I acquired a Luscombe 8A project earlier this year. All the parts, minus engine and prop, but I did get the engine mount, baffling, exhaust, etc. Included is a STC for an O-235-C and prior owner did a lot of the upgrades ( metal wings, wing tanks, electrical). This week I negotiated what I hope is a good deal on an engine - disassembled but all there except accessories. Visual inspection and a micrometer indicate crank and cam are in spec or close . . . Amateur on the calipers here. This brings me to ask:
Who/where can I get things like Crank, Cam, and Case inspected and yellow tagged?
Why should / should I not get yellow tags? This applies to all parts, in particular starter, mags, etc which I will need to source. I am sure there is a simple answer, or should be, but …. When I was in a partnership on a Cirrus, we just trusted our A&P, 4 of us to share bill and I am (was) most mechanical of the owners group - I would do oil changes and “preventive stuff” but that was a TAA. I would never have considered doing anything extensive.
But the L8 is a one owner plane, rather simple in all things. So in past, if plane gave a hiccup during taxi and run up that the backup fuel pump seemed to cure - mechanic worried about who to send it to and yellow tags, and all that. But with the Luscombe, I think I need to know “why” I do/don't need yellow tags since I know it cost extra. For example, I spoke to someone who has decades experience rebuilding magnetos, but he does not issue yellow tags (said if I need them, he can rebuild and have an inspector issue the tag - this cost is $100 per mag. Granted, not the most $$ but 2 mags, carburetor, starter, case, crank, cam, 4 cylinders and who knows how many other items - effectively I am wandering how important is it to have 15-20 yellow tags?
Is it an airworthiness thing? True airworthiness or just insurance requirement airworthy? Or is it essentially paperwork to cover one’s tail that only matters if you crash?
After securing this part of my education - I have questions about parts list, suggestions for shops, anyone ever source their own parts ( from aviation suppliers) to have A&P do overhaul, and a lot more. It is both cost and time - I don,t want the engine done and just sitting, but I also know cost seems to go up daily.
Lastly, I have been reading other threads- it seems most guys just go to the big name shops or factory. Factory, I understand, but if factory reman or new is not an economically viable option, what is wrong with a local A&P, the kind that allows owner assisted annuals - does anyone do that anymore - rebuilding the engine? Airplane engines are not really technically advanced, why should we treat them like high performance European car engines when they simply are not complicated. Airplane engines are really more simple than a Chevy 350 in a 1970’s C-10 pickup. Shouldn’t any A&P be able to rebuild it? Again, this is not a high-performance technically advanced turbo charged European engine jammed into a little bitty compartment such that… Well, they are called technicians now, not mechanics for a reason, but the guy working on my plane… He’s a mechanic and if he cannot rebuild an O235, why should I trust him?
Who/where can I get things like Crank, Cam, and Case inspected and yellow tagged?
Why should / should I not get yellow tags? This applies to all parts, in particular starter, mags, etc which I will need to source. I am sure there is a simple answer, or should be, but …. When I was in a partnership on a Cirrus, we just trusted our A&P, 4 of us to share bill and I am (was) most mechanical of the owners group - I would do oil changes and “preventive stuff” but that was a TAA. I would never have considered doing anything extensive.
But the L8 is a one owner plane, rather simple in all things. So in past, if plane gave a hiccup during taxi and run up that the backup fuel pump seemed to cure - mechanic worried about who to send it to and yellow tags, and all that. But with the Luscombe, I think I need to know “why” I do/don't need yellow tags since I know it cost extra. For example, I spoke to someone who has decades experience rebuilding magnetos, but he does not issue yellow tags (said if I need them, he can rebuild and have an inspector issue the tag - this cost is $100 per mag. Granted, not the most $$ but 2 mags, carburetor, starter, case, crank, cam, 4 cylinders and who knows how many other items - effectively I am wandering how important is it to have 15-20 yellow tags?
Is it an airworthiness thing? True airworthiness or just insurance requirement airworthy? Or is it essentially paperwork to cover one’s tail that only matters if you crash?
After securing this part of my education - I have questions about parts list, suggestions for shops, anyone ever source their own parts ( from aviation suppliers) to have A&P do overhaul, and a lot more. It is both cost and time - I don,t want the engine done and just sitting, but I also know cost seems to go up daily.
Lastly, I have been reading other threads- it seems most guys just go to the big name shops or factory. Factory, I understand, but if factory reman or new is not an economically viable option, what is wrong with a local A&P, the kind that allows owner assisted annuals - does anyone do that anymore - rebuilding the engine? Airplane engines are not really technically advanced, why should we treat them like high performance European car engines when they simply are not complicated. Airplane engines are really more simple than a Chevy 350 in a 1970’s C-10 pickup. Shouldn’t any A&P be able to rebuild it? Again, this is not a high-performance technically advanced turbo charged European engine jammed into a little bitty compartment such that… Well, they are called technicians now, not mechanics for a reason, but the guy working on my plane… He’s a mechanic and if he cannot rebuild an O235, why should I trust him?
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