Gulfstream Heated Drain Masts Failing
Several recent Gulfstream inspections have revealed failed heated drain masts on GII through GV models.
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Several recent Gulfstream inspections have revealed failed heated drain masts on GII through GV models.
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If your aircraft is RVSM certified, you are required to carry an RVSM manual on board the aircraft at all times. This manual is critical for providing instructions on how to maintain the RVSM capability of your aircraft. It includes items such as repainting the RVSM area, repairing damage and routine maintenance.
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Certain model King Airs are subject to the battery being discharged below minimum starting limit if the aircraft has been static for even a few days. The cause of this might be the cockpit blowers.
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This information is meant to help Falcon operators who are new to the EASy cockpit or for those who may have forgotten how the APU Oil Level Test sequence operates.
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All aircraft have unique hotspots for corrosion; Citations are no exception. This article addresses blue water corrosion concerns for Citation models 500, 550 & 560.
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Securaplane Sealed Lead Acid (SLA) Main Ship Batteries have technology that beats NiCad, Lead-Calcium and Lead-Antimony in every category of performance. They can ultimately save operators hundreds, if not thousands, of dollars annually.
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If your landing gear was overhauled, exchanged or had maintenance performed on it during the period of April 1, 2005, and March 31, 2009, there is a chance that it contains parts that are susceptible to hydrogen embrittlement.
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During inspections of the Falcon 50 baggage door, Duncan Aviation technicians have found a formed rib to be cracked in the radius. During the next 2A+, make sure to conduct a thorough visual inspection of this area. Because the baggage door is part of the pressure vessel, it requires the manufacture to be notified...
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Pratt & Whitney recently released SB30393, recommending that the Electronic Engine Control (EEC) support brackets be replaced within 300 hours to help eliminate problems due to vibratory stresses.
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A recent Astra SPX customer had incoming discrepancies for the #1 & #2 Engine DEEC buffers filling up every flight. Also, the thrust reversers weren’t deploying on touch down until about 80 knots. The main landing gear ground contact switches were to blame.
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