When we last left Corey, he had relocated his 1966 Cessna 172H to its new home in a T-hangar at Newnan-Coweta Airport (KCCO) in Georgia and was prepping for his annual inspection. He pulled the pertinent airworthiness directives (ADs), mapped out a plan, and reviewed other technical data like service bulletins (SBs). Now, it’s time to get down to business.

Inspection

Using the AC 43.13 as his guide, Corey began diligently and methodically going over his airplane with a keen inspector’s eye. These first few passes around are critical, as they will start telling the story of the state of your aircraft. It is essential to look for cracks, carbon trails, oil leaks, and parts hanging when they should be fastened.

To begin, Corey started to de-panel the aircraft. I am going to walk you through how we annual the aircraft. Pay close attention to the hardware and look for damaged fasteners, stripped screws, and spent lock nuts. Hardware is often overlooked, but remember, kids, hardware that leaves its assigned position becomes FOD. Make sure you have a mechanism to capture findings and a digital camera to record the event. Even an iPhone or iPad works and can be handy with the camera and notepad. Make sure to wipe off your hands before picking it up. Yes, I am speaking from experience.

It is inspection time. Make sure you have a high-power flashlight and inspection mirror for those hard-to-reach places. Working his way around the flight controls, Corey was looking for cracks, corrosion, and metal fatigue. The flight control cables should be smooth and free from fraying. Ensure the pulleys move and run true. No wobble here, kids. Check the travel of everything in the system to make sure nothing is binding. It is important to lube the pulleys in the control system and check cable tensions using a tensiometer.

Now, on to the powerplant. Pull a compression check on each cylinder and record the findings. If they are good to go, consider yourself lucky and move on. If not, highlight any low cylinders and add them to your squawk sheet. Aircraft mechanics love saying “squawk sheet”—it is our term.

Pop out the spark plugs, clean and inspect them. Now, this would not be one of my articles without tech data, so make sure you bookmark the Tempest 1710A Spark Plug Guide for care and keeping of your plugs. Check the condition of the electrode, looking for stripped threads and carbon or oil fouling. Record and discrepancies in your what? That’s right. Remove and replace (R&R) any bad ones.

Working around the engine, look for oil leaks and chafing, check bolt connections, and ensure proper torque. If you happen to snug up a few through bolts, make sure you mark your spot with torque seal—it will help keep you on track. Do an oil change and check the screen (or filter for spin-on) for metal flakes. If you see chunks, stop and call your broker—you are going to need some cash. There are steps you can take to help keep things smooth in the engine. Corey uses AVBLEND to help keep corrosion internal to the engine at a minimum. Another preventative maintenance step is to perform an oil analysis. One solution is provided by Jet-Care International in Cedar Knolls, New Jersey. If done every few engine oil changes, Corey can keep an eye on the health of his engine by looking for spikes in certain metal content. Finish up under the hood by looking for cracks in baffling, stray lines, and oil leaks. You can even use a cell phone to borescope inspect (BSI) the exhaust baffle.

Keep working around the aircraft, perform a brake inspection, and replace pads worn to limits. Always check tire pressure and tread, then repack wheel bearings. Finish up by doing a walkaround, and Corey usually sprays Corrosion X in the wings and belly and fogs it.

Discrepancies

Now, it’s finally time to work on the squawk sheet.

• Squawk No. 1 was a nav radio inoperative. The corrective action was to replace a frayed ground wire. Checks good now.
• Squawk No. 2 was a nose-gear shimmy. The shimmy damper checked out, so Corey used a shim kit for the nose strut. Checks good now.
• Squawk No. 3 was wing strut fairings. Part of the correct action to R&R was to disconnect the wing strut. Checks good now.

The only other things Corey tackled were cosmetic items. He worked on the glareshield leather and had the center pedestal panel redone. Because he is the owner and operator, Corey prefers to maintain his aircraft throughout the year and not “wait for the annual” to address concerns.

Return to Service

Now is the moment of truth. It’s time to return the aircraft to service. After attending Bakers School of Aeronautics, Corey is now an IA and can sign off the annual. Corey reassembled everything, gave her a bath, and signed off everything in the logbook. To cap it off, he took a test flight over to Atlanta Regional Airport-Falcon Field (KFFC) just in time to witness a friend do his solo flight. That, my friends, is a job well done.

The post Cessna 172 Annual: Part 2 appeared first on FLYING Magazine.

Airplanes are complex instruments of flight. A delicate balance of art and performance, held in balance by a strict code that dictates what thou shall and shall not do. Newton’s law of universal gravitation dictates that “what goes up must come down.” I will expand on that theory somewhat with an addendum, “What goes up must be maintained.” Don’t believe me? Look it up for yourself, in Part 43. Now that we all agree you must fix your airplane, let’s find out how we can do that safely, efficiently, and economically.

Time to Upgrade

I recently wrote an article in FLYING in which I cited the average age of automobiles in the United States was 12.1 years in 2021. It may surprise you that the average age of general aviation aircraft is 30 years. A sizable portion of airplanes are more than 40 years old or older. Some are keen to keep an airplane stock just as if it rolled off the factory floor. Others make minor adjustments, replacing what is mechanically necessary while striving to maintain originality. Then a subset of the population presses the limits of what the feds allow and goes full custom, much like a flying Chip Foose.

Most owner-operators fall somewhere in between. As opportunity is born out of necessity, one must seek the counsel of others when embarking on such endeavors. Even owners like my colleague Corey Sampson, who possesses an A&P and is ATP-certificated, still need support for specialized services. Sampson is more than willing to “phone a friend” when he needs a second set of eyes. That is one of the top “best practices” you can deploy.

This brings me to why we are here. Sampson introduced me to Stephen Mercer and his 1982 Piper PA-32R-301T Saratoga. I spoke with Mercer concerning the recent acquisition of his Saratoga. “The Saratoga is a great airplane, but we are looking to add a little redundancy and some enhanced safety features,” Mercer said. That is pilot-speak for “it’s time to up-do the panel.” Now comes the exciting part: Let’s talk flat panel. But which one to choose? And who can install it? The journey is just beginning.

Find Your Installer

Turning onto Atlanta Regional Airport-Falcon Field (KFFC), I pass through the open gate and park in the gravel lot. I enter the Gardner Lowe Aviation Services (GLAS) lobby and go to the customer service counter. I am here to see Karl Gardner, the company president, and talk airplanes.

Gardner has been in the aircraft maintenance business for 30-plus years, specializing in avionics. After starting, growing, and selling several business entities, he gave it one more trip around the pattern and merged with legendary Lowe Aviation, the cornerstone of middle Georgia aviation since 1946. We catch up and soon get down to talking shop.

Gardner and I have known each other for years, and I even did a few engines for him during my stint as an aircraft engine shop owner. Remember my story about my guys forgetting to torque seal the through-bolts of a 470? Yeah, that was Karl who called me out on it. I’m just glad he called me and not the FAA!

I asked how things were going, and although Gardner is doing well and the shop is busy, life is not devoid of challenges. When asked to elaborate on the headwinds facing general aviation today, Karl matter-of-factly stated spare parts scarcity and cost. He relayed a quick story referencing the cost of a bellcrank for a Cessna 170, which is well more than $3,000 now. It appears they added a leg for autopilot, which is hardly justification for the cost. 

With the cost of ownership skyrocketing, I inquired as to some strategies folks are trying to stay airborne. Gardner said he sees more partnerships in airplanes now. It is an excellent way to spread out the cost and keep the price per share low. Partnerships also help airplanes, as people are more apt to fly, and airplanes hate to sit. Aero clubs are another way to get your flight fix without breaking the bank.

Eventually, our talk landed on aircraft panel upgrades. As you probably guessed by now, Gardner Lowe is scheduled to do the installation on Mercer’s Saratoga in early November. The Saratoga is getting a new Garmin system. As a Garmin factory authorized installation and service provider, GLAS has the full support of the factory behind it. By sticking with the OEM and installing via supplemental type certificate (STC), GLAS can keep the process relatively simple, which is not easy in the world of avionics installs.

Like most small business owners, Gardner finds his clients through word of mouth and other customer testimonials. Some have even taken to the internet to show their appreciation. Some of you may be familiar with Mindy Lindheim, aka Schmiiindy on Instagram, and her 1957 Cessna 182 Skylane. Lindheim documented her experience in a two-part video series on YouTube. You can check part 1 here, and then head over to part 2 to finish up.

Get to Work

Once you have settled on a maintenance facility, picked out your hardware, and have a date, it’s time to get to work. Lane Mitchell of Mitchell Aviation Services works in conjunction with GLAS and is handling the logistics for Mercer and his Saratoga. November is right around the corner, and I am sure you are as eager as they are to see this get done. The good news is FLYING will be right there when it happens. I may even shoot some video of the process. Please tune in next time, sports fans, and watch us crack open the panel of this Saratoga. Part 2 is coming soon!

The post Piper Saratoga Avionics Install: Part 1 appeared first on FLYING Magazine.

It is that time of year again, folks. No, I am not discussing sweater weather, changing leaves, or college football. The ritual I speak of may not have quite the grandeur of cheering your team  to victory, but each of us has our passions. For those aviator types who would rather skip the game for a hundred-dollar hamburger, you better check to see if your airplane is “in annual” before you taxi out.

What Is an Annual Inspection?

The term “in annual” refers to the annual inspection your A&P IA must complete every 12 months. Consult your logbook. If the last annual entry is October 5, 2022, your airplane is due another annual before November 1, 2023. As you know, A&P is a mechanic holding an airframe and powerplant license. The added IA denotes inspection authorization, a higher rating level, and the only individual who can return the aircraft to service after the annual inspection. Annual inspections are mandatory. Besides, why wouldn’t you look closely at your aircraft periodically? After all, you cannot simply pull over and check under the hood up there.

An annual inspection features three main phases, which are not totally siloed from each other. Each of the steps play a role in maintaining the aircraft, and skimping on any of them could spell trouble down the line.

1. Inspection
2. Discrepancies
3. Return to service

Read on to find out how each phase works with the other, and what happens if you skip a step. 

I first introduced you to the annual inspection during our first few months together. The topic is so fundamental that I had to lead with it during the initial ground school of articles. Much of the intel presented here will help you better understand what we discuss. Go check it out.

Preparation

All right, gang. You remember my friend Corey Sampson and his Cessna 172? Well, friends, we are back again, and you guessed it! It is annual inspection time. A recent hangar sale has Sampson occupying his very own T-hangar at my old stomping grounds, Newnan-Coweta County Airport (KCCO) in Georgia. Sampson has invited us to join in the fun as we annual his airplane in a few weeks. First, let’s head back to the three-phase approach introduced earlier. Phase I is entitled inspection, which means we head to the hangar and start ripping off wing access panels to find the bad stuff, right? Wrong. We have a few hours of work ahead of us before we even begin to lay wrenches on hardware.

Inspection can denote a myriad of things, usually the airframe, powerplant, and propeller. However, before cracking into that, a best practice is to conduct a document recon first. I like thoroughly reviewing the main logbooks, airframe, powerplant, and propeller. Has any major maintenance been performed since the last annual on any of these?

As Sampson is the owner-operator, he has an intimate working knowledge of his aircraft, its history and maintenance schedule. When taking on an annual inspection job for a client, it is paramount to gain an understanding of how the aircraft is maintained. A review of the logbooks is a start. There can be telltale signs of potential trouble based on historical records. For instance, you see a logbook entry for an engine repair—the camshaft failed and contaminated the engine with metal. Did you also see an entry where the maintenance provider also flushed the constant speed propeller? If not, congratulations, you now have dirty, metal-laden oil introduced back into the fresh engine. Great.

Now comes the fun part: I will take airworthiness directives (AD) for $300, Alex. We talked about that, too. As mentioned in the AD article, save some headaches and subscribe to Tdata for AD research. Jim Thomas and the team also have a complement of other maintenance suites to aid in your endeavor. Mention this article, and Thomas will give you three months for the price of four. What? 

There are plenty of other service documents to keep you busy. Service bulletins (SB) are a good idea, and although not mandatory, they sometimes do turn into ADs. We always tried to do SBs at the shop unless the OEM issued them for commercial reasons. Yes, it happens. Don’t forget to check your components too. You can check Cessna 172 and be done. What about the magnetos, propeller, starter, etc.? These accessories can all have ADs in which to contend.

Resources

I know what you are thinking: When do we work on the airplane? Please have patience, my young padawan. Regardless of what the chief pilot tells you, you must take your time with aircraft maintenance. Trust me, I have been the root cause of many rescheduled tee times.

Sampson and I will start pulling panels soon enough, and FLYING will be there to capture it all. Maybe I will record some video to accompany our work. Would you like to go flying with us? In the meantime, here is some light reading to study until then.

So, you heard me drop the term IA up at the beginning. If you want more intel on that rating, check out the FAA Inspection Authorization Information Guide (FAA-G-8082-19). Although it is a bit dated, there are still some good nuggets of knowledge there.

Another key resource is Advisory Circular (AC) AC 20-106: Aircraft Inspection for the General Aviation Aircraft Owner. The Feds put this out in 1978, and the original is still the latest and greatest. Hey, if something works, then keep flying it.

Next are the wonder twins, two heavy hitters from the Code of Federal Regulations: FAR 91.409 Inspections and FAR 91.417 Maintenance records. Learn them, love them, live them.

OK, kids, that’s all for now. Remember, I will be back in a few weeks with some real, live-action commentary and maybe even some flick action. Until then, remember to stay safe and keep the blue side up.

The post Cessna 172 Annual 1.0 appeared first on FLYING Magazine.

In the world of aviation maintenance, FOD—or foreign object damage, or foreign object debris—is often a smile ender.

Some refer to FOD as foreign object damage, but the FAA addresses the problem within its Foreign Object Debris Program. According to the FAA, FOD is “defined in Advisory Circular 150/5210-24 as any object, live or not, located in an inappropriate location in the airport environment that can injure airport or air carrier personnel and damage aircraft.” That sounds pretty serious to me.

If you encounter FOD, there is a good chance you will not be flying that day.

FOD Affects All Aircraft

FOD is a universal issue, affecting everything from Piper Cubs to C-5 Galaxies. Even spacecraft are susceptible to it. Perhaps the most infamous FOD incident involved the space shuttle Columbia when loose insulation foam “damaged panels of carbon heat shield material on the orbiter’s left wing.” I suppose you could now say that FOD is also an intergalactic issue.

FOD originates from several sources, according to Brad Bachtel, senior staff engineer for Boeing. Bachtel said the most common sources are airport infrastructure, normal airplane operations, and personal belongings.

Taxiway lights are one example of airport infrastructure that can turn into FOD. During my engine shop days, we performed a Civil Air Patrol Cessna 172 sudden stoppage inspection because blue landing light lens shards were found in the cowling.

Another FOD source that needs to be added to the list is the aircraft itself. In the case of the Columbia, for example, the insulation foam departed the spacecraft and struck the wing. In other examples, loose access panels have been ingested into the engine.

Collateral Loss

In addition to specific equipment losses, FOD can lead to collateral losses, according to MBJ Airports Limited. Sangster International Airport (MKJS) in Montego Bay, Jamaica, launched an awareness campaign highlighting FOD and maintenance costs that can include:

• Flight delays and cancellations that could lead to a loss of customers.
• Schedule disruptions caused by the need to reposition airplanes and crews.
• Potential liability because of injury.
• Additional work for airline management and staff. 

All of these costs are on top of the damage to the airplane.

Importance of ‘Walkdowns’

I started my career in the military doing FOD “walkdowns.” We would line up side by side and walk through the hangar and out on the flightline. We did this first thing in the morning, at chow time, and the last thing before we signed off for the night. We looked for anything that did not belong while thinking, “Would this hurt if it hit me at a high rate of speed?” If so, it will also hurt an airplane.

There are some basic steps you can take to help prevent FOD, regardless of the size of your operation, according to PS: The U.S. Army’s Preventative Maintenance Magazine. Those steps include:

• Conducting regular FOD walks
• Performing FOD sweeps with ground equipment
• Maintaining clean and orderly work areas to ensure a safe and FOD-free environment
• Being aware of what’s on the ground around you when the aircraft rotors or propellers are turning
• Emphasizing your FOD program with training, involvement, and teamwork

Other FOD Solutions

Vigilance in looking out for and picking up debris is low tech. Foreign Object Debris sells FOD bags and other related items, as well as offers information about FOD prevention.  

There are also high-tech solutions for airports. For more than a decade, Singapore Changi Airport (WSSS) has deployed the iFerret intelligent, automated FOD detection system. The  system, backed by a set of electro-optical sensors and proprietary software, is able to detect foreign objects as small as 4 centimeters on the runway with a more than 95 percent accuracy rate in all weather conditions, International Airport Review reported.

Most GA pilots will likely never encounter such advanced technology as this, however. Remember to keep your head on a swivel and care for your spaces. It could save you a headache later.

The post 5 Things You Can Do to Help Prevent Foreign Object Debris appeared first on FLYING Magazine.

Someday, you may need a plan for the day you learn that your airplane manufacturer closes the doors for good.

While it is doubtful the Textron Aviations of the world will shutter, other platforms are not so lucky. The trouble is you still have to maintain “in accordance with.” The truth is that some older aircraft are super cool, and it seems an absolute shame to grind them up for scrap when they operate perfectly fine. 

If you love your airplane, you should be able to continue operating it. The good news is, you can. 

VARMA

There’s a long-standing phrase in aviation maintenance: “Just because a part is airworthy, it may not be approved.” The FAA recently decided that some parts could be approved, even without the expensive and time-consuming action of certifying them.

• READ MORE: Finding Spare Parts for Vintage Aircraft Easier Under New FAA Program

In April,  the FAA made finding spare parts easier under the  new Vintage Aircraft Replacement and Modification Article (VARMA) program. Under the VARMA program, maintenance personnel are allowed to validate that “low-risk,” off-the-shelf replacement parts are suitable for use in type-certificated aircraft weighing less than 12,500 pounds and built before 1980.

According to the Experimental Aircraft Association (EAA), VARMA can assist with parts for “rarer models that lack manufacturer support.”

Acronyms to Know

When considering maintenance of an aircraft that’s no longer in production, there are some important acronyms to know.

• Parts manufacturer approval (PMA). PMA parts have to perform as good, or better, than the original equipment manufacturer (OEM) part.
• Designated engineering representatives (DER) repairs. A DER repair can be the ultimate upcycling in aviation maintenance, sometimes becoming the difference between saving or scrapping a part.
• Supplemental type certificates (STC). An STC is a type certificate (TC) issued when an applicant has received FAA approval to modify an aeronautical product from its original design. 
• Technical standard orders (TSO). TSOs are not as well known, but they are all over your airplane. Have you ever installed a Parker Stratoflex hose? Yep, TSO.
• Mil-spec standard parts (STD). You see standard parts quite often in aircraft hardware. 

It will take a combination of these tools and more to keep your vintage aircraft airworthy and approved for flight. 

Community

Back in the day, if you needed something at a rural general aviation airport, you hopped in the airport parts truck and drove to your friend’s hangar. After a few hours and more than one Fanta Orange drink, you finally returned to your base. 

You can still build community in your corner of the internet. Sites like Aeronautica can be resources for out-of-production parts.

The Vintage Aircraft Association is another organization where you are sure to find someone who knows someone who can help.

The post Maintaining Out-of-Production Aircraft appeared first on FLYING Magazine.

On Saturday, our country will celebrate National Aviation Day—Orville Wright’s birthday. President Franklin D. Roosevelt created the holiday in 1939 to celebrate advancements in aviation. Born in 1871, Wright was still alive to see the first observation before his death in 1948.

Aviation entities nationwide will host fly-ins, roast hot dogs, and honor those who preceded us in the grand experiment of air travel. National Aviation Day (NAD) is for pilots, air traffic controllers, fuelers, logistics professionals, flight attendants, and aircraft maintenance technicians. Each of these trades owes a tip of the cap to the decades of individuals that blazed the trail or runway.

Since I am an airframe and powerplant (A&P) mechanic, my interest starts with Wright brothers mechanic Charlie Taylor. Taylor was the guy who started it all. You could pull up a chair during your NAD gathering and share what you know about aircraft mechanics. Who knows what little ears will be listening?

The Aircraft Mechanic Conversation

Why is there a sudden urge to get our youth interested in becoming aircraft mechanics? The bottom line is the technical labor shortage. According to a Boeing forecast, the industry needs “to recruit, train, and hire 610,000 new maintenance technicians.” The issue is not going away any time soon.

• READ MORE: The Aviation Mechanic Shortage Is Worse Than You Might Think 

Attempting to keep pace with a growing industry is tough enough, but the flip side is the aging workforce. 

The Associated Press, citing government data on the airline industry, recently reported that more than one-third of mechanics are between 55 and 64 and fewer than 1 in 10 are under 30. Even if we can get new talent involved in aviation maintenance, who will train the recruits? If recruiters can get new aircraft mechanics signed into the ranks, someone has to train them.

The learning curve for aviation maintenance is steep, and newcomers face daunting challenges to get up to speed. Technical manuals are a guide, and newly developed computer-based training (CBT) is another helpful tool, but nothing can replace a strong mentor. I cannot stress that enough.

Sparking an Interest

There has been a surge of aviation technical training avenues in recent years. Some schools introduce aviation and aircraft maintenance to kids in high school. While I applaud these efforts, I think that is still not soon enough. Some youths are already gravitating to their chosen profession in their mid-teens, especially those not headed to a four-year university. They are more likely to join technical trades, such as becoming an A&P mechanic. How do I know? I was one of those kids.

Children are a blank slate—little brain sponges, soaking up their environment and rapidly advancing toward the future at the speed of light. Blink and you just might miss it. I vote we start in elementary school. 

Educational Resources

Sparking interest early in life can be a blueprint for future occupation when children come of age. KidsKonnect offers educational resources for National Aviation Day, including worksheets and activities.

Remember making paper airplanes in school? Well, if you are going to do it, you might as well do it correctly. Here is a page from the Kidspace Children’s Museum website with a video tutorial.

For older kids, the Institute of Electrical and Electronics Engineers offers free aerospace activities that are more detailed and complex.

NASA also offers a list of ideas to help generate an interest in aviation for kids. The first suggestion—take a photo with arms stretched like airplane wings— should stand out to you. Most people do this all day long! They even give you the hashtag #NationalAviationDay to include in your photos. We could start a movement. The agency also reminds us of all the incredible technology that goes into airplanes. 

• READ MORE: The Slow, Steady Business of the Evolving A&P Mechanic

NASA also suggests visiting one of its visitor centers or science museums or watching an aviation-themed movie. That looks like a highway to the danger zone for me.

The space agency also advocates taking an introductory flight lesson on building an airplane. Now we are getting somewhere. But remember these don’t all have to be accomplished this year. 

Among other recommendations, NASA also suggests going on a plane-spotting picnic near an airport. This is the best advice of all. Grab a shady spot and pack some grub. My hometown airport, Atlanta Regional (KCCO), has picnic tables under a covered pavilion. Let the kids walk the ramp—supervised, of course. Most regional and GA airports have people on duty at the terminal, so ask them questions. Most are more than happy to help.

The post National Aviation Day Presents Opportunity to Spark Interest appeared first on FLYING Magazine.

Do you feel secure in your current role? So did the monks laboring away in medieval scriptoriums creating stunning manuscripts. The Roman Catholic Church kept a steady order of sacred texts that needed transcribing. Johann Gutenberg sets up a printing press in Germany…and so much for job security.

National Geographic states the Industrial Revolution was the most profound event in history because of its sweeping impact on people’s daily lives. People left their rural existence for the first time and traded their plows for a crescent wrench. An entire generation had to learn all new skills quickly. That on-the-job training log entry must have been massive.

And now, the digital revolution is in full swing. Most of us learned dope and fabric in airframe and powerplant (A&P) school. How many opportunities have you had to recover an elevator? If you really want to, check out the Commemorative Air Force (CAF)—it could use the help. Soon this will also apply to sheet metal, vacuum gauges, and leaded avgas. 

Connected Aircraft

Never before in the history of forever have people stayed connected for most of their waking hours. When I was in outside sales, the only reprieve I had was flying out to see a customer. When airports, cafes, and even laundromats blasted free Wi-Fi, the expectation was to plug in and produce. As airliners had not yet adopted the technology, checking email at 25,000 feet was not yet a thing. Well, companies like Gogo Business Aviation changed all of that. As one of the first industry leaders, Gogo pioneered connectivity in aircraft. 

Why do you need connectivity? Because of the fear of missing out (FOMO), according to Gogo. Corporate flight departments must provide what their owners want. And it is no secret that executives like to stay connected. Gogo—or any other solutions provider—will install hardware and software on your airplane. Both of which will need maintenance at some point. Have you ever tried to troubleshoot your Wi-Fi at home with Monday Night Football about to start? Now you know how we maintenance professionals feel. 

If you think this stuff is out of Buck Rogers and you will not have to deal with it, think again. According to the National Business Aviation Association, 98 percent of aircraft are expected to have some level of connectivity within the next 15 years. As a result, operators are increasingly seeking cost-effective connectivity solutions. With this new technology brings new maintenance considerations. 

The Aircraft Mechanic of Tomorrow

Embry-Riddle Aeronautical University is helping to equip the mechanics of tomorrow today. 

“On connected aircraft, the technicians are now the first line of defense for cybersecurity,” said Neill Fulbright, Embry-Riddle’s director of avionics and cybertechnology. Remember that next time someone wants you to shop for the lowest maintenance rate.

Legacy entities often embrace tomorrow’s technology. Grumman Aircraft, for example, is iconic among aviation lore and one of the most recognized names in the business. And now, as part of Northrop, it is on the cutting edge of new technology. One of Northrop Grumman’s latest innovations is the Robust Accelerated Concurrent Engineering for Repairs (RACER) engineering tool. Imagine the ability to scan for structural problems on the aircraft then engineer a solution. Where was this during my time on the flight line?

Reinventing oneself is not easy, and I am not here to preach to you. I do come to you from a place of experience with this. I began my career making smiley faces in rivets at 18 years old and eventually worked my way up to counting out brake pads. Each step of the way took a small leap of faith to leave the familiar and journey to the unknown. At one point, I bought an aircraft engine shop, and I could only tell the difference between Lycoming and Continental if the crankcases were still painted. (Here is a hint: one of them is gray.)

No one morphs into a new person overnight. Read a book introducing a new skill or quick-hit watch a video tutorial. Ask different skill-rated technicians questions on the flight line and pick their brains. I used to volunteer for special assignments at work to grow my knowledge base and, as a result, it added value to my employment. Evolution is a slow, steady business.

The post The Slow, Steady Business of the Evolving A&P Mechanic appeared first on FLYING Magazine.

I was at the Wall Street Deli in Greensboro, North Carolina, about to tuck into a lovely Souvlaki platter when my phone buzzed on the counter before me. Yes, I answered it. Business always comes first when you are in aviation. It was my customer, Josh Brien, then procurement manager at Genesis Aviation, and he was hyperventilating. 

“Rick,” he said, “We have a problem.”

I was at his office door at 8 a.m. the following day. Brien ushered me into a conference room and set several pieces of metal—an anti-skid brake part for a Boeing MD-11— before me. Taking one in my hand, I looked up confidently at him. “This looks like a mission for a DER [designated engineering representative].”

“Is it legal?” Brien asked. 

Not only is it legal, but the repair is also FAA-approved and ships with a Form 8130-3 tag. Brien glanced up, smiled, and said, “Let’s write it up!’

What Is a DER?

The FAA is an enormous governmental institution with around 48,000 employees. Surprisingly, more is needed to manage all of the aviation responsibilities under its remit.

The agency often needs assistance finding that engineering data complies with the appropriate airworthiness standards, and it looks to designees, called designated engineering representatives, or DERs, and they can work for a company or act as a third-party contractor. The FAA engineering field office will appoint a DER to a specific technical discipline in their geographic region.

Why Use a DER Repair?

One reason DERs are necessary is because of the excess of used parts availability post COVID-19. The used serviceable material (USM) market is expected to reach $7.9 billion annually, according to management consulting firm Oliver Wyman.

The demand for USM is set to grow around 55 percent annually, according to Oliver Wyman. This material may be considered an alternative to solutions outlined by the OEM, such as parts manufacturer approval (PMA) parts and DER repairs.

How to Accomplish a DER Repair? 

In 2018 when I received the call from the procurement manager at Genesis Aviation, the cost of the anti-skid brake part (Meggitt part number 6000554 OEM) was $15,329 each. Aviall—now Boeing—was the exclusive distributor. As the sole supplier, it controlled the aftermarket and, at the time, quoted a seven-month lead time.

Airlines can’t wait seven months for a part, much less one that costs more than $15,000 a pop. 

I contacted one of my shops, Fortner Engineering, and talked to Gary Fortner, the vice president of engineering. Fortner knew of the issue and the importance of viable spare parts, wrote a DER repair to reuse the housing and manufacture a new piston, saving countless piston-sleeve assemblies from the landfill and keeping a steady stream of product for the airline.

DER Misconceptions

To review, a DER is a person designated by the FAA to approve major repairs and major alterations on behalf of the agency, confirmed Debra Whittaker, engineering manager for Aerospace Coatings International. 

By this definition, a DER-approved repair should mean a major repair or alteration. However, most people refer to any non-OEM repair as a DER repair, which needs to be corrected. Repairs can be major or minor, but only major repairs require DER approval. Repair stations and operators can create their minor repair data without DER approval, Whittaker said. 

Here’s a Q&A with her about some aspects of DERs:

FLYING: What drives the decision to create or develop repair data for a unit?

Debra Whittaker (DW): Repairs are usually developed out of necessity because either the OEM did not address all possible maintenance activities in their CMM (component maintenance manual) or parts are unavailable. Repairs may also be needed to lower overall maintenance costs or to improve reliability. The two questions to answer are, can the unit be repaired and returned to an equivalent level of safety? And, is the lead time and cost of a repaired part less than that of a new piece?

FLYING: Can others utilize that repair? Is there a fee like a supplemental type certificate (STC)?

DW: For repairs, there is no fee like an STC. The technical data used in the repair and substantiation are the creator’s intellectual property. Each repair station has a different business model, but most profit from repairing the component and not selling intellectual property. Since operators are ultimately responsible for the maintenance and safety of their aircraft, they will need to review and approve the technical data that supports the repair. Most repair stations understand this and share the technical data with the operators to make money when the repair is carried out.

FLYING: Given the limited availability of OEM parts, how critical are engineered repairs to the industry?

DW: Repairs are becoming more critical than ever before. Supply chain issues have certainly increased the interest and demand for repaired parts. It has also become more common for OEMs to remove their repair data from CMMs, forcing the industry to develop their repair data. And in some cases, repairing a part can be more environmentally friendly than fabricating a new one.

MRO entities are dealing with rising material costs and shrinking supply chains in the aerospace aftermarket. Deploying a DER repair could be the difference between saving or scrapping the unit. Think of it as ultimate upcycling.

The post Designated Engineering Representatives Key Players in Aviation Maintenance appeared first on FLYING Magazine.

In the days of old, rural general aviation airfields had resident mechanics who set up shop at the airport, dispensing free advice and pots of black coffee. Everyone in the tri-county area knew them by name and would make pilgrimages to lean on the wing and gain crucial knowledge not held by books. 

While these guys are less prevalent than yesteryear, a few still hang around. Bill Ross, vice president of product support for Superior Air Parts, knew these folks. He has spent his lifetime learning from them. And now he wants to share it, for free. 

On the Job Trauma (OJT)

Ross is an airplane guy. It is hardwired into his DNA. Recently, Ross put the final touches on his book, Engine Management 101, a go-to guide for “extending your engine’s life while lowering your operating costs.” Part memoir, part maintenance self-help guide, this will not replace your mechanic but will help level the playing field when you speak with them. 

Ross opens his book with lessons learned in the right seat and under the cowling. His 32-year journey has many triumphs and more than his share of trauma. Seeing such a raw, honest account of life at the airport is refreshing. 

Attention to Detail

Bill had me at Chapter 1: Choosing the right mechanic. Those who follow my column know that I preach the maintenance gospel and always end my talk with work with someone you can trust. The next stop on the journey is a tutorial on improving engine operations and extending engine life. Extra engine life means those mutual funds can marinate a little longer, gaining interest. Chapter 3 addresses engine oil. Not too long ago, I wrote a column on engine oil with a link to The AeroShell Book.

Aircraft mechanics constantly work under pressure, just like aircraft cylinders. Apply too much pressure, and bad things happen. Consequently, applying too little pressure, almost nothing happens for either. In Chapter 4, you learn about cylinder compression testing. Next up is the dreaded time between overhaul (TBO) talk. Ross does an excellent job of making it not so scary. 

The next three chapters deal with Continental fuel injection system calibration and maintenance, cylinder baffling, 100LL avgas, and magneto maintenance. That may not sound like exciting topics, but ignore anyone one of those, and you will be in a world of hurt.

He finishes up with a chat about PMA parts. You remember those, right? As I thumbed through the guide, it reminded me of my time in the hangar. No, I did not accomplish every task in this book, but I have been around it my entire life.

Tribal Knowledge

While aviators have more visibility about aircraft maintenance, aircraft owners look at maintenance as a way to save money, Ross told me recently. They view aircraft maintenance as just an expense. Airplanes are expensive, and you cannot save money by cutting corners. You only increase exposure and decrease safety.

I asked him, “Were there specific instances where deviating from the [original equipment manufacturer’s] OEM standard is okay?”

For example, on Continental SB97-6, why change the cam gear? He agreed that for some instances, an owner/operator might divert from the OEM instructions. In these exceptional circumstances, it is imperative to do so under the guidance of an approved program such as a designated engineering representative (DER) repair, supplemental type certificate (STC), or by writing a Part 145 Process Specification Repair.

If you wish to receive a digital copy of Engine Management 101, send a request to EngineManagement101@SuperiorAirParts.com. 

The post ‘Engine Management 101’: A Guide for Extending Your Engine’s Life  appeared first on FLYING Magazine.

In March, wildfires erupted in Canada, creating an early kickoff to what some experts maintain could become an unprecedented, active, and historic fire season. As of early June, nearly 11 million acres have been scorched, according to reports. Thick smoke covered much of the northern U.S., hampering visibility. 

It’s a scenario that will likely only become worse, heading into the fire season peak months of July and August. Flying through wildfire smoke leads to two immediate hazards: turbulence and reduced visibility. Wildfires can also have an effect on an aircraft’s engine.

Wildfires’ Impact on Aircraft

Wildfire smoke causes more flight delays than rain or fog, according to the FAA.

When aircraft need to land during periods of poor visibility, they rely on advanced navigation systems on the ground and in the airplane, Kevin Morris, the agency’s unmanned aircraft system and advanced air mobility coordinator, explained in a recent social media post.

“These systems work well through water droplets but can be less effective through solid particles, such as smoke and ash,” Morris said.

We're getting lots of questions about why wildfire smoke causes more flight delays than rain or fog. Kevin Morris has the answer! The FAA works to get you to your destination safely. Always check with your airline for flight status. Airport info is at https://t.co/smgdqJNBiL. pic.twitter.com/BMnmPZB4vO

— The FAA (@FAANews) June 8, 2023

Older aircraft rely on the pitot-static system to perform specific jobs during flight. Dirty air, such as that created by wildfire smoke, may contain particles of ash that could interfere with the function of the system. Anytime you encounter smoke and ash in flight, it is good practice to change the system filters.

• READ MORE: Navigating Smoke

“Smoke particles can clog air filters, coat engine components, and reduce engine performance, which can lead to engine failure if not addressed promptly,” according to training consultants Gleim Aviation. 

While trained aircrew can navigate through smoky conditions in aircraft designed to safely pass through the limited visibility using visual flight rules (VFR), doing so could cause long-term harm to the airplane. Aircraft jet engines are particularly susceptible to damage when flying through adverse conditions such as wildfire smoke. 

It starts with the basics of jet engine operations. During the intake phase of engine operation, the “spinning fan sucks in large quantities of air,” according to NASA. This means that while operating through or near a wildfire, the engine intakes not only air but also any particles suspended in the air, such as soot, ash, and foreign matter. 

According to NASA, the temperature of the aircraft engine turbine section “can reach 2,700 degrees.” Shouldn’t this material burn up during combustion? 

Not necessarily.

Over time, the smoke and soot from the fires will start to collect on the compressor blade, stator vanes, and compressor diffusers, according to Ketan Desai, chief sales and marketing officer for Atlanta-based Precision Aviation Group-Engine Services. Desai said the particles will contribute to premature erosion of the components, decreasing efficiency and engine performance. 

Minimize Impact

The buildup of the foreign material reduces aerodynamic efficiency of the blades “like that of an aircraft wing under icing conditions,” according to FAA Advisory Circular AC 65-12A in the Airframe & Powerplant Mechanics Powerplant Handbook. 

“Unsatisfactory acceleration and high exhaust gas temperature can result from foreign deposits on compressor components,” per the AC. “An end result of foreign particles, if allowed to accumulate in sufficient quantity, would be complete engine failure. The condition can be remedied by periodic inspection, cleaning, and repair of compressor components.”

• READ MORE: Learning To Fly in Smoke and Haze

One way to help minimize the decreased compressor efficiency and engine performance caused by the buildup from the soot is to perform daily compressor washes and rinses. For rotary wing operators, the best way to prevent premature erosion from airborne particles would be to operate with an approved engine inlet barrier filter.

When Flying Through Smoke

During wildfires, remember the FAA could impose a temporary flight restriction due to either hazardous conditions or to clear airspace for aerial firefighting operations. In addition, flying too close to a wildfire can interfere with aerial firefighters. This rule includes drones and unmanned aircraft systems. Make sure you do your homework before filing your flight plan.

In Canada, for example, unauthorized pilots may not “operate an aircraft over a forest fire area or over any area that is located within 5 nm of one, at an altitude of less than 3,000 feet AGL,” according to Transport Canada.

Conditions around the fires are also highly hazardous to your health as wildfire smoke presents a mixture of gaseous and hazardous pollutants that can impact those operating aircraft. Try to avoid flying in these areas.

The post Aviation Maintenance in a Time of Wildfires appeared first on FLYING Magazine.

Last month, fractional jet company Jet It grounded its fleet and began to furlough staff shortly after. Within days, the company told its fractional owners to seek a new home for their aircraft.

When Jet It ceased operations, aircraft were stranded all over the country. Owners, who at one time relied on the company to manage the airplane, suddenly found themselves learning the logistics of maintaining a HondaJet HA-420, along with the potential pitfalls.

Mechanics Lien

Unpaid vendors are often the first sign a company is in financial distress. In the world of aircraft maintenance, unpaid vendors have options. A maintenance shop, for example, can attach a mechanic’s lien to an aircraft for an unpaid bill.

• READ MORE: Why Jet It Failed

Owners of an aircraft with a lien against it should consult an attorney in the state where it is located and reach out to the maintenance facility to either make a payment or try to negotiate a lower amount.

Putting the Pieces Together

In the case of Jet It owners, they are now thrust into a new position of managing the maintenance of an aircraft that had been the company’s responsibility. 

Former Jet It owners likely are confronting numerous questions, according to Mark Thibault, founder and chief technical officer of Crew Chiefs Corp., which represents clients during inspections for aircraft purchases and sales. Those questions include:

• What is the status of the aircraft? Is it properly hangared? What is the flying/airworthiness status?
• Are the aircraft programs, warranties, subscriptions, and insurances maintained and current?
• Are the logs and records secure, co-located with aircraft, and complete?
• What funds are needed to get each aircraft back online, including any unpaid ramp, MRO, and handling fees, as well as those for pilot recruiting?

In order to quickly get their aircraft back online, according to Thibault, owners will need:

• Permissions for all electronic maintenance tracking systems.
• Comprehensive records review, both physical and electronic.
• A review of the Jet It agreement to assess if compliance was satisfied.
• An assessment, such as a condition survey, or pre-buy inspection of the exterior and interior of the aircraft.
• A pending inspection timeline, with associated due lists, and service bulletin and airworthiness directive compliance.
• An observation flight.

Honda Aircraft Co. has also offered resources for former Jet It owners who have questions or need assistance.

HondaJet Maintenance Cadence

One of the questions circulating in the industry is, “I thought HondaJets were new; there cannot be much maintenance to perform.” Well, yes and no. Like everything else with aircraft maintenance, the answer is “it depends.”

• READ MORE: Honda Aircraft Offers Free Logistics Help to Jet It Customers

The HondaJet is on a phase maintenance program, which means maintenance is not scheduled by the calendar month but instead by the Hobbs meter, according to Anthony Agosta, the HondaJet maintenance manager at Florida-based Banyan Air Service . Banyan serves as the Southeast Service Center for the HondaJet.

Banyan currently has two former Jet It aircraft—one at its Naples location and the other at its main facility in Fort Lauderdale. 

One of the key components of the HondaJet maintenance program is managing the Life Limited Parts (LLP). It is critical that whichever unit of measure is used to calculate life is documented, recorded, and reviewed. LLPs typically include powerplants and landing gear but could be other parts on other aircraft models.

• READ MORE: Jet It Tells Owners To Find New Home for Aircraft

Honda Aircraft establishes 150 flight hours as the increment of measure for maintenance. The cadence is 150-, 300-, 600-hour inspections, and so on. The first major maintenance comes at the 600-hour mark, takes five weeks, and costs hundreds of thousands of dollars.

In the scenario facing the former Jet It fractional owners, the group of eight or nine would typically elect a spokesperson and give them power of attorney, allowing them to negotiate with maintenance providers, among others.

Owners have options when choosing maintenance programs for their HondaJets. The P3 Precision FlightReady airframe service program represents the highest level of service, covering standard replacement parts and labor. The P2 Performance program serves as the middle tier of service and covers parts only. Each plan excludes damage, so you are on your own if you suffer a bird strike or taxi into the hangar. Of course, owners can always maintain their aircraft and pay the maintenance facility for the time and material as they go.

Because General Electric is a first-tier OEM on the HondaJet, it has a separate engine program—the Engine Maintenance Care program (EMC) covers parts, while the EMC2 program covers parts and labor. Again, this excludes damage, so be careful flying through asteroid fields.

• READ MORE: What’s Next for Jet It Fractional Owners

Back to Birth

Aircraft maintenance begins on day one. Flight crew, maintainers, and management companies begin logging flights, incidents, and maintenance actions for the airframe and each engine. These records are part of the aircraft logs, and for LLPs, you need “back to birth,” or everything that happened since it left the factory. 

One of the first actions displaced Jet It members need to do is consult their logbooks. 

Bluetail, a company that specializes in back-to-birth aircraft records for business and general aviation and also a Jet It vendor, has stepped up as a potential resource.

On June 7, Scottsdale, Arizona-based Bluetail offered former Jet It HondaJet owners free and secure access to their aircraft’s digital logbooks and related records in the Bluetail app for a period of 60 days, according to company cofounder Stuart Illian. 

This offer will allow the owners to protect their aircraft’s value while continuing to operate, which may include additional scheduled and unscheduled maintenance events, Illian said. Bluetail’s service is free for those providing proof of ownership.

The company will also provide the owners (or designated users) with any necessary training or product support. Additionally, should the owners decide to continue their Bluetail subscription, the software firm will waive the onboarding fees typically charged for the transition, according to Illian.

Situations like this highlight the value of having an aircraft’s operational and maintenance records digitized and hosted in a cloud-based network, and how especially critical it is for aircraft managed and maintained by a third-party provider.

The post Jet It Fallout Leaves Owners Shouldering Aircraft Maintenance appeared first on FLYING Magazine.

There is strength in numbers. Often aircraft mechanics are on an island, left to their own devices to work, inspect, and return to service aircraft and components. Most prefer it that way, and unless you work for a major airline or maintenance repair and overhaul (MRO) organization, chances are you will perform maintenance-related tasks alone.

Solo work is not so terrible; some mechanics like to work alone. Even so, there comes a time when you need to commune with your own kind. I fondly remember hanging out behind the line shack, late-night cruises through the terminals in the crew truck, and playing baseball with shop rags wrapped in duct tape.

While those activities are essential, there are more formal ways to connect with fellow aviation maintenance types. One of the best ways to facilitate this is to join an organization. While this is not an exhaustive list, it is a good representation of what is out there. I chose the following organizations because I have personally been involved with each in some capacity in my career:

National Business Aviation Association (NBAA)

I first became aware of the NBAA in the early 1990s when I worked for a parts distributor for corporate aircraft. We supported the Beechcraft King Air platform and dealt with Cessna Citation and LearJet components. My first experience was at the NBAA Business Aviation Convention & Exhibition (NBAA-BACE). If you have not attended one, words cannot describe the magnitude. The 2023 event will be in October at the Las Vegas Convention Center. Bring another suitcase to haul away all that swag.

Earlier this year, NBAA hosted a leadership conference in Charlotte, North Carolina. While the lineup was impressive, and the topics relevant for modern corporate aviation, there is another event the NBAA recently conducted that directly benefits aircraft maintenance professionals.

In May, the NBAA’s maintenance conference in Hartford, Connecticut, featured scheduled programs ranging from aircraft maintenance liability to hiring practices and cyber security. Andy Papathanassiou, NASCAR pit crew coach, delivered the keynote speech focused on team building. This conference will be a cannot miss for me in 2024.

Education/Military Alumni

Many airframe and powerplant (A&P) mechanics came up through the military or attended a trade school to obtain their license. I have the benefit of both. Alumni associations are a great way to stay connected and find common ground with others. 

I am an Eagle, and Embry-Riddle Aeronautical University has one of the more robust alumni networks in the nation. Life has been fairly hectic recently, so I am not quite as active as I would like. One arena I do mingle in is the school’s Eagle Authors club.

Aeronautical Repair Station Association (ARSA)

Although technically for MRO businesses, the Aeronautical Repair Station Association is an excellent resource for anyone in the aviation business, maintenance or otherwise. It hosts events, conducts advocacy work, and provides intel on careers, among other things. As with other organizations, it also hosts an annual conference. For 2024, the dates are March 12-15, so start planning now if you wish to attend. 

Most worthy organizations will have membership dues associated with joining. ARSA may seem pricey at first glance, but the benefit outweighs the cost if your maintenance department is a decent size. Its regulatory work alone is enough to validate the need. Trust me, aircraft maintenance could use a strong voice in Washington.

ARSA works to elevate the image of aviation maintenance professionals everywhere, regardless of work function. Its information site describes the industry while discussing careers, safety, and resources for mechanics. Give it a look, and seriously consider signing up you and your crew for a membership.

This is a mere snapshot of the aerospace associates you can align with. Networking is another benefit that does not receive enough attention. According to FinancesOnline.com, “Networking is important because 70 percent of all jobs are not advertised on job sites.” 

Involvement in external organizations can be beneficial even if you are not actively in the job market. The camaraderie of like-minded individuals can help strengthen your job skills, build morale, and give you a sense of belonging and inclusion in today’s challenging career market.

The post 3 Ways to Jump-start Networking in Aircraft Maintenance appeared first on FLYING Magazine.

Recently I was quietly celebrating my rapid accumulation of flight hours so far this year. Annie, our Commander 114B, and I have done a lot of traveling. I might even score my first 100-hour year, I thought. I realized it was also time for an oil change.

The maintenance manual says every 50 hours, but most of my pilot friends say that interval is too long. As a result, conversation in the hangar community revolves around how often you change yours and what that number says about you as a pilot—or so it seems.

• Cessna 172 Offers Opportunity for Intro to Aircraft Maintenance

A careful check of the logbook showed I was just short of 40 hours since the last oil change during the pre-buy and annual inspection late last year. That was more than I expected. I’ll try to hold it to 35 next time.

The oil change itself was a bit daunting. While I have completed the procedure dozens of times with cars and motorcycles, it feels more significant with the airplane. Indeed, there is more at stake. No one is checking the logs on my ancient Suzuki, and if it starts leaking because I failed to tighten the oil filter properly, I can coast to the curb and take corrective action. You get the picture. During the next long flight with my wife, I spent too much time watching and listening for hints of trouble and sniffing for the scent of oil dripping on a hot exhaust pipe.

• READ MORE: Finding Your Ideal Aircraft That’s An Aluminum-Clad Time Machine

All was well, though. We had a lovely trip. I had followed the instructions and triple-checked my work. I also knew the FAA trusted me to do the job, or at least implied this through 14 CFR Part 43 Appendix A Subpart C. This is the part of the regulations that covers preventive maintenance tasks that certificated private pilots can perform on their own aircraft. Like the annual NOTAMs for EAA AirVenture, it is a must-read that packs more information than you might expect.

Sure, you can change light bulbs and batteries, but you also can adjust air and oil pressure or replace elastic shock absorber cords on landing gear, change tires, service wheel bearings, and patch fabric covering as long as there is no rib stitching or removal of structural parts involved. Balloon pilots can make certain patch repairs to their envelopes and refinish baskets.

Small projects like these bring pilots closer to their aircraft, making them more familiar with their workings and less tentative about taking a wrench to them. With each new maintenance job, you are likely to become more confident and comfortable around your airplane. Those of us who consider ourselves handy should be careful about going too far, though. Stick to the FAA’s list and don’t forget to make logbook entries for everything you do. If you want to get into more serious work, ask your mechanic about owner-assisted annual inspections.

I like to think my mechanic will be pleased that I am willing and able to work on my own airplane, and that I have yet to call on him to fix something I have broken in the process. I’m also sure he will say my safety-wiring technique needs work.

The post Maintaining Your Ideal Aircraft: What Can a Pilot Do? appeared first on FLYING Magazine.

I have been an airframe and powerplant (A&P) mechanic for 30 years. My first rating was powerplant, which was odd because I was a structures mechanic in the Navy. Nevertheless, it was just how the classes fell, and I finished the powerplants first. It is also embarrassing to admit that I had that license confiscated by the FAA about a week after I received it. Allow me to explain.

I was in class when our director unceremoniously strode into the classroom and bellowed, “Scarbrough! Do you have your powerplant license on you?” 

Standing, I managed a meager “yes” and held the paper before me. He snatched it from my grasp and said, “Come with me.”

It seems I misdated my paper application for the rating, and I had to go to the Flight Standards District Offices (FSDO) and complete a new application. Not exactly scandalous but enough to show me that the feds are serious about their paperwork.

It takes a deliberate effort to become an aircraft mechanic. While it is true that one could earn six figures working for a major airline, that is far from the norm for most of the world. Long hours on the flightline, in a back shop, or pounding rivets in the hangar is where we cut our teeth. Education is pricey, tools are expensive, and it takes years to earn a living wage as an aircraft mechanic. So, why on earth would anyone want to do this for a living as an aviation maintenance technician (AMT)?

• READ MORE: A&P Certificate Offers More Than ‘Spinning Wrenches in the Trenches’

Attributes of an AMT

To understand what an AMT is, we must first discuss what we are not. AMTs are not unskilled labor using rudimentary tools. We are highly trained professionals, sometimes with multiple college degrees, possessing analytical skills that rival a Wall Street investment banker. Is picking stocks challenging work? Try troubleshooting a Cessna 421B that keeps burning holes in the pistons with a worried owner pacing the hangar as you work. 

• READ MORE: The Path to A&P: Changes to FAR Part 147

AMTs are not magicians, magi, or miracle workers. We cannot wave a wand and undo years of neglect, lay hands on the cowling to make the engine stop burning oil, or replace a spalled flat tappet lifter body on your Lycoming O-320 without splitting the crankcase. Treat your aircraft with respect or get stuck somewhere in the outer rim at an airport with nothing but a 1970s Lance vending machine.

Unlike Kenny Rogers’ traveling companion on a train bound for nowhere, AMTs are not gamblers. We do not guess it will work, play the odds, or button it up and hope for the best. It is written in our creed, and no amount of owner-induced stress will cause us to break our solemn vow. 

Celebrating AMT Day

Picture a sharp-dressed pilot striding confidently along, pushing their rolly bag, with sunlight gleaming off their Ray-Ban aviators. Perhaps they pause to tussle the hair of a small child who stares with wide eyes at the sparkle of the gold wings affixed to their lapel. With a touch of two fingers to their cap, they bound down the jetway, ready to carry you off to faraway exotic places.

No, I get it—I really do. Pilots are cool, and I have tremendous love and respect for them. But, come on, they don’t need any PR work. Top Gun took care of that almost three decades ago. Maverick may feel the need for speed, but he would never have left the ground without his maintenance crew. See the guys in the green shirts? Those are my people.

Some companies get it. Erickson Inc. does a good job promoting AMTs. 

“I learned how to work on these machines with the help of many great mechanics who are now retired,” said Erickson AMT Hector Torres Beltran. That mentorship cannot be replicated by reading a book, taking a course, or watching a video. 

• READ MORE: How You Can Forge a Career Path in A&P Maintenance

On May 24, we celebrate AMT Day. The date is the birthday of Charles Taylor, the Wright Brothers’ mechanic and the godfather of aircraft maintenance. (I’ll be writing more about Taylor in the June issue of FLYING.) 

We must be perfect. There is never a second chance to inspect a system, part, or assembly at 25,000 feet. There is a saying among my people that the airplane is either a “go” or “no go.” You are perfectly justified to ask for a second set of eyes, but if you have no trust in your mechanic, you question that position’s core integrity. Align yourself with quality people, and stand aside and let them work.

The post AMT Day Honors Aircraft Mechanics appeared first on FLYING Magazine.

The town of Williamsport, Pennsylvania, may not be instantly recognizable to most. Some readers of FLYING Magazine may only fully understand its significance once I mention that it is the county seat of Lycoming County. Then it suddenly clicks. Yes, that Lycoming. Situated deep in the Pennsylvania Wilds Region, Williamsport is well known among the general public for hosting the Little League World Series each year. There is even a museum dedicated to Little League Baseball. Although the Lycoming factory may not make headlines, the company has quietly established itself as one of the cornerstones of general aviation. In an industry that has seen its fair share of entities rise and fall, the fact that Lycoming Engines not only still exists—but remains an industry leader—provides a testament to its brand.

History

Founded in 1845 as the Demorest Manufacturing Company, Lycoming has called Williamsport home from the beginning. Charles Lindbergh’s transatlantic flight ignited the company’s aviation spark, and in 1929, Lycoming began producing aircraft engines. Since then,the company has delivered many variations of aircraft engines, but none are as iconic as the O-320.

The FAA issued the first O-320 type certificate on July 28, 1953, and production began later that year. According to Type Certificate Data Sheet No. E-274, the O-320 characteristics represent a basic model—four-cylinder, horizontally-opposed, air cooled, direct drive with automotive type generator, and a starter providing for a single acting controllable pitch propeller. Lycoming later rebranded the original O-320 as the O-320-A1A.

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Jeff Schans, manager of customer development for Lycoming, offered the following insights. “The O-320 engine is very robust like all our engine lines. We have 320 power plant solutions on several of our original equipment manufacturers’ airframes, including both certified and experimental.”

While we could not substantiate data on the O-320 alone, Lycoming has just surpassed building 300,000 engines, a total that encompasses all models. Lycoming further states that there are an estimated 200,000 engines in service today.

While thousands of legacy aircraft are still flying, the company continues to innovate and keep the O-320 up to speed with the industry. In 2005, Lycoming introduced new valve-train roller tappet technology—the first significant aircraft reciprocating advancement in more than a decade. According to a Textron news release, the “roller tappet eliminates the sliding motion between the cam and tappet, improving wear and allowing the introduction of more advanced materials.” We encountered roller tappets at my aircraft engine shop and saw success with cam wear. 

Recently certified, the Lycoming Electronic Ignition system, dubbed Integrated Electronic Engine (iE2), is the latest innovation to come on the market for O-320 series engines.

Variations & Applications

In 1968, Cessna selected the O-320-E2D (Lycoming part number 9794) to power its new 172, the Model I, marking Lycoming’s introduction to the legendary airframe. In 1977, the 172N delivered from the Cessna factory was equipped with the infamous Lycoming O-320-H2AD (part number 10282) engine. This 160 hp option was the first 172 to run the industry standard 100LL, a move away from 80/87 octane fuel. Armed with a D4RN-3000 dual magneto, barrel-style hydraulic lifters, stamped rocker arms, and lack of accessory housing, this would be unlike any 320 you have ever seen. As this was a 320 in name only, the beleaguered powerplant never achieved the reliability of its predecessor, the -E2D.

Cessna corrected its misstep of the previous model with the 172P, and returned to the more standard O-320-D2J. At 160 hp, it served as a boost to the 150 hp -E2D, but without the struggles of the -H2AD. A 180 hp IO-360-L2A drives the latest Cessna 172S Skyhawk, delivering more power and modernizing this iconic airframe.

FLYING has a long history with the Lycoming O-320 engine. Named one of the Top 50 Amazing Aircraft Engines in 2014, FLYING said about the little engine that could, “The bottom line is the O-320 delivers reliability, affordability, and familiarity.” In a mid-2021 article, it announced General Aviation Modifications, Inc. (GAMI) announced the STC for its G100UL avgas, and the first aircraft powerplants it selected were the Lycoming O-320, O-360, and IO-360 (STC SA01967WI SE01966WI). Piper is another aircraft manufacturer utilizing the O-320 series engine. The Piper PA-28-140 Cherokee has either an O-320-E2A or an O-320-E3D engine. During my tenure as an aircraft engine shop owner, we helped Middle Georgia State University maintain its Piper Warrior fleet, which used an O-320-D2A powerplant.

Flight school operations are demanding, and fleet readiness is critical. However, safety is at the forefront of every decision regarding students. Frequent oil changes, strict adherence to scheduled maintenance, and a reliable engine platform kept Middle Georgia at the top of any flight school list.

While most think of production aircraft when discussing powerplants, a sizable flying community of amateur builders also needs solutions to power their creations. One of the top kit airplane producers in the country, Van’s Aircraft, uses Lycoming O-320 series engines on multiple platforms. Van’s RV-4 and RV-6/6A use the 150/160 hp O-320. The RV-7/7A and RV-8/8A can accommodate O-320, and the RV-9/9A is suitable for Lycoming engines in the 118 hp to 160 hp range.

A direct quote from Van’s reads: “These engines are the most readily available, affordable, and reliable of the possible choices. One can use other aircraft engines of similar configuration, weight, and power, but only the Lycoming will fit the mounts and cowls supplied with our kits.”

Importance to General Aviation

Aircraft maintenance is the heartbeat of any aviation organization. While Lycoming publishes technical documents to advise best maintenance practices, people still need to interpret and implement the instructions. For powerplant maintenance, a good engine shop can help keep your O-320 running like new.

J.D. Kuti, president of Pinnacle Aircraft Engines, LLC, sees the full spectrum of aircraft engines at his shop in Silverhill, Alabama, but the O-320 series is one of his favorites. I spent some time with Kuti and wanted to know why he enjoys 320s so much.

“The O-320 engine is one of our most popular engines at Pinnacle,” said Kuti. “Most flight schools in the United States have fleets powered by the Lycoming O-320 series engine. Another thing to remember is several entry-level airframes have the O-320 series as the powerplant. For some, the O-320 is their first engine experience.”

The versatility of the O-320 allows it to serve in a variety of applications. The engine mounts are made as part of the crankcase casting and can be straight-mounted (Conical) or angled (Dynafocal). O-320 cylinder configurations are as varied as the airframes they serve.

Early configurations were standard flange, also known as narrow-deck. Later, Lycoming upgraded the design to a wide deck. To keep things interesting as time moved on, there is also a thin wide deck. The cylinder studs in the crankcase are unique to each of the cylinder variants.

Although most O-320 engines are configured for fixed-pitch propellers, some have parameters for a constant speed configuration for a handful of airframes. The O-320 engines come in both 150 hp and 160 hp. The FAA has an STC to convert 150 hp to 160 hp, depending on the selected airframe.

O-320 Nuances

“The Lycoming O-320 engine is one of the most reliable engines in the aftermarket today,” said Kuti. “Maintenance is relatively straightforward on these engines. Over time, you learn the little things not addressed in the technical publications.

“Most of the airframes powered by O-320 engines, both the upper and lower cowling, are removable, allowing plenty of access to the engine. One of the struggles in maintaining Lycoming O-320 engines today is getting new cylinders. The supply chain remains constrained after the pandemic. “Thankfully, plenty of used cylinders are still out there, and depending on their history can make nicely overhauled cylinders,” he says.

My First Lycoming

“Building my first Lycoming O-320 was a lot of fun,” Kuti continued. “I first researched the service instruction letters (SILs), service bulletins, and airworthiness directives. The factory prefers to communicate through service documents; several updates and product improvements have yet to be integrated into the overhaul manual. I remember trying to find the torque specification for the crankshaft gear bolt. It wasn’t in the manual or the torque specs table.”

“After searching several locations and coming up empty, I asked and was directed to a service bulletin, which had what I needed. I recommend to anyone wanting to home-build an engine for their kit plane to do extensive research on the front end or find an experienced engine builder and ask about an owner-assist build. Frequently they have knowledge not listed in any manual.”

One concern owners, operators, and maintainers have is related to the reliability of the equipment they use. The O-320 series, although highly reliable, has tricky areas, such as the camshaft and tappet bodies, which are prone to corrosion and spalling. Kuti mentioned searching ADs when rebuilding his first 320, and while the FAA database is an excellent place to start, sometimes you need a more specific approach.

Jim Thomas, president/CEO of Tdata, Inc., offers the following insight on ADs and other O-320 tech pubs. “Most of our products break them down by dash number, but someone can also run a listing for the O-320 series. It is important to note that appliance ADs (such as magnetos) are not included in this report. You will need to search by the component manufacturer, such as Champion Slick for magnetos, Marvel-Schebler for carburetors, and Hartzell for a propeller governor. This configuration is only an example list of accessories for the O-320.

“Other formats would require searching by that specific manufacturer. Also, be aware of supercedures, obsolescence, and company mergers and acquisitions,” he concludes. Wise counsel.

Going to Lycoming School

The Lycoming O-320 aircraft engine is dependable, versatile, and iconic to general aviation. These horizontally opposed, air-cooled, reciprocating engines power everything from the Italian helicopter Aero Eli Servizi Yo-Yo 222 to the homebuilt Wittman W-8 Tailwind, and many more—not bad for what a friend at work calls “a souped-up VW engine.” 

For those who want total immersion into the O-320 and other Lycoming models, the company has a school anyone can attend. Lycoming’s Piston Engine Service School program at the Lumley Aviation Center is a five-day extensive training program for owners/operators, aviation maintenance technicians, pilots, and airplane enthusiasts. The school is an excellent experience for homebuilders and a qualification for the IA renewal program FAR 65.93(a)(4). For more information, please get in touch with the Pennsylvania College of Technology.

This is what is so great about aviation life. The brand new entry-level aviation hobbyist and the dyed-in-the-wool A&P veteran could be side by side at the Lycoming school, each gaining knowledge and honing their craft. Do you have O-320 experience or a fond memory? I would love to hear your thoughts, musings, and tales.

This article was originally published in the February 2023 Issue 934 of FLYING.

The post Maintaining Your Aircraft: Steadfast and True appeared first on FLYING Magazine.

There is a common thread among every aircraft owner I have ever known. One trait that sets them apart and is so ingrained they will stop at nothing to tell you all about it. A syndrome I call “continuous improvement, aero edition.”

Upgrades for aircraft can be expensive and can also mean downtime for your airplane. An important question to answer is, what do you want to have done? 

If you had unlimited funds, you could call the factory, book a slot and start prepping for the shiny new gadgets they install. Cessna will schedule your aftermarket upgrades with Textron Aviation Service Centers and make all your dreams come true.  

Here’s how common folk manage both scope and budget.

Project Management Tools

You don’t have to be a project manager to successfully upgrade your aircraft, although there are some excellent resources you can borrow from the profession to assist the process. Gantt charts are cool and colorful, but are they essential? The short answer is yes; we use them in engine maintenance to manage multi-million dollar projects. And while this may be a bit much for maintaining a Cessna 172, there are project management principles that can assist in planning, executing, and closing out your aircraft upgrade.

When planning maintenance, there are a few parameters to address before laying wrenches on bolt heads. One tool to help is the project management Iron Triangle. 

Each point of the triangle focuses on an aspect of the project:

Time

• Lead time for parts
• Downtime for maintenance
• Schedule of MRO doing the job

Scope

• Facilities
• Tooling, new and old
• Technical publications
• Instructions for continued airworthiness

Cost

• Part cost and availability
• Labor internal and external
• Hangar rent

Each one of these points affects the other.

• READ MORE: Cessna 172 Annual Maintenance and What It Will Cost You

Taking a project management perspective allows an owner or operator a chance to map out aircraft upgrades and build a realistic action plan to deliver positive results. For larger entities, this may include approval levels, multiple team members, and hours of meetings. 

As the sole stakeholder in his aircraft, the approval process for upgrades to his Cessna 172 is simple for Corey Sampson. 

O-300 Oil Filter Adapter

Earlier last month, we highlighted that Sampson’s O-300-D Continental engine was not equipped with a spin-on filter—it had a screen. After some discussion, we thought, why not retrofit the aircraft to accept a spin-on oil filter? 

Referring to the project management Iron Triangle, what must we accomplish first? For starters, we need the adapter, the installation gaskets, and a spin-on oil filter. We cracked into the Tempest cross-reference site and looked up the adapter for Corey’s 1966 Cessna 172H. The correct part is SKU: CO-300, allowing the engine to accept oil filter part number AA48108-2. The CO-300 kit comes complete with a filter and the gaskets included. 

• READ MORE: Cessna 172 Offers Opportunity for Intro to Aircraft Maintenance

We completed the research, ordered and received the part, and reviewed the certifications to ensure compliance. The adapter has a supplemental type certificate (STC), and the oil filter is FAA-PMA approved. Next, it was time to carve out some time and schedule the maintenance.

Instrument Panel Upgrade

There is something about a factory original instrument panel. Don’t get me wrong, old-school steam gauges are great for warbirds, rare out-of-production aircraft, and museum pieces, but there is just something about a sleek new flat panel. 

Long-time readers of my column know I am a big fan of stay-in-your-lane, especially regarding avionics. I know where the cannon plug goes, and I can tell which end is up, but that limits my expertise. Always have someone you can call.

In this case, Corey called Oasis Aviation Maintenance and discussed the Garmin GNX 375. The GNX 375 has a WAAS-capable GPS for RNAV (including LPV) approaches and an ADS-B In/out transponder built in (traffic and weather show on display). Add a GNC 255A comm/nav, and you’ll have GPS, Comm/Nav, and Transponder for very close to the price of a GTN 650.

In keeping with the PM Iron Triangle, Corey asked Oasis to quote the system parts as stand-alone parts or an installed system. At press time, he was still undecided.

Interior Upholstery and Trim

When considering interior upgrades, special consideration must be made for “floor plan changes can be done by purchasing an existing STC or possibly filing FAA Form 337 field approval,” according to Meghan Welch, director of paint and interior sales at Elliott Aviation, who wrote about what to expect during an aircraft interior refurbishment. 

Corey may work through an MRO (maintenance, repair, and overhaul), buy a turnkey package, or do the work himself. With an A&P (airframe and/or powerplant) rating, he can plan and perform his aircraft maintenance.

Aircraft maintenance planning can be a fruitful and rewarding experience, but only if done correctly. No plan is bulletproof, and Murphy still hangs out in the hangar, but you can save yourself a headache by putting a plan in place.

Important note: Before beginning any maintenance, consider certifications and airworthiness standards for CFR aircraft operations.

The post Cessna 172 Maintenance Planning appeared first on FLYING Magazine.

What does it cost to maintain an airplane properly? My answer: it depends. Maintenance varies based on the aircraft’s year, model, and operating mission.

There are many schools of thought concerning aircraft maintenance. Because perception is reality, all of them are true for the most part. Here is how I break it down.  

• Preventive maintenance = fixed costs
• Scheduled maintenance = fixed/variable costs
• Unscheduled maintenance = variable costs

Preventive Maintenance

An owner/operator changes the oil of their aircraft engine. Because his application has an oil screen instead of a spin-on filter, Cessna 172 owner Corey Sampson changes his oil every 25 hours. His logbook reflects the intervals by which this maintenance needs to occur. A case of Phillips 66 X/C 20W50 runs about $93, there is no filter to buy, and he saved labor dollars by doing the work himself. There will be a few quarts left over for next time. Right now, Corey is on track to fly 400 hours this year. That is a lot of oil changes.

• READ MORE: Cessna 172 Offers Opportunity for Intro to Aircraft Maintenance

For perspective, an AA48108-2 spin-on oil filter for this model costs about $35, and mechanic labor would cost another $100.

Scheduled maintenance comes with a fixed cost but can also have variable cost factors. During my stint in corporate aviation, I supported Southern Company Services and their fleet of King Air 200s. Their maintenance team religiously performed scheduled brush changes on their starter generators. They also pulled them for exchange at the time between overhaul (TBO) recommendations.

Because of this action plan, they never had a starter generator failure in service. Finance knew that at X number of flight hours, they would spend Y number of dollars. If the mechanics find damage during the generator’s removal and replacement (R&R), such repair is unscheduled maintenance with a variable cost based on condition.

The annual inspection is one of the most significant cost drivers for Cessna 172 owners. Because one needs an A&P/IA, the labor cost is a tick higher than standard maintenance. Based on my experience, you can expect to spend around $1,700.00 for the inspection. The amount is just the inspection fee and is a fixed cost. Findings are extra and are a variable cost. 

Unscheduled maintenance is just that, something stopped working correctly, and you need to figure it out. Once, a twin Cessna taxied up to my client Savannah Aviation. The pilot required a bulb to be replaced on the instrument panel. A review of the log showed the engines were due for oil changes. That’s odd; this oil filter is full of metal. Have you ever read “If You Give a Mouse a Cookie?”    

Engine Overhaul Cost

There comes a time in every airplane owner’s life—a reckoning, if you will—when the TBO sands of life dwindle to the last few grains in the hourglass. I am talking about that pivotal moment in aircraft maintenance; a major engine overhaul.

I called Pinnacle Aircraft Engines and asked how much it costs to overhaul a Cessna 172 engine. The reply (and you should have seen this coming): “It depends.” 

Let’s break it down. Corey has a 1966 model 172 equipped with an O-300-D, a six-cylinder Continental powerplant. Pinnacle’s base price estimate is $38,000. I pulled an estimate from 2014 at my engine shop, and this same engine was $28,500. The later 172 models cost $32,000 for the O-320-E2D and $33,500 for the IO-360-L2A.

Included in the overhaul estimate:

• New Champion ignition kit
• New Superior cylinders
• New lightweight starter
• Overhauled carburetor/fuel system
• Other accessories, like a vacuum pump, incur an extra charge

Other factors to consider are the factory cylinder option, engine baffling, new oil/fuel hoses, motor mounts, propeller, air ducting, and a reworked firewall.

Cessna 172 Supply Chain

The economics of aircraft maintenance boils down to three factors: location, labor, and parts. 

When it comes to location, please stick to the maintenance plan to avoid getting stuck in a remote airport in the outer rim. This is where they get you. Labor is what it is. Work with someone you can trust, even if they are a bit pricer than Slippery Pete’s Air Service.  

Replacement spare parts can affect your total annual aircraft maintenance spend.

Cessna will direct you to their parts portal. Go there if you must, but know you are paying top dollar. No one gets a deal at the factory.

Finding the right part for your type-certificated aircraft is mission-critical. For Corey’s O-300, the IPC is X30014. You can access this manual by visiting Continental Motors. 

• READ MORE: The Evolution of the Illustrated Parts Catalog

Aircraft cylinders are a maintenance constant and can be pricey to repair. New PMA options are available, and the price is negotiable if you have a good relationship.

Here are some examples:

• Aircraft Specialties Services Millennium Cylinder — SA10200-A20P MSRP: $1,318.91 FBO PRICE: $1,160.63 — You save $158.28
• Air Power, Inc. Superior Air Parts Aircraft Products Part Number: SA10200-A20P $1,155. Continental Aircraft Engine Parts Part Number: 658319A2 $2,069

Overhauled cylinders run around $1,200, so you are better off buying new ones.

There are other options for airframe parts, consumables, and accessories also.

Aircraft Spruce & Specialty has a section for Cessna 172 parts. 

New Surplus parts can save money, but be careful on places like eBay. Things are only sometimes as they seem. Make sure you have a mechanic check them out.

Here are some better options:

• Preferred Airparts, LLC has a great selection at surplus prices.
• KRN Aviation Services carries quite a few 172 parts, and they have a knowledgeable sales team.   
• Atlanta Air Exchange started as a salvage company and became a parts dealer. They still do recovery work and have decades of knowledge to help you.

I hope you have a clearer picture not only of the cost but the value of aircraft maintenance. 

The post Cessna 172 Annual Maintenance and What It Will Cost You appeared first on FLYING Magazine.

The Cessna 172 Skyhawk is a fantastic introduction to the world of aircraft ownership. 

It is affordable, easy to maintain, and very forgiving in the air. Parts are plentiful—always a key consideration when selecting an airframe—and with over 44,000 produced, you are bound to find someone to provide guidance.

In September 2022, FLYING named the 172 one of the best personal aircraft, highlighting it as the “most popular training airplane in the world and one of the most popular personal aircraft ever.” 

I know a 172 owner/operator, and our chance meeting waiting for coffee at the office sparked a conversation that centered on—you guessed—flying. Corey Sampson works one office over and proudly owns a 1966 Cessna 172 stationed at Falcon Field (KFFC) in Peachtree City. He is making minor upgrades, and while his 172 is a great airplane, that is no reason not to make it better. I thought, wouldn’t it be great if the readers of FLYING could come along on this journey? Well, buckle up propeller heads; we are about to taxi out.

Rules and Regulations

One question I hear a lot: “As an owner/operator, what aircraft maintenance am I approved to perform?”

FAR Part 43 Maintenance, Preventive Maintenance, Rebuilding, and Alteration; Appendix A Preventative Maintenance; Subpart C lists preventative maintenance tasks. This is no small feat, as there are 31 of them. If you, as an owner/operator, could accomplish even a portion of this, it would save you a chunk of change at the shop. 

Another excellent resource is the FAA Advisory Circular AC 20-106, “Aircraft Inspection for the General Aviation Owner.” It reiterates an owner’s ability to perform preventative maintenance in Section 2. The Feds also remind us here that aircraft used in air carrier service are excluded, and would need the services of a certificated A&P mechanic. 

The FAA produces separate supplemental publications to assist in your aeronautical journey. One of the better ones is “Maintenance Aspects of Owning Your Own Aircraft,” a great place to gain valuable insight into the dos and don’ts of owner aircraft maintenance. It carefully reminds everyone that preventive maintenance cannot involve complex assembly operations. Also, don’t forget to document your work in the logbook.

General Aviation Law Firm, P.C., reprinted an article from the Cirrus Owners and Pilots Association, dispensing some solid advice under “Owner Maintenance: What Can You Do?” They state, “What is legal is not always safe. Just because you could replace a side window doesn’t mean you should.” 

A Day at the Hangar

Corey and I met at the hangar, and he pulled his 172 out on the ramp. After a general walkaround and preflight inspection, it was time to go flying. This is, of course, why we do what we do. There is nothing like hearing, “Let’s take her up!” 

Taxing out, we tucked in behind two other aircraft waiting for a slot. We pulled onto the runway and began the takeoff roll. Once the rubber broke free from terra firma, we were in a whole new world. He let me pull back on the yoke, but I was too timid, and he took over, putting us into a steady climb. 

Corey offered to let me control the rudder pedals, but quickly realizing that his Skyhawk does not hold an aerobatic rating, he reversed that decision. Remember, guys, my rating is A&P [airframe and powerplant], not ATP [airline transport pilot]. There is a difference.

Once we were back in the hangar, it was time to exercise some owner-facilitated maintenance. Corey is also an A&P, but I asked him to shed that title for the sake of this column.

We popped off the cowling, and Corey attached a hose to the quick drain valve. The warmed-up oil flowed easily, and soon it was time to service. Next came the Phillips 66 X/C aviation oil, and we drained the containers, one by one.

• READ MORE: Reciprocating Engine Oil 101

Corey’s O-300-D Continental engine was not equipped with a spin-on filter—it had a screen. Popping off the safety wire, and a quick visual with a flashlight revealed no metal. We were good to go, and we buttoned her up. It was then time to push her out on the ramp for a bath.

I asked Corey what owning an airplane meant to him. After some thought, he said, “Growing up, I have always been fascinated with aviation, so to own an airplane still amazes me. It gives you a completely new sense of freedom that most people don’t ever get to experience. Now I get to raise my daughter with that same sense of freedom.”

What does owning an aircraft mean to you? Please drop me a line and let me know. I always love to hear others’ perspectives.

I had a great time spending the day with Corey and his Skyhawk. It felt good to be close to the hardware. Anytime spent working on airplanes is not deducted from one’s life. 

The post Cessna 172 Offers Opportunity for Intro to Aircraft Maintenance appeared first on FLYING Magazine.

On Thursday, February 23, 2023, the FAA issued an airworthiness directive (AD) 2023-04-08 superseding a recent mandatory service bulletin from Continental Aerospace Technologies, MSB23-01A.

This AD affects an estimated 2,176 crankshaft assemblies.

Affected Continental Aircraft Engines

The AD states that this unsafe condition will likely exist on affected engines. That means you need to check it out if you have one. This is not a time to second-guess the feds. ADs are mandatory. This notice applies to Continental 360, 470, 520, 520, and 550 series engines manufactured between June 1, 2021, and February 7, 2023.

It is important to note that the mandatory service bulletin identifies crankshaft assemblies with fewer than 200 operating hours, while the “AD requires compliance for all affected engines, regardless of operating hours.” The AD supersedes the service bulletin.

• READ MORE:  Potential Crankshaft Flaw Prompts FAA To Issue Continental Engine AD

The bulletin includes specifics, such as part and serial numbers. For the complete list of suspect engines, refer to Appendix 1 on page 9 of MSB23-01. Appendix 2 on page 39 contains a table listing the crankshaft part and serial numbers. The table lists the engine serial number and the crankshaft serial number.

Engine manufacturer Continental Aerospace set up a website to act as a command center, with information about how to make arrangements for maintenance.

• READ MORE: An Expert Introduction to Airworthiness Directives

Crankshaft Counterweight Function

It is imperative to keep aircraft crankshaft counterweights functioning correctly. Understanding how counterweights work is the first step in properly maintaining them. Aircraft engine installations that incorporate counterweights are typically more complex, more powerful, and require advanced skills to fly and maintain than those on entry-level aircraft. 

The FAA Advisory Circular AC No. 20-103 “Aircraft Engine Crankshaft Failure” describes the function of aircraft engine counterweights in detail. According to this AC, aircraft engineers design counterweights to position themselves by the inertia forces generated during crankshaft rotation, and effectively absorb and dampen crankshaft vibration.

Left in an unsafe condition, there’s the potential for catastrophic failure.

AD 2023-04-08 explicitly states that failure to address this action could result in loss of engine oil pressure, catastrophic engine damage, engine seizure, and consequent loss of aircraft. That sounds serious.

A key driver of this action is reports of two engine seizures on the ground and one in-flight loss of engine oil pressure. It goes without saying that one incident at altitude is one too many. There is no airborne AAA to come to your rescue.

What exactly caused this? 

Incorrect Installation of Counterweight Clips 

The crankshaft counterweight setup includes the counterweight assemblies, pins, plates, and clips. The counterweights have a bushing installed that precisely fits with the pins, which are short squat steel dowels. Plates cover the pin, and clips hold the entire thing in place.

According to Continental MSB23-01A, “It is possible one or more counterweight retaining rings were not properly seated in the crankshaft counterweight groove.” The clips are in the wrong place.

At first glance, the counterweight clips appear to be nothing more than a souped-up snap ring you can get at ACE Hardware. They are not. Continental manufactures counterweight clips to precision measurements, and they are not to be interchanged with something that looks pretty close.

MSB’s statement stands out: “If a counterweight retaining ring, plate, or pin is missing, terminate the inspection and remove the engine for disassembly.” 

Next Steps for Compliance

At this point, those affected by the AD should contact their aircraft maintenance provider and discuss workload, cost, and turnaround time for compliance. 

The AD explicitly states, “before further flight.” Citing such low time on the crankshafts suffering failures and the gravity of what could happen should the counterweight depart, the FAA shortened the time-to-market for this AD and reduced the period for public comment.

I caught up with JD Kuti, owner of Pinnacle Aircraft Engines in Silverhill, Alabama. He offered only one word when I asked about the call volume concerning the Continental crankshaft AD: ‘crazy.’ Because of the volume of aircraft affected, working through them all will take time.

The post Crankshaft Counterweights and the Potential for Catastrophic Failure appeared first on FLYING Magazine.

Do you know the most essential part of your aircraft? Some may say the engine. While that is partially true, it is like the human body, core exercise routines, and family marathon monopoly games. You get out of it what you put into it. 

Recently I briefed you on aircraft engine oil, and now it is time to round out the rest of the items needed to facilitate a proper aircraft oil change. Time to grab a filter.

Oil is the lifeblood of your engine. Since that is so, the oil filter is like the liver, removing impurities. I can hear the emails queuing up now, “What about aircraft equipped with just an oil screen?” Well, you screen folks can stop rocks, sticks, and big chunks of metal—that’s about it.

• READ MORE: Reciprocating Engine Oil 101

Champion produces oil filtration for many industries, including aerospace. They have a tech sheet and reference guide to help determine which oil filter applies to your engine. Please note that this intel is for reference only. Always ensure you use the appropriate aircraft Illustrate Parts Catalog (IPC) when sourcing aircraft parts. Contact your preferred maintenance provider if you have questions about your IPC.

Another aerospace entity producing quality products for aerospace is Tempest Aero Group. They also have an aftermarket oil filter guide you can reference when planning maintenance and creating your bill of material (BOM).

I caught up with Vince Bechtel, Director of aftermarket sales for Tempest, this week. It had been a while since we had spoken, and I heard about his travels preaching the Tempest gospel. He told me about the Tempest Spin EZ oil filter. This patented design allows you to install the filter dry without oil or DC-4 on the gasket. Tempest filters incorporate an internal magnet and PC housing.

We spoke earlier about screens vs. filters. I know those from the old school want to preserve the ancient ways, and may be interested in keeping the aircraft all original. I get it. For those who want to stop more than just big chunks of metal, Tempest offers conversion adapter kits, allowing you to modernize your hardware without breaking the bank.

Frequent oil changes are an essential part of routine maintenance. After removing the oil filter, it is common to cut it open and look for metal particles, flakes, or chunks. Lycoming addresses an engine “making metal” in its tech article Suggestions if Metal is Found in the Screens or Filter, as part of its knowledge library. If you find chunks of metal in your filter, log on to your Fidelity account. I sense a funds withdrawal in your future.

I asked Vince about oil change frequencies. He said oil and filter changes should be performed every 25 to 50 hours. Be sure to plan accordingly, allow for adequate time, and use the proper tools. Doing so will help prevent sloppy work and, most importantly, avoid contamination.

How can you cut open an oil filter? That is an excellent question! A quick stop to Tempest tools will arm you with the proper tool for the job. Check out the AA470 oil filter can cutter, AA472 torque wrench, AA473 EZ drain tool, and AA474 EZ wrench extension. Fun fact, we helped beta test the Tempest AA471 Media Cutter during its development at my aircraft engine shop. 

After removing the filter, secure it in a vice and carefully cut and remove the can. Ensure you do not contaminate the media. This material could alter the results of your inspection. Next, we discuss what to look for after cutting and inspecting the media. Bright shiny metal could indicate aluminum, which might indicate piston pin or oil pump housing damage. Those black chunks we spoke of earlier? That could be steel; you can double-check with a magnet. 

Call your local engine shop or A&P Mechanic. They will be able to guide you as to what comes next. Anything more than a thumbnail of either aluminum or steel in your filter could spell trouble.

By the way, do you know how you can tell how long an A&P has been practicing their craft? Don’t worry. They will tell you a minimum of three times within the first five minutes of meeting them. 

Oil is the lifeblood of your engine. You want it clean. You need it clean. Dirty oil will bring bad Juju on and dishonor your ancestors.

The post The First Rule of Maintaining Your Airplane appeared first on FLYING Magazine.