ATA 05

Upcoming Revisions / AMM
AMM 5-04-03 pages 209/210 will be revised in the next issue to correctly reflect the flow from AMM 5-40-03 page 2, items 3 & 4.

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.

ATA 05

Long-Term Storage Requirements (Over 30 Days)
Here are the recommendations for long-term storage of Westwind aircraft:

• Service hydraulic system to full.
• Service thrust reverser and emergency hydraulic system accumulators to recommended pressures.
• Service all tires to maximum recommended pressure.
• Service oxygen system to full and close cockpit supply valve.
• Disconnect crew masks and stow.
• Service emergency gyro and emergency light battery packs.
• Service main batteries (lead acid or Ni-Cad).
• Service engine oil to recommended level.
• Ground run aircraft and exercise lift/dumps, flaps, and thrust reversers.
• Upon run completion, deplete thrust reverser accumulator pressure and emergency brake accumulator to pre-charge levels. Re-service hydraulic system as needed.
• Defuel aircraft to a maximum level of 1,500 lbs. total. Leak check main fuel hoses at engine connections prior to closing cowl doors
• Wash aircraft and lubricate all exposed flight control hinge points and landing gear.
• Wipe all exposed strut surfaces with MIL-H-5606 hydraulic fluid.
• Remove all fluids from toilet, lavatory water container if equipped, and liquid containers in bar.
• Install engine inlet and exhaust covers, pitot and static port covers.
• Make and install foam plugs for dorsal inlet and NACA scoops on either side of dorsal fin. Secure in place.
• Make and install covers for outboard lower wing NACA vent openings.
• Close off any tail cone openings as needed.
• Install #30 drill bit shanks in both wiper arms to relieve pressure on wipers.
• Lubricate the cabin door seal with Dow-Corning DC-4.
• Install cockpit window shades.
• Set gust lock
• If aircraft is to be left outside, ensure that it is moored securely to tie down pads and all wheels are chocked front and rear.

ATA 05

Onboard RVSM Documentation

This is just a reminder to all crewmembers and maintenance shops to make sure that the RVSM ops manual, FAA Letter of Authorization, and the Minimum Equipment List (MEL) are aboard the aircraft at all times. These are required as part of the RVSM approval.

ATA 5/55

Horizontal Stabilizer
Airworthiness Directive (AD) 89-12-08 has a 300-hr. horizontal stabilizer inspection requirement, and AD 96-24-11 has a 600-hr. aileron push-pull tube/guider roller inspection requirement. However, operators need to be aware that Chapter 5 of the Maintenance Manual requires them to be accomplished at 200-hr. and 400-hr. intervals, respectively. Please make sure that your maintenance facility is aware of this and makes the proper logbook entries.

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 27

10,000 Hour Replacement Parts
As many aircraft in the Westwind fleet approach the 10,000-hour mark, we have received numerous calls concerning the requirement to replace the thrust reverser feedback cable assembly. Per Service Bulletin (SB)WW-24-13, this requirement applied to serial numbers 187-199 and 201 only. All other aircraft were delivered with the later dash number assembly.

Another item on the 10,000-hour list is the requirement to replace the flap drive cables with new parts. We have found that several of the new cables that we have received, have failed at the end fitting swedge within the first 200 hours of service. It seems that the vendor did not properly crimp the fitting to the braided outer housing, allowing the housing to pull out of the fitting. If you have replaced any of these cables recently, re-inspect them to make sure they are still serviceable.

We are still finding a lot of operators who do not realize that compliance with SB 1124-27-136, Horizontal Stabilizer Trim Actuator Jackscrew Replacement, terminated Airworthiness Directive (AD) 98-20-35. As a reminder, please keep track of the life-limit card for this actuator. Lucas gets really testy when you can’t provide current cycles and hours on the units.
Concerning the trim actuators—pay close attention to the upper rod end bearings. We still find them being pulled from the rod end housings, due to side-loading. In an effort to eliminate this problem, we are testing, inconjunction with Israel Aircraft Industries International (IAII), a different mounting procedure on an aircraft,and so far, it seems to be working fine.

Please remind your maintenance personnel to make an AIRFRAME logbook entry for the 150 Flight Hour Inspection. It is a Chapter 5 requirement and should be accomplished every engine inspection. Be aware that CAMP SYSTEMS does not track this as a 150 Flight Hour Inspection.