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General Aviation Modifications Inc. (GAMI) says it will issue a detailed response to Cirrus Aircraft’s recent service advisory discouraging the use of GAMI’s G100UL unleaded fuel in its SR series aircraft.
In a statement to AVweb, GAMI said the service advisory appears to be linked to a single incident in which the sealant used in the fuel tank had unbonded in a company aircraft that had been fueled with G100UL. GAMI says there are indications the unbonded sealant had nothing to do with the fuel, but because the tank was not inspected before the unleaded fuel was introduced there’s no way to prove whether the fuel was a factor.
In its service advisory, Cirrus said the materials compatibility of the fuel is “inconclusive.”
GAMI also noted that the fuel has been used in other aircraft with the same sealant with no issues.
“GAMI’s SR22 has had G100UL in the fuel tanks for most of the last 14 years. Recently, Cirrus engineers and management inspected the interior of those tanks, in person, using a borescope and found no evidence of any debonding by any of the factory applied sealant in that aircraft,” the company said in its statement.
GAMI is also disputing Cirrus’s claim that use of G100UL voids the warranties on engines supplied by Lycoming and Continental and used in its aircraft. The engine warranties both state that they will not cover damage from the use of “non-approved fuel,” but GAMI noted the FAA has approved G100UL for all models of Lycoming and Continental gasoline engines.
Cirrus Service Advisory Cites GAMI G100UL As ‘Unapproved’ For SR Series
In a blow to the General Aviation Modifications Inc.’s (GAMI’s) G100UL unleaded aviation fuel program, Cirrus Aircraft posted Service Advisory SA24-14 Tuesday (June 18). The advisory informs operators of Cirrus SR-series aircraft (SR20, SR22 and SR22T) that the manufacturer “does not approve the use of GAMI G100LL fuel in Cirrus SR Series airplanes. Additionally, Cirrus does not warrant or represent in any way an operator’s use of the GAMI G100UL fuel in Cirrus SR Series airplanes.”
Cirrus further advised operators: “Per Continental and Lycoming, only approved fuels may be used for an engine to be covered by warranty. As the GAMI G100UL fuel is a non-approved fuel per Continental and Lycoming, engines known to have run this fuel may not be covered by the OEM engine warranty. For specific details, please refer to the respective Continental and Lycoming engine warranty documents.”
Those advisories were preceded in the statement by a description of Cirrus’s efforts to promote the development of unleaded aviation fuel that would serve as a drop-in replacement for 100LL. “These efforts include working directly with industry associations and all stakeholders including AOPA, GAMA, the FAA, and the FAA-Industry EAGLE [Eliminate Aviation Gasoline Lead Emissions] program through the PAFI [Piston-Engine Aircraft Fuel Initiative] certification program. As of June 2024, EAGLE is actively pursuing three potentially viable alternatives/replacements for 100LL: GAMI G100UL, LyondellBasell/VP Racing UL100E, and Swift 100R.”
Cirrus described its testing programs with GAMI’s G100UL, citing more than a decade of performance testing on materials compatibility and performance. However, Cirrus wrote, “While some aspects of the initial Cirrus testing of the GAMI G100UL fuel are encouraging, other areas, including materials compatibility, remain inconclusive.”
Controversially, while G100UL has received an FAA Supplemental Type Certificate covering virtually all aircraft piston engines, GAMI has chosen not to participate in the PAFI program to achieve ASTM International approval for its fuel.
Lycoming Clarifies G100UL Warranty Impact
he world’s largest piston aircraft engine manufacturer has confirmed it may not honor warranty claims on engines that have been run on GAMI G100UL unleaded fuel. In a statement to AVweb, Lycoming said that G100UL is not on its list of approved fuels and while warranty claims are assessed individually, the warranty “does not cover damage caused by operation outside of Lycoming’s published specifications or the use of non-approved fuels or lubricants.”
The full statement is copied below. The company did not say what is required to make that list but it includes leaded and unleaded aviation fuels and some unleaded automotive fuels. Its highest performance engines are generally restricted to 100LL in North America.
Lycoming was responding to a legal opinionoffered by an AVweb reader who is a lawyer and high-performance single owner who disputes that claim. He said that since G100UL is approved by the FAA through an STC, engine manufacturers can’t reject warranty claims based on use of the fuel. Lycoming’s full unedited statement follows.
WILLIAMSPORT, PA – Lycoming Engines provides a Limited Warranty against defects in material or workmanship. Lycoming’s Limited Warranty does not cover damage caused by operation outside of Lycoming’s published specifications or the use of non-approved fuels or lubricants.
Lycoming publishes specifications for approved fuels in Service Instruction 1070. G100UL is not listed as an approved fuel in Service Instruction 1070.
Lycoming evaluates warranty claims on a case-by-case bases in accordance with the terms of its Limited Warranty. However, customers should be aware that use of fuels not approved in Service Instruction 1070 would constitute operation outside of Lycoming’s published specifications.
Credit to : Russ Niles is Editor-in-Chief of AVweb.
Update: June 20
A last-minute flurry of bids from a German sewing machine maker and Linden Blue, co-owner and vice chairman of General Atomics—the makers of Predator drones—culminated June 18 with a bankruptcy judge signing off on the sale of Icon Aircraft for a fraction of what it might once have been worth.
Icon Aircraft filed for Chapter 11 bankruptcy protection in April, seeking a buyer for the company's assets including its California headquarters; manufacturing facility in Tijuana, Mexico; and a facility in Florida. The terms approved by Judge Craig Goldblatt include a purchase price of $15.79 million for all of the company's assets.
The sale could allow the company to continue making airplanes, though the intent of the purchaser was not made clear in court documents, or during the brief hearing held June 18 to approve the sale.
Minority shareholders including company founder Kirk Hawkins, who sued Icon's majority owner, Pudong Science and Technology Investment Co. Ltd., in Delaware state court in 2021 challenging an alleged "expropriation of … intellectual property in aircraft design, aircraft manufacturing, and advanced carbon-fiber structures manufacturing to China," withdrew an objection to the sale. Attorney Sean Mitchell, representing those shareholders, told the court June 18 that revisions to the sale agreement preserve his clients' rights to continue to pursue their claims, and that negotiations between those parties are ongoing. He added that if those negotiations fail to produce an agreement, his clients may return to the bankruptcy court seeking an order allowing them to proceed with pre-petition claims.
The hearing lasted just under 30 minutes, most of that time taken up by debtor's attorney Charles Persons, who recounted a flurry of eleventh-hour offers and counteroffers between his client and two bidders: SG Investment America, Inc., the original "stalking horse" bidder, and Blue, who had ultimately offered two prices: $15.79 million for all Icon assets, or $15.54 million excluding license to the company's intellectual property in China.
Persons told the court that Icon did not have enough cash remaining to extend the bankruptcy auction, and the $15.79 million bid from the "German company" that made the original $13 million offer to open the auction was preferred based on terms and the "certainty" it offered. He also noted that the preferred bidder would require at least six days to consider countering any further offer from Blue.
"We don't have a week to reopen the auction and try this again for what we don't imagine is a significant additional amount of money," Persons said. "The debtors burn, on average, upwards of $750,000 to $850,000 a week right now, and liquidity is extremely tight. We forecast that we would run out of liquidity by the end of the first week of July. Any further delay in closing past the July 2 date is simply unsustainable for the debtors at this time."
Court documents show that one of Icon's largest creditors has been repaid: East West Bank of El Monte, California, which loaned the company more than $60 million at various times prior to the bankruptcy filing, has been repaid those secured claims and its counsel withdrew from the proceedings. Of the remaining $105 million in various unsecured loans Icon owed, the vast majority—$93 million, according to court documents—was loaned to Icon by the same company that had acquired more than half of the company's equity in the years leading up to the bankruptcy. The most recently revised liquidation analysis in the case indicates unsecured creditors will be repaid less than a penny on the dollar once the $15.79 million sale is complete.
According to court documents, Blue will retain his status as a "backup" bidder into September, and could be invited to close the sale if the deal with SG Investment America is not consummated quickly.
Founded in 2006, Icon delivered its first A5 amphibious light sport aircraft in 2016, and 209 more have followed according to General Aviation Manufacturers Association data. According to published reports, SG Investment America is owned by a 160-year-old German manufacturer of sewing machines, Dürkopp Adler GmbH, which is, in turn, owned by ShangGong Group of Shanghai, China, which also makes sewing machines.
Mitchell told the court his clients are satisfied that the revised sale agreements preserve their ability to continue to seek damages under their ongoing state court litigation.
"Our clients are of course disappointed the company has been driven to this point," Mitchell said. "The unfortunate reality is that much of the value of this company was lost in the years prior to the sale, and to these Chapter 11 cases by virtue of the conduct which is at the heart of the derivative litigation. But we are where we are today."
The revised terms of a transaction now required to close within days include provisions for all Icon staff to be terminated, and then offered jobs with the new company, at the new owner's discretion, subject to negotiation of terms and compensation with each employee.
From Jim Moore, Managing Editor-Digital Media, AOPA
History
The next steps in the Icon Aircraft bankruptcy proceedings are set for next month as company executives seek to keep the business intact and prevent investor groups from selling off its assets piece by piece.
The U.S. Bankruptcy Court for the District of Delaware has scheduled an asset auction for Icon on June 13 at 10 a.m. Eastern time with qualified bids due by June 10. The court will hold a confirmation hearing on June 18. The company filed for Chapter 11 bankruptcy April 4, and announced at the time a plan for Icon “to address its current challenges and emerge with new ownership—stronger than ever—and continue building amazing planes with a focus on innovation, safety, and incredible flying experiences.”
Icon announced May 3 the arrival of a stalking horse bidder, SG Investment America Inc., in an effort to establish a minimum price for its assets. The move is meant to aid in the bankruptcy process and provide the most value possible for stakeholders, the company said. The strategy also depends on at least one additional party, and preferably more, submitting higher bids.
“The decision to designate a stalking horse bidder underscores our commitment to ensuring the long-term viability of our business,” said Icon CEO Jerry Meyer. “We believe that this proactive approach will help employees, partners, and customers have confidence in our ongoing operations, enabling the company to achieve the best possible outcome.”
Icon previously said it had secured debtor in possession financing and planned to pursue a speedy sale.
Icon is one of many aircraft manufacturers that formed after the FAA established the light sport category in 2004. These small aircraft designed to carry no more than two people were meant to be simple and relatively inexpensive to construct, certify, and operate compared to standard category models. Pilots are able to operate light sport aircraft, or LSAs, under a different certification process requiring training that is less demanding than for a private pilot certificate.
As has often been the case with concepts for affordable aircraft, the purchase price for the Icon A5 amphibious airplane increased considerably between the time the company began taking orders and again when it began deliveries. Certification took longer than expected, and some potential customers lost interest. Economic pressures arising from the COVID-19 pandemic also hurt sales while related supply chain disruptions slowed production.
The company said it will continue to operate normally during the bankruptcy process while working with the FAA to receive production certification for the type certified version of its A5, which will allow the company to expand sales into markets outside the United States that do not recognize the light sport category.
“We are grateful for the continued support of our owners, partners, and the aviation community as we navigate this challenging period,” Meyer said. “With the assistance of our stalking horse bidder and the expertise of our professional team of attorneys and advisors, we are confident in our ability to deliver a stronger and more resilient company to a successful purchaser following the court-supervised sale process.”
from: Jonathan Welsh
Digital Media Content Producer
The Federal Aviation Administration (FAA) issued a new Airworthiness Directive (AD) for specific Piper aircraft models after an unscheduled inspection, prompted by a ground collision with an automobile, revealed a double-drilled bolt hole in the rear wing spar attachment fitting.
The FAA says the AD will affect some 500 U.S.-registered aircraft—including certain serial-numbered Piper models PA-28-181, PA-28R-201, PA-34-220T and PA-44-180. It requires inspection of the rear wing spar attachment fitting and, if discrepancies are found, inspecting the forward wing spar attachment fitting as well. The directive mandates performing necessary corrective actions and notifying the FAA once these actions have been completed.
While ADs are typically issued after a Notice of Proposed Rulemaking (NPRM) is published, the FAA has determined an unsafe condition exists in this case—prompting the agency to bypass the usual public comment period.
The findings suggest that the double-drilled bolt hole in the rear wing spar attachment fitting significantly reduces the strength of the fitting below its limit load. If left unaddressed, this could lead to the separation of the wing and loss of control of the aircraft. Given that these aircraft are frequently used in training and quickly accumulate flight hours, inspecting for this condition before further flight is critical, according to the FAA.
It works hard at a number of important jobs, including cooling, lubricating, and, believe it or not, cleaning away the nasty debris. Cleaning the oil is the job of a metal screen, or in some cases, a paper filter.
Oil screens are an older technology, but still in use as the primary method of filtering the oil in many engines. How many screens an engine has, and their purposes depend on the model, but there are two basic types: the pressure screen and the suction screen.
The suction screen is prior to the oil pump and filters out the really bad stuff. Imagine a mechanic accidentally drops something into the engine and it passes through without damaging anything. It would end up in the oil pan and stay there thanks to the screen. More commonly, the suction screen blocks bigger pieces of aluminum and rubber that could be shed from use or internal damage. In a Lycoming engine these screens can be removed, cleaned, and inspected at each oil change. In a Continental engine they are fixed, so owners hope for the best.
Oil pressure screens are small cylinders about the size of a mini can of Coke that filter out the smaller stuff. These are removable on all engines in which they are installed, and cleaned with mineral spirits, inspected, and reinstalled as part of every oil change. Because oil filters can stop particles down to about 40 microns, and oil screens only filter down to about 60 microns, oil filters are generally considered superior. A 20-micron difference might not sound like much, but those particles floating around in the engine’s bottom end and cylinders can cause premature wear. Many pilots argue that an oil screen is just fine, and more regular oil changes make up for the difference.
Inspecting the screen is a bit of a dirty job, as the gooey oil must be brushed or wiped off in mineral spirits, and the resulting liquid drained through a coffee filter. From there it’s easy to see flecks of metal that can be analyzed for more information.
Pilots and A&P mechanics can bond over setting spark plug gaps or tossing them if they fail to meet muster.
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.
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.
“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 Aerospacein 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.
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.
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.
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.
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.”
Even with regular maintenance, spark plug issues can occur. Some common problems and their potential causes include:
Engine Misfire
Hard Starting
Poor Engine Performance
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 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.
By Vic Syracuse, EAA Lifetime 180848
This piece originally ran in the January 2024 issue of EAA Sport Aviation magazine.
In the November 2021 issue of EAA Sport Aviation I wrote a column entitled “Cooling Things Down.” It was meant to help builders solve some of their cooling problems by providing some insight into the causes. From several discussions with pilots and owners of aircraft since that column, it’s become clear that not everyone understands the differences between EGTs (exhaust gas temperatures) and CHTs (cylinder head temperatures), and whether they are or are not a problem.
Click the link below to read the article:
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.
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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.
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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.
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