RST Engineering wrote:
wrote in message
...


If the airplane was going through an annual inspection, the IA should have
generated a list of discrepancies of what didn't pass and given that to
the owner. At that point the annual was complete.


I'm not sure what you are saying. That the airplane has a current valid
annual at this point? That isn't so. THe logbook should have contained
words to the effect that the aircraft was inspected on (date) and a list of
unairworthy items given to the owner or operator.

I was saying the annual inspection was complete and current at that
point and if there were any unairworthy items, they need to be attended
to. The IA had completed his duties and is no longer involved. Once he
signs off the annual inspection, whether airworthy or not, the
inspection is complete and current.


If the airplane is "ratty" but the mag switch(es) had been installed in
accordance with the type certificate in effect as of date of manufacture and
there were no subsequent ADs to change it, then the IA cannot on his own
hook declare them unairworthy.

Similarly, if the fabric punched "at the bottom of the airworthy scale" then
the fabric is airworthy. THe IA does not get to set a higher standard than
the FAA requires.



An ordinary A&P could then bring the aircraft back to airworthinness
condition without the need for the IA.


That's true, but the aircraft still does not have a current annual
inspection.

The inspection is current and complete, but not airworthy. That
inspection will be current for the next year and if it was not airworthy
it can be brought into airworthiness and flown during that time period.
The A&P has 0% authority with the inspection process.



I don't believe that there is anywhere where the FSDO could have demanded
anything except to do a ramp inspection after the aircraft had been
flying.


They can demand green cheese. What they get or are entitled to get are two
separate matters.

Jim