"JB" wrote in message
oups.com...
On Apr 12, 1:37 pm, "
wrote:
On Apr 12, 8:42 am, "Matt Barrow"

I seriously doubt they would stay mute on the subject.

In fact, once the inspection has started, the IA is required by
FAR to sign the aircraft off as un-airworthy
and give the owner a list of things to fix to make it airworthy. Part
43.

But ahead of time, you could quiz him informally about what
he would do. If he has an idea about TBO that you don't
like, you could learn that before you start.

Bill Hale A&PIA- Hide quoted text -

- Show quoted text -

While not directly related to the engine/TBO question, I ran into this
exact problem on the recent annual for my 79 Warrior. We used a new
FBO this year (Landmark) and they took a "lets make it new" approach
on the initial inspection and estimate. The list of issues ran 3
pages long even though many had been there for many years and signed
off by 2 other smaller FBOs in previous annuals. The cost estimate
was 3x what we were used to!!

THe point being that after I recovered from heart failure over the
estimate, we considered having Landmark close it up and take it
somewhere else. But we learned that once a shop flags something as
unairworthy, its too late to "change your mind", ignore the
inspection, and start over someplace else. You can go elsewhere, but
an A&P must now sign off that the plane is safe to fly and ferry to
another shop, a FSDO has to sign off on a ferry permit, and then the
new A&P must either the fix the flagged items or note in the logbook
why he/she didn't agree with the initial diagnosis. This process
requires permits, signatures, more permits, more signatures. (In the
end, we decided it was too hard and we let Landmark suck our wallets
dry.)

http://www.avweb.com/news/savvyaviator/189710-1.html

The Savvy Aviator #18: Avoid an Annual Calamity

Pay particular attention to the part titeld, "Mismanagement Of The Annual"