150M owner, annual prep

[easyfaa]

I fly a 1976 Cessna 150M. Every year before the annual I spend hours pulling together the AD list for my IA: airframe, engine, prop, appliance.
I'm curious to know how you handle it all, does the shop do it for you? I’m always scared an AD will turn up that nobody had caught before.

Thanks

 

[GeorgeC]

Every shop I've been to has software to do that.

 

[AV8R_87]

I spend hours pulling together the AD list for my IA

adlog.com

 

[Let'sgoflying!]

Once the aircraft AD records are up to date assuming you or someone you really really trust to be OCD about checking & double checking), you are only looking for new ADs issued since last annual.
(but keep in mind an AD may not be just the usual eng/airframe/prop, there are several other places to check)

 

[Bell206]

I'm curious to know how you handle it all, does the shop do it for you? I’m always scared an AD will turn up that nobody had caught before.

So from your previous annual, what type of AD listing did you have?
Does that existing list meet the requirements of Part 91.417(a)(2)(v)?
And a definite second for you to look at ADlog as it is what I recommended to all my customers for this specific requirement.

 

[altmanaviation]

The "the shop does it" answers are right as far as they go — the part that bites owners is the gap between what the shop tracked and what you can produce yourself. Two things I'd nail down as the owner of a 150:

Ask the shop how they document AD compliance, not just whether they do it. The record that holds up has four things: the AD number, the subject exactly as the FAA prints it, what was done (or why it doesn't apply), and the logbook citation with the date and the tach time at compliance. Any shop can say "we check ADs" — the ones worth keeping can hand you those four lines for each one.

Keep your own copy, by component. Airframe, engine, propeller — each has its own serial number and its own AD list, and engine and propeller ADs are published against their model names, so searching only the airframe finds only the airframe. The FAA also prints some designations inconsistently, so the same AD can hide under a different spelling. Whatever you keep it in — folder, binder or app — hold on to the work orders and the times at each entry, because at the sale the buyer's mechanic asks for what only you can produce.

And the honest part: a list is not compliance. Whoever signs the return to service has to look at the actual airplane. The list tells you what to go look at — nothing more.

Disclosure: I'm an A&P/IA with 20 years in the shop (Altman Aviation, Lockhart, TX), and I build both sides of one of these apps — the owner records side and the shop work-order side (Volamus) — so read me with that bias. Happy to answer questions either way, including whether a paper binder is enough for a 150. For a simple airplane flown a hundred hours a year, sometimes it is.

 

[steingar]

I took mine to the same mechanic every year, he was always up on that stuff.

 

[Bell206]

The fear of a missed AD is real but it's on the shop, not the owner.

Just to add, it does become the owner's responsibility to ensure any ADs are complied with in the time between annual inspections, which is when most ADs are missed unless the owner has some sort of notification service like ADlog or an FAA's AD subscription.