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 New Brake Lining is required to be Conditioned before release the aircraft for flying. Brake lining conditioning procedure as per Cessna 172R MM  A. Non-asbestos organic lining: (1) Taxi airplane for 1500 feet (457.2 m) with engine at 1700 RPM, applying brake pedal force as needed to develop a 5 to 9 knots (9.3 to 16.7 km/hr) taxi speed. (2) Allow brakes to cool for 10 to 15 minutes. (3) Apply brakes and check to see if a high throttle static run up may be held with normal pedal force. If so, burn-in is completed. (4) If static run up cannot be held, allow brakes to completely cool then repeat steps 1 through 3 as needed to successfully hold. B. Iron-based metallic lining: (1) Perform two consecutive full stop braking applications from 30 to 35 knots (55.6 to 64.8 km/hr). Do not allow the brake discs to cool substantially between stops. NOTE: Light brake usage can cause the glaze to wear off, resulting in reduced brake performance. In such cases, the lining may be condition

             Visual inspection is the most common form of airplane inspection. Visual inspection can find a wide variety of component and material surface discontinuities, such as cracks, corrosion, contamination, surface finish, weld joints, solder connections, and adhesive disbonds. The results of a visual inspection may be improved with the use of applicable combinations of magnifying instruments, boroscopes, light sources, video scanners, and other devices. The use of optical aids for visual inspection is recommended. Optical aids magnify discontinuities that cannot be seen by the unaided eye and also allow inspection in inaccessible areas.                     Personnel that do visual inspection tasks do not need to have certification in nondestructive inspection.                                                       Visual Aids                     Structure and components that must be routinely examined are sometimes difficult to access. Visual inspection aids such as a powerf

                 FAA SPECIAL AIRWORTHINESS CE-12-36  issued  on subject  : Flight Controls: Aileron    Dated    June 19, 2012            This SAIB informs owners, operators, and maintenance  personnel of Hawker Beechcraft   Bonanza ( all model numbers ), Baron, King Air Series and  1900 Airliner and airplanes about the potential issue of improperly installed ailerons.                                           FAA has received reports regarding improper aileron  installation. Incidents were most recently reported on Beech King Air Model 90 series airplanes.  However, the aileron installation is similar all the airplanes referenced in the Introduction section of  this SAIB. Hawker Beechcraft Corporation issued a customer communique in September 2003 to  advise owners/operators how to mitigate and identify improper aileron installation. In May 2012,  Hawker Beechcraft issued a safety communique to address the issue.  Recommendations :   Review of various vintage Hawker Beechcraft Cor

    According to the BFU  Super Dimona had completed three flights on the day and the crew was taking off on a fourth, when the nose of the aircraft reared up, accompanied by a  noise. The pitch up could not be countered by moving the control column forward, but at a height of  about 40 feet the aircraft stalled and fell to earth. The crew were fortunately uninjured.                     The elevator had become disconnected from the control linkage, and the  investigation concluded that the bolt holding the linkage together inside the tail plane had fallen out as a result of being too short for the lock nut which was fitted to it. The connection is invisible to normal daily inspections, and is apparently in an awkward position.            The investigation concluded that the bolt used for the connection was of a size approved by the manufacturer, but that the lock nut fitted was probably incorrect. Instead of the flat lock nut specified, a normal raised lock nut had apparently been f

 FLAP UP - ACCIDENT                      Cessna 152 of 1980 model met an accident on Date : 21 March 2012 and get  damage: of Nose wheel collapsed, engine shock-loaded, propeller,   spinner, left wing, cockpit screen and empennage   damaged.                       Having flown one touch-and-go landing on grass  Runway , the pilot positioned the aircraft for a  second landing. He recalled that the approach had  appeared normal, but as he flared the aircraft to land it  suddenly lost height and touched down heavily on the   runway. The aircraft then bounced twice before tipping   forward until it came to rest inverted. The pilot was  uninjured and vacated the aircraft unaided through the  right window.                        The pilot stated that he had inspected the aircraft several days after the accident and noted that the cockpit flap selector switch and the flaps, which are electrically powered, were in the fully up position. The pilot  considered that when configuring the aircra

                          However, we need to remember that high  temperatures can have serious effects on our  performance. Cockpits can reach temperatures well  above ambient, especially if they include large areas of  perspex, and pilots could experience dehydration  unless they drink sufficient water. Sunburn, apart from  its own effects, can be associated with dehydration.  Take water, cover your head and exposed areas of skin  when you are in the cockpit or out and about on the  airfield, and remember that you may remain relatively  dehydrated because of alcohol long after its initial  effects have worn off.                            Of course, it is not only the pilot which may experience reduced performance. High air temperatures  reduce air density and consequently reduce both engine power and the lift force available from the  wing. Take-off distances can increase dramatically, so make sure you carry out performance calculations  carefully.                             It

                      On April 11, 2005, a Cessna 152, crashed  after the rudder jammed during spin recovery training.  The CFI and the student pilot were killed, and the airplane was substantially damaged. The flight departed  about 1230  and proceeded to a practice area about 10 miles east of the airport. Witnesses reported that, while  at an altitude of about 3,000 feet above ground level, the airplane descended in a nose-down  spiral from which it did not recover and crashed into a field.                 Examination of the wreckage revealed that the rudder was jammed approximately 35°,  which is beyond its left travel limit.  Further examination revealed that the two rudder bumpers had been installed inverted and that the right rudder bumper had traveled beyond the rudder stop  and had locked behind it. the accident airplane’s right rudder bumper had traveled to the right of the rudder stop when it was supposed to be to the left  of the rudder stop. The  inverted rudder bumpe

           Pre-flight checks on the first flight after maintenance           It need to be more particular than usual in  pre-flight  checks on the first flight after maintenance has been completed. A recent occurrence report emphasises  that point.                      It seems the engineers had been interrupted  in their work, and two inspection panels were n ot  closed properly; only a few screws had   been replaced, and these were standing   proud. When the crew arrived to take the  aircraft for its first flight after the  maintenance, the panels were still loose.  However, because they were under the low  wing they were not easily seen, and indeed  they were not noticed. After take-off, when  the airflow caught the panels, they were  damaged and one actually came off.                 Human beings make mistakes, and the simplest mistake can have serious consequences. Even if we are in  a hurry (especially if we are in a hurry), we need to remember that we are all human, and lo

What are the wear limits for the wing flap tracks on most Cessna Single Engine aircraft? The maximum inside vertical slot wear is 0.6035 inch. The track side wear must not exceed 10% of the total width of the track. Most of the flap tracks on Cessna Single Engine aircraft measure 0.250 inch wide from the factory, which means the side wear on the track must not exceed 0.025 inch in depth.

 Type examination standard where type training is not required: The examination must be oral, written or practical assessment based, or a combination thereof. Oral examination questions must be open.  Written examination questions must be multiple-choice questions. Practical assessment must determine a person's competence to perform a task.  Examination subjects must be on a sample of subjects drawn from  type training/examination syllabus, at the indicated level. The examination must ensure that the following objectives are met: Properly discuss with confidence the aircraft and its systems. Ensure safe performance of maintenance, inspections and routine work according to the maintenance manual and other relevant instructions and tasks as appropriate for the type of aircraft, for example troubleshooting, repairs, adjustments, replacements, rigging and functional checks such as engine run, etc, if required. Correctly use all technical literature and documentation for the

Type training must include a theoretical and practical element. Theoretical element As a minimum the elements in the Syllabus below that are specific to the aircraft type must be covered. Additional elements introduced due to technological changes shall also be included. Training levels are those levels defined in paragraph 1 above. Personnel desirous of obtaining Category / Sub-category “A” licence with type rating shall pass appropriate type examination conducted by DGCA or where applicable shall successfully complete an approved type training. Under the later circumstances the level of training shall be a level lower than the one described below for a B1 Category type course. After the first type course for category C certifying staff, all subsequent courses for extension in the same category need only be to level 1 standard. General Aircraft(dimensions/weights MTOW etc) Time limits/maintenance checks Leveling and weighing Towing and taxiing Parking/mooring Servicing Sta

LYCOMING SERVICE INSTRUCTION NO.1543                                   DATE: February23,2012 SUBJECT: Notification of Approved Tappet P/N15B26262 MODELS AFFECTED: Engines that used tappet P/N 15B26064 TIME OF COMPLIANCE: At next overhaul,whenever tappet replacement is necessary,orearlier at owner’s discretion This Service Instruction is notification that tappet P/N 15B26262 is now an approved replacement for tappet P/N 15B26064. For specific engine application, refer to the latest revision of Service Instruction No. 1011. NOTE :This tappet replacement does not apply to engines that have been converted or configured with roller tappets. On the initial installation of tappets P/N 15B26262, you must replace all of the tappets as a complete engine set, install a new genuine Lycoming camshaft, and new genuine Lycoming hydraulic lifter plunger assemblies. All applicable engines manufactured by Lycoming Engines after 23 .2.2012 will have tappets P/N 15B26262. Tappets P/N 15B

The three levels listed below define the objectives that a particular level of training is intended to achieve. Level 1 General familiarization A brief overview of the airframe, systems and powerplants as outlined in the Systems Description Section of the Aircraft Maintenance Manual. 1. Course objectives: Upon completion of the course, the student will be able to identify safety precautions related to the airframe, its systems and powerplant. 2. Identify maintenance practices important to the airframe, its systems and powerplant. 3. Define the general layout of the aircraft's major systems. 4. Define the general layout and characteristics of the powerplant. 5. Identify special tooling and test equipment used with the aircraft. Level 2 Ramp and transit Basic system overview of controls, indicators, principal components including their location and purpose, servicing and minor troubleshooting. Course objectives:  the student will be able to: 1. Recall the safety precauti

Propellers always be treated as ‘live’.               A report in the AAIB Bulletin  concerns a Beagle Pup whose engine burst into life while the  pilot was turning the propeller as part of the external pre-flight checks as described in his copy of the  aircraft’s Flight Manual. Because the throttle was fully open and the mixture fully rich, again in  accordance with the written procedure, the aircraft broke free of its tie-downs, clipped the wing of a  parked aeroplane, and crashed into an earth embankment.            It appears that the ignition switch was actually selected to ‘left’ despite there being no key in the  switch. However, the investigation was particularly concerned with the Flight Manual procedure, and  amendments have been made to all Pup Flight Manuals to require an idle throttle setting and mixture to  CUTOFF during the pre-flight check.                   Nonetheless, the accident should remind us yet again that a piston engine has the capability of springin

                 What is  the importance of keeping  aircraft clean. Apart from reducing the incidence of  surface corrosion , it makes it easier to spot any minor  damage , which might lead to further and deeper corrosion,   early. However, we also advise that after washing an  aircraft, it is important to ensure that grease and oil  necessary for lubrication of moving parts, for example  aileron hinges, are not removed, or if they are, that they  are immediately replaced.                Many Flight Manuals contain advice on recommended  cleaning methods, and if that is not the case the  Maintenance Manual may well do. However, it is very  tempting, to use a proprietary  pressure washer, especially if you are attempting to wash off salt water a long way from the nearest   source of fresh. However, by their very design, pressure washers are very likely to remove oil and grease  from hinges and leave water behind. We therefore advise not to use pressure washers, but if you  do, have

                             BRAKE SYSTEM -MAINTENANCE PRACTICES              1. Description and Operation A. The hydraulic brake system is comprised of two master cylinders, located immediately forward of the  pilot’s rudder pedals, brake lines and hoses, and single-disc, floating cylinder brake assemblies located at  each main landing gear wheel. B. The parking brake system is comprised of a pull-type handle and mechanical connections which are  linked to the rudder pedal assembly. Pulling aft on the brake handle applies mechanical pressure to the  rudder pedals, activating the brakes and locks the handle in place. Turning the handle 90 degrees will  release the parking brake and allow for normal operation through the rudder pedals. C. Brake operation is accomplished by pushing on the upper part of each rudder pedal. This motion is  mechanically transmitted to the respective brake master cylinder, and through fluid-carrying lines out to  the brake assembly where fluid pressure

145.A.30 Personnel requirements     (a) The organisation shall appoint an accountable manager who has corporate authority for ensuring that all maintenance required by the customer can be financed and carried out to the standard required by this Part. The accountable manager shall:              1. ensure that all necessary resources are available to accomplish maintenance in accordance with 145.A.65(b) to support the organisation approval.          2. establish and promote the safety and quality policy specified in 145.A.65(a).         3. demonstrate a basic understanding of this Part. (b) The organisation shall nominate a person or group of persons, whose responsibilities include ensuring that the organization complies with this Part. Such person(s) shall ultimately be responsible to the accountable manager. 1. The person or persons nominated shall represent the maintenance management structure of the organisation and be responsible for all functions specified in this