This is the place where the majority of the warbird (aircraft that have survived military service) discussions will take place. Specialized forums may be added in the new future
Tue Jan 29, 2008 5:25 pm
What exactly is an annual inspection? I always hear about them, but don't exactly know what happens during them.
Tue Jan 29, 2008 5:36 pm
Here it is, per the FAA
(a) Each person performing an annual or 100-hour inspection shall, before that inspection, remove or open all necessary inspection plates, access doors, fairing, and cowling. He shall thoroughly clean the aircraft and aircraft engine.
(b) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the fuselage and hull group:
(1) Fabric and skin—for deterioration, distortion, other evidence of failure, and defective or insecure attachment of fittings.
(2) Systems and components—for improper installation, apparent defects, and unsatisfactory operation.
(3) Envelope, gas bags, ballast tanks, and related parts—for poor condition.
(c) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the cabin and cockpit group:
(1) Generally—for uncleanliness and loose equipment that might foul the controls.
(2) Seats and safety belts—for poor condition and apparent defects.
(3) Windows and windshields—for deterioration and breakage.
(4) Instruments—for poor condition, mounting, marking, and (where practicable) improper operation.
(5) Flight and engine controls—for improper installation and improper operation.
(6) Batteries—for improper installation and improper charge.
(7) All systems—for improper installation, poor general condition, apparent and obvious defects, and insecurity of attachment.
(d) Each person performing an annual or 100-hour inspection shall inspect (where applicable) components of the engine and nacelle group as follows:
(1) Engine section—for visual evidence of excessive oil, fuel, or hydraulic leaks, and sources of such leaks.
(2) Studs and nuts—for improper torquing and obvious defects.
(3) Internal engine—for cylinder compression and for metal particles or foreign matter on screens and sump drain plugs. If there is weak cylinder compression, for improper internal condition and improper internal tolerances.
(4) Engine mount—for cracks, looseness of mounting, and looseness of engine to mount.
(5) Flexible vibration dampeners—for poor condition and deterioration.
(6) Engine controls—for defects, improper travel, and improper safetying.
(7) Lines, hoses, and clamps—for leaks, improper condition and looseness.
(8) Exhaust stacks—for cracks, defects, and improper attachment.
(9) Accessories—for apparent defects in security of mounting.
(10) All systems—for improper installation, poor general condition, defects, and insecure attachment.
(11) Cowling—for cracks, and defects.
(e) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the landing gear group:
(1) All units—for poor condition and insecurity of attachment.
(2) Shock absorbing devices—for improper oleo fluid level.
(3) Linkages, trusses, and members—for undue or excessive wear fatigue, and distortion.
(4) Retracting and locking mechanism—for improper operation.
(5) Hydraulic lines—for leakage.
(6) Electrical system—for chafing and improper operation of switches.
(7) Wheels—for cracks, defects, and condition of bearings.
(8) Tires—for wear and cuts.
(9) Brakes—for improper adjustment.
(10) Floats and skis—for insecure attachment and obvious or apparent defects.
(f) Each person performing an annual or 100-hour inspection shall inspect (where applicable) all components of the wing and center section assembly for poor general condition, fabric or skin deterioration, distortion, evidence of failure, and insecurity of attachment.
(g) Each person performing an annual or 100-hour inspection shall inspect (where applicable) all components and systems that make up the complete empennage assembly for poor general condition, fabric or skin deterioration, distortion, evidence of failure, insecure attachment, improper component installation, and improper component operation.
(h) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the propeller group:
(1) Propeller assembly—for cracks, nicks, binds, and oil leakage.
(2) Bolts—for improper torquing and lack of safetying.
(3) Anti-icing devices—for improper operations and obvious defects.
(4) Control mechanisms—for improper operation, insecure mounting, and restricted travel.
(i) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the radio group:
(1) Radio and electronic equipment—for improper installation and insecure mounting.
(2) Wiring and conduits—for improper routing, insecure mounting, and obvious defects.
(3) Bonding and shielding—for improper installation and poor condition.
(4) Antenna including trailing antenna—for poor condition, insecure mounting, and improper operation.
(j) Each person performing an annual or 100-hour inspection shall inspect (where applicable) each installed miscellaneous item that is not otherwise covered by this listing for improper installation and improper operation.
Also, if the plane has a type certificate, you must inspect the plane to confirm it still conforms to the Type Certificate, also, you have to make sure all Airworthiness Directives ( ADs) are complied with, and any reoccuring ADs are done and due times are up dated.
Tue Jan 29, 2008 10:30 pm
Thanks, for the replies everyone. The FAA list answers my question.
Eric, I've been looking at the F-86 thread for a while now.
Tue Jan 29, 2008 10:35 pm
warbirdguy wrote:What exactly is an annual inspection? I always hear about them, but don't exactly know what happens during them.
It's when the owner, who has paid waaaay toooo much for that airplane shows up on Oct 31st at night and lights but a single candle and sings 'happy birthday to you' to the machine to pacify the gremlins, otherwise...
Tue Jan 29, 2008 11:41 pm
OR... you can do sort of a progressive type maintenance program where you inspect part of the airplane at a certain time interval, then inspect a different part of the aircraft at a later time so long as the whole aircraft is completed in a year. That's a simplified version of what the big aircraft do such as transports and bombers. The progressive type needs the blessing of the FAA.
Tue Jan 29, 2008 11:52 pm
An example from my inbox today, Temora Aviation Museum, NSW, Aus:
Now that the holiday break is over, everyone is getting back into the swing of aircraft maintenance and preparing for our next Flying Weekend, which is on Saturday 9th & Sunday 10th February 2008.
Visitors will be able to experience the Museum’s collection in action over that weekend, with displays anticipated by the Tiger Moth, Wirraway, Hudson, Dragonfly, Vampire, Meteor, Spitfires and Canberra.
B
OOMERANG AND 0-2A ANNUAL INSPECTIONS
The Boomerang and Cessna 0-2A are currently undergoing their annual inspections.
The Boomerang’s engine cowlings have been removed to facilitate inspection of the engine including checking the spark plugs and the magneto timing. The aircraft will soon be placed on jacks so a thorough operational check of the undercarriage can be carried out.
The Boomerang’s red nose, or the spinner, as it is more accurately known has also been removed to inspect the propeller hub. Under the supervision of Aircraft Engineer Jason Cockayne, Apprentice Aircraft Engineer Mitch Liebich is currently concentrating on the wing attachment points, making sure they are secure and free from defects.
To view photos of the Boomerang’s annual inspection, click on the links below:http://www.aviationmuseum.com.au/news/boomerang10.cfm http://www.aviationmuseum.com.au/news/boomerang11.cfm
Cowls from around the front and rear of the Museum’s Cessna 0-2A have been removed so that the engines are accessible for the Engineers to carry out an annual inspection. The interior seats and lining have also all been removed to gain access to the control cables to check for any defects, and to ensure the undercarriage retract mechanism is working correctly. Further tasks in the 0-2’s inspection to be accomplished before it can fly again include an inspection of the flying controls and the wheels, tyres and brakes.
To view photos of the 0-2A’s annual inspection, click on the links below:http://www.aviationmuseum.com.au/news/CessnaO-2A10.cfm http://www.aviationmuseum.com.au/news/CessnaO-2A11.cfm These aircraft should be ready to fly for the upcoming Flying Weekend on 9th & 10th February. Keep a look out for them!
http://www.aviationmuseum.com.au/
Tue Jan 29, 2008 11:53 pm
Depending on who does it, it's something between a wink, and a colonoscopy.
Wed Jan 30, 2008 1:28 pm
EDowning wrote:Depending on who does it, it's something between a wink, and a colonoscopy.
I think I would rather have the Colonoscopy.
One of my favorite phrases....
"I'm looking for a cheap annual"