When to ground a warbird?

A2C · **Posted:** Tue Mar 24, 2009 1:37 am

Quote:

have you been "danger close" with a a-10 or spector inbound?

Hey, that might be better than having a beer!

Quote:

a2c,
you are way in left field,have you been "danger close" with a a-10 or spector inbound?you dont have a clue!that is why we need to give our kids a clue.i have 2 kids in iraq and1 going in june.i have a clue.bill

Really, I think you need a bit more substance to prove that I'm "way out in left field." I have no idea what being in Iraq has to do with a factual discussion about civil aircraft operation in the U.S.

262 · **Posted:** Tue Mar 24, 2009 1:59 am

no clue.poor soul.bill

A2C · **Posted:** Tue Mar 24, 2009 2:06 am

Quote:

no clue.poor soul.bill

That answer doesn't cut it Bill.

Mark_Pilkington · **Posted:** Tue Mar 24, 2009 5:31 am

.
I wasnt sure this thread was a brilliant topic to launch in the first place, given the likely airworthy versus static polarisation and private property rights it would dredge up, but amongst all that there has been some excellent and interesting contributions that do go to the heart of the issue - (special mention to Randy Haskin from my own point of view), but also many other "less than average" contributions as well.

However it does now seem to be degenerating to the level of a simple "pissing competition", and I while dont always agree with A-2, I certainly cant see what service in Iraq has to do with this debate either?

Why dont we all crack a tinnie, (so we are all on a level playing field), go read some other less challenging threads, and let this one simply fade into the sunset?

smiles

Mark Pilkington

JDK · **Posted:** Tue Mar 24, 2009 5:55 am

Mod Post: 262 and A2C, play the ball, not the person.

If you present a case that convinces the reader, you'll impress. Getting into the mud of getting personal isn't impressing anyone.

Thank you.

Tim Savage · **Joined:** Mon May 03, 2004 8:26 pm **Posts:** 630

A2C wrote:

He's wrong.
.

Really?

A couple months ago we took apart what looked like a perfectly good center section for a T-6....at least structurally. We chemically stripped it and cleaned it. After inspection we determined that that it looked pretty good and set about to replace the extrusions we normally replace. We checked the spar caps and found them to be good. A couple weeks later or soda blast guy was at the shop and since there were a couple areas we still hadn't gotten the paint off, we had him clean it. When he did the spar cap, it started to come apart one specific area. Intergranular corrosion just below the surface.

Fortunately, we have an approval to replace the extrusions with new material. A week later we were back up and running again.

Guess what? We learned another process to add to our projects. This is something that would have never been found in a visual inspection and never would have been found if we hadn't taken the center section a part.

I can tell you story after story like this. There is no rhyme or reason to where we find the corrosion whether on a flying airplane or one that has been sitting around.

How about the one where the cast blocks that hold the fuselage to the center section spar were corroding on the mating surface where you would never see them until you drilled them off? Found that on the airplane that I had been flying for five or six years. Once you see something like that, you will definitely have a different opinion of what the airplane can or can't handle.

I don't post any of this because I am trying to scare people or muster up business. I have got more business than I know what to do with for the forseable future for the size of the staff I want to have.

If anyone wants to have a true intelligent dialogue about what we are finding in these airplanes I would be glad to have it. This guy obviously doesn't want to.

RyanShort1 · **Posted:** Tue Mar 24, 2009 7:06 am

OK, I don't want to get into the arguments, and don't necessarily endorse anything said here since I'm not a mechanic, but I'm going to jump in just to say this to A2C:

I happen to know who 262 is (Bill), and have actually trusted my life to his work in aircraft he's maintained in the past, (ok, so I still did a good preflight :wink:

) and gone out to the hangar as a pilot to learn from him and wrench just a little bit in hopes of learning my aircraft better. So, while I'm not saying that he is the the "end all" on matters related to A&P work, but it does make me think that he's more likely to be speaking somewhat competently here. The personal attacks are really annoying!

I also agree with JDK that this has to be one of the silliest argument threads I've seen in a while.

Ryan

T33driver · **Posted:** Tue Mar 24, 2009 7:42 am

Not surprisingly, a moronic, inane thread topic from the first post. Mods, put this one and the rest of Sabredriver's bilge-filled threads out of their misery.

A2C · **Posted:** Tue Mar 24, 2009 11:21 am

Quote:

Intergranular corrosion just below the surface

I didn't say corrosion wasn't a problem, and there is an AD out on that for the T-6. The T-6 is known to have metalurgy problems in extrusions in certain production runs.

This is why I kept saying to be specific and stop making sweeping, irresponsible generalizations.

Furthermore, to make sweeping generalizations about all aircraft and their limits in direct conflict with the known procedures is stupid, and has been a theme supported by too many authors in this thread.

EDowning · **Posted:** Tue Mar 24, 2009 6:21 pm

I agree with Paul K, this thread is more first class drivel. Try as I might, I am finding it harder and harder to find value in WIX. I guess it's just like a big easter egg hunt...........keep looking until you run out of time.

JDK · **Posted:** Tue Mar 24, 2009 6:24 pm

Mod Post: Obviously this thread's not going anywhere, and even authoritative, firsthand expert comment isn't enough for some to review their understanding.

Thread locked.

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When to ground a warbird?

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