912 Oil ResevoirSLSA Maintenance: Who Can Do?

Since we sell SLSA trikes one of the questions we frequently get asked is "what maintenance can I do myself."  The answer to this question is found in both the FARs (Federal Aviation Regulations) and the maintenance manuals for your aircraft.  For GA aircraft the FARs are the final authority but for SLSA aircraft the manufacturer has the final say.  For example, if the FAR says you can do a particular task but the manufacturer says you cannot then you cannot.

For example, if the FARs state you can change the spark plugs but the manufacturer says that only a licensed mechanic can do that task then you must take your aircraft to a licensed mechanic to get the plugs changed. 

Rotax 912 on an XT-912 AirBorne TrikeFAR 43 are where you find the regulations on maintenance.  FAR 43.3(g) says "The holder of a sport pilot certificate may perform preventive maintenance on an aircraft owned or operated by that pilot and issued a special airworthiness certificate in the light-sport category."  What constitutes "preventive maintenance"?  FAR 1.1 gives the following definition: "Preventive maintenance means simple or minor preservation operations and the replacement of small standard parts not involving complex assembly operations."  FAR 43 Appendix A goes on to give a laundry list of allowed tasks.

But the manufacturer's maintenance manuals must be your first source of what you can and cannot do.  The maintenance manual must lay out what level of certification is required to do a particular task.  The AirBorne Maintenance Manual specifically refers you to FAR 43 Appendix A for authorized preventative maintenance tasks so that their manual and the FARs are in synch.  They also refer you to Rotax's Maintenance Manuals for the same reason.  So if the Rotax Maintenance Manual or FAR 43 Appendix A allows you to do a task AirBorne allows it by default just by referring you to those documents in the AirBorne Maintenance Manual. When in doubt contact the manufacturer or your dealer to find out what you can do and get it in writing.  In many cases, the manufacturer's written authorization will have to go into your maintenance logbook.

Rotax 912 EngineWhat Rotax allows is a little harder to define.  Rotax has authorized three maintenance courses aimed at three different maintenance audiences.  The first course, or Service Course, is aimed at the owner/operator (and is a pre-requisite for maintenance professionals desiring to take the higher level maintenance courses) covers engine system and those maintenance items an owner/operator can do such as:

Rotax's Maintenance and Heavy Maintenance courses are for licensed mechanics and go into ever deeper levels of maintenance tasks.  While an owner/operator can take these courses they must still be a licensed mechanic to execute these higher level tasks.  For more information on these course go to Aero Technical Institute.  They offer these courses for both 2 and 4-stroke engines and they are EXCELLENT.  Tell them Precision Windsports sent you.

For Rotax engines an excellent source of educational and how-to materials is available at www.rotax-owner.com. Here you'll find all the latest manuals, service bulletins, service instructions, and safety directives.  But you'll also find a library of videos showing you how to do many of the common maintenance tasks such as carburator synchronization, oil changes, gearbox friction torque testing, etc.  But just because you find a video here do not assume that means the owner is authorized to perform the service as these videos are for maintenance professionals as well.  You still have to go back to the manufacturer's manuals to find out what you can and cannot do.

Finally, while on the subject of maintenance William Hunt  submitted a reader tip to Powered Sport Magazine in the January 2011 issue that I thought was worth repeating here.  William's tip was to be sure to check the rotary valve oil on Rotax 582 by removing the cap and looking inside.  The problem with visually checking from the outside is that over time the dye in 2-stroke oils will discolor the translucent resevoir creating the illusion that the oil level is higher than it really is.  This happens over a period of a couple years so if your aircraft has a 582 and is more than two years old be sure to remove the oil resevoir caps and verify the oil level.  You may be surprised by what you find.  Thanks William for the tip.

Remember, safe flying begins on the ground and maintenance is a vital part of every safe flight.  So, be sure your aircraft is well-maintained and fly safe.