Hi Ed,
Comments interspersed below.
I'm not, of course, a mechanic.
WRB
On Jun 29, 2010, at 14:47, [email protected] wrote:
All materials, parts, systems and equipment installed in certified
aircraft must be FAA Approved to earn a Type Certificate.
This is the truth, but our average non-mechanic (if there be such) on
TECH might not know it is not the "whole truth". Aircraft certified
prior to the existence of the FAA were CAA, etc. "approved" to
then-applicable CAR-3 or 4a standards.
That approved type design must be maintained or changes must be FAA
approved for the aircraft to be airworthy.
Earlier designs, such as the Ercoupe (et al) were produced under CAR-3
or 4a approval. Such standards (see A-718 and A-787) were much less
stringent in terms of airworthiness. Those standards, for the most
part, are "grandfathered" and almost all modern products exceed in
longevity and accuracy those no longer manufactured.
I believe (personal opinion) few any longer dispute that a non-TSO
engine gauge can be replaced with another non-TSO engine gauge with a
log book entry by a properly certificated professional under current
regulations. Where once knowledge was the criteria, today both
professional pride and courage is required. Some mechanics will do it
and some won't. This seems largely dependent upon their
"relationship" with the local FSDO. Just as there is a difference
between a government of laws and a government of men, the "culture of
today's FAA is more one of men (and their ceaseless pursuit of ever
more power) and not of regulations (which take time and effort to
change).
I believe a great majority of mechanics live and practice their
profession in constant fear of the FAA. This is not an unreasonable
fear, inasmuch as their license is genuinely at risk should they ever
alienate anyone at their FSDO. They believe the single "safe" decision
is never to allow or sign off "minor alterations" they know FAA
representatives want (but do not have) jurisdiction over (and would
reject if they did). The "bottom line, is that these "professionals"
represent the FAA, or the best interests of their shop; as opposed to
the aircraft owner that hires them.
The remaining "professionals" know and understand that they represent
the best interest(s) of the person that signs the check paying for
their work. I believe until the end of the seventies, a great majority
of mechanics were in this category. I believe the continuing decline
of general aviation in in what once was an "air minded" nation the
predictable result of such professional and philosophical changes. The
fun of owning and flying aircraft has plunged even as associated costs
have soared. All the "airport kids" have been fenced out.
Upholstery products must comply with flammability requirements.
As Jay stated, AC 43.13-1B, Sect. 4 is useful in determining products
appropriate to a CAR-3 airframe currently operated under Part 91. An
Advisory Circular, however, is just that. Advisory. Each "bit of
information" represents one, but not the only, approach "acceptable to
the Administrator" in achieving or maintaining "airworthiness". None,
by definition, are a "requirement".
This article references the Federal Aviation Regulations (FARs). FAR
25.853 is applicable to large airplanes. Similar airworthiness
standards apply to other aircraft: FAR 23.853 applies to small
airplanes, FAR 27.853 applies to small helicopters, and FAR 29.853
applies to large helicopters. These airworthiness standards are
available on the FAA web site.
Most of these are likely more confusing than useful to Linda in
achieving meaningful dialogue with her mechanic as to whether or not
she can install leather between the instrument panel and the
windshield.
Ercoupes subsequent to the 415-C were certificated with plastic panel
overlays of Vinylite. A Union Carbide copolymer of vinyl chloride and
vinyl acetate trademarked in 1930 and later the standard material of LP
records, it would seem relatively hazardous in terms of flammability,
release of airborne toxins and tendency to spread flaming melting drops
to clothing and carpeting.
I agree with you (I think) the bar isn't very high (in terms of the
fire safety of leather) to equal or exceed ;<)
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