service bulletin no. 162 - vulcan air · manual supplement p/n nor110.771-52. once upon reached the...

First Issue dated 01 March 2010 of 28

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P68 VARIANTS

Approved by the Vulcanair Design Organisation The technical content of this document is approved under the authority of DOA No. EASA.21J.009. Operator obligations with regards to inspections, modifications and/or other technical directives and their times of compliance are laid out in the relative Airworthiness Directives.

SERVICE BULLETIN No. 162

(The present Service Bulletin annuls and replaces Service Bulletin No. 120 rev.1)

Design Organisation Approval No. AS-SB/10/007 dated 01 March 2010

Ref. MOD.P68/144 Approved by EASA with No. 10028661 on 02 February 2010

M A N D A T O R Y

SUBJECT: WING SAFE LIFE LIMITS AND SPECIAL INSPECTIONS ON WING AND STABILATOR STRUCTURES

1. GENERAL

1.1 AIRCRAFT AFFECTED All P.68 aircraft variants not embodying the change No. MOD.P68/144.

1.2 PURPOSE The purpose of this Service Bulletin is to inform P.68 Owners and Operators that have been established Safe Life Limits for the wing structure and Special Inspections for the wing and stabilator structures. These limits and inspections are reported in the Aircraft Maintenance Manual Supplement P/N NOR10.771-52.

Note: This Service Bulletin annuls and replaces Service Bulletin No. 120 rev. 1.

Vulcanair spa Service Bulletin No. 162


1. GENERAL (Cont.)

1.3 DESCRIPTION For all the affected aircraft in paragraph 1.1, the maintenance program and the inspection procedures must be updated according to the information reported in this Service Bulletin SB 162.

Table 1 hereunder shows the Safe Life Limits of the wing structure as a function of wing spar configuration. This table must be read by crossing rows and columns; it is divided into 2 sections and 6 columns as follows:

SECTION 1 shows the conditions applicable from S/N 01 up to and including S/N 356.

SECTION 2 shows the condition applicable from and including S/N 357 onwards.

COLUMNS 1 and 2 show the application or not of the modification kit required by Service Bulletin No. 65, first issue or revision 1 or 2 or 3.

COLUMN 3 shows the result of the inspection required by Service Bulletin No. 65, first issue or revision 1 or 2 or 3 (crack found or not on the concerned area of the wing front spars).

COLUMN 4 shows the Safe Life Limits of the wing structure.

COLUMN 5 shows the applicable Continued Airworthiness Requirements that must be complied up to Wing Safe Life Limit is reached.

COLUMN 6 shows the action to be performed to extend the Wing Safe Life Limit where allowable.

The following data are necessary for the Table 1 reading in order to individuate which of the conditions in rows from (a) through (f) is applicable for the concerned aircraft:

For aircraft from S/N 01 up to and including S/N 356:

a) Aircraft Serial Number;

b) Application of Service Bulletin No. 65, first issue or revision 1 or 2 or 3:

- Whether or not the modification kit required by Service Bulletin No. 65, first issue or revision 1 or 2 or 3 was installed (columns 1 and 2);

- Crack found or not in the concerned wing front spar areas (column 3).

For aircraft from and including S/N 357 onwards:

a) Aircraft Serial Number;

b) If the aircraft embodies or not the change No. MOD.P68/97 or No. MOD.P68/124.



1. GENERAL (Cont.)

1.3 DESCRIPTION (Cont.)

Four practical examples for the Table 1 reading are below proposed:

Example 1

a) Aircraft S/N 335;

b) Kit 68-037 installed;

c) Front spars without cracks in the critical area indicated by Service Bulletin No. 65 first issue or revision 1.

The data a) locate the Section 1 as applicable for Aircraft Serial Number;

The data b) locate the Column 1 as applicable for type of modification carried out on wing front spars (refer to Service Bulletin No. 65 first issue);

The data c) locate the condition in row (b) as applicable for this example.

Crossing the row (b) with Column 4 it results that the Safe Life Limit for the wing structure is 21500 flight hours.

Crossing the row (b) with Column 5 it results the Continued Airworthiness Requirements that must be complied up to Wing Safe Life Limit is reached, are as per the Maintenance Manual Supplement P/N NOR10.771-52.

Crossing the row (b) with Column 6 it results that no extension of wing Safe Life Limit is allowable.

Example 2



c) Front spars with cracks in the critical area indicated by Service Bulletin No. 65 revision 2 or 3.


The data b) locate the Column 2 as applicable for type of modification carried out on wing front spars (refer to Service Bulletin No. 65 rev. 2 or 3);

The data c) locate the condition in row (e) as applicable for this example.

Crossing the row (e) with Column 4 it results that the Safe Life Limit for the wing structure is 23900 flight hours.



1. GENERAL (Cont.)


Crossing the row (e) with Column 5 it results to be complied with a Mandatory Action that requires to repair the wing front spars in accordance with Service Instruction No. 88 within 500 flight hours from receipt of this Service Bulletin SB 162.

Crossing the row (e) with Column 6 it results that no extension of wing Safe Life Limit is allowable.

Example 3



c) Front spars without cracks in the critical area indicated by Service Bulletin No. 65 revision 2 or 3.


The data b) locate the Column 2 as applicable for type of modification carried out on wing front spars (refer to Service Bulletin No. 65 rev. 2 or 3);

The data c) locate condition in row (d) as applicable for this example.

Crossing the row (d) with Column 4 it results that the Safe Life Limit for the wing structure (23900 flight hours max) must be calculated as per the instructions reported on the Maintenance Manual Supplement P/N NOR10.771-52.

Crossing the row (d) with Column 5 it results the Continued Airworthiness Requirements that must be complied up to Wing Safe Life Limit is reached, are as per the Maintenance Manual Supplement P/N NOR10.771-52.

Crossing the row (d) with Column 6 it results that no extension of wing Safe Life Limit is allowable.



1. GENERAL (Cont.)


Example 4

a) Aircraft S/N 442.

The data a) locate the Section 2 (row f) as applicable for Aircraft Serial Number.

Crossing the row (f) with Column 4 it results that the Safe Life Limit for the wing structure is:

- 23900 flight hours if the aircraft does not embody the change No. MOD.P68/97 or No. MOD.P68/124;

- 21550 flight hours if the aircraft embodies the change No. MOD.P68/97 or No. MOD.P68/124.

Crossing the row (f) with Column 5 it results the Continued Airworthiness Requirements that must be complied up to Wing Safe life Limit is reached, are as per the Maintenance Manual Supplement P/N NOR10.771-52.

Crossing the row (d) with Column 6 it results that no extension of wing Safe Life Limit is allowable.



1. GENERAL (Cont.) - 1.3 DESCRIPTION (Cont.)

COLUMN 1 COLUMN 2 COLUMN 3 COLUMN 4 COLUMN 5 COLUMN 6

Kit 68-037 or kit 68-037/B

(Ref. SB 65 rev. 0 or rev. 1)

Kit 68-038 (Ref. SB 65

rev. 2 or rev. 3)

Spar

Crack Safe Life (flight

hours)

Continued Airworthiness Requirements

up to SLL

Safe Life extension

(a) NO NO NO 16200 As per MM Supplement

NOR10.771-52

It is possible to extend safe life up to 23900 by replacing the four main spar lower cap angles (Kit SB162) and installing reinforcements P/N 1.4145-001/-002 (Kit SB 162/A) as per S.I. No. 89

(b) YES ---------- NO 21500 As per MM Supplement

NOR10.771-52 --------------

(c) YES ---------- YES 13400 As per MM Supplement

NOR10.771-52

It is possible to extend safe life up to 21500 by replacing the four main spar lower cap angles (Kit SB162) as per S.I. No. 89

(d) ---------- YES NO

To be calculated as per MM Suppl. NOR10.771-52 (23900 max)

As per MM Supplement

NOR10.771-52 --------------

S E C T I O N

1

From

S/N

01

u

p to

an

d in

clu

din

g S

/N

356

(e) ---------- YES YES 23900

(See Column 5)

Mandatory Action

Replace the four main spar lower cap angles (Kit SB162) as per S.I. No. 88 within 500 flight hours from this SB receipt. After repair proceed as per MM Supplement NOR 10.771-52

--------------

23900 If the aircraft

does not embody Mod. P68/97 or

Mod. P68/124 (*)

S E C T I O N

2

From

S/N

357

(f) ---------- ---------- ----------

21550 If the aircraft

embodies Mod. P68/97 or

Mod. P68/124 (*)

As per MM Supplement

NOR10.771-52 --------------

Table 1 - Safe Life Limits of the wing structure as function of wing spar configuration Note (*): Mod. P68/97 increases MZFW up to 1967kg on P.68C and P.68C-TC aircraft from s/n 443 onwards; Mod. P68/124 increases MZFW up to 1967kg on P.68C aircraft from s/n 402 to s/n 440 included.



1. GENERAL (Cont.)

1.4 COMPLIANCE At reception of this Service Bulletin the maintenance program and the inspection procedures of the aircraft must be updated according to the information laid out in the Maintenance Manual Supplement P/N NOR10.771-52.

1.4.1 Safe Life Limits of the Wing Structure:

The compliance with this paragraph foresees three possible cases as follows:

1. Aircraft that have not reached the Safe Life Limit on the wing structure as per Table 1 in paragraph 1.3;

2. Aircraft which are affected by the condition reported in row (e) of the Table 1 in paragraph 1.3;

3. Aircraft that have reached or exceeded the Safe Life Limit on the wing structure as per Table 1 in paragraph 1.3.

The following Table 2 shows the compliance which is applicable for each of the above three cases:



1. GENERAL (Cont.)

1.4 COMPLIANCE (Cont.)

CASE COMPLIANCE with WING Safe Life Limits NOTE

1

Up to reaching the Wing Safe Life Limit integrate the current aircraft maintenance program with the Special Inspection laid out in the Maintenance Manual Supplement P/N NOR110.771-52.

Once upon reached the Safe Life Limit, the aircraft must be considered not airworthy.

Reached the Safe Life Limit, to restore the airworthiness of the aircraft it is required to replace the wing structure and relevant wing-fuselage attachments and bolts with new ones, according to the instruction reported in “Note” on paragraph 2 hereunder.

2

Within 500 flight hours from date of receipt of this Service Bulletin it is required to replace the four lower spar cap angles embodying the Kit SB162 in accordance with the information laid out in the Service Instruction No. 88.

For aircraft that must replace the four lower spar cap angles (Kit SB162) it is required to perform the first Special Inspection on the wing structure as per the Maintenance Manual Supplement P/N NOR10.771-52, conjointly with the modification to be carried out. Then perform subsequent Special Inspections every 6000 flight hours thereafter up to Wing Safe Life Limit reaching.

3

Within 50 flight hours or 3 months, whichever occurs first, from date of receipt of this Service Bulletin it is required to carry out the Special Inspection laid out in the paragraph 2.1 hereunder, unless the requirements of EASA AD No. 2007-0027 or Service Bulletin No. 120 first issue or rev. 1 have been met within the previous 50 flight hours.

Once upon reached 500 flight hours thereafter, the aircraft must be considered not airworthy.

To restore the airworthiness of the aircraft it is required to replace the wing structure and relevant wing-fuselage attachments and bolts with new ones, according to the instruction reported in “Note” on paragraph 2 hereunder.

Table 2



1. GENERAL (Cont.)


1.4.2 Special Inspections on Wing and Stabilator Structures:

Maintenance Manual Supplement P/N NOR10.771-52 establishes Special Inspections to be carried out on the wing and stabilator structures as per the following time limits:

Wing structure: 6000, 12000 and 18000 flight hours since new;

Stabilator structure: 8500 flight hours since new, then every 500 flight hours thereafter.

The compliance with the first Special Inspection to be performed on the Wing Structure foresees three possible cases as follows:

1. Aircraft that have not reached the time limit for the first Special Inspection;

2. Aircraft that have reached or exceeded the time limit for the first Special Inspection;

3. Aircraft which are affected by the condition reported in row (e) of the Table 1 in paragraph 1.3.

The following Table 3 shows the compliance which is applicable for each of the above three cases:



1. GENERAL (Cont.)


CASE COMPLIANCE with First Special Inspection on the WING Structure

Subsequent Inspection Intervals

1

Once upon reached the relevant time limit or within the next 100 flight hours from the date of receipt of this Service Bulletin, whichever occurs later.

At subsequent intervals as stated in the Maintenance Manual Supplement P/N NOR10.771-52 up to Safe Life Limit reaching.

2

Within the next 100 flight hours from the date of receipt of this Service Bulletin, unless the requirements of EASA AD No. 2007-0027 or Service Bulletin No. 120 first issue or rev. 1 have been met.

At subsequent intervals as stated in the Maintenance Manual Supplement P/N NOR10.771-52 up to Safe Life Limit reaching.

3

It is required to perform the first Special Inspection on the wing structure, as per the Maintenance Manual Supplement P/N NOR10.771-52, conjointly with the modification to be carried out.

Perform the subsequent Special Inspections every 6000 flight hours thereafter up to Safe Life Limit reaching.

Table 3



1. GENERAL (Cont.)


The compliance with the first Special Inspection to be performed on the Stabilator Structure foresees two possible cases as follows:

1. Aircraft that have not reached the time limit for the first Special Inspection;

2. Aircraft that have reached or exceeded the time limit for the first Special Inspection.

The following Table 4 shows the compliance which is applicable for each of the above two cases:

CASE COMPLIANCE with First Special Inspection on the STABILATOR Structure

Subsequent Inspection Intervals

1

Once upon reached the relevant time limit or within the next 100 flight hours from the date of receipt of this Service Bulletin, whichever occurs later, unless the requirements of EASA AD No. 2007-0027 or Service Bulletin No. 120 first issue or rev. 1 have been met.

At subsequent intervals as stated in the Maintenance Manual Supplement P/N NOR10.771-52.

2

Within the next 100 flight hours from the date of receipt of this Service Bulletin, unless the requirements of EASA AD No. 2007-0027 or Service Bulletin No. 120 first issue or rev. 1 have been met.

At subsequent intervals as stated in the Maintenance Manual Supplement P/N NOR10.771-52.

Table 4



1. GENERAL (Cont.)

1.5 TIME REQUIRED The time necessary for the application of this Service Bulletin including the time required to access the parts and to return the aircraft to an airworthy condition, is estimated as follows:

- Special Inspections on the wing structure: 40 man-hours; - Special Inspections on the stabilator structure: 20 man-hours; - Installation of the Kit SB162: 80 man-hours; - Installation of the Kit SB162 plus Kit SB162/A: 120 man-hours; - Replacement of the wing: 300 man-hours.

1.6 SPECIAL TOOLS - Special Inspections on the wing structure: Boroscope; - Special Inspections on the stabilator structure: Boroscope; - Replacement of the lower spar cap angles: No Special Tools are required; - Replacement of the wing: No Special Tools are required.

1.7 VARIATION IN WEIGHT & BALANCE - Special Inspections on the wing structure: Not Applicable; - Special Inspections on the stabilator structure: Not Applicable; - Replacement of the lower spar cap angles: Negligible; - Replacement of the wing: Negligible.

1.8 ELECTRICAL SYSTEM LOAD - Not Applicable.

1.9 REFERENCE DOCUMENTS - Applicable Maintenance Manual for Aircraft Type; - Applicable Parts Catalogue for Aircraft Type.

1.10 PUBLICATIONS AFFECTED Not Applicable.

1.11 APPLICATION TO BE CARRIED OUT BY Vulcanair Part 145 or Approved Maintenance Organisation.



2. WORK PROCEDURE

NOTE

In case of replacement of the wing and relevant fuselage-wing attachments and bolts, contact Vulcanair to obtain all the relevant information. For proper technical support, communicate to Vulcanair the following information:

1. Aircraft Type and Serial Number; 2. Registration Marks; 3. Fuel Tanks capacity; 4. If the aircraft is equipped with the Integral Wing Auxiliary

Fuel Tanks; 5. All the required parts needed for the wing replacement; 6. List of all the equipment installed on the wing; 7. Aircraft owner inclusive of postal and e-mail address; 8. Any other information you think it is important.

1. Update the maintenance program and the inspection procedures of the aircraft according to the information laid out in the Maintenance Manual Supplement P/N NOR10.771-52.

2. Within the time of compliance stated in the paragraph 1.4, if the aircraft have reached or exceeded the wing Safe Life Limit or the Time Limit for the first Special Inspection to be carried out on the wing and stabilator structures, perform the required actions. For the subsequent inspection intervals proceed with the information laid out in the latest applicable revision of the Maintenance Manual Supplement P/N NOR10.771-52.

3. Only for aircraft up to s/n 356, in compliance with the requirements of case 2 reported on Table 2 in paragraph 1.4.1 of this Service Bulletin, and so affected by condition reported in row (e) on Table 1 of paragraph 1.3 of this Service Bulletin, it is required to replace the four lower spar cap angles by installing the Kit SB162 in accordance with the information laid out in the Service Instruction No. 88. It is also required to update the maintenance program of the aircraft in accordance with the information laid out in the latest applicable revision of the Maintenance Manual Supplement P/N NOR10.771-52.

4. Only for aircraft up to s/n 356, affected by conditions reported in rows (a) or (c) on Table 1 of paragraph 1.3 of this Service Bulletin, embodying the optional installation of the Kit SB162 or Kit SB162 plus Kit SB162/A, as applicable, in accordance with the instructions laid out in the Service Instruction No. 89, in order to extend the Wing Safe Life Limit, it is required to update the maintenance program of the aircraft in accordance with the information laid out in the latest applicable revision of the Maintenance Manual Supplement P/N NOR10.771-52.



2. WORK PROCEDURE (Cont.)

5. Record compliance with this Service Bulletin in the aircraft Log-Book, specifying which of the following actions have been performed: - Special Inspection on the wing structure as per the Maintenance Manual Supplement

P/N NOR10.771-52; - Special Inspection on the wing structure as per the paragraph 2.1 hereunder; - 8500 or subsequent 500 flight hours Special Inspection on the stabilator structure; - Replacement of the four lower spar cap angles on the wing front spars as mandatory

action in compliance with the requirements stated in case 2 on Table 2 in paragraph 1.4.1 of this Service Bulletin (installation of the Kit SB162 );

- Replacement of the four lower spar cap angles on the wing front spars as optional action for the Wing Safe Life Limit extension (Kit SB162), in compliance with the requirements stated in conditions reported in rows (a) or (c) on Table 1 in paragraph 1.3 of this Service Bulletin, and where applicable, installation of the wing front and rear spars reinforcements (Kit SB162/A)

- Replacement of the wing.

Regarding to the Special Inspections, detail also the results of the required inspections and the eventual corrective actions performed and/or eventual P/Nos. replaced.

6. Fill the attached form with all the requested information and send it to Vulcanair.




2.1 SPECIAL INSPECTION ON THE WING STRUCTURE FOR AIRCRAFT WHICH ARE AFFECTED BY THE CASE 3 REPORTED ON TABLE 2 IN PARAGRAPH 1.4.1 OF THIS SERVICE BULLETIN

FOREWORD Inspections with Non Destructive Testing (NDT) in the following indicated critical areas on the front and rear spars are required:

Critical area No. (see Figure 1) Description

1 Front and rear spars area between the left and right wing to fuselage attachments.

2 Front and rear spars areas in the engine nacelle and adjacent structure.

3 Front and rear spars areas between the wing root and engine nacelle.

INSTRUCTIONS

Note: The following inspections must be carried out on both wing structures. 1. Switch OFF all electrical loads, remove the baggage bulkhead and disconnect the battery

wires (negative wire first); 2. Referring to removal procedures laid out in the applicable aircraft Maintenance Manual,

remove: a. The cabin ceiling panel in the wing area and soundproof material if present; b. The wing to fuselage fillets and the upper centre fairing; c. The engine cowlings; d. The inboard and outboard wing leading edges; e. The inspection access covers under the wing skin, near the wing root;

Note: The following tasks do not refer to a complete removal of the wing. They refer to the

wing being lifted just enough to allow the required inspections to be carried out.

3. Referring to Service Instruction No. 79, drain the fuel tanks completely; 4. Remove the central seats, rear bench, carpets, fresh air outlets if installed, ADF antenna on

the wing if installed; 5. Slacken aileron control cables acting on the turnbuckles located under the cabin floor; 6. In the area of the wing to fuselage fillets disconnect the following:

a. Hot/Cool cabin air ventilation flexible hoses if installed; b. Sleeves on fuel selector control lines in the area of the grease fittings;




2.1 SPECIAL INSPECTION…. (Cont.)

c. Fuselage girder P/N 2.2039-1; d. Vacuum system hoses; e. De-ice system hoses if installed;

Caution: To prevent damage and/or contamination of hydraulic, pneumatic and fuel

hoses, protect the fittings and the terminals adequately and mark hoses and connections to facilitate their reinstallation.

7. Make sure that there are no other connections between the wing and the fuselage; 8. Position a trestle with height adjustable cradles under each left and right wing in

correspondence with ribs. No.17; 9. Position 2 hoists connected to the engines lifting points;

10. One at a time randomly remove three fastening bolts, from the front spar upper cap joining plates and three bolts at random fastening the front spar lower cap, as shown in Figure 2 DETAIL A, and carry out the following inspections: a. Magnetic particles inspection on removed bolts; b. Using a rigid boroscope of an appropriate diameter, positioned at a right angle with a

visual angle of 60 degrees, inspect the holes for corrosion and cracks; 11. If during above inspections, severe corrosion and/or cracks are found, one at time remove

all the remaining bolts and inspect the bolts and holes as per the previous steps 10a. and 10b. respectively. Replace the damaged bolts with new ones and repair the damaged wing structure in accordance with the Repair Procedures laid out in the FAA AC43.13-1B;

12. In absence of damage, referring to Figure 2 DETAIL A, replace the bolts previously removed with new ones and interpose a film of corrosion inhibitive compound (specification MIL-PRF-8116C). Torque to 247-273 lb.in.;

13. One at a time randomly remove three fastening bolts, from the rear spar upper cap joining plates and three bolts at random fastening the rear spar lower cap, as shown in Figure 2 DETAIL B, and carry out the same inspections called for in Steps 10.a. and 10.b.;

14. If during above inspections, severe corrosion and/or cracks are found, one at time remove all the remaining bolts and inspect the bolts and holes as per the previous steps 10a. and 10b. respectively. Replace the damaged bolts with new ones and repair the damaged wing structure in accordance with the Repair Procedures laid out in the FAA AC43.13-1B;

15. In absence of damage, referring to Figure 2 DETAIL B, replace the bolts previously removed with new ones and interpose a film of corrosion inhibitive compound (specification MIL-PRF-8116C). Torque to 41-45 lb.in.;

16. One at a time randomly remove four fastening bolts, from the joining plates of the front spar web, as shown in Figure 2 DETAIL A, and four bolts at random fastening the rear spar web, as shown in Figure 2 DETAIL B, and carry out the same inspections called for in Steps 10.a. and 10.b.;





17. If during above inspections, severe corrosion and/or cracks are found, one at time remove all the remaining bolts and inspect the bolts and holes as per the previous steps 10a. and 10b. respectively. Replace the damaged bolts with new ones and repair the damaged wing structure in accordance with the Repair Procedures laid out in the FAA AC43.13-1B;

18. In absence of damage, referring to Figure 2 DETAILS A/B, replace the bolts previously removed with new ones and interpose a film of corrosion inhibitive compound (specification MIL-PRF-8116C). Torque to 41-45 lb.in.;

19. One at a time remove all bolts fastening the reinforcement P/N 1.4105-2, as shown in Figure 3, if the aircraft have been repaired in accordance with SB 65 rev.1, or the reinforcement P/N 1.4155-1, as shown in Figure 4, if the aircraft have been repaired in accordance with SB 65 rev.2 or 3, and carry out the inspections called for in steps 10.a and 10.b.;

20. If during above inspections, severe corrosion and/or cracks are found, replace the damaged bolts with new ones and repair the damaged wing structure in accordance with the Repair Procedures laid out in the FAA AC43.13-1B;

21. In absence of damage, referring to Figures 3 and 4, replace the bolts previously removed with new ones and interpose a film of corrosion inhibitive compound (specification MIL-PRF-8116C). Torque to 41-45 lb.in.;

22. Remove the nuts and washers from the four wing to fuselage attachment bolts as shown in Figure 5;

23. Using the cradles and hoists, lift the wing just enough to allow removal of the attachment bolts and access to the spar lower cap;

Caution: Be very careful not to damage the wing to fuselage attachments during the

removal of the bolts. 24. Either replace or carry out a magnetic particles inspection on the wing to fuselage

attachment bolts and inspect the wing to fuselage attachments for cracks and corrosion as specified hereunder: a. Carry out a dye-check inspection on the wing to fuselage steel attachment plates using

solvent removable fluorescent penetrant Type I, method C; b. Using a rigid boroscope inspect the holes of the wing to fuselage attachments

internally; 25. Carry out the type of inspection specified in SB 65 rev.3 to verify the existence of cracks

in the same areas of the front and rear wing spars also specified in the same bulletin. Figure 6 refers;

26. With the aid of a powerful light source and 10x magnifying glass, visually inspect the rear spar in area 1 as shown in Figure 1;





27. Using the eddy current method, inspect the lower surface of the front spar caps in area 1 for cracks. For the inspection use a probe with a range frequency between 100 and 500 KHZ type VM 100 PSS3 or equivalent. For a more effective inspection, calibrate the eddy current test apparatus in accordance with the following indications:

Calibration of the Eddy Current Test Apparatus Calibrate the equipment on a piece of aluminium with a notch type 0,25 mm wide and 0,5 mm deep sample crack. Set the parameters to a minimum signals-noise ratio of 3:1;

Note: Carry out the inspection by scanning the lower surface of the spar cap moving the

probe longitudinally. Use a non metallic ruler as a guide for linear scanning. Make sure that the Test Equipment is correctly balanced to avoid the edge effect. The inspection must be carried out by a II level CND expert, qualified in accordance with the EN4179, MIL-STD-410E or equivalent. In alternative to the eddy current method, a dye-check inspection with a solvent removable fluorescent penetrant Type I Method C can be used after removal of the paint from the area concerned.

28. Carry out a detailed visual inspection of the front and rear spar caps and spar webs in the

areas 1 and 3 in Figure 1; 29. Using a suitable boroscope, through the lateral gaps between the engine firewall and the

wing front spar, inspect the wing spar web and spar caps for cracks and corrosion in the areas behind the firewall;

30. Open the two inspection access covers located at the rear and under the nacelles. Refer to Service Bulletin No.93 for P.68 aircraft variants up to and including S/N 400;

31. Using a suitable boroscope, through the inspection holes under the engine nacelles previously opened, accurately inspect the areas of the front and rear spars on the inside of the wing box for corrosion and cracks, as well as the relative wing rib attachments;

32. With the aid of a powerful light source and 10x magnifying glass, visually inspect all the other parts of the spars for cracks and corrosion;

33. If cracks equal to or greater than 10 mm long are found on the wing structure as shown in Figure 6, the aircraft must be considered not airworthy. To restore the airworthiness of the aircraft it is required to replace the wing structure and relevant wing-fuselage attachments and bolts with new ones, in accordance with the instruction reported in “Note” on paragraph 2 of this Service Bulletin;

34. Any other damage found in other concerned areas can be repaired in accordance with the Repair Procedures laid out in the FAA AC 43.13-1B. Fill out and mail or fax to Vulcanair the attached forms on last pages this Service Bulletin to transmit the information relative to the damage found. In addition, submit your proposed repair scheme to Vulcanair to obtain Technical Approval. Vulcanair cannot be held liable for any unauthorised repair;





35. If cracks less than 10 mm long are found on the wing structure as shown in Figure 6, it is required to stop drill the cracks as per the Repair Procedure laid out in the FAA AC 43.13-1B, and within the next 500 flight hours, in compliance with the requirements reported in case 3 on Table 2 in paragraph 1.4.1 of this Service Bulletin, it is also required to replace the wing structure and relevant wing-fuselage attachments and bolts with new ones in accordance with the instruction reported in “Note” on paragraph 2 of this Service Bulletin, in order to restore the aircraft airworthy;

36. If no damages are found on the wing structure as shown in Figure 6, within the next 500 flight hours, in compliance with the requirements reported in case 3 on Table 2 in paragraph 1.4.1 of this Service Bulletin, it is required to replace the wing structure and relevant wing-fuselage attachments and bolts with new ones in accordance with the instruction reported in “Note” on paragraph 2 of this Service Bulletin, in order to restore the aircraft airworthy;

37. Reposition the wing on the fuselage and insert attachment bolts and washers where required, by adjusting saddles and hoists as necessary;

38. Tighten nuts of the bolts according to the values indicated in Figure 5; 39. For reinstallation of the remaining parts, reverse the order used for the removal. Refer to

the applicable sections of the Maintenance Manual; 40. Check the travel of the ailerons and relative tension of the control cables. Refer to the

applicable sections of the Maintenance Manual; 41. Check the travel of the flaps. Refer to the applicable sections of the Maintenance Manual; 42. Reinstall the engine cowlings and all inspection access covers previously opened; 43. Carry out a functional test on all the systems disassembled and if necessary regulate them

in accordance with the procedure in the latest issue of the applicable documentation issued by Vulcanair.



3. MATERIALS REQUIRED FOR THE MODIFICATION

For the updating of aircraft maintenance program and procedures:

Maintenance Manual Supplement P/N NOR10.771-52.

For the replacement of the four lower cap angles on wing front spar: (Only for aircraft from S/N 01 up to and including S/N 356 affected by the condition reported in row (a) or ( c) or (e) on Table 1 in paragraph 1.3 of this Service Bulletin):

Kit SB162

Item P/N Description Q.ty

1. NOR7.521-4 Angle - Rear 2.5 Mt2. NOR7.521-5 Angle - Front 2.5 Mt.3. ALL-018 Plate –100x350x1.5 thick 2 4. ALL-107 Plate – 47x260x4 thick 4

5. R.0441 DRWG ”Typical repair of front spar in left and right wing” 1

Refer to drawing R.0441 for all the fasteners required for the repair. They are commercially available.



3. MATERIALS REQUIRED FOR THE MODIFICATION (Cont.)

For the installation of the wing front and rear spars reinforcements P/N 1.4145-001 and P/N 1.4145-002 respectively: (Only for aircraft from S/N 01 up to and including S/N 356 affected by the condition reported in row (a) on Table 1 in paragraph 1.3 of this Service Bulletin):

Kit SB162/A

Item P/N Description Q.ty

1 1.4145-001 Plate – Wing Fron Spar Reinforcement 2 2 1.4145-002 Plate – Wing Rear Spar Reinforcement 2 3 MS20426AD5-7 Rivet 2 4 MS20470AD5-6 Rivet 10 5 MS20470AD5-8 Rivet 40 6 NAS1132-6 Bolt 6

7 R.0458 DRWG “Wing front and rear spars reinforcements - installation of the Kit SB162/A” 1

For the replacement of the wing:

Refer to the applicable Aircraft Illustrated Parts Catalogue for spare parts required.



1. Spar area between the wing to fuselage attachments. 2. Spar area near the nacelle firewall and its adjacent areas. 3. Spar area between the wing root and engine mount.

Figure 1. Spar Areas for Non Destructive Testing (NDT)



Figure 2. Spar joining plates



Figura 3. Wing front spar modification as per Service Bulletin No. 65 Rev. 1.

Figure 4. Wing front spar Modification as per Service Bulletin No. 65 Rev. 2 and Rev. 3.



Figure 5. Wing to Fuselage Attachment.



Figure 6. Service Bulletin No. 65: Wing spar inspection area



AIRCRAFT AND OWNER / OPERATOR DATA

OWNER / OPERATOR (include mailing address, phone number, fax number and e-mail address)

AIRCRAFT MODEL

AIRCRAFT SERIAL NUMBER

YEAR OF CONSTRUCTION

AIRCRAFT REGISTRATION MARKS

TOTAL AIRFRAME HOURS

AVERAGE FLIGHT HOURS PER YEAR

TYPE OF OPERATIONS CONDUCTED

AREAS OF OPERATION AND ENVIRONMENTAL CONDITIONS: (Mild, Hot, Cold, Humid, Dry, Rainy, Saline, Sandy)

PREVIOUS REPLACEMENTS OF WINGS OR WING PARTS AND/OR REPAIRS CARRIED OUT

Date Flight Hours Reason for Replacement and/or Description of Repair

PREVIOUS REPLACEMENTS OF STABILATOR OR STAB. PARTS AND/OR REPAIRS CARRIED OUT

Date Flight Hours Reason for Replacement and/or Description of Repair



INSPECTION RESULTS

ITEMS

INSPECTION RESULTS

WING

STABILATOR

service bulletin no. 162 - vulcan air · manual supplement p/n nor110.771-52. once upon reached the...

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