Wanted Arrow Systems Gauge
- Thread starter SJFLYER
- Start date
SUSPilot
Well-Known Member
Be more specific, my Family owns an Arrow II which I have about 250 hours in, took a commercial checkride in, and I am preparing to take my CFI in it. I feel this has given me a pretty good understanding of the plane, but what do you want to know?
P.S.
You're right compared to Cessna, Beech, and Diamond the Piper POHs suck.
P.S.
You're right compared to Cessna, Beech, and Diamond the Piper POHs suck.
E_Dawg
Moderator
There is some good stuff here:
Arrow II systems
Any more specific questions, there are lots of people here who have time in the Arrow.
Arrow II systems
Any more specific questions, there are lots of people here who have time in the Arrow.
What year/model is it? If you're talking about an older model with the *really* bare-bones POH, then you're pretty much out of luck. There's just not a lot in there. My flight school has a 1968 Arrow and they tried hard to dig up whatever performance data and limitations they could, but there wasn't much available beyond the POH. Depending on the year, model, and serial number there may have been an AFM for the plane, but you'd need to look at the type certificate data sheet for that.
I'll agree that the limitations and performance sections are terrible, but the systems descriptions seemed all right to me in ours. In terms of cross-country planning, there's a lot of interpolation that needs to be done.
If you happen to be flying a late 60's model and have any specific question, PM me and I'll see if I can dig up an answer.
-Zach
I'll agree that the limitations and performance sections are terrible, but the systems descriptions seemed all right to me in ours. In terms of cross-country planning, there's a lot of interpolation that needs to be done.
If you happen to be flying a late 60's model and have any specific question, PM me and I'll see if I can dig up an answer.
-Zach
triple7
Well-Known Member
ive got a great one that my buddy gave me. its for a newer model arrow, but the systems are nealy identical. i wouldnt take it to a checkride, but if you are looking for something really understand what piper was thinking when they built the plane you are more than welcome to take a look. its about 60 pages and i could fax it if you wanted....pm me and we can discuss. im in northern va.
Wow, I didn't think anyone else used Mark's pages.
Anyhow, the page Ed refered to is pretty useful. Is from a CFI at my home field. And in fact, 55306 happens to be the plane I did my commercial ride in, so I printed out that page for info, added a few notes, and brought it with me to the checkride for quick reference if needed.
What system information are you looking for? The gear system in the Arrow POH is actually drawn pretty well. Fuel system is too I believe. What other systems do you want to know about? Prop?
Auto-gear isn't all that bad, just pull the lever up, push the tab over, and leave that dang thing off all the time
Anyhow, the page Ed refered to is pretty useful. Is from a CFI at my home field. And in fact, 55306 happens to be the plane I did my commercial ride in, so I printed out that page for info, added a few notes, and brought it with me to the checkride for quick reference if needed.
What system information are you looking for? The gear system in the Arrow POH is actually drawn pretty well. Fuel system is too I believe. What other systems do you want to know about? Prop?
Auto-gear isn't all that bad, just pull the lever up, push the tab over, and leave that dang thing off all the time
SJFLYER
Well-Known Member
I found this online and it seems like a good staring point.
PIPER ARROW PA-28
Overview: This brief covers basics of airplane systems, and then a more in-depth analysis of the Piper Arrow PA-28R systems operations. This overview does not replace the POH or Aircraft Flight Manuel.
POWERPLANTS
• 2 General categories
• Turbine
• Large output, costly, extremely powerful
• Reciprocating
• General aviation training aircraft
• Four stroke operating cycle
• Induction systems
• Brings outside air into the engine, mixes it with fuel in the proper proportion, and delivers it to the cylinders where combustion occurs
• Controlled by throttle and mixture
• Throttle: Regulates amount of fuel/air mixture that flows into cylinders
• Mixture: Controls fuel/air ratio
• Carburetor
• Mixes the incoming air with fuel and delivers it to the combustion chamber
• Air passes through a venturi that increases its velocity and decreases its pressure
• Fuel enters from a float chamber through the discharge nozzle by the higher atmospheric pressure in the float chamber
• Has icing tendency due to the effect of fuel vaporization and decreasing air pressure in the venturi which causes a sharp temperature drop in the carburetor. If water vapor in the air condenses when the carburetor temperature is at or below freezing, ice may form on internal surfaces of the carburetor.
• Most likely to form when temperatures are below 70 degrees F and relative humidity is above 80%
• First indication would be decrease in RPM (fixed pitch) or decrease in MP (constant speed), followed by engine roughness and possible fuel starvation
• Carb heat system eliminates ice by routing air across a heat source (exhaust manifold) before it enters the carburetor
• Causes a slight decrease in engine power (heated air is less dense)
• Mixture is enrichened
• Fuel injection
• Pressurizes the fuel, proportionally metering it for a specific amount of engine power, and then atomizing the metered fuel directly into each cylinder intake port.
• Advantages
• More precise metering of fuel than a carburetor
• Lower fuel consumption
• Increased horsepower,
• Lower operating temperatures
• Less chance of induction icing
• Disadvantages
• Can be difficult to restart right after shutdown, due to vapor lock
• Caused by the fuel vaporizing in the injection system’s lines and components due to engine’s heat with no air cooling from ram air
• Causes fuel to boil and produce vapor that blocks fuel flow
• Ignition System
• Provides the spark that ignites the fuel/air mixture in the cylinders
• Magnetos
• Self contained, engine-driven unit
• Uses permanent magnet to generate electrical current
• Completely independent of aircraft’s electrical system
• Jumps a spark across spark plug gap in each cylinder
• Fires when you engage the starter and crankshaft begins to turn
• Operates whenever crankshaft is turning
• Each magneto operates independently to fire one of the two spark plugs in each cylinder
• Improves combustion and results in slightly higher power output
• Provides backup in case one magneto fails, engine will still run (lower RPM)
• Abnormal Combustion
• Detonation
• Uncontrolled, explosive ignition of fuel/air ignition in combustion chamber
• Causes excessive temperatures and pressures which can lead to engine failure
• Caused by overheated engine or lower than recommended fuel grade
• If suspected, reduce the throttle
• Preignition
• Fuel/air mixture is ignited in advance of the normal timed ignition
• Caused by a residual hot spot in the cylinder such as a carbon deposit on a spark plug, cracked spark plug insulator, or damage around combustion chamber
PROPELLERS
• Fixed pitch propeller
• Blade angle is fixed, and is selected on the basis of the primary function of the airplane
• Power control is throttle only with the tachometer
• Constant speed propeller
• Also called variable pitch or controllable pitch
• Adjustable blade angle for most efficient operation
• Converts a high percentage of the engine’s power into thrust over a wide range of airspeed and RPM combinations
• Controlled by the pilot through the throttle and prop control
• Takeoff: High RPM and low blade angle
• Cruise: Lower RPM and higher blade angle
• Similar to “shifting gears” on a car
• Manifold pressure gauge indicates the power output of the engine
PIPER ARROW III (PA-28R)
Limitations
• Maximum Weights & CG Limits
• Max Takeoff & Landing weight = 2750 lbs.
• Max baggage area weight = 200 lbs.
• CG Limits
• 2375 & below: 82 – 91.5 inches aft of datum
• 2750: 88.9 – 91.5 inches aft of datum
• Datum: 78.4 inches ahead of the wing leading edge at the inboard intersection of the straight and tapered section
• V-speeds (KIAS)
• Vso = 55
• Vs1 = 60
• Vr = 71 normal, 59 short field
• Vx = 72 gear down, 78 gear up
• Vy = 78 gear down, 90 gear up
• Vfe = 103
• Va = 96-118, from 1865-2750 lbs. gross weight
• Vlo = up 107, down 129
• Vle = 129
• Vno = 146
• Vne = 183
• Best Glide = 79
• Load Factors
• Maximum positive load factor = 3.8G
• Maximum negative load factor: No inverted maneuvers approved
• Powerplant Limitations
• Max Oil Temp = 245 degrees F
• Oil Pressure = 25-90 PSI
• Fuel Pressure = 14-45 PSI
Airframe
• Materials
• Basic airframe made of aluminum alloy
• Lightweight plastic extremities
• Wingtips, tail fin, rudder, stabilator
• Structure (semi-monocoque)
• Monocoque: uses the skin to support almost all imposed loads. Strong, but cannot tolerate any dents or deformation of the surface.
• Semi-monocoque: uses substructure riveted to the airplane’s skin to maintain the shape and increase strength.
• Wing
• semitapered design
• Empennage
• Made of vertical stabilizer, all-movable horizontal stabilator, and rudder
• Stabilator incorporates an anti-servo tab which:
• improves longitudinal stability
• provides a realistic control feel, and
• provides trim
Powerplant
• Uses one Lycoming IO-360-C1C6 engine
• Four cylinder
• Direct drive
• Horizontally opposed (O)
• Opposed engines have low weight-to-horsepower ratio, and its shape makes it ideal for visibility out the windscreen.
• Fuel injected (I)
• Normally aspirated
• Air cooled
• Use of cooling fins around cylinder heads for heat dissipation
• 360 cubic inches of cylinder displacement (360)
• 200 brake horsepower at 2700 RPM
Induction System
• Fuel injected system
• Based on “differential pressure”
• Balance air pressure against fuel pressure
• Fuel pressure regulated by servo valve to be proportional to airflow
• Servo regulation meters fuel flow with airflow and maintains mixture as manually set
• Fuel flow divider received metered fuel and distributes fuel to each cylinder fuel nozzle
• Fuel flow gauge is connected to the flow divider and monitors fuel pressure
• Converts fuel pressure to an indication of fuel flow in gallons per hour
• Alternate air source
• Door functions automatically (if primary source is obstructed) or manually (selector)
• If lever in up (closed) position, engine is operating on filtered air
• If lever in down (open) position, unfiltered, heated air
Oil System
• Per POH, maximum capacity 8 quarts, minimum 2 quarts
• Wet sump system
• Oil supply is contained in a pan on the bottom of the engine
Propeller
• 2-bladed
• Two manufacturers
• McCauley – 90DHA-16
• Hartzell – F7666A-2R
• Constant speed, hydraulically actuated
• Adjustable blade angle for most efficient operation
• Converts a high percentage of engine power into thrust over a wide range of RPM and airspeed combinations
• Governor-regulated
• Controls flow of engine oil
• Boosts oil pressure by governing pump, to or from a piston in propeller hub
• Oil takes the prop to a high-pitch, low RPM setting
• Relieved oil pressure, centrifugal force, and spring pressure takes prop to low pitch high RPM setting
• Propeller diameter
• Maximum – 74 inches
• Minimum – 73 inches McCauley, 72 inches Hartzell
Landing Gear
• Retractable, tricycle landing gear
• Hydraulically actuated by electrically powered reversible pump
• 7-second extension/retraction
• May be installed with backup gear extender (BGE)
• Lowers the gear regardless of gear selector position, during the following conditions:
• Airspeeds below 95 KIAS with power off
• 75 KIAS – 95 KIAS depending on power settings and altitude
• Prevents gear from retracting below 75 KIAS with full power
• Manual override by emergency gear lever between front seats
• Sensing device controlled by differential air pressure measured in mast mounted on left side of fuselage above the wing
• Mechanically linked to hydraulic valve and electrical switch which activates pump motor
• Emergency gear lever
• Manually releases hydraulic pressure to permit gear to free-fall
• Spring assistance on nose-gear (must move into relative wind to fall)
• Must hold lever in down position until gear is fully extended
• Indicator lights
• 3 green “gear down and locked” lights, and one red “gear unsafe” light
• All lights-out indication means gear is up and locked
• Vlo (gear up) = 107 KIAS
• Vlo (gear down) = 129 KIAS
• Gear warning horn and “gear unsafe” light
• Activated by microswitch in throttle quadrant when:
• Gear up and power below 14” MP
• Gear selector up while on the ground and throttle retarded
• If equipped with BGE, gear selector up with gear down by the BGE with power below 14” MP
• If not equipped with BGE, an additional switch is installed that sounds horn when flaps are extended beyond 10 degrees and gear not down and locked
• Tires
• 6 x 6, 6-ply main tires
• 5 x 5, 4-ply nose tire
• Brakes
• Toe brakes on top of rudder petals, and hand (parking) brake
• Have individual cylinders but use a common reservoir
• Hydraulic operation
• Brake reservoir located on left side of the firewall in engine compartment
• Single disc
• Nose gear
• Steerable through 30 degrees through rudder petals
• When retracted, steering linkage disengages to reduce rudder pressure loads
• Equipped with hydraulic shimmy damper
• Bungee assembly reduces ground steering effort and dampens bumps during taxi
• Gear struts
• Air-oil type
• Normal extension under normal static load (BEW + full fuel and oil)
• Nose: 2.75 +/- 0.25 inches
• Main: 2.5 +/- 0.25 inches
Flight Controls
• Actuation of control surfaces provided by cable system
• Flaps
• Manually controlled
• Extended by control cable
• Spring loaded to retracted position
• Settings
• 1st notch = 10 degrees
• 2nd notch = 25 degrees
• 3rd notch = 40 degrees
Fuel System
• Fuel tanks & capacities
• Two integral tanks, one in each wing
• Total 77 gallons, 38.5 in each tank
• Total usable 72 gallons, 36 each tank
• Total unusable fuel 5 gallons, 2.5 in each tank
• Total fuel in each tank if filled to tabs = 25 gallons each tank
• Fuel Type
• Specified Octane: 100 Green or 100LL Blue
• Alternate Fuel: 100/130 Green
• Fuel Vents
• Vented individually through vent tubes that protrude below the bottom of the wings at the rear outboard corner of each tank
• Fuel Pumps
• Engine-driven fuel pump
• Provides normal supply of fuel to the engine
• Electric fuel pump
• Back-up to engine-driven pump
• Controlled by rocker switch
• Should be ON when switching fuel tanks and during takeoff and landing
• Fuel Selector
• Located on left sidewall of cockpit
• 3 positions: OFF, LEFT TANK, RIGHT TANK
• Incorporates safety latch which prevents inadvertently selecting “OFF” position
• Fuel Gauges
• Fuel quantity indicators, one for each tank
• Fuel pressure indicator
• Fuel Sumps
• Located at bottom inboard rear corner of each fuel tank
• Additional sump located at fuel strainer on the lower left front cowling
• Should be drained before each flight and checked for water, sediment, and proper fuel
Electrical System
• Electrical accessories
• Alternator
• Starter
• Electric fuel pump
• Stall warning indicator
• Ammeter
• Annunciator panel
• Communication and navigation equipment
• Panel lights
• Anti-collision lights
• Landing lights
• Cabin dome light
• Alternator
• 14-volt, 60-amp
• Belt-driven
• Protected by voltage regulator and overvoltage relay
• Provides full electrical power even at low RPM (solid-state)
•
• Battery
• 12-volt, 25 amp hour
• Provides secondary power and engine starting power
• Ammeter
• Shows electrical load placed on system (load meter)
• Indicates total draw of all units including the battery
• Master Switch & Avionics Switch
• Left half is master relay (battery)
• Right half is alternator
• Interlocked so alternator cannot be operated without the battery
• Prior to turning master switch on or starting the engine, the avionics power switch should be off to prevent any transient voltage from damaging the airplane’s avionics equipment.
Warnings:
• Rheostat switch must be off to obtain gear lights full intensity during daytime flying
• Anti-collision lights should be off during poor visibility to avoid spatial disorientation
• Stall Warning Horn
• Stall warning horn activated between 5-10 knots above stall speed
• Emits continuous sound
• Activated by lift detector on leading edge of left wing
Vacuum System
• Operates the air-driven gyro instruments (DG, AI)
• Engine driven vacuum pump
• Dry type, eliminates need for air/oil separator
• Shear drive protects engine from damage
• Vacuum Gauge
• Normal indication reads 4.8 to 5.2 inches of mercury (Hg)
• Lower than 4.8“ Hg may indicate:
• Dirty filter or screens
• Sticking vacuum regulator
• Leak in system
• Zero-indication may be due to:
• Sheared pump drive
• Defective pump
• Defective gauge
• Collapsed line
• Vacuum Regulator
• Regulates vacuum pressure to 4.8 to 5.2” Hg
• Low Vacuum Light
• On annunciator panel
Pitot-Static System
• Supplies pitot and static pressure for the ASI, altimeter, and VSI
• Pitot Mast
• Measures pitot pressure on underside of left wing
• Static Buttons
• Static buttons located on each side of aft fuselage.
• Pitot-Static Drains
• Push-type
• Located at lower left sidewall of cockpit
• Alternate static source
• Control valve located below left side of instrument panel
• When on alternate position, uses cabin air for static pressure
• Storm window and cabin vents must be CLOSED and cabin heater and defroster must be ON
• Altimeter error is less than 50 feet
Environmental System
• Heat
• Heated air from a muffler shroud mixed with fresh air to regulate temperature provides for cabin heating
• Front of the lower cowl admits ram air to the heater shroud
• Ducted to the heater shutoffs on the right and left sides of the firewall. If open, heated air enters heat ducts located along each side of the center console. Outlets are located at each seat location.
• Defrost is by heat outlets on right and left side of cowl cover, regulated by shutoff valves at the firewall. Defroster control is located below heat control.
• Cabin Air
• Brought in by inlets at the inboard leading edge of each wing, and enter the cabin through the floor vent on each side.
• Also brought in by inlet on vertical stabilizer, directed to blower at base of fin, then ducted to individual outlets.
Emergency Locator Transmitter (ELT)
• Located in aft portion of fuselage below stabilator leading edge
• Accessible through plate on right side of fuselage
• Operates on self-contained battery
• Useful life 10 years, but must be replaced after 5 years per FAA
• Must be replaced if used for more than one hour
• Replacement date marked on label
• 3 position selector
• OFF, ARM, ON
• ARM sets to automatic position so that it will transmit only after impact until the battery is drained to depletion or switch is moved to off position
• Should be on ARM position in the airplane
• ON position used if impact did not trigger automatic feature, or to periodically test the ELT
• Only first 5 minutes of every hour and limited to three audio sweeps.
• Pilot’s Remote switch
• Left side panel, can control ELT from the cabin
EMERGENCY PROCEDURES
Engine Fire During Start
• Usually the result of overpriming
• First attempt to extinguish fire is to try to start the engine and draw the excess fuel back into the induction system
• See Emergency checklist
Engine Failure in Flight
• Usually caused by fuel flow interruption
• If caused by fuel exhaustion, power will not be restored after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds.
• If water is in the fuel, it could take some time to be used up, and allowing engine to windmill may restore power.
• If power loss is due to water, fuel pressure indications will be normal
• See Emergency checklist
Power Off Landing
• Best Glide
• At best gliding angle, with the engine windmilling, and the prop control in full decrease RPM (prop back – not COMAIR procedure), the aircraft will travel approximately 1.6 miles for each 1,000 feet of altitude
• Gear up v. Gear down
• If the field chosen is obviously smooth and firm, and long enough to bring the airplane to a stop, gear should be down.
• If there are stumps or rocks or other large obstacles, gear should be down to better protect occupants
• If the field is suspected to be excessively soft or short, or when landing in water of any depth, a wheels-up landing will normally be safer and do less aircraft damage.
• See Emergency checklist “Power off Landing” Checklist, or “Gear up Landing”
Landing Gear Malfunction
• Emergency gear lever
• Manually releases hydraulic pressure to permit gear to free-fall (below 87 KIAS)
• Spring assistance on nose-gear (must move into relative wind to fall)
• Must hold lever in down position until gear is fully extended
• See Emergency checklist “Emergency Landing Gear Extension”
Loss of Oil Pressure
• Partial pressure loss
• Usually indicates a malfunction in the oil pressure regulating system
• Landing should be made as soon as possible to prevent engine damage
• Complete loss of oil pressure
• May signify oil exhaustion or may be the result of a faulty gauge.
• Proceed to nearest airport and prepare for a forced landing (engine may stop suddenly)
• Maintain altitude until such time as a dead stick landing can be accomplished
• Refrain from making unnecessary power changes, as this may hasten power loss
• It may be advisable to make an off-airport landing while power is still available, particularly if other indications of actual oil pressure loss, like sudden oil temperature increase, oil smoke, are apparent, and an airport is not close
High Oil Temperature
• May be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes.
• Watch the oil pressure gauge for an accompanying loss of pressure
Alternator Failure
• Detected through zero reading on ammeter.
• Ensure reading is zero and not merely low by actuating an electrically powered device, such as the landing light. If no increase in the ammeter is noted, alternator failure can be assumed.
• See Emergency checklist “Electrical Failure”
Propeller Overspeed
• Caused by a malfunction in the propeller governor or low oil pressure which allows the propeller blades to rotate to full pitch.
• See Emergency checklist “Propeller Overspeed”
Open Door
• Cabin door is double latched, so the chances of it springing open is remote
• If it does open if improperly latched, will usually happen at takeoff or soon afterward
• Will not affect normal flight characteristics, normal landing can be made
• Airspeed will be reduced slightly
• See Emergency checklist
Engine Roughness
• May be caused by dirt in the injector nozzles, induction system icing, or ignition problems
• See Emergency checklist
Engine Fire In Flight
• Extremely remote
• Smoke, smell, and heat in cabin. It is essential that the source of the fire be promptly identified through instrument readings, character of the smoke, or other indications to determine if engine fire or electrical fire.
• Procedures given is general and pilot judgment should be the determining factor for action in such an emergency
• See Emergency checklist “Engine Fire in Flight” checklist
Electrical Fire in Flight
• Smoke, smell, and heat in cabin. It is essential that the source of the fire be promptly identified through instrument readings, character of the smoke, or other indications to determine if engine fire or electrical fire.
• See Emergency checklist “Electrical Fire in Flight” Checklist
AIRCRAFT LOGBOOKS
• Description of Contents
• Except for work performed in accordance with §§ 91.411 (Altimeter and Mode C inspections) and 91.413 (Transponder inspections), each registered owner or operator shall keep the following:
• Records of the maintenance, preventive maintenance, and alteration and records of the 100-hour, annual, progressive, and other required or approved inspections, as appropriate, for each aircraft (including the airframe) and each engine, propeller, rotor, and appliance of an aircraft. The records must include -
• A description (or reference to data acceptable to the Administrator) of the work performed; and
• The date of completion of the work performed; and
• The signature, and certificate number of the person approving the aircraft for return to service.
• Records containing the following information:
• The total time in service of the airframe, each engine, each propeller, and each rotor.
• The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance.
• The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis.
• The current inspection status of the aircraft, including the time since the last inspection required by the inspection program under which the aircraft and its appliances are maintained.
• The current status of applicable airworthiness directives (AD) including, for each, the method of compliance, the AD number, and revision date. If the AD involves recurring action, the time and date when the next action is required.
• Copies of the forms for each major alteration to the airframe and currently installed engines, rotors, propellers, and appliances.
• Preservation of Records
• The owner or operator shall retain the following records for the periods prescribed:
• The records of the maintenance, preventive maintenance, and alteration and records of the 100-hour, annual, progressive, and other required or approved inspections of this section shall be retained until the work is repeated or superseded by other work or for 1 year after the work is performed.
• The records of total time in service and current status of the airframe, each engine, each propeller, each rotor, ADs, and major alterations of this section shall be retained and transferred with the aircraft at the time the aircraft is sold.
• The owner or operator shall make all maintenance records required to be kept by this section available for inspection by the Administrator or any authorized representative of the National Transportation Safety Board (NTSB). In addition, the owner or operator shall present Form 337 for inspection upon request of any law enforcement officer.
• When a fuel tank is installed within the passenger compartment or a baggage compartment pursuant to part 43 of this chapter, a copy of FAA Form 337 shall be kept on board the modified aircraft by the owner or operator.
PREVENTATIVE MAINTENANCE
• Preventative maintenance can be performed by the holder of a Part 61 pilot certificate owned or operated by the pilot which is not used under Part 121, 129, or 135.
• Preventive maintenance is limited to the following work, provided it does not involve complex assembly operations (FAR Part 43 Appendix A):
• Removal, installation, and repair of landing gear tires.
• Replacing elastic shock absorber cords on landing gear.
• Servicing landing gear shock struts by adding oil, air, or both.
• Servicing landing gear wheel bearings, such as cleaning and greasing.
• Replacing defective safety wiring or cotter keys.
• Lubrication not requiring disassembly other than removal of nonstructural items such as cover plates, cowlings, and fairings.
• (Making simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces.
• Replenishing hydraulic fluid in the hydraulic reservoir.
• Refinishing decorative coating of fuselage, wings tail group surfaces (excluding balanced control surfaces), fairings, cowlings, landing gear, cabin, or cockpit interior when removal or disassembly of any primary structure or operating system is not required.
• 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.
• Replacing side windows where that work does not interfere with the structure or any operating system such as controls, electrical equipment, etc.
• Replacing safety belts.
• Replacing seats or seat parts with replacement parts approved for the aircraft, not involving disassembly of any primary structure or operating system.
• Trouble shooting and repairing broken circuits in landing light wiring circuits.
• Replacing bulbs, reflectors, and lenses of position and landing lights.
• Replacing wheels where no weight and balance computation is involved.
• Replacing any cowling not requiring removal of the propeller or disconnection of flight controls.
• Replacing or cleaning spark plugs and setting of spark plug gap clearance.
• Replacing any hose connection except hydraulic connections.
• Replacing prefabricated fuel lines.
• Cleaning or replacing fuel and oil strainers or filter elements.
• Replacing and servicing batteries.
• Replacement or adjustment of nonstructural standard fasteners incidental to operations.
• The inspection and maintenance tasks prescribed and specifically identified as preventive maintenance in a primary category aircraft type certificate or supplemental type certificate holder's approved special inspection and preventive maintenance program when accomplished on a primary category aircraft
AIRWORTHINESS DIRECTIVES
• Issued by the FAA when
• An unsafe condition exists in a product; and
• That condition is likely to exist or develop in other products of the same type design.
• The AD becomes part of the certification, and its provisions must be met within a specific time period for the aircraft to remain airworthy.
• ADs are sent to the registered owner of every affected aircraft
• ADs may be divided into two categories:
• Those of an emergency nature requiring immediate compliance before further flight, and
• Those of a less urgent nature requiring compliance within a relatively longer period of time.
• ADs are the "final rule" and shall be complied with unless specific exemption is granted.
• It is the aircraft owner's or operator's responsibility to ensure compliance with all pertinent ADs.
• Recurrent v. Non-recurrent ADs
• Recurrent ADs will have an inspection requirement that must occur over a period of time or flight hours.
• Non-recurrent ADs may be a one-time fix or part replacement
MINIMUM EQUIPMENT LISTS
• When approved and authorized for use, the MEL permits operation of the aircraft under specified conditions with certain inoperative equipment.
• See MEL brief
PIPER ARROW PA-28
Overview: This brief covers basics of airplane systems, and then a more in-depth analysis of the Piper Arrow PA-28R systems operations. This overview does not replace the POH or Aircraft Flight Manuel.
POWERPLANTS
• 2 General categories
• Turbine
• Large output, costly, extremely powerful
• Reciprocating
• General aviation training aircraft
• Four stroke operating cycle
• Induction systems
• Brings outside air into the engine, mixes it with fuel in the proper proportion, and delivers it to the cylinders where combustion occurs
• Controlled by throttle and mixture
• Throttle: Regulates amount of fuel/air mixture that flows into cylinders
• Mixture: Controls fuel/air ratio
• Carburetor
• Mixes the incoming air with fuel and delivers it to the combustion chamber
• Air passes through a venturi that increases its velocity and decreases its pressure
• Fuel enters from a float chamber through the discharge nozzle by the higher atmospheric pressure in the float chamber
• Has icing tendency due to the effect of fuel vaporization and decreasing air pressure in the venturi which causes a sharp temperature drop in the carburetor. If water vapor in the air condenses when the carburetor temperature is at or below freezing, ice may form on internal surfaces of the carburetor.
• Most likely to form when temperatures are below 70 degrees F and relative humidity is above 80%
• First indication would be decrease in RPM (fixed pitch) or decrease in MP (constant speed), followed by engine roughness and possible fuel starvation
• Carb heat system eliminates ice by routing air across a heat source (exhaust manifold) before it enters the carburetor
• Causes a slight decrease in engine power (heated air is less dense)
• Mixture is enrichened
• Fuel injection
• Pressurizes the fuel, proportionally metering it for a specific amount of engine power, and then atomizing the metered fuel directly into each cylinder intake port.
• Advantages
• More precise metering of fuel than a carburetor
• Lower fuel consumption
• Increased horsepower,
• Lower operating temperatures
• Less chance of induction icing
• Disadvantages
• Can be difficult to restart right after shutdown, due to vapor lock
• Caused by the fuel vaporizing in the injection system’s lines and components due to engine’s heat with no air cooling from ram air
• Causes fuel to boil and produce vapor that blocks fuel flow
• Ignition System
• Provides the spark that ignites the fuel/air mixture in the cylinders
• Magnetos
• Self contained, engine-driven unit
• Uses permanent magnet to generate electrical current
• Completely independent of aircraft’s electrical system
• Jumps a spark across spark plug gap in each cylinder
• Fires when you engage the starter and crankshaft begins to turn
• Operates whenever crankshaft is turning
• Each magneto operates independently to fire one of the two spark plugs in each cylinder
• Improves combustion and results in slightly higher power output
• Provides backup in case one magneto fails, engine will still run (lower RPM)
• Abnormal Combustion
• Detonation
• Uncontrolled, explosive ignition of fuel/air ignition in combustion chamber
• Causes excessive temperatures and pressures which can lead to engine failure
• Caused by overheated engine or lower than recommended fuel grade
• If suspected, reduce the throttle
• Preignition
• Fuel/air mixture is ignited in advance of the normal timed ignition
• Caused by a residual hot spot in the cylinder such as a carbon deposit on a spark plug, cracked spark plug insulator, or damage around combustion chamber
PROPELLERS
• Fixed pitch propeller
• Blade angle is fixed, and is selected on the basis of the primary function of the airplane
• Power control is throttle only with the tachometer
• Constant speed propeller
• Also called variable pitch or controllable pitch
• Adjustable blade angle for most efficient operation
• Converts a high percentage of the engine’s power into thrust over a wide range of airspeed and RPM combinations
• Controlled by the pilot through the throttle and prop control
• Takeoff: High RPM and low blade angle
• Cruise: Lower RPM and higher blade angle
• Similar to “shifting gears” on a car
• Manifold pressure gauge indicates the power output of the engine
PIPER ARROW III (PA-28R)
Limitations
• Maximum Weights & CG Limits
• Max Takeoff & Landing weight = 2750 lbs.
• Max baggage area weight = 200 lbs.
• CG Limits
• 2375 & below: 82 – 91.5 inches aft of datum
• 2750: 88.9 – 91.5 inches aft of datum
• Datum: 78.4 inches ahead of the wing leading edge at the inboard intersection of the straight and tapered section
• V-speeds (KIAS)
• Vso = 55
• Vs1 = 60
• Vr = 71 normal, 59 short field
• Vx = 72 gear down, 78 gear up
• Vy = 78 gear down, 90 gear up
• Vfe = 103
• Va = 96-118, from 1865-2750 lbs. gross weight
• Vlo = up 107, down 129
• Vle = 129
• Vno = 146
• Vne = 183
• Best Glide = 79
• Load Factors
• Maximum positive load factor = 3.8G
• Maximum negative load factor: No inverted maneuvers approved
• Powerplant Limitations
• Max Oil Temp = 245 degrees F
• Oil Pressure = 25-90 PSI
• Fuel Pressure = 14-45 PSI
Airframe
• Materials
• Basic airframe made of aluminum alloy
• Lightweight plastic extremities
• Wingtips, tail fin, rudder, stabilator
• Structure (semi-monocoque)
• Monocoque: uses the skin to support almost all imposed loads. Strong, but cannot tolerate any dents or deformation of the surface.
• Semi-monocoque: uses substructure riveted to the airplane’s skin to maintain the shape and increase strength.
• Wing
• semitapered design
• Empennage
• Made of vertical stabilizer, all-movable horizontal stabilator, and rudder
• Stabilator incorporates an anti-servo tab which:
• improves longitudinal stability
• provides a realistic control feel, and
• provides trim
Powerplant
• Uses one Lycoming IO-360-C1C6 engine
• Four cylinder
• Direct drive
• Horizontally opposed (O)
• Opposed engines have low weight-to-horsepower ratio, and its shape makes it ideal for visibility out the windscreen.
• Fuel injected (I)
• Normally aspirated
• Air cooled
• Use of cooling fins around cylinder heads for heat dissipation
• 360 cubic inches of cylinder displacement (360)
• 200 brake horsepower at 2700 RPM
Induction System
• Fuel injected system
• Based on “differential pressure”
• Balance air pressure against fuel pressure
• Fuel pressure regulated by servo valve to be proportional to airflow
• Servo regulation meters fuel flow with airflow and maintains mixture as manually set
• Fuel flow divider received metered fuel and distributes fuel to each cylinder fuel nozzle
• Fuel flow gauge is connected to the flow divider and monitors fuel pressure
• Converts fuel pressure to an indication of fuel flow in gallons per hour
• Alternate air source
• Door functions automatically (if primary source is obstructed) or manually (selector)
• If lever in up (closed) position, engine is operating on filtered air
• If lever in down (open) position, unfiltered, heated air
Oil System
• Per POH, maximum capacity 8 quarts, minimum 2 quarts
• Wet sump system
• Oil supply is contained in a pan on the bottom of the engine
Propeller
• 2-bladed
• Two manufacturers
• McCauley – 90DHA-16
• Hartzell – F7666A-2R
• Constant speed, hydraulically actuated
• Adjustable blade angle for most efficient operation
• Converts a high percentage of engine power into thrust over a wide range of RPM and airspeed combinations
• Governor-regulated
• Controls flow of engine oil
• Boosts oil pressure by governing pump, to or from a piston in propeller hub
• Oil takes the prop to a high-pitch, low RPM setting
• Relieved oil pressure, centrifugal force, and spring pressure takes prop to low pitch high RPM setting
• Propeller diameter
• Maximum – 74 inches
• Minimum – 73 inches McCauley, 72 inches Hartzell
Landing Gear
• Retractable, tricycle landing gear
• Hydraulically actuated by electrically powered reversible pump
• 7-second extension/retraction
• May be installed with backup gear extender (BGE)
• Lowers the gear regardless of gear selector position, during the following conditions:
• Airspeeds below 95 KIAS with power off
• 75 KIAS – 95 KIAS depending on power settings and altitude
• Prevents gear from retracting below 75 KIAS with full power
• Manual override by emergency gear lever between front seats
• Sensing device controlled by differential air pressure measured in mast mounted on left side of fuselage above the wing
• Mechanically linked to hydraulic valve and electrical switch which activates pump motor
• Emergency gear lever
• Manually releases hydraulic pressure to permit gear to free-fall
• Spring assistance on nose-gear (must move into relative wind to fall)
• Must hold lever in down position until gear is fully extended
• Indicator lights
• 3 green “gear down and locked” lights, and one red “gear unsafe” light
• All lights-out indication means gear is up and locked
• Vlo (gear up) = 107 KIAS
• Vlo (gear down) = 129 KIAS
• Gear warning horn and “gear unsafe” light
• Activated by microswitch in throttle quadrant when:
• Gear up and power below 14” MP
• Gear selector up while on the ground and throttle retarded
• If equipped with BGE, gear selector up with gear down by the BGE with power below 14” MP
• If not equipped with BGE, an additional switch is installed that sounds horn when flaps are extended beyond 10 degrees and gear not down and locked
• Tires
• 6 x 6, 6-ply main tires
• 5 x 5, 4-ply nose tire
• Brakes
• Toe brakes on top of rudder petals, and hand (parking) brake
• Have individual cylinders but use a common reservoir
• Hydraulic operation
• Brake reservoir located on left side of the firewall in engine compartment
• Single disc
• Nose gear
• Steerable through 30 degrees through rudder petals
• When retracted, steering linkage disengages to reduce rudder pressure loads
• Equipped with hydraulic shimmy damper
• Bungee assembly reduces ground steering effort and dampens bumps during taxi
• Gear struts
• Air-oil type
• Normal extension under normal static load (BEW + full fuel and oil)
• Nose: 2.75 +/- 0.25 inches
• Main: 2.5 +/- 0.25 inches
Flight Controls
• Actuation of control surfaces provided by cable system
• Flaps
• Manually controlled
• Extended by control cable
• Spring loaded to retracted position
• Settings
• 1st notch = 10 degrees
• 2nd notch = 25 degrees
• 3rd notch = 40 degrees
Fuel System
• Fuel tanks & capacities
• Two integral tanks, one in each wing
• Total 77 gallons, 38.5 in each tank
• Total usable 72 gallons, 36 each tank
• Total unusable fuel 5 gallons, 2.5 in each tank
• Total fuel in each tank if filled to tabs = 25 gallons each tank
• Fuel Type
• Specified Octane: 100 Green or 100LL Blue
• Alternate Fuel: 100/130 Green
• Fuel Vents
• Vented individually through vent tubes that protrude below the bottom of the wings at the rear outboard corner of each tank
• Fuel Pumps
• Engine-driven fuel pump
• Provides normal supply of fuel to the engine
• Electric fuel pump
• Back-up to engine-driven pump
• Controlled by rocker switch
• Should be ON when switching fuel tanks and during takeoff and landing
• Fuel Selector
• Located on left sidewall of cockpit
• 3 positions: OFF, LEFT TANK, RIGHT TANK
• Incorporates safety latch which prevents inadvertently selecting “OFF” position
• Fuel Gauges
• Fuel quantity indicators, one for each tank
• Fuel pressure indicator
• Fuel Sumps
• Located at bottom inboard rear corner of each fuel tank
• Additional sump located at fuel strainer on the lower left front cowling
• Should be drained before each flight and checked for water, sediment, and proper fuel
Electrical System
• Electrical accessories
• Alternator
• Starter
• Electric fuel pump
• Stall warning indicator
• Ammeter
• Annunciator panel
• Communication and navigation equipment
• Panel lights
• Anti-collision lights
• Landing lights
• Cabin dome light
• Alternator
• 14-volt, 60-amp
• Belt-driven
• Protected by voltage regulator and overvoltage relay
• Provides full electrical power even at low RPM (solid-state)
•
• Battery
• 12-volt, 25 amp hour
• Provides secondary power and engine starting power
• Ammeter
• Shows electrical load placed on system (load meter)
• Indicates total draw of all units including the battery
• Master Switch & Avionics Switch
• Left half is master relay (battery)
• Right half is alternator
• Interlocked so alternator cannot be operated without the battery
• Prior to turning master switch on or starting the engine, the avionics power switch should be off to prevent any transient voltage from damaging the airplane’s avionics equipment.
Warnings:
• Rheostat switch must be off to obtain gear lights full intensity during daytime flying
• Anti-collision lights should be off during poor visibility to avoid spatial disorientation
• Stall Warning Horn
• Stall warning horn activated between 5-10 knots above stall speed
• Emits continuous sound
• Activated by lift detector on leading edge of left wing
Vacuum System
• Operates the air-driven gyro instruments (DG, AI)
• Engine driven vacuum pump
• Dry type, eliminates need for air/oil separator
• Shear drive protects engine from damage
• Vacuum Gauge
• Normal indication reads 4.8 to 5.2 inches of mercury (Hg)
• Lower than 4.8“ Hg may indicate:
• Dirty filter or screens
• Sticking vacuum regulator
• Leak in system
• Zero-indication may be due to:
• Sheared pump drive
• Defective pump
• Defective gauge
• Collapsed line
• Vacuum Regulator
• Regulates vacuum pressure to 4.8 to 5.2” Hg
• Low Vacuum Light
• On annunciator panel
Pitot-Static System
• Supplies pitot and static pressure for the ASI, altimeter, and VSI
• Pitot Mast
• Measures pitot pressure on underside of left wing
• Static Buttons
• Static buttons located on each side of aft fuselage.
• Pitot-Static Drains
• Push-type
• Located at lower left sidewall of cockpit
• Alternate static source
• Control valve located below left side of instrument panel
• When on alternate position, uses cabin air for static pressure
• Storm window and cabin vents must be CLOSED and cabin heater and defroster must be ON
• Altimeter error is less than 50 feet
Environmental System
• Heat
• Heated air from a muffler shroud mixed with fresh air to regulate temperature provides for cabin heating
• Front of the lower cowl admits ram air to the heater shroud
• Ducted to the heater shutoffs on the right and left sides of the firewall. If open, heated air enters heat ducts located along each side of the center console. Outlets are located at each seat location.
• Defrost is by heat outlets on right and left side of cowl cover, regulated by shutoff valves at the firewall. Defroster control is located below heat control.
• Cabin Air
• Brought in by inlets at the inboard leading edge of each wing, and enter the cabin through the floor vent on each side.
• Also brought in by inlet on vertical stabilizer, directed to blower at base of fin, then ducted to individual outlets.
Emergency Locator Transmitter (ELT)
• Located in aft portion of fuselage below stabilator leading edge
• Accessible through plate on right side of fuselage
• Operates on self-contained battery
• Useful life 10 years, but must be replaced after 5 years per FAA
• Must be replaced if used for more than one hour
• Replacement date marked on label
• 3 position selector
• OFF, ARM, ON
• ARM sets to automatic position so that it will transmit only after impact until the battery is drained to depletion or switch is moved to off position
• Should be on ARM position in the airplane
• ON position used if impact did not trigger automatic feature, or to periodically test the ELT
• Only first 5 minutes of every hour and limited to three audio sweeps.
• Pilot’s Remote switch
• Left side panel, can control ELT from the cabin
EMERGENCY PROCEDURES
Engine Fire During Start
• Usually the result of overpriming
• First attempt to extinguish fire is to try to start the engine and draw the excess fuel back into the induction system
• See Emergency checklist
Engine Failure in Flight
• Usually caused by fuel flow interruption
• If caused by fuel exhaustion, power will not be restored after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds.
• If water is in the fuel, it could take some time to be used up, and allowing engine to windmill may restore power.
• If power loss is due to water, fuel pressure indications will be normal
• See Emergency checklist
Power Off Landing
• Best Glide
• At best gliding angle, with the engine windmilling, and the prop control in full decrease RPM (prop back – not COMAIR procedure), the aircraft will travel approximately 1.6 miles for each 1,000 feet of altitude
• Gear up v. Gear down
• If the field chosen is obviously smooth and firm, and long enough to bring the airplane to a stop, gear should be down.
• If there are stumps or rocks or other large obstacles, gear should be down to better protect occupants
• If the field is suspected to be excessively soft or short, or when landing in water of any depth, a wheels-up landing will normally be safer and do less aircraft damage.
• See Emergency checklist “Power off Landing” Checklist, or “Gear up Landing”
Landing Gear Malfunction
• Emergency gear lever
• Manually releases hydraulic pressure to permit gear to free-fall (below 87 KIAS)
• Spring assistance on nose-gear (must move into relative wind to fall)
• Must hold lever in down position until gear is fully extended
• See Emergency checklist “Emergency Landing Gear Extension”
Loss of Oil Pressure
• Partial pressure loss
• Usually indicates a malfunction in the oil pressure regulating system
• Landing should be made as soon as possible to prevent engine damage
• Complete loss of oil pressure
• May signify oil exhaustion or may be the result of a faulty gauge.
• Proceed to nearest airport and prepare for a forced landing (engine may stop suddenly)
• Maintain altitude until such time as a dead stick landing can be accomplished
• Refrain from making unnecessary power changes, as this may hasten power loss
• It may be advisable to make an off-airport landing while power is still available, particularly if other indications of actual oil pressure loss, like sudden oil temperature increase, oil smoke, are apparent, and an airport is not close
High Oil Temperature
• May be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes.
• Watch the oil pressure gauge for an accompanying loss of pressure
Alternator Failure
• Detected through zero reading on ammeter.
• Ensure reading is zero and not merely low by actuating an electrically powered device, such as the landing light. If no increase in the ammeter is noted, alternator failure can be assumed.
• See Emergency checklist “Electrical Failure”
Propeller Overspeed
• Caused by a malfunction in the propeller governor or low oil pressure which allows the propeller blades to rotate to full pitch.
• See Emergency checklist “Propeller Overspeed”
Open Door
• Cabin door is double latched, so the chances of it springing open is remote
• If it does open if improperly latched, will usually happen at takeoff or soon afterward
• Will not affect normal flight characteristics, normal landing can be made
• Airspeed will be reduced slightly
• See Emergency checklist
Engine Roughness
• May be caused by dirt in the injector nozzles, induction system icing, or ignition problems
• See Emergency checklist
Engine Fire In Flight
• Extremely remote
• Smoke, smell, and heat in cabin. It is essential that the source of the fire be promptly identified through instrument readings, character of the smoke, or other indications to determine if engine fire or electrical fire.
• Procedures given is general and pilot judgment should be the determining factor for action in such an emergency
• See Emergency checklist “Engine Fire in Flight” checklist
Electrical Fire in Flight
• Smoke, smell, and heat in cabin. It is essential that the source of the fire be promptly identified through instrument readings, character of the smoke, or other indications to determine if engine fire or electrical fire.
• See Emergency checklist “Electrical Fire in Flight” Checklist
AIRCRAFT LOGBOOKS
• Description of Contents
• Except for work performed in accordance with §§ 91.411 (Altimeter and Mode C inspections) and 91.413 (Transponder inspections), each registered owner or operator shall keep the following:
• Records of the maintenance, preventive maintenance, and alteration and records of the 100-hour, annual, progressive, and other required or approved inspections, as appropriate, for each aircraft (including the airframe) and each engine, propeller, rotor, and appliance of an aircraft. The records must include -
• A description (or reference to data acceptable to the Administrator) of the work performed; and
• The date of completion of the work performed; and
• The signature, and certificate number of the person approving the aircraft for return to service.
• Records containing the following information:
• The total time in service of the airframe, each engine, each propeller, and each rotor.
• The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance.
• The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis.
• The current inspection status of the aircraft, including the time since the last inspection required by the inspection program under which the aircraft and its appliances are maintained.
• The current status of applicable airworthiness directives (AD) including, for each, the method of compliance, the AD number, and revision date. If the AD involves recurring action, the time and date when the next action is required.
• Copies of the forms for each major alteration to the airframe and currently installed engines, rotors, propellers, and appliances.
• Preservation of Records
• The owner or operator shall retain the following records for the periods prescribed:
• The records of the maintenance, preventive maintenance, and alteration and records of the 100-hour, annual, progressive, and other required or approved inspections of this section shall be retained until the work is repeated or superseded by other work or for 1 year after the work is performed.
• The records of total time in service and current status of the airframe, each engine, each propeller, each rotor, ADs, and major alterations of this section shall be retained and transferred with the aircraft at the time the aircraft is sold.
• The owner or operator shall make all maintenance records required to be kept by this section available for inspection by the Administrator or any authorized representative of the National Transportation Safety Board (NTSB). In addition, the owner or operator shall present Form 337 for inspection upon request of any law enforcement officer.
• When a fuel tank is installed within the passenger compartment or a baggage compartment pursuant to part 43 of this chapter, a copy of FAA Form 337 shall be kept on board the modified aircraft by the owner or operator.
PREVENTATIVE MAINTENANCE
• Preventative maintenance can be performed by the holder of a Part 61 pilot certificate owned or operated by the pilot which is not used under Part 121, 129, or 135.
• Preventive maintenance is limited to the following work, provided it does not involve complex assembly operations (FAR Part 43 Appendix A):
• Removal, installation, and repair of landing gear tires.
• Replacing elastic shock absorber cords on landing gear.
• Servicing landing gear shock struts by adding oil, air, or both.
• Servicing landing gear wheel bearings, such as cleaning and greasing.
• Replacing defective safety wiring or cotter keys.
• Lubrication not requiring disassembly other than removal of nonstructural items such as cover plates, cowlings, and fairings.
• (Making simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces.
• Replenishing hydraulic fluid in the hydraulic reservoir.
• Refinishing decorative coating of fuselage, wings tail group surfaces (excluding balanced control surfaces), fairings, cowlings, landing gear, cabin, or cockpit interior when removal or disassembly of any primary structure or operating system is not required.
• 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.
• Replacing side windows where that work does not interfere with the structure or any operating system such as controls, electrical equipment, etc.
• Replacing safety belts.
• Replacing seats or seat parts with replacement parts approved for the aircraft, not involving disassembly of any primary structure or operating system.
• Trouble shooting and repairing broken circuits in landing light wiring circuits.
• Replacing bulbs, reflectors, and lenses of position and landing lights.
• Replacing wheels where no weight and balance computation is involved.
• Replacing any cowling not requiring removal of the propeller or disconnection of flight controls.
• Replacing or cleaning spark plugs and setting of spark plug gap clearance.
• Replacing any hose connection except hydraulic connections.
• Replacing prefabricated fuel lines.
• Cleaning or replacing fuel and oil strainers or filter elements.
• Replacing and servicing batteries.
• Replacement or adjustment of nonstructural standard fasteners incidental to operations.
• The inspection and maintenance tasks prescribed and specifically identified as preventive maintenance in a primary category aircraft type certificate or supplemental type certificate holder's approved special inspection and preventive maintenance program when accomplished on a primary category aircraft
AIRWORTHINESS DIRECTIVES
• Issued by the FAA when
• An unsafe condition exists in a product; and
• That condition is likely to exist or develop in other products of the same type design.
• The AD becomes part of the certification, and its provisions must be met within a specific time period for the aircraft to remain airworthy.
• ADs are sent to the registered owner of every affected aircraft
• ADs may be divided into two categories:
• Those of an emergency nature requiring immediate compliance before further flight, and
• Those of a less urgent nature requiring compliance within a relatively longer period of time.
• ADs are the "final rule" and shall be complied with unless specific exemption is granted.
• It is the aircraft owner's or operator's responsibility to ensure compliance with all pertinent ADs.
• Recurrent v. Non-recurrent ADs
• Recurrent ADs will have an inspection requirement that must occur over a period of time or flight hours.
• Non-recurrent ADs may be a one-time fix or part replacement
MINIMUM EQUIPMENT LISTS
• When approved and authorized for use, the MEL permits operation of the aircraft under specified conditions with certain inoperative equipment.
• See MEL brief