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.

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

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

What To Consider 

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

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

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

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

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

A&P School 

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

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

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

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

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

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

Military 

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

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

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

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

Experience 

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

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

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

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

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

An aircraft with a long production history starting in Michigan, the multiple Stinson models have seen a wide variety of modifications over the years. Type clubs such as this serve as custodians of information about unique and antique aircraft and are one of the most important methods of sharing best practices for owner maintenance, information about upgrades, STCs, potential maintenance concerns, and piloting techniques.

“We are pleased to again bring together the members of the Stinson family,” said Brett Chilcott, owner of a 1947 Stinson 108-2. “Every time we do this we al get the benefits of camaraderie and information exchange. It makes us all more effective at keeping these pieces of aviation history alive and functioning in our general aviation community.”

Passing Along Resources and Knowledge to the Next Generation

While not every Stinson owner makes it to such an event, those that do learn and then go back to their home aviation communities and share resources with others. For an aircraft that last saw updates to maintenance manuals and even engine maintenance manuals, especially for those that are still operating Franklin engines, decades ago, these events keep knowledge from dying with the older generation of pilots. The last generation of Stinson operators shares their knowledge with the current generation, and the current generation has a duty to share information with the next generation. This is how we keep historic aircraft flying for another generation.

Many of the Stinsons present represent a unique merging of antique and modern. Some had older Franklin engines; some were modified to newer, more current engines with more horsepower. Some had classic VFR-only panels; some were upgraded to modern avionics that were as capable as most modern new production glass panel aircraft. A historic, classic airframe, the Stinson has proven to be adaptable and still relevant to flying in the modern aviation system. This is something that many antique aircraft have been unable to do. Stinsons have proven to be classic and adaptable for modern owners who still love flying them.

• READ MORE: His and Hers Stinsons

I include myself in that group. This event marked a five-year anniversary for my wife and me in the ownership of a 1947 Stinson 108-1. I fly the aircraft regularly to and from the practical tests I give as an FAA designated pilot examiner (DPE), but we also fly it for fun, and I still get a little cranky when it has been too long between flights. My wife will confirm this.

If you are a Stinson owner or operator, join the International Stinson Club. If you don’t own a Stinson, but have another classic aircraft for which there is a type club, join it. I promise your membership will pay dividends in knowledge about your aircraft and help support the communities that keep these pieces of aviation history flying.

The post Pilots Gather at the 2022 Stinson Summit appeared first on FLYING Magazine.

With a black and red motif accented by mirrored chrome, the Snap-on truck strikes an impressive presence next to electric cars parked at their charging stations. Finally, the gleam of brightly polished metal appears on the horizon. The colors are not by happenstance. Marketing coordinator Calvin Emerson describes each as: 

• Black – powerful, sophisticated, edgy 
• Red – passion, importance, attention 

Much like merchants of old, the truck is here to engage in commerce. My eyes take a moment to adjust. Rows of pliers adorn the ceiling, lined up like ships from the U.S. Navy Fifth Fleet. Ratchets arranged from tallest to shortest sparkle and beckon me to take them back with me to their forever home. Screwdrivers packed as families with a papa, mama, and three offspring tucked neatly in their cases. The possibilities are endless. 

The tool truck is akin to Mr. Magorium’s Wonder Emporium for grown-ups. Much like the magical world of the 2007 Dustin Hoffman film, enchantment permeates the space, and your money magically disappears right out of your account. Fret not—a trader of tools can be a reasonable soul if they are in a fair mood. 

Read on, traveler, and learn the ways of the tool. 

Building Your Collection 

When we last left, our hero, 21-year-old me, was balancing on a nose tire trying to remove a canopy selector valve on the ramp in the rain. Fast forward 31 years, and although I make my living with a laptop these days, I still maintain the same tooling position I did as an airframe and powerplant (A&P) mechanic. It took years to amass my collection, and I continue to supplement it with new additions whenever needed. 

How is your tool kit coming? Where should one begin? Start with the basics and work up as you go. We are in aviation, an industry dominated by checklists, so let’s look at a few. 

I highlighted this before, but it is worthy of a re-post—the Embry Riddle Aeronautical University (ERAU) general and advanced recommended tool kits.  

Snap-on builds kits specifically for aviation and offers its tools in kits or stand-alone pieces, 

Mac Tools does not single out aviation as a specific business segment but offers hand tool collections.  

I, like others, have an ebb and flow relationship with my tools. After a big job, it is common for everyone to gather in a circle and retrieve their possessions, often squinting in bad lighting after a long night’s work. Try as you might, tools inadvertently change owners; however, sometimes, you can exchange them back in an impromptu swap-meet. I have a crucial strategy to circumvent this. Keep reading to learn this time-honored secret. 

How does one amass a tool collection worthy of an A&P? It boils down to three basic but essential elements:

1. Money

2. More money

3. And even more money

But seriously, there are ways to build out your tool kit and stay married, and I am living proof. The first step is to admit you have a problem. Sorry, that is the wrong list; I mixed up my notes. Absolutely the number one rule in tool acquisition is quality. Crappy tools lead to sloppy work, and sloppy work begets lousy maintenance. Inadequate maintenance equals unsafe aircraft. Do I need to keep breaking this down for you? 

I honestly do not care what your brand of choice is. I have a wide variety, with a majority coming from the tool trucks that visit the various shops I worked at, Snap-on, Mac Tools, and Cornwell. In all seriousness, tool trucks are fantastic, and the operators are a great resource. Many are franchise owners with a vested interest in keeping their customers happy. I have held very spirited conversations with many of them and even engaged in a bit of bartering. Treat them respectfully, and you will be more apt to get a deal. 

If you do not have access to a tool truck, catalogs are your next best option. Some are still in print, but many are online-only now. All major brands have them; some even run sales to move older inventory. Do you care if the screwdriver handle is last year’s color? But remember the golden rule: quality first. 

Other excellent sources for obtaining tooling at a discount are swap meets, thrift stores, and estate sales. If you stick to the quality tool products, then the “guarantee” and lifetime warranty stay with the tool, not the owner. My maternal grandfather Carl F. Williams Sr., longed to tell the tale of finding an old pair of Sears Craftsman slip joint pliers on the side of the road and exchanging them the next day for a brand new one. It truly is the little things in life. 

The Essentials 

Make sure you get a decent toolbox to catalog and hold everything. And you do NOT need an 88-drawer tamale wagon with surround sound and retina recognition locks. If that ship has already sailed, and you need this article as a reference for your significant other, hit me up on Discord. Maybe we can work something out for a price. 

The inter-webs has some helpful resources that will help familiarize you with hand tool functions and allow you to build your personalized collection to meet the maintenance actions. The International Center for Development of Science and Technology (ICDST) Research Group Inc. provides one such resource that describes the form and function of the most common hand tools and measuring devices.  

The ICDST page above begins with humankind’s first tool, the hammer or mallet. On the line, we affectionately called this the great persuader. Finish this sentence—if at first you don’t succeed… Next are screwdrivers, better known as twister sticks. Do you want crossed or plain? Center punches, diagonal cutters, pliers, and duckbills are dubbed stabbers and grabbers, and the list continues indefinitely. 

On Page 9-14, there is a nifty chart to cross reference drill sizes and their decimal equivalents, which is useful when you have one but not the other. Remember, this is aviation; we don’t just wing it, pun not intended.   

All of the above are essential, and hopefully, you took the time to scroll through the catalog lists and read up on the details on the ICDST page, but I know the one question that is lingering in your mind, the one you are just dying to ask. Yes, in the middle row, third from the left; what’s your question?  

What is the number one tool in a mechanic’s arsenal? Great question. I thought you’d never ask. The single most helpful tool for a mechanic is the Snap-on 8-3/4-inch Ratcheting Standard Screwdriver, aka the robo-twister stick. Have you ever tried to de-panel an aircraft with a traditional Phillips head screwdriver? When you finish, your forearms look like Popeye’s. 

Do you recall when I spoke of the great tool roundup at the end of a shift? The UTM or the Ugly Tool Method was my tactic for identifying and retrieving my tools. Everyone wanted a red or black ratcheting screwdriver, and I got a fluorescent lime green one. You could spot that sucker from the highway; it stood out like a beacon against the dull gray airport ramp, especially at night. 

Some like to use a Vibro-peen to mark their tools with a unique identifier. That is a lot of work and could damage the tool, but you can decide for yourself. That is the best part of tooling; unless you work for a big company with an embedded tool control program, custom building your collection is fun. 

Precision Tooling and Calibration 

We will eventually discuss complicated test equipment that requires calibration and recertification. Let’s touch on a few hand tools that need a little maintenance and an additional level of care. 

The torque wrench measures the correct amount of turns to achieve a specific torque on a nut or bolt. They require a specific internal inspection and calibration to remain in compliance. Please handle them with care, and if they are inadvertently dropped or bumped, send them out for recalibration and check. At the shop, we had several deployed and calibrated them in three-month intervals to ensure a few were always current. Once, a mechanic thought it would be fun to toss one in the air like Tommy Lee. As the torque wrench bounced off the table, I was drafting his exit notice. 

Micrometers, calipers, and bore gauges are precision measuring instruments that maintainers use daily to determine the airworthiness limits of parts. They also require calibration and should be handled accordingly. One place that accomplished this for me was Epps Aviation. Yes, the Georgia Aviation Hall of Fame Epps. 

I hope you have enjoyed this introduction to aircraft maintenance hand tools. We still have a long way to go and plenty of runway to cover, so stick with me. If you have never stepped foot on a tool truck, be warned. It promises to be a moving experience. Another milestone will be the first click or break you feel when the torque wrench reaches 33-inch pounds. Do you know how it feels the first time you hit a three-wood without hooking it? It is not quite like that, but it is still pretty cool.

The post The Wide World of Hand Tools appeared first on FLYING Magazine.