The expansion includes additional heavy check maintenance work at the airline’s bases in Charlotte, North Carolina, Pittsburgh, and Tulsa, Oklahoma.

The additional headcount includes over 385 aviation maintenance technician (AMT) roles, the Fort Worth, Texas-based carrier said.

This announcement builds on American’s ongoing commitment to growing its aviation maintenance workforce. In 2023, the company added over 300 jobs to its Tulsa maintenance base with the help of a grant from the state of Oklahoma.

“American is excited to grow our talented Technical Operations workforce with more high-paying, skilled aviation maintenance positions,” said Greg Emerson, American’s vice president of base maintenance and facilities, in a press release. “It’s an opportunity to grow our maintenance capacity and capabilities in the near-term and preserve them over the long run by continuing to build our pipeline of future maintenance team members—which is important work American has been doing for some time.”

Job Openings Now Available

The new aviation maintenance positions are available for immediate application on the American Airlines careers website. The breakdown by location is as follows:

• Charlotte: 133 openings, including 122 AMTs
• Pittsburgh: 44 total openings, including 40 AMTs
• Tulsa: 321 total openings, including 227 AMTs

The airline’s mechanics are jointly represented by the Transport Workers Union (TWU) and the International Association of Machinists (IAM) unions. In 2020, the airline and its mechanics signed a new $4.2 billion contract that will become amendable in March 2025.

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

The post American Adds Nearly 500 New Aircraft Maintenance Jobs appeared first on FLYING Magazine.

When this occurs, owners are hit with a double whammy: They cannot fly their airplanes, and the work will cost them money. Now, some might come away from the down time with a shiny new Garmin gadget or a candy pearl, glossy paint job. And those lucky enough to accomplish engine maintenance may feel a little bump in the throttle, but it is a small consolation prize.

Prepping for Aircraft Maintenance

How do you plan for maintenance?

Last year we followed a local owner-operator as he maintained his 1966 Cessna 172 Skyhawk, detailing how cost, time, and scope factored into his maintenance planning.

Under the scope, consider the point complexity. If someone is putting their plane down for an extended period of time, wouldn’t it make sense to maximize the maintenance and knock out multiple upgrades at one time? For example, if the engine is going out for overhaul, should one also do the propeller? 

Downtime is downtime. Why not combine evolutions? Cost factors into that, but with mandated limits set forth by the original equipment manufacturer (OEMs), it could make sense to just comply now rather than later. Time remains constant, and scope and cost increase, but that saves time later down the line.

There is a common misconception that negotiating an aircraft maintenance evolution is like an episode of Pawn Stars. It is not, or it is not supposed to be. 

Initial Quote

Years ago, I won a sudden-stoppage inspection bid because I was more than $3,000 higher than every other bidder.

When I took the call and gathered the information, I inquired about the serial number of the engine. When the caller recited the number, I learned it ended with an “E,” indicating roller tappet bodies, which are mandatory for Lycoming after a prop strike. I was the only one who mentioned that and, therefore, kept the customer from an expensive surprise during the inspection.

JD Kuti of Pinnacle Aircraft Engines takes a similar approach when quoting engine overhauls.

“We front load the quote as much as possible,” Kuti said. “I do not like to ask the customer for more money during a build, so we lay out the worst-case scenario during the initial discussion.”

According to Kuti, some key points include:

• A new camshaft and tappet bodies on every engine overhaul.
• Full OEM factory new to start. Once the engine is in house the team will explore parts manufacturer approval (PMA), designated engineering representative (DER), and used serviceable material (USM) options, and pass those savings along to the client.
• Supply chain constraints. Right now, manufacturing is struggling to keep up with surging demand. Have you seen the lead time for the factory-new cylinders?

A tougher conversation on the front end makes for smoother sailing later.

Closing the Deal

Once the parts arrive at the MRO, the fun is just beginning. It is inspection time.

To Kevin Allen of Aircraft Accessories International (AAI), this is the best part of repair quoting.

“At AAI we like to be upfront and transparent with the customer,” Allen said. “I will break down the different practices and try my best to educate the customer.”

According to AAI, the process of quoting landing gear overhaul work falls into one of two categories, standard work and above and beyond.

Standard Rate

For landing gear, AAI quotes standard rate inspection that includes all the necessary labor and parts to disassemble, clean, inspect, reassemble, and test.

Once the landing gear is inspected, there may be items that are considered “above and beyond” standard overhaul.

‘Above and Beyond’

Items that may be considered “above and beyond” standard overhaul include:

• Corroded parts such as piston tubes and trunnions;

• Bent, broken, or missing parts; 
• Parts that require replacement due to airworthiness directives or service bulletins. 

AAI’s price breakdown, according to the company, provides customers “price-saving options of being able to choose between DER repairs, PMA, or OEM parts.”

Keeping Everything Straight

Aircraft maintenance software company EBIS assists MROs in keeping their ducks in a row.

“Historically, we see MROs using some combination of spreadsheets, Word documents, and historical invoices to build a quote,” said Chris Heine, senior manager of customer and partner experience at EBIS. “For years, it’s been the fastest and simplest way they knew how to build a high-level quote and get it to the customer ASAP. You’re going to send out a quote that isn’t very accurate for the sake of speed. That doesn’t always lead to a great customer experience down the road.”

There is a better way, Heine said.

“MRO software and automation can help centralize data, run complex calculations in real time and quickly generate pre-formatted quotes,” he said. “For example, one can leverage software to build quotes for recurring events [i.e. annual inspections] with all the labor hour estimates, parts markup calculations and customer-specific billing rates in about 30 seconds.”

Jets MRO in Dallas shares the EBIS work order dashboards with its customers during the quote building process and throughout the entire maintenance event. Its lead technicians serve as both sales engineers and project managers, which allows them to inform customers about project status, actuals versus estimates, and any changes to the original quote.

The same automation that underpins streamlined quoting is also what solves most MRO challenges around generating invoices and collecting payments. 

The post Quoting MRO Work appeared first on FLYING Magazine.

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.

Working on airplanes is like the Wild West sometimes. You have the good, the bad, and the ugly. Here are the top five attributes that should indicate your mechanic or shop is operating in the green:

Certifications

In the 1989 movie Parenthood, Keanu Reeves’ character states you need a license to buy a dog, drive a car, and even catch a fish. Guess what else you need a license for? If you said work on an airplane, you would be wrong. 

You need a license to return an airplane to service. Are individuals certified airframe and powerplant (A&P) mechanics? If you are inquiring about a maintenance repair and overhaul (MRO), are they CFR Part 145 certified? 

Stick with certified mechanics and shops. Just because someone’s cousin has a sick Chevelle and could change your Mooney’s oil doesn’t mean you should let them.

Tools and Equipment

Tools and shop equipment are the mechanisms by which we aircraft mechanics ply our trade. Are the  tools calibrated? Like a surgeon’s scalpel, we rely on the precision of our measuring instruments, the integrity of the torque wrench, and the sweet sound of the one-quarter-inch SK ratchet clicking through its turn. 

Airplanes are notorious for tight turn radius, and the SK version was second to none. For top-notchers, it is all about performance, not the show.

Technical Publications

Just like a pop quiz, if an inspector casually inquires about the airspeed velocity of an unladen swallow, the proper thing to do is puff up one’s chest and spout the answer in a good voice, right?

Wrong.

I have mentioned my ex-partner from the engine shop and his propensity to drop some knowledge on anyone who crossed his path—especially the FAA. It finally got to the point where I coached my crew to answer, regardless of the question, with this phrase: “Whatever the latest revision of the manual states.” 

I once had a primary maintenance inspector (PMI) advise me to stamp any printed material “FOR REFERENCE ONLY” in big red letters. His rationale was that the manual could have changed while we walked from the office to the shop.

I know this seems a bit like overkill, but there is truth in the sacred texts. It amazes me the number of mechanics I encounter who call the parts dealer with no clue as to the part number of their line replaceable unit (LRU). Ensure the facility you use is up to date and has the content library for your make and model.

Safety

Have you ever tried to pull over and check under the hood at 9,000 feet? That’s tough to do. Of course, no one is perfect, and accidents happen, but at what severity and frequency? 

Do a little homework on the shop or mechanic you are considering. Have they been cited by the FAA for naughty behavior? Remember, it’s all fun and games until someone gets their name in the newspaper.

Culture

The previous points are fairly straightforward. Is the entity certified? With a little due diligence, one can ascertain if the tooling is in order, technical publications accessible, and everyone has a clean record. 

What you truly need to understand is the culture. Specifically, are the employees empowered to speak up if something is wrong? In the case of a sole proprietor, is he or she the type of person to come clean and be honest with you?

We had a standing rule at my 145 engine shop. If you drop a tool in an engine and you raise your hand in confession, nothing bad will happen to you. It might be a long weekend, and no one is going fishing on Saturday, but zero disciplinary action would come down on you. What would happen is called a safety stand-down, Everyone stops what they are doing, and we go after the tool/part/foreign object debris. 

Have you ever heard the phrase “trust your instincts?” Well, it applies in this case as well. The best piece of advice I will give you—and I cannot stress this enough—is to spend some time on-site. Visit the shop several times if you can. Go unannounced and see how the staff react. I once knew a shop where, upon first sight of a dark late model Ford, the employees would scatter to the wind—all of them. For the record, I do not recommend that shop to my clients.

You will notice I didn’t mention how long it has been in business. Experience matters, but only competent experience. There are some working in the industry that are doing it wrong and have been for years. Stick with the professionals. 

The post 5 Attributes of a Top-Notch Maintenance Provider appeared first on FLYING Magazine.

As the rudders are a flight control system, federal regulations require the NTSB be notified in the event of a malfunction. According to the report, the servo that activates the rudders may have been adversely impacted by the cold.

What Happened

According to the report, the jet operated as United Airlines Flight 1539 had flown from Lynden Pindling International Airport (MYNN) in Nassau, Bahamas, to KEWR in New Jersey. Shortly after touchdown the captain who was pilot flying noted the rudder pedals “did not move in response to the ‘normal’ application of foot pressure while attempting to maintain the runway centerline. The pedals remained ‘stuck’ in their neutral position.” 

• READ MORE: NTSB Releases Preliminary Report on Florida Jet Accident

The captain used the nosewheel steering tiller to keep the aircraft near the centerline during the rollout as the aircraft slowed. The steering tiller is controlled by hand and used in the relatively tight quarters of the ramp.

Per the NTSB, the captain asked the first officer to check the function of his rudder pedals. The first officer reported his pedals were not responding, however, the captain then noted that shortly thereafter the rudder pedals began to operate normally.

The issue was reported to airline maintenance, and the aircraft removed for service.

The flight data recorder, which records aircraft performance data, corroborated the pilot’s statements regarding the malfunction of the rudder system. The data showed that during the landing and subsequent rollout the rudder surface position remained near its neutral position even though the force applied to the rudder pedals was increasing. 

• READ MORE: NTSB Chief Testifies That Boeing Is Stonewalling on 737 Door Plug Blowout 

The NTSB noted that “about 30 seconds after touchdown, a significant pedal force input was observed along with corresponding rudder surface movement. Afterward, the rudder pedals and rudder surface began moving as commanded and continued to function normally for the remainder of the taxi.”

The investigation involved the FAA, United Airlines (UAL), Boeing, and Collins Aerospace. It was noted in the report that the post-incident troubleshooting and inspection of the rudder control system found no obvious malfunctions with it or any of its components whose failure would have resulted in the restricted movement observed during Flight 1539 and the subsequent test flight that followed the event.

“As a precaution, the aft rudder input torque tube and associated upper and lower bearings and the rudder rollout guidance servo were removed for further examination by the NTSB systems group,” the report said.

Following the removal of the rudder system components, UAL conducted a second test flight on the airplane and found the rudder control system operated normally.

Component Details

According to the information gathered by the NTSB, “pilot control of the 737-8 rudder is transmitted in a closed-loop system from the pilots’ rudder pedals in the cockpit through a single cable system, aft rudder quadrant, pedal force transducer to the aft rudder input torque tube in the vertical fin. Rotation of the torque tube provides the command inputs to the two main and standby rudder power control units (PCUs) to move the rudder surface.”

The incident airplane was delivered to the airline in February 2023. The aircraft was configured with “a rudder SVO-730 rollout guidance servo that was disabled per UAL’s delivery requirements to reconfigure the autoflight system from CAT IIIB to CAT IIIA capability.”

Investigators stated that although the servo was disabled, it remained mechanically connected to the upper portion of the aft rudder input torque tube by the servo’s output crank arm and pushrod. The rollout guidance servo was removed from the incident airplane and subjected to cold soaking to determine if the cold had adversely affected the torque required to move the servo’s output crank arm.

Per the report, at room temperature it was found that the torque to rotate the servo’s output crank arm was within design specifications.

After the unit was then “cold soaked” for one hour and the test was repeated, it was found that the torque to move the servo’s output crank arm was significantly beyond the specified design limits.

“Because the servo output crank arm is mechanically connected to the rudder input torque tube, the restricted movement of the servo’s output crank arm would prevent the rudder pedals from moving as observed during Flight 1539 and the test flight,” the report said.

• READ MORE: Boeing Subcontractor Scrutinized Over Door Plug Failure

The reported rudder malfunction happened approximately a month after an Alaska Airlines Boeing 737-9 Max lost a door plug during climbout from Portland International Airport (KPDX) in Oregon. No one was injured, however, the incident led to the grounding of the aircraft. Boeing has been under intense scrutiny from the FAA and NTSB since the event, with both agencies focusing on the manufacturer’s safety culture.

“We appreciate the NTSB’s work on this preliminary report and will continue to fully support their investigation,” a Boeing spokesperson told FLYING. “We worked closely with United Airlines to diagnose the rudder response issue observed during two 737-8 flights in early February. With coordination with United, the issue was successfully resolved with the replacement of three parts, and the airplane returned to service last month.”

The NTSB noted the report is still preliminary, and the information may change as the investigation continues.

The post NTSB Investigates Boeing Rudder Malfunction Incident in Newark appeared first on FLYING Magazine.

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.

These cutting-edge seats, renowned for their advanced S-frame inertia-absorbing technology, are being touted as redefining the standards for the Bushliner 1850 aircraft. The companies maintain the seats are engineered to enhance crashworthiness and adaptability. One of the standout features is their ability to withstand forces of up to 30 Gs—a critical development stemming from an accident that left one pilot paralyzed.

The modular and easily removable design of the seats adds another layer of versatility, according to the companies. Operators can rearrange cabin configurations, with unused seats folded and stored in cargo compartments. Notably lighter than the original seats, the JAARS S-Seats also contribute to improved fuel efficiency and overall performance.

The proven S-frame design, engineered to absorb energy during accidents, outperforms original seats lacking essential crush zones, the companies said. The seats also feature track compatibility with Brownline-style cargo and seat tracks, offering superior strength compared to T-rails.

Since safety is paramount, all seats are equipped with a four-point shoulder harness/seat belt assembly. Crew seats offer height, back angle, and fore and aft adjustability, ensuring comfort and safety for all occupants. The modifications allow for easy transition between all-cargo and all-passenger configurations.

“The agreement with JAARS Inc. also grants Bushliner Aircraft exclusive distribution rights for North America, providing manufacturers and operators across the continent with access to these innovative, crashworthy seats for multiple types of STC’d certified aircraft and experimentals,” Bushliner said in a news release.

Bushliner said the seats are available for a variety of retrofit installations, including the Cessna 206 and 185.

The post Bushliner Teams Up with JAARS to Create Safer Seats appeared first on FLYING Magazine.

The P2012 STOL switches out the original Traveller’s Lycoming TEO-540-C1As for Continental GTSIO-520-S engines. At its maximum takeoff weight of 8,113 pounds, the 11-seat STOL model will have a takeoff distance of 1,394 feet compared to the standard Traveller’s 2,596 while offering a landing distance of 1,181 feet at its maximum landing weight of 8,003 pounds. The standard version is capable of landing in 2,438 feet.

“Addressing the needs of a market niche that has been underdeveloped and unsupported for decades, Tecnam once again provides a solution for operators seeking a modern, spacious, comfortable, safe yet stylish aircraft with outstanding STOL capabilities for their business,” the Italy-based company said in a statement. “The P2012 STOL is the only twin-piston aircraft with short takeoff and landing capabilities that [comply] with the latest certification changes.”

• READ MORE: Tecnam Introduces P2012 STOL To Serve Challenging, Remote Airports

Equipped with the Garmin G1000 NXi avionics suite, the Tecnam P2012 STOL has a top cruise speed of 185 knots, 905 nm range, and useful load of 2,831 pounds. The IFR-capable aircraft can be configured for missions including passenger transport, cargo, and air ambulance operations. Tecnam expects to begin P2012 STOL deliveries in January.

Expanding U.S. Partnerships

Italy-based Tecnam also announced at NBAA-BACE the launch of a new dedicated maintenance training program in partnership with Florida-based Aero Affinity Holding Corp.. According to Tecnam, courses will be available for its entire fleet. Tecnam noted that those who successfully complete the courses will be eligible to become an authorized Tecnam Service Center. Courses will be offered in locations including Ontario, Canada; Florida; and California.

“The American market is strategic for Tecnam,” said Umberto Giannotta, the company’s service delivery manager. “We want customers and technicians to be competent and comfortable flying and servicing the aircraft.”

In addition, Tecnam appointed Southern Cross Aviation as a spare parts distributor for the P2012 series in the U.S. Headquartered in Fort Lauderdale, Florida, Southern Cross also has a distribution hub in Anchorage, Alaska, and is planning to open a facility in Mesa, Arizona. Tecnam said the partnership aims to provide an “enhanced experience for P2012 operators across the country” in light of “many more” scheduled aircraft deliveries in the Americas. 

The post Tecnam P2012 STOL on Track for 2023 Certification appeared first on FLYING Magazine.

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.

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.

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