Snowbirdxx
Well-Known Member
yes, same stuff.
New AD Applies to all Husky Years and Models Effective 9/1/20
- Thread starter Shining Dome
- Start date
Flying Dave
Active Member
If parts were needed anyone have any idea of the $$$ or the availability??? Just curious.
Ak Kurt
Well-Known Member
Jack, you are going to have to do it again after September first when the AD becomes effective if I interpret it correct.
I inspected mine last week for my annual, all good, going to have to do it again next month.
Kurt
Ian Prentice
Member
Two questions:
1. The AD says "(f) Compliance
Comply with this AD within the compliance times specified, unless already done"
We take a close look at this area at every annual inspection, would this mean that we have complied - already done?
2. Can't see that the AD specifies inspection intervals, when is the next one due?
1. The AD says "(f) Compliance
Comply with this AD within the compliance times specified, unless already done"
We take a close look at this area at every annual inspection, would this mean that we have complied - already done?
2. Can't see that the AD specifies inspection intervals, when is the next one due?
Ian Prentice
Member
I have found that even if the inspection has been done recently, the MR or log book needs an entry with reference to this AD.
The next one is due in 100 hours or 12 months, whichever comes first.
The next one is due in 100 hours or 12 months, whichever comes first.
Ak Kurt
Well-Known Member
That would be interesting to know. Last week we inspected BOTH forward and rear on my 2012, 180hp A1-C with about 600 hours total time, no cracks.
The tail on these (and most other) aircraft really take a lot of punishment from the propeller pulses. So, as Thomas noted, ANY play in that system is bound to eventually cause damage.
Next time you're out flying, look back at your tail when under some power, as in a climb with power.
Early Huskys had the lower brace wires break at the attach point on the fuselage. I had this happen twice on skis. Those joints were "improved", but I suspect power pulses on the tail off the propeller probably contributed.
MTV
Next time you're out flying, look back at your tail when under some power, as in a climb with power.
Early Huskys had the lower brace wires break at the attach point on the fuselage. I had this happen twice on skis. Those joints were "improved", but I suspect power pulses on the tail off the propeller probably contributed.
MTV
Flying Dave
Active Member
GreggMotonaga
Active Member
As a precaution, I too sent my mechanic on a fabric cutting mission to hunt for cracks. I would have been really pissed to have my horizontal depart the aircraft on August 30. My mechanic says it looks brand new back there. I hope it doesn’t have any issues from now until September. The plane is a 2006 A-1B with about 800 hours.
jkalus
Active Member
I would have liked to know why mine broke. Bad weld, corrosion, fatigue, damage, a combination of any of the above? My maintenance shop sent it to Aviat. Unfortunately it then became Top Secret SCI. I never could find out. It took very little force for it to break. I was lucky it happened on the ground. I don’t know how it would have played out in flight.
Snowbirdxx
Well-Known Member
Mike, the early strut designs had bolts welded to the strut ends. These carbonize during the welding process. Then the useless counter it put a lot of tension on the threads. Vibration and tension made the carbonized bolts break. Then the rear strut got redesigned to a solid wire with cut threads. That got replaced with rolled threads. Meanwhile the drugs are heavy ugly but do not break any more.other approaches to that problem could have solved that problem much nicer.
Meadowlark
Well-Known Member
So......... How many inspection hole covers do I need to order? Two or six?
J/C GTF & 18AZ
J/C GTF & 18AZ
Snowbirdxx
Well-Known Member
2
Meadowlark
Well-Known Member
Thank you Thomas.
jhickstx
Member
??? Curious how a SB put out now could supersede AD instructions? Is that possible....