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 DGCA/Cessna 172/33 R1  FAA AD 2013-11-11  E ngine oil pressure switch  life limit- 3000 hrs     (c) Applicability     :  Cessna 172R, (S/N) 17280001  through 17281618;                                                  172S, S/N 172S8001 through 172S11256;                  Due to   internal failure of the  engine oil pressure  switch, which could result in complete loss of engine oil with consequent partial or complete loss of  engine power or fire. FAA  place a life limit  of  3,000 hours time-in-service (TIS)  on the engine oil pressure switch, requiring replacement  when the engine oil pressure switch reaches its life limit.                   Compliance through ...

        The Supplemental Inspection Documents or SID’s have been released for the 200 and 100 Series piston engine aircraft and the 1996 and on Single Engine Piston Aircraft. All SID’s Inspections are now incorporated into the affected Maintenance Manuals via revision with the exception of the early 120, 140, 170 and 195 models which have been released as stand-alone inspections. Answers to some frequently asked questions are presented here. The SID’s and CAP Relationship SEL-05-01 Revision 1 was developed to announce that some of the existing Continued Airworthiness Program (CAP) inspections have been superseded by the SID program. The CAP inspections were superseded by the SID’s to enable modern inspection methods, move to task based inspection techniques and add additional inspection necessitated by the service history and analysis of the structural capabilities present in various models. Because the CAP was not eliminated, the CAP inspections that were n...

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 ...

 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-...

     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 Cessna 172 was on a VFR flight carrying four people when, at an altitude of 5500ft ASL, the right-hand aileron yoke assembly came apart, and the pilot lost lateral control. He immediately declared an emergency and the control centre guided him to the airport, where emergency services were standing by. The elevator was functioning normally, but the pilot used it as little as possible for fear that the flight controls might jam completely. He successfully landed without incident and no one was injured. Four days before this last event — following the annual inspection of his aircraft, the pilot took off at about 16:45 eastern daylight time (EDT). Approximately 13mi. away, at an altitude of 2700ft, the pilot noticed that the aileron control was no longer responding. Using the elevator, its trim tab, and the rudder, the pilot managed to turn back and set the aircraft down on the runway. The landing proceeded without incident, and the pilot did not declare an emergency. When the ...

        AIRPLANE OVERALL            Length (Overall)             27’ - 2” Height (Maximum)          8’ - 11” Wing Span (Overall)       36’ - 0”  Tail Span                       11’ - 4”  L/G      Track Width       8’ - 4 1/2”         FUSELAGE DIMENSIONS Cabin Width (Max Sidewall to Sidewall)                          3’ - 3 1/2” Cabin Height (Floorboard to Headliner)                          4’ - 0” MAXIMUM WEIGHT                         Ramp - 2457 Pounds                        Takeoff -2450 Poun...

 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 ...

             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.                                       ...

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.

                             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 i...

                       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 a...

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...

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...

               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 q...

( 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 perha...