Maintaining a certified aircraft.

[Moneybox]

How meticulous are you at using the correct components when maintaining a certified aircraft?

 

I want to replace my Sportstar throttle cable. The original is fixed in position until the release button is pressed to allow fore and aft movement. It does have a fine adjustment by rotating the knob but it doesn't work in all cases. If on full throttle, pushed all the way in, the knob just spins without releasing the cable. The fine adjustment only works after the cable has been released from the full throttle position.

 

I did a little research. The McFarlane cable pictured below is US $307.88 in the US.

 

I can purchase it from Aircraft Spruce in Perth for $634.70.

 

I decided to do the right thing and email Evektor. They replied with a part number for the cable and a part number for the two grommets where it passes through the firewall. I have to buy through the Australian distributor. The cable is available here, the grommets have to be imported. I said forget the grommets, I have plenty in stock. The cable price is $1488.30. If I play by the rules this is the price I must pay.

[facthunter]

Very time consuming to TRY to alter a Certified Aircraft. Is yours RAAus registered?  Nev

[Blueadventures]

51 minutes ago, Moneybox said:

How meticulous are you at using the correct components when maintaining a certified aircraft?

 

I want to replace my Sportstar throttle cable. The original is fixed in position until the release button is pressed to allow fore and aft movement. It does have a fine adjustment by rotating the knob but it doesn't work in all cases. If on full throttle, pushed all the way in, the knob just spins without releasing the cable. The fine adjustment only works after the cable has been released from the full throttle position.

 

I did a little research. The McFarlane cable pictured below is US $307.88 in the US.

 

I can purchase it from Aircraft Spruce in Perth for $634.70.

 

I decided to do the right thing and email Evektor. They replied with a part number for the cable and a part number for the two grommets where it passes through the firewall. I have to buy through the Australian distributor. The cable is available here, the grommets have to be imported. I said forget the grommets, I have plenty in stock. The cable price is $1488.30. If I play by the rules this is the price I must pay.

.

Edited February 9 by Blueadventures

[skippydiesel]

" The cable price is $1488.30.

 

WOW!!!! that hurts & I'm not even the purchaser😈

[Moneybox]

1 hour ago, facthunter said:

Very time consuming to TRY to alter a Certified Aircraft. Is yours RAAus registered?  Nev

Yes 24-4149 but running the Rotax in MYRAP due to it's 20 year age.

[Moneybox]

5 minutes ago, skippydiesel said:

" The cable price is $1488.30.

 

WOW!!!! that hurts & I'm not even the purchaser😈

I was tempted to just pay the $634.70 but I weakened and ordered the part from Evektor.

[onetrack]

Just keep saying to yourself, "The gold price is over $7,000 an oz!"  😄 

 

I just forked out $185.00 for a new lock mechanism for the back security screen door. Money doesn't buy what it used to.

 

Edited February 9 by onetrack

[Moneybox]

16 minutes ago, onetrack said:

Just keep saying to yourself, "The gold price is over $7,000 an oz!"  😄 

 

I just forked out $185.00 for a new lock mechanism for the back security screen door. Money doesn't buy what it used to.

 

 

Yes I've been trying to keep that little detail under wraps. 🤑

 

We're trying to design a new house at the moment and we want digital door locks front and rear. I fitted a Samsung one in Capel and it was so much more convenient than everybody having to carry a key.

[Jabiru7252]

1 hour ago, onetrack said:

Just keep saying to yourself, "The gold price is over $7,000 an oz!"  😄 

 

I just forked out $185.00 for a new lock mechanism for the back security screen door. Money doesn't buy what it used to.

 

Pull the old lock to bits and I'll bet the problem is a broken spring, obtainable from Bunnings. 

Edited February 9 by Jabiru7252

[onetrack]

Jabiru7252 - Sorry, no, it was a bit more than a broken spring. The door has triple locking latches, with the top and bottom latches cable-operated from the main lock. The top latch actuating mechanism broke, a piece of diecast fell into the main lock assembly and jammed it completely. I couldn't get the door open, and when I finally managed to do that, I couldn't get the lock out of the frame! I had to destroy the lock to remove it!

 

When I presented the old lock to the young bloke at Comsupply, he said, "Geez, it looks like someone tried to break in!" I said, "No, that was me, trying to get out!" 😄 

 

Not to worry, the door has been installed for close on 30 years, so I think we got our moneys worth out of it. If this one lasts for another 30 yrs, I won't be around to see it! 

 

Edited February 9 by onetrack

[Jabiru7252]

Yes, getting the lock out and back into the door is a real head-bonk. Both my doors (triple lock) have had the springs replaced. It's bad design as the spring rubs on the innards and eventually wears. As for teh cost of that throttle cable, like most aircraft parts, a blatant rippoff.

[facthunter]

 I recall some Cessna I flew had that Mechanism. It's a bit delicate and subject to wear . BAD idea. Not needed either. All you need is a friction nut. The cable itself is heavier than what Most U/ls are equipped with. It's an ITEM that should not be prone to Failure .  Nev

[red750]

This is a bit off topic but relates to exorbitant prices. I heard on Sunrise that a hotdog at the Superbowl cost $60.00. 

[facthunter]

It's a LOT off topic. Nev

[djpacro]

That’s the problem with Australian rules for LSA, you need the manufacturer’s approval for any modifications. Whereas, PMA parts and TSO’d items are available for FAR 23 types.

[BrendAn]

2 hours ago, djpacro said:

That’s the problem with Australian rules for LSA, you need the manufacturer’s approval for any modifications. Whereas, PMA parts and TSO’d items are available for FAR 23 types.

can you even work on a certified aircraft.  

[BrendAn]

8 hours ago, facthunter said:

It's a LOT off topic. Nev

not really. moneybox might feel like a hotdog on his way to pick up the cable.😁

[Moneybox]

1 hour ago, BrendAn said:

can you even work on a certified aircraft.  

Yes with my L1 I am allowed to maintain my own aircraft.

[facthunter]

And Modify IT? I don't think so. Nor unless it has EXP in the registration.   BrendAan this is supposed to be in the serious  NOT OFF topic section, where a joke is not made of everything. Nev

[BrendAn]

44 minutes ago, facthunter said:

And Modify IT? I don't think so. Nor unless it has EXP in the registration.   BrendAan this is supposed to be in the serious  NOT OFF topic section, where a joke is not made of everything. Nev

You must have thought it was a bit funny surely.😁.

 

[Moneybox]

It's a factory supplied and approved replacement. 😇

[Moneybox]

RAAus offers an owner operator maintenance pathway that puts control in your hands. By completing an online training course, you are issued with a Level 1 Maintenance Authority. This authority allows you to perform maintenance and repairs on your own aircraft, always within the defined boundaries of the RAAus Technical Manual. The authority must be exercised in accordance with the general competency rule, ensuring members only carry out tasks when they have the knowledge, skill and currency to do so safely.

 

That's good enough for me. 😉

[BurnieM]

4 hours ago, Moneybox said:

Yes with my L1 I am allowed to maintain my own aircraft.

Pretty sure that is only for a limited range of line maintenance tasks excluding modifications.

[BurnieM]

GA pilots can perform a similar range of line maintenance tasks just by having a RPL/PPL.

 

CIVIL AVIATION REGULATIONS 1988
Schedule 8 maintenance that can be carried
out on a B class aircraft by a pilot entitled to
do so under sub regulation 42ZC(4)(d).
1. Removal or installation of landing
gear tyres, but only if the removal or
installation does not involve complete
jacking of the aircraft
2. Repair of pneumatic tubes of landing
gear tyres
3. Servicing of landing gear wheel bearings
4. Replacement of defective safety wiring or
split pins, but not including wiring or pins
in control systems
5. Removing or refitting a door, but only if:
> no disassembly of the primary
structure or operating system of
the aircraft is involved
> where the aircraft is to be operated
with the door removed, the aircraft has
a flight manual indicating that it can be
operated with the door removed
6. Replacement of side windows in an
unpressurised aircraft
7. Replacement of seats, but only if
the replacement does not involve
disassembly of any part of the primary
structure of the aircraft
8. Repairs to the upholstery or decorative
furnishings of the interior of the cabin or
cockpit
9. Replacement of seat belts or harnesses
10. Replacement or repair of signs or
markings
11. Replacement of bulbs, reflectors, glasses,
lenses or lights
12. Replacement, cleaning, or setting gaps of
spark plugs
13. Replacement of batteries
14. Changing oil filters or air filters
15. Changing or replenishing engine oil or fuel
16. Lubrication that doesn’t require
disassembly, or requiring only the
removal of non-structural parts, or of
cover plates, cowlings and fairings
17. Replenishment of hydraulic fluid
18. Application of preservative or protective
materials, but only if no disassembly
of the primary structure or operating
system of the aircraft is involved
19. Removal or replacement of equipment
used for agricultural purposes
20. Removal or replacement of glider
tow hooks
21. Carrying out an inspection under
regulation 42G of a flight control system
that has been assembled, adjusted,
repaired, modified or replaced
22. Carrying out a daily inspection of
an aircraft
23. Connection and disconnection of optional
dual control in an aircraft without the
use of any tools for the purpose of
transitioning the aircraft from single to
dual, or dual to single pilot operation
24. Inspections or checks set out in the
following documents in circumstances
where the document clearly states
that the maintenance may be carried
out by the pilot of the aircraft and the
maintenance does not require the use
of any tools or equipment:
a. the aircraft’s approved maintenance
data
b. the aircraft’s flight manual or an
equivalent document
c. any instructions issued by the national
aviation authority that approved the
type certificate for the aircraft
25. For an aircraft that is installed with an
oxygen system for the exclusive use
of ill or injured persons on an aircraft
used to perform ambulance functions –
replenishing the oxygen system installed
on the aircraft

 

Edited February 10 by BurnieM