Report for repairs to FAA

bluesideup

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bluesideup
Hi everyone.

1-When / What are the requirements, mandatory?, for mechanics to report repairs to FAA?

2-If there is a prop strike, landing gear, and or wing damage would that require an engine disassembly and report, for an SLSA, or Normal category?
 
Don't quite follow the context of the questions. But maybe this will work.
1) No requirement for a "mechanic" to report repairs to the FAA. But there is a requirement for a "mechanic with an Inspection Authorization (IA)" to report Major Repairs they approve for return to service as defined by Part 43. Reporting of the Major Repair is done through the Form 337 process.

2) Not enough info. For SLSA aircraft with a Special AWC in the Experimental category Part 43 is not applicable. For an aircraft with a Standard AWC in the Normal category Part 43 is applicable and any performed Major Repair reporting would follow the answer given in #1.

But as a general FYI: the owner of the aircraft is the one responsible to the FAA for the airworthiness of the aircraft not a mechanic.
 
You don't have to notify the FAA; you have to notify the NTSB if:
§830.5 Immediate notification.
The operator of any civil aircraft, or any public aircraft not operated by the Armed Forces or an intelligence agency of the United States, or any foreign aircraft shall immediately, and by the most expeditious means available, notify the nearest National Transportation Safety Board (NTSB) office,1 when:

(a) An aircraft accident or any of the following listed serious incidents occur:

(1) Flight control system malfunction or failure;

(2) Inability of any required flight crewmember to perform normal flight duties as a result of injury or illness;

(3) Failure of any internal turbine engine component that results in the escape of debris other than out the exhaust path;

(4) In-flight fire;

(5) Aircraft collision in flight;

(6) Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) or fair market value in the event of total loss, whichever is less.

(7) For large multiengine aircraft (more than 12,500 pounds maximum certificated takeoff weight):

(i) In-flight failure of electrical systems which requires the sustained use of an emergency bus powered by a back-up source such as a battery, auxiliary power unit, or air-driven generator to retain flight control or essential instruments;

(ii) In-flight failure of hydraulic systems that results in sustained reliance on the sole remaining hydraulic or mechanical system for movement of flight control surfaces;

(iii) Sustained loss of the power or thrust produced by two or more engines; and

(iv) An evacuation of an aircraft in which an emergency egress system is utilized.

(8) Release of all or a portion of a propeller blade from an aircraft, excluding release caused solely by ground contact;

(9) A complete loss of information, excluding flickering, from more than 50 percent of an aircraft's cockpit displays known as:

(i) Electronic Flight Instrument System (EFIS) displays;

(ii) Engine Indication and Crew Alerting System (EICAS) displays;

(iii) Electronic Centralized Aircraft Monitor (ECAM) displays; or

(iv) Other displays of this type, which generally include a primary flight display (PFD), primary navigation display (PND), and other integrated displays;

(10) Airborne Collision and Avoidance System (ACAS) resolution advisories issued when an aircraft is being operated on an instrument flight rules flight plan and compliance with the advisory is necessary to avert a substantial risk of collision between two or more aircraft.

(11) Damage to helicopter tail or main rotor blades, including ground damage, that requires major repair or replacement of the blade(s);

(12) Any event in which an operator, when operating an airplane as an air carrier at a public-use airport on land:

(i) Lands or departs on a taxiway, incorrect runway, or other area not designed as a runway; or

(ii) Experiences a runway incursion that requires the operator or the crew of another aircraft or vehicle to take immediate corrective action to avoid a collision.

(b) An aircraft is overdue and is believed to have been involved in an accident.
Aircraft accident means an occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight and all such persons have disembarked, and in which any person suffers death or serious injury, or in which the aircraft receives substantial damage. For purposes of this part, the definition of “aircraft accident” includes “unmanned aircraft accident,” as defined herein.

Incident means an occurrence other than an accident, associated with the operation of an aircraft, which affects or could affect the safety of operations.
 
Hi everyone.
Thank you for the feedback.
What triggered the question is a conversation with a acft broker that stated that if acft that has had a major repair, during landing, no injuries reported, regardless of the repair costs, may not be reported on form 337. If that is the case, and given the regulations, it may be legal? how does one find out how extensive the damage was at some later date?
 
Hi everyone.
Thank you for the feedback.
What triggered the question is a conversation with a acft broker that stated that if acft that has had a major repair, during landing, no injuries reported, regardless of the repair costs, may not be reported on form 337. If that is the case, and given the regulations, it may be legal? how does one find out how extensive the damage was at some later date?
Get the work order from the shop that did the repair.. if they still exist.
the best way is to get the history CD from OKC see if the major repair was sent in on a 337.
Or
Maybe it wasn't a major repair. A prop strike / engine tear down and or a AD compliance would not be on a 337.

but it should show in The engine log. That will give ya time frame to check the A/F logs to see what was done.
 
You don't have to notify the FAA; you have to notify the NTSB if:
Only when the incident was declared an accident. WE don't know this was.
 
acft that has had a major repair, during landing, no injuries reported, regardless of the repair costs, may not be reported on form 337. If that is the case, and given the regulations, it may be legal?
If the broker is actually using the proper terminology "major repair" then he would be incorrect. All major repairs as defined in Part 43 must be reported via 337 to the FAA regardless if the incident happened on landing, takeoff, sitting on the ramp or if the hangar fell on the aircraft after sitting for 20 years. Nor is a major repair defined by cost. The devil is in the details.
how does one find out how extensive the damage was at some later date?
As noted above any filed 337s will be recorded in Oak City and a copy can be purchased to review. However, if the repair was done at a Repair Station there may not be a 337 filed as a RS Work Order can be used in lieu of a 337 (repairs only). But there will be a signed RS Maintenance Release in the aircraft logbook. Unfortunately an RS is only required to retain records for 2 years so there's a chance the details of any repair may be lost.
 
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It should be remembered that the logbooks and 337s are used to document work performed. They are not there to document damage nor why that work was performed.

In other words, you might find a logbook entry documenting that the landing gear, flaps, belly skins, and propeller were repaired or replaced in a logbook but you won’t necessarily find an entry stating that the airplane had a gear collapse. If it is something that the owner or prospective buyer wants to know they had better exercise their detective skills and figure it out.
 
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If the broker is actually using the proper terminology "major repair" then he would be incorrect. All major repairs as defined in Part 43 must be reported via 337 to the FAA regardless if the incident happened on landing, takeoff, sitting on the ramp or if the hangar fell on the aircraft after sitting for 20 years.
There in lies the problem,, many are not. gotta remember who determines if it is a major or minor.
 
If I do a major repair I describe the damage, describe the repair and spell out the approved supporting documentation used in formulating the repair. If it's not in the log book walk away.
 
Hi everyone.
Thank you for the feedback.
What triggered the question is a conversation with a acft broker that stated that if acft that has had a major repair, during landing, no injuries reported, regardless of the repair costs, may not be reported on form 337. If that is the case, and given the regulations, it may be legal? how does one find out how extensive the damage was at some later date?
Also a copy of the all 337 are required to be put in aircraft records. One to owner one to the FAA office in Oklahoma.. any repair to structure or alteration is considered major repair and require 337. Hard landings that have no structural damage and only component replacement in conformity to the aircraft recommendations do not require a 337 either. Thin a
Hi everyone.
Thank you for the feedback.
What triggered the question is a conversation with a acft broker that stated that if acft that has had a major repair, during landing, no injuries reported, regardless of the repair costs, may not be reported on form 337. If that is the case, and given the regulations, it may be legal? how does one find out how extensive the damage was at some later date?
Nut shell if there is no damage to the airframe and all repaires where done IAW aircraft manufacture MM and inspection guidelines then no 337's have to be generated. Anytime you pop a rivet to replace metal or you alter the aircraft you must fill out a 337 and send it to Oklahoma.
 
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