On Thu, 11 Aug 2005 21:03:51 -0500, "JJS" jschneider@remove socks
cebridge.net wrote:

snip
due for overhaul for at least another year. My question is: Is there a slow death type "normal" failure mode in
which progressively harder starts occur or do impulse couplers usually fail suddenly and leave you stranded? I
really don't want to throw away money. On the other hand I'd rather not get stranded after dark at an airport away
from home with no mechanics around or parts to be had.

Typically, there is a light spring on each fly-weight that holds it in
the engaged position to "cock" the coupling. When the engine starts,
and the magneto RPM increases, the heavy end of the f-w overcomes the
spring and keeps it from cocking and clicking. When the engine is
running, tension from the main coiled flat spring that "fires" the
coupling is what holds the coupling in the static straight-up (opposed
to retarded for start) timing position.

If the coupling does not cock-and-fire, you are trying to start your
engine with standard timing (advanced 20-25 degrees BTDC). If the flat
spring breaks, you have retarded "start" timing in flight-that is not
a good thing. As another poster mentioned, the riveted assembly can
come apart-that is not a good thing either.

It's your airplane, you decide what you want to do.

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Industrial Plating Co. Inc.
1300 Clydesdale Avenue
P.O. Drawer 2365
Anniston, AL 36201
800-525-6408
Fax 256-237-1579

FAA Repair Station # IPBR525K

Can anyone who has had this done in the not to distant past recommend additional business possibilities and perhaps
relate a cost to do it?

Yes-it is much cheaper than purchasing a new strut, but it is not
inexpensive. It is the only facility that I am aware of that has the
capabilities (and the approval) to grind and hard-chrome aircraft
struts.

It will come back looking like brand-new.

Regards;

TC