Executive Air KGRB and the RVSM goal are to reduce the vertical separation above flight level (FL) 290 from the current 2000-ft minimum to 1000-ft minimum. This will allow aircraft to safely fly more optimum profiles, gain fuel savings and increase airspace capacity. The process of safely changing this separation standard requires a study to assess the actual performance of airspace users under the current separation (2000-ft) and potential performance under the new standard (1000-ft).
Equipment: Air Data Tester, Mode S Transponder
Let us help you with your RVSM and Recertification checks. Call us at 920-498-4880 or visit our contact us page at www.executiveair.com to schedule an appointment with one or our certified technicians at Executive Air KGRB.
Why you have to change the oil in your aircraft?
The reason we change oil in our aircraft engines every 25 to 50 hours is not because it breaks down. It's because it gets contaminated after 25 to 50 hours in an aircraft engine. In fact, it gets downright filthy and nasty. Dihydrogen monoxide (DHMO) is a highly corrosive chemical that is produced in copious quantities during combustion. DHMO can cause great harm to costly engine components when it blows by the piston rings and contaminates the engine oil. You may be more familiar with DHMO's common chemical formula: H2O.
Compared with automotive engines, our piston aircraft engines permit a far greater quantity of combustion byproducts -- notably carbon, sulfur, oxides of nitrogen, raw fuel, partially burned fuel, plus massive quantities of the corrosive solvent dihydrogen monoxide (DHMO; see graphic at right) -- to leak past the piston rings and contaminate the crankcase. This yucky stuff is collectively referred to as "blow-by" and it's quite corrosive and harmful when it builds up in the oil and comes in contact with expensive, bottom-end engine parts like crankshafts, camshafts, lifters and gears.
To make matters worse, avgas is heavily laced with the octane improver tetraethyl lead (TEL), which also does nasty things when it blows by the rings and gets into the crankcase.
So one of the most important reasons that we need to change the oil regularly in our Continentals and Lycomings is to get rid of these blow-by contaminants before they build up to levels that are harmful to the engine's health.
Call us at 920-498-4880 or visit our contact us page at www.executiveair.com to schedule an appointment with one of our certified mechanics at Executive Air KGRB.
Safety 1st, Let Executive Air KGRB handle your Annual Inspections.
Any reciprocating engine or single-engine turbojet/turbopropeller-powered small aircraft (12,500 pounds and under) flown for business or pleasure and not flown for compensation or hire is required to be inspected at least annually. The inspection shall be performed by a certificated airframe and powerplant (A&P) mechanic who holds an inspection authorization (IA) by the manufacturer of the aircraft or by a certificated and appropriately rated repair station. The aircraft may not be operated unless the annual inspection has been performed within the preceding 12 calendar months. A period of 12 calendar months extends from any day of a month to the last day of the same month the following year. An aircraft overdue for an annual inspection may be operated under a Special Flight Permit issued by the FAA for the purpose of flying the aircraft to a location where the annual inspection can be performed. However, all applicable ADs that are due must be complied with before the flight.
Safety 1st, Let Executive Air KGRB handle your 100-Hour Inspection
All aircraft under 12,500 pounds (except turbojet/turbopropeller-powered multi-engine airplanes and turbine powered rotorcraft), used to carry passengers for hire, must have received a 100-hour inspection within the preceding 100 hours of time in service and have been approved for return to service. Additionally, an aircraft used for flight instruction for hire, when provided by the person giving the flight instruction, must also have received a 100-hour inspection. This inspection must be performed by an FAA-certificated A&P mechanic, an appropriately rated FAA-certificated repair station, or by the aircraft manufacturer. An annual inspection, or an inspection for the issuance of an Airworthiness Certificate may be substituted for a required 100-hour inspection. The 100-hour limitation may be exceeded by not more than 10 hours while en route to reach a place where the inspection can be done. The excess time used to reach a place where the inspection can be done must be included in computing the next 100 hours of time in service.
Call us at 920-498-4880 or visit our contact us page at www.executiveair.com to schedule an appointment with one of our certified mechanics at Executive Air KGRB.
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Equipment: Air Data Tester, Mode S Transponder
Let us help you with your RVSM and Recertification checks. Call us at 920-498-4880 or visit our contact us page at www.executiveair.com to schedule an appointment with one or our certified technicians at Executive Air KGRB.
Why you have to change the oil in your aircraft?
The reason we change oil in our aircraft engines every 25 to 50 hours is not because it breaks down. It's because it gets contaminated after 25 to 50 hours in an aircraft engine. In fact, it gets downright filthy and nasty. Dihydrogen monoxide (DHMO) is a highly corrosive chemical that is produced in copious quantities during combustion. DHMO can cause great harm to costly engine components when it blows by the piston rings and contaminates the engine oil. You may be more familiar with DHMO's common chemical formula: H2O.
Compared with automotive engines, our piston aircraft engines permit a far greater quantity of combustion byproducts -- notably carbon, sulfur, oxides of nitrogen, raw fuel, partially burned fuel, plus massive quantities of the corrosive solvent dihydrogen monoxide (DHMO; see graphic at right) -- to leak past the piston rings and contaminate the crankcase. This yucky stuff is collectively referred to as "blow-by" and it's quite corrosive and harmful when it builds up in the oil and comes in contact with expensive, bottom-end engine parts like crankshafts, camshafts, lifters and gears.
To make matters worse, avgas is heavily laced with the octane improver tetraethyl lead (TEL), which also does nasty things when it blows by the rings and gets into the crankcase.
So one of the most important reasons that we need to change the oil regularly in our Continentals and Lycomings is to get rid of these blow-by contaminants before they build up to levels that are harmful to the engine's health.
Call us at 920-498-4880 or visit our contact us page at www.executiveair.com to schedule an appointment with one of our certified mechanics at Executive Air KGRB.
Safety 1st, Let Executive Air KGRB handle your Annual Inspections.
Any reciprocating engine or single-engine turbojet/turbopropeller-powered small aircraft (12,500 pounds and under) flown for business or pleasure and not flown for compensation or hire is required to be inspected at least annually. The inspection shall be performed by a certificated airframe and powerplant (A&P) mechanic who holds an inspection authorization (IA) by the manufacturer of the aircraft or by a certificated and appropriately rated repair station. The aircraft may not be operated unless the annual inspection has been performed within the preceding 12 calendar months. A period of 12 calendar months extends from any day of a month to the last day of the same month the following year. An aircraft overdue for an annual inspection may be operated under a Special Flight Permit issued by the FAA for the purpose of flying the aircraft to a location where the annual inspection can be performed. However, all applicable ADs that are due must be complied with before the flight.
Safety 1st, Let Executive Air KGRB handle your 100-Hour Inspection
All aircraft under 12,500 pounds (except turbojet/turbopropeller-powered multi-engine airplanes and turbine powered rotorcraft), used to carry passengers for hire, must have received a 100-hour inspection within the preceding 100 hours of time in service and have been approved for return to service. Additionally, an aircraft used for flight instruction for hire, when provided by the person giving the flight instruction, must also have received a 100-hour inspection. This inspection must be performed by an FAA-certificated A&P mechanic, an appropriately rated FAA-certificated repair station, or by the aircraft manufacturer. An annual inspection, or an inspection for the issuance of an Airworthiness Certificate may be substituted for a required 100-hour inspection. The 100-hour limitation may be exceeded by not more than 10 hours while en route to reach a place where the inspection can be done. The excess time used to reach a place where the inspection can be done must be included in computing the next 100 hours of time in service.
Call us at 920-498-4880 or visit our contact us page at www.executiveair.com to schedule an appointment with one of our certified mechanics at Executive Air KGRB.
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