Wing removal

[N96337]

Going back with fabric over the tank will be the easiest way to get it done. What fabric system does it have on it now?
Make it easy on yourself and your airplane.... to pull the wings, get the tail up on a barrel and use a sheetrock jack to hold the wing. It's WAY more stable than a ladder or other guys trying to hold things up!!!
You're not that far from me, I'm near Marion, MT, between Kalispell and Libby. OMT6 is the identifier for my airport.
John

[Hank Jarrett]

NOTHING makes the job easier than having someone to help who has done it before!

[USMC]

[USMC]

Thank you for the advice on removing the wings, they are off! As soon as I have time to learn how to edit the GoPro video I will post it. Here are pictures of what I found on the wing an strut mounts. The AD on the strut mounts say to clear away material 1/2 inch around the strut, which you can see has not been done. I do not find any information on what to do around the wing mounts. Any suggestions on what I should do about the corrosion and how much of the fabric should be cleared away from the wing mount would be appreciated!

[Hank Jarrett]

The objective is to remove enough fabric (and debris) so that the steel can be inspected for damage and corrosion. The strut to fuselage attach only has to be done once unless your plane has ever been on floats (then it is every annual). After inspection I seem to remember you were supposed to patch the fabric to keep garbage from getting in the opening. When I did mine I made an extended cover from the gear fairing held in with several machine screws and blind nuts so it could be opened up every annual (even though it wasn't required on my plane). I have been amazed how much trash collects at the cluster for the aft landing gear and wing strut attach! Several IAs have looked at it and approved the addition of the inspection cover. Only take under a minute to remove for a good cleaning and inspection.

[USMC]

Thank you Hank, for the response and the pictures! Is the corrosion shown in my pictures normal?

[3Dreaming]

I'm seeing enough rust there, that I would want to take a much closer look at things.

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I would look at the bottom of the tail post for rust were the tail wheel bolts on

[Robert Lees]

Thank you Hank, for the response and the pictures! Is the corrosion shown in my pictures normal?

It's not uncommon (unfortunately) for aircraft of this age, but it's certainly NOT normal. I think you did the right thing by removing the wings. I wouldn't reinstall them in that state, I think a little bit more fabric needs to be removed to assess the extent of the corrosion to what are primary structural members of the airframe. These are what keep you airborne and alive.

I found some horrible corrosion on some of the wing butt fittings when I rebuilt by 1946 BC12-D; picture below. And to think I'd been flying with that between me and my maker! I made new!



Someone in the past thought it was OK to just add a doubler to make up for the corroded original fitting...what were they thinking?

Full link: https://www.taylorcraft.org.uk/Brey_...structural.htm

[Hank Jarrett]

Total agreement with Rob. It does seem to be "normal" to see crud and rust all over the fittings but it is NOT good! It needs to be cleaned up, inspected and re-finished. I inspect all of those areas (including the tail area) every annual. Most IAs don't "require" it, but those I use DO! That's why I have so many inspection access areas on my planes.

Hank

[USMC]

My IA wants to know ,"what the tolerance for the corrosion" is on the Strut mounts. In other words what is the allowable depth of the corrosion? Is there a reference since the AD says to call Taylorcraft?
Thank you!

[Robert Lees]

There is no tolerance on the corrosion from Taylorcraft Aviation Corporation, because they didn't provide that sort of maintenance info back in the '40s (nor were they required to do so).

But modern guidance is offered in AC43-1B. My own opinion would be pits greater than 10% of the original material thickness require replacement. I replaced all of mine because I had the wings apart anyway, and it's my neck on the line, and it's cheaper to make new than pay for a lawsuit.

What is your IA experienced on, in terms of vintage aircraft? Or his he a "Cessna / Piper /Cirrus IA" who is used to modern aircraft but not the older aircraft? Just interested.

Rob

[Jim Herpst]

Rob I was thinking 10 % or greater with the depth of the pit as well when I first saw this post. In fact I have some elevator fittings that go on the end of my elevator cables that I am making new ones for just because eyeball engineering called them sketchy after sanding and repaint.....if questionable then yes it makes sence to replace and stop tge question.

[Robert Lees]

Rob I was thinking 10 % or greater with the depth of the pit as well when I first saw this post. In fact I have some elevator fittings that go on the end of my elevator cables that I am making new ones for just because eyeball engineering called them sketchy after sanding and repaint.....if questionable then yes it makes sence to replace and stop tge question.

Eyeball engineering is good with me, Jim, I think you and I are on the same page, and that eyeball engineering knowledge only comes after years of experience which we both have (as do many here) on this particular type of aircraft. Many new IAs don't have that knowledge...would you trust a 24-year-old IA fresh out of school signing off a 70-year-old aircraft owned by a pilot old enough to be his grandfather? I know there are inherent faults in that scenario (for example the Alaska crash involving Dave Wiley, which brought about the strut/fuselage fitting AD) but on the whole, we know more than the IAs.

I ask the above question sincerely, because we have a similar lack of vintage aircraft knowledge here this side of the pond on our small aircraft. The Warbird community is well-supported and very knowledgeable of course, but they're not keen to involve us small fry.

Rob

[astjp2]

There is no tolerance on the corrosion from Taylorcraft Aviation Corporation, because they didn't provide that sort of maintenance info back in the '40s (nor were they required to do so).

But modern guidance is offered in AC43-1B. My own opinion would be pits greater than 10% of the original material thickness require replacement. I replaced all of mine because I had the wings apart anyway, and it's my neck on the line, and it's cheaper to make new than pay for a lawsuit.

What is your IA experienced on, in terms of vintage aircraft? Or his he a "Cessna / Piper /Cirrus IA" who is used to modern aircraft but not the older aircraft? Just interested.

Rob

43.13 is 10% and I also believe cam 18 is the same.