I think the AP mechanic doing the work is responsible for that, not you.Hello,
Wondering if someone could give me some direction on how to make this instrument sub-panel restructuring legal....
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The 1st place to start, unless you have an A&P certificate, is to find a mechanic who is willing to complete the work and sign it off as needed.ondering if someone could give me some direction on how to make this instrument sub-panel restructuring legal....
And if they had such a certificate they probably (hopefully) wouldn't be asking.The 1st place to start, unless you have an A&P certificate, is to find a mechanic who is willing to complete the work and sign it off as needed.
My guess is the installer either died or had to move on. There are certain things in the pic that indicate the skill set was there to finish it. Of all the projects to pick up on these are the worst. I've done two and shouldn't have done the 2nd one but I was a slow learner back then.I'd hazard a guess this is a project someone started, found out they didn't have the skills or certificate to complete, and are looking to sell.
…a perspective buyer wants to know how many amu's it's gonna take.
From a learning standpoint, its no different than any other aircraft alteration. But prior to “gutting” the panel one should determine and obtain any approvals, if needed, before you start work. Not all instrument panel alterations are considered major alterations based on the guidance in Part 1 and Part 43. However, there could be other sub-tasks which are part of the panel modifications that are considered a major alteration.I'm asking for help learning the correct process for doing this type of sub-panel restructuring legally and correctly.
Depends on a number of things. But most avionics shops are also a CRS which operate on a different level than an independent APIA with the APIA having more flexibility in his work process than the CRS. As to STCs vs field approvals each has their own requirements. In general, depending on the type of STC, STCs are used for two purposes: to document/approve an aircraft alteration that is beyond the scope of the field approval process per Part 43; or, an STC is used by a vendor to approve their parts/install per Part 21. So depending on the complexity/extent of the alteration, whether an avionics pursues a STC or field approval will be dictated by the specifics of alteration and/or CRS infrastructure.How are the avionics shops getting away with this type of work, STC, field approval?
FYI: Repairs and alterations are 2 separate functions with separate rules/definitions. However, I’ve seen repairs transform into an alteration due to various reasons.but this particular pic is far from a repair it is very much in the realm of alteration.
Hello,
Wondering if someone could give me some direction on how to make this instrument sub-panel restructuring legal....
From a learning standpoint, its no different than any other aircraft alteration. But prior to “gutting” the panel one should determine and obtain any approvals, if needed, before you start work. Not all instrument panel alterations are considered major alterations based on the guidance in Part 1 and Part 43. However, there could be other sub-tasks which are part of the panel modifications that are considered a major alteration.
For example, if you altered the basic design of the electrical system or how a flight control was mounted/supported that would require approved data and a 337. But if the instrument panel itself was not primary structure then that portion would be considered a minor alteration requiring just a logbook entry. So from the Part 43 alteration side, the correct and legal process to alter this panel can range from 100% minor alteration to 50-50% minor/major to 100% major alteration depending on the specific aircraft and installed equipment. But without more info on your posted pic, can’t really offer more specific answers to your example.
Depends on a number of things. But most avionics shops are also a CRS which operate on a different level than an independent APIA with the APIA having more flexibility in his work process than the CRS. As to STCs vs field approvals each has their own requirements. In general, depending on the type of STC, STCs are used for two purposes: to document/approve an aircraft alteration that is beyond the scope of the field approval process per Part 43; or, an STC is used by a vendor to approve their parts/install per Part 21. So depending on the complexity/extent of the alteration, whether an avionics pursues a STC or field approval will be dictated by the specifics of alteration and/or CRS infrastructure.
FYI: Repairs and alterations are 2 separate functions with separate rules/definitions. However, I’ve seen repairs transform into an alteration due to various reasons.
The photo is from AOPA.5 will get you 10 this is just a picture off the web of a pro shop midway through a complete aircraft rebuild project.
Its back... the whole topic was removed yesterday for some reason.
Here's another one. The same question still stands. If you have any input to the actual question it is greatly appreciated. How do I go about making this instrument panel restructuring legal, on paper that is?
What I have learned so far is that some consider this to be primary structure and it can't be touched with a ten foot pole while others consider this to be secondary structure which means it can be treated as a minor alteration.
The primary structure wording doesn't come up in the definition of major alteration but it does come up in the AC for field approvals, I would have to look again at which one as I've been reading through a bunch and they're all blending together. One thing that would sure make it easier is if the manufacturing would declare it secondary structure and maybe this is the answer? Its being done all the time and airplanes aren't falling out of the sky so hopefully they're not all just getting pencil whipped and there is some definitive means of making it legal on paper.
Thank you
Why don’t you find an aircraft with the mods you’d like to do and order the FAA document CD and see what method was used to return it to service?
I think part of your confusion may be due to the different methods by which the work can be approved and legal, which ultimately boils down to the decision of the person doing the work and returning it to service.
BTW, I hope the guy who started another thread and was being told that a Cherokee panel couldn’t be rearranged sees that picture.