r/aviationmaintenance

This is a fan blade retaining pin from a CF34-8C.

It was removed to be sent away for "Restoration (Lubrication)".

When we removed it, it was kind of shiny.

After we got it back from lubrication, it is matt and not slippery at all.

Not what i would expect from a "lubricated" thing.

Does anyone have any information on the process that is used here?

United gives us the choice of 4 tools and a grainier flashlight. I picked the universal sockets.

Hoping for some insight from folks who know small Cessnas and shop work. I'm not a pilot, but my dad was, and he left behind some airplanes when he died a couple of months back. He owned a 1967 Cessna 150G and a 1946 Cessna 120, both flyable (the 120 is out of annual since June 2023, possibly needs wing re-cover, but apparently not in the immediate future).

His longtime A&P/IA has informed us that there was a verbal agreement: he'd do work on the planes in exchange for being able to fly them to give lessons. My dad's gone, so I can't verify any of that. The mechanic has also offered to buy both planes outright, for $35k total, minus the invoices he's produced for work performed. The combined invoices total around $20k, leaving us with roughly a $15k check total for both airplanes. He's the only person bidding because he's the only person who knows the planes, and we haven't advertised them anywhere.

I want to be clear, I am by no means trying to discredit his mechanic or imply his isn’t an honest person, I am just looking for some additional reassurance that we aren't being completely taken advantage of. There are few things on the invoices I'd love a gut-check on (I've attached redacted images of them with those lines highlighted):

1. 150G invoice — 45 hours of labor at $125/hr for installing a used GTX 320A, KY 97A, and SCI-S4. Is that in the ballpark, or high? My understanding is this is a non-ADS-B-out transponder anyway, so what's the value here?

2. Same invoice — 40 hours of labor at $95/hr for torquing wing strut bolts, reconnecting pitot, reconnecting nav/landing lights, and rigging ailerons. That feels like a lot of hours. Does anyone have any idea if this is ball-park, or possibly an honest error?

3. The 120 invoice is two line items totaling $2,769.38 with no other description. I believe he said these were for annuals and other maintenance, but is it reasonable for me to ask for these to be itemized before crediting them against the sale price?

Second question — the sale value itself: For a flyable 150G (TTAF ~3,500, fresh Feb 2025 annual, engine SMOH unknown) and a 120 (TTAF ~4,700, TSMOH ~1,500, out of annual, fabric possibly tired), is $35k combined fair, or low, or am I underestimating the as-is reality?

Happy to share more details. Mostly trying to figure out what's a normal shop bill, what's worth questioning, and what fair as-is values look like before I sign anything. Will get an independent A&P out for a pre-purchase regardless. Thanks for any thoughts.

(Admins, please delete if not allowed, first time posting in this group)

I am after some guidance regarding these two sets of Business class seats.
The seats were acquired from eBay from a lister located in Melbourne Australia.
We believe these seats came from an Airbus A330 operated by Virgin Australia from November 2012-2013.

We ideally would love to be able to connect electrical power to operate the system including screens and recliner.

We have tried reaching out to the seller, he said that the transformer is roughly $2,000 however didn’t elaborate further.

What would be the best piece of equipment to be able to supply the power? I would think a transformer to supply 115vac , 400hz to a master control unit to then go to the seats? Any suggestions?

I’m more than happy to provide additional information if needed. (I have no aircraft mechanic experience)

Cheers

This aircraft picked up an engine at HOU and is on the way to Costa Rica.

Hi everyone i am a student currently doing an aircraft maintenance engineering course. Me and a couple other teams have done the removal and installation procedure for the inboard and outboard flaps. Only mechanical work and nothing electrical to them. Prior to removal they worked fine, however after installation we are having issues. They operate from DN to 20 degrees after an FCU reset and that it is. The FCU throws an LED pattern not recognised within the AMM. We have done a wire harness resistance check on all plugs and checked all pins and connectors but everything fine and within limits. Done FCU resets followed by functional tests with no luck. Any guidance on what we should do next??
Aircraft: Premier 1 Model 390 (RB 73)

Does anyone have any advice on removing this smoking prohibited placard, without damaging the panel finish? I believe the panel is powder coated aluminum. Cessna T182 w/ G1000

Currently in a&p schoo. Stacking tools, wanna know what people think of these types of tools because im hearing mixed things. Reference the photo and provide your input