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I saved the old fabric from my wing for locating inspection holes when installing the new fabric - which I'm doing now. My main question is this: what are they for? Just inspection? I see that they're located at the ends of each of the compression tubes. Are they to adjust the drag/anti-drag wire tension if necessary later? To tighten the bolts attaching the compression tubes to the spars later if necessary? (If so, it seems like there would need to be a hole on each side of the spar, or at least have the hole centered on the spars so you could get to both sides of the bolt).
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Brian Cantrell
1946 Taylorcraft BC-12D, N96262
1961 N35 Bonanza, N61GM -
Can't answer the what but here's a diagram of the suggested hole locations.
Gary
N36007 1941 BF12-65 STC'd as BC12D-4-85 -
From AC 43.13-1B
2-14. INSPECTION RINGS AND DRAIN GROMMETS.
a. Inspection Rings. Inspection access is provided adjacent to or over
every control bellcrank, drag-wire junction, cable guide, pulley, wing
fitting, or any other component throughout the aircraft which will be
inspected or serviced annually. They are installed only on the bottom
side of the wings except where installed on the top surface by the
original manufacturer.
SullySullyComment
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They are for inspection for broken compression tubes, and loose or broken drag/antidrug wires. I know of a fellow finding one on a Waco once.Comment
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My diagram! Mind you, the OP has quite rightly saved his old fabric for this very purpose. Cbcfly, is there any major difference?Originally posted by PA1195 View Post
The reasons are exactly as 3Dreaming suggests. I have had to re-tension drag/antidrag wires in the past (not on a Taylorcraft); the majority of the holes (which should never need opening) are for that purpose. The rest (which do need opening) are for regular lubrication / inspection / maintenance.
Hope that helps everyone.
RobComment
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I haven't measured exactly, but yes, Robert, my original layout pretty much matches your handy drawing. Thanks for the input fellas.Brian Cantrell
1946 Taylorcraft BC-12D, N96262
1961 N35 Bonanza, N61GMComment
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The FAA wants to see them opened up for the second annual after a recover, we are supposed to inspect the compression members and drag/anti drag wires. First annual you don't open them because the recover is fresh, its the second one we are supposed to inspect inside the wings. TimOriginally posted by Robert Lees View PostN29787
'41 BC12-65Comment
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Would they accept a bore scope if you didn't want to cut them out? ;-)
Comment
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I tried that on a metal wing Ercoupe, when the AD came out for inspecting the spar, the PMI said "NO", I may have a borescope, but the next mechanic that inspects it may not have one, so he said - just follow the ADComment
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You will want to carefully measure where they need to be installed above and below the aileron bell crank so you have them in the proper spot for lubing all the points there. A little bit off and it can make the task harder. Measure on the wing hardware unless you are sure the old fabric is right and verify off Rob's drawing.
Might consider one out on the wing tip if you have nav lights or are going to put in Sky Beacon's for ADSB.
MarkMark
1945 BC12-D
N39911, #6564Comment
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Complying with the requirements of an AD is a little different than every day inspections.Originally posted by LostnSpace View PostComment
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Do you have a 14' long borescope? That is pretty ridiculous to not cut them out for no practical purpose.Originally posted by Hank Jarrett View PostN29787
'41 BC12-65Comment
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I never did get why they don't ever want to put them on or cut them out! It's pretty basic.....if you can't see it, how do you inspect it?
JohnI'm so far behind, I think I'm aheadComment
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