New Blanik AD

"nimbus" wrote

Yes ! at what cost??? most probably twice the price of the remaining
value of the Blanik glider.

I don't know the glider and the problem well enough to comment on the fix.
It may be as easy as developing a testing program, it may be reverse
engineering the fix talked about in this thread that has been performed on
other models.

All I am saying is that the terminating in the order is talking about
whatever fix has to take place to satisfy the company that the fix will make
the wing safe to fly and end the grounding order. That fix will be the
action taken on each plane that satisfies the company that each plane has
been made safe again and the order ended.

It may be that the inspection or fix is too expensive to justify. You can
bet that the company does not want any more deaths on it's head, and that
each plane will be certified safe, fixed or junked.

The terminating action is whatever repair or inspection to be made that
satisfies the company and the governing body of each country's aviation
authority that the grounding order may be safely lifted. The devil is in
the details of how the problem is resolved.
--
Jim in NC

[quote] "It sounds to me as if the engineers of this glider really
screwed the pooch,
with this mess. No way a well designed wing should be having this
serious
of a problem, IMHO. " [unquote]

Given the fact that the Blanik has been in production since 1956 and
that numerous Blaniks have exceeded their normal service life of 10
000 hours without problems, I'd rather suspect something fishy about:

1) the use of this particular Blanik (only 2 300 hours total time, it
seems, but perhaps lots of 2-seat aerobatics);

or

2) a problem with the metallurgy of some parts, not conform to the
original as designed. Production methods have changed in half a
century, and there could even be differences between nominally
identical materials.

Im guessing an eddy-current inspection with rivets replaced with Hi-
locks or other removable fastener will be put into place. I think the
inspection and repair will be expensive, and the end result will be
that our L-13s will have a higher value. I spent a few moments looking
for two seat trainer replacements, there are very few out there.
Anyone check out the Blanik America web site? Not a word said about
the grounding of the fleet. Why would anyone in there right mind
purchase a LET product after they refuse to support existing models?

I have a special question...

Why this AD applies only on Blanik L-13 and L-13A and NOT on L-23's???

Both glider type are very very similar....

On Sep 7, 9:49*am, nimbus wrote:
I have a special question...
Why this AD applies only on Blanik L-13 and L-13A and NOT on L-23's???
Both glider type are very very similar....

According to Wikipedia, the first flight of L-23 took place in 1998.
This makes an average L-23 much younger than an average L-13.
Also, aren't L-23s still manufactured and sold?

B.

On 9/7/2010 11:49 AM, nimbus wrote:
I have a special question...

Why this AD applies only on Blanik L-13 and L-13A and NOT on L-23's???

Both glider type are very very similar....

L-13 has a conventional tail, and flaps. L-23 has T tail, no flaps.
Canopies are different. Similarities: Both made of aluminum and the
manufacturer.

--
Mike Schumann

Mike Schumann wrote:

On 9/7/2010 11:49 AM, nimbus wrote:
I have a special question...

Why this AD applies only on Blanik L-13 and L-13A and NOT on L-23's???

Both glider type are very very similar....

L-13 has a conventional tail, and flaps. L-23 has T tail, no flaps.
Canopies are different. Similarities: Both made of aluminum and the
manufacturer.

Does anyone still operate a Blanik in UK ??
I haven't seen one for years.
Maybe you should put struts on them, making them like all the other US
trainers ?