AviZone

Heavy Rain Can Cause Frozen Brakes           It is reminded that carbon disc brakes can retain moisture from exposure to heavy rain or washing; leading to the possibility of frozen brakes upon landing.             Climate conditions well above freezing at departure are irrelevant if moisture levels in the brakes are sufficient to freeze during cold soak at altitude.       A Bombardier airplane experienced damage during a landing from a blown MLG tire. The airplane was exposed to a significant amount of rainfall apprx. 12 hours before the airplane departed from a dry runway. As the airplane climbed to high altitude in sub-freezing conditions, moisture in one of the brakes froze causing the wheel to lock on landing.          FAA reminds maintenance personnel to protect wheels and brakes from direct washing spray and inform flight crews if aircraft or landing gears were washed recently.     Flight crews should refer to AFM procedures for brake applications during taxi to warm the b

Whelen® Engineering Company makes the LED position/anti-collision/tail light assemblies at each wing tip. These are comprised of light emitting diode arrays: three emitters are used for the position light, and three are used for the tail light. The anti-collision light is designed with 26 LED’s, and flash at a rate of approximately 45 cycles per minute. The intensity of the light and the flash rate of the anti-collision array prevent inspection for failed elements, so Built-In-Test (BIT) circuitry is employed to assure proper operation. This BIT circuitry measures the power used during the on cycle, and will automatically shut off the strobe function after 9 or 10 flashes if a failure is detected. This same functionality will turn off the strobes if the system is operated with low voltage, less than 11.3 volts, on the buss. Most operators will not notice this issue once the engine is started since the alternator will be supporting the buss voltage and charging the battery. It is pos

Trim Tab Overhaul Requirement - Not Specifically Defined in Every Cessna Maintenance Manual The intent of the requirement is to assure that a serviceable and well maintained actuator is installed on the airplane. Cessna configured early maintenance manuals in a General Aviation Manufactures Association (GAMA) format, and later adopted the Airline Transport Association (ATA) format. Section 2: Ground Handling, Servicing, Lubrication and Inspection - is where the inspection/overhaul requirement will be located in the GAMA manuals. In ATA manuals, it is in Chapter 5, Time Limits/Maintenance Checks. The overhaul requirement of 1,000 hours or three years, whichever comes first, is the most common across the model line, although some early manuals contain an inspection and lubrication requirement at a 100 hour or annual interval and no overhaul requirement. The overhaul of a trim tab actuator is not specifically defined in every Cessna maintenance manual. Cessna considers this requiremen

                   Introduction: ICAO requires ‘States to, as part of their safety programme, have the service providers/ organizations engaged in commercial operations, maintenance of aircraft, aerodrome operations, provision of air traffic services, design organizations, training to implement a safety management system which is acceptable to the State’.                     In compliance with the standards of ICAO Annexes, various CARs specify the requirements for the establishment of SMS by an organisation. SMS CAR- CAR Section 1 General Series C Part I specifies the minimum acceptable requirements for the establishment of SMS in an organization.             Benefits :  To improve on existing levels of aviation safety in the light of the continuing growth of the industry, additional measures are needed. One such measure is to encourage individual operators and maintenance organisations to introduce their own Safety management System.               Definition 1. “Safety Manage

Hydraulic fluid injection injuries     — planning and prevention                Description: Hydraulic fluid injection injuries can result in tissue damage, amputation, and death. Advance planning for prevention and treatment is critical. Should an injury occur, there is no time for prep — it has already passed.                Fluids in high-pressure applications can escape from pinhole leaks in hoses caused by a number of factors including: age, incompatible fluids, hose twist, and minimum bend radius violations. These pressurized fluids travel at bullet speed and can penetrate deep under the skin. Yet, the injured person may feel only a slight pricking sensation. Rarely does the initial pain indicate injury severity. What looks like a simple puncture wound is life threatening? Hydraulic fluids contain a wide range of chemical compounds that are highly toxic within the bloodstream.                 Immediate treatment required. Hydraulic fluid can quickly destroy tissue, leadin

       To be carried out before preflight.                With the airplane in the normal ground attitude and starting at the highest drain location, check all drain locations for contaminants before every flight, whether or not refueling has occurred. Have fuel sample disposal provisions, proper lighting, and a small ladder at your disposal to properly check for fuel tank system contamination. • Drain at least one cup of fuel (using a clear sampler cup) from each drain location. • Drain the fuel strainer as required to completely flush its contents in each of the fuel selector positions. • Check for water, clarity, cloudiness, haze, proper fuel type/grade (i.e.; 100LL is light blue in tint, jet fuel is clear or yellowish), odor, or other contaminants. • If any contamination is detected in the fuel tank system, thoroughly drain all drain locations again. • If contamination is observed, take further samples until the fuel appears clear, and gently rock the wings and lower the ta

1. Basis and Purpose Task Card is required for maintenance and is prepared on the basis of CAR145 & CAR M. 2. Reference 2.1 CAR145.A. 45 Maintenance data (e) The organisation shall provide a common work card or worksheet system to be used throughout relevant parts of the organisation. In addition, the organisation shall either transcribe accurately the maintenance data contained in paragraphs (b) and (d) onto such work cards or worksheets or make precise reference to the particular maintenance task or tasks contained in such maintenance data. Work cards and worksheets may be computer generated and held on an electronic database subject to both adequate safeguards against un-authorised alteration and a back-up electronic database which shall be updated within 24 hours of any entry made to the main electronic database. Complex maintenance tasks shall be transcribed onto the work cards or worksheets and subdivided into clear stages to ensure a record of the accomplishment of the

Pre-flight inspection requirement - away from base CAR 145.A.30(J)4. In the case of aircraft operating away from a supported location the organisation may issue a limited certification authorisation to the commander and/or the flight engineer on the basis of the flight crew licence held subject to being satisfied that sufficient practical training has been carried out to ensure that the commander or flight engineer can accomplish the specified task to the required standard. The provisions of this paragraph shall be detailed in an exposition procedure. GM 145.A.30(j)(4) Personnel requirements (Flight crew) 1. The person shall be a holder of an ATPL or a CPL, issued in accordance with Schedule II of the Aircraft Rules, 1937. 2. The person shall be a holder of a Flight Engineers Licence, issued in accordance with Schedule II of the Aircraft Rules, 1937. The theoretical knowledge instruction consists of 100 hours and includes the following elements: 1. Airframe and systems 2. El

CAR M AMC M.A.301 -1- Continuing airworthiness tasks 1. With regard to the pre-flight inspection it is intended to mean all of the actions necessary to ensure that the aircraft is fit to make the intended flight. These should typically include but are not necessarily limited to: a) a walk-around type inspection of the aircraft and its emergency equipment for condition including, in particular, any obvious signs of wear, damage or leakage. In addition, the presence of all required equipment including emergency equipment should be established. b) an inspection of the aircraft continuing airworthiness record system or the operators technical log as applicable to ensure that the intended flight is not adversely affected by any outstanding deferred defects and that no required maintenance action shown in the maintenance statement is overdue or will become due during the flight. c) a control that consumable fluids, gases etc. uplifted prior to flight are of the correct specification