Becoming an AMT can lead to a lucrative and rewarding career. However, there are some important skills that prospective AMTs need to possess.

A Willingness to Learn

There is a steep learning curve for new AMTs. Not only do they need to complete their academic training, but there is also extensive on-the-job training. Learning and development is also a career-long process, with AMTs being required to stay up to date on new directives, procedures, and practices.

Teachability and adaptability are therefore valued traits in the world of aviation maintenance. Prospective AMTs need to be willing and able to absorb new information and apply their newfound knowledge and skills in a practical environment.

Attention to Detail

Pilots, crewmembers, and passengers rely on the hard work of AMTs for aircraft safety and reliability. With such important responsibilities, AMTs must have strong attention to detail when conducting their work.

Small mistakes can have serious consequences when it comes to aircraft maintenance. With larger aircraft now having millions of parts, the work of AMTs is often complex and detail oriented.

Flexibility

The work environment of an AMT can be dynamic and challenging. While AMTs often perform routine scheduled maintenance, the nature of the work also means that they are called upon when things go wrong.

Whether an aircraft is grounded due to an unexpected maintenance issue, or a new problem is discovered during a routine process, AMTs must have the ability to adapt to changing situations.

Many AMTs will work in a 24/7 environment, especially if they work for an airline. Companies will often perform maintenance at night when many of their aircraft are not flying. Prospective AMTs need to be prepared to work shifts around the clock and on evenings, weekends, and holidays.

Ability to Work Independently and on a Team

Although AMTs can work in different types of environments and workplaces, they typically work as part of a larger operation. Large airlines or maintenance providers, for example, could have dozens or even hundreds of AMTs working in a facility at any given time.

AMTs can work on all parts of an aircraft, ranging from the engines to the pilot seats. Given the wide range of potential tasks, AMTs have to be able to work well on their own and as part of a larger team.

Strong Communication 

Effective communication is important in most workplaces, but it is particularly crucial when safety is involved.

Not only do AMTs have to communicate with their maintenance colleagues, but they often have to work closely with pilots, crewmembers, supervisors, and other professionals within their company. Having the ability to communicate well, both orally and in writing, is a major asset for an AMT.

Technical Skills

The work of an AMT is inherently technical and requires extensive knowledge and training. Many of the technical skills needed to be an AMT are obtained through formal training.

However, there are also valuable skills that can be developed outside of the field of aviation maintenance. For example, strong math abilities or a good grasp on diagrams and patterns can greatly benefit a prospective AMT.

Physical Skills

Being an AMT is a physical job that requires a certain level of stamina and dexterity. AMTs may have to stand for long periods of time, work in confined spaces or awkward positions, and operate a variety of tools and equipment.

While many of these skills can be developed through training and experience, it can help a prospective AMT to be in good physical shape and have a general understanding of how to use tools and power tools.

Do You Have What It Takes to Be an AMT?

Being an AMT requires a certain set of skills, abilities, and knowledge. While many of these can be obtained with training and experience, others require personal development and growth.

The post What Skills Do You Need to Become an Aviation Maintenance Technician? appeared first on FLYING Magazine.

This is the 100th installment of The New Owner, and I suppose it’s only natural that the milestone is occurring amid a maniacal blend of emotions swirling around said ownership.

On one hand, EAA AirVenture in Oshkosh, Wisconsin, is next week (July 22-28), so there’s massive excitement for epic times just ahead. On the other hand, some maintenance issues have arisen over the past couple of weeks that create severe trepidation and directly threaten those amazing times.

It’s a perfect representation of aircraft ownership as a whole. Amazing experiences put at risk of derailment from unforeseen circumstances, fighting back and forth like so many Hollywood heroes and villains. But instead of the villains threatening the powers of good with swords, guns, and death rays, the threats come in the form of grounded airplanes and massive repair bills.

Frankly, I’d prefer to take my chances with the guns and death rays.

• READ MORE: Airplane Types Unlock AirVenture Locations for Parking, Camping

The first sign that something was amiss came several days ago in the form of engine oil. More specifically, a few extra drops on the hangar floor, slightly higher consumption than normal, and a new sheen collecting on the bottom of the engine. It wasn’t that my Continental engine was leaking oil. That’s pretty typical for most old Continentals. It was that mine was quite suddenly leaking in new places, at higher volumes, much differently than normal.

At any other time of year, it would be a simple matter of postponing future flights and booking some time with my mechanic. But this was Oshkosh month, a time when the severity of any mechanical problems increases exponentially as the date of the magnificent fly-in nears. And being that the big event was only a couple of weeks away at this point, panic quickly set in.

I immediately texted my mechanic, Ryan. He’s a great guy who embodies rural Wisconsin friendliness and honesty. He’s the kind of person who will bend over backward to help you and happily provide educational lessons about the tasks he’s performing along the way. He and his brother own and operate Johnson Brothers Flying Service in Lone Rock, Wisconsin, about 40 miles west of Madison.

While I was waiting for his reply, I examined my engine. I couldn’t quite pinpoint the source of the oil, but I suspected my Continental C-145 was experiencing weepy pushrod seals. This is a known issue with the type, as well as with the later version, the O-300.

I’ve always been amused at the engine’s midproduction name change from C-145 to O-300. Continental evidently figured that referring to the engine by the displacement (300 cubic inches) made it sound more powerful and impressive than referring to it by the 145 hp it produces. Marketing 101, I suppose.

Ryan replied that he would try to make it out sometime during the week before my departure to Oshkosh. But because he was so busy, he couldn’t guarantee it. I’d just have to wait and hope. In the meantime, I opted to remove my upper and lower cowls for a closer inspection.

To someone like me with close to zero mechanical aptitude, dismantling your airplane’s upper and lower cowls to reveal an entirely naked engine is simultaneously empowering and intimidating.

In one respect, it makes you feel like you know what you’re doing. Anyone walking past the open hangar door would naturally assume you possess some rudimentary level of knowledge and proficiency. But in another respect, you’re pretty sure you’re fooling nobody.

For the purposes of an engine inspection, however, it worked out just fine, and I was able to trace the leak to the oil temperature probe on the back of the engine accessory case. I forwarded this intel to Ryan.

The next afternoon, I received a text from him. Unbeknownst to me, he made it out to my plane and addressed the leak. I was ecstatic and headed right out to the airport for a shakedown flight prior to my trip up to Oshkosh.

Sure enough, the oil leak appeared to be taken care of. I preflighted the airplane, pulled it out of the hangar, and hopped in—only to discover that the throttle was inexplicably encountering some kind of blockage halfway into its travel.

Thinking that a running engine might somehow solve the problem, I started it up but found that nothing had changed. The throttle knob would only advance about halfway to full throttle before encountering a hard stop.

Now, things were getting serious. It was a Friday evening, less than a week before my planned departure to Oshkosh. Ryan was busy and wouldn’t be able to chat until Sunday or Monday. Desperate not to miss the big event, I gave my friend Dan a call.

“Hey, man, have you sold your Ercoupe yet?” Dan replied that he had not. “And you’re not going to make it to Oshkosh this year, right?” “That’s right,” he replied. “We’ll be in Michigan all week.”

• READ MORE: Flying In to AirVenture: A Carefully Orchestrated Cacophony of Chaos

He knew I was angling for something, so I explained.

“I’m dealing with some mechanical issues on the 170, and I’m not sure if it’ll be fixed in time for Oshkosh,” I said. “If it’s not, how about I take the Ercoupe up and hang some of those big ‘for-sale’ signs on the prop so a half million people see it?”

After considering this for a moment, Dan agreed that it would be a win-win sort of situation.

With a backup plan firmly in place, Saturday came and went. On Sunday morning, I received a text from Ryan. He was available to zip out to the hangar and have a look at my throttle issue.

The fix took him all of about five minutes. He explained that he must have inadvertently dislodged part of the throttle cable while inspecting something else during the oil leak work. He assured me it wasn’t likely to occur again and said he’d be entirely comfortable flying it. He also said that because it was his fault, he wouldn’t be charging me for the trip out. I gave him a 100-dollar bill anyway to show my appreciation.

At the time of this writing, I have just about everything packed up. My tent, sleeping bag, cooler, chairs, underwing party lights, and coffee supplies are ready to go. This afternoon, I’ll fly a shakedown flight to check for any errant oil leaks and confirm all is in order. With any luck, I’ll be flying my own plane up to Oshkosh tomorrow and, much as I sincerely appreciate Dan’s offer, hopefully not an Ercoupe.

If you wonderful readers will also be at Oshkosh next week, please come find me. I plan to be somewhere around Row No. 67, right up on the airshow crowd line. I’d like to thank you in person for your readership and support over the past few years and give you a sticker or two.

Just look for the blue 170 with Alaskan Bushwheel tires. Or, depending on how things go, a classy little Ercoupe.

The post When Unforeseen Circumstances Threaten to Derail Amazing Experiences appeared first on FLYING Magazine.

The issue of what is legal (in FAA terms) and approved (by manufacturers) puts maintainers in a sticky situation. On one hand, the FAA issues a supplemental type certificate (STC) allowing for products to deploy on aircraft, but the engine and/or aircraft manufacturer may not approve or recognize the STC as something permitted for use under the terms of their warranty. 

Whether an aircraft owner or operator chooses to use the alternate fuel or not is a matter of choice. The fuel has been approved by the FAA and is perfectly legal to use in the SR series aircraft. The dilemma for the maintainer arises upon returning a Cirrus aircraft to service even for something as routine as an oil change. 

• READ MORE: Identifying Corrosion in All Its Forms

Consider this scenario. The pilot opted to refuel with G100UL or the aircraft arrived with G100UL in the tank. This alternate fuel is a drop-in replacement, so 100UL could have been added to 100LL already in the tank. Granted the maintenance action in this case did not involve fuel, but the maintainer is signing for the entire aircraft to be returned to service. If they sign the repair IAW OEM guidelines, this includes Service Advisories (including one that prohibits the use of G100UL fuel). Consequently if the aircraft is carrying G100UL, then this could be an issue because the aircraft is not being returned to service IAW this Cirrus SB.

Of course, as with any guideline, the issue of signing for an aircraft is subject to interpretation. I know mechanics that will only work on aircraft they have personal history with and do not want to return to service an inherited unrecognized maintenance action.

In the advisory (SA24-14) “Transition to Unleaded Fuel and Use of Non-Cirrus Approved Fuel in SR Series Aircraft” released June 18, Cirrus said it was committed to the industry’s transition to unleaded fuels, which is underscored by its collaboration with stakeholders such as the Aircraft Owners and Pilots Association (AOPA), General Aviation Manufacturers Association (GAMA), FAA, and Eliminate Aviation Gasoline Lead Emissions (EAGLE) industry initiative.

Aircraft and engine manufacturer’s are extremely risk averse. They historically do not recognize alternate methods of airworthiness, and this includes STCs, parts manufacturer approval (PMA) parts, and designated engineering representative (DER) repairs.

There is a commercial element to this since any aftermarket PMA part procured from a third party is a revenue lost for the OEM. It appears the reason for the SB in this specific case is Cirrus’ concern about the breakdown of a fuel tank sealant that was seen in an isolated (one) aircraft known to have been fueled with G100UL.

The company will need to vet this against other aircraft in the fleet to ascertain if the perceived breakdown is an isolated outlier related to the drop-in fuel, or if the dislodged fuel tank sealant was a manufacturing defect unrelated to the use of G100UL. 

• READ MORE: 5 Attributes of a Top-Notch Maintenance Provider

“While some aspects of the initial Cirrus testing of the GAMI G100UL fuel are encouraging, other areas, including materials compatibility, remain inconclusive,” the advisory said. “At this time, Cirrus does not approve the use of GAMI G100UL fuel in Cirrus SR Series airplanes. Per Continental and Lycoming, only approved fuels may be used for an engine to be covered by warranty.” 

According to the FAA, G100UL is safe to use, hence the STC approval. This took years of testing to clear the milestones. In fact GAMI uses the fuel in its company SR22..

According to GAMI, the fuel has undergone substantial testing and displayed no issues on other aircraft. The company also disputes Cirrus’ claim that using G100UL voids the warranties on engines supplied by Lycoming and Continental, however, the engine manufacturers have confirmed its use could affect warranty claims, according to AVweb. 

Tim Roehl, president of GAMI, indicated that his team is drafting a formal response to Cirrus Service Advisory SA24-14 to be posted on its website. Roehl also said that the sealant Cirrus references is not the polysulfide sealant more commonly used in the industry but a polythioether sealant. Roehl stated that G100UL has been in service since 2010 on one wing of the company’s Cirrus SR22, using the same polythioether sealant Cirrus uses, with zero incidents.

The FAA does not comment on specific OEM warranty policies but the agency has reiterated that GAMI’s G100UL does have the STC approval. This is not uncommon as the FAA routinely approves alternate solutions without the buy-in from OEMs. The burden is on the third-party solution provider to prove airworthiness—i.e. STC holder, PMA manufacturer, or designated engineering representative for DER repairs.

What This Means for Maintainers

This fuel issue places aircraft maintenance professionals in a bit of a quandary. On one side, you have the FAA approval for G100UL, but at least one aircraft manufacturer, Cirrus, and one engine manufacturer, say they are not approved via service advisories.

The FAA typically steers clear of airframe/powerplant OEM issues until they become an airworthiness directive (AD). To assist in clearing any confusion, the agency issues periodic documents to help owner/operator/maintainer stay abreast of the situation. One such publication is the FAASTeam service bulletins.

When asked if service bulletins are mandatory, the FAA says: It depends. 

Here is a quick agency ruling: “If you are operating your aircraft under 14 CFR part 91, a service bulletin is advisory, and compliance is not mandatory unless it is included in an Airworthiness Directive.”

Another resource is FAA Advisory Circular AC 20-114, which addresses manufacturers’ service documents: “Service documents should be neither treated nor represented as the official FAA approval documents, unless either a letter of design approval from the FAA or a record that compliance has been determined by an FAA designee is on file for recommended actions indicated as FAA-approved in service documents.”

That said, service documents are beneficial and transmit a wealth of knowledge. When returning aircraft to service, it is critical to list if the action is in accordance with OEM information or another alternate form of maintenance. This comes into play when installing PMA parts, or an STC like G100UL.

The post Cirrus Service Advisory Throws Fuel on G100UL Maintenance Debate appeared first on FLYING Magazine.

Diving deeper into the world of aviation spark plugs, we will pull back the cowling and affix our inspection mirror to discuss the types commonly used in different aircraft models, insights into their maintenance, and recommendations for their replacement. 

Understanding the Basics

At their core, spark plugs are devices that deliver electric current from an ignition system to the combustion chamber of an engine, igniting the compressed fuel/air mixture by an electric spark. Properly functioning spark plugs are essential for smooth engine operation and optimal performance.

Types of Aviation Spark Plugs

“The two major types of electrodes in today’s spark plugs include the dual nickel alloy massive electrode and the single Iridium fine-wire electrode,” saidAlan Woods, sales manager for piston and power at Champion Aerospace in Liberty, South Carolina. “The nickel alloy electrode design allows for a long-lasting spark plug [300 to 500 hours] at an affordable price. The Iridium fine-wire electrode design offers TBO life [2,000 hours plus] but at a higher cost due to the high cost of Iridium [$4,000 per ounce].”

Massive Electrode Spark Plugs

Massive electrode spark plugs are the most commonly used type in general aviation. They feature large electrodes designed for durability and extended use.

• READ MORE: Intro to Aviation Spark Plugs

Massive electrode plugs are critical features in terms of durability. They can withstand significant wear and tear, making them ideal for aircraft that undergo frequent and long flights. Massive electrode plugs are also cost-effective. They are generally more affordable than their counterparts, the fine-wire spark plugs. Another attribute is their ease of maintenance. Due to their stout construction, massive electrode plugs are easier to clean and maintain.

There are a few downsides to massive electrode plugs. Over time, massive electrode spark plugs can suffer from performance issues due to electrode wear and increased gap size, leading to less efficient combustion. They are also heavier as the larger electrodes add to the weight, which can be a minor concern in aircraft performance calculations.

Fine-Wire Spark Plugs

Fine-wire spark plugs are designed with thinner electrodes, often made of precious metals such as platinum or Iridium, to provide superior performance and longevity.

The fine-wire plug offers improved ignition over massive electrodes, giving the fine-wire electrodes a more concentrated spark and leading to better combustion and engine performance. They also last longer because they are constructed using durable materials, such as platinum and Iridium, reducing the frequency of replacements. Fine-wire plugs are also lighter than massive electrode plugs, contributing to overall aircraft efficiency.

• READ MORE: Breaking Down Sudden Stoppage Inspections

These enhanced attributes come with a cost. Aircraft fine-wire spark plugs are substantially more expensive than massive electrode spark plugs. They also require careful handling during maintenance to avoid damaging the fine electrodes.

Choosing the Right Spark Plug 

The choice between massive electrode and fine-wire spark plugs often depends on the specific requirements of your aircraft and your flying activity. Massive electrode spark plugs might be more suitable if you fly frequently and cover long distances due to their durability and cost-effectiveness. Fine-wire spark plugs could be the better choice if you prioritize engine performance and are willing to invest in premium parts due to their enhanced ignition efficiency and longevity.

Fine-wire plugs provide a more efficient burn rate and last longer at a much higher purchase price, according to Vince Bechtel, director of aftermarket sales at Tempest Aero Group, which entered the aviation spark plug market in 2010 by acquiring the Autolite brand. A relatively small niche market, the company represents about 10 to 15 percent of the aviation aftermarket. Turbocharged aircraft flying at higher altitudes favor fine-wire plugs, according to Bechtel.

• READ MORE: Servicing Cessna 172 Stuck Exhaust Valves

Maintenance and Replacement Recommendations

Proper maintenance and timely replacement of spark plugs are crucial to avoid engine misfires and ensure smooth operation. Some tips:

●      Regular inspections: Conduct routine inspections every 100 hours of flight time or as your aircraft’s manufacturer recommends. Check for signs of wear, fouling, or damage. Common issues include carbon buildup, oil fouling, and electrode erosion.

●      Cleaning: Use an approved spark plug cleaner to remove carbon deposits and debris. Be cautious with fine-wire spark plugs to avoid damaging the delicate electrodes.

●      Gap checking: Ensure the spark plug gap meets the manufacturer’s specifications. A correct gap is crucial for optimal spark plug performance. Adjust the gap if necessary using appropriate tools.

●      Replacement: Replace spark plugs at the manufacturer’s recommended intervals or if significant wear or damage is observed during inspections. Always use spark plugs that meet the specifications of your aircraft’s engine model.

“Honestly, the biggest issue I see is over-cleaning,” Bechtel said. “Individuals and shops tend to clean plugs until they look brand new out of the packaging. The only thing this does is wear out your electrodes and insulator faster, preventing you from getting the full life out of a set of plugs.”

Troubleshooting Common Spark Plug Issues

Even with regular maintenance, spark plug issues can occur. Some common problems and their potential causes include:

Engine Misfire

• Caused by worn electrodes, incorrect gap, or fouled plugs.
• Solution: Inspect, clean, or replace the spark plugs as needed.

Hard Starting

• Often due to spark plug fouling or improper gap.
• Solution: Check and clean the spark plugs and correct the gap.

Poor Engine Performance

• Can result from degraded spark plugs or incorrect heat range.
• Solution: Verify that you are using the correct type and heat range of spark plugs for your engine.

The introduction of fired-in suppressor seal technology, or FISS, is a recent advancement in aircraft engine spark plugs.

“This technology eliminates the high-voltage silicon resistor, which is prone to resistance value increases over time,” Woods said. “The FISS technology incorporates fired-in conducting and suppressor glasses that establish the resistance value of the spark plug. This means that the end user has a stable resistance value over the entire life of the spark plug. With the introduction of electronic ignition, spark plug designs will evolve with wider gaps to handle the increased energy being produced.”

Understanding the various types of aviation spark plugs and their benefits and limitations can help you make informed decisions about aircraft maintenance. Whether you choose massive electrode spark plugs for their durability and cost-effectiveness or fine-wire spark plugs for their superior performance and longevity, regular maintenance and timely replacements are critical to engine operation. 

Please consult your aircraft’s technical publications and an A&P mechanic to ensure your spark plugs are in an airworthy condition.

The post Keeping Current With Aviation Spark Plugs appeared first on FLYING Magazine.

Answer: According to the FAA, aircraft used by Part 141 pilot schools must be maintained under the same requirements as aircraft operated under Part 91. FAA regulations allow someone who does not hold a mechanic or repairman certificate to perform certain preventive maintenance under Part 91.

• READ MORE: Is There an Official Weather Briefing?

The regulation you are referring to applies to a certificated pilot. That is a private pilot, sport pilot, or higher—a student pilot is not a certificated pilot, therefore the student pilot doing preventative maintenance on an aircraft would not be permitted. In addition, 14 CFR Part 43 notes that maintenance can only be done when the aircraft is not used under 14 CFR Part 121, 127, 129, or 135. If the flight school also uses the airplanes for charter operations (Part 135), that’s another reason you cannot touch them.

The post Can Student Pilots Perform Preventative Maintenance on Aircraft? appeared first on FLYING Magazine.

Taylor built the world’s first aircraft engine from a scratch-paper drawing tacked up to his work bench. He had no formal training and made do with what he had to work with. I am still amazed to this day by what Taylor pulled off.

• READ MORE: The First Aircraft Mechanic

Aircraft mechanics often quietly apply our trade behind the scenes, ensuring the world stays connected via air travel. Each of us has a story to tell.

In thinking of the next generation who will work on airplanes, what story would you tell to inspire them? 

Born Into the Business

Some of us cannot help it; we were born into this life. I didn’t choose the jet life; the jet life chose me. My dad worked for the Beechcraft distributor Hangar One in the 1970s. Once, he took me on a business trip with him through middle Georgia, and I took a ride in a taildragger. My life has not been the same since.

This week, I met Suresh Narayanan, owner and CEO of Jets MRO in Dallas. Narayanan is doing what he can to solve the high turnover in aircraft maintenance by offering company-paid benefits, enhanced work culture, and path to partial ownership. He also has no sales representatives and expects his mechanics to communicate with the customer. 

What drove this CEO to appreciate his mechanics in this manner? His father was a Concorde mechanic for British Airways, and he grew up on a steady diet of airplane stories, which he still recalls fondly.

In March, I spent the day at Airbase Georgia, the local Commemorative Air Force (CAF) squadron. The theme was “Rosie the Riveter” in honor of its Stearman project. I witnessed parents walking with their sons and daughters, checking out the swag at the PX tent, taking photos with reenactors, and getting up close and personal with warbirds Some even had custom dog tags made.

One of the best parts was seeing folks, young and old, stand and stare when the Douglas SBD-5 Dauntless taxied up the grinder, its big, powerful engine pounding out a symphony of 1,200 hp before shutting down. I don’t care who you are, a warbird will freeze time for just a minute while you soak it in.

How many aviators or maintainers crossed over that day? What is their story? Only time can tell.

Answering the Call

Paul Hendrickson was just a small child when his father, Joe Paul, left for World War II. What happened in the war changed him forever. I recently had a conversation with Hendrickson just as he was about to wade into his local trout stream at Valley Forge, Pennsylvania. Hendrickson recently published a book about his father’s experience during the Iwo Jima campaign called Fighting the Night. He told me the story of a sharecropper’s kid who learned to work on tractors in western Kentucky during the 1930s. One day, a Ford Trimotor flew over the farm, and the boy was hooked.

All those hours working on tractors and Ford Model T’s paid off. Paul Hendrickson recalls his father learning of his new job in the military.

“He had boot camp ahead of him, but the Air Corps Technical School had already promised him a place in its airplane mechanics class,” Hendrickson said.

Tech school began in the fall of 1937 at Chanute Field in Rantoul, Illinois. The elder Hendrickson’s WWII story began as a mechanic but ended with flying night missions in a P-61 Black Widow. Afterward, Joe Paul Hendrickson earned his A&E mechanic license, the precursor to the A&P.

The old Chanute Field became Chanute Air Force Base before closing in 1993. An estimated 2 million students trained there. Each was either a farm boy or a city kid, but they answered the call and had to live their own story. 

Coming Full Circle

Sometimes a story begins with a simple idea. Stacey Rudser, president and scholarship chair of the Association for Women in Aviation Maintenance (AWAM), had such an idea when she enrolled and became the first female to graduate from the Aviation Institute of Maintenance (AIM) in Orlando, Florida, earning her A&P in 2009. You may have seen Rudser’s pink boots sticking out of an avionics bay at some point.

Rudser offered her thoughts on what AMT Day means to her.

“On this AMT Day, AWAM celebrates all the women working to keep our skies safe,” she said. “We are a small but mighty part of this very special industry and are encouraged to see how many women are entering the ranks of schools and transitioning to the military. Thank you to all the mentors, advocates, and allies as we continue to show that aviation maintenance is a vibrant and viable career for all.”

How did Rudser’s maintenance story begin? In 2013, she earned a 767 maintenance training scholarship for UPS through AWAM. Life has a way of coming full circle, and Rudser went from that honor 13 years ago to personally touching the lives of 26 young women through scholarship awards this year.

Now, that is how you pay it forward.

The post AMT Day Offers Opportunity to Inspire Next Generation appeared first on FLYING Magazine.

Answer: Kudos to you for wanting to be proactive and doing your homework. A dirty or scratched windshield can be a potential safety hazard, and replacing a windscreen that was scratched by poor cleaning technique is not something you want to deal with. It can cost thousands of dollars in supplies and labor. If the aircraft is on leaseback to a flight school, it could also lead to a loss of revenue.

• READ MORE: How Do You Know When to Descend?

Windscreen Cleaning Tips

Plain water and a clean microfiber cloth are a good start. Rinse the windscreen first, then gently stroke it from top to bottom with a clean cloth. By clean, I mean fresh out of the pack. Don’t press hard and do not scrub in circles. Plexiglass, which is what the windscreen is made of, is relatively soft and you could put permanent swirl marks into it.

If you drop the cloth on the ground during the process, don’t use it again. It may have picked up a piece of grit that could scratch the windscreen.

Also, do not use a paper towel as it is too abrasive.

• READ MORE: Should I File an Initial Approach Fix?

Use a ladder to be sure you can safely reach the entire windscreen. Take care not to let any buttons, zippers, or other metal, such as a belt buckle, ring, or watchband, scratch the windscreen.

Do not use Windex on airplane windscreens—ever. The ammonia in Windex can weaken and compromise the plexiglass and give it a hazy appearance.

• READ MORE: How Do You Check NOTAMs?

Prist is a brand of cleaner made for aircraft windscreens. Follow the directions on the bottle. For stubborn dirt or smashed bugs, let the Prist soak in a bit before you begin to wipe up and down. Use gentle strokes.

Side note: Never use Prist on car windows because they are made from safety glass, which will become hazy when treated with the product. It becomes like a layer of soap and is a challenge to remove.

The post Should You Clean an Airplane Windscreen Before Every Flight? appeared first on FLYING Magazine.

“We understand that there are other quality maintenance providers in the market,” GoJet CEO Rick Leach said in a news release. “However, being one of the few Part 121 operators offering this service, and only one of two regional airlines, GoJet now has a unique opportunity.”

The company noted a “growing need for MRO services,” particularly for regional airlines as aircraft return to commercial service from storage programs. GoJet plans to leverage this growth by offering MRO services to regional carriers and others.

“Our offering of this new service not only highlights our dedication to the regional market but should also provide our prospective airline customers with an additional level of comfort and support,” Leach said.

GoJet’s MRO facility will offer specialized maintenance programs, interior and composite capabilities, and aircraft modifications. The company said it emphasizes “efficient turnaround times, quality workmanship, and personalized service.”

The airline said it is actively seeking clients and securing long-term maintenance contracts. GoJet operates a fleet of over 30 CRJ-550 aircraft on behalf of United Express.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post GoJet Receives FAA Part 145 Certification appeared first on FLYING Magazine.

He fired up the aircraft, only to find the Continental O-300-D engine started running rough. That was as far as it went. Mission aborted. The aircraft never left the ground.

Aircraft Troubleshooting

Cessna 172 owner Corey Sampson reached out to me to discuss the engine running rough and the dark side of maintaining an aircraft: unscheduled maintenance.

The first step in the troubleshooting chain was to remove and replace (R&R) the spark plugs, as they were coming due soon. That didn’t help. The next step was to run the engine while idle, using a hand-held laser thermometer, and take the temperature of each cylinder one at a time. 

• READ MORE: Cessna 172 Maintenance Planning

One by one, the temperature readout for each cylinder measured 150 to 160 degrees Fahrenheit. The number 4 cylinder was 95 F. Cylinder number 5 was 159 F, and number 6 was back to around 95 F. 

Sampson could now perform preventative maintenance by wearing his owner/operator hat. Once troubleshooting leads beyond preventative maintenance, it is time to turn around the hat to the A&P side and begin unscheduled maintenance. 

Unscheduled Aircraft Maintenance

There is a trick to relieving pressure off the valves to remove the rocker arm while keeping enough resistance to hold them in place to pop off the rotocoil, keepers (valve locks), and springs. It was time for the rope trick.

Checking in with JD Kuti, president of Pinnacle Aircraft Engines in Silverhill, Alabama, I asked him to break down the procedure for me:

• Feed rope into the spark plug hole.
• Spin the prop until the rope holds the valve in place.
• Use the spring compressor tool to remove the keepers and valve springs.

I watched a mechanic on the internet try to pry off the valve keepers with a pocket knife. That looked like a good way to get cut to me. Back in my engine shop days, we just popped a magnet against the valve locks, and voilà, you set them free.

• READ MORE: The Daily Life of a Repair Station

Kuti mentioned a trick he has used in the past while servicing valve guides: “If you need to drop the valve into the cylinder, tie a piece of floss to the valve through the port. If I’m cleaning a guide, I normally push the valve into the cylinder and pull it out of the bottom spark plug hole to clean the valve stem too.” 

Kuti said he does not deploy the rope trick any longer, opting to pressurize the cylinder with air while the piston is at the bottom dead center (BDC).

Reamer Action Time

Sampson removed the spark plugs and fed the rope into place. Driving out the rocker shaft with a brass drift, he removed keepers and springs. It was then time to drop the valve. Taking the brass drift, he gently tapped the exhaust valve into the cylinder head. 

Special reamers like these are just the ticket to clean up the valve guides. Slowly slipping the reamer into the number 6 exhaust guide, the tool moved smoothly for approximately one-half inch, then began to drag. The reaming process is not difficult, but it is imperative to keep the tool aligned so as not to damage the valve guide.

Where Kuti held the valve with a thin line, Sampson used mechanical fingers in the top spark plug hole to maneuver the exhaust valve back into place. With a flashlight in the bottom spark plug hole; the valve was visible and could be manipulated toward the guide. 

Once in place, a magnet was inserted into the exhaust guide, contacting the tip of the valve stem, and the valve was slowly pulled back into place. Next, the valve springs and keepers were replaced, topped off with a rotocoil or upper retainer, depending on your setup.

• READ MORE: Testing the Hardware After a USM Retrofit

In aircraft maintenance, the line between preventative and unscheduled maintenance can often blur. While he had the time and the tooling available, Sampson opted to apply the reamer to all of the remaining cylinders’ exhaust valve guides as a precaution.

What causes exhaust valves to stick? 

“Heat is the primary cause of valve sticking,” according to AVweb. “High temperatures in the exhaust valve guide oxidize oil and form carbon deposits on the valve guide, and these deposits can cause the valve to stick. The most frequent reason for elevated valve temperatures is valve leakage.”

The post Servicing Cessna 172 Stuck Exhaust Valves appeared first on FLYING Magazine.

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.