Appendix 2 AC 20-59 2/19/68 FIGURE B-4. FUSELAGE TAIL SECTION
RUDDER FAIRING
STRUCTURE
THERMAL ANTI-ICING
ASSEMBLE
ELEVATOR
FAIRING
STRUCTURE
BULKHEAD
796.60
BULKHEAD
760.63
FLOOR SUPPORT BEAMS
CODE STRUCTURAL
COMPONENT
1. DORSAL FIN
2. TAIL PROP BRACE
3. REAR BULKHEAD BRACE COMBINATION TAIL SKID
AND TAIL PROP
AC 20-59 Appendix 2 2/19/68 Page 5 FIGURE B-5. FUSELAGE STRINGER DIAGRAM HS23 • HS24 - HS26 4526 HS25 HS24 HS22 HS22 HS21 TYPICAL HS21 HS20 FUSELAGE HS20 HS18 HS19 STATIONS TOP WL 77.75 HS19 • HS18 HS17 WINDOWS HS17 HS16 WL 59.65 BOTTOM HS16 HS15 HS15 HS14 FLIGHT COMPARTMENT FLOOR WL 41 HS14 HS13 CABIN FLOOR WL30 HS13 HS12 HS12 HS11 HS11 HS10 AIRPLANE HS10 * SO NOTES:
1. HS INDICATES POINT ON LINE OF STRINGER HEEL
2. ALL STRINGERS ARE MADE FROM STANDARD ROLL-FORMED SECTIONS Y36 OR Y34, OF 24ST ALCLAD MATERIAL
3. STRINGERS AT POSITIONS 19 UR CABIN SECTION ARE REVERSED.
4. STRINGERS AT POSITIONS 17 L/R AND 29 UR TAIL SECTION ARE REVERSED.
CODE STRUCTURAL FIGURE
COMPONENT REFERENCE
1. WING PLATING
2. WING LEADING EDGE STRUCTURE FIG. C-2
3. WING INTERSPAR STRUCTURE FIG. C-3
4. WING TRAILING
5. WING FLAP EDGE STRUCTURE FIG. C-4 Page 1 Appendix 3
STRUCTURE
6. AILERON STRUCTURE
7. WING TIP STRUCTURE FIG. C-5
8. LOWER SURFACE
ACCESS DOORS
9. WING FAIRING
Page 2 Appendix 3
CODE STRUCTURAL
COMPONENT
LEADING EDGE
2. LEADING EDGE RIBS ATTACHMENT FITTING FIGURE C-2.
INBOARD & OUTBOARD
3. LEADING EDGE THERMAL
ANTI-ICING CORRUGATION
CENTER SECTION WING LEADING EDGE STRUCTURE
LEADING EDGE - INBOARD
CENTER SECTION
LEADING EDGE
OUTBO ARD
THERMAL ANTI-ICING
ASSEMBLY
OUTER PANEL LEADING EDGE 2/19/68 AC 20-59
CODE STRUCTURAL 2/19/68 AC 20-59
COMPONENT
1. FUEL TANK CORNER
2. PLATING -
FUEL TANK AREA
3. INTERSPAR RIBS
INBOARD & OUTBOARD
4. FORWARD & REAR SPARS / TENSION-WEB FIGURE C-3. WING INTER-SPAR STRUCTURE RIB TRUSS RIBS
NACELLE
ATTACHMENT
• FRAMES
BULKHEAD LANDING GEAR
RIB SPAR
CENTER SECTION
INTERSPAR STRUCTURE
AILERON HINGE
FITTINGS OUTER PANEL Page 3 Appendix 3
INTERSPAR STRUCTURE
CODE STRUCTURAL Page 4 Appendix 3
COMPONENT
TRAILING EDGE RIBS
INBOARD & OUTBOARD
2. WING FLAP TRACK
SUPPORT CENTER SECTION - FIGURE C-4.
TRAILING EDGE - OUTBOARD
CENTER SECTION - WING TAILING EDGE STRUCTURE
TRAILING EDGE - INBOARD
OUTER PANEL -
TRAILING EDGE- 2/19/68 AC 20-59
CODE STRUCTURAL 2/19/68 AC 20-59
COMPONENT
WING TIP
SPANWISE RIBS CHORDWISE RIBS FIGURE C-5. WING TIP STRUCTURE
WING TIP LIGHT WING TIP LIGHT INDICATOR Page 5 Appendix 3
THERMAL ANTI-CING PLASTIC LINER
CORRUGATED THERMAL ANTI-IANG PLATING
AC 20-59 CHG 1 Appendix 4 8/24/72 Page 1 APPENDIX 4 * MAINTENANCE INFORMATION * CV-240 AIRCRAFT MAINTENANCE INFORMATION. The following is a listing of significant maintenance difficulties that have been reported by air carriers as mechanical reliability reports from 1964 to 1967. This information may be useful in identifying additional structural inspection areas:
a . Fuselage.
During preflight inspection, a crack which was approximately 3 inches long was found on the nose wheel well beam angle left side, P/N 240-3110100-145. The repair was accomplished in accordance with the manufacturer's structural repair manual.
The total time since overhaul was 3,476 hours.
(2) During a periodic inspection, a crack was found in the lett horizontal stabilizer lower forward attach fitting, P/N 240- 3510713-8. The repair was made in accordance with the manufacturer's drawing. Aircraft time since overhaul was 3,382 hours. Total time on aircraft was 35,932 hours.
On line check, the landing gear rail was found cracked beyond limits which were acceptable to the manufacturer. Repairs were made in accordance with approved data.
Wing.
Pilot reported that aircraft tried to roll to left during approach and landing. Investigation revealed that the left outboard flap track was cracked. The left outboard flap track and upper skin panel were replaced. Total aircraft time was 36,980 hours.
(2) The left flap skin was found cracked, during periodic check, near second track from outboard side. Total aircraft time since overhaul 3,215 hours.
(3) During a turnaround inspection, the inboard stress plate doubler between station 188 and 210 on right wing was found cracked. The stress doubler plate was replaced.
(4) A crack approximately 1 inch in length was found in the left wing stringers Nos. 3 and 4 at wing station 10½ across the top of the Z angle. The right wing stringers Nos. 3 and 4 had a crack approximately 1 inch in length at wing station 10½ across the top section. Total time on aircraft was 36,633 hours.
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Appendix 4 AC 20-59 Page 2 2/19/68
(5) On a preflight check, it was noted that the right wing upper skin above the vicinity of the outboard flap track was raised and the skin behind the rear spar was buckled due to the flap track support at station 14, P/N 240-1610444-25, being cracked.
The repair was made in accordance with the manufacturer's structural repair manual. Total aircraft time was 36,860 hours.
(6) During periodic inspection, a crack was found in the left lower skin doubler at the inboard gear fitting station 6. The doubler was replaced. Total aircraft time was 36,943 hours.
(7) During pericdic inspection, a crack was found in the left inboard fuel tank stress plate doubler. The stress plate was replaced.
Time on aircraft since overhaul was 2,911 hours.
(8) A crack was found in the left aileron outboard hinge bracket angle during a periodic inspection. The bracket angle was replaced.
(9) During overhaul inspection, cracks were found in No. 4 stringer at station 10½ and No. 10 stringer at station 7½. The cracked section was replaced and a doubler added at each stringer. Time since overhaul was 11,404 hours. Total aircraft time is 36,557 hours.
(10) On walkaround inspection, a fuel stain was discovered on the right wing. Investigation revealed a 4-inch crack running fore and aft on the wing lower skin plate at station 9 and stringers Nos.
6 and 7 clips were cracked at station 9. Repairs were made in accordance with the manufacturers structural repair manual.
(11) During a service check, the left wing flap track support bracket at station 14 was found broken causing buckling of wing skin.
Nacelles/Pylons.
(1) During service check, a crack was found in the right engine upper right inboard engine mount longeron fitting. The crack extended from the first rivet hole of the vertical leg to hole of the first rivet on horizontal leg and upward to and through the bulb section of the vertical leg. The total length of crack was 2 inches. Time since periodic check was 150 hours.
(2) Pilot reported having flown in turbulent air. Inspection revealed that left and right nacelle skin pulled loose from center section to nacelle attach angle top inboard side near center of wing. Repairs were accomplished in accordance with manufacturer's structural repair manual.
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AC 20-59 Appendix 4 2/19/68 Page 3
(3) During overhaul inspection, the left inboard trunnion fitting, P/N 240-1650711-11, inboard eat was found broken off. The left inboard trunnion on left main landing gear attach fitting was replaced. The time since overhaul was 3,587 hours. The possibility of X-raying this area is under investigation.
d. Hydraulic.
(1) Hydraulic fluid was lost after takeoff. Investigation revealed the right main gear retract cylinder, ₽/N 240-5180307-112, leaking in the leveling gear up position.
(2) After takeoff, all hydraulic fluid was lost and a no fiap landing was made. Investigation revealed a hydraulic line broken at No. 2 engine pump. The time since last inspection
(3) Aircraft while inbound lost hydraulic fluid and landed with emergency pressure. The bypass valve cover plate screws were found stripped. Investigation revealed double cover plate installed causing cover plate screws to penetrate aluminum housing by only three threads. A fleet campaign was conducted to install longer screws which permit adequate thread grip in aluminum. Bypass valve overhaul instructions expanded to indicate removing one of the plates when two are found and to ascertain that proper length screws are installed.
CV-340/440 AIRCRAFT MAINTENANCE INFORMATION. The following is a listing of significant maintenance difficulties that have been reported by air carriers as mechanical reliability reports from 1964 to 1967. This information may be useful in identifying additional structural inspectio areas:
a. Fuselage.
The cabin pressurization became uncontrollable at an altitude of 12,000 feet. The flight depressurized and descended to a lower altitude. Inspection disclosed that the upper cargo door sill retainer was out in three places which allowed the sill to slack and causing pressure leak. The CV-340 P/N 8210303-9 plastic insert sill retainer was reinstalled in the groove and sill was repositioned. Total time on aircraft since overhaul was 841 hours.
During cruise, the main entrance door came open against the rear hook. The forward hook was not latched. The cabin was depressurized and an off-schedule landing was made. An inspection of the door latch hook and locking mechanism revealed that the forward hook tension spring had been broken which prevented the hook from not completely latching. This did not permit the door Par 1
Appendix 4 AC 20-59 Page 4 2/19/68 handle to go to the fully locked detent. The spring was replaced and door operated normally.
(3) Visual inspection detected corrosion on lower section of galley door frame at the aft side of the door, left side of fuselage.
Cause of corrosion attributed to water and coffee accumulation.
Total time on aircraft was 35,259 hours.
(4) After takeoff, door warning light was activated. Investigation revealed microswitch malfunction on belly baggage door. After checking and repositioning the switch, the system operated properly.
(5) During a routine inspection, a 1-inch crack was found at stringer No. 26 where attached to beltframe fuselage station
798. The aircraft was repaired per Convair structural manual.
Total aircraft time is 33,779 hours.
(6) Main cabin door warning light came on shortly after takeoff.
Inspection revealed microswitch, P/N AN 3216-1, plunger sticking.
The plunger was lubricated and operational check was normal.
(7) During scheduled inspections, the fuselage left-hand stringers Nos. 7, 8, and 9 were found cracked at stations 193, 210, and
227. Repairs were accomplished and the area reinforced in accordance with the manufacturer's instructions. Total time on aircraft was 20,381 hours.
b. Wings.
(1) During visual inspection, corrosion was detected on the splice plate at station 8 upper wing skin plate left side. Repairs were made in accordance with the manufacturer's structural manual. Total time on aircraft was 33,670 hours.
(2) During inspection, a 1-inch crack was found in the lower front spar cap 4 feet outboard of the No. 1 nacelle. The aircraft total time was 23,909 hours. Repairs were made in accordance with the manufacturer's instructions.
(3) During walkaround inspection, a fuel leak was noted at the left wing• Investigation revealed a crack at the bottom front spar rail at approximately wing station 246.75. Repairs being accomplished in accordance with service report. The total time since overhaul is 2,652 hours.
(4) During periodic inspections, and by use of dye penetrant, a 3- inch crack was found in the left wing at station 2, lower rib just forward of the aft spar. Total aircraft time was 21,684 hours.
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AC 20-59 Appendix 4 2/19/68 Page 5
c. Nacelles/Pylons.
(1) During visual and dye penetrant inspection, two cracks approximately 3/4 inches long were detected on the right nacelle inboard longeron at the center hinge attachment area at the gear door. Total aircraft time was 34,606 hours.
During a visual and dye penetrant inspection, a 14-inch crack was detected in the lower radius of left nacelle outboard longeron at center hinge under saddle block. Repaired in accordance with manufacturer's repair manual. Total aircraft time is 32,583 hours.
(3) A 1 3/4-inch crack in the left nacelle lower inboard longeron at center door hinge for landing gear door was detected by visual and dye penetrant. Also, a 4-inch crack was detected in the top left nacelle beltframe at inboard hinge for top cowling. Repairs were made in accordance with manufacturer's repair manual. Total time on aircraft was 33,129 hours.
(4) During a visual inspection, a 1-inch crack was detected at right nacelle on the longeron below center door hinge at station 362.61. Aircraft total time was 33,827 hours.
(5) During a visual and dye penetrant inspection, a 3¼-inch crack was detected above the center door hinge casting on left nacell lower outboard longeron. Repair was made in accordance with th manufacturer's repair manual. The total time on the aircraft was 33,209 hours.
d. Hydraulic.
(1) During flight, crew noted the loss of hydraulic fluid.
Investigation revealed hydraulic bypass valve P/N 110775 cracked. Valve was replaced.
(2) While in a cruise condition, hydraulic quantity gauge indicated empty. Hydraulic pressure was down to 2,000 psi. Investigatic revealed the left hydraulic pump pressure line elbow was cracked. The line and fitting replaced and system operation was normal.
(3) Flight returned to field fifteen minutes after takeoff due to loss of hydraulic fluid. Investigation revealed pressure fitting on unloader valve broken. Total time since aircraft overhaul is 1,850 hours.
(4) Aircraft lost hydraulic fluid in flight. Investigation revealed nose steering line broken and right hydraulic pump defective.
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