The Duncan Intelligence is a free, technical newsletter for business aircraft owners and operators. Written in-house by Duncan Aviation's technical representatives, each edition includes technical tips and advice on topics and trends in business aviation. It is a free, monthly e-mail subscription for aviation enthusiasts around the world.
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Selecting the right business jet is a high-stakes investment, but the sheer volume of data can make narrowing your search feel overwhelming. Duncan Aviation has simplified this process with an updated Model/Market Summary that compares everything from hourly operating costs to full-seat range across the latest airframes. Check out how this tool can streamline your next acquisition and help you identify the perfect model for your mission.
A fresh coat of paint is more than just a cosmetic upgrade—it’s a regulatory event that varies significantly by jurisdiction. While the FAA views painting as routine maintenance, authorities like EASA classify it as a design change requiring formal approval. Learn how understanding these regional nuances can help you avoid costly administrative delays and keep your aircraft compliant across international borders.
As business aviation fleets modernize, many aircraft are still carrying the literal weight of the past. Removing obsolete avionics and legacy antennas can reduce maintenance burdens, improve performance, and boost resale value. This article explores why streamlining your aircraft’s configuration is a strategic investment in long-term operational efficiency.
Customers often assume failures can’t happen when they aren’t flying but talk to any of Duncan Aviation’s Satellite Shops, and we’ll confirm it’s a very common occurrence.
What can ground an aircraft faster than a failed component? Documentation. When you think about what keeps your aircraft airworthy, you usually think of tangible systems such as engines, avionics, landing gear, and flight controls. Rarely does paperwork top the list. It should.
Duncan Aviation Tech Reps have fielded a number of calls recently from Lear 35/55 operators needing assistance because the autopilot pitch command is inoperative in one direction.
Some earlier S/N 604s are coming due for the 192-month landing gear restoration but may be confused with the 96-month repetitive cycle in the restoration requirement versus the 96-month Detailed Inspection requirements.
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.
Honeywell stopped production of the RM-850 Radio Management Units (RMUs) in 2006. Then on November 8, 2010, Honeywell announced there may not be enough suitable replacement parts for these RMUs to be repaired.
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, 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?
Antenna corrosion is usually not found until an equipment failure is noticed. By that time, it might be too late.