How to Delete an Aircraft Profile

Deleting an Aircraft Profile is easy, but it is permanent.

1. Locate and View the AC Profile you want to Delete:

2. In the opened AC Profile, locate and click the DELETE button:

3. If you are sure, click the red “Yes, delete this aircraft profile” button.  You will never be able to retrieve that profile again, and we will not be able to retrieve it for you, so please, proceed with caution:

The AC Profile is now permanently deleted.

– – – – – – – – – – – – –

Have more questions? Contact Us

Monday thru Thursday: Open from 9:00 AM – 5:00 PM

Friday, Saturday & Sunday:  The office is Closed. Calls, voicemails and emails will be responded to within a reasonable amount of time.


AD Toolbox Cloud Server Slowed

If you are experiencing issues using our site, it is due to our cloud server host with Microsoft, who is having a global outage. You can keep an eye on their status here:

*Make sure when using the copy/duplicate functions, to double check the data integrity, as it it is possible that some information may not transfer over in it’s entirety.  We have tried this ourselves and have NOT run into any data loss, but it is good to be diligent and check data integrity.

If you have any concerns, please contact us at (540) 217-4471

Weight and Balance Revision Issues

Weight and Balance Revision Issues?

Calculations seem off?  Check your numbers, then double check.

If the calculations aren’t working out, double check all your hand typed-numbers, in every field.  It’s likely that they might need adjusting.

We had a customer call to say the calculations weren’t working, but they were.  One of his math equations in the “As Received” section was incorrect.  After fixing the numbers, all calculations were correct.

If you possibly received incorrect numbers from previous work, it could cause the final calculation to be incorrect.  If you feel YOUR numbers are right, make sure the numbers you “inherited” from previous work is accurate.


    • Maximum (Allowable) Weight:  the Aircraft Manual will be the source for this figure.
    • Calculation: Maximum (Allowable) Weight, less Empty Weight, must equal Useful Load, mathematically.

AS RECEIVED:  (Typically, “As Received” means someone else weighed the aircraft, before you received it)

    • Previous Weight and Balance Date:  This date is always before you received it.
    • Empty Weight:  This number comes from the last document or report as W&B Calculations.
    • Useful Load:  Maximum Weight – Empty Weight = Useful Load
    • Empty Weight  x  CG (Arm) = Moment

REVISIONS:  (What has been removed, and what has been added.)

    • Moment + Moment Column Totals = New Moment
    • When you remove an item, be sure to include the minus (-) sign before the numbers.
    • The Moment will be auto-calculated, after you have added the Weight and Arm, then click Save.

NEW:  (In this section, all numbers are auto-calculated.)

    • Choose either As Calculated or As Weighed, click SAVE.

Here’s a great W&B reference video, from AeroGuard:

Want to review the FAA’s Weight and Balance Handbook?

Click here to Download:

Calculation Guide:

– – – – – – – – – – – – –

Have more questions? Contact Us

Monday thru Thursday: Open from 9:00 AM – 5:00 PM

Friday, Saturday & Sunday:  The office is Closed. Calls, voicemails and emails will be responded to within a reasonable amount of time.

FAA Moving Database

FAA Moving AD Databases Aug. 16

The FAA is decommissioning several Airworthiness Directives databases Aug. 16, 2022, in the Regulatory Guidance Library, including:

  • Emergency Airworthiness Directives (EAD)
  • Airworthiness Directives (AD)
  • Airworthiness Directives: Biweekly (AD Biweekly)

After Aug. 16, the AD documents will only be available on the newly developed Dynamic Regulatory System (DRS).

FAA officials note that PDF tutorial guides for the new system are available if you contact them via email at

You can subscribe to receive notifications about published ADs and EADs by navigating to the FAA GovDelivery Service. If you are already subscribed to notifications, you don’t have to take any other action, FAA officials reported.

Additionally, the FAA will continue to mail copies of the AD Biweekly, which is a paid subscription of all ADs issued in the Federal Register over the previous two-week period, officials noted.

REPUBLISHED from General Aviation News:

FAA moving AD databases Aug. 16

– – – – – – – – – – – – –

Have questions? Contact Us

Monday thru Thursday: Open from 9:00 AM – 5:00 PM

Friday, Saturday & Sunday:  The office is Closed. Calls, voicemails and emails will be responded to within a reasonable amount of time.

Search ADs by Keyword

Would you like to be able to search every AD with a specific keyword?

Now you can, in just a few simple steps:

LOGIN to the AD Toolbox.

1. On the LEFT panel, click AD & TCD Search.

2. Click Single AD Search.

3. Click Search by Keyword.

4. Type in your keyword(s):

Note:  When running any type of search, we often say “LESS is MORE”.  So for example; if you’re looking for “Wing Strut Corrosion”, just type in “Wing Strut”.  Another example is if you’re looking for a plural word, type it in singular instead, for example:  plural “Seat Rails” could be searched for as singular “Seat Rail” and you might get more results to look through.

5. Click the Search button:

6. Scroll through the Results list, and click on the AD Number to view the text:

7. The AD will contain the same word(s) that were in your search:

8. Click the Print View button to print the AD.

To go more in depth, we’d like to remind you to first run your initial KEYWORD SEARCH.  If you get a long list of results, you can always use the FILTER SEARCH to narrow down the results.

The FILTER search is typically located at the upper right hand corner of  your Search results list:

So for example, in the Keyword, you could type wing.

A long list of results will appear.  You can narrow that list down by typing spar into the filter search box.

– – – – – – – – – – – – –

Have more questions? Contact Us

Monday thru Thursday: Open from 9:00 AM – 5:00 PM

Friday, Saturday & Sunday:  The office is Closed. Calls, voicemails and emails will be responded to within a reasonable amount of time.

How to Delete a User in a Multi-User Account

Need to DELETE a User in your Multi-User list?  It’s easy, here’s how:

1. Login to the Member Dashboard and locate the My Profile area.

2. Click the Multi-User Manager button:

3.  Click the red DELETE button in line with the User to be removed:

4. Click the YES DELETE button to confirm, or CANCEL to stop:

Delete is complete.  You will now be able to fill the empty space with a new User.  Here’s how to ADD a New User:

How to Add Users to Your Multi-User Account

– – – – – – – – – – – – –

Have more questions? Contact Us

Monday thru Thursday: Open from 9:00 AM – 5:00 PM

Friday, Saturday & Sunday:  The office is Closed. Calls, voicemails and emails will be responded to within a reasonable amount of time.

Looking for an airplane – Things to consider

Looking for an airplane — Things to consider

​I bought my first Maule in 1993. It was an 1970 M-4 220 with original Razorback cover and mid time engine. I decided I would recover it with the Poly Fiber process and have it ready to go the next spring. Two and a half
years later I finally got it in the air! First bit of advice.  Don’t buy a project because you think you will save money or with the idea of making money when you sell it. Do a project if you enjoy working on airplanes. If you
want to fly. Pay a bit more, find a good sound airframe and engine, put gas in it and go flying.
So far I’ve owned the M-4 220, an M-5 235 that I modified to an M-6, and an MX7 160. All started out as projects. All took longer than I thought they would to complete. In the process I’ve gained some experience about used Maules and what to look for when buying. I’ve seen a lot of people buy a cheap airplane only to find out in a couple of years they can’t afford to  maintain it in good airworthy condition. So they lose interest and sell the airplane. Second bit of advice. It takes money to own and maintain an airplane. Be prepared for unexpected expenses and know they are part of owning an airplane.
This seems to happen most often with engine related issues. Most of the problems can be traced back to the engine sitting around for years at a time with low usage. I’d rather buy an engine that had 1500 hours on it in the last 5 years than one that is 20 years old and only has 500 hrs. total time. When I bought the MX7-160 it had 300 hrs since overhaul, 50 hrs since tear down and inspection for prop strike, but had set 2 years without flying. We did an annual inspection. It had great compression, low oil consumption and ran great for 80 hours. Then I started noticing higher oil use. To make a long story short I ended up tearing the engine down, replacing the cam and lifters, polishing the crank and honing the cylinders. The lifter faces were starting to deteriorate and little flakes of metal were floating around in the oil grinding away on all the other engine surfaces. I had changed the oil and cut the filter open three times and never found a thing to worry about. I’m sure if I had run it another 50 hours I would have needed a major over haul.
Low engine usage equals rust equals problems. If you are looking at an airplane with low time usage, take the cowling off and take a good look. What’s the condition of the cylinder base nuts and the overall appearance of the case? What does the hardware on the fire wall look like? All this has been sitting in the same environment as the internal engine parts. How can they be much different?
Most aircraft are advertised as “sold with fresh annual” or ” recent annual”. I would rather negotiate a deal where I hired a mechanic to do an annual inspection and the owner paid for the items that needed to be repaired or replaced. The sign off doesn’t mean the airplane will fly for a year with no problems.  Only that at a certain designated time someone  certified it was in airworthy condition. I once picked up an airplane with a fresh annual, hopped in and flew it a couple of hours before stopping for a rest room break. Coming back to the airplane I found oil dripping out of the cowling and a 24″ puddle of oil on the ground. After close inspection I came to the conclusion nothing major was wrong but that every gasket and seal that could leak was leaking! After two years the new owner has most of the leaks contained.
Deferred maintenance is perhaps the biggest “gotcha” of new airplane ownership. Not every previous owner or mechanic is a fraud. The mechanic is perhaps just trying to help his friend and client sell the airplane he has only flown 10 hours in the last two years. Why take the mags off for the 500 hour inspection since the engine runs and starts fine? No use to put the owner through that expense since he is selling the plane and if he keeps it he will only fly a few hours anyway. Last December I helped a client move a freshly annualed airplane from Seattle to Cut Bank. We were to head back east with it but weather got in the way and we decided to leave it in Cut Bank and continue on in the spring. Since it was here for the winter the client decided to have the local maintenance facility fix a few things so it would be ready next spring. On inspecting the spark plugs it was found that every plug failed the “go/ no go” test gauge. This was 8 hours of flight time since it had been signed off. Yes the engine started and ran OK but how long until plugs start to fail? Champion makes the test gauge for a reason.
On the other side of things remember you are purchasing a used 20, 30. or 40 year old airplane. Not everything is going to be perfect and the seller shouldn’t have to fix every little thing. You’ll have to live with some imperfections. Come to a price that will leave you some room to take care of different maintenance items you find out about but can work on later. (Look at the “second bit of advice” above.)  The other option for some is to pony up and buy a new airplane.
More Things to consider

Over the last 30 years I have been a student of all things Maule. I have purchased a couple of aircraft and have helped clients with flight training and the purchase of aircraft. There is no guarantee when purchasing a used airplane. If at all possible physically set eyes on the airplane and take a ride in it. That might be enough to make the decision to keep looking for another airplane. For the most part I would say that no matter how much research and inspecting you do there will always be mechanical problems with your “new” acquisition. Some will be easy to correct others can become a financial hardship. Over time I have come to find certain phrases in ads that flag possible future problems. Here they are in no certain order.

Sold with fresh annual  Always have a pre-purchase inspection done with a mechanic of your choice. If you can be there that is a plus. Set out what items you want looked at. If you want to pay for a full blown annual inspection that’s fine. There are items of an annual inspection set out in Ch.43 apx.D. Get a flat rate price for the inspection. Inspection means looking at the aircraft, not repairing what you find. Discrepancies can be paid for by the owner or discounted off the purchase price. Have this in a written agreement ahead of time.

All compressions in the 70s   Compression readings will tell you the rings and valves are seated and working correctly. If there is a problem only that cylinder need be repaired. That will cost some money and time but it is not out of the ordinary. It is not a good indicator of overall engine health. The real and expensive problem is internal corrosion. A borescope of the cylinders might give some indication of problems, but on the Lycoming’s there is no way to get a good look at the cam and lifters. The problem might not show up for another 70 or 80 hours. That is the expensive problem to remedy. You have to take the engine out and tear it down. If the owner has a long track record of oil analysis records that is a plus. One or two samples is not adequate.

Flown regularly  For some people that might mean once every six months! Not every flight hour is created equal. Once a week around the patch and back in the hangar is not good.  A once every six weeks, four hour cross country may be better. The best scenario is to have the engine oil temperature of 180F and held there for an hour or so to get best life out of the engine.

Author –  Rick Geiger

​I bought my first Maule in 1993. Over the years the aircraft has proven to be rugged and reliable. I have learned a few things along the way that might help you avoid some of my mistakes and expenses of owning and operating an aircraft.

*Re-posted with the author’s permission.  See original article here:

Adding an STC to an AD Report

Need to Add an STC to an AD Report?

It’s easy, here’s how:

Open the AD Report you want to add the STC to.

In the “AD REPORT PREP” screen:

Click “Add ADs/Service Documents”

Click “Add Manual AD/Service Document”

Click “Other Documents”button

Populate the fields in the ‘ADD OTHER DOCUMENT’ window and click “Add to Report”.

The STC will now be listed at the end of your AD report in the “Other Documents” section.

– – – – – – – – – – – – –

Have more questions? Need help? Contact Us

Monday thru Thursday: Open from 9:00 AM – 5:00 PM

Friday, Saturday, Sunday & IA Seminars:  The office is Closed. Calls, voicemails and emails will be responded to within a reasonable amount of time.