[Code of Federal Regulations]
[Title 14, Volume 1]
[Revised as of January 1, 2006]
From the U.S. Government Printing Office via GPO Access
[CITE: 14CFR43.17]
[Page 892-901]
TITLE 14--AERONAUTICS AND SPACE
CHAPTER I--FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION
PART 43_MAINTENANCE, PREVENTIVE MAINTENANCE, REBUILDING, AND ALTERATION
--Table of Contents
Sec. 43.17 Maintenance, preventive maintenance, and alterations
performed on U.S. aeronautical products by certain Canadian persons.
(a) Definitions. For purposes of this section:
Aeronautical product means any civil aircraft or airframe, aircraft
engine, propeller, appliance, component, or part to be installed
thereon.
Canadian aeronautical product means any civil aircraft or airframe,
aircraft engine, propeller, or appliance under airworthiness regulation
by the Canadian Department of Transport, or component or part to be
installed thereon.
U.S. aeronautical product means any civil aircraft or airframe,
aircraft engine, propeller, or appliance under airworthiness regulation
by the FAA, or component or part to be installed thereon.
(b) Applicability. This section does not apply to any U.S.
aeronautical products maintained or altered under any bilateral
agreement made between Canada and any country other than the United
States.
(c) Authorized persons. (1) A person holding a valid Canadian
Department of Transport license (Aircraft Maintenance Engineer) and
appropriate ratings may, with respect to a U.S.-registered aircraft
located in Canada, perform maintenance, preventive maintenance, and
alterations in accordance with the requirements of paragraph (d) of this
section and approve the affected aircraft for return to service in
accordance with the requirements of paragraph (e) of this section.
(2) A company (Approved Maintenance Organization) (AMO) whose system
of quality control for the maintenance, alteration, and inspection of
aeronautical products has been approved by the Canadian Department of
Transport, or a person who is an authorized employee performing work for
such a company may, with respect to a U.S.-registered aircraft located
in Canada or other U.S. aeronautical products transported to Canada from
the United States, perform maintenance, preventive maintenance, and
alterations in accordance with the requirements of paragraph (d) of this
section and approve the affected products for return to service in
accordance with the requirements of paragraph (e) of this section.
(d) Performance requirements. A person authorized in paragraph (c)
of this section may perform maintenance (including any inspection
required by Sec. 91.409 of this chapter, except an annual inspection),
preventive maintenance, and alterations, provided:
(1) The person performing the work is authorized by the Canadian
Department of Transport to perform the same type of work with respect to
Canadian aeronautical products;
(2) The work is performed in accordance with Sec. Sec. 43.13,
43.15, and 43.16 of this chapter, as applicable;
(3) The work is performed such that the affected product complies
with the applicable requirements of part 36 of this chapter; and
(4) The work is recorded in accordance with Sec. Sec. 43.2(a),
43.9, and 43.11 of this chapter, as applicable.
(e) Approval requirements. (1) To return an affected product to
service, a person authorized in paragraph (c) of this section must
approve (certify) maintenance, preventive maintenance, and alterations
performed under this section, except that an Aircraft Maintenance
Engineer may not approve a major repair or major alteration.
(2) An AMO whose system of quality control for the maintenance,
preventive maintenance, alteration, and inspection of aeronautical
products has been approved by the Canadian Department of Transport, or
an authorized employee performing work for such an
[[Page 893]]
AMO, may approve (certify) a major repair or major alteration performed
under this section if the work was performed in accordance with
technical data approved by the Administrator.
(f) No person may operate in air commerce an aircraft, airframe,
aircraft engine, propeller, or appliance on which maintenance,
preventive maintenance, or alteration has been performed under this
section unless it has been approved for return to service by a person
authorized in this section.
[Amdt. 43-33, 56 FR 57571, Nov. 12, 1991]
Effective Date Note: At 70 FR 40877, July 14, 2005, Sec. 43.17(a),
(c), (d), and (e)(2) were revised, effective concurrent with the date
the MIP accompanying the BASA between the United States and Canada
enters into force. For the convenience of the user, the revised text is
set forth as follows:
Sec. 43.17 Maintenance, preventive maintenance, and alterations
performed on U.S. aeronautical products by certain Canadian
persons.
(a) Definitions. For purposes of this section:
Aeronautical product means any civil aircraft or airframe, aircraft
engine, propeller, appliance, component, or part to be installed
thereon.
Canadian aeronautical product means any aeronautical product under
airworthiness regulation by Transport Canada Civil Aviation.
U.S. aeronautical product means any aeronautical product under
airworthiness regulation by the FAA.
* * * * *
(c) Authorized persons. (1) A person holding a valid Transport
Canada Civil Aviation Maintenance Engineer license and appropriate
ratings may, with respect to a U.S.-registered aircraft located in
Canada, perform maintenance, preventive maintenance, and alterations in
accordance with the requirements of paragraph (d) of this section and
approve the affected aircraft for return to service in accordance with
the requirements of paragraph (e) of this section.
(2) A Transport Canada Civil Aviation Approved Maintenance
Organization (AMO) holding appropriate ratings may, with respect to a
U.S.-registered aircraft or other U.S. aeronautical products located in
Canada, perform maintenance, preventive maintenance, and alterations in
accordance with the requirements of paragraph (d) of this section and
approve the affected products for return to service in accordance with
the requirements of paragraph (e) of this section.
(d) Performance requirements. A person authorized in paragraph (c)
of this section may perform maintenance (including any inspection
required by Sec. 91.409 of this chapter, except an annual inspection),
preventive maintenance, and alterations, provided--
(1) The person performing the work is authorized by Transport Canada
Civil Aviation to perform the same type of work with respect to Canadian
aeronautical products;
(2) The maintenance, preventive maintenance, or alteration is
performed in accordance with a Bilateral Aviation Safety Agreement
between the United States and Canada and associated Maintenance
Implementation Procedures that provide a level of safety equivalent to
that provided by the provisions of this chapter;
(3) The maintenance, preventive maintenance, or alteration is
performed such that the affected product complies with the applicable
requirements of part 36 of this chapter; and
(4) The maintenance, preventive maintenance, or alteration is
recorded in accordance with a Bilateral Aviation Safety Agreement
between the United States and Canada and associated Maintenance
Implementation Procedures that provide a level of safety equivalent to
that provided by the provisions of this chapter.
(e) * * *
(1) * * *
(2) An AMO whose system of quality control for the maintenance,
preventive maintenance, alteration, and inspection of aeronautical
products has been approved by Transport Canada Civil Aviation, or an
authorized employee performing work for such an AMO, may approve
(certify) a major repair or major alteration performed under this
section if the work was performed in accordance with technical data
approved by the FAA.
* * * * *
Appendix A to Part 43--Major Alterations, Major Repairs, and Preventive
Maintenance
(a) Major alterations--(1) Airframe major alterations. Alterations
of the following parts and alterations of the following types, when not
listed in the aircraft specifications issued by the FAA, are airframe
major alterations:
(i) Wings.
(ii) Tail surfaces.
(iii) Fuselage.
(iv) Engine mounts.
(v) Control system.
(vi) Landing gear.
(vii) Hull or floats.
[[Page 894]]
(viii) Elements of an airframe including spars, ribs, fittings,
shock absorbers, bracing, cowling, fairings, and balance weights.
(ix) Hydraulic and electrical actuating system of components.
(x) Rotor blades.
(xi) Changes to the empty weight or empty balance which result in an
increase in the maximum certificated weight or center of gravity limits
of the aircraft.
(xii) Changes to the basic design of the fuel, oil, cooling,
heating, cabin pressurization, electrical, hydraulic, de-icing, or
exhaust systems.
(xiii) Changes to the wing or to fixed or movable control surfaces
which affect flutter and vibration characteristics.
(2) Powerplant major alterations. The following alterations of a
powerplant when not listed in the engine specifications issued by the
FAA, are powerplant major alterations.
(i) Conversion of an aircraft engine from one approved model to
another, involving any changes in compression ratio, propeller reduction
gear, impeller gear ratios or the substitution of major engine parts
which requires extensive rework and testing of the engine.
(ii) Changes to the engine by replacing aircraft engine structural
parts with parts not supplied by the original manufacturer or parts not
specifically approved by the Administrator.
(iii) Installation of an accessory which is not approved for the
engine.
(iv) Removal of accessories that are listed as required equipment on
the aircraft or engine specification.
(v) Installation of structural parts other than the type of parts
approved for the installation.
(vi) Conversions of any sort for the purpose of using fuel of a
rating or grade other than that listed in the engine specifications.
(3) Propeller major alterations. The following alterations of a
propeller when not authorized in the propeller specifications issued by
the FAA are propeller major alterations:
(i) Changes in blade design.
(ii) Changes in hub design.
(iii) Changes in the governor or control design.
(iv) Installation of a propeller governor or feathering system.
(v) Installation of propeller de-icing system.
(vi) Installation of parts not approved for the propeller.
(4) Appliance major alterations. Alterations of the basic design not
made in accordance with recommendations of the appliance manufacturer or
in accordance with an FAA Airworthiness Directive are appliance major
alterations. In addition, changes in the basic design of radio
communication and navigation equipment approved under type certification
or a Technical Standard Order that have an effect on frequency
stability, noise level, sensitivity, selectivity, distortion, spurious
radiation, AVC characteristics, or ability to meet environmental test
conditions and other changes that have an effect on the performance of
the equipment are also major alterations.
(b) Major repairs--(1) Airframe major repairs. Repairs to the
following parts of an airframe and repairs of the following types,
involving the strengthening, reinforcing, splicing, and manufacturing of
primary structural members or their replacement, when replacement is by
fabrication such as riveting or welding, are airframe major repairs.
(i) Box beams.
(ii) Monocoque or semimonocoque wings or control surfaces.
(iii) Wing stringers or chord members.
(iv) Spars.
(v) Spar flanges.
(vi) Members of truss-type beams.
(vii) Thin sheet webs of beams.
(viii) Keel and chine members of boat hulls or floats.
(ix) Corrugated sheet compression members which act as flange
material of wings or tail surfaces.
(x) Wing main ribs and compression members.
(xi) Wing or tail surface brace struts.
(xii) Engine mounts.
(xiii) Fuselage longerons.
(xiv) Members of the side truss, horizontal truss, or bulkheads.
(xv) Main seat support braces and brackets.
(xvi) Landing gear brace struts.
(xvii) Axles.
(xviii) Wheels.
(xix) Skis, and ski pedestals.
(xx) Parts of the control system such as control columns, pedals,
shafts, brackets, or horns.
(xxi) Repairs involving the substitution of material.
(xxii) The repair of damaged areas in metal or plywood stressed
covering exceeding six inches in any direction.
(xxiii) The repair of portions of skin sheets by making additional
seams.
(xxiv) The splicing of skin sheets.
(xxv) The repair of three or more adjacent wing or control surface
ribs or the leading edge of wings and control surfaces, between such
adjacent ribs.
(xxvi) Repair of fabric covering involving an area greater than that
required to repair two adjacent ribs.
(xxvii) Replacement of fabric on fabric covered parts such as wings,
fuselages, stabilizers, and control surfaces.
(xxviii) Repairing, including rebottoming, of removable or integral
fuel tanks and oil tanks.
(2) Powerplant major repairs. Repairs of the following parts of an
engine and repairs of
[[Page 895]]
the following types, are powerplant major repairs:
(i) Separation or disassembly of a crankcase or crankshaft of a
reciprocating engine equipped with an integral supercharger.
(ii) Separation or disassembly of a crankcase or crankshaft of a
reciprocating engine equipped with other than spur-type propeller
reduction gearing.
(iii) Special repairs to structural engine parts by welding,
plating, metalizing, or other methods.
(3) Propeller major repairs. Repairs of the following types to a
propeller are propeller major repairs:
(i) Any repairs to, or straightening of steel blades.
(ii) Repairing or machining of steel hubs.
(iii) Shortening of blades.
(iv) Retipping of wood propellers.
(v) Replacement of outer laminations on fixed pitch wood propellers.
(vi) Repairing elongated bolt holes in the hub of fixed pitch wood
propellers.
(vii) Inlay work on wood blades.
(viii) Repairs to composition blades.
(ix) Replacement of tip fabric.
(x) Replacement of plastic covering.
(xi) Repair of propeller governors.
(xii) Overhaul of controllable pitch propellers.
(xiii) Repairs to deep dents, cuts, scars, nicks, etc., and
straightening of aluminum blades.
(xiv) The repair or replacement of internal elements of blades.
(4) Appliance major repairs. Repairs of the following types to
appliances are appliance major repairs:
(i) Calibration and repair of instruments.
(ii) Calibration of radio equipment.
(iii) Rewinding the field coil of an electrical accessory.
(iv) Complete disassembly of complex hydraulic power valves.
(v) Overhaul of pressure type carburetors, and pressure type fuel,
oil and hydraulic pumps.
(c) Preventive maintenance. Preventive maintenance is limited to the
following work, provided it does not involve complex assembly
operations:
(1) Removal, installation, and repair of landing gear tires.
(2) Replacing elastic shock absorber cords on landing gear.
(3) Servicing landing gear shock struts by adding oil, air, or both.
(4) Servicing landing gear wheel bearings, such as cleaning and
greasing.
(5) Replacing defective safety wiring or cotter keys.
(6) Lubrication not requiring disassembly other than removal of
nonstructural items such as cover plates, cowlings, and fairings.
(7) Making simple fabric patches not requiring rib stitching or the
removal of structural parts or control surfaces. In the case of
balloons, the making of small fabric repairs to envelopes (as defined
in, and in accordance with, the balloon manufacturers' instructions) not
requiring load tape repair or replacement.
(8) Replenishing hydraulic fluid in the hydraulic reservoir.
(9) Refinishing decorative coating of fuselage, balloon baskets,
wings tail group surfaces (excluding balanced control surfaces),
fairings, cowlings, landing gear, cabin, or cockpit interior when
removal or disassembly of any primary structure or operating system is
not required.
(10) Applying preservative or protective material to components
where no disassembly of any primary structure or operating system is
involved and where such coating is not prohibited or is not contrary to
good practices.
(11) Repairing upholstery and decorative furnishings of the cabin,
cockpit, or balloon basket interior when the repairing does not require
disassembly of any primary structure or operating system or interfere
with an operating system or affect the primary structure of the
aircraft.
(12) Making small simple repairs to fairings, nonstructural cover
plates, cowlings, and small patches and reinforcements not changing the
contour so as to interfere with proper air flow.
(13) Replacing side windows where that work does not interfere with
the structure or any operating system such as controls, electrical
equipment, etc.
(14) Replacing safety belts.
(15) Replacing seats or seat parts with replacement parts approved
for the aircraft, not involving disassembly of any primary structure or
operating system.
(16) Trouble shooting and repairing broken circuits in landing light
wiring circuits.
(17) Replacing bulbs, reflectors, and lenses of position and landing
lights.
(18) Replacing wheels and skis where no weight and balance
computation is involved.
(19) Replacing any cowling not requiring removal of the propeller or
disconnection of flight controls.
(20) Replacing or cleaning spark plugs and setting of spark plug gap
clearance.
(21) Replacing any hose connection except hydraulic connections.
(22) Replacing prefabricated fuel lines.
(23) Cleaning or replacing fuel and oil strainers or filter
elements.
(24) Replacing and servicing batteries.
(25) Cleaning of balloon burner pilot and main nozzles in accordance
with the balloon manufacturer's instructions.
(26) Replacement or adjustment of nonstructural standard fasteners
incidental to operations.
(27) The interchange of balloon baskets and burners on envelopes
when the basket or
[[Page 896]]
burner is designated as interchangeable in the balloon type certificate
data and the baskets and burners are specifically designed for quick
removal and installation.
(28) The installations of anti-misfueling devices to reduce the
diameter of fuel tank filler openings provided the specific device has
been made a part of the aircraft type certificiate data by the aircraft
manufacturer, the aircraft manufacturer has provided FAA-approved
instructions for installation of the specific device, and installation
does not involve the disassembly of the existing tank filler opening.
(29) Removing, checking, and replacing magnetic chip detectors.
(30) The inspection and maintenance tasks prescribed and
specifically identified as preventive maintenance in a primary category
aircraft type certificate or supplemental type certificate holder's
approved special inspection and preventive maintenance program when
accomplished on a primary category aircraft provided:
(i) They are performed by the holder of at least a private pilot
certificate issued under part 61 who is the registered owner (including
co-owners) of the affected aircraft and who holds a certificate of
competency for the affected aircraft (1) issued by a school approved
under Sec. 147.21(e) of this chapter; (2) issued by the holder of the
production certificate for that primary category aircraft that has a
special training program approved under Sec. 21.24 of this subchapter;
or (3) issued by another entity that has a course approved by the
Administrator; and
(ii) The inspections and maintenance tasks are performed in
accordance with instructions contained by the special inspection and
preventive maintenance program approved as part of the aircraft's type
design or supplemental type design.
(31) Removing and replacing self-contained, front instrument panel-
mounted navigation and communication devices that employ tray-mounted
connectors that connect the unit when the unit is installed into the
instrument panel, (excluding automatic flight control systems,
transponders, and microwave frequency distance measuring equipment
(DME)). The approved unit must be designed to be readily and repeatedly
removed and replaced, and pertinent instructions must be provided. Prior
to the unit's intended use, and operational check must be performed in
accordance with the applicable sections of part 91 of this chapter.
(32) Updating self-contained, front instrument panel-mounted Air
Traffic Control (ATC) navigational software data bases (excluding those
of automatic flight control systems, transponders, and microwave
frequency distance measuring equipment (DME)) provided no disassembly of
the unit is required and pertinent instructions are provided. Prior to
the unit's intended use, an operational check must be performed in
accordance with applicable sections of part 91 of this chapter.
(Secs. 313, 601 through 610, and 1102, Federal Aviation Act of 1958 as
amended (49 U.S.C. 1354, 1421 through 1430 and 1502); (49 U.S.C. 106(g)
(Revised Pub. L. 97-449, Jan. 21, 1983); and 14 CFR 11.45)
[Doc. No. 1993, 29 FR 5451, Apr. 23, 1964, as amended by Amdt. 43-14, 37
FR 14291, June 19, 1972; Amdt. 43-23, 47 FR 41086, Sept. 16, 1982; Amdt.
43-24, 49 FR 44602, Nov. 7, 1984; Amdt. 43-25, 51 FR 40703, Nov. 7,
1986; Amdt. 43-27, 52 FR 17277, May 6, 1987; Amdt. 43-34, 57 FR 41369,
Sept. 9, 1992; Amdt. 43-36, 61 FR 19501, May 1, 1996]
Appendix B to Part 43--Recording of Major Repairs and Major Alterations
(a) Except as provided in paragraphs (b), (c), and (d) of this
appendix, each person performing a major repair or major alteration
shall--
(1) Execute FAA Form 337 at least in duplicate;
(2) Give a signed copy of that form to the aircraft owner; and
(3) Forward a copy of that form to the local Flight Standards
District Office within 48 hours after the aircraft, airframe, aircraft
engine, propeller, or appliance is approved for return to service.
(b) For major repairs made in accordance with a manual or
specifications acceptable to the Administrator, a certificated repair
station may, in place of the requirements of paragraph (a)--
(1) Use the customer's work order upon which the repair is recorded;
(2) Give the aircraft owner a signed copy of the work order and
retain a duplicate copy for at least two years from the date of approval
for return to service of the aircraft, airframe, aircraft engine,
propeller, or appliance;
(3) Give the aircraft owner a maintenance release signed by an
authorized representative of the repair station and incorporating the
following information:
(i) Identity of the aircraft, airframe, aircraft engine, propeller
or appliance.
(ii) If an aircraft, the make, model, serial number, nationality and
registration marks, and location of the repaired area.
(iii) If an airframe, aircraft engine, propeller, or appliance, give
the manufacturer's name, name of the part, model, and serial numbers (if
any); and
(4) Include the following or a similarly worded statement--
``The aircraft, airframe, aircraft engine, propeller, or appliance
identified above was repaired and inspected in accordance with
[[Page 897]]
current Regulations of the Federal Aviation Agency and is approved for
return to service.
Pertinent details of the repair are on file at this repair station
under Order No. ------,
Date____________________________________________________________________
Signed__________________________________________________________________
For signature of authorized representative)
Repair station name) (Certificate No.)
------------------------.''
(Address)
(c) For a major repair or major alteration made by a person
authorized in Sec. 43.17, the person who performs the major repair or
major alteration and the person authorized by Sec. 43.17 to approve
that work shall execute a FAA Form 337 at least in duplicate. A
completed copy of that form shall be--
(1) Given to the aircraft owner; and
(2) Forwarded to the Federal Aviation Administration, Aircraft
Registration Branch, Post Office Box 25082, Oklahoma City, Okla. 73125,
within 48 hours after the work is inspected.
(d) For extended-range fuel tanks installed within the passenger
compartment or a baggage compartment, the person who performs the work
and the person authorized to approve the work by Sec. 43.7 of this part
shall execute an FAA Form 337 in at least triplicate. One (1) copy of
the FAA Form 337 shall be placed on board the aircraft as specified in
Sec. 91.417 of this chapter. The remaining forms shall be distributed
as required by paragraph (a)(2) and (3) or (c)(1) and (2) of this
paragraph as appropriate.
(Secs. 101, 610, 72 Stat. 737, 780, 49 U.S.C. 1301, 1430)
[Doc. No. 1993, 29 FR 5451, Apr. 23, 1964, as amended by Amdt. 43-10, 33
FR 15989, Oct. 31, 1968; Amdt. 43-29, 52 FR 34101, Sept. 9, 1987; Amdt.
43-31, 54 FR 34330, Aug. 18, 1989]
Appendix C to Part 43 [Reserved]
Appendix D to Part 43--Scope and Detail of Items (as Applicable to the
Particular Aircraft) To Be Included in Annual and 100-Hour Inspections
(a) Each person performing an annual or 100-hour inspection shall,
before that inspection, remove or open all necessary inspection plates,
access doors, fairing, and cowling. He shall thoroughly clean the
aircraft and aircraft engine.
(b) Each person performing an annual or 100-hour inspection shall
inspect (where applicable) the following components of the fuselage and
hull group:
(1) Fabric and skin--for deterioration, distortion, other evidence
of failure, and defective or insecure attachment of fittings.
(2) Systems and components--for improper installation, apparent
defects, and unsatisfactory operation.
(3) Envelope, gas bags, ballast tanks, and related parts--for poor
condition.
(c) Each person performing an annual or 100-hour inspection shall
inspect (where applicable) the following components of the cabin and
cockpit group:
(1) Generally--for uncleanliness and loose equipment that might foul
the controls.
(2) Seats and safety belts--for poor condition and apparent defects.
(3) Windows and windshields--for deterioration and breakage.
(4) Instruments--for poor condition, mounting, marking, and (where
practicable) improper operation.
(5) Flight and engine controls--for improper installation and
improper operation.
(6) Batteries--for improper installation and improper charge.
(7) All systems--for improper installation, poor general condition,
apparent and obvious defects, and insecurity of attachment.
(d) Each person performing an annual or 100-hour inspection shall
inspect (where applicable) components of the engine and nacelle group as
follows:
(1) Engine section--for visual evidence of excessive oil, fuel, or
hydraulic leaks, and sources of such leaks.
(2) Studs and nuts--for improper torquing and obvious defects.
(3) Internal engine--for cylinder compression and for metal
particles or foreign matter on screens and sump drain plugs. If there is
weak cylinder compression, for improper internal condition and improper
internal tolerances.
(4) Engine mount--for cracks, looseness of mounting, and looseness
of engine to mount.
(5) Flexible vibration dampeners--for poor condition and
deterioration.
(6) Engine controls--for defects, improper travel, and improper
safetying.
(7) Lines, hoses, and clamps--for leaks, improper condition and
looseness.
(8) Exhaust stacks--for cracks, defects, and improper attachment.
(9) Accessories--for apparent defects in security of mounting.
(10) All systems--for improper installation, poor general condition,
defects, and insecure attachment.
(11) Cowling--for cracks, and defects.
(e) Each person performing an annual or 100-hour inspection shall
inspect (where applicable) the following components of the landing gear
group:
(1) All units--for poor condition and insecurity of attachment.
(2) Shock absorbing devices--for improper oleo fluid level.
(3) Linkages, trusses, and members--for undue or excessive wear
fatigue, and distortion.
[[Page 898]]
(4) Retracting and locking mechanism--for improper operation.
(5) Hydraulic lines--for leakage.
(6) Electrical system--for chafing and improper operation of
switches.
(7) Wheels--for cracks, defects, and condition of bearings.
(8) Tires--for wear and cuts.
(9) Brakes--for improper adjustment.
(10) Floats and skis--for insecure attachment and obvious or
apparent defects.
(f) Each person performing an annual or 100-hour inspection shall
inspect (where applicable) all components of the wing and center section
assembly for poor general condition, fabric or skin deterioration,
distortion, evidence of failure, and insecurity of attachment.
(g) Each person performing an annual or 100-hour inspection shall
inspect (where applicable) all components and systems that make up the
complete empennage assembly for poor general condition, fabric or skin
deterioration, distortion, evidence of failure, insecure attachment,
improper component installation, and improper component operation.
(h) Each person performing an annual or 100-hour inspection shall
inspect (where applicable) the following components of the propeller
group:
(1) Propeller assembly--for cracks, nicks, binds, and oil leakage.
(2) Bolts--for improper torquing and lack of safetying.
(3) Anti-icing devices--for improper operations and obvious defects.
(4) Control mechanisms--for improper operation, insecure mounting,
and restricted travel.
(i) Each person performing an annual or 100-hour inspection shall
inspect (where applicable) the following components of the radio group:
(1) Radio and electronic equipment--for improper installation and
insecure mounting.
(2) Wiring and conduits--for improper routing, insecure mounting,
and obvious defects.
(3) Bonding and shielding--for improper installation and poor
condition.
(4) Antenna including trailing antenna--for poor condition, insecure
mounting, and improper operation.
(j) Each person performing an annual or 100-hour inspection shall
inspect (where applicable) each installed miscellaneous item that is not
otherwise covered by this listing for improper installation and improper
operation.
Appendix E to Part 43--Altimeter System Test and Inspection
Each person performing the altimeter system tests and inspections
required by Sec. 91.411 shall comply with the following:
(a) Static pressure system:
(1) Ensure freedom from entrapped moisture and restrictions.
(2) Determine that leakage is within the tolerances established in
Sec. 23.1325 or Sec. 25.1325, whichever is applicable.
(3) Determine that the static port heater, if installed, is
operative.
(4) Ensure that no alterations or deformations of the airframe
surface have been made that would affect the relationship between air
pressure in the static pressure system and true ambient static air
pressure for any flight condition.
(b) Altimeter:
(1) Test by an appropriately rated repair facility in accordance
with the following subparagraphs. Unless otherwise specified, each test
for performance may be conducted with the instrument subjected to
vibration. When tests are conducted with the temperature substantially
different from ambient temperature of approximately 25 degrees C.,
allowance shall be made for the variation from the specified condition.
(i) Scale error. With the barometric pressure scale at 29.92 inches
of mercury, the altimeter shall be subjected successively to pressures
corresponding to the altitude specified in Table I up to the maximum
normally expected operating altitude of the airplane in which the
altimeter is to be installed. The reduction in pressure shall be made at
a rate not in excess of 20,000 feet per minute to within approximately
2,000 feet of the test point. The test point shall be approached at a
rate compatible with the test equipment. The altimeter shall be kept at
the pressure corresponding to each test point for at least 1 minute, but
not more than 10 minutes, before a reading is taken. The error at all
test points must not exceed the tolerances specified in Table I.
(ii) Hysteresis. The hysteresis test shall begin not more than 15
minutes after the altimeter's initial exposure to the pressure
corresponding to the upper limit of the scale error test prescribed in
subparagraph (i); and while the altimeter is at this pressure, the
hysteresis test shall commence. Pressure shall be increased at a rate
simulating a descent in altitude at the rate of 5,000 to 20,000 feet per
minute until within 3,000 feet of the first test point (50 percent of
maximum altitude). The test point shall then be approached at a rate of
approximately 3,000 feet per minute. The altimeter shall be kept at this
pressure for at least 5 minutes, but not more than 15 minutes, before
the test reading is taken. After the reading has been taken, the
pressure shall be increased further, in the same manner as before, until
the pressure corresponding to the second test point (40 percent of
maximum altitude) is reached. The altimeter shall be kept at this
pressure for at least 1 minute, but not more than 10 minutes, before the
test reading is
[[Page 899]]
taken. After the reading has been taken, the pressure shall be increased
further, in the same manner as before, until atmospheric pressure is
reached. The reading of the altimeter at either of the two test points
shall not differ by more than the tolerance specified in Table II from
the reading of the altimeter for the corresponding altitude recorded
during the scale error test prescribed in paragraph (b)(i).
(iii) After effect. Not more than 5 minutes after the completion of
the hysteresis test prescribed in paragraph (b)(ii), the reading of the
altimeter (corrected for any change in atmospheric pressure) shall not
differ from the original atmospheric pressure reading by more than the
tolerance specified in Table II.
(iv) Friction. The altimeter shall be subjected to a steady rate of
decrease of pressure approximating 750 feet per minute. At each altitude
listed in Table III, the change in reading of the pointers after
vibration shall not exceed the corresponding tolerance listed in Table
III.
(v) Case leak. The leakage of the altimeter case, when the pressure
within it corresponds to an altitude of 18,000 feet, shall not change
the altimeter reading by more than the tolerance shown in Table II
during an interval of 1 minute.
(vi) Barometric scale error. At constant atmospheric pressure, the
barometric pressure scale shall be set at each of the pressures (falling
within its range of adjustment) that are listed in Table IV, and shall
cause the pointer to indicate the equivalent altitude difference shown
in Table IV with a tolerance of 25 feet.
(2) Altimeters which are the air data computer type with associated
computing systems, or which incorporate air data correction internally,
may be tested in a manner and to specifications developed by the
manufacturer which are acceptable to the Administrator.
(c) Automatic Pressure Altitude Reporting Equipment and ATC
Transponder System Integration Test. The test must be conducted by an
appropriately rated person under the conditions specified in paragraph
(a). Measure the automatic pressure altitude at the output of the
installed ATC transponder when interrogated on Mode C at a sufficient
number of test points to ensure that the altitude reporting equipment,
altimeters, and ATC transponders perform their intended functions as
installed in the aircraft. The difference between the automatic
reporting output and the altitude displayed at the altimeter shall not
exceed 125 feet.
(d) Records: Comply with the provisions of Sec. 43.9 of this
chapter as to content, form, and disposition of the records. The person
performing the altimeter tests shall record on the altimeter the date
and maximum altitude to which the altimeter has been tested and the
persons approving the airplane for return to service shall enter that
data in the airplane log or other permanent record.
Table I
------------------------------------------------------------------------
Equivalent
pressure Tolerance (feet)
mercury)
------------------------------------------------------------------------
--1,000............................. 31.018 20
0................................... 29.921 20
500................................. 29.385 20
1,000............................... 28.856 20
1,500............................... 28.335 25
2,000............................... 27.821 30
3,000............................... 26.817 30
4,000............................... 25.842 35
6,000............................... 23.978 40
8,000............................... 22.225 60
10,000.............................. 20.577 80
12,000.............................. 19.029 90
14,000.............................. 17.577 100
16,000.............................. 16.216 110
18,000.............................. 14.942 120
20,000.............................. 13.750 130
22,000.............................. 12.636 140
25,000.............................. 11.104 155
30,000.............................. 8.885 180
35,000.............................. 7.041 205
40,000.............................. 5.538 230
45,000.............................. 4.355 255
50,000.............................. 3.425 280
------------------------------------------------------------------------
Table II--Test Tolerances
------------------------------------------------------------------------
Tolerance
Test (feet)
------------------------------------------------------------------------
Case Leak Test.............................................. 3 Megahertz (MHz).
(2) For classes 1B, 2B, and 3B Mode S transponders, interrogate the
transponder and verify that the reply frequency is 1090 3 MHz.
(3) For classes 1B, 2B, and 3B Mode S transponders that incorporate
the optional 1090 1 MHz reply frequency,
interrogate the transponder and verify that the reply frequency is
correct.
(4) For classes 1A, 2A, 3A, and 4 Mode S transponders, interrogate
the transponder and verify that the reply frequency is 1090 1 MHz.
(b) Suppression: When Classes 1B and 2B ATCRBS Transponders, or
Classes 1B, 2B, and 3B Mode S transponders are interrogated Mode 3/A at
an interrogation rate between 230 and 1,000 interrogations per second;
or when Classes 1A and 2A ATCRBS Transponders, or Classes 1B, 2A, 3A,
and 4 Mode S transponders are interrogated at a rate between 230 and
1,200 Mode 3/A interrogations per second:
(1) Verify that the transponder does not respond to more than 1
percent of ATCRBS interrogations when the amplitude of P2
pulse is equal to the P1 pulse.
(2) Verify that the transponder replies to at least 90 percent of
ATCRBS interrogations when the amplitude of the P2 pulse is 9
dB less than the P1 pulse. If the test is conducted with a
radiated test signal, the interrogation rate shall be 235 5 interrogations per second unless a higher rate has
been approved for the test equipment used at that location.
(c) Receiver Sensitivity:
(1) Verify that for any class of ATCRBS Transponder, the receiver
minimum triggering level (MTL) of the system is -73 4 dbm, or that for any class of Mode S transponder the
receiver MTL for Mode S format (P6 type) interrogations is -74 3 dbm by use of a test set either:
(i) Connected to the antenna end of the transmission line;
(ii) Connected to the antenna terminal of the transponder with a
correction for transmission line loss; or
(iii) Utilized radiated signal.
(2) Verify that the difference in Mode 3/A and Mode C receiver
sensitivity does not exceed 1 db for either any class of ATCRBS
transponder or any class of Mode S transponder.
(d) Radio Frequency (RF) Peak Output Power:
(1) Verify that the transponder RF output power is within
specifications for the class of transponder. Use the same conditions as
described in (c)(1)(i), (ii), and (iii) above.
(i) For Class 1A and 2A ATCRBS transponders, verify that the minimum
RF peak output power is at least 21.0 dbw (125 watts).
(ii) For Class 1B and 2B ATCRBS Transponders, verify that the
minimum RF peak output power is at least 18.5 dbw (70 watts).
(iii) For Class 1A, 2A, 3A, and 4 and those Class 1B, 2B, and 3B
Mode S transponders that include the optional high RF peak output power,
verify that the minimum RF peak output power is at least 21.0 dbw (125
watts).
(iv) For Classes 1B, 2B, and 3B Mode S transponders, verify that the
minimum RF peak output power is at least 18.5 dbw (70 watts).
(v) For any class of ATCRBS or any class of Mode S transponders,
verify that the maximum RF peak output power does not exceed 27.0 dbw
(500 watts).
Note: The tests in (e) through (j) apply only to Mode S
transponders.
[[Page 901]]
(e) Mode S Diversity Transmission Channel Isolation: For any class
of Mode S transponder that incorporates diversity operation, verify that
the RF peak output power transmitted from the selected antenna exceeds
the power transmitted from the nonselected antenna by at least 20 db.
(f) Mode S Address: Interrogate the Mode S transponder and verify
that it replies only to its assigned address. Use the correct address
and at least two incorrect addresses. The interrogations should be made
at a nominal rate of 50 interrogations per second.
(g) Mode S Formats: Interrogate the Mode S transponder with uplink
formats (UF) for which it is equipped and verify that the replies are
made in the correct format. Use the surveillance formats UF=4 and 5.
Verify that the altitude reported in the replies to UF=4 are the same as
that reported in a valid ATCRBS Mode C reply. Verify that the identity
reported in the replies to UF=5 are the same as that reported in a valid
ATCRBS Mode 3/A reply. If the transponder is so equipped, use the
communication formats UF=20, 21, and 24.
(h) Mode S All-Call Interrogations: Interrogate the Mode S
transponder with the Mode S-only all-call format UF=11, and the ATCRBS/
Mode S all-call formats (1.6 microsecond P4 pulse) and verify
that the correct address and capability are reported in the replies
(downlink format DF=11).
(i) ATCRBS-Only All-Call Interrogation: Interrogate the Mode S
transponder with the ATCRBS-only all-call interrogation (0.8 microsecond
P4 pulse) and verify that no reply is generated.
(j) Squitter: Verify that the Mode S transponder generates a correct
squitter approximately once per second.
(k) Records: Comply with the provisions of Sec. 43.9 of this
chapter as to content, form, and disposition of the records.
[Amdt. 43-26, 52 FR 3390, Feb. 3, 1987; 52 FR 6651, Mar. 4, 1987, as
amended by Amdt. 43-31, 54 FR 34330, Aug. 18, 1989]