Maintenance Therapy

[Mtns2Skies]

Well I think we need a therapy group to talk through our maintenance woes with. I'll go first.

Hi. My name is Mtns2Skies and I have a maintenance problem. I bought my plane 8 months ago as a barn find. My plane went into the avionics shop for a radiostack upgrade a month ago for a "week of repairs" and they found serious problems with my autopilot. The cable came off of the servo spool, but on closer examination the shop owner believes the install was done in a backyard fashion. In his words "I don't see how Century Engineering would ever sign off on this" We're currently pouring through the logbooks to see what we can find. If the autopilot has to come out (was functioning when I brought it in) it will require the removal of some wing skins and will be a serious project to bring the plane into legal terms.

Additionally the AD for the Cessna instrument light Rheostat was not complied with so I have to spend $200 on a $5 part to get that back to legal. This is after spending over 10AMU's on previous avionics repairs, a full tail rebuild (bushings and control arms), new flap skin and a host of other small issues.

I'm out of money, out of time, depressed and downtrodden. I just want to be able to do my IR training in the airplane I bought... or even fly it.

Enough about me, would anyone else like to share? @GeorgeC @k9medic @George Mohr

 

[Salty]

I do maintenance as therapy.

But when my overhaul hit month 6 and no sign of ending I was pretty depressed.

 

[chemgeek]

I've found it takes 2-3 years to work through all the deferred maintenance of a previous owner to bring a newly purchased aircraft up to my standards. It's not for the faint of heart. The real big deep breath will come when the engine needs an overhaul. May that be far in the future.

 

[George Mohr]

Ok my turn! Flying my new-to-me 182 home, the charging system kicked out. That turned into a full system replacement. Over the next couple months It developed a serious nose wheel shimmy. Transmitting on the second radio would kill gps reception. The right fuel tank developed a leak. And who would have guessed what Cessna charges for wheel pant mounting brackets (hint: it’s measured in AMU’s). Oh and the backup vacuum system check valve stuck open.

Whew I feel better now

 

[tawood]

I bought my PA28 three years ago. For the first 8 months I owned it, I flew the heck out of it, and really got to know it. One day my girlfriend's dad asked to try going up in it. We flew one nice April day to a nearby restaurant, and back (about 100 nm total) with no problems, and everything ran great.
The very next time I flew the plane about a week later, it was VERY apparent to me that something was not right. Power was reduced. EGT reading way higher than before, and unable to lean the plane at all (seemed to be flying LOP at the full rich setting). So, plane went in the shop 4 months early for annual and to figure out what was wrong. 6 months, 3 mechanics, and $15,000 later (yes, almost half the value of the plane) it still had the problem. Replaced the following: intake gaskets, primer, and both mags. Check/inspected the following: compressions, cam/lifters, carb, intake system, exhaust system, valves. Finally, after all that, we just replaced the carb, and things got marginally better (I could at least, somewhat, lean the engine to peak EGT). I was then told to live with it, which I did for over a year. Then one day, I noticed my mixture control would not "seat" when at full rich, so I applied force to it, to try to seat it, and voila! Problem fixed.

 

[Stewartb]

My 180 will roll away from an annual today. No squawks, no surprises, no repairs needed. That's my kind of maintenance therapy. Get your plane into shape and keep it in shape and life gets easier.

A barn find should have had an annual prior to purchase. How did these things get missed?

 

[Kenny Phillips]

My 180 will roll away from an annual today. No squawks, no surprises, no repairs needed. That's my kind of maintenance therapy. Get your plane into shape and keep it in shape and life gets easier.

A barn find should have had an annual prior to purchase. How did these things get missed?

It ain't a barn find if it's had an annual. We intentionally sold our plane "out of annual" [just] with a "not airworthy" note in the agreement.

 

[CC268]

Man I saw this one coming lol. I’ve been lucky that the Cherokee has been basically mechanically perfect. That’s one reason why were adamant about buying a plane that I started my IR in it and had two AI failures (turns out the vacuum was too high), two CDI failures (one ILS one LOC only), etc. All this spread out over time, so it really extended my IR training.

I bought my PA28 three years ago. For the first 8 months I owned it, I flew the heck out of it, and really got to know it. One day my girlfriend's dad asked to try going up in it. We flew one nice April day to a nearby restaurant, and back (about 100 nm total) with no problems, and everything ran great.
The very next time I flew the plane about a week later, it was VERY apparent to me that something was not right. Power was reduced. EGT reading way higher than before, and unable to lean the plane at all (seemed to be flying LOP at the full rich setting). So, plane went in the shop 4 months early for annual and to figure out what was wrong. 6 months, 3 mechanics, and $15,000 later (yes, almost half the value of the plane) it still had the problem. Replaced the following: intake gaskets, primer, and both mags. Check/inspected the following: compressions, cam/lifters, carb, intake system, exhaust system, valves. Finally, after all that, we just replaced the carb, and things got marginally better (I could at least, somewhat, lean the engine to peak EGT). I was then told to live with it, which I did for over a year. Then one day, I noticed my mixture control would not "seat" when at full rich, so I applied force to it, to try to seat it, and voila! Problem fixed.

WOW

 

[Stewartb]

It ain't a barn find if it's had an annual. We intentionally sold our plane "out of annual" [just] with a "not airworthy" note in the agreement.

Okay, an annual prior to flying it. Apparently stuff got overlooked.

My 180 was becoming a derelict when I bought it. I'm no stranger to repairing deferred maintenance items. It is what it is. Calculate the value of the bargain after repairs and sometimes the bargain was an illusion.

I just got a call that my tailwheel tire has a bulge. So much for no repairs. The tire alone is $450. Fun with airplanes.

 

[Dan Thomas]

Then one day, I noticed my mixture control would not "seat" when at full rich, so I applied force to it, to try to seat it, and voila! Problem fixed.

It's NOT fixed. The wire clamp or housing clamp is loose, and you will have it slip sometime and mess up the mixture, maybe even put it into idle cutoff in flight and you won't be able to fix it.

Engine and flight controls are critical, and any unusual behavior needs checking out immediately.

 

[Grum.Man]

My landing gear doesn’t work....

 

[tawood]

It's NOT fixed. The wire clamp or housing clamp is loose, and you will have it slip sometime and mess up the mixture, maybe even put it into idle cutoff in flight and you won't be able to fix it.

Engine and flight controls are critical, and any unusual behavior needs checking out immediately.

Yeah it was obvious...it would pop back out on its own, so it went back to the mechanic who then really fixed it.

 

[Jumpmaster]

I feel the heartache. My first annual resulted in a complete top overhaul - new cylinders, pistons, rings, piston/wrist pins, refurbished rockers, etc. Extended baffle work and the list goes on and on. I refer to it as the annual from hell. I quit counting how much that annual cost once it hit $18K. In looking at the log books as part of the pre-buy, the prior owner poured close to $60k (I have the receipts for most of the work) in the last 2 annuals and times in between with lots of panel upgrades, airframe and interior work, etc. Its amazing how fast the costs ad up! Last annual the only “major” issue was a new ELT so I thought I got off cheap. I was looking forward to a simple annual this year. But now my HSI is acting crazy and I am sure the avionics shop is going to bust my bubble next week. Ain’t airplanes fun!

 

[Dan Thomas]

Ain’t airplanes fun!

Yup, and old airplanes are a LOT more fun. We buy these 40- and 50-year-old things that have been sitting or have been neglected or have had pencil-whipped annuals, and wonder why they cost so much. Try buying a 1967 Chevy that has never been restored and has been owned by a senior who spent almost nothing on it and made a trip to the grocery store once a week with it, and see how long it lasts once you start really working it.

 

[Let'sgoflying!]

Mine:
<-- Bought plane in June. The best example of the type available in the preceding year.
(Ad says the usual; "Perfect condition" etc lol)
Did training then immediately grounded it.
50+ items, some pretty serious.
Started flying in Oct, have about 20 hours on it.
Most significant squawks knocked out (just keep at it, a few hours after work almost every day)
Down to about 20 minor items (what is that clicking behind the panel when these disconnected wires are reconnected? etcetcetc)

 

[AKBill]

High winds blew a Porta Potty into right wing tip. 2003, 1 month down
Corrosion in forward spar for vertical stabilizer 2005, 3 months down
Snow plow hooked tail tie down rope causing bucking in rear fuselage skin 2007, 6 months down
#1 cylinder 2011, 1 weekend down
#3 cylinder 2015, 1 weekend down
Other than that not to bad of a run for owning the plane 22 years. Odd numbered years seem more expensive than even number years..
p.s. #1 com display went bad and some problems with intercom ...

 

[GRG55]

I bought my PA28 three years ago. For the first 8 months I owned it, I flew the heck out of it, and really got to know it. One day my girlfriend's dad asked to try going up in it. We flew one nice April day to a nearby restaurant, and back (about 100 nm total) with no problems, and everything ran great.
The very next time I flew the plane about a week later, it was VERY apparent to me that something was not right. Power was reduced. EGT reading way higher than before, and unable to lean the plane at all (seemed to be flying LOP at the full rich setting). So, plane went in the shop 4 months early for annual and to figure out what was wrong. 6 months, 3 mechanics, and $15,000 later (yes, almost half the value of the plane) it still had the problem. Replaced the following: intake gaskets, primer, and both mags. Check/inspected the following: compressions, cam/lifters, carb, intake system, exhaust system, valves. Finally, after all that, we just replaced the carb, and things got marginally better (I could at least, somewhat, lean the engine to peak EGT). I was then told to live with it, which I did for over a year. Then one day, I noticed my mixture control would not "seat" when at full rich, so I applied force to it, to try to seat it, and voila! Problem fixed.

I trust you found a new mechanic?

 

[GRG55]

My landing gear doesn’t work....

Recommend you avoid landings.

 

[Let'sgoflying!]

I think the only solution is two airplanes kept at separate airports, cared for by separate mechanics.

 

[tawood]

I trust you found a new mechanic?

No. I mentioned the three A&Ps...they were each working on my plane independently, and two of the three are known in my area for being “the best out there”, yet all three missed it. Not to mention, there literally is no one left in my area to turn to.

 

[GRG55]

Yup, and old airplanes are a LOT more fun. We buy these 40- and 50-year-old things that have been sitting or have been neglected or have had pencil-whipped annuals, and wonder why they cost so much. Try buying a 1967 Chevy that has never been restored and has been owned by a senior who spent almost nothing on it and made a trip to the grocery store once a week with it, and see how long it lasts once you start really working it.

They don't even have to be that old. I purchased an 850 hour TT 1996 Aviat Husky earlier this year. It is exactly as it came from the factory except for the addition of an oil filter mount. Flew it about 25 hours and then took it down to deal with the stuff it needs.

All the rubber hoses and gaskets will be replaced over the next year, cable tensions have been checked and adjusted, mags out for service, prop is off for overhaul, new engine mounts ordered, there are a few minor fabric repairs and on it goes. Only unexpected problems were:
- the #3 cyl exhaust valve, so that cylinder is now off;
- a wire chafed through in the LH wing root area that was tripping the breaker every time the map light was turned on;
- the fuel indicator tubes had been replaced a couple of years ago and both were installed wrong and partially chafed through (bad thing!!) from rubbing on the structure in the wing roots.

I think the only solution is two airplanes kept at separate airports, cared for by separate mechanics.

I like this idea! Two planes. One fer flyin' and one fer fixin'.
Did you keep the Vike?

 

[Timbeck2]

On year three of ownership. Replaced because it needed it:

all fuel hoses
two oil hoses
starter
alternator
voltage regulator
vacuum pump
altimeter
left main strut
LED landing light

replaced or installed because I wanted an upgrade:
voltage/amp gauge
OAT/Carb temp gauge
two G5 to replace ADI and ASI
audio panel
CO sensor
all breakers and bus bars
complete leather interior to include side panels and carpet
transponder with mode S
Cies digital fuel senders with AI digital fuel gauge

I'm tired of working on it but now I found that I have a new problem, my tach works great but the hour meter is stuck on 4780.6. This will be addressed when I change my tach to an engine monitor next year. I also want to replace the old Narco radios with Trig but that will be either next year or the year after. After three months of annual/down time for avionics, I just want to fly it. My ADSB rebate record/check has failed for one reason or another so I have to get that flown so I can get the rebate.