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8. How Many Different Repairman (LSA) Certificates Exist? There is only one certificate, repairman (LSA), but two ratings may be placed on the certificate: inspection and maintenance.
9. What Tasks can a Repairman (LSA) Perform with an Inspection Rating? The repairman (LSA) certificate is issued only to the owner of an aircraft issued an experimental certificate for the purpose of operating LSA. This certificate allows the owner to perform the annual condition inspection required by his or her aircraft’s operating limitations. Each FAA repairman certificate will identify the owner’s aircraft by registration number, class, and serial number and is only for that aircraft as long as the holder owns the aircraft.
10. What Tasks can a Repairman (LSA) Perform with a Maintenance Rating? A repairman (LSA) certificate with this rating allows the repairman to perform, for hire, annual condition inspections on aircraft issued experimental certificates for the purpose of operating LSA under § 21.191(i). It also allows the repairman to approve for return to service (RTS) an aircraft issued a special airworthiness certificate in the light-sport category under § 21.190 after performing maintenance, preventive maintenance, or an alteration to include the required annual condition inspections on SLSA in the class for which the repairman is rated. Additionally, under this rating, the repairman can work on and approve a SLSA for RTS after completion of a manufacturer’s safety directive or an AD on a TC’d product installed on the aircraft. These privileges are limited to the class of aircraft for which the repairman has received training, as identified on his or her FAA repairman certificate.
11. What are the Limitations of a Light-Sport Repairman with a Maintenance Rating?
The maintenance rating is limited to performing maintenance, preventive maintenance, and alteration functions on ELSA and SLSA aircraft. These privileges do not extend to the performance of a major repair or major alteration on a product produced under an FAA approval.
The aircraft’s consensus standard specifies that the manufacturer of the aircraft determine what is a major repair and major alteration. The same consensus standard requires the manufacturer to determine what additional training is required for the repairman to be qualified to perform those tasks. The repairman should contact the manufacturer to determine if the major repair or major alteration is authorized and determine if additional training is needed before performing the task.
12. May Experience Earned as Repairman (LSA) with a Maintenance Rating be Used to Meet the Experience Requirement in Part 65, § 65.77 for a Mechanic Certificate? A repairman (LSA) with a maintenance rating may document time worked on LSA. To apply for a mechanic certificate with airframe or powerplant rating, the repairman must document at least 18 months each of practical experience, working on either airframes or powerplants, or at least 30 months of practical experience working on airframes or powerplants concurrently. One month’s practical experience is 160 hours of documented time. This time includes all time working on SLSAs and only condition inspection time on ELSA aircraft. Documentation should be in a written format, such as a log showing the date and number of hours spent performing the work, type of work performed, and the registration number of the aircraft the work was performed on. The log entries must be verifiable, which can be accomplished by either statements and/or initials from the individual’s employer or supervisor or owner of the aircraft following each entry in the repairman’s logbook.
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13. Can a Mechanic with Airframe and Powerplant (A&P) Ratings Perform Inspections and Maintenance on Both ELSA and SLSA?
a. Work That a Mechanic can Perform. A mechanic with A&P ratings can perform inspections and maintenance on both ELSA and SLSA however, the mechanic must remember that when working on SLSA, the aircraft’s consensus standard, maintenance manual, and instructions for continued airworthiness (ICAS) must be used instead of TC data for non-FAA- approved products. Furthermore, on SLSA, both part 43 and the general privileges and limitations of § 65.81 still apply. To satisfy the requirements of § 65.81, the mechanic must have performed that work at an earlier date, was trained to do the work, or was supervised by another mechanic or repairman performing that task. If he has not performed that work at an earlier date, he may show his ability to do it by performing it to the satisfaction of the Administrator or under the direct supervision of a certificated and appropriately rated mechanic, or a certificated repairman who has had previous experience in the specific operation concerned. Also, the mechanic can take a manufacturer’s task-specific training for the appropriate class of LSA, or component.
b. Maintenance Certifications. The current edition of ASTM F2483, paragraph 6.1, Line Maintenance, and paragraph 7.1, Heavy Maintenance Repairs and Alterations, states the manufacturer will list the minimum level of mechanic certification to perform the maintenance task. In the United States, on N-numbered SLSA, all maintenance providers able to RTS are to be persons certified under § 65.71 (A&P) and repairman under § 65.107.
14. Why is an ELSA or SLSA Signed-Off as “in a Condition for Safe Operation” Rather than “Airworthy” in its Maintenance Records? Typically, the definition of the word “Airworthy” means that an aircraft conforms to its FAA-approved type design and is in a condition for safe operation. SLSA and ELSA do not have an FAA-approved type design so the term “Airworthy” is not used. LSA must be inspected and maintained in a “condition for safe operation.”
15. Who is Primarily Responsible for Maintaining an Aircraft in a Condition for Safe Operation and for Keeping Maintenance Records? The owner or operator is responsible in compliance with § 91.319 and SLSA § 91.327 operating limitations, for these tasks.
16. How is Aircraft “Time in Service” Defined and Recorded? Time in service, with respect to maintenance time records, means the time from the moment an aircraft leaves the surface of the Earth until it touches it at the next point of landing. Either a recording tachometer or Hobbs meter may compute total time, or it can be based on the pilot’s recorded flying time. Total time in service should be recorded in the aircraft’s maintenance records at each condition inspection see § 91.417.
17. FAA—How is a Major Alteration and Major Repair Defined? (See 14 CFR Part 1, § 1.1 Definitions.)
a. Major Alteration. A major alteration means an alteration not listed in the aircraft, aircraft engine, or propeller specifications:
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(1) That might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness; or
(2) That is not done according to accepted practices or cannot be done by elementary operations.
b. Major Repair. A major repair means a repair:
(1) That, if improperly done, might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness; or
(2) That is not done according to accepted practices or cannot be done by elementary operations.
18. ASTM—How is a Major Alteration and Major Repair Defined? (See ASTM standard F2483, Standard Practice for Maintenance and the Development of Maintenance Manuals for Light Sport Aircraft.)
a. Major Repair, Alteration, or Maintenance. Any repair, alteration, or maintenance for which instructions to complete the task excluded from the maintenance manual(s) supplied to the consumer are considered major.
b. Minor Repair, Alteration, or Maintenance. Any repair, alteration, or maintenance for which instructions provided for in the maintenance manual(s) supplied to the consumer of the product are considered minor.
NOTE: For LSA and associated products built under a consensus standard, the manufacturer determines what is a major repair or major alteration.
19. What Can “Calendar-Year” Mean in Terms of Operating Limitations? Calendar-year is not exactly 365 days long. It can be as long as 396 days. A calendar-year runs to the last day of the 12th month after the previous inspection date. For example, if a LSA was given an annual condition inspection on July 1, 2005, the aircraft would need another condition inspection by August 1, 2006, 1 year and 31 days later.
20. Am I Required to Take “Manufacturer’s Recurrent Training”? It is highly recommended for repairmen certified under § 65.107, and the A&P maintenance provider, if not active or previously trained in maintaining the manufacturer’s products. See § 65.81.
21. When is a FAA Form 337 Required to be Issued on an SLSA Aircraft Certified by ASTM Under § 21.190? FAA Form 337 is required only on TC’d products installed on a manufacturer’s non-FAA-approved aircraft. The major repair or alteration must be approved by the aircraft manufacturer before maintenance is preformed (i.e., installing STC products).
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