AviZone

                This  AD   2017-16-11   requires an inspection of connecting rods and replacement of affected connecting rod small end bushings.  AD was prompted by several reports of connecting rod failures resulting in uncontained engine failure and in-flight shutdowns (IFSDs).   AD applies to:            (1) All Lycoming Engines reciprocating engines listed in Table 1 of Lycoming Engines MSB No. 632B, dated August 4, 2017, and (2) all Lycoming Engines reciprocating engines that were overhauled or repaired using any replacement part listed in Table 2 of Lycoming MSB No. 632B, which was shipped from Lycoming Engines during the dates listed in Table 2 of Lycoming  MSB No. 632B.                Reason of this AD is reports of uncontained engine failures and IFSDs due to failed connecting rods on various models of Lycoming Engines reciprocating engines listed in Table 1 of Lycoming MSB No. 632B, that were overhauled or repaired using any replacement part listed in Table 2 of Lyc

                       Another step for compliance of CAR 66, DGCA has now decided to issue CategoryA licence to eligible person. As per revised Rule 61 of Aircraft Rules 1937 the Category A licence has been made non-type rated.                      A large number of technical person holding BAMEL/BAMEEC in heavy Aeroplane (HA)  and Jet Engine (JE) are employed in various organization may be considered for issuance of Category A licence. To get Category A licence competent authority has decided some modality to be complied with.                        The existing CAR 147 type training organisation will be permitted to conduct Difference Training (difference in syllabus of CAR 66 Cat A licence and syllabus of exiting basic licence/Certificate.Syllabus of difference training will be approve by DGCA HQrs. The schedule of  examination is decided by CEO and likely to be held in October 2017. The application for conduct examination after successful completion of course will be forw

 The procedure should ensure that the following maintenance tasks are reviewed to assess their impact on flight safety:            (1) tasks that may affect the control of the aircraft flight path and attitude , such as installation, rigging and adjustments of flight controls;            (2) aircraft stability control systems (autopilot, fuel transfer);            (3) tasks that may affect the propulsive force of the aircraft , including installation of aircraft engines, propellers and rotors; and            (4) overhaul, calibration or rigging of engines, propellers, transmissions and gearboxes. The procedure should describe which data sources are used to identify critical maintenance tasks . Several data sources may be used, such as:           (1) information from the design approval holder;           (2) accident reports;           (3) investigation and follow-up of incidents;           (4) occurrence reporting;           (5) flight data analysis;           (6) result

                                      The organisation shall establish procedures to ensure that:  (a) after completion of maintenance a general verification is carried out to ensure that the aircraft or component is clear of all tools , equipment and any extraneous parts or material , and that all access panels removed have been refitted  (b) an error capturing method is implemented after the performance of any critical maintenance task ;  (c) the risk of multiple errors during maintenance and the risk of errors being repeated in identical maintenance tasks are minimised; and,  (d) damage is assessed and modifications and repairs are carried out using data specified in point M.A.304.