Indianapolis Wing Strut Testing

[Forrest Barber]

Re: Indianapolis Wing Strut Testing

Good report , yes lots of struts have been replaced and not documented. That was part of the original problem.

[jmvolpp]

Re: Indianapolis Wing Strut Testing

The Wag Aero option didn't work out for me this time, so I opted for the ultrasound inspection at Hoosier Aircraft Accessories in Indy. HAA dates back to 1956 and owner Dan Rose started there over 30 years ago. They were very accomodating, performed the inspection in about 4 hours - cost $360. For those not minding the recurrent testing, HAA is highly recommended. I had an interesting chat with Dan about his business in general and N44305's struts in particular. Seems the right front's wall is about .015" thicker and it weighs about 3# more than the others, suggesting it may have been replaced at some point - but I don't find a logbook entry to that effect, so who knows? I also have some tips for those interested in application of the corrosion inhibitor (LPS3 in this case) without inclusion of other unrelated but adjacent structures and parts of the anatomy.

Mike V.

[jmvolpp]

Re: Indianapolis Wing Strut Testing

While it might be debatable that X-ray or U/S screening of the struts be successfully conducted, or approved, with them on the aircraft, it would be tough afterward to, as directed, slosh around a quart of corrosion inhibitor in each one that way! Seems we can't get away from removing them, come HOHW - another vote for the trip to Wag-Aero.

Mike V.

[M Towsley]

Re: Indianapolis Wing Strut Testing

Here is a response from Scott Zimmer regarding an e-mail I sent him last night. I had some questions about trip charges, etc. Apparently I will just remove the struts here and drive them down. What a hassle, thanks Harry Ingram...

Martin,

The SB No: 2007-001 states: "NDT inspection of the lift struts requires removing them from the airplane and testing them on a flat level surface." Sorry, when the SB originally presented, I originally thought we could get by without removing the struts but after further reading I found I was wrong.

Our equipment is already setup in our shop and ready to shoot x-rays. We have tested quite a few so far and I would guess we only reject about 5% of what has been brought to us.

We do have portable equipment and we can come to the airport where you have the struts removed and test them. If we come to your hangar we have to setup the equipment and manually process the film. No problem in doing so, but just a little more expensive. Of course, there is an additional charge for us to come to your place.

We usually provide 3-5 day turnaround if it's tested at our facility but if you need it quicker just ask and we can accommodate for you. If fact, on occasions, we have set up appointments and performed the inspections while the customer waited. It usually takes about a half of a day give or take. Most customers drive in to St. Louis, drop the struts off, site-see or visit, eat lunch and then pick up their struts after lunch.

We are an approved FAA Repair facility and have certified technicians to perform the NDT.

Give me a call at the below number and I will try to answer anymore questions if you have any.

Post this on the forum if you think it would help.

Regards,

Scott

Scott Zimmer
Quality Testing Services, Inc.
2305 Millpark Drive,
Maryland Heights, Missouri 63043
(314) 770-0607 office
(314) 575-7474 Cell

E-mail: [email protected]

[Craig]

Re: Indianapolis Wing Strut Testing

Hello Mike

Sorry the Hoosier Aircraft lead didn't pan out. I'll pass on the info to my mechanic friend.

As for Wag Aero, The people were very friendly and helpful. I dropped my struts off Monday and before I left they did an interior inspection by drilling a small hole in the end of each one and used a borescope to look inside. Since they are sealing the struts, the internal condition must meet pretty strick guidelines as far as any corrosion that they allow. Sadly, my two rear struts failed and the front struts passed. They say it is pretty common for the rear sruts to fail due to the open end on the strut that has the washout adjustment.

They have new struts in stock so Friday I'll pick them up and other than the additional expense I will be good to go once I get them painted and reinstalled.

For me, even with the addtional expense of having to buy 2 struts it is worth not having to mess with them again in the future.

As you have found, finding someplace to do the x ray, taking them off, getting them to where the inspection company is, and then reinstalled along with the repeatitive expense the AD poses some long term issues that have to be dealt with.

Also, I am not sure how much of the corrosion would have shown up during an X Ray NDT inspection. So, having them borescoped and then sealed is additional piece of mind for me and it is a one time hassle.

Good Luck with whatever you decide with yours,

Craig

[cvavon]

Re: Indianapolis Wing Strut Testing

Marty and tribe

Here is the man that did my struts he owns S&S testing will do them on the plane will travel he is located in Nashville Tn his name is J Stanley Ray he is an A+P NDT level III and is a repair station #SSKR434X phone # 615 865 7273

[M Towsley]

Re: Indianapolis Wing Strut Testing

Hi guys,

I just found this reply from back in 2007 from Mr. Zimmer. Apparently I missed this, though I don't understand the trip charge. I will try to find out:

Hello again,

We perform the strut inspection for AD 2007-16-14.

After re-reading the Service Bulletin, it was noted that we can not perform the inspection on the plane. They must be removed first. Sorry about the previous post offering on-the-plane inspections.

Usually a 2-3 day-turnaround if you send the set of struts in to us. The cost is $150.

If you want to see X-rays of the area add $75.00 (The X-rays are not required).

If you want us to come to your airport, it is still $150 per plane. There is a trip charge but you will need to call to get a quote. Again, the more planes you have the less expensive it will be.

We are a certified FAA Repair Facility, QT9R249N.

All of our technicians are certified in accordance with NAS 410 and SNT-TC-1A American Society for Nondestructive Testing.

All of our technicians have A&P or Limited Rating certification provided by the FAA.

By the way, where ever you get the inspections performed ask for the Testing house and technicians credentials. They should offer this with no questions asked.

We take Cash, checks and most credit cards.

Call me personally if you like or our General Manager Steve Stutz to setup an inspection time.

Scott Zimmer

Quality Testing Services, Inc.
2305 Millpark Drive
St. Louis, Missouri 63043
314-770-0607
e-mail: [email protected]
Web site: www.qualitytesting.net

[jmvolpp]

Re: Indianapolis Wing Strut Testing

It looks like Indy options for N44305 are limited to ultrasound inspection. Hoosier AA doesn't offer X-ray service and mobile X-ray services used by folks like Hawker Beechcraft at KIND are prohibitively expensive. Here's the response I received from Scott Zimmer at Quality Testing in St.Louis:

On 8/22/2011 1:33 PM, [email protected] wrote:
Dear Mr. Zimmer,

I am referred to you through the Taylorcraft forum to inquire about the testing of wing strut integrity to satisfy the recurrent AD (Model BC12D et al) of 4 years ago. Is it possible to Xray the struts while on the aircraft, and to include the attach fitting cluster at the same time?

Thanks in advance,

Mike Volpp
Muncie, IN

"The directive says they must be removed. Why do you ask?"

Scott Zimmer
Quality Testing Services, Inc.
2305 Millpark Drive,
Maryland Heights, Missouri 63043
(314) 770-0607 office
(314) 575-7474 Cell

So, rather than traipse out to St. Louis @ 77K to address Mr. Zimmer's response, I believe I'll head to Wag-Aero. Craig, I'd be interested in your Wag-Aero experience this week.

Mike V.

[M Towsley]

Re: Indianapolis Wing Strut Testing

Mike,

He was talking about a potential Pitts purchase a when we were out in Alliance in July for the reunion. That is where we initially met him and his wife, very nice people.

[jmvolpp]

Re: Indianapolis Wing Strut Testing

Thanks to all for all the helpful responses - I've been inundated with grandkids (5) this week and have neglected the forum.

Marty, I have heard of Larry Miller but not met him. He allegedly keeps his L2 at AID and rumor has it he's adding a Pitts S2 to his fleet.

Mike V.

[Craig]

Re: Indianapolis Wing Strut Testing

Here is the contact information for anyone interested in getting their struts x rayed in the Indianapolis area.


Hoosier Aircraft Accessories
Hoosier Aircraft Accessory Inc
10274 Old National Road
Indianapolis, IN 46231-1932

Phone: (317) 837-7450

Craig

[taylorcraftbc65]

Re: Indianapolis Wing Strut Testing

That we DO Hank, that we do. I built a full scale Aeronca C-2 replica that is ULTRALIGHT LEGAL. Brie

[Hank Jarrett]

Re: Indianapolis Wing Strut Testing

Bill,
Brie and I have a few tricks up our sleeves to get the weight down to make UL requirements on a new build ultralight. I really think at the lighter weight a clip wing might be a better option (anyone ever seen a clip wing L Bird?) The clipped wings would be lighter to build and would raise the wing loading a bit so Brie doesn't get swept away in a Texas thermal!
Remember this is a Taylorcraft REPLICA, not a steel tube experimental "real" one. The fuselage is aluminum tube with a very light structure. It is not a plane you can "Honk Around" like a factory Taylorcraft. Great for fair weather ultra light flight from ranch to ranch with a small engine (I would even put fake Continental cylinders out the cowl openings!)
Hank

[taylorcraftbc65]

Re: Indianapolis Wing Strut Testing

The 1929 Aeronca C-2 replica weighs 254 pounds with the 79 pound 2 cylinder, 33 HP, 42 C.I., Continental Designed engine. With that motor, it climbs at 300 FPM, and burns 1.8 GAL/HR at 3,000 RPM, doing 60MPH. (The engines were DESIGNED to run at 3,400RPM, with a 1,500 hour TBO).
With the 124 pound, 4 cylinder, 45 HP, 84 C.I. engine, it weighs 309LBS, (larger dia., heavier prop). It climbs at 500 FPM, and burns 2.75 GAL/HR at 75MPH, turning 2,800 RPM. Fat and fast for an ultralight, but out here where the population density is one person per SEVEN square miles, and we fly from ranch strip to ranch strip for cookouts, smoehow, I don't think that I will get ramp checked.
If I can snag the L-2 fuselage, (all that I would need, I would even put lighter landing gear on it as the plane will be much lighter), I would cover it in 1.3 ounce ultralight ceconite, but with the full silver, and paint layers on it.
What is going to KILL me with the BC-65, will be the labor rates for the A&P, to install the struts, and the IA to sign the job off. I just CAN'T AFFORD to NOT do my own work anymore. Brie

You do know you would never get that plane down to ultralight weight... or speeds for that matter but it makes a very cool Light Sport plane and if you wanted to be legal..... and I know how much you guys love to be legal.... you can take a 2 day course and do your own condition report, the equivalent of an annual. I have a light sport license and got it in a single seat minimax 2 years ago and now own one of the finest plane ever built a cool Tcraft but still have no intentions of going to a Private license.

[avenger1949]

Re: Indianapolis Wing Strut Testing

You do know you would never get that plane down to ultralight weight... or speeds for that matter but it makes a very cool Light Sport plane and if you wanted to be legal..... and I know how much you guys love to be legal.... you can take a 2 day course and do your own condition report, the equivalent of an annual. I have a light sport license and got it in a single seat minimax 2 years ago and now own one of the finest plane ever built a cool Tcraft but still have no intentions of going to a Private license.