It is springtime, and that means a return to the skies. 

Recently, we cheered on Stephen Mercer as Gardner Lowe Aviation Services in Peachtree City, Georgia, put the finishing touches on his family’s 1982 Piper PA-32R-301T Saratoga. Now, it is time for the pull-offs from that job to find a new life in Corey Sampson’s Cessna 172. We have been tracking this story from the beginning with Sampson’s decision to incorporate used-serviceable material (USM) in his retrofit. 

• Part 1: Cessna 172 Skyhawk Avionics

It is one thing to pull out the Garmin catalog and order up everything new and quite another to retrofit using USM. One must decide what to keep and what to jettison. The situation is not always cut and dried. What if you install all this stuff, and it doesn’t work? 

Thankfully, Sampson is an A&P and can do much of his own work. 

Avionics Equipment Installation

Planning for a major maintenance event comes down to one key element: attention to detail. I have seen more than one maintenance evolution derailed by the smallest detail. I once found myself stalled on a job—a major engine overhaul—for one bolt. Guess what? The airplane needs all of the parts to fly, not just some of them. 

I caught up with Sampson recently to follow up on the installation. He said that although routing was challenging, he didn’t hit any real snags along the way. 

Sampson mapped out his maintenance, and FLYING was there during the initial phases of this evolution. He ensured a clean, comfortable space in which to accomplish his work. The environment is everything in aircraft maintenance. Why do you think line maintenance aircraft mechanics receive a premium? Other factors to consider are tooling and technical data. Sampson had each of these lined up before removing a single component.

Sampson said the downtime for his 172 during maintenance was five weeks for the removal and installation, and one week for pitot-static recertification. He also removed the automatic direction finder (ADF), as it is now obsolete, and therefore, he could save some weight. 

Fitment and Operational Check

Once Sampson finished everything, it was time for Oasis Aviation Avionics & Maintenance to do the pitot-static and transponder check. The company also built up the harness and mapped everything to assist him during installation.

• Part 2: Cessna 172 Skyhawk Avionics

Once Sampson installed everything, it was time to button her up and functionally test the new hardware. To keep from running the engine in the hangar, he procured an external power supply from Aircraft Spruce & Specialty. 

“These portable power supplies are an excellent way to power your avionics on the ground while you train or practice in the cockpit,” the company says. “Especially helpful in learning how to operate glass cockpit avionics and panel mount GPS units.”

They are also furnished with Cessna-style, three-pin plug configuration and manufactured in the U.S.

Next, Sampson programmed and calibrated the two Garmin G5 Electronic Flight Instruments. Once that was complete, it was time to test fly the airplane around the pattern in Peachtree City. After the pitot-static check, he flew to New Orleans with his co-conspirator, Elijah Lisyany, for breakfast.

Continued Airworthiness Action

According to the FAA, “continued airworthiness requires that safety concerns within the existing fleet be addressed, and the knowledge gained applied for the benefit of future fleets as well.” 

The International Civil Aviation Organization (ICAO) breaks it down even further, stating that continued airworthiness “means all of the processes ensuring that, at any time in its operating life, the aircraft complies with the airworthiness requirements in force and is in a condition for safe operation.”

• READ MORE: Getting the Most from Your Prepurchase Inspection

That means Sampson now has to shift his maintenance plan to accommodate his new equipment.

Earlier in the project, Sampson opted for a Garmin GNS 430. Once installed, Corey adjusted the contrast, and viola, it worked beautifully. 

In January, Garmin issued Service Advisory (SA) 23018 Rev B—does it affect the continued airworthiness of Sampson’s Cessna 172? 

It depends. 

First of all, service advisory alerts are just that—advice. The only thing mandatory under FAR Part 91 is an airworthiness directive (AD). 

The SA clearly states that “display repairs for the WAAS and Non-WAAS GPS 400, GNC 420, and GNS 430 are no longer available and have been discontinued.” It does not say the units have been discontinued. 

Additionally, if feasible, someone could create an alternate repair either by DER or 145 process specification. There is more than one way to stay compliant. And, of course, Sampson could replace the unit with another USM GNS 430 or upgrade to Avidyne IFD 440.

The post Testing the Hardware After a USM Retrofit appeared first on FLYING Magazine.

The days are getting warmer, the sun is out later, and the birds are beginning to sing. Airplanes are starting to emerge from their long winter nap. Some owners use this time to catch up on maintenance, punch out those overdue squawk lists, or upgrade equipment. 

Last October, we met Stephen Mercer, who had recently acquired a 1982 Piper PA-32R-301T Saratoga, which he was upgrading with safety features. I am proud to report that our Saratoga came through with flying colors. You see, the fine folks at Gardner Lowe Aviation Services in Peachtree City, Georgia, took extra special care of this airplane and presented Mercer with the finished product in time to fly off to some Saint Patrick’s Day shenanigans. 

• READ MORE: Piper Saratoga Avionics Install: Part 1

Not to worry, the Saratoga pull-off parts went to a good home. As you recall, we joined Corey Sampson on his quest to economically remake his Cessna 172, and what is one man’s core is another’s used serviceable material (USM). 

Items removed from the Saratoga included:

• Garmin GMA 340 audio panel
• Garmin GNS 530W GPS
• Garmin GNS 430 GPS
• Garmin GTX 330 transponder 
• JPI 700 engine monitor 
• Garmin GI 106A VOR/ILS/GPS indicator

Sampson functionally tested and installed these units. The parts are now up and flying in his Cessna 172. 

Dual Garmin G3X with a Side of ADI GI275

Mercer is on a mission. His father-in-law is learning to fly. Their family also needs a recreational aircraft with a lift and range suitable for their needs. Why not accomplish both with one airplane? The family settled on an early 1980s Saratoga and plotted the next course of action.

A new panel was the first order of business. Mercer said the team could have saved money with Aspen Avionics but received recommendations for Garmin. After a careful review of the different platforms, it chose two each of the 10-inch Garmin G3x G3X Touch for certificated aircraft. Although a little pricier than others, it fits the Mercer family mantra: “You cannot put a price on safety.” Additionally, they also added a standby Garmin GI 275 attitude indicator (AI/ADI) as a backup.

• READ MORE: The Aviation of Things

I recently met with Mercer at Gardner Lowe to ask some questions about the selection process when speccing out this job:

FLYING Magazine (FM): Why do this upgrade now?

Stephen Mercer (SM): The family decided it was necessary to upgrade the avionics panel for safety purposes.

FM: I agree with the safety-first mantra. How did this maintenance action make your Saratoga safer?

SM: You are familiar with the redundancy as it applies to aviation?

FM: Yes, redundancy is a system designed with duplicate components. Therefore, if one fails, you have another as a backup.

SM: Correct. With (my father-in-law) still learning, I did not want to cross the cockpit to utilize the panel. The dual instruments ensure that I can concentrate on the task at hand. I also like to keep my eyes on the  traffic pattern, not staring down at an iPad. Also, keeping the autopilot on all the time reduces the stall threat.

• READ MORE: The Daily Life of a Repair Station

As part of the maintenance process, Mercer’s team removed analog gauges and the vacuum pump. When I asked him if there was anything else he was excited about, he said, “Yes, enhanced engine monitoring.”

Annual Inspection Time

As anyone will tell you, aircraft maintenance takes time. If you think about it, any project can be full of surprises, even for the best of us. When I go to my local Ace Hardware to get hinges for my wife’s kitchen cabinet project, I buy extra. You never know. When she asks how long it’s going to take, I am evasive about the time. I learned that lesson a long time ago.

Mercer knew this going in. While his Saratoga was down for the avionics panel upgrade, he decided to have the annual inspection accomplished as well. Lane Mitchell of Mitchell Aviation Services was only happy to oblige. Based there at Gardner Lowe Aviation, Mitchell handles most of the airframe- and powerplant-related actions for aircraft in the hangar.

Seizing the opportunity to conduct the annual while the team installed the new avionics panel saved Mercer time and resources down the road. Because Gardner Lowe partners with Mitchell Aviation, the coordination is built in. Too often, owner-operators will try to parcel out the work to the lowest bidder. This can cause confusion, delays, and ultimately costs more.

Trust is a huge component of aircraft maintenance. There are no shortcuts, but there are ways to save. Trying to buy parts off the internet and have your A&P install them is not one. If something goes wrong, who is going to stand good for it? Certainly not eBay.

The post There’s No Price on Safety appeared first on FLYING Magazine.

The day begins like any other. At sunrise, commute to the office, choose a parking spot, and pull in. Tap the security pad with an ID badge, flick on the lights, dock in the laptop, and start the coffee. The screen blinks to life, emails flood the inbox, and Outlook dings and pops up with the day’s first meeting.

This is how the day in the life of a certified repair station begins. While the above may seem routine and mundane—no different from any other profession—it is not. Long before the day starts, scores of others are already hard at work. Teams operate in every corner of the globe, working to fulfill the mission.

This Article First Appeared in FLYING Magazine

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Featured

Some companies are conglomerates with policies and procedures designed to ensure success at any facility across the world. Others are true small business ventures, staffed by family members.

Precision Aviation Group (PAG) FAA Repair Station is one of humble beginnings, as the company was literally founded in a broom closet. Since then, Atlanta-based PAG has begun an upward trajectory.

• READ MORE: The Aviation of Things

Adjacent to Atlanta Regional Airport-Falcon Field (KFFC), Aircraft Accessories International (AAI) FAA Repair Station in Peachtree City, Georgia, is an up-and-coming shop. Founded in 2014, it specializes in helping owners maintain older aircraft. Longtime readers of my Maintaining Your Airplane column online will be familiar with Pinnacle Aircraft Engines FAA Repair Station in Silverhill, Alabama, where JD Kuti overhauls Lycoming and Continental aircraft engines.

Not to be confused with the manufacturer, Sensenich Propeller Service FAA Repair Station in Lititz, Pennsylvania, specializes in propeller service and overhaul. Each of these is successful in its own right. Understanding their success means understanding the mission.

Mission-Critical Operator Support

PAG began life as Precision Heliparts Inc. (PHP). Founded in 1993 by Scott James, the company’s first business model was to supply parts to the helicopter industry, centering on mission-critical operators: medevac, law enforcement, and the Department of Defense (DOD). They rely on PAG’s supply chain to keep them mission ready. One canceled flight could lead to loss of life, a reminder of why PAG is in business.

In 1996, David Mast became president and CEO, and shortly after in 1999, PHP was named one of America’s fastest growing companies by Inc. magazine. Mast and James knew there was strength in numbers, and an expansion seemed to be the next step for progression. Western Canada is home to scores of helicopter operators, and in 2002 PHP established Precision Heliparts-Canada (PHP-C) in Vancouver, British Columbia.

Customers demand precision, so PAG begins its name with that. After expanding the company, the founders sought to control its destiny by becoming an FAA Part 145-certified repair station (CRS). In 2003, PHP obtained FAA certification and entered the maintenance, repair, and overhaul (MRO) market.

AAI’s journey began when team members of another repair station wanted to take a different approach to the customer experience. There comes a time when one must exercise the freedom to make a choice if necessary. AAI recognized a need to upgrade the support of older aircraft and seized the opportunity.

When Pinnacle changed ownership, the new leaders expanded the business model from a single scope, serving essentially one customer, to expanding and offering top-quality reciprocating engine service to everyone.

Customer Support Commitment

PHP reached another milestone in 2004 with the acquisition of Atlanta neighbor Precision Avionics and Instruments (PAI), and rebranded as Precision Aviation Group (PAG). PAG maintains 20 repair stations and more than 850,000 square feet of sales and service facilities in the U.S., Canada, Australia, Singapore, and Brazil. Using an inventory-supported maintenance, repair, and overhaul (ISMRO) business model, PAG is well positioned to support its growing global client base, providing MRO and supply chain solutions for fixed and rotary-wing aircraft.

PAG world headquarters sits adjacent to Hartsfield-Jackson International Airport (KATL) in Atlanta, led by accountable manager David Scarbrough. The AM, as defined by the FAA in Advisory Circular (AC) No. 145-9A, is the person designated by the repair station to be responsible for and have the authority over all operations conducted under Part 145. The AM also acts as the station’s FAA point of contact.

“Things are busy, and we are growing,” Scarbrough said. “Please forgive the dust. The facility is going through a renovation and expansion.”

The company is creating centers of excellence and overhauling its workspaces, shops, and conference rooms. In today’s world of lean manufacturing, 5S methodology, and Kaizen events under Six Sigma, companies must evolve through continuous improvement or lose market share.

We started our tour in the shipping and receiving department. Here, rows of boxes lined up on conveyor belts wait their turn to be checked in by the crew. People overlook the importance of shipping and receiving, which is a huge mistake. This team is your first line of defense for spotting incoming errors, such as paperwork issues or critical damage incurred during shipping.

It is also the last to touch the parts before your customer sees them.

The tour then proceeds through the various repair shops at the Atlanta branch. Our next stop was the instrument shop. We visited several more functional shops, including gyro and pneumatic, starter generator, accessories, and avionics. We finished up at wheels and brakes. As we walk through the shops, my A&P brain cannot help but start to piece together all the different components I see. Pretty soon, we almost have an entire airplane.

One of PAG’s stated growth strategies is to combine unmatched customer service with investments in inventory and MRO capabilities. This is where the ISMRO comes into play. Let’s say you are the director of maintenance for a corporate aviation entity with a small fleet of Beechcraft King Airs and one Cessna Citation X. One of the King Airs is coming due for an inspection, and another just experienced a starter generator failure. The X is off on a trip, and one of the company executives has to be in Omaha, Nebraska, to close a huge deal. They could fly commercial, but why go to the trouble and expense of maintaining a corporate flight department if you have to buy a ticket and stand in line with your shoes off?

Your choice is clear: Fix the King Air, pronto. The engine cowling comes off, and the maintenance crew pulls off the starter generator from the left engine. The generator comes off, but the end of the shaft is still in the engine. Yep, it’s a sheared shaft. A quick trip down to PAG, and the shop inducts the part. The good news is it can fix it. The bad news is a shaft is on back order and will not be in for a week. When all hope seems lost, the DOM calls PAG, and a customer experience coordinator answers before the third ring. The rep states an exchange is ready to go, and they will accept the older part as a core. The part ships, the mechanics install it, and the executive makes the meeting. Everyone wins.

Adam Fett, director of sales for PAG Atlanta, said the company does not deploy an outside sales force. Rather, the inside team will make customer visits and solidify the relationship. When I asked if the team was split by region or aircraft platform, Fett said that was not the case. “At PAG, we let the client decide who their rep is,” he said of a concept that is revolutionary for the MRO industry.

Our stop at AAI is essentially the same, only on a much smaller scale. CEO Kevin Allen and I met at the shop, and I could tell from the first few minutes that his facility was squared away. Are you familiar with the book Broken Windows, Broken Business: How the Smallest Remedies Reap the Biggest Rewards by Michael Levine? Its main point: Take care of the little details in your business, and the rest will fall into line. AAI maintains a spotless facility, which is not easy when dealing with decades-old aircraft parts.

Dan Landis serves as the general manager of Sensenich Propeller Service, and he is the main point of contact for technical support. Landis recently told me that the best part of his job is getting into the field and talking propellers with his customers. One of the best ways to connect with people is through organized events, so there is always something on the company’s calendar. Landis attended the Beechcraft Heritage Museum’s biggest event of the year, the Beech Party, in October in Tullahoma, Tennessee.

Start with Why

Simon Sinek has a best-selling book called Start with Why: How Great Leaders Inspire Everyone to Take Action. To begin, a business must establish and live by its core values. Many companies lose sight of this and drift far from the intended path. PAG states its clearly: “passion, service, integrity, teamwork, and quality.”

The leaders of PAG’s four sectors, avionics, components, engines, and manufacturing/DER services gather periodically to map out a strategy for the future. Mast established this practice years ago and even saves old goals written on index cards. PAG’s growth is based on two key foundations: combining unmatched customer service with investments in inventory and MRO capabilities, and establishing sales and service facilities close to customers worldwide.

Keith Stringer, vice president of engine services, oversees PAG’s Engine division. When asked about his biggest challenges, Stringer singled out the supply chain, specifically raw materials. Jordan Webber, vice president of component services, joined the organization in 2012, launching from scratch and running several divisions of PAG. In addition to running the component services division, Webber is also managing Canada and Australia. The supply chain is also a headwind for him, along with rubber for tires.

Ketan Desai is PAG’s chief sales and marketing officer. Desai said he has to be conscious of the cultural nuances when operating in other parts of the world. Some cultures wish to negotiate the price of goods and services, and it is up to the on-site leadership to work with the team to manage the transactions. Each location takes pride in the region it serves and incorporates that culture into the local PAG business. This is evident in the PHP-Canada logo, which features the corporate brand but also sports a Canadian maple leaf.

For those who work in the aviation sales business, they know of special elements not found in other industries. Take, for example, the aircraft rotable parts sales and core charges. KT MacIntosh, chief financial officer, explained that she has specific internal controls for outstanding cores, core returns, and unserviceable core inventory. In the story of the starter generator mentioned earlier, there was no core charge because the mechanic provided the core in advance.

Mast first joined the company with a singular vision: serving customers. That was his “why.” He knew that the core customer base was wholly first responders, and every mission was critical for them. One key thing to remember is that helicopters require 10 hours of maintenance for every one hour of use on a fixed week. To PAG, there are 10 times more opportunities to serve. We aren’t discussing just missing a big presentation—someone could perish.

Following the day of interviews, I reviewed my Moleskine notebook and the notes from every interview from the executive team to the technicians. They all had the same “why,” simply to serve. This was real. As I type this out, I keep glancing back at the Sinek book subtitle. Service is baked into the culture.

Over at AAI, Allen will point-blank tell you his “why.” Allen and I met recently and discussed why he chose the small business route and what makes his shop tick. “There needs to be an alternative between the original equipment manufacturer (OEM) and eBay,” Allen said. “At AAI, we have a passion to help older aircraft operate safely.”

We talked about how sometimes, if an older part is no longer available, a solution could be obtained using parts manufacturer approval (PMA) pieces or a designated engineering representative (DER) repair to return the unit to service.

At Kuti’s Pinnacle shop, the focus is on aircraft reciprocating engine service. Sometimes, diversification can dilute a brand, especially regarding reciprocating engine overhaul. Kuti said he needs to control quality, which means sticking to what he knows best—a passion for perfection.

PAG is constantly looking for ways to improve its business. When armature and stator rewinding became a bottleneck for production in 2020, it bought a rewind facility, invested some capital, and kept the line rolling. Landing gear requires a great deal of maintenance, and in the spirit of tip-to-tail coverage, PAG acquired landing gear provider Trace Aviation in 2021.

This is only the beginning, and each move forward is another step toward the vision set in the early days of the firm. We finished our conversation by touching on my favorite subject—aircraft maintenance. There is beauty in what those folks create behind the shop doors—honest work, technical in nature, and mission critical to serve the customer.

The Repair Station Process

Pilots need to understand specific, helpful nuances before engaging a certified repair station. This is hardly an all-inclusive list, but one that can provide familiarity with the process to significantly enhance your understanding:

BEFORE THE CALL

• Do your homework when choosing a repair station.

• Call or visit the shop and build a relationship with a specific rep. Building a rapport will give you confidence and may even save you some money.

• Ask for a detailed estimate, clearly identifying standard overhaul and over/above items. Inquire if the shop charges a clean-and-inspect fee.

DURING THE VISIT

• Ask to approve any new charges in writing not included in the original estimate.

• Do not try to source this material on your own. The shop is most likely receiving a discount and buying from approved sources. You may end up paying more for less of a product.

• Review the bill of material (BOM) and verify it matches the original estimate. If you see terms like “convenience assembly,” it is a legitimate charge the shop uses to cover additional costs like supplies, solvents, and hardware.

AFTER RETURN TO SERVICE

• Follow all post-visit instructions from the shop, including handling, setup, and break-in procedures.

• If your unit cannot be repaired or you decline the quote, the shop may initiate beyond economical repair (BER) charges.

• If it happens, always ask for your core back.

• After the visit is not time to negotiate. Take care of that before sending in the part for service.

This column first appeared in the November 2023/Issue 943 of FLYING’s print edition.

The post The Daily Life of a Repair Station appeared first on FLYING Magazine.

Twenty-four years ago, our civilization moved into a new millennium. Since then, it feels as if life sped up dramatically, and some struggle to catch their breath in the mind-numbing madness of the new age. Buzzwords abound, and with them comes a new understanding of what it takes to succeed in the 21st century. Or does it?

One such word making the rounds is IoT, or the Internet of Things. Pretty fancy term, eh? OK, great, but what does it mean? Oracle explains it this way: “The Internet of Things (IoT) describes the network of physical objects—‘things’—that are embedded with sensors, software, and other technologies for the purpose of connecting and exchanging data with other devices and systems over the internet.” It appears the entire planet is plugged in, interconnected, and immersed via the internet. You can’t sling a dead chock without hitting an IoT device.

As many of you know, I have 35-plus years in the aviation business. Never a day goes by that I take that for granted. Why? It’s the people. The Grateful Dead has “Deadheads,” Jimmy Buffett has “Parrotheads,” and we have Aeroheads. OK, so I just googled that with the hopes of trademarking a new brand and found out it is a boot, but you get the idea. Given that my aerospace peeps are so passionate, I thought we should chat about how we are making aviation cool again.

• READ MORE: Part 2: Cessna 172 Skyhawk Avionics

Aviation-Themed Products

Aerospace people come in all shapes and sizes, but one thing unites us all. That one common denominator is coffee, aka java, joe, etc. That said, you can imagine the number of coffee companies that wrap themselves in the aviation flag, proudly proclaiming they have the right stuff. See what I did there?

As this is a relatively new concept, I have yet to sample any of the below. Therefore, I cannot endorse any of these brands. Would I even be a good choice to critique anyway? Back in my day, we sipped hot blackish liquid in an ozone-killing polystyrene cup procured off the roach coach for 25 cents.

First up is Inflight Fuel Coffee Company. They have the coolest tagline of all, “Aviation Grade Coffee.” I did enjoy its blog and always like learning new things.

Lost Aviator Coffee Co. has an iconic Douglas Aircraft DC-3 splashed across its main page. It also sports some swanky swag and gear. Lost Aviator does sound a bit tragic, though. I wonder what the story is.

Rounding out the list we have Aero Brew Coffee. It sponsors a few airplanes and will be at the Sun ’n Fun Aerospace Expo, Hangar C, Booth 70, in April at Lakeland, Florida. Swing by and tell them Rick sent you.

Now everyone knows that when the work is complete—the tools inventoried and in their drawers, and you stow the logbook—it’s time to pour a little something and start telling tall tales. What better companion to liven up the mood than Aviation Gin. Did I mention they have a drink called the Rickey Reynolds? Enough said.

Now, if you need something that pairs well with coffee and gin, try the Aviator Cookie Company. I gave serious consideration to ordering a box, strictly for market research, of course. Hey, can I expense that?

Aviation Information Channels

I thought about how we used to stay informed in aircraft maintenance back in the day, and the methods seem absolutely archaic now. FAA Airworthiness Directives (ADs) would arrive via U.S. mail. If you wanted to check oil filter stock at Aviall, you had to call it on the telephone. Can you imagine Generation Z calling a store to see if it had stock? No disrespect intended.

Newsletters

Aircraft maintenance newsletters are great. The trouble for me is that almost everyone I subscribe to talks almost exclusively about heavy iron. Oh, by the way, did you know that an Alaska Boeing 737 Max 9 lost a door plug? Yeah, I know, crazy.

I subscribe to several, OK, 82 to be exact.

Podcasts

Nowadays, everyone seems to have a podcast. They are a great way to reach your target audience. I have listened to several, and although some are entertaining, nothing grabs me enough to lock in long term. I promise to listen to a few more and report back.

Digital Courses

Another way to connect with your audience is to teach them something. Curtis Hickling is doing just that. A veteran of Part 145 repair stations, Hickling is on a mission to equip aerospace professionals to make money dealing with aircraft spares. He recently launched a new platform called Aircraft Profit and even offers a free mini-course.

Let’s Get Social

You know what I am talking about. Following the social media wave is mind-boggling and constantly in flux. If I hear the term algorithm one more time, I’m going to snap. Que Grandmaster Flash here. With social media, don’t try to boil the ocean and read everything. Find a few good sources and stay plugged into those. I typically try to follow most of the major OEMs and look for service announcements and technical bulletins.

Sometimes, you can find some cool stuff and just have fun. Pilatus Aircraft launched a tweet—do we still call it that?—advertising its online calendar. Once I arrived at the site via hyperlink, I found its technical data as well.

What have you found interesting on social media? Send your best finds to Richard@ScarbroughCo.com, awesome memes and pearls of wisdom. I may just feature them in a future article. Thanks.

The post The Aviation of Things appeared first on FLYING Magazine.

Upgrades are supposed to be fun. You and your significant other are lugging carry-ons, purses, and laptop cases, slugging them back to steerage, praying for a sliver of overhead space to avoid flying with your knees up in your chest. A flight attendant spots you and comes racing in for the rescue. You and your companion have been selected for an upgrade to first class. Mimosas, here we come! Yeah, those are not the aviation upgrades we are talking about today.

No, these upgrades don’t come with steamy towelettes and tons of legroom. The upgrade on the docket is a little more involved as we go about removing legacy components that have been in place for decades—ah, the stories they could tell—and replacing them with repurposed avionics from a once hangar mate. Out with the old and in with the new!

When last we left Corey, he had received the pull-off avionics parts from Stephen’s Saratoga and was prepping to install them in his 1966 Cessna 172H Skyhawk. All set up in his T-hangar, it was time to get down to business. You heard me correctly, ladies and gentlemen. After months of planning and a can-do attitude, Corey got busy pulling apart his panel.

• READ MORE: Part 1: Cessna 172 Skyhawk Avionics

Careful, Diligent Removal

Disassembly is easier than it sounds though one does not simply go ripping and snatching on aircraft components. While it is true these are pull-off units, they do have value. Corey could pass them along to another, as Saratoga Stephen did for him, sell them as cores, or keep them as souvenirs. The first order of business was to map what was to be accomplished before laying wrenches on it.

As the pieces come out, it is important to take time to tag them with relevant information. Part number, serial number, condition “AR” for as removed, the date, and N-number of the aircraft. This is helpful if you need to identify the item later, especially if Corey passes them on to someone else.

Once removed and tagged, Corey placed them out of harm’s way and began the task of preparing the panel for installation.

Installation Prep 

Step one for the installation is to inventory everything. Steve and the crew from Oasis Aviation manufactured and delivered the wiring harness, and it looks fantastic. The team even created and provided a wiring diagram. This will assist Corey with the installation of his replacement equipment, and it will become part of the aircraft technical documents to be retained for future reference during maintenance events. Once inspecting it, Corey loosely installed the new wiring harness. Also, the avionics trays are installed loosely. Once the harness is cleaned up, he will secure them in place.

• READ MORE: Oasis Aviation Sponsoring Aviation Avionics Apprenticeship

Next, it’s time to wire in the circuit breakers and fasten the routing. This is accomplished with zip ties and a stand, making everything nice and tidy. This will ensure everything stays in place when the new components are installed. It takes more time on the front end but will pay dividends in the long run. Oftentimes, mechanics will race through removals and not take proper pictures or notes. This is a mistake. While in the area, go ahead and do an impromptu inspection. Look for frayed, chafed, or broken wire. Check for visual discrepancies like cracks or corrosion. Use this time to get to know things behind the panel—you are not here all that often.

There is a fair amount of dust and debris that collects behind instrument panels. Give everything a thorough cleaning and use a high-powered light and inspection mirror to see those hard-to-reach places. Another good exercise is to replace any loose or damaged hardware. Stripped screws, broken lock plates, and cracked brackets are common occurrences. Again, use this time to correct any and all issues you find. As a mechanic, one cannot “unsee” problems once they arise. Now that everything is prepped, we will move forward.

What Comes Next

Alright, sports fans, we have come to a stopping point. Yes, I know you want to keep going, but Corey is doing this after hours, and he has a family and a full-time gig to attend to. Trust me when I say you don’t want to rush aircraft maintenance. Even so, it is important to make steady progress. Just like anything in life, your repetition creates your reputation. Don’t rush or skip steps, and always stick to the maintenance plan.

I asked Corey to share his next steps. Here are some maintenance actions that are forthcoming in the refurbishment:

• Install the new avionics panel.
• While I had the interior out, Corey pulled all the old fiberglass insulation and discarded it. He is planning on upgrading to a better and newer soundproofing insulation. While the airplane is down for maintenance in one area, you can always use that time to  perform additional upgrades.
• Next, Corey will need to install GPS antennas and wire them up. We will follow this process with him as well.
• We removed the old automatic direction finding (ADF) system. After removing the old antenna, we will have to patch the hole made from it.
• Lastly, we still need to remove the vacuum system.

That’s it for now, folks. Stay tuned as we keep working on Corey’s Cessna 172 project. Don’t forget we are also tracking Stephen and his Saratoga. There is still so much to do. Take care and stay safe!

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

Imagine waking early on your annual family vacation day and packing the car for a trip to the airport. You arrive two hours ahead, park the car, and check the luggage. Finally, you clear security and arrive at the gate. It is packed, wall-to-wall people.

You see the airplane at the gate; it cannot be long now. Suddenly, the ramp crew starts pulling bags off the airplane, and the gate agent makes an announcement via the intercom: “Ladies and gentlemen, it is my sad duty to report that our aircraft suffered a mechanical issue and cannot make today’s flight.” Now, this is typically not an issue, just dispatch maintenance, but in the near future, it could be detrimental to your vacation.

Who is going to work on the airplane?

My colleague Michael Wildes recently penned a piece about this for FLYING, and not much has changed since. Thankfully, the industry is resourceful and constantly taking measures to correct the situation.

Avionics for the Rest of Us

Those of you who follow my column know of my passion for training the next generation of aircraft maintenance professionals. You also know that my avionics skills are on a third-grade level. No offense to third graders. The FAA mandates training for pilots and mechanics, but avionics techs is a virtual no-man’s-land.

All of this brings me back to our Skyhawk project. When we last left Corey, he was working through the idea of upgrading his avionics panel using removed serviceable material from his friend’s Saratoga. During the time spent walking through that project, Corey informed me that he would need all new wiring to go with his new gear. Enter Oasis Aviation Avionics & Maintenance, a Newnan, Georgia, aircraft maintenance facility with a new business element that just may surprise you.

Earlier this week, I met with Oasis owner and president Steve Olive, a retired Air Force colonel, and found a pleasant surprise in my own backyard. Olive and company are looking to fill the void for avionics technicians by offering an apprenticeship program. Oasis Aviation is the sponsor and pays the student. Learn Avionics LLC delivers the related training and instruction.

Oasis is selective with its candidates, as the plan is for the students to join the crew at some point. There are only two criteria: The applicant must be 18 years old and a high school graduate. The firm receives applicants from high schools in its surrounding area, the Coweta CEC Center, and Spaulding County, Georgia.

Olive outlines what traits make good avionics technicians:

• Keen attention to detail
• Touch of OCD
• They never ever give up.

The avionics technician apprenticeship program is one year or roughly 2,000 hours. Graduates can add airframe and powerplant (A&P) for another two years or 30 months. Students start by stripping wire. Soon after, they move to pinning wire, assembling a connector, and then eventually building up the wiring harnesses, like they are doing for Corey. Once complete, the team creates a custom wiring diagram for all installations. Thus far, 10 graduates have finished the program.

Apprenticeships

Apprenticeships are not new, having been around for centuries. With a majority of the media focusing on FAA Part 147 schools, apprenticeships are sometimes an afterthought. Longtime industry organization Aircraft Electronics Association (AEA) offers an apprenticeship program, but it differs from Oasis as AEA graduates are eligible for a FAR section 65.101 (a)(5)(ii) allowance for the issuance of a repairman’s certificate. While the outcome is slightly different, Oasis does use the AEA curriculum in its program. The hope is that students stay on and join the team.

The U.S. military is keenly aware of the need for its service members to transition smoothly. Given that, the Department of Defense created the SkillBridge Program. Commanders in the military allow service members to leave the military early in order to train. Olive knew of a Marine who recently went through the program and is now at West Star Aviation in Chattanooga, Tennessee.

The Georgia Department of Economic Development provides some good information on what an apprenticeship is. It describes it as “a work-based training method that combines formal instruction with on-site, occupation-related training.” There are also apprenticeship opportunities at the federal level. The U.S. Department of Labor’s (DOL) Employment and Training Administration offers ways to register for an apprenticeship. There is a tremendous amount of good intel there. Another good resource is the DOL’s ApprenticeshipUSA. I encourage you to take a look and do your research. Perhaps you know someone who could benefit from a program like the ones offered?

Growing the Tribe

The best part of my job is getting connected with like-minded people who are always seeking to help one another. The Oasis Aviation Network was created for that very purpose. I’ve told you that my strong suit is not avionics. Most aircraft maintenance technicians are either A&P or avionics skilled. Some can do both, and if you find such a unicorn, capture it. We want to study and replicate it somehow.

The Oasis Aviation Network approached small aircraft maintenance shops with an idea to expand their businesses. Did you know that you can install the radio with just an A&P? These smaller shops may not have an avionics-skilled person on staff, but they are confident in their relationship with the network and can always call upon the team for help.

Now having more than 300 network members, the Oasis Aviation Network continues to look for ways to support the aircraft maintenance industry. Members can buy products, obtain training, and receive technical support. I am going back to spend some additional time with Olive this week. I might even learn a thing or two!

The post Oasis Aviation Sponsoring Aviation Avionics Apprenticeship appeared first on FLYING Magazine.

There comes a time when social norms fall out of and then back into favor. Take, for example, recycling. In the early days of frontier America, folks had to make do with what they had. Neighbors helped each other and reciprocated when the circumstances warranted. What was once one person’s old barn became another’s two-wheeled cart, and so forth.

In the manufacturing boom of the Industrial Revolution, inexpensive goods flooded the market, and advertisers beckoned us to drop the old and replace it with the new. This seemed to work well until the 1970s when certain people despaired over the landfills filling up, and a new age of convenient curbside recycling emerged.

A subset of the population kept the old frontier spirit alive in America, and that would be the general aviation airplane owner. Reduce, reuse, and recycle is not just a slogan for these men and women: It is a mantra. I have personally witnessed the repair of a $45 flight bag handle using CherryMAX blind rivets (I may or may not have had a hand in that, depending on who’s asking).

Out with the Old

When researching this article, I wished to find the origin of the phrase “one man’s trash is another man’s treasure.” As it turns out, the inter-webs attribute it to no less than seven individuals on the first page of search results alone. Given that, it is most likely that no one is exactly sure who initially said it. For all we know, Fred G. Sanford said it at some point on the 1970s sitcom Sanford and Son. Oh, and the G stands for “Get up to the hangar and get this stuff.”

Do you remember Corey Sampson and his project airplane, a 1966 Cessna 172H? Well, Sampson and I are back at it again. 2024 is a new year with a fresh set of maintenance evolutions. In October, we spoke with Sampson about his maintenance plan, and one of the projects highlighted was an instrument panel upgrade.

Sampson’s current setup is a throwback to days gone by. His audio panel is a King KMA 24, with Narco MK12D comm radios, King KN 64 DME, and Arc RT-359A transponder. As an A&P mechanic, I leave the avionics stuff to the experts, but I recall seeing these components throughout my 35-year career. Functionally, everything works fine, but Corey is ready to upgrade.

Used Serviceable Material (USM)

According to aerospace powerhouse Oliver Wyman, there is a tsunami of used serviceable material (USM) coming with regard to aircraft parts. Estimates show that the current USM “represents 11 percent of total aftermarket materials spending versus 9 percent in 2019.” While airline fleets command a majority of the USM headlines, GA operators have utilized these repurposed parts for years.

Enter Stephen Mercer and his 1982 Piper PA-32R-301T Saratoga. We are tracking Mercer’s installation, which is in the works at Gardner Lowe Aviation Services in Peachtree City, Georgia, outside of Atlanta. Stephen and Corey, until recently, were hangar mates and often helped each other whenever necessary. GA owners are a tribe that relies on each other for advice, support, and friendship.

Corey worked a deal to obtain the avionics panel from Stephen after Gardner Lowe removed it from his Saratoga. The details have yet to be completely ironed out, but to date, the components included are:

• Garmin GMA 340 audio panel
• Garmin GNS 530W GPS
• Garmin GNS 430 GPS
• Garmin GTX 330 Transponder 
• JPI 700 engine monitor 
• Garmin GI 106A VOR/ILS/GPS Indicator

Next on the schedule for removal are the antennas. The Saratoga is also undergoing its annual inspection, and the avionics installation remains active. I intend to document these maintenance evolutions in real time. Given that, everyone knows that plans are fluid, especially in aircraft maintenance. More on that later.

Preparing for Installation

I feel I’m invoking my inner Charles Dickens, but we have “A Tale of Two Airplanes” instead of A Tale of Two Cities. While Stephen is going full flat panel with a factory-new install, Corey is repurposing USM but also upgrading his Cessna’s panel.

Yes, much of Corey’s installation will come from Stephen. There is also an element that is brand new. As part of the conversion, Corey procured two Garmin G5 electronic flight instruments for certificated aircraft and picked them up this week. According to the product’s website, this “replaces traditional electromechanical instruments; can be configured in attitude, DG/HI/HSI, and turn coordinator positions.” Approval to install comes from a supplemental type certificate (STC), and this model is applicable to 560 aircraft.

Another late-breaking development in the avionics swap plan emerged this week. Garmin recently released service advisory No. 23018 Rev B, stating in part that “effective immediately, display repairs for the WAAS and non-WAAS GPS 400, GNC 420, and GNS 430 are no longer available and have been discontinued.” How does this affect the decision to continue flying the GNS 430 Corey is getting from the Saratoga?

That’s how it goes with aircraft maintenance. You have a maintenance plan in place, obtain material, and schedule downtime when Murphy’s law checks in and says, “Not so fast.” We are still unpacking what this means for the continued airworthiness of the GNS 430. An OEM like Garmin withdrawing support for products is a key driver in the parts manufacturing approval (PMA) and designated airworthiness representative (DER) repair world. At press time, it is too soon to tell how this ball will bounce, but rest assured, the industry will find a solution.

Just like an airplane trims the controls to meet the wind, so shall we adjust to the changing winds of the aviation aftermarket. Thanks for reading, and stay tuned to see what happens next!

The post Part 1: Cessna 172 Skyhawk Avionics appeared first on FLYING Magazine.

When the holiday lights fade and faraway relatives return to their lands, it is finally time to pick up the pieces of your life, wipe off the New Year’s Eve glitter, and brace for the inevitable. It is time to go back to work.

Ah, yes, there are reports that need writing, oil that needs changing, and wrenches that require spinning. As idle hands are the devil’s workshop, let’s take a page from our British cousins’ playbook and “best get on with it.”

The year gone by, 2023, leaves us with more questions than answers, and in aircraft maintenance, that is not a good thing. We know that interest rates are up, consumer confidence is down, and the prop on the airplane spins around. That is about the extent of it.

Planning out one’s actions need not cause dread. With the proper intel, opportunities exist, even in a down market. The best thing to do is map out a strategy, stick to the plan, and hope for the best. 

While I do not claim to hold all the secrets of tomorrow, there is enough industry chatter to give us a rough idea of what will come. After consulting aviation experts, here are my top guesses for aircraft maintenance trends in 2024.

Air Traffic Increase

Topping the list of aircraft maintenance trends is an increase in air traffic. FAA representative Angela Stubblefield recently said: “The No. 1 trend is the rebound and continued increase in air traffic.” What does that have to do with maintenance, you say? More flight hours and cycles equal an accelerated maintenance schedule. Oil changes, tire replacements, and even windshield wiper blade swaps increase the more you fly.

I believe business and GA travel is better than flying commercial. When I travel by air in a Beechcraft, chances are I am friends with the pilot and have a connection to them. With everyone cramming back into the airline terminals at KATL, the same percentage of folks are headed to their GA airport.

This leads us to another factor to consider: ground traffic at airports. This can elicit a greater chance of hangar or ramp rash for aircraft. Have you ever taxied too far to port or starboard to avoid another aircraft? In doing so, if you hit a taxi light, your engine could suffer sudden stoppage. You know what that means. Call your insurance broker.

Spare Part Material Cost

Have you been to the store recently? Aircraft part costs are increasing. The supply chain has yet to recover from COVID 19 pandemic-induced shuttered factories, reduced inventory levels, and personnel layoffs.

Locatory.com, an aircraft parts e-commerce platform, tackled this subject in a recent article. While acknowledging some recent gains in the spare parts arena, it said “evident shortages persist due to a complex interplay of factors.” This leads to cost increases, parts scarcity, and long manufacturing lead times.

It is the simple law of economics. Anytime demand exceeds supply, the price goes up. This is different from discretionary spending too. To fly, one must maintain. It is possible to skip maintenance, although no one recommends that. 

Sustainability

As you most likely have guessed by now, sustainability will always make the list of trends. It must. As aircraft evolve, our processes, practices, and policies need to follow.

Solutions provider Poente Technical offers this insight: “With a heightened focus on environmental sustainability, MRO [maintenance, repair, and operations] in 2024 will witness an increased integration of eco-friendly practices. From using sustainable materials in repairs to implementing green technologies in maintenance processes, the industry is aligning with global efforts to reduce its carbon footprint.”

Couple that with the move to unleaded avgas, and we will have plenty to discuss in 2024.

Technical Labor Shortage

Finding technical talent is challenging enough, but the departure of experience during the pandemic makes it even harder now. This predicament is not going to get better anytime soon. What is the industry doing about it?

General Electric discusses apprenticeship programs, building partnerships, and trying new models to recruit and retain workers. It has successfully partnered with the state of Massachusetts to attract and train technical talent.

Programs aside, there must be a way to get the youth excited about aviation again. Events held during National Aviation Day are a good start, but we cannot simply focus on this need one day a year. We need more involvement, much earlier than in college, when students have already chosen a career path.

Predictive Maintenance

Most people associate predictive maintenance with major airlines, but there is a growing trend for business and GA. This will need to develop over time, but we can stay close to the airlines and track their progression. Any advancements in that area will eventually flow down to lighter aircraft.

Why is predictive maintenance so essential? Brighter Directions puts it this way: “Delays in flights due to a potential malfunction, the anxiety of having a safe flight across borders, expensive tickets due to continuous upkeep, etc., are a few of the many factors that can be resolved through predictive maintenance.”

We will investigate these topics and more over the coming months. So everyone gets settled, buckle in, and prepare to taxi into 2024. As always, drop me a note and tell me what I missed.

The post Top Aircraft Maintenance Trends for 2024 appeared first on FLYING Magazine.

Some have called it the most wonderful time of the year. It is a time to gather with friends and family to celebrate another year and spend a day of leisure with those closest to us. For others, Christmas Day is just another work day.

I worked on Christmas Day during my stint handling line maintenance for the airlines in the early 1990s. Because I worked the second shift, I did get some time with the family in the morning before heading to the airport.

These days, I make my living with the laptop and not a wrench, which means I am not walking the line or stuck at the hangar swinging gear on holidays. There are plenty of my fellow brothers and sisters who are, however, and hopefully this little ditty will bring a smile to their faces.

By now, you have most likely heard about a dozen or more renditions of “The Twelve Days of Christmas” song. What you may not have known is that the origin of the song refers to a series of religious feast days celebrated as part of the Roman Catholic religion in medieval and Tudor England. This is news to me! As luck would have it, we should be feasting as opposed to singing. Bravo.

At any rate, you wanted a song, and a song ye shall have. I give to you on this day the 12 Days of an Aircraft Mechanics’ Christmas. Sing along with me.

On the first day of Christmas, my true love gave to me a high-wing with tailwheel steering.

Are you team tricycle gear or taildragger? I prefer tailwheels, and I suppose that makes me a bit nostalgic. So be it. There is nothing quite like seeing a taildragger taxi out.

On the second day of Christmas, my true love gave to me two Mechanix gloves.

Have you ever busted a knuckle trying to break free an internal cylinder hold-down nut? Trust me, it is not a pretty sight. I am also not to be held liable for language uttered when my hand is throbbing. A true love would get you the gloves.

On the third day of Christmas, my true love gave to me three Space Pens.

Everyone knows aircraft mechanics have to do a mountain of paperwork. Why not accomplish this task with a pen that is out of this world? Matte black will not stain after oil changes.

On the fourth day of Christmas, my true love gave to me four Thunderbirds.

Do I need to explain? As a Navy veteran, I am partial to the Blue Angels, but that does not rhyme with four calling birds. My hope is that kids will see these aerobatic demonstrations and become inspired to join the aviation ranks.

On the fifth day of Christmas, my true love gave to me five piston rings.

Setting an aircraft cylinder ring gap can be tricky. Often, owners would order new cylinders from a discount online warehouse but would have them shipped to our shop so we could set the ring gap and install it correctly for a nominal fee.

On the sixth day of Christmas, my true love gave to me six nozzles spraying.

Fuel nozzle health is not something we have touched on yet in Maintaining Your Airplane. The link is a sneak peek.

On the seventh day of Christmas, my true love gave to me seven rudders trimming.

Trimming flight controls can range from simple, fixed tabs like the above link all the way up to larger, complex systems deploying rudder trim actuators and all points in between.

On the eighth day of Christmas, my true love gave to me eight gyros tilting.

I am not a gyro expert; that would be my brother, David. But as any good A&P knows, it is less what you know and more where you go. I always refer to technical data, especially if I am not strong in that field. Check out page 18 of the linked PDF to learn all about the tilt.

On the ninth day of Christmas, my true love gave to me nine throttles advancing.

Did you know that advancing the throttle rapidly might cause an engine to falter? Now you do.

On the 10th day of Christmas, my true love gave to me 10 oil pans weeping.

Is there anything worse than oil spots on your pristine hangar floor? OK, maybe there is, but they are ugly nonetheless. Drop the oil pan, clean it thoroughly, grab a new gasket, and slather on Permatex. Problem solved.

On the 11th day of Christmas, my true love gave to me 11 wipers wiping.

Cars are easy. If you need a new windshield wiper blade, head down to NAPA and pick one out from the rows of options. Aircraft are a little different. You can go OEM or PMA. Yes, even windshield wiper blades have to be FAA approved.

On the 12 day of Christmas, my true love gave to me 12 engines humming.

All right, you have waited out those long months grounded while the shop overhauled your engine. Now, it’s time to hang it and get back in the air. What do you need to break in the engine and get it humming again? We will cover this in detail in 2024, but the link provides a little ground school to get you in the know.

There you have it, folks. Thanks for following my column and all the shows of support you’ve given me in 2023. I truly hope you find time to relax and celebrate your holidays in style. As always, you can drop me a note to offer a suggestion, tell me I missed the mark, or just say hello. I appreciate it. Cheers.

The post 12 Days of an A&P Mechanic’s Christmas appeared first on FLYING Magazine.

Modern aircraft are technological wonders. This is a fact we can all agree on. Once you move past that point, however, the opinions start flying. One key point is that no one is going anywhere until you start the airplane. For that, we look to the late 20th century poet and philosopher Bruce Springsteen, who famously said, “You can’t start a fire without a spark.” Today, we talk about aviation spark plugs.

Why Spark Plugs Are Important

This is one area where pilots and airframe and powerplant (A&P) mechanics can find common ground. There is a lot of truth in what “The Boss” sings about. Nothing happens without the spark. The FAA ensures prospective A&P mechanics are well-versed in spark-o-matics.

In the FAA publication, FAA-S-ACS-1 Aviation Mechanic General, Airframe, and Powerplant Airman Certification Standards, the Feds indicate the need for mechanics to possess spark plug theory knowledge. Additionally, prospective A&P mechanics must demonstrate the aptitude needed to remove, clean, and install spark plugs under the skills section. This includes inspecting and checking the gap of spark plugs, and they must identify the correct spark plugs used for replacement installation.

Earlier this year, we discussed the level of aircraft maintenance owner-operators could perform independently. A quick look at the list shows item 20: “Replacing or cleaning spark plugs and setting of spark plug gap clearance.” With great power comes great responsibility. The FAA publishes a fantastic publication entitled FAA Safety Briefing. I ran across an article in the March/April 2010 edition about pilots performing preventative maintenance on spark plugs. A point they make is to be sure not to overtighten the plug inside the engine cylinder, which could cause damage to both the plug and engine. 

Old School Plug Maker

Aviation spark plug manufacturers have produced plugs for almost as long as we’ve had aircraft. Champion Aerospace touts on its historical page that the Wright brothers’ historic first flight “predates Champion’s entry into the aviation industry by only a short time.” Initially, Champion used automotive spark plugs and adapted them for aircraft use. In the 1920s, Champion began the development of spark plugs specifically for the aviation industry. The company continued to improve products throughout the early part of the 20th century.

Here is a fun fact: The Wright Flyer’s engine didn’t have spark plugs. Smithsonian’s National Air and Space Museum diagram of the 1903 Wright Flyer engine mentions that engine ignition came from opening and closing two contact breaker points in the combustion chamber of each cylinder. Four dry-cell batteries provided the spark to start the engine via a coil.

Champion Aerospace, a mainstay for automotive and aviation spark plugs/ignitors, is instantly recognizable by its red, black, and white “bow tie” logo. I have a Champion-branded tool cabinet in my workshop/garage inherited from my dad, who won it in a sales promotion in the 1970s.

Do you recall when I mentioned A&P mechanics needing to identify the correct spark plug for the application? So, how does one achieve such a feat? With manufacturers’ technical publications. Champion posts its Aviation Catalog AV-14 on the interwebs for any and all to use. It is a great resource, and I recommend all aviation professionals download a copy and keep it in their digital toolbox.

New Kids on the Block

For my FLYING print edition readers, you are most likely saying, “What about Tempest Aero Group?” From the rolling hills of North Carolina, Tempest Aero Group is taking aviation by storm, one part and component at a time. In 2010, Tempest acquired Unison Industries’ aviation spark plug, previously marketed under the Autolite brand.

Once Tempest arrived on the scene, it wasted no time making a difference in the aftermarket. I visited the factory in March and saw firsthand the attention to detail that the Tempest team put into each spark plug. Some will say that aerospace manufacturing is slowing in the U.S., but not at Tempest. Each spark plug is made in North Carolina and ready for immediate shipment.

Tempest Aero Group also publishes technical data, including its version of an application guide, and more. I used Tempest plugs at my Part 145 engine shop and they performed well. We never had an ounce of trouble in the decade I owned the shop. Aviation folks are very brand loyal, but at the end of the day, only products that perform will last. As for Autolite Annie, I am afraid she will stay retired. Permanently.

Thanks for tuning in this week for an introduction to aviation spark plugs. We are just getting started, and in the months to follow, I will highlight the different styles of plugs, the care and keeping of aircraft spark plugs, and special tooling you can deploy to keep your ignition system sparking on time. Coming soon, we will discuss the cool things going on over at Electroair with electronic ignition. 

The post Intro to Aviation Spark Plugs appeared first on FLYING Magazine.

As I wait for the call to retrieve my airplane from its first annual inspection under my ownership, I have confirmed that absence indeed makes the heart grow fonder. It can also make the eyes wander, especially when temptations abound.

Because I spend a lot of time perusing the used market on Aircraft For Sale I have a strong sense of the interesting makes and models looking for new homes. From nearly new four-seat family aircraft to rare antiques and warbirds, the general aviation inventory truly has something for everyone in terms of size, performance, utility, and style.

• READ MORE: The Shortest Year: It’s Time for Your Ideal Aircraft’s Annual Inspection

After a year I have no desire to give up Annie, our Commander 114B, for some larger, faster, or otherwise more ambitious airplane. Heck, she and I are still getting to know each other, and so far all of the indicators are resoundingly positive. She’s a catch. Still, there is so much appealing hardware out there that I cannot resist looking. I could attribute this seeming infidelity to the demands of work, but I was a serial airplane shopper since long before joining the FLYING staff.

I recall that many years ago my wife and kids would make jokes when they caught me with my nose buried in classified ads for airplanes. We were far from being in the market back then, and the photos and descriptions in the ads were the stuff of dreams, and perhaps wasted time. Today, though, as I look for aircraft to feature in our AircraftForSale Top Picks, I often focus on aircraft I would want most to fly.

• READ MORE: Remember the Importance of Keeping Your Ideal Aircraft Clean

Recently there was a 1984 Piper PA-31P-350 Mojave that I found almost irresistible. Wouldn’t it be great to own a mighty pressurized twin with cabin space and useful load to spare? Perhaps, but I would need to earn a multiengine rating and start building time. Operating the Piper from the 2,100-foot field near our favorite vacation spot on Deer Isle, Maine, might prove challenging, too. I was also drawn to a 1975 Cessna A185F on amphibious floats. That would make more sense in Maine, where I could park it at the dock next to our neighbors’ lobster boats. Then again, the salt water would not do us any favors. I might be overreaching.

Our best window-shopping excursion took place before Annie’s annual, when my wife and I checked out a Diamond DA50 RG at Reno/Stead Airport (KRTS) in September. Company representatives were showing off the new aircraft and happily answered our questions. After a walk-around and tour of the cabin, we concluded this might be the ideal pick for people on a new-airplane budget (not us). Compared with Annie, the Diamond has quite a bit more power, speed, and cabin space. Getting in and out is easier as well with the Diamond’s four upward-opening doors. It is more like a car in all of the right ways.

I couldn’t stop talking about the Diamond on the flight home from Reno, and the topic came up again recently as we looked at Annie’s empty hangar. “I wonder if the Diamond would fit in there?” I said.

My wife was doubtful. “Too much wingspan,” she said. So I reached for the tape measure. Our hangar door is 40 feet wide. The DA50 RG’s wing? About 44 feet long. Not even close. We will stick with Annie. And I probably owe her an apology.  

The post Window Shopping Can Be Antidote for Annual Inspection Blues appeared first on FLYING Magazine.

There is a time in every aircraft owner’s life when they hear an utterance that sends a chill through their entire body—and their checkbook. “Hey, boss. I think we have a problem with Four Six Echo.” Mechanics typically identify aircraft by the last three places of the N-number, and any A&P worth their salt will always use the phonetic alphabet.

In our example, Four Six Echo is the company’s Beechcraft King Air scheduled for a trip to close a big deal with a client in Oklahoma. Upon doing the walkaround, the copilot noticed a pool of hydraulic fluid on the ramp just next to one of the main tires. Not good. Hydraulic fluid belongs in the airplane’s actuators, reservoirs, and hydraulic lines, not on the ramp.

After reviewing the logbooks, the director of maintenance determines that several key components are due for inspection. The team tried getting a few more flight hours before pulling off the parts. Nevertheless, it was time to pull the aircraft into the hangar and start jacking it up.

Before You Call

In FLYING Magazine Issue 943, I introduced you to a Part 145 certified repair station. Aircraft Accessories International (AAI), #VJYR666L, sits adjacent to Atlanta Regional Airport-Falcon Field (KFFC) and specializes in King Air component and accessory repair and overhaul. Founded in 2014, AAI began servicing one product, dry air vacuum pumps, and now service parts for Beechcraft, Cessna, Piper, and Bombardier platforms.

AAI is well-versed in consultative collaboration concerning aircraft maintenance. It recently published a blog entitled “Aircraft Maintenance: Landing Gear Actuators and Gearbox Transmissions.” The blog outlines some simple preventative measures to use when servicing the King Air. In the case of Four Six Echo, the time for preventive maintenance has passed, and it’s time to spring into action.

AAI president Kevin Allen discussed the repair process and the information the customer needs to have handy before making the call. Here are a few:

• What is the make, model, and year of the aircraft?
• Is this part incident-related (For example, did the plane crash?)
• What is the squawk? And try to be more descriptive than “it is inop.”
• What is your desired turnaround time (TAT)?
• Are there any maintenance restrictions to PMAs or DER repairs?

In “Maintaining Out-of-Production Aircraft,” I mentioned both parts manufacturer approval (PMA) pieces and designated engineering representative (DER) repairs. Let’s dive deeper into these solutions with AAI as our guide.

Both PMA and DER solutions can come in very handy if you are allowed to use them. Some maintenance programs forbid their use, typically because of service agreements by the OEMs. The bottom line is they prefer to sell new parts.

Once you have settled on the viability of alternate solutions, ensure the customer service representative (CSR) knows this. It could save you time and money. They may not be necessary, but once you build rapport with the shop, it will go out of its way to support you. An initial estimate gets the ball rolling, and it’s time to ship the part.

During the Visit

When a unit arrives, the receiving inspector removes it from the shipping container and begins to visually inspect the item for obvious defects and abnormalities. The data plate of the part is cross-checked against the packing slip or purchase order. Putting some form of statement of work (SOW) and contact information is imperative. If you just need the unit cleaned and tested but not worked, you better spell that out in plain English, or the shop may take it apart.

If the unit does require overhaul, the inspector will route to disassemble the unit and then on to cleaning. Once cleaned, the technician will dispose of the expendable parts, such as standard hardware, safety wire, and used fluid caps and plugs. A detailed inspection ensues, producing a bill of material (BOM). The CSR then compares the BOM to the original estimate. If everything checks out, they are good to go. If the unit requires additional items, it is time to have a conversation.

Once the CSR quotes the additional items, it is decision time. For example, let’s talk about the gearbox housing itself. This subcomponent would not be part of the original estimate, as the housing is not a normal failure item. How much does a new housing cost from the OEM? Does it have stock? Is there a PMA on the market? Most likely not if this part is not a common failure. Have you considered a DER repair? The shop can also write a repair specification to incorporate an alternate solution that could save the part from going beyond economical repair (BER).

AAI has numerous repair specifications in its arsenal. Essentially, it creates its own technical data, approved by the FAA and specific only to its repair station. Would you like to know more about this solution?

Returning to Service

Good news: The gearbox is on the assembly bench and should be ready to go in time for the next flight to Tulsa. Once complete, it will go through a series of tests, checks, and final inspections to ensure everything functions properly—and with no leaks.

It is important to follow correct maintenance procedures once you receive a unit from the overhaul facility. First, check the box it was shipped back in for damage or stains that could indicate a leak. If there is an issue, let the shop know right away. There is not much it can do for you if you call three months later with a shipment issue.

And lastly, follow all installation and testing parameters to the letter. The steps are in place for a reason. Failure to comply could result in loss of warranty or, worse, damage to the part or other parts in the system.

The post A Peek Behind the Scenes of Repair Station Ops appeared first on FLYING Magazine.

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

Inspection

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

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

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

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

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

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

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

Discrepancies

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

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

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

Return to Service

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

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

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

Time to Upgrade

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

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

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

Find Your Installer

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

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

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

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

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

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

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

Get to Work

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

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

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

What Is an Annual Inspection?

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

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

1. Inspection
2. Discrepancies
3. Return to service

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

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

Preparation

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

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

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

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

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

Resources

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

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

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

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

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

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

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

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

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

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

FOD Affects All Aircraft

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

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

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

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

Collateral Loss

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

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

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

Importance of ‘Walkdowns’

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

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

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

Other FOD Solutions

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

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

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

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

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

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

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

VARMA

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

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

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

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

Acronyms to Know

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

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

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

Community

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

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

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

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

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

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

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

The Aircraft Mechanic Conversation

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

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

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

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

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

Sparking an Interest

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

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

Educational Resources

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

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

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

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

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

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

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

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

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

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

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

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

Connected Aircraft

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

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

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

The Aircraft Mechanic of Tomorrow

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

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

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

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

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

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

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

“Rick,” he said, “We have a problem.”

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

“Is it legal?” Brien asked. 

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

What Is a DER?

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

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

Why Use a DER Repair?

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

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

How to Accomplish a DER Repair? 

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

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

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

DER Misconceptions

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

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

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

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

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

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

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

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

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

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

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