARD AND SPECIAL AND

FEDERAL AVIATION ACT OF 1958: TITLE 49
ALSO ALLOWS FOR THE DEVELOPMENT OF : RULES AND THE MAINTENANCE COMMUNITY FAVORITE PRODUCT OF THE ACT OF RULES, OR MORE FORMALLY KNOWN AS FEDERAL AVIATION REGULATIONS ALSO KNOW AS FARS.

RULES YOU SHOULD KNOW LET’S GO OVER SOME OF THE AIRWORTHINESS RULES THAT DEFINE ONE OF THE MINIMUM STANDARDS THAT A MAJOR REPAIR OR ALTERATION MUST MEET. THE FOLLOWING RULES YOU MUST BE FAMILIAR WITH IF YOU WANT TO DO MAJOR REPAIRS AND MAJOR ALTERATIONS BECAUSE AT LEAST ONE OF THESE RULES SET THE MINIMUM STANDARD WHEN YOU MAKE A MAJOR REPAIR OR MAJOR ALTERATION.

RULES: PART 21 - Certification Procedures for Products and Parts. PART 23 - (CAR--3) Airworthiness Standards, Normal,Utility, Acrobatic and Commuter. PART 25 - (CAR--4b) Airworthiness Standards, Transport. READ THE ABOVE RULES AT A EASY PACE BUT STRESS THE WORD “AIRWORTHINESS.”

RULES: PART 29 (CAR 7) Airworthiness Standards) Airworthiness Standards, Transport Helicopters Part 31, Manned Free Balloons. PART 33 (CAR 13) Airworthiness Standards, Aircraft Engines. READ THE WORDS AT AN EASY PACE BUT STRESS THE WORD “AIRWORTHINESS.”

RULES : PART 35, (CAR 14) AIRWORTHINESS STANDARDS, PROPELLERS.
PART 36, AIRCRAFT NOISE REQUIREMENTS , EXCEPT FIRE FIGHTING AND AGRICULTURAL. READ THE TEXT AS BEFORE

RULES: PART 39 AIRWORTHINESS DIRECTIVES
AND HERE IS OUR OLD FAVORITE PART 39 AIRWORTHINESS DIRECTIVES,. THIS PART, WHICH BY THE WAY HAS MORE RULES THAN ALL THE PARTS IN CHAPTER 1 OF TITLE 14, AERONAUTICS AND SPACE IS WHAT I CALL AN IN BETWEEN RULE. PART 39 CAN ADDRESS TWO STANDARDS AIRWORTHINESS AND PERFORMANCE.

What do all these regulations have in common?
Question? What do all these regulations have in common? OK WE WENT OVER ALL THESE “OUTSTANDING” REGULATIONS NOW WHAT DO ALL THESE REGULATIONS HAVE IN COMMON?

Answer Standards ! They set: Airworthiness
THESE RULES FROM FAR 21 TO 39 SET AIRWORTHINESS STANDARDS! IN OTHER WORDS WHAT STANDARD THE AIRCRAFT, ENGINE OR PROPELLER WAS BUILT TO. IF YOU ARE WORKING ON A CAR 3 AIRCRAFT THEN YOU MUST REVIEW AND UNDERSTAND CAR 3 REQUIREMENTS. THE SAME IS TRUE IF YOU ARE WORKING ON A FAR 25 AIRCRAFT YOUR MAJOR REPAIR OR MAJOR ALTERATION MUST MEET FAR 25 RULES.

THESE FAR SET PART-39 PART-43 PERFORMANCE PART-91 PART-121 STANDARDS PART-135 PART-145 THESE RULES HERE PART 39 THROUGH 145 SET PERFORMANCE STANDARDS. PART 39 OUR IN BETWEEN RULE CAN AFFECT TYPE DESIGN OF A PRODUCT BY REQUIRING STRUCTURAL CHANGES SUCH AS THE SECTION 41 AD ON 747 OR IT CAN SET INSPECTIONS LIMITS AND TIMES, IDENTIFY REPAIRS TO BE MADE IF THE INSPECTION REVEALS A PROBLEM. PART 43 SETS PERFORMANCE RULES FOR MECHANICS, PART 91 SETS PERFORMANCE RULES FOR OWNERS AND OPERATORS PARTS 121, 135, AND 145 SET PERFORMANCE RULES FOR ORGANIZATIONS. I

Airworthiness Standards and Performance Standards
Two Standards Airworthiness Standards and Performance Standards SO WHAT DO WE HAVE? WE HAVE IDENTIFIED TWO STANDARDS THAT A MECHANIC MUST MEET WHEN PERFORMING A MAJOR REPAIR OR MAJOR ALTERATION. THE MECHANIC MUST MEET THE AIRWORTHINESS STANDARD OR TYPE DESIGN IF YOU WILL THAT THE AIRCRAFT, ENGINE, OR PROPELLER WAS BUILT TO. THE MECHANIC MUST ALSO MEET THE PERFORMANCE STANDARD-----A MINIMUM STANDARD OF QUALITY THAT WOULD ENSURE SAFETY.

Why TWO STANDARDS ? WHY TWO STANDARDS, WHY BOTH AIRWORTHINESS (TYPE DESIGN) A ND PERFORMANCE STANDARDS?

BECAUSE FOR AN AIRCRAFT TO BE “AIRWORTHY” IT MUST MEET TWO STANDARDS
THE ONE WORD THAT DESCRIBES WHO AND WHAT WE ARE AND WHAT WE DO IS THE DEFINITION OF THE TERM “AIRWORTHY.” LISTEN VERY CAREFULLY TO THE DEFINITION OF THE TERM AIRWORTHY!

DEFINITION OF “AIRWORTHY”
Airworthy is when the aircraft meets its type design and is in a condition for safe operation. (Ref: Act of 58 and the Standard A/W certificate and the glossary of AC B)) AN AIRCRAFT OR ONE OF ITS COMPONENT PARTS IS AIRWORTHY IS WHEN THAT AIRCRAFT MEETS ITS TYPE DESIGN AND IS IN A CONDITION FOR SAFE OPERATION.

AIRWORTHY TYPE DESIGN = AIRWORTHINESS STANDARD
CONDITION FOR SAFE OPERATION = PERFORMANCE STANDARD TYPE DESIGN EQUALS AN AIRWORTHINESS STANDARDS AND CONDITION FOR SAFE OPERATION EQUALS A PERFORMANCE STANDARD.-----TWO STANDARDS TO ENSURE THAT THE AIRCRAFT YOU WORK ON IS AIRWORTHY,.

INTERIM SUMMARY Federal Aviation Act of 1958
Airworthiness Standards (FAR 21, 23, 25, 27, 29, 31, 33, 35, 36, 39, SFAR and S.R..) Performance Standards: (FAR 39, 43, 91, 121, 135, and 145.) QUICKLY READ THE INTERIM SUMMARY----ASK QUESTIONS OR REVIEW AREAS THE STUDENTS SEEM A LITTLE LESS SURE ON.

INTERIM SUMMARY DEFINITION OF AIRWORTHY
“TWO STANDARDS,” A MAJOR ALTERATION OR REPAIR MUST MEET THE A/C TYPE CERTIFICATION RULES AND MEET THE PERFORMANCE RULES IN PART 43. ASK IF ANYONE CAN DEFINE AIRWORTHY FROM MEMORY. REINFORCE THE IDEA OF TWO STANDARDS THAT A MECHANIC MUST MEET.

DEFINITIONS LETS GO OVER SOME DEFINITIONS OF MAJOR REPAIRS AND MAJOR ALTERATIONS

Major Repair (Ref: FAR 1)
1. A repair that, if improperly done might appreciable effect weight, balance, structural strength, performance characteristics or other qualities affecting airworthiness or: 2. That is not done according to ACCEPTED practices or cannot be done by elementary operation. READ THE SLIDE QUICKLY---BUT USE A LITTLE VOICE INFLECTION ON THE WORD “ACCEPTED”

Major Alteration (Ref: FAR 1)
is an alteration not listed in the A/C engine or propeller specifications. 1. That might appreciable affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness: or READ THE TEXT QUICKLY-----WE WILL ASK PLENTY OF QUESTIONS ON THE DEFINITIONS.

Major Alteration (Ref: FAR 1)
2. That is not done according to accepted practices or cannot be done by elementary operations. READ TEXTS WITH VOICE INFLECTION FOR UNDERLINED WORDS.

Question? What do the words : “Other qualities affecting airworthiness” mean to you? I HAVE READ BOTH DEFINITIONS TO YOU WITH THE EXCEPTION OF THE 12 WORD PREAMBLE OF THE MAJOR ALTERATION THAT REFERS THAT IF THE ALTERATION IS LISTED ON THE TYPE CERTIFICATE THE ALTERATION IS A MINOR ONE, BOTH DEFINITIONS AS LISTED IN FAR 1 DEFINITIONS ARE identical. ONE STATEMENT IN BOTH DEFINITIONS TALKS TO “OTHER QUALITIES AFFECTING AIRWORTHINESS”------WHAT DOES THIS STATEMENT MEAN TO Y OU?

OTHER QUALITIES TYPE OF OPERATIONS ENVIRONMENTAL CONDITIONS
UTILIZATION RATE AGE OF THE AIRCRAFT AND IT’S COMPONENT PARTS PREVIOUS MAINTENANCE HISTORY “OTHER QUALITIES AFFECT ING AIRWORTHINESS ‘CAN BE MANY. YOU AS A MECHANIC MUST FACTOR IN SUCH VARIABLES AS THE OPERATIONS THE AIRCRAFT IS INVOLVED IN, THE ENVIRONMENT IT OPERATES IN , THE AGE OF THE AIRCRAFT, AND ITS PREVIOUS MAINTENANCE HISTORY.

QUESTION ? WHAT IS THE BASIC DIFFERENCE BETWEEN A MAJOR REPAIR AND A MAJOR ALTERATION? all right WE HAVE ANOTHER QUESTION ---WHAT IS THE BASIC DIFFERENCE BETWEEN A MAJOR REPAIR AND A MAJOR ALTERATION-----REMEMBER THE FAR 1 DEFINITION OF BOTH MAJOR REPAIR AND MAJOR ALTERATION WERE IDENTICAL, IF SO HOW CAN WE TELL THEM APART?

MAJOR REPAIR ? MAJOR ALTERATION?
A MAJOR REPAIR ALWAYS RETURNS THE ITEM BACK TO ITS ORIGINAL TYPE DESIGN. A MAJOR ALTERATION IS A CHANGE TO THE ORIGINAL TYPE DESIGN. A MAJOR REPAIR RESTORES THAT AIRCRAFT, THAT COMPONENT PART, BACK TO ITS ORIGINAL TYPE DESIGN A MAJOR ALTERATION IS A CHANGE TO THAT AIRCRAFT OR COMPONENT PART TYPE DESIGN.

Major repair or alteration?

QUESTION? SINCE IT IS THE AIRCRAFT MECHANIC WHO DECIDES IF A REPAIR IS MAJOR OR MINOR, DOES THE FAA GIVE MECHANICS ANY OTHER GUIDANCE ON WHICH IS WHAT? AN AIRCRAFT MECHANIC, NOT THE IA , DETERMINES IF A REPAIR OR ALTERATION IS MAJOR OR MINOR. THE IA / REPAIR STATION, OR AIR CARRIERS, APPROVES IT FOR RETURN TO SERVICE BUT IT IS MECHANIC MAKES THE FIRST AND MOST IMPORTANT DECISION---IS IT MAJOR OR MINOR? NOW WHERE IS ADDITIONAL GUIDANCE SO THE MECHANIC CAN DETERMINE IF THE WORK TO BE DONE IS MAJOR OR MINOR REPAIR OR ALTERATION?

SURE DO ! APPENDIX (A) OF PART 43 LISTS MAJOR REPAIRS AND ALTERATIONS TO AIRFRAME, ENGINES, PROPS, AND OTHER COMPONENT PARTS. T AKE A LOOK AT APPENDIX (A) OF PART IN THERE YOU CAN FIND THE ANSWER TO MOST OF YOUR MAJOR REPAIR OR MAJOR ALTERATION QUESTIONS.

QUESTION ? WHAT HAPPENS IF THE REPAIR OR ALTERATION IS NOT IN APPENDIX A OF PART 43? WHAT ELSE CAN THE MECHANIC DO? WELL SOMETIMES, MOST OF THE TIME , IS NONE OF THE TIME, SO WHERE ELSE CAN A MECHANIC GET SOME HELP?

THREE POSSIBLE SOLUTIONS
FIRST SOLUTION: CONTACT THE MANUFACTURER. SECOND SOLUTION: CONTACT THE NEAREST FAA DISTRICT OFFICE AND ASK FOR HELP. THIRD SOLUTION: ASK THREE (3) QUESTIONS. FIRST SOLUTION TO THE PROBLEM IS TO CONTACT THE MANUFACTURER AND GET HIS OPINION. SECOND SOLUTION WOULD TO CALL THE FAA AND GET THEIR INPUT FOR SOME OF YOU TALKING TO THE FEDS TAKES THE COURAGE OF THE MAN WHO ATE THE FIRST OYSTER RAW! BUT NEVER THE LESS, TALKING TO THE FAA IS A OPTION NOT TO BE IGNORED. THE THIRD SOLUTION IS TO ASK THE FOLLOWING THREE QUESTIONS

SOLUTION #3 If the repair or alteration fails in such a way that would : 1. prevent continued safe flight 2. prevent a safe landing or 3. adversely affect the safety of the crew and passenger. SOLUTION #3 YOU MUST ASK THE QUESTION: IF THIS REPAIR OR ALTERATION THAT I PERFORM-----FAILS WOULD THAT FAILURE : 1. PREVENT THE CONTINUANCE OF SAFE FLIGHT OR 2. PREVENT A SAFE LANDING. 3. ADVERSELY AFFECT THE SAFETY OF THE CREW AND PASSENGERS.

SUGGESTION IF ANY ONE OF THE THREE ANSWERS ARE A “YES” THEN YOU HAVE
EITHER A MAJOR REPAIR OR A MAJOR ALTERATION ! IF ANY ONE OF THE ANSWERS TO THE THREE QUESTIONS THAT YOU ASKED YOURSELF IS A “YES” THEN THE REPAIR OR ALTERATION IS A MAJOR ONE.

TIME TO LOOK AT DATA NOW THAT YOU HAVE DETERMINED THAT THE REPAIR OR ALTERATION IS EITHER MAJOR OR MINOR, YOU STILL HAVE TO DETERMINE WHAT DATA YOU ARE GOING TO NEED TO PERFORM THAT MAJOR OR MINOR REPAIR OR ALTERATION. SO NOW THE TIME HAS COME TO LOOK AT DATA.

There are two kinds of Data!
“Acceptable” and “Approved” THERE ARE TWO KINDS OF DATA----ACCEPTABLE AND APPROVED

Data can be: Written/Typed Instructions WEIGHT AND BALANCE REPORTS
DESIGN Drawings Photographs Documents STRESS ANALYS IS ELECTRICAL LOADS CHARTS DATA CAN COME IN ALL SHAPES AND SIZES SUCH AS WRITTEN INSTRUCTIONS, DESIGN DRAWINGS, PHOTOGRAPHS, STRESS ANALYSIS, REPORTS, CHARTS, ETC, ETC ETC,

DATA ADDRESSES TWO AREAS ONLY:
TYPE DESIGN (FAR 21.31) METHODS, TECHNIQUES, AND PRACTICES TO PERFORM MAINTENANCE. DESPITE THE FACT DATA COMES IN ALL SHAPES AND SIZES IT CAN REALLY ONLY TALK TO TWO SPECIFIC AREAS----TYPE DESIGN INFORMATION ----(AIRWORTHINESS STANDARD) AND METHODS, TECHNIQUES AND PRACTICES TO PERFORM MAINTENANCE---PERFORMANCE STANDARDS!

DATA MUST PROVIDE A DETAILED, COMPLETE, AND ACCURATE DESCRIPTION OF THE PROPOSED ALTERATION OR REPAIR. A DESCRIPTION OF REQUIRED TESTING PROCEDURES . (E.G. FLAMMABILITY OR NOISE ) DATA SHOULD PROVIDE A DETAILED AND ACCURATE DESCRIPTION OF THE PROPOSED ALTERATION OR REPAIR---AND IF APPLICABLE----A DETAILED DESCRIPTION OF REQUIRED TESTING PROCEDURES SUCH AS FLAMMABILITY TESTS FOR A NEW INTERIOR, OR HOW TO MET PART 36 NOISE REQUIREMENTS FOR A NEW ENGINE/PROPELLER COMBINATION.

ACCEPTABLE DATA OK OK, NOW LET’ S LOOK AT THE MOST COMMON AND MOST PROLIFIC OF ALL DATA IN THE AVIATION INDUSTRY ACCEPTABLE DATA!

ACCEPTABLE DATA Acceptable Data is used for all maintenance, except major repairs and major alterations. (Ref: 43.13) WHAT DO WE USE ACCEPTABLE DATA FOR------ACCEPTABLE DATA IS USED FOR ALL MAINTENANCE, INSPECTION, MINOR REPAIRS AND MINOR ALTERATIONS. WE USE IT FOR EVERY THING EXCEPT MAJOR REPAIRS AND MAJOR ALTERATIONS. THAT REQUIREMENT IS FOUND IN PART 43. SECTION (A) PERFORMANCE RULES.

KINDS OF ACCEPTABLE DATA
AC B or 2A. MFG’s Service Manuals. MFG’s Service Bulletins. PART 121/135 Operator’s Manuals. THE FOLLOWING ARE EXAMPLES OF THE KINDS OF ACCEPTABLE DATA ADVISORY CIRCULAR B AND 2A MANUFACTURER’S SERVICE MANUALS MANUFACTURER’S SERVICE BULLETINS AND LETTERS AIR CARRIER PART 121 AND 135 OPERATOR’S MANUAL

APPROVED DATA FAA OK NOW LET’S LOOK AT APPROVED DATA AND WHAT IT IS, AND WHAT IT IS USED FOR.

Approved Data is used for all major repairs and major alterations (ref:)
APPROVED DATA MUST BE USED FOR ALL MAJOR REPAIRS AND MAJOR ALTERATIONS WE HAVE THE FOLLOWING REGUALTIONS THAT REQUIRE IT. IF YOU ARE AN IA ---FAR REQUIRES IA TO HAVE APPROVED DATA TO PERFORM 337 AIR TAXI--FAR REQUIRES APPROVED DATA LARGE AIR CARRIERS, FAR REQUIRES APPROVED DATA REPAIR STATION, FAR REQUIRES APPROVED DATA

FAR REFERENCES : IA-----------------------FAR 65.95
AIR TAXI FAR AIR CARRIER FAR REPAIR STATION------FAR

KINDS OF APPROVED DATA: (FAA ORDER 8300.10 CHG 15)
TYPE CERTIFICATE DATA AND SPECIFICATIONS S. T. C. AIRWORTHINESS DIRECTIVES (ADs) WE HAVE A LOT OF SOURCES FOR APPROVED DATA SUCH AS TYPE CERTIFICATE DATA AND SPECIFICATIONS----WE ARE TALKING THE ACTUAL DRAWINGS AND ENGINEERING DATA , THAT ARE PART OF THE TYPE DESIGN. SUPPLEMENTAL TYPE CERTIFICATES AIRWORTHINESS DIRECTIVES ARE APPROVED DATA

KINDS OF APPROVED DATA DESIGNATED ENGINEERING REPRESENTATIVE (DER)
DESIGNATED ALTERATION STATION (DAS) APPLIANCE MANUFACTURER’S MANUALS APPROVED DATA CAN BE: DATA APPROVED BY A DESIGNATED ENGINEERING REP (DER) USUALLY DER DATA IS ON A FAA FORM DER DATA APPROVAL FROM------OR DATA FROM A DESIGNATED ALTERATION STATION (DAS) THESE GUYS ARE FEW IN NUMBER ABOUT 13 AT THE LAST COUNT---THEY ARE PART OF A REPAIR STATION AND THEY CAN APPROVE ALTERATION DATA ONLY FOR USE BY THEIR REPAIR STATION/. WE ALSO HAVE APPLIANCE MANUFACTURER'S MANUALS WHICH ARE GIVEN APPROVED DATA STATUS EVEN IF THE MANUALS ARE NOT IDENTIFIED AS APPROVED DATA.

KINDS OF APPROVED DATA:
FAA APPROVED DATA. SFAR 36 REPAIR DATA. FAA FORM 337 USED TO APPROVE MULTIPLE REPAIRS /ALTERATIONS BY THE ORIGINAL MODIFIER APPROVED DATA CAN BE ANYTHING STAMPED FAA APPROVED SFAR 36 DEVELOPED REPAIR DATA FAA FORM 337 USED TO APPROVE MULTIPLE REPAIRS AND ALTERATION DONE BY THE ORIGINAL MODIFIER.

TECHNICAL STANDARD ORDER AUTHORIZATION. PARTS MANUFACTURER AUTHORIZATION. (PMA) DELEGATED OPTION AUTHORIZATION. (DOA) APPROVED DATA CAN BE TECHNICAL STANDARD ORDER OR TSO PART MANUFACTURER AUTHORIZATION (PMA) DESIGNATED OPTION AUTHORIZATION (DOA) WHICH IS ISSUED TO A MANUFACTURER WITH A PRODUCTION CERTIFICATE TO APPROVED DATA

CAA FORM 337, DATED PRIOR TO 10/1/55. FOREIGN BULLETINS, FOR USE ON U.S. CERTIFICATED FOREIGN AIRCRAFT WHEN APPROVED BY A FOREIGN CAA . HERE IS SOMETHING INTERESTING FOR YOU FOLKS WHO WORK ON ANTIQUE OR CLASSIC AIRCRAFT----CAA OR CIVIL AERONAUTICS ADMINISTRATION FORM 337 THAT WAS DATED PRIOR TO OCT 1, 1955 IS CONSIDERED APPROVED DATA. ALSO FOREIGN BULLETINS FOR USE ON US CERTIFICATED FOREIGN AIRCRAFT WHEN APPROVED BY A FOREIGN CAA

FOREIGN BULLETINS ON U.S. CERTIFICATED PRODUCT WHEN APPROVED BY THE FOREIGN CAA UNDER A BILATERAL AGREEMENT. DATA IN THE FORM OF APPLIANCE TYPE APPROVAL ISSUED BY THE MINISTER OF TRANSPORT CANADA FOR THOSE PARTS THAT DO NOT HAVE A TSO. (DOT CANADA CERTIFICATE IN INSTALLATION MANUAL) AND FINALLY FOREIGN BULLETINS ON US CERTIFICATED PRODUCTS WHEN APPROVED BY THE FOREIGN CAA UNDER A BILATERAL AGREEMENT. OH, ALMOST FORGOT THE UNIVERSAL STANDBY ANSWER FOR JUST ABOUT ANYTHING DEALING WITH THE REGULATIONS--ANY OTHER DATA APPROVED BY THE ADMINISTRATOR IS CONSIDERED APPROVED DATA. A LIST OF ACCEPTABLE AND APPROVED DATA IS FOUND IN FAA AVIATION SAFETY INSPECTOR (AIRWORTNINESS) HANDBOOK, AND THE IA STUDY GUIDE AC 65.19

ANY FAA-APPROVED SERVICE BULLETINS AND LETTERS OR SIMILAR DOCUMENTS ANY OTHER DATA APPROVED BY THE ADMINISTRATOR

Approved Data-----For Repairs Only
Use AC IB if the repair is: Appropriate to the product Applicable to the repair Not contrary to mfg’s data Must reference AC’s chapter, page and paragraph where data is found. THE MAJOR SOURCE OF APPROVED DATA FOR MOST MAJOR REPAIRS ON OLDER AIRCRAFT IS AC B. THIS DOCUMENT IS BEEN REVISED SO THAT IT IS A LITTLE MORE THAN DOUBLE ITS ORIGINAL SIZE. IT GREW FROM 316 PAGES TO OVER 700 PAGES OF DATA AND PROCEDURES. A IA, REPAIR STATION, OR AIR CARRIER CAN “APPROVE” THE ACCEPTABLE DATA IN AC B ON THEIR OWN AUTHORITY IF THE DATA IN THE AC IS APPROPRIATE TO REPAIR THE PRODUCT, APPLICABLE TO THE REPAIR, NOT CONTRARY TO MFG’S DATA AND THE NEWEST REQUIREMENT ON BLOCK 7 WHERE YOU DESCRIBE THE DATA YOU ARE USING IN AC B YOU MUST REFERENCE THE CHAPTER, PAGE AND PARAGRAPH WHERE THE DATA IS FOUND.

QUESTION ? WHERE IS THE AUTHORITY THAT GIVE THE MECHANIC, IA TO USE THE ACCEPTABLE REPAIR DATA IN AC B AS APPROVED DATA FOR A MAJOR REPAIR ? HERE IS ANOTHER QUESTION OF SOME IMPORTANCE! WHERE WOULD Y OU FIND THE AUTHORITY THAT GIVE YOU THE PERMISSION TO USE THE ACCEPTABLE DATA IN AC B AND USE IT AS APPROVED DATA FOR A MAJOR REPAIR?????

ANSWER PERMISSION BY THE FAA TO USE THE ACCEPTABLE DATA IN AC B AS APPROVED DATA IS FOUND ON THE FIRST PAGE (SIGNATURE PAGE) OF THE AC . THE AUTHORITY IS FOUND ON THE FIRST PAGE OF AC B WHICH IS CALLED THE SIGNATURE PAGE. MOST OF YOU NEVER HAVE READ IT BECAUSE YOU BLAZE ON BY IT TO GET TO THE INDEX THAT IMMEDIATELY FOLLOWS THE SIGNATURE PAGE.

Data that is not approved or acceptable
Sales Catalog Information Newsletters Magazines articles Parts Manual (Illustrated) NOW WE COME TO DATA THAT IS NEITHER ACCEPTABLE OR APPROVED. LET’S CALL IT UN ACCEPTABLE DATA. DATA THAT YOU CANNOT USE FOR MAJOR OR MINOR REPAIRS ARE: SALES CATALOG INFORMATION NEWSLETTERS MAGAZINE ARTICLES ILLUSTRATED PARTS CATALOGS OR MANUALS NOW MOST OF YOU WILL BUY THE FIRST THREE EXAMPLES AS GREAT EXAMPLES OF UNACCEPTABLE DATA BUT I CAN SEE THAT MOST OF YOU DON’T BELIEVE THAT A MANUFACTURER’S PARTS MANUAL IS NOT ACCEPTABLE DATA. AFTER ALL THE PARTS MANUAL IS USED ALMOST EVERY DAY BY MECHANICS TO FIGURE OUT WHAT IS THE PART, WERE IT IS AT ON THE AIRCRAFT, AND HOW IT FITS IN THE ENTIRE SYSTEM. WHILE I AGREE THE ILLISTRATED PARTS MANUAL IS A VALUABLE REFERENCE TOOL. IT IS NOT REQUIRED BY THE TYPE CERTIFICATE, THERE IS NO REQUIREMENT TO UP DATE IT, AND IN MANY CASES THE FIGURES ARE NOT DRAW TO SCALE. PLEASE DO NOT REFERENCE IT ON THE FORM 337 THE FAA WILL NOT ACCEPT IT.

If your not sure of the data call the FAA!
IMPORTANT NOTICE If your not sure of the data call the FAA! IF ALL ELSE FAILS, AND YOU CAN NOT DETERMINIE WHAT THE DATA IS , CONTACT THE FAA.

SUPPLEMENTAL TYPE CERTIFICATES
WHAT I WOULD LIKE TO DO NOW IS SPEND A FEW MINUTES ON SUPPLEMENTAL TYPE CERTIFICATES. WE WILL MOVE PRETTY FAST THROUGH THE STC PROCESS AND OUR INTENT IS NOT SO MUCH AS TO TEACH THE STC CERTIFICATION PROCESS BUT TO COMPARE THE DIFFERENCES BETWEEN AN STC AND THE FIELD APPROVAL PROCESS.

Supplemental type Certificate (STC) is:
A major change to a type design but not great enough to require a new application for type certificate. (Ref: ) LET’S START WITH THE DEFINITION OF AN STC. AN STC IS A MAJOR CHANGE TO A TYPE DESIGN BUT NOT GREAT ENOUGH TO REQUIRE A NEW APPLICATION FOR A TYPE CERTIFICATE. (REF: FAR )

S.T.C. Process : Data submitted
Application made to FAA FAA assigns an engineer Applicant and FAA meet Development of a mutually acceptable program AFTER YOU SUBMIT AN FAA FORM APPLICATION TO THE FAA . THE FAA ASSIGNS AN ENGINEER, A MEETING OR MEETINGS ARE HELD DURING WHICH AN ACCEPTABLE, MUTUALLY DEVELOPED PLAN IS DEVELOP FOR THE STC PROCESS.

STC PROCESS : Data submitted (cont.)
SUBMIT DATA: SUCH AS DRAWINGS, PROCESSES, PARTS USED, ETC. FLIGHT MANUAL SUPPLEMENTS OPERATING MANUALS COPY OF INSTALLATION INSTRUCTIONS THE APPLICANT MUST SUBMIT DATA SUCH AS DRAWINGS, PMA PARTS USED, AND PROCESSES USED. THE APPLICANT ALSO HAS TO SUBMIT FLIGHT MANUAL SUPPLEMENTS IF REQUIRED OR OPERATING MANUALS, ALONG WITH A COPY OF THE INSTALLATION INSTRUCTIONS.

S.T.C. Process Data submitted (cont.)
Rating of electrical equipment Weight and balance Placards Markings on instruments Copy of installation instructions IF APPLICABLE THE APPLICANT MUST SUBMIT A RATING FOR ALL ELECTRICAL EQUIPMENT USED, WEIGHT AND BALANCE REPORT, PLACARDS USED, IF ANY. ANY MARKINGS ON INSTRUMENTS AND A COPY OF THE INSTALLATION MANUAL.

T.C. Process : Data submitted (cont.)
Any aircraft certified after January 28, 1981 a manual for continued airworthiness is required (Ref 21.50) One copy of all substantiating data showing compliance to the applicable FAR or CAR. NOW ON THIS SLIDE IS A LAND MINE THAT CAN BLOW UP IN A MECHANICS FACE. ONE OF THE REQUIREMENTS IN FAR REQUIRES AN STC APPLICANT TO DEVELOP A MANUAL FOR CONTINUED AIRWORTHINESS AFTER THE JANUARY 28, 1981 DATE. THE AVERAGE GA AIRCRAFT HAS AT LEAST 1 TO 3 STC ON IT. IF THE STC HAS A MANUAL FOR CONTINUED AIRWORTHINESS THAT MANUAL NOW BECOMES A TYPE DESIGN REQUIREMENT ( REMEMBER THE DEFINITION OF AIRWORTHY) AND THOSE INSPECTION ITEMS MUST BE INCLUDED INTO THE INSPECTION PROGRAM OR ANNUAL INSPECTION. IF YOU DO AN ANNUAL OR 100 HOUR OR SECTION 91

Suggestion Designated Engineering Rep. (DER) can be a engineer or test pilot who for a fee will represent the FAA for specific certification functions.. They can speed up the process but use of DER’s are not mandatory. ANYONE CAN HIRE A DER TO HELP THEM APPROVE DATA FOR THEIR STC OR FIELD APPROVAL, THEY CAN DO TEST FLIGHTS, OR ENGINEERING DESIGN AND TESTING. OBVIOUSLY THEY CAN SPEED UP THE PROCESS BUT THE USE OF A DER IS NOT MANDATORY. ALSO BE SURE THAT WHEN YOU HIRE A DER THAT THE INDIVIDUAL IS APPROVED BY THE FAA FOR THE SPECIFIC JOB YOU HAD IN MIND. FOR EXAMPLE A STRUCTURES DER CAN NOT APPROVED DATA FOR POWERPLANTS.

S.T.C. Process Development of the type inspection authorization (T.I.A.) TIA sets the requirements for - Conformity Inspections - Flight tests Satisfactory Completion of the Inspections and Tests an S.T.C. is issued. NOW WE ARE COMING DOWN TO THE WIRE WHEN YOU REACH THE TYPE INSPECTION AUTHORIZATION PHASE. OR TIA. THE TIA IS BASICALLY THE FINAL EXAM. ALL THE CONFORMITY INSPECTIONS AND FLIGHT TESTS ARE CONDUCTED, ALL THE PAPERWORK IS COMPLETED AND ON SATISFACTORY COMPLETION OF THE TIA THE APPLICANT IS ISSUED A STC.

S.T.C. can be: Transferred from one individual to another or:
Sold an an “approved” process for a major repair or alteration THE FAA HAS NOW ISSUED THE APPLICANT AN STC. BUT WHAT CAN YOU DO WITH IT? WELL YOU CAN TRANSFER IT (SELL THE RIGHTS TO THE STC APPROVAL) TO ANOTHER INDIVIDUAL FOR A WHOLE BUNCH OF MONEY-----OR YOU CAN SELL IT AS APPROVED DATA TO PERFORM A MAJOR REPAIR OR MAJOR ALTERATION. THIS IS KIND OF LIKE SELL OR RENTING OUT A HOUSE.

Warning Ensure that it is compatible with other STC on your aircraft.
Before you Buy an S.T.C. Ensure that it is compatible with other STC on your aircraft. Ensure it is for your particular make and model aircraft. WE GOT TO GIVE YOU A LITTLE HEADS UP HERE ON STCs FIRST: BE SURE THAT THE STC YOU ARE GOING TO INSTALL ON AN AIRCRAFT IS COMPATIBLE WITH OTHER STC THAT ARE ALREADY INSTALLED.----FOR EXAMPLE IF YOU WANT TO INSTALL AN AUTOPILOT STC AND THE AIRCRAFT IS ALREADY MODIFIED WITH A STOL KIT AND FLOATS THE INSTALLATION OF THE STANDARD STC AUTOPILOT PACKAGE MIGHT CREATE A FEW PROBLEMS THAN SOLVE SOME. SECOND HEADS UP IS TO ENSURE THAT THE STC IS FOR YOUR PARTICULAR MAKE AND MODEL AIRCRAFT. IF IT IS ONE SERIAL NUMBER OFF---THE STC IS NOT APPROVED FOR YOUR AIRCRAFT.

WARNING PART GENERAL: REFLECTS THE 1996 LAW TO PROTECTED INTELLECTUAL DATA. IT REQUIRES INSTALLERS OF AN STC TO HAVE PERMISSION FROM THE STC HOLDER TO USE THE STC.

Field Approvals NOW FINALLY WE ARE AT WERE WE WANT TO BE FIELD APPROVALS.

DEFINITION: Field Approval:
ONE OF THE MEANS THE FAA USES TO APPROVE TECHNICAL DATA FOR MAJOR REPAIRS OR MAJOR ALTERATIONS. TECHNICAL DATA SO APPROVED BECOMES “TECHNICAL DATA APPROVED BY THE ADMINISTRATOR” FIRST LETS GET A DEFINITION OF FIELD APPROVALS UNDER OUR BELT. THIS IS NOT AN OFFICIAL FAA DEFINITION BECAUSE THE USE OF “FIELD APPROVALS” IS NOT ADDRESSED IN THE FAR BUT I AM SURE, THIS DEFINITION COMES PRETTY CLOSE TO THE MARK.. A FIELD APPROVAL IS THE GRANTING OF FAA APPROVAL FOR A MAJOR REPAIR OR MAJOR ALTERATION BY AN FAA AVIATION SAFETY INSPECTOR (AIRWORTHINESS) LOCATED AT A FLIGHT STANDARDS DISTRICT OFFICE, BY EITHER EXAMINING DATA SUPPLIED BY AN APPLICANT, PHYSICAL INSPECTION OR TESTING OF THE AIRCRAFT OR COMPONENT TO BE REPAIRED OR ALTERED, OR APPROVING THE DATA FOR MULTIPLE INSTALLATION ON THE SAME MAKE AND MODEL AIRCRAFT BY THE SAME MODIFIER.

Field Approval Facts Not found in the FARs Policy only
FAA Airworthiness Inspector sign Block 3 of FAA Form 337 NOW LETS LOOK AT SOME FIELD APPROVAL FACTS LIKE I MENTION JUST A FEW MINUTES AGO “FIELD APPROVALS” ARE NOT MENTION IN THE FEDERAL AVIATION REGULATIONS, THEY ARE COVERED UNDER FAA POLICY ONLY! AND IT TAKES AN FAA AIRWORTHINESS INSPECTOR TO SIGN BLOCK 3 OF The FORM 337 WHICH “APPROVES” THE DATA , OR INSTALLATION FOR A MAJOR REPAIR OR ALTERATION.

Field Approval Facts There are 2 kinds of field approvals: 1. Examination of Data only! “Approves” acceptable data for major repairs/major alterations. THERE ARE THREE KINDS OF FIELD APPROVALS THE MOST COMMON IS WHEN AN A MECHANIC BRINGS IN ACCEPTABLE DATA FOR THE FAA INSPECTOR TO APPROVE BY SIGNING BLOCK 3 OF THE FORM 337 FOR A MAJOR REPAIR OR MAJOR ALTERATIONS

FIELD APPROVAL FACTS 2. Physical inspection, demonstration, or testing of the repair or alteration. THE SECOND KIND OF FIELD APPROVAL IS BY PHYSICAL INSPECTION,. DEMONSTRATION OR TESTING OF THE REPAIR OR ALTERATION. FOR EXAMPLE, AN IA PERFORMING AN ANNUAL INSPECTION ON A CHEROKEE 140 AND FINDS THAT THE AIRCRAFT HAS THE WRONG ENGINE IN THE AIRPLANE (WRONG MODEL NUMBER). CHECKING THE RECORDS THE IA FINDS THAT THE ENGINE HAS BEEN IN THE AIRPLANE FOR 8 YEARS AND HAS 1100 HOURS ON IT----THIS WOULD BE A EXAMPLE OF AN ALTERATION THAT HAS BEEN THOROUGHLY FLIGHT TESTED AND I FOR ONE WOULD BE VERY COMFORTABLE WITH SIGNING BLOCK 3 APPROVING THE ALTERATION BY PHYSICAL TESTING---HOWEVER, I WOULD LIKE TO TALK WITH THE IA WHO PERFORMED THE LAST ANNUAL INSPECTION.

Notice You are not entitled to a Field Approval even if the Form 337 is “perfect.” NOW HERE IS AN INTERESTING PIECE OF INFORMATION. YOU ARE NOT ENTITLED TO A FIELD APPROVAL EVEN IF THE FORM 337 YOU PRESENT TO THE FAA INSPECTOR IS PERFECT.

Why Not? 1. Field Approvals are policy only and are not regulatory. 2. Authority to grant a field approval rests on the FAA A/W Inspector alone ! THE REASON IS THIS: THE GRANTING OF FIELD APPROVALS IS NOT COVERED UNDER THE REGULATIONS, IT IS POLICY ONLY. AND THE APPROVAL RESTS ON THE FAA AIRWORTHINESS INSPECTOR’S SHOULDERS ALONE. THE INSPECTOR MAKES THE DECISION, NOT HIS OR HER’S SUPERVISOR, REGION, OR WASHINGTON THE INSPECTOR DECIDES YES OR NO. AND THAT INSPECTORS DECISION RESTS ON THE FACT THAT HE OR SHE HAS BEEN TRAINED IN GRANTING FIELD APPROVALS, AND IS AUTHORIZED TO GRANT FIELD APPROVALS, HAS THE KNOWLEDGE, TRAINING, BACKGROUND, AND EXPERIENCE IN THE AREA WHICH THE PROPOSED FIELD APPROVAL IS ADDRESSING. IF THE INSPECTOR FEELS THAT HE OR SHE IS NOT QUALIFIED, OR IS NOT COMFORTABLE THEY DO NOT HAVE TO SIGN BLOCK 3 OF THE FORM 337 EVEN IF THE 337 IS PERFECT!

Suggestion If it is denied twice--check your paper work.
If your field approval request has been denied try another inspector. If it is denied twice--check your paper work. FOR THE REASONS WE JUST MENTIONED, IF ONE INSPECTOR DOES NOT FEEL QUALIFIED TO SIGN BLOCK 3 OF FORM 337 THEN SUBMIT THE UNSIGNED FORM 337 TO ANOTHER INSPECTOR FOR APPROVAL IF THE SECOND INSPECTOR TURNS YOU DOWN YOU BETTER CHECK YOUR PAPERWORK.

What can not be field approved?
Question ? What can not be field approved? IF I HAVE NOT MENTIONED IT EARLIER YOU MUST UNDERSTAND THAT A FIELD APPROVAL IS BY ITS VERY NATURE, RESTRICTED TO BASIC, UNCOMPLICATED, REPAIRS AND ALTERATIONS. IN ORDER TO PREVENT THE FAA INSPECTOR FROM APPROVING WARP DRIVE TECHNOLOGY FOR A CESSNA 150 FAA HEADQUARTERS HAS PUT SOME RESTRICTIONS ON FIELD APPROVALS. THE FOLLOWING REPAIRS OR ALTERATIONS CANNOT BE FIELD APPROVED, YOU MUST APPLY TO FAA CERTIFICATION OFFICE FOR SOME HELP.

Installations that affect WEIGHT AND BALANCE:
Increase in gross weights. Major changes in C.G. range. Changes in maximum speeds, such as stall, never exceed, maneuvering speed. Change in service ceiling. THE FAA CANNOT FIELD APPROVE INCREASES IN GROSS WEIGHT EMPTY WEIGHT BUT NOT GROSS WEIGHT. NO MAJOR CHANGES IN CENTER OF GRAVITY RANGE. A MAJOR CHANGE DEPENDS ON THE AIRCRAFT---FOR EXAMPLE A TWO INCH PLUS OR MINUS CHANGE ON A BOEING 747 WOULD HARDLY BE NOTICED AND WOULD BE CONSIDERED MINOR, BUT A TWO INCH CHANGE ON A ROBINSON R-22 HELICOPTER IS MAJOR. NO FIELD APPROVALS FOR ANY REPAIR OR ALTERATION THAT HAS A NEGATIVE IMPACT ON STRUCTURAL INTEGRITY, FLIGHT OR GROUND HANDLING.

Installations that affect: STRUCTURAL STRENGTH
CHANGES TO PRIMARY STRUCTURES AS IDENTIFIED IN AC DAMAGE TOLERANCE AND FATIGUE EVALUATION OF STRUCTURE. SUBSTITUTION OF ENGINE, PROPELLER, ROTOR OR AIRFRAME PRIMARY STRUCTURE MATERIALS

Installations that affect: RELIABILITY
Changes to manifolding, air induction, engine cowling, or baffles that affect engine cooling or carburetor heat. Changes to basic engine or propeller design, controls, and operating limitations.

Installations that affect: RELIABILITY
Changes to engine/propeller adjustments and settings that affect power output. Modifications to approved avionics such as change to software, environmental performance, wire shielding, manufacturer’s operating limitations.

Installations that affect: OPERATIONAL CHARACTERISTICS
CHANGES OR RELOCATION OF HYDRAULIC, OIL, FUEL, SYSTEMS AND EQUIPMENT THAT AFFECT THE AIRCRAFT’S STRUCTURAL INTEGRITY, FLIGHT, GROUND HANDLING OR INCREASES NOISE.

CHANGES THAT AFFECT STATIC OR DYNAMIC BALANCE, THE CONTOUR, OR WEIGHT OF MOVEABLE FLIGHT CONTROLS. CHANGES TO CONTROL TRAVEL OR DIRECTION OF MOTION.

CHANGES IN BASIC DIMENSIONS OR EXTERNAL CONFIGURATION OF THE AIRCRAFT. INSTALLATION OF STRUCTURES OR APPLIANCES TO THE EXTERIOR, SUCH AS NIGHT SUN, SPRAY EQUIPMENT ETC TO ROTOR-CRAFT ONLY.

CHANGES TO FLIGHT CRITICAL ELECTRICAL/ELECTRONIC SYSTEMS (E.G. FADEC, FLY BY WIRE ETC.) CHAANGES THAT AFFECT AIRCRAFT PERFORMANCE, DRAG, RPM, OR MUFFLER.

CHANGES AFFECTING NOISE OF FLIGHT CHARACTERISTICS. EXTERNAL LIGHTS, SKIS, BASKETS ON ROTOR-CRAFT. CHANGES TO LANDING GEAR AND RELATED COMPONENTS.

CHANGES THAT AFFECT: AIRWORTHINESS
RELOCATION OF EXTERNAL FUEL AND BATTERY VENTS. CHANGES TO ON BOARD LOX GENERATING SYSTEMS. MAJOR DEVIATION TO STC OR EXTERNAL CRITICAL ACCESS DOORS,

CHANGES TO OIL, HYDRAULIC, PNEUMATIC, FUEL LINES ON SYSTEMS THAT WOULD HAVE AN EFFECT ON OPERATION AND FLAMMABILITY. CHANGES IN FIXED FIRE EXTINGUISHER OR DETECTOR SYSTEMS THAT MAY HAVE AN EFFECT ON SYSTEM RELABILITY.

CHANGES THAT INCLUDE THE SUBSTITUTION OF ENGINE/APU/ PROPELLER MATERIALS THAT MIGHT AFFECT STRUCTURAL INTEGRITY, LIGHTING PROTECTION, FLIGHT CHARACTERISTICS, INCLUDING THE SUBSTITUTION OF FASTNERS. ANY OTHER COMPLEX SPECIAL PROCESS.

CHANGES THAT AFFECT: CRASHWORTHINESS
CHANGES TO THE STRUCTURE, EQUIPMENT, CABIN INTERIORS ETC. CHANGES TO INCREASE THE SEATING CAPACITY, EXCLUDING SPORT PARACHUTING. CHANGES IN MATERIALS THAT AFFECT FIRE PROTECTION.

NO HEADS UP DISPLAY, TCAS, AUTOPILOT, FLIGHT DATA RECORDER, GPWS, EFIS SYSTEMS, TERRAIN AWARENESS AND WARNING SYSTEMS, EMERGENCY VISION ASSURANCE SYSTEM. CHANGES THAT ALTER DYNAMIC COMPONENTS OF ROTOR-CRAFT.

CHANGES TO TSO, ADs, ETOPs EQUIPMENT, OR PRESSURIZATION. ALTERATIONS TO PASSENGER CARRYING AIRCRAFT TO AN ALL-CARGO,OR COMBI CONFIGURATION.

FIELD APPROVALS THAT REQUIRE FAA ENGINEERING INPUT:
SUBSTITUTION OF PARTS CERAMIC COATINGS WELDING OF PROPELLERS ALTERNATIVE MEANS OF COMPLYING WITH AD. USE OF SYNTHETIC RESIN GLUES IN THE FAA INSPECTOR’S HANDBOOK THE FOLLOWING ITEMS ARE SPECIFICALLY CALLS OUT ITEMS THAT REQUIRE FAA ENGINEERING APPROVAL. THEY ARE: SUBSTITUTION OF PARTS CERAMIC COATINGS WELDING OF PROPELLERS ALTERNATIVE MEANS OF COMPLYING WITH AN AD USE OF SYNTHETIC RESIN GLUES.

NEW MAGNESIUM OR CHROME APPLICATIONS NEW WELDING OR BRAZING PROCESSES USE OF SYNTHETIC COVERINGS NEW MAGNESIUM OR CHROME APPLICATION, ANY NEW WELDING OR BRAZING PROCESSES OR USE OF SYNTHETIC COVERINGS.

ANY CHANGE TO A REQUIRED AIRCRAFT INSTRUMENT SYSTEM NO SPECIFICALLY AUTHORIZED BY A BULLETIN, FAA ORDER OR AN AC. INITIAL INSTALLATION OF A LITTER SYSTEM. CHANGES TO EMERGENCY EXITS. CHANGES TO THE TC PASSENGER SEATING CONFIGURATION.

INCOMPLETE INSTALLATIONS
AIRCRAFT WITH INCOMPLETE OR PIECEMEAL INSTALLATIONS CAN BE APPROVED FOR RETURN TO SERVICE IF THE FOLLOWING HAS BEEN ACCOMPLISHED: NOW LET’S LOOK AT WHAT HAPPENS WHEN THE OWNER WANT TO FLY THE AIRCRAFT AND YOU HAVEN’T FINISHED THE JOB YET. NOT TO WORRY YOU CAN APPROVE AN AIRCRAFT FOR RETURN TO SERVICE WITH AN INCOMPLETE INSTALLATION IF YOU OBSERVE THE FOLLOWING:

THE ALTERATION DATA HAS BEEN FAA APPROVED THE INCOMPLETE INSTALLATION WILL NOT AFFECT THE SAFE OPERATION OF THE AIRCRAFT FIRST LET’S GET AN UNDERSTANDING GOING HERE THAT MAJOR REPAIRS MUST BE FINISHED BECAUSE YOU ARE RETURNING THE AIRCRAFT BACK TO ITS ORIGINAL TYPE DESIGN CONDITION. SO INCOMPLETE INSTALLATIONS ONLY DEAL WITH ALTERATIONS. SO MAKE SURE THAT THE DATA FOR THE MAJOR ALTERATION HAS BEEN FAA APPROVED. SECOND MAKE A DETERMINATION THAT THE INCOMPLETE INSTALLATION WILL NOT AFFECT THE SAFE OPERATION OF THE AIRCRAFT. FOR EXAMPLE IF YOU PUT A LEADING EDGE CUFF ON ONE WING AND NOT, I DON’T THINK APPROVING IT FOR RETURN TO SERVICE IS A GOOD IDEA.

THE EQUIPMENT INSTALLED IS DEACTIVATED AND PLACARDED TO PREVENT USE WEIGHT AND BALANCE RECORDS ARE CURRENT MAINTENANCE RECORDS ENTRY MADE AND SIGNED OFF NEXT MAKE SURE THAT THE EQUIPMENT INSTALLED IS DEACTIVATED AND PLACARDED TO PREVENT USE----MAKE SURE THAT WEIGHT AND BALANCE RECORDS ARE CURRENT AND THAT ALL MAINTENANCE RECORD ENTRIES ARE MADE AND SIGNED OFF.

INCOMPLETE INSTALLATION
OPERATOR IS ADVISED OF THE STATUS OF THE EQUIPMENT INSTALLED. WHEN THE INSTALLATION IS COMPLETED A CONFORMITY INSPECTION MAY BE REQUIRED. MAKE SURE THE OPERATOR IS ADVISED OF THE STATUS OF THE EQUIPMENT INSTALLED AND TELL THE OWNER THAT WHEN HE BRINGS THE AIRCRAFT BACK TO FINNISH THE INSTALLATION A CONFORMITY INSPECTION MAY BE REQUIRED

HERE IS SOMETHING NEW FROM THE PEOPLE WHO BROUGHT YOU ADs

FIELD APPROVAL FOR MAJOR ALTERATIONS ADDITIONAL REQUIREMENTS
MECHANICS MUST SUBMIT INSTRUCTIONS FOR CONTINUED AIRWORTHINESS. IN OTHER WORDS HOW ARE YOU GOING TO MAINTAIN THE ALTERATION FOR THE REST OF THE TIME IT IS ON THE AIRCRAFT.

FIELD APPROVAL FOR MAJOR ALTERATIONS
THE FAA INSPECTOR “ACCEPTS” THE INSTRUCTIONS FOR CONTINUED AIRWORTHINESS ONLY. THE ICA’S SHOULD BE COMPLETE ENOUGHT SO THE ALTERATIONS IS MAINTAINED IN AN AIRWORTHY CONDITION, INCLUDE REPLACEMENT OF PARTS.

INSTRUCTIONS FOR CONTINUING AIRWORTHINESS
MAKE IT EASY ON YOURSELF---USE THE FAA ICA CHECKLIST REMEMBER: THE ICA IS NOT FOR THE FAA’S BENEFIT BUT TO HELP THE NEXT MECHANIC WHO MUST INSPECT OR MAINTAIN THE MAJOR ALTERATION THAT YOU INSTALLED.

Helpful Hints for Field Approval
HERE ARE 10 HELPFUL HINTS FOR GETTING YOUR FIELD APPROVAL APPROVED.

1. Check out the Form 337 Did you read the fine print on the Form?
Have you read AC G Instructions for completing FAA Form 337? Hint: (Check appendix B of Part 43) 1. CHECK OUT THE FORM 337 READ THE FINE PRINT ON THE FORM , THE FINE PRINT SAYS WHAT TO DO WITH WEIGHT AND BALANCE INFORMATION AND IF YOU DON’T TURN THE 337 INTO THE FAA YOU MIGHT GET YOUR OWN $1000 A CIVIL PENALTY. THE FAA AC G TELLS YOU HOW TO FILL OUT ALL THE BLOCKS OF THE BY THE WAY NOT FILLING IN ALL THE BLOCKS IS THE MAJOR REASON WHY THE FAA OFFICE RETURNS 337 TO MECHANICS. AND YOU CAN CHECK OUT APPENDIX B OF PART 43 FOR SOME OTHER WORDS OF WISDOM.

2. IS IT MAJOR OR MINOR? Make a determination if the repair or alteration is major or minor. Hint: (Check Appendix A of Part 43 or ask the 3 questions) 2. HELPFUL HINT DETERMINE IF YOUR REPAIR OR ALTERATION IS MAJOR OR MINOR YOU CAN CHECK APPENDIX A OF PART 43, OR ASK THE LOCAL FSDO FOR SOME HELP OR ASK YOURSELF THE 3 QUESTIONS IF THE REPAIR OR ALTERATION FAILS IS SAFE FLIGHT POSSIBLE, ANY DANGER TO THE CREW OR PASSENGERS, CAN YOU LAND SAFELY?

3. SEE THE FAA FIRST! Do NOT cut metal, splice wire, or install equipment until you received the Field Approval! 3. FILL OUT THE 337 FORM BUT DO NOT SIGN IT, DO NOT CUT METAL, CUT WIRE OR INSTALL EQUIPMENT UNTIL YOU GET THE FIELD APPROVAL NEVER COME TO THE FSDO AND ASK THEM TO APPROVE A MAJOR REPAIR OR ALTERATION AFTER YOU DONE IT ITS UNPROFESSIONAL

4. FIND OUT WHAT THE FAA WANTS OR NEEDS
Talk TO the FAA Inspector about the major repair or alteration you are planning. Find out what data the inspector needs to see! 4 FIND OUT WHAT THE FAA WANTS EACH INSPECTOR HAS A DIFFERENT AVIATION BACKGROUND SOME MIGHT HAVE DONE A MILLION SIMILAR INSTALLATIONS WHEN THEY WERE WORKING IN THE REAL WORLD. ANOTHER INSPECTOR MIGHT BE LOOKING AT YOUR FIELD APPROVAL WITH BRAND NEW EYES. SO HE MIGHT NEED MORE DATA THAN THE FIRST INSPECTOR.

5. BE REASONABLE ! Allow a reasonable time period for the approval. Hint: (30 days is Reasonable) ALLOW AN REASONABLE TIME PERIOD FOR A FIELD APPROVAL--30 DAYS IS A REASONALBLE TIME MAYBE NOT REASONABLE FOR YOU BUT 30 DAYS IS THE REASONABLE TIME PERIOD THAT BUSINESS OPERATES UNDER, IT IS THE TIME PERIOD WHAT WE PAY OUR BILLS TO, SO 30 DAYS SHOULD WORK FOR FIELD APPROVALS.

6. Gather your Data: Check the type Certification rules.
PART 23 or CAR 3 PART 25 or CAR 4 AC B or 2A Documents, photos, processes. Hint: Are they current? 6 GATHER YOUR DATA REMEMBER YOUR DATA MUST MEET THE TYPE CERTIFICATION REQUIREMENTS THAT THE AIRCRAFT OR COMPONENT PART WAS BUILT TO AND MAKE SURE THAT THE REFERENCE DATA IS CURRENT.

7. CAN THE FAA UNDERSTAND WHAT YOU WANT TO DO?
Format your data in a reasonable straight forward manner. Hint: Does your data, repair or alteration conflict with other alterations or repairs? 7 I CANNOT TELL YOU THE NUMBER OF TIMES I HAD TO CALL IA AND REPAIR STATIONS AND ASK THEM WHAT THE HECK DO THEY WANT TO DO LOTS OF References----NO REAL WORDS ON WHAT THEY WANT TO DO------KIND OF LIKE A LOT OF SIZZLE BUT NO STEAK!

8. HOW SECURE IS SECURE ? Have you looked at the aircraft’s structural requirements? Can a new piece of equipment stay where you put it? Hint: See Chapter 1 of AC A on how to work up design loads. 8 HOW SECURE IS SECURE? IS THIS NEW PART OR REPAIR OR ALTERATION GOING TO STAY WHERE YOU PUT IT? THE NEXT QUESTION IS CAN YOU PROVE THAT IT WILL STAY WHERE YOU PUT IT? CHECK ON CHAPTER 1 OF AC A FOR ADDITIONAL INFORMATION TO WORK UP DESIGN LOADS ON EQUIPMENT.

9. Are you building any hazards into the aircraft?
Structurally? Operationally? Are the parts used PMA-TSO approved? 9 ARE YOU BUILDING ANY HAZARDS INTO THE AIRCRAFT? STRUCTURALLY? OPERATIONALLY? AND ARE THOSE PARTS YOU ARE INSTALLING ARE THEY FAA APPROVED?

10. GETTING IT APPROVED SUBMIT A COMPLETED BUT UN-SIGNED FAA FORM 337 TO THE FAA. SUGGEST THAT A COVER LETTER THAT DESCRIBES THE REPAIR OR ALTERATION IN DETAIL IS ATTACHED TO THE 337. 10 GETTING IT APPROVED YOU HAVE TO SUBMIT A COMPLETED BUT UN-SIGNED FAA FORM 337 TO THE FAA THE FOLLOWING SUGGESTION IS NOT Mandatory BUT I BELIEVE THAT IT A MARK OF A PROFESSIONAL THAT A COVER LETTER SHOULD BE ATTACHED TO THE FORM 337 THAT DESCRIBES THE REPAIR OR ALTERATION THIS CUTS OUT THE DE-CODING TIME THE FAA INSPECTOR HAS TO SPEND WITH YOUR FIELD APPROVAL

MY STARS AND GARDERS ITS BEEN APPROVED ! ! !
BUT WHAT DO YOU REALLY HAVE ? NOW YOU GOT THE FIELD APPROVAL SIGNED-----BUT WHAT DO YOU REALLY HAVE??????????????????????????????

You have one of three Kinds of Field Approvals
1. Data approval 2. Approval by physical inspection or testing 3. Data approval for multiple repairs or alterations YOU HAVE ONE OF THREE KINDS OF FIELD APPROVAL THE MOST COMMON IS DATA APPROVAL FOR A MAJOR REPAIR OR MAJOR ALTERATIONS IN WHICH ACCEPTABLE DATA IS APPROVED BY THE FAA YOU COULD HAVE A FIELD APPROVAL BASED ON PHYSICAL INSPECTION OR FLIGHT TESTING OR YOU MIGHT HAVE THE POOR MAN’S STC AS I CALL THE FIELD APPROVAL FOR MULTIPLE ALTERATIONS OR REPAIRS ON LIKE MAKE AND MODEL AIRCRAFT IF DONE MY THE ORIGINAL MODIFIER

DON’T FORGET, YOU GET TO SHARE THE BLAME!
The Form 337 still needs the conformity statement signed and the approval for return to service block checked, as well as the aircraft’s maintenance records completed. LIKE THE SAYING GOES, THE JOB IS NOT OVER UNTIL THE PAPERWORK IS DONE JUST BECAUSE THE FAA SIGNED BLOCK 3, DOES NOT MEAN THAT THE FORM 337 IS COMPLETE THE MECHANIC WHO DOES THE WORK, AND THE IA, REPAIR STATION , OR AIR CARRIER, MUST APPROVE IT FOR RETURN TO SERVICE.

A completed Form 337 1 - goes to the owner/operator 1 - to the FAA within 48 hours A fuel tank in the baggage or Cabin 1 - to the FAA written 48 hours 1 - stays in the cockpit/cabin A COMPLETED FORM ONE GOES TO THE OWNER THE OTHER TO THE FAA WITH IN 48 HOURS WHEN DOES THE 48 HOURS BEGIN WHEN IT IS APPROVED FOR RETURN TO SERVICE. IF YOU INSTALLED A FUEL TANK NIT HE BAGGAGE OR PASSENGER COMPARTMENT OUR FRIENDS IN CUSTOMS AND ED WOULD LIKE TO GIVE A COPY TO THE FAA, ONE MORE TO THE OWNER, OPERATOR, AND DISPLAY ONE IN THE CABIN OR COCKPIT.

FORM 337 RECORD KEEPING REQUIREMENTS
FAA FORM 337 FOR MAJOR REPAIRS IS KEPT FOR 1 YEAR. FAA FORM 337 FOR MAJOR ALTERATION IS KEPT FOREVER (REF: ) THE RECORD KEEPING REQUIREMENTS FOR FAA FORM 337 ARE NOT THE SAME FOR A MAJOR REPAIR OR A MAJOR ALTERATION. MAJOR REPAIRS FORM 337 ARE ONLY REQUIRED TO BE KEPT FOR 1 YEAR-----OBVIOUSLY OWNERS AND OPERATORS KEEP THEM LONGER BUT SECTION REQUIRES ONLY ONE YEAR THE SAME SECTION REQUIRES THAT MAJOR ALTERATIONS BE KEPT FOREVER BY THE OWNER, AND IF THE AIRCRAFT IS SOLD THE RECORDS GO WITH THE NEW OWNER. THE REASONING BEHIND THIS DUEL REQUIREMENT IS IF A MECHANIC PERFORMS A MAJOR REPAIR, HE PUT THE AIRCRAFT OR PART BACK TO ITS ORIGINAL CONDITION MAINTAINED THE STATUS QUO---AND THE NEXT ANNUAL INSPECTION SHOULD ENSURE THAT IT WAS CORRECTLY PERFORMED WHILE ON THE OTHER HAND A MAJOR ALTERATION IS A CHANGE TO THE TYPE DESIGN ---SO IT WOULD BE A GOOD IDEA TO KEEP ALL THE DATA ON THAT CHANGE FOREVER.

Summary: -Major Repair --returns it to its original type design.
Major Alteration--alters the type Design. Data is required. Acceptable / Approved Data. DON’T FORGET A MAJOR REPAIR RETURNS THE PART OR AIRCRAFT BA CK TO ITS ORIGINAL TYPE DESIGN A MAJOR ALTERATIONS ALTERS THE TYPE DESIGN FOR ANY REPAIR OR ALTERATION YOU MUST HAVE DATA--THE FAA FROWNS ON ANY MECHANIC USING THE WAG SYSTEM ACCEPTABLE DATA SUCH AS MAINTENANCE MANUALS, SERVICE BULLETINS, AND PART 121 AND 135 MANUALS ARE CONSIDERED ACCEPTABLE DATA AND CAN BE USED FOR ALL KINDS OF REPAIRS AND ALTERATIONS EXCEPT MAJOR REPAIRS AND MAJOR ALTERATIONS. APPROVED DATA SUCH AS AD, STC INFORMATION, DER APPROVED DATA, ETC CAN BE USED FOR BOTH MINOR AND MAJOR REPAIRS AND ALTERATIONS.

Summary: AC 43.13-1B “Approved Data” Appropriate to the product
Applicable to the repair Not contrary to MFR.DATA Chapter/page/ paragraph YOU CAN USE GOOD OLD AC B AS APPROVED DATA IF THE “REPAIR” IS APPROPRIATE TO THE PRODUCT, APPLICABLE TO THE REPAIR, NAOT CONTRARY TO MFR. DATA AND THE CHAPTER, PAGE AND PARAGRAPH WHERE YOU FOUND THE INFORMATION.

SUMMARY: UNAPPROVED DATA S. T. C. PROCESS FIELD APPROVAL PROCESS
WE COVERED UNAPPROVED DATA SUCH AS CATALOGS, NEWS LETTERS AND ILLUSTRATED PARTS MANUALS. WE LOOKED AT THE STC PROCESS AND SAW ALL THE SAFEGUARDS THAT THE FAA PUTS IN TO INSURE THAT THE AIRCRAFT OR COMPONENT PART IS AIRWORTHY. AND WE LOOKED AT THE FIELD APPROVAL PROCESS AND THE THREE KINDS OF FIELD APPROVAL.

Remember: Just be cause you are born to do the job doesn’t mean you can forget about safety.

MAJOR REPAIRS AND MAJOR ALTERATIONS
THE END THANKS FOR PARTICIPATING WELL, WE GOT THROUGH IT, WITHOUT PUTTING YOU OR ME TO SLEEP, I HOPE THIS PRESENTATION HAS GIVEN YOU THE INFORMATION YOU NEED TO WORK MAJOR REPAIRS AND MAJOR ALTERATIONS, AND HAS CLEARED UP ANY MISCONCEPTIONS DEALING WITH STC AND FIELD APPROVALS. THANKS FOR PARTICIPATING

MAJOR REPAIRS MAJOR ALTERATIONS WELCOME TO THE FAA PRESENTATION ON “ALL YOU WANTED TO KNOW ABOUT MAJOR REPAIRS---MAJOR ALTERATIONS!”

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