Annual Inspection and Maintenance for Owners

[niss]

The following is a article I have written for those who own an airplane, or are looking to own one and are concerned with the costs of maintenance. At the time of this writing I have only ever owned a 1966 Piper Cherokee 140 fixed pitch non retractable, with a Lycoming O-320 engine, so I can only speak to aircraft similar to this. It is also worth mentioning that as this aircraft is based in Canada this article will reference Canadian laws and terminology.

Below is a list of tasks I feel that each owner/operator should do in order to safely operate their aircraft and (hopefully) keep maintenance costs down. There is no accounting for cost increases for things just breaking or parts timing out, and this list is by no means exhaustive, but I do feel it is a good start for those in or entertaining ownership.

1 - Get involved, book a day off work and help with the annual. Most AMEs don't mind. There is a lot of tedious stuff involved that you really don't need to be paying an engineer shop rate to do like unscrewing access panels, covers, etc, and the engineers are usually all to happy not having to waste their time on the mundane stuff too. This gives you an intimate knowledge of your a/c and saves a couple of bucks.

2 - Do your own maintenance. As the owner of an aircraft you are entitled to do certain things under Elementary Maintenance (http://www.tc.gc.ca/eng/civilaviation/r ... a-2458.htm). The first time you do these, do it under instruction from your AME to ensure you are doing it right. Some things you can do that will save you big money are cleaning, gapping, and replacing spark plugs, changing tires & tubes, changing oil, changing fuel, oil, and air filters, cylinder compression checks. By doing these yourself you save labour on the shop rate, as well as shop mark-up on material by buying it yourself. The other benefit is again an intimate knowledge of your aircraft.

3 – Research! A lot of an engineer’s time is spent shuffling paperwork. One place to save him/her some grief and by extension your dollars is to do your own Airworthiness Directive research. Go to Transport Canadas CAWIS Page (http://wwwapps3.tc.gc.ca/Saf-Sec-Sur/2/ ... .asp?rand=) and type in your aircraft Ident. A list will pop up with the AD’s that affect your airplane. Go through ALL of them and make a list of which ones affect your airplane (some only apply to engines that were overhauled in a particular shop, etc). Do this at every annual or 100 hr inspection to ensure they are current. In Canada it is not the AME’s obligation to check for AD compliance. It is the owner & the pilots. Make sure that all AD’s are taken care of or legally deferred otherwise your airplane isn’t airworthy.

4 – Shop around. Discuss this part with your AME first as not all are ok with you supplying your own parts. If they are there are a lot of places to purchase parts that regularly need to be replaced. Air filters, vacuum filters, gas filters, oil filters, rocker cover gaskets, spark plugs, Oil. These are consumables that you can save a fair amount on over the maintenance life of the aircraft if you buy on your own.

5 – Learn good practices! Be an Aviator not an Operator. Learn to finesse your aircraft. You can save a lot of headaches and money by flying your aircraft properly. An over-rich fuel air mixture can lead to spark plug fouling, over-lean can lead to running excessively hot, detonation, and other nasty things for your engine. Ensure that your engine is properly warmed before starting. The cylinders on aircraft engines are often tapered with the top being narrower than the bottom. If your engine isn’t sufficiently warm before starting you slam the pistons into the too tight top. A warm engine also means the oil will flow better and you will reduce the metal on metal wear. Your engine is your life line. Remember, that the good engine giveth and the good engine can taketh. Your engine reliably keeps your aircraft aloft, but mismanagement can also require an early overhaul which can cost $15,000 plus! Baby your engine!

6 – Oil & Fluid Analysis. Every oil change, take an oil sample and send out for analysis. This will show you what elements are in your oil and whether the engine is making metal on a small scale. This will allow you to see if a bad situation is slowly creeping up, hopefully giving you time to rectify it, or worst case scenario save up for it.

7 – Read! There is tons of good information to be found. There are many good books out there with information on maintenance, as well as manufacturer websites. Lycoming & Continental have great information on caring for and operating their engines:

http://www.lycoming.textron.com/support ... index.html

http://tcmlink.com/visitors/index.cfm

I also recommend the following books:

Airplane Maintenance & Repair by Douglas S. Carmody ISBN 0-07-011937-6 can be found at http://www.amazon.ca/dp/0070119376 (American book referencing American laws, but great guide for certain things you can do under elementary maintenance).

Aircraft Reciprocating Engines by Jeppesen available at http://amzn.com/0891000755 (Great book for understanding your engine, covering what is what and why.

I hope you have found the above helpful. Like I stated earlier this all just came around from my experiences as an aircraft owner. I am not an Aircraft Maintenance Engineer, so my knowledge is quite limited, but every annual I do partake in the inspection and repair of my aircraft, and in doing so I have increased my proficiency in my flying and my maintenance, as well as have managed to save some money.

While doing the above will not necessarily save you thousands of dollars on an annual inspection, it will save some time and money on items that would otherwise have an AMEs talents and your funds wasted on. At the very least it will increase your knowledge of the aircraft and give you a better feel for what the airplane is trying to tell you, and make you a safer pilot.

[niss]

Previous examples of work done at annual inspections on my airplane:

Work Report for Piper Cherokee 130 S/N: 28-21375 C-FUBC

Airframe: Tach Time: 2370.77 Hobs time 2404.4 TTSN 5728.8

Engine: TSN: 4768.6 TSO: 1954.8

Propeller: TSN: 1141.2 TSO: 0.0

Total Time Since New Hours 5728.8 hrs.
Emergency locator transmitter Model found installed. AC Model E-01 S/N 030496 Next recertification is due May 2009. replace Battery: Due May 2010*
External ELT location placard installed.
All required placards per the Type Certificate TData Sheets and Pilots Operating Handbook found installed.
Researched Airworthiness Directives to date from Transport Canada (CAWIS) Dated May 16, 2008 up to AD2006-03-08.
Compass Swing Record: (*On Actual sheet but removed from this post)
Tachometer Accuracy (A/C Tach. Eng: 1700 / 2000, Master Digital Tach. 1710/2000).
Fire Extuingisher installed. Flag model. ABC-025 S/N 118053C Recertified.
First Aid Kit found installed that conforms to CARS 602.60 AWMs 624.39.
100 Hour inspection / Annual inspection of the complete airplane is maintained in accordance with CAR’s 625, Appendix B, Part 1 and Appndix C as applicable. Piper Inspection Sheet is Used as A guide only.

Airframe Work Completed

Found vertical play in engine throttle. Found throttle cable loose at dash. Tightened nut.
Serviced landing gear oleos.
Lubricated landing gear and all components.
Topped up air in tires: 24psi.
Battery Box had corrosion in it. Removed all and painted with battery box black paint.
Cabin Door Pins loose. Installed new door pins. P/N MS20492-3C13 X2
Red Oil Stain from parking brake. Found to be old. System is not leaking.
Cabin Vent Bracket at pilot feet broken. Repaired with new rivets. P/N CR32123-4-1 X2
Vacuum and Regulator filters replaced. P/N RAD9-18-1 X1, P/N RAB3-5-1 X1.
Some rust on nut of antenna in tail. Removed rust.
Bracket that holds brake line on right side is loose. Tightened bolt.
Small play in right aileron rod end bearing. Checked serviceable. Need to check at next annual.
Removed dead bird in tail section.
Rudder horn rust forming on it. Removed all rust and painted with epoxy primer gray.
Trim drum for elevator has loose bushing. Replaced. P/N 450-413 X1.
Lubricate all cables and pulleys and pivoting points.
Cleande electric pump screen.
Cleaned fuel bowl. Installed new gasket. P/N 462.049 X1.
Drained Carb and found no water. Lockwired plug back in.

Engine Specific Work Completed

Oil leak from rocker cover #3. Replaced new gasket.
Installed new engine air filter. P/N BA3 X1.
Removed engine oil and oil screen. Checked for metal. None found. Put 7 quarts of W100 in. Owner supplied 5. Oil W100 X7.
Couple of teeth on ring gear in rough shape. Filed sharp edges off.
Missing fastener on engine baffle. Installed new bolt.
Checked mag timing. All is ok.
Upper Exhaust clamp is close to rudder rod for steering. Adjusted clamp so it isn’t near steering rod.
Rocker covers removed for 400hrs inspection. Reccomended by piper and because engine is going “on condition”. All checked and new gaskets installed. P/N SL75906 X4.
Put Lycoming engine additive in.
Compression test cold #1 75/80 #2 72/80 #3 75/80 #4 72/80.
Vacuum pump bolt a little loose. Tightened as required.
Mag timing checked ok.
Engine hoses checked ok at this point in time.

Propeller Specific Work Completed

Prop sent to Leavens for 5 year corrosion inspection. Installed propeller. Torqued to specs in MM and lockwired bolts. Work Order #81-0113.

Recurring Airworthiness Directive Compliance Work Completed

AD69-22-02 Failure of control wheel – c/w using AD. No defects found. Next inspection due June 2009.

AD70-16-05 Cracks in muffler – C/w using AD. No Defects found. Next inspection due June 2009.

AD95-26-13R1A Oil Cooler Hose Ruptures – C/W using AD. No defects found. Next Inspection June 2009.

AD CP90-03R2 Exhaust type cabin heater –C/W using AD. No defects found. Next inspection Due June 2000.

Lycoming O-320-E2AS/N L-15941-27A is “ON CONDITION”

- Compression test needs to be done every 25 hrs.

- Run Engine to see if pulls full RPM every 25 hrs.

- Oil and filter needs to be changed every 50 hrs.

- Pilots need to notify mechanics on oil consumption.

- Oil analysis done yearly. Start of the year and at end of the year to see if there is much difference.

AIRFRAME WORK COMPLETED
-Found main tires to be in bad shape. Installed new main tires and tubes. (Tire 6.00X6X6TT Air Hawk QTY 2, Tube 6.00X6 Tube QTY 2)
-Installed new instrument and vacuum filters. (Instrument RA-D9-18-1 QTY 1, Vacuum RA-B3-5-1 QTY 1)
-Brake linings worn. Installed new linings. (Brake lining RA-66-106 QTY 4, Rivet RA105-00200 QTY
-Nut on nose landing gear in poor shape. Replaced with new. (Nut 404 101 QTY 1)
-Cowl screws all rusted and stripped. Installed new ones. (Screw AN32R10 QTY 45)

ENGINE SPECIFIC WORK COMPLETED
-Engine compression test, hot: #1 70/80, #2 75/80, #3 70/80 #4 72/80.
-Removed Oil Filter and checked for metal contaminates. Non found, installed new filter (Filter CH48103-1 QTY 1)
-Drained engine oil and replentished with 7 U.S. Quarts of Aeroshell W100.
-Altenator belt in bad shape replaced with new. (Belt 37B19774-341 QTY 1)
-Spark plugs in bad shape. Replaced all with new. (Spark Plug REM40E QTY
-Found rocker cover gaskets leaking. Installed all new ones. (Gasket SL75906 QTY 4)
- All Engine hoses checked and are servicable until next inspection.

[ArcticKat]

Thanks Niss, as a new pilot looking to buy his first plane this is definately good information for me.

[azimuthaviation]

"Removed dead bird in tail section"

Thats why they pay us the big bucks

[Big Pistons Forever]

The following is a article I have written for those who own an airplane, or are looking to own one and are concerned with the costs of maintenance. At the time of this writing I have only ever owned a 1966 Piper Cherokee 140 fixed pitch non retractable, with a Lycoming O-320 engine, so I can only speak to aircraft similar to this. It is also worth mentioning that as this aircraft is based in Canada this article will reference Canadian laws and terminology.

Below is a list of tasks I feel that each owner/operator should do in order to safely operate their aircraft and (hopefully) keep maintenance costs down. There is no accounting for cost increases for things just breaking or parts timing out, and this list is by no means exhaustive, but I do feel it is a good start for those in or entertaining ownership.

1 - Get involved, book a day off work and help with the annual. Most AMEs don't mind. There is a lot of tedious stuff involved that you really don't need to be paying an engineer shop rate to do like unscrewing access panels, covers, etc, and the engineers are usually all to happy not having to waste their time on the mundane stuff too. This gives you an intimate knowledge of your a/c and saves a couple of bucks.



3 – Research! A lot of an engineer’s time is spent shuffling paperwork. One place to save him/her some grief and by extension your dollars is to do your own Airworthiness Directive research. Go to Transport Canadas CAWIS Page (http://wwwapps3.tc.gc.ca/Saf-Sec-Sur/2/ ... .asp?rand=) and type in your aircraft Ident. A list will pop up with the AD’s that affect your airplane. Go through ALL of them and make a list of which ones affect your airplane (some only apply to engines that were overhauled in a particular shop, etc). Do this at every annual or 100 hr inspection to ensure they are current. In Canada it is not the AME’s obligation to check for AD compliance. It is the owner & the pilots. Make sure that all AD’s are taken care of or legally deferred otherwise your airplane isn’t airworthy.


5 – Learn good practices! Be an Aviator not an Operator. Learn to finesse your aircraft. You can save a lot of headaches and money by flying your aircraft properly. An over-rich fuel air mixture can lead to spark plug fouling, over-lean can lead to running excessively hot, detonation, and other nasty things for your engine. Ensure that your engine is properly warmed before starting. The cylinders on aircraft engines are often tapered with the top being narrower than the bottom. If your engine isn’t sufficiently warm before starting you slam the pistons into the too tight top. A warm engine also means the oil will flow better and you will reduce the metal on metal wear. Your engine is your life line. Remember, that the good engine giveth and the good engine can taketh. Your engine reliably keeps your aircraft aloft, but mismanagement can also require an early overhaul which can cost $15,000 plus! Baby your engine!


7 – Read! There is tons of good information to be found. There are many good books out there with information on maintenance, as well as manufacturer websites. Lycoming & Continental have great information on caring for and operating their engines:

http://www.lycoming.textron.com/support ... index.html

http://tcmlink.com/visitors/index.cfm

I also recommend the following books:

Airplane Maintenance & Repair by Douglas S. Carmody ISBN 0-07-011937-6 can be found at http://www.amazon.ca/dp/0070119376 (American book referencing American laws, but great guide for certain things you can do under elementary maintenance).

Aircraft Reciprocating Engines by Jeppesen available at http://amzn.com/0891000755 (Great book for understanding your engine, covering what is what and why.

While doing the above will not necessarily save you thousands of dollars on an annual inspection, it will save some time and money on items that would otherwise have an AMEs talents and your funds wasted on. At the very least it will increase your knowledge of the aircraft and give you a better feel for what the airplane is trying to tell you, and make you a safer pilot.

I have edited Niss's post to points I would like to particularly strongly endorse. I would also like to put a plug in for aircraft type clubs, that is associations for owners of a particular make of aircraft. I own a Grumman AA1B and find that the type club (American Yankee Association) an absolute invaluable resource for operating and maintianance tips and it only cost $35 a year to join.

Finally I think it is important to talk about the actual costs of maintainance. My experience has been that first time buyers almost always greatly under estimate actual owner ship costs. As a very rough guideline (for a simple 2/4 place metal fixed gear single) you should budget $2000 a year for the annual plus $1000 a year for miscellaneous defect repair in between inspections. I would also plan on putting aside another $1000 a year for major repairs. You may get away with not spending the last grand this year but you will eventually spend any accumulated funds on the every couple of year maintainance "surprise". Note this is for an aircraft that was bought with no outstanding maintainance issues and was properly maintained by the previous owner. Many aircraft are for sale because the price of many years of neglected and deferred maintainance is now coming due.

[iflyforpie]

Many aircraft are for sale because the price of many years of neglected and deferred maintainance is now coming due.

I find this also happens after years of '$500 annuals'. Most planes I've taken in over the years after getting their annual done out of the back of a pickup in the 'big sky' hangar usually generate some sticker shock for the owner.

[iflyforpie]

And be nice to your AME.

I don't know if it is just the weather or if it is my time of the month, but I've got a real hate-on for cheapskate owners right now. I just had a 172 in that was having a generator problem. I told the owner that the most likely culprit was the regulator, which was $400, but I'd poke around a bit to see what else I could find.

He told me that he was going to install an automotive 'Delco' regulator instead because it was 'the same damn thing', and all we were trying to do was rip him off. I gave him an ultimatum. I said that I was only going to install the Cessna regulator, or I wasn't going to work on his aircraft. I then told him that if he didn't like that idea, he could get an 'X' punch and a hammer to stamp out his serial numbers, and put his plane into owner maintenance at which point he would have to buy thousands of dollars of tools to correctly perform maintenance.

After things became civil and we decided that installing approved parts was the best idea (what's the point in even doing an annual if you aren't legal anyways?) I found out it was an aftermarket starter that was incorrectly wired through the generator CB and blowing it. 1 hour for labour and nil for parts.

Most AMOs charge far less per hour than Goodwrench does while getting far less volume. I just put $1200 worth of tires on my truck which is not out of line with a typical parts bill on a median annual.

I've known several owners who have to fly for hours to get maintenance done on their aircraft because they've been run out of every shop in their area. Lots of M1 guys like me are getting real tired of enduring all the BS just to scrape by.

[iflyforpie]

And fly your airplane!!

All those figures BPF said don't really change appreciably with the hours you fly. You just need to throw in $50 or so an hour for gas and oil to go flying. Forget an overhaul reserve because you either are so far away from it you will never fly it off in your lifetime, or it is hanging over you like the Sword of Damocles so a $25/hr reserve is going to mean squat when it actually comes time. If that extra $25/hr is preventing you from flying your aircraft more, it is actually doing more harm than good.

Fuel and oil are the cheapest maintenance you can buy.

[CID]

Niss, I think you need to include a caveat to your "article". It generally applies to owner/operators with limited funds. I know many people who own an airplane because they like to fly, not because they like to do maintenance.

There's always going to be a segement of owners that want to be more hand-on for various reasons, including the desire to save some money. That goes for cars too. Many car mechanics however wouldn't put up with an owner who was continually looking over their shoulder and always trying to get a "deal".

So, sure, I don't have a problem with your article but it doesn't apply to all situations where people own an airplane. I've found that operators with your attitude are not worth my time and effort. The do-it-yourself crowd will always find someone sympathetic to their mission to operate on a strict budget but you just can't make reasonable money in that situation.

[niss]

You are right about the caveat required. While this post was written for people to find out how tonsave money, I still think every owner should stick to at least part of it, for the sake of being an aviator not an operator. It does nobody any good for a pilot to not think beyond turn key, key turn fan, vroom.

[Old Dog Flying]

Niss: Good idea for newbies but not everyone is capable of wrenching without hurting himself. I do much of my own maintenance on my AA1A under the supervision of an AME at an approved shop and I do not quibble over shop rates or reasons for replacing anything that is questionable. I do not try to fix a broken or worn part but replace with new or tagged svcbl parts from a reputable shop.

On the other hand there is my hangar heighbour who bought a 1968 Cardinal in the States...because it was real cheap and imported the piece of junk after being warned by many of us not to touch it. He then screwed the AMO that did the import CofA because he felt that certain gaskets, washers, filters and numerous other items were good enough...CHEAP!

The aircraft was badly weatered requiring a paint job so he got out his obital sander and #100 sandpaper and took off paint, rivet heads and quite a bit of the Alclad. When the spray cans of self-etching primer appeared from Cambodian Trash, I warned him a couple of times about spraying in the hangar with the usual brush-off. Then one night under cover of darkness he set up a jury-rigged lighting system and a compressor run by gen-sets and proceeded to paint the aircraft...until he was caught!..by one of the other guys in the hangar. Needless to say this CHEAP SOB is now facing some interesting situations.

The bottom line is if you have to act like this, you have no business owning an aircraft because sooner or later you will get bitten.

[Rudder Bug]

My annual on the '58 Stubby Piper has never been any cheaper than $2,200 and two full days, my AME and I working together. We are looking at around 40 man hours all together, plus the extra late evening hours he puts fixing and shipping some parts to the repair shop, doing the logs, etc. We do the engine on the first day and the airframe the day after.

The day before my AME shows up, I prepare the aircraft, removing every inspection plates, all four seats and carpets, cleaning the cowlings and whatever's not tidy and shiny. I too, spend at least 1 or 2 k on misc parts and repair every year.

It's worth doing it because my aircraft is getting better and newer all the time and above all, doesn't depreciate with time. I change the oil and do the screen every 25 hour or four month whichever comes first, and send a sample to Black Diamond Labs with interesting results and sound advice.

Even though it would cost me less to rent than to own - yes, you read well -, the pleasure and freedom it is giving me is rewarding and priceless.

From my experience, a five hundred bucks annual can not be done with anything but a pen, and as the ol' saying goes, "If you think safety is expensive, try an accident".

RB

[photofly]

A helpful post, thanks.

I'm pretty sure there's a middle-ground between "hand the AME an blank cheque to feed his extended family" and "install automotive parts only".

[Meecka]

A helpful post, thanks.

I'm pretty sure there's a middle-ground between "hand the AME an blank cheque to feed his extended family" and "install automotive parts only".

WOW man!!! Really!? Dude.. you pay an automotive mechanic more to fix your car, change your tires than you are willing to pay us (AME's) to do a once a year look at your aircraft. do you really think that all of us are out to suck your life savings dry? Seriously! Most AME's dealing with GA aircraft are just barely scraping by! If you are willing to buy the aircraft, maintain the damed thing. Or, if you do not like that option, go the Owner Maintained route, don't waste an AME's, oh so expensive, time, and fix the thing yourself. I wish you good luck with the re-sale.

[photofly]

WOW man!!! Really!? Dude.. you pay an automotive mechanic more to fix your car, change your tires than you are willing to pay us (AME's) to do a once a year look at your aircraft.

Nope, my AME charges more than my car mechanic.

do you really think that all of us are out to suck your life savings dry? Seriously!

When I get billed $600 to replace two spark plugs, it had crossed my mind, yes.

Most AME's dealing with GA aircraft are just barely scraping by!

Possibly. But I'm not, myself, willing to take on the burden of supporting them all, single-handedly.

If you are willing to buy the aircraft, maintain the damed thing.

I'm not sure why you think I don't.

Was all that hostility really deserved?

[comfail]

I'm not a fan of the comparison of automotive vs aircraft maintenance expenses, simply because in 9 years owning a 4 x 4 truck (and 250,000 k) I might be approaching 20 hours of shop time in maintenance/repair. A fixed gear single should take 20 hours for a snag free annual as far as I understand since I don't own an aircraft. That being said I completely understand AME's frustration trying to make a decent living serving us cheapskates who have very little left at the end of the month for discretionary activities. No simple solution to this reality unfortunately, at least as I see it from my vantage point.

Oh and thanks Niss for this and your other informative posts, someday when I get my sh*t together I will be buying a plane and appreciate the info.

[Rudder Bug]

When I get billed $600 to replace two spark plugs, it had crossed my mind, yes.

Was all that hostility really deserved?

If you get billed $600 for two plugs, it's probably time to shop for another AME my friend.

RB

[iflyforpie]

When I get billed $600 to replace two spark plugs, it had crossed my mind, yes.

The bill might have been $600, but if my experience in any indication I am 99% sure it didn't arise from 'hey, can you change two spark plugs for me!'

It was probably either one of those $500 annuals with $100 worth of spark plugs thrown on top, or the result of a vague 'my plane's acting funny, can you see what it is', or leaving out what other work the mech did to the plane as well, or just plain ol' hyperbole.

In over ten years of maintaining aircraft I cannot think of one owner who claimed refugee status from another shop who wound up being a good customer.

I would have charged you around $200 to change the plugs... IF... that's exactly what you told me to change and there was no troubleshooting involved.

[Big Pistons Forever]

When I get billed $600 to replace two spark plugs, it had crossed my mind, yes.

The bill might have been $600, but if my experience in any indication I am 99% sure it didn't arise from 'hey, can you change two spark plugs for me!'

It was probably either one of those $500 annuals with $100 worth of spark plugs thrown on top, or the result of a vague 'my plane's acting funny, can you see what it is', or leaving out what other work the mech did to the plane as well, or just plain ol' hyperbole.

In over ten years of maintaining aircraft I cannot think of one owner who claimed refugee status from another shop who wound up being a good customer.

I would have charged you around $200 to change the plugs... IF... that's exactly what you told me to change and there was no troubleshooting involved.

I can see the conversation now.

Owner: My airplane isn't running right

AME: What do you mean "not right"

Owner: Well I think it is a bit rough.

AME: Well is it rough all the time? how is the runup ? does leaning change anything?,what about carb heat. ? Is there any differences in engine T & P's ?

Owner: Well the it is sort of rough on the runup and I guess it feels different in cruise

AME: OK I will have a look

AME (later) well after having a look at everything I finally isolated the problem to two worn spark plugs which I have replaced and it now runs properly on the ground and during runup.
The bill will be 6 hours of labour and 60 bucks for the plugs plus tax.

Owner: What a ripoff, I will never use you again

[azimuthaviation]

I would have charged you around $200 to change the plugs... IF... that's exactly what you told me to change and there was no troubleshooting involved.

How much for fine wire?

[BeaverFixer]

Iflyforpie and Big Pistons Forever
I know exacty where you are coming from. Are you ever left feeling its "us" as in AME's against "them" as in private aircraft owners?
How about the customer who pulls up in his T210 with a new glass panel or shiny Barron complete with new paint and leather interior and wants a break on his annual because he is a pensioner on a fixed income?

In over ten years of maintaining aircraft I cannot think of one owner who claimed refugee status from another shop who wound up being a good customer.

I never really thought of it that way, but how true that is.
Oh, got to go, my pizza delivery shift starts in 15 minutes.

[photofly]

The bill might have been $600, but if my experience in any indication I am 99% sure it didn't arise from 'hey, can you change two spark plugs for me!'

It was probably either one of those $500 annuals with $100 worth of spark plugs thrown on top, or the result of a vague 'my plane's acting funny, can you see what it is', or leaving out what other work the mech did to the plane as well, or just plain ol' hyperbole.

In over ten years of maintaining aircraft I cannot think of one owner who claimed refugee status from another shop who wound up being a good customer.

It was for two fine-wire plugs (billed at $140 each, from memory) and labour to change two terminations. I've just looked for the invoice, but can't find it immediately; If it's important you'll have to take it on trust. If there is fault then much of it is mine for not getting a clear idea ahead of time how much "please put two fine-wire plugs in for me" was going to cost. I'll leave it to you to decide if there's room, in a good customer/service-provider relationship, for the service provider to play a part in making sure there are no 'surprises'.

I'm afraid I'm long past the stage where I hand the aircraft to an AME and say "it's acting funny, find what's wrong with it" - that's a guaranteed route to financial disaster.

By the way I'm not claiming refugee status; I like that AME and his organisation very much, and I still use them. But I'm now more choosy about who I ask, and what I ask them to do. I don't feel an "us" vs. "them" attitude (in this thread maybe, but not in real life) - but in the end it's my wallet the money's coming out of and I have the right to make it stretch as far as possible in terms of keeping my aircraft well maintained, airworthy, safe, and reliable.

Oh, got to go, my pizza delivery shift starts in 15 minutes.

That AME's car, and his private aircraft, are both significantly bigger than mine, by the way.

[robertw]

I hope you did a weight and balance amendment when that bird was removed from the tail of the aircraft!

[niss]

I don't want to be a dick but could a Mod please edit this thread down a little to what it was supposed to be rather than a pilots/owners are cheap thing.

[System Message]

An annual inspection is $500.00.
Unless there is an airworthiness directive that requires removal of major parts and re rigging no mechanic takes more than a day to do an inspection on average small planes.
Why do people confuse an inspection with all the maintenance an airplane will recieve in a year?