Mooney M20K - Page 219

SERVICE
AND MAINTENANCE
MANUAL
M20K MOONEY
AIRCRAFT
CORPORATION
C.
Form
the
split
sleeve
from the
same
material
2. TAILCONE STRUCTURAL SKIN
REPAIR.
Repair
(AISI
4130
steel,
condition
N)
with
at
least the
same
minor tailcone
skin
damage
as
shown
in
AC
43.13-1(
gauge
as
the
original
tube.
Figure
2.24.
The
rivet
pattern
for
stressed
skin
repairs
D,
Allow
a
1/8
inch
gap
between sleeve halves
for
shall be
the
same as
the rivet
pattern
in
the
skin
joint
welding,
immediately
forward of
the
damaged
area.
Replace
E,
Weld
parallel
edges
of
sleeve
to
original
tube
Seve’ely
damaged
structural skin
panels.
Install
new
through
1/8
inch
gaps,
skin
panels
to
exactly
match
the
original
skin
installa-
F, Weld
center
of each sleeve half
to
original
tube
tio".
3.
NON-STRUCTURAL SKIN
REPAIR.
The
skin
with
two
rosette
welds
spaced
one
original
tube
diameter
apart,
covering
the
M20K aircraft tubular
fuselage
structure
is
considered
nonstructural. Patches
in
nonstructural skin
4.
TENSION
FITTING
REPLACEMENT
(see
Figure
are
not restricted
as
to
she
or
shape;
however,
ap-
51-4),
pearance
and
possible
vibration
damage
should
be
A,
Cut
A and
B
tubes loose
from
tension
fitting
considered.
Either
a
Rush
patch,
a
plate
patch,
or a
340034-7,
-8
at
welds.
plug patch
may
be used.
8,
Cut
C
tube
at
a
30
degree
angle
seven
inches
from bottom
of tension
fitting.
51-12-03
LANDING
GEAR
8
RETACTION
C,
Cut
a
replacement
C
tube
at
a
30
degree
angle
SYSTEM
REPAIR
and
at
an
appropriate
length
to
position
the tension
fit-
Replace
any
damaged
landing
gear
or
retraction
sys-
ting,
Weld
tension
fitting
in
proper
position,
tem
component
with
a new
part.
Repain’ng
landing
D, Drill
four
1/4
inch
holes for
rosette
welds
1.9
gear
or
retraction
system
components
is
not
recom-
inches
from
center
of
30
degree
cut,
mended. After
installing
new
components,
check
gear
E.
Make
an
inner sleeve five
inches
long
from
and
retraction
system
rigging
as
outlined
in
Section
32-
4130
steel
tube,
condition
N,
with
outside diameter
to
20-02.
Before
returning
the aircraft to
service,
perform
match
Inside
diameter of
tube
C
and
with
a
.085
inch
a
’etraction
test
and
operational
check
of the
landing
wall
thickness,
gear
and
retraction
system
per
Section
32-30-01.
F,
Insert
the
inner sleeve
in
C
tube and weld
in
51-12-04 FLIGHT CONTROL SYSTEM
REPAIR
place
gs
shown
(Figure
51-4).
Replace
any
damaged
primary
control
system
com-
5.
REPAIRS
FOR
WELDED
ASSEMBLIES
General.
ponent
with
a
new
part. Repairing primary
control
sys-
This
section
does
not
apply
to
any
control
system
tem
components
is
not
recommended.
Use
only
new
tubing
or
assemblies,
engine
mounts
or
heat
treated
hardware when
installing
new
parts.
After
installation
of
steel
components
(except
as
stated
below),
new
parts,
check
control
system
travel
and
rigging
as
A. Small
holes
up
to
a
#20
drill
may
be
closed
by
outlined
in
Chapter
27
Before
retuming
the
aircraft
to
welding
with
the inert
gas
shielded
are
method,
service,
flight
test
the
aircraft for
proper
control
system
B,
Nicks
and
drill
marks
that
are no
longer
than
rigging.
1/8"
and do
not exceed four
percent
of wall thickness
51-13-00 -WING
REPAIR
In
depth
after
cleanup
may
be
smoothed
out
and
reprimed,
Nicks,
holes,
and
cracks
that
will
clean
up
51-13-01
-STRINGER
REPAIR
with
a
#20
drill
may
be drilled
and
repaired
per
item
A.
Stringer
splicing
may
require drilling
new
holes and ad-
C.
The
repair
of
weld beads
on
heat-treated
as-
ding
rivets between
existing
rivets
to obtain the
re
semblies
may
be
accomplished
without
reheat
treat-
quired
total
number
of rivets. Add
extra rivets where
ment
within
the
following
limits.
the
distance between
existing
rivets is the
greatest.
The
(1)
The
repair
bead
will
not
exceed
.375
in
pitch
and
edge
distance
must
conform
to
AC
43.13-1(
length
or
1/3
of total
length
of
weld,
whichever is the
requirements
(see
Figure 51-6).
iesser.
51-13-02
MAIN
SPAR
REPAIR
(2)
Only
one
repair
per
weld
bead is allowed.
6,
REPAIR
OF
SPOT
WELDS.
Failed
spot
welds
on
The
spar caps
inboard
of
STA
103
are
made of
7075-
aluminum
may
be
repaired
by installing
an
AD470-4
T6
high-strength
aluminum.
Replacement
of
the
spar
rivet
through
the
weld
if
the
damaged
area
will
clean
cap
is
preferable
to
repair.
However,
if
a
spar
cap
up
with
a
#30
drill,
repair
is
thought
necessary,
an
exact
description
of
the
7,
DENTS. Small
dents
which
do
not
exceed five
damage
showing
location and
extent
should be
sent to
percent
of the
diameter
of
the
tube in
depth
and
are no
the PRODUCT SUPPORT
DEPARTMENT,
Mooney
longer
than
one-half
the
tube
diameter
are
acceptable.
Aircraft
Corporation,
to
obtain
factory
recommenda-
51-12-02
tions
prior
to
beginning
the
repair.
-TAILCONE
REPAIRS
1. SPAR
CAP
REPLACEMENT.
To
replace
a
spar
1.
LONGERON
SPLICING.
Use
procedure
outlined
cap,
remove
the skin
covering
the
area
to
be
repaired.
in
AC
43.13-1(
for
repairing
and
splicing
tailcone
Before
removing
a
large
area
of
wing
skin,
attach
tem-
longerons,
(Figure
51-5)
shows
acceptable
methods
porary
jigs
or
holding
fixtures
to
the
wing
to
prevent
for
splicing
longerons.
Consult
AC
43.13-1(
Figures wing
warpage.
When
attaching
a new
spar
cap,
assure
2,28,
2,29
and
2.30
for
fastener
requirements.
proper
interference
fit
of
the
replaced
huckbolts.
51-12´•02
10
OLDWILLWAYNE