Block Lesson Six

Course Instructions

We have found people learn in different ways. Some learn better by reading the material themselves, others by watching a video. Throughout our Blocks we have the course set up in two different ways;

The first is a video you can watch with text to speech. The video is an MP4 which is not interactive. There is no capability to link anything. That being said, any part that requires you to interact with, you will need to find the link in the text, or watch another video further down the page.

The second part is set up with text you can read with all FARs and documents linked to the FAA’s website. Everything is interactive. When it is time to interact with the FAA’s website, or watch another video the capability is there for you.

You can choose which way you would like to precede.

NOTE: Each block covers specific FAR information in chronological order, and it is recommended that you work through them in that order. However, you are free to work through them in any order you wish. These Block Lessons are FREE to anyone to read, and work through as often as you would like, all year round. The course can also be used as a TRAINING TOOL so that everyone in your organization is following the same processes.

If you would like to use this course to meet the 8 hours of learning required by FAR 65.93, you are required to complete ALL 8 blocks of Learning, and then take the Final Quiz. About 65% of the questions on the Quiz can be found in these block lessons, the rest you should know. Some of the questions on the quiz can only be answered by going through the course. The Quiz consists of 96 questions and you will need 70% to pass. If you don’t pass the quiz the first time, you will be able to take the Quiz again at any time. Once you start the Quiz you can pause it at any time, in order to search for information on the FAAs website, or review one of our Block Lessons. Once you have completed the Quiz and received at least 70% correct, you will be able to print a certificate to then submit to the FAA.

At the end of Block 6 there will be a video, you can watch or read the reference material there. There will also be questions on the quiz related to the narrative on these material.

Block Lesson Six Will Cover

FAR 43.1, Maintenance Applicability
FAR 43.2, Overhaul
FAR 43.3, Authorized Maintenance Persons
FAR 43.5, Approval for Return to Service
FAR 43.7, Authorized Persons for Approval
FAR 43.9, Maintenance records entry
FAR 43 Appendix B, Recording Major Repairs & Alterations
AC 43-210A Procedures for Approval of Data for the Performance of Major Repairs and Major Alterations
Form 337 Field Approval with Instructions for Continued Airworthiness

Block Lesson Six Video

Inspection Authorization Refresher Training

FAR 43.1 is undoubtedly the most important set of regulations in the FARs for an IA, because it defines the rules under which an IA must perform.

FAR 43.1 specifically requires that to perform under FAR 43 the aircraft must have a U.S. Airworthiness Certificate.

It also states that FAR 43 does Not apply to any aircraft with an Experimental Airworthiness Certificate, such as Amateur Built, unless the aircraft was issued a different certificate before. This would be the case, where an aircraft originally issued a Standard Certificate, was then issued an Experimental Certificate while operating with a new system installed to show compliance with the FARs.

Again, for an IA to accomplish anything on an aircraft it must have a U.S. Airworthiness Certificate issued to it by the FAA.

Of note is that FAR 43.1 does not require that the aircraft be registered.

FAR 43.2 is very important to an IA.

Note that is FAR ends in an even number while most FARs are odd numbered. The FAA issues even numbers to FARs where a situation serious enough warrants a new FAR. Even numbered FARs were issued after the Federal Aviation Act of 1958 went into effect. Prior to FAR 43.2 there were no legal definitions of the terms overhauled and rebuilt. Mechanics would endorse aircraft logbooks and records with all types of descriptions causing confusion, especially in the case of components subject to mandatory overhaul times or cycles.

The basic concept is to properly describe the maintenance performed so as to create a legitimate audit trail, which is the essential function of an IA, to be an auditor. For anything to be referred to as overhauled, it must have been disassembled, cleaned, inspected, repair appropriately, reassembled, and then tested in accordance with FAA approved standards and specifications. Therefore, if an IA finds a logbook statement that a component was overhauled, it is expected that it has met this criteria. To confirm it an IA need only determine the efficacy of the overhaul data used and how the final airworthiness was determined. The logbook entry need only use the word overhaul to bind the endorser legally. The word rebuilt essentially means the same thing as overhauled, except that the final limits must comply with those of a new component as manufactured. What is critical is that only the FAA approved manufacturer may rebuild components, and only those components they are approved to manufacture. They can’t rebuild someone else’s product.

FAR 43.3 is very important to an IA because it details those persons who are authorized to perform maintenance, rebuilding, and alterations relative to IA functions.

When an IA reviews logbook records as a part of an Annual or Progressive inspection for example, it is critical to determine if the person endorsing the record was legally authorized to do it. A good example would be persons certifying NDT functions. These persons must be properly trained and licensed for their endorsements to be legal. They must meet specific training requirements such as ASNT TC1A, or other FAA approved training. They must operate within the parameters of their recorded training, and they must be supervised by a higher level person who has certified them. Certainly processes also fall under these requirements such as welding, heat treating and the like. This FAR also details who is authorized to rebuild products.

FAR 43.5 is very important to an IA

FAR 43.5 is very important to an IA because it details how to approve a product for return to service after maintenance has been performed. It specifically requires that a maintenance record entry be endorsed into the product’s records in accordance with FAR 43.9. It also mandates the use of the FAA Form 337 when applicable. It also mandates that any changes to operating limitations be appropriately recorded such as revising the Weight and Balance Report.

FAR 43.7 details those persons who are authorized to approve components and products for return to service after maintenance.

This important again for an IA to assure, when reviewing logbook entries, that the person taking responsibility for signing is actually authorized to do it.

FAR 43.9 is critical to an IA.

FAR 43.9 details what maintenance records are required to be made and how. Every maintenance record entry is required to have an accurate description of the work performed. This can be a lengthy description in some cases, or it can use only one word such as overhauled. In any case, the requirement is that the description be enough detail that someone not familiar with the work can read the entry and determine what was done. Anything less is not a legal entry.

If the word repair is used, there must be a complete and accurate detailing of what was repaired, how it was repaired to include all of the parts and materials used, and if needed to be tested. It is always acceptable to reference service manuals, FAA AC 43.13-1B, or other FAA accepted data, but the specific data must be referenced, not just the publication itself. FAR 43.9 also requires that a FAA Form 337 be executed if the repair or alteration was either a major repair or major alteration, in compliance with FAR 43, Appendix B.

FAR 43, Appendix B is very important to an IA.

This Appendix details how a Form 337 is to be executed, when, and how it should be dispositioned. In short, IA has no involvement in creating a Form 337 unless IA actually performed the work described on it. In the case of Major Alterations, a Form 337 is always required. In the case of Major Repairs accomplished only be a FAA certificated Repair Station, a Form 337 is not required, but a signed copy of the station workorder must be provided to the owner of the aircraft. While an IA has no responsibility for sending copies of Form 337 to the FAA if someone else did the work, an IA should always take a copy of anything an IA signs. There also is no requirement for an IA to maintain any records of Form 337 unless those records will be used to renew IA certificate.

FAA AC 43.9-1E Advisory Circular

FAA AC 43.9-1E Advisory Circular is important to an IA because it describes everything anyone needs to know about FAA Form 337. One element that arises periodically is the use of Form 337 to approve for return to service spare parts where they will be placed in stock for later installation. This would include items for exchange or parts such as flight controls to be re-skinned by a person, but installed by another person. In these cases the blocks indicating the aircraft owner and aircraft registration are left blank until the person actually installs the item on a given aircraft. IA may approve these Form 337s with these blocks left blank.

Form 337 Field Approval with
Instructions for Continued Airworthiness

We have created this video to provide an example of how to properly proceed with a Form 337 Field Approval with Instructions for Continued Airworthiness. While watching the video all the links for the items discussed can be found throughout this webpage.

Video Form 337 Field Approval with Instructions for Continued Airworthiness

Video Detailing how to proceed with Form 337 Field Approval with Instructions for Continued Airworthiness

Major Repair or Major Alteration ICA

One of the largest problems for FAA Inspectors and aircraft owners and their maintenance providers is the development of Instructions for Continued Airworthiness, or ICA when performing a Major Alteration in accordance with a FAA Field Approval.

In a majority of cases submitted to the FAA for approval, the ICA is not correctly developed, or is missing from the Form 337 as an Attachment. The FAA will reject the Form 337 causing operating delays for the aircraft owner, and creating, in many cases, a hostile situation which could have been avoided if done right.

Advisory Circular 43-210a covers the complete development of Major Alteration Field Approvals, including the development of ICA starting with paragraph 5. In Figure 5-1 of this AC, there is a template describing the “16” items required to be addressed on the ICA to be attached to the Form 337 for FAA approval.

The Form 337, is approved by the FAA in Block 3 while the ICA is accepted by the FAA unless another FAR is involved. If you follow the AC you’ll never get into trouble!

Developing a Project

The best course of action is to develop a Project Checklist that will detail exactly how the new panel project will proceed. This can be reviewed with the appropriate FAA person to whom you will ultimately submit the Form 337 and ICA. Getting input at the beginning will save you much heartache later! The AC will help you as well!

CESSNA INSTRUMENT PANEL PROJECT
1962 C182E

1. EXISTING INSTRUMENT PANEL(S)

The existing instrument panel actually consists of three (3) individual panels: Pilot, Co-Pilot, and Pilot-side sub-panel (“panels”). The Pilot panel is shock-mounted to protect installed gyro instruments and is attached to the two (2) upper shock mounts and attached directly to the lower structure. The Co-Pilot and Pilot sub-panels are not shock-mounted and merely attached to the sub-structure. Covering both Pilot and Co-Pilot panels are plastic overlays attached using Velcro to the underlying aluminum panels. The center structure between the Pilot and Co-Pilot panels accommodate the installation of radio and associated avionics equipment. (See photographs)

Inspection of the three (3) panels reveals they are 2024T3 Alclad aluminum .063 thick with an anodic protective coating. The panels are further described the Cessna C182E Illustrated Parts Catalog (“IPC”), Figure 53.

2.PROPOSED INSTRUMENT PANEL REVISION

A.Remove all existing overlays, instruments, and radio/avionics equipment.

B.Remove all three (3) existing panels exposing the underlying frame structure. (See photographs)

C.Overlay Plexiglas sheets over the Pilot and Co-Pilot underlying structure to indicate where instrument positions are available without any underlying interference. (See photographs)

D.Purchase an appropriate amount of 2024T3 Alclad .063 thick sheet aluminum to specification QQ-A-250/5 receiving appropriate material certifications. (Ref. Cessna Structural Repair Manual (“SRM”) ATA 51-30-00, section 2.

E.Using the completed Plexiglas overlays, fabricate each of the three (3) panels from the purchased material.

F.The completed three (3) panels will be powder-coated using Tiger Drylac Polyester TGIC, #38/30033, Boysenberry color with a matte finish, compliant with AAMA 2604. (Ref. https//www.tiger-coatings.com/us/products-specifications/tiger-drylacr-products#/show/38-30033)

G.Reattach the three (3) panels back onto the existing frame structure as were the original panels except the Pilot panel to use AN515B8R20 brass screws in the shock mounts per the IPC, Figure 53, item 44, and reinstall the instruments, radios and avionics as required per the Cessna C182E Service Manual, any revised equipment to be added through the Supplemental Type Certificate (“STC”) process, and any other components considered “Minor” as defined in Federal Aviation Regulations (“FAR”) Part 1 and Part 21.93, and Part 43, Appendix A.

3.ADVISORY CIRCULAR REFERENCES

AC 23-27 - Parts and Materials Substitution for Vintage Aircraft

AC 43-210A - Standardized Procedures for Obtaining Approval of Data Used in the Performance of Major Repairs and Major Alterations - Change 1

AC 20-62E - Eligibility, Quality, & Identification of Aeronautical Replacement Parts

AC 43-18 - Fabrication of Aircraft parts by Maintenance Personnel

AC 43.13-1B (par. 4-22 pars a&b) Acceptable Methods, Techniques, and Practices - Aircraft Inspection and Repair [Large AC. This includes Change 1.]

AC 43.13-2B (pars. 106, 113, 114, 201, 202, 203, 1100, 1103) Acceptable Methods, Techniques, and Practices - Aircraft Alterations

Completing the Project

In this training block is an example of a proper ICA and Form 337. You will see how the Form 337 is approved by the FAA in Block 3, and how the alteration is described in Block 8. Then view the Instructions for Continued Airworthiness and you will see why the ICA was necessary for continued maintenance and inspection.

NOTE 1:

Instructions for Continued Airworthiness is usually only required when an alteration is not already covered by FAA-approved data. An STC does not require any additional FAA approval if the STC directly applies to the specific aircraft involved list on the STC. STCs are required to contain ICA so a separate ICA is not required. In this case the Form 337 need only reference the STC.

Block 8 Form 337 Major Alteration

8. Description of Work Accomplished

(If more space is required, attach additional sheets. Identify with aircraft nationality and registration mark and date work completed.)

CESSNA 182E 182XXXXX

N12345 03/15/2021

Nationality and Registration Date

1.EXISTING INSTRUMENT PANEL(S)

The existing instrument panel actually consists of three (3) individual panels: Pilot, Co-Pilot, and Pilot-side sub-panel (panels). The Pilot panel is shock-mounted to protect installed gyro instruments and is attached to the two (2) upper shock mounts and attached directly to the lower structure. The Co-Pilot and Pilot sub-panels are not shock-mounted and merely attached to the

sub-structure. Covering both Pilot and Co-Pilot panels are plastic overlays attached using Velcro to the underlying aluminum panels. The center structure between the Pilot and Co-Pilot panels accommodate the installation of radio and associated avionics equipment.(See photographs)

2.PROPOSED INSTRUMENT PANEL REVISION

A.Remove all existing overlays, instruments, and radio/avionics equipment.

B.Remove all three (3) existing panels exposing the underlying frame structure. (See photographs)

C.Overlay Plexiglas sheets over the Pilot and Co-Pilot underlying structure to indicate where instrument positions are available without any underlying interference. (See photographs)

D.Obtain 2024T3 Alclad .063 thick sheet aluminum to specification QQ-A-250/5 with appropriate material certifications. (Ref. Cessna Structural Repair Manual (SRM) ATA 51-30-00, section 2.

E.Using the completed Plexiglas overlays, fabricate each of the three (3) panels from the material in D.

F.The completed three (3) panels to be powder-coated using Tiger Drylac Polyester TGIC, #38/30033, Boysenberry color with a matte finish, compliant with AAMA 2604. (Ref. https//www.tiger-coatings.com/us/products-specifications/tiger-drylacr-products#/show/38-30033)

G.Reattach the three (3) panels back onto the existing frame structure as were the original panels, except the Pilot panel to use AN515B8R20 brass screws in the shock mounts per the IPC, Figure 53, item 44, and reinstall the instruments, radios and avionics as required per the Cessna C182E Service Manual, any revised equipment to be added through the Supplemental Type Certificate

(STC) process, and any other components consideredMinoras defined in Federal Aviation Regulations (FAR) Part 1 and Part 21.93, and Part 43, Appendix A.

INSTRUCTIONS FOR CONTINUED AIRWORTHINESS

A/C Make: Cessna Model: 182 S/N: 182XXXXX Reg.#: N12345 Revision: O Date: 03/15/2021.

This sixteen-item checklist of Instructions for Continued Airworthiness (ICA), to comply with FAA Handbook Bulletin for Airworthiness (HBAW 98-18 Dated October 7, 1998), are applicable to the aircraft listed above.

1.Introduction

Fabricate each of the three (3) cockpit instrument panels to replace the original panels to accommodate the installation of modern radio and avionics equipment.

2.Description:

Remove all existing overlays, instruments, and radio/avionics equipment. Remove all three (3) existing panels exposing the underlying frame structure. Inspect the Pilot and Co-Pilot underlying structure to indicate where instrument positions are available without any underlying interference. Use 2024T3 Alclad .063 thick sheet aluminum to specification QQ-A-250/5. (Ref. Cessna Structural Repair Manual (“SRM”) ATA 51-30-00, section 2. The completed three (3) panels will be powder-coated after laser hole cutting using Tiger Drylac Polyester TGIC, #38/30033, Boysenberry color with a matte finish, compliant with AAMA 2604. (Ref. https//www.tiger-coatings.com/us/products-specifications/tiger-drylacr- products#/show/38-30033) Using the original fasteners, reattach the three (3) panels back onto the existing frame structure as were the original panels except the Pilot panel to use AN515B8R20 brass screws in the shock mounts per the IPC, Figure 53, item 44, and reinstall the instruments, radios and avionics as required per the Cessna C182E Service Manual D138-1-13, any revised equipment to be added through the Supplemental Type Certificate (“STC”) process, and any other components considered “Minor” as defined in Federal Aviation Regulations (“FAR”) Part 1 and Part 21.93, and Part 43, Appendix A.

3.Control:

No special controls.

4.Servicing information:

No special servicing required.

5.Maintenance Instructions:

Scratches in the panels may be brush-repaired with Tiger Drylac Polyester TGIC, #38/30033, Boysenberry color with a matte finish, compliant with AAMA 2604

6.Trouble shooting information:

No special troubleshooting required.

7.Removal and replacement information:

The Cessna C182E Service Manual D138-1-13 of the latest revision, sections 16 and 17.

8.Diagrams:

The Cessna C182E Service Manual D138-1-13 of the latest revision, sections 16 and 17.

9.Special inspection requirements:

Insure that panel attachments are secure during any required inspection.

10.Application of protective treatments:

Scratches in the panels may be brush-repaired with Tiger Drylac Polyester TGIC, #38/30033, Boysenberry color with a matte finish, compliant with AAMA 2604

11.Data:

2024T3 Alclad .063 thick sheet aluminum to specification QQ-A-250/5 (Ref. Cessna Structural Repair Manual (“SRM”) ATA 51-30-00, section 2. Tiger Drylac Polyester TGIC, #38/30033, Boysenberry color with a matte finish, compliant with AAMA 2604. (Ref. https//www.tiger-coatings.com/us/products- specifications/tiger-drylacr-products#/show/38-30033). AN515B8R20 brass screws in the shock mounts per the IPC, Figure 53, item 44. Refer to specific STC equipment installation data as required. AC 23-27, AC 43-210A, AC 20-62, AC 43-18, (to the current revisions), AC 43.13-1B (par. 4-22 pars a&b), AC 43.13- 2B (pars. 106, 113, 114, 201, 202, 203, 1100, 1103).

12.List of special tools:

No special tools required.

13.For commuter category aircraft:

Not applicable.

14.Recommended overhaul periods:

No recommended overhaul periods.

15.Airworthiness Limitation Section:

No airworthiness limitations.

16.Revision:

A letter will be submitted to the local FSDO with a copy of the revised FAA Form 337 and revised ICA. The FAA inspector accepts the change by signing Block 3 and including the following statement: “The attached revised/new Instructions for Continued Airworthiness (date) for the above aircraft or component major alteration have been accepted by the FAA, superseding the Instructions for Continued Airworthiness (date). “ Once the revision has been accepted, a maintenance record entry will be made, identifying the revision, its location, date of the Form 337.

Creating a Template

Using Plexiglas™, cut a piece the size of the new panel and lay it over the revealed panel structure attaching it with the original fasteners. Looking now through the Plexiglas you can see where the structure is relative to where you want to install the new instruments to assure they will not interfere with either the structure or perhaps the yoke. Using a Sharpie™, carefully outline where the new instruments will be installed. Now cut the holes in the Plexiglas.

Lay the Plexiglas™ over the new panel and scribe the hole outlines. You are now ready to get the panel holes cut. They can be laser-cut, hand-cut, or any other method that will be appropriate. After the panel holes are cut, attach the new panel to the structure just to assure everything is correct. Remember, “Measure twice, cut once!”

Plexiglas™ Overlay & Color Coating

If the new panel checks out, apply whatever color coating you want assuring that coating complies with a published specification. Don’t “rattle-can” paint the panel! There are numerous coatings available such as Powder Coating, etc. Once the panel is properly coated, you will need to address any placards required by the Certification Basis of the aircraft (CAR3/FAR23), the Aircraft Flight Manual, any Ads, etc. These can be applied by various methods such as Silk Screen, Dymotape™, or any other method as long as they are in the correct location according to CAR3/FAR23, legible, and cannot be “…easily erased or become illegible.”

NOTE 2:

Do not try to put everything on this Form 337, which is just for the new panel. This example only addresses the fabrication of the new panel, not what instruments will be installed. (That should take another Form 337). Any original instruments reinstalled will not require FAA approval. You can reference the FAA AC43.13-2B chapter on relocating instruments. The installation of Garmin™ instruments are all covered by STCs. (See Note 1)

Completed Project

Lastly, you may have to obtain specific structural data from the aircraft manufacturer. In many cases you may have to have input from a DER. Make sure you research everything and develop a Project Checklist.

Use AC 43-210a as a guide.

When your project is completed it can look like this and will be FAA approved!

End of Block Lesson Six

Now you have finished Block Six, and may review the remaining blocks in any order you would like. After reviewing all 8 blocks of learning, you are ready to take the quiz. I hope you have enjoyed this lesson and have learned something that will help you and keep you out of trouble with the FAA.

Thank you for taking our Online Inspection Authorization Refresher Training Seminar!