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The Other Books


Whereas industry standards are governed by their


respective


associations, all other maintenance reference documentation falls under FAA oversight. This article— let alone the entire magazine— is not large enough to list every reference available to a mechanic that is acceptable to the FAA.


To complicate matters, there is no FAA definition of “acceptable.” In place of an official definition, I’ll use a comparison of minor repair to major repair as an analogy. A minor repair is any repair that is not a major repair. So by my definition, an acceptable


reference is any


reference that does not need FAA approval.


In general, if a reference is used within the aviation industry, it is acceptable. It is similar to a document from the SAE; an acceptable reference simply needs a verifiable origin. Using Uncle Louie’s handwritten Huey notes from his days in Da Nang may not pass the acceptable test … unless they were copied from a verified source. (That would be a stretch!)


Numerous references exist: service bulletins, alert service bulletins, service letters, FAA advisory circulars, component manuals, standard practices manuals, and installation instructions, just to name a few. Other lesser known or seldom used references are also acceptable: military specifications, FAA Form 337s, non-aircraft OEM documentation, and even the Standard Aircraft Handbook. Specific examples include Whelen lighting instructions, Honeywell VXP manuals, and even instructions on a glue can listed in the MM consumable section. Remember, if you’re not sure a


50 Sept/Oct 2016


reference is acceptable, you can always call your local, friendly ASI for guidance.


When Current Is Not Current


We now enter the dark side of this topic. A path so obscure even the feds get lost. It’s the esoteric underground in


working with


regulations and references. OK, I’m exaggerating, but sometimes you have to wonder what they were thinking!


Part 91.409(f)(3) gives us a prime example:


“(3) A current inspection program recommended by the manufacturer.”


No mixed words there. We learned the owner/operator selects the inspection program and a mechanic shall follow it. We see a


current program must be used. Maybe.


The word “current” has several different meanings within the FAA as opined by the FAA chief counsel. Legal Interpretation of 14 C.F.R. § 91.409(£)(3) is one of several LOIs which explains this.


For example, Owner A purchased a new Bell 206 in 1975 and selected to use Bell’s then-current inspection program. The aircraft comes in for its 100-hour inspection in 2016. The mechanic prints out a current copy of Bell’s program per Part 43.15 and Part 91.409(f)(3). All good, but the owner requires you use his 1975 Bell forms. Who’s right?


Per the chief counsel, the owner is. In this and similar cases, the definition of “current” is backdated


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