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file FAA_Approval_G109_Time_Extension.pdf
Extension of FAA AD for Grob G109 & G109B
Stu Ostrander reports:

About a year ago, an English mechanic, discovered a potential issue on the Grob G109 and G109B. He maintains about 30 of them and is an obvious expert on the model. He described the issue, and also wrote up the repair procedure he used when a defect was found. He submitted his findings, pictures, and written procedure to Grob.

Grob misinterpreted his data and subsequently issued a bulletin which ultimately found its way to the FAA. The FAA, working with its European counterpart and Grob, properly issued an “Airworthiness Directive” on all Grob G109’s with a compliance date of tomorrow, Oct 9th.

Several of us were unhappy with the recommendation (based on Grob’s faulty information) which seemed to gloss over common sense. Last Monday, several critical bits of information were uncovered which compelled me to call the head of the FAA department that had issued the AD. Not only was he very congenial, he was also quite enthusiastic to correct a potential error and promised me he would get an individual assigned to work with me. One day later, I was contacted by the assigned technical guy. By Friday, an amendment to the original AD was issued giving us an incremental 3 months to develop a more correct approach to the concern.

There is still a concern about the outcome of this issue because the FAA must once again, in lieu of any other input, rely on Grob and EASA (European equivalent of the FAA). US owner participation is essential at this time to preclude Grob getting the solution totally wrong for us. It would be a travesty if Grob and EASA were to blandly recommend replacement of all nose plates instead of correctly correlating no corrosion on the exposed portion to no action required.
09 Oct, 2012 File size: 753 kb Downloads: 1101
file FAA AC61-94.pdf
FAA AC 61-94 Pilot Transition Course for Self-Launching or Powered Sailplanes (Motorgliders)
This advisory circular provides recommendations, but is not the only means, that may be used by glider pilots who desire to transition into sailplanes or gliders with self-launching capability.
27 Apr, 2009 File size: 1.57 mb Downloads: 1549
file FAA AC21-17-2a.pdf
FAA Advisory Circular 21.17-2A Type Certification of Gliders & Powered Gliders
Advisory Circular related to the Type Certification of Fixed-Wing Gliders (Sailplanes), Including Powered Gliders
27 Apr, 2009 File size: 540 kb Downloads: 183
file FAA_News Jun_2009.pdf
FAA Avaition News May/June 2009
“I am quite confident that a test pilot can replicate those numbers [performance “book” numbers] in the factory airplane 50 percent of the time. I can also tell you that with my level of experience, in a 60-year-old airplane, there was a day I couldn’t do it.” Dave Swartz speaks from experience. Swartz is an aeronautical engineer with the FAA’s Aircraft Certification Service and a pilot. He’s also a survivor of a takeoff accident. As Swartz explains in his article “More than Math: Understanding Performance Limits” in the May/June issue of FAA Aviations News, “it’s really a mixed bag…One of my mistakes was taking the book numbers too seriously. They didn’t take into account the tailwind I didn’t know I had.”
26 May, 2009 File size: 4.45 mb Downloads: 661