On one of the German gliding fora some of the owners of affacted
DG/Ls gliders have posted "maintenance programs", calling up the old
versions of the manuals and which they've apparently been able to
register individually under (new) EASA regulations. This gives them a
way out to continue to fly the glider and get it maintained legally.
It seems quite a few are taking this up. Whether it's a
permanent/cheap way out remains to be seen. If my understanding is
correct, if the GFA does not pass the TM on as an AD (as apparently
the FAA has done, which makes it binding in the US) but as
airworthiness advice then I imagine our DG/LS owners may have a way
out. I am not a DG/LS owner so I only read these things peripherally.
I am just passing this on in case some of those who are affected may
want to look into it further.
Ulrich Stauss
On Mon 30/08/10 17:56 , emilis prelgauskas [email protected]
sent:
Thank you Bernard
and Australia has over the decades developed through its volunteer
base
the capability to consider sailplane airworthiness on an individual
'as-inspected' basis.
Where as I understand it the national federation will consider
partial
airworthiness cost where a wood airframe is infrequently used, and it
is maintained to the standards and support provided by the vintage
arm
of the sport
(correct me if I have got this wrong)
and I understand some sailplane types can be operated 'as-inspected'
outside the specs of approving authority or manufacturer when not
used
in charter, flying training or passenger flying.
This applies to motorgliders with engines 'out of hours' but
conforming
to condition 'as-inspected'
and more recently to FRP airframes ditto
and may in time to come apply to metal airframes under similar
status?
and there is 'experimental' category when airframes have been amended
away from the manufactured norm under similar conditions.
(possibly a multi-seat modified to single seat?)
In the 1960s when the world wanted wood airframes to disappear
because
of (possibly flawed) lab tests on glue life; the GFA of the day
determined that in-the-field knowledge permitted such airframes to
continue 'as-inspected', and today such much older airframes of some
types are still accepted.
I know that today the sporting world is a much more complex place
and people are risk averse (as noted in posts recently on this list)
so we have to ask those who are willing to determine risk on their
own
choice to make those decisions for themselves.
On 30/08/2010, at 4:00 PM, Future Aviation wrote:
> This applies to all
> aircraft - even
> if they are 50 years and older!
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