pma cessna t337g

CARATULA

EDITADO POR: MELQUIADES CHAVEZ GALDOS

PROGRAMA DE MANTENIMIENTO

PMA

REVISION R-14

CESSNA T337G SERIES

PROGRAMA DE MANTENIMENTO

CESSNA T337G

REVISIÓN: R-14

EDITADO POR: MELQUIADES CHAVEZ GALDOS

PROGRAMA DE MANTENIMIENTO CESSNA P337 SERIES OB-1402

PMA INDICE GENERAL

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: a – 0

Regresar al Indice

INDICE GENERAL


INDICE GENERAL


INDICE GENERAL

LISTA DE CONTENIDO PAGINA

Carátula del manual --

Asignación del manual --

Índice general a-0

Registro de revisiones b-0

Lista de paginas efectivas c-0

Generalidades y Proposito de las Secciones d-0

Procedimiento para las revisiones del manual e-0

CAPITULO “A” INSPECCION DE PREVUELO Y CORRIDA DE MOTOR A-0

CAPITULO “B” SECCION 2-01-00 GROUND HANDLING B-0

1. Towing B-1

2. Jacking B-1

3. Parking B-1

4. Tie-Down B-1

5. Flyable Storage B-4 al B-5

6. Temporary Storage B-5 al B-8

7. Indifinite Storage B-8 al B-10

8. Leveling B-10

CAPITULO “C” SECCION 2-03-00 SERVICING C-0

1. General C-1

2. Fuel tanks C-1

3. Fuel Drains C-1

4. Fuel Strainers C-1

5. Engine Oil C-1 al C-2

6. Induction Air Filters C-2

7. Vacuum System Air Filter C-4

8. Battery C-4

9. Tires C-4

PMA%20T337G%20REV-14%20OB-1402%20PAG%20EFECT%20%20VINCULAD.docx#IndiceGeneral


INDICE GENERAL


INDICE GENERAL (Cont....)


10. Nose Gear Strut C-4

11. Shimmy Dampener C-4 al C-11

12. Hydraulic Brake System C-11

13. Landing Gear Hydraulic Retraction System C-11

14. Hydraulic Fluid Sampling and Contamination C-11 al C-12

15. Oxigen Cylinder C-12

16. Oxigen Face mask C-12

17. Continued Airworthiness Program C-12

CAPITULO “D” SECCION 2-05-00 CLEANING D- 0

1. General D- 1

2. Windshield and Windows D- 1

3. Plastic Trim D- 1

4. Upholstery D- 1

5. Aluminum Surfaces D- 2

6. Painted Surfaces D- 2

7. Engine Compartment D- 2

8. Propellers D- 2

9. Wheels D- 2

CAPITULO “E” SECCION 2-07-00 LUBRICATION E- 0

1. General E- 1

2. Nose Gear Torque Links E- 1

3. Downlock Pins and Overcenter Buttons E- 1

4. Nose Gear Cam Followers E- 1

5. Wheel Bearing Lubrication E- 1

6. Fuel Selector Valve E- 1

7. Wing Flap Actuator E- 1

8. Aileron Rod End Bearing E- 1 al E-6

9. Control Cable Seals E- 7


INDICE GENERAL




CAPITULO “F” SECCION 2-10-00 TIME LIMIST/MAINTENACE CHECK - GENERAL F- 0

1. Scope F- 1

2. Inspection Requirements F- 1

3. Inspection Program Selection F- 1 al F-2

4. Description F- 2

5. General Inspection Terms and Guidelines F- 2

6. Inspection Time Limits F- 2

7. Chart Legend F- 2 al F-3

8. Listado de Items de Inspeccion F-4 al F-26

9. Intervals F-27 al F-30

CAPITULO “G” SECCION 2-12-01 FICHA DE INSPECCIONES G- 0

Inspection Operation 1 G- 1 al G-4


Inspection Operation 3 G-9 al G-12

Inspection Operation 4 G- 13

















INDICE GENERAL

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: a - 4























Inspection Operation 40 G-51






CAPITULO “H” SECCION 2-13-00 SUPPLEMENTAL INSPECTION DOC. (SID´s). H- 0

1. Supplental Instruction Document H- 1

2. Principal Structural Elements H- 1 al H-2

3. Usage H- 3 al H-4

4. Reporting - Communications H- 4


INDICE GENERAL




5. Inspection Methods H-4

6. Related Documents H-5

7. Applicability/Limitations H-5

8. PSE DETAILS H- 5 al H-6

9. Evaluation Diagram H- 7

10. Discrepance Report H-8

CAPITULO “I” SECCION 2-13-01 NON DESTRUCTIVE INSPECTION METHODS AND REQUIREMENT (PND).

I- 0

1. General Requirements I- 1

2. Eddy Current Inspection I- 1 al I-12

3. Penetrant Inspection I-12 al I-15

4. Magnetic Particle Inspection I-15 al I-19

5. Ultrasonic Thickness Testing I- 19 al I-20

6. Visual Inspection I- 20 al I-23

CAPITULO “J” SECCION 2-14-00 LISTING OF SUPPLEMENTAL INSPECTIONS J- 0

1. Supplemental Inspection Inspection J- 1 al J-4

SID 27-20-01 J- 5

SID 27-30-01 J- 6 al J-7

SID 27-30-02 J- 8 al J-9

SID 27-30-03 J-10 al J-11

SID 27-50-01 J-12 al J-13

SID 32-13-01 J- 14 al J-15

SID 32-20-01 J-16 al J-17

SID 32-31-01 J-18 al J-19

SID 52-10-01 J-20 al J-22

SID 53-11-01 J-23 al J-24

SID 53-11-02 J-25 al J-27

SID 53-11-03 J-28 al J-29

SID 53-11-04 J-30 al J-31

SID 53-12-01 J-32 al J-33

SID 53-30-01 J-34

SID 53-41-01 J-35 al J-37


INDICE GENERAL




SID 53-47-01 J- 38

SID 55-10-01 J- 39

SID 55-30-01 J- 40 al J-41

SID 55-51-01 J- 42 al J-43

SID 56-10-01 J- 44 al J-49

SID 56-10-02 J- 50 al J-51

SID 57-12-01 J- 52

SID 57-30-01 J- 53 al J-54

SID 57-30-02 J- 55 al J-60

SID 57-41-01 J- 61 al J-64

SID 57-50-01 J- 65 al J-66

SID 57-51-01 J- 67 al J-68

SID 57-53-01 J- 69

SID 71-20-01 J- 70

SID 71-20-02 J- 71

CAPITULO “K” SECCION 2-20-01 EXPANDED MAINTENANCE K- 0

1. Control Cables K- 1 al K-5

2. Main Landing Gear Actuator K- 6 al K-8

CAPITULO “L” SECCION 2-30-00 CORROSION PREVENTION & CONTROL PROGRAM

L- 0

1. Introduction L- 1

2. Corrosion Prevention Control Program Objetive L- 1

3. Corrosion Prevention and Control Program Function L- 1

4. Preferences L- 1 al L-2

5. Control Prevention and Control Program Application L- 2

6. Baseline Program L- 2 al L-3

7. Base line Program Implementation L- 3

8. Reporting System L- 3

9. Airplane Zones L- 4

10. Damage Reporte Form L-5


INDICE GENERAL




11. Periodic Review L- 6

12. Corrosion Related Airworthiness Directives L- 6

13. Appendix A - Development of the Base Line Program L- 6

14. Appendix B - procedures For Recording Inspection result L- 6

15. Appendix C - Guidelines L- 6 al L-8

16. Aplication of the Corrosion Program Inspection L- 8

17. Corrosion Location (1) L- 9




21. Determination of the Corrosión Levels L- 13 al L-14

22. Level 2 Corrosion Findings L- 14

23. Typical Action that Follow the Determination of the Corrosion Level L- 14

24. Corrosion Level Determination Chart (1) L- 15

25. Corrosion Level Determination Chart (2) L- 16

26. Corrosion Level Determination Chart (3) L- 17 al L-18

27. Factors Influencing Corrosion Occurrences L- 18 al L-19

28. Reporting L- 19

29. Program Implenetation L- 19

30. Pagina intencionalmente dejado en blanco L- 20

CAPITULO “M” FORMATO DE INSTALACION Y REMOSION DEL DOBLE COMANDO

M- 0

1. Formato de Instalacion del Doble Comando M- 1

2. Formato de Retiro del Doble Comando M- 2

CAPITULO “N” OVERHAUL Y REEMPLAZOS N- 0

1. Listado de Overhaul / Reemplazos N- 1 al N-2

ANEXO “A” CONTINUED AIRWORTHINESS PROGRAM ANX- 0

FORMATOS SUPPLEMENTAL INSPECTION DOCUMENT / CORROSION PREVENTION AND CONTROL PROGRAM

FORM-1 al FORM-21


INDICE GENERAL


PAGINA INTENCIONALMENTE DEJADO EN BLANCO


REGISTRO DE REVISIONES

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: b - 0

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REGISTRO

DE

REVISIONES


LISTA DE PAGINAS EFECTIVAS

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: b - 1

REGISTRO DE REVISIONES

REVISION FECHA DE

REVISION

REVISIÓN

ELABORADO POR FECHA DE

APROBACION

APROBACIÓN

EFECTUADO POR

ORIGINAL 19 Abr 2004 C. Palacín C. 11 May 2004 A. Coca Tello

R-1 27 Jun 2005 C. Palacín C. 15 Jul 2005 A. Coca Tello

R-2 02 Ene 2006 A. Coca Tello 24-Ene 2006 A. Coca Tello

R-3 27 Ago 2007 A. Coca Tello 20 Set 2007 A. Coca Tello

R-4 15 Abr 2008 A. Coca Tello 15 May 2008 A. Coca Tello

R-5 30 Jul 2008 A. Coca Tello 29 Ago 2008 E. Mendoza Z.

R-6 10 Nov 2008 A. Coca Tello 04 Dic 2008 E. Mendoza Z.

R-7 26 Mar 2009 A. Coca Tello 14 Abr 2009 E. Mendoza Z.

R-8 05 Ago 2009 A. Coca Tello 28 Set 2009 E. Mendoza Z.

R-9 15 Feb 2010 A. Coca Tello 07 May 2010 E. Mendoza Z.

R-10

Reedición 10 Ago 2010 Carlos Palacín C. 30 Set 2010 E. Mendoza Z.

R-11 18 Nov 2010 Carlos Palacín C. 07 Feb 2011 A.Coca Tello

R-12 24 Nov 2010 Carlos Palacín C. 08 Feb 2011 A.Coca Tello

R-13 26 Dic 2010 Carlos Palacín C. 16 feb 2011 A.Coca Tello

R-14 30 Jun 2012 M. Chavez Galdos



FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: c - 0

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LISTA

DE

PAGINAS EFECTIVAS


INDICE GENERAL

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: C -1

LISTA DE PÁGINAS EFECTIVAS

No. PAGINA REVISION FECHA

01 Caratula R-14 30-JUNIO-2012

02 Asignacion R-14 30-JUNIO-2012

03 a - 0 R-14 30-JUNIO-2012

04 a - 1 R-14 30-JUNIO-2012

05 a - 2 R-14 30-JUNIO-2012

06 a - 3 R-14 30-JUNIO-2012

07 a - 4 R-14 30-JUNIO-2012

08 a - 5 R-14 30-JUNIO-2012

09 a - 6 R-14 30-JUNIO-2012

10 a - 7 R-14 30-JUNIO-2012

11 a - 8 R-14 30-JUNIO-2012

12 b - 0 R-14 30-JUNIO-2012

13 b - 1 R-14 30-JUNIO-2012

14 c - 0 R-14 30-JUNIO-2012

15 c - 1 R-14 30-JUNIO-2012

16 c - 2 R-14 30-JUNIO-2012

17 c - 3 R-14 30-JUNIO-2012

18 c - 4 R-14 30-JUNIO-2012

19 c - 5 R-14 30-JUNIO-2012

20 c - 6 R-14 30-JUNIO-2012

21 c - 7 R-14 30-JUNIO-2012

22 c - 8 R-14 30-JUNIO-2012

23 c - 9 R-14 30-JUNIO-2012

24 c - 10 R-14 30-JUNIO-2012

25 c - 11 R-14 30-JUNIO-2012

26 d - 0 R-14 30-JUNIO-2012

27 d- 1 R-14 30-JUNIO-2012

28 d- 2 R-14 30-JUNIO-2012

29 d- 3 R-14 30-JUNIO-2012

30 d- 4 R-14 30-JUNIO-2012




LISTA DE PÁGINAS EFECTIVAS (Cont…)


31 e- 0 R-14 30-JUNIO-2012

32 e- 1 R-14 30-JUNIO-2012

33 e- 2 R-14 30-JUNIO-2012

34 A-0 R-14 30-JUNIO-2012

35 A-1 R-14 30-JUNIO-2012

36 A-2 R-14 30-JUNIO-2012

37 A-3 R-14 30-JUNIO-2012

38 A-4 R-14 30-JUNIO-2012

39 A-5 R-14 30-JUNIO-2012

40 B-0 R-14 30-JUNIO-2012

41 B-1 R-14 30-JUNIO-2012

42 B-2 R-14 30-JUNIO-2012

43 B-3 R-14 30-JUNIO-2012

44 B-4 R-14 30-JUNIO-2012

45 B-5 R-14 30-JUNIO-2012

46 B-6 R-14 30-JUNIO-2012

47 B-7 R-14 30-JUNIO-2012

48 B-8 R-14 30-JUNIO-2012

49 B-9 R-14 30-JUNIO-2012

50 B-10 R-14 30-JUNIO-2012

51 C-0 R-14 30-JUNIO-2012

52 C-1 R-14 30-JUNIO-2012

53 C-2 R-14 30-JUNIO-2012

54 C-3 R-14 30-JUNIO-2012

55 C-4 R-14 30-JUNIO-2012

56 C-5 R-14 30-JUNIO-2012

57 C-6 R-14 30-JUNIO-2012

58 C-7 R-14 30-JUNIO-2012

59 C-8 R-14 30-JUNIO-2012

60 C-9 R-14 30-JUNIO-2012






61 C-10 R-14 30-JUNIO-2012

62 C-11 R-14 30-JUNIO-2012

63 C-12 R-14 30-JUNIO-2012

64 D-0 R-14 30-JUNIO-2012

65 D-1 R-14 30-JUNIO-2012

66 D-2 R-14 30-JUNIO-2012

67 E-0 R-14 30-JUNIO-2012

68 E-1 R-14 30-JUNIO-2012

69 E-2 R-14 30-JUNIO-2012

70 E-3 R-14 30-JUNIO-2012

71 E-4 R-14 30-JUNIO-2012

72 E-5 R-14 30-JUNIO-2012

73 E-6 R-14 30-JUNIO-2012

74 E-7 R-14 30-JUNIO-2012

75 F-0 R-14 30-JUNIO-2012

76 F-1 R-14 30-JUNIO-2012

77 F-2 R-14 30-JUNIO-2012

78 F-3 R-14 30-JUNIO-2012

79 F-4 R-14 30-JUNIO-2012

80 F-5 R-14 30-JUNIO-2012

81 F-6 R-14 30-JUNIO-2012

82 F-7 R-14 30-JUNIO-2012

83 F-8 R-14 30-JUNIO-2012

84 F-9 R-14 30-JUNIO-2012

85 F-10 R-14 30-JUNIO-2012

86 F-11 R-14 30-JUNIO-2012

87 F-12 R-14 30-JUNIO-2012

88 F-13 R-14 30-JUNIO-2012

89 F-14 R-14 30-JUNIO-2012

90 F-15 R-14 30-JUNIO-2012






91 F-16 R-14 30-JUNIO-2012

92 F-17 R-14 30-JUNIO-2012

93 F-18 R-14 30-JUNIO-2012

94 F-19 R-14 30-JUNIO-2012

95 F-20 R-14 30-JUNIO-2012

96 F-21 R-14 30-JUNIO-2012

97 F-22 R-14 30-JUNIO-2012

98 F-23 R-14 30-JUNIO-2012

99 F-24 R-14 30-JUNIO-2012

100 F-25 R-14 30-JUNIO-2012

101 F-26 R-14 30-JUNIO-2012

102 F-27 R-14 30-JUNIO-2012

103 F-28 R-14 30-JUNIO-2012

104 F-29 R-14 30-JUNIO-2012

105 F-30 R-14 30-JUNIO-2012

106 G-0 R-14 30-JUNIO-2012

107 G-1 R-14 30-JUNIO-2012

108 G-2 R-14 30-JUNIO-2012

109 G-3 R-14 30-JUNIO-2012

110 G-4 R-14 30-JUNIO-2012

111 G-5 R-14 30-JUNIO-2012

112 G-6 R-14 30-JUNIO-2012

113 G-7 R-14 30-JUNIO-2012

114 G-8 R-14 30-JUNIO-2012

115 G-9 R-14 30-JUNIO-2012

116 G-10 R-14 30-JUNIO-2012

117 G-11 R-14 30-JUNIO-2012

118 G-12 R-14 30-JUNIO-2012

119 G-13 R-14 30-JUNIO-2012

120 G-14 R-14 30-JUNIO-2012






121 G-15 R-14 30-JUNIO-2012

122 G-16 R-14 30-JUNIO-2012

123 G-17 R-14 30-JUNIO-2012

124 G-18 R-14 30-JUNIO-2012

125 G-19 R-14 30-JUNIO-2012

126 G-20 R-14 30-JUNIO-2012

127 G-21 R-14 30-JUNIO-2012

128 G-22 R-14 30-JUNIO-2012

129 G-23 R-14 30-JUNIO-2012

130 G-24 R-14 30-JUNIO-2012

131 G-25 R-14 30-JUNIO-2012

132 G-26 R-14 30-JUNIO-2012

133 G-27 R-14 30-JUNIO-2012

134 G-28 R-14 30-JUNIO-2012

135 G-29 R-14 30-JUNIO-2012

136 G-30 R-14 30-JUNIO-2012

137 G-31 R-14 30-JUNIO-2012

138 G-32 R-14 30-JUNIO-2012

139 G-33 R-14 30-JUNIO-2012

140 G-34 R-14 30-JUNIO-2012

141 G-35 R-14 30-JUNIO-2012

142 G-36 R-14 30-JUNIO-2012

143 G-37 R-14 30-JUNIO-2012

144 G-38 R-14 30-JUNIO-2012

145 G-39 R-14 30-JUNIO-2012

146 G-40 R-14 30-JUNIO-2012

147 G-41 R-14 30-JUNIO-2012

148 G-42 R-14 30-JUNIO-2012

149 G-43 R-14 30-JUNIO-2012

150 G-44 R-14 30-JUNIO-2012





DESCRIPCION PAGINA REVISION FECHA

151 G-45 R-14 30-JUNIO-2012

152 G-46 R-14 30-JUNIO-2012

153 G-47 R-14 30-JUNIO-2012

154 G-48 R-14 30-JUNIO-2012

155 G-49 R-14 30-JUNIO-2012

156 G-50 R-14 30-JUNIO-2012

157 G-51 R-14 30-JUNIO-2012

158 G-52 R-14 30-JUNIO-2012

159 G-53 R-14 30-JUNIO-2012

160 G-54 R-14 30-JUNIO-2012

161 G-55 R-14 30-JUNIO-2012

162 G-56 R-14 30-JUNIO-2012

163 G-57 R-14 30-JUNIO-2012

164 G-58 R-14 30-JUNIO-2012

165 G-59 R-14 30-JUNIO-2012

166 H-0 R-14 30-JUNIO-2012

167 H-1 R-14 30-JUNIO-2012

168 H-2 R-14 30-JUNIO-2012

169 H-3 R-14 30-JUNIO-2012

170 H-4 R-14 30-JUNIO-2012

171 H-5 R-14 30-JUNIO-2012

172 H-6 R-14 30-JUNIO-2012

173 H-7 R-14 30-JUNIO-2012

174 H-8 R-14 30-JUNIO-2012

175 I-0 R-14 30-JUNIO-2012

176 I-1 R-14 30-JUNIO-2012

177 I-2 R-14 30-JUNIO-2012

178 I-3 R-14 30-JUNIO-2012

179 I-4 R-14 30-JUNIO-2012

180 I-5 R-14 30-JUNIO-2012






181 I-6 R-14 30-JUNIO-2012

182 I-7 R-14 30-JUNIO-2012

183 I-8 R-14 30-JUNIO-2012

184 I-9 R-14 30-JUNIO-2012

185 I-10 R-14 30-JUNIO-2012

186 I-11 R-14 30-JUNIO-2012

187 I-12 R-14 30-JUNIO-2012

188 I-13 R-14 30-JUNIO-2012

189 I-14 R-14 30-JUNIO-2012

190 I-15 R-14 30-JUNIO-2012

191 I-16 R-14 30-JUNIO-2012

192 I-17 R-14 30-JUNIO-2012

193 I-18 R-14 30-JUNIO-2012

194 I-19 R-14 30-JUNIO-2012

195 I-20 R-14 30-JUNIO-2012

196 I-21 R-14 30-JUNIO-2012

197 I-22 R-14 30-JUNIO-2012

198 I-23 R-14 30-JUNIO-2012

199 J-0 R-14 30-JUNIO-2012

200 J-1 R-14 30-JUNIO-2012

201 J-2 R-14 30-JUNIO-2012

202 J-3 R-14 30-JUNIO-2012

203 J-4 R-14 30-JUNIO-2012

204 J-5 R-14 30-JUNIO-2012

205 J-6 R-14 30-JUNIO-2012

206 J-7 R-14 30-JUNIO-2012

207 J-8 R-14 30-JUNIO-2012

208 J-9 R-14 30-JUNIO-2012

209 J-10 R-14 30-JUNIO-2012

210 J-11 R-14 30-JUNIO-2012






211 J-12 R-14 30-JUNIO-2012

212 J-13 R-14 30-JUNIO-2012

213 J-14 R-14 30-JUNIO-2012

214 J-15 R-14 30-JUNIO-2012

215 J-16 R-14 30-JUNIO-2012

216 J-17 R-14 30-JUNIO-2012

217 J-18 R-14 30-JUNIO-2012

218 J-19 R-14 30-JUNIO-2012

219 J-20 R-14 30-JUNIO-2012

220 J-21 R-14 30-JUNIO-2012

221 J-22 R-14 30-JUNIO-2012

222 J-23 R-14 30-JUNIO-2012

223 J-24 R-14 30-JUNIO-2012

224 J-25 R-14 30-JUNIO-2012

225 J-26 R-14 30-JUNIO-2012

226 J-27 R-14 30-JUNIO-2012

227 J-28 R-14 30-JUNIO-2012

228 J-29 R-14 30-JUNIO-2012

229 J-30 R-14 30-JUNIO-2012

230 J-31 R-14 30-JUNIO-2012

231 J-32 R-14 30-JUNIO-2012

232 J-33 R-14 30-JUNIO-2012

233 J-34 R-14 30-JUNIO-2012

234 J-35 R-14 30-JUNIO-2012

235 J-36 R-14 30-JUNIO-2012

236 J-37 R-14 30-JUNIO-2012

237 J-38 R-14 30-JUNIO-2012

238 J-39 R-14 30-JUNIO-2012

239 J-40 R-14 30-JUNIO-2012

240 J-41 R-14 30-JUNIO-2012



FECHA: 30-JUNIO-2012 REVISIÓN : R-14 PAGINA: c - 9



241 J-42 R-14 30-JUNIO-2012

242 J-43 R-14 30-JUNIO-2012

243 J-44 R-14 30-JUNIO-2012

244 J-45 R-14 30-JUNIO-2012

245 J-46 R-14 30-JUNIO-2012

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249 J-50 R-14 30-JUNIO-2012

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254 J-55 R-14 30-JUNIO-2012

255 J-56 R-14 30-JUNIO-2012

256 J-57 R-14 30-JUNIO-2012

257 J-58 R-14 30-JUNIO-2012

258 J-59 R-14 30-JUNIO-2012

259 J-60 R-14 30-JUNIO-2012

260 J-61 R-14 30-JUNIO-2012

261 J-62 R-14 30-JUNIO-2012

262 J-63 R-14 30-JUNIO-2012

263 J-64 R-14 30-JUNIO-2012

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265 J-66 R-14 30-JUNIO-2012

266 J-67 R-14 30-JUNIO-2012

267 J-68 R-14 30-JUNIO-2012

268 J-69 R-14 30-JUNIO-2012

269 J-70 R-14 30-JUNIO-2012

270 J-71 R-14 30-JUNIO-2012






271 K-0 R-14 30-JUNIO-2012

272 K-1 R-14 30-JUNIO-2012

273 K-2 R-14 30-JUNIO-2012

274 K-3 R-14 30-JUNIO-2012

275 K-4 R-14 30-JUNIO-2012

276 K-5 R-14 30-JUNIO-2012

277 K-6 R-14 30-JUNIO-2012

278 K-7 R-14 30-JUNIO-2012

279 K-8 R-14 30-JUNIO-2012

280 L-0 R-14 30-JUNIO-2012

281 L-1 R-14 30-JUNIO-2012

282 L-2 R-14 30-JUNIO-2012

283 L-3 R-14 30-JUNIO-2012

284 L-4 R-14 30-JUNIO-2012

285 L-5 R-14 30-JUNIO-2012

286 L-6 R-14 30-JUNIO-2012

287 L-7 R-14 30-JUNIO-2012

288 L-8 R-14 30-JUNIO-2012

289 L-9 R-14 30-JUNIO-2012

290 L-10 R-14 30-JUNIO-2012

292 L-11 R-14 30-JUNIO-2012

293 L-12 R-14 30-JUNIO-2012

294 L-13 R-14 30-JUNIO-2012

295 L-14 R-14 30-JUNIO-2012

296 L-15 R-14 30-JUNIO-2012

297 L-16 R-14 30-JUNIO-2012

298 L-17 R-14 30-JUNIO-2012

298 L-18 R-14 30-JUNIO-2012

299 L-19 R-14 30-JUNIO-2012

300 L-20 R-14 30-JUNIO-2012


GENERALIDADES Y PROPOSITOS DE LAS SECCIONES

FECHA: 30-JUNIO-2012 REVISION: R-14 PAGINA: c - 11

ISTA DE PÁGINAS EFECTIVAS (Cont…)


301 M- 0 R- 14 30-JUNIO-2012

302 M- 1 R- 14 30-JUNIO-2012

303 M- 2 R- 14 30-JUNIO-2012

304 N- 0 R- 14 30-JUNIO-2012

305 N- 1 R- 14 30-JUNIO-2012

306 N- 2 R- 14 30-JUNIO-2012

307 ANX R- 14 30-JUNIO-2012



FECHA: 30-JUNIO-2012 REVISION: R-14 PAGINA: d - 0

Regresar al Indice

GENERALIDADES

Y

PROPOSITO DE LAS SECCIONES




d.1.0. GENERALIDADES

d.1.1 INTRODUCCIÓN

Cessna Aircraft Company ha publicado la Revisión Temporal D2516-9-13 RT-8 en el cual se reemplaza la SECCION 2 en su totalidad y se incorpora lo siguiente:

1. Information actualizada publicada en la Seccion 2 1. Supplemental Inspection Documents (SIDs) Information. 2. Corrosion Prevention and Control Program (CPCP) Information. 3. Control Cable Inspection Information.

Las Secciones incorporados en el Manual de mantenimieto se conservan sin alteración en este Programam de Mantenimineto. Travela air ha dividido este Programa de Mantenimiento en Capitulos, para facilitar su búsqueda.

d.1.2. POLITICA

TRAVEL AIR E.I.R.L., tiene como política la mejora continua de su programa de mantenimiento, en tal sentido se incorpora en su totalidad la edición completa de la Seccion 2 del Manual de Serviciol D2516-9-13 RT-8, al Programa de Mantenimiento.

d.1.3. OBJETIVO.

El objetivo de este Programa de Mantenimiento es garantizar el mantenimieto, la Seguridad Operacional y la aeronavegabilidad del Cessna T337G.

d.1.4. APPLICABILITY / LIMITATIONS

Este Programa de mantenimiento (PMA) es aplicable al Cessna Model T337G, Serial Numbers P3370001 thru P3370356.

Este Manual PMA, será aplicado en la siguiente aeronave operado por TRAVEL AIR EIRL:

- CESSNA T33G/ OB-1402 / Serial Number P3370207

d.2.0 DESCRIPCION

A continuación se ofrece una descripción detallada y propósito de las siguientes secciones:

d.2.1. PROPOSITO DE LA SECCION 2-10-00.

En esta sección se ofrece una descripción y los intervalos de inspección y los controles

de tiempo de mantenimiento, plazos o chequeos de mantenimiento en general.

d.2.2. PROPOSITO DE LA SECCION 2-10-01 TLC (Componentes con límite de tiempo)

(1) Esta sección contiene una lista, en formato gráfico, de todas las inspecciones y las

necesidades de servicios que deben realizarse a esta aeronave. Cada página contiene

seis columnas los cuales son descritos en la Seccion 2-10-00, párrafo B, (1) del manual

de servico D2516-9-13.

(2) El propósito primario de la Inspección con límites de tiempo de esta sección es

proporcionar un listado completo de todos los ítems de inspección en un orden que

permita un fácil acceso para la información indicada anteriormente. Esta sección sera

utilizada por Travel Air como una guía para la inspección del avión.




(3) Los gráficos de límites de tiempo muestran los intervalos recomendados en la que los

ítems van a ser inspeccionados, Travel Air basado en el uso de condición SEVERO y

bajo condiciones AMBIENTALES normales, ha establecido sus propios períodos de

inspección basados en la experiencia de campo y recomendaciones de Cessna. Los

Intervalos para el cumplimiento de las inspecciones del operador no seran desviados de

los límites de control de tiempo que aparecen en este manual, salvo lo dispuesto a

continuación:

(a) Cada intervalo de inspección puede ser excedido en 10 horas (si el tiempo es

controlado), o por 30 días (si la fecha es controlada) o puede realizarse antes de lo

previsto en cualquier momento antes de los intervalos regulares o lo dispuesto a

continuación:

1 En caso de cumplimiento tardío de cualquier operación programada, la siguiente

operación programada en secuencia conserva el punto donde fue originalmente

programado.

2 En caso de cumplimiento anticipado de una operación programada, con 10 horas

o menos antes de lo programado, la siguiente operación programada conserva el

punto de remanente donde originalmente fue programado.

3 En el caso de cumplimiento anticipado de una operación programada, que se

produce con más de 10 horas antes de lo previsto, la operación siguiente punto

debe ser reprogramado por establecer un nuevo punto de programación desde el

momento de la realización temprana.

d.2.3. PROPOSITO DE LA SECCION 2-11-00 (Limite de Tiempo de los componentes).

En esta sección se ofrece una lista con los intervalos de reparación o reemplazo de

componentes en orden de los capítulos. La revisión y lista de los componentes y criterios

de reemplazo han sido determinadas por Travel Air, en base a la guía proporcionada por

Cessna, en la Seccion 2-11-00.

d.2.4. PROPOSITO DE LA SECCION 2-20-01 (Mantenimiento Expandido).

En esta sección se ofrece información adicional sobre algunos procedimientos de

mantenimiento / inspección. En él se describe donde está ubicado el ítem/componente,

que inspeccionar, cómo inspeccionar, etc requisitos detallados, tales como chequeos de

funcionales, los chequeos operacionales, etc, son enumerados en la correspondiente

sección de este manual. Consulte la sección correspondiente para obtener información

detallada completa. Cuando se recomiende servicios, o las necesidades de servicios y

mantenimiento, para los procedimientos de mantenimiento, consulte la sección 3.2.00

d.2.5. PROPOSITO DE LA SECCION 2-30-00 (Programam de Control y Prevencion de la

Corrosion (CPCP).

Esta sección ofrece las directrices y las aplicaciones de la CPCP. Este es un programa

usado para controlar la corrosión en la estructura primaria del avión. El objetivo de la




CPCP es ayudar a prevenir o controlar la corrosión de modo que no cause un riesgo a la

aronavegabilidad continuada de la aeronave.

d.3.0. TÉRMINOS GENERALES DE INSPECCIÓN Y DIRECTRICES

Cuando se requieran criterios de inspección, estos criterios son explicados en un texto o manual aparte. Si necesita más instrucciones detalladas necesarias para una inspección, estas instrucciones son referenciados a publicaciones del proveedor y / o el manual de mantenimiento.

A. DEFINICIONES Y TÉRMINOS UTILIZADOS EN ESTE PROGRAMAS DE INSPECCIÓN:

(1) SOBRE EL ESTADO (ON CONDITION) se define como las inspecciones necesarias y / o chequeos para determinar que un mal funcionamiento o falla de un componente no se producirá antes de la próxima inspección programada.

(2) condición (CONDITION) se define como la inspección, a la limpieza, (pero no limitados a) grietas, deformaciones, corrosión, desgaste, y los sujetadores flojos o faltantes.

(3) Seguridad (SECURITY): Inspeccione por la flojedad los sujetadores y los dispositivos de

sujeción que fijan los cable de seguridad, pasadores y tuercas autoroscante.

B. DURANTE LAS INSPECCIONES, UTILICE LAS DIRECTRICES GENERALES SIGUIENTES:

(1) PARTES MOVILES: Inspeccione para la lubricación, el mantenimiento, la seguridad de las uniones, el desgaste de las uniónes, el funcionamiento apropiado, el ajuste adecuado, el movimiento correcto, inspeccionar por posibles rajaduras en las uniones, la seguridad de las bisagras, los rodamientos defectuosos, por limpieza, por corrosión, por deformación, el adecuado sellado, y la tensión.

(2) LÍNEAS DEL FLUIDO Y MANGUERAS: Inspeccione si hay fugas, rajaduras,

protuberancias, colapsamiento, trenzado, abolladuras, torceduras, rozamiento, el radio o curvatura apropiada, la seguridad, el cambio de color, decoloración, deterioro, el recorrido adecuado; la dureza de las mangueras de goma o flexibilidad y las líneas de metal por corrosión.

(3) PARTES METALICAS: Inspeccione por seguridad del acoplamiento, rajaduras, distorsión

metálica, terminales sueltos o rotos, el deterioro por calor, y terminales corroídos. (4) CABLEADO: Inspeccione por seguridad, rozaduras, quemaduras, chispas, el aislamiento

defectuoso, terminales sueltos o rotos, el deterioro de calor, y los terminales corroídos. (5) SUJETADORES (PERNOS) ESTRUCTURALES: Inspeccione por el correcto torque de

acuerdo con los valores de torque aplicables. Refer. Capítulo 20, Prácticas de Mantenimiento, durante la instalación o cuando la inspección visual indica la necesidad de un control de torque.

PRECAUCIÓN: Los valores de torque que figuran en este manual no son usados para chequear el ajuste de piezas instaladas durante el servicio.

(6) FILTROS, MALLAS Y FLUIDOS: Inspeccionar por limpieza y verificar el cambio a

intervalos determinados.




C. DOCUMENTACION DE LA AERONAVE:

(1) Compruebe que los siguientes documentos están al día y de acuerdo con las Regulaciones

Aeronauticas del Peru (RAP).

(a) Para ser exhibido en el avión en todo momento:

1 El certificado de Aeronavegabilidad

2 El Certificado de Matricula

(b) Para ser llevado en el avión en todo momento:

1 Hoja de Datos del Ultimo Peso y balance.

2 Hoja de datos de Alteraciones y reparaciones.

3 Listado de Diferidos

4 Lista de Equipo Minimo (MEL)

5 Manual Aprobado de Vuelo

6 Registro Tecnico de Vuelo ( Mantener las 10 ultimas copias)

(c) Se pondrá a disposición a peticion:

3 Libreta de Avion

4 Libreta de motor

5 Libreta de Helice

D. ARRANCANDO EL MOTOR

(1) Antes de comenzar con el paso a paso de una inspección, inicie, arranque y apagar el motor de

acuerdo con las instrucciones en el Manual del Operador. Durante el arranque monitoree lo

siguiente: (tome nota de las discrepancias o anomalías):

(a) La presión de aceite y la temperatura del motor.

(b) RPM estática.

(c) caída de Magneto (Consulte el Manual del Operador).

(d) cambios de potencia y respuesta del motor.

(e) Cualquier ruido inusual del motor.

(f) respuesta de la Hélice (Ver manual del operador).

(g) valvula selectora combustible; operar el motor en cada posición del tanque LH, RH y la

posición OFF lo suficiente como para asegurarse de que las válvulas funcionan

correctamente.

(h) verificar la velocidad de ralentí o minimo y la mezcla; corte en minimo.

(i) el alternador y el amperímetro.

(j) instrumento de succion.

(k) el indicador de flujo de combustible.

(2) Después que la inspección haya sido completado, arranque el motor nuevamente para

segurarse de que cualquier discrepancia o anomalías hayan sido corregidas.


PROCEDIMIENTO PARA LAS REVISIONES DEL MANUAL

FECHA: 30-JUNIO-2012 REVISION: R-14 PAGINA: e - 0

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PROCEDIMIENTO PARA LAS REVISIONES

DEL MANUAL



FECHA: 30-JUNIO-2012 REVISION: R-14 PAGINA: e - 1

c.0. PROCEDIMIENTOS PARA LAS REVISONES DEL MANUAL

c.1. CARATULA DEL PROGRAMA

Es la primera página de este Programa con el propósito de facilitar su identificación.

c.2. CARATULA DE ASIGNACION DEL PROGRAMA

Es la Segunda Pagina de este Programa donde se registra el Numero del Manual asignado, el Número de Revisión actual y el nombre del departamento, entidad o a quien es asignado el presente el manual.

c.3. NUMERO DE CONTROL Y LISTA DE DISTRIBUCION DEL PROGRAMA

Los Programa asignados serán numerados correlativamente con un número de control. El departamento de Control de Mantenimiento mantendrá una Lista de Asignación de los Manuales en la que incluirá el número de control y las revisiones que se han incorporado.

01 Dirección General de Aeronáutica Civil (D.G.A.C.) (CD)

02 Director de Mantenimiento

03 Departamento de Control de Mantenimiento

04 Estación de Línea Nazca

05 Departamento de Instrucción y Publicaciones

06 OMA – Contratado (CD)

c.4. PROCEDIMIENTOS PARA LAS REVISIONES

En esta sección se establecen los procedimientos para que el Programa de Mantenimiento Aprobado (PMA) sea revisado. La revisión del PMA, es responsabilidad directa del Director de Mantenimiento. El responsable de efectuar la revisión recibirá todas las sugerencias de revisiones al manual de los usuarios asignados, insertando las correcciones o modificaciones que considere necesarias;

una vez realizada la revisión se insertará al pie de página la fecha de la revisión seguido del N de revisión correspondiente, para posteriormente solicitar a través del Inspector Principal de Mantenimiento (IPM DGAC) su aprobación. El responsable de la revisión remitirá al IPM de Travel Air, a través de mesa de partes del MTC, una carta de presentación con el logo tipo de la compañía y la firma del Director de Mantenimiento junto con un ejemplar de las páginas revisadas y dos copias de la lista de páginas efectivas. Una vez aprobada o aceptada la revisión, con la refrenda del IPM en la lista de las páginas efectivas, el Departamento de Control de Mantenimiento sacará copias suficientes de las revisiones para su distribución a las diferentes áreas.



FECHA: 30-JUNIO-2012 REVISIÓN: ORIGINAL PAGINA: e - 2

c.5. REGISTRO DE ACTUALIZACIONES

El Departamento de Control de Mantenimiento, mantendrá un registro de las enmiendas y revisiones que contenga cada número de manual y a que persona o departamento hubiera sido asignado que incluirá también la fecha de inserción y fecha de vigente de las revisiones. .

c.6. REVISIONES TEMPORALES

Debido a que este manual será periódicamente adecuado, modificado, revisado y corregido, se insertaran revisiones temporales en hoja A4 color amarillo con el título “REVISION TEMPORAL 01, 02, 03 etc.” El cual tendrá una duración de 3 meses desde su publicación, hasta que se remita a la DGAC la revisión correspondiente para su aprobación. Las Revisiones temporales deben ser firmadas y aprobadas por el Director de Mantenimiento.


CAPITULO “A” INSPECCION DE PRE-VUELO Y CORRIDA DE MOTOR

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: A - 0

Regresar al Indice

CAPITULO “A”

INSPECCION DE PRE-VUELO

Y

CORRIDO DE MOTOR




INSPECCIÓN DE PRE-VUELO




PRE-VUELO CESSNA T337G (OB-1402) Continuacion TA-001

1.- CABINA PRE POST

Documentación completa (ITV, Certificados de Aeronavegabilidad y Matrícula, POH, MEL, cartillas de pasajeros, etc.). VERIFICAR

Seguro de control de mandos. REMOVER

Maneta de Tren de Aterrizaje en posición extendido. VERIFICAR

Freno de Parqueo. OFF

Todos los Swichts. OFF

Switch de Batería ON

Luces de navegación, Beacon, Strobe por condición, limpieza y operatividad. VERIFICAR

Indicadores de cantidad de combustible por correcta indicación y Operación VERIFICAR

Switch de Batería OFF

Válvula Selectora de Combustible Front (Tanque izquierdo), verifique su aseguramiento. VERIFICAR

Válvula Selectora de Combustible Rear (Tanque derecho), verifique su aseguramiento. VERIFICAR

Control de compensadores (2). NEUTRAL

Nivel de fluido del sistema hidráulico CHEQUEAR

Parabrisas y ventanas, por rajaduras. CHEQUEAR

Oxygen Masks and Hoses. CHEQUEAR

Válvula alterna de presión estática (si está instalada). OFF

Asientos, cinturones y arneses de seguridad en buen estado VERIFICAR

Placard legibles y/o completos (ver MEL si es necesario) VERIFICAR

Controles de motor por condición general, recorrido y libre operación. CHEQUEAR

Botiquín de primeros auxilios completo y lista actualizada VERIFICAR

Extintor por seguridad y fecha de vencimiento VERIFICAR

GPS AERA 500 (para los cuidados refiérase a la pagina 148 del PILOT GUIDE P/N 19001117-02 Rev. A). 1.-Máster ON - el equipo debe encender automáticamente - Máster OFF.

VERIFICAR

2.- EMPENAJE

Superficies de control por libertad de movimiento, condición y seguridad VERIFICAR

Puerta de cabina y sellos, por aseguramiento y condición. REVISAR

3.- BORDE DE SALIDA ALA DERECHA

Alerón, por libertad de movimiento y seguridad. VERIFICAR

Alerón, Gap Seal por seguridad y aseguramiento VERIFICAR

Flap, por seguridad y fijación VERIFICAR

4.- ALA DERECHA

Ventilación del tanque de combustible, por obstrucción. VERIFICAR

Antes del primer vuelo del día y después de cada recarga de combustible usar un vasito drenador completamente limpio y

vaciar una pequeña cantidad de combustible por las válvulas de drenaje y chequear por presencia de agua, sedimentos y

grado apropiado de combustible.

NOTA: Si el combustible esta contaminado, incluido agua (aeronave NO-GO). Notifique a su supervisor inmediatamente.

VERIFICAR

Cantidad de combustible (usando la regla). VERIFICAR

Tapa de tanque de combustible segura y orificio de ventilación sin obstrucciones. VERIFICAR

5.-TREN DERECHO

Llanta del tren principal (presión 70 psi). VERIFICAR

Tren principal, compuertas y rueda. CHEQUEAR

6.- NARIZ

Orificios de entrada de presión estática (ambos lados del fuselaje), sin obstrucciones VERIFICAR

Hélice y cono, por aseguramiento, abolladuras, guiñaduras y fuga de aceite. NOTA: Ejercite extrema precaución al girar manualmente la hélice, en caso de ser necesario.

CHEQUEAR

Entradas de aire, inducción de aire al motor sin restricciones. VERIFICAR

Luces de taxeo y aterrizaje, por condición, limpieza y operatividad. VERIFICAR

Amortiguador del Tren de nariz (aprox. 4 pulgadas de luz) deberá tener después de actuar el amortiguador (subir y bajar).

NOTA: Limpie y lubrique el tramo cromado del amortiguador.

VERIFICAR

Llanta del tren de nariz, presión 42 psi. VERIFICAR




PRE-VUELO CESSNA T337G (OB-1402) Continuacion TA-001

7.- ALA IZQUIERDA PRE POST

Antes del primer vuelo del día y después de cada recarga, usar el vasito drenador y vaciar una pequeña cantidad de combustible por las válvulas de drenaje y chequear por presencia de agua, sedimentos y grado apropiado de combustible.

NOTA: Si el combustible esta contaminado, incluido agua, (aeronave NO-GO). Notifique a su supervisor

inmediatamente

VERIFICAR

Cantidad de combustible (usando la regla). VERIFICAR

Tapa de tanque de combustible segura y orificio sin obstrucciones. VERIFICAR

Ventilación del tanque de combustible, por obstrucción VERIFICAR

Espejo retrovisor LIMPIAR

8.- BORDE DE ATAQUE ALA IZQUIERDA

Retirar cubierta del tubo pitot y orificio sin obstrucciones. VERIFICAR

Aleta de advertencia de pérdida, libre de movimiento, mientras el interruptor maestro está puesto momentáneamente en ON (la sirena debe sonar cuando la aleta es empujada hacia arriba).

VERIFICAR

Ventilación de tanque de combustible por obstrucciones. VERIFICAR

9.- BORDE DE SALIDA.

Alerón, por libertad de movimiento y seguridad. VERIFICAR

Alerón Gap Seal, por seguridad y aseguramiento VERIFICAR

Alerón por seguridad y libre movimiento VERIFICAR

10.-TREN IZQUIERDO

Llanta del Tren Principal (Presión 70psi) VERIFICAR

Tren principal, compuertas y ruedas CHEQUEAR

11.- MOTOR FRONT

Remover el cowling del motor e inspeccionar por fugas (aceite, gasolina), mangueras y cables por rozamiento, instalar el cowling y verificar que no hayan broches, tornillos sueltos.

VERIFICAR

Respiradero del carter del motor por obstrucción CHEQUEAR

Filtro de aire del sistema de inducción deberá ser inspeccionado y limpiado de ser necesario REF. (M/S Sección 2).

VERIFICAR

Orificios de estática (ambos lados), libres de obstrucciones VERIFICAR

Nivel de Aceite. No operar con menos de 6/4 (Nivel máximo: 8/4) VERIFICAR

Filtro de Combustible DRENAR

Cowl Flap por aseguramiento CHEQUEAR

Tomas de Aire de Motor (4), libres de obstrucción. VERIFICAR

NOTA: Arranque y corra el motor de ser necesario por cualquier ítem reparado y chequee por fugas de aceite y combustible antes de retornar al servicio.

12.- MOTOR REAR

Remover el cowling del motor e inspeccionar por fugas (aceite, gasolina), mangueras y cables por rozamiento, instalar el cowling y verificar que no hayan broches, tornillos sueltos.

VERIFICAR

Respiradero del carter del motor por obstrucción CHEQUEAR

Filtro de aire del sistema de inducción deberá ser inspeccionado y limpiado de ser necesario REF. (M/S Sección 2).

VERIFICAR

Nivel de Aceite. No operar con menos de 6/4 (Nivel máximo: 8/4) VERIFICAR

Filtro de Combustible DRENAR

Cowl Flap por aseguramiento CHEQUEAR

Toma de Aire de Motor, libre de obstrucción. VERIFICAR

NOTA: Arranque y corra el motor de ser necesario por cualquier ítem reparado y chequee por fugas de aceite y combustible antes de retornar al servicio.

Realizado por:

Nombre: ..........................................

No. de Licencia: ..............................

Fecha: .............................................

Firma: ..............................................




TAXEO Y CORRIDA DE MOTOR

El Taxeo como en cualquier otro avión deberá hacerse tomando las debidas precauciones a fin de evitar daños

a la aeronave, al equipo en tierra o a personas.

Particular cuidado se tomara a fin de comprobar el correcto funcionamiento del sistema de frenos antes de

iniciar el rodaje.

Para las corridas del motor, se utilizará un área debidamente habilitada, el mecánico a cargo del mantenimiento

de la aeronave, tomará la precaución de verificar la disponibilidad de un extintor de fuego, una persona

apropiadamente calificada (asistente) permanecerá en todo momento fuera de la aeronave, en coordinación,

vigilando el área y alertara al mecánico abordo sobre cualquier eventualidad como así también estará listo para

la utilización del extintor de incendio en caso de ser necesario.

Las siguientes acciones serán tomadas antes de iniciar la corrida de motor.

1. UBICAR LA AERONAVE EN ZONA AUTORIZADA

2. ASEGURAR EL AREA DE CORRIDO DE MOTOR LIBRE DE OBJETOS EXTRAÑOS, EXTINTOR A LA MANO, ASISTENTE LISTO, CALZAS PUESTAS Y ÁREA DE LA HELICE LIBRE.

LA PERSONA A BORDO A CARGO DEL ARRANQUE ALERTARA HACIA EL

EXTERIOR CON LA VOZ: LIBRE ¡!!!

3.- PROCEDIMIENTO DE ARRANQUE NORMAL.

4.- NOTA : CORRIDAS DE MOTOR A MAXIMA POTENCIA SERÁN EFECTUADAS

SOLAMENTE SOBRE TERRENO PAVIMENTADO O CEMENTADO.




FORMA CP-376

CORRIDA DE CONTINENTAL MOTORS TSIO-360-C

Inspección Programada (ANTES), Arranque y corra el Motor de acuerdo a las instrucciones del Manual de Vuelo. Tomando nota de

cualquier discrepancia o anormalidad, durante el corrido observe lo siguiente:

TIPO DE AVION: ___________________ S/N: AVION ________________ MATRICULA: ____________________

ENGINE MODEL: ___________________ S/N. MOTOR _________________ FECHA: ____________________

Después que una inspección Programada haya sido completada, un nuevo corrido de motor debe ser realizado para determinar que

cualquier discrepancia o anormalidad haya sido corregida.

FIRMA Y Nº DE LICENCIA

CORRIDO DE MOTOR PARAMETROS

OBSERVACIONES

FRONT REAR

ANTES

DE LA

INSP.

DESPUES

DE LA

INSP.

ANTES

DE LA

INSP.

DESPUES DE LA

INSP.

1. Válvula Selectora. Opere el motor colocando la maneta posición LH para el motor DELANTERO, la maneta posición RH para el motor POSTERIOR.

2. Calentar el motor , mezcla rica , paso de hélice adelante

1000 RPM

3. Chequeo de Magnetos (Ajuste el acelerador a 1800 RPM)

Las Caída de rpm no debe exceder los 150 RPM en ambos magnetos ó 50 RPM de diferencia entre ambos Magnetos

RH …... LH ……

RH …... LH ……

RH…… LH ..….

RH …... LH ……

4. Chequear Feathering de Hélice (Paso de Bandera)

1200 RPM

5. Chequeo de Mezcla Ajustar a 1000 RPM, Lentamente Cortar la mezcla (25 RPM Máximo a 1000 RPM).

Incre .….. Incre …..…

Incre ….… Incre …..…

6. Corrido Estático (Full potencia) Enfrentar el avión a la dirección del viento

2600 RPM. (Normal) 2800 RPM (arco rojo Max).

7. Temperatura de Aceite 75 - 240

o F Operación Normal

240 o F NO EXCEDER

8. Presión de Aceite 10 PSI Mínimo 30 - 60 PSI Operación Normal 100 PSI Máximo en arranque

9. CHT (Temp. Cabeza Cilindros)

200 - 460 o F operación Normal

460 o F (Line Roja)

10. Indicador de Flujo de combustible

3.0 PSI Mínimo 18.5 PSI Máximo

11. Presión de manifold 17 - 33 In. Hg (Arco Verde) Máximo 37 in.

12. Chequeo Alternador ( 1000 RPM)

Switch Alternador OFF- ON

13. Indicador de succión 4.6 – 5.4 In. Hg (Arco Verde)

14. Respuesta de Motor a cambios de potencia

acelerador

15. Funcionamiento del Motor 1--Ruidos Extraños

2--Vibraciones

1 ….….

2 ….….

1….….

2…..…

1 ….….

2 .…….

1..…….

2 …..…

16. RPM Mínimo 600 (+)(-) 25 RPM

17. Chapa(llave) de start del motor

Magnetos a tierra en mínimo (600

RPM)


INDICE GENERAL

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: B -0

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CAPITULO “B”

SECCION - 2-01-00

GROUND HANDLING


CAPITULO “B” GROUND HANDLING SECCION – 2-01-00

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: B-1

GROUND HANDLING

WARNING: When performing any inspection or maintenance that requires turning on the master switch, installing a battery, or pulling the propeller through byhand, treat the propeller as if the ignition switch were On. Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate.

1. TOWING

CAUTION: When towing the airplane, never turn nose wheel more than 39 degrees either

side of center or nose gear will be damaged. Do not push on control surfaces or empennage surfaces. Depress nose of the airplane when towing.

A. Moving the airplane by hand is accomplished by using the wing struts or landing gear struts as push

points. A tow bar attached to the nose gear is used for steering and maneuvering the airplane. The tow bar is provided as standard equipment and is stored in the baggage compartment. Figure 1 illustrates the tow bar.

2. JACKING

CAUTION: When using the universal jack point, flexibility of the gear strut will cause the

main wheel to slide inboard as the wheel is raised, tilting the jack. The jack must then be lowered for a second jacking operation. Jacking both wheels simultaneously with universal jack points is notrecommended. Do not use brake casting as a jacking point.

A. Refer to Figure 2 for jacking procedures. Wing jack points and mounting screws are stowed in the map

compartment. The jack points are to be installed just outboard of the wing strut, at WS 66.35 in rib assembly just aft of the front spar. Remove existing screws to install jack points and reinstall after jacking operations has been completed.

B. If the airplane is to be jacked with the rear engine removed, the tail must be weighted to provide balance while jacking. This weight is added by placing shot bags on the horizontal stabilizer rear spar.

3. PARKING

A. Parking precautions depend principally upon local conditions. As a general precaution, it is wise to set the parking brake or chock the wheels and install the internal control lock. In severe weather and high wind conditions, tie the airplane down as outlined in the Tie-Down paragraph, if a hangar is not available.

4. TIE-DOWN

CAUTION: Do not set parking brakes during cold weather when accumulated moisture may freeze the brakes or when the brakes are overheated.

A. When mooring the airplane in the open, head into the wind if possible. Secure control surfaces with

internal control lock and set brakes. If control lock is not available, tie control wheel back with front seat belt. Refer to Figure 3.


INDICE GENERAL


Tow Bar Figure 1 (Sheet 1)


INDICE GENERAL


Jacking Procedures Figure 2 (Sheet 1)




JACKING PROCEDURE

1. Install wing jack point at W. S. 66.35 just outboard of wing struts.

2. Position wing jacks at wing jack points.

3. Locate one or t wo people at aft end of the tail booms to balance the aircraft manually as wing jacks are

raised. The aircraft will become tail-heavy as the wings are jacked.

4. Raise wing jack evenly desired height is reached.

5. Attach a weighted, adjustable tail stand to either boom mooring ring.

6. Position nose jack at nose jack point and raise until aircraft becomes steady.

7. Use universal jack point to jack one wheel.

CAUTION

When using the universal jack point, flexibility of the gear strut will cause the main wheel to

slide inboard as wheel is raised, tilting the jack. The jack must be lowered for a second

operation. Jacking both main wheels simultaneously with universal jack points is not

recommended.

8. The nose may be raised, either by jacking with the nose jack or placing weight, such as shot bags,

along the stabilizer rear spar.

B. Moor the airplane as follows:

(1) Secure ropes, chains or cables of 700 pounds or more tensile strength to retractable tie-down fittings located on bottom of wings outboard of wing struts. Secure opposite ends of ropes, chains or cables to ground anchors.

(2) Secure the middle of a rope (do not use chain or cable) to the nose gear trunnion. Pull each end away at a 45 degree angle and secure to ground anchors.

(3) Secure ropes, chains or cables of 700 pounds or more tensile strength to the retractable tie-down fittings in the aft end of the tail booms. Fasten opposite ends of ropes, chains or cables to a common ground anchor.

NOTE: In locations where heavy snow accumulations occur, additional precautions should be taken to

support the tail section of the airplane. Snow accumulations on the horizontal stabilizer can result in considerable weight on the tail, causing it to rotate downward, resulting in damage to the ventral fins. Proper nose gear tie-down and a simple tail support attached to one of the tail boom tie-down fittings will protect against such damage.

(4) Close rear cowl flaps.

NOTE: In areas subject to severe wind-driven rainstorms, turbocharged aircraft should be hangared to

reduce the possibility of water getting into the rear engine induction system. If hangar storage is not available, install a cover with a prominent red streamer on the rear engine air inlet scoop.

(5) These aircraft are equipped with a spring-loaded steering bungee which affords protection against

normal wind gusts. However, if extremely high wind gusts are anticipated, additional external locks may be installed.

5. FLYABLE STORAGE

A. Flyable storage is defined as a maximum of 30 days non-operational storage and/or the first 25 hours of intermittent engine operation.




NOTE: The airplane is delivered from Cessna with corrosion preventive aircraft engine oil (Military

Specification MIL-C-6529, Type II RUST BAN). This oil is a blend of aviation straight mineral oil and a corrosion preventive compound. This engine oil should be used for the first 50 hours of engine operation. Refer to the Engine Oil paragraph, Section Servicing, for oil changes during the first 25 hours of operation.

CAUTION: Excessive ground operation should be avoided.

B. If the aircraft is stored outside, tie-down in accordance with the Tie-Down paragraph. In addition, the pitot tube, static air vents, air vents, openings in the engine cowling, and other similar openings shall have protective covers installed to prevent entry of foreign material. After 30 days, the aircraft should be flown for 30 minutes or ground run-up until oil has reached operating temperature.

C. Returning Aircraft To Service (1) After flyable storage, returning the aircraft to service is accomplished by performing a thorough

preflight inspection. At the end of the first 25 hours of engine operation, drain engine oil, clean oil screens and change external oil filter element. Service engines with correct grade and quantity of engine oil. Refer to the Servicing, Engine Oil paragraph and correspondingFigure 3 for correct grade of engine oil.

6. TEMPORARY STORAGE

A. Temporary storage is defined as aircraft in a non-operational status for a maximum of 90 days. The airplane is constructed of corrosion resistant alclad aluminum, which will last indefinitely under normal conditions if kept clean. However, these alloys are subject to oxidation. The first indication of corrosión on unpainted surfaces is in the form of white deposits or spots. On painted surfaces, the paint is


INDICE GENERAL


Aircraft Tie-Down Figure 3 (Sheet 1)




discolored or blistered. Storage in a dry hangar is essential to good preservation, and should be procured, if possible. Varying conditions will alter the measures of preservation but under normal conditions in a dry hangar, and for storage periods not to exceed 90 days, the following methods of treatment are suggested: (1) Fill fuel tanks with correct amount and grade of gasoline. (2) Clean and wax aircraft thoroughly. (3) Clean any oil or grease from tires and coat tires with a tire preservative. Cover tires to protect against

grease and oil. (4) Either block up fuselage to relieve pressure on tires or rotate wheels every 30 days to prevent flat-

spotting tires. (5) Lubricate all airframe items and seal or cover all openings which could allow moisture and/or dust to

enter. (6) Remove battery and store in a cool dry place. Service the battery periodically and charge it as

required.

NOTE: The aircraft battery serial number is recorded in the aircraft equipment list. To assure accurate warranty records, the battery should be reinstalled in the same aircraft from which it was removed. If a battery is returned to service in a different aircraft, appropriate record changes must be made and notification sent to the Cessna Claims Department.

NOTE: An engine treated in accordance with the following may be considered protected against normal

atmospheric corrosion for a period not to exceed 90 days. Refer to Continental Service Information Letter SIL99-1 (or latest revision) for additional storage information.

(7) Disconnect spark plug leads and remove upper and lower spark plugs from each cylinder.

NOTE: An engine treated in accordance with the following may be considered protected against normal

atmospheric corrosion for a period not to exceed 90 days.

(8) Using a portable pressure sprayer, atomize spray the preservative oil through the upper spark plug ole of each cylinder with the piston in a down position. Rotate crankshaft as each pair of cylinders is sprayed.

NOTE: The preservative oil must be Lubricating Oil-Contact and Volatile, Corrosion Inhibited, MIL-L-46002,

Grade 1or equivalent. The following oils are approved for spraying operations by Teledyne Continental Motors, Nucle Oil 105-Daubert Chemical Co., 4700 So. Central Ave., Chicago, Illinois; Petratect VA - Pennsylvania Refining Co., Butler, Pennsylvania; Ferro-Gard 1009G-Ranco Laboratories, Inc., 3617 Brownsville Rd., Pittsburgh, Pennsylvania.

(a) Rotate the crankshaft so that no piston is at a top position. If the aircraft is to be stored outside,

stop two-bladed propeller so that blades are as near horizontal as possible to provide maximum clearance with passing aircraft.

(9) Again, spray each cylinder without moving the crankshaft, to thoroughly cover all interior surfaces of the cylinder above the piston.

(10) Install spark plugs and connect spark plug leads. (11) Apply preservative oil to the engine interior by spraying approximately two ounces of the preservative

oil through the oil filler tube. (12) Seal all engine openings exposed to the atmosphere, using suitable plugs or non-hygroscopic tape.

Attach a red streamer at each point that a plug or tape is installed. (13) If the airplane is to be stored outside, perform the procedures outlined in the Tie-Down paragraph. In

addition, the pitot tube, static source openings, air vents, openings in the engine cowling and other similar openings should have protective covers installed to prevent entry of foreign material.

(14) Attach a warning placard to the effect that the propeller shall not be moved while the engine is in storage.


INDICE GENERAL


B. Inspection During Storage (1) Inspect airframe for corrosion at least once a month and remove dust collections as frequently as

possible. Clean and wax as required. (2) Inspect the interior of at least one cylinder through the spark plug hole for corrosion at least once a

month.

NOTE: Do not move crankshaft when inspecting interior of cylinder for corrosion.

(3) If at the end of the 90 day period, the aircraft is to be continued in non-operational storage, again perform procedures outlined in the Temporary Storage paragraph.

C. Returning the Aircraft to Service (1) After temporary storage, use the following procedures to return the aircraft to service.

(a) Remove aircraft from blocks and check tires for proper inflation. Check for proper nose gear strut inflation.

(b) Check battery and install. (c) Check that oil sump has proper grade and quantity of engine oil. (d) Service induction air filter and remove warning placard. (e) Remove materials used to cover openings. (f) Remove, clean, and gap spark plugs. (g) While spark plugs are removed, rotate propeller several revolutions to clear excess rust preventive

oil from cylinders. (h) Install spark plugs. Torque plugs to the value specified in Section 10, and connect spark plug

leads. (i) Check fuel strainer. Remove and clean filter screen if necessary. Check fuel tanks and fuel lines for

moisture and sediment. Drain enough fuel to eliminate moisture and sediment. (j) Perform a thorough preflight inspection, then start and warm-up engine.

7. INDEFINITE STORAGE

NOTE: Refer to Continental Service Information Letter SIL99-1 (or latest revision) for additional storage information.

A. Indefinite storage is defined as aircraft in a non-operational status for an indefinite period of time. Engines treated in accordance with the following may be considered protected against normal mospheric corrosion, provided the procedures outlined in the Inspection During Storage paragraph are performed at the intervals specified. (1) Operate engine until oil temperature reaches normal operating range. Drain engine oil sump and

reinstall drain plug and safety. (2) Fill oil sump to normal operating capacity with corrosion preventive mixture which has been thoroughly

mixed and pre-heated to a minimum of 221°F at the time it is added to the engine.

NOTE: Corrosion preventive mixture consists of one part compound MIL-C-6529, Type I, mixed with three parts new lubricating oil of the grade recommended for service. Continental Motors Corporation recommends Cosmoline No. 1223. supplied by E.

F. Houghton & Co., 305 West Le High Avenue, Philadelphia, Pa. During all spraying operations, corrosion

mixture is pre-heated to 221° to 250°F. (3) Immediately after filling the oil sump with corrosion preventive mixture, fly the airplane for a period of

time not to exceed a maximum of 30 minutes.

CAUTION: Injecting corrosion preventive mixture too fast can cause a hydrostatic lock.

(4) With engine operating at 1200 to 1500 rpm with induction air filter removed, spray corrosion

preventive mixture into induction air inlet, at the rate of one-half gallon per minute, until heavy smoke comes from exhaust stack, then increase the spray until the engine is stopped.

(5) Do not rotate propeller after completing step (4) above.




(6) Remove all spark plugs and spray corrosion preventive mixture, which has been preheated to 221°F

to 250°F, into all spark plug holes to thoroughly cover interior surfaces of cylinders. (7) Install lower spark plugs or install solid plugs and install dehydrator plugs in upper spark plugholes. Be

sure that dehydrator plugs are blue in color when installed. (8) Cover spark plug lead terminals with shipping plugs (AN4060-1) or other suitable covers. (9) With throttle in open position, place a bag of desiccant in the induction air inlet. Replace filterand seal

with moisture-resistant paper and tape. (10) Place a bag of desiccant in the exhaust tailpipes and seal openings with moisture resistant tape. (11) Seal cold air inlet to the heater muff with moisture resistant tape. (12) Seal engine breather by inserting a protex plug into the breather hose and clamping in place. (13) Seal all other engine openings exposed to atmosphere, using suitable plugs or non-hygroscope tape.

NOTE: Attach a red streamer to each place plugs or tape is installed. Either attach red streamers outside

of the sealed area with tape or to the inside of the sealed area with safety wire to prevent wicking of moisture into the sealed area.

(14) Drain corrosion-preventive mixture from engine sump and reinstall drain plug.

NOTE: The corrosion-preventivemixture is harmful to paint and should be wiped frompainted surfaces

immediately.

(15) Attach a warning placard on the throttle control knob to the effect that the engine contains no lubricating oil. Placard the propeller to the effect that it should not be moved while the engine is in storage.

(16) Prepare airframe for storage as outlined in the Temporary Storage paragraph, thru step (6) above.

NOTE: As an alternate method of indefinite storage, the airplane may be serviced in accordance with the Temporary Storage paragraph, providing the airplane is run-up at maximum intervals of 60 days and then re-service per the Temporary Storage paragraph.

B. Inspection During Storage

(1) Aircraft in indefinite storage shall be inspected as follows:

(a) Inspect cylinder protex plugs each 7 days. (b) Change protex plugs if their color indicates an unsafe condition. (c) If the dehydrator plugs have changed color in one half of the cylinders, all desiccant material in the

engine shall be replaced with new material. (d) Every 6 months respray the cylinder interiors with corrosion-preventive mixture.

NOTE: Before spraying, inspect the interior of one cylinder for corrosion through the park plug hole

and remove at least one rocker box cover and inspect the valve mechanism.

C. Returning Aircraft To Service (1) After indefinite storage, use the following procedure to return the aircraft to service.

(a) Remove aircraft from blocks and check tires for correct inflation. Check for correct nose gear strut inflation. Refer to Figure 1-1 for these pressures.

(b) Check battery and install. (c) Remove all materials used to seal and cover openings. (d) Remove warning placards posted at throttle and propeller. (e) Remove and clean engine oil screen, then reinstall and safety. On aircraft that are equipped with

an external oil filter, install new filter element. (f) Remove oil sump drain plug and drain sump. Install and safety drain plug.




NOTE: The corrosion-preventive mixture will mix with the engine lubricating oil, so flushing the oil system is not necessary. Draining the oil sump will remove enough of the corrosion-preventive mixture.

(g) Service and install the induction air filter. (h) Remove dehydrator plugs and spark plugs or plugs installed in spark plug holes and rotate

propeller by hand several revolutions to clear corrosion-preventive mixture from cylinders. (i) Clean, gap, and install spark plugs. Torque plugs to the value listed in Section 10. (j) Check fuel strainer. Remove and clean filter screen. Check fuel tanks and fuel lines for moisture

and sediment. Drain enough fuel to eliminate moisture and sediment. (k) Perform a thorough preflight inspection, then start and warm-up engine. (l) Thoroughly clean aircraft and flight test aircraft.

8. LEVELING

A. Longitudinal leveling of the airplane is accomplished by backing out the two leveling screws, located on

the left side of the fuselage, just below the pilot's side window, and placing a level across the screws. A level placed across the front seat rails at corresponding points is used to level the airplane laterally.


CAPITULO “C” SERVICING SECCION – 2-03-00

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: C-0

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CAPITULO “C”

SECCION - 2-03-00

SERVICING




SERVICING

WARNING: When performing any inspection or maintenance that requires turning on the master switch, installing a battery, or pulling the propeller through by hand, treat the propeller as if the ignition switch were On. Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate.

1. GENERAL

A. Servicing requirements are shown in the Servicing Chart (refer to Figure 3). The following paragraphs supplement this figure by adding details.

2. FUEL TANKS

A. Tanks should be filled to capacity immediately after flight to retard moisture condensation. The recommended fuel grade to be used is listed in Figure 3. Total capacity is given in Figure 1-1.

3. FUEL DRAINS

A. Refer to Section 11 for locating fuel drains. The drains are provided for drainage of water and sediment from the fuel system.

4. FUEL STRAINERS

A. During daily inspection, if water is found in the fuel strainers, there is a possibility that sump tanks and fuel

lines contain water. If the strainers do contain water, all fuel drains must be removed and all water drained from the fuel system. Access to the strainer drain controls is through the engine oil dipstick door each engine. Each 100 hours, clean the strainers as outlined in Section 11. Refer to Figure 3 for intervals specified for use of fuel strainer drain control.

5. ENGINE OIL

A. Check engine lubricating oil with the dipstick five to ten minutes after the engine has been stopped. The

aircraft should be in as near a level position as possible when checking the engine oil so that a true reading is obtained. Engine oil should be drained while the engine is still hot for more positive draining of any sludge which may have collected in the engine oil sump. Engine oil should be changed every six months, even though less than the specified hours have accumulated. Reduce these intervals for prolonged operations in dusty areas, in cold climates where sludging conditions exist, or where short flights and long idle periods are encountered, which cause sludging conditions. Always change oil and oil ilter whenever oil on the dipstick appears dirty. Ashless dispersant oil, conforming to Teledyne Continental Motors Specification No. MHS-24A, shall be used in these engines. Multi-viscosity oil may be sed to extend the operating temperature range, improve cold engine starting and lubrication of the engine during the critical warm-up period, thus permitting flight through wider ranges of climate change without the necessity of changing oil. The multi-viscosity grades are recommended for aircraft engines subjected to wide variations in ambient air temperatures when cold starting of the enginemust be accomplished at temperatures below 30°F.

NOTE: The aircraft is delivered from Cessna with corrosion preventative aircraft engine oil (MILC- 6529,

Type II). If oil must be added during the first 25 hours, use only aviation grade straight mineral oil onforming to Specification MIL-L-6082. After the first 25 hours of operation, drain engine oil sump and change the oil filter. Refill sump with aviation grade straight mineral oil and use until a total of 50 hours has accumulated or oil consumption has stabilized, then install new oil filter and change to ashless dispersant oil. Newly-overhauled engines should also be operated on aviation grade straight mineral oil until a total of 50 hours has accumulated or oil consumption has stabilized.



FECHA: 30-JUNIO-2012 REVISIÓN R-14 PAGINA: C-2

B. When changing engine oil, install a new filter. Refer to Section 10 for filter applications and removal and installation. An oil quick-drain valve is installed in the oil drain port of the oil sump in the rear engine. To drain the engine oil, proceed as follows: (1) Operate engine(s) until oil temperature is at normal operating range.

WARNING: Do not install quick-drain valve, illustrated in Figure 1, in the front

engine. The valve will interfere with nose landing gear retraction.

(2) Remove front engine cowling and open landing gear doors. (a) In the nose landing gear door opening, remove oil drain plug from front engine sump and allow on

to drain into a container. Reinstall and safety oil drain plug. (b) Remove front engine oil filter and install new filter in accordance with Section 10.

(3) Remove right-hand cowling side panels from rear engine compartment. Refer to Section 10. (a) Push up on quick-drain valve until it locks open, and allow oil to drain into a container. (b) After oil has drained, close quick-drain valve as shown in Figure 1. (c) Remove rear engine oil filter and install new filter in accordance with Section 10.

(4) Service each engine with correct grade and amount of oil. Refer to Figure 3. 6. INDUCTION AIR FILTERS

A. These filters keep dust and dirt from entering the induction systems. The value of maintaining the induction air filters in a good clean condition can never be overstressed. More engine wear is caused through the use of dirty and/or damaged air filters than is generally believed. The frequency with which the filter should be removed and cleaned will be determined primarily by the aircraft operating conditions.

B. A good general rule, however, is to remove, clean and inspect filters at least every 50 hours of engine operating time, and more frequently if warranted by operating conditions. Some operators prefer to hold a spare set of induction air filters at their home base of operation, so that a clean set of filters, is always readily available. Under extremely dusty conditions, daily servicing of the filters is recommended. To service filters, proceed as follows:

(1) Remove filters from aircraft in accordance with procedures outlined in Section 10. (2) Clean filter by blowing with compressed air (not over 100 psi) from direction opposite of normal air

flow. Normal air flow direction is indicated on the filter case. NOTE: Use care to prevent damage to filter element when cleaning with compressed air.

Never use air pressure greater than 100 psi.

CAUTION: Do not use solvent or cleaning fluids to wash filters. Use only a mild household detergent and water solution.

(3) After cleaning as outlined in step (2) above, filter may be washed, if necessary, with a mild household

detergent and warm water solution. A cold water solution may be used.

NOTE: The filter assembly may be cleaned with compressed air a maximum of 30 times, or it may be washed a maximum of 20 times. The filter should be replaced after 500 hours of engine operation or one year, whichever comes first. The filter may be cleaned and reused as long as it is not damaged. A damaged filter may have the wire mesh screen broken on the inside or outside, or the filtering media may have sharp or broken edges. Any filter that appears doubtful should be replaced.

(4) After washing, rinse filter in clean water until rinse water runs clear from unit. Allow water to drain and

then dry with compressed air (not over 100 psi).

NOTE: The filtering panels may become distorted when wet, but will return to their original shape when dry.




Quick-Drain Valve Figure 1 (Sheet 1)




(5) Be sure induction inlets to engine are clean. (6) Install filters as outlined in Section 10.

7. VACUUM SYSTEM AIR FILTER

A. The vacuum system central air filter keeps dust and dirt from entering the vacuum-operated instruments. Inspect the filter element every 200 hours for damage and cleanliness. Change central air filter element every 500 hours of operating time and whenever suction gage reading drops below 4.6 inches of mercury. Also, do not operate the vacuum system with the filter element removed, or a vacuum line disconnected as particles of dust or other foreign matter might enter the system and damage the vacuum operated instruments.

8. BATTERY

A. Servicing the battery involves adding distilled water to maintain the electrolyte even with the horizontal baffle plate at the bottom of the filler holes, checking battery cable connections and neutralizing and cleaning off any spilled electrolyte or corrosion. Use bicarbonate of soda (baking soda) and water to neutralize electrolyte or corrosion. Follow with a thorough flushing with water. Brighten cables and terminals with a wire brush, then coat with petroleum jelly before connecting. The battery box should also be checked and cleaned if any corrosion is indicated. Distilled water, not acid or "rejuvenators", should be used to maintain electrolyte level. Check the battery every 50 hours (or at least every 30 days), more often in hot weather. Refer to Section 15 for detailed procedures for battery replacement and testing.

9. TIRES

A. Maintain tire pressure to the values specified in Figure 1-1. When checking tire pressure, examine for wear, cuts, bruises and slippage.

NOTE: Recommended tire pressure should be maintained. Especially in cold weather, remember that

any drop in temperature of the air inside a tire causes a corresponding drop in pressure. 10. NOSE GEAR STRUT

A. The nose gear strut requires periodic checking to make sure that the strut is filled with hydraulic fluid and is inflated to the correct air pressure. Use the following procedures to service the nose gear strut. (1) Remove valve cap and reduce air pressure to zero. (2) Remove valve core and attach hose and container as illustrated in Figure 2. (3) Lift nose of aircraft. Extend and compress strut several times to expel any entrapped air. Lower nose

of aircraft until strut is telescoped to its shortest length. Remove hose and container. (4) Install valve core and inflate strut to pressure specified in Figure 1-1.

NOTE: Check landing gear daily for general cleanliness, security of mounting and for hydraulic fluid

leakage. Keep machined surfaces wiped free of dirt and dust, using a clean lint-free cloth, saturated with hydraulic fluid (MIL-H-5606) or Kerosene. All surfaces should be wiped free of excess hydraulic fluid or kerosene.

11. SHIMMY DAMPENER

A. The shimmy dampener should be serviced at least every 50 hours. The dampener must be filled completely with fluid and free of entrapped air to serve its purpose.

B. To fill or add fluid to the shimmy dampener while installed on the aircraft, proceed as follows: (1) Remove filler plug from dampener. (2) Using a tow bar, turn nose gear in the direction that places the dampener piston at the end opposite

the filler plug. (3) Fill with clean hydraulic fluid. (4) Install and safety filler plug.

C. To fill shimmy dampener when it is removed from the aircraft, proceed as follows:

(1) Remove filler plug from dampener.




Filling Nose Gear Strut Figure 2 (Sheet 1)




Servicing Figure 3 (Sheet 1)




Servicing

Figure 3 (Sheet 2)




Servicing

Figure 3 (Sheet 4)




(2) Submerge dampener in clean hydraulic fluid and work dampener piston shaft in and out to remove any entrapped air and completely fill cylinder.

(3) Reinstall plug before removing dampener from hydraulic fluid.

NOTE: Keep shimmy dampener, especially the exposed portions of the dampener piston shaft clean to prevent collection of dust and dirt which could cut the seals in the dampener barrel. Keep machined surfaces wiped free of dirt and dust, using a clean, lint-free cloth, saturated with hydraulic fluid (MIL-H-5606) or kerosene. All surfaces should be wiped free of excess hydraulic fluid or kerosene.

12. HYDRAULIC BRAKE SYSTEMS

A. Check for correct amount of fluid at least every 200 hours. Add hydraulic fluid at the brake master

cylinders. Bleed the brake system of entrapped air whenever a spongy response is experienced at the brake pedals. Refer to Section 5 for an outline of bleeding procedure.

13. LANDING GEAR HYDRAULIC RETRACTION SYSTEM

A. Draining, filling and bleeding of the landing gear hydraulic retraction system can be accomplished by the

following method.

CAUTION: Do not turn master switch ON while hydraulic system is open to atmosphere.

The pump will automatically start, causing fluid to spray from any open line.

(1) Place aircraft master switch in OFF position and place aircraft on jacks as shown in Section 2-01-00, Ground Handling,Figure 2. Bleed pressure from system by moving landing gear selector valve to gear UP position.

(2) Drain system by removing cap plug from elbow on right side of power pack and attaching a drain hose to opening. Place end of hose in a container of at least one gallon capacity and using emergency hand pump, pump fluid into container. When power pack reservoir is empty, replace cap plug on elbow.

(3) Fill power pack reservoir with MIL-H-5606 hydraulic fluid by inserting funnel or filler hose in dipstick opening on top of power pack body.

(4) Bleed system by cycling landing gear through several cycles. Refill power pack reservoir with MIL-H-5606 hydraulic fluid. Remove aircraft from jacks; refer to Ground Handling, Jacking procedures.

14. HYDRAULIC FLUID SAMPLING AND CONTAMINATION CHECK

A. At the first 50 and first 100 hour inspection and thereafter at each 500 hour inspection or one year

whichever occurs first, a sample of fluid should be taken and examined for sediment and discoloration. This may be done as follows:

CAUTION: Do not turn master switch ON while hydraulic system is open to

atmosphere. The pump will automatically start, causing hydraulic fluid to spray from any open line.

(1) Place aircraftmaster switch in OFF position. Place aircraft on jacks as shown in Section 2-01-00,

Ground Handling, Figure 2. Bleed pressure from system by moving landing gear selector valve to gear UP position.

(2) Remove cap plug from elbow on right side of power pack and place a nonmetal container below opening.

(3) Place landing gear selector valve in down position and operate emergency hand pump to pump fluid into container.

(4) If the drain fluid is clear and is not appreciably darker in color than new fluid, continue to use the present fluid.




(5) If the fluid color is doubtful, place fluid sample in a nonmetallic container and insert a strip of polished copper in the fluid.

(6) Keep copper in the fluid for six hours at a temperature of 70°F or more. A slight darkening of the copper is permissible but there should be no pitting or etching visible up to 20X magnification. If pitting or etching is evident, drain fluid from power pack reservoir. Fill power pack with MIL-H-5606 hydraulic fluid and bleed air from system.

15. OXYGEN CYLINDER

A. Refer to Section 13.

16. OXYGEN FACE MASK

A. Refer to Section 13.

17. CONTINUED AIRWORTHINESS PROGRAM

A. Refer to ANEXO “A”, in this Manual.


CAPITULO “D” CLEANING SECCION 2-05-00

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: D - 0

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CAPITULO “D”

SECCION- 2-05-00

CLEANING




CLEANING

WARNING: When performing any inspection or maintenance that requires turningon the master switch, installing a battery, or pulling the propellerthrough by hand, treat the propeller as if the ignition switch were On. Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate.

1. GENERAL

A. Keeping the aircraft clean is important. Besides maintaining the trim appearance of the aircraft, cleaning reduces the possibility of corrosion and makes inspection and maintenance easier.

2. WINDSHIELD AND WINDOWS

CAUTION: Do not use gasoline, alcohol, benzene, acetone, carbon tetrachloride, fire

extinguisher fluid, deicer fluid, lacquer thinner or glass window cleaning spray to clean the windshield or windows. These solvents will soften and craze the plastic.

A. The windshield and windows should be cleaned carefully with plenty of clean water and a mild detergent,

using the palm of the hand to feel and dislodge any caked mud or dirt. A sponge, soft cloth or chamois may be used, but only as a means of carrying water to the plastic. Rinse thoroughly, then dry with a clean moist chamois. Do not rub plastic panels with a dry cloth. This will build up an electrostatic charge which attracts dust. Oil and grease may be removed by lightly wiping with a soft cloth moistened with Stoddard solvent.

B. After washing, the windshield and windows should be cleaned with an aircraft windshield cleaner. Apply

the cleaner with soft cloths and rub with moderate pressure. Allow the cleaner to dry, then wipe it off the windshield and windows with soft flannel cloths. A thin, even coat of wax, polished out by hand with soft flannel cloths, will fill in minor scratches and help prevent further scratching. Do not use a canvas cover on the windshield or windows unless freezing rain or sleet is anticipated, since the cover may scratch the plastic surface.

3. PLASTIC TRIM

A. The plastic trim instrument panel and control knobs need only to be wiped off with a damp cloth. Oil and

grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent. Volatile solvents, such as mentioned in the preceding paragraph, must never be used since they soften and craze the plastic.

4. UPHOLSTERY

A. Cleaning prolongs the life of upholstery fabrics and interior trim.

(1) Empty all ash trays. (2) Brush or vacuum clean the carpeting and upholstery to remove dirt. (3) Wipe leather and plastic surfaces with a damp cloth. (4) Soiled upholstery fabrics and carpeting may be cleaned with a foam-type detergent, used in

accordance with the manufacturer's instructions. (5) Oily spots and stains may be cleaned with household spot removers, used sparingly. Before using any

solvent, read the instructions on the container and test it on an obscure place in the fabric to be cleaned. Never saturate the fabric with a volatile solvent, as it may damage the padding and backing materials.

(6) Scrape sticky materials with a dull knife, then spot-clean the area.




5. ALUMINUM SURFACES A. The aluminum surfaces require a minimum of care, but should never be neglected. The aircraft may be

washed with clean water to remove dirt and may be washed with non-alkaline grease solvents to remove oil and/or grease. Household-type detergent soap powders are effective cleaners, but should be used cautiously since some of them are strongly alkaline. Many good aluminum cleaners, polishes and waxes are available from commercial suppliers of aircraft products.

6. PAINTED SURFACES

A. The aircraft painted surfaces, under normal conditions, require a minimum of polishing and buffing.

Approximately 15 days required for acrylic or lacquer paint to cure completely. In most cases, the curing period will have been completed prior to delivery of the aircraft. In the event that polishing or buffing is Required within the curing period, it is recommended that the work be done by an experienced painter. Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with clear water and drying with soft cloths or damp chamois. Harsh or abrasive soaps or detergents which could cause corrosion or make scratches should never be used. Remove stubborn oil and grease with a soft cloth moistened with Stoddard solvent. After the curing period, the aircraft may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings, tail and the engine nose cap will help reduce abrasion encountered in these areas.

7. ENGINE COMPARTMENT

CAUTION: Particular care should be given to electrical equipment before

cleaning. Solvent should not be allowed to enter magnetos, starter, alternators, voltage regulators and similar components. These components should be protected before washing the engine with solvent. Any fuel, oil or air openings should be covered before washing the engine. Caustic cleaning solutions should be used cautiously and should always be properly neutralized after their use.

A. The engine sections should be kept clean since dirty cooling fins and baffle plates can cause overheating

of the engine. Also, cleaning is essential to minimize any danger of fire and provide for easier inspection of components. Wash the engine and components with a suitable solvent, such as Stoddard solvent or equivalent, then dry thoroughly with compressed air.

8. PROPELLERS

A. The propellers should be wiped occasionally with an oily cloth, then wiped with a dry cloth, to remove grass and bug stains. In salt water areas, this will assist in corrosion proofing the propeller.

9. WHEELS

A. The wheels should be washed periodically and examined for corrosion, chipped paint and cracks or dents in the wheel castings. Sand smooth, prime and repaint or repair minor defects. Cracked Wheel halves must be replaced.


CAPITULO “E” LUBRICATION SECCION 2-07-00

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: E - 0

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CAPITULO “E”

SECCION - 2-07-00

LUBRICATION




LUBRICATION

WARNING: When performing any inspection or maintenance that requires turning

on the master switch, installing a battery, or pulling the propeller through by hand, treat the propeller as if the ignition switch were On. Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate.

1. GENERAL

A. Lubrication requirements are shown on the lubrication chart (refer to Figure 1). Before adding grease to fittings, wipe off all dirt. Lubricate until new grease appears around parts being lubricated, and wipe off excess grease. The following paragraphs supplement this figure by adding details.

2. NOSE GEAR TORQUE LINKS

A. Lubricate torque links every 50 hours. When operating in dusty conditions, more frequent lubrication is recommended.

3. DOWNLOCK PINS AND OVERCENTER BUTTONS

A. At each 100-hour inspection, clean with solvent and inspect for sharp edges, the downlock pins, overcenter buttons and main landing gear struts, where they contact the pins and buttons. Smooth all sharp edges. Do not paint the "tracks" on the struts made by the pins and buttons. Lubricate downlock pins, overcenter buttons and strut with general purpose grease. Also, clean and lubricate the cam surface of the downlock switch bracket.

4. NOSE GEAR CAM FOLLOWERS

A. At the first 500-hour inspection, remove plugs in stud of cam followers and lubricate with general purpose grease. Lubricate cam followers at each 500-hour inspection, using automotive type rubber tipped grease gun when lubricating cam followers. There is no need to reinstall plugs in cam follower studs.

5. WHEEL BEARING LUBRICATION

A. Clean and repack the main and nose wheel bearings at the first 100-hour inspection and at each 500-hour inspection thereafter. If more than the usual number of takeoffs and landings are made, extensive taxiing is required, or the aircraft is operated in dusty areas or in areas of high humidity, cleaning and lubricating of the wheel bearings must be accomplished at each 100-hour inspection.

6. FUEL SELECTOR VALVE

A. It is recommended that the fuel selector valve detents and valve shaft be lubricated at each 100-hour inspection. Apply lubricant to each detent of the valve and to the valve shaft where it protrudes from the valve cover boss.

7. WING FLAP ACTUATOR

A. The wing flap actuator screw jack threads require no lubrication. 8. AILERON ROD END BEARING

A. The actuating rod attach point is exposed to the weather through a small opening in the upper leading edge of the aileron. Therefore, periodic inspection and lubrication is required to prevent corrosion of the bearing in the rod end. At each 100-hour inspection, disconnect the control rods at the aileron and inspect each rod end ball for corrosion. If no corrosion is found, wipe the surface of the rod end balls with general purpose oil and rotate the ball freely to distribute the oil over its entire surface and connect the control rods. If corrosion is detected during inspection, replace the rod end.




Lubrication Figure 1 (Sheet 1)




9. CONTROL CABLE SEALS

A. Each control cable which routes through a bulkhead, from a pressurized section of the aircraft, is enclosed

by a seal, to reduce air leakage to a minimum. A cable seal restraining ring or a cotter pin is installed on each end of the seal. The seal is packed with MIL-G-81322 grease prior to installation, and the cable is lubricated for the full length of its travel within the seal. This lubrication is important to relieve friction caused by the control cable traveling back and forth through the seal. At 200- hour intervals, the seals must be removed, cleaned, inspected and repacked. The cables should be lubricated for the full length of its travel through the seal. Refer to applicable section of this Service Manual for removal and installation of control cable seals.


CAPITULO “F” TIME LIMITS/MAINTENANCE CHECK - GENERAL SECCION 2-10-00

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: F - 0

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CAPITULO “F”

SECCION - 2-10-00

TIME LIMITS/MAINTENANCE CHECK - GENERAL




TIME LIMITS/MAINTENANCE CHECKS – GENERAL 1. SCOPE

A. This provides the inspection time intervals and maintenance checks for the Model 337 airplanes. It is divided into several sections, each with a specific purpose toward providing information necessary to establish inspection criteria. Refer to the Description paragraph below for detailed information concerning each of these sections. The section 2-10-01 may be utilized in conjunction with 14 CFR Part 43 inspection scope and detail, but is not intended to be utilized as the primary checklist for inspection of the airplane.

NOTE: The time limits and maintenance checks listed in this chapter are the minimum requirements for

airplanes operated under normal conditions. For airplanes operated in areas where adverse operating conditions may be encountered, such as high salt coastal environments, areas of high heat and humidity, areas where industrial or other airborne pollutants are present, extreme cold, unimproved surfaces, etc., the time limits should be modified accordingly.

NOTE: The inspection guidelines contained in this section are not intended to be all-inclusive, for no such

charts can replace the good judgment of certified airframe and power plant mechanics in performance of their duties. As the one primarily responsible for the airworthiness of the airplane, the owner or operator should select only qualified personnel to maintain the airplane.

2. INSPECTION REQUIREMENTS

A. Three basic types of inspections are available as defined below: (1) As required by 14 CFR 91.409 (a), all civil airplanes of U.S. registry must undergo a complete

inspection (ANNUAL) each 12 calendar months. In addition to the required ANNUAL inspection, airplanes operated commercially (for hire) must also have an inspection each 100 hours of operation as required by Federal Aviation Regulation Part 91.409 (b).

(2) In lieu of the above requirements, an airplanemay be inspected in accordance with a progressive inspection program in accordance with 14 CFR Part 91.409 (d), which allows the workload to be divided into smaller operations that can be accomplished in a shorter time period.

(3) If an airplane is being operated under a 14 CFR Part 135 Certificate, the operator may elect to use an Approved Aircraft Inspection Program.

3. INSPECTION PROGRAM SELECTION

A. As a guide for selecting the inspection program that best suits the operation of the airplane, the following is provided: (1) If the airplane is flown less than 200 hours annually, the following conditions apply:

(a) If flown for hire:

1 An airplane operating in this category must have a COMPLETE AIRPLANE INSPECTION (ANNUAL) each 12 calendar months. In addition, an inspection is required each 100 hours of operation (100-HOUR). A COMPLETE AIRPLANE INSPECTION consists of all 50-hour, 100-hour and 200-hour items plus those operations which are due at the specified time. Additionally, Component Time Limits shall be checked at each inspection interval to ensure proper overhaul and replacement requirements are accomplished at the specified times.

(b) If not flown for hire:

1 An airplane operating in this category must have a COMPLETE AIRPLANE INSPECTION each 12 calendar months of operation (ANNUAL). A COMPLETE AIRPLANE INSPECTION consists of all 50-hour, 100-hour and 200-hour items plus those operations which are due at the specified time. It is also recommended that between annual inspections, all items be inspected at the intervals specified in the Inspection Time Limits. Additionally, Component Time Limits should be checked at each inspection interval to ensure proper overhaul and replacement requirements are accomplished at the specified times.




(2) If the airplane is flown more than 200 hours annually, the following condition applies:

(a) Whether flown for hire or not, it is recommended that airplanes operating in this category be placed on a progressive inspection program in accordance with Federal Aviation Regulation 14 CFR 91.409. However, if the airplane is not placed on a progressive inspection program, the inspection requirements for airplanes in this category are the same as those defined under Paragraph 3.A.(1)(a)1 or (b)1.

(3) If the airplane is operated under 14 CFR 135, and flown an average of 400 hours annually, the following manufacturer’s approved inspection program may be used. However, the program must be used as published and the latest revision must be incorporated.

4. DESCRIPCION

A. Refer to Page d-3 5. GENERAL INSPECTION TERMS AND GUIDELINES

A. Refer to Page d-5 6. INSPECTION TIME LIMITS

A. A complete airplane inspection includes all inspection items as required by 14 CFR 43, Appendix D, Scope and Detail of annual/100-hour inspections. The chart provided in this section should be used to augment the inspection.

B. The Component Time Limits section (2-11-00) should be checked in conjunction with this inspection to ensure proper overhaul and replacement requirements are accomplished at the specified times.

C. The intervals shown are recommended intervals at which items are to be inspected based on normal usage under average environmental conditions. Airplanes operated in extremely humid areas (tropics), or in exceptionally cold, damp climates, etc., may need more frequent inspections for wear, corrosion, and lubrication. Under these adverse conditions, perform periodic inspections in compliance with this chart at more frequent intervals until the operator can set his own inspection periods based on field experience. (1) The 14 CFR Part 91 operator's inspection intervals shall not deviate from the inspection time limits

shown in this manual except as provided below: (Refer to 14 CFR 91.409) (a) The airplane can only exceed its inspection point up to 10 hours, if the airplane is enroute to a

facility to have the inspection completed. (b) In the event of late compliance of any operation scheduled, the next operation in sequence retains

a due point from the time the late operation was originally scheduled. (c) In the event of early compliance of any operation scheduled, that occurs 10 hours or less ahead of

schedule, the next phase due point may remain where originally set. (d) In the event of early compliance of any operation scheduled, that occurs more than 10 hours

ahead of schedule, the next operation due point must be rescheduled to establish a new due point from the time of early accomplishment.

7. CHART LEGEND

A. Each page of the inspection listed in Inspection Time Limits, section 2-10-01, contains the following five columns:

(1) REVISION STATUS - This column provides the date that a given item was added, deleted or revised. A blank entry in this column indicates no change since the original issue of this manual.

(2) INSPECTION ITEM CODE NUMBER - This column lists a six-digit number permanently assigned to a scheduled maintenance item. A given inspection item code number will never change and will not be reused in the event the scheduled maintenance item is deleted.

(3) TASK - This column provides a short description of the inspection and/or servicing procedures. Where amore detailed description of the procedure is required, a reference will bemade to either another selection located within the maintenance manual or a specific reference to a supplier publication.




(4) INTERVAL - This column lists the frequency of the inspection.

(5) OPERATION - All of the inspections included in one operation are grouped together in the 2-12-XX documents (XX equals the operation number).

(6) ZONE - This column locates the components within a specific zone. For a breakdown of how the airplane is zoned, refer to 2-30-00, Figure 1, Airplane Zones.




8. Listado de items de Inspección (Hoja 1)

REVISION STATUS

ITEM CODE

NUMBER TASK INTERVAL

OPERATION

ZONE

020001

Oxygen system - Inspect for security and pressure. (Refer to Section 13.)

Every 200 hours or 1 2 months 3 211

020002

All decals and labeling - Inspect for condition and legibility.

Every 200 hours or 12 months 3 211

030001 Aircraft exterior - Inspect for condition and damage.

Every 50 hours or 6 months 1

120, 210, 310, 311, 312, 341, 342, 510, 520, 610, 620

030002 Aircraft structure - Inspect for condition and damage.


120, 210, 211, 310, 311, 312, 330, 341, 342, 510, 520, 610,

620

030003 Windows, windshield, doors and seals - Inspect for condition. Every 50 hours or 6 months 1

210

030004

Seat stops, seat rails, upholstery, structure, and seat mounting - Inspect for condition.


030005

Occupant restraints and attaching brackets - Inspect for security and condition.


030006 Seats and seat latch mechanism - Inspect for security and positive latching.


030007 Cabin upholstery, trim, sun visors, and ashtrays - Inspect for condition. Every 200 hours or 12 months 3 211




Listado de items de Inspección (Hoja 2)

REVISION STATUS

ITEM CODE


OPERATION

ZONE

030008 Area beneath floor, lines, hoses, wires, and control cables - Inspect for condition.


030009 Reel type secondary seat stop (if installed) - Make sure the manual lock operates correctly. Refer to the latest revision ofMEB07-1 for the instructions for continued airworthiness.


030010 Aircraft interior and exterior pressure vessel - Remove the complete interior and perform a complete visual interior and exterior pressure vessel inspection.

First 10,000 hours of operation and every 5000 hours thereafter

19 211

Added Dec 13/10

030101 Inspect cabin door mechanism. Refer to 2-14-09, Supplemental Inspection Document 52-10-01, for inspection procedures.

Initial: 5000 hours or 20 years; Repeat every 5000 hours or 10 years

30 211

Added Dec 13/10

030102 This inspection is for typical usage. Inspect forward and aft webs of rear spar bulkhead channel. Refer to 2-14-10, Supplemental Inspection Document 53-11-01, for inspection procedures.

Initial: 12,000 hours or 20 years; Repeat every 2000 hours or 10 years

37 211

Added Dec 13/10

030103 This inspection is for severe usage. Inspect forward and aft webs of rear spar bulkhead channel. Refer to 2-14-10, Supplemental Inspection Document 53-11-01, for inspection procedures.


32 211

Added Dec 13/10

030104 Inspect door opening and instrument panel attachements. Refer to 2-14-11, Supplemental Inspection Document 53-11-02, for inspection procedures.

Initial: 500 hours or 20 years; Repeat every 500 hours

21 210, 211

Added Dec 13/10

030105

Inspect the windshield structure. Refer to 2-14-12, Supplemental Inspection Document 53-11-03, for inspection procedures.

Initial: 5000 hours; Repeat every 2500 hours

28 210

Added Dec 13/10

030106

Inspect the pressurized cabin interior and exterior. Refer to 2-14-13, Supplemental Inspection Document 53-11-04, for inspection procedures.

Initial: 10,000 hours; Repeat every 5000 hours

34 210, 211





REVISION STATUS

ITEM CODE


OPERATION

ZONE

Added Dec 13/10

030107 Inspect rear door post bulkhead. Refer to 2-14-14, Supplemental Inspection Document 53-12-01, for inspection procedures.

Initial: 5000 hours or 20 years; Repeat every 3000 hours of 5years

29 211

Added Dec 13/10

030108 Inspect cabin interior skin panels. Refer to 2-14-15, Supplemental Inspection Document 53-30-01, for inspection procedures.

Initial: 5 years; Repeat every 5 years 40 211

Added Dec 13/10

030109 This inspection is for typical usage. Inspect wing fuselage strut fitting. Refer to 2-14-16, Supplemental Inspection Document 53-41-01, for inspection procedures.


36 210, 510,

610

Added Dec 13/10

030110 This inspection is for severe usage. Inspect wing fuselage strut fitting. Refer to 2-14-16, Supplemental Inspection Document 53-41-01, for inspection procedures.


31 210, 510,

610

Added Dec 13/10

030111 Inspect seat rails. Refer to 2-14-17, Supplemental Inspection Document 53-47-01, for inspection procedures.

Initial: 5 years; Repeat every 5 years

39 211

Added Dec 13/10

030112 Inspect the pilot and copilot windshield attach holes. Refer to 2-14-21, Supplemental Inspection Document 56-10-01, for inspection procedures.

Initial: 200 hours or 1 year; Repeat every 200 hours or 1 year

20 210

Added Dec 13/10

030113 Inspect the acrylic windshield and windows. Refer to 2-14-22, Supplemental Inspection Document 56-10-02, for inspection procedures.

Initial: 15,000 hours; Repeat every 15,000 hours

38 210

Added Dec 13/10

030201

Passenger/Crew door retention system. Specifically inspect the: 1. Bell cranks. 2. Pushrods. 3. Handle. 4. Pin retention. 5. Pins. 6. Lockplates and guides. 7. Hinges. 8. Internal door framing. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). Note: Remove interior panels for access.

Every 48 month 44 211





REVISION STATUS

ITEM CODE


OPERATION

ZONE

Added Dec 13/10

030202

Fuselage lower internal structure beneath the floor panels. Specifically inspect the: 1. Cabin structure under floorboards. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

Every 60 months 45 211

Added Dec 13/10

030203

Fuselage internal structure in upper fuselage. Specifically inspect the: 1. Cabin bulkhead corners. 2. Fuselage skin. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).


Added Dec 13/10

030204

Areas of the cabin structure. Specifically inspect the: 1. Firewall. 2. Firewall attachments. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).


Added Dec 13/10

030205

Areas of the cabin structure. Specifically inspect the: 1. Cabin door forward and aft frames. 2. Window frames with emphasis at stringers and channel assemblies from aft of door frame to aft bulkhead. 3. Seat attachment structure. 4. Aft Cabin Bulkhead. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).


Added Dec 13/10

030206

Areas of the cabin structure for the passenger/crew door. Specifically inspect the: 1. Door frames. 2. Door hinges. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).


Added Dec 13/10

040101 Inspect horizontal stabilizer spars, attachments, and elevator hinges. Refer to 2-14-15, Supplemental Inspection Document 55-10-01, for inspection procedures.


33 330

Added Dec 13/10

040102 Inspect vertical stabilizers and rudder spars, ribs, and hinges. Refer to 2-14-19, Supplemental Inspection Document 55-30-01, for inspection procedures.


33 341,342

Added Dec 13/10

040103 Inspect horizontal stabilizer spar attachment fittings. Refer to 2-14-20, Supplemental Inspection Document 55-51-01, for inspection procedures.


33 330





REVISION STATUS

ITEM CODE


OPERATION

ZONE

Added Dec 13/10

040104 Inspect wing leading edge root rib. Refer to 2-14-23, Supplemental Inspection Document 57-12-01, for inspection procedures.

Initial: 5 years; Repeat every 5 years 39 510, 610

Added Dec 13/10

040105 Inspect the lower wing skins and stringers in the area of wing fuel tanks. Refer to 2-14-19, Supplemental Inspection Document 57-30-01, for inspection procedures.


36 510, 520, 610,620

Added Dec 13/10

040106 This inspection is for typical usage. Inspect the lower wing skins and spar caps. Refer to 2-14-25, Supplemental Inspection Document 57-30-02, for inspection procedures

Initial: 5000 hours; Repeat every 500hours

27 510, 520, 610, 620

Added Dec 13/10

040107 This inspection is for severe usage. Inspect the lower wing skins and spar caps. Refer to 2-14-25, Supplemental Inspection Document 57-30-02, for inspection procedures.


25 510, 520, 610, 620

Added Dec 13/10

040108 This inspection is for typical usage. Inspect wing fuselage attach fittings. Refer to 2-14-26, Supplemental Inspection Document 57-41-01, for inspection procedures.


36 510, 610

Added Dec 13/10

040109 This inspection is for severe usage. Inspect wing fuselage attach fittings. Refer to 2-14-26, Supplemental Inspection Document 57-41-01, for inspection procedures.


31 510, 610

Added Dec 13/10

040110 Inspect tailboom lower structure at wing attachment. Refer to 2-14-27, Supplemental Inspection Document 57-50-01, for inspection procedures.


40 311, 312 510, 610

Added Dec 13/10

040111 nspect the flap tracks. Refer to 2-14-29, Supplemental Inspection Document 57-53-01, for inspection procedures.


40 510, 520 610, 620

Added Dec 13/10

040201

Vertical stabilizer structure. Specifically inspect the: 1. Forward spar attachment to boom bulkhead. 2. Aft spar attachment to lower fin spar. 3. Front and rear spars. 4. Rear spar rudder hinges. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

Every 60 months 45 341, 342





REVISION STATUS

ITEM CODE


OPERATION

ZONE

Added Dec 13/10

040202

Horizontal stabilizer structure. Specifically inspect the: 1. Forward spar at access panels. 2. Rear spar at access panels. 3. Horizontal to vertical attach fittings. NOTE Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).


Added Dec 13/10

040203

Wing structure internal. Specifically inspect the: 1. Wing front spar and lower spar caps. 2. Upper wing attach spar fittings. 3. Wing fuel tank sumps. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Remove access panels for access.

Every 60 months 45 510, 520 610, 620

Added Dec 13/10

040204

Wing structure internal. Specifically inspect the: 1. Wing rear spar lower and upper caps. 2. Wing rear spar attach fittings. 3. Rear spar web. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Remove access panels for Access.

Every 12 months 41 510, 520 610, 620

Added Dec 13/10

040205

Wing structure external. Specifically inspect the: 1. Skin with emphasis at skin overlaps and under access panels. 2. Rear spar upper and lower caps. 3. Rear spar web. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

Every 60 months 60 510, 520 610, 620

050001 Brake fluid, lines, hoses, linings, discs, brake assemblies, and master cylinders - Inspect for condition and fluid level. Service as required.

Every 200 hours or 12 months 3 211, 721, 722

050002 Main gear wheels, wheel bearings, spring struts, and tires - Inspect for condition, security and corrosion.

Every 100 hours or 12 months 2 721, 722

Added Dec 13/10

050003 Main and nose gear wheel bearings - Inspect and lubricate. First 100 hours of operation And every 500 hours of operation thereafter

5 721, 722

Added Dec 13/10

050004 Torque links - Lubricate (Refer to 2- 07-00, Lubrication, Nose Gear Torque Links.)






REVISION STATUS

ITEM CODE


OPERATION

ZONE

050005 Nose gear strut and shimmy dampener - Service as required. (Refer to Section 2.)


050006 Nose gear wheel - Inspect. Every 50 hours or 6 months 1 720

050007 Parking brake system - Inspect for correct operation. Every 200 hours or 12 months 3 211, 721,

722

050008 Landing gear retraction system – Use a hydraulic power source and operate the landing gear through five fault-free cycles, noting cycling time. (Refer to Section 5.)

Every 200 hours or 12 months 3 211, 721,

722

050009 Landing gear doors - Inspect the landing gear doors for at least 0.5 inch clearance with any part of landing gear during operation, and for proper fit when closed.


722

Added Dec 13/10

050010 Landing gear retraction system hydraulic screen - Clean. (Refer to Section 2-03-00, Servicing.)


050011 Landing gear retraction system - Inspect all hydraulic system components for correct operation, security, hydraulic leaks, and any apparent damage to components or mounting structure.

Every 200 hours or 12 months 3 211, 720, 721, 722

050012 Landing gear retraction system springs - Inspect for condition. Every 100 hours or 12 months 2 720, 721,

722

050013 Landing gear retraction system hydraulic fluid - Complete a hydraulic fluid contamination check. (Refer to Section 2-03-00, Servicing.)

First 50 hours and first 100 hours of operation; and every 500 hours or one year, whichever comes first, thereafter

15 720, 721,

722

Added Dec 13/10

050014 Emergency hand pump – Inspect for condition, security and correct operation.


050015 Main gear springs - Inspect for condition and corrosion. Every 200 hours or 12 months 3 721, 722





REVISION STATUS

ITEM CODE


OPERATION

ZONE

050016 Tires - Inspect for condition. Every 50 hours or 6 months 1 721, 722

050017 Torque link - Lubricate. Every 50 hours or 6 months 1 720

050018 Nose gear fork - Inspect. Every 200 hours or 12 months 3 720

050019 Nose gear steering system - Inspect. Every 200 hours or 12 months 3 720

050020 Nose gear wheel, wheel bearings, strut, steering system, shimmy dampener, tire, and torque links - Inspect. Lubricate and service as required.


050021 Park brakes and toe brakes – Inspect for correct operation. Every 50 hours or 6 months 1 720, 721,

722

050022 Landing gear doors, hinges, hinge pins and linkage - Inspect for evidence of wear, other damage and security.


722

050023 Internal wheel well structure – Inspect for cracks; dents; loose rivets, bolts and nuts; corrosion or other damage.


722

050024 Landing gear retraction system electrical wiring and switches - Inspect for security of connections and correct switch operation.


722

050025 Landing gear retraction system gear position indicator lights - Inspect for correct operation.


722

050026 Landing gear retraction system wiring - Inspect for correct routing and security.


722





REVISION STATUS

ITEM CODE


OPERATION

ZONE

050027

Landing gear retraction systems, components, downlocks, uplocks, doors, snubbers, switches, actuators and power pack - Inspect for correct rigging and security, and for correct operation (observing cycle time noted in Item Code 050008). (Refer to Section 5.)


722

050028 Main gear strut-to-pivot attachment - Inspect for condition. Every 100 hours or 12 months 2 720, 722

050029 Landing gear retraction system power pack outlet check valve screen - Clean.


722

050030 Landing gear retraction system (beginning with P3370226) - Complete a pressure check.

First 50 hours and first 100 hours of operation; and every 500 hours or one year, whichever comes first, thereafter

15 720, 721,

722

050031 Landing gear and door manifold solenoids (beginning with P3370226) - Disassemble and clean.

Every 1000 hours or 5 years and Whenever the solenoid is accessible

18 720, 721,

722

Added Dec 13/10

050101 Inspect main landing gear spring. Refer to 2-14-06, Supplemental Inspection Document 32-13-01, for inspection procedures.

Initial: 20 years; Repeat every 5 years 40 721, 722

Added Dec 13/10

050102 Inspect torque link bolts and bushings. Refer to 2-14-07, Supplemental Inspection Document 32-20-01, for inspection procedures.


26 720

Added Dec 13/10

050103 Inspect main landing gear door torque tube and link arm. Refer to 2-14-08, Supplemental Inspection Document 32-31-01, for inspection procedures.


26 721,722





REVISION STATUS

ITEM CODE


OPERATION

ZONE

Added Dec 13/10

050201

Nose gear outer barrel assembly. Specifically inspect the: 1. Outer barrel surface. 2. End upper strut and lower collar assembly. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut.


Added Dec 13/10

050202

Nose gear trunnion steering assembly, torque link assembly, and nose gear fork. Specifically inspect the: 1. Nose gear trunnion surface. 2. Steering collar and steering collar attach bolt. 3. Torque link, torque link attach pin, and attach bolt. 4. Nose gear fork. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).


Added Dec 13/10

050203

Nose gear trunnion steering assembly, torque link assembly, and nose gear fork. Specifically inspect the: 1. Nose gear trunnion upper, lower inner bore surface and bearing. 2. Torque link bolt and attach pin inner bore surface. 3. Nose gear fork lug inner bore surface. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut.


Added Dec 13/10

050204

Nose gear axle assembly. Specifically inspect the: 1. Nose gear axle and attach bolt. 2. Wheel halves. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Disassemble the nose gear strut to get access. NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut. NOTE: Coordinate with tire change.






REVISION STATUS

ITEM CODE


OPERATION

ZONE

Added Dec 13/10

050205

Main gear axle assembly. Specifically inspect the: 1. Main gear axle and attach bolts. 2. Wheel halves. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the bearing. NOTE: Coordinate with tire change.


060001 Control column bearings, sprockets, pulleys, cables, chains, and turnbuckles - Inspect for correct operation and security.


060002 Control lock, control wheel, and control column mechanism - Inspect for condition.


060003 Cables, terminals, pulleys, pulley brackets, cable guards, turnbuckles, and fairleads - Inspect for condition.


211, 311, 312, 330, 341, 342, 510, 520, 610, 620

060004 Chains, terminals, sprockets, and chain guards - Inspect for wear. Every 200 hours or 12 months 3 211, 330, 341, 342

060005 Trim control wheels, indicators, actuator, and bungee - Inspect for correct operation.

Every 50 hours or 6 months 3 211, 330, 341, 342

060006 Travel stops - Inspect for damage. Every 200 hours or 12 months 3

211, 330, 341, 342, 510, 520, 610, 620

Added Dec 13/10

060007

Aileron - Check aileron travel and cable tension. Check the aileron cable system, control cables, and pulleys, in accordance with the flight cable inspection procedures in 2-20-01, Expanded Maintenance, Control Cables.

First 100 hours, then every 600 hours or 12 months

14 520, 620

060008 External skin of control surfaces and trim tabs - Inspect for security and corrosion.


330, 341, 342, 510, 520, 610,

620





REVISION STATUS

ITEM CODE


OPERATION

ZONE

060009 Internal structure of control surfaces - Inspect for security and corrosion. Every 200 hours or 12 months 3

330, 341, 342, 510, 520, 610, 620

060010 Balance weight attachment - Inspect for security.

Every 200 hours or 12 months 3 330, 341, 342, 510, 620

060011 Ailerons, hinges, and control rods - Inspect for condition, security and corrosion.

Every 50 hours or 6 months 1 520,620

Added Dec 13/10

060101 Inspect aileron hinges, hinge bolts, hinge bearings, and hinge and pushrod attach fittings. Refer to 2-14-28, Supplemental Inspection Document 57-51-01, for inspection procedures.


33 520,620

Added Dec 13/10

060201

Aileron attachments. Specifically inspect the: 1. Push-pull tube. 2. Hinge brackets. 3. Hinge bolts. 4. Hinge bearings. 5. Attach fittings. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing.

Every 24 months 42 520,620

Added Dec 13/10

070001

Flap rollers and tracks, flap electrical indicating system, flap mechanical indicating system, flap controls, flap electric motor brake and transmission, and flap/elevator trim interconnect system - Inspect for condition, wear and correct operation.

Every 100 hours or 12 months 2 211, 510, 520, 610, 620

Added Dec 13/10

070002

Flaps - Check flap travel, cable tension and travel time. Check the flap cable system, control cables, and pulleys, in accordance with the flight cable inspection procedures in 2-20-01, Expanded Maintenance, Control Cables.


14 510, 520, 610, 620

070003 Flap control switch, flap rollers and flap position indicator - Inspect for condition, wear and correct operation.

Every 50 hours or 6 months 1 211, 510, 520, 610,

620





REVISION STATUS

ITEM CODE


OPERATION

ZONE

070004 Flap motor, transmission, limit switches, structure, linkage, bell cranks, etc. - Inspect for condition, wear and correct operation. (Note: The wing flap actuator screw jack threads require no lubrication.)


620

070005 Flap control cables. - Visually inspect along the entire length for evidence of broken wires, corrosion, fraying or other damage.


620

Added Dec 13/10

070101 Inspect flap control system installation. Refer to 2-14-05, Supplemental Inspection Document 27-50-01, for inspection procedures.


22 510, 520, 610, 620

080001 Elevator downspring system – Inspect for condition and security. Every 100 hours or 12 months 2 341, 342

080002 Balance weight attachment – Inspect for security. Every 100 hours or 12 months 2 330

080003

Elevator trim tab actuator lubrication and tab free-play - Lubricate and Inspect. Lubrication of the elevator Trim Tab Actuator is required each 1000 hours or 3 years, whichever comes first. (Refer to 2-07-00, Lubrication.) Refer to Section 8 of this manual for free-play limits, inspection, replacement and/or repair.


080004

Elevator trim tab inspection – Inspect trim tab hinge for evidence of damage. Examine hinge pin for proper installation and safety. Examine push-pull rod and actuator rod end bearing for evidence of binding and damage. Examine push-pull rod attach-bolt nuts at the actuator and trim tab horn for proper safetying with cotter pins.


080005 Elevator trim tab control system - Inspect system for operation and tab for freedom of movement. Examine tab travel, and adjust if necessary (refer to Section 8 of this manual).

Every 200 hours or 12 months 3 210, 312, 330

Added Dec 13/10

080006

Elevator - Check elevator travel and cable tension. Check the elevator cable system, control cables, and pulleys, in accordance with the flight cable inspection procedures in 2-20-01, Expanded Maintenance, Control Cables.

First 100 hours, then every 600 Hours or 12 months

14 330





REVISION STATUS

ITEM CODE


OPERATION

ZONE

080007

Elevator Trim Tab - Check elevator trim tab travel, cable tension. Check the elevator trim cable system, control cables, and pulleys, in accordance with the flight cable inspection procedures in 2-20-01, Expanded Maintenance, Control Cables.

First 100 hours, then every 600 Hours or 12 months

14 330

080008 Elevator, trim tab, hinges, and pushpull tube - Inspect for condition, wear and correct operation.


Added Dec 13/10

080101 Inspect elevator torque tube, torque tube fitting and elevator end ribs. Refer to 2-14-02, Supplemental Inspection Document 27-30-01, for inspection procedures.

Initial: 20 years; Repeat every 5 years 40 330

Added Dec 13/10

080102 Inspect elevator trim pulley bracket and actuator bracket structure. Refer to 2-14-03, Supplemental Inspection Document 27-30-02, for inspection procedures.


23 330

Added Dec 13/10

080103 Inspect elevator arm assembly and bearings. Refer to 2-14-04, Supplemental Inspection Document 27-30-03, for inspection procedures.


24 330

Added Dec 13/10

080201

Elevator attachments. Specifically inspect the: 1. Hinge brackets. 2. Hinge bolts. 3. Hinge bearings. 4. Trim tab actuating rod (inner surface of channel). NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing.


090001 Rudder pedal assemblies and linkage - Inspect for condition and security.


090002 Balance weight attachment – Inspect for security. Every 100 hours or 12 months 2 341, 342





REVISION STATUS

ITEM CODE


OPERATION

ZONE

090003 Rudder trim control system – Inspect system for operation and freedom of movement. (Refer to Section 9 of this manual.)

Every 50 hours or 6 months 1 211, 311, 312, 330, 341, 342

Added Dec 13/10

090004

Rudder - Check rudder travel and cable tension. Check the rudder cable system, control cables, and pulleys, in accordance with the flight cable inspection procedures in 2-20-01, Expanded Maintenance, Control Cables.


14 341, 342

Added Dec 13/10

090101 Inspect rudder pedal torque tube. Refer to 2-14-01, Supplemental Inspection Document 27-20-01, for inspection procedures.


33 211

Added Dec 13/10

090201

Rudder attachments. Specifically inspect the: 1. Hinge brackets. 2. Hinge bearings. 3. Hinge bolts. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor on hinge bearing.


Added Dec 13/10

090202

Rudder structure. Specifically inspect the: 1. Skin. 2. Forward and aft spars at hinge locations. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).


Added Dec 13/10

100001 Engine compartment - Inspect for evidence of oil, hydraulic fluid, and fuel leaks. If necessary, clean the entire engine and compartment before beginning additional inspections.


100002 Engine oil, screen, filler cap, dipstick, drain plug and external filter element - Inspect (Refer to 2-03-00, Servicing, Engine Oil.)

Every 50 hours (Every 25 hours if not Equipped with an external oil filter)

6 120,310

100003 Oil cooler - Inspect for leaks. Every 100 hours or 12 months 2 120, 310

100004 Induction air filter - Clean and replace in accordance with 2-03-00, Servicing, Engine Induction Air Filters.






REVISION STATUS

ITEM CODE


OPERATION

ZONE

100005 Induction air box, air valves, doors, and controls - Inspect for condition and security.


100006 Cold and hot air hoses - Inspect for condition and leaks. Every 200 hours or 12 months 3 120, 310

100007 Engine baffles - Inspect for condition. Every 50 hours or 6 months 1 120, 310

100008 Cylinders, rocker box covers, and push rod housings - Inspect for leaks and cracks.


100009 Crankcase, oil pan, accessory section, and front crankshaft seal - Inspect for leaks.


100010 All metal lines, fittings and hoses - Inspect for leaks.


100011 Intake and exhaust systems – Inspect (General inspection every 50 hours. Refer to Section 10 for 50-hour inspection.)


100012 Ignition harness - Inspect for condition. Every 100 hours or 12 months 2 120, 310

100013 Crankcase and vacuum system breather lines - Inspect for condition. Every 200 hours or 12 months 3 120, 310

100014

Engine controls and linkage – Inspect attachment and correct operation. (Each 50 hours for general condition and freedom of movement. These controls are not repairable. Replace at each engine overhaul or sooner, if required.)


100015 Engine shock mounts, engine mount structure, and ground straps – Inspect for condition.


100016 Starter, solenoid, and electrical connections - Inspect for condition. Every 50 hours or 6 months 1 120, 310

100017 Starter brushes, brush leads, and commutator (airplanes equipped with Delco Remy starter) - Inspect for condition.

Every 200 hours 7 120, 310

100018 Starter brushes, brush leads, and commutator (airplanes equipped with Prestolite starter) - Inspect for condition.

Every 1500 hours 10 120, 310





REVISION STATUS

ITEM CODE


OPERATION

ZONE

100019 Magnetos (external) and electrical connections - Inspect for correct operation.


100020 Magneto breaker compartment - Inspect for condition. Clean dust and grime accumulation. (Refer to Section 10.)

First 25 hours of operation then Every 100-hour inspection

4 120, 310

100021 Magneto timing to engine - Check for correct timing. (Refer to Section 10.)


Revised Dec 13/10

100022 Fuel injection fuel-air (metering) control unit, fuel pump, fuel manifold valve, fuel lines, and nozzles - Inspect for condition and correct operation.


100023 Engine fuel injection nozzles – Inspect orifices and clean. At first 100 hours, on new, rebuilt, or Overhauled engines, thereafter Clean every 300 hours.

13 120,310

100024 Firewall - Inspect for cracks. Every 200 hours or 12 months 3 120,310

100025 Engine cowling - Inspect for condition and security.


100026 Engine cowl flaps and controls - Inspect for correct operation.


100027 Turbocharger - Inspect for correct operation. (Remove tailpipe and ducting; inspect turbine for coking, carbonization, oil deposits and turbine impeller for damage.)


Added Dec 13/10

100028 Turbocharger pressurized lines to fuel controller, discharge nozzles, and fuel flow gage - Inspect for correct operation.


100029 Turbocharger mounting brackets and linkage - Inspect for condition and security






REVISION STATUS

ITEM CODE


OPERATION

ZONE

100030 Waste gate, actuator, and controllers - Inspect for condition and security. Every 100 hours or 12 months 2 120,310

100031 All oil lines to and from the turbocharger, waste gate, and controllers - Inspect for leaks, condition and security.


100032 Turbocharger oil line check valves - Inspect for condition and correct operation.


100033 Spark plugs - Clean, regap and rotate (upper to lower, lower to upper). Every 100 hours or 12 months 2 120,310

100034 Compression check - Refer to Teledyne Continental Motors Service Bulletin M84-15.


100035 Turbocharger vent system - Inspect for condition and security. Every 100 hours or 12 months 2 120,310

100036 Waste gate valve tension spring - Inspect for condition and security. (Make sure that the spring is connected properly, in correct position, is not broken or missing. Replace if broken or missing.)


100037 Pressure relief valve - Overhaul Every 700 hours 9 120,310

Added Dec 13/10

100101 Inspect front engine mount structure. Refer to 2-14-30, Supplemental Inspection Document 71-20-01, for inspection procedures.

Initial: 10,000 hours or 20 years; Repeat every 5000 hours or at every Engine overhaul

35 310

Added Dec 13/10

100102 Inspect rear engine mount tubular structure. Refer to 2-14-31, Supplemental Inspection Document 71-20-02, for inspection procedures.

Initial: 10,000 hours or 20 years; Repeat every 5000 hours or at every Engine overhaul

35 310

Added Dec 13/10

100201

Engine support structure. Specifically inspect the: 1. Forward engine support. 2. Aft engine truss. NOTE: Corrosion Prevention and Control Program Inspection item (refer to Section 2-30-00 for additional inspection information).

Every 12 months 41 120,310





REVISION STATUS

ITEM CODE


OPERATION

ZONE

110001 Fuel strainers, drain valves and controls, tank vents, caps, and placard - Inspect for condition, leaks and correct operation. (Refer to Section 11.)


120, 211, 310, 510, 520, 610,

620

110002 Fuel strainer screens and bowls - Inspect for condition. Every 100 hours or 12 months 2 120,310

110003 Engine-driven fuel pumps - Inspect for correct operation. Every 100 hours or 12 months 2 211, 510, 520, 610,

620

Revised Dec 13/10

110004 Fuel tanks, fuel sump tanks, fuel lines, drains, filler caps, and placards - Inspect for condition and security.


120, 211, 310, 510, 520, 610,

620

110005 Fuel tanks - Drain fuel and inspect tank interior, attachment, and outlet screens.

Every 1000 hours or with every Engine overhaul

11 510, 520, 610, 620

110006 Fuel injector screens - Inspect for condition. Every 50 hours or 6 months 1 510, 520, 610, 620

Added Dec 13/10

110007 Fuel selector valves and placards - Inspect for security and correct operation.


110008 Fuel quantity indicators and sensing units - Inspect for condition and security.


620

110009 Vapor return lines and check valves - Inspect for leaks and free flow. Every 100 hours or 12 months 2

120, 211, 310, 510, 520, 610,

620





REVISION STATUS

ITEM CODE


OPERATION

ZONE

110010 Engine Primer - Inspect for condition, security and correct operation. Every 100 hours or 12 months 2 211

110011 Fuel quantity system - Complete a fuel quantity indicating system operational test. Refer to Section 14 for detailed accomplishment instructions.

Every 12 months 12 211, 510, 520, 610,

620

110012 Auxillary fuel pumps - Inspect for correct operation. Every 100 hours or 12 months 2 211, 510, 520, 610,

620

120001 Spinner - Inspect for condition and cracks. Every 50 hours or 6 months 1 110, 310

120002 Spinner bulkhead - Inspect for condition and cracks. Every 100 hours or 12 months 2 110, 310

120003 Propeller blades - Inspect for condition. Every 50 hours or 6 months 1 110, 310

120004 Propeller hub - Inspect for condition and leaks. Every 100 hours or 12 months 2 110, 310

120005 Synchronizing system/Synchrophaser system - Inspect for correct operation.


120006 Mounting nuts - Inspect for security and correct installation. Every 100 hours or 12 months 2 110, 310

120007 Governor and propeller control - Inspect for correct operation. Every 100 hours or 12 months 2 110, 310

120008 Unfeathering accumulator - Inspect for correct operation. Every 100 hours or 12 months 2 110, 310





REVISION STATUS

ITEM CODE


OPERATION

ZONE

120009 Anti-ice electrical wiring - Inspect for condition. Every 50 hours or 6 months 1 110, 310

120010 Anti-ice brushes, slip ring, and boots - Inspect Every 50 hours or 6 months 1 110, 310

130001 Defrosting, heating system, ventilating system, and controls - Inspect for condition and correct operation.


130002 De-Ice system plumbing (If installed) - Inspect for leaks. Every 200 hours or 12 months 3

120, 211, 312, 330, 510, 520, 610, 620

130003 De-Ice system components – Inspect for condition and correct operation. Every 200 hours or 12 months 3 330, 510, 520, 610,

620

130004 De-Ice system boots - Inspect for condition. Every 200 hours or 12 months 3 330, 510, 520, 610,

620

130005 Cabin heater valves, doors, and controls - Inspect for condition and correct operation.


130006 Cabin heater (Internal combustion type heaters) - Check ventilating and combustion air inlets, exhaust outlet, fuel and drain lines, electrical connections, combustion air blower, and air tube connections.


130007

Cabin Heater (Internal combustion type heaters) - Remove the heater from the airplane and inspect and/or overhaul in accordance with Cessna Multi-engine Service Information Letter ME82-17, or latest revision.

Every 500 hours of operation or after each heating season

16 120, 310

130008 Oxygen supply, masks and hose - Inspect masks, hose and fittings for condition, routing and support. Test, operate and check for leaks. Refer to Section 13 in this manual for applicable model.






REVISION STATUS

ITEM CODE


OPERATION

ZONE

130009 Altitude control selector assembly (beginning with 1974 Models) - Remove and inspect for condition.

Every 500 hours 8 211

140001 Vacuum pump - Inspect for condition and correct operation. Every 100 hours or 12 months 2 120,310

140002 Vacuum relief valve filter - Inspect. At each engine overhaul, replace filter.


140003 Vacum system central air filter – Inspect for damage and cleanliness. (Refer to 2-03-00, Servicing, Vacuum System Air Filters.)


140004 Instruments and markings - Inspect for condition and legibility. Every 50 hours or 6 months 1 211

140005 Magnetic compass - Inspect for correct operation. Every 1000 hours or with every Engine overhaul

11 211

140006 Instrument panel, shock mounts, ground straps, cover, decals, and labeling - Inspect for condition.


140007 Pitot and static systems - Inspect for condition and correct operation. Every 100 hours or 12 months 3 211, 311,

510

140008 Stall warning sensing unit and pitot and stall warning heaters - Inspect for condition and correct operation.


510

150001 Electrical wiring - Inspect for condition. Every 100 hours or 12 months 2 120, 310

150002 Alternator and electrical connections - Inspect for condition. Every 100 hours or 12 months 2 120, 310

150003 Alternator brushes, brush leads, and commutator or slip ring - Inspect. (Refer to Section 15 of this manual.)

Every 500 hours 8 120, 310





REVISION STATUS

ITEM CODE


OPERATION

ZONE

150004 Voltage regulator mounting and electrical leads - Inspect for condition. Every 100 hours or 12 months 2 120, 310

150005 Battery, battery box, and battery cables - Inspect for condition and corrosion.


150006 Battery electrolyte level - Inspect (Refer to 2-03-00, Servicing, Battery.) Every 50 hours or 30 days 17 120

150007 Emergency locator transmitter - Inspect for condition and correct operation. (Refer to Section 15.)


180001 Instrument wiring and plumbing - Inspect for condition and leaks. Every 200 hours or 12 months 3 211

180002 Lights, switches, circuit breakers, fuses, and spare fuses - Inspect for correct operation.


180003 Exterior lights - Inspect for correct operation. Every 50 hours or 6 months 1 210, 341, 342, 520,

620

180004 Radios, radio controls, avionics and flight instruments - Inspect for correct operation.


180005 Antennas and cables - Inspect for condition and security. Every 200 hours or 12 months 3 210, 341,

342


CAPITULO “F” TIME LIMITS/MAINTENANCE CHECK – GENERAL SECCION 2-10-00


INSPECTION INTERVAL REQUIREMENTS

Intervals-(Hoja 1)

Operation Details

1 Every 50 hours of operation or 6 months, whichever occurs first.



4 After the first 25 hours of operation and every 100-hour inspection thereafter.

5 After the first 100 hours of operation and every 500 hours thereafter.

6 Every 50 hours (every 25 hours if not equipped with an external oil filter).

7 Every 200 hours of operation.




11 Every 1000 hours of operation or to coincide with engine overhaul, whichever occurs first.

12 Every 12 months.

13 At the first 100-hour inspection on new, rebuilt or overhauled engines, remove and clean the fuel injection nozzles. Thereafter, the fuel injection nozzles must be cleaned at 300-hour intervals or more frequently if fuel stains are found.

14 After the first 100 hours of operation, then every 600 hours of operation or 12 months, whichever occurs first, thereafter.

15 After the first 50 hours and first 100 hours of operation and every 500 hours or one year, whichever occurs first, thereafter.

16 Every 500 hours of operation or after each heating season, whichever occurs first.

17 Every 50 hours or 30 days, whichever occurs first.


CAPITULO “F” TIME LIMITS/MAINTENANCE CHECK – GENERAL SECCION 2-10-00


Intervals-(Hoja 2)

Operation Details

18 Every 1000 hours of operation or 5 years, whichever occurs first, and whenever the solenoid is accessible.

19 After the first 10,000 hours of operation and every 5000 hours thereafter

20

Supplemental Inspection Document items that are to be examined after the first 200 hours of operation or 1 year, whichever occurs first. The inspection is to be repeated every 200 hours of operation or 1 year, whichever occurs first, after the initial inspection has been accomplished.

21 Supplemental Inspection Document items that are to be examined after the first 500 hours of operation. The inspection is to be repeated every 500 hours of operation, after the initial inspection has been accomplished, for airplanes with typical usage.

22

Supplemental Inspection Document items that are to be examined after the first 800 hours of operation or 4 years, whichever occurs first. The inspection is to be repeated every 800 hours of operation or 4 years, whichever occurs first, after the initial inspection has been accomplished.

23 Supplemental Inspection Document items that are to be examined after the first 1000 hours of operation. The inspection is to be repeated every 1000 hours of operation after the initial inspection has been accomplished.

24


25 Supplemental Inspection Document items that are to be examined after the first 3000 hours of operation. The inspection is to be repeated every 300 hours of operation, after the initial inspection has been accomplished, for airplanes with severe usage

26




29





Intervals-(Hoja 3)

Operation Details

30


31

Supplemental Inspection Document items that are to be examined after the first 6000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated every 1000 hours of operation or 5 years, whichever occurs first, after the initial inspection has been accomplished, for airplanes with severe usage.

32


33

Supplemental Inspection Document items that are to be examined after the first 10,000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated every 3000 hours of operation or 5 years, whichever occurs first, after the initial inspection has been accomplished.

34 Supplemental Inspection Document items that are to be examined after the first 10,000 hours of operation. The inspection is to be repeated every 5000 hours of operation, after the initial inspection has been accomplished, for airplanes with typical usage

35

Supplemental Inspection Document items that are to be examined after the first 10,000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated every 5000 hours of operation or at every engine overhaul after the initial inspection has been accomplished. The inspection interval may be adjusted to coincide with engine overhaul.

36

Supplemental Inspection Document items that are to be examined after the first 12,000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated every 2000 hours of operation or 5 years, whichever occurs first, after the initial inspection has been accomplished, for airplanes with typical usage.

37

Supplemental Inspection Document items that are to be examined after the first 12,000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated every 2000 hours of operation or 10 years, whichever occurs first, after the initial inspection has been accomplished, for airplanes with typical usage.

38 Supplemental Inspection Document items that are to be examined after the first 15,000 hours of operation. The inspection is to be repeated every 15,0000 hours of operation, after the initial inspection has been accomplished, for airplanes with typical usage.

39 Supplemental Inspection Document items that are to be examined after the first 5 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished.

40 Supplemental Inspection Document items that are to be examined after the first 20 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished.




Intervals-(Hoja 4)

Operation Details

41 Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 12 months. Refer to Section 2-30-00, Corrosion Prevention and Control Program for additional information concerning repeat Corrosion Program Inspection intervals.






CAPITULO “G” FICHA DE INSPECCIONES SECCION 2-12-01

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: G - 0

Regresar al Indice

CAPITULO “G”

SECCION - 2-12-01

FICHA DE INSPECCIONES


CAPITULO “G” FICHA DE INSPECCION OPERACIÓN “1” SECCION 2-12-01


INSPECTION OPERATION 1

Date: _______________

Registration Number: _______________

Serial Number: _______________

Total Time: _______________ 1. Description

A. Operation 1 gives inspection items that are to be examined every 50 hours of operation or 6 months, whichever occurs first.

B. Inspection items are given in the order of the zone in which the inspection is to be completed. A general description of the inspection required and the ItemCode Number for cross-reference to section 2-10-01 is shown. Frequently, tasks give more information about each required inspection. These tasks are printed in the individual chapters of this manual.

C. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed.

2. General Inspection Criteria A. While each of the specified inspection tasks in this section are done, more general inspections of the

adjacent areas must be done while access is available. These general inspections are used to find apparent conditions which can need more maintenance.

B. If a component or system is changed after a required task has been completed, then that specified task must be done again to make sure it is correct before the system or component is returned to service.

C. Do a preflight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual.

ITEM CODE

NUMBER TASK ZONE MECH INSP REMARKS

120001 Spinner - Inspect for condition and cracks. 110, 310

120003 Propeller blades - Inspect for condition. 110, 310

120009 Anti-ice electrical wiring - Inspect for condition.

110, 310

120010 Anti-ice brushes, slip ring, and boots - Inspect 110, 310

150005 Battery, battery box, and battery cables - Inspect for condition and corrosion.

120

030001 Aircraft exterior - Inspect for condition and damage

120, 210, 310, 311, 312, 341, 342, 510, 520, 610, 620

*** Continue next page of Operation 1 Inspection Items ***




ITEM CODE


110001

Fuel strainers, drain valves and controls, tank vents, caps, and placard - Inspect for condition, leaks and correct operation. (Refer to Section 11.)

120, 211, 310, 510, 520, 610,

620

100004 Induction air filter - Clean and replace in accordance with 2-03-00, Servicing, Engine Induction Air Filters.

120, 310

100007 Engine baffles - Inspect for condition. 120, 310

100010 All metal lines, fittings and hoses - Inspect for leaks

120, 310

100011 Intake and exhaust systems - Inspect (General inspection every 50 hours. Refer to Section 10 for 50-hour inspection.)

120, 310

100014

Engine controls and linkage - Inspect attachment and correct operation. (Each 50 hours for general condition and freedom of movement. These controls are not repairable. Replace at each engine overhaul or sooner, if required.)

120, 310

100016 Starter, solenoid, and electrical connections - Inspect for condition.

120, 310

100022

Fuel injection fuel-air (metering) control unit, fuel pump, fuel manifold valve, fuel lines, and nozzles - Inspect for condition and correct operation.

120, 310

100026 Engine cowl flaps and controls - Inspect for correct operation.

120, 310

100028 Turbocharger pressurized lines to fuel controller, discharge nozzles, and fuel flow gage - Inspect for correct operation.

120, 310

100029 Turbocharger mounting brackets and linkage - Inspect for condition and security.

120, 310

100032 Turbocharger oil line check valves - Inspect for condition and correct operation.

120, 310

030003 Windows, windshield, doors and seals - Inspect for condition.

210

180003 Exterior lights - Inspect for correct operation.

210, 341, 342, 520,

620





ITEM CODE


030005 Occupant restraints and attaching brackets – Inspect for security and condition.

211

030006 Seats and seat latch mechanism - Inspect for security and positive latching.

211

110007 Fuel selector valves and placards - Inspect for security and correct operation

211

130001 Defrosting, heating system, ventilating system, and controls - Inspect for condition and correct operation

211

130008

Oxygen supply, masks and hose - Inspect masks, hose and fittings for condition, routing and support. Test, operate and check for leaks. Refer to Section 13 in this manual for applicable model.

211

140004 Instruments and markings - Inspect for condition and legibility.

211

180002 Lights, switches, circuit breakers, fuses, and spare fuses - Inspect for correct operation.

211

180004 Radios, radio controls, avionics and flight instruments - Inspect for correct operation.

211

090003 Rudder trim control system - Inspect system for operation and freedom of movement. (Refer to Section 9 of this manual.)

211, 311, 312, 330, 341, 342

060005 Trim control wheels, indicators, actuator, and bungee - Inspect for correct operation.

211, 330, 341, 342

070003 Flap control switch, flap rollers and flap position indicator - Inspect for condition, wear and correct operation.

211, 510, 520, 610, 620

110008 Fuel quantity indicators and sensing units – Inspect for condition and security.

211, 510, 520, 610, 620

080008 Elevator, trim tab, hinges, and push-pull tube - Inspect for condition, wear and correct operation.

330

060008 External skin of control surfaces and trim tabs - Inspect for security and corrosion.

330, 341, 342, 510, 520, 610,

620

110006 Fuel injector screens - Inspect for condition. 510, 520, 610, 620





ITEM CODE


060011 Ailerons, hinges, and control rods - Inspect for condition, security and corrosion.

520, 620

050004 Torque links - Lubricate (Refer to 2-07-00, Lubrication, Nose Gear Torque Links.)

720

050005 Nose gear strut and shimmy dampener - Service as required. (Refer to Section 2.)

720

050006 Nose gear wheel - Inspect. 720

050017 Torque link - Lubricate. 720

050021 Park brakes and toe brakes - Inspect for correct operation.

720, 721, 722

050016 Tires - Inspect for condition. 721, 722

*** End of Operation 2 Inspection Items ***





Date: _______________







2. General Inspection Criteria

A. While each of the specified inspection tasks in this section are done, more general inspections of the




ITEM CODE


120002 Spinner bulkhead - Inspect for condition and cracks

110, 310

120004 Propeller hub - Inspect for condition and leaks.

110, 310

120005 Synchronizing system/Synchrophaser system - Inspect for correct operation.

110, 310

120006 Mounting nuts - Inspect for security and correct installation.

110, 310

120007 Governor and propeller control - Inspect for correct operation.

110, 310

120008 Unfeathering accumulator - Inspect for correct operation.

110, 310





ITEM CODE


110009 Vapor return lines and check valves - Inspect for leaks and free flow.

120, 211, 310, 510, 520, 610,

620

100003 Oil cooler - Inspect for leaks. 120,310

100005 Induction air box, air valves, doors, and controls - Inspect for condition and security.

120,310

100008 Cylinders, rocker box covers, and push rod housings - Inspect for leaks and cracks.

120,310

100009 Crankcase, oil pan, accessory section, and front crankshaft seal - Inspect for leaks.

120,310

100012 Ignition harness - Inspect for condition. 120,310

100019 Magnetos (external) and electrical connections -Inspect for correct operation.

120,310

100021 Magneto timing to engine - Check for correct timing. (Refer to Section 10.)

120,310

100025 Engine cowling - Inspect for condition and security.

120,310

100030 Waste gate, actuator, and controllers - Inspect for condition and security.

120,310

100031 All oil lines to and from the turbocharger, waste gate, and controllers - Inspect for leaks, condition and security.

120,310

100033 Spark plugs - Clean, regap and rotate (upper to lower, lower to upper).

120,310

100035 Turbocharger vent system- Inspect for condition and security.

120,310

100036

Waste gate valve tension spring - Inspect for condition and security. (Make sure that the spring is connected properly, in correct position, is not broken or missing. Replace if broken or missing.)

120,310

110002 Fuel strainer screens and bowls - Inspect for condition.

120,310





ITEM CODE


130006

Cabin heater (Internal cumbustion type heaters) - Check ventilating and combustion air inlets, exhaust outlet, fuel and drain lines, electrical connections, combustion air blower, and air tube connections.

120,310

140001 Vacuum pump - Inspect for condition and correct operation.

120, 310

150001 Electrical wiring - Inspect for condition. 120, 310

150002 Alternator and electrical connections - Inspect for condition.

120, 310

150004 Voltage regulator mounting and electrical leads - Inspect for condition.

120, 310

150007 Emergency locator transmitter - Inspect for condition and correct operation. (Refer to Section 15.)

210, 211

030009

Reel type secondary seat stop (if installed) – Make sure the manual lock operates correctly. Refer to the latest revision of MEB07-1 for the instructions for continued airworthiness.

211

050014 Emergency hand pump - Inspect for condition, security and correct operation.

211

110010 Engine Primer - Inspect for condition, security and correct operation.

211

070001

Flap rollers and tracks, flap electrical indicating system, flap mechanical indicating system, flap controls, flap electric motor brake and transmission, and flap/elevator trim interconnect system – Inspect for condition, wear and correct operation.

211, 510, 520, 610, 620

070005 Flap control cables. - Visually inspect along the entire length for evidence of broken wires, corrosion, fraying or other damage.

211, 510, 520, 610, 620

110003 Engine-driven fuel pumps - Inspect for correct operation.

211, 510, 520, 610, 620

110012 Auxillary fuel pumps - Inspect for correct operation.

211, 510, 520, 610, 620


330





ITEM CODE


080003

Elevator trim tab actuator lubrication and tab free-play - Lubricate and Inspect. Lubrication of the elevator Trim Tab Actuator is required each 1000 hours or 3 years, whichever comes first. (Refer to 2-07-00, Lubrication.) Refer to Section 8 of this manual for free-play limits, inspection, replacement and/or repair.

330

080001 Elevator downspring system - Inspect for condition and security.

341,342


341,342

050020

Nose gear wheel, wheel bearings, strut, steering system, shimmy dampener, tire, and torque links -Inspect. Lubricate and service as required.

720

050009

Landing gear doors - Inspect the landing gear doors for at least 0.5 inch clearance with any part of landing gear during operation, and for proper fit when closed.

720, 721, 722

050012 Landing gear retraction system springs - Inspect for condition.

720, 721, 722

050029 Landing gear retraction system power pack outlet check valve screen - Clean.

720, 721, 722

050002 Main gear wheels, wheel bearings, spring struts, and tires - Inspect for condition, security and corrosion.

720, 721

050028 Main gear strut-to-pivot attachment - Inspect for condition.

720, 721






Date: _______________








A. While each of the specified inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to find apparent conditions which can need more maintenance.



ITEM CODE


030002 Aircraft structure - Inspect for condition and damage.

120, 210, 211, 310, 311, 312, 330, 341, 342, 510, 520, 610,

620

110004 Fuel tanks, fuel sump tanks, fuel lines, drains, filler caps, and placards - Inspect for condition and security.

120, 211, 310, 510, 520, 610,

620

130002 De-Ice system plumbing (If installed) - Inspect for leaks.

120, 211, 312, 330, 510, 520, 610, 620

100006 Cold and hot air hoses - Inspect for condition and leaks.

120, 310

100013 Crankcase and vacuum system breather lines - Inspect for condition.

120, 310





ITEM CODE


100015 Engine shock mounts, engine mount structure, and ground straps - Inspect for condition.

120,310

100024 Firewall - Inspect for cracks. 120, 310

100027

Turbocharger - Inspect for correct operation. (Remove tailpipe and ducting; inspect turbine for coking, carbonization, oil deposits and turbine impeller for damage.)

120, 310

100034 Compression check - Refer to Teledyne Continental Motors Service Bulletin M84-15.

120, 310

130005 Cabin heater valves, doors, and controls – Inspect for condition and correct operation.

120, 310

140002 Vacuum relief valve filter - Inspect. At each engine overhaul, replace filter.

120, 310

140003 Vacum system central air filter - Inspect for damage and cleanliness. (Refer to 2-03-00, Servicing, Vacuum System Air Filters.)

120, 310

180005 Antennas and cables - Inspect for condition and security.

210, 341, 342

020001 Oxygen system - Inspect for security and pressure. (Refer to Section 13.)

211

020002 All decals and labeling - Inspect for condition and legibility.

211

030004 Seat stops, seat rails, upholstery, structure, and seat mounting - Inspect for condition.

211

030007 Cabin upholstery, trim, sun visors, and ashtrays - Inspect for condition.

211

030008 Area beneath floor, lines, hoses, wires, and control cables - Inspect for condition.

211

050010 Landing gear retraction system hydraulic screen - Clean. (Refer to Section 2-03-00, Servicing.)

211

060001 Control column bearings, sprockets, pulleys, cables, chains, and turnbuckles - Inspect for correct operation and security.

211

060002 Control lock, control wheel, and control column mechanism - Inspect for condition.

211





ITEM CODE


090001 Rudder pedal assemblies and linkage - Inspect for condition and security.

211

140006 Instrument panel, shock mounts, ground straps, cover, decals, and labeling - Inspect for condition.

211

180001 Instrument wiring and plumbing - Inspect for condition and leaks.

211

060003 Cables, terminals, pulleys, pulley brackets, cable guards, turnbuckles, and fairleads - Inspect for condition.

211, 311, 312, 330, 341, 342, 510, 520, 610, 620

140007 Pitot and static systems - Inspect for condition and correct operation.

211, 311, 510

140008 Stall warning sensing unit and pitot and stall warning heaters - Inspect for condition and correct operation.

211, 311, 510

080005

Elevator trim tab control system - Inspect system for operation and tab for freedom of movement. Examine tab travel, and adjust if necessary (refer to Section 8 of this manual).

211, 312, 330

060004 Chains, terminals, sprockets, and chain guards - Inspect for wear.

211, 330, 341, 342

060006 Travel stops - Inspect for damage.

211, 330, 341, 342, 510, 520, 610, 620

070004

Flap motor, transmission, limit switches, structure, linkage, bell cranks, etc. - Inspect for condition, wear and correct operation. (Note: The wing flap actuator screw jack threads require no lubrication.)

211, 510, 520, 610, 620

050011

Landing gear retraction system- Inspect all hydraulic system components for correct operation, security, hydraulic leaks, and any apparent damage to components or mounting structure.

211, 720, 721, 722

050001 Brake fluid, lines, hoses, linings, discs, brake assemblies, and master cylinders - Inspect for condition and fluid level. Service as required.

211, 721, 722

050007 Parking brake system - Inspect for correct operation

211, 721, 722

080004

Elevator trim tab inspection - Inspect trim tab hinge for evidence of damage. Examine hinge pin for proper installation and safety. Examine push-pull rod and actuator rod end bearing for evidence of binding and damage. Examine push-pull rod attach-bolt nuts at the actuator and trim tab horn for proper safetying with cotter pins.

330





ITEM CODE


060009 Internal structure of control surfaces - Inspect for security and corrosion.

330, 341, 342, 510, 520, 610,

620


330, 341, 342, 520,

620

130003 De-Ice system components - Inspect for condition and correct operation.

330, 510, 520, 610,

620

130004 De-Ice system boots - Inspect for condition. 330, 510, 520, 610,

620

050018 Nose gear fork - Inspect. 720

050019 Nose gear steering system - Inspect. 720

050008

Landing gear retraction system - Use a hydraulic power source and operate the landing gear through five fault-free cycles, noting cycling time. (Refer to Section 5.)

720, 721, 722

050022 Landing gear doors, hinges, hinge pins and linkage - Inspect for evidence of wear, other damage and security.

720, 721, 722

050023 Internal wheel well structure - Inspect for cracks; dents; loose rivets, bolts and nuts; corrosion or other damage.

720, 721, 722

050024 Landing gear retraction system electrical wiring and switches - Inspect for security of connections and correct switch operation.

720, 721, 722

050025 Landing gear retraction system gear position indicator lights - Inspect for correct operation.

720, 721, 722

050026 Landing gear retraction system wiring - Inspect for correct routing and security.

211, 721, 722

050027

Landing gear retraction systems, components, downlocks, uplocks, doors, snubbers, switches, actuators and power pack - Inspect for correct rigging and security, and for correct operation (observing cycle time noted in Item Code 050008). (Refer to Section 5.)

211, 721, 722

050015 Main gear springs - Inspect for condition and corrosion.

721, 722






Date: _______________




A. Operation 4 gives inspection items that are to be examined after the first 25 hours of operation and every 100-hour inspection thereafter.

B. Inspection items are given in the order of the zone in which the inspection is to be completed. A general description of the inspection required and the Item Code Number for cross-reference to section 2-10-01 is shown. Frequently, tasks give more information about each required inspection. These tasks are printed in the individual chapters of this manual.



A. While each of the specified inspection tasks in this section are done, more general inspections of the djacent areas must be done while access is available. These general inspections are used to find apparent conditions which can need more maintenance.



ITEM CODE


100020 Magneto breaker compartment - Inspect for condition. Clean dust and grime accumulation. (Refer to Section 10.)

120, 310






Date: _______________




A. Operation 5 gives inspection items that are to be examined after the first 100 hours of operation and every 500 hours thereafter.








ITEM CODE


050003 Main and nose gear wheel bearings - Inspect and lubricate.

721, 722






Date: _______________




A. Operation 6 gives inspection items that are to be examined every 50 hours (every 25 hours if not equipped with an external oil filter).







ITEM CODE


100002 Engine oil, screen, filler cap, dipstick, drain plug and external filter element - Inspect (Refer to 2-03-00, Servicing, Engine Oil.)

120, 310






Date: _______________




A. Operation 7 gives inspection items that are to be examined every 200 hours of operation. B. Inspection items are given in the order of the zone in which the inspection is to be completed. A

general description of the inspection required and the ItemCode Number for cross-reference to section 2-10-01 is shown. Frequently, tasks give more information about each required inspection. These tasks are printed in the individual chapters of this manual.

C. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed






ITEM CODE


100017 Starter brushes, brush leads, and commutator (airplanes equipped with Delco Remy starter) - Inspect for condition.

120, 310






Date: _______________











ITEM CODE


150003 Alternator brushes, brush leads, and commutator or slip ring - Inspect. (Refer to Section 15 of this manual.)

120, 310

130009 Altitude control selector assembly (beginning with 1974 Models) - Remove and inspect for condition.

211






Date: _______________





general description of the inspection required and the Item Code Number for cross-reference to section 2-10-01 is shown. Frequently, tasks give more information about each required inspection. These tasks are printed in the individual chapters of this manual.







ITEM CODE


100037 Pressure relief valve - Overhaul 120, 310






Date: _______________












ITEM CODE


100018 Starter brushes, brush leads, and commutator (airplanes equipped with Prestolite starter) – Inspect for condition.

120, 310






Date: _______________




A. Operation 11 gives inspection items that are to be examined every 1000 hours of operation or to

coincide with engine overhaul, whichever occurs first. B. Inspection items are given in the order of the zone in which the inspection is to be completed. A








ITEM CODE


140005 Magnetic compass - Inspect for correct operation.

211

110005 Fuel tanks - Drain fuel and inspect tank interior, attachment, and outlet screens.

510, 520, 610, 620






Date: _______________




A. Operation 12 gives inspection items that are to be examined every 12 months. B. Inspection items are given in the order of the zone in which the inspection is to be completed. A








ITEM CODE


110011

Fuel quantity system - Complete a fuel quantity indicating system operational test. Refer to Section 14 for detailed accomplishment instructions.

211, 510, 520, 610,

620






Date: _______________




A. Operation 13 gives inspection items that are to be examined at the first 100-hour inspection on new,

rebuilt or overhauled engines, remove and clean the fuel injection nozzles. Thereafter, the fuel injection nozzles must be cleaned at 300-hour intervals or more frequently if fuel stains are found.








ITEM CODE


100023 Engine fuel injection nozzles - Inspect orifices and clean.

120, 310






Date: _______________




A. Operation 14 gives inspection items that are to be examined after the first 100 hours of operation, then every 600 hours of operation or 12 months, whichever occurs first, thereafter.







ITEM CODE


080006

Elevator - Check elevator travel and cable tension. Check the elevator cable system, control cables, and pulleys, in accordance with the flight cable inspection procedures in 2-20-01, Expanded Maintenance, Control Cables.

330

080007

Elevator Trim Tab - Check elevator trim tab travel, cable tension. Check the elevator trim cable system, control cables, and pulleys, in accordance with the flight cable inspection procedures in 2-20-01, Expanded Maintenance, Control Cables.

330

090004

Rudder - Check rudder travel and cable tension. Check the rudder cable system, control cables, and pulleys, in accordance with the flight cable inspection procedures in 2-20-01, Expanded Maintenance, Control Cables.

341, 342





ITEM CODE


070002

Flaps - Check flap travel, cable tension and travel time. Check the flap cable system, control cables, and pulleys, in accordance with the flight cable inspection procedures in 2-20-01, Expanded Maintenance, Control Cables.

510, 520, 610, 620

060007

Aileron - Check aileron travel and cable tension. Check the aileron cable system, control cables, and pulleys, in accordance with the flight cable inspection procedures in 2-20-01, Expanded Maintenance, Control Cables.

520, 620






Date: _______________




A. Operation 15 gives inspection items that are to be examined after the first 50 hours and first 100

hours of operation and every 500 hours or one year, whichever occurs first, thereafter. B. Inspection items are given in the order of the zone in which the inspection is to be completed. A








ITEM CODE


050013 Landing gear retraction system hydraulic fluid - Complete a hydraulic fluid contamination check. (Refer to Section 2-03-00, Servicing.)

720, 721, 722

050030 Landing gear retraction system (beginning with P3370226) - Complete a pressure check.

720, 721, 722






Date: _______________




A. Operation 16 gives inspection items that are to be examined at every 500 hours of operation or after

each heating season, whichever occurs first. B. Inspection items are given in the order of the zone in which the inspection is to be completed. A


C. The right portion of each page gives space for the mechanics and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed.






ITEM CODE


130007

Cabin Heater (Internal combustion type heaters) -Remove the heater from the airplane and inspect and/or overhaul in accordance with Cessna Multiengine Service Information Letter ME82-17, or latest revision.

120, 310






Date: _______________




A. Operation 17 gives inspection items that are to be examined every 50 hours or 30 days, whichever

occurs first. B. Inspection items are given in the order of the zone in which the inspection is to be completed. A








ITEM CODE


150006 Battery electrolyte level - Inspect (Refer to 2-03-00, Servicing, Battery.)

120






Date: _______________




A. Operation 18 gives inspection items that are to be examined every 1000 hours of operation or 5

years, whichever occurs first, and whenever the solenoid is accessible. B. Inspection items are given in the order of the zone in which the inspection is to be completed. A








ITEM CODE


050031 Landing gear and door manifold solenoids (beginning with P3370226) - Disassemble and clean.

720, 721, 722






Date: _______________




A. Operation 19 gives inspection items that are to be examined after the first 10,000 hours of operation

and every 5000 hours thereafter. B. Inspection items are given in the order of the zone in which the inspection is to be completed. A








ITEM CODE


030010

Aircraft interior and exterior pressure vessel - Remove the complete interior and perform a complete visual interior and exterior pressure vessel inspection.

211






Date: _______________




A. Operation 20 gives the Supplemental Inspection Document items that are to be examined after the

first 200 hours of operation or 1 year, whichever occurs first. The inspection is to be repeated every 200 hours of operation or 1 year, whichever occurs first, after the initial inspection has been accomplished.








ITEM CODE


030112

Inspect the pilot and copilot windshield attach holes. Refer to 2-14-21, Supplemental Inspection Document 56-10-01, for inspection procedures.

210






Date: _______________





first 500 hours of operation. The inspection is to be repeated every 500 hours of operation after the initial inspection has been accomplished.







ITEM CODE


030104

Inspect door opening and instrument panel attachements. Refer to 2-14-11, Supplemental Inspection Document 53-11-02, for inspection procedures.

210, 211






Date: _______________





first 800 hours of operation or 4 years, whichever occurs first. The inspection is to be repeated every 800 hours of operation or 4 years, whichever occurs first, after the initial inspection has been accomplished.







C. Do a preflight inspection after these inspections is completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual.

ITEM CODE


070101

Inspect flap control system installation. Refer to 2-14-05, Supplemental Inspection Document 27-50-01, for inspection procedures.

510, 520, 610, 620






Date: _______________













ITEM CODE


080102

Inspect elevator trim pulley bracket and actuator bracket structure. Refer to 2-14-03, Supplemental Inspection Document 27-30-02, for inspection procedures.

330






Date: _______________












ITEM CODE


080103

Inspect elevator arm assembly and bearings. Refer to 2-14-04, Supplemental Inspection Document 27- 30-03, for inspection procedures.

330






Date: _______________





first 3000 hours of operation. The inspection is to be repeated every 300 hours of operation, after the initial inspection has been accomplished, for airplanes with severe usage.







ITEM CODE


040107

This inspection is for severe usage. Inspect the lower wing skins and spar caps. Refer to 2-14-25, Supplemental Inspection Document 57-30-02, for inspection procedures.

510, 520, 610, 620






Date: _______________












ITEM CODE


050102

Inspect torque link bolts and bushings. Refer to 2-14-07, Supplemental Inspection Document 32-20-01, for inspection procedures.

720

050103

Inspect main landing gear door torque tube and link arm. Refer to 2-14-08, Supplemental Inspection Document 32-31-01, for inspection procedures.

721, 722






Date: _______________





first 5000 hours of operation. The inspection is to be repeated every 500 hours of operation, after the initial inspection has been accomplished, for airplanes with typical usage.






C. Do a preflight inspection after these inspections is completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual.

ITEM CODE


040106

This inspection is for typical usage. Inspect the lower wing skins and spar caps. Refer to 2-14-25, Supplemental Inspection Document 57-30-02, for inspection procedures.

510, 520, 610, 620






Date: _______________












ITEM CODE


030105 Inspect the windshield structure. Refer to 2-14-12, Supplemental Inspection Document 53-11-03, for inspection procedures.

210






Date: _______________












ITEM CODE


030107 Inspect rear door post bulkhead. Refer to 2-14-14, Supplemental Inspection Document 53-12-01, for inspection procedures.

211






Date: _______________












ITEM CODE


030101 Inspect cabin door mechanism. Refer to 2-14-09, Supplemental Inspection Document 52-10-01, for inspection procedures.

211






Date: _______________





first 6000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated every 1000 hours of operation or 5 years, whichever occurs first, after the initial inspection has been accomplished, for airplanes with severe usage.







ITEM CODE


030110

This inspection is for severe usage. Inspect wing fuselage strut fitting. Refer to 2-14-16, Supplemental Inspection Document 53-41-01, for inspection procedures.

210, 510, 610

040109

This inspection is for severe usage. Inspect wing fuselage attach fittings. Refer to 2-14-26, Supplemental Inspection Document 57-41-01, for inspection procedures.

510, 610






Date: _______________












ITEM CODE


030103

This inspection is for severe usage. Inspect forward and aft webs of rear spar bulkhead channel. Refer to 2-14-10, Supplemental Inspection Document 53-11-01, for inspection procedures..

211






Date: _______________





first 10,000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated every 3000 hours of operation or 5 years, whichever occurs first, after the initial inspection has been accomplished.







ITEM CODE


090101 Inspect rudder pedal torque tube. Refer to 2-14-01, Supplemental Inspection Document 27-20-01, for inspection procedures.

211

040101

Inspect horizontal stabilizer spars, attachments, and elevator hinges. Refer to 2-14-18, Supplemental Inspection Document 55-10-01, for inspection procedures.

330

040103

Inspect horizontal stabilizer spar attachment fittings. Refer to 2-14-20, Supplemental Inspection Document 55-51-01, for inspection procedures.

330





ITEM CODE


040102

Inspect vertical stabilizers and rudder spars, ribs, and hinges. Refer to 2-14-19, Supplemental Inspection Document 55-30-01, for inspection procedures.

341, 342

060101

Inspect aileron hinges, hinge bolts, hinge bearings, and hinge and pushrod attach fittings. Refer to 2-14-28, Supplemental Inspection Document 57-51-01, for inspection procedures.

520, 620






Date: _______________





first 10,000 hours of operation. The inspection is to be repeated every 5000 hours of operation after the initial inspection has been accomplished.







ITEM CODE


030106

Inspect the pressurized cabin interior and exterior. Refer to 2-14-13, Supplemental Inspection Document 53-11-04, for inspection procedures.

210, 211






Date: _______________





first 10,000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated every 5000 hours of operation or at every engine overhaul after the initial inspection has been accomplished. The inspection interval may be adjusted to coincide with engine overhaul.







ITEM CODE


100101 Inspect front engine mount structure. Refer to 2-14-30, Supplemental Inspection Document 71-20-01, for inspection procedures.

310

100102

Inspect rear engine mount tubular structure. Refer to 2-14-31, Supplemental Inspection Document 71-20-02, for inspection procedures.

310






Date: _______________





first 12,000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated every 2000 hours of operation or 5 years, whichever occurs first, after the initial inspection has been accomplished, for airplanes with typical usage.







ITEM CODE


030109

This inspection is for typical usage. Inspect wing fuselage strut fitting. Refer to 2-14-16, Supplemental Inspection Document 53-41-01, for inspection procedures.

210, 510, 610

040105

Inspect the lower wing skins and stringers in the area of wing fuel tanks. Refer to 2-14-24, Supplemental Inspection Document 57-30-01, for inspection procedures.

510, 520, 610, 620

040108

This inspection is for typical usage. Inspect wing fuselage attach fittings. Refer to 2-14-26, Supplemental Inspection Document 57-41-01, for inspection procedures.

510, 610






Date: _______________





first 12,000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated every 2000 hours of operation or 10 years, whichever occurs first, after the initial inspection has been accomplished, for airplanes with typical usage.







ITEM CODE


030109

This inspection is for typical usage. Inspect forward and aft webs of rear spar bulkhead channel. Refer to 2-14-10, Supplemental Inspection Document 53- 11-01, for inspection procedures.

211






Date: _______________





first 15,000 hours of operation. The inspection is to be repeated every 15,000 hours of operation after the initial inspection has been accomplished.







ITEM CODE


030113

Inspect the acrylic windshield and windows. Refer to 2-14-22, Supplemental Inspection Document 56-10-02, for inspection procedures.

210






Date: _______________





first 5 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished.







ITEM CODE


030111 Inspect seat rails. Refer to 2-14-17, Supplemental Inspection Document 53-47-01, for inspection procedures.

211

040104 Inspect wing leading edge root rib. Refer to 2-14-23, Supplemental Inspection Document 57-12-01, for inspection procedures.

510, 610






Date: _______________





first 20 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished.







ITEM CODE


030108 Inspect cabin interior skin panels. Refer to 2-14-15, Supplemental Inspection Document 53-30-01, for inspection procedures.

211

040110

Inspect tailboom lower structure at wing attachment. Refer to 2-14-27, Supplemental Inspection Document 57-50-01, for inspection procedures.

311, 312, 510, 610

080101

Inspect elevator torque tube, torque tube fitting and elevator end ribs. Refer to 2-14-02, Supplemental Inspection Document 27-30-01, for inspection procedures.

330

040111 Inspect the flap tracks. Refer to 2-14-29, Supplemental Inspection Document 57-53-01, for inspection procedures.

510, 520, 610, 620

050101 Inspect main landing gear spring. Refer to 2-14-06, Supplemental Inspection Document 32-13-01, for inspection procedures.

721, 722






Date: _______________




A. Operation 41 gives the Corrosion Prevention and Control Program Inspections (Baseline Program)

items that are to be examined every 12 months. Refer to Section 2-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals.


C. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed..





ITEM CODE


100201

Engine support structure. Specifically inspect the: 1. Forward engine support. 2. Aft engine truss. NOTE: Corrosion Prevention and Control Program Inspection item (refer to Section 2-30-00 for additional inspection information).

120, 310

040204

Wing structure internal. Specifically inspect the: 1. Wing rear spar lower and upper caps. 2. Wing rear spar attach fittings. 3. Rear spar web. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Remove access panels for access.

510, 520, 610, 620






Date: _______________












ITEM CODE


080201

Elevator attachments. Specifically inspect the: 1. Hinge brackets. 2. Hinge bolts. 3. Hinge bearings. 4. Trim tab actuating rod (inner surface of channel). NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing.

331, 332

090201

Rudder attachments. Specifically inspect the: 1. Hinge brackets. 2. Hinge bearings. 3. Hinge bolts. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor on hinge bearing.

341, 342





ITEM CODE


090202

Rudder structure. Specifically inspect the: 1. Skin. 2. Forward and aft spars at hinge locations. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

341, 342

060201

Aileron attachments. Specifically inspect the: 1. Push-pull tube. 2. Hinge brackets. 3. Hinge bolts. 4. Hinge bearings. 5. Attach fittings. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing.

520, 620






Date: _______________












ITEM CODE


050201

Nose gear outer barrel assembly. Specifically inspect the: 1. Outer barrel surface. 2. End upper strut and lower collar assembly. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut.

720

050202

Nose gear trunnion steering assembly, torque link assembly, and nose gear fork. Specifically inspect the: 1. Nose gear trunnion surface. 2. Steering collar and steering collar attach bolt. 3. Torque link, torque link attach pin, and attach bolt. 4. Nose gear fork. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

720





G.43.1

ITEM CODE


050203

Nose gear trunnion steering assembly, torque link assembly, and nose gear fork. Specifically inspect the: 1. Nose gear trunnion upper, lower inner bore surface and bearing. 2. Torque link bolt and attach pin inner bore surface. 3. Nose gear fork lug inner bore surface. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut.

720

050205

Main gear axle assembly. Specifically inspect the: 1. Main gear axle and attach bolts. 2. Wheel halves. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2- 30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the bearing. NOTE: Coordinate with tire change.

721, 722






Date: _______________












ITEM CODE


030201

Passenger/Crew door retention system. Specifically inspect the: 1. Bell cranks. 2. Pushrods. 3. Handle. 4. Pin retention. 5. Pins. 6. Lockplates and guides. 7. Hinges. 8. Internal door framing. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). Note: Remove interior panels for access.

211

030206

Areas of the cabin structure for the passenger/crew door. Specifically inspect the: 1. Door frames. 2. Door hinges. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

211






Date: _______________












ITEM CODE


030202

Fuselage lower internal structure beneath the floor panels. Specifically inspect the: 1. Cabin structure under floorboards. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

211

030203

Fuselage internal structure in upper fuselage. Specifically inspect the: 1. Cabin bulkhead corners. 2. Fuselage skin. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

211

030204

Areas of the cabin structure. Specifically inspect the: 1. Firewall. 2. Firewall attachments. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

211





ITEM CODE


030205

Areas of the cabin structure. Specifically inspect the: 1. Cabin door forward and aft frames. 2. Window frames with emphasis at stringers and channel assemblies from aft of door frame to aft bulkhead. 3. Seat attachment structure. 4. Aft Cabin Bulkhead. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

211

040202

Horizontal stabilizer structure. Specifically inspect the: 1. Forward spar at access panels. 2. Rear spar at access panels. 3. Horizontal to vertical attach fittings. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

330

040201

Vertical stabilizer structure. Specifically inspect the: 1. Forward spar attachment to boom bulkhead. 2. Aft spar attachment to lower fin spar. 3. Front and rear spars. 4. Rear spar rudder hinges. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

341, 342

040203

Wing structure internal. Specifically inspect the: 1. Wing front spar and lower spar caps. 2. Upper wing attach spar fittings. 3. Wing fuel tank sumps. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2- 30-00 for additional inspection information). NOTE: Remove access panels for access.

510, 520, 610, 620

040205

Wing structure external. Specifically inspect the: 1. Skin with emphasis at skin overlaps and under access panels. 2. Rear spar upper and lower caps. 3. Rear spar web. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information).

510, 520, 610, 620

050204

Nose gear axle assembly. Specifically inspect the: 1. Nose gear axle and attach bolt. 2. Wheel halves. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2-30-00 for additional inspection information). NOTE: Disassemble the nose gear strut to get access. NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut. NOTE: Coordinate with tire change.



CAPITULO “H” SUPPLENTAL INSPECTION DOCUMENT SECCION 2-13-00

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: H - 0

Regresar al Indice

CAPITULO “H”

SECCION - 2-13-00

SUPPLEMENTAL INSPECTION

DOCUMENT




SUPPLEMENTAL INSPECTION DOCUMENT

1. SUPPLEMENTAL INSPECTION DOCUMENT

A. Introduction (1) The Supplemental Structural Inspection Program for the Cessna Model P337 airplane is based

on the affected Model P337 airplane current usage, testing and inspection methods. A practical state-of-the-art inspection program is established for each Principle Structural Element (PSE). A PSE is that structure whose failure, if it remained undetected, could lead to the loss of the airplane. Selection of a PSE is influenced by the susceptibility of a structural area, part, or element to fatigue, corrosion, stress corrosion, or accidental damage.

(2) The Supplemental Structural Inspection Program was developed through the combined efforts of Cessna Aircraft Company, operators of affected P337 model series airplanes, and the FAA. The inspection program consists of the current structural maintenance inspection, plus supplemental inspections, as required, for continued airworthiness of the airplane as years of service are accumulated. The current inspection program is considered to be adequate in detecting corrosion and accidental damage. The emphasis of the Supplemental Structural Inspection Program is to detect fatigue damage whose probability increases with time.

(3) Since fatigue damage increases at an increasing rate with increasing crack length, earlier detection and repair minimizes the damage and the magnitude of the repair.

(4) The Supplemental Structural Inspection Program is valid for Model P337 airplanes with less than 30,000 flight hours. Beyond this, continued airworthiness of the airplane can no longer be assured. Retirement of this airframe is recommended when 30,000 flight hours has been accumulated.

B. Function

(1) The function of the Supplemental Structural Inspection Program is to find damage from fatigue, overload or corrosion through the use of the Nondestructive Inspections (NDI), and visual inspections. This Supplemental Inspection Document (SID) is only for primary and secondary airframe components. Engine, electrical items and primary and secondary systems are not included in this document. A list is included to show the requirements for the SID program for primary and secondary airframe components. (a) The airplane has been maintained in accordance with Cessna's recommendations or the

equivalent. (b) If the SID is for a specific part or component, you must examine and evaluate the

surrounding area of the parts and equipment. If problems are found outside these areas, report them to Cessna Aircraft Company on a reporting form. Changes can then be made to SID program, if necessary.

(c) The inspections presented in the SID apply to all Model P337 airplanes. The inspection intervals presented are for unmodified airplanes. Airplanes that have been modified to alter the airplane's design, gross weight or performance may need to be inspected more frequently. Examples of common STCs, which will require modified inspection intervals, include non-Cessna wing extensions, winglets, speed brakes, STOL conversions, vortex generators, tip tanks, under wing tanks, nonstandard engines and tailboom/vertical stabilizer fairings. The owner and/or maintenance organization should contact the STC holder(s) or modification originator for obtaining new FAA-approved inspection criteria.

(2) A Corrosion Prevention and Control Program (CPCP) should be established for each airplane. Details of the CPCP are contained in section 2-30-00 of this manual.

2. PRINCIPAL STRUCTURAL ELEMENTS

A. Principal Structural Elements Description (1) An airplane component is classified as a Principal Structural Element (PSE) if:

(a) The component contributes significantly to carrying flight and ground loads. (b) If the component fails, it can result in a catastrophic failure of the airframe.

(2) The monitoring of these PSE's is the main focus of this Supplemental Structural Inspection Program.

(3) Typical examples of PSE's, taken from FAA Advisory Circular 25.571, are shown in Table 1.




Table 1. Typical Examples of Principal Structural Elements

Wing and Empennage:

Control surfaces, flaps, and their mechanical systems and attachments (hinges, tracks and fittings) Primary fittings Principal splices Skin or reinforcement around cutouts or discontinuities Skin-stringer combinations Spar caps Spar webs

Fuselage:

Circumferential frames and adjacent skin Doorframes Pilot window posts Bulkheads Skin and single frame or stiffener element around a cutout Skin and/or skin splices under circumferential loads Skin or skin splices under fore and aft loads Skin around a cutout Skin and stiffener combinations under fore-and-aft loads

Door skins, frames, and latches

Window frames

Landing Gear and Attachments

Engine Support Structure and Mounts

B. Selection Criteria

(1) The factors used to find the PSE's in this document include: (a) Service Experience

1 Multiple sources of information were used to find the service discrepancies.

a Cessna Service Bulletins and Service Information Letters issued to repair

common service discrepancies were examined. b FAA Service Difficulty Records and Foreign certification agency Service

Difficulty Records were examined. 2 Existing analyses were reviewed to identify components in areas that may have

exhibited the potential for additional inspection requirements. 3 A review of test results applicable to the design was made to identify the critical areas

of the PSE's. 4 The data collected was also used to find a component's susceptibility to corrosion or

accidental damage as well as its inspectability.




3. USAGE

A. Aircraft Usage (1) Aircraft usage data for the SID program is based on the evaluation of the in-service utilization of

the aircraft. This data was used to develop the representative fatigue loads spectra. Operational data for development of the Supplemental Structural Inspection Program was obtained from surveys of aircraft operators.

(2) Usage for spectra determination is defined in terms of a single flight representing typical average in-service utilization of the aircraft. This usage reflects the typical in-service flight variation offlight length, takeoff gross weight, payload and fuel.

(3) The flight is defined in detail in terms of a flight profile. The profile identifies the gross weight, payload, fuel, altitude, speed, distance, etc., required to define the pertinent flight and ground parameters needed to develop the fatigue loads. The flight is then divided into operational segments, where each segment represents the average values of the parameters (speed, payload, fuel, etc.) that are used to calculate the loads spectrum.

B. Stress Spectrum.

(1) A fatigue loads spectrum, in terms of gross area stress, was developed for each PSE to be analyzed based on the usage-flight profiles. The spectrum represents the following loading environments: flight loads (gust and maneuver), landing impact, taxi loads and ground-air-ground cycles. The resulting spectrum is a representative flight-by-flight, cycle-by-cycle loading sequence that reflects the appropriate and significant airplane response characteristics.

(2) After reviewing the aircraft usage data and the way in which the surveyed aircraft were flown, two sets of stress spectra were developed. The first flight profile represents typical usage, while the second profile represents severe usage, as described in Section 3-4.

C. Fatigue Assessment

(1) The fatigue assessment provides the basis for establishing inspection frequency requirements for each PSE. The evaluation includes a determination of the probable location and modes of damage and is based on analytical results, available test data and service experience. In the analysis, particular attention is given to potential structural condition areas associated with aging aircraft. Examples include: (a) Large areas of structure working at the same stress level, which could develop widespread

fatigue damage; (b) A number of small (less than detectable size) adjacent cracks suddenly joining into a long

crack (e.g., as in a line of rivet holes); (c) Redistribution of load from adjacent failing or failed parts causing accelerated damage of

nearby parts (i.e., the “domino" effect); and (d) Concurrent failure of multiple load path structure (e.g., crack arrest structure).

(2) Initial inspections of a particular area of structure are based on fatigue analytical results. For locations with long fatigue the maximum initial inspection was limited to 12,000 flight hours.

D. Classifications for Types of Operation

(1) The severity of the operation environment needs to be identified to determine the correct inspection program. (a) You must first find the category of your airplane’s operation based on average flight length. (b) You must also find the number of hours and number of landings on the airplane, then find the

average flight length based on the formula found below. Average Flight Length = Number of Flight Hours / Number of Flights

(2) If the average flight length is less than 30 minutes, then you must use the SEVERE inspection time limits. For airplanes with an average flight length greater than thirty minutes, you must find the severity of the operating environment.

(3) Airplanes which have engaged in operations at low altitudes such as pipeline patrol, fish or game spotting, aerial applications, police patrol, sightseeing, livestock management, etc. more than 30% of its life must use the SEVERE inspection time limits.

(4) Airplanes which have been engaged in military operations more than 30% of its life must use the SEVERE inspection time limits.




(5) For all other operating environments, inspections should be conducted using the TYPICAL

Inspection Time Limits.

4. REPORTING - COMMUNICATIONS

A. Discrepancies (1) For the SID to continue to stay applicable, it is necessary to have a free flow of information

between the operator, the FAA and Cessna Aircraft Company. The important information about the inspection results, repairs and modifications done must be supplied to Cessna Aircraft Company in order to assess the effectiveness of the recommended inspection procedures and inspection intervals to be calculated.

(2) Also, the operator's inspections and reports can find items not included in the SID before. These items will be examined by Cessna Aircraft Company and will be added to the SID for all of the operators, if applicable.

(3) Cessna Customer Service has a system to collect the reports. The applicable forms are included in this document. Copies of these forms are also available from a Cessna Service Station or Cessna Field Service Engineer.

B. Discrepancy Reporting (1) Discrepancy reporting is essential to provide for adjusting the inspection thresholds and the

repeat times as well as adding or deleting PSE's. It may be possible to improve the inspection methods, repairs, and modifications involving the PSE's based on the data reported.

(2) All cracks, multiple cut off fasteners, and corrosion found during the inspection must be reported to Cessna Aircraft Company within ten days. The PSE inspection results are to be reported on a form as shown on the pages that follow.

C. Send the Discrepancy Form (1) Send all available data, which includes forms, repairs, photographs, sketches, etc., to:

Cessna Aircraft Company Attn: Customer Service P.O. Box 7706 Wichita, KS 67277 USA Phone: (316) 517-5800 Fax: (316) 517-7271

NOTE: This system does not replace the normal channels to send information for items not included in the SID.

D. Cessna Aircraft Company Follow-Up Action (1) All SID reports will be examined to find if any of the steps are necessary:

(a) Complete a check of the effect on the structural or operational condition. (b) Complete a check of other high-time airplanes to find if a service bulletin shall be issued. (c) Find if a reinforcement is required. (d) Change the SID if required.

5. INSPECTION METHODS A very important part of the SID program is selecting and evaluating state-of-the-art nondestructive inspection (NDI) methods applicable to each PSE. Potential NDI methods were selected and evaluated on the basis of crack orientation, part thickness and accessibility. Inspection reliability depends on size of the inspection task, human factors (such as qualifications of the inspector), equipment reliability and physical access. Visual, fluorescent, liquid penetrant, eddy current and magnetic particle methods are used. A complete description of those methods are presented in section 2-13-01, Nondestructive Inspection Methods and Requirements.




6. RELATED DOCUMENTS A. Existing Inspections, Modifications, and Repair Documents

(1) Cessna has a number of documents that are useful to maintaining continued airworthiness of airplanes. (a) Cessna P337 Maintenance Manual (P/N D2516-9-13 ). (b) Cessna P337 Illustrated Parts Catalog (P/N P608-12). (c) Cessna Multi-Engine Service Information Letters and Service Bulletin Summaries. (d) Cessna Service Newsletter and Newsletter Summaries.

B. For information regarding these documents, contact:

Cessna Aircraft Company Customer Service P.O. Box 7706 Wichita, KS 67277 USA Phone: (316) 517-5800 Fax: (316) 517-7271

7. APPLICABILITY/LIMITATIONS

A. This SID is applicable to the Cessna Models P337, Serial Numbers P3370001 thru P3370356, and Model FP337, Serial Numbers FP3370001 thru FP3370023.

B. STC Modifications (1) The Cessna P337 airplanes can have modifications that were done by STCs by other

organizations without Cessna Engineering approval. The inspection intervals given in this SID are for unchanged airplanes.

(2) Airplanes that have been modified to alter the airplane design, gross weight or airplane performance may need to be inspected more frequently. Examples of common STC's not covered by this SID document include non-Cessna wing extensions, winglets, speed brakes, STOL conversions, vortex generators, tip tanks, under wing tanks, nonstandard engines and tailboom/vertical stabilizer fairings. The owner and/or maintenance organization should contact the STC holder(s) or modification originator for obtaining new FAA approved inspection criteria.

A. The SID inspection times are based on total airframe hours OR, calender times in service. If

a specific airframe component has been replaced, the component is to be inspected, based on total component hours or calendar time requirements. However, any attachment structure that was not replaced when the component was replaced must be inspected, based on the total airframe hours or calendar time requirements. Inspections are due at the less or of specified flight hours or calendar time. The inspections must be completed by April 1, 2012.

8. PSE DETAILS

A. Details (1) This section contains the important instructions selected by the rationale process described in

section 2, Principal Structural Elements. Those items are considered important for continued airworthiness of the Model P337.

B. PSE Data Sheets A data sheet for each PSE is provided in section 2-14-XX - Supplemental Inspection Documents. Each

data sheet contains the following:

(1) Supplemental Inspection Number (2) Title (3) Effectivity (4) Inspection Compliance (5) Initial Inspection Interval(s)




(6) Repeat Inspection Interval(s) (7) Purpose (8) Inspection Instructions (9) Access/Location/Zone (10) Detectable Crack Size (11) Inspection Procedure (12) Repair/Modification (13) Comments

NOTE: Accomplishment of SID inspections does not in any way replace preflight inspections, good maintenance practices, or maintenance and inspections specified in this manual.

NOTE: Inspection intervals are given in both hour and calender time. After the completion of each

initial SID inspection, repeat inspections may be completed based on hour time if the Corrosion Prevention and Control Program (CPCP) in section 2-30-00 is included in theairplane maintenance program.

C. Repairs, Alterations and Modifications (RAM)

(1) Repairs, alterations and modifications (RAM) made to PSE's may affect the inspection times and

methods presented in the SID. The flowchart in Figure 1 can be used to determine if a new assessment and FAA approved supplemental inspection are required.

(2) Repairs may be made in accordance with Section 16 of this document or the REPAIR/

MODIFICATION section of the SID. (3) Repairs not covered by the recommendations in these documents may be coordinated with

Cessna Customer Service at telephone 316-517-5800/FAX 316-517-7271.




9. EVALUATION DIAGRAM

Figura 1

10. DISCREPANCE REPORT




A25373

DISCREPANCY REPORT

SID No. AIRPLANE LOCATION: S/N OF AIRPLANE

INSPECTION CONDUCTED Date: ___________ Airplane Total Hours:______________________ Cycles: _______

Component Total Hours: ______________________ Cycles: _______

OWNER NAME __________________________ OWNER PHONE NUMBER _______________________________________

OWNER ADRESS ___________________________________________________________________________________________

SERIVICE HISTORY:

INSPECTION METHOD /LIMITS:

ACCESS REQUIRED:

REPAIR DESCRIPCTION:

COMMENT:

Enclose all available data including photos, scketches, etc., to: Cessna Aircraft Company Attn: SID Program

Customer Service P.O. Box 7706 Wichita Kansas USA 67277 FAX 316-517-7271


CAPITULO “I” LISTING OF SUPPLENTAL INSPECTIONS SECCION 2-13-01

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: I - 0

Regresar al Indice

CAPITULO “I”

SECCION - 2-13-01

NON DESTRUCTIVE INSPECTION

METHODS

AND

REQUIREMENTS




1. GENERAL REQUIREMENTS

A. General (1) Facilities performing nondestructive inspections described in this section must hold a valid FAA

Repair Station Certificate with the appropriate rating in the applicable method of nondestructive testing.

(2) Personnel performing NDT must be qualified and certified to a recognized standard in AC65- 31A and comply with all recommendations. The minimum certification is "Level 1 Special" as described in 8.c.(1).

(3) Organizations and personnel that operate under the jurisdiction of a foreign government must use the applicable documentation issued by their regulatory agency to comply with the above requirements.

B. Reporting Results (1) Use the Discrepancy Report Form found in 2A-13-00, Section 4, Reporting - Communications, to

report crack(s) that are found in an inspection. If a part is rejected, refer to the Model 206 Service Manual for information to replace the part or repair the part. If a repair for crack(s) is required (for a repair not available in the Model 206 Service Manual), contact Cessna Propeller Aircraft Product Support for possible repair instructions or replace the part.

(a) Type of discontinuity. (b) Location of the discontinuity. (c) Discontinuity size. (d) Discontinuity orientation or direction.

2. EDDY CURRENT INSPECTION

A. General (1) Eddy current inspection is effective for the detection of surface and subsurface cracks in most

metals. You do this through induction of eddy currents into the part. These eddy currents will alter the magnetic field around the probe. Changes to the magnetic field are monitored and then interpreted.

(2) You can do eddy current inspection on airplane parts or assemblies where the inspection area is accessible for contact by the eddy current probe. An important use of eddy current inspection is to find cracks caused by corrosion and stress. A second important use is measurement of electrical conductivity.

B. Surface Inspection (1) General

(a) This is a general procedure for the eddy current method used to find surface discontinuities. This should be used along with specific instructions for inspection in the procedure that referred to this section.

(2) Instrument Parameters (a) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters.

NAME NUMBER MANUFACTURER

Eddy Current Instrument Nortec 2000 Olympus NDT Phone: 781-419-3900 Web: http://www.olympusndt.com

Surface Eddy Current Probe with 1/8 inch coil (NOTE 1)

MP905-XX

Olympus NDT (formerly NDT Engineering)





Combined Aluminum Surface and Bolt hole Eddy Current Reference Standard (NOTE 2)

HRS-15A Olympus NDT (formerly NDT Engineering)

Combined Steel Surface and Bolt hole Eddy Current Reference Standard (NOTE 2)

HRS-15S Olympus NDT (formerly NDT Engineering)

Combined Stainless Steel Surface and Bolt hole Eddy Current Reference Standard (NOTE 2)

HRS-15SS Olympus NDT (formerly NDT Engineering)

NOTE 1: The style and length of the surface probe will vary with the inspection situation. NOTE 2: Be sure that the reference standard has the necessary hole size for bol thole inspections. If used

only for surface eddy current inspection, it is not necessary that the reference standard have holes. This part number was included to allow the use of a single reference standard for both surface and bolt hole eddy current inspection. The reference standard material (aluminum, steel, stainless steel) will vary with the material for inspection.

(b) Instrument Sensitivity

1 Some inspection procedures need instruments that give both phase and amplitude

information on a storage cathode ray tube for impedance plane analysis. Impedance plane instruments can be used as an alternative for metered instruments. Metered instruments must not be used as an alternative for impedance plane instruments where the ability to show phase information is necessary.

2 Eddy current instruments with a meter display can be used for surface eddy current

inspection. 3 The instrument must have a repeatable signal response which has a signal to noise

ratio of more than 3 to 1. Impedance plane instruments must have the resolution to show a signal within the guidelines shown in Figure 1 and Figure 2.




Absolute Probe Calibration Range Figure 1

Differential Probe Calibration Range Figure 2

4 The functional performance of the eddy current instrument must be verified at an interval of not more than a year.

(c) Probe Sensitivity 1 The probe may have an absolute or differential coil arrangement. 2 The probe may be shielded or unshielded. A shielded probe is normally

recommended.




3 The probe must have an operating frequency that has the necessary test sensitivity and depth of penetration. For an aluminum part, the frequency should be approximately 200 kHz. For a steel part, the frequency should be 500 to 800 kHz. For a titanium part, the frequency should be 1.0 to 2.0 MHz.

NOTE: Instrument frequency may need adjustment for the instrument and probe combination used.

4 Smaller coil diameters are better for crack detection. A coil diameter of 0.125 inch (3.175 mm) is normally used.

5 For crack detection, the coil will usually contain a ferrite core and external shield. 6 The probe must not give responses from handling pressures, scanning or normal

operating pressure variations on the sensing coil which cause the signal to noise ratio to be less than 3 to 1.

7 Teflon tape may be used to decrease the wear on the eddy current probe coil. If Teflon tape is used, make sure the instrument calibration is correct.

(3) Instrument Reference Standards

(a) Nonferrous reference standards should be of an alloy having the same major base metal, basic temper and the approximate electrical conductivity of the material for inspection. Refer to Figure 3.

(b) Reference standards must have a minimum surface finish of 150 RHR or RMS 165. (c) The reference standard must have an EDM notch on the surface of no more than 0.020 inch

(0.508 mm) deep. (d) The dimensional accuracy of notches must have documentation and be traceable to the National

Institute of Standards and Technology (NIST) or applicable foreign agency. (e) In some cases a specially fabricated reference standard will be necessary to simulate part

geometry, configuration, and the specific discontinuity location. Artificial discontinuities may be used in the reference standard. If a procedure specifies a reference standard made by Cessna Aircraft Company, replacement with a different standard is not allowed.

Typical Surface Reference Standard Figure 3 (4) Surface Condition

(a) The surface finish of the area for inspection must be 150 RHR or RMS 165 or finer. If the surface finish interferes with the ability to do the inspection, it should be smoothed or removed. Refer to the Model 206 Service Manual for approved methods.

(b) The area for inspection must be free of dirt, grease, oil, or other contamination. (c) You must have good contact between the probe and the part unless otherwise stated in the

specific procedure. Mildly corroded parts must be cleaned lightly with emery cloth. Heavily corroded or painted parts must be lightly abraded and cleaned locally in the area where the inspection will be done.




(5) Instrument Standardization (a) The instrument must be set up and operated in accordance with this procedure and the

manufacturer’s instructions. (b) Before you begin the inspection, standardize instrument using the appropriate reference

standard. Accuracy must be checked at intervals necessary to maintain consistency during continuous use and at the end of the inspection. Verify the accuracy, if any part of the system is replaced or if any calibrated control settings are changed.

(c) A 0.020 inch (0.508 mm) deep surface notch or smaller must be used for calibration unless otherwise specified. A typical eddy current surface reference standard with EDM notch depths of .010 inch, 0.020 inch, and 0.040 inch (0.254 mm, 0.508 mm, 1.016 mm) is shown in Figure 3.

(d) Put the surface probe on the reference standard away from the notch. (e) Set the null point. (f) Lift the surface probe from the reference standard and monitor the display for the lift-off

Response. (g) Adjust the display until the lift-off response goes horizontal and to the left of the null point. (h) Put the surface probe on the reference standard and move it across the notch.

(i) Adjust the instrument to get a minimum separation of three major screen divisions between the

null point and the applicable reference notch. The signal froma differential probe should be considered peak to peak.

NOTE: This adjustment is used to set the sensitivity of the inspection. It is not intended as accept or

reject criteria. NOTE: Filters may be used to improve the signal to noise ratio.

(6) Inspection (a) It may be necessary to randomly null the instrument on the airplane in the area for inspection to

adjust the display for differences between the reference standard and the airplane. (b) Whenever possible, the area of inspection must be examined in two different directions that are

90 degrees to each other. (c) Examine the inspection area at index steps that are no more than the width of the eddy current

test coil. You can do a scan of a part edge as long as the response from edge effect does not hide the calibration notch response. Do not examine areas where edge effect is more than the calibration notch signal. Another inspection method should be used if the edge effect can hide the calibration notch response.

(d) Whenever possible, a fillet or radius should be examined both transverse and parallel to the axis of the radius. Examine the edge of the fillet or radius transverse to the axis of the radius.

(e) For the best inspection sensitivity, sealant must be removed from around fasteners. This will allow you to put the surface eddy current probe closer to the edge of the fastener.

(f) If no guidance is given as to where to examine the part, do an inspection of all part surfaces that you have access to. Make sure to thoroughly examine radii, corners, edges, and areas immediately next to fasteners.

(7) Interpretation

(a) If an indication is found, carefully repeat the inspection in the opposite direction of probe

movement to make sure of the indication. If the indication is still there, carefully monitor the amount of probe movement or rotation needed to cause the response to move offmaximum indication response.

(b) Unless otherwise specified, you must reject a part with a crack. (c) The end of a crack is found with the 50 percent method. Move the probe slowly across the end

of the crack until a point is reached where the crack signal amplitude has been reduced by 50%. The center of the probe coil is considered to be the end of the crack.

(d) Refer to the General Requirements section for information on how to report inspection results. C. Bolt hole Inspection

(1) Description




(a) This is a general procedure for the use of the eddy current method to find discontinuities within holes. This should be used along with specific instructions for inspection in the procedure that referred to this section.

(2) Instrument Parameters

(a) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters.


Eddy Current Instrument Nortec 2000 Olympus NDT Phone: 781-419-3900 Web: http://www.olympusndt.com

Bolt hole Eddy Current Probe with 1/8 inch coil (NOTE 1)

BPM-XX Olympus NDT (formerly NDT Engineering)

Combined Aluminum Surface and Bolt hole Eddy Current Reference Standard (NOTE 2)

HRS-15A Olympus NDT (formerly NDT Engineering)

Combined Steel Surface and Bolt Hole Eddy Current Reference Standard (NOTE 2

HRS-15S


Combined Stainless Steel Surface and Bol thole Eddy Current Reference Standard (NOTE 2)

HRS-15SS


NOTE 1: Bolthole probe diameter and lengths will vary with the inspection situation. NOTE 2: Be sure that the reference standard has the necessary hole size for the bolthole inspection. The

reference standard material (aluminum, steel, stainless steel) will vary with the material of the hole for inspection.

(b) Instrument Sensitivity

1 Some inspection procedures need instruments that give both phase and amplitude

information on a storage cathode ray tube for impedance plane analysis. Impedance lane instruments can be used as an alternative for metered instruments. Metered instruments must not be used as an alternative for impedance plane instruments where the ability to show phase information is necessary.

2 Eddy current instruments with a meter display are allowed for bolthole eddy current inspection.

3 The instrument must have a repeatable signal response which has a signal to noise ratio of more than 3 to 1. Impedance plane instruments must have the resolution to show a signal within the guidelines shown in Figure 1 and Figure 2.

4 The functional performance of the eddy current instrument must be verified at an interval of not more than a year.

(a) Probe Sensitivity

1 The probe may have an absolute or differential coil arrangement. 2 The probe may be shielded or unshielded. A shielded probe is normally recommended.




3 The probe must have an operating frequency that has the necessary test sensitivity and depth of penetration. For an aluminum part, the frequency should be approximately 200 kHz. For a steel part, the frequency should be 500 to 800 kHz. For a titanium part, the frequency should be 1.0 to 2.0 MHz.

NOTE: Instrument frequency may need adjustment for the instrument and probe combination used.

4 Smaller coil diameters are better for crack detection. A coil diameter of 0.125 inch (3.175 mm) is normally used.

5 For crack detection, the coil will usually contain a ferrite core and external shield. 6 The probe must not give responses from handling pressures, scanning or normal

operating pressure variations on the sensing coil which cause the signal to noise ratio to be less than 3 to 1.

7 Teflon tape may be used to decrease the wear on the eddy current probe coil. If Teflon tape is used, make sure the instrument calibration is correct.

(3) Instrument Calibration Standard

(a) Nonferrous reference standards should be of an alloy having the same major base metal, basic temper and the approximate electrical conductivity of the material for inspection. Refer to Figure 3.

(b) Reference standards must have a minimum surface finish of 150 RHR or RMS 165. (c) The reference standard must have a corner notch no larger than 0.050 inch x 0.050 inch

(0.127 mm x 0.127 mm) long. (d) The dimensional accuracy of notches must have documentation and be traceable to the

National Institute of Standards and Technology (NIST) or applicable foreign agency. (e) In some cases a specially fabricated reference standard will be necessary to simulate part

geometry, configuration, and/or the specific discontinuity location. Artificial discontinuities may be used in the reference standard. If a procedure specifies a reference standard made by Cessna Aircraft Company, replacement with a different standard is not allowed.

Typical Bolthole Reference Standard Figure 4

(4) Inspection Considerations (a) Surface Condition

1 The surface finish of the area for inspection must be 150 RHR or RMS 165 or finer. 2 The areas for inspection must be free of dirt, grease, oil, or other contamination. 3 You must have good contact between the probe and the part unless otherwise stated in

the specific procedure. Mildly corroded parts must be cleaned lightly with emery cloth. Heavily corroded or painted parts must be lightly abraded and cleaned locally in the area on which the probe will be done.

(b) Bolthole eddy current inspection of holes with a bushing installed is not recommended. The inspection will examine the condition of the bushing and not the structure underneath. If a bushing cannot be removed, it is recommended to do a surface eddy current inspection at either end of the hole around the edge of the bushing.




(5) Instrument Standardization (a) The instrument must be set up and operated in accordance with this procedure and the

manufacturer’s instructions. (b) Before you begin the inspection, standardize instrument using the appropriate reference

standard. Accuracy must be checked at intervals necessary to maintain consistency during continuous use and at the end of the inspection. Verify the accuracy, if any part of the system is replaced or if any calibrated control settings are changed.

(c) A corner notch no larger than 0.050 inch x 0.050 inch (0.127 mm x 0.127 mm) must be used for calibration unless otherwise specified. A typical eddy current bolthole reference standard is shown in Figure 4.

(d) Put the bolthole probe into the applicable hole with the coil turned away from the notch in the hole.

(e) Set the null point. (f) Remove the bolthole probe from the hole and monitor the display for the lift-off response. (g) Adjust the display until the lift-off response goes horizontal and to the left of the null point. (h) Put the bolthole probe into the applicable hole and rotate it so the coil moves across the

notch in the hole. (i) Adjust the instrument to get a minimum separation of three major screen divisions between

the null point and the applicable reference notch. The signal froma differential probe should be considered peak to peak.

NOTE: This adjustment is used to set the sensitivity of the inspection. It is not intended as

accept or reject criteria. NOTE: Filters may be used to improve the signal to noise ratio.

(6) Inspection

(a) When the inspection procedure does not show the depths where the scans are made for a manual probe, the following general procedure is used. 1 Put the probe into the hole for inspection and find the near edge of the hole. This is the

point when the signal is 50% between that for an in-air condition and that fully into the hole. Record the distance between the center of the probe coil and the edge of the probe guide.

2 Move the probe through the hole until the signal indicates that the probe is beyond the far edge of the hole. Locate this edge of the hole as in step 1. Record the distance between the center of the probe coil and the edge of the probe guide.

3 To find the edge of a layer, slowly push the probe through the hole. The response to a layer interface will look similar to that of a crack indication. The difference is that the interface will be seen through 360° of the hole. Measure the distance between the center of the probe coil and the edge of the probe guide when the signal from the interface has been maximized.

4 Use the measurements to find the thickness of the hole and each layer. 5 Examine the hole at a depth of 0.070 inch (1.778 mm) from either edge of the hole, if

thickness allows. Also examine the hole at index steps of 0.070 inch (1.778 mm) through the hole. If multiple layers are present in the hole, the inspection parameters must be applied to each layer. If the hole depth or layer depth is less than 0.150 inch (3.810 mm) thick, examine the hole at the center of the depth.

(b) Carefully examine each hole at the applicable depths. Examine the entire circumference of the hole at each depth.

(c) It may be necessary to null the instrument on the airplane in the hole for inspection to adjust the display for differences between the reference standard and the airplane.

(7) Interpretation

(a) If an indication is found, carefully repeat the inspection in the opposite direction to make sure of the indication. If the indication is still there, carefully monitor the amount of probe movement or rotation needed to cause the instrument to move off maximum indication response.




(b) When the eddy current probe is over the center over a crack, the signal will be at maximum and any movement of the probe will cause the signal to begin returning to the normal signal. Corrosion pits, foreign material, and out-of-round holes can cause an instrument response for 20° to 30° of bolthole probe rotation before the indication begins to return to the normal signal.

(c) Unless otherwise specified, you must reject a part with a crack. (d) Refer to the General Requirements section for information on how to report inspection

results. D. Conductivity Testing

(1) General (a) Conductivity testing is effective to find the material properties of aluminum structures. This is

done through induction of eddy currents into the part. The eddy currents will alter the magnetic field around the probe. Data are taken and compared to approved ranges for the material tested.

(b) Other materials or geometric changes in the area can influence the conductivity output of the instrument. Therefore, you must have the applicable material specification and engineering drawing.

(c) A typical use is to define material properties following heat application. Examples of such situations include: structure heated by an engine or APU, fire damage, and lightning strike.

(d) This is a general procedure to find the conductivity of aluminum structures. This procedure is used along with the applicable material specification and structural engineering drawings to decide whether the conductivity values are in an approved range.

(2) Instrument Parameters (a) The following equipment was used to develop the inspection procedures referred to in this

manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters.


Portable Conductivity Tester Autosigma 3000 GE

GE Sensing & Inspection Technologies 1 Neumann Way, MD J4 Cincinnati, Ohio 45215 Web: http:\\www.geinspectiontechnologies.com

(b) Inspection Frequency: The instrument must have an operating frequency of 60 kHz.

NOTE: Cessna conductivity information is based on an instrument frequency of 60 kHz. Use of a frequency other than 60 kHz will cause differences in the conductivity reading when compared to the 60 kHz value on thinner material.

(c) Instrument Accuracy: The instrument must be an eddy current instrument that can show the conductivity of aluminum alloys as a percentage of the International Annealed Copper Standard (% IACS). It must have an accuracy of at least +1.0% IACS or - 1.0% IACS through electrically nonconducting films and coatings up to a minimum of 0.003 inch (0.076 mm) thick.

(d) Instrument Sensitivity: The instrument must be sensitive enough to show changes of a minimum of 0.5% IACS over the conductivity range of the aluminum alloys for inspection.

(e) Probe: The probe must have a flat contact surface. The contact surface diameter must not be larger than 0.500 inch (12.700 mm).

(f) To test the lift-off compensation of the probe: 1 Put the probe on a bare standard. 2 Put a nonconducting flat shim of 0.003 inch (0.076 mm) thick between the probe and the

standard. 3 The difference in the two values must not exceed 0.5% IACS.

(g) The functional performance of the conductivity instrument must be verified at the intervals

defined by the controlling specification or the manufacturer’s recommendation, whichever is less.




(3) Calibration Reference Standards

(a) Each instrument must have a minimum of two aluminum alloy instrument conductivity standards. Their values must be: 1 One in the range of 25 to 32% IACS. 2 One in the range of 38 to 62% IACS.

(b) There must be a minimum difference of 10% IACS between the standard for the low end of the range and that for the high end of the range. The conductivity values of the low and the high reference standard must be beyond the expected range of conductivity of the material for inspection.

(c) The instrument conductivity standards must be certified to be accurate within +0.85% IACS to -0.85% IACS by the comparison method to the laboratory conductivity standards. Use the ASTM B193 procedure in a system per ISO 10012-1 ANSI/NCSL Z540-1 or equivalent foreign documentation.

(4) Inspection Considerations (a) Temperature: Do not do tests until the temperature of the probe, the standards, and the part or

material has been allowed to equalize. The temperatures must stay equalized and constant throughout the test within 5.4 ºF (3 ºC) of each other.

(b) Material Surface Condition 1 The surface finish of the area for inspection must be 150 RHR or RMS 165 or finer. 2 The areas for inspection must be free of dirt, grease, oil, or other contamination. 3 Conductivity measurements may be made through anodize, chemical film, primer, paint, or

other nonconducting coatings, if the thickness of these coatings are no more than 0.003 inch (0.076 mm). Coatings with thickness more than thismust be removed before conductivity testing.

4 On concave surfaces, a curvature radius of no less than 10 inches is needed. On convex surfaces, a curvature radius of no less than 3 inches can be tested without use of correction factors.

5 The surface of the partmust be no smaller than the outside diameter of the probe. The coil must be put in the center on all parts whose dimensions approach this limitation.

(5) Instrument Calibration (a) The instrument must be set up and operated in accordance with this procedure and the

manufacturer’s instructions. (b) Each time the conductivity instrument is used, it must be set up with the instrument

conductivity standards before data are taken and checked again at 15 minute intervals during continuous operation. Check calibration at the end of the test.

(c) If the instrument is found to be out of calibration, all measurements taken since the last calibration must be done again.

(6) Inspection (a) The purpose of the inspection is to collect information to permit the responsible engineering

activity to find the material properties in the affected area.

NOTE: Since conductivity values are affected by variations in material properties, material stacking and geometry, conductivity values alone must not be used to decide to accept the affected area without reference to the applicable material specifications and engineering drawings.

(b) Visual Inspection 1 Visually examine the area for indications of possible heat damage. Some signs include paint or

metal discoloration and bubbled or peeled paint. 2 Note the location and describe the affected area. This description will be used along with the

conductivity values to decide the part disposition. If photographs are used to describe the area, take the picture before you do the conductivity test.




(c) Eddy Current Conductivity Inspection

1 Clean the area for inspection with methods specified in the Model 206 Service Manual. Remove all dirt, grit, soot, and other debris that will not allow the probe to have good contact with the structure.

2 Set up the instrument within the general conductivity range of aluminum structures with the reference standards.

3 After the visual inspection, make a reference point. If there is visual evidence of possible heat damage, make the reference point at the center of the area that appears to have been the most affected. If there is no visual evidence of possible heat damage, make the reference point at the center of the area for inspection. The reference point should be approximately in the center of the area of interest.

NOTE: A detailed map is needed of the inspection area to include dimensions to locate the

reference point and enough information to allow the responsible engineering activity to find the sites of the conductivity data.

4 The total area for inspection and the distance between data points will vary with the situation.

a It is recommended that the distance between data points be no larger than 1.0 inch (25.400 mm).

b If the visual evidence or the conductivity values suggest rapid changes in severity, the distance between data points should be decreased.

c It is recommended that the total area for inspection should be larger than the area of visual evidence by a minimum of 2.0 inches (50.800 mm).

d If the conductivity values continue to change, the area of inspection should be expanded until values remain fairly constant to ensure complete coverage of the area.

5 Locate the reference point at the corner of a square, refer to Figure 4. Take conductivity values working away from the reference point in the increments and distance found in Step 4. Enough information should be included along with the conductivity values so a person unfamiliar with the inspection can find the data point.

NOTE: Structural considerations may not allow the test points to follow the pattern of Figure 4. It is up to the inspector to decide on a pattern that best works with the area for inspection.

Sample of Conductivity Inspection Grid Pattern Figure 5




(7) Reporting Results

(a) Use the Discrepancy Report Form in Section 2A-13-00 to report inspection results. All written

descriptions should include enough information so someone not involved in the inspection may interpret the results. Give this information: 1 Location of the affected area. 2 A visual description of the affected area. 3 Location of the reference point and the relative location and interval between

conductivity data points. 4 A map of the area with the conductivity values on it.

3.PENETRANT INSPECTION

A. General (1) Penetrant inspection is used to find small cracks or discontinuities open to the surface of the

part. Penetrant inspection can be used on most parts or assemblies where the surface is accessible for inspection. The condition of the surface of the inspection area is important to the inspection. The surface must be cleaned of all paint and other surface contamination.

(2) The penetrant is a liquid that can get into surface openings. A typical penetrant inspection uses four basic steps. (a) The penetrant is put on the surface and allowed to stay for a period of time to let the

penetrant get into the surface openings. (b) The penetrant on the surface is removed. (c) A developer is used. The purpose of the developer is to pull the penetrant that is left in the

surface openings back onto the surface. It also improves the contrast between the indication and the background. This makes indications of discontinuities or cracks more visible.

(d) Interpretation happens. The area for inspection is examined for penetrant on the surface and the cause of the penetrant indication found.

B. Materials and Equipment

(1) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters.


Fluorescent Penetrant ZL-27A

Magnaflux Corp. 3624 W. Lake Ave. Glenview, IL 60026 Phone: 847 657-5300 Web: http://www.magnaflux.com

Penetrant Cleaner/Remover SKC-S Magnaflux Corp.

Developer ZP-9F Magnaflux Corp.

Portable Ultraviolet Light ZB-23A Magnaflux Corp.

Light Meter DSE-2000A

Spectronics Corp.

956 Brush Hollow Road Westbury, New York 11590 Phone: 800 274-8888 Web: http://www.spectroline.com/




(2) Penetrant materials are defined by specific classification per SAE AMS 2644. Materials must

meet at minimum the classification listed. This list assumes the use of a portable penetrant inspection kit. If other penetrant inspection equipment is used, refer to industry standard ASTM E 1417 (Standard Practice for Liquid Penetrant Testing) or an equivalent specification for other information on materials and inspection quality instructions.

(a) Type 1 (Fluorescent Penetrant) (b) Level 3 (Penetrant sensitivity)

(c) Method C (Solvent Removable Penetrant) (d) Form d (Nonaqueous Type 1 Fluorescent, Solvent Based Developer) (e) Class 2 (Non-halogenated Solvent Removers)

NOTE: Do not use Type 2 (Visible Dye Penetrant) on this airplane or components. If Type 2 penetrant was previously used for this inspection, penetrant is no longer an approve method of inspection. Another NDT method such as eddy current must be used to do the inspection.

(3) Only materials approved in the most recent revision of QPL-AMS2644 (Qualified Products List of Products Qualified under SAE Aerospace Material Specification AMS 2644 Inspection Materials, Penetrant) or an equivalent specification may be used for penetrant inspection. All materials must be from the same family group. Do not interchange or mix penetrant cleaners, penetrant materials, or developers from different manufacturers.

CAUTION: COMPONENTS INTENDED FOR USE IN LIQUID OXYGEN SYSTEMS MUST BE EXAMINED WITH SPECIAL PENETRANTS DESIGNATED AS LOX USAGE PENETRANTS. THESE ARE COMPATIBLE WITH A LIQUID OXYGEN ENVIRONMENT. REACTION BETWEEN A LIQUID OXYGEN ENVIRONMENT AND PENETRANT NOT DESIGNED FOR USE IN THAT ENVIRONMENT CAN CAUSE EXPLOSION AND FIRE.

C. Lighting Requirements

(1) Do the penetrant inspection in a darkened area where the background intensity of the white light is no more than 2 foot candles. If inspection is done on the airplane, the area must be darkened as much as practical for inspection.

(2) Ultraviolet lights must operate in the range of 320 to 380 nanometers to maximize penetrant fluorescence. The ultraviolet light intensity must be a minimum of 1000 micro Watts per square centimeter with the light held 15 inches (381 mm) from the light meter. Let the ultraviolet light warm up for a minimum of 10 minutes before use.

(3) Measure the ultraviolet and ambient white light intensities before each inspection with a calibrated light meter.

C. Inspection

(1) Before Inspection

(a) The penetrant materials and the area for inspection must stay at a temperature between 40 °F and 125 °F (4 °C to 52 °C) throughout the inspection process.

(b) Do the tests needed in the Lighting Requirements section. (c) Prepare the part or assembly surface for the inspection. Paint must be removed from the

surface to let the penetrant get into surface openings. The area must also be clean, dry and free of dirt, grease, oil, or other contamination.

NOTE: Cleaning materials and methods must be approved for use by the applicable Cessna

Aircraft Maintenance Manual, Structural Repair Manual, or Component Maintenance Manual.




NOTE: Mechanical methods to clean and remove paint should be avoided when practical.

Take care to avoid filing in or sealing the entrance to a surface discontinuity when using mechanical methods to clean or remove paint. Mechanical methods can result a rough surface condition which can cause non-relevant indications.

(2) Apply the Penetrant

(a) Put the penetrant on the part or assembly surface with a brush or swab. Be sure to completely cover the area.

(b) Leave the penetrant on the surface for a minimum of 15 minutes if the temperature is at

least 50 °F (10 °C). Leave the penetrant on the surface for a minimum of 25 minutes if the temperature is less than 50 °F (10 °C).

(c) The maximum dwell time should not be more than one hour except for special circumstances.

(d) Do not let the penetrant to dry on the surface. If the penetrant has dried, completely remove it and process the part again from the start.

(3) Penetrant Removal

(a) Wipe the unwanted penetrant from the surface with a clean dry lint-free cloth. (b) Dampen a clean lint free cloth with penetrant cleaner.

CAUTION: DO NOT USE THE PENETRANT CLEANER DIRECTLY ON THE SURFACE OF THE PART OR ASSEMBLY. DO NOT SATURATE THE CLOTH USED TO CLEAN THE AREA WITH THE PENETRANT CLEANER. THIS MAY REMOVE PENETRANT FROM DISCONTINUITIES.

(c) Blot the area with the cloth to remove the unwanted penetrant.

NOTE: Do not use the same dampened cloth more than one time. This could cause penetrant removed the first time to be put back on the surface with the second use of the cloth. This could cause non-relevant indications.

(d) Examine the area with the ultraviolet light to make sure that the penetrant has been removed from the surface.

(e) If the penetrant is not sufficiently removed from the surface, repeat these steps until the surface penetrant is removed.

(4) Apply Developer

(a) Be sure the part or assembly is dry. (b) Put the developer on the surface. The best results happen when there is a very thin coat of

developer on the surface. You should be able to barely see the color of the part or assembly through the developer.

(c) If you use a dry powder developer, 1 Thoroughly dust the part or assembly with the developer. 2 Gently blow off the extra powder.

(d) If you use a nonaqueous wet developer, 1 Thoroughly shake the can to be sure that the solid particles in the developer do not settle

to the bottom of the liquid. 2 Spray a thin coat of developer on the surface.

NOTE: Take care not to use too much developer. If the developer puddles or begins to drip across the surface, the part or assembly must be processed again from the start.

(e) The developer must be allowed to stay on the surface for a minimum of 10 minutes before

interpretation of the results. If the developer dwell time exceeds two hours, the part or assembly must be processed again from the beginning.




(5) Interpretation

(a) Interpretation must happen in the lighting conditions described in the Lighting Parameters section.

(b) The inspectormust not wear darkened or light sensitive eye wear. These lenses can reduce the amount of fluorescence you see.

(c) The inspector must enter the darkened area and remain there for a minimum of 1 minute before interpretation to allow the eyes to adapt to the darkened conditions.

(d) Examine the part or assembly with the ultraviolet light. 1 Examine the surface with an 8x magnifier or more to show indications not visible with

normal vision. 2 A surface opening will be shown by a fluorescent indication. 3 A crack will show as a fluorescent line. It will be sharp when it first becomes visible. 4 Monitor indications that become visible during the developer dwell time. This will show the

nature of the discontinuity. The amount of penetrant from the discontinuity will give some information as to the size.

5 An indication from a deep discontinuity will become visible again if the area is blotted clean and developer put on again.

(6) After Inspection (a) Clean the part and inspection area to remove the developer and penetrant. (b) Refer to the General Requirements section for information on how to report inspection

results. 4. MAGNETIC PARTICLE INSPECTION

A. General

(1) Magnetic particle inspection is a nondestructive inspection method to show surface and near-surface discontinuities in parts made of magnetic materials. Alloys that contain a high percentage of iron and can be magnetized make up the ferromagnetic class of metals. Some types of steel may not have sufficient magnet properties to do a successful inspection.

NOTE: Magnetic particle inspection cannot be used to examine nonmagnetic parts or parts with weak magnet properties.

(2) The magnetic particle inspection uses three basic steps.

(a) Create a suitable magnetic field in the part. (b) Put the magnetic particles on the part. (c) Examine the area for inspection for magnetic particle patterns on the surface and decide on

the cause of the patterns. B. Materials and Equipment



Electromagnetic Yoke DA-200

Parker Research Corp. 2642 Enterprise Rd. W Clearwater, FL 33528 Phone: 800 525-3935 Web: http://www.parkreshcorp.com/

Fluorescent Magnetic Particle Bath

14AM (Aerosol Can)

Magnaflux Corp.

3624 W. Lake Ave. Glenview, IL 60026 Phone: 847 657-5300 Phone: 847 657-5300 Web: http://www.magnaflux.com





Magnetic Field Strength Indicator

Magnaglo 2480 Magnaflux Corp.

Portable Ultraviolet Light ZB-23A Magnaflux Corp.

Light Meter DSE-2000A

Spectronics Corp

956 Brush Hollow Road Westbury, New York 11590 Phone: 800 274-8888 Web: http://www.spectroline.com/

(2) Fluorescent magnetic particles have a high sensitivity and the ability to show small fatigue

cracks. Visible or dry magnetic particles do not have the needed sensitivity.

CAUTION: DO NOT USE VISIBLE OR DRY MAGNETIC PARTICLES FOR INSPECTION OF AIRPLANES OR COMPONENTS.

(3) Refer to industry specifications ASTM E1444, Standard Practice for Magnetic Particle

Examination, and ASTM E 709, Standard Guide for Magnetic Particle Examination, or an equivalent specification for requirements for magnetic particle inspection materials and equipment.

(4) Permanent magnets must not be used. The intensity of the magnetic field cannot be adjusted for inspection conditions.

CAUTION: DO NOT USE PERMANENT MAGNETS FOR INSPECTION OF AIRPLANES OR COMPONENTS.

(5) Contact prods must not be used. Localized heating or arcing at the prod can damage parts.

CAUTION: DO NOT USE CONTACT PRODS FOR INSPECTION OF AIRPLANES OR COMPONENTS.

(6) Refer to ASTME 1444, ASTME 709, or equivalent documentation for instructions to domagnetic

particle inspections. This section assumes the use of a portable magnetic particle system. The use of stationary magnetic particle inspection equipment is allowed. Stationary equipment must show that it can meet the inspection sensitivity requirements and is maintained correctly. Refer to the specifications in the Equipment Quality Control section.

C. Lighting Requirements

(1) Do the magnetic particle inspection in a darkened area where the background intensity of the white light is no more than 2 foot candles. If inspection is done on the airplane, the area must be darkened as much as practical for inspection.

(2) Ultraviolet lights must operate in the range of 320 to 380 nanometers to maximize penetrant fluorescence. The ultraviolet light intensity must be a minimum of 1000 microWatts per square centimeter with the light held 15 inches (381 mm) from the light meter. Let the ultraviolet light warm up for a minimum of 10 minutes before use.

(3) Measure the ultraviolet and ambient white light intensities before each inspection with a calibrated light meter.

D. Equipment Quality Control

(1) Refer to ASTM E 1444, ASTM E 709, or equivalent documentation for instructions for the quality control of magnetic particle materials and equipment. This section assumes use of an electromagnetic yoke.




(2) Dead Weight Check (a) The electromagnetic yoke must be able to lift 10 pounds while on AC current and with the

legs spaced 2 to 6 inches apart. (b) While on DC current, the electromagnetic yoke must be able to lift either 30 pounds with the

legs spaced 2 to 4 inches apart or 50 pounds with the legs spaced 4 to 6 inches apart. E. Inspection

(1) This section assumes the use of a portable magnetic particle system. (2) Unless otherwise specified, inspection coverage should be 100% of the part surfaces.

NOTE: Be aware of objects near the area of the inspection. Other parts may become

magnetized during the inspection process. Be aware of the location of airplane systems that may be sensitive to magnetic fields in the area of the inspection.

(3) Before Inspection

(a) Do the tests needed in the Equipment Quality Control section. (b) Do the tests needed in the Lighting Requirements section. (c) Prepare the part or assembly surface for the inspection. The area must be clean, dry and free

of dirt, grease, oil, or other contamination. Magnetic particle inspection can be done through thin layers of paint. If the paint is thick enough to cause interference with the inspection, the paint must be removed. It is recommended to remove paint if more than 0.003 inch thick.

NOTE: Cleaning materials and methods must be approved for use by the applicable Cessna

Aircraft Maintenance Manual, Structural Repair Manual, or Component Maintenance Manual.

NOTE: Mechanical methods to clean and remove paint should be avoided when practical. Take

care to avoid filing in or sealing the entrance to a surface discontinuity when using mechanical methods to clean or remove paint. Mechanical methods can result a rough surface condition which can cause non-relevant indications.

(4) Create the magnetic field.

(a) Electric current passes through the yoke to create a magnetic field between the legs of the

yoke. 1 A discontinuity that is perpendicular to a line directly between the legs of the yoke has the

highest probability for detection. 2 There are two types of electrical current. Direct current (DC) is better able to find

discontinuities deeper in the part. Alternating current (AC) is more sensitive to discontinuities on the surface of the part. Alternating current is preferred for this inspection.

(b) Position the legs on opposite ends of the part along a line perpendicular to the expected direction of the discontinuity.

NOTE: It may take several inspections in several directions to find discontinuities that are

oriented in different directions.

NOTE: Experience with magnetic particle inspection is necessary to find the amount of magnetic flux necessary to show discontinuities.

(c) Spray the magnetic particles on the part. (d) Energize the electromagnetic yoke for a minimum of 1 second.

(e) Test the magnetic field with the field indicator, Hall Effect meter or equivalent equipment.




Quality Indicators such as a Pie Gauge or shim can be used to show the strength of the magnetic field. Most quality indicators will need the magnetic particles to be put on the part surface to show magnetic field strength. 1 If the field strength is not sufficient, small discontinuities might be missed. Repeat these

steps with more magnetization. 2 If the field strength is too large, discontinuities might be hidden behind non-relevant

fluorescent indications. Demagnetize the part and then repeat these steps with decreased magnetization. NOTE: If the strength of the magnetization cannot be adjusted on the electromagnetic

yoke, adjust the distance between the legs to adjust the strength of the magnetic field. Put the legs closer together to increase the magnetic field. Put the legs farther apart to decrease the magnetic field.

(f) Allow 30 seconds for the magnetic particles to collect at discontinuities. With wet magnetic

particles, if practical, tilt the part to allow the magnetic particles to flow across the expected direction of the discontinuity.

(5) Interpretation

(a) Interpretation must happen in the lighting conditions described in the Lighting Parameters section.

(b) The inspectormust not wear darkened or light sensitive eye wear. These lenses can reduce the amount of fluorescence you see.

(c) The inspector must enter the darkened area and remain there for a minimum of 1 minute before interpretation to allow the eyes to adapt to the darkened conditions.

(d) Examine the part or assembly with the ultraviolet light. 1 A leakage field will be shown by a fluorescent pattern of the magnetic particles. This is

called an indication. 2 An indication caused by a discontinuity on the part surface will be a sharp, distinct pattern. 3 An indication caused by a subsurface discontinuity will usually be broader and fuzzier

compared to an indication of a surface discontinuity. 4 Be aware that indications which are not relevant to the inspection may be caused by

surface conditions or geometry. (6) Demagnetize Part

(a) Unless otherwise specified, demagnetize the part after the inspection. 1 Put the electromagnetic yoke on AC current setting and the magnetic field strength to

maximum.

NOTE: AC current is preferred, but DC current may be needed for increased penetration into the part.

2 Space the legs of the electromagnetic yoke to allow the part to pass between them. 3 Put the part between the legs of the electromagnetic yoke. 4 Energize the yoke with a magnetic field higher than that used for the inspection. Do not

allow the part to touch the legs of the electromagnetic yoke. 5 Pull the electromagnetic yoke away from the part. 6 De-energize the electromagnetic yoke when about 2 feet from the part. 7 Test the remaining magnetic field in the part with the field indicator, Hall effect meter or

equivalent equipment. 8 If the remaining magnetic field in the part is no more than 3 Gauss, the part is considered

demagnetized. If more than 3 Gauss, repeat the demagnetization procedure. (7) After Inspection

(a) Refer to the General Requirements section for information on how to report inspection results.




(b) Completely remove the magnetic particles from the part or assembly. (c) Reapply any protective coatings to the part to prevent corrosion.

NOTE: Materials and methods must be approved for use by the applicable Cessna Aircraft

Maintenance Manual, Structural Repair Manual, or Component Maintenance Manual.

5. ULTRASONIC THICKNESS TESTING

A. General (1) A common application for ultrasonic inspection is to find material thickness. The instrument will

measure the time-of-flight of the ultrasonic wave through the part. This procedure will show you how to find the thickness of metal after removal of corrosion or a blending procedure.

B. Equipment



Ultrasonic Thickness Gage (with A-scan ability)

25 Multiplus Olympus NDT Phone: 781-419-3900 Web: http://www.olympusndt.com

20 MHz Ultrasonic Transducer, 0.125 inch diameter

M208 Olympus NDT

Sonopen, 15 MHz, 0.125 inch diameter

V260-SM Olympus NDT

Couplant (Water Based)

Ultragel II

Sonotech, Inc.

774 Marine Drive Bellingham, WA 98225 Phone: 360-671-9121 Phone: 360-671-9121 Web: http://www.sonotech-inc.com/

(2) Instrument (a) The expected material thickness must be within the measurement range of the instrument. (b) The instrument resolution must be a minimum of 0.001 inch (0.0254 mm). (c) It is recommended that the instrument have an A-scan display. This will let the operator

monitor the interaction between the signal and the gating of the instrument. (3) Transducer

(a) The transducer must have a diameter of no more than 0.375 inch (9.525 mm) and a delay line.

(b) The recommended frequency is 5 to 10 MHz for material 0.5 inch (12.700 mm) thick or more an 10 to 20 MHz for material less than 0.5 inch (12.700 mm) thick.

(4) Reference Standard (a) The reference standard must be of the same base alloy as the metal for measurement. (b) Gage material can be used for a reference standard. It should be as close as practical to the

alloy and temper of the material for test. NOTE: When gage material is used; mechanically measure the thickness of the material.

(c) The reference standard must have enough thickness range that one step will be thinner and

one step thicker than the expected thickness range of the material. C. Calibration

(1) Set up the instrument with the manufacturer’s instructions. (2) Choose steps on the reference standard for the calibration. It is recommended that there is a

step between the chosen steps.




NOTE: It is important that the expected material thickness be between the range of the steps

chosen on the reference standard.

(3) Calibrate the instrument on the chosen steps of the reference standard. If there are any steps between the calibration steps, use them to make sure of the calibration.

D. Inspection (1) The area must be clean and free of grease, dirt, corrosion or other material that may affect the

inspection. (2) Examine the area for inspection. Record material thickness to the nearest 0.001 inch. (3) Take enough measurements that the minimum thickness is found in the blended area. (4) If possible, take a measurement in an adjacent area to get a nominal thickness. (5) Refer to the General Requirements section for information on how to report inspection results.

E. After Inspection (1) Refer to the General Requirements section for information on how to report inspection results. (2) Clean any couplant off the area.

6. VISUAL INSPECTION

A. General (1) Visual inspection is the most common form of airplane inspection. Visual inspection can find a

wide variety of component and material surface discontinuities, such as cracks, corrosion, contamination, surface finish, weld joints, solder connections, and adhesive disbonds. The results of a visual inspection may be improved with the use of applicable combinations of agnifying instruments, borescopes, light sources, video scanners, and other devices. The use of optical aids for visual inspection is recommended. Optical aids magnify discontinuities that cannot be seen by the unaided eye and also allow inspection in inaccessible areas.

(2) Personnel that do visual inspection tasks do not need to have certification in nondestructive inspection.

B. Visual Aids (1) Structure and components that must be routinely examined are sometimes difficult to access.

Visual inspection aids such as a powerful flashlight, a mirror with a ball joint, and a 10 power magnifying glass are needed for the inspection.

(2) Flashlights used for visual inspection should be suitable for industrial use and, where applicable, safety approved for use in hazardous atmospheres such as airplane fuel tanks. These characteristics should be considered when selecting a flashlight: foot-candle rating; explosive atmosphere rating; beam spread (adjustable, spot, or flood); efficiency (battery usage rate); brightness after extended use; and rechargeable or standard batteries. Inspection flashlights are available in several different bulb brightness levels:

(a) Standard incandescent (for long-battery life). (b) Krypton (for 70% more light than standard bulbs). (c) Halogen (for up to 100% more light than standard bulbs). (d) Xenon (for over 100% more light than standard bulbs)

(3) An inspection mirror is used to view an area that is not in the normal line of sight. The mirror should be of the applicable size to easily see the component and a swivel joint tight enough to keep its position.

(4) A single converging lens is often referred to as a simple magnifier. Magnification of a single lens can be found by the equation M = 10/f. In this equation, “M” is the magnification, “f” is the focal length of the lens in inches, and “10” is a constant that represents the average minimum distance at which objects can be distinctly seen by the unaided eye. For example, a lens with a focal length of 5 inches has a magnification of 2, or is said to be a two-power lens. A 10-power magnifier is needed for inspection.

(5) Borescopes (a) These instruments are long, tubular, precision optical instruments with built-in illumination,

designed to allow remote visual inspection of otherwise inaccessible areas. The tube, which can be rigid or flexible with a wide variety of lengths and diameters, provides the necessary optical connection between the viewing end and an objective lens at the distant or distal tip of the borescope.




(b) Optical Designs. Typical designs for the optical connection between the borescope viewing end and the distal tip are: 1 A rigid tube with a series of relay lenses; 2 A flexible or rigid tube with a bundle of optical fibers; and 3 A flexible or rigid tube with wiring that carries the image signal from a Charge Couple

Device (CCD) imaging sensor at the distal tip. NOTE: Instruments used as an aid for visual inspection must be capable of resolving

four line pairs per mm (4lp/mm).

(c) These designs can have either fixed or adjustable focus of the objective lens at the distal tip. The distal tip may also have prisms and mirrors that define the direction and field of view. A fiber optic light guide with white light is generally used in the illumination system. Some long borescopes use light-emitting diodes at the distal tip for illumination.

C. Visual Inspection Procedures

(1) Factors That Can Affect Inspection

(a) Lighting. Get sufficient lighting for the part or area. Do not look into glare to do the

inspection. (b) Comfort. The comfort (temperature, wind, rain, etc.) of the inspector can be a factor in

visual inspection reliability. (c) Noise. Noise levels are important. Too much noise reduces concentration, creates tension,

and prevents effective communication. All these factors will increase the chance of errors. (d) Inspection Area Access. Ease of access to the inspection area has been found to be of

major importance in reliable visual inspection. Access includes that into an inspection position (primary access) and to do the visual inspection (secondary access). Poor access can affect the interpretation of discontinuities, decisions, motivation, and attitude.

(2) Preliminary Inspection. Do a preliminary inspection of the general area for foreign objects,

deformed or missing fasteners, security of parts, corrosion, and damage. If the location is not easy to access, use visual aids such as a mirror or borescope.

(3) Corrosion. Remove, but do not do a treatment of any corrosion found during preliminary inspection. Do a treatment of corrosion found after the entire visual inspection is complete.

NOTE: If you leave corrosion in place or do a treatment of the corrosion before

inspection, it may hide other discontinuities.

(4) Clean. After the preliminary inspection, clean the areas or surface of the parts for inspection. Do not remove the protective finish from the part.

(5) Inspection. Carefully examine the area for discontinuities, with optical aids as needed. An inspector normally should have available applicable measuring devices, a flashlight, and a mirror. (a) Surface cracks. Refer to Figure 5. To look for surface cracks with a flashlight:

1 Point the light beam toward the face with between a 5° and 45° angle to the surface.

Refer to Figure 5. 2 Do not point the light beam at an angle such that the reflected light beam shines directly

into the eyes. 3 Keep the eyes above the reflected light beam. Measure the size of any cracks found with

the light beam at right angles to the crack and trace the length. 4 Use a 10-power magnifier to make sure of a suspected crack.




Visual Inspection for Cracks Figure 5

(b) Hardware and Fasteners. Examine rivets, bolts, and other hardware for looseness, integrity,

proper size and fit, and corrosion. Dished, cracked, or missing rivet heads and loose rivets should be identified and recorded.

(c) Control Systems. Examine cables, control rods, rod ends, fairleads, pulleys, and all other items for integrity, structural soundness, and corrosion.

(d) Visual Inspection for Corrosion. Inspection of an airplane for corrosion follows a systematic pattern. 1 Clues. The airplane is initially observed for clues about the care with which it has been

maintained. 2 Locations. Examine likely corrosion sites. These include galleys and food service areas,

lavatories, bilges, tank drains, and fastenings. When debris is found, it should be examined for iron oxide and the characteristically white powdery aluminum hydride. Biological contamination (mold, algae), which may feel greasy or slippery, frequently causes corrosion since it changes the acidity of any moisture it contains. Caulking and ealing compounds should be examined for good bond since corrosion can get under such aterials. Nutplates should be examined for corrosion under them. Tap tests should be done often and the cause of any dull sounding areas found. The omission of fuel additives by some fuel vendors can increase the deterioration of fuel tanks on a small airplane. In such cases, it is necessary to drain tanks and examine them with lighted borescopes or other aids. Flight and control surfaces are difficult to inspect since access is difficult. Extensive use of aids is recommended for such locations.




NOTE: The use of a center punch or awl to indent a surface should be used with care,

since awl or center punch pricks can cause fatigue cracks. 3 Sites. Careful detailed inspection of corrosion sites is then done to measure the amount of

corrosion. You may need to remove skin panels or other measures to further measure the damage.

(e) Disbonds. Many airplanes have adhesive bond panels. These may have disbonds and adhesive failures. Remember that, in adhesively bonded structures, evidence of corrosion can signal the loss of bond integrity. A good example of this condition is the pillowing which appears behind rivets. If the structure is bonded as well as riveted, the bond may be damaged where pillowing exists.

(f) Painted Surfaces. Examine painted surfaces for chipped, missing, loose or blistered paint and for signs of corrosion.

(g) Other surface discontinuities. Look for other surface discontinuities, such as discoloration from overheating; buckled, bulged, or dented skin; cracked, chafed, split, or dented tubing; chafed electrical wiring; delamination of composites; and damaged protective finishes.


CAPITULO “J” LISTING OF SUPPLENTAL INSPECTIONS SECCION 2-14-00

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: J - 0

Regresar al Indice

CAPITULO “J”

SECCION - 2-14-00

LISTING OF

SUPPLENTAL INSPECTIONS




LISTING OF SUPPLEMENTAL INSPECTIONS 1. Supplemental Inspection Procedures

A. Each of the supplemental inspections listed in this section has the instructions to do each Nondestructive Testing procedure needed.

B. Procedure (1) Each supplemental inspection is assigned an independent item code in Chapter 2. (2) The item codes are in Chapter 2, Inspection Time Limits. They are found in section 2-10-01. (3) The item code contains the subject and a reference to the actual supplemental inspection.

These inspections are found in sections that begin with 2-14-XX. (4) Each 2-14-XX section has the details of the inspection and, if needed, a reference to the

Nondestructive Testing procedure for that inspection. (5) The supplemental inspections that reference a Nondestructive Testing procedure will refer to 2-

13-01 document for the details of the procedure. (6) The supplemental inspection numbers in the list below agree with the number for the

Nondestructive Testing procedure, if applicable. Refer to Inspection Requirements - Hours to Years Equivalence.

C. If an airplane has exceeded the inspection limits given, the inspection must be done before May 1, 2012. Inspections in subsequent revisions to the SID shall be accomplished in accordance with the requirements of the revised inspection.

D. Service Information Letters/Service Bulletins (1) In addition to this maintenance manual, the following service information will be required to

complete the SID inspections (2-14-XX document sections).

BULLETIN TITLE ASSOCIATED SERVICE KIT

MEB07-01 Pilot and Copilot Secondary Seat Stop Includes SK337-75, SK337-76

MEB02-07 Main Landing Gear Actuator Inspection - 33701463 thru 33701550, all F337's

MEB96-05 Pilot and Copilot Secondary Seat Stop Installation SK210-174B, SK210-175A

SEB00-10 AN3-5A Bolts

MEB86-22 Shoulder Harness Adjuster Spring Inspection/Removal

ME68-24 Improved Engine Mount Leg - 337-0526 Thru 337-0894

ME72-05 Horizontal stabilizer Skin Inspection - 337-0001 thru 337-0627

ME72-19 Wing Flap Actuator Modification Includes - 337-0001 thru 337-0239

SK337-19

ME73-01 Flap Actuator Assembly - Replacement of Components

ME74-05 Aileron Pulley Bracket Inspection - 33701399 thru 33701550

ME77-33 Nose Gear Support Bumper Improvement SK337-38

ME78-05 HI-LOK Fasteners

ME80-33 Rudder Pedal/Elevator cable Interference Inspection




BULLETIN TITLE ASSOCIATED SERVICE KIT

ME83-20 Aileron Pulley Bracket Modification SK337-52

ME84-01 Nose Gear Actuator Spring Guide Improvement

SL65-43 Inboard Flap Travel Change - 337-0001 thru 337-0092

SL65-49 Elevator Up-Stop Bracket Change - 337-0001 thru 337-0106 SK337-1

SL65-54 Elevator Movement

SL67-60 Aileron Rod End Bearing Inspection

SL67-03 Rudder Bar Replacement - 337-0001 thru 337-0072

Supplemental Inspections (Sheet 1)

DETAILS FOUND IN SECTION 2A-14-XX

SUPPLEM.

INSPECTION

NUMBER

TITLE INSPECTION METHOD

REPEAT OPERA

TION ITEM CODE

2A-14-01 27-20-01 Rudder Pedal Torque Tube Inspection

VISUAL ALL USAGE

3,000 Hours or 5 Years

33 090101

2A-14-02 27-30-01 Elevator Trim Pulley Bracket and Actuator Bracket Structure Inspection

VISUAL ALL USAGE

5 Years 40 080101

2A-14-03 27-30-02 Elevator Trim Pulley Bracket and Actuator Bracket Structure Inspection

VISUAL ALL USAGE 1,000 Hours

23 080102

2A-14-04 27-30-03 Elevator Arm Assembly and Bearing Inspection

VISUAL ALL USAGE

1,000 Hours or 5 Years

24 080103

2A-14-05 27-50-01 Flap Control Cable Inspection VISUAL ALL USAGE

800 Hours or 4 Years

22 070101

2A-14-06 32-13-01 Main Landing Gear Spring Corrosion Inspection

VISUAL MILD

MODERATE 5 Years

40 050101

2-14-07 32-20-01 Nose Gear Torque Link Bolts and

Fork Inspection VISUAL


26 050102

2-14-08 32-31-01 Main Landing Gear Door Torque Tube, Link Arm and Door Hinge

Inspection

VISUAL 3000 Hours or 5 Years

26 050103






SUPPLEM.

INSPECTION

NUMBER


REPEAT OPERA

TION ITEM CODE

2-14-09 52-10-01 Cabin Door Mechanism Inspection


30 030101

2-14-10 53-11-01 Rear Spar Carry-Thru Bulkhead Inspection

VISUAL Typical: 1000 Hours or 10

Years

32 030103

2-14-11 53-11-02 Door Opening Structure and Instrument Panel Attachments Inspection

VISUAL 500 Hours 21 030104

2-14-12 53-11-03 Windshield Structure Inspection VISUAL 2500 Hours 28 030105

2-14-13 53-11-04 Pressurized Cabin Interior and Exterior Inspection

VISUAL 5000 Hours 34 030106

2-14-14 53-12-01 Rear Doorpost Bulkhead Inspection


29 030104

2-14-15 53-30-01 Cabin Interior Skin Panels VISUAL 5 Years 40 030105

2-14-16 53-41-01 Strut Fitting Inspection VISUAL Severe: 1000

Hours or 5 Years

31 030107

2-14-17 53-47-01 Seat Rails and Seat Rail Structure Corrosion Inspection

VISUAL 5 Years 39 030108

2-14-18 55-10-01 Horizontal Stabilizer and Attachments Inspection

VISUAL AND EDDY CURRENT


33 040101

2-14-19 55-30-01 Vertical Stabilizers, Rudders and Attachments Inspection

VISUAL WITH EDDY CURRENT


33 040102

2-14-20 55-51-01 Horizontal Stabilizer Attach Fitting Inspection


33 040103

2-14-21 56-10-01 Pilot and Copilot Windshield Attach Hole Inspection

VISUAL AND

OPTICAL PRIMS

200 Hours or 1 Year

20 030112

2-14-22 56-10-02 Acrylic Windshield and Windows VISUAL 15,000 Hours 38 030113

2-14-23 57-12-01 Wing Leading Edge Root Rib VISUAL 5 Years 39 040104






SUPPLEM.

INSPECTION

NUMBER


REPEAT OPERA

TION ITEM CODE

2-14-24 57-30-01 Wing Lower Skin and Stringers Inspection

EDDY CURRENT


36 040105

2-14-25 57-30-02 Wing Lower Skin and Spar Caps Inspection

EDDY CURRENT

Severe: 300 Hours

25 040107

2-14-26 57-41-01 Wing Fuselage Attach Fittings Inspection


Severe: 1000 Hours or 5

Years

31 040109

2-14-27 57-50-01 Tailboom Structure and Boom Attachment Areas Inspection

VISUAL 5 Years 40 040110

2-14-28 57-51-01 Aileron Support Structure Inspection



33 060101

2-14-29 57-53-01 Flap Tracks Inspection VISUAL 5 Years 40 040111

2-14-30 71-20-01 Front Engine Mount Inspection VISUAL 5000 Hours or At engine

overhaul

35 100101

2-14-31 71-20-02 Rear Engine Mount Inspection

FLOURES AND

MAGNETIC PARTICLE

5000 Hours or At engine

overhaul

35 100102

NOTE 1: For inspections given in both hour and calendar time, the initial inspection should be completed

at the noted hours or calendar time, whichever comes first. After the completion of each initial SID, repeat inspections may be competed based on hour time if the Corrosion Prevention and Control Program in section 2-30-00 is included in the airplane maintenance program. All other inspections are to be completed in accordance with the defined schedule..




SUPPLEMNTAL INSPECTION NUMBER: 27-20-01

1. TITLE:

Rudder Pedal Torque Tube Inspection

2. EFFECTIVITY

677, P3370001 thru P3370356, and FP3370001 thru FP3370023

INSPECTION COMPLIANCE

ALL USAGE: INITIAL 10,000 Hours or 20 Years (NOTE)

REPEAT 3,000 Hours or 5 Years (NOTE)

NOTE: Refer to Note 1, Section 2-14-00.

3. PURPOSE

To verify integrity of the rudder pedal torque tube assembly.

4. INSPECTION INSTRUCTIONS

A. Inspect rudder pedal torque tubes and cable attachment arms for cracks or weld failures due to corrosion or fatigue.

B. Inspect the rudder bar support brackets for cracks at the bend radii in the mounting flange.

C. Confirm the integrity and security of the cable and pedal attachments to the rudder bars.

5. ACCESS AND DETECTABLE CRACK SIZE

ACCESS/LOCATION DETECTABLE CRACK SIZE

Fuselage, Near Forward Firewall Not Allowed

6. INSPECTION PROCEDURE

Visual

7. REPAIR/MODIFICATION

Typical failures occur at or close to welds in the rudder bar. Since the rudder bar is not heat treated

after welding, it can be rewelded and used without subsequent heat treatment. Examine the rewelded

area after welding for any new or additional cracking. Make other repairs by replacing damaged or

missing parts with spare parts. Make repairs in accordance with Section 18 (Structural Repair) of the

Model 206 Service Manual. Coordinate any repair not available in Section 18 with Cessna Customer

Service prior to beginning the repair.

8. COMMENTS

This inspection supersedes and replaces CAP 27-20-01, Rudder Pedal Torque Tube Assembly.




SUPPLEMENTAL INSPECTION NUMBER: 27-30-01

1. TITLE:

Elevator Trim Pulley Bracket and Actuator Bracket Structure Inspection 2. EFFECTIVITY

P3370001 thru P3370356, and FP3370001 thru FP3370023


ALL USAGE: INITIAL 20 Years (NOTE)

REPEAT 1000 Horas (NOTE) NOTE: See Note 1, Section 2-14-00.. 3. PURPOSE

To verify the integrity of the elevator trim pulley brackets and the actuator support brackets. 4. INSPECTION INSTRUCTIONS

A. Inspect the torque tube and the torque tube brackets for signs of corrosion, stress cracks and lack of surface finish in the area of the torque tube fitting attachment. Refer to Figure 1.

NOTE: Corrosion may be detected by pillowing of aluminum tip rib riveted to the torque tube. B. Fully clean the elevator end ribs to remove all dirt and contaminates. Inspect the outboard side of

the elevator end ribs for corrosion, particularly in the radius of the flange. 5. ACCESS AND DETECTABLE CRACK SIZE

ACCESS/LOCATION DETECTABLE CRACK SIZE Left Hand Vertical Tail Area Not Allowed

6. INSPECTION METHOD Visual 7. REPAIR/MODIFICATION

Replace torque tube in accordance with Section 8. The torque tube and the elevator balance arm are matched sets of parts, with tapered holes drilled on assembly. Make repairs in accordance with Section 16 of this manual. Coordinate any repair not available in Section 16 with Cessna Customer Service prior to beginning the repair.

8. COMMENTS

This inspection replaces and supersedes CAP 27-30-00, Elevator Torque Tube Assembly




Elevator Torque Tube Assembly and End Rib Figure 1 (Sheet 1)





1. TITLE:

Elevator Trim Pulley Bracket and Actuator Bracket Structure Inspection 2. EFFECTIVITY



ALL USAGE: INITIAL 1000 Hours

REPEAT 1000 Hours NOTE: Coordinate this inspection with the trim tab actuator overhaul. 3. PURPOSE

To verify the integrity of the elevator trim pulley brackets and the actuator support brackets. 4. INSPECTION INSTRUCTIONS

A. Remove the trim tab door to get access to the actuator support hardware. Refer to Fig. 1, Detail A. B. Inspect elevator trim pulley brackets and actuator support brackets for cracks, corrosion and bent

flanges. Straighten bent flanges and check for any cracking. Refer to Figure 1. C. Inspect all pulleys for wear, flat spots, and freedom of rotation. D. Inspect all fasteners and attaching structure for integrity.



Stabilizer Not Allowed 6. INSPECTION METHOD Visual 7. REPAIR/MODIFICATION

Replace any cracked or excessively corroded (10% or more of the material thickness is missing in the corroded section) brackets. Replace excessively worn, flat spotted or stiff pulleys. Replace any loose or sheared fasteners. Make repairs in accordance with Section 16 of this manual. Coordinate any repair not available in Section 16 with Cessna Customer Service prior to beginning the repair.

8. COMMENTS

This inspection replaces and supersedes CAP 27-30-00, Elevator Torque Tube Assembly This inspection replaces and supersedes CAP 27-30-04, Elevator Trim Pulley Bracket Actuator Structure.




Elevator Trim Pulley Bracket and Actuator Bracket Structure Figure 1 (Sheet 1)





1. TITLE:

Elevator Arm Assembly and Bearing Inspection 2. EFFECTIVITY



ALL USAGE: INITIAL 1000 Hours or 5 Years (NOTE) REPEAT 1000 Hours or 5 Years (NOTE)

NOTE: See Note 1, Section 2-14-00..

3. PURPOSE

To inspect elevator control components 4. INSPECTION INSTRUCTIONS

A. Examine arm assembly for evidence of corrosion and cracks. Refer to Figure 1. B. Check bearing for looseness and freedom of movement.



Elevator Not Allowed 6. INSPECTION METHOD

Visual 7. REPAIR/MODIFICATION Replace corroded or cracked parts. Replace loose or excessively stiff bearings. Make repairs in accordance with Section 16 of this manual. Coordinate any repair not available in Section 16 with Cessna Customer Service prior to beginning the repair. 8. COMMENTS

This inspection replaces and supersedes CAP 27-30-02, Elevator Arm Assembly and Pushrod.




Elevator Arm Assembly and Bearing Figure 1 (Sheet 1)





1. TITLE:

Flap Control Cable Inspection 2. EFFECTIVITY



ALL USAGE: INITIAL 800 Hours or 4 Years (NOTE) REPEAT 800 Hours or 4 Years (NOTE)

NOTE: See Note 1, Section 2-14-00..

3. PURPOSE

To verify the integrity of the flap cable. 4. INSPECTION INSTRUCTIONS

A. Get access to the outboard flap cables in accordance with this manual. B. Inspect the cables in accordance with the flight control cable inspection procedures in 2-20-01,

Expanded Maintenance, Control Cables. It is permissible to use a cotton swab instead of a cloth for the inspection. Carefully examine the cable where it attaches to the quadrant. Refer to Figure 1.

C. If the cable appears dry, the lubrication originally supplied on the cable has probably oxidized and needs to be replaced with a light oil (5w motor oil, "3 in 1" oil, LPS-2, WD-40 or Diesel Fuel). Apply the oil to a cloth and then rub the cable with the cloth to coat the cable with a thin layer of oil. Do not apply excessive oil.

NOTE: The purpose of the oil is to prevent corrosion, so the exact formulation of the oil is not

critical. (See FAA AC43-4A for an explanation about interrupting the electrolyte path for corrosion prevention.)

D. Install the removed covers.



Wing N/A 6. INSPECTION METHOD

Visual 7. REPAIR/MODIFICATION

Control cables are not repairable. Replace any cable that fails the inspection. 8. COMMENTS




Flap Control Cable Figure 1 (Sheet 1)





1. TITLE:

Main Landing Gear Spring Corrosion Inspection 2. EFFECTIVITY


INSPECTION COMPLIANCE ALL USAGE: INITIAL 20 Years

REPEAT 5 Years 3. PURPOSE

To ensure corrosion protection of main landing gear springs.


NOTE: The main landing gear springs are made from high strength steel that is shot peened on the lower surface to increase the fatigue life of the part. If the protective layer of paint is chipped or worn away, corrosion (rust) is likely to occur.

A. Inspect the spring for worn or chipped paint.


ACCESS/LOCATION/ZONE DETECTABLE CRACK SIZE

Main Gear Section Not Allowed 6. INSPECTION METHOD


A. If rust has developed on the landing gear spring, it must be removed before refinishing. If the finish is worn or chipped, refinish the landing gear springs. The recommended procedure to remove rust is by hand sanding, using a fine grained sandpaper.

B. Sand to produce a diameter-to-depth ratio of about 10:1 after polishing to a finish of 0.063 or better. To determine the depth, use a straight edge and feeler gages. If the corrosion pit is deeper than 0.012 inches, the spring must be shot peened again using 330 steel shot to an almen intensity of 0.007 C to 0.010 C.

C. Refinish the sanded areas. (1) Wipe with solvent.

(a) Wipe off excess oil, grease or dirt from the surface to be cleaned. (b) Apply solvent to a clean cloth, preferably by pouring solvent onto cloth from a safety can or

other approved, labeled container. The cloth must be well saturated, but not dripping. (c) Wipe surface with the moistened cloth as necessary to dissolve or loosen soil. Work a small

enough area so the surface being cleaned remains wet. (d) Immediately wipe the surface with a clean, dry cloth, while the solvent is still wet. Do not

allow the surface to evaporate dry. (e) Do steps (b) through (d) again until there is no discoloration on the drying cloth.

(2) Apply corrosion primer in accordance with Corrosion-Resistant PrimerMIL-PRF-23377G or later. (a) Mix and apply in accordance with manufacturer’s instructions. (b) Apply mixture with a wet cross coat to yield a dry film thickness of 0.6 to 0.8 mils. (c) Allow to air dry for two to four hours. (c) Allow to air dry for two to four hours.




(3) Apply Polyurethane Enamel Topcoat.

(a) Mix and apply in accordance with manufacturer’s instructions. (b) Apply mixture with a wet cross coat to produce a dry film thickness of 1.5-2.0 mils. (c) Allow to air dry per the manufacturer’s instruction.

8. COMMENTS





1. TITLE:

Nose Gear Torque Link Bolts and Fork Inspection 2. EFFECTIVITY P3370001 thru P3370356, and FP3370001 thru FP3370023



REPEAT 3,000 Hours or 5 Years (NOTE) NOTE: Refer to Note 1, Section 2-14-00. 3. PURPOSE

To ensure structural integrity of the nose gear torque link bolts and nose gear fork. 4. INSPECTION INSTRUCTIONS

A. Remove torque link bolts one at a time using the Model P337 Service Manual as a guide. B. Inspect for bent bolts or worn bolts. Install serviceable bolts after the inspection. Refer to Figure 1. C. Inspect the torque link bushings for excessive wear or deformation. Maximumnew clearance

between the NAS bushings in the torque link and the 0543000-9 clamp bushing is 0.002 inch. Use 0.004 inch clearance as a wear limit.

D. Inspect the fork for cracking along the forging parting line. Refer to Figure 1. 5. ACCESS AND DETECTABLE CRACK SIZE

ACCESS/LOCATION DETECTABLE CRACK SIZE Nose Gear Section Not Allowed

6. INSPECTION METHOD


Replace bent bolts or excessively worn bolts or bushings with new parts. A cracked fork is not repairable, and must be replaced. Make other repairs in accordance with Section 16 of this manual. Coordinate any repair not available in Section 16 with Cessna Customer Service prior to beginning the repair.

8. COMMENTS




Nose Gear Torque Link Bolts and Fork Figure 1 (Sheet 1)





1. TITLE:

Main Landing Gear Door Torque Tube, Link Arm and Door Hinge Inspection 2. EFFECTIVITY P3370001 thru P3370356, and FP3370001 thru FP3370023




To ensure structural integrity of the main landing gear door torque tube and link arm. 4. INSPECTION INSTRUCTIONS

A. Open the main landing gear doors. B. Inspect the main landing gear torque tube and the arm from the actuator to the torque tube for

corrosion or cracking. Refer to Figure 1. C. Inspect the door hinge for exfoliation corrosion. Refer to Figure 1.


ACCESS/LOCATION DETECTABLE CRACK SIZE Nose Gear Section Not Allowed



Replace bent bolts or excessively worn bolts or bushings with new parts. Remove corrosion by sanding lightly. Replace the parts if 10% or more of the material thickness was removed. Make other repairs in accordance with Section 16 of this manual. Coordinate any repair not available in Section 16 with Cessna Customer Service prior to beginning the repair.

8. COMMENTS




Main Landing Gear Door Torque Tube, Link Arm and Door Hinge Figure 1 (Sheet 1)





1. TITLE: Cabin Door Mechanism Inspection 2. EFFECTIVITY P3370001 thru P3370356, and FP3370001 thru FP3370023




To verify the integrity of the door hardware and operating mechanism. 4. INSPECTION INSTRUCTIONS

A. Remove the door interior panel. B. Visually inspect all shaft assemblies, rods, handles/knobs, pins, bushings, screws, and torque tubes

for cracks, corrosion, worn holes, and fatigue. Refer to Figure 1. C. Install the door interior panel.


ACCESS/LOCATION DETECTABLE CRACK SIZE Interior of Cabin Door Not Allowed



If parts are cracked, repair or replace with new parts. Replace worn bearings. Remove all corroded material. Replace corroded parts if 10% or more of the material thickness was removed during the corrosion removal process. Repairs may be made in accordance with Section 16 of this manual. Any repair not available in Section 16 should be coordinated with Cessna Customer Service prior to beginning the repair.

8. COMMENTS




Upper Cabin Door Mechanism

Figure 1 (Sheet 1)G.3.6.




Upper Cabin Door Mechanism Figure 1 (Sheet 2)





1. TITLE:

Rear Spar Carry-Thru Bulkhead Inspection 2. EFFECTIVITY


INSPECTION COMPLIANCE TYPICAL: INITIAL 12,000 Hours or 20 Years (NOTE)

REPEAT 2000 Hours or 10 Years (NOTE) SEVERE: INITIAL 6000 Hours or 20 Years (NOTE)

REPEAT 1000 Hours or 10 Years (NOTE) NOTE: See Note 1, Section 2-14-00. 3. PURPOSE

To ensure structural integrity of the rear spar carry-thru bulkhead structure. 4. INSPECTION INSTRUCTIONS

A. Get access to the upper portion of the rear spar carry-thru bulkhead. B. Inspect for cracks and buckles in the upper rear spar bulkhead channel, forward and aft webs. Refer

to Figure 1. 5. ACCESS AND DETECTABLE CRACK SIZE

ACCESS/LOCATION DETECTABLE CRACK SIZE Cabin Interior Section Not Allowed



Replace damaged bulkhead with a new part, or contact Cessna Customer Services for a repair. 8. COMMENTS




Rear Spar Carry-Thru Bulkhead Figure 1 (Sheet 1)





1. TITLE:

Door Opening Structure and Instrument Panel Attachments Inspection 2. EFFECTIVITY


INSPECTION COMPLIANCE TYPICAL: INITIAL 500 Hours

REPEAT 500 Hours

NOTE: See Note 1, Section 2-14-00. 3. PURPOSE

To ensure the structural integrity of the pressurized structure..


A. Examine the outside skin on the left and right sides of the aircraft where the instrument panel is attached. Inspect the rivet holes for cracks. Refer to Item 1, Figure 1.

B. Examine the forward doorpost around the lower latch for cracks in seal retainer or latch bracket. Refer to Item 2, Figure 1.

C. Examine the forward doorpost around the upper latch for cracks in seal retainer or latch bracket. Refer to Item 3, Figure 1.

D. Examine the rear doorpost around the lower latch for cracks in seal retainer or latch bracket. Refer to Item 4, Figure 1.

E. Examine the rear doorpost around the upper latch for cracks in seal retainer or latch bracket. Refer to Item 5, Figure 1.

F. Examine the outside skin just above the forward edge of upper door hinge, on cabin top. Examine the hinge itself in the same area for cracks. Refer to Item 6, Figure 1.

G. Examine the pins and pin supporting structure on the lower door for cracks. Refer to Item 7, Fig. 1. 5. ACCESS AND DETECTABLE CRACK SIZE

ACCESS/LOCATION DETECTABLE CRACK SIZE Cabin Section Not Allowed



Replace any cracked brackets. Replace any loose or sheared fasteners. Make repairs in accordance with Section 16 of this manual. Coordinate any repair not available in Section 16 with Cessna Customer Service prior to beginning the repair.

8. COMMENTS




Door Opening Structure and Instrument Panel Attachments Figure 1 (Sheet 1)




Door Opening Structure and Instrument Panel Attachments Figure 1 (Sheet 2)





1. TITLE:

Windshield Structure Inspection 2. EFFECTIVITY


INSPECTION COMPLIANCE TYPICAL: INITIAL 5000 Hours

REPEAT 2500 Hours

3. PURPOSE



A. Examine the 1513252 bulkhead at the base of the windshield for cracks in the outer bend radius and inner flange. Examine especially at the sharpest radius of the part near the sides of the aircraft (left and right sides). Refer to Item 1, Figure 1.






8. COMMENTS




Windshield Structure Figure 1 (Sheet 1)





1. TITLE:

Pressurized Cabin Interior and Exterior Inspection 2. EFFECTIVITY


INSPECTION COMPLIANCE TYPICAL: INITIAL 10,000 Hours

REPEAT 5,000 Hours

3. PURPOSE



A. Examine the cowl deck skin for cracks at the left and right sides near the windshield. Refer to Item 1, Figure 1.

B. Examine the cabin top formers and cabin skins between the forward wing spar and rear firewall forcracks. Refer to Item 2, Figure 1.

C. Examine the forward face of the rear firewall at the junction with the cabin top. Examine especially inthe bend radius area on the right and left side of the fuselage. Refer to Item 3, Figure 1.

D. Completely remove the interior and perform a complete visual interior and exterior pressure vessel inspection.






8. COMMENTS




Pressurized Cabin Interior and Exterior Figure 1 (Sheet 1)





1. TITLE:

Rear Doorpost Bulkhead Inspection 2. EFFECTIVITY


INSPECTION COMPLIANCE ALL USAGE: INITIAL 5,000 Hours or 20 Years (NOTE)

REPEAT 3,000 Hours or 5 Years (NOTE) NOTE: Refer to Note 1, Section 2A-14-00. 3. PURPOSE

To ensure structural integrity of the rear doorpost structure. 4. INSPECTION INSTRUCTIONS

A. Get access to the upper portion of the rear doorpost. B. Inspect for cracks at approximately WL 78.75. This is approximately 3.75 inches below the top of the

upper doubler on the doorpost. Refer to Figure 1. 5. ACCESS AND DETECTABLE CRACK SIZE


Cabin Section Not Allowed 6. INSPECTION PROCEDURE

Visual

7. REPAIR/MODIFICATION Any repair not available in Section 16 should be coordinated with Cessna Customer Service prior to beginning the repair. 8. COMMENTS




Rear Doorpost Bulkhead Figure 1 (Sheet 1)





1. TITLE:

Cabin Interior Skin Panels 2. EFFECTIVITY



ALL USAGE: INITIAL 20 Years REPEAT 5 Years

3. PURPOSE

To verify the integrity of the cabin skins, stringers, and frames under and around sound deadening material.

4. INSPECTION INSTRUCTIONS A. Remove interior of airplane to gain access to inside skins, stringers, and frames. Remove sound

dampening material. B. Visually inspect skin panels for corrosion. Particular attention should be given to inspection of panels

below windows, floor panels, and other areas where moisture could enter or accumulate. C. Inspect interior surfaces of the door skins and structure for corrosion. D. Inspect frames, stringers, and roof formers for corrosion. E. Inspect cabin windows for integrity of the seal to preclude entry of water into cabin.


ACCESS/LOCATION DETECTABLE CRACK SIZE Cabin interior Not Applicable


Visual


A. If corrosion is found, remove corrosion by lightly sanding corroded area, taking care to remove as little material as necessary to completely remove corrosion and remaining pits in skin.

B. Buff out sanding marks. C. Assess remaining skin, stringer, or frame thickness by using an eddy current surface probe to

determine maximum material removed. (1) If more than 0.004 inch of skin material has been removed from the local area, the area must be

repaired or replaced. (2) If more than 10% of stringer or frame material has been removed from the local area, the area must

be repaired or replaced. D. Clean and prime sanded areas. E. Sound deadening material is for acoustic attenuation, and may be replaced or omitted at owner's

option. 8. COMMENTS

The thickness of the metal can be assessed using ultrasonic thickness testing.





1. TITLE

Strut Fitting Inspection 2. EFFECTIVITY



TYPICAL: INITIAL 12,000 Hours or 20 Years REPEAT 2000 Hours or 5 Years

SEVERE: INITIAL 6000 Hours or 20 Years

REPEAT 1000 Hours or 5 Years

3. PURPOSE To check for cracks in wing strut and end fittings. 4. INSPECTION INSTRUCTIONS

A. Remove the fairings. B. If the flight hours meet or exceed the inspection compliance hours (above), proceed to Detailed

Strut Fitting Inspection. C. Visual Strut Fitting Inspection

(1) Visually inspect the strut assemblies and attachment areas for cracks or corrosion. Refer to Figure 1. (a) If cracks or corrosion are found, proceed to Detailed Strut Fitting Inspection. (b) If no cracks or corrosion are found, proceed to Post Inspection.

D. Detailed Strut Fitting Inspection

(1) Support the wing in accordance with the Model P337 Service Manual. (2) Remove two 5/8 inch diameter main attach bolts and remove the strut. Refer to Figure 1.

NOTE: Because of the landing gear springs, the fuselage will move as the wing load is relieved. It

will be a trial and error process to find the wing jack load which will minimize the bolt load.

NOTE: Use a brass or nonmetallic hammer to start the bolt fromthe hole. Use a slide hammer with a 5/8 inch diameter claw to complete the bolt removal.

(3) On the strut assembly: (a) Conduct a bolt hole eddy current inspection for cracks at the attach hole on each end fitting.

Refer to Section 2-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Bolt Hole Inspection) for additional instructions.

(b) Conduct a surface eddy current inspection for cracks around each fastener and along the exposed edges of the fitting. Refer to Section 2-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection) for additional instructions.

NOTE: Some fasteners are in recessed areas cut from the fitting. For these fasteners, do the

inspection along the edge of the recessed area rather than at the edge of the fastener.




(4) On the wing attach fitting for the wing strut assembly:

(a) Conduct a bolt hole eddy current inspection for cracks of the attach hole. Refer to Section 2-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Bolt Hole Inspection) for additional instructions.

(5) On the fuselage wing strut attach fitting: (a) Conduct a bolt hole eddy current inspection for cracks of the attach hole. Refer to Section

2-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Bolt Hole Inspection) for additional instructions.

(b) Conduct a surface eddy current inspection for cracks around each fastener and along the exposed edges of the fitting. Refer to Section 2-13-01, Nondestructive InspectionMethods and Requirements, Eddy Current Inspection (Surface Inspection) for additional instructions.

NOTE: Some fasteners are in recessed areas cut from the fitting. For these fasteners, do the

inspection along the edge of the recessed area rather than at the edge of the fastener.

(6) Install and tighten the attach bolts after the inspection is complete.

NOTE: A 5/8 diameter bullet or tapered drift is recommended to align the holes to install t he bolts. Because of the close fit, a brass or nonmetallic hammer will expedite insertion of the bolt.

E. Post Inspection

(1) Install the fairings.



Under Strut Fairing Not Allowed 6. INSPECTION METHOD

Visual and Eddy Current 7. REPAIR/MODIFICATION

For cracks in the strut I-beam, replace the strut. For corrosion in the I-beam, remove the corrosion. Replace the strut if 10% or more of the material thickness was removed during the corrosion removal process. For cracks or corrosion in the fitting, replace the fitting.

NOTE: Corrosion or cracks in the strut cover(s) can be repaired using conventional sheet metal

methods. 8. COMMENTS

This inspection replaces and supersedes CAP 57-10-00, Wing Strut and End Fitting. This inspection should be coordinated with SID 57-41-01.




Strut Fitting Figure 1 (Sheet 1)





1. TITLE

Seat Rails and Seat Rail Structure Corrosion Inspection 2. EFFECTIVITY

P3370001 thru P3370356, and FP3370001 thru FP3370023 INSPECTION COMPLIANCE

ALL USAGE: INITIAL 5 Years


To verify the integrity of the seat rails. 4. INSPECTION INSTRUCTIONS

A. Remove seats and carpet or mat as necessary to gain access to inspect seat rails and seat rail

base. B. Visually inspect seat rails for corrosion.

(1) If adhesive, grime or debris are present, clean area to inspect around base.


ACCESS/LOCATION DETECTABLE CRACK SIZE Cabin Interior N/A



A. If corrosion is found, repair in accordance with the following:

(1) Clean and lightly sand corroded area to remove surface damage and pits. (2) Buff out scratch marks. (3) Reinspect area and assess amount of material removed.

(a) If thickness of flange has been reduced by 10% or more, rail must be replaced. (b) A local flange reduction of 20% of thickness is acceptable where confined to one side of

extrusion, provided that the reduced area does not coincide with both seat pin hole and fastener hole.

(c) If thickness of web is reduced by 10% or more, rail must be replaced. (d) If local web reduction of 20% exceeds 1" in length, rail must be replaced. (e) If bulb is reduced in thickness at seat pin hole by 5% or more, rail must be replaced. (f) If bulb is reduced by more than 10% at areas between holes, rail must be replaced.

(4) Brush coat sanded areas with alodine.

B. Reinstall seat and check for proper operation. If removed material on bulb interferes with proper operation of seat, replace rail.

8. COMMENTS

For extensive damage or conditions not addressed, contact Cessna Customer Service prior to beginning the repair.





1. TITLE:

Horizontal Stabilizer and Attachments Inspection 2. EFFECTIVITY


ALL USAGE: INITIAL 10,000 Hours or 20 Years (NOTE) REPEAT 3,000 Hours or 5 Years (NOTE)

NOTE: See to Note 1, Section 2-14-00

3. PURPOSE

To inspect horizontal stabilizer and attachments for signs of damage, fatigue or deterioration. 4. INSPECTION INSTRUCTIONS

A. Remove elevator from airplane and open all stabilizer access panels. B. Visually inspect elevator hinges for condition, cracks and security; hinge bolts, hinge bearings for

condition and security; bearings for freedom of rotation; attach fittings for evidence of damage, wear, failed fasteners and security.

C. Visually inspect forward and aft stabilizer spars, ribs, and attach fittings for cracks, corrosion, loose fasteners, elongated fastener attach holes and signs of fatigue and deterioration. Pay particular attention to the skins at the location where stringers pass through ribs. Apply finger pressure at the intersection to check for free play indicating a broken rib.

D. If corrosion or a frozen bearing is found in 4.B. or 4.C. above, conduct a surface eddy current inspection for cracks of each elevator hinge attach fitting. Refer to Section 2-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection) for additional instructions The inspection is for the aluminum structure outside of the bearing and the steel sleeve, so set the instrument for aluminum.

E. Install elevator and install all previously removed access panels according to the Model P337 Service Manual.


ACCESS/LOCATION DETECTABLE CRACK SIZE Horizontal Tail Not Allowed


Visual, and Eddy Current. 7. REPAIR/MODIFICATION

Replace damaged bolts and nuts. Replace damaged fittings and small parts. Replace damaged or loose rivets. Hinge bearings are prepacked with grease, which will eventually oxidize and harden after years of service. Several applications of penetrating oil will help free up a stiff bearing. Repairs may be made in accordance with Section 16 of this manual. Any repair not available in Section 16 should be coordinated with Cessna Customer Service prior to beginning the repair.

8. COMMENTS

This inspection supersedes and replaces CAP 55-10-00, Horizontal Stabilizer Inspection and CAP 55-10-01, Horizontal Stabilizer Spars and Attachments. Coordinate this inspection with SID 55-30-01.





1. TITLE:

Vertical Stabilizer, Rudder and Attachments Inspection 2. EFFECTIVITY


INSPECTION COMPLIANCE ALL USAGE: INITIAL 10,000 Hours or 20 Years (NOTE)


NOTE: See to Note 1, Section 2A-14-00. 3. PURPOSE

To inspect vertical stabilizer, rudder and attachments for signs of damage, cracks or deterioration.

4. INSPECTION INSTRUCTIONS A. Remove rudders from airplane and open all stabilizer access panels. B. Visually inspect rudder hinges for condition, cracks and security; hinge bolts, hinge bearings for

condition and security; bearings for freedom of rotation; attach fittings for evidence of damage, wear, failed fasteners and security. Refer to Figure 1.

C. Inspect forward and aft vertical stabilizer spars, ribs, and attach fittings for cracks, corrosion, loose fasteners, elongated fastener attach holes and signs of fatigue and deterioration.

D. Inspect rudders for deterioration resulting from fatigue, wear, overload, wind damage, and corrosion. E. Inspect the skins, spars, and ribs, for cracks, corrosion and working fasteners. Pay attention to the

upper end of the rudder spar at the attachment of the upper rib to the spar, and in the ribs at WL 76.80 and WL 112.90. The rudder tip must be removed to inspect the ribs. Refer to Figure 1.

F. If corrosion or a frozen bearing is found in step 4.B. above, conduct a surface eddy current inspection for cracks of each rudder hinge attach fitting. Refer to Section 2-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection) for additional instructions. The inspection is for the aluminum structure outside of the bearing and the steel sleeve, so set the instrument for aluminum.

G. Install rudder and install all previously removed access panels in accordance with the Model P337 Service Manual.



Vertical Fin, Rudder and Fin Attachment Not Allowed 6. INSPECTION METHOD

Visual with Eddy Current .


Replace damaged bolts and nuts. Replace damaged fittings and small parts. Replace damaged or loose rivets. Hinge bearings are prepacked with grease, which will eventually oxidize and harden after years of service. Seized bearings must be replaced. Repairs may be made in accordance with Section 16 of this manual. Any repair not available in Section 16 should be coordinated with Cessna Customer Service prior to beginning the repair.

8. COMMENTS

This inspection supersedes and replaces CAP 55-30-00, Vertical Stabilizer Spars and Attachments, and CAP 55-30-01, Rudder Hinges and Fittings.




Vertical Stabilizers, Rudders and Attachments

Figure 1 (Sheet 1)





1. TITLE:

Vertical Stabilizer, Rudder and Attachments Inspection 2. EFFECTIVITY





NOTE: See to Note 1, Section 2-14-00.

3. PURPOSE

To ensure the structural integrity of the Horizontal Stabilizer Attach Fitting Structure..


A. Visually inspect the horizontal stabilizer left and right attach fittingsfor cracks or corrosion. Refer to Figure 1.



Horizontal Stabilizer Not Allowed


Visual.


Replace cracked or corroded fittings. 8. COMMENTS




Horizontal Stabilizer Attach Fitting Figure 1 (Sheet 1)





1. TITLE:

Pilot and Copilot Windshield Attach Hole Inspection 2. EFFECTIVITY



ALL USAGE: INITIAL 200 Hours or 1 Years (NOTE)

REPEAT 200 Hours or 1 Years (NOTE)

NOTE: See to Note 1, Section 2-14-00.

3. PURPOSE

To inspect the acrylic windshield for cracks and make sure the rubber sleeves are properly installed and in good condition for the protection of the windshield from direct contact with the attaching fasteners.


A. Visually inspect the windshield for cracks around the attaching fasteners and make sure the sleeves are properly installed and are in good condition.

B. Perform an optical prism inspection of the windshield for voids or cracks near the fastener holes in the acrylic windshield. (1) Clean the windshield in accordance with Section 2 of this manual. (2) Fabricate an optical prism according to figure 1, or obtain Part Number 6580000-1 from Cessna.

Refer to Figure 1. (3) Apply couplant to the windshield near the inspection area.

NOTE: Couplant is identified as Ultragel II, available from SONOTECH, Inc., 774 Marine Drive,

Bellingham, WA 98225. Equivalent products can be used.

(4) Couple the prism to the windshield. Refer to Figure 2. (5) Illuminate the prism with a light source at an angle of 30 to 60 degrees. Refer to Figure 4. (6) Inspect the fastener holes by moving the prism toward and away from the fastener holes to get a

clear view of the entire hole. (7) The image of an undamaged hole will appear as a frosty cylinder. (8) The image of a fastener hole with a crack will appear as a frosty cylinder with a frosty or

reflective ear extending from the hole. The image of a crack from one fastener to another will appear as a frosty irregular surface. Refer to Figure 3.

(9) Clean the windshield in accordance with Section 2 of this manual.



Fuselage Not Allowed 6. INSPECTION METHOD

Visual and Optical Prism





The acrylic windshield is to be replaced every 15,000 hours, so do not conduct this inspection if the airplane has 15,000 flight hours (see SID 56-10-02). Refer to Section 3 of this manual for instructions on removing and replacing the windshield. Repairs can be made in accordance with Section 16 of this manual. Any repair not available in Section 16 should be coordinated with Cessna Customer Service prior to beginning the repair.

8. COMMENTS

Improperly installed or deteriorated sleeves, that allow the fasteners to have direct contact with the windshield, can create cracks. This could ultimately cause the windshield to fail in flight while the airplane is pressurized.




Locally Fabricated Prism Figure 1 (Sheet 1)




Prism Refraction Figure 2 (Sheet 1)




Windshield Attach Holes Figure 3 (Sheet 1)




Prism Illumination Figure 4 (Sheet 1)





1. TITLE:

Acrylic Windshield and Windows 2. EFFECTIVITY



ALL USAGE: INITIAL 15,000 Hours

REPEAT 15,000 Hours

3. PURPOSE

To make sure that the life limited acrylic windshield and windows are removed from service in accordance with the replacement time schedule.


A. Verify the windshield and window replacement. Refer to Item 1, Figure 1. 5. ACCESS AND DETECTABLE CRACK SIZE


Fuselage Not Allowed


Visual.


The acrylic windshield and windows are to be replaced every 15,000 hours. Refer to Section 3 of this manual for instructions on removing and replacing the windshield.

8. COMMENTS




Acrylic Windshield and Windows Figure 1 (Sheet 1)





1. TITLE:

Wing Leading Edge Root Rib 2. EFFECTIVITY P3370001 thru P3370356, and FP3370001 thru FP3370023




To verify the integrity of the Wing Leading Edge Root Ribs.. 4. INSPECTION INSTRUCTIONS

A. Remove the leading edge fairing. B. Visually inspect inboard of leading edge root ribs at WS 23.00 for corrosion. C. Remove the inspection cover outboard of WS 23.00 in leading edge. D. Visually inspect outboard side of leading edge root ribs at WS 23.00 for corrosion. E. Repair any corroded areas in accordance with Paragraph 7, Repair/Modification. F. Install the leading edge fairing and inspection cover.


ACCESS/LOCATION DETECTABLE CRACK SIZE Leading Edge Root Rib N/A



A. If corroded, sand corroded area lightly to remove corrosion. If corrosion is found on the outboard

side of the rib, it may be necessary to provide additional access in the leading edge skin. Contact Cessna Customer Service for instructions for cut and repair.

B. Clean area thoroughly to assess remaining thickness. C. If more than 20% of the thickness has been removed in any area, replace the rib. Up to 20% is

acceptable if confined to an area of 2 inches or less in length, and less than one square inch in area.

D. Brush coat sanded areas with alodine. E. Replace fairing. If the leading edge skin has been cut for access, repair in accordance with Cessna

Customer Service instructions. 8. COMMENTS





1. TITLE: Wing Lower Skin and Stringers Inspection 2. EFFECTIVITY



3. PURPOSE

To ensure structural integrity of the wing lower skin. 4. INSPECTION INSTRUCTIONS

A. Remove the upper skin panels outboard of WS 66.00 and the fuel tanks according to the Model

P337 Service Manual. B. Conduct an eddy current inspection of the lower wing skin stringers that are outboard ofWS 66.00

and located beneath the fuel tanks. Refer to Figure 1. Refer to Section 2-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection) for additional instructions.

C. Install the fuel tank and upper wing skins according to the Model P337 Service Manual.


ACCESS/LOCATION/ZONE DETECTABLE CRACK SIZE Lower Skin Under Fuel Tank Not Allowed


Eddy Current

7. REPAIR/MODIFICATION Repairs may be made in accordance with Section 16 of this manual. Any repair not available in Section 16 should be coordinated with Cessna Customer Service prior to beginning the repair.

8. COMMENTS




Wing Lower Skin and Stringers Figure 1 (Sheet 1)





1. TITLE:

Wing Lower Skin and Spar Caps Inspection 2. EFFECTIVITY



TYPICAL: INITIAL 5,000 Hours REPEAT 500 Hours

SEVERE: INITIAL 3,000 Hours REPEAT 300 Hours

3. PURPOSE To ensure structural integrity of the wing lower skin, spar caps and stringers. 4. INSPECTION INSTRUCTIONS

A. Support wing and tail booms. B. Turn fuel selector to AUX. FUEL or OFF. C. Remove the auxiliary fuel tank bay cover from the upper surface between the boom and wing root. D. Remove wing strut fairing and the upper wing strut cuff. E. If auxiliary fuel tanks are installed, do the steps that follow:

(1) Drain auxiliary fuel tank in each wing at drain near wing root. (2) Remove the rectangular inspection plate from the lower wing skin between the wing root and

auxiliary fuel tank drain and disconnect the fuel line on the inboard side of the auxiliary fuel tank. (3) Remove the auxiliary fuel tank gage transmitter cover from the upper wing surface. (4) Disconnect the fuel vent on the outboard side of the auxiliary fuel tank. (5) Disconnect auxiliary fuel tank fuel gage transmitter wiring. (6) Disconnect the two auxiliary fuel tank retaining straps and remove the fuel tank.

F. Do a bolt hole eddy current inspection of the front spar cap. Refer to Section 2-13-01,

Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Bolt Hole Inspection) for additional instructions.

NOTE: The area to be inspected is immediately outboard of the wing-strut attachment. Two NAS

221 screws and the jack point must be removed one at a time for the inspection. Figure 1 shows the location of the two NAS 221 screws and the jack point bolt. The NAS 221 screws secure the outboard edge of the boom, the lower wing skins and a doubler plate. Figure 2 is a cross sectional view of the section. Figure 3 is an exploded view showing the relationship of the lower spar cap to the other parts at the strut attachment.

(1) To get access to the nut and washer on the forward screw, reach through the opening in the

boom, obtained by removal of the strut cuff, and the inspection hole in the wing skin on the forward side of the strut attachment.

G. Remove the upper skin panels outboard of WS 66.00 by removing screws around the outer edge of the panel and around the filler openings.

H. Remove the fuel tank in accordance with the Model P337 Service Manual. I. Do a surface eddy current inspection of each wing for cracks at the lower rear spar caps and the

lower front spar caps. Refer the Section 2-13-01, Nondestructive Inspection Methods and Requirements,

Eddy Current Inspection (Surface Inspection) for additional instructions.




Wing Strut Attachment Area (Strut Cuff Removed) Figure 1 (Sheet 1)




Lower Spar Cap at Fasteners Figure 2 (Sheet 1)




Front Wing Spar Jack Point Area Figure 3 (Sheet 1)




1. Examine the front lower spar cap around each fastener accessible from the fuel bay for a

distance of 3 inches outboard from the rib at WS 66.00. Examine the aft edge of the front spar cap for the same distance. Examine the radius between the horizontal flange and the vertical flange of the spar cap for the same distance.

2. Examine the rear lower spar cap around each fastener accessible from the fuel bay for a distance of 3 inches outboard from the rib at WS 66.00. Examine the forward edge of the rear spar cap for the same distance. Examine the radius between the horizontal flange and the vertical flange of the spar cap for the same distance.

J. Remove the wing root access panels and wing root fairings. K. Visually inspect the corner radii of both spar webs and web doublers for cracks in the noted

areas. Refer to Figure 4. L. Install the items removed for inspection.


ACCESS/LOCATION DETECTABLE CRACK SIZE Lower Skin Under Fuel Tank Not Allowed


Eddy Current

7. REPAIR/MODIFICATION Replace any cracked parts. If corroded, sand area lightly to remove corrosion. If more than 10% of the thickness has been removed in any one area, replace the part.

8. COMMENTS




Front Spar Assembly Figure 4 (Sheet 1)





1. TITLE: Wing Fuselage Attach Fittings Inspection 2. EFFECTIVITY



SEVERE: INITIAL 6000 Hours or 20 Years REPEAT 1000 Hours or 5 Years

3. PURPOSE

To eddy current inspect primary load path of forward and aft spar fittings. 4. INSPECTION INSTRUCTIONS

A. Remove the wing strut and the upper wing strut cuff fairings. B. If the flight hours meet or exceed the inspection compliance hours (above), proceed to Detailed

Attach Fitting Inspection. C. Visual Attach Fitting Inspection

(1) Visually inspect the attachment areas for cracks or corrosion. Refer to Figure 1. (a) If cracks or corrosion are found, proceed to Detailed Attach Fitting Inspection. (b) If no cracks or corrosion are found, proceed to Post Inspection.

D. Detailed Attach Fitting Inspection (1) Support the wing and boom structure with two jacks to minimize the loads in the front and rear

spar attach points.

NOTE: Because of the landing gear springs, the fuselage will move as the wing and boom load is relieved. It will be a trial and error process to find the wing and boom jack loads which will minimize the bolt load. The same jack load will probably not be appropriate for both bolts

(2) Remove a 9/16 inch diameter front spar attach bolt and a 3/8 inch diameter rear spar attach bolt

(one at a time, replace the first before removing the second) and conduct a bolt hole eddy current inspection for cracks the wing attachment hole. Refer to Section 2-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Bolt Hole Inspection) for additional instructions.

NOTE: Use a brass or nonmetallic hammer to start the bolt fromthe hole. Use a slide hammer

with a 9/16 or 3/8 inch diameter claw to complete the bolt removal.

(3) Visually inspect the area around the bolts for deformation of wing attachment holes. Check for surface cracks or surface corrosion in the vicinity of the bolts.

(4) Replace and tighten the wing attach bolts nuts after the inspection. NOTE: An appropriate diameter bullet or tapered drift is recommended to align the holes to install

the bolts. Because of the close fit, a brass or nonmetallic hammer will expedite insertion of the bolt.

E. Post Inspection (1) Install the wing strut and the upper wing strut cuff fairings.





ACCESS/LOCATION/ZONE DETECTABLE CRACK SIZE Wing Attachment Area Not Allowed


Visual and Eddy Current

7. REPAIR/MODIFICATION Replace cracked or corroded fittings. Replace damaged, deformed or corroded bolts. Repairs may be made in accordance with Section 16 of this manual. Any repair not available in Section 16 should be coordinated with Cessna Customer Service prior to beginning the repair.

8. COMMENTS

This inspection supersedes and replaces CAP 57-10-01, Wing Fuselage Attach Fittings. This inspection is similar to SID 53-41-01 and should be coordinated with it.




Wing Fuselage Attach Fittings Figure 1 (Sheet 1)




Wing Fuselage Attach Fittings Figure 1 (Sheet 2)





1. TITLE:

Tailboom Structure and Boom Attachment Areas Inspection 2. EFFECTIVITY


ALL USAGE: INITIAL 20 Years (NOTE) REPEAT 5 Years (NOTE)

NOTE: See Note 1, Section 2-14-00. 3. PURPOSE To ensure structural integrity of boom attachment. 4. INSPECTION INSTRUCTIONS

A. Remove access panels from inboard side of booms. Refer to Figure 1. B. Use a borescope to examine the lower, inside surface of the boom from the front (wing boom

support structure) end of the boom to the aft (vertical fin attachment ) end of the boom for corrosion. C. Examine the screws, nutplates and collar areas at both ends of the boom for corrosion. D. If corrosion is found: (1) Remove the empennage. (2) Remove tail boom. (3) Inspect the boom attachment to wing for corrosion. (4) Inspect the attachment bolts for corrosion and security. (5) Upon completion, install the boom and empennage.


ACCESS/LOCATION/ZONE DETECTABLE CRACK SIZE Wings - Boom Attachment Not Allowed


Visual

7. REPAIR/MODIFICATION If bolts are corroded, replace bolts. Clean corrosion from structure by sanding lightly. Repairs may be made in accordance with Section 16 of this manual. Any repair not available in Section 16 should be coordinated with Cessna Customer Service prior to beginning the repair.

8. COMMENTS




Tailboom Structure and Boom Attachment Areas Figure 1 (Sheet 1)





1. TITLE:

Aileron Support Structure Inspection 2. EFFECTIVITY


ALL USAGE: INITIAL 10,000 Hours or 20Years (NOTE)


NOTE: See Note 1, Section 2-14-00. 3. PURPOSE

To ensure structural integrity of the Aileron Support Structure. 4. INSPECTION INSTRUCTIONS

A. Remove the ailerons in accordance with the Model P337 Service Manual. B. Visually inspect the aileron hinges for condition, cracks and security; hinge bolts, for condition and

security; hinge bearings for condition, security and freedom of rotation; hinge and pushrod attach fittings for evidence of damage, wear, failed fasteners and security. Refer to Figure 1.

C. Inspect aileron hinge fittings for cracks using surface eddy current. Refer to Section 2-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection) for additional instructions.

NOTE: The inspection is for the aluminum structure outside of the bearing and the steel sleeve, so

set the instrument for aluminum. D. Install the ailerons in accordance with Model P337 Service Manual.


ACCESS/LOCATION DETECTABLE CRACK SIZE Wings Not Allowed


Visual and Eddy Current 7. REPAIR/MODIFICATION

Replace any damaged or cracked fittings. Replace damaged hinge bolts. Replace loose, corroded or excessively tight bearings. Repairs may be made in accordance with Section 16 of this manual. Any repair not available in Section 16 should be coordinated with Cessna Customer Service prior to beginning the repair.

8. COMMENTS




Aileron Support Structure Figure 1 (Sheet 1)





1. TITLE

Flap Tracks Inspection 2. EFFECTIVITY

P3370001 thru P3370356, and FP3370001 thru FP3370023 CORROSION SEVERITY INSPECTION COMPLIANCE


REPEAT 5 Years

3. PURPOSE

To ensure the integrity of the flap tracks.


A. Visually inspect the inboard and outboard flap tracks for exfoliation corrosion, particularly along

exterior edges and edges of roller tracks. 5. ACCESS AND DETECTABLE CRACK SIZE


Flap Tracks Not Allowed 6. INSPECTION METHOD


Replace damaged flap tracks

8. COMMENTS





1. TITLE:

Front Engine Mount Inspection 2. EFFECTIVITY



REPEAT 5,000 Hours or At Engine Overhaul

NOTE: See to Note 1, Section 2-14-00. 3. PURPOSE

To ensure the structural integrity of the front engine mount.


A. Remove the front engine cowling, front engine, and sufficient accessories to allow removal of the

engine. B. Conduct a visual inspection of the complex bends of the fittings to which the rubber biscuits attach. C. Conduct a visual inspection of the vertical attachment of the aft mount supports to the tunnel, both

within the tunnel and outside of the tunnel. E. Replace the engine, previously removed accessories, and the forward engine cowling.


ACCESS/LOCATION DETECTABLE CRACK SIZE Under Front Cowl Not allowed



Repairs may be made in accordance with Section 16 of this manual. Any repair not available in Section 16 listed above should be coordinated with Cessna Customer Service prior to beginning the repair.

8. COMMENTS





1. TITLE:

Rear Engine Mount Inspection 2. EFFECTIVITY



REPEAT 5,000 Hours or At Engine Overhaul NOTE: See to Note 1, Section 2-14-00. 3. PURPOSE

To ensure the structural integrity of the front engine mount.


A. Remove the aft engine cowling, rear engine, and sufficient accessories to allow removal of the

tubular engine mount. B. Remove the tubular engine mount. C. Conduct a magnetic particle inspection for cracks in the welds of the tubular engine mount and three

inches on either side of the welds. Refer to Section 2-13-01, Nondestructive Inspection Methods and Requirements, Magnetic Particle Inspection, for additional instructions.

D. Replace the tubular engine mount, engine, previously removed accessories, and the aft engine cowling.


ACCESS/LOCATION DETECTABLE CRACK SIZE Under Front Cowl Not allowed

6. INSPECTION METHOD Fluorescent Magnetic Particle


Repair any cracks by rewelding. Prior to welding, locate either a drive pin or a hole welded shut in the tube to be welded. Open the hole prior to welding. After welding, while the welded area is still hot, introduce 3cc of unboiled Linseed oil, or 6cc of corrosion preventative compound conforming to MIL-PRF-81309, through the hole and reseal it using the same method as was used in the original fabrication. The engine mount is not heat treated after fabrication, so no processing after welding is required. Repairs may be made in accordance with Section 16 of this manual. Section 16 also describes tubes which MUST be replaced in their entirety rather than being repaired. Any repair not available in Section 16 listed above should be coordinated with Cessna Customer Service prior to beginning the repair.

8. COMMENTS This is a complex and involved inspection. It is recommended that the inspection be coordinated with an engine overhaul, even if the time does not exactly agree with inspection hours. Recurring inspections will be satisfied by inspections at engine overhaul. The initial inspection must be completed by June 1, 2014.


CAPITULO “K” EXPANDED MAINTENANCE SECCION 2-20-01

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: K - 0

Regresar al Indice

CAPITULO “K”

SECCION - 2-20-01

EXPANDED MAINTENANCE




EXPANDED MAINTENANCE

1. CONTROL CABLES

A. The chromium nickel steel wire is helically twisted into strands and the strands laid about other

strands forming the flexible steel cable. The diameter of the cable is determined by the number of wires and the number of strands in the cable.

(1) Construction of Cables

(a) Cable diameter, 1/32 inch, 3 by 7 construction - Cable of this construction shall consist of three

strands of seven wires each. There shall be no core in this construction. The cable shall have a length of lay of not more than eight times nor less than five times the nominal cable diameter.

(b) Cable diameter, 1/16 inch and 3/32 inch, 7 by 7 construction - Cable of this construction shall consist of six strands of seven wires each, laid around a core strand of seven wires. The cable shall have a length of lay of not more than eight times nor less than six times the nominal cable diameter.

(c) Cable diameter, 1/8 inch through 3/8 inch, 7 by 19 construction - Cable of this construction shall consist of six strands laid around a core strand. The wire composing the seven individual strands shall be laid around a central wire in two layers. The single core strand shall consist of a layer of 6 wires laid around the central wire in a right direction and a layer of 12 wires laid around the 7 wire strand in a right direction. The 6 outer strands of the cable shall consist of a layer of 6 wires laid around the central wire in a left direction and a layer of 12 wires laid around the 7 wire strand in a left direction.

(d) Lubrication - A pressure type friction preventative compound, having noncorrosive properties, is applied during construction as follows: • Friction preventative compound is continuously applied to each wire as it is formed into a

strand so that each wire is completely coated. • Friction preventative compound is continuously applied to each strand as it is formed into a

cable so that each strand is completely coated.

(e) Definitions - The following definitions pertain to flexible steel cable:

• Wire - Each individual cylindrical steel rod or thread shall be designated as a wire. • Strand - Each group of wires helically twisted or laid together shall be designated as a strand. • Cable - A group of strands helically twisted or laid about a central core shall be designated as

cable. The strands and the core shall act as a unit. • Diameter - The diameter of cable is the diameter of the circumscribing circle. • WireCenter-The center of all strands shall be an individual wire and shall be designated as a

wire center. • Strand Core - A strand core shall consist of a single straight strand made of preformed wires,

similar to the other strands comprising the cable in arrangement and number of wires. • Preformed Type - Cable consisting of wires and strands shaped, prior to fabrication of the

cable, to conform to the form or curvature which they take in the finished cable, shall be designated as preformed types.

• Lay or Twist - The helical form taken by the wires in the strand and by the strands in the cable is characterized as the lay or twist of the strand or cable respectively. In a right lay, the wires or strands are in the same direction as the thread on a right screw and for a left lay, they are in the opposite direction.

• Pitch(or length of lay) - The distances, parallel to the axis of the strand or cable, in which a wire or strand makes one complete turn about the axis, is designated as the pitch (or length of lay) of the strand or cable respectively.




B. Inspection of Cable System

NOTE: For tools and equipment used in checking and rigging, refer to the appropriate sections of this Manual.

(1) Routing (a) Examine cable runs for incorrect routing, fraying and twisting. Look for interference with adjacent

structure, equipment, wiring, plumbing and other controls. (b) Check cable movement for binding and full travel. Observe cables for slack when moving the

corresponding controls. (2) Cable Fittings

(a) Check swaged fitting reference marks for an indication of cable slippage within the fitting. Inspect the fitting for distortion, cracks and broken wires at the fitting.

(b) Check turnbuckles for proper thread exposure. Also, check turnbuckle locking clip or safety wire. (3) Inspection of Control Cable.

(a) The control cable assemblies are subjected to a variety of environmental conditions and forms of deterioration that ultimately may be easy to recognize as wire/strand breakage or the not-so-readily visible types of corrosion and/or distortion. The following data will aid in detecting an unserviceable cable condition:

(b) Broken Wire 1 Examine cables for broken wires by passing a cloth along the length of the cable.

This will detect broken wires, if the cloth snags on the cable. Critical areas for wire breakage are those sections of the cable which pass through fairleads, across rub blocks and around pulleys. If no snags are found, then no further inspection is required. If snags are found or broken wires are suspected, then a more detailed inspection is necessary, which requires that the cable be bent in a loop to confirm the broken wires. Refer to Figure 1 for an example. Loosen or remove the cable to allow it to be bent in a loop as shown. Refer to Table 1 for bend diameter criteria. While rotating cable, inspect the bent area for broken wires. Table 1. Loop and Coil Diameter Criteria

Cable Diameter Smallest Allowable Smallest Allowable Loop Diameter (Loop Inside Diameter of Coil

Test) (Cable Storage)

1/32 Inch 1.6 Inch 4.7 Inch 1/16 Inch 3.2 Inch 9.4 inch 3/32 Inch 4.7 Inch 14.1 Inch 1/8 Inch 6.3 Inch 18.8 Inch 5/32 Inch 7.9 Inch 23.5 Inch 3/16 Inch 9.4 Inch 28.2 Inch

2 Wire breakage criteria for the cables in the flap, aileron, rudder and elevator systems are as

follows:

a Individual broken wires are acceptable in primary and secondary control cables at random locations when there are no more than three broken wires in any given 10-inch (0.254 m) cable length.

3 Corrosion

a Carefully examine any cable for corrosion that has a broken wire in a section not in contact with wear producing airframe components, such as pulleys, fairleads, rub blocks, etc. It may be necessary to remove and bend the cable to properly inspect it for internal strand corrosion, as this condition is usually not evident on




Cable Broken Wires and Pulley Wear Patterns Figure 1 (Sheet 1)




Cable Broken Wires and Pulley Wear Patterns Figure 1 (Sheet 2)




the outer surface of the cable. Replace cable if internal corrosion is found. For description of control cable corrosion, refer to Section 16, Corrosion Prevention and Control Program.

b Areas conducive to cable corrosion are below the refreshment center, in the wheel well, and in the tailcone. Also, if a cable has been wiped clean of its corrosion preventative lubricant and metal-brightened, the cable must be examined closely for corrosion.

(4) Pulleys (a) Inspection of Pulleys

1 Inspect pulleys for roughness, sharp edges and presence of foreign material embedded in the grooves. Examine pulley bushings or bearings to ensure smooth rotation, freedom from flat spots and foreign material.

2 Periodically rotate pulleys, which turn through a small arc, to provide a new bearing surface for the cable.

3 Check pulley alignment. Check pulley brackets and guards for damage, alignment and security. Various failures of the cable system may be detected by analyzing pulley onditions. Refer to Figure 1 for pulley wear patterns; these include such discrepancies as too much tension, misalignment, pulley bearing problems and size mismatch between cable and pulley.

(5) Cable Storage

(a) Cable assemblies shall be stored straight or in a coil. When stored in coil form, the coil inside diameter shall not be less than 150 times the cable diameter or bent in a radius of not less than 75 times the cable diameter. Refer to Table 1 for coil diameter criteria. Coils shall not be flattened, twisted or folded during storage. Storage requirements shall apply until the cable is installed in its normal position in the airplane. If only a part of the cable is installed in an assembly, cable storage requirements apply to the uninstalled portion of the cable.

(6) Flight Control Cable Inspection (a) General Information

WARNING: If the flight control cable system(s) are removed,

disconnected or cable section(s) are replaced, make sure that all rigging, travel checks, cable tensions and control surface checks are done in accordance with the procedures in the appropriate section for the affected flight control system.

NOTE: Flight control cable inspections are normally performed without removing or

disconnecting any part of the flight control system. However, it may be necessary to derig or remove the cable to get access to the entire cable.

(b) Cable Inspection Procedure

1 Each flight control cablemust be visually inspected along its entire length for evidence of broken wires, corrosion, fraying or other damage. Visual inspection may be via direct sight, mirror and flashlight or borescope.

2 Visually check for proper routing along entire length of cable. Make sure that cables, pulleys, attaching sectors and bell cranks are free and clear of structure and other components

NOTE: Some systems use rub blocks, it is permissible for control cables to rub against

these blocks.




3 Each flight control cable will be physically inspected, by passing a cloth along the entire

cable. Pay particular attention at all pulley, fairlead, bulkhead seal locations and other locations where the cable may be subject to chafing or wear.

NOTE: It may be necessary to have a second person move the flight control system

being inspected to ensure that the entire cable run in an affected area is checked.

4 Any flight control cable which snags the cloth due to broken wires is to be slackened (if

not previously slackened) and a loop test performed to identify number and location of individual broken wires (refer to Inspection of Control Cable). Wire breakage criteria is as follows for all cable systems: a Individual broken wires are acceptable in any cable provided that no more than three

individual wires are broken in any given ten-inch (0.254 m) cable length. If number of individual broken wires cannot be determined, cable is to be rejected. Any amount of cable or wire wear is acceptable, provided the individual broken wire criteria is met.

b Reject any cable if corrosion is found which appears to have penetrated into interior of cable. If extent of corrosion cannot be determined, cable is to be rejected.

5 Inspect all cable termination fittings (clevises, turnbuckles, anchors, swagged balls, etc.)

for security of installation, proper hardware and evidence of damage. a All turnbuckles are required to be secured. Safety wire or prefabricated clips are

acceptable. 6 Inspect cable pulleys.

a Inspect all pulleys for security of installation, evidence of damage and freedom of rotation.

b Pulleys which do not rotate with normal cable movement due to internal bearing failure are to be rejected.

c Pulleys with grooving etc., due to normal in-service use, are deemed serviceable, as long as overall function is not impaired.

7 Restore cable system as required following cable teardown (if performed).

a Tension tasks and other tasks specific to individual systems are described under applicable individual tasks.

b Any flight control cable system which has been torn down requires a flight control rigging check prior to release of airplane for flight.

2. MAIN LANDING GEAR ACTUATOR

A. Themain landing gear actuator is fabricated from a 2014-T6 Aluminum forging. The machined

forging contains several machined 4130 steel parts. B. Refurbishment of the Main Landing Gear Actuators NOTE: This procedure assumes the actuator has been removed from the airplane. Refer to Section 5

for removal instructions. (1) Disassemble the actuator. This includes:

(a) If the sector gear is included, remove it. (b) Remove the cap on the cylinder by: Removing the set screw and using a spanner wrench

with 1.75 inch spacing on 0.25 inch pins. (c) Remove the seals from under the cap. (d) Remove the plastic cap from the opposite end of the actuator.

NOTE: It snaps into place, so no tools are needed to remove it.




(e) Use a drift and dead blow hammer to remove the piston. (f) Remove the seals that sealed the piston rod from the actuator body. (g) Remove the backup roller by pressing the bearings through the actuator body.

NOTE: The hole is 0.624 inch, so use an arbor slightly smaller than 0.624 inch.

(2) Clean the actuator.

NOTE: If penetrant inspection is to be used, the part must be free from grease or oily film. If eddy current is to be used the part must be clean, but not necessarily oil free.

(3) Inspect the actuator for cracks, using penetrant or Eddy current. Refer to Section 2-13-01

Nondestructive InspectionMethods and Requirements, for additional instructions. Pay particular attention to: (a) The area adjacent to the three 0.25 inch or 0.31 inch attach holes. (b) The roller bearing hole for 0.624 inch diameter. (c) The sharp edge between the 2.28 inch diameter sector gear hole and the 1.0 inch piston rod

hole, and the 1.0 inch piston rod hole and the 0.624 inch backup roller hole. 1 If SEB01-2 has not been complied with, i.e., if the edges listed above are as machined,

perform the rework specified by SEB01-2 as follows: a Use fine grit emery cloth (600 grit) to polish the edges of the two holes listed above, so

there are no sharp edges or tool marks that can be felt with a fingertip. b Flush the actuator body after the rework is complete.

(d) Replace any housings showing crack indications. (4) Inspect the backup roller.

NOTE: The new and wear diameter is 0.4375 inch, +0.0000 or -0.0005 inch.

(a) Replace any worn rollers.

(5) Inspect the piston rod opposite the rack gear by installing the rack on 0.288 inch diameter rods.

(a) With the rods on a surface plate, set a dial indicator to zero. NOTE: Variation in reading must not exceed +0.002 or -0.002 inch when the back side of the

rack is swept with the gage. (6) Measure over the rod to the back side of the rack. The measurement must be 0.5016 to 0.5076

inch. (7) If the rack or gear teeth are worn beyond limits, replace the piston. (8) Assemble the actuator by reversing the disassembly order.

NOTE: Refer to the Illustrated Part Catalog (IPC) for detailed part numbers.

(a) Check the backup roller bearing for a 0.6250/0.6255 inch outside diameter.

1 Replace the deformed or damaged bearings. (b) Grease backup roller bearings with MIL-G-23827A or MIL-G-18709 grease.

NOTE: New bearings are prepacked with grease.

(c) Press one bearing flush with the housing with the closed end out. Install the roller and press

the other bearing into place. (d) Install rod seals in the actuator housing.




(e) Install packings and ring on the piston.

1 Assemble packings, lubricated with a filmof petrolatumVV-P-236, hydraulic fluidMIL H- 5605, or Dow Corning DC-7.

(f) Install the piston in the actuator body. (g) Lubricate piston rack gears with MIL-G-21164C lubricant.

CAUTION: Apply lubricant sparingly. Over-greasing might contaminate the hydraulic cylinder with grease, which might work past the packing.

(h) Install back up ring and packing on end cap. (i) Install end cap into cylinder and tighten it with a spanner until the cap is flush with the end of the cylinder. (j) Install and tighten the set screw in the cylinder cap. (k) Install the cap over the rack on the other end of the actuator. (l) If the actuator was supplied with a sector, install it.

CAUTION: Cessna has built at least five different sectors. The Part Numbers are 1281004-1, 1281012-1, 1298106-1, 9882002-2, and 9882002-3. 12XXXXX series sectors are not compatible with 98XXXXX series sectors.


CAPITULO “L” CORROSION PREVENTION SECTION 2-30-00

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: L - 0

Regresar al Indice

CAPITULO “L”

SECCION - 2-30-00

CORROSION PREVENTION

AND

CONTROL PROGRAM




CORROSION PREVENTION AND CONTROL PROGRAM

1. INTRODUCTION A. As the airplane ages, corrosion occurs more often, while, at the same time, other types of damage

such as fatigue cracks occur. Corrosion can cause damage to the airplane's structural integrity and if it is not controlled, the airframe will carry less load than what is necessary for continued airworthiness. (1) To help prevent this, we started a Corrosion Prevention and Control Program (CPCP). A

CPCP is a system to control the corrosion in the airplane's primary structure. It is not the function of the CPCP to stop all of the corrosion conditions, but to control the corrosion to a level that the airplane's continued airworthiness is not put in risk.

B. Complete the initial CPCP inspection in conjunction with the first SID inspection.

2. CORROSION PREVENTION AND CONTROL PROGRAM OBJECTIVE A. The objective of the CPCP is to help to prevent or control the corrosion so that it does not cause a

risk to the continued airworthiness of the airplane. 3. CORROSION PREVENTION AND CONTROL PROGRAM FUNCTION

A. The function of this document is to give the minimum procedures necessary to control the corrosion so that the continued airworthiness is not put in risk. The CPCP consists of a Corrosion Program Inspection number, the area where the inspection will be done, specified corrosion levels and the compliance time. The CPCP also includes procedures to let Cessna Aircraft Company and the regulatory authorities know of the findings and the data associated with Level 2 and Level 3 corrosion. This includes the actions that were done to decrease possible corrosion in the future to Level 1.

B. Maintenance or inspection programs need to include a good quality CPCP. The level of corrosion identified on the Principal Structural Elements (PSEs) and other structure listed in the Baseline Program will help make sure the CPCP provides good corrosion protection.

NOTE: A good quality program is one that will control all structural corrosion at Level 1 or better.

C. Corrosion Program Levels.

NOTE: In this manual the corrosion inspection tasks are referred to as the corrosion program inspection.

(1) Level 1 Corrosion. (a) Corrosion damage occurring between successive inspection tasks, that is local and can

be reworked or blended out with the allowable limit. (b) Local corrosion damage that exceeds the allowable limit but can be attributed to an

event not typical of the operator's usage or other airplanes in the same fleet (e.g., mercury spill).

(c) Operator experience has demonstrated only light corrosion between each successive corrosion task inspection; the latest corrosion inspection task results in rework or blend out that exceeds the allowable limit.

(2) Level 2 Corrosion. (a) Level 2 corrosion occurs between two successive corrosion inspection tasks that

requires a single rework or blend-out that exceeds the allowable limit. A finding of Level 2 corrosion requires repair, reinforcement or complete or partial replacement of the applicable structure.

(3) Level 3 Corrosion. (a) Level 3 corrosion occurs during the first or subsequent accomplishments of a corrosion

inspection task that the operator determines to be an urgent airworthiness concern.

4. REFERENCES

A. This is a list of references for the Corrosion Prevention and Control Program. (1) FAA Advisory Circular AC120-CPCP, Development and Implementation of Corrosion Prevention

and Control Program.




(2) FAA Advisory Circular AC43-4A, Corrosion Control for Aircraft (3) Cessna Illustrated Parts Catalogs - part number P608-12 (4) Cessna Maintenance Manual - part number D2516

5. CONTROL PREVENTION AND CONTROL PROGRAM APPLICATION A. The Corrosion Prevention and Control Program gives the information required for each corrosion

inspection. Maintenance personnel must fully know about corrosion control. The regulatory agency will give approval and monitor the CPCP for each airplane. (1) The CPCP procedures apply to all airplanes that have exceeded the inspection interval for

each location on the airplane. Refer to the Glossary and the Baseline Program. (a) Cessna Aircraft Company recommends that the CPCP be done first on older airplanes

and areas that need greater changes to the maintenance procedures to meet the necessary corrosion prevention and control requirements.

(2) Maintenance programs must include corrosion prevention and control procedures that limit corrosion to Level 1 or better on all Principal Structural Elements (PSEs) and other structure specified in the Baseline Program. If the current maintenance program includes corrosion control procedures in an inspection area and there is a report to show that corrosion is always controlled to Level 1 or better, the current inspection program can be used. (a) The Baseline Program is not always sufficient if the airplane is operated in high humidity

(severe) environments, has a corrosive cargo leakage or has had an unsatisfactory maintenance or repair. When this occurs, make adjustments to the Baseline Program until the corrosion is controlled to Level 1 or better. Refer to Section 2A-30-01, Corrosion Severity Maps, to determine the severity of potential corrosion.

(3) The CPCP consists of the corrosion inspection applied at a specified interval and, at times, a corrosion inspection interval can be listed in a Service Bulletin. For the CPCP to be applied, remove all systems, equipment and interior furnishings that prevent sufficient inspection of the structure. A nondestructive test (NDI) or a visual inspection can be necessary after some items are removed if there is an indication of hidden corrosion such as skin deformation, corrosion under splices or corrosion under fittings. Refer to the Baseline Program.

(4) The corrosion rate can change between different airplanes. This can be a result of different environments the airplane operates in, flight missions, payloads, maintenance practices (for example more than one owner), variation in rate of protective finish or coating wear. (a) Some airplanes that operate under equivalent environments and maintenance practices

can be able to extend the inspection intervals if a sufficient number of inspections do not show indications of corrosion in that area. Refer to the Glossary.

(5) Later design and/or production changes done as a result of corrosion conditions can delay the start of corrosion. Operators that have done corrosion-related Service Bulletins or the improved procedures listed in the Corrosion Program Inspection can use that specified inspection interval. Unless the instructions tell you differently, the requirements given in this document apply to all airplanes.

(6) Another system has been added to report all Level 2 and Level 3 corrosion conditions identified during the second and each subsequent CPCP inspection. This information will be reviewed by Cessna Aircraft Company to make sure the Baseline Program is sufficient and to change it as necessary.

6. BASELINE PROGRAM

A. The Baseline Program is part of the Corrosion Prevention and Control Program (CPCP). It is divided into Basic Task and Inspection Interval. In this manual the Basic Tasks are referred to as the Corrosion Program Inspection. This program is to be used on all airplanes without an approved CPCP. Those who currently have a CPCP that does not control corrosion to Level 1 or better must make adjustments to the areas given in the Baseline Program.

B. Typical Airplane Zone Corrosion Program Inspection Procedures.

(1) Remove all the equipment and airplane interior (for example the insulation, covers and, upholstery) as necessary to do the corrosion inspection.

(2) Clean the areas given in the corrosion inspection before you inspect them.




(3) Do a visual inspection of all of the Principal Structural Elements (PSEs) and other structure given in the corrosion inspection for corrosion, cracking and deformation. (a) Carefully examine the areas that show that corrosion has occurred before.

NOTE: Areas that need a careful inspection are given in the corrosion inspection.

(b) Nondestructive testing inspections or visual inspections can be needed after some

disassembly if the inspection shows a bulge in the skin, corrosion under the splices or corrosion under fittings. Hidden corrosion will almost always be worse when fully exposed.

(4) Remove all of the corrosion, examine the damage and repair or replace the damaged structure. (a) Apply a protective finish where it is required. . (b) Clean or replace the ferrous metal fasteners with oxidation.

(5) Remove blockages of foreign object debris so that the holes and clearances between parts can drain.

(6) For bare metal on any surface of the airplane, apply fuel and corrosion resistant primer MILPRF- 23377. (a) Apply a polyurethane topcoat paint to the exterior painted surface. Refer to the

manufacturer's procedures. (7) Apply compounds that will replace water and prevent corrosion.

(a) Apply one layer of LPS-3 Heavy-Duty Rust Inhibitor or equivalent, that will soak into the fayed surfaces to replace water and prevent corrosion. 1 Do Not Apply Compound to Displace Water and Prevent Corrosion to These Areas or

Items: a Oxygen System Lines and Components b Cables, Pulleys and Trim Tab Pushrod c Plastics, Elastomers d Lubricated Nylon and Teflon Surfaces (Greased Joints, Sealed Bearings and

Grommets) e Adjacent to Tears and Holes in Insulation (Not Waterproof) f Areas with Electrical Arc Potential, Wiring g Interior Upholstery Panels (Changes the Flammability Properties) h Pitot Tubes i Fuel Caps j Tie-Down Lugs k Chrome Items (handles, locks) l Stall Warning Detector

(8) Install the dry insulation blankets. (9) Install the equipment and airplane interior that was removed to do the corrosion inspection.

7. BASELINE PROGRAM IMPLEMENTATION

A. The Baseline Program is divided into specific inspection areas and zone locations. The inspection areas and zone locations apply to all airplanes. Refer to Figure 1, Airplane Zones.

8. REPORTING SYSTEM

A. Corrosion Prevention and Control Program Reporting System (Refer to Figure 2).

(1) The Corrosion Prevention and Control Program (CPCP) includes a system to report to Cessna Aircraft Company data that will show that the Baseline Program is sufficient and, if necessary, make changes.

(2) At the start of the second Corrosion Program Inspection of each area, report all Level 2 and Level 3 Corrosion results that are listed in the Baseline Program to Cessna Aircraft Company. Send the Control Prevention and Control Program Damage Reporting Form to: Cessna Aircraft Company, Customer Service, P.O. Box 7706, Wichita, KS, 67277 USA Phone: (316) 517-5800, FAX: (316) 517-7271.




9. AIRPLANE ZONES

Airplane Zones

Figure 1 (Sheet 1)

10. DAMAGE REPORT FORM




Corrosion Prevention and Control Program Damage Report Form Figure 2 (Sheet 1)




11. PERIODIC REVIEW A. Use the Service Difficulty Reporting System to report all Level 2 and Level 3 Corrosion results to

the FAA and to Cessna Aircraft Company. All corrosion reports received by Cessna Aircraft Company will be reviewed to determine if the Baseline Program is adequate.

12. CORROSION RELATED AIRWORTHINESS DIRECTIVES

A. Safety-related corrosion conditions transmitted by a Service Bulletin can be mandated by an

Airworthiness Directive (AD). Airworthiness Directives can be found on the FAA website: www.faa.gov.

13. APPENDIX A - DEVELOPMENT OF THE BASELINE PROGRAM

A. The Corrosion Prevention and Control Program Baseline Program

(1) The function of the Corrosion Prevention and Control Program (CPCP) is to give the minimum procedures necessary to prevent and control corrosion so that continued airworthiness is not at risk. The Principal Structural Elements (PSE's) are areas where the CPCP applies.

(2) The CPCP Baseline Program consists of a Corrosion Program Inspection (CPI) and an inspection time. Each inspection is to be done in an airplane zone.

(3) The corrosion reports that are sent to Cessna Aircraft Company and data from the FAA Service Difficulty Records were used to identify the inspection areas of the Baseline Program. When more than one incident of corrosion was identified at a specified location, an inspection was included for that location in the Baseline Program.

(4) When corrosion was found once, the data was examined to find if the corrosion was caused by one specified occurrence or if other airplanes could have corrosion in the same location. If the corrosion is not linked to one specific occurrence, the inspection should be added to the Baseline Program.

(5) The inspection interval was specified by the duration and corrosion severity. 14. APPENDIX B - PROCEDURES FOR RECORDING INSPECTION RESULTS

A. Record the Inspection Results.

(1) It is not an FAA mandatory procedure to record the CPCP results, but Cessna Aircraft Company recommends that records be kept to assist in program adjustments when necessary. The inspection of records will make sure the identification, repeat inspections and level of corrosion are monitored. The data can identify whether there is more or less corrosion at repeat intervals. The data can also be used to approve increased or decreased inspection intervals.

15. APPENDIX C - GUIDELINES

A. Glossary.

(1) The following additional information clarifies the previous sections of this document. Refer to Figure 3.

B. Glossary of General Descriptions.




WORD GENERAL DESCRIPTION

Allowable Limit The allowable limit is the maximum amount of material (usually expressed in material thickness) that may be removed or blended out without affecting the ultimate design strength capability of the structural member. Allowable limits may be established by the design approval holder. The FAA (or applicable regulatory authority) may also establish allowable limits. The design approval holder normally publishes allowable limits in the Structural Repair Manual or in Service Bulletins.

Baseline Program A Baseline Program is a CPCP developed for a specific model airplane. The design approval holder typically develops the Baseline Program. However, it may be developed by a group of operators who intend to use it in developing their individual CPCP. It contains the corrosion program inspection, an implementation threshold and a repeat interval for the procedure accomplishment in each area or zone.

Basic Task Refer to Corrosion Program Inspection.

Corrosion Program Inspection (CPI)

The Corrosion Program Inspection (CPI) is a specific and fundamental set of work elements that should be performed repetitively in all task areas or zones to successfully control corrosion. The contents of the CPI may vary depending upon the specific requirements in an airplane area or zone. The CPI is developed to protect the primary structure of the airplane.

Corrosion (Metal) The physical deterioration of metals caused by a reaction to an adverse environment.

Corrosion Prevention and Control Program (CPCP)

A Corrosion Prevention and Control Program is a comprehensive and systematic approach to controlling corrosion such that the load carrying capability of an airplane structure is not degraded below a level necessary to maintain airworthiness. It contains the corrosion program inspections, a definition of corrosion levels, implementation thresholds, a repeat interval for task accomplishment in each area or zone and specific procedures that apply if corrosion damage exceeds Level 1 in any area or zone.

Design Approval Holder

The design approval holder is either the type certificate holder for the aircraft or the supplemental type certificate holder.

Inspection Area The inspection area is a region of airplane structure to which one or more CPIs are assigned. The inspection area may also be referred to as a Zone.

Inspection Interval The inspection interval is the calendar time between the accomplishment of successive corrosion inspection tasks for a Task Area or Zone.

Level 1 Corrosion Level 1 Corrosion is one or more of the items that follow:

1. Corrosion damage occurring between successive inspections, that is local and can be reworked or blended out within the allowable limit.

2. Local corrosion damage that exceeds the allowable limit but can be attributed to an event not typical of the operator's usage or otherairplanes in the same fleet (e.g., mercury spill).

3. Operator experience has demonstrated only light corrosion between each successive corrosion task inspection; the latest corrosion inspection task results in rework or blend out that exceeds the allowable limit.

Level 2 Corrosion Level 2 corrosion occurs between two successive corrosion inspection tasks that requires a single rework or blend-out that exceeds the allowable limit. A finding of Level 2 corrosion requires repair, reinforcement or complete or partial replacement of the applicable structure.




WORD GENERAL DESCRIPTION

Level 3 Corrosion Level 3 corrosion occurs during the first or subsequent accomplishments of a corrosion inspection task that the operator determines to be an urgent airworthiness concern. NOTE: If Level 3 corrosion is determined at the implementation threshold or any

repeat inspection, it should be reported. Any corrosion that is more than the maximum acceptable to the design approval holder or the FAA (or applicable regulatory authority) must be reported in accordance with current regulations. This determination should be conducted jointly with the design approval holder.

Light Corrosion Light corrosion is corrosion damage so slight that removal and blendout over multiple repeat intervals (RI) may be accomplished before material loss exceeds the allowable limit.

Local Corrosion Generally, local corrosion is corrosion of a skin or web (wing, fuselage, empennage or strut) that does not exceed one frame, stringer or stiffener bay. Local corrosion is typically limited to a single frame, chord, stringer or stiffener or the corrosion of more than one frame, chord, stringer or stiffener where no corrosion exists on two adjacent members on each side of the corroded member.

Principal Structural Element (PSE)

A PSE is an element that contributes significantly to carrying flight, ground or pressurization loads and whose integrity is essential in maintaining the overall structural integrity of the airplane.

Task Area Refer to Inspection Area.

Urgent Airworthiness Concern

An urgent airworthiness concern is damage that could jeopardize continued safe operation of any airplane. An urgent airworthiness concern typically requires correction before the next flight and expeditious action to inspect the other airplanes in the operator's fleet.

Widespread Corrosion

Widespread corrosion is corrosion of two or more adjacent skin or web bays (a web bay is defined by frame, stringer or stiffener spacing). Or, widespread corrosion is corrosion of two or more adjacent frames, chords, stringers or stiffeners. Or, widespread corrosion is corrosion of a frame, chord, stringer or stiffener and an adjacent skin or web bay.

Zone Refer to Inspection Area.

16. APPLICATION OF THE CORROSION PROGRAM INSPECTION

NOTE: In this manual the Basic Tasks are referred to as the Corrosion Program Inspection (CPI). A. Typical Airplane Zone Corrosion Program Inspection Procedures.

(1) Remove all of the equipment and airplane interior (for example, the insulation, upper

upholstery panel and lower upholstery panel) as necessary to do the corrosion inspection. (2) Clean the areas given in the corrosion inspection before you inspect them. (3) Do a visual inspection of all of the Principal Structural Elements (PSE's) and other structure

given in the corrosion inspection for corrosion, cracking and deformation. (a) Carefully examine the areas that show that corrosion has occurred before.

NOTE: Areas that need a careful inspection are given in the corrosion inspection.




17. CORROSION LOCATION (1)

Corrosion Location Figure 3 (Sheet 1)




(b) Nondestructive testing inspections or visual inspections can be needed after some

disassembly if the inspection shows a bulge in the skin, corrosion under the splices or corrosion under fittings.

(4) Remove all of the corrosion, examine the damage and repair or replace the damaged structure.

(a) Apply a protective finish where it is required. Refer to Interior and Exterior Finish – Cleaning / Painting or Corrosion - Description and Operation.

(b) Clean or replace the ferrous metal fasteners with oxidation. (5) Remove blockages of foreign object debris so that the holes and clearances between parts

can drain. (6) For bare metal on any surface of the airplane, apply fuel and corrosion resistant primer

MILPRF-23377. (a) Apply a polyurethane topcoat paint to the exterior painted surface. Refer to the

manufacturer's procedures. (7) Apply compounds that will displace water and prevent corrosion. Refer to Section 2A-30-01,

Corrosion. (a) Apply one layer of LPS-3 Heavy-Duty Rust Inhibitor or equivalent, that will soak into the

fayed surfaces to replace water and prevent corrosion. 1 Do Not Apply Compound to Displace Water and Prevent Corrosion to These Areas or

Items: a Oxygen System Lines and Components b Cables, Pulleys and Trim Tab Pushrod c Plastics, Elastomers d Lubricated Nylon and Teflon Surfaces (Greased Joints, Sealed Bearings and

Grommets) e Adjacent to Tears and Holes in Insulation (Not Waterproof) f Areas with Electrical Arc Potential, Wiring g Interior Upholstery Panels (Changes the Flammability Properties) h Pitot Tubes I Fuel Caps j Tie-Down Lugs k Chrome Items (handles, locks) l Stall Warning Detector

(8) Install the dry insulation blankets. (9) Install the equipment and airplane interior (for example the upper upholstery panel and lower

upholstery panel) that was removed to do the corrosion inspection. 21. DETERMINATION OF THE CORROSION LEVELS

A. Find the Corrosion Levels, refer to Figure 4. (1) Corrosion found on a structure when you use the Corrosion Program and Corrosion Prevention

(CPCP) Baseline Program will help find the extent of the corrosion. (2) The second and subsequent inspections will find how well the CPCP programhas been

prepared or if there is a need to make adjustments to the Baseline Program. (3) A good quality CPCP is one that controls corrosion to Level 1 or better. (4) If Level 2 corrosion is found during the second or subsequent inspection, you must do

something to decrease the future corrosion to Level 1 or better. (5) If Level 3 corrosion is found, you must also do something to decrease the future corrosion to

Level 1. Also, a plan to find or prevent Level 3 corrosion in the same area on other airplanes must be added to the CPCP.

(6) All the corrosion that you can repair in the allowable damage limits, (less than 10 percent of the part thickness) is Level 1 corrosion.

(7) If all corrosion is Level 1, the CPCP is correctly prepared. (8) If you must reinforce or replace the part because of corrosion, the corrosion is Level 2. (9) If the part is not airworthy because of the corrosion, you must do an analysis to find out if the

corrosion is Level 3. (10) The chart found in this section will help find the level of the corrosion.




(11) The probability that the same problem will occur on another airplane is dependent on several

factors such as: pastmaintenance history, operating environment, years in service, inspectability of the corroded area and the cause of the problem.

22. LEVEL 2 CORROSION FINDINGS

A. All Level 2 corrosion that is more than the rework limits of the approved repair procedures must be reported to Cessna Aircraft Company. Cessna Aircraft Company engineering will do an analysis to make sure the corrosion is not an urgent airworthiness concern.

B. When doing the analysis, Cessna Aircraft Company will consider: (1) Can the cause of the corrosion be identified, such as a chemical spill or protective finish

breakdown? (2) Has the same level of corrosion been found on other airplanes? (3) Are the corrosion protection procedures applied during manufacture the same for earlier and

later models? (4) Age of the corroded airplane compared to others checked. (5) Is the maintenance history different from the other airplanes in the fleet?

23. TYPICAL ACTIONS THAT FOLLOW THE DETERMINATION OF THE CORROSION LEVEL.

A. If corrosion is found, find the corrosion level, then do the necessary steps for a specific inspection.

B. If Level 1 corrosion is found during the first CPCP inspection. (1) Repair the structure. Contact Cessna Aircraft Company for an approved repair procedure. (2) Continue with the Baseline Program.

(a) Optional: Document the results of the inspection for use in validating program compliance.

C. If Level 2 corrosion is found during the first CPCP inspection. (1) Repair the structure. Contact Cessna Aircraft Company for an approved repair procedure. (2) Report the details of the corrosion you see to Cessna Aircraft Company and the FAA (or

applicable regulatory authority). (3) Continue to use the Baseline Program but check the corroded area carefully when you do a

subsequent CPCP inspection. (4) It is recommended that you record the results of the inspection to show compliance with the

program.

D. If Level 3 corrosion is found during the first CPCP inspection. (1) Immediately contact Cessna Aircraft Company and the FAA (or applicable regulatory authority)

of the corrosion you found. Refer to Reporting System. (2) Give sufficient information to make sure that the condition is a possible urgent airworthiness

concern for your fleet. Get assistance from Cessna Propeller Aircraft Product Support to develop a plan of action.

(3) Apply the corrosion program inspection, which includes the repair of the structure. Contact Cessna Aircraft Company for an approved repair procedure.

(4) Do a report that has the information of the findings. Refer to Corrosion Prevention And Control Program Reporting System - Description And Operation.

(5) Continue with the Baseline Program and other steps of procedure required by the FAA (or applicable regulatory authority). Examine this area carefully during future inspections.

E. If no corrosion is found during the second or subsequent CPCP inspection: (1) Continue with the current Corrosion Prevention and Control Program. No adjustment of the

current program is required. (2) It is recommended that you record the results of the inspection for a possible increase of the

corrosion inspection interval.

F. If Level 1 corrosion is found on the second or subsequent CPCP inspection: (1) Do the corrosion program inspection, which includes the repair of the structure. Contact

Cessna Aircraft Company for an approved repair procedure. (2) Continue with the Baseline Program. (3) No adjustment of the existing program is required.




24. DIAGRAMA DE DETERMINACION DE NIVEL DE CORROSION (1)

Corrosion Level Determination Chart Figure 4 (Sheet 1)




(4) It is recommended that you record the corrosion inspection number and the results of the

inspection to show that the program was complied with.

G. If Level 2 corrosion is found on the second or subsequent CPCP inspection: (1) Repair the structure. Contact Cessna Aircraft Company for an approved repair procedure. (2) Do a report that shows the information about the corrosion and send it to Cessna Aircraft

Company and the FAA (or applicable regulatory authority). (3) If corrosion damage required the removal of material just beyond the allowable limits (within 10

percent), complete a check of the other airplanes in the fleet before you change your aircraft's maintenance program. (a) If the corrosion is typical of Level 2, use the fleet data to find what changes are required to

control corrosion to Level 1 or better. (b) If fleet damage is typically Level 1, examine the corroded area during subsequent inspections

on all affected airplanes. (c) Make changes to your aircraft's maintenance program if the typical corrosion becomes Level 2.

(4) Further evaluation by Cessna Aircraft Company is recommended for Level 2 corrosion findings that are well beyond the allowable limits and there is an airworthiness concern in which prompt action is required.

NOTE: The airworthiness concern is because of the possibility to have similar but more severe corrosion on any other airplane in the operator's fleet prior to the next scheduled inspection of that area.

(5) Find the action required to control the corrosion to a Level 1 or better, between future successive inspections. These can include the items that follow: (a) A structural modification, such as additional drainage. (b) Improvements to the corrosion prevention and control inspections, such as more care and

attention to corrosion removal, reapplication of protective finish, drainage path clearance. (c) Decrease the inspection interval for additional airplanes that go into the program.

(6) Send a plan of corrective action to the FAA (or applicable regulatory authority) for approval and to Cessna Aircraft Company as needed.

(7) Use the approved plan of action.

H. If Level 3 corrosion is found on the second or subsequent CPCP inspection: (1) Contact Cessna Aircraft Company and the FAA (or applicable regulatory authority) about the

corrosion that was found. (2) Send a plan to examine the same area on other affected airplanes in the operator's fleet. (3) Apply the corrosion program inspection, which includes the repair of the structure. Contact

Cessna Aircraft Company for an approved repair procedure.

I. Find the action needed to control the corrosion finding to Level 1 or better, between future successive inspections. These can include any or all of the following: (1) A structural modification, such as additional drainage. (2) Improvements to the corrosion prevention and control inspections, such as more care and

attention to corrosion removal, reapplication of protective finish, drainage path clearance. (3) A decrease in the inspection interval for additional airplanes entering the program.

J. Send a plan of corrective action to the FAA (or applicable regulator authority) for approval and Cessna Aircraft Company as needed.

K. Use the approved plan of action.

L. It is recommended that you give the details of the findings to Cessna Aircraft Company.

27. FACTORS INFLUENCING CORROSION OCCURRENCES

A. If you find Level 2 or Level 3 corrosion, when you think about how to change your CPCP, think about the list that follows. (1) Is there a presence of LPS-3 Heavy-Duty Rust Inhibitor? (2) Is there a presence or condition of protective finish?




(3) What was the length of time since the last inspection and/or application of corrosion inhibiting

compound? (4) Was there inadequate clean-up/removal of corrosion prior to application of corrosion inhibiting

compound, during previous maintenance of the area? (5) Are the moisture drains blocked or is there inadequate drainage? (6) What was the environment, the time of exposure to the environment and the use of the airplane? (7) Was there a variation in past maintenance history and or use of the airplanes in the operator's

fleet? (8) Were there variations in the production build standard in the operator's fleet?

28. REPORTING

A. The minimum requirements to prevent or control the corrosion in the Corrosion Prevention and Control Program (CPCP) were made on the best information, knowledge and experience available at the time. As this experience and knowledge increases, the CPCPs' intervals will be changed as necessary. A reporting system for this is in Section 4.0.

(1) You must contact the Cessna Aircraft Company about all Level 2 or 3 corrosion of the structure that is on the list in the Baseline Program that is found during the second and subsequent corrosion program inspections. Refer to Reporting System.

NOTE: You do not have to contact the Cessna Aircraft Company about corrosion that is found

on structure that is not on the list in the Baseline Program, for example the secondary structure.

29. PROGRAM IMPLEMENTATION

A. When a CPCP is started it is important to do the items that follow:

(1) Start inspections at the recommended interval following the completion of the first SID

inspection. (2) Once the corrosion program inspection (CPI) is started, repeat the subsequent applications of

the CPI at the recommended interval for each CPI. (3) You can start a CPCP on the basis of individual CPIs or groups of CPIs. (4) Cessna Aircraft Company highly recommends to start all of the CPIs as soon as possible. This

is the most cost effective way to prevent or control corrosion.




PAGINA INTENCIONALMENTE DEJADO EN BLANCO


CAPITULO “M” FORMATO DE INSTALACION Y REMOSION DOBLE COMANDO

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: M - 0

Regresar al Indice

CAPITULO “M”

FORMATO

DE INSTALACION Y REMOSION

DEL

DOBLE COMANDO




FORMATO DE INSTALACION DEL DOBLE COMANDO CESSNA T337G CP-327

DATOS: AERONAVE

MODELO/TIPO:

NUMERO DE SERIE:

TIEMPO TOTAL:

T.U.R.M.

MATRICULA

FECHA:

I. PROCEDIMIENTOS PARA LA INSTALACION DEL DOBLE COMANDO:

La Instalación del doble comando será realizada de acuerdo con la Memoria Técnica aprobada por la

DGAC, Manual de Servicio Cessna D2516-9-13, Sección 6 párrafo 6-6A, fig. 6-2A y Sección 9, párrafo 9-5

Fig. 9-2, AC 43.13.1B .

MECHANIC

1. Instalación de la rueda doble comando y tubo telescopico de la rueda de control Referencia Fig. 8 y 9 de la Memoria Técnica a. Instalación del tubo de la rueda de control de la sección delantera.

1. Retire el placard en el lado derecho del panel de instrumentos “DOBLE COMANDO REMOVIDO” vea fig. 8 de la MT.

2. Retire la cubierta (1) en el panel de instrumentos con los tornillos de fijado. Vea fig. 3 y 8 de la MT. 3. Retire el bracket (13) con el retiro del perno de seguridad (65). Vea fig. 9 de la MT. 4. Conecte la varilla de ajuste del conjunto del sleeve (23). Vea fig. 9 de la MT. 5. Instale el perno se seguridad (65) del eje (11) y del bracket (13) del conjunto del tubo (15) y jale para retirar

el tubo hacia atrás a través del panel de instrumentos. Vea fig.9 de la MT..

b. Instalación del tubo de la rueda de control de la sección posterior: 1. Instale el tubo (35) empujando hacia delante a través del panel de instrumentos. Vea fig.9 de la MT. 2. Instale el collar (24) fijando los stud (25), instale el pasador de seguridad. Vea fig. 9 de la MT. 3. Instale el tornillo de seguridad (64) del plug (18) y del glide (17). Vea fig. 9 de la MT. 4. Instale la cubierta (36) al tubo telescopico (35). Vea fig. 9 de la MT. 5. Instale el adaptador (37) con el perno (61) para asegurar la rueda de control (31). Vea fig. 9 de la MT. 6. Asegure la cubierta (36) hacia la rueda de control y asegure el adaptador (37). Vea fig. 9 de la MT. 1.

2. Instalación de los pedales (Ref. Fig. 10 y 11 de la Memoria Técnica)

a. Retire la tapa de registro del lado derecho de los pedales con la remoción de los cuatro tornillos. Ref. fig.10 de la MT.

b. Retire el perno (29), el hub (14) y las arandelas (13). Ref. Fig. 11 de la MT. c. Instale las varillas dual de los frenos y de los pedales con la instalación del pin (1), el pin (19) y el perno clevis

(18) Ref. Fig. 11 de la MT. d. Instale los tubos de la barra de los pedales con la instalación de los pernos (21) y tuercas (22). Vea Fig. 11. e. Asegúrese de la instalacion de los pin cotter en los pines (18), (19) y el perno clevis (18), Ref. Fig.11 de la

MT.

II. PRUEBA OPERACIONAL:

a. Opere jalando y empujando el timón de comando: revise el mecanismo de transmisión por libertad de movimiento. Verifique el correcto sentido del movimiento de los elevadores.

b. Opere girando en sentido horario y antihorario el timón de comando, revisando el mecanismo de transmisión por libertad de movimiento. Verifique el correcto sentido del movimiento de los alerones.

c. Opere presionando y liberando los pedales: revise el mecanismo de transmisión por libertad de movimiento, verifique el correcto sentido de movimiento del timón de dirección.

LIBERACION DE MANTENIMIENTO

III. Certifico que la remoción del comando y pedales ha sido realizados de acuerdo a lo prescrito en los procedimientos indicados en

la Sección I y luego de realizadas las pruebas operacionales de la sección II del presente formato, se encuentra Aeronavegable.

INSPECTOR:

NOMBRE Y APELLIDO Nº DE LICENCIA Y FIRMA




FORMATO DE RETIRO DEL DOBLE COMANDO CESSNA T337G CP-327

DATOS: AERONAVE

MODELO/TIPO:

NUMERO DE SERIE:

TIEMPO TOTAL:

T.U.R.M.

MATRICULA

FECHA:

I. PROCEDIMIENTOS PARA EL RETIRO DEL DOBLE COMANDO:

La remoción del doble comando será realizada de acuerdo con la Memoria Técnica aprobada por la DGAC, Manual de Servicio Cessna

D2516-9-13, Sección 6 párrafo 6-6A, fig. 6-2A y Sección 9, párrafo 9-5 Fig. 9-2, AC 43.13.1B.

MECHANIC

1. Remoción del tubo de la rueda doble comando y tubo telescopico de la rueda de control

Referencia Fig. 1, 2 y 3 de la Memoria Técnica

a. Remoción del tubo de la rueda de control de la sección posterior.

1. Deslice la cubierta (36) hacia el panel de instrumentos hasta exponer el adaptador (37) vea Fig. 2 de la MT

2. Retire el perno (61) que asegura el adapter (37) para retirar la rueda de control (31) vera Fig. 2 de la MT

3. Retire los tornillos de fijado (17) de la cubierta de guía (5), Ref. Fig. 2 de la M.T. Vea Fig. 2 de la MT

4. Retire el tornillo de seguridad (64) de plug (18) y del glide (17) Vea Fig. 2 de la MT

5. Corte el pasador de seguridad y retire los Studs (25) del collar (24) Vea Fig. 2 de la MT

Jale el tubo (35) hacia atrás y retírelo del panel de instrumentos Vea Fig. 2 de la MT.

b. Remoción del tubo de la rueda de control de la sección delantera:

2. Complete los pasos del 1 al 6 del ítem a. Vea Fig. 2 de la MT 3. Retire el perno de seguridad (65) del eje (11) y el bracket (13) del conjunto del tubo (15) y jale para retirar el

tubo hacia atrás a través del panel de instrumentos vea Fig. 2 de la MT. 4. Desconecte la varilla de ajuste del conjunto del sleeve (23) con el retiro del perno (62) vea Fig. 2 de la MT. 5. Instale en el eje (11) el bracket (13) con el perno de seguridad (65), vea Fig. 2 de la MT. 6. Instale la cubierta (1) en el panel de instrumentos con los tornillos (65) de fijado vea Fig. 3 de la MT 7. Coloque el placard en el lado derecho del panel de instrumento “DOBLE COMANDO REMOVIDO”, Vea

Fig. 4 de la MT.

2. Remoción de los pedales del Doble comando (Ref. Fig. 5, 6 y 7 de la Memoria Técnica)

a. Retire el pin (1), el pin (19) y el perno clevis (18) para retirar las varillas dual de frenos y los pedales.

b. Remueva los brazos de la barra de los pedales con el retiro del perno (21) y la tuerca (22)

c. Instale el Hub (14) fijándolo con el perno (29) añadiendo arandelas antifricción (13) como sea requeridas

para evitar excesiva luz Ref. Fig. 5 de la MT

d. Instale la tapa de registro (1) Ref. Fig. 6 de la Memoria Técnica, con cuatro tornillos en lado derecho del

compartimiento de los pedales Ref. Fig. 7.

II. PRUEBA OPERACIONAL:

a. Opere jalando y empujando el timón de comando: revise el mecanismo de transmisión por libertad de

movimiento. Verifique el correcto sentido del movimiento de los elevadores.

b. Opere girando en sentido horario y antihorario el timón de comando, revisando el mecanismo de transmisión

por libertad de movimiento. Verifique el correcto sentido del movimiento de los alerones.

c. Opere presionando y liberando los pedales: revise el mecanismo de transmisión por libertad de movimiento,

verifique el correcto sentido de movimiento del timón de dirección.

LIBERACION DE MANTENIMIENTO

III. Certifico que la remoción del comando y pedales ha sido realizados de acuerdo a lo prescrito en los procedimientos indicados en

la Sección I y luego de realizadas las pruebas operacionales de la sección II del presente formato, se encuentra Aeronavegable.

INSPECTOR:

NOMBRE Y APELLIDO Nº DE LICENCIA Y FIRMA


CAPITULO “N” OVERHAUL Y REEMPLAZOS

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: N - 0

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CAPITULO “N”

OVERHAUL

Y

REEMPLAZOS




LISTADO DE OVERHAUL / REEMPLAZOS

Todos los componentes incluidos en esta carta deberán inspeccionarse según se indica en el capitulo

correspondiente del Manual de Mantenimiento y serán reparados, overhauleados, reemplazados o

probados según como sea aplicable.

El tiempo utilizado para los TBO de los componentes, es el tiempo empleado de operacion del motor

desde el arranque, hasta el apagado en el presente vuelo, es decir, la diferencia del tacómetro /

horómetro de la aeronave antes del arranque y despues del apagado, en cada vuelo. Ref. NTC-SDA-007-

2002 y Oficio Circular Nº 021-2008-MTC/12.04.

COMPONENTE VIDA / LIMITE

ACCION OBSERVACIONES

Engine (TCM) TSIO-360-C 1,400 Hrs. 12 Años

Overhaul SIL 98-9A

Propeller Mc Cauley ( Front) D2AF34C-303A

2,000 Hrs. 6 Años

Overhaul

SB137AE

Propeller Mc Cauley ( Rear) D2AF34C-305

1,200 Hrs. 5 Años

Overhaul SB137AE

Governor 2000 Hrs 5 Años

Overhaul

SB137 AE

Alternator 1400 Hrs. 12 Años

Overhaul SIL 98-9A

Starter 1400 Hrs 12 Años

Overhaul SIL 98-9A

Magnetos 1400 Hrs.

4 Años Overhaul

SB 643B

Turbocharger 1400 Hrs Overhaul SIL 98-9A

Controller 1400 Hrs. Overhaul SIL 98-9A

Waste Gate 1400 Hrs. Overhaul SIL 98-9A

Pressure Relief Valve 700 Hrs. Overhaul S/M D2516-9-13 Old –Section A

Fuel Pumps 1400 Hrs. Overhaul SIL 98-9A

Fuel Control Unit 1400 Hrs. Overhaul SIL 98-9A

Fuel Manifold Valve 1400 Hrs. Overhaul SIL 98-9A

Check Valve (Turbocharger Oil line Check valve)

1000 Hrs Replace S/M D2516-9-13 Old –Section A

Windows and windshield 15,000 Hrs Replace Section 2-Figure 9 S/M

Old –Section A




COMPONENTE VIDA /

LIMITE

ACCION OBSERVACIONES

Restrain Assembly, Pilot, Copilot,

And Passenger Seats. 10 Years Replace

S/M D2516-9-13

Old -Section A

Trim Tab Actuator 1000 Hours.

3 Years Overhaul

S/M D2516-9-13

Old -Section A

Vacuum System Filter 500 Hours. Replace S/M D2516-9-13

Old -Section A

Vacuum system Hoses

10 Years Replace

S/M D2516-9-13

Old -Section A

Pitot And Static System Hoses 10 Years Replace S/M D2516-9-13

Old -Section A

Engine Air Filter (Front) 500 Hours. ó

1 Years Replace

S/M D2516-9-13

Ref: 2-03-00

Engine Air Filter Element (Rear)

200 Hrs.

12 Months Replace

STC Nº SA71GL

Brackett Aero Filters

Engine Mixture, Throttle, and Propeller

Controls

1400 Hours.

12 Years Replace

S/M D2516-9-13

Ref: 2-10-00 CODE 100014

Engine Driven Dry Vacuum Pump

Note: For a Vacuum Pump equipped with

a wear indicator, replace pump according

to the vacuum pump manufacturer´s

recommended inspection and replacement

intervals.

500 Hours Replace S/M D2516-9-13

Section 2-36

Landing Gear Hoses Set 5 Years Replace S/M D2516-9-13

Section 2-31

Fuel Pump Auxiliary Electric 10 Years Overhaul

S/M D2516-9-13

Old -Section A

E.L.T. Battery 05 Year Replace

INSTALATION AND

OPERATION MANUAL

DOCUMENT NUMBER:

570-0421

Section 4, parrafo 4.5


ANEXO “C” CONTINUED AIRWORTHINRSS PROGRAM

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: ANX - 0

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ANEXO “A”

CONTINUED AIRWORTHINESS

PROGRAM

PRESENTADO

EN UN VOLUMEN POR SEPARADO


FORM SID/ CPCP


FORMATOS: Regresar al Indice


FORM SID/ CPCP
