Hi, I was talking with a long time aviator here in Canada and he
told me all certified aircraft engine parts used for amateur built
aircraft have to have all original tracking number obliterated
before install . WOW !
Steve Carlisle
Steve I'm not sure your getting good info? I'd have to double check
w/ the local inspector but I've not heard of having to do this (in
Canada), we certainly haven't on the a/c we're building.
Fwiw Jarrett Johnson (Also Canadian)
I fly a couple of certified experimental's with numbers. It could be some
people don't want anything traceable back to them and remove all their
numbers.
John Gibbons
(opposite end of Steve's rock)
John, okay, so a certified aircraft engine, all numbers intact, could be
removed from a certified aircraft, the engine placed into a amateur
built aircraft, and run and maintained under those rules, and then one
day be installed back into a certified, with no record of it's
alternative life. Just trying to understand how the DOT can track that
use, or not !
Steve Carlisle (at the better end of the ROCK !)
when you pull an engine you SHOULD log it in the air frame and
power plant logs, the power plant logs should go with the engine
anywhere it goes if its installed in an amateur built its no longer
certed. and it was logged as removed from air frame. so before it could
but put back on to a certified aircraft it would have to go out for an
over haul to return it to as manufactured condition (i work in the
aircraft component's repair industry), no if some one say didnt log the
fact it was installed in an experimental and knowingly re installed on a
certified aircraft they could go to jail for that and fines all that fun
stuff.
VB Limits
Guys, as I understand it I can take the certified engine/prop off of my
experimental and place it back on a Seneca I where it came from. Even
without complete logs, by installing it I am certifying that it is
Airworthy. Which means that I have checked the parts, made sure no
non-certified parts are on it, all parts that are on it appear to be
airworthy. I can put it on the plane, test it and sign the log book with
my A&P number and all is good as far as the FAA is concerned.
Some interesting facts:
As as A&P I can replace the entire tail section of your certified
airplane with one from the factory or another airplane, but to replace
the skin on the rudder I have to have an IA sign off on it. I can
replace the engine with one just like it from a donor plane, but to
overhaul the one you have I have to have an IA sign off on it.
I can take your landing gear off completely and replace them with new
factory legs or ones from a donor aircraft, but to replace the gear
brackets technically requires a 337 and again an IA signoff.
If I have the TCDS and a data plate for any airplane, an A&P can build
the entire plane and it will be certified and airworthy. All he has to
do is use the right parts and AC 43.13
There are more rules like this, lots of them.
Basically, an A&P can install anything with a data plate that meets your
TCDS and it will be airworthy.
By signing his name and cert number, he is certifying that the plane is
airworthy at the time he signed it.
And, if you crash the FAA goes to 2 people first- the last A&P that
worked on the plane and the CFI that gave you your last BFR.
And the lawyers are in the car behind the FAA.
Kevin Alderman
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