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Planning System organisation shall have a system appropriate to the amount and complexity of  work to plan the availability of all necessary personnel, tools, equipment, material, m data and facilities in order to ensure the safe completion of the maintenance work. Planning of maintenance tasks , and the organising of shifts, shall take into account human performance limitations. Hand over - When it is required to hand over the continuation or completion of maintenance tasks  for reasons of a shift or personnel changeover, relevant information shall be adequately communicated between outgoing and incoming personnel. The absence of effective planning can contribute towards increased work pressure. Work pressure itself may lead to deviation from procedures. Deviation from procedures is well known as a contributing factor in many aircraft incidents. The AMO should give due importance and clarify the objective of good planning. Advisory and explanatory material should i...

NOSE LANDING GEAR SHIMMY DAMPER – SERVICING PROCEDURE A. Service the shimmy damper every 100 hours. B. Service the shimmy damper as follows: (1) Remove the shimmy damper from the airplane. (2) While you hold the damper in a vertical position with the fitting end pointed down, pull the fitting end of the damper shaft to its limit of travel. (3) While you hold the damper in this position, fill the damper through the open end of the cylinder with hydraulic fluid. (4) Push the shaft up slowly to seal off the filler hole. (5) Clean the damper with solvent. Make sure that the shaft comes out through the filler hole until the damper is installed on the aircraft. (6) Install the damper on the airplane. C. Keep the shimmy damper clean. (1) Clean the shimmy damper with a clean, lint-free cloth to prevent the collection of dust and grit. (2) Make sure that the part of the damper piston shaft that you can see is always clean. (3) Clean the machined surfaces of the shimmy damper. (a) ...

           Remote Switch : The Artex standard remote switch is designed so that if its wires are cut or shorted together the emergency operation of the ELT is unhampered although the ELT may activate and not “reset” if the wires are shorted together.              Select a switch mounting location that is easily seen and reached by the pilot and out of direct sunlight. The Artex remote switch requires approximately 1.3” X 2.0” (33 X 50.8 mm) of panel area to mount. A space is also required for a warning placard, measuring 2.25” X 0.25” (57 X 6.5 mm), which should be placed close to the installed switch. Approximately 3 inches (75mm) of clearance behind the panel is required for the switch assembly, mating connector and harness. Mark and remove the rectangular cutout for the remote switch assembly. Dimensions are shown in the Specifications. Fit the switch assembly into the cutout and mark the four mounting screw h...

The ELT antenna must be mounted in accordance with the requirements. Locate the antenna at least 30 inches (75 cm) away from other antennas, wires, vertical stabilizer, etc. to minimize distortion of the radiated field and interference with other equipment. The antenna must be installed VERTICALLY (within ±15º of the vertical plane is acceptable). Artex has no performance data for installations that deviate from the stated requirements. The ME406 is certified to be used with the following antennas (automatic fixed “AF” configuration): • Artex Whip Antenna, 121.5/406 MHz, P/N 110-773 • Artex Rod Antenna, 121.5/406 MHz, P/N 110-338 The antenna requires a ground plane. On aircraft constructed with non-conductive materials, such as composite materials or fiberglass, a ground plane must be added. Ideally, the ground plane should extend out from the antenna mounting point at least 24 inches (60cm) in every direction. Many times this is not possible, but an effective plane can be constr...

AIRPLANE OVERALL Length (Overall) 27’ - 2”                                         Height (Maximum) 8’ - 11”                                         Wing Span (Overall) 36’ - 0”                                         Tail Span 11’ - 4”                                         Landing Gear Track Width 8’ - 4 1/2” FUSELAGE DIMENSIONS                                        Cabin Width (Maximum Sidewall to Sidewall) 3’ - 3 1/2”                   ...

HEATING SYSTEM: The heating system is comprised of the heat exchange section of the exhaust muffler, a shut-off valve mounted on the right forward side of the firewall, a push pull control on the instrument panel, Outlets and flexible ducting connecting the system. OPERATION: Ram air is ducted through an engine baffle inlet and heat exchange section of the exhaust muffler, to the shut-off valve at the firewall. The heated air flows from the shutoff valve into a duct across the aft side of the firewall, where it is distributed into the cabin. The shut-off valve, operated by a push-pull control marked "CABIN HT" located on the instrument panel, regulates the volume of heated air entering the system. Pulling the control full out, supplies maximum flow and pushing control in gradually decreases flow shutting off flow completely when the control is pushed full in. DEFROSTER SYSTEM: The defrosting system is comprised of the duct across the aft side of the firewall, a defroste...

FUEL SYSTEM Fuel is gravity fed from the metal wing tanks, through a shutoff valve and a fuel strainer, to the carburetor. Positive ventilation is provided by a vent line and a check valve assembly located in the left wing tank, a crossover line connecting the two tanks together, and a vented fuel cap on the right hand tank. The vent line from the check valve assembly extends overboard through the lower wing skin adjacent to the left wing strut. A fuel drain is located between the shutoff valve and the strainer Fuel shutoff valve is a two-position ON-OFF valve, located in the floor area between the pilot and copilot seats. The handle is safety wired in the "ON" position with .018" diameter mild steel wire (tag wire), which will break easily if the handle must be turned "OFF" in an emergency. The manufacturer recommends replacement instead of repair or damaged, worn or inoperative valves. FUEL STRAINER: The fuel strainer is mounted at the firewall in the low...

CONTROL SYSTEM AILERON CONTROL SYSTEM : The aileron control system is comprised of push-pull rods, Bellcranks, cables, Pulleys, sprockets and roller chains, all of which link the control wheels to the ailerons. A control "Y" interconnects the control wheels to the aileron cables. CONTROL "Y": The control "Y" transforms rotation of the control wheels into pulling motion on the aileron cables by means of sprockets and chains. The "Y" is pivoted at the lower end to operate the elevator control system. WING FLAP CONTROL SYSTEM : The wing flap control system is comprised of an electric motor and transmission assembly, drive pulleys, push-pull rods, cables and a follow-up control. Power from the motor and transmission assembly is transmitted to the flaps by a system of drive pulleys, cables and push-pull rods. Electrical power to the motor is controlled by two micro switches mounted on a floating arm assembly, by a camming lever and follow-up co...

Continuation training   is one of the requirement for renewal of AMEL by DGCA or renewal of Certification Authorisation by Quality Dept in any organisation. Continuation training is a two way process to ensure that certifying staff remain  current in terms of procedures , human factors and technical knowledge and that the organisation receives feedback on the adequacy of its procedures and maintenance instructions.   Interactive nature of continuation training, provide possibility of involvement of the quality department to ensure that feedback is actioned.  Procedure is required to ensure that feedback is formally passed from the training department to the quality department to initiate action. Content of continuation training  should cover changes in relevant requirements such as  CAR-145 , changes in organisation procedures and the modification standard of the products being maintained plus human factor issues identified from any internal...

Introduction : In Quality Manager/controlling officer meet held on 4 th November 2011 at New Delhi, It is observed by dgca that organisation are not preparing and following the standard procedure. Regional DGCA office has been directed to carry out audit for Procedure Manual.                  Procedure Manual is Level 2 document and it need not require approval from DGCA. But, it is mandatory to prepare manual for each department and get approval from Quality Manager.      Definition -  Procedure:A fixed, step-by-step sequence of   activities   or   course of action   (with   definite   start and end   points ) that must be followed in the same   order   to correctly perform a   task . Repetitive procedures are called   routines . A procedure specifies the way to perform an activity (HOW), e.g. Internal Audit procedure. Pr...

AAC No.2 of 2011 dated 30.09.2011 describes non inclusion CMR in AMP as level 1 finding. Para 6 of appendix 1 quotes “ Airworthiness limitation Items (ALI / AWLI) / Certification Maintenance Requirements (CMR) items are not included into Aircraft Maintenance program (AMP) shall be treated as level 1.If they are not identified in the AMP, then it is level 2. CMR* (task interval cannot be adjusted) Items are not carried out within the specified time limit, shall be treated as level 1. In case of CMR** (Task interval can be adjusted) items not carried out within the specified interval should be level 2’’. CAR 145.A.95 (a) : A level 1 finding is any significant non-compliance with CAR -145 requirements which lowers the safety standard and hazards seriously the flight safety. CAR 145.A.95 (b) : A level 2 finding is any non-compliance with the CAR-145 requirements which could lower the safety standard and possibly hazard the flight safety. A CMR is a required periodic task esta...

Grade 100VLL aviation gasoline (avgas) is developed to provide a lower lead alternative to 100LL in response to impending environmental regulations. Grade 100VLL is identical to 100LL in all aspects, except that the maximum lead content is reduced by about 19%.  Grade 100VLL has the same minimum octane rating and will provide the same level of anti-knock performance as 100LL and 100 avgas grades. The FAA collaborated with industry on the ASTM International task force that evaluated data supporting the incorporation of grade 100VLL into specification D910. The FAA determined that grade 100 VLL meets all of the performance requirements of grades 80, 91, 100, and 100LL and will perform identically in existing aircraft and engines FAA  Recommendation 1. Grade 100VLL avgas is acceptable for use on those aircraft and engines that are approved to operate with grades 80, 91, 100, or 100LL avgas. 2. ASTM D910 specifies blue coloration for both grade 100VLL avgas and grade...

" (We saw) evidence of oil streaming down the belly and to the tail (of this 172S)," says this mechanic. "And oil was noted dripping from a drain tube below the firewall. This drain tube connected to an overflow fitting on the engine mounted mechanical fuel pump (P/N LW15473). The pump core was disassembled and oil was found leaking through the first of two diaphragms in this dual diaphragm pump. The rubber material covering the base material of the diaphragm was found flaking off. This base material is porous—allowing oil through the first diaphragm and into the ring chamber that allows oil to drain overboard without contamination of the fuel side of the pump. Failure of the second diaphragm would allow fuel injection to become contaminated. In a two month period, we have found two pumps draining oil overboard. A third aircraft was found with oil contamination in the fuel injection system." ( curtsy: flight safety magazine)   

                                                                                            A report on an accident to a homebuilt Jabiru aircraft which suffered a jammed rudder control on landing, causing it to leave the runway surface and turn over, injuring the occupants. The jam had apparently occurred as a result of insufficient clearance between the leading edge of the rudder and the trailing edge of the fin.                  Although jamming of aircraft control surfaces is not common in flight, it can have catastrophic consequences. As the AAIB report points out, aerodynamic or inertial loads can distort aircraft skin during flight, and any possibility of such distortion causing a control jam should ...

An owner or operator shall ensure that a system has been established to keep the following records for the periods specified: 1. All detailed maintenance records in respect of the aircraft and any life-limited component, at least 24 months after the aircraft or component was permanently withdrawn from service. 2. The total time and flight cycles as appropriate, of the aircraft and all life-limited components, at least 12 months after the aircraft or component has been permanently withdrawn from service. 3. The time and flight cycles as appropriate, since last scheduled maintenance of the component subjected to a service life limit, at least until the component scheduled maintenance has been superseded by another scheduled maintenance of equivalent work scope and detail.                                                      ...

FAA advised revised fuel sampling procedure before preflight. Procedure  With the airplane in the normal ground attitude and starting at the highest drain location, check all drain locations for contaminants before every flight, whether or not refueling has occurred. Have fuel sample disposal provisions, proper lighting, and a small ladder at your disposal to properly check for fuel tank system contamination. • Drain at least one cup of fuel (using a clear sampler cup) from each drain location. • Drain the fuel strainer as required to completely flush its contents in each of the fuel selector positions. • Check for water, clarity, cloudiness, haze, proper fuel type/grade (i.e.; 100LL is light blue in tint, jet fuel is clear or yellowish), odor, or other contaminants. • If any contamination is detected in the fuel tank system, thoroughly drain all drain locations again. • If contamination is observed, take further samples until the fuel appears clear,...

In compliance of CAR M MA 305, it is required to generate an aircraft document folder for easy retrieval of information related to particular aircraft. AIRCRAFT DOCUMENT FILE AIRCRAFT MAKE _______________ MODEL ____________ S/N _____________ TAB SUBJECT 1. CERTIFICATE OF AIRWORTHINESS 2. ANNUAL REVIEW CERTIFICATE 3. CERTIFICATE OF. REGISTRATION 4. AEROMOBILE LICENCE 5. RENEWAL SLIP OF AEROMOBILE LICENCE 6. INSURENCE 7. TYPE CERTIFICATE DATA SHEET 8. EXPORT CERTIFICATE OF AIRWORTHINESS 9. PROOF OF DE-REGISTRATION 10. NOISE STANDARDS 11. SUMMARY OF AIRCRAFT FLIGHT TIME 12. AIRWORTHINESS DIRECTIVE STATUS 13. SERVICE BULLETIN STATUS 14. INSTALLED COMPONENT LIST 15. HARD TIME COMPONENT STATUS 17. ENGINES – SUMMARY DATA 18. STRUCTURAL REPAIRS 19. MAJOR ALTERATIONS – STC’S 20. FLIGHT MANUAL CURRENCY 21. WEIGHT AND BALANCE AND EQUIPMENT L...

FAA AD 2010-04-05 McCauley Propeller Systems 1A103/TCM Series Propellers AD requires, for certain serial numbers (S/Ns)of McCauley Propeller Systems A103 /TCM series propellers, initial and repetitive visual and dyepenetrant inspections for cracks in the propeller hub , replacement of propellers with cracks that do not meet acceptable limits, and rework of propellers with cracks that meet acceptable limits 1. AD requires, for all McCauley Propeller Systems 1A103/TCM series propellers, the same actions but at reduced compliance times. 2. This AD also requires inspections of the bolt holes, reaming holes if necessary, and inspections of steel reinforcement plates and gaskets 5 AD issued to prevent propeller separation due to hub fatigue cracking, which can result in loss of control of the aeroplane 6 AD 2003-12-05 required inspections starting at 3,000 operating hours TIS 7 . McCauley ASB221E , dated January 28, 2010 describes, for all McC...