Year: 2016 (Page 4 of 5)

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March 18, 2016

What an experience!

 The ABS Maintenance Academy in Houston, Texas last weekend far exceeded my expectations!

It was certainly among the very top airplane training experiences I’ve ever been a part of.

Although I’ve worked on Bonanzas and Barons for many years, and have had various opportunities for specific training, I found the weekend to be incredibly valuable, and I learned so much.

It was absolutely timely training for me, as I returned to Virginia, and we started an annual inspection on a turbo-normalized A36 Bonanza this past week.  Then, on Thursday, we had three A36 Bonanzas and one Debonair at our shop for various work.

Listen to today’s episode to hear what we did with each of these airplanes.  Some of the work we did was a direct result of information from the Maintenance Academy.

Thanks so much, Bob Ripley and Curtis Boulware, the two ABS technical advisors who do such an excellent job teaching the course.  Both of them own Beechcraft specific maintenance shops, which gives them the best possible perspective from which to teach the ABS Maintenance Academy.

And thank you to all the fine people at ABS who make this type of training available to ABS members twice each year in various places around the country.  (By the way, the $70 membership fee is a small price to pay for the value you get from this training, not to mention all the other resources available on the website bonanza.org.)

The next Maintenance Academy is scheduled for September 30 to October 2, 2016 in Puyallup, Washington, which is about 35 miles South of Seattle.

If you are an airplane owner with a Bonanza, Baron, Debonair, or Travel Air, then PLEASE, urge your mechanic to attend… both of you will certainly benefit from the experience… your mechanic will learn, and YOU will have a safer, more reliable airplane.

Go to bonanza.org and check out all the valuable resources.  There is so much helpful information for Beechcraft airplane owners, pilots, mechanics, and flight instructors.

If you listen to today’s episode, you can hear about the following:

1.  Things I learned at the ABS Maintenance Academy that I was not aware of.
2. Reasons your mechanic may feel it’s not necessary to attend this training.
3. Ten reasons why your mechanic SHOULD attend. 

To contact me, hit the comment button at the bottom of this post, or send me an email at deanshow@gmail.com

Thanks!

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A Lycoming O-235-C2C engine mounted in an American Aviation AA-1 Yankee light aircraft. (From Wikipedia.org)

March 4, 2016

What is the highest recommended TBO number of operating hours for Continental or Lycoming engines… and which model is it?

TBO times… are they a requirement or not?  Listen to today’s episode to find out.

When discussing “Hot Topics” like this, just remember, have a lively discussion, but also be kind to your fellow aviators.

In today’s episode, we talk about:

What is TBO, anyway?

Continental Motors SIL 98-9c (TBO times.)

Lycoming SI 1009 (TBO times.)

Some possible scenarios.

IF you are considering running past TBO, here are some things you might do well to consider:

1.  Perform meticulous maintenance.  (Listen to find out more.)
2. Use a different shop or inspector every few years (better chance of catching squawks.)
3. Talk to your insurance company.  (It IS legal to fly past TBO under Part 91.)
4. Educate yourself and keep on learning!

Finally, I give 5 true statements regarding running past TBO.

So… which engine model has the highest recommended TBO hours?  And the winner is… Lycoming O-235 series (except for the F, G, and J models;  these are 2000 hours due to not having the higher strength pistons, like the other 0-235 models.

Let me know if you have any good TBO stories to share with the rest of us

Have a great week!

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February 26, 2016

This is going to be an abnormal podcast episode this week… thanks for bearing with me.

Since I am not able to produce a full length show this week, I thought I would do two brief things.

First, I tell about the American Bonanza Society, Maintenance Academy that I am planning to attend in Houston, Texas March 11-13.  I’m really anticipating that to be some excellent training!

Second, I need your help for next week’s episode:

Please tell me which subject you would like me to talk about in next week’s show.

In light of the feedback I’ve gotten from some of you, here are a few possibilities:

1.  Running Engines Past TBO.
2.  Piper Brakes and How to Effectively Bleed Them.
3.  Some other subject.

Whichever subject gets the most requests in the next several days, I will do my best to put that one in next week’s episode.

So, thanks in advance for your feedback!

Just leave a comment below, OR email me at deanshow@gmail.com

Thank You!

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February 19, 2016

For an airplane owner, magneto checks are one of the most important items to be done during the preflight runup.

But what is the best way to interpret a rough mag?  Are you maximizing the information that is being presented to you on your instrument panel?

In today’s episode, I will share with you an experience I had last week on a Piper Cherokee Six, and what we did to resolve it.  I’ll also share another story from this week, from a Piper Cherokee 140, and what we’re doing with that one.  (Both of these stories involve ignition system troubleshooting.

Here is the green corrosion in the tower of the magneto;  this is what prevented the #6 bottom spark plug from firing.  (This was on the Cherokee Six.)

First, here are some tips for troubleshooting a rough magneto, starting with the simple things first.

Perform a thorough ground run and gather as much information as possible.

Remove the engine cowling and do a quick visual inspection of the ignition system.

Remove and check the affected spark plug or plugs.Test the affected ignition leads.

If the lead is working properly, you will see a strong spark in the small window above the button that says “Push to Test.”

Check mag to engine timing and P-lead condition for further information.

Repair or change the magneto.

Keep in mind that the first 3 items on this list, you can perform as an airplane owner or operator, as preventive maintenance, and sign off yourself in your maintenance records.

AND, the more familiar you are with this whole process, the better prepared you will be to communicate with your mechanic when you need assistance.

Listen to the audio and get much more information than you see here.

And please… leave me a comment below if you found this helpful, and also give me your requests for any future episodes.

Thanks!

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So… what is a “Gotcha?”

In the context of today’s podcast, it is a significant issue, an important issue, or a potentially dangerous issue, that you may not find out about, unless you take action to repair, or resolve, a lesser, or more routine, issue.

Where did I get this term “Gotcha?”  From my previous boss, who got it from a gentleman he worked with many years ago, named Virgil Gottfried.

Virgil has an important lesson for all of us in general aviation.  If we want to operate safely, on a consistent basis, it is vitally important for us to fix known discrepancies on the airplanes we fly, even if they seem like small and insignificant issues.

Why?  Because in fixing the “small or routine issues,” we sometimes discover far more critical problems that need attention.

Like fixing the loose headset jack plate, and discovering that the ground wire for the fuel pump indicator light was attached to one of those screws (that one has been bothersome for awhile.)

… or, like finding corrosion on the wing spar while complying with Piper SB 1006.  (Service bulletins can be easily overlooked since they are usually considered “recommended,” but not required, for part 91 airplanes.)

Today I give some ideas of possible topics for future episodes, like:

1.  Ignition system troubleshooting and how to know if you have a bad mag.
2. Running an engine past TBO… good idea or bad idea?
3. Anticipating the ABS Maintenance Academy in Houston, Texas.
4. Report on the ABS Maintenance Academy.

After listening to today’s episode, I hope you will be motivated to take a look at your airplane and evaluate if you have any issues you should deal with, so you can avoid any “Gotchas.”

And please, if you have any stories to tell me about avoiding “Gotchas,” or if you have an idea for a future episode, please leave me a comment below.

Thank you, Lance Bryant, for your comments and topic request this past week… I appreciate it!

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Note:  After reading this, if you’d like to learn exactly how to service a shock strut with fluid and nitrogen, check out this video training course:

Click here to check out the step-by-step video training course.

February 5, 2016

Servicing landing gear shock struts… can you do it as an airplane owner?

Absolutely!  Just take a look at the list of items in Part 43, Appendix A.

However, MAKE SURE you are familiar with the procedure before you launch into on your own.

Why?  Because servicing landing gear shock struts can be both messy and dangerous, if not done properly.

(Both Bogert Aviation and Aircraft Spruce have some cool strut servicing equipment, but it can be a little pricey.)

If you want to learn more about an airplane strut, you can go to this link and read an excellent article by Mike Busch, with Savvy Aviator.  I find his articles to be very educational and helpful.

http://www.avweb.com/news/savvyaviator/192153-1.html

This is a strut that I serviced the other day on a Piper Cherokee.

Notice the seepage on top of the wing, coming from the plug that covers the Schrader valve for servicing the shock strut.

There was a puddle of hydraulic fluid around the Schrader valve.

This is a simple tool for removing and tightening the valve core in the Schrader valve. Before adding air or nitrogen to a strut that is low, it’s a good idea to verify the core is tight. (You can buy this tool at an auto parts store, or even Walmart,)

In the case of the above strut, I found the Schrader valve itself needed a little tightening (with a wratchet and 3/4 inch socket.)

Listen to the audio to hear the rest of this story.

Here is a typical nosestrut on a Beech Bonanza.  Notice the Schrader valve (servicing valve) with the white cap in the center of the picture.  This is where fluid and nitrogen are added to the strut.

In today’s episode we’ll answer these questions:

1. What type of landing gear do you have on your airplane?
2. If you have an oleo (air-oil) strut, how do you know if it needs servicing?
3. Does your strut need air/nitrogen, or oil (aviation hydraulic fluid,) or both?
4. When does your strut need more maintenance than just “servicing?”
5. What tools and equipment will be needed?
6. What is the procedure for “servicing” a shock strut?
7. What are some cautions to be aware of?
8. What can happen if you ignore the condition of your shock struts?

So, after listening to today’s episode, I would encourage you to do the following if you have an airplane with one or more shock struts:

1. Take a look in your POH or Owners Manual, and find the recommended inflation setting for your shock struts (typically in inches of extension, but can also be in psi with no load on the strut.  This information will typically be in the chapter on servicing.
2. Measure the extension levels on your struts and see if they meet the specs.  While you do this, dampen a cloth with a little avgas, and clean the chrome shaft on the shock strut.  This will help prevent any dirt or other debris from getting in the sealing area as the shaft moves up and down inside the strut housing.
3. If your strut needs servicing, get some help the first time from someone with experience, and go for it!
4. Make it a part of your preflight inspection, to verify your struts are at the proper level, have no fluid leakage, and that the strut shaft is clean.

One final tip for enjoying this podcast, or any podcast for that matter!  (You’ll have to listen to find out what this is!)

And please… if you enjoy this podcast and want it to continue, let a few of your aviation friends know about it, and rate the podcast in iTunes.  (You can also find it in Stitcher, if you prefer that.)

Also, PLEASE leave a comment below and let me know any future topics you would like to hear about.  Or, you can send me an email at deanshow@gmail.com

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January 30, 2016

Ever thought about changing the oil and filter on your airplane?  If not, this might be a good time to think about it.

As an owner, you can do an oil change on your airplane, and sign off the work in your maintenance records… just take a look at the Federal Aviation Regulations.  In Part 43, Appendix A, item #23 on the list of approved preventive maintenance items says:

(23) Cleaning or replacing fuel and oil strainers or filter elements.

So, you can do this!  And if you listen to today’s podcast, perhaps you can pick up a few tips that will help you.

The main thing is, the first time you do this, get some help from someone who has experience in this task… this is absolutely the best way to get started.

A quick drain makes it easy to drain the oil.

My favorite safety wiring tools… listen to the podcast and find out what I do with each of these.

Example of a properly safety wired oil filter.

When you are looking for an oil filter cutting tool, the one on the bottom in this picture is much preferred, and far easier to use.

If you enjoyed this podcast, leave me a comment below.  And, if you have an idea of another topic you would like to hear about, let me know that as well.  I’d also be interested in any oil changing tips you might want to share as well.

Thanks!

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January 22, 2016

The condition of your charging system is a very important part of your airplane.

Today, we cover charging system components, possible issues and problems, as well as what you, as an airplane owner, can do to keep things functioning properly.

In this episode, I share some actual stories about airplanes that had charging system problems, and what was done to fix them.

We also talk about ways to efficiently troubleshoot charging system problem.

This was an actual battery ground connection strap from an airplane years ago.  If you have anything like this connected to your battery, it’s time to get it repaired!

Finally, we end with 5 steps to ensure your airplane charging system is in optimal condition:

1.  Check and clean battery connections and apply an anti-corrosion protectant.
2. Check and make sure your alternator and its components are secure and not loose.
3. Check your output voltage during engine operation (14 volts for a 12 volt system, and 28 volts for a 24 volt system.)
4. If your alternator is belt driven, check the belt tension.
5. If you have a charging system problem, consider having the alternator brushes checked, if they are accessible.

Thanks, and please, leave me a comment below (AirplaneOwnerMaintenance.com), and if you would like to hear about a specific topic, leave me a request for that, and I will consider producing a future episode to cover that topic.

Have a great week!

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January 15, 2016

Aircraft Maintenance Records…

Today, I talk about 7 tips for organizing your airplane’s paperwork and maintenance records.

1.  Generate a concise, but complete, AD compliance record.
2. Compute all applicable times for aircraft, engine(s), and prop(s).
3. Organize maintenance records (logbooks) and separate the current ones from the old ones.
4. Locate and organize all 337 forms.
5. Go through the 337’s and make a list of the associated ICA’s (Instructions for continued airworthiness.)  Keep this information available at annual inspection time.
6. Organize all 8130’s and parts tags.
7. Designate a location for miscellaneous items.

PLEASE… leave me a comment at the bottom of this page.  Tell me what you would like to hear in future podcast episodes.  Or, ask a question you would like answered.

Thank you!

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The teeth on the small gear in this landing gear motor were stripped off, requiring a very careful manual gear extension.  Listen to the podcast and see how it all turned out!

The gear motor attaches to the gearbox / drive assembly, which is an amazingly simple, but critical part of the landing gear system on Bonanzas, Barons, Debonairs, and Travelairs.

The red handle is for emergency extension.  The top 4-way arm is for the attachment of the main gear actuating rods and inboard door rods.  The bottom arm operates the nosegear rod.  (This one was not aligned properly on the shaft splines, and may have been a factor in stripping the teeth on the gear motor drive gear.)

A recent A36 Bonanza I inspected had the wrong part number brake caliper installed, which caused the brake to seize when new linings were installed.  (See how the new caliper has more depth available for piston travel,which gives proper clearance and operation of the brakes.)

Here is the difference between an old, rusty, stretched, main landing gear uplock spring, and a new one.  If yours look like the one on the left, it’s time to change them!  I’ve heard that if this spring breaks, there is the potential for punching a hole in the top of the wing.

Gear Motors:

If internal landing gearbox clearance cannot be achieved by adjusting the limit switches, the gear motor may need to be overhauled.  (If the motor is worn, the dynamic braking action may also be weak, and may not stop the gear quickly enough.)

Use caution and safety devices when putting airplanes on jacks, and running landing gear!  If an airplane lands on its nose, significant repairs will be required!

3 Recommendations if you own a Bonanza, Debonair, Baron, or Travelair:

1.  Join ABS (American Bonanza Society.)  It is a fantastic organization.  bonanza.org
2. Take your airplane to a service clinic, and if possible, take your mechanic with you.
3. Read the Landing Gear Rigging and Procedures book that was produced by ABS.  It will help you become more familiar with your landing gear system.