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.

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.

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.

The manufacturer on Thursday announced it received Part 145 Repair Station certification from the FAA, opening the door for select maintenance, repair, and overhaul (MRO) services in the short term and expanded MRO operations down the line.

“This is a major vote of confidence from the FAA on Archer’s promise and potential for operating a full-scale urban air mobility [UAM] service in cities across the country,” said Adam Goldstein, founder and CEO of Archer. “As we continue to rapidly advance towards commercial operations, we will be working closely with the FAA and regulators around the world to ensure Archer’s aircraft are safe and ready to transform mobility, providing a sustainable, low noise, and cost-competitive alternative to decongest our biggest cities.”

Archer competitor Joby Aviation also announced Thursday that it received Part 145 certification. The latter believes it is the first to receive the approval, which if true means the rivals are the first two eVTOL manufacturers authorized to conduct MRO operations.

Midnight, Archer’s flagship, zero-emission aircraft, is designed for a pilot to fly up to four passengers (or 1,000 pounds of cargo) on 100 sm (87 nm) trips, cruising at 130 knots. The vision is for the air taxi to perform quick, back-to-back flights with little charge time in between. Archer claims the design will be safe, sustainable, low noise, and cost competitive with ground-based rideshare services, such as Uber or Lyft.

The manufacturer intends to fly the air taxi in 2025 in partnership with United Airlines, which is also an investor and customer. Routes will operate out of United hub airports in cities such as New York, Chicago, and Los Angeles. Unlike Joby, which is partnered with Delta Air Lines, Archer will not operate the aircraft itself.

Part 145 certification allows commercial operators and OEMs, such as Archer, to perform limited MRO services on critical components such as airframes. The approval is a vote of confidence from the FAA, signaling Archer’s commitment to safety and operational standards, including the transport of hazardous materials.

The company said its certification “guarantees” that maintenance and repairs are done by “authorized experts,” ensuring operations adhere to the FAA’s strict safety requirements.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Archer Aviation Receives Part 145 Repair Station Certificate From FAA appeared first on FLYING Magazine.

Joby on Thursday announced it received Part 145 Repair Station certification from the FAA, which will allow it to perform select maintenance, repair, and overhaul (MRO) services on its air taxi and conduct full MRO operations following type certification.

“Receiving our Part 145 certificate from the FAA is an important step towards developing the needed maintenance, repair, and overhaul services to support Joby’s commercial flight operations, as well as establishing career pipelines for people who want to become eVTOL aircraft technicians,” said Bonny Simi, president of operations at Joby.

Joby competitor Archer Aviation announced it obtained its own Part 145 certificate on the same day. The former claims to be the first company to receive the approval, which if true would mean both firms are among the initial recipients.

Joby is seeking type certification of its air taxi before its intended commercial launch in 2025 in partnership with Delta Air Lines. Unlike competitors such as Archer, it plans to operate the aircraft itself.

“This approval marks another foundational piece of Joby’s vertically integrated strategy, including aircraft development, manufacturing, charging systems, commercial flight operations, and now maintenance operations, as we prepare to bring our revolutionary eVTOL aircraft to market,” said Simi.

Joby’s zero-emission design is built to fly a pilot and up to four passengers on 100 sm (87 nm) trips at cruise speeds as fast as 200 mph (174 knots). The company says the aircraft will produce a “fraction” of the noise emitted by helicopters, claiming it will be barely audible amongst city soundscapes.

The manufacturer will begin by performing select airframe, radio, and instrument repairs on traditional aircraft. It also intends to offer paid on-the-job training to prospective technicians. In 2022, for example, Joby partnered with Aviation High School in Queens, New York, to develop local talent and introduce students to course materials on electric propulsion systems. The company says this will help prepare the initial cohort of eVTOL pilots.

Following these initial operations, Joby plans to expand its MRO services in the coming months and beyond. The services will be a crucial component of the company’s operational ecosystem, allowing it to keep its air taxis cruising (or hovering) for as long as possible.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Electric Air Taxi Manufacturer Joby Aviation Obtains Part 145 Certificate 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.

This winter, we received about a foot of snow in one shot, followed by a week of subzero temperatures and high winds. That was about a week and a half of nonflyable weather for those of us still building our tailwheel skills. When the winds finally subsided they were replaced with temperatures in the upper 30s…which resulted in 200-foot ceilings and thick fog. We’re going on week two of these conditions, and it’s now been a full month since I’ve been able to fly at all.

Every aircraft owner in this climate must anticipate conditions and nonflying periods like this. But this is doubly important for relatively new owners like me still learning how to best care for their airplanes and refining flying skills. Gone are the days of landing the FBO’s rental airplane, tossing the keys to the person at the front desk, and forgetting about it for a few weeks. Now, as the caretaker of an airframe and engine, there are more responsibilities to consider.

So, as someone new to ownership, what should you consider when facing weeks upon weeks of nonflyable weather? For me, there are two primary areas of focus—the engine’s health and my perishable flying skills. 

It’s fairly common knowledge that the worst thing you can do to an airplane engine is let it sit unused for long periods. This makes every potential window of flyable weather that much more valuable, considering it might be followed by a month of inactivity. This is why, on my last flight, I pushed my limits a bit and ventured out on an extremely slick runway covered in mud and snow. 

That flight amounted to only one trip around the pattern. But with a thoroughly preheated and then warmed-up engine, the engine did, in fact, reach normal operating temperature as I was turning downwind. The ensuing sketchy runway conditions were bad enough to make me call it a day, but having gotten my engine up to temp, I effectively reset its “sitting on the ground” meter, and I felt better about having to leave it parked for the following weeks.

To ease the strain of starting an engine in frigid temperatures, I do a few things. First, I invested in the best engine preheating system money could buy, utilizing my rule that if the cost to upgrade from the cheapest to the best product available is three figures or less, I just do it. Like most systems, my Reiff preheater has a heating element on the oil pan…but it also has a metal band mounted around each cylinder to heat the entire engine evenly. This also prevents the introduction of piping-hot oil into ice-cold cylinders during start-up.

Similarly, I make a point of storing quarts of oil at home in a warm kitchen cabinet. This way, you’re adding nice warm oil into the engine if you need to add a quart. If your significant other complains about 20W-50 next to the corn flakes, simply put the situation into perspective by pointing out how you could be building an entire experimental aircraft at home but choose instead to hangar a prebuilt example at the airport for their convenience.

On the evening before each winter flight, I’ll drive out to the airport to plug in the preheater. Yes, there are devices to remotely activate such systems via a cellphone or Wi-Fi signal, but I take the opportunity to inspect both the airplane and runway. More than once, I’ve discovered an abysmal snow plowing job, mechanical issue, or some other problem that would have resulted in a canceled flight the following morning.

With a properly cared for and warmed-up engine, my next concern is my proficiency, particularly as a relatively new tailwheel pilot. Just as it’s bad to let your engine sit unused for extended periods, the same goes for your skills. With a typical Monday through Friday 9-to-5 schedule, the lack of daylight in the northern states this time of year effectively limits flying to only Saturday and Sunday. From there, low ceilings or high winds only have to occur a few times to thoroughly ruin a month of flying.

It’s a balancing act. On one hand, you want to respect your personal limits when you’re beginning to get rusty. On the other hand, pushing your limits a bit on a less-than-perfect day might give you the mental reset you need to sharpen your skills and regain some confidence. This will better prepare you to get through the next long period of poor weather and no flying.

It’s always good to go up with an instructor from time to time. If faced with a marginal day with, for example, winds outside of your personal limits, it might be a great opportunity to go up for a lesson, giving you the mental and mechanical reboot necessary to get through another few weeks on the ground.

The post Managing the Doldrums of Winter appeared first on FLYING Magazine.

According to a statement from the FAA, the agency has “approved a thorough inspection and maintenance process that must be performed” on all 171 grounded Boeing 737 Max 9 aircraft. The statement notes that “upon successful completion, the aircraft will be eligible to return to service.”

Within hours of Alaska Airlines Flight 1282 losing a door plug shortly after an early evening takeoff from Portland International Airport (KPDX) in Oregon, the airline grounded its 737 Max 9 fleet as a precaution. The model makes up approximately 20 percent of Alaska’s fleet.

FAA Administer Mike Whitaker noted that the agency grounded the 737 Max 9 on a national scale within hours of the event and “made clear this aircraft would not go back into service until it was safe.”

Whitaker continued: “The exhaustive, enhanced review our team completed after several weeks of information gathering gives me and the FAA confidence to proceed to the inspection and maintenance phase. However, let me be clear: This won’t be back to business as usual for Boeing. We will not agree to any request from Boeing for an expansion in production or approve additional production lines for the 737 Max until we are satisfied that the quality control issues uncovered during this process are resolved.”

In addition, the FAA has “ramped up oversight of Boeing and its suppliers”.

New Instructions from the FAA

Per the statement from the FAA, the agency reviewed data compiled from 40 inspections of grounded aircraft and used it to create a detailed set of inspection and maintenance instructions. It also convened a Corrective Action Review Board (CARB) “made up of safety experts [that] scrutinized and approved the inspection and maintenance process.”

The agency stressed that “following the completion of the enhanced maintenance and inspection process on each aircraft, the door plugs on the 737 Max 9 will be in compliance with the original design which is safe to operate….This aircraft will not operate until the process is complete and compliance with the original design is confirmed.”

Per the FAA, the enhanced maintenance process requires:

• Inspection of specific bolts, guide tracks and fittings
• Detailed visual inspections of left and right mid-cabin exit door plugs and dozens of associated components
• Retorquing fasteners
• Correcting any damage or abnormal conditions

FAA Holding Boeing Accountable

The FAA is also increasing oversight of Boeing’s production lines.

“The quality assurance issues we have seen are unacceptable,” Whitaker said. “That is why we will have more boots on the ground closely scrutinizing and monitoring production and manufacturing activities.” 

Increased oversight activities include: 

• Capping expanded production of new Boeing 737 Max aircraft to ensure accountability and full compliance with required quality control procedures
• Launching an investigation scrutinizing Boeing’s compliance with manufacturing requirements. The FAA will use the full extent of its enforcement authority to ensure the company is held accountable for any non-compliance.
• Aggressively expanding oversight of new aircraft with increased floor presence at all Boeing facilities
• Closely monitoring data to identify risk
• Launching an analysis of potential safety-focused reforms around quality control and delegation

The agency will continue to work closely with the National Transportation Safety Board (NTSB) as it continues the investigation into Alaska Airlines Flight 1282. One of the key questions to be answered is if the bolts that are designed to hold the door plug in place were installed correctly, if at all, at the time of the accident.

• READ MORE: NTSB Identifies Part That Failed on 737 Max 9

FAA Waiting for Boeing Safety Review

In early 2023, the agency convened 24 experts to review Boeing’s safety management processes with an eye toward how they affect the aircraft manufacturing giant’s safety culture.

Per the FAA statement, “the review panel included representatives from NASA, the FAA, labor unions, independent engineering experts, air carriers, manufacturers with delegated authority, legal experts and others.”

The panel reviewed thousands of documents and interviewed more than 250 Boeing employees, managers, and executives, Boeing supplier employees, and FAA employees, and visited several Boeing sites as well as Spirit AeroSystems’ facility in Wichita, Kansas.

The report is expected to be released in a few weeks. The FAA will be using the information to determine if additional action is required.

In response to the FAA, Boeing released a statement: “We will continue to cooperate fully and transparently with the FAA and follow their direction as we take action to strengthen safety and quality at Boeing. We will also work closely with our airline customers as they complete the required inspection procedures to safely return their 737-9 airplanes to service.”

• READ MORE: Boeing to Shut Down Facility for a Day

In addition, U.S. Senator Maria Cantwell (D-Wash.) announced she will conduct congressional hearings to investigate the alleged “safety lapses” that may have led to the loss of the door plug from the ill-fated flight.

“[The public and workers deserve] a culture of leadership at Boeing that puts safety ahead of profits,” Cantwell said.

Airlines Reply

According to aviation data provider Cirium.com, there are approximately 215 Max 9 aircraft in use around the world. Of those, 79 belong to United Airlines and 65 to Alaska Airlines. Both airlines experienced flight cancellations and delays following the FAA’s grounding of the jets.

During the grounding the airlines complied with an FAA mandate to inspect their fleets of Max 9s, and the data collected from these inspections has been evaluated by the agency and used to develop its orders for final inspection of the aircraft, which is required to return them to airworthy status.

• READ MORE: United Airlines Says It’s Disappointed in Boeing

In a statement, Alaska Airlines noted “each of our aircraft will only return to service once the rigorous inspections are completed and each aircraft is deemed airworthy, according to the FAA requirements. We have 65 737-9 Max in our fleet. The inspections are expected to take up to 12 hours for each plane.”

Alaska Airlines predicts the first of the Max 9s will resume flying on Friday, “with more planes added every day as inspections are completed and each aircraft is deemed airworthy.”

Toby Enqvist, United’s executive vice president and chief operations officer, said the airline began inspection of its Max 9 fleet on January 12. In a message to United employees, Enqvist outlined the process, which includes removing the inner panel, two rows of seats, and the sidewall liner, enabling workers to access the doors and “inspect and verify the proper installation of the door and frame hardware, as well as the area around the door and seal.”

The post FAA Cracks Down on Boeing appeared first on FLYING Magazine.

Where to Begin

Purchasing an aircraft can seem like a daunting challenge at first. Millions of dollars may be at stake in a jet deal, and a poorly maintained aircraft could also fail in service and jeopardize the well-being of passengers, family members, and crew. But just as much may be riding on a much smaller deal on a light piston airplane. As with any business endeavor, it’s better to engage the assistance of experts—regardless of the nature of your aircraft transaction, and gather tips from pros who specialize in business aviation that applies to your process.

Typically, the first step in any aircraft acquisition is for the buyer to submit a letter of intent (LOI) to the seller. Soar Aviation Law LLC, an aviation law firm based in Cleveland, notes that the driving factor for submitting an LOI is to address each party’s understanding of the critical business elements of the transaction and capture and document those terms. The PPI is a vital element of the LOI, addressing essential details such as inspection requirements, scope of work, and inspection-conducting facility.

I recently spoke with Par Avion Ltd. founder and president Janine Iannarelli, who leads the international aircraft marketing firm exclusively representing buyers and sellers of business jets. Iannarelli reiterates that choosing the maintenance facility or technician is a critical decision, and while both parties must agree, it is better to have a third party without bias. Ideally you want to bring on board a representative with specific product knowledge. Be wary of influence, and take care to avoid preferential treatment.

Iannarelli says the service center has a standard protocol and checklist for these events. The team will look for problem areas for regions, any corrosion or previous findings, and check prior operations and ownership history. This language is in a mutual agreement, spelled out in a contract with a scope of work. Additional items may be added to the scope of work based on the inspection, and it can be amended as needed. With travel restrictions relaxed, her best advice is to travel to look at the aircraft. Both buyers and sellers will need to have representatives on-site.

Another aspect of shopping for an aircraft is if the airplane has an existing maintenance program. Soar Aviation Law says of maintenance programs, “Aircraft that are enrolled in maintenance and subscription programs, such as those covering airframes, engines, and maintenance tracking, are often more marketable and more valuable.” Additionally, it is often necessary to consult with the maintenance program about the transfer of ownership and coverage rates. Be sure to obtain a price quote to continue the coverage. This fee will be factored into the total cost of ownership.

Records/Aircraft Logbook Review

As with any aircraft maintenance event, one does not start by pulling panels in the hangar. First of all, what are you looking for? Secondly, what happens when you find it? Third, is this part supposed to be installed? Aircraft logbooks tell the story of the airplane, engine, and propeller(s). Each piece of the airplane has its serial number-specific logbook. If the aircraft is a twin engine, two engine logbooks will be present.

As there is quite a bit of component swapping during aircraft maintenance, it is imperative that the serial number listed as installed on the aircraft physically resides in that position. Frequently parts get swapped out during troubleshooting or to avoid an aircraft on ground (AOG) situation, and those need to be recorded correctly. One, do the records match the aircraft? Look for the serial numbers of components. Airworthiness directive (AD) status and service bulletin (SB) compliance are other factors to consider. Remember, ADs are mandatory, and owners must comply to stay airworthy. Speaking of airworthiness, what authority governs the operation of the aircraft? Is it the FAA, European Union Aviation Safety Agency (EASA), Civil Aviation Administration of China (CAAC), or another regulating body? If you intend to operate the aircraft under a different regulating agency, there may be additional paperwork to complete.

If the above instances are valid, importing the acquired aircraft to another country could be required. Soar Aviation Law advises that during the visual inspection, if the aircraft is found to comply with an-other governing body, it is important for the buyer to have a designated airworthiness representative (DAR) present to determine if the aircraft will be considered airworthy in the U.S.

A wealth of information can be gleaned from reviewing the aircraft records. Tony Kioussis, former president and CEO of Asset Insight LLC, and I sat down to discuss prepurchase inspections. Kioussis has spent his career dealing with aircraft, and his current venture is AvPolls, which provides insight into the aerospace industry’s collective viewpoint. He offers some good advice when beginning a records review.

According to Kioussis, if a seller does not allow sufficient time for a detailed check of the aircraft and its records, it might be a sign of hidden issues. “I would never acquire an aircraft without the opportunity to conduct a detailed PPI,” he said. I asked Kioussis about some lessons he has learned in the aircraft brokerage business. He acknowledges that each aircraft model has its known issues. According to him, it is best to conduct the PPI utilizing a facility that knows the model well—such as the OEM. One item that can be overlooked is an entry to the log that might seem routine but one that has a more important story to tell. If an aileron has been “replaced,” what required its replacement? Was it replaced because a tug struck it? That would mean the aircraft had sustained damage that might affect its valuation.

The pandemic definitely affected business aircraft sales. During COVID, access to an aircraft by the buyer’s and seller’s representatives to the PPI facility was often limited. Record reviews were often more limited than buyers would like. Because of the “purchasing frenzy” that was created during the pandemic low inventory led to a seller’s market. That not only dramatically raised prices, especially for newer, lower-time aircraft, but also allowed sellers to limit, if not outright refuse to allow, a PPI of their aircraft. Some buyers, especially first-time ones, were not advised by an experienced acquisition consultant. As a result, some were willing to acquire an airplane under “as-is, where-is” terms. Any experienced buyer will tell you that doing that may not only cause you to pay more for the aircraft than it is worth but also increase your cost for maintenance in the future and potentially negatively impact your selling price for the asset at the time of replacement.

• RED MORE: Looking Beyond a Pre-Purchase Checklist

Aircraft Condition Inspection

Once the records review is well underway, it is necessary to inspect the aircraft physically. One line on the job card may be to perform a borescope inspection (BSI) of the engines. Here, the team can check for specific trouble points for this aircraft. At this point, begin to cross-check the physical serial numbers against the paperwork.

Working with industry experts when launching these maintenance evolutions is important. Crew Chiefs Corp. is just such an organization. With teams stationed all around the globe, Crew Chiefs can serve as an on-site representative for prebuys, completions, and refurbs. Mark Thibault, chief technical officer, and Warren Curry, COO, of Crew Chiefs, discussed the logistics of prepurchase inspections with FLYING.

There is no industry standard for the scope of services performed during an aircraft PPI. The scope of work dictates the depth of the inspection. A complete PPI is conducted at a service center or MRO facility. When necessary, a condensed aircraft survey conducted by an aircraft technical expert, typically in a hangar or even on the ramp of an airport, without an MRO’s involvement may be needed. Buyers may choose these abbreviated surveys when the MRO lacks the space or the time to close the deal is tight. They consist of a detailed visual inspection of the aircraft and a thorough aircraft records review without involving removing panels.

For full work-scope PPIs, the following are essential elements. The maintenance inspection team ensures adherence to the scope of work. The teams then assess the discrepancies and take action as needed. Typically, a seller is financially responsible for correcting all airworthy findings, and the buyer is financially responsible for all findings not considered airworthiness issues. It may be necessary for the maintenance team to accompany the aircraft on an acceptance test flight.

The buyer should receive daily status reports and a final comprehensive report with all activities, observations, and assessments, including associated pictures. To better understand the process, Crew Chiefs highlights five focus areas during the inspection:

1. Condition surveys: Conduct a comprehensive inspection of the cockpit and cabin for aesthetics, form, fit, and function. Make an exterior zonal flow inspection to assess paint, flight control surfaces, engine inlets, tire and brake wear, as well as any areas exhibiting corrosion, damage, or defects.
2. Conformity inspection: Make one if the buyer’s intended use involves Part 135 (AOC) and the state of registry compliance.
3. Program reviews: Assess the status of any engine/APU/avionics, OEM programs, third party warranties, or component warranties.
4. Verification of sales specifications and loose equipment: Review the aircraft’s options and equipment to ensure compliance with the proposed aircraft purchase agreement.
5. Oversight of BSI and cold soak flights: This requires third-party involvement, such as an engine OEM or service provider, operator, or current owner(s) and pilot(s) but allows for a better under-standing of any existing engine discrepancies and operational and system checks.

We also discussed some universal truths that, regard-less of aircraft model, prospective buyers should be aware of:

• Ensure contractual obligations to rectify discrepancies for the seller and buyer are clearly agreed upon before inspection.
• Obtain professional advice on the recommended scope of the prebuy inspection based on aircraft type, total hours, age, and intended utilization.
• Use a third-party inspection service for an objective assessment. Do not use the current owner’s maintenance personnel.
• It is always recommended to complete an engine borescope inspection from the engine OEM or engine OEM-authorized facility if possible.
• Conduct a test flight—sometimes called an observation or acceptance flight—to evaluate aircraft performance and conduct in-flight operational and systems checks.
• Maintain daily awareness of the progress and status of the prebuy inspection, especially if a technical representative was not hired to protect your interests.
• Understand pending inspections that may significantly add to the cost of aircraft ownership within the first couple of years.
• Ensure all documentation, records, and logbooks are reviewed for completeness, organization, and compliance.
• Ensure you use a highly reputable provider to review the prebuy inspection results.

Once the inspection team wraps up and the reports are filed, it’s time to sit down and negotiate. Sometimes, the two parties may need to close the deal before accomplishing the entire squawk list. Soar Aviation Law points out that currently the most common reason aircraft deals cannot close is because of supply chain issues. The aftermarket parts supply is constrained and not all parts are readily available to return the aircraft to service. In this case, the parties can agree on a reduced price based on the estimated cost to repair, or each can agree on a holdback amount to be held by the escrow agent after closing. The hold-back is used to pay for the repair of the outstanding discrepancies.

This article first appeared in the September 2023/Issue 941 of FLYING’s print edition.

The post Getting the Most From Your Prepurchase Inspection appeared first on FLYING Magazine.

According to Volato, the agreement covers “full-scale maintenance services” for its HondaJets along with the sublease of a Volato hangar at Northeast Florida Regional Airport (KSGJ) in St. Augustine. Banyan will initially be subleasing the space for three years and service integration is already underway. Volto noted the move also establishes a new authorized HondaJet service facility in Florida.

“We are thrilled to partner with Banyan, increasing maintenance capacity for our expanding HondaJet fleet in the Southeast right in our own backyard,” said Volato co-founder and CEO Matt Liotta. “This initiative streamlines Volato’s operations and will support our fleet expansion, delivering both operational efficiency and cost savings compared to our previous in-house maintenance.”

Volato, based in Atlanta, grew its HondaJet fleet by 50 percent last year, finishing 2023 with 24 aircraft. The company, which calls itself the largest HondaJet operator in the United States, also has orders for 22 additional HondaJets with 10 scheduled for delivery in 2024. In addition, it has signed a letter of intent for HondaJet’s Echelon transcontinental light jet, which is still in development.

• READ MORE: Volato HondaJet Fleet Expands by 50 Percent in 2023

Volato officially went public late last year, with its stock trading on the New York Stock Exchange beginning December 4. The company offers fractional ownership, aircraft management, jet card, deposit, and charter programs. 

An FAA and EASA-approved repair station, Banyan Air Service is based at Fort Lauderdale Executive Airport (KFXE) in Florida. It provides services including heavy maintenance, interior modifications, turbine engine service, structural repairs, avionics services, aircraft parts, and aircraft sales and management. The company has been in operation for 40 years.

The post Volato Signs HondaJet Maintenance Agreement with Banyan Air Service appeared first on FLYING Magazine.