Regulatory Report

Report in Person

The FAA has updated the requirements for making changes to mechanic certificates. Henceforth, mechanics who wish to amend their A&P certificates due to a name change, gender change, change in nationality, or date of birth change must make an appointment and appear in person at their local FAA Flight Standards District Office. The new requirement is outlined in Flight Standards Handbook Bulletin for Airworthiness HBAW 05-01, which became effective on April 21, 2005.

Rotorcraft Contamination

The FAA issued Special Airworthiness Information Bulletin SW-05-44 warning helicopter operators to take steps to prevent fuel contamination. The SAIB notes that 21 accidents (18 percent of helicopter engine-related accidents) during a period from 1998 to 2004 were due to fuel contamination. The SAIB includes a list of suggestions to help eliminate fuel-contamination problems in rotorcraft, including:

� Verify before fuel is stored and delivered to an aircraft that quality control checks have been successfully completed.

� Notify fuel suppliers of any potential fuel system supply contamination, as they may be able to provide assistance and recommended guidance.

� Follow the manufacturer's guidelines for proper fuel system preflight checks/inspections of the aircraft fuel system in the rotorcraft flight manual.

� Verify the adequacy of your organization's aircraft and fuel supply quality control system.

� Verify adherence to the aircraft and engine manufacturer's recommendations for fuel system maintenance, including inspections of filters and screens.

� If you find contamination in the aircraft fuel system, DO NOT operate your aircraft until the contamination has been eliminated.

To view the full SAIB, go to www.faa.gov/certification/aircraft/av-info/ad/saibs/SW-05-44.pdf.

Online IA Renewal

The FAA has approved two companies for delivery of online Inspection Authorization renewal training: Gleim (www.gleim.com/iarc) and Cygnus Business Media's AMTonline.com (http://secure.cygnusinteractive.com/amt).

These courses provide the eight hours of annual training needed for IA renewal., required each year by March 31, unless the mechanic/IA has accomplished a minimum number of annual inspections and/or major repairs or alterations. To renew, IAs are still required to present their course graduation certificates and FAA Form 8610-1 to their local FAA Flight Standards District Office to renew their IA by March 31 every year.

Crash-Surviving Memory

The FAA is acknowledging the increased use of data-link communications and the ability of modern computer flash memory to withstand high g forces in a new draft advisory circular, AC 20-DLK (V-3). The advisory circular suggests that anyone installing data-link systems in aircraft also consider adding flash memory to record data-link communications. This information could be valuable after an accident. To insure the survivability of the flash memory, the advisory circular recommends that installers of data-link systems refer to the AC for suggested design-approval requirements. To view the entire AC, see www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgDAC.nsf/0/7d6540f93182775086256ff00059e638/$FILE/AC-20-DLK.pdf

Flight with Known Cracks

A draft FAA advisory circular is available for comment (by June 24, 2005) on the subject of 14CFR Part 23 fail-safe design (AC 23-13A). While this is mostly of interest to airplane designers and engineers, there is an interesting section in Chapter 6, titled "Flight with Known Cracks."

The AC explains that while the FAA's policy is not to permit any aircraft to fly with known cracks in primary structure, there are possible exceptions, which include, in the AC's words:

(1) Substantiation that the cracks are not in primary structure.

(2) Substantiation of the ability of single load path structure with known cracks to carry ultimate loads. Only in unusual circumstances, such as the difficulty of an operator in obtaining replacement parts, will this be allowed. The time allowed for replacement or repair must be as short as practical.

(3) Substantiation that the cracks are in fail-safe structure. The ability to sustain ultimate load with the maximum permissible crack must be substantiated. Temporary repairs, such as "stop drilling," should be specified. The conditions of a temporary repair, and the time allowed before a permanent repair is required, may be less restrictive than for single load path structure.

To view the full AC or make comments, see www.airweb.faa.gov/Regulatory_and _Guidance_Library/rgDAC.nsf/0/f8b2a931bda3f78e86256fee00485510/$FILE/AC23-13A.pdfd65775 086256ff00059e638/$FILE/AC-20-DLK.pdf.