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ommended that all existing hardware (e.g.,
ultralight aircraft use a man-made sailcloth material
nuts, bolts, springs) be replaced with new
stretched over a tubular frame. This type of fabric
aviation quality hardware.
is susceptible to ultra-violet radiation from the sun.
c. If possible, remove the fabric envelope and
If left unprotected, it can become unairworthy in less
check the airframe structure underneath for dents,
than 6 months. The checklist should include the fol-
cracks, and corrosion. Check the top and bottom of
lowing inspection items:
the spars for compression (wrinkled metal) damage.
(1) Ensure the sailcloth has not suffered
Double check all wings, landing gear, strut, engine,
any tears, or abrasion, due to wear or foreign object
and tail surface attach points for wear, elongated
damage.
holes, or damage.
(2) Check the sailcloth for obvious ultra-
d. If any previous repairs are found, check
violet (UV) degrading of fabric strength by examin-
with the manufacturer to see if damage in that area
ing the condition of the fabric on top of the wing.
can be repaired and if the repair that was made is
Compare it to the fabric on the bottom of the wing.
airworthy.
If the top wing fabric shows a significant difference
2. CHECKLIST. Each ultralight FLIGHT TEST
in color (faded), the fabric should be tested for
PLAN should include a pre-flight inspection
strength with a fabric tester (Maule or Quicksilver)
CHECKLIST. The CHECKLIST should include a
to see if it tests within the manufacturer s serviceable
step-by-step approach to inspection that covers all limits. If no minimum service limits are listed, the
the manufacturer inspection items as well as the fol- fabric should test out at 46 pounds, or 70 percent
lowing suggested items starting at the landing gear. or more, of its original tensile strength, whichever
is greater, to be considered airworthy. If the fabric
a. Landing Gear. The landing gear is the last
fails the tests, it must be replaced before further
part of the light-weight aircraft to leave the earth
flight.
and the first part to arrive. Since the majority of
these aircraft fly from unimproved strips, the stress (3) Flying and landing support cables
on the gear is high. The checklist should include should be checked for tension, routing, attach points,
inspection items recommended by the manufacturer and condition. Scrutinize the swaged cable ends. It
and inspection for the following: is recommended that a red reference mark (nail pol-
ish works fine) be painted on each of the cables abut-
(1) The condition of the landing gear attach
ting the swaged end. If the cable is growing, i.e.,
points and alignment of the landing gear and wheels
a gap forming between the swaged end and the
to the longitudinal axis of the fuselage. If the attach
painted referenced mark, there is an impending fail-
points are mis-aligned, the landing gear will not track
ure of the swaged terminal. Do not fly the aircraft
in a straight line and this will affect take-offs and
until the cable is replaced.
landings.
(4) Flight control cables should be checked
(2) Elongated bolt-holes, loose AN hard-
for frayed wires and proper routing. Run a rag over
ware, bent tubing, condition and attachment of
all of the flying and landing wires and control cables
wheels, wheel bearings, tire inflation, tire condition
(wings and tail). If the cloth snags, this may indicate
and brakes.
a frayed wire which demands further inspection. If
possible, bend the cable to form a U and inspect
(3) Brake condition and operation, includ-
for internal broken wires. Also, check the cable pul-
ing chafing of brake lines/cables against the gear
leys for wear and operation. Extreme wear patterns
struts.
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AC 90-89A 5/24/95
on pulleys indicate misrouting and must be corrected slipping, hence not transferring the desired move-
prior to flight. ment to the engine control.
(5) Check wing leading/trailing edge, wing
(3) Check the instrument panel for security
struts, aileron, flaps, spoiler hinges and attach points
and instruments for attachment, proper operation,
for loose rivets, cracks, elongation and wear. Ensure
and range/limit markings.
that all hardware (nuts and bolts) are of aviation
(4) Inspect for bent or damaged structural
quality.
tubing. If a tube is bent, it must be properly repaired
(6) Ensure that the bungee, or return
or replaced. Straightening out a bend will only work-
springs for wing spoilers (if applicable), are service-
harden the tube in the damaged area and hasten the
able and will keep the spoiler down flat against the
time of failure.
top of the wing when not being deployed.
(5) Fiberglass structures should be checked
(7) Check the aircraft s flight controls rig-
for cracks, delaminations, and holes -- especially on
ging every time the aircraft is re-assembled. It is
the bottom of the fuselage.
recommended that the cables/rigging for easier
(6) Examine the seat, seat brackets, and
assembly be color coded (e.g., red to red, blue to
seat belt/shoulder harness, attach points, clips/rings,
blue).
brackets or tangs and other hardware, for security,
(8) Check for corrosion on all metal sur-
safety (cotter pins or safety wire), and condition.
faces. Corrosion on aluminum usually appears as a
(7) Check the shoulder/seat belt harness for
white powder, rough to the touch. On steel parts,
condition and proper operation.
corrosion takes the common form of rust. Dissimilar
metal corrosion occurs when two different types of
(8) Check the ballistic chute hardware and
metal make surface contact. To obtain additional
mounting assembly (review information in chapter
information on corrosion and treating it, refer to FAA
1, section 3).
AC 43.9, Corrosion Control for Aircraft.
d. Tail Surfaces. The tail, or empennage
(9) Make sure the leading edge of the wing
group, contains two of the ultralight s three primary
and tail surfaces are clean and free of insects, grass,
control surfaces: the rudder (yaw control) and the
or mud prior to flight.
elevator (pitch control). In two-axis ultralights, the
elevators are the only flight controls on the tail. Spe-
c. Fuselage Assembly. The fuselage is the
cial attention must be given to the attach points, hard-
backbone of the light-weight aircraft. All the flight
ware, and proper operation for both control systems.
and ground operating stresses encountered by the
wings, tail, landing gear, and engine are transferred
(1) Ensure that the primary controls and
to the fuselage at the attach points. Exercise extra
trim systems if applicable, have the proper travel,
care when examining these high stress areas because
that control cables are properly tensioned, and that
failure of any of these attach points and associated
all turnbuckles are safetied.
hardware will cause catastrophic structural failure.
(2) Examine the control hinges and attach
(1) Flight controls should be checked for
points on the elevator and rudder horn for wear,
proper operation, travel, and condition of the stops.
cracking, and elongation of bolt holes, and security
There should not be any sharp bends in the flight
of the rudder and elevator stops.
control cables.
(3) Check the leading and trailing edges of
(2) Check engine controls for proper oper-
the flight controls for damage.
ation; they should be free of bends and properly
secured. Ensure that all control cables are securely (4) Check for wear/UV deterioration to the
clamped to the fuselage to prevent the cable from 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)
SECTION 1. ENGINE INSPECTION
1. OBJECTIVE. To provide the amateur- wires, caps, and plug cap restraints on inverted
builder/ultralight pilot with a suggested engine and engines are secured and safetied. Ensure that the kill
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