I am checking with the BCP Hivemind for thoughts on interpreting this AD.

US AD: https://drs.faa.gov/browse/excelExterna ... 2A40B.0001
Canadian AD: https://wwwapps.tc.gc.ca/Saf-Sec-Sur/2/ ... &cn=CF&l=E

In the US AD it says:
"This AD revision is being issued to allow operators the option of continuing with the
existing inspection intervals in accordance with CF-85-08R3 (Part A) or incorporating
the improved alternate inspection method in accordance with Part B, to permit an
increase in inspection intervals."

So here is the puzzling bit, following that language, if you read CF-1985-08R4 [which supercedes R3] it has a 5 year inspection for non-saltwater airplanes. But the US AD also says 2 year [24 months].

The AD references the Canadian process and increases in inspection intervals, but it does not itself call out the 5 year period.


Before I check with the FSDO, I'm wondering if anyone has run into this contradiction before and has any thoughts on it?

The methods of compliance and associated recurring inspection times required per AD2007-12-13 are listed clearly in Viking SB No. 2/41 (Rev C) and SB 2/55. SB 2/41 authorizes fluorescent penetrant while 2/55 authorizes Eddy Current. Confusion arises over recurring inspection intervals due to the fact that the FAA lumped all aircraft effected into the "saltwater environment" category thus negating the SB extended inspection periods of 2 and 5 years respectively (SB41/SB55) "for all other aircraft" (Reference 1.A. (2) of SB 2/55).
I called the author of this AD in the NY ACO back when this AD was released. I asked why the FAA lumped all effected aircraft in the saltwater category refence recurring inspection times to which I received a long pause and "we'll get back to you". After I contacted again 2 weeks later, I was informed they were not changing it and reason stated was "we cannot determine which aircraft operate in a saltwater environment".
There you have it as far as I know. I accomplish Eddy Current IAW 2/55 on our Beaver every 2 years per the mandate. I made 2 tall sawhorses that have a location for a small bottle jack at top. It's an easy operation to remove the struts for inspection. I can send photos if you desire. I hope this answers your question ref this AD.

TR

Is your aircraft registered in the US or Canada?

Die pen requires one to remove the organic finish while eddy current does not. Saves a lot of time to not have to strip; but a A&P can do the die pen while it must be a level III (?)NDI tech with equip and experience to do the EC.

I used rattle can primer and rattle can flat top coat on the strut end after doing the die pen so I could wipe it off for the next inspection with MEK rather then using epoxy primer and topcoat and having to use stripper etc. Same rattle finish for the aileron counter weight arms inspection.

Assemble with liberal CPC (wheel grease) then top coat bolts and fitting seams with Parlekoton (spelling?). PKT makes water under pressure and causes steel bolts to rust in fittings under stress loads so only use it as a anti rust topcoat and fittings sealer.

Twenty five years of doing this inspection out in the bush and pre Viking’s eddy current AD update almost all of the inspections were performed on floats which are stable on the hangar floor.

On wheel Beavers we integrated the strut removal with the wheel bearing inspection and placed the axles on blocks of wood so there was no chance of excess movement or a wheel going flat etc, also made climbing in and out of the fuselage a lot easier, then saving wheel reinstallation for the vary end of the annual. This was a double bonus once we started running the big Bushwheels and we did the same with the 180/185’s

Later after the eddy current became an option we would fly out the tech and we had an extra set of timed out struts to use to swap out. We could pop of a set of struts and reinstall a set in about the time it took tech to do the inspection. We could do five beavers before lunch.

BTW: Viking screwed up when they didn’t make EC an option on the H Stab inspection… and they double crewed up when they called out a level III tech and floro pen… so an A&P can’t sign off the inspection.

Make a nice set of bullets to ease the strut reinstallation.

Our wing jack was a wood 2x6 with 1/2 dense foam backpack padding and 2” pipe sections with the bottle on the bottom a few holes drilled in the bottom section of the pipe to adjust and the jack installed with vary minimum of clearance to start so if for any reason we lost the jack pressure or someone opened the valve to quick etc the wing couldn’t move down too far. And wheels removed because.

I’m sure I’m forgetting a hand full of good things…

I’ve had to get jiggy with a rivet gun more then a few times, seems the top strut bolt more often then the bottom , turn the bolt head with a butterfly or impact while guy on other side bangs away, nut still on the end a few threads to save the threads and stop something ugly from happening.

That top bolt needs a bit of a chamfer on the end and check all the bolts for a burr on the end cause.

Rusty bushing holes: get a long shank 1/4” bolt cut off the threads and head, slice one end about an inch with a 1/16 cutoff wheel to make a slot suitable to firmly hold a piece of scotchbright and use this to clean out the bores.


Rocket

ps. One of my forum pet peeves is not including proper thread title/post info:

Who we are
Where we are
Where we are going

Make and model or whatever airframe or power plant prop joke NSFW or whatever

pps. About the time the DHC-II H stab spar AD came out I was in one of my clients office where he was sitting at his big flight following monitor, I told him, “just google ‘beaver crack and it will show up…”

This is all extremely helpful information!

Appreciate al the context and detail here Thanks TR for the notes on the response from NY ACO.

For more details -- It's for a US Registered Beaver, recently imported from Canada that only flies in Freshwater - primarily Northern Idaho.

Realized I forgot to follow up on this -- Kenmore air actually was able to repair my Wing Strut for a very good price and I didn't need to buy lifetimes. Great work by them and greatly appreciate their knowledge of Beavers!

Agreed, Kenmore is very helpful indeed. Curious what your "repair" was. I had a crack in a lower fork detected by EDDY Current inspection several years ago. Only game in town with approval to replace said fork was Jim Hayden over in Sedro Wooley. Purchased new fork from Kenmore and sent all to Jim for swap out. Just curious if this was your path as well. TR

TR wrote:Agreed, Kenmore is very helpful indeed. Curious what your "repair" was. I had a crack in a lower fork detected by EDDY Current inspection several years ago. Only game in town with approval to replace said fork was Jim Hayden over in Sedro Wooley. Purchased new fork from Kenmore and sent all to Jim for swap out. Just curious if this was your path as well. TR

Dunno if he's still doing this work,
but FWIW it's Jim Hayton, aka North Sound Aviation. 360.661.3302

Mine was on the attach bracket so it was mostly changing the bracket and then some repaint. My other strut was new, nonlifetime, so it would not have been the most economic thing to replace both with lifetime struts. Glad Kenmore was able to repair it.

TR wrote:..... Only game in town with approval to replace said fork was Jim Hayden over in Sedro Wooley. Purchased new fork from Kenmore and sent all to Jim for swap out.....

I'm surprised that Kenmore couldn't handle it all,
they seem to be the go-to place for Beaver work.