What I've Learned - Revision history

Mboyd: /* Introduction */

2008-08-14T14:06:18Z

Introduction

← Older revision		Revision as of 14:06, 14 August 2008
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	== Introduction ==		== Introduction ==

	This is part three (3) of a three (3) part article about Mike (and ~~Cheetah N9811U~~).		This is part three (3) of a three (3) part article about Mike (and his '76 AA5A).

	# [[The_Annual_Inspection \| The Annual Inspection]]		# [[The_Annual_Inspection \| The Annual Inspection]]

Jbowman90: Corrected "part one" to "part three". Stupid copy and paste mistake.

2008-02-29T18:10:46Z

Corrected "part one" to "part three". Stupid copy and paste mistake.

← Older revision		Revision as of 18:10, 29 February 2008
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	== Introduction ==		== Introduction ==

	This is part ~~one~~ (1) of a three (3) part article about Mike (and Cheetah N9811U).		This is part three (3) of a three (3) part article about Mike (and Cheetah N9811U).

	# [[The_Annual_Inspection \| The Annual Inspection]]		# [[The_Annual_Inspection \| The Annual Inspection]]

Jbowman90: Introduction to rest of series

2008-02-29T07:36:57Z

Introduction to rest of series

← Older revision		Revision as of 07:36, 29 February 2008
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			== Introduction ==

			This is part one (1) of a three (3) part article about Mike (and Cheetah N9811U).

			# [[The_Annual_Inspection \| The Annual Inspection]]
			# [[The Replies]]
			# What I've Learned

	== Part 3: What I've Learned ==		== Part 3: What I've Learned ==

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	--Mike		--Mike

			== The Rest of the Story ==

			First: [[The_Annual_Inspection \| The Annual Inspection]]

			Previous: [[The Replies]]

Jbowman90: Replaced HTML markup with wiki standard markup and layout

2008-02-29T07:24:44Z

Replaced HTML markup with wiki standard markup and layout

← Older revision		Revision as of 07:24, 29 February 2008
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	~~'''~~Part 3: What I've Learned~~'''~~		== Part 3: What I've Learned ==

	Since my original post, what I found out was that this shop lost several of their more experienced A&P's that they had just a few years ago and the one that performed my annual just didn't meet my expectations for attention to detail and did not refer to the maintenance manuals that the shop provides for him as often as I would have hoped (as in the case of the dorsal fin removal). As I recall, one of my responses to a private e-mail sent after my original post included the phrase "You can lead an A&P to the Grumman manual, but you can't make him read it" and to me that seems to sum it up.		Since my original post, what I found out was that this shop lost several of their more experienced A&P's that they had just a few years ago and the one that performed my annual just didn't meet my expectations for attention to detail and did not refer to the maintenance manuals that the shop provides for him as often as I would have hoped (as in the case of the dorsal fin removal). As I recall, one of my responses to a private e-mail sent after my original post included the phrase "You can lead an A&P to the Grumman manual, but you can't make him read it" and to me that seems to sum it up.
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	Here's what I've learned from this experience:		Here's what I've learned from this experience:
	~~<li>~~ Do your homework. I can't emphasize this enough. If you are reading this, you are probably well on your way to doing that. Find out what to expect from a pre-buy or annual inspection (get the checklists from the maintenance manual, etc). Interview potential mechanics and get references. Talk to other pilots in your area. If you don't have copies of the maintenance and parts manual, get them.~~</li>~~
	~~<li>~~ Find a "good" mechanic. Choose a detail-oriented mechanic. A good mechanic that doesn't have as much experience with Grummans is much better than the inverse. Beware of high turn-over rates of mechanics at a given shop (seeing lots of new faces and no old ones at your favorite shop?). Make sure they have, and use, any appropirate manuals.~~</li>~~		* Do your homework. I can't emphasize this enough. If you are reading this, you are probably well on your way to doing that. Find out what to expect from a pre-buy or annual inspection (get the checklists from the maintenance manual, etc). Interview potential mechanics and get references. Talk to other pilots in your area. If you don't have copies of the maintenance and parts manual, get them.
	~~<li>~~ Be an active participant in your airplane care. Be there for pre-purchase inspections, annuals, etc. Using that homework you can follow along with the mechanic and ask questions. If your mechanic will allow, "owner-assist" on the work. One of the mistakes I made during the annual was that I was not there the entire time. Until you are intimately comfortable with the mechanics work, be there.~~</li>~~		* Find a "good" mechanic. Choose a detail-oriented mechanic. A good mechanic that doesn't have as much experience with Grummans is much better than the inverse. Beware of high turn-over rates of mechanics at a given shop (seeing lots of new faces and no old ones at your favorite shop?). Make sure they have, and use, any appropirate manuals.
	~~<li>~~ If it doesn't "feel right" it probably isn't. Be it the mechanic, a problem with the plane, an explanation, etc. My "normal brake noise" after installation of new brakes & rotors ended up being a mis-installed wheel fairing. Go with your gut instincts.~~</li>~~		* Be an active participant in your airplane care. Be there for pre-purchase inspections, annuals, etc. Using that homework you can follow along with the mechanic and ask questions. If your mechanic will allow, "owner-assist" on the work. One of the mistakes I made during the annual was that I was not there the entire time. Until you are intimately comfortable with the mechanics work, be there.
	~~<li>~~ Know where to go to get answers. The Grumman gang mailing list is an excellent resource and monitored by some very savvy A&P's. The folks at FletchAir, and this site are all good references.~~</li>~~		* If it doesn't "feel right" it probably isn't. Be it the mechanic, a problem with the plane, an explanation, etc. My "normal brake noise" after installation of new brakes & rotors ended up being a mis-installed wheel fairing. Go with your gut instincts.
	~~<li>~~ Learn from your experiences. I know it's kinda obvious, but it needs to be said. Adding a fuel line pressurization check to my pre-flight checklist, for example.~~</li>~~		* Know where to go to get answers. The Grumman gang mailing list is an excellent resource and monitored by some very savvy A&P's. The folks at FletchAir, and this site are all good references.
			* Learn from your experiences. I know it's kinda obvious, but it needs to be said. Adding a fuel line pressurization check to my pre-flight checklist, for example.

	Well, I hope that this story has been helpful. Take care and safe and happy flying!		Well, I hope that this story has been helpful. Take care and safe and happy flying!

	--Mike		--Mike

Mboyd at 14:08, 6 March 2006

2006-03-06T14:08:12Z

← Older revision		Revision as of 14:08, 6 March 2006
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	'''Part 3: What I've Learned'''		'''Part 3: What I've Learned'''

	Since my original post, what I found out was that this shop lost ~~all the~~ A&P's that they had just a ~~couple~~ years ago ~~(same owners though)~~ and the one ~~they have now~~ just didn't meet my expectations for attention to detail and did not refer to the maintenance manuals that the shop provides for him as often as I would have hoped (as in the case of the dorsal fin removal). As I recall, one of my responses to a private e-mail sent after my original post included the phrase "You can lead an A&P to the Grumman manual, but you can't make him read it" and to me that seems to sum it up.		Since my original post, what I found out was that this shop lost several of their more experienced A&P's that they had just a few years ago and the one that performed my annual just didn't meet my expectations for attention to detail and did not refer to the maintenance manuals that the shop provides for him as often as I would have hoped (as in the case of the dorsal fin removal). As I recall, one of my responses to a private e-mail sent after my original post included the phrase "You can lead an A&P to the Grumman manual, but you can't make him read it" and to me that seems to sum it up.

	I'm now using another mechanic am much happier with their performance. Although ~~they have~~ more experience with those C model aircraft, they appear to me to be much more detail oriented and capable than the first shop (I interviewed the owner and the head mechanic for about an hour each). They have fixed many of the problems caused by the first annual and have not caused any additional ones (definitely a step in the right direction).		I'm now using another mechanic and am much happier with their performance. Although my new shop has more experience with those C model aircraft, they appear to me to be much more detail oriented and capable than the first shop (I interviewed the owner and the head mechanic for about an hour each). They have a service that provides them with the manuals for almost all smaller aircraft and demonstrated the system to me. They have fixed many of the problems caused by the first annual and have not caused any additional ones (definitely a step in the right direction).

	Here's what I've learned from this experience:		Here's what I've learned from this experience:
	<li> Do your homework. I can't emphasize this enough. If you are reading this, you are probably well on your way to doing that. Find out what to expect from a pre-buy or annual inspection (get the checklists from the maintenance manual, etc). Interview potential mechanics and get references. Talk to other pilots in your area.</li>		<li> Do your homework. I can't emphasize this enough. If you are reading this, you are probably well on your way to doing that. Find out what to expect from a pre-buy or annual inspection (get the checklists from the maintenance manual, etc). Interview potential mechanics and get references. Talk to other pilots in your area. If you don't have copies of the maintenance and parts manual, get them.</li>
	<li> Find a "good" mechanic. Choose a detail-oriented mechanic. A good mechanic that doesn't have as much experience with Grummans is much better than the inverse. Beware of high turn-over rates of mechanics at a given shop (seeing lots of new faces and no old ones at your favorite shop?)</li>		<li> Find a "good" mechanic. Choose a detail-oriented mechanic. A good mechanic that doesn't have as much experience with Grummans is much better than the inverse. Beware of high turn-over rates of mechanics at a given shop (seeing lots of new faces and no old ones at your favorite shop?). Make sure they have, and use, any appropirate manuals.</li>
	<li> Be an active participant in your airplane care. Be there for pre-purchase inspections, annuals, etc. Using that homework you can follow along with the mechanic and ask questions. If your mechanic will allow, "owner-assist" on the work. One of the mistakes I made during the annual was that I was not there the entire time. Until you are intimately comfortable with the mechanics work, be there.</li>		<li> Be an active participant in your airplane care. Be there for pre-purchase inspections, annuals, etc. Using that homework you can follow along with the mechanic and ask questions. If your mechanic will allow, "owner-assist" on the work. One of the mistakes I made during the annual was that I was not there the entire time. Until you are intimately comfortable with the mechanics work, be there.</li>
	<li> If it doesn't "feel right" it probably isn't. Be it the mechanic, a problem with the plane, an explanation, etc. My "normal brake noise" after installation of new brakes & rotors ended up being a mis-installed wheel fairing. Go with your gut instincts.</li>		<li> If it doesn't "feel right" it probably isn't. Be it the mechanic, a problem with the plane, an explanation, etc. My "normal brake noise" after installation of new brakes & rotors ended up being a mis-installed wheel fairing. Go with your gut instincts.</li>

Mboyd at 13:54, 6 March 2006

2006-03-06T13:54:39Z

← Older revision		Revision as of 13:54, 6 March 2006
Line 1:		Line 1:
	'''Part 3: What I've Learned'''		'''Part 3: What I've Learned'''

	Since my original post, what I found out was that this shop lost all the A&P's that they had just a couple years ago (same owners though) and the one they have now just didn't meet expectations for attention to detail ~~(definitely a bad thing for an A&P IA)~~ and did not ~~read~~ the maintenance manuals that the shop provides for him in the case of the dorsal fin removal. As I recall, one of my responses to a private e-mail sent after my original post included the phrase "You can lead an A&P to the Grumman manual, but you can't make him read it" and that seems to sum it up.		Since my original post, what I found out was that this shop lost all the A&P's that they had just a couple years ago (same owners though) and the one they have now just didn't meet my expectations for attention to detail and did not refer to the maintenance manuals that the shop provides for him as often as I would have hoped (as in the case of the dorsal fin removal). As I recall, one of my responses to a private e-mail sent after my original post included the phrase "You can lead an A&P to the Grumman manual, but you can't make him read it" and to me that seems to sum it up.

	I'm now using ~~the "other"~~ mechanic ~~on my home field and~~ am much happier with their performance. Although they have more experience with those C model aircraft, they ~~are detail oriented and~~ appear to be much more capable than the first shop (I interviewed the owner and the head mechanic for about an hour each). They have fixed many of the problems caused by the first annual and have not caused any additional ones (definitely a step in the right direction).		I'm now using another mechanic am much happier with their performance. Although they have more experience with those C model aircraft, they appear to me to be much more detail oriented and capable than the first shop (I interviewed the owner and the head mechanic for about an hour each). They have fixed many of the problems caused by the first annual and have not caused any additional ones (definitely a step in the right direction).

	Here's what I've learned from this experience:		Here's what I've learned from this experience:

Bob Steward at 02:59, 6 March 2006

2006-03-06T02:59:45Z

← Older revision		Revision as of 02:59, 6 March 2006
Line 1:		Line 1:
	'''Part 3: What I've Learned'''		'''Part 3: What I've Learned'''

	Since my original post, what I found out was that this shop lost all the A&P's that they had just a couple years ago (same owners though) and the one they have now ~~seems to have an~~ attention to detail ~~problem~~ (definitely a bad thing for an A&P IA) and ~~doesn't tend to~~ read the maintenance manuals that the shop provides for him. As I recall, one of my responses to a private e-mail sent after my original post included the phrase "You can lead an A&P to the Grumman manual, but you can't make him read it" and that seems to sum it up.		Since my original post, what I found out was that this shop lost all the A&P's that they had just a couple years ago (same owners though) and the one they have now just didn't meet expectations for attention to detail (definitely a bad thing for an A&P IA) and did not read the maintenance manuals that the shop provides for him in the case of the dorsal fin removal. As I recall, one of my responses to a private e-mail sent after my original post included the phrase "You can lead an A&P to the Grumman manual, but you can't make him read it" and that seems to sum it up.

	I'm now using the "other" mechanic on my home field and am much happier with their performance. Although they have more experience with those C model aircraft, they are detail oriented and appear to be much more capable than the first shop (I interviewed the owner and the head mechanic for about an hour each). They have fixed many of the problems caused by the first annual and have not caused any additional ones (definitely a step in the right direction).		I'm now using the "other" mechanic on my home field and am much happier with their performance. Although they have more experience with those C model aircraft, they are detail oriented and appear to be much more capable than the first shop (I interviewed the owner and the head mechanic for about an hour each). They have fixed many of the problems caused by the first annual and have not caused any additional ones (definitely a step in the right direction).

Mboyd at 19:46, 4 March 2006

2006-03-04T19:46:56Z

New page

'''Part 3: What I've Learned'''

Since my original post, what I found out was that this shop lost all the A&P's that they had just a couple years ago (same owners though) and the one they have now seems to have an attention to detail problem (definitely a bad thing for an A&P IA) and doesn't tend to read the maintenance manuals that the shop provides for him. As I recall, one of my responses to a private e-mail sent after my original post included the phrase "You can lead an A&P to the Grumman manual, but you can't make him read it" and that seems to sum it up.

I'm now using the "other" mechanic on my home field and am much happier with their performance. Although they have more experience with those C model aircraft, they are detail oriented and appear to be much more capable than the first shop (I interviewed the owner and the head mechanic for about an hour each). They have fixed many of the problems caused by the first annual and have not caused any additional ones (definitely a step in the right direction).

Here's what I've learned from this experience:
<li> Do your homework. I can't emphasize this enough. If you are reading this, you are probably well on your way to doing that. Find out what to expect from a pre-buy or annual inspection (get the checklists from the maintenance manual, etc). Interview potential mechanics and get references. Talk to other pilots in your area.</li>
<li> Find a "good" mechanic. Choose a detail-oriented mechanic. A good mechanic that doesn't have as much experience with Grummans is much better than the inverse. Beware of high turn-over rates of mechanics at a given shop (seeing lots of new faces and no old ones at your favorite shop?)</li>
<li> Be an active participant in your airplane care. Be there for pre-purchase inspections, annuals, etc. Using that homework you can follow along with the mechanic and ask questions. If your mechanic will allow, "owner-assist" on the work. One of the mistakes I made during the annual was that I was not there the entire time. Until you are intimately comfortable with the mechanics work, be there.</li>
<li> If it doesn't "feel right" it probably isn't. Be it the mechanic, a problem with the plane, an explanation, etc. My "normal brake noise" after installation of new brakes & rotors ended up being a mis-installed wheel fairing. Go with your gut instincts.</li>
<li> Know where to go to get answers. The Grumman gang mailing list is an excellent resource and monitored by some very savvy A&P's. The folks at FletchAir, and this site are all good references.</li>
<li> Learn from your experiences. I know it's kinda obvious, but it needs to be said. Adding a fuel line pressurization check to my pre-flight checklist, for example.</li>

Well, I hope that this story has been helpful. Take care and safe and happy flying!

--Mike