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.
Dassault has published the Supplemental Maintenance Manual Chapter 5s, and operators are encouraged to update their logbooks.
After performing the standard shutdown and reboot of the aircraft to clear the fault, the CAS message still posted.
These components are often “on-condition,” meaning that there is no requirement from the OEM to identify or track the aircraft battery replacement cycle as part of their inspection program.
Recently, I have experienced an increase in the number of inquiries about the Attitude Heading Reference System (AHRS) in the Learjet 31A. Between Service Bulletin (SB) 31-34-9, the Illustrated Parts Catalog (IPC) 34-24-11 and the Aircraft Maintenance Manual (AMM) 34-28-00, there are numerous errors.
Most operators are aware of these limits and track their time and usage to schedule replacement when required. But what about the life-limited aircraft parts contained WITHIN aircraft assemblies?
FANS 1/A – CPDLC is one of the many components of NextGen and will play an integral part in many aspects of future systems.
Recently, a Hawker 800XP being tested for the Stall Detector Functional test at Duncan Aviation exhibited an open #2 pitot system.
An inefficient ECU heat transfer can result in a hot cabin, even with the temperature control in auto mode with “Max Cool” selected.
Antenna corrosion is usually not found until an equipment failure is noticed. By that time, it might be too late.
There are a number of problems that can exist when a “pressurization bump” is reported upon takeoff. When troubleshooting, don’t overlook the opening of the L/H main air valve.