On April 24, my good friend and legendary airshow pilot Rob Holland died in a crash during his arrival at Langley Air Force Base in Virginia, where he was scheduled to perform at the Air Power Over Hampton Roads airshow. The preliminary report from investigators shows that this was a preventable tragedy related to maintenance on the aircraft, and subsequent mechanical failure.
Whether you’ve recently obtained your A&P with inspection authorization (IA) privileges or are an airplane owner, A&P/IA Doug Keck has a message for you: There are safety implications to aircraft annual inspections that do not follow a rigorous process.
Picture this: For several months, you’ve been suffering from debilitating pain that seems to run from your lower back and radiate into your right upper leg.
Aircraft magnetos put the “spark” into the air, fuel, and spark relationship that keeps your engine running. Managing them properly can make the difference between calm and calamity on your next flight.
Knowing how to properly identify and report a maintenance issue, or squawk, can be the difference between solving a small problem and letting it grow into a big one.
Aviation greases are a mystery to many aircraft owners. However, using the correct grease can make the difference between a component lasting the life of the aircraft, or failing after just a few flights.
The owner of a 2005 Cessna T182 was on vacation in Key West, Florida. He decided to go up for a local sightseeing flight, but when he started the Lycoming TIO-540 engine it seemed to be running rough.
Oil is a multi-role actor in the cast of characters that keep an aircraft engine healthy and happy. It plays the leading role in lubricating critical parts, but also handles 25 percent of the heat produced by the engine, controls the propeller, carries away contaminants for filtration, and protects vulnerable metal parts from corrosion when the plane sits idle in between flights.
“I just flew my Cessna 182 from Kansas City to St. Louis to drop off a passenger there,” Frank Annecchini told the operator who answered his call to the 24/7 breakdown assistance hotline operated by my company, Savvy Aviation.
Whether you are swapping out seats to make room for cargo, removing doors for photo shoots, or adding floats for the summer or skis for the winter, there’s a lot more involved than simply pulling out a seat and going flying.
Few maintenance decisions are as consequential as what to do when it’s time to overhaul your engine. To make the best decision possible, you need to understand your options.
In my previous column, I discussed the serious impact that the FAA’s recent Moss interpretation would have on general aviation maintenance, and the evolving battle to overturn it. On October 15, the FAA issued a temporary legal stay of that interpretation, but the battle is far from over.
On September 3, FAA attorneys released a legal interpretation of 14 CFR §43.3(d), effectively changing the FAA’s view of the standard maintenance supervision model that has been in place for the past 60 years. Without industry intervention to have the FAA reconsider its new view, the A&P experience-based training and owner-assisted maintenance models cannot survive.
With the Pratt & Whitney Canada Eagle ServiceTM Plan (ESPTM), customers can benefit from proactive maintenance scheduling and timely repairs, all while expecting a 15-30% cost savings when compared with a time and material approach.
As pilots, we become so accustomed to our aircraft that we often accept their flaws as normal and miss out on opportunities to dramatically improve our safety and comfort. Dynamic propeller balancing is one of those opportunities.
Given today’s acute shortage of GA mechanics and the difficulty owners are having getting their airplanes on shop schedules, I’ve been receiving an increasing number of inquiries about the need for annual inspections from frustrated owners.
Hartzell Propeller expanded its engine preheating offerings with its acquisition of Reiff Preheat Systems. Reiff joins Tanis Aircraft Products, another Hartzell preheater brand well-known among pilots, to give aircraft owners a broader range of engine-care choices.
It may sound like a traditional family-business story: The aging parents who founded the company are ready to retire, but their children lack the interest or talent required to take the reins. But the widespread aging-out phenomenon and demographic shifts affecting the aviation industry are more complicated—perhaps enough to compete with an episode of Succession.
In a recent article, I tackled the question of why we are still using wet compasses in the age of glass panels, challenging the industry to build a better mousetrap. uAvionix answered the call.
For all of the enjoyment that we get from flying our airplanes, we probably get an equal or greater amount of joy from just looking at them. A clean and shiny airplane puts a smile on anyone’s face and inspires your passengers to be confident that it will fly as beautifully as it looks. Maintaining your aircraft’s paint is also a great investment, as the cost of aircraft painting continues to soar.
Recently, a client with an older Cessna 182 Skylane reported that his airplane's nose landing gear strut was leaking fluid and repeatedly going flat. Inspection revealed that the original chrome strut piston had become badly pitted and was tearing up the nose strut seals. The owner’s shop checked the Textron Aviation parts system and found that they had one replacement strut piston in stock, and clearly, they were extremely proud of it. The price: $9,200. That’s nearly 10 percent of the fair market value of the whole airplane. Yikes!
Replacing cylinders on an aircraft engine is a significant investment, one that can easily go south if you and your mechanic don’t pay attention to the details.
A manufacturing defect that weakens the wing spar was uncovered when a Piper airplane was repaired following a ground collision with a car. The FAA issued an airworthiness directive to immediately inspect an estimated 499 aircraft.
AeroShell recently hosted its first ever “Aviation Technology Summit” at the Shell Technology Center in Houston. It was a remarkable forum that “educated the educators” about the latest oil and grease technology, so that we can teach others how to best maintain and protect general aviation aircraft.
In my last column (“Ending the War on Jugs,” March 2024 AOPA Pilot), I talked at length about why we should use the borescope—not the compression tester—as the gold standard for assessing cylinder condition. Borescopes are now inexpensive (under $300) and capable of breathtaking image quality.