service bulletin

Service Bulletin Number : SB-AG-39

September 17, 1996

WING SPAR INSPECTION AND FATIGUE LIFE EXTENSION

MODELS AFFECTED:

All S2R models and serial numbers manufactured and listed here, including any others converted, which
have:
a) Wing assemblies with aluminum spar webs with 4500 hours or more time in service.
b) A gas turbine engine of any type
c) A piston engine rated at more than 600 horespower
Model Serial Numbers
S2R 5000 through 5099R
S2R-
R1340-011, R1340-012, R1340-019, R1340-020, R1340-024, R1340-025, R1340-027
R1340
S2R-
R1820-001 through R1820-035
R1820
6000R through 6049R, T34-001 through T34-143, T34-145, T34-147 through T34-167, T34-
S2R-T34
171, T34-180, T34-181
S2R-T15 T15-001 thru T15/27-029 thru -033
S2R-T11 T11-001 through T11-005
S2R-G1 G1-101 thru -108
S2R-T15 T15/27-001 thru T15/27-029 thru -033

All T34 models whose serial numbers have the prefix T36, T41 or T42 applies if the number is listed.

All models with or without the DC suffix apply, if listed.

MODELS EXEMPTED:
 All 600 horsepower radial engine models, regardless of wing spar web material or total flight
a)
time.
b) All S2R models, manufactured or converted which have all-steel wing spar assemblies.
c) All S2R models whose wing assemblies have less than 4500 hours time in service.

Specific models and serial numbers as manufactured are:

Model Serial Number

S2R 1380R, 1416R and subs
S2R- R1340-001 through R1340-010, R1340-013 through R1340-018, R1340-021 through R1340-
R1340 023, R1340-026 through S2R-R1340-028 and subs
S2R-R3S S2R-R3S-001 through S2R-R3S-011
S2R-
S2R-R1820-036 and subs
R1820
S2R-T34-144, S2R-T34-146, S2R-T34-168, S2R-T34-169, S2R-T34-172 through S2R-T34-
S2R-T34
179, S2R-T34-182 and subs
S2R-T45 S2R-T45-001 and subs
S2R-T65 S2R-T65-001, S2R-T65-010 and subs
S2R-HG-
S2R-HG-002 through S2R-HG-009 and subs
T65
S2R-G5 S2R-G5-101 and subs
S2R-G6 S2R-G6-101 and subs
S2R-G10 S2R-G10-101 and subs

All T34 models whose serial numbers have the prefix T34, T41 or T42 applies if the number is listed.

All models with or without the DC suffix apply if listed.

REASON FOR PUBLICATION:

To detect, before failure, cracks in the lower wing spar of wing assemblies with aluminum spar webs
and to extend indefinitely the fatigue life of these spars.

COMPLIANCE:

*NOTE*
Although inspection without rework is an option for compliance of this service
bulletin, Ayres Corporation recommends that the cold expansion procedure
be accomplished prior to disassembly of the wing splice joint and prior to the
inspection procedure for the following reasons:

1. Finding a crack in the spar cap is unlikely

2. The cold expansion procedure may remove a small existing crack
3. The cold expansion procedure is simple and easy to implement
4. The mechanical aspects of the cold expansion process require the splice fittings to be firmly bolted
in place and preferably in a "well-settled" configuration.
5. The cold expansion procedure eliminates further action per this bulletin.

Inspection only:

1. Inspect the spar cap for cracks within the next 100 hours of flight or the next 100 hour/annual
inspection, whichever comes first.
2. If a crack is found, replace the spar cap or wing prior to the next flight. Consult Ayres Corporation
if a ferry flight to a suitable repair station is required.
3. If no cracks are found, return the aircraft to service and repeat the inspection at 500 hour or annual
intervals, whichever occurs first.

Rework:

1. Rework by cold expansion of the 1/4 and 5/16 inch bolt holes per this bulletin will end the
requirement for the crack inspection.

BY WHOM WORK MAY BE ACCOMPLISHED:

Inspection:

An FAA approved repair station with NDT certification employing a technician certified to conduct
non-destructive testing per MIL- STD-410E, ISO 9712, or SNT-TC-1A.

Rework:

A&P mechanic or equivalent approved by Ayres Corporation. Owner/operators are to contact Ayres
Corporation for a list of approved facilities.

APPROVAL:

The FAA and Ayres Corporation.

ESTIMATED MAN HOURS FOR COMPLIANCE:

Inspection: 8 hours.
Rework: 3 hours.

PARTS DATA:

Inspection:
z Full complement of lower splice fitting bolts, nuts and washers. 2 upper spar tube-nuts. Paint.

Rework:

z Full complement of lower splice fitting bolts, nuts and washers.

z 2 upper spar tube nuts.
z 2 each "x" oversize 1/4 inch bolts.
z 2 each "x" oversize 5/16 inch bolts.
z Paint.

SPECIAL TOOLS:

Inspection:

z NDT inspection equipment.

z Calibrated torque wrench.

Rework:

z ESK 556-1 fixture.

z FTI Document No. 52373
z Cold expansion equipment.
z 0.2490, 0.2646, 0.2651, 0.3110, 0.3268 and 0.3276 reamers.
z Calibrated torque wrench.
z Micrometer.
z Ball gauges.

*NOTE*
If there is any doubt concerning spar material, remove an inspection plate
outboard of the fuel tank and use an ordinary magnet on the spar web face.
The magnet will not stick to aluminum.

ACCOMPLISHMENT

INSTRUCTIONS:

Inspection:

z 1.Gain access to the wing main spar splice fittings. Remove spray pump and spray pump mounting
brackets.
z 2.Remove the lower spar splice fitting bolts and splice fittings per attached removal procedure.
z 3.Thoroughly clean the area in and around the 1/4 and 5/16 bolt holes and remove the paint from an area
extending one inch from the center of each of these holes.
z 4.If rust or corrosion are found anywhere on the spar cap or spar web, perform SB-AG-29 in conjunction
with this bulletin.
z 5.Remove all corrosion from all of the bolt holes by mechanical and/or chemical means.
z 6.Inspect the walls of the 1/4 and 5/16 inch bolt holes in the lower spar cap for cracks or flaws using
magnetic particle or equivalent flaw detection equipment.
z 7.If no cracks or flaws are found, prime and repaint all areas where the paint was removed.
z 8.Reassemble the splice fittings per the attached installation procedure using new nuts, bolts and washers.
z 9.Return the aircraft to its airworthy configuration, make appropriate log book entries and return the
aircraft to service

*WARNING*
If cracks or flaws are found, either replace the spar cap or wing prior to the
next flight or reassemble the splice fittings and proceed with the rework if
there is a possibility that oversizing the holes will remove the crack or flaw.
Contact Ayres Corporation if a ferry flight to a suitable repair station is
required.

Rework:

z 1.Gain access to the main spar splice fittings. Remove the spray pump and spray pump mounting
brackets.
z 2.Remove the 1/4, 5/16 and 1/2 inch bolts (first, second and fourth from the ends of the splice fittings).
z 3.Thoroughly clean in and around the splice fittings and bolt holes.
z 4.Remove the paint from the spot faces of the 1/2 inch holes in the splice fitting.
z 5.With 250 grit or finer sand paper, clean the 1/2 inch bolt holes so that they easily accept the 1/2 bolts of
the ESK 556-1 fixture assembly.
z 6.Install the ESK 556-1 fixture.

*WARNING*
Under no circumstances attempt to ream a hole without the use of the ESK
556-1 fixture and bushings.

z 7.Lubricate the 0.2490 reamer and with the reamer bushing installed in the fixture, ream the 1/4 inch
holes.
z 8.Lubricate the 0.3110 reamer and with the reamer bushing installed in the fixture, ream the 5/16 inch
holes.
z 9.Remove the ESK 556-1 fixture.
z 10.Using the attached Fatigue Technology, Inc. procedure described in F.T.I. Document No. 52373, cold
expand the 1/4 and 5/16 inch holes.
z 11.Install the ESK 556-1 fixture.
z 12.Lubricate the 0.2646 reamer (smaller of the two 1/4 inch final reamers) and with the reamer bushing
installed in the fixture, ream the 1/4 inch holes.
z 13.Lubricate the 0.3268 reamer (smaller of the two 5/16 inch final reamers) and with the reamer bushing
installed in the fixture, ream the 5/16 inch holes.

*NOTE*

The oversize repair bolts are manufactured to a tolerance of 0.2641 - 0.2651

for the "x" oversize 1/4 inch bolt and 0.3266 - 0.3276 for the "x" oversize 5/16
 inch bolt. The diameter of a reamed hole depends on reamer quality, operator
technique, lubricant, RPM and other factors. Because of these variations in
bolt diameter and hole size, bolt-in-hole fit will vary. Use caution when
installing the bolts so as not to remove the bolt cadmium plating on
installation.

z 14.Insert an "x" oversize 1/4 inch bolt into one of the 1/4 inch holes. If resistance is encountered,
encourage the installation with moderate taps of a 6 ounce plastic mallet. If further resistance is encountered
or it appears that installation will remove the cadmium plate from the bolt, remove the bolt and ream the
hole with the 0.2651 final reamer (larger of the two final reamers).

*NOTE*
If the bolt is still excessively tight after using the larger final reamer, use a
micrometer to check the mandrel for wear, the reamer for wear, and the bolt
diameter, it may be required to select a bolt with a small diameter.

z 15.In a similar manner, prepare the other 1/4 inch hole.

z 16.Using similar technique and precautions, prepare the 5/16 inch holes for "x" oversize 5/16 inch bolts
using the 0.3110 and 0.3276 inch reamers.
z 17.Mark these 1/4 and 5/16 inch "x" oversize bolts and be sure to install them in their respective holes
during reassembly.
z 18.Remove the remaining spar splice bolts and the spar splice fittings per the attached removal procedure.
z 19.Remove all corrosion from all of the bolt holes by mechanical and/or chemical means.
z 20.Thoroughly clean the area in and around the 1/4 and 5/16 bolt holes and remove the paint from an area
extending one inch from the center of each of these holes.
z 21.If rust or corrosion is found anywhere on the spar cap or spar web, perform SB-AG-29 in conjunction
with this bulletin.
z 22.Inspect the walls of the 1/4 and 5/16 inch bolt holes in the lower spar cap for cracks or flaws using
magnetic particle or equivalent flaw detection equipment.
z 23.If no cracks or flaws are found, prime and repaint areas where the paint was removed.

*WARNING*
If cracks or flaws are found, replace the spar cap or wing prior to the next
flight. Contact Ayres Corporation if a ferry flight to a suitable repair station is
required.

z 24.Drill or ream the MS20002C4 washers to 0.2720. Drill or ream the MS20002C5 to 0.332.
z 25.Reassemble the splice fittings per the attached installation procedure. Use all new nuts, bolts and
washers.
z 26.Install the pump mount and brackets.
z 27.Return the aircraft to its airworthy configuration, make appropriate log book entries and return the
aircraft to service.
WEIGHT AND BALANCE:No change.

PUBLICATIONS AFFECTED:None.

RECORD OF COMPLIANCE:Make appropriate airframe logbook entry. Complete the SB-AG-39

compliance card and mail to Ayres Corporation.

LOWER SPLICE FITTING REMOVAL(Reference Figure 1)

z 1.Park the aircraft in a closed door hangar and secure the aircraft for maintenance.
z 2.Disconnect the battery and external power sources.
z 3.Gain access to the wing splice area by removing the wing root fairings and the necessary aircraft side
and belly panels.
z 4.Support the wings at the jack points located approximately 6 feet from the wing tips and under various
wing ribs to prevent wing movement when the attach bolts are removed.
z 5.Back the locknuts off of the NAS bolts in the splice fittings far enough to conceal the end of the bolt
threads. Spray the bolt shanks with WD-40 or an equivalent lubricant.
z 6.Remove the AN5 bolts securing the tubes to the tube nuts and loosen the lower splice fitting tube nuts.
As the nuts are loosened, the bolts will back out of the holes. Once the tube nuts are off of the lower bolts,
loosen the upper tube nuts to back them out of the holes. If one of the bolts does not move, rethread the tube
nut onto this bolt and place a spacer between the opposite end of the tube and the spar cap (or NAS bolt).
Proceed, once again, to loosen the tube nut and back the bolt out of the hole. Remove the tubes and tube
nuts once sufficient clearance has been obtained.

*CAUTION*
Extreme care must be taken to avoid damaging the spar cap and the surface
finish of the holes through the spar cap.

*NOTE*
Adjusting the angle of the wings with the wing jacks may assist in wing bolt
removal.

z 7.Place an aluminum block on the smallest nut and with a 4X rivet gun, drive the nut flush to the splice
fitting. Proceed in a similar manner with the remainder of the bolts working from the smallest to the largest.

z 8.Remove all of the nuts and tube nuts from the NAS bolts. Place the aluminum block on the threaded
end of the smallest bolt and with the 4X rivet gun, drive it flush with the splice fitting. Proceed in a similar
manner with the remainder of the bolts working from the smallest to the largest.

z 9.Pry the lower splice fitting (top half) off of the NAS bolts by tapping aluminum wedges between the
lower splice fitting (top half) and the lower spar cap. Remove the top half of the lower splice fitting.

z 10.Place the aluminum block on the threaded end of the smallest bolt in the lower splice fitting and with a
2X rivet gun, drive it flush with the spar cap. Proceed in a similar manner with the remainder of the bolts
working from the smallest to the largest.
 *WARNING*
Under no circumstances should the bolts be turned while the threads are in the
spar cap. This could damage the hole surface finish which could result in a
stress concentration.

z 11.Pry the lower splice fitting (bottom half) off of the lower spar cap by tapping aluminum wedges
between the two. Remove the bottom half of the lower splice fitting along with the NAS bolts.
z 12.Discard all used nuts, bolts and washers.
z 13.Clean and remove corrosion from the splice fittings.

LOWER SPLICE FITTING INSTALLATION (Reference Figure 1)

z 1.Install the upper tube nuts and torque to specification in accordance with the Figure 2 torque chart.
z 2.Grease the the 12 NAS wing splice attach bolts and the holes in the lower splice fittings (top and
bottom halves) with Moly-Disulfide grease. Insert the two large NAS bolts with MS20002C countersunk
washers installed into the lower splice fitting (bottom half). Be sure to mate the countersunk portion of the
washer with the head of the bolt. Insert the remaining 10 NAS bolts with their respective, properly
orientated, MS20002C washers into their respective holes and position all 12 bolts flush with the top face of
the lower fitting (bottom half).

*CAUTION*
Use extreme care to avoid damaging the spar cap or the surface finish of the holes through the spar cap.

z 3.Apply Moly-Disulfide grease to the matching holes in the lower spar cap and place the top splice fitting
into position. Press the bolts through the holes in the lower spar cap.

z 4.Place the lower splice fitting (top-half) into position and press the fitting downward over the bolts.
Install MS20002 (no countersink) washers (12 places). Slip the 20240-1 tubes over the upper splice tube
nuts and install the lower splice tube nuts. Bring the 20239-4 tube nuts (2 places) and the AN365 nuts (10
places) up snug.

z 5.Torque the tube nuts and the AN365 locknuts on the NAS bolts through the lower splice fittings per
Figure 2, 4 places and 20 places, respectively.

z 6.Position the tubes equidistant between the upper and lower tube nuts. Drill 5/16 inch diameter holes
(+0.003, -0.001), 2 places per tube, parallel to the spar web through the pilot holes in the tubes and through
the tube nut shanks, 4 places total. Install AN5 bolts through these holes and secure with AN960 washers
and AN365 locknuts. Torque locknuts per Figure 2.

z 7.Remove the wing jacks.

View Figure 1(350k)

 Figure 2

Bolts Steel Tension Bolts Steel Tension Bolts Aluminum

AN 3 thru AN20 MS 20004 thru MS 20024 AN 3DD thru AN 20DD
AN 42 thru AN49 NAS 114 thru NAS 158 AN 173DD thru AN 186DD
AN 73 thru AN81 NAS 333 thru NAS 340 AN 509DD
AN 173 thru AN186 NAS 583 thru NAS 590 AN 525D
MS 20033 thru MS20046 NAS 624 thru NAS 644 MS 27039D
MS 20073 NAS 1303 thru NAS 1320 MS 24694DD
MS 20074 NAS 172
AN 509 NK9 NAS 174
MS 24694 NAS 517
Steel shear
AN 525 NK 525 bolt
MS27039 NAS 464
Nuts Nuts Nuts
Aluminum Aluminum
Steel Tension Steel Shear Steel Tension Steel Shear Tension Shear
AN 310 AN 320 AN 310 AN 320 AN 365D AN 320D
AN 315 AN 364 AN 315 AN 364 AN 310D AN 364D
AN 363 NAS 1022 AN 363 NAS 1022 NAS 1021D NAS 1022D
AN 365 MS 17826 AN 365 MS 17826
NAS 1021 MS 20364 MS 17825 MS 20364
MS 17825 MS 20365
MS 21045 MS 21045
MS 20365 NAS 1021
MS 20500 NAS 679
NAS 679 NAS 1291
FINE THREAD SERIES
Nut- Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
Bolt In. - lbs. In. - lbs. In. - lbs. In. - lbs. In. - lbs. In. - lbs.
Size Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max.
8 -36 12 15 7 9 5 10 3 6
8 -36 20 25 12 15 25 30 15 20 10 15 5 10
1/4 -
28 50 70 30 40 80 100 50 60 30 45 15 30
5/16 -
24 100 140 60 85 120 145 70 90 40 65 25 40
3/8 -
 24 160 190 95 110 200 250 120 150 75 110 45 70
7/16 -
20 450 500 270 300 520 630 300 400 180 280 110 170
1/2 -
20 480 690 290 410 770 950 450 550 280 410 160 260
9/16 -
18 800 1,000 480 600 1,100 1,300 650 800 380 580 230 360
5/8 -
18 1,100 1,300 660 780 1,250 1,550 750 950 550 670 270 420
3/4 -
16 2,300 2,500 1,300 1,500 2,650 3,200 1,600 1,900 950 1,250 560 880
7/8 -
14 2,500 3,000 1,500 1,800 3,550 4,350 2,100 2,600 1,250 1,900 750 1,200
1 -14 3,700 4,500 2,000 3,300 4,500 5,500 2,700 3,300 1,600 2,400 950 1,500
1 1/8
-12 5,000 7,000 3,000 4,200 6,000 7,300 3,600 4,400 2,100 3,200 1,250 2,000
1 1/4
-12 9,000 11,000 5,400 6,600 11,000 13,400 6,600 8,000 3,900 5,600 2,300 3,650
COARSE THREAD SERIES
8 -32 12 15 7 9
10 -
24 20 25 12 15
1/4 -
20 40 50 25 30
5/16 -
18 80 90 48 55
3/8 -
16 160 185 95 110
7/16 -
14 235 255 140 155
1/2 -
13 400 480 240 290
9/16 -
12 500 700 300 420
5/8 -
11 700 900 420 540
3/4 -
10 1,150 1,600 700 950
7/8 -9 2,200 3,000 1,300 1,800
1 -8 3,700 5,000 2,200 3,000
1 1/8
-8 5,500 6,500 3,300 4,000

1 1/4
-8 6,500 8,000 4,000 5,000
 service bulletin
Service Bulletin Number : SB-AG-39 Rev. 1
December 12, 1997

SB-AG-39 Revised Compliance Options and Inspection Intervals

Models Affected:

Group 1 Airplanes

Model Serial Numbers

S2R 5000 through 5099R
R1340-011,R1340-012,R1340-019,R1340-020, R1340-024, R1340-025, and
S2R-R1340
R1340-027
S2R-R1820 R1820-001 through 1820-035
6000R through 6049R, T34-001 through T34-143, T34-145, T34-147 through
S2R-T34
T34-167, T34-171, T34-180, and T34-181*
S2R-T15 T15-001 through T15-033**
S2R-T11 T11-001 through T11-005
S2R-G1 G1-101 through G1-108
* The serial numbers of the Model S2R-T34 airplanes could incorporate T34-xxx, T36-xxx, or
T41-xxx or T42-xxx. This Service Bulletin applies to all of these serial number designations, as
they are Model S2R-T34 airplanes.
** The serial numbers of the Model S2R-T15 airplanes could incorporate T15-xx and T27-xx. This
Service Bulletin applies to both of these serial number designations as they both Model S2R-
T15 airplanes.
Perform initial inspection at 2000 hours time in service (TIS).

Group 2 Airplanes

Model Serial Numbers

S2R-R1340 R1340-0028 through R1340-035
S2R-R1820 R1820-036
S2R-T65 T65-001 through T65-017
S2RHG-T65 T65-002 through T65-017
T34-144, T34-146, T34-168, T34-169,T34-172 through T34- 179, and T34-189
S2R-T34
through T34-232, T34-234, & T34-236*
S2R-T45 T45-001 through T45-014
S2R-G6 G6-101 through G6-147
S2R-G10 G10-101 through G10-141
S2R-G5 G5-101 through G5-105
* The serial numbers of the Model S2R-T34 airplanes could incorporate T35-xxx, T36-xxx, T41-
xxx, or T42-xxx. This Service Bulletin applies to all of these serial number designations as they
are all Model S2R-T34 airplanes.
Perform initial inspection at 2200 hours time in service (TIS).

Group 3 Airplanes*

Model Serial Numbers

600 S2D All serial numbers beginning with 600-1311D
S2R 1380 and 1416R through 4999R
R1340-001 through 1340-010, R1340-013 through R1340-018, R1340-021
S2R-R1340
through R1340-023, and R1340-026
S2R-R3S R3S-001 through R3S-011
* Any Group # airplane that has been modified with a hopper over 400 gallons, a piston engine
greater than 600 horsepower, or any gas turbine engine makes the airplane a Group 1 airplane
for the purpose of this Service Bulletin. The owner/ operator must inspect the airplane at the
group 1 compliance time specified in the Compliance section of this Service Bulletin.
Perform initial inspection at 6400 hours time in service (TIS).

Reason for publication: Ayres Service Bulletin No.SB-AG-39 was published to detect before
failure, cracks in the wing spar assemblies of Ayres Thrush
Agricultural Airplanes.
The revision to the Service Bulletin defines the re-inspection interval
for certain models after rework and redefines model effectivity and
grouping.

Compliance: Options
1) Perform SB-AG-39 as originally written.
2) Perform Ayres CK-AG-29 Part 1if necessary.
3) Add the "big butterfly" P/N 20211-09 and –11 in accordance with
CK-AG-29 Part 2.
By whom work may be A & P Mechanic or Equivalent
performed:
Approval: The FAA and Ayres Corporation

Revised inspection requirements:

Based on findings from accomplishment of SB-AG-39 and damage tolerance analysis, the
following Inspections are acceptable for all Groups of airplanes:

Mag.
Work performed/Technique Ultrasonic EddyCurrent
Particle
500
Inspect only 400 hours 450 hours
hours
1500 1200
Inspect, no cracks, cold work 1300 hours
hours hours
2500 1950
Inspect, no cracks, cold work, install big butterfly 2150 hours
hours hours
950
Inspect, small crack, cold work, to remove crack, re-inspect 750 hours 825 hours
hours
Inspect, small crack, cold work, to remove crack, re-inspect, 1550 1200
1350 hours
install big butterfly hours hours

Weight and Balance: N/A

Publications affected: SB-AG-39
Record of Compliance: Make appropriate airframe logbook entry.

Aircraft records:
SB-AG-39A, dated December 12, 1997
Entitled SB-AG-39 INSPECTION INTERVALS,
Accomplished __________________(date).