MAKE CHAPTER 288 YOUR AVIATION HOME! E-AB, TYPE CERTIFIED, VINTAGE, WARBIRD, ETC.
MAKE CHAPTER 288 YOUR AVIATION HOME! E-AB, TYPE CERTIFIED, VINTAGE, WARBIRD, ETC.
The FAA has extended the comment period on an AD that would require the replacement of rudders on almost 31,000 Piper aircraft made before 1974. The issue is explained in the video above produced by Airframes Alaska. In a Notice of Proposed Rulemaking in October, the agency ordered every rudder equipped with a rudder post made of 1025 carbon steel be replaced with rudders that have posts made of 4130N low-alloy steel. Piper switched from 1025 to 4130N in 1974. The estimated cost of the rudder replacement is $3,000. The comment period was extended to Feb. 20, 2024.
The AD was issued in response to rudder post failures in a PA-12 and a PA-14 in Alaska in 2020 and 2021, which caused the rudders to fold over parallel to the horizontal stabilizer. In both cases, the pilots were able to land safely and the FAA determined the cause as fatigue failure. Several commenters on the AD, including the Aircraft Owners and Pilots Association and the Short Wing Piper Club, asked for the extension to work on their response, saying “it’s controversial and could drive substantial costs, among other things,” according to the FAA notice.
During this past month I have had two inquiries from friends on installing the Bendix D-3000 magneto. Since the first was out of town, I took the time to write down a procedure for mounting and timing a magneto. When the second request for help came, I sent the written procedure ahead, and the owner had the mag installed and nearly perfectly timed before I got there on my golf cart. So, this month, I am giving all of you this procedure, while I still have it at my fingertips.
In my mind, there are four basic steps to installing the mag:
1. Set the engine at the firing point for #1 cylinder. Use the usual process. Remove at least one spark plug on #1 cylinder. Find the compression stroke for #1, advance the piston to TDC, and then back off to the timing point using marks on the starter ring gear for a Lycoming or timing point on a Continental. Some older engines will require an external mechanical timing device, but these are relatively rare.
2. Set magneto to firing (timing) point for the Magneto. On most Bendix mags, it is done by aligning the timing mark (s) (red line) on the distributer gear in the center of the round port or window that is usually plugged by a hard plastic screw about 1⁄2” in diameter on the side of the mag. On Slick mags there is provision for a special pin to be inserted in the back or sparkplug lead plate of the mag. The mag is then carefully rotated until the pin also inserts in a special hole in the distributor gear. This will lock the magneto in the firing position for the #1 cylinder. A large (16 penny) nail will often work in place of the special pin.
3. Attach the mag to the engine. Make sure you are using the correct magneto gasket. Most Bendix use the one with ears, but the D-3000 and most Slicks use a perfectly round gasket. Put the gasket on the mag and while keeping the mag at its alignment point, carefully insert the mag in the engine accessory case. There are available distributor gear locks for Bendix mags, which make the job easier, but they are not required. On many aircraft the magneto has a driven gear on it that must mesh with a drive gear inside the engine accessory case. On other engines, the mag is driven by a “gear” with two rubber isolation blocks in it, forming a slit that a bar on the drive end of the mag engages. Getting this all lined-up without moving the mag is very hard. Be very careful to not bump one of the rubber mag drive pads and have it drop into the accessory case!!! They can be greased and “stuck” in place to minimize the chance of this problem. Once the mag is in place, get the hold-down pads, washers, and nuts on the studs to secure the mag roughly in place. The mag should be fairly secure, but still movable.
4. Using the same technique (timing light) as we do to adjust the timing during an annual, fine tune the timing to the correct point, and tighten the mag hold-down nuts. Be sure the impulse coupling, if the mag is equipped with one, is in the “fired” or normal operating condition and not cocked for starting as this will give a false timing point. Plug leads then can be connected. Lightly DC-4 {Ed.: Dupont Molykote 4 (Formerly Dow Corning DC-4) Electrical Insulating Compound} the plug wire nipples where they go into the mag distributer head to ease installation and later removal. On some engines with limited clearances in the engine compartment, the plug wires must be attached to the mag prior to mounting and timing the mag.
As an added bonus, let me give you a little trick for the gasket. Before you use it, butter it with RTV. The red stuff from the auto parts store will work, but only put enough on the gasket to wet or saturate the paper. The paper will actually change color, getting much darker, as if it had been oiled. There should be NO visible RTV on the gasket. A little wetness will help the gasket stick to the mag as it is being maneuvered for installation at the timing point, but more importantly, when you later remove the mag, the gasket will peel away easily without tearing. I find a major source of engine oil leaks being from torn magneto gaskets when the mag timing is adjusted for wear over the years. With this treatment of the mag gasket, it will resist tearing and will come off cleanly when the mag is replaced, saving many minutes of scraping to remove a stuck gasket.
One final thought. All magnetos need some level of maintenance every 500 hours. If this regular maintenance is done, they are extremely reliable.
Hope this little tutorial helps you more efficiently maintain your plane.
Keep building, flying, and maintaining.
Dick
The FAA proposes to adopt a new airworthiness directive (AD) for various airplanes modified with a certain configuration of the Garmin GFC 500 Autopilot System installed per Supplemental Type Certificate (STC) No. SA01866WI. This proposed AD was prompted by a report of an un-commanded automatic pitch trim runaway when the autopilot was first engaged. This proposed AD would require updating the applicable Garmin GFC 500 Autopilot System software for your airplane and would prohibit installing earlier versions of that software. The FAA is proposing this AD to address the unsafe condition on these products.
Aircraft engines, for obvious reasons, are supposed to be reliable, but having one tank is a recurring nightmare for many pilots. How often does it happen? Often enough, but as AVweb’s Paul Bertorelli reveals in this video, the risk is not really as high as many of us imagine and more than half of engine failures are caused by pilot or mechanic mistakes. In this AVweb rewind, we take a look at a video examining the topic published last year.
CLICK BELOW FOR SHORT VIDEO:
Van's Internal Assessment Update - Monday November 20
A brief update regarding the company's internal assessment and review and progress made.
Update: November 10, 2023
Laser Cut Parts List updated; Service Letter SL-00091 published
Van’s Aircraft has published an updated Laser Cut Parts List (R6), which reflects further analysis on parts manufacturing dates and reclassifies certain parts.
Service Letter SL-00091 has been published. It refers the reader to the updated Laser-Cut Parts List as well as the Laser-Cut Parts Engineering Evaluation document, and addresses the use and inspection of these parts.
In addition, the team at Van’s Aircraft is completing customer specific laser cut parts lists for each individual kit based on the date each kit was crated (and when the quickbuild kit was assembled). These will be communicated directly to individual customers in the near future. Van’s will communicate additional information about the laser cut parts replacement program when these customer-specific lists are delivered.
Update: November 5, 2023
Coming Soon: Refined Laser Cut Parts Lists
During the Van’s Aircraft internal assessment process, which runs through mid-November, we are in the process of refining the laser-cut parts list, to deliver a definitive list for each individual customer that includes only those laser-cut parts that are in scope for the customer’s specific kits/orders based on the date each was packed/crated.
Our updated lists and communications will cover: all affected kits including quick builds, laser-cut parts that shipped as kit backorders, and laser-cut parts that were shipped in replacement parts orders.
We will be communicating these refined lists to customers in the next few weeks. We’ve disabled access to the portal while we prepare the updated/refined data and customer lists.
You’ll hear from us again soon. Thank you.
Update: October 8, 2023
Engineering Assessment document updated – Added additional clarifying information and illustrative test sample photos to the “Accelerated Life Testing” section of the document.
Also, we realize that things are not moving as quickly as you or any of us here at Van’s would like. We are using all of our available resources to thoroughly identify and determine the full scope of potentially impacted customers and to plan accordingly. We are also assessing the time required to produce punched parts for those who want to go that route. At the same time, we are working to create instructions for the removal/replacement process to be used by our assembly teams and builders in the field. Of course, we remain engaged in extensive analysis, testing, and engineering reviews, examining which parts need to be removed/replaced and how to accomplish this in the fastest way possible. We can assure you that our teams are working through this issue as quickly as we can. We expect to have more information to provide soon, but don’t want to make firm timeline commitments without sufficient confidence in those timelines. Please understand that this is a difficult, complex issue to resolve and plan for – and it’s very important to us to get it right for you. We will share more updates and plans as soon as we have them ready to go. Thank you.
Update: September 25, 2023
Van’s has published new and updated documents (linked below) for customers with kits that potentially include laser-cut parts. In addition, customers whose kits are in-scope will receive an email on Tuesday morning with a link to the new web portal, where they can select requested replacement parts.
Included in the below documents is a new engineering assessment report, which we encourage customers to read in full. In that document, we describe the work we have done and the results of testing and assessment performed by the Van’s engineering team and a contracted third-party testing company. All laser-cut parts have been classified either as “Recommended for Replacement” or “Acceptable for Use.” Those parts classified as Acceptable for Use are functionally equivalent to punched parts and can be used in an aircraft. Any parts classified as Recommended for Replacement should be replaced or addressed as discussed in the engineering assessment document.
The status of each part is displayed in the updated Laser-Cut Parts List document, as well as the new web portal’s parts list.
Van’s has conducted a detailed review of documentation for kits that were shipped to customers, and has identified more than 1,000 kits where we initially told customers their kits may contain laser-cut parts, but which we have now determined do not contain laser-cut parts. We will be contacting these customers on Tuesday to update them regarding the status change for those kits.
Links to the updated and new documents:
The information selected by customers on the web portal will inform us as we assess production planning needs. Van’s will update delivery timelines and other parts-related information, and communicate such to customers, over time.
This is a costly and time-consuming situation for Van’s Aircraft that will take some time to work through. We certainly also understand that this situation is time-consuming and inconvenient for our builders. To sustain the company, Van’s must produce and ship new kits and parts while simultaneously producing and shipping replacement parts. The amount of work and time involved in resolving this issue will depend greatly on how our customers adopt and implement the classifications and recommendations documented in the Van’s engineering assessment document, simply because the number of parts requested by customers will primarily define the actual production volume and timelines for those parts.
Thank you everyone for your help and patience. We look forward to working with you through parts production and replacement.
Updated: September 15, 2023
Today our team is reviewing, testing, and finalizing the web portal to allow customers to submit requests for laser-cut part replacements. We have invited a number of customers to assist in this testing process. We will send individual affected customers the information they will need to access the portal upon the conclusion of that testing process.
Our engineering team is completing work on an update covering laser-cut parts testing, evaluation, and classification. This document will help explain the statuses assigned to parts with some detail about how various parts are evaluated and statuses are assigned. We will also soon post an update to the laser-cut parts list document, which will include the latest updated statuses.
Updated: September 6, 2023
We anticipate that next week we will provide affected customers access to the web portal for requesting replacement parts. Customers will be presented with a list of laser-cut parts in each kit and will be able to specify which ones they need. We will also provide the ability to specify non-laser parts that are needed. As we’ve described in the past, laser-cut parts will be replaced with punched parts at no charge if requested. If a customer has punched parts that also need to be replaced, we will provide the opportunity to make that request and will display the discounted price of those parts on the portal.
The actual scope and volume of parts requested by customers will allow us to refine production schedules for requested parts, and from there determine shipping timeframes. From a business perspective, Van’s will need to be shipping both replacement parts and new kits throughout this process, and we are dedicated to getting replacement parts to customers as soon as we are able. Once part volumes and timing are calculated from the requests we receive, we will be able to communicate more information to customers. We will also be sending Quick Build customers a survey to collect information concerning their kits.
Our engineering team’s testing process continues and significant progress has been made to include additional fatigue tests, finite element analysis, and destructive load tests. We will communicate additional information about the testing next week.
Updated: August 18, 2023
Progress in the testing program has been good and is still ongoing. Complete wing structures have been tested as well as continued testing of specific materials, holes, dimples, and fasteners in combination.
We anticipate launching a web-based portal interface in early September that will allow customers to select which laser-cut parts they need to have replaced. The portal will specify which parts are on the laser-cut list and the individual part counts for that associated kit. Customers will be able to specify which parts they wish to request replacements for, and to submit their request to Van’s Aircraft. More information about the portal will be released as we get closer to its availability.
In addition, today Van’s published a reference document providing visual identification assistance for the purpose of identifying laser-cut and punched parts. You may access that document at this link. We will be adding information to this document over time, including additional examples. We welcome feedback, which can be sent to support@vansaircraft.com.
We anticipate releasing our next update on or before September 5th.
Many thanks to Brian Chesteen an RV builder who recorded Rian Johnson's (President of Van's Aircraft) presentation regarding the problem at the Tuesday morning forum at AV2023. Click on the link below to watch it:
https://www.youtube.com/watch?v=gO1pKlyPqvk
Some History
In early 2022, Van’s began manufacturing some parts via partner contractors utilizing a fiber laser cutting process. This decision was made after completing a formal manufacturing process evaluation and extensive fatigue testing of materials used in the manufacturing process, with the purpose of increasing the production capacity for some parts during a period of high demand.
Van’s has recently received reports from builders that cracks have formed in some parts with laser-cut holes while dimpling, or while riveting the dimpled holes. We are acting on those reports and investing time, resources, and energy to address customer concerns and provide answers.
We appreciate your patience as we work through the various details of this issue. We will update our plans, and communicate such, as time goes on. The below update describes the current situation, as of today. We plan to publish an update with more information no later than this weekend.
A few things we want you to know:
Additional testing and evaluation we are currently performing:
We are purposely conducting extensive tests of parts with holes containing cracks and notches, as cracks could be present in holes that make it into the field. Therefore, we need to understand the real-world impact: how and when cracks form, how and whether cracks may propagate, and what the actual results are of any propagation. Initial testing indicated that laser-cut parts had a lifespan very close to that of punched parts (and well beyond the expected necessary life span of an airplane). This additional testing is being conducted now by Van’s as well as by a contracted third-party testing partner. The results of these tests will provide additional valuable information, and will also serve in our review of prior test results.
Currently, the parts of greatest potential concern are the following laser-cut parts:
We encourage people to pause building of the above specific kits that include laser-cut empennage/tail, aileron, and flap spar parts. We will be replacing these components and providing further guidance. Even though testing of these specific parts is not yet complete, Van’s is erring on the side of caution by identifying those parts now and will recommend the replacement of these parts due to the relatively high loads carried by those specific parts.
We will communicate directly with all affected customers concerning these parts via email this week, to inform those customers as to what steps should be taken. We are executing an initial run of replacement parts on our punch presses now and will be making additional production runs.
Our testing program for this issue is ongoing and focused on reviewing the various hole diameters and material thicknesses/types that were used to produce the laser-cut parts. These variables, as well as variations in manufacturing process parameters, can result in a marked difference in the potential for a crack to form in a given hole. We will prioritize testing and manufacturing of replacement parts based on these differences. We are also reviewing the metallurgy of the holes at the third-party test lab, in order to better understand the origin and cause of the observed cracks. From that, we will gain a greater understanding about these cracks and at what stages in the process they are formed (when cut, when dimpled, when riveted). We expect to receive those results soon, even before the full spectrum of overall testing is completed, and we will communicate that information when available.
Extensive fatigue testing is underway and will take some time to complete, due to the length of each test and the exhaustive number of tests being performed. Tests are being conducted at multiple locations, and it will take time to build a comprehensive sample size that will yield results with the highest level of confidence. Van’s and our contract test partner are working around the clock on this process.
We will publish a list of all affected parts later this week and will classify each part to indicate the current status of each based on test results. As test results are received we will update that list based on the results. This list and the associated status of each part will be used to determine the order in which we will produce replacement parts (higher-priority parts will be manufactured first). We will execute multiple smaller manufacturing runs of parts from the priority list, as compared to our typical large batch runs.
Please understand that the team at Van’s is hard at work on this and that our priority is making sure these issues are carefully, accurately, and thoughtfully reviewed and addressed. We will communicate new information as it becomes available. We understand that builders want and need answers as soon as possible, and we will provide updates to you as well as our teams internally as soon as we have information. Note that questions asked of our team before we have full information in hand will necessarily have to be answered with something similar to, “That information is pending, and we’re working hard to get it to you as soon as possible.” We hope you’ll understand that, and please know that we will communicate proactively as new information becomes available.
We are working for you to provide quality parts and service. We understand this is frustrating for affected customers and want you to know that we are here, we are listening, and we will work to make things right. Again, we plan to update you further over the next several days with new information, when we have it.
Thank you.
The FAA will soon reverse a policy that barred homebuilders from counting time spent building an aircraft toward a maintenance rating (such as an A&P certificate), according to an FAA letter of interpretation issued to Brenton Ellis, EAA 1326016, this month.
In late 2019 the FAA changed Order 8900.1 to exclude time spent building any aircraft, including homebuilts, from the types of practical experience eligible to count toward the issuance of a maintenance certificate. No reason was given for this change, and EAA has been advocating for it to be rescinded. In a meeting at AirVenture 2022 the FAA agreed to change the policy back, however the publication of an amendment remains forthcoming.
The interpretation letter, issued on July 7, in response to a well-written and pointed request for interpretation by Ellis, confirms that not only is the current exclusionary policy not logical, it is also contrary to regulation that clearly states aircraft construction counts as experience toward maintenance ratings. The letter states that the relieving policy change is “imminent.”
“We have talked to several homebuilders who wanted to use their experience to earn their maintenance ratings,” said Tom Charpentier, EAA government relations director. “In an era with a shortage of A&Ps, and particularly A&Ps willing and able to work on amateur-built aircraft, this policy made no sense and we are happy to see that this letter confirms that relief is at hand.”
Tom Scott is a well known blogger. He recently rode in our new Wright B Flyer. Here is the video he put together. I have been working the project for about 8 years and just finished the flight test program last month.
SB 00036 has a new Rev, Rev 3 (2/28/2023)
Van's has issued a a newer Service Bulletin SB-00036 - Rev 3 for virtually all Van's aircraft. Inspection or repair is MANDATORY in the next 25 flight hours or the next annual inspection whichever is earlier.
Thanks to years of EAA’s advocacy efforts, the FAA has unveiled a new program for the use of off-the-shelf parts in type-certificated aircraft. This is the first approval granted under the new Vintage Aircraft Replacement and Modification Article (VARMA) program, the next big step in keeping vintage aircraft flying.
Anyone who owns and operates vintage aircraft knows that finding parts can be a major challenge. This situation is especially frustrating when perfectly safe and functional alternatives are readily available, but can’t be used because there’s been no legal way to install them in a type-certificated aircraft. With VARMA in place, some aspects of vintage aircraft ownership and operation are about to get a lot simpler.
Notably, VARMA uses several existing FAA policies to create a program that requires no new regulations, orders, or advisory circulars. It applies to small (less than 12,500 pounds) type-certificated aircraft built before 1980. The program allows ordinary maintenance personnel to validate that certain low-risk replacement parts are suitable for installation on aircraft, without the need for extensive engineering analysis or complex and time-consuming design and production approvals from the FAA.
"This is great news for those of us who own and fly vintage aircraft,” said Jack Pelton, EAA’s CEO and chairman of the board. “There could easily come a time when a classic airplane that would otherwise be grounded for want of a part that’s no longer available will fly again thanks to the parts substitution enabled by VARMA.”
The program applies to parts whose failure would not “prevent continued safe flight and landing.” While this means that safety-critical components are not subject to this program, there are plenty of hard-to-find parts that meet VARMA’s criteria.
For the trial, EAA chose to apply for an off-the-shelf starter solenoid used as a substitute part in a Cessna 150, as the failure of the starter system is generally irrelevant to flight safety. The FAA granted the first Form 337 approval under the program several weeks later. Since that time, we’ve also been granted approval for alternators and voltage regulators in VFR aircraft.
There are many more parts that are eligible under VARMA. For the time being, the FAA will be primarily managing the program through its Chicago Aircraft Certification Office, which can be reached at 847-294-7357, but VARMA is supported all the way to the highest levels of the agency. At this time approvals will be considered on an individual basis, although type clubs and ownership groups are encouraged to keep track of substitute parts that have gained approval.
“EAA has had a longstanding commitment to maintainability and modernization in the legacy aircraft community,” said Tom Charpentier, EAA’s government relations director. “Our EFIS and autopilot STCs broke new ground in affordable avionics, and it is our hope that VARMA opens many new doors for easily found replacement parts. As with the STC programs, we blazed the trail with the first application. Now we’re excited to see the program grow in the GA community.”
An Expert Introduction to Airworthiness Directives
FAA ADs are ‘legally enforceable rules’ that every pilot should pay attention to.
By Richard Scarbrough (from Flying Magazine)
September 15, 2022
There is no escaping the airworthiness directive. If you are associated with aircraft in any manner, it will affect you. Sam pulls the white plastic lid off his cup of coffee, and the aromatic vapors hit him with full force. As is customary, he will gripe about the quality of FBO breakroom coffee but drink it anyway. It continues to baffle him how some of the younger staff stops at that Java ‘n Juice boutique joint, plunk down seven bucks for a mocha-jingo-whatever, and then leave it half consumed all around the hangar. Not him, only strong black coffee in Styrofoam cups will do. As maintenance manager, he needs the caffeine to face the daily tasks before him. He hears the owner, Ms. Chambers, coming down the hall; her unmistakable heels clack on the ceramic tile floor. She finds him leaning against the breakroom doorframe and says, “I need to see you in my office, please.” Great, what now? Slowly making his way upstairs, he finds his boss pacing behind her large desk and pressing her fingers to her lips in deep thought. He sits and crosses his legs.
“The FSDO called. They may want to stop by and talk to us,” she finally says. “There has been an incident.” A Beechcraft Baron had an engine shutdown in flight after coming out of a competing repair station across the field. The magnetos seized, and the engine lost the ignition spark. Thankfully, the pilot could feather the prop and get the aircraft to an airport, landing safely. After inspecting the logbooks, it appeared that the shop returning the airplane to service missed an airworthiness directive (AD). With concern on her face, the owner looks at her maintenance manager and says, “How can you be sure we catch all the ADs and that nothing slips through the cracks?” He can tell she’s serious. Sitting upright in the chair, Sam leans forward on his elbows and returns a confident look to his boss. “Because I make it mission critical that every applicable AD gets actioned,” he says. “Diane, I have staked my entire career on it.”
The 30,000-Foot View
Please permit me a bit of housekeeping before we get too deep into today’s lesson. This column introduces some of you to aircraft maintenance theories, practices, and techniques. It is a 30,000-foot view of a shop, hangar, and line operations. Others who have worked in the business for a long time may also benefit from these discussions by refreshing their skills, recalling similar experiences, or even learning a new trick or two. See “continuous improvement” in the policies and procedure handbook. Many of the topics may be familiar to you, and some you could be seeing for the first time.
There is usually more to the story. With each article, I provide links to enable you to take a deeper dive into the content I present here. Please take the time to click them and glance over the material. It is an excellent backup to our discussion. Again, we are here to chat about aircraft maintenance. This space is a discussion, not a one-sided conversation. If you have questions or comments, please email me at editorial@flying.media. Thank you, now, let’s return to your regularly scheduled programming.
Three Types of ADs
The FAA issues ADs whenever there is an unsafe condition with an aircraft, aircraft engine, propeller, or appliance. The three types of ADs are:
1. Notice of Proposed Rulemaking (NPRM), followed by a Final Rule
2. Final Rule; Request for Comments
And yes, everything we discuss in “Maintaining Your Airplane” is grounded in the federal aviation regulations (FARs). I bet you are dying to know which one covers airworthiness directives. The section of the Code of Federal Regulations that encompasses the FARs in question is none other than Title 14 / Chapter I / Subchapter C / Part 39. Would you like to know what it says? A summary: “FAA’s airworthiness directives are legally enforceable rules.”
ADs are constantly in the news. Earlier this year, FLYING’s technical editor Meg Godlewski penned a piece concerning vintage Piper models. Just last month, editor-in-chief Julie Boatman made everyone aware that the FAA has opened the comment period on a nose-gear AD for the Tecnam P2006T. There is no escaping the airworthiness directive. If you are associated with aircraft in any manner—new or old—it will affect you.
An Art Form
Diane had good reason to be concerned. Researching, pulling, and clearing ADs is somewhat of an art form. The FAA decommissioned the Regulatory and Guidance Library (RGL) on August 16, 2022. The information transitioned to the new web space Dynamic Regulatory System (DRS), which includes access to ADs. I will reserve judgment for now, but please try it out and let me know your thoughts.
The FAA also allows you to sign up for a subscription to ADs and other airworthiness information. The European Union Aviation Safety Agency (EASA) tracks and distributes ADs as well, such as the one covering certain Continental magnetos: AD 2022-16-03.
The FAA is not the sole source when pulling ADs. A service like Tdata.com can help you stay abreast of them as well. President/CEO Jim Thomas states that his product references applicable service bulletins to streamline the action of clearing ADs. That certainly could have helped the maintenance provider across the field. Let’s check with Diane and Sam and see what they found out.
Missing a Service Bulletin?
So, what caused all the drama earlier? A neighboring maintenance provider serviced a Beechcraft Baron equipped with IO-550-C powerplants and a Continental ignition system. During the visit, they missed Continental Critical Service Bulletin CSB673C. Missing a service bulletin is not good, especially when that CSB becomes an AD. According to Continental Aerospace CSB673C, “The supplier of Continental Part No. 10-400561, Bearing, Roller, has identified one lot of the roller bearings was delivered to Continental with a light corrosion preventive lubricant rather than the specified translucent white grease. Affected magnetos assembled without the properly lubricated roller bearing have a potential to overheat, causing accelerated wear in the contact and cam follower.” That would not be fun if a magneto overheats in flight. The feds felt that the Continental Aero CSB addressing the magneto bearing situation was dire enough to issue an AD. On July 29, 2022, AD 2022-16-03, Project Identifier AD-2022-00614-E, went live on the Federal Register. The AD became effective on August 15, 2022. My Tdata subscription alerted me to this AD on July 28, 2022, the day before the notice went live.
I hope you’ve enjoyed this introduction to ADs. Please join me in sending a big thank you to our fictional characters, Sam and Diane, for being good sports about the FSDO calling. A visit from the FAA is nothing to be scared of if you are all squared away. Keep abreast of airworthiness directives, and manage your business—or your airplane—accordingly.
About the Author: Richard Scarbrough
Richard is a US Navy Veteran, A&P Mechanic, and Embry-Riddle Aeronautical University graduate. His experience ranges from general and corporate aviation to helicopters, business jets, and commercial airliners. Former owner of a 145 repair station, he's currently a Technical Analyst for a major airline and MRO in Atlanta, Georgia. Send your thoughts and questions to: editorial@flying.media.
After reading the previous article, do you think ADs Apply to Homebuilts? Yes or No? Because you have an E-AB aircraft and you don't think you need to comply AD's you just might be wrong. Please read this article from Kitplanes Magazine. It's an excellent analysis of what needs to be considered.
Among the many effects of the supply chain problems in the summer of 2022, aviation discovered that it was having a difficult time functioning without a simple commodity—the oil filter. Lycoming and Continental engines everywhere needed spin-on, disposable oil filters to keep flying, and the supply was extremely limited. KITPLANES research found that Champion had effectively stopped production—though it is now ramping back up—while Tempest was going at their normal production rate and trying mightily to increase it to meet demand. But Tempest simply couldn’t double its production overnight, so suppliers’ shelves emptied as aircraft owners quickly bought up every filter they could find. Remember the toilet paper shortages in the early days of COVID? Yeah, it was sort of like that.
Click below to read the entire article
The FAA has signed supplemental type certificates to allow General Aviation Modifications Inc.’s 100-octane unleaded fuel (G100UL) to be used in every general spark-ignition engine and every airframe powered by those engines. The move was hailed by the GA industry as a major step in the transition to an unleaded future. The FAA’s approval of the use of G100UL fuel in all piston aircraft directly addresses the industry's long-standing goal of finding unleaded solutions that can be used for the entire GA piston fleet.
“Congratulations to GAMI on this achievement, which is another initial step toward a goal we all want – an unleaded fuel for general aviation,” said Jack J. Pelton, EAA CEO and Chairman of the Board. “This is a significant accomplishment that opens the door to the hard work that remains to create a commercial pathway and acceptance across the broad spectrum of GA aircraft.”
In 2021 the FAA approved STCs for GAMI covering a smaller number of Cessna 172 engines and airframes, and then expanded those STC approved model list (AML) to include essentially all lower-compression engines. Though that was seen as an encouraging step forward in the years-long path to supply unleaded aviation fuel to the piston aircraft fleet, the STC’s did not include aircraft needing the higher-octane fuel that accounts for approximately two-thirds of avgas consumption. Today’s announcement by the FAA addresses the needs of those higher-compression engines.
GAMI co-founder George Braly said, “This is a big day for the industry. It means that for a lot of our general aviation communities, and especially for a high fraction on the West Coast, relief is on the way. And it means that our industry will be able to go into the future and prosper, and provide the essential infrastructure for this country for everything from Angel Flights to critical training of our future airline pilots.”
Braly thanked the GA community for its support through this long process. “Without it we couldn’t have gotten this done,” he said. GAMI’s Braly has said that Ann Arbor, Michigan-based fuel supplier AvFuel is standing by to manage the logistics and distribution of G100UL, and said he is open to partnerships. “Our arrangement is that any qualified refiner or blender of existing aviation fuels will be eligible to produce and sell it subject to the quality assurance requirements that the FAA has approved,” he said.
The timing for when G100UL will reach airports is still uncertain. “It’s going to take a while to manage the infrastructure including manufacturing and distribution," Braly said. The supply chain “is still a very wounded infrastructure and that’s not going to make the process any easier, but we have a handle on how to do this, and with the support of the major players I think we can do that. It’s going to be limited to begin with, but it can be ramped up rapidly,” he said.
Pelton noted that certain regions, such as the West Coast, are priorities to receive approval as soon as practical. Some California municipalities, for instance, prematurely banned the sale of leaded avgas and threatened a safe and smart transition to unleaded. “There is a process in place for a safe transition to unleaded fuel for the GA fleet,” Pelton said. “Let’s keep forging ahead on that path in a unified fashion, rather than a patchwork of local ordinances that will only set political hurdles in front of the ultimate goal.”
While the cost of the fuel has not been determined, Braly said the small batch production process that will initially mark the arrival of G100UL at airports means that the fuel will cost slightly more than leaded avgas. “Small volume batches cost money,” he said. “Until we can get [production] revved up that we’re making millions of gallons at a time, there will be an incremental cost," he said.
“It’s not going to be unreasonable,” Braly added. “Pilots in America will not be paying what they’re paying for avgas in Europe today.” Owners can also expect to see engines that operate more efficiently. “I think the days of cleaning spark plugs every 50 hours are going to be behind us for good,” Braly said.
Swift Fuels Inc., an Indiana based company, has received FAA approval for its 94-octane unleaded fuel, and has expanded its distribution, particularly to the West Coast. Swift Fuels’ 94-octane fuel meets some, but not all, of the demand of aircraft with lower-compression engines. The company is developing a 100R unleaded fuel with more than 10 percent renewable content.
In addition, two fuel candidates are currently in the EAGLE/PAFI testing process.
All fuel manufacturers continue to be encouraged to follow through with their own formulations, Pelton said. “Innovation and multiple options have always been a key to ultimate success, so we welcome any and all ideas to bring unleaded fuel to the marketplace for general aviation.”
Care and feeding of the only things between you and the ground.
While generally round and black in color, that’s almost all the characteristics aircraft tires have in common with their automotive siblings. In fact, a major difference is the construction and materials used in their manufacture. Aircraft tires and tubes primarily incorporate natural rubber while automotive tires use synthetic compounds extensively. Aircraft tires are designed for a very specific job and are part of the landing gear system on almost every aircraft.
Credit to AvWeb for this excellent article
Following a request from EAA and AOPA, the FAA has released a policy that will make it easier for some owners of experimental aircraft to obtain special flight permits (SFPs) for their airplanes in order to reposition them for condition inspections.
The advent of the FAA's shift to an electronic airworthiness certification process can be daunting, but it need not be! DAR Arnold Holmes, our "local" DAR can explain what you need to get your aircraft certified. Arnold Holmes is a Private pilot, an A&P Mechanic with Inspection Authorization (IA), and a Designated Airworthiness Representative (DAR). He is a member of EAA and has over 25 years in aviation. Arnold runs DAR-Certification Services at the Leesburg Airport.
Check out his website at https://dar-certification.com.
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