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9/27/01 AC 43.13-1B CHG 1 d. If all members are out of alignment, re ject the engine mount and replace with one supplied by the manufacturer or one which was built to conform to the manufacturer’s draw ings. The method of checking the alignment of the fuselage or nacelle points should be re quested from the manufacturer. e. Repair minor damage, such as a crack adjacent to an engine-attachment lug, by rew elding the ring and extending a gusset or a mounting lug past the damaged area. Engine- mount rings which are extensively damaged must not be repaired, unless the method of re pair is specifically approved by the FAA, or the repair is accomplished in accordance with FAA-approved instructions. f. If the manufacturer stress relieved the engine mount after welding it, the engine mount should be re-stress relieved after the weld repairs are made. 4-100. BUILT-UP TUBULAR WING OR TAIL-SPARS. Repair built-up tubular wing or tail-spars by using any of the applicable splices and methods of repair shown in fig ure 4-35 through figure 4-45, provided the spars are not heat treated. In the case of heat- treated spars, the entire spar assembly would have to be reheat treated to the manufacturer’s specifications after completion of the repair. In general, this will be found less practicable than replacing the spar with one furnished by the manufacturer or holder of the PMA for the part. 4-101. WING-BRACE STRUTS AND TAIL-BRACE STRUTS. In general, it will be found advantageous to replace damaged wing-brace struts made either from rounded or streamlined tubing with new members pur chased from the original manufacturer. How ever, there is no objection, from an airworthi ness point of view, to repairing such members in a proper manner. An acceptable method of repair, if streamlined tubing is used, will be found in figure 4-43. Repair similar members made of round tubes using a standard splice, as shown in figure 4-35, figure 4-37, or fig ure 4-38. a. Location of Splices. Steel-brace struts may be spliced at any point along the length of the strut provided the splice does not overlap part of an end fitting. The jury-strut attach ment is not considered an end fitting; there fore, a splice may be made at this point. The repair procedure and workmanship minimize distortion due to welding and the necessity for subsequent straightening operations. Observe every repaired strut carefully during initial flights to ascertain that the vibration charac teristics of the strut and attaching components are not adversely affected by the repair. A wide range of speed and engine-power combi nation must be covered during this check. b. Fit and Alignment. When making re pairs to wing and tail surface brace members, ensure to proper fit and alignment to avoid distortion. 4-102. LANDING GEAR REPAIR. a. Round Tube Construction. Repair landing gears made of round tubing using standard repairs and splices as shown in fig ure 4-35 and figure 4-41. b. Streamline Tube Construction. Repair landing gears made of streamlined tubing by either one of the methods shown in fig ure 4-42, figure 4-44, or figure 4-45. c. Axle Assemblies. Representative types of repairable and nonrepairable landing gear axle assemblies are shown in figures 4-46 and 4-47. The types as shown in A, B, and C of this fig ure are formed from steel tubing and may be repaired by the applicable method Par 4-99 Page 4-73PDF Image | AFS-640
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