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.

This Article First Appeared in FLYING Magazine

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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.

The rough concrete pressed into my cheek, leaving small indentations and tiny shards embedded in my skin. I smelled burnt oil, axle grease, and lord only knows what else that lived in the undercarriage of a 1977 Ford Thunderbird. A voice resonated in my head, a constant loop saying, “righty-tighty, and it better not back out.” How the hell could I screw this up.

Maneuvering around the shallow metal pan that held the spent motor oil freshly drained from the oil pan, I positioned the ⅜ drive ratchet hoping not to drop it into the dark, murky abyss. “Right to tighten, don’t let it come loose, get her snug,” my dad’s voice echoed in my brain. The 7/16 socket slipped onto the drain plug, and I felt it turn. 

Footsteps, then a loud bang from a clenched fist on the black metal fender. “All set,” he began “is it tight?”

“Sort of,” I replied.

My father blinked a few times, leaned closer to his 9-year-old son, and repeated, “sort of?”

“Well, I worked hard and got it tight, but then it started getting loose again, and now it sort of spins.” I managed to say.

The next words he uttered—the ones I am allowed to publish— were, “get cleaned up; we are going to NAPA.”

And thus, my mechanic career began.

The Basics

I am about to dispense some knowledge you have come to know and love. Lean in close, and listen with your ears when I tell you: change your oil. 

By now, you’ve probably abandoned at least some of your New Year’s resolutions. So what if you won’t complete a marathon, patent revolutionary AI technology, or pen the next great American novel, there is one you can still keep. You guessed it. Change your oil!

You know the drill. Let’s check in with the Federales and see what they say about lubrication for reciprocating engines. The Code of Federal Regulations (CFR) Title 14 Chapter I Subchapter C Part 33 Subpart C § 33.39 Lubrication system is a great place to begin our journey. This CFR addresses several key points, including lubrication levels to operate effectively, cooling the lubricant, and atmosphere venting.

How you catalog your reference points and resources is your business, but use some structure so you can get there quickly. Advisory Circular AC No: 20-24C, Approval of Propulsion Fuels and Lubricating Oils, is a great place to bookmark to your digital toolbox. You will find the horizontally opposed reciprocating engines information in Appendix 1 on page 18. 

Application

I recently started a new project at my day job, which involves working with our engineering team on particular circumstances related to shop orders. My primary task is to standardize the process and establish a work standard, also known as a standard operating procedure (SOP). Interviewing my engineering point of contact (POC), I inquired about the labor hours needed to return the units to service. His reply? It depends. 

Our discussion today on reciprocating engine oil follows the same logic as above. What engine oil should one run? Well, it depends. We can break down the oil types into three main types: 1) straight mineral, 2) ashless-dispersant, and 3) synthetic.

Straight mineral oil is typically reserved for cylinder break-in after a major engine overhaul or new cylinder replacement. Lycoming Tips from the Hangar discusses using mineral oil to break in new cylinders. The question posed was, how does one know when the engine is broken in after maintenance? The answer is, after oil consumption stabilizes. 

Ashless-dispersant oil is the industry standard for normal operations. Phillips 66, in their description of Type A engine oil, explains ashless-dispersant “formulation helps minimize the formation of engine sludge, varnish, piston deposits, and combustion chamber deposits.” This category serves most standard flight operations and is common among numerous powerplants.

The latest and greatest technology is synthetic engine oil. This stuff is straight out of Buck Rogers. 

Let’s get with the folks at Lycoming Engines and see what they say about engine oil. Do you have a basic understanding of oil screens, filters, coolers, and pressure relief? Lycoming wants to ensure you do, so they published Understanding Oil Flow to roll out this intel. Alright, my pilot friends, listen up. Is it true that the only things you care about concerning oil are temp and pressure indications? I think not. If you are reading my column, then I wager you care a great deal more about your oil system than just what the gauges say. If what I say is true, hit that hyperlink and prepare to learn.

Another resource distributed by the engine maker in Williamsport is Oil and Your Engine, three pages of pure aviation maintenance bliss. How often should you change your oil and filter? This entry from Lycoming’s Knowledge Base recommends every 50 hours. I have seen some change their oil at 25 hours, and I can confidently tell you that they had cleaner engines at overhaul time. Some entities push it to 100 hours or more. While I will not name names, you probably already know who they are. “I didn’t know we had crop dusters operating on this airfield.” Ha. “We don’t.”

The Lyoming Knowledge Base offers factory-based advice to aircraft owners, operators, and maintainers. Again, these are only recommendations, but they are good ones. Who better to provide advice on maintaining your engine than those who built it? I would also stick close to your local A&P or engine shop to get their take.

Lycoming also updates its Service Instruction (SI) library, many of which offer instructions on oil systems, lubrication, and break-in instructions. Service Instruction No. 1427C Lycoming Reciprocating Engine Break­In and Oil Consumption is an excellent resource. 

Products

Now that we are all schooled up on maintaining oil systems, what products are available to obtain? Back to Lycoming Engines to check out SI1014N Lubricating Oil Recommendations. Lycoming provides a valuable guide concerning ambient temperatures as well.

To avoid trying to sway you, I was once in sales but now defer to the journalist credo. I will allow the manufacturers to tell you in their own words.

Here is what you need to know:

Shell Global has AeroShell Aviation Lubricants, one of the most recognized brands in aviation. The AeroShell book contains a whole fleet of technical specifications and guidance on product applications in an easy-to-use and convenient format. The book is an excellent resource from a legacy brand of aviation lubricant.

Another long-term provider of reciprocating engine oil is Phillips 66. Don’t click the “Find the Right Oil” button in the right-hand corner. It does not cover aviation.

Exxon Mobil’s Other aviation lubricants page has some good intel. It is worth a look. 

RAM Aircraft, LP is a well-known dealer, store, and overhaul facility. They publish maintenance tips for piston engine aircraft, including oil recommendations. Remember our discussion earlier on the frequency of oil changes? RAM recommends, “every 50 hours or four months, whichever occurs first. More frequent oil changes are encouraged.” That sounds like sound advice to me, folks.

No shopping trip is complete without a stop by Aircraft Spruce & Specialty Co. and check out what adorns their shelves. 

Make sure to go back and bookmark these reference links. This intel should give you a baseline understanding to get you started down the runway. 

The post Reciprocating Engine Oil 101 appeared first on FLYING Magazine.

We stand at the dawn of a new age for general aviation. For years, the industry standard fuel, 100LL, dominated the market. Now a new player is entering the game, and they bring the hopes of a cleaner world with them.

Over a decade in the making and countless hours of research, testing, and design bring us to this point in history. After a prolonged silence, the FAA finally issued the decree. Change has come at last.

Rising Demand

GA has never been more popular. During the pandemic, as people disappeared from major international airports, small aircraft owners felt safe and confident in their own space and continued to fly. 

The expanded use of homebuilt, experimental, and light sport aircraft may strain the avgas supply chain even more, though how that increased activity weighs against historic records mitigates the concern somewhat. However, according to Fortune Business Insights in its report on avgas, the “rising demand for small planes and the growing popularity of sporting activities are likely to boost the aviation gasoline market growth.”

The recently increased activity—coupled with the potential restriction of current leaded fuel in an industry with a massive barrier to entry—could create the perfect storm for grounding aircraft. 

Before we begin, refresh yourself with this guide from the FAA entitled Leaded Aviation Fuel and the Environment, and establish a jumping-off point. Although the page is quite dated, it does contain some helpful information concerning the background of lead in aviation fuel. They mention the pathway of supplemental type certificates (STCs) “for specific piston engine and aircraft models to operate with new, unleaded aviation gasoline formulations.”

Today marks the third of my articles on the eventual sunsetting of 100LL. The first iteration came out when reports came in of certain California airports banning avgas sales. The second highlighted an approved unleaded alternative with an STC, but only on limited applications.

And suddenly, when the announcement shook the general aviation world, FLYING was there. Julie Boatman’s coverage made the announcement: A milestone in the search for an unleaded fuel replacement for 100LL avgas had been unlocked.

On September 1, 2022, General Aviation Modifications, Inc. (GAMI) received the approved expansion of the July 2021 STC. Some helicopter airframes still lack full approval; however, the engines are good to go. 

Great! We have mass approval. Now, what comes next? When will they start pumping G100UL?

Ramping Up Production

At this point, there are still more questions than answers. Instead of engaging in speculation, I went straight to the source and talked with GAMI president Tim Roehl, co-founder George Braly, and chief sidekick, their dog Moses. (OK, I didn’t specifically speak with Moses per se, but I am sure he was in the room.)

When I asked how things were going, Roehl offered, “GAMI received the FAA’s fleetwide certification, and we stand at the ready to provide the GA industry with a high octane, unleaded fuel. G100UL will offer tremendous advantages in engine maintenance and higher reliability.”

• READ MORE: GAMI Gains Avgas STC for Pistons on Unleaded Fuel

Roehl also mentioned that GAMI set up a website to try and quell the storm and answer questions owners, operators, and maintainers may have. The Q and A is in PDF format, so you can download it, share it, or post it on the wall in your hangar.

GAMI named Avfuel as their distribution partner. Together they are currently ramping up manufacturing. When they start pumping, it is critical to the industry that Avfuel maintains a continuous supply. Roehl mentioned, “One of the biggest challenges we face is forecasting volumes.”

I spoke with Marci Ammerman, vice president of marketing for Avfuel, and asked about the company’s collaboration with GAMI and their continued partnership moving forward. Ammerman replied, “Avfuel Corporation, through its sustainability products company, Avfuel Technology Initiatives Corporation (ATIC), has been working with GAMI since 2012 and other industry innovators. ATIC’s mission is to further industry sustainability product advancements, including bringing unleaded avgas to market.”

Now that the stage is set, when and where will the main event occur? The plan is to start in California, a fairly big stage and the number one state in volume. The decision by some California airports to ban 100LL is also a prominent factor in rolling out in California first. As this may occur at other airports in the Golden State, something must be ready to fill the void.  

When I inquired about the speed of delivery, Roehl advised me to expect a slow start at first, then allow the domino effect to start pumping in other regions. He assured me this evolution would not be like “Black Friday” at Best Buy.

100LL is challenging to produce and distribute; it is a boutique fuel in terms of volume, hence why there is a limited number of producers. Avfuel, Epic, Titan, and others commonly swap stock to meet the ebb and flow of their stock levels. 

Aviation fuel innovation is not widespread, and it is no wonder only a limited number of entities even attempt it. No new producers are on the horizon. Fear of negative press and the EPA keep them at bay. Some reports of an endangerment finding and pushing the 100LL ban out to 2030 have been making the rounds. Even now, as GAMI has approval, a total replacement of 100LL by 2030 would “be a challenge.”

Additionally, Europe is on the brink of banning tetraethyl lead (TEL), the chemical which adds lead to 100LL fuel. Distributors can still import blended 100LL fuel but at a very high price. At press time, the European Union Aviation Safety Agency (EASA) is evaluating the G100UL STC.

G100UL has no toxic chemicals nor organometallic additives (like TEL in 100LL). Scavenging agents, such as the ethylene dibromide required to try to scavenge the deposits formed by the TEL in 100LL, are also not found in GAMI’s product. Another thing missing is MMT (methylcyclopentadienyl manganese tricarbonyl), another organometallic additive with both engine deposits, as well as health and environmental concerns. 

When the transition occurs, converting to G100UL will be seamless. Operators will not worry about separate tanks nor exhausting their supply of 100LL; the new unleaded fuel can store in the same tanks as legacy avgas.

G100UL offers additional benefits. The result of going unleaded is a cleaner fuel burn, no deposits forming in the combustion chamber, and no fouled plugs. All of the above spells reduced maintenance. Trust me; you will appreciate the reduction when you see my maintenance labor total on your next shop bill.

Preparing for Launch

Although they are not pumping G100UL yet, they are ramping up and preparing for launch. Early estimates show a March or April initial rollout focused on a limited number of airports in California. GAMI intends to utilize the existing distribution network.

Avfuel and GAMI will issue a license to produce G100UL. Production and distribution will be in multiple locations based on demand. G100UL does not need a refinery

My colleague Jonathan Welsh continues to follow the avgas saga, including the $10 million funding for an unleaded alternative to 100LL. Eliminate Aviation Gasoline Lead Emissions (EAGLE) hopes to eliminate leaded avgas by the close of 2030.

The future is now, and the industry has never been closer to a sustainable unleaded alternative to 100LL avgas than it is today. That said, it will be logistically impossible to convert significant numbers of aircraft quickly. 

The feds continue highlighting their avgas initiative, including the sub-section, “Getting the Lead Out.” Although they do not mention GAMI or G100UL by name, like the page on lead in aviation fuel, the statement references the STC process.

STCs for the G100UL are now available at G100UL.com, and GAMI encourages early adopters to help us fund the initial production streams. Signing on early will provide much-needed capital and assist with production costs and logistical issues.

September 1, 2022. The beginning of a new era. Remember that date; it could end up on someone’s #OTD one day.

The post G100UL Avgas Replacement Set to Soon Hit Pumps appeared first on FLYING Magazine.

“Clear prop!” is one of the most commonly heard phrases at any general aviation airport. It is generally followed by an aircraft engine bursting to life, spitting fire, and burping smoke. What makes all that possible? Why, the aircraft starter motor, of course. 

And what if it doesn’t? Suppose a turn of the key is met with the “wrrr, wrrr, wrrr” you loathe to hear. It can be pretty embarrassing—all of your friends hanging out on the ramp, staring. You know what I am talking about. GA airports are like little ecosystems; everyone has their place, and they all know your business.

Now, what do you do? Everyone starts talking amongst themselves, and the kids ask a million questions. Sorry, guys. It doesn’t appear we are getting that hundred-dollar hamburger. You know what time it is. When you get back from Krystal, it’s time to start troubleshooting.

History of Hand Propping

In days of old, airplanes sat cold before starters were invented. Some were blue, said “this will not do, should be a better way,” they hinted.

Yes, it is true. Before electric starters, pilots had to hand prop their aircraft to get it started. Some of you Cub flyers will recognize this. When my colleague Jason McDowell profiled the Piper J-3

he highlighted “airplanes that lack electrical systems, hand propping is necessary.” Thankfully we have progressed and can now start aircraft from the comfort of the cockpit. That is when it works. All right, gang, let’s get started. See what I did there?

Hand propping is a nice trip down memory lane, and we could also discuss Hucks and pull starters, but there isn’t space or time for that. My goal is to give you relevant, actionable information you can use today in maintaining your aircraft.

In this piece, we focus on electric starters for Lycoming applications. Rest easy, Continental types; we will get to you, I promise. Rotax, your time will come as well. If anyone out there still flies Franklin aircraft engines, give me a call, and I will see what I can do.

Aircraft Starter Maintenance, Troubleshooting

In early aircraft designs, weight was a constant concern. Aircraft mirrored starting methods of the times, and many machines required hand cranking for ignition. At some point between the World Wars, the electric starter came into favor. This was less cumbersome than hand propping, especially on engines higher off the deck—and safer. 

Today we’ll focus on the electric direct drive starters for reciprocating Lycoming applications. The big Continentals use a starter adapter, a subject we shall delve into later. This intel is a good jumping-off point to understanding general aviation starters.

Checking in with Lycoming engines in Williamsport, Pennsylvania, they offer the following guideline on How to Clean Your Direct-Drive Engine Starter, specifically the Prestolite or Electro Systems models. Lycoming cites dirt and environmental contamination as one of the leading causes of starter failure. The Bendix drive (the part of the starter that, once energized, engages the starter ring gear) is open to the elements and continually accumulates particulates that hamper operation and cause it to stick.

Lycoming also publishes Service Instruction SI-1528 to address starter overheating. A snippet from this SI reads: Overheating is usually induced by an excessive duration of time used for the starting attempt (commonly referred to as a “crank”) and an excessive number of starting attempts that are not within a designated time period (commonly referred to as a “duty cycle”). 

When I was in the service, pulling duty meant work. The duty cycle for an aircraft starter motor is the same thing. Hartzell Engine Technologies produced a short video entitled Understanding Your Aircraft Starter’s Duty Cycle, which can help explain the concept. You may recognize the Hartzell name but associate it with propellers. You would be correct, but know they are also in the engine accessory business now.

Hartzell is making a name for itself in the general aviation space and now has several divisions obtained by acquisition. One such entity is Quality Aircraft Accessories, Inc. (QAA) in Tulsa, Oklahoma. I know this shop well; we did business for years when I had my engine shop. They have an excellent tutorial on aircraft starters that you can peruse and help build your knowledge library. 

Sky-Tec is another Hartzell brand. I’ve included their troubleshooting guide for those with these models in the fleet.

B&C Specialty Products, Inc. has a line of PMA/STC aircraft starters offering new products and overhaul services. Their B&C Starter Troubleshooting Guide is full of detailed explanations and is required reading for anyone maintaining their products. Another great resource is their reference library. 

Even the best cared-for parts eventually fail. Once you have exhausted all avenues for maintaining your starter, you may realize it is better to be safe than sorry and repair or replace your tired old unit. This brings us to our next spirited debate, overhaul versus replace with new. Which are you? Team OVH or Team NEW?

Before answering that, consider what the experts say about this issue. 

Let’s go back to Hartzell and check in with one of their discussions on the repair or replacement of your aircraft starter. It is interesting to note that, according to the company, “Hartzell is no longer manufacturing or overhauling Bendix-type starters.” Such is the price of progression.

Aircraft Spruce & Specialty advertises an older MHB-4016 overhauled starter, but they are currently at zero in stock.

Another shop that did work for me in Tulsa was Aircraft Accessories of Oklahoma, including starter work. I spoke at length with them recently about their recommendations when it came time to service a Lycoming starter. Echoing what Hartzell mentions above, the old Bendix-style heavyweight starters are not economical to return to service any longer. Not only are they labor-intensive, but the spare parts are tough to come by as well. They recommend replacing it with a newer lightweight unit also. 

During our discussion, I learned that the shop still maintains a robust business overhauling Bendix and Jack & Heintz starters for radial engines. There you are, Pratt & Whitney R-1340 Wasp and R-985 Wasp Junior maintainers; give AC Access of OK a call if you need starter work. 

Checking in with JD Kuti with Pinnacle Aircraft Engines in Silverhill, Alabama, he echoed the sentiment to use new lightweight starters for their Lycoming engine overhaul jobs. He will install overhauled starters for their Continental work. Why is that, you ask? Keep an eye out for our CMI starter article coming soon.

Starter Replacement Identification

Starter identification is straightforward, and the first place to check is the aircraft’s technical publications. In May of this year, we discussed the Illustrated Parts Catalog (IPC) to help identify the correct spare parts approved for your aircraft. 

As you can see on the Lycoming 0-360-B20 IPC, the model starter is LW-15572, a 24-volt unit with 12/14 pitch pinion. If that part number looks foreign to you, it’s because almost no one identifies accessories by the Lycoming number. They use the more familiar OEM Prestolite MHB-4016.

You will also note that Lycoming offers an OEM solution for a lightweight option in the form of a kit, part number: 05K21302-2. Both the heavy and lightweight starters deploy a 12/14 pitch. This refers to the gearing and must align with the starter ring. For this application, the starter ring gear is part number: 72566, found on page 10 of the IPC. The ring gear can be procured at Aircraft Spruce and changed in the field, although I recommend having your friendly neighborhood engine shop take care of it. 

If you want a quick reference guide for Lycoming starters and alternators, check out Service Instruction No. 1154W, a one-stop shop for identifying what you need. 

It is good to see businesses investing in general aviation. We mentioned Hartzell Engine Technologies LLC earlier. They also have a resource for their Starter PMA Eligibility, complete with FAA supplement data. 

We mentioned Sky-Tec earlier. Here is their application information.

B&C Specialty Products publishes a catalog of its products also. Make sure you download these and keep them in your digital library, or bookmark them for easy access later.

No aircraft parts shopping trip is complete without a stop at Aircraft Spruce & Specialty. This is a great place to check the starters and make notes. 

There you have it, folks, everything you ever wanted to know about aircraft starters and much more. OK, no, but this should get you in the ballpark so you know which questions to ask. At least now, when you pull the bird out of the hangar, yell clear prop, and hear “wrrr, wrrr, wrrr,” you won’t feel lost. 

The post An Introduction to Your Aircraft Starter appeared first on FLYING Magazine.

Pulling into Atlanta Regional Airport: Falcon Field (KFFC) off Dividend Drive in Peachtree City invariably ignites my memory and accelerates my sense of nostalgia. Being raised in an aviation family generally guarantees you will spend your formidable years pulling chocks and spinning props. The airport is an extension of the home. The third place has a picnic table adjacent to the terminal, and I often take my family there to eat and watch the airplanes depart.

I logged the better part of four decades at Falcon Field, first as a kid awestruck by the airplanes, then as an aircraft engine shop owner conducting business, and now as a journalist. 

I recently met with Col. Randy Hawkins, maintenance officer for the Commemorative Air Force (CAF) Airbase Georgia for a private tour and aircraft maintenance discussion. 

Airbase Georgia began with a provisional charter on February 28, 1987, and transitioned to Wing Charter No. 48 on January 30, 1989. Then called Dixie Wing by the CAF, they would hold that distinction until awarded Airbase status on February 18, 2021.

This airbase has a membership of approximately 200 volunteers. The maintenance team has 12 airframe and powerplant (A&P) mechanics on staff, roughly half of which hold an inspection authorization (IA). Also included are a dozen machinists or folks with specialized mechanical skills.

Do you remember our discussion on obtaining an A&P? One of the paths is practical experience. Randy mentioned that volunteering at the airbase is an excellent way for aspiring mechanics to build time, gain experience, and eventually take the A&P test. A vital component of on-the-job training is maintaining a logbook of work performed.

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

One volunteer recently presented his log to the Flight Standards District Offices (FSDO) and was met with the question, “You accomplished all these tasks?” The inspector only questioned it because the log was so detailed, and he had a broad range of work. Also, when sitting for the test, this candidate scored in the high 90s. This is an excellent example of how volunteering at the CAF can create a win-win scenario.

The airbase also has a group of female volunteers dubbed the Angels Squadron. This brings elements of Rosie the Riveter to Falcon Field and is a personal reminder for me of my Grandmother Ethel. I wrote a piece about her for International Women’s Day in 2021.

Time is a significant factor when maintaining these old warbirds. One can imagine the labor hours needed to keep each one airworthy, let alone a fleet of nine aircraft with several more in work. Because of the volunteer nature of the work, Randy has to keep a sharp eye on the maintenance. Everyone is very meticulous, as you don’t want to be the person who damages a piece of flying history. Each crewmember knows they can take their time to complete the task, as there is no critical mission that these birds have to fly by a specific deadline. 

That is all good; however, he jokingly mentioned that “the annual inspection should not take a year.” 

Randy and I retired to the ready room and talked about his life in aviation. His path took him from the U.S. Air Force (USAF) to instructing at Embry-Riddle Aeronautical University (ERAU) and finally closing his career at Delta Air Lines. He retired a few years ago and now fuels his purpose and passion at the CAF Airbase Georgia. 

Donations are always welcome at the airbase. Contributions fund the organization, and funding is limited. The machinist types of the organization were delighted recently to receive a 3-axis CNC machine 20 hp vector drive, a great addition to the shop machinery. 

Another gem caught me off guard at first. What I thought to be a toy was a 1941 Model C-3 Link “Blue Box” trainer. This device uses vacuum-operated bellows to train pilots to fly by instruments alone (IFR). Or, as my pilot friends like to say, “I Follow Rivers.” Every time I turned my head, there was another piece of history just begging to share a story.

Talking shop with Randy was a tremendous honor for me. His knowledge and attention to detail are a testament to the spirit of aviation people. You guys know what I am talking about, the folks that will brew a cup or pour a pint and talk with you for hours about making these birds taxi out and fly away.

I inquired about the maintenance practices for keeping older aircraft functioning and airworthy. Most are limited category experimental and operate with a special airworthiness certificate issued to enable the operation of surplus military aircraft. Regarding offering rides for donations, the airbase applies for a 6802 History Living Flight Experience and must renew the certification every two years. You can bet I will attempt to finagle a way to hop a ride. And, yes, I had to google how to spell “finagle.”

The team maintains the North American Aviation T-6 Texan and Beechcraft T-34B Mentor as type-certificated aircraft. A Continental Motors IO-520 Series engine powers the T-34; parts and technical data are readily available.

When tech data is not easily accessible owing to the aircraft’s age or scarcity, Randy and the team use resources adopted over the years to maintain compliance. One such site is Aircorp, a blueprints restoration company. From their website, Aircorp states they support the continued airworthiness of historical, legacy, and modern aircraft through award-winning restoration, maintenance, project management, parts fabrication, and sales.

It is mission-critical that these aircraft receive meticulous attention to detail and nothing is left to chance. I witnessed this first-hand when Randy discussed the efforts of the ongoing restorations of their 1941 Fairchild PT-19 and 1941 Stearman Navy PT-17. These trainers were produced in the same year, had very different designs and missions, and were even constructed with other materials. We talked about woodworking on the PT-19 and dope and fabric skills on the Stearman. Randy instructs the volunteers on the finer points of covering the ribs with material, rib stitching, and using an iron to pull everything taut. 

Other aircraft on-site at the Airbase are a North American P-51D Mustang, Bell P-63A Kingcobra, Douglas SBD-5 Dauntless, a replica Nakajima B5N2, and my personal favorite, the Chance Vought F4U Corsair. If anyone is looking for a last-minute Christmas gift for me, please consider Baa Baa Black Sheep on DVD. You can even bundle that with Rat Patrol and save money! See how I am always looking out for you by providing excellent resources.

A few days after my visit, I talked with Col. Joel Perkins, the airbase leader, about why people would consider joining the CAF or donating their time. He offered the following personal insight as to why he became involved with the CAF.

“At Airbase Georgia, we have a saying that you come for the aircraft, but you stay for the people. That is how my involvement began. I was drawn in by these iconic aircraft and the history they represent. As I got more involved in the organization, friendships started to form, and I quickly realized there was so much more to the CAF than I expected. These wonderful people have become my extended family.”

That sums it up, folks. 

The irony of the timing of this piece is not lost on me. I planned on writing about the CAF after attending the Atlanta Air Show at Peachtree City’s Falcon Field in early November. As I got to the viewing area, I saw their hangar and thought the CAF would be a great story. Little did I know how important telling their story would be. 

One week later, tragedy struck when a CAF Boeing B-17 Flying Fortress and Bell P-63 Kingcobra collided mid-air at the Wings Over Dallas airshow. FLYING first reported the incident the next day and continues to provide updates on the investigation.

The Commemorative Air Force addressed questions concerning supporting their families during this difficult time with this Twitter post. They instruct those who donate to “designate your donation to CAF, and it goes into a set-aside fund just for these six families.” I am confident that any amount would help.

This is not the time or place to debate the issue of flying vintage aircraft. Trust me; there will be lots of opportunities in the future. No, this time is for respect, reflection, and remembrance for those lost fulfilling a mission they dearly loved. We can honor them by treating those who hold a different opinion than our own. That can only happen with open, honest discussion. 

Joel and I did spend some time talking about keeping these old warbirds flying. He believes “there are plenty of old warbirds on static display.” I must say that I tend to agree with him. There is nothing like hearing a radial engine fire up and seeing a proud iconic flying history piece taxi out. The thing is, once they go static, they rarely fly again. 

I will leave with a quote posted on the Airbase Georgia website from Robert A. Heinlein, the science fiction author, aeronautical engineer, and naval officer, in which he says, “A generation which ignores history has no past—and no future.” Well said, sir.

The post CAF Airbase Georgia Keeps Vintage Warbirds Airworthy appeared first on FLYING Magazine.

Airplanes are complex creatures assembled from various hardware, aluminum, rubber, steel, wiring, tubing, and more. Designers dream up the concept. Engineers draw up the plans. Manufacturers push them down the assembly line. Owners leverage financial positions to procure, and mechanics bless them so pilots can put them in the sky. How does all this work? Pure Fantastical Magic, or PFM.

Let’s start at the beginning. An older mechanic once told me that aircraft batteries are almost always an afterthought. Electric current, he said, is just like oxygen. You don’t think of it until you aren’t getting any.

Aircraft batteries power aircraft with 12- and 24-volt systems and range from nickel-cadmium (Ni-Cad) batteries, vented (flooded) lead-acid, valve-regulated (VR) lead-acid maintenance, and the latest technology, lithium-ion. We will begin our battery journey with the lead-acid type.

You should know the drill by now. Let’s see what the Feds have to say about aircraft batteries. Remember, commit nothing to memory, use reference material, and trust but verify. Ready, go.

Battery System Guides

The FAA publishes guides to educate, inform, and govern activities on the care and keeping of aircraft batteries. FAR 23.1353 Storage Battery Design and Installation provides the roadmap to successfully maintaining your aircraft battery systems.

We have yet to cover Technical Standard Orders in detail, but TSO-C173 Subject: Nickel-Cadmium, Nickel Metal-Hydride, and Lead-Acid Batteries is another excellent resource. The FAA link does not work well; you must dig to get to it. Shoot me an email to editorial@flying.media, and I will send you a copy.

Any worthy maintenance endeavor begins with a trip to the aircraft mechanic’s sacred text, the Advisory Circular AC 43.13. In the early days of our time together, I introduced the 43.13 in The First Airworthiness Guide of the Maintainer Journey, highlighting AC No: 43.13-1B and AC No: 43.13-2B.

AC 43.13-1B dedicates section 2 to storage batteries. Beginning with 11-15, the general section, this AC informs us that most small private aircraft utilize lead-acid batteries. Continue, and you will learn of inspection and operation, maintenance, and potential issues. AC 43.13-2B deals with aircraft alterations and addresses batteries in chapter 10.

A third resource is AC No: 23-17C Systems and Equipment Guide for Certification of Part 23 Airplanes and Airships.

Major Players

Aircraft Spruce & Specialty Co. aircraft battery listings vary between brands, sizes, and scope. One typical example is the Gill G-25 aircraft battery. This 12-volt unit comes with acid (part number 11-01833) and without acid (part number 11-01673). A quick look at the application guide lists all the standard airframes, Beechcraft, Cessna, Piper, and more.

Another popular model is the Concorde RG-24-15 Platinum Series (part number 11-03878). This 24-volt battery is TSO Approved under FAA TSO-C173a. Here is where the TSO mentioned earlier comes into play. Spruce does a fine job of providing aircraft owners and maintainers with all the intel needed. They even have the RG Series aircraft battery Owner/Operator Manual. Check out the Q+A session at the bottom of the page.

Aircraft Battery Shop, LLC has a list of information sheets that can assist when managing your battery maintenance plan. According to their website, the company “builds FAA-PMA’s for nickel-cadmium, lead-acid, emergency battery packs, and temperature sensors on the market today.”

Teledyne Battery Products is the original equipment manufacturer (OEM) of the Gill Battery line. They have a battery selector, accessories, chargers, and even supplemental type certificates (STCs). Most manufacturers provide access to technical data, and Gill distributes theirs through the Maintenance Center providing environmental documents, technical updates, CMMS, and instructions for continued airworthiness (ICAs). One of their top distributors is Air Power Inc., offering a full-line catalog.

Heart of the Aircraft System

Chris Holder, Eastern U.S. sales manager at Concorde Battery, and I sat down recently to discuss the finer points of aircraft batteries.

FLYING: How vital are lead-acid batteries to someone’s general aviation aircraft? They are expensive car batteries; only you don’t get them from NAPA.

CH: The battery is the heart of an aircraft system—like a human heart. So, to say it’s vital is a bit of an understatement. If you are attentive to your health, you get your heart checked annually during a physical. Your aircraft battery must get the same attention at the annual inspection. It needs to be capacity tested to ensure it has a minimum of 51 minutes of power—commonly referred to as essential power. Suppose you lose an alternator or generator in flight. In that case, necessary equipment must continue to work, and the battery provides power to those essential components during that time—no power— no basic working equipment. Get the picture?

While there are similarities between car batteries and aircraft batteries, there are key differences. The plates in an aircraft battery are thinner. Because of this, when you charge an aircraft battery, you must control the voltage. You can damage aircraft battery plates with too much voltage for too long. It’s critical to refer to Concorde’s Component Maintenance Manual (CMM) for those voltage settings.

FLYING: What innovations has Concorde developed in recent years? Anything noteworthy?

CH: Our batteries haven’t changed much in the last decade. Our effort to educate the flying public about how important your battery is and what needs to be done over time to ensure airworthiness and reliability has become an emphasis at Concorde in the previous decade. 

If we’re being honest, we don’t overthink about our car or truck battery—until it quits working. Failure isn’t an option with aircraft batteries. They must stay healthy. Some may consider it a bit unusual, but Concorde spends excessive time helping our customers get their Concorde batteries to last as long as possible. We do this through our Virtual IA Renewal Series each January, providing free education to technicians and pilots. We host multiple forums yearly at venues like Sun ‘n Fun [Aerospace Expo], [Experimental Aircraft Association] Airventure [Oshkosh], and HAI [Helicopter Association International]. We also travel thousands of miles annually to educational seminars across the globe – teaching pilots and technicians alike the skills necessary to operate Concorde lead acid aircraft batteries reliably.

Concorde expands applications yearly through STCs or by becoming original equipment on new aircraft. What is always noteworthy is this—Concorde batteries are primarily handmade, which means attention to detail and robustness of construction are the resulting benefits. Batteries live in a vibratory environment, and their ability to withstand it is vital. Larger intercell connections allow Concorde batteries to recharge more efficiently, reducing the opportunities for sulphation to begin. Concorde’s RG Series (recombinant gas) batteries are also constructed with proprietary PolyGuard separators and AGM (absorbed glass mat) technology—technology so reliable that U.S. and foreign air forces have adopted Concorde batteries across the globe. As we like to say, “If Concorde batteries are good enough to be on the F-117 Stealth fighter, they’re good enough for your aircraft as well!”

FLYING: Please provide readers with the number one takeaway for maintaining aircraft batteries.   

CH: Fly the airplane! I know it sounds simplistic, but it’s the key. If your aircraft sits (and therefore your battery) for extended periods, the battery will self-discharge—even without a load. The hotter the ambient temperature, the faster it happens. A sealed lead acid aircraft battery will lose 25 percent of its charge:

• Every 90 days at 77 degrees Fahrenheit
• Every 45 days at 95 degrees Fahrenheit
• Every 21 days at 113 degrees Fahrenheit

As you can see, it can happen rather quickly. If you can’t fly once a week (and for at least an hour when you go), then a BatteryMINDer by VDC Electronics is a must. We worked with them years ago to develop an aircraft battery maintainer that could be (if needed) left on the battery for extended periods.

Using a typical automotive maintainer for extended periods will dry out the AGM mats and damage the plates of an aircraft battery, which ultimately shortens the life – rather than extending it.

Sulphation acts as a “barrier” and will not allow that portion of the plate to receive a charge. If you neglect an aircraft battery (by not flying regularly or using a BatteryMINDer during extensive downtimes), sulphation will begin to harden on the battery plates. If the sulphation isn’t corrected, it will expand and crystalize to the point that the battery will no longer operate in an airworthy manner.  However, there is a fix for sulphation. Our Component Maintenance Manual (CMM) describes an effective method called a conditioning charge to remove sulphation. It would be best if you had a charger with a constant current mode to perform this task.

There you have it, folks, the down-and-dirty of aircraft lead-acid batteries. I encourage you to download Concorde’s General Aviation Catalog and keep handy. Feel free to reach out to me if you have any questions. Thanks again for reading, and let’s be careful out there.

The post Batteries Are the Heart of GA Aircraft appeared first on FLYING Magazine.

T Gates, at the International Terminal, ATL Airport, sometime in the early 1990s. It is late, the second shift ends at 2300, and we button up this hydraulic access panel. The crew is tired and ready to call it a night. Everyone is careful where they step; Skydrol is slippery, and the stuff is everywhere. This Lockheed L-1011 TriStar will finish her stay with us and fly back across the Atlantic Ocean in the morning. 

The first thing we heard was the thrust of the engines spooling up rapidly. Making a left up the ramp requires a little oomph to get over a hump in the ramp. Next, debris littered the area as the jet exhaust spewed everything not nailed down our way. This jet blast included all the spilled Skydrol fluid that had puddled under our aircraft. Skydrol stings when it gets all over you. In the dark. When you thought it was quitting time. It stings badly. 

After the bad words ceased, everyone inventoried the tools, mopped up the spillage, and returned to the line maintenance locker room. Red-faced, a little sore, and very irritated, but otherwise, OK. There has got to be a better way to make a living. The flight line is no joke and not for the faint of heart. But I am an aircraft mechanic, went to A&P [airframe and powerplant maintenance] school, and have my certificate. This work is my destiny. 

After cleaning up, I walked into the line maintenance break room and asked to see the foreman. 

“Fred,” I began. “When I make junior mechanic, what are my options here?”  

He looked up at me exasperated and said, “You either work on the line or in the hangar. Now catch the crew bus. I have paperwork to do.” 

That was all. Thanks, good talk. 

Shortly after that, I left the company following a workforce reduction. The next 27 years took me into various positions, some on the concrete, others on the carpet. I shared this journey with you guys in my introductory post, “Passion and Purpose Fuel Lives and Aircraft,” and never looked back. As is the great circle of life, I recently returned to the company where I started my A&P journey, and I am neither on the line nor on the hangar floor.  

No one could have foretold nor predicted the state of affairs today. Certainly not on that dark night under the belly of a TriStar. My current position did not exist until a few years ago. It is the product of a changing time. As a technical analyst, I must be proficient with aircraft systems and how they operate, hence why you need an A&P certificate to hold this position. It is a mandatory requirement. We have come a long way, baby. 

What else can you do with an A&P besides work line maintenance or bang rivets on the hangar floor? Great question! Read on, young grasshopper. 

Aircraft and Component Work 

When most people think of A&P mechanics, they instantly associate them with an airline. Do not get me wrong, airlines are a great place to work, and one can make a good living there. I have friends I started on the line with that still physically work on aircraft today, and they love it. It is part of their DNA. Not everyone wants to spin wrenches in the trenches for their entire careers. What else can they do? 

Some airlines have a mechanism for mechanics to move from the concrete to the carpet eventually. Piedmont Airlines provides information about the path for A&P mechanics beyond physically working on aircraft.  

Here are just a few examples of life beyond the line: 

Lead Mechanic. Lane Community College has an excellent description for this role: “A lead aircraft mechanic is responsible for planning and leading the work of aircraft mechanics.” This fails to mention guzzling gallons of cheap black coffee, verbally berating new hires, and creative writing for logbook entries when the third shift bailed out without giving a good turnover. 

Quality Control Inspector. Aircraft inspectors ensure that everything is running smoothly. Additional duties include arguing the difference between a – and a /, starching their white gloves, and scheduling an inspection just as you need to push back for a flight. 

Maintenance Control Center Fleet Planner. These folks make decisions for short-term planning of aircraft readiness. The best ones have an office pool to see if specific tail numbers will ever leave heavy check. 

In other areas, A&P mechanics can also ply their trade at airlines or MROs to work in the training department, flight simulators, or as a technical analyst. 

Aviation-Related Work 

One area of aviation that does not involve direct contact with aircraft or components like an MRO is to work in the supply chain. Aftermarket aircraft spare parts are a massive concern as aircraft age and resources are stretched thin in the post-pandemic world. According to this report from Reuters, “few have been spared the impact of shortages or delays.” Airline and MRO entities are looking for relief anywhere they can find it. Some distribution companies staff technical sales representatives and product managers with A&P mechanics. 

While certainly not a requirement or prerequisite, having a technically trained team member directing business operations can undoubtedly add credibility to one’s business. Technical sales reps work with customers to use the company’s products and services. Product managers generally specialize in a commodity and engage the vendors to stock and market products. 

I spent some time this week with Alan Howell, business development director at Collins Aerospace and fellow A&P technician. When it comes to A&Ps as sales reps, “Having a technical acumen enables aircraft mechanics to customize offerings that meet specific customer requirements,” he said. That is a very polished way to say we knew how aircraft systems interacted. That and we have street cred.  

Rockets! When Mike Moore joined Virgin Galactic as executive vice president of Spaceline Technical Operations, a few things immediately came to mind. 1) Intergalactic travel is cool, and I could see why an airline executive would jump ship for a space gig. 2) If space companies need airline executives, they also need a technical workforce. 3) What better way to fill those ranks than with aircraft mechanics? A glance at their job board confirmed my suspicions. Several positions, such as specialist manufacturing systems technician, technical writer, and lead test technician, are listed.  

Ground Jobs 

In Part I of this series, I introduced you to my colleague Skip Moore, a Spartan College of Aeronautics and Technology graduate. After beginning his career in maintenance for Republic Airlines, Skip followed a similar path as I did. We even did business together with our respective general aviation companies. Skip and I both began life on the aircraft, and now we use our A&P certificates for a different mission.  

You are most likely saying, I thought we would talk about non-aviation jobs. Well, I am getting to that. Skip’s alma mater, Spartan, answers the question, “Can I do anything else with an A&P license besides work on aircraft?” on its A&P school information page. 

Let’s identify a few of these jobs. Some fields that could attract aircraft mechanics are gas turbine powerplants, turbine-powered yachts, robot assembly line repair, and medical devices. Knowing how to troubleshoot complex electro-mechanical systems can open more doors than people think. Auto racing is another excellent arena for the right person. 

I keep reviewing the Virgin Galactic career page, and the thought struck me, what a great time to enter the industry. When I turned out of A&P school in the early 1990s, you either went to the airlines or to general aviation; some lucky few got corporate jobs. Technological advancements are creating opportunities that did not exist even a decade ago. Hopefully, someone will see this column and know of a young person that is technical and looking for a career path.  

Aviation is not immune to outsourcing; much of the heavy check maintenance is done in Asia now. Great opportunity for those countries, but fewer jobs for kids in the states. The best way to combat that is to get started, learn everything you can, and either progress up the food chain or gain a highly desirable skill like welding. 

The future is now. As aerospace evolves, there will be more opportunities to thrive. Unmanned aircraft systems, eVTOLs, and zero-emissions solutions will stretch the horizon even further. How far do you want to go? 

The post A&P Certificate Offers More Than ‘Spinning Wrenches in the Trenches’ appeared first on FLYING Magazine.

It was a dark and dreary night. 

Frustrated, I stared at the wiring diagram in my Basic Electronics textbook. Something was causing a severe roadblock to my understanding of the concepts. I felt inept, and feared I would never pass this required course for the general portion of my studies. Working the second shift in line maintenance, we had some downtime between flights. It was an excellent opportunity to catch up on homework for my Airframe and Powerplant (A&P) classes. But on this night, I was not getting it. Perhaps I could transfer to the ramp, work stores, or spend eternity as a helper. I needed help. 

Help was right around the corner. Seeing me struggle, a co-worker approached me and asked if he could take a look. I slid the textbook over to him and continued searching for the newspaper “want” advertisements for a delivery truck driver. Not that there’s anything wrong with that. 

“What did you do in the Navy?” he began. 

“Sheet metal at first, but then transitioned to hydraulics,” I replied. 

Grabbing a pen, he opened up a napkin and began to sketch. Roughing out a series of lines, circles, and triangles, he turned it around and asked me what I thought. I stared at the paper and blinked a few times, stumped. Next, he assigned labels to the shapes. Under the thin line, he scribbled “rigid hydraulic tubing,” next was the circle, “hydraulic pump,” and finally, under the triangles, “valve.” 

Ok, that’s great, Dan. You drew a hydraulic schematic—big deal. 

He scoffed as if to say, “OK, tough guy.” Next, he drew a slash beside each word and wrote “wire” beside tubing, “power supply” beside the pump, and “solenoid” adjacent to the valve. Bingo. 

Learning is a lifelong process. Sometimes you get it. Other times you need a little help. Because of this lesson, I still refer to a wire as an “electron hose” to this day. 

Two weeks ago, we discussed the path to becoming an A&P mechanic, and I mentioned changes to 14 CFR Part 147 Aviation Maintenance Technician Schools. This week, we are diving deeper into understanding what those changes are and how they affect aviation maintenance training moving forward.  

Change Is Here 

FAR Part 147 provides guidelines and is the law of the land for aviation maintenance technician schools (AMTS). Until recently, aviation maintenance schools’ guidelines were over five decades old. Just imagine the changes, obsolescence, and innovations since the original rules were written. 

Billy Nolen, Federal Aviation Administration (FAA) associate administrator for aviation safety, announced at the 2022 Aeronautical Repair Station Association (ARSA) conference that change was upon us. Finally. 

The Advisory Circular AC No: 147-3C Subject: Certification and Operation of Aviation Maintenance Technician Schools was published in March 2022. The FAA distributes advisory circulars as a roadmap to assist aviation entities in gaining and maintaining compliance. 

In May, the FAA published an interim final rule and a request for comments regarding its new rule modernizing training requirements for aviation Part 147 schools. The new rule took effect September 21. 

Mechanic Airman Certification Standard (ACS) 

The Mechanic Airman Certification Standard (ACS) is the standard that drives the content for the new Part 147 rule. ACS bridges the gap between academics and industry and communicates instruction guidelines that students learn and upon which they will be tested.

In driving the curriculum and test, the ACS constantly reviews the content to maintain relevance and stay aligned with the industry. A dedicated working group will constantly review, evaluate, and adjust the ACS. It is important to note that the ACS also revamped the A&P test. 

One organization stands out as a driving force behind the new 147 rule and the ACS. The Aviation Technician Education Council (ATEC), which provides representation, information, expertise, networking opportunities, online tools, and more to the aviation maintenance industry. The leaders of ATEC play a prominent role in the new 147 rule and are a wealth of information concerning the topic.  

The new Part 147 is performance-based, with a strong emphasis on student exam scores. While this is by no means an exhaustive list, here are a few key points about the new look of Part 147: 

• There are no seat-time or credit- hour requirements (previously it was 2,000 hours). This adjustment allows for competency-based programming. 
• Curriculum approval is no longer required per 147; however, schools must show that the curriculum aligns with the ACS. 
• Nationally accredited institutions takeover from the FAA regarding details such as establishing: 
  • Teacher-student ratios 
  • Grading systems 
  • Number of instructional hours 
  • Competency determination 
  • Delivery method 
• Non-accredited institutions must have an FAA-approved quality system. 
• For nationally accredited schools, the FAA will transfer governance of educational elements to the appropriate department of education (DOE) 
• Freeing the FAA from curriculum approval takes them out of the classroom. 
• Distance learning oversight comes from the academic accrediting body, not the FAA. Students can train off-site and away from a fixed location. 
• Dual enrollment at a local high school is now possible. 
• This opens potential expansion of online training  
• The FAA will assess a program’s quality based on students’ testing results and a three-year rolling reporting mechanism. This will include oral, written, and practical testing. 
• Still certificated by the FAA, schools will need to produce quality students or risk losing their certification. 

The FAA will retain oversight of the following areas: 

• Facilities 
• Materials 
• Equipment and tooling 
• Instructor qualifications and experience 
• Student-to-instructor ratio for the shop environment (currently 1 to 25) 
• Quality system for non-federal accredited institutions 
• Ensure curriculum alignment with the ACS 

To comply with the new rules, schools must take the following steps: 

• Perform a gap analysis and match current content against ACS 
• Obtain new FAA-issued operations specifications (OpSpecs) to comply with the new rule and guide to do so. 
• The accrediting body which approves programs and delivery methods remains constant. 

Crystal Maguire, executive director of ATEC, was kind enough to spend some time with me and discuss how Part 147 finally came together. 

FLYING Magazine (FM): How did we finally get here after all these years? 

Crystal Maguire (CM): We started in 2009 and kept moving forward. The FAA was very supportive from the beginning. We worked closely with Tanya Glines, aviation safety inspector, Office of Safety Standards, to make this a reality.  

FM: It is quite an accomplishment. What makes you proud? 

CM: My favorite aspect of the new 147 is moving to a performance-based rule. We gained tremendous efficiencies getting the FAA out of the classroom. 

FM: So, what is coming next?  

CM: The Designated Mechanic Examiners (DME ) ranks are getting up to speed for testing next summer. The industry is facing capacity issues and needs to shore up its positions. 

Another exciting project is the development of a high school curriculum to prepare potential A&P students called Choose Aerospace. The goal is to give students the ability to take their general test right out of school. This progress will provide them with a head start on certification. 

Collaboration 

What does collaboration mean for aviation technical schools moving forward? 

In the past, the FAA held sway over course content and had to review and approve it. Now that course curriculum is no longer in the rule, this opens up relationships between schools and companies. Under the new guidelines, schools can update course content as needed.  

Because of the locked content, if a school wished to highlight a specific topic or focus on a particular subject outside the established curriculum, they had to add additional classes for that topic. Therefore to add more industry-specific content, schools had to expand their programs. The result was more time and additional cost.  

Under the new 147, schools can incorporate partner-specific content into their curriculum. One example is industry powerhouse AAR partnering with WSU Tech that “will expand the curriculum of WSU Tech’s aviation maintenance technology program.” AAR and other business entities are vested in the aircraft mechanic pipeline, especially in light of the looming mechanic shortage. 

Some companies are already feeling the pinch of a labor shortage. A recent Boeing study predicts demand for 193,000 new mechanics in North America through 2037. 

Spartan College of Aeronautics and Technology established a relationship with SkyWest Airlines, which “engages the student much earlier than traditional partnerships” with mentoring by SkyWest mechanics. 

I spoke with Adon Clark, dean of the School of Aviation at Middle Georgia State University, concerning his thoughts on the new 147. 

“It allows for more academic flexibility to meet the industry’s and our students’ needs,” Clark said. “It added new teaching requirements to better prepare our students for the industry. It will also provide an easier process to establish satellite-training locations, in the past, that would require a full Part 147 certification. 

When I inquired how the new change was going, Clark replied, “It is still very new, and we will see how the process goes.” We also discussed how the end goal is a better aviation labor pipeline. 

This new rule will not impact FAR 145 certified repair station programs or individual airlines/entity training systems. 

The bottom line is the industry needs A&P mechanics, not individuals from an A&P school who never tested. The hope is that the new more flexible Part 147 will help alleviate the skilled aircraft maintenance personnel shortage. That would be a welcome outcome for students and industry.

The post The Path to A&P: Changes to FAR Part 147 appeared first on FLYING Magazine.

The morning always comes earlier if you have stayed out all night. When some think back on their college days, there are fond memories of bar hops, coed parties, and the logistical beauty of 3 p.m. classes. Such luxuries are not afforded to the airframe and powerplant (A&P) students. We are a different breed of college student and have the emotional scars to prove it. Thankfully, our curriculum in the late 1900s did not include human factors, or I would have failed it miserably.  

The working A&P student endures a version of their version of the Crucible [the Marine Corps’ culminating physical challenge of recruit training]; only it lasts two years, not 54 hours. Before you Marine Corps types come at me, I trained with you guys at NAS Millington and have the utmost respect for your work on and off the base. Let’s leave it at that for now. Ooh-rah. Did the Aviation Structures Mechanic training I received in the Navy help prepare me for A&P School? Sure it did, in technical skill and the ability to twist safety wire on three hours of sleep. 

Staying out all night at a bar—sleeping until 10:50 a.m. to make an 11 a.m. class with optional attendance—is a far cry from working on the flightline until well after midnight only to have your butt in the seat at 7:30 a.m. the following day for the mandatory roll call. We are not the same. OK. Those who read this far must want to know about becoming an aircraft mechanic, so let’s get to it. 

What To Consider 

Autumn is upon us, and with the changing season, high school seniors from all walks of life must map a new path. Some are college bound, 529 savings plans fully funded by grandparents, and the most significant decision looming is which Greek letters will adorn their monogram. Others are not so sure and suffer from occupational insecurity. Some will enter the workforce immediately, either in retail or food service. Those jobs are typically low paying and are at risk of replacement from a dot-com or self-serve kiosk. Gary V preaches going to yard sales and flipping Pokémon cards on eBay. Good luck with that. 

The trades are an excellent way for those with a vocational skill set to earn a decent living. A friend of mine remodels houses, and he couldn’t quote me on a job because he is in Portugal with his family on vacation. My neighbor’s son is 19, is in tech school for welding, and will start his first job at $55 per hour. What about working on airplanes, you ask? Great question; read on ye seeker of knowledge. 

First and foremost, let’s crack into the data. Numbers drive everything these days, from stoplights to Starbucks; everyone needs to see the data before making a decision. The United States Bureau of Labor Statistics (BLS) recently published its statistics on Aircraft and Avionics Equipment Mechanics and Technicians. The BLS also has a link on how to get started. 

When contemplating a career in aircraft maintenance, there are several variables to consider. Deciding to become a certificated aircraft mechanic is a big step. The FAA Advisory Circular AC 65-11B Airframe and Power Plant [sic] Mechanics Certification Information is a good jumping-off point. This AC is an excellent guide that addresses the most common questions asked by those considering the A&P path. 

The next stop on your journey is AC 65-2D Airframe & Powerplant Mechanics Certification Guide. Did you notice how the FAA used two versions of the term powerplant? That is not the first time they will contradict themselves. My apologies to any feds who may be reading. Please know that this comment is not directed toward you. 

A&P School 

A great way to earn your A&P is to enroll in a Part 147 AMTS school. Although each follows the same FAA guidelines, they are widely different in their scope and scale of operation. Do your homework and ask a million questions. Peruse some websites that cater to mechanics and query their school experience.  

Some A&P schools offer perks to their students. My buddy at work and former customer of my engine shop, Skip Moore, went to Spartan College of Aeronautics and Technology and eventually landed a gig at Republic Airways. We swapped stories today at lunch, and he told me that Spartan provided its students with tool kits for school. 

The A&P school I attended made you procure your own tools, although they did offer a program sponsored by Snap-on tools, and that investment is still paying dividends today. Only my rollaway now sits in my garage, not a hangar, and it allows me to change tires on my golf cart instead of a Piper Cheyenne. 

Middle Georgia State University’s Aviation Maintenance Technology (AASAMT) allows the student to obtain an Associate of Applied Science in Aviation Maintenance Technology in conjunction with the A&P certificate. 

My alma mater, Embry Riddle Aeronautical University (ERAU), offers a path beyond the certificate and will help to considerably broaden your career horizon. I completed a bachelor’s degree in aviation maintenance management and could go on to obtain a master’s if I choose to do so. They also now have Ph.D. programs. Now, everyone, just cool your jets for a minute here. The world is not ready for Dr. Scarbrough, and I have way more fun writing for you guys.  

Also, be aware that this month a new rule takes effect for aviation maintenance technician schools (AMTS) and hopes to modernize instruction to better align with the current state of the industry. This rule overhauls Part 147 mentioned above. 

Military 

I had the best of both worlds. Having trained and worked as an aircraft structures mechanic in the Navy, I could hit the flightline running when I arrived at A&P school. I was able to serve in the reserves while I was in school. Steven Whatley, one of my colleagues at work, attended ERAU after he left the Air Force. He did not get an A&P from school; he wanted the degree first. How did he do it? Keep reading (USAF). We both took a military path and arrived at the same destination: certificated aircraft mechanic. 

Each Department of Defense entity has specialized programs to help members transition to the civilian world, including those in aircraft maintenance. The U.S. Navy (USN) Credentialing Opportunities On-Line (COOL) program offers intel on transitioning experience from the military to the civilian world. 

The Department of Transportation (DOT) site Veterans Transportation Career Center has a detailed section for Aviation Maintenance Technician.

Another path to working as a certificated aircraft maintenance technician is to sign on with an airline, a maintenance, repair, and overhaul (MRO) operation, or a fixed base operator (FBO) that values military service and, most importantly, will help guide you to certification. One such entity is PSA Airlines and its Maintenance Military Transition Program, which helps with a roadmap, training, and even tuition assistance. 

Experience 

There is another way to gain your certification—old fashioned hard work. A&P school is not for everyone, maybe there is not one close by, or your family does not have the funding. Perhaps you need to work to make ends meet, and time constraints keep you from pulling double duty. I was lucky; the GI Bill paid for my school, and my mother gave me a place to stay and cooked and packed all three meals I would eat during the day.  

The feds address the rules and regulations of using documented work experience to get certified. Remember Whatley from above? He used documented work history from his time in the USAF and his time working as a civilian contractor at Robins Air Force Base to apply to take the exams. Civil Service provided a representative to review everything and provide him with a letter. 

When I owned the 145 repair station, I signed off two guys to take their powerplant tests. I couldn’t offer an airframe letter because we did not do airframe work. 

Are you ready to run out and score your ticket to be an A&P mechanic? Maybe you could hang out your shingle to start offering 100-hour inspections, tire changes, and magneto timing? Like any profession, the job has highs and lows. Watch this space as we continue to unpack all things aircraft maintenance. And as always, if you have a question or comment, please reach out to me at editorial@flying.media.

The post How You Can Forge a Career Path in A&P Maintenance appeared first on FLYING Magazine.

Sam pulls the white plastic lid off his cup of coffee, and the aromatic vapors hit him with full force. As is customary, he will gripe about the quality of FBO breakroom coffee but drink it anyway. It continues to baffle him how some of the younger staff stops at that Java ‘n Juice boutique joint, plunk down seven bucks for a mocha-jingo-whatever, and then leave it half consumed all around the hangar. Not him, only strong black coffee in Styrofoam cups will do. As maintenance manager, he needs the caffeine to face the daily tasks before him. 

He hears the owner, Ms. Chambers, coming down the hall; her unmistakable heels clack on the ceramic tile floor. She finds him leaning against the breakroom doorframe and says, “I need to see you in my office, please.” 

Great, what now? Slowly making his way upstairs, he finds his boss pacing behind her large desk and pressing her fingers to her lips in deep thought. He sits and crosses his legs.  

“The FSDO called. They may want to stop by and talk to us,” she finally says. “There has been an incident.” 

A Beechcraft Baron had an engine shutdown in flight after coming out of a competing repair station across the field. The magnetos seized, and the engine lost the ignition spark. Thankfully, the pilot could feather the prop and get the aircraft to an airport, landing safely. After inspecting the logbooks, it appeared that the shop returning the airplane to service missed an airworthiness directive (AD).  

With concern on her face, the owner looks at her maintenance manager and says, “How can you be sure we catch all the ADs and that nothing slips through the cracks?” He can tell she’s serious. Sitting upright in the chair, Sam leans forward on his elbows and returns a confident look to his boss. “Because I make it mission critical that every applicable AD gets actioned,” he says. “Diane, I have staked my entire career on it.” 

• READ MORE: Top Five A&P Mechanic Traps

The 30,000-Foot View

Please permit me a bit of housekeeping before we get too deep into today’s lesson. This column introduces some of you to aircraft maintenance theories, practices, and techniques. It is a 30,000-foot view of a shop, hangar, and line operations. Others who have worked in the business for a long time may also benefit from these discussions by refreshing their skills, recalling similar experiences, or even learning a new trick or two. See “continuous improvement” in the policies and procedure handbook. 

Many of the topics may be familiar to you, and some you could be seeing for the first time. There is usually more to the story. With each article, I provide links to enable you to take a deeper dive into the content I present here. Please take the time to click them and glance over the material. It is an excellent backup to our discussion. Again, we are here to chat about aircraft maintenance. This space is a discussion, not a one-sided conversation. If you have questions or comments, please email me at editorial@flying.media. Thank you, now, let’s return to your regularly scheduled programming. 

• READ MORE: How Well Do You Know Aircraft Landing Gear? 

Three Types of ADs

The FAA issues ADs whenever there is an unsafe condition with an aircraft, aircraft engine, propeller, or appliance. The three types of ADs are: 

1. Notice of Proposed Rulemaking (NPRM), followed by a Final Rule
2. Final Rule; Request for Comments
3. Emergency ADs

And yes, everything we discuss in “Maintaining Your Airplane” is grounded in the federal aviation regulations (FARs). I bet you are dying to know which one covers airworthiness directives. The section of the Code of Federal Regulations that encompasses the FARs in question is none other than Title 14 / Chapter I / Subchapter C / Part 39. Would you like to know what it says? A summary: “FAA’s airworthiness directives are legally enforceable rules.” 

ADs are constantly in the news. Earlier this year, FLYING’s technical editor Meg Godlewski penned a piece concerning vintage Piper models. Just last month, editor-in-chief Julie Boatman made everyone aware that the FAA has opened the comment period on a nose-gear AD for the Tecnam P2006T. There is no escaping the airworthiness directive. If you are associated with aircraft in any manner—new or old—it will affect you.  

• READ MORE: All You Need To Know About PMA Parts

An Art Form

Diane had good reason to be concerned. Researching, pulling, and clearing ADs is somewhat of an art form. The FAA decommissioned the Regulatory and Guidance Library (RGL) on August 16, 2022. The information transitioned to the new web space Dynamic Regulatory System (DRS), which includes access to ADs. I will reserve judgment for now, but please try it out and let me know your thoughts. 

The FAA also allows you to sign up for a subscription to ADs and other airworthiness information. The European Union Aviation Safety Agency (EASA) tracks and distributes ADs as well, such as the one covering certain Continental magnetos: AD 2022-16-03. 

The FAA is not the sole source when pulling ADs. A service like Tdata.com can help you stay abreast of them as well. President/CEO Jim Thomas states that his product references applicable service bulletins to streamline the action of clearing ADs. That certainly could have helped the maintenance provider across the field. Let’s check with Diane and Sam and see what they found out. 

• READ MORE: The Wide World of Hand Tools

Missing a Service Bulletin?

So, what caused all the drama earlier? A neighboring maintenance provider serviced a Beechcraft Baron equipped with IO-550-C powerplants and a Continental ignition system. During the visit, they missed Continental Critical Service Bulletin CSB673C. Missing a service bulletin is not good, especially when that CSB becomes an AD. 

According to Continental Aerospace CSB673C, “The supplier of Continental Part No. 10-400561, Bearing, Roller, has identified one lot of the roller bearings was delivered to Continental with a light corrosion preventive lubricant rather than the specified translucent white grease. Affected magnetos assembled without the properly lubricated roller bearing have a potential to overheat, causing accelerated wear in the contact and cam follower.” That would not be fun if a magneto overheats in flight.

The feds felt that the Continental Aero CSB addressing the magneto bearing situation was dire enough to issue an AD. On July 29, 2022, AD 2022-16-03, Project Identifier AD-2022-00614-E, went live on the Federal Register. The AD became effective on August 15, 2022. My Tdata subscription alerted me to this AD on July 28, 2022, the day before the notice went live.

I hope you’ve enjoyed this introduction to ADs. Please join me in sending a big thank you to our fictional characters, Sam and Diane, for being good sports about the FSDO calling. A visit from the FAA is nothing to be scared of if you are all squared away. Keep abreast of airworthiness directives, and manage your business—or your airplane—accordingly.  

The post An Expert Introduction to Airworthiness Directives appeared first on FLYING Magazine.

The trend of creating top five lists is all the rage these days. Being ever vigilant to stay current with the times, I did what any modern self-aware man does when he wants to know about popular culture. I asked my wife. Lisa and I were on one of our treks around Lake Peachtree kicking around ideas for my article, and she said, “Why don’t you make a top five list?”  

My Generation-X brain did not register top five, but David Letterman’s nightly Top Ten List from the home office in Sioux City, Iowa, thrust forward from my memory like a coiled-up cobra. Maybe I could film a top 10 segment on TikTok and sling the card at the camera, piping in some glass-breaking sound effects! The top 10 most dangerous aircraft engine changes in a war zone sprang from my lips. My wife looked at me with an expression that can only be described as bewilderment. 

Top Five Lists Abound

OK, top five it is. It turns out one can create a list of just about anything. I hit my new resource of choice, medium.com, and fired off a search for “best top five lists.” To my amazement, page after page loaded, teeming with content, beckoning me to dive in. 

One title read “The Top Five Most Useful Commands in Pandas that I use every day.” To my dismay, Pandas is a data science term, not the cute and cuddly bears from Asia. And did you know that the Corr Command deals with the correlation of data and not an intergalactic mandate from Emperor Corr? ‘Tis sad but true.  

After the Pandas letdown, I thought my journey into reviewing top five lists would be super dull. Still, I stumbled on and ran across My Top Five Amazing Post Apocalyptic Self Improvement Hacks You Need to Action Today. If all this goes down and the world as we know it is gone, do I need to hang around and barter for dried beans, bullets, and bottled water? I think not. 

Renée Kapuku finally gave me something valuable: How to Change Your Life in 21 Days: Top Five Tips for Increased Productivity. Renée touched on one key point that resonated with me. Please write down your goal, then break it down into manageable micro-goals you can achieve in 21 days. 

Tip: Never Stop Asking Questions

By now, you know this space is not about me. It is about sharing resources, swapping stories, and passing tribal knowledge to the next generation. We greybeards have a duty to shed light on the enchantment of aircraft maintenance and bring these conversations out of the corner of dark hangars. Being an A&P for 29 years taught me one thing: never to stop asking questions and don’t be afraid to say, “I don’t know, let’s look it up.”  

I took to the mean streets of LinkedIn and asked a straightforward question. The one thing I would never do as an aircraft mechanic is [fill in the blank]. The following is a collection of those responses with some color commentary by yours truly. Get in, sit down, and buckle up. It’s time for “The Top Five A&P Mechanic Traps”—otherwise known as things you really should not do when maintaining an airplane. 

1. Assume 

How do you spell assume? There is a lot of truth in that somewhat inappropriate statement. The first trap that can get you in hot water is to assume anything. If you cannot help it, assume the part is faulty until you ops check it and deem it otherwise.  

Let me tell you a story about an aircraft mechanic who assumed the bolts he removed from a windshield were the approved part number, and therefore he re-installed the same ones he pulled and signed off the airplane. 

The shift maintenance manager justified this omission by saying that he was quite satisfied that the bolts that he had removed were the correct bolts and that it would take so much time to find the correct numbers in the illustrated parts catalog (IPC) that he did not feel justified in using the IPC in the circumstances of the job in question. 

Thankfully there were no fatalities on British Airways Flight 5390, in which that improperly installed windscreen panel separated from its frame, causing the captain to be sucked out of the aircraft. The captain has an incredible story to tell at the pub now, but I don’t think it was worth it. 

• READ MORE: How Well Do You Know Your Aircraft Landing Gear?

2. Execute a Task From Memory 

Nothing causes a mechanic to swell with pride like spouting off torque values from memory as they retrieve a torque wrench from the rollaway and strut up to the task in work. Should you be impressed? Nay says the International Civil Aviation Organization (ICAO). 

In 2003 the ICAO published the Human Factors Guidelines for Aircraft Maintenance manual. As a testament to the thoroughness of this study, this first edition remains the latest and greatest. Section 4 addresses “Internal Factors Influencing Performance,” specifically highlighting memory failure as a “psychological error mechanism” and contributing to the failure. 

Not only is boasting about memorizing aircraft data points, measurements, and values uncouth, it is also illegal. Remember, even if time doesn’t fade your memory—and it will—values vary between specific models, and sometimes manufacturers update technical data. Although rare, it does happen, and you do not want to be the one that risks your career, or another’s life so that you can show off. 

• READ MORE: All You Need To Know About PMA Parts

3. Fail To Report a Missing Tool 

In February of this year, I introduced you to the concept of tool control in aircraft maintenance. You can see firsthand why I chose this topic early in this series. Without tool control, things tend to GUE, you know—get ugly early.  

The mantra for a good tool control program is a place for every tool, every tool in its place.  

During our tool control discussion, we addressed shadowboxing. Larger aircraft maintenance facilities companies looking to mitigate risk from lost-tool foreign object debris (FOD) enact these programs, often eliminating the need for mechanics to acquire personal tools. Toolboxes containing pre-cut foam inserts show when a tool is out of place. Before a shift ends, a quick look at the toolbox drawers ensures everything is accounted for. If a blank exists where a tool is supposed to go, stop the presses.

Perhaps the maintainers of N158WA in 2017 could have benefited from a program like this. Under a proper tool control program, the mechanic would have noticed a blank space where the screwdriver should have been and possibly returned to the aircraft before it departed. No one was injured, but the airplane sustained damage after this wayward screwdriver hit the propeller of the Swearingen Metro II during the takeoff roll in Boise. 

• READ MORE: The Wide World of Hand Tools

4. Succumb To Owner or Manager Pressure 

I honestly cannot believe I even need to highlight this, but here we are. Although the instances were not typical, I have been there, and the offending party and I quickly parted company. That is the beauty of owning a shop. You talk crazy, and you join my no-fly list. Do not stand for that static. Most providers are safety first—cut ties with the haters and find a good one. On the flip side, don’t be that person holding up a job under the guise of safety because of a grudge. You make it harder for everyone else. 

• READ MORE: How Much Can I Work on My Airplane? It Depends

5. Falsify Aircraft Maintenance Logs/Records  

OK, gang, we saved the worst for last. You guys know the drill by now. The feds’ official stance on the matter is FAR 43.12: “Maintenance records: Falsification, reproduction, or alteration.” Allow me to summarize it for you: DO NOT DO IT. 

Seriously folks, if I have to explain this, or provide examples of how bad this is, then we have no hope. Everyone has heard horror stories of pencil whipping, selective inspections, and drive-by annuals. If an owner/operator ever approaches for a quote to “freshen up” a component, drop what you are doing and run for the hills. 

During A&P school, I studied under Jack Moore, an absolute Jedi Master of aircraft maintenance. He was looking to procure a Beechcraft Baron and found one nearby for a reasonable price. As he reviewed the logbooks, Jack asked the seller how much total time the airframe had. The guy popped out an ink pen, clicked it open, grinned, and replied, “How much time do you want?” 

Do you recognize any of these scenarios? Perhaps you have additional commentary or feel like I am way off-base. Do you have an aircraft maintenance trap to add? Drop me a line and share your experience. I promise not to tell, especially if the statute of limitations has expired. 

The post Top Five A&P Mechanic Traps appeared first on FLYING Magazine.

It starts at about 5 o’clock, just after quitting time for most businesses. People wander into the hangar, making small talk and eyeing the tables along the wall. Some have a small covered dish, maybe a bag of chips, and others carry coolers. Kids play cornhole on the grass beside the building, and someone produces a Bluetooth speaker for tunes. 

“Tuesday Evening Wing Night” at Tailwheel Alley is a time-honored tradition at Georgia’s Newnan-Coweta County Airport (KCCO). Several aircraft, such as a Pitts, a Christen Eagle, a Citabria—and others—populate the ramp. Perhaps someone will take one around the pattern, or they just like showing off. Pilots kick tires, boast about maneuvers, and enjoy good-natured ribbing. Someone fires up an engine, and all heads turn in unison.  

What is it about this collection of aircraft that is so special? It is printed proudly on the side of the hangar, Tailwheel Alley. There is an old airport expression that says you haven’t stopped flying a taildragger until it is chocked in the hangar with closed doors. As you can imagine, there is no shortage of strong feelings on either side of the fence, but before one can understand the nuances of a taildragger, one must first understand aircraft landing gear. Shall we begin? 

Landing Gear Types 

When we first began our Maintaining Your Airplane journey, I introduced you to the FAA advisory circular (AC) 43.13-1B, “Acceptable Methods, Techniques, and Practices - Aircraft Inspection and Repair.” This AC is a great resource and starting point for aircraft maintenance-related questions. It may not give you everything you need to complete the task, but it will get you off on the right foot.  

I believe the question was, what are the different types of aircraft landing gear? The AC43.13-1B contents page gives us the reference we are looking for, Chapter 9, Aircraft Systems and Components, Section 1, Inspection and Maintenance of Landing Gear. The publication begins in 9-1 General by describing the two main categories of aircraft landing gear: fixed and retractable. The fixed gear is the more basic and outfitted with wheels, floats, or skis. Amphibian aircraft can also have a combination of floats and wheels. In 1911 the amphibious Glen Curtiss’ Triad airplane had retractable gear. (I’ll bet you a nickel that you didn’t know that.)

Aircraft are configured as conventional (tailwheel) and tricycle, which also includes tandem on larger aircraft. Each can be fixed or retractable; fixed gear may or may not deploy fairings to improve aerodynamics. Electric or hydraulic power actuates retractable gear. In emergencies, the landing gear can be hand-activated with a lever in the cockpit or blown down by injecting stored nitrogen into the actuator cylinders. (Whoa, that must be intense.) The AC43.13 refers to tricycle gear as nosewheel-type aircraft, and they explain calculating the empty weight center of gravity formulas for each in Figure 10-4. 

Components 

 Each Maintaining Your Airplane article builds on a previous piece. Earlier, we introduced the Airline Transport Association (ATA) 100 Code Table and described how each number assigned represented a section of the airplane. As you will recall, ATA 32 is Landing Gear, and each subsequent sub-section denotes a different component of the landing gear system. We mentioned wheel fairings earlier; 3201 addresses those parts. Are you maintaining an aircraft with floats? Then 3246 is where you want to be. 

The ATA numbering system also provides a uniform system of controls for Technical Publications (TechPubs). For example, the Beechcraft King Air B200 Illustrated Parts Catalog (IPC) references ATA 32-10-00-13 for the King Air Standard Main Landing Gear Doors. Here you will find the part number for the Standard Main Landing Gear Door, 101-810015-1. The B200 has two landing gear options. Spend some time in this IPC, and you will see references to “Flotation.” This description does not indicate an amphibian configuration but a taller, more substantial landing gear option designed for unimproved runways and remote airfields. 

Other components classified under ATA 32 include, but are not limited to, actuation, wheels, brakes, anti-skid, tires, steering, and landing gear system wiring. 

• READ MORE: All You Need To Know About PMA Parts

Landing Gear Maintenance 

Aircraft are most vulnerable during takeoff and landing. We have all heard the stories of landing gear failures during both. The care and keeping of landing gear is the baseline for any aircraft maintenance organization. Everyone knows that powerplants and avionics panels get all the press, but the landing gear is where the rubber meets the runway. (Yeah, sorry about that; I could not resist.) As with everything airplane-related, the topic of landing gear maintenance ranges from simple to extreme, and lands on all points in between. (I did it again.)

You know the rules; always reference the OEM guidelines for maintaining aircraft and components. That said, there are also supplemental sources of information that can be pretty handy when getting familiar with your equipment. Again, head back to the AC43.13, consult section 9.2, General Inspection, and work down through 9-3, Cleaning and Lubricating, before getting into specific types with 9-4, Fixed-Gear Inspection, and 9-5, Inspection of Retractable Gear.  

I could talk about this all day, but we would quickly run out of space. By now, you should all have a copy of the AC bookmarked and should have no trouble digging in. We also need to highlight 9-12, Retraction Tests, known on the hangar floor as “swinging the gear.” This action requires someone in the cockpit to actuate the landing gear handle while others on the ground observe the movement and travel of the gear. Look for binding linkage, improperly rigged doors, and leaks. 

When working in the cockpit, awareness of your surroundings is essential. A lot is going on there, and you could get into trouble if you are not careful. One way to broaden your horizon and get better acquainted with the specific equipment you maintain is to cross-train and consult TechPubs that fall outside the maintenance realm. One such publication is Flight Safety International’s Super King Air 200/B200 Pilot Training Manual. In Chapter 14, they address Landing Gear and Brakes. This guide has an excellent description of the Landing Gear Control mechanism and indication lights. Remember, we are looking for three green down and locked! 

Our friends at the American Bonanza Society have a Landing Gear Inspection checklist that is worth a look. Again, these documents are for training and reference purposes only. Some of this is tribal knowledge and most likely obtained the hard way. Again, always consult the OEM maintenance manual when performing the maintenance action, operationally testing, and returning the component to service. 

Proper maintenance means proper tooling. Improper tools and working with substandard equipment could result in questionable maintenance, property damage, or personal injury. Often having the right tool for the job can be the differentiator between success and failure. When possible, seek specialty tool manufacturers like Tronair and consult them when setting up your hangar. 

• READ MORE: How Much Can I Work on My Airplane?

Landing Gear Intel 

I spent some time this week with Robert Bial, founding partner of Forefront Aerospace Services. Bial spent 15 years as president of Professional Aircraft Accessories, leading the company to become the market leader in aftermarket landing gear and component overhaul services. We discussed the finer points of landing gear maintenance, and he offered some great intel. 

FLYING: What are some things to consider when maintaining landing gear on aircraft such as King Air? 

Robert Bial (RB): Beechcraft requires the King Air landing gear inspections every 8,000 flight hours or every six years. The shop disassembles the gear and strips the paint, then performs all necessary non-destructive inspections (NDIs). 

They inspect the cylinders for scoring to the chrome tube. If found, the component may need to be repaired or replaced. Once complete, a technician paints the gear and performs a service/leak check. Before returning to service, an inspector reviews the wiring, lights, drag braces, actuators, and shimmy damper. 

FLYING: What conditions would cause the rejection of landing gear components? 

RB: It is common to see corrosion in the landing gear and sub-components. Exposure to the elements is often the cause. Inspecting for dissimilar metal corrosion where aluminum components meet steel bushings is essential. If caught in time, replacement or seals, bearings, and bushing may be all that is needed. 

FLYING: Explain to our readers what to look for when partnering with a landing gear MRO. 

RB: When selecting a repair facility to perform your next inspection or overhaul, experience is vital. Find a shop with the personnel and background to ensure a quality overhaul while offering the best value and turnaround time. Ensure they hold a Part 145 certification. Have they approved alternate DER repairs and PMA parts to save time and money and improve reliability? With supply chain issues making headlines, it is good to have another approved supply source. 

There you have it, real-world advice you can carry in your toolbox. ATA 32 is more than just the sticks under the airplane; we will have to wait until next time to break down the rest of the system. Until then, keep the rubber side down, unless you are like my buddies at Tailwheel Alley and like to roll over Beethoven in an airplane. 

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