equipment tags and 8130-3's

Checkout_my_Six said:
how about posting the AD number in question....most all ADs will list the affected SNs.
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I don't have it -- my client does. Had to do with turbochargers on a GTSIO-520 on a Cessna 421. But we definitely had to identify who did the overhaul and when, and we found that on the 8130-3. Furthermore, the data tag on the unit was hidden from view without removing various components from the engine, and it took a combination of the log entry and the 8130-3 to confirm the manufacturer's identity as well as the overhaul information. So, we were darn glad the previous owner saved the 8130-3.
 
Checkout_my_Six said:
how about posting the AD number in question....most all ADs will list the affected SNs.
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IF serialized usually that is the case.


Many ADs are against parts that are not serialized. Exhaust valves, fuel selector cams, fuel strainer standpipes etc etc.
 
bnt83 said:
IF serialized usually that is the case.


Many ADs are against parts that are not serialized. Exhaust valves, fuel selector cams, fuel strain standpipes etc etc.
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ya but.....Ron is talking about a serialized turbocharger. :rolleyes:
 
Checkout_my_Six said:
ya but.....Ron is talking about a serialized turbocharger. :rolleyes:
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I hate those ADs that do not give you enough information to determine applicability. pointing to an SB is fine, but it needs to be attached and archived at the FAA and easily accessible. There are some oldies out there on carburetors that stink to research.
 
Checkout_my_Six said:
ya but.....Ron is talking about a serialized turbocharger. :rolleyes:
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Yeah, one he doesn't know the serial number of, so he really doesn't know If the -3 is the right one.

Neither did the FAA dufus, do you believe they would except the -3 with out checking the unit for ?
 
Ron Levy said:
If it wasn't, the A&P who did the installation lied in the log entry about the work done.
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and you and I know.....that's another issue that could be dealt with. :yes::goofy:

separate from the -3.....SNs need to be logged as part of the install.

14CFR 43 addresses what's required for the log book entry.....I'll let you do your thang and look it up. ;)
 
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bnt83 said:
For those I go a step farther. Replaced part name part # serial # --- Overhauled, Repaired, Tested, Inspected ----by shop name, CRS # on w/o#. Reference 8130-3, CofC etc tracking #XXXXX dated xxxx.

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Note that while this was sufficient in the past, I would endeavor to maintain a TIME IN SERVICE on all parts. The FAA passed a onerous AD on Macaulay props a while back with a TIS limit. If you can't document the actual TIS (not just the time since overhaul), your prop is unairworthy.
 
Ron Levy said:
If it wasn't, the A&P who did the installation lied in the log entry about the work done.
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How so?

You've said you can not see the S/N of the turbo. How do you know the card you are holding isn't the one from the prior turbo?
 
flyingron said:
Note that while this was sufficient in the past, I would endeavor to maintain a TIME IN SERVICE on all parts. The FAA passed a onerous AD on Macaulay props a while back with a TIS limit. If you can't document the actual TIS (not just the time since overhaul), your prop is unairworthy.
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There should be two entries that would tell you that. The first one in the prop log, and one in the airframe log.
 
flyingron said:
Note that while this was sufficient in the past, I would endeavor to maintain a TIME IN SERVICE on all parts. The FAA passed a onerous AD on Macaulay props a while back with a TIS limit. If you can't document the actual TIS (not just the time since overhaul), your prop is unairworthy.
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Which one was that? Was it recent? Cessna 152?

For transport category stuff, a call to the OEM usually gets you a work around by assigning the fleet leader's times and cycles to the component. That may or may not be worthwhile.
 
Tom-D said:
There should be two entries that would tell you that. The first one in the prop log, and one in the airframe log.
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If you're lucky, but that isn't always the case. A lot of guys got snagged when props were switched between engines/airframes.

There's no regulatory requirement for a separate airframe and propeller log either.
 
bnt83 said:
Which one was that? Was it recent? Cessna 152?

For transport category stuff, a call to the OEM usually gets you a work around by assigning the fleet leader's times and cycles to the component. That may or may not be worthwhile.
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Nope, it is the controllable prop that shows up on things like older Bonanzas and Navions. I don't have the AD number off the top of my head, my plane (fortuately or not) has always had hartzells on it.
 
43.9 Content, form, and disposition of maintenance, preventive maintenance, rebuilding, and alteration records (except inspections performed in accordance with part 91, part 125, §135.411(a)(1), and §135.419 of this chapter).
(a) Maintenance record entries. Except as provided in paragraphs (b) and (c) of this section, each person who maintains, performs preventive maintenance, rebuilds, or alters an aircraft, airframe, aircraft engine, propeller, appliance, or component part shall make an entry in the maintenance record of that equipment containing the following information:

(1) A description (or reference to data acceptable to the Administrator) of work performed.

(2) The date of completion of the work performed.

(3) The name of the person performing the work if other than the person specified in paragraph (a)(4) of this section.

(4) If the work performed on the aircraft, airframe, aircraft engine, propeller, appliance, or component part has been performed satisfactorily, the signature, certificate number, and kind of certificate held by the person approving the work. The signature constitutes the approval for return to service only for the work performed.

There is nothing in this rule that prevents any one from writing a book about what was done. Adding the serial numbers and W/O number and by who, is important info, and in my humble opinion should be there.
 
With my instrument checkride happening in the next couple months that motivated me to finalize my planes maintenance documentation. On my private I had to dig through a rentals folders and find a reoccuring AD and make sure it was satisfied... something that should of taken 2 mins took me 15.

So here's what I have. I went from 10 categories to 8, labeled each logbook with dates covered and further organized things like STCs, receipts and the -3s. In the end I think it's a system that will work and anyone interested in seeing the logs could pick this folder up and get up to speed fairly quick. Now the -3s I just put in a sleeve in the very back... so if someone needs them they can dig through it. But other than that everything is nicely put together and it took me 30 seconds to find the reoccuring ADs and find the appropriate log entry showing they were checked and completed on the last annual.

Here's some pictures of it all.
 

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Looks sharp.

I keep the original Equipment List (and revisions) and any Weight & Balance reports in there too. Copies are kept in the airplane. That way it should never get lost.

Same goes for the Airplane Flight Manual Supplements.
 
bnt83 said:
Looks sharp.

I keep the original Equipment List (and revisions) and any Weight & Balance reports in there too. Copies are kept in the airplane. That way it should never get lost.
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Yup, tab2 is the current W&B and all the old ones as well. I have a photocopy of the current one in the plane as well.
 
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