FIGURE 5-4. Metal structure inspection points.
Remove all inspection plates and fairings, and open all access doors so that internal inspection may be made. Examine the internal structure for condition of spars, ribs, compression members, rib lacing, and any internal form of skin attachment. -Inspect spars and ribs for cracks, damage, and deterioration.
Check the condition of glued joints and the protective finish on all internal structure.
Inspect compression members for security, cracks, kinks, bends, and condition of finish.
Inspect drag and antidrag wires for proper tension, attachment, protective coating; and corrosion. Check all fittings attached to spars or ribs for security, protective coating, and corrosion. Check all forms of internal skin attachments for proper security.
Any defect or questionable item in the wing structure should be brought to the attention of qualified maintenance personnel.
Inspect movable surfaces (ailerons, flaps, and trim tabs) for proper operation. Check for loose or pulled rivets, distortion, and loose fabric or skin attachment. Examine hinges and horns for security of attachment, breaks, bends, loose or worn pins, proper lubrication, and safetying.
No repairs, refinishing, or repainting of balanced control surfaces (ailerons, elevators, rudders, and trim tabs) may be accomplished unless the surface is rebalanced. Control imbalance may cause a dangerous vibration or flutter condition. Rebalancing may only be accomplished by certificated personnel.
FIGURE 5-6. Control bellcrank checkpoints.
Examine the control mechanism for freedom of movement and proper operation. Inspect bellcranks for cracks, alignment, and security.
Check cables for proper tension, fraying, wear, and proper routing through fairleads and pulleys.
Inspect hinges for breaks, cracks, distortion, and security of attachment.
Refer to the manufacturer's recommended procedures for lubrication.
FIGURE 5-5. Lightning damage-flap, lower surface.
FIGURE 5-7. Fuel tank vent.
LEAD WSA12 VENT GALS FICURE 5-8. Fuel cap, vent, and placard and signs of leakage. Ensure that filler caps are secure and the vent is in the proper loca- tion and free from obstructions. Check fuel lines and connections for leaks, cracks, security are properly routed to the outside air. of attachment, and chafing. Be sure overflow and drain lines are not kinked or broken and Inspect fuel tanks for security of mounting caution against using the wrong grade of fuel, kinked or otherwise distorted can cause fuel make sure a legible placard is located at or near the fuel tank filler neck. starvationi and engine stoppage. As a pre- distortion, and security. Make sure static vents Improperly placed vents and lines that are Inspect pitot tubes or masts for obstructions, 57
FIGURE 5-9. Pitot mast, airspeed.
(ports) are clean and free from obstruction.
Periodically, drain and clean, out pitot and static lines. Care must be used to ensure drains are properly closed since leaks have an adverse affect on the accuracy of instruments in the Ensure that wiring is routed so that it cannot possibly become entangled with movable mechanisms. Inspect all wiring for chafing, proper installation, and security. Check installation and condition of grommets, plastic tubing, adapters, and proper taping.
Inspect leading edge of wing for damage.
Inspect wing tips for damage and/or security of attachment.
The lens in the figure has been damaged by solvent and/or cleaning agents and age.
Damaged or weakened lenses must be replaced since their failure can lead to severe wing damage. Inspect retractible landing lights for proper extension, retraction, and general condition. FIGURE 5-10. Electrical wiring, proper routing FIGURE 5-11. Satisfactory leading edge of wing.
FIcunE 5-12. Dented leading edge of wing.
FICURE 5-13. Damaged landing light lens.
FICURE 5-14. Deicer boot damage.
Inspect deicing boots for proper inflation and deflation. Check for punctures, bruises, loose patches, and security of attachment. Examine deices pressure lines and fittings for leakage, security, and general condition.
Rubber hose connections from boots to tubing must clear the holes through the structure, and must be secured to prevent distortion of the external surface of the boot.
If thermal anti-icing (hot wings) is utilized, inspect the ducts for leakage, attachment, and FIGURE 5-15. Block type gust lock.
satisfactory installation. Examine for corrosion and other defects.
Inspect control gust locks for condition. Ensure that they release completely and cannot possibly engage inadvertently.
Section 6. EMPENNAGE Inspect fixed surfaces for damage or defects, loose rivets, screws or bolts, condition of covering, cracked fittings, failure of glued joints, and condition of drain grommets or holes.
Examine condition of ribs and stabilizer spars at points of attachment for cracks and elongated bolt holes. Inspect protective coating for deterioration.
FICURE 6-1. Inspection chart-empennage.
Examine hydraulic lines for cracks, kinks, dents, or leaks, and inspect for security of attachment and wear due to chafing. Ensure that hydraulic actuators are securely mounted and free from leaks.
Inspect deicer boots for proper inflation and deflation, punctures, bruises, loose patches, and security of attachment. Check feedlines and fittings for leakage, security, and general condition. If thermal anti-icing is used, inspect the ducts for corrosion, leakage, attachment, satisfactory installation, and other defects.
At all times during inspection, be alert for evidence of rust, corrosion, cracked or broken welds, loose rivets or bolts.
Inspect gust locks for condition. Ensure that they release completely and cannot possibly engage inadvertently.
Distortion of fabric or skin may indicate internal structural damage in the general area of the distortion.
Examine fabric or skin for abrasion, tears, cuts or other defects, distortion and deterioration. Check condition of protective finish and drain grommets. Ensure that the fabric or skin attachment to the structure is satisfactory.
Inspect external bracing attachment fittings for distortion, cracks, and security of attachment. Check struts or brace wires for condition and security of attachment. Examine clevises for cracks, warn or damaged threads, and any other defects. Bracing should not be slack since this can cause flutter. Excessive tension might distort or damage fittings and attachments. If there is any question concerning condition of the external bracing, consult a qualified mechanic.
Movable control surfaces such as elevators, rudders and trim tabs, should be examined for damage or defects, loose rivets, loose fabric, or skin distortion, and unsatisfactory glue joints. Inspect hinges and horns for security of attachment, breaks, bends, chafing, loose or worn pins, proper lubrication, and safetying Inspect control cables and bolts for wear at horns or bellcranks. Look for such things as FIGURE 6-2. Oilcanning of metal skin.
FIGURE 6-3. External bracing checkpoints.
frayed or chafed cables, pulleys not turning, and displaced cable guides. Inspect control system tubing for rust, corrosion, chafing, broken welds, or fittings. Inspect trim adjustment mechanism for excessive looseness, security of attachment, and proper operation of the trim adjustment position indicator.
If excessive clearance is detected in the hinges, a qualified mechanic should determine corrective action needed.
If the aircraft is trimmed by either an adjustable stabilizer or trim tab, it must operate freely throughont the designed range of travel. Lubricate as required, following the manufacturer's recommendations.
Inspect navigation lights for condition and operation. Check wiring for chafing, proper installation, and security of attachment. Check installations of grommets, plastic tubing, FIGURE 6-4. Rudder checkpoints. adapters, and proper taping.
FICURE 6-5. Rudder quadrant.
FIGURE 6-6. Stabilizer adjuster checkpoints.
FICURE 6-7. Position light checkpoints.
Section 7. PROPELLER If unsatisfactory conditions are found while inspecting the propeller, a qualified mechanic should be consulted to determine the corrective action necessary. All propeller repairs must be accomplished by either the manufacturer or a propeller repair station except some minor repairs which may be done by a certificated mechanic. Hubs should be lubricated as recommended by the manufacturer, using specified lubricants. Care should be used and the manufacturer's instructions followed exactly when lubricating propellers to prevent introduction of imbalance. Such imbalance, even though hardly perceptible from the cockpit, can cause extensive damage to the propeller, engine, and airframe through resulting vibration.
A propeller should never be used as a handhold for moving an aircraft. The thrust loads imposed on a propeller are much lighter than normally expected and are imposed while the propeller is rotating and subjected to centrifugal loads. The propeller components are designed for the combination of these loads, and using the propeller for a handhold may severely damage it, even though the damage may not be apparent.
Inspect the hub for corrosion, cracks, oil leaks, security of attachment, and safety. En- FIGURE 7-1. Inspection chart-propeller.
FIGURE 7-2. Damaged metal blade.