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Savvy Aviation
United States
Приєднався 5 лис 2016
This channel is a repository for the monthly aviation maintenance webinars conducted by Mike Busch. who is arguably the best-known A&P/IA in general aviation, and was honored by the FAA in 2008 as National Aviation Maintenance Technician of the Year. Mike's company (www.savvyaviation.com) is the world's largest firm offering professional maintenance management for owner-flown general aviation aircraft.
Unaffordable/Unavailable
As our aircraft get older, repair parts are becoming problematic. Sometimes parts are available but breathtakingly expensive. Other times, they are simply unavailable. How can we keep our aircraft flying? In this webinar, Mike Busch A&P/IA discusses two real-life cases -- one involving a client's Cessna 182 and another involving his own Cessna 310 -- demonstrating how such problems can be overcome with persistence, ingenuity and research. Savvy Aviation offers Professional Maintenance Services to owners of General Aviation aircraft, such as: SavvyMx (Professional Maintenance Management including Prebuy Services), SavvyQA (Expert Consulting), SavvyAnalysis (Engine Data Analysis) and Breakdown Assistance. Savvy also publishes a monthly newsletter with lots of interesting information for the general aviation enthusiast; subscribe to it at www.savvyaviation.comor text theword "Savvy" to 33777. This webinar was hosted by the Experimental Aircraft Association (EAA).
Переглядів: 8 414
Відео
Tale of Two Prebuys
Переглядів 4,2 тис.Місяць тому
When buying a pre-owned aircraft, it's essential to conduct a thorough and independent prebuy examination. Here "independent" means that the A&P conducting the prebuy has no prior involvement with the aircraft and no prior relationship with the seller or (where applicable) the seller's broker. In this webinar, Mike Busch A&P/IA (whose company has managed thousands of prebuys) tells the real-lif...
Minimally Invasive
Переглядів 4 тис.2 місяці тому
Medicine has enthusiastically adopted minimally invasive procedures. Instead of biopsies, we do ultrasounds and MRIs. Instead of open surgery, we use laproscopic and endoscopic procedures. In this webinar, maintenance expert Mike Busch A&P/IA makes the case that we should also be using minimally invasive methods in the maintenance of our aircraft. Rather than tearing down an engine in response ...
Borescope Initiative
Переглядів 6 тис.4 місяці тому
The borescope is one of the most important and versatile tools for inspecting GA aircraft, and is the gold standard for assessing cylinder condition in reciprocating aircraft engines. However, aircraft and engine manufacturers have provided no guidance on how to perform a proper cylinder borescope inspection, and A&P training doesn't cover it. In this webinar, Mike Busch A&P/IA discusses what h...
Ending the War on Jugs
Переглядів 25 тис.5 місяців тому
Historically, the rule A&Ps were taught about cylinders was simple: If the compression reading was less than 60/80, the cylinder had to come off for repair or replacement, period. This works well for mechanics, who are always happiest when they have clear-cut guidance to follow. But it was bad news for aircraft owners, who have to shell out several thousand dollars each time a jug gets yanked, ...
Unleaded Avgas Cure or Curse
Переглядів 18 тис.5 місяців тому
The announcement last October by the University of North Dakota (UND) flight school that it was terminating its year-long test of Swift UL94 unleaded avgas and returning to 100LL came as a shock and disappointment to many in the industry. UND's maintenance director cited evidence of "significant" exhaust valve/seat recession in some of its Lycoming-powered Piper Archers. Is this a major setback...
Six Big Mistakes of Aircraft Maintenance
Переглядів 17 тис.6 місяців тому
In this webinar, GA maintenance expert and owner advocate Mike Busch A&P/IA discusses the six most common blunders he sees aircraft owners make in dealing with their shops and mechanics. These range from allowing mechanics to decide what maintenance needs to be done (which is the owner's job) to failing to obtain written cost estimates to allowing problems to be "shotgunned" instead of diagnose...
Savvy Cylinder Borescope Inspection
Переглядів 17 тис.7 місяців тому
Savvy Aviation Founder and CEO Mike Busch, Savvy Borescope Guru Dave Pasquale, and Savvy Aviation Director of Analysis Joe Godfrey take you through the history and importance of borescoping aircraft engine cylinders, then how to shoot the 11 pictures in the Savvy protocol, then how to upload and store them using Savvy's new borescope image interface.
Time & Materials Maintenance
Переглядів 6 тис.8 місяців тому
The overwhelming majority of GA maintenance is done on a "time & materials" basis where the shop charges the aircraft owner an hourly rate for labor expended plus the retail cost of parts. This means the owner doesn't know what the work will cost until it's done and he receives an invoice. This scheme places all the risk of cost overruns on the owner and none on the shop, and that doesn't seem ...
Deadly Switches
Переглядів 28 тис.8 місяців тому
That ubiquitous key-operated ignition switch in most single-engine piston airplanes is fraught with peril. There are two different designs that have different failure modes and are subject to different airworthiness directives. Yet one critical failure mode is unaddressed by any of these ADs and has resulted in death, serious injury, and costly property damage. Maintenance expert Mike Busch dis...
Miracle in Sioux Falls
Переглядів 9 тис.10 місяців тому
Nothing is more frustrating for an aircraft owner than a disabling mechanical problem that occurs far from home in the middle of an important trip. Nothing is more embarrassing if the problem was the owner's fault. That's exactly what happened to maintenance expert Mike Busch one Saturday evening in July as he was flying his Cessna 310 from California to AirVenture 2023. Mike got on the brakes ...
Fortunate Catch
Переглядів 18 тис.11 місяців тому
A maintenance-aware owner is the last line of defense against maintenance errors. In this webinar, Mike Busch A&P/IA relates the story of one Bonanza owner whose shop replaced two cylinders because of burned exhaust valves. Then, just as the mechanic was buttoning up the airplane in preparation for the break-in flight, this maintenance-involved owner looked closely at the newly installed cylind...
Legal Interpretations
Переглядів 8 тис.11 місяців тому
We all love the FARs, right? Those regulations are written and maintained by a large team of FAA lawyers who work for the FAA Office of Chief Counsel. If you have a question about the meaning of a particular rule, you can request a "legal interpretation" and usually the responsible FAA attorney will draft one for you. More than 1,000 of these legal interpretations can be found online. Some are ...
Unbelievable Compressions
Переглядів 27 тис.Рік тому
The FARs require a differential compression test to be performed at every annual inspection, but it's a really terrible test that is neither reliable (i.e., repeatable) nor a valid indiction of cylinder health. In this webinar, Mike Busch A&P/IA demonstrates its shortcomings, explains its pitfalls, and emphasizes whay poor compression alone should never justify cylinder removal unless backed up...
FAA: Here to Help?
Переглядів 6 тис.Рік тому
When aircraft owners feel mistreated by their shop or mechanic, they often consider complaining to the FAA. They are often disappointed by the FAA's unwillingness to get involved. Occasionally, the decision to get the FAA involved backfires and makes things worse for the owner. Mike Busch relates a lengthy conversation he had recently with a retired FSDO inspector who discussed exactly what FAA...
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.
Thomas Angela Hall Gary Taylor Anna
Clark Frank Jones Kimberly Johnson Brian
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.
If you rent then the mx isn't your responsibility. Can rent for a long time before you have "bought" an airplane.
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.
agreed, that's a smart idea with the 30+yr rule on certified planes.
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.
On the flip side, many owners want A&Ps to take on liability and hard work for pennys.
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.
Wondering the same
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.
I think Mike was overstating the precision required for an aircraft strut versus a hydraulic cylinder for a piece of heavy equipment. I’m confident any good cylinder shop could do the work adequately and it would last for decades. Making the case to a reasonable IA would not be difficult. It’s chrome applied to a steel shaft that needs to be a certain diameter +/- a margin. It’s not the space shuttle.
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 ?
I’d take my 1968 Mooney over 95%+ of experimentals or ultralights. Certified planes generally are better designed and thought out and over all offer better utility and cost less than a comparable experimental plane. Ultralights are worthless for going anywhere. There are certainly certified planes Id stay away from such as really old twins but there are lots of great certified GA airplanes that are reasonable to own and operate.
The airframe isn't really the biggest issue and it's not as if the majority of experimental aircraft use a more modern construction such as composite. Also, the technology isn't 1940s, but 1930s. If general aviation aircraft made use of the technologies developed during World War II, they would be far more advanced. Liquid cooled engines, automatic variable ignition timing, direct cylinder fuel injection, and automatic prop pitch and mixture (one lever control) would be widespread if that was the case. Many, if not most experimentals use the same antiquated engines as certified aircraft, and the prevalence of more advanced engines is far lower than what it should be. Everything about certified aircraft is overpriced, so you're right that experimentals and ultralights are the only affordable option.
Need to get the FAA out of the way of technological advancement. Costs a Bajillion dollars to get a new engine certified even if it's technology that has been proven for 25 years in auto engines.
@@diveforknowledge 25yrs?! Fuel injection, FADEC, single lever control, autopilot, and more have been around as early as WW2, over 80yrs ago! The stuff the FAA doesn't allow is older than most people alive today!
@@diveforknowledgeyou said it right 100%
Good content. (I set speed to 1.5X normal).
Same here.
stellar idea!
I love Mike's webinars. I always listen at 2X
2x and closed captions. The best
its the only way to make it through
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.
Do thesé Aviation Pisstôn Enguns bé havéd Exháust Gás Re-Circülatiõn (Ê.Ğ.Ř.) Valvês ¿¿¿¿¿¿
I cant hear the Audio keep chopping up und Going soft und Loud unt All be Terribly Distorted