MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 1 OF

NDI INSPECTION OF CENTER WING LOWER SURFACE SKIN PANELS AT FS 597. BL 58 TO 61 WARNING: COMPLY WITH SFAR 88 CDCCL REQUIREMENTS, REFER TO SP-322 AND SP-323

1. Perform nondestructive inspection of the left and right center wing lower surface skin panel above the drag angle from BL 58 to BL 61 at FS 597. (See Figure 1 and 2.) NOTE: The lower surface skin panel is fabricated from 7075-T651/7075-T7351 aluminum, sulfuric acid anodized, and coated with two coats of polyurethane for aircraft integral fuel tanks (yellow). The rear beam cap, attach angle, attach doubler and clip are also fabricated from 7075-T651, and finished with Colored Chemical Film Treatment for aluminum and two, coats of zinc chromate primer, or with Colored Chemical Film Treatment and one primer, or with Colored Chemical Film Treatment and one coat of epoxy primer. The 5/16-inch and 1/4-inch diameter taperlok fasteners attaching the cap, panel, attach angle, attach doubler, and clip are fabricated from steel. When Service Bulletin 382-57-50 OR 82-481 is, incorporated, the attaching fastener hole diameters are increased one size to 3/8 and 5/16-inch, and steel Hi-Tique fasteners are installed. NOTE: This inspection procedure is the same for aircraft modified by Service Bulletin 382-57-50 or 82-481. NOTE: Fatigue loading may cause cracks to initiate in the fastener holes in the lower surface panel and propagate in an approximate chordwise direction. WARNING: ENSURE THAT POWER IS ISOLATED FROM ALL SYSTEMS IN THE INSPECTION AREA PRIOR TO APPROACHING THE INSPECTION AREA. FAILURE TO COMPLY MAY RESULT IN SERIOUS INJURY TO PERSONNEL. WARNING: WHEN BACKUP NDE PROCEDURE IS PERFORMED THE CENTER WING DRY BAY AREA MUST BE

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 2 OF 22

WARNING: WHEN BACKUP NDE PROCEDURE IS PERFORMED THE CENTER WING DRY BAY AREA MUST BE PURGED TO 0.0 TO 1.5 PERCENT OF THE LOWER EXPLOSIVE LIMIT. FAILURE TO COMPLY MAY RESULT IN SERIOUS INJURY TO PERSONNEL. A. Preparation of airplane: (1) No power isolation will be required to perform Primary NDE Procedure No. 1. Isolation of power in the inspection area will be required to perform Primary NDE Procedure No. 2; power isolation will be performed in accordance with applicable maintenance manual. (2) Remove the insulation blankets covering the attach angles in the cargo area, BL 61, left and right, at FS 597 to perform Primary NDE Procedure No. 1. (3) Remove the Landing Gear Access panel on left and right side beneath the center wing to perform Primary NDE Procedure No. 2. (4) When performing Backup NDE Procedure take readings of the center wing dry bay area environment with combustible gas indicator; this dry bay area will be within 0.0 and 1.5 percent of the lower explosive limit (LEL). If the dry bay area in the center wing indicates a reading higher than 1.5 percent LEL the area will be purged in accordance with instructions contained in the applicable maintenance manual to 0.0 to 1.5 percent LEL. All personnel are to wear non-sparking protective clothing while working in an area where fuel/fumes have been present. B. Access: (1) Access to perform primary NDE Procedure No. 1 is inside of the cargo compartment at the center wing rear beam with use of appropriate maintenance stands. (2) Access to the inspection area to perform Primary NDE Procedure No. 2 is available after removal of the left and right Landing Gear Access panels beneath the center wing with appropriate maintenance platforms.

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 3 OF 22

(3) Access to perform backup NDE Procedure is through the center Hydraulic and Fuel Equipment and Tank Access door on top of the center wing at BL 0, and through the cargo compartment to the center wing rear beam area with appropriate maintenance platforms. C. Preparation of part: (1) Removal of sealing compound at the aft outboard edge of the drain trough and trough doubler and the inboard edge of the attach angle at approximately FS 597 will be required to perform Primary NDE Procedure No. 1. Remove oil, grease, dirt, and sealants in the inspection area using mechanical scrapers of wood or phenol is (not metal) and clean rags wet with Federal Specification 0-T-620, Type I, Trichloroethane, or commercial equivalent. (2) Cleaning and sealant removal to performm Primary NDE Procedure No. 2 is not usually required; however, if such area is not clean remove sealant and clean area same as item 1 above. (3) Fasteners will be removed when Primary NDE Procedure No. 1 or No. 2 indicates a possible defect is present and the Backup NDE Procedure is required. The 5/16-inch taperlok and two fasteners immediately forward of the 5/16-inch taperlok will be removed for hole inspection when the Backup NDE Procedure is required to be performed. After the fasteners have been removed, clean the holes thoroughly with a stiff nylon bristle brush (not metal) wet with Specification 0-T-620, Type I, Trichloroethane, or commercial equivalent. D. Inspection method: Inspect aircraft using Primary NDE Procedure No. 1 or No. 2 at the operator's choice; either may be performed but one method must be performed. Primary NDE Procedure No. 1 requiring a subminiature transducer, may be performed without removals when adequate clearance between the attach angle and the drain trough exists inside of the cargo compartment. When inadequate transducer clearance is present between the drain

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 4 OF 22

trough and the attach angle, Primary NDE Procedure No. 2 will be required, with appropriate fairing removals.

2. PRIMARY NDE PROCEDURE NO. 1 - ULTRASONIC (See Figure 1) NOTE: For support data and locally manufactured items and acceptance/rejection criteria, refer to SMP 515-C, Work Card SP-76, Appendix A. NOTE: Primary NDE Procedure No. 1 is optional to Primary NDE Procedure No. 2; one procedure must be performed. A.

NDE equipment: (1) Portable Ultrasonic Flaw Detector, Sonic Mark I, or equivalent. (2) Transducer, 5.0 MHz, 70-degree Shear Wave, Top Connector, Mastercraft Enterprises Inc. P/N HMT 7123TC, or equivalent. Address: Mastercraft Enterprises Inc., P. 0. Box 6065-A, Marietta, Georgia 30065, Phone (404) 428-4664. (3) Cable, Microdot/BNC Connector, Mastercraft Enterprises Inc. P/N HMT 7-41-BM, or Sperry P/N 57A2271, or equivalent. (4) Calibration standard - Lockheed-Georgia Company P/N PDL 920, as illustrated. (5) Couplant, light oil, SAE 10, commercial.

B.

Instrument settings/calibration:

NOTE: Calibration Procedure No. 1 is used to inspect for a crack initiating in the 5/16-inch hole of the lower surface skin panel and propagating forward and aft of the hole as follows: aft of the 5/16-inch hole in approximately a chordwise direction, and forward of the 5/16-inch hole towards the inboard 1/4-inch diameter hole. Calibra-

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL

SMP 515 C INSPECTION PROCEDURES

L-382/C-130

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 5 OF 22

tion Procedure No. 2 is used to inspect the lower, surface skin panel for a crack initiating in the 5/16-inch diameter hole and propagating forward towards the outboard 1/4-inch diameter hole. Both calibrations are required. (1) Calibration Procedure No. 1: a.

Apply couplant to the standard and couple the 70-degree shear wave transducer to the standard in Position No. 1 as illustrated in Figure 1. Calibrate the instrument to display the initial pulse near the left side of the CRT display.

b.

Adjust the SWEEP to display the fastener hole signal obtained in Position No. 1 just to the right of the center of the CRT display as shown.

c.

Slowly move the transducer aft to Position No. 2 and note the sawcut signal. Maximize the sawcut indication and adjust signal amplitude to obtain 80 percent saturation on the CRT display. This signal from the sawcut simulates indications received from a crack in the! lower surface panel. Note also that the sawcut signal will appear to the right of the hole signal.

d.

Slowly move the transducer forward to Position No. 1 and note the position of the 5/16-inch diameter hole again on the CRT display.

e.

Rotate the transducer slowly to Position No. 3 and note the sawcut signal. This signal from the sawcut simulates indications received from a crack in the lower surface panel. Note also that the sawcut signal will appear to the right of the hole signal; note the position of the sawcut signal on the horizontal CRT scale. This setup in Positions 1 and 3 simulates signals for a crack in the lower surface panel which originates in the 5/16-

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 6 OF 22

inch diameter taperlok hole and propagates in a forward and inboard direction towards the inboard 1/4-inch diameter hole. f.

While holding the same angle on the transducer as used during setup in Position No. 3, slide the transducer to Position No. 4 as shown. Note that the signal for the crack from the 5/16-inch hole will be lost and that the crack from the 1/4-inch diameter hole will appear closer to the initial pulse than the crack from the 5/16 hole. The movement from Position No. 3 to Position No. 4 is intended to show a typical signal for a crack that extends from the 5/16 diameter hole to the 1/4-inch diameter hole; if such a crack exists on the aircraft, however, there will be no interruption of the signal from Position No. 3 to Position No. 4.

g.

While still holding the same angle on the transducer as used during setup in Position No. 3 and Position No. 4 slowly move the transducer to Position No. 5 and note the position of the 1/4inch diameter fastener hole on the horizontal scale of the CRT. It will be noted that the signal from the hole will appear closer to the initial pulse than was noted for the crack extending from the aft side of the 1/4-inch diameter hole. This position is intended to orient the operator while determining the extent of cracking from the 5/16-inch diameter hole.

(2) Calibration Procedure No. 2: a.

Apply couplant and couple the 70-degree shear wave transducer to the standard in Position No. 6 as illustrated in Figure 1. Calibrate the instrument to display the initial pulse near the left side of the CRT display.

b.

Adjust the SWEEP to display the fastener hole signal obtained in Position No. 6 near the center of the CRT display as shown.

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 7 OF 22

c.

Slowly rotate the transducer counterclockwise and slide it forward on the standard to Position No. 7 as shown. Note that the 5/16-inch diameter fastener signal will move slowly to the right of the fastener hole signal location on the CRT display obtained in Position No. 6.

d.

Continue to move the transducer forward on the standard to Position No. 8 as shown and slightly rotate it counterclockwise to maintain the 5/16-inch hole signal until the corner of the transducer is approximately in line with the 1/4-inch holes as shown. Maximize the hole signal. Carefully note the position of the hole signal on the horizontal CRT display.

e.

Carefully rotate the transducer in a clockwise direction slightly as shown in Position No. 9 and note the loss of the hole signal and the appearance of the sawcut signal. Note that the sawcut signal appears to the right of the hole signal along the horizontal CRT scale. This setup in positions 8 and 9 simulates signals for a crack in the lower surface panel which originates in the 5/16-inch diameter taperlok hole and propagates in a forward and outboard direction towards the outboard 1/4-inch diameter hole. Further shifting the transducer forward along the standard in the direction of Position No. 10, and with rotation of the transducer in a counterclockwise direction, will permit continued inspection for a crack from the 5/16-inch diameter hole by first locating the hole and then rotating the transducer slightly in a clockwise direction to locate the crack (sawcut on the standard).

f.

While holding the transducer at approximately the same angle as used-in Position No. 8, slide the transducer forward to Position No. 10 as shown. Note the position of the inboard 1/4-inch

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 8 OF 22

diameter hole signal on the horizontal scale of the CRT. The presence or absence of a crack emanating from the 5/16-inch diameter hole may be further checked with the transducer in Position 10 by rotating the transducer in a counterclockwise direction until the indicated signals are obtained.

C.

g.

Carefully slide the transducer forward and rotate it in a clockwise direction slightly as shown to Position No. 11. The signal obtained is that of the outboard 1/4-inch diameter hole.

h.

From the Position No. 11 location, rotate the transducer slightly counterclockwise from the centerline of the outboard 1/4 hole to Position No. 12 and note the appearance of the sawcut signal. Note that the sawcut signal appears to the right of the outboard 1/4 hole signal on the horizontal scale of the CRT. This setup in Positions 11 and 12 simulates signals for a crack in the lower surface panel which probably originated in the 5/16 hole and has propagated to the outboard 1/4 hole. Accomplishment of the inspection permits locating and/or tracing the extent of cracking that has originated in the 5/16 hole.

Inspection: NOTE: It is not intended that this inspection procedure inspect for cracks in locations and lengths other than those located when performing the inspection. Should additional crack lengths and locations be suspected, it is suggested that the inspection be accomplished in accordance with Work Card SP-138. (1) Calibrate the instrument to inspect for a crack running aft from the 5/16-inch diameter hole and for a crack running between the 5/16-inch diameter hole and the 1/4-inch diameter hole forward and inboard of

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 9 OF 22

the 5/16-inch diameter hole in accordance with Calibration Procedure no. 1. Apply couplant to the inspection area and inspect the lower surface skin panel for a crack running from the 5/16-inch diameter hole; common to the rear beam cap forward horizontal flange, the attach doubler, and rib clip, at approximately FS 597 and BL 61, left and right sides of the aircraft. (2) Calibrate the instrument to inspect for a crack running between the 5/16-inch diameter hole and the 1/4-inch diameter hole forward and outboard of the 5,/16-inch diameter hole in accordance with Calibration Procedure No. 2. Apply couplant to the inspection area and inspect the lower surface skin panel for a crack running from the 5/16-inch diameter hole; common to the rear beam cap lower surface forward horizontal flange, the attach angle, attach doubler, and rib clip; at approximately FS 597 and BL 61, left and right sides of the aircraft. D. Mark and report indicated defects. E.

To confirm suspected defect proceed to Backup NDE Procedure. If no defect is suspected, proceed to System Securing.

2. PRIMARY NDE PROCEDURE NO. 2 - ULTRASONICS (See Figure 2). NOTE: Primary NDE Procedure No. 2 is optional to Primary NDE Procedure No. 1; one procedure must be performed. NOTE: For support data and locally manufactured items and acceptance/rejection criteria, refer to Work Card SP76. A.

NDE equipment: (2) Portable Ultrasonic Flaw Detector, Sonic Mark I, or equivalent.

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 10 OF 22

(3) Transducer, 70-degree Shear Wave, Mastercraft Enterprises P/N HMT 7-423TC, or equivalent. Addresss: Mastercraft Enterprises, Inc., P.O. Box 6065-A, Marietta, Georgia 30065, Phone (404) 428-4664. (4) Cable, 6 foot, Microdot/BNC connector, Mastercraft Enterprises P/N HMT 7-41-BM, or equivalent. (5) Calibration standard - Lockheed-Georgia Com-pany P/N PDL 919, as illustrated. (6) Couplant - light oil, SAE 10, commercial. NOTE: The calibration procedure is provided to inspect for cracks in the lower surface panel originating from the 5/16inch diameter taperlok hole through the lower surface panel, angle, doubler, and rear beam lower surface cap forward flange; this crack should originate in the fastener hole and propagate approximately inboard or outboard in a chordwise direction to the next fastener hole located forward of the 5/16-inch diameter taperlok, or approximately aft in a chordwise direction from the 5/16-inch diameter hole. B.

Instrument settings/calibration: (2) Apply couplant and couple 70-degree ultrasonic transducer to the standard in Position No. 1 as illustrated in Figure 2.

NOTE: If sealant is not present on the standard or the aircraft at ithis location, there is a chance that an unwanted signal may appear on the CRT display if the sound couples through from Part B into Part C and returns. This unwanted signal will appear between the initial pulse and the 5/16-inch diameter hole signal.

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL

SMP 515 C INSPECTION PROCEDURES

L-382/C-130

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 11 OF 22

(3) Calibrate the instrument to display the initial pulse at the left side of the CRT display and the signal from the fastener hole to the right side of the center of the CRT display as illustrated. (4) Rotate the transducer to Position No. 2 and note the sawcut signal. Adjust signal amplitude to obtain 80 percent scope saturation from the sawcut on the CRT display. The sawcut signal simulates a crack in the part. C. Inspection (2) Apply couplant to the inspection area and set up the 70 degree shear wave transducer on the aft side of the fastener just outboard of the 5/16-inch diameter taperlok at FS 596 as illustrated in Figure 2. Rotate the transducer approximately 17-degrees as illustrated to locate the 5/16-inch diameter taperlok. While holding this approximate 17-degree angle setting, move the transducer slowly forward or aft in a straight line as shown, until the 5/16-inch diameter hole signal appears on the CRT display in approximately the same position as noted during calibration. Inspect forward of the 5/16-inch diameter taperlok in the following way: a.

While holding the approximate 17-degree angle position with the transducer aft of the fastener outboard of the 5/16-inch diameter taperlok, carefully slide the transducer forward until a signal is obtained or until the transducer contacts the fastener outboard of the 5/16-inch taperlok. If a signal is noted which appears just to the right of the 5/16-inch taperlok signal on the CRT it is probable that a crack is present emanating from the 5/16-inch taperlok. If no signal is noted during this maneuver, return the transducer to the original position - with the transducer at approximately a 17degree angle and set up on the 5/16inch diameter taperlok.

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL

SMP 515 C INSPECTION PROCEDURES

L-382/C-130

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 12 OF 22

b.

Rotate the inboard end of the transducer slowly forward and note the loss of the signal from the 5/16inch taperlok; if a second signal appears on the CRT this second signal is probably a crack in the lower surface panel emanating from the 5/16-inch diameter taperlok.

c.

The location of any second signals received should be checked for position relative to the sawcut signal on the st ndard as noted during calibration. Second signals appearing much further to the right of the 5/16-inch taperlok signal probably result from signals received from taperlok fasteners located inboard of the 5/16-inch taperlok.

(3) Apply couplant to the inspection area and set up on the forward side of the fastener just outboard of the 5/16inch diameter taperlok at FS 596 as illustrated in Figure 2. Rotate the transducer approximately 17-degree as illustrated to locate the 5/16-inch diameter taperlok. While holding this approximate 17-degree angle setting, move the transducer slowly forward in a straight line as shown until the 5/16inch diameter hole signal appears on the CRT in approximately the same position on the CRT as noted during calibration. Inspect forward of the 5/16-inch diameter taperlok in the following way: (a) A While holding the approximate 17-degree angle position with the transducer forward of the fastener outboard of the 5/16-inch taperlok, carefully slide the transducer forward until a signal is obtained or until the transducer contacts the fastener forward of the starting position. If a signal is noted which appears dust to the right of the 5/16-inch taperlok signal on the CRT it is probable that a crack is present emanating from the 5/16-inch tape rlok. If no signal is noted during this maneuver, return the transducer to the original position - with the transducer at

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MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

SYSTEM WINGS CHAPTER 57

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CARD NO. SP-141 13 OF 22

approximately a 17-degree angle and set up on the 5/16-inch diameter taperlok. (b) Rotate the inboard end of the transducer slowly forward and note the loss of the signal from the 5/16-inch taperlok; if a second signal appears on the CRT this second signal is probably a crack in the lower surface panel emanating from the 5/16-inch diameter taperlok. (c) The locations of any second signals received should be checked for position relative to the crack signal on the standard as noted during calibration. (3) Apply couplant to the inspection area and set up the 70-degree shear wave transducer on the aft side of the fastener just outboard of the 5/16-inch diameter taperlok at FS 596 as illustrated in Figure 2. Rotate the transducer approximately 17-degrees as illustrated to locate the 5/16-inch diameter taperlok. Slowly rotate the inboard end of the transducer aft to inspect for a crack present on the aft side of the 5/16-inch diameter hole. If a crack is present on the aft side, a signal will appear on the CRT display just to the right of the 5/16-inch hole signal received above. If no signal is received with the above transducer rotation, it is probable that no crack is present on the aft side of the 5/16-inch hole. All signals received should be checked against signals received during calibration. D. Mark and report indicated defects. E.

To confirm suspected defect proceed to Backup NDE Procedure. If no defect is suspected, proceed to System Securing.

4. BACKUP NDE PROCEDURE - EDDY CURRENT BOLT HOLE A.

NDE equipment: (1) Crack Detector, Magnaflux P/N ED-520, or equivalent.

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

SYSTEM WINGS CHAPTER 57

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(2) Probe, Bolt Hole, Standard Length, 5/16-inch diameter Ideal Specialties P/N 6200-5/16-BH-BNC, or equivalent. (3) Probe, Bolt Hole, Standard Length, 1/4-inch diameter, Ideal Specialties P/N 6200-1/4-BH-BNC, or equivalent. (4) Probe, Bolt Hole, Standard Length, 3/8-inch diameter, Ideal Specialties P/N 6200-3/8-BH-BNC, or equivalent. (5) Calibration Standard, aluminum, as furnished with the Magnaflux instrument, or Lockheed-Georgia Company P/N PDL 457A. B.

Instrument settings/cal ibration: SP-76, Appendix A.

Set up and calibrate instrument same as specified in SMP 515-C, Work Card

C. Inspection: Remove the three fasteners described in Preparation of part when a suspect indication was noted during performance of the Primary NDE Procedure No. 1 or No. 2. Clean each hole in accordance with the requirements specified in Preparation of part in this work card. Scan each layer per SMP 515-C, Work Card SP76, Appendix A, for bolt hole scanning technique. A sharp meter deflection, as noted during calibration of the instrument, will indicate a probable crack in the appropriate layer. D. Mark and report indicated defects. E.

After appropriate corrective action has been taken on the inspection results proceed to System Securing.

5. SYSTEM SECURING. Restore finishes and sealants, reinstall removed components, remove equipments and supplies from the inspection area, and perform operational checkouts as required in accordance with applicable maintenance instructions.

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

SYSTEM WINGS CHAPTER 57

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Figure 1. Lower Surface Skin Panel, Left and Right, Above Attach Angle at BL 58 to BL 61 and FS 597 (Sheet 1 of 4 )

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SMP 515 C INSPECTION PROCEDURES

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Figure 1. Lower Surface Skin Panel, Left and Right, Above Attach Angle at BL 58 to BL 61 and FS 597 ( Sh e e t 2 o f 4 )

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SMP 515 C INSPECTION PROCEDURES

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Figure 1. Lower Surface Skin Panel, Left and Right, Above Attach Angle at BL 58 to BL 61 and FS 597 (Sheet 3 of 4 ) THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

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SMP 515 C INSPECTION PROCEDURES

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Figure 1. Lower Surface Skin Panel, Left and Right, Above Attach Angle at BL 58 to BL 61 and FS 597 (Sheet 4 of 4 ) THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.

MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

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Figure 2. Lower Surface Skin Panel, Left and Right, Above Attach Angle at BL 58 to BL 61 and FS 597 (Sheet 1 of 4 )

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MODEL L-382/C-130

SMP 515 C INSPECTION PROCEDURES

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Figure 2. Lower Surface Skin Panel, Left and Right, Above Attach Angle at BL 58 to BL 61 and FS 597 (Sheet 2 of 4)

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SMP 515 C INSPECTION PROCEDURES

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Figure 2. Lower Surface Skin Panel, Left and Right, Above Attach Angle at BL 58 to BL 61 and FS 597 (Sheet 3 of 4 )

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SMP 515 C INSPECTION PROCEDURES

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500/600

14 DEC 08

CARD NO. SP-141 22 OF 22

Figure 2. Lower Surface Skin Panel, Left and Right, Above Attach Angle at BL 58 to BL 61 and FS 597 (Sheet 4 of 4 )

THIS MATERIAL CONTAINS PROPRIETARY INFORMATION OF LOCKHEED MARTIN AERONAUTICAL SYSTEMS. USE COPYING AND/OR DISCLOSURE WITHOUTH WRITTEN AUTHORIZATION IS PROHIBITED.