Situations like this SHOULD be self correcting. Just stop using the incompetent mechanic. When he has no more aircraft to work on, he'll be forced to move on to other jobs (that, hopefully, don't risk life and limb).
All major jobs, like recover/rebuilds will have to have the bugs worked out. No mechanic worth his salt will claim to do any type of major job 100% bug free. The trick is to catch those issues BEFORE the customer picks up the airplane. You have another qualified individual (or two) look over the aircraft before you sign it off. I tell people that I would rather be embarrassed than be responsible for hurting some one or bending an airplane. And each owner needs to understand that there are a few items that just need to be checked operationally before you can say that they are done and done correctly. Think about doing your power check before each flight. I can't even 100% guarantee a radio install is good to go until the pilots flies the aircraft and does a com check with a distant station. THEN I consider that job done.
That being said, the pics that Mr Pierce posted, show issues that I would NEVER consider 'bugs'. Incorrect parts installed. Parts assembled incorrectly. Or in the case of the rear liner tube, incorrect parts installed incorrectly. Look at this at two different levels.
First, the assembly procedures. The guy/guys putting the aircraft together simply put the wrong parts on or put the right parts on in the wrong manner. There may be some wiggle room here, for some items. If you've never assembled a Cub, you'll never have all the answers. But it's obvious from these pics that they never looked at the books. The parts manual gives specific numbers and descriptions of the individual parts and even gives you ideas about assembly. The old military assembly manual shows individual systems as the are installed on the aircraft. Manuals come with items installed under STC's. Then there is the internet and the telephone. Want to know that last obscure detail? Google search it. Pick up your phone and call your buddy or call the IA. Remember that the wiggle room I'm talking about here, is the details. I.e. which way a bolt is installed or the order of assembly. Anything above that level should be 'in the book'.
The second level here, I believe is much more serious; the sign off. A&P's and IA's have the ability to sign off 'other peoples' work. But it comes with the responsibility of making sure the work was done correctly. This means that the aircraft is safe to fly when the paperwork is signed off. Some of these sign offs are easier than others. If you ask me to sign off an intercom install, I can simply inspect the wires for correct type/size, proper terminations, correct breaker size, and proper routing. Are the jacks installed with isolation washers? Look under the instrument panel to make sure the intercom box is installed with the correct hardware and does not interfere with the flight controls. All these items can be visually inspected with minimal effort. Now imagine that you are going to sign off a recover or rebuild project. You will still need to insure correct parts and assembly but you will need to do this in each local area BEFORE it's covered up by skin/fabric or other assemblies. Things like wrong hardware or misrouted cables are completely obvious when it's a skeleton of the fuselage or wing. Throw the fabric on and now you're going to have trouble seeing these items let alone fixing them.
So, yes the guys building this Cub screwed up. Big time. My guess is that they had no reference materials or did not use them. I doubt they even went and looked at other Cubs. But go one level up and the IA screwed up worse. He is supposed to be the inspecting authority for this job. Think quality control inspector. I don't know this IA so I don't know the reasons for this event. He could have trusted the guys doing the work or it could be lack of knowledge on his part. Either way, he didn't get the job done. If he had caught these problems, they could have been corrected with minimal effort and we wouldn't be discussing it here. Instead, this aircraft has been flying around.
We can all take action to prevent this from happening. Owners, choose your mechanics/shops carefully. Competency and knowledge is more important than cheap labor rates, so ask around. If you do the work, then DO THE WORK! That means do the procedures called out in the proper manuals. Don't try to hide improper parts or procedures from the A&P or IA. If you are an A&P or IA signing off work for another individual, then do YOUR job. Complex assemblies require complex inspections. Observe the work being done. Ask questions. Look over the parts used, both before and after assembly. Once you sign for work accomplished, it's yours. Legally it no longer matters if someone else physically did that work.
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