sj
Staff member
Northwest Arkansas
Copied from Facebook
Heads up to all mechanics, shops and backcountry pilots. We recieved word that the FAAST (FAA Safety Team) is hosting a seminar at UAF in Fairbanks on Friday, January 25th. One of the topics that will be covered is concerning a new piece of regulation that has just been released concerning “destroyed aircraft.” The details of these new rules are outlined in FAA order 8100.19, which I have included a link to at the bottom of this. It contains some phraseology and limitations on aircraft repair that could heavily affect operations and general aviation in Alaska. The author of this FAA order will be giving a presentation at the seminar, and I’m hoping this will give a little more clarity to how they plan to make these determinations, who will have final say, how the process will be initiated/followed through with, and who will be in charge of enforcement.
The basic premise is that the FAA is trying to come up with (and essentially has already issued) a method for determining when an aircraft is damaged to a certain degree that the aircraft can no longer be “repaired” and the data tag must be surrendered to the FAA or sent back to the original manufacturer for “rebuild” (which in our case, most of these original manufacturer’s either no longer exist, or no longer support the models in question). In many cases for super-cub type aircraft, this would result in permanent deregistration of the aircraft in question. These permanent casualties to such a small pool of registered aircraft will no doubt have negative implications long-term in Alaska.
The document can be found here:
https://www.faa.gov/documentL…/…/Order/FAA_Order_8100.19.pdf
Heads up to all mechanics, shops and backcountry pilots. We recieved word that the FAAST (FAA Safety Team) is hosting a seminar at UAF in Fairbanks on Friday, January 25th. One of the topics that will be covered is concerning a new piece of regulation that has just been released concerning “destroyed aircraft.” The details of these new rules are outlined in FAA order 8100.19, which I have included a link to at the bottom of this. It contains some phraseology and limitations on aircraft repair that could heavily affect operations and general aviation in Alaska. The author of this FAA order will be giving a presentation at the seminar, and I’m hoping this will give a little more clarity to how they plan to make these determinations, who will have final say, how the process will be initiated/followed through with, and who will be in charge of enforcement.
The basic premise is that the FAA is trying to come up with (and essentially has already issued) a method for determining when an aircraft is damaged to a certain degree that the aircraft can no longer be “repaired” and the data tag must be surrendered to the FAA or sent back to the original manufacturer for “rebuild” (which in our case, most of these original manufacturer’s either no longer exist, or no longer support the models in question). In many cases for super-cub type aircraft, this would result in permanent deregistration of the aircraft in question. These permanent casualties to such a small pool of registered aircraft will no doubt have negative implications long-term in Alaska.
The document can be found here:
https://www.faa.gov/documentL…/…/Order/FAA_Order_8100.19.pdf