AircraftOwner Online

     Sometimes you find reminders and lessons in the natural world which provide lessons or reminders for you in your own life. Such was the case with me and a family of Robins just last month.

 

    The Robins have found the prefect place to build their hangar home on a protected ledge on the front porch of our house. I enjoyed watching the hangar construction progress and subsequent growth and development of four new flyers. They began their flight training just two weeks after hatching. This set me to pondering just how much flight training was necessary as a percentage of their life expectancy.

 

    My curiosity thusly piqued, I began my research. Turns out, the life expectancy of your typical Robin is roughly 6 years (in case you are curious, the oldest know wild Robin lived nearly 14 years). The flight training for the fledgling Robins on my porch was just under two weeks. That was from their first solo until they did a self checked out and left the hangar area for good.

 

    Assuming the average American has a life expectancy of 80 years, converting the Robin-to-human years, the fledgling pilots’ training took the human equivalent of just under six months – a surprisingly comparable number – and those Robins were born to fly. Six months is a very reasonable time period to earn a private pilot’s license so it seems we were also born to fly.

 

    After coming to that conclusion, I also came to the realization that once a Robin solos, practice comes pretty much automatically. Flying around the yard, they reminded me that the summer flying season is here – and that I needed to get out and do some practicing myself.

 

    So, this weekend was dedicated to getting some practice and training in preparation for some serious flying I plan to do this summer. I pulled three aircraft out of the hangar and dedicated Saturday, Sunday and Monday to flying. Saturday was tail dragger day with several hours of flying in the Fairchild PT-23. This included numerous landings in crosswinds on both grass and concrete. After that, I could not resist pulling out another PT for some fun flying with my
wife Suzanne, and fellow pilot’s Jim Obowa and Paul Hodapp.

 

    That Sunday, I pulled the Husky on amphibs out and did takeoffs and landings on several lakes and a fast running river. This practice also included docking, sailing, step taxing, turning on the water in the wind and the like. On Memorial Day, I was ready for some serious training.

 

    Last month, while the Robins were growing, I purchased a used Beech Barron. My good friend and veteran flight instructor, Nickoli Pontecorvo has just come up from Key West to ANE on a ferry flight. Nick has thousands of hours in the Baron and agreed to give me a day of dual and a checkout, including my BFR and Instrument Proficiency Check in the Baron. It went well, but with Nick running me through the ringer, I sometimes felt like one of those newbie Robins flapping around in the air.

 

    If you fly several different types you know how important it is to be competent in each of them. Systems vary, techniques vary and knowing how to finesse each one also varies. The only way to stay up to speed is to get out and fly the aircraft and be constantly practicing. I would also be remiss if I didn’t add – and use a checklist. Everyone forgets something now and then and it is no different in the cockpit.

 

    Every summer I pledge to do at least as much flying, if not more, than the summer before. This summer is no exception. I hope to get to more fly-ins and more aviation events than ever. Hopefully I will get to see you there. In the mean time, let’s get out there, practice our techniques and fly somewhere – there are only so many Robin years to go!

 

It’s often said, “Imitation is the sincerest form of flattery.” When it comes to improving rotorcraft safety, this is certainly true. The model followed is the Commercial Aviation Safety Team (CAST); the follower is the International Helicopter Safety Team (IHST).

 

The helicopter community came together in 2005 to form the IHST, whose sole purpose is improving helicopter safety. The seminal meeting was the first International Helicopter Safety Symposium (IHSS), hosted in Montreal by the American Helicopter Society International (AHS), Helicopter Association International (HAI), and AHS Montreal/Ottawa Chapter. At this meeting, participants made a compelling case for change. For instance, the worldwide number of helicopter accidents has remained relatively constant at around 600 per year. The United States, which comprises about half of the worldwide fleet of rotorcraft, accounts for about 40 percent of the annual accidents—or about 180-200. Based on these numbers and the desire to do better, participants achieved agreement to form the IHST.

 

Early on, the IHST membership strongly agreed that work to improve helicopter safety must follow three basic tenets that are so successful with CAST:

 

- Solutions must be data driven, i.e., based on actual accident data.

- Helicopter community stakeholders must perform the analyses.

- Performance of recommended safety improvements must be measurable.

 

The key to success is examining and understanding accident data. For example, two thirds of the 2001 U.S. accidents were in part 91 operations. The majority of these accidents occurred during personal/private flying and instructional/training operations, with EMS operations in a not-too-distant third place. Based on the data, we know the top accident categories were loss of control, auto rotations, and system-component failures. The main causes were attributed to poor pilot judgment and actions, lack of safety management systems, and inadequate pilot situational awareness.

 

This tells us we can do better. IHST, which includes international partners and members from helicopter operators, manufacturers, maintenance organizations, as well as regulatory and accident investigation agencies, set an ambitious goal: Reduce all helicopter accidents by 80 percent by 2016.

 

The IHST approach is working. Here’s how. IHST has one group that analyzes accident/incident

data and another group that develops prioritized interventions based on the data analysis. The worldwide data reviewed includes the full range of helicopter design types—from small reciprocating engine helicopters to large multi-engine turbine types. The analysis team also addresses the varied missions flown by helicopters in conjunction with the wide spectrum of operators, from single helicopter operators to large companies with complex organizations.

 

We’re finding common themes across the community. We are close to developing the ten top accident causes/causal areas, which, in turn, will help us focus our intervention strategies. Here’s an example. We already know there are too many accidents involving helicopters that provide emergency medical transport. Yet, further study shows that the accidents are more frequent during the repositioning of the helicopter, not during the actual transport of the patient to the hospital. This is a crucial piece of information in designing the intervention that will make the biggest difference for safety. For one, it focuses our attention on the existing regulations and the need for implementing a safety management system and risk management procedures for large and small EMS helicopter operators.

 

In another example, we know that leading factors in accidents—especially for helicopters operating under part 91 in personal/private flying and in instructional/training flying—are loss of control and the inability to control the helicopter during an autorotation. This guides the workgroup as it develops interventions that could take us back to the basics: Reviewing Practical Test Standards, knowledge test questions, and advisory material. This could lead to changes to training and testing standards with a sharpened focus on autorotations and loss of control, aeronautical decision-making training, and improved access to helicopter

simulators and flight-training devices.

 

Yes, knowledge is power. The knowledge that the IHST is gaining about the “whats” and “whys” of helicopter incidents and accidents is going a long way to inform safety professionals on how to more effectively prevent accidents and save lives. It doesn’t get any more important than that.

 

Mark Schilling, acting manager of the FAA’s Rotorcraft Directorate, co-chairs the IHST with Matt Zuccaro, president of HAI.

When the Sport Pilot/Light Sport Aircraft rule was implemented in 2004, one of its many benefits was the creation of a new repairman certificate: Experimental Light Sport Aircraft (ELSA) repairman with an inspection rating and Special Light Sport Aircraft (SLSA) repairman with a maintenance rating. These ratings authorize owners, maintainers, and pilots of Light Sport Aircraft (LSA) to perform certain inspection and maintenance functions. As with any aviation privilege, exercising the privileges of these ratings means accepting responsibility for doing the job correctly. That, in turn, means ensuring that you have the knowledge, skills, and equipment you need for the task.

To help you determine your readiness for this responsibility, the FAA has developed a Personal Minimums Checklist for Maintenance. Already widely used in the maintenance community, this checklist can be a great resource to those with LSA repairman certificates. Here are the things you’ll want to address before you start any given inspection or maintenance task:

 

Have I had the proper training?

Inspection Rating Training Requirements: Prior to applying for a repairman certificate with an inspection rating, the owner/pilot of an ELSA must complete a 16-hour training course in the same class of aircraft for which you seek inspection privileges.

 

Maintenance Rating Training Requirements: Prior to applying for a repairman certificate with a maintenance rating, an individual owner/pilot must complete the required training for a specific class of light-sport aircraft. The length of training varies with the class of aircraft for which you seek maintenance privileges. Also the repairman needs to check the manufacturer’s requirements for additional task specific training.

 

Do I have the knowledge to perform the task?

Training is the necessary starting point, but you must also have knowledge and understanding of the task. For example, do you understand the manufacturer’s instructions as set out in the maintenance manuals? Here’s a real-life example. In some gyrocopters, there is a requirement for the cables to be reversed. If you don’t have sufficient knowledge and understanding, you might install the cables incorrectly.

 

Have I performed the task previously?

Experience counts too, and, in fact, it is required. A repairman must demonstrate the ability to do the work correctly or perform the task under the direct supervision of an appropriately certificated, trained, rated, and experienced mechanic or repairman, before he or she can approve any ELSA or SLSA aircraft or part for return to service.

 

Have I researched the regulations to ensure compliance?

You will want to review Title 14 of the Code of Federal Regulations (14 CFR) parts 1, 21, 39, 43, 45, 65, 91, as well as industry-developed ASTM International consensus standards on topics, including, but not limited to, continued airworthiness requirements and inspection practices/ techniques.

 

Am I mentally prepared to perform the task?

With today’s fast-paced lifestyle, fatigue affects everyone’s mental preparation to at least some degree. Recognizing fatigue is a key to ensuring you are prepared to do the work. Since fatigue is cumulative, you can mitigate the level of risk by simply getting some sleep—including naps. If naps are not in your  schedule, know your limitations. Have someone check your work. Use a task checklist to ensure that you haven’t missed anything. Accept your limitations, and do critical work only when you are mentally and physically refreshed.

 

Am I physically prepared to perform the task?

Whether it is strength, flexibility, or vision, make sure you’re physically prepared for the task. In my early years as a maintenance technician, I had no problem occupying a small aircraft compartment, and I could easily read numbers on electric wires. Things are different today. I can’t get into a small compartment, and there is no way I can read those numbers without a magnifying glass.

 

Have I taken the proper safety precautions?

Make safety precautions a high priority, and don’t put yourself in the position of saying “if only…” If only I had worn safety glasses, I would not have a metal sliver in my eye. If only I hadn’t propped the airplane while it was parked on ice, I would not be asking you to sign my cast. If only I had bought a fire extinguisher, I would not be paying off the loan for a pile of molten metal.

 

Do I have the necessary technical data?

Always refer to appropriate maintenance manuals, inspection schedules, technical data, etc., while carrying out your maintenance tasks. No matter what, never rely on “…but I’ve done it a thousand times” to justify or replace current technical data. Always refer to the chapter dealing with standard maintenance procedures for a particular type of aircraft, engine, propeller, etc. Technical data should be readily accessible to your work area. Manuals that you don’t read are of no value.

 

Do I have the proper tools and equipment to perform the task?

Maintenance of Light Sport Aircraft requires a variety of basic tools. These include many common items that you may already have, such as a drill, a tape measure, files, and wrenches. Other tools might include a reamer for cleaning paint out of holes. Specialized tools are normally listed in the aircraft’s maintenance manual. Good tool safety practices require that you establish controls to account for tools. These may include shadow boards, foam cutouts in your toolbox, and a checklist.

 

Do I have the resources available to perform the task?

Before you start, ensure that you have the resources needed to complete the work. First, establish a list of general resources needed (consumables) such as oil, anti-freeze, safety wire, restraints, wire ties, small plastic bags for capturing small pieces, etc. Once you have all the general resources at hand, review the task and identify any additional special resources needed to complete the work. Not having all your resources available wastes time, and it also introduces risk when you have to stop a process for lack of proper resources. Using the Maintenance “Personal Minimums” Checklist will help you to more confidently answer the question, “Are you ready or not?”

Be safe, and have fun!!

 

Martin Bailey is an Aviation Safety Inspector with Flight Standards Service’s General Aviation and Avionics Branch.

    I recently had the honor and privilege of being able to interview both the Chairman of the National Transportation Safety Board, Deborah Hersman, and the only professional pilot of the National Transportation Safety Board, Robert Sumwalt. Between the results of these interviews and recent public announcements made by the NTSB, it is pretty clear that a number of issues will become “hot button” issues in aviation safety issues, and probably regulations and enforcement issues, in the immediate future. Most of these issues have been lumped under the buzzword of “professionalism.”

    Perhaps the most immediate area of concern has to do with the intrusion of modern technology into the cockpits of aircraft (as well as the cabs of locomotives, the bridge of vessels, and tractors of 18-wheelers). In air carrier aircraft, the cockpit is supposed to be “sterile” during key phases of flight including taxi, takeoff, climb, descent and landing. Yet it is apparent that many crewmembers have been using cell phones, pda’s, and laptops during some of these phases of flight, as have long-haul truckers, railroad engineers, and the captains of vessels. A number of recent fatal accidents in all of these modalities have caused this issue to rise to the top of the pile for government agencies charged with insuring the safety of the public. The introduction of applications “apps” for PDA’s that are useful in flying has made the use of these devices a double-edged sword. On the one hand, these apps provide incredibly-useful information, in real time, at a cost significantly lower than the panel-mounted units that provide the same information, just prior to takeoff. On the other hand, they divert the attention of the crew from the view outside the cockpit, the checklists, and the instrument panel.

    Even worse, I have personally witnessed helicopter pilots speaking on cell phones in flight, telling their loved ones what time they would be landing, checking with restaurants for reservations, etc. Ignoring for a moment that such actions violate FCC regulations, to a fixed-wing pilot like me, trying to dial a cell phone, and holding it in one hand, while using another hand on the collective and a third hand (I guess) on the cyclic, seems a little like juggling at 110 knots. It is clearly unsafe. The fact that people get away with it regularly does not make it “safe”; and it sure as heck doesn’t make it “professional”.

    The other day, the NTSB made a public pronouncement that it was investigating the issue of glass cockpits in general aviation aircraft. In addition to issues about different “switchology” and operating procedures, the NTSB also noted that it seems that pilots upgrading to these systems often fail to obtain the training that they need to fully understand and utilize the features of the new technology. In larger aircraft, insurance companies, airlines, and regulators require initial training and regular recurrent training on complex systems.

    In smaller GA aircraft, we tend not to insist on such training. But to not understand the inner workings and total capabilities of the primary instrumentation in the aircraft you are flying is not only “unsafe”, it is most-certainly “unprofessional”. Even if we don’t fly for a living, if we want to keep living as we fly and afterward, we had better act in a professional manner when it comes to training. At a minimum, we need to know how to utilize the systems in an emergency. And we need to be able to take the initial steps from memory. We also need to be able to look up information, tune frequencies, identify named intersections and airports, and obtain our current position while in actual instrument conditions, in turbulence, during a busy radio procedure phase of flight, without losing situational awareness. We need to know if we can move information from one screen to another in case of a failure of the primary screen. We need to know what we can do in the event that all of the screens go black, and what we will not be able to do in such a situation.

    A third issue that has come up lately is fatigue. This tends to be much more of a problem in scheduled carriers than in personal aviation, but it is just as important that the operators of smaller aircraft are aware of the problem. Fatigue is insidious. As we travel across time zones at high speed, in a reduced-oxygen environment, punctuating routine boring cruise flight with high-intensity operations like shooting an instrument approach to a landing at the end of a long day, we, who don’t do this for a living, may not realize how tired we really are. And that may only be day one of a multi-day trip. The next day, after sleeping on an unfamiliar mattress, waking up at a different time than usual, and flying over an area that is not well known to us, we will be even more tired and more-likely to make mistakes. What do the pros do? They pay attention to the subtle signs. They make sure that they are well rested and that they understand the subtle symptoms of fatigue. They plan their flights meticulously when they are rested. They switch off “legs” if there are several pilots in the cockpit. They use their checklists religiously – reading them out loud and requiring the proper responses. They challenge one another if one thinks the other is not doing what is supposed to be done. They brief their takeoffs. They brief their landings.

    Just because flying may not be our profession does not give us license to be unprofessional about our flying.

Aviations Dirty Little Secret-
By Michael Leighton

Last week, I watched as an RV-6, one of the most popular homebuilts ever designed, crashed on takeoff from my home field. The engine quit at an estimated altitude of just over 200 feet AGL, and the aircraft spun into the lake at the end of the runway. The pilot, a well liked and experience aviator, did not survive. That was the second fatal accident and the third serious accident of an experimential aircraft based at my little airport since the beginning of the year.
The dirty little seceret of general aviation is that experimental aircraft have a disporportionately higer fatal accident rate then the rest of the G.A. fleet. Further, they display a disproportiionately higher percentage of accidents attirbuted to mechnical failure, 28% , with more than 9% attributed to "unknown" causes. These are not my numbers, they are published by the EAA. AOPA publishes the NALL report, another telling document that echos these findings. NTSB's accident file database carries detailed accounts of many of these accidents.
The insurance companies are keenly aware of this. The F.A.A. has recently announced a study due to concern about handling characterisitics of homebuilt aircraft ( read experimental aircraft).  What no one has asked, or answered is why?
Are the handling qualities really the issue? Or is it the nature of the homebuilt aircraft? More emphysis on construction, less on flight?
While I have flown many types of homebuilts, and even owned one, I am not in that world. I want to hear from those who are.
Is this a flight training issue or an aircraft design issue?

The FAA is now considering new rules for regional airline pilots in regards to training as well as duty time. Duty time is something we do not think about very often in our bug smashers but we should.

 

I flew an IFR flight the other day which only lasted three hours. However, I was at the hangar preparing the flight plan, doing some minor maintenance, and cleaning things up for about six hours before takeoff. The result was doing a hard, night, IFR approach to an unfamiliar airport after being “on duty” for about nine hours.

 

No one was watching my “duty time” nor had I paid much attention but I was sure glad there was someone else with me to drive the three hours from the airport to our final destination.

 

There are multiple studies which show that fatigue affects performance and increases accident rates. Fatigue is difficult to measure and there are multiple variables which add to its effects such as hunger, thirst, stress, pain (e.g. that low back ache), or distractions. Unfortunately, the National Transportation Safety Board does not worry too much about small plane accidents and takes the easy way out attributing fatal accidents to the generalized “pilot error” cache. But how many of those accidents might be related to fatigue. We will never know without cockpit and data recorders.

 

We need to be self vigilant and monitor our own “duty time.” Are we fit to fly and by extension, will we be fit to land at the end of our flight?

 

The problem is accentuated by the demographics of the pilot population. We all are getting older. One of the most common problems brought to the attention of physicians by “older” patients is sleep disturbances. Sleep disturbances create fatigue and somnolence which is accentuated by advancing age.

 

Naps are good—just not while you are flying by yourself. In fact, sharing flying duties is a great way to reduce the effects of fatigue. Also, being more cognizant of scheduling is important. Do you really need to fly home after an exhausting all day meeting? Waiting till the next morning might may all the difference in the world.

 

What about drugs to help with getting to sleep, staying asleep, or to adjust sleep cycles to times zones? In a word, very simply, NO!

 

There are many problems with sleep medications whether they are over the counter (OTC) or prescription. First and foremost, they all are addicting. If you use any sleep medication for three days in a row whether it is Benadryl® OTC or prescription Ambien®, you will not sleep the next night. (Many pharmaceutical companies are allowed to say their medication is not “addicting” by FAA standards, however, that is only because insomnia is not a “withdrawal” symptom.)

 

More importantly, the metabolic breakdown products of these medications will affect daytime performance and wakefulness. Chemical metabolites also accumulate with chronic use and can cause other symptoms such as irritability and depression.

 

High carbohydrate meals will also accentuate fatigue. Generally, the carbohydrate load will increase wakefulness as blood sugar rises but this is short lived as fatigue returns with the rapid decrease in blood sugar that is associated with the insulin response. This rapid fall in blood sugar can be mitigated by making sure the preflight meal has significant protein content.

 

Dehydration increases fatigue as well as other problems. Drinking fluids on long flights, particularly at higher altitudes and pressurized environments, is very important for a variety of reasons. If you are worried about having to urinate in the aircraft, grab some “TravelJohns”. They are inexpensive, single use urinals which turn the urine into gel preventing spills and ensuring order.

 

The bottom line is that we all should be acting as our own dispatchers. We need to take into account all our physiologic factors when preparing for and making flight decisions.

Squeak, squeak. Click, click, click. Snap! “There, it’s done,” exclaims the proud pilot as he looks back to admire his first aircraft spark plug replacement. “It’s a thing of beauty!” While many Aviation Maintenance Technicians (AMT) may not share this pilot’s enthusiasm for changing spark plugs, they do realize the benefits of having owners more involved with their aircraft’s maintenance. Pilots who perform preventive maintenance reap the benefits of having greater knowledge of the inner workings of engines and airframes, as well as all their associated systems and components. In return, AMTs can

better communicate with these pilots, who are armed with improved technical know-how, and can more accurately diagnose difficulties and properly maintain the aircraft.

 

But, exactly what type of maintenance can a pilot perform? What are the legal restrictions? Is training required? Does someone need to supervise? These are all questions aircraft owners face at one time or another. This article will address these questions and give you a better understanding of what types of maintenance you can and cannot do.

 

Getting Started

Perhaps one of the best ways you can prepare for your first foray into the world of aviation maintenance is to have a better understanding of the basics. Start by dusting off those pilot handbooks and manuals and review the systems sections for a good refresher on aircraft engines, propellers, electrical systems, landing gear, and more. You can

also track down the maintenance manuals for your specific aircraft and examine some of the diagrams and procedures in detail. There’s little sense in changing spark plugs or oil filters if you don’t fully understand the systems these components impact.

 

Other good references are FAA advisory circulars on acceptable methods, techniques, and practices (AC 43.13-1 and AC 43.13-2), now available in a print version and available at several online bookstores. This detailed, one-stop guide for all

elements of aircraft maintenance can be a big help to pilots interested in learning more about the overall inspection and repair process.

 

In addition to educating yourself in system fundamentals, it’s equally important to prepare mentally before you start turning a wrench. Maintenance is a serious and regimented activity not to be taken lightly. Just as a pilot needs total concentration to ensure a precise and safe landing, concentration is important for anyone who attempts to perform maintenance, no matter how seemingly minor or inconsequential the task may seem.

 

31 Flavors (of Savings)

Pilots, especially those who enjoy tinkering with mechanical things and interested in saving a few dollars here and there, often ask the question: Exactly what kind of maintenance can I do on my aircraft? If you hold at least a private pilot certificate issued under Title 14 Code of Federal Regulations (14 CFR) part 61 and your aircraft is not used under 14 CFR

parts 121, 129, or 135, you may perform preventive maintenance on your own aircraft. To see a list of the 31 items a pilot can perform without supervision, see Appendix A in 14 CFR part 43. Examples of these approved items include:

 

• Removal, installation, and repair of landinggear tires

• Replacing and servicing batteries

• Cleaning fuel and oil strainers or filter elements

• Replacing any cowling not requiring removal of the propeller or disconnection of flight controls

 

But before you start changing tires, there’s an often overlooked detail contained in the definition of preventive maintenance that can affect your eligibility to perform these tasks. For one, 14 CFR section 1.1 defines preventive maintenance as “.... simple or minor preservation operations and the replacement of small standard parts not involving complex assembly operations.” The key word here is complex.

 

Due to differences in aircraft design and accessibility of certain components, a procedure like changing an oil filter may be a simple job on some aircraft, but complex on others. Owners and pilots must use good judgment in determining whether a specific function appropriately qualifies as preventive maintenance. When in doubt, talk to a mechanic. Keep in mind also that if a job is not listed in 14 CFR part 43 Appendix A, it does not qualify as preventive maintenance and therefore cannot be performed unsupervised.

 

It’s Awl or Nothing

With a wrench in your hand and a brain fresh with mechanical knowledge, you’re now ready to pop open the cowling and get your hands dirty, right? Not exactly. It takes a bit more than technical know-how and a desire to get some dirt under your nails to start any kind of aviation maintenance. There must also be a clear understanding of all facets of the work you plan to perform, along with careful attention to all applicable regulations.

 

Pilots performing preventive maintenance are bound by the same regulations as any certificated AMT under 14 CFR part 43. Among the regulation requirements is the need to make certain you have all available tools, equipment, and test apparatus necessary for any maintenance task. You’ll also need all associated reference materials and manuals. In particular, 14 CFR section 43.13(a) states that each person performing maintenance—pilot or mechanic— is required to use “the methods, techniques, and practices prescribed in the current manufacturer’s maintenance manuals…or data

acceptable to the Administrator.”

 

Part 43 goes on to state that pilots performing preventive maintenance must perform all work in such a manner “that the condition of the aircraft, airframe, aircraft engine, propeller, or appliance worked on will be at least equal to its original or

properly altered condition.” Here’s a stipulation that requires a great deal of consideration before you embark on any kind of preventive maintenance. If the job seems the least bit complicated, or includes any step that is beyond your ability, put down the tool, step away, and seek help. Have someone qualified, who knows the task well, walk you through the steps.

 

“Learn to do it properly, before doing it at all,” says FAA Aviation Safety Inspector (Airworthiness) Kim Barnette. “It might cost a little extra the first time you have a qualified repairman or mechanic show you a particular task, but there are dozens of tips you can only learn from someone who has experience  with that procedure.”

 

With more than 30 years of GA maintenance experience, Barnette is privy to many of the inside tips that aren’t always explained in a manual and which can easily trip up a unsuspecting pilot during preventive maintenance. “Take safety wire for example,” explains Barnette. “I’ve seen many pilots over-tighten safety wire to where you could pluck it like a guitar string. If installed that tight on an oil filter, the safety wire could begin to cut into the filter, and within 15 to 20 hours, your engine might start dumping oil.” He’s seen it happen—unfortunately with tragic results.

 

Another easily misunderstood concept concerns torque values. Habits picked up from performing certain automotive maintenance tasks, like hand-tightening an oil filter during an oil change, can trickle over during similar aircraft preventive maintenance tasks, sometimes with deadly consequences. Components such as oil filters, spark plugs, and fasteners typically have a prescribed torque value that must be followed using the appropriate tool or torque wrench.

 

Also, take care not to exceed the torque values: Tighter does not always mean better. Torque values are set just as much for preventing overtightening as they are for making sure an item is properly secured. An over-tightened spark plug may

actually damage both the engine and the spark plug, which can cause problems with the transfer of heat from the combustion chamber.

 

Please Sign on the Logbook Line

Maintenance record entries are another critical regulation often overlooked by pilots. Part of the duty and responsibility that comes with the privilege of doing preventive maintenance is returning the aircraft you worked on to service. This is normally a straightforward process that entails making the proper entry in the aircraft records. The entry boils down to three basic parts:

 

• Description of work

• Date

• Signature and certificate number

 

In the description of work performed the entry should indicate what was done and how it was done. If the description is extensive, reference the document containing the description, e.g., manufacturer’s manual and/or advisory circular.

 

The signature constitutes the approval for return to service for the work performed. Forgetting this important step could find you in violation of 14 CFR section 91.407(a), which states that no one may operate any aircraft that has undergone preventive maintenance unless it has been approved for return to service with the required maintenance entry. In addition to your certificate number, include the type of airman certificate you hold. For example, PP, CP, or ATP would be used to indicate private, commercial, or airline transport pilot, respectively. Finally, remember to keep all entries neat and legible.

 

Can I Do More Than Preventive Maintenance?

You can perform aircraft maintenance other than preventive maintenance, just not by yourself. According to 14 CFR section 43.3(d), you must be under the supervision of a properly certificated AMT or repairman to perform maintenance or

alterations, which the supervising mechanic has authorization to perform. The regulation also does not authorize the performance of any required inspections. Only a properly certificated AMT or repairman can do that.

 

This provision in the regulations affords pilots, and even non-pilots, a unique ability to learn more about aviation  maintenance and get an inside look at how their aircraft operates beyond the allowed preventive maintenance procedures.

 

Yet another good opportunity to become more acquainted with your aircraft is during the annual inspection. Although you cannot participate in the actual inspection, you can assist with removing panels, cowlings, seats, etc., as well as help perform some of the maintenance tasks required for the inspection. It’s best to coordinate ahead of time with the AMT with Inspection Authorization (IA) or repair station performing your annual before you attempt any work. Working together to set up a coordinated schedule should allow the inspection process to proceed more smoothly, and possibly help you reduce aircraft downtime. (See Nuts, Bolts, and Electrons on page 34 for more information on IA roles and responsibilities.)

 

“When working with an AMT or IA, be involved and ask questions,” says Walt Schamel, a FAASTeam representative and training manager for Airline Transport Professionals in Jacksonville, Florida. “The more you know about the condition and

work being done to your aircraft, the safer the plane will be and the more in tune you’ll be to keeping it maintained safely in the future.”

 

Tools and Training

Like most things in aviation, aircraft maintenance techniques and procedures are in a constant state of flux. The challenge for many mechanically-inclined pilots (and many AMTs for that matter) is keeping up with all the updates. Fortunately, there are several good resources to learn more about aviation maintenance. Start with the aircraft-specific service and maintenance manuals, as well as any specific equipment manuals to cover installed components such as brakes, tires, and carburetors. Also, review any applicable Airworthiness Directives (AD) that pertain to your aircraft.

 

Another worthy endeavor to make peeking under the cowling a less bewildering experience is to attend a training class. Many AMT schools offer classes on preventive maintenance, some tailored specifically for pilots. Type clubs are another good source for maintenance information, as are many of the various air shows and fly-ins held throughout the year that frequently offer hands-on seminars. If you happen to be at Sun ’n Fun this year, check out Walt Schamel’s presentation on owner-performed maintenance at the FAA Safety Team’s National Resource Center.

Weighing the Pros and Cons

Performing maintenance on your aircraft can have several important benefits. It can save time, money, and can open doors to a new world of understanding about your aircraft. But along with this new knowledge comes responsibilities.

“Don’t get lulled into a false sense of security,” warns Barnette, who has seen pilots, armed with a little maintenance knowledge, try to troubleshoot problems beyond their ability. “Focusing on an incorrect solution may wind up doing more harm than good.” When faced with a mechanical problem, Barnette suggests landing as soon as possible to have

someone qualified check it out.

 

As many pilots would agree, preparation is the key to the quality and safety of a flight. That same approach applies to performing maintenance on your aircraft. With good practices, the proper tools and materials, and a professional attitude, you’ll be sure to “maintain” your way to greater safety.

 

Tom Hoffmann is associate editor of FAA Aviation News. He is a commercial pilot and holds an A&P certificate.

How far are you willing to go against your fellow citizens in the name of national security?

 By now, many of us who fly out of air carrier airports have have gone through the Transportation Security Administration's (TSA's) latest training program in an effort to prevent terrorists from using GA aircraft to wreak havoc.  In the wake of IRS foe Joseph Stack's kamakazi act on a Texas IRS office recently,  Texas Congressman Mike McCaul was quick to label the crash--which left two people on the ground, one dead and one critically injured; Stack died in the crash--a terrorist act.

One wonders why previous attacks against government installations haven't also been labeled terrorism, but you can bet your bottom gallon of avgas that when politicians use such language, they're going somewhere; there's an agenda. McCaul's party, the GOP, is normally known as foes of big government and freedom-quencing security scrutiny of private citizens, but this time, McCaul is breaking ranks with fellow Republicans most likely to demand a crackdown on General Aviation security.  Even in his zeal, McCaul recognizes no security measures could have prevented Joseph Stack from flying straight into the IRS without an appointment, short of climbing into his head and observing his thought processes. Stack owned the aircraft, presumably had restricted airport access to it, and had no history that would have led us to believe he was headed out on a mission of vengeance.

Which brings up my mixed feelings on the TSA's de-facto deputization of us as pilots, mechanics, and others with legitimate reasons to have access to an aiport. During our security access training, shaped and mandated by the TSA, we're supposed to challenge people we meet to produce an access card, or we report them or detain them. If that doesn't creep you out the way it does to me, you probably don't see the parallels in history. My father fought Nazis in WWII, sunk a U-boat and shot at retreating Germans on Normandy Beach, so this is close to home. In the presence of a culture that had become so terrifyingly vicious... all in the name of safety, order and economic prosperity...that they built the world's largest network of secret police.  National Socialists commandeered Germany's pre war representative democracy, and "encouraged" citizens to report people they deemed disloyal.

So here's my dilemma: If one of us who have been trained and unofficially deputized by the TSA to challenge and confront possible security risks had been present when Joseph Stack approached his airplane, we might have seen enough telltale emotional or personality symptoms to have prevented his attack. But, would you have done it?

While recently renewing my CFII certificate, I had to answer such a question. I got it wrong because I picked the obviously wrong answer, and wrote a note to Gleim, the flight instructor renewal course provider. What I told them is that I am not comfortable with being asked to exercise semi-police powers when I have not had law enforcement training to recognize problems and protect myself, all without a weapon.  I have a wife and children, for gosh sakes. The people at Gleim were more than sympathetic, and agreed that I should be able to opt out of the TSA's demi-cop program, for safety's sake.  But getting back to Stack; I might have prevented his flight, but I might have been hurt or killed by trying to prevent it, and that's the dilemma.

Sadly there's another dilemma, too; the morality of tattling on fellow aviators, reporting them to the TSA, police or FAA.  What is your political belief, religion or philosophy? What is your ethnic background or gender? If the day comes when you happen to be one of those society deems a threat or a danger, today's security rules could become tomorrow's portal to persecution. The reason we agreed to open the door was safety, an altar at which most Americans bow today--just look at the cottage industry of liability lawyers and the companies that make safety equipment mandated on new cars--but when the law is abused and the government is too powerful, the reason for starting it all is lost in the fog.

Every time the TSA or Congress want to saddle us with a new security rule, I suggest we scrutinize them carefully, rejecting the ones that restrict our civil rights, fail to make flying safer, and especially those that turn our neighbors into quasi cops and informants. Yes, that means letters, phone calls to media and government, but aren't those part of our normal responsibilities as American citizens and voters, anyway?

Although they may be happy to have a job in the midst of a recession, American workers are increasingly unhappy with their jobs. A survey by the Conference Board research group found job satisfaction is at its lowest in 22 years. Only 45% of U.S. workers said they were satisfied with their jobs. This is not recession fallout; U.S. worker satisfaction has been decreasing steadily for the past two decades.

“It says something troubling about work in America,” admitted Linda Barrington, a Conference Board managing director. “It is not about the business cycle or one grumpy generation.”

Analysts are concerned that worker dissatisfaction is negatively impacting productivity and innovation, hindering America’s ability to compete (see our January 25 post). With the struggling airline industry unable to offer the salary increases, improved benefits or promotions traditionally used to reward workers, airlines and FBOs must pursue alternate motivational strategies.

Worker job satisfaction improves, experts say, when employers demonstrate that they care about and respect their employees.

• Keep your employees in the loop. Keeping workers informed reduces workplace anxiety, allowing greater job focus.
• Show employees you care. Utilizing ergonomically-designed aircraft tugs demonstrates concern for your employees’ health and safety while making their jobs less strenuous. Ergonomic aircraft tow equipment takes the pain and strain out of maneuvering aircraft around hangers, FBOs and airfields. Using ergonomic aircraft tugs to create a healthier, safer work environment improves worker morale and productivity.
• Share the load. Lindy’s aircraft tugs are so easy to use FBOs can implement customer self-service programs to decrease the strain on overworked staff. Because the ergonomic design of Lindy’s aircraft tugsallows workers of any shape and size to maneuver airplanes with ease, management and other staff can easily lend a hand. Nothing shows workers you care more than rolling up your sleeves and working in the trenches with them!

“Will they work with my wheel pants?” That’s one of the most asked questions we get when talking to customers about innovative Lindy’s aircraft tugs. And the answer is, YES. All three Lindy’s airplane tug models will work on planes both with and without wheel pants. All of our aircraft tugs also work equally well on planes with tricycle or tail-dragger design. Lindy’s aircraft tugs are the most versatile airplane tug on the market.

In designing Lindy’s aircraft tugs, our goal was to create a versatile airplane tug capable of handling any plane in each tug’s weight class. We recognized the need for a useful product that could adapt instantly to the wide variety of airplane configurations on the market. We strove to design and manufacture a superioraircraft tug that by virtue of its versatility would eliminate the need for multiple types of tug equipment. By creating a one-tug-does-it-all product, we help FBOs, ground service facilities, small air fields and corporate and private plane owners save money on equipment investment, maintenance and operation.

While the considerable cost savings Lindy’s aircraft tugs provide draws customers, it’s the less obvious benefits of our innovative airplane tug design that keeps them coming back. A subsidiary of DJ Products, a world leader in the design and manufacture of ergonomically designed industrial and commercial carts and tugs,Lindbergh Aircraft Tug Co. was able to capitalize on the long history and experience of our parent company in creating ergonomic aircraft tug products. 

We applied the same principles of ergonomic design that have made DJ Products a material handling world leader to the design of Lindy’s aircraft tugs. The result is an aircraft tug product line that protects worker health and safety, can be used with equal ease by workers of any physical size and strength, offers superior maneuverability and compact storage. Visit our website to find our more about innovative Lindy’s aircraft tugs.