So...I recently took the LSRM class by Rainbow Aviation (great BTW) and used my aircraft records in class for AD/SB research. Here's a little hidden nugget I found when I continued the search at home...
I rolled the dice and completed SB 505 just for peace of mind, and fortunately there was a .100 layer of lead(?) sludge protecting the ID of the crank...no corrosion or pitting .
Here's my question...should I do SB 530B and PID with Urethabond 104 or just reinspect every 5 years IAW SB 505. I fly every week and aircraft is hangared in WI so there's seemingly nil corrosion risk, so I'm leaning towards just inspection every 5 years. I can buy a lot of crank plugs for the cost of Urethabond 104.
- AD98-02-08 / SB505 was never done...records show not applicable
- AD98-02-08 isn't applicable because I have -E2D converted to 160hp which makes it experimental (no STC paperwork or "C" stamp on data plate)
I rolled the dice and completed SB 505 just for peace of mind, and fortunately there was a .100 layer of lead(?) sludge protecting the ID of the crank...no corrosion or pitting .
Here's my question...should I do SB 530B and PID with Urethabond 104 or just reinspect every 5 years IAW SB 505. I fly every week and aircraft is hangared in WI so there's seemingly nil corrosion risk, so I'm leaning towards just inspection every 5 years. I can buy a lot of crank plugs for the cost of Urethabond 104.
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