As many of you know, I owned and operated an aircraft engine shop for more than a decade and consistently handled sudden stoppage inspection cases. The jobs were so common that we even had T-shirts printed with the phrase, “Things get hot when the big fan stops.” Sometimes, humor can help take some of the sting away. Like the late Jimmy Buffet sang, “…if we couldn’t laugh, we would all go insane.” Aircraft ownership and maintenance will do that to you. This is why we all gather here to swap stories, support each other, and maybe learn a little something along the way.

Disclaimer: Today, we are discussing air-cooled reciprocating engines. The criteria are different based on engine type.

Defining a Propeller Strike

As with many things in aviation, the definition of propeller strike is hotly debated. The same is true of what maintenance evolution is applicable after determining if a prop strike occurred. More on that later. First, let’s determine what a propeller strike is.

The FAA sets the bar high by including a sudden stoppage question in the FAA-S-8081-28A Aviation Mechanic Powerplant Practical Test Standards. Part C on engine inspection, drawing on the references from 14 CFR Part 43; AC 43.13-1B and FAA-H-8083-32, states the objective is to determine that the applicant can demonstrate “knowledge of an inspection required after a potentially damaging event, including but not limited to any of the following: sudden stoppage, over speed, or over temperature.” Even among A&Ps, there is a wide disparity in interpreting the definition, with subsequent actions also in question.

Some A&Ps are jacks-of-all-trades, while others are highly specialized. Based on experience, I recommend dealing with specialists regarding critical components such as avionics, powerplants, and propellers.

• READ MORE: 5 Attributes of a Top-Notch Maintenance Provider

What constitutes a propeller strike? Let’s check with the experts and see what the OEMs say.

According to Service Bulletin SB96-11B, Continental Aerospace Technologies defines a propeller strike as: “(1) any incident, whether or not the engine is operating, that requires repair to the propeller other than minor dressing of the blades as set forth in Part I, B of this Service Bulletin or (2) any incident while the engine is operating in which the propeller makes contact with any object that results in a loss of engine rpm.”

Our friends in Lycoming County, Pennsylvania, in their Service Bulletin No. 533C, define a prop strike as:

• Any incident, whether or not the engine is operating, where repair of the propeller is necessary.

• Any incident during engine operation where the propeller has an impact on a solid object. This incident includes propeller strikes against the ground. Although the propeller can continue to turn, damage to the engine can occur, possibly with progression to engine failure.

• Sudden rpm drop on impact to water, tall grass, or similar yielding medium where propeller damage does not usually occur.

How It Happens

During my engine shop days, I can say with certainty that no two sudden stoppage inspections were alike. Scratch that. We did have one client who cranked his Cessna’s engine with the nosewheel tow bar still attached to the aircraft not once, but twice. True story: The first incident occurred, and the owner dutifully called the shop for an estimate. We bid the job, won the business, and carried out the maintenance action to get the good doctor (he was an oncologist) airborne once again. Or so we thought.

Twas less than a fortnight before he rang the shop again. After installing the engine, the mechanic reconnected the baffling, linkage, and appropriate hoses, instructing the owner to crank it up—yes, with the towbar once again still attached. At least the parts bill of materials (BOM) was easy to create. In fairness, his ground support person should have alerted him that the tow bar was in place. As with most aircraft incidents, it was a breakdown of systems, communication, and practices mixed with bad luck.

• READ MORE: Servicing Cessna 172 Stuck Exhaust Valves

We also saw plenty of the traditional ways propeller strikes occur. Taildraggers are in danger of ground looping. Tricycle gear aircraft brake too hard and dip the nose or hit a depression on a grass field and catch the propeller. Once, a client called to say they approached their aircraft to do a walk-around and found shattered glass from a blue taxi light lens in the cowling during the preflight inspection. There was nothing in the logbook about this. I had one customer taxi into a hangar door and another into a second aircraft.

One of the pricier inspections we accomplished was a Piper Navajo that landed gear up. Upon tearing down the engine, we found special H5 Lycoming connecting rods. There was no way to know this during the estimate phase, and we had to tell the client that his bill had just gone up. All of this is to say propeller strikes are more common than one might think.

There is one other hazard that causes prop strike concerns for pilots—wildlife. Most everyone knows the story of Captain Sully and the “Miracle on the Hudson.” Did you also know that according to the FAA Wildlife Strike Database, about 272,000 wildlife strikes with civil aircraft were reported in the U.S. between 1990 and 2022? That is a lot of damaged aircraft.

The encounters are only sometimes birds. Some pilots report striking white-tailed deer and even elk in the northern states. The FAA launched the Wildlife Hazard Mitigation program to help counteract the effects of wildlife on airports. On the program website, the FAA states that “during the past century, wildlife-aircraft strikes have resulted in the loss of hundreds of lives worldwide, as well as billions of dollars in aircraft damage.”

Incident Confirmed—Now What?

As certified aircraft mechanics, the FAA mandates we operate with the highest degree of safety conscience, and demand the same of those we work with. An excerpt from the Mechanic’s Creed states, in part, that “I shall never knowingly subject others to risks which I would not be willing to assume for myself, or for those dear to me.” In layman’s terms, we often ask ourselves, would you fly behind it? Once you qualify the occurrence as a propeller strike, what happens next? There are three distinct camps in this regard. So as not to sound inflammatory and stir emotions, let’s designate them as teams A, B, and C.

Strictly for identification purposes, let’s say Team A equals “all good, keep flying,” Team B “better do the minimum,” and Team C “conscientious.” This division stems from misconceptions about what to do after a propeller strike. The major engine manufacturers, Lycoming and Continental, are clear on the action needed in their respective service bulletins. For Lycoming applications, some have attempted to circumvent this by their interpretation of AD 2004-10-14. Team B will point to the statement: “Remove the existing gear retaining bolt and lockplate from service, and install a new bolt and lockplate, in accordance with steps 6 and 7 of Lycoming MSB No. 475C.” It believes this is the bare minimum needed. It argues that an Airworthiness Directive (AD) takes precedence over a service bulletin. However, this AD references SB475, not SB533C. Are you confused yet?

• READ MORE: Testing the Hardware After a USM Retrofit

Like every other aircraft maintenance evolution, the bottom line is comfort. Are you comfortable accomplishing the bare minimum and avoiding the messiness and expense of an engine teardown? Just know that we have found cracked crankshafts before when doing the magnetic particle inspection. When asked about potential damage on its website in an article entitled “Prop Strike: What’s Next?” Hartzell Propeller said, “Even if there’s no visible damage to the propeller, there may be hidden internal damage to the propeller, governor, crankshaft, and other components that can cause engine failure later in the engine’s life, if not immediately.” That sounds definitive to me.

A chance to perform maintenance, like that following a prop strike, is also an opportunity to find other issues. Some argue that mechanics cannot unsee issues, which will increase the repair cost. Dare I say there is no such thing as too much maintenance? I recall an instance when a Beechcraft Baron B58 operator suffered a propeller strike and contracted us to perform the inspection. The engine was a Continental IO-550-C model configured with a front-drive alternator. During disassembly, our technician noted the lock tabs of the face gear hardware were not bent, locking the bolt in place. Subsequently, this caused a crack in the crankshaft ring gear mounting flange. It scrapped the crankshaft. This customer operated a fleet of Barons, and we sent word to them to inspect the remaining aircraft.

This issue is just one example of many we found through engine maintenance. Another common squawk involves camshafts going bad. Typically caused by corrosion, the camshaft will begin to wear abnormally and spall the lifter. While the charges for the parts to repair these discrepancies fall outside the scope of maintenance for the sudden stoppage inspection, the labor is covered and, therefore, essentially free. A real bargain. Another key point I highlight to my clients: Do you want to find out about that issue in the shop or at altitude?

Tap into Knowledge

The aircraft reciprocating engine business is a tight-knit group of folks quick to help each other out. That’s what I love about this industry. This is especially important since, while most information is easily accessible, there are some things that are either not readily available or just industry tips one picks up through the years.

For example, did you know that your dry air vacuum pumps require replacement after a propeller strike? Consult Tempest Service Letter SL-008, with an opening statement that reads: “When a Tempest engine-driven air pump is subjected to sudden engine stoppage (for example, propeller strike during a gear up landing), the rotor and vanes of the pump may sustain damage. This damage may not be evident by rotating the pump or by visual examination.” What about Rapco? Same story. Refer to Service Letter RASL-003, which states: “When a Rapco Inc. pneumatic pump has been subjected or is suspected of having been subjected to sudden engine stoppage or propeller strike event, it is mandatory to replace the affected pneumatic pump before further flight, in accordance with the procedure outlined below.”

What about magnetos? Champion Slick Service Letter L-1363 states that “magnetos must be overhauled after a lightning strike on the aircraft, a sudden engine stoppage, prop strike, or immersion.” Are you picking up on the pattern yet?

Here is a fun fact: Lycoming has a surprise for the newer model engines. Earlier, we mentioned Lycoming Service Bulletin No. 533C. Reading through the SB, you will see “NOTICE: Roller tappets, counterweight rollers, and bushings must be replaced.” You read that correctly: Replacing roller tappets during a sudden stoppage inspection is mandatory.

How is someone supposed to keep all of this straight? You’re not. Aviation is a team sport. Do your homework and trust the professionals. Most engine shops are willing to go the extra mile to help you. Ensure you work with one with high standards. The rules are constantly changing. In years gone by, Lycoming allowed certain repairs for a bent propeller flange on engine crankshafts. With the publication of Service Bulletin No. 201F, this is no longer the case. The SB reads, in part: “Lycoming Engines no longer allows bent crankshaft flanges to be ground or repaired to restore maximum run-out. As per Service Bulletin 533B, if the crankshaft is bent, it must be replaced.” A good shop will help you decipher this.

Hidden Problems

I wanted a firsthand account of the “to tear down or not tear down, that is the question” debate, so I checked in with JD Kuti from Pinnacle Aircraft Engines in Silverhill, Alabama. When asked if his team ever found issues during teardown after a propeller strike, Kuti responded with a resounding: Absolutely!

Here are the common issues discovered:

• Crankshaft flange bent

• Crankshaft cracked at flange or slinger ring

• Crankcase cracked

• Gear teeth cracks

This feature first appeared in the April 2024/Issue 947 of FLYING’s print edition.

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Where to Begin

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

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

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

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

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

Records/Aircraft Logbook Review

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

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

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

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

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

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

• RED MORE: Looking Beyond a Pre-Purchase Checklist

Aircraft Condition Inspection

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

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

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

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

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

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

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

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

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

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

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On January 22, the FAA issued a Safety Alert for Operators (SAFO) recommending that operators of the Boeing 737-900ER conduct a visual inspection of the mid-exit door plugs to ensure they are properly secured.

According to the FAA, “the Boeing 737-900ER is not part of the newer Max [9] fleet but has the same door plug design.” 

Per the SAFO, “operators are encouraged to conduct a visual inspection to ensure the door plug is restrained from any movements through the two upper guide track bolts and two lower arrestor bolts.”

The SAFO noted the Boeing 737-900ER has an identical door plug design to the 737 Max 9.

“As part of their Safety Management Systems, some operators have conducted additional inspections on the 737-900ER mid-exit door plugs and have noted findings with bolts during the maintenance inspections,” the SAFO said.

The FAA has asked operators who find any issues with the door plug to notify their certificate management office.

FLYING reached out to Boeing for comment. The aerospace giant replied, “We fully support the FAA and our customers in this action.” 

About the 737-900ER

The 737-900ER is a derivative of the 737 design, with ER standing for “Extended Range.” The ER deliveries took place from 2007 to 2019. Of the 500 delivered, approximately 380 have the door plug.

The 900ER is used by Alaska Airlines, Delta Air Lines, and United Airlines. As all the aircraft are more than four years old, they have been through several “deep maintenance cycles,” where the door plugs are inspected.

According to the National Aviation Academy, these cycles are made up of regular inspections, maintenance, and overhaul of the aircraft using A, B, C, and D checks, with C and D checks being the most involved and time consuming. The intervals for the inspections and maintenance is driven by aircraft use and can be as little as a few weeks apart to several months.

The C check, for example, requires an aviation maintenance technician to perform a deep inspection of a majority of the aircraft’s parts. This keeps the aircraft on the ground for several weeks at a maintenance facility.

The D check is classified as a “heavy maintenance visit” and happens every six to 10 years, depending on the aircraft. This is the most comprehensive of the inspections and repairs, and often involves taking apart the aircraft to inspect for corrosion, damages, and worn-out parts. The D check takes four to six weeks.

Recap: Details of the Accident

On January 5, Alaska Airlines Flight 1282 was en route from Portland International Airport (KPDX) in Oregon to Ontario, California, with 177 on board. Approximately 13 minutes into the flight, the door plug departed the aircraft, resulting in a gaping hole in the fuselage as the jet passed through 16,000 feet. The in-flight failure of the door plug resulted in a violent loss of cabin pressure, and loose objects such as cellphones were sucked out the hole.

The seats directly adjacent to the door plug were empty at the time of the incident, although a teenage boy sitting close to the hole had his shirt pulled off by the force of the decompression.

The flight crew declared an emergency and initiated a descent. Within hours Alaska Airlines grounded all of its 737 Max 9 aircraft. The next day the FAA issued an emergency airworthiness directive grounding all the remaining 737 Max 9s. The aircraft are primarily used by Alaska and United. The FAA has also issued a Continued Airworthiness Notification to the International Community (CANIC) providing notice of pending significant safety action.

The door plug is located in row 26 of the 737 Max 9. From the inside of the cabin, the door plug looks like any other bulkhead—on the outside, the outline of the door can be seen. The structure is designed as an extra emergency door that can be fully installed if the customer requests.

The door plug was recovered from a backyard in Oregon. The National Transportation Safety Board (NTSB) is still investigating the cause of its failure.

There were no deaths from the event, but several passengers reported injuries. Within hours of the flight, they received emails from Alaska Airlines offering $1,500 for their inconvenience. 

During the preliminary investigation, the NTSB stated the aircraft had been delivered to the airline in October 2023. A few weeks prior to the event, the flight crew had written up three warning lights indicating an issue with the aircraft’s automatic pressurization system. As the pressurization is a triple redundant system, with two computers as well as one manual means of activation, the aircraft was allowed to remain in service. However, it was limited to flight over land.

In the weeks that followed the January 5 event, several of the passengers joined in lawsuits against Boeing and Alaska Airlines, asking in part why the aircraft remained in use. But the NTSB has not attributed the event to the pressurization system.

This is an ongoing story that FLYING will update as we learn more information.

The post Boeing Inspecting Additional Aircraft appeared first on FLYING Magazine.

The day was clear and cool with a bright, blue sky and a density altitude of minus-500 feet—ideal for flying. This is the kind of weather Annie (like many naturally aspirated piston airplanes) likes best. It was not cold enough to make starting the engine difficult, but at takeoff time, the big-bore Lycoming roared and I felt especially strong.

• READ MORE: Your Ideal Aircraft Lets You Fit More Errands into One Day

Many pilots have heard some version of the “50-70 rule” that states an airplane should reach 70 percent of its takeoff speed after using 50 percent of the runway. The rule is somewhat controversial, and while it has worked for me, I have used a modified version since acquiring Annie. I now look for 70 knots at the runway’s halfway point. At that speed the airplane typically is ready to lift off in most cases.

On this day the takeoff roll seemed ridiculously short, and I found myself looking down at the halfway mark from about 200 feet. As we climbed to the north, I began to wish that I could continue in that direction and visit our son in New Hampshire or some of our friends in Maine.

But this was no leisure excursion. It was a specific mission to deliver Annie for her annual inspection. 

• READ MORE: Your Ideal Aircraft Should Handle a Variety of Missions

After a year that passed too quickly, it is time to find out whether or not our aircraft is all set to begin what we hope will be another 12 months of mostly trouble-free service. She has been running well and showing no signs of decline, but one never knows what the A&P might find inside the engine or under all of those inspection covers.

Waiting for that call from the mechanic is a bit stressful, so to keep my mind off the suspense, and how much I miss having the airplane at my disposal, I am reviewing the list of goals I made the day we first parked Annie in our hangar. Have I come close to achieving any of them?

I was supposed to be further along on my instrument training by now, but I am working my way through a ground school and written test prep course. I signed on with King Schools, which helped me succeed on my private pilot exams. The first day of summer is my new deadline. 

We have taken progressively longer trips, farther than we ever traveled in the club’s Cessna 172. My family and I certainly have progressed well beyond the $100 hamburger, which is a good feeling. We also have proved repeatedly that the airplane is stunningly faster than the car. Still I have old friends in places like western Kansas and Texas whom I have yet to visit. They are on the list for the coming 12-month period.

Regarding specific accomplishments, the first year’s results are mixed, but the experience of having Annie in our lives has been nearly pure joy. We have not felt even a trace of the buyer’s remorse that one often expects, and she truly has turned out to be our ideal aircraft—just right for our needs.

Looking back on our first year together, what pleases me most is that I succeeded in getting to know the airplane’s controls, capabilities, systems, and characteristics, from how to use the autopilot to recognizing an incipient stall or consistently nailing a stabilized approach.

The process has taken all year and never really ends, but I feel safe saying that Annie and I have reached an understanding.

The post The Shortest Year: It’s Time for Your Ideal Aircraft’s Annual Inspection 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.

The new Dreamliner will be delivered to American Airlines (NASDAQ: AAL)—the carrier told FLYING—its first 787 delivery since April 2021. 

The deliveries were put on hold after the FAA raised concerns about the Dreamliner inspections and flaws, reportedly including incorrect spacing in the construction of some 787 fuselages. 

“Boeing has made the necessary changes to ensure that the 787 Dreamliner meets all certification standards,” an FAA spokesperson told FLYING in a statement. “The FAA will inspect each aircraft before an airworthiness certificate is issued and cleared for delivery.”

The resumed deliveries are a welcome financial development for Boeing, which acknowledged this year that reduced Dreamliner production and other issues have cost it more than $5 billion. The news pushed Boeing shares 0.5 percent higher on Monday. 

Outstanding Orders 

The 787-8 variant—tail number N880BJ—will be delivered to American Airlines from Boeing’s Dreamliner factory in North Charleston, South Carolina, the carrier told FLYING. It’s expected to enter commercial service in the coming weeks. 

The new airliner will raise the number of 787s in American’s fleet to 47 active aircraft, according to American. An additional 42 Dreamliners remain on order. Another major U.S. carrier, United Airlines (NASDAQ: UAL) still has outstanding orders for Boeing’s larger 787-10 variants. 

Dreamliner inventory had risen to 120 jets by the end of June, according to Boeing. 

FAA’s Nolen Visits Factory 

Last Thursday, acting FAA administrator Billy Nolen visited the South Carolina facility with FAA safety inspectors. Discussions included whether inspectors were satisfied with Boeing’s actions regarding the Dreamliner, the agency said. Specifically, they talked about recent steps aimed at improving manufacturing quality and the autonomy of workers tasked with ensuring regulatory compliance.

At Nolen’s request, the FAA said Boeing officials provided updates on these programs, and on the performance of the company’s safety management system to identify and mitigate risks throughout the manufacturing process.

The post FAA Allows Boeing To Resume 787 Dreamliner Deliveries appeared first on FLYING Magazine.

For the rest of us, things are somewhat different.

While particularly dedicated mechanics will travel more than an hour away to conduct a top overhaul on an engine, the general expectation in my area is that the aircraft owner will transport the aircraft to the mechanic. So when basing your aircraft at a small rural airstrip and service is about 50 miles away, one must become something of a logistics expert. This, I learned, is an aspect of aircraft ownership with which one must contend when arranging for an annual inspection.

Although my airplane’s last annual inspection was completed by the previous owner in July of last year, I thought it prudent to get a jump on things. Oshkosh was only about a month away, after all, and there’d be nothing more depressing than driving there while your airplane sits in the maintenance hangar back home. Particularly when you live only about 100 miles away from the big event.

Time was, therefore, of the essence…and so too was good planning. The first step was getting the airplane to the mechanic in Lone Rock, Wisconsin, several counties away. Having soloed my Cessna 170 for the first time just one week prior, I was very interested in the surface winds and in minimizing any crosswinds, particularly on paved runways. Although I’d had my private certificate for many years, tailwheel flying was still fairly new to me and my personal limits were correspondingly low.

Planning became a matter of looking for that perfect moment where nice weather conditions converged with my available time off as well as the availability of someone to pick me up. I did, after all, have to return home after dropping the airplane off. I reached out to a few friends, explained my situation, and because they’re such great guys, I soon had multiple options lined up.

On the morning of my flight to the mechanic, I got an early start to take advantage of relatively favorable winds. The destination was a rural airport with two paved runways. Runway 9/27 was 5,000 feet long, and 18/36 was 1,850 feet long. Between the two of them, I was confident I could find an option that minimized any crosswind component.

I called for my weather briefing just as I was walking out the door to head to the airport. After discussing winds for a few minutes and determining that they’d be out of the east, the briefer ran through the NOTAMs and casually mentioned that Runway 9/27 at my destination was closed. This meant I’d have to land on the far shorter runway with a direct crosswind right at my personal crosswind limits. 

I wasn’t happy with the situation. But everything was technically still within limits, and as the east/west runway would remain closed until September, there wouldn’t be much getting around it. I opted to go for it and headed to the airport.

In addition to learning my new-to-me airplane, it had also been nearly 20 years since my most recent solo cross-country trip. Though I had occasionally toyed with iPad apps like ForeFlight and Garmin Pilot, I still hadn’t gotten used to how laughably easy they made navigation and situational awareness. Gone were the days when a pilot had to actually determine where they were with pilotage and VORs; now, one simply steered to avoid airspace and followed the magenta line. To those of us who were still accustomed to using paper charts, it was the stuff of dreams.

After loading up the various goodies I was having my mechanic install as part of the annual, I spent a few minutes getting set up in the cockpit. I clamped my phone into a handy suction cup mount just left of the yoke, activated my flight plan, and ensured I had my backup iPad and backup power supply handy. Minutes later, I was climbing out against a backdrop of bold blue sky and warm spring sun.

Without any paper charts to fold, draw on, and refold, I focused instead on the basics like maintaining altitude and keeping a sharp eye out for traffic. I fired up a homemade ADS-B In unit a friend lent me, paired it to my phone, and yet again marveled at how thoroughly I had been outpaced by modern technology. It’s fashionable to remain wistful and romantic about the good old days, but when it comes to things like this, I’m in no hurry to go back.

The scenery unfolded briskly thanks to a healthy tailwind. Before long, I was entering the pattern at my destination, all the while trying to make sense of the non-stop screeches and minute-long piercing squeals that define CTAFs across the country. Whereas navigation and traffic awareness had moved into the 21st century during my absence, radio communication clearly had yet to progress beyond the 1930s. 

As I rolled out on final, a significant crab indicated a crosswind that was exercising every last bit of my 8-knot limitation. Combined with stickier, less forgiving pavement, these would be some of the most challenging conditions I’d ever encountered in the meager nine or so hours I’d logged in my airplane. My sole mission in life became to maintain perfect coordination during touchdown. 

Fortunately, I met my goal and maintained great coordination throughout the landing. Unfortunately, this came at the expense of misjudging the flare height and stalling the airplane in from about 3 feet above the runway. All was fine, though. The airplane shrugged it off and didn’t seem to care nearly as much as I did. Still, I apologized to it on the taxi in.

I shut down at the maintenance hangar and met up with Ryan Johnson, the mechanic who performed my engine’s top overhaul. We went over some items pertaining to the annual inspection and parked the airplane in his hangar. As I walked away, I silently prayed to the airplane gods, asking them to have financial mercy on me during my first annual. 

• FOLLOW FROM THE BEGINNING: Previous editions of “The New Owner”

Not long after dropping the airplane off, my ride home arrived in his pristine Piper Pacer. I had reached out to Ed a few days earlier, asking if he’d be willing to fly me home, and he jumped at the chance. He and his wife are the creators of the YouTube channel The Flying Stampede, in which they are attempting to fly to every public airport in Wisconsin and win prizes offered by the Wisconsin Department of Transportation. In addition to helping me out, this would be another stamp in his Wisconsin airport passport.

We had a great breakfast at the positively adorable airport restaurant, where coffee and omelets were served with a healthy side of airplane chitchat from the group of local pilots that call it home. The combination of the airport’s main runway closure and increasing winds kept other airplanes away while we were there, so I made sure to tip the waitress well. With any luck, she and the restaurant will stick around for years to come.

Ed and I had a great flight back. While it had been our first time flying together, we proclaimed that it would not be the last. I thanked him again for his fantastic assistance and shot some phone video of him departing into the sun.

It had been an eventful day. I had successfully flown my first cross-country flight in 19 years. I’d utilized an EFB for navigation for the first time. And I’d conquered my most challenging crosswind conditions to date, albeit with an embarrassingly ugly landing. 

I also reflected upon another wonder of the modern era—the ease with which one can meet new people and build new relationships through social media. Among the cesspool of political forums, armchair experts, and snide comment threads, there exists some fantastic communities of wonderful people. My day was made possible through some of those connections.

It’s perhaps not unlike actual physical neighborhoods. A city can all-too-easily become defined by its worst areas and motivate us to stay away forever. But seek out the right parts, and you just might be rewarded with good conversations over good breakfast with new friends who will be there for you when you need them.

The post The Adventure of Preparing for The First Annual Inspection appeared first on FLYING Magazine.

A: As a pilot, you take on a certain amount of risk when you leave the ground. Even the aircraft such as Cubs and Champs that you and your friends operate—while primitive by today’s standards—are still complex machines. You can minimize the risk by vigilance and maintaining a keen eye to detail.

The instrument panel will give you baseline information on how the aircraft performs, for example, altitude, engine rpm, and oil pressure. What the gauges do not tell you, however, is the state of the structure under the fabric. The 100-hour and annual inspections allow your maintenance professional to peel the onion, so to speak, and inspect the inner structure of your airplane. Just think of what these aircraft have seen over the past 75 years.

Routine inspections may not be sufficient to address every aspect of the aircraft’s condition. Production of the older airframes came long before modern maintenance technology, such as some non-destructive testing (NDT). The aircraft’s operation could also affect the structure, such as flying at low altitudes while inspecting powerlines. For this reason, The FAA publishes the Best Practices Guide for Maintaining Aging General Aviation Airplanes. This document is an excellent supplemental resource for maintaining older aircraft. Maintenance matters, and working with a trusted professional to adhere to or exceed manufacturers’ guidelines will keep your airplane healthy and flying for years.

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The post How to Minimize the Risk of Flying Older Aircraft appeared first on FLYING Magazine.

For me, this happened at about 37,000 feet aboard a Delta Boeing 737. Typically, when I gaze out of an airliner’s window at the vista before me, I marvel at the majestic view and admire the engineering of the jet, its wing and winglets massaging lift out the air as the turbofans whisk the passengers across the country in safety and relative comfort.

But on that particular day, I was on my way to Seattle to observe the pre-purchase inspection of the airplane I was hoping to buy, and my mind was in a very different place. Visions of irreversible corrosion and neglected engine components clouded my vision as I anticipated the countless ways in which my carefully laid plans might be derailed. 

A few weeks earlier, I had verbally committed to purchasing the 1953 Cessna 170 pending a successful inspection. The seller and I had agreed on a price, I’d closely examined photos of the airplane that a friend had taken for me, and I arranged for a local mechanic to perform the inspection. With any luck, the weather would allow for a test flight afterward.

While the anticipation of the inspection and purchase was somewhat stressful, I was extremely fortunate to have the luxury of ample time. The airplane was not being actively advertised, and the seller, Dick, was extremely accommodating. He and I got along well. We enjoyed our many chats that had taken place over the preceding weeks and he assured me that I could take my time and tackle each portion of the purchasing process as I was able. 

• READ MORE: The New Owner: The Power of Networking

Still, the pressure was there, and if the mechanic was to uncover a major issue with the airplane, weeks of effort and around $2,000 in sunk costs would be forever lost. Such are the gambles one must take in pursuit of an airplane; we buy the airline ticket, we book the hotel, we schedule the mechanic, and we roll the dice.

On the drive from SeaTac to the small airport where Dick kept the 170, I created a fairly large mental list of red flags that, if discovered, would disqualify the airplane from contention entirely. Internal engine corrosion. Airframe corrosion. Evidence of neglect. Incomplete logs. STCs that lacked corresponding documentation. Poor stall characteristics. Poor rigging. I was making a point to avoid getting my hopes up.

Having once owned a rotary-powered Mazda RX-7 and a BMW motorcycle that both became horrific pits of mechanical disaster, I had learned the harsh consequences of purchasing a vehicle on a foundation of optimism. This time, I was going into the process hugely pessimistic. I was expecting the absolute worst, and I was willing to become a believer only after being presented with the proper supporting evidence.

When I arrived at the hangar, Dick was there to greet me. It was good to finally meet him in person after our numerous and lengthy phone conversations, and he welcomed me into the hangar he had owned since the 1980s. The hangar had character—it was appropriately cluttered without being overtly messy. Projects in various states of completion were scattered about, and there, in the center of it all, was N170RK, the airplane I hoped would soon be mine.

The Eye Test

It was just as he described it—adorned in its original, circa-1953 paint job and fairly nice looking from about 50 feet away. But for every step you took toward it, another few years of wear became evident, and it eventually became clear this was an airplane with many stories to tell. 

Dick was an engineer in every sense; he was acutely concerned about the mechanical condition of his beloved machine, but he couldn’t possibly have cared any less about its visual appearance. Over the years, when he recognized that the paint on the elevator and on the leading edges of the flaps was thinning and beginning to expose bare aluminum, he simply sprayed olive green zinc chromate directly onto those surfaces. The result was a vintage, 1950s-era two-tone blue paint scheme with what appeared to be blobs of matte dark green spray paint applied at random to the airframe. 

Functionally effective, but visually repugnant. 

The interior was just as shabby. While the plain black vinyl seats and upholstery were in reasonably good shape, the headliner was tattered, with stains of unknown origins discoloring the already dirty-looking gray fabric. The floor was no longer covered with carpet. Instead, bare metal was still smeared with the ugly yellowed remnants of the original 68-year-old carpet glue. 

The result was the aviation equivalent of a 1950s-era ratrod. I loved it. 

I loved the original, retro paint scheme. I loved the worn patina that took decades to develop. I loved the purely utilitarian interior. But most of all, I loved how the airplane wasn’t actively *trying* to look cool or flashy. In the crowd of gleaming Cirruses with popped collars, pastel shorts, and perfectly coiffed hair, this airplane was a grizzled, unshaven dock worker with an old flannel shirt, ragged Carhartts, and a pinch of Skoal filling its lower lip. It smoked unfiltered Camels, listened to Waylon Jennings, and didn’t give a rat’s ass what anyone thought of it. 

• READ MORE: The New Owner: Vintage Records

I envisioned myself taxiing up to an immaculate Signature FBO, threading my way through all the stately Falcons and Gulfstreams and parking right up front, the corporate pilots to my sides eyeing me warily and wondering whether their immaculate jets might catch fleas from my ratty old taildragger. 

Dick spent the next hour or so giving me a narrated walkaround. He explained how he preserved the engine when extended periods of nonuse were imminent. He showed me some of the idiosyncrasies he’d discovered over the preceding 40 years of ownership, and educated me on how best to maintain various systems and components.

Having owned the airplane for so long, and having purchased it from a close friend who had owned it for the 10 years prior to that, you’d think Dick would be able to explain every last detail of the airplane, down to the last rivet. For the most part, he was indeed able to do so…but there was one exception—the altimeters. Yes, plural. 

For some reason, at some point between 1953 and 1970, someone had installed a second altimeter in the panel. One appeared to be fairly modern, like any other analog altimeter you might find. The other appeared to be from another age, with a simpler face and numbers that were slightly faded.

I’d later find this to be an annoyance. Every time I’m provided with an altimeter setting, I set both of them—and then upon seeing a slight discrepancy between the two, I become distracted, wondering which of the two is more accurate and why.

The Mechanic Arrives

Dick continued his detailed tour of the 170 until my mechanic arrived a short time later. I gave the mechanic plenty of space to allow him to focus and work uninterrupted, and he ultimately gave the airplane a clean bill of health. He discovered no mechanical issues and the engine compressions were impressively high. He noted three or four very minor items that would require attention at some point, but he could identify no problems. This allowed me to cross several items off of my mental list of reasons not to purchase the airplane.

The mechanic then spent about an hour reviewing all the logbooks and paperwork that Dick kept nicely preserved in a set of binders. The logs were neat and orderly, arranged in multiple binders and plastic sleeves. Again, he noted no issues, and my list of potential red flags became even smaller. 

Taking it Up

All that was left was the test flight. Dick wasn’t able to fly because of medical issues, but he thoughtfully added his friend Jerry to his insurance policy and had arranged for him to take me up for a ride to see how the airplane flew.

Having flown 140s but never 170s, I was happy to let Jerry handle the takeoff and landing. Mostly, I was concerned about how the airplane trimmed out and stalled. Fresh in my mind were memories of a rental 152 that had some serious airframe issues. That 152 never seemed to trim out perfectly, and every stall was accompanied with a violent wing drop to one side regardless of how perfectly centered you kept the ball.

Fortunately, the 170 flew beautifully. It trimmed out with little effort and happily maintained altitude and heading with no control inputs. Stalls were similarly uneventful. The nose dropped straight ahead with all the correct control forces and plenty of tactile feedback. The engine ran strongly and smoothly, and Jerry reported no issues during takeoff or landing. 

Later, as I recounted the flight with Dick and went through my list of original concerns one by one, it occurred to me that they had all been addressed. This was an odd feeling. I’d been fully expecting to be left with one or more reasons to pass on the airplane. Instead, I stood there in silence with a dawning comprehension that I was no longer able to identify any remaining reason not to buy the airplane. It was at that moment that I realized I was about to become an owner.

I didn’t know it at the time, but the subsequent months would involve stratospheric highs and soul-crushing lows. Orchestrating the complex logistics of making the purchase and getting the airplane from Seattle to Wisconsin would prove to be on par with that of assembling a small Naval flotilla. 

I was about to get in way over my head, and though I’d be flailing wildly to stay afloat, I’d remain thankful for the opportunity and good fortune to do so.

The post Riding The Roller-Coaster of Inspection appeared first on FLYING Magazine.