Originally Posted by
POBJOY
I also recall a Viking that had been repaired but had 'grown' during the process to the point that the tail dolly would not fit.
I am not suggesting that a weight/growth situation would make the machine a Cadet killer, but it rather suggests a lack of capability/competence in the servicing system.
There was no excuse for all this in the case of the ATC going from the fretwork fighters to all glass. By the time the fleet came into service there were thousands of glass ships flying all over the world, and an excellent level of expertise within both industry and users.
The level of technical and performance enhancing design means only reputable servicing/repair companies survive in a market where customers expect their machines to be 'as new' after an incident. The level of skill required in glass repairs means manufacturers only approve companies/people that show absolute 'fit for purpose' ability.
It seems incredible that a major user of a GRP fleet did not have the ability to oversee its ongoing serviceability.
If all that extra weight came behind the wheel the CoG would have moved backwards. If it went past the aft limit that is decidedly dangerous as the glider spins more easily and is harder to recover. That can be both a Cadet killer and a P1 killer.
There is often no problem for a suitably skilled shop to repair a broken tail boom retaining the original external dimensions whist staying within maximum weight and keeping the CoG where it should be. If it can't be done the glider should be written off. The guys who work in the 'suitably skilled shops' have a pile of tickets which say what sort of repairs they are allowed to do, and in the UK the BGA oversees training & licencing of inspectors.
BTW the one time I was at Tim Dews workshop there was a K21 having the tailboom repaired after breaking it.