Have also heard that some insurance underwriters have re-defined some mx tasks by separating out certain ones that could be considered component "overhauls" vs simply a repair, etc. But haven't seen that personally.
If that's happening, it's likely because accidents or incidents are being blamed on such work, and more than likely the work was not done in accordance with the applicable manuals.
In the Canadian Aviation Regulations we have the "Interpretation" section that defines for us what Overhaul and Repair mean:
overhaul means a restoration process that includes the disassembly, inspection, repair or replacement of parts, reassembly, adjustment, refinishing and testing of an aeronautical product, and ensures that the aeronautical product is in complete conformity with the service tolerances specified in the applicable instructions for continued airworthiness;
repair means the rectification of deficiencies in an aeronautical product or the restoration of an aeronautical product to an airworthy condition;
And then we have the definitions of Specialized Maintenance listed. I give a couple of examples:
SCHEDULE II
The following tasks constitute the specialized maintenance referred to in section 571.04 of these Regulations.
<snip>
Component
- 6 Any of the following types of maintenance of an appliance or component, where the work is beyond the limits recommended in the manufacturer’s maintenance manual or service instructions for service in the field, is component specialized maintenance:
- <big snip>
- (g) the rewinding of the field coil or armature of an electrical accessory;
- (h) the overhaul of an aircraft magneto;
And further, the manuals for such components will specify what their definitions of repair and overhaul are, and those manuals, being FAA-approved, carry authority.
I don't think the FARs have any Specialized Maintenance restrictions, do they?
Note that Slick calls the 500-hour inspection an Inspection, not an overhaul. Their definition of an overhaul means the replacement of just about everything in that magneto except the case and magnet rotor. Anything less is a repair, and at inspection time one normally doesn't replace anything beyond the points, maybe the condenser, and very rarely the distributor. A mag overhaul coincides with the engine's TBO.
The alternator is not mentioned there other than any rewinding being specialized maintenance. Well, I should say so. That takes specialized equipment and the training to operate it.
The nosegear strut? Certainly not specialized.
Mechanics have a lot more freedom than they realize. They could use it to improve their skills and save their customers money. I keep hearing about 500-hour magneto "overhauls," something totally unnecessary and expensive. And with mag overhauls being expensive I suppose we sill soon hear of people replacing their mag with brand-new mags every 500 hours. Stuff like that contributes to the demise of GA.
www.mcfarlaneaviation.com
