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Appendix D: Items Permitted Under the Privileges of Preventive Maintenance
Taken from an article for your help in determining if you are qualified!
Special Note:
Please read carefully the following 32 items that are permitted under the privileges of preventive maintenance and the short
brief that follows. They will help you better understand your privileges. Item number 30 pertains to primary category
aircraft only. To understand what is required when performing preventive maintenance, you should also read thoroughly
AC 43-12A, which follows those 32 items.
FAR Part 43, Appendix A, Paragraph C - Preventive Maintenance
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.
Tire changes may not be as simple as anticipated; here are some important considerations:
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;
Consider how the removal of wheel pants 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. Have your mechanic demonstrate how freely
the wheel should rotate after being installed. Replace the old cotter pin with a new one of proper size;
WARNING! Due to high air pressure don’t forget to deflate the tire prior to disassembly of the wheel halves for tire and
tube replacement. Another important consideration is the proper torque on the bolts securing the wheels halves together.
2. Replacing elastic shock absorber cords on landing gear.
Shock absorber cords, commonly called bungee cords, are found on many types of airplanes. Examples: Cub, Aeronca, and
Pitts. At first glance, changing the bungee cords looks like a simple task. Believe us, if you don’t have the proper tools, it’s
like going hunting for a grizzly bear with a hickory stick. Don’t do it.
3. Servicing landing gear shock struts by adding oil, air, or both.
The FARs allow the adding of oil and air to air-oil or oleo struts. However, many manufacturers recommend the use of
nitrogen instead of air, which helps to prevent the possibility of corrosion. It’s also a good idea to keep that dirt and grime
removed from the bottom of the shock strut by wiping it down using a clean rag with some MIL-H-5606 on it. This will
help to increase the life of the strut.
4. Servicing landing gear wheel bearings, such as cleaning and greasing.
Cleaning and greasing wheel bearings is an art. There are several very important steps to follow when servicing the wheel
bearings:
Cleaning - This must be done thoroughly, using a cleaner such as Varsol.
Inspection - Now that the bearing is cleaned, inspect the roller and inner and outer races for deterioration.
Greasing - If you don’t have access to a bearing grease machine, get ready to get dirty. Take a nice dab of grease and put it
into the palm of your hand. Force the grease into the side of the bearing until the grease comes out the other side. Now you
have accomplished the ultimate in preventive maintenance.
5. Replacing defective safety wiring or cotter keys.
Always place safety wire in a manner to cause the item to be tightened. Use approved safety wire of the thickness specified,
normally .032 and .041 (refer to service manual for recommended safety wire to be used). Don’t over-torque or under-
torque nuts or bolts in order to align cotter key holes. Do not use safety wire bought from a hardware store; it’s not
approved for aircraft use.
6. Lubrication not requiring disassembly other than removal of non-structural items such as cover plates, cowlings,
and fairings.
If you are going to lubricate moving parts on your aircraft, first refer to the lubrication section in the service manual for the
type of lubricate and how to apply it. You should also check with your A&P mechanic before getting started. Many Piper
aircraft have Teflon-coated aileron hinges and should not be lubricated.
Engine oil change is one of the simplest tasks that pilots are allowed to do under the privileges of preventive maintenance,
but it’s one of the most critical.
Start by checking with your mechanic for any airworthiness directives that apply when changing engine oil in your airplane.
One that comes to mind is Avco Lycoming 80-04-03 R2, which requires using an additive in the engine oil and inspection
of the oil filter. Only an A&P mechanic can sign this AD off and return the airplane to service.
Many people today are doing oil analyses. One oil analysis will tell you very little about your engine. You will need to
develop a history of oil analyses by taking oil samples from the same location and after the same number of hours each time
you collect the oil samples. Then you will start to develop a history on what’s happening inside the engine.
Another good idea is cutting the oil filter open and rinsing the filter element in a bucket of Varsol or a similar material.
Appendix D Page 1
Summary of Contents for 912 Dragonfly
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Page 92: ...Page 91 Appendix B Brakes Manual for BX1320 BX1000 Appendix B Page 1 ...
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Page 104: ...Page 103 Figure 1a Description of Display Pages ...
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Page 138: ...Page 137 Appendix C EIS 4000 912 914 ...
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Page 141: ...Page 140 Appendix C EIS 4000 912 914 End Appendix C ...
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