Aiming for Blue Skies

Can I Use Refurbished Parts to Fix My Aircraft?

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Anyone with any sort of aircraft knows how important it is to ensure their plane or helicopter is regularly serviced and properly repaired if anything goes wrong. It doesn’t matter how big or small it is, or whether it is a private or commercial aircraft.

It’s not just the fact that the aircraft will be out of service if it isn’t working, it is also the need to ensure the aircraft meets the stringent requirements of the Federal Aviation Administration (FAA) and is safe.

Apart from anything else, every plane must have a registration certificate and an airworthiness certificate. There are also comprehensive preflight checks that need to be done whenever the plane is flown. These determine that the aircraft is in a condition that enables “safe operation.”

The owner or operator of the aircraft is responsible for ensuring the aircraft remains in an airworthy condition, while the pilot or pilot-in-command (if there is more than one) must ensure that the plane is safe prior to every flight.

There are also regular inspections that must be undertaken every 12 months and signed off by an airframe and power-plant mechanic that has FAA inspection authorization. Sometimes a 100-hour inspection is also required. Certainly, all airworthiness directives have to be complied with whether they are one-off directives or recurring ones.

Used Parts for Helicopters and Aircraft

As long as parts have an equivalent level of safety to original parts they may be used to fix planes. But it is vital that all FAA regulations and codes are complied with. Ultimately, any form of repair or service must result in an aircraft operating at least as well as it did in its original condition.

One important factor is that the FAA rules for initial design and production are different to the rules for maintenance and alteration of parts, which might take place when parts are overhauled or repaired. But to ensure all parts are airworthy both the manufacturing and maintenance requirements must be complied with.

FAA procedures are very specific and depend on the criticality level that determines the category of parts being used. These procedures include the specific inspection and test procedures that are required. All processes must also be carried out in accordance with acceptable specifications and by personnel who are trained and qualified. The specifications that are used must have “definitive and verifiable” standards that can be used to evaluate airworthiness before a part may be released for use in any type of repair or alteration. This includes appropriate in-process inspections as well as final inspections.

There are also very strict regulations that relate to the marking of parts.

Aircraft Parts and Services from Prime Industries

Prime Industries has the full range of aircraft parts including new parts, those that have been repaired or overhauled, serviceable parts, and even parts that have been removed from aircraft including Airbus, Lockheed, and Boeing.

Whether you use your aircraft for business, personal transport, for medical reasons, or for government or military purposes, Prime can help you find the right part at the right price. We are committed to quality and boast numerous certifications and affiliations.

You are welcome to view our inventory or to call us for further assistance. Whether you buy new, serviced, or overhauled aircraft parts from Prime Industries you can be sure they will be reliable and compliant.

The Importance of Aircraft Parts and Service for Flying Safety

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Aviation safety relies on regular inspections, maintenance, and service aimed at minimizing potential problems. This, in turn, relies on the use of only correct, reliable aircraft parts, as well as a concerted effort to eliminate human error.

Inspections involve regular manual checks and visual examinations that are designed to determine the condition of components and aircraft parts. The primary aim is to maintain aircraft in optimal conditions to avoid any kind of failure that could cause an accident.

The Federal Aviation Administration (FAA) points out, quite simply, that “regularly scheduled inspections and preventative maintenance assure airworthiness.” Maintaining aircraft parts and service reduces malfunctions and the possibility of operating failures because it detects minor defects and wear and tear early on, and enables technicians to correct and rectify them immediately. Keeping proper records also helps the process.

Aircraft Inspections

The types of inspections on airframe and engine aircraft parts vary from relatively quick preflight inspections to those that are very detailed. The time frame between more detailed inspections depends largely on the aircraft and the operations being conducted with the aircraft. Manufacturers commonly suggest or establish intervals at which inspections should be carried out.

Calendar inspection systems are common, though inspections based on flight hours for scheduling may be preferred. Sometimes, a calendar inspection system may be used with hourly operating limitations.

The FAA also provides guidelines for the inspection of aircraft parts and service, including the reference material that needs to be studied and paperwork that must be completed. Logbooks must be reviewed and the entire maintenance record checked.

The FAA also suggests numerous checklists that relate to every part of the aircraft:

  • Fuselage and hull
  • Cabin and cockpit
  • Engine and nacelle used to house the engine
  • Landing gear
  • Wing and center section of the aircraft
  • Empennage or tail assembly
  • Propellers
  • Items and equipment used for navigation and communication
  • Other miscellaneous items including autopilot systems, emergency and first aid equipment, parachutes, life rafts and so on

Each of these is checked for specific conditions, operation, and possible failures.

Control of Aviation Critical Safety Items

Critical Safety Items (CSIs) relate to US Government contracts and they demand even stricter inspections because they relate to defense agencies and military services in the USA. Specifically, they relate to aircraft parts and service systems that could cause:

  • Catastrophic or critical failure systems
  • Injury or death
  • Accidental engine shutdowns

These might be caused by a single part or component, an assembly, particular installation equipment, launch equipment, support or recovery equipment for any aircraft or aviation weapons system. One of the issues is the need to ensure that whether aircraft parts and service are developed specifically for the military, are already available in military inventory stocks, or can be found in commercial-off-the-shelf (COTS) supplies, that they meet the safety requirements.

Quality plans as well as inspections that relate to aircraft parts and service sometimes demand total 100 percent inspection procedures to make sure that failure is not an option!

Prime Industries’ Aircraft Parts and Service

Prime Industries specializes in aircraft parts and service and will undertake the repair as well as supply and overhaul of both fixed-wing airplane and helicopter component and parts.

Have a look at our current inventory or contact us today. We know how important it is!

Prime Industries Now Offer MD Helicopters Parts and Service

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Prime Industries, a market leader in the supply of helicopter and Airbus parts and spares now offers service and parts for MD Helicopters.

Recognizing that MD Helicopters are amongst the best in the world, Prime Industries specifically supports:

  • MD 500 which boasts an iconic crashworthy design using during the Vietnam conflict that lasted from 1954 until 1975
  • MD 520, a quiet, very safe machine that is popular for many mission applications from paramilitary and air rescue to aerial surveys and agricultural and forestry jobs
  • MD 530 which is a global favorite with governments and foreign military, as well as many commercial operators

MD Helicopters

MD Helicopters prides itself on producing aircraft for discriminatory operators in both civil and military fields. The MD 500 series has established a legendary position in the world, and newer craft continues to meet the highest expectations.

Photo from MDHelicopters.com

Originally established by the equally legendary Howard Hughes as Hughes Aircraft in 1947, MD was imprinted on the brand after McDonnell-Douglas bought the company in 1984. The company merged with The Boeing Company 13 years later, and after being bought out by RDM Holdings, was renamed MDHI. In 2005 award-winning entrepreneur Lynn Tilton acquired the company and pledged to restructure, re-energize, and preserve the iconic MD brand. She’s achieved her goal and continues to build on her success.

All the helicopters manufactured by the MD company have single turbine Rolls Royce engines as well as five-blade rotor systems. They undoubtedly meet the standards of the world’s best rotorcraft, and Prime Industries is proud to be able to supply parts, components, and services that meet MD’s tradition of excellence.

The Prime Commitment

Prime Industries is able to supply the best quality parts and components for MD Helicopters at very competitive prices. Even though some parts are more difficult to acquire, our highly trained professional staff tailor their services to ensure that we can help our customers. Even if the parts and components are not in our current inventory, we undertake to do everything possible to procure what our customers need within their stated timeline.

It doesn’t matter whether you need components for your MD Helicopter engine, landing gear, survival equipment, wheels and brakes, consumables or accessories, we are her to help you.

Contact us so that we can help you as quickly as possible. Our professional staff members will also assist with repairs and overhaul of components. We subcontract with the very best manufacturers and suppliers in the US to make certain that we are able to supply products and services that are reliable, at a good, competitive price.

Prime has a strong reputation, having supplied Airbus parts and Airbus services for helicopters for many years, and we have a loyal customer base. We are confident that out MD Helicopters customers will grow rapidly as more and more people and companies learn that we now offer MD Helicopters Parts and Services.

What can we do to help you?

Airbus Helping to Reduce Aviation Footprint

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Airbus is doing all it can to reduce the environmental footprint made by the international aviation industry.

Its efforts hinge mainly on research and development of the 4D (i4D) concept that is key to the Single European Sky ATM Research (SESAR) project, and which aims to make airspace more connected and the skies more efficient.

A major target of SESAR is to reduce fuel burn – and therefore the aviation industry’s footprint – by optimizing traffic sequencing, improving management of arrivals and departures, and increasing airspace capacity in general. This, in turn, will also enhance safety factors.

How the i4D Concept Can Reduce the Footprint of Aviation

Essentially, the i4D concept will enable aircraft to adapt trajectory and speed in-flight automatically so that they get to a specific position at an appropriate time. In practical terms, this will reduce or possibly even eliminate the holding time aircraft inevitably spend in the skies around airports waiting for landing slots.

This would result in “a huge revolution” in terms of management of air traffic, says Airbus ATM Engineering’s Data Link and FMS Manager, Jérôme Condis. Noting that Airbus is in a position to be able to play a significant role in SESAR, he says Airbus aims to leverage its expertise as a leading manufacturer pioneering technological breakthroughs to help improve the management of air traffic. It will also exploit its reputation as a world leader in the industry to encourage other stakeholders to reduce aviation’s environmental footprint.

Airbus Role in SESAR

Airbus has supported evaluation of the Extended Project Profile (EPP) of SESAR, which, according to Airbus ATM Engineering’s SESAR Demonstration Project Coordinator, Jean-Louis Bigot is a “key technological brick in 14D.” He describes it as the vital link between air to ground aircraft trajectory information which is achieved using an Automatic Dependent Surveillance-Contract (ADS-C).

Amongst other things, Airbus piloted about 60 test flights for the preliminary evaluation of the EPP system.

The next step is to integrate this EPP trajectory information into much bigger air traffic management systems so that controllers can sequence traffic at specific “waypoints,” says Bigot.

The Way Forward for Airbus and SESAR

The second phase of SESAR was launched in 2016 and will continue until 2020 in line with airline conditions that are described in the Demonstration of ATM Improvements Generated by Initial Trajectory Sharing (DIGITS) Project. According to Bigot:

  • DIGITS will continue to focus on establishing a ground infrastructure that will integrate EPP information in air traffic control operations until 2019. This will incorporate certification for the infrastructure.
  • Late 2018, the Project will begin equipping commercial aircraft for real-time exchange of EPP data. By the end of 2019 it is hoped that about 100 airliners will be fitted with the new equipment.

So by 2020, the i4D concept will be a reality!

Airbus Parts and Parts Service

Of course the quality of Airbus parts and parts service remain as important as ever. If you have parts needs for your aircraft, do not hesitate to contact Prime Industries or to search our inventory online.

International Aviation Industry Trying to Reduce CO2 Emissions

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Leading commercial manufacturer of aircraft, Airbus has welcomed the first ever scheme for international aviation that aims to reduce carbon offsetting.

international_civil_aviation_organization_logo-svgSeen as a key pillar in the longstanding climate action plan for the aviation industry, the agreement was reached at the recent International Civil Aviation Organization’s (ICAO) recent assembly meeting in Montreal, Canada.

The global agreement – a Carbon Offset and Reduction Scheme for International Aviation (CORSIA) – has significant historic importance and is recognized as the most effective solution for the whole industrial sector to manage its carbon footprint.

According to the director general and CEO of the International Air Transport Association (IATA), Alexandre de Juniac, the new agreement will ensure that the social and economic contributions made by the aviation industry will be matched with “cutting-edge efforts” in terms of sustainability. He said that aviation would remain at the forefront of the industries committed to combating climate change, and would continue to be a “catalytic driver of social development and economic prosperity.” Ultimately, it would ensure that the world was a better place, he said.

How CORSIA Will Work

The terms of the new agreement are set to start rolling in 2021 with a voluntary period that will continue until 2026. Thereafter the agreement will become mandatory. So far at least 65 of !CAO’s 191 members have agreed to participate in the initial voluntary phase of CORSIA.

At the same time, it is widely recognized that CORSIA on its own won’t lead to a sustainable future for the aviation industry. As Airbus points out, it will need to run alongside significant technology improvements including sustainable fuels, as well as efficient operations and infrastructure improvements across the board.

However, in addition to the new long-term global market agreement to reduce carbon offset for the aviation industry, the industry as a whole is committed to continuing with an already-in-place four-pillar strategy against climate change by:

  1. Improving technology including using low-carbon fuels that are sustainable
  2. Ensuring that aircraft operations are more efficient
  3. Working towards improving infrastructure including modernization of air traffic management systems
  4. Mobilizing a single global market measure that will fill the remaining emissions gap

Airbus Commitment to International Efforts to Reduce the Carbon Footprint

Airbus has confirmed its commitment to the original four-pillar strategy as well as the new agreement and continues to deliver the most fuel-efficient aircraft in the world today.

Prime Industries supports Airbus by continuing to supply and repair parts and components for their fixed-wing airplanes and helicopters. Let us know what you need and we’ll do whatever we can to assist you.

Airbus H175 Helicopters Tested for Public Service Use

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Airbus Helicopters has begun testing its public service, medium-sized, twin-engine H175 helicopter (previously known as the Eurocopter EC175) that has been modified for public service use. The company has announced that the first 12 flight-tests were a success and that a new campaign of testing will start in December 2016.

The launch customer for the public service variant of the H175 is the Hong Kong Government’s Flying Service (GFS) that has ordered seven helicopters. These are scheduled for entry into service late next year (2017).

Controller head of GFS, Captain Michael Chan said he was very happy to have the opportunity to fly the H175 in a public service configuration. Praising its high power margin and excellent hovering capability, he said the H175 was ideal for search and rescue (SAR) missions over both land and sea. He was particularly impressed with the human machine interface (HMI) of the helicopter that significantly improves flight safety and also reduces pilot workload during complicated search and rescue operations.

 The Airbus H175 Helicopter

airbus-h175-prime-industries

The H175, launched in 2016, was designed with support from helicopter operators and various oil companies. A record-setter in several ways, it has established time-to-climb records of 3,000 m in just three minutes ten seconds, and 6,000 m in six minutes 54 seconds.

The H175 has a high-power margin that enables it to perform “performance class 1” takeoffs and landings at maximum takeoff weight (MTOW) in ISA+20 °C conditions from a 70 ft high (about 21 m) platform.

It provides the best payload range per passenger/radius of action (ROA) in the medium class helicopter category and is able to operate at full payload in oil and gas industry missions. When configured for oil and gas industry use, the helicopter can fly:

  • Close to 200 nautical miles ROA with 12 passengers aboard
  • 140 nautical miles ROA with 16 passengers aboard
  • 105 nautical miles ROA with 18 passengers

In addition to its long range, the H175 delivers a particularly smooth ride and offers exceptionally good cabin comfort. Sound levels and vibration are very low even when the aircraft is moving at a high cruise speed.

The rotorcraft can be configured for search and rescue with:

  • SAR operators’ consoles
  • Cabin-mounted medical equipment
  • An external winch
  • Oversized bubble observer windows
  • Search and weather radar
  • Side-mounted searchlights
  • Up to six under-fuselage lights as well as main- and tail-rotor lighting

In this configuration, it can hover at ISA+20 °C up to an altitude of 5,800 ft, and maintain its hover flight or rate of climb above 500 ft per minute in these conditions at sea level.

It can also perform exceptionally safe hoists for a long time with the possibility of extending power for as long as 30 minutes continuously. Power can be extended cumulatively, for up to 50 minutes, during a single flight.

The H175 has a spacious cabin that is almost four meters long. Its full, flat floor has big sliding doors on both sides and direct access to the rear cargo compartment. This facilitates the use of stretchers for SAR and speeds up operations in general.

The new GFS helicopters will incorporate an electro-optical system that will be used for tracking and observation, as well as an enhanced digital map display. Both may be managed from a console in the cabin. They will also feature steerable searchlights, loudspeakers, and dual hoists.

While this is a new addition to the Airbus Helicopters fleet, there are already close to 12,000 helicopters that are operated worldwide in 154 countries. Prime Industries has a large inventory of parts for all the major Airbus Helicopters models and helps customers find parts they don’t have in stock. Contact us today to discuss your needs.

When is an Aircraft too Old? What Determines an Airplane’s Lifespan?

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You may be aware that there are many old airplanes still flying in today’s skies. Are you aware of how the lifespan of an airplane is determined? The subject is an interesting one, and the answer is not as simple as you may have thought.

Pressurization Cycles Determine Aircraft Age

aircraft-life-spanFor an airplane, it’s not the absolute number of years that contributes to its age. Instead, the airline industry uses a concept known as “pressurization cycles” to keep tabs on the effective lifespan of aircraft. The term refers to the amount of time that the aircraft is kept under pressure from flight. The pressure of flight stresses the fuselage and wings. Over time this stress effects the airplane’s structure which makes flight increasingly more dangerous.

  • The lifespan of aircraft is determined by the manufacturer.
  • The age is calculated based on pressurization cycles. As a rule of thumb, each cycle involves “takeoff/landing.”
  • Fuselage and wings suffer stress from pressurization, including on “short hauls.”
  • Airlines follow manufacturer’s directions for “trouble free” maintenance.
  • Nondestructive evaluations (NDE) are used during the life of the airline to inspect for damage.

Airlines have to make a decision on how long their aircraft is used based on balancing the needs for profitability and public safety. There are no hard and fast “rules” concerning the exact age or number of cycles when a company would retire an airplane. If repairs came due that were prohibitive in cost, that would hasten the decision to retire the aircraft.

Economic Factors Decide on Airplane Life

Airplanes often are upgraded based on economic reasons and the changing tastes of consumers. There are planes that are capable of flying for decades, but it’s doubtful that commercial airline passengers would be willing to pay top dollar to fly them, especially with more modern options being available. Airplane manufacturing makes new models that offer more features and higher chances of profitability in the hopes of convincing airlines to upgrade their fleets. Airlines with the newest planes tend to have more customers flying at any given time because of the increased comfort.

Even though it’s not completely accurate, the most basic explanation of determining aircraft’s lifespan is this: the number of takeoffs and landings ultimately decide how long an airplane lasts. The more an aircraft is used, the more pressure the structure endures and the closer the craft gets to reaching its maximum service. The good news is that a plane that has had a lot of takeoffs and landings, it’s assumed, will have earned a hefty profit over the course of its lifetime.

Preparing to Store Your Aircraft for Winter

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You may be prepared for winter, but is your light aircraft also ready? Chances are that when temperatures plummet and the snow moves in you’re not going to be flying in a hurry. The aircraft at greatest risk are those that are parked outside, and those along the coast or close to lakes and rivers where corrosion damage is a major risk. Those facing minimal risk are the ones that are in the few dry parts of the country where industrial pollutants are not an issue.

While the best solution is to store aircraft indoors, in a hangar, this isn’t always possible. But whether it is or not, there are steps that owners can take, including removing engines from the body of the aircraft for the winter months.

Small Aircraft Engine Care

US engine manufacturer, Lycoming warns that active corrosion can be found on the cylinder walls of new engines that haven’t been operated for even short, two-day periods of time. On the other hand, those that have been used for at least 50 hours acquire a kind of “varnish” that protects them from corrosion, and they can be left inactive for weeks without any danger of corrosive damage.

Engines that are not going to be used for flight need to Winter | Aircraft | Storagebe stored or preserved in some way to minimize any possibility of corrosion. Acceptable methods are aimed at preventing moisture and other agents that might cause corrosion from affecting the metal surfaces in the engine.

Lycoming also warns that engines should not be pulled through by hand to minimize corrosion and rust because the rings have the effect of wiping oil from the walls of cylinders and reducing the lubrication needed for other parts of the engine including the cam and cylinders. The company notes that pulling the prop before starting the engine is a different issue because it does lubricate the parts. It also has the effect of checking valve condition.

Preservation of Engines That Will Not be Active for a Month or More

It is essential to “preserve” engines that will not be active for more than a month, particularly when the aircraft is located in a humid environment or somewhere close to salt water.

Of course the process that should be followed will depend on the engine make and design, and the manufacturer’s instructions should always be followed. These will normally include a basic procedure including:

  • Draining lubricating oil from the sump and replacing it with a preservative oil
  • Operating the engine to “normal” temperatures before shutting down
  • Removing spark plugs, spraying the holes with a preservative oil mixture, and then replacing the spark plugs
  • Installing dehydrating agents (desiccants) and moisture-impervious material to protect intake and exhaust passages
  • Tagging the propeller so that anyone with access to the aircraft knows that the engine is “preserved” and that they must not turn the propeller

While corrosion-preventive compounds do effectively work as insulators from moisture over fairly long periods of time, they can dry out when solvents evaporate. For this reason, if engines have been removed from aircraft, they should be stored in containers that are airtight, and the containers should be packed with dehydrating agents and sealed. Adding cobalt chloride to silica gel (which is the most common desiccant) can be very effective because the bright blue color from the cobalt chloride will show low moisture levels. If the blue gets lighter (changing from lavender to pink and even white), this indicates higher humidity levels. The ideal is that when the color remains blue the conditions for storage are safe and dry.

Other Safeguards for Your Aircraft

If you are planning to store your aircraft engine, it really should be coated with a compound that will prevent it from corrosion. Close or plug holes and treat propeller shafts or wrap them with a suitable barrier paper. Purge fuel systems.

This said, there are different recommendations for different aircraft, and it is essential that you familiarize yourself with specifics. For example if your plane has rubber-type flexible fuel bladders, it is best to keep the tanks full to ensure that the membrane doesn’t crack.

Returning Aircraft to Service

Once winter is over, all seals, tape and desiccant bags must be removed and any residue from tape must be cleaned. Any dehydrator or spark plugs that have been used should be removed. Preflight checks are also critically important for safety reasons.

Long-term engine preservation can result in large quantities of oil being trapped in the cylinders. The oil should be drained before the engine is rotated otherwise you risk piston, crankshaft or other damage.

If you are in any doubt, contact the manufacturer of the aircraft and/or the engine.

Aircraft Maintenance Tips to Keep it in Top Shape

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Your aircraft is an investment and likely one of your costliest assets, so it’s a no-brainer to ensure that you do everything possible to keep it in top shape. Additionally, you need to ensure that it is always safe to fly.

Some things you can do yourself, but others will require the skill and expertise of others, particularly servicing and major repairs.

What You Can Do And What You Can’t Do

The federal aviation regulations are very specific in terms of what aircraft owners may and may not do when it comes to maintenance of their craft. Specifically, certified pilots are allowed to do preventive maintenance on aircraft they own or operate as long as it isn’t used for certain things, including for a:

  • Domestic or flag air carrier or for commercial operations
  • Foreign air carrier
  • Commuter aircraft

This means that someone who owns or operates a private aircraft can do “preventive maintenance” without needing to be supervised by an Airframe and/or Powerplant (A&P) mechanic. But the regulations do also state clearly which maintenance tasks are considered to be preventive, and in addition, they demand compliance with maintenance logging. So whenever you do maintenance tasks, you need to fill in the log book so that inspections and so on are recorded.

Top Aircraft Maintenance Tips

Helicopter Cockpit | Aircraft MaintenanceHere are some maintenance tips to help you keep your aircraft in top shape.

  • Vacuum the interior of your plane or helicopter regularly and wipe down all surfaces. Look out for any signs of oil or grease; these could mean something is leaking and that additional action (and likely some professional help) is needed.
  • If you’re lucky enough to have leather finishes in your aircraft, this needs to be properly maintained. Wipe clean regularly, and then every once in awhile use a good quality leather-cleaning product manufactured for furniture, that will “feed” the leather and extend its life.
  • If you have seats that are covered with fabric or vinyl, then clean appropriately. Fabric should be pre-treated to prevent undue damage from spills and other dirt, but check it often and clean as soon as possible.
  • Check the drain holes in the fuselage and use a pipe cleaner to make sure they are all clear. If holes get blocked, the trapped water can cause corrosion more quickly than you might imagine.
  • Always make sure that the instrument panel is clean and that everything is working. Most aircraft instruments are installed in units with glass across the front and can be cleaned using a good quality glass cleaner, preferably cleaner made for aviation glass.
  • Check glove compartments and other nooks that might have been stacked with unnecessary bits and bobs that you or your passengers might have left behind. Clean them out and only leave things that are essential.
  • Make sure you do regular oil changes as required by the manufacturer. If you do your own oil change, this will need to be recorded in the engine logbook. If you replace the oil filter, this will also need recording.
  • Check and clean the spark plugs.
  • Check the condition of your tires as well as the tire pressure. It is probably true to say that generally take off and landing are the two most dangerous parts of flying; if your tires are less than perfect, accidents can happen. Changing aircraft tires is one of those legal preventative maintenance tasks that pilots and aircraft owners are able to do themselves. But you will need the right tools and make sure you know exactly what to do.
  • Always ensure that the fuel you use is clean.
  • Have your aircraft serviced by professionals regularly to ensure the engine runs efficiently and your craft stays safe.

The Importance of Aircraft Maintenance and Service

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All aircraft, big and small, must be serviced regularly, according to the specifications provided by the manufacturer. But there are different types of service and maintenance checks, and also different ways that service is scheduled.

Additionally, all planes should be regularly inspected before each flight.

While individual manufacturer requirements do differ, light planes generally need an annual inspection to check the condition of the plane, as well as service maintenance after a specified number of flying hours.

Service and Maintenance Checks

It should be obvious, but the more you fly your plane, the more frequently you will need to have it serviced. This is why manufacturers commonly specify flight hours rather than timeframes for service and maintenance checks. So, for instance, an annual condition check carried out to ensure that the plane conforms to the airworthiness “type” certificate issued when it was originally inspected after manufacture might be required more frequently (perhaps every 100 hours) if the plane is used often, or for commercial purposes. For this check, all access plates are normally removed, and everything that can possibly be checked, is checked, including retractable landing gear and related mechanisms, as well as engine compression.

More frequent maintenance service checks would include checking of critical bolts including those that connect the propeller to the engine, as well as replacement of engine oil. Oil changes could be required as frequently as every 25 hours flying time.

Aircraft tires, like those used for automobiles, must be replaced when the rubber tread begins to wear. Generally this will be determined by the friction caused between the tires and airfield surface, which in turn will be directly affected by the number of landings made in the plane.

Visual Aircraft Inspections

airplane-service-inspectionAll light aircraft should be inspected visually before each flight. Typically the pilot or co-pilot will check fuel levels, engine oil level, cable connections and internal parts, and generally look out for any damage that might have occurred. It is always good to check the area below where the plane has been parked to make sure there isn’t evidence of leaking fluids.

Federal Aviation Administration (FAA) Requirements for Airworthiness

While FAA maintenance checks are more stringent for airlines carrying passengers, as well as commercial planes, and military aircraft, the types of checks followed provide additional insight into how often aircraft should be serviced. These do not preclude the checks and inspections required by the manufacturer.

FAA checks are commonly referred to as A, B, C and D checks, D being the most comprehensive.

A checks are done after 125 flight hours, depending on the type of aircraft and aircraft cycle of takeoff and landing, and take between 20 and 50 man hours to complete. A checks on airliners are usually performed at the airport gate, overnight.

B checks are performed, on average, every six months. They take between 120 and 150 man hours to complete, and are usually executed in the aircraft hangar.

C checks are commonly performed every two years, or according to the flight hours defined by the manufacturer of the aircraft. This is an extensive check and involves the inspection of most of the aircraft components. It can take one to two weeks to complete, and as many as 6,000 man hours. These checks are generally performed in hangars located at a dedicated maintenance base.

D checks are comprehensive and sometimes referred to as a “heavy maintenance visit.” They are done every six years or so and involve thorough inspection and a complete overhaul. They can take as many as 50,000 man-hours over a period of two months to complete. Because these checks are so expensive, many airlines prefer to phase their craft out instead.

Where to Go to Service Your Aircraft or Buy Parts

While many service centers specialize in maintaining specific types of aircraft, there are also companies that specialize in the repair, supply and overhaul of a wider range of fixed-wing planes. Some, like Prime Industries, also supply quality parts and components for a wide range of rotary and fixed-wing aircraft.

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