That's not the concern of the mechanic performing a repair away from home. All s/he is certifying is that "the work performed on the aircraft, airframe, aircraft engine, propeller, appliance, or component part has been performed satisfactorily, ... The signature constitutes the approval for return to service only for the work performed." Anything beyond that is not that mechanic's problem -- only that of the owner/pilot who then flies the plane. The issue then of how to find out about an emergency AD issued this morning is no different on the road than at home, and the question of whether or not the mechanic who does the repair away from home has an AD database is irrelevant.
That's a pretty obscure case, but I suppose that what you're saying is a mechanic has to know when it's necessary to check for AD's which directly affect the work s/he is performing. But what we're talking about here is recurring inspection AD's, and that's just not the concern of a mechanic doing a repair on an aircraft for a pilot who stops in and says, "I need this fixed to get home."
In that regard, the pilot is always responsible for any AD's issued. For owner/pilots, we rely on our IA's preparation of the AD compliance list at annual time, and direct notification from the FAA about any new AD's between annuals. For renters, it's a matter of trust in the FBO/flight school/club from which we rent the plane.
Have I missed something? It seems for the scenario I presented the question remains unanswered as of yet. Assume Part 91, non-owner pilot out for a joyride in a borrowed (not rented) aircraft.
I think what he is getting at is that in 135 you don't need licensed dispatchers.
But you made a blanket statement that dispatch is responsible.
True, but the 135 certificate holder will be held equally responsible along with the pilot.
In that situation, the pilot is responsible for ensuring airworthiness before flight. If there's a need for unscheduled maintenance during the trip, the pilot is responsible for making sure the mechanic who does it makes and signs the appropriate log entry (or if the logbook isn't available, provides a sticky to put in the log later). In theory, it's also that pilot's responsibility if an emergency AD is issued requiring immediate compliance before any further flight, but that's an awfully unusual situation about which I wouldn't lose any sleep.
There is no need for you as a nonowner pilot to check for new AD's before each flight as long as you trust the aircraft owner, who will be notified by the FAA in a timely manner if a new AD is issued, to contact you appropriately quickly if one comes out. And if you don't trust the owner, you probably shouldn't be flying his/her plane in the first place.
WRT "need". Are you implying the FARs are to be ignored in determining airworthiness vis a vis AD compliance? So the owner has been duly notified but he was not able to provide that information to the pilot in a timely manner.
I guess I'm not seeing how that happens. Are you saying the owner receives an AD requiring compliance in the near term but is completely unable to reach the pilot before that time runs out? Where are you -- the middle of the African jungle? But yes, if it does, the pilot is technically in violation of 91.7 if s/he flies the plane past the compliance period.
FARs apply to aircraft of US registry. No mention is made of waiving the responsibility depending on location of said aircraft. There are large tracts of land in, say the American southwest where it is near impossible to establish timely communications. Actually, any back country environment would fill the bill.
I was talking about being incommunicado so the owner couldn't reach you, not out of the jurisdiction so the FAA couldn't violate you.