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Friends.
I can not make sense of all these contrary messages.
The factual report of the NTSB says stress corrosion on one rivet, else
corrosion free.
All others are telling me with anecdotal evidence that the center section
was heavily corroded. Why is that so?
I think the happily acceptance of corrosion in the accidental plane comes
because the folks do not want to believe that overstressing a plane can rip
it apart. It makes them insecure of flying the Coupe generally. And I admit
that is an uneasy thought to know that overloading the plane can have deadly
consequences.
So rather than facing this truth, some people are trying to put the blame on
corrosion. And are thinking that a corrosion check will buy them a free
pass for further thoughtless maneuvers.
Of course it is hard to determine when normal flying ends and aerobatics
start. Like I previously mentioned, I have my share on such test and I did
not know that I'd better wore a parachute when I did them.
But it should be more than clear to all of us to stay within the designed
parameters of the aircraft. That means staying within gross weight, speed
and flying conditions ( no aerobatics).
While I think an x-ray of the aircraft center structure can't hurt from time
to time, we should not forget to look at the other parts too.
The tragedy in Kingman would not have been if the focus of the inspections
would not have been the main spars only. The rear attachment hinges never
got someone's attention and this although the wings had been recovered just
2 years before the accident. At this time no one recognized the corrosion of
the rear attachment hinges.
"This corrosion would not be visible on the
parts' external surface (which would be visible from an inspection hole).
The report stated, "The
aluminum rivets (that secured the bracket to the spar) also corroded to the
point that the heads
started popping off gradually, one by one." (The Safety Board and FAA
airworthiness investigator
noted that the rivet heads were located on the backside of the spar. They
were not visible from
the viewing location prescribed by the AD.)"
What am trying to communicate here?
While I too think that a check of a 60 year old airframes main spar has it's
benefits, I strongly urge everyone to see the real causes for the in-flight
breakups and act respectively.
Yes, it will make me happy to see that the center section of N3330H will be
corrosion free, provided I can afford the inspection.
Will I do then dives at 144MPH then with sudden pull-ups ? Not likely.
Doing aerobatics? Overloading the plane ?
Hartmut
----- Original Message -----
From: <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Cc: <[EMAIL PROTECTED]>; <[email protected]>
Sent: Saturday, February 11, 2006 1:44 AM
Subject: Re: [COUPERS-TECH] SB31 YES THERE WAS WHITE POWDER!
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advice in this forum.]----
I talked again to my friend the FAA inspector and yes there was white powder
between the sheet metal, and around the rivets. He said that some of the
rivets were crumbly and crusty. (sounds like a breakfast cereal). He said
those rivets pushed out easily with a punch.
Jan Z
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