Why won’t someone answer my questions on how to do something? Or why do they just tell me that I’m not allowed to do it? Why not? I am a good auto mechanic; I ought to be able to work on my airplane.
Editor:
It should be pretty apparent by now that I try to help out anyone on BAC and MML who needs assistance (as do many others, including multiple Bobs). Just tonight I was on the phone with a member from about 2200 until after 2330. Then I went out to the shop to resume my interrupted work on parts for two other members, until 0130. I am reasonably sure that fellow owners, Club members, and MML participants know that all our hearts are in the right place.
There is no question that I have flinched at some of the posts, just as did Bob on the ones that started this thread. I responded offline to some of them. Bob Steward, and other experienced technicians, have had the same reaction; some published, most unpublished. There have been times when I deliberately did not broadcast a response, in hopes someone wouldn’t damage their plane or hurt themselves, and possibly even blame it on the advice they received. For example, there is a very effective method of detecting vacuum leaks and worn carb shafts, that is extremely risky in the hands of someone inexperienced. I feel like I incur some degree of unprotected risk just because of the documents I have published and the parts kits that I send out. I am certain others have experienced that feeling when they published information. And while I am retired, some others are also sharing free information to fellow BAC and MML participants; information that they make their living by selling every day to their on-site customers.
After all, every one of us is capable of “doing something stupid”, including me. Fortunately, I have found my screw-ups (so far) before they hurt me or did too much damage. It’s been all of two weeks since I cut a UF power wire while planting bordergrass, when I should have known the cable was there. The worst part was, the other end wasn’t connected yet, and the power was off. It wasn’t until I finished the wiring a week after the planting, and turned the switch on, that the breaker slammed off; clearly a dead short. Then the fun began, as the wire had just been bricked up into two 5′ tall, 26″ square columns in the front yard, topped with lights. I had visions of tearing them back down, etc. Reason prevailed, UF cable is pretty tough, and I didn’t think that laying bricks could have hurt it. I traced the old UF trench marks that were still visible, noticed that a recent bordergrass clump was next to it, dug up the planting, saw a big black mark in the dirt, and then got lucky. No, I didn’t bury the UF, and no, I have no clue why it was only six inches deep. I had clipped it with the edge of a sharp shovel, while never seeing it. But all’s well that ends well. Just goes to show ya..
Having said that, I certainly realize that there are times when a person won’t appreciate the exposure created by what they are asking. No one should take offense if that is pointed out, though not in an unkind way. It helps when someone gives some indication of what they intend to do with the information, who they plan to get involved, their past experience with the particular project aspects, what other research they have done, what reference material they have on hand (Shop Manual, IPC, etc), their supply of materials and tools, and any other preparation they have done before asking. There are many new owners who as yet have no idea what they can do, should not attempt, or cannot legally do on their own planes. It may be legal for an owner to change their oil, or replace a tire, but there are many decent pilots-owners who have no business attempting the tasks. There are plenty of good folks out there who can break a crowbar while playing with it in a sandbox. My long-departed Father was one of them. My technical gene definitely came from my maternal Grandfather.
Others are perfectly capable (and equipped with manuals, tools, and supplies) to replace their interior, and to take on other major challenges. A skilled and well-equipped non-A&P owner might do things like use a protractor to determine control surface travel, and even check cable tension. Legalities aside (it would not be legal), he would be wise to involve an experienced A&P before making any changes in the rigging. If he has done it before under A&P supervision, and has recorded that in his A&P log (so he can eventually apply for the tests and Certification), his A&P may well permit him to tackle the next adjustment, and endorse the owner’s logbook entry. Hopefully, many of our fellow members have begun their personal maintenance logs, so their activities can apply toward sitting for the A&P exams.
We all have questions and we all need guidance. All that differs are the topics and the scope. The more information included in a question, the more thorough the initial responses can be. If a lot of critical information is omitted in a question, sometimes it is an indication that the submitter isn’t yet developed far enough to entrust with a “do it yourself” type of answer. If the submitter asks for info to exchange with his A&P to assist with more reliable and less-costly troubleshooting, that’s fine. That kind of feedback is usually more “checklist oriented” than “how-to oriented”.