Looking at the regulations we see
Aviation Volume 2 Service Issue 20, December 2008
Part 24
This section defines which aircraft are covered by this PART,
Applicability
24.01.1 (1) This Part applies to –
(a) Amateur-built aircraft
(b) Production-built aircraft
(c) Veteran aircraft
(d) Ex-military aircraft
(e) Any other aircraft not qualifying, or not longer qualifying for the issue of
a certificate of airworthiness in terms of Part 21 of these Regulations.
(2) The aircraft referred to in sub-regulation (1) are classified in the following
sub-groups –
(a) Aeroplanes, including microlight aeroplanes
(b) Helicopters
(c) Gyroplanes and gyrogliders
(d) Gliders, including self-launching gliders and touring gliders
(e) Manned captive and manned free balloons
(f) Airships
(g) Unmanned aerial vehicles
(h) Hang-gliders, including powered hang-gliders
(i) Paragliders, including powered paragliders and paratrikes
(j) Parachutes
(k) Model aircraft
(l) Rockets
(3) This Part does not apply to any aircraft that, for the purpose of flight –
(a) is to be attached to and towed by a vehicle or vessel travelling on the
surface;
(b) other than a manned captive balloon, is to be moored to the surface or
any construction on the surface; and
(c) is to be flown line-controlled by a person on the surface:
Provided that such aircraft shall not be operated in contravention of these regulations,
or cause to be an obstruction to aviation.
(4) The airworthiness design standards for each sub-group of aircraft referred
Airworthiness
24.01.2 (1) Before a non-type certificated aircraft, other than an aircraft classified
in sub-groups (h) to (l) in sub-regulation 24.01.1(2), is considered to be
airworthy it shall –
(a) have been issued with –
(i) an Authority to Fly or a Proving Flight Authority, as the case may
be, in terms of this Part; and
(ii) a valid certificate of Release to Service;
(b) have been maintained in accordance with the provisions of this Part and
of Part 43, as applicable to the type of aircraft; and
(c) have no known condition which could make the aircraft unsafe for flight.
So our aircraft need to be maintained in accordance with it's approved maintenance schedule having previously been submitted to the commisionerMaintenance and inspection
24.01.5 (1) The owner of a non-type certificated aircraft for which an Authority
to Fly is required in terms of these regulations shall –
(a) submit to the Commissioner or, if applicable: to the organization designated
for the purpose in terms of Part 149 of these Regulations, as the
case may be, for approval an Approved Maintenance Schedule or similar
document for the aircraft;(b) ensure that the non-type certificated aircraft is maintained in compliance
with –
(i) its Approved Maintenance Schedule or similar document; and
(ii) to the extent applicable, the requirements of Part 43;
and
(a) take such action as is necessary to ensure the continued airworthiness of
the aircraft.
(Editorial Note: Numbering as per Gazette.)
(2) The format and minimum requirements for the Approved Maintenance
Schedule shall be as prescribed in Regulation 24.03.1.
So this is what it comes down to, the aircraft has to be maintained in accordance with this Approved Maintenance Schedule and this Schedule specifies who can do what maintenance.Approved Maintenance Schedule
24.03.1 (1) A non-type certificated aircraft, specified in sub-regulation
24.01.1(1) and classified in the paragraphs (a) to (g) of sub-regulation
24.01.1(2), shall be maintained in accordance with its Approved Maintenance
Schedule in such a manner that it is airworthy at the commencement of any
flight.
(2) The Approved Maintenance Schedule, referred to in sub-regulation (1)
shall –
(a) prescribe which Approved Person(s) with the appropriate repair rating,
which licensed AME(s) and which approved AMO(s) may carry out
maintenance on the aircraft;
(b) specify the conditions under which maintenance shall be carried out,
including environmental conditions and equipment and tools to be used;
and
(c) be in the format as prescribed in Document SA-CATS-NTCA.
(3) Any non-type certificated aircraft, other than those referred to in subregulation
(1) above, shall be maintained by or on behalf of its owner in such a
manner that it is airworthy at the commencement of any flight. Where the aircraft
manufacturer or any approved organisation has issued maintenance instructions
or guidelines, these instructions or guidelines shall be adhered to.
Where would this Schedule come from? Well for one, the engine manufacturer and secondly the manufacturer of the Kit/plane
The Approved Maintenance Manual for the Rotax 912 says maintenance is divided up into Line Maintenance and Heavy Maintenance.
It also defines the authorised people as having had "type specific training" on the particular engine which is approved by the CAA,
“OR”
- Experience in performing the task
- Formal instruction from a Rotax authorised training facility or “On the job” instruction by a authorised Rotax representive.
So this is what I believe needs to be done
1. Get the manufacturers to specify the tasks of Line Maintenance vs Heavy Maintenance. Rotax 912 has already done this and has two different manuals
2. Each owner attend a line maintenance course with the engine distributor or it’s representative, this is the type of course Niren has done in the past.
3. Owners who have attended this course can thus sign off this maintenance. Perhaps get issued with a number ala AP scheme.
4. Heavy maintenance can remain the function of the AP or AMO or suitably qualified authorised individual
Line Maintenance on a 912
1. Spark plugs, check and replacement
2. Oil level check and top up
3. Coolant level check and fill up
4. Air/fuel/oil filter replacement
5. Oil/Filter replacement
6. Engine inspections, wiring, pipes, etc
7. Prop bolts
8. safety wires
9. Exhaust springs, check replace
10. Carb setup/balance
Line maintenance 2 Stoke
1. Spark plugs, check and replacement
2. 2 Stroke oil reservoir fill up
3. Rotary valve oil check and fill up
4. Coolant level check and fill up
5. Air/fuel filter clean/replace
6. Engine Inspections, wiring, pipes etc
7. Prop bolts
8. Safety wires
9. Exhaust springs, check replace
10. Carb setup/balance
Anything that requires the splitting up of the motor should be considered "Heavy" maintenance
What do you guys think.