ELT Wiring
If you are approaching an 800-hr. “C” inspection, plan on at least installing the wiring for the Emergency Locator Transmitter (ELT). This requirement becomes effective January 1, 2004. The new 406 MHz unit will be required in 2009, but it is twice as expensive as the old 121.5 MHz unit, which is still approved.
Wednesday, June 25, 2003
ATA 29
Brake & Hydraulic Indicating Fuse Checks
Westwind 1124/1124A maintenance technicians and operators are reminded of the recurring requirement to perform a functional test of the hydraulic fuses in their aircraft. Airworthiness Directive (AD) 98-06-10,Amendment 39-10387, states that a repetitive functional test of the hydraulic fuses in the brake system and emergency hydraulic indicating system will be done every 1,200 hours or 3 years after the initial inspection,which ever comes first, in accordance with Westwind Service Bulletin 1124-29-132.
This test is to make sure the fuse will stop the flow of hydraulic fluid after a leak has been detected. Some operators feel the AD no longer applies, if they had the brake fuse checked during brake change or if a fuse had been replaced. This is not so. There is no terminating action for the AD at this time. Both brake fuses and the indicating fuse need to be addressed in signing off the AD. Check your records to be sure you are in compliancewith this requirement.
Westwind 1124/1124A maintenance technicians and operators are reminded of the recurring requirement to perform a functional test of the hydraulic fuses in their aircraft. Airworthiness Directive (AD) 98-06-10,Amendment 39-10387, states that a repetitive functional test of the hydraulic fuses in the brake system and emergency hydraulic indicating system will be done every 1,200 hours or 3 years after the initial inspection,which ever comes first, in accordance with Westwind Service Bulletin 1124-29-132.
This test is to make sure the fuse will stop the flow of hydraulic fluid after a leak has been detected. Some operators feel the AD no longer applies, if they had the brake fuse checked during brake change or if a fuse had been replaced. This is not so. There is no terminating action for the AD at this time. Both brake fuses and the indicating fuse need to be addressed in signing off the AD. Check your records to be sure you are in compliancewith this requirement.
Friday, April 25, 2003
ATA 28
Wing Fuel Leak Repair
Fuel leak repairs on the Westwind should be a straightforward issue, but, unfortunately, we have found that to be untrue. Case in point – a Westwind was going through a pre-purchase inspection and 26 #30 holes were found drilled through the upper wing skins at the W.S. 62.0 and 126.0 ribs, both sides. These are the main ribs that form the inner and outer bulkheads of the wheel wells. The holes were put there to inject sealant to fix some leaks, I assume, because some other aircraft were designed to be sealed that way.
I can not find that anywhere as an approved procedure for the Westwind. There wasn’t even a logbook entry. What is so hard about doing these repairs right? We have installed a lot of bushings in wings over the last few years due to misdrilled holes, oversized fasteners, wrong hardware, and just plain negligence.
Watch the fuel crews, ask questions, and if you need to have a repair scheme, contact Worthington Aviation for engineering. They are there to assist you with problem solving. Don’t let sloppy repairs cost you more money down the road.
Fuel leak repairs on the Westwind should be a straightforward issue, but, unfortunately, we have found that to be untrue. Case in point – a Westwind was going through a pre-purchase inspection and 26 #30 holes were found drilled through the upper wing skins at the W.S. 62.0 and 126.0 ribs, both sides. These are the main ribs that form the inner and outer bulkheads of the wheel wells. The holes were put there to inject sealant to fix some leaks, I assume, because some other aircraft were designed to be sealed that way.
I can not find that anywhere as an approved procedure for the Westwind. There wasn’t even a logbook entry. What is so hard about doing these repairs right? We have installed a lot of bushings in wings over the last few years due to misdrilled holes, oversized fasteners, wrong hardware, and just plain negligence.
Watch the fuel crews, ask questions, and if you need to have a repair scheme, contact Worthington Aviation for engineering. They are there to assist you with problem solving. Don’t let sloppy repairs cost you more money down the road.
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