Don,
I think you make some very valid points. I never even looked at a GA
aircraft until I retired. They just could not pay enough. Who here would
work for 8-15 an hour when if they are good at what they do can make 20-30
an hour? Not I , and as the old contracting saying goes" Have toolbox, will
travel".
So now..retirement! Now I am looking for planes to build or restore for
myself. I sure hope I can help someone down the road,...but unless that
situation comes up I'll be breaking out the rivet guns on my own stuff.

Patrick
student SPL
aircraft structural mech

"Don Hammer" wrote in message
news:1118517137.02e998fe27851901b8e26c46364fa35d@t eranews...


A buddy of mine bought a used Cherokee. When he got home with it
(2000-mile
trip), he discovered, among other jewels, that the alternator belt said
"NAPA
AUTO PARTS," and the landing-light connector pair had been replaced with a
bulb
socket and a bulb with the glass smashed away and wires soldered to the
connections. In addition to a bunch of corrosion, he found that all the
wing
fuel tank vents had been cut off flush with wing, covered with screws, and
painted over.

The airplane not only had a current annual, but my friend had hired a
different
A&P for a pre-buy.....


Some observations from an older A&P / IA -

It is a sad commentary on the condition of the field, but I think we
are getting what we have asked for. Over and over on this NG and
others I read owners complaints about the cost of maintenance on their
personal aircraft and the quality of work they get.

In general there is a direct corollary to what a person earns and the
quality of work they provide. As an example let's look at the pilot
side of things and the pecking order on wages and skill level -

Major corporation
Major airline
Smaller airline
Fractional's
Commuter airline
Charter

I can tell you without any hesitation that the best and brightest are
not flying charter Lear Jets for a living. There is no difference
with maintenance personnel. That does not mean there are not any
exceptions, but I have determined, in general, that small aircraft
maintainers are either near retirement, new in the industry, or
has-been's that can't find work elsewhere.

As part of my business, I hire personnel for corporate flight
departments. In order to get the best, I typically set the salaries
of a Gulfstream-type mechanic at $75K to 95K depending on the area of
the country. I recently placed a DOM at $105K. These are not the same
quality of technicians that are working out of the back of their truck
or for Bob's Cessna Shop in Grass Strip, Kansas.

My suggestion -

If I were to buy a light aircraft, I would find the most expensive
factory shop I could find and pay them for a complete Annual
Inspection and supervise them well. There is no FAA definition for a
pre-buy, but there is for an Annual. I would set the ground rules and
make sure they understand my expectations. At a minimum, ask to
review their checklist and make sure you are happy with it. If they
don't have a checklist, go elsewhere as an Annual requires one.

I don't think any of you would take your Lexus to the local gas
station for repairs, so why do owners of $75,000 airplanes insist on
going to Bob's? I don't have a clue, but it's something to think
about.