AviZone

    The  investigation into an aircraft’s collision with terrain in Queensland has highlighted the vital importance of avoiding fuel contamination, and the value of using all safety equipment, including shoulder harnesses, in case an accident does occur.                     On 19 June 2012, the Cessna 182P departed Mayvale Station, about 53 km from Cunnamulla, Queensland to conduct an aerial inspection of the property. The pilot, who was the only person on board, would later recall that, shortly after becoming airborne, at about 80 to 100 ft, the aircraft lost airspeed. Then, while conducting a forced landing, the aircraft clipped a tree. The next thing he could recall was being on the ground, out of the aircraft and unable to stand. The aircraft had collided with the ground and come to rest inverted.  Although the aircraft was fitted with a single shoulder strap harness, the pilot had only fastened the seat belt. In order to afford the best possible protection against injury in

Error : An action or inaction by an operational person that leads to deviations from organizational or the operational persones intentions or expectations.                    In the context of an SMS, both the State and the product or service provider must understand and expect that humans will commit errors regardless of the level of technology used, the level of training, or the existence of regulations, processes and procedures. An important goal then is to set and maintain defences to reduce the likelihood of errors and, just as importantly, reduce the consequences of errors when they do occur. To effectively accomplish this task errors must be identified and reported and analyzed so that appropriate remedial action can be taken. Errors can be divided into the two following categories:             a) Slips and lapses are failures in the execution of the intended action. Slips are actions that do not go as planned, while lapses are memory failures. For example, operating the f

                   Culture is characterized by the beliefs, values, biases and their resultant behaviour that are shared among members of a society, group or organization. An understanding of these cultural components, and the interactions among them, is important to safety management. Among the most influential cultural components are organizational, professional, and national. A reporting culture is key component of these different cultures. The mix of cultural components may vary greatly among organizations and can negatively influence effective hazard reporting, collaborative root cause analysis, and acceptable risk mitigation. Continous improvement in safety performance is possible when safety becomes a value within an organization as well as a priority at the national or professional level .                         Safety culture encompasses the commonly held perceptions and beliefs of an organization‘s members pertaining to the public‘s safety and can be a determinant of the m

CAR Section 9 Series E Part 1 Rev.2 16 November 2012 Performance-based navigation (PBN). Area navigation based on  performance requirements for aircraft operating along an ATS route, on an  instrument approach procedure or in a designated airspace. Note.— Performance requirements are expressed in navigation specifications  (RNAV specifications, RNP specification) in terms of accuracy, integrity,  continuity, availability and functionality needed for the proposed operation in  the context of a particular airspace concept. Radio navigation service. A service providing guidance information or  position data for the efficient and safe operation of aircraft supported by one  or more radio navigation aids. Significant point. A specified geographical location used in defining an ATS  route or the flight path of an aircraft and for other navigation and ATS  purposes. Note.— There are three categories of significant points: ground-based  navigation aid, intersection and waypoint. In t

FAA AD 2012-22-01 Cessna Aircraft Company           Effective Date :  December 28, 2012. Applicability     :  This AD applies to the following Cessna Aircraft Company (Cessna)                                 airplanes, certificated in  any category: (1) Model 172R, serial numbers (S/N) 17280001 through 17281187, that have incorporated Cessna Aircraft Company Service Bulletin SB04-28-03, dated August 30, 2004, and Engine Fuel  Return System, Modification Kit MK172-28-01, dated August 30, 2004; and (2) Model 172S, S/N l72S8001 through 172S9490, that have incorporated Cessna Aircraft Company Service Bulletin SB04-28-03, dated August 30, 2004, and Engine Fuel Return System,  Modification Kit MK172-28-01; dated August 30, 2004. Subject         :  Joint Aircraft System Component (JASC)/Air Transport Association (ATA) of                           America Code  2820, Aircraft Fuel Distribution System.  Unsafe Condition :  This AD was prompted by reports of chafed fuel return line as

      The ECi P/N AEL14995 pushrod shroud spring retainers are a parts manufacturer approval (PMA)  replacement for the Lycoming Engines P/N LW-14995 “Shroud Tube Retaining Springs.” FAA has received reports that several of the ECi pushrod shroud  spring retainers, P/N AEL14995, have failed. The failure of the spring retainer can cause the push rod  tube or shroud to become loose and possibly leak oil. ECi has redesigned the P/N AEL14995 pushrod  shroud spring retainers, and the FAA recommends the earlier design made from heat treated carbon  steel be removed from service. Recommendations by FAA              ECi Service Instruction, SI No.12-1, dated October 29, 2012, shows how to identify the older  designed pushrod shroud spring retainers. If your parallel valve Lycoming Engines 320, 360, or 540  series engine was overhauled using an ECi overhaul gasket set that included the AEL14995 pushrod  shroud spring retainer, review ECi SI 12-1, “AEL14995 Pushrod Shroud Spring Retainer

CIVIL AVIATION REQUIREMENTS SECTION 2 - AIRWORTHINESS SERIES 'F' PART I 10TH SEPTEMBER '1998 Revision 6 dated 16 November 2012   on Subject: Procedures Relating to Registration/Deregistration of aircraft. is issued by DGCA. 2 A.CLASSIFICATION OF AIRCRAFT a)Aircraft shall be classified in accordance with Table 1. b) An aircraft which is intended to be operated with no pilot on board shall be further classified as unmanned. c) Unmanned aircraft shall include unmanned free balloons and remotely piloted aircraft.                                                                 Table 1.  click on Table for details Qualty,Safety and Training

         Principles of threat and error management relevant to  aircraft maintenance CAR Section 2 Airworthiness Series L part II 20th January 1992 has been revised through revision  05 dated 14 November to introduce    principles of threat and error management relevant to  aircraft maintenance in syllabus of Paper I of AME examination. CAR D2L-L2 2.1.1 Basic paper (a) Paper 1- Air laws airworthiness requirement and human factor including principle of threat and error management relevant to aircraft maintenance  Note: Human performance, including principles of threat and error management, relevant to aircraft maintenance. Guidance material to design training programmes on human performance, including threat and error management can be found in the Human Factors Training Manual (ICAO Doc 9683). CAR D2L-L2 5. Experience Requirements for appearing in Written Papers: 5.1 DGCA Approved AME Training Institutes: 5.1.1 The students who have completed one year of approved traini

Cessna SEL-05-01 has been revised on dated 14th November t o change the DISCUSSION Section to make it clear that not all of the CAP Inspections have been superseded  by SID Inspections.  Please replace any copy of SEL-05-01 with the attached copy of SEL-05-01 Revision 1, which is printed in  its entirety. TITLE :  TIME LIMITS/MAINTENANCE CHECKS - CONTINUING AIRWORTHINESS PROGRAM STRUCTURAL  INSPECTIONS SUPERSEDURE EFFECTIVITY :  All Cessna Model 152/A152/F152/FA152 ,   172/F172/FA172,  180, DISCUSSION :  Reference Model 100 Series Piston Engine Continued Airworthiness Program Manual part number  D5133-13.               The purpose of  Cessna SEL-05-01 is to provide notification that some of the existing Continued  Airworthiness Program (CAP) Manual inspections have been superseded and replaced by Supplemental  Structural Inspection Program (SID) inspections .             The SID inspections have been incorporated into the affected Maintenance/Service Manuals.  To acces

                 CASA issued AIRWORTHINESS BULLETIN  Piston Engine Oil & Filter Element - Inspection AWB 85-013 Issue : 1  Date : 14 November 2012                       Applicability :   All aircraft piston engines - particularly those equipped with “disposable” or “spin-on” oil filtration “paper” element cartridges.                         Purpose :   Advise all aircraft owners, operators and maintenance personnel to cut open the canister of disposable oil filters and examine the element and to emphasise the importance of thorough oil filter element inspections and proper evaluation of filter debris to assist in the determination of engine serviceability and need for corrective action. Background                             Clean engine oil is fundamental to engine durability and reliability in operation. The engine oil system cools, reduces friction between moving parts and flushes potentially harmful wear particles away from contacting surfaces as it circulates through

 NOSE LANDING GEAR SHOCK STRUT SERVICING            The nose gear shock strut requires a periodic check to make sure the strut is filled with hydraulic fluid and is inflated to the correct air pressure. The procedures give only replenishing and servicing instructions.       Shock Strut Servicing Procedures                    The nose landing gear shock strut must be serviced every 100 hours.                            To service the nose gear shock strut, proceed as follows: (1) Raise airplane nose to remove pressure from shock strut. (2) Remove valve cap and release all air. (3) Remove valve housing assembly. (4) Compress strut completely (stops in contact with outer barrel hub). (5) Check and replenish oil level.         NOTE: Fluid used must comply with specification MIL-PRF-5606. (a) Fill strut to bottom of valve installation hole. (b) Maintain oil level at bottom of valve installation hole. (6) Fully extend strut. (7) Reinstall valve housing assembly. (8

     The ME406 is a type AF (automatic fixed) beacons.  Inputs and outputs are protected against electrostatic discharge (ESD) and connections to +28V or ground. If a terminal is inadvertently misconnected or a wire shorted, the ME406 will operate normally after the condition has been corrected. The RF output is through a single BNC connector. All functions of the ME406 is under microprocessor control. A self-test routine checks ELT operation and installation, then presents the results as visual and auditory ‘error codes’ to aid in troubleshooting and to indicate status. The battery pack consists of two D-size, lithium cells mounted in a cover assembly and is field replaceable. Rated life is 6 years or one hour of use, whichever comes first.                                           Programming                                 The ME406 is pre-programmed at the factory using a short message format. The following User Protocols are supported: • Serial Number • Tail Number • 24

2012-19-01 Lycoming Engines:                                                       S P Singh (a) Effective Date : This AD is effective October 24, 2012. (b) Affected ADs :  This AD supersedes AD 2006-20-09 (71 FR 57407, September 29, 2006). (c) Applicability :   This AD applies to Lycoming Engines (L)O-360, (L)IO-360, AEIO-360, IO-390, AEIO-390, O- 540, IO-540, AEIO-540, (L)TIO-540, IO-580, AEIO-580, and IO-720 series reciprocating engines  listed by engine model number and serial number in Table 1, Table 2, Table 3, or Table 4 of  Lycoming Mandatory Service Bulletin (MSB) 569A, dated April 11, 2006 , and those engines with  crankshafts listed by crankshaft serial number in Table 5 of Lycoming MSB 569A, dated April 11,  2006. These applicable engines are manufactured new, rebuilt, overhauled, or had a crankshaft  installed after January 1, 1997, according to Supplement No. 1 to Lycoming MSB No. 569A, dated  May 27, 2009. (d) Unsafe Condition :  This AD results from Lycoming Eng

FAA AD 2012-18-14 Pratt & Whitney  (a) Effective Date :This airworthiness directive (AD) becomes effective October 22, 2012. (b) Affected ADs:None. (c) Applicability:  This AD applies to Pratt & Whitney Canada (P&WC) PW901A auxiliary power units (APUs) approved under Technical Standard Order TSO-C77A and installed on, but not limited to, Boeing 747-400 series airplanes. The affected APU serial numbers are PCE 900001 through PCE 900776 inclusive. (d) Reason :This AD was prompted by several events of high-pressure turbine blade fracture leading to separation of the rear gas generator case and release of high energy debris. We are issuing this AD to prevent separation of the rear gas generator case and release of high energy debris, which could result in injury and damage to the airplane. (e) Actions and Compliance Unless already done, do the following actions. (1) Within 42 months after the effective date of this AD or the first time the APU or module is at a m