ATA 30

Moisture Between the Windshields
Have you ever seen a waterline in between the inner and outer windshield panes of a Westwind? That is a result of sealant around the outer windshield becoming hard and brittle like concrete, with a tendency to crack, allowing moisture to seep down between the inner and outer windshields. The waterline forms from the rise of water between these panels, because it is filling up faster than it can drain out. It will eventually drain out through the desiccant bottles and then into the avionics bay (oh, boy!!) near the AC inverters via an elbow-style fitting mounted in the forward pressure bulkhead.
This can cause some very expensive damage if not repaired ASAP. Water can cause the heating network electrical terminals to corrode; corrosion causes electrical resistance to increase; and as resistance increases, so does heat at the point of resistance. It can get hot enough to melt and burn the inner windshield, which is made of a very tough plastic, where the electrical terminals pass through.
If the damage to the inner windshield does not exceed one inch in diameter, it can be repaired with a fiberglass-like plug, saving the owner/operator from having to replace it. If the damage is greater than one inch in diameter, the inner windshield will have to be replaced, which happens to be quite costly and very labor intensive.
Nitrogen can be used to purge moisture from the windshield, per Maintenance Manual 56-10-01. However, I have seen many outer windshields removed in order to clean off the waterline and remove corrosion on the electrical terminals and contact plates in an attempt to save the owner/operator a bunch of money in the long run.

Maintenance Tip:
When re-installing the outer windshield, you should take extra effort to keep the sealant flexible for as long as possible. After it cures, it is a good idea to paint the sealant between the outer windshield and aluminum frame with black polyurethane paint, in order to protect it from the sun’s harmful ultraviolet rays, which harden and, eventually, crack the sealant, allowing moisture in. The sealant on the outside of the frame should also be painted and color matched with the airframe to help protect it as well.

ATA 23

121.5 MHz ELT Deadline Reminder
The FAA issued a notice in August 2005 reminding operators that satellite processing of distress signals from 121.5 and 243 MHz emergency locator transmitters (ELTs) is scheduled to end on February 1, 2009. Operators will have to switch to ELTs operating at 406 MHz, which are more reliable and provide search-and-rescue (SAR) agencies more complete information for detection by satellites. The National Oceanic and Atmospheric Association (NOAA) reports that about 99 percent of the 121.5- MHz distress signals it receives each year are false alerts. As a result, rescuers normally wait for extra satellite passes over the alert area or some other verification of an actual emergency before activating a 121.5- MHz SAR response. The delay can mean hours before a SAR mission is initiated for a 121.5-MHz distress alert. In contrast, the response time for a 406-MHz alert is measured in minutes. Because a 406-MHz beacon transmits its own unique digital identification code, the registered owner can be contacted for verification of an actual alert or asked to turn off a 406-MHz beacon transmitting a false alert signal. Quick verification capability means that in the event of a real emergency SAR personnel can be quickly mobilized.

ATA 23

FAA Mandates Better Voice and Flight Data Recorders
The FAA is mandating updated aircraft cockpit voice and flight data recorders for airplanes with 10 or more seats and operating under Parts 121, 125 or 135. These improved devices–which are due by March 7, 2012, for in-service airplanes–will yield more data for accident and incident investigators. The rule also mandates these enhancements on all newly built aircraft and helicopters after March 7, 2010. Under the final rule, all CVRs must record the last two hours of cockpit audio instead of the current 15 to 30 minutes; have an independent backup power source for the CVRs to allow continued recording for nine to 11 minutes if all aircraft power sources are lost or interrupted; and use solid-state technology instead of magnetic tape. Also under the new rule, FDRs need to measure aircraft data more frequently than is now required, as well as retain the last 25 hours of recorded information.

ATA 71

A word of caution, when ordering and installing the oil filter for your engines: Due to the shorter length of the filter, the filter for the TPE331 can be inadvertently installed in the TFE731 engine. Under certain conditions, the oil bypass may open allowing unfiltered oil to circulate through your engine. We recommend that you check both the size and the part number of the filter that you are using. The correct filter part number is 3070945-1.

ATA 71

For the proper technique for checking your engine oil after several days of inactivity, motor the engine over before you check the oil level. Do this and you will not needlessly over-service the oil reserve. This is not for aircraft that are in regular use.

ATA 56

Window shade P/N is as follows; all 1124 except 270-284 use CMA521240-119. For serial number 270-284 use CMA53139-101. For serial number 317 and subsequent serial numbered 1124s, the P/N is CMA53148-103. For 1124A, the P/N is CMA53148-101.

ATA 54

Aviation Services Unlimited has found excessive corrosion on the trailing edge of the engine pylon while performing the 200 hour inspections. In some cases, the trailing edge stiffener has broken into several pieces due to the severe corrosion. The main problem with this corrosion is the dissimilar metals being used in the assembly of the pylon trailing edge. If the corrosion is found early enough the trailing edge stiffeners can be removed, cleaned, treated, primed and than re-installed.

ATA 52

We encourage that the emergency exits be checked per chapter 5 of the AMM. Removal of the exits at the 150 hour intervals is required to clean and lubricate the seals. SIL No. 37 addresses this and cautions about the fit of the exit interior trim panel. The exit door trim may not fit flush across the top. The top should not slip below the metal interior trim immediately above the hatch, as it may interfere with the emergency exit removal if not fitted correctly.

ATA 39

1124 volt meters (P/N 883091-505 and -513) are very sensitive to rough handling. Proper handling and shipping should help with the failure rates of these units.

ATA 39

If your Davtron 811B clock battery gets below 5 volts, problems will be evident, such as running fast or slow and possible losses of memory, showing random times when starting up and the inability to reset flight time. Davtron offers 24 hour turn around repair, but they suggest that a new battery be placed into service before sending it in. Often a new battery will correct and stabilize the unit. If not, then the unit should be sent in.

ATA 32

Old man winter is almost here and its time to check and service the nose strut on your aircraft to prevent the rash of in-transit lights that occur. The light remains active after the gear is retracted because the strut does not have the correct amount of air and fluid pressures. During the summer months the strut often has air added to it with acceptable results; in winter, however, the air does not expand due to the cold, and the low fluid levels cause the gear not to come into contact with the light switch. In short, we recommend that you clean and service the strut NOW before the snow blows and you take off with your gear hangin out.

Tire pressure should be checked with a calibrated dial type gauge, the best time to check is before first flight or three hours after last flight.
Landing gear oleo strut seal leaks are caused by grit and pitting that accumulates on the exposed chrome strut piston during normal operations. Operators should perform a preflight wipedown of the oleo struts first with a dry cloth and secondly with a clean cloth dampened with 5606. This will help prevent premature strut seal leakage and will lower overall landing gear maintenance costs.

ATA 28

On the manual refueling valve in the wheel well; the section 28-20-00 for this valve has been placed back into the IPC. It had previously been dropped from the IPC but it still remains in the fleet.
For serial numbers (187-258) the wing manual refueling valve handle is P/N 653113-41.
For serial numbers (259-365) the wing manual refueling valve handle is P/N 653708-1.
P/N 653708-1 is applicable to all 1124s and any aircraft requesting P/N 653113-41 can be supplied with 653708-1.
The 653708-1 is one piece assembly with a detachable handle (653708-3 pivot and 653708-5 threaded handle) similar to the 653113-31 in the 1123.
Please note that on serial number 366 and subsequent aircraft, this refueling valve was removed from the aircraft.

ATA 28

For the fuel side of the aircraft please remember that the original fuel boost pump (653744-505) should be replaced by the brushless boost pump (2C40). The added benefit is the newer pump comes with a three year warranty.

ATA 27

Trimec has noted that they are finding instances of the flap drive cable housing ends coming loose on the braided housings. This is cause for replacement. This is a manufacturer defect. Pay close attention to this area during the routine inspections. If the housing comes out of the fitting, debris could enter the housing during operation causing cable failure.

ATA 21

Cooling system check, just a couple of reminders to the operator in using the A/C system of the aircraft:
A. Inspect the ram air adapters for the intercooler assembly.
B. Make sure the water aspirator tube is clear and not kinked.
C. Do the above check and adjustment for the ground valve.
D. Toggle the temp control towards “HOT” BEFORE you turn on the bleed system.
E. Check the regulating pressure for the fluid pressure regulator valve.

ATA 21

We have had reports of heat related corrosion problems on the support brackets of both bleed switching valves. This bracket is easily identified by the black component decal. i.e. “LH Bleed Air valve” or “RH Bleed Air Valve”. Due to the high heat environment during engine operation and then cooling off after shut down, this bracket is prime for corrosion. The lower angle has completely corroded through on some Westwinds, and since this bracket angle supports the lower flange on the BSV, we now have a load bearing problem. The repair is either replacing this support bracket or accomplish an approved engineering repair. Since the part is a sub-part of a higher assembly, a special order may be required when you try to purchase the part.
P/N 783631-19

ATA 5

ATA 5
Note of change to the AMM for the life of the emergency blow down bottles. The change will be the life and maintenance requirements of the blow down bottles. Content will be the time from manufacture not the time the unit was installed in the aircraft. This lines up more closely with the CFR for this type of bottle.

Westwind Product Authorized Facilities

Aviation Services Unlimited Inc.
Wayne O’Berg
Hanger # 6
Wiley Post Airport
405-787-8111
Web address: westwinddoctor.com
Email: westwinddoctor@aol.com

Trimec Aviation Inc
John Dunn
200 Aviation Way
Ft Worth, Texas 76106
817-626-1376
Web Address: 1124.com
Email: jdunn@1124.com

Aerocentro de Servicios
Aeropuerto Caracas
Venezuela
(58-212) 959-0401
Web address: >http://www.aerocentro.com/

Garrett Aviation d.b.a. Landmark Aviation / Standard Aero
6201 W Imperial Hwy
Los Angeles Airport
Los Angles, CA
800-942-7738
800-942-7739
Web address: >http://standardaero.com/, http://landmarkaviation.com/
Customer Service: laxfbo@landmarkaviation.com

Maintenance:
1550 Hanger Road
Bush Field Regional Airport
Augusta, Ga.
Phone- 706-771-5637
Fax- 706-793-8371
Web address: >http://standardaero.com/, http://landmarkaviation.com/

17250 Chanute Road
IAH Airport, maintenance
Houston, TX.
Phone- 281-230-7800
Fax- 281-233-4181

Welcome to the new Westwind Corporate Jet blog. This blog is replacing the regular news letter currently published by Worthington Aviation's Westwind Technical Team.
In our efforts to bring the Westwind fleet into the modern age, this blog is one of many projects underway to bring you, the owner and operator, more tools and information better and faster.
We are constantly striving to improve our services to you. If you have comments or suggestions please contact us right away.
Thank you,
The Westwind Team.

ATA 56

Windows, Direct Vision:

It has been brought to our attention that some of the DV windows installed in the Westwind fleet are showing signs of cracking / splitting / delaminating on the laminar plane. Part numbers affected are 343017-409, 343017-452 and 343017-97. Please inspect the window for cracking / splitting / delamination along the edge. The seal may have to be removed to see it clearly. Although the DV window is not specifically mentioned in the current revision of the AMM, IAI has determined that if there is this sort of deficiency in the window, it must be replaced. Please see the attached pictures of a window with delamination (dye penetrant was used to clearly show the separation)

ATA 71

TFE 731 Engines:
We have been notified that the FAA has proposed a new AD in regard to the Honeywell TFE731 Turbofan engines that are in operation in the Westwind 1124 aircraft. Please go to the following link to read the released information from Honeywell.

HON Airworthiness Directives; Honeywell International Inc. TFE731 ...

(FAA-2009-0331, Directorate Identifier 2008-NE-40-AD)