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#11
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US L-13 AD
On Jul 15, 2:32*am, Darryl Ramm wrote:
On Jul 14, 8:26*am, Craig wrote: On Jul 13, 5:36*pm, Darryl Ramm wrote: On Jul 13, 5:29*pm, Craig wrote: On Jul 13, 4:29*pm, Frank Whiteley wrote: http://rgl.faa.gov/Regulatory_and_Gu....nsf/list/2010... Effective July 19th, 2010 Am I reading correctly that no aerobatics are permitted after July 19th regardless of the outcome of the inspection? Thanks, Craig Yes. That seems very clearly stated. Darryl Yes, I thought it was clearly stated too, just so draconian that it was a bit difficult to believe. *No exit clauses based on total hours, etc. Cheers, Craig I don't see it as draconian. I see it as appropriate for a glider type that has had a spar failure/fatal accident and the TC owner, EASA, and FAA are allowing the type to keep flying after inspection and while collecting critical data on cracking. You guys need to wait until the field data is in and maybe you'll have a case to try to remove limitations, but I'd not hold my breath. Darryl A whole lot of the field data is in. The highest hour Blaniks have always been in Australia and a large amount of work has already been done. The AD below was issued in 1989: http://2009.gfa.org.au/Docs/ADs/gfa%...0issue%201.pdf In summary, it reports the major fatigue susceptibilities of L13s and gives various ways of extending the life. The lower wing carry through plays a starring role. One solution involving new Hi-Loc fasteners and an eddy current inspection schedule is laid out in the AD's Appendix B and in the earlier (1984) AD160: http://2009.gfa.org.au/Docs/ADs/gfa%...0issue%202.pdf This extended L-13 life to 12000hours and 50,000 launches - but it does recommend that aerobatics be limited to practice spins. I don't know the current permitted Blanik life in the US and Europe but the original LET were reluctant to get involved in this 70s and 80s life extension work in Australia. I believe their view at the time was that the glider was designed for 3000 hours (IIRC ?) and that is where it should stay. I'd not be surprised if the current TC holders were happy to see most L-13s scrapped. As Darryl says - don't hold your breath. GC |
#12
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US L-13 AD
On Jul 15, 3:53*am, Graemec wrote:
A whole lot of the field data is in. *The highest hour Blaniks have always been in Australia and a large amount of work has already been done. *The AD below was issued in 1989: http://2009.gfa.org.au/Docs/ADs/gfa%...0issue%201.pdf Thanks for posting that! It answers a question that I and some others have been asking: "What the heck is the difference between an L-13A1 and a regular old L-13? From the Australian GFA AD 369 document linked above: + In 1984 D.J Llewellen and Riley Aeronautics developed and + received C.A.A. certification for a modification of the Blanik + wing to extend its fatigue life to nominaly three times the + basic Blanik L-13 life. + + Up to the date of this Airworthiness Directive 9 Blaniks have + been modified being re-certified as "BLANIK L-13A1 gliders. + Riley Aeronautics (Australia) Pty.Ltd. hold Supplemental + Type Certificate No 96-1 covering this modification program. Thanks again, Bob K. |
#13
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US L-13 AD
On Jul 15, 6:53*am, Graemec wrote:
A whole lot of the field data is in. *The highest hour Blaniks have always been in Australia and a large amount of work has already been done. *The AD below was issued in 1989: http://2009.gfa.org.au/Docs/ADs/gfa%...0issue%201.pdf In summary, it reports the major fatigue susceptibilities of L13s and gives various ways of extending the life. *The lower wing carry through plays a starring role. *One solution involving new Hi-Loc fasteners and an eddy current inspection schedule is laid out in the AD's Appendix B and in the earlier (1984) AD160: http://2009.gfa.org.au/Docs/ADs/gfa%...0issue%202.pdf This extended L-13 life to 12000hours and 50,000 launches - but it does recommend that aerobatics be limited to practice spins. I don't know the current permitted Blanik life in the US and Europe but the original LET were reluctant to get involved in this 70s and 80s life extension work in Australia. *I believe their view at the time was that the glider was designed for 3000 hours (IIRC ?) and that is where it should stay. *I'd not be surprised if the current TC holders were happy to see most L-13s scrapped. As Darryl says - don't hold your breath. GC I guess we in the Rest Of The World ought to pay a little more attention to goings on in Oz. Thanks for sharing this. -Evan Ludeman / T8 |
#14
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US L-13 AD
On Jul 15, 3:53*am, Graemec wrote:
On Jul 15, 2:32*am, Darryl Ramm wrote: On Jul 14, 8:26*am, Craig wrote: On Jul 13, 5:36*pm, Darryl Ramm wrote: On Jul 13, 5:29*pm, Craig wrote: On Jul 13, 4:29*pm, Frank Whiteley wrote: http://rgl.faa.gov/Regulatory_and_Gu....nsf/list/2010... Effective July 19th, 2010 Am I reading correctly that no aerobatics are permitted after July 19th regardless of the outcome of the inspection? Thanks, Craig Yes. That seems very clearly stated. Darryl Yes, I thought it was clearly stated too, just so draconian that it was a bit difficult to believe. *No exit clauses based on total hours, etc. Cheers, Craig I don't see it as draconian. I see it as appropriate for a glider type that has had a spar failure/fatal accident and the TC owner, EASA, and FAA are allowing the type to keep flying after inspection and while collecting critical data on cracking. You guys need to wait until the field data is in and maybe you'll have a case to try to remove limitations, but I'd not hold my breath. Darryl A whole lot of the field data is in. *The highest hour Blaniks have always been in Australia and a large amount of work has already been done. *The AD below was issued in 1989: http://2009.gfa.org.au/Docs/ADs/gfa%...0issue%201.pdf In summary, it reports the major fatigue susceptibilities of L13s and gives various ways of extending the life. *The lower wing carry through plays a starring role. *One solution involving new Hi-Loc fasteners and an eddy current inspection schedule is laid out in the AD's Appendix B and in the earlier (1984) AD160: http://2009.gfa.org.au/Docs/ADs/gfa%...0issue%202.pdf This extended L-13 life to 12000hours and 50,000 launches - but it does recommend that aerobatics be limited to practice spins. I don't know the current permitted Blanik life in the US and Europe but the original LET were reluctant to get involved in this 70s and 80s life extension work in Australia. *I believe their view at the time was that the glider was designed for 3000 hours (IIRC ?) and that is where it should stay. *I'd not be surprised if the current TC holders were happy to see most L-13s scrapped. As Darryl says - don't hold your breath. GC Great information. Thanks, Craig |
#15
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US L-13 AD
Last weekend I got a bit more information about the "Llewellen
Modification" mentioned below. It is said to be a steel reinforcing strap applied to the outside of the wing along the wing main spar for 2/3 semispan or so. If that is true, it's great from a structural perspective. From the aerodynamic perspective, maybe not so much... Thanks, Bob K. On Jul 15, 7:31*am, Bob Kuykendall wrote: On Jul 15, 3:53*am, Graemec wrote: A whole lot of the field data is in. *The highest hour Blaniks have always been in Australia and a large amount of work has already been done. *The AD below was issued in 1989: http://2009.gfa.org.au/Docs/ADs/gfa%...0issue%201.pdf Thanks for posting that! It answers a question that I and some others have been asking: "What the heck is the difference between an L-13A1 and a regular old L-13? From the Australian GFA AD 369 document linked above: + In 1984 D.J Llewellen and Riley Aeronautics developed and + received C.A.A. certification for a modification of the Blanik + wing to extend its fatigue life to nominaly three times the + basic Blanik L-13 life. + + Up to the date of this Airworthiness Directive 9 Blaniks have + been modified being re-certified as "BLANIK L-13A1 gliders. + Riley Aeronautics (Australia) Pty.Ltd. hold Supplemental + Type Certificate No 96-1 covering this modification program. Thanks again, Bob K. |
#16
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US L-13 AD
On Jul 27, 6:21*pm, Bob Kuykendall wrote: Last weekend I got a bit more information about the "Llewellen Modification" mentioned below. It is said to be a steel reinforcing strap applied to the outside of the wing along the wing main spar for 2/3 semispan or so. If that is true, it's great from a structural perspective. From the aerodynamic perspective, maybe not so much... Thanks, Bob K. I knew someone who flew in such a modified L-13 in OZ. 9600 hours on the airframe at the time IIRC. Commented that it didn't appear to affect performance. Whether someone will attempt a US AMC based on this mod remains to be seen. Frank Whiteley |
#17
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US L-13 AD
Just think how much you'll save now on turbulator tape. Scott |
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