AAC No. 4 of 2018 dated 10th April 2018 has superseded AAC 8 of 2000 which deals with Continuation Training as previously known as refresher course which is mandatory to carry out once within two year. It is the responsibilities of organization to ensure that all certifying staff and support staff receive sufficient continuation training in each two year period to ensure that such staff have up-to-date knowledge of relevant technology, organization procedures and human factor issues.
The training may be conducted by the appropriately approved maintenance
organization as per procedure approved in MOE. The procedures, syllabus and program duration of continuation training should be specified in the MOE or in another document cross referred in the MOE.In case such training is conducted by an organization approved under CAR 147, then such details may be specified under the approval and cross referenced in the maintenance organization exposition.
Small maintenance organizations such as flying club/ private operators with few AME licence/ certification authorization holders may conduct continuation training jointly with similar organizations. Such arrangement should have prior concurrence of the local Airworthiness Office.
Aircraft high-tension magneto is a self-contained unit delivers high voltage to Spark plug, incorporating a coil, points and distributor. Coil having primary and secondary winding, step up the voltage to a spark-generating level, turn it into timed high tension electrical pulses, and sends it to the appropriate spark plug
Magnetos are fixed with manufacturer’s data plate with either ‘L’ or ‘R’. The L or R does not refer to the position on the engine, but to the magnetos direction of rotation. In one instance, a left-hand rotation magneto was installed in the position where a right-hand rotation was specified. The result was a rough running engine with reduced power and the associated possibility of destructive detonation.
It is important to install serviceable magnetos with the correct part, model and configuration details for the intended engine. The correct magneto configuration should be verified against the approved maintenance data.
Magnetos can be overhauled and refurbished many times but some of the components have inherently limited lives. The plastic gears that turn the distributor are among these and eventually, due to heat and fatigue, will suffer from brittleness and susceptibility to fracture as the plastic degrades. When they snap, shear, or degrade into dust, the magneto stops.
A failed distributor gear can create another problem within the magneto, of electrical arcing, when the mechanism stops turning. This is because the high-tension electricity is still being generated as the magneto continues to operate, and if the electrical energy cannot discharge at the spark plug, it will seek (by arcing and/or burning) another path to earth.
Any event which places a thermal or impact shock on the engine, such as overheating or prop strike, has the potential to also damage the magneto. Oil contamination can enter a magneto through worn or inadequate magneto drive seals or in mist form, from an engine that has crankcase ventilation problems. Once inside a magneto, engine oil accelerates its failure.
Magneto drive rubbers or cushions can become hard and brittle over many hours and years of normal operation. Also, it has been found that abnormal torsional engine vibration (e.g. de-tuned crankshaft dampers) may cause magneto drive rubbers to fragment.
High cycle fatigue cracking can begin from small corrosion pits in the magneto shaft or in the area of the Woodruff key. This shaft can also respond to engine vibration which, under certain conditions, may induce a bending or wave motion response typical of shafts rotating at critical speed, making the shafts vulnerable to any surface defect. Shear failure often soon follows.
Magnetos contain capacitors which are essential to store electric current briefly each time the breaker point opens. Age and/or high temperature may cause the capacitor to change value or break down. The result can include a partial short, which can lower the voltage in the primary coil. Signs of high temperature on the contact spring or severe breaker point erosion are signs of a failing capacitor.
The salient features of revision 2 of CAR 66 Issue II:
1. 66.A.35 amended to replace skill test requirement with demonstration of skill.
2. 66.A.215 (b) amended to include AME Course.
3. Appendix –II (Basic Examination Standard) para 1.5 amended to make provision for appearing in failed module related to limitation papers from 90 days to 30 days.
4. GM 66.A.35 (Skill Test Requirements) – Deleted.
5. Appendix-I (Appendices to AMC for CAR 66) amended to add a note on Type rating endorsement covering several models/ variant. Group 1 Helicopter Table amended in line with EASA guidelines.
Another step for compliance of CAR 66, DGCA has now decided to issue Category A licence to eligible person. As per revised Rule 61 of Aircraft Rules 1937, the Category A licence has been made non-type rated. A large number of technical person holding BAMEL/BAMEEC in heavy Aeroplane (HA) and Jet Engine (JE) are employed in various organization may be considered for issuance of Category A licence. To get Category A licence competent authority has decided some modality to be complied with.
The existing CAR 147 type training organisation will be permitted to conduct Difference Training (difference in syllabus of CAR 66 Cat A licence and syllabus of exiting basic licence/Certificate.Syllabus of difference training will be approve by DGCA HQrs. The schedule of examination is decided by CEO and likely to be held in October 2017. The application for conduct examination after successful completion of course will be forwarded to RAO by respective organisation along with requisite fees.