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until the cable is replaced.
(4) Flight control cables should be checked
for frayed wires and proper routing. Run a rag over
all of the flying and landing wires and control cables
(wings and tail). If the cloth snags, this may indicate
a frayed wire which demands further inspection. If
possible, bend the cable to form a ‘‘U’’ and inspect
for internal broken wires. Also, check the cable pulleys
for wear and operation. Extreme wear patterns
70
AC 90-89A 5/24/95
on pulleys indicate misrouting and must be corrected
prior to flight.
(5) Check wing leading/trailing edge, wing
struts, aileron, flaps, spoiler hinges and attach points
for loose rivets, cracks, elongation and wear. Ensure
that all hardware (nuts and bolts) are of aviation
quality.
(6) Ensure that the bungee, or return
springs for wing spoilers (if applicable), are serviceable
and will keep the spoiler down flat against the
top of the wing when not being deployed.
(7) Check the aircraft’s flight controls rigging
every time the aircraft is re-assembled. It is
recommended that the cables/rigging for easier
assembly be color coded (e.g., red to red, blue to
blue).
(8) Check for corrosion on all metal surfaces.
Corrosion on aluminum usually appears as a
white powder, rough to the touch. On steel parts,
corrosion takes the common form of rust. Dissimilar
metal corrosion occurs when two different types of
metal make surface contact. To obtain additional
information on corrosion and treating it, refer to FAA
AC 43.9, ‘‘Corrosion Control for Aircraft.’’
(9) Make sure the leading edge of the wing
and tail surfaces are clean and free of insects, grass,
or mud prior to flight.
c. Fuselage Assembly. The fuselage is the
backbone of the light-weight aircraft. All the flight
and ground operating stresses encountered by the
wings, tail, landing gear, and engine are transferred
to the fuselage at the attach points. Exercise extra
care when examining these high stress areas because
failure of any of these attach points and associated
hardware will cause catastrophic structural failure.
(1) Flight controls should be checked for
proper operation, travel, and condition of the stops.
There should not be any sharp bends in the flight
control cables.
(2) Check engine controls for proper operation;
they should be free of bends and properly
secured. Ensure that all control cables are securely
clamped to the fuselage to prevent the cable from
slipping, hence not transferring the desired movement
to the engine control.
(3) Check the instrument panel for security
and instruments for attachment, proper operation,
and range/limit markings.
(4) Inspect for bent or damaged structural
tubing. If a tube is bent, it must be properly repaired
or replaced. Straightening out a bend will only workharden
the tube in the damaged area and hasten the
time of failure.
(5) Fiberglass structures should be checked
for cracks, delaminations, and holes -- especially on
the bottom of the fuselage.
(6) Examine the seat, seat brackets, and
seat belt/shoulder harness, attach points, clips/rings,
brackets or tangs and other hardware, for security,
safety (cotter pins or safety wire), and condition.
(7) Check the shoulder/seat belt harness for
condition and proper operation.
(8) Check the ballistic chute hardware and
mounting assembly (review information in chapter
1, section 3).
d. Tail Surfaces. The tail, or empennage
group, contains two of the ultralight’s three primary
control surfaces: the rudder (yaw control) and the
elevator (pitch control). In two-axis ultralights, the
elevators are the only flight controls on the tail. Special
attention must be given to the attach points, hardware,
and proper operation for both control systems.
(1) Ensure that the primary controls and
trim systems if applicable, have the proper travel,
that control cables are properly tensioned, and that
all turnbuckles are safetied.
(2) Examine the control hinges and attach
points on the elevator and rudder horn for wear,
cracking, and elongation of bolt holes, and security
of the rudder and elevator stops.
(3) Check the leading and trailing edges of
the flight controls for damage.
(4) Check for wear/UV deterioration to the
fabric cover.
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5/24/95 AC 90-89A
CHAPTER 9. ULTRALIGHT ENGINE/FUEL SYSTEM INSPECTION
‘‘Do not let ego overcome reason.’’ Al Hodges, Ultralight pilot, Homestead, FL (1994)
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