First Taylorcraft annual

[astjp2]

Re: First Taylorcraft annual

Technically the Mil-spec and ASTM of the gas changes, and if the TCDS is not changed to reflect the new gas, then yes an STC is required.

You should see the same thing for an F&M oil filter that is mounted on the accessory case, 2 337's, one for installing the modified engine in the airframe, the second is to modify the engine.

I am curious, if, let us say the new UL fuel is a new octane, (which it will be), do you need to get a 337 for a change in fuel?

Was there a 337 completed when all these old aircraft started burning 100LL?

If it works one way for an auto fuel STC will it work the other when 100LL is no longer available?

[cubby]

Re: First Taylorcraft annual

Hank,
Sir, thank you again, for your help in posting pictures, I guess I just went blank, so wanted to say thank you to you Sir personally your doing a great job on this site, thank you for that also.

Paul
Cubby
14/03/2015

[PA1195]

Re: First Taylorcraft annual

Alaska rules. Annual inspections take a day's work, typically 8 man-hours, can be more. Paperwork, physical inspection, and confirmation of airworthiness compliance @ $110/hour = $1K+-. Any fixes additional.

I bring it in, hand a list of known discrepancies I can't legally fix, and walk away. Later return to be informed about the plane's condition, work performed, and pay the IA after reviewing the logs and any new documents. I do whatever the IA needs in order to sign my logs, submit paperwork to the FAA, and sleep at night after working on my plane. Anything I do between Annuals I keep records of in my personal flight log and receipts at home.

Then I insure any paperwork is maintained per my obligations as owner/operator, plus keep a CD of the current FAA records they have on file (costs $10). I insure required copies of paperwork are available in the aircraft along with the TCDS for the airframe, engine, and prop with specs and installed equipment noted as supplemented by STC's in add-on paper. Paper is good fire starter in survival situations and the FAA likes to see lots of documentation during ramp checks.

Gary

[astjp2]

Re: First Taylorcraft annual

When I was in Big Delta, I was charging 350 for just the inspection, maint was 35 per hour beyond that. That was in 2009, but I also was only doing it for a hobby. Tim

[PA1195]

Re: First Taylorcraft annual

When I was in Big Delta, I was charging 350 for just the inspection, maint was 35 per hour beyond that. That was in 2009, but I also was only doing it for a hobby. Tim

Yes. I recall similar rates for my T-Craft in the mid-'70's in both Big Delta when I lived there (Del Smith did most of the work and the first F-19 showed up owned by J W Musgrove). Fairbanks' rates were similar and there were still a few independent folks working out of their trucks offering competitive rates in summer.

But times changed and soon the maintenance facilities that were required to obtain hanger keeper and product liability insurance began to raise rates to maintain profit, especially those that employed A&P/IAs and paid wages and benefits. The fair weather roaming indies soon left the business except for those that had their own hangar so they could work in the winter. The cost of maintenance was tied to their cost for utilities and rent/mortgage payments at a fixed location.

Then two things happened. Local auto, truck, and equipment dealers began an upward spiral in shop rates due to the expanding Alaskan economy (oil related industries). Airplane mechanics who worked on the dealer's planes soon took note of the reciprocal maintenance expenses (fixing their planes...the dealers fixing the mechanic's equipment) and raised the airplane shop rates in parallel.

Secondly aircraft shops took note of who was charging what (***** is charging this per hour so I should too, why not?) and raised theirs to flatten the field of rates. There was no limit to the gradual increases and airplane owners (private, commercial, and government) were abundant.

Now with the decline in flying (due primarily to the cost of fuel, an aging population, overall expense, and reduction in new pilot startups) the rates have stabilized here around $100/hour more or less. The only way they'll ever drop is if business and profit decline.

If you think about it who has the greater liability and should be paid accordingly...the A&P working on a plane, or a flat rate vehicle or equipment shop changing lubes and doing routine maintenance and warranty work?

Gary

[astjp2]

Re: First Taylorcraft annual

JW was still there, he has a molopoly on hanger lots there, Realistically the auto mech that does 200 cars a month has a higher liability in my opinion. I don't own anything and wont insure anything. No lawyer will sue someone who has nothing. Tim

[MontanaT-craft]

Re: First Taylorcraft annual

Are you implying that there are hangar lots available in Delta Junction?
Charles

[astjp2]

Re: First Taylorcraft annual

No, they were all bought by a couple of people and most wont be built on until they die. I know of 2 people who have lots that said they only bought them as an investment because the value is only going up. Screwed the ones that were willing to build because they cant get a lot. Tim