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Brian, We had two C70s at Mid Atlantic Soaring until recently. I think one sold, not sure if the other one is still in the trailer hangar or not. Haven't seen it fly in years. The new Part 23 is a real cluster. Nobody knows how it is supposed to work. They were supposed to be working on ASTM...

3DDave, you do realize that perhaps as much as 20 to 30% of general aviation aircraft don't have an electrical system. No power to supply ADSb, not enough usefull load to carry additional equipment. It really doesn't come down to money as the cost of ADSb out equipment is coming down. It has...

For all the Navy CDAs, we use commercial providers, require Part 145 repair stations do most of the depot level work. Since most bases have access restrictions, the O level work is done by contractors and most of those contracts require an A&P certificate. We also require following FAA paperwork...

Keep in mind that Congress has pressed the military to purchase Commercial Derivative Aircraft because of the alleged cost savings. Whenever possible, each branch tries to get commercial aircraft and modify them. Each service has their own Airworthiness Office, but they all cooperate and can...

Thanks for the replies. I agree that the aircraft already meets the regulatory requirements, but flying low level will place the airplane at greater risk for bird strike, and the 25.775 requirement is only for a 4 lb bird at Vc, and only withstand that without penetration. Studies have found...

I don't think it would be appropriate to use DAL as a substitute for reliability. That said, it is appropriate to determine the safety criticality of the various components and be sure that software developed for those boxes (or the functions within the boxes) to the appropriate DAL level. If a...

I'm frequently asked to evaluate the impact of a significant change to the flight spectrum that an aircraft was designed to. An example I'm currently working on is a large corporate jet type aircraft that normally has a GAG cycle of TO, climb to between FL300 to FL450, cruise for several hours...

"Ground looping is a particularly nasty problem in tailwheel aircraft " - been flying tailwheel aircraft for almost 50 years, most in tailwheel aircraft. I don't consider ground loops to be a real problem. I think you are trying to find a solution to a problem that really doesn't exist. The...

Something to think about with a spare wheel (assuming it is assembled with the tire), here in the US, that would be considered a pressure vessel and would be Hazardous Material. Again, here in the US it can be done if it is shipped without being inflated, but if it is shipped with it inflated...

What LiftDivergance said. An AD is a REGULATION and compliance must be exactly as stated otherwise you have not complied with the AD. Any deviation from the "as written" AD requires an AMOC.

To add to this a little, use AC 43-210A as a guide. As a Function Code 51 DAR, I'm required to use the AC for all Field Approvals. As a DER with repair and alteration authority limited to what can be Field Approved, I find the AC very helpful in organizing what is required for a given alteration.

Any change in shape will have an impact on the pressure sensed, the real question is how much, and do you really care? If the change is due to erosion and occurs over time you will never notice it. If it is from impact damage, it happens once and the change is immediate and you may see it, but...

Gann, I worked as a CNC machinist for many years. Even multi axis machines behave about the same as the old Bridgeports. You may be able to get away with less fixturing and fewer set ups with a multi axis machine, and have more rigidity and higher HP machines, but you still have the same metal...

In the US, FAA has no time limit for training. If one works for an Air Carrier, or a Repair Station, each of those entities are required to have some training program and that program may require recurrent training on some calendar basis. If you are doing NDT work for a repair station of air...

From a design stand point consider a simple idea, When you apply a tolerance of +- .X, the cost to fabricate will be $, go one step farter to +-.0X cost goes to $$, go to +-.00X cost goes to $$$ and on and on. Again from a design standpoint you can specify whatever tolerance you want, but what...

Be careful which F-18 variant you are looking at. the early A, B, C, and D are completely different than the E & F and G.

I suspect that the stab angle sensor and the cg computer are on the same data bus, along with lots of other systems. Hence the concept of highly integrated systems. It could be something as simple as one of the sensors is throwing a bit when it's not supposed to, or the sensors aren't properly...

I don't really see anything about cable proximity to other cables. There are things that say that splices aren't supposed to come any closer than 2" to pulleys and fairleads. Each time you make a bend, the drag on the cable system will increase, so you may end up with heavier control feel...

Mohr1951, We used the same book (Aerospace Propulsion Powerplants)in the late '70s at Parks also. Years later when I was teaching Powerplants at Fairmont State, I used it to supplement the text they made us use then. While most current production GA airplanes are using alternators based on...

From the base document, does this help? Flammability: Test in accordance with MIL-STD-2223 method 1006 Procedure A Requirements: Duration of after-flame 3 seconds (max) Flame travel 3.0 inches (max) No flaming of tissue