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That was not what the teacher of NDT at my local A&P school says, Dick.
There is a coupler fluid that is used between the transducer and the rivet.
This is so the transducer does not see the interface between it and the
rivet which makes for bad readings. Just make sure the NDT goop sticks to
the rivet long enough to do the reading. I don't know how to remove the
Corrosion X from the end of the rivet, which to my mind is all you need.
Percy in NM, USA
-----Original Message-----
From: richard logston [mailto:[EMAIL PROTECTED]
Sent: Monday, March 20, 2006 9:15 AM
To: [EMAIL PROTECTED]; [email protected]
Subject: Re: [COUPERS-TECH]
----[Please read http://ercoupers.com/disclaimer.htm before following any
advice in this forum.]----
Well, I guess im in trouble, I have sprayed corrosion X all through the
airframe, primarily the center section and spar area. Are you saying it
needs to be washed off the rivets with a cleaner for proper testing? Dick L.
3041H
----- Original Message -----
From: <[EMAIL PROTECTED]>
To: <[email protected]>
Sent: Monday, March 20, 2006 7:09 AM
Subject: [COUPERS-TECH]
> ----[Please read http://ercoupers.com/disclaimer.htm before following
> any advice in this forum.]----
>
>
>
> HERE'S A COPY OF THE EVAULATION OF SERVICE BULLETIN 32 FROM MY A&P. NO
> BAD RIVETS WERE FOUND.
>
> TONY
> N94670
>
>
>
> BOGGS AVIATION
>
> EVAULATION OF SERVICE BULLETIN 32
>
> The following information is from my personal evaluation of SB 32. It
> is my opinion and should be taken as such. This is not regulatory
> information and all findings are to this specific aircraft, you may or
> may not find the same with your aircraft. With that, here is the
information I have.
>
> The inspection was carried out by a level III qualified NDT technician.
> Make sure your technician has several thousand hours in this type NDT
> due to the difficulty in the interpolation of the graphs. Small errors
> in the reflection could mean unnecessarily removing good rivets. A
> good technician will also be able to work through the differences in
> rivet length, diameter and small imperfections in the bucked end of
> the rivet, which could cause variations in the reflection. As a side
> note, make sure your technician has skinny arms. Getting into the
> access holes is very difficult.
>
> Next point is that the wings MUST be removed. This inspection is too
> difficult to ACCURATELY read each and every rivet with just going
> through the openings of Service Bulletin 31. Especially due to the
> location of some rivets in relation to the ribs. Most importantly is
> that the first two rivets, one on each side, in Area "E" of the SB are
> countersunk and installed backwards due to the landing gear brackets.
> This alone forces you to remove the wings to get to the bucked end of the
rivet.
>
> Removals of the fuel tanks are not necessary unless you have a problem
> in the stub wing area. Removal if the interior is needed, and
> especially the side panels. You can get to the inboard bay of the stub
> wings through the side panel that makes life a lot easier. Remove the
> seat pan and you are set to start the inspection.
>
> Just remember to work slow and accurately. Double check what you think
> may be a bad rivet and make sure your transducer end is not chocked
> sideways or the rivet is not bucked crooked. Also make sure the rivet
> ends do not have pits or corrosion X sprayed on them. Also make sure
> that the technician does not use too much coupling in the rivet to
> cause a false reading. Not enough coupling and you will not get a
> reflection. Good luck
>
> Boggs Aviation
> Daniel P. Boggs
> A&P
> IA
> Private Pilot
> [EMAIL PROTECTED]
> 920-858-7053 Cell
> 920-982-6849
>
>
>
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