Can anyone recommend a shop in or around New Orleans that can perform the Slick 500 Hour Inspection?
Thanks in advance...
N72GS
The cost of the Slick manual and the two tools you need to do the job yourself is less than $50.00 Very easy to do and you get to learn something new Ha! I should have been a Hip Hop "artist" instead of an aircraft mechanic!
I guess I don't understand why people make this complicated.
I have the T-100 tools and have never found it necessary to use to do a 500 hour check. Unless the seals are leaking I wouldn't pull the rotor. Mainly one is checking the timing, for evidence of arcing, the condition of the cam, follower and points, the egap, and the condition of the impulse coupling pawls and rivets. I guess I don't understand why people make this complicated.
One other thing to inspect for. Carbon arcing covered under the soft distributor brush AD.
Being somewhat of a newbie to aircraft engines, I think the least complicated route would be to send the mags to an expert who works with them everyday. Sure it might be $375 per mag but what price can you really put on spark?
I'd imagine taking apart a carburetor or fuel servo isn't that complicated either, but I'm not doing it.
That said, I might feel a little different if rocketbob was my neighbor and walked me through several mag inspections.
The cost of the Slick manual and the two tools you need to do the job yourself is less than $50.00 Very easy to do and you get to learn something new Ha! I should have been a Hip Hop "artist" instead of an aircraft mechanic!
Being somewhat of a newbie to aircraft engines, I think the least complicated route would be to send the mags to an expert who works with them everyday. Sure it might be $375 per mag but what price can you really put on spark?
I'd imagine taking apart a carburetor or fuel servo isn't that complicated either, but I'm not doing it.
That said, I might feel a little different if rocketbob was my neighbor and walked me through several mag inspections.
Trouble is, that's "your" opinion, and I can assure you, it would not be the same as the FAA's or any court in the land.
If You want to do that kind of maintenance on your own experimental that's fine (but not recommended), what I refuse to do is take short cuts on a customers aircraft (or my own) when I don't have the proper tools required for repair/testing called out in the CMM.
Bottom line is if you don't have the right tools and test equipment (and training), as called out in the CMM, you can't legally do the job.
Just my opinion, worth exactly what you paid for it
If it ain't - fit P-Mags
Really? Where did you get this information? Please do tell and show the regulatory information to back that up.
?43.2 Records of overhaul and rebuilding.
(a) No person may describe in any required maintenance entry or form an aircraft, airframe, aircraft engine, propeller, appliance, or component part as being overhauled unless?
(1) Using methods, techniques, and practices acceptable to the Administrator, it has been disassembled, cleaned, inspected, repaired as necessary, and reassembled; and
(2) It has been tested in accordance with approved standards and technical data, or in accordance with current standards and technical data acceptable to the Administrator, which have been developed and documented by the holder of the type certificate, supplemental type certificate, or a material, part, process, or appliance approval under part 21 of this chapter.
(b) No person may describe in any required maintenance entry or form an aircraft, airframe, aircraft engine, propeller, appliance, or component part as being rebuilt unless it has been disassembled, cleaned, inspected, repaired as necessary, reassembled, and tested to the same tolerances and limits as a new item, using either new parts or used parts that either conform to new part tolerances and limits or to approved oversized or undersized dimensions.
Negative! We were not, and are not discussing overhauling or rebuilding anything. Even if we were it does not apply to experimental aircraft.
Really, wow Paul thanks for the guidance. I actually happen to be an inspector for the largest corporate maintenance facility in the world.
I have always used Quality Aircraft Accessories in Tulsa. Www.qaa.com
The CMM uses the same section for the 500 hr insp as it does for overhauling the unit. Just because you didn't put a yellow tag it, or because its experimental, doesn't mean the intent isn't the same. If you sign off a 500 hr inspection and the FAA knocks on your door you will need to show that you have the equipment, training and technical data to perform the work.
Then you folllow a "Procedures manual" which the FAA has approved, out here we don't have a "Procedures manual" we just have the regs. I work on others people airplanes daily so I follow the regs, it helps keep folks safe and keeps me out of trouble