ATA 32

Upper Bearing Lock Pin

Pay careful attention to the “UPPER BEARING LOCK PIN” (see graphic) when re-assembling the nose strut. The lock pin’s purpose is to secure the “UPPER BEARING” to the lower strut “PISTON,” and without the lock pin installed, the upper bearing can unscrew itself from the lower strut piston during taxiing and towing operations. If the upper bearing unscrews even a little bit, it will result in the strut lengthening, thus not allowing the nose landing gear to retract completely into the uplock assembly, failing to extinguish the red light in the gear handle. This scenario has happened twice that I know of, and on both occasions, the lock pin was missing from the upper bearing. Luckily, the upper bearing did not completely unscrew itself from the lower strut piston, which could had resulted in a much bigger problem than a red light in the gear handle.

ATA 05

RVSM
Operators need to be aware of the procedures to be followed when buying or selling an aircraft that has RVSM approval, the letter of authorization (LOA), and the operations manual. The manual and LOA are issued to the company that owns the aircraft before the sale. Upon the signing of the pink slip, both of those items are no longer valid. The aircraft is no longer approved to fly in RVSM airspace nor is the crew that flies it. Before flying an aircraft that has been purchased, contact your local Flight Standards District Office (FSDO) regarding the latest procedure for obtaining new LOAs and new operations manuals. Ask them how long to get a new approval through them, so your crews do not face an automatic 30-day suspension for flying in RVSM airspace with a non-approved aircraft.

ATA 05

RVSM
Several operators we know have written their own RVSM ops manuals for FAA approval. There is nothing wrong with that, except they neglected to take into account they are responsible for keeping up with FAA revisions to RVSM ops requirements and implementing them into their manuals. Sounds like exciting reading—keeping up with the FAA regs.
Give some thought as to how much you will actually save in costs versus letting the pros do the work. This will preclude being caught in your short comings later by some FAA inspector.

ATA 25

Crash Pads
Operators need to be aware that in order for the forward couch seat to be used for takeoff and landings, you must have a crash pad installed on the bulkhead. Regulations require a minimum of 1-inch thickness. This is something that interior shops need to be reminded of when they are doing your refurbs. Additionally, if you have a belted toilet seat per the above referenced STC, it also requires that a crash pad be installed.

ATA 25

Toilet Seat Belts
Not approved for installation into an 1124A model. But in this case, we have gotten field approvals with no problems. The STC is SA4318SW, and it is from AAR.

ATA 24

Lead Acid Batteries
Supplemental Type Certificate (STC) SA1214SO installs Gill batteries into the 1124 aircraft. Please be aware that this STC DOES NOT include the 1124A models. We have found that most Flight Standards District Offices (FSDOs) will not field approve the installations, because there is no flight manual supplement approved for that installation. When you install the batteries into an 1124 model, Gill will provide a letter stating the sealed series batteries are a replacement for the vented type, and that the sump jar is no longer needed when the sealed series are installed. We can provide you a copy of the letter if you need it. As for Concorde batteries, no STC exists for them, but they do have Parts Manufacturer Approval (PMA). This is not an approval for installation, however, so ask your local FSDO if they will approve the installation. Most of the installations we have seen were done with Gill’s paperwork, which DOES NOT include the A models.

ATA 32

Landing Gear Axle Corrosion
Most Westwind 1124 / 1124A operators are aware that the main landing gear axles are susceptible to internal corrosion. Moisture is the main contributor to this condition, as it becomes trapped in the bore of the axle. It can enter from the anti-skid transducer conduit or from the end plug of the axle itself. Corrosion within the limits set forth in the Westwind Maintenance Manual Chapter 32-10-01 can be removed. Unfortunately, pitting beyond the maintenance manual limits is cause for axle rejection. Be sure your maintenance facility properly coats the axle bore with DC4 and seals the axle cap and top of the anti-skid transducer conduit with sealer. Attention to this detail may prevent axle replacement.

ATA 29

Hydraulic Filter bypass
During a routine engine run on the right engine, the pressure filter bypass pin pops out (the filter is contaminated).
There will be no cockpit indication. Since the pressure switch is installed between the pump and filter, the annunciator light will remain out. The pressure gauge will read normal from the opposite engine-driven hydraulic pump.