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11. Repairing upholstery and decorative furnishings of the cabin, cockpit, or balloon basket interior when the repairing does not require disassembly of any primary structure or operating system or interfere with an operating system or affect the primary structure of the aircraft. When repairing or replacing upholstery, you are required to meet the original type design requirements. Use only material that has met the burn test requirements. The supplier of the aircraft interior will provide you with the needed paper work for your logbook. Do not buy materials from a local upholstery shop because your mechanic may ask you for the certification paperwork at the next annual. 12. Making small simple repairs to fairings, nonstructural cover plates, cowlings, and small patches and reinforcements not changing the contour so as to interfere with proper air flow. Be careful; what you consider a simple repair may not be. You should refer to the service manual. You must use approved material a...

FAR Part 43, Appendix A, Paragraph C - Preventive Maintenance 1. Removal, installation, and repair of landing gear tires. Know the proper jacking procedure for your aircraft as outlined in the service manual.  The aircraft should be jacked in an enclosed hangar.  If the aircraft must be jacked outside, take into consideration wind and proximity to taxiway; c onsider how the removal of wheelpants will affect other systems; Know the type of brake system and how it may affect wheel removal and installation; Removal and installation of the wheel-retaining nut requires a special touch. You should know how freely the wheel should rotate after being installed. Replace the old cotter pin with a new one of proper size; 2. Replacing elastic shock absorber cords on landing gear. Shock absorber cords, commonly called bungee cords, are found on many types of airplanes. 3. Servicing landing gear shock struts by adding oil, air, or both .It is  allowed the adding of oil and air t...

Preventive Maintenance  is limited to the following work, provided it does not involve complex assembly operations. (1) Removal, installation and repair of landing gear tires. (2) Replacing elastic shock absorber cords on landing gear. (3) Servicing landing gear shock struts by adding oil, air, or both. (4) Servicing landing gear wheel bearings, such as cleaning and greasing. (5) Replacing defective safety wiring or cotter keys. (6) Lubrication not requiring disassembly other than removal of non-structural items such as cover plates, cowlings, and fairings. (7) Making simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces. (8) Replenishing hydraulic fluid in the hydraulic reservoir. (9) Refinishing decorative coating of fuselage, wings, tail group surfaces (excluding balanced control surfaces), fairings, cowling, landing gear, cabin, or cockpit interior when removal or disassembly of any primary structure or operatin...

  ‘Significant Seven’ safety risks were identified following analysis of global fatal accidents and high-risk occurrences involving large UK commercial air transport aeroplanes by CAA.                                                         Action Plan by CAA Loss of control: Through improved flight control monitoring, use of aircraft automation and manual flying skills CAA are aiming to reduce the risk of loss of control occurrences. Runway Excursion: To help reduce the risk of runway excursions, CAA are aiming to reduce unstable/de-stabilised approaches, improve information broadcast to pilots on expected braking action on contaminated runways and improve safety areas around runways. Controlled Flight into Terrain: CAA are working to reduce the risk of serious incidents that occur during non-precision approaches (NPA...

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 ...

Photo 1 : View of steering tube as installed JAMMED RUDDER PEDAL    While  becoming airborne following a touch and go landing, the right rudder pedal of the Cessna 152 became jammed near the neutral position.  Aircraft directional control was lost and the aircraft veered to the left of the runway into packed snow and overturned.  The student pilot was uninjured, but the aircraft was substantially damaged. Examination of the aircraft revealed that a washer within the right steering tube (photo 1) had become slightly deformed and had been pushed past the retaining crimp.  The steering tube assembly (Photo 2) interconnects the rudder bars to the lower section of the nose oleo to enable steering of the nose gear while on the ground. When the nose gear leaves the runway on take-off, the extension of the oleo causes the upper torque links to contact the upper strut.  The area of contact is flat and engineered so that, as the oleo extends, the nos...

                                            The SSIP ( SSID ) for the Cessna 152 airplane is based on the affected Model 152 airplane current usage, testing and inspection methods .                           A practical state of-the-art inspection program is established for each Principle Structural Element (PSE) .                          A PSE is that structure whose failure, if it remained undetected, could lead to the loss of the airplane. Selection of a PSE is influenced by the susceptibility of a structural area, part or element to fatigue, corrosion, stress corrosion or accidental damage.         ...

                 Description :An airplane component is classified as a Principal Structural Element  if: (a) The component contributes significantly to carrying flight and ground loads. (b) If the component fails, it can result in a catastrophic failure of the airframe.                The monitoring of these PSE's is the main focus of this Supplemental Structural Inspection Program.                             Typical Examples of Principal Structural Elements Wing and Empennage: Control surfaces, flaps and their mechanical systems and attachments (hinges, tracks and fittings) Primary fittings Principal splices Skin or reinforcement around cutouts or discontinuities Skin-stringer combinations Spar caps Spar webs Fuselage: Circumferential frames and adjacent skin Door f...

              PSE’s are those elements of  primary structure  which contribute significantly to carrying flight, ground, and pressurization loads, and whose failure could result in catastrophic failure of the airplane.              Engineering design and damage evaluation – repair criteria for aircraft structures are location dependent depending on whether the structure is considered and classified as either Primary, Secondary or as a PSE (Principal Structural Element).                Typically most aircraft structural repair manuals contain guidance through charts or diagrams that define what parts of the aircraft  are classified as Principal Structural Elements – PSE’s, Primary or Secondary structure.              Additionally, virtually all repairs (other than straight parts replacement) on transport aircraft to...

               “SHEL” model :  component are (Software, Hardware, Environment, Liveware) are depicted with a pictorial impression of the need for matching the components.            The following interpretations are suggested: liveware (human), hardware (machine), software (procedures, symbology, etc.) and environment (the conditions in which the L-H-S system must function).                    Liveware (the human) is at the centre of the model. Human is generally   considered t he most critical as well as the most flexible component in the system.  People are subject to considerable variations in performance and suffer many limitations, most of which are now predictable in general terms. The edges of this block are jagged, and so the other components of the system must be carefully matched with them if stress in the system and eventual breakdown ar...

         The magneto is equipped with an impulse coupling.  Internal timing is fixed and the breaker points are not adjustable.          Timing marks are provided on the distributor gear and distributor block visible through the air vent holes.           For timing to the engine a timing hole is provided in the bottom of the magneto adjacent to the magneto flange.                                                                                                                                                             ...

MAGNETO CHECK. NEVER ADVANCE TIMING BEYOND SPECIFICATIONS IN ORDER TO REDUCE RPM DROP. Too much importance is being attached to RPM drop in single ignition. RPM drop on single ignition is a natural characteristic of dual ignition design. The purpose of the following magneto check is to determine that all cylinders are firing. If all cylinders are not firing, the engine will run extremely rough and cause for investigation will be quite apparent. The amount of RPM drop is not necessarily significant and will be influenced by ambient air temperature, humidity, airport altitude, etc. In fact, absence of RPM drop should be cause for suspicion that the magneto timing has been bumped up and is set in advance of the setting specified. Magneto checks should be performed on a comparative basis between individual right and left magneto performance. a. Start and run engine until the oil and cylinder head temperatures are in normal operating ranges. b. Advance engine speed to 1700 RPM. c. Tu...

DESCRIPTION. An all-metal. fixed-pitch propeller, equipped with a spinner. REMOVAL a. Remove spinner  b. Remove safety wire from mounting bolt heads . c. Remove bolts and washers and remove forward bulkhead. NOTE The aft spinner bulkhead  is installed between propeller  and crankshaft flange and is removed as the  propeller is removed. INSTALLATION. a. Clean mating surfaces of propeller. crankshaft flange and spinner bulkheads. NOTE Ensure that nose cap is installed prior to completing  following steps. b. Position aft spinner bulkhead between propeller and crankshaft flange. c. Align propeller blade with t.c. mark on aft side of ring gear, and rotate propeller clockwise, as viewed from the front, to first bolt hole. d. Install forward spinner bulkhead and propeller bolts. e. Tighten bolts evenly, then torque to 300-320 lb.-in. or 25-26 lb-ft. f. Safety wire propeller mount bolts, ensuring that safety wire is around bolt heads not over top. ...

The throttle, mixture and carburetor heat controls are of the push-pull type. The mixture control is equipped to lock in any position desired. To move the control, the spring-loaded button, located in the end of the control knob, must be depressed. When the button is released, the control is locked. The mixture control also has a vernier adjustment. Turning the knob in either direction will change the control setting. The vernier is primarily for precision control setting. The throttle control has neither a locking button nor a vernier advancement, but contains a knurled friction knob which is rotated for more or less friction as desired, The friction knob prevents vibration induced "creeping" of the control. The carburetor heat control has no locking device.   THROTTLE CONTROL. Before rigging throttle control ,check that staked connection between rigid conduit and flexible conduit is secure. If any indication of looseness or breakage is apparent, install new throttle ...

        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...

                         INSTRUMENT PANEL. The instrument panel assembly consists of a stationary panel and shock mounted panel. The stationary panel contains fuel and engine instruments which are NOT sensitive to vibration. The shock-mounted panel contains major flight instruments such as horizontal and directional gyros which ARE affected by vibration. Most of the instruments  are screw-mounted on the panel backs..                                      ENGINE INDICATORS. TACHOMETER. The tachometer is a mechanical indicator driven at half crankshaft speed by a flexible shaft Most tachometer difficulties will be found in the drive-shaft To function properly, the shaft housing must be free of kinks, dents and sharp bends. There should be no bend on a radius shorter than si inches and no bend within three inches of either t...

Electrical Power Supply System.                                                                                                         Battery and External Power Supply System.                                                                                    Alternator Power System                                                                       ...