Annual Aircraft Inspection

Annual Aircraft Inspection - A thorough review of the aircraft log books and supporting documentation is completed in conjunction with the annual inspection. A listing of all applicable airworthiness directives is generated along with a status sheet showing all timed items that may be due on the aircraft within the next few years.

If it's your first annual inspection with Double M Aviation, all the aircraft logs and supporting documentation will be audited and organized. This lays a foundation for quality maintenance by allowing for quick and effortless access to your aircraft records.

Annual Aircraft Inspection

The meticulous maintenance of the aircraft itself should always be reflected in the records. Contact us to discuss our commitment to increased aircraft safety and reliability through quality maintenance. Need a reservation? We are available by phone at 863-940-3450, or you can email us at Info@DoubleMAviation.com.

Meticulous Maintenance And Records

We can't wait to help you reach the sky! Due to an aging fleet and the endless number of modifications available to general aviation aircraft, the annual inspection process is a very unique and personal experience.

Each aircraft has its own quirks and idiosyncrasies that owners learn about during their countless flight hours. In the same way, at Double M Aviation, our aircraft maintenance technicians must go in depth to truly learn all the small differences that make your aircraft unique.

To do this, the technician will remove as many pieces of the aircraft as possible to ensure that every major and minor component of the aircraft can be properly inspected and tested. Although all inspections vary to some degree, an inspection may start by removing all inspection panels, engine cowlings, seats, floor boards, etc.

Our aircraft maintenance technicians inspect all parts of the aircraft for defects. Cracks, corrosion, and loose rivets in the skin may be repaired, while flight controls are tested for proper function. The engine and surrounding components are inspected and tested.

Unique Personal Experience

When does the condition inspection expire on my homebuilt? The answer depends on the wording of your aircraft's operating limitations. In the vast majority of the cases, the operating limitations require that a condition inspection have been completed and recorded in the aircraft records within the preceding 12 calendar months.

The word "calendar" is key, as this means that the condition inspection runs through the end of the 12th month. For example, a condition inspection was completed and recorded in the aircraft records on 06/15/2014 would be in force through 06/30/2015 (i.e. through the end of June).

Our aircraft maintenance technicians then check the cabin for damage or loose components such as corroded seat rails. Any damaged, malfunctioning, or inoperable components found during the annual inspection must subsequently be repaired or replaced if they are deemed a safety of flight issue.

In rare cases, the operating limitations require the condition inspection to have been completed within the preceding 12 months. The absence of the word "calendar" means that the condition inspection would expire at the end of exactly 12 months (i.e., on the date of the previous inspection), rather than at the end of the 12th month.

Trusted Repairs

This situation is not common, but does exist. Homebuilt aircraft owners should check their operating limitations to verify the condition inspection requirements. The FAA requires annual inspections for all aircraft, except under certain special circumstances. Conducting your aircraft's annual inspection at Double M Aviation is the best way to safeguard against potential maintenance issues, and ensures a thorough, reliable inspection.

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Amoc Aircraft

Amoc Aircraft - Aircraft AMOs are limited to the performance of non-specialized work; that is, work other than the specialized tasks listed in Schedule II of CAR 571. This is similar, but not identical, to the list of major repairs in FAR 43, Appendix A - the main difference being that the specialized work designation only takes into

account the skill required to perform the work, and has no bearing on design approval issues. The AMO's ratings indicate the aircraft types it can maintain. The limitations listed against each rating indicate the scope of work that may be undertaken.

Amoc Aircraft

The maximum permissible scope for an Aircraft AMO is "all non-specialized work." So, when is a specialized AMO needed? Hopefully, this discussion helped to explain some of the scenarios found in the various AMOs and will serve as a guide when planning and scheduling maintenance in the future.

The questioners are usually surprised to hear that there is no need to have the work repeated by a specialist organization. The reason for this apparent contradiction is that there are two distinct types of Approved Maintenance Organizations (AMO), and each has a different purpose.

I have touched on the AMO rating system before in this column, but as the system is unique to Canada, and still new to some readers, the topic might be worth revisiting. Process AMOs may perform work on any type of aircraft or product.

The distinction between the product and process privileges means that, for example, while a propeller AMO may be authorized to perform overhauls, if the overhaul includes NDT tasks, the AMO must also hold an NDT rating, or it will be obliged to sub-contract

the NDT tasks to an AMO that does. The fourth bulleted restriction within the AD applies to any takeoff and landing procedure that requires the use of a radio altimeter. Check your Rotorcraft Flight Manual (RFM) or Operations Specification (OpSpec) to verify if this restriction applies to your helicopter.

To maintain the safety of the US National Airspace System, the FAA has put into place restrictions on operations that may be negatively affected by the deployment of 5G wireless systems. However, FAA personnel have the authority to approve alternative methods of compliance (AMOCs) for operators.

Secure .gov websites use HTTPS A lock ( LockA locked padlock ) or https:// means you've safely connected to the .gov website. Share sensitive information only on official, secure websites. Helicopter operators should use the HAI 5G AMOC Portal to report their operations that are restricted according to the fourth bulleted item in the limitations specified in figure 1 to paragraph (g) of FAA Airworthiness Directive (AD) 2021-23-13 (see figure 1

below). The information collected will be used to help the FAA to prioritize AMOCs that will have the greatest impact on facilitating helicopter operations. To return to the example of bringing a small piston-powered aircraft into commercial air service, if the last engine overhaul was done by a freelance AME and not by an engine AMO, the misunderstanding comes about because until recently, the overhaul of small piston engines

was on the list of specialized work. The work has now been de-classified to non-specialized. Most people understand that these engines can now be overhauled by freelance AMEs (provided, of course, they are to be installed in private aircraft).

What is not so widely appreciated, is that the change in classification also means that, even if they are to be installed in a commercial aircraft, no specialized AMO is needed. The engines can instead be overhauled by an Aircraft AMO rated for the aircraft type, provided it has applicable procedures in its approved manual.

In the case cited, the aircraft is being acquired with the engine installed. The engine complied with all the applicable requirements at the time of installation. No special action is required, because the wording of the regulations makes it clear that the need for an AMO depends on the circumstances existing at the time the work is done.

The requirements are not retroactive. Thus, if an Aircraft AMO performs a non-specialized task, and that task is subsequently classified as specialized work, we do not have to have the task repeated by a specialized AMO.

Similarly, if non-specialized work is performed on a private aircraft by an AME, and the aircraft subsequently enters commercial service, the work does not have to be repeated by an AMO of any kind. In the product categories, AMOs are rated by the types of product they are authorized to maintain, and the permitted scope of work is indicated by limitations.

The maximum scope of work for a product rating is "all work other than specialized NDT and welding." Process AMOs are rated according to the processes they may perform, (i.e. an NDT AMO may have ratings for magnetic particle inspection and radiography).

Regarding the Canadian Aviation Regulations, people often ask what is involved in bringing a small piston-powered aircraft into commercial air service, if the last engine overhaul was done by a freelance AME and not by an engine AMO?

The product categories are Structures, Avionics, Instruments, Engines, Propellers and Components. All product ratings fall under one or another of these categories, which are arranged to be mutually exclusive. The process categories are NDT and Welding and these are the only two processes appearing in the list of specialized work.

Previous extensions of an original 12-year cylinder-replacement provision were granted for five years in 2014 and two years in 2018, applicable to aircraft powered by Continental's IO-520, TSIO-520, and IO-550 engines, and any other engine, such as the 470 series, with a supplemental type certificate for the same Superior Air Parts cylinder assemblies with more than 750 hours' time in service on the cylinders.

Example: 40 HAA flight operations per day would be restricted at hospital heliport X due to operators Y and Z's inability to take off and land in their Cat A, Part 29 rotorcraft. No alternative sites exist.

And there are 10 similar HAA operations that exist in the same region, causing a drastic reduction in service. The authorization of an AME to sign a release for on-aircraft work is known as an ACA (Aircraft Certifying Authority) and it may also include off-aircraft privileges.

Regardless of whether a release is signed under an SCA or an ACA, the individual signing the release takes personal responsibility for the work certified. The signature is not made on behalf of the organization. Specialized AMOs are quite different.

Like Aircraft AMOs, they can do maintenance work in support of commercial aircraft, but their raison d'etre is to do work that is beyond the privileges of an Aircraft AMO. Specialized AMOs themselves can be divided into two sub-groups: Those with product ratings and those with process ratings

In addition to the organizational benefits they share with Aircraft AMOs, specialized AMOs also ensure the additional level of skill needed to perform specialized work, which is required regardless if the aircraft is commercial or private.

Specialized AMOs may also perform non-specialized work within the bounds of their ratings, just as Aircraft AMOs may work on private aircraft. A large organization may hold ratings in several different categories, whereby the distinctions are transparent to the staff in everyday operation.

However, they can quickly become important if enforcement action is contemplated. Disclaimer: All information submitted through this form will be de-identified. HAI will only share the aggregate data and will only share that aggregate data with the FAA.

HAI will not sell, share, or provide the raw data to any entity, agency, or organization. The 2018 extension ended an effective grounding of some aircraft to which AOPA had objected on behalf of members. AOPA and Superior Air Parts noted at that time the significant cost savings the extension would provide those owners.

Also, there had been no known accidents or incidents "resulting from cylinder head separation" since the AD was issued. So, given that the only privilege of an Aircraft AMO is to perform non-specialized work on commercially operated aircraft, and to authorize unlicensed personnel to sign a parts tag, what added advantage does the AMO confer, that makes it an essential element of the

commercial aviation environment? The answer is "organization." An AMO has the benefit of an organized operating structure, ensuring that each individual works as part of a team. The organization, with obvious benefits for record keeping, communications, shift hand-over, establishes what procedures and standards to follow in a given case, not the AMEs.

An Aircraft AMO can be regarded as a group of technicians and AMEs working in accordance with a previously established set of approved standards. The FAA has granted operators of aircraft powered by Continental engines with certain Superior Air Parts cylinders installed an additional two-year extension before they must replace the cylinders under a current airworthiness directive, for a total of 21 years of cylinder operating life.

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Ampaire Aircraft

Ampaire Aircraft - In addition to the flight demonstrations, Ampaire is participating in a U.S. Energy Department Advanced Research Projects Agency-Energy (ARPA-E) project, Noertker said, “to use a derivative of the electric EEL platform as a flying testbed for advanced technologies, which may one day make it into commercial electric aviation.

That’s the next step for us in that electric EEL platform. ” For now, however, battery technology is sufficient for the Caravan STC program. "We're using existing technology, so we're not looking for magic," he said.

Ampaire Aircraft

“This is not science, it's engineering. A 200-watt-hour-per-kilogram pack is reasonable for a hybrid-electric system. We’ll integrate higher-density batteries over time. We do not see any major roadblocks regarding the core energy density of the batteries themselves. ”

Ampaire – Pioneering Commercial Electric Aircraft

Eventually, the hybrid-electric Caravan will transition to a plug-in version, where charging the batteries on the ground would extend the range and require less fuel to run the combustion engine. "If you're more electric, you use less hydrocarbon," he said, "which is better for the environment and decreases your operating costs further.

The way we're architecting it also does enable — if battery technology improves significantly, and there are some really smart people working on that — turning these into all-electric [aircraft], if and when that makes sense. ”

Looking to the future, Noertker strongly believes that this technology will pay off. “I absolutely love this big vision that we have within Surf Air Mobility for the broader market. This is what we're up to, to prove that all of those key factors are required to come together to fully scale this industry, "he said." This is what we're doing at Surf Air Mobility.

It's about the lower cost to operate planes, the efficient airline operations, the passenger aggregation. All of these are needed simultaneously to really scale out the industry. "The Cessna 337 modification is a first step," he said in a recent statement.

Gaining An Stc

“The next may be a hybrid or fully electric retrofit of a nine- to 19-passenger commuter / cargo aircraft. As batteries and powertrains mature, we will shift our focus to clean-sheet designs such as our nine-passenger, zero-emissions Tailwind concept. ”

The Eco Caravan can recharge its batteries in flight or at a charging stations on the ground. Because charging infrastructure will be limited for some years, the ability to operate independent of ground charging is critical for preserving the full utility of the Eco Caravan.

Los Angeles-based Ampaire was formed in 2016 with a mission to become the world's most-trusted developer of practical, compelling electric aircraft. The company is upgrading existing passenger aircraft to hybrid electric power – the quickest, most capital efficient approach to making commercial electric air travel a reality with available technology.

Ampaire has scored a series of industry firsts since the 2019 maiden flight of its Electric EEL technology testbed aircraft, including the longest flight for a hybrid-electric aircraft - 1,135 statute miles en-route from Los Angeles to Oshkosh, Wisconsin.

Dependability Affordability Sustainability

For more information about Ampaire, https://www.ampaire.com/. In any case, Kevin Noertker, Ampaire co-founder and CEO, told FutureFlight in a recent interview that this is still a “hybrid-electric” powertrain. "There are quite a few types of hybrid architectures," he explained, "so the electric EEL is a hybrid aircraft.

At a certain point when you're slicing a hybrid system up, it's a combustion element that provides power, an electric element that provides power, and depending on whether they're mechanically or electrically connected to the same shaft, this is where the architecture

is changed. "The short answer is yes," Noertker said. “The longer answer is, the market finds its balance of supply and demand based on the price point of operations. And that's either the profitability of the airline or the ticket price for the passenger.

We all have our thresholds. Maybe you're not willing to pay more than $ 250 round trip and you decide to drive instead. But as you bring those costs of operation down, you're able to make the airlines more profitable on routes that weren't previously profitable.

Trip Report Contour Airlines’ Essential Air Service From Plattsburgh Ny To Philadelphia

You may even be able to enable them to open up routes that they used to fly, but had to cut because of the lack of profitability. ” Headquartered in Hawthorne, California, Ampaire has been pioneering electric aircraft since 2016, with its first flight in 2019. Having first attracted this writer's attention in 2021 at the Society of Experimental Test Pilots (SETP) Virtual Symposium, Ampaire's objectives lie beyond electric urban air.

mobility (UAM), focusing instead on the future of commercial aviation. It's this objective that has defined their approach to developing the technology necessary for electric airlines of the future.if (typeof ez_ad_units! = 'Undefined') {ez_ad_units.push ([[580,400], 'airlinegeeks_com-medrectangle-4', 'ezslot_3

', 107,' 0 ',' 0 '])}; __ ez_fad_position (' div-gpt-ad-airlinegeeks_com-medrectangle-4-0 '); Using a hybrid-electric propulsion system, Ampaire’s Electric EEL - a modified Cessna 337 Skymaster - made history in December 2020 by completing the first-ever airline flight trial along an actual airline route.

The route, Kahului Airport to Hana Airport - both in Maui - allowed for the technology to be tested in real-world conditions, complete with weather, community needs, and operational schedule. The aircraft, having flown a total of 22 flights, demonstrated 100% dispatch reliability, while proving that a half-conventional engine and half-electric engine system demonstrated no reduction in take-off and climb performance.

Funding The Program

While SAF is a positive step forward, more is required, and it’s electrified aircraft that can deliver that ‘more’. Ampaire states: "These tangible environmental, humanitarian and economic benefits make us certain that air travel's future is electric." If (typeof ez_ad_units! = 'Undefined') {ez_ad_units.push ([[336,280], 'airlinegeeks_com-leader-1'

, 'ezslot_9', 109, '0', '0'])}; __ ez_fad_position ('div-gpt-ad-airlinegeeks_com-leader-1-0'); Ampaire has hired experts in FAA certification processes and is preparing to submit an application for the Caravan STC, according to Noertker. "Across our team — internal and external support — we've got over 100 STCs [obtained previously] under our belts," he said. "Bringing Textron Aviation into the fold, they have significant expertise in certification, and specifically on the Cessna Grand

Caravan. ” Plans call for certifying the hybrid-electric Caravan in 2024. Ampaire: Yes, the Hawaii flights with Mokulele Airlines on Maui demonstrated the feasibility of incorporating hybrid-electric aircraft into scheduled flight operations. We can say the same about our demonstration flights in the UK, working with regional carrier LoganAir plus 16 airports, power companies, government agencies and other stakeholders in the ecosystem.

Expanding electrical distribution at airports will require investment, but is far easier than creating an entirely new green hydrogen infrastructure, for example. So far, he added, “The EEL has exemplified and proven many of the benefits we had anticipated with hybrid-electric systems.

Caravan Technology

First was the fuel-burn reduction. In that configuration of hybrid, we measured a reduction of over 31 percent compared with the baseline aircraft. [This is] a meaningful demonstration of fuel reduction, which is one of the main value propositions of going hybrid-electric. ”

The Eco Caravan reduces fuel consumption and emissions by up to 70 percent. Emissions are near zero when using sustainable aviation fuel. Cost of operation is reduced by 25 to 40 percent depending on airline route structure.

Cost per available seat mile is near that of driving. Meanwhile, big name company Airbus is working on the E-Fan X hybrid-electric project and also created a concept aircraft with a design that mimics a bird of prey, with plans to make it a hybrid-electric turbo-propeller aircraft.

Today's landmark achievement adds momentum to a program that has attracted key customers and program participants in recent months. In October, the company announced a relationship with Air France Industries KLM Engineering and Maintenance (AFI KLM E&M) for a range of worldwide maintenance service and support activities.

Iftypeof Ez_ad_unitsundefined{Ez_ad_unitspush[[]Airlinegeeks_com-Box-Ezslot_]};__Ez_fad_positiondiv-Gpt-Ad-Airlinegeeks_com-Box--;Electrifying Flight Ampaire – Pioneering Electric Aviation

Also last month, Ampaire received an order from MONTE, a financier of sustainable regional aviation technologies, for up to 50 Eco Caravans. "These types of relationships ensure that Ampaire's customers worldwide have compelling financing and leasing support alongside world class maintenance / repair / overhaul support," said Noertker.

AG: Most airlines seem to be transitioning to SAF, but the step to follow this seems to be electric. How is Ampaire leading the way in electric aircraft development? Has hybrid been a more logical approach to addressing future aviation needs?

As Ampaire’s tests highlight, hybrid-electric aircraft is a viable solution - and the next step - to humanity’s focus on a greener world. Dependable, this technology not only matches the performances of conventional aircraft but offers answers to questions perhaps not initially considered.

The closure of the U.S.-Canada land border due to the COVID-19 pandemic, which remained in place for over two years between March 2020 and November 2022 was particularly hard for some of the regional airports in the U.S.

Eel Flight Ops

that heavily rely on Canadian passengers to generate traffic. Among those Plattsburgh… During takeoff and climb, the EEL runs both powerplants at full power; then at cruise and descent, less power is needed. "Depending on the route that we're flying, we have an optimized power balance between the two systems over the endurance of that flight," Noertker explained.

“You would optimize based on how far you need to fly and what state of charge you target the battery having at the end of the flight. That sets the amount of power you would draw from the electric system over the duration.

Then you take the balance of the power needed for cruise and you provide that with the combustion system. ” The EEL’s batteries are housed in a cargo pod mounted on the belly of the airplane.

The EEL has demonstrated flight operations in California and Hawaii and recently arrived in the UK to participate in the Future Flight Challenge. While the EEL did generate some interest as a commercial product, Noertker said, "we’re focusing our energy [on the Caravan] as a launch product."

Hybrid Aviation – The Next Step In Commercial Flight

While the initial flights, operated in partnership with Hawaii-based Mokulele, are being scheduled as a proof of concept, it’s hoped the aircraft will get official FAA certification by 2021 to allow it to enter full commercial service.

In the age of carbon reduction, the principle of greatest attention is propulsion. Racing to reduce carbon emissions, engine and fuel manufacturers alike have set their sights on sustainable aviation fuel (SAF) as a replacement for conventional jet fuels.

While a positive step, there is a question that must be answered: what next? Ampaire’s Dr. Susan Ying, SVP, Global Operations helped AirlineGeeks answer that very question. Flight marketplace Surf Air Mobility, which earlier this year announced plans to acquire Ampaire, is raising funds to see the Caravan STC project to completion.

"We have the core team in place and are actively hiring," Noertker said. “Anybody who reads this, go to our career site; There are plenty of opportunities. ” "But the principles behind it [are similar]," he continued.

What The Pilot Sees

"The algorithms to control the system safely or to do the battery energy management or the pilot interfaces and displays… all the systems engineering and requirements flow down to ensure the ultimate safe operation of that plane."

In what will likely be seen as a significant step toward improving the environmental credentials of air travel, Ampaire has retrofitted existing aircraft with electric powertrains, hoping to cut down C02 emissions and address high operating costs.

The Eco Caravan upgrades the standard Cessna Grand Caravan with Ampaire's integrated propulsion system of a compression ignition engine and an electric engine. A battery pack in a body fairing preserves passenger and cargo capacity for the aircraft.

As to the technology that will be employed to turn the Caravan into a hybrid-electric airplane, Noertker revealed some details, but others are still being held close to the vest. "The analogy I like to use is the system architecture looks and feels kind of like a Prius [hybrid-electric car]," he said. "It does not need to be charged or plugged in at each destination.

That’s important because… it mitigated two major issues with early electric cars. Number one was range anxiety. You couldn't go very far just on battery. Number two was a lack of charging infrastructure. Where would you plug in when you got to your destination? ”

From canvas to composites, the airplane as we know it has been redefined throughout the history of flight. Yet, despite the Wright Flyer having long faded into obsolescence, the principles of flight remain. Those principles - control, lift and propulsion - comprise a three-legged stool on which all aircraft must stand;

it's a stool that Ampaire understands well.if (typeof ez_ad_units! = 'undefined') {ez_ad_units.push ([[300,250], 'airlinegeeks_com-medrectangle-3', 'ezslot_4', 102, '0', '0'] )}; __ ez_fad_position ('div-gpt-ad-airlinegeeks_com-medrectangle-3-0'); That said, managing weight will be important, as is always the case in aircraft design.

"There are some technical challenges and areas where you need innovation in managing the weight of the system," Noertker said. "It's the thoughtful integration of thermal systems and structural systems to ensure that you have a safe, reliable, and high-performing system while minimizing the weight because anywhere we can minimize weight, you can maximize payload." He added that after the PT6 engine

is removed, the existing mounting structure will be used for the hybrid-electric support system and thermal and power management systems. Following a three-phase approach, Ampaire has outlined a plan that it believes will deliver electrified aircraft to the industry in the fastest and most reliable way possible.

The stages, aptly defined as ‘today’, ‘tomorrow’, and ‘beyond’, are far from realized; Ampaire validated its first stage in a project collaborated with Hawaiian airline Mokulele Airlines in 2020.if (typeof ez_ad_units! = 'Undefined') {ez_ad_units.push ([[250,250], 'airlinegeeks_com-box-4', 'ezslot_6', 103

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important; margin-top: 15px! important; max-width: 100%! important; min-height: 250px; min-width: 250px; padding: 0; text-align: center! important} "If we were using a traditional combustion engine, let's say we're putting a different type of [Pratt & Whitney] PT6 into the Caravan, it looks like maybe a 12-month program for that certification. Because the technology is relatively novel—

hybrid-electric — that's why we're saying 2024. But that one-year re-engineering is an order of magnitude less time than it would have taken for a new airplane. That's really what the strategic direction and decision were for us to not

invest in a new aircraft type for our first product. ” One aspect of advanced air mobility technology that Ampaire will not incorporate at this point is autonomous operation — flying without a pilot. Other companies, such as Xwing and Reliable Robotics, are developing autonomous Caravans, but Noertker doesn’t want to duplicate their efforts and spend valuable certification effort on autonomy.

"Our core value proposition that we're beginning with is electrification," he explained. But at some point, it may make sense to adopt autonomous technology for simplified pilot operation or reduced pilot count. With a background working on robotics for NASA’s Jet Propulsion Laboratory, he added, “When it comes to autonomous systems and navigation, this is a passion of mine.

So we've been very thoughtful about whether or not to include it in launch products. "

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