Staying Connected And Informed At Any Altitude With Airtext
To continue conducting business, operators need to stay connected to their contacts on the ground while at any altitude, anywhere in the world. Here is a low-cost alternative.
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To continue conducting business, operators need to stay connected to their contacts on the ground while at any altitude, anywhere in the world. Here is a low-cost alternative.
We urge a thorough inspection of this specific area during all future maintenance, especially as part of a pre-purchase evaluation, to detect and address cracks early.
Not sure why the engine computer light begins to flash after several flights and the only fault you can see is fault code 237, ECTM Buffer Filled? Keep reading to learn more.
Many factors will cause a low or high oil pressure indication on TFE731 engines. One of the more common causes is a faulty Breather Pressurizing Valve (BPV).
The unit requires to be function tested every 1200 hours or 36 Months, whichever occurs first. However, we have often witnessed that these actuators do not make it between function tests.
Because of the high probability of future corrosion around the fasteners of the front center panel ahead of frame 10, Duncan Aviation strongly recommends to comply with SB 392.
The first step to troubleshooting an inoperable NAV is to identify the NAV source the pilot was using at the time of the failure.
Business aircraft satellite television services for some early model systems will be discontinued in the continental United States as early as March 31st.
The wiring harnesses for nose wheel anti-skid transducers are known to break down internally which can cause intermittent anti-skid issues.
Troubleshooting an autopilot altitude hold INOP squawk involves a complicated decision tree that includes several steps and scenarios. Here are three questions to get started.
The regulatory requirements for a return to service for RVSM maintenance and inspections can be very confusing.
Our pre-buy evaluation checklist was created to detect the most commonly found discrepancies we see daily while performing routine and structural inspections.
We have found a large portion of the inspected oxygen masks to have defective/cracked flow fuses. Replacing the mask is the only corrective action.
Engine cracks have been found as small as a couple of millimeters to as long as six inches.
There is limited capacity for the Lear 40 & 45 8-year landing gear inspections coming due this summer.