Following this thread on EASA privileges, this is a useful reminder.
Actually the two (not sure what the latest is on the EASA ELA2 scenario or whether it is even current now) are quite similar.
There is a lot of stuff which one cannot usually do “practically” e.g. the wheels – because that needs jacking up and that needs a hangar and it has to be one where you are allowed to work. Also some tasks are multi-person jobs.
that needs a hangar and it has to be one where you are allowed to work. Also some tasks are multi-person jobs.
Neither is a problem for me particularly, and, to my impression, neither is it for the European pilot/owner community at large. Only the fewest fields seem to have restrictions on working on one’s plane – the presence of commercial maintenance organisations could well explain that, but are those really so omnipresent? It is hard to imagine.
And of course one can always find a helping hand, especially on fields with a bar. Finding an able hand to help might need prior arrangements, though, but should still be easily possible. It never was the least bit of trouble to me.
That’s a pretty good article and its natural given AOPA’s political purpose that it downplays the financial aspect. Despite that, my experience is that hands-on work in collaboration with an A&P mechanic can eliminate a lot of expense. One reason is that (certainly in the US) when working on your own plane the FAA licensed mechanic is less likely to be a paid professional, he may simply be a friend with whom you trade favors and/or share activities both ways. In that way, plane ownership and maintenance can become a safety-enhancing part of your lifestyle, not a series of stressful business transactions.
Jacking planes for tire changes etc can be a pain, but that depends on the type. On a simple fixed gear plane you can often do it very much like you would on a car.
