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Sorry, its not a maintenance strategy at all. Once industry implement RCM process, it will direct industry to take appropriate maintenance strategy for each asset/ system.

One of the best aircraft engine videos I have ever seen. Every pilot and beginning mechanic should watch this.

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All the GA aircrafts have been made with aluminum skin, many screws being used, the problem is those a/p mechanics use the powerful hand drill to remove and install those screws, I wonder those mechanics have brains which are able to think or understand

Yeah Mike, I understand what you’re saying and you can probably deal with prop repair shops. But right now they’re three months behind. They can select who they want to take. And they don’t have time for clients that want to call the shots.

HOw are you ?

this seems a lot longer than a minute...

I have a prebuy in my logbook

You guys need to push for Garmin. To install microphones I. All systems and start mapping aircraft noise. For any possible hint of issues and this would be great for multi engines if say the left engine heard a thud they would automatically be detected as an anomaly and a report as such.. or maybe the landing gear is malfunctioning and it's creating a funky noise or no noise... In any case it's a great idea and needs to be done.... Asap...

Wentworth Aircraft Inc is another great source for parts.

great discussion with regard to the whys. I'm still stuck on trying to figure out the how that is very quickly discussed in the final two minutes after listening for the first 50 minutes discussing why the great reveal is gonna be so great!!! Doing "the great pull". I am assuming you mean pull until the engine starts to run rough and then increase the mixture to allow smooth engine ops. Do you keep adding mixture until CHTs reach a certain value (380F, 400F, etc)? Once you pull the mixture through the "forbidden range" so to say, what are you then adjusting to in a NA fixed pitch aircraft? thanks Always love hearing these videos but sometimes it seems that the important stuff is just ran over real quick!!!

when is the best time to scope cylinders? cold or warm after running?

Yet another example of the absolute absurdity the FAA. Owner produced parts. 1st rule should state that liability is 100% on the owner and not the a&p. What we are facing is hundreds of old airplanes flying around in the near future with lots of unsafe parts. Its inevitable as these older airplanes become near impossible to service legally. The experimental side has a huge advantage in this respect. I see the market falling completely out the bottom on most of the old trainers for this very reason. The days of 50 thousand dollar 152s are nearing the end.

I had the same problem years ago with my C-310H. I found a shop in San Jose, CA that was an FAA approved repair station that did gear replating for airliners. I think it cost me like $500 for both struts, BUT that was 30 years ago.

you can't fix stupid.. burt got exactly what he had coming.. and for brokers and sellers that are willing to play games with someone's life... they deserve to have a visitor stop by and "discuss" the situation.. in that case, sounds like some unlawful things happened.. overlooking the cylinders thn signing off on the annual.. sounds criminal.. maybe if you successfully prosecute a few a&ps, brokers, and owners.. then hit them with treble damages, etc.. i have to believe there is recours in a situation like this one.. fraud.. conspiracy.. etc.. too many situations like these.. too many unsafe aircraft flying.

I am an a&p for 20 years with little to no work experience. I have a few questions I hope you will answer. 1. What type of paperwork did you have to do on the electronics connector you did? 2. On the wing access for the piper structs there are no dimension listed. The AD does not list or connection attachments. How can you make this and what paperwork is needed? 3. If the part is available, can you copy the part and install the copied part? (The Cessna bottom struct added parts on the floor cost at 8,000 and are only 8 parts plus rivets and bolts)What paperwork would be needed? 4. As I understand if you install a owner made part on a plane it cannot be rented out. What if it cannot be found at any price? 5. If a plane lands without the gear, can I make the skins and ribs , former , ect. or do I have to buy them if available? Alot of this was not covered very deeply in school. 5. What would it cost to have a engineer draw up something like an access door and do what ever paperwork needed by the FAA? (What paperwork would be needed?). What log book entries would be needed? Sorry I brought all this up here, but you can see that on the webinar I most likely not get one question answered. Thanks for the Webinar and any answers you have for me. Have a nice week.

What a boat load of information. I believe most general aviation pilots are oblivious to any of this detailed information. I once a stearman and the POH was even counter to Continental's start up procedure. I think all of this misinformation centered around the US Army Air Corps need to put pilots in aircraft before they grew long grey beards and fathered a dozen off spring. This level of mechanics back then was unheard of. We needed pilots converted from farm boys, not from physicists.

GA is effectively dead for anybody that wants to do it for fun and doesn't own an airplane. I was considering getting my PPL, but this is depressing.

I would like to see the data for when the engineers tested the engines to failures. that graph would be the most useful and accurate. The larger number of engines tested the better the data. Great video and love all your videos.

It’s sad really. A new off the line C172 in the 70s would be like $85k in today’s dollars. I wish there were more affordable modern options. GA will die out eventually imo. It’ll be the domain of zero to ATP training pilots and ultra wealthy old men. Maybe it’s all by design

Canada has a category called "Owner Maintenance". You can put your plane into that category and the owner can sign off all maint and overhauls (he only has to be a pilot) and use uncertified parts. Major serialized components must be Xed out on their data plates. The list of eligible aircraft is quite large. The guy with the Corvette powered SeaBee put it in OM to do so. The biggest downside, other than it being very difficult to go back, is Transport Canada couldn't get the FAA to recognize the category. So you can't even overfly US territory in your OM airplane, let alone enter the us via customs. Perhaps FAA will look at a similar category based on canadian data in future.

This is brutal to listen to. The simplest of concepts dragged through elaborate explanation. Make the point in as few syllables as possible and get on to the next. The information is good but it takes way too long to get there.

Legacy Part 91 operations for standard GA planes 30+ years old should fall under the same repair rules as Experimentals, full stop. You can load an Experimental with 6-people, file IFR, and land at the Class Bravo with nary a certified part on it. The hamstringing of Legacy GA is absurd.

I would have taken the strut to an auto shop and had chromed and put it together myself. So many aviation prices are just ridiculous. If an issue won’t cause a safety of flight problem just fix it ! Also, if you have an A&P that wants bankrupt you find a different mechanic.

Does anyone fly for fun anymore? I got back into aviation a year ago after not flying for 10 years, and it’s really hard to find a place that’s not marketing rentals exclusively towards the 141/ATP path. Prices are too high, the airplanes are junk, and the CFIs/owners are kinda jerks toward people who just want to rent an airplane to fly occasionally for fun. I like Mikes’s presentations; but the state of GA is depressing these days.

Love DigiKey. They're my go-to parts supplier. You may have had better luck soldering if you'd used solder paste and a heat gun.

Any used part "should" come with the "N" number of the airplane it came off of. I think this is actually in the regs IIRC This suffices for "traceability" per the regs. Also each part should have a Part Number attached somewhere on it.

Solved this problem. LSA. Light Sport Repairman. 👋🏻

You would think somebody would get into the reproduction wing spar business.

It was a sad day when I learned Garmin stopped supporting the 495/496/696 series. Those units are better in many ways than the newer units that replaced them. I bought several 495 marine units off eBay for use on my motorcycle long after garmin discontinued them.

I know exactly which stoplight switch that is . Sold a bunch , but to a car collector

On the strut, NH hydraulics in Manchester NH and Dynachrome in MA can refurbish then it has to be inspected by IA for serviceability. These companies specialize in hydraulic cylinder repair/re-chroming. Not an FAA repair station so has to be inspected for use by an IA under the new replacement parts rule.

All these ancient pos airframes that should have been put in a museum a long time ago...its for the most part a 1940's tech, flying behind these tractor engines is nightmarish. Experimentals and ultralights might be the only affordable way to keep ga going at this rate ?

Good content. (I set speed to 1.5X normal).

Savvy junkie happy to be among first 10 viewers.

That one with pin bushing coming apart would be an entire rebuild. I’m not allowing an engine with all that engine matter running through an engine fly again. No way in heck am I signing off on that. Rebuild or nothing folks. Why? So I don’t have to do it again for another 1500+ hrs or go somewhere else. Right and once or go throw liability on someone else Then never to use Aeroshell? lol this guy wow

The r and l are reversed based on their location on the engine and it is referenced from the front would be my guess

Interesting thanks. Rich Felmlee

Thank you Mike, Dave, and Joe! Your borescope initiative is commendable. Quick question though. I first bought the Vividia VA-400 in 2019 on your recommendation. I've not been able to capture the complete crown of a piston on a Lyc IO-360 even when the camera is completely pulled back to the spark plug hole with the piston at BTC. Am I doing something wrong?

Do these CHT guidelines differ with a LOW compression ratio engine as opposed to a HIGH CR engine, or does this apply across the entire CR spectrum?

Great video! Thanks for the information.

Buyers version of “get there itis” is “must buy now itis”

For someone who is a career computer scientist, I find this gentleman a satisfactory resource for engine information and maintenance.

Unleaded Avgas is not needed: GA aircraft engines should run on Jet-A, problem solved! Delta Hawk has an engine that is now certified that does just that. If the FAA put a mandate, like the ADS-B mandate, for all GA engines to run on Jet-A, Lycoming and Continental would break their necks brushing off old designs, or creating new engine designs, of engines that run on Jet-A! Problem is, Delta Hawk is WAY ahead of them and would corner the market for a long time; however, the FAA should not concern itself with the players in the market, that is not their job! Electronic ignition should be standard for GA engines and FADEC or auto-throttle for engine management should also become standard in GA: pilots should fly the plane, not be an engine manager, that is what modern tech is for.

supplemental type certificate A supplemental type certificate ( STC ) is a type certificate ( TC ) issued when an applicant has received FAA approval to modify an aeronautical product from its original design.

That IA who pencil whipped the illegal cylinders needs to be reported to the FAA

My wife made an app called should I go, for me. You put in fuel cost at home base and remote airport and how far away. It tells you if it is practical to go get fuel.

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I cant hear the Audio keep chopping up und Going soft und Loud unt All be Terribly Distorted