Aircraft Maintenance Log

Aircraft Maintenance Log - The first thing the FAA inspector asks you for is the data you used to make the repair. With nothing to show him, I doubt the inspector will be impressed with your explanation that the data came courtesy of the AT&T operator?

While the owner or operator can take steps to secure their aircraft's records, they should also take steps to ensure that the service centers they visit do the same. Over the years, I have observed aircraft logbooks just laying on maintenance shops or hangar floors in a totally unprotected manner.

Aircraft Maintenance Log

While I don't see this very often, it is still risky, dangerous and it shows a total lack of respect. Even though I normally find aircraft records stored on bookshelves or in filing cabinets during a service center visit, there is no substitute for a locked, limited access and fireproof cabinet.

What Am I Responsible For When I Sign Off Maintenance?

For example, when you put your signature to the following logbook entry: "I certify that this aircraft was inspected in accordance with an annual/100-hour inspection and determined to be in an airworthy condition," you take responsibility for the airworthiness of the

entire aircraft, engines, propellers and component parts. You take responsibility for all the Airworthiness Directives that must be complied with, all repairs and alterations, both major and minor, that were performed from the time the aircraft was manufactured, whether the date was six months ago or 60 years ago.

For example: When a technician signs off a repair to a starter generator and its installation on an engine, he or she is accepting the responsibility for the work performed. But with the same entry, the technician is also telling the FAA that they are responsible only for the airworthiness of the repair and the installation of that component – ​​nothing more.

If the engine or another engine component fails, the technician would not be held responsible. When you sign your name to the maintenance record you're telling the world and the FAA two things. First, the aircraft or component that you performed maintenance on is airworthy.

Required Maintenance Record Information

Second, by accurately describing the part or component that you worked on, you set the limits on the responsibility that you're willing to accept. Part 43 of the federal aviation regulations specifies, "The holder of a pilot certificate issued under Part 61 may perform preventive maintenance on any aircraft owned or operated by that pilot which is not used under Part 121, 127, 129, or 135."

Jeff Simon is an A&P mechanic, pilot, and aircraft owner. He has spent the last 14 years promoting owner-assisted aircraft maintenance as a columnist for several major aviation publications and through his how-to DVD series: The Educated Owner.

Jeff is also the creator of SocialFlight, the free mobile app and website that maps over 20,000 aviation events, airport restaurants, and educational aviation videos, including many how-to videos for the subjects of these articles. Free apps are available for iPhone, iPad and Android, and on the Web at www.SocialFlight.com.

The only way you will be held responsible for the airworthiness of the aircraft after the inspection is if the FAA can prove the aircraft was not airworthy when you signed off on the inspection. For example, you missed an AD or failed to repair a structural problem.

How Long Am I Responsible For Maintenance That I Perform?

"I've had the plane in and out of the shop several times over the past few months for various stuff - avionics upgrades, radio bug-hunting, some brake work - and I'm now getting ready for the annual.

I can't believe how useful PLANELOGIX is. Every time I have a question about my records, or need to document something, or find the last shop who worked on the radio - it does exactly what I need, and quickly gives me exactly the info I have to have.

My A&P was shocked at how comprehensive the AD tracking is, and how easy it is to demonstrate compliance by pulling the scans of relevant entries. Thanks again for an incredible product!” We need to remember that in the eyes of the FAA;

an inspection, maintenance procedure or equipment or part replacement that cannot be properly and totally documented, is subject to that task being disqualified or not recognized at all. Basically, we are left not knowing what work was performed and by whom.

What Do You Mean By The Term Airworthy?

We are unsure of the total time or the life status of specific parts. Or if the work performed was done so per the instructions spelled out in the maintenance manual. To put this scenario into financial wording...

missing or misplaced records can equate to a very costly ending, with either parts needing to be replaced, or worse, the rejection of a potential aircraft sale. So, take the time to make your logbook entries as professional as your work.

Use the previous maintenance entries as a model for consistency. This process may include creating your entries on your computer and printing them on labels to be placed on the logbook pages (just don't forget to sign them).

A little effort goes a long way, and you'll appreciate the attention to detail should you need to review the logbooks yourself sometime in the future. After all, your logs are more than just maintenance entries;

Required Inspection Record Information

they also serve as a diary of sorts of your aviation experience. Until next time: Happy flying! The rule that covers maintenance signoffs for aircraft operated under Part 91 is FAR 43.9. This important rule sets the requirements for the recording of maintenance, preventive maintenance, rebuilding and alterations.

It states that on the completion of the work, you must make out a maintenance record that has at least the following information: It may seem like a minor detail to get the logbook entry correct, but it's a major responsibility in the eyes of the FAA.

In addition, the information you enter becomes part of the permanent record of the aircraft's maintenance history. While you may intend to keep your airplane forever, even the best of plans are subject to change. Ask yourself what you want the prospective buyer to think when closely evaluating the logbooks as part of a pre-purchase inspection.

"Recently I purchased an '81 Beech F33A which has over 4,000 TT hours, with extensive log books and maintenance records. Since these documents are irreplaceable, I thought it would be a good idea to make photocopies of everything.

What If Someone Later Tampers With The Aircraft Or Component I Worked On And Doesn’t Sign The Logbook?

But then I saw an ad on the Bonanza Society web page for PLANELOGIX. Given the daunting nature of trying to duplicate everything myself, I decided to investigate the service provided by PLANELOGIX. This turned out to be the best money I have ever spent on the airplane.

They copied everything, transcribed the data into a digital document and even verified the 337's on file with the FAA. I am totally impressed with the job they did and I have peace of mind knowing that I have multiple backups of all my records.

I wholeheartedly recommend this service to other airplane owners.” "Rob and his team at PLANELOGIX have developed a great product. Their meticulous attention to detail and logical presentation organized my 25+ years of maintenance records into one easy to use binder and web site that will allow my mechanic quick and easy access to all critical maintenance data.

" "Will and company are great to work with and I am very pleased with the quality and organization of PlaneLogix. All my logs are online, in a binder, and in a searchable file. If you are like me and have multiple logbooks, yellow tags, AD's, 337's, etc, etc, etc, this is a great investment.

PlaneLogix brings it all together.” You are responsible for that maintenance until that part is again worked on, replaced, damaged in service, until it has exceeded its life limit or until the next required inspection during which an airworthiness determination is made.

Some words of caution: Do not perform any maintenance unless the approved or acceptable data is in front of you in writing. Never perform maintenance based on a verbal OK, even if it's from your company's top engineer or factory rep.

There are some maintenance organizations where this wink-and-a-handshake way of doing business has been going on for so long that everyone on the hangar floor thinks a verbal OK is a legal procedure. In reality, though, it's a violation of FAR 43.13(a) Performance Rules.

Messy or incomplete entries imply that the aircraft was not maintained to very high standards. Also, if you forget to log an oil change, the assumption will be that it wasn't done, which can be a significant red flag to a buyer.

PLANELOGIX provides an FAA compliant system to back up your aircraft's maintenance records with automatic digitization so your documents become instantly searchable. You can use electronic signatures to stay digital or run in parallel with paper.

The boss then tells you that an OK was given by engineering to extend the limits and make the repair. You repair the aileron, sign the logs, and the airplane makes the gate time. An in-flight aileron separation subsequently causes an uncontrollable roll vector, and the plane goes down.

You know the FAA will pay you a visit. It's no surprise that you're not kept waiting very long. Airworthy means that the aircraft or component thereof meets its type design and is in a condition for safe operation.

This definition is found on a Standard Airworthiness Certificate and in a law called The Federal Aviation Act of 1958. Bottom line – if you're betting your career on the hope that the person responsible for the verbal OK will stand up and take the fall and save you from the wrath of the federal government, your odds aren't very good.

"I most definitely believe having the PLANELOGIX logbooks was a great benefit in facilitating the sale of my aircraft. It was primarily in anticipation of a future sale that I purchased your service. The first thing every prospective buyer wants to see is the logbooks.

Having them online and in PDF format works beautifully. Thanks for the good service.” This means that the owner or operator of the aircraft is legally permitted to perform preventive maintenance without the supervision of an A&P mechanic.

However, you need to read Part 43 closely to determine which maintenance tasks are permitted. Also, any maintenance tasks you perform still need to be completed in compliance with all federal aviation regulations. This includes the proper procedures and logbook entries.

Many owners seem well-versed in oil changes and spark plug cleaning, but unfortunately not as well-educated when it comes to compliance with maintenance logging requirements. "The logbooks for my 1993 TBM were a mess, just given the myriad of entries over the years, various forms and tickets, service centers involved, etc.

Reviewing the history of the airframe, engine and avionics was a real challenge. Signing up for PLANELOGIX was not only easy, but has been a great experience. Everything has been high quality, the company is very responsive, and I believe the value of my airplane has increased because future buyers can see exactly what they are buying.

I'm a happy customer and recommend the service to anyone.” You fixed the problem, the airplane is ready for the trip. You sit down at your desk and open the logbooks. As you organize the paperwork, the same thought goes through your mind every time you do this chore.

"Am I signing my life away? If something goes wrong, am I going to get in trouble with the feds? What exactly am I responsible for when I sign a maintenance record or logbook?” Even if a certified person doesn't actually write in the aircraft's log that the component worked on is "approved for return to service," FAR 43.9 (4) says when the maintenance entry is signed, that person's signature constitutes the "approval for return

to service.” Even with all the risks involved, it is still very easy to get complacent with the protection and upkeep of the aircraft records. Below are some final points and reminders that may help in not having to "count the cost" of missing records.

I cannot recommend this service enough, from single engine to turboprops (jets too), it's a must have. I tried to keep up with everything, but missed those ADs. Now, I know I'm flying an airworthy aircraft.

Gives me peace of mind." The intelligent system will recommend ADs, SBs, FARs, and more all based on your Airframe, Engine(s), and Propeller(s) make and model. You can schedule maintenance and squawks with your mechanics and share everything with any stakeholders of your aircraft.

FAR 43.11 is the rule that sets the requirements for inspections performed under Part 91, Part 125 and aircraft that meet Part 135 sections 135.411(a)(1) and 135.419. For aircraft inspected under Part 43, the following items must be included in all inspections entries:

To illustrate my point, let's explore how performing maintenance on a verbal OK can potentially affect your career: During a C-check, you find that the right aileron is delaminating and determine the damage exceeds the maintenance manual limits.

The airplane has to meet a gate time so your boss makes a quick call and gets a verbal OK to exceed the repair limits from the company's engineering rep. What about having your records scanned and stored digitally?

I think it is an excellent idea and I recommend it, but it is very important to remember that these formats still do not replace the original physical logbooks. Even though having aircraft records stored digitally is becoming more common, especially when using a maintenance tracking service, I frequently come across missing original records during my logbook audits.

These missing records may be found digitally stored, but not having the original specimen, that the digital copy was taken from, can mean trouble. This applies to logbook entries, time life cards, 8130s and yellow tags, and any other document that can be considered part of the historical maintenance operation of the aircraft.

Notice that the rule does not require that "total time" be included in a maintenance entry like it does for an inspection entry. So you won't get in trouble if you don't include it in your maintenance entry.

However, recording the total time is an excellent way for monitoring maintenance trends, and I encourage the practice.

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