162 - Vulcanair

Transcription

162 - Vulcanair

vulcanair spa
via g. pascoli, 7
80026 casoria (na) – italia
tel. +39 081 5918111
fax +39 081 5918172
[email protected]
www.vulcanair.com
P68 VARIANTS
Approved by the Vulcanair Design Organisation
The technical content of this document is approved under the authority of DOA No. EASA.21J.009.
Operator obligations with regards to inspections, modifications and/or other technical directives and their times of
compliance are laid out in the relative Airworthiness Directives.
SERVICE BULLETIN
No. 162
(The present Service Bulletin annuls and replaces Service Bulletin No. 120 rev.1)
Design Organisation Approval No. AS-SB/10/007 dated 01 March 2010
Ref. MOD.P68/144 Approved by EASA with No. 10028661 on 02 February 2010
MANDATORY
SUBJECT: WING SAFE LIFE LIMITS AND SPECIAL INSPECTIONS ON WING AND
STABILATOR STRUCTURES
1. GENERAL
1.1
AIRCRAFT AFFECTED
All P.68 aircraft variants not embodying the change No. MOD.P68/144.
1.2 PURPOSE
The purpose of this Service Bulletin is to inform P.68 Owners and Operators that have
been established Safe Life Limits for the wing structure and Special Inspections for the
wing and stabilator structures. These limits and inspections are reported in the Aircraft
Maintenance Manual Supplement P/N NOR10.771-52.
Note:
This Service Bulletin annuls and replaces Service Bulletin No. 120 rev. 1.
First Issue dated 01 March 2010
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Service Bulletin No. 162
1. GENERAL (Cont.)
1.3 DESCRIPTION
For all the affected aircraft in paragraph 1.1, the maintenance program and the inspection
procedures must be updated according to the information reported in this Service Bulletin
SB 162.
Table 1 hereunder shows the Safe Life Limits of the wing structure as a function of wing
spar configuration. This table must be read by crossing rows and columns; it is divided
into 2 sections and 6 columns as follows:
SECTION 1 shows the conditions applicable from S/N 01 up to and including S/N 356.
SECTION 2 shows the condition applicable from and including S/N 357 onwards.
COLUMNS 1 and 2 show the application or not of the modification kit required by
Service Bulletin No. 65, first issue or revision 1 or 2 or 3.
COLUMN 3 shows the result of the inspection required by Service Bulletin No. 65, first
issue or revision 1 or 2 or 3 (crack found or not on the concerned area of the wing front
spars).
COLUMN 4 shows the Safe Life Limits of the wing structure.
COLUMN 5 shows the applicable Continued Airworthiness Requirements that must be
complied up to Wing Safe Life Limit is reached.
COLUMN 6 shows the action to be performed to extend the Wing Safe Life Limit where
allowable.
The following data are necessary for the Table 1 reading in order to individuate which of
the conditions in rows from (a) through (f) is applicable for the concerned aircraft:
For aircraft from S/N 01 up to and including S/N 356:
a)
Aircraft Serial Number;
b) Application of Service Bulletin No. 65, first issue or revision 1 or 2 or 3:
-
Whether or not the modification kit required by Service Bulletin No. 65, first
issue or revision 1 or 2 or 3 was installed (columns 1 and 2);
-
Crack found or not in the concerned wing front spar areas (column 3).
For aircraft from and including S/N 357 onwards:
a) Aircraft Serial Number;
b) If the aircraft embodies or not the change No. MOD.P68/97 or No. MOD.P68/124.
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1. GENERAL (Cont.)
1.3
DESCRIPTION (Cont.)
Four practical examples for the Table 1 reading are below proposed:
Example 1
a)
Aircraft S/N 335;
b)
Kit 68-037 installed;
c)
Front spars without cracks in the critical area indicated by Service Bulletin No. 65
first issue or revision 1.
The data a)
locate the Section 1 as applicable for Aircraft Serial Number;
The data b)
locate the Column 1 as applicable for type of modification carried out on
wing front spars (refer to Service Bulletin No. 65 first issue);
The data c)
locate the condition in row (b) as applicable for this example.
Crossing the row (b) with Column 4 it results that the Safe Life Limit for the wing
structure is 21500 flight hours.
Crossing the row (b) with Column 5 it results the Continued Airworthiness Requirements
that must be complied up to Wing Safe Life Limit is reached, are as per the Maintenance
Manual Supplement P/N NOR10.771-52.
Crossing the row (b) with Column 6 it results that no extension of wing Safe Life Limit is
allowable.
Example 2
a)
Aircraft S/N 287;
b)
c)
Front spars with cracks in the critical area indicated by Service Bulletin No. 65
revision 2 or 3.
The data a)
The data b)
wing front spars (refer to Service Bulletin No. 65 rev. 2 or 3);
The data c)
locate the condition in row (e) as applicable for this example.
Crossing the row (e) with Column 4 it results that the Safe Life Limit for the wing
structure is 23900 flight hours.
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1. GENERAL (Cont.)
1.3 DESCRIPTION (Cont.)
Crossing the row (e) with Column 5 it results to be complied with a Mandatory Action that
requires to repair the wing front spars in accordance with Service Instruction No. 88
within 500 flight hours from receipt of this Service Bulletin SB 162.
Crossing the row (e) with Column 6 it results that no extension of wing Safe Life Limit is
allowable.
Example 3
a)
Aircraft S/N 303;
b)
c)
Front spars without cracks in the critical area indicated by Service Bulletin No. 65
revision 2 or 3.
The data a)
The data b)
wing front spars (refer to Service Bulletin No. 65 rev. 2 or 3);
The data c)
locate condition in row (d) as applicable for this example.
Crossing the row (d) with Column 4 it results that the Safe Life Limit for the wing
structure (23900 flight hours max) must be calculated as per the instructions reported on
the Maintenance Manual Supplement P/N NOR10.771-52.
Crossing the row (d) with Column 5 it results the Continued Airworthiness Requirements
that must be complied up to Wing Safe Life Limit is reached, are as per the Maintenance
Crossing the row (d) with Column 6 it results that no extension of wing Safe Life Limit is
allowable.
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1. GENERAL (Cont.)
1.3 DESCRIPTION (Cont.)
Example 4
a)
Aircraft S/N 442.
The data a)
locate the Section 2 (row f) as applicable for Aircraft Serial Number.
Crossing the row (f) with Column 4 it results that the Safe Life Limit for the wing
structure is:
-
23900 flight hours if the aircraft does not embody the change No. MOD.P68/97 or
No. MOD.P68/124;
-
21550 flight hours if the aircraft embodies the change No. MOD.P68/97 or No.
MOD.P68/124.
Crossing the row (f) with Column 5 it results the Continued Airworthiness Requirements
that must be complied up to Wing Safe life Limit is reached, are as per the Maintenance
Crossing the row (d) with Column 6 it results that no extension of wing Safe Life Limit is
allowable.
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1. GENERAL (Cont.) - 1.3 DESCRIPTION (Cont.)
COLUMN 1
COLUMN 2
Kit 68-037 or kit
68-037/B
(Ref. SB 65
rev. 0 or rev. 1)
Kit 68-038
(Ref. SB 65
rev. 2 or
rev. 3)
COLUMN 3
Spar
Crack
COLUMN 4
Safe Life (flight
hours)
up to and including S/N
COLUMN 6
Continued
Airworthiness
Requirements
up to SLL
Safe Life
extension
(a)
NO
NO
NO
16200
As per MM
Supplement
NOR10.771-52
It is possible to
extend safe life up
to 23900 by
replacing the four
main spar lower cap
angles (Kit SB162)
and installing
reinforcements P/N
1.4145-001/-002
(Kit SB 162/A) as
per S.I. No. 89
(b)
YES
----------
NO
21500
As per MM
Supplement
NOR10.771-52
--------------
356
S
E
C
T
I
O
N
From S/N 01
1
(c)
YES
----------
YES
13400
As per MM
Supplement
NOR10.771-52
It is possible to
extend safe life up
to 21500 by
replacing the four
main spar lower cap
angles (Kit SB162)
as per S.I. No. 89
(d)
----------
YES
NO
To be calculated
as per MM Suppl.
NOR10.771-52
(23900 max)
As per MM
Supplement
NOR10.771-52
--------------
Mandatory
Action
(e)
----------
YES
YES
23900
(See Column 5)
Replace the four
main spar lower
cap angles (Kit
SB162) as per
S.I. No. 88 within
500 flight hours
from this SB
receipt. After
repair proceed as
per MM
Supplement
NOR 10.771-52
--------------
23900
From S/N 357
S
E
C
T
I
O
N
COLUMN 5
If the aircraft
does not embody
Mod. P68/97 or
Mod. P68/124 (*)
(f)
----------
2
----------
---------21550
As per MM
Supplement
NOR10.771-52
--------------
If the aircraft
embodies
Mod. P68/97 or
Mod. P68/124 (*)
Table 1 - Safe Life Limits of the wing structure as function of wing spar configuration
Note (*): Mod. P68/97 increases MZFW up to 1967kg on P.68C and P.68C-TC aircraft from s/n 443 onwards; Mod.
P68/124 increases MZFW up to 1967kg on P.68C aircraft from s/n 402 to s/n 440 included.
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1. GENERAL (Cont.)
1.4
COMPLIANCE
At reception of this Service Bulletin the maintenance program and the inspection
procedures of the aircraft must be updated according to the information laid out in the
1.4.1 Safe Life Limits of the Wing Structure:
The compliance with this paragraph foresees three possible cases as follows:
1. Aircraft that have not reached the Safe Life Limit on the wing structure as per Table
1 in paragraph 1.3;
2. Aircraft which are affected by the condition reported in row (e) of the Table 1 in
paragraph 1.3;
3. Aircraft that have reached or exceeded the Safe Life Limit on the wing structure as
per Table 1 in paragraph 1.3.
The following Table 2 shows the compliance which is applicable for each of the above
three cases:
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1. GENERAL (Cont.)
1.4 COMPLIANCE (Cont.)
CASE
1
COMPLIANCE with WING Safe Life Limits
Up to reaching the Wing Safe Life Limit integrate
the current aircraft maintenance program with the
Special Inspection laid out in the Maintenance
Reached the Safe Life Limit, to
restore the airworthiness of the
aircraft it is required to replace the
wing structure and relevant wingfuselage attachments and bolts
Once upon reached the Safe Life Limit, the aircraft with new ones, according to the
must be considered not airworthy.
instruction reported in “Note” on
paragraph 2 hereunder.
Within 500 flight hours from date of receipt of this
Service Bulletin it is required to replace the four
lower spar cap angles embodying the Kit SB162 in
accordance with the information laid out in the
Service Instruction No. 88.
For aircraft that must replace the
four lower spar cap angles (Kit
SB162) it is required to perform
the first Special Inspection on the
wing structure as per the
Maintenance Manual Supplement
P/N NOR10.771-52, conjointly
with the modification to be carried
out. Then perform subsequent
Special Inspections every 6000
flight hours thereafter up to Wing
Safe Life Limit reaching.
Within 50 flight hours or 3 months, whichever
occurs first, from date of receipt of this Service
Bulletin it is required to carry out the Special
Inspection laid out in the paragraph 2.1 hereunder,
unless the requirements of EASA AD No. 20070027 or Service Bulletin No. 120 first issue or rev.
1 have been met within the previous 50 flight
hours.
To restore the airworthiness of the
aircraft it is required to replace the
wing structure and relevant wingfuselage attachments and bolts
with new ones, according to the
instruction reported in “Note” on
paragraph 2 hereunder.
2
3
NOTE
Once upon reached 500 flight hours thereafter, the
aircraft must be considered not airworthy.
Table 2
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1. GENERAL (Cont.)
1.4
COMPLIANCE (Cont.)
1.4.2 Special Inspections on Wing and Stabilator Structures:
Maintenance Manual Supplement P/N NOR10.771-52 establishes Special Inspections to
be carried out on the wing and stabilator structures as per the following time limits:
Wing structure: 6000, 12000 and 18000 flight hours since new;
Stabilator structure: 8500 flight hours since new, then every 500 flight hours thereafter.
The compliance with the first Special Inspection to be performed on the Wing
Structure foresees three possible cases as follows:
1. Aircraft that have not reached the time limit for the first Special Inspection;
2. Aircraft that have reached or exceeded the time limit for the first Special Inspection;
3. Aircraft which are affected by the condition reported in row (e) of the Table 1 in
paragraph 1.3.
three cases:
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1. GENERAL (Cont.)
1.4
CASE
1
2
3
COMPLIANCE (Cont.)
COMPLIANCE with First Special Inspection on
the WING Structure
Subsequent Inspection
Intervals
Once upon reached the relevant time limit or within the At subsequent intervals as
next 100 flight hours from the date of receipt of this stated in the Maintenance
Service Bulletin, whichever occurs later.
Manual
Supplement
P/N
NOR10.771-52 up to Safe Life
Limit reaching.
Within the next 100 flight hours from the date of
receipt of this Service Bulletin, unless the requirements
of EASA AD No. 2007-0027 or Service Bulletin No.
120 first issue or rev. 1 have been met.
At subsequent intervals as
stated in the Maintenance
Manual
Supplement
P/N
NOR10.771-52 up to Safe Life
Limit reaching.
It is required to perform the first Special Inspection on
the wing structure, as per the Maintenance Manual
Supplement P/N NOR10.771-52, conjointly with the
modification to be carried out.
Perform the subsequent Special
Inspections every 6000 flight
hours thereafter up to Safe Life
Limit reaching.
Table 3
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1. GENERAL (Cont.)
1.4
COMPLIANCE (Cont.)
The compliance with the first Special Inspection to be performed on the Stabilator
Structure foresees two possible cases as follows:
1. Aircraft that have not reached the time limit for the first Special Inspection;
2. Aircraft that have reached or exceeded the time limit for the first Special Inspection.
two cases:
CASE
1
2
COMPLIANCE with First Special Inspection on the
STABILATOR Structure
Subsequent Inspection
Intervals
Once upon reached the relevant time limit or within the
next 100 flight hours from the date of receipt of this
Service Bulletin, whichever occurs later, unless the
requirements of EASA AD No. 2007-0027 or Service
Bulletin No. 120 first issue or rev. 1 have been met.
Manual Supplement P/N
NOR10.771-52.
Within the next 100 flight hours from the date of receipt of
this Service Bulletin, unless the requirements of EASA
AD No. 2007-0027 or Service Bulletin No. 120 first issue
or rev. 1 have been met.
Manual Supplement P/N
NOR10.771-52.
Table 4
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1. GENERAL (Cont.)
1.5 TIME REQUIRED
The time necessary for the application of this Service Bulletin including the time required
to access the parts and to return the aircraft to an airworthy condition, is estimated as
follows:
-
Special Inspections on the wing structure: 40 man-hours;
Special Inspections on the stabilator structure: 20 man-hours;
Installation of the Kit SB162: 80 man-hours;
Installation of the Kit SB162 plus Kit SB162/A: 120 man-hours;
Replacement of the wing: 300 man-hours.
1.6 SPECIAL TOOLS
-
Special Inspections on the wing structure: Boroscope;
Special Inspections on the stabilator structure: Boroscope;
Replacement of the lower spar cap angles: No Special Tools are required;
Replacement of the wing: No Special Tools are required.
1.7 VARIATION IN WEIGHT & BALANCE
-
Special Inspections on the wing structure: Not Applicable;
Special Inspections on the stabilator structure: Not Applicable;
Replacement of the lower spar cap angles: Negligible;
Replacement of the wing: Negligible.
1.8 ELECTRICAL SYSTEM LOAD
-
Not Applicable.
1.9 REFERENCE DOCUMENTS
-
Applicable Maintenance Manual for Aircraft Type;
Applicable Parts Catalogue for Aircraft Type.
1.10 PUBLICATIONS AFFECTED
Not Applicable.
1.11 APPLICATION TO BE CARRIED OUT BY
Vulcanair Part 145 or Approved Maintenance Organisation.
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2. WORK PROCEDURE
NOTE
In case of replacement of the wing and relevant fuselage-wing
attachments and bolts, contact Vulcanair to obtain all the relevant
information. For proper technical support, communicate to
Vulcanair the following information:
1.
2.
3.
4.
5.
6.
7.
8.
Aircraft Type and Serial Number;
Registration Marks;
Fuel Tanks capacity;
If the aircraft is equipped with the Integral Wing Auxiliary
Fuel Tanks;
All the required parts needed for the wing replacement;
List of all the equipment installed on the wing;
Aircraft owner inclusive of postal and e-mail address;
Any other information you think it is important.
1.
Update the maintenance program and the inspection procedures of the aircraft according to
the information laid out in the Maintenance Manual Supplement P/N NOR10.771-52.
2.
Within the time of compliance stated in the paragraph 1.4, if the aircraft have reached or
exceeded the wing Safe Life Limit or the Time Limit for the first Special Inspection to be
carried out on the wing and stabilator structures, perform the required actions. For the
subsequent inspection intervals proceed with the information laid out in the latest applicable
revision of the Maintenance Manual Supplement P/N NOR10.771-52.
3.
Only for aircraft up to s/n 356, in compliance with the requirements of case 2 reported on
Table 2 in paragraph 1.4.1 of this Service Bulletin, and so affected by condition reported in
row (e) on Table 1 of paragraph 1.3 of this Service Bulletin, it is required to replace the four
lower spar cap angles by installing the Kit SB162 in accordance with the information laid
out in the Service Instruction No. 88. It is also required to update the maintenance program
of the aircraft in accordance with the information laid out in the latest applicable revision of
the Maintenance Manual Supplement P/N NOR10.771-52.
4.
Only for aircraft up to s/n 356, affected by conditions reported in rows (a) or (c) on Table 1
of paragraph 1.3 of this Service Bulletin, embodying the optional installation of the Kit
SB162 or Kit SB162 plus Kit SB162/A, as applicable, in accordance with the instructions
laid out in the Service Instruction No. 89, in order to extend the Wing Safe Life Limit, it is
required to update the maintenance program of the aircraft in accordance with the
information laid out in the latest applicable revision of the Maintenance Manual Supplement
P/N NOR10.771-52.
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2. WORK PROCEDURE (Cont.)
5. Record compliance with this Service Bulletin in the aircraft Log-Book, specifying which of
the following actions have been performed:
Special Inspection on the wing structure as per the Maintenance Manual Supplement
P/N NOR10.771-52;
Special Inspection on the wing structure as per the paragraph 2.1 hereunder;
8500 or subsequent 500 flight hours Special Inspection on the stabilator structure;
Replacement of the four lower spar cap angles on the wing front spars as mandatory
action in compliance with the requirements stated in case 2 on Table 2 in paragraph
1.4.1 of this Service Bulletin (installation of the Kit SB162 );
Replacement of the four lower spar cap angles on the wing front spars as optional
action for the Wing Safe Life Limit extension (Kit SB162), in compliance with the
requirements stated in conditions reported in rows (a) or (c) on Table 1 in paragraph
1.3 of this Service Bulletin, and where applicable, installation of the wing front and
rear spars reinforcements (Kit SB162/A)
Replacement of the wing.
Regarding to the Special Inspections, detail also the results of the required inspections and
the eventual corrective actions performed and/or eventual P/Nos. replaced.
6. Fill the attached form with all the requested information and send it to Vulcanair.
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2.1
SPECIAL INSPECTION ON THE WING STRUCTURE FOR AIRCRAFT
WHICH ARE AFFECTED BY THE CASE 3 REPORTED ON TABLE 2 IN
PARAGRAPH 1.4.1 OF THIS SERVICE BULLETIN
FOREWORD
Inspections with Non Destructive Testing (NDT) in the following indicated critical areas on
the front and rear spars are required:
Critical area No.
(see Figure 1)
1
2
3
Description
Front and rear spars area between the left and right wing to
fuselage attachments.
Front and rear spars areas in the engine nacelle and adjacent
structure.
Front and rear spars areas between the wing root and engine
nacelle.
INSTRUCTIONS
Note: The following inspections must be carried out on both wing structures.
1. Switch OFF all electrical loads, remove the baggage bulkhead and disconnect the battery
wires (negative wire first);
2. Referring to removal procedures laid out in the applicable aircraft Maintenance Manual,
remove:
a. The cabin ceiling panel in the wing area and soundproof material if present;
b. The wing to fuselage fillets and the upper centre fairing;
c. The engine cowlings;
d. The inboard and outboard wing leading edges;
e. The inspection access covers under the wing skin, near the wing root;
Note: The following tasks do not refer to a complete removal of the wing. They refer to the
wing being lifted just enough to allow the required inspections to be carried out.
3. Referring to Service Instruction No. 79, drain the fuel tanks completely;
4. Remove the central seats, rear bench, carpets, fresh air outlets if installed, ADF antenna on
the wing if installed;
5. Slacken aileron control cables acting on the turnbuckles located under the cabin floor;
6. In the area of the wing to fuselage fillets disconnect the following:
a. Hot/Cool cabin air ventilation flexible hoses if installed;
b. Sleeves on fuel selector control lines in the area of the grease fittings;
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2.1
SPECIAL INSPECTION…. (Cont.)
c. Fuselage girder P/N 2.2039-1;
d. Vacuum system hoses;
e. De-ice system hoses if installed;
Caution: To prevent damage and/or contamination of hydraulic, pneumatic and fuel
hoses, protect the fittings and the terminals adequately and mark hoses and
connections to facilitate their reinstallation.
7. Make sure that there are no other connections between the wing and the fuselage;
8. Position a trestle with height adjustable cradles under each left and right wing in
correspondence with ribs. No.17;
9. Position 2 hoists connected to the engines lifting points;
10. One at a time randomly remove three fastening bolts, from the front spar upper cap
joining plates and three bolts at random fastening the front spar lower cap, as shown in
Figure 2 DETAIL A, and carry out the following inspections:
a. Magnetic particles inspection on removed bolts;
b. Using a rigid boroscope of an appropriate diameter, positioned at a right angle with a
visual angle of 60 degrees, inspect the holes for corrosion and cracks;
11. If during above inspections, severe corrosion and/or cracks are found, one at time remove
all the remaining bolts and inspect the bolts and holes as per the previous steps 10a. and
10b. respectively. Replace the damaged bolts with new ones and repair the damaged wing
structure in accordance with the Repair Procedures laid out in the FAA AC43.13-1B;
12. In absence of damage, referring to Figure 2 DETAIL A, replace the bolts previously
removed with new ones and interpose a film of corrosion inhibitive compound
(specification MIL-PRF-8116C). Torque to 247-273 lb.in.;
13. One at a time randomly remove three fastening bolts, from the rear spar upper cap joining
plates and three bolts at random fastening the rear spar lower cap, as shown in Figure 2
DETAIL B, and carry out the same inspections called for in Steps 10.a. and 10.b.;
15. In absence of damage, referring to Figure 2 DETAIL B, replace the bolts previously
16. One at a time randomly remove four fastening bolts, from the joining plates of the front
spar web, as shown in Figure 2 DETAIL A, and four bolts at random fastening the rear
spar web, as shown in Figure 2 DETAIL B, and carry out the same inspections called for
in Steps 10.a. and 10.b.;
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2.1
18. In absence of damage, referring to Figure 2 DETAILS A/B, replace the bolts previously
19. One at a time remove all bolts fastening the reinforcement P/N 1.4105-2, as shown in
Figure 3, if the aircraft have been repaired in accordance with SB 65 rev.1, or the
reinforcement P/N 1.4155-1, as shown in Figure 4, if the aircraft have been repaired in
accordance with SB 65 rev.2 or 3, and carry out the inspections called for in steps 10.a
and 10.b.;
20. If during above inspections, severe corrosion and/or cracks are found, replace the damaged
bolts with new ones and repair the damaged wing structure in accordance with the Repair
Procedures laid out in the FAA AC43.13-1B;
21. In absence of damage, referring to Figures 3 and 4, replace the bolts previously removed
with new ones and interpose a film of corrosion inhibitive compound (specification MILPRF-8116C). Torque to 41-45 lb.in.;
22. Remove the nuts and washers from the four wing to fuselage attachment bolts as shown in
Figure 5;
23. Using the cradles and hoists, lift the wing just enough to allow removal of the attachment
bolts and access to the spar lower cap;
Caution: Be very careful not to damage the wing to fuselage attachments during the
removal of the bolts.
24. Either replace or carry out a magnetic particles inspection on the wing to fuselage
attachment bolts and inspect the wing to fuselage attachments for cracks and corrosion as
specified hereunder:
a. Carry out a dye-check inspection on the wing to fuselage steel attachment plates using
solvent removable fluorescent penetrant Type I, method C;
b. Using a rigid boroscope inspect the holes of the wing to fuselage attachments
internally;
25. Carry out the type of inspection specified in SB 65 rev.3 to verify the existence of cracks
in the same areas of the front and rear wing spars also specified in the same bulletin.
Figure 6 refers;
26. With the aid of a powerful light source and 10x magnifying glass, visually inspect the rear
spar in area 1 as shown in Figure 1;
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2.1
27. Using the eddy current method, inspect the lower surface of the front spar caps in area 1
for cracks. For the inspection use a probe with a range frequency between 100 and 500
KHZ type VM 100 PSS3 or equivalent. For a more effective inspection, calibrate the eddy
current test apparatus in accordance with the following indications:
Calibration of the Eddy Current Test Apparatus
Calibrate the equipment on a piece of aluminium with a notch type 0,25 mm wide and 0,5
mm deep sample crack. Set the parameters to a minimum signals-noise ratio of 3:1;
Note: Carry out the inspection by scanning the lower surface of the spar cap moving the
probe longitudinally. Use a non metallic ruler as a guide for linear scanning. Make
sure that the Test Equipment is correctly balanced to avoid the edge effect.
The inspection must be carried out by a II level CND expert, qualified in
accordance with the EN4179, MIL-STD-410E or equivalent. In alternative to the
eddy current method, a dye-check inspection with a solvent removable fluorescent
penetrant Type I Method C can be used after removal of the paint from the area
concerned.
28. Carry out a detailed visual inspection of the front and rear spar caps and spar webs in the
areas 1 and 3 in Figure 1;
29. Using a suitable boroscope, through the lateral gaps between the engine firewall and the
wing front spar, inspect the wing spar web and spar caps for cracks and corrosion in the
areas behind the firewall;
30. Open the two inspection access covers located at the rear and under the nacelles. Refer to
Service Bulletin No.93 for P.68 aircraft variants up to and including S/N 400;
31. Using a suitable boroscope, through the inspection holes under the engine nacelles
previously opened, accurately inspect the areas of the front and rear spars on the inside of
the wing box for corrosion and cracks, as well as the relative wing rib attachments;
32. With the aid of a powerful light source and 10x magnifying glass, visually inspect all the
other parts of the spars for cracks and corrosion;
33. If cracks equal to or greater than 10 mm long are found on the wing structure as shown in
Figure 6, the aircraft must be considered not airworthy. To restore the airworthiness of the
aircraft it is required to replace the wing structure and relevant wing-fuselage attachments
and bolts with new ones, in accordance with the instruction reported in “Note” on
paragraph 2 of this Service Bulletin;
34. Any other damage found in other concerned areas can be repaired in accordance with the
Repair Procedures laid out in the FAA AC 43.13-1B. Fill out and mail or fax to Vulcanair
the attached forms on last pages this Service Bulletin to transmit the information relative
to the damage found. In addition, submit your proposed repair scheme to Vulcanair to
obtain Technical Approval. Vulcanair cannot be held liable for any unauthorised repair;
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2.1
35. If cracks less than 10 mm long are found on the wing structure as shown in Figure 6, it is
required to stop drill the cracks as per the Repair Procedure laid out in the FAA AC
43.13-1B, and within the next 500 flight hours, in compliance with the requirements
reported in case 3 on Table 2 in paragraph 1.4.1 of this Service Bulletin, it is also required
to replace the wing structure and relevant wing-fuselage attachments and bolts with new
ones in accordance with the instruction reported in “Note” on paragraph 2 of this Service
Bulletin, in order to restore the aircraft airworthy;
36. If no damages are found on the wing structure as shown in Figure 6, within the next 500
flight hours, in compliance with the requirements reported in case 3 on Table 2 in
paragraph 1.4.1 of this Service Bulletin, it is required to replace the wing structure and
relevant wing-fuselage attachments and bolts with new ones in accordance with the
instruction reported in “Note” on paragraph 2 of this Service Bulletin, in order to restore
the aircraft airworthy;
37. Reposition the wing on the fuselage and insert attachment bolts and washers where
required, by adjusting saddles and hoists as necessary;
38. Tighten nuts of the bolts according to the values indicated in Figure 5;
39. For reinstallation of the remaining parts, reverse the order used for the removal. Refer to
the applicable sections of the Maintenance Manual;
40. Check the travel of the ailerons and relative tension of the control cables. Refer to the
applicable sections of the Maintenance Manual;
41. Check the travel of the flaps. Refer to the applicable sections of the Maintenance Manual;
42. Reinstall the engine cowlings and all inspection access covers previously opened;
43. Carry out a functional test on all the systems disassembled and if necessary regulate them
in accordance with the procedure in the latest issue of the applicable documentation
issued by Vulcanair.
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3. MATERIALS REQUIRED FOR THE MODIFICATION
For the updating of aircraft maintenance program and procedures:
For the replacement of the four lower cap angles on wing front spar:
(Only for aircraft from S/N 01 up to and including S/N 356 affected by the condition reported
in row (a) or ( c) or (e) on Table 1 in paragraph 1.3 of this Service Bulletin):
Kit SB162
Item
Description
P/N
Q.ty
1.
NOR7.521-4
Angle - Rear
2.5 Mt
2.
NOR7.521-5
Angle - Front
2.5 Mt.
3.
ALL-018
Plate –100x350x1.5 thick
2
4.
ALL-107
4
5.
R.0441
Plate – 47x260x4 thick
DRWG ”Typical repair of front spar in left and
right wing”
1
Refer to drawing R.0441 for all the fasteners required for the repair. They are
commercially available.
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3. MATERIALS REQUIRED FOR THE MODIFICATION (Cont.)
For the installation of the wing front and rear spars reinforcements P/N 1.4145-001 and
P/N 1.4145-002 respectively:
(Only for aircraft from S/N 01 up to and including S/N 356 affected by the condition reported
in row (a) on Table 1 in paragraph 1.3 of this Service Bulletin):
Kit SB162/A
Item
Description
P/N
Q.ty
1
1.4145-001
Plate – Wing Fron Spar Reinforcement
2
2
1.4145-002
Plate – Wing Rear Spar Reinforcement
2
3
MS20426AD5-7
Rivet
2
4
MS20470AD5-6
Rivet
10
5
MS20470AD5-8
Rivet
40
6
NAS1132-6
6
7
R.0458
Bolt
DRWG “Wing front and rear spars reinforcements
- installation of the Kit SB162/A”
1
For the replacement of the wing:
Refer to the applicable Aircraft Illustrated Parts Catalogue for spare parts required.
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1.
2.
3.
Spar area between the wing to fuselage attachments.
Spar area near the nacelle firewall and its adjacent areas.
Spar area between the wing root and engine mount.
Figure 1. Spar Areas for Non Destructive Testing (NDT)
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Figure 2. Spar joining plates
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Figura 3. Wing front spar modification as per Service Bulletin No. 65 Rev. 1.
Figure 4. Wing front spar Modification as per Service Bulletin No. 65 Rev. 2 and Rev. 3.
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Figure 5. Wing to Fuselage Attachment.
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Figure 6. Service Bulletin No. 65: Wing spar inspection area
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AIRCRAFT AND OWNER / OPERATOR DATA
OWNER / OPERATOR
(include mailing address, phone number, fax number
and e-mail address)
AIRCRAFT MODEL
AIRCRAFT SERIAL NUMBER
YEAR OF CONSTRUCTION
AIRCRAFT REGISTRATION MARKS
TOTAL AIRFRAME HOURS
AVERAGE FLIGHT HOURS PER YEAR
TYPE OF OPERATIONS CONDUCTED
AREAS OF OPERATION AND ENVIRONMENTAL
CONDITIONS: (Mild, Hot, Cold, Humid, Dry, Rainy,
Saline, Sandy)
PREVIOUS REPLACEMENTS OF WINGS OR WING PARTS AND/OR REPAIRS CARRIED OUT
Date
Flight Hours
Reason for Replacement and/or Description of Repair
PREVIOUS REPLACEMENTS OF STABILATOR OR STAB. PARTS AND/OR REPAIRS CARRIED OUT
Date
Flight Hours
Reason for Replacement and/or Description of Repair
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INSPECTION RESULTS
ITEMS
INSPECTION RESULTS
WING
STABILATOR
Page 28 of 28

162 - Vulcanair

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