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      1. For the purposes of minor scheduled line maintenance means any  minor scheduled inspection/check up to and including a weekly check.    2. Typical tasks permitted after appropriate task training to be carried out by such persons for the purpose of the issuing an aircraft certificate of release to service as part of minor scheduled line maintenance or simple defect rectification are contained in the following list: a) Replacement of wheel assemblies. b) Replacement of wheel brake units. c) Replacement of emergency equipment. d) Replacement of ovens, boilers and beverage makers. e) Replacement of internal and external lights, filaments and flash tubes. f) Replacement of windscreen wiper blades. g) Replacement of passenger and cabin crew seats, belts and harnesses. h) Closing of cowlings and refitment of quick access inspection panels. i) Replacement of toilet system components but excluding gate valves. j) Simple repairs and replacement of internal compa

                       The GDU 1040 has a 10.4 inch LCD display with 1024x768 resolution.                The cockpit has two GDU 1040s.One is configured as a Primary Flight Display (PFD) and the other is configured as the Multi-Function Display (MFD). The MFD shows navigation, engine, and airframe information. The PFD shows primary flight information, in place of gyro systems. Both GDU 1040s connect and show all functions of the G1000 system during flight. The displays communicate with each other and the GIA 63 Integrated Avionics  Units (IAU) through a High-Speed Data Bus (HSDB) Ethernet connection. The PFD and MFD have a reversionary switch in which one display can show all information usually shown by both displays in the event that one does not operate correctly. MAINTENANCE PRACTICES CAUTION:  If possible, do not touch the lens. The GDU 1040 lens has a layer of anti-reflective material which is very sensitive to skin oils, waxes and abrasive cleaners. CAUTION:  Do not

CAR Issue 02 (Revision 3) 14th June 2017   is amended to harmonise with amended Rule 61 of the Aircraft Rules, 1937 and CAR 66 (Issue II, R1) requirements. References of CAR (Sec-2) Series “L”Part-X and Series “L”Part-XIV have been deleted as these requirements/ procedures are now covered in CAR 66 (Sub Part-C) and AAC 2 of 2017 respectively. CAR 145.1 General CAR 145.A.05 Applicability CAR 145.A.10 Scope CAR 145.A.15 Application CAR 145.A.20 Terms of Approval CAR 145.A.25 Facility Requirements CAR 145.A.30 Personnel Requirements CAR 145.A.35 Certifying Staff /support staff CAR 145.A.36 Airworthiness Review Staff CAR 145.A.40 Equipment, tools and material CAR 145.A.42 Acceptance of Components CAR 145.A.45 Maintenance data CAR 145.A.47 Production planning CAR 145.A.48 Performance of maintenance CAR 145.A.50 Certification of maintenance CAR 145.A.55 Maintenance records CAR 145.A.60 Occurrence reporting CAR 145.A.65 Safety and Quality policy, maintena

Outside Air Temperature (OAT) Sensor Removal/Installation  The air data computer uses data from the outside air temperature (OAT) probe to calculate true airspeed and outside air temperature. A. Remove the OAT Sensor  NOTE: Installation is typical for left and right probes. (1) Disconnect electrical power from the airplane. (2) Remove the headliner above the crew seats. (3) Remove the jam nut and washer from the OAT sensor. (4) Disconnect the electrical connector. (5) Remove the OAT sensor from the airplane. B. Install the OAT Sensor  (1) Put the OAT sensor into the airplane. (a) Make sure the bonding jumper is installed between the probe and the airplanes skin. (2) Install the washer and jam nut on the OAT sensor. (3) Connect the electrical connector. (4) Install the headliner above the crew seats.  (5) Connect electrical power to the airplane. (6) Make sure that the OAT probe. Make sure that the OAT probe functions properly. (a) Make sure t

Subject: Vacuum Pressure Adjustment/Test (For airplanes with the Parker Airborne regulator valve or the Aero Accessories regulator valve) NOTE: Before the adjustment procedure, the entire pneumatic system must be inspected and tested for leaks, restrictions, and unserviceable components. Failure to correct all system anomalies will lead to reduced dry air pump service life. A. Prepare the System for the Test. (1) Remove the gyro (central air) filter. B. Do a Check of the Regulator Valve. CAUTION: Make sure that the temperature of the engine does not go above the maximum engine temperature during the adjustment/test of the regulator valve. NOTE: At engine speeds between 1200 RPM and full throttle, suction must fall between 4.5 in.hg. and 5.5 in.hg. (Green range on gage). (1) Start the engine, warm up to the normal operating temperature, and run at static RPM. Refer to Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. (2) Make sure the suctio

      Hook and Loop Style Fasteners as a Mounting Mechanism for Emergency Locator Transmitters        FAA recommendation  for ELT manufacturers who utilized hook and loop style fasteners for ELT retention, should  include the following information in ICA: 1. Instructions for properly securing the ELT during installation and reinstallation as well as a method to determine the appropriate tension of the hook and loop style fasteners. 2. Instructions for inspecting hook and loop style fasteners for wear, contamination,  environmental degradation, or other effects to ensure they will continue to meet the requirements in the applicable TSO. Incorporating this inspection with the inspection. 3. Replacement interval for the hook and loop style fasteners. This SAIB informs ELT manufacturers as well as installers and aircraft maintenance personnel of a concern with the ability of hook and loop style fasteners to retain their designed capability to restraining ELT during accident impa

               Note: compliance through extra off job sheet along with 100hr schedule • Check fuel caps, cap gaskets, cap adaptors, cap adaptor gaskets, fuel filler neck to adaptor sealer, fuel gage transmitter gaskets, gage transmitter access covers, and upper surface inspection covers for condition, proper sealing, security, alignment, etc. Ensure to service and clean these areas, replacing parts as necessary. • Drain and flush the fuel strainer and carburetor bowl completely. • Inspect the interior of metal fuel tanks for signs of corrosion, which may indicate water contamination. • Inspect the interior of bladder tanks for wrinkles, broken or missing hangers, etc. • If signs of contamination are found, alert the owner and fuel supplier of your findings for corrective action. 5. If aircraft has a fuel drain valve replaced with a cap or plug, you should suspect water contamination in the respective tank. Strongly consider having a qualified maintenance technician install

( 1 ) Make sure that the alternate air door is in the closed position during this adjustment. ( 2 ) Operate the engine until the oil temperature increases to 150°F (65°C). NOTE: It may not be possible to get an oil temperature of 150°F (65°C) at cooler ambient temperatures. In that condition, it will be necessary to set the idle speed and mixture at a lower temperature. ( 3 ) With the mixture control in the full rich position, set the idle speed to 675 RPM, +25 or -25 RPM. ( 4 ) Advance the throttle to approximately 1800 RPM and immediately return it to idle. Idle speed should be approximately the same as set above. ( 5 ) Adjust the fuel mixture control by rotating the knob counterclockwise, toward lean, quickly for approximately one inch, then very slowly until the peak RPM is obtained and the engine speed starts to drop off. (a) When the engine speed first starts to increase, you will see a slight rise in RPM. NOTE: Do not mistake this as the total RPM rise. (b) Cont

SUBJECT: water contamination of fuel tank systems Reference : SAIB CE 12-16 Applicability  Cessna   52/Cessna 172/Piper King Air/Beechjet                                             Background                      Water may enter the fuel tank system via any penetration in the wing fuel tank and from moisture condensation inside the tank. Water in the fuel may come out of solution, settle and make its way to a drain location in the form of a blob, pea, or BB-shaped translucent mass found at the bottom of the sampler cup.                 Water suspended in the fuel may lead to a cloudy or hazy appearance in the sampler cup. Water may have dissolved in the fuel, but the conditions have not yet occurred to cause the water to come out of solution and perhaps adhere to the dry tank upper surface or walls (similar to condensation). Understanding this, all pilots, owners, operators, maintenance, and service personnel should assume some water exists in the fuel tank sys

Base Maintenance Operations and Hazards Maintenance hangars are very large structures capable of accommodating numerous aircraft. The largest hangars can simultaneously accommodate several wide-body aircraft, such as the Boeing 747. Separate work areas, or bays, are assigned to each aircraft undergoing maintenance. Specialized shops for the repair and refitting of components are associated with the hangars. Shop areas typically include sheet metal, interiors, hydraulics, plastics, wheels and brakes, electrical and avionics and emergency equipment. Separate welding areas, paint shops and non-destructive testing areas may be established. Parts-cleaning operations are likely to be found throughout the facility. Paint hangars with high ventilation rates for workplace air contaminant controls and environmental pollution protection should be available if painting or paint stripping is to be performed. Paint strippers often contain methylene chloride and corrosives, including hydr

                          Maintenance work is divided between that which is necessary to maintain ongoing daily operations (line maintenance) and those procedures that periodically check, maintain and refurbish the aircraft (base maintenance).                 Line maintenance comprises en route (between landing and takeoff) and overnight maintenance. En route maintenance consists of operational checks and flight-essential repairs to address discrepancies noted during flight. These repairs are typically minor, such as replacing warning lights, tyres and avionic components, but may be as extensive as replacing an engine. Overnight maintenance is more extensive and includes making any repairs deferred during the day’s flights.                             The timing, distribution and nature of aircraft maintenance is controlled by each company and is documented in its maintenance manual, which in most jurisdictions must be submitted for approval to the appropriate aviation author

Many airports have hidden dangers in places where flight crews and flight line technicians should be attentive. Warm weather conditions can cause insects, spiders, and reptiles to emerge in unexpected places. Caution should be utilized when performing a pre-flight walk-around, maintenance operations, or other duties. Taking a moment to look before you reach will help avoid painful stings, bites, and unexpected encounters. It is also wise to be aware of favorable habitats for insects, spiders, and snakes before extending your hand into dark corners or holes. A flashlight or reflective mirror can be used for this purpose. Bee Swarms -Honey bees have caused concern in some  due to their aggressive behavior and the uncanny ability bees have to nest almost anywhere. Flight crews and technicians should pay attention if bees are seen flying fast and straight into and out of any object or area. This behavior is an indication that a colony is nearby. Due to the dangerous amount of

       It is required to inspect the aircraft more frequently for the signs of bird activity through the spring and into mid-summer. Some bird species such as the  Sparrow instinctively seek out nesting cavity locations safe from  predators.             Small hollow spaces offered by a parked airplane can seem like an ideal location for these nuisance birds to nest.             A bird nest left unchecked in an airplane can result in costly maintenance and damage. By blocking cooling airflow  the nesting materials can cause critical aircraft systems to overheat. Also a bird nest can interfere with flight control movements.             Starlings which are particularly known to be untidy nesters will use all sorts of trash-type debris that can collect moisture and introduce foreign objects into the airfoil and fuselage structures.       Combined with bird droppings containing uric acid, the presence of birds elevates a real potential for airframe corrosion to develop, including damage to

         Ground Run is an important part of maintenance and it should carried out with proper procedure and follow all relevant instruction.  Approval  for an engine ground run must be obtained from airport.      Safety All personnel concerned with engine ground running must be fully conversant with  rules and with the following requirements, which must be complied with at all times.  The aircraft must be positioned correctly  in such a way that engine  running will not harm persons or cause damage to aircraft, buildings, installations,  vehicles or equipment in the vicinity. All apron equipment must be placed at a safe distance from the aircraft. Where applicable, the rear area must be closed, to safeguard vehicular  traffic.  The aircraft anti-collision beacon(s) must be switched on before engines are started and must remain on for the duration of the ground run. AME must ensure that the aircraft wheels are  safely chocked and that the aircraft cannot move forward unde

Electrical connector in cabin heater power supply  overheated                         (15 February 2012) During the approach, wisps of smoke were seen to  come from the area of the cabin heater selector switch.  The system was isolated, the cabin fire extinguisher  was discharged and the aircraft made an uneventful  landing. The source of the smoke and acrid smell was  an overheated and partially melted electrical connector. History of the flight An instructor was conducting an instrument training  flight with one student flying the aircraft and a  passenger, who was also a student, in a rear seat  observing the flight. The student had been given  clearance for a low approach and go-around. The  aircraft was approximately six miles from Birmingham  Airport, established on the ILS for Runway 33, when  the passenger reported that there were wisps of smoke rising from the cabin heater switches located on the centre console, which is situated between the two front seats. The instruct