ページを印刷するIn order to keep small the loads spoiler rib and at the spoiler lever, has spoiler-hurry a notice.
With full-scale of the spoilers or with a hard landing, with which the trapezoid is laterally
expenditure-steered, the maximum excursion is limited by a rope connection between the
steering rope and the keel.
• Attitude of stopper ILS
By course on spoiler-hurry must it possible be, the spoiler lever approx. to move 80°. In this
position must stopper-hurry to be tightened.
Should stopper-hurry to be to short, then the excursion of the spoiler is limited prematurely, which
affects the wheel hours negatively.
Stopper-hurry by adjusting the knots on appropriate length bring.
The maximum spoiler excursion should be controlled before each flight.
The examination takes place similarly as control of the spoiler play. The wing leading edge is
raised and the trapezoid maximally to each page is expenditure-steered. With a hand it can be
examined whether and when stopper-hurry is tightened.
• Exchange the spoiler hurry and the circulation rope
The spoiler hurry should approx. all 200 flying hours or after statement by wear to be exchanged
immediately. The circulation rope (front Unterverspannung) must be exchanged all 100 flying
hours and be examined before each flight for wear.
• Examine the pulleys
The pulleys are to be checked for wear. The pulleys must be low-friction and the rope may from
the guidance to be brought not be able, so that blocking of the rope is laterally possible for the
role (approx. all 50 flying hours control!).
• Control of the ribs and rib connections
The ribs can be examined optically and mechanically. If one tries to squeeze the gilled pipe
together by hand with thumbs and index fingers easily a defective, soft place of the laminate can
be determined. A further sign for a weak point is a cracking noise when loading.
Special attention is to be given also to the connections of the gilled pipes to the cross-beam.
Weak points with the rib connections can be best discovered, by upward and down loading the rib
in the folded up condition at its end (approx. 50N at the rib end), in order to be able to determine
so a possible cracking in the transient area to the cross-beam at the connecting plates.
Particularly carefully the rib 6, to which the spoiler lever is fastened, should be controlled.
Additional also the binding of the joint for the spoiler lever is to be examined here.
The ribs approx. all 50 flying hours or after larger loads at the soil control.
• Ribs and wing tip edge
After a landing, with which a wing end affected the soil, absolutely the wing tip edge and the
outside ribs are to be controlled .
• Main pin and belt bridges
The main pins should approx. all 100 flying hours or approx. after 50 flights to be dismantled and regreased,
since they serve as joint.
• D-cross-beam
The D should - cross-beam larger local loads such as z. B. by stony structure places or
inappropriate transport suspended its, then these setting to damage are to be examined. Within
the range of the nose this can by scanning sand-yielded with the thumbs to happen. If a serious
damage should be present, then this can be determined by a soft place or by a depression.
This applies however only to the range of the nose, at which no belt and no loop connections are.
The belts run above and underneath the bar as well as from the nose loop approx. 1.5m direction
outerwing. A damage should have to be recognized optical or mechanical is , absolutely the next
ATOS dealer for advice ask in this range whether the cross-beam must be repaired or