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AD 2002-26-02 Center Section Spar Corrosion Inspection

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16 Jan 2023 18:47 #1 by Brian Gale
Ahhh haaah...Thanks Larry, the last sentence helps, but is strangely unsatisfying...Maybe some logic should find it's way into these rabbit holes, aka regulations.

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16 Jan 2023 18:39 #2 by Larry Snyder
To be technical, a 415D CAN be converted to a 415C. But it cannot be flown by anyone holding a sport pilot certificate. The FARs explicitly state that a sport pilot can’t fly an aircraft that has ever been flown with a gross weight higher than 1320 pounds. Don’t look for logic, it will only make you unhappy.

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16 Jan 2023 18:31 #3 by Brian Gale
Edd,
Forgive me if I'm being obtuse...So you are confirming that once a C is converted to a D, it can't be reverted to it's original stock configuration? I don't understand why...Please advise.

Thanks
Brian

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16 Jan 2023 02:34 #4 by Edward Moore
Brian: You are correct.
Succinctly, my aircraft that had gone thru a many year restoration was being prepared to go on the market by different mechanic. A paper work audit revealed that it had never been converted to a D model prior to the 0-200 installation. The 0-200 STC conversion was applicable only to the D model.
A field approval was applied for, keeping the C model, but using examples of previously approved conversion that referenced the D model data, Atlanta ACO approved the request. Increase in weight to LSA limit was completed by Alpha STC..
Strictly a happenstance event

Edd

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13 Jan 2023 20:06 #5 by Brian Gale
Edd,

I have been told that once a C is converted to a D it can't be changed back to a C. What does it take to retain the C status for LSA as you mentioned you did?

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06 Mar 2021 22:42 #6 by Matt Gunsch
I recently did a annual on a F-1A and had we not pulled the wing, we would not have found the exfoliation corrosion that was on the upper spar cap under the wing attach fitting.

A&P, IA, PPSEL
too many years GA and Warbird Maint
Check out the Ercoupe Discussion group on facebook
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