Licence Privileges and the Uncertified Repair
You hold a B1.3 licence (helicopters, turbine) with type ratings on the Robinson R44 and Airbus H125. On a Friday afternoon a Part-135 operator brings in an R44 for a 100-hour inspection. During the inspection a junior mechanic finds a cracked exhaust bracket and, without consulting you, replaces it with a serviceable part from stores and signs the work off on the job card under his own (unlicensed) signature. The aircraft is due to fly a charter at 07:00 Saturday. The operator's chief pilot pressures you to 'just certify the whole inspection' so the flight can go ahead, noting the bracket is a trivial item. Your licence covers the R44. The maintenance organisation holds a Part-145-equivalent approval under CAR 84, and its procedures require all work to be performed or supervised by appropriately qualified staff and certified by a licence holder or authorised person. You are the only B1.3 holder on shift.
1. Can you lawfully certify the 100-hour inspection as presented? Explain your reasoning with reference to licence privileges and the certification of maintenance under CAR 84.
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No - not as presented. Certification of maintenance is a statement that the work has been carried out in accordance with approved data and that the aircraft is airworthy in respect of that work. You can only certify work you have performed yourself, or work performed under your direct supervision by persons you are satisfied are competent. The exhaust bracket replacement was performed by an unlicensed mechanic outside your supervision and signed off by him. That signature carries no certifying authority. To certify the inspection you would first have to personally inspect the bracket installation, confirm the correct part number and approved data were used, verify torque and lockwiring, and satisfy yourself the work meets the standard. Only then can you sign. Signing 'the whole inspection' blind would be a false certification and a breach of your licence conditions and CAR 84. The fact that the item is 'trivial' is irrelevant - airworthiness significance is not the test; conformity with approved data is.
2. The chief pilot argues that because you hold the type rating, your signature automatically covers all work done in the hangar that day. Assess this argument.
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A type rating on your licence authorises you to certify maintenance on that type; it does not make you the certifier of every task performed by others in the facility. Certification attaches to specific work you have personally performed or supervised. A type rating is a scope-of-authorisation question, not a blanket delegation. If the organisation's procedures permit a second licence holder to certify another's work, that requires an explicit inspection and acceptance, not the mere fact of holding the rating. Accepting the chief pilot's argument would mean you were certifying work you had not seen, which no licence privilege permits.
3. What should you do operationally to allow the Saturday charter to proceed lawfully, assuming the bracket is serviceable?
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Personally inspect and accept the bracket replacement: confirm part number against the IPC, check the approved data, verify torque and lockwiring, and record your inspection. Then complete and certify the remainder of the 100-hour inspection yourself. Raise a defect/nonconformance report on the unlicensed sign-off so the organisation can correct its procedures - the underlying issue is a supervision failure, not just one bracket. If any part of the inspection cannot be completed and certified before 07:00, the aircraft is not released and the charter must be delayed or substituted. Do not allow commercial pressure to compress the certification. Document the decision and the reason for any delay.