Return-Path: Sender: (Marvin Kaye) To: lml Date: Tue, 10 Sep 2002 09:09:28 -0400 Message-ID: X-Original-Return-Path: Received: from imo-r07.mx.aol.com ([152.163.225.103] verified) by logan.com (CommuniGate Pro SMTP 4.0b7) with ESMTP id 1725127 for lml@lancaironline.net; Tue, 10 Sep 2002 09:08:37 -0400 Received: from N295VV@aol.com by imo-r07.mx.aol.com (mail_out_v34.10.) id q.4d.23ce742e (16781); Tue, 10 Sep 2002 09:08:35 -0400 (EDT) From: N295VV@aol.com X-Original-Message-ID: <4d.23ce742e.2aaf48d3@aol.com> X-Original-Date: Tue, 10 Sep 2002 09:08:35 EDT Subject: More Consequences of Sagging Barry Mounts-LIV X-Original-To: lml@lancaironline.net, vernp@lancair.com MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_4d.23ce742e.2aaf48d3_boundary" X-Mailer: AOL 7.0 for Windows US sub 10512 --part1_4d.23ce742e.2aaf48d3_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit When we finished our LIV in '96, I saw evidence of interference between the left turbo mount flange and the engine mount shortly after initial flights. I ground a 1/2" wide circular relief in the turbo flange mount to give it more clearance near the passing engine mount tube. Now, with 500 hours and Green Barry mounts that are sagging again, I recently found a groove in my engine mount tube where the turbo flange had hit it during high torque moments during the last 100 hours. It is a dangerous situation. We will Tig weld a fishmouth patch over the groove in the tube, but the 1/8 thickness of the patch will lessen the already treacherous clearance. Removing more metal from the turbo flange to gain more clearance will reduce the cross-section of the flange to a questionable point where it's strength is in question. A complete new flange will have to be made, or, a doubler will have to be added at the top of the turbo flange to make up for material removed at the bottom of the flange. I consider the appearance of this problem to be quite serious, and would like this to be added to the list of AD's for the LIV. Meanwhile, Verne, can you advise me of what material the Turbo flange is constructed so that we can get the right alloy to weld onto the flange? David Jones 10 Sep 2002 --part1_4d.23ce742e.2aaf48d3_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: 7bit When we finished our LIV in '96, I saw evidence of interference between the left turbo mount flange and the engine mount shortly after initial flights.

I ground a 1/2" wide circular relief in the turbo flange mount to give it more clearance near the passing engine mount tube.

Now, with 500 hours and Green Barry mounts that are sagging again,  I recently found a groove in my engine mount tube where the turbo flange had hit it during high torque moments during the last 100 hours.

It is a dangerous situation.  We will Tig weld a fishmouth patch over the groove in the tube, but the 1/8 thickness of the patch will lessen the already treacherous clearance.

Removing more metal from the turbo flange to gain more clearance will reduce the cross-section of the flange to a questionable point where it's strength is in question.

A complete new flange will have to be made, or, a doubler will have to be added at the top of the turbo flange to make up for material removed at the bottom of the flange.

I consider the appearance of this problem to be quite serious, and would like this to be added to the list of AD's for the LIV.

Meanwhile, Verne, can you advise me of what material the Turbo flange is constructed so that we can get the right alloy to weld onto the flange?

David Jones  10 Sep 2002




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