(Note the even number again. This regulation became part of 14 CFR part 43 in 2002.)

This section presents two terms not previously defined in 14 CFR:

This section then goes on to specify what to do with parts that are temporarily removed from and then reinstalled on a type-certificated product; what to do with parts that are removed from a type certified product and not immediately reinstalled; and how to transfer life-limited parts from one type-certificated product to another.

When a life-limited part is removed, the person removing it from the type-certificated product must control the part and ensure proper tracking of the life-limiting factor. This is to prevent the installation of the part after it has reached its life limit. There are seven possible methods the technician or repair facility may choose from to comply with this requirement.

When a life-limited part is transferred, the information concerning the life status of that part must be transferred with it. Although regulations already did exist that required the tracking of life-limited parts when they were installed on an aircraft, this regulation was generated to govern the disposition of such parts when they were removed from the aircraft.

This section deals exclusively with inspection record entries; however, the requirements are similar to 14 CFR part 43, section 43.9 in that information of what, when, and who is required.

Since this is an inspection write-up and not a maintenance entry, it is quite possible that the inspecting technician could reject or disapprove the item being inspected for the RTS. When that situation occurs, the regulation states in paragraph (b) that a list of discrepancies must be given to the owner. A reference to this list and its delivery to the aircraft owner must be reflected in the record entry. Although the regulation neither specifies how those discrepancies can be cleared, nor who may do them, any appropriately-rated repair station or certificated technician can perform the required maintenance actions. When they are completed and the proper maintenance record entries are generated in accordance with 14 CFR part 43, section 43.9, the aircraft is approved for RTS. It is neither necessary to have an additional inspection, nor is it necessary to contact the disapproving inspector.

If the aircraft is on a progressive inspection program, the inspection statement changes slightly from the statement referenced earlier by adding the reference to both a “routine inspection” and a “detailed inspection.” Refer to explanatory text of 14 CFR part 43, section 43.15 for a definition of these terms. Inspections accomplished in accordance with other inspection program requirements must identify that particular program and that part of the program the inspection completed.

The aviation community relies heavily on trust and honesty in both oral and written communication. The maintenance log entries described in 14 CFR part 43, sections 43.9 and 43.11 provide the documentation trail relied upon by aircraft owners, pilots, and technicians regarding the aircraft’s maintenance history. Falsification of these records is potentially dangerous to the personnel who rely on the accuracy of these records.

This section identifies that fraudulent entries are unacceptable. If someone commits such an act, that action is the basis for suspension or revocation of the appropriate certificate, authorization, or approval. A technician who is encouraged by their employer, or by anyone else, to falsify records in any way should remember this comment: “Companies come and go, but my signature lasts a lifetime. I will not use it inappropriately.”

This section deals with the specific requirements for conducting maintenance. (Note: This section best reflects the relationship between the FAA’s numbering of ACs and the regulations they are related to.) Paragraph 3 on the cover page of AC 43.13-2B, Acceptable Methods, Techniques, and Practices—Aircraft Alterations, dated March 3, 2008 states:

“Title 14 of the Code of Federal Regulations (14 CFR) part 43, section 43.13(a) states that each person performing maintenance, alteration, or preventive maintenance on an aircraft, engine, propeller, or appliance must use the methods, techniques, and practices prescribed in the current manufacturer’s maintenance manual or Instructions for Continued Airworthiness prepared by its manufacturer, or other methods techniques or practices acceptable to the Administrator, except as noted in section 43.16.” [Figure 2-9]

Although not all ACs are linked this directly, there is a definite relationship between ACs and companion regulations. Refer to this chapter on ACs for additional information.