# Being practical with the homebuilt.vs. certified decision

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#### Dan Thomas

##### Well-Known Member
Let me compliment you on your choice of a homebuilt (Bearhawk). Thats one of the benefits of a homebuilt, most everything is new and you don't have to deal with wear and tear creeping up on you from accumulated hours. I'm not knocking Cessnas, they had to be a heck of an airplane to accumulate so many hours...but now that they have accumulated all those hours you have to wonder when they become a liability. As you mentioned, fatigue cracks were found after the airplane was destroyed on the ground by high winds. You have to wonder why those cracks weren't discovered at the last inspection, and how long they had been spreading.
Maybe the wind destruction was a lucky thing after all. I would think that any annual inspection should include thorough inspection of all cables and pulleys not only on Cessnas but even homebuilts.

Excerpt from site below: " If you will notice, the lower bearing for the rudder is made into the bellcrank. It is quite common for the bearing to be extremely worn." Has this been dealt with on the
10,000 hr 150 that was inspected by the nonworking/father A&P and his GA knowledgeable friend? Look at the site and it has some good info. I would think it would be somewhat expensive to

#### Dan Thomas

##### Well-Known Member
TFF;286935 More legal fun is answering who is responsible for the ADs getting done? The pilot per the FARs; actually in the PPL question list.[/QUOTE said:
The pilot responsible? Maybe in the U.S., but in Canada it's the owner of the aircraft.

Transport Canada's website has an AD function in which you enter your aircraft's registration, and it spits our the relevant airframe, engine and propellers ADs. It doesn't catch the appliance ADs, so the mechanic has to think about what equipment might be affected. Certain instruments, wheels and brakes, ignition switches, radios, alternators or generators, magnetos (lots of ADs on mags), vacuum pumps, seat belts, and so on. A decent AD search can take several hours, to determine relevant ADs and the aircraft's compliance status.

ADs are free on the FAA website. I don't know whay anyone would pay a subscription anymore.

If a guy has an old Cessna and is concerned about how it's been inspected, he can take it to a Cessna dealer's shop where the guys familiar with the type can look at it. They have all the Cessna manuals and Service Bulletins and Service Letters and so on. Other shops can also subscribe to this stuff but it's not cheap, and bargain-basement mechanics don't buy it. You get what you pay for, basically, and way too many airplanes have had some pretty cursory annuals that end up costing a new owner big bucks when a better mechanic looks at it. He might have been better off buying a newer airplane that had been looked after more carefully. An owner can tell the mechanic to leave defects alone, but that info will go into the airplane's logs to protect the mechanic.

If an owner is concerned about safety, he will have to pay more for better service and more thorough inspections. There is no way around it. I sure don't know of any good mechanics that work for free.

#### TFF

##### Well-Known Member
In US, owner or operator; stand corrected and caught. Where I messed up was, of course, knowing not going to be commercial and not being corporate flying. Pilot and owner not necessarily the same, for being the top for responsible for maintenance. I dont pay for a fancy service; I actually share it with someone. Nice Word forms generated. I'm not a typer, so it really takes a lot of hate out of making the list.