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thorough preflight) is to check the
Technical Log before flight, in which
you should find an alert card which
shows when the next servicing is
due. Simply subtract the current
aircraft hours from that figure to
find out how many hours' flying you
can do before the next check.
194 JAR Private Pilot Studies
After an abnormal occurrence (such
as a lightning strike or a heavy
landing), the aircraft must be
inspected (and not flown until it has
been done). If nothing has to be
taken apart, the inspection can be
done by the PIC, but I would
suggest you need some technical
qualifications to know that you don't
need to take anything apart in the
first place.
Dual Inspections
Required when engine or primary
flight controls have been modified,
repaired, replaced or disassembled.
Away from base, this may be carried
out by a pilot qualified on type.
Elementary Work
This is technically a form of
maintenance but, for ANO
purposes, it means specific tasks not
subject to Maintenance Review,
which means you don’t need an
AME to do them.
A licensed pilot, who is also the
owner or operator of an aircraft, may
perform elementary work on it.
Under normal circumstances, it is
limited to aircraft under 2730 kg
with a Private or Special Category C
of A (see Regulation 16 of ANGRs).
This might include changing spark
plugs or tyres, batteries, or bulbs,
although 17 are mentioned (the key
is that no special tools are required,
or that the structure is not affected).
Details of the work, that is:
·  tyre and skid replacement
·  elastic shock absorber cord unit
replacement on landing gear
·  safety wiring or split pin
replacement (except on engines,
flight control or rotor systems)
·  simple patch repairs to fabric
(not rotor blades), if they don’t
cover up structural damage or
require removal of structural
parts or control surfaces
·  repairs to the cabin interior
(including upholstery)
·  repairs to non-structural
fuselage parts, not requiring
welding
·  side window replacement, if the
structure is not affected
·  safety belt or harness
replacement
·  replacement of seats
·  replacing bulbs, reflectors,
glasses, lenses or lights
·  replacement of cowlings
·  replacing spark plugs
·  replacing batteries
·  replacement of wings and
control surfaces that are
designed to come off before
and after flight
·  replacement of rotor blades that
are designed to come off
·  replacement of generator and
fan belts that are designed for
removal
·  VHF radios that are not
combined with navaids
must be entered into an appropriate
log, and certified. As said above,
Air Law 195
elementary work does not need a
maintenance release.
Documents & Records
The Chicago Convention requires
that these documents (or copies)
must be carried on all flights – JAR
Ops 1.125 refers. Each is fully
explained in its own section below:
·  Certificate of Airworthiness or
equivalent flight authority
·  Certificate of Registration
·  Noise Certificate (if applicable)
·  Radio Station Licence
·  Air Operator Certificate
·  Flight Crew Licences, valid, with
ratings, to include radio and
medical certificates
·  3rd Party Liability Certificate
It’s a good idea to carry these as well:
·  Certificate of Maintenance Review,
which must be valid before and
during the flight. The PIC is
responsible for ensuring this,
and that the aircraft is
airworthy.
·  Flight Manual
·  Aircraft Weight Schedule, which
may be in the Flight Manual. It
must be preserved up to 6
months after the next schedule
is prepared (Art 18).
·  Technical Log (but see below)
·  Route Guides and Charts
·  Flight Plan
·  Operations Manual and SOPs, if
operating under an AOC
Flight Authority (C of A)
All aircraft must have a document
that says they are fit for flight.
Unless surrendered, suspended or
cancelled, such a flight authority
remains in force for the time or
　
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