Preventative Maintenance: What can you do yourself?

By laura | Published: August 31, 2010

Some aircraft buyers have been asking….”Can I do the maintenance myself?”

While doing some of the maintenance yourself on your used aircraft can help you save some money, make sure you really know what you are doing. According to the FAA regulations, pilots (who are not A&Ps) are allowed to perform “Preventative Maintenance” on their own  aircraft as long as they do not operate the aircraft under part 121, 127, 129, or 135.  So what is “preventative maintenance”?

Below are 31 items that you as a Private Pilot can do to your own aircraft:

  1. Removal, installation, and repair of landing gear tires.
  2. Replacing elastic shock absorber cords on landing gear.
  3. Servicing landing gear shock struts by adding oil, air, or both.
  4. Servicing landing gear wheel bearings, such as cleaning and greasing.
  5. Replacing defective safety wiring or cotter keys.
  6. Lubrication not requiring disassembly other than removal of nonstructural items such as cover plates, cowlings, and fairings.
  7. Making simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces. In the case of balloons, the making of small fabric repairs to envelopes (as defined in, and in accordance with, the balloon manufacturers’ instructions) not requiring load tape repair or replacement.
  8. Replenishing hydraulic fluid in the hydraulic reservoir.
  9. Refinishing decorative coating of fuselage, balloon baskets, wings tail group surfaces (excluding balanced control surfaces), fairings, cowlings, landing gear, cabin, or cockpit interior when removal or disassembly of any primary structure or operating system is not required.
  10. Applying preservative or protective material to components where no disassembly of any primary structure or operating system is involved and where such coating is not prohibited or is not contrary to good practices.
  11. Repairing upholstery and decorative furnishings of the cabin, cockpit, or balloon basket interior when the repairing does not require disassembly of any primary structure or operating system or interfere with an operating system or affect the primary structure of the aircraft.
  12. Making small simple repairs to fairings, nonstructural cover plates, cowlings, and small patches and reinforcements not changing the contour so as to interfere with proper air flow.
  13. Replacing side windows where that work does not interfere with the structure or any operating system such as controls, electrical equipment, etc.
  14. Replacing safety belts.
  15. Replacing seats or seat parts with replacement parts approved for the aircraft, not involving disassembly of any primary structure or operating system.
  16. Trouble shooting and repairing broken circuits in landing light wiring circuits.
  17. Replacing bulbs, reflectors, and lenses of position and landing lights.
  18. Replacing wheels and skis where no weight and balance computation is involved.
  19. Replacing any cowling not requiring removal of the propeller or disconnection of flight controls.
  20. Replacing or cleaning spark plugs and setting of spark plug gap clearance.
  21. Replacing any hose connection except hydraulic connections.
  22. Replacing prefabricated fuel lines.
  23. Cleaning or replacing fuel and oil strainers or filter elements.
  24. Replacing and servicing batteries.
  25. Cleaning of balloon burner pilot and main nozzles in accordance with the balloon manufacturer’s instructions.
  26. Replacement or adjustment of nonstructural standard fasteners incidental to operations.
  27. The interchange of balloon baskets and burners on envelopes when the basket or burner is designated as interchangeable in the balloon type certificate data and the baskets and burners are specifically designed for quick removal and installation.
  28. The installations of anti_misfueling devices to reduce the diameter of fuel tank filler openings provided the specific device has been made a part of the aircraft type certificate data by the aircraft manufacturer, the aircraft manufacturer has provided FAA_approved instructions for installation of the specific device, and installation does not involve the disassembly of the existing tank filler opening.
  29. Removing, checking, and replacing magnetic chip detectors.
  30. The inspection and maintenance tasks prescribed and specifically identified as preventive maintenance in a primary category aircraft type certificate or supplemental type certificate holder’s approved special inspection and preventive maintenance program when accomplished on a primary category aircraft provided:                                                                                                                                                                                                                      (i) They are performed by the holder of at least a private pilot certificate issued under part 61 who is the registered owner (including co_owners) of the affected aircraft and who holds a certificate of competency for the affected aircraft (1) issued by a school approved under Sec. 147.21(e) of this chapter; (2) issued by the holder of the production certificate for that primary category aircraft that has a special training program approved under Sec. 21.24 of this subchapter; or (3) issued by another entity that has a course approved by the Administrator; and        (ii) The inspections and maintenance tasks are performed in accordance with instructions contained by the special inspection and preventive maintenance program approved as part of the aircraft’s type design or supplemental type design.
  31. Removing and replacing self_contained, front instrument panel_mounted navigation and communication devices that employ tray_mounted connectors that connect the unit when the unit is installed into the instrument panel, (excluding automatic flight control systems, transponders, and microwave frequency distance measuring equipment (DME)). The approved unit must be designed to be readily and repeatedly removed and replaced, and pertinent instructions must be provided. Prior to the unit’s intended use, an operational check must be performed in accordance with the applicable sections of part 91 of this chapter.
  32. Updating self_contained, front instrument panel_mounted Air Traffic Control (ATC) navigational software data bases (excluding those of automatic flight control systems, transponders, and microwave frequency distance measuring equipment (DME)) provided no disassembly of the unit is required and pertinent instructions are provided. Prior to the unit’s intended use, an operational check must be performed in accordance with applicable sections of part 91 of this chapter.

So why might it be a good idea to do your own preventative maintenance on your aircraft? Two reasons. One, you can save money by doing things yourself. With shop rates around $75 per hour, getting a simple oil change can be expensive. More importantly, however, when doing some maintenance yourself, you are getting to really know your airplane. Troubleshooting and general care will be easier because you will understand more about your aircraft.

Make sure if you start doing your own preventative maintenance that you properly log and document what you have done in your airplane’s logbook. If you have any questions, you can always ask your A&P. Many would be happy to let you watch them as they do these tasks on your airplane, and then the next time you can do it yourself.

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Freight Dog Days

By laura | Published: August 27, 2010

A few years ago, I was flying freight in a Cessna 210. My route was usually Tampa to Miami, with the occasional stop in West Palm Beach, Ft. Lauderdale, Orlando, and a few other places. I did this two to three times a night, racking in about 7 hours of flight time a day. A lot of the time logged was night and actual IMC. Great experience for what my goals were. I loaded and fueled the airplane myself, and it was definitely not a glorious job. Lifting and throwing 100 lb coolers into the airplane, then 110 bank bags. while on the hot ramp in the afternoon in Florida with mosquitos everywhere was not what I had dreamed about when I decided to become a pilot. I did get in great shape, however, but working until 2 AM Monday through Friday took a lot out of me.

Before signing up for the freight job, I had worked as a flight instructor at the local flight school. We were a Cessna Pilot Center, which meant we had newer Cessna 172s, including one with a Garmin G1000 cockpit and air conditioning. 90% of my flights were when the winds were fairly calm and the skies were clear. If I didn’t feel like flying, I didn’t. It was pretty laid back and stress free.

Interior of a newer Cessna 172

When I got the job at the freight company, I honestly thought the guy was joking when he showed me the airplane I would be flying. It actually had duct tape on it; and that duct tape was serving a legitimate purpose. Oh geeze! Everything in the Cessna 210 had been stripped. Everything. The interior had, of course, one seat,  but it also had no door panels or headliner, it was stripped to the metal inside. The outside wasn’t much prettier. Looking at the panel, I saw no GPS or digital radio. I figured I wouldn’t have a GPS, but it took me a few times to remember not to start dialing in the next radio frequency because I couldn’t have one in STBY to switch over.

I was the only female pilot in the company at the time, actually come to think about it, I might have been the only female employee in the company. So let’s just say I heard lots of interesting late night talk on the company frequency. The company frequency was basically the only thing that kept us pilots sane. At 1 AM, after your third flight from Tampa to Miami, your brain is fried, your body is sore, and you’re lonely and most of the frequencies are dead. So you become friends with the faceless pilots on the company radio. There were some fun talks on there, mostly just the guys B.S.ing about usual guy stuff. I got an earful most nights, but it was entertaining. It was nice too, on those awful weather nights when you’re getting tossed and thrown around, to hear that you’re not alone, even though you feel that way.

I worked at the company for just under a year. The typical pilot worked there a couple months. I remember many walking off on their first day. It was harder than it looked, but it was also much more fun than it appeared. I met some good friends at the company and had some great times. I also learned more in 10 months than I have in all the rest of my experience flying. I learned to do things I really didn’t want to do. I pushed my comfort level and became a much better pilot. I experienced things that most pilots won’t. There were nights my hands were shaking and my heart was racing, and I swore I was never coming back. But I did. Every day. Why? Because in some sick way, I loved it. I was the one flying as opposed to sitting in the right seat and instructing or watching someone else fly, I was facing fears, and I was becoming the kind of pilot I wanted to be.

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Determining the Airplane for You

By laura | Published: August 25, 2010

So you’ve decided to buy your first airplane. It can be an exciting, yet nerve-wracking experience. Here’s a few tips to get you started.

What are your needs?

Will you be flying short business trips that usually involve you  and the occasional passenger? Or do you need a family airplane that can fit you, the kids, the dog, and luggage? Where are you planning on going? What is the elevation of your area and the areas you intent to fly? These questions here will help you narrow down some choices.

Keep in mind that most 4 seater aircraft do NOT fit four adults plus fuel. Don’t figure for number of seats as you would in a car. Just because the airplane has 4 seats, doesn’t mean it can carry 4 people. Check out the useful load for the airplane and determine your needs accordingly. Also, make sure you are realistic about who will be coming with you. There are countless owners out there who’s significant other refuses to get in an airplane with them. Make sure that if you have someone else you plan to tote around, that they are in for the ride!

If you plan on doing business trips or you and one other person going for a weekend getaway, a Piper Archer or a Cirrus SR22 may be right for you. Both these planes will hold two people, luggage, and full fuel. However, if you, your wife, the two kids, and the dog are planning on longer trips (ie, lots of luggage) that happen frequently, then maybe a Piper Aztec (assuming your multi-engine rated) or a Cessna 210 would work best. Both those airplanes have decent speed and can hold just about anything you could think to put in them.

Are you flying around at sea level in Florida, or taking off and landing in the mountains of Colorado? There is a big difference in what kind of performance you will need here. You may need to opt for the larger, turbocharged engine if most of your flying is at high elevations.

What is your budget?

I know, it’s not a fun subject. Keep in mind that the cost of ownership does not just involve the payment of the airplane and fuel. You will have insurance, storage, routine maintenance, and unexpected maintenance. These numbers will depend on your experience level, the type of airplane you buy, and where you intend on storing. Make sure you have enough money saved for maintenance reserves for both routine and unexpected maintenance. The more you fly, the more it will cost you. However, not flying enough will also cost you! More into that later.

Once you have a number down, let’s say for example, $100,000, see what’s out there for that price. You could get a brand new Light Sport Aircraft (LSA), a later model Piper Archer, or an older, outdated Cessna 310. So this comes back to what your needs are. Keep in mind that an older airplane may end up costing you more in maintenance, and you may need to put more money aside for upgrades and overhauls.

Financing

You need to talk to some good aviation lenders and see what the current rates are if you plan on financing. Fleet Capital is a major aviation lender and AOPA is always a good place to start. There are still lenders out there, but these days, they are requiring a little bit more money down. Shop around and do your homework.

Experience

Don’t let your experience hold you back, but don’t buy way more than you can handle…and get insured for! A newly certificated pilot with 55 hours might fall in love with a Piper Meridian, but that might be a little too much airplane. I’m not saying you need to go buy the same model Cessna 172 you did you training in, but maybe there can be a compromise, like a Beechcraft Bonanza. Once you have more experience (including an instrument rating!) and time under your belt, and are used to a higher performance airplane, then you can re-evaluate your needs.

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Which Type of Flight School is Best?

By laura | Published: August 17, 2010

When researching flight training, everyone will come across the decision to go to a FAA part 141 or part 61 flight school. I am often asked which is better. The truth is, neither. Both schools have their advantages and disadvantages, however, both will lead you to your goal of being an FAA certified pilot.

Part 141 Schools

Part 141 Schools, such as Delta Connections Academy, Embry Riddle, etc, are known for training lots of professional pilots each year.

The advantages to a 141 school are the following:

  • Structured Environment
  • Typically newer flight training aircraft
  • FAA approved simulators
  • Lower flight time requirements
  • Will often have financing options available
  • Often have flight instructor job opportunities once qualified
  • Career counseling

Some of the disadvantages of a 141 school are:

  • More expensive per hour
  • Less flexible scheduling

With a Part 61 Flight School you will have the following advantages:

  • Flexible Scheduling
  • Pay as you Go
  • Less expensive aircraft options (depending on the flight school)
  • Less expensive per hour

Part 61 Flight Schools

A Part 61 flight schools is going to be a local flight school at the local, smaller airports. They tend to be more relaxed and a little less structured, and are often more appealing to the person who is currently working and needs a schedule that can work for them.

A Part 61 Flight School has the following disadvantages:

  • May be harder to get financing
  • More flight time requirements
  • May not offer ground school classes, meaning you have to pay the hourly rate to do ground lessons with your instructor
  • Less structured curriculum- depending on the school and the instructor

So, how do you choose? It depends on many factors. Are you planning on becoming a professional pilot, or do you just want your private pilots license? How many days per week are you going to commit to flying and studying? Do you need financing? Would you be willing to move, temporarily, to go to flight school?

If you just want to get your pilots license for fun and learn on your own time, then a Part 61 Flight School is probably best. You can schedule your flights around work, and fly when it’s convenient for you. The issue I have come across with students, is that if they are not flying 3 times per week, they will not retain all the information between lessons. If you fly only once per week or less, then much of your next lesson will be spent reviewing the previous lesson. When flying multiple times per week, the student retains the information and muscle memory needed to progress quickly. The more often you fly, the more money you will save as well.

If you are planning on becoming a professional pilot, a structured environment with a school-like environment may be the best choice. You can typically go from no flight time to Commercial Pilot in months if you are serious. You could do this at a Part 61 school as well, it will just take more dedication from you (but you could end up saving money!).

Your best bet is to talk to students and instructors at both types of schools. Take a tour, check out the rates and the airplanes. The more questions you ask, the better. Also, feel free to ask me any specific questions you may have. Happy flying!

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How to Save Money During Flight Training

By laura | Published: August 10, 2010

As a Certified Flight Instructor, I am often faced with students with a big dream to fly, but not as much financial backing as they would like. Trying to help students cut costs during flight training without cutting corners is a big challenge, but there are a few tips to help.

When you decide to begin flight training, you may only have one choice for a flight school in your area. However, some larger metro areas will have multiple flight schools in the area. If you have multiple flight schools in your area, call around and ask for their aircraft rates. Don’t be talked in to their brand new airplane with the latest technology.

Cessna 172

You can get your license for about 1/2 the price per hour by flying their older Cessna 152 instead of the new Cessna 172 with the G1000. Once you get further into your flight training, or after you get your license, you can easily get checked out in the Cessna 172 within a couple hours.

Cessna 152

Many flight schools will offer “block” discounts or other packages. For example, if you buy 10 hours upfront, they will often give you a discount. Sometimes they will have different packages with different discounts depending on how much money you put down. Obviously, not everyone can front the money, but if you can, it can save a little money.

Another way to save money, as simple as it sounds, is do as much studying at home as possible. You wouldn’t believe how little some of my students would study, and it would end up costing them a lot in extra ground school. Before an instructor can sign you off as prepared for a check-ride, they must make sure you understand the material. This means hours and hours of extra ground school, at a typical rate of $40 per hour. If you ask your instructor what your next lesson is covering (if he or she doesn’t tell you), you can go home and go over the requirements of the maneuvers and the relevant information related to that lesson. So for example, if your next lesson covers stalls, you can read up on how to perform stalls, look at videos of people performing stalls, understand what types of flight conditions a stall typically occurs during, different types of stalls, etc. This will help tremendously, because you will be VERY prepared for your lesson. Instead of learning about the maneuver, you are just learning how to perform the maneuver.

Another option, which many people don’t think about is to buy an airplane that you could use for training. When I was starting my flight training, I looked around at the cost of used airplanes. I found a used 1961 Piper Colt for sale for $14,000. I used it to build a lot of time (700 hours) and it only burned 5 gph. Four years later and a new radio and transponder, and I sold the airplane for $16,000. Not too shabby!

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Doing a Leaseback

By laura | Published: August 4, 2010

So you just bought yourself a 2003 Cessna 172. This happens to be what your local flight school is looking for. You know that your budget is a little tight now, and that you won’t be using the airplane ALL the time. Should you lease your used aircraft back to the flight school? It could be a great deal, but just make sure you understand what you are getting yourself into before you sign the dotted line.

When you buy a used airplane for yourself, you will probably end up flying it about 100 hours a year. You will be the only person flying it and you will know how it’s been flown and taken care of. When it’s time to sell, you have a good idea of what it’s worth and the next buyer will be pleased by the low time and well-maintained airplane.

If you lease your Cessna 172 out to the local flight school, you will see it’s airframe and engine hours go up faster than you can think. Instead of 100 hours per year, they are racking up 100 hours a month. Now your 2003 Cessna 172 has the airframe hours of a 1980 Cessna. The engine will wear down faster with the constant power adjustments from simulated emergency procedures and excessive run ups, take offs, and procedures involving full power to idle. These things are very hard on the engine. Also, the airframe is going to be abused by the excessive landings, many of which will be hard landings and bounces. When you go to sell this airplane, keep in mind that it is now a “trainer” and will receive much lower offers.

On the bright side, you will have an airplane that is maintained by the flight school and, depending on the deal, get your airplane nearly paid off for you. This will make selling it at a much lower price easier to handle since a good portion of the airplane was paid for by leasing it back to the flight school.

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How to Attract Qualified Buyers When You Have a Used Aircraft for Sale

By laura | Published: July 26, 2010

So you’ve decided to put your used aircraft up for sale and now you’re wondering where you’re going to find interested, and qualified, buyers.  After all, it’s not as easy as trying to sell your house where everybody who drives by can see the sign in your yard.  You COULD use white shoe polish and write “Plane For Sale” on the window but not many people will be able to see it when you’re that high up in the sky.  So how do you get the word out, and more important, how do you attract qualified buyers, when you have a plane you want to sell?

Used Aircraft for Sale

Your first best bet is to advertise at the local hangars and airports in your area, and at any mechanic shops that might service planes.  If there are local pubs or diners in your area where pilots hang out, it would be a good idea to hang flyers there, too.

Of course, this is only going to get the word out locally that you have a used aircraft for sale.  If you want to generate some real interest, and maybe start a potential bidding war for your plane, then an even better idea would be to list your plane on one of the online sites for selling used aircraft.  Do a simple search for “used aircraft” and you’ll find several sites willing to assist you with your listing.

The best thing you can do though when you have a used aircraft for sale is to make sure it’s in top flight condition and that you have all the necessary paperwork, log books, licensing and documentation available for potential buyers to inspect.   It’s also important that you know, before you start negotiating, just how much you need to get out of your plane when it sells.  Without a budget in mind, you could end up leaving a lot of money on the table in your haste to negotiate a deal.

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The Other Costs

By laura | Published: July 21, 2010

Purchasing a used airplane is an exciting adventure. Sometimes, however, the buyer can get so caught up in the airplane and the purchase price, that they forget about the other costs involved in owning an airplane and can end up exceeding their budget.

Besides the initial cost of the airplane, here are some other costs to consider: insurance, routine maintenance, unexpected maintenance, hangar/storage, additional training, and a small percentage for “other.”

Insurance should be considered before you purchase an airplane. Call up a few different insurance carriers and ask for quotes in the airplane you are looking for. The more experienced of a pilot, and the less “complex” the airplane is, the cheaper your insurance will be. For example, when I had 2,000 hours of flight time, I owned a 1961 Piper Colt (valued at approximately $25,000), my insurance was just under $800 per year. Having your instrument rating will drastically reduce your insurance, and make you a better pilot.

Routine maintenance should include your oil changes (you could do these yourself, but still have to budget for supplies), annual inspection, all Airworthiness Directives (ADs), and anything else that may be necessary for your plane on a routine basis. It is good to speak with a mechanic before choosing which model aircraft you are interested in. Mechanics can give you a lot of insight into what airplanes are “maintenance hogs,” and which tend to be more reliable and have less issues.

Hangar or storage is another major monthly cost. Yes, you can use the outdoor tie-downs, but to protect your airplanes value and condition, you’ll want to protect it from the elements. Hangars can be just shade hangars which are just an overhead cover, to a fully enclosed, automatic opening door hangar. These will range from $100 to over $500 depending on location and size of aircraft.

Your insurance carrier may require yearly training, and the FAA requires a flight review every two years. It’s still a good idea to go up with an instructor once a year and brush up your skills, especially if you don’t fly all the time. Make sure you stay current, especially with IFR regulations. If you have any questions about requirements, you can post below or ask a local flight school or FSDO.

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The debate over light twins

By laura | Published: July 12, 2010

Buying a used airplane can be challenging and frustrating. With so many choices, some people don’t even know where to start. Many people frequently ask me if it is safer to own or purchase alight twin engine airplane as opposed to a larger single engine airplane. They automatically assume that since the airplane has a second engine, that it is safer. Unfortunately, this is not the case. Here are a few reason why you may want to consider a single engine airplane as opposed to a light twin.

Maintenance

Maintenance on a light twin will be much greater than a single. Having two engines mean twice as many things to go wrong. During the annual maintenance inspection, it will also cost more because of the second engine that they have to go through. Most light twins are also older, increasing the risk for more maintenance and higher maintenance bills.

Cost

While the initial purchase price of a light twin might seem like a great deal, especially now, it is usually not over the long term. These aircraft will use a lot more fuel and oil than a comparable single engine airplane. For example, a Piper Senecaburns approximately28gallons per hour and cruises at about 170 knots. It has 6 seats with a useful load of 980. Compare this to a Cessna 210 which burns around 17 gallons per hour, also cruises at 165 knots, and has a useful load of approximately 1200. The Cessna 210 will also be less to insure and maintain.

Safety

Here is where the debate really begins. Some people claim a multi-engine plane is safer because if you lose an engine, you can typically maintain your altitude and fly until you reach an airport with maintenance facilities. This, opposed to a single engine airplane with an engine failure and you are now gliding to a field, road, or if you’re very lucky, airport. Statistics do not show that an airplane with 2 engines is any safer than one, however, I believe (as do many pilots), that an EXPERIENCED pilot can have a safer flight with a multi-engine airplane. Unfortunately, statistics show that inexperienced or pilots who aren’t very current, are less safe in a multi-engine piston than they are in a single engine piston.

So if you are making long trips over water, or are going to be using your airplane often and do not care about the higher costs, a light twin may be for you. However, if you are more of an occasional flier that will be taking short trips and would like to save on costs with maintenance, insurance, and fuel, a single engine is probably the better way to go.

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If I’m not qualified to fly an airplane, can I still buy it?

By laura | Published: July 9, 2010

This is a question I have received from many students of mine. Many people get their pilots license and plan to buy a used airplane that they can take their family on vacation and take themselves on business trips with. They quickly realize that the Cessna 172 that they have been training in is not going to be the best aircraft for them. Maybe they have their eye on a nice used Piper Malibu, or a Cessna 310; neither of which they are qualified to fly. The first question is often, “Can I still buy this airplane?” Followed with, “How do I test fly it?”

Once you have found the airplane that seems like it is right for you, see if you can talk to some owners of the airplane. Not just ones trying to sell, but people that own the airplane and have for years. You will get quality insight from them. They can tell you specific quirks and some airplane specific things to be aware of and expect. If you are not qualified to fly the airplane or aren’t comfortable flying it, talk to the insurance company you plan on using first, and then speak with a flight instructor. Sometimes, the insurane company will require you to go to a specific flight training school, such as SimCom or Flight Safety, or they may just require you to do 5 hours with a qualified instructor.

If you find the particular airplane for sale that you would like, have the owner and the flight instructor, if possible, go along for the flight. As a flight instructor, I have helped a few students/pilots go up in high performance single engine pistons that they weren’t comfortable in yet. I took the airplane up and did a few maneuvers to see how it handled. These are things that they were not comfortable doing on their own, but wanted to see be done. It is nice to see how the airplane handles in a stall, slow flight, etc. before you make the purchase.

If the test flight and pre-buy inspection go well, you can purchase the airplane. Make sure you know what you are getting into with the insurance. Take care of that quickly so that you will be able to fly around in your new-used airplane soon. Keep in mind, if you are only rated in a single engine airplane, you can buy a twin engine airplane and get instruction in it. You may also use it to take your checkride. Many insurance companies will require you to have around 25 hours in type before they will insure you, so doing your training in the airplane should count towards that. If you have any other questions, ask your insurance company, a flight instructor, or leave a comment and I’ll find out the answer for you!

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