Page 18 - Volume 10 Number 8

– A Phase is not an Annual
by Dean Benedict
MAINTENANCE TIP
Any time an aircraft broker calls me about a pre-buy them thinking in terms of phase inspections, special
inspections, and tracking cycles in addition to hours.
King Airs have special inspection items due at a variety of calendar intervals – 12, 24, 30, 36 months, etc. Just because something is due every 12 months doesn’t mean it’s the equivalent of the annual inspection required by piston-powered aircraft. I’m surprised when people, who I think should know better, call everything an annual. It’s a nomenclature issue.
Normally I don’t kick up a fuss about nomenclature and proper language, but this one is a sticking point for me. So remember: King Airs don’t get “annual inspections,” but they all need some kind of maintenance on an annual basis.
Why can’t I just get a Phase I-IV every other year?
You can! Beech calls it the “Biennial Inspection Program.” There are three requirements to be eligible for this program. First, if you are flying less than 200 hours in a 24-month period, an average of 8.5 hours per month, or less (this program is for low-usage King Airs). The second requirement is an interim inspection at the 12-month mark in alternate years between the biennial Phase I-IV. There’s a checklist for it in the maintenance manual; essentially, it’s a thorough operational check on the aircraft. Obviously, any discrepancies noted must be remedied. The third requirement is a declaration in your logbooks that the aircraft is on the Biennial Inspection Program. You can’t go two years without a phase and then suddenly decide you are doing the biennial program.
I don’t come across a lot of King Airs on the biennial program, but when I do, they are usually in bad shape. Oftentimes the interim inspection hasn’t been done; or if it has, it’s been pencil whipped. Special inspections are ignored or glossed over. Too many owners think it’s
inspection and asks, “How much would an annual
cost for a King Air?”, it makes me wonder if this is their first shot at selling one.
A few months ago, I was invited to speak at the local Flight Standards District Office (FSDO) for their Inspection Authorization (IA) renewal class. My audience was full of A&Ps renewing their IA certificates, plus half of the people from the FSDO was there for the free food. Afterwards, while chatting with the attendees around the refreshment table, one guy asked me how many signoffs I get each year for my own IA renewal. I said it averaged around five to eight per year. “Really? I figured you’d have a lot more with all those King Airs you do!”
King Airs Don’t Get “Annual Inspections”
As soon as I said King Airs don’t get annual inspections, he cut me off abruptly and declared loudly, “Every aircraft must have an annual inspection per FAR 91.409(a)(1). Do I need to show you?” Suddenly this casual conversation was going ugly.
As I paused and took a deep breath, I mentioned the numerous exceptions and options that follow 91.409(a)(1) for nearly two full pages. Ultimately he realized that the King Air Phase Inspection program is a factory-recommended program per 91.409(f)(3). This is acceptable in lieu of an annual inspection, and an IA certificate is not required for the logbook signoff.
I received my IA certification in 1985 and have always had more than enough eligible signoffs for automatic renewal from the FAA – Dukes, Barons and Bonanzas make up the bulk of them. The only time I list a King Air on my IA renewal summary is when I have Form 337s (Major Repairs or Alterations) to report.
I’ve been working with aircraft owners transitioning from the piston to the turbine world for 45 years. I help wean them off of the annual inspection idea and get
16 • KING AIR MAGAZINE
AUGUST 2016