AviZone

HEATING SYSTEM: The heating system is comprised of the heat exchange section of the exhaust muffler, a shut-off valve mounted on the right forward side of the firewall, a push pull control on the instrument panel, Outlets and flexible ducting connecting the system. OPERATION: Ram air is ducted through an engine baffle inlet and heat exchange section of the exhaust muffler, to the shut-off valve at the firewall. The heated air flows from the shutoff valve into a duct across the aft side of the firewall, where it is distributed into the cabin. The shut-off valve, operated by a push-pull control marked "CABIN HT" located on the instrument panel, regulates the volume of heated air entering the system. Pulling the control full out, supplies maximum flow and pushing control in gradually decreases flow shutting off flow completely when the control is pushed full in. DEFROSTER SYSTEM: The defrosting system is comprised of the duct across the aft side of the firewall, a defroste

FUEL SYSTEM Fuel is gravity fed from the metal wing tanks, through a shutoff valve and a fuel strainer, to the carburetor. Positive ventilation is provided by a vent line and a check valve assembly located in the left wing tank, a crossover line connecting the two tanks together, and a vented fuel cap on the right hand tank. The vent line from the check valve assembly extends overboard through the lower wing skin adjacent to the left wing strut. A fuel drain is located between the shutoff valve and the strainer Fuel shutoff valve is a two-position ON-OFF valve, located in the floor area between the pilot and copilot seats. The handle is safety wired in the "ON" position with .018" diameter mild steel wire (tag wire), which will break easily if the handle must be turned "OFF" in an emergency. The manufacturer recommends replacement instead of repair or damaged, worn or inoperative valves. FUEL STRAINER: The fuel strainer is mounted at the firewall in the low

CONTROL SYSTEM AILERON CONTROL SYSTEM : The aileron control system is comprised of push-pull rods, Bellcranks, cables, Pulleys, sprockets and roller chains, all of which link the control wheels to the ailerons. A control "Y" interconnects the control wheels to the aileron cables. CONTROL "Y": The control "Y" transforms rotation of the control wheels into pulling motion on the aileron cables by means of sprockets and chains. The "Y" is pivoted at the lower end to operate the elevator control system. WING FLAP CONTROL SYSTEM : The wing flap control system is comprised of an electric motor and transmission assembly, drive pulleys, push-pull rods, cables and a follow-up control. Power from the motor and transmission assembly is transmitted to the flaps by a system of drive pulleys, cables and push-pull rods. Electrical power to the motor is controlled by two micro switches mounted on a floating arm assembly, by a camming lever and follow-up co

Continuation training   is one of the requirement for renewal of AMEL by DGCA or renewal of Certification Authorisation by Quality Dept in any organisation. Continuation training is a two way process to ensure that certifying staff remain  current in terms of procedures , human factors and technical knowledge and that the organisation receives feedback on the adequacy of its procedures and maintenance instructions.   Interactive nature of continuation training, provide possibility of involvement of the quality department to ensure that feedback is actioned.  Procedure is required to ensure that feedback is formally passed from the training department to the quality department to initiate action. Content of continuation training  should cover changes in relevant requirements such as  CAR-145 , changes in organisation procedures and the modification standard of the products being maintained plus human factor issues identified from any internal or external analysis of inci

Introduction : In Quality Manager/controlling officer meet held on 4 th November 2011 at New Delhi, It is observed by dgca that organisation are not preparing and following the standard procedure. Regional DGCA office has been directed to carry out audit for Procedure Manual.                  Procedure Manual is Level 2 document and it need not require approval from DGCA. But, it is mandatory to prepare manual for each department and get approval from Quality Manager.      Definition -  Procedure:A fixed, step-by-step sequence of   activities   or   course of action   (with   definite   start and end   points ) that must be followed in the same   order   to correctly perform a   task . Repetitive procedures are called   routines . A procedure specifies the way to perform an activity (HOW), e.g. Internal Audit procedure. Procedures are for internal use. The Guidelines on Writing Procedure Manual Procedure manuals are useful tools for day to working. Whether employees n

AAC No.2 of 2011 dated 30.09.2011 describes non inclusion CMR in AMP as level 1 finding. Para 6 of appendix 1 quotes “ Airworthiness limitation Items (ALI / AWLI) / Certification Maintenance Requirements (CMR) items are not included into Aircraft Maintenance program (AMP) shall be treated as level 1.If they are not identified in the AMP, then it is level 2. CMR* (task interval cannot be adjusted) Items are not carried out within the specified time limit, shall be treated as level 1. In case of CMR** (Task interval can be adjusted) items not carried out within the specified interval should be level 2’’. CAR 145.A.95 (a) : A level 1 finding is any significant non-compliance with CAR -145 requirements which lowers the safety standard and hazards seriously the flight safety. CAR 145.A.95 (b) : A level 2 finding is any non-compliance with the CAR-145 requirements which could lower the safety standard and possibly hazard the flight safety. A CMR is a required periodic task esta

Grade 100VLL aviation gasoline (avgas) is developed to provide a lower lead alternative to 100LL in response to impending environmental regulations. Grade 100VLL is identical to 100LL in all aspects, except that the maximum lead content is reduced by about 19%.  Grade 100VLL has the same minimum octane rating and will provide the same level of anti-knock performance as 100LL and 100 avgas grades. The FAA collaborated with industry on the ASTM International task force that evaluated data supporting the incorporation of grade 100VLL into specification D910. The FAA determined that grade 100 VLL meets all of the performance requirements of grades 80, 91, 100, and 100LL and will perform identically in existing aircraft and engines FAA  Recommendation 1. Grade 100VLL avgas is acceptable for use on those aircraft and engines that are approved to operate with grades 80, 91, 100, or 100LL avgas. 2. ASTM D910 specifies blue coloration for both grade 100VLL avgas and grade 100LL av

" (We saw) evidence of oil streaming down the belly and to the tail (of this 172S)," says this mechanic. "And oil was noted dripping from a drain tube below the firewall. This drain tube connected to an overflow fitting on the engine mounted mechanical fuel pump (P/N LW15473). The pump core was disassembled and oil was found leaking through the first of two diaphragms in this dual diaphragm pump. The rubber material covering the base material of the diaphragm was found flaking off. This base material is porous—allowing oil through the first diaphragm and into the ring chamber that allows oil to drain overboard without contamination of the fuel side of the pump. Failure of the second diaphragm would allow fuel injection to become contaminated. In a two month period, we have found two pumps draining oil overboard. A third aircraft was found with oil contamination in the fuel injection system." ( curtsy: flight safety magazine)   

                                                                                            A report on an accident to a homebuilt Jabiru aircraft which suffered a jammed rudder control on landing, causing it to leave the runway surface and turn over, injuring the occupants. The jam had apparently occurred as a result of insufficient clearance between the leading edge of the rudder and the trailing edge of the fin.                  Although jamming of aircraft control surfaces is not common in flight, it can have catastrophic consequences. As the AAIB report points out, aerodynamic or inertial loads can distort aircraft skin during flight, and any possibility of such distortion causing a control jam should be avoided. A check that controls all move freely over their full range of movement should be carried out before every flight, and not just when sitting in the cockpit. Between routine maintenance inspections, a pilot would hope to detect a potential similar jam by physi