Could you please provide a dedicated webinar about windshield issues such as delamination, cracking, arcing, etc?

Just do the work properly and do not turn the crankshaft without preload on the main bearings. Use torque plates. Cylinder replacements and top end overhauls have been done successfully for over 100 years. Its routine maintenance. ALL engine work is risky if you do not know what you are doing!

If am paying by the hour for aircraft maintenance at A & P rates (shop rate), shouldn't I be entitled to have the work done by a Certified A & P? Please explain why I should be charged $140.00 per hour for an uncertified $15.00 per hour "mechanical assistant"?

In the bureaucratic world as well as the lawyer world there is NO room for common sense.

I am an aircraft maintenance technician here in Kenya without a licence. I have participated in maintenance in 3 different companies as an intern. There are bare no opportunities to gain experience

I am glad this was not only clarified but also on the conservative side.

I am curious - two issues are mentioned here: leaking exhaust valves and stuck cylinder rings. These must have some underlying cause, mustn’t they? What are the chances of fixing them permanently by replacing the rotoroil/cap, lapping the valves, or performing a solvent flush? Or would these measures merely add some borrowed time to a cylinder that is already doomed?

MMO is great stuff on continental motors...does more than what Mike stated..put it in the gas also....lead Does seat valves.. But too much lead causes problems...sorry Mike to have these conflicting ideas😮not trying to devalue your statements...one size has never fit everything...you can work with a 7.0 low compression continental 0200/0300 cylinders with proper leaning and MMO😊 install a cht probe on each cylinder for perfection..running lean of peak cleans things on continental but needs to be monitored..egt values are useful...47 years of active flying has placed me in a learning environment along with my mechanical ability...however, not a know-it-all type...always keep an open mind to learn😊

My SR22 g1 has simple single cylinder gauges (egt/cht), so to be safe I’m best to run 65% power setting and leaving until onset of rough engine? At that point I will be LOP and no issue of being in red box yes?

What about full rich before landing (pre landing check list on my sr22 g1, says go full rich?

I had a Lycoming engine that was blowing oil out at almost 1qt per hour, used the solvent flush and it dropped to a qt per 7 hours.

This idiotic Interpretation was the final straw in my decision to step away from Certificated plane ownership and move to Experimental. Especially as a hands-on plane owner.

This is a direct result of the oversensitivity towards “remote work” arrangements - there’s a concerted effort across many industries and Government to reverse remote work arrangements adopted during the pandemic out of necessity to avoid the abuse by some workers, particularly government workers who have not returned to work and are deliberately circumventing work from office arrangements to perform required tasks that might be better performed collaboratively in the work setting. The bottom line is: are things being done(supervised) to the level of output needed to achieve production goals (productivity) and are they being done to the standards set (quality). And is there an opportunity to have those levels measured, verified and checked. If so, then remote vs physical supervision becomes a matter of personal execution philosophy given assigned accountability. Get it done and get it done right and you should be fine there’s a happy medium here.

The FAA is actually your friend, otherwise some would ask the baby sitter to help work on his airplane while he looks at her pretty legs. It is the same theory as church boys singing in the choir, they just want a cheap thrill.😢

Some of these issues are raised by book sellers and pod casters because of advertising dollars paid to person raising these issuues in the public venue. It is not unusual for a yubtuber to make 6 figures on these programs. Follow the money trail!😂 Thats why they want you to hit the subscribe or thumbs up icon. Its all about money😮

The FAA attorneys decide on the perceived facts by the rule of law based on safety. The FAA administration makes the final policy decision. Anyone, that has standing and even without a FAA Far citation, can go to a court of equity and ask for advisory decision. Amicus briefs would be welcomed by the court to see how experts argue in behalf of the cause. It is all about 14th amendment concerns. Safety issues will be the leading facor in the decision.

Unfortunately the FAA like the BATFE (ATF) has been allowed to run wild and unsupervised for the past many decades. They have developed the bad habit (because the people and the rest of the government had allowed it) of making their own laws, enforcing those laws, and dealing out the repercussions of those laws. It is a slap in the face to the American people that they are supposed to be working for and is absolutely disgusting. Hopefully this comes to an end sooner rather than later.

When a potential DIE attorney hired flips the game board upside down

This MOSS with the FSDO was likely flexing. The interpretation was likely resulting in a challenge as a result for some mechanic Moss had his radar on. The stay will help if the person knows about it. There is a bigger “rest of the story” here.

Thanks Mike for all your hard work. 2 years of taxpayer dollars paid to high dollar lawyer. to review something that should have taken 24 hrs. They will take another 2 years of taxpayer dollars yo review the stay.....and not talk to us pilots and mechanics before wasting time. Unbelievable

I'm nearing the end of my apprenticeship.. the idea that my IA has to stand next to me while I do my 1,000th oil change is hilariously absurd. Are you telling me I have to go for my practicals without having ever done any task on my own ever.... we solo pilots as early as 5-10 hours of training!!!!

As someone who has participated in assisted annuals my entire life - first on my father's aircraft and now on my own aircraft, THANK YOU for pushing back on the Moss LOI. Not only do I enjoy the satisfaction of turning wrenches, it's the only way I can afford to own an aircraft.

Why the hell someone asks bureaucrats to clarify grey areas??!! Grey areas are what saves us from bureaucrats... I know, I live in Italy!

It’s disconcerting to hear that FSDO inspectors were “licking their chops “ in anticipation of violating mechanics. Why in the world would they have that kind of attitude? Were they somehow aware of shoddy maintenance that had been going on unsupervised and they looked forward to preventing injuries and deaths that resulted from these issues or is this simply a game to them and they look forward to making their jobs more interesting?

Funny how the FAA lawyers think it’s ok for them to issue a written opinion on something without going to every shop to see how the rule was practically being implemented. I guess a lawyer can sign off on stuff remotely. By their own logic they should hand deliver the decision to every A&P/IA in the country.

I remember back in the 90’s a customer asked me to take a test flight with him. I said oh no I don’t fly in anything I worked on. The look on his face was priceless!!!!

Mike Patsy’s plane went over 400mph. Don’t know his cruise speed.

The initial question from Moss appeared to potentially open the door to operations where the certificated mechanic could be located remote from where the actual work was happening. That might allow for a business where a tiny handful (or only one) actual A&Ps supervise a large number of "apprentices" while sitting at a computer clicking through images or "zoom" chatting. I think the lawyer at the FAA overreacted. I very much do not want a shop that never or rarely has a certificated mechanic getting hands on with the aircraft being maintained so it's appropriate to shut down that concept. But, of course, the lawyer's knee-jerk reaction about being there to intervene if a mistake might happen was absurd and not in line with either the plain reading of the regulation or the time-proven effective current implementation.

Mike thank you for all the info and the willingness to fight back!

Great to see common sense prevail. Thanks for noticing, making people aware, and redirecting this bureaucratic blunder.

The Chief Council is giving a literal interpretation and demonstrates his unqualified interpretation of what mechanics do. As a Pilot-Owner, my philosophy is that I trust my life with my mechanics work. I am not worried with the apprentice's work knowing that my A&P says it's good work. Much work on updating the Regs is needed.

FAA attorneys interpreted the wording literally as they should have to protect themselves. Solution is to update the regulation to keep up with technology.

As a supervisor, I have to sign off the work, so I ALWAYS ensure the work was done correctly and knowing my ticket (or maybe my freedom) is at stake, I take my duties as seriously as is possible. I've written myriad assembly/disassembly/modification procedures for the GE90 high bypass turbofan engine and we always included inspection points that required a disinterested supervisor to inspect before proceeding further. We based our assembly procedures on the USAF Technical Order system.

I'm just curious, how many aircraft mishaps are due to incorrect maintenance done by unsupervised non-A&P mechanics? I'm guessing the answer is virtually zero.

very informative as usual!

Ok, Mike Busch needs to hang it up and retire. "It's the owner's job to decide what maintenance is required"??? Obviously you haven't met the cheap owner... You seem to have only the sort of affluent, luxurious customers who decide exactly as you think the maintenance should be done. #1. How about it's the maintenance manual and 43.13 that decides what maintenance is required? Not the shop or owner. #2. Have you run the cost for 20 owners in a "maintenance club" with two A&P, IA's earning $130k? (PLUS BENEFITS!): Let me help: 130k x2 + hangar + insurance (which you didn't even care to guess was needed) + WORKERS COMP INSURANCE + parts, tools, etc: Minimum 600,000 / year... /20= $30,000 per year each owner. Show me a C172, C182, even a B36 owner who is ready and willing to pay that year after year. #3. Fly to Norfolk, VA and talk to Dan Short at Fantom Motorworks and discuss his losses due to cost overruns on projects. #4. Most GA aircraft are 50+ years old and modified, maintained, overhauled, etc, by different owners, mechanics, etc, over FIFTY years. All those old standards, techniques, mistakes, generalized wear of the airframe ("removed cowl to change oil and cam nut broke"), not to mention GA aircraft are not really robustly built in general lead to a lot of "opening a can of worms". Like renovating old houses, same here. Some times you breathe on these planes and something breaks. That does NOT equal flat rate.... #5. And finally, Watch this video from the Car Wizard on why he doesn't do estimates: kzbin.info/www/bejne/bXK4cnxndryXpcU That being said, I did work in a shop that used the factory flat rate hours for the general maintenance items: 40 hours for an inspection, 1.5 for a brake job, etc. It worked well 90% of the time. But for everything? No. There are the outliers that come in every week and it's impossible to project the cost. Now, apparently your shop rakes everyone over the coals, including the easy jobs: You'll charge $800 for a 45 minute oil change so you can cover the ones your shop "took a bath in"...

The manager exercising the privileges of a certificate holder without holding the certificate is very much an enforceable issue.

More the reason to support G100UL. I own an automotive repair business and a sticking valve in a modern car is very rare, and when they do stick, it’s because the valve stem is bent, usually from bouncing off the rev limiter. It’s amazes me the wives tales that persist in the GA community. Lead as a lubricant 😅

I’m yet to hear about a definitive report of PROPER cylinder removal resulting in a forced landing. Can someone please provide a report(s), that is not speculation, where all proper procedure was followed yet it resulted ina forced landing? Or better uet, a video that describes in detail proper procedure - this would save more lives. Also, how about reports of forced landings due to lack of pulling cylinders to inspect for problems??

I’d rather learn proper procedure than be feared into not doing anything. Certified mechanics SHOULD be skilled enough to remove cylinders as many times as they desire without adding any risk to the equation. No-one would ever remove a cylinder if they did not jot feel it was necessary to begin with. This goes without saying. I’d rather hear from a hands on experienced mechanic who has successfully removed cylinders his entire career over someone with an engineering background who is obsessed over the .001% chance of failure. Engineers are paranoid. I jnow because I’m obe myself. Where is the experiienced mechanic internet hero? MB is not it, imo. From what I’ve read the guy has never even signed an annual.

That UND has identified 128 additional cases of valve recession since the switch back to 100LL indicates strongly that the correlation between No Lead and Valve recession was not due to Low Lead. If it were, then then problem should have disappeared once the switch back to 100LL occurred. Given the history of Lycoming with other 'non-conforming' engine parts in the last decade, I would not be surprised if the engines/valves seats in question were non-conforming. (Raise your hand if you had to send a recently overhauled Lycoming engine back to Lycoming for the connection rod bushing issue...)

I own an automotive repair company and we deal with these scenarios. Things do happen that cannot be foreseen, however, if a mechanic does not bother to properly diagnosis a vehicle/plane properly before recommending action, they are being unethical. At my company we always diagnosis the issue before recommending a way ahead. The path always have to be defendable to a customer in the event we have to go back for more money/repairs. Automotive techs that are good at diagnosis are also rare, 1 in 10 at best.

Won't work if scheduling won't work if two airplanes are going down at the same time... Also only really works for specific make and model where experience and common issues can be solved quickly efficiently so the mechanic isn't losing money

Landing I lean to where I do WOT and it’ll shit and git if needed. I punch a rev 1,000 above pattern and good to go while keeping the heat in her too.

The way this advise is given, and the click bait title, encourages people to shy away from removing a cylinder which can actually be dangerous. Cylinder removal can often show issues that can only be known by removing the cylinder. If you are thinking a cylinder has to be removed it is safe to say that you suspect a serious issue. You may be wrong in your assessment but please do not choose to ignore an issue because you are "afraid" to remove a cylinder. Just remove the cylinder correctly by thoroughly understanding the following: through-bolts, preload, torque friction, torque plates, thread damage, and the importance of not reusing hold-down nuts. How many airplane crashes are documented from airplanes where mechanics properly followed cylinder removal procedure? Is it safe to say that if cylinder removal is done properly it is a near zero risk factor?? If not, why not? Cylinder removal is a maintenance item and airplane owners already shy away from it because of the high cost... Whats next the 'perils of changing oil' - airplane owners not proper safety wiring - only change oil when absolutely necessary(sarcasm)...

I took my airplane to have landing struts removed, sandblasted to remove paint, and x-ray to look for microfractures (I had one that had factory defects in the casting that eventually caused one to break on a landing and was field replaced by a mobile A&P. I wanted to confirm there were no internal fractures in the other and the replacement. A&P went bananas taking things apart, disassembled my airplane almost entirely and had to hire help to re-assemble it. Tried to hand me a $20k bill for the "mechanical" work he had to hire out (aka, putting back together because he didn't know how). I went ballistic. got him down to about $7k I believe and made the entire shop (and field) know, just how much of a disaster he was. I ended up ferrying to a nearby field to have another mechanic go over it and make sure he put it together right (he had forgotten a safety wire on rudder connection, which did come undone during a pre-flight check thankfully). Quite an upsetting experience for me; as all of my prior mechanics had been amazing and taken such good care of the airplane whenever I wanted to check something or asked for advice.

Good news is; if you get a big enough dataset along with human analysis, you can train an AI model to help make quick work of analyzing future armature images.

I'm absolutely shocked to hear the biden administration would hide negative information that would call into question the safety of one of their directives. (note my sarcasm).

As a pilot hearing about all of the issues and problems with Continental engines; I feel good about my airplane having a Lycoming engine.

Central Flying Service in Little Rock is doing this. It’s called the Select program and they have 75 aircraft on the program. All maintenance is planned out over 13 months and scheduled.