Fixed pitch prop annual?

[weirdjim]

I wouldn't think you'd want magnesium subjected to that environment at all.

I find it hard to believe wheels aren't all treated as wheels and inspected for nicks, cracks, corrosion, and other damage with penetrant or eddy current inspection used to evaluate defects.

Visual will reveal all of that stuff, penetrant/eddy not required.

But if you ever get an unrepairable one, set it out in a field FAR from flammables, light it off with a fireworks sparkler and stand WAY THE HELL back.

Jim

 

[GlennAB1]

Visual will reveal all of that stuff, penetrant/eddy not required.
Jim

Tom referred to Off-Aircraft wheel maintenance.
Here's what the Cleveland Wheel & Brake CMM has to say about it:

Off-Aircraft Maintenance

Wheel Disassembly

...a very thorough inspection of the wheel and its components is recommended whenever the tire is changed or whenever the technician determines that it is warranted.

Organizations that routinely perform their own maintenance may want to use their experiential observations to develop their own unique inspection procedures. Some organizations will perform the more thorough dye penetrant inspection after a predetermined number of tire changes with newly introduced wheel assemblies typically permitting the largest number of tire changes. The tire change to dye penetrant inspection interval will be progressively reduced as the time in service of the product increases. This type of program will eventually result in a more thorough dye penetrant detailed inspection at each tire change.

Inspection

(1) Visually inspect wheel halves for cracks, nicks, corrosion, or other damage. Any cracks in the wheel half are cause for replacement of wheel half. The tire bead seat area of a wheel is typically an area of stress concentration and possibly subjected to trauma from tire beads and tools used to remove tires. These combined effects warrant that this area receive special attention when inspecting for defects. All defect indications must be thoroughly investigated to determine part airworthiness. Dye penetrant inspection and visual examination is an effective method to evaluate a defect indication. To facilitate the inspection process it is recommended that the paint be stripped in the area being evaluated.

The use of alternate inspection methods such as eddy current can also be very effective when performed by an experienced NDT Technician. Cleveland has not developed the acceptance standards or tooling for eddy current inspection techniques. Maintenance facilities that want to use this method will have to locally develop tooling and acceptance standards that adequately identify defects.

 

[Tom-D]

Tom referred to Off-Aircraft wheel maintenance.
Here's what the Cleveland Wheel & Brake CMM has to say about it:

Off-Aircraft Maintenance

Wheel Disassembly

...a very thorough inspection of the wheel and its components is recommended whenever the tire is changed or whenever the technician determines that it is warranted.

Organizations that routinely perform their own maintenance may want to use their experiential observations to develop their own unique inspection procedures. Some organizations will perform the more thorough dye penetrant inspection after a predetermined number of tire changes with newly introduced wheel assemblies typically permitting the largest number of tire changes. The tire change to dye penetrant inspection interval will be progressively reduced as the time in service of the product increases. This type of program will eventually result in a more thorough dye penetrant detailed inspection at each tire change.

Inspection

(1) Visually inspect wheel halves for cracks, nicks, corrosion, or other damage. Any cracks in the wheel half are cause for replacement of wheel half. The tire bead seat area of a wheel is typically an area of stress concentration and possibly subjected to trauma from tire beads and tools used to remove tires. These combined effects warrant that this area receive special attention when inspecting for defects. All defect indications must be thoroughly investigated to determine part airworthiness. Dye penetrant inspection and visual examination is an effective method to evaluate a defect indication. To facilitate the inspection process it is recommended that the paint be stripped in the area being evaluated.

The use of alternate inspection methods such as eddy current can also be very effective when performed by an experienced NDT Technician. Cleveland has not developed the acceptance standards or tooling for eddy current inspection techniques. Maintenance facilities that want to use this method will have to locally develop tooling and acceptance standards that adequately identify defects.

That whole inspection is triggered by a good visual. see my highlight

 

[GlennAB1]

Don't ignore the key points.

It's not just an inspection for corrosion. (Which is what you stated)

And all defects must be thoroughly investigated. Dye penetrant inspection and visual examination (not dye penetrant or visual examination) being an effective method.

 

[Tom-D]

Don't ignore the key points.

It's not just an inspection for corrosion. (Which is what you stated)

And all defects must be thoroughly investigated. Dye penetrant inspection and visual examination (not dye penetrant or visual examination) being an effective method.

When you don't find anything visually what will you do?

 

[GlennAB1]

Funny guy. I've been an Inspector at an airline wheel and brake shop, we EC/ET and MP inspected all wheels and bolts. You probably don't even know what material is commonly used for magnesium ET standard.

 

[weirdjim]

Funny guy. I've been an Inspector at an airline wheel and brake shop, we EC/ET and MP inspected all wheels and bolts. You probably don't even know what material is commonly used for magnesium ET standard.

No, nor do I know the alloy of my socket set or the composition of the plastic handle on my screwdriver, nor do I need to. Maintenance standards on a 747 and J3 are the same, but the methods differ widely.

Jim

 

[GlennAB1]

Nothing either of you have said negates the fact the Tom initially stated that magnesium wheels were only visually inspected for corrosion and you agreed about only visual inspection and we're both proven wrong.

 

[Tom-D]

Nothing either of you have said negates the fact the Tom initially stated that magnesium wheels were only visually inspected for corrosion and you agreed about only visual inspection and we're both proven wrong.

Remember we were talking about doing an annual on an aircraft on floats, and corrosion is about 99.44% of it as far as wheels are concerned.
Plus you over look the fact that the whole inspection is triggered by what you find by visually.
Most A&P-IAs that I know do not have a Giant facility that has the equipment to do what you say must be done. When I can see a crack that wheel is gone anyway. Why spend $250-$350 and several weeks down time for NDI services to prove what I know already?

 

[GlennAB1]

Remember we were talking about doing an annual on an aircraft on floats, and corrosion is about 99.44% of it as far as wheels are concerned.
Plus you over look the fact that the whole inspection is triggered by what you find by visually.
Most A&P-IAs that I know do not have a Giant facility that has the equipment to do what you say must be done. When I can see a crack that wheel is gone anyway. Why spend $250-$350 and several weeks down time for NDI services to prove what I know already?

When you can see a crack, it's been there for a while.

We can call stuff bad and **** can it all day long. It's when we call it good that we need to have our ducks in a row.

 

[Tom-D]

When you can see a crack, it's been there for a while.

We can call stuff bad and **** can it all day long. It's when we call it good that we need to have our ducks in a row.

No doubt.