MikeOH

Agree, if you are stripping for a reseal then inspection makes perfect sense. Why wouldn't you? I was just pointing out that I can't imagine anyone strips their tanks JUST to inspect for spar corrosion!

I’m always amazed that I’m simultaneously smart enough to be able to afford this endeavor, yet dumb enough to continue to spend that amount of money

Speaking for myself, I’m angry at the lack of support and outright animus expressed towards the OP merely for daring to report an issue with a vendor!

Well, @hammdo had his IRAN done for $23K and seemed to include most everything. The cheapest OH option appears to be a whole lot more than another “few hundred dollars”!

You have got to be kidding! That’s nearly as bad as the guy telling him to, “take personal responsibility” for a problem that was NOT his making. The attitude around here when any criticism is directed to a shop is astounding! Yeah, Maxwell has done many people favors and has a great history. Doesn’t mean mistakes aren’t made. Also doesn’t mean those mistakes should be ignored. It certainly doesn’t seem Don handled this very well. Sure, there’s two sides to every incident but the willingness to blame the customer is absurd.

Not sure what you’re debating here? My point is you can save a ton of time and money doing an IRAN like @hammdo did! And end up with an engine good for as much time as the more expensive and time consuming options.

True. But my contention is that you will take less of a dollar loss when selling the IRANed aircraft.

Even better! I was adding around $5K for the R&R on top of $30K for the IRAN.

Exactly! My point was you can do all that stuff as an IRAN for $35K, getting that 'zero' SMOH logbook entry is going to cost you another $35K

Frankly, if faced with those ridiculous lead times and pricing, when the time does come for an OH, I think I'm going the IRAN route. Cases sent out, crank inspected, new bearings, cam, lifters, and OH the cylinders...so what it doesn't say OH in the log book? Only time that's going to matter is when I sell and, yeah, I may take a loss but I'm sure not seeing how the same won't happen with an OH given the absurd prices! I.e., if I take the value of my plane with what everyone considers a run-out engine and add >$70K ($64K engine plus R&R) for a 0 SMOH log book, no way I'm getting $70K more. Probably more like $35K.

That's about what mine burns. I have around 2700 SMOH...Compressions are high 70's and borescope looks good. I plan on continuing to fly it. Obviously, I'm a fan of "on condition"

@mluvara Do you know if Paul will be submitting this to the FAA in response to the SAIB?

Yeah, that sounds like the spring is weak. Do you feel much resistance when you pull out on the handle?

In this case we are going to have to disagree; I don't think this is subject to ANY interpretation. If the grinding is hidden, then I can see your point. But wanton grinding that destroys the label for an engine control is just NOT something that the shop/mechanic gets to 'assume' is okay!

Hmm, it's been awhile since I've flown a 'B' model, but if the flap is drooping when parked, I'm not sure it's the fault of the spring you are showing; I think that one is just to hold the flap handle in its detent. There may well be a retract spring somewhere in the system. Take a look at the IPC.

Let's say he did, maybe even supplied the part. Shop should still have called BEFORE hacking up his panel. There is just no excuse for that omission.

SIGH...nothin' like blaming the customer, good grief! Say all of that is TRUE, it still does NOT excuse cutting up the guy's panel without at least a phone call! Don's shop absolutely did this to him, NOT the other way around. He is NOT the co-creator of the original issue. Argue all you want how the customer mishandled it (never blame the shop for how THEY mishandled it, right?), but the ORIGINAL problem is not on the owner. I've more respect for the claim that we are just lucky to have anyone willing to work on our planes at all. Therefore, you should be happy to over pay and receive crappy service! Don't dream about complaining or you'll ruin it for everyone! At least that's an honest opinion on why acceptance is the best policy (i.e., bend over and take it). I do agree with @PT20J that we only have one side of the story, but it's hard to see a scenario (other than an outright lie) where grinding on someone's panel to 'fix' anything would be okay without a phone call to discuss FIRST.

Yes

Another fan of shutdown at 1000 rpm and restart by advancing mixture with NO boost. Works for all 'voodoo territory' situations

Not being asked in the first place is what would drive me crazy! I realize the need to defend Maxwell is almost a religion around here, but NOT calling the customer before grinding the panel is UNACCEPTABLE! I can't believe anyone thinks this is okay.

I certainly don't hold myself out as a spring expert, but other than being a little dirty I don't see anything wrong/worn with that spring. Remove, clean, reinstall.

You're a riot. Practical question for you: Do you really think the FAA went to the trouble to issue this SAIB because only 3 people are concerned? Sounds like part of the process for coming up with an AD, to me.

Curious why the need to replace the pistons (assumes no actual damage to them is found)? Wouldn't the hone and new rings address the issue?

That criteria is for the necessity of REPORTING an accident (i.e. NOT merely an incident), not whether or not the NTSB is obligated to investigate. I don't believe Part 830 addresses what criteria NTSB uses to decide if THEY are actually going to investigate a particular accident; that's their internal decision, I believe.

Well, my recollection from PPL training is that the NTSB Part 830 regs are completely separate from those of the FAA. And, weird as it may seem, the incident does not rise to the level for them to spend the money and effort to investigate further. Frankly, what are they going to learn that would be valuable? As the article says, the FAA is the one to 'investigate' the pilot.... I imagine they'll pull his Student pilot cert