Just fantastic...I feel like Mike & his team are great proponents for AC owners while still relying on experience & knowledge to keep us safe & have necessary squawks done.
Thanks for the webinars, Mike. Just bought my first plane, a Cherokee 140, and rented a hangar at SMX. You’ve been a huge help, along with the others I’ve had the pleasure of meeting on the field.
I agree with maintenance induced failure but if the manufacturer publishes an inspection checklist doesn’t that have to be completed to be legal instead of FAR 43 appendix D checklist?
How do you approach wanting to observe something to be performed by IA ?....I realized certainly no mechanic wants someone looking over their soldier & I would agree that's not a good idea most of the time....I'm having the prop balanced on my AC in a week & feel like that might be something an owner could see the work....thoughts ?
Every time I asked for a maintenance estimate or quote, the shops exceed the quote EVERY TIME...by 3 to 10 times. It's a JOKE...Especially in Texas. I recently asked to replace the audio panel intercom and was quoted $10k, and got over a $30,000 bill at the finish. They said it was done the "right way"... as they needed to clean up the previous wiring that was a mess. Really, OMG...😲
@@dermicklol Saavy is a joke all they do is try to Jew down the maintenance shop and charge you money. I would never deal with such customers. Get in good with a local IA
@davefoord1259 Yep, I've own 8 in my time... It's usually mechanics or avionic installers that hackup-up the factory wiring that makes the mess. Leaving old wiring bundles and connectors behind.
@@daleyingling4868 yes absolutely. Its not just cos the wiring is old. Its repeatedly modifying without removing the old. At some stage it becomes a nightmare to modify again and for maintenance so if youre getting a 50 year old plane fitted with a new stack thats the time to take all the crap out, back to just the sound factory wiring and then just add the new systems.
Mechanics are required by law to follow the maintenance manual. In other presentations you deride mechanics for not following the maintenance instructions.
The biggest problem in piston GA aircraft maintenance is the age of the aircraft and the low utilization. 50 year old aircraft with 2000 hours TT for airframe, engine and propeller. Corrosion causing hidden damage is insidious and can require things be taken apart to see. If a mechanic signs off things like this as airworthy, isn't it just a guess? Is the owner comfortable with this ? I'm not.
...then you shouldn't buy a 50 year old airplane. I'm with you....I went to a whole other bag of monkeys and bought an experimental. I do my own maintenance and have a good A&P that I trust to look at it every year and sign off on the annual if he likes what he sees. He trusts me and I trust him, easier said than done. I can't afford to pay a mechanic to run roughshod over my wallet.
Mike, I’m 10 minutes into your video and already questioning my decision to have our prop balanced on our PA 28-180. The only reason we are discussing it is that we’ve noticed our vertical compass, vibrating or rattling sometimes. we checked the mount for tightness, but it’s tight, so he suggested prop balancing. $400. Is the dyna-vibe process worth the expense?
I recommend a dynamic prop balance at least once. you'd be surprised on the difference especially if it was out of balance. typically anything above 0.2 inchs per second is a noticeable vibration. Ive done balances on propellers that were 0.3IPS and got them down to 0.06 and its just a dramatic difference. An out of balance propeller feels like a low to medium vibration. you can usually see it in the skins and feel it as a slight hum in the airframe. $400 does seem quite steep to me. I dont know what the going rate is for dynamic balance but I typically can have a propeller balanced in 2-3 runs. and thats usually about 1 hour worth of work if no modification to the bulkhead is needed to mount the solution weights. but back to your issue i personally wouldn't of recommended a propeller balance on a vertical hop on a compass. I would suspect it to be low on oil first.. i cant count how many times ive seen a compass have little to no oil in it. unfortunately with that it does have to go to a repair shop to be service... so if it is low on oil you'd have to send that in to be "legal".
So is this the same advice if the air craft were flying under PART 135? And when did the owners that don't have an A&P. Been able to sign the logbook and approve the aircraft for return to service? An owner can surly kill them and their pasangers. Seems like a lot of that going on lately with the aircraft on youtube. And the graduates from youtube. I went to school and took an Oral Parctial and a Closed Book Written Examination for my A&P Airman's Certificate. And the majority of the owners may understand. Or at least I hope that do.
No owner or pilot MX in part 135, other than very limited amounts in remote 135 ops I think. Owners can do preventative MX and a little beyond (tho many take it too far for sure - it says I can do brakes, that means I can do cylinders right? [note sarcasm])
Mike, Can you work on being a more brief and moving along at a quicker pace? 1:23 minutes to make 6 points? I'm sure you have good information to share, but this is why I purposely don't tune into you presentations.
Why the annual inspection. Why the 100 hour inspection. All systems in all planes are not equally long lasting Mike why dont you say no to the FAA and aircraft manufacturer and get that changed. The mechanic is not legally able to make the determination themselves. They are required to follow the system of maintenance. They are not obliged to do any work, only as directed by the owner but they cant sign off an inspection or maintenance required by the schedule unless they have done it correctly.
I'm an automotive mechanic, not an aircraft mechanic, but I'd be very interested to know what's different about aircraft maintenance or aircraft mechanics that somehow magically enables the exact cost of aircraft repairs to be known in advance, as would be required for aircraft maintenance to function like a "business transaction." I when I'm giving an estimate or advice, I'm always very clear with my customers that one of the tools that I don't own is a crystal ball. I can't predict the future. If I could, I'd simply buy a winning lottery ticket and then work on my own projects instead of dealing with a seemingly endless stream of brake jobs, oil changes, and "it's making a noise." These are complex machines with complex failure modes. I can draw on my experience and expertise to come up with my best estimate of what I think is going on and how much I reasonably think it may cost to resolve it, but, at the end of the day, it ain't done until it's done. Some people may feel that doesn't inspire confidence, but at least it's honest, and, unfortunately, that's more than you're likely to get from some shops out there.
Aircraft are generally less predictable than automobiles in terms of maintenance. The general lack of engineering on aircraft in terms of maintenance and production often lends itself to higher costs to perform maintenance. That coupled with the sheer volume of product and infrastructure in place to track automotive repair makes a comparison invalid. Owners certainly can participate in the maintenance of their aircraft but they cannot legally put it back in the air without a licensed mechanic. Apples and oranges IMO.
@@jimbo7445 OK, so that sounds like it should be even more difficult to estimate the cost of aircraft maintenance accurately than it is to estimate the cost of automotive maintenance.
@@evanranshaw4659 Since aircraft are 5 or 10x as expensive as cars, a little more time and effort can be justified for troubleshooting, diagnosis, and cost estimation.
With the exception of the newer planes that have more complex digital engine control units, most of the general aviation piston fleet aircraft (4 and 6 cylinder engines) are very basic designs. There’s just not a lot to them. So the time it takes to replace key accessories like vacuum pumps and magnetos, is pretty predictable. That’s maybe why mechanics can estimate time. Most pad the amount of time it will take and get it done sooner but keep the difference. That’s what I’ve seen. I’m referring to engine / power plant only which is most of the maintenance. A lot of the fleet is 40-60 yrs old and I’m willing to bet you are more comfortable replacing this or that in an old car compared to a new car because they were engineered more simply.
This guys telling people to say “no” to maintenance pisses me off. Find a mechanic that does it all to keep you safe and is there for you whenever wherever. That’s what is worth the money!!!!! My shops in automotive/rv do this. We then maintain I higher caliber client and they stay forever and get point a to b safer and more reliable. This guys mindset is cheap and dangerous.
And cheap is the only thing his “clients” hear when he talks…literally. Have had several of his customers and it’s never the other stuff he talks about. Only about how they aren’t paying for this or they aren’t paying for that. Basically, work for Pennys.
@@TheReadBaron91 my rule of thumb for my single piston engines is the following. Whatever it sells for today I need to set aside 10-20% of that annually or I can’t afford it. My $500k plan I need $50k-$100k a year to set on fire or I can’t afford it.
Gosh I had this pop up again. This guy is so backwards. 1. You’re getting it done my way because I do this for a living and here’s “why”. I don’t want a call back in a week or a couple months to see your plane again. It’s done once and right or find the hack to do it. We’re efficient and want them in and out and onto the next. If you want to cut corners at all you’re going to someone else. If you can’t afford 10-20% of the planes worth annually you can’t afford it. You’re getting sent down the road. 2. Maintaining things overly he says is bad. This can go both ways. Everything has its pros and cons. Looking over a plane often isn’t a bad thing. Also more eyes to see it the better too. If you want new gaskets every couple months yeah that’s overly maintained. But, if one is blown we’re changing all of them and fining out “why” the one blew or you’re going to the hack down the road. 3. That’s 10-20% rule drill into your head. If you can stick to that rule you CAN afford the plane. If you CANT do 10-20% of its value annually you CANT afford the plane. It is that simple!!! We send hacks down the road and often. We also have great customers who respect the what and why and they never go anywhere else again. If they do they always come back.
Gosh I had this pop up again. This guy is so backwards. 1. You’re getting it done my way because I do this for a living and here’s “why”. I don’t want a call back in a week or a couple months to see your plane again. It’s done once and right or find the hack to do it. We’re efficient and want them in and out and onto the next. If you want to cut corners at all you’re going to someone else. If you can’t afford 10-20% of the planes worth annually you can’t afford it. You’re getting sent down the road. 2. Maintaining things overly he says is bad. This can go both ways. Everything has its pros and cons. Looking over a plane often isn’t a bad thing. Also more eyes to see it the better too. If you want new gaskets every couple months yeah that’s overly maintained. But, if one is blown we’re changing all of them and fining out “why” the one blew or you’re going to the hack down the road. 3. That’s 10-20% rule drill into your head. If you can stick to that rule you CAN afford the plane. If you CANT do 10-20% of its value annually you CANT afford the plane. It is that simple!!! We send hacks down the road and often. We also have great customers who respect the what and why and they never go anywhere else again. If they do they always come back.
Play it at 1.5 speed. It flows a lot better to listen to.
Lol. Thats what i do
Just fantastic...I feel like Mike & his team are great proponents for AC owners while still relying on experience & knowledge to keep us safe & have necessary squawks done.
I've been binging a bunch of your older webinars. The HD uploads are a welcome improvement. Now, let's get the lead out!
Thanks for the webinars, Mike. Just bought my first plane, a Cherokee 140, and rented a hangar at SMX. You’ve been a huge help, along with the others I’ve had the pleasure of meeting on the field.
Omg you can play it at 1.5x!!!! Genius!!!
I agree with maintenance induced failure but if the manufacturer publishes an inspection checklist doesn’t that have to be completed to be legal instead of FAR 43 appendix D checklist?
love the 1.5 speed. Great idea
The aviation industry is getting interesting.
How do you approach wanting to observe something to be performed by IA ?....I realized certainly no mechanic wants someone looking over their soldier & I would agree that's not a good idea most of the time....I'm having the prop balanced on my AC in a week & feel like that might be something an owner could see the work....thoughts ?
This is great at 1.5x speed
Bush is best!
Every time I asked for a maintenance estimate or quote, the shops exceed the quote EVERY TIME...by 3 to 10 times. It's a JOKE...Especially in Texas.
I recently asked to replace the audio panel intercom and was quoted $10k, and got over a $30,000 bill at the finish. They said it was done the "right way"... as they needed to clean up the previous wiring that was a mess. Really, OMG...😲
You should sign up for Savvy's MX service - they will help you avoid this kind of problem.
@@dermicklol Saavy is a joke all they do is try to Jew down the maintenance shop and charge you money. I would never deal with such customers. Get in good with a local IA
You seen the state of a typical old aircrafts wiring?
@davefoord1259 Yep,
I've own 8 in my time... It's usually mechanics or avionic installers that hackup-up the factory wiring that makes the mess. Leaving old wiring bundles and connectors behind.
@@daleyingling4868 yes absolutely. Its not just cos the wiring is old. Its repeatedly modifying without removing the old.
At some stage it becomes a nightmare to modify again and for maintenance so if youre getting a 50 year old plane fitted with a new stack thats the time to take all the crap out, back to just the sound factory wiring and then just add the new systems.
Mechanics are required by law to follow the maintenance manual. In other presentations you deride mechanics for not following the maintenance instructions.
After watching this I feel like I just realized I’m a victim of a violent crime.
lol
The biggest problem in piston GA aircraft maintenance is the age of the aircraft and the low utilization. 50 year old aircraft with 2000 hours TT for airframe, engine and propeller. Corrosion causing hidden damage is insidious and can require things be taken apart to see. If a mechanic signs off things like this as airworthy, isn't it just a guess? Is the owner comfortable with this ? I'm not.
...then you shouldn't buy a 50 year old airplane. I'm with you....I went to a whole other bag of monkeys and bought an experimental. I do my own maintenance and have a good A&P that I trust to look at it every year and sign off on the annual if he likes what he sees. He trusts me and I trust him, easier said than done. I can't afford to pay a mechanic to run roughshod over my wallet.
Mike, I’m 10 minutes into your video and already questioning my decision to have our prop balanced on our PA 28-180. The only reason we are discussing it is that we’ve noticed our vertical compass, vibrating or rattling sometimes. we checked the mount for tightness, but it’s tight, so he suggested prop balancing. $400. Is the dyna-vibe process worth the expense?
I recommend a dynamic prop balance at least once. you'd be surprised on the difference especially if it was out of balance. typically anything above 0.2 inchs per second is a noticeable vibration. Ive done balances on propellers that were 0.3IPS and got them down to 0.06 and its just a dramatic difference. An out of balance propeller feels like a low to medium vibration. you can usually see it in the skins and feel it as a slight hum in the airframe. $400 does seem quite steep to me. I dont know what the going rate is for dynamic balance but I typically can have a propeller balanced in 2-3 runs. and thats usually about 1 hour worth of work if no modification to the bulkhead is needed to mount the solution weights.
but back to your issue i personally wouldn't of recommended a propeller balance on a vertical hop on a compass. I would suspect it to be low on oil first.. i cant count how many times ive seen a compass have little to no oil in it. unfortunately with that it does have to go to a repair shop to be service... so if it is low on oil you'd have to send that in to be "legal".
@@Jonzynator thank you. I appreciate the feedback. Our compass is the vertical kind with no oil. We will do the balance at next oil change
Its worth it. It’s expensive because it’s an expensive piece of equipment
@@hiller_aviation True. And it takes some time to do it correctly.
So is this the same advice if the air craft were flying under PART 135?
And when did the owners that don't have an A&P. Been able to sign the logbook and approve the aircraft for return to service?
An owner can surly kill them and their pasangers. Seems like a lot of that going on lately with the aircraft on youtube. And the graduates from youtube.
I went to school and took an Oral Parctial and a Closed Book Written Examination for my A&P Airman's Certificate.
And the majority of the owners may understand. Or at least I hope that do.
No owner or pilot MX in part 135, other than very limited amounts in remote 135 ops I think.
Owners can do preventative MX and a little beyond (tho many take it too far for sure - it says I can do brakes, that means I can do cylinders right? [note sarcasm])
Mike, Can you work on being a more brief and moving along at a quicker pace? 1:23 minutes to make 6 points? I'm sure you have good information to share, but this is why I purposely don't tune into you presentations.
Playback speed.
Learn about playback speed. 1.5X works well and I can even understand Mike at 2X if I’m in a hurry.
He’s a story teller and this is an informative and entertaining podcast.
Why the annual inspection. Why the 100 hour inspection. All systems in all planes are not equally long lasting
Mike why dont you say no to the FAA and aircraft manufacturer and get that changed. The mechanic is not legally able to make the determination themselves. They are required to follow the system of maintenance. They are not obliged to do any work, only as directed by the owner but they cant sign off an inspection or maintenance required by the schedule unless they have done it correctly.
I'm an automotive mechanic, not an aircraft mechanic, but I'd be very interested to know what's different about aircraft maintenance or aircraft mechanics that somehow magically enables the exact cost of aircraft repairs to be known in advance, as would be required for aircraft maintenance to function like a "business transaction."
I when I'm giving an estimate or advice, I'm always very clear with my customers that one of the tools that I don't own is a crystal ball. I can't predict the future. If I could, I'd simply buy a winning lottery ticket and then work on my own projects instead of dealing with a seemingly endless stream of brake jobs, oil changes, and "it's making a noise."
These are complex machines with complex failure modes. I can draw on my experience and expertise to come up with my best estimate of what I think is going on and how much I reasonably think it may cost to resolve it, but, at the end of the day, it ain't done until it's done.
Some people may feel that doesn't inspire confidence, but at least it's honest, and, unfortunately, that's more than you're likely to get from some shops out there.
Aircraft are generally less predictable than automobiles in terms of maintenance. The general lack of engineering on aircraft in terms of maintenance and production often lends itself to higher costs to perform maintenance. That coupled with the sheer volume of product and infrastructure in place to track automotive repair makes a comparison invalid. Owners certainly can participate in the maintenance of their aircraft but they cannot legally put it back in the air without a licensed mechanic. Apples and oranges IMO.
@@jimbo7445 OK, so that sounds like it should be even more difficult to estimate the cost of aircraft maintenance accurately than it is to estimate the cost of automotive maintenance.
@@evanranshaw4659I think the formula is: Value of airplane / 4 + mechanics snap on bill * airplane owners wealth factor
@@evanranshaw4659 Since aircraft are 5 or 10x as expensive as cars, a little more time and effort can be justified for troubleshooting, diagnosis, and cost estimation.
With the exception of the newer planes that have more complex digital engine control units, most of the general aviation piston fleet aircraft (4 and 6 cylinder engines) are very basic designs. There’s just not a lot to them. So the time it takes to replace key accessories like vacuum pumps and magnetos, is pretty predictable. That’s maybe why mechanics can estimate time. Most pad the amount of time it will take and get it done sooner but keep the difference. That’s what I’ve seen. I’m referring to engine / power plant only which is most of the maintenance. A lot of the fleet is 40-60 yrs old and I’m willing to bet you are more comfortable replacing this or that in an old car compared to a new car because they were engineered more simply.
for the love of GOD please add UA-cam chapters to your videos PLEASE!!
Sweet mother of jaysus!! I listen at 1.5x
This guys telling people to say “no” to maintenance pisses me off. Find a mechanic that does it all to keep you safe and is there for you whenever wherever. That’s what is worth the money!!!!! My shops in automotive/rv do this. We then maintain I higher caliber client and they stay forever and get point a to b safer and more reliable. This guys mindset is cheap and dangerous.
And cheap is the only thing his “clients” hear when he talks…literally. Have had several of his customers and it’s never the other stuff he talks about. Only about how they aren’t paying for this or they aren’t paying for that. Basically, work for Pennys.
@@TheReadBaron91 my rule of thumb for my single piston engines is the following. Whatever it sells for today I need to set aside 10-20% of that annually or I can’t afford it. My $500k plan I need $50k-$100k a year to set on fire or I can’t afford it.
Gosh I had this pop up again. This guy is so backwards.
1. You’re getting it done my way because I do this for a living and here’s “why”. I don’t want a call back in a week or a couple months to see your plane again. It’s done once and right or find the hack to do it. We’re efficient and want them in and out and onto the next. If you want to cut corners at all you’re going to someone else. If you can’t afford 10-20% of the planes worth annually you can’t afford it. You’re getting sent down the road.
2. Maintaining things overly he says is bad. This can go both ways. Everything has its pros and cons. Looking over a plane often isn’t a bad thing. Also more eyes to see it the better too. If you want new gaskets every couple months yeah that’s overly maintained. But, if one is blown we’re changing all of them and fining out “why” the one blew or you’re going to the hack down the road.
3. That’s 10-20% rule drill into your head. If you can stick to that rule you CAN afford the plane. If you CANT do 10-20% of its value annually you CANT afford the plane. It is that simple!!!
We send hacks down the road and often. We also have great customers who respect the what and why and they never go anywhere else again. If they do they always come back.
@@TheReadBaron91yep! Those are always the people listening and hiring Saavy
Gosh I had this pop up again. This guy is so backwards.
1. You’re getting it done my way because I do this for a living and here’s “why”. I don’t want a call back in a week or a couple months to see your plane again. It’s done once and right or find the hack to do it. We’re efficient and want them in and out and onto the next. If you want to cut corners at all you’re going to someone else. If you can’t afford 10-20% of the planes worth annually you can’t afford it. You’re getting sent down the road.
2. Maintaining things overly he says is bad. This can go both ways. Everything has its pros and cons. Looking over a plane often isn’t a bad thing. Also more eyes to see it the better too. If you want new gaskets every couple months yeah that’s overly maintained. But, if one is blown we’re changing all of them and fining out “why” the one blew or you’re going to the hack down the road.
3. That’s 10-20% rule drill into your head. If you can stick to that rule you CAN afford the plane. If you CANT do 10-20% of its value annually you CANT afford the plane. It is that simple!!!
We send hacks down the road and often. We also have great customers who respect the what and why and they never go anywhere else again. If they do they always come back.