Nice video. How about a summary/report presentation of the items you do find on the 100-hour which may support understanding/justification of the requirement. Items which would not necessarily be found on a typical preflight or only found due to the more extensive inspection during the 100-hour. All the best.
To clarify, we are discussing non-repair station shops. We don't operate under a repair station certificate, as you are correct, those have different rules.
The only thing I would add is that you need to follow a checklist when doing an inspection I do believe Cessna provides that checklist in the maintenance manual. Of course the health of the engine is determined by the run-up to make sure it's producing rated power / static RPM.
As an A&P mechanic, I’m glad I have the chance to work BOTH. They both have their ups and downs. With GA, you have to deal with some planes that have not been properly maintained (which sucks). But it’s nice because the day is always different. There’s so many different things you need to do. On airlines, it sucks that you mostly stay on a specific task (such as hydraulic systems). Also, a lot of the work is just doing inspections. A plus side of airlines is the travel benefits. Also if s nice to get away from some of the run down GA stuff. I do have to say I prefer GA. BUT nice to be able to go back and forth.
Question. Ordered a rebuilt carburetor from aircraft spruce. Long story short. The carburetor was defective, returned to them takes five weeks for them to analyze and determine yes it is defective. They send me a replacement. Well it cost $1000 in labor to remove and replace the first one another $1000 to do it again. I would think that the supplier of the defective carburetor should pay for the second install. No, the claim the president that is it’s against policy. Wonderful sure glad the second one was inspected more carefully. That’s some policy , we can promise you that your installing a functional carburetor after all its just going in your aircraft. Such bs , I would think a policy change is in order. Your comments would be appreciated.thank you
What inspection program is the aircraft being inspected to the Cessna manual program or CFR 43 Appendix D and where is your checklist mentioned indicating what items were inspected and by whom?
I stopped doing private plane maintenance. Many people should not own and aircraft because they can afford airworthy maintenance. Pilot/AME/A&P of 30 + years. Gone fishing.
Nice video, but the 100 hour requirement is a little off. 91.409: No person may operate an aircraft "carrying any person" (other than crew member) for hire, and no person may give flight instruction in an aircraft "they provide" without a 100 hour inspection So if a student provides the aircraft, or you are flying freight, a 100 hour is technically not needed
Rigel Langmaack it depends on what Is found that needs fixed. If things need fixed, you could be waiting a couple weeks on parts. If nothing is found, could take only a week. Also depends on the size of the plane. Does not take 100 hours. It’s just done every 100 hours of flight time.
Yes I have a question. If you were to get your A&P(IA), can you do the work, and sign off the work to your personal plane to cut down on costs (as long as everything is done to standard)?
Yes, as an A&P you can do the work and sign off most of the work you do on your personal plane. However the required "annual inspection" needs to be signed off by a FAA mechanic with an IA (Inspection Authorization). So yes, with your A&P and IA you may do the work, and sign off the work on your personal plane. By not having to pay a certificated airman and professional mechanic for the work they perform, and doing that work yourself you will "cut down on costs". In the United States many FAA approved aviation mechanic A&P schools are two year technical vocational training courses. There are a few that are accelerated; but all of them are going to have an "hour" requirement. After meeting the minimum hours of instruction required training the candidate takes a FAA written examination, an oral subject mater exam and a practical real world hands on examination. After successfully completing all three exams for each of the two areas, airframe and powerplant (six final exams in total, many more going through the training) they are awarded their A&P license. More training, more examinations and more experience is required to gain the IA (Inspection Authorization). It is possible to get the ratings in the military after completing their training and then going through the FAA certification/conversion process getting credit for your military training and hours spent practicing the profession. And, I think it is permissible to log the necessary hours in a shop, on the job training, and self study preparing for the examinations. On top of this training and certification the mechanic adds years of hands on experience. Getting your A&P & IA is a process that will take time, effort, money and determination; it is not a "grab your #2 Phillips screwdriver and ball peen hammer and show up at some weekend certification course somewhere".
@@hellonwheels9149 Actually Fools Tip....DO NOT FOLLOW THIS GUYS HORRIBLE ADVICE AND RISK EVERYTHING. A fine and forfeiture of all privileges at a minimum. Depending on circumstances you may end up with criminal charges and/or financial obligations.
Any business that is renting an aircraft is doing it for a profit, which is a commercial activity and is therefore classified by the FAA as being subject to a 100 hour inspection.
What is wrong with you? Aircraft being rented out and for training definitely fall under the 100hr rule. What part of the renting process don't you connect with it being leased out for hire?
@@devinpauley2981 You rent an airplane (most likely from a place that provides instruction) and go fly it. You return that airplane and an instructor that is employed by the same place that you rented the plane from takes a student up for instruction. I know of no rental place that doesn't provide instruction in their rental planes. I also never heard of a school that will allow freelance training with their aircraft. Every place I've ever rented a plane also used that plane for instruction with a company instructor. Part 91 is very clear in regards to that. Now show me an Aircraft rental only place.
in this video he uses things you would use on general car or house maintenance. Ball peen hammer, looks like a pin punch set, ratchet, wrenches. The specialty tools would be the spark plug socket which is usually 7/8 inch for aviation and safety wire pliers for lockwiring tons of stuff on the plane. The latter 2 are the only things you would not be able to purchase at any local hardware store
It is a differential compression test on an aircraft and uses a different secondary gauge than a leak down tester for automotive applications. The leak down tester has a secondary gauge that shows percentage of leak down where as a differential compression tester has two pressure gauges
A lot of places dont require them. You can wash out allmost anything. I've gotten fuel, MEK, wd40, hydraulic fluid in my eyes whether I wore glasses or not.
@@solosnail like I said it doesnt always help just a preference or in some cases annoyance. Ultimately it's up to your employer. I'm not going to fight someone if they tell me to wear them. I'm not gonna be a jackass and tell more experienced technicians what to do and what not to do. Your work culture is important. Dumb stuff like being the only guy wearing safety glasses, can and will affect your career progression if you go against the grain. Certain personalities dont make it far in this industry, that's a fact.
@@solosnail also in the category of safety and accidents.Sure people accidentally get cancer in this field all the time. If its gonna happen why worry about it. So much can go wrong no matter the safety precautions you take. I had a budy ot mine while we where were launching have his foot run over I did too. I was ok it stung a bit but he had his steel toes on. The metal bent into his foot and caused serious damage. Me it just hurt like hell for a minute and had no damage, and continued working. It was a 2.5 ton tug that did this. I dont reccomend not wearing safety boots, but the moral of the story is if your meant to die or be in an accident it was meant to be. Nothing you can do can change that. So follow company policy use common sense, dont get fired and dont make things harder and worry about everything. It's a fact you have to understand in this field.
In the U.S. they call them Aircraft Maintenance technicians (AMT) or aircraft mechanics. They are similar, but I believe that EASA and the FAA have slightly different rules.
Lol... poor Brent I bet hes getting paid peanuts... basement suite for you buddy.... Never seen a decent chick mechanics yet Meghan try another career that pays better.
