now its landing gear struts

[Tom G]

This is shaping up into quite an annual this year! My exhaust needs to be replaced and I've also got problems with the landing gear struts. I'm told that on both sides there is a crack along the trailing edge of the strut that comes down from the bungees to the wheel. My mechanic tells me that Univair probably has them or at least had them at one time.

Have any of you ever had this problem, when I looked at Brian Bell's airplane it sure looked to me like the top of that strut is welded into the bungee area. I'm told though that it is a separate piece.

I'm just glad that I never had a gear collapse and that they found this problem before I did.

I'm into this noble old bird for the long term so whatever needs to be fixed has to be fixed right.

42 years and counting!!

Tom Gilbertson
N95716

[jgerard]

Re: now its landing gear struts

It is all one piece welded and welded at the top with a bolt at the bottom. Forrest probably knows why it was built that way. They are hard to find, good luck.

[Guest]

Re: now its landing gear struts

This is shaping up into quite an annual this year! My exhaust needs to be replaced and I've also got problems with the landing gear struts. I'm told that on both sides there is a crack along the trailing edge of the strut that comes down from the bungees to the wheel. My mechanic tells me that Univair probably has them or at least had them at one time.

Have any of you ever had this problem, when I looked at Brian Bell's airplane it sure looked to me like the top of that strut is welded into the bungee area. I'm told though that it is a separate piece.

I'm just glad that I never had a gear collapse and that they found this problem before I did.

I'm into this noble old bird for the long term so whatever needs to be fixed has to be fixed right.

42 years and counting!!

Tom Gilbertson
N95716

Hi Tom,

It's hard to Imagine that these cannot be repaired but anything is possible.

Do you have a digital pic to send? [email protected]

I bet they can be repaired. The cost may be lower than replacement and faster.

Are there drain holes at the bottom of that cracked strut? Are they plugged up? Perhaps water got in and froze and cracked it? and or rusted it too.

I am interested in buying your old ones. 845-473-0713 New York

Dave.

[Tom G]

Re: now its landing gear struts

thanks Dave, I sure hope they can be repaired! I don't have any pics as the plane is 100 miles away having this work done. I'm sure I'll be going down there soon though!

[alwaysoar]

Re: now its landing gear struts

They can be repaired by welding a sleeve along the strut. See AC-43-1B Chapter 4. Should not be too costly, and will likely be stronger than original. I understand that this was also done to beef up the gear for ski ops. There's a service bulletin on the gear to drill a hole in the bottom of the strut and check to see if rusty water comes out. I'd check that out, but your gear is not a lost cause at all.

Ed@BTV VT
TF 527

[Tom G]

Re: now its landing gear struts

Ed: Thanks very much for that information. I spoke with my mechanic this morning and he is concerned about getting FAA approval for a field repair. He told me that at the FSDO he deals with that they would never sign off on a repair like this. Apparently though it has been addressed before so I'll look up Chapter 4 and point that out to him. I never suspected this type of thing at all but I cant say that I've ever looked at the trailing edge of those struts, I always clean them from the front. Hopefully this will simplify matters. Thanks,

[Robert Lees]

Re: now its landing gear struts

The reason for the bolt at the bottom is to fit spats.

[fearofpavement]

Re: now its landing gear struts

I don't think there should be any problem getting a weld repair accomplished and approved for any part of a T-craft landing gear. Have an A&P weld it (or watch someone else weld it), fill out the 337 describing the repair and procedure used referencing 43.13 or taylorcraft data and have your local IA sign it off. Then the mechanic sends it into the FSDO and I would be very surprised if you ever hear another word about it. I am sure there have been literally thousands of similar repairs made to landing gear.

Remember, this is a repair, not an alteration, so no specific approval from the FSDO is required in advance. As long as it is as good or better than the original they shouldn't squawk.

A few photos of the damage and repair process for documentation couldn't hurt either. (save in case you need them but don't submit them.)

The main issue could be that the mechanic doesn't feel comfortable doing the repair, if that is the case, have him/her remove the part and tell them you will get it fixed. Then find a mechanic that can/will fix it and bring it back to the shop with the 337 approval for reinstallation.

[alwaysoar]

Re: now its landing gear struts

As "Fear" said, this is routine. AC43-13-1B has drawings showing exactly how to do it; referencing those specific directions means no problem with a 337. It seems to me, this may not even be a major repair. Gotta check on that one;in any event, it's no big deal.

Ed

[alwaysoar]

Re: now its landing gear struts

Yep. Part 43 Appendix A lists landing gear strut brace repairs as major repair needing 337.

[mhorowit]

Re: now its landing gear struts

As "Fear" said, this is routine. AC43-13-1B has drawings showing exactly how to do it; referencing those specific directions means no problem with a 337. It seems to me, this may not even be a major repair. Gotta check on that one;in any event, it's no big deal.

Ed

Ed - We've discussed 43.13 in the past, but what if the A&P has what he believes is an equal or better repair? What must be done to get it approved? just insure his IA agrees with him? What reference would he cite since he's proposing not going exactly IAW 43.13? - Mike

Here's what we're looking at: a 3/4"OD tube with a significant pit located within 4" of the end of the tube. The proposal is to insert the next smaller sized tubing (with the same wall thickness) into the damaged tube, insuring the internal sleeve extends 1 1/2" either side of the pit. Hold in place with rosette welds (if not a tight fit) and fill in the pit with welding rod (or simply use the pit as the point of the rosette weld).

[alwaysoar]

Re: now its landing gear struts

Mike, I think what you are describing can be repaired using approved techniques found in 43-13, either inner sleeve, sleeve, or welded patch. Otherwise I think you do have to get FAA approval though some IA's would just sign it off.

Tom's A&P apparently does not know antiques or AC43-13, so Tom has an added problem in trying to educate his A&P. I would advise Tom to find another A&P.

Ed

[Guest]

Re: now its landing gear struts

Ed - We've discussed 43.13 in the past, but what if the A&P has what he believes is an equal or better repair? What must be done to get it approved? just insure his IA agrees with him? What reference would he cite since he's proposing not going exactly IAW 43.13? - Mike

Here's what we're looking at: a 3/4"OD tube with a significant pit located within 4" of the end of the tube. The proposal is to insert the next smaller sized tubing (with the same wall thickness) into the damaged tube, insuring the internal sleeve extends 1 1/2" either side of the pit. Hold in place with rosette welds (if not a tight fit) and fill in the pit with welding rod (or simply use the pit as the point of the rosette weld).

Mike,

Ditto what Ed said.

There are methods in 43.13 to handle what you described.

But I have gotton field approvals for inside sleeve repairs similar to what you describe. No filling of pits though, inside sleeve cannot be same thickness as outside, tube longer than you say... and in a situation where there was no other good scheme that could work out.

Lot's of paper work.

Not worth the effort unless it's less effort than an ac43.13 method, which is probably not the case.

Dave.

[N96337]

Re: now its landing gear struts

Ed - We've discussed 43.13 in the past, but what if the A&P has what he believes is an equal or better repair? What must be done to get it approved? just insure his IA agrees with him? What reference would he cite since he's proposing not going exactly IAW 43.13? - Mike

Here's what we're looking at: a 3/4"OD tube with a significant pit located within 4" of the end of the tube. The proposal is to insert the next smaller sized tubing (with the same wall thickness) into the damaged tube, insuring the internal sleeve extends 1 1/2" either side of the pit. Hold in place with rosette welds (if not a tight fit) and fill in the pit with welding rod (or simply use the pit as the point of the rosette weld).

Mike, AC43.13 is ACCEPTABLE data to approve a repair.... not APPROVED data. The difference is that the FSDO inspector has the option to reject the data and the repair...but I've never heard of that happening when the data is appropriate to the situation, and followed exactly as outlined in AC43.13.
With what you're asking above ("What must be done to get it approved?"), the IA would need to fill out the 337 with the specifics of what he plans on doing, and send it in to the FSDO and have that data APPROVED by the inspector BEFORE the repair is carried out. It's basically the same "field approval" process that you'd go through to get your skylight or some other alteration done, but now we're doing a repair.
APPROVED data will already have engineering approval (by a DER, or manufacturer's engineering staff, etc.) and all that attached to it, along with an official FAA "stamp of approval", and will speed up the process, as well as guarantee the final approval by the FAA when you send in your 337. What they've done is handled the "data approval" process for you.
JH