And

*I've seen airplanes go into a hangar and then an hour later, they roll out and the annual inspection has been done on them. You can't do that in GA. There are some shops around that do it, but they tend to get found out. The industry, as you said before, is quite a small industry. There's enough scuttlebutt around that you hear, that you don't take your pioneer. They're dodgy. Or, if you want a hundred hourly done, fly over the airfield and it'll turn up in the mail a week later*; (P\_10)

Note: "Scuttlebutt" here is used a slang reference for a rumour, or "word on the street." In terms of *maintenance work* and practice, replacement was perceived to be overriding repair:

*"[You fix faults] in accordance with the maintenance manual and that's it [* ... *] [The new Maintenance Engineer's] idea of fault finding is, 'oh that's loose, or there's the fault.' Fix it by replacement instead of repair quite often*. (P\_3)

Compliance with regulations/rules was thought to be a ffecting the quality of paperwork:

*[The regulators are] bogging down the engineer with paperwork and not letting the engineer do what engineers do best, which is work on aircraft, or supervise people that are working on aircraft*. (P\_4)

Perceived changes in the practices of *aircraft owners* were contextualized by changes in the financial landscape which a ffected safety and working practices. These were considered to provoke unrealistic and mismanaged expectations based on what was done in previous years, greater pressure on (licensed) maintenance engineers, and the burgeoning reality that some owners were simply no longer able to maintain the airworthiness of their aircraft:

*We're doing a job at the moment where we're being told to leave things to another year to reduce the cost and then spread it across. More people saying, "Oh, we're going to be changing that in a year and a half. Can you just sign it o*ff*?"*; (P\_9)
