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Re: Rudder cable extentions
Ken and guys,
The case of the turnbuckle may be very simple, which I am sure it is. I am sure if you check the parts manual you will find a turnbuckle by part number with out a dash number and that is fine. The second dash number is the length and if it isn’t called out you can use any length to obtain the proper rigging.
Here is where the problem comes in not to pick on anyone, but to share experiences. An aircraft comes in for an annual inspection I check the flight control cables and find a turnbuckle or bolt that I haven’t seen before. I check the IPM and find a part number and look it up. The IPM does not match the part installed in the aircraft. Now I have to make a discussion.
I write the part up as a discrepancy because I don’t know what type of part it is. This happens with bolts all the time. I will find the local hardware grade 8 bolt installed instead of an AN-4. The bolt fits the hole, but does not meet the IPM or drawing by part number. The aircraft is unairworthy because the aircraft does not meet its type design. This is where FAR 21.31 and 21.303 comes in to play.
As an A&P/IA I cannot sign off an inspection and say the aircraft is airworthy if I cannot identify the parts installed as being the proper ones. To be airworthy the aircraft has to meet its type design and be in a condition of safe operation. Type design is making sure all the parts are PMA, OEM, TSO, owner produced according to technical data approved by the manufacture and so no. All parts should be traceable to a source (it all most impossible to trace hardware). All hardware has a stamp on the head such as AN, MS, SPS and so no other parts are stamped TSO and PMA. This becomes very important to me as I am signing off and aircraft saying it is airworthy (meets it type design and safe condition for flight) putting my lively hood on the line each time.
Aviation has always been a very honest place to work. However over the years some not all owner install stuff that is not quite right and if something goes wrong the first person to blame is the IA. This has made many of us IA’s very careful about who’s aircraft we work on.
For myself I like having the owner involved in the annual inspection. This way I can show the owner what to check thru out the year. I still do the inspection, but the owner can perform some of the work under my supervision. I am having a hard time paying for liability insurance I am now required to protect myself with just incase something should happen. I long for the old days before all the bogus hardware and fake parts started showing up. I have been bit by bogus parts (hardware) that failed. I guess what I am trying to say is know your source and the people you work with.
From what I have read you guys are straight up. Thanks for putting up with me.
Stache
Ken and guys,
The case of the turnbuckle may be very simple, which I am sure it is. I am sure if you check the parts manual you will find a turnbuckle by part number with out a dash number and that is fine. The second dash number is the length and if it isn’t called out you can use any length to obtain the proper rigging.
Here is where the problem comes in not to pick on anyone, but to share experiences. An aircraft comes in for an annual inspection I check the flight control cables and find a turnbuckle or bolt that I haven’t seen before. I check the IPM and find a part number and look it up. The IPM does not match the part installed in the aircraft. Now I have to make a discussion.
I write the part up as a discrepancy because I don’t know what type of part it is. This happens with bolts all the time. I will find the local hardware grade 8 bolt installed instead of an AN-4. The bolt fits the hole, but does not meet the IPM or drawing by part number. The aircraft is unairworthy because the aircraft does not meet its type design. This is where FAR 21.31 and 21.303 comes in to play.
As an A&P/IA I cannot sign off an inspection and say the aircraft is airworthy if I cannot identify the parts installed as being the proper ones. To be airworthy the aircraft has to meet its type design and be in a condition of safe operation. Type design is making sure all the parts are PMA, OEM, TSO, owner produced according to technical data approved by the manufacture and so no. All parts should be traceable to a source (it all most impossible to trace hardware). All hardware has a stamp on the head such as AN, MS, SPS and so no other parts are stamped TSO and PMA. This becomes very important to me as I am signing off and aircraft saying it is airworthy (meets it type design and safe condition for flight) putting my lively hood on the line each time.
Aviation has always been a very honest place to work. However over the years some not all owner install stuff that is not quite right and if something goes wrong the first person to blame is the IA. This has made many of us IA’s very careful about who’s aircraft we work on.
For myself I like having the owner involved in the annual inspection. This way I can show the owner what to check thru out the year. I still do the inspection, but the owner can perform some of the work under my supervision. I am having a hard time paying for liability insurance I am now required to protect myself with just incase something should happen. I long for the old days before all the bogus hardware and fake parts started showing up. I have been bit by bogus parts (hardware) that failed. I guess what I am trying to say is know your source and the people you work with.
From what I have read you guys are straight up. Thanks for putting up with me.
Stache
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