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Part 23 Maintenance Issues

机译：第23部分维护问题

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In our opinion it's a different and more costly maintenance world for part 23 aircraft: owners, especially potential second and third owners who could be inheriting huge unanticipated mandatory and recurring maintenance expenses. They need to be aware of that possibility, and include the status of these requirements in a purchase price negotiation strategy. The FAA has placed a bigger potential maintenance burden on part 23 aircraft owners directly through the new chapters in the POH, but only to the extent as detailed by the airplane makers, as they have some leeway as to the exact wording of the chapters. It can make a huge difference in how onerous the maintenance costs will be, compared to older CAR 3 aircraft. For example, we found no specific references to an approved aircraft limitations section in the POH with the newest Cessnas when we checked the TCDS. There is no mention of chapters 4 or 5, as found in the Columbia and Cirrus for example. We only read very general guidance to "follow the limitations found in the POH." Cessna is different, however, in that they had a previous TCDS based on CAR 3. If you have a Cirrus and check with a shop with respect to doing an annual, and they say no problem on chapter 5 parts replacement, remember who can end up in a civil lawsuit if one follows an accident or the FAA finds fault. Notwithstanding the preceding need to clear up the specific part replacement times, it does not diminish what a great airplane the Cirrus and other part 23 airplanes are over their predecessors. As a group, they represent substantial advancements in improving crash protection as well as better ergonomics and other refinements that make this group all-around safer aircraft. And with the Cirrus you have the added benefit of the chute, which has already chalked up several saves to its credit. It's all a matter of risk management, but you must know the risks to make the right decisions.
机译：我们认为，对于第23部飞机而言，这是一个不同且维修成本更高的世界：拥有人，尤其是潜在的第二和第三拥有人，他们可能会继承巨额的意料之外的强制性和经常性维护费用。他们需要意识到这种可能性，并将这些要求的状态包含在购买价格谈判策略中。美国联邦航空局直接通过《公共卫生条例》中的新章节，给第23部分飞机的所有者带来了更大的潜在维护负担，但仅限于飞机制造商详细说明的范围，因为他们对于章节的确切措词还有余地。与较旧的CAR 3飞机相比，这将在繁琐的维护成本上产生巨大差异。例如，当我们检查TCDS时，在最新的塞斯纳斯飞机公司的POH中，没有发现对批准的飞机限制部分的具体引用。没有提到第4或5章，例如在Columbia和Cirrus中。我们仅阅读了非常通用的指南，以“遵循POH中的限制”。但是，塞斯纳（Cessna）有所不同，因为他们以前有一个基于CAR 3的TCDS。如果您有西锐（Cirrus）并向商店咨询以进行年度保养，并且他们说第5章的零件更换没有问题，请记住谁可以结束如果发生事故或联邦航空局发现过错，则提起民事诉讼。尽管先前需要清理特定的零件更换时间，但这并不能减少Cirrus和其他23架飞机在其先前机型上的性能。总体而言，它们代表了在改进防撞保护以及更好的人体工程学和其他改进方面的实质性进步，使该组飞机更加安全。借助Cirrus，您还可以享受滑槽的额外好处，该滑槽已经为您节省了几笔费用。这都是风险管理的问题，但是您必须知道风险才能做出正确的决策。

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    《Light Plane Maintenance》 |2008年第1期|p.8-11|共4页
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