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

Understanding the Basics

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

Types of Aviation Spark Plugs

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

Massive Electrode Spark Plugs

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

• READ MORE: Intro to Aviation Spark Plugs

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

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

Fine-Wire Spark Plugs

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

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

• READ MORE: Breaking Down Sudden Stoppage Inspections

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

Choosing the Right Spark Plug 

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

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

• READ MORE: Servicing Cessna 172 Stuck Exhaust Valves

Maintenance and Replacement Recommendations

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

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

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

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

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

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

Troubleshooting Common Spark Plug Issues

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

Engine Misfire

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

Hard Starting

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

Poor Engine Performance

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

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

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

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

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

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

This is how the day in the life of a certified repair station begins. While the above may seem routine and mundane—no different from any other profession—it is not. Long before the day starts, scores of others are already hard at work. Teams operate in every corner of the globe, working to fulfill the mission.

Some companies are conglomerates with policies and procedures designed to ensure success at any facility across the world. Others are true small business ventures, staffed by family members.

Precision Aviation Group (PAG) FAA Repair Station is one of humble beginnings, as the company was literally founded in a broom closet. Since then, Atlanta-based PAG has begun an upward trajectory.

• READ MORE: The Aviation of Things

Adjacent to Atlanta Regional Airport-Falcon Field (KFFC), Aircraft Accessories International (AAI) FAA Repair Station in Peachtree City, Georgia, is an up-and-coming shop. Founded in 2014, it specializes in helping owners maintain older aircraft. Longtime readers of my Maintaining Your Airplane column online will be familiar with Pinnacle Aircraft Engines FAA Repair Station in Silverhill, Alabama, where JD Kuti overhauls Lycoming and Continental aircraft engines.

Not to be confused with the manufacturer, Sensenich Propeller Service FAA Repair Station in Lititz, Pennsylvania, specializes in propeller service and overhaul. Each of these is successful in its own right. Understanding their success means understanding the mission.

Mission-Critical Operator Support

PAG began life as Precision Heliparts Inc. (PHP). Founded in 1993 by Scott James, the company’s first business model was to supply parts to the helicopter industry, centering on mission-critical operators: medevac, law enforcement, and the Department of Defense (DOD). They rely on PAG’s supply chain to keep them mission ready. One canceled flight could lead to loss of life, a reminder of why PAG is in business.

In 1996, David Mast became president and CEO, and shortly after in 1999, PHP was named one of America’s fastest growing companies by Inc. magazine. Mast and James knew there was strength in numbers, and an expansion seemed to be the next step for progression. Western Canada is home to scores of helicopter operators, and in 2002 PHP established Precision Heliparts-Canada (PHP-C) in Vancouver, British Columbia.

Customers demand precision, so PAG begins its name with that. After expanding the company, the founders sought to control its destiny by becoming an FAA Part 145-certified repair station (CRS). In 2003, PHP obtained FAA certification and entered the maintenance, repair, and overhaul (MRO) market.

AAI’s journey began when team members of another repair station wanted to take a different approach to the customer experience. There comes a time when one must exercise the freedom to make a choice if necessary. AAI recognized a need to upgrade the support of older aircraft and seized the opportunity.

When Pinnacle changed ownership, the new leaders expanded the business model from a single scope, serving essentially one customer, to expanding and offering top-quality reciprocating engine service to everyone.

Customer Support Commitment

PHP reached another milestone in 2004 with the acquisition of Atlanta neighbor Precision Avionics and Instruments (PAI), and rebranded as Precision Aviation Group (PAG). PAG maintains 20 repair stations and more than 850,000 square feet of sales and service facilities in the U.S., Canada, Australia, Singapore, and Brazil. Using an inventory-supported maintenance, repair, and overhaul (ISMRO) business model, PAG is well positioned to support its growing global client base, providing MRO and supply chain solutions for fixed and rotary-wing aircraft.

PAG world headquarters sits adjacent to Hartsfield-Jackson International Airport (KATL) in Atlanta, led by accountable manager David Scarbrough. The AM, as defined by the FAA in Advisory Circular (AC) No. 145-9A, is the person designated by the repair station to be responsible for and have the authority over all operations conducted under Part 145. The AM also acts as the station’s FAA point of contact.

“Things are busy, and we are growing,” Scarbrough said. “Please forgive the dust. The facility is going through a renovation and expansion.”

The company is creating centers of excellence and overhauling its workspaces, shops, and conference rooms. In today’s world of lean manufacturing, 5S methodology, and Kaizen events under Six Sigma, companies must evolve through continuous improvement or lose market share.

We started our tour in the shipping and receiving department. Here, rows of boxes lined up on conveyor belts wait their turn to be checked in by the crew. People overlook the importance of shipping and receiving, which is a huge mistake. This team is your first line of defense for spotting incoming errors, such as paperwork issues or critical damage incurred during shipping.

It is also the last to touch the parts before your customer sees them.

The tour then proceeds through the various repair shops at the Atlanta branch. Our next stop was the instrument shop. We visited several more functional shops, including gyro and pneumatic, starter generator, accessories, and avionics. We finished up at wheels and brakes. As we walk through the shops, my A&P brain cannot help but start to piece together all the different components I see. Pretty soon, we almost have an entire airplane.

One of PAG’s stated growth strategies is to combine unmatched customer service with investments in inventory and MRO capabilities. This is where the ISMRO comes into play. Let’s say you are the director of maintenance for a corporate aviation entity with a small fleet of Beechcraft King Airs and one Cessna Citation X. One of the King Airs is coming due for an inspection, and another just experienced a starter generator failure. The X is off on a trip, and one of the company executives has to be in Omaha, Nebraska, to close a huge deal. They could fly commercial, but why go to the trouble and expense of maintaining a corporate flight department if you have to buy a ticket and stand in line with your shoes off?

Your choice is clear: Fix the King Air, pronto. The engine cowling comes off, and the maintenance crew pulls off the starter generator from the left engine. The generator comes off, but the end of the shaft is still in the engine. Yep, it’s a sheared shaft. A quick trip down to PAG, and the shop inducts the part. The good news is it can fix it. The bad news is a shaft is on back order and will not be in for a week. When all hope seems lost, the DOM calls PAG, and a customer experience coordinator answers before the third ring. The rep states an exchange is ready to go, and they will accept the older part as a core. The part ships, the mechanics install it, and the executive makes the meeting. Everyone wins.

Adam Fett, director of sales for PAG Atlanta, said the company does not deploy an outside sales force. Rather, the inside team will make customer visits and solidify the relationship. When I asked if the team was split by region or aircraft platform, Fett said that was not the case. “At PAG, we let the client decide who their rep is,” he said of a concept that is revolutionary for the MRO industry.

Our stop at AAI is essentially the same, only on a much smaller scale. CEO Kevin Allen and I met at the shop, and I could tell from the first few minutes that his facility was squared away. Are you familiar with the book Broken Windows, Broken Business: How the Smallest Remedies Reap the Biggest Rewards by Michael Levine? Its main point: Take care of the little details in your business, and the rest will fall into line. AAI maintains a spotless facility, which is not easy when dealing with decades-old aircraft parts.

Dan Landis serves as the general manager of Sensenich Propeller Service, and he is the main point of contact for technical support. Landis recently told me that the best part of his job is getting into the field and talking propellers with his customers. One of the best ways to connect with people is through organized events, so there is always something on the company’s calendar. Landis attended the Beechcraft Heritage Museum’s biggest event of the year, the Beech Party, in October in Tullahoma, Tennessee.

Start with Why

Simon Sinek has a best-selling book called Start with Why: How Great Leaders Inspire Everyone to Take Action. To begin, a business must establish and live by its core values. Many companies lose sight of this and drift far from the intended path. PAG states its clearly: “passion, service, integrity, teamwork, and quality.”

The leaders of PAG’s four sectors, avionics, components, engines, and manufacturing/DER services gather periodically to map out a strategy for the future. Mast established this practice years ago and even saves old goals written on index cards. PAG’s growth is based on two key foundations: combining unmatched customer service with investments in inventory and MRO capabilities, and establishing sales and service facilities close to customers worldwide.

Keith Stringer, vice president of engine services, oversees PAG’s Engine division. When asked about his biggest challenges, Stringer singled out the supply chain, specifically raw materials. Jordan Webber, vice president of component services, joined the organization in 2012, launching from scratch and running several divisions of PAG. In addition to running the component services division, Webber is also managing Canada and Australia. The supply chain is also a headwind for him, along with rubber for tires.

Ketan Desai is PAG’s chief sales and marketing officer. Desai said he has to be conscious of the cultural nuances when operating in other parts of the world. Some cultures wish to negotiate the price of goods and services, and it is up to the on-site leadership to work with the team to manage the transactions. Each location takes pride in the region it serves and incorporates that culture into the local PAG business. This is evident in the PHP-Canada logo, which features the corporate brand but also sports a Canadian maple leaf.

For those who work in the aviation sales business, they know of special elements not found in other industries. Take, for example, the aircraft rotable parts sales and core charges. KT MacIntosh, chief financial officer, explained that she has specific internal controls for outstanding cores, core returns, and unserviceable core inventory. In the story of the starter generator mentioned earlier, there was no core charge because the mechanic provided the core in advance.

Mast first joined the company with a singular vision: serving customers. That was his “why.” He knew that the core customer base was wholly first responders, and every mission was critical for them. One key thing to remember is that helicopters require 10 hours of maintenance for every one hour of use on a fixed week. To PAG, there are 10 times more opportunities to serve. We aren’t discussing just missing a big presentation—someone could perish.

Following the day of interviews, I reviewed my Moleskine notebook and the notes from every interview from the executive team to the technicians. They all had the same “why,” simply to serve. This was real. As I type this out, I keep glancing back at the Sinek book subtitle. Service is baked into the culture.

Over at AAI, Allen will point-blank tell you his “why.” Allen and I met recently and discussed why he chose the small business route and what makes his shop tick. “There needs to be an alternative between the original equipment manufacturer (OEM) and eBay,” Allen said. “At AAI, we have a passion to help older aircraft operate safely.”

We talked about how sometimes, if an older part is no longer available, a solution could be obtained using parts manufacturer approval (PMA) pieces or a designated engineering representative (DER) repair to return the unit to service.

At Kuti’s Pinnacle shop, the focus is on aircraft reciprocating engine service. Sometimes, diversification can dilute a brand, especially regarding reciprocating engine overhaul. Kuti said he needs to control quality, which means sticking to what he knows best—a passion for perfection.

PAG is constantly looking for ways to improve its business. When armature and stator rewinding became a bottleneck for production in 2020, it bought a rewind facility, invested some capital, and kept the line rolling. Landing gear requires a great deal of maintenance, and in the spirit of tip-to-tail coverage, PAG acquired landing gear provider Trace Aviation in 2021.

This is only the beginning, and each move forward is another step toward the vision set in the early days of the firm. We finished our conversation by touching on my favorite subject—aircraft maintenance. There is beauty in what those folks create behind the shop doors—honest work, technical in nature, and mission critical to serve the customer.

The Repair Station Process

Pilots need to understand specific, helpful nuances before engaging a certified repair station. This is hardly an all-inclusive list, but one that can provide familiarity with the process to significantly enhance your understanding:

BEFORE THE CALL

• Do your homework when choosing a repair station.

• Call or visit the shop and build a relationship with a specific rep. Building a rapport will give you confidence and may even save you some money.

• Ask for a detailed estimate, clearly identifying standard overhaul and over/above items. Inquire if the shop charges a clean-and-inspect fee.

DURING THE VISIT

• Ask to approve any new charges in writing not included in the original estimate.

• Do not try to source this material on your own. The shop is most likely receiving a discount and buying from approved sources. You may end up paying more for less of a product.

• Review the bill of material (BOM) and verify it matches the original estimate. If you see terms like “convenience assembly,” it is a legitimate charge the shop uses to cover additional costs like supplies, solvents, and hardware.

AFTER RETURN TO SERVICE

• Follow all post-visit instructions from the shop, including handling, setup, and break-in procedures.

• If your unit cannot be repaired or you decline the quote, the shop may initiate beyond economical repair (BER) charges.

• If it happens, always ask for your core back.

• After the visit is not time to negotiate. Take care of that before sending in the part for service.

This column first appeared in the November 2023/Issue 943 of FLYING’s print edition.

The post The Daily Life of a Repair Station appeared first on FLYING Magazine.

No, these upgrades don’t come with steamy towelettes and tons of legroom. The upgrade on the docket is a little more involved as we go about removing legacy components that have been in place for decades—ah, the stories they could tell—and replacing them with repurposed avionics from a once hangar mate. Out with the old and in with the new!

When last we left Corey, he had received the pull-off avionics parts from Stephen’s Saratoga and was prepping to install them in his 1966 Cessna 172H Skyhawk. All set up in his T-hangar, it was time to get down to business. You heard me correctly, ladies and gentlemen. After months of planning and a can-do attitude, Corey got busy pulling apart his panel.

• READ MORE: Part 1: Cessna 172 Skyhawk Avionics

Careful, Diligent Removal

Disassembly is easier than it sounds though one does not simply go ripping and snatching on aircraft components. While it is true these are pull-off units, they do have value. Corey could pass them along to another, as Saratoga Stephen did for him, sell them as cores, or keep them as souvenirs. The first order of business was to map what was to be accomplished before laying wrenches on it.

As the pieces come out, it is important to take time to tag them with relevant information. Part number, serial number, condition “AR” for as removed, the date, and N-number of the aircraft. This is helpful if you need to identify the item later, especially if Corey passes them on to someone else.

Once removed and tagged, Corey placed them out of harm’s way and began the task of preparing the panel for installation.

Installation Prep 

Step one for the installation is to inventory everything. Steve and the crew from Oasis Aviation manufactured and delivered the wiring harness, and it looks fantastic. The team even created and provided a wiring diagram. This will assist Corey with the installation of his replacement equipment, and it will become part of the aircraft technical documents to be retained for future reference during maintenance events. Once inspecting it, Corey loosely installed the new wiring harness. Also, the avionics trays are installed loosely. Once the harness is cleaned up, he will secure them in place.

• READ MORE: Oasis Aviation Sponsoring Aviation Avionics Apprenticeship

Next, it’s time to wire in the circuit breakers and fasten the routing. This is accomplished with zip ties and a stand, making everything nice and tidy. This will ensure everything stays in place when the new components are installed. It takes more time on the front end but will pay dividends in the long run. Oftentimes, mechanics will race through removals and not take proper pictures or notes. This is a mistake. While in the area, go ahead and do an impromptu inspection. Look for frayed, chafed, or broken wire. Check for visual discrepancies like cracks or corrosion. Use this time to get to know things behind the panel—you are not here all that often.

There is a fair amount of dust and debris that collects behind instrument panels. Give everything a thorough cleaning and use a high-powered light and inspection mirror to see those hard-to-reach places. Another good exercise is to replace any loose or damaged hardware. Stripped screws, broken lock plates, and cracked brackets are common occurrences. Again, use this time to correct any and all issues you find. As a mechanic, one cannot “unsee” problems once they arise. Now that everything is prepped, we will move forward.

What Comes Next

Alright, sports fans, we have come to a stopping point. Yes, I know you want to keep going, but Corey is doing this after hours, and he has a family and a full-time gig to attend to. Trust me when I say you don’t want to rush aircraft maintenance. Even so, it is important to make steady progress. Just like anything in life, your repetition creates your reputation. Don’t rush or skip steps, and always stick to the maintenance plan.

I asked Corey to share his next steps. Here are some maintenance actions that are forthcoming in the refurbishment:

• Install the new avionics panel.
• While I had the interior out, Corey pulled all the old fiberglass insulation and discarded it. He is planning on upgrading to a better and newer soundproofing insulation. While the airplane is down for maintenance in one area, you can always use that time to  perform additional upgrades.
• Next, Corey will need to install GPS antennas and wire them up. We will follow this process with him as well.
• We removed the old automatic direction finding (ADF) system. After removing the old antenna, we will have to patch the hole made from it.
• Lastly, we still need to remove the vacuum system.

That’s it for now, folks. Stay tuned as we keep working on Corey’s Cessna 172 project. Don’t forget we are also tracking Stephen and his Saratoga. There is still so much to do. Take care and stay safe!

The post Part 2: Cessna 172 Skyhawk Avionics 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.

In the manufacturing boom of the Industrial Revolution, inexpensive goods flooded the market, and advertisers beckoned us to drop the old and replace it with the new. This seemed to work well until the 1970s when certain people despaired over the landfills filling up, and a new age of convenient curbside recycling emerged.

A subset of the population kept the old frontier spirit alive in America, and that would be the general aviation airplane owner. Reduce, reuse, and recycle is not just a slogan for these men and women: It is a mantra. I have personally witnessed the repair of a $45 flight bag handle using CherryMAX blind rivets (I may or may not have had a hand in that, depending on who’s asking).

Out with the Old

When researching this article, I wished to find the origin of the phrase “one man’s trash is another man’s treasure.” As it turns out, the inter-webs attribute it to no less than seven individuals on the first page of search results alone. Given that, it is most likely that no one is exactly sure who initially said it. For all we know, Fred G. Sanford said it at some point on the 1970s sitcom Sanford and Son. Oh, and the G stands for “Get up to the hangar and get this stuff.”

Do you remember Corey Sampson and his project airplane, a 1966 Cessna 172H? Well, Sampson and I are back at it again. 2024 is a new year with a fresh set of maintenance evolutions. In October, we spoke with Sampson about his maintenance plan, and one of the projects highlighted was an instrument panel upgrade.

Sampson’s current setup is a throwback to days gone by. His audio panel is a King KMA 24, with Narco MK12D comm radios, King KN 64 DME, and Arc RT-359A transponder. As an A&P mechanic, I leave the avionics stuff to the experts, but I recall seeing these components throughout my 35-year career. Functionally, everything works fine, but Corey is ready to upgrade.

Used Serviceable Material (USM)

According to aerospace powerhouse Oliver Wyman, there is a tsunami of used serviceable material (USM) coming with regard to aircraft parts. Estimates show that the current USM “represents 11 percent of total aftermarket materials spending versus 9 percent in 2019.” While airline fleets command a majority of the USM headlines, GA operators have utilized these repurposed parts for years.

Enter Stephen Mercer and his 1982 Piper PA-32R-301T Saratoga. We are tracking Mercer’s installation, which is in the works at Gardner Lowe Aviation Services in Peachtree City, Georgia, outside of Atlanta. Stephen and Corey, until recently, were hangar mates and often helped each other whenever necessary. GA owners are a tribe that relies on each other for advice, support, and friendship.

Corey worked a deal to obtain the avionics panel from Stephen after Gardner Lowe removed it from his Saratoga. The details have yet to be completely ironed out, but to date, the components included are:

• Garmin GMA 340 audio panel
• Garmin GNS 530W GPS
• Garmin GNS 430 GPS
• Garmin GTX 330 Transponder 
• JPI 700 engine monitor 
• Garmin GI 106A VOR/ILS/GPS Indicator

Next on the schedule for removal are the antennas. The Saratoga is also undergoing its annual inspection, and the avionics installation remains active. I intend to document these maintenance evolutions in real time. Given that, everyone knows that plans are fluid, especially in aircraft maintenance. More on that later.

Preparing for Installation

I feel I’m invoking my inner Charles Dickens, but we have “A Tale of Two Airplanes” instead of A Tale of Two Cities. While Stephen is going full flat panel with a factory-new install, Corey is repurposing USM but also upgrading his Cessna’s panel.

Yes, much of Corey’s installation will come from Stephen. There is also an element that is brand new. As part of the conversion, Corey procured two Garmin G5 electronic flight instruments for certificated aircraft and picked them up this week. According to the product’s website, this “replaces traditional electromechanical instruments; can be configured in attitude, DG/HI/HSI, and turn coordinator positions.” Approval to install comes from a supplemental type certificate (STC), and this model is applicable to 560 aircraft.

Another late-breaking development in the avionics swap plan emerged this week. Garmin recently released service advisory No. 23018 Rev B, stating in part that “effective immediately, display repairs for the WAAS and non-WAAS GPS 400, GNC 420, and GNS 430 are no longer available and have been discontinued.” How does this affect the decision to continue flying the GNS 430 Corey is getting from the Saratoga?

That’s how it goes with aircraft maintenance. You have a maintenance plan in place, obtain material, and schedule downtime when Murphy’s law checks in and says, “Not so fast.” We are still unpacking what this means for the continued airworthiness of the GNS 430. An OEM like Garmin withdrawing support for products is a key driver in the parts manufacturing approval (PMA) and designated airworthiness representative (DER) repair world. At press time, it is too soon to tell how this ball will bounce, but rest assured, the industry will find a solution.

Just like an airplane trims the controls to meet the wind, so shall we adjust to the changing winds of the aviation aftermarket. Thanks for reading, and stay tuned to see what happens next!

The post Part 1: Cessna 172 Skyhawk Avionics appeared first on FLYING Magazine.

Ah, yes, there are reports that need writing, oil that needs changing, and wrenches that require spinning. As idle hands are the devil’s workshop, let’s take a page from our British cousins’ playbook and “best get on with it.”

The year gone by, 2023, leaves us with more questions than answers, and in aircraft maintenance, that is not a good thing. We know that interest rates are up, consumer confidence is down, and the prop on the airplane spins around. That is about the extent of it.

Planning out one’s actions need not cause dread. With the proper intel, opportunities exist, even in a down market. The best thing to do is map out a strategy, stick to the plan, and hope for the best. 

While I do not claim to hold all the secrets of tomorrow, there is enough industry chatter to give us a rough idea of what will come. After consulting aviation experts, here are my top guesses for aircraft maintenance trends in 2024.

Air Traffic Increase

Topping the list of aircraft maintenance trends is an increase in air traffic. FAA representative Angela Stubblefield recently said: “The No. 1 trend is the rebound and continued increase in air traffic.” What does that have to do with maintenance, you say? More flight hours and cycles equal an accelerated maintenance schedule. Oil changes, tire replacements, and even windshield wiper blade swaps increase the more you fly.

I believe business and GA travel is better than flying commercial. When I travel by air in a Beechcraft, chances are I am friends with the pilot and have a connection to them. With everyone cramming back into the airline terminals at KATL, the same percentage of folks are headed to their GA airport.

This leads us to another factor to consider: ground traffic at airports. This can elicit a greater chance of hangar or ramp rash for aircraft. Have you ever taxied too far to port or starboard to avoid another aircraft? In doing so, if you hit a taxi light, your engine could suffer sudden stoppage. You know what that means. Call your insurance broker.

Spare Part Material Cost

Have you been to the store recently? Aircraft part costs are increasing. The supply chain has yet to recover from COVID 19 pandemic-induced shuttered factories, reduced inventory levels, and personnel layoffs.

Locatory.com, an aircraft parts e-commerce platform, tackled this subject in a recent article. While acknowledging some recent gains in the spare parts arena, it said “evident shortages persist due to a complex interplay of factors.” This leads to cost increases, parts scarcity, and long manufacturing lead times.

It is the simple law of economics. Anytime demand exceeds supply, the price goes up. This is different from discretionary spending too. To fly, one must maintain. It is possible to skip maintenance, although no one recommends that. 

Sustainability

As you most likely have guessed by now, sustainability will always make the list of trends. It must. As aircraft evolve, our processes, practices, and policies need to follow.

Solutions provider Poente Technical offers this insight: “With a heightened focus on environmental sustainability, MRO [maintenance, repair, and operations] in 2024 will witness an increased integration of eco-friendly practices. From using sustainable materials in repairs to implementing green technologies in maintenance processes, the industry is aligning with global efforts to reduce its carbon footprint.”

Couple that with the move to unleaded avgas, and we will have plenty to discuss in 2024.

Technical Labor Shortage

Finding technical talent is challenging enough, but the departure of experience during the pandemic makes it even harder now. This predicament is not going to get better anytime soon. What is the industry doing about it?

General Electric discusses apprenticeship programs, building partnerships, and trying new models to recruit and retain workers. It has successfully partnered with the state of Massachusetts to attract and train technical talent.

Programs aside, there must be a way to get the youth excited about aviation again. Events held during National Aviation Day are a good start, but we cannot simply focus on this need one day a year. We need more involvement, much earlier than in college, when students have already chosen a career path.

Predictive Maintenance

Most people associate predictive maintenance with major airlines, but there is a growing trend for business and GA. This will need to develop over time, but we can stay close to the airlines and track their progression. Any advancements in that area will eventually flow down to lighter aircraft.

Why is predictive maintenance so essential? Brighter Directions puts it this way: “Delays in flights due to a potential malfunction, the anxiety of having a safe flight across borders, expensive tickets due to continuous upkeep, etc., are a few of the many factors that can be resolved through predictive maintenance.”

We will investigate these topics and more over the coming months. So everyone gets settled, buckle in, and prepare to taxi into 2024. As always, drop me a note and tell me what I missed.

The post Top Aircraft Maintenance Trends for 2024 appeared first on FLYING Magazine.

I worked on Christmas Day during my stint handling line maintenance for the airlines in the early 1990s. Because I worked the second shift, I did get some time with the family in the morning before heading to the airport.

These days, I make my living with the laptop and not a wrench, which means I am not walking the line or stuck at the hangar swinging gear on holidays. There are plenty of my fellow brothers and sisters who are, however, and hopefully this little ditty will bring a smile to their faces.

By now, you have most likely heard about a dozen or more renditions of “The Twelve Days of Christmas” song. What you may not have known is that the origin of the song refers to a series of religious feast days celebrated as part of the Roman Catholic religion in medieval and Tudor England. This is news to me! As luck would have it, we should be feasting as opposed to singing. Bravo.

At any rate, you wanted a song, and a song ye shall have. I give to you on this day the 12 Days of an Aircraft Mechanics’ Christmas. Sing along with me.

On the first day of Christmas, my true love gave to me a high-wing with tailwheel steering.

Are you team tricycle gear or taildragger? I prefer tailwheels, and I suppose that makes me a bit nostalgic. So be it. There is nothing quite like seeing a taildragger taxi out.

On the second day of Christmas, my true love gave to me two Mechanix gloves.

Have you ever busted a knuckle trying to break free an internal cylinder hold-down nut? Trust me, it is not a pretty sight. I am also not to be held liable for language uttered when my hand is throbbing. A true love would get you the gloves.

On the third day of Christmas, my true love gave to me three Space Pens.

Everyone knows aircraft mechanics have to do a mountain of paperwork. Why not accomplish this task with a pen that is out of this world? Matte black will not stain after oil changes.

On the fourth day of Christmas, my true love gave to me four Thunderbirds.

Do I need to explain? As a Navy veteran, I am partial to the Blue Angels, but that does not rhyme with four calling birds. My hope is that kids will see these aerobatic demonstrations and become inspired to join the aviation ranks.

On the fifth day of Christmas, my true love gave to me five piston rings.

Setting an aircraft cylinder ring gap can be tricky. Often, owners would order new cylinders from a discount online warehouse but would have them shipped to our shop so we could set the ring gap and install it correctly for a nominal fee.

On the sixth day of Christmas, my true love gave to me six nozzles spraying.

Fuel nozzle health is not something we have touched on yet in Maintaining Your Airplane. The link is a sneak peek.

On the seventh day of Christmas, my true love gave to me seven rudders trimming.

Trimming flight controls can range from simple, fixed tabs like the above link all the way up to larger, complex systems deploying rudder trim actuators and all points in between.

On the eighth day of Christmas, my true love gave to me eight gyros tilting.

I am not a gyro expert; that would be my brother, David. But as any good A&P knows, it is less what you know and more where you go. I always refer to technical data, especially if I am not strong in that field. Check out page 18 of the linked PDF to learn all about the tilt.

On the ninth day of Christmas, my true love gave to me nine throttles advancing.

Did you know that advancing the throttle rapidly might cause an engine to falter? Now you do.

On the 10th day of Christmas, my true love gave to me 10 oil pans weeping.

Is there anything worse than oil spots on your pristine hangar floor? OK, maybe there is, but they are ugly nonetheless. Drop the oil pan, clean it thoroughly, grab a new gasket, and slather on Permatex. Problem solved.

On the 11th day of Christmas, my true love gave to me 11 wipers wiping.

Cars are easy. If you need a new windshield wiper blade, head down to NAPA and pick one out from the rows of options. Aircraft are a little different. You can go OEM or PMA. Yes, even windshield wiper blades have to be FAA approved.

On the 12 day of Christmas, my true love gave to me 12 engines humming.

All right, you have waited out those long months grounded while the shop overhauled your engine. Now, it’s time to hang it and get back in the air. What do you need to break in the engine and get it humming again? We will cover this in detail in 2024, but the link provides a little ground school to get you in the know.

There you have it, folks. Thanks for following my column and all the shows of support you’ve given me in 2023. I truly hope you find time to relax and celebrate your holidays in style. As always, you can drop me a note to offer a suggestion, tell me I missed the mark, or just say hello. I appreciate it. Cheers.

The post 12 Days of an A&P Mechanic’s Christmas appeared first on FLYING Magazine.

Why Spark Plugs Are Important

This is one area where pilots and airframe and powerplant (A&P) mechanics can find common ground. There is a lot of truth in what “The Boss” sings about. Nothing happens without the spark. The FAA ensures prospective A&P mechanics are well-versed in spark-o-matics.

In the FAA publication, FAA-S-ACS-1 Aviation Mechanic General, Airframe, and Powerplant Airman Certification Standards, the Feds indicate the need for mechanics to possess spark plug theory knowledge. Additionally, prospective A&P mechanics must demonstrate the aptitude needed to remove, clean, and install spark plugs under the skills section. This includes inspecting and checking the gap of spark plugs, and they must identify the correct spark plugs used for replacement installation.

Earlier this year, we discussed the level of aircraft maintenance owner-operators could perform independently. A quick look at the list shows item 20: “Replacing or cleaning spark plugs and setting of spark plug gap clearance.” With great power comes great responsibility. The FAA publishes a fantastic publication entitled FAA Safety Briefing. I ran across an article in the March/April 2010 edition about pilots performing preventative maintenance on spark plugs. A point they make is to be sure not to overtighten the plug inside the engine cylinder, which could cause damage to both the plug and engine. 

Old School Plug Maker

Aviation spark plug manufacturers have produced plugs for almost as long as we’ve had aircraft. Champion Aerospace touts on its historical page that the Wright brothers’ historic first flight “predates Champion’s entry into the aviation industry by only a short time.” Initially, Champion used automotive spark plugs and adapted them for aircraft use. In the 1920s, Champion began the development of spark plugs specifically for the aviation industry. The company continued to improve products throughout the early part of the 20th century.

Here is a fun fact: The Wright Flyer’s engine didn’t have spark plugs. Smithsonian’s National Air and Space Museum diagram of the 1903 Wright Flyer engine mentions that engine ignition came from opening and closing two contact breaker points in the combustion chamber of each cylinder. Four dry-cell batteries provided the spark to start the engine via a coil.

Champion Aerospace, a mainstay for automotive and aviation spark plugs/ignitors, is instantly recognizable by its red, black, and white “bow tie” logo. I have a Champion-branded tool cabinet in my workshop/garage inherited from my dad, who won it in a sales promotion in the 1970s.

Do you recall when I mentioned A&P mechanics needing to identify the correct spark plug for the application? So, how does one achieve such a feat? With manufacturers’ technical publications. Champion posts its Aviation Catalog AV-14 on the interwebs for any and all to use. It is a great resource, and I recommend all aviation professionals download a copy and keep it in their digital toolbox.

New Kids on the Block

For my FLYING print edition readers, you are most likely saying, “What about Tempest Aero Group?” From the rolling hills of North Carolina, Tempest Aero Group is taking aviation by storm, one part and component at a time. In 2010, Tempest acquired Unison Industries’ aviation spark plug, previously marketed under the Autolite brand.

Once Tempest arrived on the scene, it wasted no time making a difference in the aftermarket. I visited the factory in March and saw firsthand the attention to detail that the Tempest team put into each spark plug. Some will say that aerospace manufacturing is slowing in the U.S., but not at Tempest. Each spark plug is made in North Carolina and ready for immediate shipment.

Tempest Aero Group also publishes technical data, including its version of an application guide, and more. I used Tempest plugs at my Part 145 engine shop and they performed well. We never had an ounce of trouble in the decade I owned the shop. Aviation folks are very brand loyal, but at the end of the day, only products that perform will last. As for Autolite Annie, I am afraid she will stay retired. Permanently.

Thanks for tuning in this week for an introduction to aviation spark plugs. We are just getting started, and in the months to follow, I will highlight the different styles of plugs, the care and keeping of aircraft spark plugs, and special tooling you can deploy to keep your ignition system sparking on time. Coming soon, we will discuss the cool things going on over at Electroair with electronic ignition. 

The post Intro to Aviation Spark Plugs appeared first on FLYING Magazine.

In our example, Four Six Echo is the company’s Beechcraft King Air scheduled for a trip to close a big deal with a client in Oklahoma. Upon doing the walkaround, the copilot noticed a pool of hydraulic fluid on the ramp just next to one of the main tires. Not good. Hydraulic fluid belongs in the airplane’s actuators, reservoirs, and hydraulic lines, not on the ramp.

After reviewing the logbooks, the director of maintenance determines that several key components are due for inspection. The team tried getting a few more flight hours before pulling off the parts. Nevertheless, it was time to pull the aircraft into the hangar and start jacking it up.

Before You Call

In FLYING Magazine Issue 943, I introduced you to a Part 145 certified repair station. Aircraft Accessories International (AAI), #VJYR666L, sits adjacent to Atlanta Regional Airport-Falcon Field (KFFC) and specializes in King Air component and accessory repair and overhaul. Founded in 2014, AAI began servicing one product, dry air vacuum pumps, and now service parts for Beechcraft, Cessna, Piper, and Bombardier platforms.

AAI is well-versed in consultative collaboration concerning aircraft maintenance. It recently published a blog entitled “Aircraft Maintenance: Landing Gear Actuators and Gearbox Transmissions.” The blog outlines some simple preventative measures to use when servicing the King Air. In the case of Four Six Echo, the time for preventive maintenance has passed, and it’s time to spring into action.

AAI president Kevin Allen discussed the repair process and the information the customer needs to have handy before making the call. Here are a few:

• What is the make, model, and year of the aircraft?
• Is this part incident-related (For example, did the plane crash?)
• What is the squawk? And try to be more descriptive than “it is inop.”
• What is your desired turnaround time (TAT)?
• Are there any maintenance restrictions to PMAs or DER repairs?

In “Maintaining Out-of-Production Aircraft,” I mentioned both parts manufacturer approval (PMA) pieces and designated engineering representative (DER) repairs. Let’s dive deeper into these solutions with AAI as our guide.

Both PMA and DER solutions can come in very handy if you are allowed to use them. Some maintenance programs forbid their use, typically because of service agreements by the OEMs. The bottom line is they prefer to sell new parts.

Once you have settled on the viability of alternate solutions, ensure the customer service representative (CSR) knows this. It could save you time and money. They may not be necessary, but once you build rapport with the shop, it will go out of its way to support you. An initial estimate gets the ball rolling, and it’s time to ship the part.

During the Visit

When a unit arrives, the receiving inspector removes it from the shipping container and begins to visually inspect the item for obvious defects and abnormalities. The data plate of the part is cross-checked against the packing slip or purchase order. Putting some form of statement of work (SOW) and contact information is imperative. If you just need the unit cleaned and tested but not worked, you better spell that out in plain English, or the shop may take it apart.

If the unit does require overhaul, the inspector will route to disassemble the unit and then on to cleaning. Once cleaned, the technician will dispose of the expendable parts, such as standard hardware, safety wire, and used fluid caps and plugs. A detailed inspection ensues, producing a bill of material (BOM). The CSR then compares the BOM to the original estimate. If everything checks out, they are good to go. If the unit requires additional items, it is time to have a conversation.

Once the CSR quotes the additional items, it is decision time. For example, let’s talk about the gearbox housing itself. This subcomponent would not be part of the original estimate, as the housing is not a normal failure item. How much does a new housing cost from the OEM? Does it have stock? Is there a PMA on the market? Most likely not if this part is not a common failure. Have you considered a DER repair? The shop can also write a repair specification to incorporate an alternate solution that could save the part from going beyond economical repair (BER).

AAI has numerous repair specifications in its arsenal. Essentially, it creates its own technical data, approved by the FAA and specific only to its repair station. Would you like to know more about this solution?

Returning to Service

Good news: The gearbox is on the assembly bench and should be ready to go in time for the next flight to Tulsa. Once complete, it will go through a series of tests, checks, and final inspections to ensure everything functions properly—and with no leaks.

It is important to follow correct maintenance procedures once you receive a unit from the overhaul facility. First, check the box it was shipped back in for damage or stains that could indicate a leak. If there is an issue, let the shop know right away. There is not much it can do for you if you call three months later with a shipment issue.

And lastly, follow all installation and testing parameters to the letter. The steps are in place for a reason. Failure to comply could result in loss of warranty or, worse, damage to the part or other parts in the system.

The post A Peek Behind the Scenes of Repair Station Ops appeared first on FLYING Magazine.

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.

The post Cessna 172 Annual: Part 2 appeared first on FLYING Magazine.