Interior Upgrade Question

Don Hammer wrote
My experience is with large transport category Part 25 aircraft and
the burn test requirements are much more severe than Part 23. Read
25.853 sometime.

I have, and it reads exactly the same as 23.853. That should give you
a clue - 23.853 aqpplies ONLY to commuter category aircraft certified
under 14CFR23. Not normal, utility, or aerobatic aircraft. The
standards for those aircraft (as well as those certified under CAR 3)
are much less stringent. Years ago, when AC 43-13 was mistakenly
printed with a paragraph requiring burn tests for all Part 23
aircraft, Rod Farlee (who used to be a regular here) sent a letter to
O'Brien himself, and got a reply stating this - and also stating that
AC 43-13 was wrong and would be corrected. And so it was. I'll be
happy to send a copy of this letter to anyone here.

In other words - everything you said is totally inapplicable to small
aircraft not operated under Part 135. It was nothing but FUD - Fear,
Uncertainty, Doubt.

I am an A&P with IA and haven't done an annual in over thirty years.

Good. We don't need people trying to apply regulations written for
large commercial aircraft to small private aircraft.

Michael

Michael,

Thanks for the info. I am not here to cause a ****ing contest and
certainly defer to professional mechanics in the small aircraft world
and I would appreciate comments from any mechanics here. I don't
think other pilots are the best source of information such as this.
If I have pilot questions, I ask other pilots. Maintenance issues, I
talk to the professionals in that field.

I do think that newer light aircraft are certified to Part 23 and
those standards apply.

The title of Part 23 -
Airworthiness Standards: normal, utility, aerobatic, and commuter
category airplanes

Part 23 was first issued in 1964 and any design certified after then
is under that part. Older ones are CAR 4b and those standards don't
apply. The easy way to tell is to look at your Airworthiness
Certificate and see how it was certified. I think some older designs
may have been Grandfathered, but I am not sure.

Myself, I would treat upholstery on an old CAR 4b aircraft no
different than how an engine is overhauled. Hey - in the old days we
used mineral oil. Would I do that today? No way as the newer stuff
is so much better. If I could bring the interior up to the latest
standards, it is in my best interest to do that. That is all I am
saying. I've been in an aircraft on fire, so that made an impression
on me. I'll take engine failure any day.

Thanks again,

Don

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apply. The easy way to tell is to look at your Airworthiness
Certificate and see how it was certified.

Slight correction here. I looked on a G-IV today and the Part the
aircraft was certified to was on the data plate and not the C of A.
Of course, it will also be on the FAA Type Certificate for any model.

For my own curiosity, I did check Type Certificates for Pipers and
Cessna's. The PA-28 series are CAR 3 and the first Part 23 Piper is
the PA-36. With Cessna the 150, 152 172, 177 and 207 series are part
23 as well as the 400 twins and 500 jets. The 180, 182, 210, 206, and
310 series are CAR 3. And some Cessna's are CAR 4.

I guess the best thing to do would be to check the TC for your
aircraft prior to doing any upholstery work to make sure you stay
legal.

Don

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