Pma Cessna t337g

PROGRAMA DE MANTENIMIENTO
PMA
REVISION R-14
CESSNA T337G SERIES
CARATULA
EDITADO POR: MELQUIADES CHAVEZ GALDOS

PROGRAMA DE MANTENIMENTO
CESSNA T337G
REVISIÓN: R-14
EDITADO POR: MELQUIADES CHAVEZ GALDOS

CESSNA P337 SERIES OB-1402
PMA INDICE GENERAL
Regresar al Indice
INDICE GENERAL
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: a – 0

INDICE GENERAL
INDICE GENERAL
LISTA DE CONTENIDO PAGINA
Carátula del manual --
Asignación del manual --
Índice general a-0
Registro de revisiones b-0
Lista de paginas efectivas c-0
Generalidades y Proposito de las Secciones d-0
Procedimiento para las revisiones del manual e-0
CAPITULO “A” INSPECCION DE PREVUELO Y CORRIDA DE MOTOR A-0
CAPITULO “B” SECCION 2-01-00 GROUND HANDLING B-0
1. Towing B-1
2. Jacking B-1
3. Parking B-1
4. Tie-Down B-1
5. Flyable Storage B-4 al B-5
6. Temporary Storage B-5 al B-8
7. Indifinite Storage B-8 al B-10
8. Leveling B-10
CAPITULO “C” SECCION 2-03-00 SERVICING C-0
1. General C-1
2. Fuel tanks C-1
3. Fuel Drains C-1
4. Fuel Strainers C-1
5. Engine Oil C-1 al C-2
6. Induction Air Filters C-2
7. Vacuum System Air Filter C-4
8. Battery C-4
9. Tires C-4

INDICE GENERAL
INDICE GENERAL (Cont....)
10. Nose Gear Strut C-4
11. Shimmy Dampener C-4 al C-11
12. Hydraulic Brake System C-11
13. Landing Gear Hydraulic Retraction System C-11
14. Hydraulic Fluid Sampling and Contamination C-11 al C-12
15. Oxigen Cylinder C-12
16. Oxigen Face mask C-12
17. Continued Airworthiness Program C-12
CAPITULO “D” SECCION 2-05-00 CLEANING D- 0
1. General D- 1
2. Windshield and Windows D- 1
3. Plastic Trim D- 1
4. Upholstery D- 1
5. Aluminum Surfaces D- 2
6. Painted Surfaces D- 2
7. Engine Compartment D- 2
8. Propellers D- 2
9. Wheels D- 2
CAPITULO “E” SECCION 2-07-00 LUBRICATION E- 0
1. General E- 1
2. Nose Gear Torque Links E- 1
3. Downlock Pins and Overcenter Buttons E- 1
4. Nose Gear Cam Followers E- 1
5. Wheel Bearing Lubrication E- 1
6. Fuel Selector Valve E- 1
7. Wing Flap Actuator E- 1
8. Aileron Rod End Bearing E- 1 al E-6
9. Control Cable Seals E- 7

INDICE GENERAL

CAPITULO “F” SECCION 2-10-00 TIME LIMIST/MAINTENACE CHECK - GENERAL F- 0
1. Scope F- 1
2. Inspection Requirements F- 1
3. Inspection Program Selection F- 1 al F-2
4. Description F- 2
5. General Inspection Terms and Guidelines F- 2
6. Inspection Time Limits F- 2
7. Chart Legend F- 2 al F-3
8. Listado de Items de Inspeccion F-4 al F-26
9. Intervals F-27 al F-30
CAPITULO “G” SECCION 2-12-01 FICHA DE INSPECCIONES G- 0
Inspection Operation 1 G- 1 al G-4
Inspection Operation 3 G-9 al G-12
Inspection Operation 4 G- 13

INDICE GENERAL

Inspection Operation 40 G-51
CAPITULO “H” SECCION 2-13-00 SUPPLEMENTAL INSPECTION DOC. (SID´s). H- 0
1. Supplental Instruction Document H- 1
2. Principal Structural Elements H- 1 al H-2
3. Usage H- 3 al H-4
4. Reporting - Communications H- 4
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: a - 4

INDICE GENERAL

5. Inspection Methods H-4
6. Related Documents H-5
7. Applicability/Limitations H-5
8. PSE DETAILS H- 5 al H-6
9. Evaluation Diagram H- 7
10. Discrepance Report H-8

CAPITULO “I” SECCION 2-13-01 NON DESTRUCTIVE INSPECTION METHODS
I- 0
AND REQUIREMENT (PND).
1. General Requirements I- 1
2. Eddy Current Inspection I- 1 al I-12
3. Penetrant Inspection I-12 al I-15
4. Magnetic Particle Inspection I-15 al I-19
5. Ultrasonic Thickness Testing I- 19 al I-20
6. Visual Inspection I- 20 al I-23
CAPITULO “J” SECCION 2-14-00 LISTING OF SUPPLEMENTAL INSPECTIONS J- 0
1. Supplemental Inspection Inspection J- 1 al J-4
SID 27-20-01 J- 5
SID 27-30-01 J- 6 al J-7
SID 27-30-02 J- 8 al J-9
SID 27-30-03 J-10 al J-11
SID 27-50-01 J-12 al J-13
SID 32-13-01 J- 14 al J-15
SID 32-20-01 J-16 al J-17
SID 32-31-01 J-18 al J-19
SID 52-10-01 J-20 al J-22
SID 53-11-01 J-23 al J-24
SID 53-11-02 J-25 al J-27
SID 53-11-03 J-28 al J-29
SID 53-11-04 J-30 al J-31
SID 53-12-01 J-32 al J-33
SID 53-30-01 J-34
SID 53-41-01 J-35 al J-37

INDICE GENERAL
SID 53-47-01 J- 38
SID 55-10-01 J- 39
SID 55-30-01 J- 40 al J-41
SID 55-51-01 J- 42 al J-43
SID 56-10-01 J- 44 al J-49
SID 56-10-02 J- 50 al J-51
SID 57-12-01 J- 52
SID 57-30-01 J- 53 al J-54
SID 57-30-02 J- 55 al J-60
SID 57-41-01 J- 61 al J-64
SID 57-50-01 J- 65 al J-66
SID 57-51-01 J- 67 al J-68
SID 57-53-01 J- 69
SID 71-20-01 J- 70
SID 71-20-02 J- 71
CAPITULO “K” SECCION 2-20-01 EXPANDED MAINTENANCE K- 0
1. Control Cables K- 1 al K-5
2. Main Landing Gear Actuator K- 6 al K-8

CAPITULO “L” SECCION 2-30-00 CORROSION PREVENTION & CONTROL
L- 0
PROGRAM
1. Introduction L- 1
2. Corrosion Prevention Control Program Objetive L- 1
3. Corrosion Prevention and Control Program Function L- 1
4. Preferences L- 1 al L-2
5. Control Prevention and Control Program Application L- 2
6. Baseline Program L- 2 al L-3
7. Base line Program Implementation L- 3
8. Reporting System L- 3
9. Airplane Zones L- 4
10. Damage Reporte Form L-5

INDICE GENERAL

11. Periodic Review L- 6
12. Corrosion Related Airworthiness Directives L- 6
13. Appendix A - Development of the Base Line Program L- 6
14. Appendix B - procedures For Recording Inspection result L- 6
15. Appendix C - Guidelines L- 6 al L-8
16. Aplication of the Corrosion Program Inspection L- 8
17. Corrosion Location (1) L- 9
21. Determination of the Corrosión Levels L- 13 al L-14
22. Level 2 Corrosion Findings L- 14
23. Typical Action that Follow the Determination of the Corrosion Level L- 14
24. Corrosion Level Determination Chart (1) L- 15
25. Corrosion Level Determination Chart (2) L- 16
26. Corrosion Level Determination Chart (3) L- 17 al L-18
27. Factors Influencing Corrosion Occurrences L- 18 al L-19
28. Reporting L- 19
29. Program Implenetation L- 19
30. Pagina intencionalmente dejado en blanco L- 20

CAPITULO “M” FORMATO DE INSTALACION Y REMOSION DEL DOBLE
M- 0
COMANDO
1. Formato de Instalacion del Doble Comando M- 1
2. Formato de Retiro del Doble Comando M- 2
CAPITULO “N” OVERHAUL Y REEMPLAZOS N- 0
1. Listado de Overhaul / Reemplazos N- 1 al N-2
ANEXO “A” CONTINUED AIRWORTHINESS PROGRAM ANX- 0

FORMATOS SUPPLEMENTAL INSPECTION DOCUMENT / CORROSION FORM-1 al
PREVENTION AND CONTROL PROGRAM FORM-21

INDICE GENERAL
PAGINA INTENCIONALMENTE
DEJADO EN BLANCO

REGISTRO DE REVISIONES
Regresar al Indice
REGISTRO
DE
REVISIONES
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: b - 0

LISTA DE PAGINAS EFECTIVAS
REGISTRO DE REVISIONES
REVISION FECHA DE ELABORADO POR FECHA DE EFECTUADO POR

REVISION APROBACION
ORIGINAL 19 Abr 2004 C. Palacín C. 11 May 2004 A. Coca Tello
REVISIÓN APROBACIÓN
R-1 27 Jun 2005 C. Palacín C. 15 Jul 2005 A. Coca Tello
R-2 02 Ene 2006 A. Coca Tello 24-Ene 2006 A. Coca Tello
R-3 27 Ago 2007 A. Coca Tello 20 Set 2007 A. Coca Tello
R-4 15 Abr 2008 A. Coca Tello 15 May 2008 A. Coca Tello
R-5 30 Jul 2008 A. Coca Tello 29 Ago 2008 E. Mendoza Z.
R-6 10 Nov 2008 A. Coca Tello 04 Dic 2008 E. Mendoza Z.
R-7 26 Mar 2009 A. Coca Tello 14 Abr 2009 E. Mendoza Z.
R-8 05 Ago 2009 A. Coca Tello 28 Set 2009 E. Mendoza Z.
R-9 15 Feb 2010 A. Coca Tello 07 May 2010 E. Mendoza Z.
R-10 10 Ago 2010 Carlos Palacín C. 30 Set 2010 E. Mendoza Z.

Reedición
R-11 18 Nov 2010 Carlos Palacín C. 07 Feb 2011 A.Coca Tello
R-12 24 Nov 2010 Carlos Palacín C. 08 Feb 2011 A.Coca Tello
R-13 26 Dic 2010 Carlos Palacín C. 16 feb 2011 A.Coca Tello
R-14 30 Jun 2012 M. Chavez Galdos
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: b - 1

Regresar al Indice
LISTA
DE
PAGINAS EFECTIVAS
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: c - 0

INDICE GENERAL
LISTA DE PÁGINAS EFECTIVAS

No. PAGINA REVISION FECHA
01 Caratula R-14 30-JUNIO-2012
02 Asignacion R-14 30-JUNIO-2012
03 a-0 R-14 30-JUNIO-2012
04 a-1 R-14 30-JUNIO-2012
05 a-2 R-14 30-JUNIO-2012
06 a-3 R-14 30-JUNIO-2012
07 a-4 R-14 30-JUNIO-2012
08 a-5 R-14 30-JUNIO-2012
09 a-6 R-14 30-JUNIO-2012
10 a-7 R-14 30-JUNIO-2012
11 a-8 R-14 30-JUNIO-2012
12 b-0 R-14 30-JUNIO-2012
13 b-1 R-14 30-JUNIO-2012
14 c-0 R-14 30-JUNIO-2012
15 c-1 R-14 30-JUNIO-2012
16 c-2 R-14 30-JUNIO-2012
17 c-3 R-14 30-JUNIO-2012
18 c-4 R-14 30-JUNIO-2012
19 c-5 R-14 30-JUNIO-2012
20 c-6 R-14 30-JUNIO-2012
21 c-7 R-14 30-JUNIO-2012
22 c-8 R-14 30-JUNIO-2012
23 c-9 R-14 30-JUNIO-2012
24 c - 10 R-14 30-JUNIO-2012
25 c - 11 R-14 30-JUNIO-2012
26 d-0 R-14 30-JUNIO-2012
27 d- 1 R-14 30-JUNIO-2012
28 d- 2 R-14 30-JUNIO-2012
29 d- 3 R-14 30-JUNIO-2012
30 d- 4 R-14 30-JUNIO-2012
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: C -1

LISTA DE PÁGINAS EFECTIVAS (Cont…)

31 e- 0 R-14 30-JUNIO-2012
32 e- 1 R-14 30-JUNIO-2012
33 e- 2 R-14 30-JUNIO-2012
34 A-0 R-14 30-JUNIO-2012
35 A-1 R-14 30-JUNIO-2012
36 A-2 R-14 30-JUNIO-2012
37 A-3 R-14 30-JUNIO-2012
38 A-4 R-14 30-JUNIO-2012
39 A-5 R-14 30-JUNIO-2012
40 B-0 R-14 30-JUNIO-2012
41 B-1 R-14 30-JUNIO-2012
42 B-2 R-14 30-JUNIO-2012
43 B-3 R-14 30-JUNIO-2012
44 B-4 R-14 30-JUNIO-2012
45 B-5 R-14 30-JUNIO-2012
46 B-6 R-14 30-JUNIO-2012
47 B-7 R-14 30-JUNIO-2012
48 B-8 R-14 30-JUNIO-2012
49 B-9 R-14 30-JUNIO-2012
50 B-10 R-14 30-JUNIO-2012
51 C-0 R-14 30-JUNIO-2012
52 C-1 R-14 30-JUNIO-2012
53 C-2 R-14 30-JUNIO-2012
54 C-3 R-14 30-JUNIO-2012
55 C-4 R-14 30-JUNIO-2012
56 C-5 R-14 30-JUNIO-2012
57 C-6 R-14 30-JUNIO-2012
58 C-7 R-14 30-JUNIO-2012
59 C-8 R-14 30-JUNIO-2012
60 C-9 R-14 30-JUNIO-2012


61 C-10 R-14 30-JUNIO-2012
62 C-11 R-14 30-JUNIO-2012
63 C-12 R-14 30-JUNIO-2012
64 D-0 R-14 30-JUNIO-2012
65 D-1 R-14 30-JUNIO-2012
66 D-2 R-14 30-JUNIO-2012
67 E-0 R-14 30-JUNIO-2012
68 E-1 R-14 30-JUNIO-2012
69 E-2 R-14 30-JUNIO-2012
70 E-3 R-14 30-JUNIO-2012
71 E-4 R-14 30-JUNIO-2012
72 E-5 R-14 30-JUNIO-2012
73 E-6 R-14 30-JUNIO-2012
74 E-7 R-14 30-JUNIO-2012
75 F-0 R-14 30-JUNIO-2012
76 F-1 R-14 30-JUNIO-2012
77 F-2 R-14 30-JUNIO-2012
78 F-3 R-14 30-JUNIO-2012
79 F-4 R-14 30-JUNIO-2012
80 F-5 R-14 30-JUNIO-2012
81 F-6 R-14 30-JUNIO-2012
82 F-7 R-14 30-JUNIO-2012
83 F-8 R-14 30-JUNIO-2012
84 F-9 R-14 30-JUNIO-2012
85 F-10 R-14 30-JUNIO-2012
86 F-11 R-14 30-JUNIO-2012
87 F-12 R-14 30-JUNIO-2012
88 F-13 R-14 30-JUNIO-2012
89 F-14 R-14 30-JUNIO-2012
90 F-15 R-14 30-JUNIO-2012


91 F-16 R-14 30-JUNIO-2012
92 F-17 R-14 30-JUNIO-2012
93 F-18 R-14 30-JUNIO-2012
94 F-19 R-14 30-JUNIO-2012
95 F-20 R-14 30-JUNIO-2012
96 F-21 R-14 30-JUNIO-2012
97 F-22 R-14 30-JUNIO-2012
98 F-23 R-14 30-JUNIO-2012
99 F-24 R-14 30-JUNIO-2012
100 F-25 R-14 30-JUNIO-2012
101 F-26 R-14 30-JUNIO-2012
102 F-27 R-14 30-JUNIO-2012
103 F-28 R-14 30-JUNIO-2012
104 F-29 R-14 30-JUNIO-2012
105 F-30 R-14 30-JUNIO-2012
106 G-0 R-14 30-JUNIO-2012
107 G-1 R-14 30-JUNIO-2012
108 G-2 R-14 30-JUNIO-2012
109 G-3 R-14 30-JUNIO-2012
110 G-4 R-14 30-JUNIO-2012
111 G-5 R-14 30-JUNIO-2012
112 G-6 R-14 30-JUNIO-2012
113 G-7 R-14 30-JUNIO-2012
114 G-8 R-14 30-JUNIO-2012
115 G-9 R-14 30-JUNIO-2012
116 G-10 R-14 30-JUNIO-2012
117 G-11 R-14 30-JUNIO-2012
118 G-12 R-14 30-JUNIO-2012
119 G-13 R-14 30-JUNIO-2012
120 G-14 R-14 30-JUNIO-2012

121 G-15 R-14 30-JUNIO-2012
122 G-16 R-14 30-JUNIO-2012
123 G-17 R-14 30-JUNIO-2012
124 G-18 R-14 30-JUNIO-2012
125 G-19 R-14 30-JUNIO-2012
126 G-20 R-14 30-JUNIO-2012
127 G-21 R-14 30-JUNIO-2012
128 G-22 R-14 30-JUNIO-2012
129 G-23 R-14 30-JUNIO-2012
130 G-24 R-14 30-JUNIO-2012
131 G-25 R-14 30-JUNIO-2012
132 G-26 R-14 30-JUNIO-2012
133 G-27 R-14 30-JUNIO-2012
134 G-28 R-14 30-JUNIO-2012
135 G-29 R-14 30-JUNIO-2012
136 G-30 R-14 30-JUNIO-2012
137 G-31 R-14 30-JUNIO-2012
138 G-32 R-14 30-JUNIO-2012
139 G-33 R-14 30-JUNIO-2012
140 G-34 R-14 30-JUNIO-2012
141 G-35 R-14 30-JUNIO-2012
142 G-36 R-14 30-JUNIO-2012
143 G-37 R-14 30-JUNIO-2012
144 G-38 R-14 30-JUNIO-2012
145 G-39 R-14 30-JUNIO-2012
146 G-40 R-14 30-JUNIO-2012
147 G-41 R-14 30-JUNIO-2012
148 G-42 R-14 30-JUNIO-2012
149 G-43 R-14 30-JUNIO-2012
150 G-44 R-14 30-JUNIO-2012

DESCRIPCION PAGINA REVISION FECHA
151 G-45 R-14 30-JUNIO-2012
152 G-46 R-14 30-JUNIO-2012
153 G-47 R-14 30-JUNIO-2012
154 G-48 R-14 30-JUNIO-2012
155 G-49 R-14 30-JUNIO-2012
156 G-50 R-14 30-JUNIO-2012
157 G-51 R-14 30-JUNIO-2012
158 G-52 R-14 30-JUNIO-2012
159 G-53 R-14 30-JUNIO-2012
160 G-54 R-14 30-JUNIO-2012
161 G-55 R-14 30-JUNIO-2012
162 G-56 R-14 30-JUNIO-2012
163 G-57 R-14 30-JUNIO-2012
164 G-58 R-14 30-JUNIO-2012
165 G-59 R-14 30-JUNIO-2012
166 H-0 R-14 30-JUNIO-2012
167 H-1 R-14 30-JUNIO-2012
168 H-2 R-14 30-JUNIO-2012
169 H-3 R-14 30-JUNIO-2012
170 H-4 R-14 30-JUNIO-2012
171 H-5 R-14 30-JUNIO-2012
172 H-6 R-14 30-JUNIO-2012
173 H-7 R-14 30-JUNIO-2012
174 H-8 R-14 30-JUNIO-2012
175 I-0 R-14 30-JUNIO-2012
176 I-1 R-14 30-JUNIO-2012
177 I-2 R-14 30-JUNIO-2012
178 I-3 R-14 30-JUNIO-2012
179 I-4 R-14 30-JUNIO-2012
180 I-5 R-14 30-JUNIO-2012

181 I-6 R-14 30-JUNIO-2012
182 I-7 R-14 30-JUNIO-2012
183 I-8 R-14 30-JUNIO-2012
184 I-9 R-14 30-JUNIO-2012
185 I-10 R-14 30-JUNIO-2012
186 I-11 R-14 30-JUNIO-2012
187 I-12 R-14 30-JUNIO-2012
188 I-13 R-14 30-JUNIO-2012
189 I-14 R-14 30-JUNIO-2012
190 I-15 R-14 30-JUNIO-2012
191 I-16 R-14 30-JUNIO-2012
192 I-17 R-14 30-JUNIO-2012
193 I-18 R-14 30-JUNIO-2012
194 I-19 R-14 30-JUNIO-2012
195 I-20 R-14 30-JUNIO-2012
196 I-21 R-14 30-JUNIO-2012
197 I-22 R-14 30-JUNIO-2012
198 I-23 R-14 30-JUNIO-2012
199 J-0 R-14 30-JUNIO-2012
200 J-1 R-14 30-JUNIO-2012
201 J-2 R-14 30-JUNIO-2012
202 J-3 R-14 30-JUNIO-2012
203 J-4 R-14 30-JUNIO-2012
204 J-5 R-14 30-JUNIO-2012
205 J-6 R-14 30-JUNIO-2012
206 J-7 R-14 30-JUNIO-2012
207 J-8 R-14 30-JUNIO-2012
208 J-9 R-14 30-JUNIO-2012
209 J-10 R-14 30-JUNIO-2012
210 J-11 R-14 30-JUNIO-2012


211 J-12 R-14 30-JUNIO-2012
212 J-13 R-14 30-JUNIO-2012
213 J-14 R-14 30-JUNIO-2012
214 J-15 R-14 30-JUNIO-2012
215 J-16 R-14 30-JUNIO-2012
216 J-17 R-14 30-JUNIO-2012
217 J-18 R-14 30-JUNIO-2012
218 J-19 R-14 30-JUNIO-2012
219 J-20 R-14 30-JUNIO-2012
220 J-21 R-14 30-JUNIO-2012
221 J-22 R-14 30-JUNIO-2012
222 J-23 R-14 30-JUNIO-2012
223 J-24 R-14 30-JUNIO-2012
224 J-25 R-14 30-JUNIO-2012
225 J-26 R-14 30-JUNIO-2012
226 J-27 R-14 30-JUNIO-2012
227 J-28 R-14 30-JUNIO-2012
228 J-29 R-14 30-JUNIO-2012
229 J-30 R-14 30-JUNIO-2012
230 J-31 R-14 30-JUNIO-2012
231 J-32 R-14 30-JUNIO-2012
232 J-33 R-14 30-JUNIO-2012
233 J-34 R-14 30-JUNIO-2012
234 J-35 R-14 30-JUNIO-2012
235 J-36 R-14 30-JUNIO-2012
236 J-37 R-14 30-JUNIO-2012
237 J-38 R-14 30-JUNIO-2012
238 J-39 R-14 30-JUNIO-2012
239 J-40 R-14 30-JUNIO-2012
240 J-41 R-14 30-JUNIO-2012


241 J-42 R-14 30-JUNIO-2012
242 J-43 R-14 30-JUNIO-2012
243 J-44 R-14 30-JUNIO-2012
244 J-45 R-14 30-JUNIO-2012
245 J-46 R-14 30-JUNIO-2012
246 J-47 R-14 30-JUNIO-2012
247 J-48 R-14 30-JUNIO-2012
248 J-49 R-14 30-JUNIO-2012
249 J-50 R-14 30-JUNIO-2012
250 J-51 R-14 30-JUNIO-2012
251 J-52 R-14 30-JUNIO-2012
252 J-53 R-14 30-JUNIO-2012
253 J-54 R-14 30-JUNIO-2012
254 J-55 R-14 30-JUNIO-2012
255 J-56 R-14 30-JUNIO-2012
256 J-57 R-14 30-JUNIO-2012
257 J-58 R-14 30-JUNIO-2012
258 J-59 R-14 30-JUNIO-2012
259 J-60 R-14 30-JUNIO-2012
260 J-61 R-14 30-JUNIO-2012
261 J-62 R-14 30-JUNIO-2012
262 J-63 R-14 30-JUNIO-2012
263 J-64 R-14 30-JUNIO-2012
264 J-65 R-14 30-JUNIO-2012
265 J-66 R-14 30-JUNIO-2012
266 J-67 R-14 30-JUNIO-2012
267 J-68 R-14 30-JUNIO-2012
268 J-69 R-14 30-JUNIO-2012
269 J-70 R-14 30-JUNIO-2012
270 J-71 R-14 30-JUNIO-2012
FECHA: 30-JUNIO-2012 REVISIÓN : R-14 PAGINA: c - 9


271 K-0 R-14 30-JUNIO-2012
272 K-1 R-14 30-JUNIO-2012
273 K-2 R-14 30-JUNIO-2012
274 K-3 R-14 30-JUNIO-2012
275 K-4 R-14 30-JUNIO-2012
276 K-5 R-14 30-JUNIO-2012
277 K-6 R-14 30-JUNIO-2012
278 K-7 R-14 30-JUNIO-2012
279 K-8 R-14 30-JUNIO-2012
280 L-0 R-14 30-JUNIO-2012
281 L-1 R-14 30-JUNIO-2012
282 L-2 R-14 30-JUNIO-2012
283 L-3 R-14 30-JUNIO-2012
284 L-4 R-14 30-JUNIO-2012
285 L-5 R-14 30-JUNIO-2012
286 L-6 R-14 30-JUNIO-2012
287 L-7 R-14 30-JUNIO-2012
288 L-8 R-14 30-JUNIO-2012
289 L-9 R-14 30-JUNIO-2012
290 L-10 R-14 30-JUNIO-2012
292 L-11 R-14 30-JUNIO-2012
293 L-12 R-14 30-JUNIO-2012
294 L-13 R-14 30-JUNIO-2012
295 L-14 R-14 30-JUNIO-2012
296 L-15 R-14 30-JUNIO-2012
297 L-16 R-14 30-JUNIO-2012
298 L-17 R-14 30-JUNIO-2012
298 L-18 R-14 30-JUNIO-2012
299 L-19 R-14 30-JUNIO-2012
300 L-20 R-14 30-JUNIO-2012

GENERALIDADES Y PROPOSITOS DE LAS SECCIONES
ISTA DE PÁGINAS EFECTIVAS (Cont…)

301 M- 0 R- 14 30-JUNIO-2012
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FECHA: 30-JUNIO-2012 REVISION: R-14 PAGINA: c - 11

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GENERALIDADES
PROPOSITO DE LAS SECCIONES
FECHA: 30-JUNIO-2012 REVISION: R-14 PAGINA: d - 0

d.1.0. GENERALIDADES
d.1.1 INTRODUCCIÓN
Cessna Aircraft Company ha publicado la Revisión Temporal D2516-9-13 RT-8 en el cual se

reemplaza la SECCION 2 en su totalidad y se incorpora lo siguiente:
1. Information actualizada publicada en la Seccion 2

1. Supplemental Inspection Documents (SIDs) Information.
2. Corrosion Prevention and Control Program (CPCP) Information.
3. Control Cable Inspection Information.
Las Secciones incorporados en el Manual de mantenimieto se conservan sin alteración en este

Programam de Mantenimineto.
Travela air ha dividido este Programa de Mantenimiento en Capitulos, para facilitar su búsqueda.
d.1.2. POLITICA
TRAVEL AIR E.I.R.L., tiene como política la mejora continua de su programa de

mantenimiento, en tal sentido se incorpora en su totalidad la edición completa de la Seccion 2
del Manual de Serviciol D2516-9-13 RT-8, al Programa de Mantenimiento.
d.1.3. OBJETIVO.
El objetivo de este Programa de Mantenimiento es garantizar el mantenimieto, la Seguridad
Operacional y la aeronavegabilidad del Cessna T337G.
d.1.4. APPLICABILITY / LIMITATIONS
Este Programa de mantenimiento (PMA) es aplicable al Cessna Model T337G, Serial Numbers
P3370001 thru P3370356.
Este Manual PMA, será aplicado en la siguiente aeronave operado por TRAVEL AIR EIRL:
- CESSNA T33G/ OB-1402 / Serial Number P3370207
d.2.0 DESCRIPCION
A continuación se ofrece una descripción detallada y propósito de las siguientes secciones:
d.2.1. PROPOSITO DE LA SECCION 2-10-00.
En esta sección se ofrece una descripción y los intervalos de inspección y los controles
de tiempo de mantenimiento, plazos o chequeos de mantenimiento en general.
d.2.2. PROPOSITO DE LA SECCION 2-10-01 TLC (Componentes con límite de tiempo)
(1) Esta sección contiene una lista, en formato gráfico, de todas las inspecciones y las
necesidades de servicios que deben realizarse a esta aeronave. Cada página contiene
seis columnas los cuales son descritos en la Seccion 2-10-00, párrafo B, (1) del manual
de servico D2516-9-13.
(2) El propósito primario de la Inspección con límites de tiempo de esta sección es

proporcionar un listado completo de todos los ítems de inspección en un orden que
permita un fácil acceso para la información indicada anteriormente. Esta sección sera
utilizada por Travel Air como una guía para la inspección del avión.

(3) Los gráficos de límites de tiempo muestran los intervalos recomendados en la que los
ítems van a ser inspeccionados, Travel Air basado en el uso de condición SEVERO y
bajo condiciones AMBIENTALES normales, ha establecido sus propios períodos de
inspección basados en la experiencia de campo y recomendaciones de Cessna. Los
Intervalos para el cumplimiento de las inspecciones del operador no seran desviados de
los límites de control de tiempo que aparecen en este manual, salvo lo dispuesto a
continuación:
(a) Cada intervalo de inspección puede ser excedido en 10 horas (si el tiempo es
controlado), o por 30 días (si la fecha es controlada) o puede realizarse antes de lo
previsto en cualquier momento antes de los intervalos regulares o lo dispuesto a
continuación:
1 En caso de cumplimiento tardío de cualquier operación programada, la siguiente

operación programada en secuencia conserva el punto donde fue originalmente
programado.
2 En caso de cumplimiento anticipado de una operación programada, con 10 horas

o menos antes de lo programado, la siguiente operación programada conserva el
punto de remanente donde originalmente fue programado.
3 En el caso de cumplimiento anticipado de una operación programada, que se

produce con más de 10 horas antes de lo previsto, la operación siguiente punto
debe ser reprogramado por establecer un nuevo punto de programación desde el
momento de la realización temprana.
d.2.3. PROPOSITO DE LA SECCION 2-11-00 (Limite de Tiempo de los componentes).
En esta sección se ofrece una lista con los intervalos de reparación o reemplazo de
componentes en orden de los capítulos. La revisión y lista de los componentes y criterios
de reemplazo han sido determinadas por Travel Air, en base a la guía proporcionada por
Cessna, en la Seccion 2-11-00.
d.2.4. PROPOSITO DE LA SECCION 2-20-01 (Mantenimiento Expandido).
En esta sección se ofrece información adicional sobre algunos procedimientos de

mantenimiento / inspección. En él se describe donde está ubicado el ítem/componente,
que inspeccionar, cómo inspeccionar, etc requisitos detallados, tales como chequeos de
funcionales, los chequeos operacionales, etc, son enumerados en la correspondiente
sección de este manual. Consulte la sección correspondiente para obtener información
detallada completa. Cuando se recomiende servicios, o las necesidades de servicios y
mantenimiento, para los procedimientos de mantenimiento, consulte la sección 3.2.00
d.2.5. PROPOSITO DE LA SECCION 2-30-00 (Programam de Control y Prevencion de la

Corrosion (CPCP).
Esta sección ofrece las directrices y las aplicaciones de la CPCP. Este es un programa
usado para controlar la corrosión en la estructura primaria del avión. El objetivo de la

CPCP es ayudar a prevenir o controlar la corrosión de modo que no cause un riesgo a la

aronavegabilidad continuada de la aeronave.
d.3.0. TÉRMINOS GENERALES DE INSPECCIÓN Y DIRECTRICES
Cuando se requieran criterios de inspección, estos criterios son explicados en un texto o manual
aparte. Si necesita más instrucciones detalladas necesarias para una inspección, estas
instrucciones son referenciados a publicaciones del proveedor y / o el manual de mantenimiento.
A. DEFINICIONES Y TÉRMINOS UTILIZADOS EN ESTE PROGRAMAS DE INSPECCIÓN:
(1) SOBRE EL ESTADO (ON CONDITION) se define como las inspecciones necesarias y / o
chequeos para determinar que un mal funcionamiento o falla de un componente no se
producirá antes de la próxima inspección programada.
(2) condición (CONDITION) se define como la inspección, a la limpieza, (pero no limitados

a) grietas, deformaciones, corrosión, desgaste, y los sujetadores flojos o faltantes.
(3) Seguridad (SECURITY): Inspeccione por la flojedad los sujetadores y los dispositivos de
sujeción que fijan los cable de seguridad, pasadores y tuercas autoroscante.
B. DURANTE LAS INSPECCIONES, UTILICE LAS DIRECTRICES GENERALES SIGUIENTES:
(1) PARTES MOVILES: Inspeccione para la lubricación, el mantenimiento, la seguridad de las

uniones, el desgaste de las uniónes, el funcionamiento apropiado, el ajuste adecuado, el
movimiento correcto, inspeccionar por posibles rajaduras en las uniones, la seguridad de
las bisagras, los rodamientos defectuosos, por limpieza, por corrosión, por deformación, el
adecuado sellado, y la tensión.
(2) LÍNEAS DEL FLUIDO Y MANGUERAS: Inspeccione si hay fugas, rajaduras,

protuberancias, colapsamiento, trenzado, abolladuras, torceduras, rozamiento, el radio o
curvatura apropiada, la seguridad, el cambio de color, decoloración, deterioro, el recorrido
adecuado; la dureza de las mangueras de goma o flexibilidad y las líneas de metal por
corrosión.
(3) PARTES METALICAS: Inspeccione por seguridad del acoplamiento, rajaduras, distorsión
metálica, terminales sueltos o rotos, el deterioro por calor, y terminales corroídos.
(4) CABLEADO: Inspeccione por seguridad, rozaduras, quemaduras, chispas, el aislamiento

defectuoso, terminales sueltos o rotos, el deterioro de calor, y los terminales corroídos.
(5) SUJETADORES (PERNOS) ESTRUCTURALES: Inspeccione por el correcto torque de

acuerdo con los valores de torque aplicables. Refer. Capítulo 20, Prácticas de
Mantenimiento, durante la instalación o cuando la inspección visual indica la necesidad de
un control de torque.
PRECAUCIÓN: Los valores de torque que figuran en este manual no son usados para
chequear el ajuste de piezas instaladas durante el servicio.
(6) FILTROS, MALLAS Y FLUIDOS: Inspeccionar por limpieza y verificar el cambio a

intervalos determinados.

C. DOCUMENTACION DE LA AERONAVE:
(1) Compruebe que los siguientes documentos están al día y de acuerdo con las Regulaciones
Aeronauticas del Peru (RAP).
(a) Para ser exhibido en el avión en todo momento:

1 El certificado de Aeronavegabilidad
2 El Certificado de Matricula
(b) Para ser llevado en el avión en todo momento:

1 Hoja de Datos del Ultimo Peso y balance.
2 Hoja de datos de Alteraciones y reparaciones.
3 Listado de Diferidos
4 Lista de Equipo Minimo (MEL)
5 Manual Aprobado de Vuelo
6 Registro Tecnico de Vuelo ( Mantener las 10 ultimas copias)
(c) Se pondrá a disposición a peticion:

3 Libreta de Avion
4 Libreta de motor
5 Libreta de Helice
D. ARRANCANDO EL MOTOR
(1) Antes de comenzar con el paso a paso de una inspección, inicie, arranque y apagar el motor de
acuerdo con las instrucciones en el Manual del Operador. Durante el arranque monitoree lo
siguiente: (tome nota de las discrepancias o anomalías):
(a) La presión de aceite y la temperatura del motor.

(b) RPM estática.
(c) caída de Magneto (Consulte el Manual del Operador).
(d) cambios de potencia y respuesta del motor.
(e) Cualquier ruido inusual del motor.
(f) respuesta de la Hélice (Ver manual del operador).
(g) valvula selectora combustible; operar el motor en cada posición del tanque LH, RH y la
posición OFF lo suficiente como para asegurarse de que las válvulas funcionan
correctamente.
(h) verificar la velocidad de ralentí o minimo y la mezcla; corte en minimo.
(i) el alternador y el amperímetro.
(j) instrumento de succion.
(k) el indicador de flujo de combustible.
(2) Después que la inspección haya sido completado, arranque el motor nuevamente para
segurarse de que cualquier discrepancia o anomalías hayan sido corregidas.

PROCEDIMIENTO PARA LAS REVISIONES DEL MANUAL
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PROCEDIMIENTO PARA LAS REVISIONES

DEL MANUAL
FECHA: 30-JUNIO-2012 REVISION: R-14 PAGINA: e - 0

c.0. PROCEDIMIENTOS PARA LAS REVISONES DEL MANUAL
c.1. CARATULA DEL PROGRAMA
Es la primera página de este Programa con el propósito de facilitar su identificación.
c.2. CARATULA DE ASIGNACION DEL PROGRAMA
Es la Segunda Pagina de este Programa donde se registra el Numero del Manual asignado, el
Número de Revisión actual y el nombre del departamento, entidad o a quien es asignado el
presente el manual.
c.3. NUMERO DE CONTROL Y LISTA DE DISTRIBUCION DEL PROGRAMA
Los Programa asignados serán numerados correlativamente con un número de control. El

departamento de Control de Mantenimiento mantendrá una Lista de Asignación de los Manuales
en la que incluirá el número de control y las revisiones que se han incorporado.
01 Dirección General de Aeronáutica Civil (D.G.A.C.) (CD)
02 Director de Mantenimiento
03 Departamento de Control de Mantenimiento
04 Estación de Línea Nazca
05 Departamento de Instrucción y Publicaciones
06 OMA – Contratado (CD)
c.4. PROCEDIMIENTOS PARA LAS REVISIONES
En esta sección se establecen los procedimientos para que el Programa de Mantenimiento

Aprobado (PMA) sea revisado.
La revisión del PMA, es responsabilidad directa del Director de Mantenimiento.
El responsable de efectuar la revisión recibirá todas las sugerencias de revisiones al manual de

los usuarios asignados, insertando las correcciones o modificaciones que considere necesarias;
una vez realizada la revisión se insertará al pie de página la fecha de la revisión seguido del N
de revisión correspondiente, para posteriormente solicitar a través del Inspector Principal de
Mantenimiento (IPM DGAC) su aprobación.
El responsable de la revisión remitirá al IPM de Travel Air, a través de mesa de partes del MTC,
una carta de presentación con el logo tipo de la compañía y la firma del Director de
Mantenimiento junto con un ejemplar de las páginas revisadas y dos copias de la lista de páginas
efectivas.
Una vez aprobada o aceptada la revisión, con la refrenda del IPM en la lista de las páginas
efectivas, el Departamento de Control de Mantenimiento sacará copias suficientes de las
revisiones para su distribución a las diferentes áreas.
FECHA: 30-JUNIO-2012 REVISION: R-14 PAGINA: e - 1

c.5. REGISTRO DE ACTUALIZACIONES
El Departamento de Control de Mantenimiento, mantendrá un registro de las enmiendas y

revisiones que contenga cada número de manual y a que persona o departamento hubiera sido
asignado que incluirá también la fecha de inserción y fecha de vigente de las revisiones.
.
c.6. REVISIONES TEMPORALES
Debido a que este manual será periódicamente adecuado, modificado, revisado y corregido, se
insertaran revisiones temporales en hoja A4 color amarillo con el título “REVISION TEMPORAL
01, 02, 03 etc.” El cual tendrá una duración de 3 meses desde su publicación, hasta que se
remita a la DGAC la revisión correspondiente para su aprobación.
Las Revisiones temporales deben ser firmadas y aprobadas por el Director de Mantenimiento.
FECHA: 30-JUNIO-2012 REVISIÓN: ORIGINAL PAGINA: e - 2

CAPITULO “A” INSPECCION DE PRE-VUELO Y CORRIDA DE MOTOR
Regresar al Indice
CAPITULO “A”
INSPECCION DE PRE-VUELO
CORRIDO DE MOTOR
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: A - 0

INSPECCIÓN DE PRE-VUELO

PRE-VUELO CESSNA T337G (OB-1402) Continuacion TA-001
1.- CABINA PRE POST
Documentación completa (ITV, Certificados de Aeronavegabilidad y Matrícula, POH, MEL, cartillas de pasajeros, etc.). VERIFICAR
Seguro de control de mandos. REMOVER
Maneta de Tren de Aterrizaje en posición extendido. VERIFICAR
Freno de Parqueo. OFF
Todos los Swichts. OFF
Switch de Batería ON
Luces de navegación, Beacon, Strobe por condición, limpieza y operatividad. VERIFICAR
Indicadores de cantidad de combustible por correcta indicación y Operación VERIFICAR
Switch de Batería OFF
Válvula Selectora de Combustible Front (Tanque izquierdo), verifique su aseguramiento. VERIFICAR
Válvula Selectora de Combustible Rear (Tanque derecho), verifique su aseguramiento. VERIFICAR
Control de compensadores (2). NEUTRAL
Nivel de fluido del sistema hidráulico CHEQUEAR
Parabrisas y ventanas, por rajaduras. CHEQUEAR
Oxygen Masks and Hoses. CHEQUEAR
Válvula alterna de presión estática (si está instalada). OFF
Asientos, cinturones y arneses de seguridad en buen estado VERIFICAR
Placard legibles y/o completos (ver MEL si es necesario) VERIFICAR
Controles de motor por condición general, recorrido y libre operación. CHEQUEAR
Botiquín de primeros auxilios completo y lista actualizada VERIFICAR
Extintor por seguridad y fecha de vencimiento VERIFICAR
GPS AERA 500 (para los cuidados refiérase a la pagina 148 del PILOT GUIDE P/N 19001117-02 Rev. A).
VERIFICAR
1.-Máster ON - el equipo debe encender automáticamente - Máster OFF.
2.- EMPENAJE
Superficies de control por libertad de movimiento, condición y seguridad VERIFICAR
Puerta de cabina y sellos, por aseguramiento y condición. REVISAR
3.- BORDE DE SALIDA ALA DERECHA
Alerón, por libertad de movimiento y seguridad. VERIFICAR
Alerón, Gap Seal por seguridad y aseguramiento VERIFICAR
Flap, por seguridad y fijación VERIFICAR
4.- ALA DERECHA
Ventilación del tanque de combustible, por obstrucción. VERIFICAR
Antes del primer vuelo del día y después de cada recarga de combustible usar un vasito drenador completamente limpio y
vaciar una pequeña cantidad de combustible por las válvulas de drenaje y chequear por presencia de agua, sedimentos y
grado apropiado de combustible. VERIFICAR
NOTA: Si el combustible esta contaminado, incluido agua (aeronave NO-GO). Notifique a su supervisor inmediatamente.
Cantidad de combustible (usando la regla). VERIFICAR
Tapa de tanque de combustible segura y orificio de ventilación sin obstrucciones. VERIFICAR
5.-TREN DERECHO
Llanta del tren principal (presión 70 psi). VERIFICAR
Tren principal, compuertas y rueda. CHEQUEAR
6.- NARIZ
Orificios de entrada de presión estática (ambos lados del fuselaje), sin obstrucciones VERIFICAR
Hélice y cono, por aseguramiento, abolladuras, guiñaduras y fuga de aceite.
NOTA: Ejercite extrema precaución al girar manualmente la hélice, en caso de ser necesario. CHEQUEAR
Entradas de aire, inducción de aire al motor sin restricciones. VERIFICAR
Luces de taxeo y aterrizaje, por condición, limpieza y operatividad. VERIFICAR
Amortiguador del Tren de nariz (aprox. 4 pulgadas de luz) deberá tener después de actuar el amortiguador (subir y bajar).
VERIFICAR
NOTA: Limpie y lubrique el tramo cromado del amortiguador.
Llanta del tren de nariz, presión 42 psi. VERIFICAR

PRE-VUELO CESSNA T337G (OB-1402) Continuacion TA-001
7.- ALA IZQUIERDA PRE POST

 Antes del primer vuelo del día y después de cada recarga, usar el vasito drenador y vaciar una pequeña cantidad
de combustible por las válvulas de drenaje y chequear por presencia de agua, sedimentos y grado apropiado de
combustible.
NOTA: Si el combustible esta contaminado, incluido agua, (aeronave NO-GO). Notifique a su supervisor VERIFICAR
inmediatamente
 Cantidad de combustible (usando la regla). VERIFICAR
 Tapa de tanque de combustible segura y orificio sin obstrucciones. VERIFICAR
 Ventilación del tanque de combustible, por obstrucción VERIFICAR
 Espejo retrovisor LIMPIAR
8.- BORDE DE ATAQUE ALA IZQUIERDA
 Retirar cubierta del tubo pitot y orificio sin obstrucciones. VERIFICAR
 Aleta de advertencia de pérdida, libre de movimiento, mientras el interruptor maestro está puesto
momentáneamente en ON (la sirena debe sonar cuando la aleta es empujada hacia arriba). VERIFICAR
 Ventilación de tanque de combustible por obstrucciones. VERIFICAR
9.- BORDE DE SALIDA.
 Alerón, por libertad de movimiento y seguridad. VERIFICAR
 Alerón Gap Seal, por seguridad y aseguramiento VERIFICAR
 Alerón por seguridad y libre movimiento VERIFICAR
10.-TREN IZQUIERDO
 Llanta del Tren Principal (Presión 70psi) VERIFICAR
 Tren principal, compuertas y ruedas CHEQUEAR
11.- MOTOR FRONT
 Remover el cowling del motor e inspeccionar por fugas (aceite, gasolina), mangueras y cables por rozamiento,
VERIFICAR
instalar el cowling y verificar que no hayan broches, tornillos sueltos.
 Respiradero del carter del motor por obstrucción CHEQUEAR
 Filtro de aire del sistema de inducción deberá ser inspeccionado y limpiado de ser necesario REF. (M/S Sección
VERIFICAR
2).
 Orificios de estática (ambos lados), libres de obstrucciones VERIFICAR
 Nivel de Aceite. No operar con menos de 6/4 (Nivel máximo: 8/4) VERIFICAR
 Filtro de Combustible DRENAR
 Cowl Flap por aseguramiento CHEQUEAR
 Tomas de Aire de Motor (4), libres de obstrucción. VERIFICAR
NOTA: Arranque y corra el motor de ser necesario por cualquier ítem reparado y chequee por fugas de aceite y combustible antes de retornar al servicio.
12.- MOTOR REAR
 Remover el cowling del motor e inspeccionar por fugas (aceite, gasolina), mangueras y cables por rozamiento,
VERIFICAR
instalar el cowling y verificar que no hayan broches, tornillos sueltos.
 Respiradero del carter del motor por obstrucción CHEQUEAR
 Filtro de aire del sistema de inducción deberá ser inspeccionado y limpiado de ser necesario REF. (M/S Sección
VERIFICAR
2).
 Nivel de Aceite. No operar con menos de 6/4 (Nivel máximo: 8/4) VERIFICAR
 Filtro de Combustible DRENAR
 Cowl Flap por aseguramiento CHEQUEAR
 Toma de Aire de Motor, libre de obstrucción. VERIFICAR
NOTA: Arranque y corra el motor de ser necesario por cualquier ítem reparado y chequee por fugas de aceite y combustible antes de retornar al servicio.
Realizado por:
Nombre: ..........................................
No. de Licencia: ..............................
Fecha: .............................................
Firma: ..............................................

TAXEO Y CORRIDA DE MOTOR
El Taxeo como en cualquier otro avión deberá hacerse tomando las debidas precauciones a fin de evitar daños
a la aeronave, al equipo en tierra o a personas.
Particular cuidado se tomara a fin de comprobar el correcto funcionamiento del sistema de frenos antes de
iniciar el rodaje.
Para las corridas del motor, se utilizará un área debidamente habilitada, el mecánico a cargo del mantenimiento
de la aeronave, tomará la precaución de verificar la disponibilidad de un extintor de fuego, una persona
apropiadamente calificada (asistente) permanecerá en todo momento fuera de la aeronave, en coordinación,
vigilando el área y alertara al mecánico abordo sobre cualquier eventualidad como así también estará listo para
la utilización del extintor de incendio en caso de ser necesario.
Las siguientes acciones serán tomadas antes de iniciar la corrida de motor.
1. UBICAR LA AERONAVE EN ZONA AUTORIZADA
2. ASEGURAR EL AREA DE CORRIDO DE MOTOR LIBRE DE OBJETOS EXTRAÑOS,

EXTINTOR A LA MANO, ASISTENTE LISTO, CALZAS PUESTAS Y ÁREA DE LA
HELICE LIBRE.
LA PERSONA A BORDO A CARGO DEL ARRANQUE ALERTARA HACIA EL
EXTERIOR CON LA VOZ: LIBRE ¡!!!

3.- PROCEDIMIENTO DE ARRANQUE NORMAL.
4.- NOTA : CORRIDAS DE MOTOR A MAXIMA POTENCIA SERÁN EFECTUADAS

SOLAMENTE SOBRE TERRENO PAVIMENTADO O CEMENTADO.

FORMA CP-376
CORRIDA DE CONTINENTAL MOTORS TSIO-360-C
Inspección Programada (ANTES), Arranque y corra el Motor de acuerdo a las instrucciones del Manual de Vuelo. Tomando nota de
cualquier discrepancia o anormalidad, durante el corrido observe lo siguiente:
TIPO DE AVION: ___________________ S/N: AVION ________________ MATRICULA: ____________________
ENGINE MODEL: ___________________ S/N. MOTOR _________________ FECHA: ____________________
OBSERVACIONES
FRONT REAR
CORRIDO DE MOTOR PARAMETROS ANTES DESPUES ANTES
DESPUES DE LA
DE LA DE LA DE LA
INSP.
INSP. INSP. INSP.
Opere el motor colocando la maneta
1. Válvula Selectora. posición LH para el motor
DELANTERO, la maneta posición RH
para el motor POSTERIOR.
2. Calentar el motor , mezcla 1000 RPM
rica , paso de hélice adelante
Las Caída de rpm no debe exceder los
3. Chequeo de Magnetos
150 RPM en ambos magnetos ó 50 RH …... RH …... RH…… RH …...
(Ajuste el acelerador a 1800
RPM de diferencia entre ambos
RPM)
Magnetos LH …… LH …… LH ..…. LH ……
4. Chequear Feathering de 1200 RPM
Hélice (Paso de Bandera)
Ajustar a 1000 RPM, Lentamente
5. Chequeo de Mezcla Cortar la mezcla (25 RPM Máximo a Incre Incre
1000 RPM). .….. Incre …..… ….… Incre …..…
6. Corrido Estático (Full
2600 RPM. (Normal)
potencia) Enfrentar el avión a
2800 RPM (arco rojo Max).
la dirección del viento
75 - 240 o F Operación Normal
7. Temperatura de Aceite
240 o F NO EXCEDER
10 PSI Mínimo
8. Presión de Aceite 30 - 60 PSI Operación Normal
100 PSI Máximo en arranque
9. CHT (Temp. Cabeza 200 - 460 o F operación Normal
Cilindros) 460 o F (Line Roja)
10. Indicador de Flujo de 3.0 PSI Mínimo
combustible 18.5 PSI Máximo
17 - 33 In. Hg (Arco Verde)
11. Presión de manifold
Máximo 37 in.
12. Chequeo Alternador ( 1000
Switch Alternador OFF- ON
RPM)
13. Indicador de succión 4.6 – 5.4 In. Hg (Arco Verde)
14. Respuesta de Motor a

acelerador
cambios de potencia
1--Ruidos Extraños 1 ….…. 1….…. 1 ….…. 1..…….
15. Funcionamiento del Motor
2--Vibraciones 2 ….…. 2…..… 2 .……. 2 …..…
16. RPM Mínimo 600 (+)(-) 25 RPM
17. Chapa(llave) de start del Magnetos a tierra en mínimo (600

motor RPM)
Después que una inspección Programada haya sido completada, un nuevo corrido de motor debe ser realizado para determinar que
cualquier discrepancia o anormalidad haya sido corregida.
FIRMA Y Nº DE LICENCIA

INDICE GENERAL
Regresar al Indice
CAPITULO “B”
SECCION - 2-01-00
GROUND HANDLING
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: B -0

CAPITULO “B” GROUND HANDLING SECCION – 2-01-00
GROUND HANDLING
WARNING: When performing any inspection or maintenance that requires turning on

the master switch, installing a battery, or pulling the propeller through
byhand, treat the propeller as if the ignition switch were On. Do not stand,
nor allow anyone else to stand, within the arc of the propeller, since a
loose or broken wire, or a component malfunction, could cause the
propeller to rotate.
1. TOWING
CAUTION: When towing the airplane, never turn nose wheel more than 39 degrees either
side of center or nose gear will be damaged. Do not push on control surfaces
or empennage surfaces. Depress nose of the airplane when towing.
A. Moving the airplane by hand is accomplished by using the wing struts or landing gear struts as push
points. A tow bar attached to the nose gear is used for steering and maneuvering the airplane. The tow
bar is provided as standard equipment and is stored in the baggage compartment. Figure 1 illustrates the
tow bar.
2. JACKING
CAUTION: When using the universal jack point, flexibility of the gear strut will cause the
main wheel to slide inboard as the wheel is raised, tilting the jack. The jack
must then be lowered for a second jacking operation. Jacking both wheels
simultaneously with universal jack points is notrecommended. Do not use
brake casting as a jacking point.
A. Refer to Figure 2 for jacking procedures. Wing jack points and mounting screws are stowed in the map
compartment. The jack points are to be installed just outboard of the wing strut, at WS 66.35 in rib
assembly just aft of the front spar. Remove existing screws to install jack points and reinstall after jacking
operations has been completed.
B. If the airplane is to be jacked with the rear engine removed, the tail must be weighted to provide balance
while jacking. This weight is added by placing shot bags on the horizontal stabilizer rear spar.
3. PARKING
A. Parking precautions depend principally upon local conditions. As a general precaution, it is wise to set the
parking brake or chock the wheels and install the internal control lock. In severe weather and high wind
conditions, tie the airplane down as outlined in the Tie-Down paragraph, if a hangar is not available.
4. TIE-DOWN
CAUTION: Do not set parking brakes during cold weather when accumulated moisture
may freeze the brakes or when the brakes are overheated.
A. When mooring the airplane in the open, head into the wind if possible. Secure control surfaces with
internal control lock and set brakes. If control lock is not available, tie control wheel back with front seat
belt. Refer to Figure 3.
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: B-1

INDICE GENERAL
Tow Bar
Figure 1 (Sheet 1)

INDICE GENERAL
Jacking Procedures
Figure 2 (Sheet 1)

JACKING PROCEDURE
1. Install wing jack point at W. S. 66.35 just outboard of wing struts.

2. Position wing jacks at wing jack points.
3. Locate one or t wo people at aft end of the tail booms to balance the aircraft manually as wing jacks are
raised. The aircraft will become tail-heavy as the wings are jacked.
4. Raise wing jack evenly desired height is reached.
5. Attach a weighted, adjustable tail stand to either boom mooring ring.
6. Position nose jack at nose jack point and raise until aircraft becomes steady.
7. Use universal jack point to jack one wheel.
CAUTION
When using the universal jack point, flexibility of the gear strut will cause the main wheel to
slide inboard as wheel is raised, tilting the jack. The jack must be lowered for a second
operation. Jacking both main wheels simultaneously with universal jack points is not
recommended.
8. The nose may be raised, either by jacking with the nose jack or placing weight, such as shot bags,
along the stabilizer rear spar.
B. Moor the airplane as follows:

(1) Secure ropes, chains or cables of 700 pounds or more tensile strength to retractable tie-down fittings
located on bottom of wings outboard of wing struts. Secure opposite ends of ropes, chains or cables to
ground anchors.
(2) Secure the middle of a rope (do not use chain or cable) to the nose gear trunnion. Pull each end away
at a 45 degree angle and secure to ground anchors.
(3) Secure ropes, chains or cables of 700 pounds or more tensile strength to the retractable tie-down
fittings in the aft end of the tail booms. Fasten opposite ends of ropes, chains or cables to a common
ground anchor.
NOTE: In locations where heavy snow accumulations occur, additional precautions should be taken to
support the tail section of the airplane. Snow accumulations on the horizontal stabilizer can
result in considerable weight on the tail, causing it to rotate downward, resulting in damage to
the ventral fins. Proper nose gear tie-down and a simple tail support attached to one of the tail
boom tie-down fittings will protect against such damage.
(4) Close rear cowl flaps.
NOTE: In areas subject to severe wind-driven rainstorms, turbocharged aircraft should be hangared to
reduce the possibility of water getting into the rear engine induction system. If hangar storage
is not available, install a cover with a prominent red streamer on the rear engine air inlet
scoop.
(5) These aircraft are equipped with a spring-loaded steering bungee which affords protection against
normal wind gusts. However, if extremely high wind gusts are anticipated, additional external locks
may be installed.
5. FLYABLE STORAGE
A. Flyable storage is defined as a maximum of 30 days non-operational storage and/or the first 25 hours of
intermittent engine operation.

NOTE: The airplane is delivered from Cessna with corrosion preventive aircraft engine oil (Military
Specification MIL-C-6529, Type II RUST BAN). This oil is a blend of aviation straight mineral oil
and a corrosion preventive compound. This engine oil should be used for the first 50 hours of
engine operation. Refer to the Engine Oil paragraph, Section Servicing, for oil changes during the
first 25 hours of operation.
CAUTION: Excessive ground operation should be avoided.
B. If the aircraft is stored outside, tie-down in accordance with the Tie-Down paragraph. In addition, the pitot
tube, static air vents, air vents, openings in the engine cowling, and other similar openings shall have
protective covers installed to prevent entry of foreign material. After 30 days, the aircraft should be flown
for 30 minutes or ground run-up until oil has reached operating temperature.
C. Returning Aircraft To Service
(1) After flyable storage, returning the aircraft to service is accomplished by performing a thorough
preflight inspection. At the end of the first 25 hours of engine operation, drain engine oil, clean oil
screens and change external oil filter element. Service engines with correct grade and quantity of
engine oil. Refer to the Servicing, Engine Oil paragraph and correspondingFigure 3 for correct grade
of engine oil.
6. TEMPORARY STORAGE
A. Temporary storage is defined as aircraft in a non-operational status for a maximum of 90 days. The
airplane is constructed of corrosion resistant alclad aluminum, which will last indefinitely under normal
conditions if kept clean. However, these alloys are subject to oxidation. The first indication of corrosión on
unpainted surfaces is in the form of white deposits or spots. On painted surfaces, the paint is

INDICE GENERAL
Aircraft Tie-Down
Figure 3 (Sheet 1)

discolored or blistered. Storage in a dry hangar is essential to good preservation, and should be
procured, if possible. Varying conditions will alter the measures of preservation but under normal
conditions in a dry hangar, and for storage periods not to exceed 90 days, the following methods of
treatment are suggested:
(1) Fill fuel tanks with correct amount and grade of gasoline.
(2) Clean and wax aircraft thoroughly.
(3) Clean any oil or grease from tires and coat tires with a tire preservative. Cover tires to protect against
grease and oil.
(4) Either block up fuselage to relieve pressure on tires or rotate wheels every 30 days to prevent flat-
spotting tires.
(5) Lubricate all airframe items and seal or cover all openings which could allow moisture and/or dust to
enter.
(6) Remove battery and store in a cool dry place. Service the battery periodically and charge it as
required.
NOTE: The aircraft battery serial number is recorded in the aircraft equipment list. To assure accurate
warranty records, the battery should be reinstalled in the same aircraft from which it was removed. If
a battery is returned to service in a different aircraft, appropriate record changes must be made and
notification sent to the Cessna Claims Department.
NOTE: An engine treated in accordance with the following may be considered protected against normal
atmospheric corrosion for a period not to exceed 90 days. Refer to Continental Service Information
Letter SIL99-1 (or latest revision) for additional storage information.
(7) Disconnect spark plug leads and remove upper and lower spark plugs from each cylinder.
NOTE: An engine treated in accordance with the following may be considered protected against normal
atmospheric corrosion for a period not to exceed 90 days.
(8) Using a portable pressure sprayer, atomize spray the preservative oil through the upper spark plug
ole of each cylinder with the piston in a down position. Rotate crankshaft as each pair of cylinders is
sprayed.
NOTE: The preservative oil must be Lubricating Oil-Contact and Volatile, Corrosion Inhibited, MIL-L-46002,
Grade 1or equivalent. The following oils are approved for spraying operations by Teledyne
Continental Motors, Nucle Oil 105-Daubert Chemical Co., 4700 So. Central Ave., Chicago, Illinois;
Petratect VA - Pennsylvania Refining Co., Butler, Pennsylvania; Ferro-Gard 1009G-Ranco
Laboratories, Inc., 3617 Brownsville Rd., Pittsburgh, Pennsylvania.
(a) Rotate the crankshaft so that no piston is at a top position. If the aircraft is to be stored outside,
stop two-bladed propeller so that blades are as near horizontal as possible to provide maximum
clearance with passing aircraft.
(9) Again, spray each cylinder without moving the crankshaft, to thoroughly cover all interior surfaces of
the cylinder above the piston.
(10) Install spark plugs and connect spark plug leads.
(11) Apply preservative oil to the engine interior by spraying approximately two ounces of the preservative
oil through the oil filler tube.
(12) Seal all engine openings exposed to the atmosphere, using suitable plugs or non-hygroscopic tape.
Attach a red streamer at each point that a plug or tape is installed.
(13) If the airplane is to be stored outside, perform the procedures outlined in the Tie-Down paragraph. In
addition, the pitot tube, static source openings, air vents, openings in the engine cowling and other
similar openings should have protective covers installed to prevent entry of foreign material.
(14) Attach a warning placard to the effect that the propeller shall not be moved while the engine is in
storage.

INDICE GENERAL
B. Inspection During Storage

(1) Inspect airframe for corrosion at least once a month and remove dust collections as frequently as
possible. Clean and wax as required.
(2) Inspect the interior of at least one cylinder through the spark plug hole for corrosion at least once a
month.
NOTE: Do not move crankshaft when inspecting interior of cylinder for corrosion.
(3) If at the end of the 90 day period, the aircraft is to be continued in non-operational storage, again
perform procedures outlined in the Temporary Storage paragraph.
C. Returning the Aircraft to Service
(1) After temporary storage, use the following procedures to return the aircraft to service.
(a) Remove aircraft from blocks and check tires for proper inflation. Check for proper nose gear strut
inflation.
(b) Check battery and install.
(c) Check that oil sump has proper grade and quantity of engine oil.
(d) Service induction air filter and remove warning placard.
(e) Remove materials used to cover openings.
(f) Remove, clean, and gap spark plugs.
(g) While spark plugs are removed, rotate propeller several revolutions to clear excess rust preventive
oil from cylinders.
(h) Install spark plugs. Torque plugs to the value specified in Section 10, and connect spark plug
leads.
(i) Check fuel strainer. Remove and clean filter screen if necessary. Check fuel tanks and fuel lines for
moisture and sediment. Drain enough fuel to eliminate moisture and sediment.
(j) Perform a thorough preflight inspection, then start and warm-up engine.
7. INDEFINITE STORAGE
NOTE: Refer to Continental Service Information Letter SIL99-1 (or latest revision) for additional storage
information.
A. Indefinite storage is defined as aircraft in a non-operational status for an indefinite period of time.
Engines treated in accordance with the following may be considered protected against normal mospheric
corrosion, provided the procedures outlined in the Inspection During Storage paragraph are performed at
the intervals specified.
(1) Operate engine until oil temperature reaches normal operating range. Drain engine oil sump and
reinstall drain plug and safety.
(2) Fill oil sump to normal operating capacity with corrosion preventive mixture which has been thoroughly
mixed and pre-heated to a minimum of 221°F at the time it is added to the engine.
NOTE: Corrosion preventive mixture consists of one part compound MIL-C-6529, Type I, mixed with
three parts new lubricating oil of the grade recommended for service. Continental Motors
Corporation recommends Cosmoline No. 1223. supplied by E.
F. Houghton & Co., 305 West Le High Avenue, Philadelphia, Pa. During all spraying operations, corrosion
mixture is pre-heated to 221° to 250°F.
(3) Immediately after filling the oil sump with corrosion preventive mixture, fly the airplane for a period of
time not to exceed a maximum of 30 minutes.
CAUTION: Injecting corrosion preventive mixture too fast can cause a hydrostatic lock.
(4) With engine operating at 1200 to 1500 rpm with induction air filter removed, spray corrosion
preventive mixture into induction air inlet, at the rate of one-half gallon per minute, until heavy smoke
comes from exhaust stack, then increase the spray until the engine is stopped.
(5) Do not rotate propeller after completing step (4) above.

(6) Remove all spark plugs and spray corrosion preventive mixture, which has been preheated to 221°F
to 250°F, into all spark plug holes to thoroughly cover interior surfaces of cylinders.
(7) Install lower spark plugs or install solid plugs and install dehydrator plugs in upper spark plugholes. Be
sure that dehydrator plugs are blue in color when installed.
(8) Cover spark plug lead terminals with shipping plugs (AN4060-1) or other suitable covers.
(9) With throttle in open position, place a bag of desiccant in the induction air inlet. Replace filterand seal
with moisture-resistant paper and tape.
(10) Place a bag of desiccant in the exhaust tailpipes and seal openings with moisture resistant tape.
(11) Seal cold air inlet to the heater muff with moisture resistant tape.
(12) Seal engine breather by inserting a protex plug into the breather hose and clamping in place.
(13) Seal all other engine openings exposed to atmosphere, using suitable plugs or non-hygroscope tape.
NOTE: Attach a red streamer to each place plugs or tape is installed. Either attach red streamers outside
of the sealed area with tape or to the inside of the sealed area with safety wire to prevent wicking
of moisture into the sealed area.
(14) Drain corrosion-preventive mixture from engine sump and reinstall drain plug.
NOTE: The corrosion-preventivemixture is harmful to paint and should be wiped frompainted surfaces
immediately.
(15) Attach a warning placard on the throttle control knob to the effect that the engine contains no
lubricating oil. Placard the propeller to the effect that it should not be moved while the engine is in
storage.
(16) Prepare airframe for storage as outlined in the Temporary Storage paragraph, thru step (6) above.
NOTE: As an alternate method of indefinite storage, the airplane may be serviced in accordance with the
Temporary Storage paragraph, providing the airplane is run-up at maximum intervals of 60 days
and then re-service per the Temporary Storage paragraph.
B. Inspection During Storage
(1) Aircraft in indefinite storage shall be inspected as follows:

(a) Inspect cylinder protex plugs each 7 days.
(b) Change protex plugs if their color indicates an unsafe condition.
(c) If the dehydrator plugs have changed color in one half of the cylinders, all desiccant material in the
engine shall be replaced with new material.
(d) Every 6 months respray the cylinder interiors with corrosion-preventive mixture.
NOTE: Before spraying, inspect the interior of one cylinder for corrosion through the park plug hole
and remove at least one rocker box cover and inspect the valve mechanism.
C. Returning Aircraft To Service
(1) After indefinite storage, use the following procedure to return the aircraft to service.
(a) Remove aircraft from blocks and check tires for correct inflation. Check for correct nose gear strut
inflation. Refer to Figure 1-1 for these pressures.
(b) Check battery and install.
(c) Remove all materials used to seal and cover openings.
(d) Remove warning placards posted at throttle and propeller.
(e) Remove and clean engine oil screen, then reinstall and safety. On aircraft that are equipped with
an external oil filter, install new filter element.
(f) Remove oil sump drain plug and drain sump. Install and safety drain plug.

NOTE: The corrosion-preventive mixture will mix with the engine lubricating oil, so flushing the oil
system is not necessary. Draining the oil sump will remove enough of the corrosion-preventive
mixture.
(g) Service and install the induction air filter.

(h) Remove dehydrator plugs and spark plugs or plugs installed in spark plug holes and rotate
propeller by hand several revolutions to clear corrosion-preventive mixture from cylinders.
(i) Clean, gap, and install spark plugs. Torque plugs to the value listed in Section 10.
(j) Check fuel strainer. Remove and clean filter screen. Check fuel tanks and fuel lines for moisture
and sediment. Drain enough fuel to eliminate moisture and sediment.
(k) Perform a thorough preflight inspection, then start and warm-up engine.
(l) Thoroughly clean aircraft and flight test aircraft.
8. LEVELING
A. Longitudinal leveling of the airplane is accomplished by backing out the two leveling screws, located on
the left side of the fuselage, just below the pilot's side window, and placing a level across the screws. A
level placed across the front seat rails at corresponding points is used to level the airplane laterally.

CAPITULO “C” SERVICING SECCION – 2-03-00
Regresar al Indice
CAPITULO “C”
SECCION - 2-03-00
SERVICING
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: C-0

SERVICING
WARNING: When performing any inspection or maintenance that requires turning

on the master switch, installing a battery, or pulling the propeller
through by hand, treat the propeller as if the ignition switch were On.
Do not stand, nor allow anyone else to stand, within the arc of the
propeller, since a loose or broken wire, or a component malfunction,
could cause the propeller to rotate.
1. GENERAL
A. Servicing requirements are shown in the Servicing Chart (refer to Figure 3). The following paragraphs
supplement this figure by adding details.
2. FUEL TANKS
A. Tanks should be filled to capacity immediately after flight to retard moisture condensation. The
recommended fuel grade to be used is listed in Figure 3. Total capacity is given in Figure 1-1.
3. FUEL DRAINS
A. Refer to Section 11 for locating fuel drains. The drains are provided for drainage of water and sediment
from the fuel system.
4. FUEL STRAINERS
A. During daily inspection, if water is found in the fuel strainers, there is a possibility that sump tanks and fuel
lines contain water. If the strainers do contain water, all fuel drains must be removed and all water
drained from the fuel system. Access to the strainer drain controls is through the engine oil dipstick door
each engine. Each 100 hours, clean the strainers as outlined in Section 11. Refer to Figure 3 for intervals
specified for use of fuel strainer drain control.
5. ENGINE OIL
A. Check engine lubricating oil with the dipstick five to ten minutes after the engine has been stopped. The
aircraft should be in as near a level position as possible when checking the engine oil so that a true
reading is obtained. Engine oil should be drained while the engine is still hot for more positive draining of
any sludge which may have collected in the engine oil sump. Engine oil should be changed every six
months, even though less than the specified hours have accumulated. Reduce these intervals for
prolonged operations in dusty areas, in cold climates where sludging conditions exist, or where short
flights and long idle periods are encountered, which cause sludging conditions. Always change oil and oil
ilter whenever oil on the dipstick appears dirty. Ashless dispersant oil, conforming to Teledyne
Continental Motors Specification No. MHS-24A, shall be used in these engines. Multi-viscosity oil may be
sed to extend the operating temperature range, improve cold engine starting and lubrication of the engine
during the critical warm-up period, thus permitting flight through wider ranges of climate change without
the necessity of changing oil. The multi-viscosity grades are recommended for aircraft engines subjected
to wide variations in ambient air temperatures when cold starting of the enginemust be accomplished at
temperatures below 30°F.
NOTE: The aircraft is delivered from Cessna with corrosion preventative aircraft engine oil (MILC- 6529,
Type II). If oil must be added during the first 25 hours, use only aviation grade straight mineral oil
onforming to Specification MIL-L-6082. After the first 25 hours of operation, drain engine oil sump
and change the oil filter. Refill sump with aviation grade straight mineral oil and use until a total of
50 hours has accumulated or oil consumption has stabilized, then install new oil filter and change
to ashless dispersant oil. Newly-overhauled engines should also be operated on aviation grade
straight mineral oil until a total of 50 hours has accumulated or oil consumption has stabilized.

B. When changing engine oil, install a new filter. Refer to Section 10 for filter applications and removal and
installation. An oil quick-drain valve is installed in the oil drain port of the oil sump in the rear engine. To
drain the engine oil, proceed as follows:
(1) Operate engine(s) until oil temperature is at normal operating range.
WARNING: Do not install quick-drain valve, illustrated in Figure 1, in the front

engine. The valve will interfere with nose landing gear retraction.
(2) Remove front engine cowling and open landing gear doors.
(a) In the nose landing gear door opening, remove oil drain plug from front engine sump and allow on
to drain into a container. Reinstall and safety oil drain plug.
(b) Remove front engine oil filter and install new filter in accordance with Section 10.
(3) Remove right-hand cowling side panels from rear engine compartment. Refer to Section 10.
(a) Push up on quick-drain valve until it locks open, and allow oil to drain into a container.
(b) After oil has drained, close quick-drain valve as shown in Figure 1.
(c) Remove rear engine oil filter and install new filter in accordance with Section 10.
(4) Service each engine with correct grade and amount of oil. Refer to Figure 3.
6. INDUCTION AIR FILTERS

A. These filters keep dust and dirt from entering the induction systems. The value of maintaining the
induction air filters in a good clean condition can never be overstressed. More engine wear is caused
through the use of dirty and/or damaged air filters than is generally believed. The frequency with which
the filter should be removed and cleaned will be determined primarily by the aircraft operating conditions.
B. A good general rule, however, is to remove, clean and inspect filters at least every 50 hours of engine
operating time, and more frequently if warranted by operating conditions. Some operators prefer to hold a
spare set of induction air filters at their home base of operation, so that a clean set of filters, is always
readily available. Under extremely dusty conditions, daily servicing of the filters is recommended. To
service filters, proceed as follows:
(1) Remove filters from aircraft in accordance with procedures outlined in Section 10.
(2) Clean filter by blowing with compressed air (not over 100 psi) from direction opposite of normal air
flow. Normal air flow direction is indicated on the filter case.
NOTE: Use care to prevent damage to filter element when cleaning with compressed air.
Never use air pressure greater than 100 psi.
CAUTION: Do not use solvent or cleaning fluids to wash filters. Use only a mild
household detergent and water solution.
(3) After cleaning as outlined in step (2) above, filter may be washed, if necessary, with a mild household
detergent and warm water solution. A cold water solution may be used.
NOTE: The filter assembly may be cleaned with compressed air a maximum of 30 times, or it may be
washed a maximum of 20 times. The filter should be replaced after 500 hours of engine operation
or one year, whichever comes first. The filter may be cleaned and reused as long as it is not
damaged. A damaged filter may have the wire mesh screen broken on the inside or outside, or
the filtering media may have sharp or broken edges. Any filter that appears doubtful should be
replaced.
(4) After washing, rinse filter in clean water until rinse water runs clear from unit. Allow water to drain and
then dry with compressed air (not over 100 psi).
NOTE: The filtering panels may become distorted when wet, but will return to their original shape
when dry.
FECHA: 30-JUNIO-2012 REVISIÓN R-14 PAGINA: C-2

Quick-Drain Valve
Figure 1 (Sheet 1)

(5) Be sure induction inlets to engine are clean.

(6) Install filters as outlined in Section 10.
7. VACUUM SYSTEM AIR FILTER

A. The vacuum system central air filter keeps dust and dirt from entering the vacuum-operated instruments.
Inspect the filter element every 200 hours for damage and cleanliness. Change central air filter element
every 500 hours of operating time and whenever suction gage reading drops below 4.6 inches of
mercury. Also, do not operate the vacuum system with the filter element removed, or a vacuum line
disconnected as particles of dust or other foreign matter might enter the system and damage the vacuum
operated instruments.
8. BATTERY
A. Servicing the battery involves adding distilled water to maintain the electrolyte even with the horizontal
baffle plate at the bottom of the filler holes, checking battery cable connections and neutralizing and
cleaning off any spilled electrolyte or corrosion. Use bicarbonate of soda (baking soda) and water to
neutralize electrolyte or corrosion. Follow with a thorough flushing with water. Brighten cables and
terminals with a wire brush, then coat with petroleum jelly before connecting. The battery box should also
be checked and cleaned if any corrosion is indicated. Distilled water, not acid or "rejuvenators", should be
used to maintain electrolyte level. Check the battery every 50 hours (or at least every 30 days), more
often in hot weather. Refer to Section 15 for detailed procedures for battery replacement and testing.
9. TIRES
A. Maintain tire pressure to the values specified in Figure 1-1. When checking tire pressure, examine for
wear, cuts, bruises and slippage.
NOTE: Recommended tire pressure should be maintained. Especially in cold weather, remember that
any drop in temperature of the air inside a tire causes a corresponding drop in pressure.
10. NOSE GEAR STRUT

A. The nose gear strut requires periodic checking to make sure that the strut is filled with hydraulic fluid and
is inflated to the correct air pressure. Use the following procedures to service the nose gear strut.
(1) Remove valve cap and reduce air pressure to zero.

(2) Remove valve core and attach hose and container as illustrated in Figure 2.
(3) Lift nose of aircraft. Extend and compress strut several times to expel any entrapped air. Lower nose
of aircraft until strut is telescoped to its shortest length. Remove hose and container.
(4) Install valve core and inflate strut to pressure specified in Figure 1-1.
NOTE: Check landing gear daily for general cleanliness, security of mounting and for hydraulic fluid
leakage. Keep machined surfaces wiped free of dirt and dust, using a clean lint-free cloth,
saturated with hydraulic fluid (MIL-H-5606) or Kerosene. All surfaces should be wiped free of
excess hydraulic fluid or kerosene.
11. SHIMMY DAMPENER

A. The shimmy dampener should be serviced at least every 50 hours. The dampener must be filled
completely with fluid and free of entrapped air to serve its purpose.
B. To fill or add fluid to the shimmy dampener while installed on the aircraft, proceed as follows:
(1) Remove filler plug from dampener.

(2) Using a tow bar, turn nose gear in the direction that places the dampener piston at the end opposite
the filler plug.
(3) Fill with clean hydraulic fluid.
(4) Install and safety filler plug.
C. To fill shimmy dampener when it is removed from the aircraft, proceed as follows:
(1) Remove filler plug from dampener.

Filling Nose Gear Strut

Figure 2 (Sheet 1)

Servicing
Figure 3 (Sheet 1)

Servicing
Figure 3 (Sheet 2)

Servicing
Figure 3 (Sheet 3)

Servicing
Figure 3 (Sheet 4)

Servicing
Figure 3 (Sheet 5)

(2) Submerge dampener in clean hydraulic fluid and work dampener piston shaft in and out to remove
any entrapped air and completely fill cylinder.
(3) Reinstall plug before removing dampener from hydraulic fluid.
NOTE: Keep shimmy dampener, especially the exposed portions of the dampener piston shaft clean
to prevent collection of dust and dirt which could cut the seals in the dampener barrel. Keep
machined surfaces wiped free of dirt and dust, using a clean, lint-free cloth, saturated with
hydraulic fluid (MIL-H-5606) or kerosene. All surfaces should be wiped free of excess
hydraulic fluid or kerosene.
12. HYDRAULIC BRAKE SYSTEMS
A. Check for correct amount of fluid at least every 200 hours. Add hydraulic fluid at the brake master
cylinders. Bleed the brake system of entrapped air whenever a spongy response is experienced at the
brake pedals. Refer to Section 5 for an outline of bleeding procedure.
13. LANDING GEAR HYDRAULIC RETRACTION SYSTEM
A. Draining, filling and bleeding of the landing gear hydraulic retraction system can be accomplished by the
following method.
CAUTION: Do not turn master switch ON while hydraulic system is open to atmosphere.
The pump will automatically start, causing fluid to spray from any open line.
(1) Place aircraft master switch in OFF position and place aircraft on jacks as shown in Section 2-01-00,
Ground Handling,Figure 2. Bleed pressure from system by moving landing gear selector valve to gear
UP position.
(2) Drain system by removing cap plug from elbow on right side of power pack and attaching a drain hose
to opening. Place end of hose in a container of at least one gallon capacity and using emergency hand
pump, pump fluid into container. When power pack reservoir is empty, replace cap plug on elbow.
(3) Fill power pack reservoir with MIL-H-5606 hydraulic fluid by inserting funnel or filler hose in dipstick
opening on top of power pack body.
(4) Bleed system by cycling landing gear through several cycles. Refill power pack reservoir with MIL-H-
5606 hydraulic fluid. Remove aircraft from jacks; refer to Ground Handling, Jacking procedures.
14. HYDRAULIC FLUID SAMPLING AND CONTAMINATION CHECK
A. At the first 50 and first 100 hour inspection and thereafter at each 500 hour inspection or one year
whichever occurs first, a sample of fluid should be taken and examined for sediment and discoloration.
This may be done as follows:
CAUTION: Do not turn master switch ON while hydraulic system is open to

atmosphere. The pump will automatically start, causing hydraulic fluid to
spray from any open line.
(1) Place aircraftmaster switch in OFF position. Place aircraft on jacks as shown in Section 2-01-00,
Ground Handling, Figure 2. Bleed pressure from system by moving landing gear selector valve to gear
UP position.
(2) Remove cap plug from elbow on right side of power pack and place a nonmetal container below
opening.
(3) Place landing gear selector valve in down position and operate emergency hand pump to pump fluid
into container.
(4) If the drain fluid is clear and is not appreciably darker in color than new fluid, continue to use the
present fluid.

(5) If the fluid color is doubtful, place fluid sample in a nonmetallic container and insert a strip of polished
copper in the fluid.
(6) Keep copper in the fluid for six hours at a temperature of 70°F or more. A slight darkening of the
copper is permissible but there should be no pitting or etching visible up to 20X magnification.
If pitting or etching is evident, drain fluid from power pack reservoir. Fill power pack with MIL-H-5606
hydraulic fluid and bleed air from system.
15. OXYGEN CYLINDER
A. Refer to Section 13.
16. OXYGEN FACE MASK
A. Refer to Section 13.
17. CONTINUED AIRWORTHINESS PROGRAM
A. Refer to ANEXO “A”, in this Manual.

CAPITULO “D” CLEANING SECCION 2-05-00
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CAPITULO “D”
SECCION- 2-05-00
CLEANING
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: D - 0

CLEANING
WARNING: When performing any inspection or maintenance that requires turningon

the master switch, installing a battery, or pulling the propellerthrough by
hand, treat the propeller as if the ignition switch were On. Do not stand,
nor allow anyone else to stand, within the arc of the propeller, since a
loose or broken wire, or a component malfunction, could cause the
propeller to rotate.
1. GENERAL
A. Keeping the aircraft clean is important. Besides maintaining the trim appearance of the aircraft, cleaning
reduces the possibility of corrosion and makes inspection and maintenance easier.
2. WINDSHIELD AND WINDOWS
CAUTION: Do not use gasoline, alcohol, benzene, acetone, carbon tetrachloride, fire
extinguisher fluid, deicer fluid, lacquer thinner or glass window cleaning spray
to clean the windshield or windows. These solvents will soften and craze the
plastic.
A. The windshield and windows should be cleaned carefully with plenty of clean water and a mild detergent,
using the palm of the hand to feel and dislodge any caked mud or dirt. A sponge, soft cloth or chamois
may be used, but only as a means of carrying water to the plastic. Rinse thoroughly, then dry with a clean
moist chamois. Do not rub plastic panels with a dry cloth. This will build up an electrostatic charge which
attracts dust. Oil and grease may be removed by lightly wiping with a soft cloth moistened with Stoddard
solvent.
B. After washing, the windshield and windows should be cleaned with an aircraft windshield cleaner. Apply
the cleaner with soft cloths and rub with moderate pressure. Allow the cleaner to dry, then wipe it off the
windshield and windows with soft flannel cloths. A thin, even coat of wax, polished out by hand with soft
flannel cloths, will fill in minor scratches and help prevent further scratching. Do not use a canvas cover
on the windshield or windows unless freezing rain or sleet is anticipated, since the cover may scratch the
plastic surface.
3. PLASTIC TRIM
A. The plastic trim instrument panel and control knobs need only to be wiped off with a damp cloth. Oil and
grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard
solvent. Volatile solvents, such as mentioned in the preceding paragraph, must never be used since they
soften and craze the plastic.
4. UPHOLSTERY
A. Cleaning prolongs the life of upholstery fabrics and interior trim.

(1) Empty all ash trays.
(2) Brush or vacuum clean the carpeting and upholstery to remove dirt.
(3) Wipe leather and plastic surfaces with a damp cloth.
(4) Soiled upholstery fabrics and carpeting may be cleaned with a foam-type detergent, used in
accordance with the manufacturer's instructions.
(5) Oily spots and stains may be cleaned with household spot removers, used sparingly. Before using any
solvent, read the instructions on the container and test it on an obscure place in the fabric to be
cleaned. Never saturate the fabric with a volatile solvent, as it may damage the padding and backing
materials.
(6) Scrape sticky materials with a dull knife, then spot-clean the area.

5. ALUMINUM SURFACES
A. The aluminum surfaces require a minimum of care, but should never be neglected. The aircraft may be
washed with clean water to remove dirt and may be washed with non-alkaline grease solvents to remove
oil and/or grease. Household-type detergent soap powders are effective cleaners, but should be used
cautiously since some of them are strongly alkaline. Many good aluminum cleaners, polishes and waxes
are available from commercial suppliers of aircraft products.
6. PAINTED SURFACES
A. The aircraft painted surfaces, under normal conditions, require a minimum of polishing and buffing.
Approximately 15 days required for acrylic or lacquer paint to cure completely. In most cases, the curing
period will have been completed prior to delivery of the aircraft. In the event that polishing or buffing is
Required within the curing period, it is recommended that the work be done by an experienced painter.
Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a
rinse with clear water and drying with soft cloths or damp chamois. Harsh or abrasive soaps or detergents
which could cause corrosion or make scratches should never be used. Remove stubborn oil and grease
with a soft cloth moistened with Stoddard solvent. After the curing period, the aircraft may be waxed with
a good automotive wax. A heavier coating of wax on the leading edges of the wings, tail and the engine
nose cap will help reduce abrasion encountered in these areas.
7. ENGINE COMPARTMENT
CAUTION: Particular care should be given to electrical equipment before

cleaning. Solvent should not be allowed to enter magnetos, starter,
alternators, voltage regulators and similar components. These
components should be protected before washing the engine with
solvent. Any fuel, oil or air openings should be covered before
washing the engine. Caustic cleaning solutions should be used
cautiously and should always be properly neutralized after their use.
A. The engine sections should be kept clean since dirty cooling fins and baffle plates can cause overheating
of the engine. Also, cleaning is essential to minimize any danger of fire and provide for easier inspection
of components. Wash the engine and components with a suitable solvent, such as Stoddard solvent or
equivalent, then dry thoroughly with compressed air.
8. PROPELLERS
A. The propellers should be wiped occasionally with an oily cloth, then wiped with a dry cloth, to remove
grass and bug stains. In salt water areas, this will assist in corrosion proofing the propeller.
9. WHEELS
A. The wheels should be washed periodically and examined for corrosion, chipped paint and cracks or dents
in the wheel castings. Sand smooth, prime and repaint or repair minor defects. Cracked Wheel halves
must be replaced.

CAPITULO “E” LUBRICATION SECCION 2-07-00
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CAPITULO “E”
SECCION - 2-07-00
LUBRICATION
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: E - 0

LUBRICATION
WARNING: When performing any inspection or maintenance that requires turning
on the master switch, installing a battery, or pulling the propeller through
by hand, treat the propeller as if the ignition switch were On. Do not
stand, nor allow anyone else to stand, within the arc of the propeller,
since a loose or broken wire, or a component malfunction, could cause
the propeller to rotate.
1. GENERAL
A. Lubrication requirements are shown on the lubrication chart (refer to Figure 1). Before adding grease to
fittings, wipe off all dirt. Lubricate until new grease appears around parts being lubricated, and wipe off
excess grease. The following paragraphs supplement this figure by adding details.
2. NOSE GEAR TORQUE LINKS

A. Lubricate torque links every 50 hours. When operating in dusty conditions, more frequent lubrication is
recommended.
3. DOWNLOCK PINS AND OVERCENTER BUTTONS

A. At each 100-hour inspection, clean with solvent and inspect for sharp edges, the downlock pins,
overcenter buttons and main landing gear struts, where they contact the pins and buttons. Smooth all
sharp edges. Do not paint the "tracks" on the struts made by the pins and buttons. Lubricate downlock
pins, overcenter buttons and strut with general purpose grease. Also, clean and lubricate the cam surface
of the downlock switch bracket.
4. NOSE GEAR CAM FOLLOWERS

A. At the first 500-hour inspection, remove plugs in stud of cam followers and lubricate with general purpose
grease. Lubricate cam followers at each 500-hour inspection, using automotive type rubber tipped grease
gun when lubricating cam followers. There is no need to reinstall plugs in cam follower studs.
5. WHEEL BEARING LUBRICATION

A. Clean and repack the main and nose wheel bearings at the first 100-hour inspection and at each 500-hour
inspection thereafter. If more than the usual number of takeoffs and landings are made, extensive taxiing
is required, or the aircraft is operated in dusty areas or in areas of high humidity, cleaning and lubricating
of the wheel bearings must be accomplished at each 100-hour inspection.
6. FUEL SELECTOR VALVE

A. It is recommended that the fuel selector valve detents and valve shaft be lubricated at each 100-hour
inspection. Apply lubricant to each detent of the valve and to the valve shaft where it protrudes from the
valve cover boss.
7. WING FLAP ACTUATOR

A. The wing flap actuator screw jack threads require no lubrication.
8. AILERON ROD END BEARING
A. The actuating rod attach point is exposed to the weather through a small opening in the upper leading
edge of the aileron. Therefore, periodic inspection and lubrication is required to prevent corrosion of the
bearing in the rod end. At each 100-hour inspection, disconnect the control rods at the aileron and
inspect each rod end ball for corrosion. If no corrosion is found, wipe the surface of the rod end balls with
general purpose oil and rotate the ball freely to distribute the oil over its entire surface and connect the
control rods. If corrosion is detected during inspection, replace the rod end.

Lubrication
Figure 1 (Sheet 1)

Lubrication
Figure 1 (Sheet 2)

Lubrication
Figure 1 (Sheet 3)

Lubrication
Figure 1 (Sheet 4)

Lubrication
Figure 1 (Sheet 5)

9. CONTROL CABLE SEALS
A. Each control cable which routes through a bulkhead, from a pressurized section of the aircraft, is enclosed
by a seal, to reduce air leakage to a minimum. A cable seal restraining ring or a cotter pin is installed on
each end of the seal. The seal is packed with MIL-G-81322 grease prior to installation, and the cable is
lubricated for the full length of its travel within the seal. This lubrication is important to relieve friction
caused by the control cable traveling back and forth through the seal. At 200- hour intervals, the seals
must be removed, cleaned, inspected and repacked. The cables should be lubricated for the full length of
its travel through the seal. Refer to applicable section of this Service Manual for removal and installation
of control cable seals.

CAPITULO “F” TIME LIMITS/MAINTENANCE CHECK - GENERAL SECCION 2-10-00
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CAPITULO “F”
SECCION - 2-10-00
TIME LIMITS/MAINTENANCE
CHECK - GENERAL
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: F - 0


TIME LIMITS/MAINTENANCE CHECKS – GENERAL
1. SCOPE
A. This provides the inspection time intervals and maintenance checks for the Model 337 airplanes. It is
divided into several sections, each with a specific purpose toward providing information necessary to
establish inspection criteria. Refer to the Description paragraph below for detailed information concerning
each of these sections. The section 2-10-01 may be utilized in conjunction with 14 CFR Part 43 inspection
scope and detail, but is not intended to be utilized as the primary checklist for inspection of the airplane.
NOTE: The time limits and maintenance checks listed in this chapter are the minimum requirements for
airplanes operated under normal conditions. For airplanes operated in areas where adverse
operating conditions may be encountered, such as high salt coastal environments, areas of high
heat and humidity, areas where industrial or other airborne pollutants are present, extreme cold,
unimproved surfaces, etc., the time limits should be modified accordingly.
NOTE: The inspection guidelines contained in this section are not intended to be all-inclusive, for no such
charts can replace the good judgment of certified airframe and power plant mechanics in
performance of their duties. As the one primarily responsible for the airworthiness of the airplane,
the owner or operator should select only qualified personnel to maintain the airplane.
2. INSPECTION REQUIREMENTS
A. Three basic types of inspections are available as defined below:

(1) As required by 14 CFR 91.409 (a), all civil airplanes of U.S. registry must undergo a complete
inspection (ANNUAL) each 12 calendar months. In addition to the required ANNUAL inspection,
airplanes operated commercially (for hire) must also have an inspection each 100 hours of operation
as required by Federal Aviation Regulation Part 91.409 (b).
(2) In lieu of the above requirements, an airplanemay be inspected in accordance with a progressive
inspection program in accordance with 14 CFR Part 91.409 (d), which allows the workload to be
divided into smaller operations that can be accomplished in a shorter time period.
(3) If an airplane is being operated under a 14 CFR Part 135 Certificate, the operator may elect to use an
Approved Aircraft Inspection Program.
3. INSPECTION PROGRAM SELECTION
A. As a guide for selecting the inspection program that best suits the operation of the airplane, the following
is provided:
(1) If the airplane is flown less than 200 hours annually, the following conditions apply:
(a) If flown for hire:

1 An airplane operating in this category must have a COMPLETE AIRPLANE INSPECTION
(ANNUAL) each 12 calendar months. In addition, an inspection is required each 100 hours of
operation (100-HOUR). A COMPLETE AIRPLANE INSPECTION consists of all 50-hour, 100-
hour and 200-hour items plus those operations which are due at the specified time. Additionally,
Component Time Limits shall be checked at each inspection interval to ensure proper overhaul
and replacement requirements are accomplished at the specified times.
(b) If not flown for hire:

1 An airplane operating in this category must have a COMPLETE AIRPLANE INSPECTION each
12 calendar months of operation (ANNUAL). A COMPLETE AIRPLANE INSPECTION consists
of all 50-hour, 100-hour and 200-hour items plus those operations which are due at the
specified time. It is also recommended that between annual inspections, all items be inspected
at the intervals specified in the Inspection Time Limits. Additionally, Component Time Limits
should be checked at each inspection interval to ensure proper overhaul and replacement
requirements are accomplished at the specified times.

(2) If the airplane is flown more than 200 hours annually, the following condition applies:
(a) Whether flown for hire or not, it is recommended that airplanes operating in this category be
placed on a progressive inspection program in accordance with Federal Aviation Regulation 14
CFR 91.409. However, if the airplane is not placed on a progressive inspection program, the
inspection requirements for airplanes in this category are the same as those defined under
Paragraph 3.A.(1)(a)1 or (b)1.
(3) If the airplane is operated under 14 CFR 135, and flown an average of 400 hours annually, the
following manufacturer’s approved inspection program may be used. However, the program must be
used as published and the latest revision must be incorporated.
4. DESCRIPCION
A. Refer to Page d-3
5. GENERAL INSPECTION TERMS AND GUIDELINES
A. Refer to Page d-5
6. INSPECTION TIME LIMITS

A. A complete airplane inspection includes all inspection items as required by 14 CFR 43, Appendix D,
Scope and Detail of annual/100-hour inspections. The chart provided in this section should be used to
augment the inspection.
B. The Component Time Limits section (2-11-00) should be checked in conjunction with this inspection to
ensure proper overhaul and replacement requirements are accomplished at the specified times.
C. The intervals shown are recommended intervals at which items are to be inspected based on normal
usage under average environmental conditions. Airplanes operated in extremely humid areas (tropics), or
in exceptionally cold, damp climates, etc., may need more frequent inspections for wear, corrosion, and
lubrication. Under these adverse conditions, perform periodic inspections in compliance with this chart at
more frequent intervals until the operator can set his own inspection periods based on field experience.
(1) The 14 CFR Part 91 operator's inspection intervals shall not deviate from the inspection time limits
shown in this manual except as provided below: (Refer to 14 CFR 91.409)
(a) The airplane can only exceed its inspection point up to 10 hours, if the airplane is enroute to a
facility to have the inspection completed.
(b) In the event of late compliance of any operation scheduled, the next operation in sequence retains
a due point from the time the late operation was originally scheduled.
(c) In the event of early compliance of any operation scheduled, that occurs 10 hours or less ahead of
schedule, the next phase due point may remain where originally set.
(d) In the event of early compliance of any operation scheduled, that occurs more than 10 hours
ahead of schedule, the next operation due point must be rescheduled to establish a new due
point from the time of early accomplishment.
7. CHART LEGEND
A. Each page of the inspection listed in Inspection Time Limits, section 2-10-01, contains the following five
columns:
(1) REVISION STATUS - This column provides the date that a given item was added, deleted or revised.
A blank entry in this column indicates no change since the original issue of this manual.
(2) INSPECTION ITEM CODE NUMBER - This column lists a six-digit number permanently assigned to a
scheduled maintenance item. A given inspection item code number will never change and will not be
reused in the event the scheduled maintenance item is deleted.
(3) TASK - This column provides a short description of the inspection and/or servicing procedures.
Where amore detailed description of the procedure is required, a reference will bemade to either
another selection located within the maintenance manual or a specific reference to a supplier
publication.

(4) INTERVAL - This column lists the frequency of the inspection.
(5) OPERATION - All of the inspections included in one operation are grouped together in the 2-12-XX
documents (XX equals the operation number).
(6) ZONE - This column locates the components within a specific zone. For a breakdown of how the
airplane is zoned, refer to 2-30-00, Figure 1, Airplane Zones.

8. Listado de items de Inspección (Hoja 1)

ITEM
REVISION OPERATI
CODE TASK INTERVAL ZONE
STATUS ON
NUMBER
Oxygen system - Inspect for security
020001 Every 200 hours or 1 2 months 3 211
and pressure. (Refer to Section 13.)
All decals and labeling - Inspect for
020002 Every 200 hours or 12 months 3 211
condition and legibility.
120, 210,
310, 311,
Aircraft exterior - Inspect for condition 312, 341,
030001 Every 50 hours or 6 months 1
and damage. 342, 510,
520, 610,
620
120, 210,
211, 310,
311, 312,
Aircraft structure - Inspect for condition
030002 Every 200 hours or 12 months 3 330, 341,
and damage.
342, 510,
520, 610,
620
210
030003 Windows, windshield, doors and seals - Inspect for condition. Every 50 hours or 6 months 1
Seat stops, seat rails, upholstery, structure, and seat mounting - Inspect
for condition.
Occupant restraints and attaching brackets - Inspect for security and
condition.
Seats and seat latch mechanism - Inspect for security and positive
latching.
030007 Cabin upholstery, trim, sun visors, and ashtrays - Inspect for condition. Every 200 hours or 12 months 3 211

Listado de items de Inspección (Hoja 2)

ITEM
REVISION OPERATI
STATUS ON
NUMBER
Area beneath floor, lines, hoses, wires, and control cables - Inspect for
condition.
Reel type secondary seat stop (if installed) - Make sure the manual lock
030009 operates correctly. Refer to the latest revision ofMEB07-1 for the Every 100 hours or 12 months 2 211
instructions for continued airworthiness.
Aircraft interior and exterior pressure vessel - Remove the complete
First 10,000 hours of operation
030010 interior and perform a complete visual interior and exterior pressure 19 211
and every 5000 hours thereafter
vessel inspection.
Added Inspect cabin door mechanism. Refer to 2-14-09, Supplemental Initial: 5000 hours or 20 years;
Dec 13/10
030101 30 211
Inspection Document 52-10-01, for inspection procedures. Repeat every 5000 hours or 10 years
This inspection is for typical usage. Inspect forward and aft webs of rear
Added Initial: 12,000 hours or 20 years;
Dec 13/10
030102 spar bulkhead channel. Refer to 2-14-10, Supplemental Inspection
Repeat every 2000 hours or 10 years
37 211
Document 53-11-01, for inspection procedures.
This inspection is for severe usage. Inspect forward and aft webs of rear
Added Initial: 6000 hours or 20 years;
Dec 13/10
030103 spar bulkhead channel. Refer to 2-14-10, Supplemental Inspection 32 211
Repeat every 1000 hours or 10 years
Inspect door opening and instrument panel attachements. Refer to 2-14-
030104 11, Supplemental Inspection Document 53-11-02, for inspection 21 210, 211
Dec 13/10 Repeat every 500 hours
procedures.
Inspect the windshield structure. Refer
Added to 2-14-12, Supplemental Inspection Initial: 5000 hours;
030105 28 210
Dec 13/10 Document 53-11-03, for inspection Repeat every 2500 hours
procedures.
Inspect the pressurized cabin interior
Added and exterior. Refer to 2-14-13, Initial: 10,000 hours;
030106 34 210, 211
Dec 13/10 Supplemental Inspection Document Repeat every 5000 hours
53-11-04, for inspection procedures.


ITEM
REVISION OPERATI
STATUS ON
NUMBER
Added Inspect rear door post bulkhead. Refer to 2-14-14, Supplemental Initial: 5000 hours or 20 years;
030107 29 211
Dec 13/10 Inspection Document 53-12-01, for inspection procedures. Repeat every 3000 hours of 5years
Added Inspect cabin interior skin panels. Refer to 2-14-15, Supplemental 211
030108 Initial: 5 years; Repeat every 5 years 40
Dec 13/10 Inspection Document 53-30-01, for inspection procedures.
This inspection is for typical usage. Inspect wing fuselage strut fitting.
Added Initial: 12,000 hours or 20 years; 210, 510,
030109 Refer to 2-14-16, Supplemental Inspection Document 53-41-01, for 36
Dec 13/10 Repeat every 2000 hours or 5 years 610
inspection procedures.
This inspection is for severe usage. Inspect wing fuselage strut fitting.
Added Initial: 6000 hours or 20 years; 210, 510,
030110 Refer to 2-14-16, Supplemental Inspection Document 53-41-01, for 31
Dec 13/10 Repeat every 1000 hours or 5 years 610
Added Inspect seat rails. Refer to 2-14-17, Supplemental Inspection Document Initial: 5 years;
030111 39 211
Dec 13/10 53-47-01, for inspection procedures. Repeat every 5 years
Added Inspect the pilot and copilot windshield attach holes. Refer to 2-14-21, Initial: 200 hours or 1 year;
030112 20 210
Dec 13/10 Supplemental Inspection Document 56-10-01, for inspection procedures. Repeat every 200 hours or 1 year
Added Inspect the acrylic windshield and windows. Refer to 2-14-22, Initial: 15,000 hours;
030113 38 210
Dec 13/10 Supplemental Inspection Document 56-10-02, for inspection procedures. Repeat every 15,000 hours
Passenger/Crew door retention system. Specifically inspect the: 1.
Bell cranks. 2. Pushrods. 3. Handle. 4. Pin retention. 5. Pins. 6.
Added Lockplates and guides. 7. Hinges. 8. Internal door framing. NOTE:
Dec 13/10
030201 Every 48 month 44 211
Corrosion Prevention and Control Program Inspection item
(baseline interval, refer to Section 2-30-00 for additional inspection
information). Note: Remove interior panels for access.


ITEM
REVISION OPERATI
STATUS ON
NUMBER
Fuselage lower internal structure beneath the floor panels. Specifically
Added inspect the: 1. Cabin structure under floorboards. NOTE: Corrosion
Dec 13/10
030202 Every 60 months 45 211
Prevention and Control Program Inspection item (baseline interval,
refer to Section 2-30-00 for additional inspection information).
Fuselage internal structure in upper fuselage. Specifically inspect the: 1.
Added Cabin bulkhead corners. 2. Fuselage skin. NOTE: Corrosion Prevention
030203 Every 60 months 45 211
Dec 13/10 and Control Program Inspection item (baseline interval, refer to Section
2-30-00 for additional inspection information).
Areas of the cabin structure. Specifically inspect the: 1. Firewall.
Added 2. Firewall attachments. NOTE: Corrosion Prevention and Control
030204 Every 60 months 45 211
Dec 13/10 Program Inspection item (baseline interval, refer to Section 2-30-00 for
additional inspection information).
Areas of the cabin structure. Specifically inspect the: 1. Cabin door
forward and aft frames. 2. Window frames with emphasis at stringers
Added and channel assemblies from aft of door frame to aft bulkhead. 3.
030205 Every 60 months 45 211
Dec 13/10 Seat attachment structure. 4. Aft Cabin Bulkhead. NOTE: Corrosion
Prevention and Control Program Inspection item (baseline interval,
refer to Section 2-30-00 for additional inspection information).
Areas of the cabin structure for the passenger/crew door. Specifically
Added inspect the: 1. Door frames. 2. Door hinges. NOTE: Corrosion
Dec 13/10
030206 Every 48 months 44 211
Prevention and Control Program Inspection item (baseline interval, refer
to Section 2-30-00 for additional inspection information).
Inspect horizontal stabilizer spars, attachments, and elevator hinges.
040101 Refer to 2-14-15, Supplemental Inspection Document 55-10-01, for 33 330
Dec 13/10 Repeat every 3000 hours or 5 years
Inspect vertical stabilizers and rudder spars, ribs, and hinges. Refer to
Added Initial: 10,000 hours or 20 years; 341,342
040102 2-14-19, Supplemental Inspection Document 55-30-01, for inspection 33
procedures.
Added Inspect horizontal stabilizer spar attachment fittings. Refer to 2-14-20, Initial: 10,000 hours or 20 years;
040103 33 330
Dec 13/10 Supplemental Inspection Document 55-51-01, for inspection procedures. Repeat every 3000 hours or 5 years


ITEM
REVISION OPERATI
STATUS ON
NUMBER
Added Inspect wing leading edge root rib. Refer to 2-14-23, Supplemental
040104 Initial: 5 years; Repeat every 5 years 39 510, 610
Inspect the lower wing skins and stringers in the area of wing fuel Initial: 12,000 hours or 20 years;
Added 510, 520,
040105 tanks. Refer to 2-14-19, Supplemental Inspection Document 57-30-01, Repeat every 2000 hours or 5 36
Dec 13/10 610,620
for inspection procedures. years
This inspection is for typical usage. Inspect the lower wing skins and
Added Initial: 5000 hours; 510, 520,
040106 spar caps. Refer to 2-14-25, Supplemental Inspection Document 57-30- 27
Dec 13/10 Repeat every 500hours 610, 620
02, for inspection procedures
This inspection is for severe usage. Inspect the lower wing skins and
Added Initial: 3000 hours; 510, 520,
Dec 13/10
040107 spar caps. Refer to 2-14-25, Supplemental Inspection Document 57-30- 25
Repeat every 300 hours 610, 620
02, for inspection procedures.
This inspection is for typical usage. Inspect wing fuselage attach fittings.
040108 Refer to 2-14-26, Supplemental Inspection Document 57-41-01, for 36 510, 610
This inspection is for severe usage. Inspect wing fuselage attach fittings.
040109 Refer to 2-14-26, Supplemental Inspection Document 57-41-01, for 31 510, 610
311, 312
Added Inspect tailboom lower structure at wing attachment. Refer to 2-14-27, Initial: 20 years;
040110 40 510, 610
Dec 13/10 Supplemental Inspection Document 57-50-01, for inspection procedures. Repeat every 5 years
Added nspect the flap tracks. Refer to 2-14-29, Supplemental Inspection Initial: 20 years; 510, 520
040111 40
Dec 13/10 Document 57-53-01, for inspection procedures. Repeat every 5 years 610, 620
Vertical stabilizer structure. Specifically inspect the: 1. Forward
spar attachment to boom bulkhead. 2. Aft spar attachment to lower fin
Added
040201 spar. 3. Front and rear spars. 4. Rear spar rudder hinges. NOTE: Every 60 months 45 341, 342
Dec 13/10
Corrosion Prevention and Control Program Inspection item (baseline
interval, refer to Section 2-30-00 for additional inspection information).


ITEM
REVISION OPERATI
STATUS ON
NUMBER
Horizontal stabilizer structure. Specifically inspect the: 1. Forward
spar at access panels. 2. Rear spar at access panels. 3. Horizontal
Added
040202 to vertical attach fittings. NOTE Corrosion Prevention and Control Every 60 months 45 330
Dec 13/10
Program Inspection item (baseline interval, refer to Section 2-30-00 for
Wing structure internal. Specifically inspect the: 1. Wing front spar and
lower spar caps. 2. Upper wing attach spar fittings. 3. Wing fuel tank
Added 510, 520
040203 sumps. NOTE: Corrosion Prevention and Control Program Inspection Every 60 months 45
Dec 13/10 610, 620
item (baseline interval, refer to Section 2-30-00 for additional inspection
information). NOTE: Remove access panels for access.
Wing structure internal. Specifically inspect the: 1. Wing rear spar lower
and upper caps. 2. Wing rear spar attach fittings. 3. Rear spar
Added 510, 520
040204 web. NOTE: Corrosion Prevention and Control Program Inspection item Every 12 months 41
Dec 13/10 610, 620
(baseline interval, refer to Section 2-30-00 for additional inspection
information). NOTE: Remove access panels for Access.
Wing structure external. Specifically inspect the: 1. Skin with emphasis
at skin overlaps and under access panels. 2. Rear spar upper and lower
Added 510, 520
040205 caps. 3. Rear spar web. NOTE: Corrosion Prevention and Control Every 60 months 60
Dec 13/10 610, 620
Program Inspection item (baseline interval, refer to Section 2-30-00 for
Brake fluid, lines, hoses, linings, discs, brake assemblies, and master 211, 721,
cylinders - Inspect for condition and fluid level. Service as required. 722
Main gear wheels, wheel bearings, spring struts, and tires - Inspect for
050002 Every 100 hours or 12 months 2 721, 722
condition, security and corrosion.
First 100 hours of operation
Added
050003 Main and nose gear wheel bearings - Inspect and lubricate. And every 500 hours of operation 5 721, 722
Dec 13/10
thereafter
Added Torque links - Lubricate (Refer to 2- 07-00, Lubrication, Nose Gear
Dec 13/10 Torque Links.)


ITEM
REVISION OPERATI
STATUS ON
NUMBER
Nose gear strut and shimmy dampener - Service as required. (Refer to
Section 2.)
050006 Nose gear wheel - Inspect. Every 50 hours or 6 months 1 720
211, 721,
050007 Parking brake system - Inspect for correct operation. Every 200 hours or 12 months 3
722
Landing gear retraction system – Use a hydraulic power source and
211, 721,
050008 operate the landing gear through five fault-free cycles, noting cycling Every 200 hours or 12 months 3
722
time. (Refer to Section 5.)
Landing gear doors - Inspect the landing gear doors for at least 0.5 inch
211, 721,
050009 clearance with any part of landing gear during operation, and for proper Every 100 hours or 12 months 2
722
fit when closed.
Added Landing gear retraction system hydraulic screen - Clean. (Refer to
Dec 13/10 Section 2-03-00, Servicing.)
Landing gear retraction system - Inspect all hydraulic system
211, 720,
050011 components for correct operation, security, hydraulic leaks, and any Every 200 hours or 12 months 3
721, 722
apparent damage to components or mounting structure.
720, 721,
050012 Landing gear retraction system springs - Inspect for condition. Every 100 hours or 12 months 2
722
First 50 hours and first 100 hours of
Landing gear retraction system hydraulic fluid - Complete a hydraulic 720, 721,
050013 operation; and every 500 hours or one 15
fluid contamination check. (Refer to Section 2-03-00, Servicing.) 722
year, whichever comes first, thereafter
Added Emergency hand pump – Inspect for condition, security and correct
Dec 13/10
050014
operation.
Every 100 hours or 12 months 2 211
050015 Main gear springs - Inspect for condition and corrosion. Every 200 hours or 12 months 3 721, 722


ITEM
REVISION OPERATI
STATUS ON
NUMBER
050016 Tires - Inspect for condition. Every 50 hours or 6 months 1 721, 722
050017 Torque link - Lubricate. Every 50 hours or 6 months 1 720
050018 Nose gear fork - Inspect. Every 200 hours or 12 months 3 720
050019 Nose gear steering system - Inspect. Every 200 hours or 12 months 3 720
Nose gear wheel, wheel bearings, strut, steering system, shimmy

050020 dampener, tire, and torque links - Inspect. Lubricate and service as Every 100 hours or 12 months 2 720
required.
720, 721,
050021 Park brakes and toe brakes – Inspect for correct operation. Every 50 hours or 6 months 1
722
Landing gear doors, hinges, hinge pins and linkage - Inspect for 720, 721,
evidence of wear, other damage and security. 722
Internal wheel well structure – Inspect for cracks; dents; loose rivets, 720, 721,
bolts and nuts; corrosion or other damage. 722
Landing gear retraction system electrical wiring and switches - Inspect 720, 721,
for security of connections and correct switch operation. 722
Landing gear retraction system gear position indicator lights - Inspect for 720, 721,
correct operation. 722
Landing gear retraction system wiring - Inspect for correct routing and 720, 721,
security. 722


ITEM
REVISION OPERATI
STATUS ON
NUMBER
Landing gear retraction systems, components, downlocks, uplocks,
doors, snubbers, switches, actuators and power pack - Inspect for 720, 721,
correct rigging and security, and for correct operation (observing cycle 722
time noted in Item Code 050008). (Refer to Section 5.)
050028 Main gear strut-to-pivot attachment - Inspect for condition. Every 100 hours or 12 months 2 720, 722
Landing gear retraction system power pack outlet check valve screen - 720, 721,
Clean. 722
First 50 hours and first 100 hours of
Landing gear retraction system (beginning with P3370226) - Complete operation; and every 500 hours 720, 721,
050030 15
a pressure check. or one year, whichever comes first, 722
thereafter
Every 1000 hours or 5 years and
Landing gear and door manifold solenoids (beginning with P3370226) - 720, 721,
050031 Whenever the solenoid is 18
Disassemble and clean. 722
accessible
Added Inspect main landing gear spring. Refer to 2-14-06, Supplemental

050101 Initial: 20 years; Repeat every 5 years 40 721, 722
Added Inspect torque link bolts and bushings. Refer to 2-14-07, Supplemental Initial: 3000 hours or 5 years;
050102 26 720
Dec 13/10 Inspection Document 32-20-01, for inspection procedures. Repeat every 3000 hours or 5 years
Inspect main landing gear door torque tube and link arm. Refer to 2-14-
050103 08, Supplemental Inspection Document 32-31-01, for inspection 26 721,722
procedures.

ITEM
REVISION OPERATI
STATUS ON
NUMBER
Nose gear outer barrel assembly. Specifically inspect the: 1. Outer barrel
surface. 2. End upper strut and lower collar assembly. NOTE: Corrosion
Added Prevention and Control Program Inspection item (baseline interval,
050201 Every 36 months 43 720
Dec 13/10 refer to Section 2-30-00 for additional inspection information). NOTE: Do
not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the
oleo strut.
Nose gear trunnion steering assembly, torque link assembly, and nose
gear fork. Specifically inspect the: 1. Nose gear trunnion surface. 2.
Added Steering collar and steering collar attach bolt. 3. Torque link, torque link
050202 Every 36 months 43 720
Dec 13/10 attach pin, and attach bolt. 4. Nose gear fork. NOTE: Corrosion
Prevention and Control Program Inspection item (baseline interval, refer
to Section 2-30-00 for additional inspection information).
Nose gear trunnion steering assembly, torque link assembly, and nose
gear fork. Specifically inspect the: 1. Nose gear trunnion upper, lower
inner bore surface and bearing. 2. Torque link bolt and attach pin inner
Added bore surface. 3. Nose gear fork lug inner bore surface. NOTE: Corrosion
050203 Every 36 months 43 720
Dec 13/10 Prevention and Control Program Inspection item (baseline interval, refer
to Section 2-30-00 for additional inspection information). NOTE: Do not
apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo
strut.
Nose gear axle assembly. Specifically inspect the: 1. Nose gear axle
and attach bolt. 2. Wheel halves. NOTE: Corrosion Prevention and
Control Program Inspection item (baseline interval, refer to Section 2-30-
Added
050204 00 for additional inspection information). NOTE: Disassemble the nose Every 60 months 45 720
Dec 13/10
gear strut to get access. NOTE: Do not apply LPS-3 Heavy-Duty Rust
Inhibitor to the sliding surfaces of the oleo strut. NOTE: Coordinate with
tire change.


ITEM
REVISION OPERATI
STATUS ON
NUMBER
Main gear axle assembly. Specifically inspect the: 1. Main gear axle and
attach bolts. 2. Wheel halves. NOTE: Corrosion Prevention and Control
Added
050205 Program Inspection item (baseline interval, refer to Section 2-30-00 for Every 36 months 43 721, 722
Dec 13/10
additional inspection information). NOTE: Do not apply LPS-3 Heavy-
Duty Rust Inhibitor to the bearing. NOTE: Coordinate with tire change.
Control column bearings, sprockets, pulleys, cables, chains, and
turnbuckles - Inspect for correct operation and security.
Control lock, control wheel, and control column mechanism - Inspect for
condition.
211, 311,
312, 330,
Cables, terminals, pulleys, pulley brackets, cable guards, turnbuckles,
and fairleads - Inspect for condition.
510, 520,
610, 620
211, 330,
060004 Chains, terminals, sprockets, and chain guards - Inspect for wear. Every 200 hours or 12 months 3
341, 342
Trim control wheels, indicators, actuator, and bungee - Inspect for 211, 330,
correct operation. 341, 342
211, 330,
341, 342,
060006 Travel stops - Inspect for damage. Every 200 hours or 12 months 3
510, 520,
610, 620
Aileron - Check aileron travel and cable tension. Check the aileron cable
Added system, control cables, and pulleys, in accordance with the flight cable First 100 hours, then every 600 hours
060007 14 520, 620
Dec 13/10 inspection procedures in 2-20-01, Expanded Maintenance, Control or 12 months
Cables.
330, 341,
External skin of control surfaces and trim tabs - Inspect for security and 342, 510,
corrosion. 520, 610,
620


ITEM
REVISION OPERATI
STATUS ON
NUMBER
330, 341,
342, 510,
060009 Internal structure of control surfaces - Inspect for security and corrosion. Every 200 hours or 12 months 3
520, 610,
620
330, 341,
Balance weight attachment - Inspect
for security.
620
Ailerons, hinges, and control rods - Inspect for condition, security and
060011 Every 50 hours or 6 months 1 520,620
corrosion.
Inspect aileron hinges, hinge bolts, hinge bearings, and hinge and
060101 pushrod attach fittings. Refer to 2-14-28, Supplemental Inspection 33 520,620
Aileron attachments. Specifically inspect the: 1. Push-pull tube. 2.
Hinge brackets. 3. Hinge bolts. 4. Hinge bearings. 5. Attach fittings.
Added NOTE: Corrosion Prevention and Control Program Inspection item
060201 Every 24 months 42 520,620
Dec 13/10 (baseline interval, refer to Section 2-30-00 for additional inspection
information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on
hinge bearing.
Flap rollers and tracks, flap electrical indicating system, flap mechanical
211, 510,
Added indicating system, flap controls, flap electric motor brake and
Dec 13/10 transmission, and flap/elevator trim interconnect system - Inspect for
620
condition, wear and correct operation.
Flaps - Check flap travel, cable tension and travel time. Check the flap
Added cable system, control cables, and pulleys, in accordance with the flight First 100 hours, then every 600 hours 510, 520,
070002 14
Dec 13/10 cable inspection procedures in 2-20-01, Expanded Maintenance, Control or 12 months 610, 620
Cables.
211, 510,
Flap control switch, flap rollers and flap position indicator - Inspect for
condition, wear and correct operation.
620


ITEM
REVISION OPERATI
STATUS ON
NUMBER
Flap motor, transmission, limit switches, structure, linkage, bell 211, 510,
070004 cranks, etc. - Inspect for condition, wear and correct operation. (Note: Every 200 hours or 12 months 3 520, 610,
The wing flap actuator screw jack threads require no lubrication.) 620
211, 510,
Flap control cables. - Visually inspect along the entire length for
evidence of broken wires, corrosion, fraying or other damage.
620
Added Inspect flap control system installation. Refer to 2-14-05, Supplemental Initial: 800 hours or 4 years; Repeat 510, 520,
070101 22
Dec 13/10 Inspection Document 27-50-01, for inspection procedures. every 800 hours or 4 years 610, 620
080001 Elevator downspring system – Inspect for condition and security. Every 100 hours or 12 months 2 341, 342
080002 Balance weight attachment – Inspect for security. Every 100 hours or 12 months 2 330
Elevator trim tab actuator lubrication and tab free-play - Lubricate and
Inspect. Lubrication of the elevator Trim Tab Actuator is required each
080003 1000 hours or 3 years, whichever comes first. (Refer to 2-07-00, Every 100 hours or 12 months 2 330
Lubrication.) Refer to Section 8 of this manual for free-play limits,
inspection, replacement and/or repair.
Elevator trim tab inspection – Inspect trim tab hinge for evidence of
damage. Examine hinge pin for proper installation and safety. Examine
080004 push-pull rod and actuator rod end bearing for evidence of binding and Every 200 hours or 12 months 3 330
damage. Examine push-pull rod attach-bolt nuts at the actuator and
trim tab horn for proper safetying with cotter pins.
Elevator trim tab control system - Inspect system for operation and tab
210, 312,
080005 for freedom of movement. Examine tab travel, and adjust if necessary Every 200 hours or 12 months 3
330
(refer to Section 8 of this manual).
Elevator - Check elevator travel and cable tension. Check the elevator
Added cable system, control cables, and pulleys, in accordance with the First 100 hours, then every 600
080006 14 330
Dec 13/10 flight cable inspection procedures in 2-20-01, Expanded Maintenance, Hours or 12 months
Control Cables.


ITEM
REVISION OPERATI
STATUS ON
NUMBER
Elevator Trim Tab - Check elevator trim tab travel, cable tension. Check
the elevator trim cable system, control cables, and pulleys, in First 100 hours, then every 600
080007 14 330
accordance with the flight cable inspection procedures in 2-20-01, Hours or 12 months
Expanded Maintenance, Control Cables.
Elevator, trim tab, hinges, and pushpull tube - Inspect for condition, wear
and correct operation.
Inspect elevator torque tube, torque tube fitting and elevator end ribs.
Added
080101 Refer to 2-14-02, Supplemental Inspection Document 27-30-01, for Initial: 20 years; Repeat every 5 years 40 330
Dec 13/10
Inspect elevator trim pulley bracket and actuator bracket structure. Refer
Added Initial: 1000 hours; Repeat every
080102 to 2-14-03, Supplemental Inspection Document 27-30-02, for inspection 23 330
Dec 13/10 1000 hours
procedures.
Added Inspect elevator arm assembly and bearings. Refer to 2-14-04, Initial: 1000 hours or 5 years;
080103 24 330
Dec 13/10 Supplemental Inspection Document 27-30-03, for inspection procedures. Repeat every 1000 hours or 5 years
Elevator attachments. Specifically inspect the: 1. Hinge brackets. 2.

Hinge bolts. 3. Hinge bearings. 4. Trim tab actuating rod (inner surface
Added of channel). NOTE: Corrosion Prevention and Control Program
080201 Every 24 months 42 331, 332
Dec 13/10 Inspection item (baseline interval, refer to Section 2-30-00 for additional
inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust
Inhibitor on hinge bearing.
Rudder pedal assemblies and linkage - Inspect for condition and

security.
090002 Balance weight attachment – Inspect for security. Every 100 hours or 12 months 2 341, 342


ITEM
REVISION OPERATI
STATUS ON
NUMBER
211, 311,
Rudder trim control system – Inspect system for operation and freedom
of movement. (Refer to Section 9 of this manual.)
341, 342
Rudder - Check rudder travel and cable tension. Check the rudder cable
Added system, control cables, and pulleys, in accordance with the flight cable First 100 hours, then every 600 hours
090004 14 341, 342
Dec 13/10 inspection procedures in 2-20-01, Expanded Maintenance, Control or 12 months
Cables.
Added Inspect rudder pedal torque tube. Refer to 2-14-01, Supplemental Initial: 10,000 hours or 20 years;
090101 33 211
Dec 13/10 Inspection Document 27-20-01, for inspection procedures. Repeat every 3000 hours or 5 years
Rudder attachments. Specifically inspect the: 1. Hinge brackets. 2.
Hinge bearings. 3. Hinge bolts. NOTE: Corrosion Prevention and Control
Added
090201 Program Inspection item (baseline interval, refer to Section 2-30-00 for Every 24 months 42 341, 342
Dec 13/10
additional inspection information). NOTE: Do not apply LPS-3 Heavy-
Duty Rust Inhibitor on hinge bearing.
Rudder structure. Specifically inspect the: 1. Skin. 2. Forward and aft
Added spars at hinge locations. NOTE: Corrosion Prevention and Control
090202 Every 24 months 42 341, 342
Dec 13/10 Program Inspection item (baseline interval, refer to Section 2-30-00 for
Added Engine compartment - Inspect for evidence of oil, hydraulic fluid, and
Dec 100001 fuel leaks. If necessary, clean the entire engine and compartment before Every 50 hours or 6 months 1 120, 310
13/10 beginning additional inspections.
Engine oil, screen, filler cap, dipstick, drain plug and external filter Every 50 hours (Every 25 hours if not
100002 6 120,310
element - Inspect (Refer to 2-03-00, Servicing, Engine Oil.) Equipped with an external oil filter)
100003 Oil cooler - Inspect for leaks. Every 100 hours or 12 months 2 120, 310
Induction air filter - Clean and replace

100004 in accordance with 2-03-00, Servicing, Every 50 hours or 6 months 1 120, 310
Engine Induction Air Filters.


ITEM
REVISION OPERATI
STATUS ON
NUMBER
Induction air box, air valves, doors, and controls - Inspect for condition
and security.
100006 Cold and hot air hoses - Inspect for condition and leaks. Every 200 hours or 12 months 3 120, 310
100007 Engine baffles - Inspect for condition. Every 50 hours or 6 months 1 120, 310
Cylinders, rocker box covers, and push rod housings - Inspect for leaks
and cracks.
Crankcase, oil pan, accessory section, and front crankshaft seal -
Inspect for leaks.
All metal lines, fittings and hoses -
Inspect for leaks.
Intake and exhaust systems – Inspect (General inspection every 50
hours. Refer to Section 10 for 50-hour inspection.)
100012 Ignition harness - Inspect for condition. Every 100 hours or 12 months 2 120, 310
100013 Crankcase and vacuum system breather lines - Inspect for condition. Every 200 hours or 12 months 3 120, 310
Engine controls and linkage – Inspect attachment and correct operation.
(Each 50 hours for general condition and freedom of movement. These
controls are not repairable. Replace at each engine overhaul or sooner,
if required.)
Engine shock mounts, engine mount structure, and ground straps –
Inspect for condition.
100016 Starter, solenoid, and electrical connections - Inspect for condition. Every 50 hours or 6 months 1 120, 310
Starter brushes, brush leads, and commutator (airplanes equipped with
100017 Every 200 hours 7 120, 310
Delco Remy starter) - Inspect for condition.
Starter brushes, brush leads, and commutator (airplanes equipped
100018 Every 1500 hours 10 120, 310
with Prestolite starter) - Inspect for condition.


ITEM
REVISION OPERATI
STATUS ON
NUMBER
Magnetos (external) and electrical connections - Inspect for correct
operation.
Magneto breaker compartment - Inspect for condition. Clean dust and First 25 hours of operation then
100020 4 120, 310
grime accumulation. (Refer to Section 10.) Every 100-hour inspection
Magneto timing to engine - Check for correct timing. (Refer to Section

10.)
Fuel injection fuel-air (metering) control unit, fuel pump, fuel manifold
Revised
100022 valve, fuel lines, and nozzles - Inspect for condition and correct Every 50 hours or 6 months 1 120, 310
Dec 13/10
operation.
At first 100 hours, on new, rebuilt, or
100023 Engine fuel injection nozzles – Inspect orifices and clean. Overhauled engines, thereafter 13 120,310
Clean every 300 hours.
100024 Firewall - Inspect for cracks. Every 200 hours or 12 months 3 120,310
Engine cowling - Inspect for condition
and security.
Engine cowl flaps and controls - Inspect
for correct operation.
Turbocharger - Inspect for correct operation. (Remove tailpipe and
100027 ducting; inspect turbine for coking, carbonization, oil deposits and Every 200 hours or 12 months 3 120,310
turbine impeller for damage.)
Added Turbocharger pressurized lines to fuel controller, discharge nozzles, and
Dec 13/10 fuel flow gage - Inspect for correct operation.
Turbocharger mounting brackets and linkage - Inspect for condition and

security


ITEM
REVISION OPERATI
STATUS ON
NUMBER
100030 Waste gate, actuator, and controllers - Inspect for condition and security. Every 100 hours or 12 months 2 120,310
All oil lines to and from the turbocharger, waste gate, and controllers -
Inspect for leaks, condition and security.
Turbocharger oil line check valves - Inspect for condition and correct
operation.
100033 Spark plugs - Clean, regap and rotate (upper to lower, lower to upper). Every 100 hours or 12 months 2 120,310
Compression check - Refer to Teledyne Continental Motors Service
Bulletin M84-15.
100035 Turbocharger vent system - Inspect for condition and security. Every 100 hours or 12 months 2 120,310
Waste gate valve tension spring - Inspect for condition and security.
100036 (Make sure that the spring is connected properly, in correct position, is Every 100 hours or 12 months 2 120,310
not broken or missing. Replace if broken or missing.)
100037 Pressure relief valve - Overhaul Every 700 hours 9 120,310

Inspect front engine mount structure. Refer to 2-14-30, Supplemental
Dec 100101 Repeat every 5000 hours or at every 35 310
Inspection Document 71-20-01, for inspection procedures.
13/10 Engine overhaul
Inspect rear engine mount tubular structure. Refer to 2-14-31,
Dec 100102 Repeat every 5000 hours or at every 35 310
Supplemental Inspection Document 71-20-02, for inspection procedures.
13/10 Engine overhaul
Engine support structure. Specifically inspect the: 1. Forward engine
Added
support. 2. Aft engine truss. NOTE: Corrosion Prevention and
Dec 100201 Every 12 months 41 120,310
Control Program Inspection item (refer to Section 2-30-00 for additional
13/10
inspection information).


ITEM
REVISION OPERATI
STATUS ON
NUMBER
120, 211,
Fuel strainers, drain valves and controls, tank vents, caps, and placard
310, 510,
110001 - Inspect for condition, leaks and correct operation. (Refer to Section Every 50 hours or 6 months 1
520, 610,
11.)
620
110002 Fuel strainer screens and bowls - Inspect for condition. Every 100 hours or 12 months 2 120,310
211, 510,
110003 Engine-driven fuel pumps - Inspect for correct operation. Every 100 hours or 12 months 2 520, 610,
620
120, 211,
Revised
Fuel tanks, fuel sump tanks, fuel lines, drains, filler caps, and placards - 310, 510,
Dec 110004 Every 200 hours or 12 months 3
Inspect for condition and security. 520, 610,
13/10
620
Fuel tanks - Drain fuel and inspect tank interior, attachment, and outlet Every 1000 hours or with every 510, 520,
110005 11
screens. Engine overhaul 610, 620
510, 520,
110006 Fuel injector screens - Inspect for condition. Every 50 hours or 6 months 1
610, 620
Added
Fuel selector valves and placards - Inspect for security and correct
Dec 110007 Every 50 hours or 6 months 1 211
operation.
13/10
211, 510,
Fuel quantity indicators and sensing units - Inspect for condition and
security.
620
120, 211,
310, 510,
110009 Vapor return lines and check valves - Inspect for leaks and free flow. Every 100 hours or 12 months 2
520, 610,
620


ITEM
REVISION OPERATI
STATUS ON
NUMBER
110010 Engine Primer - Inspect for condition, security and correct operation. Every 100 hours or 12 months 2 211
Fuel quantity system - Complete a fuel quantity indicating system 211, 510,
110011 operational test. Refer to Section 14 for detailed accomplishment Every 12 months 12 520, 610,
instructions. 620
211, 510,
110012 Auxillary fuel pumps - Inspect for correct operation. Every 100 hours or 12 months 2 520, 610,
620
120001 Spinner - Inspect for condition and cracks. Every 50 hours or 6 months 1 110, 310
120002 Spinner bulkhead - Inspect for condition and cracks. Every 100 hours or 12 months 2 110, 310
120003 Propeller blades - Inspect for condition. Every 50 hours or 6 months 1 110, 310
120004 Propeller hub - Inspect for condition and leaks. Every 100 hours or 12 months 2 110, 310
Synchronizing system/Synchrophaser system - Inspect for correct

operation.
120006 Mounting nuts - Inspect for security and correct installation. Every 100 hours or 12 months 2 110, 310
120007 Governor and propeller control - Inspect for correct operation. Every 100 hours or 12 months 2 110, 310
120008 Unfeathering accumulator - Inspect for correct operation. Every 100 hours or 12 months 2 110, 310


ITEM
REVISION OPERATI
STATUS ON
NUMBER
120009 Anti-ice electrical wiring - Inspect for condition. Every 50 hours or 6 months 1 110, 310
120010 Anti-ice brushes, slip ring, and boots - Inspect Every 50 hours or 6 months 1 110, 310
Defrosting, heating system, ventilating system, and controls - Inspect for

condition and correct operation.
120, 211,
312, 330,
130002 De-Ice system plumbing (If installed) - Inspect for leaks. Every 200 hours or 12 months 3
510, 520,
610, 620
330, 510,
130003 De-Ice system components – Inspect for condition and correct operation. Every 200 hours or 12 months 3 520, 610,
620
330, 510,
130004 De-Ice system boots - Inspect for condition. Every 200 hours or 12 months 3 520, 610,
620
Cabin heater valves, doors, and controls - Inspect for condition and
correct operation.
Cabin heater (Internal combustion type heaters) - Check ventilating
130006 and combustion air inlets, exhaust outlet, fuel and drain lines, electrical Every 100 hours or 12 months 2 120, 310
connections, combustion air blower, and air tube connections.
Cabin Heater (Internal combustion type heaters) - Remove the heater
from the airplane and inspect and/or overhaul in accordance with Every 500 hours of operation
130007 16 120, 310
Cessna Multi-engine Service Information Letter ME82-17, or latest or after each heating season
revision.
Oxygen supply, masks and hose - Inspect masks, hose and fittings for
130008 condition, routing and support. Test, operate and check for leaks. Refer Every 50 hours or 6 months 1 211
to Section 13 in this manual for applicable model.


ITEM
REVISION OPERATI
STATUS ON
NUMBER
Altitude control selector assembly (beginning with 1974 Models) -
130009 Every 500 hours 8 211
Remove and inspect for condition.
140001 Vacuum pump - Inspect for condition and correct operation. Every 100 hours or 12 months 2 120,310
Vacuum relief valve filter - Inspect. At each engine overhaul, replace

filter.
Vacum system central air filter – Inspect for damage and cleanliness.
(Refer to 2-03-00, Servicing, Vacuum System Air Filters.)
140004 Instruments and markings - Inspect for condition and legibility. Every 50 hours or 6 months 1 211
Every 1000 hours or with every

140005 Magnetic compass - Inspect for correct operation. 11 211
Engine overhaul
Instrument panel, shock mounts, ground straps, cover, decals, and
labeling - Inspect for condition.
211, 311,
140007 Pitot and static systems - Inspect for condition and correct operation. Every 100 hours or 12 months 3
510
Stall warning sensing unit and pitot and stall warning heaters - Inspect 211, 311,
for condition and correct operation. 510
150001 Electrical wiring - Inspect for condition. Every 100 hours or 12 months 2 120, 310
150002 Alternator and electrical connections - Inspect for condition. Every 100 hours or 12 months 2 120, 310
Alternator brushes, brush leads, and commutator or slip ring - Inspect.

150003 Every 500 hours 8 120, 310
(Refer to Section 15 of this manual.)


ITEM
REVISION OPERATI
STATUS ON
NUMBER
150004 Voltage regulator mounting and electrical leads - Inspect for condition. Every 100 hours or 12 months 2 120, 310
Battery, battery box, and battery cables - Inspect for condition and
corrosion.
150006 Battery electrolyte level - Inspect (Refer to 2-03-00, Servicing, Battery.) Every 50 hours or 30 days 17 120
Emergency locator transmitter - Inspect for condition and correct

operation. (Refer to Section 15.)
180001 Instrument wiring and plumbing - Inspect for condition and leaks. Every 200 hours or 12 months 3 211
Lights, switches, circuit breakers, fuses, and spare fuses - Inspect for 211
correct operation.
210, 341,
180003 Exterior lights - Inspect for correct operation. Every 50 hours or 6 months 1 342, 520,
620
Radios, radio controls, avionics and flight instruments - Inspect for 211
correct operation.
210, 341,
180005 Antennas and cables - Inspect for condition and security. Every 200 hours or 12 months 3
342

CAPITULO “F” TIME LIMITS/MAINTENANCE CHECK – GENERAL SECCION 2-10-00
INSPECTION INTERVAL REQUIREMENTS

Intervals-(Hoja 1)
Operation Details
1 Every 50 hours of operation or 6 months, whichever occurs first.
4 After the first 25 hours of operation and every 100-hour inspection thereafter.
5 After the first 100 hours of operation and every 500 hours thereafter.
6 Every 50 hours (every 25 hours if not equipped with an external oil filter).
7 Every 200 hours of operation.
11 Every 1000 hours of operation or to coincide with engine overhaul, whichever occurs first.
12 Every 12 months.
At the first 100-hour inspection on new, rebuilt or overhauled engines, remove and clean the
13 fuel injection nozzles. Thereafter, the fuel injection nozzles must be cleaned at 300-hour
intervals or more frequently if fuel stains are found.
After the first 100 hours of operation, then every 600 hours of operation or 12 months,
14
whichever occurs first, thereafter.
After the first 50 hours and first 100 hours of operation and every 500 hours or one year,
15
whichever occurs first, thereafter.
16 Every 500 hours of operation or after each heating season, whichever occurs first.
17 Every 50 hours or 30 days, whichever occurs first.

CAPITULO “F” TIME LIMITS/MAINTENANCE CHECK – GENERAL SECCION 2-10-00
Intervals-(Hoja 2)
Operation Details
Every 1000 hours of operation or 5 years, whichever occurs first, and whenever the solenoid
18
is accessible.
19 After the first 10,000 hours of operation and every 5000 hours thereafter
Supplemental Inspection Document items that are to be examined after the first 200 hours of
operation or 1 year, whichever occurs first. The inspection is to be repeated every 200 hours
20
of operation or 1 year, whichever occurs first, after the initial inspection has been
accomplished.
Supplemental Inspection Document items that are to be examined after the first 500 hours
21 of operation. The inspection is to be repeated every 500 hours of operation, after the initial
inspection has been accomplished, for airplanes with typical usage.
of operation or 4 years, whichever occurs first. The inspection is to be repeated every 800
22
hours of operation or 4 years, whichever occurs first, after the initial inspection has been
accomplished.
23 of operation. The inspection is to be repeated every 1000 hours of operation after the initial
inspection has been accomplished.
24
accomplished.
inspection has been accomplished, for airplanes with severe usage
26
accomplished.
29
accomplished.

Intervals-(Hoja 3)
Operation Details
30
accomplished.
31
accomplished, for airplanes with severe usage.
32
accomplished.
Supplemental Inspection Document items that are to be examined after the first 10,000 hours
33
accomplished.
inspection has been accomplished, for airplanes with typical usage
of operation or 20 years, whichever occurs first. The inspection is to be repeated every
35
5000 hours of operation or at every engine overhaul after the initial inspection has been
accomplished. The inspection interval may be adjusted to coincide with engine overhaul.
36
accomplished, for airplanes with typical usage.
37
38 of operation. The inspection is to be repeated every 15,0000 hours of operation, after the
initial inspection has been accomplished, for airplanes with typical usage.
Supplemental Inspection Document items that are to be examined after the first 5 years. The
39
inspection is to be repeated every 5 years after the initial inspection has been accomplished.
Supplemental Inspection Document items that are to be examined after the first 20 years.
40 The inspection is to be repeated every 5 years after the initial inspection has been
accomplished.

Intervals-(Hoja 4)
Operation Details
Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to
41 be examined every 12 months. Refer to Section 2-30-00, Corrosion Prevention and Control
Program for additional information concerning repeat Corrosion Program Inspection intervals.

CAPITULO “G” FICHA DE INSPECCIONES SECCION 2-12-01
Regresar al Indice
CAPITULO “G”
SECCION - 2-12-01
FICHA DE INSPECCIONES
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: G - 0

CAPITULO “G” FICHA DE INSPECCION OPERACIÓN “1” SECCION 2-12-01
INSPECTION OPERATION 1
Date: _______________
Registration Number: _______________
Serial Number: _______________
Total Time: _______________

1. Description
A. Operation 1 gives inspection items that are to be examined every 50 hours of operation or 6 months,
whichever occurs first.
B. Inspection items are given in the order of the zone in which the inspection is to be completed. A
general description of the inspection required and the ItemCode Number for cross-reference to
section 2-10-01 is shown. Frequently, tasks give more information about each required inspection.
These tasks are printed in the individual chapters of this manual.
C. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A
copy of these pages can be used as a checklist when these inspections are completed.
2. General Inspection Criteria
A. While each of the specified inspection tasks in this section are done, more general inspections of the
adjacent areas must be done while access is available. These general inspections are used to find
apparent conditions which can need more maintenance.
B. If a component or system is changed after a required task has been completed, then that specified task
must be done again to make sure it is correct before the system or component is returned to service.
C. Do a preflight inspection after these inspections are completed to make sure all the required items are
correctly serviced. Refer to the Approved Airplane Flight Manual.
ITEM
CODE TASK ZONE MECH INSP REMARKS
NUMBER
120001 Spinner - Inspect for condition and cracks. 110, 310
120003 Propeller blades - Inspect for condition. 110, 310
Anti-ice electrical wiring - Inspect for

120009 110, 310
condition.
120010 Anti-ice brushes, slip ring, and boots - Inspect 110, 310
Battery, battery box, and battery cables -

150005 120
Inspect for condition and corrosion.
120, 210,
310, 311,
Aircraft exterior - Inspect for condition and 312, 341,
030001
damage 342, 510,
520, 610,
620
*** Continue next page of Operation 1 Inspection Items ***

ITEM
NUMBER
Fuel strainers, drain valves and controls, 120, 211,
tank vents, caps, and placard - Inspect for 310, 510,
110001
condition, leaks and correct operation. 520, 610,
(Refer to Section 11.) 620
Induction air filter - Clean and replace in
100004 accordance with 2-03-00, Servicing, Engine 120, 310
Induction Air Filters.
100007 Engine baffles - Inspect for condition. 120, 310
All metal lines, fittings and hoses - Inspect

100010 120, 310
for leaks
Intake and exhaust systems - Inspect
100011 (General inspection every 50 hours. Refer 120, 310
to Section 10 for 50-hour inspection.)
Engine controls and linkage - Inspect
attachment and correct operation. (Each 50
hours for general condition and freedom of
100014 120, 310
movement. These controls are not
repairable. Replace at each engine overhaul
or sooner, if required.)
Starter, solenoid, and electrical connections

100016 120, 310
- Inspect for condition.
Fuel injection fuel-air (metering) control unit,

fuel pump, fuel manifold valve, fuel lines,
100022 120, 310
and nozzles - Inspect for condition and
correct operation.
Engine cowl flaps and controls - Inspect for

100026 120, 310
correct operation.
Turbocharger pressurized lines to fuel

100028 controller, discharge nozzles, and fuel flow 120, 310
gage - Inspect for correct operation.
Turbocharger mounting brackets and
100029 120, 310
linkage - Inspect for condition and security.
Turbocharger oil line check valves - Inspect

100032 120, 310
for condition and correct operation.
Windows, windshield, doors and seals -

030003 210
Inspect for condition.
210, 341,
Exterior lights - Inspect for correct
180003 342, 520,
operation.
620

ITEM
NUMBER
Occupant restraints and attaching brackets –

030005 211
Inspect for security and condition.
Seats and seat latch mechanism - Inspect for

030006 211
security and positive latching.
Fuel selector valves and placards - Inspect for

110007 211
security and correct operation
Defrosting, heating system, ventilating system,

130001 and controls - Inspect for condition and correct 211
operation
Oxygen supply, masks and hose - Inspect
masks, hose and fittings for condition, routing
130008 and support. Test, operate and check for 211
leaks. Refer to Section 13 in this manual for
applicable model.
Instruments and markings - Inspect for
140004 211
condition and legibility.
Lights, switches, circuit breakers, fuses, and

180002 211
spare fuses - Inspect for correct operation.
Radios, radio controls, avionics and flight

180004 211
instruments - Inspect for correct operation.
Rudder trim control system - Inspect system 211, 311,

090003 for operation and freedom of movement. 312, 330,
(Refer to Section 9 of this manual.) 341, 342
Trim control wheels, indicators, actuator, and 211, 330,

060005
bungee - Inspect for correct operation. 341, 342
Flap control switch, flap rollers and flap 211, 510,
070003 position indicator - Inspect for condition, wear 520, 610,
and correct operation. 620
211, 510,
Fuel quantity indicators and sensing units –
110008 520, 610,
Inspect for condition and security.
620
Elevator, trim tab, hinges, and push-pull tube -
080008 Inspect for condition, wear and correct 330
operation.
330, 341,
External skin of control surfaces and trim tabs 342, 510,
060008
- Inspect for security and corrosion. 520, 610,
620
510, 520,
110006 Fuel injector screens - Inspect for condition.
610, 620

ITEM
NUMBER
Ailerons, hinges, and control rods - Inspect for

060011 520, 620
condition, security and corrosion.
Torque links - Lubricate (Refer to 2-07-00,

050004 720
Lubrication, Nose Gear Torque Links.)
Nose gear strut and shimmy dampener -

050005 720
Service as required. (Refer to Section 2.)
050006 Nose gear wheel - Inspect. 720
050017 Torque link - Lubricate. 720
Park brakes and toe brakes - Inspect for 720, 721,

050021
correct operation. 722
050016 Tires - Inspect for condition. 721, 722
*** End of Operation 2 Inspection Items ***

Date: _______________
Total Time: _______________
1. Description
A. Operation 2 gives inspection items that are to be examined every 100 hours of operation or 12
months, whichever occurs first.
B. If a component or system is changed after a required task has been completed, then that specified
task must be done again to make sure it is correct before the system or component is returned to
service.
C. Do a preflight inspection after these inspections are completed to make sure all the required items
are correctly serviced. Refer to the Approved Airplane Flight Manual.
ITEM
NUMBER
Spinner bulkhead - Inspect for condition and

120002 110, 310
cracks
Propeller hub - Inspect for condition and

120004 110, 310
leaks.
Synchronizing system/Synchrophaser system

120005 110, 310
- Inspect for correct operation.
Mounting nuts - Inspect for security and

120006 110, 310
correct installation.
Governor and propeller control - Inspect for

120007 110, 310
correct operation.
Unfeathering accumulator - Inspect for

120008 110, 310
correct operation.

ITEM
NUMBER
120, 211,
Vapor return lines and check valves - Inspect 310, 510,
110009
for leaks and free flow. 520, 610,
620
100003 Oil cooler - Inspect for leaks. 120,310
Induction air box, air valves, doors, and

100005 120,310
controls - Inspect for condition and security.
Cylinders, rocker box covers, and push rod

100008 120,310
housings - Inspect for leaks and cracks.
Crankcase, oil pan, accessory section, and

100009 120,310
front crankshaft seal - Inspect for leaks.
100012 Ignition harness - Inspect for condition. 120,310
Magnetos (external) and electrical connections

100019 120,310
-Inspect for correct operation.
Magneto timing to engine - Check for correct

100021 120,310
timing. (Refer to Section 10.)
Engine cowling - Inspect for condition and

100025 120,310
security.
Waste gate, actuator, and controllers - Inspect

100030 120,310
for condition and security.
All oil lines to and from the turbocharger,

100031 waste gate, and controllers - Inspect for leaks, 120,310
condition and security.
Spark plugs - Clean, regap and rotate (upper

100033 120,310
to lower, lower to upper).
Turbocharger vent system- Inspect for

100035 120,310
Waste gate valve tension spring - Inspect for

condition and security. (Make sure that the
100036 spring is connected properly, in correct 120,310
position, is not broken or missing. Replace if
broken or missing.)
Fuel strainer screens and bowls - Inspect for
110002 120,310
condition.

ITEM
NUMBER
Cabin heater (Internal cumbustion type
heaters) - Check ventilating and combustion
130006 air inlets, exhaust outlet, fuel and drain lines, 120,310
electrical connections, combustion air blower,
and air tube connections.
Vacuum pump - Inspect for condition and
140001 120, 310
correct operation.
150001 Electrical wiring - Inspect for condition. 120, 310
Alternator and electrical connections - Inspect

150002 120, 310
for condition.
Voltage regulator mounting and electrical

150004 120, 310
leads - Inspect for condition.
Emergency locator transmitter - Inspect for

150007 condition and correct operation. (Refer to 210, 211
Section 15.)
Reel type secondary seat stop (if installed) –
Make sure the manual lock operates correctly.
030009 211
Refer to the latest revision of MEB07-1 for the
instructions for continued airworthiness.
Emergency hand pump - Inspect for condition,
050014 211
security and correct operation.
Engine Primer - Inspect for condition, security

110010 211
and correct operation.
Flap rollers and tracks, flap electrical indicating

system, flap mechanical indicating system, flap
211, 510,
controls, flap electric motor brake and
070001 520, 610,
transmission, and flap/elevator trim
620
interconnect system – Inspect for condition,
wear and correct operation.
Flap control cables. - Visually inspect along 211, 510,
070005 the entire length for evidence of broken wires, 520, 610,
corrosion, fraying or other damage. 620
211, 510,
Engine-driven fuel pumps - Inspect for correct
110003 520, 610,
operation.
620
211, 510,
Auxillary fuel pumps - Inspect for correct
110012 520, 610,
operation.
620
Balance weight attachment - Inspect for

080002 330
security.

ITEM
NUMBER
Elevator trim tab actuator lubrication and tab
free-play - Lubricate and Inspect. Lubrication
of the elevator Trim Tab Actuator is required
330
080003 each 1000 hours or 3 years, whichever comes
first. (Refer to 2-07-00, Lubrication.) Refer to
Section 8 of this manual for free-play limits,
inspection, replacement and/or repair.
Elevator downspring system - Inspect for
080001 341,342

090002 341,342
security.
Nose gear wheel, wheel bearings, strut,
steering system, shimmy dampener, tire, and
050020 720
torque links -Inspect. Lubricate and service as
required.
Landing gear doors - Inspect the landing gear
doors for at least 0.5 inch clearance with any 720, 721,
050009
part of landing gear during operation, and for 722
proper fit when closed.
Landing gear retraction system springs -
720, 721,
050012 Inspect for
722
condition.
Landing gear retraction system power pack 720, 721,

050029
outlet check valve screen - Clean. 722
Main gear wheels, wheel bearings, spring

050002 struts, and tires - Inspect for condition, security 720, 721
and corrosion.
Main gear strut-to-pivot attachment - Inspect

050028 720, 721
for condition.

Date: _______________
Total Time: _______________
1. Description
months, whichever occurs first.
service.
ITEM
NUMBER
120, 210,
211, 310,
311, 312,
Aircraft structure - Inspect for condition and
030002 330, 341,
damage.
342, 510,
520, 610,
620
120, 211,
Fuel tanks, fuel sump tanks, fuel lines, drains,
310, 510,
110004 filler caps, and placards - Inspect for
520, 610,
620
120, 211,
De-Ice system plumbing (If installed) - 312, 330,
130002
Inspect for leaks. 510, 520,
610, 620
Cold and hot air hoses - Inspect for condition
100006 120, 310
and leaks.
Crankcase and vacuum system breather

100013 120, 310
lines - Inspect for condition.

ITEM
NUMBER
Engine shock mounts, engine mount structure,
100015 120,310
and ground straps - Inspect for condition.
100024 Firewall - Inspect for cracks. 120, 310
Turbocharger - Inspect for correct operation.

(Remove tailpipe and ducting; inspect turbine
100027 120, 310
for coking, carbonization, oil deposits and
turbine impeller for damage.)
Compression check - Refer to Teledyne
100034 120, 310
Continental Motors Service Bulletin M84-15.
Cabin heater valves, doors, and controls –

130005 120, 310
Inspect for condition and correct operation.
Vacuum relief valve filter - Inspect. At each

140002 120, 310
engine overhaul, replace filter.
Vacum system central air filter - Inspect for

140003 damage and cleanliness. (Refer to 2-03-00, 120, 310
Servicing, Vacuum System Air Filters.)
Antennas and cables - Inspect for condition 210, 341,

180005
and security. 342
Oxygen system - Inspect for security and

020001 211
pressure. (Refer to Section 13.)
All decals and labeling - Inspect for condition

020002 211
and legibility.
Seat stops, seat rails, upholstery, structure, 211

030004
and seat mounting - Inspect for condition.
Cabin upholstery, trim, sun visors, and 211

030007
ashtrays - Inspect for condition.
Area beneath floor, lines, hoses, wires, and 211

030008
control cables - Inspect for condition.
Landing gear retraction system hydraulic

050010 screen - Clean. (Refer to Section 2-03-00, 211
Servicing.)
Control column bearings, sprockets, pulleys,
060001 cables, chains, and turnbuckles - Inspect for 211
correct operation and security.
Control lock, control wheel, and control column
060002 211
mechanism - Inspect for condition.

ITEM
NUMBER
Rudder pedal assemblies and linkage - Inspect
090001 211
for condition and security.
Instrument panel, shock mounts, ground
140006 straps, cover, decals, and labeling - Inspect for 211
condition.
Instrument wiring and plumbing - Inspect for
180001 211
condition and leaks.
211, 311,
Cables, terminals, pulleys, pulley brackets, 312, 330,
060003 cable guards, turnbuckles, and fairleads - 341, 342,
Inspect for condition. 510, 520,
610, 620
Pitot and static systems - Inspect for condition 211, 311,
140007
and correct operation. 510
Stall warning sensing unit and pitot and stall
211, 311,
140008 warning heaters - Inspect for condition and
510
correct operation.
Elevator trim tab control system - Inspect
system for operation and tab for freedom of 211, 312,
080005
movement. Examine tab travel, and adjust if 330
necessary (refer to Section 8 of this manual).
Chains, terminals, sprockets, and chain guards 211, 330,
060004
- Inspect for wear. 341, 342
211, 330,
341, 342,
060006 Travel stops - Inspect for damage.
510, 520,
610, 620
Flap motor, transmission, limit switches,
structure, linkage, bell cranks, etc. - Inspect for 211, 510,
070004 condition, wear and correct operation. (Note: 520, 610,
The wing flap actuator screw jack threads 620
require no lubrication.)
Landing gear retraction system- Inspect all
hydraulic system components for correct
211, 720,
050011 operation, security, hydraulic leaks, and any
721, 722
apparent damage to components or mounting
structure.
Brake fluid, lines, hoses, linings, discs, brake
211, 721,
050001 assemblies, and master cylinders - Inspect for
722
condition and fluid level. Service as required.
Parking brake system - Inspect for correct 211, 721,
050007
operation 722
Elevator trim tab inspection - Inspect trim tab
hinge for evidence of damage. Examine hinge
pin for proper installation and safety. Examine
push-pull rod and actuator rod end bearing for
080004 330
evidence of binding and damage. Examine
push-pull rod attach-bolt nuts at the actuator
and trim tab horn for proper safetying with
cotter pins.

ITEM
NUMBER
330, 341,
Internal structure of control surfaces - Inspect 342, 510,
060009
for security and corrosion. 520, 610,
620
330, 341,
060010 342, 520,
security.
620
330, 510,
De-Ice system components - Inspect for
130003 520, 610,
condition and correct operation.
620
330, 510,
130004 De-Ice system boots - Inspect for condition. 520, 610,
620
050018 Nose gear fork - Inspect. 720
050019 Nose gear steering system - Inspect. 720
Landing gear retraction system - Use a

hydraulic power source and operate the 720, 721,
050008
landing gear through five fault-free cycles, 722
noting cycling time. (Refer to Section 5.)
Landing gear doors, hinges, hinge pins and
720, 721,
050022 linkage - Inspect for evidence of wear, other
722
damage and security.
Internal wheel well structure - Inspect for
720, 721,
050023 cracks; dents; loose rivets, bolts and nuts;
722
corrosion or other damage.
Landing gear retraction system electrical
720, 721,
050024 wiring and switches - Inspect for security of
722
connections and correct switch operation.
Landing gear retraction system gear position 720, 721,

050025
indicator lights - Inspect for correct operation. 722
Landing gear retraction system wiring - Inspect 211, 721,

050026
for correct routing and security. 722
Landing gear retraction systems, components,

downlocks, uplocks, doors, snubbers,
switches,
actuators and power pack - Inspect for correct 211, 721,
050027
rigging and security, and for correct operation 722
(observing cycle time noted in Item Code
050008).
(Refer to Section 5.)
Main gear springs - Inspect for condition and

050015 721, 722
corrosion.

Date: _______________
Total Time: _______________
1. Description
A. Operation 4 gives inspection items that are to be examined after the first 25 hours of operation and
every 100-hour inspection thereafter.
general description of the inspection required and the Item Code Number for cross-reference to
djacent areas must be done while access is available. These general inspections are used to find
service.
ITEM
NUMBER
Magneto breaker compartment - Inspect for

100020 condition. Clean dust and grime 120, 310
accumulation. (Refer to Section 10.)

Date: _______________
Total Time: _______________
1. Description
A. Operation 5 gives inspection items that are to be examined after the first 100 hours of operation and
every 500 hours thereafter.
service.
ITEM
NUMBER
Main and nose gear wheel bearings - Inspect

050003 721, 722
and lubricate.

Date: _______________
Total Time: _______________

1. Description
A. Operation 6 gives inspection items that are to be examined every 50 hours (every 25 hours if not
equipped with an external oil filter).
service.
ITEM
NUMBER
Engine oil, screen, filler cap, dipstick, drain

100002 plug and external filter element - Inspect 120, 310
(Refer to 2-03-00, Servicing, Engine Oil.)

Date: _______________
Total Time: _______________

1. Description
A. Operation 7 gives inspection items that are to be examined every 200 hours of operation.
copy of these pages can be used as a checklist when these inspections are completed
service.
ITEM
NUMBER
Starter brushes, brush leads, and

100017 commutator (airplanes equipped with Delco 120, 310
Remy starter) - Inspect for condition.

Date: _______________
Total Time: _______________

1. Description
A. While each of the specified inspection tasks in this section are done, more general inspections
of the adjacent areas must be done while access is available. These general inspections are
used to find apparent conditions which can need more maintenance.
B. If a component or system is changed after a required task has been completed, then that
specified task must be done again to make sure it is correct before the system or component is
returned to service.
C. Do a preflight inspection after these inspections are completed to make sure all the required
items are correctly serviced. Refer to the Approved Airplane Flight Manual.
ITEM
NUMBER
Alternator brushes, brush leads, and

150003 commutator or slip ring - Inspect. (Refer to 120, 310
Section 15 of this manual.)
Altitude control selector assembly (beginning

130009 with 1974 Models) - Remove and inspect for 211
condition.

Date: _______________
Total Time: _______________
1. Description
service.
ITEM
NUMBER
100037 Pressure relief valve - Overhaul 120, 310

Date: _______________
Total Time: _______________
1. Description
service.
ITEM
NUMBER
Starter brushes, brush leads, and

100018 commutator (airplanes equipped with 120, 310
Prestolite starter) – Inspect for condition.

Date: _______________
Total Time: _______________

1. Description
A. Operation 11 gives inspection items that are to be examined every 1000 hours of operation or to
coincide with engine overhaul, whichever occurs first.
service.
ITEM
NUMBER
Magnetic compass - Inspect for correct

140005 211
operation.
Fuel tanks - Drain fuel and inspect tank 510, 520,

110005
interior, attachment, and outlet screens. 610, 620

Date: _______________
Total Time: _______________
1. Description
A. Operation 12 gives inspection items that are to be examined every 12 months.

service.
ITEM
NUMBER
Fuel quantity system - Complete a fuel

211, 510,
quantity indicating system operational test.
110011 520, 610,
Refer to Section 14 for detailed
620
accomplishment instructions.

Date: _______________
Total Time: _______________
1. Description
A. Operation 13 gives inspection items that are to be examined at the first 100-hour inspection on new,
rebuilt or overhauled engines, remove and clean the fuel injection nozzles. Thereafter, the fuel
injection nozzles must be cleaned at 300-hour intervals or more frequently if fuel stains are found.
service.
ITEM
NUMBER
Engine fuel injection nozzles - Inspect orifices

100023 120, 310
and clean.

Date: _______________
Total Time: _______________
1. Description
A. Operation 14 gives inspection items that are to be examined after the first 100 hours of operation,
then every 600 hours of operation or 12 months, whichever occurs first, thereafter.
service.
ITEM
NUMBER
Elevator - Check elevator travel and cable
tension. Check the elevator cable system,
control cables, and pulleys, in accordance
080006 330
with the flight cable inspection procedures in
2-20-01, Expanded Maintenance, Control
Cables.
Elevator Trim Tab - Check elevator trim tab
travel, cable tension. Check the elevator trim
cable system, control cables, and pulleys, in
080007 330
accordance with the flight cable inspection
procedures in 2-20-01, Expanded
Maintenance, Control Cables.
Rudder - Check rudder travel and cable
tension. Check the rudder cable system,
090004 341, 342
with the flight cable inspection

ITEM
NUMBER
Flaps - Check flap travel, cable tension and
travel time. Check the flap cable system,
control cables, and pulleys, in accordance 510, 520,
070002
with the flight cable inspection procedures in 610, 620
2-20-01, Expanded Maintenance, Control
Cables.
Aileron - Check aileron travel and cable
tension. Check the aileron cable system,
060007 520, 620
with the flight cable inspection

Date: _______________
Total Time: _______________
1. Description
A. Operation 15 gives inspection items that are to be examined after the first 50 hours and first 100
hours of operation and every 500 hours or one year, whichever occurs first, thereafter.
service.
ITEM
NUMBER
Landing gear retraction system hydraulic fluid

720, 721,
050013 - Complete a hydraulic fluid contamination
722
check. (Refer to Section 2-03-00, Servicing.)
Landing gear retraction system (beginning

720, 721,
050030 with P3370226) - Complete a pressure
722
check.

Date: _______________
Total Time: _______________
1. Description
A. Operation 16 gives inspection items that are to be examined at every 500 hours of operation or after
each heating season, whichever occurs first.
C. The right portion of each page gives space for the mechanics and inspector's initials and remarks. A
service.
ITEM
NUMBER
Cabin Heater (Internal combustion type
heaters) -Remove the heater from the
airplane and inspect and/or overhaul in
130007 120, 310
accordance with Cessna Multiengine
Service Information Letter ME82-17, or latest
revision.

Date: _______________
Total Time: _______________
1. Description
A. Operation 17 gives inspection items that are to be examined every 50 hours or 30 days, whichever
occurs first.
service.
ITEM
NUMBER
Battery electrolyte level - Inspect (Refer to 2-

150006 120
03-00, Servicing, Battery.)

Date: _______________
Total Time: _______________
1. Description
years, whichever occurs first, and whenever the solenoid is accessible.
service.
ITEM
NUMBER
Landing gear and door manifold solenoids

720, 721,
050031 (beginning with P3370226) - Disassemble
722
and clean.

Date: _______________
Total Time: _______________
1. Description
A. Operation 19 gives inspection items that are to be examined after the first 10,000 hours of operation
and every 5000 hours thereafter.
service.
ITEM
NUMBER
Aircraft interior and exterior pressure vessel -

Remove the complete interior and perform a
030010 211
complete visual interior and exterior pressure
vessel inspection.

Date: _______________
Total Time: _______________
1. Description
A. Operation 20 gives the Supplemental Inspection Document items that are to be examined after the
first 200 hours of operation or 1 year, whichever occurs first. The inspection is to be repeated every
200 hours of operation or 1 year, whichever occurs first, after the initial inspection has been
accomplished.
service.
ITEM
NUMBER
Inspect the pilot and copilot windshield attach

holes. Refer to 2-14-21, Supplemental
030112 210
Inspection Document 56-10-01, for inspection
procedures.

Date: _______________
Total Time: _______________
1. Description
first 500 hours of operation. The inspection is to be repeated every 500 hours of operation after the
initial inspection has been accomplished.
service.
ITEM
NUMBER
Inspect door opening and instrument panel

attachements. Refer to 2-14-11,
030104 210, 211
Supplemental Inspection Document 53-11-

Date: _______________
Total Time: _______________
1. Description
first 800 hours of operation or 4 years, whichever occurs first. The inspection is to be repeated
every 800 hours of operation or 4 years, whichever occurs first, after the initial inspection has been
accomplished.
service.
C. Do a preflight inspection after these inspections is completed to make sure all the required items are
ITEM
NUMBER
Inspect flap control system installation. Refer

to 2-14-05, Supplemental Inspection 510, 520,
070101
Document 27-50-01, for inspection 610, 620
procedures.

Date: _______________
Total Time: _______________
1. Description
first 1000 hours of operation. The inspection is to be repeated every 1000 hours of operation after
the initial inspection has been accomplished.
service.
ITEM
NUMBER
Inspect elevator trim pulley bracket and

actuator bracket structure. Refer to 2-14-03,
080102 330

Date: _______________
Total Time: _______________
1. Description
accomplished.
service.
ITEM
NUMBER
Inspect elevator arm assembly and bearings.

Refer to 2-14-04, Supplemental Inspection
080103 330
Document 27- 30-03, for inspection
procedures.

Date: _______________
Total Time: _______________
1. Description
first 3000 hours of operation. The inspection is to be repeated every 300 hours of operation, after
the initial inspection has been accomplished, for airplanes with severe usage.
service.
ITEM
NUMBER
This inspection is for severe usage. Inspect

the lower wing skins and spar caps. Refer to 510, 520,
040107
2-14-25, Supplemental Inspection Document 610, 620

Date: _______________
Total Time: _______________
1. Description
accomplished.
service.
ITEM
NUMBER
Inspect torque link bolts and bushings. Refer

to 2-14-07, Supplemental Inspection
050102 720
Document 32-20-01, for inspection
procedures.
Inspect main landing gear door torque tube

and link arm. Refer to 2-14-08, Supplemental
050103 721, 722
procedures.

Date: _______________
Total Time: _______________
1. Description
first 5000 hours of operation. The inspection is to be repeated every 500 hours of operation, after
the initial inspection has been accomplished, for airplanes with typical usage.
service.
C. Do a preflight inspection after these inspections is completed to make sure all the required items are
ITEM
NUMBER
This inspection is for typical usage. Inspect

the lower wing skins and spar caps. Refer to 510, 520,
040106
2-14-25, Supplemental Inspection Document 610, 620

Date: _______________
Total Time: _______________
1. Description
first 5000 hours of operation. The inspection is to be repeated every 2500 hours of operation after
service.
ITEM
NUMBER
Inspect the windshield structure. Refer to 2-

030105 14-12, Supplemental Inspection Document 210

Date: _______________
Total Time: _______________
1. Description
accomplished.
service.
ITEM
NUMBER
Inspect rear door post bulkhead. Refer to 2-


Date: _______________
Total Time: _______________
1. Description
every 5000 hours of operation or 10 years, whichever occurs first, after the initial inspection has
been accomplished.
service.
ITEM
NUMBER
Inspect cabin door mechanism. Refer to 2-


Date: _______________
Total Time: _______________
1. Description
accomplished, for airplanes with severe usage.
service.
ITEM
NUMBER

wing fuselage strut fitting. Refer to 2-14-16, 210, 510,
030110
Supplemental Inspection Document 53-41- 610

wing fuselage attach fittings. Refer to 2-14-
040109 510, 610
26, Supplemental Inspection Document 57-
41-01, for inspection procedures.

Date: _______________
Total Time: _______________
1. Description
been accomplished.
service.
ITEM
NUMBER
forward and aft webs of rear spar bulkhead
030103 channel. Refer to 2-14-10, Supplemental 211
procedures..

Date: _______________
Total Time: _______________
1. Description
first 10,000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated
accomplished.
service.
ITEM
NUMBER
Inspect rudder pedal torque tube. Refer to 2-

Inspect horizontal stabilizer spars,

attachments, and elevator hinges. Refer to 2-
040101 330
14-18, Supplemental Inspection Document
Inspect horizontal stabilizer spar attachment

fittings. Refer to 2-14-20, Supplemental
040103 330
procedures.

ITEM
NUMBER
Inspect vertical stabilizers and rudder spars,

ribs, and hinges. Refer to 2-14-19,
040102 341, 342
Inspect aileron hinges, hinge bolts, hinge
bearings, and hinge and pushrod attach
060101 fittings. Refer to 2-14-28, Supplemental 520, 620
procedures.

Date: _______________
Total Time: _______________
1. Description
first 10,000 hours of operation. The inspection is to be repeated every 5000 hours of operation after
service.
ITEM
NUMBER
Inspect the pressurized cabin interior and

exterior. Refer to 2-14-13, Supplemental
030106 210, 211
procedures.

Date: _______________
Total Time: _______________
1. Description
every 5000 hours of operation or at every engine overhaul after the initial inspection has been
accomplished. The inspection interval may be adjusted to coincide with engine overhaul.
service.
ITEM
NUMBER
Inspect front engine mount structure. Refer to

100101 2-14-30, Supplemental Inspection Document 310
Inspect rear engine mount tubular structure.

100102 310
procedures.

Date: _______________
Total Time: _______________
1. Description
service.
ITEM
NUMBER

wing fuselage strut fitting. Refer to 2-14-16, 210, 510,
030109
Supplemental Inspection Document 53-41- 610
Inspect the lower wing skins and stringers in

the area of wing fuel tanks. Refer to 2-14-24, 510, 520,
040105
Supplemental Inspection Document 57-30- 610, 620

wing fuselage attach fittings. Refer to 2-14-
040108 510, 610
26, Supplemental Inspection Document 57-
41-01, for inspection procedures.

Date: _______________
Total Time: _______________
1. Description
been accomplished, for airplanes with typical usage.
service.
ITEM
NUMBER
forward and aft webs of rear spar bulkhead
030109 channel. Refer to 2-14-10, Supplemental 211
Inspection Document 53- 11-01, for

Date: _______________
Total Time: _______________
1. Description
first 15,000 hours of operation. The inspection is to be repeated every 15,000 hours of operation
after the initial inspection has been accomplished.
service.
ITEM
NUMBER
Inspect the acrylic windshield and windows.

030113 210
procedures.

Date: _______________
Total Time: _______________
1. Description
first 5 years. The inspection is to be repeated every 5 years after the initial inspection has been
accomplished.
service.
ITEM
NUMBER
Inspect seat rails. Refer to 2-14-17,

030111 Supplemental Inspection Document 53-47- 211
Inspect wing leading edge root rib. Refer to 2-

040104 14-23, Supplemental Inspection Document 510, 610

Date: _______________
Total Time: _______________
1. Description
first 20 years. The inspection is to be repeated every 5 years after the initial inspection has been
accomplished.
service.
ITEM
NUMBER
Inspect cabin interior skin panels. Refer to 2-
Inspect tailboom lower structure at wing
attachment. Refer to 2-14-27, Supplemental 311, 312,
040110
Inspection Document 57-50-01, for inspection 510, 610
procedures.
Inspect elevator torque tube, torque tube
fitting and elevator end ribs. Refer to 2-14-02,
080101 330
Inspect the flap tracks. Refer to 2-14-29,
510, 520,
040111 Supplemental Inspection Document 57-53-
610, 620
Inspect main landing gear spring. Refer to 2-
050101 14-06, Supplemental Inspection Document 721, 722

Date: _______________
Total Time: _______________
1. Description
A. Operation 41 gives the Corrosion Prevention and Control Program Inspections (Baseline Program)
items that are to be examined every 12 months. Refer to Section 2-30-00, Corrosion Prevention and
Control Program, for additional information concerning repeat Corrosion Program Inspection
intervals.
copy of these pages can be used as a checklist when these inspections are completed..
service.
ITEM
NUMBER
Engine support structure. Specifically inspect
the: 1. Forward engine support. 2. Aft engine
truss. NOTE: Corrosion Prevention and
100201 120, 310
Control Program Inspection item (refer to
Section 2-30-00 for additional inspection
information).
Wing structure internal. Specifically inspect
the: 1. Wing rear spar lower and upper caps.
2. Wing rear spar attach fittings. 3. Rear spar
web. NOTE: Corrosion Prevention and 510, 520,
040204
Control Program Inspection item (baseline 610, 620
interval, refer to Section 2-30-00 for
NOTE: Remove access panels for access.

Date: _______________
Total Time: _______________
1. Description
intervals.
service.
ITEM
NUMBER
Elevator attachments. Specifically inspect
the: 1. Hinge brackets. 2. Hinge bolts. 3.
Hinge bearings. 4. Trim tab actuating rod
(inner surface of channel). NOTE: Corrosion
080201 Prevention and Control Program 331, 332
Inspection item (baseline interval, refer to
information). NOTE: Do not apply LPS-3
Heavy Duty Rust Inhibitor on hinge bearing.
Rudder attachments. Specifically inspect the:
1. Hinge brackets. 2. Hinge bearings. 3.
Hinge bolts. NOTE: Corrosion Prevention and
Control Program Inspection item (baseline
090201 341, 342
additional inspection information). NOTE:
Do not apply LPS-3 Heavy-Duty Rust
Inhibitor on hinge bearing.

ITEM
NUMBER
Rudder structure. Specifically inspect the: 1.
Skin. 2. Forward and aft spars at hinge
locations. NOTE: Corrosion Prevention and
090202 341, 342
Control Program Inspection item (baseline
Aileron attachments. Specifically inspect the:
1. Push-pull tube. 2. Hinge brackets. 3. Hinge
bolts. 4. Hinge bearings. 5. Attach fittings.
NOTE: Corrosion Prevention and Control
060201 Program Inspection item (baseline interval, 520, 620
refer to Section 2-30-00 for additional
inspection information). NOTE: Do not
apply LPS-3 Heavy Duty Rust Inhibitor on
hinge bearing.

Date: _______________
Total Time: _______________

1. Description
intervals.
service.
ITEM
NUMBER
Nose gear outer barrel assembly. Specifically
inspect the: 1. Outer barrel surface. 2. End
upper strut and lower collar assembly. NOTE:
Corrosion Prevention and Control Program
050201 Inspection item (baseline interval, refer to 720
information). NOTE: Do not apply LPS-3
Heavy-Duty Rust Inhibitor to the sliding
surfaces of the oleo strut.
Nose gear trunnion steering assembly, torque
link assembly, and nose gear fork.
Specifically inspect the: 1. Nose gear
trunnion surface. 2. Steering collar and
steering collar attach bolt. 3. Torque link,
050202 torque link attach pin, and attach bolt. 4. 720
Nose gear fork. NOTE: Corrosion Prevention
and Control Program Inspection item
(baseline interval, refer to Section 2-30-00 for
additional inspection
information).
G.43.1
ITEM
NUMBER
Nose gear trunnion steering assembly, torque
link assembly, and nose gear fork.
Specifically inspect the: 1. Nose gear
trunnion upper, lower inner bore surface and
bearing. 2. Torque link bolt and attach pin
inner bore surface. 3. Nose gear fork lug
050203 inner bore surface. NOTE: Corrosion 720
Prevention and Control Program Inspection
item (baseline interval, refer to Section 2-30-
00 for additional inspection information).
NOTE: Do not apply LPS-3 Heavy-Duty Rust
Inhibitor to the sliding surfaces of
the oleo strut.
Main gear axle assembly. Specifically inspect
the: 1. Main gear axle and attach bolts. 2.
Wheel halves. NOTE: Corrosion Prevention
050205 (baseline interval, refer to Section 2- 721, 722
30-00 for additional inspection information).
NOTE: Do not apply LPS-3 Heavy-Duty Rust
Inhibitor to the bearing. NOTE: Coordinate
with tire change.

Date: _______________
Total Time: _______________
1. Description
intervals.
service.
ITEM
NUMBER
Passenger/Crew door retention system.
Specifically inspect the: 1. Bell cranks. 2.
Pushrods. 3. Handle. 4. Pin retention. 5. Pins.
6. Lockplates and guides. 7. Hinges. 8.
Internal door framing. NOTE: Corrosion
030201 211
Prevention and Control Program
information). Note: Remove interior panels for
access.
Areas of the cabin structure for the
passenger/crew door. Specifically inspect
the: 1. Door frames. 2. Door hinges. NOTE:
030206 Corrosion Prevention and Control Program 211
Inspection item (baseline interval,
refer to Section 2-30-00 for additional
inspection information).

Date: _______________
Total Time: _______________

1. Description
intervals.
service.
ITEM
NUMBER
Fuselage lower internal structure beneath the
floor panels. Specifically inspect the: 1. Cabin
structure under floorboards. NOTE: Corrosion
030202 211
Fuselage internal structure in upper fuselage.
Specifically inspect the: 1. Cabin bulkhead
corners. 2. Fuselage skin. NOTE: Corrosion
030203 211
Areas of the cabin structure. Specifically
inspect the: 1. Firewall. 2. Firewall
attachments. NOTE: Corrosion Prevention
030204 211
(baseline interval, refer to Section
2-30-00 for additional inspection information).

ITEM
NUMBER
Areas of the cabin structure. Specifically
inspect the: 1. Cabin door forward and aft
frames. 2. Window frames with emphasis at
stringers and channel assemblies from aft of
door frame to aft bulkhead. 3. Seat attachment
030205 211
structure. 4. Aft Cabin Bulkhead. NOTE:
Corrosion Prevention and Control Program
information).
Horizontal stabilizer structure. Specifically
inspect the: 1. Forward spar at access panels.
2. Rear spar at access panels. 3. Horizontal to
040202 vertical attach fittings. NOTE: Corrosion 330
Vertical stabilizer structure. Specifically
inspect the: 1. Forward spar attachment to
boom bulkhead. 2. Aft spar attachment to
lower fin spar. 3. Front and rear spars. 4. Rear
040201 341, 342
spar rudder hinges. NOTE: Corrosion
Wing structure internal. Specifically inspect
the: 1. Wing front spar and lower spar caps. 2.
Upper wing attach spar fittings. 3. Wing fuel
tank sumps. NOTE: Corrosion Prevention and 510, 520,
040203
Control Program Inspection item (baseline 610, 620
interval, refer to Section 2- 30-00 for additional
inspection information). NOTE: Remove
access panels for access.
Wing structure external. Specifically inspect
the: 1. Skin with emphasis at skin overlaps
and under access panels. 2. Rear spar upper
and lower caps. 3. Rear spar web. NOTE: 510, 520,
040205
Corrosion Prevention and Control Program 610, 620
information).
Nose gear axle assembly. Specifically inspect
the: 1. Nose gear axle and attach bolt. 2.
Wheel halves. NOTE: Corrosion Prevention
and Control Program Inspection item (baseline
interval, refer to Section 2-30-00 for additional
050204
inspection information). NOTE: Disassemble
the nose gear strut to get access. NOTE: Do
not apply LPS-3 Heavy-Duty Rust Inhibitor to
the sliding surfaces of the oleo strut. NOTE:
Coordinate with tire change.

CAPITULO “H” SUPPLENTAL INSPECTION DOCUMENT SECCION 2-13-00
Regresar al Indice
CAPITULO “H”
SECCION - 2-13-00
SUPPLEMENTAL INSPECTION
DOCUMENT
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: H - 0

SUPPLEMENTAL INSPECTION DOCUMENT
1. SUPPLEMENTAL INSPECTION DOCUMENT

A. Introduction
(1) The Supplemental Structural Inspection Program for the Cessna Model P337 airplane is based
on the affected Model P337 airplane current usage, testing and inspection methods. A practical
state-of-the-art inspection program is established for each Principle Structural Element (PSE). A
PSE is that structure whose failure, if it remained undetected, could lead to the loss of the
airplane. Selection of a PSE is influenced by the susceptibility of a structural area, part, or
element to fatigue, corrosion, stress corrosion, or accidental damage.
(2) The Supplemental Structural Inspection Program was developed through the combined efforts of
Cessna Aircraft Company, operators of affected P337 model series airplanes, and the FAA. The
inspection program consists of the current structural maintenance inspection, plus supplemental
inspections, as required, for continued airworthiness of the airplane as years of service are
accumulated. The current inspection program is considered to be adequate in detecting
corrosion and accidental damage. The emphasis of the Supplemental Structural Inspection
Program is to detect fatigue damage whose probability increases with time.
(3) Since fatigue damage increases at an increasing rate with increasing crack length, earlier
detection and repair minimizes the damage and the magnitude of the repair.
(4) The Supplemental Structural Inspection Program is valid for Model P337 airplanes with
less than 30,000 flight hours. Beyond this, continued airworthiness of the airplane can no
longer be assured. Retirement of this airframe is recommended when 30,000 flight hours
has been accumulated.
B. Function
(1) The function of the Supplemental Structural Inspection Program is to find damage from fatigue,
overload or corrosion through the use of the Nondestructive Inspections (NDI), and visual
inspections. This Supplemental Inspection Document (SID) is only for primary and secondary
airframe components. Engine, electrical items and primary and secondary systems are not
included in this document. A list is included to show the requirements for the SID program for
primary and secondary airframe components.
(a) The airplane has been maintained in accordance with Cessna's recommendations or the
equivalent.
(b) If the SID is for a specific part or component, you must examine and evaluate the
surrounding area of the parts and equipment. If problems are found outside these areas,
report them to Cessna Aircraft Company on a reporting form. Changes can then be made to
SID program, if necessary.
(c) The inspections presented in the SID apply to all Model P337 airplanes. The inspection
intervals presented are for unmodified airplanes. Airplanes that have been modified to alter
the airplane's design, gross weight or performance may need to be inspected more
frequently. Examples of common STCs, which will require modified inspection intervals,
include non-Cessna wing extensions, winglets, speed brakes, STOL conversions, vortex
generators, tip tanks, under wing tanks, nonstandard engines and tailboom/vertical stabilizer
fairings. The owner and/or maintenance organization should contact the STC holder(s) or
modification originator for obtaining new FAA-approved inspection criteria.
(2) A Corrosion Prevention and Control Program (CPCP) should be established for each airplane.
Details of the CPCP are contained in section 2-30-00 of this manual.
2. PRINCIPAL STRUCTURAL ELEMENTS

A. Principal Structural Elements Description
(1) An airplane component is classified as a Principal Structural Element (PSE) if:
(a) The component contributes significantly to carrying flight and ground loads.
(b) If the component fails, it can result in a catastrophic failure of the airframe.
(2) The monitoring of these PSE's is the main focus of this Supplemental Structural Inspection
Program.
(3) Typical examples of PSE's, taken from FAA Advisory Circular 25.571, are shown in Table 1.

Table 1. Typical Examples of Principal Structural Elements
Wing and Empennage:
Control surfaces, flaps, and their mechanical systems and attachments (hinges, tracks and
fittings)
Primary fittings
Principal splices
Skin or reinforcement around cutouts or discontinuities
Skin-stringer combinations
Spar caps
Spar webs
Fuselage:
Circumferential frames and adjacent skin

Doorframes
Pilot window posts
Bulkheads
Skin and single frame or stiffener element around a cutout
Skin and/or skin splices under circumferential loads
Skin or skin splices under fore and aft loads
Skin around a cutout
Skin and stiffener combinations under fore-and-aft loads
Door skins, frames, and latches
Window frames
Landing Gear and Attachments
Engine Support Structure and Mounts
B. Selection Criteria
(1) The factors used to find the PSE's in this document include:
(a) Service Experience
1 Multiple sources of information were used to find the service discrepancies.
a Cessna Service Bulletins and Service Information Letters issued to repair

common service discrepancies were examined.
b FAA Service Difficulty Records and Foreign certification agency Service
Difficulty Records were examined.
2 Existing analyses were reviewed to identify components in areas that may have
exhibited the potential for additional inspection requirements.
3 A review of test results applicable to the design was made to identify the critical areas
of the PSE's.
4 The data collected was also used to find a component's susceptibility to corrosion or
accidental damage as well as its inspectability.

3. USAGE
A. Aircraft Usage
(1) Aircraft usage data for the SID program is based on the evaluation of the in-service utilization of
the aircraft. This data was used to develop the representative fatigue loads spectra. Operational
data for development of the Supplemental Structural Inspection Program was obtained from
surveys of aircraft operators.
(2) Usage for spectra determination is defined in terms of a single flight representing typical average
in-service utilization of the aircraft. This usage reflects the typical in-service flight variation offlight
length, takeoff gross weight, payload and fuel.
(3) The flight is defined in detail in terms of a flight profile. The profile identifies the gross weight,
payload, fuel, altitude, speed, distance, etc., required to define the pertinent flight and ground
parameters needed to develop the fatigue loads. The flight is then divided into operational
segments, where each segment represents the average values of the parameters (speed,
payload, fuel, etc.) that are used to calculate the loads spectrum.
B. Stress Spectrum.
(1) A fatigue loads spectrum, in terms of gross area stress, was developed for each PSE to be
analyzed based on the usage-flight profiles. The spectrum represents the following loading
environments: flight loads (gust and maneuver), landing impact, taxi loads and ground-air-
ground cycles. The resulting spectrum is a representative flight-by-flight, cycle-by-cycle loading
sequence that reflects the appropriate and significant airplane response characteristics.
(2) After reviewing the aircraft usage data and the way in which the surveyed aircraft were flown,
two sets of stress spectra were developed. The first flight profile represents typical usage, while
the second profile represents severe usage, as described in Section 3-4.
C. Fatigue Assessment
(1) The fatigue assessment provides the basis for establishing inspection frequency requirements
for each PSE. The evaluation includes a determination of the probable location and modes of
damage and is based on analytical results, available test data and service experience. In the
analysis, particular attention is given to potential structural condition areas associated with aging
aircraft. Examples include:
(a) Large areas of structure working at the same stress level, which could develop widespread
fatigue damage;
(b) A number of small (less than detectable size) adjacent cracks suddenly joining into a long
crack (e.g., as in a line of rivet holes);
(c) Redistribution of load from adjacent failing or failed parts causing accelerated damage of
nearby parts (i.e., the “domino" effect); and
(d) Concurrent failure of multiple load path structure (e.g., crack arrest structure).
(2) Initial inspections of a particular area of structure are based on fatigue analytical results. For
locations with long fatigue the maximum initial inspection was limited to 12,000 flight hours.
D. Classifications for Types of Operation

(1) The severity of the operation environment needs to be identified to determine the correct
inspection program.
(a) You must first find the category of your airplane’s operation based on average flight length.
(b) You must also find the number of hours and number of landings on the airplane, then find the
average flight length based on the formula found below. Average Flight Length = Number of
Flight Hours / Number of Flights
(2) If the average flight length is less than 30 minutes, then you must use the SEVERE inspection
time limits. For airplanes with an average flight length greater than thirty minutes, you must find
the severity of the operating environment.
(3) Airplanes which have engaged in operations at low altitudes such as pipeline patrol, fish or
game spotting, aerial applications, police patrol, sightseeing, livestock management, etc. more
than 30% of its life must use the SEVERE inspection time limits.
(4) Airplanes which have been engaged in military operations more than 30% of its life must use the
SEVERE inspection time limits.

(5) For all other operating environments, inspections should be conducted using the TYPICAL
Inspection Time Limits.
4. REPORTING - COMMUNICATIONS
A. Discrepancies
(1) For the SID to continue to stay applicable, it is necessary to have a free flow of information
between the operator, the FAA and Cessna Aircraft Company. The important information about
the inspection results, repairs and modifications done must be supplied to Cessna Aircraft
Company in order to assess the effectiveness of the recommended inspection procedures and
inspection intervals to be calculated.
(2) Also, the operator's inspections and reports can find items not included in the SID before. These
items will be examined by Cessna Aircraft Company and will be added to the SID for all of the
operators, if applicable.
(3) Cessna Customer Service has a system to collect the reports. The applicable forms are included
in this document. Copies of these forms are also available from a Cessna Service Station or
Cessna Field Service Engineer.
B. Discrepancy Reporting
(1) Discrepancy reporting is essential to provide for adjusting the inspection thresholds and the
repeat times as well as adding or deleting PSE's. It may be possible to improve the inspection
methods, repairs, and modifications involving the PSE's based on the data reported.
(2) All cracks, multiple cut off fasteners, and corrosion found during the inspection must be reported
to Cessna Aircraft Company within ten days. The PSE inspection results are to be reported on a
form as shown on the pages that follow.
C. Send the Discrepancy Form

(1) Send all available data, which includes forms, repairs, photographs, sketches, etc., to:
Cessna Aircraft Company

Attn: Customer Service
P.O. Box 7706
Wichita, KS 67277
USA
Phone: (316) 517-5800
Fax: (316) 517-7271
NOTE: This system does not replace the normal channels to send information for items not
included in the SID.
D. Cessna Aircraft Company Follow-Up Action
(1) All SID reports will be examined to find if any of the steps are necessary:
(a) Complete a check of the effect on the structural or operational condition.
(b) Complete a check of other high-time airplanes to find if a service bulletin shall be issued.
(c) Find if a reinforcement is required.
(d) Change the SID if required.
5. INSPECTION METHODS
A very important part of the SID program is selecting and evaluating state-of-the-art nondestructive
inspection (NDI) methods applicable to each PSE.
Potential NDI methods were selected and evaluated on the basis of crack orientation, part thickness
and accessibility. Inspection reliability depends on size of the inspection task, human factors (such
as qualifications of the inspector), equipment reliability and physical access. Visual, fluorescent,
liquid penetrant, eddy current and magnetic particle methods are used. A complete description of
those methods are presented in section 2-13-01, Nondestructive Inspection Methods and
Requirements.

6. RELATED DOCUMENTS
A. Existing Inspections, Modifications, and Repair Documents

(1) Cessna has a number of documents that are useful to maintaining continued airworthiness of
airplanes.
(a) Cessna P337 Maintenance Manual (P/N D2516-9-13 ).
(b) Cessna P337 Illustrated Parts Catalog (P/N P608-12).
(c) Cessna Multi-Engine Service Information Letters and Service Bulletin Summaries.
(d) Cessna Service Newsletter and Newsletter Summaries.
B. For information regarding these documents, contact:

Customer Service
P.O. Box 7706
Wichita, KS 67277
USA
Phone: (316) 517-5800
Fax: (316) 517-7271
7. APPLICABILITY/LIMITATIONS
A. This SID is applicable to the Cessna Models P337, Serial Numbers P3370001 thru P3370356, and
Model FP337, Serial Numbers FP3370001 thru FP3370023.
B. STC Modifications
(1) The Cessna P337 airplanes can have modifications that were done by STCs by other
organizations without Cessna Engineering approval. The inspection intervals given in this SID
are for unchanged airplanes.
(2) Airplanes that have been modified to alter the airplane design, gross weight or airplane
performance may need to be inspected more frequently. Examples of common STC's not
covered by this SID document include non-Cessna wing extensions, winglets, speed brakes,
STOL conversions, vortex generators, tip tanks, under wing tanks, nonstandard engines and
tailboom/vertical stabilizer fairings. The owner and/or maintenance organization should contact
the STC holder(s) or modification originator for obtaining new FAA approved inspection criteria.
A. The SID inspection times are based on total airframe hours OR, calender times in service. If
a specific airframe component has been replaced, the component is to be inspected, based
on total component hours or calendar time requirements. However, any attachment structure
that was not replaced when the component was replaced must be inspected, based on the
total airframe hours or calendar time requirements. Inspections are due at the less or of
specified flight hours or calendar time. The inspections must be completed by April 1, 2012.
8. PSE DETAILS
A. Details
(1) This section contains the important instructions selected by the rationale process described in
section 2, Principal Structural Elements. Those items are considered important for continued
airworthiness of the Model P337.
B. PSE Data Sheets

A data sheet for each PSE is provided in section 2-14-XX - Supplemental Inspection Documents. Each
data sheet contains the following:
(1) Supplemental Inspection Number

(2) Title
(3) Effectivity
(4) Inspection Compliance
(5) Initial Inspection Interval(s)

(6) Repeat Inspection Interval(s)

(7) Purpose
(8) Inspection Instructions
(9) Access/Location/Zone
(10) Detectable Crack Size
(11) Inspection Procedure
(12) Repair/Modification
(13) Comments
NOTE: Accomplishment of SID inspections does not in any way replace preflight inspections,
good maintenance practices, or maintenance and inspections specified in this manual.
NOTE: Inspection intervals are given in both hour and calender time. After the completion of each
initial SID inspection, repeat inspections may be completed based on hour time if the
Corrosion Prevention and Control Program (CPCP) in section 2-30-00 is included in
theairplane maintenance program.
C. Repairs, Alterations and Modifications (RAM)
(1) Repairs, alterations and modifications (RAM) made to PSE's may affect the inspection times and
methods presented in the SID. The flowchart in Figure 1 can be used to determine if a new
assessment and FAA approved supplemental inspection are required.
(2) Repairs may be made in accordance with Section 16 of this document or the REPAIR/
MODIFICATION section of the SID.
(3) Repairs not covered by the recommendations in these documents may be coordinated with
Cessna Customer Service at telephone 316-517-5800/FAX 316-517-7271.

9. EVALUATION DIAGRAM
Figura 1
10. DISCREPANCE REPORT

A25373
DISCREPANCY REPORT
SID No. AIRPLANE LOCATION: S/N OF AIRPLANE
INSPECTION CONDUCTED Date: ___________ Airplane Total Hours:______________________ Cycles: _______
Component Total Hours: ______________________ Cycles: _______
OWNER NAME __________________________ OWNER PHONE NUMBER _______________________________________
OWNER ADRESS ___________________________________________________________________________________________
SERIVICE HISTORY:
INSPECTION METHOD /LIMITS:
ACCESS REQUIRED:
REPAIR DESCRIPCTION:
COMMENT:
Enclose all available data including photos, scketches, etc., to:

Attn: SID Program
Customer Service
P.O. Box 7706
Wichita Kansas USA 67277
FAX 316-517-7271

CAPITULO “I” LISTING OF SUPPLENTAL INSPECTIONS SECCION 2-13-01
Regresar al Indice
CAPITULO “I”
SECCION - 2-13-01
NON DESTRUCTIVE INSPECTION
METHODS
AND
REQUIREMENTS
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: I - 0

1. GENERAL REQUIREMENTS
A. General
(1) Facilities performing nondestructive inspections described in this section must hold a valid FAA
Repair Station Certificate with the appropriate rating in the applicable method of nondestructive
testing.
(2) Personnel performing NDT must be qualified and certified to a recognized standard in AC65-
31A and comply with all recommendations. The minimum certification is "Level 1 Special" as
described in 8.c.(1).
(3) Organizations and personnel that operate under the jurisdiction of a foreign government must
use the applicable documentation issued by their regulatory agency to comply with the above
requirements.
B. Reporting Results
(1) Use the Discrepancy Report Form found in 2A-13-00, Section 4, Reporting - Communications, to
report crack(s) that are found in an inspection. If a part is rejected, refer to the Model 206
Service Manual for information to replace the part or repair the part. If a repair for crack(s) is
required (for a repair not available in the Model 206 Service Manual), contact Cessna Propeller
Aircraft Product Support for possible repair instructions or replace the part.
(a) Type of discontinuity.

(b) Location of the discontinuity.
(c) Discontinuity size.
(d) Discontinuity orientation or direction.
2. EDDY CURRENT INSPECTION
A. General
(1) Eddy current inspection is effective for the detection of surface and subsurface cracks in most
metals. You do this through induction of eddy currents into the part. These eddy currents will
alter the magnetic field around the probe. Changes to the magnetic field are monitored and then
interpreted.
(2) You can do eddy current inspection on airplane parts or assemblies where the inspection area is
accessible for contact by the eddy current probe. An important use of eddy current inspection is
to find cracks caused by corrosion and stress. A second important use is measurement of
electrical conductivity.
B. Surface Inspection
(1) General
(a) This is a general procedure for the eddy current method used to find surface discontinuities.
This should be used along with specific instructions for inspection in the procedure that
referred to this section.
(2) Instrument Parameters
(a) The following equipment was used to develop the inspection procedures referred to in this
manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines
in this section for more information on equipment parameters.
NAME NUMBER MANUFACTURER

Olympus NDT
Eddy Current Instrument Nortec 2000 Phone: 781-419-3900
Web: http://www.olympusndt.com
Surface Eddy Current Probe Olympus NDT (formerly NDT

with 1/8 inch coil (NOTE 1) MP905-XX Engineering)

Combined Aluminum Surface Olympus NDT (formerly NDT

and Bolt hole Eddy Current HRS-15A Engineering)
Reference Standard (NOTE 2)
Combined Steel Surface Olympus NDT (formerly NDT

and Bolt hole Eddy Current HRS-15S Engineering)
Combined Stainless Steel
Olympus NDT (formerly NDT
Surface and Bolt hole Eddy
HRS-15SS Engineering)
Current Reference Standard
(NOTE 2)
NOTE 1: The style and length of the surface probe will vary with the inspection situation.
NOTE 2: Be sure that the reference standard has the necessary hole size for bol thole inspections. If used
only for surface eddy current inspection, it is not necessary that the reference standard have
holes.
This part number was included to allow the use of a single reference standard for both surface
and bolt hole eddy current inspection. The reference standard material (aluminum, steel,
stainless steel) will vary with the material for inspection.
(b) Instrument Sensitivity
1 Some inspection procedures need instruments that give both phase and amplitude
information on a storage cathode ray tube for impedance plane analysis. Impedance
plane instruments can be used as an alternative for metered instruments. Metered
instruments must not be used as an alternative for impedance plane instruments where
the ability to show phase information is necessary.
2 Eddy current instruments with a meter display can be used for surface eddy current
inspection.
3 The instrument must have a repeatable signal response which has a signal to noise
ratio of more than 3 to 1. Impedance plane instruments must have the resolution to
show a signal within the guidelines shown in Figure 1 and Figure 2.

Absolute Probe Calibration Range

Figure 1
Differential Probe Calibration Range

Figure 2
4 The functional performance of the eddy current instrument must be verified at an

interval of not more than a year.
(c) Probe Sensitivity
1 The probe may have an absolute or differential coil arrangement.
2 The probe may be shielded or unshielded. A shielded probe is normally
recommended.

3 The probe must have an operating frequency that has the necessary test sensitivity
and depth of penetration. For an aluminum part, the frequency should be
approximately 200 kHz. For a steel part, the frequency should be 500 to 800 kHz.
For a titanium part, the frequency should be 1.0 to 2.0 MHz.
NOTE: Instrument frequency may need adjustment for the instrument and probe
combination used.
4 Smaller coil diameters are better for crack detection. A coil diameter of 0.125 inch
(3.175 mm) is normally used.
5 For crack detection, the coil will usually contain a ferrite core and external shield.
6 The probe must not give responses from handling pressures, scanning or normal
operating pressure variations on the sensing coil which cause the signal to noise ratio
to be less than 3 to 1.
7 Teflon tape may be used to decrease the wear on the eddy current probe coil. If
Teflon tape is used, make sure the instrument calibration is correct.
(3) Instrument Reference Standards
(a) Nonferrous reference standards should be of an alloy having the same major base metal, basic
temper and the approximate electrical conductivity of the material for inspection.
Refer to Figure 3.
(b) Reference standards must have a minimum surface finish of 150 RHR or RMS 165.
(c) The reference standard must have an EDM notch on the surface of no more than 0.020 inch
(0.508 mm) deep.
(d) The dimensional accuracy of notches must have documentation and be traceable to the National
Institute of Standards and Technology (NIST) or applicable foreign agency.
(e) In some cases a specially fabricated reference standard will be necessary to simulate part
geometry, configuration, and the specific discontinuity location. Artificial discontinuities may be
used in the reference standard. If a procedure specifies a reference standard made by Cessna
Aircraft Company, replacement with a different standard is not allowed.
Typical Surface Reference Standard

Figure 3
(4) Surface Condition

(a) The surface finish of the area for inspection must be 150 RHR or RMS 165 or finer. If the
surface finish interferes with the ability to do the inspection, it should be smoothed or removed.
Refer to the Model 206 Service Manual for approved methods.
(b) The area for inspection must be free of dirt, grease, oil, or other contamination.
(c) You must have good contact between the probe and the part unless otherwise stated in the
specific procedure. Mildly corroded parts must be cleaned lightly with emery cloth. Heavily
corroded or painted parts must be lightly abraded and cleaned locally in the area where the
inspection will be done.

(5) Instrument Standardization
(a) The instrument must be set up and operated in accordance with this procedure and the
manufacturer’s instructions.
(b) Before you begin the inspection, standardize instrument using the appropriate reference
standard. Accuracy must be checked at intervals necessary to maintain consistency during
continuous use and at the end of the inspection. Verify the accuracy, if any part of the system is
replaced or if any calibrated control settings are changed.
(c) A 0.020 inch (0.508 mm) deep surface notch or smaller must be used for calibration unless
otherwise specified. A typical eddy current surface reference standard with EDM notch depths of
.010 inch, 0.020 inch, and 0.040 inch (0.254 mm, 0.508 mm, 1.016 mm) is shown in Figure 3.
(d) Put the surface probe on the reference standard away from the notch.
(e) Set the null point.
(f) Lift the surface probe from the reference standard and monitor the display for the lift-off
Response.
(g) Adjust the display until the lift-off response goes horizontal and to the left of the null point.
(h) Put the surface probe on the reference standard and move it across the notch.
(i) Adjust the instrument to get a minimum separation of three major screen divisions between the
null point and the applicable reference notch. The signal froma differential probe should be
considered peak to peak.
NOTE: This adjustment is used to set the sensitivity of the inspection. It is not intended as accept or
reject criteria.
NOTE: Filters may be used to improve the signal to noise ratio.
(6) Inspection
(a) It may be necessary to randomly null the instrument on the airplane in the area for inspection to
adjust the display for differences between the reference standard and the airplane.
(b) Whenever possible, the area of inspection must be examined in two different directions that are
90 degrees to each other.
(c) Examine the inspection area at index steps that are no more than the width of the eddy current
test coil. You can do a scan of a part edge as long as the response from edge effect does not
hide the calibration notch response. Do not examine areas where edge effect is more than the
calibration notch signal. Another inspection method should be used if the edge effect can hide
the calibration notch response.
(d) Whenever possible, a fillet or radius should be examined both transverse and parallel to the axis
of the radius. Examine the edge of the fillet or radius transverse to the axis of the radius.
(e) For the best inspection sensitivity, sealant must be removed from around fasteners. This will
allow you to put the surface eddy current probe closer to the edge of the fastener.
(f) If no guidance is given as to where to examine the part, do an inspection of all part surfaces that
you have access to. Make sure to thoroughly examine radii, corners, edges, and areas
immediately next to fasteners.
(7) Interpretation
(a) If an indication is found, carefully repeat the inspection in the opposite direction of probe
movement to make sure of the indication. If the indication is still there, carefully monitor the
amount of probe movement or rotation needed to cause the response to move offmaximum
indication response.
(b) Unless otherwise specified, you must reject a part with a crack.
(c) The end of a crack is found with the 50 percent method. Move the probe slowly across the end
of the crack until a point is reached where the crack signal amplitude has been reduced by 50%.
The center of the probe coil is considered to be the end of the crack.
(d) Refer to the General Requirements section for information on how to report inspection results.
C. Bolt hole Inspection
(1) Description
(a) This is a general procedure for the use of the eddy current method to find discontinuities
within holes. This should be used along with specific instructions for inspection in the
procedure that referred to this section.

manual. Alternative equipment may be used if it has the same sensitivity. Refer to the
guidelines in this section for more information on equipment parameters.
Olympus NDT
Eddy Current Instrument Nortec 2000 Phone: 781-419-3900
Olympus NDT (formerly NDT

Bolt hole Eddy Current Probe
BPM-XX Engineering)
with 1/8 inch coil (NOTE 1)
Combined Aluminum Surface Olympus NDT (formerly NDT

and Bolt hole Eddy Current HRS-15A Engineering)
Combined Steel Surface Olympus NDT (formerly NDT

and Bolt Hole Eddy Current Engineering)
HRS-15S
Reference Standard (NOTE 2
Combined Stainless Steel Olympus NDT (formerly NDT

Surface and Bol thole Eddy Engineering)
HRS-15SS
Current Reference Standard
(NOTE 2)
NOTE 1: Bolthole probe diameter and lengths will vary with the inspection situation.
NOTE 2: Be sure that the reference standard has the necessary hole size for the bolthole inspection. The
reference standard material (aluminum, steel, stainless steel) will vary with the material of the
hole for inspection.
(b) Instrument Sensitivity
1 Some inspection procedures need instruments that give both phase and amplitude
information on a storage cathode ray tube for impedance plane analysis. Impedance
lane instruments can be used as an alternative for metered instruments. Metered
instruments must not be used as an alternative for impedance plane instruments where
the ability to show phase information is necessary.
2 Eddy current instruments with a meter display are allowed for bolthole eddy current
inspection.
3 The instrument must have a repeatable signal response which has a signal to noise ratio
of more than 3 to 1. Impedance plane instruments must have the resolution to show a
signal within the guidelines shown in Figure 1 and Figure 2.
4 The functional performance of the eddy current instrument must be verified at an interval
of not more than a year.
(a) Probe Sensitivity
1 The probe may have an absolute or differential coil arrangement.

2 The probe may be shielded or unshielded. A shielded probe is normally recommended.
3 The probe must have an operating frequency that has the necessary test sensitivity and
depth of penetration. For an aluminum part, the frequency should be approximately 200
kHz. For a steel part, the frequency should be 500 to 800 kHz.
For a titanium part, the frequency should be 1.0 to 2.0 MHz.
NOTE: Instrument frequency may need adjustment for the instrument and probe
combination used.
4 Smaller coil diameters are better for crack detection. A coil diameter of 0.125 inch
(3.175 mm) is normally used.
5 For crack detection, the coil will usually contain a ferrite core and external shield.
6 The probe must not give responses from handling pressures, scanning or normal
operating pressure variations on the sensing coil which cause the signal to noise ratio to
be less than 3 to 1.
7 Teflon tape may be used to decrease the wear on the eddy current probe coil. If Teflon
tape is used, make sure the instrument calibration is correct.
(3) Instrument Calibration Standard
(a) Nonferrous reference standards should be of an alloy having the same major base metal,
basic temper and the approximate electrical conductivity of the material for inspection.
Refer to Figure 3.
(b) Reference standards must have a minimum surface finish of 150 RHR or RMS 165.
(c) The reference standard must have a corner notch no larger than 0.050 inch x 0.050 inch
(0.127 mm x 0.127 mm) long.
(d) The dimensional accuracy of notches must have documentation and be traceable to the
National Institute of Standards and Technology (NIST) or applicable foreign agency.
(e) In some cases a specially fabricated reference standard will be necessary to simulate part
geometry, configuration, and/or the specific discontinuity location. Artificial discontinuities
may be used in the reference standard. If a procedure specifies a reference standard
made by Cessna Aircraft Company, replacement with a different standard is not allowed.
Typical Bolthole Reference Standard

Figure 4
(4) Inspection Considerations
(a) Surface Condition

1 The surface finish of the area for inspection must be 150 RHR or RMS 165 or finer.
2 The areas for inspection must be free of dirt, grease, oil, or other contamination.
3 You must have good contact between the probe and the part unless otherwise stated in
the specific procedure. Mildly corroded parts must be cleaned lightly with emery cloth.
Heavily corroded or painted parts must be lightly abraded and cleaned locally in the
area on which the probe will be done.
(b) Bolthole eddy current inspection of holes with a bushing installed is not recommended.
The inspection will examine the condition of the bushing and not the structure
underneath. If a bushing cannot be removed, it is recommended to do a surface eddy
current inspection at either end of the hole around the edge of the bushing.

(5) Instrument Standardization
(b) Before you begin the inspection, standardize instrument using the appropriate reference
standard. Accuracy must be checked at intervals necessary to maintain consistency
during continuous use and at the end of the inspection. Verify the accuracy, if any part of
the system is replaced or if any calibrated control settings are changed.
(c) A corner notch no larger than 0.050 inch x 0.050 inch (0.127 mm x 0.127 mm) must be
used for calibration unless otherwise specified. A typical eddy current bolthole reference
standard is shown in Figure 4.
(d) Put the bolthole probe into the applicable hole with the coil turned away from the notch in
the hole.
(e) Set the null point.
(f) Remove the bolthole probe from the hole and monitor the display for the lift-off response.
(g) Adjust the display until the lift-off response goes horizontal and to the left of the null point.
(h) Put the bolthole probe into the applicable hole and rotate it so the coil moves across the
notch in the hole.
(i) Adjust the instrument to get a minimum separation of three major screen divisions between
the null point and the applicable reference notch. The signal froma differential probe
should be considered peak to peak.
NOTE: This adjustment is used to set the sensitivity of the inspection. It is not intended as
accept or reject criteria.
NOTE: Filters may be used to improve the signal to noise ratio.
(6) Inspection
(a) When the inspection procedure does not show the depths where the scans are made for a
manual probe, the following general procedure is used.
1 Put the probe into the hole for inspection and find the near edge of the hole. This is the
point when the signal is 50% between that for an in-air condition and that fully into the
hole. Record the distance between the center of the probe coil and the edge of the
probe guide.
2 Move the probe through the hole until the signal indicates that the probe is beyond the
far edge of the hole. Locate this edge of the hole as in step 1. Record the distance
between the center of the probe coil and the edge of the probe guide.
3 To find the edge of a layer, slowly push the probe through the hole. The response to a
layer interface will look similar to that of a crack indication. The difference is that the
interface will be seen through 360° of the hole. Measure the distance between the
center of the probe coil and the edge of the probe guide when the signal from the
interface has been maximized.
4 Use the measurements to find the thickness of the hole and each layer.
5 Examine the hole at a depth of 0.070 inch (1.778 mm) from either edge of the hole, if
thickness allows. Also examine the hole at index steps of 0.070 inch (1.778 mm)
through the hole. If multiple layers are present in the hole, the inspection parameters
must be applied to each layer. If the hole depth or layer depth is less than 0.150 inch
(3.810 mm) thick, examine the hole at the center of the depth.
(b) Carefully examine each hole at the applicable depths. Examine the entire
circumference of the hole at each depth.
(c) It may be necessary to null the instrument on the airplane in the hole for inspection to
adjust the display for differences between the reference standard and the airplane.
(7) Interpretation
(a) If an indication is found, carefully repeat the inspection in the opposite direction to make
sure of the indication. If the indication is still there, carefully monitor the amount of probe
movement or rotation needed to cause the instrument to move off maximum indication
response.

(b) When the eddy current probe is over the center over a crack, the signal will be at
maximum and any movement of the probe will cause the signal to begin returning to the
normal signal. Corrosion pits, foreign material, and out-of-round holes can cause an
instrument response for 20° to 30° of bolthole probe rotation before the indication begins
to return to the normal signal.
(c) Unless otherwise specified, you must reject a part with a crack.
(d) Refer to the General Requirements section for information on how to report inspection
results.
D. Conductivity Testing
(1) General
(a) Conductivity testing is effective to find the material properties of aluminum structures. This is
done through induction of eddy currents into the part. The eddy currents will alter the magnetic
field around the probe. Data are taken and compared to approved ranges for the material
tested.
(b) Other materials or geometric changes in the area can influence the conductivity output of the
instrument. Therefore, you must have the applicable material specification and engineering
drawing.
(c) A typical use is to define material properties following heat application. Examples of such
situations include: structure heated by an engine or APU, fire damage, and lightning strike.
(d) This is a general procedure to find the conductivity of aluminum structures. This procedure is
used along with the applicable material specification and structural engineering drawings to
decide whether the conductivity values are in an approved range.

GE Sensing & Inspection Technologies
1 Neumann Way, MD J4
Portable Conductivity Tester Autosigma 3000 GE Cincinnati, Ohio 45215
Web:
http:\\www.geinspectiontechnologies.com
(b) Inspection Frequency: The instrument must have an operating frequency of 60 kHz.
NOTE: Cessna conductivity information is based on an instrument frequency of 60 kHz.
Use of a frequency other than 60 kHz will cause differences in the conductivity
reading when compared to the 60 kHz value on thinner material.
(c) Instrument Accuracy: The instrument must be an eddy current instrument that can show the
conductivity of aluminum alloys as a percentage of the International Annealed Copper
Standard (% IACS). It must have an accuracy of at least +1.0% IACS or - 1.0% IACS through
electrically nonconducting films and coatings up to a minimum of 0.003 inch (0.076 mm) thick.
(d) Instrument Sensitivity: The instrument must be sensitive enough to show changes of a
minimum of 0.5% IACS over the conductivity range of the aluminum alloys for inspection.
(e) Probe: The probe must have a flat contact surface. The contact surface diameter must not be
larger than 0.500 inch (12.700 mm).
(f) To test the lift-off compensation of the probe:
1 Put the probe on a bare standard.
2 Put a nonconducting flat shim of 0.003 inch (0.076 mm) thick between the probe and the
standard.
3 The difference in the two values must not exceed 0.5% IACS.
(g) The functional performance of the conductivity instrument must be verified at the intervals
defined by the controlling specification or the manufacturer’s recommendation, whichever is
less.

(3) Calibration Reference Standards

(a) Each instrument must have a minimum of two aluminum alloy instrument conductivity
standards. Their values must be:
1 One in the range of 25 to 32% IACS.
2 One in the range of 38 to 62% IACS.
(b) There must be a minimum difference of 10% IACS between the standard for the low end of the
range and that for the high end of the range. The conductivity values of the low and the high
reference standard must be beyond the expected range of conductivity of the material for
inspection.
(c) The instrument conductivity standards must be certified to be accurate within +0.85% IACS to -
0.85% IACS by the comparison method to the laboratory conductivity standards. Use the
ASTM B193 procedure in a system per ISO 10012-1 ANSI/NCSL Z540-1 or equivalent foreign
documentation.
(4) Inspection Considerations

(a) Temperature: Do not do tests until the temperature of the probe, the standards, and the part or
material has been allowed to equalize. The temperatures must stay equalized and constant
throughout the test within 5.4 ºF (3 ºC) of each other.
(b) Material Surface Condition
1 The surface finish of the area for inspection must be 150 RHR or RMS 165 or finer.
2 The areas for inspection must be free of dirt, grease, oil, or other contamination.
3 Conductivity measurements may be made through anodize, chemical film, primer, paint, or
other nonconducting coatings, if the thickness of these coatings are no more than 0.003
inch (0.076 mm). Coatings with thickness more than thismust be removed before
conductivity testing.
4 On concave surfaces, a curvature radius of no less than 10 inches is needed. On convex
surfaces, a curvature radius of no less than 3 inches can be tested without use of correction
factors.
5 The surface of the partmust be no smaller than the outside diameter of the probe. The coil
must be put in the center on all parts whose dimensions approach this limitation.
(5) Instrument Calibration

(b) Each time the conductivity instrument is used, it must be set up with the instrument
conductivity standards before data are taken and checked again at 15 minute intervals during
continuous operation. Check calibration at the end of the test.
(c) If the instrument is found to be out of calibration, all measurements taken since the last
calibration must be done again.
(6) Inspection
(a) The purpose of the inspection is to collect information to permit the responsible engineering
activity to find the material properties in the affected area.
NOTE: Since conductivity values are affected by variations in material properties, material
stacking and geometry, conductivity values alone must not be used to decide to accept
the affected area without reference to the applicable material specifications and
engineering drawings.
(b) Visual Inspection

1 Visually examine the area for indications of possible heat damage. Some signs include paint or
metal discoloration and bubbled or peeled paint.
2 Note the location and describe the affected area. This description will be used along with the
conductivity values to decide the part disposition. If photographs are used to describe the area,
take the picture before you do the conductivity test.

(c) Eddy Current Conductivity Inspection

1 Clean the area for inspection with methods specified in the Model 206 Service Manual.
Remove all dirt, grit, soot, and other debris that will not allow the probe to have good contact
with the structure.
2 Set up the instrument within the general conductivity range of aluminum structures with the
reference standards.
3 After the visual inspection, make a reference point. If there is visual evidence of possible heat
damage, make the reference point at the center of the area that appears to have been the
most affected. If there is no visual evidence of possible heat damage, make the reference point
at the center of the area for inspection. The reference point should be approximately in the
center of the area of interest.
NOTE: A detailed map is needed of the inspection area to include dimensions to locate the
reference point and enough information to allow the responsible engineering activity to
find the sites of the conductivity data.
4 The total area for inspection and the distance between data points will vary with the situation.
a It is recommended that the distance between data points be no larger than 1.0 inch (25.400
mm).
b If the visual evidence or the conductivity values suggest rapid changes in severity, the
distance between data points should be decreased.
c It is recommended that the total area for inspection should be larger than the area of visual
evidence by a minimum of 2.0 inches (50.800 mm).
d If the conductivity values continue to change, the area of inspection should be expanded
until values remain fairly constant to ensure complete coverage of the area.
5 Locate the reference point at the corner of a square, refer to Figure 4. Take conductivity values
working away from the reference point in the increments and distance found in Step 4.
Enough information should be included along with the conductivity values so a person
unfamiliar with the inspection can find the data point.
NOTE: Structural considerations may not allow the test points to follow the pattern of Figure 4. It is up to
the inspector to decide on a pattern that best works with the area for inspection.
Sample of Conductivity Inspection Grid Pattern

Figure 5

(7) Reporting Results
(a) Use the Discrepancy Report Form in Section 2A-13-00 to report inspection results. All written
descriptions should include enough information so someone not involved in the inspection may
interpret the results. Give this information:
1 Location of the affected area.

2 A visual description of the affected area.
3 Location of the reference point and the relative location and interval between
conductivity data points.
4 A map of the area with the conductivity values on it.
3.PENETRANT INSPECTION
A. General
(1) Penetrant inspection is used to find small cracks or discontinuities open to the surface of the
part. Penetrant inspection can be used on most parts or assemblies where the surface is
accessible for inspection. The condition of the surface of the inspection area is important to the
inspection. The surface must be cleaned of all paint and other surface contamination.
(2) The penetrant is a liquid that can get into surface openings. A typical penetrant inspection uses
four basic steps.
(a) The penetrant is put on the surface and allowed to stay for a period of time to let the
penetrant get into the surface openings.
(b) The penetrant on the surface is removed.
(c) A developer is used. The purpose of the developer is to pull the penetrant that is left in the
surface openings back onto the surface. It also improves the contrast between the
indication and the background. This makes indications of discontinuities or cracks more
visible.
(d) Interpretation happens. The area for inspection is examined for penetrant on the surface
and the cause of the penetrant indication found.
B. Materials and Equipment

(1) The following equipment was used to develop the inspection procedures referred to in this

Magnaflux Corp.
3624 W. Lake Ave.
Glenview, IL 60026
Fluorescent Penetrant ZL-27A
Phone: 847 657-5300
Web: http://www.magnaflux.com
Penetrant Cleaner/Remover SKC-S Magnaflux Corp.
Magnaflux Corp.
Developer ZP-9F
Magnaflux Corp.
Portable Ultraviolet Light ZB-23A
Spectronics Corp.
956 Brush Hollow Road
Westbury, New York 11590
Light Meter DSE-2000A
Phone: 800 274-8888
Web: http://www.spectroline.com/

(2) Penetrant materials are defined by specific classification per SAE AMS 2644. Materials must
meet at minimum the classification listed. This list assumes the use of a portable penetrant
inspection kit. If other penetrant inspection equipment is used, refer to industry standard ASTM
E 1417 (Standard Practice for Liquid Penetrant Testing) or an equivalent specification for other
information on materials and inspection quality instructions.
(a) Type 1 (Fluorescent Penetrant)

(b) Level 3 (Penetrant sensitivity)
(c) Method C (Solvent Removable Penetrant)

(d) Form d (Nonaqueous Type 1 Fluorescent, Solvent Based Developer)
(e) Class 2 (Non-halogenated Solvent Removers)
NOTE: Do not use Type 2 (Visible Dye Penetrant) on this airplane or components. If Type 2 penetrant
was previously used for this inspection, penetrant is no longer an approve method of inspection. Another
NDT method such as eddy current must be used to do the inspection.
(3) Only materials approved in the most recent revision of QPL-AMS2644 (Qualified Products List
of Products Qualified under SAE Aerospace Material Specification AMS 2644 Inspection
Materials, Penetrant) or an equivalent specification may be used for penetrant inspection. All
materials must be from the same family group. Do not interchange or mix penetrant cleaners,
penetrant materials, or developers from different manufacturers.
CAUTION: COMPONENTS INTENDED FOR USE IN LIQUID OXYGEN

SYSTEMS MUST BE EXAMINED WITH SPECIAL PENETRANTS
DESIGNATED AS LOX USAGE PENETRANTS. THESE ARE
COMPATIBLE WITH A LIQUID OXYGEN ENVIRONMENT. REACTION
BETWEEN A LIQUID OXYGEN ENVIRONMENT AND PENETRANT NOT
DESIGNED FOR USE IN THAT ENVIRONMENT CAN CAUSE
EXPLOSION AND FIRE.
C. Lighting Requirements
(1) Do the penetrant inspection in a darkened area where the background intensity of the white
light is no more than 2 foot candles. If inspection is done on the airplane, the area must be
darkened as much as practical for inspection.
(2) Ultraviolet lights must operate in the range of 320 to 380 nanometers to maximize penetrant
fluorescence. The ultraviolet light intensity must be a minimum of 1000 micro Watts per square
centimeter with the light held 15 inches (381 mm) from the light meter. Let the ultraviolet light
warm up for a minimum of 10 minutes before use.
(3) Measure the ultraviolet and ambient white light intensities before each inspection with a
calibrated light meter.
C. Inspection
(1) Before Inspection

(a) The penetrant materials and the area for inspection must stay at a temperature between 40
°F and 125 °F (4 °C to 52 °C) throughout the inspection process.
(b) Do the tests needed in the Lighting Requirements section.
(c) Prepare the part or assembly surface for the inspection. Paint must be removed from the
surface to let the penetrant get into surface openings. The area must also be clean, dry and
free of dirt, grease, oil, or other contamination.
NOTE: Cleaning materials and methods must be approved for use by the applicable Cessna
Aircraft Maintenance Manual, Structural Repair Manual, or Component Maintenance
Manual.

NOTE: Mechanical methods to clean and remove paint should be avoided when practical.
Take care to avoid filing in or sealing the entrance to a surface discontinuity when
using mechanical methods to clean or remove paint. Mechanical methods can result a
rough surface condition which can cause non-relevant indications.
(2) Apply the Penetrant

(a) Put the penetrant on the part or assembly surface with a brush or swab. Be sure to
completely cover the area.
(b) Leave the penetrant on the surface for a minimum of 15 minutes if the temperature is at
least 50 °F (10 °C). Leave the penetrant on the surface for a minimum of 25 minutes if the
temperature is less than 50 °F (10 °C).
(c) The maximum dwell time should not be more than one hour except for special
circumstances.
(d) Do not let the penetrant to dry on the surface. If the penetrant has dried, completely remove
it and process the part again from the start.
(3) Penetrant Removal

(a) Wipe the unwanted penetrant from the surface with a clean dry lint-free cloth.
(b) Dampen a clean lint free cloth with penetrant cleaner.
CAUTION: DO NOT USE THE PENETRANT CLEANER DIRECTLY ON

THE SURFACE OF THE PART OR ASSEMBLY. DO NOT SATURATE
THE CLOTH USED TO CLEAN THE AREA WITH THE PENETRANT
CLEANER. THIS MAY REMOVE PENETRANT FROM
DISCONTINUITIES.
(c) Blot the area with the cloth to remove the unwanted penetrant.
NOTE: Do not use the same dampened cloth more than one time. This could cause penetrant
removed the first time to be put back on the surface with the second use of the cloth. This could
cause non-relevant indications.
(d) Examine the area with the ultraviolet light to make sure that the penetrant has been
removed from the surface.
(e) If the penetrant is not sufficiently removed from the surface, repeat these steps until the
surface penetrant is removed.
(4) Apply Developer

(a) Be sure the part or assembly is dry.
(b) Put the developer on the surface. The best results happen when there is a very thin coat of
developer on the surface. You should be able to barely see the color of the part or
assembly through the developer.
(c) If you use a dry powder developer,
1 Thoroughly dust the part or assembly with the developer.
2 Gently blow off the extra powder.
(d) If you use a nonaqueous wet developer,
1 Thoroughly shake the can to be sure that the solid particles in the developer do not settle
to the bottom of the liquid.
2 Spray a thin coat of developer on the surface.
NOTE: Take care not to use too much developer. If the developer puddles or begins to
drip across the surface, the part or assembly must be processed again from the start.
(e) The developer must be allowed to stay on the surface for a minimum of 10 minutes before
interpretation of the results. If the developer dwell time exceeds two hours, the part or
assembly must be processed again from the beginning.

(5) Interpretation
(a) Interpretation must happen in the lighting conditions described in the Lighting Parameters
section.
(b) The inspectormust not wear darkened or light sensitive eye wear. These lenses can reduce
the amount of fluorescence you see.
(c) The inspector must enter the darkened area and remain there for a minimum of 1 minute
before interpretation to allow the eyes to adapt to the darkened conditions.
(d) Examine the part or assembly with the ultraviolet light.
1 Examine the surface with an 8x magnifier or more to show indications not visible with
normal vision.
2 A surface opening will be shown by a fluorescent indication.
3 A crack will show as a fluorescent line. It will be sharp when it first becomes visible.
4 Monitor indications that become visible during the developer dwell time. This will show the
nature of the discontinuity. The amount of penetrant from the discontinuity will give some
information as to the size.
5 An indication from a deep discontinuity will become visible again if the area is blotted
clean and developer put on again.
(6) After Inspection
(a) Clean the part and inspection area to remove the developer and penetrant.
(b) Refer to the General Requirements section for information on how to report inspection
results.
4. MAGNETIC PARTICLE INSPECTION
A. General
(1) Magnetic particle inspection is a nondestructive inspection method to show surface and near-
surface discontinuities in parts made of magnetic materials. Alloys that contain a high
percentage of iron and can be magnetized make up the ferromagnetic class of metals. Some
types of steel may not have sufficient magnet properties to do a successful inspection.
NOTE: Magnetic particle inspection cannot be used to examine nonmagnetic parts or parts with
weak magnet properties.
(2) The magnetic particle inspection uses three basic steps.

(a) Create a suitable magnetic field in the part.
(b) Put the magnetic particles on the part.
(c) Examine the area for inspection for magnetic particle patterns on the surface and decide on
the cause of the patterns.
B. Materials and Equipment


Parker Research Corp.
2642 Enterprise Rd. W
Electromagnetic Yoke DA-200 Clearwater, FL 33528
Phone: 800 525-3935
Web: http://www.parkreshcorp.com/
Magnaflux Corp.
3624 W. Lake Ave.
Fluorescent Magnetic Particle Glenview, IL 60026
Bath 14AM (Aerosol Can) Phone: 847 657-5300
Phone: 847 657-5300
Web: http://www.magnaflux.com


Magnetic Field Strength
Magnaflux Corp.
Indicator Magnaglo 2480
Portable Ultraviolet Light ZB-23A Magnaflux Corp.
Spectronics Corp
956 Brush Hollow Road
Light Meter DSE-2000A Westbury, New York 11590
Phone: 800 274-8888
Web: http://www.spectroline.com/
(2) Fluorescent magnetic particles have a high sensitivity and the ability to show small fatigue
cracks. Visible or dry magnetic particles do not have the needed sensitivity.
CAUTION: DO NOT USE VISIBLE OR DRY MAGNETIC PARTICLES FOR

INSPECTION OF AIRPLANES OR COMPONENTS.
(3) Refer to industry specifications ASTM E1444, Standard Practice for Magnetic Particle
Examination, and ASTM E 709, Standard Guide for Magnetic Particle Examination, or an
equivalent specification for requirements for magnetic particle inspection materials and
equipment.
(4) Permanent magnets must not be used. The intensity of the magnetic field cannot be adjusted for
inspection conditions.
CAUTION: DO NOT USE PERMANENT MAGNETS FOR INSPECTION OF

AIRPLANES OR COMPONENTS.
(5) Contact prods must not be used. Localized heating or arcing at the prod can damage parts.
CAUTION: DO NOT USE CONTACT PRODS FOR INSPECTION OF

AIRPLANES OR COMPONENTS.
(6) Refer to ASTME 1444, ASTME 709, or equivalent documentation for instructions to domagnetic
particle inspections. This section assumes the use of a portable magnetic particle system. The
use of stationary magnetic particle inspection equipment is allowed. Stationary equipment must
show that it can meet the inspection sensitivity requirements and is maintained correctly. Refer
to the specifications in the Equipment Quality Control section.
C. Lighting Requirements
(1) Do the magnetic particle inspection in a darkened area where the background intensity of the
white light is no more than 2 foot candles. If inspection is done on the airplane, the area must be
darkened as much as practical for inspection.
(2) Ultraviolet lights must operate in the range of 320 to 380 nanometers to maximize penetrant
fluorescence. The ultraviolet light intensity must be a minimum of 1000 microWatts per square
centimeter with the light held 15 inches (381 mm) from the light meter. Let the ultraviolet light
warm up for a minimum of 10 minutes before use.
(3) Measure the ultraviolet and ambient white light intensities before each inspection with a
calibrated light meter.
D. Equipment Quality Control

(1) Refer to ASTM E 1444, ASTM E 709, or equivalent documentation for instructions for the quality
control of magnetic particle materials and equipment. This section assumes use of an
electromagnetic yoke.

(2) Dead Weight Check

(a) The electromagnetic yoke must be able to lift 10 pounds while on AC current and with the
legs spaced 2 to 6 inches apart.
(b) While on DC current, the electromagnetic yoke must be able to lift either 30 pounds with the
legs spaced 2 to 4 inches apart or 50 pounds with the legs spaced 4 to 6 inches apart.
E. Inspection
(1) This section assumes the use of a portable magnetic particle system.
(2) Unless otherwise specified, inspection coverage should be 100% of the part surfaces.
NOTE: Be aware of objects near the area of the inspection. Other parts may become
magnetized during the inspection process. Be aware of the location of airplane systems
that may be sensitive to magnetic fields in the area of the inspection.
(3) Before Inspection
(a) Do the tests needed in the Equipment Quality Control section.

(b) Do the tests needed in the Lighting Requirements section.
(c) Prepare the part or assembly surface for the inspection. The area must be clean, dry and free
of dirt, grease, oil, or other contamination. Magnetic particle inspection can be done through
thin layers of paint. If the paint is thick enough to cause interference with the inspection, the
paint must be removed. It is recommended to remove paint if more than 0.003 inch thick.
NOTE: Cleaning materials and methods must be approved for use by the applicable Cessna
Aircraft Maintenance Manual, Structural Repair Manual, or Component Maintenance
Manual.
NOTE: Mechanical methods to clean and remove paint should be avoided when practical. Take
care to avoid filing in or sealing the entrance to a surface discontinuity when using
mechanical methods to clean or remove paint. Mechanical methods can result a rough
surface condition which can cause non-relevant indications.
(4) Create the magnetic field.
(a) Electric current passes through the yoke to create a magnetic field between the legs of the
yoke.
1 A discontinuity that is perpendicular to a line directly between the legs of the yoke has the
highest probability for detection.
2 There are two types of electrical current. Direct current (DC) is better able to find
discontinuities deeper in the part. Alternating current (AC) is more sensitive to
discontinuities on the surface of the part. Alternating current is preferred for this
inspection.
(b) Position the legs on opposite ends of the part along a line perpendicular to the expected
direction of the discontinuity.
NOTE: It may take several inspections in several directions to find discontinuities that are
oriented in different directions.
NOTE: Experience with magnetic particle inspection is necessary to find the amount of
magnetic flux necessary to show discontinuities.
(c) Spray the magnetic particles on the part.

(d) Energize the electromagnetic yoke for a minimum of 1 second.
(e) Test the magnetic field with the field indicator, Hall Effect meter or equivalent equipment.

Quality Indicators such as a Pie Gauge or shim can be used to show the strength of the
magnetic field. Most quality indicators will need the magnetic particles to be put on the part
surface to show magnetic field strength.
1 If the field strength is not sufficient, small discontinuities might be missed. Repeat these
steps with more magnetization.
2 If the field strength is too large, discontinuities might be hidden behind non-relevant
fluorescent indications. Demagnetize the part and then repeat these steps with decreased
magnetization.
NOTE: If the strength of the magnetization cannot be adjusted on the electromagnetic

yoke, adjust the distance between the legs to adjust the strength of the magnetic
field. Put the legs closer together to increase the magnetic field. Put the legs
farther apart to decrease the magnetic field.
(f) Allow 30 seconds for the magnetic particles to collect at discontinuities. With wet magnetic
particles, if practical, tilt the part to allow the magnetic particles to flow across the expected
direction of the discontinuity.
(5) Interpretation
(a) Interpretation must happen in the lighting conditions described in the Lighting Parameters
section.
(b) The inspectormust not wear darkened or light sensitive eye wear. These lenses can reduce
the amount of fluorescence you see.
(c) The inspector must enter the darkened area and remain there for a minimum of 1 minute
before interpretation to allow the eyes to adapt to the darkened conditions.
(d) Examine the part or assembly with the ultraviolet light.
1 A leakage field will be shown by a fluorescent pattern of the magnetic particles. This is
called an indication.
2 An indication caused by a discontinuity on the part surface will be a sharp, distinct pattern.
3 An indication caused by a subsurface discontinuity will usually be broader and fuzzier
compared to an indication of a surface discontinuity.
4 Be aware that indications which are not relevant to the inspection may be caused by
surface conditions or geometry.
(6) Demagnetize Part

(a) Unless otherwise specified, demagnetize the part after the inspection.
1 Put the electromagnetic yoke on AC current setting and the magnetic field strength to
maximum.
NOTE: AC current is preferred, but DC current may be needed for increased penetration
into the part.
2 Space the legs of the electromagnetic yoke to allow the part to pass between them.
3 Put the part between the legs of the electromagnetic yoke.
4 Energize the yoke with a magnetic field higher than that used for the inspection. Do not
allow the part to touch the legs of the electromagnetic yoke.
5 Pull the electromagnetic yoke away from the part.
6 De-energize the electromagnetic yoke when about 2 feet from the part.
7 Test the remaining magnetic field in the part with the field indicator, Hall effect meter or
equivalent equipment.
8 If the remaining magnetic field in the part is no more than 3 Gauss, the part is considered
demagnetized. If more than 3 Gauss, repeat the demagnetization procedure.
(7) After Inspection

(a) Refer to the General Requirements section for information on how to report inspection
results.

(b) Completely remove the magnetic particles from the part or assembly.
(c) Reapply any protective coatings to the part to prevent corrosion.
NOTE: Materials and methods must be approved for use by the applicable Cessna Aircraft
Maintenance Manual, Structural Repair Manual, or Component Maintenance Manual.
5. ULTRASONIC THICKNESS TESTING
A. General
(1) A common application for ultrasonic inspection is to find material thickness. The instrument will
measure the time-of-flight of the ultrasonic wave through the part. This procedure will show you
how to find the thickness of metal after removal of corrosion or a blending procedure.
B. Equipment

Ultrasonic Thickness Gage (with 25 Multiplus Olympus NDT
A-scan ability) Phone: 781-419-3900
20 MHz Ultrasonic Transducer,
M208 Olympus NDT
0.125 inch diameter
Sonopen, 15 MHz, 0.125 inch
V260-SM Olympus NDT
diameter
Sonotech, Inc.
774 Marine Drive
Couplant (Water Based) Bellingham, WA 98225
Ultragel II
Phone: 360-671-9121
Phone: 360-671-9121
Web: http://www.sonotech-inc.com/
(2) Instrument
(a) The expected material thickness must be within the measurement range of the instrument.
(b) The instrument resolution must be a minimum of 0.001 inch (0.0254 mm).
(c) It is recommended that the instrument have an A-scan display. This will let the operator
monitor the interaction between the signal and the gating of the instrument.
(3) Transducer
(a) The transducer must have a diameter of no more than 0.375 inch (9.525 mm) and a delay
line.
(b) The recommended frequency is 5 to 10 MHz for material 0.5 inch (12.700 mm) thick or more
an 10 to 20 MHz for material less than 0.5 inch (12.700 mm) thick.
(4) Reference Standard
(a) The reference standard must be of the same base alloy as the metal for measurement.
(b) Gage material can be used for a reference standard. It should be as close as practical to the
alloy and temper of the material for test.
NOTE: When gage material is used; mechanically measure the thickness of the material.
(c) The reference standard must have enough thickness range that one step will be thinner and
one step thicker than the expected thickness range of the material.
C. Calibration
(1) Set up the instrument with the manufacturer’s instructions.
(2) Choose steps on the reference standard for the calibration. It is recommended that there is a
step between the chosen steps.

NOTE: It is important that the expected material thickness be between the range of the steps
chosen on the reference standard.
(3) Calibrate the instrument on the chosen steps of the reference standard. If there are any steps
between the calibration steps, use them to make sure of the calibration.
D. Inspection
(1) The area must be clean and free of grease, dirt, corrosion or other material that may affect the
inspection.
(2) Examine the area for inspection. Record material thickness to the nearest 0.001 inch.
(3) Take enough measurements that the minimum thickness is found in the blended area.
(4) If possible, take a measurement in an adjacent area to get a nominal thickness.
(5) Refer to the General Requirements section for information on how to report inspection results.
E. After Inspection
(1) Refer to the General Requirements section for information on how to report inspection results.
(2) Clean any couplant off the area.
6. VISUAL INSPECTION
A. General
(1) Visual inspection is the most common form of airplane inspection. Visual inspection can find a
wide variety of component and material surface discontinuities, such as cracks, corrosion,
contamination, surface finish, weld joints, solder connections, and adhesive disbonds. The
results of a visual inspection may be improved with the use of applicable combinations of
agnifying instruments, borescopes, light sources, video scanners, and other devices. The use
of optical aids for visual inspection is recommended. Optical aids magnify discontinuities that
cannot be seen by the unaided eye and also allow inspection in inaccessible areas.
(2) Personnel that do visual inspection tasks do not need to have certification in nondestructive
inspection.
B. Visual Aids
(1) Structure and components that must be routinely examined are sometimes difficult to access.
Visual inspection aids such as a powerful flashlight, a mirror with a ball joint, and a 10 power
magnifying glass are needed for the inspection.
(2) Flashlights used for visual inspection should be suitable for industrial use and, where
applicable, safety approved for use in hazardous atmospheres such as airplane fuel tanks.
These characteristics should be considered when selecting a flashlight: foot-candle rating;
explosive atmosphere rating; beam spread (adjustable, spot, or flood); efficiency (battery
usage rate); brightness after extended use; and rechargeable or standard batteries. Inspection
flashlights are available in several different bulb brightness levels:
(a) Standard incandescent (for long-battery life).
(b) Krypton (for 70% more light than standard bulbs).
(c) Halogen (for up to 100% more light than standard bulbs).
(d) Xenon (for over 100% more light than standard bulbs)
(3) An inspection mirror is used to view an area that is not in the normal line of sight. The mirror
should be of the applicable size to easily see the component and a swivel joint tight enough to
keep its position.
(4) A single converging lens is often referred to as a simple magnifier. Magnification of a single
lens can be found by the equation M = 10/f. In this equation, “M” is the magnification, “f” is the
focal length of the lens in inches, and “10” is a constant that represents the average minimum
distance at which objects can be distinctly seen by the unaided eye. For example, a lens with a
focal length of 5 inches has a magnification of 2, or is said to be a two-power lens. A 10-power
magnifier is needed for inspection.
(5) Borescopes
(a) These instruments are long, tubular, precision optical instruments with built-in illumination,
designed to allow remote visual inspection of otherwise inaccessible areas. The tube,
which can be rigid or flexible with a wide variety of lengths and diameters, provides the
necessary optical connection between the viewing end and an objective lens at the distant
or distal tip of the borescope.
(b) Optical Designs. Typical designs for the optical connection between the borescope
viewing end and the distal tip are:
1 A rigid tube with a series of relay lenses;

2 A flexible or rigid tube with a bundle of optical fibers; and
3 A flexible or rigid tube with wiring that carries the image signal from a Charge Couple
Device (CCD) imaging sensor at the distal tip.
NOTE: Instruments used as an aid for visual inspection must be capable of resolving
four line pairs per mm (4lp/mm).
(c) These designs can have either fixed or adjustable focus of the objective lens at the distal
tip. The distal tip may also have prisms and mirrors that define the direction and field of
view. A fiber optic light guide with white light is generally used in the illumination system.
Some long borescopes use light-emitting diodes at the distal tip for illumination.
C. Visual Inspection Procedures
(1) Factors That Can Affect Inspection
(a) Lighting. Get sufficient lighting for the part or area. Do not look into glare to do the
inspection.
(b) Comfort. The comfort (temperature, wind, rain, etc.) of the inspector can be a factor in
visual inspection reliability.
(c) Noise. Noise levels are important. Too much noise reduces concentration, creates tension,
and prevents effective communication. All these factors will increase the chance of errors.
(d) Inspection Area Access. Ease of access to the inspection area has been found to be of
major importance in reliable visual inspection. Access includes that into an inspection
position (primary access) and to do the visual inspection (secondary access). Poor access
can affect the interpretation of discontinuities, decisions, motivation, and attitude.
(2) Preliminary Inspection. Do a preliminary inspection of the general area for foreign objects,
deformed or missing fasteners, security of parts, corrosion, and damage. If the location is not
easy to access, use visual aids such as a mirror or borescope.
(3) Corrosion. Remove, but do not do a treatment of any corrosion found during preliminary
inspection. Do a treatment of corrosion found after the entire visual inspection is complete.
NOTE: If you leave corrosion in place or do a treatment of the corrosion before

inspection, it may hide other discontinuities.
(4) Clean. After the preliminary inspection, clean the areas or surface of the parts for inspection.
Do not remove the protective finish from the part.
(5) Inspection. Carefully examine the area for discontinuities, with optical aids as needed. An
inspector normally should have available applicable measuring devices, a flashlight, and a
mirror.
(a) Surface cracks. Refer to Figure 5. To look for surface cracks with a flashlight:
1 Point the light beam toward the face with between a 5° and 45° angle to the surface.
Refer to Figure 5.
2 Do not point the light beam at an angle such that the reflected light beam shines directly
into the eyes.
3 Keep the eyes above the reflected light beam. Measure the size of any cracks found with
the light beam at right angles to the crack and trace the length.
4 Use a 10-power magnifier to make sure of a suspected crack.

Visual Inspection for Cracks

Figure 5
(b) Hardware and Fasteners. Examine rivets, bolts, and other hardware for looseness, integrity,
proper size and fit, and corrosion. Dished, cracked, or missing rivet heads and
loose rivets should be identified and recorded.
(c) Control Systems. Examine cables, control rods, rod ends, fairleads, pulleys, and all other
items for integrity, structural soundness, and corrosion.
(d) Visual Inspection for Corrosion. Inspection of an airplane for corrosion follows a systematic
pattern.
1 Clues. The airplane is initially observed for clues about the care with which it has been
maintained.
2 Locations. Examine likely corrosion sites. These include galleys and food service areas,
lavatories, bilges, tank drains, and fastenings. When debris is found, it should be
examined for iron oxide and the characteristically white powdery aluminum hydride.
Biological contamination (mold, algae), which may feel greasy or slippery, frequently
causes corrosion since it changes the acidity of any moisture it contains. Caulking and
ealing compounds should be examined for good bond since corrosion can get under such
aterials. Nutplates should be examined for corrosion under them. Tap tests should be
done often and the cause of any dull sounding areas found. The omission of fuel additives
by some fuel vendors can increase the deterioration of fuel tanks on a small airplane. In
such cases, it is necessary to drain tanks and examine them with lighted borescopes or
other aids. Flight and control surfaces are difficult to inspect since access is difficult.
Extensive use of aids is recommended for such locations.

NOTE: The use of a center punch or awl to indent a surface should be used with care,
since awl or center punch pricks can cause fatigue cracks.
3 Sites. Careful detailed inspection of corrosion sites is then done to measure the amount of
corrosion. You may need to remove skin panels or other measures to further measure the
damage.
(e) Disbonds. Many airplanes have adhesive bond panels. These may have disbonds and
adhesive failures. Remember that, in adhesively bonded structures, evidence of corrosion
can signal the loss of bond integrity. A good example of this condition is the pillowing which
appears behind rivets. If the structure is bonded as well as riveted, the bond may be
damaged where pillowing exists.
(f) Painted Surfaces. Examine painted surfaces for chipped, missing, loose or blistered paint
and for signs of corrosion.
(g) Other surface discontinuities. Look for other surface discontinuities, such as discoloration
from overheating; buckled, bulged, or dented skin; cracked, chafed, split, or dented tubing;
chafed electrical wiring; delamination of composites; and damaged protective finishes.

CAPITULO “J” LISTING OF SUPPLENTAL INSPECTIONS SECCION 2-14-00
Regresar al Indice
CAPITULO “J”
SECCION - 2-14-00
LISTING
OF
SUPPLENTAL INSPECTIONS
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: J - 0

LISTING OF SUPPLEMENTAL INSPECTIONS
1. Supplemental Inspection Procedures
A. Each of the supplemental inspections listed in this section has the instructions to do each
Nondestructive Testing procedure needed.
B. Procedure
(1) Each supplemental inspection is assigned an independent item code in Chapter 2.
(2) The item codes are in Chapter 2, Inspection Time Limits. They are found in section 2-10-01.
(3) The item code contains the subject and a reference to the actual supplemental inspection.
These inspections are found in sections that begin with 2-14-XX.
(4) Each 2-14-XX section has the details of the inspection and, if needed, a reference to the
Nondestructive Testing procedure for that inspection.
(5) The supplemental inspections that reference a Nondestructive Testing procedure will refer to 2-
13-01 document for the details of the procedure.
(6) The supplemental inspection numbers in the list below agree with the number for the
Nondestructive Testing procedure, if applicable. Refer to Inspection Requirements - Hours to
Years Equivalence.
C. If an airplane has exceeded the inspection limits given, the inspection must be done before May 1,
2012. Inspections in subsequent revisions to the SID shall be accomplished in accordance with the
requirements of the revised inspection.
D. Service Information Letters/Service Bulletins
(1) In addition to this maintenance manual, the following service information will be required to
complete the SID inspections (2-14-XX document sections).
ASSOCIATED
BULLETIN TITLE
SERVICE KIT
SK337-75,
MEB07-01 Pilot and Copilot Secondary Seat Stop Includes
SK337-76
Main Landing Gear Actuator Inspection - 33701463 thru
MEB02-07
33701550, all F337's
SK210-174B,
MEB96-05 Pilot and Copilot Secondary Seat Stop Installation
SK210-175A
SEB00-10 AN3-5A Bolts
MEB86-22 Shoulder Harness Adjuster Spring Inspection/Removal
ME68-24 Improved Engine Mount Leg - 337-0526 Thru 337-0894
ME72-05 Horizontal stabilizer Skin Inspection - 337-0001 thru 337-0627

Wing Flap Actuator Modification Includes - 337-0001 thru
ME72-19 SK337-19
337-0239
ME73-01 Flap Actuator Assembly - Replacement of Components
ME74-05 Aileron Pulley Bracket Inspection - 33701399 thru 33701550
ME77-33 Nose Gear Support Bumper Improvement SK337-38
ME78-05 HI-LOK Fasteners
ME80-33 Rudder Pedal/Elevator cable Interference Inspection

ASSOCIATED
BULLETIN TITLE
SERVICE KIT
ME83-20 Aileron Pulley Bracket Modification SK337-52
ME84-01 Nose Gear Actuator Spring Guide Improvement
SL65-43 Inboard Flap Travel Change - 337-0001 thru 337-0092
SL65-49 Elevator Up-Stop Bracket Change - 337-0001 thru 337-0106 SK337-1
SL65-54 Elevator Movement
SL67-60 Aileron Rod End Bearing Inspection
SL67-03 Rudder Bar Replacement - 337-0001 thru 337-0072
Supplemental Inspections (Sheet 1)
SUPPLEM
DETAILS
.
FOUND IN INSPECTIO OPERA ITEM
INSPECTI TITLE REPEAT
SECTION N METHOD TION CODE
ON
2A-14-XX
NUMBER
ALL USAGE
Rudder Pedal Torque Tube
2A-14-01 27-20-01 VISUAL 3,000 Hours or 33 090101
Inspection
5 Years
Elevator Trim Pulley Bracket and

ALL USAGE
2A-14-02 27-30-01 Actuator Bracket Structure VISUAL 40 080101
5 Years
Inspection
Elevator Trim Pulley Bracket

ALL USAGE
2A-14-03 27-30-02 and Actuator Bracket Structure VISUAL 23 080102
1,000 Hours
Inspection
ALL USAGE
Elevator Arm Assembly
2A-14-04 27-30-03 VISUAL 1,000 Hours or 24 080103
and Bearing Inspection
5 Years
ALL USAGE
2A-14-05 27-50-01 Flap Control Cable Inspection VISUAL 800 Hours or 4 22 070101
Years
MILD
Main Landing Gear Spring
2A-14-06 32-13-01 VISUAL MODERATE 40 050101
Corrosion Inspection
5 Years
Nose Gear Torque Link Bolts and 3000 Hours

2-14-07 32-20-01 VISUAL 26 050102
Fork Inspection or 5 Years
Main Landing Gear Door Torque

3000 Hours
2-14-08 32-31-01 Tube, Link Arm and Door Hinge VISUAL 26 050103
or 5 Years
Inspection

SUPPLEM
DETAILS
.
ON
2A-14-XX
NUMBER
Cabin Door Mechanism 5000 Hours

2-14-09 52-10-01 VISUAL 30 030101
Inspection or 10 Years
Typical: 1000
Rear Spar Carry-Thru
2-14-10 53-11-01 VISUAL Hours or 10 32 030103
Bulkhead Inspection
Years
Door Opening Structure and
2-14-11 53-11-02 Instrument Panel Attachments VISUAL 500 Hours 21 030104
Inspection
2-14-12 53-11-03 Windshield Structure Inspection VISUAL 2500 Hours 28 030105
Pressurized Cabin Interior

2-14-13 53-11-04 VISUAL 5000 Hours 34 030106
and Exterior Inspection
Rear Doorpost Bulkhead 3000 Hours

2-14-14 53-12-01 VISUAL 29 030104
2-14-15 53-30-01 Cabin Interior Skin Panels VISUAL 5 Years 40 030105
Severe: 1000
2-14-16 53-41-01 Strut Fitting Inspection VISUAL Hours or 5 31 030107
Years
Seat Rails and Seat Rail Structure

2-14-17 53-47-01 VISUAL 5 Years 39 030108
Corrosion Inspection
VISUAL
Horizontal Stabilizer and 3000 Hours
2-14-18 55-10-01 AND EDDY 33 040101
Attachments Inspection CURRENT or 5 Years
VISUAL
Vertical Stabilizers, Rudders and 3000 Hours
2-14-19 55-30-01 WITH EDDY 33 040102
Attachments Inspection CURRENT or 5 Years
Horizontal Stabilizer Attach 3000 Hours

2-14-20 55-51-01 VISUAL 33 040103
Fitting Inspection or 5 Years
VISUAL
Pilot and Copilot Windshield AND 200 Hours or
2-14-21 56-10-01 OPTICAL
20 030112
Attach Hole Inspection 1 Year
PRIMS
2-14-22 56-10-02 Acrylic Windshield and Windows VISUAL 15,000 Hours 38 030113
2-14-23 57-12-01 Wing Leading Edge Root Rib VISUAL 5 Years 39 040104

SUPPLEM
DETAILS
.
ON
2A-14-XX
NUMBER
Wing Lower Skin and Stringers EDDY 2000 Hours

2-14-24 57-30-01 CURRENT
36 040105
Wing Lower Skin and Spar Caps EDDY Severe: 300

2-14-25 57-30-02 CURRENT
25 040107
Inspection Hours
VISUAL Severe: 1000

Wing Fuselage Attach Fittings
2-14-26 57-41-01 AND EDDY Hours or 5 31 040109
Inspection CURRENT Years
Tailboom Structure and

2-14-27 57-50-01 Boom Attachment Areas VISUAL 5 Years 40 040110
Inspection
VISUAL
Aileron Support Structure 3000 Hours
2-14-28 57-51-01 AND EDDY 33 060101
Inspection CURRENT or 5 Years
2-14-29 57-53-01 Flap Tracks Inspection VISUAL 5 Years 40 040111
5000 Hours
2-14-30 71-20-01 Front Engine Mount Inspection VISUAL or At engine 35 100101
overhaul
FLOURES 5000 Hours
AND
2-14-31 71-20-02 Rear Engine Mount Inspection MAGNETIC
or At engine 35 100102
PARTICLE overhaul
NOTE 1: For inspections given in both hour and calendar time, the initial inspection should be completed
at the noted hours or calendar time, whichever comes first. After the completion of each initial
SID, repeat inspections may be competed based on hour time if the Corrosion Prevention and
Control Program in section 2-30-00 is included in the airplane maintenance program. All other
inspections are to be completed in accordance with the defined schedule..

SUPPLEMNTAL INSPECTION NUMBER: 27-20-01
1. TITLE:
Rudder Pedal Torque Tube Inspection
2. EFFECTIVITY
677, P3370001 thru P3370356, and FP3370001 thru FP3370023
INSPECTION COMPLIANCE
ALL USAGE: INITIAL 10,000 Hours or 20 Years (NOTE)

REPEAT 3,000 Hours or 5 Years (NOTE)
NOTE: Refer to Note 1, Section 2-14-00.
3. PURPOSE
To verify integrity of the rudder pedal torque tube assembly.
4. INSPECTION INSTRUCTIONS
A. Inspect rudder pedal torque tubes and cable attachment arms for cracks or weld failures due to
corrosion or fatigue.
B. Inspect the rudder bar support brackets for cracks at the bend radii in the mounting flange.
C. Confirm the integrity and security of the cable and pedal attachments to the rudder bars.
5. ACCESS AND DETECTABLE CRACK SIZE
ACCESS/LOCATION DETECTABLE CRACK SIZE

Fuselage, Near Forward Firewall Not Allowed
6. INSPECTION PROCEDURE
Visual
7. REPAIR/MODIFICATION
Typical failures occur at or close to welds in the rudder bar. Since the rudder bar is not heat treated
after welding, it can be rewelded and used without subsequent heat treatment. Examine the rewelded
area after welding for any new or additional cracking. Make other repairs by replacing damaged or
missing parts with spare parts. Make repairs in accordance with Section 18 (Structural Repair) of the
Model 206 Service Manual. Coordinate any repair not available in Section 18 with Cessna Customer
Service prior to beginning the repair.
8. COMMENTS
This inspection supersedes and replaces CAP 27-20-01, Rudder Pedal Torque Tube Assembly.

SUPPLEMENTAL INSPECTION NUMBER: 27-30-01
1. TITLE:
Elevator Trim Pulley Bracket and Actuator Bracket Structure Inspection
2. EFFECTIVITY
P3370001 thru P3370356, and FP3370001 thru FP3370023
ALL USAGE: INITIAL 20 Years (NOTE)
REPEAT 1000 Horas (NOTE)
NOTE: See Note 1, Section 2-14-00..
3. PURPOSE
To verify the integrity of the elevator trim pulley brackets and the actuator support brackets.
A. Inspect the torque tube and the torque tube brackets for signs of corrosion, stress cracks and lack of
surface finish in the area of the torque tube fitting attachment. Refer to Figure 1.
NOTE: Corrosion may be detected by pillowing of aluminum tip rib riveted to the torque tube.
B. Fully clean the elevator end ribs to remove all dirt and contaminates. Inspect the outboard side of
the elevator end ribs for corrosion, particularly in the radius of the flange.

Left Hand Vertical Tail Area Not Allowed
6. INSPECTION METHOD
Visual
Replace torque tube in accordance with Section 8. The torque tube and the elevator balance arm
are matched sets of parts, with tapered holes drilled on assembly. Make repairs in accordance with
Section 16 of this manual. Coordinate any repair not available in Section 16 with Cessna Customer
Service prior to beginning the repair.
8. COMMENTS
This inspection replaces and supersedes CAP 27-30-00, Elevator Torque Tube Assembly

Elevator Torque Tube Assembly and End Rib

Figure 1 (Sheet 1)

1. TITLE:
Elevator Trim Pulley Bracket and Actuator Bracket Structure Inspection
2. EFFECTIVITY
ALL USAGE: INITIAL 1000 Hours
REPEAT 1000 Hours
NOTE: Coordinate this inspection with the trim tab actuator overhaul.
3. PURPOSE
To verify the integrity of the elevator trim pulley brackets and the actuator support brackets.
A. Remove the trim tab door to get access to the actuator support hardware. Refer to Fig. 1, Detail A.
B. Inspect elevator trim pulley brackets and actuator support brackets for cracks, corrosion and bent
flanges. Straighten bent flanges and check for any cracking. Refer to Figure 1.
C. Inspect all pulleys for wear, flat spots, and freedom of rotation.
D. Inspect all fasteners and attaching structure for integrity.

Stabilizer Not Allowed
Visual
Replace any cracked or excessively corroded (10% or more of the material thickness is missing in
the corroded section) brackets. Replace excessively worn, flat spotted or stiff pulleys. Replace any
loose or sheared fasteners. Make repairs in accordance with Section 16 of this manual. Coordinate
any repair not available in Section 16 with Cessna Customer Service prior to beginning the repair.
8. COMMENTS
This inspection replaces and supersedes CAP 27-30-00, Elevator Torque Tube Assembly This
inspection replaces and supersedes CAP 27-30-04, Elevator Trim Pulley Bracket Actuator Structure.

Elevator Trim Pulley Bracket and Actuator Bracket Structure

Figure 1 (Sheet 1)

1. TITLE:
Elevator Arm Assembly and Bearing Inspection
2. EFFECTIVITY
ALL USAGE: INITIAL 1000 Hours or 5 Years (NOTE)
REPEAT 1000 Hours or 5 Years (NOTE)
3. PURPOSE
To inspect elevator control components
A. Examine arm assembly for evidence of corrosion and cracks. Refer to Figure 1.
B. Check bearing for looseness and freedom of movement.

Elevator Not Allowed
Visual
Replace corroded or cracked parts. Replace loose or excessively stiff bearings. Make repairs in
accordance with Section 16 of this manual. Coordinate any repair not available in Section 16 with
Cessna Customer Service prior to beginning the repair.
8. COMMENTS
This inspection replaces and supersedes CAP 27-30-02, Elevator Arm Assembly and Pushrod.

Elevator Arm Assembly and Bearing

Figure 1 (Sheet 1)

1. TITLE:
Flap Control Cable Inspection
2. EFFECTIVITY
3. PURPOSE
To verify the integrity of the flap cable.
A. Get access to the outboard flap cables in accordance with this manual.
B. Inspect the cables in accordance with the flight control cable inspection procedures in 2-20-01,
Expanded Maintenance, Control Cables. It is permissible to use a cotton swab instead of a cloth for
the inspection. Carefully examine the cable where it attaches to the quadrant. Refer to Figure 1.
C. If the cable appears dry, the lubrication originally supplied on the cable has probably oxidized and
needs to be replaced with a light oil (5w motor oil, "3 in 1" oil, LPS-2, WD-40 or Diesel Fuel). Apply
the oil to a cloth and then rub the cable with the cloth to coat the cable with a thin layer of oil. Do not
apply excessive oil.
NOTE: The purpose of the oil is to prevent corrosion, so the exact formulation of the oil is not
critical. (See FAA AC43-4A for an explanation about interrupting the electrolyte path for
corrosion prevention.)
D. Install the removed covers.

Wing N/A
Visual
Control cables are not repairable. Replace any cable that fails the inspection.
8. COMMENTS

Flap Control Cable

Figure 1 (Sheet 1)

1. TITLE:
Main Landing Gear Spring Corrosion Inspection
2. EFFECTIVITY
ALL USAGE: INITIAL 20 Years
REPEAT 5 Years
3. PURPOSE
To ensure corrosion protection of main landing gear springs.
NOTE: The main landing gear springs are made from high strength steel that is shot peened on the
lower surface to increase the fatigue life of the part. If the protective layer of paint is chipped
or worn away, corrosion (rust) is likely to occur.
A. Inspect the spring for worn or chipped paint.
ACCESS/LOCATION/ZONE DETECTABLE CRACK SIZE

Main Gear Section Not Allowed
Visual
A. If rust has developed on the landing gear spring, it must be removed before refinishing. If the finish
is worn or chipped, refinish the landing gear springs. The recommended procedure to remove rust
is by hand sanding, using a fine grained sandpaper.
B. Sand to produce a diameter-to-depth ratio of about 10:1 after polishing to a finish of 0.063 or better.
To determine the depth, use a straight edge and feeler gages. If the corrosion pit is deeper than
0.012 inches, the spring must be shot peened again using 330 steel shot to an almen intensity of
0.007 C to 0.010 C.
C. Refinish the sanded areas.
(1) Wipe with solvent.
(a) Wipe off excess oil, grease or dirt from the surface to be cleaned.
(b) Apply solvent to a clean cloth, preferably by pouring solvent onto cloth from a safety can or
other approved, labeled container. The cloth must be well saturated, but not dripping.
(c) Wipe surface with the moistened cloth as necessary to dissolve or loosen soil. Work a small
enough area so the surface being cleaned remains wet.
(d) Immediately wipe the surface with a clean, dry cloth, while the solvent is still wet. Do not
allow the surface to evaporate dry.
(e) Do steps (b) through (d) again until there is no discoloration on the drying cloth.
(2) Apply corrosion primer in accordance with Corrosion-Resistant PrimerMIL-PRF-23377G or later.
(a) Mix and apply in accordance with manufacturer’s instructions.
(b) Apply mixture with a wet cross coat to yield a dry film thickness of 0.6 to 0.8 mils.
(c) Allow to air dry for two to four hours. (c) Allow to air dry for two to four hours.

(3) Apply Polyurethane Enamel Topcoat.
(a) Mix and apply in accordance with manufacturer’s instructions.

(b) Apply mixture with a wet cross coat to produce a dry film thickness of 1.5-2.0 mils.
(c) Allow to air dry per the manufacturer’s instruction.
8. COMMENTS

1. TITLE:
Nose Gear Torque Link Bolts and Fork Inspection
2. EFFECTIVITY

3. PURPOSE
To ensure structural integrity of the nose gear torque link bolts and nose gear fork.
A. Remove torque link bolts one at a time using the Model P337 Service Manual as a guide.
B. Inspect for bent bolts or worn bolts. Install serviceable bolts after the inspection. Refer to Figure 1.
C. Inspect the torque link bushings for excessive wear or deformation. Maximumnew clearance
between the NAS bushings in the torque link and the 0543000-9 clamp bushing is 0.002 inch. Use
0.004 inch clearance as a wear limit.
D. Inspect the fork for cracking along the forging parting line. Refer to Figure 1.

Nose Gear Section Not Allowed
Visual
Replace bent bolts or excessively worn bolts or bushings with new parts. A cracked fork is not
repairable, and must be replaced. Make other repairs in accordance with Section 16 of this manual.
Coordinate any repair not available in Section 16 with Cessna Customer Service prior to beginning
the repair.
8. COMMENTS

Nose Gear Torque Link Bolts and Fork

Figure 1 (Sheet 1)

1. TITLE:
Main Landing Gear Door Torque Tube, Link Arm and Door Hinge Inspection
2. EFFECTIVITY

3. PURPOSE
To ensure structural integrity of the main landing gear door torque tube and link arm.
A. Open the main landing gear doors.

B. Inspect the main landing gear torque tube and the arm from the actuator to the torque tube for
corrosion or cracking. Refer to Figure 1.
C. Inspect the door hinge for exfoliation corrosion. Refer to Figure 1.

Nose Gear Section Not Allowed
Visual
Replace bent bolts or excessively worn bolts or bushings with new parts. Remove corrosion by
sanding lightly. Replace the parts if 10% or more of the material thickness was removed. Make
other repairs in accordance with Section 16 of this manual. Coordinate any repair not available in
Section 16 with Cessna Customer Service prior to beginning the repair.
8. COMMENTS

Main Landing Gear Door Torque Tube, Link Arm and Door Hinge
Figure 1 (Sheet 1)

1. TITLE:
Cabin Door Mechanism Inspection
2. EFFECTIVITY

3. PURPOSE
To verify the integrity of the door hardware and operating mechanism.
A. Remove the door interior panel.

B. Visually inspect all shaft assemblies, rods, handles/knobs, pins, bushings, screws, and torque tubes
for cracks, corrosion, worn holes, and fatigue. Refer to Figure 1.
C. Install the door interior panel.

Interior of Cabin Door Not Allowed
Visual
If parts are cracked, repair or replace with new parts. Replace worn bearings. Remove all corroded
material. Replace corroded parts if 10% or more of the material thickness was removed during the
corrosion removal process. Repairs may be made in accordance with Section 16 of this manual.
Any repair not available in Section 16 should be coordinated with Cessna Customer Service prior to
beginning the repair.
8. COMMENTS

Upper Cabin Door Mechanism

Figure 1 (Sheet 1)G.3.6.

Upper Cabin Door Mechanism

Figure 1 (Sheet 2)

1. TITLE:
Rear Spar Carry-Thru Bulkhead Inspection
2. EFFECTIVITY
TYPICAL: INITIAL 12,000 Hours or 20 Years (NOTE)

SEVERE: INITIAL 6000 Hours or 20 Years (NOTE)

NOTE: See Note 1, Section 2-14-00.
3. PURPOSE
To ensure structural integrity of the rear spar carry-thru bulkhead structure.
A. Get access to the upper portion of the rear spar carry-thru bulkhead.
B. Inspect for cracks and buckles in the upper rear spar bulkhead channel, forward and aft webs. Refer
to Figure 1.

Cabin Interior Section Not Allowed
Visual
Replace damaged bulkhead with a new part, or contact Cessna Customer Services for a repair.
8. COMMENTS

Rear Spar Carry-Thru Bulkhead

Figure 1 (Sheet 1)

1. TITLE:
Door Opening Structure and Instrument Panel Attachments Inspection
2. EFFECTIVITY
TYPICAL: INITIAL 500 Hours

REPEAT 500 Hours
3. PURPOSE
To ensure the structural integrity of the pressurized structure..
A. Examine the outside skin on the left and right sides of the aircraft where the instrument panel is
attached. Inspect the rivet holes for cracks. Refer to Item 1, Figure 1.
B. Examine the forward doorpost around the lower latch for cracks in seal retainer or latch bracket.
Refer to Item 2, Figure 1.
C. Examine the forward doorpost around the upper latch for cracks in seal retainer or latch bracket.
Refer to Item 3, Figure 1.
D. Examine the rear doorpost around the lower latch for cracks in seal retainer or latch bracket. Refer
to Item 4, Figure 1.
E. Examine the rear doorpost around the upper latch for cracks in seal retainer or latch bracket. Refer
to Item 5, Figure 1.
F. Examine the outside skin just above the forward edge of upper door hinge, on cabin top. Examine
the hinge itself in the same area for cracks. Refer to Item 6, Figure 1.
G. Examine the pins and pin supporting structure on the lower door for cracks. Refer to Item 7, Fig. 1.

Cabin Section Not Allowed
Visual
Replace any cracked brackets. Replace any loose or sheared fasteners. Make repairs in accordance
with Section 16 of this manual. Coordinate any repair not available in Section 16 with Cessna
Customer Service prior to beginning the repair.
8. COMMENTS

Door Opening Structure and Instrument Panel Attachments

Figure 1 (Sheet 1)

Door Opening Structure and Instrument Panel Attachments

Figure 1 (Sheet 2)

1. TITLE:
Windshield Structure Inspection
2. EFFECTIVITY
TYPICAL: INITIAL 5000 Hours

REPEAT 2500 Hours
3. PURPOSE
A. Examine the 1513252 bulkhead at the base of the windshield for cracks in the outer bend radius and
inner flange. Examine especially at the sharpest radius of the part near the sides of the aircraft (left
and right sides). Refer to Item 1, Figure 1.

Visual
8. COMMENTS

Windshield Structure
Figure 1 (Sheet 1)

1. TITLE:
Pressurized Cabin Interior and Exterior Inspection
2. EFFECTIVITY
TYPICAL: INITIAL 10,000 Hours

REPEAT 5,000 Hours
3. PURPOSE
A. Examine the cowl deck skin for cracks at the left and right sides near the windshield. Refer to Item 1,
Figure 1.
B. Examine the cabin top formers and cabin skins between the forward wing spar and rear firewall
forcracks. Refer to Item 2, Figure 1.
C. Examine the forward face of the rear firewall at the junction with the cabin top. Examine especially
inthe bend radius area on the right and left side of the fuselage. Refer to Item 3, Figure 1.
D. Completely remove the interior and perform a complete visual interior and exterior pressure vessel
inspection.

Visual
8. COMMENTS

Pressurized Cabin Interior and Exterior

Figure 1 (Sheet 1)

1. TITLE:
Rear Doorpost Bulkhead Inspection
2. EFFECTIVITY
NOTE: Refer to Note 1, Section 2A-14-00.
3. PURPOSE
To ensure structural integrity of the rear doorpost structure.
A. Get access to the upper portion of the rear doorpost.
B. Inspect for cracks at approximately WL 78.75. This is approximately 3.75 inches below the top of the
upper doubler on the doorpost. Refer to Figure 1.
6. INSPECTION PROCEDURE
Visual
8. COMMENTS

Rear Doorpost Bulkhead

Figure 1 (Sheet 1)

1. TITLE:
Cabin Interior Skin Panels
2. EFFECTIVITY

REPEAT 5 Years
3. PURPOSE
To verify the integrity of the cabin skins, stringers, and frames under and around sound deadening
material.
A. Remove interior of airplane to gain access to inside skins, stringers, and frames. Remove sound
dampening material.
B. Visually inspect skin panels for corrosion. Particular attention should be given to inspection of panels
below windows, floor panels, and other areas where moisture could enter or accumulate.
C. Inspect interior surfaces of the door skins and structure for corrosion.
D. Inspect frames, stringers, and roof formers for corrosion.
E. Inspect cabin windows for integrity of the seal to preclude entry of water into cabin.
Cabin interior Not Applicable
Visual
A. If corrosion is found, remove corrosion by lightly sanding corroded area, taking care to remove as
little material as necessary to completely remove corrosion and remaining pits in skin.
B. Buff out sanding marks.
C. Assess remaining skin, stringer, or frame thickness by using an eddy current surface probe to
determine maximum material removed.
(1) If more than 0.004 inch of skin material has been removed from the local area, the area must be
repaired or replaced.
(2) If more than 10% of stringer or frame material has been removed from the local area, the area must
be repaired or replaced.
D. Clean and prime sanded areas.
E. Sound deadening material is for acoustic attenuation, and may be replaced or omitted at owner's
option.
8. COMMENTS
The thickness of the metal can be assessed using ultrasonic thickness testing.

1. TITLE
Strut Fitting Inspection
2. EFFECTIVITY
TYPICAL: INITIAL 12,000 Hours or 20 Years

REPEAT 2000 Hours or 5 Years
SEVERE: INITIAL 6000 Hours or 20 Years

3. PURPOSE
To check for cracks in wing strut and end fittings.
A. Remove the fairings.
B. If the flight hours meet or exceed the inspection compliance hours (above), proceed to Detailed
Strut Fitting Inspection.
C. Visual Strut Fitting Inspection

(1) Visually inspect the strut assemblies and attachment areas for cracks or corrosion. Refer to
Figure 1.
(a) If cracks or corrosion are found, proceed to Detailed Strut Fitting Inspection.
(b) If no cracks or corrosion are found, proceed to Post Inspection.
D. Detailed Strut Fitting Inspection

(1) Support the wing in accordance with the Model P337 Service Manual.
(2) Remove two 5/8 inch diameter main attach bolts and remove the strut. Refer to Figure 1.
NOTE: Because of the landing gear springs, the fuselage will move as the wing load is relieved. It
will be a trial and error process to find the wing jack load which will minimize the bolt load.
NOTE: Use a brass or nonmetallic hammer to start the bolt fromthe hole. Use a slide hammer with
a 5/8 inch diameter claw to complete the bolt removal.
(3) On the strut assembly:

(a) Conduct a bolt hole eddy current inspection for cracks at the attach hole on each end fitting.
Refer to Section 2-13-01, Nondestructive Inspection Methods and Requirements, Eddy
Current Inspection (Bolt Hole Inspection) for additional instructions.
(b) Conduct a surface eddy current inspection for cracks around each fastener and along the
exposed edges of the fitting. Refer to Section 2-13-01, Nondestructive Inspection Methods
and Requirements, Eddy Current Inspection (Surface Inspection) for additional instructions.
NOTE: Some fasteners are in recessed areas cut from the fitting. For these fasteners, do the
inspection along the edge of the recessed area rather than at the edge of the
fastener.

(4) On the wing attach fitting for the wing strut assembly:
(a) Conduct a bolt hole eddy current inspection for cracks of the attach hole. Refer to Section
2-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection
(Bolt Hole Inspection) for additional instructions.
(5) On the fuselage wing strut attach fitting:
(a) Conduct a bolt hole eddy current inspection for cracks of the attach hole. Refer to Section
2-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection
(Bolt Hole Inspection) for additional instructions.
(b) Conduct a surface eddy current inspection for cracks around each fastener and along the
exposed edges of the fitting. Refer to Section 2-13-01, Nondestructive InspectionMethods
and Requirements, Eddy Current Inspection (Surface Inspection) for additional instructions.
NOTE: Some fasteners are in recessed areas cut from the fitting. For these fasteners, do the
inspection along the edge of the recessed area rather than at the edge of the fastener.
(6) Install and tighten the attach bolts after the inspection is complete.
NOTE: A 5/8 diameter bullet or tapered drift is recommended to align the holes to install t he bolts.
Because of the close fit, a brass or nonmetallic hammer will expedite insertion of the bolt.
E. Post Inspection
(1) Install the fairings.
Under Strut Fairing Not Allowed
Visual and Eddy Current
For cracks in the strut I-beam, replace the strut. For corrosion in the I-beam, remove the corrosion.
Replace the strut if 10% or more of the material thickness was removed during the corrosion removal
process. For cracks or corrosion in the fitting, replace the fitting.
NOTE: Corrosion or cracks in the strut cover(s) can be repaired using conventional sheet metal
methods.
8. COMMENTS
This inspection replaces and supersedes CAP 57-10-00, Wing Strut and End Fitting.
This inspection should be coordinated with SID 57-41-01.

Strut Fitting
Figure 1 (Sheet 1)

1. TITLE
Seat Rails and Seat Rail Structure Corrosion Inspection
2. EFFECTIVITY

REPEAT 5 Years
3. PURPOSE
To verify the integrity of the seat rails.
A. Remove seats and carpet or mat as necessary to gain access to inspect seat rails and seat rail
base.
B. Visually inspect seat rails for corrosion.
(1) If adhesive, grime or debris are present, clean area to inspect around base.

Cabin Interior N/A
Visual
A. If corrosion is found, repair in accordance with the following:
(1) Clean and lightly sand corroded area to remove surface damage and pits.
(2) Buff out scratch marks.
(3) Reinspect area and assess amount of material removed.
(a) If thickness of flange has been reduced by 10% or more, rail must be replaced.
(b) A local flange reduction of 20% of thickness is acceptable where confined to one side of
extrusion, provided that the reduced area does not coincide with both seat pin hole and
fastener hole.
(c) If thickness of web is reduced by 10% or more, rail must be replaced.
(d) If local web reduction of 20% exceeds 1" in length, rail must be replaced.
(e) If bulb is reduced in thickness at seat pin hole by 5% or more, rail must be replaced.
(f) If bulb is reduced by more than 10% at areas between holes, rail must be replaced.
(4) Brush coat sanded areas with alodine.
B. Reinstall seat and check for proper operation. If removed material on bulb interferes with proper
operation of seat, replace rail.
8. COMMENTS
For extensive damage or conditions not addressed, contact Cessna Customer Service prior to

1. TITLE:
Horizontal Stabilizer and Attachments Inspection
2. EFFECTIVITY

NOTE: See to Note 1, Section 2-14-00
3. PURPOSE
To inspect horizontal stabilizer and attachments for signs of damage, fatigue or deterioration.
A. Remove elevator from airplane and open all stabilizer access panels.
B. Visually inspect elevator hinges for condition, cracks and security; hinge bolts, hinge bearings for
condition and security; bearings for freedom of rotation; attach fittings for evidence of damage,
wear, failed fasteners and security.
C. Visually inspect forward and aft stabilizer spars, ribs, and attach fittings for cracks, corrosion, loose
fasteners, elongated fastener attach holes and signs of fatigue and deterioration. Pay particular
attention to the skins at the location where stringers pass through ribs. Apply finger pressure at the
intersection to check for free play indicating a broken rib.
D. If corrosion or a frozen bearing is found in 4.B. or 4.C. above, conduct a surface eddy current
inspection for cracks of each elevator hinge attach fitting. Refer to Section 2-13-01, Nondestructive
Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection) for additional
instructions The inspection is for the aluminum structure outside of the bearing and the steel sleeve,
so set the instrument for aluminum.
E. Install elevator and install all previously removed access panels according to the Model P337
Service Manual.

Horizontal Tail Not Allowed
Visual, and Eddy Current.
Replace damaged bolts and nuts. Replace damaged fittings and small parts. Replace damaged or
loose rivets. Hinge bearings are prepacked with grease, which will eventually oxidize and harden after
years of service. Several applications of penetrating oil will help free up a stiff bearing. Repairs may be
made in accordance with Section 16 of this manual. Any repair not available in Section 16 should be
coordinated with Cessna Customer Service prior to beginning the repair.
8. COMMENTS
This inspection supersedes and replaces CAP 55-10-00, Horizontal Stabilizer Inspection and CAP
55-10-01, Horizontal Stabilizer Spars and Attachments.
Coordinate this inspection with SID 55-30-01.

1. TITLE:
Vertical Stabilizer, Rudder and Attachments Inspection
2. EFFECTIVITY

NOTE: See to Note 1, Section 2A-14-00.
3. PURPOSE
To inspect vertical stabilizer, rudder and attachments for signs of damage, cracks or deterioration.
A. Remove rudders from airplane and open all stabilizer access panels.
B. Visually inspect rudder hinges for condition, cracks and security; hinge bolts, hinge bearings for
condition and security; bearings for freedom of rotation; attach fittings for evidence of damage,
wear, failed fasteners and security. Refer to Figure 1.
C. Inspect forward and aft vertical stabilizer spars, ribs, and attach fittings for cracks, corrosion, loose
fasteners, elongated fastener attach holes and signs of fatigue and deterioration.
D. Inspect rudders for deterioration resulting from fatigue, wear, overload, wind damage, and corrosion.
E. Inspect the skins, spars, and ribs, for cracks, corrosion and working fasteners. Pay attention to the
upper end of the rudder spar at the attachment of the upper rib to the spar, and in the ribs at WL
76.80 and WL 112.90. The rudder tip must be removed to inspect the ribs. Refer to Figure 1.
F. If corrosion or a frozen bearing is found in step 4.B. above, conduct a surface eddy current
inspection for cracks of each rudder hinge attach fitting. Refer to Section 2-13-01, Nondestructive
instructions. The inspection is for the aluminum structure outside of the bearing and the steel
sleeve, so set the instrument for aluminum.
G. Install rudder and install all previously removed access panels in accordance with the Model P337
Service Manual.
Vertical Fin, Rudder and Fin Attachment Not Allowed
Visual with Eddy Current .
Replace damaged bolts and nuts. Replace damaged fittings and small parts. Replace damaged or
loose rivets. Hinge bearings are prepacked with grease, which will eventually oxidize and harden
after years of service. Seized bearings must be replaced. Repairs may be made in accordance with
Section 16 of this manual. Any repair not available in Section 16 should be coordinated with Cessna
8. COMMENTS
This inspection supersedes and replaces CAP 55-30-00, Vertical Stabilizer Spars and Attachments,
and CAP 55-30-01, Rudder Hinges and Fittings.

Vertical Stabilizers, Rudders and Attachments

Figure 1 (Sheet 1)

1. TITLE:
Vertical Stabilizer, Rudder and Attachments Inspection
2. EFFECTIVITY

NOTE: See to Note 1, Section 2-14-00.
3. PURPOSE
To ensure the structural integrity of the Horizontal Stabilizer Attach Fitting Structure..
A. Visually inspect the horizontal stabilizer left and right attach fittingsfor cracks or corrosion. Refer to
Figure 1.
Horizontal Stabilizer Not Allowed
Visual.
Replace cracked or corroded fittings.
8. COMMENTS

Horizontal Stabilizer Attach Fitting

Figure 1 (Sheet 1)

1. TITLE:
Pilot and Copilot Windshield Attach Hole Inspection
2. EFFECTIVITY

3. PURPOSE
To inspect the acrylic windshield for cracks and make sure the rubber sleeves are properly installed
and in good condition for the protection of the windshield from direct contact with the attaching
fasteners.
A. Visually inspect the windshield for cracks around the attaching fasteners and make sure the sleeves
are properly installed and are in good condition.
B. Perform an optical prism inspection of the windshield for voids or cracks near the fastener holes in
the acrylic windshield.
(1) Clean the windshield in accordance with Section 2 of this manual.
(2) Fabricate an optical prism according to figure 1, or obtain Part Number 6580000-1 from Cessna.
Refer to Figure 1.
(3) Apply couplant to the windshield near the inspection area.
NOTE: Couplant is identified as Ultragel II, available from SONOTECH, Inc., 774 Marine Drive,
Bellingham, WA 98225. Equivalent products can be used.
(4) Couple the prism to the windshield. Refer to Figure 2.

(5) Illuminate the prism with a light source at an angle of 30 to 60 degrees. Refer to Figure 4.
(6) Inspect the fastener holes by moving the prism toward and away from the fastener holes to get a
clear view of the entire hole.
(7) The image of an undamaged hole will appear as a frosty cylinder.
(8) The image of a fastener hole with a crack will appear as a frosty cylinder with a frosty or
reflective ear extending from the hole. The image of a crack from one fastener to another will
appear as a frosty irregular surface. Refer to Figure 3.
(9) Clean the windshield in accordance with Section 2 of this manual.
Fuselage Not Allowed
Visual and Optical Prism

The acrylic windshield is to be replaced every 15,000 hours, so do not conduct this inspection if the
airplane has 15,000 flight hours (see SID 56-10-02). Refer to Section 3 of this manual for instructions
on removing and replacing the windshield. Repairs can be made in accordance with Section 16 of this
manual. Any repair not available in Section 16 should be coordinated with Cessna Customer Service
prior to beginning the repair.
8. COMMENTS
Improperly installed or deteriorated sleeves, that allow the fasteners to have direct contact with the
windshield, can create cracks. This could ultimately cause the windshield to fail in flight while the
airplane is pressurized.

Locally Fabricated Prism

Figure 1 (Sheet 1)

Prism Refraction
Figure 2 (Sheet 1)

Windshield Attach Holes

Figure 3 (Sheet 1)

Prism Illumination
Figure 4 (Sheet 1)

1. TITLE:
Acrylic Windshield and Windows
2. EFFECTIVITY
ALL USAGE: INITIAL 15,000 Hours

REPEAT 15,000 Hours
3. PURPOSE
To make sure that the life limited acrylic windshield and windows are removed from service in
accordance with the replacement time schedule.
A. Verify the windshield and window replacement. Refer to Item 1, Figure 1.
Fuselage Not Allowed
Visual.
The acrylic windshield and windows are to be replaced every 15,000 hours. Refer to Section 3 of this
manual for instructions on removing and replacing the windshield.
8. COMMENTS

Acrylic Windshield and Windows

Figure 1 (Sheet 1)

1. TITLE:
Wing Leading Edge Root Rib
2. EFFECTIVITY

REPEAT 5 Years
3. PURPOSE
To verify the integrity of the Wing Leading Edge Root Ribs..
A. Remove the leading edge fairing.

B. Visually inspect inboard of leading edge root ribs at WS 23.00 for corrosion.
C. Remove the inspection cover outboard of WS 23.00 in leading edge.
D. Visually inspect outboard side of leading edge root ribs at WS 23.00 for corrosion.
E. Repair any corroded areas in accordance with Paragraph 7, Repair/Modification.
F. Install the leading edge fairing and inspection cover.

Leading Edge Root Rib N/A
Visual
A. If corroded, sand corroded area lightly to remove corrosion. If corrosion is found on the outboard
side of the rib, it may be necessary to provide additional access in the leading edge skin. Contact
Cessna Customer Service for instructions for cut and repair.
B. Clean area thoroughly to assess remaining thickness.
C. If more than 20% of the thickness has been removed in any area, replace the rib. Up to 20% is
acceptable if confined to an area of 2 inches or less in length, and less than one square inch in
area.
D. Brush coat sanded areas with alodine.
E. Replace fairing. If the leading edge skin has been cut for access, repair in accordance with Cessna
Customer Service instructions.
8. COMMENTS

1. TITLE:
Wing Lower Skin and Stringers Inspection
2. EFFECTIVITY

3. PURPOSE
To ensure structural integrity of the wing lower skin.
A. Remove the upper skin panels outboard of WS 66.00 and the fuel tanks according to the Model
P337 Service Manual.
B. Conduct an eddy current inspection of the lower wing skin stringers that are outboard ofWS 66.00
and located beneath the fuel tanks. Refer to Figure 1. Refer to Section 2-13-01, Nondestructive
instructions.
C. Install the fuel tank and upper wing skins according to the Model P337 Service Manual.

Lower Skin Under Fuel Tank Not Allowed
Eddy Current
Repairs may be made in accordance with Section 16 of this manual. Any repair not available in
Section 16 should be coordinated with Cessna Customer Service prior to beginning the repair.
8. COMMENTS

Wing Lower Skin and Stringers

Figure 1 (Sheet 1)

1. TITLE:
Wing Lower Skin and Spar Caps Inspection
2. EFFECTIVITY
TYPICAL: INITIAL 5,000 Hours

REPEAT 500 Hours
SEVERE: INITIAL 3,000 Hours
REPEAT 300 Hours
3. PURPOSE
To ensure structural integrity of the wing lower skin, spar caps and stringers.
A. Support wing and tail booms.

B. Turn fuel selector to AUX. FUEL or OFF.
C. Remove the auxiliary fuel tank bay cover from the upper surface between the boom and wing root.
D. Remove wing strut fairing and the upper wing strut cuff.
E. If auxiliary fuel tanks are installed, do the steps that follow:
(1) Drain auxiliary fuel tank in each wing at drain near wing root.
(2) Remove the rectangular inspection plate from the lower wing skin between the wing root and
auxiliary fuel tank drain and disconnect the fuel line on the inboard side of the auxiliary fuel tank.
(3) Remove the auxiliary fuel tank gage transmitter cover from the upper wing surface.
(4) Disconnect the fuel vent on the outboard side of the auxiliary fuel tank.
(5) Disconnect auxiliary fuel tank fuel gage transmitter wiring.
(6) Disconnect the two auxiliary fuel tank retaining straps and remove the fuel tank.
F. Do a bolt hole eddy current inspection of the front spar cap. Refer to Section 2-13-01,
Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Bolt Hole
Inspection) for additional instructions.
NOTE: The area to be inspected is immediately outboard of the wing-strut attachment. Two NAS
221 screws and the jack point must be removed one at a time for the inspection. Figure 1
shows the location of the two NAS 221 screws and the jack point bolt. The NAS 221 screws
secure the outboard edge of the boom, the lower wing skins and a doubler plate. Figure 2 is
a cross sectional view of the section. Figure 3 is an exploded view showing the relationship
of the lower spar cap to the other parts at the strut attachment.
(1) To get access to the nut and washer on the forward screw, reach through the opening in the
boom, obtained by removal of the strut cuff, and the inspection hole in the wing skin on the
forward side of the strut attachment.
G. Remove the upper skin panels outboard of WS 66.00 by removing screws around the outer edge of
the panel and around the filler openings.
H. Remove the fuel tank in accordance with the Model P337 Service Manual.
I. Do a surface eddy current inspection of each wing for cracks at the lower rear spar caps and the
lower front spar caps. Refer the Section 2-13-01, Nondestructive Inspection Methods and
Requirements,
Eddy Current Inspection (Surface Inspection) for additional instructions.

Wing Strut Attachment Area (Strut Cuff Removed)

Figure 1 (Sheet 1)

Lower Spar Cap at Fasteners

Figure 2 (Sheet 1)

Front Wing Spar Jack Point Area

Figure 3 (Sheet 1)

1. Examine the front lower spar cap around each fastener accessible from the fuel bay for a
distance of 3 inches outboard from the rib at WS 66.00. Examine the aft edge of the front spar
cap for the same distance. Examine the radius between the horizontal flange and the vertical
flange of the spar cap for the same distance.
2. Examine the rear lower spar cap around each fastener accessible from the fuel bay for a distance
of 3 inches outboard from the rib at WS 66.00. Examine the forward edge of the rear spar cap for
the same distance. Examine the radius between the horizontal flange and the vertical flange of
the spar cap for the same distance.
J. Remove the wing root access panels and wing root fairings.
K. Visually inspect the corner radii of both spar webs and web doublers for cracks in the noted
areas. Refer to Figure 4.
L. Install the items removed for inspection.

Lower Skin Under Fuel Tank Not Allowed
Eddy Current
Replace any cracked parts. If corroded, sand area lightly to remove corrosion. If more than 10% of the
thickness has been removed in any one area, replace the part.
8. COMMENTS

Front Spar Assembly

Figure 4 (Sheet 1)

1. TITLE:
Wing Fuselage Attach Fittings Inspection
2. EFFECTIVITY

SEVERE: INITIAL 6000 Hours or 20 Years
3. PURPOSE
To eddy current inspect primary load path of forward and aft spar fittings.
A. Remove the wing strut and the upper wing strut cuff fairings.
B. If the flight hours meet or exceed the inspection compliance hours (above), proceed to Detailed
Attach Fitting Inspection.
C. Visual Attach Fitting Inspection
(1) Visually inspect the attachment areas for cracks or corrosion. Refer to Figure 1.
(a) If cracks or corrosion are found, proceed to Detailed Attach Fitting Inspection.
(b) If no cracks or corrosion are found, proceed to Post Inspection.
D. Detailed Attach Fitting Inspection
(1) Support the wing and boom structure with two jacks to minimize the loads in the front and rear
spar attach points.
NOTE: Because of the landing gear springs, the fuselage will move as the wing and boom load
is relieved. It will be a trial and error process to find the wing and boom jack loads which
will minimize the bolt load. The same jack load will probably not be appropriate for both
bolts
(2) Remove a 9/16 inch diameter front spar attach bolt and a 3/8 inch diameter rear spar attach bolt
(one at a time, replace the first before removing the second) and conduct a bolt hole eddy
current inspection for cracks the wing attachment hole. Refer to Section 2-13-01, Nondestructive
Inspection Methods and Requirements, Eddy Current Inspection (Bolt Hole Inspection) for
additional instructions.
NOTE: Use a brass or nonmetallic hammer to start the bolt fromthe hole. Use a slide hammer
with a 9/16 or 3/8 inch diameter claw to complete the bolt removal.
(3) Visually inspect the area around the bolts for deformation of wing attachment holes. Check for
surface cracks or surface corrosion in the vicinity of the bolts.
(4) Replace and tighten the wing attach bolts nuts after the inspection.
NOTE: An appropriate diameter bullet or tapered drift is recommended to align the holes to install
the bolts. Because of the close fit, a brass or nonmetallic hammer will expedite insertion of
the bolt.
E. Post Inspection
(1) Install the wing strut and the upper wing strut cuff fairings.

Wing Attachment Area Not Allowed
Replace cracked or corroded fittings. Replace damaged, deformed or corroded bolts. Repairs may
be made in accordance with Section 16 of this manual. Any repair not available in Section 16 should
be coordinated with Cessna Customer Service prior to beginning the repair.
8. COMMENTS
This inspection supersedes and replaces CAP 57-10-01, Wing Fuselage Attach Fittings.
This inspection is similar to SID 53-41-01 and should be coordinated with it.


Figure 1 (Sheet 1)


Figure 1 (Sheet 2)

1. TITLE:
Tailboom Structure and Boom Attachment Areas Inspection
2. EFFECTIVITY
ALL USAGE: INITIAL 20 Years (NOTE)

REPEAT 5 Years (NOTE)
3. PURPOSE
To ensure structural integrity of boom attachment.
A. Remove access panels from inboard side of booms. Refer to Figure 1.

B. Use a borescope to examine the lower, inside surface of the boom from the front (wing boom
support structure) end of the boom to the aft (vertical fin attachment ) end of the boom for corrosion.
C. Examine the screws, nutplates and collar areas at both ends of the boom for corrosion.
D. If corrosion is found:
(1) Remove the empennage.
(2) Remove tail boom.
(3) Inspect the boom attachment to wing for corrosion.
(4) Inspect the attachment bolts for corrosion and security.
(5) Upon completion, install the boom and empennage.
Wings - Boom Attachment Not Allowed
Visual
If bolts are corroded, replace bolts. Clean corrosion from structure by sanding lightly. Repairs may
be made in accordance with Section 16 of this manual. Any repair not available in Section 16 should
be coordinated with Cessna Customer Service prior to beginning the repair.
8. COMMENTS

Tailboom Structure and Boom Attachment Areas

Figure 1 (Sheet 1)

1. TITLE:
Aileron Support Structure Inspection
2. EFFECTIVITY
ALL USAGE: INITIAL 10,000 Hours or 20Years (NOTE)

3. PURPOSE
To ensure structural integrity of the Aileron Support Structure.
A. Remove the ailerons in accordance with the Model P337 Service Manual.
B. Visually inspect the aileron hinges for condition, cracks and security; hinge bolts, for condition and
security; hinge bearings for condition, security and freedom of rotation; hinge and pushrod attach
fittings for evidence of damage, wear, failed fasteners and security. Refer to Figure 1.
C. Inspect aileron hinge fittings for cracks using surface eddy current. Refer to Section 2-13-01,
Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface
Inspection) for additional instructions.
NOTE: The inspection is for the aluminum structure outside of the bearing and the steel sleeve, so
set the instrument for aluminum.
D. Install the ailerons in accordance with Model P337 Service Manual.

Wings Not Allowed
Replace any damaged or cracked fittings. Replace damaged hinge bolts. Replace loose, corroded
or excessively tight bearings. Repairs may be made in accordance with Section 16 of this manual.
8. COMMENTS

Aileron Support Structure

Figure 1 (Sheet 1)

1. TITLE
Flap Tracks Inspection
2. EFFECTIVITY
CORROSION SEVERITY INSPECTION COMPLIANCE

REPEAT 5 Years
3. PURPOSE
To ensure the integrity of the flap tracks.
A. Visually inspect the inboard and outboard flap tracks for exfoliation corrosion, particularly along
exterior edges and edges of roller tracks.

Flap Tracks Not Allowed
Visual
Replace damaged flap tracks
8. COMMENTS

1. TITLE:
Front Engine Mount Inspection
2. EFFECTIVITY

REPEAT 5,000 Hours or At Engine Overhaul
3. PURPOSE
To ensure the structural integrity of the front engine mount.
A. Remove the front engine cowling, front engine, and sufficient accessories to allow removal of the
engine.
B. Conduct a visual inspection of the complex bends of the fittings to which the rubber biscuits attach.
C. Conduct a visual inspection of the vertical attachment of the aft mount supports to the tunnel, both
within the tunnel and outside of the tunnel.
E. Replace the engine, previously removed accessories, and the forward engine cowling.
Under Front Cowl Not allowed
Visual
Repairs may be made in accordance with Section 16 of this manual. Any repair not available in
Section 16 listed above should be coordinated with Cessna Customer Service prior to beginning the
repair.
8. COMMENTS

1. TITLE:
Rear Engine Mount Inspection
2. EFFECTIVITY

REPEAT 5,000 Hours or At Engine Overhaul
3. PURPOSE
To ensure the structural integrity of the front engine mount.
A. Remove the aft engine cowling, rear engine, and sufficient accessories to allow removal of the
tubular engine mount.
B. Remove the tubular engine mount.
C. Conduct a magnetic particle inspection for cracks in the welds of the tubular engine mount and three
inches on either side of the welds. Refer to Section 2-13-01, Nondestructive Inspection Methods
and Requirements, Magnetic Particle Inspection, for additional instructions.
D. Replace the tubular engine mount, engine, previously removed accessories, and the aft engine
cowling.

Under Front Cowl Not allowed
Fluorescent Magnetic Particle
Repair any cracks by rewelding. Prior to welding, locate either a drive pin or a hole welded shut in
the tube to be welded. Open the hole prior to welding. After welding, while the welded area is still
hot, introduce 3cc of unboiled Linseed oil, or 6cc of corrosion preventative compound conforming to
MIL-PRF-81309, through the hole and reseal it using the same method as was used in the original
fabrication. The engine mount is not heat treated after fabrication, so no processing after welding
is required. Repairs may be made in accordance with Section 16 of this manual. Section 16 also
describes tubes which MUST be replaced in their entirety rather than being repaired. Any repair not
available in Section 16 listed above should be coordinated with Cessna Customer Service prior to
8. COMMENTS
This is a complex and involved inspection. It is recommended that the inspection be coordinated
with an engine overhaul, even if the time does not exactly agree with inspection hours. Recurring
inspections will be satisfied by inspections at engine overhaul. The initial inspection must be
completed by June 1, 2014.

CAPITULO “K” EXPANDED MAINTENANCE SECCION 2-20-01
Regresar al Indice
CAPITULO “K”
SECCION - 2-20-01
EXPANDED MAINTENANCE
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: K - 0

EXPANDED MAINTENANCE
1. CONTROL CABLES
A. The chromium nickel steel wire is helically twisted into strands and the strands laid about other
strands forming the flexible steel cable. The diameter of the cable is determined by the number of
wires and the number of strands in the cable.
(1) Construction of Cables
(a) Cable diameter, 1/32 inch, 3 by 7 construction - Cable of this construction shall consist of three
strands of seven wires each. There shall be no core in this construction. The cable shall have a
length of lay of not more than eight times nor less than five times the nominal cable diameter.
(b) Cable diameter, 1/16 inch and 3/32 inch, 7 by 7 construction - Cable of this construction shall
consist of six strands of seven wires each, laid around a core strand of seven wires.
The cable shall have a length of lay of not more than eight times nor less than six times the
nominal cable diameter.
(c) Cable diameter, 1/8 inch through 3/8 inch, 7 by 19 construction - Cable of this construction
shall consist of six strands laid around a core strand. The wire composing the seven individual
strands shall be laid around a central wire in two layers. The single core strand shall consist of
a layer of 6 wires laid around the central wire in a right direction and a layer of 12 wires laid
around the 7 wire strand in a right direction. The 6 outer strands of the cable shall consist of a
layer of 6 wires laid around the central wire in a left direction and a layer of 12 wires laid
around the 7 wire strand in a left direction.
(d) Lubrication - A pressure type friction preventative compound, having noncorrosive properties,
is applied during construction as follows:
• Friction preventative compound is continuously applied to each wire as it is formed into a
strand so that each wire is completely coated.
• Friction preventative compound is continuously applied to each strand as it is formed into a
cable so that each strand is completely coated.
(e) Definitions - The following definitions pertain to flexible steel cable:
• Wire - Each individual cylindrical steel rod or thread shall be designated as a wire.
• Strand - Each group of wires helically twisted or laid together shall be designated as a strand.
• Cable - A group of strands helically twisted or laid about a central core shall be designated as
cable. The strands and the core shall act as a unit.
• Diameter - The diameter of cable is the diameter of the circumscribing circle.
• WireCenter-The center of all strands shall be an individual wire and shall be designated as a
wire center.
• Strand Core - A strand core shall consist of a single straight strand made of preformed wires,
similar to the other strands comprising the cable in arrangement and number of wires.
• Preformed Type - Cable consisting of wires and strands shaped, prior to fabrication of the
cable, to conform to the form or curvature which they take in the finished cable, shall be
designated as preformed types.
• Lay or Twist - The helical form taken by the wires in the strand and by the strands in the cable
is characterized as the lay or twist of the strand or cable respectively. In a right lay, the wires
or strands are in the same direction as the thread on a right screw and for a left lay, they are
in the opposite direction.
• Pitch(or length of lay) - The distances, parallel to the axis of the strand or cable, in which a
wire or strand makes one complete turn about the axis, is designated as the pitch (or length
of lay) of the strand or cable respectively.

B. Inspection of Cable System

NOTE: For tools and equipment used in checking and rigging, refer to the appropriate sections of
this Manual.
(1) Routing
(a) Examine cable runs for incorrect routing, fraying and twisting. Look for interference with adjacent
structure, equipment, wiring, plumbing and other controls.
(b) Check cable movement for binding and full travel. Observe cables for slack when moving the
corresponding controls.
(2) Cable Fittings
(a) Check swaged fitting reference marks for an indication of cable slippage within the fitting.
Inspect the fitting for distortion, cracks and broken wires at the fitting.
(b) Check turnbuckles for proper thread exposure. Also, check turnbuckle locking clip or safety wire.
(3) Inspection of Control Cable.
(a) The control cable assemblies are subjected to a variety of environmental conditions and forms of
deterioration that ultimately may be easy to recognize as wire/strand breakage or the not-so-
readily visible types of corrosion and/or distortion. The following data will aid in detecting an
unserviceable cable condition:
(b) Broken Wire
1 Examine cables for broken wires by passing a cloth along the length of the cable.
This will detect broken wires, if the cloth snags on the cable. Critical areas for wire breakage
are those sections of the cable which pass through fairleads, across rub blocks and around
pulleys. If no snags are found, then no further inspection is required. If snags are found or
broken wires are suspected, then a more detailed inspection is necessary, which requires that
the cable be bent in a loop to confirm the broken wires. Refer to Figure 1 for an example.
Loosen or remove the cable to allow it to be bent in a loop as shown. Refer to Table 1 for bend
diameter criteria.
While rotating cable, inspect the bent area for broken wires.
Table 1. Loop and Coil Diameter Criteria
Cable Diameter Smallest Allowable Smallest Allowable

Loop Diameter (Loop Inside Diameter of Coil
Test) (Cable Storage)
1/32 Inch 1.6 Inch 4.7 Inch

1/16 Inch 3.2 Inch 9.4 inch
2 Wire breakage criteria for the cables in the flap, aileron, rudder and elevator systems are as
follows:
a Individual broken wires are acceptable in primary and secondary control cables at random
locations when there are no more than three broken wires in any given 10-inch (0.254 m)
cable length.
3 Corrosion
a Carefully examine any cable for corrosion that has a broken wire in a section not in
contact with wear producing airframe components, such as pulleys, fairleads, rub
blocks, etc. It may be necessary to remove and bend the cable to properly inspect it
for internal strand corrosion, as this condition is usually not evident on

Cable Broken Wires and Pulley Wear Patterns

Figure 1 (Sheet 1)

Cable Broken Wires and Pulley Wear Patterns

Figure 1 (Sheet 2)

the outer surface of the cable. Replace cable if internal corrosion is found. For
description of control cable corrosion, refer to Section 16, Corrosion Prevention
and Control Program.
b Areas conducive to cable corrosion are below the refreshment center, in the
wheel well, and in the tailcone. Also, if a cable has been wiped clean of
its corrosion preventative lubricant and metal-brightened, the cable must be
examined closely for corrosion.
(4) Pulleys
(a) Inspection of Pulleys
1 Inspect pulleys for roughness, sharp edges and presence of foreign material embedded in
the grooves. Examine pulley bushings or bearings to ensure smooth rotation, freedom
from flat spots and foreign material.
2 Periodically rotate pulleys, which turn through a small arc, to provide a new bearing
surface for the cable.
3 Check pulley alignment. Check pulley brackets and guards for damage, alignment and
security. Various failures of the cable system may be detected by analyzing pulley
onditions. Refer to Figure 1 for pulley wear patterns; these include such discrepancies as
too much tension, misalignment, pulley bearing problems and size mismatch between
cable and pulley.
(5) Cable Storage

(a) Cable assemblies shall be stored straight or in a coil. When stored in coil form, the coil
inside diameter shall not be less than 150 times the cable diameter or bent in a radius of
not less than 75 times the cable diameter. Refer to Table 1 for coil diameter criteria. Coils
shall not be flattened, twisted or folded during storage. Storage requirements shall apply
until the cable is installed in its normal position in the airplane. If only a part of the cable is
installed in an assembly, cable storage requirements apply to the uninstalled portion of the
cable.
(6) Flight Control Cable Inspection
(a) General Information
WARNING: If the flight control cable system(s) are removed,

disconnected or cable section(s) are replaced, make sure
that all rigging, travel checks, cable tensions and control
surface checks are done in accordance with the procedures
in the appropriate section for the affected flight control
system.
NOTE: Flight control cable inspections are normally performed without removing or
disconnecting any part of the flight control system. However, it may be necessary to
derig or remove the cable to get access to the entire cable.
(b) Cable Inspection Procedure

1 Each flight control cablemust be visually inspected along its entire length for evidence of
broken wires, corrosion, fraying or other damage. Visual inspection may be via direct
sight, mirror and flashlight or borescope.
2 Visually check for proper routing along entire length of cable. Make sure that cables,
pulleys, attaching sectors and bell cranks are free and clear of structure and other
components
NOTE: Some systems use rub blocks, it is permissible for control cables to rub against
these blocks.

3 Each flight control cable will be physically inspected, by passing a cloth along the entire
cable. Pay particular attention at all pulley, fairlead, bulkhead seal locations and other
locations where the cable may be subject to chafing or wear.
NOTE: It may be necessary to have a second person move the flight control system
being inspected to ensure that the entire cable run in an affected area is
checked.
4 Any flight control cable which snags the cloth due to broken wires is to be slackened (if
not previously slackened) and a loop test performed to identify number and location of
individual broken wires (refer to Inspection of Control Cable). Wire breakage criteria is as
follows for all cable systems:
a Individual broken wires are acceptable in any cable provided that no more than three
individual wires are broken in any given ten-inch (0.254 m) cable length. If number of
individual broken wires cannot be determined, cable is to be rejected.
Any amount of cable or wire wear is acceptable, provided the individual broken wire
criteria is met.
b Reject any cable if corrosion is found which appears to have penetrated into interior
of cable. If extent of corrosion cannot be determined, cable is to be rejected.
5 Inspect all cable termination fittings (clevises, turnbuckles, anchors, swagged balls, etc.)
for security of installation, proper hardware and evidence of damage.
a All turnbuckles are required to be secured. Safety wire or prefabricated clips are
acceptable.
6 Inspect cable pulleys.

a Inspect all pulleys for security of installation, evidence of damage and freedom of
rotation.
b Pulleys which do not rotate with normal cable movement due to internal bearing
failure are to be rejected.
c Pulleys with grooving etc., due to normal in-service use, are deemed serviceable, as
long as overall function is not impaired.
7 Restore cable system as required following cable teardown (if performed).

a Tension tasks and other tasks specific to individual systems are described under
applicable individual tasks.
b Any flight control cable system which has been torn down requires a flight control
rigging check prior to release of airplane for flight.
2. MAIN LANDING GEAR ACTUATOR
A. Themain landing gear actuator is fabricated from a 2014-T6 Aluminum forging. The machined
forging contains several machined 4130 steel parts.
B. Refurbishment of the Main Landing Gear Actuators
NOTE: This procedure assumes the actuator has been removed from the airplane. Refer to Section 5
for removal instructions.
(1) Disassemble the actuator. This includes:
(a) If the sector gear is included, remove it.
(b) Remove the cap on the cylinder by: Removing the set screw and using a spanner wrench
with 1.75 inch spacing on 0.25 inch pins.
(c) Remove the seals from under the cap.
(d) Remove the plastic cap from the opposite end of the actuator.
NOTE: It snaps into place, so no tools are needed to remove it.

(e) Use a drift and dead blow hammer to remove the piston.
(f) Remove the seals that sealed the piston rod from the actuator body.
(g) Remove the backup roller by pressing the bearings through the actuator body.
NOTE: The hole is 0.624 inch, so use an arbor slightly smaller than 0.624 inch.
(2) Clean the actuator.
NOTE: If penetrant inspection is to be used, the part must be free from grease or oily film. If
eddy current is to be used the part must be clean, but not necessarily oil free.
(3) Inspect the actuator for cracks, using penetrant or Eddy current. Refer to Section 2-13-01
Nondestructive InspectionMethods and Requirements, for additional instructions. Pay particular
attention to:
(a) The area adjacent to the three 0.25 inch or 0.31 inch attach holes.
(b) The roller bearing hole for 0.624 inch diameter.
(c) The sharp edge between the 2.28 inch diameter sector gear hole and the 1.0 inch piston rod
hole, and the 1.0 inch piston rod hole and the 0.624 inch backup roller hole.
1 If SEB01-2 has not been complied with, i.e., if the edges listed above are as machined,
perform the rework specified by SEB01-2 as follows:
a Use fine grit emery cloth (600 grit) to polish the edges of the two holes listed above, so
there are no sharp edges or tool marks that can be felt with a fingertip.
b Flush the actuator body after the rework is complete.
(d) Replace any housings showing crack indications.
(4) Inspect the backup roller.
NOTE: The new and wear diameter is 0.4375 inch, +0.0000 or -0.0005 inch.
(a) Replace any worn rollers.
(5) Inspect the piston rod opposite the rack gear by installing the rack on 0.288 inch diameter rods.
(a) With the rods on a surface plate, set a dial indicator to zero.
NOTE: Variation in reading must not exceed +0.002 or -0.002 inch when the back side of the
rack is swept with the gage.
(6) Measure over the rod to the back side of the rack. The measurement must be 0.5016 to 0.5076
inch.
(7) If the rack or gear teeth are worn beyond limits, replace the piston.
(8) Assemble the actuator by reversing the disassembly order.
NOTE: Refer to the Illustrated Part Catalog (IPC) for detailed part numbers.
(a) Check the backup roller bearing for a 0.6250/0.6255 inch outside diameter.
1 Replace the deformed or damaged bearings.
(b) Grease backup roller bearings with MIL-G-23827A or MIL-G-18709 grease.
NOTE: New bearings are prepacked with grease.
(c) Press one bearing flush with the housing with the closed end out. Install the roller and press
the other bearing into place.
(d) Install rod seals in the actuator housing.

(e) Install packings and ring on the piston.

1 Assemble packings, lubricated with a filmof petrolatumVV-P-236, hydraulic fluidMIL H-
5605, or Dow Corning DC-7.
(f) Install the piston in the actuator body.
(g) Lubricate piston rack gears with MIL-G-21164C lubricant.
CAUTION: Apply lubricant sparingly. Over-greasing might contaminate the

hydraulic cylinder with grease, which might work past the
packing.
(h) Install back up ring and packing on end cap.

(i) Install end cap into cylinder and tighten it with a spanner until the cap is flush with the end
of the cylinder.
(j) Install and tighten the set screw in the cylinder cap.
(k) Install the cap over the rack on the other end of the actuator.
(l) If the actuator was supplied with a sector, install it.
CAUTION: Cessna has built at least five different sectors. The Part Numbers
are 1281004-1, 1281012-1, 1298106-1, 9882002-2, and
9882002-3. 12XXXXX series sectors are not compatible with
98XXXXX series sectors.

CAPITULO “L” CORROSION PREVENTION SECTION 2-30-00
Regresar al Indice
CAPITULO “L”
SECCION - 2-30-00
CORROSION PREVENTION
AND
CONTROL PROGRAM
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: L - 0

CORROSION PREVENTION AND CONTROL PROGRAM
1. INTRODUCTION
A. As the airplane ages, corrosion occurs more often, while, at the same time, other types of damage
such as fatigue cracks occur. Corrosion can cause damage to the airplane's structural integrity
and if it is not controlled, the airframe will carry less load than what is necessary for continued
airworthiness.
(1) To help prevent this, we started a Corrosion Prevention and Control Program (CPCP). A
CPCP is a system to control the corrosion in the airplane's primary structure. It is not the
function of the CPCP to stop all of the corrosion conditions, but to control the corrosion to a
level that the airplane's continued airworthiness is not put in risk.
B. Complete the initial CPCP inspection in conjunction with the first SID inspection.
2. CORROSION PREVENTION AND CONTROL PROGRAM OBJECTIVE

A. The objective of the CPCP is to help to prevent or control the corrosion so that it does not cause a
risk to the continued airworthiness of the airplane.
3. CORROSION PREVENTION AND CONTROL PROGRAM FUNCTION

A. The function of this document is to give the minimum procedures necessary to control the
corrosion so that the continued airworthiness is not put in risk. The CPCP consists of a Corrosion
Program Inspection number, the area where the inspection will be done, specified corrosion levels
and the compliance time. The CPCP also includes procedures to let Cessna Aircraft Company
and the regulatory authorities know of the findings and the data associated with Level 2 and Level
3 corrosion.
This includes the actions that were done to decrease possible corrosion in the future to Level 1.
B. Maintenance or inspection programs need to include a good quality CPCP. The level of corrosion
identified on the Principal Structural Elements (PSEs) and other structure listed in the Baseline
Program will help make sure the CPCP provides good corrosion protection.
NOTE: A good quality program is one that will control all structural corrosion at Level 1 or better.
C. Corrosion Program Levels.
NOTE: In this manual the corrosion inspection tasks are referred to as the corrosion program
inspection.
(1) Level 1 Corrosion.

(a) Corrosion damage occurring between successive inspection tasks, that is local and can
be reworked or blended out with the allowable limit.
(b) Local corrosion damage that exceeds the allowable limit but can be attributed to an
event not typical of the operator's usage or other airplanes in the same fleet (e.g.,
mercury spill).
(c) Operator experience has demonstrated only light corrosion between each successive
corrosion task inspection; the latest corrosion inspection task results in rework or blend
out that exceeds the allowable limit.
(a) Level 2 corrosion occurs between two successive corrosion inspection tasks that
requires a single rework or blend-out that exceeds the allowable limit. A finding of Level
2 corrosion requires repair, reinforcement or complete or partial replacement of the
applicable structure.
(a) Level 3 corrosion occurs during the first or subsequent accomplishments of a corrosion
inspection task that the operator determines to be an urgent airworthiness concern.
4. REFERENCES
A. This is a list of references for the Corrosion Prevention and Control Program.
(1) FAA Advisory Circular AC120-CPCP, Development and Implementation of Corrosion Prevention
and Control Program.

(2) FAA Advisory Circular AC43-4A, Corrosion Control for Aircraft
(3) Cessna Illustrated Parts Catalogs - part number P608-12
(4) Cessna Maintenance Manual - part number D2516
5. CONTROL PREVENTION AND CONTROL PROGRAM APPLICATION

A. The Corrosion Prevention and Control Program gives the information required for each corrosion
inspection. Maintenance personnel must fully know about corrosion control. The regulatory agency
will give approval and monitor the CPCP for each airplane.
(1) The CPCP procedures apply to all airplanes that have exceeded the inspection interval for
each location on the airplane. Refer to the Glossary and the Baseline Program.
(a) Cessna Aircraft Company recommends that the CPCP be done first on older airplanes
and areas that need greater changes to the maintenance procedures to meet the
necessary corrosion prevention and control requirements.
(2) Maintenance programs must include corrosion prevention and control procedures that limit
corrosion to Level 1 or better on all Principal Structural Elements (PSEs) and other structure
specified in the Baseline Program. If the current maintenance program includes corrosion
control procedures in an inspection area and there is a report to show that corrosion is always
controlled to Level 1 or better, the current inspection program can be used.
(a) The Baseline Program is not always sufficient if the airplane is operated in high humidity
(severe) environments, has a corrosive cargo leakage or has had an unsatisfactory
maintenance or repair. When this occurs, make adjustments to the Baseline Program until
the corrosion is controlled to Level 1 or better. Refer to Section 2A-30-01, Corrosion
Severity Maps, to determine the severity of potential corrosion.
(3) The CPCP consists of the corrosion inspection applied at a specified interval and, at times, a
corrosion inspection interval can be listed in a Service Bulletin. For the CPCP to be applied,
remove all systems, equipment and interior furnishings that prevent sufficient inspection of the
structure. A nondestructive test (NDI) or a visual inspection can be necessary after some items
are removed if there is an indication of hidden corrosion such as skin deformation, corrosion
under splices or corrosion under fittings. Refer to the Baseline Program.
(4) The corrosion rate can change between different airplanes. This can be a result of different
environments the airplane operates in, flight missions, payloads, maintenance practices (for
example more than one owner), variation in rate of protective finish or coating wear.
(a) Some airplanes that operate under equivalent environments and maintenance practices
can be able to extend the inspection intervals if a sufficient number of inspections do not
show indications of corrosion in that area. Refer to the Glossary.
(5) Later design and/or production changes done as a result of corrosion conditions can delay the
start of corrosion. Operators that have done corrosion-related Service Bulletins or the improved
procedures listed in the Corrosion Program Inspection can use that specified inspection
interval.
Unless the instructions tell you differently, the requirements given in this document apply to all
airplanes.
(6) Another system has been added to report all Level 2 and Level 3 corrosion conditions identified
during the second and each subsequent CPCP inspection. This information will be reviewed by
Cessna Aircraft Company to make sure the Baseline Program is sufficient and to change it as
necessary.
6. BASELINE PROGRAM
A. The Baseline Program is part of the Corrosion Prevention and Control Program (CPCP). It is
divided into Basic Task and Inspection Interval. In this manual the Basic Tasks are referred to as
the Corrosion Program Inspection. This program is to be used on all airplanes without an approved
CPCP. Those who currently have a CPCP that does not control corrosion to Level 1 or better must
make adjustments to the areas given in the Baseline Program.
B. Typical Airplane Zone Corrosion Program Inspection Procedures.

(1) Remove all the equipment and airplane interior (for example the insulation, covers and,
upholstery) as necessary to do the corrosion inspection.
(2) Clean the areas given in the corrosion inspection before you inspect them.

(3) Do a visual inspection of all of the Principal Structural Elements (PSEs) and other structure
given in the corrosion inspection for corrosion, cracking and deformation.
(a) Carefully examine the areas that show that corrosion has occurred before.
NOTE: Areas that need a careful inspection are given in the corrosion inspection.
(b) Nondestructive testing inspections or visual inspections can be needed after some
disassembly if the inspection shows a bulge in the skin, corrosion under the splices or
corrosion under fittings. Hidden corrosion will almost always be worse when fully exposed.
(4) Remove all of the corrosion, examine the damage and repair or replace the damaged structure.
(a) Apply a protective finish where it is required. .
(b) Clean or replace the ferrous metal fasteners with oxidation.
(5) Remove blockages of foreign object debris so that the holes and clearances between parts can
drain.
(6) For bare metal on any surface of the airplane, apply fuel and corrosion resistant primer
MILPRF- 23377.
(a) Apply a polyurethane topcoat paint to the exterior painted surface. Refer to the
manufacturer's procedures.
(7) Apply compounds that will replace water and prevent corrosion.
(a) Apply one layer of LPS-3 Heavy-Duty Rust Inhibitor or equivalent, that will soak into the
fayed surfaces to replace water and prevent corrosion.
1 Do Not Apply Compound to Displace Water and Prevent Corrosion to These Areas or
Items:
a Oxygen System Lines and Components
b Cables, Pulleys and Trim Tab Pushrod
c Plastics, Elastomers
d Lubricated Nylon and Teflon Surfaces (Greased Joints, Sealed Bearings and
Grommets)
e Adjacent to Tears and Holes in Insulation (Not Waterproof)
f Areas with Electrical Arc Potential, Wiring
g Interior Upholstery Panels (Changes the Flammability Properties)
h Pitot Tubes
i Fuel Caps
j Tie-Down Lugs
k Chrome Items (handles, locks)
l Stall Warning Detector
(8) Install the dry insulation blankets.
(9) Install the equipment and airplane interior that was removed to do the corrosion inspection.
7. BASELINE PROGRAM IMPLEMENTATION

A. The Baseline Program is divided into specific inspection areas and zone locations. The inspection
areas and zone locations apply to all airplanes. Refer to Figure 1, Airplane Zones.
8. REPORTING SYSTEM
A. Corrosion Prevention and Control Program Reporting System (Refer to Figure 2).
(1) The Corrosion Prevention and Control Program (CPCP) includes a system to report to Cessna
Aircraft Company data that will show that the Baseline Program is sufficient and, if necessary,
make changes.
(2) At the start of the second Corrosion Program Inspection of each area, report all Level 2 and
Level 3 Corrosion results that are listed in the Baseline Program to Cessna Aircraft Company.
Send the Control Prevention and Control Program Damage Reporting Form to: Cessna Aircraft
Company, Customer Service, P.O. Box 7706, Wichita, KS, 67277 USA Phone: (316) 517-5800,
FAX: (316) 517-7271.

9. AIRPLANE ZONES
Airplane Zones
Figure 1 (Sheet 1)
10. DAMAGE REPORT FORM

Corrosion Prevention and Control Program Damage Report Form

Figure 2 (Sheet 1)

11. PERIODIC REVIEW
A. Use the Service Difficulty Reporting System to report all Level 2 and Level 3 Corrosion results to
the FAA and to Cessna Aircraft Company. All corrosion reports received by Cessna Aircraft
Company will be reviewed to determine if the Baseline Program is adequate.
12. CORROSION RELATED AIRWORTHINESS DIRECTIVES
A. Safety-related corrosion conditions transmitted by a Service Bulletin can be mandated by an

Airworthiness Directive (AD). Airworthiness Directives can be found on the FAA website:
www.faa.gov.
13. APPENDIX A - DEVELOPMENT OF THE BASELINE PROGRAM
A. The Corrosion Prevention and Control Program Baseline Program

(1) The function of the Corrosion Prevention and Control Program (CPCP) is to give the minimum
procedures necessary to prevent and control corrosion so that continued airworthiness is not at
risk. The Principal Structural Elements (PSE's) are areas where the CPCP applies.
(2) The CPCP Baseline Program consists of a Corrosion Program Inspection (CPI) and an
inspection time. Each inspection is to be done in an airplane zone.
(3) The corrosion reports that are sent to Cessna Aircraft Company and data from the FAA Service
Difficulty Records were used to identify the inspection areas of the Baseline Program. When
more than one incident of corrosion was identified at a specified location, an inspection was
included for that location in the Baseline Program.
(4) When corrosion was found once, the data was examined to find if the corrosion was caused by
one specified occurrence or if other airplanes could have corrosion in the same location. If the
corrosion is not linked to one specific occurrence, the inspection should be added to the
Baseline Program.
(5) The inspection interval was specified by the duration and corrosion severity.
14. APPENDIX B - PROCEDURES FOR RECORDING INSPECTION RESULTS
A. Record the Inspection Results.

(1) It is not an FAA mandatory procedure to record the CPCP results, but Cessna Aircraft Company
recommends that records be kept to assist in program adjustments when necessary. The
inspection of records will make sure the identification, repeat inspections and level of corrosion
are monitored. The data can identify whether there is more or less corrosion at repeat intervals.
The data can also be used to approve increased or decreased inspection intervals.
15. APPENDIX C - GUIDELINES
A. Glossary.
(1) The following additional information clarifies the previous sections of this document. Refer to
Figure 3.
B. Glossary of General Descriptions.

WORD GENERAL DESCRIPTION

Allowable Limit The allowable limit is the maximum amount of material (usually expressed in
material thickness) that may be removed or blended out without affecting the
ultimate design strength capability of the structural member. Allowable limits
may be established by the design approval holder. The FAA (or applicable
regulatory authority) may also establish allowable limits. The design approval
holder normally publishes allowable limits in the Structural Repair Manual
or in Service Bulletins.
Baseline Program A Baseline Program is a CPCP developed for a specific model airplane.
The design approval holder typically develops the Baseline Program.
However, it may be developed by a group of operators who intend to use
it in developing their individual CPCP. It contains the corrosion program
inspection, an implementation threshold and a repeat interval for the procedure
accomplishment in each area or zone.
Basic Task Refer to Corrosion Program Inspection.
Corrosion Program The Corrosion Program Inspection (CPI) is a specific and fundamental set
Inspection (CPI) of work elements that should be performed repetitively in all task areas or
zones to successfully control corrosion. The contents of the CPI may vary
depending upon the specific requirements in an airplane area or zone. The
CPI is developed to protect the primary structure of the airplane.
Corrosion (Metal) The physical deterioration of metals caused by a reaction to an adverse

environment.
Corrosion A Corrosion Prevention and Control Program is a comprehensive and
Prevention and systematic approach to controlling corrosion such that the load carrying
Control Program capability of an airplane structure is not degraded below a level necessary
(CPCP) to maintain airworthiness. It contains the corrosion program inspections, a
definition of corrosion levels, implementation thresholds, a repeat interval for
task accomplishment in each area or zone and specific procedures that apply
if corrosion damage exceeds Level 1 in any area or zone.
Design Approval The design approval holder is either the type certificate holder for the aircraft
Holder or the supplemental type certificate holder.
Inspection Area The inspection area is a region of airplane structure to which one or more CPIs
are assigned. The inspection area may also be referred to as a Zone.
Inspection Interval The inspection interval is the calendar time between the accomplishment of
successive corrosion inspection tasks for a Task Area or Zone.
Level 1 Corrosion Level 1 Corrosion is one or more of the items that follow:
1. Corrosion damage occurring between successive inspections, that is local
and can be reworked or blended out within the allowable limit.
2. Local corrosion damage that exceeds the allowable limit but can be
attributed to an event not typical of the operator's usage or otherairplanes in
the same fleet (e.g., mercury spill).
3. Operator experience has demonstrated only light corrosion between
each successive corrosion task inspection; the latest corrosion inspection
task results in rework or blend out that exceeds the allowable limit.
Level 2 Corrosion Level 2 corrosion occurs between two successive corrosion inspection tasks that
requires a single rework or blend-out that exceeds the allowable limit.
A finding of Level 2 corrosion requires repair, reinforcement or complete or partial
replacement of the applicable structure.

WORD GENERAL DESCRIPTION

Level 3 Corrosion Level 3 corrosion occurs during the first or subsequent accomplishments
of a corrosion inspection task that the operator determines to be an urgent
airworthiness concern.
NOTE: If Level 3 corrosion is determined at the implementation threshold or any
repeat inspection, it should be reported. Any corrosion that is more than
the maximum acceptable to the design approval holder or the FAA (or
applicable regulatory authority) must be reported in accordance with
current regulations. This determination should be conducted jointly with the
design approval holder.
Light Corrosion Light corrosion is corrosion damage so slight that removal and blendout over
multiple repeat intervals (RI) may be accomplished before material loss
exceeds the allowable limit.
Local Corrosion Generally, local corrosion is corrosion of a skin or web (wing, fuselage,
empennage or strut) that does not exceed one frame, stringer or stiffener bay.
Local corrosion is typically limited to a single frame, chord, stringer or stiffener
or the corrosion of more than one frame, chord, stringer or stiffener where
no corrosion exists on two adjacent members on each side of the corroded
member.
Principal Structural A PSE is an element that contributes significantly to carrying flight, ground or
Element (PSE) pressurization loads and whose integrity is essential in maintaining the overall
structural integrity of the airplane.
Task Area Refer to Inspection Area.

Urgent An urgent airworthiness concern is damage that could jeopardize continued
Airworthiness safe operation of any airplane. An urgent airworthiness concern typically
Concern requires correction before the next flight and expeditious action to inspect the
other airplanes in the operator's fleet.
Widespread Widespread corrosion is corrosion of two or more adjacent skin or web bays
Corrosion (a web bay is defined by frame, stringer or stiffener spacing). Or, widespread
corrosion is corrosion of two or more adjacent frames, chords, stringers or
stiffeners. Or, widespread corrosion is corrosion of a frame, chord, stringer or
stiffener and an adjacent skin or web bay.
Zone Refer to Inspection Area.
16. APPLICATION OF THE CORROSION PROGRAM INSPECTION
NOTE: In this manual the Basic Tasks are referred to as the Corrosion Program Inspection (CPI).
A. Typical Airplane Zone Corrosion Program Inspection Procedures.
(1) Remove all of the equipment and airplane interior (for example, the insulation, upper
upholstery panel and lower upholstery panel) as necessary to do the corrosion inspection.
(2) Clean the areas given in the corrosion inspection before you inspect them.
(3) Do a visual inspection of all of the Principal Structural Elements (PSE's) and other structure
given in the corrosion inspection for corrosion, cracking and deformation.
(a) Carefully examine the areas that show that corrosion has occurred before.
NOTE: Areas that need a careful inspection are given in the corrosion inspection.

17. CORROSION LOCATION (1)
Corrosion Location
Figure 3 (Sheet 1)

Corrosion Location
Figure 3 (Sheet 2)

Corrosion Location
Figure 3 (Sheet 3)

Corrosion Location
Figure 3 (Sheet 4)

(b) Nondestructive testing inspections or visual inspections can be needed after some
disassembly if the inspection shows a bulge in the skin, corrosion under the splices or
corrosion under fittings.
(4) Remove all of the corrosion, examine the damage and repair or replace the damaged
structure.
(a) Apply a protective finish where it is required. Refer to Interior and Exterior Finish –
Cleaning / Painting or Corrosion - Description and Operation.
(b) Clean or replace the ferrous metal fasteners with oxidation.
(5) Remove blockages of foreign object debris so that the holes and clearances between parts
can drain.
(6) For bare metal on any surface of the airplane, apply fuel and corrosion resistant primer
MILPRF-23377.
(a) Apply a polyurethane topcoat paint to the exterior painted surface. Refer to the
manufacturer's procedures.
(7) Apply compounds that will displace water and prevent corrosion. Refer to Section 2A-30-01,
Corrosion.
(a) Apply one layer of LPS-3 Heavy-Duty Rust Inhibitor or equivalent, that will soak into the
fayed surfaces to replace water and prevent corrosion.
1 Do Not Apply Compound to Displace Water and Prevent Corrosion to These Areas or
Items:
a Oxygen System Lines and Components
b Cables, Pulleys and Trim Tab Pushrod
c Plastics, Elastomers
d Lubricated Nylon and Teflon Surfaces (Greased Joints, Sealed Bearings and
Grommets)
e Adjacent to Tears and Holes in Insulation (Not Waterproof)
f Areas with Electrical Arc Potential, Wiring
g Interior Upholstery Panels (Changes the Flammability Properties)
h Pitot Tubes
I Fuel Caps
j Tie-Down Lugs
k Chrome Items (handles, locks)
l Stall Warning Detector
(8) Install the dry insulation blankets.
(9) Install the equipment and airplane interior (for example the upper upholstery panel and lower
upholstery panel) that was removed to do the corrosion inspection.
21. DETERMINATION OF THE CORROSION LEVELS
A. Find the Corrosion Levels, refer to Figure 4.

(1) Corrosion found on a structure when you use the Corrosion Program and Corrosion Prevention
(CPCP) Baseline Program will help find the extent of the corrosion.
(2) The second and subsequent inspections will find how well the CPCP programhas been
prepared or if there is a need to make adjustments to the Baseline Program.
(3) A good quality CPCP is one that controls corrosion to Level 1 or better.
(4) If Level 2 corrosion is found during the second or subsequent inspection, you must do
something to decrease the future corrosion to Level 1 or better.
(5) If Level 3 corrosion is found, you must also do something to decrease the future corrosion to
Level 1. Also, a plan to find or prevent Level 3 corrosion in the same area on other airplanes
must be added to the CPCP.
(6) All the corrosion that you can repair in the allowable damage limits, (less than 10 percent of
the part thickness) is Level 1 corrosion.
(7) If all corrosion is Level 1, the CPCP is correctly prepared.
(8) If you must reinforce or replace the part because of corrosion, the corrosion is Level 2.
(9) If the part is not airworthy because of the corrosion, you must do an analysis to find out if the
corrosion is Level 3.
(10) The chart found in this section will help find the level of the corrosion.

(11) The probability that the same problem will occur on another airplane is dependent on several
factors such as: pastmaintenance history, operating environment, years in service,
inspectability of the corroded area and the cause of the problem.
22. LEVEL 2 CORROSION FINDINGS
A. All Level 2 corrosion that is more than the rework limits of the approved repair procedures must be
reported to Cessna Aircraft Company. Cessna Aircraft Company engineering will do an analysis to
make sure the corrosion is not an urgent airworthiness concern.
B. When doing the analysis, Cessna Aircraft Company will consider:
(1) Can the cause of the corrosion be identified, such as a chemical spill or protective finish
breakdown?
(2) Has the same level of corrosion been found on other airplanes?
(3) Are the corrosion protection procedures applied during manufacture the same for earlier and
later models?
(4) Age of the corroded airplane compared to others checked.
(5) Is the maintenance history different from the other airplanes in the fleet?
23. TYPICAL ACTIONS THAT FOLLOW THE DETERMINATION OF THE CORROSION LEVEL.
A. If corrosion is found, find the corrosion level, then do the necessary steps for a specific
inspection.
B. If Level 1 corrosion is found during the first CPCP inspection.
(1) Repair the structure. Contact Cessna Aircraft Company for an approved repair procedure.
(2) Continue with the Baseline Program.
(a) Optional: Document the results of the inspection for use in validating program compliance.
C. If Level 2 corrosion is found during the first CPCP inspection.
(2) Report the details of the corrosion you see to Cessna Aircraft Company and the FAA (or
applicable regulatory authority).
(3) Continue to use the Baseline Program but check the corroded area carefully when you do a
subsequent CPCP inspection.
(4) It is recommended that you record the results of the inspection to show compliance with the
program.
D. If Level 3 corrosion is found during the first CPCP inspection.
(1) Immediately contact Cessna Aircraft Company and the FAA (or applicable regulatory authority)
of the corrosion you found. Refer to Reporting System.
(2) Give sufficient information to make sure that the condition is a possible urgent airworthiness
concern for your fleet. Get assistance from Cessna Propeller Aircraft Product Support to
develop a plan of action.
(3) Apply the corrosion program inspection, which includes the repair of the structure. Contact
Cessna Aircraft Company for an approved repair procedure.
(4) Do a report that has the information of the findings. Refer to Corrosion Prevention And Control
Program Reporting System - Description And Operation.
(5) Continue with the Baseline Program and other steps of procedure required by the FAA (or
applicable regulatory authority). Examine this area carefully during future inspections.
E. If no corrosion is found during the second or subsequent CPCP inspection:
(1) Continue with the current Corrosion Prevention and Control Program. No adjustment of the
current program is required.
(2) It is recommended that you record the results of the inspection for a possible increase of the
corrosion inspection interval.
F. If Level 1 corrosion is found on the second or subsequent CPCP inspection:
(1) Do the corrosion program inspection, which includes the repair of the structure. Contact
(2) Continue with the Baseline Program.
(3) No adjustment of the existing program is required.

24. DIAGRAMA DE DETERMINACION DE NIVEL DE CORROSION (1)
Corrosion Level Determination Chart

Figure 4 (Sheet 1)


Figure 4 (Sheet 2)


Figure 4 (Sheet 3)

(4) It is recommended that you record the corrosion inspection number and the results of the
inspection to show that the program was complied with.
G. If Level 2 corrosion is found on the second or subsequent CPCP inspection:
(2) Do a report that shows the information about the corrosion and send it to Cessna Aircraft
Company and the FAA (or applicable regulatory authority).
(3) If corrosion damage required the removal of material just beyond the allowable limits (within 10
percent), complete a check of the other airplanes in the fleet before you change your aircraft's
maintenance program.
(a) If the corrosion is typical of Level 2, use the fleet data to find what changes are required to
control corrosion to Level 1 or better.
(b) If fleet damage is typically Level 1, examine the corroded area during subsequent inspections
on all affected airplanes.
(c) Make changes to your aircraft's maintenance program if the typical corrosion becomes Level 2.
(4) Further evaluation by Cessna Aircraft Company is recommended for Level 2 corrosion findings
that are well beyond the allowable limits and there is an airworthiness concern in which prompt
action is required.
NOTE: The airworthiness concern is because of the possibility to have similar but more severe
corrosion on any other airplane in the operator's fleet prior to the next scheduled
inspection of that area.
(5) Find the action required to control the corrosion to a Level 1 or better, between future successive
inspections. These can include the items that follow:
(a) A structural modification, such as additional drainage.
(b) Improvements to the corrosion prevention and control inspections, such as more care and
attention to corrosion removal, reapplication of protective finish, drainage path clearance.
(c) Decrease the inspection interval for additional airplanes that go into the program.
(6) Send a plan of corrective action to the FAA (or applicable regulatory authority) for approval and to
Cessna Aircraft Company as needed.
(7) Use the approved plan of action.
H. If Level 3 corrosion is found on the second or subsequent CPCP inspection:

(1) Contact Cessna Aircraft Company and the FAA (or applicable regulatory authority) about the
corrosion that was found.
(2) Send a plan to examine the same area on other affected airplanes in the operator's fleet.
(3) Apply the corrosion program inspection, which includes the repair of the structure. Contact
I. Find the action needed to control the corrosion finding to Level 1 or better, between future
successive inspections. These can include any or all of the following:
(1) A structural modification, such as additional drainage.
(2) Improvements to the corrosion prevention and control inspections, such as more care and
attention to corrosion removal, reapplication of protective finish, drainage path clearance.
(3) A decrease in the inspection interval for additional airplanes entering the program.
J. Send a plan of corrective action to the FAA (or applicable regulator authority) for approval and
Cessna Aircraft Company as needed.
K. Use the approved plan of action.
L. It is recommended that you give the details of the findings to Cessna Aircraft Company.
27. FACTORS INFLUENCING CORROSION OCCURRENCES
A. If you find Level 2 or Level 3 corrosion, when you think about how to change your CPCP, think about
the list that follows.
(1) Is there a presence of LPS-3 Heavy-Duty Rust Inhibitor?
(2) Is there a presence or condition of protective finish?

(3) What was the length of time since the last inspection and/or application of corrosion inhibiting
compound?
(4) Was there inadequate clean-up/removal of corrosion prior to application of corrosion inhibiting
compound, during previous maintenance of the area?
(5) Are the moisture drains blocked or is there inadequate drainage?
(6) What was the environment, the time of exposure to the environment and the use of the airplane?
(7) Was there a variation in past maintenance history and or use of the airplanes in the operator's
fleet?
(8) Were there variations in the production build standard in the operator's fleet?
28. REPORTING
A. The minimum requirements to prevent or control the corrosion in the Corrosion Prevention and
Control Program (CPCP) were made on the best information, knowledge and experience available
at the time.
As this experience and knowledge increases, the CPCPs' intervals will be changed as necessary. A
reporting system for this is in Section 4.0.
(1) You must contact the Cessna Aircraft Company about all Level 2 or 3 corrosion of the structure
that is on the list in the Baseline Program that is found during the second and subsequent
corrosion program inspections. Refer to Reporting System.
NOTE: You do not have to contact the Cessna Aircraft Company about corrosion that is found
on structure that is not on the list in the Baseline Program, for example the secondary
structure.
29. PROGRAM IMPLEMENTATION
A. When a CPCP is started it is important to do the items that follow:
(1) Start inspections at the recommended interval following the completion of the first SID
inspection.
(2) Once the corrosion program inspection (CPI) is started, repeat the subsequent applications of
the CPI at the recommended interval for each CPI.
(3) You can start a CPCP on the basis of individual CPIs or groups of CPIs.
(4) Cessna Aircraft Company highly recommends to start all of the CPIs as soon as possible. This
is the most cost effective way to prevent or control corrosion.

PAGINA INTENCIONALMENTE
DEJADO EN BLANCO

CAPITULO “M” FORMATO DE INSTALACION Y REMOSION DOBLE COMANDO
Regresar al Indice
CAPITULO “M”
FORMATO
DE INSTALACION Y REMOSION
DEL
DOBLE COMANDO
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: M - 0

FORMATO DE INSTALACION DEL DOBLE COMANDO CESSNA T337G CP-327

DATOS: AERONAVE
MODELO/TIPO:
NUMERO DE SERIE:
TIEMPO TOTAL:
T.U.R.M.
MATRICULA
FECHA:
I. PROCEDIMIENTOS PARA LA INSTALACION DEL DOBLE COMANDO:

La Instalación del doble comando será realizada de acuerdo con la Memoria Técnica aprobada por la MECHANIC
DGAC, Manual de Servicio Cessna D2516-9-13, Sección 6 párrafo 6-6A, fig. 6-2A y Sección 9, párrafo 9-5
Fig. 9-2, AC 43.13.1B .
1. Instalación de la rueda doble comando y tubo telescopico de la rueda de control Referencia Fig. 8 y 9 de la
Memoria Técnica
a. Instalación del tubo de la rueda de control de la sección delantera.

1. Retire el placard en el lado derecho del panel de instrumentos “DOBLE COMANDO REMOVIDO” vea fig. 8
de la MT.
2. Retire la cubierta (1) en el panel de instrumentos con los tornillos de fijado. Vea fig. 3 y 8 de la MT.
3. Retire el bracket (13) con el retiro del perno de seguridad (65). Vea fig. 9 de la MT.
4. Conecte la varilla de ajuste del conjunto del sleeve (23). Vea fig. 9 de la MT.
5. Instale el perno se seguridad (65) del eje (11) y del bracket (13) del conjunto del tubo (15) y jale para retirar
el tubo hacia atrás a través del panel de instrumentos. Vea fig.9 de la MT..
b. Instalación del tubo de la rueda de control de la sección posterior:

1. Instale el tubo (35) empujando hacia delante a través del panel de instrumentos. Vea fig.9 de la MT.
2. Instale el collar (24) fijando los stud (25), instale el pasador de seguridad. Vea fig. 9 de la MT.
3. Instale el tornillo de seguridad (64) del plug (18) y del glide (17). Vea fig. 9 de la MT.
4. Instale la cubierta (36) al tubo telescopico (35). Vea fig. 9 de la MT.
5. Instale el adaptador (37) con el perno (61) para asegurar la rueda de control (31). Vea fig. 9 de la MT.
6. Asegure la cubierta (36) hacia la rueda de control y asegure el adaptador (37). Vea fig. 9 de la MT.
1.
2. Instalación de los pedales (Ref. Fig. 10 y 11 de la Memoria Técnica)

a. Retire la tapa de registro del lado derecho de los pedales con la remoción de los cuatro tornillos. Ref. fig.10
de la MT.
b. Retire el perno (29), el hub (14) y las arandelas (13). Ref. Fig. 11 de la MT.
c. Instale las varillas dual de los frenos y de los pedales con la instalación del pin (1), el pin (19) y el perno clevis
(18) Ref. Fig. 11 de la MT.
d. Instale los tubos de la barra de los pedales con la instalación de los pernos (21) y tuercas (22). Vea Fig. 11.
e. Asegúrese de la instalacion de los pin cotter en los pines (18), (19) y el perno clevis (18), Ref. Fig.11 de la
MT.
II. PRUEBA OPERACIONAL:

a. Opere jalando y empujando el timón de comando: revise el mecanismo de transmisión por libertad de
movimiento. Verifique el correcto sentido del movimiento de los elevadores.
b. Opere girando en sentido horario y antihorario el timón de comando, revisando el mecanismo de
transmisión por libertad de movimiento. Verifique el correcto sentido del movimiento de los alerones.
c. Opere presionando y liberando los pedales: revise el mecanismo de transmisión por libertad de movimiento,
verifique el correcto sentido de movimiento del timón de dirección.
LIBERACION DE MANTENIMIENTO
III. Certifico que la remoción del comando y pedales ha sido realizados de acuerdo a lo prescrito en los procedimientos indicados en
la Sección I y luego de realizadas las pruebas operacionales de la sección II del presente formato, se encuentra Aeronavegable.
INSPECTOR:
NOMBRE Y APELLIDO Nº DE LICENCIA Y FIRMA

FORMATO DE RETIRO DEL DOBLE COMANDO CESSNA T337G CP-327

DATOS: AERONAVE
MODELO/TIPO:
NUMERO DE SERIE:
TIEMPO TOTAL:
T.U.R.M.
MATRICULA
FECHA:
I. PROCEDIMIENTOS PARA EL RETIRO DEL DOBLE COMANDO:
La remoción del doble comando será realizada de acuerdo con la Memoria Técnica aprobada por la DGAC, Manual de Servicio Cessna MECHANIC
D2516-9-13, Sección 6 párrafo 6-6A, fig. 6-2A y Sección 9, párrafo 9-5 Fig. 9-2, AC 43.13.1B.
1. Remoción del tubo de la rueda doble comando y tubo telescopico de la rueda de control
Referencia Fig. 1, 2 y 3 de la Memoria Técnica
a. Remoción del tubo de la rueda de control de la sección posterior.

1. Deslice la cubierta (36) hacia el panel de instrumentos hasta exponer el adaptador (37) vea Fig. 2 de la MT
2. Retire el perno (61) que asegura el adapter (37) para retirar la rueda de control (31) vera Fig. 2 de la MT
3. Retire los tornillos de fijado (17) de la cubierta de guía (5), Ref. Fig. 2 de la M.T. Vea Fig. 2 de la MT
4. Retire el tornillo de seguridad (64) de plug (18) y del glide (17) Vea Fig. 2 de la MT
5. Corte el pasador de seguridad y retire los Studs (25) del collar (24) Vea Fig. 2 de la MT
Jale el tubo (35) hacia atrás y retírelo del panel de instrumentos Vea Fig. 2 de la MT.
b. Remoción del tubo de la rueda de control de la sección delantera:
2. Complete los pasos del 1 al 6 del ítem a. Vea Fig. 2 de la MT

3. Retire el perno de seguridad (65) del eje (11) y el bracket (13) del conjunto del tubo (15) y jale para retirar el
tubo hacia atrás a través del panel de instrumentos vea Fig. 2 de la MT.
4. Desconecte la varilla de ajuste del conjunto del sleeve (23) con el retiro del perno (62) vea Fig. 2 de la MT.
5. Instale en el eje (11) el bracket (13) con el perno de seguridad (65), vea Fig. 2 de la MT.
6. Instale la cubierta (1) en el panel de instrumentos con los tornillos (65) de fijado vea Fig. 3 de la MT
7. Coloque el placard en el lado derecho del panel de instrumento “DOBLE COMANDO REMOVIDO”, Vea
Fig. 4 de la MT.
2. Remoción de los pedales del Doble comando (Ref. Fig. 5, 6 y 7 de la Memoria Técnica)
a. Retire el pin (1), el pin (19) y el perno clevis (18) para retirar las varillas dual de frenos y los pedales.
b. Remueva los brazos de la barra de los pedales con el retiro del perno (21) y la tuerca (22)
c. Instale el Hub (14) fijándolo con el perno (29) añadiendo arandelas antifricción (13) como sea requeridas
para evitar excesiva luz Ref. Fig. 5 de la MT
d. Instale la tapa de registro (1) Ref. Fig. 6 de la Memoria Técnica, con cuatro tornillos en lado derecho del
compartimiento de los pedales Ref. Fig. 7.
II. PRUEBA OPERACIONAL:
a. Opere jalando y empujando el timón de comando: revise el mecanismo de transmisión por libertad de
movimiento. Verifique el correcto sentido del movimiento de los elevadores.
b. Opere girando en sentido horario y antihorario el timón de comando, revisando el mecanismo de transmisión
por libertad de movimiento. Verifique el correcto sentido del movimiento de los alerones.
c. Opere presionando y liberando los pedales: revise el mecanismo de transmisión por libertad de movimiento,
verifique el correcto sentido de movimiento del timón de dirección.
LIBERACION DE MANTENIMIENTO
III. Certifico que la remoción del comando y pedales ha sido realizados de acuerdo a lo prescrito en los procedimientos indicados en
la Sección I y luego de realizadas las pruebas operacionales de la sección II del presente formato, se encuentra Aeronavegable.
INSPECTOR:
NOMBRE Y APELLIDO Nº DE LICENCIA Y FIRMA

CAPITULO “N” OVERHAUL Y REEMPLAZOS
Regresar al Indice
CAPITULO “N”
OVERHAUL
REEMPLAZOS
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: N - 0

LISTADO DE OVERHAUL / REEMPLAZOS

Todos los componentes incluidos en esta carta deberán inspeccionarse según se indica en el capitulo
correspondiente del Manual de Mantenimiento y serán reparados, overhauleados, reemplazados o
probados según como sea aplicable.
El tiempo utilizado para los TBO de los componentes, es el tiempo empleado de operacion del motor
desde el arranque, hasta el apagado en el presente vuelo, es decir, la diferencia del tacómetro /
horómetro de la aeronave antes del arranque y despues del apagado, en cada vuelo. Ref. NTC-SDA-007-
2002 y Oficio Circular Nº 021-2008-MTC/12.04.
VIDA /
COMPONENTE ACCION OBSERVACIONES
LIMITE
1,400 Hrs.
Engine (TCM) TSIO-360-C Overhaul SIL 98-9A
12 Años
Propeller Mc Cauley ( Front) 2,000 Hrs.
Overhaul
D2AF34C-303A 6 Años SB137AE
Propeller Mc Cauley ( Rear) 1,200 Hrs.
Overhaul SB137AE
D2AF34C-305 5 Años
2000 Hrs
Governor Overhaul
5 Años SB137 AE
1400 Hrs.
Alternator Overhaul SIL 98-9A
12 Años
1400 Hrs
Starter Overhaul SIL 98-9A
12 Años
1400 Hrs.
Magnetos Overhaul
4 Años SB 643B
Turbocharger 1400 Hrs Overhaul SIL 98-9A
Controller 1400 Hrs. Overhaul SIL 98-9A
Waste Gate 1400 Hrs. Overhaul SIL 98-9A

S/M D2516-9-13
Pressure Relief Valve 700 Hrs. Overhaul
Old –Section A
Fuel Pumps 1400 Hrs. Overhaul SIL 98-9A
Fuel Control Unit 1400 Hrs. Overhaul SIL 98-9A
Fuel Manifold Valve 1400 Hrs. Overhaul SIL 98-9A

Check Valve (Turbocharger Oil line S/M D2516-9-13
1000 Hrs Replace
Check valve) Old –Section A
Section 2-Figure 9 S/M
Windows and windshield 15,000 Hrs Replace
Old –Section A

VIDA /
COMPONENTE OBSERVACIONES
LIMITE ACCION
Restrain Assembly, Pilot, Copilot, S/M D2516-9-13
10 Years Replace
And Passenger Seats. Old -Section A
1000 Hours. S/M D2516-9-13
Trim Tab Actuator Overhaul
3 Years Old -Section A
S/M D2516-9-13
Vacuum System Filter 500 Hours. Replace
Old -Section A
S/M D2516-9-13
Vacuum system Hoses Replace
10 Years Old -Section A
S/M D2516-9-13
Pitot And Static System Hoses 10 Years Replace
Old -Section A
500 Hours. ó S/M D2516-9-13
Engine Air Filter (Front) Replace
1 Years Ref: 2-03-00
200 Hrs.
Engine Air Filter Element (Rear) 12 Months Replace STC Nº SA71GL
Brackett Aero Filters
Engine Mixture, Throttle, and Propeller 1400 Hours. S/M D2516-9-13
Replace
Controls 12 Years Ref: 2-10-00 CODE 100014
Engine Driven Dry Vacuum Pump
Note: For a Vacuum Pump equipped with
a wear indicator, replace pump according S/M D2516-9-13
500 Hours Replace
to the vacuum pump manufacturer´s Section 2-36
recommended inspection and replacement
intervals.
S/M D2516-9-13
Landing Gear Hoses Set 5 Years Replace
Section 2-31
S/M D2516-9-13
10 Years Overhaul
Fuel Pump Auxiliary Electric Old -Section A
INSTALATION AND
OPERATION MANUAL
E.L.T. Battery 05 Year Replace DOCUMENT NUMBER:
570-0421
Section 4, parrafo 4.5

ANEXO “C” CONTINUED AIRWORTHINRSS PROGRAM
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ANEXO “A”
CONTINUED AIRWORTHINESS
PROGRAM
PRESENTADO
EN UN VOLUMEN POR SEPARADO
FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: ANX - 0

FORM SID/ CPCP
FORMATOS: Regresar al Indice

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

FORM SID/ CPCP

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PROGRAMA DE MANTENIMIENTO

CESSNA T337G SERIES

EDITADO POR: MELQUIADES CHAVEZ GALDOS

EDITADO POR: MELQUIADES CHAVEZ GALDOS

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: a – 0

Carátula del manual --

Asignación del manual --

Índice general a-0

Registro de revisiones b-0

Lista de paginas efectivas c-0

Generalidades y Proposito de las Secciones d-0

Procedimiento para las revisiones del manual e-0

CAPITULO “A” INSPECCION DE PREVUELO Y CORRIDA DE MOTOR A-0

CAPITULO “B” SECCION 2-01-00 GROUND HANDLING B-0

5. Flyable Storage B-4 al B-5

6. Temporary Storage B-5 al B-8

7. Indifinite Storage B-8 al B-10

CAPITULO “C” SECCION 2-03-00 SERVICING C-0

2. Fuel tanks C-1

3. Fuel Drains C-1

4. Fuel Strainers C-1

5. Engine Oil C-1 al C-2

6. Induction Air Filters C-2

7. Vacuum System Air Filter C-4

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: a – 1

INDICE GENERAL (Cont....)

LISTA DE CONTENIDO PAGINA

10. Nose Gear Strut C-4

11. Shimmy Dampener C-4 al C-11

12. Hydraulic Brake System C-11

13. Landing Gear Hydraulic Retraction System C-11

14. Hydraulic Fluid Sampling and Contamination C-11 al C-12

15. Oxigen Cylinder C-12

16. Oxigen Face mask C-12

17. Continued Airworthiness Program C-12

CAPITULO “D” SECCION 2-05-00 CLEANING D- 0

2. Windshield and Windows D- 1

CAPITULO “E” SECCION 2-07-00 LUBRICATION E- 0

2. Nose Gear Torque Links E- 1

3. Downlock Pins and Overcenter Buttons E- 1

4. Nose Gear Cam Followers E- 1

5. Wheel Bearing Lubrication E- 1

6. Fuel Selector Valve E- 1

7. Wing Flap Actuator E- 1

8. Aileron Rod End Bearing E- 1 al E-6

9. Control Cable Seals E- 7

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: a – 2

INDICE GENERAL (Cont....)

CAPITULO “F” SECCION 2-10-00 TIME LIMIST/MAINTENACE CHECK - GENERAL F- 0

3. Inspection Program Selection F- 1 al F-2

5. General Inspection Terms and Guidelines F- 2

6. Inspection Time Limits F- 2

7. Chart Legend F- 2 al F-3

8. Listado de Items de Inspeccion F-4 al F-26

9. Intervals F-27 al F-30

CAPITULO “G” SECCION 2-12-01 FICHA DE INSPECCIONES G- 0

Inspection Operation 1 G- 1 al G-4

Inspection Operation 2 G- 5 al G-8

Inspection Operation 3 G-9 al G-12

Inspection Operation 14 G-23 al G-24

FECHA: 30-JUNIO-2012 REVISIÓN: R-14 PAGINA: a – 3

INDICE GENERAL (Cont....)

Inspection Operation 33 G- 43 al G-44