Bailey Moyes 912 Dragonfly, Руководство по обслуживанию

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Use a magnet to extract ferrous particles, and save them for later examinations. Filter the remaining solvent through a
coffee filter, and examine the remains. You should ask your A&P mechanic for advice on what you see the first couple of
times. Many people will save the coffee filter and particles until the next engine oil change for comparison.
Type of Contamination/Quantity/Suggested Course of Action. Small, shiny, nonmagnetic flakes of metal and/or hairlike
magnetic slivers. Fewer than 40 pieces (total) of filter after 25 hours: Place aircraft back in service and recheck screen. As
above, 40 to 60: Clean screen, drain oil pieces (total) refill. Run engine on ground for 20 to 30 minutes then recheck screen.
If clean, fly aircraft 1 to 2 hours and recheck. If still clean, check once more after 10 hours. As above, _ or more teaspoon:
Remove engine from service. Investigate to determine cause. Chunks of metal, magnetic and nonmagnetic, the size of a
broken pencil point or greater. Any quantity: Check sump for other pieces. Bore scope cylinders to check for possible valve
and/or Nonmagnetic plating averaging approximately 1/16 inch in diameter. May have copperish tint. _ teaspoon or more:
Ground aircraft and investigate. If cause cannot be found, mail particles to engine manufacturer for analysis. Same as
above, but minus copperish tint: Propeller action may be impaired. _ teaspoon or more: Ground aircraft. Mail material to
engine manufacturer for analysis. Nonmagnetic brass or copper-color’d material resembling coarse sand in consistency, _
teaspoon or more: Ground aircraft and investigate. If origin cannot be found, send particles to engine manufacturer for
analysis. Any piece of metal (of any kind larger than a broken pencil point, any quantity: Ground aircraft and send particles
to engine manufacturer for analysis. Chart provided by Kas Thomas.
7. Making simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces. In
the case of balloons, the making of small fabric repairs to envelopes (as defined in, and in accordance with, the
balloon manufacturer’s instructions) not requiring load tape repair or replacement.
Remember: no rib stitching or control surface repair.
8. Replenishing hydraulic fluid in the hydraulic reservoir.
MIL-H-5606 is the common type of hydraulic fluid used in light airplane brakes and hydraulic gear systems. Use of other
than recommended fluid can cause damage to seals, O-rings, and other parts of the system. Be sure you add only the same
kind of fluid as that already in the system; follow instructions in the service manual.
9. Refinishing decorative coating of fuselage, balloon baskets, wing 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.
Refinishing decorative coating: At first glance, this sounds like a simple task, but it becomes complicated very fast.
You should start by checking the service manual for recommended procedures and material to be used. Then discuss your
intentions with your mechanic and a reputable paint shop attendant. You will need a place to buy those materials and
dispose of the unused materials and remains, and they may prove to be excellent sources.
Many aircraft manufacturers require control surfaces to be balanced after painting, so leave those parts to the professionals.
Remember: The quality of paint and workmanship will affect not only the value of your airplane, but performance, as well.
10. Applying preservative or protective material to components where no disassembly of any primary structure or
operating system is involved and where such coating is not prohibited or is not contrary to good practices.
Check with your mechanic prior to applying preservatives or protective materials to ensure their lasting effect. Some
problem areas that have been noted are alternator drive belts and autopilot servo clutches.
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, non-structural 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 and then ask for advice
from your A&P mechanic before making a judgment call. You must use approved material and procedures to do the repair.
13. Replacing side windows where that work does not interfere with the structure or any operating system such as
controls, electrical equipment, etc.
Remember that we are talking side windows, not windshield; leave that up to the A&P mechanic. There are many airplanes
out there in which replacing a side window is a simple task. However, be careful. As the aircraft systems become more
complicated, so will the side window installation.
Appendix D Page 2