austropilot wrote: ↑Wed Oct 14, 2020 9:17 pm
Thank you.
As far as I understand, the items listed in Chapter 5 are not airworthiness limitations.
At least according EASA NCO and Part-ML (similar to FAA Pt. 91) the Chapter 5 items are not mandatory.
You are correct. The list of items in the thread above is not legally required (although strongly recommended by manufacturer), since it doesn't have to be approved by certification authorities like EASA, FAA, or Transport Canada.
Items legally required must be listed in Chapter 4 Airworthiness Limitations, or required by an Airworthiness Directive (AD).
Here is the total extent of Chapter 4 Airworthiness Limitations for Austro engines (taken directly from the E4/E4P maintenance manual):
Epic Aircraft E1000 GX
Former DA40XLS, DA42-VI, and DA62 owner
ATP, CFI, CFI-I, MEI
Are you sure on the Transport Canada and EASA? I thought they are enforcing TBO/TBR even though it traditionally has been in section 5.
Tim (curious, since my wife now wants to consider retiring to Europe)
For EASA I can confirm. Since 24th of March 2020, EASA Part-ML is in effect through supranational EU law. Any non complex aircraft under 2730kg MTOW and operated privately, can under EASA Part-NCO (non commercial other than complex) be maintained according to an owner declared maintenance program, which legally offers the owner/operator to deviate from manufacturer recommendations. Only AD's and airworthiness limitations need to be respected.
Under EASA (different to FAA definition) the DA42 is a non complex aircraft.
If you have further questions, feel free to ask and I will do my best to clarify!
Paging through the mountain of documents chronicling the construction of my 2017 DA62 (which has the same Chapter 4 limitations as the DA42-VI), I discovered that a windmilling start was accomplished by a factory pilot as part of the routine test process, before the initial airworthiness certificate was issued. Does this mean my aircraft (and I assume all Austro engined Diamonds, having been similarly tested) must have the timing chain replaced at 900 hrs, or does the clock start when the factory releases the aircraft to the initial owner?
ultraturtle wrote: ↑Sun Nov 29, 2020 4:48 pm
Paging through the mountain of documents chronicling the construction of my 2017 DA62 (which has the same Chapter 4 limitations as the DA42-VI), I discovered that a windmilling start was accomplished by a factory pilot as part of the routine test process, before the initial airworthiness certificate was issued. Does this mean my aircraft (and I assume all Austro engined Diamonds, having been similarly tested) must have the timing chain replaced at 900 hrs, or does the clock start when the factory releases the aircraft to the initial owner?
I'd say that the test at your aircraft was performed before related SB/AD was issued, so I'd say 900 hrs limit applies to your engines. I believe they don't do these tests anymore and they won't do them until they re-introduce windmilling restart as normal procedure again.