Peter wrote:
My comment was really regarding setting up the SDMP.
In my case the CAMO did it for us, but it didn’t seem very complicated.
My comment was really regarding setting up the SDMP.
I don’t understand how you can ‘struggle’. Draw it up with the help of the person who will issue the ARC, adhere to it. The only struggle should be if you crash and are found to be non compliant with some obscure part of the legislation, no? Even then I don’t see how that could be, once you cover the MIP at least.
A search on SDMP digs out various good threads. This one is also relevant.
Knowing a lot of the participants, the one thing obvious to me is that all the people who say this is easy are experts in EASA regs, sometimes experts in certification (drawing up EASA STCs etc), while everybody else who has tried it is struggling and most have given up.
Jujupilote wrote:
You can’t, because of ADs, mandatory SBs
AD you have to comply with, sure. But there are no such thing as mandatory SB. Well, I know some are self titled like that, but they’re not mandatory.
So MIP + AD + items in limitations chapter of POH (usually Ch.3), to be exhaustive.
But the question is the same: why to increase the burden in the MIP?
One can put “on-condition” for a propeller in a SDMP, and maintenance that are recommendations from manufacturers do not have to be obeyed. Peter wrote:
The first thing people would do is drop the Annual, the 150hr check, the 6yr prop overhaul In Germany they would have dropped the Annual and (I know this is historical now) Cessna owners would have dropped the corrosion SIDs (instead of transferring the planes to G-reg and then, with brexit, back to D-reg, by which time the LBA dropped the SIDs). So there has to be a procedure, and some compromise… Presumably an SDMP has to be, at a minimum, the manufacturer’s programme in the MM.
No, not quite right.
One can drop 6yr prop overhaul for example, and all other manufacture recommendations.
Minimums are in as @zuutroy mentioned in ‘minimum inspection programme’ and they include something like:
- every 2year avionics check,
- replacement of belts
- ELT check.. etc.
If there is safety addition to Type certificate of a propeller for example, that one has to be obeyed.
You can’t, because of ADs, mandatory SBs…..
BTW, there are many kinds of bulletins that I didn’t know.
Why would anyone put more than requiered by the MIP in his maintenance program?
Just go with the MIP and thats all.
Sorry, I mixed up, but in France most ARC are given by OSAC which is the voice of the authority. That’s why to me it sounded like it was to be « approved » like Peter mentioned.
Zuutroy, your check-list is great and I guess other type club have done the same (or they should). But are you sure it covers items (SBs, whatever..) that could be mandatory in EU and not in US ?
It has to comply with something called the ‘minimum inspection programme’ which is defined, and cannot be less restrictive.
In terms of the annual review it doesn’t need to have anything to do with the CAA. The review is done by Part M staff. To me it looks like it truly is self declared. I believe you can ditch the mandatory prop overhaul and the IFR avionics checks that some countries mandate.
