Cessna 320b 100 Hourly Aircraft Inspection - Research Paper Example

? Cessna 320b 100 hourly aircraft inspection Introduction Cessna 320 series are upgrades of Cessna 310 series, which are typical American six-seat, low-winged planes produced in the periods between 1954 and 1980. Cessna 320 series feature a turbo-charged TSIO-470-B engines as well as a fourth cabin side-window with production mainly between 1961 and 1969 (Cessna 320b owner’s manual, 2013).Cessna 320b is conventionally considered a variant of 320A incorporating a nacelle baggage lockers as well as minor changes, in addition to being 62 built as compared to 320a which is 47 built. The report covers inspection procedure and maintenance of the Aircraft’s engine, make Continental 10-360 series engines. Objective The report, reports the entire process, leading to inspection of JPY’s aircraft engine, the inspection findings, and post-inspection activities. This involved inspection of the aircraft’s conformity to prescribed regulations. Conformity inspection involved review of designated data and all document required as per the stipulations by the Federal Aviation Administration (FAA). As a matter of fact, conformity inspection sought to ensure that JPY had correctly undertook all processes and tests required by FAA. Additionally, it involved inspection of the parts to ensure they are in compliance with design data. Initial investigations involved evaluation of the existing documents for conformity before comparing the engine’s current condition to conformity requirements. Finally, the areas with problems were identified and appropriate course of action adopted. Of interest were the permanent records provided by JPY and these included the following: 1. The aircraft’s log book: confirmation for valid seal from FAA and existence of validly filled information 2. Aircraft Worthiness Certificate documentation. This certifies that the aircraft owner and operator have maintained the aircraft in airworthy condition. Additionally, it allows understanding of the persons allowed to perform maintenance, preventive maintenance, or any alterations on the aircraft. Conventionally, two conditions have to be met before the aircraft is considered “airworthy”. 3. A supplemental type certificate (STC) is a type certificate (TC) issued when an applicant has received FAA approval to modify an aircraft from its original design.  The STC, which incorporates by reference the related TC, approves not only the modification but also how that modification affects the original design. These are useful in not only knowing the modifications but also the effect that the modification had on the aircraft’s original design. 4. The Type Certificate Data sheet :) that is, when the aircraft configuration and the components installed are consistent with the drawing, specifications, and other data that are part of the TC, and include any supplemental TC and field-approved alterations incorporated into the aircraft. 5. The Pilot’s Operating hand book provides useful information on weight and balance, operating ranges of the aircraft and airworthiness of the aircraft. 6. Also , included with the aircrafts documentation came the weight and balance certificate Description of the scenario The aircraft was brought was availed for repair by JPY. The process was initiated through a call from JPY to our maintenance department complaint being magneto issues encountered earlier. JPY had initially thought the issue had been resolved but it suddenly recurred and hence the need for further inspection and correction. The first meeting between us and JPY was held on the 23rd of November, 2013 at 1654 Entrance Drive New Braunfels Texas on the Flight Ramp outside the hanger’s main entrance. JPY flew the aircraft from Karnes County Airport to our facility. During the meeting, a comprehensive discussion of the problems encountered with JPY’s Cessna 320B were discussed, in addition to various documentations for the aircraft being handed over for inspection. The log books revealed that the aircraft was due for 100-hourly inspection. According to the log book entries, the aircraft’s last 100-hourly inspection had been completed on the 15th of December, 2012. Following the revelation, the client changed his mind and opted for a 100-hourly inspection instead of his earlier request for magneto repairs. Additionally, it was revealed that the aircraft had been operating under part 91 ‘not for hire.’ Also notable from the aircraft’s log book is the fact that the left engine had 1290 hours. The client consequently authorized a 100-hourly inspection marking the start of the process. The inspection reported is purely for the aircraft’s engine. Engine description The aircraft’s engine is Continental 10-360 engine and is a horizontally opposed, six cylinders cooled, wet sump engine incorporating a top induction system, bottom exhaust, and provisions for front and rear mounted accessories. The engine’s increased cubic-inch displacement is due to increased bore and its stroke is the same as that of O-235's and O-290's. In terms of design and operation, its tappets are almost similar to hydraulic tappets typical of continental engines. Further, as its camshaft lobe actuates cam follower and pushes hydraulic lifter cylinder outwards, oil in chamber acts as its cushion. Whilst engine valve off its seat a bit of oil leaks between the plunger and cylinder bore to compensate for any contraction or expansion in the valve train. Then, as the cam lobe moves off the follower and the engine valve closes, the supply chamber immediately refills and prepares for another cycle. Additionally, the 10-360 series engines come with a provision in crankcase for installation of a hydraulic propeller. Further, chrome moly crankshafts on various models have an incorporated pair of small propeller flange bushings allowing the shaft (designed for constant-speed propellers), to allow for a controllable-pitch prop. However, crankshafts meant for constant speed props cannot be substituted for shafts in fixed-pitch installations save for instances where the plug in the rear of hollow front section of shaft is installed. Internal engine lubrication is typical of and expected of the 10-360 s. According to the owner’s manual, mains, tappets, con rods, camshaft bearings, as well as pushrods are pressure lubricated. The oil collectors as well as the sprays lubricate piston pins, cylinder walls, as well as gears. The oil pump is positioned in accessory housing, and sucks oil from sump, sending it via drilled passages in the accessory housing, which comes with a threaded rear connection via a flex line and to external cooler. The pressure oil from the cooler returns to other threaded connection on the engine’s accessory housing and passes via a drilled passage to reach the oil pressure screen, which is in a casting mounted on the accessory housing. If cold oil or any kind of obstruction restricts oil flow to the engine cooler, a by-pass valve permits oil to directly flow from oil pump to the camber of oil pressure screen. The 10-360 Continental engine has an ignition system same as that of 0-235 and 0-290 engines, and further uses the Scintilla 84LN-20 and –21 magnetos. Its induction system is also the same as that of 0-235 and 0-290 except for the fact that in its case, it is fitted with a Marvel-Schebler MA-4SPA carburetor. In general, the engines specifications are listed in the tables below as indicated in the owner’s manual. Specifications 10-360 Description Specification Cylinder bore 5.125 in. Stroke 3.875 in. Displacement, cubic inches 319.8 Compression ratio 7.00:1 Rated rpm 2,700 Rated horsepower 150 Cruising rpm 2,450 Dry weight 268 lbs. Oil pressure, normal 65 to 85 psi Oil pressure, minimum at idle 25 psi Oil sump capacity 8 qtr. Fuel grade, octane 80/87 Spark advance, BTC 25 degrees Tappet setting, cold engine .028 to .080 inches Table 1: Specifications 10-360 (Continental 10-360 owner's manual) Aircraft permanent records Conventionally, 14 CFR Part 91.417 regulation spells out the necessary documents required of any aircraft. Permanent records must be kept and maintained throughout the aircrafts operational life. They reflect the status of the aircraft in relation to important issues such as the last inspection date, life-limited components, type design altercations, as well as AD compliance. Further, 14 CFR Part 91.417 (a) (2) provides the list of records which have to be “retained and transferred alongside the aircraft in case it is sold. These are discussed hereafter, Total Time in Service 14 CFR Part 91.417 (a) (2(i) This ensures the aircraft’s total service time is recorded for each of the useful components, engine included. Service time is defined as 14 CFR Part 1 the duration from when the landing gear tires leave ground for take-off to the time they touch back on the ground. Typically, it is these records which help in determination of the operational hours of the aircraft. The owner has an obligation to provide this data and ensure it is recorded in the log book. It is further recommended that all applicable total duration and cycles are recorded whenever possible. Time since Last Overhaul14 CFR Part 91.417 (a) (2) (iii) These sections details the overhaul frequencies for components and are typically called out in maintenance manuals/service information. The maintenance manual usually has a section which makes reference to overhaul requirements. The section requires that materials recommended for overhaul by the manufacturer are listed. The time since last overhaul is recorded and on inspection, the component is checked to see if it passes the inspection criteria. Useful information contained in the section includes: The aircraft’s components with a recommended overhaul period Part’s serial numbers Total time accumulated since last overhaul Aircraft worthiness certificate documentation This certifies that the aircraft owner and operator have maintained the aircraft in airworthy condition. Additionally, it allows understanding of the persons allowed to perform maintenance, preventive maintenance, or any alterations on the aircraft. Conventionally, two conditions have to be met before the aircraft is considered “airworthy”. These include the following: 1. The aircraft must conform to its type certificate (TC); that is, when the aircraft configuration and the components installed are consistent with the drawing, specifications, and other data that are part of the TC, and include any supplemental TC and field-approved alterations incorporated into the aircraft. 2. The aircraft must be in condition for safe operation; this refers to the condition of the aircraft relative to wear and deterioration. Supplemental type certificates A supplemental type certificate (STC) is a type certificate (TC) issued when an applicant has received FAA approval to modify an aircraft from its original design.  The STC, which incorporates by reference the related TC, approves not only the modification but also how that modification affects the original design. These are useful in not only knowing the modifications but also the effect that the modification had on the aircraft’s original design The manufacturer’s maintenance manual contained information about all components and systems installed into the Cessna 320b aircraft. These included components, assemblies, as well as systems within. It therefore acts as the benchmark upon which inspection is performed. In general, it offered the following information: System description Instructions for lubrication Applicable pressure and electrical loads to the aircraft systems Appropriate tolerances and adjustments required for proper functioning of the aircraft Techniques for leveling, raising, and towing Technique for balancing of control surfaces Description of primary and secondary structures Special techniques required for inspection Special tools required for inspection The overhaul manual offered descriptive information as well as detailed instructions for work on removed components of the aircraft. The illustrated Parts Catalog offered information of structure breakdown/equipment in sequence for disassembly. It further offered exploded views/cutaways for parts/equipment produced by the manufacturer of the aircraft. Aircraft inspection Life limits, CFR 43.10 Special Inspection Items: Years Hours Status Engine shock mounts 15(6) TBO requires minor adjustments Non-Teflon fuel, oil, and hydraulic hoses 8 (6) TBO Fully functional Teflon fuel, oil, and hydraulic hoses 15 (6) TBO Fully functional Continental Engines 2000 SL 98-9 Fully functional Engine shock mounts 15(6) TBO requires minor adjustments Non-Teflon fuel, oil, and hydraulic hoses 8 (6) TBO Fully functional Teflon fuel, oil, and hydraulic hoses 15 (6) TBO Fully functional Continental Engines 2000 SL 98-9 Fully functional Alternator 500 Fully functional Gear drive alternator internal inspection 5 (2) 300 Fully functional Belt driven alternator internal inspection 5 (1) 500 (456) Fully functional Internal magneto inspection 5 (2) 500 (456) Fully functional Valve inspection/dry lash clearance 15 (8) TBO Requires replacement Cam/cam follower inspection (TCM engines) 15 (6) mid life Fully functional Bendix fuel injector servo overhaul 20(8) TBO Requires cleaning and repair works Pressure carburetor overhaul 20 (3) TBO Requires cleaning and repair works Primer nozzles cleaned and spray pattern 5 (1) Requires cleaning and repair works Continental unmetered fuel pressure check 2 (1) 400 (648) Requires cleaning and repair works Diaphragm fuel pumps overhaul 20 (6) TBO Requires cleaning and repair works Internal starter inspection 5 (2) mid-life Requires cleaning and repair works Turbo-charger oil inlet check valve(s) 10 (8) 1000 (712) Requires cleaning and repair works Turbo-charger oil scavenge check valves(s) 10 (6) 1000 (712) Requires cleaning and repair works Hydraulic wastegate actuator(s) resealing 10 (4) 1000 (712) Requires cleaning and repair works The equipment list involved the following one itemNom Nomenclature Pt# Serial # New Serial Bendix (6RN-205) 10-163060-1 8017100 96144301 Bendix (6RN-201) 10-163020-3 801527 95234912 This provided us an avenue to do a conformity check on the aircrafts airworthiness Directives http://rgl.faa.gov/Regulatory_and_Guidance_Library%5CrgAD.nsf/0/7F6E5A97D56EF0F586256A32005F29F1?OpenDocument (Magnetos for our 302B) http://rgl.faa.gov/Regulatory_and_Guidance_Library%5CrgAD.nsf/0/AB5ADE6BCEFD584F86256A3400635A72?OpenDocument (Fuel hose) *engine http://rgl.faa.gov/Regulatory_and_Guidance_Library%5CrgAD.nsf/0/29A2C24879C11F0B86256E010054747D?OpenDocument (Fuel Starvation) engine Recurring Inspection List AD Number Date of Revision Subject Date at Compl. Total Time At Compl. Method of Compliance One Time Recurring Next Due Date/Time Name Signature Number 82-13-01 June 28th,1982 Bendix Magnetos Already Complied Complied with on the 100 hour inspection Changed bushings in the Distributor One time only Next 25 hour in section November 2014 Tim Philippi UpatedEEquipment List AD Date of Revision Subject Bendix magneto Total time Method of Compliance Recurring Next De Date Due 74-26-0 9 12/24/13 11/27/13 yes Removed bushing One time only Yes until Manufacture/FAA changes its position Within 200 hours or 90 days This brought us to our conformity inspection check list. For the hundred hour inspection In addition to that it brought us to the realization that our Magnetos that we removed from N777QQ needed to be removed and replaced and the log book entry that follows complies with the necessary Ads that we found for the engine are listed below. Cessna Models 320 Series Airplane 14 CFR Part 39 Amendment 39-1617: Ad 73-07Dates Effective April6, 1973 the discrepancies on this Ad include looking for corroded fuel lines, electrical wiring, and loose fittings. Boost pumps and attachments with in the leading edges of the wings it is to be done every 25 hours. And the 2nd AD that was located for this engine related to fuel starvation and locating the necessary Placards. 14 CFR Par 39 Amendment 39-793;AD 69-14-01 if the aircraft has less than 10 gallons of fuel in each tank do not do high angle descent Accord to Ad one must use placards placed in front of the pilot in full view near the manifold gauge. 14CFR Part 39 Removed/Replaced solid Steel drive Shaft Bushing in both magnetos I certify that the following components (Bendix (6RN-205) 10-163060-1 8017100 Bendix (6RN-201) 10-163020-3 801527) have been serviced in accordance with Airworthiness Directive 74-26-09 Amendment 39-2050 and the aircraft is not approved for return to service. (Tim Philippi 99999) This now brings us to the component replaced and documentation necessary to complete this portion of the assignment the magnetos were removed and the Solid Steel Drive Shaft Bushings were removed/replaced within the component. In Accordance with AD 74-26-09 page 2 of 2, AD 73-07-07 determination of fuel lines, electrical wiring in the next 25 hours the boost pump relay removed and installed on the trailing edge per Par C & D and the last AD on aircraft engine is AD 69-14-01 Remove and replaced placards in full view of the pilot as close as possible to manifold gauge. I certify that this aircraft has been inspected in accordance with CFR 43.11(a)(5) 100 hourly inspection and a list of discrepancies and un- airworthy items dated (11/26/2012) has been provided for the aircraft owner. Tim Philippi License # 994565 Recurring Inspections for the Bendix S20 Magnetos The service bulletins that apply to this engine include the following: Magneto to timing to engine SB MSB94-8D for the s-20 Magneto Tachometer points S-20 SB 663A and the reason for the SB is Tachometer points need to be inspected and replacement (Capacitors PN: 10-382807; 10382681; 10382681-1 BN: 9942 or less replace (stamp W Upper Right Quarter) (Recurring) Distributor gear maintenance SB 658 Recurring) and the reason for the SB Maintenance Impulse Coupling SB (MSB645 ) all with impulse couplings Reason for SB is the impulse couplings need to be replaces with snap-ring cam assemblies (recurring inspection Coils SB MSB644 Replacement of coils (internally grounded) and rotors(flat sided) Anti-Seize compound SB631 because the anti-seize compound on magneto shafts (Soft flyweights, Inspection SB623A need to be inspected.[ Recurring] Distributor gears loose electrodes Check markings X +) L or Z (recurring Shaft Bushing, SB556 Steel instead of sintered Iron Carbon Brush spring shoulder = .541’ SB549 Contact block spring height = .422 Recurring. Capacitor Lead clamp terminals SB587 inspection & repair Conformity inspection Yes No It is current & in appropriate condition Yes No Is Approved Flight or Owner’s manual in aircraft? x x Are current log books in aircraft? x x Is Registration Certificate in aircraft? x x Is Airworthiness Certificate in aircraft? x x Is Weight & Balance Record in aircraft? x x Is all applicable factory service information complied with? x x ENGINE SECTION: MECH INSP Remove and clean engine cowling and baffling; inspect for cracks, wash engine. Tp Perform a HOT engine differential compression check. Cylinder Readings: 1 75 2 74 3 76 4 72 5 77 6 79 Tp LUBRICATING SYSTEM: LP Drain sump and change oil filter (if installed). LP Remove pressure and suction screens; check for metal particles. LP Clean and inspect screens. Reinstall and safety wire screens. LP Inspect condition of oil cooler. LP Service engine with recommended lubricating oil Lp Check engine for oil leaks (note & correct). LP IGNITION SYSTEM: TP Inspect spark plugs; replace or clean & re--gap. Tp Inspect ignition harness for general condition, free from fraying or chafing. TP Inspect magnetos & points; check magneto timing; check distributor block for erosion or cracks. Overhaul Bendix magnetos each 500 hours/4 years per TCM SB 643B. TP ELECTRICAL SYSTEM: LP Inspect batteries) for security, battery box (or area) for corrosion & vent for obstruction. LP Inspect generator/alternator(s) and accessories. LP Inspect electrical components & wiring. LP Inspect starter & starter drive; lubricate starter drive. LP For Garmin G1000 equipped A/C; refer to G1000 documentation for continued airworthiness instructions. LP INDUCTION SYSTEM: (Challenger Aviation Filter Equipped Aircraft) LP Recharge filter every 100 hours. Inspect filter housing for debris and component condition (hoses, clamps, etc.). Check opening pressure/operation of ALT air door. LP FUEL SYSTEM - M20B, C, D, G: LP Inspect & drain carburetor, clean screens and check fuel flow. LP Inspect carburetor heat system for leaks & proper operation. LP Remove, clean, inspect and re-oil air filter. LP Inspect carburetor air-box & induction system for condition. LP Inspect fuel selector valve for operation & proper pointer indication. Verify positive valve selection while rotating fuel selector valve through selection range. Tighten/Loctite set-screw if required. LP Operate boost pump, check pressure and all lines for leaks. LP Clean electric fuel pump screen (1963 & previous models). LP Drain fuel sumps and fuel selector valve (Right & Left tanks). LP FUEL SYSTEM LP Inspect fuel injection system, clean screens & injector nozzles (refer to Textron Continental O/H Manual, Section 8 or TCM Service Manual). LP Check power boost system for proper door operation & seal for leaks NOTE: Power boost system deleted on 1990 & ON. LP Remove, clean & inspect dry--air filter. LP Inspect air induction system & alternate air valve. Lp Inspect fuel selector valve for operation & proper indication. Verify positive valve selection while rotating fuel selector valve through selection range. LP Operate boost pump; check pressure & all lines for leaks. LP Drain Right & Left tank fuel sumps; selector fuel valve or gascolator. LP Check unmetered fuel pressure per Mooney Service & Maintenance Manual LP EXHAUST SYSTEM: LP Remove heater jacket & inspect exhaust system for leaks & cracks; remove exhaust cavities, inspect area. LP Inspect clamps for tightness at turbocharger(s) LP Inspect firewall for proper sealing & freedom from cracks. Lp Inspect tubular engine mount for cracks; bolts & rubber mounts for security. LP GENERAL INSPECTION: LP Lubricate engine controls & inspect for security, full travel & free movement. Inspect for secure throttle, mixture & prop control arms and respective components. LP Lubricate cowl flaps & inspect for proper opening & operation. LP Remove propeller spinner & inspect for cracks & general condition. LP Inspect propeller hub for grease leakage; check hub bolts & mounting bolts for proper torque; inspect blades for cracks, nicks, and dents, lubricate as needed (refer to appropriate manufacturer’s handbooks). LP 100-Hourly Inspection Checklist Design The magnetos had the following discrepancies 1. Capacitor bad PN 10-400615 Replace 2. Impulse coupling worn (Replace with snap-ring cam assemblies) 3. Coils Bad (Internally grounded) and rotors (flat side) (Replace) 4. Distributor gears loose electrodes Worn (Replace) 5. Ignition Harness attachment plate worn (Replace) 6. Tachometer points worn (replace) 7. Anti-Seize compound on magneto shafts (needs replacing) 8. Soft flyweights need replacing 9. Distributor Gears loose electrodes Check Markings SB619 Recurring 10. Block Bearing tight fit Replace 11. Capacitor Lead clamp terminals Replace The maintenance action for replacing the parts was dictated by FAR43.16 The main points of Service Bulletin SB643B are listed in the first and last paragraph the first paragraph states” The following information constitutes the manufacturer’s Instructions for Continued Airworthiness…”While this is a service bulletin and is therefore by defining optional. “Airworthiness Limitations which states, “Each person performing an inspection or other maintenance specified in an Airworthiness Limitations section of a manufacturer’s maintenance manual if Instructions for Continued Airworthiness shall perform the inspection if other maintenance in accordance with that section…”Section 4 .C of SB643B then spells out the ICA requirement that” magnetos must be overhauled if replaced at the expiration of five years since the date of original manufacture of last overhaul, or four years since the date the magneto was placed in service… Our opinion based on the above statement is extremely aggressive so until we find written guidance that is different both group members agreed to abide by the above rule as stated I SB643B http://www.tcmlink.com/pdf2/SB643B.pdf Furthermore, this logbook entry determined the following I completed a 100 hour engine inspection including a list of Discrepancies and Service Bulletins Discrepancies for The Cessna 320b IAW AC43-12-1B chapter 8 Par 8-73 Pg 8-29 and IAW 14CFR Subchapter F 91.407 Par(a) (1) Pg383 including all components and systems that make up the engine inspection of the Cessna 320B Total Time 1290. List of Discrepancies that need to be completed Amendment 39-2050 74-26-09 Bendix electrical components R/R solid steel drive shaft bushing within 200 hours of service or 90 days (Magnetos) http://www.avweb.com/news/savvyaviator/savvy_aviator http://www.mechanicsupport.com/manuals/BendixSB.pd http://www.tcmlink.com/pdf2/SB643B.pdf http://www.ecfr.gov/cgi-bin/text-idx?c=ecfr&sid=95883d3259a3442f16277d5795254eb5&rgn=div8&view=text&node=14:1.0.1.3.21.0.363.12&idno=14 Airworthy log book entries Preventive Maintenance The aircraft has been consistently taken through preventive maintenance in accordance with FAR 43 and Cessna Continued Airworthiness Instructions. (Detail Preventive Maintenance Performed). The aircraft is approved to continue service after the 100-hourly check. Airworthiness Limitations This aircraft was found to be outside the airworthiness limitations (specify) as per ACAI Part I, and is removed from service for 100-hourly inspections and maintenance. Hard Landing Inspection The aircraft has no log entries reporting cases of hard landing. As per ACAI Part I, Section 4, it is found airworthy for return to service. Hose Inspection/Replacement Fuel hose is inspected in line with Service Bulletins and found to be airworthy for return to service. Conclusion The time periods for the inspections noted in this schedule are based on normal usage under average environmental conditions. Airplanes operated in humid tropics, or in cold, damp climates, etc., may need more frequent inspections for wear, corrosion, lubrication, and/or lack of maintenance. Under these adverse conditions, perform periodic inspections in compliance with this guide at more frequent intervals until the owner/operator can set his own inspection periods based on the contingencies of field experience. Airplanes operated less than 100 hours per year must have a 100-Hour Inspection performed no later than 12 months following the date of the preceding 100-Hour Inspection. The 100-hour interval between performances of the procedures specified herein should NEVER be exceeded by more than 10 hours, which can be used only if the additional time is required to reach a place where the inspection can be accomplished satisfactorily. However, any extension of a 100-hour interval must be subtracted from the following 100-hour interval, with no time extension permitted. The current inspection of Cessna 320b revealed considerable faults worth repair during the maintenance/100-hourly checks. Read More