Amm

Do - L 410 - 1232.
MAINTENANCE MANUAL
FOR THE
L410 UVP - E AEROPLANE
L410 UVP – E9 AEROPLANE
L410 UVP – E20 AEROPLANE
November 1/2011 edition
686 04 Kunovice
Czech Republic
We cannot correct an error unless we know of its
existence, therefore, it is essential that you do your
part. Comments, corrections regarding this manual are
welcomed and should be sent to:
Documentation Department
Aircraft Industries, a.s.
Na Záhonech 1177
686 04 Kunovice
Czech Republic
EUROPE
or fax us to:
Documentation Department
+420 572 816 006
or e-mail us to:
let@let.cz
 2011 Aircraft Industries, a.s., 686 04 Kunovice, Czech Republic

All rights reserved.
No part of this manual may be reproduced or transmitted in any form or by any
means, electronic or mechanical, including photocopying and recording, for any
purpose without the express written permission of Aircraft Industries, a.s.
MAINTENANCE MANUAL
LIST OF CHAPTERS
CHAPTER 0 AIRCRAFT
CHAPTER 5 TIME LIMITS / MAINTENANCE CHECKS
CHAPTER 6 DIMENSIONS AND AREAS
CHAPTER 7 LIFTING AND SHORING
CHAPTER 8 LEVELING AND WEIGHING
CHAPTER 9 TOWING AND TAXIING
CHAPTER 10 PARKING AND MOORING
CHAPTER 11 PLACARDS AND MARKINGS
CHAPTER 12 SERVICING
CHAPTER 20 STANDARD PRACTICES
CHAPTER 21 AIR CONDITIONING
CHAPTER 22 AUTO FLIGHT
CHAPTER 23 COMMUNICATIONS
CHAPTER 24 ELECTRICAL POWER
CHAPTER 25 EQUIPMENT / FURNISHINGS
CHAPTER 26 FIRE PROTECTION
CHAPTER 27 FLIGHT CONTROLS
CHAPTER 28 FUEL
CHAPTER 29 HYDRAULIC POWER
CHAPTER 30 ICE AND RAIN PROTECTION
CHAPTER 31 INDICATING / RECORDING SYSTEMS
CHAPTER 32 LANDING GEAR
CHAPTER 33 LIGHTS
CHAPTER 34 NAVIGATION AND PITOT / STATIC
CHAPTER 35 OXYGEN
CHAPTER 38 WATER / WASTE
CHAPTER 51 STRUCTURES
CHAPTER 52 DOORS
CHAPTER 53 FUSELAGE
CHAPTER 54 NACELLES
CHAPTER 55 STABILIZERS
CHAPTER 56 WINDOWS
CHAPTER 57 WING
CHAPTER 61 PROPELLERS
CHAPTER 71 POWER PLANT
CHAPTER 76 ENGINE CONTROLS
CHAPTER 77 ENGINE INDICATING
CHAPTER 79 OIL
CHAPTER 80 STARTING
CHAPTER 82 WATER INJECTION
CHAPTER 90 SUPPLEMENTS
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RECORD OF ISSUED DOCUMENTATION BULLETINS
Bulletin No. Number of Revised Date of Entry

No. Data of issue
L 410 UVP-E / .... chapters and Signature
1 001 d Dec 15 / 95 000-1, 009-1, 010-1, 011-1, 012-1,

020-1, 022-1, 023-1, 024-1, 025-1,
026-1, 027-1, 028-1, 029-1, 030-1,
031-1, 032-1, 033-1, 035-1, 051-1,
052-1, 077-1, 079-1, 082-1, 090-1
2 004 d Dec 15 / 95 034-1,
Jan 8 / 96 000-2, 021-2, 023-2, 024-2, 027-2,
028-2, 029-2, 051-2, 053-2, 055-1,
057-1, 076-1
3 006 d Aug 20 / 96 011-2, 012-2, 022-2, 031-2, 038-1
4 010 d Jan 10 / 97 033-2
5 020 d Mar 28 / 97 020-2, 027-3, 029-3, 031-3, 032-2,
034-2, 035-2, 071-1
6 027 d Jan 6 / 98 009-2, 012-3, 027-4, 028-3
7 028 d Feb 10 / 98 011-3
8 037 d Oct 1 / 98 022-3, 026-2, 027-5, 028-4, 029-4,
030-2, 031-4, 032-3, 034-3, 035-3,
061-1, 071-2, 076-2, 079-2
9 040 d Feb 25 / 99 025-2, 033-3
10 045 d May 3 / 99 020-3
11 053 d Apr 30 / 99 007-1, 027-6, 028-5, 082-2
12 060 d Nov 20 / 01 012-4
13 062 d Aug 17 / 05 024-3, 026-3, 028-6, 029-5, 030-3,
031-5, 032-4, 033-4, 034-4, 061-2,
076-3, 077-2
14 068 d Sep 11 / 06 031-6
15 070 d Sep 11 / 06 051-3
16 075 d Not issued
17 081 d Feb 23 / 07 008-2, 012-6, 027-8, 057-2
18 097 d Nov 20 / 07 004-1, 008-3, 009-3, 011-4, 012-7,
024-4, 025-3, 026-4, 027-9, 028-7,
029-6, 033-5, 034-5
19 098 d Mar 11 / 08 022-4, 029-7, 030-5, 032-5,
033-6, 079-3
20 101 d May 16 / 08 20-4
21 102 d Oct 31 / 08 012-8, 023-3, 028-8, 030-6
EFFECTIVITY RECORD OF ISSUED

DOCUMENTATION BULLETINS
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Nov 1/11
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Bulletin No. Number of Revised Date of Entry

No. Data of issue
L 410 UVP-E / .... chapters and Signature
22 107 d Nov 18 / 08 004-2, 012-9, 024-5, 025-4, 026-5,

027-10, 028-9, 029-8, 033-7, 034-6,
052-2, 055-2, 079-4, 080-1
23 135d Nov 1 / 11 022-5
24 142d Feb 15/12 022-6, 030-7
MM is reissued Nov 1/11. This contains revisions from No. 1 to No. 24
25 145d May 31/12 012-10, 020-5, 023-4, 024-6, 026-6,

027-11, 028-10, 030-8, 034-7, 055-3,
057-3, 061-3
26 170d Apr 5/13 005-1, 012-11, 020-6, 022-7, 023-5,
026-7, 027-12, 028-11, 029-9, 030-9,
031-7, 032-6, 033-8, 034-8, 053-2,
061-4, 071-3, 076-4, 077-3, 079-5
27 178d Nov 15/13 020-7, 024-7, 027-13, 029-10,
032-7, 034-9
28 196d May 30/14 010-2, 012-12, 020-8, 021-3, 023-6,
024-8, 025-5, 026-8, 027-14, 028-12,
029-11, 030-10, 031-8, 032-8, 033-9,
034-10, 035-4, 051-4, 052-3, 053-3,
054-1, 055-4, 056-1, 057-4, 061-5,
071-4, 076-5, 077-4, 079-6, 080-2,
082-3
29 208d Dec 10/14 011-5, 012-13, 020-9, 021-4, 022-8,
023-7, 024-9, 025-6, 028-13,
029-12, 034-11, 057-5, 061-6
30 212d Apr 15/15 005-2, 012-14, 020-10, 022-9, 023-8,
027-15, 031-9, 032-9, 034-12, 057-6
31 220d Nov 20/15 012-15, 020-11, 022-10, 024-10;
026-9; 027-16, 028-14, 029-13; 032-10,
034-13, 057-7, 077-5
32 225d Mar 30/16 011-6, 020-12, 025-7, 051-5, 055-5,
057-8
33 236d Mar 10/17 008-4, 009-4, 022-11, 027-17, 028-15,
029-14, 032-11, 034-14, 051-6
EFFECTIVITY RECORD OF ISSUED

DOCUMENTATION BULLETINS
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CHAPTER
AIRCRAFT
MAINTENANCE MANUAL
CHAPTER 0
AIRCRAFT
LIST OF EFFECTIVE PAGES
Chapter Page Date Chapter Page Date

Section Section
Subject Subject
Title page - -
List of Effective Pages 1 Nov 1/11
2 Nov 1/11
Record of Revisions 1 Nov 1/11
2 Nov 1/11
3 Nov 1/11
4 Nov 1/11
Record of Temporary Revisions 1 Nov 1/11
2 Nov 1/11
Contents 1 Nov 1/11
2 Nov 1/11
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Description and Operation 2 Nov 1/11
3 Nov 1/11
4 Nov 1/11
5 Nov 1/11
6 Nov 1/11
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CHAPTER 0
AIRCRAFT
RECORD OF REVISIONS
Chapter, Numbers of Pages

Rev. Document Date of
Section,
No. Number Revision
Subject Rev. Pages New. Pages Del. Pages
MM is reissued on Nov 1/11. This contains revisions from No. 1 to No. 2
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CHAPTER 0
AIRCRAFT
CONTENTS
Subject Chapter, Page Effectivity

Section,
Subject
INTRODUCTION 000.01.00 1 ALL
Description and Operation 1
General 1
Conception 1
Maintenance manual breakdown 1
Figures 3
Revisions 3
Modifications 4
Limitation of information effectivity 4
Replacement of instruments and units 5
Abbreviations 6
SURVEY OF PRIMARY AND SECONDARY AIRPLANE 000.02.00 1 ALL
STRUCTURES
General 1
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INTRODUCTION
DESCRIPTION AND OPERATION
1. General
The Maintenance Manual (hereinafter referred to as MM) has been prepared according to the specification
for manufactures maintenance data - A.T.A. Specification No. 100 and GAMA Specification No. 2.
It covers the technical description and instructions for operation and maintenance of all aircraft parts.
Exception is being made for complicated purchased products only (engines, propellers, radio communication,
etc.), which are provided with separate documentation by the manufacturer. Reference is made to such
documentation in this MM.
This MM applies to the L 410 UVP-E, L 410 UVP-E9 and L 410 UVP-E20 aircrafts. All pages are identified by
the model designation L 410 UVP-E, E9, E20 in the heading. Complete new chapters, sections or subjects
are being issued to distinguish information applicable to each of the above aircraft types.
Any modifications are covered by the appropriate supplements to this MM – refer to the chapter 90.
This MM entitles the operators carry out work given in the MM only on the aircraft of which they are owners.
This MM is inalienable and cannot be transferred to third party, otherwise the operator loses the possibility
for the MM to be maintained and revised.
2. Conception
Every system of the aircraft having a specific function is comprehended in an independent chapter as is
obvious from the MANUAL BREAKDOWN REFERENCE LIST. General technological instructions and
procedures, which are commonly known, as e.g. riveting, cable splicing, welding, etc., are not included in
this MM, as it is anticipated that servicing personnel are of relevant qualification.
3. Maintenance manual breakdown

The MM is divided into chapters that are further divided into sections and subjects. The division is expressed
by a number that is located on the outer bottom edge of the page. For example:
32 20
LANDING GEAR (chapter)
NOSE GEAR (section)

29 11 01
HYDRAULIC POWER (chapter)
NORMAL CONTROLS (section)
SUCTION FILLING CONNECTION (subject)
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Page numbering is separate for each section and subject. In the numbering, the internal breakdown
of each subject to the individual topics is reflected, which makes orientation and introduction of
amendments easier.
Page numbering is separate for each section and subject:
DESCRIPTION AND OPERATION Page 1 to 100 (eff. L410 UVP-E; E9; E20)
Page 1001 to 1100 (eff. L410 UVP-E)
Page 2001 to 2100 (eff. L410 UVP-E9)
Page 3001 to 3100 (eff. L410 UVP-E20)
TROUBLE SHOOTING Page 101 to 200 (eff. L410 UVP-E; E9; E20)
Page 2101 to 2200 (eff. L410 UVP-E9)
Page 3101 to 3200 (eff. L410 UVP-E20)
SERVICING Page 301 to 400 (eff. L410 UVP-E; E9; E20)

Page 2301 to 2400 (eff. L410 UVP-E9)
Page 3301 to 3400 (eff. L410 UVP-E20)
REMOVAL / INSTALLATION Page 401 to 500 (eff. L410 UVP-E; E9; E20)
Page 2401 to 2500 (eff. L410 UVP-E9)
Page 3401 to 3500 (eff. L410 UVP-E20)
ADJUSTMENT / TEST Page 501 to 600 (eff. L410 UVP-E; E9; E20)
Page 2501 to 2600 (eff. L410 UVP-E9)
Page 3501 to 3600 (eff. L410 UVP-E20)
INSPECTION / CHECK Page 601 to 700 (eff. L410 UVP-E; E9; E20)
Page 2601 to 2700 (eff. L410 UVP-E9)
Page 3601 to 3700 (eff. L410 UVP-E20)
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CLEANING / PAINTING Page 701 to 800 (eff. L410 UVP-E; E9; E20)
Page 2701 to 2800 (eff. L410 UVP-E9)
Page 3701 to 3800 (eff. L410 UVP-E20)
APPROVED REPAIRS Page 801 to 900 (eff. L410 UVP-E; E9; E20)
Page 2801 to 2900 (eff. L410 UVP-E9)
Page 3801 to 3900 (eff. L410 UVP-E20)
For example a trouble shooting procedure concerning a particular nose gear defect is to be located in
the section 32-20 and page 101 with which the Trouble Shooting topic begins.
4. Figures
Numbering of figures is consistently related to the page number block for each topic. For example Fig. 1
( or 1001, 2001, 3001) will be the first figure in DESCRIPTION AND OPERATION, Fig. 301 (or 1301,
2301, 3301) will be the first figure in SERVICING, Fig. 401 ( or 1401, 2401, 3401) will be the first figure in
REMOVAL/ INSTALLATION, etc.
5. Revisions
Revisions in the MM are carried out by means of replacement pages that are always accompanied by a
new list of effective pages of the corresponding chapter. The revision (the replacement pages) are sent
to the holder of the MM in the form of Documentation Bulletins (a list of issued bulletins is filed after the
title page of Book 1). The holder of the MM is obliged to make sure that the pages in his manual correspond
to the list of effective pages that is filed on the beginning of each chapter. Pages that do not correspond
to the list must be discarded.
Revisions are identified by a thick vertical line along the margin of the page, and a revised or new page is
marked with the date of issue.
If a portion of the text is shifted to the following page due to an extension of the changed text, only that position
of the text that was changed is identified with the vertical line (the original text is not marked even through
shifted).
If there is no other change except for shifting of the text, a letter R is added to the date of issue.
Before the issue of replacement sheets the holder of the MM may be informed about the revisions being
prepared by a TEMPORARY REVISION.
The temporary revisions are filed by the holder of the MM face the corresponding Manual sheet.
After the receipt and filing of the new sheet, the original sheet with its TEMPORARY REVISIONS is to be
deleted from the Manual.
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The holder of the MM having received a revision and made the corresponding change to the MM, will enter
the revision number in the Record of revisions together with the date when the revision was inserted, and
the signature of the person having made the change.
The Record of Revisions is located in the introductory section after the Title page of each chapter.
NOTE: Chapter 90 is an exception, the record of revisions being located behind the Title Page in the
introductory section, and also behind the Title Page of each Supplement.
6. Modifications
The modifications (differences from the basic aircraft version), are described in supplements to the relevant
chapters of the MM - see chapter 90.
7. Limitation of information effectivity

Limitation of information effectivity (indication of the aircraft type) is identified in the effectivity block as
follows:
- If a page applies to all aircraft types (i.e. L410 UVP-E, L410 UVP-E9, L410 UVP-E20) the word
“ALL” is indicated in the effectivity block
- If a page applies to L 410 UVP-E aircrafts, “L 410 UVP-E” is indicated in the effectivity block.
- If a page applies to L 410 UVPE-E9 aircrafts, “L 410 UVP-E9” is indicated in the effectivity block.
- If a page applies to L 410 UVP-E20 aircrafts, “L 410 UVP-E20” is indicated in the effectivity block.
Any modification of any aircraft type is described in a supplement to the MM - as indicated in para 6 above.
In the information which is explained on a page is effective for certain aircrafts only (e.g. certain series or
certain serial numbers), these are specified behind the word EFFECTIVITY (with the indication of aircraft
type).
For example:
applies to
EFFECTIVITY: L410 UVP-E
ALL L410 UVP-E9
L410 UVP-E20
EFFECTIVITY:
ALL (S/ No.2202)
applies to
EFFECTIVITY: L410 UVP-E
L410 UVP-E
EFFECTIVITY:
L410 UVP-E (S/No.2832)
EFFECTIVITY:
000.01.00
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applies to
EFFECTIVITY: L410 UVP-E9
L410 UVP-E9
EFFECTIVITY:
L410 UVP-E9 (S/No.1324)
applies to
EFFECTIVITY: L410 UVP-E20
L410 UVP-E20
EFFECTIVITY:
L410 UVP-E20 (S/No.2711)
8. Replacement of instruments and units

Instruments and units which have been found out as unfit for further operation are allowed to be replaced
with instruments (units) of the same type.
Instruments and units to be installed into aircraft must be tested before the installation.
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9. Abbreviations
AFM - Airplane Flight Manual
MM - Maintenance Manual
WM - Wiring Manual
MS - Maintenance Schedule
IM - Inspection Manual
LH - Left-Hand (Port)
RH - Right-Hand (Starboard)
Rud - Rudder
Elev - Elevator
L/G - Landing Gear
ng - gas generator speed
np - propeller speed
V (IAS) - indicated airspeed
TQ (TRQ) - torque
ITT - Interstage Turbine Temperature
Λ ITT / ΛT - temperature growth speed between turbines
GT - Gas Generator
TCL - Throttle Control Lever
PCL - Propeller Control Lever
ECL - Engine Control Lever
AP - Autopilot
IELU - Integrated Engine Limiter Unit
VT (FT) - Free Turbine
PVD - Pitot Static System
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SURVEY OF PRIMARY AND SECONDARY AIRCRAFT STRUCTURES

1. General
Survey of primary airframe structures:
• electrical power (see Chapter 24)
• fire protection (see Chapter 26)
• flight controls (see Chapter 27)
• fuel (see Chapter 28)
• hydraulic power (see Chapter 29)
• ice and rain protection (see Chapter 30)
• indicating/recording system (see Chapter 31)
• landing gear (see Chapter 32)
• navigation and Pitot/static (see Chapter 34)
• doors (see Chapter 52)
• fuselage (see Chapter 53)
• nacelles (see Chapter 54)
• stabilizers (see Chapter 55)
• wings (see Chapter 57)
• propellers (see Chapter 61)
• power plant (see Chapter 71)
• engine controls (see Chapter 76)
• engine indicating (see Chapter 77)
• oil (see Chapter 79)
• starting (see Chapter 80)
• water injection (see Chapter 82)
The rest of the aircraft parts can be classified as secondary structures.
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CHAPTER
TIME LIMITS/
MAINTENANCE CHECKS
MAINTENANCE MANUAL
CHAPTER 5
TIME LIMITS / MAINTENANCE CHECKS

Section Section
Subject Subject
Title page - -
List of Effective Pages 1 Apr 15/15
2 Nov 1/11
Record of Revisions 1 Apr 15/15
2 Nov 1/11
3 Nov 1/11
4 Nov 1/11
Record of Temporary Revisions 1 Nov 1/11
2 Nov 1/11
Contents 1 Apr 5/13
2 Nov 1/11
005.10.00 1 Apr 15/15
Description and Operation 2 Apr 5/13
005.20.00 1 Apr 15/15

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CHAPTER 5
RECORD OF REVISIONS

Section,
No. Rev. Pages New. Pages Del. Pages Number Revision
Subject
MM is reissued on Nov 1/11.
1 005-List of 1 - -
Effective Pages
005-List of 1 - -
Revisions L410UVP-E/170d Apr 5/13
005-Contents 1 - -
005.10.00 1 to 2 - 3 to 4
2 005-List of 1 - -
Effective Pages
005-List of 1 - -
005.10.00 1 - -
005.20.00 1 - -

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Subject

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CONTENTS

Section,
Subject
TIME LIMITS 005.10.00 1 ALL
General 1
SCHEDULED MAINTENANCE CHECK 005.20.00 1 ALL

General 1
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TIME LIMITS
1. General
For the EASA certified airplanes, the AIRWORTHINESS LIMITATIONS SECTION
is contained in the Maintenance Schedule (MS), Doc. No. – Do-L410-1222.1, Do-L410-1225.2,
Do-L410-1223.2, which are separate documents.
The Airworthiness Limitations are included in the following chapters:
• Chapter 2 - AIRWORTHINESS LIMITATION SECTION

of Maintenance Schedule (MS)
• Chapter 9.7 - OPERATION OF INSTRUMENTS AND MAJOR COMPONENTS

For the FAA validated L 410 UVP-E20 and L 410 UVP-E20 CARGO airplanes,
the AIRWORTHINESS LIMITATIONS SECTION is contained in the Maintenance Schedule (MS),
Doc. No. Do-L410-1223.2-FAA, which is the separate document.
The Airworthiness Limitations are included in the following chapters:
• Chapter 2 - AIRWORTHINESS LIMITATION SECTION

• Chapter 9.6 - OPERATION OF INSTRUMENTS AND MAJOR COMPONENTS

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Appropriate documents for the engine and the propeller are as follows:
GE WALTER Manuals:
• Maintenance Manual turboprop engine models WALTER M 601 E, WALTER M 601-E21
P/N 0982055;
The AVIA Propeller Manuals:
• Document No. E-1500 - “Operation and installation manual reversible hydraulically controlled
variable pitch propellers (constant speed) V510( ) “.
• Operator's Installation and Maintenance Manual V510 Propeller P/N 068-8912.7
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005.10.00
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SCHEDULED MAINTENANCE CHECK

1. General
The content of this Section such as mandatory replacement time, structural inspection interval, and related
structural inspection interval, and related structural inspection procedure required for type certification is
included in a separate manual - Maintenance Schedule (MS) Document No. – Do-L410-1222.1,
Do-L410-1225.2, Do-L410-1223.2, Do-L410-1223.2-FAA.
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DIMENSIONS
AND
AREAS
MAINTENANCE MANUAL
CHAPTER 6
DIMENSIONS AND AREAS

Section Section
Subject Subject
Title page - - 006.01.00 19 Nov 1/11

List of Effective Pages 1 Nov 1/11 Description and Operation 20 Nov 1/11
2 Nov 1/11 21 Nov 1/11
Record of Revisions 1 Nov 1/11 22 Nov 1/11
2 Nov 1/11 006.02.00 1 Nov 1/11
3 Nov 1/11 Description and Operation 2 Nov 1/11
4 Nov 1/11 3 Nov 1/11
Record of Temporary Revisions 1 Nov 1/11 4 Nov 1/11
2 Nov 1/11 5 Nov 1/11
Contents 1 Nov 1/11 6 Nov 1/11
2 Nov 1/11 7 Nov 1/11
006.01.00 1 Nov 1/11 8 Nov 1/11
Description and Operation 2 Nov 1/11 006.03.00 1 Nov 1/11
4 Nov 1/11 3 Nov 1/11
5 Nov 1/11 4 Nov 1/11
6 Nov 1/11 5 Nov 1/11
7 Nov 1/11 6 Nov 1/11
8 Nov 1/11 006.04.00 1 Nov 1/11
10 Nov 1/11 3 Nov 1/11
11 Nov 1/11 4 Nov 1/11
12 Nov 1/11 5 Nov 1/11
13 Nov 1/11 6 Nov 1/11
14 Nov 1/11 7 Nov 1/11
15 Nov 1/11 8 Nov 1/11
16 Nov 1/11 9 Nov 1/11
17 Nov 1/11 10 Nov 1/11
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Section Section
Subject Subject
006.04.00 12 Nov 1/11

14 Nov 1/11

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CHAPTER 6
RECORD OF REVISIONS

Section,
No. Number Revision
MM is reissued on Nov 1/11.

ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 3
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 4
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MAINTENANCE MANUAL
CHAPTER 6

Section,
No. Number Revision

ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 6
DIMENSION AND AREAS
CONTENTS

Section,
Subject
CONVERSION TABLES 006.00.01 1 ALL
Conversion of mm to inch 1
Conversion of inch to mm 2
Conversion of m to foot 3
Conversion of foot to m 4
Conversion of sq. cm of sq. inch 5
Conversion of sq. inch to sq. cm 6
Conversion of sq. dm to sq. foot 7
Conversion of sq. foot to sq. dm 8
Conversion of litters to gallons 9
Conversion of gallons to litters 10
Conversion of kg to pound 12
Conversion of pound to kg 13
Conversion of strength units (kp to lbf) 14
Conversion of strength units (lbf to kp) 15
Conversion of pressure units (N/sq. cm to psi) 16
Conversion of pressure units (psi to N/sq. cm) 17
Conversion of pressure units (kp/ sq. cm to psi) 18
Conversion of pressure units (psi to kp/sq. cm) 19
Conversion of inch fraction to mm 20
Temperature conversion from Celsius to 22
Fahrenheit
DIMENSIONS AND AREAS 006.00.02 1 ALL
Main dimensions 1
Wing 1
Stabilizer and elevator 5
Fin and rudder 7
AIRCRAFT ZONING 006.00.03 1 ALL
General 1
ACCESS DOORS AND PANELS 006.00.04 1 ALL
General 1
Method of identification 1
ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL
ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
CONVERSION TABLES
1. Conversion of mm to inch
1 mm = 0.03937 in
mm in mm in mm in
1 0.03937 35 1.37795 69 2.71653
2 0.07874 36 1.41732 70 2.75590
3 0.11811 37 1.45669 71 2.79527
4 0.15748 38 1.49606 72 2.83464
5 0.19685 39 1.53543 73 2.87401
6 0.23622 40 1.57480 74 2.91338
7 0.27559 41 1.61417 75 2.95275
8 0.31496 42 1.65354 76 2.99212
9 0.35433 43 1.69291 77 3.03149
10 0.39370 44 1.73228 78 3.07086
11 0.43307 45 1.77165 79 3.11023
12 0.47244 46 1.81102 80 3.14960
13 0.51181 47 1.85039 81 3.18897
14 0.55118 48 1.88976 82 3.22834
15 0.59055 49 1.92913 83 3.26771
16 0.62992 50 1.96850 84 3.30708
17 0.66929 51 2.00787 85 3.34645
18 0.70866 52 2.04724 86 3.38582
19 0.74803 53 2.08661 87 3.42519
20 0.78740 54 2.12598 88 3.46456
21 0.82677 55 2.16535 89 3.50393
22 0.86614 56 2.20472 90 3.54330
23 0.90551 57 2.24409 91 3.58267
24 0.94488 58 2.28346 92 3.62204
25 0.98425 59 2.32283 93 3.66141
26 1.02362 60 2.36220 94 3.70078
27 1.06299 61 2.40157 95 3.74015
28 1.10236 62 2.44094 96 3.77952
29 1.14173 63 2.48031 97 3.81889
30 1.18110 64 2.51968 98 3.85826
31 1.22047 65 2.55905 99 3.89763
32 1.25984 66 2.59842 100 3.93700
33 1.29921 67 2.63779
34 1.33858 68 2.67716
EFFECTIVITY:
006.00.01
ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL
2. Conversion of inch to mm
1 in = 25.4 mm
in mm in mm in mm
1 25.40000 35 889.00000 69 1752.60000
2 50.80000 36 914.40000 70 1778.00000
3 76.20000 37 939.80000 71 1803.40000
4 101.60000 38 965.20000 72 1828.80000
5 127.00000 39 990.60000 73 1854.20000
6 152.40000 40 1016.00000 74 1879.60000
7 177.80000 41 1041.40000 75 1905.00000
8 203.20000 42 1066.80000 76 1930.40000
9 228.60000 43 1092.20000 77 1955.80000
10 254.00000 44 1117.60000 78 1981.20000
11 279.40000 45 1143.00000 79 2006.60000
12 304.80000 46 1168.40000 80 2032.00000
13 330.20000 47 1193.80000 81 2057.40000
14 355.60000 48 1219.20000 82 2082.80000
15 381.00000 49 1244.60000 83 2108.20000
16 406.40000 50 1270.00000 84 2133.60000
17 431.80000 51 1295.40000 85 2159.00000
18 457.20000 52 1320.80000 86 2184.40000
19 482.60000 53 1346.20000 87 2209.80000
20 508.00000 54 1371.60000 88 2235.20000
21 533.40000 55 1397.00000 89 2260.60000
22 558.80000 56 1422.40000 90 2286.00000
23 584.20000 57 1447.80000 91 2311.40000
24 609.60000 58 1473.20000 92 2336.80000
25 635.00000 59 1498.60000 93 2362.20000
26 660.40000 60 1524.00000 94 2387.60000
27 685.80000 61 1549.40000 95 2413.00000
28 711.20000 62 1574.80000 96 2438.40000
29 736.60000 63 1600.20000 9T 2463.80000
30 762.00000 64 1625.60000 98 2489.20000
31 787.40000 65 1651.00000 99 2514.60000
32 812.80000 66 1676.40000 100 2540.000000
33 838.20000 67 1701.80000
34 863.60000 68 1727.20000
EFFECTIVITY:
006.00.01
ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
3. Conversion of m to foot
1 m = 3.28084 foot
m ft m ft m ft
1 3.280840 35 114.829400 69 226.377960
2 6.561680 36 118.110240 70 229.658800
3 9.842520 37 121.391080 71 232.939640
4 13.123360 38 124.671920 72 236.220480
5 16.404200 39 127.952760 73 239.501320
6 19.685040 40 131.233600 74 242.782160
7 22.965880 41 134.514440 75 246.063000
8 26.246720 42 137.795280 76 249.343840
9 29.527560 43 141.076120 77 252.624680
10 32.808400 44 144.356960 78 255.905520
11 36.089240 45 147.637800 79 259.186360
12 39.370080 46 150.918640 80 262.467200
13 42.650920 47 154.199480 81 265.748040
14 45.931760 48 157.480320 82 269.028880
15 49.212600 49 160.761160 83 272.309720
16 52.493440 50 164.042000 84 275.590560
17 55.774280 51 167.322840 85 278.871400
18 59.055120 52 170.603680 86 282.152240
19 62.335960 53 173.884520 87 285.433080
20 65.616800 54 177.165360 88 288.713920
21 68.897640 55 180.446200 89 291.994760
22 72.178480 56 183.727040 90 295.275600
23 75.459320 57 187.007880 91 298.556440
24 78.740160 58 190.288720 92 301.837280
25 82.021000 59 193.569560 93 305.118120
26 85.301840 60 196.850400 94 308.398960
27 88.582680 61 200.131240 95 311.679800
28 91.863520 62 203.412080 96 314.960640
29 95.144360 63 206.692920 97 318.241480
30 98.425200 64 209.973760 98 321.522320
31 101.706040 65 213.254600 99 324.803160
32 104.986880 66 216.535440 100 328.084000
33 108.267720 67 219.816280
34 111.548560 68 223.097120
EFFECTIVITY:
006.00.01
ALL Page: 3
Nov 1/11
MAINTENANCE MANUAL
4. Conversion of foot to m
1 ft = 0.3048 m
ft m ft m ft m
1 0.304800 35 10.668000 69 21.031200
2 0.609600 36 10.972800 70 21.336000
3 0.914400 37 11.277600 71 21.640800
4 1.219200 38 11.582400 72 21.945600
5 1.524000 39 11.887200 73 22.250400
6 1.828800 40 12.192000 74 22.555200
7 2.133600 41 12.496800 75 22.860000
8 2.438400 42 12.801600 76 23.164800
9 2.743200 43 13.106400 77 23.469600
10 3.048000 44 13.411200 78 23.774400
11 3.352800 45 13.716000 79 24.079200
12 3.657600 46 14.020800 80 24.384000
13 3.962400 47 14.325600 81 24.688800
14 4.267200 48 14.630400 82 24.993600
15 4.572000 49 14.935200 83 25.298400
16 4.876800 50 15.240000 84 25.603200
17 5.181600 51 15.544800 85 25.908000
18 5.486400 52 15.849600 86 26.212800
19 5.791200 53 16.154400 87 26.517600
20 6.096000 54 16.459200 88 26.822400
21 6.400800 55 16.764000 89 27.127200
22 6.705600 56 17.068800 90 27.432000
23 7.010400 57 17.373600 91 27.736800
24 7.315200 58 17.678400 92 28.041600
25 7.620000 59 17.983200 93 28.346400
26 7.924800 60 18.288000 94 28.651200
27 8.229600 61 18.592800 95 28.956000
28 8.534400 62 18.897600 96 29.260800
29 8.839200 63 19.202400 97 29.565600
30 9.144000 64 19.507200 98 29.870400
31 9.448800 65 19.812000 99 30.175200
32 9.753600 66 20.116800 100 30.4800000
33 10.058400 67 20.421600
34 10.363200 68 20.726400
EFFECTIVITY:
006.00.01
ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
5. Conversion of sq.cm of sq.inch

1 cm = 0.3937 in
sq.cm sq.in sq.cm sq.in sq.cm sq.in

1 0.155000 35 5.424989 69 10.694979
2 0.309999 36 5.579989 70 10.849978
3 0.464999 37 5.734989 71 11.004978
4 0.619999 38 5.889988 72 11.159978
5 0.774998 39 6.044988 73 11.314977
6 0.929998 40 6.199988 74 11.469977
7 1.084998 41 6.354987 75 11.624977
8 1.239998 42 6.509987 76 11.779976
9 1.394997 43 6.664987 77 11.934976
10 1.549997 44 6.819986 78 12.089976
11 1.704997 45 6.974986 79 12.244976
12 1.859996 46 7.129986 80 12.399975
13 2.014996 47 7.284985 81 12.554975
14 2.169996 48 7.439985 82 12.709975
15 2.324995 49 7.594985 83 12.864974
16 2.479995 50 7.749985 84 13.019974
17 2.634995 51 7.904984 85 13.174974
18 2.789994 52 8.059984 86 13.329973
19 2.944994 53 8.214984 87 13.484973
20 3.099994 54 8.369983 88 13.639973
21 3.254993 55 8.524983 89 13.794972
22 3.409993 56 8.679983 90 13.949972
23 3.564993 57 8.834982 91 14.104972
24 3.719993 58 8.989982 92 14.259971
25 3.874992 59 9.144982 93 14.414971
26 4.029992 60 9.299981 94 14.569971
27 4.184992 61 9.454981 95 14.724971
28 4.339991 62 9.609981 96 14.879970
29 4.494991 63 9.764980 97 15.034970
30 4.649991 64 9.919980 98 15.189970
31 4.804990 65 10.074980 99 15.344969
32 4.959990 66 10.229980 100 15.499969
33 5.114990 67 10.384979
34 5.269989 68 10.539979
EFFECTIVITY:
006.00.01
ALL Page: 5
Nov 1/11
MAINTENANCE MANUAL
6. Conversion of sq.inch to sq.cm

1 in = 2.54 cm
sq.in sq.cm sq.in sq.cm sq.in sq.cm

1 6.451600 35 225.806000 69 445.160400
2 12.903200 36 232.257600 70 451.612000
3 19.354800 37 238.709200 71 458.063600
4 25.806400 38 245.160800 72 464.515200
5 32.258000 39 251.612400 73 470.966800
6 38.709600 40 258.064000 74 477.418400
7 45.161200 41 264.515600 75 483.870000
8 51.612800 42 270.967200 76 490.321600
9 58.064400 43 277.418800 77 496.773200
10 64.516000 44 283.870400 78 503.224800
11 70.967600 45 290.322000 79 509.676400
12 77.419200 46 296.773600 80 516.128000
13 83.870800 47 303.225200 81 522.579600
14 90.322400 48 309.676800 82 529.031200
15 96.774000 49 316.128400 83 535.482800
16 103.225600 50 322.580000 84 541.934400
17 109.677200 51 329.031600 85 548.386000
18 116.128800 52 335.483200 86 554.837600
19 122.580400 53 341.934800 87 561.289200
20 129.032000 54 348.386400 88 567.740800
21 135.483600 55 354.838000 89 574.192400
22 141.935200 56 361.289600 90 580.644000
23 148.386800 57 367.741200 91 587.095600
24 154.838400 58 374.192800 92 593.547200
25 161.290000 59 380.644400 93 599.998800
26 167.741600 60 387.096000 94 606.450400
27 174.193200 61 393.547600 95 612.902000
28 180.644800 62 399.999200 96 619.353600
29 187.096400 63 406.450800 97 625.805200
30 193.548000 64 412.902400 98 632.256800
31 199.999600 65 419.354000 99 638.708400
32 206.451200 66 425.805600 100 645.160000
33 212.902800 67 432.257200
34 219.354400 68 438.708800
EFFECTIVITY:
006.00.01
ALL Page: 6
Nov 1/11
MAINTENANCE MANUAL
7. Conversion of sq.dm to sq. foot

1 dm = 0.328084 ft
sq.dm sq.ft sq.dm sq.ft sq.dm sq.ft

1 0.107639 35 3.767369 69 7.427099
2 0.215278 36 3.875008 70 7.534738
3 0.322917 37 3.982647 71 7.642377
4 0.430556 38 4.090286 72 7.750016
5 0.538196 39 4.197925 73 7.857655
6 0.645835 40 4.305564 74 7.965294
7 0.753474 41 4.413204 75 8.072933
8 0.861113 42 4.520843 76 8.180572
9 0.968752 43 4.628482 77 8.288212
10 1.076391 44 4.736121 78 8.395851
11 1.184030 45 4.843760 79 8.503490
12 1.291669 46 4.951399 80 8.611129
13 1.399308 47 5.059038 81 8.718768
14 1.506948 48 5.166677 82 8.826407
15 1.614587 49 5.274316 83 8.934046
16 1.722226 50 5.381956 84 9.041685
17 1.829865 51 5.489595 85 9.149324
18 1.937504 52 5.597234 86 9.256964
19 2.045143 53 5.704873 87 9.364603
20 2.152782 54 5.812512 88 9.472242
21 2.260421 55 5.920151 89 9.579881
22 2.368060 56 6.027790 90 9.687520
23 2.475700 57 6.135429 91 9.795159
24 2.583339 58 6.243068 92 9.902798
25 2.690978 59 6.350708 93 10.010437
26 2.798617 60 6.458347 94 10.118076
27 2.906256 61 6.565986 95 10.225716
28 3.013895 62 6.673625 96 10.333355
29 3.121534 63 6.781264 97 10.440994
30 3.229173 64 6.888903 98 10.548633
31 3.336812 65 6.996542 99 10.656272
32 3.444452 66 7.104181 100 10.763911
33 3.552091 67 7.211820
34 3.659730 68 7.319460
EFFECTIVITY:
006.00.01
ALL Page: 7
Nov 1/11
MAINTENANCE MANUAL
8. Conversion of sq.foot to sq.dm

1 ft = 3.048 dm
sq.ft sq.dm sq.ft sq.dm sq.ft sq.dm

1 9.290304 35 325.160640 69 641.030976
2 18.580608 36 334.450944 70 650.321280
3 27.870912 37 343.741248 71 659.611584
4 37.161216 38 353.03!552 72 668.901888
5 46.451520 39 362.321856 73 678.192192
6 55.741824 40 371.612160 74 687.482496
7 65.032128 41 380.902464 75 696.772800
8 74.322432 42 390.192768 76 706.063104
9 83.612736 43 399.483072 77 715.353408
10 92.903040 44 408.773376 78 724.643712
11 102.193344 45 418.063680 79 733.934016
12 111.483648 46 427.353984 80 743.224320
13 120.773952 47 436.644288 81 752.514624
14 130.064256 48 445.934592 82 761.804928
15 139.354560 49 455.224896 83 771.095232
16 148.644864 50 464.515200 84 780.385536
17 157.935168 51 473.805504 85 789.675840
18 167.225472 52 483.095808 86 798.966144
19 176.515776 53 492.386112 87 808.256448
20 185.806080 54 501.676416 88 817.546752
21 195.096384 55 510.966720 89 826.837056
22 204.386688 56 520.257024 90 836.127360
23 213.676992 57 529.547328 91 845.417664
24 222.967296 58 538.837632 92 854.707968
25 232.257600 59 548.127936 93 863.998272
26 241.547904 60 557.418240 94 873.288576
27 250.838208 61 566.708544 95 882.578880
28 260.128512 62 575.998848 96 891.869184
29 269.418816 63 585.289152 97 901.159488
30 278.709120 64 594.579456 98 910.449792
31 287.999424 65 603.869760 99 919.740096
32 297.289728 66 613.160064 100 929.030400
33 306.580032 67 622.450368
34 315.870336 68 631.7406?2
EFFECTIVITY:
006.00.01
ALL Page: 8
Nov 1/11
MAINTENANCE MANUAL
9. Conversion of liters to gallons

1 l = 0.220 UK gall
1 l = 0.264 US gall
l UK gall US gall l UK gall US gall l UK gall US gall

1 0.220 0.264 35 7.700 9.246 69 15.180 18.227
2 0.440 0.528 36 7.920 9.510 70 15.400 18.492
3 0.660 0.792 37 8.140 9.774 71 15.620 18.756
4 0.880 1.056 38 8.360 10.038 72 15.840 19.020
5 1.100 1.320 39 8.580 10.302 73 16.060 19.284
6 1.320 1.585 40 8.800 10.566 74 16.280 19.548
7 1.540 1.849 41 9.020 10.831 75 16.500 19.812
8 1.760 2.113 42 9.240 11.095 76 16.720 20.077
9 1.980 2.377 43 9.460 11.359 77 16.940 20.341
10 2.200 2.641 44 9.680 11.623 78 17.160 20.605
11 2.420 2.905 45 9.900 11.887 79 17.380 20.849
12 2.640 3.170 46 10.120 12.151 80 17.600 21.133
13 2.860 3.434 47 10.340 12.416 81 17.820 21.397
14 3.080 3.698 48 10.560 12.680 82 18.040 21.662
15 3.300 3.962 49 10.780 12.944 83 18.260 21.926
16 3.520 4.226 50 11.000 13.208 84 18.480 22.190
17 3.740 4.490 51 11.220 13.472 85 18.700 22.454
18 3.960 4.755 52 11.440 13.736 86 18.920 22.718
19 4.180 5.019 53 11.660 14.001 87 19.140 22.982
20 4.400 5.283 54 11.880 14.265 88 19.360 23.247
21 4.620 5.547 55 12.100 14.529 89 19.580 23.511
22 4.840 5.811 56 12.320 14.793 90 19.800 23.775
23 5.060 6.075 57 12.540 15.057 91 20.020 24.039
24 5.280 6.340 58 12.760 15.321 92 20.240 24.303
25 5.500 6.604 59 12.980 15.586 93 20.460 24.568
26 5.720 6.868 60 13.200 15.850 94 20.680 24.832
27 5.940 7.132 61 13.420 16.114 95 20.900 25.096
28 6.160 7.396 62 13.640 16.378 96 21.120 25.360
29 6.380 7.660 63 13.860 16.642 97 21.340 25.624
30 6.600 7.925 64 14.080 16.907 98 21.560 25.888
31 6.820 8.189 65 14.300 17.171 99 21.780 26.153
32 7.040 8.453 66 14.520 17.435 100 22.000 26.417
33 7.260 8.717 67 14.740 17.699
34 7.480 8.981 68 14.960 17.963
EFFECTIVITY:
006.00.01
ALL Page: 9
Nov 1/11
MAINTENANCE MANUAL
10. Conversion of gallons to liters

1 U.S. gall = 3.785 l
U.S. gall l U.S. gall l U.S. gall l

1 3.785 35 132.489 69 261.193
2 7.570 36 136.274 70 264.978
3 11.356 37 140.060 71 268.764
4 15.141 38 143.845 72 272.549
5 18.927 39 147.631 73 276.335
6 22.712 40 151.416 74 280.120
7 26.497 41 155.201 75 283.905
8 30.283 42 158.987 76 287.691
9 34.068 43 162.772 77 291.476
10 37.854 44 166.558 78 295.262
11 41.639 45 170.343 79 299.047
12 45.424 46 174.128 80 302.832
13 49.210 47 177.914 81 306.618
14 52.995 48 181.699 82 310.403
15 56.781 49 185.485 83 314.189
16 60.566 50 189.270 84 317.974
17 64.352 51 193.056 85 321.760
18 68.137 52 196.841 86 325.545
19 71.922 53 200.626 87 329.330
20 75.708 54 204.412 88 333.116
21 79.493 55 208.197 89 336.901
22 83.279 56 211.983 90 340.687
23 87.064 57 215.768 91 344.472
24 90.849 58 219.553 92 348.257
25 94.635 59 223.339 93 352.043
26 98.420 60 227.124 94 355.828
27 102.206 61 230.910 95 359.614
28 105.991 62 234.695 96 363.399
29 109.776 63 238.408 97 367.184
30 113.562 64 242.266 98 370.970
31 117.347 65 246.051 99 374.755
32 121.133 66 249.837 100 378.541
33 124.918 67 253.622
34 128.704 68 257.408
EFFECTIVITY:
006.00.01
ALL Page: 10
Nov 1/11
MAINTENANCE MANUAL
1 U.K. gall = 4.546 l
U.K. gall l U.K. gall l U.K. gall l

1 4.546 35 159.110 69 313.674
2 9.092 36 163.656 70 318.220
3 13.638 37 168.202 71 322.766
4 18.184 38 172.748 72 327.312
5 22.730 39 177.294 73 331.858
6 27.276 40 181.840 74 336.404
7 31.822 41 186.386 75 340.950
8 36.368 42 190.932 76 345.496
9 40.914 43 195.478 77 350.042
10 45.460 44 200.024 78 354.588
11 50.006 45 204.570 79 359.134
12 54.552 46 209.116 80 363.680
13 59.098 47 213.662 81 368.226
14 63.644 48 218.208 82 372.772
15 68.190 49 222.754 83 377.318
16 72.736 50 227.300 84 381.864
17 77.282 51 231.846 85 386.410
18 81.828 52 236.392 86 390.956
19 86.374 53 240.938 87 395.502
20 90.920 54 245.484 88 400.048
21 95.466 55 250.030 89 404.594
22 100.012 56 254.576 90 409.140
23 104.558 57 259.122 91 413.686
24 109.104 58 263.668 92 418.232
25 113.650 59 268.214 93 422.778
26 118.196 60 272.760 94 427.324
27 122.742 61 277.306 95 431.870
28 127.288 62 281.852 96 436.416
29 131.834 63 286.398 97 440.962
30 136.380 64 290.944 98 445.508
31 140.926 65 295.490 99 450.054
32 145.472 66 300.036 100 454.600
33 150.018 67 304.582
34 154.564 68 309.128
EFFECTIVITY:
006.00.01
ALL Page: 11
Nov 1/11
MAINTENANCE MANUAL
11. Conversion of kg to pound

1 kg = 2.2046223 lb
kg lb kg lb kg lb
1 2.2046223 35 77.1617805 69 152.1189387
2 4.4092446 36 79.3664028 70 154.3235610
3 6.6138669 37 81.5710251 71 156.5281833
4 8.8184892 38 83.7756474 72 158.7328056
5 11.0231115 39 85.9802697 73 160.9374279
6 13.2277338 40 88.1848920 74 163.1420502
7 15.4323561 41 90.3895143 75 165.3466725
8 17.6369784 42 92.5941366 76 167.5512948
9 19.8416007 43 94.7987589 77 169.7559171
10 22.0462230 44 97.0033812 78 171.9605394
11 24.2508453 45 99.2080035 79 174.1651617
12 26.4554676 46 101.4126258 80 176.3697840
13 28.6600899 47 103.6172481 81 178.5744063
14 30.8647122 48 105.8218704 82 180.7790286
15 33.0693345 49 108.0264927 83 182.9836509
16 35.2739568 50 110.2311150 84 185.1882732
17 37.4785791 51 112.4357373 85 187.3928955
18 39.6832014 52 114.6403596 86 189.5975178
19 41.8878237 53 116.8449819 87 191.8021401
20 44.0924460 54 119.0496042 88 194.0067624
21 46.2970683 55 121.2542265 89 196.2113847
22 48.5016906 56 123.4588488 90 198.4160070
23 50.7063129 57 125.6634711 91 200.6206293
24 52.9109352 58 127.8680934 92 202.8252516
25 55.1155575 59 130.0727157 93 205.0298739
26 57.3201798 60 132.2773380 94 207.2344962
27 59.5248021 61 134.4819603 95 209.4391185
28 61.7294244 62 136.6865826 96 211.6437408
29 63.9340467 63 138.8912049 97 213.8483631
30 66.1386690 64 141.0958272 98 216.0529854
31 68.3432913 65 143.3004495 99 218.2576077
32 70.5479136 66 145.50507181 100 220.4622300
33 72.7525359 67 147.7096941
34 74.9571582 68 149.9143164
EFFECTIVITY:
006.00.01
ALL Page: 12
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MAINTENANCE MANUAL
12. Conversion of pound to kg

1 lb = 0.453592 kg
lb kg lb kg lb kg
1 0.4535920 35 15.8757200 69 31.2978480
2 0.9071840 36 16.3293120 70 31.7514400
3 1.3607760 37 16.7829040 71 32.2050320
4 1.8143680 38 17.2364960 72 32.6586240
5 2.2679600 39 17.6900880 73 33.1122160
6 2.7215520 40 18.1436800 74 33.5658080
7 3.1751440 41 18.5972720 75 34.0194000
8 3.6287360 42 19.0508640 76 34.4729920
9 4.0823280 43 19.5044560 77 34.9265840
10 4.5359200 44 19.9580480 78 35.3801760
11 4.9895120 45 20.4116400 79 35.8337680
12 5.4431040 46 20.8652320 80 36.2873600
13 5.8966960 47 21.3188240 81 36.7409520
14 6.3502880 48 21.7724160 82 37.1945440
15 6.8038800 49 22.2260080 83 37.6481360
16 7.2574720 50 22.6796000 84 38.1017280
17 7.7110640 51 23.1331920 85 38.5553200
18 8.1646560 52 23.5867840 86 39.0089120
19 8.6182480 53 24.0403760 87 39.4625040
20 9.0718400 54 24.4939680 88 39.9160960
21 9.5254320 55 24.9475600 89 40.3696880
22 9.9790240 56 25.4011520 90 40.8232800
23 10.4326160 57 25.8547440 91 41.2768720
24 10.8862080 58 26.3083360 92 41.7304640
25 11.3398000 59 26.7619280 93 42.1840560
26 11.7933920 60 27.2155200 94 42.6376480
27 12.2469840 61 27.6691120 95 43.0912400
28 12.7005760 62 28.1227040 96 43.5448320
29 13.1541680 63 28.5762960 97 43.9984240
30 13.6077600 64 29.0298880 98 44.4520160
31 14.0613520 65 29.4834800 99 44.9056080
32 14.5149440 66 29.9370720 100 45.3592000
33 14.9685360 67 30.3906640
34 15.4221280 68 30.8442560
EFFECTIVITY:
006.00.01
ALL Page: 13
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MAINTENANCE MANUAL
13. Conversion of strength units (kp to lbf)

1 kp = 2.2046223 lbf
kp lbf kp lbf kp lbf

1 2.2046223 35 77.1617805 69 152.1189387
2 4.4092446 36 79.3664028 70 154.3235610
3 6.6138669 37 81.5710251 71 156.5281833
4 8.8184892 38 83.7756474 72 158.7328056
5 11.0231115 39 85.9802697 73 160.9374279
6 13.2277338 40 88.1848920 74 163.1420502
7 15.4323561 41 90.3895143 75 165.3466725
8 17.6369784 42 92.5941366 76 167.5512948
9 19.8416007 43 94.7987589 77 169.7559171
10 22.0462230 44 97.0033812 78 171.9605394
11 24.2508453 45 99.2080035 79 174.1651617
12 26.4554676 46 101.4126258 80 176.3697840
13 28.6600899 47 103.6172481 81 178.5744063
14 30.8647122 48 105.8218704 82 180.7790286
15 33.0693345 49 108.0264927 83 182.9836509
16 35.2739568 50 110.2311150 84 185.1882732
17 37.4785791 51 112.4357373 85 187.3928955
18 39.6832014 52 114.6403596 86 189.5975178
19 41.8878237 53 116.8449819 87 191.8021401
20 44.0924460 54 119.0496042 88 194.0067624
21 46.2970683 55 121.2542265 89 196.2113847
22 48.5016906 56 123.4588488 90 198.4160070
23 50.7063129 57 125.6634711 91 200.6206293
24 52.9109352 58 127.8680934 92 202.8252516
25 55.1155575 59 130.0727157 93 205.0298739
26 57.3201798 60 132.2773380 94 207.2344962
27 59.5248021 61 134.4819603 95 209.4391185
28 61.7294244 62 136.6865826 96 211.6437408
29 63.9340467 63 138.8912049 97 213.8483631
30 66.1386690 64 141.0958272 98 216.0529854
31 68.3432913 65 143.3004495 99 218.2576077
32 70.5479136 66 145.5050718 100 220.4622300
33 72.7525359 67 147.7096941
34 74.9571582 68 149.9143164
EFFECTIVITY:
006.00.01
ALL Page: 14
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MAINTENANCE MANUAL
14. Conversion of strength units (lbf to kp)

1 lbf = 0.453592 kp
lbf kp lbf kp lbf Kp

1 0.4535920 35 15.8757200 69 31.2978480
2 0.9071840 36 16.3293120 70 31.7514400
3 1.3607760 37 16.7829040 71 32.2050320
4 1.8143680 38 17.2364960 72 32.6586240
5 2.2679600 39 17.6900880 73 33.1122160
6 2.7215520 40 18.1436800 74 33.5658080
7 3.1751440 41 18.5972720 75 34.0194000
8 3.6287360 42 19.0508640 76 34.4729920
9 4.0823280 43 19.5044560 77 34.9265840
10 4.5359200 44 19.9580480 78 35.3801760
11 4.9895120 45 20.4116400 79 35.8337680
12 5.4431040 46 20.8652320 80 36.2873600
13 5.8966960 47 21.3188240 81 36.7409520
14 6.3502880 48 21.7724160 82 37.1945440
15 6.8038800 49 22.2260080 83 37.6481360
16 7.2574720 50 22.6796000 84 38.1017280
17 7.7110640 51 23.1331920 85 38.5553200
18 8.1646560 52 23.5867840 86 39.0089120
19 8.6182480 53 24.0403760 87 39.4625040
20 9.0718400 54 24.4939680 88 39.9160960
21 9.5254320 55 24.9475600 89 40.3696880
22 9.9790240 56 25.4011520 90 40.8232800
23 10.4326160 57 25.8547440 91 41.2768720
24 10.8862080 58 26.3083360 92 41.7304640
25 11.3398000 59 26.7619280 93 42.1840560
26 11.7933920 60 27.2155200 94 42.6376480
27 12.2469840 61 27.6691120 95 43.0912400
28 12.7005760 62 28.1227040 96 43.5448320
29 13.1541680 63 28.5762960 97 43.9984240
30 13.6077600 64 29.0298880 98 44.4520160
31 14.0613520 65 29.4834800 99 44.9056080
32 14.5149440 66 29.9370720 100 45.3592000
33 14.9685360 67 30.3906640
34 15.4221280 68 30.8442560
EFFECTIVITY:
006.00.01
ALL Page: 15
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MAINTENANCE MANUAL
15. Conversion of pressure units (N/sq.cm to psi)

1 N/sq.cm = 1.450 psi
N/sq.cm psi N/sq.cm psi N/sq.cm psi

1 1.450 35 50.763 69 100.076
2 2.900 36 52.213 70 101.526
3 4.351 37 53.663 71 102.976
4 5.801 38 55.114 72 104.427
5 7.251 39 56.564 73 105.877
6 8.702 40 58.015 74 107.327
7 10.152 41 59.465 75 108.778
8 11.603 42 60.915 76 110.228
9 13.053 43 62.366 77 111.679
10 14.503 44 63.816 78 113.129
11 15.954 45 65.266 79 114.579
12 17.404 46 66.717 80 116.030
13 18.854 47 68.167 81 117.480
14 20.305 48 69.618 82 118.930
15 21.755 49 71.068 83 120.381
16 23.206 50 72.518 84 121.831
17 24.656 51 73.969 85 123.282
18 26.106 52 75.419 86 124.732
19 27.557 53 76.870 87 126.182
20 29.007 54 78.320 88 127.633
21 30.457 55 79.770 89 129.083
22 31.908 56 81.221 90 130.533
23 33.358 57 82.671 91 131.984
24 34.809 58 84.121 92 133.434
25 36.259 59 85.572 93 134.885
26 37.709 60 87.022 94 136.335
27 39.160 61 88.473 95 137.785
28 40.610 62 89.923 96 139.236
29 42.060 63 91.373 97 140.686
30 43.511 64 92.824 98 142.136
31 44.961 65 94.274 99 143.587
32 46.412 66 95.724 100 145.037
33 47.862 67 97.175
34 49.312 68 98.625
EFFECTIVITY:
006.00.01
ALL Page: 16
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MAINTENANCE MANUAL
16. Conversion of pressure units (psi to N/sq.cm)

1 psi = 0.689 N/sq.cm
psi N/sq.cm psi N/sq.cm psi N/sq.cm

1 0.689 35 24.115 69 47.541
2 1.378 36 24.804 70 48.230
3 2.067 37 25.493 71 48.919
4 2.756 38 26.182 72 49.608
5 3.445 39 26.871 73 50.297
6 4.134 40 27.560 74 50.986
7 4.823 41 28.249 75 51.675
8 5.512 42 28.938 76 52.364
9 6.201 43 29.627 77 53.053
10 6.890 44 3Q.316 78 53.742
11 7.579 45 31.005 79 54.431
12 8.268 46 31.694 80 55.120
13 8.957 47 32.383 81 55.809
14 9.646 48 33.072 82 56.498
15 10.335 49 33.761 83 57.187
16 11.024 50 34.450 84 57.876
17 11.713 51 35.139 85 58.565
18 12.402 52 35.828 86 59.254
19 13.091 53 36.517 87 59.943
20 13.780 54 37.206 88 60.632
21 14.469 55 37.895 89 61.321
22 15.158 56 38.584 90 62.010
23 15.847 57 39.273 91 62.699
24 16.536 58 39.962 92 63.388
25 17.225 59 40.651 93 64.077
26 17.914 60 41.340 94 64.766
27 18.603 61 42.029 95 65.455
28 19.292 62 42.718 96 66.144
29 19.981 63 43.407 97 66.833
30 20.670 64 44.096 98 67.522
31 21.359 65 44.785 99 68.211
32 22.048 66 45.474 100 68.900
33 22.737 67 46.163
34 23.426 68 46.852
EFFECTIVITY:
006.00.01
ALL Page: 17
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MAINTENANCE MANUAL
17. Conversion of pressure units (kp/sq.cm to psi)

1 kp/sq.cm = 14.503 psi
kp/sq.cm psi kp/sq.cm psi kp/sq.cm psi

1 14.503 35 507.632 69 1.000.760
2 29.007 36 522.135 70 1.015.264
3 43.511 37 536.639 71 1.029.767
4 58.015 38 551.143 72 1.044.271
5 72.518 39 565.647 73 1.058.775
6 87.022 40 58Q.150 74 1.073.279
7 101.526 41 594.654 75 1.087.783
8 116.030 42 609.158 76 1.102.286
9 130.533 43 623.662 77 1.116.790
10 145.037 44 638.166 78 1.131.294
11 159.541 45 652.669 79 1.145.798
22 174.045 46 667.173 80 1.160.301
13 188.549 47 681.677 81 1.174.805
14 203.052 48 696.181 82 1.189.309
15 217.556 49 710.684 83 1.203.813
16 232.060 50 725.188 84 1.218.317
17 246.564 51 739.692 85 1.232.820
18 261.067 52 754.196 86 1.247.324
19 275.571 53 768.700 87 1.261.828
20 290.075 54 783.203 88 1.276.332
21 304.579 55 797.707 89 1.290.835
22 319.083 56 812.211 90 1.305.339
23 333.586 57 826.715 91 1.319.843
24 348.090 58 841.218 92 1.334.347
25 362.594 59 855.722 93 1.348.850
26 377.098 60 870.226 94 1.363.354
27 391.601 61 884.730 95 1.377.858
28 406.105 62 899.233 96 1.392.362
29 420.609 63 913.737 97 1.406.866
30 435.113 64 928.241 98 1.421.369
31 449.616 65 942.745 99 1.435.873
32 464.120 66 957.249 100 1.450.377
33 478.624 67 971.752
34 493.128 68 986.256
EFFECTIVITY:
006.00.01
ALL Page: 18
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MAINTENANCE MANUAL
18. Conversion of pressure units (psi to kp/sq.cm)

1 psi = 0.068 kp/sq.cm
psi kp/sq.cm psi kp/sq.cm psi kp/sq.cm

1 0.068 35 2.413 69 4.757
2 0.137 36 2.482 70 4.826
3 0.206 37 2.551 71 4.895
4 0.275 38 2.620 72 4.964
5 0.344 39 2.688 73 5.033
6 0.413 40 2.757 74 5.102
7 0.482 41 2.826 75 5.171
8 0.551 42 2.895 76 5.240
9 0.620 43 2.964 77 5.308
10 0.689 44 3.033 78 5.377
11 0.758 45 3.102 79 5.446
12 0.827 46 3.171 80 5.515
13 0.896 47 3.240 81 5.584
14 0.965 48 3.309 82 5.653
15 1.034 49 3.378 83 5.722
16 1.103 50 3.447 84 5.791
17 1.172 51 3.516 85 5.860
18 1.241 52 3.585 86 5.929
19 1.310 53 3.654 87 5.998
20 l.378 54 3.723 88 6.067
21 1.447 55 3.792 89 6.136
22 1.516 56 3.861 90 6.205
23 1.585 57 3.930 91 6.274
24 1.654 58 3.998 92 6.343
25 1.723 59 4.067 93 6.412
26 1.792 60 4.136 94 6.481
27 1.861 61 4.205 95 6.550
28 1.930 62 4.274 96 6.618
29 1.999 63 4.343 97 6.687
30 2.068 64 4.412 98 6. 56
31 2.137 65 4.481 99 6.825
32 2.206 66 4.550 100 6.8940
33 2.275 67 4.619
34 2.344 68 4.688
EFFECTIVITY:
006.00.01
ALL Page: 19
Nov 1/11
MAINTENANCE MANUAL
19. Conversion of inch fraction to mm

1 inch = 25.4 mm
Inch fraction Inch

mm
1/2 1/4 1/8 1/16 1/32 1/64 (decimal)
1 0.015 625 0.396 875

1 2 0.031 250 0.793 750
3 0.046 875 1.090 625
1 2 4 0.062 050 1.587 500
5 0.078 125 1.984 375
3 6 0.093 750 2.381 250
7 0.109 375 2.778 125
1 2 4 8 0.125 000 3.175 000
9 0.140 625 3.571 875
5 10 0.156 250 3.968 750
11 0.171 875 3.365 625
3 6 12 0.187 500 4.762 500
13 0.203 125 5.159 375
7 14 0.218 750 5.556 250
15 0.234 375 5.953 125
1 2 4 8 16 0.250 000 6.350 000
17 0.256 625 6.746 875
9 18 0.281 250 7.143 750
19 0.296 875 7.540 625
5 10 20 0.312 500 7.937 500
21 0.328 125 8.334 375
11 22 0.343 750 8.731 250
23 0.359 375 9.128 125
3 6 12 24 0.375 000 9.525 000
25 0.390 625 9.921 875
13 26 0.406 250 10.318 750
27 0.421 875 10.715 625
7 14 28 0.437 500 11.112 500
29 0453 125 11.509 375
15 30 0.468 750 11.906 250
31 0.484 375 12.303 125
1 2 4 8 16 32 0.500 000 12.700 000
33 0.515 625 13.096 975
17 34 0.531 250 13.493 750
35 0.546 875 13.890 625
EFFECTIVITY:
006.00.01
ALL Page: 20
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MAINTENANCE MANUAL
Inch fraction Inch

mm
1/2 1/4 1/8 1/16 1/32 1/64 (decimal)
9 18 36 0.562 500 14.287 500

37 0.578 125 14.684 375
19 38 0.593 750 15.081 250
39 0.609 375 15.478 125
5 10 20 40 0.625 000 15.875 000
41 0.640 625 16.271 875
21 42 0.656 250 16.668 750
43 0.671 875 17.065 625
11 22 44 0.687 500 17.462 500
45 0.703 125 17.859 375
23 46 0.718 750 18.256 250
47 0.734 375 18.653 125
3 6 12 24 48 0.750 000 19.050 000
49 0.765 625 19.446 875
25 50 0.781 250 19.843 750
51 0.796 875 20.240 625
13 26 52 0.812 500 20.637 500
53 0.828 125 21.034 375
27 54 0.843 750 21.431 250
55 0.859 375 21.828 125
7 14 28 56 0.875 000 22.225 000
57 0.890 625 22.621 875
29 58 0.906 250 23.018 750
59 0.921 875 23.415 625
15 30 60 0.937 500 23.812 500
61 0.953 125 24.209 375
31 62 0.968 750 24.606 250
63 0.984 375 25.003 125
2 4 8 16 32 64 1.000 000 25.400 000
EFFECTIVITY:
006.00.01
ALL Page: 21
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MAINTENANCE MANUAL
20. Temperature conversion from Celsius to Fahrenheit
EFFECTIVITY:
006.00.01
ALL Page: 22
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MAINTENANCE MANUAL

1. Main dimensions
Length........................................................................................................... 14 424 mm
Height (on the ground).................................................................................... 5 829 mm
Landing gear spacing ..................................................................................... 3 650 mm
Landing gear wheel base ............................................................................... 3 666 mm
2. Wing
Span:
a) Configuration with tips ............................................................................ 19 479 mm
b) Configuration with wing tip tanks............................................................ 19 980 mm
Wing area (without the tips)........................................................................ 34.860 sq.m
Wing tip area ............................................................................................ 2 x 0.16 sq.m
Mean aerodynamic chord ............................................................................... 1 918 mm
Aspect ratio............................................................................................................ 10.45
Taper ratio ......................................................................................................... 0.44158
Wing twist:
• aerodynamic .........................................................................................................0°
• geometric......................................................................................................- 2° 48'
Sweep back angle (at 25%, centerline) .......................................................................0°
Angle of incidence at root .........................................................................................+ 2°
Dihedral angle ....................................................................................................... 1° 45'
Ailerons:
Span ......................................................................................................... 2 x 3 822 mm
Area ........................................................................................................ 2 x 1.448 sq.m
Aileron deflection:
• up ............................................................................................................... 27° ± 1°
• down ........................................................................................................... 14° ± 1°
NOTE: Max. aileron deflections are marked by gauge lines on the airplane - see Fig. 2.
Trim tab span (left aileron only) ...................................................................... 1 030 mm

Trim tab area .............................................................................................. 0.1966 sq.m
EFFECTIVITY:
006.00.02
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MAINTENANCE MANUAL
Trim tab deflection:

• up................................................................................................................ 20° ± 2°
• down ........................................................................................................... 20° ± 2°
Win flaps:
Span..........................................................................................................2 x 4 830 mm
Area .......................................................................................................... 2 x 2.96 sq.m
Deflection of outer wing flap:
• take - off...................................................................................................... 18° ± 1°
• landing ........................................................................................................ 42° ± 1°
Deflection differentiation of inner wing flap:
• take - off...............................................................................................not specified
• landing ....................................................................................................+ 10° ± 30'
Ground spoilers:
Span..........................................................................................................2 x 2 695 mm
Area ...................................................................................................... 2 x 0.4353 sq.m
Deflection...................................................................................................... 72°30' ± 2°
ABC tabs:
Span..........................................................................................................2 x 1 000 mm
Area ...................................................................................................... 2 x 0.0983 sq.m
Deflection........................................................................................................... 55° ± 2°
EFFECTIVITY:
006.00.02
ALL Page: 2
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MAINTENANCE MANUAL
FIG. 1 MAIN DIMENSIONS
EFFECTIVITY:
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MAINTENANCE MANUAL
FIG. 2 GAUGE LINES MARKING MAX. AILERON DEFLECTIONS

(1) Gauge lines in red color marking aileron max. deflections
(2) Aileron control rod shroud varnished in white color
EFFECTIVITY:
006.00.02
ALL Page: 4
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MAINTENANCE MANUAL
3. Stabilizer and elevator

Span ............................................................................................................... 6 736 mm
Total area ....................................................................................................... 9.56 sq.m
Sweep-back angle (at quarter-chord) ..........................................................................5°
Dihedral angle .............................................................................................................7°
Taper ratio ................................................................................................................. 0.6
Aspect ratio.............................................................................................................. 4.79
Angle of stabilizer setting..........................................................................................+ 2°
Elevator:
Area ........................................................................................................ 2 x 1.575 sq.m
Max. deflection:
• up ............................................................................................................... 30° ± 1°
• down .................................................................................................. 14° + 1° / - 0°
NOTE: Max. elevator deflections are marked by gauge lines on the airplane - see Fig. 3.
Elevator trim tab area ............................................................................. 2 x 0.192 sq.m

Elevator trim tab max. deflection:
• up ............................................................................................................... 10° ± 1°
• down ........................................................................................................... 16° ± 1°
EFFECTIVITY:
006.00.02
ALL Page: 5
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MAINTENANCE MANUAL
FIG. 3 GAUGE LINES MARKING MAX. ELEVATOR DEFLECTIONS

(1) Gauge lines in red color marking elevator max. deflections
(2) Edge of stabilizer lower skin varnished in white color
EFFECTIVITY:
006.00.02
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MAINTENANCE MANUAL
4. Fin and rudder

Height ............................................................................................................. 3 310 mm
Total area ......................................................................................................... 7.3 sq.m
Sweep angle (at quarter-chord).................................................................................35°
Aspect ratio................................................................................................................ 1.5
Taper ratio ................................................................................................................. 0.5
Rudder:
Area .............................................................................................................. 2.814 sq.m
Max. deflection (to both sides)................................................................ 17° + 0 ° / - 30°
NOTE: Max. rudder deflections are marked by gauge lines on the airplane - see Fig. 4
Rudder trim tab area..................................................................................... 0.433 sq.m

Max. rudder trim tab deflection (if UT-6D electromechanical strut is installed):
.........................................................................................10° + 0° / - 1° (to the left side)
.................................................................................10° + 0° / - 1° 30' ( to the right side)
Max. rudder trim tab deflection (if 60 LUN 2520 linear actuator is installed):
............................................................................... 28° + 1° 30' / - 1° 30' (to both sides)
EFFECTIVITY:
006.00.02
ALL Page: 7
Nov 1/11
MAINTENANCE MANUAL
FIG. 4 GAUGE LINES MARKING MAX. RUDDER DEFLECTIONS

(1) Gauge lines in red color to check max. rudder deflection
(2) Gauge line in white color
EFFECTIVITY:
006.00.02
ALL Page: 8
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MAINTENANCE MANUAL
AIRCRAFT ZONING
1. General
This section includes a description of the method used in zoning the aircraft and defines the boundaries
of the major zones and major sub - zones.
All zones are identified by three-digit numbers. The first digit defines the major zone.
The major zones are identified in Figure 1 and are as follows:
Major
Definition
zone No.
100 Lower half of fuselage to rear bulkhead No. 21

200 Upper half of fuselage to rear bulkhead No. 21
300 Stabilizers. Includes stabilizers, rudder, elevators and tail section of fuselage aft of bulkhead No. 21
400 Power plants and struts
500 Left wing
600 Right wing
700 Landing gear and landing gear doors
800 Doors
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FIG. 1 MAJOR ZONES
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This major sub zones are identified by the remaining two digits and are shown in Figure 2 and 3.
They are defined as follows:
Major
Definition
Sub-zone No.
110 Between fuselage stations No. 1 and No. 4 but excluding the nose wheel well which is part of
major zone 700
120 Between fuselage stations No. 4 and No. 7
140 -
150 -
210 Fuselage nose
220 Between fuselage nose and fuselage station No. 4
240 Between fuselage stations No. 7 and No. 21 and between passenger compartment floor and
roof levels
260 Between fuselage stations No. 12 and No. 14 (wing center)
261 Fwd. fairing
280 Passenger cabin-internal sub-divided:
281 - station No. 7 - No. 9
282 - station No. 9 - No. 12
283 - station No. 12 - No. 13
284 - station No. 13 - No. 14
285 - station No. 14 - No. 15
286 - station No. 15 - No. 18
287 - station No. 18 - No. 21
310 Fuselage rear section of bulkhead No. 21
311 Aft fairing
312 Ventral fin and tail cone
320 Vertical stabilizer
321 Vertical stabilizer
322 Rudder
323 Rudder trimming tab
330 Left horizontal stabilizer
331 Left horizontal stabilizer
332 Left elevator
333 Left elevator trimming tab
340 Right horizontal stabilizer
341 Right stabilizer
342 Right elevator
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Major
Definition
Sub-zone No.
343 Right elevator trimming tab
410 Engine nacelle
420 -
430 Engine mount
440 Fire bulkhead
510 (610) Left (right) wing leading edge to rear spar between aircraft center line and wing tip root rib
520 (620) Left (right) wing trailing edge aft of rear spar between fuselage side and wing tip root rib
530 (630) Left (right) wing flaps and slots
540 (640) Left (right) aileron
541 Left aileron trim tab
550 (650) Left (right) interceptor
560 (660) Left (right) ABC tab
710 Nose wheel well and nose landing gear doors
720 (730) Left (right) landing gear nacelle. Left (right) main landing gear tilting door
810 (820) Left (right) front compartment door
830 Pilot's cockpit emergency exit door
840 (850) Left (right) passenger compartment emergency exit door
860 Main door (entrance door, cargo door)
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FIG. 2 MAJOR SUB - ZONES - FUSELAGE AND TAIL
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FIG. 3 MAJOR SUB-ZONES-FUSELAGE AND TAIL PLANE
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ACCESS DOORS AND PANELS

1. General
Figure 1 provides master referral to Figures 2 to 13 inclusive, which taken as a group, identify all access
doors and panels throughout the aircraft (both external and internal).
2. Method of identification
Each access door or panel is identified by a numeric / alpha number. The numeric component of the
number is the three digit number which identifies the smallest zone in which the door is located.
The two-element alpha suffix designates the location of the door within the zone. The first alpha letter
identifies each door within the zone in a logical sequence, i.e. inboard to outboard or front to rear,
starting with A, AA in each zone. The second alpha letter locates the door in its relationship to the
aircraft, as follows:
T = Top
B = Bottom
L = Left hand
R = Right hand
Z = Internal
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FIG. 1 ACCESS PANELS - FIGURE IDENTIFICATION

NOTE: Figures 2, 3, 4, 5 cover all internal panels
Figures 6 thru 13 cover all exterior panels
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FIG. 2 ACCESS PANELS OF FUSELAGE FRONT SECTION.
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FIG. 3 ACCESS PANELS - FLIGHT COMPT.
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FIG. 4 ACCESS PANELS - PASSENGER COMPT.
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FIG. 5 ACCESS PANELS - AFT BAGGAGE AND TOILET COMPT.
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FIG. 6 ACCESS PANELS - FWD. FAIRING
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FIG. 7 ACCESS PANELS - AFT FAIRING
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FIG. 8 ACCESS PANELS - POWER PLANT
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FIG. 9 ACCESS PANELS - WINGS
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FIG. 10 ACCESS PANELS - LANDING GEAR NACELLE
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FIG. 11 ACCESS PANELS - VERTICAL AND HORIZONTAL STABILIZERS
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FIG. 12 ACCESS PANELS - FUSELAGE
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FIG. 13 ACCESS PANELS - VENTRAL FIN AND TAIL CONE
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CHAPTER
LIFTING
AND
SHORING
MAINTENANCE MANUAL
CHAPTER 7
LIFTING AND SHORING
Chapter, Page Date Chapter, Page Date

Section, Section,
Subject Subject
Title page - -
List of Effective Pages 1 Nov 1/11
2 Nov 1/11
Record of Revisions 1 Nov 1/11
2 Nov 1/11
3 Nov 1/11
4 Nov 1/11
Record of Temp. Revisions 1 Nov 1/11
2 Nov 1/11
Contents 1 Nov 1/11
2 Nov 1/11
007.00.00 1 Nov 1/11
3 Nov 1/11
4 Nov 1/11
5 Nov 1/11
6 Nov 1/11
007.00.01 1 Nov 1/11
3 Nov 1/11
4 Nov 1/11
Servicing 301 Nov 1/11
302 Nov 1/11
EFFECTIVITY 007-LIST OF EFFECTIVE PAGES

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CHAPTER 7
LIFTING AND SHORING
RECORD OF REVISIONS

Section,
No. Number Revision
MM is reissued on Nov 1/11. This contains revision No. 1

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No. Number Revision

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CHAPTER 7
LIFTING AND SHORING

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CHAPTER 7
LIFTING AND SHORING
CONTENTS

Section,
Subject
LIFTING AND SHORING (GENERAL) 007.00.00 1 ALL
General 1
Aircraft lifting 1
Aircraft lowering 2
Measures to be taken when lifting one wheel only 2
Aircraft lifting by means of on - board hydraulic 5
lifting jack
Aircraft lowering by means of on - board hydraulic 5
jack
Application of the rear shore 5
Installation of on - board hydraulic jack in the 5
aircraft
HZ 4 - 3 OR B 097 700 P/L HYDRAULIC JACK 007.00.01 1 ALL
Purpose 1
Technical data 1
Servicing 301
Maintenance of lifting hydraulic jack 301
Check of HZ 4-3 hydraulic jack 302
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LIFTING AND SHORING (GENERAL)

1. General
3 hydraulic lighting jacks and a tail prop strut B 962 104 N are supplied together with the aircraft for its
lifting due to aircraft maintenance or leveling. On - boar hydraulic lifting jack, which is a part of ground
equipment 1 : 1, is supplied for emergency cases during aircraft operation - tyre blowing, etc. For lifting
the aircraft with one hydraulic lifting jack in case of defect of the nose wheel, one short tail prop B 596 340 N is
supplied, which is a part of ground equipment 1 : 1.
2. Aircraft lifting
CAUTION: AIRCRAFT LIFTING MAY BY CARRIED OUT ONLY IN THE HANGAR, A ROOFED HALL,
ETC. IN THE OPEN SPACE, THE LIFTING MAY BE CARRIED OUT ONLY WHEN NO
WIND IS BLOWING.
A. Remove covers enabling the access to jacking points on landing gear nacelle - see Fig. 1.
NOTE: Jacking points for hydraulic lifting jacks are marked with inscription PROP LOCATION.
B. Position the hydraulic lifting jacks under the respective aircraft jack point (see Fig. 2).
C. Check on, whether the overflow valve of lifting jacks is closed (position 5) - see Fig. 1 of subject
007.00.01.
D. Open the vent valve (7).
E. Shift the control bar (8) on the pump (9) and start pumping. If possible, do use the whole stroke of
the pump for pumping.
NOTE: Hydraulic lifting jack is not equipped with safety relief valve, therefore the maximum lifting
jack extension is limited by fixed stops. If you feel increased resistance during the pumping, it
means the jack has reached the maximum of hydraulic stroke. Stop pumping. When using
the lifting jack at temperatures of - 45°C up to - 50°C, approximately 60 strokes / minute must
be performed, so as to assure the lifting jack full efficiency and preventing its aeration.
F. After lifting the aircraft to the necessary height, secure the lifting jack by the security strut (4).
WARNING: WITHOUT USING THE SECURITY STRUT, NO PERSON MUST STAY UNDER
THE AIRCRAFT.
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G. Position the tail prop strut into the hole in the lower fin of fuselage rear part near the frame No. 24
and adjust the length of the prop B 962 104 N such, that its base is touching the ground.
CAUTION: (1) WITH THIS POSITION OF THE TAIL PROP STRUT, THE HYDRAULIC LIFTING
JACKS MUST NOT BE MANIPULATED TO AVOID FUSELAGE REAR PART
DEFORMATION.
(2) IF THE AIRCRAFT RESTS ON THE LIFTING JACKS, THERE MUST BE NO

ASYMMETRIC LOAD ON ONE WING. THIS MIGHT CAUSE AIRCRAFT
TILTING OVER TO THE SIDE OF HEAVIER LOAD.
MAX. PERMISSIBLE DIFFERENCE OF THE LOAD AT THE WING END IS 50 KP.
3. Aircraft lowering
CAUTION: BEFORE YOU START TO SINK THE HYDRAULIC LIFTING JACKS, MAKE SURE THAT
THE TAIL PROP STRUT B 962 104 N HAS BEEN REMOVED.
IF NOT, THE DEFORMATION OF FUSELAGE REAR PART MAY HAPPEN.
A. Loosen the tightening nuts of the locking struts (4) - see Fig. 1 in subject 007.00.01 and loosen the
locking struts of all 3 lifting hydraulic jacks.
B. Loosen the overflow valve (5) of all 3 hydraulic lifting jacks simultaneously to enable the plane to sink
evenly.
4. Measures to be taken when lifting one wheel only

A. Position the lifting hydraulic jack under the jack point at the proximity either of the main or nose wheel.
On soft soil use a pad under the hydraulic lifting jack base.
B. When lifting the main landing gear
(1) Turn the nose wheel so, that the lateral side of the nose wheel will remain turned towards the main
wheel, which remains on the ground. Do not use chocks to secure the nose wheel. You will enable
easier balancing of the aircraft position in lifting it in one point only.
(2) Secure main wheel, which remains on the ground by means of chocks from both sides.
(3) When putting the lifting jack under the aircraft, position the jack such way as to be slightly deviated
(1°approx) from the aircraft center line. The devia tion will enable the lifting jack balancing when
is being lifted.
C. When lifting the nose landing gear
Before lifting the aircraft front part it is necessary to install the shortened tail prop strut B 596 340 N.
Secure at least one main wheel by chocks from both sides. The chock in the front must be approx. 5 cm
from the tyre, since main wheels will shift slightly forward during the lifting.
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FIG. 1 FULCRUM IN THE LANDING GEAR NACELLE

(1) Landing gear nacelle; (2) Detachable cover; (3) Rear spar of the landing gear nacelle
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FIG. 2 SCHEME OF LIFTING JACKS AND TAIL PROP STRUT LOCATION

(1) Left - hand hydraulic lifting jack HZ 4-3 or B 097 700 L, execution 3
(2) Right - hand hydraulic lifting jack HZ 4-3 or B 097 700 P, execution 3
(3) Tail prop strut L 410.9620
(4) Pin securing the prop in the fuselage
(5) Locking pin for the prop length adjustment
(6) Shortened tail prop strut B 596 340 N (not shown in the Fig. 2)
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5. Aircraft lifting by means of on - board hydraulic lifting jack

A. Check on, whether the overflow valve (2) is closed - see Fig. 2 in subject 007.00.01.
B. Open the vent valve (4).
C. Shift on the control bar (3) and start pumping. Use the whole pump stroke for pumping, if possible.
NOTE: The jack is not equipped with a relief valve, therefore the jack maximum shift - out is
determined by dead stops. If you feel increased resistance during pumping, it means the
jack has reached the maximum of the hydraulic stroke. Stop pumping. When using the
lifting jack at temperatures, ranging from - 45°C t o - 50°C, approx. 60 strokes per minute
must be performed in order guarantee the lifting jack full efficiency and prevent its aeration.
D. After lifting the aircraft at the necessary height, secure the lifting jack by security strut (6).
WARNING: WITHOUT USING THE SECURITY STRUT NO PERSON IS ALLOWED TO STAY

UNDER THE AIRCRAFT.
6. Aircraft lowering by means of on - board hydraulic jack

A. Remove the security strut (6) - see Fig. 2 in subject 007.00.01.
B. Slowly open the overflow valve to allow the aircraft to sink slowly.
7. Application of the rear shore

Tail prop strut XL 410.9620 and shortened tail prop strut B 596 340 N serve to secure the aircraft against
tipping over on the fuselage rear part, when the aircraft rests lifted on the lifting jacks, when are carried
on in the fuselage rear section (e.g. in the cargo compartment) and when engines are dismantled in spite
of the aircraft not being lifted on the lifting jacks. It is fixed in a hole in the lower fin, near the 24th frame.
The tail prop height must be adjusted as follows:
• when the aircraft is on lifting jacks - with the base touching the ground.
• when the aircraft is not on lifting jacks - with the prop base elevated 10 cm from the ground, as far
as the terrain inclination permits for it (10 cm reserve allows for the possible undercarriage dampers
spring action).
8. Installation of on - board hydraulic jack HZ 4-3 in the aircraft

On - board hydraulic lifting jack and securing prop are placed between the 12th and 13th frames on the
passenger cabin right side under the seat no. 8. Hydraulic jack including the pad for soft terrain is fixed
with two bolts provided with wing nuts into the thread holes in the passenger cabin floor.
NOTE: For fixing of on - board lifting jack use always only bolts L 410.9515-01 with washers
8.2 CSN 021740.14.
Security strut including the handle of lifting jack pump is stored in artificial leather packing and is fixed
with two straps to the passenger cabin floor.
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HYDRAULIC JACK HZ 4 - 3 OR B 097 700 P/L

1. Purpose
Hydraulic lifting jacks are designed for aircraft lifting. They are supplied in two executions:
• HZ 4 - 3 P/L or B 097 700 P/L, execution 3, see Fig. 1 - this are designed for the operation in the hangar
• HZ 4 - 3 execution 2; see Fig. 2 - this are designed for emergency cases during operation
When positioning the lifting jack under the landing gear nacelle, the right - hand jack must be put under
the right hand nacelle and the left - hand jack under the left - hand nacelle. The left and right hand jacks
can be distinguished by looking at the jack from the manipulation handle - the right hand jack has a locking
strut on the right - hand side, the left - hand jack has a locking strut on the left - hand side.
NOTE: The locking strut (4) position is easy to be changed by unscrewing the lock screw (3) on the
upper side of the jack frame, the locking strut (4) is to be turned into the required position and
the lock screw (3) is screwed on again. Thus the lifting jack may be adjusted to become the
“right-hand” or “left-hand”.
2. Technical data
Maximum loading (bearing capacity) 4t
Maximum axis deviation of shifted - out lifting jack from the vertical
e.g. 25 mm at the jack basic height of 300 mm. 5°
Hydraulic liquid AMG - 10
Operational temperature range for the lifting jack: - 50°C till + 60°C
NOTE: When ambient air temperature is - 45°C up to - 50°C it is necessary to keep 60 strokes per
minute during the lifting, in order to guarantee the lifting jack full efficiency and prevent its
aeration (due to the changing density of hydraulic liquid at low temperatures).
Strength measured 50 mm from the control bar end at the nominal

loading capacity max. 350 N (35 kp)
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FIG. 1 HYDRAULIC JACK HZ 4-3 OR B 097 700 P/L EXECUTION 3

(1) Hydraulic lifting jack Hz 4-3; (2) Jack frame; (3) Security screw; (4) Locking strut;
(5) Overflow valve; (6) Filling hole; (7) Vent valve; (8) Handle bar; (9) Pump
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FIG. 2 ON - BOARD HYDRAULIC LIFTING JACK HZ 4-3, EXECUTION 2

(1) Filling hole; (2) Overflow valve; (3) Handle bar; (4) Vent valve; (5) Pad for soft terrain;
(6) Locking strut; (7) One piston pump
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HYDRAULIC JACK HZ 4 - 3 OR B 097 700 P/L

SERVICING
1. Maintenance of lifting hydraulic jack HZ 4-3

A. Fixture, Test and Support Equipment Not applicable
B. Materials MK 8 Oil
C. Tools Not applicable
D. Referenced Information -
E. Procedures
(1) Deaeration
With a new hydraulic lifting jack, so far never in operation or having been stored for a longer time,
deaeration must be performed as mentioned below:
(a) Check on whether the overflow valve is closed and start pumping. In case the pump does
not work within the whole range, it is obvious the pump is aerated and deaeration must be
carried out.
(b) Open the vent valve and press the jack down to the initial position.
(c) Close the vent valve, put the jack in a horizontal position with the pump downwards and pump
several times. Thus the air escapes from the area under the pump piston and the lifting jack is
ready for use. Complete air discharging from the area under the pump piston results in proper
pump operation within the whole range.
(2) Filling with hydraulic liquid

Check on the filling of the lifting jack by hydraulic liquid as follows:
Tilt the jack to the angle of 45° with the filler u pwards. The hydraulic liquid level must reach the
lower edge of the filler. Possible refilling is to be carried with hydraulic liquid AMG-10 into the filler.
(3) Lubrication
Lubrication is carried out periodically (once a year) or in case of need more frequently by oil MK 8.
Lifting jack moving parts are to be lubricated.
(4) Storage
If the hydraulic lifting jack is not supposed to be used for a longer period, it is necessary to operate
it at least once in a half year by pumping it to the extreme position without the load. The function
of the lifting jack is thus checked on and jack sliding surfaces are conserved. For storage, the lifting
jack has to be positioned in vertical position.
EFFECTIVITY
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2. Check of HZ 4-3 hydraulic jack or B 097 700 P/L

B. Materials Not applicable
E. Procedures
(1) Functional check
(a) Put a load of 4,000 kg on the hydraulic jack.
(b) Check that the relief valve is closed and start swinging the hand lever of the jack.
The following defects are not permissible:
jamming, seizing, cut-outs, settling or other defects affecting correct functioning of the jack.
(c) When the small piston has reached approximately 30 % to 50 % of its travel, stop swinging
the hand lever and watch the spontaneous settling of the piston for a period of 2 minutes.
The piston must not settle by more than 1.7 mm.
(2) Check for strength of the jack frame and adjustable strut.
(a) Extend the jack to its max. height of 850 ± 3 mm and support its head with the adjustable strut.
NOTE: Maximally 125 full strokes of the hand lever are permitted to extend the large piston
by 100 mm.
(b) Apply a force of 20,000 N (2,000 kp) to the jack head.
(c) Open the relief valve slowly.
(d) The force is to be applied for a period of 5 minutes.

The following defects are not permissible:
any deformation (deflection) of the jack frame or adjustable strut.
(e) Remove the force acting on the jack head. Remove the adjustable strut and reset the piston
to its original position. The force required to reset the piston to its original position must not
exceed 350 N (35 kp).
CAUTION: NO HYDRAULIC FLUID LEAKAGE CAN OCCUR DURING THE TEST.
EFFECTIVITY
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CHAPTER
8
LEVELLING
AND
WEIGHING
MAINTENANCE MANUAL
CHAPTER 8
LEVELLING AND WEIGHING

Section, Section,
Subject Subject
Title page - -
List of Effective Pages 1 Mar 10/17
2 Nov 1/11
Record of Revisions 1 Mar 10/17
2 Nov 1/11
3 Nov 1/11
4 Nov 1/11
2 Nov 1/11
Contents 1 Mar 10/17
2 Nov 1/11
008.10.00 1 Nov 1/11
3 Nov 1/11
4 Nov 1/11
008.20.00 1 Mar 10/17
Description and Operation 2 Mar 10/17

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CHAPTER 8
LEVELING AND WEIGHING
RECORD OF REVISIONS

Section,
Subject
4 008-List of 1 - -
Effective Pages
008-Record of 1 - -
Revisions L410UVP-E/236d Mar 10/17
008-Contents 1 - -
008.20.00 1 to 2 - -

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CHAPTER 8
LEVELING AND WEIGHING

Section,
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Subject

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CHAPTER 8
LEVELLING AND WEIGHING
CONTENTS

Section,
Subject
WEIGHING 008.10.00 1 ALL
General 1
Weighing procedure 2
LEVELLING 008.20.00 1 ALL
General 1
Positioning of the airplane into horizontal position 1
Positioning of the airplane into the “flight” position 1
(e.g. for adjustment of fuel gauges, autopilot
adjustment etc.)
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WEIGHING
1. General
Aircraft weighing and counterbalancing is made by means of three balances, on which the aircraft
is positioned by hydraulic lifting jack - see Fig. 1. Balances inaccuracy for aircraft weighing may be
0.2 % max.
FIG. 1 AIRCRAFT POSITIONED ON BALANCES

(1) Front balance; (2) Left - hand balance; (3) Right - hand balance
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2. Weighing procedure
A. Before starting the aircraft weighing, the aircraft must be in horizontal position according to section
008.20.00.
B. Find out, whether the aircraft outfit corresponds to the required configuration supposed to be
weighed.
C. Record the values ascertained on the particular balances (R 1 , R 2 ).
NOTE: R 2 = R 2LH + R 2RH
D. Put the ascertained values into the formula and execute the calculation. The center of gravity
from the reference plane:
R 1 × X1 + R 2 × X 2
X AP = = ............. [m]
G AP
Center of gravity in respect to the mean aerodynamic chord (MAC):
(X AP − A) × 100
XT = = .............% MAC
MAC
Symbols used:
X AP (m) center of gravity position from reference plane (leveling point No. 2).
X1 (m) distance of the front prop axis from leveling point No. 2 (X 1 = 0.865 m).
X2 (m) distance of the left and right - hand axis from leveling point No. 2 (X 2 = 3.700 m).
R1 (kg) reaction on front balance (after subtracting the hydraulic lifting jack weight).
R2 (kg) reaction on rear balances (sum of reaction on the left and right - hand balance
after subtracting the hydraulic jack weight).
G AP (kg) aircraft total weight.
A (m) distance from leveling point No. 2 to the beginning of mean aerodynamic chord
(A = 2.19055 m).
MAC (m) length of mean aerodynamic chord (b = 1.9178 m).
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FIG. 2 SCHEME FOR COUNTERBALANCING CALCULATION

For other symbols see above text.
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LEVELLING
1. General
The airplane levelling must be done in following cases:
• after disassembly and assembly of a wing, a vertical stabilizer and horizontal stabilizer,
• in case, that the maximum speed has been exceeded, or the operational load factor has been
exceeded (acceleration),
• after extraordinary hard landing or more serious airplane damage,
• in case of flight performance deterioration that has been caused by airframe deformation.
2. Positioning of the airplane into horizontal position

The positioning of the airplane into horizontal position is done as follows:
• in transversal plane by means of levelling points No. 19 on the left and right wing – refer to the fig. 1.
Both levelling points must be found in one plane (left and right point).
• in longitudinal plane by means of levelling points No. 1, 7.
The horizontal positioning of the airplane itself is made by means of hydraulic lifting jacks in
accordance with Chapter 7.
A list of levelling points and other dimensions for the levelling are given in the Levelling Record,
Document No. – Do-L410-1262.2, which is issued by the manufacturer for each airplane separately.
When checking on the levelling in operation, the previously measured levelling values have to be
relied upon; these are mentioned in the Levelling Record.
3. Positioning of the airplane into the “flight” position (e.g. for adjustment of fuel gauges,
autopilot adjustment etc.)
- eventually other units according to the requirement in other chapters.
The positioning itself into the required position is made by the means of hydraulic lifting jacks in
accordance with Chapter 7.
The positioning of the airplane into the “flight” position (e.g. for adjustment of fuel gauges, autopilot
adjustment etc.) is made as follows:
• in transversal plane by means of levelling points no.19 on the left and right wing
Both levelling points must be found in one plane (left and right point)
• in longitudinal plane into the position 1.5° of the front fuselage section up from the horizon plane
by means of levelling points No.3 and 6 situated in levelling plane of the fuselage – refer to the
Levelling Record.
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At lifted front fuselage about angle α=1.5° and at distance between the levelling points (3-6) L=4484 mm
levelling point No.3 is to be about distance H NB3 higher from the horizontal plane passing through the
levelling point No.6.
H NB3 = L x sin α = 4484 mm x sin 1.5° = 117 mm
FIG. 1 HORIZONTAL POSITIONING OF THE AIRPLANE

(Except levelling points No. 1 and 7, which are important for positioning into the horizontal
position, there are also levelling points No. 3 and 6 marked situated in fuselage levelling plane
– refer to the Levelling Record)
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CHAPTER
9
TOWING
AND
TAXIING
MAINTENANCE MANUAL
CHAPTER 9
TOWING AND TAXIING

Section, Section,
Subject Subject
Title page - -
List of Effective Pages 1 Mar 10/17
2 Nov 1/11
Record of Revisions 1 Mar 10/17
2 Nov 1/11
3 Nov 1/11
4 Nov 1/11
2 Nov 1/11
Contents 1 Mar 10/17
2 Nov 1/11
009.00.00 1 Mar 10/17
Description and Operation 2 Mar 10/17
3 Mar 10/17
4 Mar 10/17
5 Mar 10/17
6 Mar 10/17

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CHAPTER 9
TOWING AND TAXIING
RECORD OF REVISIONS

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4 009-List of 1 - -
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009-Contents 1 - -
009.00.00 1 to 6 - 7 to 8

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CHAPTER 9
TOWING AND TAXIING

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CHAPTER 9
TOWING AND TAXIING
CONTENTS

Section,
Subject
TOWING AND TAXIING (GENERAL) 009.00.00 1 ALL
Minimum turning radius when airplane taxiing on 1
the ground
Tractor towing 2
Airplane handling by means of hand towing 6
equipment
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TOWING AND TAXIING (GENERAL)

1. Minimum turning radius when airplane taxiing on the ground

Fig. 1 shows the necessary space shown by circles for the turning of the airplane. The smaller circle
shows the circle written by the outside wheel of main landing gear, the bigger circle shows the circle,
written by the tip of the wing. The values are given the maximum deviation of the nose wheel, i.e. 50° - 5°
(the marginal tolerance of - 5°, i.e. 45° is considered).
FIG. 1 MINIMUM TURNING RADIUS FOR AIRPLANE TAXIING OF THE GROUND

The values are given in meters and rounded - off to tenths of meter.
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2. Tractor towing
Towing the airplane by a tractor is performed by means of towing equipment B097581N or B097582N.
A. B097581N Towing equipment (refer to the Fig. 2)

B097581N towing equipment is secured against shocks by a spring damper, located in the front part
of the towing shaft - bar. The shaft bar itself (tube) of the towing equipment is connected with the
suspension device by a connecting element with 2 security pins – refer to the pos. (4) and (5).
The material of security pins is selected such, that the front pin will be damaged in case of excess
load in the straight direction and the rear pin will be damaged if excess force is developed in the
lateral direction. A label is attached on the bar referring to the pins material to be unconditionally
used, if the pins must be replaced:
SECURITY PINS
MATERIAL: STEEL
TENSILE STRENGHT σ PT = 392 MPa (40 kp/mm2)
Attachment of towing equipment is carried out as follows:

Position the shaft - bar of the towing equipment against the hole in the swinging arm of the nose
landing gear and insert the pin (2) into hole. Secure the pin (2) by a security plunger (3).
FIG. 2 B097581N TOWING EQUIPMENT

(1) Towing equipment; (2) Pin; (3) Security plunger; (4) B952222N Front security pin;
(5) B952272N Rear security pin; (6) Label; (7) Nose landing gear leg
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B. B097582N Towing equipment (refer to the Fig. 3) (if supplied)

The towing equipment is equipped with a security pin (6) against landing gear damage in case the
maximum deviation angle of the nose wheel is exceeded.
CAUTION: IF THIS PIN HAS BEEN DAMAGE, THE PIN MAY BE REPLACED ONLY BY THE
B952272N PIN OR BY A PIN, MADE OF MATERIAL WITH RENSILE STRENGHT
MAX. 392 MPa (40 kp/mm2).
Attach towing equipment as follows:

Position the shaft-bar of the towing equipment (2) against the hole in the swinging arm of the nose
landing gear, insert the pin (4) and secure it by putting down the latch.
Position the yokes (7) which are at the end of the towing cable on the main landing gear by means
of pins (8) inserted into holes in the hollow pins fastening the landing gear damper and secure them
with a wedge (9).
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FIG. 3 B097582N TOWING EQUIPMENT

(1) Towing equipment; (2) Shaft-bar; (3) Cable; (4) Pin for attachment to the nose landing gear;
(5) Nose landing gear; (6) B952272N Safety pin; (7) Yoke; (8) Pin for attachment to the main
landing gear; (9) Wedge; (10) Main landing gear, (11), (12) Safety connection assembly,
(13) Cable, (14) Pin; (15) B952348N Safety connection (2 pcs for the RH side), (16) B952353N
Safety connection (2 pcs for the LH side), (17) M12 ISO 7042 Safety nut; (18) B098756N Pin;
(19) B098757N Distance ring
(P) – Detail of the attachment to main landing gear
(R) – Detail of the attachment to the nose landing gear
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C. Instructions for towing with a tractor

When towing the airplane by a tractor, the following regulations must be observed:
(1) In the cockpit cabin a pilot or mechanician must be seated, familiar with the attendance of the
airplane brakes.
(2) The B596476N blocking strut of the steering (refer to the Fig. 1 in Section 010.10.00) must be
removed.
(3) The servo of the nose wheel as well as the nose wheel from the pedals must be shut - off,
i.e. PEDAL NOSE WHEEL STEERING on the control console must be in neutral position.
(4) The brakes accumulator must have a pressure of at least 9.80 MPa (100 kp/cm2).
NOTE: The pressure gauge of brakes accumulator indicates only with the 36V inverter on.
After checking on the pressure, switch - off the converter immediately. If the pressure
in the brakes accumulator is not sufficient, the airplane may be towed exceptionally,
but the pilot (mechanician) must bear in mind, that in emergency case, when the situation
will require braking the airplane, he will apply the parking brake.
(5) The maximum turning angle of the airplane nose wheel as the tractor starts its way with the
airplane attached must not exceed 25°.
NOTE: During manual towing it is allowed maximum turning angle of the nose wheel of 30°
when starting pull.
(6) Before you instruct the tractor driver to start towing check on whether the parking brake is off
and the airplane door is closed.
CAUTION: THE AIRPLANE MUST NOT BE MOVED OR TOWED WITH ENTRANCE

DOOR OPEN.
(7) During the towing, the nose wheel may be swiveled to the maximum of 30°.
(8) When towing the airplane, the tractor driver must avoid rash movements with the steering wheel
and sudden braking. It is recommended not to exceed the speed of 10 - 15 km/hour.
(9) When towing the airplane at limited visibility, switch on the airplane position lights.
(10) Rearward towing (Airplane PUSH BACK, i.e. tail ahead) of the airplane by a tractor is not
permitted.
In case of necessary, the airplane can be pushed by means of tractor and B097581N towing
equipment .
CAUTION: TAKE GREAT CARE TO PREVENT DAMAGE TO THE WINGS OR TAIL UNIT.
DO NOT EXCEED MAX. SPEED OF 5 KM/HR.
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3. Airplane handling by means of hand towing equipment

To manipulate the airplane as it is towed out of the hangar, etc., a B952053N hand towing equipment is
used, which is substantially lighter than the towing equipment, used for towing the airplane by a tractor.
The hand towing equipment is attached by means of a pin in the swinging arm of the nose landing gear
leg – refer to the Fig. 4.
FIG. 4 B952053N HAND TOWING EQUIPMENT

(1) Manual bar; (2) Pin; (3) Nose landing gear leg
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CHAPTER
PARKING
AND
MOORING
MAINTENANCE MANUAL
CHAPTER 10
PARKING AND MOORING

Section, Section,
Subject Subject
Title page - - 010.20.00 3 Nov 1/11

List of Effective Pages 1 May 30/14 Description and Operation 4 Nov 1/11
2 Nov 1/11 5 Nov 1/11
Record of Revisions 1 May 30/14 6 Nov 1/11
2 Nov 1/11 7 Nov 1/11
3 Nov 1/11 8 Nov 1/11
4 Nov 1/11 Servicing 301 Nov 1/11
Record of Temp. Revisions 1 Nov 1/11 302 Nov 1/11
2 Nov 1/11 303 Nov 1/11
Contents 1 May 30/14 304 Nov 1/11
2 Nov 1/11
010.10.00 1 Nov 1/11
Description and Operation 2 May 30/14
3 Nov 1/11
4 Nov 1/11
5 May 30/14
6 Nov 1/11
Servicing 301 May 30/14
302 May 30/14
303 May 30/14
304 May 30/14
305 Nov 1/11
306 Nov 1/11
307 May 30/14
308 May 30/14
309 Nov 1/11
310 May 30/14
010.20.00 1 Nov 1/11

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CHAPTER 10
PARKING AND MOORING
RECORD OF REVISIONS

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Subject
MM is reissued on Nov 1/11. This contains revision No. 1
2 010-List of 1 - -
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010-List of 1 - -
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010-Contents 1 - -
L410UVP-E/196d May 30/14
010.10.00 2 - -
5 - -
301 to 304 - -
307 to 310 - -

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PARKING AND MOORING

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CHAPTER 10
PARKING AND MOORING
CONTENTS

Section,
Subject
PARKING 010.10.00 1 ALL
Parking equipment for parking during a flight day 1
Parking equipment 2
Coating assembly (if supplied) 4
Grounding assembly 5
Servicing 301
Setting of the chocks under the aircraft wheels 301
Removal of the chocks from the aircraft wheels
Setting of the covers on the Pitot and static 302
pressure probes, the engines and generators air
inlets and the canvas on the windshield and
windows of the pilot's cockpit
Securing of the aircraft control column by means of 302
a blocking strut
Installation of the devices on the aircraft for parking 303
on the apron
Aircraft grounding 304
Fitting complete covers on the aircraft 305
Removal of the devices from the aircraft after 308
parking
Removal of the blocking strut of the aircraft control 310
column
MOORING 010.20.00 1 ALL
General 1
Servicing 301
Aircraft mooring 301
Removal of the aircraft mooring device 303
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PARKING
1. Parking equipment for parking during a flight day

To secure the aircraft for parking during a flight day a blocking strut B 596 476 N is used.
FIG. 1 SECURING OF COLUMN BY BLOCKING STRUT

(1) Column; (2) Lid in the cover between the pedals; (3) Blocking strut B 596 476N; (4) Tension
nut
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2. Parking equipment
To secure the aircraft parking on the apron, the following parking equipment is used:
No. Name Type (Dwg. No.) Qty
1. Propeller blocking B 596 276 N or B 596 695 N 2

2. Wheel chock B 925 028 N (L410.9250) or 3
B 596 895 N
3. Aileron security clamp L410.9220 2
4. Elevator blocking L410.9220 2
5. Rudder blocking B 596 790 N or B 096 107 N 1
6. Cover of engine air inlet B 596 452 N 2
7. Exhaust cover / for winter season B 096 127 P/L 2+2
Exhaust coating / for summer season B 096 008 N 4
8. Pitot nozzle cover B 096 360 N 2
9. Blind flanges for static pressure pickups L 410M.9537 2
10. Coating for windshield flight compartment B 596 798 N or L410.9516 1
11. Toilette ventilation cover B 596 420 N 1
12. Cover of starting generator air inlet B 596 580 N 2
13. Locking pins for securing the emergency exit door B 596 555 N 3
(valid only for aircraft with emergency exit door under
the wing)
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FIG. 2 PARKING EQUIPMENT FOR PARKING ON THE APRON

Legend to fig.: see table in para 2.
Locking pins (13) are not drawn.
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3. Coating assembly (if supplied)

Coating assemblies serves for aircraft protection on the apron. The coatings are marked with serial
numbers 1 – 24 and are inserted into coating wrappings L410.9320-19, marked with serial numbers
I – VI.
The aircraft coatings assemblies include:
Coating Coating Name Drawing number Pcs

wrapping number
1 L.H. wing coating B 596 397 L b.v. 1
21 L.H. fuel tank coating B 596 338 L b.v. 1
I 23 Coating of wing tip B 596 451 L b.v. 1
2 L.H wing-fuselage coating B 096 076 L b.v. 1
3 Engine coating B 096 077 L b.v. 1
4 R.H. wing coating B 596 397 P b.v. 1
22 R.H. fuel tank coating B 596 338 P b.v. 1
II 24 Coating of wing tip B 596 451 P b.v. 1
5 R.H. wing-fuselage coating B 096 076 P b.v. 1
6 Engine coating B 096 077 P b.v. 1
7 Propeller blade coating B 596 398 N b.v. 8
8 Propeller cap coating B 596 400 N b.v. 2

III
9 Propeller blade coating with strap B 596 399 N b.v. 2
10 Flight compartment coating B 596 405 N b.v. 1
11 Fuselage rear part coating B 096 078 N b.v. 1
IV 12 Fuselage central part coating B 096 075 N b.v. 1
13 Antenna coating L410M.9322-37b.v. 2
14 L.H. stabilizer coating B 096 080 L b.v. 1
V 15 R.H. stabilizer coating B 096 080 P b.v. 1
16 Fin coating B 096 081 N b.v. 1
17 L.H. landing gear nacelle coating B 596 396 L b.v. 1

VI
18 R.H. landing gear nacelle coating B 596 396 P b.v. 1
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Coating Coating Name Drawing number Pcs

wrapping number
19 Nose landing gear coating B 096 072 N b.v. 1

VI
20 Wheel coating B 096 085 L/P b.v. 1+1
4. Grounding assembly
Grounding equipment B 096 432 N is designed for grounding of the aircraft.
FIG. 3 COVERS FOR AIRCRAFT COVERING

Legend to fig – see table in para 3.
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PARKING
SERVICING
1. Setting of the chocks under the aircraft wheels

Removal of the chocks from the aircraft wheels
A. Fixture, Test and Support Equipment B 925 028 N Wheel chock (3pcs)
B 596 895 N Wheel chock (3pcs)
D. Referenced Information 010.10.00.A

Routine
E. Procedures
(1) Underlay the aircraft wheels with the chocks (the main wheels from the rear, the nose wheels
from the front) see fig. 301.
NOTE: For current parking use the B 596 895 N chocks, when engine test is carried out use the
B 925 028 N chocks
(2) Remove the chocks from the aircraft wheels (the main wheels from the rear, the nose wheels
from the front).
FIG. 301 DIAGRAM OF THE WHEEL CHOCKS POSITIONING

(1) Wheel chocks (3 pcs)
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2. Setting of the covers on the Pitot and static pressure probes, the engines and
generators air inlets and the canvas on the windshield and windows of the pilot's
cockpit
A. Fixture, Test and Support Equipment B 096 360 N Cover of the Pitot nozzle (2 pcs)
L 410.9537 Blind flanges of static pressure sensors (2 pcs)
B 596 452 N Covers of the air inlet of the engine (2 pcs)
B 596 798 N Canvas of the flight compartment windshield (1 pc)
B 097 300 N Stairs (1 pc)
B 596 580 N Covers of the air inlet of the generator (2 pcs)
B 596 420 N Covers of toilette venting (1 pc)
D. Referenced information 010.10.00.B

Routine
E. Procedures
(1) In case of rain or snow fit onto the aircraft:
 covers of Pitot nozzle
 blind flanges of static pressure sensors
(2) In case of snowing fit onto the aircraft:
 covers of the air inlets of the engine
 covers of the air inlet of the generator
 canvas of the flight compartment windshield
(3) In case of dust storm fit onto the aircraft parking covering as per points (1) and (2).
3. Securing of the aircraft control column by means of a blocking strut

A. Fixture, Test and Support Equipment B 596 476 N Blocking strut
D. Referenced information 010.10.00.C

Routine
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E. Procedures
CAUTION: THE BLOCKING STRUT B 596 476 N MAY BE USED UP TO THE MAX. WIND
VELOCITY OF 65 KM/HOUR. FOR A STRONGER WIND, CONTROL SURFACES
BLOCKINGS HAVE TO BE USED - SEE PARKING ON APRON INSTRUCTIONS.
(1) Open the lid between the left and right pedal of the foot control.
(2) Tilt away the column of the control lever from the instrument panel.
(3) Fit the blocking strut on the control lever and into the grooves on the levers of foot control
pedals - see fig. 1.
(4) Tighten manually the blocking strut nut so that the control column cannot be moved.
4. Installation of the devices on the aircraft for parking on the apron

A. Fixture, Test and Support Equipment B 596 695 N Propeller blocking (2 pcs)
L 410.9220 Ailerons and elevator blocking (4 pcs)
B 596 790 N Rudder blocking (1 pc)
B 596 452 N Covers of the air inlet of the engine
(2 pcs)
B 096 127 N (L/P) Exhaust covers (2+2 pcs) or
exhaust cover canvas B 096 008 N (4 pcs)
B 096 360 N Pitot tube cover (2 pcs)
L 410M.9537 Blinds of the static pressure sensors
(2 pcs)
B 097 365 N Stairs (1 pc)
B 596 580 N Covers of the air inlet of the generator
(2 pcs)
L 410.9250 (3 pcs) B 596 895 N (3 pcs) Wheel
chocks
D. Referenced Information 010.10.00.D

Routine
E. Procedures
(1) When the control has been blocked by the control lever strut B 596 476 N, remove the strut.
(2) Set the propeller blade to the lower position and slip on it the canvas cover of the propeller
blocking - see fig. 2. Fix the cover with strip to the engine exhaust.
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(3) Set the aileron to the neutral position and lock it by means of two locking clamps (3) - one locking
clamp on the left and one on the right aileron.
(4) Deflect the rudder as desired and lock it by means of locking clamps for rudder blocking (5).
(5) Set the elevator to the neutral position and lock it by means of locking clamps for elevator
blocking (4) - one on the left and one on the right elevator.
(6) Air inlets to the engine cover with blinds (6).
(7) Cover air inlets to the generator with blinds.
(8) Set on the engine exhaust:

in winter season - exhaust covers (7) - B 096 127 P, L
In summer season – exhaust cover canvas (7) – B 096 008 N
(9) Place covers (8) on the Pitot tubes.
(10) Blind the openings of the static pressure sensors with blinds (9).
(11) Underlay the aircraft wheels with the chock.
5. Aircraft grounding
A. Fixture, Test and Support Equipment B 096 432 N Grounding cable
D. Referenced Information 010.10.00.E

Routine
E. Procedures
(1) Prick the tip sharp terminal of the grounding into the ground (or put it into the grounding holes in
the concrete area) near the nose landing gear.
(2) Fix the grounding cable clamps to the pins of the leg of left and right main landing gear (pin for
fixing of the landing gear in mechanical lock of left and right main landing gear).
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6. Fitting complete covers on the aircraft

A. Fixture, Test and Support Equipment B 596 397 L ND Wing cover left (1 pc)
B 096 076 L ND Wing-fuselage cover (1 pc)
B 096 077 L ND Engine cover (1 pc)
B 596 397 P ND Wing cover right (1 pc)
B 096 076 P ND Wing fuselage cover right (1 pc)
B 096 077 P ND Engine cover (1 pc)
B 596 398 N ND Propeller blade cover (8 pcs)
B 596 400 N ND Propeller cone cover (2 pcs)
B 596 399 N ND Propeller blade cover with the strap
(2 pcs)
B 596 405 N ND Cabin cover (1 pc)
B 096 078 N ND Fuselage rear section (1 pc)
B 096 075 N ND Fuselage central section cover
(1 pc)
L 410M.9322.37 ND Antenna cover (2 pcs)
B 096 080 L ND Tail plane cover left (1 pc)
B 096 080 P ND Tail plane cover right (1 pc)
B 096 081 N ND Fin cover (1 pc)
B 596 396 L ND Cover of the left landing gear
nacelle (1 pc)
B 596 396 P D Cover of right landing gear nacelle
(1 pc)
B 096 072 N ND Nose landing gear cover (2 pcs)
B 096 085 N ND Wheel cover (2 pcs)
B 596 338 L ND Cover of terminal fuel tank left (1 pc)
B 596 338 P ND Cover of terminal fuel tank right
(1 pc)
B 596 451 L ND Tip cover (1 pc)
B 596 451 P ND Tip cover (1 pc)
L 410.9615 ND Assembly bogie
B 097 365 N ND Stairs (2 pcs)
L 410.9620 ND Rear strut
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D. Referenced Information 010.10.00.F

Routine
E. Procedures
(1) Before to putting on complete covers on the aircraft, carry out the operational maintenance of
parking according to maintenance schedule for the aircraft.
(2) Prepare near to the aircraft
 The stairs B 097 365 N to the left, right wing - 2 pcs and to the tail planes (extension stairs
may be used according to the airfield outfit )
 The assembly bogie L410.9615 under fuselage
NOTE: If a mobile assembly equipment is available at the airfield, then it is possible to use the set
of assembly platforms consisting of:
 the assembly platform below the left and right wing (within the area of the engine
nacelles)
 from the left and right assembly platform, situated below the wing tips
 from the assembly platforms to the tail planes. It is also possible to use high-lift
hydraulic platforms
(3) Install the fuselage rear strut L410.9620 on the rear section of the fuselage as follows:
 fix the strut in the jack point in the lower fin if the fuselage
 remove the pin from the strut telescopic section and shift-out the telescopic section that the
strut base touches the ground. Lock the telescopic section of the strut at required length
with a pin
(4) Prepare near to the aircraft the complete set of clean and checked canvas covers being packed
in six wrappers.
(5) At the place of installation of static electricity discharges the cover must be placed to not
damage the dischargers.
(6) Fixing rubber strings of the fuselage, fin and rudder covers must always be placed on the
aircraft left side.
(7) Covers with the fixing holes must always be up (the overlapping of covers of the fin and the
rear section of the fuselage).
(8) Engine covers must overlap the propeller covers.
NOTE: The fixing clips and rings of individual cover have been sewn sections.
(9) Using the stairs, fit on the aircraft individual covers – see fig.3 in following sequence
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(10) The left wing covers (B 596 397 L). After fixing and enveloping on the wing lower side clamp by
means of clips and rings.
(11) Tip cover (B 596 451 L) or the left cover of terminal fuel tank (B 596 338 L). After fixing and
enveloping join together by means of clips and rings.
NOTE: Terminal fuel tank cover is to be fixed in case of installation of terminal fuel tank only.
(12) Wing cover left fuselage (B 096 076 L). After fixing and enveloping joint together with the help
of clips and rings on the wing underside.
(13) Right wing cover (B 526 397 P). After fixing and enveloping joint together by means of clips and
rings on the wing bottom side.
(14) Tip cover (B 596 451 N) or right cover of terminal fuel tank (B 596 338 P). After fixing and
enveloping joint the cover together by means of clips and rings.
NOTE: Terminal fuel tank cover is to be fixed in case of installation of terminal fuel tank only.
(15) Cover of wing right fuselage (B 096 076 P). After fixing and enveloping joint together by means
of clips and rings on wing bottom side.
(16) Cover of the propeller blades (B 596 398 N) 8 pcs, 4 pcs for each propeller. After putting on, fix
by means of twill strips (after setting the right and left propeller cone).
(17) The cover of the propeller cone (B 596 400 N) 2 pcs, one piece on each propeller. After fixing,
carry out locking by means of clips and rings and by the clips of left and right engine cover.
(18) Cover of the propeller blades with the strap (B 596 399 N) 2pcs, 1pcs on each propeller. After
fixing, lock and attach by two straps over the left and right exhaust of the left and right engine
by means of dips and strips.
(19) The left engine cover (B 096 077 L). After fixing and enveloping joint together on the bottom
side by means of clips and rings.
(20) The right engine cover (B 096 077 P). After fixing and enveloping joint together on the bottom
side by means of clips and rings.
(21) The flight compartment cover (B 596 405 N). After proper fixing and enveloping joint together
on the fuselage left side by means of clips and rings.
(22) The fuselage rear section cover (B 096 078 N). After proper fixing and enveloping the left and
right fuselage side, join together by means of clips and rings.
(23) Fuselage cover central section (B 096 075 N). After proper fixing and enveloping joint together
on the fuselage left side by means of clips and rings.
(24) Antenna cover (L410M.9322-37) 2 pcs. After proper fixing secure by means of clips and rings,
sewn in the upper section of the cover for the fuselage rear section.
(25) Left cover of the tail plane (B 096 080 L). Fixing – see point 27
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(26) Right cover of the tail plane (B 096 080 P). Fixing – see point 27
(27) Tail plane cover (B 096 081 N). After proper fixing and enveloping of the tail plane and the
rudder, joint together on the fin left side by clips and rings. Further fix the cover to the fin
together with the upper and lower section of the right and left tail plane covers and to the upper
section of the fuselage rear section cover within the zone of the fin by interlacing the loops of
the fuselage cover straps through the cover holes of the tail plane and by their interlacing within
the upper and lower section. The ends are to be knotted or the last eyes of interlaced straps
are to be passed through the locking strips of the fuselage and tail plane covers.
(28) The cover of the right landing gear nacelle (B 596 396 P). After proper fixing and enveloping
joint together on the fuselage bottom side means of straps inserted to the clips of the left
nacelle cover (on the cover rings of the right nacelle), then lock the remaining overlapping
strips of the left and right nacelle by means of clips and rings. This is to be done using the
assembly bogie, placed under the fuselage.
(29) Cover of the left landing gear nacelle (B 596 396 L). Fixing – see point 28
(30) Cover the nose landing gear (B 096 072 N). After proper fixing and enveloping joint together by
means of clips and rings.
(31) Wheel covers of the main landing gear (B 096 085 N). After proper fixing secure them against
shifting by means of clips and rings.
(30) Check the fixed covers on the aircraft. Remove found out defects.
(31) Remove and store the rear strut of the aircraft.
(32) Take away used fixtures (stairs, bogie from below the fuselage, etc.) to store.
7. Removal of the devices from the aircraft after parking

A. Fixture, Test and Support Equipment B 097 365 N Stairs
L410.9615 Assembly bogie
L410.9620 Rear strut of the fuselage
D. Referenced Information 010.10.00.G

Routine
E. Procedures
(1) Prepare near to the aircraft:
 Stairs B 097 365 N to the left and right wing
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 The assembly bogie L410.9615 under the fuselage
 Stairs B 097 365 N to the tail planes (if available, also extension stairs according to the airfield
outfit) may be used
NOTE: If a mobile assembly equipment is available at the airfield, then it is possible to use the
set of assembly platforms consisting of:
 platforms below the left and right wing (within the zone of the engine nacelles)
 platforms below wing ends
 platforms for the tail planes
Application of high- lift hydraulic platform is possible.
(2) Set the rear fuselage strut L410.9620 on the rear fuselage section
(3) During the cover removal care must be paid to the zone of installed static electricity dischargers
to not damage them.
(4) Sequence of technological operations assume the cover removal from all over the aircraft. If
some covers and blockings hove not been installed on the aircraft, the relevant operation is to
be omitted.
(5) Remove the covers of the main landing gear wheels.
(6) Remove the covers from the nose landing gear.
(7) Remove the covers of the landing gear nacelles.
(8) Release the cover of the fin from the covers of tail planes and fuselage rear section and take it
away.
(9) Remove the covers of tail planes.
(10) Remove the cover from the antenna.
(11) Remove the cover of fuselage centre section.
(12) Remove the cover of fuselage rear section
(13) Remove the flight compartment cover
(14) Remove the cover of the right engine
(15) Remove the cover of the left engine
NOTE: When the ambient temperature is below -20°C, the engines covers are only removed
after engines are heated-up with hot air.
(16) Remove the cover of propeller cones
(17) Remove the cover of propeller blades
(18) Remove the wing – fuselage cover, right.
(19) Remove the cover of the right tip or the cover of wing tip fuel tank, right.
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(20) Remove the wing cover, right.
(21) Remove the cover of wing – fuselage, left.
(22) Remove the cover of the left tip or the cover of wing tip fuel tank, left.
(23) Remove the cover of the left wing.
(24) Remove the propeller blocking.
(25) Remove the cover of air inlet to the engine.
(26) Remove the exhaust covers.
(27) Remove the Pitot tube covers.
(28) Remove the blinds of static sensors covers.
(29) Remove the locking clamps of the ailerons.
(30) Remove the blocking of the elevator.
(31) Remove the rudder blocking.
(32) Remove the grounding cable from the nose landing gear.
(33) Take away the stairs (assembly platforms) and the assembly bogie.
(34) Dismantle the fuselage rear strut L410.9620 from the fuselage rear section.
(35) Take away all canvas, cover and blocking devices, removed from the aircraft.
8. Removal of the blocking strut of the aircraft control column

A. Fixture, test and Support Equipment Not applicable
D. Referenced Information 010.10.00.H

Routine
E. Procedures
(1) Release the nut on the column of the blocking strut.
(2) Remove the lower end of the strut from the grooves on the pedal levers and remove the strut from
the control lever.
(3) Check the free motion of rudder and aileron control. The control must operate without any jamming
within the entire range of deviations.
(4) Work close up
(5) Close the lid between the left and right pedal.
(6) Take away the blocking strut.
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MOORING
1. General
The aircraft mooring is to be carried out, when the wind with gusts exceeding 20 m/s (72 km/h) are
assumed.
For aircraft mooring the following versions of the mooring equipment are used:
A. Version (refer to the Fig. 1 and 2)
No. Name Type (Dwg. No) Qty
1. Mooring device of nose wheel B 596 671 N 1

2. Mooring device for the wing B 596 670 N 2
3. Additional rear mooring device B 596 673 N 2
4. Additional front mooring device B 596 672 N 2
5. Mooring device of tail unit B 596 674 N 1
6. Mooring peg LDN 6911 12
B. Version - B 598 938 N Mooring kit (refer to the Fig. 3 to 5)
No. Name Type (Dwg. No) Qty
1. Mooring device for the wing B 598 942 N 2

2. Mooring device of main landing gear B 598 950 N 2
3. Mooring device of nose wheel B 598 945 N 1
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FIG. 1 AIRCRAFT MOORING (A-VERSION)

(1) Mooring device of nose wheel B 596 671 N; (2) Mooring device for the wing B 596 670 N;
(3) Additional rear mooring device B 596 673 N; (4) Additional front mooring device B 596 672 N;
(5) Mooring device of tail unit B 596 674 N
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FIG. 2 MOORING DEVICE (A-VERSION)

(1) Mooring device of nose wheel B 596 671 N; (2) Mooring device for the wing B 596 670 N;
(3) Additional rear mooring device B 596 673 N; (4) Additional front mooring device B 596 672 N;
(5) Mooring device of tail unit B 596 674 N; (6) Cable; (7) Turnbuckle with chain; (8) Pin; (9) Pin;
(10) Bracket; (11) Fork; (12) Screw; (13) Fork; (14) Side plate; (15) Nut; (16) Securing pin;
(17) Pin; (18) Nut; (19) LDN 6911 mooring peg
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FIG. 3 AIRCRAFT MOORING (B-VERSION) - B 598 938 N MOORING KIT

(1) Mooring device for the wing B 598 942 N; (2) Mooring device of main landing gear
B 598 950 N; (3) Mooring device of nose wheel B 598 945 N
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Legend for Fig. 4:

(1) Mooring device for the wing B 598 942 N; (2) Mooring device of main landing gear
B 598 950 N; (3) Mooring device of nose wheel B 598 945 N, (4) Mooring belt, (5) Bracket,
(6) GN113.3-8-20 Securing pin, (7) 1.4x200 Cable, (8) GN113.3-10-35 Securing pin,
(9) Mooring belt, (10) Bracket with the pulley, (11) Hook, (12) Pin, (13) Bracket,
(14) Pin with eye, (15) Bush with eye, (16) Mooring belt, (17) GN113.3-10-40 Securing pin,
(18) Shortening clamp
A, B, C, D - Mooring points - refer to the Fig. 3
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FIG. 4 MOORING DEVICE (B-VERSION) - B 598 938 N MOORING KIT

For Legend see previous page
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FIG. 5 MOORING POINTS (B-VERSION) - B 598 938 N MOORING KIT

All dimensions in [mm]
Mooring points / required loading capacity (breaking forces)

Point Longitudinal [N] Vertical [N] Lateral [N] Total [N]
A 5000 AFT 5000 UP 5000 LEFT / RIGHT 8660
B LEFT / RIGHT 18000 AFT 18000 UP 5000 LEFT / RIGHT 25940
LEFT 5000 FWD / AFT 15000 UP 15000 LEFT / RIGHT
C 56270
RIGHT 5000 FWD / AFT 15000 UP 15000 LEFT / RIGHT
D LEFT / RIGHT 18000 FWD 18000 UP 5000 LEFT / RIGHT 25240
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MOORING
SERVICING
1. Aircraft mooring
A. Fixture, Test and Support Equipment A-Version:
B 596 671 N Mooring device of nose wheel (1 pc)
B 596 670 N Mooring device for wing (2 pcs)
B 596 673 N Additional rear mooring device (2 pcs)
B 596 672 N Additional front mooring device (2 pcs)
B 596 674 N Mooring device of tail unit (1 pc)
LDN 6911 Mooring peg (12 pcs)
B-Version:
B 598 938 N Mooring kit
C. Tools Spanners of relevant size from the tool kit

Routine
E. Procedures
(1) A-Version
(a) Make sure that the aircraft has been secured by chocks against displacement.
(b) The installed mooring device must not be loosened.
(c) Screw into the ground the mooring pegs acc. to dimension given in Fig. 1.
(d) Install the bracket of the mooring device for wing (10) - see Fig. 2 - into mooring eyes on the
wing flap suspension on wing near rib No. 15 and secure it by means of pins (9). Insert the
mooring chain into the mooring peg and adjust the tension by means of the turnbuckle (7).
Secure the turnbuckle by means of the eye.
(e) Take the mooring device of nose wheel (1) apart to two sections pin (8). Insert journal of the
mooring device into the hole of the nose landing gear leg shock absorber and after placing
the second section of mooring device, secure it by means of pin. Insert the chain of the
mooring device into mooring peg and adjust the right cable tension by means of turnbuckle
(7). Secure the turnbuckle with the eye.
(f) Take the additional front mooring device (4) apart into two sections by removing the nut
(15) and the side plate (14). Insert fork (13) into the hole of the main landing gear leg, install
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side plate (14) and screw in the nut (15). Insert the chain of the mooring device into the
mooring peg and adjust the right cable tension by means of the turnbuckle (7). Secure the
turnbuckle with the eye.
(g) Loosen the nut (18) and remove the screw (12) from the additional rear mooring device (3).
Position fork (11) against the hole of the main landing gear leg shock absorber. Insert the
screw (12) into the hole and tighten the nut (18). Insert the chain of the mooring device into the
mooring peg and adjust the right cable tension by means of the turnbuckle (7). Secure the
turnbuckle with the eye.
(h) Take the mooring device of the tail unit (5) apart into two sections by removing the securing pin
(16). Insert the pin (17) into the hole of the lower fin, install the second section of the
mooring device and secure it with securing pin (16). Insert the chain of the mooring device
into the mooring peg and adjust the right cable sensitivity by means of turnbuckle (7). Secure
the turnbuckle with the eye.
(2) B-Version B 598 938 N Mooring kit
(a) Make sure that the aircraft has been secured by chocks against displacement.
(b) The installed mooring device must not be loosened.
(c) Prepare the mooring points according to the dimensions given in Fig. 3 and 5.
(d) Install the bracket of the mooring device for wing (5) - see Fig. 4 - into mooring eyes on the wing
flap suspension on wing near rib No. 15 and secure it by means of pins (6). Insert the mooring
hook into the mooring point on the ground and adjust the belt (4) tension by means of the
shortening clamp (18).
(e) Dismount the mooring device of nose wheel (3) to the two sections by means of the pin (17).
Insert the pin with the eye (14) of the mooring device into the hole of the nose landing gear
leg shock absorber and after placing the second section of mooring device (and bush
(15)), secure it by means of pin (17). Insert the mooring hook into the mooring point on the
ground and adjust the belt (16) tension by means of the shortening clamp (18).
(f) Dismount the mooring device of the main landing gear (2) to the two sections by means of
the pin (8). Insert pin (12) into the hole of the main landing gear leg. Install the bracket (13)
into the fork of the pin and secure it by means the pin (8). Insert the mooring hook into the
mooring point on the ground and adjust the belt (9) tension by means of the shortening
clamp (18).
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2. Removal of the aircraft mooring device

C. Tools Spanners of corresponding size from the tool kit
D. Referenced Information 010.20.00.B

Routine
E. Procedures
(1) A-Version
(a) Make sure that the aircraft has been secured with chocks against displacement.
(b) Loosen the turnbuckle of the mooring device of the nose wheel (1) - see Fig. 2 and remove
the chains from the mooring peg eyes. Remove the pin (8) from the journal of the mooring
device and remove the journal from the hole of the nose landing gear leg shock absorber.
Connect the removed mooring device and secure it with the pin.
(c) Loosen the turnbuckle of the mooring device for the wing and remove chains from the
mooring peg eyes. Remove the pin (9) and bracket (10) of the mooring device for the wing
from the mooring eyes of the wing flap suspension.
(d) Loosen the turnbuckle of the additional front mooring device (4) and remove chains from
the mooring peg eyes. Loosen the nut (15) and remove the side plate (14) and detach the
fork (13) from the hole of the main landing gear leg. Connect the removed mooring device
again.
(e) Loosen the turnbuckle of the additional rear mooring device (3) and remove chains from
the mooring peg eyes. Loosen the nut (18), detach the screw (12) from the hole of the
main landing gear shock absorber and detach the fork (11). Connect the removed mooring
device again.
(f) Loosen the turnbuckle of the mooring device of the tail unit (5) and remove chains from the
mooring peg eyes. Remove the securing pin (16) and detach the pin (17) from the hole of the
lower fin.
(g) Remove all 12 pcs of mooring pegs from ground.
(h) Take away the mooring pegs and the mooring device.
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(2) B-Version B 598 938 N Mooring kit
(a) Make sure that the aircraft has been secured with chocks against displacement.
(b) Loosen the mooring belt (16) of the mooring device of the nose wheel (3) - see Fig. 4 - and
remove the hook from the mooring point. Remove the pin (17) and remove the pin (14)
from the hole of the nose landing gear leg shock absorber. Connect the removed mooring
device and secure it with the pin (17).
(c) Loosen the mooring belts (4) of the mooring device of the wing (1) - see Fig. 4 - and
remove the hooks from the mooring points. Remove the pin (6) and remove the bracket (5)
of the mooring device from the hole of the hinges of the wing flaps.
(d) Loosen the mooring belt (9) of the mooring device of the main landing gear (2) - see Fig. 4
and remove the hook (11) from the mooring point. Remove the pin (8) and remove the pin
(12) from the hole of the main landing gear leg. Connect the removed mooring device and
secure it with the pin (8).
(e) Take away the mooring pegs and the mooring device.
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CHAPTER
PLACARDS
AND
MARKINGS
MAINTENANCE MANUAL
CHAPTER 11
PLACARDS AND MARKINGS

Section, Section,
Subject Subject
Title page - - 011.30.00 1 Nov 1/11

List of Effective Pages 1 Mar 30/16 Description and Operation 2 Nov 1/11
2 Nov 1/11 3 Nov 1/11
Record of Revisions 1 Mar 30/16 4 Nov 1/11
2 Nov 1/11 5 Nov 1/11
3 Nov 1/11 6 Dec 10/14
4 Nov 1/11
2 Nov 1/11
Contents 1 Dec 10/14
2 Nov 1/11
011.20.00 1 Mar 30/16
Description and Operation 2 Dec 10/14
3 Dec 10/14
4 Dec 10/14
5 Nov 1/11
6 Nov 1/11
7 Nov 1/11
8 Mar 30/16
9 Nov 1/11
10 Nov 1/11
11 Nov 1/11
12 Nov 1/11
13 Nov 1/11
14 Nov 1/11
15 Nov 1/11
16 Nov 1/11
17 Mar 30/16
18 Nov 1/11

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CHAPTER 11
RECORD OF REVISIONS

Section,
Subject
5 011-List of 1 - -
Effective Pages
011-List of 1 - -
Revisions
L410UVP-E/208d Dec 10/14
011-Contents 1 - -
011.20.00 1 to 4 - -
011.30.00 6 - -
6 011-List of 1 - -
Effective Pages
011-List of 1 - -
Revisions
L410UVP-E/225d Mar 30/16
011.20.00 1 - -
8 - -
17 - -

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Section,
Subject

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Section,
Subject

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Section,
Subject

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CHAPTER 11

Section,
No. Number Revision

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Section,
No. Number Revision

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CHAPTER 11
CONTENTS

Section,
Subject
EXTERIOR PLACARDS AND MARKINGS 011.20.00 1 ALL
Markings 1
INTERIOR PLACARDS AND MARKINGS 011.30.00 1 ALL
Placard and marking 1
Identification of piping and hoses of individual 3
assemblies
Identification of hoses from the production and 5
guarantee date point of view
Identification of the PTFE hoses 6
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EXTERIOR PLACARDS AND MARKINGS

1. MARKINGS
Fig.
Pos. Inscription reading Note
No.
1 1 TURN TWICE THROUGH 360 DEG TO Concerns locks of covers for access to board
RELEASE LOCKS (if used) batteries and el-radio equipment. Locks are
releasable with a screwdriver with rounded edge
2 1 28 V 500 A Ground electric installation socket
3 1, 2 OIL Access to engine oil filter
4 1, 2 WATER INJECTION COMPRESSOR WASH Access to three-way cock for “engine water
injection” or “compressor wash”.
5 1 GROUND HYDR. SOURCE 14.7 MPa (2.132 Access to ground hydraulic source connection
PS) COMPRESSED AIR GROUND SOURCE and ground pressure air connection for hydraulic
0.54 MPa (78 PSI) HYDRAULIC TANK tank pressurizing
GAUGE PRESSURE
6 1 Red cross or green cross First-aid box location
7 1 CUT HERE TO BREAK IN Area destined for forced aircraft entry
(after emergency landing to break in)
8 1, 2 VHF AERIAL (if installed) Marking of VHF antenna
9 1, 4 SUPPORT HERE Supporting jack point for the rear strut
10 1 1. PUSH or 1. PUSH AND HOLD Entrance (Main) door opening and shutting
11 1 2. TURN Entrance (Main) door opening and shutting
12 1 CLOSED Entrance (Main) door opening and shutting
13 1 OPEN Entrance (Main) door opening and shutting
14 1 NITROGEN 1.47 MPa Brakes accumulator filling
15 2, 3 DO NOT STEP HERE Area not allowed to be stepped on by feet
16 1, 4 NITROGEN 4.9 MPa Hydraulic accumulator filling with nitrogen
420 +30
17 1, 2 kPa Main wheel tyre pressure
420 +30
18 1 kPa Nose wheel tyre pressure
19 1 INTERCOM (if installed) Access for connection of ground personnel
headphones
20 1, 4 FUEL DRAIN Access to fuel tanks drain valves
21 1, 2 PRESS FIRE EXTINGUISHING BY GROUND Access for extinguishing with ground
MEANS extinguishers
22 2 OPEN Emergency exit door opening and shutting
23 2 TURN Emergency exit door opening and shutting
24 2 CLOSED Emergency exit door opening and shutting
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25 1, 2 Red circle Reference leveling point No. 2 (for calculation of

the center of gravity position-see section
008.10.00)
26 2 DISTILLED WATER MAX. 10 l (2.6 US gall) Access to tank water filler for engine water
or injection
DISTILLED WATER MAX. 22.5 l
(5.94 US gall)
27 1, 2 JET FUEL Fuel for engines
28 1, 2 FUEL 200 l(158 kg) (53 US gall) Fuel for engines
MAX.PRESS.0.39 MPa (56PSI)
4 kp/cm2
29 3 FUEL 628 l (496kg) (166 US gall) Fuel for engines
MAX. PRESS. 0.39 MPa (56 PSI) 4 kp/cm2
30 3 HYDRAULIC LIQUID Access to hydraulic fluid level checking neck
31 3 AIR 0.49 MPa (5 kp/cm2) Access to the connection for checking of leading
edges pneumatic deicing device
32 4 OIL DRAIN Access to engine oil drain valve
33 4 DO NOT PRESS HERE Covering of marked-off area is not allowed to be
pressed in order not to cause its deformation
34 4 HYDRAULIC FLUID DRAINAGE AND Access to hydraulic tank drain valve
FILLING
35 1 Aircraft production number (if installed)
36 1, 2 1.PUSH AND HOLD (if installed) Emergency exits opening and shutting
37 1, 2 2.TURN (if installed) Emergency exits opening and shutting
38 1, 2 3.PULL (if installed) Emergency exits opening and shutting
39 1 Identification label (if installed) Identification label denotes imatriculation sign.
type production No. of the aircraft.
40 1 ELT (if installed)
41 1 HYDRAULIC TANK GAUGE PRESSURE Location of hydraulic gauge
42 2 DANGER-PROPELLER (if used) Front emergency
43 1, 2 Red edging (if used) Marking zone anti-ice belt
44 1 BEFORE CLOSING At the Main door
THE DOOR UNLOCK (if gas strut is installed)
THE GAS SPRING
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FIG. 1 MARKINGS ON THE AIRCRAFT-LEFT-HAND SIDE

A - transition skin between the wing and fuselage
B - passenger compartment emergency exit
C - entrance (main) door
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FIG. 2 MARKINGS ON THE AIRCRAFT-RIGHT-HAND SIDE

A - right - hand engine nacelle-view from the fuselage side
B - transition skin between the wing and the fuselage
C - passenger compartment emergency exit door
D - pilot's cockpit emergency exit door
NOTE: The Pos. 15 is valid only for L410 UVP-E airplane version without of the emergency
exits in passenger’s cabin.
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MAINTENANCE MANUAL
FIG. 3 MARKINGS ON THE AIRCRAFT – TOP VIEW
EFFECTIVITY
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MAINTENANCE MANUAL
FIG. 4 MARKINGS ON THE AIRCRAFT – BOTTOM VIEW
EFFECTIVITY
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MAINTENANCE MANUAL
LANGUAGE MUTATIONS CONVERSION TABLES
Abbreviation meaning is as Follows:

En-English; Cz-Czech; Ru-Russian; De-German; Hu-Hungarian; Es-Spanish; Fr-French; Pl-Polish;
Pt-Portuguese
Pos. Mutation INSCRIPTION READING
1 En TURN TWICE THROUGH 360 DEG TO RELEASE LOCKS
Cz ZÁMKY UVOLŇOVAT OTOČENÍM O 2x360°

Ru ЗАМКИ ОТКРЫВАТЬ ПОВОРОТОМ НА 2х360°
De SCHNELLVERSCHLÜSSE ÖFFNEN 2x360°
Hu A GYORSZÁRAKAT 2x360° ÉLFORGATÁSSAL NYISSUK
Es PARA SOLTAR LOS CIERRES GIRAR 2 VECES 360°
Fr SERRURES A DÉBLOQUER PAR TOURNER 2x360°
Pl OTWIERAĆ ZAMKI OBRÓCIĆ O 2x360°
Pt SOLTAR A FECHADURA GIRAR 2-VEZES 360°
2 En 28V 500A
Cz 28V 500A
Ru 28V 500A
De 28V 500A
Hu 28V 500A
Es 28V 500A
Fr 28V 500A
Pl 28V 500A
Pt 28V 500A
3 En OIL
Cz OLEJ
Ru МАСЛО
De SS
Hu OLAJ
Es ACEITE
Fr HUILE
Pl OLEJ
Pt ÓLEO
EFFECTIVITY
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MAINTENANCE MANUAL

4 En WATER INJECTION COMPRESSOR WASH
Cz VSTŘIK VODY DO PROMÍVÁNÍ

Ru ВПРЫСК ВОДЫ ПРОМЫВКА
De SPULUNG WASSEREINSPRITZUNG
Hu VÍZBEFECSKENDEZÉS KOMPRESSZOR ÁTMOSÁS
Es INYECCION DE AGUA PARA LAVADO DEL COMPRESOR
Fr INJECTION D’EAU LAVAGE
Pl WTRYSK WODY PŁUKANIE
Pt INJECẬO DE ÁQUA LAVAGEM
GROUND HYDR. SOURCE 14,7MPa (2,132 psi) COMPRESSED AIR GROUND
5 En
SOURCE 0,54 MPa (78 psi)
PŘÍPOJKA VNĚJŠÍHO ZDROJE HYDRAULIKY 14,7 MPa (150 kp/cm2)
Cz
PŘÍPOJKA VNĚJŠÍHO ZDORJE VZDUCHU 0,54 MPa (5,5 kp/cm2)
АЕРОДРОМНОЕ ПИТАНИЕ ГИДРОЖИДКОСТИ 14,7Мпа (150 кг/см2)
Ru
АЕРОДРОМНОЕ ПИТАНИЕ ВОЗДУХА 0,54 МПа (5,5 кг/см2)
HYDRAULIKAUSSENBORDANSCHLUSS 14,7 MPa (150 kp/cm2)
De
LUFTAUSSENBORD ANSCHLUSS 0,54 MPa (5,5 kp/cm2)
FÖLDI HYDRAULIKA TÁPLÁLÁS 14,7 MPa (150kp/cm2)
Hu
SÜR. LEV. FÖLDI TÁPLÁLÁS 0,54 MPa (5,5 kp/cm2)
FUENTE HIDRAULICA EN TIERRA 150 kp/cm2 (14,7 MPa) (2,132 psi)
Es
FUENTE DE AIRE COMPRIMIDO EN TIERRA 5,5 kp/cm2 (0,54 MPa) (78 psi)
BRANCHEMENT A SOURCE AU SOL LIQUIDE HYDRAULIQUE 14,7 MPa
Fr (150 kp/cm2)
BRANCHEMENT A SOURCE AU SOL D’AIR 0,54 MPa (5,5 kp/cm2)
ZASILANIE HYDRAULICZNE ZEWNETRZNE LOTNISKOWE 14,7 MPa (150 kp/cm2)
Pl
ZASILANIE LOTNISKOWE ZEWNETRZNE CIŚNIENIE POWIETRZA 0,54 MPa
Pt JUNCẬO DA FONTE DE FORA AR 0,54 MPa/ 5,5 kP/cm2
7 En CUT HERE TO BREAK IN
Cz MÍSTO PRO NÁSILNÉ VNIKNUTÍ

Ru ВСКРЫВАТЬ В ЕТОЙ ЗОНЕ
De IM NOTFALL ZONE EINDRÜCKEN
Hu VÉSZHELYZEBTEN ITT BETÖRNI
Es CORTAR AQUI PARA INGRESAR
Fr ZONE DE PÉNÉTRATION
Pl CIAĆ W TYM MIEJSCU
Pt CORTE AQUI PARA ACESSO INTERNO EM EMERGÉNCIA
EFFECTIVITY
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MAINTENANCE MANUAL

8 En VHF AERIAL
Cz ANTÉNA UKV
Ru АНТЕННА УКВ
De -
Hu URH ANTENNA
Es ANTENA VHF
Fr AÉRIEN VHF
Pl ANTENA UKF
Pt ANTENA UHF
9 En SUPPORT HERE
Cz ZDE PODEPŘÍT
Ru ТОЧКА ОПОРЫ
De AUFBOCKPUNKT
Hu ALÁTÁMASZTÁSI PONT
Es APOYAR AQUI
Fr SUPPORTER ICI
Pl TU PODPIERAC
Pt APOIAR AQUI
10 En 1.PUSH
Cz 1.STISKNOUT
Ru 1.НАЖАТЬ
De -
Hu 1.NYOMNI
Es 1.PRESIONAR
Fr SERRER 1x
Pl 1.NACISKAC
Pt 1.APERTAR
11 En 2.TURN
Cz 2.OTOČIT
Ru 2.ПОВЕРНУТЬ
De 2.DREHEN
Hu 2.FORDÍTSA EL
Es 2-GIRAR
Fr TOURNER 2x
Pl 2.PRZEKRECIC
Pt 2-GIRE
EFFECTIVITY
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MAINTENANCE MANUAL

12 En CLOSED
Cz ZAVŘENO
Ru ЗАКПЫТО
De ZU
Hu ZÁRVA
Es CERRADO
Fr FERMÉ
Pl ZAMKNIETE
Pt FECHADA
13 En OPEN
Cz OTEVŘENO
Ru ОТКРЫТО
De AUF
Hu NYITVA
Es ABIERTO
Fr OUVERT
Pl OTWARTE
Pt ABERTA
14 En NITROGEN 1,47 MPa (213 psi)
Cz DUSÍK 1,47 MPa (15 kp/cm2)

Ru АЗОТ 1,47 МПа (15кГ/см2)
De N2 1,47 MPa (15 kp/cm2)
Hu NITROGÉN 1,47 MPa (15 kp/cm2)
Es NITROGENO 15 kp/cm2 (1,47 MPa) (213 psi)
Fr NITROGÉNE 1,47 MPa (15 kp/cm2)
Pl CIŚNIENIE AZOTU 1,47 MPa
Pt NITROGỆNIO 1,47MPa (15 kp/cm2)
15 En DO NOT STEP HERE
Cz ZDE NEVSTUPOVAT
Ru НЕ НАСТУПАТЬ
De NICHT BETRETEN
Hu RÁLÉPNI TILOS
Es NO PISAR AQUI
Fr NE PAS MONTER ICI
Pl TU NIE STAWAČ
Pt NẬO PISE AQUI
EFFECTIVITY
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MAINTENANCE MANUAL

16 En NITROGEN 4,9 MPa (710 psi)
Cz DUSÍK 4,9 MPa (50 kp/cm2)

Ru АЗОТ 4,9 МПа (50 кГ/см2)
De N2 4,9 MPa (50 kp/cm2)
Hu NITROGÉN 4,9 MPa (50 kp/cm2)
Es NITROGENO 50 kp/cm2 (4,9 MPa) (710 psi)
Fr NITROGÉNE 4,9 MPa (50 kp/cm2)
Pl CIŚNIENIE AZOTU 4,9 MPa
Pt NITROGỆNIO 4,9 MPa (50 kp/cm2)
17, 18 En 420+30 kPa (61 +4,4 psi)
Cz 420+30 kPa
Ru 420+30 кПа (4,3-0,3 кГ/см2)

De 420+30 kPa
Hu 420+30 kPa
Es 420+30 kPa (61 +4,4 psi)
Fr 420+30 kPa
Pl 420+30 kPa
Pt 420+30 kPa
19 En INTERCOM
Cz PALUBNÍ TELEFON
Ru -
De -
Hu INTERCOM TELEFON
Es INTERCOMUNICADOR
Fr APPAREIL D’ INTERCOMMUNICATION
Pl POKŁADOWY TELEFON
Pt INTERCOMUNICADOR
20 En FUEL DRAIN
Cz VÝPUST PALIVA
Ru СЛИВ ТОПЛИВА
De KS-ABLASS
Hu TÜZELOANYAG LEERESZTÉS
Es DRENAJE DE COMBUSTIBLE
Fr VIDANGE DE COMBUSTIBLE
Pl SPUST PALIWA
Pt DRENO DE COMBUSTÍVEL
EFFECTIVITY
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MAINTENANCE MANUAL

21 En PRESS FIRE EXTINGUISHING BY GROUND MEANS
Cz TLAČIT HAŠENÍ POZEMNÍMI PROSTŘEDKY

Ru НАЖИМАТЬ ОГНЕТУШЕНИЕ ОТ НАЗЕМНЫХ СРЕДСТВ
De DRUCKEN LOSCHEN MIT BODENMITTELN
Hu TOLNI TUZOLTÁS FÖLDI BERENDEZÉSEKKEL
Es EMPLEAR MEDIO EXTERIORES PARA EXTINCION DE INCENDIO
Fr PRESSER EXTINCTION PAR MOVENS AU SOL
Pl NACISKAĆ GASZENIE Z NAZIEMNYCH URZADZEŃ
Pt EMPURRE ACESSO P/COMBATER FOGO
22 En OPEN
Cz OTEVŘENO
Ru ОТКРЫТО
De AUF
Hu NYITVA
Es ABIERTO
Fr OUVERT
Pl OTWARTE
Pt ABERTA
23 En TURN
Cz OTOČIT
Ru ПОВЕРНУТЬ
De DREHEN
Hu FORDÍTSA EL
Es GIRAR
Fr TOURNER
Pl PRZEKRECIC
Pt GIRE
24 En CLOSED
Cz ZAVŘENO
Ru ЗАКПЫТО
De ZU
Hu ZÁRVA
Es CERRADO
Fr FERMÉ
Pl ZAMKNIETE
Pt FECHADA
EFFECTIVITY
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MAINTENANCE MANUAL

26a En DISTILLED WATER MAX. 10 l (2.6 U.S. gal)
Cz DESTILOVANÁ VODA NEJVÝŠE 10 l

Ru ДИСТИЛЛ. ВОДА НЕ БОЛЕЕ 10 л
De DEST. H2O MAX. 10 l
Hu DESZTILLÁLT VÍZ MAX. 10 l
Es AGUA DESTILADA MAX 10 LITROS (2,6 U.S. gal)
Fr EAU DISTILLÉE MAXIMUM 10l
Pl WODA DESTYLOWANA MAKS. 10l
Pt A´GUA DESTILADA MÁXIMO 10 LITROS
26b En DISTILLED WATER MAX. 22.5 l (5.94 U.S. gal)
Cz DESTILOVANÁ VODA NEJVÝŠE 22.5 l

Ru ДИСТИЛЛ. ВОДА НЕ БОЛЕЕ 22.5 л
De DEST. H2O MAX. 22.5 l
Hu DESZTILLÁLT VÍZ MAX. 22.5 l
Es AGUA DESTILADA MAX 22.5 LITROS (5.94 U.S. gal)
Fr EAU DISTILLÉE MAXIMUM 22.5l
Pl WODA DESTYLOWANA MAKS. 22.5l
Pt A´GUA DESTILADA MÁXIMO 22.5 LITROS
27 En JET FUEL
Cz LETECKÝ PETROLEJ
Ru КЕРОСИН
De KEROSIN
Hu KEROZIN
Es COMBUSTIBLE
Fr KÉROSÉNE AÉRIEN
Pl PALIWO
Pt QUEROSENE DE AVIACẴO JET-A-1
28 En FUEL 200 l (53 U.S. gal) (158 kg) 348 lb
Cz PALIVO 200 l (158 kg)

Ru ТОПЛИВО 200 л (158 кг)
De KS 200 l (158 kg)
Hu TÜZELOANYAG 200 liter (158 kg)
Es COMBUSTIBLE 200 l (53 U.S.gal)
Fr COMBUSTIBLE 200 (158 kg)
Pl PALIWO 200 l (158 kg)
Pt COMBUSTÍVEL: 200 l (158 kg)
EFFECTIVITY
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MAINTENANCE MANUAL

FUEL 628 l (166 U.S. gal) (496 kg) (1,094 lb) MAX. PRESS. 0.39 MPa (56 psi)
29 En
T-1, TS-1, RT, PL-6, PL-7, JET A, JET A-1, PSM 2
PALIVO 628 l (496 kg) PLNÍCÍ TLAK MAX. 0,39 MPa (4 kp/cm2)
Cz
ТОПЛИВО 628 л (496 кГ) ДАВЛЕНИЕ ПО Т.3. НЕ БОЛЕЕ 0,39 МПа (4 кГ/см2)
Ru
Т-1, ТС-1, РТ, ПЛ6,ПЛ7,ЙЕТ А, ЙЕТ А-1, ПСМ 2
KS 628 l (496 kg) FULLDRUCK MAX. 0,39 MPa (4 kp/cm2)
De
TÜZELOANYAG 628 LITER (496 kg) TŐLTONYOMÁS MAX. 0,39 MPa (4 kp/cm2)
Hu
COMBUSTIBLE 628 l (166 U.S. gal) PRESION MAXIMA 4 kp/cm2 (0,39 MPa) (56 psi)
Es
COMBUSTIBLE 628 l (496 kg) PRESSION D’ADMISSION MAXIMUM 0,39 MPa
Fr (4 kp/cm2)
PALIWO 628 l (496 kg) CIŚNIENIE MAKSYMALNE 0,39 MPa (4 kp/cm2)
Pl
COMBUSTÍVEL: 628 l PRESSẴO MÁXIMA 0,39 MPa (4 kp/cm2)
Pt
30 En HYDRAULIC FLUID
Cz HYDRAULICKÁ KAPALINA
Ru ГИДРОЖИДКОСТ
De HYDRAULIKOL
Hu HIDRULIKUS FOLYADÉK
Es LIQUIDO HIDRAULICO
Fr LIQUIDE HYDRAULIQUE
Pl PŁYN HYDRAULICZNY
Pt FLUIDOS HYDRÁULICOS
31 En AIR 0.49 MPa (71 psi)
Cz VZDUCH 0,49 MPa (5 kp/cm2)

Ru ВОЗДУХ 0,49 МПа (5 кГ/см2)
De -
Hu LEVEGO 0,49 Mpa
Es AIRE 5 kp/cm2 (0,49 MPa) (71 psi)
Fr AIR 0,49 MPa (5 kp/cm2)
Pl CIŚNIENIE POWIETRZA 0,49 MPa
Pt AR 0,49 MPa (5 kp/cm2)
EFFECTIVITY
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MAINTENANCE MANUAL

32 En OIL DRAIN
Cz VÝPUST OLEJE
Ru СЛИВ МАСЛА
De SS-ABLASS
Hu OLAJLEERESZTÉS
Es DRENAJE DE ACEITE
Fr VIDANDE D’HUILE
Pl SPUST OLEJU
Pt DRENO DE ÓLEO
33 En DO NOT PRESS HERE
Cz ZDE NETLAČIT
Ru ЗДЕСЬ НЕ НАЖИМАТЬ
De NICHT DRuCKEN
Hu ITT TOLNI TILOS
Es NO EMPUJAR AQUI
Fr NE PAS PRESSER ICI
Pl TU NIE NACISKAĆ
Pt NẴO PRIMA AQUI
34 En HYDRAULIC FLUID DRAINAGE AND FILLING
Cz VÝPUSŤ A PLNĚNÍ HYRAULIKY

Ru СЛИВ И ЗАПРАВКА ГИДРОЖИДКОСТИ
De AUSSENBORDANSCHLUSS
Hu LEERESZTÉS ÉS FEL TŐLTÉS HIDR FOLYADÉKKAL
Es DRENAJE Y LLENADO DE FLUIDO HIDRAULICO
Fr VIDANGE ET REMPLISSAGE DE LIQUIDE HYDRAULIQUE
Pl ZLEWANIE / NAPEŁNIANIE PŁYN HYDRAULICZNY
Pt DRENAR PRESSẴO HIDRÁULICA
36 En 1. PUSH AND HOLD
Cz 1. STISKNOUT A DRŽET
Ru -
De 1.DRUCKEN UND HALTEN
Hu -
Es 1-PRESIONAR Y MANTENER
Fr -
Pl 1.NACISNĄĆ I PRZYTRZYMAĆ
Pt 1. APERTE E MENTENHA
EFFECTIVITY
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MAINTENANCE MANUAL

37 En 2.TURN
Cz 2.OTOČIT
Ru 2.ПОВЕРНУТЬ
De 2.DREHEN
Hu 2.FORDÍTSA EL
Es 2.GIRAR
Fr TOURNER 2x
Pl 2.PRZEKRECIC
Pt 2.GIRE
38 En 3. PULL
Cz 3. TÁHNOUT
Ru -
De 3. ZIEHEN
Hu -
Es 3.TIRAR
Fr -
Pl POCIĄGNĄĆ
Pt 3.PUXAR-PUXE
40 En E.L.T.
Cz NOUZOVÝ POLOHOVÝ RADIOMAJÁK

Ru АВАРИЙНЫЙ РАДИОМАЯК МЕСТОНАХОЖДЕНИЯ
De NOTFUNKBAKE DER LAGE P
Hu VÉSZRÁDIÓ
Es E.L.T.
Fr E.L.T.
Pl E.L.T.
Pt E.L.T.
41 En HYDRAULIC TANK GAUGE PRESSURE
Cz PŘETLAK V HYDRAULICKÉ NÁDRŽI

Ru ИЗБЫТ ДАВЛЮ В ГИДРОБАКЕ
De UBERDRUCK IM HYDRAULIK
Hu TÚLNYOMÁS A HIDRAULIKA TARTÁLYBAN
Es SOBREPRESION EN TANQUE HIDRAULICO
Fr SURPRAESSION DANS RESERVOIR HYDRAULIQUE
Pl NADCIŚNIENIE W HYDRAULICZNYM BAKU
Pt INDICADOR DE PRESSẴO HIDRÁULICA DO RESERVATÓRIO HIDRÁULICO
EFFECTIVITY
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MAINTENANCE MANUAL

42 En DANGER-PROPELLER
Cz NEBEZPEČÍ VRTULE
Ru -
De -
Hu -
Es PELIGRO-HÉLICE
Fr -
Pl -
Pt PERIGO-HÉLICE
EFFECTIVITY
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MAINTENANCE MANUAL
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MAINTENANCE MANUAL
INTERIOR PLACARDS AND MARKINGS

1. Placard and marking
Location Reading Note
Between 6th and 7th frames-at the OPEN Serigraphy on upholstery panel
door handle of the emergency exit
CLOSED
Between 7th and 8th frames-at the Serigraphy on upholstery panel
door handle of the emergency exit
Serigraphy on upholstery panel
OPEN
All emergency exit handle covers REMOVE Red color on ABS white material
Between 7th and 8th frames near EXIT Organic glass printing (serigraphy)
the emergency exit door lighting inscription
Between 7th and 8th frames above DO NOT EXIT IF Made of red color on light yellow
emergency exit door PROPELLER IS ROTATING ground
7th frame on the controls cover NO SMOKING Organic glass printing (serigraphy)
21st frame
7th frame on the controls cover and LIFE-VEST Label (serigraphy)
on LH,RH side before the first seat UNDER YOUR SEAT
row and on the front side of rest of
each passenger seat
On 7th frame on controls cover FASTEN SEAT BELTS Lighted transparency

On 7th frame on controls cover AXE Organic glass printing (serigraphy)
Between 10th and 11th and 13th Organic glass printing (serigraphy)
and 14th frames-upper right PUSH TO CALL CREW red letters on white material
16th frame-the main door Red color (serigraphy) on the

FIRE upholstery panel
EXTINGUISHER
Between 13th and 14th frames on EXIT Lighted transparency

LH and RH side above emergency
(if installed)
exit door
Above the main door EXIT Organic glass printing (serigraphy)
lifting inscription
EFFECTIVITY
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MAINTENANCE MANUAL
Main door CLOSED Organic glass printing (serigraphy),

coated with luminous material
OPEN
Cover on the main door PRESS Organic glass printing (serigraphy),
coated with luminous material
Left rear side of Fuselage Identification label denotes Metal label (serigraphy)
imatriculation sing, type and
production No. of the aircraft (if
installed)
19th frame OXYGEN Organic glass printing (serigraphy)
On the ceiling opposite the rear Label (serigraphy)

baggage compartment
ELT
LOCATED
HERE
In the rear baggage compartment TOP SECTION LIMIT LOAD 60 kg Metal printing (serigraphy)
BOTTOM SECTION LIMIT LOAD
90 kg
First-aid box cover Serigraphy on the box cover
PULL PULL
Side of baggage compartment WC OCCUPIED Organic glass printing (serigraphy)

or lighting inscription
LAVATORY OCCUPIED
(if installed)
Between 19th and 20th frames-on RETURN TO YOUR SEAR Acrylon printing (serigraphy) lighting
the ceiling in front of WC inscription
(if installed)
21st frame WC door White organic glass printing with
black color (serigraphy)
or
LAVATORY
(if installed)
Passengers seat rear side 1 2 3 (front seats) Siphoflexe printing (engraved)
(if installed) 4 5 6
7 8 9
10 11 12
13 14 15
16 17 (rear seats)
or 18 19 (rear seats) */ */ if installed
On the entry door and all emergency LOCKED UNLOCKED Organic glass printing (serigraphy)
exits coated with luminous material
EFFECTIVITY
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MAINTENANCE MANUAL
At emergency exits between frames CLOSED Organic glass printing (serigraphy),

No.13 and 14 on both sides of OPEN coated with luminous material
fuselage 1. REMOVE
2. PUSH AND HOLD
3. TURN
4. PUSH
(if installed)
NOTE: Inscriptions and pilot-sign-labels in the flight compartment are indicated in the Airplane Flight
Manual (AFM).
2. Identification of piping and hoses of individual assemblies

To facilitate the assembly, dismantling and repairs of individual assembly groups of the aircraft, piping and
hoses are marked with sticking color tapes. On the tapes, there are beside the colors also black painted
geometrical symbols of individual assembly sort according to the table, shown below.
On pipings, exposed to higher temperatures (where the tape would be not sticking properly), the identification
is made with a paint.
Identification with self-sticking tape Identification with paint

Piping system
(normal temperature range) (Raised temperatures)
light blue light blue
medium chrome
chrome yellow yellow
Hydraulic system
rings
flow direction
flow direction
(black arrow in
white field)
cherish red
cherish red/rays
Fuel system four stars
low direction
flow direction
EFFECTIVITY
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MAINTENANCE MANUAL
Identification with self-sticking tape Identification with paint

Piping system
(normal temperature range) (Raised temperatures)
medium chrome
medium chrome yellow
yellow
Oil system
alternating squares
coffee brown coffee brown

Fire extinguishing
system
rhombuses
Total and static

pressure system:
light red
Pressure probe piping
light gray
zip-sag line
light red
Static pressure piping
light grey
zip-sag line
light red
Total pressure piping
light grey
zip-sag line
coffee brown
Air-conditioning
(heating) light grey
EFFECTIVITY
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MAINTENANCE MANUAL
3. Identification of hoses from the production and guarantee date point of view
A. The airframe manufacturer indicates on the hoses ail numbers with white paint according to standard
ONL 3950 - see fig. 1.
Assembly date of the hose on the aircraft (3) is carried out prior the proper hose assembly on the
aircraft.
FIG.1 IDENTIFICATION OF HIGH PRESSURE HOSES

(1) Date of production hose-tubing without connections; (2) Passport of the hose production series;
(3) Date of the hose assembly on the aircraft; (4) Marking on the sleeve
B. Beside the identification made by the airframe manufacturer, the hose is also indicated with the symbols
of the hose material manufacturer, containing for example:
 The hose according to the standard PND 21/432-83, CSN 635369 or CSN 635387:
OPTIMIT 8/18.5 PND 21/432-83 3-81

Manufacturer ID and OD Standard number Month and year of
production
 Pressure hoses-sort 62792401:
62792401 013 10 7/62

Hose sort Manufacturer ID Month and year of
production
 Soviet made pressure hoses:
21 G6-150 k 247 8/78

Drawing number Manufacturer Series No. Month and year of
production
EFFECTIVITY
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MAINTENANCE MANUAL
C. Marking the hoses on the sleeves

On the sleeves (armoring) of the hoses there are engraved the drawing number of the hose and the
symbol corresponding to that of the assembly drawing, in which the hose is used. Engraved numbers
on the sleeves are filled with red paint.
4. Identification of the PTFE hoses

The hose manufacturer indicates on the PTFE hoses following information:
FIG.2 IDENTIFICATION OF PTFE HOSES

MEDIUM Mark about the type and direction of flowing medium – refer to the para 2 in this
section
ID TAG Mark on permanent tag:
THT OSTRAVA CZ – Hose Manufacturer
THT XXXXXX-X – Hose Manufacturer’s Dwg Number
Customer P/N – Airplane Manufacturer’s Dwg Number
PT (Mo and Year) – Date of Hose Material Production
ASSY DATE (Qtr and Year) – Date of the hose assembling
TSO C-75 IIIB-S/P – Hose Specification TSO number
Pressure information - Operational Pressure
NOTE: Work procedure for check of the PFTE hoses is mentioned in section 012.10.00.
EFFECTIVITY
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CHAPTER
SERVICING
MAINTENANCE MANUAL
CHAPTER 12
SERVICING

Section, Section,
Subject Subject
Title page - - 012.00.00 17 Nov 1/11

List of Effective Pages 1 Nov 20/15 Description and Operation 18 Nov 1/11
2 Nov 20/15 19 Nov 1/11
3 Nov 20/15 20 Nov 20/15
4 Nov 1/11 21 Nov 20/15
2 Nov 20/15 23 Nov 20/15
3 Nov 1/11 24 Nov 20/15
4 Nov 1/11 25 Nov 20/15
2 Nov 1/11 27 Nov 20/15
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012.00.00 1 Nov 20/15 30 Nov 20/15
Description and Operation 2 Nov 1/11 31 Nov 20/15
3 Nov 20/15 32 Nov 20/15
4 Nov 1/11 33 Nov 20/15
5 Nov 1/11 34 Nov 20/15
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Section, Section,
Subject Subject
012.00.00 45 Nov 20/15 012.00.01 1 Nov 20/15

Description and Operation 46 Nov 20/15 Description and Operation 2 Nov 20/15
47 Nov 20/15 012.00.02 1 Nov 20/15
49 Nov 20/15 3 Nov 20/15
50 Nov 20/15 4 Nov 20/15
51 Nov 20/15 5 Nov 20/15
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60 Nov 20/15 14 Nov 20/15
61 Nov 20/15 15 Nov 20/15
62 Nov 20/15 16 Nov 20/15
63 Nov 20/15 012.00.03 1 Nov 20/15
65 Nov 20/15 012.00.04 1 Nov 1/11
Servicing 301 Nov 1/11 012.10.00 1 Nov 1/11
304 Nov 1/11 302 May 30/14
305 Nov 1/11 303 May 30/14
306 Nov 1/11 304 Nov 1/11
307 Nov 1/11 305 Nov 1/11
308 Nov 1/11 306 Nov 1/11
309 Apr 5/13 307 Nov 1/11
310 Nov 1/11 308 Nov 20/15
311 Nov 1/11 309 Nov 20/15
312 Nov 1/11 310 Nov 1/11

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Section, Section,
Subject Subject
012.10.00 311 Nov 1/11

Servicing 312 Dec 10/14
313 Dec 10/14
314 Dec 10/14
315 Nov 1/11
316 Nov 1/11
317 Nov 1/11
318 Nov 1/11
319 Nov 1/11
320 Apr 5/13
321 Apr 5/13
322 May 30/14
323 May 30/14
324 May 30/14
325 May 30/14
326 May 30/14
012.20.00 1 May 30/14
Description and Operation 2 Apr 5/13
3 May 30/14
4 Nov 1/11
012.30.00 1 Nov 1/11
302 Nov 1/11
303 Nov 1/11
304 Nov 1/11
305 Nov 1/11
306 Nov 1/11
307 Nov 1/11
308 Nov 1/11
309 Nov 1/11
310 Nov 1/11
311 Nov 1/11
312 Nov 1/11

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CHAPTER 12
SERVICING
RECORD OF REVISIONS

Section,
Subject
10 012-List of 1 to 2 - -
Effective Pages
012-List of 1 - -
Revisions L410UVP-E/145d May 31/12
012.00.02 21 - -
012.00.03 3 to 6 - -
11 012-List of 1 to 3 - -
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012-List of 1 - -
Revisions
012.00.00 309 - -
012.00.02 - 35 - L410UVP-E/170d Apr 5/13
- 36 -
012.10.00 320 - -
321 - -
012.20.00 1 to 3 - -
12 012-List of 1 to 3 - -
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012-List of 1 - -
Revisions
012-Contents 2 - -
012.00.02 8 - -
19 - -
21 - -
L410UVP-E/196d May 30/14
26 to 36 37 to 38 -
012.00.03 4 - -
012.10.00 302 to 303 - -
309 - -
322 323 to 326 -
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012-List of 2 - -
Revisions
L410UVP-E/208d Dec 10/14
012.00.02 8 - -
17 to 18 - -
012.10.00 312 to 314 - -
14 012-List of 1 - -
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012-List of 2 - - L410UVP-E/212d Apr 15/15
Revisions
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15 012-List of 1 to 3 - -
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Revisions
012-Contents 1 to 2 - -
012.00.00 1 - -
3 - - L410UVP-E/220d Nov 20/15
20 21 to 66 -
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012.00.02 1 to 16 - 17 to 38
012.00.03 1 to 2 - 3 to 6
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Subject

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CHAPTER 12
SERVICING

Section,
No. Number Revision

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Section,
No. Number Revision

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CHAPTER 12
SERVICING
CONTENTS

Section,
Subject
SERVICING (GENERAL) 012.00.00 1 ALL
General 1
Review of materials for Operation 2
Review of holes for servicing and checking 4
Scheme of areas, prohibited to be stepped on. 14
Scheme of places which cannot be pressed
Scheme of the access to the fuel tanks 16
Dangerous area around the aircraft when the 16
engines are running
Review of airfield servicing means of general 18
purpose application
Scheme of the location of the airfield servicing means 19
Servicing and maintenance ground support 20
equipment
Servicing 301
Taking over the aircraft from the crew 301
Taking over the report about aircraft technical 301
conditions from the crew
Aircraft inspection 302
Aircraft final inspection 302
Engines start-up observation 304
Connection of electric ground source 304
Main door opening and boarding steps placing 305
Removal and fitting of safety pins (if installed) 306
Boarding steps removing and closing of main doors 307
Checking of control elements and switches in the 307
pilot cockpit
Closing and locking doors 308
Aircraft exterior inspection 308
Door control and steps installation 310
Checking of control elements and switches in the 312
pilot cockpit
TOOLS 012.00.01 1 ALL
General 1
GROUND EQUIPMENT 012.00.02 1 ALL
General 1
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Section,
Subject
TEST FIXTURES 012.00.03 1 ALL
General 1
FREE PARTS 012.00.04 1 ALL
General 1
List of free parts 1
REPLENISHING 012.10.00 1 ALL
General 1
Servicing 301
Fuel filling 301
Drain of the fuel tanks 308
Drain of the fuel cleaners 309
Fuel discharging 310
Shut-off fuel outlets of fuel tanks during repairs fuel 312
system
Hydraulic liquid filling 312
Hydraulic liquid discharging 315
Tyre inflation 315
Wash disposal from toilet 315
Wash-basin box installation and re-filling water into 318
wash basin tank and toilet tank
Oil filling 320
Oil discharging 321
Water injection system attendance 321
Check of the PTFE (Teflon) hoses 322
SCHEDULED SERVICING 012.20.00 1 ALL
General 1
Review of modifications according to dropping 1
temperatures
Review of modifications according to raising 3
temperatures
Limitations for Operation 3
UNSCHEDULED 012.30.00 1 ALL
General 1
Servicing 301
Penetration into the aircraft and passengers rescue 301
on the board
Extinguishing the on-fire aircraft on the ground 302
Aircraft removal after landing with the landing gear 303
up
Aircraft lifting with-one side landing gear retracted 305
Ice accretion removal from the aircraft on the 307
ground
Preheating of pilot cabin and landing gear by hot air 309
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AIRFIELD SERVICING
1. General
This section includes following instructions and information concerning the aircraft servicing on the airfield:
• review of materials for operation
• review of holes for servicing and inspection
• scheme of areas, prohibited to be stepped or pressed on
• scheme of places which cannot be pressed
• scheme of the access to the tanks
• dangerous area around the aircraft, when the engines are running
• review of airfield servicing means of general purpose application
• scheme of the location of the airfield servicing means
• servicing and maintenance ground support equipment
• taking over the aircraft from the crew
• taking over the report about the aircraft technical conditions from the crew
• aircraft inspection
• aircraft final inspection
• engines start-up observation
• connection of electric ground source
• main door opening and boarding steps placing
• removal and fitting of safety pins
• boarding steps removing and closing of main doors
• checking of control elements
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2. Review of materials for operation

Fuel T-1 (GOST 10227-86)
TS-1 (CSN 656520 )
RT (GOST 10227-86 or CSN 656520)
PL-6 (PND 25005-76)
PL-7 (PND 25005-92)
JET A (ASTMD 1655-89)
JET A1 (ASTM D 1655-78T or DERD 2494)
PSM2 (PN-86/C-96026)
The mixing of the above fuels is permitted.
CAUTION ANTICORROSION AND LUBRICITY FUEL ADDITIVES AS WELL AS ADDITIVES TO
INCREASE ELECTRIC CONDUCTIVITY ANDO TO BIND FREE WATER MAY BE USED IN
COMPLIANCE WITH A REGULATION OF THE ADDITIVE MANUFACTURER, PROVIDED
THAT THEY ARE APPROVED BY THE APPROPRIATE AUTHORITY FOR USE IN
AVIATION.
Oil a) AERO SHELL TURBINE OIL 500 (MIL-L 233 699 C)
AERO SHELL TURBINE OIL 555 (MIL-L 233 699 C)
AERO SHELL TURBINE OIL 560 (MIL-L 233 699 C)
MOBILE JET OIL II
EXXON TURBO OIL 2380
CASTROL 599
b) B-3V (TU-38-101 295-72)
CAUTION THE MUTUAL MIXING OF THE OILS GROUPS LISTED IN ABOVE MENTIONED ITEMS IS
NOT PERMITTED
Preserving oils for M601 type engines: a) KONKOR 101 (OK-2A) – (PND 23-11-66)
KONKOR 103 (OK-5A) – (PND 23-11-66)
Mk – 8 – (GOST 6457-66)
b) Equivalents of this preserving oils:
Shell Oil Ensis L
Shell Storage Oil 3
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Hydraulic liquid and the liquid for the shock - MIL - H - 5606:
absorber of main nose landing gear AERO SHELL FLUID 4
AERO SHELL FLUID 41
- AMG - 10 (GOST 6794 - 75)
- NYCO HYDRAUNYCOIL FH51
CAUTION THE FOLLOWING MEASURES MUST BE TAKEN FOR THESE AIRCRAFTS USING THE
AMG-10 HYDRAULIC FLUID WHEN THIS FLUID IS MIXED WITH OR REPLACE BY A
DIFFERENT HYDRAULIC FLUID:
A) AIRCRAFTS HAVING ACCUMULATED LESS THAN 500 FLIGHT HOURS AFTER

THE CHANGE OR REPLENISHMENT OF HYDRAULIC FLUID, THE FILTER
ELEMENTS MUST BE INSPECTED AFTER EVERY 30 FLIGHT HOURS, FOR A
PERIOD OF 120 FLIGHT HOURS. IF BACK DEPOSIT IS FOUND ON THE FILTER
ELEMENT, THE HYDRAULIC FLUID MUST BY PURIFIED BY MEANS OF THE SOG
EQUIPMENT (OR ANOTHER EQUIVALENT EQUIPMENT), AND THE FILTER
ELEMENTS REPLACED BY NEW ONES. IF NO DEPOSIT ARE FOUND ON THE
FILTER ELEMENTS AFTER 1200 FLIGHT HOURS, THE AIRCRAFT CAN BE
OPERATED WHITOUT ANY LIMITATIONS.
B) AIRCRAFTS HAVING ACCUMULATED MORE THAN 500 FLIGHT HOURS AFTER

THE CHANGE OR REPLACEMENT OF HYDRAULIC FLUID, THE AIRCRAFT CAN BE
OPERATED FOR A PERIOD OF 30 FLIGHT HOURS. AFTER THAT TIME, THE
HYDRAULIC FLUID MUST BY PURIFIED BY MEANS OF THE SOG EQUIPMENT (OR
ANOTHER EQUIVALENT EQUIPMENT), AND THE FILTER ELEMENTS REPLACED
BY NEW ONES. FOR FURTHER OPERATION OF THE AIRCRAFT, THE
INSTRUCTIONS IN PARA A) APPLY.
Liquid for engine injection Deionized water (PND 31-1151- 65)
Distilled water (CSN 684063, IS 1070 - 1960,
BN-716191-95, B.S. 3978:1966,
GOST 6709-72)
Deodorant liquid for the toilette -
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Greases:
• bearing of landing gear wheels
Grease Specification Applicable
NK 50 GOST 5573 - 67 to - 25°C

Mixture 75 % NK 50 + GOST 5573 - 67
below - 25°C
25 % CIATIM 201 GOST 6267 - 74
VNIINP - 261 TU 38.401341 - 81 all the year round application
Aeroshell Grease 22 MIL - G 81322 (E) all the year round application
Aeroshell Grease 22 C MIL - G 81322 (E) all the year round application
Mobil Grease 28 MIL - G 81322 (E) all the year round application
Braycote 622 MIL - G 81322 (E) all the year round application
Nycogrease 22 MIL - G 81322 (E) all the year round application
Ekvivalent specification
DOD - G - 24508; AIR 4222; DEF STAN 91 - 51; NT - 10006; G - 382
• all lubricated joints of the aircraft CIATIM 201 (GOST 6267 - 59)
CIATIM 221
MOLYKA (PND 33 - 053 - 62) or VNIINP 212
OKB 122 - 16
Oils for lubrication of airframe parts OKB 132 - 08 (GOST 1875 - 73)
3. Review of holes for servicing and checking

The following review comprises the holes, enabling the access to the maintenance and checking points and
for dismantling of certain aircraft parts. The numbers, intended for carrying out the routine maintenance
have been squared in the review.
For example: 10.
Individual hole covers are divided according to the way of opening as follows:
I - A cover with a compression closure (can be opened without using any tool)
II - A tilting cover for opening of which a screwdriver is needed
III - Screw fixed covers
IV - A cover fixed with the help of rotary closing locks; releasing of these locks is carried out by turning
of the lock trunnion with the help of a screwdriver with the rounded edge by 1.5-2 revolutions to the
left.
When assembled, tightening is made as that on the normal screws.
NOTE: In case that during the tightening the trunnion falls out after releasing the pressure of the
screwdriver, it is necessary to turn the trunnion backward, to the left till the noticeable stop
and then carry out new tightening by turning the trunnion to the right.
EFFECTIVITY
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Ser. Cover Fig.

Intended for
No. type No.
1. Access to the fuel meter and assembly of the fuel tank III. 1
3. Access to the engine control, control of the wing flaps and ailerons III. 1
4. Access to the mud collector for interconnection of fuel tanks and to the electric installation III. 1
5. Assembly of the fuel tank and air bleeding outlet III. 1
6. Access to the control of the wing flaps, to the fuel system and electric installation III. 1
8. Assembly of the fuel tank III. 1
9. Access to the engine control, the control and the electric installation III. 1
10. Access to the neck for checking the level of the hydraulic liquid (small lid) II. 1
Assembly of hydraulic liquid tank (outer lid) III. -

11. Access to the filling neck of the fuel tank (small lid) II. 1
Access to the fuel meter (larger lid) III. -

12. Access to the fuel tank filling neck (small lid) II. 1
Assembly of the fuel tank (large lid) III. 1, 2
13. Access to the position light III. 1, 2
14. Check and assembly of the wing flaps and ailerons control, electric installation, deicing I. 2
to 22. of leading edges and the engine control cables
23. Access to the oil filling neck in the engine I. 3, 4
24. The assembly of electric installation and fuel system behind the wing rear spar III. 1
to 26. (ports are in the wing shroud)
27. Access to the electro-mechanical strut of the aileron trim tab. II. 2
28. Access to the searchlights III. 1, 2
29. Access to the front baggage compartment I. 1, 3
30. Access to the front baggage compartment I. 1, 4
31. Access to the wing connection with the fuselage to the work cylinder of the wing flaps III. 1, 4
32. Access to the wing connection with the fuselage III. 1, 3
33. Access to the hydraulic system, aileron control, socket connection of the electric installation III. 1
and to the connection for connecting the air pressure to the system of the pneumatic deicing
34. Access to the suspensions of the elevator III. 1, 2
35. Socket of the outer source for the electric installation I. 3
36. Access to the cockpit battery IV. 3
37. Access to the fuselage rear section and the wing tip position lamp III. 3, 4
38. Inspection of the left engine, fuel cleaner II. 2, 3
39. Pressure checking in the fire extinguisher of the left-hand engine I. 3
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Ser. Cover Fig.

Intended for
No. type No.
40. Access to the instruments behind the front fire wall, discharge of the hydraulic liquid, to IV. 2, 3
the connection of the external source of the hydraulic system, hydraulic cleaner, battery
filling, replenishing of hydraulic liquid
41. Access to the propeller controller of the left hand engine III. 1, 3
42. Access to the engine, to the suspensions of the left-hand engine bed III. 1, 3
43. Access to the engine control, starter-generator of the left-hand engine III. 3
44. Access to the unions for blowing of engine fire extinguishers III. 2, 3
45. Access to the radio equipment and condensate sump of the pitot-system. The cover is IV. 4
divided into two halves. For routine maintenance only the upper half is to be removed.
46. Access to the radio-electro equipment and the condensate sump of the pitot-system IV. 4
47. Access to the propeller controller of the right-hand engine III. 1, 4
48. Access to the engine and the suspension of the engine mount of the right-hand engine III. 1, 4
49. Access to the engine control, starter-generator of the right-hand engine III. 4
50. Access to the instruments behind the front fire wall IV. 2, 4
51. Access to the unions for blowing of engine fire extinguishers III. 2, 4
52. Inspection of the right-hand engine, fuel cleaner II. 2, 4
53. Pressure checking in the fire extinguisher of the right-hand engine I. 4

54. Access to the VHF antenna (if installed) III. 3, 4
55. Access to the tail plane suspensions, the fin, electric installation III. 3, 4
56. Access to the elevator control III. 3, 4
57. Access to the control details of the rudder trim tab III. 3, 4
58. Access to the control of the elevator trim tab III. 1
59. Access to the drums of the rope control of the elevator trim tab III. 2
60. Access to the landing gear hydraulic system III. 2, 3, 5
61. Access to the landing gear hydraulic system III. 3, 5
62. Access to the space of the landing gear left-hand nacelle III. 2, 3, 5
63. Door of the left-hand landing gear controlled with the landing gear - 2, 3, 5
64. - - -
65. Access to the space of the landing gear left-hand nacelle III. 2
66. Access to the left-hand supporting dish for aircraft lifting III. 2
67. Access to the space of the landing gear right-hand nacelle III. 2, 4, 5
68. Door of the right-hand landing gear controlled with the landing gear - 2, 4, 5
69. - - -
70. Access to the water injection in the engine system (tank, pump, etc.) III. 2, 4, 5
71. Access to the landing gear hydraulic system III. 2

72. Access to the space of the landing gear right-hand nacelle III. 2
EFFECTIVITY
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Ser. Cover Fig.

Intended for
No. type No.
73. Access to the right-hand supporting dish for aircraft lifting III. 2
74. - - -
75. - - -
76. Access to the mud removing and fuel discharging valve I. 3
77. Access to the mud removing and fuel discharging valve I. 4
78. Access to the fuel pumps III. 3
79. Access to the fuel pumps III. 4
80. Access to the devices behind the fire wall - -

81. Access to the devices behind the fire wall III. 1, 4
82. Access to the mixing chamber, damper of the heating system IV. 3
83. Access to the piping for heating and venting III. 5
84. Access to the three-way cock for the compressor washing and the water injection in the I. 3, 4
engine
85. Access to the pedal control III. 5
86. Access to the adjusting elements of the control pull rods and ropes III. 5
87. Access to the connections of the hydraulic system III. 5
88. Access to the filling neck of the water injection tank in the engine III. 5
89. Access to the rope stretching of the trim tabs III. 5
90. Assembly of hand operated hydraulic pump III. 5
91. Access to the adjusting elements of the control pull rods and ropes III. 5
92. Access to the control levers III. 5
93. Rope stretching of the trim tabs III. 5
94. - - -
95. Access to the antenna of the marker receiver III. 5
96. Access to the connection of heating piping III. 5
97. Access to the connection of heating piping III. 5
98. Access to the loop frame of the radio-compass III. 5
101. Access to the fuselage rear section IV. 5
CAUTION: WHEN WORKING IN THE REAR SECTION OF THE FUSELAGE (BEHIND

THE 21 TH BULKHEAD), USE THE ASSEMBLY BOARD B 596 331 N TO
COVER THE SPACE ABOVE THE ANTENNA OF THE RADIO ALTIMETER
(BETWEEN THE 21 TH AND 22 ND BULKHEAD) AND COVER THE
CONTROL ROPES OF THE ELEVATOR TRIM TAB NOT TO DAMAGE THE
CABLE TO THE ANTENNA OF THE RADIO ALTIMETER AND THE ROPE
OF ELEVATOR TRIM TAB CONTROL. ON FINISHING WORK REMOVE
THE ASSEMBLY BOARD.
EFFECTIVITY
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Ser. Cover Fig.

Intended for
No. type No.
102. Access to the seats suspensions III. 5

103. - - -
104. - - -
105. Covers of landing gears, controlled by landing gear - 2
106. Access to the lock of the nose landing gear III. 2
107. Access to the landing gear hydraulic system III. 5
108. Access to the control pull rods and ropes for controlling the engines and for controlling III. 5
the elevator trim tab.
109. Access to the control locking with the help of the blocking strut I. 5
110. Inspection of the wing bottom skin III. 5

111. Access to the operation cylinder of the ABC tab I. 2
112. Access for assembly of the socket of the outer source and the static pressure sensor III. 3
113. Assembly of fire extinguishing system, operation cylinder and the control of the interceptor III. 1
and hydraulic system
114. Access to the adjustment of the pump stage for water injection in the engine I. 2
115. Access to the discharge valve of water injection system in the engine I. 2
116. Access to the mud removal of piping of the stall speed probe I. 5
117. Access to the mud removing and discharge valve I. 2
118. Inspection of the floor and fuselage skin III. 5

119. - - -
120. Access to the lock on the pull rod for closing the front covers of the nose landing gear I. 2
121. Air pressure check in the hydraulic tank pressurizing system I. 3
122. Access to the door guide III. 5

123. Access to the filling neck of wing tip fuel tank II. 1
124. Access to the fuel meter of wing tip fuel tank III. 1
125. Fuel piping assembly III. 1
126. Assembly of banking plane III. 1
127. Assembly of control cylinder for banking plane and installation of electro-magnetic valves III. 1
on fuel piping to terminal fuel tank
128. Access to discharging washing the toilet (if installed) ll. 4
129. Access to the filling neck single - point fuelling (if installed) III. 4
NOTE: Beside the above covers, there are removable upholstered panels in the
passenger compartment, which are fixed by means of screws.
EFFECTIVITY
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FIG. 1 REVIEW OF HOLES FOR SERVICING (TOP VIEW)
EFFECTIVITY
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FIG. 2 REVIEW OF HOLES FOR SERVICING (BOTTOM VIEW)

I - Right-hand landing gear nacelle (from the bottom)
EFFECTIVITY
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FIG. 3 REVIEW OF HOLES FOR SERVICING (LEFT-HAND SIDE)
I - Left side of left-hand engine nacelle

II - Right side of left-hand engine nacelle
EFFECTIVITY
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FIG. 4 REVIEW OF HOLES FOR SERVICING (RIGHT-HAND SIDE)
I - Left side of right-hand engine nacelle

II - Right side of right-hand engine nacelle
EFFECTIVITY
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FIG. 5 REVIEW OF HOLES FOR SERVICING (PASSENGER COMPARTMENT FLOOR AND

LANDING GEAR NACELLES)
EFFECTIVITY
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4. Scheme of the areas, not allowed to be stepped on. Scheme of the places which
cannot be pressed.
FIG. 6 AREA NOT ALLOWED TO BE STEPPED ON
EFFECTIVITY
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FIG. 7 PLACES WHICH CANNOT BE PRESSED (BOTTOM VIEW)
EFFECTIVITY
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5. Scheme of the access to the fuel tanks

Diagram of tanks location with inflammable matters is shown on fig. 2, section 012.30.00.
6. Dangerous area around the aircraft when the engines are running
FIG. 8 SCHEME OF DANGEROUS AREA AROUND THE AIRCRAFT WHEN ENGINES ARE RUNNING
(IDLING RUN)
EFFECTIVITY
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FIG. 9 SCHEME OF DANGEROUS AREA AROUND THE AIRCRAFT WHEN ENGINES ARE
RUNNING ON MAX: TAKE-OFF REGIME
EFFECTIVITY
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7. Review of airfield servicing means of general purpose application
Item Characteristics, connection dimensions

Specification
No. of nozzles and reducers
1. Road tanker Fuelling gun, ND 38 mm

2. Ground source of power supply Characteristics as per GOST 19705-74, outlet voltage
28/29 V, permissible load 700 A, ShRAP 500
3. The car for spraying the aircraft with antifreezing liquid Not specified
4. General purpose heating car, engine driven OD of heating hose outlet hole is 200 mm
5. Mobile oxygen filling station Connecting union thread: 21.8 x 1/14" pipe thread
6. Aggregate VZA for filling the system of distilled water Not specified
injection
EFFECTIVITY
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8. Scheme of the location of the airfield servicing means
FIG. 10 SCHEME OF THE LOCATION OF THE AIRFIELD SERVICING MEANS

(1) Road tanker; (2) Ground source of power supply; (3) Car for oil filling; (4) Hydraulic truck
EFFECTIVITY
012.00.00
ALL Page: 19
Nov 1/11
MAINTENANCE MANUAL
9. Servicing and maintenance ground support equipment
NOTE: The tooling shown in this manual is the recommended one. An equivalent tooling may be used
instead.
Servicing and maintenance ground equipment consist from:

M1. Basic set of ground equipment delivered with each airplane
• Recommended equipment for regions with temperatures below -25°C
M2. Sets of recommended support equipment for servicing airplane:

M2.1. Ground support equipment
M2.2. Sets of tools for operational and periodic maintenance
M3 (P2) Testing equipment

Together with the M2 Sets form the Set of ground support and testing equipment up to P2
periodic check
M3 (R1) Full set of ground support and testing equipment

1.1. Recommended equipment
1.2. Sets of tools
1.3. Optional equipment
EFFECTIVITY
012.00.00
ALL Page: 20
Nov 20/15
MAINTENANCE MANUAL
M1. Basic set of ground equipment delivered with each airplane

Pos.
Name and figure Type (Ord. No.) Note
No.
1. Left exhaust cover - nonmetallic (2 pcs) B598732L For exhaust covering
2. Right exhaust cover - nonmetallic (2 pcs) B598732P For exhaust covering
3. Air inlet cover of the engine and starter B598733N Blinding of air inlet to the engine
generator - nonmetallic (2 pcs) and starter generator
4. Bag for nonmetallic covers (1 pc) B598759N Bag for nonmetallic covers
(pos. no. 1 to 3)
Not illustrated
5. Wheel chock (3 pcs) B596895N Securing airplane against any

motion
6. Propeller blocking element (2 pc) B596695N -
EFFECTIVITY
012.00.00
ALL Page: 21
Nov 20/15
MAINTENANCE MANUAL
Pos.
No.
7. Pitot cover (2 pcs) B598919N Used for covering of Pitot tube
8. Blind flange of static pressure (2 pcs) B953322N or Blinding of static pressure sensors
L410M.9537
9. Aileron and elevator blocking element B922150N or Locking of elevator and ailerons in
(4 pc) XL410.9220 strong wind
10. Steering wheel blocking element (1 pc) B596476N Locking of control wheel and
pedals
11. Rudder blocking element (1 pc) B596790N (valid for Locking of rudder in strong wind
airplane with the M601
Turboprop engines) or
B098698N (valid for

airplane with the H80-200
Turboprop engines)
12. Toilet ventilation cover (1 pc) B596420N -
EFFECTIVITY
012.00.00
ALL Page: 22
Nov 20/15
MAINTENANCE MANUAL
Pos.
No.
13. Stall speed hole plug (1 pc) B097490N Serves for sealing of stall speed
hole
14. Steps (1 pc) B596281N For airplane entry

(if installed))
15. Hand towing equipment (1 pc) B952053N or Towing the airplane on smooth
L410.9521 surface
Set of anchor device (1 set): B598938N Airplane mooring

(refer to the Chapter 10)
16. Anchor device for the wing (2 pc) B598942N
17. Anchor device of main landing gear (2 pc) B598950N
18. Anchor device of nose landing gear (1 pc) B598945N
Not illustrated
19. HRZ 4/550/S Hydraulic jack + support B599355N For lifting of airplane
20. Extending ladder to be transported in B598935N Gravity fuelling and access to the
airplane (1 pc) wing
EFFECTIVITY
012.00.00
ALL Page: 23
Nov 20/15
MAINTENANCE MANUAL
Pos.
No.
21. Universal tools kit (1 pc) B598973N -
22. Bag for documentation (7 pcs) B098515N Accompanying documentation

Not illustrated
23. Wing tip LH B524590L Airplane operated without wing tip

fuel tanks (WTT)
24. Wing tip RH B524590P Airplane operated without wing tip

fuel tanks (WTT)
25. Blinding cap for WTT (2 pc) B098600N Serves for sealing venting of the
wing tip tanks on the bottom of the
wing tip tank
26. Mud discharge connection (1 pc) B596560N Wingtip tank mud discharge
27. Connection of fuel mud removal (1 pc) B096591N Main fuel tank mud discharge
28. Emergency door blocking element (3 pcs) B596575N -

Not illustrated
29. Connection for hydraulic trolley LUN 7743-7 Suction connection

(95077437)
Not illustrated
30. Connection for hydraulic trolley LUN 7744-7 Filling (pressure) connection
(95077447)
Not illustrated
EFFECTIVITY
012.00.00
ALL Page: 24
Nov 20/15
MAINTENANCE MANUAL
Pos.
No.
31. Special tool (1 pc) (includes B598626N , B598625N -

B598627N , B598628N)
32. 6-pin to Dual G/A Cable Adapter BOSE Ord. No. 47693 (for BOSE A20 headset only)
for BOSE A20 headset (90018728)
Airplane without central refueling system
Pos.
No.
33. Blinder (4 pcs) 10 ONL 3996.4 -

(32143410)
EFFECTIVITY
012.00.00
ALL Page: 25
Nov 20/15
MAINTENANCE MANUAL
Recommended equipment for regions with temperatures below -25°C
Pos.
No.
34. Winter cover of the cooler, front part B596570N Covering of oil cooler
(2 pcs)
35. Winter cover of the cooler, rear part B596571N Covering of oil cooler
(2 pcs)
36. Oil cooler insulation (2 pcs) B596572N Covering of oil cooler
37. Blinder (4 pcs) 16 ONL 3996.4 -

(32143416)
Operation at the lower ambient temperature – valid for airplane with the oil-to-fuel heaters
Pos.
No.
38. Connecting piping for oil-to-fuel heater at B596568L -

the disconnecting of the oil cooler
39. Connecting piping for oil-to-fuel heater at B596568P -

the disconnecting of the oil cooler
EFFECTIVITY
012.00.00
ALL Page: 26
Nov 20/15
MAINTENANCE MANUAL
Airplane with the central refueling system
Pos.
No.
40. Blinder (2 pcs) 10 ONL 3996.4 -
(32143410)
41. Blinder (2 pcs) 14 ONL 3996.4 -

(32143414)
42. Blinder (2 pcs) 6 ONL 3996.4 -

(32143406)
43. Blinder (2 pcs) 4 ONL 3996.4 -

(32143404)
EFFECTIVITY
012.00.00
ALL Page: 27
Nov 20/15
MAINTENANCE MANUAL
Sets of tools supplied with each airplane

B598973N Universal tools kit – column A
B598625N Special tools and fixtures contents of the:
• B598626N - case No. 1 – column B
• B598627N - case No. 2 – column C
• B598628N - case No. 3 – column D
Figure Type (Ord. No.) Name A B C D
B914081N Modified screwdriver • - - -

75287304 Flat screwdriver 4 • - - -
75287306 Flat screwdriver 6.5 • - - -
PH1x80 Phillips/cross-point • - - -
75287307 screwdriver
75287308 screwdriver
Kennedy KEN5583900K Safety wire twisting pliers • - - -
75366101
75319828 Cutting pliers • - - -
75260006 Handle 14”/116 • - - -

DIN 3124-A6,3
75259104 STAHLWILLE Adapter • - - -

DIN 3124-B6,3 – 2 pc
75258012 Socket wrench 12 • - - -

DIN 3124-S
92510935 STEATHLITE 2410 LED • - - -

Portable light
95221968 AA Battery – 4 pcs • - - -
EFFECTIVITY
012.00.00
ALL Page: 28
Nov 20/15
MAINTENANCE MANUAL
4x5 DIN 3110 ISO 3318 Double-ended spanner • - - -

74925705
5.5x7 DIN 3110 ISO 3318 • - - -
74925707
8x9 DIN 3110 ISO 3318 • - - -
74925709
10x11 DIN 3110 ISO 3318 • - - -
74925711
12x13 DIN 3110 ISO 3318 • - - -
74925713
14x15 DIN 3110 ISO 3318 • - - -
74925715
14x17 DIN 3110 ISO 3318 • - - -
74925717
16x18 DIN 3110 ISO 3318 • - - •
74925718
19x22 DIN 3110 ISO 3318 • - - -
74925722
24x27 DIN 3110 ISO 3318 • - - •
74925727
36x41 DIN 3110 ISO 3318 • - - -
74925741
30x32 DIN 3110 ISO 3318 • - - -
74925732
B914062N or L410.9144-10 - - • -
75289307 screwdriver shorter
4x30 Flat screwdriver shorter • - - -

75287309
75287402 Hexagonal screwdriver 2.5 • - - -

75287403 Hexagonal screwdriver 3 • - - -
75319853 Circlip pliers • - - -
75319830 Pliers wrench 250 • - - •
75300149 Combination pliers • - - -
EFFECTIVITY
012.00.00
ALL Page: 29
Nov 20/15
MAINTENANCE MANUAL
75479250 Hammer 300 DIN 1041 • - - -
75656014 885400 NAREX Telescopic • - - -

magnetic extractor
75650008 Inspect mirror 50mm • - - -
B096113N Special socket wrench - • - -

B096120N - • - -
B914055N or - • - -
L410.9143-02
B914057N or - • - -
L410.9143-04
B914058N or - • - -
L410.9143-05
B914060N or - • - -
L410.9143-07
36x41 DIN896B Socket wrench - • - -
75071836
8x9 DIN 896B - - • -
75071808
10x11 DIN 896B - - • -
75071810
12x13 DIN 896B - - - •
75071812
27x32 DIN 896B - - • -
75071827
B971051N or Dynamometer kit - • - -
L410.9712
T5-2002-101-00
B914065N or Open end wrench - • - -

L410.9144-02 (2 pcs)
L410.9144-03 (2 pcs)
L410.9143-03
B096111N - • - -
B096121N - • - -
EFFECTIVITY
012.00.00
ALL Page: 30
Nov 20/15
MAINTENANCE MANUAL
B096266N Hook - • - -
B914084N or Special screwdriver - • - -

L410.9146-04
B911320N or Pliers for assembly of tail - • - -

L410.9110-02 units
02065972 Handle 6 CR - • • -
02065973 Handle 8 CR - • - •
75260009 Handle 18x500 CR - • - -

DIN 900
02065976 Handle 16 CR - - • -
75260010 Handle 3/4”, length 510 - • - -

DIN 3122-A 20
75258055 Socket wrench 55 - • - -
3/4" DIN 3124-S
w/o 87168223 PE-bag 220x320x0.1 - • • •
B096320N Open end wrench - - • -
B096321N - - • -
B097408N Wrench - - • -
B097409N - - • -
B596634N Screwdriver - - • -
B914051N or Assembly pin 8mm - - • -

L410.914102 (2 pcs)
B098703N (2 pcs) Assembly pin 6mm - - • -
EFFECTIVITY
012.00.00
ALL Page: 31
Nov 20/15
MAINTENANCE MANUAL
6 DIN 894 Open end wrench - - • -

74933006 (2 pcs)
41 DIN 894 - - • -
74933041
50 DIN 894 - - • -
74933050
OK 42 - - • -
B914067N or L410.9144-04
B598785N Open end wrench for stop - - - •
cocks
OK17 Open end wrench - - • -
B914068N or L410.9144-05
OK19 - - • -
B914069N or L410.9144-06
OK22 - - • -
B914070N or L410.9144-07
B096106N Wrench for control column - - - •
B914052N or Screwdriver - - - •
L410.9141-03
39914001 Glass magnifying - - - •

(No. 10)
03167051 Gap gauge 0.05 – 1/10 - - - •
B098684N (2 pcs) Fixtures for securing the - - - •

control cables against
turning
B098706N Wrench 27 for pressure - - - •

switches in wing
EFFECTIVITY
012.00.00
ALL Page: 32
Nov 20/15
MAINTENANCE MANUAL
B098705N (2 pcs) Secure screw for securing - - - •

of the elevator trim tab
control cables in the drums
B098704N Fixtures for securing the - - - •

control cables against
turning
B598975N Blocking of the elevator trim - - - •

tab control cables
(if is autopilot installed)
EFFECTIVITY
012.00.00
ALL Page: 33
Nov 20/15
MAINTENANCE MANUAL
M2. Sets of recommended support equipment for servicing airplane
M2.1. Ground support equipment
Pos.
No.
1. Cockpit canvas (1 pc) B596798N -
2. Exhaust canvas (4 pcs) B096008N -
3. Wheel block (3 pc) B925028N or Securing airplane against any

XL410.9250 motion
4. Wheel check extension (2 pcs) B928265N or Securing airplane against motion

L410.9280 (for engine test)
5. Control lever blocking B965282N or Securing of control lever

L410.9650
Not illustrated
6. Assembly floor board (1 pc) B596331N Working in the fuselage rear

section
EFFECTIVITY
012.00.00
ALL Page: 34
Nov 20/15
MAINTENANCE MANUAL
Pos.
No.
7. Breaking piece (4 pcs) B067345N Intended for securing the closing

valve of fire extinguisher bottle
8. Nose cover strut B596546N For nose cover fixing
9. Fuel discharge hose (1 pc) B096116N Discharging fuel from the main
fuel tanks
10. Oil discharge hose (1 pc) B954095N or Discharging oil from the engine
L410.9544
11. Hydraulic liquid drain hose (1 pc) B954089N or Drainage of hydraulic fluid
XL410.9543
12. Grounding device of the airplane (1 pc) B096432N Grounding the airplane
13. Tractor towing equipment (1 pc) B097581N Towing the airplane by means of
(Ø 40mm) tractor
EFFECTIVITY
012.00.00
ALL Page: 35
Nov 20/15
MAINTENANCE MANUAL
Pos.
No.
14. Rear support small (1 pc) B596340N Supporting of fuselage rear

section when lifting the airplane by
front jack
15. Vessel for kerosene (1 pc) B955933N or Removal preserving agent and
L410.9558-03 washing of engine components
16. Distilled water funnel (1 pc) B096243N For water filling

(only if the water injection system
is installed)
17. Oil filling funnel (1 pc) B096242N Replenishing engine oil
18. Hose (2 pcs) B964201N or Brake system bleeding and

L410.9643 flushing
19. Vessel for venting of hydraulic pumps B097480N Hydraulic system venting
(1 pc)
EFFECTIVITY
012.00.00
ALL Page: 36
Nov 20/15
MAINTENANCE MANUAL
Pos.
No.
20. Hose for hydraulic pumps venting (1 pc) B097485N Hydraulic system venting
21. Kit for fuel drain (1 pc) B097441N Drain of fuel filter
22. Stairs of engine (1 pc) B097300N Engine servicing
23. 500 CSN 231462 Lever press (1 pc) 95273405 Forced lubrication of lubrication
points provided with grease
nipples
1000 CSN 231492.3 Lubrication hose 95273417 For forced lubrication (to be
(1 pc) connected to the lever press)
24. Smart cable + PCMCI card for EGPWS 951-0386-001 (If installed the EGPWS
update (B503704N) Honeywell MARK VI)
25. Testing cable for EGPWS 704-2617-001 (If installed the EGPWS
(B503705N) Honeywell MARK VI)
26. Configuration cable for PS 578A B598891N (If installed TCAS II Honeywell
CAS67A/B)
EFFECTIVITY
012.00.00
ALL Page: 37
Nov 20/15
MAINTENANCE MANUAL
Pos.
No.
27. Testing cable for TCAS B598893N (If installed TCAS II Honeywell
CAS67A/B)
28. Testing cable for KRA 405B Radar B598892N -

Altimeter
29. Kennedy KEN-503-7300K 75650070 -

Assembly boogie (1 pc)
30. Air filling device (1 pc) B096690N Pressurizing the hydraulic system
31. Filling device of hydraulic fluid (1 pc) HYDROMA HA-5881-15 Filling of hydraulic fluid into
(95277006) airplane hydraulic system
32. Wheel remover of the nose wheel (1 pc) B097550N Facilitating the nose wheel
removal
33. Ring remover of the nose wheel bearing B097592N Replacement of nose wheel
(1 pc) removal
EFFECTIVITY
012.00.00
ALL Page: 38
Nov 20/15
MAINTENANCE MANUAL
Pos.
No.
34. Wheel remover of the main wheel (1 pc) B097560N Facilitating the main landing gear
wheel removal
35. Ring remover of the main wheel bearing B097586N Replacement of main wheel
(1 pc) removal
36. Lock washer pin remover of the main B097327N -

landing gear (1 pc)
37. Hydraulic jack (1 pc) B097700L Lifting of airplane during leveling

and functional test (landing gear,
flaps)
38. Hydraulic jack (2 pcs) B097700P Lifting of airplane during leveling

Figure – see Pos. No. 37
flaps)
39. Reducer (1 pc) B598700N (M14x1)x(9/16-18)-Oxygen
(AVOX-SCOTT)
40. Ladder for wing servicing and/or fuel filling B097343N or For works on wing surface
(1 pc) B596558N
EFFECTIVITY
012.00.00
ALL Page: 39
Nov 20/15
MAINTENANCE MANUAL
M2.2. Sets of tools for operational and periodic maintenance
Ser.
Name and figure Type (Dwg. No.) Note
No.
1. Tools for propeller and engine (1 pc) B598992N -
2. Tools for the landing gear and hydraulic B596333N -

system (1 pc)
3. Tools for el. equipment engineer (1 pc) B096477N -
4. Tools for the aircrew (1 pc) B096470N -
EFFECTIVITY
012.00.00
ALL Page: 40
Nov 20/15
MAINTENANCE MANUAL
Sets of tools for operational and periodic maintenance

B598992N Tools for propeller and engine – column E
B596333N Tools for the landing gear and hydraulic system – column F
B096477N Tools for el. equipment engineer – column G
B096470N Tools for the aircrew – column H
Figure Type (Ord. No.) Name E F G H
02063808 22 Open & ring end spanner • - - -
E101107N Auxiliary pin 3mm dia • - - -

AM-63A-01
w/o E101108N Spanner • - - -

145-PM 30
E101109N Auxiliary pin 5mm dia • - - -
146-PM 2001
E101110N Puller for removing the engine • - - -

145-PM 22 fuel pump filter
E101112N Engine oil drainage adapter • - - -

M601-9020.7
E101113N Square socket spanner • - - -

146-PM160 s=3mm
146-PM161 s=4mm
146-PM162 s=5mm
E101105N Engine fuel system drainage • - - -
M601-915.9 (2 pcs) adapter
E101123N Reduction gearbox drainage • - - -

M601-903.7 (2 pcs) adapter
E101164N Remover of engine pressure • - - -

M601-9028.7 reducing valve; shaft packing
ring
EFFECTIVITY
012.00.00
ALL Page: 41
Nov 20/15
MAINTENANCE MANUAL
E101118N Puller for removing the engine • - - -

145-PM 2037 fuel pump lid
068-8110 Breaker bar • - - -

E101165N to remove the mounting
bolts/nuts and blade clamp
nuts of the propeller
TH MDL 200ADJ Toque wrench • - - -

75190110 to tighten and torque the
mounting bolts of propeller
75190115 Socket 19 mm (3/4 inch) • - - -
75190118 Socket 22 mm (7/8 inch) • - - -
75190112 Hexagon key wrench • - - -
E101116N Adapter for engine • - - -

M601-9019.7 preservation and
de-preservation
E101154N Ball joint spanner for propeller • - - -

152 99 400 governor installation
03167051 Gap gauge 0.05 – 1/10 for • - - -

clearance check in engine
controls
w/o E101145N Mirror for compressor blades • - - -

M601-913.9 inspection
E101147N Ratchet spanner for gas • - - -
M601-919.4 generator manual turning
EFFECTIVITY
012.00.00
ALL Page: 42
Nov 20/15
MAINTENANCE MANUAL
B096040N Spanner of fuel cleaner hose • - - -
B096320N Open end wrench • - - -
w/o OMK 10 Toque wrench • - - -

02072110 9.86 to 98.6 Nm
17 DIN 894 Open end wrench - • - -
74933017
P 10 Pressure gauge - • - -
95214346
Kennedy KEN5583920K Safety wire twisting pliers - • - -

75366102
B955940N or Main wheel disc spanner - • - -

L410.9559
B096322N Spanner of lock safety pin of - • - -

landing gear
B097341N Socket wrench - • - -
B097730N Spanner for air filter - • - -
75287301 Flat screwdriver 8x175 - • - -

75287302 Flat screwdriver 2.5x75 - - • -
75287303 Flat screwdriver 3.5x100 - - • -
EFFECTIVITY
012.00.00
ALL Page: 43
Nov 20/15
MAINTENANCE MANUAL

75258001 Socket wrench 10 - • - -
3/8" DIN 3124
75258002 Socket wrench 12 - • - -
3/8" DIN 3124
75258003 Socket wrench 13 - • - -
3/8" DIN 3124
75258017 Socket wrench 17 - • - -
3/8" DIN 3124
75258019 Socket wrench 19 - • - -
3/8" DIN 3124
75258012 Socket wrench 12 - - - •
DIN 3124-S
75258013 Socket wrench 7/16” - - - •
75259107 STAHLWILLE Adapter - • - -
3/8"x125 DIN 3123-B610
75259104 STAHLWILLE Adapter - - - •
1/4"x355 DIN 3123-B6,3
75259105 GARANT Adapter - - - •
1/4"x100
75259106 GARANT Adapter - - - •
1/4"x150
75260008 Ratchet spanner - • - -
3/8"
75260007 Ratchet spanner - - - •
1/4"
96279910 Fixture for tyre dismantling - • - -
(K 20-7100)
02065974 Handle 10 CR - • - -
02065976 Handle 16 CR - • - -
B096018N Special spanner - - • -
B596668N Special screwdriver - - • -
EFFECTIVITY
012.00.00
ALL Page: 44
Nov 20/15
MAINTENANCE MANUAL
B096480N Modified screwdriver - - • -
B914082N or Special screwdriver - - • •

L410.9141-05
ETP5 125W/230V Soldering gun - - • -

00900009
42035720 Soldering wire - - • -
74801016 Needle file 160 - - • -
75287500 Hexagonal screwdriver - - • •

3/32”
75239031 Hexagonal screwdriver - - - •
7/64”
75633001 Pocked knife - - • •
100-NH-1A
75650124 Clamp - - • -
3x145 Flat end tweezers - - • -

75650300
LYON 8 Brush for collector cleaning - - • -

89012208
95227409 or Multimeter EXTECH - - • -

95227411
EFFECTIVITY
012.00.00
ALL Page: 45
Nov 20/15
MAINTENANCE MANUAL
D901060N or Dural mandrel - - - •

Z37.9110-01
D901061N or - - - •
Z37.9110-02
D901062N or - - - •
Z37.9110-03
D901088N or Modified screwdriver - - - •
Z37.9110-10
75539704 Centre punch - - - •
75639526 Metal sheet snears - - - •
EFFECTIVITY
012.00.00
ALL Page: 46
Nov 20/15
MAINTENANCE MANUAL
M3 (P2) Set of ground support and testing equipment up to P2 periodic check

(consists from the М2 - Sets of recommended support equipment for servicing airplane
and Testing equipment as mentioned follows)
Testing equipment
Ser.
No.
1. Rear support (1 pc) B962140N or For supporting of fuselage rear
XL410.9620 section
2. Vessel for oil (1 pc) B955932N or Replenishing engine oil

L410.9558-01
3. Vat (1 pc) B961805N or Cleaning of engine and laying of

L410.9617 small components
4. Stairs (1 pc) B097365N Stabilizers and wingtip tanks

servicing
5. Hydraulic truck HYDROCOM MA-801-03 For functional tests of airplane

(95277003) hydraulic systems
EFFECTIVITY
012.00.00
ALL Page: 47
Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
6. Filter washing device (1 pc) B953401N or Washing of hydraulic fluid filters

L410.9539
7. Filter checking device (1 pc) B954251N or Checking of hydraulic fluid filter

L410.9540 clogging
8. Test clamp (1 pc) B096221N Check for clearance of nose land.

gear servo
9. Checking and filling device of damper B955091N or Checking and filling of land. gear
(1 pc) XL410.9551 shock absorbers and hydraulic
accumulators
10. Connection set of Air Data Tester B598984N For connection of the BARFIELD
1811D A0A Air Data Tester to the
Pitot-static system of aircraft
11. Air Data Tester BARFIELD 1811D A0A For checking of Pitot system
(98110925) Airspeed indicators,
LUN 1108.XX-8 Airspeed
indicator,
LUN 1173.XX-8 Air-speed
signaler,
Altimeters, Vertical speed
indicators,
LUN 1492.XX-8,
LUN 1496.XX-8 Pressure
switches
12. Digital multimeter with temp. probe and EXTECH MG302 -

Insulation tester (95227412)
EFFECTIVITY
012.00.00
ALL Page: 48
Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
13. BR07 Resistance decade + 90910110 + Check of the correct operation of

2RMT14 KPN 4G1V1 Socket 91721430 the TER-1M thermoregulators
14. Battery charger/Analyzer RF 80-K CE Maintenance of the on board
(95224216) battery of airplane
15. NiCd/NiMH battery charger Voltcraft ALC8500 Maintenance of the battery of

+ B598991N Connecting Cable EXPERT emergency lighting
(95224213)
+ B598991N
16. Blocking of the elevator trim tab control B598975N Blocking of the elevator trim tab
cables control cables
(if is autopilot installed)
17. Boroscope HDV640W B598990N -
18. Service trolley (1 pc) B968051N or Laying of tools and components

L410.9682
19. Dynamometer EXTECH 475044 -

(95216982)
20. Testing cable for ESI 2000 Electronic Y348432N For battery calibration procedure
Standby Indicator (if installed) of the ESI-2000 in the testing
room
EFFECTIVITY
012.00.00
ALL Page: 49
Nov 20/15
MAINTENANCE MANUAL
M3 (R1) Full set of ground support and testing equipment up to R1 inspection

check
1.1. Recommended equipment
Ser.
No.
1. Cockpit canvas (1 pc) B596798N -
2. Exhaust canvas (4 pcs) B096008N -
3. Hydraulic jack (1 pc) B097700L Lifting of airplane during leveling

flaps)
4. Hydraulic jack (2 pcs) B097700P Lifting of airplane during leveling

Figure – see Pos. No. 3.
flaps)
5. Wheel block (3 pc) B925028N or Securing airplane against any

L410.9250 motion
6. Wheel check extension (2 pcs) B928265N or Securing airplane against motion

XL410.9280 (for engine test of airplane)
EFFECTIVITY
012.00.00
ALL Page: 50
Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
7. Rear support (1 pc) B962140N or For supporting of fuselage rear

XL410.9620 section
8. Rear support small (1 pc) B596340N Supporting of fuselage rear

section when lifting the airplane by
front jack
9. Vessel for oil (1 pc) B955932N or Replenishing engine oil

L410.9558-01
10. Stairs (1 pc) B097365N Tail unit and wingtip tanks

servicing
11. Kennedy KEN-503-7300K 75650070 -

Assembly boogie (1 pc)
12. Connection for hydraulic trolley LUN 7743-7 Suction connection

(95077437)
Not illustrated
13. Connection for hydraulic trolley LUN 7744-7 Filling (pressure) connection
(95077447)
Not illustrated
EFFECTIVITY
012.00.00
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Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
14. Hydraulic truck HYDROCOM MA-801-03 For functional tests of airplane

(95277003) hydraulic systems
15. Filling device of hydraulic fluid B596200N or Filling of hydraulic fluid into
HYDROMA HA-5881-15 airplane hydraulic system
(95277006)
16. Wheel remover of the nose wheel (1 pc) B097550N Facilitating the nose wheel
removal
17. Ring remover of the nose wheel bearing B097592N Replacement of nose wheel
(1 pc) removal
18. Wheel remover of the main wheel (1 pc) B097560N Facilitating the main landing gear
wheel removal
EFFECTIVITY
012.00.00
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Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
19. Ring remover of the main wheel bearing B097586N Replacement of main wheel
(1 pc) removal
20. Lock washer pin remover of the main B097327N -

landing gear (1 pc)
21. Angle meter for the measurement of B596301N Used for max. angle
ailerons and elevator deviation measurement
22. Filter washing device (1 pc) B953401N or Washing of hydraulic fluid filters
L410.9539
23. Filter checking device (1 pc) B954251N or Checking of hydraulic fluid filter
L410.9540 clogging
24. Dynamometer EXTECH 475044 -

(95216982)
25. Test clamp (1 pc) B096221N Check for clearance of nose land.
gear servo
EFFECTIVITY
012.00.00
ALL Page: 53
Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
26. Checking and filling device of damper B955091N or Checking and filling of land. gear
(1 pc) XL 410.9551 shock absorbers and hydraulic
accumulators
27. Air filling device (1 pc) B096690N Pressurizing the hydraulic system
28. Connection set of Air Data Tester B598984N For connection of the BARFIELD
1811D A0A Air Data Tester to the
Pitot-static system of aircraft
29. Air Data Tester BARFIELD 1811D A0A For checking of Pitot system
(98110925) Airspeed indicators,
LUN 1108.XX-8 Airspeed
indicator,
LUN 1173.XX-8 Air-speed
signaler,
Altimeters, Vertical speed
indicators,
LUN 1492.XX-8,
LUN 1496.XX-8 Pressure
switches
30. DME, ATC + TCAS, ADC Tester IFR 6000 For checking of DME, ATC +
95216988 (XPNDR SET) TCAS, ADC
95216989 (OPT2)
31. VOR /ILS /MKR /AP + Beacon Tester IFR 4000 For checking of VOR/ILS/MKR/AP
(95216986) + Beacon
EFFECTIVITY
012.00.00
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Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
32. Calibrating аnd testing device Z8001 Testing and calibration of:
(98111010) LUN 1476-8 Torque limiter
pressure switch,
LUN 1539.XX-8 Torque indicator,
LUN 1540.XX-8 Torque sensor,
LUN 3280 Pressure switch of
automat. feathering,
0.012K LUN 1492.01-8 Pressure
switch,
switch,
switch,
LUN 1558-8 Inductive pressure
switch,
LUN 1559-8 Inductive pressure
switch,
LUN 1371-8 and LUN 1377-8
Temperature transmitters
33. Fire simulator (1 pc) B097852N Testing of the fire extinguishing
detection system
34. Calibrating source of speed; 1790-230 LUN 1347.XX Generator speed

with transmitter and ; (95216959); indicator,
testing cable LUN 1333.12B-8 LUN 1348.XX Propeller speed
(95013333); indicator
B574620N
35. Testing equipment ROSE (Read Out 17ТЕS0321 Maintenance, Testing and
Support Equipment) Version 3.9a (95236059); calibration of FDR
(17TES0321) (for FA 2200) + CICC/3 CAT 5e Crossover cable
Computer Interface Communication Cable 024-98-00386
/ 2 17TES0075 and CAT 5 E Crossover (95236065) ;+
Cable to Ethernet Port 024-98-00386 17ТЕS0075
(95236066)
36. Rotating table + Reduction base IDEAL & AEROSMITH Positioning of the gyro source
Model 1310-1-L-90
(95216964);
+ B599000N
37. Extender cable for AHRS B598959N -
EFFECTIVITY
012.00.00
ALL Page: 55
Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
38. Check Template for elevator B096981N -
39. Fixture for rudder and rudder trim tab B598887N (valid for valid for airplane with the M601
angle measuring airplane with the M601 Turboprop engines
Turboprop engines) or
B098758N (valid for

airplane with the
H80-200 Turboprop
engines)
40. Adjusting fixtures kit for nose landing gear B096674N Check of the function of MANUAL
(1 pc) and PEDAL nose landing gear
steering
41. Testing Cable (1 pc) Z 921 LUN 3192-8 Hydraulic thermo

(98110275) switch
42. Multifunction Calibrator FLUKE 724 Accurate calibration source for

(95216979) Thermocouple, mA, mV, V and
Frequency devices
or
EXTECH 422123
(95216980)
43. Testing Cable Z 920 Testing cable for ITT and

- (98110280) LUN 1370
44. Programmable DC Power Supply (2 pc) EXTECH 382280 -

(95216981)
EFFECTIVITY
012.00.00
ALL Page: 56
Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
45. NiCd/NiMH battery charger Voltcraft ALC8500 Maintenance of the battery of

+ B598991N Connecting Cable EXPERT emergency lighting
(95224213)
+ B598991N
46. Digital multimeter with temp. probe and EXTECH MG302 -

Insulation tester (2 pc) (95227412)
47. Microohmmeter EXTECH 380462 (220V) Portable Milliohm meter provides

(95216984) resolution to 100µOhm
48. BR07 Resistance decade + 90910110 + Check of the correct operation of

2RMT14 KPN 4G1V1 Socket 91721430 the TER-1M thermoregulators
49. Battery charger/Analyzer RF 80-K CE Maintenance of the on board
(95224216) battery of airplane
50. Smart cable + PCMCI card for EGPWS 951-0386-001 If installed the EGPWS Honeywell
update (B503704N) MARK VI
51. Testing cable for EGPWS 704-2617-001 If installed the EGPWS Honeywell
(B503705N) MARK VI
EFFECTIVITY
012.00.00
ALL Page: 57
Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
52. Assembly floor board (1 pc) B596331N Working in the fuselage rear
section
53. Breaking piece (4 pcs) B067345N Intended for securing the closing
valve of fire extinguisher bottle
54. Nose cover strut B596546N For nose cover fixing
55. Oil discharge hose (1 pc) B954095N or Discharging oil from the engine
L410.9544
56. Grounding device of the airplane (1 pc) B096432N Grounding the airplane
57. Tractor towing equipment (1 pc) B097581N Towing the airplane by means of
(Ø 40mm) tractor
58. Oil filling funnel (1 pc) B096242N Replenishing engine oil
59. Hose (2 pcs) B964201N or Brake system bleeding and

L410.9643 flushing
EFFECTIVITY
012.00.00
ALL Page: 58
Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
60. Vessel for venting of hydraulic pumps B097480N Hydraulic system venting
(1 pc)
61. Hose for hydraulic pumps venting (1 pc) B097485N Hydraulic system venting
62. Kit for fuel drain (1 pc) B097441N Drain of fuel filter
63. Stairs of engine (1 pc) B097300N Engine servicing
64. 500 CSN 231462 Lever press (1 pc) 95273405 Forced lubrication of lubrication
points provided with grease
nipples
1000 CSN 231492.3 Lubrication hose 95273417 For forced lubrication (to be
(1 pc) connected to the lever press)
65. Configuration cable for PS 578A B598891N If installed TCAS II Honeywell

CAS67A/B
66. Testing cable for TCAS B598893N If installed TCAS II Honeywell
CAS67A/B
67. RS-232 Software update and B098761N If installed Garmin GTX 3000
Configuration cable for connection PC Transponder
with GTX 3000 Transponder
68. Cable for connection PC with GTS 8000 91671491 If installed GTS 8000 processor
processor and/or Wx Radar GWX 70 and /or Garmin GWX 70 Wx
Radar
69. Testing cable for ESI 2000 Electronic Y348432N For battery calibration procedure
Standby Indicator (if installed) of the ESI-2000 (if installed) in the
testing room
EFFECTIVITY
012.00.00
ALL Page: 59
Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
72. Testing cable for KRA 405B Radar B598892N -

Altimeter
73. Fuel discharge hose (1 pc) B096116N Discharging fuel from the main
fuel tanks
74. Hydraulic liquid drain hose (1 pc) B954089N or Drainage of hydraulic fluid
XL410.9543
75. Blocking of the elevator trim tab control B598975N if is autopilot installed
cables (2 pcs)
76. P/N T1134610 Enviro belt tensioning tool 95225872 if is the ENVIRO Air condition
P/N FDK-10 Wagner spring scale 95225873 system installed
77. Service trolley (1 pc) B968051N or Laying of tools and components

L410.9682
EFFECTIVITY
012.00.00
ALL Page: 60
Nov 20/15
MAINTENANCE MANUAL
1.2. Sets of tools
Ser.
No.
1. Universal tools kit (1 pc) B598973N -
2. Tools for propeller and engine (1 pc) B598992N -
3. Tools for the landing gear and hydraulic B596333N -

system (1 pc)
4. Tools for el. equipment engineer (1 pc) B096477N -
5. Tools for the aircrew (1 pc) B096470N -
6. Special tool (1 pc) (includes B598626N , B598625N -

B598627N , B598628N)
EFFECTIVITY
012.00.00
ALL Page: 61
Nov 20/15
MAINTENANCE MANUAL
1.3. Optional equipment
Ser.
No.
1. Device for washing the compressor B959801N or -
L410.9591
2. Rubber wheel B963125N or For the repair of rubber deicers

L410.9631
3. Knurled wheel B963135N or For the repair of rubber deicers

L410.9632
4. Reduction piece B596525N Reducer for filling of extinguisher
5. Guidance spine for NLG B097534N Installation and removal of nose

landing gear
6. Blinder B851020N or -
L410.8510-6
7. Engine suspension (1 pc) B967051N Engine removal

(XL410M.9671)
8. Trolley for engine (1 pc) B968101N Engine accommodation and

(L410M.9681) transport
EFFECTIVITY
012.00.00
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Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
9. Propeller suspension (1 pc) B596430N Propeller lifting during its

installation and removal
10. V510 and/or AV-725 Propeller stand B966119N Propeller accommodation and
(1 pc) (XL 410.9660) transport
11. Calibrated vessel for distilled water (1 pc) B598602N Filling the water tank of the water
injection system
(only if the water injection system
is installed)
12. Winter cover of the cooler, front part B596570N Covering of oil cooler
(2 pcs)
13. Winter cover of the cooler, rear part B596571N Covering of oil cooler
(2 pcs)
14. Oil cooler insulation (2 pcs) B596572N Covering of oil cooler
15. SOEHNLE Professional 3030 B598960N Airplane weighing

Weighing equipment
EFFECTIVITY
012.00.00
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Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
16. Boroscope HDV640W B598990N -
17. 17TES0065 Testing equipment for CVR 95236063 -
18. 17TES0078 CVR download cable 95236068 -
19. Testing equipment for LUN 3170 B596455N -
20. Mounting device (1 pc) B096024N Windshield wiper installation
21. Cable for battery charging of B598989N -

MCI4300-4XX Electric Attitude Indicator
(if installed)
22. Guidance spine for stabilizer (1 pc) B960095N or Stabilizer installation and removal
XL410.9600-02
23. Guidance spine for fin (1 pc) B960316N or Removal of bolts connecting fin to
L410.9600-06 the fuselage
24. Guidance spine for wing (1 pc) B960581N Locating wing pins
L410.9600-08
25. Guidance spine for fin (1 pc) B096025N Installation of fin pins
EFFECTIVITY
012.00.00
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Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
26. Puller (1 pc) B960097N or Removing wing pins

XL.410.9600-04
27. Reducer (1 pc) B598700N (M14x1)x(9/16-18)-Oxygen

(SCOTT / AVOX ZODIAC)
28. Testing equipment for leakage test of fuel HA-5011-13 Leakage test of fuel system
system (1 set) (95216910)
29. Three-points Internal Micrometer 71042046 Hole test of the connection Wing
(Mitutoyo 368-165) – 1 set to Fuselage 17H7 (front and rear
connecting points)
30. Gauge ,diam 10H7mm, 12H7mm, 10H7 = 72131007 They are calibers for hole test of
13H7mm, 17H7mm the connection:
(1 set) 12H7 = 72131207
Fuselage to Horizontal Stabilizer
13H7 = 72131307 10H7 (front and rear connecting
17H7 = 72131707 points)
Fuselage to Vertical Stabilizer
12H7 (front connecting point)
Fuselage to Vertical Stabilizer
13H7 (rear connecting point)
Wing to Fuselage 17H7 (front and
rear connecting points)
31. Wing supporting stand (4 pcs) 112-610-1800B Support of the wing
(PV112-610-1800B)
32. Micrometer 0-25 70389306 -
(Mitutoyo Digimatic 293-240)
33. Control pins (3 pcs/ 1 set) 112-316-16269 Tools use for reaming procedure
(PV112-316-16269) of Wing to Fuselage hinges
34. Assembly pins (16 pcs/ 1 set) 12-610-2988 Tools use for reaming procedure
35. Reamer (6 pcs/ 1 set) 112-246-14104 Tools use for reaming procedure
36. Reverse Countersink (4 pcs/ 1 set) 12-254-3730 Tools use for reaming procedure
37. Puller (1 pc) 112-523-16333 Tools use for reaming procedure
EFFECTIVITY
012.00.00
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Nov 20/15
MAINTENANCE MANUAL
Ser.
No.
38. Ground Power Unit (1 pc) GPU 600 -

(95250035)
39. Check Template for Rudder and Rudder B098571N Measuring rudder and rudder trim
trim tab (1 pc) tab deflections
Base plate (1 pc) B098595N Base plate for B098571N check

template
40. Check Template for Ailerons (rib No. 25) 12-164-1714 -
1.4. Set of Software
Ser.
No.
1. GWx 7x Install Tool 006-A0436-00 If installed Garmin GWX 70 Wx

Radar
2. GTS Install Tool 006-A0242-10 If installed GTS 8000 processor
and /or Garmin GWX 70 Wx
Radar
3. GTX 3000 Install Tool 006-A0249-00 If installed Garmin GTX 3000
Transponder
4. Trilogy Configuration Tool 576-6217-01 If installed ESI-2000 Electronic
(95219741) Standby Trilogy Instrument
EFFECTIVITY
012.00.00
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Nov 20/15
MAINTENANCE MANUAL
AIRFIELD SERVICING
SERVICING
1. Taking over the aircraft from the crew

D. Referenced information 012.00.00.A

Routine
E. Procedures
(1) Work site - apron
(2) Take over from the crew:
• the log book
• the aircraft keys
(3) Check the flight compartment and passenger's area including the toilet room and luggage
compartments that no foreign objects have been left in the aircraft. Check at the same time,
that no objects of the outfit are missing (as safety belts, box with spare fuses, portable lamp,
earphones with microphone, axe, extinguishers, seat covers, rescue waistcoat, first aid boxes
and portable oxygen apparatuses).
(4) Check in the crew cabin that the window is closed and the aircraft has been parked by the
parking brake.
(5) When leaving the aircraft, remove the embarkation steps and close and lock the entrance door.
2. Taking over the report about aircraft technical conditions from the crew

Routine
E. Procedures
EFFECTIVITY
012.00.00
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Nov 1/11
MAINTENANCE MANUAL
(2) Find out the aircraft technical condition from the direct information of the crew and according to
the records in the log book.
3. Aircraft inspection

Routine
E. Procedures
(2) Check the aircraft and make sure that no mechanical damages are apparent on the aircraft; when taking
over the aircraft; when taking over the aircraft from the crew, this check is advantageous.
(3) When the temperature is over +30°C:

cool the brakes of main landing gear wheels with water after aborted take off and during
training (repeated) landings.
4. Aircraft final inspection

D. Referenced information 012.00.00.D

Routine
E. Procedures
(1) Check (according the diagram of the aircraft inspection route) the left wing, left-hand engine
nacelle. Fuselage rear section, tail planes, right wing, right-hand engine nacelle, fuselage front
section, undercarriage nacelles, main and nose landing gear.
Make sure, that:
• skin fuselage, wings, flaps, ailerons, tail planes is not damage

• the fuel is not spilled, nor the oil and hydraulic liquid in the places of tanks sealing, piping
and aircrafts assemblies
• all assembly lids are closed
• blocking struts from control areas have been removed.
EFFECTIVITY
012.00.00
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(2) Check (from the ground) the function of aircraft control surface (rudders, ailerons) when the
crew is doing the inspection. Rudders and ailerons during the movement must not squeal and
touch the aircraft construction elements.
(3) Check the anti-collision beacons and position lights (in the night or at limited visibility).
Anti-collision beacons must product regular light signals and the position lights must be on.
(4) Make sure that within aircraft expected movement no foreign objects are present.
FIG. 301 AIRCRAFT INSPECTION ROUTE

A – Inspection starting point
EFFECTIVITY
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MAINTENANCE MANUAL
5. Engines start-up observation

D. Referenced information 012.00.00.E

Routine
E. Procedures
(1) Either transparent gas stream of greyish shade of transparent fume must be discharged from
engine exhaust pipes.
(2) Make sure that no fuel or oil is leaking in the engine nacelles zone.
(3) No backfiring of the engine is allowed during the engine start-up or heating operation.
(4) If procedures 1, 2 and 3 are not met, immediate signal has to be given to the crew to stop
engine start-up operation.
6. Connection of electric ground source

C. Tools Electric ground source
D. Referenced information -
E. Procedures
(2) Connect the electric ground source to the aircraft via the socket of external source type
SHRAP 500 located on the left-hand side of fuselage front section under the lid and provided
with the marking: 28V, 500A
EFFECTIVITY
012.00.00
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MAINTENANCE MANUAL
FIG. 302 EXTERNAL SOURCE SOCKET
7. Main door opening and boarding steps placing

D. Referenced information 012.00.00.F

Routine
E. Procedures
(2) Unlock and open the main door.

Release the steps fastened on passenger compartment by releasing the belt on the floor of
passangers compartment or release the steps fastened in the case in front of the toilet or on
the left hand side. Turn partially the pawl on the beam of steps upper fastening, take the steps
out and placed it into the holes of main door threshold.
EFFECTIVITY
012.00.00
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MAINTENANCE MANUAL
8. Removal and fitting of safety pins (if installed)

D. Referenced information 012.00.00.G

Routine
E. Procedures
CAUTION: THE SAFETY PINS ARE TO BE REMOVED BEFORE EACH FLIGHT AND PUT
BACK AFTER THE FLIGHT HAS BEEN FINISHED.
(1) Remove the cap 1 covering the pushbutton 3 – see Fig.303
(2) Remove the safety pin 2 provide with a flag from the hole in the pushbutton 3. Put the safety
pin into a pocket on the RH side of the cockpit.
(3) Proceed in the opposite sequence to put the safety pin back.
FIG. 303 REMOVAL AND FITTING OF SAFETY PINS

(1) Cap, (2) Safety pin with flag, (3) Push button
EFFECTIVITY
012.00.00
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MAINTENANCE MANUAL
9. Boarding steps removing and closing of main doors

D. Referenced information 012.00.00.H

Routine
E. Procedures
(1) Work site – apron
(2) Take out the steps from the holes in main door treshold and fasten it on the passangers
compartment (tighten and secure the belt on passengers compartment floor and turning the
pawl on steps upper beam).
Or take out the steps from the holes in the main door threshold and fasten it into the case in front
of the toilet on left - hand side.
(3) Close and lock the main doors.
10. Checking of control elements and switches in the pilot cockpit

D. Referenced information 012.00.00.I

Routine
E. Procedures
(2) Check if all switches and circuit breakers installed in overhead panel are in OFF position
(3) Check:
• If the control lever of landing gear is in position DOWN
• If the control levers of fuel closing cock are in position FUEL-CLOSED
• If the parking brake lever is in position STOP
• If the windows are closed
EFFECTIVITY
012.00.00
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MAINTENANCE MANUAL
11. Closing and locking doors

D. Referenced information 012.00.00.J

Routine
E. Procedures
(2) After concluding the works on the aircraft remove the embarkation steps and put it inside the
aircraft. Close the door of emergency exit and secure it inside by turning the bar. Check the
seal of the emergency exit.
(3) Close and lock the entry door.
12. Aircraft exterior inspection

D. Referenced information 012.00.00.K

Routine
E. Procedures
(1) Check (according to the diagram of the aircraft inspection route) the left wing, left-hand engine
nacelle, fuselage rear section, tail planes, right wing, right-hand engine nacelle, fuselage front
section, undercarriage nacelles, main and nose landing gear.
Make sure, that:
• skin of fuselage, wings, flaps, ailerons, tail planes is not damaged;
• the fuel is not spilled, nor the oil and hydraulic liquid in the places of tanks sealing, piping
and aircrafts assemblies;
• there are not fuel leakage from drain piping or from drain holes on the lower side of the left-
hand and right-hand wings at fuel tanks locations
• all assembly lids are closed; blocking struts from control areas have been removed
EFFECTIVITY
012.00.00
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(2) Check (from the ground) the function of aircraft control surfaces (rudder, ailerons) when the
crew is doing the inspection. Rudder and ailerons during the movement must not squeal and
touch the aircraft construction elements.
(3) If installed, check (from the ground) the surfaces of the glued deicing sections on leading edges
of the wing, stabilizer and fin. The following defects are not permitted:
• surface contamination of deicers with oil from the engine or by the exhaust gases
• cracks in the deicing sections
• peeling of the protective paint
• any releasing of deicers within the edges

(Detailed description of defects is in section 030.10.00)
(4) Inspect the aircraft from a distance of 10 – 15 m and determine, if the aircraft is not banked (the
aim of this evaluation is the rough estimation of equal compression of main landing gear shock
absorbers). Check visually, if the shock absorber piston rods of the main and nose landing gear
are not compressed fully.
(5) Clean the surface of shock absorber piston rods of main and nose landing gear and be sure
that no leakage and un-tightness of sealing for the hydraulic liquid either in form streams or
drops of hydraulic liquid are on shock absorber piston rods. A film of hydraulic liquid on shock
absorber piston rods is allowed. In case of defects see pages 401 – 4XX of the section
032.10.00 or 032.20.00.
(6) Inspect the condition of tires of main and nose landing gear and be sure, that the tires are not
damaged. Check the inflation of tires as per compression - if in doubt; check the inflation of
tires with the pressure gauge.
(7) Inspect the cylinder of the nose landing gear wheel servo control. Dripping of the hydraulic
liquid max. 5 drops / hour is allowed. In case of defects the servo control cylinder must be
replaced.
(8) Inspect the laminate cover carefully and make sure whether there are not soiling, ruptures,
occurrence of pulverizing, un-sticking, ruptured part of laminate layer and laminate broken
through or else very damaged laminate cover.
(9) Inspect if there are not foreign objects or dust in the air intake channels of the left-hand and
right-hand engine nacelle lower cowls. During the inspection propellers must be blocked.
(10) Check the function of the anti-collision beacons and position lights (in the night or at limited
visibility). Anti-collision beacons must product regular light signals and the position lights must
be on.
(11) Make sure, that within aircraft expected movement no foreign objects are present.
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FIG. 304 AIRCRAFT INSPECTION ROUTE

A – Inspection starting point
13. Door control and steps installation

D. Referenced information 012.00.00.L

Routine
E. Procedures
(2) BEFORE FLIGHT
(a) Main door opening and boarding steps placing.
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• Unlock and open the main door

• Release the steps fastened in the passenger compartment by releasing the belt on the
floor of the passenger compartment or release the steps fastened in the case in front
of the toilet or on the left hand side.
• Turn partially the pawl on the beam of steps upper fastening, take the steps out and
place it into the holes of the main door threshold.
(b) Removal and fitting of emergency exit safety pins (if installed)
CAUTION: THE SAFETY PINS MUST BE REMOVED BEFORE EACH FLIGHT.
• Remove the cap (1) covering the pushbutton (3) – see Fig. 305.
• Remove the safety pin (2) provided with a flag from the hole in the pushbutton (3).
Put the safety pin into a pocket on the RH side of the cockpit.
FIG. 305 REMOVAL AND FITTING OF SAFETY PINS

(1) Cap, (2) Safety pin with flag, (3) Push button
(3) AFTER FLIGHT
(a) Installation of emergency exit safety pins (if installed)
CAUTION: THE SAFETY PINS MUST BE INSTALLED AFTER EACH FLIGHT.
• Remove the safety pin (2) provided with a flag from the pocket on the RH side of the
cockpit. Push in the safety pin into the hole in the pushbutton (3) - see Fig. 305.
• Set the cap (1) covering the pushbutton (3) on the place.
(b) Boarding steps removing and main door closing
• Take out the steps from the holes in the main door threshold and fasten it on the
passenger compartment (tighten and secure the belt on passengers compartment floor
and turning the pawl on steps upper beam). Or take out the steps from the holes in the
main door threshold and fasten it into the case in front of the toilet on left - hand side
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• Close and lock the main door.
14. Checking of control elements and switches in the pilot cockpit

D. Referenced information 012.00.00.M

Routine
E. Procedures
(2) Safety precaution
• Check if BATTERY I and II switches on the overhead panel are switched OFF
(3) Check of switches and circuit breakers on the overhead panel and control elements in pilot’s
cabin. Technical requirements are specified in articles 4, 5
(4) Check if all switches and circuit breakers installed on the overhead panel are in the OFF
position. If not, switch off the switches and circuit breakers.
NOTE: The position “SWITCHED OFF” is labeled on the overhead panel.

(5) Check if:
• the control lever of the landing gear is in the DOWN position
• the control levers of the fuel closing cocks are in the FUEL-CLOSED position
• the parking brake lever is in the STOP position
• the windows are closed
If not, set the appropriate control element to the required position.
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TOOLS
1. General
NOTE: The tooling shown in section 012.00.00 is the recommended one. An equivalent tooling may
be used instead.
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GROUND EQUIPMENT
1. General
Following section comprises figures and descriptions of those ground equipment components, which need
more detailed description.
A. Hydraulic truck No.0406 02220 (6999 AF)

Hydraulic truck serves for testing, filling and washing of hydraulic system. Frame of the truck,
welded from steel sheets is placed on three wheels. The truck is provided with towing device
enabling towing by car-dismountable towing bar is provided for this purpose. The pressure source is
piston pump with pressure control NP 34-27 driven by petrol engine, two-stroke, two-cylinder air
cooled, type ZB8.
Hand operated pump RGK mounted on the truck serves for tank filling of aircraft hydraulic system.
Hydraulic truck operating instructions are indicated on the hydraulic truck plate.
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FIG. 1 HYDRAULIC TRUCK NO.0406 02220 (6999 AF)

(1) Body; (2) Frame; (3) Engine mount (4) Drive; (5) Filter bracket; (6) Exhaust damper; (7) Cock;
(8) Cooler; (9) Discharge nozzle; (10) Tank; (11) Pump PN 34-2T; (12) Filter FG 11-18; (13) Valve
652000; (14) Optical filter; (15) Pump RGK; (16) Pressure gauge MG 250; (17) Safety valve GA-89;
(18) Valve 8 LUN 7373; (19) Distributor; (20) Tank
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B. HYDROCOM - MA-801-03 Hydraulic truck

Mobile pressure source for functional tests of hydraulic systems for airplane.
Aggregate description
The drive itself is placed on a carriage; it is compound of an electromotor (12) - see fig. 2 -and a
(10), a filter (13), a relief valve (15), a back-pressure valve (16), a hydraulic accumulator (20) and a
throttle valve (26). There is a globe shut-off valve (25) and a quick coupling plug socket (31), to
which hoses (30) are attached with a male plug of the quick coupling (31). On the second end of the
hose there is a reducing piece of a screw fitting. Suction is performed with a hose (32) by means of
a screw fitting reducing piece and quick couplings (33).
Function description
As soon as the electromotor is running, at first the hydraulic accumulator (20) is filled up and when
the operation pressure in the circuit is achieved, the relief valve (13) is opened and oil is drained to
the pump suction. With pressure oil bleeding in the airplane circuit the relief valve is automatically
closed. For pressure indication there is a manometer (27) inserted in the circuit. For possible
reduction of the oil flow rate to the circuit there is the throttle valve (26) in the pressure branch,
which bleeds a portion of oil back to the pump suction.
Hydraulic power unit parameters
Hydraulic power unit type MA-801-03

• Volume delivered Q = 9dm3.min-1
• Operating pressure p = 150bar
• Pump OT200 P06D/G 28 P2 standard 1/2
• Electric motor 1LA7107-4AA11,3/3,45kW
• Main electric motor power demand P = 3kW
• Main electric motor revolutions n = 1420min-1
• Electric motor voltage 400/230V; 50Hz
• Hydraulic fluid mineral oil Aeroshell Fluid 41
• Operating temperature 25 to 55°C
• Filtration minimal class of purity 9 acc. to NAS1638
• Weight 75kg
• Proportions 890x365x970mm
• Noise <80dB(A)
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Hydraulic fluids
For all hydraulic components used, Aeroshell Fluid 41 mineral oil is suitable to DIN 51525 standard,
section 2 - oils with additives for corrosion, oxidation and wear prevention. When choosing oil, the
users are recommended to find out, whether the oil supplier offers an opportunity to check condition
of used oil as to the contamination, aging and additives reserves and whether conclusions on
further oil serviceability can be drawn from the check results.
Connection, servicing of the HYDRAULIC UNIT

Operation before Commissioning the Hydraulic Unit
Before commissioning it is necessary to check:
• cleanness of piping, tightening all connecting elements
• connection according to the hydraulic diagram
• couplings between the electric motor and the pump, mainly due to keeping alignment and
clearance delimitation
• electric motor wiring and keeping the sense of rotation, if filters are correctly installed and if
they have the specified filtration capacity
• filling of the inner space of the pumps with oil
• setting of pressure valves to the minimum pressure
Operation during Commissioning

• run the pump in short intervals
• check pump noisiness and piping tightness
• deaerate the hydraulic circuit
• according to possibilities re-examine circuit function with minimum load
• gradually increase pressure to the specified operating value and set other regulation
elements
• during operation monitor control and measuring instruments, noisiness, height and
temperature of the oil in the tank
• follow instructions stated in service manual, it is necessary to proceed exactly especially
when commissioning sliding-vane and piston regulation pumps and proportional hydraulic
elements
• test all functions simultaneously and compare with design values
• check pressure drop signalling on filters
Oil Filtration
To ensure high service life, it is possible to recommend cleanness class 8 to NAS 1638.
This class can be attained by filtration with coefficient of β 20 ≥100.
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Filter elements A06NP01 must be changed after 1000 working hours, max. after 1 year and always
when indicator signalizes change.
Drain and replacement of pressure and suction hoses

If you need to drain the pressure hoses, use the flow control valve SV1, position nr. 26.
To open the flow turn the valve knob to the right (clockwise direction), to close the flow turn the
knob to the left (anticlockwise direction)
It is necessary to check continuously the condition of pressure hoses.
Hoses replacement 1SN-13EFR15L/EFR15L-5000, 2SK-10EFR12L/EFR12L-5000 is necessary
every time when damage of hoses is found by inspection.
Servicing of Accumulators
In case of any manipulation with the accumulator AMM0,35P330CM0, it is necessary to
depressurise the hydraulic accumulator and make sure that no liquid from the hydraulic circuit can
get into the accumulator. It is always necessary to proceed according to the accumulator service
instructions mentioned below. Hydraulic accumulators are only filled with nitrogen and only by
means of a specified filling device.
Accumulator AMM 0,35P330CM0 service instructions
• Construction
The accumulator consists of a pressure vessel on which the gas connection is located at the top
part, while the fluid connection is in the lower part. The body contains a flexible diaphragm
acting as separator between the two fluids.
• Technical features:
Stored volume 0.45 dm3
Precharge pressure P0: 135 bar
Min. operation pressure P1: 150 bar
Max. operation pressure P2: 200 bar
Temperature range (TS) from -20 to +150°C
• Pre-loading and checking set
It is used for the periodic check of the precharge or it is used for the inflation of all the
diaphragm accumulator. For the inflation is necessary a connection to a bottle filled with
industrial dry nitrogen with a pressure higher than the precharge value required
• Maintenance
- Putting into service
Before the system is pressurized check that the precharge gas is at required level, the setting of
the safety or relief valve is lower than the max working pressure of the accumulator and air is
vented from the piping.
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- Periodic checks
The accumulator should be checked to ensure that there isn’t any leakage of gas precharge.
Before checking, the accumulator must be isolated from the system pressure and the fluid
removed.
An initial check has to be done within the first week after installation.
A second check should be carried out approximately 3 months later.
Subsequent checks after every 6 months.
• Repair
In the event of failure, periodic check or recertification, the accumulator must be disassembled
from the system. Before removing the accumulator for servicing, isolate it from hydraulic circuit
and reduce to zero by exhausting the fluid through the system and back to reservoir.
The repair can involve the replacing of the diaphragm, seals or gas valve. For safety and
functionality reasons, use only those parts supplied or recommended by the accumulator
manufacturer..
- Disassembly
Before the disassembly, discharge completely the nitrogen contained in the accumulator
Firmly fasten the lower part of accumulator in a vice;
Remove the gas valve (A);
Unscrew the top cap (B)
Extract the diaphragm (C).
- Reassembly
After careful cleaning, substitute any damaged components. Wet the outer surface of the
bag and seals with the operating liquid.
Reassemble the cap (or ring nut) and tighten it firmly. Lastly reassemble the gas valve
(tightening torque 35 Nm).
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• Precharge
Precharging is carried out using pre-loading and checking equipment. Dry industrial
nitrogen is used.
Never use oxygen or air
Proceed as follows:
fit a suitable precharging equipment to the gas valve;
connect it to the nitrogen cylinder with the charging hose;
slowly introduce nitrogen into the accumulator until reaching a pressure slightly above the
required level;
close the valve of nitrogen cylinder and disconnect the charging hose from the equipment;
wait for the gas temperature stabilization;
set the pressure by venting off the excess of gas.
A reducing valve must be installed between the gas cylinder and the accumulator when the
gas cylinder pressure is higher than max. permissible pressure of accumulator.
Setting Pressure
It is necessary to continuously check the pressure setting of pressure valves
DWPD-U-2-10-SM-15-2. At no cost can the pressure valves be set to a higher pressure than the
unit was designed for and than is stated in the hydraulic diagram.
Cleaning the Hydraulic Unit

The hydraulic unit must be kept clean so that no dirt gets into the hydraulic circuit - thus active
surfaces of hydraulic elements are protected from damage. When a high-pressure cleaning device
is used, it must be ensured that no mechanical damage to parts of the hydraulic unit will occur and
that condensed water will not get into the oil.
Maintenance of hydraulic devices is scheduled according to the operation duration, at

closures of traffic and according to demand.
A professional device service can be ordered at the hydraulic aggregate producer:
HYDROCOM, spol. s r.o.

Resident at: Kolískova 11, 602 00 Brno
Plant: Havránkova 11, 619 00 Brno
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FIG. 2 HYDROCOM MA-801-03 HYDRAULIC TRUCK

(10) Gear pump, (12) Electromotor, (13) Filter, (15) Relief valve, (16) Back-pressure valve,
(20) Hydraulic accumulator, (25) Shut-off cock, (26) Throttle valve, (27) Manometer, (30) Hose,
(31) Quick coupling plug socket, (32) Hose, (33) Quick coupling plug socket, (50) Reducing
piece, (51) screw fitting reducing piece
S - Suction connection
P - Pressure connection
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C. B955091N (XL410.9551) Device for checking and filling landing gear dampers
This device is used for filling and pressure checking in landing gear shock absorbers and hydro
accumulators. When checking the pressure, unscrew the hose (3) and replace it by closing nut (6).
FIG. 3 B955091N (XL 410.9551)DEVICE FOR CHECKING AND FILLING LANDING GEAR
DAMPERS
(1) Pressure gauge; (2) Filling pipe union; (3) Filling hose; (4) Wing nut for connection to
the airfield bottle; (5) Handle for opening of filling valve in the undercarriage shock absorber;
(6) Closing nut; (7) Filling valve
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D. B959801N (L410.9591) Device for washing the compressor

(1) General
This device serves for engine compressor washing. The device consists of a frame, provided with
two-wheel undercarriage accommodating two pressure vessels;
for demi-water, marking WATER
for washing agent-marking MIXTURE
Pressure vessels are provided with both safety valves, being set-up to the pressure of 0.15 MPa
(1.5 kp/cu.cm) and mechanical mixers.
Pressure bottles are connected via reduction valve to the compressed air bottle.
Air inlet to the pressure vessels and the inlet to the hoses, to the connected engine can be opened
and closed by two three-ways cocks.
FIG. 4 B959801N (L410.9591) DIAGRAM OF COMPRESSOR WASHING INSTALLATION

(1) Pressure vessel WALTER; (2) Pressure vessel MIXTURE; (3) Safety valve LUN 7513.01-8;
(4)Three-way cock 8 LUN 7377.02-8; (5) Reduction valve 8 ON 078679; (6) Discharge cock
Sh 100 103-691 081
pressure air
washing mixture and water
waste
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(2) Device for washing the compressor

Fill the washing agent in the pressure vessel marked MIXTURE (1)-see fig. 5, and fill the
demineralized water in the pressure vessel marked WATER (2) - see the MAINTENANCE
MANUAL of the engine M 601 E, section 072.03.00. Close the pressure vessel air tight.
NOTE: Check, that the cocks 15 and 16 are in position CLOSED.
Hose (4) through which the washing agent is fed together with water (i.e. the hose closer to the
device center) has to be screwed by its pipe union to the ring on the engine for compressor
washing. Reset the control levers of three-way cocks 8 LUN 7377.02-8 to the extreme position
WASHING on the left-hand side of both engine nacelles.
CAUTION: COCK CONTROL LEVER MUST NOT BE IN ANY CASE IN CENTRAL POSITION.
AT TEMPERATURES BELOW 0°C THE COCK HAS TO BE RESET AFTER
DEFROSTING BY THE HEAT FROM RUNNING ENGINE TO PREVENT THE
COCK SHAFT BRAKING IN CASE THE COCK WOULD HAVE BEEN FROZEN.
Reduction valve (7) with connected hose, (6) has to be screwed onto the valve of airfield bottle
(12). Check, if the closing cocks 13 and 14 are in position CLOSED and the valve (10) is closed.
Control valve handle (11) has to be screwed to the left, thus setting the lowest pressure.
Open the closing cock of airfield bottle (12). Air pressure in the bottle is indicated on pressure
gauge (8).
With the handle of control valve (11) set-up the pressure to 0.12 ± 0.01 MPa (1.2 ± 0.1 kp/cu.cm)
by turning the handle to the right. This pressure will be indicated on pressure gauge (9).
Open the valve (10) hence feeding the air pressure to the cocks (13). Compressor washing has
to be carried out according to WORK PROCEDURE specified in MAINTENANCE MANUAL of
the engine M 601, section 072.03.00.
After compressor washing close the cock of airfield bottle. Disconnect the control valve (7) from the
airfield bottle (12). Place the reduction valve with the hose in the storing space of the installation,
this being under the cover situated on the upper plate of the installation.
Disconnect the hose from the engine and store it such a way, that the hose is wound round of
any pressure vessel. Blind the end of the hose to prevent impurities penetration into the hose.
Reset the control levers of three-way cocks 8 LUN 7377.02-8 to the extreme position WATER
INJECTION and lock the lever with a piece of binding wire.
WARNING: THE COCK CONTROL LEVER MUST NOT BE IN ANY CASE IN CENTRAL
POSITION.
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FIG. 5 B959801N (L410.9591) DEVICE FOR WASHING THE COMPRESSOR

(1) Pressure vessel MIXTURE; (2) Pressure vessel WATER; (3) Support; (4) Hose of the water
and cleaning mixture outlet for compressor washing; (5) Discharge hose; (6) Pressure air hose;
(7) Reduction valve 8 ON 078679; (8) Bottle pressure gauge; (9) Reduced pressure gauge.
(10) Air supply valve to the air pressure hose; (11) Handle of the control valve; (12) Airfield bottle
of pressure air; (13) Cock 8 LUN 7377.02-8 for controlling the air supply to the pressure vessels
MIXTURE and WATER; (14) Cock 8 LUN 7377.02-8 for controlling water and mixture outlet from
the pressure vessels in the hose; (15),(16) Discharge cock Sh 100 103-691 082; (17),(18) Mixer;
(19) Reducer B097448N; (20) Sealing B097449N, (21) Reducer B097433N; (22) Sealing
B096596N
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(3) Maintenance during operation

When using this device it is necessary to check at least once in a month that all three relief valves
on the pressure vessels are relieving at the pressure of 0.15 MPa (1.5 kp/cu.cm). Checking is
to be carried out by hearing-at the pressure raise in pressure vessel over the permissible value,
max. however to the value of 0.2 MPa (2 kp/cu.cm). After 5 years the device is to be handed over
for pressure vessel rechecking. The strength and leakage tests are carried out with the pressure
of 0.25 MPa (2.5 kp/cu.cm) for the time of 5 minutes.
No leakage is allowed during this time. Defective pressure vessels have to be scrapped.
E. B596200N Truck for hydraulic liquid replenishing

(1) Truck for hydraulic liquid replenishing serves for pressure replenishing of hydraulic liquid to the
aircraft hydraulic system (so called lower filling). Truck frame is placed on two wheels. The device
is connected by means of ground suction connection on the hose to the suction connection in
engine left-hand nacelle. Hydraulic liquid is pumped by means of hand operated pump via hydraulic
filter to aircraft hydraulic system. The procedure for hydraulic liquid replenishing is specified in
section 012.10.00.
(2) Maintenance during operation
Check before each use, that the filter XL410.4613-11 is free of any impurities or water and that
it has been filled with the hydraulic liquid to the mark on the crucible body. Replace once in a year
the filter cartridge with permeability of 5 µm.
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FIG. 6 DIAGRAM OF TRUCK FOR HYDRAULIC LIQUID REPLENISHING

(1) Tank; (2) Hydraulic filter LUN 7614.01-8 with the cartridge FV 6; (3) Hand operated pump
LUN 6100.01-8; (4) Air filter L410.4613-11; (5) Hydraulic discharge; (6) Level gauge
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FIG. 7 B596200N TRUCK FOR HYDRAULIC LIQUID REPLENISHING

Tank; (2) Filling nozzle plug; (3) Hand operated pump LUN 6100.01-8; (4) Air filter
L410.4613-11; (5) Hydraulic filter LUN 7614.01-8 with the cartridge FV 6; (6) Suction
connection LUN 7743.7; (7) Steel blind flange 1899 A-8, (for hydraulic liquid discharge);
(8) Cover; (9) Padlock
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F. B598984N Connection set of Air Data Tester

B598984N Connection set of Air Data Tester serves for connection of the BARFIELD 1811D A0A
Air Data Tester to the Pitot-static system of aircraft - refer to the fig. 8.
The 1811D is also available with the Barfield DAS 650 digital airspeed and DALT55 digital altimeter.
More information refers to the INSTRUCTION MANUAL for 1811D Pitot-static test set
(P/N 101-00164).
FIG. 8 B598984N CONNECTION SET OF AIR DATA TESTER

1 - 95011555 (for LUN 1152) or B096669N (for LUN 1157) - Connection of Pitot tube - 2 pcs
2 - B096670N - Connection of Static Probe - 2 pcs
3 - B096672N - Connection of RAM - 1 pc
4 - B096668N - Plug of Static Probe - 2 pcs
5 - B580760N - T (Tee) piece - 3 pcs
11 - 34069211 - Hose clamp - 18 pcs
12 - 81479612 - Hose - 24 m
13 - 19790102 - Stainless Wire ∅ 2mm
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TEST FIXTURES
1. General
Test fixtures are shown in section 012.00.00.
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FREE PARTS
1. General
Following section includes the review of free parts, which are supplied with the aircraft (if supplied).
2. List of free parts

Following section includes the review of free parts, which are supplied with the aircraft.
Ser.
Name and figure Type (Dwg. No.) Note
No.
1. Wing tip LH B 524 590 L -
2. Wing tip RH B 524 590 P -
3. Extending belt B 590 730 N Fixing of safety belts to passengers double seats
4. Cabin seat cover B 091 315 N Cover for cabin seats
5. Cabin seat cover B 591 301 N Cover for cabin seats
6. Cabin seat sheath 112-610-1735 Protection of cabin seats during maintenance work
in the passenger cabin
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REPLENISHING
1. General
This section includes following instructions and information concerning the aircraft servicing on the
airfield:
• fuel system filling and discharging
• hydraulic liquid filling (refilling) and discharging
• tire pressure check
• toilette wastes disposal
• oil filling (refilling) and discharging
• water filling and draining of water injection system
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REPLENISHING
SERVICING
1. Fuel filling
A. Fixture, Test and Support Equipment B 596 558 N Ladder
Extinguisher
B 097 365 N Steps

Routine
E. Procedures
(1) General
(a) Fuel filling has to be carried out from the tanker which is provided with the fuel filters and
corresponds to the requirements of aircraft service. When filling the fuel be careful that no
impurities from filling gun surface penetrate into the fuel tank. Max. permissible mechanical
impurities in fuel = 20 microns.
CAUTION: BEFORE STARTING THE FUEL FILLING FROM THE ROAD TANKER,
MAKE SURE THAT THE TANKER HAS BEEN CHECKED AND CONTAINS
NO WATER AND OTHER IMPURITIES.
(b) Fuel density v = 0.775 kg/cu.dm at the temperature 20°C. In the winter time, carry out refueling
of the aircraft having the fuel with crystallization initial temperature max. - 50°C (T50) at latest
1 hour after landing with the fuel of crystallization initial temperature max. - 60°C. If the air
ambient temperature on the airfield is below - 45°C, then the fuel T - 50 must be
discharged from the fuel tanks and the fuel system and the fuel of crystallization initial
temperature minus 60°C must be filled into the fuel system.
(c) Used fuel sort
TS-1 according to CSN 656520

RT according to GOST 10227-86 or CSN 656520
JET A1 according to ASTM D 1655-78T or DERD 2494
PSM2 according to PN-86/C-96026
T-1 according to ST SEV 5024-85 or GOST 10227-86
PL-6 according to PND 25005-76
PL-7 according to PND 25005-92
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JET-A according to ASTMD 1655-89

The mixing of the above fuels is permitted.
(d) Fuel admixtures:

When the air ambient temperature on the departure airfield is below + 5°C and also on
flights behind the arctic circle and from the arctic circle, the fuel is added with admixtures
preventing the water crystallization in the fuel:
• liquid "I" according to GOST 8313-76 (exclusive and first class),
• liquid "I-M" according to technical conditions 6-10-1458-79,
• liquid "TGF" according to GOST 17477-75,
• liquid "TGF-M" according to technical conditions 6-10-1457-79,in the quantity of 0.1 -

0.05 % vol. of fuel
APITOL 120 Fuel System Icing Inhibitor is used by an aircraft which has no fuel heater.
For more information please see: http://advancepetro.com/fsii.htm
KATHON™ FP 1.5 Fuel Biocide is a broad spectrum preservative and disinfectant for the
treatment of fuels, kerosenes and is high performance antimicrobial agent, developed
specially to combat problems of microbial contamination.
For more information please see: http://www.fuelcare.com
(e) Following regime is recommended for filling:
Pressure on the road

Filling speed Cycle: FILLING/DWELL
tanker pressure gauge
1/min MPa/kp/cu.cm Filling sec Dwell sec Filling sec Dwell sec ...⇒
100 - 150 0.04 - 0.06 (0.4 - 0.6) 60 10 60 10 ...⇒
NOTE: Filling regime provided standard filling gun of dia 38 mm is used.

(f) Fuel filling
For aircraft with 8 fuel tanks and wing tip fuel tanks Liters Kg LB
Total capacity of all 8 fuel tanks and 2 wing tip fuel tanks 1694.8 1313.7 2895,4
(after deducting expansion spaces)
Expansion space 91 - -
Fuel remainder that cannot be pumped out 16.8 12.7 28,-
Total usable amount 1678 1301 2867,4
CAUTION: THE OPERATING PERSONS MUST BE PROPERLY TRAINED ABOUT THE

WORK SAFETY AND FUEL HANDLING. THE OPERATING PERSONS MUST
NOT WEAR CLOTHES MADE OF ARTIFICIAL FIBRES (SILON). OPERATING
PERSONS MUST WEAR RUBBER GLOVES. NO OPEN FLAME IS ALLOWED
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NEAR THE AIRCRAFT. IN CASE THE AIRCRAFT IS PARKING ON A

CONCRETE APRON, THEN THE AIRCRAFT MUST BE EARTHED.
WHEN USING THE LADDER FOR THE ACCESS TO THE WING UPPER SIDE,
SPECIAL CARE MUST BE PAID TO PREVENT THE FALL DOWN.
RUBBERSOLED SHOES MUST BE USED WHEN MOVING OVER THE WING.
WHEN HANDLING THE FILLING HOSES, CARE MUST BE PAID TO AVOID
ANY DAMAGE ON THE RUBBER DEICERS OF THE WING LEADING EDGES.
(2) CENTRAL PRESSURE FUELLING (if installed)
NOTE: In case, the failure in the system of central pressure fuelling occurs, carry out the
gravity fuelling.
(a) Bring the fire extinguisher.
(b) Let the road fuel tanker drive to the right side of the fuselage rear section.
(c) Open the cover of the central pressure fuelling system (pos. 1, Fig. 301).
(d) Unscrew the cap of the pressure fuelling filler neck (pos. 2, Fig. 301) and connect
the fuel delivery hose of the fuelling equipment (pos. 5, Fig. 301).
(e) Earth the fuelling equipment – earthing hole (pos. 3, Fig. 301) of the filler neck
(pos. 4, Fig. 301).
FIG. 301 CENTRAL FILLER NECK

(1) cover; (2) filler cap; (3) earth the fuelling equipment; (4) filler neck; (5) fuelling equipment
(f) Switch on the digital protractor by pressing ON/OFF push-button. Check if the
“ABS” icon is visible on the LCD display. If not then change the measurement
mode by pressing ZERO push-button.
(g) Read the current value of the aircraft lateral level angle. When the readout is “0”
the aircraft is in the optimum lateral level for maximum fuel filling.
All fuel tanks shall be filled at the same time.
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When the readout is different from “0” identify which fuel tanks (LH or RH) are higher
situated than opposite side of fuel tanks by means of the arrows (▲ or ▼) shown on the
display of the digital protractor. Wing tip tank on the higher side and both main fuel tanks
shall be filled first. By unsymmetrical fuel loading the lateral pitch will be balanced and after
that fuel opposite side allowing the filling of main tank on lower side up to maximum
quantity.
(h) Switch on the BATTERY I, II, PRESSURE FUELLING and CWD-ELECTRO circuit
breakers on the overhead panel.
(i) Press the SIGNALIZATION push-button on the LH control panel. Check whether all the
lights cells illuminate. After the check release the SIGNALIZATION push-button.
(j) Depress the POWER SUPPLY push-button on the central pressure fuelling control panel
(Fig. 302 ). It will be illuminated.
(k) Let switch on fuelling on the tanker. When fuel pressure builds up in the filling line the
FUELLING light cell on the central pressure fuelling control panel will be illuminated.
(l) Check the automatic shut-off means for the fuel overflow prevention in main tanks:
• Open the valves by depressing the VALVE OPEN push-buttons of the LH, RH main tanks
• Depress the TEST push-button on the central pressure fuelling control panel until the
LH, RH VALVE CLOSED (main tank only) signal cells illuminate indicating the closed
position of valves and the VALVE OPEN signal cells go out (in about 8 seconds).
Release the TEST push-button.
(m) Open the valves by depressing the VALVE OPEN push-buttons of the required main and
wing tip tanks.
(n) Watch the fuel gauge indicators an switch manually off the fuel supply to particular tanks
by depressing the appropriate VALVE CLOSED push-buttons when the required fuel
quantity or the maximum fuel quantity 1065 lb / 485 kg is filled to the LH or RH main tanks
and/or 348 lb / 158 kg is filled to the LH or RH wing tip tanks. At fuelling of maximum fuel
quantity into wing tip tanks the automatic switching off by fuel level switches (instead of
manual one) can be used.
The difference between fuel quantities in LH and RH main fuel tanks should not be higher
than 132 Ib (60 kg). LH, RH wing tip fuel tanks can be filled practically till full stage
regardless the lateral pitch.
NOTE: In case of the failure of the fuel level switch in the wing tip tanks the fuelling of
these tanks is stopped by means of the float-controlled valve. This valve switches
off by hydraulic means and the switching off is not signalized. The VALVE OPEN
push-buttons (for wing tip tanks fuelling on the fuelling control panel) remains in
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ON position, even the pressure fuelling into wing tip tank is switched off. The
VALVE CLOSED push-buttons (for wing tip tanks) must be switched off manually
in this case.
(o) When the fuel delivery is stopped and the filling pressure of fuel tanker is decreased the
FUELLING light cell on the central pressure fuelling control panel goes off.
NOTE: It is recommended to switch on the reverse run on the tanker in order to suck off
fuel from the filling line (for about 20 seconds).
(p) Switch off the digital protractor by short pressing ON/OFF push-button.
(q) Switch off the PRESSURE FUELLING circuit breaker on the overhead panel.
(r) Disconnect the screw joint of the fuelling equipment and the earthing pin screw in the filler
cap and close the cover of the central pressure fuelling system.
(s) Let the fuel tanker drive away.
(t) Remove the fire extinguisher and put it in its place.
FIG. 302 CENTRAL PRESSURE FUELLING CONTROL PANEL
Control elements of the central pressure fuelling control panel:

POWER SUPPLY push-button - ON/OFF push-button
FUELING light cell - the light cell will be illuminated when the fuel pressure builds up in the filling
line by the fuel tanker
TEST bush-button - by depressing this push-button the valves for LH, RH main tanks overflow
preventing system shall be checked
PRESSURE IN TANK light cell - the light cell will be illuminated when the maximum fuel admissible
pressure in any tank 0,016 MPa is achieved. In this case the fuel valve
in given section of the fuel tanks is automatically closed and the central
pressure fuelling for fuel filling into this tank is stopped
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VALVE OPEN push-button - by depressing this push-button the fuelling of respective tank
is initiated
VALVE CLOSED push-button - by depressing this push-button the fuelling of respective tank
is stopped
FIG. 303 DIGITAL PROTRACTOR SCHUT P/N 908.926

(1) ON/OFF push-button, (2) LCD display, (3) HOLD push-button, (4) ZERO push-button
Control elements of the digital protractor:

ON/OFF push-button - activates the digital protractor if it is switched off
- shuts off the digital protractor by next short pressing or
- turns off the digital protractor by long pressing (more than 6 sec).
In this case the new calibration of the digital protractor is necessary.
LCD display - shows the directional arrows for the level, the angle and the measurement mode. When the
“ABS” and “0” icon are on the display the aircraft is setting into the precise lateral level.
HOLD bush-button - by pressing this push-button for more than 6 sec the current angle value
is stored into the memory and the HOLD icon appears. By next pressing the
HOLD function is canceled.
ZERO push-button - switches between the horizontal measurement mode (ABS icon appears
on the LCD display) and relative measurement mode (without ABS icon on the LCD
display)
(3) Gravity fuelling
(a) Bring the ladder B 596 558 N to the aircraft wing as well as the ladder (steps) B 097 365 N
to the wing tip fuel tank, if it is installed. Bring the fire extinguisher.
(b) Let the road fuel tanker drive in front of fuselage front section.
(c) Open the lids of two filling necks on the ribs No. 6 and 11.
(d) Unscrew the plug of the filling neck and remove the plugs.
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(e) Connect the frame of filling gun to the earthing pin of the filling neck on the rib No. 11.
(f) Slip the filling gun into the tank hole on the rib No. 11, start the filling until the required
amount of fuel is reached. Stop the filling. Remove and disconnect the filling gun from the
earthing pin. Screw-in the plugs and close the lid.
NOTE: • Close the lid of the fuel tank immediately after filling to prevent impurities
penetration into the tank
• Fuel amount is given by the crew according to the flight duration and the load
• On aircrafts with rubber fuel tanks older than 5 years (from the date of
production) carry out the check for no fuel leakage from drain piping or from
drain holes on the lower side of the left-hand and right-hand wings at fuel
tanks locations.
(g) Close the lids of two filling necks on ribs No. 6 and 11. Open the lid of filling neck of the
wing tip fuel tank.
(h) Unscrew the plug of the filling neck and remove the plug see fig. 304
(i) Connect the frame of the filling gun to the earthing pin of the filling neck.
(j) Slip the filling gun into the tank hole of wing tip fuel tank and fill the required amount of fuel.
NOTE: Fuel amount is given by the crew according to the flight duration and the load. In
case that the crew will ask to fill the full amount of wing tip fuel tanks, then fill the fuel
continuously with recommended speed up to max. 180 l of fuel.
Refuelling up to 200 l is to be carried out intermittently so that the fuel will not flow out
of the wing tip fuel tank.
(k) Stop the fuel filling. Remove and disconnect the filling gun from the earthing pin. Screw-in
the plug and close the lid.
NOTE: The lid of the fuel wing tip tank has to be closed immediately after filling to prevent
penetration of air impurities (dust) into the tank. Close the lid of the filling neck of
the wing tip fuel tank.
(l) Repeat the steps according to (c) ÷ (e) on the right wing.
(m) Let the road tanker drive away.
(n) Remove the ladders and put them on their place.
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FIG. 304 FUEL TANK NECK

(1) Tank closure; (2) Earthing pin; (3) Lid; (4) Protective neck; (5) Mesh sieve
2. Drain of the fuel tanks

A. Fixture, Test and Support Equipment Steps (e.g. B097300N - 1 pc)
Steps (e.g. B097365N - 1 pc)
Vessel (1 pc)
B096591N Hose for fuel discharging

Routine
E. Procedures
CAUTION: OPERATING PERSONNEL MUST BE ACQUAINTED WITH FUEL HANDLING. NO

OPEN FLAME IS ALLOWED NEAR THE AIRCRAFT.
(1) Bring the steps (e.g. B 097 300 N) between the engine nacelle and the fuselage and the steps
(e.g. B097365N) to the wing tip fuel tank, if installed on the aircraft.
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(2) Prepare the vessel under the fuel discharge tube under the fuselage.
(3) Mud discharge from fuel tanks by means of discharge valves below the leading edge of left and
right wing and below the wing tip fuel tank.
(5) Open the lid to discharge the valve on the left wing.
(6) Unscrew the cap on the B066095N (LUN 7350-8) discharge valve and slip onto the discharge
valve the B096591N hose neck for fuel discharge.
(7) Discharge 0.5 - 1 l of fuel into the vessel to secure the fuel purity
Shift out the hose neck for the fuel discharge for about 1 cm. In this way the discharge valve is
closed. After emptying the fuel from the hose for fuel discharging, remove the hose.
(8) Screw the cap on the B066095N (LUN 7350-8) discharge valve.
(9) Close the lid to the discharge valve on the left wing.
(10) Slip the B096597N hose neck for fuel discharge on the B560430N discharge valve on the left
wing tip fuel tank and continue the operation according to item (7).
(11) Repeat the operations as per (5) - (10) on the right wing.
(12) Take away the steps and vessel with discharged fuel.
3. Drain of the fuel cleaners

A. Fixture, Test and Support Equipment B097300N Steps (or equivalent)
B097441N Hose for fuel drain and a bottle
(or equivalent fuel drain kit),
External power supply
B. Materials dia. 0.5 mm binding wire
C. Tools Necessary tools from the tool kit
D. Referenced Information 012.10.00.C

Routine
E. Procedures
Refer to the work procedure 028.00.00.F
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4. Fuel discharging
A. Fixture, Test and Support Equipment B 097 300 N Steps
B 097 365 N Steps
B 096 116 N Fuel discharge hose
B 096 591 N Fuel discharge hose
B 596 560 N Connection for removing mud
E. Procedures
CAUTION: OPERATION PERSONNEL MUST BE TRAINED IN HANDLING THE FUEL. NO

OPEN FLAME IS ALLOWED NEAR THE AIRCRAFT.
(1) Prepare the steps B 097 300 N between the engine nacelle and the fuselage and steps B 097 365 N
to the wing tip fuel tank, if installed on the aircraft.
(2) Connect the electric ground source to the aircraft.
(3) Prepare the tank for fuel discharge.
(4) Open the lids in the aerodynamic transition cover wing-fuselage.
(5) Screw the discharge hoses B 096 116 N to the discharge valves 1703 A.
(6) Unscrew the cap of the discharge valve B 066 095 N (LUN 7350-8) and slip the hose on the fuel
discharge valve B 096 591 N.
(7) Discharge the fuel - this operation can be speeded up when the STOP-COCKS are closed, fire
cocks are open and switch of BATTERY I, II and circuit breaker of FUEL PUMP LH, RH located
on the overhead panel are switched on. Continue in pumping, until each of fuel tank section
contains 50 kg of fuel. Switch-off the switches and circuit breaker placed on the overhead panel
and let the fuel remainder discharge from the fuel tanks due to the gravity.
NOTE: Fuel discharge can be done simultaneously from all discharging valves or only
when using some of them.
(8) Discharging of left and right wing tip fuel tanks is to be carried out in such a way that the connection
for fuel discharging B 096 560 N will be slipped on the discharge valve B 560 430 N of the left and
right fuel wing tip tank.
(9) Take away the steps B 097 300 N and B 097 365 N.
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FIG.305 FUEL DISCHARGING

(1) Mud removing fuel valve; (2) Fuel discharging; (3) Fuel discharging and mud removing;
(4) Fuel discharging valve B 066 095 N (LUN 7350-8); (5) Connection for mud removing
B 096 591 N; (6) Discharge valve 1703 A; (7) Discharge hose B 096 116 N; (8) Discharge valve
B 560 430 N; (9) Connection for mud removing B 596 560 N
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5. Shut-off fuel outlets of fuel tanks during repairs fuel system

E. Procedures
(1) Prepare the steps B 097 300 N between engine nacelle and fuselage.
(2) Dismantle the side cover of aerodynamic transition between wing and fuselage.
(3) Close the fuel inlet by means of the cock 25 LUN 7376-8, which is installed in the space of
aerodynamic transition between the wing and fuselage. The cock lever has to be released and
turned into the position CLOSED.
CAUTION: AFTER COMPLETING THE WORK, OPEN AGAIN THE CLOSING COCK AND
SECURE IT IN OPEN POSITION WITH THE HELP OF A BINDING WIRE.
(4) Take away the steps B 097 300 N.
(5) Fix and fasten the side cover of transition cover with a screw
6. Hydraulic liquid filling

A. Fixture, Test and Support Equipment Steps (e.g. B097300N);
6999 AF Hydraulic truck or
B596200N Hydraulic truck or
HA-4998-13 Hydraulic truck;
LUN 7743-7 suction connection of hydraulic truck
B. Materials AMG-10 Hydraulic liquid as per GOST 6794-75 or

AeroShell Fluid 41 or
hydraulic liquid corresponding to the standard
MIL-H 5606
C. Tools 6x120 No. 697 Screwdriver
E. Procedures
(1) Prepare the steps (e.g. B097300N) to the left engine nacelle.
(2) Prepare the hydraulic truck to the left engine nacelle.
(3) Relieve the pressure in the hydraulic truck by opening the valve (Check on the pressure gauge).
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(4) Unscrew the cover on left engine nacelle bearing the reading GROUND HYDRAULIC
SOURCE 14.7 MPa.
(5) Relieve the pressure in the brake and hydraulic system by actuating the brake pedals.
(6) Capacity of hydraulic liquid tank is 10 l.
(7) Hydraulic liquid tank is filled with max. 9 l of AMG 10 hydraulic liquid as per GOST 6794-75 or
with hydraulic liquid corresponding to the standard MIL-H 5606.
(8) When the tank is pressurized, the level of the hydraulic liquid inside the hydraulic liquid tank
(volume of 9 l) reaches the lower mark – refer to the fig. 306, or when the tank is not
pressurized then the level of the hydraulic liquid reaches the upper mark.
Above-mentioned liquids are mutually mixable.
(9) Before opening the cap of filling valve, make sure, that the hydraulic liquid tank is not under
pressure.
(10) Unscrew the cover on left engine nacelle bearing the reading CONNECTION OF EXTERNAL
SOURCE AMG-10, 14.7 MPa (150 kp/cu.cm).
(11) Unscrew the closing nut of the LUN 7741-8 suction line connection. Screw-on the
LUN 7743-7 suction connection of hydraulic truck on the union of the hydraulic truck hose,
which is filled with hydraulic liquid and screw on to the LUN 7741-8 suction line connection.
Open the assembly cover AMG-10 in the wing skin and dismantle the hydraulic tank lid.
(12) Fill the hydraulic tank with hydraulic liquid in accordance with article 7.
(13) Slip the cover and close the lid in the wing skin. Disconnect the hydraulic truck and the
LUN 7743-7 suction connection of the hydraulic truck from the suction connection. Screw the
closing nut on the suction connection.
(14) Take away the steps and hydraulic truck.
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FIG. 305A LUN 7743-7 SUCTION CONNECTION OF HYDRAULIC TRUCK
FIG. 306 HYDRAULIC LIQUID LEVEL CHECK

(1) Sight glass; (2) Upper mark (max. 9 l); (3) Lower mark (min. 7 l); (4) Lid
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7. Hydraulic liquid discharging

B. Materials Vessel 10 l
E. Procedures
(1) Prepare the steps B 097 365 N to the engine nacelles.
(2) Open the cover at the lower side of engine nacelle behind the fire wall.
(3) Unscrew the closing nut on discharge valve of the hydraulic liquid tank.
(4) The pipe union of the discharge hose is to be lightly screwed on the pipe union of the discharge
valve, the loose end of the hose XL 410.9543 is in a suitable vessel.
(5) Tighten the discharge hose union to the discharge valve, the discharge valve will open automatically
and hydraulic liquid will flow into the hose.
(6) Close the discharge valve of hydraulic tank.
(7) Close the cover on the lower side of the engine nacelle behind the fire wall.
(8) Take away the steps B 097 365 N.
8. Tyre inflation
E. Procedures
The check of pressure in tyres and tyres inflation is mentioned in Chapter 032 (section 032.40.00).
9. Waste disposal from toilet

A. Fixture, Test and Support Equipment Fecal truck
C. Tools Screw-driver (from the set of tools 1:1)

Routine
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E. Procedures
(1) WASTE DISPOSAL FROM TOILET WITH COLLECTING VESSEL - VERSION A (if installed)
(a) Open the toilet door.
(b) Extend the bellows (5) (see section 038.30.00, fig. 1) for toilet venting. Release the seating
plate (3) by relieving two springs - put the seating plate away. Release the locking clip (6)
securing the toilet body to the floor. Take the toilet handle (1) and bring the bucket with waste
out from the aircraft.
(c) Take the bag out from the bucket and dispose the waste. Rinse the toilet with warm water with
deodorant and remove the remaining waste from inside of the toilet with help of the brush.
When the bucket leaks, replace it.
(d) Clean toilet bucket is to be mounted in the aircraft.
(e) The bag has to be secured with a locking clip and then filled with 1 l of water with deodorant
liquid in the ration 50 : 1.
(f) Close the toilet door.
(2) WASTE DISPOSAL FROM TOILET WITH COLLECTING BAG - VERSION B (if installed)
(a) At the temperature of 0°C discharge water from the tank by pushing on the outlet valve leading
into the wash basin.
(b) Push the springs (1), see fig. 307, on either side of the toilet and raise the seat desk (2).
(c) Close the bucket (4) with the cover (3) and remove the bucket from the toilet.
(d) Bring the bucket out of the aircraft, remove the bag (5) from the bucket.
(e) Put a new bag (5) into the bucket and lap its upper edge over the bucket rim (4).
(f) Put the bucket (4) into the toilet, connect the hose for water inlet and put the cover (3) next
to the bucket. Fix the seat desk (2).
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FIG. 307 WASTE DISPOSAL

(1) Spring; (2) Seat desk; (3) Bucket cover; (4) Bucket; (5) Bag
(3) WASTE DISPOSAL FROM DISCHARGING TOILET - VERSION C (if installed)
(a) Open the technological lid in the room of the 20th frame on the right of the fuselage and remove
the closure on both necks.
(b) Connect the hoses of the car for fecal solids. Push the lever into the upper position - the throttle
of the collection vessel will open and dish will take the disposal position.
(c) Rinse the toilet with water with pressure up to 0.2 MPa (2 kp/cm2) for several minutes.
(d) Close the throttle with the lever, disconnect the hoses and install the closures.
(e) Clean the area around the necks and close the technological lid.
(f) Discharge the water from the toilet sprinkling. Pull the hose out of the tank and catch
discharging water in the prepared vessel.
(g) Discharge water from the tank by turning the control valve handle over the wash basin - water
will flow out of the aircraft.
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(h) On the aircraft with 2 liter tank - if installed.
• Turn the closure in the upper part of the case by tilting. Then remove it by slight lifting
and store in the prescribed place.
On the aircraft with 5 liter tank - if installed.
• Open the door with the mirror. Release the belts fastening the water tank. Loosen the cap
nut of the tank control valve and remove the tank. Clear the access behind the bulkhead
No. 21. Loosen six M4 screws on supports and remove them. Release the coupling of
the outlet hose from the wash basin. Move the wash basin box into the toilet compartment
and store it in the prescribed place.
(4) WASTE DISPOSAL FROM CHEMICAL TOILET- PORTA POTTI 335 / 465 (if installed)
- refer to the section 038.30.00
10. Wash-basin box installation and re-filling water into wash basin tank and toilet tank
A. Fixture, Test and Support Equipment Suitable vessels
B. Materials Clean water or water with admixture of deodorant
C. Tools Screw-driver (from the set of tools 1:1)

Routine
E. Procedures
(1) WASTE DISPOSAL FROM THE DISCHARGING TOILET WITH COLLECTING BAG -
VERSION B (if installed)
NOTE: Carry out the work in case the tank with panel is removed (in winter).
(a) Prepare 2 l or 5 l of clean water according to the kind of water tank and/or water with admixture
of deodorant. Under temperatures below 0°C, use warm water up to temperature 50°C.
(b) Unscrew the tank closure, fill the tank to about 2 l or 5 l of water prepared as per item (a).
(c) After closing the tank slip the wash basin panel into the hole in the case located in the wall
of the toilet so that the outlet pipe in the lower part of the wash basin will lead into the sump
in the case. Lock the panel with closure in the upper part of the case.
(d) Check by pressing or turning (according to the kind of water tank) on the outlet valve if water
flows.
(e) Wash the wash basin panel with warm water with admixture of deodorant.
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(2) WASTE DISPOSAL FROM DISCHARGING TOILET - VERSION C (if installed)
NOTE: Carry out the work in case the tank with panel is removed (in winter).
(a) Prepare 11 l of clean water and/or water with admixture of deodorant.
(b) Clear access behind the bulkhead No. 21. Put the wash basin box in the toilet compartment
through the hole in the frame. Fasten the box from behind of the bulkhead No. 21 by means
of 6 M4 screws with washers. Attach the outlet hose to the wash basin. Fill the tank with water
(5 liters). Pass the hose through the wall of the wash basin box and attach it to the control
valve. Screw the other end of the hose with a closure to the water tank. Locate the tank in
the upper part of the box and fasten the attachment belts. Check for leak-tightness of all
connecting parts. Close the door with the mirror.
(c) Open the door with the mirror. Unfasten the attachment belt and remove the water tank.
Unscrew the closure and fill the tank with 5 liters of water. Screw in the closure and hose
and fasten the tank. Check for leak-tightness.
(d) Unscrew the closure of the flush tank located behind the closet and refill the tank with water
to about 6 liters. Screw on the closure.
(e) Check for water flow by turning the control valve.
(f) Clean the wash basin panel with warm water with admixture of deodorant.
(3) WASTE DISPOSAL FROM CHEMICAL TOILET- PORTA POTTI 335 / 465 (if installed)
- refer to the section 038.30.00
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11. Oil filling

A. Fixture, Test and Support Equipment B 097 300 N Steps;
B 096 242 N Oil funnel
E. Procedures
CAUTION: WHEN HANDLING THE OIL B 3V, ADHERE TO GENERAL RULES MENTIONED
IN THE MAINTENANCE SCHEDULE FOR AIRCRAFT L 410 UVP-E, E9, E20.
(1) Bring the steps B 097 300 N to the left side of the engine nacelles.
(2) On the engine nacelles, open the lids to enable the access to the filling necks of the oil tanks.
(3) Open and dismantle the lids with the check gauge of the oil tank. Filling is to be carried out by
means of funnel B 096 242 N to the amount corresponding to the indication between the marks
"max". and "min". on the oil level gauge.
Capacity of oil tanks. Oil quantity in the oil tank of one engine min - 5.5 l, max - 7 l, oil tank
capacity - 11 l. Checking and replenishing of oil is carried out with the propeller feathered
(with the propeller not feathered, the oil level in the tank is higher by 10-15 mm). Check the oil
level about 10-15 minutes after engine stopping which was in the “PRAPOR” mode min. 50 s
before breaking. The oil level must be in the range of max. and. min. marks. In case that the
time period exceeding 12 hours has elapsed from the moment of engine stopping and the oil
level has changed compared to the state ascertained during the check carried out 10-15 minutes
after engine stopping, start the engine and let it run for 2 min. at the idle run. Check the oil level
after 10-15 minutes again.
Oil amount replenishing and check is specified in the Work Procedure 79.50.00-B.
Filling the engine with oil and venting of oil system is specified in Work Procedure 79.50.00-A
of Maintenance Manual of the engine M 601E operation.
(4) Close the lids engine nacelles.
(5) Take away the steps.
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12. Oil discharging

A. Fixture, Test and Support Equipment B 097 300 N Steps;
B 596 276 N Propeller locking fixture;
L 410M.9544 Oil discharge hose
E. Procedures
CAUTION: WHEN HANDLING THE OIL B 3V ADHERE TO GENERAL RULES MENTIONED IN

THE MAINTENANCE SCHEDULE FOR AIRCRAFT L 410 UVP-E, E9, E20.
(1) Bring the steps B 097 300 N to the engine nacelles.
(2) Release and tilt down the lower engine cowl.
(3) Fix the oil discharge hose L410M.9544 to the discharge valve
(4) After discharging the oil remove the discharge hose and close the discharge valve.
(5) Unscrew the plug on the oil cooler and discharge the oil from the oil cooler.
(6) Oil from the speed reducer is discharged by unscrewing the plug on the lower section of the
speed reducer.
NOTE: Oil discharging is specified in the WORK PROCEDURE 79.50.00.C in the

MAINTENANCE MANUAL of engine M601E operation.
(7) Close and fasten the lower engine howl.
(8) Secure the propeller with the locking fixture B 596 276 N.
13. Water injection system attendance

E. Procedures
Requirements on the used water, tank capacity of the water injection system, water filling and
discharging are mentioned in chapter 82, work procedure 082.00.00.
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14. Check of the PTFE (Teflon) hoses

A. Fixture, Test and Support Equipment Sixfold magnifying glass
C. Tools Common tool of tool set
E. Procedures
Carry out visual inspection of the hoses condition. Check the tightness and outer surface of the
hoses. Replace the untight hoses.
(1) Inspect identification plates.
(a) Identification plates are made of the stainless sheet metal. There are marked dates of hose
on the plate. They must correspond with certificate of the hose (EASA Form 1).
(b) In case of the installation of the hose to other aircraft the origin certificate must be inserted
into the documentation of this aircraft and dates of the production charge must be changed
in the list of the hoses.
(c) An identification plate must be fixed at the visible spot so that hose cannot be damaged
during its movement.
(d) An identification plate can spin on the hose without a visible clearance.
(e) Ask the manufacturer Aircraft Industries, a. s. for a new identification plate in case of a loss
of the identification plate, its damage or unreadable dates.
(2) Inspect fixing bushings (clamps) for correctness of a diameter, a condition a correctness of an
installation.
(a) A diameter of the metal bushings (clamps) must correspond with the outer diameter of the
hose.
(b) A rubber pad mustn’t be missing and mustn’t be damaged. Replace the defective
bushings.
(c) A bushing must be tight fixed to the airframe perpendicularly to the hose in the spot its
fixing.
(3) Inspect hoses for chafes and for a radiating heat damage.
Most of hoses consists of two outer protective layers. A blue polyester braid protects a hose
against a chafing. A brown silicon layer protects a hose against a fire. Inspect both of them
visually.
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(a) The damage of the polyester braid is easy identifiable and it is result of the chafing of the
hose by a frame, engine details, other hoses or as a result of the using of the unsuitable
fixing bushing size (Fig.310). A chafing of the polyester braid doesn’t mean a change of
function characteristics or parameters of the hose.
(b) The damage of the silicon cover by the radiating heat is easy identifiable as well, but it isn’t
very frequent. The outer silicon layer is enough dimensioned for application near the hot
parts of the aeroplane (turbines, exhaust tubes etc.). More often the silicon cover of hoses
used to be mechanically damaged by the contact with the sharp parts of the airframe or
incorrect handling with the hose). A chafing of the silicon layer doesn’t mean a change of
function characteristics or parameters of the hose. If the damage is deeper than 0.8 mm
(0.03”) the hose must be send to the manufacturer for a repair for the maintenance of the
fireproof (Fig. 311).
FIG. 310 POLYESTER LAYER CHAFING
FIG. 311 SILICON LAYER CHAFING
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(4) Inspect a correct position and installation of the hoses.
A correct installation of the hoses i.e. a correct duct and fixing in the airframe avoids a damage
of hoses and influences their long term service life. Inspect visually a correct position of the
hoses. If the hose is connected with a movable part inspect it on the move. If it is impossible
(because of security or other reasons) inspect end positions of movable parts.
(a) Inspect signs of the twist, the changes of the length, the bends and spacing of the hot
parts. Inform a manufacturer Aircraft Industries, a.s. about any problems.
(5) Inspect a twist of hoses.
Twist of the hose is usually caused by an incorrect installation. The twist creates the
counteracting force in the hose. A flow is considerably restricted. It means that function
characteristics and parameters of the hose are reduced. In consequence the service life of the
hose is reduced. The visual inspect for twist hoses is because of it considered as very
important.
(a) If the hose after dismantling remains deformed it must be replaced.
FIG. 312 HOSE DAMAGED BY TWIST
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(6) Inspect a surface of hoses for a cracks occurrence.
(a) Inspect a surface of the hoses for occurrence of the cracks, indents and other damages.
Use a sixfold magnifying glass for a better identification of the defects. The cracks are not
allowed.
(b) Dismantle the damaged hose and send to manufacturer for the examination and the
possible repair.
FIG. 313 CRACK OF THE SURFACE LAYER
(7) Inspect a free movement of hoses, mainly systems where a hose performs a periodic
movement.
In a correct installing of the moving hoses mustn’t occur a jamming, impaction or catching at
parts of the aircraft. The limiting of the movement can occur because of the removal of the parts
and subsequent wrong duct or fixing of the hose, release of the hose or the impaction of the
foreign object etc.
(8) Carry out a leakage test of the hoses fittings.
Any leakage from fittings is not allowed. If you find out the leakage in the threaded connection,
dismantle the hose and check a contact surface (cuts, grooves, impurities etc. on the seat
surface) instead the forcible tightening of the nut which can damage the connection.
In case of a leakage at the contact surface of the seat and the fitting (due of the rough surface
of the seat, the misalignment installation (see Figs. 315, 316 or its inaccuracy) it is possible to
seal the connection by means of the aluminum pad. Aircraft Industries, a. s. supports the pad
according to requirement of the user (see Fig. 314).
(9) Inspect locking of swivel nuts of the hose connections.
Swivel nuts must be locked again loosening by means of stainless wire Ø 0.8 mm. The locking
mustn’t be loosen, unwoven or abrupt.
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FIG. 314 ALUMINUM PAD (CONIC SURFACE AFTER TIGHTENING)

Pads are made of DIN A199.5 (ASTM 1050A)
FIG. 315 DAMAGE SEAT BY MISALIGNED ASSEMBLY
FIG. 316 MISALIGNED ASSEMBLY

(1) Nipple; (2) Swivel nut; (3) Male; (4) Gap; (5) Possible mating surface damage
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SCHEDULED SERVICING
1. General
This section the review of aircraft modification according to dropping temperatures, review of aircraft
modifications according to raising temperatures and limitations of operation.
Works, which must be carried out with temperature decrease and/or with temperature increase, are
mentioned in Maintenance Schedule.
The scheduled servicing (routine and periodic maintenance, lubrication chart etc.) are given in
Maintenance Schedule.
2. Review of modifications according to dropping temperatures
Below the temperature with

Precautions
the tolerance +/- 2°C
+ 30°C 1) Reset the pull rods of the flaps control behind the oil coolers (on tiltable covers of
engine nacelle) to the front opening (see fig. 1, detail A:).
1) Adjust the ON and OFF position of automatic feathering switch on the engine
+ 20°C control lever to nG = 88 + / - 1% according to MAINTENANCE MANUAL for engine
operation and WORK PROCEDURE specified in chapter 076.
1) Discharge the rest of water from water injection system and preserve the water
+ 10°C
injection system.
1) Add ethyl alcohol (denatured alcohol) into the washing mixture for compressors
+ 5°C
washing.
0°C 1) Aircraft compartment has to be heated with hot air prior the departure.
2) Pay utmost care to the freezing of venting ports of the fuel tanks.
3) Adjust stretching of the ropes for rudder control and ropes for the control of elevator
trim tabs to the values given for winter operation according to Work Procedure of
control ropes check, specified in chapter 027.
4) Close the blankets on the side cover of the radio station space L 410M.1592
(see fig. 1, detail B).
1) Install the insulating cover onto the oil cooler and winter front and rear cover as
- 5°C
well (see fig. 1, detail D).
1) Do not adjust the turbine generator max. speed with the help of the technological
- 10°C
stop, see MAINTENANCE MANUAL for engine operation, chapter 072.
1) Heat-up the engine with hot air before starting. Rotate the engine and manually
(see MAINTENANCE MANUAL for engine operation, chapter 072).
- 20°C
2) When checking the ignition equipment, adjust the amount of initial starting fuel
(see MAINTENANCE MANUAL for engine operation, chapter 073).
1) Close the movable screens on lower engine cowls (see fig. 1, detail C).
- 25°C 2) When shutting down the aircraft for a time period more as 12 hours, remove the
batteries out of the aircraft and store them in heated room.
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Below the temperature with

Precautions
the tolerance +/- 2°C
- 30°C 1) Before take-off, heat-up the rooms of the main and nose wheels.
2) When shutting down the aircraft for a time period more as 12 hours, remove the
fire extinguishers V 0.5 A and store them in heated room.
3) To accelerate the oil heating after engine starting (before reaching of operational
regime) it is allowed to heat up the oil to the temperature of + 10°C on initial regime
for acceleration (nG = 70%), then heat up the engine at the regime nG = 74 - 79%.
- 40°C 1) Disconnect the oil coolers in the engine nacelles
FIG. 1 MODIFICATIONS FOR WINTER OPERATION

A • Flap control behind the oil cooler
(1) Flap behind the oil cooler; (2) Front port of the pull rod (for lower temperatures);
(3) Rear port of the pull rod (for higher temperatures)
B • Fuselage front side - right - hand side
(4) Cover L 410 M.1592; (5) Controllable screens
C • Engine nacelle
(6) Movable screen
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D • Engine nacelle
(7) Oil cooler winter cover, front side B 596 570 N; (8) Oil cooler insulation B 596 572 N;
(9) Oil cooler winter cover, rear side B 596 571 N
3. Review of modifications according to raising temperatures
Above the temperatures

Precautions
with tolerances of + / - 2°C
- 25°C 1) Connect the oil coolers in the engine nacelles

1) Adjust the ON and OFF position of automatic feathering switch on engine control
- 20°C lever to nG = 92 +/- 1% according to MAINTENANCE MANUAL for engine
operation and WORK PROCEDURE, specified in chapter 076.
- 15°C 1) Open the movable screens on lower engine cowls (see fig. 1, detail C).
0°C 1) Adjust stretching of the ropes for rudder control and ropes for the control of elevator
trim tabs to the values given for summer operation according to Work Procedure
of control rope check, specified in chapter 027.
2) Cancel the adjustment of initial amount of starting fuel if performed according to
review of modifications as per dropping temperatures at the temperature below -
20°C (see the MAINTENANCE MANUAL for engine operation, chapter 073).
4) Open the screens on the side cover of radio station space (see fig. 1, detail B).
1) When washing the compressors, use the washing mixture without alcohol
+ 5°C 2) Remove the insulation cover from oil cooler, as well as winter front and rear cover
(see fig. 1, detail D).
+ 20°C 1) Perform the un-preservation of water injection system and fill the water into the
tank of water injection system.
1) Pull rods of flap control behind the oil coolers (on lower engine cowl should be
+ 30°C
reset to the rear port see fig. 1, detail A).
4. Limitations for operation

A. Checking of pneumatic deicers of the leading edges (the test of inflation and discharging of cells of the
rubber deicers) can only be carried out at ambient temperature higher than - 30°C.
B. The operation of following components can only be performed up to the air ambient temperature of - 40°C:
• cyclic switch LUN 3193
When checking these components ensure the ambient temperature higher than - 40°C.
C. Any handling with the aircraft cables and their repairs can only be carried out at the air ambient temperature
higher than - 40°C.
D. At minus temperatures it is necessary to switch on the flight data recorder FDR before the take-off due to
preheating for the following period of time:
• 3 min. when air ambient temperature is over - 40°C
• 15 min. when air ambient temperature is less than - 40°C.
E. The ELT (emergency locator transmitter) can be operated only at ambient temperatures not lower than
- 20°C. (if installed)
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UNSCHEDULED SERVICING
1. General
This section comprises the description of unscheduled service at emergency situations after an emergency
landing when the crew and passengers must be rescued by means of emergency means and the aircraft
must be removed from the runway.
The following technological procedures are to be taken up:
• penetration into the aircraft and passengers rescue on the board
• extinguishing the on-fire aircraft on the ground
• aircraft removal after landing with the landing gear up
• aircraft lifting with one-side retracted main landing gear
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UNSCHEDULED
SERVICING
1. Penetration into the aircraft and passengers rescue on the board

A. Fixture, Test and Support Equipment Manual operated power saw
E. Procedures
(1) In case of door blocking (i.e. neither main entrance door nor emergency exit - see fig. 301 can be
opened - pos. 1 and 2), penetrate into the aircraft from outside by cutting a square opening into
the fuselage rear section from the left-hand side in the place which is marked by yellow marks (3).
NOTE: Emergency square opening can be made by means of manual operated power saw.
There are no installations in the indicated area, damage of which may endanger health of either
persons on the aircraft or of rescuing personnel. It must be taken into consideration, however,
that on the inside wall the passengers clothes may be hanged.
(2) Due to the fact that the opening for the forced penetration into the aircraft is near ground, when
the aircraft is in normal position, there are no ladders, steps or slipways required for rescuing
the passengers.
(3) With regard to the width of the emergency exit (970 mm) only two workers of the rescuing squad
may work together with axes. When using powered circular saw, it is advantageous if the rescue
worker works alone. The safe access way to the place for the forced penetration into the aircraft
is from the left rear side.
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FIG. 301 PLACE FOR FORCED PENETRATION INTO THE AIRCRAFT

(1) Main entrance door; (2) Emergency exit; (3) Place for forced penetration into the aircraft
2. Extinguishing the on-fire aircraft on the ground

A. Fixture, Test and Support Equipment Ground extinguishing equipment
E. Procedures
(1) For extinguishing the on-fire aircraft, the location of the inflammable materials containing tanks
inside the aircraft is decisive. This location is apparent from the fig. 302. The decisive amount
of inflammables is represented by the fuel (aviation petrol), stored in the wings. It is also very
important for fire extinguishing, that the fuel (wing tip fuel tanks excluded) is stored in bag tanks,
which are also inflammable. Hence the main stream of fire extinguishing agent must be directed
towards the wing and due the location of forced penetration into the aircraft it must be first of all
directed to the left-hand wing.
(2) In case of fire in engine nacelle, the fire is to be extinguished with ground extinguishing equipment
in such a way that the hose of the ground extinguishing equipment will be driven-in into special
lid on the engine nacelle, which will fall out by hose strike.
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FIG. 302 LOCATION OF INFLAMMABLE MATERIAL TANKS

(1) Fuel tanks in left-hand wing, (2) Fuel tanks in right-hand wing, (3) Terminal fuel tank in left-
hand wing, (4) Wing tip fuel tank in right-hand wing, (5) Main hydraulic tank, (6) Hydraulic
accumulators of the main network, (7) Brakes hydraulic accumulator, (8) Emergency hydraulic
tank, (9) Oil tank of the right-hand engine, (10) Oil tank of the left-hand engine (part of the
engine, pos. no. 9 and 10)
3. Aircraft removal after landing with the landing gear up

A. Fixture, Test and Support Equipment Towing vehicle
ropes
B. Materials Rubber belt 0.5 x 1m thickness 5 - 8mm (2 pc)
E. Procedures
(1) In the retracted position (see fig. 303) the landing gear wheels are not completely retracted in the
landing gear nacelle. On the extending section of the landing gear wheels there are still more brake
rollers, these being in case of landing with retracted landing gear the source of increased friction
and will be together with the adjacent wheel structure destroyed or heavily damaged during the
landing.
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FIG. 303 RETRACTED POSITION OF THE MAIN LANDING GEAR

(1) Tire, (2) Brake rollers
(2) Remove the aircraft with the retracted landing gear in the following manner:
• make sure that the propellers do not rotate
• place the ropes according to fig. 304 around both landing gear nacelles - min. length of 20 m.
The contact points of ropes with front edge of the landing gear nacelles have to be protected
with the rubber belt of dimension 0.5 x 1 m and the thickness 5 - 8 mm, or other suitable material.
When using the steel ropes, add more wooden bars of dimensions 25 x 50 mm, length 0.5 m.
• connect the ropes behind the fuselage and attach them to the towing vehicle
• to the aircraft rearward (i.e. tail ahead)
NOTE: • There is no difference between the ways of aircraft towing from the grass or concrete
surface.
• Due to relatively low weight of the aircraft and small specific pressure, the aircraft
can be towed for a shorter distance without loading it on a special transport bogie.
• Even when following all precautions concerning the protection of the landing gear
nacelles, fracture of their skin on front edges can occur during the towing.
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FIG. 304 TOWING THE AIRCRAFT WITH RETRACTED LANDING GEAR BY THE TOWING VEHICLE
4. Aircraft lifting with one-side landing gear retracted

A. Fixture, Test and Support Equipment Chock
High-lift truck
B. Materials Wooden prism 10x10x150mm
E. Procedures
(1) Lift the aircraft with one-side main landing gear retracted as mentioned below:
• put the chocks under the retracted wheel of the main undercarriage from both sides
• adjust the propeller manually in order not to obstruct the movement in the vicinity of engine
nacelle
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• drive in with high lift truck of capacity min. 1500 kg and the lift min. 2600 mm on the outer side
of the engine nacelle (in the distance at least 0.5 m from the engine nacelle) to the area in
front of the wing leading edge on the side of retracted landing gear - see fig. 305
• extend the high lift truck fork to the elevation of about 0.4 - 0.5 m under the wing lower edge
• position the wooden prisms of size 10x10x150 mm in such a way that after their pressing
to the wing they lay in the centerline of the front and rear beam (centerline to be recognized
according to rivets row - the front one approx. 0.5 m from the leading edge, the rear one
approx. 1.3 m from the leading edge). In case the truck fork is not long enough, the support
in place of front beam would be sufficient but attention must be paid so that the fork free
ends do not damage the skin
• lift the fork of the truck in such a way so that the prism is be slightly forced to the wing lower
side. Check the prism position and repair possible defects
• check the reliability of blocking of the retraced landing gear wheel against movement
• lift the aircraft into position sufficient for landing gear extension in small steps and continuously
check the proper wing position on the high lift truck
• by the means of assembly lever remove the landing gear from the landing gear nacelle and
take it out manually to the position when the operating cylinder lock is locked. Work has to
be performed by skilled aircraft maintenance engineer
• lower the truck to let the aircraft seat completely on the landing gear (in case that the aircraft
landing gear cannot be lowered or it is heavily damaged and unmovable, place the special
bogie, used for crashed aircraft transportation under the landing gear nacelle). Take away
the wooden prisms and drive the truck away
• Remove the wooden chock from under the landing gear wheel
NOTE: • The aircraft prepared in this way is ready for towing in accordance with
procedures with para 3.
• In case that the high lift truck is not available, carry out lifting with suitable
jack, supported in the same points. Mobile crane may be used, too. In such
case the fork of high lift truck has to be replaced by the wooden beam placed
under the prism and sufficiently overhanging the leading and trailing edge
(for the safe attachment into the suspension rope).
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FIG. 305 AIRCRAFT LIFTING BY MEANS OF HIGH LIFT TRUCK

(1) Wooden prism; (2) Chocks under the wheel; (A) The wing detail at the high lift truck fork
point (cross section)
5. Ice accretion removal from the aircraft on the ground

B 097 343 N Ladder
Hot air source
B. Materials OK - 69 (CR) Deicing liquid

Deicing liquid “Arktika”, liquid consumption 15 - 20 l
per aircraft
GLYKOSOL

Routine
E. Procedures
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(1) Prepare the steps B 097 365 N and the ladder B 097 343 N to the tail planes and aircraft wing.
(2) Make sure that there is no snow, ice or hoarfrost on the aircraft surface in the antennas. Snow,
ice or hoarfrost have to be removed with deicing liquid OK-69 or “Arktika”. The deicing liquid may
be used as prevention against accretion arise as well.
WARNING: ACCRETION REMOVING LIQUID OK-69 AND “ARKTIKA” IS A POISSON OF

II. CLASS ACCORDING TO POISSON REGULATIONS IN FORCE. WHEN
HANDLING WITH THIS LIQUID, IT IS FORBIDDEN TO EAT, DRINK AND SMOKE
AND PROTECTIVE MEANS MUST BE USED, PREVENTING DIRECT CONTACT
OF THE LIQUID WITH THE ORGANISM (PROTECTIVE GOGGLES, RUBBER
GLOVES, RUBBER SKIRT, PROTECTIVE DRESS):
IT IS FORBIDDEN TO USE AUXILIARY EQUIPMENT WITH A JET ENGINE
WHEN REMOVING THE SNOW, ICE OR HOARFROST FROM THE AIRCRAFT
ON THE GROUND.
NOTE: • The most efficient method of deicing liquid application is a form of a light spray
applied on the aircraft forming a dense mist, generated with the help of a pressure
vessel and a jet
• when removing a larger layer of snow, remove the snow first mechanically (sweep
down), as the liquid is diluted by snow dissolving and its efficiency is reduced.
(3) Check the inlets opening of Pitot tubes, static pressure sensors and forced pressure sensors whether
they are not frozen. Any accretion has to be removed with hot air stream.
(4) Check the door locks if not frozen. If the locks are frozen, apply the deicing agent, used for
automobiles (e.g. GLYKOSOL).
NOTE: In no case it is allowed to lubricate the lock with oil.
(5) Take away the steps, ladder and spraying equipment
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6. Preheating of pilot cabin and landing gear by hot air

A. Fixture, Test and Support Equipment Heating aggregate with inlet piping (hoses) of the air
L410.9351 Extension for cabin heating
L410.9644 Canvases for engine preheating
D. Referenced Information 012.30.00.B

Routine
E. Procedures
(1) Bring the heating aggregate from airfield outfit to the aircraft
The heating aggregate must conform to the following requirements:
• heated air temperature up to max 100°C
• diameter of the heated air outlet piping (hose) for the connection with extensions must be
in the range from 190 mm to 210 mm
• the piping length of heated air inlet must be at least 15 m.
(2) Prepare the extensions for cabin heating L410.9351 N, canvases for engine preheating
L410.9644 N.
(3) Carry out heating of aircraft cabin in the following manner:
(a) Open the window in the pilot’s compartment.
(b) Put the hot air inlet piping (hose) into the cabin through the main entrance door. Fix the
extension L410.9351 N to the piping (hose) and lay it on the floor between the passengers
seats (into the aisle) in such a way that the hot air will not blow on the parts made of rubber
or plastics (side and ceiling upholstery and lighting panels in the passengers cabin).
(c) Switch on the heating aggregate
CAUTION: HOT AIR TEMPERATURE FOR CABIN HEATING MUST NOT EXCEED 70°C.
(d) After heating has been accomplished, switch off the heating aggregate, take out the inlet piping
(hose) including the extension L410.9351 and close the windows in the pilots compartment.
Close the main entrance door.
(4) Heating of nose and main landing gear is to be performed as follows:
(a) Place the hot air inlet piping (hose) to the nose and main left and right-hand landing gear as
follows:
(b) Aim hot air outlet to:
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• nose landing gear: towards the leg shock absorber and operation cylinder of the servo
control of the nose landing gear
• main landing gear: towards the leg shock absorber of left and right-hand main landing
gear
(c) Switch on the heating aggregate. Adjust the temperature of the air so that the temperature
of the flowing at the aggregates (shock absorbers and the operation cylinder of servo control)
will be 80 - 100°C.
(d) Heating time should be set in accordance with ambient temperature - see fig. 306.
CAUTION: AIM THE AIR FLOW IN SUCH A WAY THAT THE TIRES, HOSES AND
OTHER RUBBER PARTS ARE NOT AFFECTED.
e) Switch off the heating aggregate when the heating is finished.
(5) Engine preheating is to be carried out in the following manner:
(a) Provide the left and right-hand engine nacelles with canvases for engine preheating
L410.9644 N.
(b) Put the hot air inlet piping (hose) into the canvas sleeve for the left and right-hand engine
preheating.
(c) Switch on the heating aggregate. Adjust the heating air temperature to 80 - 100°C.
(d) When the heating is over, switch off the heating aggregate and remove the canvases for engine
heating from both left and right hand engine nacelle.
(6) Bring away the heating aggregate, extension for cabin heating L 410.9351 and canvases for engine
preheating L410.9644.
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FIG. 306 DIAGRAM OF LANDING GEAR HEATING
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CHAPTER
STANDARD
PRACTICES
MAINTENANCE MANUAL
CHAPTER 20
STANDARD PRACTICES - AIRFRAME

Section, Section,
Subject Subject
Title page - - 020.01.04 1 Nov 1/11

List of Effective Pages 1 Mar 30/16 Harness storage 2 Nov 1/11
2 Mar 30/16 and shipment
3 Mar 30/16 020.01.05 1 Nov 1/11
4 Nov 1/11 Installation of instruments and 2 Nov 1/11
Record of Revisions 1 Nov 15/13 units and radio equipment on 3 Nov 1/11
2 Mar 30/16 the airplane 4 Nov 1/11
3 Nov 1/11 020.10.00 701 Mar 30/16
4 Nov 1/11 Cleaning / Painting 702 Mar 30/16
Record of Temp. Revisions 1 Nov 1/11 Approved Repairs 801 Nov 1/11
2 Nov 1/11 802 Nov 1/11
Contents 1 Mar 30/16 803 Nov 1/11
2 Mar 30/16 804 Nov 1/11
020.00.00 1 Mar 30/16 805 Nov 1/11
2 Nov 20/15 806 Nov 1/11
807 Nov 1/11
020.01.01 1 Nov 1/11 808 Nov 1/11
General instructions for the 2 Nov 1/11 809 Nov 1/11
installation of cabling and 810 Nov 1/11
instruments of electro-radio 811 Nov 1/11
equipment 812 Nov 1/11
020.01.02 1 Nov 1/11 813 Nov 1/11
Assembly of harness and 2 Nov 1/11 814 Nov 15/13
coaxial conductors 3 Nov 1/11 815 Nov 15/13
4 Nov 1/11 816 Nov 15/13
020.01.03 1 Nov 1/11 817 Nov 15/13
Assembly of electric panels 2 Nov 1/11 818 Mar 30/16
and racks 020.11.00 1 Mar 30/16
Sealants and Adhesives 2 Mar 30/16

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Section, Section,
Subject Subject
3 Mar 30/16 020.20.00 803 Apr 5/13

4 Mar 30/16 Approved Repairs 804 May 30/14
5 Mar 30/16 805 Nov 1/11
6 Mar 30/16 806 Nov 1/11
7 Mar 30/16 807 Nov 1/11
8 Mar 30/16 808 Apr 5/13
9 Mar 30/16 809 May 30/14
10 Mar 30/16 810 Apr 5/13
11 Mar 30/16 811 Nov 1/11
12 Mar 30/16 812 Nov 1/11
13 Mar 30/16 813 Apr 15/15
14 Mar 30/16 814 Nov 1/11
15 Mar 30/16 815 Nov 1/11
16 Mar 30/16 816 Nov 1/11
020.12.00 1 Mar 30/16 817 Nov 1/11
Protective Coatings 2 Mar 30/16 818 Nov 1/11
3 Mar 30/16 819 Nov 1/11
4 Mar 30/16 820 Nov 1/11
5 Mar 30/16 821 Nov 1/11
6 Mar 30/16 822 Nov 1/11
7 Mar 30/16 823 Nov 1/11
8 Mar 30/16 824 Nov 1/11
9 Mar 30/16 825 Nov 1/11
10 Mar 30/16 826 Nov 1/11
11 Mar 30/16 827 Nov 1/11
12 Mar 30/16 828 Nov 1/11
13 Mar 30/16 829 Nov 1/11
14 Mar 30/16 830 Nov 1/11
020.20.00 801 Mar 30/16 831 Nov 1/11
Approved Repairs 802 Nov 20/15 832 Nov 1/11
802A Apr 5/13 833 Nov 1/11
802B Apr 5/13 834 Nov 1/11
802C Apr 5/13 835 Nov 1/11
802D Apr 5/13 836 Nov 1/11

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Section, Section,
Subject Subject
020.20.00 837 Nov 15/13 020.50.00 509 Nov 1/11

Approved Repairs 838 Nov 15/13 Adjustment / Test 510 Nov 1/11
839 Nov 15/13 511 Nov 1/11
840 Nov 15/13 512 Nov 1/11
841 Mar 30/16 513 Nov 1/11
842 Mar 30/16 514 Nov 1/11
843 Mar 30/16 515 Nov 1/11
844 Mar 30/16 516 Nov 15/13
845 Mar 30/16 517 Nov 1/11
846 Mar 30/16 518 Nov 1/11
020.30.00 601 Nov 1/11 519 Nov 1/11
Inspection / Check 602 Nov 1/11 520 Nov 1/11
603 Nov 1/11 521 Nov 1/11
604 Nov 1/11 522 Nov 1/11
605 Nov 1/11 523 Nov 1/11
606 Nov 1/11 524 Nov 1/11
607 Nov 1/11 525 Nov 1/11
608 Nov 1/11 526 Nov 1/11
609 Nov 1/11 527 Nov 1/11
610 Nov 15/13 528 Nov 1/11
611 Nov 1/11 529 Nov 1/11
612 Nov 1/11 530 Nov 1/11
613 Nov 1/11
614 Nov 1/11
020.40.00 1001 Nov 1/11
Spare Parts Storage 1002 Nov 1/11
020.50.00 501 Apr 5/13
Adjustment / Test 502 Nov 1/11
503 Nov 1/11
504 Nov 1/11
505 Nov 1/11
506 Nov 1/11
507 Nov 1/11
508 Nov 1/11

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CHAPTER 20
RECORD OF REVISIONS

Section,
Subject
5 020- List of 1 to 3 - -
Effective Pages
020-Record of 1 - -
Revisions
L410UVP-E/145d May 31/12
020-Contents 1 - -
2 - -
020.10.00 - 705 to 712 -
6 020- List of 1 to 3 - -
Effective Pages
020-Record of 1 - -
Revisions
020-Contents 1 - -
2 - -
L410UVP-E/170d Apr 5/13
020.20.00 801 802A -
802 802B -
803 802C -
808 to 810 802D -
020.50.00 501 - -
7 020- List of 1 to 3 - -
Effective Pages
020-Record of 1 - -
Revisions
020-Contents 1 - -
2 - - L410UVP-E/178d Nov 15/13
020.10.00 814 to 816 817 to 818 -

020.20.00 - 837 to 844 -
020.30.00 610 - -
020.50.00 516 - -

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Section,
Subject
8 020- List of 1 to 2 - -
Effective Pages
020-Record of 2 - -
Revisions L410UVP-E/196d May 30/14
020.20.00 804 - -
809 - -
9 020- List of 1 to 2 - -
Effective Pages
020-Record of 2 - -
Revisions L410UVP-E/208d Dec 10/14
020.10.00 818 - -
020.20.00 844 - -
10 020- List of 1 to 2 - -
Effective Pages
020-Record of 2 - - L410UVP-E/212d Apr 15/15
Revisions
020.20.00 813 - -
11 020- List of 1 to 3 - -
Effective Pages
020-Record of 2 - -
Revisions
L410UVP-E/220d Nov 20/15
020.00.00 - 1 to 2 -
020.10.00 703 - -
709 to 711 - -
020.20.00 801 to 802 - -
12 020- List of 1 to 3 - -
Effective Pages
020-Record of 2 - -
Revisions
020.00.00 1 - -
020.10.00 701 to 702 - 401 to 402 L410UVP-E/225d Mar 30/16
8 - 703 to 712
020.11.00 - 1 to 16 -
020.12.00 - 1 to 14 -
020.20.00 801 845 to 846 -
841 to 844 - -

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Section,
Subject

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Section,
Subject

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CHAPTER 20

Section,
No. Number Revision

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Section,
No. Number Revision

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CHAPTER 20
CONTENTS

Section,
Subject
GENERAL 020.00.00 1 ALL
General instructions for the installation of cabling and instruments 020.01.01 1 ALL
of electro-radio equipment
Assembly of harness and coaxial conductors 020.01.02 1 ALL
Assembly of electric panels and racks 020.01.03 1 ALL
Harness storage and shipment 020.01.04 1 ALL
Installation of instruments and units and radio equipment on 020.01.05 1 ALL
the aircraft
MAINTENANCE MATERIALS PREPARATION 020.10.00 701 ALL
Cleaning / Painting 701
Approved Repairs 801
Conversion tables of used materials 801
SEALANTS AND ADHESIVES 020.11.00 1 ALL
Preparation of three-components putty U-30 M 1
(for application with a spatula)
Preparation of five-components putty U-30 M 1
(for application with a brush)
Preparation of five-component putty U-30 M 2
(for application with a spatula)
Processing of PRC sealing compounds (hermetics) 3
Processing of VUKOPLAST D 420 adhesive 8
Processing of ALDURIT putty 9
Processing of LETOXIT PL 20 adhesive 10
Processing of LETOXIT KFL 120 adhesive 12
Equivalents of Adhesives 15
PROTECTIVE COATINGS 020.12.00 1 ALL
Corrosion protection of the fasteners (bolts, 1
screws, nuts etc.)
Protective coatings hard / soft film corrosion 2
preventive compound
Chemical conversion coatings (BONDERITE or 6
ALODINE) application
Application (spray application) of REVAX 30 13
preparation
ROUTINE REPAIRS 020.20.00 801 ALL
Repairs of parts skin and fasteners attacked by 801
corrosion
Repair of perforated skin 802D
Repair of loosen riveted joints 803
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Section,
Subject
Repair of fabric skin of control surfaces 020.20.00 804 ALL
Repair of aircraft outer paint 808
Repair of aircraft internal paint 809
Repair of aircraft signs and markings 811
Tightening and locking of joint bolts and nuts 811
Piping connection assembly with cap nuts and their 817
locking
Securing of socket-plug connections 822
Repair of conductors 823
Directions for repair of load-bearing elements of 824
airframe structure
Elimination of backlash in the controls and attachment 832
fittings
Repair of corroded magnesium-alloy components 835
Repairs of sandwich parts 837
Sealing of connectors 843
Repair of loose screws of access covers 844
INSPECTION 020.30.00 601 ALL
Inspection / Check 601
Inspection of covering unevenness and linkage of 601
movable areas contours
Depth measuring of scratches, collapsed and 604
corroded places with dial depth gauge GI-2
Check and adjustment of mass balance of control 606
surface
SPARE PARTS STORAGE 020.40.00 1001 ALL
Spare Parts Storage 1001
INSTRUCTION 020.50.00 501 ALL
Adjustment / Test 501
Direction for Mass Balancing of control Surfaces 501
Instruction for alternative Mass Balancing of the 522
Aileron suspended on the Wing
(in OPERATING CONDITION)
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GENERAL
1. Description
This chapter contains general information pertaining to standard airplane hardware installation and
removal practices.
For standard repair practices of a minor nature, refer to AC 43.13-1 (latest revision).
Testing and inspecting of aluminum castings and machined aluminum parts may be done by the
Penetrant Fluorescent Inspection method (according to the ASTM E1417-05).
Usually, a good visual inspection with a min 6X magnifying glass will show any damage or defect in a
repair that is of a significant nature.
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GENERAL INSTRUCTIONS FOR THE INSTALLATION OF CABLING AND

INSTRUMENTS OF ELECTRO-RADIO EQUIPMENT
1. Full solder Sn 50 Pb should be used for soldering of assembly conductors to the clamps and cable
terminals of finished products for normal temperatures. Use of other solder type must be specified in the
drawing. Soldering with the acid or acid paste is strictly forbidden (except Al-Cr Conductors soldering).
As a soldering flux for soldering of assembly conductors to the clamps of finished products and cable
terminals, the spirit-colophony mixture (40 % spirit, 60 % of colophony) should be used. The soldering
flux must be stored in an air-tight package.
2. Use the spirit for degreasing of insulation-free assembly conductors ends, contact terminals, clamps of
finished products as well as surfaces to be soldered. The spirit must be stored in airtight package.
3. Before soldering the conductors to the claps of plug-socket connections, terminal boxes and to elements
previously preserved, their de-preservation with the spirit, used for cleaning of soldered connections,
should be carried out.
4. For stripping of conductor ends, required for the length of soldering, special strip pliers should be used
or the insulation should be burned. When stripping the conductors, no more wires are allowed to be
damaged as mentioned below:
•
2
10 % up to conductors of cross-section 10 mm
•
2
5 % up to conductors of cross-section 16 mm
5. When soldering all types of applied conductors it is not allowed to melt the insulation. Insulation softening
and distortion is allowed to the distance of 2 mm from the soldering point. Insulation light coloring is
allowed unless this is thermally distorted (must be not sticky and must not show rubber contact).
Insulation distortion up to the distance of 6 mm from the place of soldering is allowed for conductors
2
having the cross-section 10 mm and more. Damaged section has to be bundled with thread in tree
shape harness.
6. Sockets and plunges designed by drawings of harness are filled with rubber cold vulcanized paste
LUKOPREN N 1522, mixed with catalyst C 21.
When dismantling the connection, the LUKOPREN should be removed from the connection and filled
again into the connection after connection assembly. Internal surface of the hollow of the connection has
to be properly degreased before filling the paste. Fill the connections with LUKOPREN after checking
the soldering and proper interconnection. When filling the connections with LUKOPREN, make sure the
paste does not penetrate into the socket jacks. For this reason the jacks must be protected by plugging
lither piece (plug) or individual jacks. When the connection is filled with LUKOPREN, the LUKOPREN
inside the hollow must not be damaged anyhow. No bubbles on the surface are allowed. The connection
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filled with LUKOPREN must be for the period, required for paste vulcanization, in the stillstand and in
vertical position.
7. LUKOPREN N 1522 or GE RTV 425 - treatment, storage:

Silicon paste is mixed at normal temperature with selected quantity of catalyst. Catalyst C 21 must be
perfectly mixed-in into the paste total volume designed for the treatment.
CAUTION: AIR BUBBLES WILL ARISE DURING INTENSIVE MIXING!
Treatment table:
Catalyst C21 weight parts to 100 weight parts of the paste Time for mixture treatment
1 about 3 hours
2 about 1 hour
3 30 - 50 min.
4 20 - 30 min.
5 10 - 20 min.
The lost of adhesives of vulcanization products on perfect homogenization of the paste with catalyst
occurs after approx. double or triple treatment period.
To finish the vulcanization and to reach the final property of vulcanization product approx. 10 multiple of
treatment period is required.
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ASSEMBLY OF HARNESS AND COAXIAL CONDUCTORS
1. All materials used for harness repair must conform to:

• materials specified in the drawings
• CSN, ONL standard in force and technical requirements of relevant materials
2. Assembly conductors supplied from the storehouse must be provided with a label, which must remain
on the conductor until the complete conductor coil is used and consumed. It is not allowed to connect
the conductor, shielding and insulation must be not damaged.
3. All conductors bundles with armoring (shielding) must be conductively interconnected according to
instructions indicated on the drawings and according to drawings for the appropriate type.
CAUTION: BINDING OF ASSEMBLY CONDUCTORS WITH DAMAGED SHIELDING OR DAMAGED

INSULATION INTO BUNDLES IS STRICTLY PROHIBITED.
4. During the assembly of shielding wiring make sure that the broken wires have been bent and combed in
order to prevent perforation of the insulation. Check with special care adjustment of shielded outlets of
shielded electric connections. Shielding must be smooth without any ruptures. Max. allowed number of
broken wires is one strand.
5. The conductors must be soldered on the whole contact circumference. The solder must be well melted,
the surface must be smooth, without layers, bubbles or foreign matters. Soldered joint must be free of
excessive pieces of tin or rosin. Soldering lugs have to be soldered in such away, that the joint is perfect,
whilst the solder must not penetrate to the lug ring surface which is proposed for screw head seating.
6. In case that the conductor core diameter is greater then hollow diameter of the jack or pin of electric
connection, it is allowed to cut-out some wires on the conductors with the diameter 1.5 mm and more,
max. 20 % only. Then the soldering is to be carried out in such a manner so that the solder penetrates
and substitutes the cut-out wires.
7. Inserted conductor must be insulated up to the neck of the socket jack. When the soldering is in the cable
lug or elsewhere, the insulation must be up to the soldered place.
8. Slip-on a protective hose (ONL 2460) onto all contacts of relays, push-buttons, lamps etc., according to
conductors and contacts diameter. The hose length should be 15 - 30 mm.
Slip-on the protective hose onto the soldered place of cable lugs according to the cable lugs and conductors
diameters. The hose length is 30-50 mm according to the need.
Protective hoses have to be provided with conductors schematic mark by means of cyclohexanole ink
(according to LeN 54521). All protective hoses must be of diameter ensuring close contact to the necks
of cable lugs and contacts. In case they do not hold properly, fasten them with thread wrapping.
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9. Conductor connection to socket-plug joints, cable lugs etc. has to be carried out in accordance with cable
drawings.
10. The following items are not allowed to be mounted to cable bundles:
• dirty or torn-out protective hoses,
• plug clamps and outlets with cracks or damaged edges, insulators with damaged digits,
• connections cap nuts with damaged thread,
• jacks and pins of electric connections, whose silver layer is mechanically damaged or oxidized (black
color),
• oxidized or mechanically damaged cable lugs.
11. When soldering the sockets and plugs of type RM and RMD, the following rules should be followed:
• soldering of socket and plugs has to be carried out by means of solder iron with flat bent tip of
diameter 3 - 3.5 mm and solder Sn50Pb with spirit-resin mixture,
• soldering time for one lead must not exceed 5 - 10 sec.,
• cut the conductors to the same length, cutting to the fan shape is not allowed.
12. When soldering the sockets and plugs according to para 11, proceed as follows:
• slip-on an identification card of the strand onto each conductors strand,
• dismantle the relevant socket or plug,
• slip the cap nut or connection sleeve over the conductor bundle,
• remove the insulation from the conductors ends,
• carry out degreasing of conductor and socket (pins) using spirit,
• tin the conductors ends,
• secure the connection in the fixture,
• carry out soldering of the conductor into the connection socket, remove the rest of impurities with a
brush wetted in the spirit,
• after the check paint the soldered connections according to LeN 54 903.55 with a varnish C 1005/0080,
• assembly the connection (socket or plug).
13. Soldering of connections type ShR has to be carried out similar to soldering of types RM and RMD.
14. Blank
15. When soldering the conductors to relays, lamps, push-buttons etc., proceed as follows:
• remove installation from conductor ends and clean them with spirit. Slip the protective hose ONL 2460
on the conductor,
• tin made conductor strand with solder Sn50Pb with rosin diluted in spirit,
• instruments contacts have to be washed with spirit,
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• insert the tinned conductor strand into the contact hole, bend and solder it to the contact with the solder
Sn 50 Pb by means of rosin diluted in spirit, rosin or solder leak into the instrument inside section is
not allowed,
• soldered places have to be washed with spirit in order to remove the rosin,
• after check, the soldered places have to be painted with varnish C 1005/0080,
• protect the contacts with protective hoses ONL 2460.
16. Shielding on contactors has to be ended with thread wrapping
17. Coaxial cables installation:

A. When connecting the high-frequency joint to the cable, the following requirements must be fulfilled:
• before installation and fixing the joint make sure that pertaining elements are of good quality
and are not dirty. The joint internal surface has to be additionally purged with denaturated spirit
before final assembly
It is forbidden to use bent jacks or sockets and dirty insulation washers,
• jack (socket) is not allowed to be eccentric (eccentricity) to the internal core of the cable,
• cutting of cable insulation must be straight and perpendicular to the axis of cable internal core,
• the jack (socket) must seat tight with its face to the cutting plane of cable insulation. Do not allow
the clearance between the jack (socket) and cable cutting plane, because it contributes to the
worsening of jack fastening,
• do not allow penetration of cable insulation into the jack holes (sockets),
• when soldering the jacks (socket) to the cable internal core, do not allow melting of cable
insulation,
• the face of socket or jack must be in one plane with the washer face. Jack (socket) protruding
or sinking with the respect to the insulation washer face means that soldering and assembly
are wrong,
• joint fixing sleeve must be tightened with two spanners with such a force which will eliminate
turning and longitudinal clearance of the cable towards the joint body. Beside that, the cable
shielding must be fastened reliably.
B. Production of coaxial cables has to be carried out in the following sequence:

(1) Cut-off the coaxial cable to required length
(2) Cut and remove the insulation upper layer to the length, at which the insulation will fit with joint
sleeve during the assembly of cable terminal,
(3) Release the cable winding and slip parts of high-frequency joint on the cable,
(4) Cut off the internal insulation to the length required for positioning of contact jack (socket) of
cable terminal,
(5) Carry out tinning of made part of internal core with the solder,
(6) Carry out soldering of terminal,
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(7) After the soldering clean the soldered places from the flux with a brush wetted in denaturated
spirit
(8) After the check paint the soldered places with varnish C 1005/0080
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ASSEMBLY OF ELECTRIC PANELS AND RACKS
1. For the assembly of panels and racks generally the same requirements are in force as for the assembly
of harness, see section 020.01.01 and 020.01.02. Special attention should be paid to the following:
A. Soldering of relays and push-buttons, contacts of which are not properly sealed in the insulation
material, should be carried out such a way that the melted rosin will not penetrate into the instrument,
where it may be the cause of troubles in instrument function. In this case the soldering should be
carried out in vertical position with contacts in the bottom side.
B. On push-buttons LUN 3210-8, LUN 3211-8 and those of the same type it is allowed to remove the
varnish from protected contacts mechanically because of contacts soldering.
C. All semiconductors installed in panels and rack must be checked in advance. Soldering of semiconductors
elements must be carried out according to section 020.01.03, para K.
D. Fastening of outlet cable must be carried out mechanically so tight (with a clamp), than in case of
cable pulling the soldered connection will be not mechanically stressed.
E. All soldered places on contacts of push-buttons, relays, etc. and cable lugs must be protected with
protective hoses ONL 2460. The length of hoses = 15 - 20 mm.
The hoses must hold tight, in case the hoses are loose, carry out wrapping with threads to the conductor.
Free contacts (not soldered) of push-buttons, relay etc. have to be protected with protective hoses,
too.
F. If the conductors are soldered in to the cable lugs and the lugs are fastened with a screw, the screw
must be properly screwed-in and secured) spring washer or with securing color C 2001 (8140).
G. The instruments must be installed according to the drawing. Their function must be trouble free and
the operation smooth.
H. No foreign matters are allowed to be found in the racks (nuts, rivets, file dust, etc.).
It is recommended to blow-through the rack or panel before closing.
I. It is not allowed that the levers of circuit breakers, switches and change-over switches contact the
opening edges in the panel or the rack. Minimum clearance of 0.5 mm must be kept.
J. It is not allowed to use for the installation such circuit breakers or switches, mechanism of which is
dragging, or the lever is spontaneously jumping out from its on position. The same is in force for
other instruments.
K. Soldering of semiconductors elements:
The conductors end have to be tinned in advance in the length of 4 - 5 mm. The soldering lugs of
opposite element have to be tinned, too. Spirit-rosin mixture (see section 020.01.01) should be used
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for the soldering. During the soldering the excessive heat has to be discharged such a way that the
lead and will be hold in jaws of flat pliers in the place between the soldered spot and semiconductor
element (or wrap the lead with a pad of cotton wool wetted in the spirit).
The soldering of elements in the instruments may be carried out only when the soldering iron is
electrically properly isolated. During the soldering the instrument must be disconnected from the
mains. The diode leads may be - if necessary - shortened to the minimum length of 15 mm.
Permissible time for lead ends heating is 6 sec. max., when soldering with the solder Sn 50 Pb and
the soldering iron with the point having the temperature of 250°C soldering of not shortened leads
and 2. sec. maximum on soldering of shortened leads.
The leads are not allowed to be bend stressed in the place of function from the sleeve (danger of
lead breaking). If it is necessary to bend the lead, then the bending place must be at least 3 mm
from the sleeve edge.
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HARNESS STORAGE AND SHIPMENT
After manufacture and check coil the bundles and store them in the storing stands, which must be kept in good
cleanness. The bundle bending radii must be minimum 5 times greater than bundle diameter.
Before the installation to the aircraft the harness can be stored only in the rooms established for this purpose,
in dry place, at normal temperature, with no moisture, petrol fumes or acids etc.
It is prohibited to use rubber floor coverings in the storage areas, because the sulfur contained in the rubber
causes blackening of connections silver elements. The bundles must be stored separately from other stored
parts, i.e. independently.
All plug-socket connections must be protected by technological caps, which may be removed from the bundles
just before the installation to the aircraft.
It is strictly prohibited to place the cables before the installation to places not prepared for this purpose, it means,
before covering this places by clean paper or linen sheets.
It is not allowed to transport the bundles together with other stored material and the loading space of transporting
truck must be covered by clean paper.
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INSTALLATION OF INSTRUMENTS AND UNITS AND

RADIO EQUIPMENT ON THE AIRCRAFT
1. Harness installation:
A. Remove protective technological caps from the connections just before connecting to the instruments.
Check after removing, if connection pins are not bent or broken and sockets not contaminated.
B. The cable must be safely fastened in locks and clamps. In case the bundle is loose in the lock, underlay
it with leatherette. It must be possible to close the locks manually, spontaneous opening is not allowed
even by shocks or by pulling the bundle.
C. When mounting the shielded cables or bundles with shielded conductors into the locks, the minimum
transition resistance between the shielding and the lock must be secured. For this reason brush clean
the lock contact surface with aircraft frame, as well as the lock contact surface with bundle shielding
to the metallic luster in accordance with ONL 6661. If the bundle in the lock is loose, wrap it with
aluminum foil (thickness 0.5 mm). Shielding earthing over the locks must be prescribed in the drawing.
D. Make sure that some bundle conductors are not stressed. In the fastening clamps and locks the bundles
must be mounted without any damage and must not hang.
E. When the bundle is installed near sharp edges or movable parts, then the sharp edge or the bundle
has to be protected with sawn leatherette, or both. Holes for bundle passage have to be protected
by rubber tape or by bushing, or by glued fabric ACHKR.
F. Fastening of electric installation to hydraulic or fuel system is forbidden and minimum clearance of
20 mm must be kept. On places, where the electric installation crosses these pipes or where the contact
cannot be avoided, the bundles must be protected with two layers of leatherette.
This two layers have to be wrapped with threads.
G. Cable bundles are not to be installed in places, where they can be damaged by protruding bolts.
Installation of bundles to the surface having projections (rivet heads etc.) is forbidden.
If there no other possibility exists, the cover the surface unevenness with fabric ACHKR or leatherette.
H. The bundles leading to units, fastened on rubber or spring shock absorbers must not be mounted
stressed so much, to prevent free swing-out of units in shock absorbers. Installation and bundles
fastening should be carried out such away that the movement, twisting and bending will be excluded.
Electric connections after joining to the instruments have to be manually fastened and secured with
binding wire.
J. Cables bend is not allowed to exceed 180° on fol lowing min. internal radii:
• cables shielded with soft braiding - 3 diameters
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• high-frequency coaxial cables - 5 diameters unless otherwise specified
K. Clearance of min. 6 mm must be kept between installed cables and aircraft movable parts.
Such cables must be firmly fastened (by means of lock and/or clamps).
L. After additional conductors soldering of plug-socket connections sealed on the aircraft with LUKOPREN,
this connections have to be sealed with LUKOPREN N 1522 again (see section 020.01.01).
M. All cable lugs of bundles joined either to the terminal boards or under the bolts have to be secured
with paint C 2001/8140.
N. Connections passing through the bulkheads have to be indicated with labels located near the connections.
When disconnecting the plug-socket joints from the units, or during aircraft disassembly, the plug-
socket joints have to be disconnected by pulling the joint body.
CAUTION: TO PULL THE CABLE IS PROHIBITED!
2. Installation of instruments and units
A. All instruments, aggregates and radio equipment have to be checked before installation to the aircraft
according to technical conditions or instructions in force for testing the instruments before installation
to the aircraft. Only such instruments can be used for the installation to the aircraft, which have filled-in
certificates according to documentation in effect.
B. Carry out instruments installation and earthing according to assembly drawings and work procedures.
C. All radio equipment, units, tuning mechanism aerial equipment and elements thereof have to be carefully
grounded by means of overbridging or brushing the contact place of the equipment and aircraft frame
to the metallic luster according to drawings and the standard ONL 6661.
D. Fastening brackets, panels and details must be smoothly removable without bending or knocking.
Mechanical damage, cracks, damage of surface protection due to corrosion or rubbing and other defects
are not allowed.
E. On units fastened with the help of rubber or spring shock absorbers, check the condition and absorbing
capability of shock absorbers. Provide for free units deflection. The units must not touch the aircraft
solid structure during deflection. The clearance between the unit and aircraft frame or between
neighboring unit must be 5 mm min.
F. Connection of plug-socket joints to individual instruments must conform to relevant circuit diagrams.
The joints must be secured with binding wire.
G. All instruments of electric installation must be provided with labels according to assembly drawings.
H. Carry out function check of assembled electro-radio-installation units according to Work procedure
and instructions for the equipment operation on the aircraft.
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I. During the installation of electric equipment carry out marking of fastening locking nuts with checking
red line (contacts of contactors, passing-through connections etc.).
J. When fastening the electric bundles on the aircraft with the help of punched tape ONL 3450 it is
necessary to bind the cable bundle 1.3 up to 1.5 turns. Cut out the free end of the tape and left one
or two holes as a spare.
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MAINTENANCE MATERIALS PREPARATION

CLEANING / PAINTING
A. Preparation and processing of Sealants and Adhesives is included in section 020.11.00.

B. Preparation and processing of Protective Coatings is included in section 020.12.00.
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MAINTENANCE MATERIALS PREPARATION

APPROVED REPAIRS
1. Conversion tables of used materials

(1) The below tables list substitute materials from which a part may be made in the case that the respective
spare part is not available and the user must make it from another material according to the drawing.
On using the tables, proceed as follows:
 For all metal materials, inclusive of connecting material, get the respective thermal treatment
given in the drawing, or in the standard.
 For the parts to be welded, verify weldability of the substitute material.
 For connecting parts (screws, rivets, nuts, washers) verify and compare all parameters (strength,
heat-treatment, tolerances, leads, screw head heights, surface treatment) of the original as well
as of the new material.
 For materials without equivalent in the table, select the substitute material particularly on the basic
of strength and ductility, or according to other parameters, as required.
 For paints, test the substitute material on metal sheets of 300x300 mm size, determine the type
technology and approve the paint standard.
 If there is any doubt, test the material to ensure that it meets all conditions given in the drawings
and specifications.
The list includes only material of the critical aircraft components.
(a) Material group: Steels
Steel Metal sheets, thin
Mechanical properties Approximate equivalent

Material
designation Rm MPA Rp 0.2 A5 % A10 % KCU HB (DIN) USA (ASTM)
MPa J/cm2 ISO, GB (BS)
1 2 3 4 5 6 7 8 9
1.0035
10 004.2 max.440 - -20 - - - A33-2
(ST 33-1)
1.0338
11 300.51 270-370 80% Rm -30 - - - CR1 +)
(ST 14)
1.0330 ASMA 366
11 320.31 270-370 max. 290 - 28 - -
(ST12,ST22) CR4 +)
1.0036
11 373.1 360-470 235 - 23 - - GRADE C
(UST 37.2)
1.1121 1010
12 010.1 290-430 205 26 - - -
(C10,CK10) 045M10 +)
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1 2 3 4 5 6 7 8 9
1.4878 TYPE 321

17 246.4 500-700 210 40 - 160 -
(X12CrNiTi 189) A700 BOEH
1020
L-VARD.11 370-520 235 26 24 - 107-149 1.1151 (C 22)
050A 20 +)
1020
L-VARD.13 370-520 235 26 24 - 107-149 1.1151 (C 22)
050A 20 +)
101191
L-WGH.13 540-690 330 - 18 - 155-197 1045 1050
(C45,CK45)
L-ROL.33 max. 730 - - 16 - max. 208 - -
1.7218 4130H V340
L-CM3.33 max. 700 - - 17 - max. 199
(25CRM04) BOEH
1.8162
L-MVC3.33 max. 740 - - 16 - max. 211 5130
(27MNCRV4)
+) materials according to British specification BS 970/1-72
Steel Plates
1 2 3 4 5 6 7 8 9
1.0036
11 373.1 360-470 235 24 - - - GRADE C
(UST37.2)
1.1141
12 020.1 390 245 25 - - - 1012
(C15,CK15)
1.4878 TYPE 321
17 246.4 539 210 40 - 160 -
(X12CrNiTi 189) A700 BOE7
1020
L-VARD.10 370-520 235 26 24 - 107-149 1.1151 (C22)
050A20 +)
1.1191
L-W6H.10 540-690 330 - 18 - 155-197 1045 1050
(C45,CK45)
L-ROL.30 max. 740 - - 16 - max. 211 - -
1.7218 413OH V340
L-CM3.30 max. 700 - - 17 - max. 199
(25CRM04) BOEH
Steel Bars
1 2 3 4 5 6 7 8 9
11 107.0 490-780 70% Rm 7 - - 141-225 (9S20K) C1108

1.0715
11 109.0 460 73% Rm 6,5 - - - 1213 En1A +)
(9SMn28)
1.0721
11 110.0 461-706 363 8 - - 132-202 B 1112
(10S20)
1.0036
11 373.0 380-460 315 7 - - 202 GRADE C
(UST37.2)
1.0060
11 600.0 588-706 314-333 14 - - - 1044
(ST60.2)
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1 2 3 4 5 6 7 8 9
1.1141 1012
12 020.1 390 225 26 - - 111
(C15,CK15) 080A15 +)
1.1141 1012
12 020.2 - - - - - max. 174
(C15,CK15) 080A15 +)
1.0616
12 090.9 spring wire - - - -
(C85,M85)
14 260.3 - - - - - max. 253 GOS1Cr7 9254
17 242.4 569 216 40 - 19.6 - 1.4300 -
1.4878 TYPE 321
17 246.4 500-700 210 40 - 160 -
(X12CrNiTi 189) A70080EH
H 17
17 253.4 550 240 30 - - - 1.4848
ISO4955-83
1020
L-VARD.1 440-600 - - - - 127-172 1.1151 (C22)
050A20 +)
1.1191 1045
L-W6H.1 590-780 - - - - 169-225
(C45,CK45) 1050
L-AUTOR.3 max. 780 - - - - max. 225 1.7034 (37Cr4) 5135
1.7131
L-CE2.3 max. 640 - - - - max. 183 5117
(16MnCr5)
L-ROL.3 max. 790 - - - - max. 228 - -
1.7218 413OH
L-CM3.3 max. 740 - - - - max. 211
(25CRM04) V340 BOEH
L-TER.3 max. 740 - - - - max. 211 - -
L-ROLN.3 max. 880 - - - - max. 253 - -
5
L-AK3R.2 max. 770 - - - - max. 219 -
ISO 683/XII-13
1.4878 TYPE321
L-AKVS.4 540 210 40 - 157 max. 197
(X12CrNiTi189) A700 BOEH
Steel Tubes
1 2 3 4 5 6 7 8 9
1.0308 1020
11 353.1 340-440 225 25 - - max. 135
(St 35) GRADE 55
12 011.1 310-420 185 33 - - - - -
1020
L-VARD.1 390-580 235 26 - - 112-166 1.1151 (C 22)
050 A20 +)
1.1191 1054
L-W6H.1 630 355 15 - - max. 225
(C45,CK45) 1050
L-ROL.3 540-790 - - - - 155-226 - -
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1 2 3 4 5 6 7 8 9
1.7218 413H
L-CM3.1 590-780 440 17 - - 170-224
(25CRM04) V340 BOEH
1.4878 TYPE 321

CH18N10T 550 - 40 - - -
(X12CrNiTi 189) A700 BOEH
Steel Strips
1 2 3 4 5 6 7 8 9
12 071.80 1770- 548- 1.1744 (CK67) 1065

- - 2 -
12 081.80 1960 606 HV 1.1750 (CK75) 1070
1.1259
13 180.20 max.780 - 15 14 - max.227 -
(80MN4)
Steel Wires
1 2 3 4 5 6 7 8 9
1.0036 GRADE C
11 343.0 333-412 186 30 - - -
1.0028 GRADE 33
(1177- 1.4300
17 242.4 - - - - - -
2060) (X12CrNi 188)
42 6450.24 2450- 1.0616
for spring wire dia 1 mm -
(12 090.9) 2750 (C85, M85)
Steel Profiles
1 2 3 4 5 6 7 8 9
1.0036 GEADE C
11 343.0 333-412 206 30 - - -
1.0028 GRADE 33
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STEEL IDENTIFICATION
Identification number scheme
Supplementary digit meaning

The first supplementary digit following the material designation indicates the type of heat treatment of
the steel.
First digit Type of heat treatment
0 No heat treatment
1 Normalizing
2 Annealing (stating the type of annealing)
3 Soft annealing
4 Hardening or hardening and tempering at low temperatures or after temper annealing
(austenitie steels only)
5 Normalizing and tempering
6 Heat treatment to the lower strength value usual for the respective type of steel
7 Heat treatment to the mean strength value usual for the respective type of steel
8 Heat treatment to the upper strength value usual for the respective type of steel
9 Heat treatment not covered by the digits 0 through 8 above
The second supplementary digit following the material designation indicates the degree of working of
the steel metal sheets and strips.
Degree of working
Second digit Steel metal sheets
Steel strips cold rolled
hot rolled cold rolled
0 no rerolling - no rerolling
1 light rerolling light rerolling light rerolling
2 - - 1/4 hard
3 - - 1/2 hard
4 - - 3/4 hard
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SURVEY OF MECHANICAL PROPERTIES OF HEAT TREATED STEEL MATERIALS
Material Mechanical properties

designation Rm Mpa Rp 0.2 MPa KCU 2 J.cm-2 A5 % HB
12 010.4 440-640 295 - 13 132-183

13 180.7 1275-1520 1030 - 7 -
14 260.7 1370-1670 1175 - 7 224-227
L-VARD.4 490-640 295 88 14 141-192
L-CE2.4 780-1030 640 49 10 239-317
L-TER.4 980-1180 780 88 11 300-359
L-TER.6 740-880 540 108 18 223-269
k-W6H.6 640-780 390 49 20 192-239
L-AUTOR.6 780-930 640 98 15 239-285
L-AUTOR.7 930-1080 785 88 13 285-331
L-ROL.6 930-1080 735 59 13 285-331
L-ROL.7 1080-1420 890 59.30 12 348-450HV
L-CM3.6 640-780 440 98 17 192-239
L-CM3.7 880-1030 690 78 12 269-317
L-CM3.9 590-900 440 - 17 170-270
L-ROLN.8 1570-1770 1325 70 11 492-548HV
L-AK3R.6 740-880 490 29 14 223-269
(b) Material group: Aluminum alloys and non-ferrous metals
Metals, Non-Ferrous, Heavy Metal sheets, Strips
Material Mechanical properties Approximate equivalent

designation Rm MPa Rp 0.2 MPa A5 % A10 % HB (DIN) USA
1 2 3 4 5 6 7 8
2.0060
42 3001.11 185-245 40-110 - 30 40-70HV C 11000
(E-Cu57)
42 3005.11 205-255 (60-110) - 30 30-65Hv (2.0060) (C 11000)
2.1020
42 3016.41 (630) - - (4) 160-190Hv C 51000
(Cu Sn6)
2.1020
42 3016.51 (730) - - (2) 180 HV C 51000
(Cu Sn6)
2.0321
42 3213.11 300-380 (100) - 45 (60-95) C 27400
(Cu Zn37)
2.0321 C27 200

42 3213.21 380-440 (150) - 25 (90-130)
(Cu Zn37) C27 400
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1 2 3 4 5 6 7 8
2.0321 C27 200

42 3213.31 440-540 (340) - 12 (125-155)
(Cu Zn37) C27 400
2.3030
42 3701 soft lead Pb 99.95 - -
(Pb 99.94)
Metals, Non-Ferrous, Heavy Tubes
1 2 3 4 5 6 7 8
2.0060
42 3001.11 195-245 (108) (45) 40 (40-83) C 11000
(E-Cu57)
Metals, Non-Ferrous, Heavy Wires
1 2 3 4 5 6 7 8
42 3001.11 196 - - - - 2.0060 C 11000
(E-Cu57)
42 3213.11 324-294 - - (30-38) - 2.0321 C 27400
(CuZn37)
42 3729 hard lead (Pb+Sb 2.5-3.5%) (DIN 17641) -
Metals, Non-Ferrous, Heavy Pigs
1 2 3 4 5 6 7 8
2.3030
42 3701 soft lead (Pb 99.95) - -
(Pb 99.94)
Metals, Non-Ferrous, Heavy Bars
1 2 3 4 5 6 7 8
42 3005.21 245-295 (147) (14) 12 70-90 - -

42 3005.31 295 (195) (6) 4 75-100 - -
2.1020
42 3016.31 490-590 (440) (18) 14 (145-180) c 51 000
(CusN6)
42 3039.71 (490) - - - 120-160hV - -
42 3046.01 590 (265) (14) 12 (130-190) 2.0936 (C 62 300)
(2.0380)
42 3222.31 500 (343) - 5 (120-150) (C 37700)
(CuZn38Pb1.5)
42 3223.21 430-510 (315) - 10 (100-130) 2.0402 C 37 800
42 3223.31 500 (343) 6 5 (120-150) 2.0402 C 37 000
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Metals, Non-Ferrous, Light Metal sheets, Strips

Product quality Approximate equivalent
Material USA-ASTM
designation Note 3) Rm MPa Rp 0.2 MPa A5 % A10 % DIN (GB-B.S.)
ISO
1 2 3 4 5 6 7 8
3.0255 1060 (1050A)
42 4005.11 - 60-100 - - 25
(Al99.5) 1060-ISO
3.1355 2024 (2024)
42 4203.11 0.2-10 max. 240 - - 12
(AlCuMg2) 2024-ISO
0.2-6 12 3.1355 2024 (2024)
42 4203.62 440 290 -
>6 13 (AlCuMg2) 2024-ISO
0.2-2.5 400 260 13 Alclad 2024
42 4253.62 - DIN 1745
2.5-10 420 270 11 2024-ISO
3.2318 6061 (6082)
42 4400.00 6-63 100 - - (16)
(AlMgSi1) 6082-ISO
3.1325 2014(2014A
Z42 4201.01 - max. 290 - - -
(AlCuMg1) 2017A-ISO
3.1355 2024 (2024)
Z42 4203.62 0.2-10 440 295 - 13
(AlCuMg2) 2024-ISO
Alclad 2024
Z42 4253.11 0.2-10 max. 240 - - 12 DIN 1745
2024-ISO
3.2318 6061 (6082)
Z42 4400.15 0.2-10 110-150 50-80 (18) 15
(AlNgSi1) 6082-ISO
3.2318 6061 (6082)
Z42 4400.62 0.2-10 200 120 (17) 15
(AlMgSi1) 6082-ISO
3.3523 5052 (5251)
Z42 4412.15 0.2-10 160-200 65 (18) 15
(AlMg2Mn0.3) 5052-ISO
3.3523 5052 (5251)
Z42 4412.25 0.2-6 200-250 120 (9) 8
3.3555 5086 (5003)
Z42 4415.11 0.5-6 245 - - 19
(AlMg4Mn) 5086-ISO
Z42 4418.15 1.6-10 310 155 - 15 - -
3.0515 3003 (3103)
Z42 4432.14 0.2-6 100-150 - (22) 20
(AlMN1) 3003-ISO
3.0515 3003 (3103)
Z42 4432.25 0.2-3 150 100 (8) 6
(AlMni) 3003-ISO
D16AM  0.5-1.9 150-225 - - 10 DIN 1745

Alclad 2024
2024-ISO
D16AT  0.5-1.9 407 270 - 13 DIN 1745

Alclad 2024
2024-ISO
D16AMO  0.5-1.9 225 - - 10 DIN 1745

Alclad 2024
2024-ISO
D16 ATV  0.5-1.9 407 390 270 340 - 13 5 DIN 1745

Alclad 2024
2024- ISO
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1 2 3 4 5 6 7 8
Alclad 2024
D1S 11-40 390 255 - 8 DIN 1745
2024-ISO
3.0515 3003(3103)
AMCAM 0.5-30 98-150 - - 22
(AlMni) 3003-ISO
AMG 6 BM 0.6-10 310 160 15 - - -
3.3555 5086
AMG 5M 0.6-4.5 275 150 - 15
(AlMg4Mn) 5086-ISO
APSM  0.8 78 - - 18 - -
MA8M  8.0-3.0

3.1-10
225
215
137
127
-
14
12
- -
 Aluminum-clad metal sheets (4 to 6 par cent or the sheet thickness).
 Silumin-clad metal sheet (Si 11 to 12.5 per cent. Mg 0.05 per cent max., Al-the rest)
3 to 12 percent of the sheet thickness
 Magnesium alloy
Metals, Non-Ferrous, Light Tubes
1 2 3 4 5 6 7 8
3.0255 1050(1050A)
42 4005.11 - 60-90 - (30) 28
(Al99.5) 1060-ISO
22 250 - 14 3.1355 2024
42 43.61 410-430
22 290 11 10 (AlCuMg2) 2024-ISO
3.2318 6061(6082)
42 4400.60 - 200 - - -
(AlMgSi1) 6061-ISO
3.3523 5052(5251)
42 4412.11 - 150-210 - 18 16
3.0515 3003
42 4432.11 - 90-150 - 18 16
(AlMn1) 3003-ISO
3.1355 2024 2024-
Z42 4203.61 - 440 315 11 10
(AlCuMg2) ISO
3.1355 2024 2024-
Z42 4203.11 - 180-260 80-155 14 12
(AlCuMg2) ISO
3.2318 6061(6082)
Z42 4400.61 - 200 100 17 15
(AlMgS11) 6061-ISO
3.3523 5052 (5251)
Z42 4412.11 - 150-220 - 18 16
3.3523 5052 (5251)

Z42 4412.21 6-150 210 120 7 6
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1 2 3 4 5 6 7 8
3.0515 3003
Z42 4432.11 - 90-150 - 18 16
(AlMn1) 3003-ISO
3.0515 3003
Z42 4432.21 6-150 150 80 7 6
(AlMn1) 3003-ISO
3.3523 5052(5251)
AMG 2M - 155-220 - - 15
AMG 6M - 315 145 - 15 - -
Metal, Non-Ferrous, Light Profiles
1 2 3 4 5 6 7 8
3.1355 2024 2024-

42 4203.61 10 410 290 12 11
(AlCuMg2) ISO
3.4335 7005 (7020)
Z42 4441.61 20 290 150 11 10
(AlZn4Mg1) 7005-ISO
3.4335 7005 (7020)
Z42 4441.71 20 320 275 9 8
(AlZn4Mg1) 7005-ISO
3.1355 2024
Z42 4203.11 - 180-260 90-155 14 12
(AlCuMg2) 2024-ISO
2 440 325 12 11 3.1355 2024
Z42 4203.61
2 450 335 11 10 (AlCuMg2) 2024-ISO
1.1355 2024
016T 5 400 305 - 10
(AlCuMg2) 2024-ISO
3.1355 2024
016M 5 max. 245 - - 12
(AlCuMg2) 2024-ISO
Metal, Non-Ferrous, Light Bars
1 2 3 4 5 6 7 8
3.0255 1060(1050A)
42 005.11 - 60-90 - 30 28
(Al99.5) 1050-ISO
3.0255 1060(1050A)
42 4005.21 - 90-140 - 6 5.5
(Al99.5) 1060-ISO
 8-100 3.2318 6061(6082)
42 4400.71 270 195 11 9
t  40 (AlMgS11) 6061-ISO
3.3523 5052(5251)
42 4412.11 - 160-220 - 18 16
3.0515 3003
42 4432.11 - 90-140 - 18 16
(AlMn1) 3003-ISO
3.1355 2024
Z42 4203.01 - 210 - 11 10
(AlCuMg2) 2024-ISO
10 3.1355 2024

Z42 4203.61 460-470 320-335 8 7
10-63 (AlCuMg2) 2024-ISO
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1 2 3 4 5 6 7 8
10-22 280 230 10 8 3.2318 6062 (6082)

Z42 4400.71
22-63 290 240 9 8 (AlMgSi1) 6061-ISO
Z42 4418.11 - 310-390 150 16 13 - -
3.0515 3003
Z42 4432.11 - 100-160 - 20 18
(AlMn1) 3003-ISO
3.0515 3003
Z42 4432.21 12 12-40 150 80 78 56
(AlMn1) 3003-ISO
do  10 450 315 3.1355 2024
D16T - 8
10-70 460 325 (AlCuMg2) 2024-ISO
AMG 6M 5-300 314 157 - 15- -
Metal, Non-Ferrous, Light Wires
1 2 3 4 5 6 7 8
3.0255
42 4004.11 - max. 100 - - - 1350
(Al99.5)
3.0255 1060(1050A)
42 4005.11 - max. 100 - - -
(Al99.5) 1060-ISO
 2.65- 3.1355 2024
42 4203.61 440 - 260 +) -
 3.75 (AlCuMg2) 2024-ISO
42 4204.61 - - - 190 +) - AlCu2.5Mg0.5 2117
+) shear strength
Metal, Non-Ferrous, Light Foils
1 2 3 4 5 6 7 8
0.2-0.4 - 3.0255 1060(1050A)

42 4005.11 60-100 - -
0.5-10 25 (Al99.5) 1060-ISO
0.2-0.4 - 3.0255 1060(1050A)
42 4005.31 140 - -
0.5-3.5 3 (A199.5) 1060-ISO
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NON-FERROUS METAL IDENTIFICATION
Identification number schema
Supplementary digit meaning:

The meaning of the first and the second supplementary digit is given in the following Table:
Material designation
incl. supplementary Product quality
digits
Hot formed products
42 ++++.00 commercial grade

hot formed
.01 annealed, guaranteed quality
Gold formed products
42 ++++.11 without guaranteed Rp 0.2 guaranteed quality

.14 soft deep-drawing, quarantined quality
.15 with quarantined Rp 0.2 quarantined quality
.21 without quarantined Rp 0.2, quarantined quality
1/2 hard
.25 with quarantined Rp 0.2 quarantined quality
42 ++++.31 hard without quarantined Rp 0.2, quarantined quality
Cold formed products
42 ++++.41 hardness as for spring mat quarantined quality
-
.51 double hardness as for spring material quarantined quality
Hot or cold formed cold hardened products
cold hardened
42 +++.60
quarantined quality
cold hardened, with
61 quarantined quality
quarantined Rp0.2
62 plug equalized
Hot or gold formed, hot
hardened products
hot hardened, with
42 +++.71 quarantined quality
guaranteed Rp0.2
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Welding and soldering material
Material Information properties

Approximate equivalent
designation +) Rm MPa ++)
B-Sn 30 DIN 1707
260-300 - min. 31
Pb 250/185 BS 219
B-Sn 40 DIN 1707
230-270 - min. 32
Pb 225/185 BS 219
B-Sn 50 DIN 1707
220-265 - min. 35
Pb 215/185 BS 219
B-Sn 60
200-240 - min. 40 DIN 1707 BS 219
Pb 190/185
B-PbAg2Cu 325/300 330-380 - min. 20 DIN 1707
min. 240 min. 100 DIN 8513 Blatt 1
B-Cu6OZnSi 900/880 920-950
 min. 150 min. 100 ASTM B 260
DIN 8512
B-AlSi12 590/575 600-640 60-65 60-65
BS 1845 ASTM B 260
Pb48Sn3281
130 -
(Plumbia 6)
min. 300 min. 100
B-Ag50CuZnCd 750-790 -
740/630  min. 170 min. 80
E 434 B 110.20 (H) ISO 2560

E-B 121 - 440-540 A5 26%
E4343 B 10 DIN 1913
E-B 223 - 1030-1180 - -
E-B 420 E 19.9 Nb B20I ISO 3581
- 540 A5 20%
(E-B 419) E 19.9 Nb B20 DIN 8556(1.4551)
Rp 0.2
G A1-Si5 110 A5 6% -
50 MPa
G1 00 DIN 8554 (G 38) RG
G 102 - 373 A5 15%
45 AWS/ASME SFA-5.2
G1 420 SGX5 CrNiNb199 DIN 8556 (Cr420)
- 580 A5 30%
(G 419) ER 347 ASW/ASME SFA5-9
GX 12CrNiMo 1910 DIN 8556
G 421 - 550-650 A5 30%
ER 308 Mo AWS/ASME SFA-5.9
42 4432.10(11) (Mn- 3.0515 (DIN)
650 min. 108 A5(16%)
A1-Mn) 3003 (USA)
Rp0.2 3.3555 (DIN)
AMG5 (G-AlMg5) min. 190 -
8O MPa 5086 (USA)
Wolfram
+) Working temperature (°C)

++) Strenght in skid Rma (MPa)
 For this solder is validity value: in first line for material
in second line for material.
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(c) Material group: Bearings

Place an order with the manufacturer, or ask for specifications and use the home products of the
comparable quality.
(d) Material group: Conductors
Place an order with the manufacturer, or ask for specifications and use the home products of the
comparable quality.
(e) Material group: Paints
Place an order with the manufacturer, or replace it with products of highest quality used for the
aircraft products in your country.
There are coating products used by AI in the table. It is possible to use coatings same
characteristics of other manufacturers in case of unavailability of them.
Some examples of possible equivalents are shown in the table:
Equivalents
Coatings used AI
PPG AkzoNobel Du Pont Glasurit
Epoxy primer
PR 143 Alumigrip 4144 R 1020 801-1871
S 2318
Polyurethane primer
PAC 33
U 2008
Wash primer
PAC 99 820 R
S 2008
Topcoat CA 8800 Alumigrip 4200 Imron 700 182-18
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(f) Replacing rivets
Rivets
Material-Surface
Figure Standard Approximate equivalent
conditioning
CSN 02 2301.3 42 4005 DIN 660

DIN 124
NAS 1242
MS 20470 F
CSN 02 2302.0 42 4204.6 DIN 660 (D)

elox anodizing DIN 663
NAS 1242 ("h")
.1 42 4005.2
MS 20470 F
.3 424432.1
.5 424208.7
elox anodizing
.7 11 343.1
Zn zineing
CSN 02 2304.0 42 4204.6 DIN 674

elox anodizing NAS 1242
MS 20470F
.1 42 4005.2 DIN L 177
.2 42 4415.1
elox anodizing
.3 42 4432.1
.5 42 4208.7
elox anodizing
CSN 02 2311.1 11 343.1 DIN 664

NAS 1241
.7 42 3005 MS 20426
.9 17 023.6 (for repair work only:
BAC R15DS)
CSN 02 2320.0 42 4204.6 DIN 662

elox anodizing NAS 1241
MS 20426
.1 42 4205.2 DIN L 175
.2 42 4415.1
elox anodizing
.5 42 4208.7
elox anoodizing
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Rivets
Material-Surface
conditioning
CSN 02 2379.13 42 3213.11 DIN 7339

tin plating DIN L 97
CSN 02 2379.19 42 3213.11 Cd
CSN 02 2380.11 42 3213.11 DIN 7340
CSN 02 2382.14 12 011.1 DIN 7340

DIN L 97
CSN 02 2039.01 11 300.0 Ni DIN 101

ASA B 18.1-1965
replacement ASA B 18.4-1960
CSN 02 2387
3548A AMg5 NAS 1241, MS 20426

elox anodizing
3549A D 18P NAS 1241, MS 20426

elox anodizing
3501A V 65 NAS 1242, MS 20470F

elox anodizing
1651 S 52 D 18P MS 27130

elox anodizing
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Rivets
Material-Surface
conditioning
LeN 3363 42 4204.61 DIN 7337

elox anodizing
(g) Replacing screws

When replacing screw and pin materials, proceed as follows:
 If a drawing part is involved, substitute the material as shown in the conversion table adhering
to the minimum tensile strength.
 In the case of standard parts, ask the manufacturer to inform you about the material strength, or
order the complete standard part, or the respective standard. Replace the part according to the
conversion table adhering to the strength.
 In the extreme case, perform the Rockwell or Vickers hardness test, and then select the steel
material according to the measured value.
(h) Replacing chemical products
Gasoline and petroleum spirit - select a product of sufficient purity so as to avoid attacking the basic
material of the aircraft
Grease - see Maintenance Schedule of high quality used currently for other aviation material in your
country.
Hoses - place an order with the manufacturer, or ask for specifications and use the home products
of the comparable quality.
Fabric - replace the tall unit fabric covering with fabric covering of higher quality used in your country
for tail units. In all other cases, place an order with the manufacturer.
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SEALANTS AND ADHESIVES
1. Preparation of three-components putty U-30 M (for application with a spatula)

B. Materials Sealing paste U-30 .…. 100 g

Vulcanizing paste No. 9 ..… 5 - 9 g
Diphenylgiguanidin 0.1 - 0.5 g
(as per MRTU 38-5-6061-65)
C. Tools Ceramic or Dural dish

Stirring paddle
Rubber gloves
E. Procedures
(1) Mix individual components in the sequence specified in the column “Materials”.
Mix until the homogenous material is obtained.
(2) If longer putty life time is required, select the amount of diphenylguanidin specified in the mixing
formula, nearer to the lower limit.
WARNING: PUTTY PREPARATION MUST BE CARRIED OUT IN WELL VENTILATED

ROOM WITH FORCED AIR CIRCULATION. WHEN PREPARING THE PUTTY
AND HANDLING IT, USE RUBBER GLOVES.
2. Preparation of five-components putty U-30 M (for application with a brush)

B. Materials Sealing paste U-30M ... 100 g

Vulcanizing paste No. 9 ..5 - 9 g
Acetone .... 30 g
Ethylacetate ....200 g
Diphenylguanidin 0.1 - 0.5 g
Items 1, 2, 5 according MRTU 38-5-6061-65
C. Tools Ceramic of Dural dish

Stirring paddle
Rubber gloves
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E. Procedures
(1) Mix the individual components in the sequence specified in the column “Material”.
Mix until homogenous material is obtained.
(2) If a longer putty life time is required, selected the amount of diphenylguanidin, specified in the
mixing formula, nearer the lower limit.
WARNING: PUTTY PREPARATION HAS TO BE CARRIED OUT IN WELL VENTILATED

ROOM WITH FORCED AIR CIRCULATION. WHEN PREPARING THE BINDER
AND HANDLING IT, USE RUBBER GLOVES.
3. Preparation of five-component putty U-30M (for application with a spatula)

B. Materials Sealing paste U-30M ... 30 g

Vulcanizing paste No. 9 ... 9 g
Desmodur RF ... 70 gr
Aerosil ... 20 g
Diphenylguanidin … 0.3 g
Items 1,2,5 according to MRTU 38-5-6061-65

Stirring paddle
Rubber cloves
E. Procedures
(1) Mix the individual components in the sequence specified in the column “Materials”.
Mix until the homogenous material is obtained.
(2) If a longer putty life time is required, select the amount of diphenylguanidin, specified in the mixing
formula, nearer the lower limit.
WARNING: PUTTY PREPARATION HAS TO BE CARRIED OUT IN WELL VENTILATED

ROOM WITH FORCED AIR CIRCULATION. WHEN PREPARING THE BINDER
AND HANDLING II, USE RUBBER GLOVES.
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6. Processing of PRC sealing compounds (hermetics)

A. Fixture, Test and Support Equipment PE or duralaluminium; Wooden or PVC spatula;
Stirring device (for amount larger than 0.5 kg);
Rubber gloves
B. Materials PR 1422 A2 (Ord. No. 82177702) Fuel Tank

Sealant;
PR 1440 A2 (Ord. No. 82177708) Fuel Tank
Sealant;
PR 1422 B2 (Ord. No. 82177703) Fuel Tank
Sealant;
PR 1425 B2 (Ord. No. 82177705) Windshield and
Canopy Sealant;
PR 1770 C8 (Ord. No. 82177716) Faying Surface
Sealant;
PR 1435 (Ord. No. 82177721) Quick Repair Fuel
Tank Sealant;
Diluting agents:
Acetone (Ord. No. 82177721);
Ethylacetate TPD 101074-58 (Ord. No. 82109021),
Toluene (Ord. No. 82105212)
Fillers:
AEROSIL® 200 - Synthetic Amorphous Silica
(Ord. No. 82178301);
E. Procedures
NOTE: Hermetic PR with "A" letter means - with brush

"B" letter means - with spatula
Number 2 behing the letter means lifetime of the mixture is 2 hours and the number
½ means lifetime ½ hour at temperature 25°C.
Before using the any Sealing Compounds, it is important that relevant safety and
technical data sheet(s), have been read and understood. The safety data sheet(s)
will advise on all precautions, safety equipment and procedures necessary in the
safe use and disposal of the product.
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(1) Hermetic PR 1422 class A

Hermetic PR 1422 class A is two-part sealant putty applied with a brush as airplane integral
fuel tank sealant. This sealant was especially developed for use over a temperature range of -
55°C to + 135°C and with outstanding resistance to airplane fuels, oils and hydraulic liquids.
(a) Mixing ratio of base and accelerator is 10 : 1 w. p.
Hermetic is supplied in next three variants:

PR 1422 A1/2, PR 1422 A2, PR 1422 A4
Base has biscuit colour, accelerator has black colour.
(b) Hermetic application time and cure time values see below:
Application time Tack-free time Max. interval

Hermetic type
(hours) (hours) to 35 Shore
PR 1422 A1/2 1/2 10 48
PR 1422 A2 2 24 72
PR 1422 A4 4 36 100
Hardening interval lasts 14 days at temperature 25°C or 3 days at temperature 25°C plus 8
hours at temperature 50°C. Hermetic has an excellent adhesion features;
after the 7 samples have been immersed in bath, alluminium peel strength on surface was
3.9 N/mm and stainless steel peel strength was 4.3 N/mm.
Hermetic properties are to be tested according to the MIL-S-8802 E.
(2) Hermetic PR 1440

Hermetic PR 1440 is two-part polysulfide sealant (putty) designed for fillet sealing of fuel tanks
and other airplane fuselage sealing applications. The sealant has the same properties as PR
1422 A sealant. It should be used as a second layer within the hermetization process.
(a) Mixing ratio of base and accelerator is 10 : 1 w.p.
Hermetic PR 1440 is to be supplied in next variants:

PR 1440 A1/2, PR 1440 A2
Base compound has white colour and accelerator has black colour.

Hermetic
PR 1440 A1/2 1/2 10 40
PR 1440 A2 2 40 72
Hermetic cure time and resistence against the environment is the same as for PR 1422 A
hermetic.
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Hermetic adhesion after 7-day exposition of an airplane liquids is on aluminium 7.9 N/mm,
on stainless steel 7.3 N/mm and on titan is 7.7 N/mm.
(3) Hermetic PR 1422 class B

Hermetic PR 1422 class B is two-part polysulfide sealant (putty) applied for sealing of fillets
with outstanding resistance to airplane fuels, oils and hydraulic liquids. The mixture is a highly
thixotropic paste, that may be applied with an spatula or an extrusion gun.
The mixture needs to be hardened at the room temperature, without volume shrinkage and
perfect adhesion on aluminium, titan, steel and other materials.
(a) Mixing ratio of the base and the accelerator is 7.5 : 1 w.p.
Hermetic is to be supplied in three variants:

PR 1422 B1/2, PR 1422 B2, PR 1422 B4
Base has biscuit colour and accelerator has black colour.

Hermetic type
PR 1422 B1/2 1/2 10 48
PR 1422 B2 2 24 72
PR 1422 B4 4 36 100
Hardening interval lasts 14 days at temperature 25°C. The longer hardening interval the
better the hermetic properties. Usually the maximal value is attained after 30 to 60 days.
PR 1422 class B Hermetic hardness value after the hardening process is 56 Sh. Adhesion
of cured hermetic after 7-day immersion in the TT-8-705 fuel or in the solution of salt water +
hydrocarbons is very strong.
The adhesion value on aluminium surface is 6.4 N/mm, on steel is 7.0 N/mm, on titan is
6.4 N/mm. It has a service (resistence) temperature range from 55 °C to +135 °C. Hermetic
properties are to be tested according to the MIL-S-8802 class B standard. The complete
hardening time interval is 14 days at temperature 25 °C. Maximal values are
Hermetic PR 1425 is two-part polysulfide sealant (putty) specially developed for an airplane
windshield, canopy and optic devices sealing. The mixed compound is a thixotropic paste,
which does not from vertical or overhead surfaces.
(a) Mixing ratio of the base and the accelerator is 10 : 1 w.p.
Hermetic PR 1425 is to be supplied in next two variants:

PR 1425 1/2, PR 1425 2
Both the base and the accelerator have black colour.
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(b) Hermetic pot-life and hardening time values see below:

Hermetic
PR 1425 1/2 1/2 12 24
PR 1425 2 2 24 48
Hermetic ultimate cure hardness value is 53 Shore.
Strong adhesion to the basic material: Adhesion value on aluminium surface is
7.0 N/mm, glass 7.0 N/mm, acryl 7.1 N/mm and PVB 6.4 N/mm.
It has a service temperature range from 55 °C to +135 °C. The sealant exhibits excellent
resistence to water, alcohols, crude oils, synthetic oil, hydraulic liquid and the fuels.
PR-1770C is a two-part, manganese dioxide cured Permapol P-5 polysulfide compound. This
sealant is determined for sealing inside the rivet connections (the Russian equivalent is U30
MES-5 (H) Sealant). Hermetics PR 1770 C8 and PR 1770 C12 should be applied with gun or
spatula.
(a) Mixing ratio of the base and the accelerator is:
PR 1770 C8 10 : 1 w.p. (weight portions)
PR 1770 C12 10 : 1 w.p.
Base has light grey colour, accelerator has black colour.
Application time Assembly time Cure time in faing

Hermetic
(hours) (hours) surface (Days)
PR 1770 C8 8 20 14
PR 1770 C12 12 20 14
Hardening time is 14 days at temperature 25°C.

PR-1435 is a two-part, dichromate cured polysulfide compound. This material is designed for
repair of sealing of fuel tanks and other aircraft fuselage sealing applications. The uncured
material is suitable for application by extrusion gun or brush.
(a) Mixing ratio of the Part A : Part B:
By weight 13.3 : 100 w.p. (weight portions)
Part A has black colour, Part B has white colour. (Mix has Olive Green colour)
Application at Tack-free time Cure time To 30 A

Hermetic
temperature (hours) Durometer (hours)
PR 1435 25°C <3 8
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(7) Preparation and mixing of Hermetics

PRC Hermetics are delivered in a two-part kit - the base and the accelerator.
Volume of such a kit is from 150 ml to 10 l. Before every mixing is necessary to mix each part
separetely to get uniformity, after that process the parts may be scaled and mixed together.
Put and mix the accelerator into the base compound slowly and thoroughly.
Stirring device should be set to max. 100 r/min and it should have mixing vanes shaped as a
stirring paddle.
Perform the mixing as long as the compound gets the homogenic consistence and colour.
Every scaling should be performed for an appropriate ratio of the base compound and the
accelerator. When the complete kit is to be used, perform the base compound mixing in the
container, then the accelerator content must be taken out from the container carefully.
Scaling accuracy of both components is approximately ± 2%.
WARNING: PUTTY PREPARATION MUST BE CARRIED OUT IN PROPERLY

VENTILATED ROOM WITH FORCED AIR CIRCULATION. WHEN
PREPARING THE PUTTY AND HANDLING IT, USE RUBBER GLOVES.
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4. Processing of VUKOPLAST D 420 adhesive

B. Materials Desmocoll 400 Polyester polyurethane

(Ord. No. 82171370)... 200 g;
Ethylacetate TPD 101074-58
(Ord. No. 82109021)... 534 g;
Acetone technical (Ord. No. 82104301)... 133 g;
Toluene (Ord. No. 82105212)... 133 g;
Härter 3FE hardener (Ord. No. 82174131)... 100 g
C. Tools Suitable dish (e.g. ceramic) with cover;

Stirrer
E. Procedures
Following procedure is write for preparation 1 kg of VUKOPLAST D420 adhesive.
WARNING: DILUENTS USED FOR ADHESIVE PREPARATION ARE DANGEROUS

TO HUMAN HEALTH, THEREFORE WORK IN VENTILATED ROOM AND
PROTECT THE HANDS AGAINST ETCHING.
(1) Mix the Ethyl acetate (534 g), Acetone (133 g), Toluene (133 g) components in the given
weight ratio. Fill the half of the mixture into the dish and add the Desmocoll 400 (200 g) during
of the mixing. Cover the dish and keep swelling for min 24 hours. The occasionally mixing
(approximately each 2 hours) is needed for avoid of mixture gluing on the dish bottom.
(2) After end of swelling, fill the rest of Ethyl acetate, Acetone, Toluene mixture and mix up to the
mixture is homogeneous.
(3) Storage the adhesive mixture in the hermetically bottle up to 20°C temperature.
(4) Before the application of the adhesive, add the 1 weight amount of Härter 3FE hardener to
each 10 weight amounts of the mixture and mix thoroughly.
Thus the adhesive is ready for use.
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5. Processing of ALDURIT putty

B. Materials Activating agent L (concentrate) 1 portion

Trichlorethylene 20 portions
Aldurite from the tube

Stirring paddle
Rubber gloves
Pads of cotton wool
E. Procedures
(1) Prepare 1 portion of activating agent L with 20 portions of trichlorethylene into the dish.
(2) Holes, threads and parts surface have to be freed of rust, mechanical impurities and perfectly
cleaned with cotton wetted in trichlorethylene and dried thereafter.
(3) Apply the prepared activating agent onto clean and dry surfaces and keep drying.
(4) Apply ALDURIT putty from the tube in required quantity and remove the rest.
NOTE: It is not allowed to touch the clean surface by hand during the handling and assembly
of the part.
(5) Let it harden at the temperature + 20°C for about 24 hours.
WARNING: PREPARATION OF ACTIVATING AGENT AND HANDLING WITH IT SHOULD

BE CARRIED OUT IN WELL VENTILATED ROOM. USE RUBBER GLOVES,
AFTER COMPLETION OF THE WORK WITH THE ACTIVATING AGENT, WASH
THE HANDS WITH WARM WATER AND SOAP.
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5. Processing of LETOXIT PL 20 adhesive

B. Materials Diluent for degreasing of surface (e.g. S6801 Diluent

or Acetone);
LETOXIT PL 20 (Ord. No. 82170101):
A Component: thixotropic paste of yellow color;
B Component: fluid of blue to purple color;
AEROSIL® 200 - Synthetic Amorphous Silica
(Ord. No. 82178301);
C. Tools Ceramic or Dural dish;

Stirring paddle;
Rubber gloves;
Pads of cotton wool
E. Procedures
(1) Description
LETOXIT PL 20 is a two-component, high-strength, paste epoxy-based adhesive curing at
room temperature. It is designed to adhesive bond a variety of metallic materials, honeycombs,
fiber-reinforced composites, wood, rubber and glass. Such materials can be even combined
and bonded to one another. Bonded joints exhibit very good mechanical properties at
temperatures ranging from –75°C to +80°C. The adhesive contains a corrosion inhibitor.
(2) Safety precautions

Before using the LETOXIT PL 20 adhesive it is important that relevant safety data sheet(s),
have been read and understood. The safety data sheet(s) will advise on all precautions, safety
equipment and procedures necessary in the safe use and disposal of the product.
(3) Appearance
A Component: thixotropic paste of yellow color
B Component: fluid of blue to purple color
(4) Surface treatment

Surfaces to be bonded must be free from any mechanical impurities and traces of oil or grease
and must be dry. Surface pretreatment of parts to be adhesive bonded is a decisive factor
affecting strength of the bonded joint. Some materials require special surface pretreatment
techniques.
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(5) Mixing
Mix 100 weight parts of A component with 40 weight parts of B component, mix thoroughly until
an even colour shade is achieved. Also an automatic mixer can be employed. To guarantee
maximum strength of the bonded joint, the accuracy of + 5% must be kept for B component.
If should be the LETOXIT PL 20 adhesive use as putty, add the 1 to 5 weight parts (on the 100
weight parts of adhesive mixture) of AEROSIL® 200 - Synthetic Amorphous Silica and mix it to
homogenously mixture.
(6) Pot life

Considering exothermic reaction of both components after mixing, pot life of the mix depends
on weighed amounts, mix temperature and used container. Approximately it can be said that
pot life amounts to
2 hours for 50g of mix at 25°C
1 hour for 100g of mix at 25°C
If need more quantities of adhesive, it should be mixing of the adhesive into the more vessels
in succession. Volume of the separate doses of mixtures must not be greater than 200 g.
(7) Adhesive application

Apply the adhesive to both surfaces to be bonded using a spatula, brush, or pressure gun.
Optimum strength of the bonded joint can be achieved at joint thickness of 0.1-0.2 mm, i.e. if
amount of approximately150g/m2 is applied.
(8) Curing
In 4-5 hours after mixing both components a gel is formed at 25°C, and after 24 hours the
bonded parts can be handled. 90% of final strength of the adhesive is achieved after 4 to 5
days. Full strength is achieved within 1 to 2 weeks at room temperature. It is possible to
accelerate the curing cycle by increase of temperature. In such case, full strength can be
achieved in 4 hours at curing at 50°C, or even in 1 hour at 120°C.
(9) Storage:
Both components of the adhesive should be stored in sealed containers in dry places, apart
from each other, at temperatures ranging from +10°C to +25°C. Protect from direct sunshine.
At 20°C, minimum shelf life is one year.
(10) Disposal of leftovers and containers

Leftovers of prepared and not used mix should be cured, leftovers of A component should be
mixed with leftovers of B component and also passed to be cured, best in original containers.
Cured adhesive is not hazardous and can be disposed of along with municipal waste. Based on
Waste Act, leftovers of separate components are classified as hazardous waste and are
disposed of by incineration in special plants designed for such purposes.
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6. Processing of LETOXIT KFL 120 adhesive

B. Materials Diluent for degreasing of surface (e.g. S6801 Diluent

or Acetone);
LETOXIT KFL 120 Structural film adhesive;
LETOXIT PFL 120 primer
C. Tools Ceramic or Dural dish; Stirring paddle;

Rubber gloves; Pads of cotton wool
E. Procedures
(1) Description
(a) LETOXIT KFL 120 structural film adhesive is an adhesive designed for high-strength
bonds.
It serves to adhesive bond metallic materials, in particular those of aluminum alloys, etc.
Especially it fits for manufacture of sandwich parts including honeycomb structures.
Bonded joints exhibit very good mechanical properties when loaded under temperatures
ranging from –75°C to +100°C.
(b) LETOXIT PFL 120 is a yellow resin solution used for protecting light alloy surfaces that
have been pretreated for bonding but must be stored temporarily before bonding is
completed. It is intended for use with all Letoxit 120°C curing adhesive systems.
A thin coating of Letoxit PFL 120 applied to the freshly pretreated and dried surfaces will
dry rapidly at room temperature, sealing the surfaces from the atmosphere and protecting
them from loss of pretreatment quality for storage periods up to 2 weeks.
Since Letoxit PFL 120 is compatible with appropriate Letoxit film adhesives it need not be
removed before bonding. It should not in general be cured before bonding.

Before using the LETOXIT adhesive and components it is important that relevant safety data
sheet(s), have been read and understood. The safety data sheet(s) will advise on all
precautions, safety equipment and procedures necessary in the safe use and disposal of the
product.
(3) Appearance
The LETOXIT KFL 120 adhesive comes in the form of dark gray film 0.3-0.05 mm thick, flexible
and plastic at room or elevated temperatures.
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(4) Surface treatment

Surfaces to be bonded must be free from any mechanical impurities and traces of oil or grease
and must be dry. Surface pretreatment of parts to be adhesive bonded is a decisive factor
affecting strength of the bonded joint. Some materials require special surface pretreatment
techniques. Joint between the parts to be bonded must be uniform in order to enable proper
contact between surfaces of the bonded parts and the adhesive, which will prevent forming of
air bubbles.
NOTE: If the adhesive is not applied to the pretreated surface directly, it is advisable to
protect such surface by applying LETOXIT PFL 120 primer.
(5) Primer Application

Apply the LETOXIT PFL 120 solution as soon as possible after the surfaces have dried after
completion of the pretreatment processes.
The most efficient and economical method of applying is by spraying. Apply a light continuous
coating, enough to ensure complete coverage of the areas to be protected but not enough to
give it a pronounced color; aim to achieve the lightest coating that will just cover the surface.
Note operators commonly apply too much solution in the mistaken belief that it will give better
protection; on the contrary, a thick coating may cause a reduction in the strength of the bond by
preventing proper evaporation of solvents in the solution nearest to the metal surface layer. If
the solution is applied by brush or roller, extra care will be needed to avoid an excessively thick
coating.
(6) Adhesive application

Using scissors, knife or another suitable cutter, cut the film to size corresponding to shape of
parts to be bonded. Then peel off the release paper backing from the profile and lay the
adhesive film on to one surface to be bonded, press it to the surface and smooth out thoroughly
to prevent formation of air bubbles beneath. Then peel off the other polyethylene interleave and
attach the other surface to be bonded. In this way even more complicated structures of many
parts can be assembled for adhesive bonding. It is recommended to work at a temperature of
20°C minimum; when bonding section surfaces and more complex configurations, it is
advisable to work on so-called heated bench (to maintain temperature of surfaces to be bonded
between 30°C to 40°C) where the film adhesive becomes very ductile and more adherent.
(7) Curing
The LETOXIT KFL 120 adhesive cures at 120-125°C for 60 minutes. Curing time begins to run
from the instant when the temperature inside the joint reaches the stated temperature. In the
process of curing the bonded joint is fixed by applying a pressure of 0.05-0.1 MPa. No volatiles
are released either at pretreatment of the assembly to be bonded or at cure cycle
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(8) Packing
The adhesive is supplied in the form of film 250 mm wide, protected with a polyethylene
interleave on one surface and a silicone paper backing on the other. It is wound around a tube
in a roll weighing 25 kg maximum (usually rolls of 5 kg are supplied – upon customers’
request).
(9) Storage
The adhesive can be stored for 3 months at temperatures up to +20°C, for 6 months at +5°C
and up to 1 year at –18°C, without any change of its properties.
Be sure not to exceed +30°C at transport and storage!
(10) Occupational safety

The adhesive contains epoxy resins and a curing agent of amide type; repeated exposure or
contact may result in allergies of extremely susceptible persons. Though no volatiles are
released from the adhesive and no contact with skin occurs provided work procedures are
properly observed, all members of personnel must wear protective equipment and must be
made familiar with labor safety and hygiene. No eating, drinking and smoking at work. Always
wash hands with soap and water after using this material and apply a regenerating cream on
dried skin.
(11) First aid

If accidentally swallowed, rinse mouth with water, drink about 0.5 liter of lukewarm water,
induce vomiting and seek medical attention without delay. If in eyes, flush immediately with
clean water and see physician for medical treatment. If on skin, wash affected area with soap
and water, apply a reparative cream after drying.
(12) Disposal of leftovers and containers

Leftovers of the adhesive are to be cured under the mentioned cure cycle (e.g. together with
bonded parts). Cured adhesive is not hazardous and can be disposed of along with municipal
waste.
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EQUIVALENTS OF ADHESIVES
Adhesives place an order with the manufacturer, or replace it with products of highest quality used for
the airplane products in your country.
There are adhesives used by AI in the table. It is possible to use adhesives same characteristics of other
manufacturers in case of unavailability of them.
Some examples of possible equivalents are shown in the table:
Adhesive used AI Equivalents
Letoxit KFL 120 + Letoxit PFL 120 Primer Redux 312 + Primer R 112
Letoxit PL 20 UHU Plus Endfest 300
Chemopren Extrem Scotch Weld EC 847, Scotch Weld EC 1300L
Alkapren 50 Scotch Weld EC 847, Scotch Weld EC 1300L
ChS Epoxy 371 UHU Plus Endfest 300
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PROTECTIVE COATINGS
1. Corrosion protection of the fasteners (bolts, screws, nuts etc.)

B. Materials RESISTIN ML Rust inhibitor or

ARDROX DINITROL AV25 Corrosion Inhibiting
Compound
E. Procedures
When assembling parts or fasteners, all the bolts and screws must be after mechanical or chemical
cleaning lubricated with RESISTIN ML Rust inhibitor or ARDROX DINITROL AV25 Corrosion
Inhibiting Compound as follows:
• screw shanks (screws securing covers) before assembly;
• fitted bolt shanks before assembly, heads and nuts after assembly
NOTE: The instructions given above do not apply to the corresponding parts in all bonding
assemblies and joint bolts inside the airplane.
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2. Protective coatings hard / soft film corrosion preventive compound

B. Materials Ardrox Dinitrol AV 8 Corrosion Inhibiting Compound;

Ardrox AV100D Corrosion Inhibiting Compound;
Ardrox AV 25 Corrosion Inhibiting Compound;
Ardrox AV 980 CIC, Wax and Grease Remover;
ACF-50 Anti-corrosion lubricant compound;
CRC CPC 400 Transparent Corrosion Protection
Compound – conforms to: MIL-C-16173D, Grade 4;
Corrosion X- Aviation Formula Anti-corrosion
lubricant compound - conforms to: MIL-PRF-81309F;
LPS-3 Premier Rust Inhibitor – conforms to:
MIL-PRF-16173E, Grade 2;
C. Tools Handi-Spray or Standard Spray System with the
application wand for suitable application according to
the compounds producer; Suitable brushes
E. Procedures
(a) Smoking, open flames or naked lights are prohibited in areas where spray application of
corrosion preventive compound is being carried out.
(b) The airplane and airplane major assemblies shall be electrically grounded during spraying
operations.
(c) Operators shall wear suitable protective respiratory equipment when applying corrosion
preventive compound.
(d) Before using the any Corrosion Inhibiting Compounds (CIC) it is important that relevant
safety data sheet(s), have been read and understood. The safety data sheet(s) will advise
on all precautions, safety equipment and procedures necessary in the safe use and
disposal of the product.
(2) Precautions for use of anti-corrosion lubricant compounds
(a) Do not apply anti-corrosion lubricant compounds on the:
• Oxygen tubes and fittings,
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• Butyl and silicone rubbers, e.g. rubber lined clamps for tubing or wiring, hydraulic seals,
etc.
• LCDs;
• Windows;
• Membrane switches;
• Autopilot servos and any friction-operated devices;
• Control cables; pulleys and other hardware of control system
• Avionics system components
(b) Do not apply anti-corrosion lubricant compounds on grease joints or sealed bearings.
These compounds dissolve greases and other lubricants. Thea are penetrating
compounds and can get around the seals ant into the bearings.
(c) Do not apply anti-corrosion lubricant compounds on the upholstery panels and other
panels such as cargo liners. The compounds reduce the water-repellent quality and
change the flammable quality of these materials.
(d) Do not apply these compounds near engines, cowling, or related areas of high temperature
or where firewall sealant is used. The high temperature can cause deterioration of the
compounds; anti-corrosion lubricant compounds can be damaged the sealant.
(3) Application of the compounds
(a) The all surface of areas to be coated shall be cleaned:
• remove the dust and other loose particles with the vacuum cleaner;
• other dirt such as rests of grease, oils and wet deposits must be removed with the
solvent cleaning and/or water/detergent washing;
Ardrox AV 980 is used to remove corrosion inhibiting compounds (CIC), waxes and
greases from airframes and aircraft components. It has a neutral pH, can be removed
with water rinsing and is biodegradable. AV 980 is used for cleaning and degreasing
internal and external aircraft structures and components. It can be used to remove CIC
overspray in the manufacture of aircraft and for removing old or damaged CIC during
aircraft maintenance and repair.
AV 980 will not damage or affect commonly used materials within the aircraft structure,
however, acrylic materials such as acrylic glazing should be masked to prevent direct
contact.
• Ardrox AV 980 is applied by brush, dip or spray as appropriate to the structures and
components being treated. A generous coating is recommended, using typical film
thicknesses of 30 to 150 microns. AV 980 is thixotropic and can be applied to vertical
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and overhead surfaces without dripping. AV 980 can be spray applied using the ACS
System (airmix application), or the AAS System (airless application). Contact times of
10 minutes and up to 2 hours are recommended depending on the type, age and
condition of the CIC, wax or grease being removed. The optimum contact time for
removal can be determined by applying AV 980 and then checking periodically
(perhaps every 10 minutes) whether the softening process is sufficiently advanced to
allow clean, easy and effective removal. If the CIC, wax or grease is particularly
difficult to remove, and one application of AV 980 is not totally effective, then another
coating can be applied and the removal process repeated until the CIC, wax or grease
has been completely removed. AV 980 and the softened CIC, wax or grease can be
removed using high pressure water rinsing (cold water at 50 to 140 bar pressure).
• check the outer/inner areas which to be coated, for corrosion and integrity of the
primer, enamel finishing areas;
• repair the corrosion and damaged enamel finishing areas according to the work
procedures mentioned in AMM chapter 20.
• use the method depend on the contamination type, range and location on the airplane
with respect for the drainage holes and extent of enclosed space.
(b) The operator may himself applied the anti-corrosion lubricant compound by any suitable
method such as dipping, brush coating, spraying, etc. Normal precautions for flammable
liquids, as required e.g. during air-spray applications of primer and paint, must be
observed. Refer to the Step (2).
Alternatively, the operator may be employ the services of the any Official Treatment
Centers for anti-corrosion lubricant compound application.
(c) Ardrox AV 8 can be used in all areas of the airframe on painted and unpainted surfaces.
It combines good penetration properties with excellent corrosion inhibiting characteristics
and a low applied film weight.
In areas exposed to severe corrosion conditions AV 8 should be over coated with AV 100D
- a heavy duty, waxy, firm film CIC. Movable parts should be masked before treatment
unless spray application can be controlled to prevent direct contact.
If AV 8 spray control or masking of movable components is not possible, then an
alternative, soft waxy film CIC, such as AV 25 should be used.
(d) All areas must be completely covered with a continuous thin film of anti-corrosion lubricant
compound. For maximum penetration capability and the most effective corrosion inhibiting
performance, spray application is recommended. When the surface appears wet, the
coating is considered as being sufficiently thick.
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(e) Drying. The evaporation of volatile compounds takes approx. 6 – 8 (up to 12) hours at the
ambient temperature 20 to 25 °C depend on use of type compound, until the coating is
complete dry. Higher temperatures and forced air ventilation will decrease volatile
evaporation time.
NOTE: More information for application of protective coatings hard / soft film corrosion
preventive compounds is mentioned in AMM secftion 051.11.00.
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3. Chemical conversion coatings (BONDERITE or ALODINE) application

A. Fixture, Test and Support Equipment Protective rubber gloves; Safety glasses (plexiglass);
Scotch-Brite Pads; Fine abrasive paper;
Suiteble bruses; Clean cotton wipers;
Polyethylene container; Approved respirator;
Cellulose Sponge; Alluminum foil tape
B. Materials De-Ionized water;

Ridoline 298 Cleaner (or equivalent);
Deoxidine 624 (or equivalent);
BONDERITE M-CR 600 AERO
(known as ALODINE 600);
BONDERITE M-AD22
(known as ALODINE TONER 22);
BONDERITE M-CR 1200S AERO
(known as ALODINE 1200S);
BONDERITE M-CR 1132 AERO
(known as ALODINE 1132) Touch-N-Prep Coating;
E. Procedures
NOTE 1: Manually apply chemical conversion coating solution only if application by immersion
is not permitted due to the part’s size or the assemblies’ potential for solution
entrapment. For touch-up of small surfaces (i.e. spot facing, countersinks, repair areas
without finishing etc.), it is recommended that BONDERITE M-CR 1132 AERO (known
as ALODINE 1132) Touch-N-Prep Coating pen be used.
NOTE 2: If assemblies contain materials other than aluminum or titanium, take extreme care
when processing these assemblies because the chemical conversion coating solution
may cause corrosion. It is recommended that material other than aluminum or titanium
be masked off when processing using aluminum foil tape.
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(1) General
Manual application meets all requirements of MIL–DTL–5541 and covers two classes of
chemical conversion coatings formed by the reaction of the chemical materials and the
surfaces of aluminum and aluminum alloys:
• Class 1A coatings are corrosion protective films for parts, repair and touch-up applications
and will improve paint adhesion for aluminum and aluminum alloys.
• Class 3 coatings are corrosion preventative films for electrical and electronic applications
where low resistance contacts are required.
(2) Safety precautions:
(a) Wear the rubber gloves, aprons, boots and approved chemical splash goggles while
carrying out chemical conversion coating operations.
(b) Ensure adequate ventilation is supplied to the areas where the chemical conversion
coating process is being carried out. Avoid breathing the fumes or vapors during
application.
(c) Take care to prevent the powder from being distributed into the air. Airborne powder will
cause a serious health hazard. Wear protective respiratory equipment when handling
conversion coating materials.
(d) Avoid skin contact with solutions. If skin contact occurs, wash the affected area
immediately with large quantities of water. If irritation of the skin occurs, contact a First Aid
attendant immediately.
(e) Avoid eye contact with chemicals or solutions. If eye contact occurs, immediately flush
eyes in a directed stream of water for at least 15 minutes while forcibly holding eyelids
apart to ensure completed irrigation of all eye and lid tissue. Contact a Fist Aid attendant
and a physician.
(f) Avoid ingestion of chemicals or solutions. If ingestion occurs, do not induce vomiting.
Drink large amounts of water or milk of magnesia, but never give anything by mouth to an
unconscious person. Immediately contact a First Aid attendant and a physician.
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(3) Source data of preparations:
(a) BONDERITE (Alodine) preparations are applied for modification of parts that are provided
with PARKER anodizing protective coating or anodizing (elox) and that were purposely got
rid of those layers either to assure electrical bonding, chamferring, drilling or unintentional
layer damage caused by a scratching or an abrasion.
(b) Preparation types:
• BONDERITE M-CR 600 AERO(known as ALODINE 600) – used for securing of

conductive connection;
• BONDERITE M-CR 1200S AERO (known as ALODINE 1200S) - used for

treatment of scratches, chamfered or clipped edges etc. At such an operations may
be applied also BONDERITE M-CR 600 AERO or ALODINE 600;
• BONDERITE M-CR 1132 AERO (known as ALODINE 1132) Coating with the
convenient Touch-N-Prep applicator pen to provide a clean, easy-to-use method of
repairing conversion coatings on airplane and airplane part surfaces. This Touch-N-Prep
no-rinse conversion coating effectively repairs bare aluminum substrates to prevent
corrosion. It does not require rinsing, and can be air-dried or force-dried with hot air.
(c) Label the BONDERITE (Alodine) agent bottle (preferably PVC with volume max. 20 ml)
properly, due to the fact it is a very strong oxidant with limited efficiency the agent has to
be used up as soon as possible (preferably for disposability), do not hold for later use!
(d) Only properly skilled workers can work with Alodine (Bonderite) agent, who are cognizant
of work with this type of chemical agent.
(4) Cleaning before manual application:
WARNING: KEEP SOLVENT AWAY FROM FIRE AND OTHER SOURCES OF IGNITION.
PROVIDE SUFFICIENT VENTILATION WHEN WORKING IN CONFINED
SPACES. AVOID SKIN CONTACT WITH SOLVENT.
• Degrease – Refer to the Step (4a);
• Occurrence of the heavy oxides, mechanically clean – Refer to the Step (4b);
• Manually Deoxidize – Refer to the Step (4c) only if using the BONDERITE M-CR 600
AERO (known as ALODINE 600) or BONDERITE M-CR 1200S AERO (known as
ALODINE 1200S)
• If using BONDERITE M-CR 1132 AERO (known as ALODINE 1132) Touch-N-Prep Coating,
do not deoxidize.
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(a) Degreasing and manual solvent cleaning (Ridoline 298 Cleaner or equivalent)
All metal to be treated with the processing solution must be free from grease, oil and other
foreign matter before the treatment.
• Apply a small amount of solvent to a clean wiping cloth. Wipe the area with the solvent
dampened wiping cloth.
• When cleaning bond surfaces with solvent saturate a clean lint-free cloth, and
thoroughly scrub the bond surfaces. Wipe dry with a clean lint-free cloth before the
solvent evaporates.
• Keep solvent cloth saturated and turn frequently to avoid reusing a dirty area.
• Wipe dry with another clean wiping cloth before the solvent evaporates. It is important
to dry the surface immediately after cleaning because if the solvent evaporates before
it is wiped up, oil and grease residue will be left on the cleaned surface.
• Check for a water break free surface.
• If more cleaning is needed, apply fresh solvent to a clean portion of the cloth and
repeat Step (4a)
(b) Mechanical cleaning
CAUTION: WHEN USING FINE ABRASIVE PAPER FOR ALLUMINIUM ALLOYS

COMPONENTS, SELECT ONLY PAPER PROVIDED WITH AL 2 O 3
BASED ABRASIVE AGENT - CORUNDUM (NOT CARBORUNDUM !) IN
GRAIN SIZE 320 AND MORE.
• Remove surface oxides or heavy deposits of contamination using aluminum wool or

Scotch-Brite pad.
• Dust off loose particles with a clean cloth.
(c) Water rinsing

After cleaning, the metal must be thoroughly rinsed with water. The rinse should be
overflowed continuously at a rate which will keep it clean and free from scum and
contamination.
(d) Manually Deoxidizing (Deoxidine 624 or equivalent) - optionally
• Apply manual deoxidizer using a cellulose sponge or sheepskin roller.
• Close tolerance holes and surfaces must be masked before deoxidizing.

Close tolerance holes do not require masking if final reaming of close tolerance holes
will be preformed at the assembly stage.
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• Clean only small areas at a time. Do not allow the solution to dry on the surface. If
necessary, apply the deoxidizer to a section of the part at a time.
• Initial water rinse (must occur within 5 minutes of applying deoxidizer).
• Wipe surface clean with water soaked cloths.
• If the surfaces have been chemically conversion coated, wipe lightly to prevent
damage to the coating.
• Rinse cloths with clean water frequently.
• Apply water moistened litmus paper while the surface is wet. If the litmus paper
changes color repeat Step (4-d).
• If the component has laps or seams then apply water moistened litmus paper to the
laps or seams. If litmus paper changes color, blow out seams and laps with clean
filtered compressed air. Repeat step until paper does not change color.
• If the component does not have laps or seams, if specified, manually apply chemical
conversion coating in accordance to Step (5).
(5) Preparation and Apllying of Chemical Coatings
WARNING: WEAR RESPIRATOR TO PREVENT INHALATION OF ALODINE POWDER.
(a) Treating with the BONDERITE M-CR 600 (known as ALODINE 600) Processing Solution:
Preparation for brush application:
Mix 3 oz. of BONDERITE M-CR 600 (known as ALODINE 600) coating chemical with each
gallon of water (this is equivalent to 22.5 g per liter of water). Stir well until the powder is
dissolved. Then add 2% by volume of BONDERITE M-AD 22 (known as ALODINE TONER
22) and stir.
Operation:
Time: 1 to 5 minutes.
Temperature: 21° to 38°Celsius (70° to 100° Fahrenheit).
Each alloy reacts with the BONDERITE M-CR 600 (known as ALODINE 600) solution to
produce a coating that is characteristic of that alloy. The bath should produce a light,
iridescent, gold to tan coating within the operating conditions selected.
(b) Treating with the BONDERITE M-CR 1200S AERO (known as ALODINE 1200S)
processing solution:
Preparation for brush application:
Mix 2 oz. of BONDERITE M-CR 1200S AERO (known as ALODINE 1200S) coating
chemical per gallon of water (this is equivalent to 15 g of BONDERITE M-CR 1200S AERO
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(known as ALODINE 1200S) coating chemical per liter of solution). Stir well until the
powder is dissolved.
NOTE: A small amount of insoluble material may settle out of solution; this can be
disregarded. Use an acid-resistant container when preparing the solution.
Operation:
Time: 15 seconds to 3 minutes.
Temperature: 21° to 38°Celsius (70° to 100° Fahrenheit).
Operational Recommendations:
Each alloy reacts with the BONDERITE M-CR 1200S AERO (known as ALODINE 1200S)
coating chemical bath to produce a coating that is characteristic of the alloy. For the
treating time selected, the bath should produce a light, iridescent golden to tan colored
coating on aluminum. If the desired coatings are not obtained, add BONDERITE M-CR
1200S AERO (known as ALODINE 1200S) in 1/4 oz increments (up to a maximum of 3.0
oz/gal) until satisfactory coatings are produced. As the concentration of BONDERITE M-
CR 1200S AERO (known as ALODINE 1200S) is increased, the bath will have to be
titrated to determine the operating titration. The desired coatings may also be obtained by
adjusting the pH. The initial charge and replenishment data contained herein are normal
for most installations.
(c) If using a Touch-N-Prep Coatings BONDERITE M-CR 1132 AERO (known as ALODINE
1132) marker, touch-up parts as follows:
• Remove cap.
• If necessary, the applicator tip can be cut to conform to any shape with a single edge
razor blade.
• Hold unit with applicator tip down.
• To activate, press tip against a firm surface. This will open the valve allowing
BONDERITE M-CR 1132 AERO (known as ALODINE 1132) to reach the applicator tip.
A new unit should charge in 30 – 45 seconds. When the BONDERITE (Alodine) wets
the tip, release pressure. Unit is ready to use.
• Check to ensure that the surface to be coated is dry.
• Apply Touch-N-Prep Coatings BONDERITE M-CR 1132 AERO (known as ALODINE

1132) to the repaired surface in smooth, even strokes. Be sure to cover edges. for best
results, the initial coating should be applied in one direction using a 50% overlap on
each pass. After allowing the first coat to dry, apply the second coat at right angles to
the first coat with 50% overlap. Do not allow the solution to puddle (puddling may
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result in improper drying leading to paint adhesion failures, flaking, etc.). A pre-warmed
surface will result in a smoother coating. To recharge the applicator tip. Replace cap
when not in use.
• Allow the chemical conversion coating to air dry, force dry with warm air (e. g. hair
dryer) or using a heat lamp (130°F maximum). Do not rinse.
WARNING: TAKE EXTREME CARE WHEN PROCESSING ASSEMBLIES CONTAINING

METALS OTHER THAN ALUMINUM. THE SOLUTIONS USED MAY BE
CORROSIVE TO THESE METALS.
NOTE: In case a larger area is necessary to repair, then it is possible to apply the agent
directly with help of a sponge wetted in the solution.
(6) Additional information
(a) Defective coatings
(A) If the coating is powdery, the cause may be one or more of the following:
• The work has been improperly cleaned and/or rinsed.
• The concentration of the coating chemical(s) in the bath is too high.
• The BONDERITE (Alodine) bath has become contaminated with phosphates,

sulfates, chlorides, or some other contaminant (analysis required).
• The coating time is too long.
• The bath temperature is too high.
• The pH of the bath is too low for the concentration selected.
(B) If the coating is too light, the cause may be one or more of the following:
• The treating time is too short
• The concentration of BONDERITE (Alodine) in the bath is too low.
• The temperature of the bath is outside the specified range.
• The pH of the bath is outside the specified range.
(b) Handling of Processed Parts
(A) Do not touch conversion coated surfaces with bare hands. Wear clean cotton gloves
when handling such parts.
(B) For parts to be transported for further processing or to be held for more than 24
hours, wrap the parts completely or interlace with Kraft paper to ensure that the
conversion coated surfaces are not exposed to contamination. Coated parts that are
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to be primed within 24 hours do not require protective wrapping but must be kept
free from contamination and be handled only while wearing clean cotton gloves.
CAUTION: DO NOT TOUCH THE PAINT AS LONG AS THE PAINT IS WET. ANY
OTHER ORGANIC COATINGS MAY BE APPLIED AFTER AN
APPROPRIATE DRYING.
(7) It is necessary to use always clean utilities for the work (brush, cloths, gloves etc.). After the
work has been finished, the brush and the sponge should be washed in clean water in a
detached vessel and then it could be dried – do not let it unclear.
4. Application (spray application) of REVAX 30 preparation

A. Fixture, Test and Support Equipment Spraying gun
Rubber gloves
Apron
Goggles (plexiglass)
B. Materials REVAX 30
E. Procedures
(1) After the assembly, installation and sealing works have been performed using Hermetic putty,
perform 2-times spray application with the REVAX 30 agent of areas under the passenger
compartment floors. Areas expected to be treated with the REVAX 30 agent must be clean with
no presence of mechanical impurities etc. Perform the spray application through the assembly
holes. After the assembly, installation and sealing works have been performed using Hermetic
putty, perform 2x spray application of areas under the passenger compartment floors.
CAUTION: DO NOT DILUTE THE REVAX 30 AGENT, THE VISCOSITY VALUE MAY
BE LOWERED BY MEANS OF WATER BATH HEATING UP TO
TEMPERATURE 35°C.
(2) Clean the unwanted overflows and the extruding gun by means of organic solutions or lacquer
petrol.
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ROUTINE REPAIRS
APPROVED REPAIRS
1. Repairs of parts skin and fasteners attacked by corrosion

A. Fixture, Test and Support Equipment Red wax pencil, Spatula
Old brush for removal coating
Vessel for removal preparation
Magnifying glass with magnifying factor 6
B. Materials Fine emery paper, Pumice

P 8201 Old paint removal
P 8500 Degreaser
Ammonia water 25 % solution
Petrol
E. Procedures
(1) Inspect the corroded element, determine the reason of the corrosion and mark the attacked places.
Take into account that corrosion may occur also under the paint, which will cause blisters.
(2) Remove the paint from corroded places by means of special paint removal, applied in layers of
about 1 mm thickness.
Preparation of paint removal: 500 g of old paint removal P 8201 to be carefully mixed with 200-250 g
of degreaser P 8500, than add 25 g of 25 % ammonia water and mix carefully again.
NOTE: After about 30 minutes it is possible to disturb the paint with a knife or a spatula in order
to speed up the removal effect. Apply another removal layer if needed.
(3) Corroded surface has to be cleaned up to the metallic lustre with smooth transitions with help
the fine emery paper and pumice.
(4) Clean smoothed surface with a cloth wetted in petrol.
(5) Check the treated place with a magnifying glass and/or with by the Penetrant Fluorescent
Inspection method (according to the ASTM E1417-05). Taking into account the check result
proceed in accordance with para 6 or 7.
(6) If the treated place shows no corrosion inside the metal (pitting), apply the ALODINE or
BONDERITE preparations according to the section 020.12.00 and paint or spray the coat
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according to work procedure "Repair of aircraft outer paint" or "Repair of aircraft internal paint"
(depending on what is concerned), mentioned in this section.
(7) In case the corrosion is in the form of dark color spots with rough surface (intercrystalline corrosion)
it means, that the corrosion penetrates inside the metal. In such a case the corroded skin part
or connecting elements must be replaced or repaired. Method of replacement or repair should
be agreed upon with the aircraft manufacturer.
(8) If the corrosion is detected make a record in "RECORD OF THE CORROSION OCCURENCE"
(see Table below) and inform the manufacturer of the airplane.
NOTE: Define the corrosion level and scope - Refer to the point (9) and (10).
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RECORD OF CORROSION OCCURENCE

Record ordinal
number:
Operator:
Aircraft Type:
Aircraft S/N:
Hour / Landing Years Released:
Total Flight Hours: Name:
Interval since last Signature:

revision (GO):
Definition of the corrosion occurrence area and probable source of the corrosion occurrence:
Defined corrosion level: Repeated occurrence: Yes No
Outline of corrosion occurrence (dimensions of detected corrosion, depth of the corrosion pictured in
cuts, weight loss of the material after the repair has been made) together with photos:
NOTICE: If there is not enough space to write, use more clean sheets.
Producer’s Address: No. of Sheets: Sheet:
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(9) CORROSION LEVEL DEFINITION

Corrosion is categorized to three levels. Within inspection is necessary to define corrosion
occurrence and severity by means of the levels.
(a) Level 1 Corrosion

Level 1 specifies corrosion as:
(a1) Corrosion occurring between successive corrosion inspection tasks that is local and
can be repair or blended out within the allowable limit (including previous repairs); or
(a2) Local corrosion damage that exceeds the allowable limit but can be attributed to an
event not typical of the operator’s usage of other airplanes in the same fleet (e.g.,
mercury spill); or
(a3) Operator experience has demonstrated only light corrosion between each
successive corrosion task inspection; the latest corrosion inspection task results in
repair or blend out that exceeds the allowable limit (including previous repairs).
(b) Level 2 Corrosion

Level 2 Corrosion is damage occuring between successive inspections that requires repair
or blend-out that then exceeds the manufacturer's allowable limits, requiring a repair or
complete/partial replacement of a principal structural element;
Corrosion damage (widespread) detected between successive inspections has a large
extent, it exceeds the allowable limits and it is requiring a transient repair.
In the event there is necessary to replace the attacked skin, part or connecting element or
to repair it by other way not included in the Airframe Repair Manual.
Contact the aircraft producer to consult appropriate way of the replacement or modification.
Attacked parts do not affect the airworthiness.
(c) Level 3 Corrosion

Level 3 Corrosion is damage found during the first or successive inspection(s), it has a
large extent (widespread) and exceeds the manufacturer's allowable limits, it is determined
by the operator to be a potential airworthiness concern requiring expeditious action
(including previous repairs).
In the event there is necessary to replace the attacked skin, part or connecting element or
to repair it by other way not included in the Airframe Repair Manual. Contact the aircraft
producer to consult appropriate way of the replacement or modification.
Attacked parts do affect the airworthiness !!!
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(10) CORROSION SCOPE DEFINITION
(a) Light Corrosion

Light corrosion is corrosion damage so slight that removal and blend-out over multiple
repeat intervals may be accomplished before material loss exceeds the allowable limit.
(b) Local Corrosion

Generally, local corrosion is corrosion of a skin or web (wing, fuselage, tail units, or strut)
that does not exceed one frame, stringer, or stiffener bay. Local corrosion is typically
limited to a single frame, chord, stringer, or stiffener, or the corrosion of more than one
frame, chord, stringer, or stiffener where no corrosion exists on two adjacent members on
each side of the corroded member.
(c) Widespread Corrosion

Widespread corrosion is corrosion of two or more adjacent skins or web bays (a web bay is
defined by frame, longeron, or stiffener spacing). Or, widespread corrosion is corrosion of
two or more adjacent frames, flanges, stringers, or stiffeners. Or, widespread corrosion is
corrosion of a frame, flange, longeron, or stiffener and an adjacent skin or web bay.
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2. Repair of perforated skin

A. Fixture, Test and Support Equipment Hand operated electric drilling machine
Pneumatic hammer, Painting brush
B. Materials Reactive primer coat S 2008/0600

Dural rivets, min strength 25 kp/mm2
Dural overlap sheet min. tensile strength 40 kp/mm2
C. Tools Set of drill bits with diameter as per used rivets

Wooden mallet
Clips, Files (flat and round)
Riveting support, Riveting clamp
Slide caliper, Steel rule
E. Procedures
NOTE: This procedure can be used only in case when the perforated place is accessible from the
internal side too.
(1) Cut out the perforated place into the form of regular geometric figure (square, rectangle, circle) with
rounded edges and when needed, level the adjacent skin by means of hammering with wooden
mallet.
(2) Cracks going behind the cut-out opening are to be drilled on the ends with a drill ∅ 2.1 mm.
NOTE: Drilling of cracks ends should be used in extraordinary cases only. If possible, include
all cracks into the cutout.
(3) Measure and prepare an overlapping sheet, which must overlap the cut-out ends at least by 15 mm,
or drilled crack ends, respectively. The sheet thickness must be the same as the skin thickness
in the place of repair.
(4) File down the edge on the sheet outer side.
(5) Apply reactive paint S 2008/0600 on metal sheet internal side.
(6) Overlap metal sheet to be riveted over the perforated place (cut-out). Use dural rivets of diameter
3 - 5 multiple of individual metal sheets thickness. The rivet before riveting must be of 1.5 dia
longer then all sheets to be riveted. Rivets pitch has to be selected according to pitches on the
circumference of repaired skin, max. 30 mm.
The rivets distance from the metal sheet edge (on internal as well as external side) must be
min. 7 mm at rivet diameter 3 mm.
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(7) Coat the repaired place with a coat in accordance with work procedure "Repair of aircraft outer
paint" specified in this section.
3. Repair of loosen riveted joints

A. Fixture, Test and Support Equipment Hand operated electric drilling machine
Pneumatic hammer
B. Materials Dural rivets of min. strength 25 kp/mm2
C. Tools Set of drills with small diameter

Riveting supports
Center punch
Hammer
E. Procedures
NOTE: This procedure can be used on joints only, where the riveting support from the internal
side can be applied.
(1) Center-punch the loosen rivets in the head center (if the access to the "basic" head is possible).
(2) Drill-off the head of loosen rivet with a drill having the diameter of 0.2 mm greater then the dia of
loosen rivet. When the drilling has been performed properly, the head will separate and remains
on the drill. If not, it is possible to remove the head with the help of a punch by light knocking with
a hammer. The punch diameter must be by 0.2 mm smaller then the diameter of drilled-off rivet.
Use the punch also for eventual knocking-out the rivet shank after drilled-off rivet. When the drill
cannot be centered, drill the hole for the rivet to the nearest higher diameter and use the rivet of
relevant higher diameter (diameter sequence of applicable rivets is: 2.6 - 3 - 3.5 - 4 mm).
(3) Clean the holes after drilling and perform riveting. Use the dural rivets with the strength
min. 25 kp/mm2 of the same type as were the original.
CAUTION: IT IS STRICTLY PROHIBITED TO CUT-OUT THE RIVET HEADS IN ORDER

TO REPLACE THEM.
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4. Repair of fabric skin of control surfaces

A. Fixture, Test and Support Equipment Steps B 097 365 N
Vessels for paints, varnishes, diluting agents,
adhesives
Metallic vessel for petrol
Brushes, shears needle
Template B 033 806 N (5 pcs)
B. Materials Linen blinders and toothed tape

Mitkal tape, threads
Cleaning linen, emery paper
Technical petrol CSN 656540
Varnish C 1106, C 1107
Diluting agent C 6001, C 6002, S 6014, U 6002
Adhesive Chemopren 50 or Extrem, 1.2 kg
Enamel C 2001 (1000+/1018+) 8140 0.1 kg
Sawing wire B 033 805 N
Tape Terylen 44901 or PAMIR or CECONITE 101-3
or CECONITE 102-3 or CECONITE 101-4
width = 20 mm, 3 m
Polyurethane enamel U 2054 or U 2066
Hardener U 7002 (for Enamel U 2054)
Isolating varnish 12-0513 or S1814
C. Tools Viscosimeter DIN ∅ 4
E. Procedures
(1) Prepare the steps B 097 365 N
(2) Prepare vessels for varnish, paints, diluents and technical petrol, required quantity and sizes of linen
blinds, tapes, brushes, shears, needle, threads, pieces of clean linen and emery paper No. 150.
(3) Prepare varnish C 1106 to the viscosity 150-180 sec. at the temperature + 20°C, prepare adhesive
varnish C 1107 to the viscosity over 300 sec. Furthermore, prepare the nozzle ∅ 4 mm, diluting
agent for the varnish C 1106-C 6001 and for the varnish C 1107-C 6002.
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(4) Prepare polyurethane enamel U 2054 or U 2066 – 4 weight portions of enamel U 2054 or
U 2066 and 1 weight portion of hardener U 7002 or U 7012, mix thoroughly and wait for 30
minutes. In case of need use the diluting agent U 6002.
(5) Repair of edge toothed tapes of fabric skin of rudder and elevator.
(6) Unstick of edge toothed tape is allowed, unless the length is not more as 300 mm.
(7) Following defects are not permitted:
• perforation of fabric skin over 1 or more ribs,
• perforation of fabric skin from leading edge to trailing edge,
• greater perforation of fabric skin between the ribs more as 10 cm,
• more as 5 repaired places on 1 piece of control surface
• unstick of edge toothed tape greater as 300 mm, furthermore, unstick of skin itself is
not permitted
(8) Damaged (perforated) place and adjacent place have to be washed with technical petrol, dried
and the paint has to be ragged in the place of the repair with emery paper No. 150 and remove
the dust.
Max. 5 repaired places are allowed on 1 piece of control surface to the size of perforation of 10 cm.
(9) Damaged (perforated) place greater than 2x2 cm has to be sawn cross-wise with a thread No.
10 with a halt circle needle.
(10) Repaired place has to be sticked over first of all with mitkal tape, width 15 mm and thereafter
with a linen blinder (toothed tape) by means of varnish C 1107.
The varnish C 1107 should be applied on the damaged place, the mitkal tape and the blind so
that the varnish would not pe7netrate inside the frame.
Smoothen the blind with a hand and remove the remaining varnish with a piece of clean linen to
get the dry stage.
(11) Drying has to be carried out at the temperature of 15 - 25°C and relative air humidity of max. 75 %
for 1 hour.
(12) Coat the sticked blinder (toothed tape) 3x with a varnish C 1106. Between the 2nd and 3rd
layer grind the repaired place with emery paper No. 150. Drying has to be carried out at the
temperature of 15 - 25°C for 3 hours.
(13) The repaired place has to be painted 1x with insulating varnish 12-0513. Insulating varnish should
be diluted with S 6014 to the viscosity of 60 - 80 sec. Drying at the temperature of 18 - 25°C for
3 hours.
(14) Repaired place has to be emery ground with abrasive paper No. 150, dust should be removed.
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(15) Apply nicely with a brush 1x polyurethane enamel U 2054 or U 2066 in relevant color shade.
Prepare polyurethane enamel U 2054 or U 2066 - 4 weight portions of enamel U 2054 or U 2066
and 1 weight portion of hardener U 7002 or U 7012, mix thoroughly and wait for 30 minutes. In
case of need use the diluting agent U 6002.
CAUTION: CARRY OUT CHECK OF CONTROL SURFACES BALANCING AFTER EACH

REPAIR.
(16) Repair of fabric skin sticking should be performed in such away, that the original edge toothed
tape in the region of auxiliary beam before the trim tab and in the transition region of fabric
skin into metallic one is to be separated from the fabric skin carefully with a narrow knife, to
prevent tear-off ends of cross toothed tapes (separate the entire tape on the auxiliary) spar in
the place of transition of fabric skin into metallic one, separate the tape for leading edge.
Unsticking of proper linen edge is to be braced with a wooden brace. Contact surfaces has to
be cleaned carefully with a narrow knife, then lightly ground with emery paper No. 150 and dust
from contact surfaces should be removed with a brush.
(17) Apply the adhesive Chemopren 50 or Extrem gradually in two layers with flat brush onto the
cleaned surfaces. Let the first layer dry for 50 minutes. The second layer is to be left drying for 3
- 7 minutes. Conglomeration should be carried out with the help of a smooth wooden cube. Let it dry
for 24 hours.
(18) After the repair of the fabric skin edge on the ribs No. 12b and 16b of the rudder, stick the ribs over
with a fabric tape (if it does not reach to the rib web) as follows:
• grind the linen surface lightly with emery paper No. 150 and remove the dust from contact
surfaces with a brush,
• apply adhesive Chemopren 50 or Extrem to the contact surface in the place of a rib and
onto a tape in one layer and let it dry for 50 minutes. Apply the second layer, let it dry for 3-
7 minutes and stick together. Conglomeration should be carried out with a help of a
smooth wooden cube. Let it dry for 24 hours.
(19) In the region of the auxiliary spar and in the transition region of fabric skin into metallic one, stick
a fabric tape be means of adhesive Chemopren 50 or Extrem.
Apply the adhesive onto a linen and a tape in one layer. After 3-5 minutes of drying stick it to the
designed places. After 3 hours of drying at the temperature of 18-25°C proceed with drilling the
holes for sawing.
(20) Drill the hole ∅ 2.5 mm with the help of a template (pitch = 24 mm) in the places of a fabric tape.
Location of the holes should be carried out as follows:
• start on the auxiliary beam from the rib web
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• drill the holes on the ribs about in the middle between the rivets with gradually shifting the
drilling template so that min. 3 pitches will be according to the template. Press the sawing wire
into the holes. The wire should be separated in those places where the pitch of neighboring
holes is other as 24 mm.
(21) Prepare new tapes in relevant lengths and widths. Pay attention to specified longitudinal of corner
overlapping. Stretch the measured tapes onto a wooden plate with the help of pins. Varnish C 1106
has to be applied on the tapes and drying should be performed in stretched state for 1 hour. Then
turn the tapes over and fasten them with the pins onto a plate.
(22) Surfaces on the rudder and elevator, where new edge tapes should be stuck on, must be finely
ragged with emery paper No. 150 and made free of dust.
Apply gradually adhesive Chemopren in two layers with a brush on the stretched edge tapes and
also to the planes for sticking of the rudder and elevator.
First layer should be dried within 50 minutes, then the second layer has to be applied, left drying
for 3 - 7 minutes and then proceed with sticking together.
Conglomeration should be carried out with the help of a smooth wooden cube.
Stick the tapes to the relevant parts of the rudder or elevator according to prepared dimensions.
Smoothen stuck tape again with the help of a wooden cube.
Stick connection has to be let dry for 24 hours.
(23) Grind the surface of stuck tapes lightly with emery paper No. 200. Remove the dust from the
surface and apply the varnish C 1106 on the tapes in two layers each after 1 hour and let dry
for 3 hours.
Thereafter the painted surfaces have to be ground with emery paper No. 200, freed from dust
and coated with insulating varnish 12-0513 or S1814 with a brush. Let it dry for 3 hours. Then
apply with a flat brush one layer and after 1 hour the second layer of enamel C 2001 in relevant
color shade and let dry for 3 hours.
NOTE: Considering small increase in weight, the balancing will not be performed.
It is recommended to keep the repaired areas in the room with temperature
18 - 25°C for 3 days.
(24) Bring away the steps B 097 365 N.
(25) Store the used vessels, tools and not used material.
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5. Repair of aircraft outer paint

A. Fixture, Test and Support Equipment Red wax (soft) pencil
Spraying gun
Vessels for painting material preparation
Magnifying glass (6x magnifying)
Outlet cup for viscosity determination (hole ∅ 4 mm)
B. Materials Fine emery paper

Pumice
Technical petrol
Primer coat S 2008/0600 or S 2318
Catalyst S 6011
Diluting agent S 6010
Polyurethane enamel U 2054 or U 2066 or U 2081
of pertaining shade
Diluting agent U 6002
E. Procedures
(1) Check carefully the aircraft outer paint and mark the damaged places with red wax (soft) pencil.
CAUTION: IT IS NOT ALLOWED TO USE CHEMICAL PENCIL OR SHARP OBJECTS FOR

MARKING OF DAMAGED PLACES.
(2) Remove the remains of paint from the damaged place, grind with fine emery paper and smooth
it with pumice. Make sure not to damage the protective lapped layer.
(3) Smooth surface is to be cleaned with a clean cloth wetted in petrol.
(4) Check the smoothed surface with magnifying glass (6x magnifying), if there are no scratches and
cracks or corrosion. In case that the scratches do not exceed the thickness of lapping layer, they
should be removed with fine emery paper and smoothen with pumice.
CAUTION: IN CASE CORROSION OR SCRATCHES EXCEED THE LAPPING LAYER,

THE METHOD OF PAINT REPAIR HAS TO BE CONSULTED WITH AIRCRAFT
PRODUCER.
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(5) The clean and smooth place should be coated (sprayed) with reactive primer S 2008/0600 and
let dry for 5 hours at the temperature 18 - 28°C.
Paint preparation: mix together 4 weight portions of S 2008/0600 with 1 weight portions of
S 2008/0600 with 1 weight portion of catalyst S 6011. After carefully mixing adjust it with diluting
agent S 6010 to the viscosity 18-25 sec. Such prepared material should be kept for about 30 minutes
in the still stand and prior the use must be carefully mixed again.
(6) Apply polyurethane enamel U 2054 or U 2066 of relevant color shade with brush or spraying gun
onto a dry base and kept drying for 16 hours at the temperature 18-28°C.
Paint preparation: mix together 4 weight portions of polyurethane enamel U 2054 or U 2066 of
relevant color shade with one weight portion of hardener U 7002 or U 7012. After carefully mixing
adjust it with diluting agent U 6002 to the viscosity 20-25 sec. Material prepared in this way should
be kept for about 1/2 hour in the still stand and prior the use mixed carefully again.
6. Repair of aircraft internal paint

A. Fixture, Test and Support Equipment Spraying gun or a brush with soft hair
Vessels for paint material preparation
Magnifying glass (magnifying factor 6)
Outlet cup for viscosity determination (hole dia 4 mm)
B. Materials Fine emery paper

Pumice
Technical petrol
Primer coat S 2008/0600 or S 2318
Catalyst S 6011
Zinc-chromate primer S 2003/0660
Diluting agent S 6000 or C 6001
Aluminum enamel C 2001/9100
Enamel S 2322 of pertaining shade
Hardener S 7300
E. Procedures
(1) Check carefully aircraft internal paint on all accessible places and mark the damaged places
with red soft pencil.
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CAUTION: IT IS NOT ALLOWED TO USE CHEMICAL PENCIL OR SHARP OBJECTS FOR

MARKING OF DAMAGED PLACES:
(2) Remove the rest of damaged paint, grind with fine emery paper and smooth it with pumice.
Make sure not to damage the protective lapped layer.
(3) Smooth surface should be cleaned with a clean cloth wetted in petrol.
(4) Check the smoothed surface with magnifying glass (6x magnifying factor), if there are no scratches
and cracks or corrosion. In case the scratches do not exceed the thickness of lapping layer they
have to be removed with fine emery paper and smoothen with pumice.
CAUTION: IN CASE OF CORROSION OR SCRATCHES EXCEEDING THE LAPPING LAYER,

THE METHOD OF PAINT REPAIR HAS TO BE CONSULTED WITH THE AIRCRAFT
PRODUCER.
(5) Coat the clean and smooth place with the reactive primer S2008/0600 and let it dry for 5 hours at
the temperature min. 18 - 28°C.
Paint preparation: mix together 4 weight portions of S 2008/0600 with 1 weight portion of catalyst
S 6011. After carefully mixing adjust with diluting agent S 6010 to the viscosity 18 - 25 sec. Material
prepared in this way should to be kept in the stillstand for about 30 minutes and prior the use has
to be carefully mixed again.
(6) Apply the zinc-chromate primer S 2003/0660 on the dry reactive base with a brush or with spraying
gun and let it dry for 3 hours at the temperature 18 - 28°C.
Paint preparation: adjust the paint to the viscosity of 18 - 22 sec with a diluting agent S 6000 or
C 6001.
(7) Apply the following with a brush or spraying gun on the dry zinc-chromate primer:
(a) Enamel C 2001/9110 on internal surfaces except of pilot compartment and let it dry for 3 hours
at the temperature min. 18 - 28°C.
Paint preparation: adjust with a diluting agent C 6000 or C 6001 to the viscosity of 30 - 35 sec.
(b) In pilot’s compartment:

Enamel S 2322 of pertaining color shade (1010, 1100) and let it dry for 16 - 24 hours at the
temperature of min. 18 - 28°C.
Paint preparation: mix together 100 weight portions of enamel S 2322 with 12 weight portions
of the hardener S 7300 and after careful mixing adjust to the viscosity of 30 sec. with the diluting
agent S 6300. The prepared material should be left for about 1/2 hour in the still stand and
mixed again carefully before use.
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NOTE: Viscosity, mentioned in this procedure is meant for gun spraying. When the repair
is to be performed with a brush, adjust the viscosity to about 50-80 sec. for all types
of paint material, mentioned in this procedure.
7. Repair of aircraft signs and markings

A. Fixture, Test and Support Equipment Painter’s brush
B. Materials Oil enamel O 2118/1999

Diluting agent for oil and synthetic paints S 6006
Enamel C 2001/8140 (red)
Enamel C 2001/4400 (blue)
Diluting agent for nitrocellulose paints C 6000
or C 6001
Technical petrol
C. Tools Painter’s rule

Vessels for painting material preparation
Outlet cup for viscosity determination (hole dia 4
mm)
E. Procedures
(1) Wash the damaged readings and marks with a cloth wetted in petrol.
(2) Carry out the repair with painter’s brush of suitable size of:
matriculation marks: oil enamel O 2118/1999
readings and symbols: enamel C 2001/8140 (red) according to reading original color.
Paint preparation: Dilute oil enamel with diluting agent S 6006 to the viscosity 50-80 sec.
Dilute C 2001 with diluting agent C 6000 or C 6001 to the viscosity of
about 50 - 80 sec.
8. Tightening and locking of joint bolts and nuts

A. Fixture, Test and Support Equipment -
B. Materials Copper or aluminum alloy mandrels

Safety washers
Spring washers
Split pins
Binding wire
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C. Tools Spanners double-ended GOST 2814-0091

Wire cutting pliers
Wire nippers
E. Procedures
(1) The following requirements are to be observed when tightening the bolts and nuts of fix joints:
(a) tightening of joints bolts and nuts has to be performed only with standardized spanners,
and in case of special agreement, with torque spanner (screwdrivers)
(b) final tightening of bolts and nuts on each joint must be performed by one worker
(c) normal and uniform tightening of bolts and nuts will be reached by cross-wise tightening
(d) carry out the tightening of bolts and nuts on joints with specified torque with the help of torque
spanner designed for this purpose
(2) Locking of bolts and nuts according to the type of the joint can be carried out with automatic
locking, self-locking nuts, spring washers, safety washers, locking nuts, split pins, wire, center
punching, lock nuts and double locking (see Fig. 801).
(3) Adhere to the following requirements when locking the bolts and nuts with safety washers:
(a) the mode of washer setting to the aggregate flange and bending of washer lip on the
flange edge must eliminate the possibility of washer turning to the side by unscrewing
the bolt or nut
(b) fittings of washer lips with nut edges (bolt head) has to be carried out by tightening already
tightened nut (bolt), but not more then by 30° or by replacement of the nut, washer or bolt
CAUTION: IT IS NOT ALLOWED TO PERFORM FITTING BY UNSCREWING THE

NUT (BOLT).
(c) bending of washer lip may be carried out to one, as well as to both nut edges (bolt heads).
Lips bending must be carried out with special pliers or with the help of mandrel made of
copper or aluminum alloy
CAUTION: 1. FOLLOWING DEFECTS ARE NOT PERMITTED ON SAFETY WASHERS:
• MATERIALS SHEARING OR RAKING, CRACKS AND TEARING IN

PLACE OF LIP BENDING
• LIP PROTRUDING OVER THE NUT (BOLT HEAD) BY MORE THEN
2 mm
2. IT IS NOT ALLOWED TO BEND THE LIP OF SAFETY WASHER BY HAMMER

KNOCKING.
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(4) Adhere to the following requirements, when securing the nuts with split pins:
(a) do not unscrew the nut in order to fit the nut notch with the hole in the bolt (cap screw).
Tighten the nut in order to fit, but not more as by 30°, or replace the washer under the nut
or replace the nut itself
(b) the split pin must fit to the hole free or after slight pressure and must fit with the notch in the nut
(c) bending of split pin ends on the nut edge has to be performed with a copper or aluminum
alloy mandrel, bend split pin ends in the nut notch with a blunt screwdriver
(5) The following is allowed when securing the nuts with split pins:
(a) for securing of type A, B castle nuts (see Fig. 801) it is allowed that the end of the split pin
does not fit into (dig in) neighboring notch in the nut (according to ONL 1336 standard)
(b) insufficient pressing of split pin ends to the nut surface in the range 0.1 - 0.3 mm
(c) the contact of split pin bent ends with bolt threaded sections (cap screw)
(d) split pin pitching-off (in case of split pin great length) with subsequent burying and coating
the pinched-off place with a paint
Following defects are not allowed:
• squeezing of split pin head,
• tears and cracks on the split pin ends,
• expanding and twisting of split pin ends,
• to use the split pin more than once.
(6) Adhere to the following requirements when securing the nuts and bolts with a wire:
NOTE: The “binding wire“ is the “safety wire”.
(a) the diameter of binding wire has to be selected in such a manner so that it will fit exactly into
the hole of bolt head (nut),
(b) the wire must be placed in such a manner so that in case of spontaneous induction of oriented
force the thread tightens,
(c) binding wire must be coiled without a force, number of coils must be min 4 up to 10 mm for
the wire dia 0.8 mm included and no less than 3 coils on the length 10 mm for the wire having
the dia more as 0.8 mm,
(d) it is not necessary to coil the wire on badly accessible places, when the distance between
the elements to be secured is small,
(e) ends of binding wire must be coiled to 3 - 4 coils and pressed,
(f) the wire must be firmly tightened, deflection and diameter reduction not permitted,
(g) when securing it is not allowed cutting the wire, or twisting or loops formation on the wire
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Automatic locking
FIG. 801 LOCKING OF BOLTS AND NUTS
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Securing with self-locking nut Securing with spring washer
Securing with safety washers with a slip Securing with locking nut
FIG. 801 LOCKING OF BOLTS AND NUTS (cont.)
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Securing with split pins Securing with wire
Securing with center-punching Securing with lock nut
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Double locking
(1) Retaining ring; (2) Washer
If the fitted part of a bolt exceeds the bolted joint, before locking the bolt by a retaining ring it is
necessary to slide such a number of washers on it so that after tightening the bolt is not loose.
9. Piping connection assembly with cap nuts and their locking

A. Fixture, Test and Support Equipment Slide rule
B. Materials Binding wire ∅ 0.8 mm and 1.2 mm CSN 656541

Hydraulic liquid AMG-10, GOST 6794-75
Petrol B-70 or NEFRAS
C. Tools Double-end spanners

Wire cutting pliers
Wire nippers
Leading tongs
E. Procedures
(1) The fitting cap nut and expanded piping surface must be washed with petrol or with NEFRAS.
(2) Make sure that the cone of the pipe fitting, the union nut and the flared part of the pipe are clean.
(3) Using a narrow spatula, apply a thin layer of BU paste, or Shell Aviation Grease 5.7108
(per MIL-G-6032D Specification), or equivalent grease per the same MIL Specification on the
threaded part of the pipe fitting.
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FIG. 804 AREA OF PASTE APPLICATION
CAUTION: IT IS STRICTLY FORBIDDEN TO APPLY THE GREASE ON THE FITTING

CONE, THE FLARED PART OF THE PIPE, OR ON THE THREAD OF THE
UNION NUT (SEE FIG. 804).
IT IS FORBIDDEN TO APPLY THE GREASE WITH A FINDER OR WITH A
BRUSH.
(4) Connect the piping with the fitting and slip the cap nut by hand. During this operation be careful
not to slip the cap nut over the thread.
(5) Hold the fitting with spanner, to prevent its turning (see Fig. 805), set it up to the stop and perform
final tightening of the cap nut.
(6) Connect the other piping side to the fitting in the same way as mentioned above, if required.
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FIG. 805 HOLDING THE FITTING AGAINST TURNING
(7) Securing method of piping cap nuts should be performed according to the shape of connecting
elements. Typical examples of securing are shown on Fig. 806.
(8) When securing the nuts, adhere to the following requirements:
• use the steel wire ∅ 0.8 mm, material 11 343.0, CSN 42 6403 or equivalent material
• union securing must be performed in such a way so that the securing wire is winding during
nut unscrewing
• when the securing has been performed, the wire must not be stressed completely, otherwise
the nut in the place of securing hole could be damaged
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FIG. 806 METHOD OF PIPING CONNECTION AND ITS SECURING

Legend to the above Figure: see the following page
Legend to Fig. 806:
I - Assembly of straight bushing type A

II - Assembly of straight bushing type B
III - Knee assembly
IV - Assembly of knee with a flange type B
V - Assembly of T - piece
VI - Assembly of cross piece
VII - Assembly of threaded knee type C
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10. Securing of socket-plug connections

E. Procedures
(1) Cap nuts of socket - plug connections must be fastened manually after joint connection and secured
with binding wire ∅ 0.5 mm according to Fig. 807 so that the loosening is excluded.
FIG. 807 SECURING METHOD OF SOCKET-PLUG CONNECTIONS
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11. Repair of conductors

B. Materials Hose MCHPTU 1375-47

Black threads 16.3 CSN 80 2151
Insulating tape (plastic material)
Varnish S 1005
E. Procedures
(1) Conductors can be repaired according to method shown on Fig. 808 with the limitation, that the
distance, indicated as "a" on Fig. 808 shall not exceed 50 mm. It is allowed to perform only one
repair within 5 m of length and neighboring conductors are allowed to be repaired in the distance
of 50 cm. In the cable bundle of the length 5 m, only 5 conductors repairs are allowed as maximum.
FIG. 808 CONDUCTOR REPAIR WITH MECHANICALLY DAMAGED INSULATION

I - conductor before the repair
a - length of damaged conductor
II - conductor after the repair
(1) Hose MCHPTU 1375-47
(2) Black threads 16.3 CSN 80 2151
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NOTE: • If the hose cannot be slipped on (1), carry out the winding with overlapping of tape
half width with two layers of insulation tape (plastic) counterclockwise.
• Causes of conductor mechanical damage on the aircraft have to be removed.
• Method of repair for conductors with mechanically damaged insulation is not effective
for shielded conductors.
• Threads (2) should be coated with varnish S 1005.
• Remove mechanical impurities before conductor repair.
12. Directions for repair of load-bearing elements of airframe structure

E. Procedures
(1) Loose or broken rivets are to be drilled out carefully and replaced with new ones. Rivet holes are
to be re-drilled to the next larger diameter and rivets of the next bigger size are to be used.
(2) The strength at any section of the repaired spot must be at least equal to the strength of the original
part.
(3) Parts made of the same material as the material of the damaged area are to be used.
(4) Damaged skin is to be repaired by means of patches of the same thickness as the original skin,
or preferably of the next bigger thickness.
(5) Damaged longerons and angles are to be repaired by means of inserted angles having cross
section by 10 % to 20 % larger than the area of the defective (damaged) longeron.
(6) If a crack in a longeron does not go completely through its section, stop the crack by drilling a hole
at its end using a 2.1 mm to 2.6 mm dia. drill. If the longeron is connected with the skin, put a thin
steel sheet under the longeron to avoid drilling into the skin.
The hole center is to be located at the end of the crack. Cracks in the skin, ribs, and frames are
to be stopped in the same way.
(7) The number of rivets in the inserted angles is to be determined in the following way (see Fig. 809):
• determine a cross sectional area of a damaged angle and mark S 1 .
• determine the cross sectional area of an inserted angle using the formula S 2 = 1.1 S 1.
• determine the thickness of the inserted angle sheet using the formula T 2 = (1 to 1.3) t 1 .
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FIG. 809 INSERTED ANGLE
• select the rivet size proportionate to the t 1 and t 2 thickness
• maximum diameters for countersunk - head rivets are given in Table 801:
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Rivet diameter (mm) Min. sheet thickness s (mm)

2 1
2.6 1.2 (1)
3 1.2 (1)
3.5 1.5 (1.2)
4 1.8 (1.5)
5 1.8 (1.5)
NOTE: The values shown in parentheses can only be used by way of exception:
TABLE 801: MAX. DIAMETERS FOR COUNTERSUNK - HEAD RIVETS
• use rivets having a shear strength of τ pt

= 250 MPa (25 kp/mm2)
• rivet ultimate strength (P n ) values are given in Table 803 for different sheet thickness and
types of riveted joints
• determine the tensile strength of the damaged component. For duralumin components,
the tensile strength to be take as σ pt = 400 MPa approximately.
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Type Sheet Rivet diameter (mm)

of Sketch thickness
point (mm) 2 2.6 3 3.5 4 5 6
0.5 824 1059 1216 1265 1275 1275 -

0.6 1265 1461 1697 1824 1853 1863
Single-shear rivet joint
0.8 2256 2569 3177 3275

1.0 3217 4001 4786
1.2 4805 5737
853 1402
1.5 1853 5001 7159
2491
3236
0.5 824 1059 1216 1265 1275 1275 -

0.6 990 1265 1461 1697 1824 1853 1873
0.8 1314 1697 1942 2256 2569 3177 3275
1.0 1481 2118 2432 2824 3217 4001 4786
Double-shear rivet joint
1.2 1549 2393 2922 3383 3854 4795 5737

1.5 1648 2550 3236 4236 4825 6002 7178
1.8 1667 2677 3403 4403 5502 7198 8610
2.0 2736 3491 4531 5678 8002 9571
2.5 3638 4795 6031 8806 11364
3.0 4913 6296 9148 12602
1697
4.0 2805 9826 13602
3697 4982 6472
5.0 10013 14122
NOTE: For single-shear riveted joints the thickness of the thinner sheet is decisive, for double-shear riveted
joints the thickness of the middle sheet is decisive if it is less than the total thickness of both outer
sheets.
The ultimate strength is then determined from the Table in accordance with the decisive sheet thickness.
The values given in the Table apply to:
Rivet - made of 424208.71 material

- having a shear strength of τ pt
= 250 MPa (approx. 25 kp/mm2)
Sheet - made of 424253.61 material
TABLE 802: ULTIMATE SHEAR STRENGTH OF RIVETED JOINTS
Forces shown in the Table are in Newton’s (N)
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• determine the number of rivets to be used on each side of the crack by means of the formula:
S1 ⋅ σ pt
i=
PN
(8) Load must be carried through the repairing element from one side of the repaired place directly
to the other side of the repaired place.
(9) The length of overlapping of the repaired spot must be sufficient so that the load is distributed
evenly to the intact part of the structure.
(10) If possible, the original rivet holes are to be used for riveted joints. If these rivets do not suffice
for transfer of force, additional rivet holes are to be drilled. Rivet diameters and type of riveting
are to be selected according to the rivets used in the vicinity of the spot to be repaired. Shear
strength of the rivets must be 250 MPa ( ∼ 25 kp/mm2) at least.
(11) Rivet pitch is to be selected in accordance with that used in the vicinity of the damaged spot.
Should the pitch vary, the smallest value is to be used. Minimum pitch values are given in
Table 803.
Button-head rivets Flush rivets

Rivet diameter
Minimum Recommended Minimum Recommended
2.6 10 10 12.5 15
3 10 12.5 15 20
3.5 10 15 20 20
4 15 15 20 25
5 20 20 25 30
TABLE 803: MINIMUM RIVET PITCH

(12) Minimum margins from the edges of a sheet, the inserted strip or angle are shown in Table 804.
(13) Flush rivets with a 120° angle of countersinking are to be used for skins and other load-bearing
members while observing the maximum rivet diameter for a given sheet thickness as per Table 801.
If thinner sheets have to be riveted, use stamping instead of countersinking.
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Button-head rivets Flush rivets

Rivet diameter
C minimum C recommended C minimum C recommended
2.6 5 7 - 7
3 6 7 - 7
3.5 7 7 - 7
4 7 8 - 8
5 9 10 - 10
TABLE 804: MINIMUM MARGINS (mm)
(14) Parts of skins or patch must be well clamped by means of agraffes or temporary bolts with nuts
during riveting. Washers are to be inserted under the nuts to avoid damage of the surface treatment.
Holes which do not coincide must not be forced together. The hole is to be redrilled to a suitable
larger diameter, and a bigger rivet used. If, for any reason, it is not possible to enlarge the rivet
hole, it is permissible to use a strap plate made of D 16 ATV material long enough to enable at
least two rivets to be placed on each side of the wrong hole.
(15) Planishing of deformed airframe skins. In case of permanent deformation they lose their strength
and stability after they have been planished, even though no cracks appear. It is therefore
necessary to stiffen the repaired (planished) parts of highly stressed components in a suitable
way.
Slightly buckled skins are to be planished by means of a wooden mallet or hammer, with a block
of hard wood laid under the area being planished. If the deformation has larger extent, the damaged
part is to be cut out and replaced with a new one.
Distorted cracked sheets must be replaced with new ones. This can only be done in an approved
repair shop equipped with assembly pigs.
(16) Stopping of cracks in the skin and blinding of small holes - they can be stopped by drilling a hole
with the help of a drill of diameter 2.1 mm to 3 mm. After a certain period, however, the crack can
continue to propagate. In such a case a new hole is to be drilled. During scheduled
maintenance, check that the crack was stopped.
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In case the crack propagation continues or it is a major crack, or in case it is located near an important
structural member, the affected part is to be cut out. There must be a distance of at least 5 mm
between the end of the crack and the edge of the cut-out. A patch of the same material and the
same or greater thickness as the original skin is to be used for repair.
(17) Small holes drilled by mistake or drilled incorrectly are to be blinded by button-head rivets.
The following applies to holes drilled by mistake in important load bearing members:
• If the hole center is located at a distance of min. three diameters of the hole from the free
edge of a load bearing member (a flange or a spar), or from the centers of the nearest rivets,
the hole is to be blinded as instructed above.
• A reduction in cross section due to the hole is to be compensated by means of a strap piece
(refer to para. 7 above).
(18) Major skin damage is to be repaired by means of (anodized) patches. Refer to Chapter 053 of the
Maintenance Manual for patch design. Mark the damaged part and cut out the most suitable
geometric shape (a circle, square, or rectangle). Care must be taken to cut out sufficient part of
the skin with all cracks and adjacent corroded spots. Corners of the cut out openings must
have a radius of not less than 15 mm and edges filed down. The edge of the cut-out must be at
least 5 mm from the end of a crack.
A patch overlap depends on the area of the cut-out:
• A patch of less than 50 cm2 is to be fastened with a single row of rivets. The patch must
overlap the cut out opening by a margin equal to 4 to 5 times the diameter of the rivets used
for attachment. (Refer to paras 7 through 13 for rivet and pitch).
• A patch with the area of more than 50 cm2 is to be fastened with a double row of rivets,
and a minimum patch overlap must be equal to 8 times the diameter of the rivets used.
Refer to paras 7 through 13 for rivet size and pitch).
If a damaged area is situated near the spar flange, spar, rib or frame, the patch must be sized
so that it overlaps the adjacent structural members and can be riveted to them.
A patch must fit perfectly to the original structure to prevent a decrease in the ultimate strength
of riveted points, and their loosening due to varying load.
Therefore the patch is to be bent slightly around its border to that it fits on to the original skin
when riveted on.
(19) The following types of patches are used according to the part of the structure to be repaired:
(a) Surface patches. The most common type which can be used in all places where smooth
surface is not a concern, i.e. anywhere except on the wing, stabilizer and fin leading edges.
After a patch is cut to shape, rivet holes are to be marked and rough-drilled using a drill of
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the next bigger size than the rivets used. Locate the patch on the skin and drill four holes
through the holes in the corners of the patch using a drill size corresponding to the rivets to
be used. Attach the patch by means of temporary bolts (agraffes) and drill the remaining holes.
Use more agraffes as necessary for a large patch. Rivets in the corners are to be riveted first,
then the middle rivets between the corners and finally the remaining rivets.
(b) Flushed patches. They are used for repair of the wing, stabilizer and fin leading edges.
A damaged skin is to be cut out to receive a regular-shape opening with rounded corners.
Deburr the cut out opening and rivet a stiffening plate (frame) on the inner side of the skin.
Refer to the Maintenance Manual, chapter 53. The stiffening frame is to be riveted by means
of duralumin countersunk-head rivets having a shear strength of τ pt
= 250 MPa.
Flush patches are also to be used for repair of parts which are not accessible for riveting from
the inside.
The cut out opening in the skin is to be adapted so as to allow insertion of the stiffening frame.
It means that the diagonal of the opening must exceed the width of the stiffening frame.
After the stiffening frame has been riveted on the inner side of the skin, fit on a patch and rivet
it to the stiffening frame by means of special rivets, or other rivets accessible from one side.
It is also possible to use rivnuts located on the stiffening plate and attach the patch to the frame
by means of countersunk-head bolts.
(c) Surface patches over spars, frames, and ribs. Having cut out a damaged skin over a spar or
a frame, fill the resultant gap between a patch and the spar or frame with a strap plate of the
same thickness as the skin.
The strap plate is to be fastened to the spar or frame by means of 2.6 mm dia. countersunk
rivets speed at 60 mm to 100 mm so that the rivets are located between the original rivet
holes. The patch is to be attached at a few points and then rivet holes drilled from the inside.
The original rivet holes in the spars and frames are to be used for riveting.
(d) Flush patches over spars and frames.

The same procedure as described in para (b) is to be used, except that the stiffening frame
is to be split to pass over a spar or a frame. The parts of the stiffening frame must fit on the
spar or frame with a clearance of 1 mm.
Both the stiffening frame and the patch are of the same thickness as the skin.
(20) Skin buckled over a small area (without a typical oil-canning effect) can be left as it is. If the skin
is buckled over a larger area (with a typical oil-canning effect), it is to be stiffened across a wave
between two adjacent frames or spars.
Use , , or L-shape stiffeners of 0.6 mm or 0.8 mm sheet thickness. Flatten

out the stiffener end, push it under the border of a frame, rib, or spar, and rivet it to the skin.
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(21) The rivet length before clinching is to be equal to L (i.e. the thickness of all sheets to be riveted)
+ 1.5 times the rivet diameter.
Rivet pitch must not exceed 30 mm or the rivet pitch used in the parts adjacent to the repaired area.
(22) It is strictly forbidden to cut away rivet heads in order to replace the rivets.
13. Elimination of backlash in the controls and attachment fittings

A. Fixture, Test and Support Equipment Forcing device
Beading device
Center-punching device
Puller
Brush
B. Materials Points as required for repair

RESISTIN ML
CIATIM 201 grease
MOLYKA grease paste
White spirit
C. Tools Reamer of required size

Check gauge
Tools from the set of tools
E. Procedures
(1) Backlash detected in the controls may be due to:
• a bearing with excessive clearance
• a bush worn out above permissible tolerance
• a fitted bolt with ground surface worn out above permissible tolerance
(2) Backlash in the controls and attachment fittings is to be eliminated according to the instructions
given below.
(3) Replacement of a faulty bush in a component made of Al-alloy.
(a) Force out the faulty bush by means of a forcing device.
(b) Check the bush hole tolerance according to the Album of production, operation and repair
tolerances of the aircraft.
(c) Force in a new bush by means of the forcing device.
(d) Ream the hole in the new buck to a required diameter.
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(e) Repair the damaged surface finish as instructed in the technological procedure in
subsection 020.20.00.
(4) Replacement of a faulty bush in a component made of Mg-alloy.
(a) Force out the faulty bush by means of the forcing device.
(b) Ream the bush hole to the next higher diameter for abnormal bush - see the Album of
production, operation and repair tolerances of the L-410 UVP-E aircraft.
(c) The reamed surface is to be chemically oxide coated as instructed in the technological
procedure in subsection 020.20.00.
(d) Force in a new bush using the forcing device.
(e) Ream the hole in the new bush to a required diameter.
(f) Repair the damaged surface finish as instructed in the technological procedure in
subsection 020.20.00.
(5) Replacement of a fitted bolt
(a) Remove the bolt from its hole.
(b) Check for deviations of the fitted part of the bolt and the hole.
(c) Use either a new fitted bolt or an abnormal bolt as required depending on the deviations
found and ream the hole to a size required as per the Album of production, operation and
repair tolerances of the L-410 UVP-E aircraft.
(d) Fit and secure the fitted bolt.
(6) Repair of a faulty hinge
(a) Remove the wire from a piano hinge. If the wire is seized, remove the complete hinge.
(b) Fit a new wire or a new piano hinge. Grease the hinge with Molyka grease paste.
(7) Replacement of a headed bearing.
(a) Force out the faulty bearing by means of the forcing device - see Fig. 810.
(b) Check the bearing hole diameter for correct tolerance as per the Album of production,
operation and repair tolerances of the L-410 UVP-E aircraft.
(c) Force in a new bearing by means of the forcing device. Fix it by beading or center-punching
using a special device (see Fig. 811 - center - punching device).
(d) Mark the bearing as follows:
• after the first replacement apply a 10 mm wide strip of green color around the bearing
• after the second replacement apply a 10 mm wide strip of red around the bearing
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A bearing beaded on one side can be replaced twice, a bearing beaded on both sides can
be replaced four times (the first and third replacement from one side the second and fourth
replacement from the other side).
(8) Replacement of a pressed - in bearing by means of the forcing device or by means of a puller.
(a) Force out the pressed-in bearing by means of the forcing device or by means of a puller.
(b) Check the bearing hole diameter for correct tolerance as per the Album of production,
operation and repair tolerances of the L-410 UVP-E aircraft. If the tolerance is not correct,
replace the component with a new one.
(c) Wash and grease a new bearing and press it in by means of the forcing device.
(d) Secure the bearing in the same way as was used for the original one.
FIG. 810 FORCING DEVICE
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FIG. 811 CENTER - PUNCHING DEVICE
14. Repair of corroded magnesium-alloy components

A. Fixture, Test and Support Equipment Scraper
Paint brush
Vessels for paint preparation
6-times magnifying glass
B. Materials Technical grade petrol

Chromium trioxide
Magnesium sulfate
S 2300/0600 primer
U 2001/0100 primer
U 2025/1100 enamel
Aluminum powder
Thinner
U 6002 thinner
E. Procedures
(1) Inspect a component attacked by corrosion and mark the affected parts. Bear in mind that corrosion
can also exist under a coat of paint which will be shown by blistering of the coat.
(2) Remove corrosion products by means of a scraper until clean metal can be seen.
Transition between the surface being cleaned and the adjacent surface must be smooth.
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(3) Check the surface to be repaired using a magnifying glass, and measure either the depth to which
corrosion was to be removed, or the wall thickness at the area where corrosion was removed.
If the value shown in Chapter 27 is exceeded, the component is to be scrapped.
(4) Degrease the cleaned surface using technical grade petrol.

Oxidize the degreased surface with a solution of chromium trioxide and magnesium sulfate.
Mixture proportion:
chromium trioxide 50 g
magnesium sulfate 10 g
water 1l
The solution is to be applied to the surface by means of a pad of cotton wool for a period of 15
to 60 seconds. The oxide skin is of yellow-brown or rainbow-like color. After this period wipe the
oxidized surface with a pad soaked in water, and dry.
(5) Renew the original paint by using one coat of S 2300/0600 primer, one coat of U 2001/0100 primer
one coat of U 2052/1100 finishing paint + 5 % of A1 powder.
When the paint system is repaired, smear the whole component (except for the control column
and control wheel) with RESISTIN ML max.
(6) Preparation of paints
(a) S 2003/0600 epoxy primer

Mix thoroughly 100 weight parts of S 2003 with 17 weight parts of U 7000 hardener.
Then thin to a suitable viscosity (25 - 30 seconds for spray painting) using S 6300 thinner.
The prepared paint cannot be used sooner than 20 minutes after hardening.
(b) U 2001 polyurethane primer

Mix thoroughly 5 weight parts of U 2001 primer with 1 weight part of 47000 hardener.
Then thin to a suitable viscosity (22 - 25 seconds for spray painting) using U 6002 thinner.
The prepared (hardened and thinned) paint cannot be used sooner than 30 minutes after
hardening.
(c) U 2052 polyurethane finishing enamel Mix 2 weight parts of U 2052 enamel with 1 weight
part of U 7000 hardener. Then add 5 % of A1 powder. Thin the mixed paints to a required
viscosity by means of U 6002 thinner. The prepared enamel cannot be used sooner than
30 minutes from hardening.
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15. Repairs of sandwich parts

A. Fixture, Test and Support Equipment Spatules as needed
Еmery clothe No. 80
B. Materials Аdhesive CSN 641310 ChS Epoxy 371- Epoxy resin

Hardener TPD 32–110–63, P 11
Filling to a laminating resin AEROSIL® 200 - Synthetic
Amorphous Silica,
Fiberglass E 77–130, PNJ–563–80–65, (83060771)
Fiberglass V–99–135, PNJ–891–80–66, (83060991)
Fiberglass V–99-360
Fiberglass V–1313-350
Aceton technical CSN 66 1451
Perchlorethylen TPD 404–027–053
Trichlorethylen type 1, ČSN 66 1135
Cotton No.800, CSN 80 4110
Cotton rags Molino 393/130, ČSN 80 4730
E. Procedures
(1) REPAIRS OF FAILURES OF SANDWICH PARTS WITH SHEET METAL SKIN
Types of failures and their repairs
(a) Dent of sandwich parts from one or both sides

This type of failure is created by hit of rounded object. A skin is permanently deformed; a
core of sandwich is deformed. A skin is not perforated.
Degrease dented spot and its surrounding by acetone.
Let dry 15 min in indoor temperature.
Fill dented spot by prepared sealant to the level with surface of the skin.
Let to harden in temperature 22º at least 24 hours.
Grind repaired spots with emery clothes after hardening.
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FIG. 812 REPAIR OF DENTED SKIN

(b) One of skins is perforated:
This type of failure is created by abrupt hit of the shark object which penetrates to
sandwich from one side. The core of sandwich is deformed.
Cut out a perforated spot to the circle shape.
Grind a core of the sandwich to the same diameter.
Fill a cavity of sandwich by prepared sealant.
Grind hardened sealant to the level of the skin.
FIG. 813 REPAIR OF SANDWICH PART PERFORATED FROM ONE SIDE
(c) Sandwich part is perforated

This type of failure is created by abrupt hit of the shark object which penetrates to all
sandwich structure and both skins. Core of sandwich is usually damaged.
Cut out both perforated spot to the circle shape.
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Grind a core of the sandwich to the same diameter.

Stick a duralumin patch thickness 0.6 mm by adhesive ChS Epoxy 371 to the reverse side
of sandwich. Perimeter of the patch must be 20 mm larger than the hole of the sandwich.
Fill a cavity of sandwich by prepared sealant.
Let to harden in temperature 22° at least 24 hours.
Grind hardened sealant to the level of the skin.
FIG. 814 REPAIR OF SANDWICH PART BROKEN THROUGH

(d) Repairs of strength sandwich parts
Repairs (1) (a), (b), (c) are usable for no strength parts, decorative parts. In case of using
the duralumin patch put it to a reverse side. Repair of strength parts (covers of landing
gear nacelles, removable covers of landing gear nacelles) is necessary to stick the patches
to the both sides if both skins are broken.
FIG. 815 REPAIR OF SANDWICH STRENGTH PARTS BROKEN THROUGH
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(e) If only one skin is broken repair it according to figure No. 816
FIG. 816 REPAIR OF SANDWICH STRENGTH PARTS ONE - SIDED BROKEN THROUGH
(f) A total deformation of sandwich part

Skin of sandwich is deformed. The core is collapsed or broken. A loss of functionality as a
consequence of this failure. In case of total deformation of the sandwich part a core of the
sandwich and both skins are damaged. This failure is unrepairable. Replace a new part.
(2) REPAIRS OF FAILURES OF SANDWICH PARTS WITH PREPREG SKIN
There are sandwiches with prepreg skin on aircraft L 410 used for decorative parts (walls of the
baggage compartment, covers of baggage compartment) and for constructional parts ( panels
of windows upholstery).There are describes of repairs of constructional parts in the text.
Decorative parts are able to repair by same way. This repair reduces a look of a part. Because
of it repairs of decorative parts are exceptionally performed.
Types of failures and their repairs
(a) Skin of sandwich is broken (cracked) from one or both sides

This type of failure is created by hit of rounded object. It creates a defect (fracture, crack)
of the skin with a deformation of the core. A skin is permanently deformed; a core of
sandwich is deformed. A skin is not perforated.
Degrease cracked spot and its surrounding by acetone.
Let dry 15 min in indoor temperature.
Fill cracked spot by epoxy sealant to the level with surface of the skin.
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Laminate two layers of fiberglass V-99 -360 with epoxy resin ChS Epoxy 371. The
fiberglass must be 20 mm larger than a perimeter of the defect.
Grind by emery cloth.
(b) One of skins is perforated:

This type of failure is created by abrupt hit of the shark object which penetrates to
sandwich from one side. Edges of defect are broken. The core of sandwich is usually
deformed. Repair by same way like (2) (a) repair. with this difference. Laminate by one
layer of V-99-135 and two layers of E–77-130
(c) Sandwich part is perforated:

This type of failure is created by abrupt hit of the shark object which penetrates to all
sandwich structure and both skins. Core of sandwich is usually damaged. Edges of defect
are broken and frayed. Remove broken edges of the defect. Fill the defect by epoxy
sealant prepared according to (3) (b) to the level with surface of the skin.
Laminate by one layer of V-99-135 and two layers of E–77-130
(d) A total deformation of sandwich part

Skin of sandwich is deformed. The core is collapsed or broken. A loss of functionality due
to this failure. In case of total deformation of the sandwich part a core of the sandwich and
both skins are damaged. This failure is unrepairable. Replace a new part.
(3) PREPARATION OF THE ADHESIVE, THE SEALANT AND AUXILIARY MATERIALS
(a) Preparation of the adhesive.

Thoroughly mix 100 weight parts of epoxy resin ChS Epoxy and 7 weight parts of hardener
P11
(b) Preparation of the sealant

Add 3 – 5 % AEROSIL® 200 filling according to required density.
(4) REPAIR OF THE OF UNSTUCK SANDWICH PARTS
(a) Defected part(s) must be removed before repair.

Remove the remains of putty used for sealing of edges of the part.
(b) Detect the range of unstuck area (size of surface) via tapping on the surface of the part.
(c) Prepare the PL 20 adhesive according to instruction in section 020.11.00 in quantities

appropriate to size of the unstuck area with supposed thickness of layer 1 mm and specific
gravity 1.2 g/cm3
(d) Inject the adhesive into the unstuck place via syringe and keep part to vertical position for
a duration 10 minutes. Tilt the part for ensure to adhesive flowed to all unstuck areas.
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(e) Turn the part to a horizontal position so that unstucked skin should be on the bottom and
glue can flowed leak all over surface. After 10 min. clamp this part by the help of clips (with
soft pad) and keep curing during minimum 24 hours at curing temperature 20 – 25 °C.
(f) Remove the clips and prepare the part for sealing of edges.
(g) Prepare PL20 adhesive for use as putty, add the 1 to 5 weight parts (on the 100 weight
parts of adhesive mixture) of AEROSIL® 200 - Synthetic Amorphous Silica and mix it to
homogenously mixture.
(h) Apply the putty on the edges of the part to shape and keep harden during minimum 24
hours at temperature 20 – 25 °C.
(i) Adapt shape, grind with emery paper No. 150 before finish coating.
(5) FINISHING OF REPAIRED PARTS

Carry out final painting or upholstery according to section 020.20.00 after repairs.
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16. Sealing of connectors

B. Materials Technical spirit

Self vulcanizing tape MIL-I-46852C type II
Cable tie 2.6 x 200
Mastic sealant MaxSil SN 1011, VG 01 or equivalent
E. Procedures
CAUTION: THIS PROCEDURE CONCERNS FOR CONNECTORS TYPE 2RM OF SYMBOLS

V5, V6, V8, V 16, V 226 - REFER TO THE WIRING MANUAL.
(1) Disconnect an external direct current source in accordance with 024.40.00.B
(2) Disconnect accumulator batteries in accordance with 024.30.04.A.
(3) Disconnect the several connectors (V5, V6, V8, V16, and/or V226) and install a blind plug.
(4) Release a cable from upper side of connector.
(5) Unscrew nuts and remove 4 screws with washers which keep the flange of the connector and
install the blind plug.
(6) Remove a pyroplast from the cable.
(7) Remove the bushing from the end piece. Break off the lugs of the end piece by the cutting
pliers and file the edges.
(8) Unscrew the nut of the connector with left hand thread.
(9) Degrease by spirit the thread of the nut. Apply mastic sealant on the thread.
(10) Degrease by spirit the bushing of the connector. Apply the mastic sealant on the stool of the
bushing.
(11) Put the bushing on the connector in right position. Put and screw on the nut with left-hand thread
(12) Remove the rest of the mastic sealant from the flange and from nut.
(13) Fill in the space between grommet and cables by mastic sealant.
(14) Degrease the assembled connector by technical spirit. Coil the self vulcanizing tape
MIL-I-46852C type II Start at the flange, over end piece to the cables (length 100mm).
Apply the mastic sealant around a perimeter of the cable under the bandage at its end
(15) Fix the bandage at the edges by the cable tie 2.6 x 200. Fix a label on the visible side by these
tapes.
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(16) Mount the connector.
(17) Fix the cable to other cables.
(18) Remove the blind plugs, switch on the connector and screw up the nut.
Lock by the locking wire ∅ 0.5 mm.
(19) Install the batteries in accordance with Work procedure 024.30.04.A.
(19) Perform the engine ground test in accordance with Engine Maintenance Manual.
FIG. 817 CONNECTOR

(1) Connector; (2) Bushing; (3) Nut with left-hand thread; (4) Lug ; (5) Grommet; (6) Start of the
bandage; (7) End of the bandage; (8) Cable tie ; (9) Self vulcanizing tape; (10) Label.
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17. Repair of loose screws of access covers

B. Materials NOVADURIT ® Activator or LOCTITE 7471,

NOVADURIT ® U 16 or LOCTITE 222 Anaerobic
putty,
NOVADURIT ® S 111 or LOCTITE 243 Anaerobic
putty
C. Tools Rubber gloves, Goggles
Pads of cotton wool, Trichloroethylene, MEK
E. Procedures
A anaerobic putty NOVADURIT ® U 16 or LOCTITE 222 and / or NOVADURIT ® S 111 or

LOCTITE 243 is used for repairs loose screws on access covers. It is anaerobic putty used for often
dismounted screw connections. They are used instead of locking washers. It is necessary to use an
NOVADURIT ® activator or LOCTITE 7471 for materials which do not contain an iron, a cooper or
materials case hardened, nitrided, chromed.
NOVADURIT ® Colour Shearing strength Strength Equivalents

U 16 purple 6-9 MPa low LOCTITE 222
S 111 blue 11-14 MPa middle LOCTITE 243
(1) Holes, threads and parts surface have to be freed of rust, mechanical impurities and perfectly
cleaned with cotton wetted in trichloroethylene.
(2) Apply the activator onto clean and dry surfaces.
(3) Apply a thin film of the NOVADURIT ® or LOCTITE Anaerobic putty and remove the rest of the
putty.
(4) A manipulating strength with using the activator is reached after 20 seconds, total hardened
20-25 minutes. A manipulating strength is such a connection of parts when the parts do not
disconnect by a normal handling.
WARNING: USE RUBBER GLOVES AND GOGGLES DURING A WORK.

IF AGENTS TOUCHED A SKIN INTERMEDIATELY WASCH WITH A SOAP
AND MUCH WATER.
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INSPECTION
INSPECTION / CHECK
1. Inspection of covering unevenness and linkage of movable areas contours

A. Fixture, Test and Support Equipment Set of cylindrical pins dia 2, 3, 4, 5, 6, 7, 8 mm.
Steel rule L = 1500 mm
Gap gauge
Slide rule
E. Procedures
(1) Check the unevenness of wing covering and stabilizer and elevator surfaces with a rule 1500 mm
in length. Attach the rule in the same percentage profile depth along the spar. Wing allowed
unevenness are as follows:
• before the spar ............... ± 1.5 mm
• behind the spar ............... ± 2.0 mm
Allowed unevenness on flaps, ailerons, rudder and elevator surfaces are as follows:
before the spar ............... ± 1.25 mm
behind the spar ............... ± 1.5 mm
Permitted unevenness must fluently link with adjacent surface (incline min. 1 : 400).
(2) Check crossing of ailerons and elevating flaps on the trailing edges. Max. permissible crossing
± 3 mm (max. shears 6 mm).
The allowance between the wing and the aileron - 3 mm min.
(3) Check the linkage of aileron external contour to the wing contour. Max. allowed difference ± 2 mm.
(4) Inspect the linkage of external contour of rudder and elevator to the contour of pertaining fix surface.
Max. permissible difference is as follows:
• rudder ............... ± 3 mm
• elevator ............... ± 2 mm
(5) Check the linkage of elevating flaps contour to the wing contour (see Fig. 601).
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Permissible differences are specified in the following table:
Detail Mutual area of parts Upper contour Lower contour
+ 1 mm + 3 mm
A Wing - elevating flap slot
- 2 mm - 2 mm
+ 1.6 mm
B Slot of elevating flap - flap ± 2.6 mm
- 2.6 mm
+ 1.1 mm + 3.1 mm
C Wing - flap
- 3.1 mm - 2.1 mm
D Wing - interceptor ± 1.5 mm -
E Wing - ABC tab ± 1 mm
FIG. 601 INSPECTION OF LINKAGE OF WING ELEMENTS EXTERNAL CONTOURS
(6) Check the size of gaps between the slot and wing shroud and between the elevating flap and
slot shroud.
The gaps must be kept in the range according to Fig. 602 (A).
x = 4 ............ on the internal elevating flap
x = 4 - 11 ..... on the external elevating flap
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(7) Check the gaps on the wing upper side between the trailing edge of the wing shroud and slots
and between slots trailing and elevating flaps in retracted position.
The gaps must be kept in the range according to Fig. 602 (B).
x = 3 ............ on the internal elevating flap
x = 4 ............ on the external elevating flap
(8) Check the gaps on the wing upper side between the interceptor trailing and the slot and the gap
between the interceptor lower side and the bar of the wing shroud.
The gaps must be kept in the range according to Fig. 602 (C).
(9) Check the clearance between the wing trailing bar and oval head rivets of the slot leading edge.
Before sticking on the protection layer, it must be min. 0.6 mm. After sticking on the protection
layer the contact of rivets is allowed.
(10) The repair should be done at special reparatory works or at the producer.
FIG. 602 GAPS CHECK BETWEEN THE SLOTS, WING SHROUD AND ELEVATING FLAP
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2. Depth measuring of scratches, collapsed and corroded places with dial depth gauge GI-2
A. Fixture, Test and Support Equipment Indicator depth gauge GI-2 (TU 2-034-671-76)
B. Materials Cotton cloth

Petrol B-70 or NEFRAS or CSN 656541
Transformer oil GOST 982-80
C. Tools Steel rule 500 mm
E. Procedures
(1) Wash the lubricated instrument parts with clean petrol B-70 or NEFRAS and wipe with clean,
soft cloth.
(2) Remove the dirt from damaged surface.
(3) Check if the calipers are properly screwed-in both in the measuring bar and bush fastening in
instrument base.
(4) Check the instrument function. Shifting of the measuring bar in the bush and the indicator in both
directions must be continuous, without jumps, stops and knocks at the end of the movement.
(5) In case the bar or indicator does not move continuously it is allowed to flush the mechanism a
bit without indicator complete disassembly. Therefore it is necessary to remove the cover and
to dip the indicator mechanism into clean petrol B-70 or NEFRAS. Care must be paid to prevent
petrol penetration to the indicator dial. In case the dirt remains on the cog-wheel, remove it with
a brush wetted in petrol.
(6) For measurement of the depth of scratches, grooves and corroded places, a caliper with sharp
edge R = 0.03 is used, for the measurement of collapsed places a ball caliper is used.
(7) Personnel safety precautions
(a) If no special requirements are presumed for operator safety, who is using the depth GI-2,
beside general safety precaution when working with airborne technique.
(8) Measuring technical requires.
(a) Max. measurable depth of flutes, scratches, collapsed and corroded places on the skin pipes,
control bars an other elements = 2 mm.
(b) Maximum area of collapsed places, whose depth can be measured is 20 x 10 mm.
The length of a groove is not limited.
(c) Measurement outside may be carried out only if no atmospheric precipitation exist.
(d) Air temperature during measurement must be in the range from - 10 up to + 50°C, and relative
humidity of 80 % max.
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(e) The measurement at temperatures below - 10°C is allowed only in case that the movement
of the measuring bar in the bush and the indicator in both directions is continuous without any
troubles.
(f) Vibration of surfaces and elements during measurement of the depth of grooves, scratches,
collapsed and corroded places is not permitted.
(g) The measured place must be well illuminated.
(9) Check the zero position of GI-2
(10) Put the instrument directly on the surface of measured element on the groove (scratch, collapsed
or corroded place), whilst it is important to observe the damaged place and the instrument caliper
through the base cross-section.
(11) In case of need turn align the zero position with the indicator by means of turning the depth gauge
edge.
(12) Transfer instrument to the grooves (scratches, collapsed or corroded places) and read out the
depth. When transferring the instrument with needle caliper, it is necessary first of all to lift the
bar in order not to damage the checked surface.
(13) Operation according to para (9) ÷ (11) should be performed 3 times.
(14) To obtain the depth of a groove (scratch, collapsed place), calculate the root mean squares of
3 dimensions.
(15) After finishing measurement, lubricate the body and instrument GI-2 friction surfaces with
transformer oil GOST 982-80.
(16) After work completion store the depth gauge, base and calipers in the box.
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3. Check and adjustment of mass balance of control surface

A. Fixture, Test and Support Equipment Special balancing device, special attachment fittings
Elevator: 112-513-21779
Rudder: 112-510-20260
Aileron: 12-513-1198/1, 12-513-1198/2
E. Procedures
(1) When the control surfaces and trim tabs are repaired in a servicing plant, new mass balancing of
control surfaces is performed in accordance with technological procedures - spare parts storage -
- in section 020.50.00.
(2) When the control surfaces, trim tabs, and their paint are repaired, or the trim tabs and their controls
replaced in field conditions, the following must always be carried out:
a) check of mass balance of the control surfaces (in accordance with the following procedure)
b) adjustment of mass balance, if necessary (based on the results of the mass balance check).
Perform mass balance according to instruction mentioned in subsection 020.50.00 page 501
(3) When the mass balance is adjusted, a new Balance Record is to be made out in two copies.
This new Balance Record supercedes the preceding one (having a lower ordinal number).
One copy of the Balance Record is filed by the department carrying out the check and adjustment
of mass balance, the other copy is filed by the aircraft operator (like the Leveling and Rigging
Record). The operator must also file the preceding Balance Record showing reasons for their
cancellation as well as the numbers of the superseding Balance Records.
This file provides a chronological survey of interventions in the control surfaces.
NOTE: If the original (SIN 1) Balance Records is not included in the aircraft documentation,
the first Balance Record made out after a repair and subsequent adjustment of mass
balance is given the ordinal numbers. In this case it should be stated in the Note that
No. 1 Balance Record was not included in the aircraft documentation. (The Balance
Records are being included in the documentation starting from the year 1996).
(4) Balance Record forms for each particular control surface and for various aircraft Models (to be
reproduced) are stated in subsections 020.50.00 (page 501).
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(5) It is forbidden to coat the control surfaces and the trim tabs with another layer of paint.
If it is necessary to change the painting, the original paint layer must be removed before the new
paint coat is applied.
(6) The value of mass balance of a control surface (σ) is defined by the following formula:
X T (m)
σ (% C) = x 100
C (m)
where
X T (m) ........... perpendicular distance of C.G. of the control surface from its axis of rotation
( + behind the axis of rotation)
C (m) ............. geometric mean chord of the control surface behind its axis of rotation
(perpendicular to the axis of rotation)
FIG. 603
σ < 0 .............. The control surface is statically overbalanced (heavy on the leading edge)
σ = 0 .............. The control surface is statically balanced (the C.G. is it the axis of rotation)
σ > 0 .............. The control surface is statically underbalanced (heavy on the trailing edge)
(7) A general-purpose balancing device (Fig. 604) can be used to check and adjust the mass balance
of the control surfaces.
However, special attachment fittings are needed to fit the control surfaces (elevator, rudder, aileron)
in the balancing device.
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It is recommended to have the mass balance of the control surfaces checked and adjusted in a
special repair shop equipped with special devices.
Fig. 604 GENERAL – PURPOSE BALANCING DEVICED

(1) Frame; (2) Adjustable clamps with arms for suspension of control surface; (3) Control surface;
(4) Locking of trim tab with self-adhesive tape (on elevator); (5) Special attachment fitting
(8) Check and adjustment of mass balance of elevator.

Each half of the elevator must be mass balanced separately so that the center of gravity of the
balanced elevator lies within.
+ 4.3 < σe (% Ce) < + 4.7
which is with
Ce = 0.431 m : 18.5 < Xe (mm) < 20.3
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FIG. 605
(9) Check of elevator mass balance by calculation (without balancing device).
NOTE: This method can only be used if there is a Balance Record for the elevator showing its
condition before the repair. If such Balance Record (usually S/N 1) is not included in
the aircraft documentation, the mass balance of the elevator is to be checked and/or
adjusted in compliance with para (2) subpara (b).
This method is applicable for small repair (e.g. repair of elevator fabric covering by
patches) when additional mass ( GR) and perpendicular distance of its C.G. from the
elevator axis of rotation (XR) can be reliably determined by calculation and/or weighing.
Procedure:
(a) Before the repair, weight the complete elevator and compare the weight with the value of
Ge (bal) (kg) indicated in point 5 of the Balance Record for the elevator before the repair.
If the two values are not coincident, check and/or adjust the mass balance of the elevator
in compliance with para (2) subpara (b).
(b) If the two weights are coincident, read the value of mass balance σe (% Ce) indicated in
point 3 of the Balance Record for the elevator before the repair.
NOTE: This value is only applicable if the value indicated in point 4 of the Balance
Record is G1 = 0.
If the value indicated in point 4 of the Balance Record is
G1 ≠ 0, then
σe = + 4.5 (% Ce)
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(c) Determine the following values:
GR (kg) ..... increase + or decrease - of elevator weight ("additional mass")
XR (m) .......... perpendicular distance of additional mass C.G. ( GR) from the axis of rotation
(d) Calculate the new weight and the value of mass balance of the repaired elevator using the
following formulas:
Ge (R) (kg) = Ge (bal) + ∆GR ..... the resultant weight of one elevator half after the repair
(without adjustment of mass balance)
100
G e (bal) . σ e + GR . X R .
Ce
σ e (R) [% C e (bal)] = ………the resultant value of mass
G e (R)
balance of one elevator half after the repair, without any change in the mass balance
NOTE: Ce = 0.431 m
If the condition + 4.3 σe(R) < (%e) + 4.7 is met, no change in the mass balance is to be
done. A new Balance Record is to be made out (marked with the next ordinal number) which
must indicate (in the "Notes") the description of the executed repair and the resulting changes
in the weight characteristics of the repaired elevator:
GR (kg), XR (m), Ge (R) (kg), and σe (R) (% Ce).
This new Balance Record will supersede the original and/or preceding Balance Record -
- see para (3).
If the above stated condition is not met, adjustment of the mass balance (which actually means
new mass balancing) is to be done in compliance with para (2) subpara (b) and a new Balance
Record made out to supersede the preceding one.
(10) Check of mass balance of repaired elevator by means of balancing device.

The check of mass balance is to be made.
(a) if it is not possible to determine the distribution of additional masses, their centers of gravity,
and arms relative to the elevator axis of rotation
(b) whenever the trim tab is replaced
(c) when a new paint coat is applied on the elevator, or when a major repair of the paint coat
is made
(d) when a new paint coat is applied on the elevator trim tab
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(11) Check and/or adjustment of rudder mass balance

The rudder must be statically balanced (σr = 0). If the rudder is overbalanced ("heavy on the leading
edge"), this will not affect aeroelastic characteristics but it means an unnecessary extra weight.
Since the procedure for rudder mass balancing is very simple, it is recommended to check and
adjust the mass balance by means of the balancing device after any repair of the rudder, including
execution of a new Balance Record (as per para (2) subpara (b), para (3), para (5).
(12) Check and/or adjustment of aileron mass balance

Each aileron must be statically balanced and/or overbalanced (it means that its center of gravity
must be on or forward of the axis of rotation).
σa (% Ca) ≤ 0
NOTE: Dynamic balance of the ailerons is provided for by means of a balancing mass of
GB2 = 0.325 kg (lead rollers + duralumin spacing tube) which is, and must always
remain in the outboard mass balance bushing.
(13) In consideration of the above condition for aileron mass balancing, the procedure indicated in
para (2) subpara (b) is recommended as the simplest method for checking and/or adjusting the
aileron mass balance after an aileron repair. A new Balance Record is to be made out after each
check/adjustment of mass balance.
This procedure must be carried out
(a) when there is no Balance Record showing the aileron mass balance before the repair
(b) when the aileron trim tab, or the trim tab control is replaced
(c) when a new paint coat is applied on the aileron
(d) when a new paint coat is applied on the aileron trim tab
(e) after any repair resulting in a displacement of the center of gravity behind the axis of rotation
(toward the trailing edge).
This applies to all ailerons which were hundred-per-cent statically balanced before the repair
(i.c.σa = 0% Ca).
(The value of σa is shown in point 7 of the aileron Balance Record).
(14) Check of aileron mass balance after a repair by calculation

This method can only be used if there is a Balance Record showing the aileron condition before
the repair. It is applicable if the aileron before the repair was hundred-per-cent statically balanced
(σa = 0), if the repair evidently results in a displacement of the center of gravity forward of the axis
of rotation, and if the increase in weight GR (kg) and the perpendicular distance of additional
mass C.G. XR (m) from the axis of rotation cannot be reliably determined.
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FIG 606
Then
Ga (R) (kg) = Ga + GR ..... resultant weight of the aileron after the repair
100 G R (kg) x X R (m)

σ a (R) (% C a ) = x ……... resultant value of aileron mass
C a (m) G a (R) (m)
balance after the repair (σa (R) < 0)
where Ca = 0.257 m
Since in this case σa (R) (% Ca) is always less than zero (σa (R) (% Ca) < 0 no adjustment of mass
balance is made. It is, however, necessary to make out a Balance Record indicating (in the "Notes")
the description of the repair and the resulting changes in the weight characteristics of the repaired
aileron:
GR (kg), XR (m), Ga (R) (kg), σa (R) (% Ca)
If the aileron of aircraft is statically overbalanced and if it is possible to determine reliably the
increase in weight GR (kg) and the perpendicular distance of additional mass C.G. XR (m)
from the axis of rotation (both forward of the axis of rotation - , and aft of the axis of rotation
+ , proceed as follows:
(a) Before the repair, weigh the complete aileron and compare its weight with the value of Ga (kg)
indicated in point 6 of the Balance Record of the aileron before the repair.
If the two values are not coincident, check and/or adjust the mass balance of the aileron in
compliance with Instruction for performing mass balance (para (2) subpara (a) mentioned
in subsection 020.30.00.
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(b) If the two weights are the same, read the value of static mass balance σa (% Ca) indicated
in point 7 of the Balance Record.
(c) Determine the values of GR (kg) and XR (m) by weighing, measurement or calculation.
(d) Calculate new weight characteristics of the repaired aileron.
using the following formulas:
Ga (R) (kg) = Ga + ∆GR .......... resultant weight of the aileron after the repair
(without adjustment of mass balance);
G a (kg) x σ a (% C a ) + 389 . 105 x ∆ G R (kg) x X R (m)

σ a (R) (% C a ) = ...resultant
G a (R) (kg)
value of static mass balance of the aileron after the repair, without any change in the mass
balance.
(e) If the condition σa (R) (% Ca) ≤ 0 is met, no adjustment of the mass balance is required. It is,
however, necessary to make a new Balance Record (marked with the next ordinal number)
which must indicate the description of the repair and the resulting changes in the weight
characteristics of the repaired aileron:
GR (kg), XR (m), Ga (R) (kg) and σa (R) (% Ca)
This new Balance Record will supersede the original and/or preceding Balance Record
(see para (3)).
(f) If the above stated condition is not met, i.e. σa (R) (% Ca) > 0 an adjustment of mass balance
(which actually means new mass balancing) is to be done in compliance with para (2)-b,
subsection 020.50.00, and a new Balance Record made out to supersede the preceding
one, see para (3).
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SPARE PARTS STORAGE
1. Spare parts storage

E. Procedures
(1) Spare parts of the sets 1:1 and special set specified in the Technical conditions for the aircraft
shall be stored under the following conditions:
(a) Parts, instruments and aggregates must be stored in their original package.
(b) Rubber and rubber parts must be stored separately from electric instruments, blocks and
aggregates.
(c) Storage rooms must have chemically inert atmosphere and max. relative humidity up to 70 %.
Storing equipment and storage must conform to storage system.
(d) Board and navigation instruments, blocks and similar aggregates must be stored in
air-conditioned storehouse in the temperature range from 10°C up to 30°C with daily
temperature deviation max. 4°C and relative humidit y up to 70 %.
(e) When the above specified condition is exceeded, it is necessary to check the preservation
of parts, instruments and aggregates and renew it, if needed.
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INSTRUCTION
ADJUSTMENT / TEST
1. Direction for Mass Balancing of Control Surfaces

E. Procedures
(1) The control surfaces (elevator, rudder, and ailerons) must be mass balanced to a prescribed
value in accordance with the airworthiness requirements, aeroelastic calculation and tests.
The value of mass balance of a control surfaces (σ) is defined by the following formula:
X T (m)
σ (%C) = X 100 where
C (m)
XT (m) .......... perpendicular distance of C.G. of the control surface from its axis of rotation
( + behind the axis of rotation)
C (m) ........... geometric mean chord of the control surface behind its axis of rotation
(perpendicular to the axis of rotation)
FIG. 501
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σ < 0 .......... the control surface is statically overbalanced
σ = 0 .......... the control surface is statically balanced
σ > 0 .......... the control surface is statically underbalanced
(2) Mass balancing must be made after the control surface has been completely finished (including
installation of electrical equipment, controls, etc.) and painted (including colored sings and markings).
(3) Mass balancing of the control surfaces must be carried out in a balancing device which enables
deflecting the control surfaces with minimum friction in the attachment fittings. The control surfaces
are to be suspended at two points, and the bearings must be clean and greased.
(4) The Balance Record provides evidence of mass balancing of each particular control surface, as well
as of its history on a particular aircraft. The Balance Record is developed during mass balancing
of a control surface and its installation on an aircraft.
(a) A separate Balance Record is made out in two copies for each particular control surface in
a language version according to customers option. One copy is archived in the Manufacturers
Certificates Department, the other one is delivered to the aircraft operator, as a part of the
technical documentation for the aircraft.
NOTE: Control surfaces manufactured as spare parts are stored unpainted and unbalanced.
Before being dispatched to a particular customer (when they have been painted
with the top coat including colored signs and markings) they are mass balanced
in accordance with this Direction, and both copies of the Balance Record are made
out. In this case, only Part A, and the name of the customer in Part B of the Balance
Record is filled in. One copy is passed to the file of the Manufacturers Certificates
Dept., while the other one is delivered to the customer together with the control
surface. Part C, and the remaining sections of Part B will be filled in by the Quality
Control of the operator when the control surface is installed on a particular aircraft.
(b) Part A of the Balance Record is filled in by the department having carried out the mass
balancing, and confirmed by the Quality Control Inspector of that department. Parts B and C
are filled in by the Quality Control Inspector of final assembly when a control surface is installed
on a particular aircraft. The Quality Control Inspector also arranges for and is responsible for
development of Balance Records in the appropriate language version for the customer.
Part D of the Balance Record (information concerning cancellation of its validity) is filled in
only by the aircraft operator when a new Balance Record (marked with the next higher ordinal
number) is developed after the mass balance of a control surface has been adjusted due to
a repair, or due to replacement of the original control surface by another one.
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NOTE: Therefore, part D of the Balance Records (in Czech) archived in the Manufacturers
Certificates Department is always blank.
(5) The operator is obliged to archive the Balance Records for all the control surfaces of this aircraft
in chronological order showing any intervention in the mass balance (after a repair of a control
surface, a repair of its paint coat, after replacement of any trim tab or after replacement of a control
surface with another one). This means that both the "valid" and the "cancelled" Records must be
archived. Chronology is indicated by ordinal numbers of Balance Records for each particular control
surface on a particular aircraft. The Balance Records delivered by the manufacturer together with
each aircraft are marked with serial number 1.
When a control surface is repaired, or its paint coat is repaired, or any trim tab is replaced, the
authorized department must carry out a repeated mass balancing of the control surface, and make
out a new Balance Record (Part A).
When this control surface is reinstalled on the original aircraft (or installed on another aircraft),
the operator (or the Quality Control Inspector of final assembly) will fill in Parts B and C of this
Balance Record, and mark the Record with the next higher ordinal number compared to that of
the preceding Balance Record (for the control surface installed on that aircraft before).
If a new (spare) control surface is installed on the aircraft, the operator (or the Quality Control
Inspector of final assembly) will fill in Parts B and C of the Balance Record delivered with the
replacement control surface. Part A of the Record is already filled in by the aircraft manufacturer.
The Balance Record is marked with the next higher number following that of the preceding Record
(for the original control surface).
Validity of the preceding Balance Record must be cancelled by the operator who will fill in Part D
showing the date, the reason for cancellation (repair or replacement of a control surface), and the
ordinal number of the Balance Record superseding it.
NOTE: a) The operator is responsible for obtaining new forms of the Balance Records
by copying the samples provided in this Direction.
b) If an aircraft (e.g. a prototype intended for testing) is operated by Aircraft
Industries, an authorized department (usually Aircraft Prototype Production
Dept.) is considered as the aircraft operator.
(6) Any repeated paint coating of the control surfaces is forbidden. If it is necessary, for any reason,
to change the painting, the original paint layer must be removed before the new paint coat is applied.
(7) Should a condition occur when using this Direction which cannot be resolved while observing the
instructions herein, it is necessary to discuss any deviation with Aircraft Industries Stress Analysis
Department.
(8) During check flights and before the aircraft is put into service, all the requirements of this Direction
must be met.
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(9) Mass balancing of elevator of the

L 410 UVP (Dwg. No. B 033 500 L, P), L 410 UVP-E (Dwg. No. B 533 200 L, P), and L-420 aircraft
(Dwg. No. B 533 270 L, P)
(10) All the principles given in para (1) to (8) of this Direction must be observed.
(11) Each half of the elevator must be mass balanced so that the value of the mass balance ranges
between 4.38 % and 4.7 % GMC (Ce) behind the axis of rotation (toward the trailing edge):
4.3 < σe (% Ce) < 4.7
(12) Each half of the elevator is mass balanced separately.
(13) Conditions for mass balancing:
(a) The elevator trim tab must be locked in the neutral position by means of the adhesive tape.
(b) Balancing weight (GB) is to be suspended in the hole of the tubular rivet fastening the outboard
mass balance.
CAUTION: THE WEIGHT OF GB INCLUDES THE WEIGHT OF THE DISH FOR LEAD SHOT.
(14) Geometric characteristics
(a) Geometric mean chord of the elevator behind its axis of rotation Ce = 0.431 m, measured
perpendicular to the axis of rotation.
(b) Required position of elevator center of gravity (when underbalanced to σe = + 4.5 % Ge):
4.5
XT (e) = x Ce = 0.0194 m
100
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(15) Basic procedure for mass balancing
(a) Weigh each half of the elevator separately and determine Ge
(b) Balance the elevator by means of the balancing device to σe = 0 %, using balancing weight GB
see para (13) subpara (b)
NOTE: • For exact balancing use lead shot as balancing weight.

• Balancing to the value σe = 0 means setting the elevator in the balancing device
to horizontal balanced position (using balancing weight GB) in which the elevator
stays without action of external forces.
(c) Calculate the value of mass balance σe by means of formula No. 3 given in the Balance Record
No. 1 and No. 2
(d) If the value of σe is within 4.3 % and 4.7 % Ce, no change in mass balance is required, and
a value of G1 = 0 kg is to be entered in the Balance Record (item No. 5).
(e) Should the center of gravity position be outside the permissible range, it is necessary to change
the weight of the inboard mass balance (B 033 562 N) by the value of G1 (calculated by
means of formula No. 5 given in the Balance Record No. 1, 2) in order to mass balance the
elevator σe = 4.5 % Ce (behind the axis of rotation)
• If the value of G1 is negative (corresponding to σe < 4.5 % Ce), the weight of the inboard
mass balance is to be reduced by this value by drilling out (or milling out) the appropriate
amount of material as shown in the Figure on page 1222 (table No. 1).
• If the value of G1 is positive (corresponding to σe > 4.5 % Ce) the weight of the inboard
mass balance is to be increased by this value by drilling holes as shown in table No. 3
and then filling the holes with lead rollers of 15.5 mm in diameter and not more than 20 mm
in length in order to receive the prescribed value. Clinch the rollers (B 270 129 N) when
inserted in the holes to secure in them in position.
(16) Mass balancing of rudder of the L 410 UVP (DWG. No. B 031 500 N), L 410 UVP-E (DWG. No.
B 531 200 N) and L-420 (Dwg. No. B 531 239 N) aircraft
(a) All the principles given in para (1) to (8) of this Direction must be observed.
NOTE: Triangular fastening members of middle hinges do not belong to the rudder and
therefore, the rudder must be weighed and balanced without these members.
(b) The rudder must be mass balanced to σr = 0 %, it means that its center of gravity is located
on the axis of rotation.
(c) The rudder trim tab must be set to the neutral position.
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(d) If the rudder is heavy on the trailing edge, it is to be balanced by increasing GMU (i.e. upper
additional mass) in the upper mass balance. The value of the additional mass is to be determined
according to the upper balance weight (GBU) suspended in the auxiliary hole in rib No. 17 to
balance the rudder to σr = 0 %. Note of para (13) subpara (b) is to be kept in mind.
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(e) If the rudder is heavy on the leading edge, it is to be balanced by drilling off the excess weight
GML from the lower mass balance (GML).
The value of the weight to be drilled off is determined according to the lower balance weight
(GBL) suspended in the auxiliary hole rib. No. 11. Note on para (13) subpara (b) is to be kept
in mind.
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(17) Geometric mean chord of the rudder behind its axis of rotation, Cr = 0.590 m, measured
perpendicular to the axis of rotation.
(18) Weight the rudder, Cr (o) (kg)
Fit the rudder in the balancing device and determine whether it is heavy on the trailing edge
(σr > 0 %) statically balanced (σr = 0 %) heavy on the leading edge (σr < 0 %).
If the rudder is not statically balanced, proceed as follows:
(a) Rudder is heavy on the trailing edge
• Determine the value of the upper balance weight (GBU) required to set the rudder into
equilibrium (Cr = 0 %) in accordance with para 16 subpara (d)
• Read the necessary upper additional mass GMU (kg) for the GBU (kg) in Chart No. D.1.
If the GBU exceeds 0.5 kg, further procedure must be consulted with Aircraft Industries
Structural Design Dept.
• Remove the upper mass balance and increase its weight by the value of GBU found
in the Chart, by screwing 2 mm thick lead plates (weights) (Dwg. No. B 031 551 N) in
predetermined locations (M5 threaded holes). First fit the weights (6 pcs at the most)
in the bottom location A, and then successively to the locations B, C and D (see the
Chart D.1). The number of weights in each location must not exceed 6 pcs. Secure
the screws according to the drawing
• Reinstall the upper mass balance
(b) Rudder is heavy on the leading edge
• Determine the value of the lower balance weight (GBL) required to set the rudder into
equilibrium (σr = 0 % in accordance with para (16) subpara (d)
• In Chart No. D.2 read the depth H (mm) of four holes to be drilled in the lower mass
balance, according to the value of GBL (kg) and the diameter of drill selected (d = 20,
23.5, 25 mm)
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Lower mass balance:
Remove the lower mass balance and drill four holes of a selected diameter to the depth found in the Chart at
Premark locations.
NOTE: If H max exceeds 25 mm, further procedure must be consulted with Aircraft
Industries, a.s. Structural Design Dept.
• Determine the value of GML (kg) to be removed from the RH vertical scale in the Chart
No. D.2.
NOTE: For all drill diameters, this value is to be read from the curve for d = 23.5 mm.
• Reinstall the lower mass balance
• Check for proper mass balancing and fill in the Balance Record.
(19) Mass balancing of aileron of the

L 410 UVP (Dwg. No. B 025 601 L, P), L 410 UVP-E (Dwg. No. B 025 601 L, P), and L-420 aircraft
(Dwg. No. B 524 910 L, B 025 601 P).
All the principles given in para (1) to (8) this Direction must be complied with.
(a) Each aileron is provided with
• inboard mass balance (between ribs No. 21b and 22)
• outboard mass balance (between ribs No. 30b and 31a).
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(b) Static mass balance is characterized by the value of σa indicating the aileron C.G. position
XT (a) in per cent of geometric mean chord (Ca) of the aileron area behind the axis of rotation:
XT ( a )
σa (% Ca) = x 100 where
a
Ca = 0.257 m ..... geometric mean chord of the aileron area behind its axis of rotation
XT (a) (m) ............ position of aileron center of gravity with regard to its axis of rotation
(c) The trim tab on the left aileron must be set to neutral position.
(d) Requirements for aileron mass balance
• Each aileron must be mass balanced so as to ensure dynamic overbalance for the 1st
antisymmetrical wing bending mode of vibration, for a value of - 2 (% Ca) while it must
be statically balanced (σa = 0 % Ca) or overbalanced (inc. heavy on the leading edge:
σa < 0 % Ca).
• Dynamic overbalance is provided by means of "basic" balancing mass of GB2 = 0.325 kg

(lead rolls + duralumin spacing tube) which is always put in the outboard mass balance
bushing).
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• The required static mass balance is to be obtained by adding balancing mass (lead rollers)
first in the inboard mass balance bushing (GB1 (kg)) and after this bushing has been filled,
adding balancing mass GB2 (kg) in the outboard mass balance bushing (in which the
balancing mass of GB2 = 0.325 kg had already been put).
(e) Basic procedure for mass balancing
• Put the "basic" balancing mass of GB2 = 0.325 kg (lead rollers + duralumin spacing table)
in the outboard mass balance bushing of the complete aileron, and screw in the plug of
the bushing. The inboard mass balance bushing is to remain empty, but its plug is to be
plugged in.
• Weigh such completed aileron and enter the weight Ga (0) (kg) in the Balance Records
No. 4 and No. 5.
• Suspend the aileron in the balancing device and determine whether it is
• heavy on the trailing edge
• statically balanced
• heavy on the leading edge
Proceed according to the corresponding procedure as follows:
(f) Aileron is heavy on the trailing edge. Statically balance the aileron to the axis of rotation,
i.c. σa = 0 % Ca. First add lead rollers to the inboard mass balance as follows:
• Suspend a dish compensating for the weight of the plug and the lock screw in the inboard
mass balance bushing
• Add balance weights to the dish to determine the balancing mass required to set the aileron
into equilibrium
• If this balancing mass (lead rollers) can be put completely in the inboard mass balance
bushing, no other balancing mass is required for mass balancing. The following values
are to be entered in the Balance Records No. 4 and No. 5 : GB1 (kg) GB2 = 0 kg,
GM = 0 kg, Ga (kg) = Ga (o) + GB1, and σa = (% Ca)
If the required balancing mass cannot be put completely in the inboard mass balance bushing,
proceed as follows:
• Put as much balancing mass GB1 (kg) as possible in the inboard mass balance bushing.
• Fix the lead rollers by means of a rubber insert, screw in the plug and lock it.
• The remaining balancing mass required to balance the aileron is outboard mass balance.
Proceed in the same way as indicated above for the inboard mass balance.
• The required balancing mass, GB2 (kg), is added to the "basic" balancing mass of
GB2 = 0.325 kg providing for dynamic overbalance to – 2 % Ca.
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• Fix the balancing mass in the center mass balance bushing screw in the plug and lock it.
• Enter the following values in the Balance Records No. 4 and 5:

GB1 (kg), GB2 (kg), GM = 0 (kg), Ga (kg) = Ga (O) + GB1 + GB2, σa = 0 (% Ca)
• Check for static balance of the aileron in the balancing device:
(g) Aileron is heavy on the leading edge
• The aileron center of gravity is forward of its axis of rotation (XT < 0 m) which means that
the aileron is statically overbalanced (σa < % Ca) and therefore no balancing mass is to
be added.
• Determine the value of static overbalance σa (% Ca) as follows:
• Suspend the aileron in the balancing device.
• Insert a pin in the middle attachment fitting (on rib. No. 24), attach a string to the pin,
route the string over the trailing edge, and suspend a dish on its end.
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By means of weights put on the dish, determine the "additional" mass GM (kg) required for putting the
aileron into balanced state. Enter the value of GM in the Balance Records No. 4 and 5
• Calculate the value of static overbalance σa using the following formula:
100 x XM x GM G (kg)
σa (% Ca) = - = - 106,81 x M
C a x Ga Ga (kg)
• Enter the following values in the Balance Record.
GB1 = 0 kg, GB2 = 0 kg, GM > 0 kg, Ga (kg) = Ga (0), σa < 0 (% Ca)
(20) Enclosures
(a) Chart of determine the necessary upper additional mass Chart No. D.1
(b) Chart of determine the excess of lower mass balance Chart No. D.2
(c) Adjustment of elevator inboard mass balance Table No. 1
(d) Balance Records for elevator Balance Record No. 1, 2
(e) Balance Record for rudder Bal. Rec. No. 3
(f) Balance Records for LH aileron Bal. Rec. No. 4, 5
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Chart No. D.1
L 410 UVP, L 410 UVP-E, and L-420 rudder.

This chart is used to determine the necessary "upper additional mass" GMU (kg) and it applies to the
L 410 UVP aircraft from the 4th series. For the L 410 UVP aircraft up to the 3rd series, determine
GMU directly by adding balancing weights in the upper mass balance locations.
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Chart No. D.2

L 410 UVP, L 410 UVP-E, and L-420 rudder.
This chart is used to determine the "excess of lower mass balance" GML (kg) and it applies to the
L 410 UVP aircrafts from the 4th series. For the L 410 UVP aircrafts up to the 3rd series, determine
GML by adding balancing weights behind the axis of rotation, at the distance equal to the distance of
the holes drilled in the lower mass balance in front of the axis of rotation.
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Table No. 1
Adjustment of elevator inboard mass balance (applies to L 410 UVP, L 410 UVP-E, and L-420 aircrafts)
1 Inboard mass balance before the adjustment
2 Adjustment of mass balance if the weight is to

be reduced.
One hole of 15.5 mm in dia. and 20 mm in length represents a

0.031 kg reduction in weight.
NOTE: No more than 10 holes can be drilled.
3 Adjustment of mass balance if the weight is to
be increased
Fill the holes of 15.5 mm in dia. with 15.5 mm dia. lead rollers
(B 270 129 N). Clinch the roller in the hole to secure it in position.
The weight of a 20 mm long roller is 0.045 kg. Hence the total
increase in weight with be 0.014 kg per hole. No more than
10 rollers can be used.
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2. Instruction for alternative Mass Balancing of the Aileron suspended on the wing
(in OPERATING CONDITION)
E. Procedures
(1) General
(a) Mass balancing on prescribed value must be accomplished after the ailerons suspended
on the wing have been assembled completely (including installation of electrical
equipment, controls, etc.) and painted (including coloured signs and markings).
(b) During the mass balancing of the aileron suspended on the wing the aircraft must be
located in closed hangar and positioned in horizontal position (levelled) on hydraulic lifting
jacks.
(c) Mass balancing of the aileron should be carried on the wing which enables deflecting the
aileron with minimum friction in hinges. The aileron (disconnected off the control rod) must
be therefore suspended on two hinges (onto wing ribs No. 21K and No. 27K). The
suspension bearings must be at mass balancing free of dust collectors, cleaned and
greased.
End suspension of the aileron on the rib No. 31a must be removed. Aileron tie rod must be
inserted into the wing as much as possible and tilted as much as possible towards the side
of aerodynamic cover to not hamper to free deflection of the aileron. Fix the tie rod in this
position by some kind of soft material (e.g. rag, foam rubber).
(d) The aileron suspended on the wing can be considered as statically balanced, if the aileron
end rib is in side alignment with the end rib No. 31a on the wing.
(2) Balance Record

The Balance Record serves as evidence of mass balancing of each particular aileron, as well
as of its history on a particular aircraft. The Balance Record is developed during mass
balancing of the aileron and its installation on the aircraft.
(a) Part A of the Balance Record is filled in by the person who carried out mass balancing and
then confirmed by the Quality Control Inspector. Parts B and C should be filled in by the
Quality Control Inspector when the aileron has been installed on a particular aircraft.
Part D of the Balance Record (information concerning its validity) should be filled in only
after the new Balance Record (marked with the next higher ordinal number) is elaborated
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after new mass balance of the aileron has been performed (because of an aileron repair,
repair of the finishing coat, after replacement of the trim tab, after replacement of the
aileron with another one etc.)
(3) The operator of the particular aircraft is obliged to archive the Balance Records for all the
ailerons being ever installed on this aircraft in chronological order, showing every intervention
in the mass balance (see item 2-a). This means that both the “valid” and the “cancelled”
Records should be archived.
The chronology is indicated by the ordinal number of Balance Records for each particular
aileron on the particular aircraft. (The Balance Records delivered by the manufacturer together
with each new aircraft are marked with ordinal No. 1).
After any intervention in the mass balance (see item 2-a) mass balancing of the aileron must be
accomplished again and then the new Balance Record should be elaborated (Part A).
When the aileron is installed back on the original aircraft (or on another aircraft), the parts B
and C of the Balance Record should be filled in. The Record must be marked with the next
higher ordinal number compared to the ordinal number of the Balance Record of the aileron,
which has been installed on that aircraft before it.
In case that the new (spare) aileron is suspended on the aircraft, fill in Parts B and C of the
Balance Record delivered with the substituted aileron. Part A of the Record should be filled in
by the new (spare) aileron supplier.
The Balance Record is marked with the next higher ordinal number compared to the Balance
Record of the aileron, which has been suspended on that aircraft before it.
The validity of the precedent Balance Record should be cancelled (in Part D of the Balance
Record), showing the date, the reason for cancellation (see item 2-a), and the ordinal number
of the Balance Record replacing it.
NOTE: Balance Record forms are available in Appendixes of this Instruction, see Balance
Record forms No. 4 and No. 5 enclosed.
(4) Any repeated finishing paint of the aileron is forbidden. If it is necessary for any reason to
change the original painting, the original paint layer must be removed before the new finishing
paint is applied.
(5) Should during usage of this Instruction the condition occur which cannot be re-solved while
observing the instruction herein, it is necessary to consult any deviation with the manufacturer -
AI, a.s. Kunovice.
(6) During the flights and before the putting the aircraft into the service, all the requirements of this
Instruction must be met.
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(7) Below described mass balancing procedure is applicable to the ailerons of following aircraft
models:
L410UVP-E, -E9, -E20 - Dwg. No. B 025 601 L, R
(8) All conditions given in section No. (1) of this Instruction must be complied with.
(9) Each aileron is provided with two different balancing positions:
• inboard mass balance / between the ribs 21b - 22 /
• outboard mass balance / between the ribs 30b - 31a /
(10) “Static” mass balance is characterised by the value of σA , indicating the aileron centre of
gravity position [XT(A)] in per cent of geometric mean chord (CA ) of the aileron behind the axis
of rotation:
X T ( A)
σ A [%C A ] = × 100
CA
where:
CA = 0,257 m ……the aileron geometric mean chord percentage behind the axis of
rotation
XT (A) [m] ………..aileron centre of gravity position regarding to the axis of rotation
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(11) The trim tab on the left aileron must be set in the neutral position
(12) Requirements for aileron mass balance
(a) Each aileron must be mass balanced so that to ensure dynamic overbalance 1.AO K (i.e.
[%CA]
st
the 1 anti-symmetrical wing bending mode of vibration), over the value of -2
while it must be statically balanced “to the axis” / σA = 0 % CA / or “overbalanced” ( i.e.
heavy on the leading edge:
/ σA < 0 % CA /
(b) Dynamic overbalance is provided by means of “basic” balancing mass of GB2 = 0.325.kg
(lead rollers + duralumin spacing tube) which is always put into the outboard mass balance
bushing).
(c) Realize the required static mass balance by means of adding balancing mass (lead rollers)
at first into the inboard mass balance bushing (GB1 /kg/) and after that when bushing has
been filled, by adding balancing mass ∆GB2 /kg/ in the outboard mass balance bushing (in
which the balancing mass of GB2 = 0.325 kg had been already put).
(13) Basic procedure for mass balancing
(A) Put the “basic” balancing mass of GB2 = 0.325 kg (lead rollers + duralumin spacing tube) in
the outboard mass balance bushing of the complete aileron, and screw in the plug of the
bushing. Leave the inboard mass balance bushing empty, but screw in its plug.
(B) Weigh such completely assembled aileron and enter the weigh GA (0) /kg/ in the Balance
Records No. 4 and No. 5.
(C) Suspend the aileron on the wings (on hinges on the ribs No. 21K and No. 27K) according
to the side alignment of the aileron’s end rib with end rib No. 31a on the wing and define
balance condition:
• “heavy on the trailing edge”
• “statically balanced"
• “heavy on the leading edge”
(C1) Aileron is “heavy on the trailing edge”

Statically balance the aileron to the axis of rotation, i.e.
σA = 0% CA.
a) At first realize balancing by means of inside balancing as follows:
• Suspend a dish compensating with its weight the weight of the plug and
locking screw in the inboard mass balance bushing.
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• By means of balance weights put into the dish determine the balancing
mass necessary for balancing of the aileron into balance position.
• If this balancing mass (lead rollers) can be put completely in the inboard
mass balance bushing, no other balancing mass is required for mass
balancing.
The following values must be entered in the Balance Records No. 4
and/or No. 5:
GB1 (kg), ∆GB2 = 0 kg,
GM = 0 kg, GA [kg] = GA (0) + GB (1), and σA = (%CA).
(b) If the required balancing mass can not be put completely into the inboard
mass balance bushing, proceed as follows:
• Put as much balancing mass GB1 (kg) as possible into the inboard mass
balance bushing.
• Fix the lead rollers by means of a rubber insert, screw in the plug and
lock it.
• Realize the remaining balancing mass ”to the axis” on outboard mass
balance. Proceed in the same way as indicated above for the inboard
mass balance.
The required balancing mass, ∆GB2 (kg), is added to the “basic”
outboard balancing mass of GB2 = 0.325 kg providing dynamic
overbalance to -2% CA .
• Fix the balancing mass in the centre mass balance bushing, screw in the
plug and lock it.
• The following values must be entered in the Balance Records No. 4
and/or No. 5: GB1 (kg), ∆GB2 = 0 kg,
GM = 0 kg, GA [kg] = GA (0) + GB (1) , and σA = (%CA).
Check the static balance “to the axis” of rotation at re-suspension of the
aileron on the wing (in hinges on ribs No. 21K and 27K).
(C2) Aileron is heavy on “the leading edge”
The aileron centre of gravity is forward of its axis of rotation
/ XT < 0 m/, that means the aileron is statically overbalanced
/ σA < 0 % CK / and therefore no balancing mass must be added.
Determine the value of static overbalance σA (% CA) as follows:
(a) Suspend the aileron on the wing (onto suspensions on ribs No. 21A and 27A).
(b) Attach the hook connected to string directly to the skin edge in the suspension
cut-out, lead the string along the trailing edge, then suspend e.g. dish on its end.
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(c) By means of the weight put on the dish determine the “additional” mass GM [kg]
needed to set the LH aileron (heavy on the leading edge) into equilibrium state.
Record the value of GM in the Balance Records No. 4 and/or No. 5.
(d) Calculate the value of static overbalance σA by means of the following formula:
100 × X M × G M G (kg )
σ A [%C A ] = − = −106,81 × M
CA × GA G A (kg )
(e) Enter the following values in the Balance Record:
GB1 = 0 kg, ∆GB2 = 0 kg, GM > 0 kg,

GA (kg) = GA(0), σA < 0 (% CA)
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CHAPTER
AIR CONDITIONING
MAINTENANCE MANUAL
CHAPTER 21
AIR CONDITIONING

Section, Section,
Subject Subject
Title page - - 021.20.02 1 Nov 1/11

List of Effective Pages 1 Dec 10/14 Description and Operation 2 Nov 1/11
2 Dec 10/14 021.20.03 1 May 30/14
Record of Revisions 1 Dec 10/14 Description and Operation 2 Nov 1/11
2 Nov 1/11 021.20.04 1 Nov 1/11
4 Nov 1/11 021.20.05 1 Nov 1/11
Record of Temp. Revisions 1 Nov 1/11 Description and Operation 2 Nov 1/11
2 Dec 10/14 Removal / Installation 401 Nov 1/11
3 Nov 1/11 402 Nov 1/11
4 Nov 1/11 021.40.00 1 Nov 1/11
021.00.00 1 Nov 1/11 Description and Operation 2 Nov 1/11
Description and Operation 2 Nov 1/11 Fault Isolation 101 Nov 1/11
Maintenance Practices 201 Nov 1/11 102 Nov 1/11
202 Nov 1/11 Servicing 301 May 30/14
021.20.00 1 Nov 1/11 302 May 30/14
Description and Operation 2 Nov 1/11 303 May 30/14
3 Nov 1/11 304 May 30/14
4 Nov 1/11 Removal / Installation 401 Nov 1/11
Servicing 301 May 30/14 402 Nov 1/11
302 May 30/14 403 Nov 1/11
303 May 30/14 404 Nov 1/11
304 May 30/14 405 Nov 1/11
305 May 30/14 406 Nov 1/11
306 May 30/14 021.40.01 1 Nov 1/11

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Section, Section,
Subject Subject
021.40.01 401 Nov 1/11 021.80.02 1 Nov 1/11

Removal / Installation 402 Nov 1/11 Description and Operation 2 Nov 1/11
021.40.02 1 Nov 1/11 021.80.03 1 Nov 1/11
Removal / Installation 401 Nov 1/11
402 Nov 1/11
021.50.00 1 Dec 10/14
3 Nov 1/11
4 Nov 1/11
5 May 30/14
6 Nov 1/11
Servicing 301 Dec 10/14
302 Dec 10/14
303 Dec 10/14
304 Dec 10/14
305 Dec 10/14
306 Dec 10/14
307 Dec 10/14
308 Dec 10/14
309 Dec 10/14
310 Dec 10/14
311 Dec 10/14
312 Dec 10/14
021.60.00 1 Nov 1/11
3 Nov 1/11
4 Nov 1/11
021.80.00 1 Nov 1/11
3 Nov 1/11
4 Nov 1/11
021.80.01 1 Nov 1/11

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MAINTENANCE MANUAL
CHAPTER 21
AIR CONDITIONING
RECORD OF REVISIONS

Section,
Subject
3 021- List of 1 to 2 - -
Effective Pages
021-Record of 1 - -
Revisions
021.20.00 301 to 304 305 to 306 -
L410UVP-E/196d May 30/14
021.20.03 1 - -
021.40.00 301 to 304 - -
021.50.00 5 - -
301 to 311 - -
021.80.00 2 - -
4 021- List of 1 to 2 - -
Effective Pages
021-Record of 1 - -
Revisions
L410UVP-E/208d Dec 10/14
021-Contents 2 - -
021.50.00 1 - -
301 to 312 - -

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Section,
Subject

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Nov 1/11
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Section,
Subject

ALL Page: 3
Nov 1/11
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Section,
Subject

ALL Page: 4
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MAINTENANCE MANUAL
CHAPTER 21
AIR CONDITIONING

Section,
No. Number Revision

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Section,
No. Number Revision

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CHAPTER 21
AIR CONDITIONING
CONTENTS

Section,
Subject

Purpose 1
Maintenance Practices 201
General 201
DISTRIBUTION 021.20.00 1 ALL
General 1
List of components 4
Servicing 301
Check of the air intake of air-conditioning system 301
Inspection of the heating control flaps and their 301
controls in the pilot's cockpit and passenger cabin
Inspection of the compensators in the air 302
distribution ducting between the frames No. 3-4,
8-9 and 11-12
Inspection of the compensators in the air 304
distribution ducting between the frames No. 11-12
Inspection of the compensators in the air distribution 305
ducting between the frames No. 3-4 and 8-9
B 580 230 N AIR INTAKE WITH FLAP 021.20.01 1 ALL
Purpose 1
B 580 693 N ANNULAR EJECTOR 021.20.02 1 ALL
Purpose 1
B 580 697 N SILENCER 021.20.03 1 ALL
Purpose 1
B 580 206 N DISTRIBUTION PIECE 021.20.04 1 ALL
Purpose 1
B 085 015 N AIR SHOWER 021.20.05 1 ALL
Purpose 1
Servicing 301
Checking functions and completeness of air 301
showers
Removal / Installation 401
Removal and installation of the B 085 015 N air 401
shower
ALL Page: 1
May 30/14
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Section,
Subject
HEATING 021.40.00 1 ALL

General 1
Fault Isolation 101
Servicing 301
Check of the tightness of non-return valves and 301
shut-off flap in the pilot's cabin, passenger's cabin
between the frames No. 2-3, wing, engine nacelles
Check of the function of the heating control flap on 304
the left control panel
Removal of the heating system piping in the fuselage 401
Installation of the heating system piping in the 402
fuselage
Removal of the heating piping in the wing 403
Installation of the heating system piping in the wing 404
Removal of the heating piping in the engine nacelle 404
Installation of the heating piping in the engine 406
nacelle
L 410.8510-08 NON-RETURN VALVE 021.40.01 1 ALL
Purpose 1
Removal of the L 410.8510-08 non-return valve 401
Installation of the L 410.8510-08 non-return valve 401
B 085 180 N SHUT-OFF FLAP 021.40.02 1 ALL
Purpose 1
Removal in the B 085 180 N shut-off flap 401
Installation of the B 085 180 N shut-off flap 401
COOLING (if installed) 021.50.00 1 ALL
General 1
Operation 2
Servicing 301
Inspection of the tension and/or alignment of the 301
compressor drive belt
Inspection of the brush and bearing of the 304
compressor drive motor
Check of the R-134A compressor assembly for 310
leakage of oil refrigerant
Inspection of the evaporator module assembly 311
(evaporator coil, condensate and tubing, cool air
ducting)
Check of the air-conditioning system function 312
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Section,
Subject
TEMPERATURE CONTROL 021.60.00 1 ALL
General 1
Operation 1
INDICATION 021.80.00 1 ALL
General 1
Operation 1
LUN 5610.01-8 DUAL AIR TEMPERATURE INDICATOR 021.80.01 1 ALL
Purpose 1
Technical data 1
Operation 2
LUN 5616-8 HEATING AIR TEMPERATURE TRANSMITTER 021.80.02 1 ALL
Purpose 1
Technical data 1
Operation 2
LUN 5615-8 CABIN AIR TEMPERATURE TRANSMITTER 021.80.03 1 ALL
Purpose 1
Technical data 1
Operation 1
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GENERAL
1. Purpose
The air-conditioning system is intended for:
• the heating and cooling (if installed) of the pilot and the passenger cabin within the limits satisfying
physiological demand for heat
• the heating of the storage battery bay
• sufficient ventilation of the pilot and the passenger cabin during flight and landing
• the cooling of radio navigation equipment
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GENERAL
MAINTENANCE PRACTICES
1. General
A. The components removed from the aircraft for laboratory test must be inspected for:
• visible mechanical damage of the body
• corrosion of plug-and socket connectors, terminals, pushbuttons
• deformation of plug-and-socket connectors pins
• deposits of dirt
• evidence of fluid leaks
B. When removing a unit (a component) from the aircraft (for laboratory test or replacement),
its place of installation, connector or pipe mating parts must be inspected for:
• mechanical damage (cracks) of the place of installation
• wear of the attachment holes
• corrosion and deformation of plug-and-socket connector pins
• dents
• ruptures
• deformation of pipe connecting parts
• damage of connector and pipe union nut threads
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DISTRIBUTION
1. General
Hot air for heating purposes is brought by means of a piping to the annular ejector where it is mixed with
cold air brought from the outside by means of an air intake. The air intake is provided with a flap controlling
the cold air flow rate. The heating or ventilating air is then conveyed by hoses and pipes from the annular
ejector via the silencer to the air ducts situated along both sides of the passenger cabin. From the ducts,
the air gets into the passenger cabin through slots. Located downstream of the silencer is a distribution
piece for fanning the side windows and pilots’ legs.
The heating or ventilating air is supplied to the distribution piece through a hose. The distribution piece is
provided with a common control flap for side window and pilots’ legs fanning.
In addition, the distribution piece comprises a flap for a separate control of the air for side windows fanning.
The flow rate of the air for the heating of pilots’ legs is controlled by independent flaps situated at the fanning
outlets.
The air intake also comprises a branch for inverter cooling. Apart from the system described above, the
aircraft is equipped with a system of individual cold air showers for each passenger and pilot.
The cold air for passengers enters through airscoops situated in the fuselage skin. From there, the air is
led to air channels provided with air showers. The cold air for pilots, enters through airscoops situated in
front of the windshield and is further led by a piping to air showers located on the left-hand and the right-
hand control panel in the pilots’ compartment.
The cold air intakes are provided with a drain piping emptying outside the plane. The venting of exhausted
air from passenger cabin is secured by its design.
Furthermore there is a KA 33 blower installed in the cockpit between frames 4 and 5 which serves for the
cooling of radio - navigation equipment (if installed).
The blower is set in operation by switching on BATTERY I, II switches and BLOWER circuit breaker on the
overhead panel.
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FIG. 1 DISTRIBUTION OF AIR FOR HEATING AND VENTILATION - SCHEMATIC

a - cold atmospheric air intake
b - hot air supply (see 021.40.00)
Explanatory notes - see the list in paragraph 2.
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FIG. 2 SUPPLY OF AIR SHOWERS - SCHEMATIC

a - cold atmospheric air intake
Explanatory notes - see the list in paragraph 2.
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Fig. 3 BLOCK DIAGRAM OF KA 33 BLOWER (if installed)
2. List of components
No. Name Type (Dwg. No.) Qty Location
1. Air intake with flap B 580 230 N 1 between frames No. 2 and 3
2. Annular ejector B 580 693 N 1 between frames No. 2 and 3
3. Silencer B 580 697 N 1 between frames No. 3 and 4
4. Distribution piece B 580 206 N 1 between frames No. 4 and 5
5. Air duct - - passenger cabin floor, LH, RH
6. Outlet for pilots’ legs fanning - - -
7. Outlet for side window fanning B 581 270 L, P - between frames No. 5 and 6
8. Airscoop - - -
9. Air channel - - passenger cabin ceiling, LH, RH
10. Air shower B 085 015 N 21 -
11. Air intake - - -
12. Hose 16/25.5 CSN 635383 - between frames No. 1 and 2
13. Circuit breaker BLOWER AZRGK-5 1 overhead panel
(if installed)
14. Blower (if installed) KA 33 1 between frames No. 4 and 5
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DISTRIBUTION
SERVICING
1. Check of the air intake of air-conditioning system

B. Materials Cloth

Routine
E. Procedures
(1) Check the air intake of the air-conditioning system for the following faults:
• dirt
• foreign objects in the air intake
(2) Remove dirt, if any, using a clean, soft cloth.
2. Inspection of the heating control flaps and their controls in the pilot's cockpit and
passenger cabin
A. Fixture, Test and Support Equipment Steps (e.g. B097365N),
Pocket-size battery lamp
C. Tools Z 37.9110-10 screwdriver

Periodical
E. Procedures
(1) Place the steps (e.g. B097365N) to the wing.
(2) Remove the wing to fuselage fairing using the Z 37.9110-10 screwdriver.
(3) Using the Z 37.9110-10 screwdriver remove the cover on the LH side between frames No. 2
and 4.
(4) Check of the controls of the cabin heating and ventilation system.
(5) Move the HEATING control lever on the left-hand control panel alternatively to the open and
closed position. Another worker watches the shut-off flap (under the front upper wing to fuselage
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fairing) to see whether its lever is moving correspondingly to the marked open and closed positions.
All flaps and controls must take up their correct positions.
(6) Move the COCKPIT AIR CONTROL levers on the left-hand control panel alternately to the upper
and lower position. Set the left pedal at the left pilot’s seat backward. Using a torch check whether
the control levers of the flaps move correspondingly, i. e. to the marked open and closed positions
(the levers are located behind the instrument panel on the left-hand side in front of frame No. 4,
and are to be checked from the space above the pedals).
(7) Move the VENTILATION control lever on the left-hand control panel alternately to its open and
closed position.
Another worker checks at the air intake flap whether its lever moves correspondingly.
(8) Place and screw down the cover between frames No. 2 and 4 on the LH side.
(9) Set and screw down the wing to fuselage fairing.
(10) Remove the steps.
3. Inspection of the compensators in the air distribution ducting between

the frames No. 3-4, 8-9 and 11-12
Steps (e.g. B097300N),
9362
L 410. 9361 mats
B. Materials 4 mm dia., 500 mm long glass fabric

Lock wire 0.8 mm dia., CSN 426406
C. Tools No. 697-6x120 screwdriver

L 410.9141-05 screwdriver
Z 37.9110-10 screwdriver
and necessary tools from tool kit

Periodical
E. Procedures

9362
(2) Unwind the L 410. 9361 mats on the wing.
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(3) Using the Z 37.9110-10 screwdriver remove the wing-to-fuselage fairing.
and 4. Using the L 410.9141-05 screwdriver release the locks on the upholstery overhead panel
between the frames No.7 and No.10 and drop down the panels.
(5) Inspect and check the compensator bellows at the wing-to-fuselage by pressing it gently. Defects
not allowed: cracked or distorted compensators. Replace a defective (cracked) compensator.
(6) On the left-hand side of the passenger cabin, between frames No. 8 and 9, carefully remove the
tightening insulation in the compensator area to make the compensator accessible.
By gently pressing the compensator bellows make sure that any cracks and deformation are not
present. Replace defective (cracked) compensator. Re-insulate the compensator with glass fabric
and secure the insulation.
(7) In the area between frames No. 2 and 4 gently press the compensator bellows to make sure that
any cracks and deformation are not present. Replace defective (cracked) compensator.
(8) Set and screw up the cover between the frames No. 2 and No. 4 on the left hand side. Cover the
upholstery central overhead panels and ensure them with locks using the L 410.9141-05
screwdriver.
(9) Install and screw down the wing-to-fuselage fairing.

9362
(10) Roll up and remove the L 410. 9361 mats from the wing.
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the frames No. 11-12
9362
L 410. 9361 mats
C. Tools Screwdriver (e.g. Z 37.9110-10)


Periodical
E. Procedures

9362
(2) Unwind the L 410. 9361 mats on the wing.
(3) Using the screwdriver (e.g. Z 37.9110-10) remove the wing-to-fuselage fairing.
(4) Inspect and check the compensator bellows at the wing-to-fuselage by pressing it gently.
Defects not allowed: cracked or distorted compensators.
Replace a defective (cracked) compensator.
(5) Install and screw the wing-to-fuselage fairing.

9362
(6) Roll up and remove the L 410. 9361 mats from the wing.
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the frames No. 3-4 and 8-9
B. Materials 4 mm dia., 500 mm long glass fabric

Lock wire 0.8 mm dia., CSN 426406
C. Tools No. 697-6x120 screwdriver,

L 410.9141-05 screwdriver,
Screwdriver (e.g. Z 37.9110-10)

Periodical
E. Procedures
and 4. Using the L 410.9141-05 screwdriver release the locks on the upholstery overhead panel
between the frames No.7 and No.10 and drop down the panels.
(2) On the left-hand side of the passenger cabin, between frames No. 8 and 9, carefully remove the
tightening insulation in the compensator area to make the compensator accessible.
By gently pressing the compensator bellows make sure that any cracks and deformation are not
present. Replace defective (cracked) compensator. Re-insulate the compensator with glass fabric
and secure the insulation.
(3) In the area between frames No. 2 and 4 gently press the compensator bellows to make sure that
any cracks and deformation are not present. Replace defective (cracked) compensator.
(4) Set and screw up the cover between the frames No. 2 and No. 4 on the left hand side. Cover the
upholstery central overhead panels and ensure them with locks using the L 410.9141-05
screwdriver.
EFFECTIVITY
021.20.00
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EFFECTIVITY
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B 580 230 N AIR INTAKE WITH FLAP

1. Purpose
The air intake supplies the air-conditioning system with cold air. The air flow rate is controlled by a flap.
FIG. 1 B 580 230 N AIR INTAKE WITH FLAP

(1) Air intake; (2) Flap; (3) Lever; (4) Pin
EFFECTIVITY
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EFFECTIVITY
021.20.01
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B 580 693 N ANNULAR EJECTOR

1. Purpose
The annular ejector mixes the hot air brought from the two engines with cold air conveyed from air intake.
FIG. 1 B 580 693 N ANNULAR EJECTOR

(1) Annular ejector; (2) Ejector body; (3) Thermal insulation; (4) Pipe
EFFECTIVITY
021.20.02
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EFFECTIVITY
021.20.02
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B 580 697 N SILENCER

1. Purpose
The silencer dampens the noise of the flowing air by means of its insulation filling and by passing the air
through the holes in its inner body.
FIG. 1 B 580 697 N SILENCER

(1) Shell; (2) Inner body; (3) Filling; (4) Screw with washer
EFFECTIVITY
021.20.03
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EFFECTIVITY
021.20.03
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B 580 206 N DISTRIBUTION PIECE

1. Purpose
The distribution piece allows for the air flow to be directed either at the side windows or to the pilot’s legs.
FIG. 1 B 580 206 N DISTRIBUTION PIECE

(1),(2) Pipes; (3) Bracket; (4) Flap; (5) Lever; (6) Flexible push-pull rod; (7) Flap; (8) Lever;
(9) Flexible push-pull rod; (10) Pin with washer and split pin; (11) Grease nipple
EFFECTIVITY
021.20.04
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EFFECTIVITY
021.20.04
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B 085 015 N AIR SHOWER

1. Purpose
The air shower is used for individual fanning of passengers and pilots with cold air. The air shower is mounted
so as to be able to deflect in any direction. By extending the plate (1) the cold air flow rate can be controlled.
FIG. 1 B 085 015 N AIR SHOWER

(1) Flange; (2) Sphere; (3) Ring; (4) Spring; (5) Packing; (6) Sealing ring; (7) Pin; (8) Circlet;
(9) Spring; (10) Bolt; (11) Packing
EFFECTIVITY
021.20.05
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EFFECTIVITY
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SERVICING
1. Checking functions and completeness of air showers


periodical
E. Procedures
(1) Checking functions

Check free run of air showers by tilting or turning a knob of air showers. Tilting and turning must
be continuous without any breaks. However the position of any air shower must not be changed
spontaneously. Simultaneously, check in open position, if the holes of air showers are free and
without any contaminants.
(2) Checking completeness

Check, if air showers above each passenger's seat and in front of both pilots seat are firmly fixed,
and both any part of air showers and fixing screws are not missing (see fig. 1).
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REMOVAL / INSTALLATION
1. Removal and installation of the B 085 015 N air shower

C. Tools An appropriately sized screwdriver from the tool kit.
E. Procedures
(1) Removal of the B 085 015 N air shower.
(a) Loosen the bowl (6 screws) with the air shower.
(b) Loosen the air shower flange (4 screws).
(c) Take out the air shower.
(2) Installation of the B 085 015 N air shower.
(a) Position the air shower flange and secure it by means of screws.
(b) Tighten the screws.
(c) Screw down the air shower bowl.
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HEATING
1. General
The hot air for the heating is tapped from both engines after the last (radial) compressor stage.
The hot air is conducted by a piping provided with thermal insulation. In the area of the engine nacelles,
the piping comprises a branch from which the hot air is taken engine air intake deicing - see Chapter
030. The piping is running from the left-hand and the right-hand engine join in a mixer in the wing centre
section. Located on the pipings before their entry into the mixer are non-return valves, a compensator
and a pipe coupling. The mixer comprises a branch where the hot air is tapped for airframe deicing - see
Chapter 030. Welded to the mixer is also a test pressure connection with a blinding plug. The hot air
from the mixer is led to a shut-off flap. The shut-off flap controls the hot air flow rate. From the shut-off flap,
the hot air is led by a piping with compensators to an annular ejector. The annular ejector incorporates a
branch through which the hot air is supplied to the storage battery bay.
FIG. 1 HEATING SYSTEM - SCHEMATIC

Explanatory notes - see the list in paragraph. 2
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1. Non-return valve L 410.8510-08 2 between frames No. 11 and 12

2. Shut-off flap B 085 180 N 1 between frames No. 11 and 12
3. Compensator L 410.8510-05 1 between frames No. 11 and 12
4. Mixer - 1 between frames No. 11 and 12
5. Compensator L 410.8520-14 1 between frames No. 8 and 9
1 between frames No. 3 and 4
6. Storage battery bay heating - - -
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HEATING
FAULT ISOLATION
No. Trouble Possible causes Correction

1. Heating intensity drops at normal The shut-off flap opens insufficiently. Remove and dismantle the shut-off
engine output. When the HEATING lever is moved, flap, find the cause, repair or replace.
the flap does not go full travel.
2. Hot air gets into the cabin even The shut-off flap has been adjusted Adjust the shut-off flap.
though the shut-off flap is closed. incorrectly. Sealing surfaces of the
shut-off flap are too worn. Dismantle the shut off flap and reject
or repair it. Replace the rejected flap
by a new, oversize one.
3. Excessive force is needed to move The shut-off flap is jammed or the Remove and dismantle the shut-off
the HEATING system control lever. flexible push-pull rod seizes. flap, clean it in spirit or gasoline.
Lubricate the flexible push-pull rod.
CAUTION: WHEN RE-INSTALLING THE NON-RETURN VALVES, CARE MUST BE TAKEN NOT TO
MOUNT THEM IN A REVERSED POSITION. FOLLOW THE FLOW DIRECTION ARROWS
ON THE NON-RETURN VALVE BODY AND ON THE NEIGHBOURING PIPE SECTIONS.
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HEATING
SERVICING
1. Check of the tightness of non-return valves and shut-off flap in the pilot's cabin,
passenger's cabin between the frames No. 2-3, wing, engine nacelles
A. Fixture, Test and Support Equipment Test equipment consisting of compressed air bottle,
pressure gauge and pressure hose with possibility of
2
reduction to pressure of 0.39 MPa (4 kp/cm );
Stepladder (e.g. B097365N);
L 410.9362, 9361 Mats
B. Materials Asbestos cord (or equivalent), dia 4 mm,

length 500 mm
dia. 0.8 mm, CSN 426406 Locking wire;
B851037N (or L410.8510-10) Seal (2 pcs);
B852048N (or L410.8520-25) Seal (2 pcs);
HILOMAR 5Q 32H Sealing compound (1 tube)
C. Tools No. 697 (4.5x120, 6x120) Screw driver;

Z 37.9110-10 Screw driver;
L 410.9141-05 Screw driver;
CSN 292327.1 Pincers;
CSN 230341.4 Wire pliers;
17 CSN 290625.6 Open-end wrench;
30 CSN 230625.6 Spanner;
5.5x7 CSN 230611.6 Spanner;
L 410.8510.6 Blinding plug

Periodical
E. Procedures
(1) Put the stepladder (e.g. B097365N) to the wing - and the stepladder (e.g. B097300N) to the
engine nacelle.
9362
(2) Put the L 410. 9361 mat on the wing.
(3) Remove the wing-to-fuselage fairing using a Z 37.9110-10 screwdriver.
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(4) Open the lower engine cowl of the engine nacelles using a screwdriver No. 697-6x120.
(5) Remove the upper front cowl, rear cowl, and the side cowl panel from both engine nacelles
according to the instructions given in chapter 054.
(6) Release the press button fasteners and remove the caps on the lower side of the wing leading
edge, next to the engine nacelles.
(7) Remove the cover on the fuselage located between bulkheads No. 2 and No.4 on the left hand
side of the nose section using the Z 37.9110-10 screwdriver.
(8) Check of tightness of non-return valves and shut-off flap valve.
(9) Check for tightness of the heating system in the wing and fuselage, including check of tightness
of the non-return valves and the shut-off flap valve as follows:
(a) Using pincers, remove locking wires from the bleed air distribution pipelines and bushings
located on the frame No.4 which fasten the compensator to the bleed air distribution
pipelines. Remove the compensator with caution.
(b) Using a 5.5 x 7 CSN 230611.6 spanner, loosen two nuts of the sleeves located in the front
area between the frames No. 2 and 3 which fasten the compensator to the bleed air distribution
pipelines. Remove the compensator carefully.
(c) Using a 5.5 x 7 CSN 230611.6 spanner, loosen two nuts of the sleeves located under the front
upper part of the wing-to-fuselage fairing which attach the compensator to the air ejector branch
pipe and the pipeline. Remove the compensator carefully.
Blind the branch pipe end with blinding plug.
(d) Set the HEATING lever on the LH control panel to CLOSED position.
(e) Connect hose of the test equipment consisting of a compressed air bottle provided with a
pressure gauge, and a pressure hose to the LH bushing located on the lower side of the leading
edge above the engine. The hose is connected to the bushing by means of a union nut.
2
(f) Apply air pressure of 0.39 MPa (4 kg/cm ) to the pipeline. Pressure drop in the system from
2 2
0.39 MPa (4 kg/cm ) to 0 MPa (0 kg/cm ) in less than 20 seconds is not permissible.
(g) Set the HEATING lever on the LH control panel to OPEN.
(h) Blind the open end of the pipeline in front of the frame No.4 by an L 410.8510-06 blinding
plug.
(i) Disconnect the hose of the test equipment from the bushing on the leading edge, remove the
test equipment, and connect it to the bushing on the RH wing (see paragraph (d)).
2
(j) Apply air pressure of 0.39 MPa (4 kg/cm ) to the pipeline. Pressure drop in the system from
2 2
0.39 MPa (4 kg/cm ) to 0 MPa (0 kg/cm ) in less than 20 seconds is not permissible.
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(k) Remove the test equipment. Connect the bleed air pipelines to the bushings using a
30 CSN 230 625.6 spanner. Before connecting the two parts, smear the pipe union with
HILOMAR 5Q 32/H sealing compound. Lock the pipe union with 0.8 mm dia. locking wire
using wire pliers.
(l) Reinstall the compensator between the pipeline and the annular ejector in the space between
frames No. 2 and 4. Use new B851037N (L410.8510-10) seals for the compensator joints.
Smear the seals with HILOMAR 5Q 32H compound before fitting them. Connect the
compensator to the pipeline by means of sleeves. Tighten the sleeves by nuts using a 5.5 x 7
CSN 230611.6 spanner.
(m) Reinstall the compensator between the pipeline and the mixer in the space under the
upper front part of the wing-to-fuselage fairing. Use new B852048N (or L410.8520-25) seals
for the compensator joints. Smear the seals with HILOMAR 5Q 32/H compound before fitting
them. Connect the compensator to the pipeline and to the mixer branch pipe by means of
sleeves. Tighten the seals by must using a 5.5 x 7 CSN 230611.6 spanner.
(10) Reinstall and screw on the cover on the left side of the nose section, between bulkheads No. 2 and 4.
(11) Fasten the caps on the lower side of the wing leading edge next to the engine nacelles.
(12) Reinstall the upper front cowl, rear cowl, and the side cowl panel of both engine nacelles as instructed
in chapter 054.
(13) Close the lower engine cowl of both engine nacelles.
(14) Fit and reinstall the wing-to-fuselage fairing.

9362
(15) Remove the L 410. 9361 mats.
(16) Remove the stepladders.
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2. Check of the function of the heating control flap on the left control panel
B. Materials Gasoline, Lubricate gel

Periodical
E. Procedures
(1) Check of the heating control flap (shut-off flap) free movement
(2) Open and close the hot air supply by the HEATING control lever on the left-hand control panel.
Defects not allowed: seizing of the flap during its opening or closing.
(3) If the flap is defective, proceed as follows:
(a) Remove the flap - refer to the work procedure in 021.40.02.
(b) Disassemble the shut-off flap and wash its moving parts in gasoline.
If the flap has been distorted or damaged in any other way, correct the defect.
(c) Install the shut-off flap - refer to the work procedure in 021.40.02.
(d) Check free movement of the shut-off flap - refer to the step (1).
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HEATING
1. Removal of heating system piping in the fuselage

C. Tools Spanners and screwdrivers of appropriate sizes from

the tool kit.
E. Procedures
(1) Remove the cover of the upper wing-to-fuselage fairing, ceiling upholstery in the top front part
of the left-hand of the fuselage between frames No. 7 and 11, as well as the upholstery on the
left-hand bottom part of the fuselage between frames No. 7 and 8.
(2) Remove the left-hand pilot’s seat and the floor sections in this area.
(3) Remove the aluminum wrapping foil from the piping and disconnect the flexible push-pull rod
from the piping.
(4) Remove the covers on the left-hand side between frames No. 2 and 4, using the Z 37.9110-10
screwdriver.
(5) Successively remove the following components (see Fig. 401): piping (1); compensator (2);
piping (5); piping (6); compensator (2); piping (7); piping (4) and shut-off flap (3).
The shut-off flap should be removed in accordance with the appropriate work procedure.
Before removal, release all the pipings as well as the flexible push-pull rod from their clips.
FIG. 401 HEATING SYSTEM PIPING IN FUSELAGE

(1) Piping; (2) Compensator; (3) Shut-off flap; (4) Piping; (5) Piping; (6) Piping; (7) Piping
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2. Installation of the heating system piping in the fuselage

B. Materials L 410.8520-25 packings

HILOMAR 5Q 32/H sealing compound (one tube)

the tool kit.
E. Procedures
(1) Successively install the piping sections (4), (7), (6) and (5) - see Fig. 401 from frame No. 11 as
far as frame No. 4, including the compensator (2) between frames No. 8 and 9.
Attach the pipings and the flexible push-pull rod with clips. Use new packings to seal the joints.
Apply thin coat of HILOMAR 5Q 32/H sealing compound to the packings prior to installation.
NOTE: The piping section and compensator between frames No. 2 and 4 will be installed
only after the tightness check of the heating system piping joints.
(2) Carry out the tightness check of the heating system in fuselage in accordance with the appropriate
work procedure.
(3) Install the shut-off flap (3) according to the appropriate work procedure.
(4) Install the pipe section (1) and compensator (2) at frame No. 2. Use new packings to seal the
joints. Apply thin coat of HILOMAR 5Q 32/H sealing compound to the packings prior to
installation.
(5) Place and screw down the covers on the left-hand side between frames No. 2 and 4.
(6) Re-wrap the piping in aluminum foil and the upholstery inside the fuselage.
(7) Re-install the left-hand pilot’s seat and the corresponding floor sections.
(8) Install the cover of the upper wing-to-fuselage fairing.
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3. Removal of the heating piping in the wing


the tool kit.
E. Procedures
(1) Remove the cover of the upper wing-to-fuselage fairing.
(2) Remove the upper front wing cover behind the engines, and the assembly lids on the bottom skin
of the wing at the engine nacelles.
(3) Remove the pneumatic deicing piping (8) - see fig. 402.
(4) Remove the bracket attaching the piping (9) at the wing flap actuator.
(5) Release the piping sections (6) and (7) from attaching sleeves (10). Remove the coupling clamps,
compensator (11), pipe coupling (12), mixer (4) and the pipe sections (6) and (7).
FIG. 402 HEATING SYSTEM PIPING IN THE WING
(1) Non-return valve; (2) Piping; (3) Coupling; (4) Mixer; (5) Shut-off flap; (6) Piping; (7) Piping;
(8) Pneumatic deicing piping; (9) Bracket; (10) Attaching sleeve; (11) Compensator; (12) Pipe
coupling
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4. Installation of heating system piping in wing

B. Materials The L410.8510-10 Sealing

the tool kit.
E. Procedures
(1) Successively install the piping section (6), piping section (7), mixer (4), compensator (11), pipe
coupling (12) and bracket (9) and attaching sleeves (10) - see fig. 402.
(2) Test the assembled piping for tightness in accordance with the work procedure in 021.20.00.
(3) Install the pneumatic de-icing piping (8)
(4) Fit the upper wing cover behind the engines and the assembly lids on the bottom skin of the wing
at the engine nacelles.
(5) Fit the upper wing-to-fuselage fairing cover.
5. Removal of the heating piping in the engine nacelle

B. Materials The 0.5 mm dia lock wire

the tool kit.
E. Procedures
(1) Open the lower engine cowl of the engine nacelle and remove the upper cowl of the engine nacelle.
(2) Remove the lock wire from the couplings of the piping (4) and (5) - see fig. 403.
(3) Remove the piping section (5) by disconnecting it from the coupling (7) in the fire wall and from
the coupling (8) in the wing.
(4) Remove the piping section (4) by disconnecting it from the coupling (7) in the fire wall, the shut-off
cock coupling (9) and the engine.
(5) Protect the uncoupled ends by wrapping them in polyethylene foil.
NOTE: When dismantling the piping, use two spanners to avoid transferring the torque onto
the piping.
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FIG. 403 HEATING PIPING IN ENGINE NACELLES

(1) Bolt; (2) Flange; (3) Gasket; (4) Piping; (6) Thermal insulation; (7) Fire wall coupling;
(8) Wing coupling; (9) Shut-off cock
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6. Installation of heating piping in engine nacelle

B. Materials 0.5 mm dia. zinc coated lock wire.

the Hilomar 5Q 32H Sealing glue
C. Tools Crown-head socket wrench.

Spanners and screwdrivers of appropriate sizes from
the tool kit.
E. Procedures
NOTE: Paint all connections with the Hilomar 5Q 32H sealing glue
(1) Remove the polyethylene foil from the pipe section (4) - see fig. 403. Blow the piping through,
set it on the engine and fit the bolts (supplied by the engine manufacturer). Only a crown-head
socket wrench can be used for this purpose. Connect the remaining ends of the piping to the
fire wall coupling (7) and the shut-off cock (9) coupling. After installation lock all couplings, bolts
and nuts with 0.5 mm dia. lock wire.
(2) Re-install the pipe section (5) by connecting it to the fire wall coupling (7) and to the wing coupling (8).
Before the assembly apply a thin layer of Hilomar 5Q 32H onto the couplings. After installation
lock the couplings with 0.5 mm dia. lock wire.
2
NOTE: Test the pipe section (5) for tightness with pressure air of 0.78 MPa (8 kp/cm ) for five
minutes.
(3) Fit the upper cowl of the engine nacelle and close the lower engine cowl of the engine nacelle.
NOTE: When assembling the piping, use two spanners to avoid the torque transfer onto the
piping.
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L 410.8510-08 NON-RETURN VALVE

1. Purpose
The non-return valve prevents the pressure air in the hot air piping from escaping into the atmosphere if
one of the engines fails. The non-return valve closes the failed engine branch by means of flaps.
FIG. 1 L 410.8510-08 NON-RETURN VALVE

(1) Shell; (2) Pin; (3) Grille; (4) Flaps; (5) Pin
a = air flow direction
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L 410.8510-08 NON-RETURN VALVE

1. Removal of L 410.8510-08 non-return valve


the tool kit.
E. Procedures
(1) Remove the wing-to-fuselage fairing cover.
(2) Remove the clamps attaching the non-return valve.
(3) Remove the packings between the non-return valve and the compensator or the pipe coupling,
and the mixer. Remove the non-return valve.
2. Installation of L 410.8510-08 non-return valve

B. Materials L 410.8510-10 packings (4 pieces)

HILOMAR 5Q 32/H sealing compound

the tool kit
E. Procedures
(1) Install the non-return valve between the mixer and the compensator or pipe coupling. Insert the
L 410.8510-10 packings. Apply a thin coat of HILOMAR 5Q 32/H sealing compound to the packing
before installation.
CAUTION: INSTALL THE NON-RETURN VALVE IN SUCH A WAY THAT THE ARROW
ON ITS BODY AGREES WITH THE AIR FLOW DIRECTION I.E. FROM THE
ENGINE TO THE MIXER.
(2) Fix the non-return valve with clamps.
(3) Screw down the cover of the wing-to-fuselage fairing.
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B 085 180 N SHUT-OFF FLAP

1. Purpose
The shut-off flap opens or closes the hot air supply from the engine compressors to the air-conditioning
system.
FIG. 1 B 085 180 N SHUT-OFF FLAP

(1) Control lever; (2) Pipe; (3) Flap; (4),(5) Bushings; (6) Screw; (7) Screw; (8) Diaphragm;
(9) Screw
O = open
Z = closed
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B 085 180 N SHUT-OFF FLAP

1. Removal of B 085 180 N shut-off flap


the tool kit.
E. Procedures
(1) Remove the wing-to-fuselage fairing cover.
(2) Remove the split pin, pin and washer connecting the control rod with the flap lever.
(3) Remove the clamps attaching the shut-off flap. Remove the packings between the shut-off flap,
mixer and piping. Remove the shut-off flap.
2. Installation of B 085 180 N shut-off flap

B. Materials L 410.8520-25 packing (2 pieces)

AEROSHELL GREASE 6 lubricating grease
HILOMAR 5Q 32/H sealing compound (one tube)

the tool kit.
E. Procedures
(1) Install the shut-off flap between the piping and the mixer. Insert the L 410.8520-25 packings.
Apply a thin coat of HILOMAR 5Q 32/H sealing compound to the packings prior to installation.
(2) Attach the shut-off flap by means of the clamps.
(3) Connect the control rod by means of the pin, washer and split pin. Before assembly, grease the
pin with the lubrication grease in use.
(4) Check the shut-off flap function. Pay special attention to the tightness of the flap in its closed position.
(5) Screw down the wing-to-fuselage fairing cover.
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COOLING (if installed)

1. General
The R-134a Air Conditioning System by the ENVIRO SYSTEMS Inc. is designed to maintain a required
temperature to the cockpit and the passenger cabin. The system is controlled manually.
No. Name Type (Drwg. No.) Qty Location

1 Conditioned air outlet B585328N 4 refer to the fig. 3
2 Air duct (distributor) B584636N 2 between 20 and 21st frame
upper LH and RH side
3 Evaporator module ENVIRO P/N 1134200-68 1 between 20 and 21st frame
(95225857) upper RH side
4 Evaporator module ENVIRO P/N 1134200-69 1 between 20 and 21st frame
(95225858) upper LH side
5 Air duct (hoses) BWT10-2140540D BAXT 4 refer to the fig. 3
(87150175)
6 Compressor condenser ENVIRO P/N 1134400-11 1 Between frames 2 and 4
module (95217082)
7 Hot air outlet B584570N 1 between 2 and 3 frame
8 Contactor 6041 H215 1 component of compressor
MS 24171-1D
9 Contactor TKS 201 DOD 1 between 2 and 3 frame
10 Switch-over 2 TL 1-1E 1 LH control panel
COOL/OFF/FANS
11 Switch-over HI/LO 1 TL 1-3 1 LH control panel
12 Signal cell FANS-COMP. 02 LUN 2697.03-8 1 LH control panel
13 Relay TKE 52 PODGB 1 between 2 and 3 frame
14 Pressure switch 1250 232 1 component of compressor
15 Fuse IP 150 1 right side between 1 and 2 frame
16 Fuse IP 100 1 on 8 frame the right
17 AIRCONDITION circuit AZRGK-15 1 overhead panel
breaker
18 AIRCONDITION fuse F/0.63A 1 Frame 4
EN60127-2/1500
19 Relay TKE 52 PODGB 2 between 7 and 8 frame
20 Relay TKE 52 PODGB 1 between 9 and 10 frame, LH
21 Fuse F/0.63A 1 between 8 and 9 frame
EN60127-2/1500
22 COMPR. START push-button KNR 1 LH control panel
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3. Operation
Cabin air is sucked into air ducts located on both sides of the passenger compartment. Air passes
through the ducts to the evaporator where it is cooled. The cool air is then discharged by the evaporator
blower into air ducts and blower out into the passenger cabin. 28 V DC It is actuated by an
AIRCONDITION circuit breaker supplies the air conditioning system. Located on the overhead panel.
When the circuit breaker is switched on the AIRCONDITION light on the LH control panel will illuminate.
Setting the air-conditioning mode selector on the LH control panel into FANS position will actuate the
blowers, which is indicated by the illumination of the FANS light on the LH control panel. When the
selector is set into the COOL position, the air conditioning package (blowers and the compressor) will be
actuated and the FANS and COMP lights on the LH control panel will illuminate. A HI/LO blower speed
selector is also located on the LH control panel. Operation described above is valid for putting the system into
operation on the ground. During flight the system is put into operation by means of the push-button COMPR.
START.
NOTE: Operation in flight is described in the Flight Manual.
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FIG. 1 BLOCK DIAGRAM OF AIRCONDITIONING SYSTEM
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FIG. 2 REFRIGERANT DISTRIBUTION AND COMPRESSOR COOLING (SEE LIST OF

INSTRUMENTS FOR LEGEND)
FIG. 3 COOL CONDITIONED AIR DISTRIBUTION (SEE LIST OF INSTRUMENTS FOR LEGEND)
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FIG. 4 AIRCONDITONING SYSTEM

Legend to figure - see the following page
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Legend to fig. 4
(1) AIR-CONDITION circuit breaker; (2) Signal cell FANS-COMP.; (3) Switch-over HI/LO;
(4) Switch-over COOL/OFF/FANS; (5) COMPR. START push button; (6) AIR-CONDITION
fuse; (7) Relay TKE 52 PODGB; (8) Contactor TKS 201 DOD; (9) Fuse IP 150;
(10) Compressor; (11) Fuse IP 100; (12) Fan; (13) Inlet air; (14) Hour meter
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COOLING (if installed)

SERVICING
NOTE: Service hours are indicated on the hour meter see fig.4 - position (14).
Hour meter is operating under way compressor only.
Use light and mirror for read service hours.
WARNING: DANGER BELT!
1. Inspection of the tension and/or alignment of the compressor drive belt

A. Fixture, Test and Support Equipment P/N T1134610 (95225872) Enviro belt tensioning
tool;
P/N FDK-10 (95225873) Wagner spring scale;
Eye protection
C. Tools Small hand tools and socket set.

Periodical
E. Procedures
The following is a recommended component maintenance / inspection schedule and associated service hours:
Type maintenance Service hours
Visual inspection 500 - 800

Tension & alignment 800 - 1000
Replacement On condition
When the compressor drive belt requires removal and replacement, tension or alignment the following
procedures will apply:
A. Belt removal procedure:
(1) Verify all airplane or ground power to motor is off.
(2) Remove all access panels and exhaust ducts to gain access to the compressor module.
(3) Remove all fasteners securing the belt guard assy
(4) With socket and box end type wrenches slightly loosen the two 3/8 bolts that support the
R-134a compressor.
(5) Loosen (ccw turn) tension nut on compressor side of rod end bearing and swing compressor
down to loosen belt.
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(6) Loosen socket head set screws in motor pulley and slide pulley off motor shaft while at the
same time sliding the drive belt off the compressor pulley.
NOTE: This procedure assures that the motor pulley flange and belt are not damaged during
removal.
CAUTION: DO NOT BEND OR TWIST EXCESSIVELY THE DRIVE BELT DURING REMOVAL,
OR DAMAGE CAN OCCUR.
(7) Inspect belt for cracks or missing teeth and clean any oil or other contamination from both pulleys
and belt.
B. Drive belt replacement procedure:
(1) Verify belt size and part number before installing or damage may result. (Belt P/N 232L 100).
(2) Verify # 3 woodruff key is installed on motor shaft.
(3) Place belt on motor pulley and slide pulley on end of the motor shaft and at the same time slide belt
over compressor pulley. Slightly tap the motor pulley on the shaft until the belt completely covers
the compressor pulley.
NOTE: Verify the belt teeth are in grooves of each pulley and during installation rotate both
pulleys slightly to assure proper engagement.
CAUTION: DURING THESE PROCEDURES DO NOT SHARPLY BEND OR TWIST THE

BELT AND DO NOT ALLOW BELT TO ROTATE ON MOTOR PULLEY
FLANGE. DAMAGE TO BOTH MAY RESULT.
(4) After the belt is installed, rotate the compressor pulley clockwise (cw) to align belt on pulley.
The belt must ride directly over the compressor pulley.
NOTE: If the belt is too far forward or aft on the compressor pulley the motor pulley must be
adjusted fore or aft allow belt to ride directly over compressor pulley.
(5) If belt alignment is good, slightly tighten the two (2) 3/8 compressor support bolts and turnrod
end bearing adjust nut until snug.
C. Drive belt alignment procedure:
(1) Loosen motor pulley set screws, if required. With motor pulley on shaft rotate compressor pulley
clockwise (cw) with a suitable wrench. At the same time slide the motor pulley forward or aft
until the belt rides directly over the compressor pulley.
(2) Slightly tighten the motor pulley set screws and rotate the compressor pulley clockwise (cw) for
approximately ten (10) revolutions to assure belt is tracking as required. If so, tighten the set
screws.
(3) Belt is ready for tensioning.
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CAUTION: ALL BOLTS MUST BE SLIGHTLY TIGHT BEFORE ALIGNMENT IS PERFORMED

OR BELT MISALIGNMENT MAY RESULT.
D. Drive belt tensioning procedure:

(1) Verify all compressor mounting hardware is slightly tight and belt is properly aligned.
(2) Apply hand pressure to the compressor to increase belt tension and tighten upper compressor
mounting bolt.
NOTE: A Wagner FDK-10 spring loaded force gauge is required for this procedure.
CAUTION: DO NOT OVER TENSION BELT. BELT OR MOTOR BEARING DAMAGE MAY
RESULT.
(3) Place Enviro belt tension tool on drive belt and orient as shown in figure 301.
(4) Position the spring scale into the pilot hole on the tensioning fixture corresponding to the belt
mid-span between pulleys.
(5) Depress the spring scale until the plunger housing contacts the tension tool surface.
FIG. 301 BELT ALIGNMENT
(6) The scale should indicate a load of 1.50 to 1.75 lbs.
NOTE: This is equivalent to a belt deflection of 0.10 inch with a mid-span force of
1.50 to 1.75 lbs.
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(7) Repeat paragraph (2) and (5) until proper belt tension is achieved.
(8) When proper belt tension is obtained tighten compressor mounting bolts. Torque the nuts to
19.7  22.6 N.m (175 - 200 in-Ibs).
(9) Recheck belt alignment as described in section (C.) in this procedure and adjust as required.
CAUTION: DO NOT OVER TENSION THE BELT. IMPROPER BELT TRACKING AND
BELT / MOTOR DAMAGE CAN HAPPEN.
2. Inspection of the brush and bearing of the compressor drive motor

A. Fixture, Test and Support Equipment Micrometer
Scribe or wire hook
Volt-OHM meter (digital)
Shop air, 40 psig (max)
Eye protection
Respiration mask
B. Materials P/N 125 1171 Brush

Periodical
E. Procedures
Brush inspection 500 - 800

Brush replacement 800 - 1000
Bearing inspection 1000-1500
Bearing replacement 2500- 3000
Motor overhaul 2500- 3000
A periodic brush inspection is required to assure that excessive damage to the motor commutator or armature
does not occur. A visual inspection shall be performed at 500 - 800 hours of operations or less frequently
as service experience indicates.
Inspection of the drive motor shall be performed in accordance with, but not limited, to the following:
 Brush wear inspection
 Commutator wear inspection
 Internal contamination inspection
 Bearing noise inspection
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A. Motor brush inspection:

(1) Verify all electrical power is off to system.
(2) Remove all access panels and exhaust ducts to gain access to the drive motor.
(3) Disconnect power leads from motor terminals (1/4-28). Tag positive lead.
(4) Remove condenser support bracket to provide access to brush cover fasteners and remove motor
cuff shroud.
(5) Loosen and unsnap the brush cover assembly. Remove it from the motor.
(6) With wire hook or scribe, lift the brush spring and remove the brush.
(7) Inspect the brush for cracks, chipped edges, frayed leads, loose rivets or shunt connections.
Replace defective brush(es).
(8) Continue inspection until all brushes have been checked. In addition, inspect brush holders and
springs for looseness, damage from arcing, heat distortion or cracks.
NOTE: All brushes should indicate uniform wear.
(9) Measure each brush as shown in figure 302 and record values. Using the brush with the shortest
measured length calculate the wear rate by subtracting the measured value from 1.000 inch and
dividing by the operating hours. The remaining brush life is obtained by subtracting.
450 inch (minimum length) from the measured brush wear and dividing by the wear rate.
(10) With brushes removed and using shop air at 40 psig (max) and nozzle, blow out as much carbon
and/or copper dust as possible out of the commutator, armature and field windings. Purge from
the commutator end of the motor.
(11) Replace existing brushes in holder with brush chamfer leading edge pointing in the direction of
rotation of the commutator as shown in figure 302.
CAUTION: REPLACE THE BRUSHES FOR THE ORIGINAL TYPE P/N OF THE
BRUSHES. USING NON-ORIGINAL TYPE OF BRUSHES MAY DAMAGE
THE AIR-CONDITION SYSTEM.
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FIG. 302 BRUSH DATA

A. NEW BRUSH LENGTH 1.00 INCH
B. MINIMUM WEAR LGTH 0.45 INCH
C. USABLE BRUSH LGTH 0.55 INCH
Example
Brush wear = 1.000 - measured value.
= 1.000 - .700
=. 300 inch.
Wear rate =.300 = .300 (wear) = 0006 (in/hr)
hours 500 hr
Usable brush length = measured value - min. length
= .450 inch
= .700 - .450
= .250 inch
Remaining brush life = usable brush wear length wear rate
=.250 = 416 hrs
.0006
NOTE: All brushes should indicate uniform wear.
CAUTION: BRUSHES MUST BE CHECKED PRIOR TO REMAMING BRUSH LIFE HOUR

CALCULATED OR, DAMAGE TO MOTOR WILL BE CAUSED. FOR BRUSH
REPLACEMENT SEE PARAGRAPH F.
EYE AND MOUTH PROTECTION MUST BE USED DURING THIS OPERATION
OR EXCESSIVE LUNG AND EYE IRRITATTON WILL OCCUR. DO NOT DIRECT
AIR JET ON BEARING OR INTERNAL CONTAMINATION WILL RESULT.
DURING BRUSH REPLACEMENT DO NOT ALLOW BRUSH SPRING TO SNAP
INTO PLACE QUICKLY, OR DAMAGE TO BRUSH CAN HAPPEN.
ALSO DO NOT CHIP OR SCRATCH BRUSH CONTACT SURFACE DURING
INSTALLATION.
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B. Commutator wear inspection:

While the brushes are removed for inspection the commutator must be inspected for excessive or
uneven wear. The commutator should have a burnished appearance with light filming. If the commutator
is black, burned, pitted or excessively worn, the motor should be replaced. If the depth of the mica
undercut remaining on the commutator is less than .020 inch the motor should also be replaced.
C. Motor insulation resistance check:
After the inspection of the commutator a quick check of the motor insulation resistance should be
performed. This check may be done with or without the brushes installed but the power leads must
be removed from the motor during this procedure.
(1) Verify that unit power is off and disconnect leads.
(2) With ohm meter positive lead connected to the motor positive terminal and the other lead connected
to the motor case (ground) measure and record the resistance. Resistance value must be equal
to or greater than 10 K. If less, the motor should be replaced.
D. Internal contamination inspection:
(1) Verify that no foreign matter is lodged in the motor air intake or field winding areas.
(2) Inspect for excessive moisture in motor or corrosion of parts.
(3) Purge motor and air passages as required to remove any dust, dirt or other contamination.
E. Motor bearing inspection:
Motor bearings should be inspected every 800 - 1000 operational hours to assure that premature seizure
does not occur.
(1) Verify that unit power is off and the motor is accessible.
(2) On unitized systems (containing a condenser coil assembly) disconnect compressor discharge
hose clamp and remove condenser support bracket to access the brush cover.
(3) Remove the brush cover. On some systems removal of motor power leads is required prior to
brush cover removal, tag positive terminal.
(4) Remove brushes from brush guides and remove drive belt and motor pulley as outlined in technol.
procedure 1. (in this section)
(5) Rotate motor shaft with fingers to obtain "feel" of bearings rotating. If rotation is rough or bearings
sound dry, the motor should be replaced.
CAUTION: CAREFULLY LAY BRUSH SHUNT LEADS IN A POSITION WHICH WILL PREVENT
ANY POSSIBLE SHORTING PROBLEMS. LEADS MUST BE ABLE TO EASILY
FOLLOW BRUSH AND SPRING MOVEMENT AS BRUSH WEAR OCCURS.
IMPROPER LEAD PLACEMENT WILL RESULT IN MOTOR DAMAGE.
(6) If bearings rotate smoothly, install belt and brushes. Check belt alignment and tension as described
in technol. procedure 1. (in this section)
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(7) Replace the brush cover, tighten and safety wire brush cover screws. Replace the motor cooling
fan shroud if equipped.
(8) Replace condenser support bracket and secure all screws with lock wire. Attach a clamp to the
compressor discharge hose. Connect the power leads to 1/4-28 motor power terminal studs and
cover them with insulating boots, if required, prior to condenser support bracket installation.
(9) Replace the drive belt and pulley, align and tension as described in technol. procedure 1.
(in this section).
F. Motor brush replacement:
Motor brushes must be replaced when remaining brush length (the worst brush) is .450 inch as shown
in figure 302. New brushes may be installed by first level maintenance personnel only under the following
conditions:
 Motor was operating correctly prior to brush replacement.
 Motor inspection did not show any defects which would require motor replacement.
 Only approved vendor brushes are used.
 Brushes are installed, seated and tested in accordance with the following procedures.
(1) Verify all power is off, all panels, shrouds, brackets and fairings are removed.
(2) Perform brush inspection procedure as outlined in paragraph A (if required).
(3) With a stiff wire hook or scribe lift brush spring from the holder and remove each worn brush set
until all four sets are removed.
NOTE: Verify that motor commutator is clear of any contamination and all carbon dust is removed.
(4) Remove the brush shunt wire terminal screw and discard the worn brush set. Continue this step
until all four screws are removed.
(5) Install each brush set by lifting brush springs, sliding the brush into the holder (with brush leading
edge in direction of motor rotation) and lightly releasing the brush spring on the brush.
(See figure 302).
CAUTION: DO NOT THE ALLOW BRUSH SPRING TO STRIKE HARD INTO PLACE, OR
DAMAGE TO BRUSH CAN HAPPEN.
(6) Verify that the brush seats flat on the commutator and that no binding in holder is present.
Align the brush spring in the center of the brush groove.
(7) Install the terminal screw and the lock washer on the brush shunt lead and other leads and tighten.
Repeat this step for other brush sets.
CAUTION: DO NOT CROSS THREAD OR OVER TORQUE BRUSH LEAD SCREWS OR

THREAD DAMAGE MAY RESULT.
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(8) Seat new brushes in accordance with the following procedure. All new brushes must be seated
to assure proper motor operation and/or performance. If the motor is operated without seating
brushes the motor warranty may be voided.
CAUTION: EXCESSIVE SEATING IS NOT ADVISED. BRUSH LIFE MAY BE REDUCED

REMOVE SAND PAPER AND BLOW OUT ALL CARBON DUST FROM THE
COMMUTATOR AND BRUSH AREA
EYE, NOSE AND THROAT PROTECTION MUST BE WORN DURING THIS
PROCEDURE.
(9) Carefully lay the brush shunt leads in such position as to prevent any shorting problems.
Leads must be able to easily follow brush and spring movement as brush wear occurs.
(10) Replace the brush cover and attach the motor power cables, if required.
(11) Replace all bracketry and hardware removed to access motor.
(12) Visually inspect unit to assure that the bracketry is properly installed, the cooling fan does not
interfere with the shroud, the motor drive belt aligned / tensioned and the belt cover is installed.
(13) The motor should be tested to verify proper operation. Therefore, connect ground power source
or verify airplane power is on and turn the system on.
(14) Run the system for minimally 15 minutes to seat brushes and check motor operation.
(15) Turn the system and airplane power off. System is ready for use.
BRUSH SEATING PROCEDURE

Cut a 7 inch long by 1. 5 inch wide strip of 400 500 grit sand paper and place, with rough side out, on
the commutator Secure one end of the paper to the commutator with the masking tape in such manner
so that the taped end will lead in the direction of shaft rotation (ccw looking at fan end). The other end
will remain loose and overlap the taped end. Raise each brush momentarily while rotating the shaft until
the taped end passes under each brush. After the sand paper is properly located tight against the
commutator and encompasses all brush surface areas, carefully rotate the armature, by hand, in the
normal direction of rotation until a full seat is obtained on each new brush. Three or four rotations are
usually adequate.
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3. Check of the R-134A compressor assembly for leakage of oil refrigerant

A. Fixture, Test and Support Equipment R-134a charging manifold with gauges and hoses.
R-134a electronic leak detector.
R-134a refrigerant cylinder.
Hand and eye protection.
B. Materials Leak check fluid, (soapy solution).

Thread sealant
Dry nitrogen, regulated.
Isopropyl Alcohol, flush liquid.

Periodical
E. Procedures
Leak check, shaft seal 500 - 800

Bearing inspection 1000 - 1500
Bearing replacement On condition
Oil level check On condition
The compressor assembly requires more inspection than maintenance since field repair with first line
technicians is limited. Inspection consists of checking for excessive oil leaks, belt alignment / tension
and refrigerant leaks. The compressor should be periodically checked at 500-800 hours of operation
in which the following should be performed:
A. Compressor inspection procedure:
(1) Verify that ground power or airplane power to the system is off.
(2) Remove access doors, exhaust ducts and enclosures to gain access to the compressor.
(3) Remove the belt cover and inspect for alignment and tension
(Refer to the work procedure No. 1. - in this section).
(4) Visually inspect the compressor pulley for excessive wear, nicks, cracks or looseness.
(5) Visually inspect the compressor shaft for excessive oil leaks.
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NOTE: If excessive oil is noted, the compressor should be checked for leaks. Use fluid or leak
detector as required. If leak is noted, the compressor should be replaced.
If compressor has not been operated for 30-60 days or more, the dynamic shaft seal
may have a small leak due to lack of oil on seal surface. Operation of system should
eliminate this type of leak If not, replace the compressor.
(6) Check all fasteners for looseness. Re-torque as required.

(7) Visually check the drive belt for cracks, wear and excessive oil. With clean shop rag clean all oil
and other contamination from the belt cogs.
NOTE: Checking the compressor oil quantity is only required if an excessive amount of oil is
observed due to leaking or the system has been vented very quickly thereby causing
a loss of oil. An oil check can only be made with the system vented. (See oil check
procedure.)
(8) If visual check is good, replace the belt cover and secure the fasteners.
4. Inspection of the evaporator module assembly (evaporator coil, condensate and tubing,
cool air ducting)

Periodical
E. Procedures
Inspection 500 - 800

Replacement On condition
Only field serviceable high inspection or maintenance components will be addressed in the evaporator
module section.
A. Evaporator coil inspection:
The evaporator coil must be inspected every 500 - 800 operating hours for excessive lint and/or other
contamination in the coil fins. Clean as required by using a vacuum or low pressure purge source.
Bent coil fins must be combed to straighten.
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B. Condensate drain and tubing inspection:

Verify that the evaporator condensate drain and associated tubing is not blocked or tubing linked.
Clean and re-route tubing as required.
C. Cool air ducting inspection:
Cool air ducting from the evaporator blower should be checked to assure that no excessive air loss
is experienced due to loose connections, cracked or linked hose. Repair as required.
5. Check of the air-conditioning system function


Seasonal
E. Procedures
During cold winter months the system should be operated for a minimum of 15 minutes every two
weeks to maintain a thin oil film on the compressor drive shaft dynamic seal to prevent leakage.
NOTE: If ambient temperature is below 32° F (0° C) the pressure switch may require an electrical
jumper to allow the compressor drive motor power contactor to energize and enable system
to operate
WARNING: EXTENDED OPERATION OF THE SYSTEM AT LOW AMBIENT TEMPERAFURES

COULD RESULT IN MAJOR DAMAGE OF THE R 134A COMPRESSOR.
For more information see:

ENVIRO SYSTEMS INCORPORATED - Document No. GM R134a
GENERAL OPERATING, SERVICING AND MAINTENANCE MANUAL FOR AIRBORNE R-134a
AIRCONDITIONNING SYSTEMS from October 3, 2008 or later applicable edition.
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TEMPERATURE CONTROL
1. General
The heating and ventilation system is controlled by the:
• VENTILATION lever,
• HEATING lever,
• COCKPIT AIR CONTROL levers,
• COCKPIT AIR CONDING.
The temperature of the air in the heating and ventilation system is indicated by a set of instruments.
No. Name Type (Dwg.No.) Qty Location
1. VENTILATION control lever - 1 Left-hand control panel
2. HEATING control lever - 1 Left-hand control panel
3. COCKPIT AIR CONTROL lever - 2 Left-hand control panel
4. COCKPIT AIR CONDING lever - 2 Leg fanning outlets at the

captain’s and pilot’s station
3. Operation
The VENTILATION control lever opens and closes the atmospheric air intake flap. The HEATING
control lever opens and closes the shut-off flap of the hot air tapped from the compressors. If it
necessary to heat the passenger cabin the two control levers are opened so that the temperature in the
air ducts does not exceed 80°C. As soon as the pass enger cabin temperature reaches the selected
value (the recommended temperature is from 22°C to 24°C), the two control levers are adjusted to
maintain the selected temperature without its further increasing.
The pilot’s cockpit and the passenger cabin are ventilated with cold air if the HEATING lever is in the
fully closed position and the VENTILATION lever is opened. Apart from the heating and ventilation
system described above, each passenger or pilot has an air shower at his/her disposal which allows for
adjusting the cold air flow rate individually. The cold air flow from the shower is available after turning
the lid of shower counterclockwise and deflecting its spheric body in the desired direction.
The COCKPIT AIR CONTROL levers control the flaps regulating the flow rate of the air blowing on the
side windows of the cockpit and the legs of pilots.
The air for fanning legs of pilot’s and the cockpit side windows is only available when at least one of the
HEATING/VENTILATION control levers is in the open position. The fanning proper is activated by
moving the COCKPIT AIR CONTROL lever to its open position (upward). If the right-hand COCKPIT
AIR CONTROL lever is in the lower position the air is conducted to the outlets at legs of pilot’s where
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each pilot can individually adjust the air flow rate by control lever marked COCKPIT AIR CONDING. If
the right-hand COCKPIT AIR CONTROL lever is in the WINDSHIELD position, the air is brought to the
side windows of the pilot’s cockpit. If this lever is in the middle of its travel the air is distributed evenly
between the windows and the legs of pilot’s.
NOTE: The passenger cabin can be heated faster if the cockpit air control is out of operation (left-
hand COCKPIT AIR CONTROL lever is closed position i.e. down).
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FIG.1 TEMPERATURE CONTROL SYSTEM - SCHEMATIC
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INDICATION
1. General
Air temperatures in the heating and ventilation system of the aircraft are indicated by means of an indication
system.
1. Heating air temperature LUN 5616-8 1 between frames No. 7 and 8, LH,
transmitter in the air ducts
2. Cabin air temperature LUN 5615-8 1 between frames No. 12 and 13,
transmitter in the passenger cabin
3. Dual air temperature indicator LUN 5610.01-8 1 Left-hand control panel
4. CENTRAL WARNING AZRGK 5 1 overhead panel
DISPLAY - AIRFRAME
circuit - breaker
3. Operation
The air-conditioning system temperature is monitored on the LUN 5610.01-8 dual air temperature indicator;
its bottom scale shows the air temperature in the heating air ducts, the top one that in the passenger cabin.
The air-conditioning system temperature indication is switched on the CENTRAL WARNING DISPLAY -
AIRFRAME circuit-breaker.
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FIG. 1 TEMPERATURE INDICATION - SCHEMATIC
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FIG. 2 LOCATION OF THE INDICATION INSTRUMENTS

(1) LUN 5610.01-8 Dual air temperature indicator
(2) LUN 5616-8 heating air temperature transmitter
(3) LUN 5615-8 cabin air temperature transmitter
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LUN 5610.01-8 DUAL AIR TEMPERATURE INDICATOR

1. Purpose
The dual air temperature indicator is intended for measuring the air temperature in the aircraft
cabin (from 0 to 40°C) and the air temperature in t he hot air ducts of the aircraft heating system
(from +20 to +120°C).
The indicator is linked to the following transmitters:
• LUN 5615-8 cabin air temperature transmitter
• LUN 5616-8 heating air temperature transmitter
2. Technical data
Rated feeding voltage 28 V DC
Operating feeding voltage 23.5 to 29 V DC
Current drain at 28 V up to 130 mA
Rated measuring range
• cabin temperature indicator 0 to 40°C
• heating duct temperature indicator + 20 to + 120°C
Tolerances of the indicator and of the indicator linked to the transmitters (bracketed values), °C:
Tolerances, °C
Air temperature indicator Scale divisions, °C Standard cond. Operating conditions

- 40°C to + 60°C
20°C ± 5°C - 40°C to + 60°C
+ 60°C to + 85°C
10 to 30 ± 1.5 (± 3) ± 3 (± 4.5) ± 4 (± 5.3)

cabin 0 to 9
± 2 (± 4) ± 4 (± 6) ± 5 (± 7)
31 to 40
40 to 100 ± 2 (± 3.5) ± 4 (± 5.5) ± 5 (± 6.5)
Heating ducts 20 to 39 ± 3 (± 4.5) ± 5 (± 6.5) ± 6 (± 7.5)
101 to 120 ± 3 (± 5) ± 5 (± 7) ± 6 (± 8)
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3. Operation
The instrument is essentially an electrical bridge one arm of which is represented by a resistance temperature
transmitter, the other being a fixed-resistance resistor. Two additional arms are formed by the moving system
coils. The system is supplied between the transmitter and the middle common outlet of the two coils. As
the current flows through the two coils, different moments acting against each other are created. However,
these moments are being balanced owing to the fact that, when the two coils are rotating in a magnetic field,
one of them gets to a point where the magnetic induction is higher.
Consequently, the two moments are in equilibrium if the induction ratio of the coil positions corresponds to
the given current ratio. Hence, the resulting setting of the moving system depends on the ratio of the currents
rather than on their absolute magnitude. The reversing spiral springs influence the equilibrium of the moments
only negligibly. They carry current to the coils and reset the moving system to zero.
FIG. 1 LUN 5610.01-8 DUAL AIR TEMPERATURE INDICATOR
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LUN 5616-8 HEATING AIR TEMPERATURE TRANSMITTER

1. Purpose
The heating air temperature transmitter in connection with the corresponding indicator is designed for
remote measurement of the temperature of the air flowing through the aircraft ducts hot air heating system.
2. Technical data
Permissible current load max. 15 mA
Transmitter tolerances:
Ambient Transmitter Tolerances Resistance change

temperature, 0°C resistance, Ohm Ohm % °C (Ohm) per 1°C
- 60 70.90 0.28
± 0.55 ± 0.8 ±2
- 50 73.70 0.30
- 40 76.70 0.31
- 30 79.80 ± 0.45 ± 0.6 ± 1.5 0.32
- 20 83.00 0.34
- 10 86.40 0.37
0 90.10 0.35
10 93.60 ± 0.43 ± 0.5 ± 1.2 0.36
20 97.20 0.37
30 100.90 0.38
40 104.70 0.395
50 108.65 0.4
60 112.62 0.42
± 0.6 ± 0.6 ± 1.5
70 116.80 0.426
80 121.06 0.434
90 125.40 0.44
100 129.80 0.445
110 134.25 0.455
120 138.80 0.46
± 0.9 ± 0.7 ±2
130 143.40 0.48
140 148.20
150 153.10 0.49
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3. Operation
The transmitter function is based on the physical property of the heat sensing element (nickel wire) which
electric resistance changes with ambient air temperature in such a way that there is only one definite resistance
value for each temperature value. The transmitter is connected to the bridge of the DC ratio-based measuring
mechanism of the indicator which is calibrated in °C.
FIG. 1 LUN 5616-8 HEATING AIR TEMPERATURE TRANSMITTER

(1) Transmitter casing; (2) Heatsensing element; (3) Plug-and socket connection
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LUN 5615-8 CABIN AIR TEMPERATURE TRANSMITTER

1. Purpose
The temperature transmitter of cabin air in connection with the corresponding indicator is designed for
remote measurement of the air temperature in the aircraft cabin.
2. Technical data
Permissible current load max. 10 mA
Transmitter tolerances:
Ambient Transmitter Tolerances Resistance change

temperature, 0°C resistance, Ω Ω (Ohm) per 1°C
(Ohm) Ω (Ohm) % °C
- 60 141.80 0.56
± 1.8 ± 1.2 ± 3.5
- 50 147.40 0.60
- 40 153.40 0.62
- 30 159.60 ± 1.5 ± 0.9 ± 2.5 0.64
- 20 166.00 0.68
- 10 172.80 0.74
± 1.3 ± 0.7 ±2
0 180.20 0.70
+ 10 187.20 0.72
+ 20 194.40 ± 1.05 ± 0.5 ± 1.5 0.74
+ 30 201.80 0.76
+ 40 209.40 0.79
+ 50 217.30 ± 1.4 ± 0.6 ±2 0.794
+ 60 225.24 -
3. Operation
The transmitter function is based on the physical property of the heat sensing element (nickel wire) which
electric resistance changes with ambient air temperature in such a way that there is only one definite resistance
value for each temperature value. The transmitter is connected to the bridge of the DC ratio-cased measuring
mechanism of the indicator which is calibrated in °C.
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FIG. 1 LUN 5615-8 CABIN AIR TEMPERATURE TRANSMITTER

(1) Insulating base; (2) Protective cover; (3) Heat sensing element; (4) Terminals
a = air flow direction
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CHAPTER
22
AUTO FLIGHT
MAINTENANCE MANUAL
CHAPTER 22
AUTO FLIGHT

Section, Section,
Subject Subject
Title page - - 022.10.00 105 Nov 1/11

List of Effective Pages 1 Mar 10/17 Fault Isolation 106 Nov 1/11
2 Mar 10/17 107 Nov 1/11
2 Mar 10/17 109 Nov 1/11
3 Nov 1/11 110 Nov 1/11
2 Nov 1/11 303 Nov 1/11
2 Nov 1/11 305 Nov 1/11
022.00.00 1 Nov 1/11 306 Nov 1/11
202 Nov 1/11 Removal / Installation 401 Mar 10/17
022.10.00 1 Nov 1/11 402 Mar 10/17
Description and Operation 2 Nov 1/11 403 Mar 10/17
3 Dec 10/14 404 Mar 10/17
4 Apr 5/13 405 Mar 10/17
5 Nov 20/15 406 Mar 10/17
6 Apr 5/13 407 Mar 10/17
7 Nov 1/11 408 Mar 10/17
8 Nov 1/11 Adjustment / Test 501 Mar 10/17
9 Nov 1/11 502 Mar 10/17
10 Nov 1/11 503 Mar 10/17
Fault Isolation 101 Nov 1/11 504 Mar 10/17
102 Nov 1/11 505 Mar 10/17
103 Nov 1/11 506 Mar 10/17
104 Nov 1/11

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Chapter, Page Date

Section,
Subject
022.10.00 507 Mar 10/17

Adjustment / Test 508 Mar 10/17
022.10.01 1 Nov 1/11
3 Nov 1/11
4 Dec 10/14
5 Dec 10/14
6 Dec 10/14
7 Dec 10/14
8 Dec 10/14
9 Dec 10/14
10 Dec 10/14

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MAINTENANCE MANUAL
CHAPTER 22
AUTO FLIGHT
RECORD OF REVISIONS

Section,
Subject
7 022-List of 1 - -
Effective Pages
022-Record of 1 - - L410UVP-E/170d Apr 5/13
Revisions
022.00.00 3 to 6 - -
8 022-List of 1 to 2 - -
Effective Pages
022-Record of 1 - -
Revisions
022-Contents 1 - - L410UVP-E/208d Dec 10/14
022.10.00 3 - -
5 - -
022.10.01 4 to 8 9 to 10 -
9 022-List of 1 - -
Effective Pages
022-Record of 1 - -
Revisions
022.10.00 401 to 402 - - L410UVP-E/212d Apr 15/15
406 - -
408 - -
414 - -
10 022-List of 1 to 2 - -
Effective Pages
022-Record of 1 - -
Revisions L410UVP-E/220d Nov 20/15
022-Contents 1 - -
022.10.00 5 501 to 506 -

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Section,
Subject
11 022-List of 1 to 2 - -
Effective Pages
022-Record of 2 - -
Revisions
L410UVP-E/236d Mar 10/17
022-Contents 1 - -
022.10.00 401 to 408 - 409 to 414
501 to 506 507 to 508 -

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Section,
Subject

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MAINTENANCE MANUAL

Section,
Subject

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MAINTENANCE MANUAL
CHAPTER 22
AUTO FLIGHT
Section,
Subject

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MAINTENANCE MANUAL

Section,
Subject

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CHAPTER 22
AUTO FLIGHT
CONTENTS

Section,
Subject
General 1
General 201
KFC 325 OR KFC 275 AUTOPILOT 022.10.00 1 ALL
General (analog version) 1
General (EFIS version) 2
List of components (analog version) 3
List of components (EFIS version) 5
Operation 6
Fault Isolation 101
Troubleshooting the autopilot system 101
Servicing 301
Check of autopilot function 301
Removal all servo capstan assemblies from the 401
airplane, check of the slip-clutch torque setting and
installation of the servo capstan assemblies back
into the airplane after check
Basic adjustment 501
CONTROL AND SIGNALIZATION OF KFC 325 022.10.01 1 ALL
OR KFC 275 AUTOPILOT
General 1
Control servo description 7
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GENERAL
1. General
The KFC 325 or KFC 275 autopilot for automatic flight control is installed on the aircraft (if installed).
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GENERAL
1. General
• corrosion of plug-and-socket connectors, terminals, pushbuttons
• deformation of plug-and-socket connector pins
• dents
• ruptures
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KFC 325 OR KFC 275 AUTOPILOT

0B
1.a General (analog version)

4B
The KFC system of flight control is a digital triaxial flight control system having an electrical pitch trim systems
which provides auto trim during autopilot operation and manual electric trim for the pilot when the
autopilot is not engaged.
Manipulation with aircraft control elements may be made manually (according to the data indicated on the
flight director attitude gyro). During the flight control with autopilot the control elements are controlled by
electronic servo-drives. The motion of the elevator, elevator trim tabs, rudder and ailerons is controlled by
servo-drives.
The flight control system cooperates with the following systems:
• the NAV I navigational system (a source of deflection signals from given heading of aircraft VOR, LOC
course plane GS descent plane)
• the MKR I radio markers receiver (a source of signal for switching of level sensitivity of receiver ILS)
• the RA I radar altimeter (a source of signal for fluent sensitivity change of ILS receiver and flight indication
of decision height)
• encoding altimeter (a source of flight height barometric signals)
• flight direction altitude gyro (left gyro horizon) - (a source of aircraft pitch and roll bank signals)
• GK I gyromagnetic compass (a signal source of gyromagnetic heading of aircraft)
• electrical control circuit of wing flaps (a signal source for the relay switch of elevator trim level)
• DME I interrogator (a signal source of fluent sensitivity change of the VOR receiver applies to
KFC 325)
• SSR I transponder (a source of encoded flight height signal)
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1.b General (EFIS version)

5B
The KFC system of flight control is a digital triaxial flight control system, consist of the command system and
autopilot system.
Control of the aircraft steering systems can be (according to the displayed data on the corresponding PFD
display) performed manually:
a) with the intervention to the steering according to the information the PFD in the FD mode or in the
synchronic steering mode after the activation with the CWS button
b) using the manually electric trim
or with the autopilot (according to the commands of the autopilot computer) in AP resp. AP/YD mode.
During the flight control with autopilot the control elements are controlled by electronic servo-drives. The
motion of the elevator, elevator trim tabs, rudder and ailerons is controlled by servo-drives.
Autopilot system is possible switched over using the pressbutton (with the annunciator) to the I or II
system resp. to the PFD LH or PFD RH accordance with which of the pilots is in the command.
(Displayed data are corresponding changed on the PFD displays).
The flight control system cooperates with the following systems:
• Power supply (power voltage 28V DC and 36V AC)
• EFI-890R
- a source of the deflection signals VOR/ILS (primary source is a dual NAV/GPS I, II systems)
- a source of deflection signals from set track course and of deflection signals from set course
- a source of the BARO SET data pressure setting
- displaying AP/FD modes
- displaying FD command information
• the dual (AHRS I, II) Attitude heading reference system (a source of aircraft pitch and roll bank
signals and signal source of gyromagnetic heading of aircraft)
• the dual (ADC I, II) digital Air data computer (a source of encoding flight height barometric signals)
• dual GPS Receivers (a source of ROLL STEERING signal)
• the MKR I radio markers receiver (a source of signal for switching of level sensitivity of receiver ILS)
• the RADIO ALTIMETER radar altimeter (a source of signal for fluent sensitivity change of ILS receiver
and flight indication of decision height)
• electrical control circuit of wing flaps (a signal source for the relay switch of elevator trim level)
• Dual audio - (Assurance of the warning aural tone signalization of the autopilot)
• Flight data recorder (FDR) (Record of the active signal for the engage servo-drives of the ailerons
and the elevator)
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2. List of components (analog version)

6B
No. Name Type (Dwg. No.) Part Number Qty Location
1а. Flight computer (for KFC 325) KCP 220 065-00064-0007 1 Between the 1st and 2nd frames
on the right
Adapter ROLL 065-05053-0008 1
Adapter PITCH 065-05052-0008 1
Adapter OPTION 065-05051-0008 1
Adapter LOGIC 065-05034-0008 1
1b. Flight computer (for KFC 275) KCP 220 065-00064-0007 1 Between the 1st and 2nd frames
on the right
Adapter ROLL 065-05053-0011 1
2. Mode controller KMC 321 065-00086-0000 1 Rear control panel
3. Annunciator panel KAP 315A 065-00063-0000 1 Cover of the control panel
4. Altitude setter KAS 297C 065-00089-0005 1 Left control panel
5. Air data computer KDC 222 065-00085-0002 1 Between the 3rd and 4th frames
on the right
6. Yaw rate gyro KRG 331 060-00024-0000 1 Between the 1st and 2nd frames
on the right
7. Vertical gyro (if installed) KVG 350 060-00026-0000 1 Between the 1st and 2nd frames
8. Flight command indicator KCI 310 FLT 066-03020-0012 1 Left control panel
(if installed)
9. Alert annunciator or KAA 15 or 071-01466-0000 1 Between the 3rd and 4th frames
Autopilot disconnect alerter LUN 2733 95028051 on the right
10. Servo-drive of ailerons KSA 372 X 065-00056-0070 1 Between the 6th and 7th frames
on the left below
11. Servo-drive of elevator KSA 372 X 065-00056-0070 1 On the 26th frame
12. Servo-drive of rudder KSA 372 065-00056-0050 1 On the 24th frame
13. Servo-drive of elevator trim tab KS 272 A 065-00061-0050 1 On the 23 rd frame
14. UP-TRIM-DN switch B501854N 200-05068-0000 1 Left steering wheel
15. A/P DISC switch B501853N 031-00428-0000 2 Left and right steering wheel
16. CWS push-button B501678N 031-00514-0000 1 Left steering wheel
17. GA push-button 031-0514-00 - 1 Left ECL
18. Relay 3 AMP-DPDT - 1 Between the 6th and 7th frames
on the right below
19. Fan blower KA 33 - 1 Between the 1st and 2nd frame
20. AP fuse 1 CSN 354733F/1500 - 1 Between the 8th and 9th frames
above
21. AUTOPILOT 26V/400 Hz fuse 1 CSN 354733F/1500 - 1 In fuse panel
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22. AP/FD circuit breaker AZRGK-10 - 1 Overhead panel

23. ELECTRIC TRIM circuit breaker AZRGK 5 - 1 Overhead panel
24. Diode KZL 81/40 or KY - 1 Between the 6th and 7th frames
132/1000 on the right below
25. Relay switch KA 138 - 1 Between 2nd and 3rd frames,
RH side
26. Annunciator push button switch P/N 031-00535-0045 031-00535-0045 1 Cover of the control panel
NAV 1/NAV 2
27. Annunciator NAV 1/NAV 2 LUN 2697.02-8 - 1 Cover of the control panel
28. Sonalert SC 628 - 2 On vertical control panel
29 Annunciator LUN 2662.41 - 2 Cover of the instruments
AUTOPILOT DISCONNECT panels
(If installed)
NOTE: Items 23 to 25 are installed on aircrafts on which the Information Bulletin No. L410 UVP-E/040b has
been accomplished.
The autopilot system components are identified, in addition to Model Designation, with a Part
Number (P/N ….) which relates the component to a particular assembly.
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2. List of components (EFIS version)

7B
1. Flight computer (for KFC 325) KCP 220 065-00064-0007 1 Between the 1st and 2nd frames
on the right
Adapter ROLL 065-05053-0033 1
2 Mode controller KMC 321 065-00086-0008 1 Rear control panel
3 Altitude selector KAS 297C 065-00089-0005 1 Central instrument panel
4 Air data computer KDC 222 065-00085-0002 1 Between the 3rd and 4th frames
5 Alert annunciator or KAA 15 or 071-01466-0000 1 Between the 3rd and 4th frames
Autopilot disconnect alerter LUN 2733 95028051 on the right
6 Roll servo KSA 372 X 065-00056-0070 1 Between the 6th and 7th frames
on the left below
7 Pitch servo KSA 372 X 065-00056-0070 1 On the 26th frame
8 Yaw servo KSA 372 065-00056-0050 1 On the 24th frame
9 Servodrive of elevator trim tab KS 272 A 065-00061-0050 1 On the 23 rd frame
10 UP-TRIM-DN switch B501854N 200-05068-0000 1 Left steering wheel
11 A/P DISC switch B501853N 031-00428-0000 2 Left and right steering wheel
12 CWS push-button B501678N 031-00514-0000 2 Left and right steering wheel
13 GA push-button 031-0514-00 - 1 Left ECL
14 Relay 3 AMP-DPDT - 1 Between the 6th and 7th frames
on the right below
15 Cooling blower KA 33 071-04037-0001 1 Between the 1st and 2nd frame
16 Circuit breaker AUTOPILOT KLIXON 7274-2-1 - 4 Circuit breakers panel
17 AP/FD circuit breaker AZRGK-10 - 1 Overhead panel
18 ELECTRIC TRIM circuit breaker AZRGK 5 - 1 Overhead panel
19 Diode KY 132/1000 - 1 Between the 6th and 7th frames
on the right below
20 Annunciator push button switch 582- - 1 Central instrument panel
AUTOPILOT TRANSFER LT/RT 10A4B0C1F4L5N12
21 Sonalert SC 628 038-00008-0000 1 On vertical control panel
22 Sonalert SC 628D 038-00008-0001 1 On vertical control panel
23 Annunciator LUN 2662.41 - 2 Cover of the instruments
AUTOPILOT DISCONNECT panels
(If installed)
24 Relay block SR-263 - 2 Between frames 1 and 2
25 Interface adapter GAD42 010-00154-01 1 Between frames 4 and 5, right
or 010-00154-11 down
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26 Relay B 073 576 N - 5 Between frames 1 and 2, up

2 Between frames 5 and 5a,
down
27 Relay with diode B 073576N/1N4007 - 1 Between frames 1 and 2, up,
LH
3. Operation
8B
A. Starting-up the flight control system (analog version) into operation is carried out by turning on the
BATTERY I, II, INVERTERS 115V I, II, GK I switches, NAV I, VHF I, MKR I, RA I, INTERCOM,
DME I and SSR I circuit breakers on the overhead panel. If the GYRO HORIZON on the left
instrument panel is turned on, then wait until both the flags (ALTITUDE and COMPUTER) are
hidden on the flight director check gyro display and turn on the ELECTRIC TRIM and AP-FD circuit
breaker located on the overhead panel.
B. Starting-up the flight control system (EFIS version) into operation is carried out by turning on the
BATTERY I, II, INVERTERS 36V I, II, AHRS I, II, switches, NAV/GPS I, II, COM I, II, MKR, RADIO
ALTIMETER, INTERCOM I, II, PFD I, II, DCP I, II, CHP, DCU, ADC I, II, and SSR I, II circuit
breakers on the overhead panel.
Then wait until the ATT flag is hidden on the Primary flight display EFI 890R and turn on the
ELECTRIC TRIM and AP-FD circuit breaker located on the overhead panel.
The flight control system provides the selection of 14 operating modes securing the transmission of signals
for the manual electric trim and for the autopilot.
Operating modes are activated by pressing appropriate push-buttons on the mode controller of the altitude
setter, on the left and right steering wheel and left ECL. The push-buttons on the mode controller and the
altitude setter are used with several functions - at the first depression the mode is activated, at the second
depression the function is cancelled (until automatic cancellation is used by the selection of another mode).
Any operating mode that is not compatible with a newly selected mode will be automatically cancelled.
The last selected operating mode has priority (it is not necessary to cancel an operating mode manually).
Visual indication of a selected operating mode (with the exception of the CWS mode) is indicated by the
illumination of appropriate indicator on the annunciator panel or on the mode controller.
The use of the flight control system in flight is described in the Flight Manual.
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FIG. 1 THE KFC 325 AND KFC 275 FLIGHT CONTROL SYSTEM WIRING
(Applies to aircrafts on which Information Bulletin No.L410 UVP-E/040b has not been
accomplished)
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FIG. 2 THE KFC 325 AND KFC 275 FLIGHT CONTROL SYSTEM WIRING
(Applies to aircrafts on which Information Bulletin No.L410 UVP-E/040b has been
accomplished)
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FIG. 3 THE KFC 325 FLIGHT CONTROL SYSTEM WIRING (EFIS VERSION)
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1B
FAULT ISOLATION
1. Troubleshooting the autopilot system

9B
A. Fixture, Test and Support Equipment Fluke 8060A or V2-55 1 DC millivoltmeter or

or equivalent multimeter with DC range 0 – 300 V,
accuracy ±0.2%
Change microohmmeter 2
NAV tester (e.g. IFR 4000 or NAV 402 AP)
Pitot tester (e.g. Barfield 1811DA0A or KPU-3)
KTS 162 Testing equipment
Tilt table for gyro or AHRS
Extension cable for KI 254
Extension cable for KCI 310
External power supply of 28V
C. Tools Tool kit
E. Procedures
(1) System turn-on
(a) Analog version:

Switch on the BATTERY I, II switches the INVERTERS 115 V I, II, EL. TRIM, AP / FD,
INTERCOM I, II, PA, SSR I, RADIOALTIMETER I, FLAPS, LIGHTING and
GYROCOMPASS I circuit breakers on the overhead panel.
Switch on the GYRO HORIZON on the left instrument panel.
NOTE: If you are not complied with the order of switching circuit breakers
EL. TRIM., AP / FD will sound alarm (warning signal)
(b) EFIS version

Switch on the BATTERY I, II switches and the INVERTERS 36 V I, II, EL. TRIM, AP / FD,
INTERCOM I, II, PA, SSR I, RADIOALTIMETER I, FLAPS, LIGHTING, AHRS I, II,
ADC I, II, PFD I, II, DCU, DCP I, II, CHP circuit breakers on the overhead panel.
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CAUTION: • AN EXTERNAL POWER SUPPLY OF 28V IS TO BE USED DURING ALL

GROUND TESTS.
• THE AUTOPILOT SYSTEM TEST MAY ONLY BE STARTED AFTER THE
WARNING FLAGS HEADING (ON THE LEFT HSI), ATTITUDE, COMPUTER
(ON THE LEFT HORIZON) HAVE DISAPPEARED (OUT OF VIEW).
• THE KTS 162 TESTING EQUIPMENT MAY ONLY BE USED BY PERSONS
DULY QUALIFIED AND AUTHORIZED TO DO IT.
(c) Engage the autopilot. Red TRIM warning light illuminates on the annunciator panel.
No other annunciators shall illuminate or audible tones be present after approximately 1 second
from power application. The FDI command bars, the COMPUTER and ATTITUDE flags must
be out of view.
(d) Problems observed
• No TRIM light annunciation, COMPUTER flag in view.

Possible cause: Missing 28 V DC power, or KCP 220 computer power supply failure.
Troubleshooting procedure: Check circuit breakers and power wiring or replace the
KCP 220 computer.
• Random annunciations on annunciator panel or mode controller.
Possible cause: KCP 220 computer connectors improperly installed.
Troubleshooting procedure: Check connectors on KCP 220 computer for orientations
(correct connector on correct plug).
(2) Pre-flight test
(a) Press the TEST button on the autopilot mode controller. All annunciators on the annunciator
panel and the mode controller illuminate. The TRIM annunciator flashes 4 times followed by
12 flashes of the AP annunciator. While the AP annunciator is flashing an audible warning
sounds for 2 seconds. The FDI command bars must be in view, all digits and symbols on the
KAS 297C altitude (vertical speed preselector) must be lit.
(b) Problems observed
• Some annunciators on annunciator panel not lit. No flashing AP annunciator or tone.

Autopilot will not engage.
Possible cause: Incorrectly installed adapter modules in the KCP 220.
Troubleshooting procedure: Inspect adapter modules for correct physical orientation

on the circuit board and that the individual modules are
located on their designated circuit board.
• All pre-flight test indications correct except no flashing AP annunciator or audible

warning.
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Possible causes: No G-dump signal from KDC 222 air data computer, KCP 220
internal rate monitors failed, adapter modules incorrectly installed.
Troubleshooting procedures: Replace KDC 222 air data computer or check wiring.
Replace KCP 220 computer. Inspect adapter modules
for correct installation.
• No flashing TRIM annunciator or incorrect number of TRIM annunciator flashes.
Possible cause: Auto trim system failure.

Troubleshooting procedures: Check pitch trim servo feeding circuit. Check pitch trim
servo motor for proper operation. Replace the pitch trim
servo.
• TRIM annunciator flashes and audible warning sounds continuously after test.
Possible causes: Manual trim failure, incorrect "servo" or "pitch" board adapter
module installed.
Troubleshooting procedure: Check for correct installation of the correct adapter
modules.
• No audible warning during test. Autopilot will not engage.
Possible cause: Vertical gyro valid signal absent.

Troubleshooting procedure: Check for presence of VG or altitude flag, or check VG
valid wiring to KCP 220 computer.
(3) Manual electric trip operation
(a) Pressing the UP/DOWN rocker switch on the mode controller in the UP/DOWN direction
causes pitch trimming action in the respective direction. It will also cause the autopilot to
disengage (if engaged) and previously used modes will remain annunciated.
• Pitch trim servo clutch will not engage or servo will not drive. No TRIM light
annunciation.
Possible cause: Loss of clutch engage and drive signals.
Troubleshooting procedure: Check wiring between rocker switch on mode controller
and KCP 220 computer.
• TRIM annunciator illuminates. No input from trim switch.
Possible cause: Trim system power failure.
Troubleshooting procedure: Check pitch trim circuit breaker and power wiring.
• TRIM annunciator illuminates whenever trim switches are activated.
Possible causes: Loss of clutch engage signal or servo movement in incorrect
direction.
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Troubleshooting procedure: Check clutch engage wiring or trim drive and feedback
wiring.
(4) AP with FD mode
(a) Pressing the AP button on the mode controller after successful preflight test causes the
autopilot to engage with flight director mode. All servo clutches will engage, the flight
director command bars will come into view, and the autopilot will maintain whatever pitch
attitude was present at engagement while commanding a wings level attitude in roll.
(b) Annunciations
FD, AP annunciators lit, command bars in view with up (down and left) right commands
corresponding to inputs necessary to maintain wings level and a selected pitch attitude.
(c) Problems observed
• Autopilot will engage but will not maintain wings level or synchronize to a given pitch
attitude.
Possible cause: Loss of pitch and roll altitude signals.
Troubleshooting procedure: Check vertical gyro for proper output and wiring to
KCP 220 computer.
• Autopilot will not maintain wings level attitude. One wing slightly lower than the other.
Possible cause: Vertical gyro level position does not coincide exactly with aircraft’s
wings level attitude.
Troubleshooting procedure: Adjust ROLL NULL potentiometer in mode controller.
• Autopilot engagement will cause short-term oscillations in one or any number of the
pitch, roll and gyro axes.
Possible cause: No servo feedback to KCP 220 computer.
Troubleshooting procedure: Check servo feedback wiring between applicable servo
and the KCP 220 computer.
(5) Heading mode
(a) Press the HDG button on the mode controller. The autopilot will engage heading mode and
respond to inputs from the heading bug located in the HSI.
(b) Annunciations
FD and HDG annunciators lit, command bars in view with left/right roll commands
corresponding to heading bug inputs. Attitude or COMPASS flag out of view.
• Autopilot will not engage HDG mode

Possible cause: Loss of compass or directional gyro valid signal.
Troubleshooting procedure: Ensure COMPASS/HEADING flag is out of view, or check
DG valid wiring to KCP 220 computer.
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• Autopilot will not respond to heading bug inputs. Maintains a wings level attitude.
Possible cause: Loss of heading datum signal from HSI.
Troubleshooting procedures: Check wiring between HSI and KCP 220. Also check HSI
for heading datum output.
• Autopilot will not maintain a selected heading. Turns aircraft off in a direction opposite
of the selected heading.
Possible cause: Polarity of heading datum signal incorrect (DC heading datum indicators
only).
Troubleshooting procedure: Check polarity of heading datum connections and check
indicator for correct output.
(6) Altitude mode
(a) Pressing the ALT button on the mode controller will cause the autopilot to engage in
altitude hold mode and maintain the pressure altitude that was present at the moment
of engagement.
• Autopilot will not maintain selected altitude.

Possible cause: Loss of altitude information from the KDC 222 air data computer or loss
of static pressure to KDC 222.
Troubleshooting procedure: Check 4.75 kHz line between KDC 222 air data computer
and KCP 220 AP computer. Check static system connection
for proper installation at the KDC 222.
(7) NAV/APR mode
(a) Press the NAV/APR button on the mode controller. The autopilot will engage in a NAV/APR
ARM mode. When the proper course deviation and rate of closure conditions are met, the
autopilot will engage in a NAV/APR CPLD mode and command the aircraft towards the
desired VOR/ILS navigation station. Upend receiving a valid GS signal and having the
glideslope deviation pointer cross the center deviation mark, the autopilot will engage the
GS mode and provide pilot steering commands to the runway.
(b) Annunciations
FD, NAV ARM, NAV, APR, ARM, APR, GS annunciators lit, command bars in view with
left/light commands corresponding to course deviation and course datum inputs.
Up/down commands corresponding to glideslope deviation inputs.
• Autopilot will not track a centered deviation indication.

Possible cause: Loss of course datum from the NAV indicator.
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Troubleshooting procedure: Check course datum lines between the NAV indicator and
the KCP 220 computer. Also check the NAV indicator for
the correctly scaled output.
• Autopilot will not engage into a NAV/APR mode from a NAV/APR ARM mode.
Possible cause: Loss of course deviation signals to the KCP 220 computer.
Troubleshooting procedure: Check course deviation lines between the NAV receiver
and the KCP 220. If deviation voltage is present then the
KCP 220 computer has a failure.
• Autopilot will not engage into an APR ARM mode when an ILS frequency is selected
on the NAV receiver.
Possible cause: Loss of ILS ENERGIZE signal from the NAV receiver.
Troubleshooting procedure: Check ILS energize line between the NAV receiver and
the KCP 220 computer.
(8) IAS mode
(a) Press the IAS button on the mode controller. The autopilot will engage in indicated airspeed
hold mode and command the aircraft to maintain the indicated airspeed current at the
moment of mode engagement. Increasing/decreasing deviations from the selected airspeed
can be made with respective down/up inputs from the VERT TRIM switch on the mode
controller.
(b) Annunciations
FD and IAS annunciators lit, command bars in view with up/down commands in pitch attitude
required to maintain a selected airspeed.
• Autopilot will not maintain a selected airspeed.

Possible cause: Loss of IAS signal from the KDC 222 air data computer or loss of
pressure in the pitot-static system.
Troubleshooting procedure: Check IAS input line between the KDC 222 and the
KCP 220 computer. Check pitot-static system connection
at the KDC 222 for proper installation.
(9) VS mode
(a) Press the VS button on the KAS 297C preselector. The autopilot will engage in a vertical
speed mode and command the aircraft to maintain a given vertical speed as selected by
the rotary knob on the KAS 297 C. Synchronization to an established vertical speed may
be also accomplished by pressing and then releasing the CWS with on the control wheel.
(b) Annunciations
FD annunciator on the mode controller, VS annunciator and 3 to 4 digit number (indicating
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selected vertical speed) in the KAS 297C display lit with an upward/downward pointing caret
to indicate direction. Command bars in view with up/down indications corresponding with
inputs needed to maintain a given vertical speed.
A. Autopilot will not command a selected vertical speed from the KAS 297C or by
synchronization with the CWS switch.
Possible cause: Loss of altitude information from the KDC 222 air data computer.
Troubleshooting procedure: Check 4.75 kHz oscillator line between the KDC 222 and
the KAS 297C. Check pitot-static system connection at
KDC 222 for proper installation.
(10) Alt PRESELECT mode
(a) Select a predetermined altitude by rotating the knob on the KAS 297C unit until the derived
altitude appears in the display. Pressing the ALT button on the KAS 297 C will cause the
autopilot to engage in an ALT ARM mode. The aircraft is then placed in ascent/descent
configuration to intercept the selected altitude. Upon mearing the selected altitude the autopilot
will change mode to altitude capture (ALT CAP) and begin to command the aircraft to level
out at the selected altitude. Upon reaching the altitude, the autopilot will change mode to
altitude hold (ALT HOLD) and command the aircraft to maintain that altitude.
(b) Annunciations
FD and ALT annunciator on the mode controller, ALT ARM, ALT CAP annunciators and
3 to 5 digit number (for preselected altitude) in the KAS 297C display lit.
Command bars in view with up/down commands.
(c) Problem observed
A. ALT ARM mode will not engage. KAS 297C display is dashed.
Possible cause: Loss of serial communication between the KAS 297C and the KCP 220
computer, or loss of the altitude valid signal from the interconnecting
encoding altimeter.
Troubleshooting procedure: Check data, clock, and address communication lines
between the KAS 297C and the KCP 220. Check the
line between the encoding altimeter and the KAS 297C.
• Autopilot will command the aircraft to same altitude other than the selected one.
Erratic pitch axis activity when ALT ARM mode is selected.
Possible cause: Loss of one or more encoded altitude signals from the inconnecting
altimeter.
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Troubleshooting procedure: Check all altitude encoding lines between the encoding
altimeter and the KAS 297C. Check the altimeter for proper
encoded altitude output.
• Autopilot will command the aircraft to an altitude within 30 metres of that selected.
Possible cause: Loss of calibration between the KAS 297C and the interconnecting
altimeter
Troubleshooting procedure: Re-establish calibration between the KAS 297C and the
altimeter (as instructed in para (12)).
(11) GA mode
(a) Press the GA button on the LH power control lever to engage the flight director into a
go-around mode. The command bars will then command a selected pitch up angle for
the aircraft to maintain during a go-around procedure after a missed approach.
Selection of this mode will disconnect the previously engaged autopilot.
(b) Annunciations
FD and GA annunciator lit. Command bars in view with up/down commands necessary to
maintain the aircraft at the selected pitch up attitude.
• GA mode will not engage

Possible cause: Loss of ground signal from the GA switch to the mode controller.
Troubleshooting procedure: Check the GA switch for proper operation and the line
between the switch and the mode controller.
• GA mode causes command bars to command a pitch up angle other than the one
specified in the appropriate installation manual.
Possible cause: Incorrect resistor strap on option board adapter module.
Troubleshooting procedure: Check option adapter module for correct part number
and/or proper installation.
(12) Altitude calibration
The calibration is made on the KAS 297C altitude/vertical speed selector. During climb, the
KAS 297C receives altitude information from the encoding altimeter. To achieve high accuracy,
the calibration is performed at several altitudes. The calibration procedure can be conducted
either on the ground, using a tester to simulate altitude, on in flight.
(a) Calibration procedure
• Set standard pressure (1013.23 mb) on the encoding altimeter.

• Press both the VS ENG and ALT ARM buttons on the KAS 297C and hold them for more
than 5 seconds. The unit will display a digital altitude information supplied by the encoding
altimeter. The unit is to be calibrated at an altitude of 0, 5,000, 10,000 and 15,000 feet.
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• When the encoding altimeter indicates accurately the calibrated altitude, momentarily
press VS ENG button on the KAS 297C. The error difference from the actual altitude
is now stored for operational use.
NOTE: Errors greater than 125 feet can not be corrected.
(b) To exit the calibration mode first press the ALT ARM button, then press the VS ENG button
and release both.
CAUTION: IT THE CALIBRATION PROCEDURE IS ACCOMPLISHED, BUTTONS

MUST NOT BE OPERATED IN THE CALIBRATION MODE. OTHERWISE,
DISTORTION OF CALIBRATION AND INCREASE OF AUTOPILOT ERROR
WOULD OCCUR.
(13) Switched the autopilot off
(a) Analog version:

Switch off the BATTERY I, II switches the INVERTERS 115 V I, II, EL. TRIM, AP / FD,
Switch off the GYRO HORIZON on the left instrument panel.
(b) EFIS version

Switch off the BATTERY I, II switches and the INVERTERS 36 V I, II, EL. TRIM, AP / FD,
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2B
SERVICING
1. Check of autopilot function

10B
A. Fixture, Test and Support Equipment NAV tester (e.g. IFR 4000 or NAV 402 AP)
Pitot tester (e.g. Barfield 1811DA0A or KPU-3)
External power supply of 28V
E. Procedures
(1) Switching autopilot on
(a) Analog version:

Switch on the BATTERY I, II switches the INVERTERS 115 V I, II, EL. TRIM, AP / FD,
Switch on the GYRO HORIZON on the left instrument panel.
NOTE: If you are not complied with the order of switching circuit breakers
EL. TRIM., AP / FD will sound alarm (warning signal)
(b) EFIS version

Switch on the BATTERY I, II switches and the INVERTERS 36 V I, II, EL. TRIM, AP / FD,
(2) Ground tests of the autopilot installed in the aircraft
CAUTION: • AN EXTERNAL POWER SUPPLY OF 28V IS TO BE USED DURING ALL

GROUND TESTS.
• THE AUTOPILOT SYSTEM TEST MAY ONLY BE STARTED AFTER THE
WARNING FLAGS HEADING (ON THE LEFT HSI), ATTITUDE, COMPUTER
(ON THE LEFT HORIZON) HAVE DISAPPEARED (OUT OF VIEW).
NOTE: Checking of autopilot function is performed when an autopilot failure occurs, and after
servo clutch torque adjustment. Checks as per para (3), (4), (4-b), (4-k), (4-l), (6-a), (7-a)
and (8-e) are recommended at the beginning of each flying day.
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(a) Before starting the work:
• Inspect visually all the installed units of the system.
• Check for the condition and connection of wiring and connectors.
• Check for intactness of the seals on the individual units.
• Check the supply voltage of the 28.5 V and 26 V 400 Hz on the voltmeters on the
instrument panel
• Inspect the free motion of the steering units (areas)
(3) PFT - Preflight test.
(a) Press the TEST button on the autopilot mode controller. All annunciators should illuminate,
with the TRIM annunciator flashing four (4) times. Then the annunciators extinguish and the
test concludes with the AP annunciator flashing twelve (12) times accompanied by an aural
tone for two (2) seconds.
CAUTION: AFTER THE SUCCESSFUL COMPLETION OF THE SELF TEST NO

ANNUNCIATOR ON THE AUTOPILOT MODE CONTROLLER MUST BE
LIT.
(4) Manual electric pitch trim test
(a) Push the left side of the split TRIM (MET) switch to the fore and aft positions while leaving
the right side untouched. The pitch trim wheel should not spontaneously move. Rotate the
trim wheel manually against the engaged clutch to check the pilot’s trim overpower
capability.
(b) Press the right side of the split TRIM (MET) switch to the fore and aft positions while leaving
the left side untouched. Again, the trim wheel should not spontaneously move. Normal trim
force should be required to move the trim wheel manually.
(c) Press and hold the AP DISC switch. The manual electric trim must not run (nose up or
nose down) when both sides of the split TRIM (MET) switch are pressed simultaneously.
(d) Switch off the AP/FD circuit breaker on the overhead panel and press the TRIM (MET)
switch on the control wheel. The pitch trim must be inactive. Switch on the AP/FD circuit
breaker and press the TEST button on the autopilot mode controller.
(e) Switch off the ELECTRIC TRIM circuit breaker on the overhead panel. The manual electric
pitch trim must be inactive.
Switch on the ELECTRIC TRIM circuit breaker and push the TEST button on the autopilot
mode controller.
(f) Press both sides of the MET split switch on the control wheel (down and up). The pitch trim
must run in the correct direction.
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(g) With the aircraft at rest (at an airspeed of 0 km/hr) move the trim wheel until it comes to a stop.
Press the TRIM (MET) button on the control wheel and hold it until the trim wheel stops
turning.
Verify that the trim operation time is within 27s ± 3 s.
Repeat the same procedure moving the trim controls in the opposite direction.
(h) Perform the check as per para (4-g) above at a simulated airspeed of 330 km/hr (178 kts)
(over the RH Pitot hub).
(i) The trim operation time must be within 40s ± 3s. Repeat the check with the trim running in
the opposite direction. After ending, set the neutral position of the pitch trim tab.
(j) Press the CWS button. Command bars on the FDI must come into view. FD is illuminated.
(k) Press the AP pushbutton on the autopilot control panel, AP and FD annunciators are
illuminated.
(l) Press and hold the CWS buttons and verify that the ROLL, PITCH and PITCH TRIM servo
clutches disengage.
(m) The YAW servo clutch does not disengage. Unloose the CWS buttons
(n) With the autopilot engaged, apply force to the controls to determine if the servos can be
overpowered in all axes.
(5) Autopilot disconnection check.
(a) Check the autopilot disconnection by pressing the both TRIM (MET) switches - emit the
warning aural tone. AP annunciator (on the autopilot control panel) is blinking and
extinguish.
(b) Verify that the ROLL, PITCH and PITCH TRIM servo clutches are disengage. The YAW
servo clutch does not disengage.
(c) Press the AP button on the autopilot control panel, switch off the AP/FD circuit breaker on
the overhead panel. Verify that the ROLL, PITCH and PITCH TRIM servo clutches are
disengage and that the YAW servo is disengage.
(d) Switch on the AP/FD circuit breaker on the overhead panel, perform the PFT - Preflight
test, and press the AP pushbutton on the autopilot control panel. Press the AP
DISCONECT pushbutton on the left steering wheel. AP annunciator is blinking and goes
the warning aural tone. Repeat the test with the AP DISCONECT pushbutton on the right
steering wheel.
CAUTION: ALL FOLLOWING TESTS (FD / AP CHECK, NAV I, NAV II / GPS) ARE
CARRY ON AT FIRST WITH ACTIVATED FD (CLUTCHES
DISENGAGED) AT SECOND WITH ACTIVATED AP (ON THE KMC 321).
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(6) FD / AP check (FDI commands).
NOTE: Verify that the landing flaps system is in the zero position (zero indication)
(a) Set the steering column to the slightly pull on position. Switch on the AP on the autopilot
control panel. Press the UP/DOWN toggle switch on the autopilot control panel.
CAUTION: THE FDI COMMAND BARS (LEFT HORIZON) MUST RUN IN THE
CORRECT DIRECTION (UP AND DOWN) AND SAME SO MUST RUN THE
STEERING COLUMNS
(b) Reduce the motion of the steering column, repeated the test and verify that the automatic
electric trim (AUTOTRIM) carry out in same direction as command after 3 sec delay after
handhold of the steering column.
NOTE: Abort the test can be with using AP DISCONNECT pushbutton on the left or
right steering wheel.
(c) Set the initial position for tests the HDG, NAV, APR and GPS modes. Set the left HSI so
that the over switch the SLAVE / FREE switch to the FREE position and with the CCW-CW
button set up course i.e. 35°.
(d) Set the HDG a CRS knobs on the course 35° to the opposite the fixed white line
(LUBBER LINE).
(7) HDG DATUM course mode check.
(a) Press the FD and at good gyro compass function (i.e. Compass flags out of view) press
the HDG button on the autopilot control panel.
(b) Turn the HDG knob (course selector) to the right and left +/- 30°from the fixed white
line (LUBBER LINE) (on the left HSI).
CAUTION: MUST BE VALID FOLLOWING CORRELATIONS:

CRS TO RIGHT - FDI BANKING TO RIGHT
CRS TO LEFT - FDI BANKING TO LEFT
(8) NAV mode check-NAV RIGHT-LEFT, CRS DATUM.
(a) Set the initial position for tests the HDG, NAV, APR and GPS modes. Set the left HSI so
(b) Set the HDG a CRS knobs on the course 35° to the opposite the fixed white line
(LUBBER LINE).
(c) Set the Nav tester (e.g. IFR 4000) and NAV I (NAV II) receiver on the 108.00 MHz.
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(d) Set the VOR BRG 49° TO on the Nav tester (e.g. IFR 4000), thus evocate full CDI
deviation to right.
(e) Press the FD, HDG, NAV pushbuttons on the autopilot control panel and FD, HDG, NAV
ARM annunciators will be illuminated on the control and annunciator panel (if installed).
Reduce the CDI deviation on the value BRG TO 39° by means the NAV tester.
(f) After slowly reduce the value on the 35° (34°). The ARM and HDG annunciators
extinguished while passing through the center of the CDI.
CAUTION: AT TURNING THE CRS +/- 10°FROM THE FIXED WHITE LINE (LUBBER
LINE) MUST THE FDI TRACED THE BAR MOTION AS FOLLOWS:
(CRS TO RIGHT - FDI BANKING TO RIGHT
CRS TO LEFT - FDI BANKING TO LEFT).
(g) Set to zero the CDI deviation when is switch off NAV tester.
(h) Turn the CRS knob on the HSI ± 30° from the fixed white line (LUBBER LINE).
CAUTION: FDI COMMAND BARS MUST DEVIATE ACCORDING TO THE CHANGE

OF THE CRS.
CRS - TO RIGHT FROM THE FIXED WHITE LINE - FDI - BANKING TO
RIGHT
CRS - TO LEFT FROM THE FIXED WHITE LINE - FDI - BANKING TO LEFT
CRS - 0 - FDI - 0.
(i) Switch on again NAV tester (e.g. IFR 4000).
(9) APR, GS and BC modes check (NAV LEFT - RIGHT, GS UP - DN, GS FLAG, LOC ENG).
(a) Set the initial position for tests the HDG, NAV, APR and GPS modes. Set the left HSI so
(b) Set the NAV I (NAV II) receiver at the 108.10 MHz LOC frequency.
(c) Set the G/S XTL-HI on the NAV tester (e.g. IFR 4000).
334.70 MHz (108.10 MHz LOC) frequency must be displayed on the display.
(d) Switch to function the PEAK LOCK overswitch (ganged function LOC-GS).
(e) Switch DDM LOC 0.155 to right and DDM GS 0.175 up.
(f) Switch on the FD, HDG, APR on the autopilot control panel, reduce the value by means
DDM LOC to the zero CDI Deviation.
(g) FD, HDG, APR ARM annunciators are illuminated on the control and annunciator panel.
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(h) The ARM and HDG annunciators extinguished while passing through the center of the
CDI.
CAUTION: CHANGE OF THE DDM LOC DEVIATION ON THE NAV TESTER (E. G.
IFR 4000) MUST THE FDI TRACED THE BAR MOTION AS FOLLOWS:
CDI TO RIGHT - FDI BANKING TO RIGHT
CDI TO LEFT - FDI BANKING TO LEFT
(i) Set the zero the CDI by means DDM LOC and reduce the deviation of the GS indicator by
means DDM G/S on the NAV Tester to the zero.
NOTE: After reach of the zero deviation of the GS indicator, GS annunciator is

illuminated on the annunciator panel and simultaneously FDI decline and
returned to the zero position (return to the tracing deviation of the GS indicator)
CAUTION: CHANGE OF THE CDI DEVIATION BY MEANS DDM G/S ON THE NAV
TESTER (E. G. IFR 4000) MUST THE FDI TRACED MOTION OF THE
INDICATOR AS FOLLOWS:
GS UP - FDI UP;
GS DOWN - FDI DOWN;
GS 0 - FDI 0.
NOTE: In case repeatedly check, repeated the procedure from the para (d).
(10) CRS check in APR mode.
(a) Set the initial position for tests the HDG, NAV, APR. Set the left HSI so that the over switch
the SLAVE / FREE switch to the FREE position and with the CCW-CW button set up
course i.e. 35°.
(LUBBER LINE).
(c) Switch on the FD, HDG, APR on the autopilot control panel.
(d) Set the zero of the CDI DDM LOC and turn the CRS on the left HSI ± 30° from the fixed
white line (LUBBER LINE).

CRS TO RIGHT - FDI BANKING TO RIGHT
CRS TO LEFT - FDI BANKING TO LEFT
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(11) BC check (Back course) in APR mode.
(a) Set the initial position for tests the HDG, NAV, APR. Set the left HSI so that the over switch
the SLAVE / FREE switch to the FREE position and with the CCW-CW button set up
course i.e. 35°.
(LUBBER LINE).
(c) Switch on the FD, HDG, APR and BC on the autopilot control panel.
(d) Set the zero of the CDI DDM LOC, press BC and turn the CRS on the left HSI ± 30° from
the fixed white line (LUBBER LINE).

CRS TO RIGHT - FDI BANKING TO LEFT
CRS TO LEFT - FDI BANKING TO RIGHT
CRS - 0 - FDI - 0
CHANGE OF THE DDM LOC DEVIATION ON THE NAV TESTER (E. G.
IFR 4000) MUST THE FDI TRACING THE BAR MOTION AS FOLLOWS:
CDI TO RIGHT - FDI BANKING TO LEFT
CDI TO LEFT - FDI BANKING TO RIGHT
CDI - 0 - FDI BANKING - 0
(12) Switched the autopilot off
(a) Analog version:

Switch off the BATTERY I, II switches the INVERTERS 115 V I, II, EL. TRIM, AP / FD,
Switch off the GYRO HORIZON on the left instrument panel.
(b) EFIS version

Switch off the BATTERY I, II switches and the INVERTERS 36 V I, II, EL. TRIM, AP / FD,
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3B
1. Removal all servo capstan assemblies from the airplane, check of the slip-clutch torque
1B
setting and installation of the servo capstan assemblies back into the airplane after
check
A. Fixture, Test and Support Equipment B598975N (2 pc) Blocking of the control cables,
B596331N Servicing platform ,
B971051N (L 410.9712) Force-measuring set
B. Materials Binding (securing) wire
C. Tools 7/64 inch Hex socket driver (spanner)

¼’’ Ratchet
100mm ¼’’ Extension
150mm ¼’’ Extension
7/16 inch Female spanner

Periodical
E. Procedures
(1) Remove the LH pilot’s seat (refer to the chapter 25).
(2) Remove covers of the LH cockpit floor panels.
(3) Release the quick-release fasteners of the cover on bulkhead No. 21.
(4) Locate a B596331N servicing platform in the bay behind bulkhead No. 21.
(5) Remove KS 272A elevator trim tab servo installed in the bay behind bulkhead No. 21.
(a) Set the elevator trim tab control wheel to the middle position and secure it against moving
with blocking control cables (9) – refer to the fig. 401.
CAUTION: IT IS VERY IMPORTANT TO THE SECURE THE CONTROL CABLES

AGAINST MOVING.
(b) Remove the sprocket protection cover with help the cross screwdriver.
(c) Disconnect the bonding strip at the turnbuckle (3) - refer to the fig. 401.
(d) Remove the binding wire securing the turnbuckle (3) and unscrew them.
(e) Remove the cable (2) from the sprockets (4) and (6).
(f) Remove the retaining ring (7) from the shaft of the servo (1).
(g) Remove the KS 272A servo.
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FIG. 401 KS 272A ELEVATOR TRIM TAB SERVO (PITCH TRIM)

(1) KS 272A elevator trim tab servo; (2) Cable with chain; (3) Turnbuckle; (4) Sprocket;
(5) Drum; (6) Servo sprocket; (7) Retaining ring; (8) Chain coupler, (9) Blocking of the control
cables
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(6) Removal of the KSA 372X aileron servo (ROLL)
(a) Disconnect the plug (socket-plug connection) of the ROLL servo.
(b) Remove the six screws and dust cover (pos. No. 2 – refer to the fig. 402) from the servo
capstan. Lift the slip clutch assembly of the capstan pulley.
(c) Remove the 4 pcs screws and washers (pos. No. 36 and 37).
(d) Remove the KSA 372X aileron servo.

Mark the original position of the servo clutch and servo, before the disassembly (for
assurance of correct re-installation).
Wash the connecting material with petrol and prepare it for further usage.
FIG. 402 KSA 372X AILERON SERVO (ROLL)

For description of the figure, see the Illustrated Parts Catalogue (IPC) of the airplane
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(7) Removal of the KSA 372X elevator servo (PITCH)
(a) Disconnect the plug (socket-plug connection) of the PITCH servo.
(d) Remove the KSA 372X elevator servo.

Mark the original position of the servo clutch and servo, before the disassembly
(for assurance of correct re-installation).
FIG. 403 KSA 372X ELEVATOR SERVO (PITCH)

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(8) Removal of the KSA 372 rudder servo (YAW)
(a) Disconnect the plug (socket-plug connection) of YAW servo.
(d) Remove the KSA 372 rudder servo.

Mark the original position of the servo clutch and servo, before the disassembly
(for assurance of correct re-installation).
FIG. 404 KSA 372 RUDDER SERVO

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(9) Check the ROLL, PITCH, YAW, PITCH TRIM slip-clutch torque setting.
(a) The servo mount part number and setting required for each axis of the airplane is
mentioned in section 022.10.01.
(b) Sending of the servos with the slip clutch assembly for torque check and setting procedure
to an authorized BENDIX KING / HONEYWELL center is recommended.
CAUTION: ONLY DULY AUTHORIZED SERVICE CENTERS AND/OR PERSONS MAY

CARRY OUT ANY ADJUSTMENT AND SETTING ON THE AUTOPILOT
SERVOS AND SERVO TORQUE CLUTCHES.
(c) Verify that the record the slip clutches torque reading, airplane type, and date on the decal
affixed to the all slip clutches body.
(10) Install the KS 272A elevator trim tab servo (PITCH TRIM)
(a) Fit the sprocket (6) see Fig. 401 with the clutch and gear to the shaft of the servo, and
secure with the retaining ring (7).
(b) Install the servo reeve the cable and chain through the sprockets as shown on fig. 401.
(c) Check undisturbed and right orientation chain couplers (8). The couplers have to be installed
so that fuse point from the second cable at the control circuit.
(d) Connect the cable (2) with the elevator trim tab control cable by means of a turnbuckle, and
adjust the cable tension according to the table 401.
CAUTION: THREADS OF THE CABLE AND CONNECTORS MUST BE FULLY HIDDEN

IN THE TURNBUCKLE.
(e) Install the landing strip in parallel with the turnbuckle.
(f) Secure both the turnbuckle and the bonding strip by means of a binding wire.
(g) Mount the sprocket protection cover with help the cross screwdriver.
(h) Check that the elevator trim tab is in the neutral position and release the elevator trim tab
control wheel (cables) - remove the blocking of the control cables.
(11) Installation of the KSA 372X aileron servo (ROLL)
(a) Install the KSA 372X aileron servo and secure with the 4pcs screws and washers
(pos. No. 36 and 37 - refer to the fig. 402)
(b) Install clutch assembly in capstan and secure the dust cover (pos. No. 2 – refer to the
fig. 402) with the six screws.
(c) Connect the plug (socket-plug connection) of the ROLL servo.
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(12) Install KSA 372X elevator servo (PITCH)
(a) Install the KSA 372X elevator servo and secure with the 4pcs screws and washers
(c) Connect the plug (socket-plug connection) of the PITCH servo.
(13) Install KSA 372 rudder servo (YAW)
(a) Install the KSA 372 rudder servo and secure with the 4pcs screws and washers
(c) Connect the plug (socket-plug connection) of the YAW servo.
(14) Check and adjustment of servos cable tension.
(a) Check for tension of the cables with the B971051N (L 410.9712) force-measuring set.
The values found must meet those given in table 401.
Should these values differ, adjust the cable tension by means of turnbuckles of respective
control cable. After adjustment, lock the turnbuckles by means of 0.8 mm dia securing wire.
NOTE: Control cables diameters of the rudder, elevator, elevator trim tab and aileron
servo(s) ..... 2 mm
Force of tension of the control cables

Control cable
(lb) (N) (kp)
PITCH 33 ± 3 147 ± 13 14.7 ± 1.3

ROLL 33 ± 3 147 ± 13 14.7 ± 1.3
YAW 35 ± 3 156 ± 13 15.6 ± 1.3
PITCH TRIM 50.7 ± 5 222 ± 22 22.6 ± 2.2
TAB. 401 VALUES OF SERVO CABLE TENSION.
(15) Work close up
(a) Remove the B596331N servicing platform from the bay behind the bulkhead No. 21.
(b) Fix the cover to bulkhead No. 21 by means of quick release fasteners.
(c) Reinstall the covers of the LH cockpit floor panel.
(d) Reinstall the RH pilot’s seat. (see chapter 25).
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(e) Check for proper function of the autopilot according to the work procedure
no. 1 -Check of autopilot function - mentioned in this section
(section SERVICING - from the page 301)
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ADJUSTMENT / TEST
1. Basic adjustment
1B
A. Fixture, Test and Support Equipment Ground Power Unit (e.g. GPU-600);
Digital Multimeter (e.g. EXTECH MG302 or
equivalent);
Air Data Tester (e.g. BARFIELD 1811D A0A);
B598984N Connection set of Air Data Tester;
IDEAL & AEROSMITH 1310-1-L-90 Manual tilt and
turn table (or equivalent) and B599000N Adapter
plate kit;
KTS 162 Tester (use only if the airplane not
equipped with a measure clamps on the connectors
of the KCP220 – refer to the fig. 503);
112-620-37436 Extender cable (when the
PITCH/ROLL signal source is KVG 350);
B598959N Extender cable for AHRS (if installed) or
suitable digital level (protractor)
E. Procedures
In the event that a KFC 275/325 component (i.e. KCP 220, KMC 321, KI 254 or
KAS 297C) requires removal for maintenance or replacement or troubleshooting, alignment or
adjustments may be required.
NOTE 1: All autopilot components must be replaced with the exact same unit part number.
NOTE 2: The adjustment procedure can be accomplished by a trained and properly certificated
Aircraft Maintenance Engineer.
(1) Flight computer / attitude gyro alignment procedure:
(a) Place the airplane to the “flight” position, where PITCH/ROLL signal sources indicated
zero;
(b) Connect the Ground Power Unit of corresponding quality to the airplane;
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(c) Connect the KTS 162 Flight Line Tester between KCP 220 unit and airplane harness with
the six cables provided (used only if the airplane not equipped with a measure clamps on
the J2201 and J2202 connectors of the KCP 220 unit – refer to the fig. 503)
(d) Remove the KMC 321 Mode Controller from the control panel without the disconnecting
from harness. For view on side of KMC 321 Mode Controller (location of potentiometers),
refer to the fig. 501
FIG. 501 KMC 321 MODE CONTROLLER ADJUSTMENTS

BACK BRITE: Back light adjustment for mode buttons
NOM BRITE: Mode annunciator brightness adjustment
RN: Roll Null
RC: Roll Command Bar
PC: Pitch Command Bar
ACCEL: Lateral Acceleration adjustment
(e) Mount the KI 254 Flight Command Indicator (valid for KFC 275), the KVG 350 vertical gyro
or AHRS (valid for KFC 325) in the adapter plate installed on the tilt and turn table and
connect the vertical gyro to the airplane harness using the extender cable. Also connect
the vertical gyro to an air source if required.
The AHRS unit can be positioned to required position by use a digital level (protractor)
without the extender cable.
If is the dual installation of attitude gyro installed on the airplane, carry out the basic
adjustment / verification of the both attitude gyro systems.
NOTE: When making gyro alignment adjustments, always have the gyro set to zero degrees
tilt in the axis not under test.
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(f) Before applying power make sure that the proper adapter modules are installed in the
KCP 220 Flight Computer - refer to the List of Components, and the all antistatic
protection of adapter modules are removed – refer to the fig. 502. Apply power to the
system. All associated circuit breakers must be activated.
FIG. 502 ANTISTATIC PROTECTION OF KCP 220 ADAPTERS MUST BE REMOVED!
(g) After the gyro is fully erected (ten minutes minimum run-up time), engage the System
Preflight Test function by depressing the TEST button on the Mode Controller – refer to the
Step (3) in work procedure “Check of autopilot function” in this section.
(h) Upon successful passage of Pre-flight Test, engage the Flight Director mode by
depressing the FD button on the Mode Controller and proceed with the following.
(i) Set the Gyro Stand to zero in both the pitch and roll axis. Adjust the leveling screws for
pitch and roll zero visual indication with no parallax.
(j) Measure the voltage from J2201 pin 20 with reference to J2202 pin 42 with a digital
voltmeter. Adjust the Roll Null adjustment for 0.0 VDC. This potentiometer is accessible
through the hole labeled RN on the side of the Mode Controller.
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FIG. 503 MEASURE CLAMPS ON THE CONNECTORS OF THE KCP 220
(k) Measure the voltage from J2201 pin 40 with reference to J2202 pin 42 with a digital
voltmeter. Adjust the Pitch Null adjustment for 0.0 VDC. This potentiometer is accessible
through the hole labeled PN on the bottom of the KCP 220.
(l) Measure the voltage again from J2201 pin 20 with respect to J2202 pin 42. Tilt the gyro to a
twenty-five degree right bank by turning the tilt stand CW to the detent. Visually adjust to
exactly twenty-five degrees bank. Adjust the Roll Gain adjustment for -5.0 +/- 0.1 VDC. This
potentiometer is accessible through the hole labeled RG on the bottom of the KCP 220.
(m) Tilt the Gyro to a twenty-five degree left bank by turning the Tilt Stand CCW to the detent.
Visually adjust to exactly twenty-five degrees bank. The voltage should read +5.0 +/- 0.1 VDC.
If the reading in step (m) exceeds +5.1 VDC, repeat step (l) and reduce the gain setting by one-
half the amount exceeded in step (m). If step (m) measured less than +4.9 VDC, repeat step (l)
and increase the gain setting by one-half the amount short in step (m). Repeat steps (l) and (m)
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until both the right and left bank voltage measurement are within tolerance. The proper total
voltage excursion must be 10 +/- 0.2 VDC.
IMPORTANT: Check the correct direction of the motion of the FD Bar and steering wheels.
(n) With the Gyro Test Stand in the zero pitch position, adjust the leveling screws on the Tilt
Stand to obtain a pitch zero visual indication on the vertical gyro. (Horizon line aligned with
90 deg index marks.) Reset the Pitch Null (Step (k)) after any re-leveling is done.
(o) Measure the voltage again from J2201 pin 40 with respect to J2202 pin 42. Tilt the Gyro
ten degrees nose down with the Tilt Stand by moving the adjustable support bar to the rear
slot. Adjust the Pitch Gain adjustment for +2.0 +/- 0.1 VDC. This potentiometer is
accessible through the hole labeled PG on the bottom of the KCP 220.
(p) Tilt the Gyro ten degrees nose up with the Tilt Stand by moving the adjustable support bar
to the forward slot. The voltage should read 2.0 +/- 0.1 VDC.
If the meter reading exceeds -2.1 VDC, repeat steps (o) and reduce the gain by one-half
the amount exceeded in step (p). If the meter reading is less than -1.9 VDC, repeat step
(o) and increase the gain by one-half the amount short in step (p). Repeat steps (o) and (p)
until both pitch up and down are within tolerance. The proper total voltage excursion must
be 4 +/- 0.2 VDC.
IMPORTANT: Check the correct direction of the motion of the FD Bar and steering wheels.
(2) Adjustment in YAW Channel

The so-called “Lateral Acceleration” is adjusted in this channel. Voltage in this channel is
measured from J2203 pin 42 with reference to J2202 pin 42 with a digital voltmeter.
Sensitivity in this case amounts to 180 mV for 1°; the airplane must be situated in flight horizon
and in relative standstill.
Final adjustment of voltage approximately 0.0 VDC is being executed by ACCEL potentiometer
accessible through the hole labeled ACCEL on the side of the Mode Controller.
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(3) Adjustment of position indicator

The airplane is to be locate in the flight horizon. The KI 254 Position indicator (valid for
KFC 275) or KCI310A or SA-4550 position indicator (valid for KFC 325) must be mounted
in the cockpit instrument panel. Using potentiometer RC (Roll Command Bar adjustment in
ROLL Channel) and potentiometer PC (Pitch Command Bar adjustment in PITCH Channel) the
Command Bar adjustment into the centric position is made. This adjustment is a visual one and
you must bear in mind the pilot’s view.
(4) Adjustment of brightness

The KMC 321 Mode Controller contains the BACK BRITE potentiometer (if installed) for back
light adjustment of mode buttons and NOM BRITE potentiometer for the brightness adjustment
of mode annunciator.
(5) Adjustment of inclinometers

Verify and/or set the inclinometers on FDI and Turn and Bank Indicators to middle.
(6) Check of the adjustment of rudder damper

Push the YD push button on the KMC 321 Mode Controller and verify if is the rudder in middle
position and not move. Adjustment is executed by ACCEL potentiometer accessible through
the hole labeled ACCEL on the side of the Mode Controller.
(7) Calibration of altitude

This calibration procedure is performed on the KAS 297C Altitude selector for assurance of
high accuracy of the transmission of altitude value.
The calibrating procedure is as follows:
(a) Connect the Air data tester by means the B598984N Connection set to the airplane Pitot-
static system - refer to the AMM section 012.02.00.
(b) Set the standard pressure 1013.23 mb on the coding altimeter.
(c) Simultaneously push the VS ENG and ALT ARM push buttons on the KAS 297C Altitude
selector and hold them longer than 5 sec. The display shows a digital information of the
altitude supplied by the coding altimeter.
(d) Calibrating procedure is to be carried out in altitudes 0; 5,000; 10,000 and 15,000 feet.
When the coding altimeter displays accurately the calibrated altitude value, we press
shortly the button VS ENG. In this moment the deviation from the actual altitude is saved in
the memory and is respected in all readings.
NOTE: Deviation greater then 125 feet cannot be calibrated!
(e) Calibrating mode is cancelled if the ALT TRIM push button and then the VS ENG push
button is pressed; after very short simultaneous holding both buttons are to be released
again.
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CAUTION: IF CALIBRATING PROCEDURE IS FINISHED, BUTTONS MUST NOT BE

OPERATED IN THE CALIBRATING MODE. OTHERWISE, DISTORTION OF
CALIBRATING AND INCREASE OF AUTOPILOT’S ERROR SHOULD OCCUR.
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CONTROL AND SIGNALIZATION OF KFC 325 OR KFC 275 AUTOPILOT

1. General
The operation of flight control system and signalization of its operating conditions are provided by means
of the following instruments.
A. The KMC 321 Mode controller
The mode controller provides switching ON/OFF of the autopilot and the flight director control and by
pressing an appropriate push-button the individual system mode is selected.
Moreover, there is located the TEST push-button to provide the test of flight control system and the
switch of horizontal control (allows to set flight altitude or pitching position without cancellation of preset
mode of commanded control system or without turning off the autopilot).
Moreover, the control box allows to indicate switching on the individual system modes
(activated modes use the green light indication, standby modes use amber light).
FIG. 1 THE KMC 321 MODE CONTROLLER
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B. The KAS 297C Altitude setter

The KAS 297C Altitude setter allows to preset a required flight altitude at climb and descent and the
vertical airspeed at climb and descent.
FIG. 2 THE KAS 297 ALTITUDE SETTER
C. The KAP 315 A Annunciator panel

The annunciator panel provides continuously data on operation conditions. It indicates operating modes
being just activated and standby modes before activation.
Moreover, the alarm annunciation of elevator trim failure is indicated.
FIG. 3 THE KAP 315 A ANNUNCIATOR PANEL
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D. The UP-TRIM-DN, A/P DISC Switch and CWS Push-button

• The UP-TRIM-DN (on the left steering wheel)
The servodrive of an elevator trim tab is controlled by the switch. The switch consists of two halves -
- the left half provides the supply of trim tab servodrive clutch, the right half controls the direction
of motion. To use the switch correctly both the halves must be pressed.
• The A/P disk switch (on the left and right steering wheel)
The switch controls immediate turning off of all the servodrives and circuits of flight director mode.
• The CWS switch (on the left and right steering wheel)
Press The push-button activated the flight director mode (FD).
NOTE: The FD mode can be activated with the FD push-button on the mode controller.
• GA push-button (on left ECL)

The GA push-button is used to engrage the go-ground mode pressing the push-button cancels all
the activated modes). The flight control system enables selection of 14 operating modes which
provide signals for the flight director and the autopilot.
FIG. 4 THE SWITCHES ON THE LEFT AND RIGHT STEERING WHEEL
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E. NAV 1/NAV 2 annunciator push-button switch (if installed)

The NAV 1/NAV 2 annunciator push-button switch provides switching over of the cooperate navigation
system with the autopilot. If the switch is in the position NAV 1 - the left PNI indicator displays navigation
data from NAV I system (the right PNI indicator from the NAV II) and the autopilot cooperates with the
NAV I system. If the switch is in the position NAV 2 the left PNI indicator displays navigation data from
the NAV II system (the right PNI indicator from the NAV I system) and the autopilot cooperates with
the NAV II system.
The NAV 1 / NAV 2 annunciator (on the cover of the control panel) indicates which navigation data
(either from the NAV I or the NAV II navigation system) are displayed on the right PNI indicator.
F. KA 138 relay switch
NOTE: This switch is only installed in aircrafts on which the Information Bulletin
No. L410 UVP-E/040b has been accomplished.
The relay switch enables the autopilot to be connected either to NAV 1 (KX 165) or
NAV 2 (KNS 81) system (see Sub-Section 034.53.00). The relay switch is controlled by a select
switch with NAV 1/NAV 2 annunciators.
In normal operation, the autopilot system is connected to NAV 1 system. With the autopilot
engaged, NAV 1 annunciator on the select push-button is illuminated on the copiloťs side. When
switching over to NAV 2, the KI 525A indicators are also switched over simultaneously, and the
NAV 2 annunciator on the select push-button is illuminated on the pilot’s side with the NAV 1
annunciator illuminated on the copilot’s side.
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G. The LUN 2733 Autopilot disconnect alerter (if installed):

The Autopilot disconnect alerter serves for assurance of the light and aural signalization at the
KFC 275 or KFC 325 autopilot disconnect.
FIG. 5 LUN 2733 AUTOPILOT DISCONNECT ALERTER

(1) LUN 2733 Autopilot disconnect alerter, (2) Mount assy 212260001001
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FIG. 6 BLOCK SCHEME OF THE LUN 2733 AUTOPILOT DISCONNECT ALERTER
Connector pin-out of the LUN 2733 Autopilot disconnect alerter

Connector Type: HDC15M500V5C-14
Pin Signal Label Signal Description

1 +28VDC Power +28V of airplane wiring
2 +28VDC Power +28V of airplane wiring
3 ACFT_GND Ground (0V) of airplane wiring
4 ACFT_GND Ground (0V) of airplane wiring
5 CHASSIS_GND Chassis ground
6 RELAY Output of RELAY signalization
7 LAMP Output of LAMP signalization
8 CWS Input of CWS signal
9 AP_CLU_ENG Input of AP Clutch Engage signal
10 TRIM_INTERUPT Input of Trim Interrupt signal
11 TRIM_POWER Input of Trim Power
12 AP/TRIM_HORN Input of AP/Trim Horn
13 AURAL_ALERT_OUT_HIGH Output Aural Audio Out
14 AURAL_ALERT_OUT_LOW Ground Aural Audio Out
15 NC Not connected
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2. Control servo description

A. Aileron servo:
No. Name Type (Dwg. No.) Part number Note
1. ROLL servo KSA 372 X 065-00056-0070 -

2. ROLL servo mount KSM 375 065-00015-0001 -
3. ROLL servo clutch - 200-00318-0001 T Q = 175 in . lbs
The aileron control by autopilot servo is operated by a KSA 372X electric servo (fig. 7) located under
cockpit floor between frames No. 6 and 7. Motion of the servo drum is transferred by cable transmission (2)
to a sector with bell crank (3). Cable transmission is tensioned according to the table 402 in section
022.10.00. Tension of the cable transmission can be adjusted by means of turnbuckles (4). Motion of
the bell crank is transferred by a tie rod (5) a to quadrant (6) which actuates primary aileron control.
FIG. 7 AILERON SERVO

(1) KSA 372 X aileron servo; (2) Cable transmission; (3) Sector with bell crank; (4) Turnbuckle;
(5) Tie rod; (6) Quadrant
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B. Rudder servo:
1. YAW servo KSA 372 065-00056-0050 -

2. YAW servo mount KSM 375 065-00015-0001 -
3. YAW servo clutch - 200-00318-0001 T Q = 145 in . lbs
The rudder control by autopilot servo is operated by a KSA 372 electric servo (fig. 8) located on frame
No. 24. Motion of the servo drum is transferred by cable transmission (3) supported by pulleys (5) to
rudder primary control cables. Cable transmission is tensioned according to the table 402 in section
022.10.00. Tension of the cable transmission can be adjusted by means of turnbuckles (2). Clamps
(4) are used to attach the cable transmission to the primary control cables.
FIG. 8 RUDDER SERVO

(1) KSA 372 rudder servo; (2) Turnbuckle; (3) Cable transmission; (4) Clamp; (5) Pulley
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C. Elevator servo:
1. PITCH servo KSA 372 X 065-00056-0070 -

2. PITCH servo mount KSM 375 065-00015-0001 -
3. PITCH servo clutch - 200-00318-0001 T Q = 125 in . lbs
The elevator control by autopilot servo is operated by a KSA 372 X electric servo (fig. 9) located at frame
No. 26. Motion of the servo drum is transferred by cable transmission (3) supported by a pulley (4) to
the elevator primary control system. The cable transmission is tensioned according to the table 402
in section 022.10.00. Tension of the cable transmission can be adjusted by turnbuckles (2).
FIG. 9 ELEVATOR SERVO

(1) KSA 372 X elevator servo; (2) Turnbuckle; (3) Cable transmission; (4) Drive-pulley provided
with lever
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D. Elevator trim tab servo:
1. PITCH TRIM servo KS 272 A 065-00061-0050 -

2. PITCH TRIM mount KM 277 065-00041-0002 -
3. PITCH TRIM clutch - 200-02085-0002 T Q = 26 in . lbs
The elevator trim tab control by autopilot servo is operated by a KS 272 A electric servo (fig. 10) located
on frame No. 23. Motion of the servo sprocket is transferred to a cable and chain (2) of the trim tab
primary control. The cables are tensioned according to the table 402 in section 022.10.00. Tension of
the cable transmission can be adjusted by turnbuckles (3).
FIG. 10 ELEVATOR TRIM TAB SERVO

(1) KS 272 A elevator trim tab servo; (2) Cable and chair; (3) Turnbuckle; (4) Sprocket;
(5) Chain-coupler
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CHAPTER
COMMUNICATIONS
MAINTENANCE MANUAL
CHAPTER 23
COMMUNICATIONS

Section, Section,
Subject Subject
Title page - - 023.11.00 3003 Nov 1/11

List of Effective Pages 1 Apr 15/15 Description and Operation 3004 Nov 1/11
2 Dec 10/14 023.11.01 1 Dec 10/14
3 Apr 15/15 Description and Operation 2 Dec 10/14
4 Nov 1/11 Removal / Installation 401 Dec 10/14
Record of Revisions 1 May 30/14 402 Dec 10/14
2 Apr 15/15 403 Dec 10/14
3 Nov 1/11 404 Dec 10/14
4 Nov 1/11 405 Dec 10/14
Record of Temp. Revisions 1 Nov 1/11 406 Dec 10/14
2 Nov 1/11 023.12.00 1001 Nov 1/11
Contents 1 Dec 10/14 Description and Operation 1002 Nov 1/11
2 Dec 10/14 Servicing 1301 May 30/14
3 Dec 10/14 1302 Apr 15/15
4 Dec 10/14 023.12.00 2001 Nov 1/11
5 Dec 10/14 Description and Operation 2002 Nov 1/11
6 Dec 10/14 023.12.00 3001 May 30/14
023.00.00 1 Nov 1/11 Description and Operation 3002 May 30/14
Maintenance Practices 201 Nov 1/11 3004 May 30/14
202 Nov 1/11 023.12.01 1001 Nov 1/11
Servicing 301 May 30/14 Description and Operation 1002 Nov 1/11
023.10.00 1 Nov 1/11 1302 Nov 1/11
023.11.00 2001 Nov 1/11 1304 Nov 1/11
3001 Nov 1/11 1306 Nov 1/11
3002 Nov 1/11

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MAINTENANCE MANUAL

Section, Section,
Subject Subject
023.12.01 1307 Nov 1/11 023.40.00 1001 May 31/12

Servicing 1308 Nov 1/11 Description and Operation 1002 Nov 1/11
1310 May 30/14 1302 Nov 1/11
1311 Nov 1/11 023.40.00 2001 May 31/12
Removal / Installation 1401 Nov 1/11 2003 Nov 1/11
1402 Nov 1/11 2004 Nov 1/11
023.12.01 2001 May 30/14 023.40.00 3001 May 31/12
3001 May 30/14 3003 Nov 1/11
3002 Nov 1/11 3004 Nov 1/11
023.12.02 1 May 30/14 023.40.01 1001 Nov 1/11
Servicing 301 May 30/14 Servicing 1301 May 30/14
302 May 30/14 1302 Nov 1/11
Removal / Installation 401 May 30/14 1303 Nov 1/11
402 Nov 1/11 1304 Nov 1/11
023.12.03 1001 Nov 1/11 1305 May 30/14
Servicing 1301 Nov 1/11 1307 May 30/14
1302 Nov 1/11 1308 May 30/14
Removal / Installation 1401 Nov 1/11 1309 May 30/14
1402 Nov 1/11 1310 Nov 1/11
023.30.00 1 Nov 1/11 Removal / Installation 1401 Nov 1/11
023.31.00 3001 Nov 1/11 023.40.01 2001 May 31/12
Description and Operation 3002 Nov 1/11 Description and Operation 2002 May 31/12
Servicing 3301 Nov 1/11 023.40.01 3001 May 31/12
3302 Nov 1/11 Description and Operation 3002 May 31/12
023.32.00 1 May 30/14 023.40.02 1001 Nov 1/11
4 Nov 1/11 1302 Nov 1/11

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Section, Section,
Subject Subject
023.40.02 1303 Nov 1/11 023.70.00 301 Nov 1/11

Servicing 1304 Nov 1/11 Servicing 302 Nov 1/11
Removal / Installation 1401 Nov 1/11 303 Apr 15/15
1402 Nov 1/11 304 Apr 15/15
023.40.03 1001 Nov 1/11 023.70.01 1 Nov 1/11
1302 Nov 1/11 302 Nov 1/11
023.40.04 1001 Nov 1/11 023.71.00 1 Nov 1/11
Removal / Installation 1401 Nov 1/11 023.72.00 1 Apr 5/13
1402 Nov 1/11 Description and Operation 2 Apr 5/13
023.40.05 1001 Nov 1/11 3 Apr 5/13
Description and Operation 1002 Nov 1/11 4 Apr 5/13
Servicing 1301 Nov 1/11 5 Apr 5/13
1302 Nov 1/11 6 Apr 5/13
Removal / Installation 1401 Nov 1/11 Servicing 301 May 30/14
1402 Nov 1/11 302 Apr 5/13
023.40.06 1 Nov 1/11 303 Apr 5/13
023.60.00 1 Nov 1/11 305 Apr 5/13
3 Nov 1/11 307 Apr 5/13
4 Nov 1/11 308 Apr 5/13
Servicing 301 May 30/14 309 Apr 5/13
302 Apr 15/15 310 Apr 5/13
303 Apr 15/15 311 Apr 5/13
304 Apr 15/15 312 Apr 5/13
305 Nov 1/11 313 Apr 5/13
306 Nov 1/11 314 Apr 5/13
307 Apr 15/15 Removal / Installation 401 Apr 5/13
308 Nov 1/11 402 Apr 5/13
023.70.00 1 Nov 1/11

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ALL Page: 4
Nov 1/11
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CHAPTER 23
COMMUNICATIONS
RECORD OF REVISIONS

Section,
Subject
4 023-List of 1 - -
Effective Pages
2 - -
023-List of 1 - -
Revisions
023.40.00 1001 - - L410UVP-E/145d May 31/12
2001 - -
3001 - -
023.40.01 2001 to 2002 - -
3001 to 3002 - -
5 023-List of 1 - -
Effective Pages
3 - -
023-List of 1 - -
Revisions
L410UVP-E/170d Apr 5/13
023.72.00 1 to 4 5 to 6 -
- 301 to 314 -
- 401 to 402 -
6 023-List of 1 to 3 - -
Effective Pages
023-List of 1 to 2 - -
Revisions
4 to 6 - -
023.00.00 301 - - L410UVP-E/196d May 30/14
023.12.00 1301 to 1302 - -

3001 to 3004 - -
023.12.01 1301 - -
1310 - -
2001 - -

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Section,
Subject
6 023.12.01 3001 - -
023.12.02 1 - -
301 to 302 - -
401 - -
023.32.00 1 - -
L410UVP-E/196d May 30/14
023.40.01 1301 - -
1305 to 1309 - -
023.60.00 301 to 304 - -
023.70.00 303 - -
023.72.00 301 - -
7 023-List of 1 to 3 - -
Effective Pages
023-List of 2 - -
Revisions
L410UVP-E/208d Dec 10/14
023.11.01 - 1 to 2 -
- 401 to 406 -
8 023-List of 1 - -
Effective Pages 3 - -
023-List of 2 - -
Revisions
023.12.00 1302 - - L410UVP-E/212d Apr 15/15
023.60.00 302 to 304 - -

307 - -
023.70.00 303 to 304 - -

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Apr 15/15
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 3
Nov 1/11
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 23
COMMUNICATIONS

Section,
No. Number Revision

ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 23
COMMUNICATIONS
CONTENTS

Section,
Subject

General 1
General 201
Servicing 301
Check of the function of the shock absorbers of the 301
rear panel in the pilot's cockpit
SPEECH COMMUNICATION 023.10.00 1 ALL
General 1
HF COMMUNICATION 023.11.00 2001 L410 UVP-E9
General 2001
Operation 2001
HF COMMUNICATION 3001 L410 UVP-E20
General 3001
Operation 3001
HF ANTENNA (if installed) 023.11.01 1 ALL
General 1
Operation 1
Replacement of the HF antenna 401
VHF COMMUNICATION 023.12.00 1001 L410 UVP-E
General 1001
Operation 1001
Servicing 1301
Check of the LUN 3524.13 transceiver operation 1301
Measurement of resistance of VHF transceiver
1301
antenna cable
VHF COMMUNICATION 2001 L410 UVP-E9
General 2001
Operation 2001
ALL Page: 1
Dec 10/14
MAINTENANCE MANUAL

Section,
Subject
VHF COMMUNICATION 3001 L410 UVP-E20

General 3001
Operation 3001
LUN 3524.13 TRANSCEIVER 023.12.01 1001 L410 UVP-E

Purpose 1001
Technical data 1001
Operation 1001
Servicing 1301
Check of VHF transceiver 1301
Check of external appearance 1301
Check of AVC function 1302
Receiver gain 1303
Receiver sensitivity 1304
Function of squelch 1305
Output performance of the transceiver 1306
Ability of modulation 1308
Distorting of audio signal 1309
Monitoring 1310
Check carrier frequency 1311
Check the correct connection of the aerial cables to 1312
the station
Removal and Installation of the transceiver 1401
LUN 3524.13
KY 196A TRANSCEIVER 2001 L410 UVP-E9
Purpose 2001
Technical data 2001
Operation 2001
KY 196A TRANSCEIVER 3001 L410 UVP-E20
Purpose 3001
Technical data 3001
Operation 3001
5 QK 405 16 OR CI 268-5 ANTENNA 023.12.02 1 ALL
Purpose 1
Technical data 1
Description 1
Operation 1
Servicing 301 ALL
Inspection of the antenna 301
Check of the correct connection of the cable to the 301
antenna
Inspection of the antenna 302
ALL Page: 2
Dec 10/14
MAINTENANCE MANUAL

Section,
Subject
Removal / Installation 023.12.02 401 ALL

Removal and Installation of the antenna 401
5 QK 405 01 ANTENNA 023.12.03 1001 L410 UVP-E
Purpose 1001
Technical data 1001
Description 1001
Operation 1001
Servicing 1301
Inspection of the 5 QK 405 01 antenna 1301
Removal and Installation of the 5 QK 405 01 1401
antenna
PASSENGER ADDRESS AND ENTERTAINMENT 023.30.00 1 ALL
General 1
PXE 7300 IN-FLIGHT ENTERTAINMENT SYSTEM 023.31.00 3001 L410 UVP-E20
(if installed)
General 3001
Description 3001
Operation 3002
Servicing 3301
Check of PXE 7300 IFE system (if installed) 3301
FD 932DVD-LP IN-FLIGHT ENTERTAINMENT SYSTEM 023.32.00 1 ALL
(if installed)
General 1
Operation 2
INTERCOMMUNICATION 023.40.00 1001 L410 UVP-E
General 1001
Operation 1002
Servicing 1301
Check of the intercom Operation 1301
INTERCOMMUNICATION 2001 L410 UVP-E9
General 2001
Operation 2002
INTERCOMMUNICATION 3001 L410 UVP-E20
General 3001
Operation 3002
ALL Page: 3
Dec 10/14
MAINTENANCE MANUAL

Section,
Subject
LUN 3591.11 OR LUN 3591.13 AUDIO SELECTOR BOX 023.40.01 1001 L410 UVP-E
Purpose 1001
Technical data 1001
Operation 1001
Servicing 1301
Check of audio switch box LUN 3591.11 or 1301
LUN 3591.13
Check of external appearance 1302
Check of frequency characteristics 1302
Distortion check 1304
Check the signal noise level 1305
Load change influence check 1306
Check of voltage amplification coefficient of inputs 1307
from navigation and communication receivers
Check of coefficient of voltage amplification from 1308
microphone input
Function check under decreased supply voltage 1309
Servicing 1401
Removal and Installation of the audio switch box 1401
LUN 3591.11 or LUN 3591.13
KMA 24 H-70 AUDIO SELECTOR BOX 2001 L410 UVP-E9
Purpose 2001
Technical data 2001
Operation 2001
KMA 24 H-70 AUDIO SELECTOR BOX 3001 L410 UVP-E20
Purpose 3001
Technical data 3001
Operation 3001
LUN 3591.22 CONNECTION BOX 023.40.02 1001 L410 UVP-E
Purpose 1001
Technical data 1001
Operation 1001
Servicing 1301
Check for proper function of LUN 3591.22 1301
connection box
Removal and Installation of LUN 3591.22 1401
connection box
GSSh-A-18, GSSh-A-18E HEADSET 023.40.03 1001 L410 UVP-E
General 1001
Operation 1001
Servicing 1301
Inspection of GSSh-A-18 or GSSh-A-18E headset 1301
ALL Page: 4
Dec 10/14
MAINTENANCE MANUAL

Section,
Subject
B076031N RELAY CHANGE-OVER SWITCH 023.40.04 1001 L410 UVP-E

General 1001
Operation 1001
Removal and Installation of B076031N relay 1401
change-over switch
LUN 3513 AMPLIFIER 023.40.05 1001 L410 UVP-E
Purpose 1001
Technical data 1001
Operation 1001
Servicing 1301
Check for proper function of LUN 3513 amplifier 1301
Removal and Installation of LUN 3513 amplifier 1401
ARZ 3908 LOUDSPEAKER 023.40.06 1 ALL
Purpose 1
Technical data 1
STATIC DISCHARGING 023.60.00 1 ALL
General 1
Static discharging 1
Servicing 301
Inspection of the static dischargers 301
Removal of the static dischargers, cleaning their 302
seating areas and installation them again back
Inspection of the all bonding strips of moving parts. 303
Check of the reliability of their fixations
COCKPIT VOICE RECORDER (if installed) 023.70.00 1 ALL
General 1
Servicing 301
Battery check / Battery replacement of the DK 120 301
or ELP-362D underwater acoustic beacon
Check of the cockpit voice recorder operation 303
DK 120 OR ELP 362D UNDERWATER ACOUSTIC BEACON 023.70.01 1 ALL
(if installed)
Purpose 1
Technical data 1
Accessories 1
Servicing 301
Battery replacement of the DK 120 or ELP-362D 301
underwater acoustic beacon
ALL Page: 5
Dec 10/14
MAINTENANCE MANUAL

Section,
Subject
A 100 A COCKPIT VOICE RECORDER (if installed) 023.71.00 1 ALL

General 1
Operation 1
FA 2100 COCKPIT VOICE RECORDER (if installed) 023.72.00 1 ALL

General 1
Operation 3
Servicing 301
CVR Data Readout or Download 301
Removal and installation of the FA 2100 CVR Unit 401
ALL Page: 6
Dec 10/14
MAINTENANCE MANUAL
GENERAL
1. General
The communication system, for external communication with the aircraft, is provided by VHF
transceivers.
In addition an HF transceiver may be installed in same aircrafts.
The intercommunication of the aircraft crew members is provided by the intercommunication system.
To prevent the transceivers from being interfered by static electricity discharges the aircraft is provided
with a system of static dischargers mounted on the trailing edge of the wing, tail unit and rear part of the
fuselage and all the aircraft assemblies are electrically bonded.
In addition, pilot’s voice recording device may be installed as part of the communication system.
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GENERAL
1. General
• dents
• ruptures
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GENERAL
SERVICING
1. Check of the function of the shock absorbers of the rear panel in the pilot's cockpit

Periodical
E. Procedures
(1) Functional check of the rear control panel shock-absorbing characteristics.
(2) When pressed down and released, the rear control panel must resume its original position
(3) The following defects are not permitted:

The rear control panel plate must not be in contact with the rear control panel frame.
(4) Press down the rear control panel in various places and in the middle. The panel must resume
its initial position.
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May 30/14
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EFFECTIVITY
023.00.00
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Nov 1/11
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SPEECH COMMUNICATIONS
1. General
The speech communication system consists of a VHF communication system (refer to 023.12.00,
VHF Communication) and if installed, a HF communication system (refer to 023.11.00 -
HF Communication).
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HF COMMUNICATION
1. General
The High Frequency (HF) transceiver system is used for long distance voice and data communication to
other aircraft and/or ground stations. KHF 950 HF radio station can be optionally installed on the aircraft.
1. Circuit breaker HF AZRGK 2 1 On the overhead panel

2. Contactor TDK 501 DOD 1 Between 8th and 9th frames on left
3. Circuit breaker HF AZRGK 25 1 Between 8th and 9th frames on left
4. Control box KCU 951 1 On the rear control panel
5. Power amplifier (antenna block) KAC 952 1 Between 21st and 22nd frames
6. Receiver (driver) KTR 953 1 Between 1st and 2nd frames on right
8. Antenna KPN 071-1214-00 1 Between 8th and 21st frames
9. Fuse block KPN 071-0022-00 1 On 8th frame on left
3. Operation
The radio station is set in operation by switching on BATTERY I, II switches and HF and INTERCOM I, II
circuit breakers on the overhead panel and turning OFF/VOLUME knob on the control box of the radio station
(KCU 951) on the rear control panel from the left checked position to the right.
NOTE: a. If the radio station is not set in readiness (about 1 minute after switching on), the selected
frequency is not displayed and transmission will be blocked.
b. If the FREQ/CHAN switch is not pressed, the frequency which was used during the previous
transmission is displayed on the screen.
c. If the FREQ/CHAN switch is pressed the channel with corresponding frequency which was
used during the previous transmission is displayed on the screen.
Listening in headphones is switched on by HF lever switch on the audio selector box.

Selection of the short-wave radio station for transmission is made by the turning switch on the audio selector
box. By switching it on to the HF position the signal from the microphone is led to the SW radio station.
By turning the SQELCH noise squelch knob in the anti-clockwise direction until the noise is very low or
disappears.
Control and using of the SW radio station during flight is described in the Flight Manual.
The SW radio station is switched off by switching off the above mentioned switches and circuit breakers.
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Nov 1/11
MAINTENANCE MANUAL
FIG. 2001 SCHEME OF KHF 950 RADIO STATION
EFFECTIVITY
023.11.00
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MAINTENANCE MANUAL
HF COMMUNICATION
1. General
The High Frequency (HF) transceiver system is used for long distance voice and data communication to
other aircraft and/or ground stations. KHF 950 SW radio station is installed on the aircraft.
1. Circuit breaker HF AZRGK 2 1 On the overhead panel

2. Contactor TDK 501 DOD 1 Between 8th and 9th frames on left
3. Circuit breaker HF AZRGK 25 1 Between 8th and 9th frames on left
4. Control box KCU 951 1 On the rear control panel
5. Power amplifier (antenna block) KAC 952 1 Between 21st and 22nd frames
6. Receiver (driver) KTR 953 1 Between 1st and 2nd frames on right
8. Antenna KPN 071-1214-00 1 Between 8th and 21st frames
9. Fuse block KPN 071-0022-00 1 On 8th frame on left
3. Operation
The radio station is set in operation by switching on BATTERY I, II switches and HF and INTERCOM or
INTERCOM I, II circuit breakers on the overhead panel and turning OFF/VOLUME knob on the control box
of the radio station (KCU 951) on the rear control panel from the left checked position to the right.
NOTE: a. If the radio station is not set in readiness (about 1 minute after switching on), the selected
frequency is not displayed and transmission will be blocked.
b. If the FREQ/CHAN switch is not pressed, the frequency which was used during the previous
transmission is displayed on the screen.
c. If the FREQ/CHAN switch is pressed the channel with corresponding frequency which was
used during the previous transmission is displayed on the screen.
Listening in headphones is switched on by HF lever switch on the audio selector box.

Selection of the short-wave radio station for transmission is made by the turning switch on the audio selector
box. By switching it on to the HF position the signal from the microphone is led to the SW radio station.
By turning the SQELCH noise squelch knob in the anti-clockwise direction until the noise is very low or
disappears.
Control and using of the SW radio station during flight is described in the Flight Manual.
The SW radio station is switched off by switching off the above mentioned switches and circuit breakers.
EFFECTIVITY
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MAINTENANCE MANUAL
FIG. 3001 SCHEME OF KHF 950 RADIO STATION (THE VARIANT WITH ONE CIRCUIT BREAKER
INTERCOM)
EFFECTIVITY
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FIG. 3002 SCHEME OF KHF 950 RADIO STATION (THE VARIANT WITH TWO CIRCUIT BREAKERS
INTERCOM I, II)
EFFECTIVITY
023.11.00
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MAINTENANCE MANUAL
HF ANTENNA (IF INSTALLED)

1. General
The HF antenna serves for transmitting and receiving in High Frequency (HF) band.
No. Name Qty Location
1. HF antenna wire 1 Between 8th and 21st frames

2. Insulator 1 On 8th frame up
3. Insulator 1 On 21st frame up
4. Turnbuckle 1 On 8th rib of fin
3. Operation
The HF antenna transmits and receives in HF band if the HF transceiver system for long distance voice
and data communication to other airplane and/or ground stations is installed.
FIG. 1 HF ANTENNA INSTALLATION

(2) Turnbuckle, (3), (4) Insulator, (26) HF antenna wire
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HF ANTENNA (IF INSTALLED)

1. Replacement of the HF antenna

A. Fixture, Test and Support Equipment B971051N (L410.9712) Tension meter or e.g.
T5 SERIE (T5-2002-101-00) PACIFIC SCIENTIFIC
Tensitron ACX digital airplane cable tension meter,
Steps (e.g. B097365N);
P/N 14053 or P/N 50ARM300-250 Tool Wire
Release (device for stripping of insulation is included
in the 45ARM300 kit)
B. Materials 45ARM300 HF Wire Antenna System

(Ord. No. B501564N);
Sealing putty (e.g. Teroson Terostat MS 930)
C. Tools Necessary tools from tool kit
D. Referenced information
E. Procedures
(1) Place the stairs (e.g. B097365N) to the airplane.
(2) Remove the old wire from the chuck jaw fitting as follows. Cut off wire not less than 2” from the
fitting on the upper part of the №.8 frame – refer to the Fig. 401. Do not remove the sleeve (6).
Remove polyethylene (2) so as to expose the wire conductor (3) gripped by the chuck jaws.
Slide P/N 50ARM300-250 tool onto the wire and press the release tube firmly into the nozzle
aperture. By this action the chuck jaws are tripped, thereby releasing the grip on the wire.
Remove the wire.
(3) Unscrew the sleeve (6) and the elbow (5) from insulator (3) – refer to the Fig. 408 on the upper
part of the frame № 21. Remove the wire according to step (2).
(4) Fix the wire to the insulator (3) on the upper part of the frame № 21 as follows.
Fit end of the wire (26) by means of the P/N 50ARM300-250 tool as follows.
Insert wire into P/N 50ARM300-250 tool until it bottoms in the counter bore refer to the
Fig. 402. Hold wire in one hand. Place thin knife blade with other hand into slot of the
P/N 50ARM300-250 tool. Apply pressure on knife blade and rotate a complete revolution
around the wire to partially sever the insulation at 7/ 16” point – refer to the Fig. 403.
The P/N 50ARM300-250 tool is so designed as to prevent the knife blade from making contact
with the conductor. This is important, since radial nicking of the conductor may cause early
EFFECTIVITY
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failure of the wire. Hold wire in one hand and with pliers grip and twist end of insulation, finally
removing end of insulation. The exposed conductor must be 7/ 16”, with no nicks or scratches.
FIG. 401 REMOVAL OF THE WIRE FROM INSULANT

(1) P/N 50ARM300-250 Tool Wire Release, (2) Insulation, (3) Wire, (4) Insulator body
FIG. 402
FIG. 403
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Using a file, carefully remove all burrs and sharp edges from the end of the conductor to permit
easy entry into the chuck jaws. Run the wire through the elbow (5) and the sleeve (6). Thrust
the wire end firmly and quickly into the fitting through the hole as far as it will go. This will
permit the chuck to engage the bared end of the wire – refer to the Fig. 404.
FIG. 404
To ensure firm seating of wire, give sharp tug. When wire is properly installed, the end of the
insulation should pass into counter bore of chuck housing – refer to the Fig. 405.
FIG. 405
Make sure that the entire 7/ 16” length of bare conductor is firmly secured by jaws. Fill the
threaded cavity with sealing putty e.g. Teroson Terostat MS 930. Fill the elbow (5) and sleeve
(6) as well. Screw the elbow (5) and the sleeve (6) into the insulator body. Screw by finger tight,
do not use pliers. To improve finger pressure on sleeve a small piece of the emery cloth
between fingers and sleeve is permitted.
(5) Run the antenna wire (26) through the lug of the turnbuckle (7) – refer to the Fig. 406.
(6) Cut the wire to approximate length, allowing a few extra inches for later trimming to exact
length. Straighten the wire carefully to eliminate all kinks.
(7) Fix the wire to insulator (4) on the upper part of the frame № 8 according to step (4).
(8) Tighten the antenna wire for a tension 70 - 100 N by means the turnbuckle (7). Measure the
tension by B971051N (L410.9712) or equivalent.
(9) Remove the stairs.
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FIG. 406 HF ANTENNA TURNBUCKLE, DETAIL I. OF FIGURE 1

(7) Turnbuckle, (8) Attachment, (23) Fork turnbuckle, (25) Tension cable,
(26) Cable – HF antenna.
FIG.407 P/N 50ARM300-250 TOOL FOR STRIPPING OF INSULATION OF THE ANTENNA WIRE
EFFECTIVITY
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FIG. 408 INSULANT ON THE No. 21 FRAME

(3) Insulant, (5) Elbow, (6) Sleeve
FIG.409 INSULANT ON THE No. 8 FRAME

(4) Insulant, (6) Sleeve
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VHF COMMUNICATION
1. General
The Very High Frequency (VHF) Communication (VHF COM) system is used for voice communication
between aircraft and/or aircraft and a ground station. The aircraft is equipped with two VHF transceivers.
The transceivers are located on the rear control panel. Connected to the transceivers are power and
control wires and coaxial cables from antennas.
The LH VHF I transceiver antenna is located up on the fuselage between frames No.7 and 8. The RH
VHF II transceiver antenna is located down on the fuselage between frames no.6 and 7. The installation
also includes a circuit-breaker and a fuse through the power is supplied to the transceiver and a rocker-
type switch on the control wheel by means of which the transceiver is switched to the transition mode.
The VHF I and INTERCOM I are fed directly from the storage battery if connected to on external power
source. It is prevent from being damage if the external source characteristics are not suitable.
1. Circuit breaker VHF I, II AZRGK 10 2 Overhead panel

2. VHF transceiver LUN 3524.13 2 Rear control panel
3. Antenna 5 QK 40501 1 Up between frames No. 7 and 8
(to serial No.2005)
5 QK 40516 1 Down between frames No. 6 and 7
(from serial No.2006)
4. Fuse 4 CSN 354733F 2 Fuse panel

(1500)
3. Operation
The transceiver is put into readiness for operation by switching the switches BATTERY I, II circuit breakers
VHF I, II and INTERCOM I, II circuit-breakers on the overhead panel.
To turn on, rotate the OFF, PULL TEST knob clockwise. This knob serves moreover to set the listening
level (rotating the knob left and right) and for audio test (pull out position of the volume control knob).
Audio for headphones is selected by COM 1 and COM 2 push-buttons PHONE or for 2 loudspeakers
placed near overhead control panel by push-button SPEAKER. The rotary switch on the right side of the
audio selector box selects the desired transmitter which will be use for the transmission (position 1 or 2).
The transceivers work permanently in a reception mode. The transmission mode is turned on by pressing
the INT.-VHF switch on the control wheel on the sinusoid-marked side. A light “T” will appear between the
“USE” and “STBY” displays on the transceiver in transmission mode. Under normal operating conditions the
reception and transmission modes are independent for both pilots.
EFFECTIVITY
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FIG. 1001 VHF COMMUNICATION, PASSENGER ADDRESS AND INTERCOM SYSTEMS -

SCHEMATIC
EFFECTIVITY
023.12.00
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VHF COMMUNICATION
SERVICING
1. Check of the LUN 3524.13 transceiver operation


Routine
E. Procedures
(1) Perform operation check according to work procedure 023.40.00.A – Check of intercom
operation.
2. Measurement of resistance of VHF transceiver antenna cable

A. Fixture, Test and Support Equipment PU 500 measuring instrument – resistance meter
B. Materials Emery paper No.400

C1005/0080 Varnish red colour
C. Tools Screwdriver No.713 6,5x130

Screwdriver special-purpose L410.9141-05
Hydraulic raising platform

Periodical
E. Procedures
(1) Remove the LH and RH side covers of the control panel unscrewed 12 special screws by
means of a screwdriver No. 713-6.5x130.
(2) Tilt upholstery panels between frames No.7 and No.12 on the passenger cabin ceiling by
means of an L 410.9141-05 special prepare screwdriver.
(3) Provide a hydraulic raising platform and remove the laminated-plastic antenna cover located on
the top of the fin having unscrew 24 screw by means of a screwdriver No. 713-6.5x130.
(4) Check whether all the circuit-breakers and switches on the overhead panel are switche off.
(5) Measurement of VHF transceiver antenna-cable resistance:
• open-circuit measurment: the measured value musr equal to R=∞ Ω (Ohms)
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023.12.00
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• short-circuit measurement: the measured value must equal to R=0 Ω (Ohms)

(6) Disconnect the cables from the transceiver and from the antenna located between frames No.7
and 8, as well as from the antenna located on the fin.
(7) Measure the open-circuit resistance of the antenna cable between the pin and the body of the
transceiver with resistance meter and check antenna value measured according to para 5.
(8) Short circuit the pin with the antenna connector body – see measure the short-circuit resistance
of the antenna cable between the pin and the transceiver connector body with resistance meter
of the range “1 Ω” and check antenna value measured according to para 5.
(9) Connect the cables to the transceiver to antenna located between frames No.7 and 8, and to
the antenna located on the fin, trighten and secure the connectors.
(10) Reinstall the antenna cover on the top of the fin and fasten it with 24 screws by means of a flat
screwdriver (e.g. No. 713-6.5 x 130). Clean the ground (earthing) points by means of emery
paper No.400 until metallic shine is obtained, and cover with C1005/0080 red varnish.
Remove the hydraulic raising platform.
(11) Close the upholstery panels between frames No.7 and 12 on the passenger cabin ceiling and
fix them using a special-purpose L410 9141-05 screwdriver.
(12) Reinstall the LH and RH side covers of the control panel and fasten by means of 12 special
screws using a screwdriver No.713-6.5x130.
EFFECTIVITY
023.12.00
Apr 15/15
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VHF COMMUNICATION
1. General
The Very High Frequency (VHF) Communication (VHF COM) system is used for voice
communication between aircraft and/or aircraft and a ground station. The aircraft is equipped
with two VHF transceivers (KY 196 A and KX 165 A).
A navigation system forms part of KX 165 A transceiver. The transceivers are located on the
rear control panel. Connected to the transceivers are power and control wires and coaxial
cables from antennas. The LH VHF I transceiver antenna is located up on the fuselage
between frames No.7 and 8. The RH VHF II transceiver antenna is located down on the
fuselage between frames no.6 and 7. The installation also includes a circuit-breaker and a fuse
through the power is supplied to the transceiver and a rocker-type switch on the control wheel
by means of which the transceiver is switched to the transition mode. The VHF I and
INTERCOM I are fed directly from the storage battery if connected to on external power
source. It is prevent from being damage if the external source characteristics are not suitable.
1. Circuit breaker AZRGK 10 1+1 Overhead panel

VHF I / NAV I
and VHF II
2. VHF transceiver KY 196 A 1 Rear control panel
KY 165 A 1
3. Antenna 5 QK 40516 1 Up between frames No. 7 and 8
1 Down between frames No. 6 and 7
NOTE: Description and operation KX 165A transceiver – see chapter 034
3. Operation
The transceiver is put into readiness for operation by switching the switches BATTERY I, II, VHF II,
VHF I / NAV I and INTERCOM I, II circuit-breakers on the overhead panel. To turn on, rotate the OFF,
PULL TEST knob clockwise. This knob serves moreover to set the listening level (rotating the knob left
and right) and for audio test (pull out position of the volume control knob).Audio for headphones is
selected by COM 1 and COM 2 push-buttons PHONE or for 2 loudspeakers placed near overhead control
panel by push-button SPEAKER. The rotary switch on the right side of the audio selector box selects the
desired transmitter which will be use for the transmission (position 1 or 2). The transceivers work
permanently in a reception mode. The transmission mode is turned on by pressing the INT.-VHF switch on
the control wheel on the sinusoid-marked side. A light “T” will appear between the “USE” and “STBY”
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displays on the transceiver in transmission mode. Under normal operating conditions the reception and
transmission modes are independent for both pilots.
FIG. 2001 BLOCK DIAGRAM VHF COMMUNICATION PASSENGER ADDRESS
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VHF COMMUNICATION
1. General
The Very High Frequency (VHF) Communication (VHF COM) system is used for voice communication
between aircraft and/or aircraft and a ground station.
The aircraft is equipped with two VHF transceivers (KY 196 A and KX 165 A).
A navigation system forms part of KX 165 A transceiver. The transceivers are located on the rear control
panel. Connected to the transceivers are power and control wires and coaxial cables from antennas.
The LH VHF I transceiver antenna is located up on the fuselage between frames No.7 and 8. The RH
VHF II transceiver antenna is located down on the fuselage between frames no.6 and 7. The installation
also includes a circuit-breaker and a fuse through the power is supplied to the transceiver and a rocker-
type switch on the control wheel by means of which the transceiver is switched to the transition mode.
The VHF I and INTERCOM or INTERCOM I are fed directly from the storage battery if connected to on
external power source. It is prevent from being damage if the external source characteristics are not
suitable.
1. Circuit breaker AZRGK 10 1+1 Overhead panel

VHF I / NAV I
and VHF II
2. VHF transceiver KY 196 A 1 Rear control panel
KX 165 A 1
3. Antenna 1 Up between frames No. 7 and 8
5 QK 40516
1 Down between frames No. 6 and 7
NOTE: Description and operation KX 165A transceiver – see chapter 034
3. Operation
The transceiver is put into readiness for operation by switching the switches BATTERY I, II circuit
breakers VHF I / NAV I, VHF II and INTERCOM or INTERCOM I, II circuit-breakers on the overhead
panel.
To turn on, rotate the OFF, PULL TEST knob clockwise.
This knob serves moreover to set the listening level (rotating the knob left and right) and for audio test
(pull out position of the volume control knob).
Audio for headphones is selected by COM 1 and COM 2 push-buttons PHONE or for 2 loudspeakers
placed near overhead control panel by push-button SPEAKER. The rotary switch on the right side of the
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audio selector box selects the desired transmitter which will be use for the transmission
(position 1 or 2). The transceivers work permanently in a reception mode. The transmission mode is
turned on by pressing the INT.-VHF switch on the control wheel on the sinusoid-marked side. A light “T”
will appear between the “USE” and “STBY” displays on the transceiver in transmission mode. Under
normal operating conditions the reception and transmission modes are independent for both pilots.
FIG. 3001 BLOCK DIAGRAM VHF COMMUNICATION PASSENGER ADDRESS (THE VARIANT WITH
ONE CIRCUIT BREAKER INTERCOM)
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FIG. 3002 BLOCK DIAGRAM VHF COMMUNICATION PASSENGER ADDRESS (THE VARIANT WITH
TWO CIRCUIT BREAKERS INTERCOM I, II)
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LUN 3524.13 TRANSCEIVER

1. Purpose
The LUN 3524.13 transceiver is intended for communication with ground station or other aircrafts.
2. Technical data
Technical characteristics of the LUN 3524.13 transceiver are shown in the LUN 3524.13 transceiver
maintenance manual.
3. Operation
The operation of the LUN 3524.13 transceiver is described in detail in LUN 3524.13 transceiver
maintenance manual.
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SERVICING
1. Check of VHF transceiver


Periodical
E. Procedures
(1) Check of external appearance – refer to the work procedure chart 023.12.01.B-1
(2) Check of AVC function – refer to the work procedure chart 023.12.01.B-2
(3) Receiver gain – refer to the work procedure chart 023.12.01.B-3
(4) Receiver sensitivity – refer to the work procedure chart 023.12.01.B-4
(5) Function of squelch – refer to the work procedure chart 023.12.01.B-5
(6) Output performance of the transceiver – refer to the work procedure chart 023.12.01.B-6
(7) Ability of modulation – refer to the work procedure chart 023.12.01.B-7
(8) Distortion of the audio signal – refer to the work procedure chart 023.12.01.B-8
(9) Monitoring – refer to the work procedure chart 023.12.01.B-9
(10) Carrier frequency – refer to the work procedure chart 023.12.01.B-10
2. Check of external appearance

C. Tools Magnifying glass with five-powered enlargement
D. Referenced information 023.12.01.B-1

Periodical
E. Procedures
(1) Workplace must have natural or artificial illumination, in accordance with valid rules for
assembly workshops.
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(2) One must check completeness of all parts of the VHF transceiver, of the surface finish, if
individual parts of the VHF transceiver are not apparently damaged or if they do not bear traces
of damage, caused by assembly or check. Further one must check panel illumination,
inscription make, label make, arrest of commutators and switches.
(3) Carry out a check of completeness and non-damage, see point 2
(4) Put the workplace into initial state.
3. Check of AVC function

A. Fixture, Test and Support Equipment Z 763 Device for VHF transceiver test
G4 017 HF generator
V3-38 LF milivoltmetr
C43 17 Volt-ampere-meter
YE 2T DC current source 0-30V/10A plus
accessories (YE-2T)
S6-5 Frequency-meter

Periodical
E. Procedures
(1) Prepare checking and measuring workplace according to Fig.1301
DC current source Volt-ampere-meter
Device for VHF

Frequency meter
transceiver test
LF millivoltmetr
HF generator LUN 3524.13
FIG. 1301 SCHEME OF TESTING DEVICE

(2) With connecting cord connect the VHF transceiver LUN 3524.13 to the device for testing of
VHF transceiver.
The antenna connector of VHF transceiver LUN 3524.13 connect with HF-coaxial cable to
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HF-outlet of the generator.

Connect frequency meter and LF millivoltmeter to LH outlet clip.
Button “LOAD” switch into “150Ω” position.
Connect power source of DC current into “+28V” clip and a voltmeter parallel to source clips.
(3) Switch on all instruments except the power source of the VHF transceiver and keep them on for
half an hour.
(4) AVC function check

Output voltage may be in range (1.22 + 12.25 )V while input HF-voltage may change in range
(10 + 10000)µV.
(5) Switch “Noise -off” in optional position

Plug in DC current source (28±1)V and after 5 minutes of feeding the VHF transceiver put from
VF generator 127.5 MHz signal level of (20±5) µV modulated by (1000±50) Hz frequency with
modulation depth of (30+5)%. Through volume regulator set receiver amplification to output
voltage of 3.88 V ±10%. Keep changing the input signal in (10+10000) µV range, the output
voltage of the receiver must change in (1.22+12.25)V range.
(6) Put the measuring workplace into initial state
NOTE: Do not carry out if further measurement according to point 23.12.01.B-3 shall
immediately follow.
4. Receiver gain
G4 107 HF generator
accessories for exangle

Periodical
E. Procedures
(1) Prepare checking and measuring workplace according to work procedure chart 23.12.01.B-2
para 1, 2, 3.
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NOTE: Do not carry out if it follows immediately after measurement of 23.12.01.B-2 work
procedure chart.
(2) Check of receiver gain

On input signal level of (20±5)µV there must be the low-frequency voltage in receiver output
greater than 3.88 V.
(3) Switch “Noise -off” in optional position

Plug in DC current source (28±1)V (feeding the VHF transceiver) through volume regulator set
the LF volume to the maximum. On input HF-signal of 20µV modulated by 1 kHz frequency with
(30+5)% modulation depth there must be a voltage greater than 3.88V on receiver output.
Measure on frequencies 118.00 MHz, 127.500 MHz and 135.975 MHz.
immediately follow.
5. Receiver sensitivity
G4 107 HF generator
V3 38 LF milivoltmetr
accessories

Periodical
E. Procedures
para 1, 2, 3.
procedure chart.
(2) Check of receiver sensitivity

On input signal level of 5 µV there must be output voltage with signal 2x greater at minimum
than the output voltage without signal.
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(3) Set the volume regulator to maximum. Plug in DC current source (28+1)V (transceiver feeding).
The switch “Noise -off” in Noise position. On receiver input put in from HF generator a signal
modulated by (1000±50)Hz frequency with modulation depth of (30+5)% and of (5-0.5)µV level.
Record the output voltage.
Switch off the modulation and record the output voltage. The ratio of added output voltage with
modulation and without modulation to voltage without modulation must be greater than 2:
U mod + Unoise
≥2
Unoise
Measure at 118.000 MHz, 127.500 MHz, 135.975 MHz frequencies.
NOTE: Output voltage of the receiver must be in (1.84+7.75)V range.
immediately follow.
6. Function of squelch
G4 107 HF generator
G3 34 LF generator
accessories

Periodical
E. Procedures
para 1, 2, 3.
procedure chart.
(2) Action of squelch

Squelch must operate within (4+8)µV range.
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(3) Plug in DC current source (28±1)V (transceiver feeding), the switch “Noise-off” on transceiver
panel set to OFF position.
Set the VOLUME regulator to maximum. On receiver input put in a HF signal 127.5 MHz,
modulated by (1000±50) Hz frequency with modulation depth of (30+5)%. The output voltage
must not turn out under input HF signal lower than 4µV. Increase the input HF signal to 8µV
level, the output voltage must appear on the receiver output by a jump. Make the measurement
at 118.000 MHz and 135.975 MHz frequencies.
(4) Put the measuring workplace into initial state.
NOTE: Switch off all instruments from the mains and the transceivers from DC current source.
7. Output performance of the transceiver

A. Fixture, Test and Support Equipment ITM 5 Modulation depth meter
Z 763 Device for VHF transceiver test
G3 34 LF generator
S6 5 Distortion meter 2pcs
Ch 3-54 Frequency meter
accessories

Periodical
E. Procedures
(1) Prepare checking and measuring workplace according to scheme – see Fig.1302
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DC current source Volt-ampere-meter
Distortion meter
Device for VHF
Frequency meter transceiver test LF millivoltmetr
LUN 3524.13 Modulation Distortion

depth meter
Frequency meter
FIG. 1302 SCHEME OF CHECKING –MEASURING SET
(2) To clips of device for transceiver test connect LF generator.

Disconnect high-frequency coaxial cable from HF generator and connect in to modulation depth
meter instrument. To antenna current meter connect distortion and frequency meter.
(3) Plug in all instruments but transceiver power source and keep them on for half an hour.
(4) Check of output performance of the transceiver.
(5) Transmitter output power must be 16W (that is 0.565 A at 50Ω) at the minimum.
(6) According to work procedure chart 23.12.01.B-6, para. 1, 2

Plug in DC current source (28±1)V (transceiver feeding) on frequencies 118.000 MHz,
127.500 MHz and 135.975 MHz without transmitter modulation measure the output power that
must be 16W at the minimum (minimum 0.565 A and 50 Ω). The button on device for
transceiver test must be in “pushed” position.
NOTE: Maximum transmitting time 2 min. reception time 18 minutes (transmission –

reception change ratio 9:1).
(7) Put the measuring workplace into the initial state.
NOTE: Do not carry out if further measurement according to work procedure chart
23.12.01.B-7 shall follow immediately.
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8. Ability of modulation
G3 34 LF generator
accessories (YE-2T)

Periodical
E. Procedures
para 1, 2.
procedure chart.
(2) Transmitter ability of modulation

The transmitter must be able of 85% depth of modulation by input voltage up to 250mV.
(3) Plug in DC current source (28±1)V (transceiver feeding), push the button on the testing device
for transceiver test to “TRANSMISSION” position. Through modulation voltage of maximum
range 250mV (from generator connected to the clip) and of 1 kHz frequency from LF generator
must be reached modulation depth of minimum 85% on 127.500 MHz frequency.

(4) Put the measuring workplace into the initial state.
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9. Distorting of audio signal

A. Fixture, Test and Support Equipment Z 763Device for transceiver test
ITM 5 Modulation depth meter
G3 34 LF generator
S6 5 Distortion meter
accessories (YE-2T)

Periodical
E. Procedures
para.1, 2.
procedure chart.
(2) Check the distortion of the audio signal

Distortion and noise level of demodulated transmitter audio signal must not exceed 25%, under
1 V input signal the distortion must not be greater than 35%.
(3) According to work procedure chart 23.12.01.B-6, para. 1, 2
(4) Measure at 127.500 MHz frequency. Plug in DC power source (20±1)V (transceiver feeding).
Push the button TRANSMISSION on the test device board. Modulate the transmitter through
1 kHz frequency up to modulation depth (85±3)% and record the needed level of modulation
voltage. Measure the distortion after the demodulation of transmitter output voltage.
Then modulate the transmitter through 350 Hz ±10% and 2500 Hz ±10% with LF signal input
level equaling that of 1 kHz frequency modulation and after demodulation measure the
distortion. It may not be greater than 25%. Repeat the measurement at (1±0.1)V modulation
signal level. At this signal level the distortion may not be greater than 35%.

(5) Put the measuring workplace into the initial state
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10. Monitoring
G3 34 LF generator
accessories (YE-2T)
S6 5 Distortion meter

Periodical
E. Procedures
para.1, 2
procedure chart.
(2) Check of monitoring

At modulation signal frequency varying from 350 Hz ±10% to 2500 Hz ±10% the output voltage
must vary in (1.94+12.25)V band. The minimum output must be 25mV on resistance 150Ω
(Ohms) at modulation frequency 1 kHz and modulation depth (85±5)% (output 25mV on
resistance 150Ω corresponds to 1.94 V voltage). Send to repair factory if the technical
requirements are not met.
(3) According to work procedure chart 23.12.01.B-6, para. 1, 2.
(4) Measure at 127.500 MHz frequency, volume regulator on the maximum. Plug on DC power
source +28 V (transceiver feeding). Push the button TRASMISSION on testing device board.
Modulate the transmitter through 1kHz frequency with modulation depth of 85%. The output
voltage corresponding to minimum output of 25 mW must be greater than 1.94 V on resistance
150Ω (Ohms). At modulation frequency varying from 350 Hz to 2500 Hz the output voltage
must be in (1.94+12.25)V band.

(5) Put the measuring workplace into the initial state
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11. Check carrier frequency

A. Fixture, Test and Support Equipment Ch3 54 Frequency meter
accessories (YE-2T)

Periodical
E. Procedures
para.1, 2
procedure chart.
(2) Check of carrier frequency

-5
Frequency deviation from the chosen channel may not be greater than 2.5x10 .
According to work procedure chart 23.12.01.B-6, para. 1, 2.
Plug in DC power source (28±1)V (transceiver feeding). Push the button TRASMISSION on
testing device board. Put the transmitter in action without modulation on frequencies
118.00 MHz, 127.500 MHz and 135.975 MHz. Measure the frequency deviation from the
-5
frequency of chosen channel that shall not be greater than 2.5x10 of the measured channel.
Note: Maximum transmitting time 2 min. reception time 18 minutes (transmission –

(3) Put the measuring workplace into the initial state. Cut off all instruments, the transceiver and
DC power source.
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12. Check the correct connection of the aerial cables to the station
A. Fixture, Test and Support Equipment No.697 6x120 screwdriver

Periodical
E. Procedures
(1) Remove the left pilot’s seat (see section 025)
(2) Disassemble the left side coverings of the rear control panel by screwing off 12 special screws
by means of a screwdriver No.697-6x120.
(3) Check the correct connection of the aerial cables to the station.
(4) Set on the left side coverings of the rear central panel by screwing off 12 special screw by
means of a screwdriver No. 697-6x120.
(5) Set back the left side of the cockpit and the left pilot’s seat (see section 025).
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1. Removal and installation of the transceiver LUN 3524.13

B. Materials Binding wire Ø 0.8mm
C. Tools Screwdriver No.713 6.5x130

Periodical
E. Procedures
(1) Disassemble the left and the right side coverings of the rear control panel by screwing off
12 special screws by means of screwdriver No. 713 6.5x130.
(2) Check if all circuit breakers have been switched off at the overhead panel
(3) Disconnect the 2 cabling sockets
(4) Dismount the 2 pcs of transceivers by screwing off 8 screws by means of a screwdriver
No.713 6.5x130 and draw them upwards.
(5) Give the transceivers over to the laboratory
(6) After having the transceivers back from the laboratory carry out their installation.
(7) Set on the transceivers on the panel of the rear control panel and fix them by 8 screws by
means of screwdriver No.713 6.5x130.
(8) Connect the cabling sockets and secure them by binding wire against loosening
(9) Set on the left and right side coverings of the rear central panel by screwing in of 12 pcs special
screws by means of a screwdriver No.713 6.5x130.
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KY 196A TRANSCEIVER
1. Purpose
The KY 196A transceiver is intended for communication with ground stations or other aircrafts.
2. Technical data
Technical characteristics of the KY 196A transceiver are shown in the KY 196 A transceiver
maintenance manual
3. Operation
The operation of the KY 196A transceiver is described in detail in the KY 196 A transceiver maintenance
manual.
FIG. 2001 KY 196 A TRANSCEIVER

1– ON/OFF Volume Control Knob with detent “off” position (for audio test pull the volume
control knob “cut”).
2– Concentric frequency selector knobs (the outer larger knob changes the MHz portion of
the frequency, the smaller inner knob causes changes of the kHz portion in 50 kHz steps
when pushed “in” and 25 kHz when pulled “out”).
3– The transfer button to activate the new frequency (by pressing the transfer button the
frequency in the “STBY” window change with the frequency in the “USE” window and this
new frequency tunes the radio for operation).
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KY 196A TRANSCEIVER
1. Purpose
The KY 196A transceiver is intended for communication with ground stations or other aircrafts.
2. Technical data
Technical characteristics of the KY 196A transceiver are shown in the KY 196 A transceiver
maintenance manual
3. Operation
The operation of the KY 196A transceiver is described in detail in the KY 196 A transceiver maintenance
manual.
FIG. 3001 KY 196A TRANSCEIVER

1– ON/OFF Volume Control Knob with detent “off” position (for audio test pull the volume
control knob “cut”).
2– Concentric frequency selector knobs (the outer larger knob changes the MHz portion of
the frequency, the smaller inner knob causes changes of the kHz portion in 50 kHz steps
when pushed “in” and 25 kHz when pulled “out”).
3– The transfer button to activate the new frequency (by pressing the transfer button the
frequency in the “STBY” window change with the frequency in the “USE” window and this
new frequency tunes the radio for operation).
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5 QK 405 16 OR CI 268-5 ANTENNA

1. Purpose
The 5 QK 405 16 and/or CI 268-5 antenna is intended for the installation in aircrafts.
2. Technical data
Basic technical data of the 5 QK 405 16 Antenna:
Frequency range 100 - 150 MHz
Impedance RF 50 Ω (Ohms)
Basic technical data of the CI 268-5 Antenna:

Impedance RF 50 Ω (Ohms)
3. Description
Description of the 5 QK 405 16 Antenna:
The antenna consists of a rod-type horizontal emitter and a basic vertical emitter. The two emitters are
separated by an insulating element. Power is supplied by means of a coaxial connector situated on the
mounting surface of the antenna.
The hollow space inside the antenna houses a compensating circuit controlling the inherent impedance
of the antenna.
The compensating circuit consists of an inductance (a short length of a coaxial short-circuited line), a certain
length of radio frequency coaxial cable and a mechanical support.
The horizontal emitter is galvanically connected with the airframe.
Description of the CI 268-5 Antenna:

The antenna consists of super-tough nickel plated aluminium base plate with integral Nitrile O-ring and
with a built-in notch filter, that allows installation in close proximity to GPS antennas without co-sight
interference.
4. Operation
The antenna transmits (receives) mostly vertically polarized electromagnetic energy in frequency bands
from 100 to 150 MHz - valid for the 5 QK 405 16 Antenna and/or 118 to 137 MHz - valid for
the CI 268-5 Antenna. It is adapted for a connection to a coaxial cable with impedance of 50 Ω (Ohms).
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SERVICING
1. Inspection of the antenna

A. Fixture, Test and Support Equipment Steps (e.g. B097343N)

Periodical
E. Procedures
(1) Place the steps (e.g. B097343N) to the aircraft.
(2) Check the antenna. The following defects are not permitted:
bent horizontal emitter, damaged insulating element, loosened antenna or insulating element.
2. Check of the correct connection of the cable to the antenna

C. Tools L 410.9141-05 screwdriver

Periodical
E. Procedures
(1) Using the L 410.9141-05 screwdriver, open the ceiling upholstery in the passenger cabin between
frames No. 7 and 12.
(2) Remove the left pilot’s seat (refer to the Chapter 025) and floor panels on the left side of the
cockpit.
(3) Check whether the cable connectors at the antenna are properly connected, tightened and locked.
(4) Reset the ceiling upholstery panels in the passenger cabin between frames No. 7 and 12 and lock
them with the L 410.9141-05 screwdriver.
(5) Set back the floor panels on the left side of the cockpit and the left pilot’s seat
(refer to the Chapter 025).
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3. Inspection of the antenna

B961765N Assembly bogie or equivalent

Periodical
E. Procedures
(1) Place the steps (e.g. B097343N) and B961765N assembly bogie (or equivalent) to the aircraft
(2) Inspection of the bottom and upper communication antenna.

The following defects are not permitted:
• bent horizontal emitter
• damaged insulating element
• loosened antenna or insulating element
(3) By using the steps (e.g. B097343N) go up on top side of the fuselage and check the upper
antenna. Make sure that none of the defects listed in step (2) are present.
(4) By using the B961765N assembly bogie check the bottom antenna. Make sure that none of the
defects listed in step (2) are present.
(5) Remove the steps and assembly bogie.
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1. Removal and installation of the communication antenna

E. Procedures
(1) Antenna removal
(a) Remove the ceiling upholstery panels between frames No. 7 and 12.
(b) Remove the left pilot’s seat (refer to the Chapter 025) and floor panels on the left side of
the cockpit.
(c) Disconnect the coaxial cable from the antenna.
(d) Unscrew the screws attaching the antenna.
(e) Remove the antenna.
(2) Antenna installation
(a) Apply LUKOPREN compound to the seating of the antenna. Fasten the antenna to the
aircraft. Tighten the screws thoroughly. Repair the damaged painting around the antenna.
(b) The antenna must be perfectly electrically bonded to the aircraft skin by means of the
fastening screws.
NOTE: The maximum permissible transition resistance between the antenna and the
fuselage is 600 µΩ (micro Ohms).
(c) Connect the coaxial cable from the transceiver to the antenna outlet.
(d) Attach the upholstery panels.
(e) Set back the floor panels on the left side of the cockpit and the left pilot’s seat.
(refer to the Chapter 025).
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5 QK 405 01 ANTENNA
1. Purpose
The 5 QK 405 01 antenna is intended for the installation in aircrafts.
2. Technical data
Impedance 50 Ω (Ohm)
3. Description
The antenna consists of a rod-type horizontal emitter and a basic vertical emitter. The two emitters are
separated by an insulating element. Power is supplied by means of a coaxial connector situated on the
mounting surface of the antenna.
The hollow space inside the antenna houses a compensating circuit controlling the inherent impedance
of the antenna.
The compensating circuit consists of an inductance (a short length of a coaxial short-circuited line), a certain
length of radio frequency coaxial cable and a mechanical support.
The horizontal emitter is galvanically connected with the airframe. The passive element is situated
behind the antenna which modulates characteristics of antenna.
4. Operation
The antenna transmits (receives) mostly vertically polarized electromagnetic energy in frequency bands
from 100 to 150 MHz. It is adapted for a connection to a coaxial cable with an impedance of 50 Ω (Ohm)
EFFECTIVITY
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5 QK 405 01 ANTENNA
SERVICING
1. Inspection of the 5 QK 405 01 antenna


C1005/0080 Varnish red colour
C. Tools Screwdriver No.697 6x120

Hydraulic raising platform

Periodical
E. Procedures
(1) Put the hydraulic raising platform to the fin
(2) Remove the laminated-plastic antenna cover located on the top of the fin unscrewing 24 screw
by means of a screwdriver No. 697-6x120.
(3) Remove the blind flange in the antenna unscrewing 2 screw by means of a screwdriver No.
697-6x120.
(4) Check the antenna 5 QK 405 01. The following defects are not permitted:
loosen screws, cracked and split insulating element or its loosen, loosen Z-V bond.
(5) Check the antenna and make sure that none of the defects listed in para. 4 are present.
NOTE: Check tightened the Z-V bond using hand run in the hollow by the antenna.
(6) Reinstall the blind flange to hollow, laminated-plastic antenna cover screwing 24 screws by
means of a screwdriver No. 697-6x120. Clean the earthing bond with emery paper No.400 and
for screwing and tightening screws painted with C1005/0080 varnish red colour.
(7) Remove the hydraulic raising platform
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5 QK 405 01 ANTENNA
1. Removal and installation of the 5 QK 405 01 antenna

C. Tools Spanners and screwdrivers of appropriate size from

the tool kit
E. Procedures
(1) Antenna removal
(a) Remove the laminated-plastic antenna cover unscrewing 24 screw by means of a

screwdriver No. 697-6x120.
(b) Unscrew the eight screws attaching the antenna and throw the antenna up
(c) Disconnect the coaxial cable from the antenna.
(2) Antenna installation
(a) Clean the surface under the screws of the antenna.
(b) Connect the coaxial connector to the antenna
(c) Screw down the antenna with 8 screws.
(d) Set up the laminated-plastic antenna cover. Screw down the cover periphery with the
screws.
NOTE: The maximum permissible transition resistance between the antenna and the
fuselage is 600 µΩ (Ohm).
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EFFECTIVITY
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PASSENGER ADDRESS AND ENTERTAINMENT

1. General
The passenger address system forms part of the intercommunication system and it’s description and
operation is shown in section 023.40.00.
The entertainment system can be optionally installed on the aircraft:
• PXE 7300 In-Flight Entertainment System (if installed) (refer to 023.31.00)
• FD 932DVD-LP In-flight Entertainment System (if installed) (refer to 023.32.00)
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PXE 7300 IN-FLIGHT ENTERTAINMENT SYSTEM (if installed)

1. General
The High-Fidelity Stereo In-Flight Entertainment System with MP3/CD Player and FM/AM Radio
Receiver PXE 7300 can be optionally on the airplane. The unit with control elements is located on
the RH instrument panel. It also contains a high-fidelity stereo amplifier to provide the entertainment
output to the aircraft audio system. Switching of the entertainment output is performed with COM4
and PA knobs on the audio control box located on the rear control panel. An 8-digit LED display of
the PXE 7300 unit provides information about the systems modes and media in use.
The display is automatically adjusted for ambient light conditions by a photocell.
The PXE 7300 can save up to nine AM and nine FM frequencies for future recall. Frequencies can
be tuned in the AM range 530 - 1710 kHz per 10 kHz steps and in the FM range 87.7 - 107.9 MHz
per 200 kHz steps. The included passive AM/FM antenna is optimized for FM radio performance.
Therefore, when used for AM reception, the operator may only receive the most powerful 3 to 5 AM
stations. For optimum performance, the external FM/AM antenna is installed.
1 CD/MP3 player PXE 7300 1 RH instrument panel

2 Circuit breaker IFE AZRGK 5 1 overhead panel
3 Fuse F/4.0A 1500A EN60127-2 1 fuse panel
4 Fuse F/2.0A 1500A EN60127-2 1 fuse panel
5 Over-switch 1TL1-1 1 Rear control panel
6 Amplifier 17001-28v 1 frame 5a
7 Antenna - 1 cockpit
8 Relay TKE 52 PODGB 2 between frames 6 and 7
3. Description
The PXE7300 System is a single panel mounted unit that contains a CD player with MP3 media
capability and an AM/FM radio receiver. It also contains a high-fidelity stereo amplifier to provide the
entertainment output to the aircraft audio system.
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4. Operation
Operation and using in flight are described in Flight Manual.
FIG. 1 PXE 7300 - FRONT CONTROL PANEL
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PXE 7300 IN-FLIGHT ENTERTAINMENT SYSTEM (if installed)

SERVICING
1. Check of PXE 7300 IFE system (if installed)

E. Procedures
(1) Insert disc, and verify that the player accepts the disk with about 1/2 of the diameter in the unit.
The player should pull the disk smoothly and drop into place.
(2) The player will begin to play, automatically about 20 seconds (after reading the disc).
(3) If the unit is in disc mode, with CD inside at power-up, it will play (after reading the disc).
(4) Verify that all Disc modes operate.
(5) Push the “Eject” button and verify that the disc is ejected within about 10 seconds.
(6) Verify radio operation on AM and FM
(7) Verify that aux. Audio is presented to the output (if connected).
(8) Evaluate the audio interface to be certain that the IFE audio is muted during intercom and radio
communication.
(a) If muting override is provided, evaluate the switch location and verify operation.
(b) Evaluate the audio performance
(c) Evaluate the audio level to verify that the music is adequate under flight conditions.
(d) Evaluate the muting system to demonstrate that the music will be adequately muted if
desired, by radio and intercom.
(e) Evaluate the muting override control if equipped.
(9) Evaluate failure remediation from crewmember location
(a) Turn unit off
(b) Locate and pull unit circuit breaker
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(c) With the disc playing, with minimum volume, listen to the following audio sources (as
equipped), adjusted to normal listening level:
• Comm 1, comm. 2, comm. 3, HF
• Nav 1, Nav 2
• ADF (1 and 2)
• DME (1 and 2)
• Marker
• Any other audio sources
(10) Select FM Mode, and repeat step 6, listening for interference on the aircraft audio sources. Pay
particular attention to the frequencies listed in table.
FM COM
107.3 118.000
107.5 118.200
107.7 118.400
107.9 118.600
FM/COM Cross Reference
(11) Select AM Mode, and repeat step 6, listening for interference on the aircraft audio sources.
(12) Select COM 1 for transmit. Tune COM 1 to 118.00, and the PXE7300 to 107.3 MHz. Transmit a
test count and evaluate the unit display and audio output for inconsistencies
(13) Repeat step 10 for COM 2, and other transmitters.
(a) Tune Nav 1 to local station and perform a standard VOT test in accordance with
14 CRF 91.171.
(b) Note the indicated VOR bearing on both systems.
(c) Turn the PXE7300 on and off, and observe any change in the VOR indication that could be
attributed to the PXE7300.
NOTE: For more detail information than is mentioned in this supplement see PXE 7300
IFE System Operation Manual P/N 200-973-0005 · Rev. 9 - April 2006 or later
applicable version.
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FD932DVD-LP IN-FLIGHT ENTERTAINMENT SYSTEM (if installed)

1. General
The High-Fidelity Stereo In-Flight Entertainment System with DVD/CD/MP3 Player FD932DVD-LP (28V)
or FD932DVD-LP-2 and 32” widescreen LCD FD 320CV is installed in the airplane. The DVD/CD/MP3
Player with control elements is located on the RH instrument panel and the FD320CV widescreen LCD
th
is installed on the 7 bulkhead in the passenger cabin. The system also contains a high-fidelity stereo
amplifier to provide the entertainment output to the aircraft audio system and to 19 passenger’s
headphones connection places with the individual volume control.
1 IFE Circuit breakers AZRGK 5 2 Overhead panel

DVD
LCD
2 Circuit breaker KLIXON 7274-2-1 1 Circuit breakers panel
3 DVD/CD/MP3 Player FD 932 DVD-LP 1 Right instrument panel
or FD 932 DVD-LP-2
4 Flight display system FD 320 CV 1 Between frames 7 and 8
(95213211)
5 Amplifier NAT MODEL 240 1 Between frames 6 and 7, right
(95219610)
6 Video amplifier DAPS321 1 Between frames 5 and 6, right
(95219627)
7 Switch 1TL1-1 1 Rear control panel
8 Relay B 073 576 N 2 Between frames 6 and 7, RH
9 Power filter -- 1 Between frames 4 and 5, behind
instrument panel
10 Socket CAN9 ZG 12 In passenger compartment
(91619105)
11 Socket CAN9 VG 12 In passenger compartment
(91619106)
12 Headphones AIR-LAND II (95235111) or 20 In passenger compartment
AS-101 (95235114)
13 Phone stereo jack SCJ-0354-5PU 19 In passenger compartment
(92218206)
14 Potentiometer PC1622NK010 19 In passenger compartment
(90770002)
15 Knob PS1517SS 19 In passenger compartment
(95032286)
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3. Operation
Switching of the entertainment output is performed with COM4 and PA knobs on the audio control boxes
located on the rear control panel. The volume and chosen program can be checked either pilot or co-
pilot depending on the position of the IFE / PILOT OFF CO-PILOT switch located on the rear control
panel through their headphones. An LED display of the DVD/CD/MP3 player provides information about
the systems modes and media in use. The DVD/CD/MP3 player can use the “internal” media source
(DVD or CD) or the external source through inputs on the front panel. The selection of these inputs is
performed by using the MODE button on the front panel or by using the IR remote control. The display is
automatically adjusted for ambient light conditions by a photocell.
The DVD/CD/MP3 player will begin to play automatically when a disc is inserted. Pushing the upper or
bottom part of the VOLUME knob will increase or decrease the volume. It is recommended to set the
VOLUME knob of the FD932DVD-LP or FD932DVD-LP-2 unit to the maximum volume setting for correct
passenger listening. The volume and chosen program can be checked either pilot or co-pilot depending
on the position of the IFE / PILOT OFF CO-PILOT switch located on the rear control panel through
their headphones.
When a new disc is inserted, the display will show “Reading…” for up to 20 seconds, depending on the
media and amount of information contained.
The 19 passenger headphones connection places are located in the aircraft according to the fig. 3.
Operation and using in flight are described in Flight Manual.
CAUTION: ONLY THE HEADPHONES WITH THE IMPEDANCE EQUAL OR MORE 300 Ω CAN
BE CONNECTED INTO THE PASSENGER’S HEADPHONES CONNECTION
PLACES.
FIG. 1 FD932DVD-LP - FRONT CONTROL PANEL
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FIG. 2 FD932DVD-LP-2 - FRONT CONTROL PANEL
FIG. 3 PASSENGER HEADPHONES CONNECTION PLACES

a. Double-seats connection places
b. Single-seats connection places
NOTE: For more detail information than is mentioned in this supplement see:
- FD932DVD-LP (28V) DVD/CD/MP3 Player Installation and Operation Manual, 2006 or later
applicable version.
- FD932DVD-LP-2 Low-ProfileDVD/CD/MP3 Player Installation and Operation Manual, Rev F,
Rev Date 07/19/2011 or later applicable version.
- FD320CV Widescreen LCD Installation and Operation Manual, Rev. A, Jan 2007 or later
applicable version.
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INTERCOMMUNICATION
1. General
The intercommunication system is used for intercommunication of the aircraft crew members.
It allows also connection of the passenger address system.

1. Audio selector box LUN 3591.11 or 2 Rear control panel
LUN 3591.13
2. Connection box LUN 3591.22 2 Adjacent to the overhead panel
or
LUN 3591.23 1 Between frames No.8 and 9 LH (if
installed)
3. Circuit breaker INTERCOM I, II AZRGK 2 2 Overhead panel
4. Circuit breaker PA (if installed) AZRGK 2 1 Overhead panel
5. Microswitch D 701 Left (right) control wheel
- transmitter 2
- intercom 2
6. Headset and microphone M 10-40 or 1 Pilot’s cockpit
GSSh-A-18 or 2
GSSh-A-18E
7. Loudspeaker (if installed) AZR 3908 1 Between frames No. 9 and 10, RH
or ARE 3604 1 Between frames No. 10 and 11, LH
or RU 128E/4, (8) 1 Between frames No. 13 and 14, LH
1 Between frames No. 15 and 16, RH
2 Near control panel
8. Amplifier (if installed) LUN 3513 1 Between frames No.1 and 2, RH
9. Relay (if installed) B 073 576 N 2 frame No.2, RH
1 between frames No.6 and 7
10. Fuse PA 2 CSN 354733F/1500 1 Fuse panel
INTERCOM I 1 Fuse panel
INTERCOM II 1 Fuse panel
11. Relay (if installed) B 076 031 N 1 Between frames No.6 and 7
12. Push button (if installed) 205 K 1 Between frames No.8 and 9
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3. Operation
The system is put into operation by switching on the switches BATTERY I, II, VHF I, II circuit breakers
and INTERCOM I, II in the overhead panel. The transceiver VHF is on the left side, VHF II is on the right
side. The switching on the transceiver is performed by rotating the knob INTERCOM in the transceiver
panel from the left caged position to the right. In the receiving mode audio signal is fed via the audio
selector box, amplifier and connection box to the headphones.
Both of the audio selector box are fed with audio signal parallel and a choice of signals is performed by
VHF I, II switch in the audio selector box.
On customer’s request a connection box located between frames No.8 and 9 on the LH side can be
connected in parallel to the pilot’s connection box to provide for communication between a third member
with the pilot’s.
The transmitting mode is energized by pushing the key switch over on the pilot’s (copilot’s) control wheel
on the sinusoid-marked side. The intercom mode is energized by pushing the key switch over on the
pilot’s (copilot’s) control wheel on the telephone-marked side. The signal from the microphone is fed via
the audio selector boxes to the headphones.
If one of the audio selector boxes fails it is possible to switch over the failed audio selector box to
operating audio selector box by the EMERG switch in the failed box. In such case both parties listen to
common selected audio signals and their microphone circuits are parallel-connected during
transmission.
The intercom functions in a normal way.
The passenger address system is put into operation by switching on the “PA” circuit-breaker on the
overhead panel (at the same time the BATTERY I, II switches and INTERCOM I, II circuit breakers must
be switched on). By switching the switch for microphone choice into the position PA and by pushing the
push button marked with a telephone (sinusoid) symbol on the steering wheel of the left (right) pilot,
sound collected by microphone is amplified and is transmitted over loud-speakers in the passenger
compartment.
A schematic drawing of the intercom system is shown in Fig.1001, Section 023.12.00 (page 1002)
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INTERCOMMUNICATION
SERVICING
1. Check of the intercom operation


Routine
E. Procedures
(1) Connect the headphones and the microphone to both connection boxes.
(2) Check of the low frequency wiring and the VHF I and VHF II transceiver.
(3) It is not permitted: The operation different from requirements described in items 4 to 8
(4) Switch on the BATTERY I, II switches, VHF I, II, INTERCOM I, II circuit breakers, VHF I switch
on the audio selector box and switch over the rotary switch to the VHF I position. In all the
headphones you will hear noise. Check the transceiver lighting. After 5 minutes the heat
parameters of the transceiver get steady and it is possible to perform next checks.
• adjust the receiver to the highest sensitivity by switching off the noise squelch switch
(SQ to 0 position). Select a few channels (by tuning from the lowest to the highest
frequency). Receive signals both with low intensity and higher intensity. The volume
shall rise with clockwise turning of the VOLUME knob.
• check AVC function such a way you tune the signal of the local control tower or other
aircraft on the local aerodrome. Reception intensity may rise maximally twice.
• switch the noise squelch switch to the SQ position. You shall not hear any noise in the
headphones.
(5) Transceiver transmission

Perform this check after an agreement with an air traffic controller and in cooperation with local
aerodrome radio tower or with other transceiver (select the channel with the same frequency).
After pressing the intercom/transmit switch on the steering wheel and by speaking to the
microphone you must hear your modulation in the headphones. The faultless operation is
proved by conversation between the transceivers and by evaluating the report transmitted by
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an operator of the aircraft transceiver. The evaluation is carried out by operator either of the
radio tower or other transceiver.
(6) Switch the rotary switch on the audio selector boxes to the VHF 2, switch on the VHF 2 switch
and perform the same check as with VHF 1 transceiver.
(7) By pressing the inner side of the push button on the left pilot’s steering wheel the intercom will
be connected and the noise will disappear. Perform the intercom check by speaking between
the left and right participant. Set the volume with the potentiometers on the connection boxes.
(8) The checks of using arbitrary of the two transceivers by either participant and checks of
possibility of using whichever of the two audio selector boxes. Perform the checks described in
items 4, 5 and 6 as follows:
• check the left hand transceiver from the place of the right hand participant by switching
the VHF I switch on the right audio selector box at the same position of the EMRG
switches on the both control boxes.
• check the left hand transceiver from the place of the left hand participant by switching
the VHF 2 switch at the same position of the EMRG switches on the both control
boxes.
• check both the transceivers when using the opposite audio selector boxes at switching
over the EMERG switch on the box relevant to the checked transceiver
(9) Switch off the VHF I, II, INTERCOM I, II circuit breakers and BATTERY I, II switches.
(10) Disconnect the headphones from the connection box and switch off all the switches on the
connection boxes.
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INTERCOMMUNICATION
1. General

1. Audio selector box KMA 24 H-70 2 Rear control panel
2. Connector panel B 581 731 N 2 Adjacent to the overhead panel
or
C11 Phone Jack M641/6-1 1 Vertical steering channel LH
1 Vertical steering channel RH
1 Cockpit
1 Between frames 1 and 2, left *)
C12B Mike Jack M641/5-1 1 Vertical steering channel LH
1 Cockpit
1 Between frames 1 and 2, left*)
3. Circuit breaker Overhead panel
INTERCOM I AZRGK 2 1
INTERCOM II AZRGK 2 1
PA AZRGK 5 1
4. Microswitch D 701 Left (right) control wheel
- transmitter 2
- intercom 2
5. Headset and microphone M 10-40 1 Pilot’s cockpit
or
Headset and microphone H 10-13.4 3 Pilot’s cockpit
6. Loudspeaker AZR 3908 1 Between frames No. 9 and 10, RH
*) If is installed Service personnel - pilot's communication on the airplane
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3. Operation
The cable from the headphones with microphone is connected to the connector panel. There are two
connectors on the panel – one for headphones the other one for microphone.
The system is put into operation by switching on the BATTERY I, II switches and INTERCOM I (pilot)
and INTERCOM II (copilot) on the overhead panel.
The keying in of the intercom rocker push-button on the control wheel energizes a relay in the audio
selector box the contacts of which interconnect the microphone-supplying circuit. The microphone signal
is fed to the amplifiers in the audio selector boxes and from there to the headphones. The intercom
desired listening level is set individually by pilot and copilot on their audio selector boxes by rotating the
smaller concentric knob INTERCOM.
If one of the audio selector boxes fails it is possible to switch over the failed audio selector box to
operating audio selector box by microphone selector switch. In such case both parties listen to common
selected audio signals and their microphone circuits are parallel-connected during transmissions. The
intercom functions in a normal way. Thus the intercom system is essentially doubled including power
supply from two independent bus-bars.
The passenger address system is put into operation by switching on the “PA” circuit–breaker on the
overhead panel (at the same time the BATTERY I, II switches and INTERCOM I, II circuit breakers must
be switched on). By switching the switch for microphone choice into the position PA and by pushing the
compartment.
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FIG. 2001 BLOCK DIAGRAM OF AUDIO SELECTOR BOXES
EFFECTIVITY
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EFFECTIVITY
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INTERCOMMUNICATION
1. General

1. Audio selector box KMA 24 H-70 2 Rear control panel
2. Socket M 641/6-1 2 Frame 7, LH up, RH up
M 641/5-1 2 Frame 7, LH up, RH up
or
C11 Phone Jack M641/6-1 1 Vertical steering channel LH
1 Cockpit
1 Between frames 1 and 2, left *)
C12B Mike Jack M641/5-1 1 Vertical steering channel LH
1 Cockpit
1 Between frames 1 and 2, left*)
3. Circuit breaker Overhead panel
INTERCOM I AZRGK 2 1
INTERCOM II AZRGK 2 1
PA AZRGK 5 1
4. Microswitch D 701 LH and RH steering wheel
- transmitter 2
- intercom 2
5. Headset and microphone H 10-40 2 Pilot’s cockpit
or
Headset and microphone H 10-13.4 3 Pilot’s cockpit
6. Loudspeaker AZR 3908 1 Between frames No. 9 and 10, RH
7. Fuse SPEAKERS 2,5 CSN 354733F/1500 2 Fuse panel
8. Relay TKE 52 PODG 1 Frame No.6
9. Fuse INTERCOM 2 CSN 354733F/1500 2 Fuse panel
*) If is installed Service personnel - pilot's communication on the airplane
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3. Operation
The cable leading from the headphone set with the centre lead of protection from damage is connected
to the panel with connectors. There are two sockets on the panel – one for headphones and another for
the microphone.
Intercom is put into operation by switching on the switches BATTERY I, II and circuit breaker
INTERCOM or INTERCOM I, II switch which is located on the overhead panel. Switching on the switch
INTERCOM in the steering wheel is switched on by a relay in the audio selector box which results in
connecting through the microphone supply circuit. The signal from the microphone goes via amplifiers
located in audio selector boxes and from there to the headphones. A pilot adjusts desired volume of the
intercom himself by means of the smaller concentric knob INTERCOM at the audio selector box itself. In
case that either of audio selector boxes fails there is possibility of switching over the switch for
microphone choice so that the microphone and headphones will be connected direct to the transceiver
VHF I. The intercom operates in usual way. Basically it means that the intercom is coupled including
feeding of two independent bus-bars. The passenger address system with system of entertainment
broadcasting for passengers is put into operation by switching on the circuit breaker PA on the
overhead panel (at the same time the switches BATTERY I, II and circuit breaker INTERCOM must be
switched on). By switching the switch for microphone choice into the position PA and by pushing the
compartment.
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FIG. 3001 BLOCK DIAGRAM OF AUDIO SELECTOR BOXES (THE VARIANT WITH ONE CIRCUIT
BREAKER INTERCOM)
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FIG. 3002 BLOCK DIAGRAM OF AUDIO SELECTOR BOXES (THE VARIANT WITH TWO CIRCUIT
BREAKERS INTERCOM I, II)
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LUN 3591.11 or LUN 3591.13 AUDIO SELECTOR BOX

1. Purpose
The LUN 3591.11 or LUN 3591.13 audio selector box is used to direct a select audio frequency signals
from the microphone, radio receivers, intercom and passenger address system.
2. Technical data
The technical data is presented in the LUN 3591.11 or LUN 3591.13 audio selector box maintenance
manual.
3. Operation
The operation is described in the LUN 3591.11 or LUN 3591.13 audio selector box maintenance
manual.
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EFFECTIVITY
023.40.01
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LUN 3591.11 or LUN 3591.13 AUDIO SELECTOR BOX

SERVICING
1. Check of audio switch box LUN 3591.11 or LUN 3591.13


Periodical
E. Procedures
(1) Check of external appearance - refer to the work procedure chart 023.40.01.B-1
(2) Check of frequency characteristics- refer to the work procedure chart 023.40.01.B-2
(3) Distortion check - refer to the work procedure chart 023.40.01.B-3
(4) Check of level of the if load - refer to the work procedure chart 023.40.01.B-4
(5) Load change influence check - refer to the work procedure chart 023.40.01.B-5
(6) Check of voltage amplification coefficient of inputs from navigation and communication
receivers - refer to the work procedure chart 023.40.01.B-6
(7) Check coefficient of voltage amplification from microphone input - refer to the work procedure
chart 023.40.01.B-7
(8) Function check under decreased supply voltage - refer to the work procedure chart
023.40.01.B-8
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2. Check of external appearance

A. Fixture, Test and Support Equipment Magnifying glass No.5

Periodical
E. Procedures
(1) The instrument shall not be apparently damaged. One must check the surface finish if it does
not bear traces of damage, caused by assembly or check. Further one must check inscription
make, label make and arrest of commutators and switches.
(2) Carry through a check of completeness and non-damage, see para 1.
3. Check of frequency characteristics

A. Fixture, Test and Support Equipment Z 579 Testing device
G3-34 LF generator
YE-2T DC power source 0-30V/10A plus accessories
S6-5 Distortion meter
C43-17 Voltampere meter

Periodical
E. Procedures
(1) Prepare checking and measuring workplace according to scheme – see Fig.1301
EFFECTIVITY
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DC power
source Volt-ampere
meter
LUN 3591.11 Z 579Testing LF

device generator
LF
Distortion LF
milivoltmetr
meter milivoltmetr
FIG. 1301 SCHEME OF CHECK /TESTING SET

LUN 3591.11 or 3591.13 – audio switch box (checked instrument)
(2) Put the function switches of the audio switch box into ON position. The outer function switch
EMERG into OFF position and the HI, LO into LO position.
The function switch on the testing device put into VHF 1 position, the loading impedance switch
into 150 Ω (Ohms) position and switch KEY TRANSM and the switch KEY INTERK into off
position, connect the 48-pin plug of the testing device to the connecting box socket. Connect
the screened cable +28V from testing device to DC power source. The red end to the clip “+”
and blue one to clip “-”. Connect LF power generator and LF milivoltmetr to clips on testing
device marked LF-INPUTS. To HEADPHONES 1 clips connect if milivoltmetr No.2. To
HEADPHONES 2 clips connect distortion meter. On the power source set through OUTPUT
VOLTAGE-VOLTS switches the supply voltage to 27.5V.
In order to measure accurate input current of the box connect to AMPEREMETER clips testing
device outer ampere meter (range to 1A). In case it will not be used the clips must be short-
circuited.
(3) Frequency characteristics check
(4) The outer power may not differ more than 6dB, if the signal level on input is constant and if it’s
frequency is being changed in (350 to 3000)HZ range.
(5) Put on all measuring instruments on workplace set together according to par.1, 2 and keep
them on for half an hour.
(6) Put on testing device with 28V switch – the signal light EMERG must shine and after 5 minutes
set 1 kHz frequency on the generator and increase the input voltage to such level, that voltage
(12±1)V (corresponds to nominal output) reached on milivoltmetr No.2/connected to clips
HEADPHONES 2. Lower the input voltage level of the generator in such a way that the output
voltage (measured on milivotmetr No.2) reaches level (3.8±2)V (corresponds to 10% of nominal
output). Keep changing input signal frequency on generator in (350 to 3000Hz) range while
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MAINTENANCE MANUAL
keeping a constant input voltage on LF millivoltmeter No.1 and watch the changes of output
voltage on LF milivoltmetr No.2. They must be in (1.9 to 5.7)V internal
(7) After measurement practice follows measurement according to work procedure chart
023.40.01.B-3.
4. Distortion check
G3-34 LF generator

Periodical
E. Procedures
(1) Prepare checking and measuring workplace according to work procedure chart 023.40.01.B-2,
par. 1, 2.
(2) Distortion check
(3) Output signal distortion in frequency band (350+3000)Hz ±10% may not be greater than 15% at
nominal output and maximum 5% at 0.01 of the nominal output.
(4) Checking and measuring workplace according to work procedure chart 023.40.01.B-2, par. 1
and 2. Put all measuring instruments and keep them on for half an hour.
NOTE: Do not carry out if it follows immediately after measurement according to work
procedure chart 023.40.01.B-2.
(5) Put on the testing device by 28 V switch – the EMERG lamp must be on. After five minutes wait
generate on LF INPUTS of the testing device Z 579 a such signal from LF generator of 1kHz
frequency that on LF milivoltmetr an output voltage of (12±0.5)V would show (corresponds to
nominal output). Read the output signal distortion level on distortion meter. The frequency on
LF generator keep changing in (350 to 3000)Hz range, keep a constant input level and watch
distortion level on frequencies (350. 500, 1800 and 3000)Hz. The distortion must be in all cases
less than 15%. Set the frequency of LF generator to 1kHz, the voltage decrease to such a level
that the output voltage on LF milivoltmetr. No.2 is 12V±5mV (corresponds to 0.01 of nominal
output). Change the frequency of LF generator from (350 to 3000)Hz, keep a constant input
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MAINTENANCE MANUAL
voltage and on distortion meter read the distortion level on frequencies (350, 500, 1000, 1800
and 3000)Hz. In all cases the distortion must be less than 5%.
(6) After the practiced measurement follows a measurement according to work procedure chart
023.40.01.B-4.
5. Check the signal noise level

G3-34 LF generator

Periodical
E. Procedures
par. 1, 2.
(2) Signal noise level check
(3) The LF noise level on amplifier output without input signal must be 100 times lower at minimum
the nominal input (lower than 120 mV).
and 2. Put on all measuring instruments and keep them on for half an hour.
NOTE: Do not carry out if it follows immediately after work procedure chart 023.40.01.B-3.
(5) Put on the testing device by 28 V switch – the EMERG signal lamp must be on. After five
minutes start with the measurement. Keep all switches on the commutating box LUN 3591.11
and Z 579 in the same position as in distortion check, disconnect LF generator and LF
milivoltmetr No.1 from Z 579 clamp marked LF inputs.
On LF milivoltmetr No.2, connect the clips HEADPHONES 1 read the noise voltage level. Set
all possible combination of KEY INTERK switch positions and of Z 579 function switch and read
successively all noise voltage levels. Switch all functions switch on LUN 3591.11 box to OFF
position and read the noise voltage level. In no case may the noise voltage levels overcome the
0.12 V level. (corresponds to level 40dB lower when compared with nominal output).
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MAINTENANCE MANUAL
(6) After the practiced measurement follows measurement according to work procedure chart
023.40.01.B-5.
6. Load change influence check

G3-34 LF generator

Periodical
E. Procedures
par. 1, 2.
(2) Check of load change influence.
(3) Output signal level must be in range 12V (+40/-30)% and the distortion of output signal must be
less than 25%, under conditions that load impedance is being changed in range (50 to 200)%
of nominal level.
(4) Checking and measuring workplace according to work procedure chart 023.40.01.B-2,
steps (1) and (2). Put on all measuring instruments and keep them on for half an hour.
(5) Put on testing device by 28V switch - signal lamp EMERC. must be on. After five minutes set on LF
generator such a level of input signal at 1 kHz frequency, that the output voltage on LF milivoltmeter
No. 2 is 3.8V +/- 10% (corresponds to 10% of nominal output). On distortion meter read distortion level of
output voltage. Change-over switch of the load resistor switch successively to 75Ω and 330Ω (Ohms)
positions and repeat the measurement. Set the frequency of LF generator successively on 350Hz +/-
10% and 3000Hz +/- 10% levels and repeat the whole measurement. During whole measuring time
keep a constant level of input signal on LF generator. The output voltage on LF milivoltmeter No. 2 must
always be in 12V (+40/-30)% and it's distortion may in no case overreach 25% level.
(6) After practiced measurement follows measurement according to work procedure chart
023.40.01.B-6.
EFFECTIVITY
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MAINTENANCE MANUAL
7. Check of voltage amplification coefficient of inputs from navigation and communication

receivers
G3-34 LF generator

Periodical
E. Procedures
par. 1, 2.
(2) Check of coefficient of input amplification from navigation and communication receivers.
(3) Output signal amplification for attainment to nominal input level must be from 0.8 to 1.5 times.
(4) Checking and measuring workplace according to work procedure chart 023.40.01.B-3, par. 1.
Put on all measuring instruments and keep them on for half an hour.
(5) Put on the testing device by 28 V switch-signal lamp EMERG must be on. After five minutes
switch the function switch on Z 579 to “VHF 1” position and on LF generator set such a level of
input signal at 1kHz frequency , that the milivoltmetr No.2 would show output voltage (12+0.5)V
(corresponds to nominal output). Read the input signal level on LF milivoltmetr and calculate
voltage amplification by division
U output
A= , where
U input
U – output is voltage on LF milivoltmetr No.2
U – input is voltage on LF milivoltmetr No.1
Keep switching the function switch on Z 579 successively to positions VHF 2, NAV 1, NPV 2,
ADF 1, ADF 2, MKR, HF and repeat the measurement of input and output voltage and
calculation of voltage amplification of individual inputs. In all cases the coefficient of voltage
amplification must stay in range from 0.8 to 1.5 times.
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MAINTENANCE MANUAL
(6) After practiced measurement follows measurement according to work procedure chart
023.40.01.B-7.
8. Check of coefficient of voltage amplification from microphone input

G3-34 LF generator

Periodical
E. Procedures
(1) Connect checking and measuring workplace according to work procedure chart 023.40.01.B-2,
par.1, 2.
(2) Check of coefficient of voltage amplification from microphone input.
(3) Voltage amplification of input signal for nominal output must be greater more than 30 times.
and 2. Further disconnect LF generator from LF input clips and connect it to “MIKE 1” clips. The
switch KEY INTERCOM put to ON position. Put on all measuring instruments and keep them
on for 30 minutes.
NOTE: Do not carry out if it follows immediately after measurement according to procedure
chart 023.40.01.B-6.
(5) Put on testing device 28 V – the signal lamp EMERG must be on. After five minutes set on the
LF generator such a input signal level at 1kHz frequency, that the output voltage on LF
milivoltmetr No.2 will be of (12±1)V level. Read the input signal level on LF milivoltmetr No.1
and calculate voltage amplification volume from definition:
U output
A= , where
U input
The calculated value of coefficient of voltage amplification must be greater than 30.
(6) Checking and measuring workplace put to a state according to work procedure chart
023.40.01.B-2 par. 1, 2. The measurement according to work procedure chart 023.40.01.B-8.
EFFECTIVITY
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MAINTENANCE MANUAL
9. Function check under decreased supply voltage

G3-34 LF generator

Periodical
E. Procedures
par.1, 2.
(2) Function check under decreased supply voltage
(3) Under supply voltage change to 22V the commutating box after 30 minutes of operation must
comply to tests according to work procedure chart 023.40.01.B-3, 023.40.01.B-6 and
023.40.01.B-7.
and 2. Put on all measuring instruments and keep them on for half an hour.
NOTE: Do not carry out if it follows immediately after measurement according to

023.40.01.B-7.
(5) Put on testing device by “28V” switch – the signal lamp EMERG must be on. After 30 minutes
lower the supply voltage on YE 2T source by OUTPUT VOLTAGE-VOLTS switches to level
from 18 to 33V. Measure the distortion, check voltage amplification of navigation and
communication inputs and check voltage amplification of microphone input the same way as
indicated in preceding work procedures chart/see work procedure chart 023.40.01.B-3,
023.40.01.B-6, 023.40.01.B-7. All checked parameters must comply with above mentioned
conditions.
(6) After finishing the measurement put the workplace into the initial state, disconnect all
instruments from the mains.
EFFECTIVITY
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MAINTENANCE MANUAL
EFFECTIVITY
023.40.01
Nov 1/11
MAINTENANCE MANUAL
LUN 3591.11 OR LUN 3591.13 AUDIO SELECTOR BOX

SERVICING
1. Removal and installation of the audio switch box LUN 3591.11 or LUN 3591.13
C. Tools No. 713 6.5x130 Screwdriver

Periodical
E. Procedures
(1) Removal and installation of the audio switch box LUN 3591.11 or LUN 3591.13
(2) Disconnect the cabling sockets
NOTE: For a better access to carry out the disconnection of the socket connections of audio
switch box LUN 3591.13 disassemble the transceiver LUN 3524.13 (on the rear
control panel)
(3) Removal the 2 audio switch boxes by screwing off the 8 pcs of screws by a screwdriver
No. 713 6.5x130 and shift them out in the upward direction
(4) After having received the audio switch boxes back carry out the installation.
(5) Set the audio switch boxes on the rear control panel and fix by 8 screws and the screwdriver
No.713 6.5x130.
(6) Connect the cabling socket and secure them by binding wire against their loosening.
EFFECTIVITY
023.40.01
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MAINTENANCE MANUAL
EFFECTIVITY
023.40.01
Nov 1/11
MAINTENANCE MANUAL
KMA 24 H-70 AUDIO SELECTOR BOX

1. Purpose
The KMA 24 H-70 audio selector box is used to direct and select audio frequency signals from the
microphone, radio receivers, intercom and passenger address system.
2. Technical data
The technical data is presented in the KMA 24 H-70 audio selector box maintenance manual.
3. Operation
The operation is described in the KMA 24 H-70 audio selector box maintenance manual.
FIG. 2001 KMA 24 H-70 AUDIO SELECTOR BOX

1– Intercom VOX voice activated Sensitivity Control, turned to fully clockwise detent position
– hot mike operation, turned all the way counterclockwise past the detent - keyed
microphone operation (utilized on L 410 UVP-E aircraft)
2– Intercom Volume Control
3– Speaker Audio Select Buttons
4– Headphone Audio Select Buttons (COM 3 and 4 buttons are not utilized on L 410 UVP-E
aircraft)
5– Speaker AUTO Switch
6– Microphone Selector Switch (EXT ramp hailer speaker position is not utilized on
L 410 UVP-E aircraft)
7- VOX Release Adjustment - VOX Release pot R267 is accessible through the small hole
in the lower left corner of the front panel. Clockwise adjustment will increase the time that
the intercom remains on after speech has ended. VOX Release should be adjusted to
suit user preference.
EFFECTIVITY
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L 410 UVP-E9 Page: 2001
May 31/12
MAINTENANCE MANUAL
FIG. 2002 TOP VIEW OF KMA 24 H-70 AUDIO SELECTOR BOX
NOTE: Is very important checked the right position micro switches under sticky labels,
e.g. during the replacement of KMA 24 H-70 Audio Selector Box
DUAL / SINGLE - right position is DUAL
CO-PILOT / PILOT - right position is depending on the use of
EFFECTIVITY
023.40.01
L 410 UVP-E9 Page: 2002
May 31/12
MAINTENANCE MANUAL
KMA 24 H-70 AUDIO SELECTOR BOX

1. Purpose
The KMA 24 H-70 audio selector box is used to direct and select audio frequency signals from the
microphone, radio receivers, intercom and passenger address system.
2. Technical data
The technical data is presented in the KMA 24 H-70 audio selector box maintenance manual.
3. Operation
The operation is described in the KMA 24 H-70 audio selector box maintenance manual.
FIG. 3001 KMA 24 H-70 AUDIO SELECTOR BOX

1– Intercom VOX voice activated Sensitivity Control, turned to fully clockwise detent position
– hot mike operation, turned all the way counterclockwise past the detent - keyed
microphone operation (utilized on L 410 UVP-E aircraft)
2– Intercom Volume Control
3– Speaker Audio Select Buttons
4– Headphone Audio Select Buttons (COM 3 and 4 buttons are not utilized on L 410 UVP-E
aircraft)
5– Speaker AUTO Switch
6– Microphone Selector Switch (EXT ramp hailer speaker position is not utilized on
L 410 UVP-E aircraft)
7- VOX Release Adjustment - VOX Release pot R267 is accessible through the small hole
in the lower left corner of the front panel. Clockwise adjustment will increase the time that
the intercom remains on after speech has ended. VOX Release should be adjusted to
suit user preference.
EFFECTIVITY
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L 410 UVP-E20 Page: 3001
May 31/12
MAINTENANCE MANUAL
FIG. 3002 TOP VIEW OF KMA 24 H-70 AUDIO SELECTOR BOX
NOTE: Is very important checked the right position micro switches under sticky labels,
e.g. during the replacement of KMA 24 H-70 Audio Selector Box
DUAL / SINGLE - right position is DUAL
CO-PILOT / PILOT - right position is depending on the use of
EFFECTIVITY
023.40.01
L 410 UVP-E20 Page: 3002
May 31/12
MAINTENANCE MANUAL
LUN 3591.22 CONNECTION BOX

1. Purpose
The LUN 3591.22 connection box is intended for connection of the headset to the communication
system.
2. Technical data
Nominal supply voltage 21 V
Current consumption 0.06 A
Min. microphone input amplification
• selector switch in GSSh S-12A position 4 times at a frequency of 1kHz
• selector switch in GSSh-A-18 position 16 times at a frequency of 3kHz
3. Operation
Level of the signal coming to the headphones can be controlled by the VOL potentiometer (Fig. 1001)
while the signal level from the microphone can be controlled by the MOD potentiometer (after removing
a protective cover) Fig. 1001 – LUN 3591.22 connection box.
Two GSSh-S-12A or GSSh-A-12A headsets can be connected to the connection box. When using
GSSh-S-12A headset, the selector switch must be in the GSSh-S-12A position while for the GSSh-A18
headset it must be set to the GSSh-A-18 position.
The connection box comprises two amplification stage composed of operational amplifiers.
The first stage comprises an adjustable gain voltage amplifier, the second stage comprises a voltage
amplifier having a constant gain but a modified frequency response characteristic for the GSSh-A-18
headset. The connection box also comprises a microphone feeding circuit and a volume control.
The headset is plugged in a fire pin socket.
EFFECTIVITY
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Nov 1/11
MAINTENANCE MANUAL
FIG. 1001 LUN 3591.22 CONNECTION BOX
FIG. 1002 WIRING DIAGRAM OF THE CONNECTION BOX LUN 3591.22
EFFECTIVITY
023.40.02
Nov 1/11
MAINTENANCE MANUAL

SERVICING
1. Check for proper function of LUN 3591.22 connection box

A. Fixture, Test and Support Equipment Z 984 testing equipment
P Z 984 accessories of the testing equipment
Audio-frequency generator, up to 10 kHz, output
voltage of 3.5V
DC voltmeter, range of 10V, 100 scale divisions,
accuracy class 1.5
Low-frequency voltmeter, measuring range of 10V,
100 scale divisions accuracy class 1
Milliammeter, measuring range of 100mA, 100 scale
divisions, accuracy class 1.5.
Ohmmeter, measuring range of 1kΩ, 100 scale
divisions, accuracy class 2.5.
Meter, measuring range of 0.1 to 20% input
sensitivity of 100m, frequency range from 20Hz to
20kHz.
Regulated DC power supply, voltage range from 0 to
30V/1A.

Periodical
E. Procedures
(1) Prepare test equipments as shown in Fig. 1301
EFFECTIVITY
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Nov 1/11
MAINTENANCE MANUAL
FIG. 1301 BLOCK DIAGRAM OF TEST EQUIMPMENTS

Legend to Fig. 1301:
LUN 3991.22 - connection box (the unit to be tested)
Z 984 B - testing equipment
G - audio-frequency generator, up to 10kHz, output voltage of 3.5V
V1 - DC voltmeter , range of 10V
V2 - LF frequency voltmeter, measuring range of 10V, scale divisions–100,
accuracy class 1
A - milliammeter, measuring range of 10mA, scale divisions–100, accuracy
class 1.5
Ω - ohmmeter, measuring range of 1kΩ, scale divisions–100, accuracy class
2.5
M - meter, measuring range from 0.1 to 20%, input sensitivity 100mA,
frequency range from 20MHz to 20kHz
Z - regulated DC power supply, voltage range from 0 to 30V/1A.
CAUTION: THE C43-12 OHMETER TO BE CONNECTED ONLY FOR THE CHECK PER
PARA. 12.
(2) Check of the LUN 3591.22 connection box
(3) Requirements:
(a) Microphone input voltage amplification:
• with the selector switch in GSSh-S-12A position: not less than 4 times at frequency of
1kHz
• with the selector switch in GSSh-A-18 position: not less than 16 times at frequency of
3 kHz
EFFECTIVITY
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Nov 1/11
MAINTENANCE MANUAL
(b) Distortion must not exceed 5% at nominal output voltage.
(c) Current drain of not more than 60mA.
(d) The frequency response characteristic must not exceed the values shown in the table
below.
Selector position f[Hz] A [dB]

GSSh-S-12A 350-3000 3
GSSh-A-18 1800 28
1000 28
(e) Microphone supply voltage must be within 7.5 and 9V.
(f) There must not be step changes in potentiometer resistance when rotating the volume
control knob from one extreme position to the other.
(4) Visual appearance: the surface of the connection box must not be mechanically damaged.
(5) Apply 1kHz signal (for selector position GSSh-S-12A) or 3kHz signal (for selector position
GSSh-A-18) from the audio frequency generator to input No.1 of the 2984 testing equipment.
The signal value to be such as to receive a voltage of 0.8V on the EXIT MODE outlet.
Voltage amplification is calculated by means of the following formula:
U OUTLET
A=
U INPUT
The result must correspond with the requirements indicated in para. 3a.
NOTE: The MODE controller located under a cover on the LUN 3591.22 is set to maximum
gain.
(6) Check for distortion of the GSSh-S-12A headset. Apply a 200mV voltage of 1 kHz to input No.1
of the Z 984 testing equipment and by means of the microphone signal controller adjust an
output voltage of 0.8Von the EXIT MODE jacks of the Z 984 testing equipment. Measure the
distortion by means of the meter. Vary the frequency of the AF generator from 350Hz to
3000Hz while maintaining a constant input voltage of 200mV. Measure the distortion at a
frequency of 350Hz, 500Hz, 1800Hz and 3000Hz.
The result must correspond with the requirements indicated in para. 3b.
(7) Check for distortion of the GSS-A-18 headset. Set the selector on the connection box to the
GSS-A-18 position. Apply a 50mV/3kHz signal from the AF generator ENT jacks and by means
of the microphone signal controller adjust an output voltage of 0.8V on the EXIT MODE jacks of
the Z 984 testing equipment. Measure the distortion by means of the meter. Set the frequency
of the AF generator to 500Hz, 1800Hz and 3000Hz while maintaining an output voltage of 0.5V.
The result must correspond with the requirement of para.3b.
EFFECTIVITY
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MAINTENANCE MANUAL
(8) Check for the current drain by means of a milliammeter plugged in the A-meter jacks of the Z
984 testing equipment. The current value must next the requirement of para.3c.
(9) Check for frequency response characteristic of the GSSh-S-12A headset. Set the selector on
the connection box to GSSh-S-12A position.
Apply 200mV/1kHz signal from the AF generator through a capacitor to the microphone input of
the Z 984 texting equipment. By means of the microphone signal controller adjust a voltage of
0.8V on the EXIT MODE jacks of the Z 984 testing equipment. While maintaining a constant
input voltage vary frequency from 300 to 350 Hz and check for the output whose variation must
not exceed the values indicated in para.3d.
(10) Check for frequency response characteristic of the GSSh-A-18 headset. Set the selector on the
connection box to GSSh-A-18 position apply 50mA/36Hz signal to the microphone signal
controller adjust a voltage of 0.8V on the EXIT MODE jacks of the Z 984 testing equipment.
While maintaining a constant input voltage, reduce the frequency and determine the gain. The
frequency response characteristic must correspond with the requirements of para.3d.
(11) Measure the microphone supply voltage by connecting a V1 DC voltmeter to the V-meter jacks
of the Z 984 testing equipment. The voltage must be within the range indicated in para.3e.
(12) Connect the ohmmeter to the TEST R 111 jacks of the Z 984 testing equipment. Rotate the
volume control knob from one extreme position to the other and check by means of the
ohmmeter that the requirement of para.3f is met.
(13) Check the visual appearance of the connection box in accordance to para.4.
(14) Set the test equipment to its original condition.
EFFECTIVITY
023.40.02
Nov 1/11
MAINTENANCE MANUAL

1. Removal and installation of LUN 3591.22 connection box

A. Fixture, Test and Support Equipment Screwdriver No.697 6x120
B. Materials Lock wire dia. 8mm CSN 426410.91 material:

11343.0

Periodical
E. Procedures
(1) Screw off 4 screws in the upper part of the vertical control channel on frame No. 7 using a
screwdriver No. 697 6x120 and remove the covers of both connection boxes.
(2) Removal of connection boxes located in the upper parts of vertical control channel on frame No.7.
(a) Remove two aircraft electric wiring connectors from the connection boxes.
(b) Screw off 4 screws from the connection boxes by means of a screwdriver No.697 6x120
and remove two connection boxes from their holders.
(3) Remove of the connection box located between frames No.7 and 8 in the passenger cabin.
(a) Screw off two screws from the connection box using a screwdriver No.697 6x120 and pull
the box slightly out.
(b) Disconnect the aircraft wiring connector and remove the connection box.
(4) Installation of connection boxes to the upper part of the vertical control channel on frame No.7
(a) Locate the connection boxes in their holders and fasten them with 4 screws using a
screwdriver No.697 6x120.
(b) Connect the two aircraft wiring connectors and fasten down.
(5) Installation of the connection box between frames No.7 and 8 in the passenger cabin.
(a) Connect the aircraft electric wiring connector to the connection box and fasten down.
(b) Locate the connection box in its holder and fasten with 2 screws using a screwdriver
No.697 6x120.
(6) Fix the two covers of the connection boxes with 4 screws by means of a screwdriver
No.697 6x120.
EFFECTIVITY
023.40.02
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
023.40.02
Nov 1/11
MAINTENANCE MANUAL
GSSH-A-18, GSSH-A-18E HEADSET

1. General
The headset operates as an electro-acoustics transducer intended to work in conjunction with the
communication system.
NOTE: The GSSh-A-18E headset is fully interchangeable with the GSSh-A-18 headset. The only
difference consist in a technical improvement – shielding of individual components of the
headset has been in integrated to improve the headset immunity to interfering signals.
2. Technical data
Max. supply voltage 10V
Frequency characteristics of microphone
and earphones (±12dB) 200-400Hz
Resistance - microphone (1kHz) 280±60dB
- earphones (1kHz)
3. Description
The electro-acoustic headset consists of earphones and a microphone. The earphones can be adjusted
to fit the pilot’s head. The design of the earpiece provides for good sound insulation. The microphone
suppresses environment noise. It is articulates to one of the earpieces by means of a bent arm. It is
articulates to one of the earpieces by means of a bent arm. Both earphone and microphone insets are
electrodynamics. The cable of earphone is ended with a plug.
EFFECTIVITY
023.40.03
Nov 1/11
MAINTENANCE MANUAL
FIG. 1001 GSSH-A-18, GSSH-A-18E HEADSET WIRING DIAGRAM

Mk1 – oxygen mask microphone
Mk2 – headset microphone
TØ – earphones
UC – UK-15 PF integrated circuit (amplifier)
R – resistor (to be selected during adjustment)
EFFECTIVITY
023.40.03
Nov 1/11
MAINTENANCE MANUAL
GSSh-A-18, GSSh-A-18E HEADSET

SERVICING
1. Inspection of GSSh-A-18 or GSSh-A-18E headset


Routine
E. Procedures
(1) The following defects are not permissible:
• headset cable insulation damage (particulary at the earphone-side and plug-side ends),
loose joint between the earphones and the microphone, mechanical damage
(2) Inspect the headset for defects indicated in para.1 above.
(3) The loose joint is tightened in case of other defects the headset to be replaced.
EFFECTIVITY
023.40.03
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
023.40.03
Nov 1/11
MAINTENANCE MANUAL
B 076 031 N RELAY CHANGE-OVER SWITCH

1. Purpose
The B 076 031 N (RP 318) relay change-over switch is intended for interconnection of the LUN 3591.11
connection boxes should one of the fail.
2. Technical data
Max. operating voltage 125V
Max. operating current (output) 1A (15W)
Nominal closing voltage 27A
Closing current 14±2mA
3. Operation
When voltage is supplied to pins No.1 and 16 (see Fig.1001) three 15N 599 19.7 relays will close. When
voltage is supplied to pins No.15 and 14 the other three relay will close.
FIG. 1001 WIRING DIAGRAM OF B 076 031 N RELAY CHANGE-OVER SWITCH
EFFECTIVITY
023.40.04
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
023.40.04
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MAINTENANCE MANUAL
B 076 031 N RELAY CHANGE-OVER SWITCH

1. Removal and installation of B 076 031 N relay change-over switch

B. Materials Lock wire dia.0.8mm
C. Tools Spanners and screwdrivers of corresponding sizes

from the tool kit.
E. Procedures
(1) Remove the RH ceiling upholstery panel in the cockpit.
(2) Remove the lock wire and disconnect the connector.
(3) Screw off four M4 screws fastening the change-over switch to a ceiling rib between frames
No.6 and 7.
(4) Attach the relay change-over switch to a ceiling rib between frames No.6 and 7 four M4 screws.
(5) Plug in the connector, tighten and wirelock.
(6) Reinstall the cockpit ceiling upholstery panel.
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LUN 3513 AMPLIFIER

1. Purpose
The LUN 3513 amplifier is intended for amplification of signals from the pilot’s microphones.
2. Technical data
Supply voltage 28V
Current consumption 2A
Nominal power output (Rz=8Ω Ohms) 18W
3. Operation
The amplifier consists of two MDA 2020 integrated circuits forming a bridge system.
An energizing preamplifier is fitted with a MAA 741 operational amplifier which is located together with a
voltage regulator on one printed circuit board.
The amplifier is fed from a series voltage regulator with an electronic protection.
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LUN 3513 AMPLIFIER

SERVICING
1. Check for proper function of LUN 3513 amplifier

A. Fixture, Test and Support Equipment Regulated DC power supply from 0 to 30V/5A
Digital AC, DC voltmeter, range of 50V, accuracy
class 0.5
Distortion meter, range from 0.1% to 20%, frequency
range from 100Hz to 10kHz, input voltage from
300mV to 20V
Generator, range from 10 Hz to 20 kHz, accuracy
class 0.5, output voltage of 1V
Z 1098 testing equipment with accessories

Periodical
E. Procedures
(1) Prepare a test wing as shown in Fig.1301
(2) Interconnect the jacks marked A-METER on the face panel by the Z 1098 testing equipment.
(3) Check of the LUN 3513 interphone amplifier.
(4) Permissible inaccuracy at normal temperature. Discortion of 1kHz output signal at power output
of 18W must not exceed 5%.
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FIG. 1301 BLOCK DIAGRAM OF TEXT WIG

Legend to Fig. 1301:
LUN 3513 - interphone ampllifier (the unit to be texted)
Z - regulated DC power supply, voltage range from 0 to 30V/5A
V1,V2 - digital DC, AC voltmeter, range of 50V, accuracy class 0.5
M - distortion meter, measuring range from 0.1% to 20%, frequency range from
100Hz to 10kHz, input voltage of 300mV to 20V
G - audio frquency generator, range from 10Hz to 20kHz, accuracy class 0.5,
output voltage of 1V
Z1098 - testing equipment
(5) Check for non-linear distortion of the output signal as follows:

Apply a nominal supply voltage of 27V to the amplifier inlet (the voltage to be checked in both
BASIC and REVERSE positions of the selector). Apply a resistance load of 8±0.5Ω (Ohms) to
the amplifier outlets. Apply a 1000Hz signal of the audio-frequency generator to the amplifier
inlet. The signal level must be such as to receive a power output of 18W (i.e. voltage of 12V at
a resistance of 8Ω).
The measurement to be taken with the selector in E1 position and checked with selector in E3
and E5 position. Use the non-linear distortion meter to take the measurements. The inacuracy
of the measured distortion value not exceed the value given in para. 4.
(6) After finishing the measurement put the workplace into the initial state.
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LUN 3513 AMPLIFIER

1. Removal and installation of LUN 3513 amplifier


Periodical
E. Procedures
(1) Remove the cover between frames No.1 and 2 on the RH side
(2) Removal and installation of LUN 2513 amplificier
(3) Removal of LUN 3513 amplifier
(a) Release the plug and remove it from the socket. Release the nut by hand, tilt down the
wing bolt and remove the amplifier.
(b) Put the amplifier in a polyethylene bag and in a box and hand over to the next laboratory.
(4) Reinstallation of the LUN 3513 amplifier after it has been checked at the test laboratory.
(a) Check that the serial number of the amlifier is the same as indicated in the amplifier
certification.
(b) Install the amplifier into a mount, tilt the swing bolt in the fork of the amplifier and tighten it.
Plug in the amplifier.
(c) Reinstall the cover between frames No.1 and 2 on the RH side.
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ARZ 3908 LOUDSPEAKER

1. Purpose
The ARZ 3908 loudspeaker is used to emit the audio signal amplified by the amplifier.
2. Technical data
Maximum power input 21 V
Rated impedance 0.06 A
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STATIC DISCHARGING
1. General
Normal operation of the radiocommunication and navigation equipment of the aircraft is endangered by
interferences originating in various electric power appliances and devices, such as electric motors,
generators, relays, contactors etc., as well as by interferences due to accumulated static electricity.
In order to minimize these interferences, the aircraft is protected by:
• electrical bonding of aircraft assemblies (see section 024.60.00)
• installation of static dischargers
2. Static discharging
The static dischargers provide for discharging static electricity charges from the aircraft surface into the
atmosphere. Their number and location is shown in Fig. 1, typical installation and design of the static
discharger is shown in Fig. 2, 3.
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FIG. 1 LOCATION OF STATIC DISCHARGERS

(1) Rudder - 2 pcs; (2) Elevator - 2 pcs; (3) Ailerons - 4 pcs; (4) Stabilizer tips - 2 pcs;
(5) Fuselage tail cone - adjacent to position light - 1 pcs; (6) Wing tips - 2 pcs;
(7) Wing tips fuel tanks - 2 pcs
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FIG. 2 STATIC DISCHARGERS ON WING AND TAIL UNIT – TYPICAL INSTALLATION

(1) Holder; (2) Pipe; (3) Wire; (4) Cube; (5) Bushing; (6) Funnel; (7) Bolt
FIG. 3 STATIC DISCHARGER ON FUSELAGE TAIL CONE

(1) Holder; (2) Pipe; (3) Wire; (4) Cube; (5) Bushing; (6) Funnel; (7) Washer
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STATIC DISCHARGING
SERVICING
1. Inspection of the static dischargers


Periodical
E. Procedures
(1) Provide the steps (e.g. B097365N).
(2) Place the steps to the right and left wingtip and inspect the dischargers.
The following defects are not permitted: corroded or otherwise damaged static discharges.
Number of static discharges:
• 2 pieces on each aileron, LH and RH
• 1 piece on each wingtip fuel tank, LH and RH
(3) Place the steps to the stabilizer tips and inspect the dischargers.
• 1 piece on each elevator, LH and RH
• 1 piece on each stabilizer tip, LH and RH
(4) Place the steps to the rudder and the fuselage rear section and inspect the dischargers.
• 2 pieces on the rudder
• 1 piece on the fuselage tail cone (at the position light)
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2. Removal of the static dischargers, cleaning their seating areas and installation them
again back
A. Fixture, Test and Support Equipment Steps (e.g. B097365N, B097300N),
Multimeter (e.g. EXTECH MG302 or equivalent)
Brush
B. Materials Grade 000 emery paper

Cloth
Technical petrol
S 1005 lacquer
C. Tools No. 697 - 4.5x120 screwdriver

No. 697 – 6x120 screwdriver

Periodical
E. Procedures
(1) Place the steps (e.g. B097365N and B097300N) to the tail and wing.
(2) Place the steps to the right and left wingtip and carry out the maintenance of the static dischargers
in accordance with paragraph (5) to (10).
• 2 pieces on each aileron, LH and RH
• 1 piece on each wingtip fuel tank, LH and RH
The following defects are not permitted: uncleaned contact surface of any of the static dischargers.
(3) Place the steps to the stabilizer tips and the elevator and carry out the maintenance of the static
dischargers in accordance with paragraph (5) to (10).
Number of static dischargers:
• 1 piece on each elevator, LH and RH
• 1 piece on each stabilizer tip, LH and RH.
(4) Bring the steps to the rudder and the fuselage rear section and carry out the maintenance of the
static dischargers in accordance with paragraph (5) to (10).
Number of static dischargers:
• 2 pieces on the rudder
• 1 piece in the fuselage tail cone (at the position light).
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(5) Using the No. 697 - 4.5x120 screwdriver remove the appropriate static discharger by unscrewing
its three fastening screws.
(6) Clean contact surface of the static discharger in accordance with the following procedure
paragraph (7) and (8).
(7) Polish the contact surface to metallic lustre using Grade 000 emery paper.
The area treated in this way must be everywhere overlapping the static discharger seating by
at least one millimeter.
(8) Degrease the polished surface using a clean cloth soaked in technical petrol.
(9) Within maximum one hour since the cleaning, fit the appropriate static discharger to its place
using the No. 697 - 4.5x120 screwdriver.
NOTE: Be careful to use the screws (including nuts and chamfered washers) in exactly the
same arrangement as before the static discharger removal. Replace defective screws,
nuts and chamfered washers by new ones.
(10) Measure the contact resistance between static discharger and ground with use the multimeter.
(value of contact resistance must be max 600µΩ)
(11) After the installation coat the remaining metal-polished spots and protruding screw heads and
nuts with S 1005 protective lacquer.
3. Inspection of the all bonding strips of moving parts. Check of the reliability of their
fixations
Steps (e.g. B097300N)
B961765N (L410.9615) bogie
C. Tools No. 697 - 6x120 screwdriver

No. 698 - 8x160 screwdriver

Periodical
E. Procedures
(1) Prepare:
• the steps (e.g. B097365N) for the inspection of the aileron and tail unit areas
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• the steps (e.g. B097300N) for the inspection in the areas of wing flap slots, wing flaps,
fuselage-to-wing attachment, tail cone and engine nacelles
• the B961765N (L 410.9615 bogie) for the inspection in the area of the landing gear
(2) Remove the front end cover of the left and right landing gear nacelles by unscrewing 12 + 12 screws
using the No. 698 - 8x160 screwdriver.
(3) Remove the rear part of the LH side cover (a part of the wing-to-fuselage fairing) by unscrewing
36 screws using the No. 698 - 8x160 screwdriver.
(4) Remove a part of the tail unit fairings by unscrewing 70 screws using the No. 697 - 6x120 screwdriver.
(5) Remove the access hole lids on the lower LH and RH side of the stabilizer in the area of the rear
hinges by unscrewing 4 + 4 screws using the No. 697 - 6x120 screwdriver.
(6) Remove the fuselage tail cone as follows:

Remove the B096107N (L410.9230) rudder clamp. Unscrew the 24 screws of the cone using
the No. 698 - 8x160 screwdriver and the 14 screws using the No. 697 - 6x120 screwdriver.
With an assistance of another worker pull the cone away from the fuselage as far as the length
of the bonding strip allows. After the inspection fasten the tail cone to the fuselage.
(7) Open the nose cone by releasing three locks and fix it in the open position.
(8) Open the nose landing gear doors proceeding as follows:

Lying on the L 410.9615 bogie loosen and pull out the safety pin of the door control tie (front
landing gear bay). Open the doors.
(9) Loosen and tilt down the lower engine cowls in accordance with the work procedure outlined in
chapter 054.
(10) Visual check of the bonding strips between the assemblies specified in the explanatory notes to
fig. 301, 302 and 303.
broken, cut, frayed or otherwise mechanically damaged bonding strips, corroded screw joints of
the bonding strips.
Replace the defected bonding strip for a new one. After replace, measure the contact
resistance between bonding strip and ground with use the multimeter. (Permissible values of
contact resistances between conductively interconnected parts are stated in the section
024.60.00).
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FIG. 301 ELECTRICAL BONDING OF AIRCRAFT ASSEMBLIES - PART I

Legend for fig. - see page 306
FIG. 302 ELECTRICAL BONDING OF AIRCRAFT ASSEMBLIES - PART II

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FIG. 303 ELECTRICAL BONDING OF AIRCRAFT ASSEMBLIES - PART III

Legend to Fig. 301, 302 and 303:
Item. Number of
Pairs of electrically bonded assemblies
No. inspection points
1. Wing-fuselage 2
2. Wing flap slat - wing, at ribs No. 10, 15, 20 3+3
3. Aileron hinge - wing 3+3
4. Wing flap - wing flap slat at ribs No. 4a,10,15,20 4+4
5. Stabilizer - fuselage 2
6. Stabilizer hinge - elevator 2
Stabilizer - elevator 6
7. Fin - rudder hinge 2
Rudder - hinge 2
Rudder - fin 1
Rudder - fuselage 1
8. Fuselage - nose landing gear doors 2
9. Engine - engine mount, LH,RH 2+2
10. Strut - engine mount, LH,RH 8+8
11. Fuselage - nose landing gear 1
Fuselage - main landing gear 1+1
12. Fuselage - nose cone 4
13. Fuselage - tail cone 2
14. Fin - antenna fairing 2
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(11) Fit the front covers of the left and right engine nacelle (12 + 12 screws) using the No. 698 - 8x160
screwdriver.
(12) Re-install the removed part of the wing-to-fuselage fairing (36 screws) using the No. 698 - 8x160
screwdriver.
(13) Fit the tail unit fairings (70 screws) using the No. 697 - 6x120 screwdriver.
(14) Fit the access hole lids on the stabilizer (4+4 screws) using the No. 713 - 6.5x130 screwdriver.
(15) Fit the fuselage tail cone (24 screws using the No. 698 - 8x160 screwdriver, 14 screws using the
No. 697 - 6x120 screwdriver). Fit the B 069 107 rudder clamp.
(16) Tilt down the fuselage nose cone and secure it with 3 locks.
(17) Shut the nose landing gear doors, insert and secure the safety pin of the door control tie.
(18) Remove the propeller bridle L 410M.9241, close the lower engine cowl with assistance of another
worker, lock the eight locks and secure them using the No. 697 - 6x120 screwdriver. Block the
propeller with the L 410M.9241 bridle again.
(19) Remove the B 097 365 N and B 097 300 N steps and the L 410.9615 bogie.
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COCKPIT VOICE RECORDER (if installed)

1. General
The cockpit voice recorder (model specification is optional) ensures the pilot and copilot voice signal
recording from VHF communication, intercom and passenger address system.
• installation of the A 100 A Cockpit voice recorder (if installed) - see section 023.71.00
• installation of the FA 2100 Cockpit voice recorder (if installed) - see section 023.72.00
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COCKPIT VOICE RECORDER (if installed)

SERVICING
1. Battery check / Battery replacement of the DK 120 or ELP-362D underwater acoustic

beacon
B. Materials Lithium battery kit for DK 120 (P/N 810-2007K)

Lithium battery kit for ELP-362D (P/N B362-06192-2)
C. Tools Spanner wrench and other user tool from tools kit

Periodical
E. Procedures
(1) Remove the toilet (if installed) or cover from frame No. 21 panel.
(2) Check the battery replacement date label of the underwater acoustic beacon located adjacent
to the cockpit voice recorder. If the date has expired, remove the beacon from the mounting
cradle.
(3) Secure the beacon with vice - clamp, if available, or grasp the body of the beacon.
NOTE: Do not clamp the beacon in a vice, except in the approved vice-clamp.
(4) Using a spanner wrench, remove the end cover marked "BATTERY ACCESS" unscrewing
antilock-wise.
NOTE: Spanner wrench should be held firmly in contact with the battery end cap.
(5) Remove shock cushion from battery end of beacon if not removed with the end cap.
(6) Top the body in your hand to remove the old battery and shock cushion.
(7) Insert the shock cushion into the beacon ensuring that it has reached the bottom.
(8) Pull back each of the two outer corners with tweezers, then apply one drop of DUCO cement, or
equivalent, under each outer corner.
(9) Press the corners down against, the inner surface of the beacon case. Allow at least 20 minutes
of drying time.
(10) Install a new battery. If the battery in without collar, ensure the end marked "INSERT THIS END".
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CAUTION: INSTALLING BATTERY WITH INCORRECT POLARITY WILL CAUSE PERMANENT

DAMAGE TO THE BEACON. EVEN TEMPORARY INCORRECT POLARITY CAN
CAUSE SUBSEQUENT EXCESSIVE CAPACITOR LEAKAGE WHICH MAY RESULT
IN A NEW BATTERY BEING DEPLETED WITHIN A FEW DAYS.
WARNING: INCORRECT BATTERY POLARITY IS PRACTICALLY A SHORT CIRCUIT

ACROSS THE BATTERY. IN SAME CASES THIS CAN CAUSE THE
BATTERY TO EXPLODE.
(11) Remove the old O-ring from the cover. Do not use a screw driver or sharp tool because of a
damage of damaging the O-ring groove.
(12) Clean the threads and the O-ring groove in the body and cover thoroughly by wiping with solvent.
(13) Apply a thin coating of furnished O-ring lubricant to new O-ring, O-ring groove and threads.
Carefully install new O-ring on battery cap.
(14) Position rubber shock cushion over contact spring and on the inside of the battery cap.
(15) Replace the end cap and tighten until the cap flange contacts the body. Use hand force only on
the spanner wrench.
(16) Install the beacon to mounting cradle.
(17) Reinstall the toilet or cover to frame No. 21.
Addresses of underwater acoustic beacon manufactures are as follows:
DK120 ELP-362D
Dukane Corporation, (Cage No. 94970), Benthos, Inc.
Sea Com Division, 2900 Dukane Drive, 49 Edgerton Drive, North Falmouth
St. Charles, II. 60174 MA 02556 USA
www.dukcorp.com/Seacom www.benthos.com
(User’s Manual P/N 001815)
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2. Check of the cockpit voice recorder operation

A. Fixture, Test and Support Equipment 600 Ω impedance earphones

Periodical
E. Procedures
(1) Self - test
• Connect earphones of 600 Ω impedance to the HEADSET jack of the control console.
• Depress and hold the TEST button on the control console for at least 5 seconds.
• Check that a 600 Hz modulated audio signal can be heard in the earphones while the
button is depressed.
• If no faults have been found during the test the test indicator pointer will move to the green
field of the display.
(2) Recording check
• Connect earphones of 600 ohm impedance to the HEADSET jack of both control console
and the cockpit voice recorder.
• Cover the area microphone with palm of hand so that it will not pick up voice messages
directed to the other microphones.
• Conduct a check message using the headset and oxygen mask microphone.
• Make sure that the message can be simultaneously heard in the earphones connected to
the control console and in the earphones connected to the cockpit voice recorder.
• Disconnect the captain’s microphone.
• Connect the second pilot’s microphone, depress the (transmitter/intercom) and transmit a
check message using both the headset and oxygen mask microphone of the second pilot.
• Disconnect the second pilot’s microphone.
• Uncover the area microphone. Transmit a message using the area microphone.
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(3) Erasure check
• Connect earphones of 600 ohm impedance to the HEADSET jack on the control console
• Make sure that airplane is properly braked.
• Apply the parking brake.
• Depress the ERASE button on the control console and hold it for a period of at least 2
seconds.
• Make sure that a modulated audio signal can be heard in the earphones connected to the
control console.
(4) Check of erasure inhibit function with brake released
• Release the parking brake.
• Depress and hold the ERASE button on the control console for at least 2 seconds.
• Make sure that no audio signal can be heard in the earphones while the ERASE button is
depressed error when it is released.
• Restore the airplane to its original condition
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DK 120 OR ELP 362D UNDERWATER ACOUSTIC BEACON (if installed)

1. Purpose
DK 120 or ELP-362D underwater acoustic beacon is fixed on the cockpit voice recorder (if installed).
The purpose of the DK 120 or ELP-362D underwater acoustic beacon is to transmit a signal to enable
location of an airplane crashed into water.
2. Technical data
Operating Frequency: 37.5 kHz (± 1 kHz)

2
Acoustic Output, Initial: 1060 dynes/cm rms pressure at 1 meter (160.5 dB).
2
Acoustic Output, after 30 days 700 dynes/cm rms pressure at 1 meter ( 157.0 dB).
Pulse Length: 10 ms
Pulse Repetition Rate 0.9 pulses per seconds
Useful life: 6 years
Operating Life: 30 days minimum
Operating Depth: 20,000 feet (6,096 m)
Actuation: Fresh or salt water
Size: 1.3 in. (3.3 cm) diameter x 3.92 in. (9.95 cm) long.
Weight: 6.7 oz. (190 g)
Power Source: Lithium Battery, Field Replaceable
FAA Authorized: TSO-C121
NOTE: Lithium battery is field replaceable by the user.
3. Accessories
for DK 120 for ELP-362D
TS 200 Acoustic Test Set ATS-260 Acoustic Test Set
Lithium Battery Kit 810-2007K Lithium Battery Kit B362-06192-2
Dukane Spanner Wrench P/N 810-325 Torque adapter for battery replacement P/N 008407
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FIG. 1 DK 120 UNDERWATER ACOUSTIC BEACON
FIG. 2 DK 120 UNDERWATER ACOUSTIC BEACON EXPLODED VIEW SHOWING RELATIVE

LOCATION OF BATTERY AND RELATED PARTS
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SERVICING
1. Battery replacement of the DK 120 or ELP-362D underwater acoustic beacon


Periodical
E. Procedures
Battery check / replacement is described in work procedure 023.70.00.A.
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A 100 A COCKPIT VOICE RECORDER (if installed)

1. General
The voice recorder ensures the pilot and copilot voice signal recording from VHF communication, intercom
and passenger address system.
The A 100 A voice recorder is installed in a short casing and in compliance with international regulations
is orange-colour painted.
1. Voice recorder A 100 A 1 Between frames No. 22 and 23 RH

side down
2. Control console A 151 B 1 Rear control panel
3. Circuit breaker VOICE RECORDER AZRGK 10 1 Overhead panel
4. Pressure switch 0.7S LUN 1492.04-8 1 LH landing gear nacelle
5. Microphone A 55 B 1 Next to the overhead panel, LH side
6. Fuse 6.3 CSN 354733F/ 1 On fuse panel
/1500
7. Impact switch 6895-1-5-5 1 Between frames 22nd and 23rd
8. Relay TKE 52 PODGB 1 On 2nd frame
3. Operation
The system stand by mode is turned on by switching on the BATTERY I, II switches and VOICE RECORDER
circuit breaker located on the overhead panel.
The system is switched on automatically by 0.7 S LUN 1492.04-8 pressure switch installed in the hydraulic
system (parking brake circuit).
The voice recorder is equipped by impact switch which will interrupt voice recorder operating in case
crash.
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FIG. 1 BLOCK DIAGRAM OF A100 A VOICE RECORDER
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FA 2100 COCKPIT VOICE RECORDER (if installed)

1. General
The cockpit voice recorder provides for conditions record of all communications transmitted or received
by radio, of audio signals of navigation receivers, of audio warning signals transmitted by various
airborne system, and of voice communications of flight crew members. These voice communications are
recorded on four separate channels during all flight phases.
The FA2100CVR is a Line Replaceable Unit (LRU) that simultaneously records four separate channels
of cockpit audio, converts the audio to a digital format, and stores the data in a solid state memory. The
following are the four cockpit audio inputs:
 Audio Chanel 1 – Pilot
 Audio Chanel 2 – Co-pilot
 Audio Chanel 3 – free (not used)
 Audio Chanel 4 – Cockpit Area Microphone (CAM)
Abbreviations and Acronyms

AMM Airplane Maintenance Manual
CSMU Crash Survivable Memory Unit
GSE Ground Support Equipment connector
L-3AR L-3 Communications Aviation Recorders (FA 2100 Manufacturer)
LRU Line Replaceable Unit
PI Portable Interface
RAU ROSE Analyzing Unit
RI Recorder Interface
ROSE Read Out Support Equipment
ULD Underwater Location Device
1.1. FA 2100 Recorder Unit

The FA2100CVRs are housed in ARINC 404A, 1/2-ATR short cases (refer to Figure 1). The chassis
and Crash Survivable Memory Unit (CSMU) are painted international orange. Two reflective stripes
are located on the CSMU.
The FA2100CVR consists of a chassis and front panel, three Printed Wiring Assemblies (Aircraft
Interface PWA, Audio Compressor PWA, and Acquisition Processor PWA), and the Crash
Survivable Memory Unit (CSMU). The CSMU contains the solid state flash memory used as the
recording medium. An Underwater Locator Device (ULD) (- refer to the AMM section 023.70.01),
also referred to as an underwater acoustic beacon, is mounted horizontally on the front of the
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CSMU and is also used as a the recorder's carrying handle. The ULD is equipped with a battery.
Life limit of the battery is mentioned on the ULD shield. The ULD meets or exceeds the
requirements of FAA TSO–C121. The Ground Support Equipment (GSE) connector is located on
the front of the FA2100CVR. This connector provides the interface from the recorder to GSE for
checkout of the recorder, or to transfer data to a readout device. The FA2100CVR is connected to
aircraft wiring via a 57-pin, DPXBstyle connector.
FIG. 1 FA2100 COCKPIT VOICE RECORDER UNIT
The cockpit voice recording system comprises the following:

 FA 2100 voice recorder
 S151 / S161 control unit
 S055 / S056 remote microphone
 6895-D-2-5-5-X inertial switch
 0.7 S LUN 1492.04-8 pressure switch (if installed)
In the event of an airplane crash the voice recorder is switched off automatically by the inertia switch.
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1 Circuit breaker AZRGK-5 or 1 Between frames No. 1 and 2

KLIXON 7277-2-5
2 Control unit S 151 1 Rear control panel
(S151-0030-00) or
S 161
(S161-0030-00)
3 Microphone S 055 1 Center instrument panel
(S055-0065-00) or
S 056
(S056-0047-00)
4 Voice recorder (120 min.) FA 2100 1 Between frames No. 22 and 23
(2100-1020-02)
5 Inertial switch 6895-D-2-5-5-X 1 Between frames 22nd and 23rd
(91079085)
6 Fuse or 1 CSN 354733F/1500 or 1 Fuse panel
Circuit breaker KLIXON 7277-2-1
7 Relay TKE 52 PODGB 2 Between frames No. 7 and 8
1 Between frames No. 10 and 11
8 Relay (if installed) B 073 576 N 1 Frame 21
9 Connector CVR DATA OUT CAN 26 Z 1 Frame 21
(if installed)
10 Circuit breaker CVR POWER KLIXON 7277-2-1 1 Frame 21
(if installed)
11 Pressure switch (if installed) 0.7S LUN 1492.04-8 1 LH landing gear nacelle
3. Operation
The system standby mode is turned on by switching on the BATTERY , , switches and INTERCOM , ,
circuit breakers located on the overhead panel. The cockpit voice recorder is not provided with a separate
element to switch it on.
It is switched on when electrical power is supplied or when the flight data recorder is switched on.
The cockpit voice recorder is not provided with a separate element to switch it off. It is switched off when
electrical power is removed. Switch off the BATTERY , , switches and INTERCOM , , circuit breakers
located on the overhead panel.
The recorded data can be read or downloaded in accordance with procedure as described in section
SERVICING.
st
The cockpit voice recorder system can be provided with the CVR DATA OUT connector (on the 21 frame) for
the recorded data reading or downloading into the airplane - see Fig. 2 - on request of the operator.
NOTE: More information are described in "Installation and Operation Instruction Manual Model
FA2100 CVR" P/N 165E1846-00, Rev. 14 from March 2010, or later appropriate revision and
Airplane Flight Manual.
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FIG. 1 BLOCK DIAGRAM OF COCKPIT VOICE RECORDING SYSTEM
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FIG. 2 INSTALLATION OF THE CVR DATA OUT CONNECTOR (IF INSTALLED)

(1) Connector CVR DATA OUT; (2) Circuit breaker CVR POWER; (3) Sockets
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SERVICING
1. CVR Data Readout or Download

A. Fixture, Test and Support Equipment Refer to the Steps (1), (2) and (3)
E. Procedures
Recorded data can be downloaded from CVR memory with possibilities mentioned in step (2) or (3).
CONTENTS OF THE PROCEDURE:
(1) Downloading Cable Installation

(2) Download with RAU unit
(a) RAU pre setting
(b) ROSE – New Aircraft Configuration
(c) Download with RAU unit using CICC/2 Computer Interface Communication Cable
P/N 17TES0070 / 17TES0072 or CICC/3 Computer Interface Communication Cable
17TES0075 / CAT5
(3) Download with Portable Interface Unit
(a) Download with Portable Interface (PI) unit, P/N 17TES0043 or Download with Portable
Interface/2 (PI/2) unit, P/N 17TES0062
(b) Conversion of .cvr file downloaded via PI or PI/2 Portable Interface with ROSE Software
and play back.
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PROCEDURE:
(1) Downloading Cable Installation

For downloading or readout (play back) data in the aircraft from recorder memory the
downloading cable P/N 17TES0078 must be installed as shown in Figure 301.
Before the downloading cable installation make sure that CVR power is switched off (circuit
breakers on the overhead panel BATTERY I, II, INTERCOM I, II or/and RECORDER).
FIG. 301 “ON-AIRCRAFT” SETUP EXAMPLE FOR DATA DOWNLOAD FA2100CVRS USING A
DOWNLOADING CABLE 17TES0078 AND PORTABLE INTERFACE (PI) 17TES0043
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NOTE: Note: Downloading cable installation is necessary for all procedures described in Step (2)
or (3).
st
NOTE: If connector CVR DATA OUT and circuit breaker CVR POWER (on 21 frame – refer to
the A-Option in the Fig. 2) is installed, downloading cable 17TES0078 installation is not
required.
st
If connector CVR DATA OUT and sockets for interconnection (on 21 frame – refer to the
B-Option in the Fig. 2) is installed, downloading cable 17TES0078 installation is not
required. For interconnection of sockets use wiring with two "banana"-plugs.
(2) Download with RAU unit:

For data downloading from CVR memory is required:
 Downloading Cable P/N 17TES0078

and
 ROSE Analysis Unit (RAU), P/N: 17TES0055 (or equivalent laptop) with ROSE/RI
Software, Version 3.9 or higher, P/N: 17TES0321 (CDROM)
and
 ROSE/RI Software manual 165E1696-02 or higher

and
 Computer Interface and Communications Cable CICC/2, P/N: 17TES0070 and Cable
Adapter 17TES0072
or
 Computer Interface and Communications Cable CICC/3, P/N: 17TES0075 with CAT5
Crossover Ethernet Cable P/N: 024-98-00368
NOTE: For ROSE/RI software installation and hardware requirements see procedure
mentioned in AMM section 031.35.00 - Work procedure 031.35.00.A, Steps (1), (2)
and (3).
(a) RAU pre setting

In RAU unit running system Windows XP Professional, SP3 click on Start – All Programs
– Accessories – Windows Explorer.
In Windows Explorer window click on option Tools and next to Folder Option.
In new window Folder Option click on option View and activate Show hidden files and
folders and deactivate Hide extension for known file types as shown in Figure 302.
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FIG. 302 WINDOWS EXPLORER SETTINGS
Next click on button Apply and next click on button OK.
(b) ROSE – New Aircraft Configuration
1. Run ROSE software and login as administrator

(see Work procedure 031.35.00.A, Step (4-h))
2. In ROSE Main Menu click on button Select Aircraft Configuration.
3. In window Aircraft Configuration click on button New and create new aircraft
configuration for corresponding aircraft serial number as shown in Figure 303 where:
a. Enter a New Configuration Name – insert new database name where last four
numbers are corresponding with last four numbers of aircraft serial number
b. Configuration Description – insert text as shown in figure 303
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Aircraft Information field:
c. Make and Model: – insert aircraft model
d. Serial Number(s): – insert aircraft serial number
e. Tail Number(s): - insert tail number or aircraft registration mark
Flight Data Recorder Information field:
f. Make and Model: – select from the list: L-3 Communications (Fairchild), FA2100,
g. Part Number: - select from the list: 2100-1020-()
h. Data Type: select from the list: 717
i. Click OK
FIG. 303 AIRCRAFT CONFIGURATION MENU – NEW CONFIGURATION
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(c) Download with RAU unit using CICC/2 Computer Interface Communication Cable
P/N 17TES0070 / 17TES0072 or CICC/3 Computer Interface Communication Cable
17TES0075 / CAT5
1. Make sure that downloading cable as requested in Step (1) is installed.
2. Connect Interface cable CICC/2 between FDR unit and RAU as shown in Figure 304
or Interface cable CICC/3 between FDR and RAU as shown in Figure 305.
FIG. 304 “ON AIRCRAFT” SETUP FOR FA2100 RECORDERS USING A COMPUTER INTERFACE
COMMUNICATIONS CABLE/2 (CICC/2)
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FIG. 305 “ON AIRCRAFT” SETUP FOR FA2100 RECORDERS USING A COMPUTER INTERFACE
COMMUNICATIONS CABLE/3 (CICC/3)
3. Switch on the circuit breakers BATTERY I, II and INTERCOM I on the overhead panel.
4. Run ROSE software on the RAU.
5. Click on Select Aircraft Configuration and chose appropriate Configuration Database

corresponding with aircraft serial number. If doesn’t exist corresponding Configuration
Database create it in accordance with procedure in Step (2-b).
6. In ROSE Main Menu click on Recorder Interface, select appropriate CICC cable and
click Connect.
7. Recorder Status should be as shown in Figure 306.
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FIG. 306 RECORDER STATUS
8. In ROSE Main Menu click on button Import/Export Flight Data and in window Flight
Data File Control click on button Import New Data as shown in Figure 307
FIG. 307 FLIGHT DATA FILE CONTROL MENU
9. In the window Flight Data File Control in the field Enter New File Name insert filename
of the new file. In the field New File Type select ROSE raw frame type, as Source of
Data select option Flight Recorder. In Data Dump Option select Dump All Audio Data
(this option means that full memory of the CVR will be downloaded) or Dump All Data
from Last Hrs Mins (this option means that this option will create a local data file
containing the user-specified number of hours and minutes of data from either the
currently-connected recorder) as shown in Figure 308.
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FIG. 308 FLIGHT DATA FILE CONTROL MENU
10. Whenever all above mentioned option is set click on button OK. On screen will
appear window Flight Data Process transferring audio data from recorder memory to
local disc as shown in Figure 309.
FIG. 309 PROCESS OF AUDIO DATA TRANSFERRING FROM CVR MEMORY TO LOCAL DISC
11. If the data transferring process finish then will appear window as shown
in Figure 310 and click on button Yes and then a Decompress Audio Data menu will
appear as shown in Figure 311.
FIG. 310 DUMP DATA COMPLETE
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FIG. 311 DECOMPRESS AUDIO DATA MENU
12. Select the channels to decompress then select the Start button to begin the
decompression. A Decompression status message will appear at the bottom of the
menu as shown in Figure 312.
FIG. 312 DECOMPRESS AUDIO DATA
13. If decompression process is finished, will appear window of the successfully

decompression as shown in Figure 4-13
FIG. 313 DECOMPRESS PROCESS COMPLETED
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14. Close all windows of ROSE program.
15. Switch-off circuit breakers BATTERY I, II, and INTERCOM I on the overhead panel.
16. Disconnect CICC/2 or CICC/3 cable and remove 17TES0078 Downloading Cable
from the aircraft. Install back CVR unit to the mounting rack.
17. Run program Windows Explorer and select directory path:
C:\Program Files\L-3 Com\ROSE\Data_Files\CVR_FA2100 as shown in Figure 314
FIG. 314 EXAMPLE OF LOCATION OF THE .WAV FILES
18. Play back .wav files with Windows Media Player to hear audio data of each channel.
Audio data are recorded to channels as follows:
 CVR_1428_test_H1.wav – audio channel - Pilot

 CVR_1428_test_H2.wav – audio channel - Co-pilot
 CVR_1428_test_H3.wav – not in use
 CVR_1428_test_H4.wav – cockpit area microphone (CAM)
NOTE: Dumped compressed file (.cvr) and audio channels decompressed files (.wav)
are automatically downloaded and converted to folder name which corresponding
with Aircraft Configuration Selection in ROSE Main menu.
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(3) Download with Portable Interface Unit:

For compressed audio data downloading from CVR memory is required ROSE Analyzing Unit –
RAU:
 Downloading Cable P/N 17TES0078

and
 Portable Interface (PI) Kit P/N 17TES004 and Portable Interface (PI) Operator’s Manual
P/N 165E1630-00
or
 Portable Interface 2 (PI/2) Kit P/N 17TES0062 and Portable Interface/2 (PI/2) Operator’s
Manual P/N 165E1630-01
(a) Download with Portable Interface (PI) unit, P/N 17TES0043 or Download with Portable
Interface/2 (PI/2) unit, P/N 17TES0062
1. Make sure that downloading cable as requested in Step (1) is installed
2. Connect Portable Interface (PI) or Portable Interface/2 (PI/2) through GSE connector
to CVR unit FA2100. How to connect portable interface to flight recorder follows
instruction mentioned in 165E1630-00 Operator’s Manual for (PI) and 165E1630-01
Operator’s Manual for (PI/2).
3. Switch on the circuit breakers BATTERY I, II and INTERCOM I on the overhead panel.
4. In accordance with instruction mentioned in PI or PI/2 Operator’s Manual:
 download compressed data (data file with extension .cvr) to the PI or PI/2 memory
card, usb flash, etc.
 playback audio data
5. Switch-off circuit breakers BATTERY I, II, and INTERCOM I on the overhead panel.
6. Disconnect PI or PI/2 from CVR unit and remove 17TES0078 Downloading Cable
from the aircraft. Install back CVR unit to the mounting rack.
(b) Conversion of .cvr file downloaded via PI or PI/2 Portable Interface with ROSE Software
and play back.
1. Start RAU unit with Rose software and
2. In ROSE Main Menu select appropriate Aircraft Configuration corresponding to

serial number of the aircraft
3. If appropriate Aircraft Configuration doesn’t exist, create it in accordance with Step

(2-b).
4. Copy downloaded file with PI or PI/2 to the RAU local disc to the appropriate directory.
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5. In ROSE main menu click on button Utilities and then click on button Create
Wavefiles as shown in Figure 315
FIG. 315 UTILITIES MENU
6. In window Compressed Audio File Path select .cvr file for transferring to .wav file.
If file is selected click on Open button and will appear the Decompress Audio Data
menu as shown in Figure 311.
7. Follow procedures 12, 13, 14, 17 and 18 from Step (2-c) to play back .wav files (audio
channels).
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1. Removal and installation of the FA 2100 CVR Unit

E. Procedure
(1) Removal of the FA 2100 Cockpit Voice Recorder
(a) Before un-installation CVR unit switch off all switches and circuit breakers
(b) Open the main door, install the entrance steps.
(c) Remove the toilet (if installed) according WP mentioned in Chapter 38.
(d) Un-screw the two securing ratchet nuts and pull out the CVR unit (located between frames
No. 22 -23) from the CVR main frame.
(2) Installation of the FA 2100 Cockpit Voice Recorder
(a) Set the CVR unit to the CVR Main frame.
(b) Tighten a two securing ratchet nuts
(c) Perform the work procedure 023.70.00.C.
(d) Install the toilet (if installed) according WP mentioned in Chapter 38.
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CHAPTER
ELECTRICAL POWER
MAINTENANCE MANUAL
CHAPTER 24
ELECTRICAL POWER

Section Section
Subject Subject
Title page - - 024.00.00 309 May 30/14

List of Effective Pages 1 Nov 20/15 Servicing 310 May 30/14
2 Nov 20/15 311 May 30/14
3 Nov 20/15 312 May 30/14
4 Nov 20/15 313 May 30/14
2 Nov 20/15 024.20.00 1 Nov 15/13
4 Nov 1/11 3 Nov 15/13
2 Nov 1/11 5 Nov 1/11
2 May 30/14 7 Nov 1/11
3 Nov 15/13 8 Nov 1/11
4 May 30/14 9 Nov 1/11
5 Nov 20/15 10 Nov 1/11
6 Nov 20/15 11 Nov 1/11
024.00.00 1 Nov 1/11 12 May 30/14
Description and Operation 2 Nov 1/11 Servicing 301 May 30/14
202 Nov 1/11 303 May 30/14
Servicing 301 May 30/14 304 Dec 10/14
302 May 30/14 305 May 30/14
303 May 30/14 306 May 31/12
304 May 30/14 024.20.01 1 Nov 20/15
305 May 30/14 Description and Operation 2 Nov 1/11
306 May 30/14 Removal / Installation 401 Nov 20/15
307 May 30/14 402 Nov 1/11
308 May 30/14

ALL Page: 1
Nov 20/15
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Section Section
Subject Subject
024.20.02 1 Nov 1/11 024.20.10 1 Nov 1/11

Removal / Installation 401 Nov 1/11 024.20.11 1 Nov 1/11
024.20.04 1 Nov 15/13 024.20.12 1 Nov 1/11
303 Nov 1/11 024.20.14 1 Nov 1/11
024.20.05 1 Nov 15/13 Fault Isolation 101 Nov 1/11
3 Nov 1/11 Adjustment / Test 501 Nov 1/11
4 Nov 1/11 502 Nov 1/11
5 Nov 1/11 024.20.16 1 Nov 1/11
7 Nov 15/13 024.30.00 1 Nov 20/15
9 Nov 15/13 3 Nov 15/13
10 Nov 15/13 4 Nov 1/11
024.20.07 1 Dec 10/14 5 Nov 20/15
Description and Operation 2 Dec 10/14 6 Nov 1/11
3 Dec 10/14 7 Nov 1/11
4 Dec 10/14 8 Nov 1/11
5 Dec 10/14 9 Nov 1/11
6 Dec 10/14 10 Nov 15/13
024.20.08 1 Nov 15/13 Servicing 301 Nov 1/11
024.20.09 1 Nov 1/11 024.30.01 1 Nov 1/11

ALL Page: 2
Nov 20/15
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Section Section
Subject Subject
024.30.01 301 May 30/14 024.30.05 301 May 30/14

Servicing 302 Nov 1/11 Servicing 302 May 30/14
024.30.02 1 Nov 1/11 303 May 30/14
3 Nov 1/11 305 May 30/14
4 Nov 1/11 306 May 30/14
5 Nov 1/11 307 May 30/14
6 Nov 1/11 308 May 30/14
302 Dec 10/14 310 May 30/14
303 Nov 1/11 311 May 30/14
304 Nov 1/11 312 May 30/14
305 Nov 1/11 313 May 30/14
306 Nov 1/11 314 May 30/14
Removal / Installation 401 Nov 1/11 315 May 30/14
402 Nov 1/11 316 May 30/14
024.30.03 1 Nov 1/11 317 May 30/14
3 Nov 1/11 Removal / Installation 401 May 30/14
4 Nov 1/11 402 May 30/14
Servicing 301 May 30/14 024.30.06 1 Nov 1/11
024.30.04 1 May 30/14 024.30.07 1 Nov 1/11
Description and Operation 2 May 30/14 Description and Operation 2 Nov 1/11
Servicing 301 Nov 20/15 024.30.08 1 May 30/14
304 May 30/14 302 May 30/14
305 May 30/14 Removal / Installation 401 May 30/14
306 May 30/14 402 Nov 1/11
Removal / Installation 401 May 30/14 024.30.09 1 Nov 1/11
024.30.05 1 May 30/14 Servicing 301 May 30/14
Description and Operation 2 May 30/14 302 Nov 1/11

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Section Section
Subject Subject
024.30.10 1 Nov 20/15 024.60.00 1 Nov 1/11

3 Nov 20/15 3 Nov 1/11
4 Nov 20/15 4 Nov 1/11
Servicing 301 Nov 20/15 5 Nov 1/11
302 Nov 20/15 6 Nov 1/11
303 Nov 20/15 7 Nov 1/11
304 Nov 20/15 8 Nov 1/11
305 Nov 20/15 9 Nov 1/11
306 Nov 20/15 10 Nov 1/11
402 Nov 20/15 12 Nov 1/11
024.40.00 1 Nov 1/11 13 Nov 1/11
302 Nov 1/11 16 Nov 1/11
024.40.01 1 Nov 1/11 17 Nov 1/11
302 Nov 1/11 20 Nov 1/11
024.50.00 1 Nov 1/11 21 Nov 1/11
302 Nov 20/15
303 May 30/14
304 Nov 1/11
024.50.01 1 Nov 1/11
024.50.02 1 Nov 1/11
302 Nov 1/11
024.50.03 1 Nov 1/11

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CHAPTER 24
ELECTRICAL POWER
RECORD OF REVISIONS

Section,
Subject
6 024-List of 1 to 4 - -
Effective Pages
024-Record of 1 - -
Revision
024-Contents 1 - -
L410UVP-E/145d May 31/12
024.20.00 303 - -
- 305 -
- 306 -
024.20.06 1 - -
7 024-List of 1 to 4 - -
Effective Pages
024-Record of 1 - -
Revision
024.20.00 1 to 4 - -
024.20.04 1 - -
301 to 302 - -
401 - -
024.20.05 1 to 2 - -
024.20.06 1 7 to 10 - L410UVP-E/178d Nov 15/13
6 - -
024.20.07 2 to 4 - -
024.20.08 1 - -
024.20.13 1 to 2 - -
024.30.00 1 - -
3 - -
10 - -
024.30.04 302 - -
024.30.08 1 - -

ALL Page: 1
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Section,
Subject
8 024-List of 1 to 4 - -
Effective Pages
024-Record of 2 - -
Revision
4 to 6 - -
024.00.00 301 to 313 - -
024.20.00 12 - -
301 to 305 - -
024.20.04 301 to 302 - -
024.30.01 301 - -
024.30.03 301 - -
024.30.04 1 to 2 - 3 to 4 L410UVP-E/196d May 30/14
301 to 306 - 307 to 312

401 - -
024.30.05 - 1 to 2 -
- 301 to 318 -
- 401 to 402 -
024.30.08 1 - -
301 to 302 - -
402 - -
024.30.09 301 - -
024.40.00 301 - -
024.50.00 301 to 303 - -
9 024-List of 1 to 4 - -
Effective Pages
024-Record of 2 - -
Revision
L410UVP-E/208d Dec 10/14
024.20.00 304 - -
024.20.07 1 to 4 5 to 6 -
024.30.02 302 - -
10 024-List of 1 to 4 - -
Effective Pages
024-Record of 2 to 3 - -
Revision L410UVP-E/220d Nov 20/15
024-Contents 1 - -
5 to 6 - -

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Section,
Subject
10 024.20.01 1 - -
401 - -
024.20.04 301 - -
024.30.00 1 - -
5 - -
L410UVP-E/220d Nov 20/15
024.30.04 301 to 303 - -
024.30.10 - 1 to 4 -
- 301 to 306 -
- 401 to 402 -
024.50.00 301 to 302 - -

ALL Page: 3
Nov 20/15
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Section,
Subject

ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 24
ELECTRICAL POWER

Section,
No. Number Revision

ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 24
ELECTRICAL POWER
CONTENTS
Section,
Subject
General 1
Maintenance practices 201
General 201
Servicing 301
Check of the electric equipment in the passenger 301
cabin ceiling between the frames No. 8 and 9 and
between the frames No. 1 and 2
Inspection of the plug-and-socket connections 302
Check of the condition of negative terminals 304
Inspection of the electrical equipment in space 305
between frames No. 8 and 10 and behind the fire
walls of the engine nacelles
Inspection of the wiring cables connection plug-socket 307
(without dismantling) and the terminal blocks
Check of the starter-generators voltage setting 308
Check of the operation of all circuit breakers not 310
operating as switches
AC GENERATION POWER 024.20.00 1 ALL
General 1
Description 3
Operation 5
Servicing 301
Check of the operation of inverters 36 V 301
Check of the operation of inverters 115 V 302
Check of the automatic switching of inverters 36 V 303
Check of the inverters 115 V automatic switching-over 304
Check of the over-switching of the inverters 26 V 305
(if installed)
LUN 2450 OR LUN 2450-8 THREE-PHASE INVERTER 024.20.01 1 ALL
Purpose 1
Technical data 1
Operation 1
Removal and installation of LUN 2450 or 401
LUN 2450-8 three-phase inverter
LUN 2460 INVERTER 024.20.02 1 ALL
Purpose 1
Technical data 1
Operation 1
ALL Page: 1
Nov 20/15
MAINTENANCE MANUAL

Section,
Subject
Removal / Installation 024.20.02 401

Removal and installation of the LUN 2460 inverter 401
LUN 2102-8 OR LUN 2102.01-8 ALTERNATOR 024.20.04 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Check of the fixing and measure the insulation 301
resistances of the LUN 2102-8 or the
LUN 2102.01-8 alternator
Check of the LUN 2102-8 or LUN 2102.01-8 alternator 302
Removal/Installation of the LUN 2102-8 or 401
024.20.05 1 ALL
LUN 2147-8 OR LUN 2147.01-8 OR LUN 2147.02
REGULATOR
Purpose 1
Technical data 1
Operation 2
024.20.06 1 ALL
RS 5 (8) (A 100) DISTRIBUTION BOX (if installed)
Purpose 1
Technical data 1
Operation 1
RS 4 (A 257) DISTRIBUTION BOX 024.20.07 1 ALL
Purpose 1
Technical data 1
Operation 1
RP 5 (8) (A 131) RELAY SWITCH (IF INSTALLED) 024.20.08 1 ALL
B571084N RELAY SWITCH (IF INSTALLED)
Purpose 1
Technical data 1
Operation 1
TKD 303 DOD, TKD 133 DOD CONTACTOR 024.20.09 1 ALL
Purpose 1
Technical data 1
Operation 1
TKD 501 DOD CONTACTOR 024.20.10 1 ALL
Purpose 1
Technical data 1
Operation 1
ALL Page: 2
May 30/14
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Section,
Subject
TKE 52 PODG, TKE 54 PODG RELAY 024.20.11 1 ALL
Purpose 1
Technical data 1
Operation 1
15N 599 19.7 RELAY 024.20.12 1 ALL
Purpose 1
Technical data 1
Operation 1
B073576N OR B073576N /G RELAY 024.20.13 1 ALL
Purpose 1
Technical data 1
Operation 1
B073245N RELAY 024.20.14 1 ALL
Purpose 1
Technical data 1
Operation 1
VF 0.4 - 45, VF 0.4 - 150 VOLTMETER 024.20.15 1 ALL
Purpose 1
Technical data 1
Fault Isolation 101
Installation of VF 0.4 - 45, VF 0.4 - 150 voltmeters 401
Check of VF 0.4 - 45, VF 0.4 - 150 voltmeters 501
SPC-5(C) STATIC INVERTER 024.20.16 1 ALL
Purpose 1
Technical data 1
DC CURRENT SOURCES 024.30.00 1 ALL
General 1
Operation 3
Servicing 301
Inspection of switches in the pilot cockpit 301
LUN 2132.02-8 STARTER - GENERATOR 024.30.01 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Functional check of the LUN 2132.02-8 301
starter - generator
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Section,
Subject
LUN 2167.03-8 REGULATOR 024.30.02 1 ALL

Purpose 1
Technical data 1
Operation 1
Servicing 301
LUN 2167.03-8 regulator functional check 301
Removal and installation of the LUN 2167.03-8 401
regulator
DMR - 400 DSP DIFFERENTIAL RELAY 024.30.03 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Inspection of the contacts of the DMR-400 DSP 301
differential relay
20 NKBN-25 OR SAFT P/N 26108 ACCUMULATOR BATTERY 024.30.04 1 ALL
Purpose 1
Technical data 1
Servicing 301
Check of the voltage of accumulator batteries 301
Inspection of the accumulator batteries 302
Inspection of the accumulator battery bay between 302
the No. 1-2 frames
Charging of the accumulator batteries 303
Preservative of the accumulator battery bay 304
Removal and installation of the accumulator 401
batteries
VARTA / HAWKER 20 FP 25 H1C (T-R) ACCUMULATOR 024.30.05 1 ALL
BATTERY
Purpose 1
Technical data 1
Servicing 301
Monthly checks on aircraft of the VARTA / HAWKER 301
accumulator batteries
Quarterly maintenance of the VARTA / HAWKER 302
Annual maintenance of the VARTA / HAWKER 308
Testing the temperature sensor (if installed) 315
Removal and installation of the accumulator 401
batteries
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Section,
Subject
TKS 201 DOD, TKS 401 DOD CONTACTOR 024.30.06 1 ALL

Purpose 1
Technical data 1
Operation 1
TKD 511 DOD CONTACTOR 024.30.07 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 2743.XX-8 VOLTAMMETER 024.30.08 1 ALL
Purpose 1
Technical data 1
Servicing 301
Check of the LUN 2743.XX-8 voltammeter 301
voltammeter
ShA - 440 (8) SHUNT 024.30.09 1 ALL
Purpose 1
Technical data 1
Servicing 301
Inspection of the ShA - 440(8) shunt 301
RG–CIS25 VALVE REGULATED LEAD – ACID AIRPLANE 024.30.10 1 ALL
BATTERY (IF INSTALLED)
General 1
Purpose 3
Technical data 3
Servicing 301
Check of the voltage of RG-CIS25 accumulator 301
batteries
Inspection of the RG-CIS25 accumulator batteries 301
Charging of the RG-CIS25 accumulator batteries 302
Removal and installation of the RG-CIS25 401
EXTERNAL POWER 024.40.00 1 ALL
General 1
Technical data 1
Operation 1
Servicing 301
Ground power unit connecting 301
Ground power unit disconnection 301
ALL Page: 5
Nov 20/15
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Section,
Subject
ShRAP 500 EXTERNAL POWER SOURCE SOCKET 024.40.01 1 ALL

Purpose 1
Technical data 1
Operation 1
Servicing 301
Check of the ShRAP 500 external power source socket 301
ELECTRICAL LOAD DISTRIBUTION 024.50.00 1 ALL
General 1
Servicing 301
Check of the operation of the automatic switching 301
of bus bars
Measurement of the voltage values at the 302
connection of A 71 and A 72 contactors
CIRCUIT BREAKING ELEMENTS-FUSES, CIRCUIT 024.50.01 1 ALL
BREAKERS
General 1
Technical data 1
Operation 1
V 016 OR V 016.01-8 ELECTROMAGNETIC RELEASING 024.50.02 1 ALL
SWITCH
Purpose 1
Technical data 1
Description 1
Operation 1
Servicing 301
Functional check of the V 016 or V 016.01-8 301
electromagnetic releasing switch
CONDUCTORS 024.50.03 1 ALL
General 1
Marking of instruments and conductors 1
BRIDGING AND EARTHING 024.60.00 1 ALL
Purpose 1
Technical data 1
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GENERAL
1. General
The main sources of the electrical power for the aircraft are two starter - generators having voltage of
28 V, each having the power output of 5.6 kW. As an emergency source are used two NiCd batteries having
voltage of 24 V and each capacity of 25 Ah.
Electrical appliances for alternating current are supplied with the power from two LUN 2450 static inverters
having voltage 3x36 V / 400 Hz, two PC - 250 static inverters having voltage 115 V / 400 Hz and 26 V / 400 Hz
(one of which is a stand - by inverter) and two LUN 2102 or LUN 2102.01 alternators having voltage
3x115 V / 200 Hz.
Inverters are supplied from the direct current board network of 28 V.
During ground servicing, the aircraft can be connected to a DC external power source of 27 to 29 V.
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GENERAL
1. General
• dents
• ruptures
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GENERAL
SERVICING
1. Check of the electric equipment in the passenger cabin ceiling between the frames
No. 8 and 9 and between the frames No. 1 and 2
C. Tools Z 37.9110-10 Screwdriver

No. 697-6x120 Screwdriver
No. 697-4.5x120 Screwdriver
L 410.9141-05 Screwdriver

Periodical
E. Procedures
(1) Check if the external ground power source has been disconnected and if the switches BATTERY I, II
on the overhead panel are shut off.
(2) Remove 2 covers between frames No. 1 and 2 on RH side after unscrewing 18 universal quick
locks by means of Z 37.9110-10 screwdriver and 13 screws by No. 697-6x120 screwdriver.
(3) Remove the contactors box cover after unscrewing 6 screws by means of No. 697-4.5x120
screwdriver in the space between No. 1 and 2 frame on the RH side.
(4) Remove the upholstery of the passenger cabin ceiling in the space between No. 8 and 9 frame
by unscrewing 4 quick-locks by means of L 410.9141-05 screwdriver.
(5) Remove the cover of the contactors panel between the 8 and 12 frame on the RH side by unscrewing
3 screws by means of No. 697-4.5x120 screwdriver.
(6) Inspect the state of electric installation in space between the 1 and 2 frame at the RH side.
• broken or worn conductor
• corrosion on electric connections
• burning on electric connections
• loosened coupling material
• loosened units (devices)
• cracking at a securing varnish
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• cracked or loosened clamps
(7) Check the state of electric installation between the 8 and 9 frame.
• broken or worn conductor
• corrosion on electric connections
• burning on electric connections
• loosened coupling material
• loosened units (devices)
• cracking at a securing varnish
• cracked or loosened clamps
(8) Fit on the upholstery in the passenger cabin ceiling by means of L 410.9141-05 screwdriver.
(9) Fit on the cover of the contactors panel between the 8 and 9 frame by screwing on 6 screws by
means of No. 697-4.5x120 screwdriver.
(10) Fit on the cover of the contactors box between the 1 and the 2 frame, at the RH side, by screwing
on 6 screws by means of No. 697-4.5x120 screwdriver.
(11) Cover up the space between the 1 and 2 frame, at the RH side, by setting up 2 covers and screwing
on 18 universal quick locks, by means of Z 37.9110-10 screwdriver and 13 screws by means of
No. 697-6x120 screwdriver.
2. Inspection of the plug-and-socket connections

B. Materials dia. 0.5 mm Lock wire

ONL 3450 Perforated tape
ONL 3451.1 Button
C. Tools No. 697-3.5x100 Screwdriver

Z 37.9110-10 Screwdriver
Flat-nosed pliers

Periodical
E. Procedures
(1) Put the steps (e.g. B097365N) to the aircraft.
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(2) Dismount the front aerodynamic wing-fuselage fillet by unscrewing 33 screws by means of
No. 697 - 6x120 and Z 37.9110-10 screwdrivers.
(3) Dismount the covers of the mounting holes on the wing fillets (LH, RH) by screwing-off 40 screws
by No. 697 - 6x120 screwdriver.
(4) Loosen and tilt down the lower covers of LH and RH engine nacelles.
(5) Dismount the tail cover of the fuselage - screw off 69 screws by Z 37.9110-10 screwdriver.
(6) Check of the P - S connections:
• in space of the aerodynamic wing-fuselage fillet V1, V2, V3, V4, V5, V10, V19, V20, V25, V26
• in space of the wing-engine fillet (LH, RH) V5, V6, V7, V8, V11, V12, V15, V16, V225, V226
• in space of the engine (LH, RH) V33, V34, V227, V228
• in space at the 27 frame: V14, V21, V212
One-by-one unlock and disconnect the plug-and-socket connections and check them.
Damaged (punctured) covers of the plug-and-socket connections, corrosion of the plug-and-socket
connections, blackened and oxidized pins and bushings of the plug-and-socket connections.
Replace the damaged P-S connections by new ones, remove the corrosion and the blackening
according to work procedure. Work procedure: "Sealing of connectors" is mentioned in AMM
section 020.20.00.
NOTE: When checking make sure the external ground power source is disconnected.
(7) Loosen 4 screws of the frame aerial of the radio-compass (if installed) by No.697 – 3.5x100
screwdriver and check the connector according to step (6).
(8) Reconnect all plug-and-socket connections, their securing with a locking wire ∅ 0.5, and the
setting on of its coverings and fixing by ONL 3450 perforated tape with ONL 3451.1 button.
(9) Install the radio-compass (if installed) frame aerial (4 screws), clean the framing points with
emery cloth No.400, cover the aerial by a laminate covering (20 screws) – and provide a
perfect sealing.
(10) Re-install the wing-fuselage aerodynamic fillet (33 screws), covers in the wing-engine aerodynamic
fillet (LH, RH) 40 screws, the tail covering of a fuselage (69 screws) by means of Z 37.9110-10
screwdriver - shut and fix the lower covers of LH and RH engine nacelles.
(11) Remove steps.
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3. Check of the condition of negative terminals

B. Materials ALKAPRENE Adhesive
C. Tools No. 697-6x120 Screwdriver,

CSN 230611-14x17 Wrench

Periodical
E. Procedures
(1) Dismount the RH pilots’ seat according to work procedure in the chapter 025.
Wrench off partly the carpet on the foot board of the pilots’ floor on the right side. Dismount the
periphery cover from the floor by screwing off 36 screws by No. 697 - 6x120 screwdriver.
(2) Release and tilt down the lower covers of LH and RH engine nacelles.
(3) Inspect the negative terminals:
• V 93, V 94 (on the bottom side of the wing in space of the LH hand and RH hand engines)
• V 211-1-2 (below the floor of the RH pilot)
• V 73-1 (between the 1 and 2 frame on the LH side, under accumulators)
(4) Check the state of the framing points V 93, V 94, V 211-1-2, V 73-1 by CSN 230611 - 14x7 wrench.
The following defects are not permitted: loosened nuts, corrosion.
Tighten loosened nuts and remove the corrosion according to work procedure.
(5) Cover the opening in the pilots’ floor - 36 screws by No. 697 - 6x120 screwdriver stick back the
wrenched off carpet with ALKAPRENE, mount back the right hand pilots’ seat into four pins, secure
it by the plugs.
(6) Close and fasten the lower covers of the LH and RH engine nacelles.
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4. Inspection of the electrical equipment in space between frames No. 8 and 10 and behind
the fire walls of the engine nacelles
Hand lamp
B. Materials Technical petrol

Duster cloth
C. Tools No. 697-6x120 Screwdriver

8x10 CSN 230611.6 Two-sided wrench

Periodical
E. Procedures
(1) Put steps (e.g. B097300N and B097365N) to the aircraft.
(2) By means of No. 697-6x120 dismount the rear covers (1) - refer to the fig. 301, on the upper skin
of the left wing, the front (2) and the rear (3) covers of the upper skin on the right wing.
(3) By means of 8x10 CSN 230611.6 two-side open-end wrench and of Z 37.9110-10 adapted wrench
unscrew and take off the screws which fix the rear covering of the engine nacelle (LH and RH)
(4), (5).
(4) By means of the hand lamp check the openings on the upper skin of the wing - the space between
the 8 and 10 rib. The following defects are not permitted:
dirty space, damaged and non-fixed aggregates and electric equipment between the 8 and 10 rib
of the LH and RH wing and dirty space behind the fireproof wall of the engine nacelle.
Remove the uncleanness by technical petrol, fasten the non-fixed aggregates and electric equipment
and repair or replace the damaged ones.
NOTE: The cleanliness, damage and fixing of the electric equipment and aggregates should be
especially checked.
(5) Check the space behind the fireproof wall. Check if there is any dirty space behind the fireproof wall
of the engine nacelle. Remove the uncleanness by technical petrol, fasten the non-fixed aggregates
and electric equipment and repair or replace the damaged ones.
NOTE: The cleanliness, damage and fixing of the electric equipment and aggregates should
be especially checked.
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(6) By means of 8x10, CSN 230611.6 two-side open-end wrench and of Z 37.9110-10 adapted wrench
tighten the screws fixing the rear covering of the LH and RH engine nacelles.
(7) By means of No. 697-6x120 screwdriver tighten the screws fixing the rear covers on the upper
skin of the left wing, as well as the front and rear covers on the upper skin of the right wing.
(8) Remove steps.
FIG. 301 LOCATION OF COVERS
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5. Inspection of the wiring cables connection plug-socket (without dismantling) and the
terminal blocks
Assembly floor into the space behind 21 bulkhead
2
B. Materials PYROPLAST Textile (0.5 m )
ONL 3450 Perforated tape (2 m)
ONL 3451 Button (10 pcs)
∅ 0.5 mm Binding wire (3 m)
C. Tools L 410.9141-05 Screwdriver


Periodical
E. Procedures
(1) Open successively the spaces between frames No. 7 and 16 in the passenger cabin ceiling,
remove the upholstered coverings by means of L 410.9141-05 screwdriver.
(2) Release the ceiling panel - loosen 8 screws by No. 697-4.5x120 screwdriver in the pilots’ cockpit
and tilt it down.
(3) Dismount the toilet according to the work procedure in the chapter 38 and load the assembly floor.
(4) Loosen (by hand) 2 pieces of side adjusting screws fixing the instrument panels and tilt it down.
(5) Put steps (e.g. B097300N) to the engine nacelle (LH and RH) release the lower cover of the
engine nacelles and tilt it down.
(6) Remove the coverings of the nose part of the fuselage on the right side - from the 2 to the 4 frame -
- by loosening 18 quick - locks by Z 37.9110-10 screwdriver and 13 screws by No. 697 - 6x120
screwdriver.
(7) Successively check the plug-and-socket connections, cables and terminal blocks in the spaces
which had been made accessible. The following defects are not permitted:
Damaged insulation of the conductors, bad fixing cables, loosened plug-and-socket connections,
damaged binding wire, loosened conductors in the terminal blocks and at the circuit breakers.
Repair the damaged insulation of the conductors, the cables touching the sharp edges should be
protected by the textile PYROPLAST, fasten the free cables by ONL 3450 perforated tape and
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ONL 3451.1 button, fasten the loosened plug-and-socket connections, replace the damaged binding
by a new locking wire.
(8) Install the coverings on the nose part of the fuselage - between the 2 and 4 frames on
the RH side - fasten the 18 quick locks by Z 37.9110.10 screwdriver and 13 screws by
No. 697 - 6x120 screwdriver.
(9) Shut and fasten the lower cover of the LH and RH engine nacelles and remove steps.
(10) The instrument panel should be put in its place and 4 screws fastened by hand.
(11) Take out the assembly floor behind the 21 frame and install the toilet according to work procedure
in the chapter 038.
(12) Close up the ceiling panel and fasten it by 8 screws by means of No. 697 - 4.5x120
screwdriver.
(13) Close the upholstered coverings of the passenger cabin ceiling by the locks by means of
L 410.9141-05 screwdriver.
6. Check of the starter-generators voltage setting

A. Fixture, Test and Support Equipment Mobile digital voltmeter 0 to 50 V
External ground power supply


Periodical
E. Procedures
(1) Connect the external ground power source.
(2) The check should be carried out at running engines.

Start the both engine according to the Airplane Flight Manual, chapter 4.
(3) Dismount the upholstery of the passenger cabin ceiling in space between 9 and 10 frame by
screwing 5 locks by L 410.8141-05 screwdriver.
(4) During engines running stay in the pilots’ cockpit.

The voltage of the starter generators must be 28.5 ± 0.1 V at revolutions of nG = 80 % and at
the load of the board network of 30 to 40 A.
By means of a potentiometer set the voltage on the A3 (A4) voltage regulator, by means of
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(5) When the engines are running, switch on the switch GENERATOR L, located in the overhead
panel. After the starter-generator had been connected to the board power network, the signaling
cell GENERATOR L located on the central warning display shuts off.
The switch GENERATOR R is shut off.
By means of a digital voltmeter measure the voltage between the clamp GEN of the A 5 differential
relay and the frame of the aircraft V 97.
The voltage must be 28.5 ± 0.1 V at the revolutions of nG = 80 % and at the board network load
30 to 40 A (according to the speedometer and the voltmeter).
(6) Switch on the switch GENERATOR R in the overhead panel. . After the starter-generator had
been connected to the board power network, the signaling cell GENERATOR R located on the
central warning display shuts off.
Shut off the switch GENERATOR L. Carry out the voltage measuring by means of a digital voltmeter
the clamp GEN of the A 6 differential relay and the frame of the aircraft V 97.
The voltage must be 28.5 ± 0.1 V at the revolutions of nG = 80 % and at the board network load
30 to 40 A (according to the speedometer and the voltmeter).
By means of a potentiometer set the voltage on the A 3 (A 4) voltage regulator, by means of
No. 697 - 6x210 screwdriver.
(7) Stop the both engines according to the Airplane Flight Manual, chapter 4.
(8) Switch off all circuit breakers and switches in the overhead panel.
(9) Fasten the upholstery on the passenger cabin ceiling by screwing-on 5 locks by L 410.9141-05
screwdriver.
(10) Disconnect the external ground power supply.
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7. Check of the operation of all circuit breakers not operating as switches

A. Fixture, Test and Support Equipment Bulb 28 V / 15 W with conductors and tips
Lamp tester


Periodical
E. Procedures
(1) Remove the RH cover between the 1 and 2 frame by means of Z 37.9110-10 screwdriver.
(2) Within the space of the passenger cabin dismount the upholstered ceiling panels in space between
the 7 and 11 frame by L 410.9141-05 screwdriver.
(3) Connect the external ground power supply.

The following defects are not permitted: When checking a circuit breaker in a circuit, the circuit
is disconnected when the circuit breaker has been shut off.
When the circuit is not braked (disconnected) replace the circuit breaker.
(4) Switch on the switches BATTERY I, II and the circuit breakers WARNING DISPLAY ELECTRO -
- AIRFRAME, ENGINE LH, ENGINE RH on the overhead panel.
When the circuit is not braked (disconnected) replace the circuit breaker.
(a) Check of the circuit breaker A 109 (from the 8 to 9 frame on the left).
Switch on the switch INVERTER I 36 V on the overhead panel, the inverter LUN 2450 between
the 3 and 4 frame will switch on, by switching-off the A 109 circuit breaker the inverter will
shut off, by switching on again it switches on again too. The signaling cell INVERTER I 36 V
lights according to the situation - whether the inverter is switched off or switched on (it is also
possible to check the voltage by the voltmeter on the instrument panel by means of the
voltmeter change-over switch on the RH control panel). After having finished the check, shut
off the switch INVERTER I 36 V on the overhead panel.
(b) Check of the A 110 circuit breaker (the 7 to 8 frame on the right).
Switch on the switch INVERTER II 36 V on the overhead panel. The sequence of check is
stated in step (4-a). After having finished the check, shut off the switch INVERTER II 36 V.
Simultaneously perform the check according to step (4-k).
(c) Check of the A 121 circuit breaker (the 8 to 9 frame on the right).
The inverter selection switch must be in the AUT position.
Switch on the switch INVERTER I 115 V on the overhead panel, LUN 2460 inverter will
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switch on, by shutting of A 121 circuit breaker the inverter will shut off, by switching on
again it switches on again too. The signaling cell INVERTER I 115 V light according to the
inverter is switched on or off (it is also possible to check the voltage by the voltmeter on the
instrument panel by means of a voltmeter change-over switch on the RH control panel).
After having finished the check, shut off the switch INVERTER I 115 V on the overhead panel.
(d) Check of the A 122 circuit breaker (the 7 to 8 frame on the right)
Switch on the switch INVERTER II 115 V and INVERTER I 115 V on the overhead panel.
Signaling cell INVERTER II 115 V will extinguish. Shut off the INVERTER I 115 V again
signaling cell INVERTER I 115 V will light on. Switch off the circuit breaker A 122 signaling cell
INVERTER II 115 V will switch on. After having finished the check shut off the switch
INVERTER II 115 V and switch on the A 122 circuit breaker. Simultaneously perform the
check according to step (4-o).
(e) Check of the C 17 Circuit breakers (the 8 to 9 frame on the left hand side).
C 18 (the 7 and 8 frames on the right hand side).
Switch on the change-over switch SEARCHLIGHTS I into the position TAXIING, one
searchlight will light on. Turn off the circuit breaker C 17, the searchlight will extinguish,
switch on it again and give the change-over switch on the overhead panel to its initial
position. Switch on the change-over switch SEARCHLIGHTS II to the position TAXIING
two searchlights will light on. Shut off the circuit breaker C18 – the searchlights will
extinguish switch on it again. Give the change-over switch on the overhead panel to its
initial position.
(f) Check of the M 377 Circuit breaker (the 7 to 8 frame on the right side ).
Switch on the circuit breaker WATER INJECTION on the overhead panel.
Move the Power Control Levers into the max. power position.
Push the button WATER INJECTION - ON the pump in the right gear nacelle starts
running ( the contactor M 378 switching on the 10 frame on the right ) - indication by
hearing. The water injection circuit will be interrupted by switching off the M 337 circuit
breaker. Switch the circuit breaker on again. Push down the WATER INJECTION - OFF
button, shut off the WATER INJECTION circuit breaker on the overhead panel.
NOTE: If the water tank is empty, check must be done within 5 seconds.
(g) Check of the M 201, M 202 Circuit Breakers (the1 to 2 frame on the right ).
Switch over the change-over switch FIRE-EXTINGUISHING on the test panel of the LH
control panel to the position left I. The signal bulb on the test panel will turn on. When the
M 201 circuit breaker has been shut off, the signal bulb will turn off. Switch the circuit
breaker on again. Set up a change-over switch to the position right I. The signaling bulb on
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the test panel will light on again. The signaling bulb will light off by the circuit breaker M202
shut off. Switch the circuit breaker on again, set the change-over switch to its zero position.
NOTE: The pyro-cartridges must be stored in the fire extinguishing flasks.
(h) Check of the A 37, A 38 Circuit Breakers (the1 to 2 frame on the right )
Apply a bulb 28V / 15 W to the conductor 175 A from the conductor A 23 (8 and 9 frame on
the left) against the frame - the bulb will be lighting. The bulb will turn off by shutting the A 37
circuit breaker off. Switch the circuit breaker on again, apply the bulb to the conductor 253 A
from the relay A 31 (the 8 and 9 frame on the left) against the frame - the bulb will be lighting.
When the circuit breaker A 38 has been shut off, the bulb will turn off. Switch the circuit breaker
on again.
(i) Check of the A 68 Circuit Breakers (the 1 to 2 frame on the right),

A 44, A 52 (the 7 to 8 frame on the right).
Apply to the conductor 384 A from the contactor A 49 (8 to 9 frame on the right) a bulb against
the frame - the bulb will be lighting. Switch off successively the A 68, A 44 and A 52 circuit
breakers and switch them on again - the bulb will turn off and will turn on. Let the circuit breakers
in the switched on position.
(j) Check of the Circuit Breaker A 67 (the 1 to 2 frame on the right),

A 43, A 55 (the 7 to 8 frame on the right).
Apply a bulb to the conductor 380 A from the contactor A 50 (the 8 to 9 frame on the right)
against the frame - the bulb will be lighting. Switch off successively the A 67, A 43 and A 55
circuit breakers and switch them on again - the bulb will turn off and will turn on. Let the
circuit breakers in the switched on position.
(k) Check of the A 60 circuit breaker (the 7 to 8 frame on the right).

The check should be done together with the check according to step (4-b).
When the circuit breaker A 60 has been shut off, the inverter 3x36 V stops running.
Switch on the circuit breaker again.
(l) Check of the A 58 circuit breaker (the 7 to 8 frame on the right).

against the frame, the bulb will turn on. When the circuit breaker A 58 has been shut off,
the bulb will turn off. Switch on the circuit breaker again.
(m) Check of the A 61 circuit breaker (the 7 to 8 frame on the right).

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(n) Check of the A 12 circuit breaker (the 7 to 8 frame on the right).

Apply a bulb to the conductor 358 A from the conductor A 13 (the 8 to 9 frame on the right)
(o) Check of the A 56 circuit breaker (the 7 to 8 frame on the right).

The check should be done together with the check according to step (4-d). When the circuit
breaker A 56 has been shut off, the inverter 115 V will stop revolving.
Switch on the circuit breaker again.
(p) Check of the A 57 circuit breaker (the 7 to 8 frame on the right).

(q) Check of the A 59 circuit breaker (the 7 to 8 frame on the right).

(r) Shut off the switches BATTERY I, II and the circuit breakers CENTRAL WARNING DISPLAY -
- ELECTRO, - AIRFRAME, - ENGINE LH, - ENGINE RH on the overhead panel and check
if all checked circuit breakers are in position "switched on".
(s) Check of the A 63, A 64 circuit breakers (the 10 to 11 frame).

Apply a bulb tester to the circuit breakers A 63 and after to A 64. When the circuit breaker
has been shut off, the circuit will be interrupted and the bulb will turn off.
Switch on the circuit breakers back again.
(5) Install back the covers to the 1 to 2 frame on the right, by means of Z 37.9110-10 screwdriver
and the upholstered coverings in the space between the 7 to 11 frame.
(6) Disconnect the external ground power supply.
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AC GENERATION POWER
1. General
The aircraft source of alternating power supply are two LUN 2450 static inverters having 3x36 V / 400 Hz,
two PC 250 or LUN 2460 static inverters having 115V/400Hz and 26V/400 Hz one of them serving as a
stand by, two LUN 2102 or LUN 2101.01 alternators of voltage 3x115/200V, 300 to 507Hz and two
SPC-5(C) static inverters 26V AC / 400 Hz (if installed).
1. Inverter 36V AC/400 Hz LUN 2450 or LUN 2450-8 2 Between 2 and 4 frame
2. Switch INVERTER 36 V I VG-15K-2S 1 Overhead panel
3. Switch INVERTER 36 V II VG-15K-2S 1 Overhead panel
4. Voltmeter VF 0.4-45 1 Instrument panel
5. Voltmeter change-over switch of B082070N 1 Right control panel
the inverters 36 V P4(8)
6. Fuse
INVERTER 3x36 V I 2 CSN 354733 F/1500 1 Left side between 8 and 9 frame
INVERTER 3x36 V II 2 CSN 354733 F/1500 1 Left side between 8 and 9 frame
7. Fuse APPARATURES 2 CSN 354733 F/1500 2 Left side between 8 and 9 frame
8. Distribution box RS-5 (8) 1 RH control panel
B570440N (if installed)
RS-5 (8)
RS-6 (8)
RS-6 (8)
9. Fuse
VOLTMETER-INVERTERS 36 V I 0.4 CSN 354733 F/1500 3 Fuse panel
VOLTMETER-INVERTERS 36 V II 0.4 CSN 354733 F/1500 3 Fuse panel
10. Circuit breaker INVERTER 36 V I AZRGK 40 1 Left side between 8 and 9 frame
11. Circuit breaker INVERTER 36 V II AZRGK 40 1 Between 7 and 8 frame on the
right side
12. Contactor TKD 501 DOD 2 Between 2 and 3 frame
13. Inverter 115 V AC/400 Hz PC 250 (if installed) or 2 Between 2 and 4 frame on the
LUN2460-8 (if installed) left side
14. Circuit breaker INVERTER 115 V I AZRGK 20 1 Left side between 8 and 9 frame
15. Circuit breaker INVERTER 115 V II AZRGK 20 1 Right side between 7 and 8 frame
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16. Fuse
INVERTER 115 V I 2 CSN 354733 F/1500 1 Right side between 8 and 9 frame
INVERTER 115 V II 2 CSN 354733 F/1500 1 Right side between 8 and 9 frame
17. Switch INVERTER 115 V I VG-15K-2S 1 Overhead panel
18. Switch INVERTER 115 V II VG-15K-2S 1 Overhead panel
19. Fuse
VOLTMETER I 0.4 CSN 354733 F/1500 1 Left side between 3 and 4 frame
VOLTMETER II 0.4 CSN 354733 F/1500 1 Left side between 3 and 4 frame
20. Relay change-over switch RP 5 (8) 1 Left side between 3 and 4 frame
21. Voltmeter change-over switch for B580338N 1 Right control panel
alternators and circuit breakers
22. Voltmeter VF 0.4-150 1 Instrument panel
23. Change-over switch B082068N 1 Right control panel
INVERTER SELECT 115 V
24. Fuse
INVERTER 115 V I 1.6 CSN 354733 F/1500 1 Left side between 3 and 4 frame
INVERTER 115 V II 1.6 CSN 354733 F/1500 1 Left side between 3 and 4 frame
25. Contactor TKD 501 DOD 2 In the front of 3 frame
26. Fuse 26 V / 400 Hz (if installed) 4 CSN 354733 F/1500 2 Between 3 and 4 frame
27. Relay (if installed) TKE 52 PODG 1 Between 3 and 4 frame
28. Alternator LUN 2102-8 or 2 Engine nacelle
LUN 2102.01-8
29. Regulator LUN 2147-8 or 2 RH side between 16 and 17 frame
LUN 2147.01-8 or
LUN 2147.02
30. Electromagnetic releasing switch V 016 or V 016.01-8 1 Overhead panel
ALTERNATOR-RH
ALTERNATOR-LH
32. Distribution box RS 4 (8) (B570340N) 1 RH side between 15 and 16 frame
33. Fuse L GEN 200 / 115 V P 6.3 CSN 354733 F/1500 2 Left side between 8 and 9 frame
34. Signal cell INVERTER I 36 V 1 Signaling panel
35. Signal cell INVERTER II 36 V 1 Signaling panel
36. Signal cell INVERTER I 115 V 1 Signaling panel
37. Signal cell INVERTER II 115 V 1 Signaling panel
38. Signal cell ALTERNATOR-LEFT 1 Signaling panel
39. Signal cell ALTERNATOR-RIGHT 1 Signaling panel
40. Static inverter 26V AC/400Hz SPC-5(C) 2 Between 2 and 3 frame, LH side
(if installed)
41. Over switch (if installed) MS35058-21 1 LH control panel
INV I / INV I - II / INV II
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42. Circuit breaker (if installed) KLIXON 7277-2-4 2 4 frame, LH side

43. Circuit breaker (if installed) KLIXON 7277-2-1.5 2 Between 2 and 3 frame, LH side
44. Rectifier (if installed) B250C1500 2 Between 2 and 3 frame, LH side
45. Diode block (if installed) LUN 3312-03 1 Under front baggage compartment
46. Relay (if installed) B073576N or 4 Between 2 and 3 frame, LH side
B073576N /G
47. Contactor (if installed) TKD 501 DOD 2 Before 4 frame, LH side
3. Description
NOTE: The electric wiring diagrams are stated in the list of aircraft Wiring Manual.
A. The supplying of devices from LUN 2450 inverters. At normal state the inverter I supplies the
following devices (applies to the aircraft in which the second inverter installed is Model PC 250):
 engine devices of the LH engine
 fuel gauge LH,
 pressure gauge LH,
 wing tip tank gauge LH,
 gyro compass II,
 icing indicator.
Inverter II supplies the following devices:
 engine devices of the RH engine,
 fuel gauge RH,
 pressure gauge RH,
 wing tip tank fuel gauge RH,
 hydraulic pressure gauge,
 turn indicator I.
B. The supplying of devices from the LUN 2450 inverters.

At the normal state the inverter I supplies the following devices (applies to the aircraft in which the
second inverter is Model LUN 2460):
 engine devices of the LH engine,
 fuel gauge LH,
 gyro compass II,
 turn indicator II,
 icing indicator.
Inverter II supplies the following devices:
 engine devices of the RH,
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 turn indicator I.
C. The supplying of instruments from the PC-250 inverters (if installed). At the normal state the
inverter I supplies the following devices:
 turn indicators (115 V ),
 horizon RH (115 V ),
 gyro compass I, II (115 V ),
 NAV I (36 V )
 ADF I, II (26 V )
 weather radar (115 V ) - if installed
 vertical gyro (115 V ) - if installed
In case of damage of inverter I these devices are supplied by inverter II.
D. The supplying of instruments from the LUN 2460 inverters (if installed). At the normal state the
inverter I supplies the following devices:
 turn indicators,
 horizon RH,
 gyro compass I
E. The supplying of instruments from the LUN 2102 or LUN 2102.2 alternators. At the normal state the
windows heating circuit is supplied by the RH engine alternator and the propellers de-icing circuit by
the LH engine alternator.
In case of damage one of alternators the windows heating and the propellers de-icing circuit are
automatically connected to the working alternator.
F. The supplying of instruments from the SPC-5(C) static inverters 26V AC (if installed). At the normal
state the inverter I and II supplies the following devices:
 EFI-890R Electronic Flight Information System I, II (if installed),
 AHRS I, II Attitude Heading Reference System (if installed),
 TCAS (if installed),
 FDR (e.g. FA-2200 MADRAS) Flight Data Recorder (if installed)
 Weather Radar (e.g. RDR 2000) - (if installed)
 EGPWS (if installed)
 Flight Data Computer (KCP-220), Air Data Computer (KDC-222), GAD-42 Adapter,
AP Relay (SR 263) - if Autopilot system is installed
In case of damage of static inverter I or II, is necessary manually over switched the switch (located
on the left control panel) to the Position INV I or INV II. After this the devices are powered from
inverter I or II.
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4. Operation
A. LUN 2450 inverters switching on.
After the switches BATTERY I, II and the circuit breaker CENTRAL WARNING DISPLAY - ELECTRO
are switched on, then, among other, signaling cells INVERTER I 36 V and INVERTER II 36 V on the
signal panel are also lighted on. By switching on the switch INVERTER I 36 V at the overhead panel
the signal cell INVERTER I 36 V will light off and all electric devices 3x36 V / 400 Hz are supplied by
the INVERTER I.
By switching on the switch INVERTER II 36 V at the overhead panel the signal cell INVERTER II 36 V
on the signal panel will light off and all electric devices connected to the INVERTER II are supplied
by voltage of value 3x36 V / 400 Hz from this inverter.
In case of damage one of inverters the corresponding cell and appliances on the central warning display
lights on and the electric devices are automatically connected to second working inverter. The individual
electrical appliances are connected to the inverters voltage through the distributing box RS 5 (RS 6).
In the distributing box are mounted circuits for the inverters damage signaling and for automatic
change-over switching of electric appliances to the working inverter in case of damage one of them.
Check of the individual inverters phases voltage 3x36 V / 400 Hz is provided by means of the change-over
switch of the inverters 36 V - voltmeter on the right control panel and by the voltmeter VF 0.4 - 45.
NOTE: There must be switched on circuit breakers INVERTER I, II 36 V between 7 and 8 frame
on the left side, to secure the inverters supplying.
B. PC 250 inverters switching on (if installed)

When the switches BATTERY I, II and the circuit breaker CENTRAL WARNING DISPLAY - ELECTRIC
are switched on, then among other, signal cells INVERTER I 115 V and INVERTER II 115 V on the
central warning display are also lighted on. By switching on the switches INVERTERS I, II 115 V at
the overhead panel the signal cells INVERTERS I 115 V and INVERTER II 115 V on the central warning
display will light off; the devices are supplied by INVERTER I.
Then INVERTER II is shut off and stand-by (out of function). In case of a breakdown of INVERTER I
the signal cell INVERTER I 115 V on the signal panel will light on and INVERTER II will be
automatically switched on and supplies all electric appliances 115 V / 400 Hz (26 V / 400 Hz).
Voltage 115 V / 400 Hz from inverter is supplied to a relay change-over switch B 571 084N with
built-in signal circuits serving to breakdown signaling and automatic switch over from one inverter
under breakdown to the functioning one.
From the relay change-over switch the voltage is supplied through the distribution box to the individual
electric appliances. Voltage 26 V / 400 Hz from invertors is supplied to the A 139 relay which is switched
over as per operating inverter appliances 26 V / 400 Hz are connected to this relay.
The change-over switch INVERTER SELECT 115 V in POSITION AUT. server to select inverters
switching on.
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 in position AUT - INVERTER I is functional, in case of its breakdown, INVERTER II is made

functional and the devices are automatically switched over to INVERTER II.
Inverter breakdown is signaled on the central warning display.
 in position I - INVERTER I is functional, in case of its breakdown is signaled on the central
warning display.
 in position II - INVERTER II is functional, in case of its breakdown the AC devices are out of
function. The breakdown is signaled on the central warning display.
NOTE: The normal position of the switch is AUT. In case of breakdown in the automatics, the pilot
selects another position of the switch after pulling up the fuse.
Voltage checking of inverters 115 V / 400 Hz is performed by means of inverters 115 V and alternators
voltmeter switch (on the right control panel) and by the voltmeter VF 0.4 - 150 on the right side of
instrument panel.
NOTE: To secure the inverters supplying, there must be switched on the circuit breakers of
INVERTER 115 V I, II between the 7 and 8 frame.
C. LUN 2460 inverters switching on (if installed)

When the switches BATTERY I, II and the circuit breaker CENTRAL WARNING DISPLAY - ELECTRO
are switched on and the engines are running, then, among other, signal cells INVERTER I 115 V
and INVERTER II 115 V on the central warning display are also lighted on. By switching on the
switches INVERTER I, II 115 V at the overhead panel the signal cells INVERTER I 115 V and
INVERTER II 115 V on the central warning display will light off; the devices are supplied by
INVERTER I. Then INVERTER II is shut off and stands by (out of function). In case breakdown of
INVERTER I the signal cell INVERTER I 115 V on the signal panel will light on and INVERTER II
will be automatically switched on and supplies all electric appliances 115 V/400 Hz. Voltage
115 V/ 400 Hz from inverter is supplied to a relay change-over switch RP 5(8), with built-in signal circuits
serving to breakdown signaling and automatic switch over from one inverter under breakdown to the
functioning one. From the relay change-over switch the voltage is supplied through the distribution box to
the individual electric appliances. The change-over switch INVERTER SELECT 115 V in POSITION
AUT. serves to select inverters switching on.
 in position AUT - INVERTER I is functional, in case of its breakdown, INVERTER II is made
functional and the devices are automatically switched over to INVERTER II.
Inverter breakdown is signaled on the central warning display.
 in position I - INVERTER I is functional, in case of its breakdown is signaled on the central
warning display.
 in position II - INVERTER II is functional, in case of its breakdown the AC devices are out of
function. The breakdown is signaled on the central warning display.
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NOTE: The normal position of the switch is AUT. In case of breakdown in the automatics, the pilot
selects another position of the switch after pulling up the fuse.
Voltage checking of inverters 115 V / 400 Hz is performed by means of inverters 115 V and alternators
voltmeter switch (on the right control panel) and by the voltmeter VF 0.4 - 150 on the right side of
instrument panel.
NOTE: To secure the inverters supplying, there must be switched on the circuit breakers of
INVERTER 115 V I, II between the 7 and 8 frame.
D. LUN 2102 or LUN 2102.01 alternators switching on

When the switches BATTERY I, II and the circuit breaker CENTRAL WARNING DISPLAY - ELECTRO
are switched on and the engines are running, then, among other, signal cells ALTERNATOR - LH
and ALTERNATOR - RH on the central warning display are also lighted on. By switching on the
switch ALTERNATOR - LH the signal cell ALTERNATOR - LH on the signal panel will light off and
the windows heating circuit is supplied by voltage 115 / 200 V. By switching on the switch
ALTERNATOR-RH the signal cell ALTERNATOR-RH on the central warning display will light off the
propellers de-icing circuit is supplied by voltage 115 / 200 V. The voltage from alternators is
supplied to the de-icing systems through the distribution box RS - 4. In the distribution box are
mounted the alternators breakdown signaling circuit and the circuit of the automatic switch-over the
de-icing system to working alternator.
Voltage check of the alternators phases is performed by the voltmeter change-over switch of the
alternator and of the inverters 115 V (on the right control panel) and by the voltmeter VF 0.4 - 150
on the right side of instrument panel).
E. SPC-5(C) static inverters 26V AC switching on (if installed)
Static inverters 26V AC are switched on by means the switches BATTERY I, II, the circuit breaker
CENTRAL WARNING DISPLAY - ELECTRO and INVERTER I, II 36 V.
In case of damage one of inverters the corresponding BUS I (II) 26V AC signal cells will be illuminating
on the central warning display -electro. When amber BUS I 26V AC signal cell is illuminated (loss of
the left PFD power), the INV I / I + II / II switch on the left control panel lift the shelter and switch to
INV II position - Both PFD and other powered devices are now powered from BUS II 26 V AC.
When amber BUS II 26V AC signal cell is illuminated (loss of the right PFD power), the INV I / I + II /
II switch on the left control panel lift the shelter and switch to INV I position - Both PFD and other
powered devices are now powered from BUS I 26 V AC.
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FIG. 1 DEVICES OF AC - CURRENT SOURCES ARRANGEMENT

(1),(2) LUN 2450 inverter; (3) VF-0.4-45 voltmeter; (4) RS-5 (8) (B 570 440 N) or RS 6
(B 571 176 N) distribution box; (5),(6) TKD 501 DOD contactor; (7),(8) PC-250 inverter or
LUN 2460 inverter; (9) RP 5 (8) (B 570 410 N) or B 571 084 N relay change-over switch;
(10) VF-0.4-150 voltmeter; (11),(12) TKD 501 DOD contactor; (13) LUN 2102 or LUN 2102.01
alternator; (14),(15) LUN 2147 or LUN 2147.01 regulator; (16) RS-4 (8) (B 570 340 N)
distribution box
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FIG. 2 DEVICES OF AC - CURRENT SOURCES ARRANGEMENT (DETAIL A - FROM FIG. 1)

Legend for figure – refer to the fig. 1
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FIG. 3 DEVICES OF AC - CURRENT SOURCES ARRANGEMENT (DETAIL B - FROM FIG. 1)

Legend for figure – refer to the fig. 1
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FIG. 4 BLOCK DIAGRAM OF SPC-5(C) STATIC INVERTERS 26V AC (IF INSTALLED)
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FIG. 5 BLOCK DIAGRAM OF INVERTERS 36V AC

Symbols e.g. A109, A91, A110 etc. - Refer to the Wiring Manual
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AC GENERATION POWER
SERVICING
1. Check of the operation of inverters 36 V

A. Fixture, Test and Support Equipment Ground power unit (e.g. GPU-600)

Routine
E. Procedures
(1) Connect the ground power unit.
(2) Switch on the switches BATTERY I, II and the circuit breaker CENTRAL WARNING DISPLAY -
ELECTRO on the overhead panel.
(3) Switch on the gradually the switches INVERTERS 36 V AC I, II on the overhead panel.
When the inverters are switched on the cells of relevant inverter on the central warning display
will turn off.
(4) Measure the voltage between individual phases of the inverters I and II. Gradually switch over
the selector INVERTERS 36 V to the positions:
I 2-3 II 2-3
I 1-3 II 1-3
I 1-2 II 1-2
At the same time check the voltage of the voltmeter located on the right side of the instrument
panel. Voltage between individual phases must be 36 V  54.5V V .
If values not corresponded with required value, remove the inverter and hand it over to the
workshop or replace it.
(5) Shut off switches INVERTERS 36 V AC I, II, BATTERY I, II and the circuit breaker, CENTRAL
WARNING DISPLAY - ELECTRO.
(6) Disconnect the ground power unit.
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2. Check of the operation of inverters 115 V


Routine
E. Procedures
(2) Switch on the switches BATTERY I, II and the circuit breakers CENTRAL WARNING DISPLAY -
- ELECTRO on the overhead panel.
(3) Switch on the gradually the switches INVERTERS 115 V AC I, II on the overhead panel. When the
inverters are switched on the cell of the relevant inverter on the central warning display will turn
off. During this test, the switch INVERTER SELECTION on the right control panel is set up into
the position 1 or 2 respectively. Switch on the circuit breakers GYRO COMPASS I and GYRO
HORIZONT II.
Switch over the voltmeter change-over switch on the switch panel on the right control panel to
positions INVERTERS 115 V I, II. At the same time check the voltage of voltmeter on the right
 14 V
side of instrument panel. Voltage of inverters must be 115 V  15 V .
If values not corresponded with required value, remove the inverter and hand it over to the
workshop or replace it.
(4) Switch off the switches INVERTER 115 V AC I, II, BATTERY I, II, GYRO HORIZON II and the
circuit breakers CENTRAL WARNING DISPLAY - ELECTRO, GYRO COMPASS I.
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3. Check of the automatic switching of inverters 36 V


Periodical
E. Procedures
(1) Loosen, by means of L 410.9141-05 screwdriver, the panel locks on the passenger cabin ceiling
between the 7 and 12 frame and tilt the panels down.
(2) Turn on the switches BATTERY I, II, the circuit breaker CENTRAL WARNING DISPLAY -
ELECTRO, INVERTERS 36 V AC I, II on the overhead panel.
The signal cells INVERTER 36 V AC I and II on the central warning display will not illuminated.
The red warning flags on the torque (TQ) indicators will go out of view.
(3) Shut off the circuit breaker INVERTER 36 V I (A 109) between the 8 and 9 frame on LH side.
There will illuminate the signal cell INVERTER 36 V AC I on the central warning display. When the
instrument supplied from INVERTER I will not be automatically switched over to INVERTER II,
the red warning flags on the torque (TQ) indicators will come into view.
(4) Switch on the circuit breaker INVERTER 36 V I (A 109) between the 8 and 9 frame on LH side.
The signal cell INVERTER 36 V AC I on the central warning display will not illuminated.
(5) Shut off the circuit breaker INVERTER 36 V II (A 110) between the 7 and 8 frame on the RH
side. The signal cell INVERTER 36 V AC II on the central warning display will illuminate. If the
instruments supplied from INVERTER II will not be automatically switched over to INVERTER I,
the red warning flags on the torque (TQ) indicators will come into view.
(6) Switch on the circuit breaker INVERTER 36 V AC II (A 110) between the 7 and 8 frame on the
RH side. The signal cell INVERTER 36 V AC II on the central warning display will not
illuminated.
(7) Switch off all the switched circuit breakers and switches on the overhead panel.
(8) Tilt up the upholstered overhead panels between the 7 and 8 frame and secure the locks by
means of L 410.9145-05 screwdriver.
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4. Check of the inverters 115 V automatic switching-over

A. Fixture, Test and Support Equipment Optionally: Multimeter 2 pcs
(e.g. EXTECH MG 302)
C. Tools L 410.9141-05 Screwdriver;

Necessary tools from tool kit

Periodical
E. Procedures
(1) Loosen, by means of L 410.9141-05 screwdriver, the panel locks on the passengers cabin ceiling
between the 7 to 12 frame and tilt it down.
*) Optionally (if the A037 Radio altimeter is not installed): Tilt the instrument panel for entrance
assurance to the V274 terminal board (refer to the Wiring Manual) and connect the
multimeter#1 between pin No. 1 and ground; and multimeter#2 between pin No. 4 and ground
(2) Switch on the switches BATTERY I, II, INVERTERS 115 V AC I, II and the circuit breaker CENTRAL
WARNING DISPLAY - ELECTRO on the overhead panel.
(3) Set the change-over switch INVERTERS 115 V SELECTION on the right hand control panel to
the position AUT. In this position the INVERTER I 115 V is switched on and the cell INVERTER I
115 V AC as well as the cell INVERTER II 115 V AC on the signal panel do not light. Switch on
the circuit breaker RADIO ALTIMETER on the overhead panel and check the radio-altimeter warning
flag shifting in.
(4) The assistant will shut off the circuit breaker INVERTER I 115 V AC between the 8 to 9 frame on
the left. The cell INVERTER I 115 V AC on the central warning display will turn on and INVERTER II
115 V AC will be automatically switched on.
The warning flag on the radio-altimeter must not be shifted out.
*) Optionally (if the A037 Radio altimeter is not installed): System voltage drop measured with
use the multimeter#1 and multimeter#2 (connected as described in step 1) is not permitted
(5) Shut off the circuit breaker, RADIO ALTIMETER, the switched INVERTERS 115 V AC I, II and
BATTERY I, II on the overhead panel. The assistant will switch on the circuit breaker INVERTER I
115 V AC between 8 and 9 frame on the left.
(6) Tilt up the ceiling upholstery panels between the 7 and 12 frame and secure the locks by means
of L 410.9141-05 screwdriver.
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5. Check of the over-switching of the inverters 26 V (if installed)


Periodical
E. Procedures
(1) Switch on the EFI-890R System (if installed) and all other EFIS information source (attitude,
course):
Switch on the switches/circuit breakers BATTERY I, II, CENTRAL WARNING DISPLAY -
ELECTRO, INVERTERS 36 V AC I, II, PFD I, II, DCP I, II, CHP, DCU, AHRS I, II, AP (if
installed) on the overhead panel.
(2) Inverters 26V AC over-switch - refer to the fig. 301 - is in middle position (INV I-II).
Switch off the INVERTER 36V I circuit breaker on the overhead panel. Copilot's Primary Flight
Display (PFD II), AHRS II and AUTOPILOT (if is AP TRANSFER switch/annunciator in RT
position) must be in operation. Repeated for the INVERTER II: Switch off the INVERTER 36V II
circuit breaker on the overhead panel. Pilot's Primary Flight Display (PFD I), AHRS I and
AUTOPILOT (if is AP TRANSFER switch/annunciator in LT position) must be in operation.
FIG. 301 INVERTERS 26 V AC OVER-SWITCH (LOCATED ON THE LEFT CONTROL PANEL)
(3) Switch the Inverters 26V AC over-switch to the position (INV I).
Switch off the INVERTER 36V II circuit breaker on the overhead panel. Primary Flight Displays
(PFD I, II), AHRS I, II and AUTOPILOT must be in operation. Repeated for the INVERTER I:
Switch off the INVERTER 36V I circuit breaker on the overhead panel. Primary Flight Displays
(PFD I, II), AHRS I, II and AUTOPILOT must be shut down.
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(4) Switch the Inverters 26V AC over-switch to the position (INV II).
Switch off the INVERTER 36V I circuit breaker on the overhead panel. Primary Flight Displays
(PFD I, II), AHRS I, II and AUTOPILOT must be in operation. Repeated for the INVERTER II:
Switch off the INVERTER 36V II circuit breaker on the overhead panel. Primary Flight Displays
(PFD I, II), AHRS I, II and AUTOPILOT must be shut down.
(5) Switch off all the switched circuit breakers and switches on the overhead panel.
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LUN 2450 OR LUN 2450-8 THREE-PHASE INVERTER

1. Purpose
The LUN 2450 or LUN 2450-8 static three-phase inverter is determined to invert direct current voltage
27 V to AC three phase voltage 3x36 V / 400 Hz.
2. Technical data
Nominal current 29 A
Nominal line output voltage 3x36 V
Nominal output frequency 400 Hz
Nominal power 500 VA
3. Operation
The inverter is composed of two units working like a power pulse static inverters with bridge connection,
current feedback and balancing diodes.
Output voltages magnitude is regulated by the pulse width modulation. Sine wave is obtained by means of
output resonant filters. The three phase system of line output voltages is obtained from the Scott connection
of output transformed in both inverter power units.
To achieve the required parameters of line output voltage, there is used a comparative circuit shifting the
starting pulses of second unit.
There is mounted the failure signalling circuit in the inverter. When failure occurs this circuit gives the signal
to switching over to the stand-by inverter.
NOTE: LED diode on the inverter is determined to inverter function check in the production factory.
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LUN 2450 OR LUN 2450-8 THREE-PHASE INVERTER

1. Removal and installation of LUN 2450 or LUN 2450-8 three-phase inverter

B. Materials  0.5 mm Binding wire

No. 697 - 6x120 Screwdriver
8 CSN 230651.7 Barrel spanner
8 CSN 230659.7 Handle
CSN 230332 Combination pliers
E. Procedures
(1) By means of Z 37.9110-10 screwdriver loosen the screws, remove the cover between the 2 and
4 frame on the left hand side.
(2) By means of No. 697 - 6x120 screwdriver loosen 4 M4 screws fixing the thermoregulators panel.
(3) By means 8 CSN 230651.7 barrel spanner and the 8 CSN 230659.7 handle, loosen 4 screws fixing
7 diode block and 4 screws fixing the SS-3 signaling box.
(4) Inverters removal
(a) Unlock and unscrew the plug-and-socket connections.
(b) By means of 8 CSN 230651.7 barrel spanner and the 8 CSN 230 659.7 handle loosen 4 screws
M5 fixing the inverters and remove it.
(5) Inverters installation
(a) Set the inverter into the frame and by means of 8 CSN 230651.7 barrel spanner with the
8 CSN 230659.7 handle screw on 4 screws M5 fixing the inverter.
(b) Connect the plug-and-socket connections and secure them by means of a binding wire
 0.5 mm.
(6) Set on the thermoregulator panel and by means of No. 697 - 6x120 screwdriver screws on 4
fixing screws.
(7) By means of 8 CSN 230651.7 barrel spanner with the 8 CSN 230659.7 handle screw on the fixing
screws of the diode blocks and the SS-3 signaling box.
(8) By means of Z 37.9110-10 screwdriver mount on the cover between the 2 and 4 frame on the left.
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LUN 2460 INVERTER

1. Purpose
The LUN 2460 static inverter is determined to invert direct current voltage 27 V to alternating current
voltage 115V/400Hz.
2. Technical data
Nominal output voltage 115 V
Nominal output frequency 400 Hz
Nominal power 500 VA
3. Operation
The inverter power unit works on the principle of pulse static inverter with bridge connection, current
feed back and balancing diodes.
Output voltages magnitude is regulated by the pulse width modulation. Sine wave is obtained by means of
output resonant filters. Signaling circuit mounted on the inverter gives the signal to switching over the stand-
by inverter and signals the short-circuit mode on the independent output.
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LUN 2460 INVERTER

1. Removal and installation of LUN 2460 inverter

B. Materials ∅ 0.5 mm Binding wire

CSN 230382 Combination pliers
E. Procedures
(1) By means of Z 37.9110-10 screwdriver loosen the cover between the 2 and 4 frame
(2) By means of 8 CSN 230651.7 barrel spanner and the 8 CSN 230659.7 handle screw off 4 screws
M5 fixing 7 diode blocks and dismount them.
(3) Inverters removal
(a) By means of 10 CSN 230651.7 barrel spanner and the handle 10 CSN 230659.7 screw off
4 screws M6 from the inverter suspensions.
(b) Unlock and disconnect the plug-and-socket connections and remove the inverters.
(5) Inverters installation
(a) Set on the inverters and by means of 10 CSN 230651.7 barrel spanner and the
8 CSN 230659.7 handle screw on them to the suspension.
(b) Connect the plug-and-socket connections and secure them by means of a binding wire
∅ 0.5 mm.
(6) By means of 8 CSN 230651.7 barrel spanner and the 8 CSN 230659.7 handle screw on the diode
blocks to their suspensions.
(7) By means of Z 37.9110-10 screwdriver mount on the cover between the 2 and 4 frame on the left.
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LUN 2102-8 OR LUN 2102.01-8 ALTERNATOR

1. Purpose
In connection with LUN 2147-8 or LUN 2147.01-8 or LUN 2147.02 regulator the LUN 2102-8 or
LUN 2102.01-8 alternator supplies the aircraft deicing systems.
2. Technical data
Nominal voltage 115 / 200 V AC
Nominal power 3 kVA at all temperature range of cooling air
3.7 kVA at temperature lower then 10°C
Operational revs. range 6000 to 10150 RPM
Output frequency range 300 to 507 Hz
Short-time overload 4.5 kVA for period of 5 min
6 kVA for period of 5 sec
3. Operation
Alternator is designed as a non-brushing two - stage cascade of main alternator and of AC exciter with
rotating rectifier. Commonly with built in deferential protection current transformer the alternator creates
one assembling unit.
LUN 2102-8 or LUN 2102.01-8 alternator in the LUN 2147-8 or LUN 2147.01-8 or LUN 2147.02
regulator assembly, including transformer M 160 and protection power elements, secures:
 constant AC voltage lever 115 / 200 V in full range overload, revolutions and ambient temperature
at admissible tolerance
 limited overload in operation on the ground with self-cooling
 nominal overload with combined cooling in operation during the flight
 reliable alternator exciting without battery connection at revolutions n = 6000 RPM
 protection against dangerous overvoltage
 protection against phase voltage unbalance
 connection and disconnection from the network in dependence on alternator voltage
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SERVICING
1. Check of the fixing and measure the insulation resistances of the LUN 2102-8 or the
A. Fixture, Test and Support Equipment Insulation tester (e.g. EXTECH 380366 or MG 302)
C. Tools Torque wrench

Combination pliers (e.g. CSN 230382)

Periodical
E. Procedures
(1) Attach steps (e.g. B097300N) to the engine nacelle.
(2) Release the tiltable cover locks of engine nacelle and tilt down the cover.
(3) Check of alternator attachment on the drive unit.
(4) Inspect of fastening the cooling air intake piping.
(5) Alternator insulation resistance check. Insulation resistance must not be lower then 20 MΩ
(Mega Ohms) at the 1000 V.
(6) Inspect whether alternator is not mechanically damaged, screws are sufficiently tightened and
securing pads and wires are intacted.
(7) By means of torque wrench, check tightening of the nut on the quick-closing clamp, fastening the
alternator to the drive unit. The nut on a clamp must be tightened by tightening moment of 2 Nm.
(8) Check the fastening of cooling air intake piping to the alternator inlet branch.
(9) Disconnect P - S connecting and measure the insulation resistances
 to measure the operation winding insulation resistance, connect the measuring apparatus
between the clip No. 3 and the frame
 to measure the exciting winding insulation resistance connect the measuring apparatus
between the clip No. 6 and a frame.
In both cases the insulation resistance must correspond to the value stated in step (5).
(10) Connect the P - S connections and secure them by a binding wire.
(11) Set up the tiltable cover of the engine nacelle into its position and fasten it by locks.
(12) Clear away steps.
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2. Check of the LUN 2102-8 or LUN 2102.01-8 alternator

A. Fixture, Test and Support Equipment Compressed air source
C. Tools 8 CSN 230626 Open-single-ended wrench

300 CSN 230110 Hammer or woody mallet

Periodical
E. Procedures
(1) Inspect the securing of torsional rod securing, the stator and rotor. Grip a free rod end and
alternatively by tension and thrust in axial direction at force approximately 20 N, check the right
securing of torsional rod in the shaft cavity.
FIG. 301 LUN 2102-8 OR LUN 2102.01-8 ALTERNATOR

(1) Torsional rod; (2) Shield; (3) Flange; (4) Screw; (5) Locking washer; (6) Spring shim block;
(7) Bearing; (8) Rotating rectifier; (9) Main alternator exciting winding; (10) AC exciter winding
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(2) Check the stator and the rotor according following steps:
(a) Release the lock washers (5) of screws (6), loosen the screws by a stated wrench and dismount
a shield by light beating to shield (3) through the wooden plate.
CAUTION: PERFORM THE BEATING ALTERNATIVELY ALONG THE FLANGE

CIRCUMFERENCE, TO PREVENT SHIELD STICKING.
After shield removal take off a rotor and a spring shim block (6).
(b) By compressed air clean out rotor and stator from impurities.
(c) Inspect and check the state of bearing. Bearings (7) must not be mechanically damaged and
there must not be any traces of grease leakage. Exchange the bearings if they are damaged.
(d) Inspect the intactness of outlets connection of rotating rectifier (8) individual elements.
(e) Check if the winded rotor bundles of the main alternator exciting winding (9) and at AC exciter
winding (10), the slot wedges do not protrude and if the windings front bandage of both rotor
bundles are not damaged.
(f) Set up the rotor to its original position and slip on the spring shim block. Mount on the shield
with keeping conditions stated in para.2 subpara.(a), tighten the screws and secure the
lock washers.
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1. Removal/installation of the LUN 2102-8 or LUN 2102.01-8 alternator


5.5x7 CSN 230611.6 Open-double-ended wrench
8 CSN 230626.6
9 CSN 230626.6
17 CSN 230626.6
22 CSN 230626.6 Open-double-ended wrench
Type 321 / 160 Flat pliers
No. 3013 Lateral nippers
TMK 05 (set) Torque wrench

Periodical
E. Procedures
(1) Attach the B 097 300 N steps to the engine nacelles.
(2) Open the tiltable cover of the engine nacelle according to work procedure stated in chapter
054.
(3) Dismount the lower cover by No. 697 - 6x120 screwdriver.
(4) Dismount the inside lateral cover by Z 37.9110-10 screwdriver.
(5) All circuit breakers and switches must be switched off before beginning of work.
(6) LUN 2102 alternator removal
(a) Unlock and disconnect a distributing piping of the fireproof system (2 pcs) by a wrench 22
and17.
(b) Disconnect the collector of a fireproof system on the LH and RH engine strut by means of a
wrench 22.
(c) Release the lock of starter-generator sleeve by No.9 wrench and by No. 697- 6x150
screwdriver.
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(d) Unlock and disconnect the hose to oil pressure transmitter on the fireproof wall by No. 17
wrench.
(e) Loosen 2 screws on the oil cooler bracket by No. 697 – 6x150screwdriver and by No. 17
wrench.
(f) Unlock and unscrew P - S connections of the alternator.
(g) Release the sleeve fixing the alternator by means No. 8 wrench.
(h) Take out the alternator with help of an assistant which holds the alternator (blind the hole).
(7) LUN 2102 alternator installation
(a) Release the coupling fixing the sleeves of starter-generator air inlet by No. 9 wrench and
mount on the air inlet branch between the strut of engine bed and the alternator.
(b) Release the coupling of the sleeve for the alternator fastening and open the sleeve.
(c) Grease lightly the alternator shaft by CIATIM 201 and insert it into a gearing with help of an
assistant and push it to the flange. Set up the alternator so that the clearance between the
branch of alternator cooling and the upper strut of oil cooler would be 15 mm.
Fasten the sleeve and tighten it by a moment Mk = 2 Nm by means of a torque wrench.
Connect and secure it by a P - S connection.
(d) Set-up the starter-generator inlet so that the clearance between a starter-generator inlet and
an alternator would be from 2 to 3 mm. Tighten the sleeve fixing a starter-generator air inlet
by a prescribed moment Mk = 2 Nm.
(e) Set-up the distributing piping of the fireproof system between the fireproof wall of the front
and rear air frame by No. 19 and 22 wrench.
(f) Set-up the air distribution of alternator and starter-generator cooling. Tighten the locks fixing
a sleeve by No. 8 wrench.
(g) Connect the fireproof system collector in the back engine part by a No. 22 wrench and fasten it
by screws M 4x12 in sleeves at the LH and RH engine strut by means of a screwdriver No. 697
– 6x150.
(h) Set-up oil cooler and alternator cooling brackets and tighten the screws M 4x12 by means of
No. 697 - 6x150 screwdriver and by No. 7 wrench.
(i) Set-up and fasten by No. 14, 17, 22 wrench the distributing piping alternator extinguishing
system and the distributing piping of the fireproof system between the front fireproof wall and
rear air frame and secure them.
(8) Fasten the inside lateral cover by Z 37.9110-10 screwdriver and the lower cover by No. 697 - 6x150
screwdriver. Close the lower tiltable cover according to the work procedure stated
in chapter 054.
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LUN 2147-8 OR LUN 2147.01-8 OR LUN 2147.02 REGULATOR

1. Purpose
LUN 2147-8 or LUN 2147.01-8 or LUN 2147.02 regulator is generator (alternator) control unit
determined for the LUN 2102-8 or LUN 2102.01-8 alternator supply exciting and protection.
Regulator holds its input voltage of 115 to 119 V in whole range of load, operating revolutions and
temperature on the ground and during the flight.
NOTE: LUN 2147.02 regulator is replacement for the LUN 2147.01-8 regulator.
2. Technical data
A. Basic data
• Input voltage 3x115 V AC, 28 V DC
• Output exciting voltage lower then 28 V
• Output exciting current lower then 3A
B. Overvoltage protection values:
The protection must not switch off up to voltage of 128 V. Protection must switch off in the output
voltage range of 128 to 134 V in 2 to 5 sec.
C. Protection values against the overload:
In case of alternator overloading the protection must secure its field suppression. The protection must
be disconnected with time lag of 5 to 7 sec if increase of alternator current is higher then 17.5 to 20 A
in the arbitrary phase.
D. Short circuit protection values:
Protection must secure a field suppression of alternator to 0.6 sec in case of output voltage loss is
lower then 95 to 105 V and handing of cut-off pulse over when the output voltage value exceed at the
same time 17.5 to 20 A. Protection must at the same time prevent excitation in case of null alternator
revolutions.
E. Circuit values of control voltage contactor:
The circuit must secure connection of alternator output to a bus bar if its output voltage exceeds
112 to 115 V and its disconnection from a bus bar in case the voltage is lower then 110 to 107 V.
Alternator switching on and switching off is realized with the delay approx. 1 sec.
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3. Operation
Regulator consists of regulation part, overvoltage and differential current protection circuits and circuit of
voltage controlled contractor.
Regulator operates in the pulse mode. Regulator output voltage is of square wave.
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1. Purpose
RS 6 (8) and RS 5 (8) distribution boxes are a part of supply system a three-phase alternating current
36 V / 400 Hz and a single phase alternating current There are these types of the distribution boxes
used on particular aircrafts:
RS 6 (8) (Drwg. No. B571176N) distribution box - fuses are installed
RS 6 (8) (Drwg. No. B574172N) distribution box - KLIXON circuit breakers are installed
RS 5 (8) (Drwg. No. B570440N ) distribution box – fuses are installed, used on L 410 UVP-E.
RS 5 (8) (Drwg. No. B574112N) distribution box – KLIXON circuit breakers are installed.
NOTE: Using of the distribution box RS 5 (8) or RS 6 (8) is depend on installing of the inverter
PC 250 or LUN 2460 in the aircraft.
2. Technical data
Nominal switched and supply voltage:
• DC 27 V
• AC 3x36 V / 400 Hz
1x115 V / 400 Hz
Operating supply voltage:
• DC 24 to 29.4 V
• AC - phase 115 to 119 V
3. Operation
The distribution box is plug in the circuit three phase alternating current 36 V / 400 Hz and of single phase
alternating current 115 V / 400 Hz inverters and ensures:
• switching over of 3x36 V AC inverter I, II bus bars to that if the inverter I (II) fails, the load from its bus
bar connected to the bus bar of the operating inverter
• transformation of 36 V AC voltage to 113 V AC required to feeding the attitude gyroscope
• protection of bus bars
• supply and protection of electrical appliances
NOTE: Refer to the schematic on Fig. 1 and 2 for the operation of distribution boxes.
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FIG. 1 RS 5 (8) (Drwg. No. B570440N) DISTRIBUTION BOX WIRING DIAGRAM

PS1 - PS3 printed wiring B 570 420 N; RE1, RE2 Contactor TKD 133 DOD;
RE3 relay TKE 54 PODG; RE4, RE5 relay TKE 52 PODG; RE6, RE7 TKD 103 DOD;
P06 - P029 fuse CSN 354733F/1500; TR transformer
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FIG. 2 RS 6 (8) (Drwg. No. B571176N) DISTRIBUTION BOX WIRING DIAGRAM

PS1 - PS3 printed wiring B 570 420 N; RE1, RE2 Contactor TKD 133 DOD;
RE3 relay TKE 54 PODG; RE4, RE5 relay TKE 52 PODG; RE6, RE7 TKD 103 DOD;
P06 - P029 fuse CSN 354733F/1500; TR transformer
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FIG. 3 RS 5 (8) (Drwg. No. B 574 112 N) DISTRIBUTION BOX WIRING DIAGRAM
PS1 - PS3 printed wiring B 570 420 N; RE1, RE2 contactor TKD 133ODL; RE3 relay TKE 54
PODG; RE4, RE5 relay TKE 52 PODG; RE6, RE7 contactor TKD 103 ODL; P06 - P029 circuit
breaker; TR1 transformer B 570 430N; SV1 – SV3 distribution frame 75 K 8; A 100 – 1 plug
2RM42B30S2V1; A 100 – 2 plug 2RM39B45S2V1; V ground.
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FIG. 4 RS 6 (8) (Drwg. No. B 574 172N) DISTRIBUTION BOX WIRING DIAGRAM
PS1 - PS3 printed wiring B 570 420 N; RE1, RE2 contactor TKD 133 ODL;RE3 relay TKE 54
PODG; RE4, RE5 relay TKE 52 PODG; RE6, RE7 contactor TKD 103 ODL;P06 - P029 circuit
breaker; TR transformer B 570 430N; SV1 – SV3 distribution frame 75 K 8; ; A 100 – 1 plug
2RM42B30S2V1, A 100 – 2 plug 2RM39B45S2V1; V ground
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FIG. 5 THE FUSES (OR CIRCUIT BREAKERS) ARRANGEMENT ON THE RS 5 (8),

RS 6 (8) DISTRIBUTION BOX
NOTE: The fuse (or circuit breaker) values and the text of the label differ according to the
equipment of a particular aircraft version a label on the distribution box shows the
system protected and the value of the fuse or circuit breaker.
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RS 4 (A 257) DISTRIBUTION BOX

1. Purpose
RS 4 distribution box provides for distribution of electrical energy from sources to the system of
windshield electrical heating, propeller de-icing, instrument lighting, regulators and voltmeters. It
performs namely:
 connection of energy consumers via the CS1 and CS2 bus bars to sources of electric energy
 switching over of the bus bar of Alternator#1 to the bus bar of Alternator#2 and vice versa upon
failure of one of alternators
 disconnection of short-circuited bus bar
 protection of energy consumers connected to the three-phase bus bars
There are these types of the distribution boxes used on particular aircraft:
RS 4 (Drwg. No. B570340N) distribution box - fuses are installed
RS 4 (Drwg. No. B574140N) distribution box - KLIXON circuit breakers are installed
2. Technical data
Nominal switched voltage 115 / 200 V / 400 Hz
Nominal switched output power 3.7 kVA
3. Operation
Refer to the schematic on Figs. 1 and/or 2 for the operation of distribution box.
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FIG. 1 RS 4 (Drwg. No. B570340N) DISTRIBUTION BOX WIRING DIAGRAM

ST1, ST2 contactor TKD 133 DOD; ST3, ST4 contactor TKD 103 DOD;
PO1 to PO18 fuse CSN 354733F/1500; D1 to D4 diode KZL 81/40
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FIG. 2 RS 4 (Drwg. No. B574140N) DISTRIBUTION BOX WIRING DIAGRAM

ST1, ST2 contactor TKD133ODL; ST3, ST4 contactor TKD103ODL;
PO1 to PO18 circuit breakers KLIXON 7277-2-XX; D1 to D4 diode 1N4007
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FIG. 3 FUSES (OR CIRCUIT BREAKERS) ARRANGEMENT IN RS 4 DISTRIBUTION BOX
NOTE: The fuse (or circuit breakers) values and the text the label differ according to the
equipment of a particular aircraft version. A label on the distribution box shows the
system protected and the value of the fuse or circuit breaker.
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RP 5 (8) (A 131) RELAY SWITCH (if installed)

B 571 084 N RELAY SWITCH (if installed)
1. Purpose
RP 5 (8) (Drwg. No.B 570 410 N) relay switch, B 571 084 N relay switch is determined for automatic
switching-on the stand-by inverter 115 V / 400 Hz in case of defect on main inverter 115 V / 400 Hz.
NOTE: Using of the relay switch RP 5 (8) or B 571 084 N is depend on installing of the inverter
PC 250 or LUN 2460 in the aircraft.
2. Technical data
Nominal switched and supply voltage:
• DC 27 V
• AC 115 V / 400 Hz
Operating supply voltage:

• DC 24 to 29.4 V
• AC 115 to 119 V
3. Operation
Refer to the schematic on Fig. 1 and 2 for the operation of relay switches.
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FIG. 1 RELAY SWITCH RP 5 (8) WIRING DIAGRAM

RE 1, RE 2 relay 15N 599 19.7; RE 3 relay B 573 245 N; RE 4 relay TKE 54 PODG; R1, R2
resistor TR 510, 2k7/3; C1, C2 capacitor TE 156-10M/50; D1-D8 diode KY 130/600; D9 diode
KZL 81/40; D10 diode KY 132/1000; PO 1, PO 2 fuse CSN 354733F/1500
FIG. 2 RELAY SWITCH B571384N

RE 1, RE 2 relay 15N 399 197; RE 3 relay B 573 245 N; RE 4 relay TKE 54 PODG;
D1, D2 diode; D9 diode KZL 81/40; D10 diode KY 132/1000; PO 1, PO 2 fuse
CSN 354733F/1500
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TKD 303 DOD, TKD 133 DOD CONTACTOR

1. Purpose
Contactors TKD 103 DOD a TKD 133 DOD are determined for remote switching of three phases of
electric devices in aerospace technology.
2. Technical data
Switched voltage
• AC 20 to 220 V
• DC 5 to 30 V
Switched current 0.2 to 10 A
Switching nominal voltage 27 V
Retaining current
TKD 103 DOD 0.33 A
TKD 133 DOD 0.42 A
3. Operation
When voltage is supplied to clamps A - B, the contactor will connect its contact (switch over).
If the voltage is disconnected the contactor returns back to the idle position by means of a spring.
TKD 103 DOD TKD 133 DOD
FIG. 1 TKD 103 DOD, TKD 133 DOD CONTACTOR WIRING DIAGRAM
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TKD 501 DOD CONTACTOR

1. Purpose
Contactor TKD 501 DOD is determined for remote switching of electric devices in aerospace technology.
2. Technical data
Switched nominal voltage 27 V
Switched nominal current 50 A
Switching current 0.33 A
3. Operation
When voltage is supplied to clamps A - B contactor connects the clips S1 - S2.
After voltage disconnecting the contactor spring disconnects the clips S1 - S2.
FIG. 1 TKD 501 DOD CONTACTOR WIRING DIAGRAM
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TKE 52 PODG, TKE 54 PODG RELAY

1. Purpose
Hermetically sealed TKE 52 PODG and TKE 54 PODG relay serves to interconnecting of direct current
circuits in electric powered systems of aerospace technology.
2. Technical data
Switched nominal voltage 27 V
Switched nominal current 5A
Nominal switching voltage 27 V
Switching current TKE 52 PODG 0.17 A
TKE 54 PODG 0.21 A
3. Operation
When voltage is supplied to the contacts A - B, a current passing through the relay coil creates the
electromagnetic field, which will draw the relay anchor and thereby the relay contacts will switch over.
When voltage is disconnected the spring will return the relay anchor and thereby contacts to the idle
position.
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FIG. 1 TKE 52 PODG RELAY WIRING DIAGRAM
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15N 599 19.7 RELAY

1. Purpose
15N 599 19.7 low-frequency relay is determined mostly to be used in printed wirings for low current circuits.
It consists from two electromagnetically controlled switch-over bunches located in the metal hermetically
sealed box with 8 tap points in glass melting.
2. Technical data
Switched maximum voltage 125 V
Switched maximum current (power) 1 A (15 W)
Switching current 14 ± 2 mA
3. Operation
When voltage is supplied to relay coil the contacts will be switched over. After disconnection of voltage relay
returns by action of a spring to the idle position.
FIG. 1 15N 599 19.7 RELAY WIRING DIAGRAM
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B073576N OR B073576N /G RELAY

1. Purpose
B073576N and/or B073576N /G relay is determined for interconnecting the circuits in the aircraft electric
systems. The B073576N consists from 15N 599 19.7 relay soldered to the printed wiring and cast in
sealing compound. The B073576N /G consists from MIL-R-39016/6 relay soldered to the printed wiring
and cast in sealing compound.
2. Technical data
Voltage range:
• Nominal 28V DC
• Emergency 18V DC
• Operational (Normal) 22 ÷ 33.3V DC
• Abnormal 20.5 ÷ 32.2V DC
Max. loading of contacts
• Ohmic loading 2A at 28V DC
0.3A at 115V AC / 400Hz
• Inductive loading (200mH) 0.75A at 28V DC
Consumption current (valid for switch ON of contacts K1 to K6) 25 mA
3. Operation
When voltage is supplied to relay coil the contacts will be switched over. After disconnection of voltage
the relay returns by action of a spring to idle position.
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FIG. 1 B073576N /G RELAY
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B 073 245 N RELAY

1. Purpose
Relay B 073 245 N is determined for interconnecting the circuits in the aircraft electric systems.
It consists from 15N 599 19.7 relay soldered to the printed wiring and cast in sealing compound.
2. Technical data
Switched maximum voltage 125 V
Switched maximum current (power) 1 A (15 W)
Switching current 14 ± 2 mA
3. Operation
When voltage is supplied to relay coil the contacts will be switched over. After disconnection of voltage
the relay returns by action of a spring to the idle position.
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VF 0.4 - 45, VF 0.4 - 150 VOLTMETER

1. Purpose
Airborne ferrodynamic voltmeters VF 0.4 - 45 and VF 0.4 - 150 are determined for measuring the voltage
in the alternate current networks of 36 V and 115 V.
2. Technical data
VF 0.4 - 45 VF 0.4 - 150

Measuring range 0 - 45 V 0 - 150 V
Value of one scale division 1.0 V 5.0 V
Working part of scale 18 - 45 V 60 - 150 V
Nominal frequency 400 Hz
Operating frequency range 350 - 900 Hz
Inaccuracy of voltmeters of the upper value of metering ±2%
NOTE: Voltmeter VF 0.4 - 150 is determined for measuring the voltage of alternators (inverters
115 V I, II - in dependence on installation of the change over switch on the right control panel).
Lower frequency of alternators, which is under voltmeter frequency bound has not influence upon
an accuracy of voltage measuring and it is limited on time of engine function during its idle run
(ng = 60 - 65 %). When revolutions of gas turbine engine will increase to 67 %, then alternator
frequency complies to low voltmeter frequency and since the standardized accuracy of voltage
measuring is secured, and that is fully sufficient in aircrafts operation.
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VF 0.4 - 45, VF 0.4 - 150 VOLTMETER

FAULT ISOLATION
1. When connecting the voltmeter to a) no voltage in network a) switch on power

network, the pointer does not move
b) supply conductors interrupted b) renew the electric circuit of
voltmeter supply conductors
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VF 0.4 - 45, VF 0.4 - 150 VOLTMETER

1. Installation of VF 0.4 - 45, VF 0.4 - 150 voltmeters

B. Materials C 2001/8140 Varnish
C. Tools Spanners and screwdriver of corresponding size

from tool set
E. Procedures
(1) Tilt the right instrument board.
(2) Install and fasten the voltmeter by 4 screws.
(3) Remove the cover of the terminal block (1) (Fig. 401) by unscrewing 2 screws holding the
cover.
(4) Connect the network conductors to the voltmeter clamps and secure them by varnish.
(5) Set up the cover (1) over clamps and fix it by 2 screws.
CAUTION: VOLTMETER EARTHING SCREW (2) MUST BE RELIABLY ELECTRICALLY

CONNECTED TO THE AIRFRAME.
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FIG. 401 VF 0.4 - 45, VF 0.4 - 150 VOLTMETER (REAR VIEW)

(1) Cover; (2) Screw
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VF 0.4 - 45, VF 0.4 - 150 VOLTMETER

ADJUSTMENT / TEST
1. Check of VF 0.4 - 45, VF 0.4 - 150 voltmeters

A. Fixture, Test and Support Equipment Source of alternating current with frequency
adjustable from 400 Hz to 1000 Hz and output at
least 100 W
Frequency meter of class 1.0
Reference voltmeter of class 0.5 to 1500 Hz
Reostat
Switch
E. Procedures
The wiring diagram for voltmeter testing is given in Fig. 501. The testing must be performed under
normal conditions:
• working position of the scale - vertical
• ambient air temperature + 20 ± 5°C
FIG. 501 VOLTMETER TESTING DIAGRAM
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U - source of alternating current with frequency adjustable within 380 to 420 Hz,
with output power at least 100 W
R - reostat enabling uninterrupted setting of voltage
Hz - frequency meter of class 1.0
VX - tested voltmeter
V - reference voltmeter of class 0.5 to 1500 Hz
K - switch
• voltage frequency 380 - 420 Hz
• practical sinus wave of voltage
• with the exception of earth magnetic field, no other magnetic field must be present
• relative humidity of ambient air 40 - 80 %
Test must be performed in all points of the working parts of the scale which are numbered, in the following
sequence:
(1) Connect the instrument according to the test wiring diagram. Switch voltage power on and
continuously change its value from zero to the maximum, and back from the maximum to zero of
the scale. At the same time ensure if the movement of the moving part of the voltmeter is indeed
continuous, without hindrance. The pointer must move without difficulty, with no jumps. If you
find that the pointer moves with jumps or hindrance, during a continuous change of voltage then
discontinue testing and dispatch the instrument for repair.
(2) Gradually set-up the voltmeter pointer to all points marked with numbers and covered by luminescent
mass (on the working part of the scale) and record the voltage values obtained from the reference
instrument.
As basic inaccuracy it is necessary to take the highest difference (absolute difference) between
the data read out from the reference and tested instruments, obtained from measurement results
in continuous increase and decrease of the measured value, related to the upper limiting value
measured by the instrument, and expressed in percents.
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SPC-5(C) STATIC INVERTER

1. Purpose
The SPC-5(C) static inverter is determined to convert 28 VDC to 26 VAC, 400 Hz sine wave power
2. Technical data
Nominal supply voltage (VDC) 28 VDC
Input Current (ADC) 2.7 A
Nominal line output voltage 26 V
Nominal output frequency 400 Hz +/- 1%
Phase/Waveform Single/ Sine Wave
Overload & Short Circuit Protection: Withstands without damage or degradation load
exceeding 150% of rated output to an output dead
short.
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DC CURRENT SOURCES
1. General
The sources of DC voltage in the aircraft are two startergenerators.
As emergency source of DC current serve two alkaline NiCd or lead-acid accumulator batteries.
The starter-generators can be used either as a generator of as a starter.
The electric direct current system is divided to three following circuits:
 left starter-generator circuit
 right starter-generator circuit
 battery circuit and external sources
No. Name Type (Drwg No.) Qty Location
1. Starter-generator LUN 2132.02-8 2 LH, RH engine

2. Regulator LUN 2167.03-8 2 Between 9 and 10 frame on the left, right
3. Differential relay DMR 400 DSP 2 Between 8 and 9 frame on the right
DC GENERATOR LH 1
DC GENERATOR RH
5. Battery 20 NKBN-25 or 2 Between 1 and 2 frame on the left
SAFT P/N 26108 or
VARTA / HAWKER
20FP25H1C(T-R) or
NCSP-B-25150 or
Concorde RG-CIS25
6. External power source plug ShRAP 500 1 Between 1 and 2 frame on the left
7. Fuse A 51 IP 250 1 Between 1 and 2 frame on the left
8. Contactor TKS 201 DOD 5 Between 1 and 2 frame on the right
2 Between 8 and 9 frame
9. Contactor TKD 133 DOD 2 Between 10 and 11 frame on the left, right
10. Contactor TKS 401 DOD 1 Between 1 and 2 frame on the right
11. Shunt ShA-440 (8) 2 Between 1 and 2 frame
2 On frame 11 and left, right
12. Relay B073576N or 4 Between 1 and 2 frame on the right
B073576N /G
13. Contactor TKD 511 DOD 2 Between 8 and 9 frame on the left
2 Between on the 8 and 9 frame on the right
14. Switch BATTERY I 2 VG-15K-2S 1 Overhead panel
BATTERY II 1 Overhead panel
15. Switch-over VA-METER B082605N - P3(8) 1 Right control panel
16. Voltammeter LUN 2743.01-8 2 Instrument panel
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17. Fuse BAT. I 4 CSN 1 Between 1 and 2 frame on the right

Fuse BAT. II 354733F/1500 1 Between 1 and 2 frame on the right
4 CSN
354733F/1500
18. Fuse
GENERATOR BLOCKING 4 CSN 2 Between 1 and 2 frame on the left
354733F/1500
19. Relay TKE 52 PODG 1 Between 8 and 9 frame on the left
1 on 7 frame the right
20. Relay TKE 54 PODG 2 Between 9 and 10 frame on the right
2 Between 1 and 2 frame on the right
21. Circuit breaker
EMERGENCY BUS BAR I AZRGK 50 1 Between 1 and 2 frame on the right
EMERGENCY BUS BAR II AZRGK 50 1 Between 1 and 2 frame on the right
22. Circuit breaker
BUS BAR S3B AZRGK 50 2 Between 7 and 8 frame
BUS BAR S2A AZRGK 50 1 Between 7 and 8 frame
23. Fuse
EMERGENCY BUS BAR I 0.4 CSN 1 Between 8 and 9 frame on the left
EMERGENCY BUS BAR II 354733F/1500 1 Between 8 and 9 frame on the left
0.4 CSN
354733F/1500
24. Fuse
A 73 IP 150 1 Between 1 and 2 frame on the right
A 74 IP 150 1 Between 1 and 2 frame on the right
25. Fuse
BATTERY I VA 2 CSN 2 Between 1 and 2 frame on the right
BATTERY II VA 354733F/1500 2 Between 1 and 2 frame on the right
VOLTAMMETER 2 CSN 4 Between 8 and 9 frame on the right
354733F/1500
2 CSN
354733F/1500
26. Circuit breaker
S1-S2 AZR 70 1 Between 7 and 8 frame on the right
BAT. 1 AZR 70 1 Between 7 and 8 frame on the right
BAT. 2 AZR 70 1 Between 7 and 8 frame on the right
BAT. I AZR 70 1 Between 1 and 2 frame on the right
BAT. II AZR 70 1 Between 1 and 2 frame on the right
27. Circuit breaker
REGULATOR ON-OFF AZRGK 10 2 Between 10 and 11 frame on the left, right
28. Signal cell
EXTERNAL POWER SUPPLY - 1 Central warning display
29. Signal cell BATTERY - 1 Central warning display
30. Signal cell DC GENERATOR - 1 Central warning display
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31. Contactor TKD 501 DOD 1 Between 8 and 9 frame

32. BAT. TEMP circuit breaker AZRGK 2 1 Overhead panel
(if installed)
33. Temperature indicator BTI-600-2A 1 1 Instrument panel
or DBTI 2002
(if installed)
34. Temperature probe P600-14B 2 Battery
(if installed)
35. Push button TEST BTI KNI (if installed) 1 Instrument panel
36. Annunciator BAT. TEMP. I,II LUN 2662.34 2 glareshield
(if installed)
37. Temperature signal. 3089946225 2 battery
(if installed)
38. Push button SIGN. 2KNR (if installed) 1 LH control panel
39. Plug 07400 1 or 2 LH/RH control panel (if installed)
1 On frame 21 (if installed)
3. Operation
NOTE: Electric wiring diagram is stated in the list of aircraft Wiring Manual.
A. Operation of generators circuit
When the left (right) engine is running, generator A 1 (A 2) is connected to the aircrafts network by
switching on of the breaker GENERATOR LH (RH) A 7 (A 8). By switching on the breaker, voltage is
supplied from the generator through circuit breaker A 63 (A 64) to the contactor coil of differential relay
A 5 (A 6) which will connect the generator to the aircraft network in case when the voltage in the
electrical circuit of the generator is about 0.3 to 0.7 V higher than voltage in the aircraft network (battery).
Derived from the moveable contact of differential relay contactor is signalling of generator shut-off from the
aircraft network using the relay A 21 (A 22) and signal cell GENERATOR LH (RH) on the warning display.
After connecting a generator to aircraft electrical network, signal cell GENERATOR LH (RH) will extinguish.
Generator voltage is maintained within the required tolerances by a semiconductor voltage regulator A 3
(A 4) under various speeds of the engine and under different loads in the aircraft electrical network.
If voltage exceeds the value of 31 V (in case of defective voltage regulation), the generator will be
automatically shut-off from the aircraft electrical network by a protective circuit located in the voltage
regulator A 3 (A 4), which will activate the switch GENERATOR LH (RH) A 7 (A 8).
This will cause a disconnection of differential relay A 5 (A 6) contactor.
When voltage of the generator A 1 (A 2) will drop below the limit of aircraft electrical network voltage the
current coil of the differential relay A 5 (A 6) will disconnect the generator from the aircraft electrical
network with inverse current magnitude between 25 - 35 A.
Magnitude of voltage and current supplied by the generator can be checked by the voltmeter A 29 (A 28)
with the shunt A 41 (A 42). Measuring circuits of the voltammeter are protected by cut-off fuses A 45,
A 47 (A 46, A 48).
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Voltammeter A 28 is also used to check the voltage and current supplied from aircraft batteries.
Selection of the measured node is performed by a switch-over VA METER A 27. When measuring
voltage and current of the right side generator, the switch-over A 27 is in position GEN RH.
The left and right generator circuits under normal operation conditions are independent of each other,
and are separated by means of a contactor A 13 and circuit breaker A 12. When only one generator
operates, the contactor A 13 interconnects both generator circuits. Contactor A 13 is controlled
automatically, the control being derived from position of relay A 21 (A 22) contacts, which are controlled
from the moveable contact of differential relay A 5 (A 6) contactor.
The contactor is always supplied from battery of that generator circuit, from which the generator is
cut-off by differential relay A 5 (A 6).
During the time bus-bars are interconnected by contactor A 13, functioning are circuits for parallel
cooperation of generators, which are located in the voltage regulator A 3 (A 4). The regulators for
parallel cooperation (terminals 5 of both regulators) are connected through the relay A 62 controlled
by the contactor A 13.
NOTE: Parallel cooperation of generators is functioning in case of second generator connection to

network only.
B. Operation of the batteries circuit

Each generator circuit under normal functional conditions incorporates one battery A 9 (A 10).
When both generator circuits are interconnected through the contactor A 13, both batteries can operate
parallely, provided one of the generators is operating.
The battery is connected to the aircraft network by switches BATTERY I (II), A 25 (A 26). By switching
on the contactor A 15 (A 16) its coil circuit will be closed and it will connect battery A 9 (A 10) through
fuses A 73 (A 74), shunts A 40 (A 20) and circuit breakers A 67 (A 68), A 43 (A 44) to the aircraft
electrical network of generator A 1 (A 2).
Batteries signaling circuit signals in case when the battery is not connected to the aircraft electrical
network. Signaling is derived from the contactor A 15 (A 16) and from the controlling relay A 35 (A 36),
which connects by its contacts the supply circuit of signal cell BATTERY on the central warning display.
The signal cell is common to both batteries and the distinction as to which of the two batteries is cut-off
must be made by ammeter A 28 (deviation of pointer during consumption of charging).
Supply of signal cell is protected by cut-off fuse A 79.
Voltage and charging of discharging current can be checked by the voltmeter A 28 of a switch-over
VA METER A 27 is in position BAT I or BAT II. The checked parameters are recorded from the shunt
A 40 (A 20). The measuring circuit is protected by cut-off fuses A 53, A 69 (A 54, A 70). Charging current
of the battery is measured on the ammeter scale from "0" to the left and the discharging current from "0"
to the right.
In the regime of the engine starting-up from aircraft batteries, both batteries will be parallely
interconnected by means of contactors A 77, A 78. These contactors are controlled by contacts of relay
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A 65, A 66, which are activated during the engine start up, namely relay A 65 when the port engine
is starting up, and relay A 66 when the starboard engine is being started up. Contactor control
circuits A 77 are protected by cut-off fuse A 80, contactor A 78 and by cut-off fuse A 79.
C. Operation of battery temperature measurement circuit (if installed)

On the aircraft is installed a accumulator battery temperature measuring device. The device is put
into operation by switching on the switches BATTERY I, II and circuit breaker BAT. TEMP. on the
overhead panel. The temperature measurement circuit includes the circuit breaker AZRGK 2,
BTI 600-2A temperature indicator push button KNR and P 600-48 temperature probe.
D. Operation of battery overheating signaling system (if installed) –refer to the Fig. 5.
The accumulator battery overheating signaling system is installed on the aircraft. The system is put
into operation by switching on the switches BATTERY I, II and circuit breaker BAT TEMP on the
overhead panel. In case of battery overheating a BATTERY OVERHEAT red warning light comes
on. The warning lights are located on LH side of the glareshield of the instrument panel.
If the red warning light comes on, switch off the BATTERY I (II) switch on the overhead panel.
If the BATTERY I, II switches are in OFF position, you can continue in flight.
After landing report the failure to the ground personal.
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FIG. 1 INSTRUMENTS LAYOUT OF DC CURRENT SOURCES SYSTEM

(1) Starter - generator LUN 2132.02-8; (2),(3) Regulator LUN 2167.03-8; (4),(5) Differential
relay DMR-400 DSP; (6),(7) Battery 20 NKBN - 25, or SAFT P/N 26108, or
VARTA 20FP25H1C(T-R); (8) External power source plug ShRAP 500; (9),(10),(11) TKS 401
DOD contactor; (12),(13) TKD 133 DOD contactor; (14) TKS 401 DOD contactor; (15) ShA 440-8
shunt; (16),(17) TKE 54 PODG relay; (18),(19) TKD 511 DOD contactor;
(20),(21) LUN 2743.01-8 voltammeter; (22) TKE 52 PODG relay; (23),(24) TKE 54 PODG
relay; (25),(26) B 073 576 N relay; (27),(28),(29) ShA 440-8 shunt; (30),(31) TKD 511 DOD
contactor; (32) TKE 52 PODG relay; (33),(34) TKE 54 PODG relay;
(35),(36),(37),(38) TKS 201 DOD contactor;
(39),(40) B 073 576 N relay; (41) TKE 54 PODG relay
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(Detail A, B from Fig. 1)
(1) Starter - generator LUN 2132.02-8; (2),(3) Regulator LUN 2167.03-8; (4),(5) Differential
relay DMR-400 DSP; (6),(7) Battery 20 NKBN - 25, or SAFT P/N 26108, or VARTA
20FP25H1C(T-R); (8) External power source plug ShRAP 500; (9),(10),(11) TKS 401 DOD
contactor; (12),(13) TKD 133 DOD contactor; (14) TKS 401 DOD contactor; (15) ShA 440-8
shunt; (16),(17) TKE 54 PODG relay; (18),(19) TKD 511 DOD contactor;
(20),(21) LUN 2743.01-8 voltammeter; (22) TKE 52 PODG relay; (23),(24) TKE 54 PODG
relay; (25),(26) B 073 576 N relay; (27),(28),(29) ShA 440-8 shunt; (30),(31) TKD 511 DOD
contactor; (32) TKE 52 PODG relay; (33),(34) TKE 54 PODG relay;
(35),(36),(37),(38) TKS 201 DOD contactor; (39),(40) B 073 576 N relay; (41) TKE 54 PODG
relay
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(Detail C from Fig. 1)
(1) Starter - generator LUN 2132.02-8; (2),(3) Regulator LUN 2167.03-8; (4),(5) Differential relay
DMR-400 DSP; (6),(7) Battery 20 NKBN - 25, or SAFT P/N 26108, or VARTA 20FP25H1C(T-R);
(8) External power source plug ShRAP 500; (9),(10),(11) TKS 401 DOD contactor;
(12),(13) TKD 133 DOD contactor; (14) TKS 401 DOD contactor; (15) ShA 440-8 shunt; (16),(17) TKE 54
PODG relay; (18),(19) TKD 511 DOD contactor; (20),(21) LUN 2743.01-8 voltammeter;
(22) TKE 52 PODG relay; (23),(24) TKE 54 PODG relay; (25),(26) B 073 576 N relay;
(27),(28),(29) ShA 440-8 shunt; (30),(31) TKD 511 DOD contactor; (32) TKE 52 PODG relay;
(33),(34) TKE 54 PODG relay; (35),(36),(37),(38) TKS 201 DOD contactor; (39),(40) B 073 576 N
relay; (41) TKE 54 PODG relay
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FIG. 4 DIAGRAM OF BATTERY TEMPERATURE MEASURING DEVICE (IF INSTALLED)
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FIG. 5 BLOCK DIAGRAM OF BATTERY OVERHEATING SIGNALING SYSTEM (IF INSTALLED)
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DC CURRENT SOURCES
SERVICING
1. Inspection of switches in the pilot cockpit


Routine
E. Procedures
(1) Check if the electric external power source and switches BATTERY I and II on the overhead
panel are switched off.
(2) Inspection of the switches and circuit breakers on the overhead panel.
(3) All switches and circuit breakers on the overhead panel must be switched off.
Switch off the switches and circuit breakers.
NOTE: Position "SWITCHED OFF" is labeled on the overhead panel.
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LUN 2132.02-8 STARTER - GENERATOR

1. Purpose
Starter-generator serves to start the aircraft engine M 601E and in cooperation with LUN 2167.03-8
voltage regulator is determined to supply the airborne DC network.
2. Technical data
Nominal voltage 28 V
Operational voltage 27 ÷ 28.5 V
Peak starting current during the starting up approx. 700 A
Short - time overload
• for period of 5 minutes 250 A
• for period of 5 secs in revs. higher than 7000 rpm 400 A
Overload
• at cooling air temperature of + 5°C 250 A for period of 30 min
• at ambient temperature up to + 30°C during the flight only,
at revs. higher then 7000 rpm 220 A permanently
3. Operation
LUN 2132.02-8 starter-generator is a quadripolar generator of DC current with shunt excitation supplied
through regulator from self terminals.
Commutating and compensating winding is serially connected to anchor winding. Serial exciting winding
is connected in function of starter only.
LUN 2167.03-8 regulator

• enables engine start-up from aircraft and external ground power source
• supplies nominal cooling power (self-and ram cooling)
• supplies limited output for a limited period in operating, range of revolutions with self-cooling only
• maintains constant value of operating voltage within operating, range of revolutions with variable
loading
• prohibits the possibility of dangerous voltage increase (overvoltage)
• provides the possibility of parallel function of both sets
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FIG. 1 STARTER - GENERATOR WIRING DIAGRAM

B - plus clamp
E - minus clamp
+
A - exciting winding
C - start-up circuit
D - compensating winding voltage tap (to regulator)
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LUN 2132.02-8 STARTER - GENERATOR

SERVICING
1. Functional check of the LUN 2132.02-8 starter - generator

A. Fixture, Test and Support Equipment Electric external ground power supply

Periodical
E. Procedures
(1) Connect the external ground power supply.
(2) Do not proceed in the vicinity of the propellers during the engine operation.
(3) The LUN 2132.02-8 starter-generator functional check. The starter - generator must work as the
starter as well as the dynamo.
(4) Start-up the LH engine. Switch on the DC GENERATOR LH circuit breaker on the overhead
panel for LH engine connection. Disconnect the external ground power supply.
(5) Start-up the RH engine from the LH engine generator. After RH engine starting, stop the LH
engine. Switch on the DC GENERATOR RH circuit breaker on the overhead panel for RH
engine connection.
(6) Start-up the LH engine from the RH engine generator.
(7) Shut off both engines.
(8) Clear away the external ground power supply.
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LUN 2167.03-8 REGULATOR

1. Purpose
LUN 2167.03-8 regulator is supplied from clamps of LUN 2132.02-8 starter-generator and excites it to hold
output voltage in the whole loading range and at the revolutions change on the ground and during the flight.
Regulator must also secure a parallel function of two starter-generators and by means of dangerous voltage
increasing on the bus-bar in case of regulator failure. It limits the maximum generator current to 300 A.
2. Technical data
Operating voltage 27  28.5 V
Excitation current 7A
3. Operation
A. Regulation
Starter-generator starts to turn by engine at disconnected regulator. At the moment, when it takes over
the function of dynamo, generator starts to work. Terminal C will disconnect from the bus-bar and
generator output will be connected to clamp A of the excitation - see Fig. 2.
Generator input is supplied from clamp B of a starter-generator via contact of the switch III.
Excitation is realized through the break contact of relay B1 (see Fig. 1). When dynamo voltage increases
approx. to 15 V relay B1 will attract and disconnect the contact of circuit and the excitation is already
supplied from a regulator via output transistor T4. Through other contact of relay B1 the circuit of parallel
cooperation is interconnected to the second regulator.
Regulator operates on the pulse principle. The excitation winding of the LUN 2132.02-8 starter-generator
is wired in the emitter circuit of the terminal switching transistor T4.
The transistor switches at constant frequency - the value of excitation current changes relative to the
value of pulse duty ratio. Square-wave voltage exciting the output amplifier is created by operational
amplifier X2 as a result of comparison of saw-tooth voltage (T5, T6) with the anchor voltage of the
starter-generator. During parallel functioning, both regulators are interconnected according to diagram
in fig. 2. This circuit secures the uniform load division of two parallel connected starter - generators
in various functional conditions. By connecting of the regulator terminals 4 and 5 into external circuit
the voltage drop, proportional to voltage difference on auxiliary poles of starter-generators, i.e. proportional
to current difference, is created on the resistor R5.
This voltage is treated by differential amplifier with inertia X1 and through the filtering element R11,
C5 is supplied to input of comparator X2.
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FIG. 1 LUN 2167.03-8 WIRING DIAGRAM
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Disconnecting terminal 7 serves to disconnecting of this circuit when regulator is to be checked or

repaired. In case of starter-generator load irregularity, the compensation is going on so that a circuit
reduces the field current value if starter-generator is overloaded and increases field current value in
case of its insufficient load.
B. Current limitation circuit
The circuit obtains a signal from starter-generator current through terminal 4 and treats it in the differential
amplifier X3 with PI coupling and non-sensitivity. Non-sensitivity is set up by potentiometer R 21.
If starter-generator current will increase over the set-up level, the voltage on output X3 will increase
too and after diode D4 opening it affects on the input of comparator X2 so that a current is limited.
C. Voltage protection
At regulator failure, when voltage increases over allowed limit or if overvoltage appears in the
aircraft network, the voltage protection disconnects a regulator supplying by means of a switch with
electromagnetic releasing. Operator can ensure by hand re-switching, if the failure is lasting.
Protection circuit is composed of a comparator X1, on which input the voltages from slow and fast
protection dividers are added.
Slow protection breaking voltage is derived from regulator supply voltage and can be set up by
potentiometer R4. Fast protection breaking voltage is derived from starter-generator excitation voltage
and can be set up by potentiometer R7.
Comparator X2 latch voltage is set up by potentiometer R17. Dynamic properties of the protection are
set up by RC - elements R9, R10 and C1, C2. After regulator switching on the capacitors are charged
at operating voltage through diodes D5, D10 and thereby the protection preparation to intervention is
speeded-up. Connection to external clamp 7 is controlled by a comparator output through diode D9,
thyristor Ty 1.
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FIG. 2 DIAGRAM OF PARALLEL WIRING OF STARTER-GENERATORS WITH REGULATORS

LUN 2167.03-8
I - Regulator; II - Starter-generator; III - Switch; IV - Starting contactors
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SERVICING
1. LUN 2167.03-8 regulator functional check

A. Fixture, Test and Support Equipment B 096 629 N Interconnecting unit
B 5-8 (B 5-7) Source
V 7-16 Voltmeter
D 567 Voltmeter
C 43-17 Voltammeter
C. Tools No. 710 - 2.3x105 Screwdriver

5.5x7 CSN 230611.6 Wrench

Periodical
E. Procedures
(1) Prepare the work site in accordance with diagrams, stated in Fig. 301 - 304.
(2) Verification of regulator function:
 check the system of generator parallel operation
 functional check of protection electrical circuits (of overvoltage protection)
 functional check of current limitation circuits
(3) The overvoltage protection circuits must secure the following functional features:
Input "slowly" Input "fast" Note
- At lower voltage value the over-

29.9 V 26.0 V voltage protection circuits must
not disconnect within 60 secs
- At higher voltage value the over-
voltage protection circuits must
31.0 V 29.0 V
secure a disconnection within
10 secs
CAUTION: TO CHECK A FUNCTION OF OVERVOLTAGE PROTECTION (ACCORDING TO

PARA (6)), FIRST CHECK PARALLEL GENERATOR OPERATION (ACCORDING
TO PARA (5)).
(4) Operational test of the voltage regulator.
(a) Connect the voltage regulator in accordance with diagram in fig. 301.
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FIG. 301 DIAGRAM OF TESTING EQUIPMENT

R - LUN 2167.03-8 regulator (tested instrument)
P - B 096 629 N interconnecting unit
Z1 - B 5-8 (B 5-7 supply)
V1 - V7-16 voltmeter
V2 - D 567 voltmeter
(b) Switch on the supply Z1 and increase voltage continuously from zero value (at the same time
watch as it changes according to voltmeter V1 indications). At the same time check in what
way the output voltage increases (on V2). This voltage must increase parallely with the input
voltage increasing.
As input voltage achieves a value of approximately 15 V (since 10/2007 is value 17.5 up to
21.5 V), the relay B1 located inside of regulator must switch (it is necessary to check by
hearing) and through switched contacts of this relay output current then proceeds to the
output transformer T4 (see Fig. 1).
When the input voltage achieves a value of approximately 26 V, the output voltage must
decrease in parallel with the input voltage increasing. When supply voltage is increased to
value of 28.5 V, the zero-voltage appears on the output.
Voltage value, at which the output voltage will start to drop, can be set up by means of an
adjustable potentiometer (trimmer capacitor). The setting up can be carried out from the outside
owing to good availability of the adjustable elements.
(c) At the input voltage of 28.5 V, adjust the potentiometer R 33 to the position so that the output
voltage would be approximately of 7 V. By setting up of the potentiometer in the reverse
direction achieve a zero-voltage on the output (check according to voltmeter V2 indications).
(d) Decrease the input voltage from the value of 28.5 V to the value of 26.0  0.5 V.
Output value must change from 0 V to the maximum value approximately 24 V in this range.
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(5) Functional check of circuits of generator parallel operation.
(a) Connect the regulator in accordance with diagram stated in Fig. 302.
FIG. 302 DIAGRAM OF TESTING EQUIPMENT

R - LUN 2167.03-8 voltage regulator (tested regulator)
Z1 - B 5-8 (B 5-7) source
Z2 - B 5-8 (B 5-7) source
V1 - V 7-16 voltmeter
V3 - C 43-17 voltammeter
(b) Set up the voltage of 28.5 V on the source Z1. If voltage of the source Z2 equals to 0 V,
the output voltage must be 0 V too.
Increase fluently a voltage of source Z2 from the value of 0 V to the value of 2 V.
Output voltage (in accordance with voltmeter V2 indications) must fluently increase too.
(6) Functional check of overvoltage protection circuits.
(a) Connect the regulator according Fig. 303.
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FIG. 303 DIAGRAM OF TEST EQUIPMENT

Z1 - B 5-8 (B 5-7) source
C - 3 GN 016/1 solenoid breaker
Z2 - B 5-8 (B 5-7) source
(b) Check of the input "slowly"

Increase the input voltage (see voltmeter V1 indications) up to the value of 29.8 V.
Check voltage in accordance with voltmeter V3 (switch C must be in switched on position).
By means of the stop watch ensure, that overvoltage protection circuits (switch C) do not
switch in 60 seconds.
CAUTION: CLAMPS 3 - 6 ARE INTERCONNECTED.
Increase the input voltage to the value of 31.1 V. Overvoltage protection circuits and the
breaker C must switch on in 10 seconds. Observe when voltage on V3 decreases to zero
value and make sure by hearing that a sound is produced by solenoid switching on of the
breaker C. Set up (deregulate) the voltage on V1 at zero value.
(c) Check of the input "fast"
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CAUTION: CLAMP 3 IN STATE "SWITCHED OFF".
Increase the input voltage into such a value to achieve the voltage of 25.9 V on the
output (according to voltmeter V3 indications). At the same time in parallel check of
voltage on voltmeter V3, make sure by means of the stop watch that overvoltage
protection circuits and the breaker C do not switch on within 60 seconds.
Increase the input voltage to achieve a voltage of 29.1 V (according to voltmeter V2
indications) on the output. Overvoltage protection circuits and the breaker must switch
within 10 seconds at this value. Make sure that the voltage of V3 has decreased to
zero value and the solenoid of the breaker C will produce a corresponding sound
(check by hearing).
Set up the input voltage to zero value.
(7) Functional check of current limitation circuits
(a) Connect the voltage regulator in accordance with diagram stated in fig. 304.
FIG. 304 DIAGRAM OF TEST EQUIPMENT

Z1 - B 5-8 (B 5-7) source
Z2 - B 5-8 (B 5-7) source
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(b) Set up the input voltage according to voltmeter V1 to such a value so as to achieve the output
voltage approximately equal to 50 % of the input voltage value (according to voltmeter V2
indications). Increase fluently the voltage of V3 from the zero value. As soon as the voltage
on voltmeter V3 exceeds the value of 2.8 V and it will be in the range of 3.2 V to 3.4 V,
the output voltage (on V2) will decrease to zero value. The voltage at terminal 8 of voltage
regulator will increase at the same time from the value of approximately 2 V to the value of
approximately 12 V.
(8) If overvoltage protection circuits according to the paragraph (6) and current limitation circuits in
accordance with instructions stated in paragraph (7) do not secure stated voltage values, it is
necessary to set up these circuits.
(a) Loosen 4 screws by a wrench 5.5x7 and take off the regulator cover.
(b) Setting-up of the input "slowly"

Set-up work must be performed in accordance with paragraph (6), subparagraph (b).
Set-up the voltage value, at which overvoltage protection circuits must switch, by an adjustable
potentiometer R4 in the range of 30.6 V to 30.7 V (see wiring diagram in Fig. 1).
For this purpose use a No. 710 - 2.3x105 screwdriver.
(c) Setting-up of the input "fast"

Set up work is to be performed in accordance with instructions stated in paragraph (6)
subparagraph (b). Set up the voltage at which overvoltage protection circuits must be activated,
at the value of 29 V by a potentiometer R7.
(d) Connect the universal voltmeter to the outlet 9 of the overvoltage protection circuit inside
of the regulator against the frame (terminal 2). Before checking, set up the voltage at outlet
9 approximately to the value of 2V (see paragraph (4)) by means of the parallel operation
circuit (from source Z2). Increase fluently the voltage between terminals 6 and 2 and source Z1.
The voltage at terminal 9 of the circuit will rapidly increase in the voltage range of 29.6  0.2 V.
If rapid voltage increasing is not achieved in this range it is necessary to perform setting up
by a potentiometer R17.
(e) Set up the regulator cover and fasten it.
(9) Clear away the test equipment and measuring instruments.
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1. Removal and installation of the LUN 2167.03-8 regulator

B. Materials Emery cloths No. 400

C 1005/0080 Varnish
C. Tools No. 697 - 6x120 Screwdriver

8x10 CSN 230611.7 Side spanner

Periodical
E. Procedures
(1) Lift off the ceiling of the aircraft cabin in the space of the frames 8  12 by loosening 5 quick locks
by means of L 410.9141-05 screwdriver.
(2) LUN 2167.03-8 regulator removal
(a) Remove 2 sockets of the cabling at the regulator between the 9 and 10 frame.
(b) Remove 2 regulators by loosening 8 screws by means of No. 697 - 6x120 screwdriver and
by a spanner 8x10.
(3) LUN 2167.03-8 regulator installation
(a) After return of the regulators from the laboratory reinstall them by tightening 8 screws by
means of No. 697 - 6x120 screwdriver and a wrench 8x10. Clean the framing points to the
metallic lustre by an emery cloth No. 400 and paint them by the varnish C 1005/0080.
(b) Connect 2 sockets of the cabling and secure them by a binding wire.
(4) Cover again the ceiling of the aircraft cabin by screwing on 5 loosen of 5 quick locks by
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DMR - 400 DSP DIFFERENTIAL RELAY

1. Purpose
DMR - 400 DSP relay is designed for:
a) Connection of generator to the aircraft electrical network when the generator voltage will be higher
then the network voltage.
b) Disconnection of generator from the electrical network at the stated value of reverse current.
c) Securing of generator disconnection signalling from the network.
d) The generator protection in case of reverse polarity of battery or the generator.
2. Technical data
Nominal voltage 28.5 V
Nominal current of power circuit 400 A
Generator overvoltage above regulator voltage at which the relay will switch 0.3 to 0.7 V
Reverse breaking current 25 to 35 A
3. Operation
A. Differential relay function
When generator voltage is lower than battery voltage, no current passes through shunt winding L2
(see Fig. 1) of the control relay since diode D2 is connected in the impermeable direction.
In this way the diode D2 prevent an overload of winding of the differential control relay. Diode D1
creates bias which shifts the volt-ampere operating characteristics of diode D2 so as to achieve in the
permeable direction on the diode an optimum voltage loss influencing the setting of switching voltage of
the control relay. The voltage loss on diode D1 is caused by current passing from the plus terminal of
the battery through diode D1 and resistor R1 to the minus terminal.
When generator voltage will exceed the battery voltage by 0.3 to 0.7 V, diode D2 becomes conductive,
current begins to pass through shunt winding L2 of the control relay so that the contacts of control
differential relay will connect. The contactor winding circuit will be connected and contactor contacts
will connect the generator to the battery. When generator voltage will drop and will be lower than battery
voltage, reverse current will be supplied from battery to the generator, during passage through the serial
turn S in the control relay the current will pre-magnetise the anchor. At the value of reverse current
between 25 and 35 A the magnetic field of serial turn S will be sufficient to make the anchor charge
its position and there by open up the contacts of the differential control relay and the contactor will
disconnect the generator from the network.
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In order to provide for a reliable disconnection of contacts of the control relay, resistor R2 is placed
between diode D2 and the minus terminal of relay DMR - 400 DSP.
FIG. 1 DMR - 400 DSP DIFFERENTIAL RELAY WIRING DIAGRAM
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Diode D3 prevents connection of the generator when the generator or the battery is wrongly polarized.
B. Control relay function
The magnetic system of the relay consists of one permanent magnet with poles divided to two parts.
The upper poles - parts of the south pole, and the lower poles, parts of the north pole. The anchor is
a moveable part of the magnetic circuit and according to its position between the poles is attracted to
one or the other pair of magnet poles. When the relay contacts are disconnected the anchor is attracted
to the left upper and right lower magnet poles, with relay contacts connected, the anchor is attracted
to the left lower and right upper poles.
The relay anchor freely passes through the inside of the coil and serial turn, and as a result of
interference effect the magnetic field of the permanent magnets and magnetic field generated by a
current passing through the differential and serial windings in the anchor the relay will take one of the
extreme positions. The anchor cannot remain in a neutral position. The relay connection will happen at
generator voltage be higher than voltage in the aircraft network by 0.3 to 0.7 V.
The relay is maintained in a contact position by permanent magnets of the relay. When generator
supplied current will pass through the serial turn (generator is loaded), the current passing through the
serial turn coil generate magnetic field which will magnetize the relay anchor, at the same time the
position of the anchor remains unchanged and the force holding the anchor to closer poles will grow.
When current starts to pass through the serial turn in the opposite direction than described above
(generator voltage is lower than board battery voltage), then with intensity of reverse current 25 to
35 A the anchor will be re-magnetized and the control relay contacts will be disconnected. After an
automatic generator cut-off current will again pass through the differential winding, but now from the
network to the generator. The current passing in this direction will not change the position of the anchor,
but quite to the contrary, it will facilitate opening of the relay contacts.
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DMR - 400 DSP DIFFERENTIAL RELAY

SERVICING
1. Inspection of the contacts of the DMR-400 DSP differential relay

B. Materials CSN 660860 Alcohol 1 %

Deerskin

No. 697 - 4.5x100 Screwdriver (the shortened)

Periodical
E. Procedures
(1) By means of L 410.9141-05 screwdriver remove the ceiling upholstery between the frame 8 and 9
(4 quick locks) in the space of the passengers cabin.
(2) Remove the contacts cover from the differential relay, two screws by means of No. 697 - 4.5x150
screwdriver.
(3) Ensure about the cleanliness and state of the contacts.

blackened or burnt up contacts
Works to be performed if technical requirements are not met:
clean the blackened contacts with alcohol and with deerskin. In case of burnt up contacts replace
them by new ones.
(4) Cover the relay contacts by 2 screws and No. 697 - 4.5x100 screwdriver.
Cover the ceiling space of the frames 8 and 9 back again with upholstering of 4 quick-locks by
means of L 410.9141-05 screwdriver.
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20 NKBN - 25 or SAFT P/N 26108 ACCUMULATOR BATTERY

1. Purpose
20 NKBN - 25 or SAFT P/N 26108 NiCd battery is designed for:
 supply of the aircraft network electrical devices in case of starter-generators failure
 independent starting
 power supply of particular loads on the ground while absence of other power sources
2. Technical data
The Technical Description and Maintenance Manual of battery 20 NKBN - 25 or SAFT P/N 26108 are
contained in a separate volume.
CAUTION: FOR CORRECT OPERATION AND DURABILITY OF THE STORAGE BATTERY IT IS

NECESSARY NOT TO EXCEED THE MAXIMUM PERMISSIBLE MAINS VOLTAGE.
(IF THE BATTERY IS HEAVILY OVERCHARGED, VAPOUR GENERATION AND
ELECTROLYTE RUNNING - OFF OCCURS).
THE MAINS VOLTAGE DEPENDS ON AMBIENT TEMPERATURE. AT A TEMPERATURE
OF 20°C THE VOLTAGE IS TO BE 28.5 V. WHEN THE TEMPERATURE IS HIGHER
(40°C), THE MAINS VOLTAGE MUST BE ADJUSTED TO:
 27.5 V TO 28V FOR THE SAFT P/N 26108 BATTERY
 28.5 V FOR THE 20 NKBN 25 BATTERY
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2.1 Determination of SAFT P/N 26108 battery condition

Cells condition
Using a middle point allows the comparison of 2 series of 10 cells. This method is usually considered as
sufficient to identify the possible short-circuit at the end of discharge. The differential value depends on
conditions and operating phages considered. The difference of maximum voltage between 2 series of
10 cells is 0.6 V in following conditions:
 battery temperature between 0 and + 40°C
 discharge current: 10 to 20 A
 battery being at least half charged
Battery condition
The insulation measurement between positive and grounding of the battery is sometimes used to check
the battery condition. It is possible to evaluate the battery behavior a specially during overcharge by
recording the battery temperature. Generally speaking, a battery should not be charged at
temperature above 57°C. The upper limit is generally + 71°C in overcharge. Using the battery above
this limit remains exceptional.
State of charge of the battery

SAFT position is as follows:
 It is possible to determine that the battery is at least half charged by voltage measurement in
determined conditions.
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SERVICING
1. Check of the voltage of accumulator batteries


Routine
E. Procedures
NOTE: Following procedure is valid for all types of the batteries (20 NKBN-25 or SAFT P/N 26108
or VARTA / HAWKER 20FP25H1C(T-R) or Concorde RG-CIS25 etc.)
(1) Switch on the circuit breakers and switches on the overhead panel:
INVERTERS 115V AC I (if installed), INVERTERS 36 V AC I, II, ADF I, II, GYRO COMPASS I, II (if
installed), PFD I, II (if installed), DCP I, II (if installed), DCU (if installed), CHP (if installed), AHRS I (if
installed), ADC I, II (if installed), NAV/GPS I (if installed), WING TIP TANK LH, RH, FUEL PUMP
LH, RH, COCKPIT, STBY CIRCUIT, PASSENGER CABIN 2/3, SEARCHLIGHTS - LANDING I, II,
ANTICOLL. BEACON, RADIO ALTIMETER, SSR I, II, POSITION LIGHTS on the overhead panel
and the switches WING TIP TANK FUEL TRANSFER on the RH instrument panel.
(2) Turn on simultaneously both switches BATTERY I, II for the time of 3 - 5 sec.
(3) Read the voltage value of both VA - meters (set up gradually the VA - meter change-over switch
to positions BAT I V - A, BAT II V - A).
The voltage must be 25 V (-1) V. If will detected low battery voltage, charge the battery
according to the respective AMM section e.g. 024.30.04 or 024.30.05 or 024.30.10.
Switch off all the circuit breakers from the point (1).
(4) Check the battery temperature measuring system (if installed) as follows:
(a) Switch on the circuit breakers BATTERY I, II, BAT. TEMP. on the overhead panel.
(b) Depress the TEST BTI pushbutton. The temperature indicated on the BTI 600-2A indicators
must reach 38°C, and the yellow and red lights on the temperature indicators must illuminate.
(c) After the TEST BTI pushbutton is released, the indicated temperature will go back to its original
value and the lights on the indicator will turn off.
(d) Switch off the circuit breakers BATTERY I, II, BAT. TEMP. on the overhead panel.
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(5) Check the battery overheating signalling system (if installed)
(a) Switch on the circuit breakers BATERY I, II and BAT. TEMP on the overhead panel.
(b) Push the SIGN pushbutton on the LH control panel. Red signal lights must illuminate.
(c) After the SIGN pushbutton is released the lights turn off.
(d) Switch off the BAT. TEMP. and BATTERY I, II circuit breakers on the overhead panel.
2. Inspection of the accumulator batteries

B. Materials Distilled water according to IEC 993

Baysilone spray
Non metal brush
Soft cloth

Periodical
E. Procedures
NOTE: Check of 20 NKBN-25 or SAFT P/N 26108 accumulator battery is carried out according to
instructions in Maintenance Manual of a battery 20 NKBN - 25 or SAFT P/N 26108.
3. Inspection of the accumulator battery bay between the No. 1-2 frames
B. Materials No. 400 Emery paper

CSN 656542 Petrol

Periodical
E. Procedures
(1) Remove the cover of the accumulator battery bay.
(2) Take out the accumulator batteries.
(3) Inspect of the batteries bay. Inspection of the accumulator batteries bay - any uncleanness and
the marks of electrolyte running away are not allowed.
Remove any dirt according to work procedure 024.30.04.F.
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(3) Inspect the battery pins.

Burning up accumulator battery pins is not allowed. Clean the burnings with the emery paper
No. 400 and wash them by petrol. Set up the accumulator batteries to their position.
(4) Inspect the attaching rails.
(6) Cover again the accumulator batteries bay.
4. Charging of the accumulator batteries

A. Fixture, Test and Support Equipment Charge / discharge unit (e.g. RF 80-K (CE))
Thermometer
B. Materials Distilled water according to IEC 993;

Baysilon lubricant

Periodical
E. Procedures
NOTE: Charging of the battery 20 NKBN - 25 or SAFT P/N 26108 is to be performed according to
Maintenance Manual of a battery 20 NKBN - 25 or SAFT P/N 26108.
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5. Preservative of the accumulator battery bay

A. Fixture, Test and Support Equipment A metallic pail for water
A vessel for the conservation agent
B. Materials REZISTIN ML - Lubricant K 17 GOST 10877.76

B-70 or NEFRAS or CSN 656542 Petrol
UNIVERSAL Saponate agent
Sodium carbonate-soda
MOLINO Hairless textile, kind 393/130 CSN 874730

Periodical
E. Procedures
(1) Prepare the detergent solution, the neutralization solution, the conservation agent REZISTIN ML
and cleaning means (rags, brush).
(a) Preparation of the detergent solution:
 10 % detergent
 90 % water
(b) Preparation of the neutralization solution:
 0.1 kg sodium carbonate
 1 liter of water
(c) Preparation of the conservation solution:
REZISTIN ML, thinned as needed by lacquer petrol.
(2) Work to be performed if TR (Technical Requirements) are not met:

Replace the damaged pins, clean impurities on pins with petrol and burning up with emery paper
No. 400 and petrol.
damaging, uncleanness and burning up of the pins, leakage of electrolyte, non conserved places,
electric devices and the cabling stained by REZISTIN ML, the run-down conservation agent in the
corners of the batteries spaces, uncleanness sticking on the layer of the conservation agent,
corrosion spots. Wipe the battery bay thoroughly with a rag wetted in water solution of the detergent
agent. Remove corrosion spots.
(3) Neutralize the battery bay by solution of sodium carbonate.
(4) Wipe this space by a rag wetted in clean water. After washing dry it by a clean dry rag.
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CAUTION: DURING THE CLEANING WORKS MAKE SURE THAT THE CLEANING
SOLUTIONS DO NOT COME INTO CONTACT WITH THE EQUIPMENT
AND AGGREGATES WITHIN THE BATTERY BAY.
(5) The conservation agent REZISTIN ML should be thoroughly mixed before use.
(6) Wipe out the whole battery bay by REZISTIN ML using hairless textile.
After being coated, the conservation agent has to make a thin consisting layer on the whole surface.
The coating should get dry at the temperature of at least 15°C for 24 to 48 hours.
CAUTION: THE ELECTRIC DEVICES AND THE CABLING MUST NOT COME INTO
CONTACT WITH THE CONSERVATION AGENT REZISTIN ML.
(7) Clean away the vessels and tools used for the conservation.
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1. Removal and installation of the accumulator batteries

B. Materials Cloth

Routine, Periodical
E. Procedures
(1) Remove the cover of batteries bay by loosening of 18 screws of the quick locks by means of
Z 37.9110-10 screwdriver.
(2) Removal of the batteries
(a) Loose 2+2 safety pins on each battery disconnect the plugs of the batteries temperature
measuring system or batteries overheating signalling system (if installed) and remove the
batteries from the aircraft.
(b) Hand over the batteries to the workshop.
(3) Installation of the batteries
(a) Bring the batteries to the aircraft after checking in workshop.
(b) Set up the batteries into a battery bay and secure them by 2+2 pins and install the plugs of
the batteries temperature measuring system or batteries overheating signalling system (if
installed).
(c) Check the proper connection of the batteries by means of the cockpit voltmeter.
(4) Cover the batteries bay by tightening 18 screws of the quick-locks by means of Z 37.9110-10
screwdriver.
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VARTA / HAWKER 20 FP 25 H1C (T-R) ACCUMULATOR BATTERY

1. Purpose
VARTA / HAWKER 20 FP 25 H1C (T-R) Ni/Cd airborne batteries is designed for:
• supply of the aircraft network electrical devices in case of starter-generators failure
• independent starting
• power supply of particular loads on the ground while absence of other power sources
2. Technical data
Number of cells in battery 20
Rated capacity 25 Ah
Rated Voltage 24V
Admitted current of start up load 1550 A
Admitted current of prolonged load 500 A
The current of rated charge (0,2 . I1) 5A
The current of quick charge (I1) 25A
Final charging voltage 1.56 V/cell
Electrolyte – caustic potash solution No. 9 (KOH), density 1.28 + 0.02 kg/l
NOTE: The type VARTA 20 FP 25 H1CT-R is with temperature probe
NOTE: It is permissible during further operation of the battery the decrease in electrolyte density
until the level 1.22 kg/l.
CAUTION: THERE IS NO NEED TO CHANGE THE ELECTROLYTE DURING THE LIFE OF THE
BATTERY.
Operating temperature range -40 ÷ +70°C

Operating temperature range
during charge-discharge process -18 ÷ +50°C
Maximum operating altitude 25 000 m
Maximum operating acceleration 15 g in every direction
For more information - Refer to the Nickel - Cadmium Batteries Operating and Maintenance Manual,
SAP number: 4635536 Date of issue: 01/01/2013, Index of Revision: 01 - or later.
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FIG. 1 20 FP 25 H1C (T-R) VARTA BATTERIES INSTALLATION
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SERVICING
1. Monthly checks on aircraft of the VARTA / HAWKER accumulator batteries


Periodical
E. Procedures
NOTE: The battery can be inspected visually fitted in the aircraft or alternatively removed and
inspected on the airfield.
CAUTION: DO NOT DISCONNECT A BATTERY WHILST UNDER LOAD.
(1) Remove the lid from the battery case.

Check the locks for defects, if the lid cannot be removed.
(2) Check whether the interior battery is contaminated with electrolyte.
(3) Check the battery case and lid as well as connectors, pole nuts, temperature sensor assembly
for any mechanical and thermal damages, as well as any signs of dents, cracks, splits,
overheating, short circuits, melting, burn down, dark spots and tarnish.
(4) Inspect the main connector for any damage caused by arcing, faulty connection, corrosion,
loose parts, cracks in the connector casing. Any damage found, send battery to workshop.
(5) Inspect harnesses, temperature switches, thermistors and thermocouples for loose wiring,
cracks, dents, connector pins in place.
Any damage found, send battery to workshop and proceed according to the
EnerSys / HAWKER Operating and Maintenance Manual, SAP number: 4635536
Date of issue: 01/01/2013, Index of Revision: 01 - or later.
(6) Record in the battery log book whether the battery has passed or failed.
(7) Refit the lid on the battery case after the check.
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2. Quarterly maintenance of the VARTA / HAWKER accumulator batteries

A. Fixture, Test and Support Equipment Source of the oil free compressed air (with pressure
below 3 bar);
Megaohmmeter (e.g. EXTECH 380366 or MG302 or
equivalent);
Multimeter (e.g. EXTECH MP530A or MG302 or
equivalent;
Charge / discharge unit (e.g. RF 80-K (CE))
C. Tools Plastic brush;

Insulated torque wrench 0.5-20.0 Nm (5-200 kpcm);
Tool box with special HAWKER tools Size No: 43
(HAWKER P/N 929 1480 780);

Periodical
E. Procedures
(1) Remove the lid and check that the gasket is fully adhered to the lid.
Any damage found, record defect and replace in accordance with the EnerSys / HAWKER
Operating and Maintenance Manual, SAP number: 4635536 Date of issue: 01/01/2013,
Index of Revision: 01 - or later.
(2) Inspect battery container and lid for any damages, signs of dents, cracks, splits, overheating,
short circuits, melting, dark spots and tarnish. Any damage found, record defect and replace in
accordance with the EnerSys / HAWKER Operating and Maintenance Manual, SAP number:
4635536 Date of issue: 01/01/2013, Index of Revision: 01 - or later.
(3) Inspect the main connector for signs of damage caused by arcing, faulty connection, corrosion,
loose parts and cracks in the connector casing. Any damage found, record defect and replace
in accordance with the EnerSys / HAWKER Operating and Maintenance Manual, SAP number:
CAUTION: MINERAL SALTS FROM SPILLED ELECTROLYTE ARE CAUSTIC. WHEN CLEANING
BATTERIES AND CELLS WEAR GOGGLES AND GLOVES; IN ADDITION WEAR
DUST MASK AND EAR PROTECTION WHEN APPLYING COMPRESSED AIR FOR
CLEANING; THE COMPRESSED AIR SHALL HAVE A PRESSURE BELOW 3 bar.
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(4) Tighten any loose vent plugs and clean the top of the cells with a plastic brush, and remove
any remaining deposits with an oil free compressed air.
(5) Tighten the upper nuts with 5Nm (50 kpcm) torque.
(6) Inspect visually harnesses with temperature switches, thermistors, thermocouples, and for
loose wiring, cracks, dents, connector pins in place and any damages.
Operating and Maintenance Manual, SAP number: 4635536 Date of issue: 01/01/2013, Index
of Revision: 01 - or later.
(7) Measure the insulation resistance with a Mega ohmmeter at 250 V DC between the + pin of the
battery connector and the battery case. Requirement value: R ≥ 0.5MΩ.
If value R ≤ 0.5MΩ, continue at Work procedure 024.30.05.C - Annual Maintenance step (12).
(8) Measure and record cell voltages.
(9) Mark cells with voltages lower than 1.2V (as possible defective cells).
(10) Undo the vents and keep them aside on the cells mouth.
CAUTION: DO NOT TOP UP THE CELLS WITH WATER AT THIS STAGE.
(11) Connect the battery to the charge / discharge unit.
CAUTION: DO NOT USE MERCURY THERMOMETER.
(12) Check the battery temperature; Requirement: below 35°C.

If battery temperature is higher than 35°C, soak the battery to ambient room temperature
(13) Discharge the 24 V batteries at I1 to 20 V. (pay particular attention to previously marked cell(s)
in step 8/9).
NOTE: RATED CURRENT (I1) - The rated discharge current of the battery returns not less
than its rated C1 capacity in 1 hour.
Requirement: The voltage of each cell after 48 minutes must be equal / greater than 1.0V.
NOTE: If the discharge at the I1 rate is not feasible, select a different rate and criteria from
the table below.
Time (min) cell voltage Voltage requirement for

Discharge current rate
reading cells (V)
0.2 * I1 240 ≥ 1.0
0.4 * I1 120 ≥ 1.0
0.6 * I1 80 ≥ 1.0
0.8 * I1 60 ≥ 1.0
I1 48 ≥ 1.0
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Record the cell voltages at the corresponding time indicated in column 2 in the battery log
book.
If the requirement is not met, then continue with Task “Reconditioning” in accordance with the
EnerSys / HAWKER Operating and Maintenance Manual, SAP number: 4635536 Date of
issue: 01/01/2013, Index of Revision: 01 - or later.
(14) Soak the battery to room temperature for up to 8 hours before recharging.
(15) Recharge the battery using either (15-a), or (15-b) or (15-c) step
• Adjust the electrolyte level at a current of 0.2*I1 15 minutes to 10 minutes prior to end of the
charge methods, (15-a), (15-b), and (15-c).
• Afterwards measure the voltage on each cell prior to the end of charge at 0.2* I1.
Requirement: cell voltage shall be ≥ 1.56 V
• Record cells end of charge voltages in the logbook.
CAUTION:
• DO NOT CHARGE THE BATTERY WITH CURRENTS HIGHER THAN I1
• IF YOU CANNOT FULLY SUPERVISE, DO NOT USE METHOD DESCRIBED IN (15-c).
Identify cells for replacement. Refer to Task in the EnerSys / HAWKER Operating and
Maintenance Manual, SAP number: 4635536 Date of issue: 01/01/2013, Index of Revision: 01 -
or later.
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(a) IUI-charge = IUI charge – method (Fig. 301)

(Combination of constant voltage and constant current charge with two current limitations)
• Charge the battery at I1 until voltage has increased to 1.55V times number of cells and
charge for 2 hours at 0.2* I1
• After about 1 hour charge, check that battery has reached the voltage level to switch
the charge current to 0.2* I1.
FIG. 301 TYPICAL IUI-CHARGE FOR 24V AIRCRAFT BATTERY
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(b) I charge method (Fig. 302)
• Charge the fully discharged battery for seven hours at 0.2* I1.
FIG. 302 TYPICAL CONSTANT CURRENT CHARGE FOR A 24V AIRCRAFT BATTERY
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(c) II charge method (Fig. 303)
• Charge the fully discharged battery with parameters selected from the table below and
afterwards charge for two hours at 0.2* I1
• Check battery current switching to 0.2* I1 at the stage 1(max) time presented in the
table below.
current Stage 1 time (max)

0.4 * I1 180
0.6 * I1 120
0.8 * I1 90
FIG. 303 TYPICAL II-CHARGE FOR A 24V AIRCRAFT BATTERY
(16) Allow the battery to stand for one hour to support the escapes of charging gases from cells.
(17) Tighten the vents between 1 and 24 hours after charging and fit the lid onto the case.
(18) Release the battery to service (operation) , or if required in accordance with Task
"Commissioning" mentioned in EnerSys / HAWKER Operating and Maintenance Manual, SAP
number: 4635536 Date of issue: 01/01/2013, Index of Revision: 01 - or later.
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3. Annual maintenance of the VARTA / HAWKER accumulator batteries

A. Fixture, Test and Support Equipment Source of the oil free compressed air (with pressure
below 3 bar);
Megaohmmeter (e.g. EXTECH 380366 or MG302 or
equivalent);
Multimeter (e.g. EXTECH MP530A or MG302 or
equivalent;
Charge / discharge unit (e.g. RF 80-K (CE))
C. Tools Plastic brush;

Insulated torque wrench 0.5-20.0 Nm (5-200 kpcm);
Tool box with special HAWKER tools Size No: 43
(HAWKER P/N 929 1480 780);

Periodical
E. Procedures
(1) Remove the lid and check that the gasket is fully adhered to the lid.
(2) Inspect battery container and lid for any damages, signs of dents, cracks, splits, overheating,
short circuits, melting, dark spots and tarnish. Any damage found, record defect and replace in
accordance with the EnerSys / HAWKER Operating and Maintenance Manual, SAP number:
(3) Inspect the main connector for signs of damage caused by arcing, faulty connection, corrosion,
loose parts and cracks in the connector casing. Any damage found, record defect and replace
in accordance with the EnerSys / HAWKER Operating and Maintenance Manual, SAP number:
CAUTION: MINERAL SALTS FROM SPILLED ELECTROLYTE ARE CAUSTIC. WHEN

CLEANING BATTERIES AND CELLS WEAR GOGGLES AND GLOVES; IN
ADDITION WEAR DUST MASK AND EAR PROTECTION WHEN APPLYING
COMPRESSED AIR FOR CLEANING; THE COMPRESSED AIR SHALL HAVE A
PRESSURE BELOW 3 bar.
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(4) Tighten any loose vent plugs and clean the top of the cells with a plastic brush, and remove
any remaining deposits with an oil free compressed air.
(5) Tighten the upper nuts with 5Nm (50 kpcm) torque.
(6) Inspect visually harnesses with temperature switches, thermistors, thermocouples, and for
loose wiring, cracks, dents, connector pins in place and any damages.
Operating and Maintenance Manual, SAP number: 4635536 Date of issue: 01/01/2013, Index
of Revision: 01 - or later.
(7) Measure and record cell voltages.
(8) Mark cells with voltages lower than 1.2V (as possible defective cells).
(9) Undo the vents and keep them aside on the cells mouth.
CAUTION: DO NOT TOP UP THE CELLS WITH WATER AT THIS STAGE.
(10) Connect the battery to the charge / discharge unit.
CAUTION: DO NOT USE MERCURY THERMOMETER.
(11) Check the battery temperature; Requirement: below 35°C.

If battery temperature is higher than 35°C, soak the battery to ambient room temperature,
which can take up to 8 hours.
(12) Discharge the 24 V batteries at I1 to 20 V. (pay particular attention to previously marked cell(s)
in step 8).
NOTE: RATED CURRENT (I1) - The rated discharge current of the battery returns not less
than its rated C1 capacity in 1 hour.
Requirement: The voltage of each cell after 48 minutes must be equal / greater than 1.0V.
the table below.

reading cells (V)
0.2 * I1 240 ≥ 1.0

0.4 * I1 120 ≥ 1.0
0.6 * I1 80 ≥ 1.0
0.8 * I1 60 ≥ 1.0
I1 48 ≥ 1.0
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Record the cell voltages at the corresponding time indicated in column 2 in the battery log
book.
If the requirement is not met, then continue with Task “Reconditioning” in accordance with the
EnerSys / HAWKER Operating and Maintenance Manual, SAP number: 4635536 Date of
issue: 01/01/2013, Index of Revision: 01 - or later.
(13) Continue discharge at 0.1* I1 to an average of 0.5 volt per cell.
(14) Tighten all vents.
(15) Disassembly.
CAUTION: ATTENTION: DO NOT LOOSE THE LOWER NUTS OF THE CELL

TERMINALS.
(a) Undo and remove the upper pole nuts
(b) Remove washers, and intercell links
(c) Remove the thermostat assembly from cells, if any
(d) Identify cell positioning within the case
(e) Remove all the cells from the case starting with the middle cell of each row using the
appropriate insulated cell puller.
(f) Remove insulating material from the case, also noting their positions
(g) Undo the thermostat connectors and remove the harness in one-piece from the battery
case
(h) Remove the main connector, only if defective.
(16) Carry out battery cleaning in accordance with following steps (16-a) to (16-d).
NOTE: If the insulation resistance value of the battery is smaller than 0.5 MΩ,
Battery cleaning shall be carried out.
Do not use any other solvent than soapy water for cleaning disassembled battery
components.
(a) Remove any contamination of connectors and harnesses with a damp cloth, soaked in a
soapy water solution.
(b) Clean all remaining disassembled battery components, e.g. battery case, liners, vent plugs
in a solution with soapy water. Afterwards rinse with fresh water.
NOTE: it is recommended that drying with the pressurized air-supply should be below 3 bar.
(c) Allow all components to dry naturally, or supported by oil-free pressurized air.
(d) Coat all disassembled and cleaned metallic components with silicone spray.
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(17) Inspection and check.
(a) Check the disassembled upper pole nuts, washers, and intercell links for signs of damage
and corrosion. Replace as necessary in accordance with the EnerSys / HAWKER
FIG. 304 DIAGRAM OF CELLS CONNECTION OF 20FP25H1CT-R BATTERY
(b) Check the cells for thermal damage and discolouration. Replace as necessary in
accordance with the EnerSys / HAWKER Operating and Maintenance Manual, SAP
(c) Check the cable assembly with thermostats / thermistors (if any) for signs of damage
(d) Test the thermostat and thermistor functions as detailed under Task "Functional Test on
thermostats" mentioned in the EnerSys / HAWKER Operating and Maintenance Manual,
SAP number: 4635536 Date of issue: 01/01/2013, Index of Revision: 01 - or later.
(e) Replace the assembly as necessary in accordance with the EnerSys / HAWKER Operating
and Maintenance Manual, SAP number: 4635536 Date of issue: 01/01/2013,
(f) Replace as necessary in accordance with the EnerSys / HAWKER Operating and
Maintenance Manual, SAP number: 4635536 Date of issue: 01/01/2013,
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(18) Reassembly the battery
CAUTION: INCORRECT ASSEMBLY HARMS THE AIRWORTHINESS OF THE BATTERY

AND WILL RESULT IN ADDITIONAL REPAIR WORK. USE ALWAYS THE
BATTERY COMPONENTS IN ACCORDANCE WITH THE CORRESPONDING IPL
(ILLUSTRATED PARTS LIST).
• Fit the main connector into the battery case (if replaced)
• Fit the thermostat harness assembly connector into the battery case
• Place the liners, the cells and dummy cells, packing pieces and heater mats (if any) into the
original positions of the battery case according to the IPL (Illustrated Parts List)
• Tighten the lower pole nuts with an calibrated torque wrench with the torque 4Nm
(40 kpcm).
• Place intercell links on cells terminals
• If shown on the IPL, place the intercell links fixed to the thermostat assembly on the
terminals of the corresponding cells
• Place spring washers on the intercell links and screw upper nuts on the pole threads
• Tighten the upper pole nuts using an calibrated torque wrench with the torque 5Nm
(50 kpcm).
(19) Refit the lid and test the insulation resistance as described in step (19-a) to (19-b).
CAUTION: READ THE SAFETY INSTRUCTIONS FOR THE HIGH VOLTAGE –

INSULATION RESISTANCE TESTER.
(a) Measure the insulation resistance with a MΩ-meter at 250 V DC between the + pin of the
battery connector and the battery case.
If the insulation resistance is below 0.5 MΩ subject the battery to battery cleaning Task in
step (16).
(b) Record the values in the battery log book.
(20) Remove the lid.
(21) Connect the battery to the charge/discharge unit.
(22) Remove the vents.
(23) Test the vent’s response pressure as detailed in Task "Testing vents response pressure after
cleaning" mentioned in the EnerSys / HAWKER Operating and Maintenance Manual, SAP
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(24) Charge the battery for 8 hours at 0.2* I1 as shown in fig. 302 – commissioning charge.
Adjust the electrolyte level 15 minutes before the end of charge.
(25) Stand the battery for 1 hour.
(26) Discharge the 24V battery at I1 to 20V

Requirement: The voltage of each cell after 48 minutes must be equal / greater than 1 Volt.
the table below. Record the cell voltages at the corresponding time indicated in
column 2 in the log book.

reading cells (V)
0.2 * I1 240 ≥ 1.0

0.4 * I1 120 ≥ 1.0
0.6 * I1 80 ≥ 1.0
0.8 * I1 60 ≥ 1.0
I1 48 ≥ 1.0
(27) Soak the battery to room temperature for up to 8 hours before recharging.
(28) Recharge the battery using either (28-a), or (28-b) or (28-c) step
• Adjust the electrolyte level at a current of 0.2*I1 15 minutes to 10 minutes prior to end of the
charge methods, (28-a), (28-b), and (28-c).
• Afterwards measure the voltage on each cell prior to the end of charge at 0.2* I1.
Requirement: cell voltage shall be ≥ 1.56 V
• Record cells end of charge voltages in the logbook.
CAUTION:
• DO NOT CHARGE THE BATTERY WITH CURRENTS HIGHER THAN I1
• IF YOU CANNOT FULLY SUPERVISE, DO NOT USE METHOD DESCRIBED IN (28-c).
(a) IUI-charge = IUI charge – method (Refer to the Fig. 301)
• Charge the battery at I1 until voltage has increased to 1.55V times number of cells and
charge for 2 hours at 0.2* I1
• After about 1 hour charge, check that battery has reached the voltage level to switch
the charge current to 0.2* I1.
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(b) I charge method (Refer to the Fig. 302)
• Charge the fully discharged battery for seven hours at 0.2* I1.
(c) II charge method (Refer to the Fig. 303)
• Charge the fully discharged battery with parameters selected from the table below and
afterwards charge for two hours at 0.2* I1
• Check battery current switching to 0.2* I1 at the stage 1(max) time presented in the
table below.
current Stage 1 time (max)

0.4 * I1 180
0.6 * I1 120
0.8 * I1 90
(29) Measure the electrolyte density on cells:
CAUTION: WEAR APPROPRIATE PPE (PERSONAL PROTECTIVE EQUIPMENT).
WARNING: AVOID SPILLING OF ELECTROLYTE INTO THE BATTERY DURING THE

MEASUREMENTS. DO NOT CHANGE CELLS ELECTROLYTE.
NOTE: Any measurement of electrolyte density directly after an adjustment of cells

electrolyte level with water may result in values below the requirement.
Always measure the electrolyte density after the charge following the electrolyte
adjustment on fully charged cells.
15 minutes after the recharge, measure the temperature with a thermometer and the density of
the electrolyte with a hydrometer or an electronic density meter on 3 random selected cells out
of a 20 cells battery.
Requirement: 1.30 kg/L ≥ Density: ≥ 1.26 kg/L.
If density values are below the required value, measure the density of all cells and replace
according to the EnerSys / HAWKER Operating and Maintenance Manual, SAP number:
If the density are above 1.3 kg/L.
Check whether electrolyte was adjusted correctly before. Check whether electrolyte
temperature is considerably below 20°C. Check whether battery was charged.
(30) Refit the vents on the cells between 1 hour and not later than 24 hours after charge.
(31) Refit the lid on the battery case.
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(32) Measure the insulation resistance as described in step (19-a) to (19-b).

Requirement: Insulation resistance ≥10 MΩ.
If less than 10 MΩ, remove the lid and allow the battery to stand for 24 hours in a dry ventilated
environment.
(33) Release the battery to service (operation) , or if required in accordance with Task
"Commissioning" mentioned in EnerSys / HAWKER Operating and Maintenance Manual, SAP
4. Testing the temperature sensor (if installed)

A. Fixture, Test and Support Equipment Heatable fixture
Multimeter (Ohmmeter) (e.g. EXTECH MG302 or
equivalent)
C. Tools Insulated torque wrench 0.5-20.0 Nm (5-200 kpcm)

Periodical
E. Procedures
WARNING: DO NOT DISCONNECT CONNECTORS FROM THE TEMPERATURE SENSOR!
(1) Remove the temperature sensor with connector from the battery – remove all parts which
fasten the temperature sensor to cell of battery container with torque wrench.
(2) Attached the connector with the temperature sensor to a heatable fixture.
(3) Connect a ohmmeter between the relevant terminals of the temperature sensor.
(4) Increase slowly (1°C/min.) the temperature of heatable fixture to the upper switching
temperature 70°C. Temperature sensor must be closing contact at temperature 70°C ± 3°C.
(5) Lower the temperature of heatable fixture to the lower switching temperature.
(6) If case of absence of temperature sensor switching (see point (3) and (4)) replace it with the
new one.
(7) Install back the temperature sensor in battery.
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CAUTION: IT IS IMPORTANT THAT ALL MEASUREMENTS CARRIED OUT ON THE

BATTERY ARE RECORDED IN THE BATTERY LOG BOOK, INCLUDING ANY
REFERENCES TO REPAIRS/REPLACEMENT PARTS OF BATTERY OR AMOUNT
OF REFILLING DISTILLED WATER. (REFER TO THE NEXT PAGE)
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FIG. 305 BATTERY PROCESS CARD
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1. Removal and installation of the accumulator batteries

B. Materials Cloth
E. Procedures
(a) Loose 2+2 safety pins on each battery disconnect the plugs of the batteries temperature
measuring system or batteries overheating signalling system (if installed) and remove the
batteries from the aircraft.
(b) Hand over the batteries to the workshop.
(a) Bring the batteries to the aircraft after checking in workshop.
(b) Set up the batteries into a battery bay and secure them by 2+2 pins and install the plugs of
the batteries temperature measuring system or batteries overheating signalling system
(if installed).
(4) Cover the batteries bay by tightening 18 screws of the quick-locks by means of Z 37.9110-10
screwdriver.
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TKS 201 DOD, TKS 401 DOD CONTACTOR

1. Purpose
Except dimensions, contactors of the type TKS 201 DOD and TKS 401 DOD have the same instructions.
They are designed for power circuit switching in aerospace technology.
2. Technical data
TKS 201 DOD TKS 401 DOD

Switched nominal voltage 27 V 27 V
Switched nominal current 200 A 400 A
Switching nominal voltage 27 V 27 V
Retaining current 0.4 A 0.4 A
Switching current 5A 5A
3. Operation
The contactor solenoid consists of two windings. Switching winding SV and retaining winding PV (see Fig. 1).
When voltage is connected do clamps A, B the switching current is passing through the low-ohm coil SV.
Consequently the magnetic field, needed to pull the anchor and to connect the contacts K, is generated.
When contactor anchor is attached the contact BK will disconnect high-ohmic coil PV will be connected
into the circuit and lower retaining current passes through coils.
After disconnection of voltage from clamps A, B the contactor spring returns the anchor to idle position
and at the same time the contacts K will be disconnected.
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FIG. 1 TKS 201 DOD, TKS 401 DOD CONTACTORS WIRING DIAGRAM
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TKD 511 DOD CONTACTOR

1. Purpose
TKD 511 DOD contactor is designed for remote switching of instrument board devices from one bus-bar
to the other.
2. Technical data
Nominal switched voltage 27 V
Nominal switched current 50 A
Retaining current 0.35 A
3. Operation
The contactor solenoid consists of two windings. Switching winding SV and retaining winding PV (see Fig. 1).
When voltage is connected to claps A, B the switching current is passing through the low-ohmic coil SV.
Consequently the magnetic field needed to pull the anchor and to switch over the contact is generated.
Clamps 1, 2 will connect and clamps 3, 4 will disconnects. When contactor anchor is attached to contact
BK will disconnect high-ohmic coil PV will be connected into the circuit and lower retaining current passes
through coils. After disconnecting of voltage from clamps A, B the contactor spring returns the anchor to
idle position.
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FIG. 1 TKD 511 DOD CONTACTOR WIRING DIAGRAM
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LUN 2743.XX-8 VOLTAMMETER

1. Purpose
LUN 2743.XX-8 magneto electric voltammeter together with ShA 440 (8) shunt is designed to
measurement of DC voltage within range 0 - 40 V and to measurement of DC current within the range of
100-0-300 A.
Table of the variant LUN 2743.XX-8 voltammeter:
Type of voltammeter Color Marking

LUN 2743.01-8 -
LUN 2743.03-8 Green arc from 25 to 30 V range
LUN 2743.04-8 Green arc from 23.5 to 30 V range
2. Technical data
Measuring range of the voltammeter
• voltammeter 0 ÷ 40 V
• ammeter 100 ÷ 0 ÷ 300 A
Inaccuracy of the voltmeter and ammeter DC voltage and current measuring under normal conditions is ± 2 %.
FIG. 1 LUN 2743.XX-8 VOLTAMMETER
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SERVICING
1. Check of the LUN 2743.XX-8 voltammeter

A. Fixture, Test and Support Equipment Ground power unit (e.g. GPU-600);
Multimeter (e.g. EXTECH MG-302);
Shunt (e.g. TRIBASE Electric type 80A-100mV)

Periodical
E. Procedures
(1) Verification of the voltage measurement of the (A28) LUN 2743.XX-8 voltammeter
(a) Remove the cover between frames No. 1 to 2 on LH side of the fuselage.
(b) Remove the cover from fuse case of the IP-250 (A51) fuse.
NOTE: The A51 etc. are el. symbols - refer to the Wiring Manual of airplane.
(c) Switch OFF the A12 circuit breaker located between frames No. 7 to 8.
(d) Connect the ground power unit to the airplane.
(e) Switch ON the A30 circuit breaker at the ground power unit (GPU) socket and BATTERY I
(A25) switch on the overhead panel. (Switch OFF the A39 circuit breaker at the GPU
socket and BATTERY II (A26) on the overhead panel).
(f) Measure with use multimeter the voltage on the A51 fuse and record the its value.
(g) Set the A27 rotary switch to BATTERY I VA position located on the RH control panel and
read the value of voltage on the (A28) LUN 2743.XX-8 voltammeter.
(h) Compare the values, measured in the steps (1-f) and (1-g) and evaluate the accuracy of
voltage measurement that is indicated on the (A28) LUN 2743.XX-8 voltammeter.
Not permitted the deviation higher that +/- 4%.
(2) Verification of the el. current measurement of the (A28) LUN 2743.XX-8 voltammeter
(a) Remove the IP-250 (A51) fuse from fuse case.
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(b) Connect the multimeter with shunt (e.g. TRIBASE Electric type 80A-100mV) that enable
the measurement of the el. current up to the 80A on the clamps of the A51 fuse case.
(c) Switch OFF the A12 circuit breaker located between frames No. 7 to 8.
(d) Switch ON the A30 circuit breaker at the ground power unit (GPU) socket and BATTERY I
(A25) switch on the overhead panel. (Switch OFF the A39 circuit breaker at the GPU
socket and BATTERY II (A26) on the overhead panel).
(e) Switch ON the Electro, Navigation, and lighting systems on the overhead panel.
(f) Set the A27 rotary switch to BATTERY I VA position located on the RH control panel and
read the value of current on the (A28) LUN 2743.XX-8 voltammeter.
(g) Read the el. current value supplied from ground power unit on the multimeter connected as
described in step (2-b).
(h) Compare the values, measured in the steps (1-f) and (1-g) and evaluate the accuracy of el.
current measurement that is indicated on the (A28) LUN 2743.XX-8 voltammeter.
Not permitted the deviation higher that +/- 8%.
(3) Verification of the measurement of the (A29) LUN 2743.XX-8 voltammeter
(a) Carry out the relocation of the plugs between the A28 and A29 voltammeter and perform
the check of the A29 voltammeter accuracy according to the steps (1) and (2).
(b) Disconnect the ground power unit from airplane.
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1. Removal and installation of the LUN 2743.01-8 voltammeter

B. Materials ∅ 0.6 mm CSN 11343.0 426410.91 Binding wire
C. Tools CSN 230034.2 Lateral pliers

Periodical
E. Procedures
(1) During removal and installation all switches and circuit breakers on the cockpit overhead panel
must be switched off.
(2) Removal and installation of LUN 2743.01-8 voltammeter.
(a) In the cockpit dismount a fixing screw of the right panel on the central instrument panel and
tilt the right panel of the instrument panel towards yourself.
(b) By means of the lateral pliers No. 3031, remove the binding wire of two P - S connection of
voltammeters, disconnect the P - S connections by hand.
(c) By a screwdriver loosen 4 + 4 screws fixing voltammeters to the right panel of the instrument
panel and take off the voltammeter.
(d) Hand the voltammeters (2 pcs) over to the laboratory for checking.
CAUTION: PROTECT THE VOLTAMMETER AGAINST WEATHER EFFECTS,

HUMIDITY, IMPACTS, MECHANICAL DAMAGE AND IMPURITIES.
(3) Installation of LUN 2743.01-8 voltammeter to the aircraft after its checking in the laboratory.
(a) In accordance with the airframe book and corresponding certificate check if production number
of LUN 2743.01-8 voltammeter agrees.
(b) Set-up the instrument on the right panel of the instrument panel and tighten 4+4 screws by
a screwdriver.
(c) Connect the P - S connections of voltammeter according to the diagram and coloured markings
of voltammeter, screw on and secure them by a binding wire.
(d) Put the right panel of instrument panel into initial position, screw on the fixing screw by hand.
(4) Check the voltammeter function.
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(a) Switch on the switches BATTERY I, II, INVERTER I 36 V and INVERTERS II 36 V at the
overhead panel.
(b) Switch-over the change-over switch VA METER on the right control panel to position
BATTERY VA.
(5) Switch off all switches and circuit breakers.
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ShA - 440 (8) SHUNT

1. Purpose
ShA - 440 (8) shunt in connection with voltammeter serves to current measurement in the aircraft. The
measured current passes through the shunt on which the voltage, drop proportionate to the current and
shunt resistance is created.
The voltage is then fed to measuring of the voltammeter.
2. Technical data
Voltage drop 75 mV
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ShA - 440 (8) SHUNT

SERVICING
1. Inspection of the ShA - 440(8) shunt



Periodical
E. Procedures
(1) Dismount two covers between the 1 and 2 frame on the RH by unscrewing by means of Z 37.9110-10
screwdriver and by unscrewing screws by means No. 697 - 6x120 screwdriver.
(2) Remove the ceiling upholstery in the space between the 7 and 11 frame on the left by loosening
universal screws by means of L 410.9141-05 screwdriver.
(3) Perform the inspection of shunt. First of all check whether there are not any deformations, which
could cause damage of welds.
mechanical damage of shunt - in this case exchange the shunt.
(4) Cover the space between the 1 and 2 frame on the left by setting up two covers and by screwing
in universal quick locks by Z 37.9110-10 screwdriver and screws by means of No. 697 - 6x120
screwdriver.
(5) Cover the ceiling by the upholstery between the 7 and 11 frame and screw in the screws by a
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RG–CIS25 VALVE REGULATED LEAD – ACID AIRPLANE BATTERY

(IF INSTALLED)
1. General
The airplane can be equipped with a Concorde RG–CIS25 valve regulated lead – acid airplane
batteries.
NOTE: The replacement of the VARTA / HAWKER 20 FP 25 H1CT-R batteries for the Concorde
RG-CIS25 lead-acid batteries is described in the Information Bulletin No. L410UVP-E/399b.
A lead – acid battery in which there is no free electrolyte and the internal pressure is regulated by a
pressure relief valve. This battery requires no maintenance of the liquid level and recombines the gases
formed on charge within the battery to reform water. The battery may be used in any attitude without
danger of leakage or spilling of electrolyte.
Cell construction:
Concorde airplane batteries are valve – regulated, recombinant gas, absorbed electrolyte, lead acid
batteries. The cells are sealed with a pressure relief valve that prevents gases within the battery from
escaping. The positive and negative plates are sandwiched between layers of glass mat consisting of
glass micro fibers of varying length and diameter. This blend features superior wicking characteristics
and promotes maximum retention of the electrolyte. Electrolyte is absorbed and held in place by the
capillary action between the fluid and the absorptive glass mat fibers. The void space provides the
channels by which oxygen travels from the positive to the negative plates during charging. When the
oxygen gas reaches the negative plate, it reacts with lead to form lead oxide and water. This reaction at
the negative plate suppresses the generation of hydrogen that otherwise would come off the negative
plate. In this manner, virtually all of the gas is recombined inside the cell, eliminating the need to add
water, resulting in “maintenance free” operation.
Grids and plates:
Each cell of a storage battery has positive and negative plates arranged alternately, insulated from each
other by separators. Each plate consists of a framework, called the grid, and a lead paste compound
called active material. The grid is cast a lead alloy. Ay outside frame adds strength to the plate for good
vibration and shock durability. The small also act as conductors for the current. The lead paste
compound (active material) is applied to the grid in much the same manner as plaster is applied to a
lath wall. A different paste formula is used for the positive and negative plates.
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Plate groups:
Plate groups are made by joining a number of similar plates to a common terminal post by means of a
plate strap. The capacity of battery is determined by the number and size of plates in a group. Each
plate is made with a lug at the top which is fused to the strap. A positive group consists of a number of
positive plates connected to a plate strap and a negative group consists of a number of negative plates
connected in the same manner. The two groups meshed together with separators between the positive
and negative plates constitute a cell element.
Separators:
The main separator material is made of glass microfibers and is commonly called absorptive glass mat
(AGM). This material is extremely porous so it retains a high volume of electrolyte and provides a
minimum of resistance to the ions passing through it. The AGM is wrapped around the positive plates to
insulate them from the negative plates. An extra layer of micro porous polyethylene surrounds the AGM
layer to impart extra puncture resistance and improve battery durability.
Cell containers
After the cell elements are assembled, they are placed in a container made of plastic. The plastic used
is selected for its high resistance to sulfuric acid, low gas permeability and high impact strength.
Cell covers:
The assembled cell or monoblock has a cover made of plastic material similar to that of the cell
container. The cell or monoblock cover has holes through which the terminal posts extend and it also
includes the pressure relief valves. The cover is permanently sealed to the cell or monoblock container
after the plate groups are installed.
Electrolyte:
The assembled cell or monoblock contains an electrolyte consisting of a mixture of sulfuric acid and
water. The electrolyte is absorbed within the pores of the plates and AGM separator. The battery is
nonspillable even when turned upside down.
Theory of operation:
A chemical reaction takes place when a battery is being charged or discharged.
When valve regulated batteries are on charge, oxygen combines chemically with the lead at the
negative plates in the presence of sulfuric acid to form lead sulfate and water. This oxygen
recombination suppresses the generation of hydrogen at the negative plates. Overall, there is minimal
water loss during charging. A very small quantity of water may be lost a result of self discharge
reactions. However, such loss is so small that no provision need be made for water replenishment. The
battery cells have a pressure relief safety valve that may vent if the battery is overcharged.
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Definitions:
- Rated C1 capacity - The nominal capacity, expressed in Ampere-hours (Ah), obtained from a fully
charged battery when discharged at the one hour rate to specified end point voltage at a
temperature of 21 - 25ºC (70 - 77º).
- C1 rate – The rate in amperes, equal to the battery’s rated C1 capacity. For example, the C1 rate
of a battery rated at 25 Ah is 25 amperes.
- End point voltage (EPV) - The voltage at which the discharge current is terminated when
measuring battery capacity. Unless otherwise stated, the EPV is equal to 20.0 volts.
- Open circuit voltage (OCV) – The voltage of the battery at rest (no charging or discharging
current present). A stable OCV requires a rest of at least four hours.
2. Purpose
RG–CIS25 Valve regulated lead – acid Airplane Battery is designed for:
 supply of the airplane network electrical devices in case of starter-generators failure
 independent starting
 power supply of particular loads on the ground while absence of other power sources
3. Technical data
Voltage: 24 V
Rated capacity: 26 Ah
Mass: 29.9 kg max
Capacity at -18ºC: 19.2 Ah
Capacity at -30ºC: 16.2 Ah
Capacity at +50ºC: 28.8 Ah
Operating temperature range: -40ºC ÷ +70ºC
Maximum operating altitude: 60000 feet
NOTE: The RG–CIS25 valve regulated lead – acid airplane batteries are designed for use in countries
with dominating of the higher environment temperatures. The RG–CIS25 valve regulated lead
– acid airplane batteries are not equipped with the batteries temperature measuring system.
Wiring of the batteries temperature measuring system is disconnected and secured. Verify the
marking of the BAT. TEMP. I, II, signal cells on glare shield and BAT TEMP circuit breaker on
the overhead panel with INOPERATIVE labels.
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FIG. 1 THE RG–CIS25 VALVE REGULATED LEAD – ACID AIRPLANE BATTERIES INSTALLATION
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(IF INSTALLED)
SERVICING
1. Check of the voltage of RG-CIS25 accumulator batteries


Routine
E. Procedures
Perform the check of the voltage RG-CIS25 accumulator batteries according to Work procedure
024.30.04.B mentioned in AMM section 024.30.04.
If will detected low battery voltage, charge the battery according to the Work procedure 024.30.10.D
2. Inspection of the RG-CIS25 accumulator batteries


Periodical
E. Procedures
(1) Remove the battery according to the WP 024.30.10.A mentioned in section REMOVAL /
INSTALLATION.
(2) External checking of the battery
(a) Check the outside surfaces of the battery and electrical connectors for deterioration or
corrosion that may affect the battery’s operation.
(b) Check the battery for loose or missing fasteners.
(c) Check the identification and informational labels to ensure they are legible and securely
attached.
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(d) If the above checks reveal items that need attention, repair or replace battery as
appropriate.
(3) Inspection of the accumulator battery bay between the No. 1-2 frames
(a) Inspect the accumulator batteries bay - any uncleanness and the marks of electrolyte
running away are not allowed.
(b) Inspect the attaching rails.
(4) Install the battery according to the WP 024.30.10.A mentioned in section REMOVAL /
INSTALLATION.
3. Charging of the RG-CIS25 accumulator batteries

A. Fixture, Test and Support Equipment Electronic load, capable of constant current at C1
ADC and 20 - 28 VDC with EPV termination at
20 VDC for capacity testing, commercially available
Constant voltage power supply, capable of 28.0 –
28.5 VDC and at least 0.2C1 ADC output for
constant potential charging, commercially available
Constant current power supply, capable of C1/ 10
ADC and at least 34 VDC output for constant current
charging, commercially available
Digital multimeter, capable of 18 – 34 VDC with
accuracy of 1% or better for measuring OCV,
commercially available
Thermometer

Periodical
E. Procedures
WARNING: THIS PROCEDURE ONLY BE DONE IN A WELL VENTILATED AREA BECAUSE

A SIGNIFICANT AMOUNT OF HYDROGEN GAS MAY BE RELEASED FROM
THE BATTERY.
IF THE BATTERY IS INSTALLED IN AN AIRPLANE DO NOT PERFORM ANY
SERVICING PROCEDURES.
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Verify the capacity of accumulator batteries for continued airworthiness:
(1) Operating less than 1000 hours per year:
(a) Initial check at 12 months after initial installation (± 1 month) – perform the step (3) and the
work procedure 024.30.10.C.
(b) As long as the capacity is above 90%, subsequent capacity checks every 6 months in
service (± 1 month) – perform the step (3) and the work procedure 024.30.10.C.
(c) If the capacity is between 85% and 90%, subsequent capacity checks every 3 months in
service (± 1 month) – perform the step (3) and the work procedure 024.30.10.C.
(d) If the capacity is less than 85%, replace the battery.
(2) Operating 1000 hours per year or more:
(a) Initial check at 1000 hours after initial installation (± 100 hours) – perform the step (3) and
the work procedure 024.30.10.C.
(b) As long as the capacity is above 90%, subsequent capacity checks every 500 hours in
service (± 100 hours) – perform the step (3) and the work procedure 024.30.10.C.
(c) If the capacity is between 85% and 90%, subsequent capacity checks every 250 hours in
service (± 100 hours) – perform the step (3) and the work procedure 024.30.10.C.
(d) If the capacity is less than 85%, replace the battery.
(3) Capacity test procedure
(a) If the battery is cold, warm it up to at least 20ºC (68ºF) before testing
(b) Charge the battery at constant potential per paragraph (2)
(c) Connect the battery to the discharge equipment and discharge at the C1 rate on the label
(i.e. 24 Amps for a 24 Ah battery).
(d) Discharge the battery to an end point voltage (EPV) of 20 volts.
(e) Record the time to the EPV. The battery passes the capacity test if the time to the EPV is
51 minutes or greater (85% of rated capacity or greater).
(f) The battery is at least 90% of rated capacity if the time to the EPV is 54 minutes or greater.
For other discharge times, the percent capacity can be calculated using this formula:
Percent capacity = Discharge minutes x 1.667.
(g) If the battery passes the capacity test, charge at constant potential per paragraph (4) and
return battery to full state of charge. The battery is acceptable for installation.
(h) If the battery fails the capacity test, perform the conditioning procedure given in
paragraph (5). After the battery has been conditioned repeat the capacity test.
(i) If the battery passes the second capacity test, charge at constant potential per paragraph
(4) and return battery to full state of charge. The battery is acceptable for installation.
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(j) If the battery fails the second capacity test, repeat the conditioning charge per paragraph
(5) and repeat the capacity test.
(k) If the battery passes the third capacity test, charge at constant potential per paragraph (4)
and return battery to full state of charge. The battery is acceptable for installation.
(l) If the battery fails the third capacity test, the battery should be replaced.
(m) If the battery gets very hot (greater than 55ºC/ 130ºF) during constant potential charging,
the battery should be replaced.
(4) Constant potential charge procedure
NOTE: CONSTANT POTENTIAL CHARGING IS THE PREFERRED METHOD OF

CHARGING THE BATTERY. IF THE BATTERY FAILS THE CAPACITY TEST, THE
CONDITIONING CHARGE PROCEDURE SHOULD BE USED
(a) Connect the battery terminals to the constant charging equipment.
(b) Apply a constant potential of 28.25 ±0.25 volts with a current capability of at least
0.2 C1 amperes.
NOTE: THE OUTPUT CURRENT OF THE CHARGING EQUIPMENT SHOULD BE SET

AS HIGH AS POSSIBLE. RG® SERIES BATTERIES CAN ACCEPT CHARGING
RATES UP TO 8C1.
(c) Continue charging until charge current remains constant (within 10%) for 3 consecutive
hourly reading.
(5) Conditioning charge procedure
CAUTION: THIS PROCEDURE WILL CAUSE THE BATTERY VOLTAGE TO GO AS HIGH

AS 34 VOLTS WHICH COULD DAMAGE ELECTRONIC CIRCUITS
CONNECTED TO A BATTERY BUS. DO NOT PERFORM A CONDITIONING
CHARGE WHILE THE BATTERY IS INSTALLED IN AN AIRPLANE.
CAUTION: A CONDITIONING CHARGE IS ONLY NECESSARY IF THE BATTERY FAILS

THE CAPACITY TEST. THIS PROCEDURE MAY SHORTEN THE BATTERY’S
LIFE IF PERFORMED ON A REPETITIVE BASIS.
(a) Discharge the battery at the C1 rate to an EPV of 20 volts. If the battery is already
discharged to 20 volt EPV, skip this step.
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(b) Connect the battery to the constant current charging equipment.

When conducting the conditioning charge procedure, the charging equipment must be
capable of maintaining a constant current throughout the entire charge period. The battery
voltage may get as 36 volts for 24 volt batteries (18 volts for 12 volt batteries), so the
charging equipment must be capable of outputting this voltage to maintain constant
current.
(c) The preferred conditioning charge method is to charge at a constant current of C1/10
(i.e., 4.2. Amps for a battery with a C1 rating of 42 Ampere-hours) until the battery voltage
reaches 31 volts (15.5 volts for 12 volt batteries), then continue charging at the same
constant current rate an additional 4 hours. The charge profile should be continuous when
using this method, i.e., no pauses should be included. However, if there is an interruption
(e.g. due to a local power outage), continue from where the profile left off and run to
completion.
(d) An alternative conditioning charge method is to charge at a constant current rate of C1/10
(i.e., 4.2. Amps for a battery with a C1 rating of 42 Ampere-hours) for a total of 16 hours.
The charge profile does not need to be continuous when using this method, i.e., pauses
may be included. For example, an 8 hour charge on the first day and an 8 hour charge on
the second day is allowable.
NOTE: The method outlined in Step (5-c) above should be used when the battery has been
deeply discharged (Open circuit voltage below 20 volts).
CAUTION: IF BATTERY BECOMES HOT (ABOVE 55ºC/ 130ºF) DURING CONSTANT

CURRENT CHARGING, STOP THE CURRENT ALLOW BATTERY TO COOL
TO ROOM TEMPERATURE BEFORE CONTINUING THE CHARGE.
(e) After charging, allow the battery to cool down for at least 8 hours or until the battery is
within 10ºC/ 18ºF of the ambient temperature, then proceed with the capacity test.
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(IF INSTALLED)
1. Removal and installation of the RG-CIS25 accumulator batteries

C. Tools Flat Screwdriver (e.g. Z 37.9110-10)

Periodical
E. Procedures
flat screwdriver (e.g. Z 37.9110-10).
(a) Loose 2+2 safety pins on each battery and remove the batteries from the airplane.
(b) Hand over the batteries to the workshop for a capacity test.
(a) Bring the batteries to the airplane after checking in workshop.
(b) Set up the batteries into a battery bay and secure them by 2+2 pins.
(4) Cover the batteries bay by tightening 18 screws of the quick-locks by means of flat screwdriver
(e.g. Z 37.9110-10).
(5) Verify that the BAT. TEMP. I, II, signal cells on glare shield and BAT TEMP circuit breaker on the
overhead panel are marked with the INOPERATIVE labels.
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EXTERNAL POWER
1. General
The aircraft can be connected to an external direct current source of voltage 28 V, which serves to starting of
drive units to supply and checking of the individual electric circuits when the aircraft is on the ground.
The external source is connected to the aircraft through the external source connecting plug located
under a lid under the battery bay on the left hand side of the aircraft nose.
2. Technical data
A. For devices checking
Voltage: 27 V ÷ 29 V
Other requirements are identical to standard GOST 19705-81.
B. For engine starting
Maximum short-time overload: 700 ÷ 800 A
The voltage must not fall under 14 V at any phase of starting.
(When the button "ENGINE START UP" is pressed the voltage drop to 14 V is admissible max. 2. sec.)
NOTE: External source voltage is measured in position of V - A meter change-over switch NS I or NS II.
3. Operation
The external source is connected to the aircraft network through the external power plug A 11.
After the plug is inserted the relay A 33, A 34 will change-over switch and will disconnect from the aircraft
network:
• battery A 9, A 10 by contactors A 15 and A 16
• generators A 2 (2 pcs) by means of differential relay A 5, A 6 contactors
After switches BATTERY I, BATTERY II on the overhead panel have been put in the "ON" position, contactor
A 19 will connect the external source to aircraft network. Connecting of external source is signaled by
signal cell "EXTERNAL POWER SUPPLY" in the warning display in the cockpit.
Control circuits of the automatic switching are secured by cut-off fuses A 30, A 39.
The power circuit of the external source is secured by a cut-off fuse A 51.
NOTE: Electric wiring diagram is stated in the list of aircraft L 410 UVP-E, E9, E20 Wiring Manual.
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EXTERNAL POWER
SERVICING
1. Ground power unit connecting


Routine, Periodical.
E. Procedures
(1) Open the cover of the ground power unit socket.
(2) Prepare the cable of the ground power unit and check its plug whether it is not burnt or
damaged.
(3) Bolt the connector of the ground power unit into the aircraft external power plug.
2. Ground power unit disconnection


Routine, Periodical
E. Procedures
(1) Disconnect the cable of the ground power unit (after starting up the engine).
(2) Close the cover of the plug of the ground power unit on aircraft.
(3) Take away the cable of the aircraft ground power unit.
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ShRAP 500 EXTERNAL POWER SOURCE SOCKET

1. Purpose
ShRAP 500 external power source socket serves to interconnection of the aircraft with external power
source.
2. Technical data
Number of power contacts 2
Number of auxiliary contacts 1
Force necessary for disconnection 200 ÷ 300 N
3. Operation
The plug-and-socket connection consists of two parts:
of a plug designed to be mounted on the aircraft and of a socket serving like a cable head of the external
electric power source. The design used for the plug-and-socket assembly secures the plug-and-socket
contact in only one given position of the pins to the sockets. This position will be secured before the contact
of pins and sockets. The plug-and-socket connection has not a secured pointed (connected) state.
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ShRAP 500 EXTERNAL POWER SOURCE SOCKET

SERVICING
1. Check of the ShRAP 500 external power source socket


Petrol CSN 656541

Periodical
E. Procedures
(1) Check the state of external power source socket (1 - 2 frame on the left).
Corrosion, burning-up of the pins, uncleanness inside the socket.
Clean corrosion and burning up by emery paper No. 400, wash the inner part of the socket
by technical petrol CSN 656541. In case of socket bad state, it is necessary to exchange it.
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ELECTRICAL LOAD DISTRIBUTION

1. General
NOTE: Electric wiring diagram is stated in the list of aircraft L 410 UVP-E, E9, E20 Wiring manual.
The direct current aircraft network is designed as being of a one conductor type. The positive pole is
distributed by insulated conductors, while the aircraft frame represents the negative pole. From the
generator electric power is supplied through a differential relay to the individual bus-bars of the left (right)
generator circuit.
The circuit of the left generator A 1 is securing the supply to the following bus bars:
S 1 A secured by circuit breaker A 59
S 1 B secured by circuit breaker A 57
N S 1 secured by circuit breakers A 43, A 67 and A 37
In the event of a supply voltage loss the bus-bars are automatically switched over:
S 1 A to battery A 10 (NS 2) circuit contactor A 24 through circuit breaker A 38 and through circuit
breakers A 68, A 44 to the circuit of generator A 2.
S 1 B to generator A 2 circuit through contactor A 49 and breaker A 52.
The circuit of the right generator A 2 is securing the supply to the following bus bars:
S 2 B secured by circuit breaker A 58
S 3 B secured circuit breaker A 61
N S 2 secured by circuit breakers A 44, A 68 and A 38
In the event of a supply voltage loss the bus bars-are automatically switched-over as follows:
S 2 B a part of electric devices (supplied through contactor A 23) to the battery A 9 (NS 1) circuit by contactor
A 23 through circuit breaker A 37 and through circuit breaker A 67, A 43 to the generator A 1 circuit,
and a part of devices supplied via contactor A 32 and circuit breaker A 38 to the battery A 10 circuit.
S 3 B to the generator A 1 circuit through contactor A 50 and circuit breaker A 55.
Directly supplied from the battery A 9 bus-bar are:
 crash recorder circuit secured by circuit breaker K 16
 circuit of the left engine fireproof system secured by circuit breaker M 201
 position lighting circuit secured by circuit breaker C 34
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NOTE: During the supplying from external power source is via fuse C 34 supplied IELU LH, RH through
circuit breakers M 189 and M 190 board intercommunication device through circuit breaker FA
13 and transceiver VHF I through circuit breaker FN 1.
Supplied directly from the battery bus bar A 10 are:
 circuit of the right engine fire system secured by circuit breaker M 202
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ELECTRICAL LOAD DISTRIBUTION

SERVICING
1. Check of the operation of the automatic switching of bus bars

C. Tools L410.9141-05 Screwdriver

Periodical
E. Procedures
(2) By means of L 410.9141-05 screwdriver, release and tilt the ceiling upholstery panels between

(4) After starting the engines disconnect the ground power unit.
(6) During the run of engines switch off the switches BATTERY I and II on the overhead panel.
Switch off the circuit breaker A 12 in space between the frames No. 7 and 8. Switch on the
switch/circuit breaker DC GENERATOR LH on the overhead panel. Switch on the circuit
breakers SEARCHLIGHTS I, AIRFRAME DE-ICING, COCKPIT 1/3, 2/3 and verify the function
of the switched on electric devices. Switch off the switch/circuit breaker DC GENERATOR LH
and switch on switch/circuit breaker DC GENERATOR RH.
All devices mentioned above must be functioning.
Switch off the circuit breakers SEARCHLIGHTS I, AIRFRAME DE-ICING, COKPIT 1/3, 2/3.
(7) Switch on the switches BATTERY I, II on the overhead panel. Switch on the circuit breaker A 12
between the frames No. 7 and 8. Switch off the switch/circuit breaker DC GENERATOR RH,
BATTERY I and switch on the circuit breaker VHF II (or COM II, NAV/GPS II) and verify the
function of the transceiver.
NOTE: Keep the stated order of switching on and switching-off.
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(8) Switch on the switch/circuit breaker DC GENERATOR LH and the BATTERY I switch. Switch off
the switch/circuit breaker DC GENERATOR RH and the BATTERY II switch. Switch on the circuit
breaker BLOWER and verify its function.
NOTE: Keep the stated order of switching on and switching-off.
(9) Switch on the switch BATTERY II and switch/circuit breaker DC GENERATOR RH on the
overhead panel. In space between the frames No. 7 and 8 switch off the circuit breaker A 12 and
than A 44. Switch off the BATTERY II switch and switch on the circuit breaker VHF I (or COM I,
NAV/GPS I) on the overhead panel. Check if transceiver is operative. Switch on the BATTERY II
switch and switch off switch/circuit breaker DC GENERATOR RH. Check if transceiver is
operative.
(11) Switch off all used circuit breakers on the overhead panel.
(12) Check if between frames No. 7 and 8 the circuit breaker A 12 and A 44 are switched on.
By means of L 410.9141-05 screwdriver close and secure the ceiling upholstered panels between
2. Measurement of the voltage values at the connection of A 71 and A 72 contactors

A. Fixture, Test and Support Equipment Ground power unit (e.g. GPU-600),
Мultimeter (measuring direct voltage and a.c.
voltage, DC direct current and AC alterting current
and electric resistance, accuracy class ± 2,5%,
measuring range 10mV to 600V, 10µA to 10A, 2Ω to
5MΩ, input resistance 100kΩ/V) - (e.g. EXTECH
MG302 or equivalent)
C. Tools L 410.9141.05 Screwdriver

Periodical
E. Procedures
(2) By means of L 410.9141-05 screwdriver release and tilt the ceiling upholstered panels between

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(4) After start-up of engines disconnect the ground power unit.
(6) Make sure that the switch for BATTERY I, II and DC GENERATOR, LH, RH are switched-on.
(7) Measure the voltage on the bridging of A 71-1, A 72-1 contactors using the multimeter (the
bringing is between the No. 1 connectors of the both contactors).
The contactors are installed in the power section in the ceiling part between the frames No. 8
and 9 at the right hand side. The voltage measured on this bridging must be zero.
(9) Switch off all the switches on the overhead panel.
(10) Close and fix the ceiling panels between the frames No. 7 and 12.
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CIRCUIT BREAKING ELEMENTS-FUSES, CIRCUIT BREAKERS

1. General
Inertia fuses, instrument fuse tubes and automatic circuit breakers are used to secure the individual electric
circuits in the aircraft.
Inertia fuses of type IP and instrument fuse tubes of type CSN 354733 F/1500 serve to disconnect the secured
electric circuit from the aircraft network. In case of overload or short circuit in this circuit - the fuse will
burn. The fuse has to be exchanged.
CAUTION: Two types of instrument fuses are used in the aircraft xx.x CSN 354733F/1500
or F/xx.xA 1500A EN60127-2. Where xx.x is normal value of the fuse in ampere.
Both types of fuses are equivalent and interchangeable with same nominal value.
Circuit breakers of types AZR, AZRGK serve the same purpose as fuses, the only difference being that the
respective circuit becomes disconnected, and after repair of the overload or short circuit cause the circuit
breaker may same time be used as unipolar switches.
Circuit breakers of types KLIXON serve the same purpose as fuses, the only difference being that the
respective circuit becomes disconnected, and after repair of the overload or short circuit cause the
circuit breaker may same time be used as unipolar switches.
2. Technical data
A. Instrument fuse tubes CSN 354733 F/1500
Nominal current: 0.4, 0.63, 1, 1.6, 2, 2.5, 3.15, 4, 6.3 A
Nominal voltage: 250 V
Instrument fuse body is mounted in instrument fuse holder.
B. Inertia fuses IP 150, IP 250
Nominal voltage up to 30 V
Nominal current of fuse IP 150 150 A
IP 250 250 A
The fuse body is mounted in XL 29.820-65 fuse holder.
C. Circuit breaker AZRGK, AZR
AZRGK AZR
Nominal current 2, 5, 10, 20, 40, 50 A 70 A
Nominal voltage 27 V 27 V
D. Circuit breaker KLIXON
Nominal current: ½ A, ¾ A, 1 A, 1½ A, 2 A, 2½ A, 3 A, 4 A, 5 A, 7½ A, 10 A
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3. Operation
Circuit breaker represents an electromagnetic device whose sensitive element in case of generation of
current overloads will effect the mechanism of contact disconnection.
The sensitive element is made of bimetallic thin sheet.
In addition in circuit breakers AZRGK for current values of 20, 40, 50 Amps an electric relay is built in.
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V 016 OR V 016.01-8 ELECTROMAGNETIC RELEASING SWITCH

1. Purpose
The electromagnetic releasing switch is designed to disconnect the circuit in the case of failure.
2. Technical data
Operating voltage up to 30 V
Minimal voltage 10 A
3. Description
The circuit breaker consists of the basic unit with thermal releasing mechanism supported by electromagnetic
disconnection.
4. Operation
When supplying a voltage to the electromagnet winding the main circuit will be momentarily disconnect.
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V 016 OR V 016.01-8 ELECTROMAGNETIC RELEASING SWITCH

SERVICING
1. Functional check of the V 016 or V 016.01-8 electromagnetic releasing switch

A. Fixture, Test and Support Equipment YE - 2T stabilized DC source (or equivalent)
(Technical paramaters:
supply voltage 230 V +- 10%, 150 Hz +- 2%;
DC voltage complliance 0-40V ; demand electric
current max. 3.4 A; supply max. 750 VA; output
current max. 10 A; output DC voltage max. 40 V;
output supply max. 400 W)
B. Materials S 1005 Varnish
C. Tools No. 697 6x120 Screwdriver

Periodical
E. Procedures
(1) Tilt the overhead panel according to the Work procedure specified in section 031.13.00.
(2) BATTERY I, II switches on the overhead panel must be switched off.
(3) Using the No. 697 6x120 screwdriver disconnect from the switch A 255 (AC GENERATOR RH),
A 256 (AC GENERATOR LH), A7 (DC GENERATOR LH), A8 (DC GENERATOR RH) the following
conductors: 461 A (from A 255), 460 A (from A 256), 137 A (from A7) and 138 A (from A8).
(4) Switch on the switch. Gradually supply momentarily the 18 V voltage from the Power source onto
the connectors of the electromagnetic releasing switch. The switch must be switched off.
NOTE: 4 (pcs) of 4.5 V in series connected flat batteries may be used in place of the Power
source.
(5) Using the No. 697 6x120 screwdriver connect the previously disconnected conductor and secure
it with the S 1005 varnish.
(6) Close and secure the overhead panel according to the Work procedure in section 031.13.00.
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CONDUCTORS
1. General
The distribution of electric energy is performed by conductors of the type RA, RAF having a cross-section
from 0.35 mm sq. to 50 mm sq.
The RAF conductors are screened and are used in electric circuits with possible occurrence of high
frequency oscillations.
The RA conductors are used in the parts of on aircraft with on increased temperature.
The conductors are string bound to bundles which are attached to the aircraft structures by collars, clips,
locks or buttoned strips.
Conductor bundles held in attaching points by metal clips or collars are lined with leatherette.
In the engine vicinity conductor bundles are wound by FIRE FLEX tape having the function of mechanical
protection.
Conductor bundles of individual structural units are interconnected by plug-and-socket connections or bus
bars.
Soldered connections are made with the use of Sn 50 Pb solder, as flux a spiritgum mixture was used.
The soldered connection is cleaned by spirit and lacquered by red varnish C 1005.
Every screwed electric joint is covered by a drop of C 2001/8140 paint. All sockets of electrical devices and
of plug-and-socket connections are secured in position by binding wire 0.5 CSN 42 6410.9 are sealed.
2. Marking of instruments and conductors

All used electric circuits are divided to the following sections according to their function:
• section A - sources of electrical energy
• section B - engine start up
• section C - lighting
• section D - heating, deicing, air conditioning
• section E - control and signalling of mechanism on aircraft airframe
• section F – radio equipment
• section K – recording devices
• section L - navigational instruments
• section LA – auto flight (if installed)
• section LC – signal converter (E) GPWS (if installed)
• section M - engine check and extinguishing
• section F subdivides to:
• section FA - transceiver and intercom
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• section FB - radiocompass
• section FC - radioaltimeter
• section FD – radio marker
• section FE – transponder
• section FG – gyrocompass
• section FI – weather radar
• section FN - radionavigation set
• section FT – anti-collision system (if installed)
Every electric element used in the electric system of the aircraft is denoted by a symbol which is composed of
a letter of the appropriate section and a serial number within the particular section (e.g. A 86). The bus bars,
plug-and-socket connections and earthing connections are denoted by a symbol composed of letter "V" and
a serial number (e.g. V 60).
The used symbols of electric elements and conductor numbers are listed in the Wiring diagrams of individual
section.
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BRIDGING AND EARTHING

1. Purpose
The normal function of radio-communications and other equipment is impaired by interference
generated in various electrical devices such as electric motors, generators, relays, contactors, etc., and
by interference caused as a result of accumulation of static electricity charges. In order to reduce the
danger of defects are performed on the aircraft:
• conductive connections of individual parts of the aircraft between them and with the aircraft airframe;
• built-in static electricity discharges (see section 023.60.00).
Methods of conductive connection performing:
• conductive connection by direct contacting
• conductive connection by bridging. The method of bridging is chosen whenever the interconnected
parts are in mutual movement or whenever for design reasons it proves impossible to use direct
contacting
To maintenance it is necessary to take into consideration that on the most parts the surface finish has
been made:
• by cadmium plating of steel parts
• by eloxal coating at light metal alloys
Metal coatings surface protections are electrically conductive. In fixed joints (screws, rivets) of these
parts sufficient electrical connection is obtained. Surface treated by eloxal coating, phosphatizing,
varnishing, pickling, etc. are electrical non-conductive. The contact surfaces serving a conductive
connection must have their contact areas thoroughly cleaned to metal gloss and degreased. After a
connection was made the contact must be protected by varnish S 1005.
2. Technical data
Permissible values of contact resistances between conductively interconnected parts are stated in the
following table:
Ser. Contact
Measured place Type of bridging Note
No. resistance (µΩ)
1. Front cover-fuselage LH B 018 566 N 600
2. Front cover-fuselage RH B 018 566 N 600
Nose landing gear 7-200

3. 2000
fairing RH-fuselage ONL 6664.01
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Ser. Contact
Nose landing gear 7-200
4. 2000
fairing LH-fuselage ONL 6664.01
Nose landing gear-rear 7-150
5. 2000
fairing-fuselage ONL 6664.01
Nose landing gear-rear 7-150
5a. 2000
fairing-fuselage ONL 6664.01
3-100
5b. Pull rod-countershaft 2000
ONL 6664.01
3-100
5c. Pull rod-countershaft 2000
ONL 6664.01
3-150
5d. Countershaft-fuselage 2000
ONL 664.011
Nose landing gear lock
5e. bolted joint 600
– end frame
3-100
5f. Pull rod – countershaft 2000
ONL 6664.01
Cover RH of main
7-100
6. landing gear – landing 2000
ONL 6664.01
gear nacelle
Cover RH of main
7-100
7. landing gear – landing 2000
ONL 6664.01
gear nacelle
3-100
8. Cover – fittings LH+RH 2000
ONL 6664.01
Fittings – pull rod 3-150
9. 2000
LH+RH ONL 6664.01
Pull rod – countershaft 3-150
10. 2000
LH+RH ONL 6664.01
Countershaft – pull rod 3-150
11. 2000
LH+RH ONL 6664.01
Countershaft – 3-150
12. 2000
undercarriage LH+RH ONL 6664.01
Landing gear main axis 7-150
13. 2000
– fuselage LH+RH ONL 6664.01
Rear cover LH -
14. bolted joint 600
fuselage
Rear cover RH –
fuselage
Front luggage
7-200
16. accommodation cover – 2000
ONL 6664.01
fuselage LH
Front luggage
7-200
17. accommodation cover – 2000
ONL 6664.01
fuselage RH
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Ser. Contact
18. Fuselage – wing XL 410.1201-07 600
Wing suspensions –
fuselage LH
Wing suspensions –
fuselage RH
If terminal fuel
Edge rib. No. 31 –
21. bolted joint 600 tanks will not be
discharger LH, RH
used.
Aileron suspension – 3-200
22. 2000
external wing LH, RH ONL 6664.01
23. 2000
central – wing LH, RH ONL 6664.01
24. 2000
internal – wing LH, RH ONL 6664.01
25. - - -
26. - - -
Wing – external slot LH, 3-100

27. 2000
RH ONL 6664.01
External slot – flap LH, 3-100
28. 2000
RH ONL 6664.01
Wing – external slot LH, 3-100
29. 2000
RH ONL 6664.01
External slot – flaps LH, 3-100
30. 2000
RH ONL 6664.01
Wing - external slot LH, 3-100
31. 2000
RH ONL 6664.01
External slot – flap LH, 3-100
32. 2000
RH ONL 6664.01
Wing – internal slot LH, 3-100
33. 2000
RH ONL 6664.01
3-100
34. Internal slot – flap 2000
ONL 6664.01
3-100
35. Fuselage – slot LH, RH 2000
ONL 6664.01
3-100
36. Slot – flap LH, RH 2000
ONL 6664.01
37. Rudder – discharger I, II bolted joint 600
Rear fuselage cover –

discharger
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Ser. Contact
Rolling tab – wing LH, 3-100
39. 600
RH ONL 6664.01
Between 1 and 2
Minus V 73
40. bulkhead on the left 300
(riveted joint)
(under battery)
6 bulkhead on the right
41. minus terminal V 211 300
side
42. - - -
43. - - -
44. - - -
45. - - -
Aileron – balance tab of 1.5-100

46. 2000
aileron ONL 6664.01
Antenna cover VKV II –
47. vertical stabilizer (if B 030 774 L 600
installed)
Antenna cover VKV II –
48. vertical stabilizer (if B 030 774 P 600
installed)
49. - - -
3-150
50. Dorsal fin – suspension 2000
ONL 6664.01
3-150
51. Dorsal fin – suspension 2000
ONL 6664.01
3-150
52. Rudder – dorsal fin 2000
ONL 6664.01
3-150
53. Suspension - rudder 2000
ONL 6664.01
3-150
54. Suspension – rudder 2000
ONL 6664.01
3-150
55. Rudder - fuselage 2000
ONL 6664.01
3-100
56. Elevator - suspension 2000
ONL 6664.01
3-100
ONL 6664.01
3-100
ONL 6664.01
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Ser. Contact
3-100
ONL 6664.01
3-100
ONL 6664.01
3-100
ONL 6664.01
3-100
62. Elevator – stabil. 2000
ONL 6664.01
3-100
63. Elevator – stabil. 2000
ONL 6664.01
3-100
64. Elevator - control 2000
ONL 6664.01
3-100
ONL 6664.01
3-100
ONL 6664.01
3-100
ONL 6664.01
3-100
ONL 6664.01
3-100
ONL 6664.01
7-150
70. Dorsal fin – fuselage 600
ONL 6664.01
7-150
71. Tail plane – fuselage 600
ONL 6664.01
72. - - -
73. - - -
It is meant between
front joint of the
console and of the
74. Countershaft – airframe see note 1500
countershaft
washer or through
the elevator.
Countershaft arm – pull 3-200
75. 1500
rod ONL 6664.01
3-200
76. Pull rod – lever 1500
ONL 6664.01
3-200
77. Lever – pull rod 1500
ONL 6664.01
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Ser. Contact
3-200
Rear part of
78. Pull rod - lever ONL 6664.01 1500
fuselage
3-150
79. Lever - airframe 1500
ONL 6664.01
3-100
ONL 6664.01
3-200
ONL 6664.01
3-100
ONL 6664.01
3-100
ONL 6664.01
3-200
ONL 6664.01
3-150
85. Lever – airframe 1500
ONL 6664.01
3-100
ONL 6664.01
Pull rod – double arm 3-150
87. 1500
lever ONL 6664.01
Double arm lever – pull 3-100 vertical
88. 1500
rod ONL 6664.01 channel
89. 1500
lever ONL 6664.01
Double arm lever – pull 3-150
90. 1500
rod ONL 6664.01
Pull rod – control block 3-100 control
91. 1500
lever ONL 6664.01 block
3-150
92. Control block – airframe 1500
ONL 6664.01
93. - - -
Elevator balance tab LH, 3-200

94. 1500
RH – pull rod LH, RH ONL 6664.01
Elevator balance tab 3-200
95. 1500
control ONL 6664.01
3-200
96. Cables mutually 1500
ONL 6664.01
97. - - -
98. - - -
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Ser. Contact
99. - - -
100. - - -
Wing LH, RH – pull rod 3-150

101. 1500
LH, RH ONL 6664.01
102. 1500
lever ONL 6664.01
Double arm lever – 3-100
103. 1500
airframe ONL 6664.01
104. 1500
rod ONL 6664.01
Pull rod – countershaft 3-150
105. 1500
LH-RH ONL 6664.01
3-150
Countershaft –
106. ONL 6664.01 1500
mainframe
3-200
107. Countershaft – pull rod 1500
ONL 6664.01
Pull rod RH - 3-150
108. 1500
countershaft ONL 6664.01
Pull rod LH – 3-150
109. 1500
Front pull rod - 3-200
110. 1500
Countershaft - 3-150
111. 1500
mainframe ONL 6664.01
3-200
112. Pull rod - lever 1500
ONL 6664.01
3-100
113. Pull rod - lever 1500
ONL 6664.01
3-150
ONL 6664.01
115. 1500
lever ONL 6664.01
116. 1500
vertical pull rod ONL 6664.01
Vertical pull rod – 3-150
117. 1500
double arm lever ONL 6664.01
118. 1500
rod ONL 6664.01
119. 1500
lever ONL 6664.01
EFFECTIVITY
024.60.00
ALL Page: 7
Nov 1/11
MAINTENANCE MANUAL
Ser. Contact
120. 1500
control block lever ONL 6664.01
Lever – interconnection 3-150
121. 1500
pull rod ONL 6664.01
Interconnection pull rod 3-150
122. 1500
– lever ONL 6664.01
3-150
123. Control block - airframe
ONL 6664.01
124. - - -
125. - - -
126. - - -
Connection with the

Electromechanical strut frame is performed
127. see note 1500
– airframe through minus pin –
ZZ connections
3-150
128. Pull rod – aileron 1500
ONL 6664.01
129. - - -
130. Segment – airframe various 1500
Rudder cable – airframe

131. various 1500
LH+RH
Turnbuckle of ruder
132. various 1500
cables – mutually
133. Segment – airframe various 1500
Segment – pull rod LH –

134. various 1500
RH
Three-armed lever
135. various 1500
LH+RH airframe
Pull rod LH+RH – three
136. various 1500
–armed lever
Three-armed lever
137. LH+RH – pull rod various 1500
LH+RH
Pull rod LH+RH – pedal
138. various 1500
RH
Pull rod LH+RH – pedal
139. various 1500
RH
EFFECTIVITY
024.60.00
ALL Page: 8
Nov 1/11
MAINTENANCE MANUAL
Ser. Contact
Breaking cylinder LH,
140. various 1500
RH – pedal LH, RH
141. - - -
142. - - -
143. - - -
144. - - -
145. - - -
3-150
146. Rudder – tab 1500
ONL 6664.01
3-150
147. Tab – pull rod 1500
ONL 6664.01
3-150
148. Pull rod – motor arm 1500
ONL 6664.01
Connection with the
Electromechanical strut see note (up to the frame is performed
149. st 1500
– console 21 series) through minus pin –
ZZ connection
3-200
ONL 6669.01 (from
nd
the 22 series)
3-100
150. Console-airframe 1500
ONL 6664.01
Electromechanical strut
151. see note 1500
– rudder
152. - - -
153. - - -
154. - - -
Pull rod from oper.

3-200
155. Cylinder of flap – three – 1500
ONL 6664.01
armed
Three – armed lever – 1 3-150
156. 1500
– airframe ONL 6664.01
Three – armed lever I. – 3-200
157. 1500
EFFECTIVITY
024.60.00
ALL Page: 9
Nov 1/11
MAINTENANCE MANUAL
Ser. Contact
3-200
158. Pull rod – flap lever 1500
ONL 6664.01
Three – armed lever I. – 3-200
159. 1500
Pull rod – three – armed 3-150
160. 1500
lever II. ONL 6664.01
Three-armed lever II. – 3-150
161. 1500
3-200
162. Pull rod – flap rod 1500
ONL 6664.01
163. - - -
164. - - -
165. - - -
Interceptor LH, RH - 3-150

166. 1500
wing ONL 6664.01
3-150
167. Lever – console 1500
ONL 6664.01
3-150
168. Console – airframe 1500
ONL 6664.01
1,5x200
169. Lever – pull rod LH, RH 1500
ONL 6664.01
1.5x200
ONL 6664.01
3-150
ONL 6664.01
3-150
ONL 6664.01
3-150
ONL 6664.01
3-150
ONL 6664.01
3-150
ONL 6664.01
3-150
176. Pull rod – bent lever 1500
ONL 6664.01
3-150
177. Bent lever – airframe 1500
ONL 6664.01
3-150
178. Bent lever - interceptor 1500
ONL 6664.01
EFFECTIVITY
024.60.00
ALL Page: 10
Nov 1/11
MAINTENANCE MANUAL
Ser. Contact
179. - - -
180. - - -
181. - - -

182. 1500
rod ONL 6664.01
3-150
183. Pull rod – console 1500
ONL 6664.01
Pull rod – rolling tab 3-150
184. 1500
lever ONL 6664.01
185. - - -
Engine bed – fireproof 7-250

186. 600
bulkhead LH+RH ONL 6664.01
Engine bed – upper strut 7-150
187. 600
(2x) ONL 6664.01
Engine bed – lower strut 7-150
188. 600
(2x) ONL 6664.01
Lower strut – II. fireproof 7-150
189. 600
bulkhead (2x) ONL 6664.01
7-150
Lower strut – III. ONL 6664.01
190. 600
fireproof bulkhead (2x)
Engine nacelle –
3-150
192. fireproof bulkhead LH - 2000
ONL 6664.01
RH
Engine –circular engine 2+2
193. - 600
bed
Pulley countershaft -
194. L410.6400-66 2000
airframe
195. Console – fire wall L410M.6400-27 2000
1.5-150
ONL 6664.01
1.5-150
197. Pull rod – pull rod 2000
ONL 6664.01
1.5-150
198. Console – lever 2000
ONL 6664.01
Lever – engine control 1.5-100
199. 2000
pull rods ONL 6664.01
EFFECTIVITY
024.60.00
ALL Page: 11
Nov 1/11
MAINTENANCE MANUAL
Ser. Contact
1.5-150
199a. Airframe – cables 2000
ONL 6664.01
200. Terminal tank – wing B 560 641 N 2000

In case of terminal
Terminal fuel tank –
201. B 560 627 N 600 fuel tank assembly
discharger
only.
Terminal fuel tank –
202. B 560 667 N 600
airframe
Additional fuel tank
203. B 560 554 N 600
(cap) - airframe
Additional fuel tank 3-150
204. 600
(cap) - airframe ONL 6664.01
Additional fuel tank 3-200
205. 600
interconnection – inside ONL 6664.01
3-150
205a. Fuel pump – airframe 600
ONL 6664.01
3-150
206. Venting pipe – airframe 600
ONL 6664.01
External fuel tank cap –
airframe
External fuel tank cap –
airframe
Fuel tank
3-200
209. interconnection external 600
ONL 6664.01
– central
Central fuel tank cap
210. B 560 554 N 600
(filler cap) – airframe
Central fuel tank cap
(transmitter) airframe
Header fuel tank cap
212. B 560 554 N 600
(filler cap) – airframe
3-150
213. Repump pipe – airframe 600
ONL 6664.01
3-150
214. Repump pipe – airframe 600
ONL 6664.01
3-150
215. Repump pipe – airframe ONL 6664.01 600
Sprocket with lever – 3-100 metal to metal

216. 1500
pull rod ONL 6664.01 framing
217. 1500
lever ONL 6664.01
EFFECTIVITY
024.60.00
ALL Page: 12
Nov 1/11
MAINTENANCE MANUAL
Ser. Contact
Double arm lever – pull 1.5-150
218. 1500
rod ONL 6664.01
3-100
ONL 6664.01
3-100
ONL 6664.01
3-150
221. Pull rod – segment 1500
ONL 6664.01
Spring rod – three- 3-150
222. 1500
armed lever ONL 6664.01
223. - - -
224. - - -
Fuel tank – 1.5-100

225. 2000
undercarriage nacelle ONL 6664.01
1.5-100
226. Pump – airframe 2000
ONL 664.03
1.5-100
227. T part – airframe 2000
ONL 6664.03
228. - - -
229. - - -
Main hydraulic tank –

airframe
Emergency hydraulic 8-100
231. 600
tank – airframe ONL 6664.01
Instrument panel (right) 3-100
232. 2000
– fuselage ONL 6664.01
Instrument panel 3-100
233. 2000
(central) – fuselage ONL 6664.01
Instrument panel (left) – 3-100
234. 2000
fuselage ONL 6664.01
Instrument panel – cable
235. 1500
airframe 2 CSN 02 4320.43
Front panel – fuselage 1.5-150
236. 2000
LH, RH ONL 6664.01
Heating distribution – 1.5-100
237. 600
fuselage LH, RH ONL 6664.01
1.5-100 ONL
Transponder’s control
238. 6664.03 1500
box
1.5-100 ONL
EFFECTIVITY
024.60.00
ALL Page: 13
Nov 1/11
MAINTENANCE MANUAL
Ser. Contact
6669.03
5 frame – control de-

icing box
Overhead panel – 1.5-100
240. 600
fuselage ONL 6664.01
Control panel (left and 1.5-100
241. 2000
right) – airframe ONL 6664.02
De-icing instruments
frame – airframe
243. Frame – double valve bolted joint 600
244. Frame – valve bolted joint 600
Frame – air pressure

reducing valve
Frame – pressure
transmitter
Deicing pipes – airframe 1.5-100
247. 2000
LH, RH ONL 6664.03
Accumulator – bulkhead
248. minus pole 600
(9, 17)
Communicating aerial
VHF I – fuselage
Communicating aerial
VHF II – fuselage
Rear antennas SRO 2L
251. – fuselage (2 board) (if bolted joint 600
installed)
Rear antennas SRO 2P
installed)
Front antennas SRO 2L
253. – fuselage (2 band) (if bolted joint 600
installed)
Front antennas SRO 2 P
installed)
255. Aerial GS – fuselage bolted joint 600
256. Aerial MKR – fuselage bolted joint 600
257. Aerial ADF – fuselage bolted joint 600
EFFECTIVITY
024.60.00
ALL Page: 14
Nov 1/11
MAINTENANCE MANUAL
Ser. Contact
Antenna frame ARK –II
– fuselage (if installed)
Heading aerial ILS – fin
LH+RH
Aerials KRA 405 –
fuselage LH+RH
261. Aerial KT 79 – fuselage bolted joint 600
262. - - -
Receiver-transmitter (if
installed)
Unit – frame
264. Receiver ADF I bolted joint 2000
Frame - airframe
Unit – frame
265. Receiver ADF II bolted joint 2000
Frame - airframe
266. Generator LH – fuselage bolted joint 300
Generator RH –
fuselage
268. Battery – airframe bolted joint 300
Contactor B12 –
269. bolted joint 600 Right side
airframe
Contactor B11 –
270. bolted joint 600 Left side
airframe
271. Recorder K3 – fuselage bolted joint 600
Interrupter D 102 –
272. bolted joint 600 Right side
fuselage
Interrupter D 101 –
273. bolted joint 600 Left side
fuselage
274. - - -
Regulator A 3(A 4) –
airframe
Time relay B 17 (B 18) –
airframe
Contactor A 13 –
airframe
278. - - -
EFFECTIVITY
024.60.00
ALL Page: 15
Nov 1/11
MAINTENANCE MANUAL
Ser. Contact
IELU M 181 – M 182/+
279. derivative element - Bolted joint 600
airframe
Inverters LUN 2460 –
airframe
Inverter LUN 2456.02-8 1.5-100
281. 2000
– airframe ONL 6664.01
Inverters LUN 2450 –
airframe
FB 39 – non-directional
antenna coupling
element – ground (if
installed)
FB 9 – non-directional
antenna coupling
element – ground (if
installed)
285. - - -
286. - - -
287. - - -
7-150
288. Entry door – fuselage 2000
ONL 6664.01
7-150
289. Cargo door – fuselage 2000
ONL 6664.01
7-150
290. Front door – fuselage 2000
ONL 6664.01
1 bulkhead – 27
291. 5000
bulkhead
Flash beacon
bolted joint 600
292. - upper frame
bolted joint 600
- lower frame
Between most distant
293. wing places (bulkhead 5000
31 LH, 31 RH)
3-100
294. Beam – airframe 600
ONL 6664.01
Landing gear Measure with
295. Aircraft earthing - earth conductive megaohmmeter
max.7M
connection with earth 500V
Regulator A 253, A 254
– beam
EFFECTIVITY
024.60.00
ALL Page: 16
Nov 1/11
MAINTENANCE MANUAL
Ser. Contact
Distribution box A 257 –
beam
Interrupter D 101, D 102
– fuselage
Separation box K 4 –
fuselage
Input block of recorder K Bridging delivered
300. 2000
1 – fuselage with instrument
Alternator A 252
(LH+RH) – fuselage
Light source C 48 –
fuselage
NOTE: Instead of bridging according to ONL 6664.01, ONL 6664.02 and ONL 6664.03 it is possible to use
the bridging according to ONL 6669.01, ONL 6669.02 and ONL 6669.03 (the section and length of
the bridging is not modified).
EFFECTIVITY
024.60.00
ALL Page: 17
Nov 1/11
ALL
EFFECTIVITY
MAINTENANCE MANUAL
FIG.1 MEASURED PLACE LOCATION DIAGRAM OF CONTACT RESISTANCES
024.60.00
Nov 1/11
Page: 18
Legend to Fig. – see on the previous pages (1÷17) RESISTANCES
ALL
EFFECTIVITY
MAINTENANCE MANUAL

024.60.00
Nov 1/11
Page: 19
ALL
EFFECTIVITY
MAINTENANCE MANUAL

024.60.00
Nov 1/11
Page: 20
ALL
EFFECTIVITY
MAINTENANCE MANUAL

024.60.00
Nov 1/11
Page: 21
MAINTENANCE MANUAL
EFFECTIVITY
024.60.00
ALL Page: 22
Nov 1/11
CHAPTER
EQUIPMENT / FURNISHINGS
MAINTENANCE MANUAL
CHAPTER 25

Section Section
Subject Subject
Title page - - 025.10.00 1 Nov 1/11

List of Effective Pages 1 Mar 30/16 Description and Operation 2 Nov 1/11
2 Mar 30/16 3 Nov 1/11
3 Mar 30/16 4 May 30/14
4 Mar 30/16 5 Nov 1/11
Record of Revisions 1 Dec 10/14 6 May 30/14
2 Mar 30/16 7 May 30/14
3 Nov 1/11 8 Mar 30/16
4 Nov 1/11 9 Mar 30/16
Record of Temp. Revisions 1 Nov 1/11 10 Mar 30/16
2 Mar 30/16 Removal / Installation 401 Dec 10/14
3 Mar 30/16 402 Dec 10/14
4 Mar 30/16 025.10.01 1 Nov 1/11
5 Mar 30/16 Description and Operation 2 Nov 1/11
6 Dec 10/14 Servicing 301 Nov 1/11
025.00.00 1 Nov 1/11 302 Nov 1/11
Description and Operation 2 Nov 1/11 Removal / Installation 401 Nov 1/11
202 Nov 1/11 025.11.00 1 Nov 1/11
302 Nov 1/11 3 Nov 1/11
303 May 30/14 4 Nov 1/11
304 Nov 1/11 5 Nov 1/11
305 Nov 1/11 6 Nov 1/11
306 Nov 1/11 Fault Isolation 101 Nov 1/11
307 May 30/14 102 Nov 1/11
308 Nov 1/11

ALL Page: 1
Mar 30/16
MAINTENANCE MANUAL

Section Section
Subject Subject
025.11.00 401 Nov 1/11 025.20.00 405 Mar 30/16

Removal / Installation 402 Nov 1/11 Removal / Installation 406 Mar 30/16
025.11.01 1 May 30/14 407 Mar 30/16
Fault Isolation 101 Nov 1/11 409 Mar 30/16
102 Nov 1/11 410 Mar 30/16
103 Nov 1/11 025.21.00 1 Nov 1/11
Cleaning / Painting 701 May 30/14 3 Nov 1/11
702 May 30/14 4 Nov 1/11
025.12.00 1 Mar 30/16 Removal / Installation 401 Nov 1/11
Description and Operation 2 Mar 30/16 402 Nov 1/11
025.20.00 1 Nov 1/11 Fault Isolation 101 Nov 1/11
3 Nov 1/11 Cleaning / Painting 701 Nov 1/11
4 Nov 1/11 702 Nov 1/11
5 Nov 1/11 025.22.00 1 Nov 1/11
8 Nov 1/11 302 Nov 1/11
9 Nov 1/11 025.23.00 1 Nov 1/11
11 Nov 1/11 025.24.00 1 Nov 1/11
13 Nov 1/11 025.40.00 1 Nov 1/11
302 Nov 1/11 302 Nov 1/11
403 Nov 1/11 025.51.00 1 Nov 1/11

ALL Page: 2
Mar 30/16
MAINTENANCE MANUAL

Section Section
Subject Subject
025.51.00 3 Nov 1/11 025.60.02 1 Nov 1/11

025.52.00 1 Nov 1/11 025.60.04 1 Nov 1/11
4 Nov 1/11 302 May 30/14
6 Nov 1/11 402 Nov 1/11
7 Nov 1/11 025.60.05 1 Nov 1/11
9 Nov 1/11 3 Nov 1/11
10 Nov 1/11 4 Nov 1/11
12 Nov 1/11 302 Nov 1/11
302 Nov 1/11 304 Nov 1/11
Removal / Installation 401 Nov 1/11 Removal / Installation 401 Nov 1/11
402 Nov 1/11 402 Nov 1/11
403 Nov 1/11 025.60.06 1 Nov 1/11
025.60.00 1 Nov 1/11 Servicing 301 May 30/14
Description and Operation 2 May 30/14 302 May 30/14
3 May 30/14 303 Nov 1/11
4 Nov 1/11 304 Nov 1/11
5 Nov 1/11 025.60.07 1 Nov 1/11
302 May 30/14 302 May 30/14
Removal / Installation 401 May 30/14 303 Nov 1/11
402 Nov 1/11 304 Nov 1/11
025.60.01 1 Nov 1/11 025.60.08 1 Mar 30/16
Description and Operation 2 Nov 1/11 Description and Operation 2 Mar 30/16

ALL Page: 3
Mar 30/16
MAINTENANCE MANUAL
Chapter Page Date

Section
Subject
025.60.09 1 May 30/14

3 May 30/14
4 May 30/14
5 May 30/14
6 May 30/14
302 May 30/14
303 May 30/14
304 May 30/14
305 May 30/14
306 May 30/14
307 May 30/14
308 May 30/14

ALL Page: 4
Mar 30/16
MAINTENANCE MANUAL
CHAPTER 25
EQUIPMENT / FURNISHING
RECORD OF REVISIONS

Section,
Subject
5 025-List of 1 to 4 - -
Effective Pages
025-Record of 1 - -
Revision
025-Contents 1 - -
3 to 5 - -
025.00.00 301 - -
303 - -
307 - -
025.10.00 4 - -
6 7 to 8 -
025.11.01 1 - -
701 to 702 - -
L410UVP-E/196d May 30/14
025.51.00 301 - -
025.60.00 2 to 3 - -
301 to 302 - 303 to 304
401 - -
025.60.04 301 to 302 - -
025.60.05 301 - -
303 - -
025.60.06 301 to 302 - -
025.60.07 301 to 302 - -
025.60.08 301 to 302 - -
025.60.09 - 1 to 6 -
- 301 to 308 -
6 025-List of 1 to 4 - -
Effective Pages
025-Record of 1 to 2 - - L410UVP-E/208d Dec 10/14
Revision

ALL Page: 1
Dec 10/14
MAINTENANCE MANUAL

Section,
Subject
6 025.10.00 - 401 to 402 - L410UVP-E/208d Dec 10/14

7 025-List of 1 to 4 - -
Effective Pages
025-Record of 2 - -
Revision
L410UVP-E/225d Mar 30/16
025.10.00 8 9 to 10 -
025.12.00 1 to 2 - -
025.20.00 - 405 to 410 -
025.60.08 1 to 2 - 301 to 304

ALL Page: 2
Mar 30/16
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 3
Nov 1/11
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 25
EQUIPMENT / FURNISHING

Section,
No. Number Revision

ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 25
CONTENTS

Section,
Subject
General 1
General 201
Servicing 301
Inspection of furnishing and of emergency and rescue 301
equipment
Check of the emergency equipment 301
Inspection of protective covers and safety belts of 302
pilots’ passengers’ seats and foldable serving plates
Check of the reliability of fixing of crew and 303
passenger seats to the floor of the aircraft
Inspection of passenger and flight compartment 303
upholstery
Cleaning of passenger and flight compartment 304
Inspection of the safety belts of crew and 307
passenger seats
FLIGHT COMPARTMENT 025.10.00 1 ALL
General 1
Navigator’s table 2
Spare fuse box 2
DV 3 FAN 5
Flight compartment upholstery 5
Flight documentation case 5
Map spring clips 6
EFB –iPad holders 8
Servicing 301
Inspection of the navigator’s table and its tilting 301
mechanism
Inspection of the spare fuse box (if installed) 301
Removal and installation of the navigator’s table 401
(if installed)
DV-3 FAN 025.10.01 1 ALL
Purpose 1
Technical data 1
Servicing 301
Check of DV - 3 fan brush height and inspection of 301
its collector-brush assembly
DV - 3 fan removal and installation 401
ALL Page: 1
Mar 30/16
MAINTENANCE MANUAL

Section,
Subject
PILOTS’ SEATS 025.11.00 1 ALL
General 1
Fault Isolation 101
Removal / installation 401
Removal and installation of pilots’ seats and elbow rests 401
SAFETY BELTS AMSAFE P/N 504388 SERIES 025.11.01 1 ALL
Purpose 1
Operation 1
Fault Isolation 101
Task - Testing on Aircraft 101
Procedure for Fault Isolation 103
Cleaning the safety belts 701
CURTAINS 025.12.00 1 ALL
General 1
Removal and installation of curtains 401
PASSENGER COMPARTMENT 025.20.00 1 ALL
General 1
Passenger transport version – 19 seats 1
(basic version)
Passenger executive version – 8 seats 3
Flying ambulance 4
Parachute jumping 8
Cargo version 14
Servicing 301
Wounded person loading (if flying ambulance is 301
installed)
Removal and installation equipment for wounded 401
persons (if flying ambulance is installed)
Removal and installation of the parachute seats 403
(three-seated benches) (if parachute jumping is
installed)
Removal and installation of the anchor cables 404
(if parachute jumping is installed)
Removal and installation of the tables of passenger 405
executive (VIP) version (if installed)
Removal and installation of the salon seats of 408
passenger executive (VIP) version (if installed)
ALL Page: 2
Mar 30/16
MAINTENANCE MANUAL

Section,
Subject
PASSENGER’S SEATS 025.21.00 1 ALL
General 1
Removal and installation of single and double 401
passenger seat sets
SAFETY BELTS AMSAFE P/N 2019 SERIES 025.21.01 1 ALL
Purpose 1
Operation 1
Fault Isolation 101
Task - Testing on Aircraft 101
Procedure for Fault Isolation 102
Cleaning the safety belts 701
PARTITION BETWEEN FLIGHT AND PASSENGER 025.22.00 1 ALL
COMPARTMENT (if installed)
General 1
Servicing 301
Inspection of the doors of the partition between flight 301
and passenger compartment (if installed)
PASSENGER AND FLIGHT COMPARTMENT UPHOLSTERY 025.23.00 1 ALL
General 1
ADDITIONAL EQUIPMENT 025.24.00 1 ALL
Head wear shelf (rack) (if installed) 1
Newspaper and magazine holder (if installed) 1
Foldable serving plate (if installed) 1
LAVATORIES 025.40.00 1 ALL
General 1 ALL
Servicing 301
Inspection of the equipment of the toilet section 301
CARGO COMPARTMENTS 025.50.00 1 ALL
General 1
CARGO COMPARTMENTS IN PASSENGER VERSION 025.51.00 1 ALL
General 1
Servicing 301
Inspection of the front and rear baggage 301
compartment structure
ALL Page: 3
Mar 30/16
MAINTENANCE MANUAL

Section,
Subject
CARGO COMPARTMENTS IN CARGO VERSION 025.52.00 1 ALL
Cargo version 1
Servicing 301
Inspection of the polyamide net 301
Inspection of the fastening belts 301
Inspection of cargo version equipment 301
Cargo version equipment installation 401
Cargo version equipment removal 402
Installation and removal of the seat for the person 404
accompanying cargo
EMERGENCY EQUIPMENT 025.60.00 1 ALL
General 1
First-aid kit installation in the passenger 025.60.00 2
compartment
First-aid kit installation in the flight compartment 3
Emergency axe 3
Crew call signalling (see fig. 2) 4
Life rafts, emergency packages and life jackets 5
Emergency locator transmitter (ELT) 5
Servicing 301
Inspection of emergency equipment 301
Check of the operation of push-buttons for calling 303
the crew
Removal and installation of life jackets, life rafts 401
and emergency packages
ASZH-63P LIFE JACKET (if installed) 025.60.01 1 ALL
General 1
SP-12 LIFE RAFT (if installed) 025.60.02 1 ALL
General 1
NAZ-7 EMERGENCY PACKAGE (if installed) 025.60.03 1 ALL
General 1 ALL
ELT-10 EMERGENCY LOCATOR TRANSMITTER (if installed) 025.60.04 1 ALL
Purpose 1
Technical data 1
Operation 2
Servicing 301
Check of the battery pack / Battery pack 301
replacement in the ELT-10 Emergency Locator
Transmitter
Check of the operation of ELT-10 Emergency 302
Locator Transmitter
ALL Page: 4
Mar 30/16
MAINTENANCE MANUAL

Section,
Subject
Removal / Installation 025.60.04 401 ALL
ELT-10 disassembly and re-assembly 401
POINTER 3000 (POINTER 200, POINTER 3000-10) 025.60.05 1 ALL
EMERGENCY LOCATOR TRANSMITTER (if installed)
Purpose 1
Technical data 1
Operation 2
Servicing 301
replacement in the POINTER 3000 Emergency
Locator Transmitter
Check of the operation of POINTER 3000 303
Emergency Locator Transmitter
POINTER 3000 disassembly and re-assembly 401
ARTEX C 406 - 2 EMERGENCY LOCATOR TRANSMITTER 025.60.06 1 ALL
(if installed)
General 1
Operation 1
Servicing 301
replacement in the ELT C 406-2 Emergency
Locator Transmitter
Check of the operation of C 406-2 Emergency 302
Locator Transmitter
AMERI-KING AK-451 EMERGENCY LOCATOR 025.60.07 1 ALL
TRANSMITTER (if installed)
General 1
Operation 1
Servicing 301
Check of the battery pack / Battery pack replacement in 301
the ELT AK-451 Emergency Locator Transmitter
Check of the operation of AK-451 Emergency 302
Locator Transmitter
ARM-406 AS1 PORTABLE EMERGENCY LOCATOR 025.60.08 1 ALL
ALL Page: 5
Mar 30/16
MAINTENANCE MANUAL

Section,
Subject
KANNAD 406 AP PORTABLE EMERGENCY LOCATOR 025.60.09 1 ALL
General 1
Operation 2
Controls 3
Working mode information 4
Battery pack 5
Servicing 301
replacement in the KANNAD 406 AP Emergency
Locator Transmitter
Check of the operation of KANNAD 406 AP 307
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GENERAL
1. General
In the aircraft fuselage appropriately furnished compartments are provided for the crew, passengers and
cargo (baggage), as well as for a toilet. Internal equipment includes also emergency and rescue
equipment:
• first-aid kits, an axe, a crew call signalling, life jackets (if installed), life rafts (if installed), emergency
packages (if installed) and Emergency Locator Transmitter or emergency transceiver (if installed).
Fasteners and storing space are provided for location of life jackets, life rafts and emergency packages.
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GENERAL
1. General
• dents
• ruptures
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GENERAL
SERVICING
1. Inspection of furnishings and of emergency and rescue equipment


Routine, Periodical
E. Procedures
(1) Inspection of seat covers. The covers must be clean, non-torn and non-ripped.
(2) Check for completeness of fastening belts. The number of safty belts must correspond to the
number of seats.
(3) Check for life jacket completeness. The number of life jackets must correspond to the number
of seats.
(4) Inspect and check passenger seat covers, safety belts and life jackets for completeness and for
compliance with the requirements of para. 1, 2 and 3.
2. Check of the emergency equipment


Routine
E. Procedures
(1) Check the life jackets in the passenger compartment (if installed). Check that each seat in the
passenger compartment is provided with a life jacket. At the same time check proper condition
of the life jacket cover. The life jackets are placed in the pockets below the seats. Supplement
missing life jackets; replace damaged jackets by new ones.
(2) Check that each seat in the flight compartment is provided with a life jacket. At the same time
check proper condition of the life jacket cover. The life jackets are placed in the pockets of the
back rest cover (on the rear side). Supplement missing life jackets, replace damaged jackets by
new ones.
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(3) Check the first-aid kits for correct condition and fixing. The first-aid kits are placed in the flight
compartment and in passenger compartment.
(4) Check the axe for correct condition and fixing. The axe is placed in the flight compartment
behind the pilot’s seat on the wall of the partition between the flight and passenger
compartments. Replace the damaged axe fastening straps by new ones.
3. Inspection of protective covers and safety belts of pilots, passengers seats and foldable
serving plates

Periodical
E. Procedures
(1) Check the condition of the seat covers and safety belts in the flight compartment.
Check the function and condition of the safety belt locks.
(2) Check the condition of the seat covers in the passenger compartment. Check condition of the safety
belts as well as the condition and functioning of the safety belt locks. Check conditions and function
of the foldable serving plates located in the passenger seats at the partition between the flight and
passenger compartment as well as the foldable serving plates located at the fuselage sides at
the first row of passenger seats.
(3) Defects not allowed:

damaged covers of passengers’ and pilots’ seats, damaged safety belts or their parts, damaged
hinges and damaged safety equipment for foldable serving plates, deformed or otherwise
damaged foldable serving plates (if installed).
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4. Check of the reliability of fixing of crew and passenger seats to the floor of the aircraft

Periodical
E. Procedures
(1) In the flight compartment, check the condition and functioning of the adjusting mechanism of the
pilots’ seats. Check the condition of the pins by means of which the seats are attached to the floor.
Replace damaged parts by new ones.
(2) In the passenger compartment, inspect the brackets of the seats and check their condition in the
area of attachment to the floor. Replace damaged parts by new ones.
(3) Defects not allowed: damaged or deformed adjusting mechanism of the pilots’ seats, loosened
elements and parts fixing the seats to the corresponding floor elements in
the flight or passenger compartment.
5. Inspection of passenger and flight compartment upholstery


Periodical
E. Procedures
(1) The soiled spots on the lining should be cleaned with detergent dissolved in warm water.
WARNING: WHEN CLEANING UPHOLSTERY, DO NOT USE EITHER PETROL OR

ORGANIC SOLVENTS.
(2) Check the flight and passenger compartment upholstery for damage. Glue on unstuck margins
of the upholstery using the 6286 (K88) rubber adhesive. Replace damaged parts of upholstery
by new ones.
(3) Defects not allowed: soiled, torn or otherwise damaged upholstery inside the fuselage.
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6. Cleaning of passenger and flight compartment

A. Fixture, Test and Support Equipment Vacuum cleaner with an extension cord (of max. 800
W power demand)
Carpet brush
B. Materials Solution acc. to para (2)

Wiping cloth
Detergent (solution)
Mixture acc. to para (2)
Sponge
Tetrachlorine or trichloroethylene

Periodical
E. Procedures
(1) Prepare an 800 W vacuum cleaner with a suitable extension cord.

(2) Prepare the following solution for carpet cleaning:
1 table spoon of detergent
1 liter of water
1 table spoon of 8 % vinegar
For cleaning of spots of unknown origin use the solution consisting of a mixture of most commonly
used cleaning agents, prepared as follows:
100 g of petrol
25 g of alcohol
10 g of ether
5 g of ammonia
NOTE: Shake the solution before use thoroughly.
(3) When using inflammable substances (alcohol, petrol, acetone) or substances with harmful
evaporations (tetrachlorine, trichlorine, ammonia etc.) do not work with open fire, do not smoke
and provide effective ventilation of the space (open door, open direct vision panels).
(4) Cleaning of passenger and flight compartments (seats, upholstery, carpets, side-table). Defects not
allowed:
mud, dust, damaged fixing elements of removable upholstering panels, occurrence of static
electricity.
(5) Clean the carpets as follows:
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(a) Remove all dust from the whole surface of the floor covering using normal mechanical means
(vacuum cleaner or carpet brush).
(b) Apply wet method to clean more soiled areas using one of the above-mentioned solutions
(see paragraph (2) of this Work procedure).
(c) Remove the different spots by means of one of the methods given in the following table.
Kind of soiling Method of removal
Spirits (beer, wine, distilled Remove excessive moisture, wash with lukewarm water or with
liquors) detergent solution, remove possible remaining spots with citric acid
solution or with pure lemon squash, wash with lukewarm water again.
Asphalt Soften the spot with turpentine oil and wipe with tetrachlorine, petrol
or with a spot cleaning agent. At the end wash the spot with lukewarm
detergent solution.
Mud Remove dry pieces mechanically, wipe the rest by a thinned detergent
solution. At the end brush the place slightly.
Oil varnish, incl. drying oil Soften the spot with turpentine oil, suck it up and wipe out with
tetrachlorine or with a spot cleaning agent
Synthetic varnish, lacquers Soften the spot with turpentine oil, nitrocellulose thinner or with acetone,
suck it up with a dry rag and wipe out with tetrachlorine or spot cleaning
agent
Ball pen Wipe slightly off with a clean rag or sponge wetted in alcohol until the
spot disappears. Permanently change the rag (sponge)!
At the end wipe the spot with a thinned detergent solution.
Chocolate Remove the deposits of chocolate matter mechanically. Then wipe the
spot with thinned detergent solution and at the end with a spot cleaning
agent or tetrachlorine. After drying brush the spot off.
Blood Wash the spot immediately with cold water (with possible addition of
ammonia). Old, dried spots must be softened at first and then wiped
with cold water. After drying brush them off. It is also possible to use
a bio detergent. Apply the detergent to the spot, let it act and then wipe
the spot with cold water.
NOTE: When cleaning, use cold water only!
Nail-varnish Clean the spot with acetone
Grease (oil) Clean the spot with grease solvents (tetrachlorine or trichlorethylene,
petrol or spot cleaning agent) until it disappears completely.
Then wipe it with a thinned detergent solution.
Urine Clean it with a thinned vinegar solution, then with a thinned detergent
solution and at the end with water.
Fruit, fruit juices First wipe the spot with cold water, then with a cold solution of ammonia
or with a solution of lemon acid (lemon squash) and at the end with cold
water.
(d) When cleaning the spots, adhere to the following principles:
• Clean the spots as soon as possible after their occurrence. Obsolete spots are removable
only with difficulties. Repeat the recommended cleaning procedure several times.
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• Hard and semi-hard dirt is to be removed by scraping off at first (by blunt knife side, by a
spoon etc.). Suck up excessive moisture with a dry cloth (sponge, filtering paper) at first.
• The applied cleaning agent should be left to react for a certain time (a few minutes).
• If several cleaning agents are used, then prior to using the next agent the preceding one
must be thoroughly washed off and wiped with water or with a detergent solution.
Suck up excessive moisture and only then use the next cleaning agent.
Do not rub the spots when cleaning, wipe them only slightly away, proceeding always from
the margins of the spot towards its center in order not to enlarge the spot unnecessarily.
(6) Check the attachment of all removable upholstery panels. Check the upholstery for cleanliness.
Repair or replace defective fixing elements of the removable upholstery panels.
Clean the removable upholstery panels and other parts of cabin lining with recommended agents
(e.g. KORDOVAN or a solution of 95 % of water and 5 % of the PROGRESS liquid).
It is not permitted to clean the removable upholstery panels and other parts of cabin lining with
technical petrol or other organic solvents.
(7) Clean the fabric seat upholstery with shampoo or with one of the above-mentioned spot cleaning
agents - see paragraph (2).
(8) Dispatch the removable seat covers for dry-cleaning.
(9) If static electricity occurs on the seat covers or the carpet, either use a freshening agent when
rinsing the covers after the wash, or spray the covers and the carpet with an antistatic agent.
(10) Wipe both sides of the side-table with a clean wet cloth.
(11) To clean seat covered with finished leather use appropriate type of cleaning wipes (if not
available use a cloth soaked in a mild soap/water solution) and wring it out until damp.
Do not use detergent solution.
Apply the wipe (or the soaked cloth) to the surface of the leather in a light circular motion,
turning the wipe (or the soaked cloth) regularly. Avoid aggressive with a damp cloth rinsed in
clean warm water.
Allow to dry and then light polish using a clean, dry soft cloth. Do not over clean leather really
does not take much of looking after.
Do not use wax/spray polished – wax polishes and furniture spray often contain silicone which
will, in time, produce an unpleasant sticky feel to the leather.
(11) Remove the vacuum cleaner with the extension cord.
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7. Inspection of the safety belts of crew and passenger seats


Periodical
E. Procedures
The following procedure is written for a AmSafe Safety belts (see section 025.11.01 and 025.21.01).
(1) Task:
Use visual checks to find damaged or worn parts and parts that show signs of near failure. If
you find and correct possible conditions of failure, you can prevent failures in the aircraft and
make the equipment more reliable.
(2) General
(a) Make sure that the restraint system is clean and does not contain: dirt, oil or grease, or
other unwanted particles of substances.
(b) Make sure all parts are satisfactorily attached.
(3) Webbing
NOTE: Slight wear of the webbing is permitted. However, excessive web wear that has
progressed to cut or worn edges must be replaced, as described below.
(a) Examine webbing for cut or worn edges, damaged stitching, broken fabric threads, tears,
excessive chafe marks, excessive wear or excessive fusing.
(b) Replace webbing if any of the following are observed:

A limited amount of “frayed” webbing will retain sufficient strength necessary to meet the
required strength. Frayed webbing is defined as broken filaments from either the warp
(longitudinal) yarns or the filler (transverse) yarns. The number of broken filaments should
not be sufficient to obscure the identity of any yarn when viewed from a distance of about 8
inches.
Any web that is cut or torn on the edge should be replaced.
The amount of fray should be limited to an amount that is less than 10% of the width of the
webbing and not to exceed 8 inches in length.
Webbing with more than 15 broken yarns in locations other than the edge.
Webbing that is frayed or distorted sufficiently to cause improper operation of any portion
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of the restraint system.

A total of 15 stitches can be torn in a stitch pattern before the webbing needs replacement.
(c) Examine labels for legibility.
(4) Fittings
NOTE: 1. Burrs, nicks, and scratch is material that is raised above the normal surface. This
material must be removed to make sure that the parts will fit together correctly.
NOTE: 2. Dents must not damage the finish or functional operation of any parts.
(a) Examine fittings for: burrs, nicks or scratches, cracks, dents or corrosion.
(5) Rotary Buckle and connector
(a) Examine rotary buckle and connectors for burrs, nicks or scratches, dents or corrosion.
(6) Reel Assembly
(a) Examine reel assembly for burrs, nicks or scratches, cracks, dents or corrosion.
(b) Make sure movable parts operate correctly.
(7) Control Cable
NOTE: Damage to threaded parts must not be more than 50% of one thread.
(a) Examine control cable for damage to threaded parts, broken cable strands.
(b) Make sure both ends of cable are attached.
(c) Make sure cable moves freely in the conduit.
(8) Handle Assembly
NOTE: Damage to threaded parts must not be more than 50% of one thread.
(a) Examine handle assembly for burrs, nicks or scratches, cracks dents or corrosion.
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FLIGHT COMPARTMENT
1. General
The flight compartment is located in this fuselage nose section between the frames No. 4 and 7.
It is separated from the passenger compartment by a fixed partition with folding wings.
The flight compartment is equipped with pilot’s seats, head rests, a navigator’s table, map spring bracket
a spare fuse box, a flight documentation case and a portable lamp. The passenger compartment is
separated from the flight compartment by a curtain. Greater part of the flight compartment is provided with
upholstery and acoustic isolation for noise reduction.
Located on the right-hand side of the flight compartment is an emergency exit door.
FIG. 1 FLIGHT COMPARTMENT FURNISHINGS

(1) Pilot’s seats; (2) Navigator’s table; (3) Spare fuse box; (4) Portable lamp; (5) Flight documentation
case
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2. Navigator’s table
The navigator’s table which tilts into a recess in the right-hand side cockpit upholstery is intended for the
co-pilot.
FIG. 2 NAVIGATOR’S TABLE

(1) Table; (2) Spring clip; (3) Bearer; (4),(5) Pins; (6) Spring; (7) Pin; (8) Left-hand suspension;
(9) Right-hand suspension
3. Spare fuse box (if installed)

The spare fuse box is located in a pocket on the right-hand side of cockpit.
The fuses stored in the box are intended for the replacement of burnt fuses:
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• in the distribution box located on the right-hand control panel in the cockpit
• in the fuse panels located on the right-hand side of the cockpit between the frames No. 5 and 6
• in the bus bar located between the frames No. 8 and 9 in the right-hand ceiling power supply section
• in the space between the frames No. 1 and 2 of the fuselage nose section
The spare fuse box contains the following fuses:
No. Name Type Qty Note
1. Fuse 0.4 A CSN 354733F/1500 10

2. Fuse 0.63 A CSN 354733F/1500 13
3. Fuse 1 A CSN 354733F/1500 10
4. Fuse 1.6 A CSN 354733F/1500 5
5. Fuse 2 A CSN 354733F/1500 1
6. Fuse 2.5 A CSN 354733F/1500 3
7. Fuse 3.15 A CSN 354733F/1500 6
8. Fuse 4 A CSN 354733F/1500 5
9. Fuse 5 A CSN 354733F/1500 3
10. Fuse 6.3 A CSN 354733F/1500 3
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FIG. 3 SPARE FUSE BOX
NOTE: Values of the fuses may vary may be different according to the equipment used
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4. DV 3 FAN
The DV 3 fan is attached with two screws to the windshield central column. The fan is put into operation
by switching the FAN (AZRGK-5) circuit breaker situated on the clock panel.
FIG. 4 DV 3 FAN WIRING DIAGRAMME
5. Flight compartment upholstery

The description and illustrations of the flight compartment upholstery are given in section 025.20.00
PASSENGER COMPARTMENT.
6. Flight documentation case

The flight documentation case is placed in the middle of the vertical control channel in the plane of the
frame No. 7.
The case contains:
• Check lists of normal and emergency procedures
• Weight and centre of gravity record
• Flight plan
• Charts and plans of aerodromes
NOTE: The aircraft flight manual is placed in a special bag on the upper shelf of the rear baggage
compartment.
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7. Map spring clips

The map spring clips (holders) are fixed at the centre part of the control wheel of the first and/or second
pilot.
A. The MADELEC P/N 205-05-Mxxx (Order No. 92510933) LED lighted chart holders can be
installed on the steering wheels.
These chart holders have LED lighting with use the 12 LED diodes. Intensity of the lighting can be
regulated with use the potentiometer with OFF position..
For more information see the Data sheet on the website: www.madelec.fr
http://www.madelec.fr/pdf/TDS%20205%2005.pdf
FIG. 5 MADELEC P/N 205-05-Mxxx MAP HOLDER
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B. The P/N F0080922 (Order No. 92513237) Map holders can be installed on the steering wheels.
The P/N F0080922 map holder is small folding table for fixing of the flight plans or maps.
Mechanically fixing of the maps or plans provide the metal spring. Map holder has the folding
possibility with the two shifting levers for support of the sheet A5-A4 size.
LED Lighting with regulation is part of map holder.
FIG. 6 P/N F0080922 MAP HOLDER
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8. EFB -iPad holders

The flight compartment of the airplane can be equipped with the EFB -iPad holders
(RAM-B-189-TAB3-ALA1-KRU – Ord. No. 95254390) and USB sockets installation
– Refer to the figs. 7 and 8.
Description for the figs. 7 and 8:

(2) RAM-HOL-TAB-LGU RAM Tab-Tite Universal Clamping Cradle for 9” or 10” Screen Tablets
(Ord. No. 95254396) – 2 pcs;
(3) RAM-B-238U RAM diamond ball base with 1” ball (95254394) – 2 pcs;
(4) RAM-B-201U RAM double socket arm (94 mm) for 1” ball bases (95254392) – 2 pcs;
(5) RAM-B-230U RAM double 1” ball adapter (95254393) – 2 pcs;
(6) RAM-B-201U-C RAM long (152 mm) double socket arm for 1” ball bases (95254391) – 2 pcs;
(7) RAM-B-202U RAM 2.5" Round Base with the AMPs Hole Pattern & 1" Ball (95254395) – 2 pcs;
(8) B588165N Backplate – 2 pcs;
(9) ECF504-5M USB Type A Female Panel Mount Coupler (91671490) – 4 pcs;
(10) M5x25-A2 FABORY 51030 Screw (30000140) – 6 pcs.;
(11) M3x12 ISO 7380 (30000127) – 8 pcs;
(12) M3 CD DIN 980 Type V (33721053) – 8 pcs;
(13) 3.2 CD DIN 125-1 Type A Washer (35655632) – 8 pcs
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FIG. 7 EFB -IPAD HOLDERS AND USB SOCKETS INSTALLATION

(Description for fig. is mentioned on previously page)
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FIG. 8 EFB -IPAD HOLDERS AND USB SOCKETS INSTALLATION (CONT.)

(Description for fig. is mentioned on previously page)
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FLIGHT COMPARTMENT
SERVICING
1. Inspection of the navigator’s table and its tilting mechanism


Periodical
E. Procedures
(1) Tilt the navigator’s table into its operation position.
(2) Inspection of the navigator’s table and its tilting mechanism, incl. inspection of the spring clip condition
(situated on the left-hand side of the working surface of the table).
(3) Check the tilting of the navigator’s table in both limit positions.
(4) Check correct functioning of the spring clip on the left-hand side of the table.
(5) Defect not allowed: damaged paint coating, deformed or unstuck margin strips, deformed cover
sheets, defects of mechanical character, failure of tilting mechanism and its
catch, defective or fatigued clip spring.
(6) Tilt the navigator’s table back into the initial position.
2. Inspection of the spare fuse box (if installed)


Periodical
E. Procedures
(1) Check the condition of the spare fuse box
Defects not allowed: defective box, inclusion of spare fuses other than prescribed or of defective
ones.
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(2) Check completeness and the condition of the spare fuses in the box. Make up for missing
fuses.
The box shall contain the following spare fuses:
Fuse 0.4 A CSN 354733F/1500 10 pcs

Fuse 0.63 A CSN 354733F/1500 13 pcs
Fuse 1A CSN 354733F/1500 10 pcs
Fuse 1.6 A CSN 354733F/1500 5 pcs
Fuse 2A CSN 354733F/1500 1 pc
Fuse 2.5 A CSN 354733F/1500 3 pcs
Fuse 3.15 A CSN 354733F/1500 6 pcs
Fuse 4A CSN 354733F/1500 5 pcs
Fuse 5 CSN 354733F/1500 3 pcs
Fuse 6.3 CSN 354733F/1500 3 pcs
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FLIGHT COMPARTMENT
1. Removal and installation of the navigator’s table (if installed)

E. Procedures
(1) Removal of the navigator’s table (following procedure is write for RH navigator’s table):
Remove the ledge located under navigator’s table refer to the step 1a and 1b in fig. 401.
(2) Unlock the spring from the backstop refer to the step 2 in fig. 401.
(3) Push out the navigator’s table refer to the steps 3a up to 3e in fig. 401.
(a) Push out the navigator’s table to forward direction and push down – refer to the step 3b.
(b) Push out the navigator’s table backward until the pins are out of cutout of the hinge
– refer to the step 3c.
(c) Turn the navigator’s table so, that pins again not clicked into cutout of the hinge – refer to
the step 3d.
(d) Push up the navigator’s table direction over the hinge – refer to the step 3d.
(4) Pull out the navigator’s table to forward direction and pull to RH direction for remove the
navigator’s table from LH suspension.
(5) Perform the installation of the navigator’s table in reverse working process.
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FIG. 401 REMOVAL OF THE RH NAVIGATOR’S TABLE (LH NAVIGATOR’S TABLE IS MIRROR
IMAGE)
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DV - 3 FAN
1. Purpose
The fan with an electric motor is intended for air circulation in the flight compartment.
The fan propeller is fitted with rubber blades.
2. Technical data
Voltage 28 V
Input power 1A
Rotation speed 2400 - 3300 r.p.m.
Operation mode continuous
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DV - 3 FAN
SERVICING
1. Check of DV - 3 fan brush height and inspection of its collector-brush assembly

A. Fixture, Test and Support Equipment Power source 27 V, 40 A
B. Materials C 2029/9110 Varnish

P/N 995208 (Order No. 95223925) Carbon brush
- Dimension of new carbon brush 6x3.5x12.5mm
C. Tools ISOLA No. 706, 4.5x0.8 Screwdriver

Periodical
E. Procedures
(1) Unscrew two attachment screws of the rear fan cover. Remove the cover.
Defects not allowed: Evidence of collector burning, brush wear

(brush height must be at least 8 mm).
Replace the brushes for new ones if their height is insufficient. Clean burnt or soiled collector with
fine emery paper. Remove dust with a vacuum cleaner. Remove other impurities of the fan cover
or propeller with a napkin wetted in technical petrol.
(2) Check the fan for serviceability. Fan propeller must rotate in correct direction and no high collector
sparkling shall be visible.
(3) Reinstall the rear cover. Screw in the screws and lock them with varnish.
(4) Disconnect the fan from power source and insert it into the protective cover.
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DV - 3 FAN
1. DV - 3 fan removal and installation

B. Materials No. 400 Emery cloth A 4

Periodical
E. Procedures
(1) Fan removal

Remove the DV - 3 fan from the middle windshield column in the flight compartment.
Unscrew two screws using a screwdriver No. 697 (6x120) and then, having disconnected
the single-pin plug-and-socket connector, remove the fan.
(2) Fan installation

Install the fan on the middle windshield column and secure it with 2 original screws using
a screwdriver No. 697 (6x120) and then connect the single-pin plug-and-socket connector.
Clean the electrical bonding surfaces with emery cloth No. 400.
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PILOTS’ SEATS
1. General
The seats of both pilots are fitted with seat adjusting mechanism and are attached to the floor. The seat
adjusting mechanism is placed between the upper part of the front strut and the bottom part of the rear
seat strut. The adjusting mechanism enables the seat to be shifted upwards-downwards (60 mm travel)
and forwards-backwards (130 mm travel). Longitudinal and vertical seat positions are mutually dependent.
The seat proper consists of a metallic skeleton and foamy filler material which are coated with fabric.
Fixed on the rear backrest sides are the pockets for life jackets.
Each seat is provided with 2 shoulder and 2 thigh straps fitted with a ring lock and fixed to the seat skeleton.
The straps are inserted into the lock in the position marked with a dot. Then the lock control knob is turned
into the position marked with a cross in which the safety belts are secured. By turning the control knob into
the position marked "O", the safety belts get loosened. The length of individual straps may be changed by
the buckle fixed on each strap.
Both the pilot seats have removable elbow rests. At customer’s request the pilot’s seats can be fitted with
arm rests. The arm rests can be installed on the LH side of the captain’s seat and on the RH side of the
co-pilot’s seat. The arm rests can be set to five positions in the up-down direction. To adjust a suitable arm
rest position, the safety pin is to be removed, the arm rest raised or lowered, and the safety pin inserted
back into an appropriate hole in the arm rest frame.
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FIG. 1 PILOT’S SEAT

(1) Pilot’s seat; (2) Front strut; (3) Rear strut; (4) Front bracket; (5) Rear bracket; (6) Adjusting
mechanism; (7) Front bracket; (8) Rear bracket; (9) Central bracket; (10) Control wheel; (11) Cable;
(12) Safety belts; (13) Lock knob; (14) Pin; (15) Lock; (16) Buckle
Lock knob positions:
⋅ - insertion of individual straps into the lock
x - belts fastened
o - belts loosened
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FIG. 2 ELBOW REST ON PILOT’S SEATS (IF INSTALLED)

(1) Rest; (2) Pin; (3) Safety pin; (4) Spring; (5) Plate; (6) Screw with washer; (7) Safety pin ONL 3313
NOTE: The elbow rest is placed on the left hand side of the 1st pilot seat and on the right hand
side of the 2nd pilot seat.
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FIG. 3 PILOT’S SEAT (IF INSTALLED)

(1) Pilot’s seat; (2) Safety belts; (3) Lock knob; (4) Lock; (5) Buckle; (6) Truck; (7) Lever of adjusting
equipment for adjusting the seat up and down; (8) Adjusting equipment; (9) Lever of adjusting
equipment for adjusting the seat to the front - to the back; (10) Complete bowden; (11) Roller;
(12) Catch; (13) Detachable back rest; (14),(15) Seat; (16) Head rest; (17) Collapsible bench -
- at the right-hand pilot seat only - see figure 4
Lock knob positions:
⋅ - insertion of individual belts into the lock
x - belts secured
o - belts loosened
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FIG. 4 COLLAPSIBLE SEAT (IF INSTALLED)

(1) Collapsible seat; (2) Detachable back rest; (3) Safety pin; (4) Shift-out bar; (5) Guide tube;
(6) Strut
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PILOTS’ SEATS
FAULT ISOLATION
1. Adjusting mechanism does not turn or Seizing due to insufficient lubrication. Lubricate the adjusting mechanism.
turns only with difficulty.
2. The spring pins cannot be removed Deposits of dirt where spring pins are Clean the places of installation and
from the attachment brackets on the installed. the pins. Lubricate the pins.
floor.
3. Wheel of adjusting device slips Excessive quality of vaseline Wheel of adjusting device must be
spontaneously. lubricated adequately.
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PILOTS’ SEATS
1. Removal and installation of pilots’ seats and elbow rests

E. Procedures
(1) Removal of the pilot’s seats.
(a) Remove the elbow rest by pulling it upwards.
(b) By pulling the rings, take five spring pins out of the attachment brackets on the floor
(4 pins in the struts, one pin in the adjusting mechanism).
(c) Remove the pilot’s seat.
(2) Installation of the pilots’ seats.
(a) If the adjusting mechanism has been removed, it has to be re-installed on the seat into one
of the eyelets of the suspension assembly in such a way that it is directed towards the bracket
on the floor (note the differences between the left-hand and right-hand sides).
(b) Set the seat on four brackets.
(c) Match the holes and insert the spring pins

(pin rings must be directed away from the fuselage centerline).
(d) Slip the limiting cable under the head of the inner rear pin.
(e) Slip the elbow rest from the top onto the pins provided on the front and rear struts of the seat
so that the pins take such a position in which the elbow rest safety pins fit into recesses provided
in the pins.
(f) Fit the arm rest on the pins of the front and rear struts of the seat in such a way that the safety
pins of the arm rest fit into the recesses of the pins in the seat struts.
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SAFETY BELTS AMSAFE P/N 504388 SERIES

1. Purpose
The Restraint System is intended for use by the flight crew as a safety belt. The system is specially
designed to restrain a human body (seat occupant) during all flight attitudes and landings. The lap belts
can be used separately or with the shoulder harness.
2. Operation
A. Shoulder Harness Straps
The shoulder harness has a left and right hand strap. When the shoulder straps are unfastened, the
inertia reels roll up both straps.
B. Inertia Reels
When the Restraint System is in use, the inertia reel allows unrestricted movement in the seat. The
reel extends and retracts the shoulder harness as required. If a sudden acceleration force is applied
to the shoulder harness, the inertia reel and shoulder strap will automatically lock. The occupant in
the seat is held by the shoulder harness. When the shoulder harness is relieved of the force, the
locking action of the inertia reel is released and unrestricted movement within the seat is once again
permitted. For identification purposes the inertia reel is fitted with an equipment identification decal.
C. Lever and Control Cable
The Restraint System includes a two position lock lever and control cable assembly. When the lever
is in the "automatic lock" position, the inertia reel (shoulder harness) lock will engage only when
acceleration is applied to the shoulder harness. In the "manual lock" position, the shoulder harness
lock assembly is firmly locked. The inertia reels will not allow webbing to release from the reel until
the handle is moved to the "automatic lock" position.
D. Lap Belts and Crotch Strap (if installed)
There is a right and left hand lap belt portion. In addition to the sewn in connectors, the lap belts and
crotch straps (if installed) also have a sewn in adjuster for length adjustments. For identification
purposes the lap belts and crotch strap have a textile label.
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E. Rotary Buckle
The rotary buckle has a housing with five slotted sockets. Each socket has a specially designed
pawl, which latches and holds the connectors of the shoulder harness, lap belts, and crotch strap.
The pawl is designated at the factory so the rotary buckle will remain attached to one connector.
You can release the remaining connectors by rotating the buckle cover in either direction. The
shoulder harness can be separately released by pushing forward on the black tab located between
the shoulder harness fittings.
F. Fastening
Fasten the belts and straps as follows:
(1) In the seated position, grasp the rotary buckle with one hand and position it over the center of
the body. Use the other hand to bring over the connector of the lap belt. Insert the connector
into the lateral slot opposite to the other connector half.
(2) Adjust the length of the lap belts so that the rotary buckle takes up a central position and that
the lap belts pass over the pelvis.
(3) Tighten belts by pulling on the free end of webbing at the adjusters. Loosen belts by pulling on
the pull tabs on the adjusters.
(4) Insert the connector of the crotch strap in the lower slot of the rotary buckle (if not crotch fixed).
Adjust by pulling on the free end of webbing at the adjustable connector.
(5) Withdraw the shoulder straps from the inertia reel and insert the connectors into the upper slots
of the rotary buckle.
G. Release
NOTE: Do not allow the shoulder straps to be wound up unrestrained.
(1) Rotate the buckle cover in either direction to release the connectors.
(2) If the lap belts are to remain attached to the rotary buckle, push on the black tab on top of the
rotary buckle to release the shoulder harness.
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FAULT ISOLATION
1. Task - Testing on Aircraft

Use the following procedures to make an analysis of the performance of the restraint system while on
the aircraft. Table 102 is a fault isolation guide, which has been keyed to the test procedures. Use it to
isolate malfunctions that occur when you do the test.
A. Equipment and Materials

No equipment or materials required
B. Inspection Intervals
• Concurrently with WP- 025.00.00.G
• When malfunction is reported for failing requirements described in paragraph 1.
C. Procedure
• Follow procedures as dictated in table 101
• If restraint fails any tests in table 101, remove restraint for further evaluation or overhaul by
AmSafe Inc.
Table 101 - Restraint system test
Test
Procedure Limits
No.
1.0 Initial Test

1.1 Insert all connectors into rotary buckle. Connector engages.
1.2 Release connectors by rotating the rotary All but one of the connectors release. The
buckle cover clockwise. buckle cover should return to the closed
position.
1.3 Repeat step 1.1 then release connectors by All but one of the connectors release. The
rotating the rotary buckle cover buckle cover should return to the closed
counterclockwise. position.
1.4 Put the lever on the manual lock handle

assy in the “automatic locking” position.
1.5 Slowly pull the shoulder harness webbing all Webbing extends.
of the way out of the inertia reel assembly.
Observe webbing for freedom of reel action Webbing should not exhibit excessive web
and general appearance. fray or any cuts.
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Test
Procedure Limits
No.
1.6 Slowly let the webbing retract into the inertia Webbing retracts.
reel assembly.
1.7 Repeat steps 1.5 and 1.6 four times. The harness webbing extends and retracts
smoothly.
1.8 Hold the inertia reel assembly and withdraw The locking system should lock and the
approximately 25% of webbing from the reel webbing should not extend.
and rapidly accelerate the webbing until the
system locks.
1.9 Slowly let the webbing retract into the inertia Webbing retracts.
reel assembly.
1.10 Repeat steps 1.8 and 1.9 four times. The locking system should lock and the
webbing should retract.
2.0 Verify handle assembly control
2.1 Move the lever on the handle assembly from Linkage should move as handle is moved.
the "manual lock" position to the "automatic
lock" position.
2.2 Repeat step 2.1 four times. Linkage should move as handle is moved.
2.3 Move the lever on the handle assembly to The inertia reel assembly is locked. The
the “manual lock” position. webbing can not be extended.
2.4 Move the lever to the "automatic lock" The webbing can be extended. The inertia
position. reel assembly locks when sudden
acceleration is applied to the shoulder
straps.
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2. Procedure for Fault Isolation

When a Test Fails:
A. Find the number of the test in table 101 where the failure occurs.
B. Use the fault isolation procedure in table 102 to isolate the malfunction. All fault isolation procedures
are keyed to the Test No. column of Table 101.
Table 102 - Fault Isolation
Test No. Where

Probable Cause of Failure Repair Task
Failure Occurs
1.1 Damaged buckle or connector. Replace belt portion.
1.5 Damaged inertia reel assembly or Replace shoulder harness assembly.

webbing.
1.6 Damaged inertia reel assembly. Replace shoulder harness assembly.
1.7 Damaged inertia reel assembly or Replace shoulder harness assembly.

webbing.
2.1 Damaged handle or cable assembly. Replace the handle or cable assembly.
2.2 Damaged handle or cable assembly. Replace the handle or cable assembly.
CAUTION: THE RESTRAINT SYSTEM MAY NOT BE DISASSEMBLED BEYOND THE LEVEL
INDICATED BELOW. FURTHER REPAIR OF THIS SYSTEM MAY ONLY BE CARRIED
OUT BY AMSAFE INC. (USA), AMSAFE LTD. (UK) OR AN AMSAFE APPROVED
REPAIR STATION. AMSAFE INC. IS NOT RESPONSIBLE FOR DAMAGE OR
MALFUNCTIONS RESULTING FROM ANY UNAUTHORIZED ATTEMPT TO REPAIR
OR DISASSEMBLE THE RESTRAINT SYSTEM.
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CLEANING / PAINTING
1. Cleaning the safety belts

B. Materials Isopropyl Alcohol - Optional source,

HAZARD CODE 130D
Mild Soap - Optional source (household dishwasher
liquid soap, household laundry detergent)
Cloth lint-free - Optional source
Sponge or soft brush - Optional source
WARNING: BEFORE YOU USE A CLEANING MATERIAL, YOU MUST KNOW THE
HAZARD CODE AND OBTAIN THE NECESSARY PROTECTION. REFER TO
THE PAGE ABOUT HAZARD CODES FOR MATERIALS IN THE AMSAFE
INC. ABBREVIATED COMPONENT MAINTENANCE MANUAL.
NOTE: Equivalent alternatives are permitted for the equipment and materials in THE AMSAFE
Inc. ABBREVIATED COMPONENT MAINTENANCE MANUAL.
E. Procedures
(1) Task
To clean the restraint system, remove dirt and unwanted oil and grease. This helps the restraint
system to last longer and prevents corrosion of the metal parts. The webbing is to be cleaned
with fresh water and a mild soap. The metal fittings are cleaned with a cloth moistened with
isopropyl alcohol.
After cleaning the assemblies, protect them from moisture, dirt, or other contamination. Keep
them protected until you do a visual check and return the restraint system to service.
CAUTION: 1. THE RESTRAINT SYSTEM MUST NOT BE MACHINE-WASHED,

BECAUSE THE WEBBING WILL SHRINK AND ITS PERFORMANCE
CHARACTERISTICS WILL BE CHANGED SIGNIFICANTLY.
2. THE RESTRAINT SYSTEM MAY BE DRY-CLEANED. HOWEVER, THE
WEBBING WILL LOSE ITS ABRASION-RESISTANCE COATING AFTER
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EACH CLEANING AND ITS SERVICE LIFE WILL THEREFORE BE

DECREASED.
3. REFER TO THE “CHECK” SECTION OF THIS MANUAL TO DETERMINE
WHEN THE WEBBING OF A RESTRAINT SYSTEM MUST BE REPLACED
BY AM-SAFE OR AN AM-SAFE APPROVED REPAIR STATION.
4. WHEN CLEANING THE RESTRAINT SYSTEM, CARE MUST BE TAKEN
TO KEEP AWAY FOREIGN MATTER AND CLEANING MEDIA FROM THE
HARDWARE ASSEMBLIES.
5. NO SOAP OR WATER IS TO BE USED ON METAL PARTS.
(2) Cleaning the webbing.
(a) Attach pieces of cloth to cover the metal fittings
(b) Either:
Dry clean the webbing, (see cautions) or
Hand wash the webbing: a gentle scrub with a soft brush and cold soapy solution is
permissible.
(c) Dry the restraint system in an area that has a good flow of air. Do not dry the restraint
system in sunlight or near any source of heat.
(d) Inspect the dry restraint system.
(3) Cleaning hardware.
WARNING: WHEN USING ISOPROPYL ALCOHOL, FOLLOW THE DIRECTIONS AND

WARNINGS GIVEN BY THE MANUFACTURER. AVOID ANY CONTACT
WITH THE WEBBING MATERIAL.
(a) Clean the hardware with a lint free cloth moistened with isopropyl alcohol.
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CURTAINS
1. General
The roll-down curtains in the cockpit are intended for the blind-flight training of crews (IFR - flights).
The curtains cover the windshield and the lateral triangular glazing of the flight compartment – Refer to
the fig. 1. The flight compartment of the airplane can be equipped on request with the roll-down curtains
on the side windows between frames No. 6 and 7 – Refer to the fig. 2.
FIG. 1 ROLL - DOWN CURTAINS

(1) Upper left-hand curtain; (2) Upper right-hand curtain; (3) Left hand side curtain; (4) Right-hand
side curtain; (5) Upper central attachment fitting; (6) Pad; (7) Joint; (8) Cover; (9) Screw with
washer; (10) Upper left-hand attachment fitting; (11) Upper right-hand attachment fitting; (12) Plate;
(13) Attachment fitting arm; (14) Pin; (15) Screw; (16) Hook with screw and washer; (17) Left-hand
bottom attachment fitting; (18) Right-hand bottom attachment fitting; (19) Left-hand top attachment
fitting; (20) Right-hand top attachment fitting; (21) Pin; (22) Screw; (23) Screw with washer
a, b - holes in the curtain
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FIG. 2 ROLL-DOWN CURTAINS ON THE SIDE WINDOWS BETWEEN FRAMES No. 6 AND 7
(1) B092062L/R Lower hinge LH, RH – 1+1 pcs; (2) B095073L/P Upper hinge LH, RH- 1+1
pcs; (3) B406021N Backplate – 4 pcs; (4) B092061N Hook – 2 pcs; (5) B092065N Washer
– 4 pcs; (6) M4x8 CD 5S ONL 3147 (Ord. No. 31850408) – 4 pcs; (7) M3x12 CD 5S ONL 3147
(Ord. No. 31850312) – 4 pcs; (8) M3 CD Nut DIN 980 V type (Ord. No. 33721053) – 4 pcs;
(9) M4x10 CD 5S ONL 3147 (Ord. No. 31850410) – 4 pcs; (10) B406022L Roll-down curtain on
the LH side window – 1 pc; (11) B406022P Roll-down curtain on the RH side window – 1 pc;
(12) ) 4.3 CD DIN 125-1 type A (Ord. No. 35655643) – 4 pcs;
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CURTAINS
1. Removal and installation of curtains

E. Procedures
(1) Curtain installation.
(a) Insert the upper left-hand curtain (1) - see fig. 1 - into the joint (7) of the upper central attachment
fitting (5). Push the attachment fitting arm (13) aside and insert the opposite end of the left-hand
curtain into it. Remove the pin (14) from the hole "a" provided in the curtain and insert it into
the attachment fitting arm hole, thus fixing the curtain in this assembly.
NOTE: The pin (14) is marked with red colour.
(b) Install the upper right-hand top curtain (2) proceeding analogically to paragraph (1-a) of this
work procedure.
(c) Insert the left-hand side curtain (3) into the left-hand bottom attachment fitting (17). Set the
top end of left-hand curtain into the left-hand top attachment fitting (19). Remove the pin (21)
from the hole "b" provided in the curtain and insert it into the left-hand top attachment fitting
arm hole, thus fixing the curtain in the assembly arm.
NOTE: The pin (21) is marked with red colour.
(d) Install the right-hand side curtain (4) proceeding analogically to paragraph.(1-c) of this work
procedure.
(e) Roll out the upper curtains and fix them in the hooks (16). Roll out the side curtains and fix
them on the pins (23).
(2) Curtain removal
(a) After loosening the curtains from hooks (16) and pins (23), the curtains will be rolled on the
bars by the springs installed in the latter.
(b) Remove the pin (21) of the left-hand top attachment fitting (19) hole and insert it into the hole
"b" in left-hand side curtain (3). Remove the left-hand side curtain (3) from the left-hand top
attachment fitting (19) and from the left-hand bottom attachment fitting (17).
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(c) Remove the right-hand side curtain (4) proceeding analogically to paragraph (2-b) of this work
procedure.
(d) Remove the pin (14) of the attachment fitting arm (13) hole and insert it into the hole "a" in
the upper left-hand curtain (1). Remove the upper left-hand curtain (1) from the attachment
fitting arm (13) and from the upper central attachment fitting (5) joint (7). To do this, push
the attachment fitting arm (13) aside.
(e) Remove the upper right-hand curtain (2) according to paragraph.(2-d) of this work procedure.
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PASSENGER COMPARTMENT
1. General
The passenger compartment is situated behind the flight compartment as far as the bulkhead No. 21.
The passenger compartment is separated from the flight one by a stationary partition with curtains.
The passenger compartment is upholstered and protected against noise by sound insulation.
Passenger compartment floor is covered by a carpet.
Emergency exits are located in the centre section the passenger cabin, on both the LH and RH sides.
Situated on the left-hand side in the rear part of the passenger compartment is the entrance door.
Near the entrance door there is a shelf with hooks where headwear and clothes may be put off.
The passenger compartment is provided with foldable serving plates and a newspaper magazine holder
(if installed).
At customer’s request the aircraft can be modified and delivered in the following versions:
1.1 Passenger transport version – 19 seats (basic version)

The passenger compartment is provided with 5 single seats on the LH side and 7 double seats on the
RH side (see fig.1)
FIG. 1 PASSENGER COMPARTMENT FURNISHINGS

(1) Single passenger seat, (2) Double passenger seat, (3) Rear baggage compartment,
(4) Shelf for headwear and rack, (5) Toilet, (6) Foldable serving plate (if installed),
(7) Newspaper and magazine holder (if installed), (8) Refresh bar (if installed)
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1.2 Passenger transport version – 17 seats

The passenger compartment is provided with 5 single seats on the LH side and 6 double seats on the
RH side (see fig. 2)
FIG. 2 PASSENGER COMPARTMENT (COMMUTER AIRCRAFT)

(1) Single passenger seat, (2) Double passenger seat, (3) Air stair locker, (4) Toilet, (5) Folding
table, (6) Newspaper and magazine holder, (7) Rear baggage compartment, (8) Pilot
emergency exit door, (9) Passenger emergency exit door, (10) Rack, (11) Room for baggage,
(12) Signaling panel (Signalization to call in the crew ), (13) Curtain, (14) Fan
1.3 Passenger transport version – 11 seats

In the front section of passenger compartment three rows of seats are installed (i.e. 7 seats). The seats
are provided with foldable serving plates. In the rear section (between frames No.13 and 18), two
double seats with armrests are installed facing a conference table with foldable leaves (see Fig. 3).
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FIG. 3 PASSENGER COMPARTMENT (EXECUTIVE VERSION)

Passenger seats, (2) Front double seat with armrests, (3) Conference table, (4) Rear double
seat with armrests, (5) Box for storing air stairs, (6) Buffet, (7) Toilet, (8) Baggage
compartment, (9) Shelf for headwear and rack, (10) Curtains, (11) Newspaper holder, (12)
Emergency exit
NOTE: Glass holders, Map spring brackets and Pilot’s head rest not shown.
1.4 Passenger executive version – 8 seats
In the front and rear section of passenger compartment, two double seats with armrest are installed
facing a conference table with foldable leaves (see Fig. 4).
FIG. 4 PASSENGER COMPARTMENT LAYOUT (EXECUTIVE VERSION)

(1) Newspaper rack, (2) Forward double-seat, (3) Table, (4) Rear double seat, (5) Toilet, (6)
Curtain, (7) Refrigerator (if installed), (8) Galley (if installed), (9) Air stair locker, (10) Fan, (11)
Attendant seat
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1.5 Flying ambulance

There is a possibility of installing medical equipment. The medical equipment serves for
transportation of wounded (ill) persons on seats and nurse.
The medical equipment comprises:
1. Carrier bar No.1 B 099 209 N 2
2. Carrier bar No.2 B 094 219 N 2
3. Adjustable support bar No.3 B 094 225 N 3
4. Connection bar No.4 B 094 230 N 2
5. Fastening belt No.5 B 094 240 N 4
6. Nurse table No.7 B 094 280 N 1
7. Lower spar No.8 B 094 245 N 1
8. Lower spar No.9 B 094 250 N 1
9. Upper spar No.10 B 094 254 N 1
10. Side spar No.11 B 094 265 N 1
11. Rest No.15 B 094 290 N 1
12. Back curtain No.16 B 094 270 N 2
13. Clamp No.17 B 094 275 N 2
14. Bracket No.18 B 094 203 N 2
15. Foot No.19 B 094 204 N 2
16. Curtain No.20 B 094 205 N 1
17. Curtain No.21 B 094 202 N 1
18. Canister for drinking water B 591 501 N 1
19. Litter bin No.24 (holder) B 094 381 N 1
20. Pad (without number) B 094 241 N 2
21. Screw with clasp (without B 094 649 N 3

number)
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22. Standard connection part as per list stored in the case set
23. Three-place seat B 094 441 N 1
24. Three-place seat B 094 443 N 1
25. Stretcher CSN 847012 6
26. Box for a stretcher C 050073 N 1
NOTE: The medical equipment is supplied packed and stored in the pocket.
Description of ill person transport equipment:
Seats are located on the left hand side of the passenger compartment between frames No.8 and
No.14. They serve for transport of 5 wounded persons. The support seat frame is locked by landing
secure pins into holes in the floor and by screwing the holder. Above seats below windows are
rests. The rests are fixed with screws in frames. The nurse table is fixed in a rotating way into the
suspensions between frames No.14 and 15 on the left side of the passenger compartment. The
table for a nurse is in operation fixed and locked with the support frame. The table support frame is
locked with a holder screwed to the floor. In the initial (tilted) position the nurse table is fixed with a
special knob at the 14th frame. The table support bar is secured with a leather clip on the table.
The standard stretch fixing design consist of bars (1), (2) – see Fig.6 and the fastening belts (5).
The support bars are connected to the feet (13), to the beam (6) on the floor, to the bracket (12)
and to the beam (9) on the aircraft compartment side. Always two bars and two bars are connected
with adjustable connection rod (4). Safety belts are hung on suspensions (11) and spar (8) near to
the compartment ceiling. They pass through the clamps (10) and the beam (7) and are locked with
clamps on the belts. To strengthen frames No.13 and 17 adjustable support bars (3) are fixed into
holes in the clamps and the attachments.
Another equipment consists of a litter bin located below the nurse table and canister with drinking
water located in the room of the 17th frame on the right side.
Medical material (necessary for medical care and transport of ill or wounded persons) is stored in
the baggage compartment.
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FIG. 5 ARRANGEMENT OF ILL PERSONS TRANSPORT EQUIPMENT

(1), (2) Stretcher, (3), (4) Seat, (5) Table for a nurse, (7) Litter bin, (8) Canister with drinking
water, (9) Rests
FIG. 6 STRETCHER FIXING DESIGN (PART 1)

(1), (2) Support bars, (3) Adjustable support bars, (4) Connection rod, (5) Fastening belts, (6),
(7) Lower beam, (8) Upper beam, (9) Side beam, (10) Clamp, (11) Upper suspension, (12)
Bracket, (13) Foot, (14), (15) Safety pin.
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FIG. 6 STRETCHERS FIXING DESING (PART 2)
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FIG. 7 INSTALLATION OF SEATS AND TABLE FOR NURSE

(1) Table for nurse, (2) Auto knob, (3) Attachment, (4), (5) Seats. (6), (7) Rests, (8) Pad,
(9) Holder
1.6 Parachute jumping

The parachute jumping consist of the following basic items:
• seats
• anchor cables
• signaling
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FIG. 8 LOCATION OF SEATS AND AVAILABLE SPACES IN THE AIRCRAFT CABIN – PARACHUTE
VERSION
(1) Seats of parachutist, (2) Holes and covers in the ceiling for PARA ropes, (3) Rear baggage
compartment, (4) Toilet, (5) Paratroop guide seat
Seats
Seats (1) – see Fig. 8 aircraft cabin. There are 6 places on the right side (two three-seated benches),
twelve places in total. The seat for the parachute guide is assigned (5) on the right side by the baggage
compartment in the opposite of the main door. The seats are fixed on the air channels of the air-
conditioning system. Each seat is provided with its own abdominal fastening belt and a pocket for
depositing of a life jacket.
NOTE: Rests above the seats are not mounted in a paradropper version.
Anchor cables
Anchor cables (4) – see Fig. 9 serve for forced opening of the parachute of paratroopers. Each row of
the paratroopers is provided with own cable which is fixed in front on the 8th bulkhead (each separately).
The anchor cables couple in the rear on the suspensor (on the 18th bulkhead).
Signaling parachuting
Signaling of parachuting serves for intercommunication between the co-pilot and the parachute guide.
Signaling of parachuting consists of:
• signaling box of a parachuting
• signaling panel
• acoustic signaling
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FIG. 9 LOCATION OF THE PARACHUTE JUMPING

(1) Seats of paradroopers (three seated), (2) Seat of the parachute guide, (3) Fastening belts,
(4) Anchor cables, (5) Turnbuckle, (6) Front suspensors, (7) Rear suspensors, (9) Holder,
(10) Securing belt, (11) Cover B 593 779 N, (12) Screw M 3, (13) Screw M 6
The signaling box (1) – see Fig. 10 is placed between the 5th and 6th bulkheads. On the box there are
three push-button change-over switch LUN 3211-8 (READY, GO, STOP), four check lights SLC-51
(yellow – READY, green – GO, red – STOP, white – FINISHED) and (9) key switch VG 15K-2S
(JUMPING). Signaling panel (10) is placed in front of the main door between the 14th and 15th bulkhead
on the left. On the signaling panel there are 3 lights –modified CHS-39 (yellow – READY, green – GO,
red – STOP) and a push button switch LUN 3211-8 (FINISHED). Acoustic signaling consists of a bell
(15) SEZ-45-2 placed between the 16th and 17th bulkheads. A circuit breaker (16) AZRGK-5 (JUMPING)
is placed on the overhead panel.
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FIG. 10 SIGNALING PARACHUTING

(1) Signaling box of parachuting, (2) Push button change-over switch LUN 3211-8 (READY),
(3) Push button change-over switch LUN 3211-8 (GO), (4) Push button change-over switch
LUN 3211-8 (STOP), (5) Checking light SLC-51 (yellow – READY), (6) Checking light SLC-51
(green – GO), (7) Checking light SLC-51 (red – STOP), (8) Checking light SLC-51 (white -
FINISHED), (9) Key switch VG15K-2S (JUMPING), (10) Signaling panel, (11) Light CHS-39-
modified (yellow – READY), (12) Light CHS-39-modified (green – GO), (13) Light CHS-39-
modified (red – STOP), (14) Press button change-over switch LUN 3211-8 (FINISHED),
(15) Bell SEZ-45-2, (16) Circuit breaker AZRGK-5 (JUMPING).
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FIG. 11 INSTRUMENT PANEL OF PARACHUTE GUIDE

(1) Instrument clock ACS-1M; (2) Airspeed indicator LUN 1113.12; (3) Altimeter LUN 1124.12;
(4) Shield LUN 3591.22; (5) Pushbutton 205K
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FIG. 12 SCHEME OF SIGNALLING RACKET (IF INSTALLED)

(1) Flare gun EKSR-46 (9); (2) Signalling panel 571854 045771 or 443854 040771; (3) Circuit
breaker – JUMPING AZGRK 5
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Supplementary equipment
Supplementary equipment consists of:
• instrument panel of parachute guide
• fastening belts
1.7 Cargo version

(if installed – see section 025.52.00)
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SERVICING
1. Wounded person loading (if flying ambulance is installed)

E. Procedures
Wounded person loading is carried out in the following way:
(1) Open the main door and lock then in the open position
(2) Tilt the table to the aircraft wall, secure with belt at the auto knob and lock the table support with
a leather clamp to the table plate.
(3) Hang the standard stretcher from up to down and start with the upper front stretcher
NOTE: - Before your start loading stretcher check locks condition the support bar. The lock shall
be in accordance with the state drawn in Fig. 301.
- Adjustable support (3) – see Fig. 6 shall be removed during landing wounded persons.
(4) After hanging stretcher secure the stretcher with clamps on safety belts, pass safety belts
through clamps in the floor and secure with buckles.
(5) To strengthen frames 8, 13 and 17 fix the adjustable support bars (3) – Fig. 6
(6) Embark slightly wounded persons.
(7) Tilt the unused table and fix to the floor.
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FIG. 301 LOCKER

(1) Unlocked position, (2) Locked position
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1. Removal and installation equipment for wounded persons (if flying ambulance is
installed)
E. Procedures
NOTE 1: Carry out the following work before you start installation of the equipment.
NOTE 2: Remove passenger seats on the left and right side of the passenger compartment.
NOTE 3: Remove 8 upholstered lids below the windows on the left side of the aircraft and 3
upholstered lids on the right side.
(1) Installation of stretcher fixing
(a) Remove blinders from the compartment side at the 8th frame (on the right side of the
fuselage by the emergency exit). Unscrew 4 blinder screws at the edge on the floor and 6
blinders in the aircraft axis.
(b) Fix foot No.19 into the floor and fix the clamp No.17 with 10 CSN 021101.44 screws. Fix
the upper attachment No.16 with six CSN 021101.44 screws M6x22. Fix the bracket No.18
to the aircraft side wall with CSN 021101.44 screws M6x22. Slip carrier bar No.1 on aircraft
side wall and hang the fastening belt No. 5 into the ceiling on a CSN 3342.04 secure pin
8x40.
(c) Remove the blinders from the aircraft side wall at the 12th, 13th, and 14th frame (on the right
side of the aircraft compartment between the 3rd and 6th window from the front part of the
compartment). Unscrew 24 blinders at the edge or the floor and in the fuselage axis.
(d) Fix the lower spar No.8 at 12th, 13th and 14th frame into the floor next to the edge with 8
CSN 021101.44 screws M6x30. In the aircraft compartment axis fix the lower spar No. 9 at
the 12th, 13th and 14th frame to the floor with 8 CSN 021101.44 screws M6x23. Fix the side
wall at 12th and 14th frame with 8 CSN 021101.44 screws M6x25. Screw the upper spar
No.10 to the compartment ceiling with 8 CSN 022101.49 screws M6x22.
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NOTE: In the space beyond the 24th frame and in front of the 14th frame it is necessary to
follow prescribed screws length – nuts are sealed.
Install the carrier bar No. 2 on the aircraft compartment side behind the 12th frame and
connect it to the forward carrier bar No. 1 at the 1st and 3rd frame by a connection bar
No. 4 with two LEN 3342.04 secure pins 8x40.
(e) Remove the blinder from the side of the 17th frame (on the right aircraft compartment side
opposite the main door).
Unscrew 4 blinder screws at the edge of the floor and 6 blinders in aircraft axis.
(f) Screw the foot No. 19 and the clamp No. 17 with 10 CSN 021101.44 screws M6x25 into
the floor.
(g) Screw the bracket No. 18 with 6 pieces of CSN 021101.44 screws M6x22 on the side
aircraft wall. Screw the back curtain No. 16 with pieces of CSN 021101.44 screws to the
ceiling. Hang the fastening bolt No. 5 on the LeN 3342.04 secure pin 8x40. Slip the carrier
bar No. 2 on the aircraft compartment side and connect to the bar No. 1 at the 13th frame
by the connection bar No. 4 with two LeN 3342.04 secure pins 8x40.
(h) To straighten the 8th, 13th and 17th frame fix the adjustable support bar No. 3.
(2) Installation of slightly wounded person seats.
(a) Adjust the seat so that pins will fit into the floor and set the holes for screws at the air-
conditioning channel (heating).
(b) Set washers and screw the screws (7 pieces) into the air - conditioning channel.
(c) Set the holder at the pipe frame and at the hole for a screw on the floor. Screw the holder.
(3) Installation of the nurse table
(a) Remove the blinders at the 14th and 15th frames (at the main door) on the left side of the
aircraft compartment. Screw attachments No. 20 and 27 with two CSN 021146-2K screws
M5x15 at the place of the 14th frame. Slide the table No. 7 on the attachments and slip the
ONL 3331 pins 5x26 (to the 14th frame with the head forward) which lock the ONL 3271
washers 5.0.5 ONL 3271 and the ONL 3345 fuses 1.5. Put the support table frame pins
into the holes on the floor and secure the frame with a screw with B 094 649 N clam.
(4) Installation of the canister with water and of the litter bin.
(a) In the space of the 21st frame screw the support (2) and the litter bin with canister with
drinking water refer to Fig. 401. The canister support is fixed to the floor with the help of a
shim (3) which must be set on the proper place during installation of the carrier bar (1).
(b) Install the litter bin holder under the nurse table install this holder at heat channel on the
screws remaining after removing the passenger seat. Adjust the holder at the holes with
riveted nuts on the heating channel. Fix the holder by two screws and set the litter bin.
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(5) Removal of the stretcher fixing design (if removed) nurse table, canister with drinking water and
litter bin.
FIG. 401 INSTALLATION OF THE CANISTER WITH DRINKING WATER

Carrier bar, (2) Support, (3) Shim
(a) Removal of the stretcher fixing design (if installed), nurse table and canister with drinking
water perform in the reverse sequence as describe in items 1, 2, 3, 4 of this work
procedure.
NOTE: After removal of equipment as per item 5-a install the blind screws. Install passenger seats in
the passenger compartment back. The blind (14 pieces in all), which was removed before
installation put again into the empty holes.
2. Removal and installation of the parachute seats (three-seated benches) (if parachute
jumping is installed)
E. Procedures
(1) Removal of the seats
(a) Screw out the screw in the floor fixing the holder of the tube frame of the seat. Take off the
holder.
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(b) Screw out the screw (7 pieces) fixing the seat to the channel of the airconditioning
(heating) and take off the washer.
(c) Draw out the seat on pins from the floor and put aside on the auxiliary table.
(2) Installation of the seats
(a) Fix the seat by ppins to the floor and holes on the channel of the airconditioning system
(heating).
(b) Adjust the washer and screw the screws (7 pieces) to the channel of the airconditioning
system (heating).
(c) Adjust the holder on the tube frame and on the hole for the screw in the floor. Fix the
holder by means of a screw.
NOTE: The removal and installation of the other three seats of parachutes is being done in
the same maner.
3. Removal and installation of the anchor cables (if parachute jumping is installed)
E. Procedures
(1) Removal of the anchor cables
(a) Take out the securing pins at the front hinges of the anchor cables and take out the pins.
The anchor cables to be put down the floor of the aircraft cabin.
(b) Take out the split pin at the rear hinge, take out thewasher with the pin talce down the
cables with the hing.
(c) Coil the cables and get them stored.
(2) Installation of the anchor cables
(a) Put the anchor hinge of the cables to the hinges on the ceiling in the rear part of the aircraft
cabin. Put in the pin with the washer and secure by a new split pin.
(b) The front part of the anchor cables is to be put into the hinges on the ceiling and the pins
slided. Secure the pins by securing pins.
(c) Straighten the anchor cables so that the slacken is 150 mm – 20 mm (measured from the
ceiling of the cabin for passengers 600 mm from the rear hinge by the action of strength
49 N(5 kp)).
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4. Removal and installation of the tables of passenger executive (VIP) version (if installed)
B. Materials B595088N Installation kit of Front table;

B593209N Installation kit of Rear table
E. Procedures
(1) Installation of B595088N salon front table – Refer to the fig. 402:
WARNING: FOR TABLE FIXING ONLY THE PRESCRIBED SCREWS SHALL BE USED.
SALON TABLE SHALL BE INSTALLED ON A CARPETED FLOOR ONLY.
(a) Remove the respective covers from Velcro tapes on the right side of fuselage and tilt the
two top holders (3) of the table (1). At first installation, install the leg (2) on the desk of
table (1) with use screws (10).
(b) Match the round holes of the leg (2) with holes in the floor of fuselage and the holes of
table with holes of the top holders (3) on the right side of fuselage.
(c) After that put on the screws (4) see fig. 402 into the washes (6) and round holes of the
table and holders (3) from top side of the table. Install the washers (5) and nuts (8) on the
screws and tighten them.
(d) Install the screws (9) into the round holes of the leg and tighten them.
(2) Removal of B595088N salon front table:
(a) Loosen and unscrew the screws (9) attaching the salon table to the salon compartment
floor.
(b) Loosen and unscrew the screws (4) (nuts (8), washers (5, 6)) attaching the salon table to
the top holders (3) on right side of fuselage.
(c) Remove the salon table by pulling the table upward.
(d) Tilt up the two top holders (3) on the right side of fuselage and install the covers on the
Velcro tapes on respective places on the right side of fuselage.
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FIG. 402 B595088N FRONT TABLE OF THE PASSENGER EXECUTIVE (VIP) VERSION
(1) B093257N Front table; (2) B595773N Leg; (3) Top holder; (4) M8x45 – A2 FABORY 51060
Screw (2 pc); (5) 8.4 CD Washer (2 pc); (6) B595087N Washer (2 pc); (8) M8 CD ONL 3248
Nut (2 pc); (9) M6x25 ISO 4762 Screw (2 pc); (10) 4.8x13 A2 DIN 7971C Screw (6 pc)
(3) Installation of B593209N salon rear table – Refer to the fig. 403:
WARNING: FOR TABLE FIXING ONLY THE PRESCRIBED SCREWS SHALL BE USED.
SALON TABLE SHALL BE INSTALLED ON A CARPETED FLOOR ONLY.
(a) Remove the respective covers from Velcro tapes on the right side of fuselage and tilt the
two top holders (3) of the table (1). At first installation, install the leg (2) on the desk of
table (1) with use screws (10).
(b) Match the round holes of the leg (2) with holes in the floor of fuselage and the holes of
table with holes of the top holders (3) on the right side of fuselage.
(c) After that put on the screws (4) see fig. 402 into the washes (6) and round holes of the
table and holders (3) from top side of the table. Install the washers (5) and nuts (8) on the
screws and tighten them.
(d) Install the screws (9) into the round holes of the leg and tighten them.
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(4) Removal of B593209N salon rear table:
(a) Loosen and unscrew the screws (9) attaching the salon table to the salon compartment
floor.
(b) Loosen and unscrew the screws (4) (nuts (8), washers (5, 6)) attaching the salon table to
the top holders (3) on right side of fuselage.
(c) Remove the salon table by pulling the table upward.
(d) Tilt up the two top holders (3) on the right side of fuselage and install the covers on the
Velcro tapes on respective places on the right side of fuselage.
FIG. 403 B593209N REAR TABLE OF THE PASSENGER EXECUTIVE (VIP) VERSION
(1) B093258N Front table; (2) B595773N Leg; (3) Top holder; (4) M8x45 – A2 FABORY 51060
Screw (2 pc); (5) 8.4 CD Washer (2 pc); (6) B595087N Washer (2 pc); (8) M8 CD ONL 3248
Nut (2 pc); (9) M6x25 ISO 4762 Screw (2 pc); (10) 4.8x13 A2 DIN 7971C Screw (6 pc)
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5. Removal and installation of the salon seats of passenger executive (VIP) version
(if installed)
B. Materials B515440N Screw (8 pc);

B093437N Screw (4 pc)
C. Tools 12x11 CSN 230611.6 open-end spanner
E. Procedures
(1) Installation of salon seats:
WARNING: FOR SEAT FIXING ONLY THE PRESCRIBED SCREWS WITH NON
-REMOVABLE WASHER SHALL BE USED. SALON SEATS
SHALL BE INSTALLED ON A CARPETED FLOOR ONLY.
(a) Make sure that the clearance between the screw heads and the floor surface is sufficient.
(b) Match the round holes of the legs with holes in the floor of fuselage fig. 404 pos.2. After
that put on the screws fig. 404 pos.1 and 5 into the round holes of the legs and tighten the
screws.
NOTE: For tightening the screws attaching the salon seats to the floor use the
12x11 CSN 230611.6 open-end spanner.
(2) Removal of salon seats:
(a) Loosen and unscrew the screws fig. 404 pos.1 and 5 attaching the salon seats to the salon
compartment floor.
NOTE: For loosening the screws attaching the salon seats to the floor use the 12x11,
CSN 23 0611.6 open-end spanner.
(b) Remove the double salon seat fig. 404 pos.3 and.4) sets by pulling the seats upward.
(c) Replace damaged attachment screws by new ones.
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FIG. 404 SALON SEATS

(1) B515440N Screw (8 pc); (2) Hole; (3) (4) Double salon seats, (2) B093437N Screw (4 pc)
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PASSENGER’S SEATS
1. General
The passenger’s seat are designed as single-seat units situated on the LH side and as double-seat sets
situated on the RH side. The single-seat units and double-seat sets differ from each other only by the
legs by means of which the seats are fixed to the passenger compartment floor. The seat structure
consists of a metallic skeleton filled with foamy material and coated with fabric. Design of seats protects
luggage from moving round the floor.
The seats are fitted with inflammable removable washable covers buttoned to them. Each passenger’s seat
is provided with a safety belt.
The safety belt consists of two straps, two anchoring buckles and a lock. The length of the safety belt is
adjusted on the lock. The safety belt is fastened by coupling both lock parts.
By depressing the red pushbutton on the top lock side the safety belt is loosened. The pockets for life jackets
are attached to the underside of the seats (in the middle).
The passenger seats can be provided with foldable serving plates and integral headrests.
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FIG. 1 PASSENGERS’ SEATS

(1) Single-seat unit; (2) Double-seat set; (3),(4),(5) Legs; (6) Flange; (7) Safety belt; (8) Lock;
(9) Removable cover
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FIG. 2 PASSENGERS’ SEATS WITH THE INTEGRAL HEADRESTS (IF INSTALLED)

(1) Single-seat unit; (2) Double-seat set; (3),(4),(5) Legs; (6) Flange; (7) Safety belt; (8) Lock;
(9) Removable cover
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PASSENGERS’ SEATS
1. Removal and installation of single and double passenger seat sets

C. Tools 12x11 CSN 230611.6 open-end spanner

B 096 039 N special wrench
E. Procedures
(1) Removal of the passengers’ seats.
(a) Loosen the screws attaching the passengers’ seats to the passenger compartment floor and
to the heating channels on both fuselage sides.
NOTE: For loosening the screws attaching the passengers’ seats to the heating
channels on both fuselage sides use the B 096 039 N special wrench.
For loosening the screws attaching the seats to the floor use the 12x11,
CSN 23 0611.6 open-end spanner from the B 096 471 N kit.
(b) Shift the single-seat (or double-seat) sets backwards and then remove them by pulling the
seats upwards.
(c) Replace damaged attachment screws by new ones.
(2) Installation of passengers’ seats.
WARNING: FOR SEAT FIXING ONLY THE PRESCRIBED SCREWS WITH NON-
-REMOVABLE WASHER SHALL BE USED. PASSENGERS’ SEATS
SHALL BE INSTALLED ON A CARPETED FLOOR ONLY.
(a) Make sure that the clearance between the screw heads and the floor surface (or the heating
channel) is sufficient.
(b) Match the round holes on the rear side of the legs with the screws and then slip the legs on
the screws and shift the seats forwards as far as the stop. Grooves on the front side of the
legs must be set on the screws.
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(c) Tighten the screws.
NOTE: For tightening the screws attaching the passengers’ seats to the heating channels on
both fuselage sides use the B 096 039 N special wrench. For tightening the screws
attaching the seats to the floor use the 12x11 CSN 230611.6 open-end spanner.
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1. Purpose
The Lap Belt Assembly is intended for use by the seat occupant as a safety restraint. The system is
designed to keep a human body (seat occupant) seated during all flight altitudes and landings.
NOTE: Safety belts AmSafe P/N 2019 Series:
• P/N 2019 - 1-XXX-XXXX (for passengers)
• P/N 2019 - 5-011-XXXX (for child)
2. Operation
A. Fastening
In the seated position, pull the two lap belt portions over towards the body center. Insert the
connector into the buckle until the latch block audibly engages the recess in the connector. For
shortening the lap belt, pull at the free end of the webbing at the buckle. The belt is held at the
chosen length by the jamming action of the load bar in the buckle. For lengthening the belt, grasp the
buckle and rotate it approximately 45 degrees. Pulling at the buckle will lengthen the belt. If the
extension assy is required, insert the connector of the extension into the buckle of the lap belt. Insert
the connector of the lap belt into the buckle of the extension.
B. Releasing
For releasing the lap belt, lift the buckle cover. This action will release the connector, which can then
be withdrawn from the buckle. Place the lap belt portions on the seat to prevent them from being
damaged and soiled.
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FAULT ISOLATION
1. Task - Testing on Aircraft

Use the following procedures to make an analysis of the performance of the lap belt while on the aircraft.
Table 102 is a fault isolation guide, which has been keyed to the test procedures. Use it to isolate
malfunctions.
A. Equipment and Materials

No equipment or materials required
B. Inspection Intervals
• Concurrently with WP- 025.00.00.G
• When malfunction is reported for failing requirements described in paragraph 1.
C. Procedure
• Follow procedures as dictated in table 101
• If restraint fails any tests in table 101, remove restraint for further evaluation or overhaul by
AmSafe Inc.
Table 101 - Restraint system test
Test
Procedure Limits
No.
1.0 Lap belt and Extension

1.1 Insert connector into buckle. Connector engages.
1.2 Release connector by lifting the buckle Connector releases. The buckle cover
cover. should return to the close position.
1.3 Repeat step 1.1 and 1.2 four times. The connector engages and releases the
buckle cover returns to the close position.
1.4 Adjust webbing in buckle by pulling on the Webbing must adjust and should not
free end of webbing. exhibit excessive web fray or any cuts.
1.5 Repeat step 1.4 four times Webbing must adjust and should not
exhibit excessive web fray or any cuts.
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2. Procedure for Fault Isolation

When a Test Fails:
A. Find the number of the test in table 101 where the failure occurs.
B. Use the fault isolation procedure in table 102 to isolate the malfunction. All fault isolation procedures
are keyed to the Test No. column of Table 101.
Table 102 - Fault Isolation
Test No. Where

Probable Cause of Failure Repair Task
Failure Occurs
1.1 Damaged buckle or connector Replace lap belt and/or extension
assembly.

assembly.

assembly.
1.4 Damaged buckle assembly or webbing Replace lap belt and/or extension
assembly.
1.5 Damaged buckle assembly or webbing Replace lap belt and/or extension
assembly.
CAUTION: THE LAP BELT MAY NOT BE DISASSEMBLED. FURTHER REPAIR OF THIS
ASSEMBLY MAY ONLY BE CARRIED OUT BY AM-SAFE INC. (USA), AM-SAFE LTD.
(UK) OR AN AM-SAFE-APPROVED REPAIR STATION. AM-SAFE INC. IS NOT
RESPONSIBLE FOR DAMAGE OR MALFUNCTIONS RESULTING FROM ANY
UNAUTHORIZED ATTEMPT TO REPAIR OR DISASSEMBLE THE RESTRAINT
SYSTÉM.
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CLEANING / PAINTING
1. Cleaning the safety belts

B. Materials Isopropyl Alcohol - Optional source,

HAZARD CODE 130D
Mild Soap - Optional source (household dishwasher
liquid soap, household laundry detergent)
Cloth lint-free - Optional source
Sponge or soft brush - Optional source
WARNING: BEFORE YOU USE A CLEANING MATERIAL, YOU MUST KNOW THE
HAZARD CODE AND OBTAIN THE NECESSARY PROTECTION. REFER TO
THE PAGE ABOUT HAZARD CODES FOR MATERIALS IN THE AMSAFE
INC. ABBREVIATED COMPONENT MAINTENANCE MANUAL.
NOTE: Equivalent alternatives are permitted for the equipment and materials in this list (in
THE AMSAFE Inc. ABBREVIATED COMPONENT MAINTENANCE MANUAL.
E. Procedures
(1) Task
To clean the restraint system, remove dirt and unwanted oil and grease. This helps the restraint
system to last longer and prevents corrosion of the metal parts. The webbing is to be cleaned
with fresh water and a mild soap. The metal fittings are cleaned with a cloth moistened with
isopropyl alcohol.
After cleaning the assemblies, protect them from moisture, dirt, or other contamination. Keep
them protected until you do a visual check and return the restraint system to service.
CAUTION: 1. THE RESTRAINT SYSTEM MUST NOT BE MACHINE-WASHED,

BECAUSE THE WEBBING WILL SHRINK AND ITS PERFORMANCE
CHARACTERISTICS WILL BE CHANGED SIGNIFICANTLY.
2. THE RESTRAINT SYSTEM MAY BE DRY-CLEANED. HOWEVER, THE
WEBBING WILL LOSE ITS ABRASION-RESISTANCE COATING AFTER
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EACH CLEANING AND ITS SERVICE LIFE WILL THEREFORE BE

DECREASED.
3. REFER TO THE “CHECK” SECTION OF THIS MANUAL TO DETERMINE
WHEN THE WEBBING OF A RESTRAINT SYSTEM MUST BE REPLACED
BY AM-SAFE OR AN AM-SAFE APPROVED REPAIR STATION.
4. WHEN CLEANING THE RESTRAINT SYSTEM, CARE MUST BE TAKEN
TO KEEP AWAY FOREIGN MATTER AND CLEANING MEDIA FROM THE
HARDWARE ASSEMBLIES.
5. NO SOAP OR WATER IS TO BE USED ON METAL PARTS.
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PARTITION BETWEEN FLIGHT AND PASSENGER COMPARTMENT (if installed)

1. General
The partition which separates the passenger compartment from the flight compartment is located at the
No. 7 fuselage frame station and is intended for securing the safety of the crew during flight.
The partition consists of a central stationary part with folding wings on both sides. The stationary part of
the partition consists of a central panel covering the vertical channel which houses flight control system
elements and of two lateral parts.
The two folding wings are hinged on the central stationary part. From the flight compartment side the wings
are locked by turning and arresting a safety catch. From the passenger compartment side the wings are
locked with a special key (B 091 164 N).
NOTE: When leaving the flight compartment, first the arrester of the safety catch must be disabled
(by lifting and turning it). When the safety catch is arrested, the folding wings cannot be opened
from the passenger compartment side.
If the passengers must be evacuated through the emergency exit door, the partition wings are unlocked
and the emergency exit door opened (the emergency exit door can be opened even without unlocking the
partition wings, if necessary). The partition wings are provided with threads for the installation of armor
plates. The newspaper and magazine holder and the foldable serving plate are located on the fixed part
of the frame.
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PARTITION BETWEEN FLIGHT AND PASSENGER COMPARTMENT (if installed)

SERVICING
1. Inspection of the doors of the partition between flight and passenger compartment
(if installed)
C. Tools B 091 164 N Special key

Periodical
E. Procedures
(1) Unlock the partition using a special key (B 091 164 N).
(2) Inspect the left and the right-hand compartment partition doors.
Defects not allowed: Deformed piano hinges, loosened or damaged riveted joints, loosened rivets,
incorrect function of the wing locking mechanism.
(3) Check correct functioning of the wing locking mechanism and make sure that the folding doors
open and close easily.
NOTE: When leaving the flight compartment, first the arrester of the safety catch must be disabled
(by lifting and turning it). When the safety catch is arrested the wings cannot be opened
from the passenger compartment side.
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PASSENGER AND FLIGHT COMPARTMENT UPHOLSTERY

1. General
The passenger and flight compartment upholstery consists of:
• ceiling upholstery
• lateral wall upholstery
• lining of the partition between flight and passenger compartment
• flight compartment window frame upholstery
• carpets
The passenger compartment upholstery has mainly the form of panels. The panels above the windows
are with battens, the panels under the windows panels and light assembly panels are made of LEXAN
plastic. The panels under and above the windows are of sandwich structure, the ceiling panels are of
frame structure made of duralumin sections. All the panels are covered with a leatherette. The inter-
window panels made of Prepregs are fixed with screws. The ventilation channel and the light assembly
panels have a glued-on leatherette.
The air channel of the heating system has a protective varnish coating. The partition between flight and
passenger compartment is covered both from the passenger and pilot compartments with leatherette.
The flight compartment window frame upholstery is made of form-backed black plastic leather. The
floors of both passenger and flight compartment are covered with the crest carpet biscuit, sample No.4.
The carpets are removable after removal of the seat sets and of the fastening battens.
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FIG. 1 FLIGHT AND PASSENGER COMPARTMENT UPHOLSTERY

(1) Window panel, (2) Inter-window panel, (3) Batten, (4) Front panel, (5) Above the door panel,
(6) Rear panel, (7) Ceiling panel, (8) Front tape, (9) Lining, (10) Light assembly, (11) Light
assembly screen, (12) Above the window panel, (13) Cover panel, (14) Front door upholstery,
(15) Main door upholstery, (16) Dado, (17) Cover, (18) Lining, (19) Cockpit ceiling panel,
(20) Flight compartment upholstery panel, right hand, (21) Flight compartment upholstery
panel, rear left-hand, (22) Flight compartment upholstery panel, from left hand, (23) Pocket,
(24) Sun visor, (25) Carpet, (26) Rear baggage compartment lining.
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ADDITIONAL EQUIPMENT
1. Head wear shelf (rack) (if installed)

The head wear shelf with rack is situated near the main door between the frames No. 18 and 21. Carry
on baggage is transported in the passenger compartment. The head wear shelf with rack consist of a
beam on which clothes hooks are fixed. Attached to the beam is the shelf proper consisting of a frame
with nylon net.
FIG. 1 HEAD WEAR SHELF (RACK)

(1) Beam, (2) Hook, (3) Shelf frame, (4) Nylon net
2. Newspaper and magazine holder (if installed)

The newspaper and magazine holder is placed at the rigid part off the pilot’s partition. The holder is
formed by a frame and netting. The netting is stabilized with a rubber cord in its upper open part.
3. Foldable serving plate (if installed)

All the passenger seats are provided with foldable serving plates. The foldable serving plates for the
passengers occupying the first seat row are placed at the fuselage sides and at the rigid part of the
pilot’s partition. The foldable serving plates for the rest of passengers are always placed at the seats
rear side of the previous seat row.
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FIG. 2 FOLDABLE SERVING PLATE ARRANGEMENT AT SEAT AND AT FUSELAGE SIDES

A – Foldable serving plates arrangement at fuselage sides
B - Foldable serving plates arrangement at a seat
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LAVATORIES
1. General
The toilet is situated in a separate section of the rear part of the passenger compartment.
The toilet is accessible after opening a door. The closet basin proper is described in chapter 038.
A box for paper towels and a box for toilet paper are installed on the side wall near the toilet.
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LAVATORIES
SERVICING
1. Inspection of the equipment of the toilet section

B. Materials Detergent
Clean cloth

Periodical
E. Procedures
(1) Check the condition of the toilet section equipment i.e. the box for paper towels, the box toilet paper,
pegs for clothes, mirror, handles and door lock.
Defects not allowed: any defects of the toilet section equipment.
Clean soiled upholstery and equipment with a detergent. Repair or replace damaged equipment.
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CARGO COMPARTMENTS
1. General
The aircraft passenger version has the front and rear baggage compartment
– refer to section 025.51.00.
Dimensions and volume of front baggage compartment:
• floor 0.8 x max. 1.85 m – volume 0.6 cu m
Dimensions and volume of rear baggage compartment:
• width 0.67 m x max. depth 0.98 m
• height of bottom compartment 0.83 m
• height of upper compartment max. 0.65 m
• volume 0.77 cu m
The aircraft in cargo version has cargo compartments located in the passenger compartment
– refer to section 025.52.00.
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CARGO COMPARTMENTS IN PASSENGER VERSION

1. General
The front and the rear baggage compartments (if installed) are used as cargo compartments.
3
The front baggage compartment is situated between the bulkheads No. 1 and 4. Its volume is 0.7 m , and
its permissible load is 100 kg. It is accessible from the outside after opening of covers on the left-hand and
right-hand sides. Optional is installed the fixing bags of the front baggage compartment (see Fig 1.)
The rear baggage compartment is located between the frame No. 19 and bulkhead No. 21 and is
divided by means of sandwich panel into two sections. Two detachable sandwich covers are provided to
close both sections which can secure in place with lock.
When stowing the baggage, remove and store the covers behind the passenger’s seat – see Fig. 2 – so that
cover damage may be prevented.
The technical compartments in which the different major components of the aircraft systems are installed
have no special design and are a constituent part of the aircraft structure.
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FIG. 1 FIXING BAGS OF THE FRONT BAGGAGE COMPARTMENT (IF INSTALLED)

(1) Binding belt (83159951); (2) Net (B 593 841 N); (3) Single-point grips (83159961); (4) Bags
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FIG. 2 REAR BAGGAGE COMPARTMENT COVER STORING

(1) Rear baggage compartment covers, (2) Front wall of rear baggage compartment
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CARGO COMPARTMENTS IN PASSENGER VERSION

SERVICING
1. Inspection of the front and rear baggage compartment structure

A. Fixture, Test and Support Equipment Portable lamp,
Stepladder (e.g. B097300N)

Periodical
E. Procedures
(1) Set the stepladder (e.g. B097300N) near the front baggage compartment.
(2) Open the LH and RH hand doors of the front baggage compartment.
(3) Unlock and remove the upper and lower covers (if installed) of the rear baggage compartment.
Defects not allowed: Difficult opening, sticking of covers and locks.
(4) Inspect (with help of the portable lamp) the rear and front baggage compartment walls, liners,
nets and shelves for sound condition.
Defects not allowed: deformed walls and shelves, cracks in riveted joints, loosened rivets,
deformed covers or liners, and damaged nets or the fixing of the nets.
(5) Re-install and lock the lower and upper covers (if installed) of the rear baggage compartment.
Defects not allowed: difficult closing, sticking
(6) Close the LH and RH hand doors of the front baggage compartment.
(7) Remove the stepladder.
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CARGO COMPARTMENTS IN CARGO VERSION

1. Cargo version
A. General
The cargo version of the aircraft is intended for quick transport of different cargo as goods and
equipment of limited dimensions with the total mass up to 1250 kg, namely:
• 1000 kg in a container
• 100 kg in the front baggage compartment
• 150 kg in the rear baggage compartment
The cargo version is characterized by a stationary transport container placed in the passenger
compartment of the aircraft. The cargo version equipment is given in the legends of Figs. 1, 2 and 3.
The cargo compartments include also the front baggage compartment located between the bulkheads
No. 1 and 4, and the rear baggage compartment located between the frames No. 19 and 21.
The rear baggage compartment is divided into two sections by means of a sandwich panel.
Two removable sandwich covers are provided to close both sections. The covers can be secured
with a lock.
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FIG. 1 CARGO VERSION EQUIPMENT

(1) Container with cargo (sections A, B); (2) Seat for the person accompanying the cargo,
B 094 125 N (aircraft technician); (3) Double passenger seat (if installed); (4) Rear baggage
compartment (if installed); (5) Toilet (if installed); (6) Headwear shelf with rack
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FIG. 2 CARGO VERSION EQUIPMENT LAYOUT (PART I)

Legend to this figure - see page 5
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FIG. 3 CARGO VERSION EQUIPMENT LAYOUT (PART II)

Legend to this figure - see page 5
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Legend to fig. 2,3:
Item No. Name Dwg. No. Quantity
1. Side wall B 095 021 N 1

2. Dividing grid B 095 023 N 1
3. Rear face B 095 022 N 1
4. Floor cover B 094 085 N 1
5. Doorsill cover, long B 095 010 N 1
6. Doorsill cover, short B 095 011 N 1
7. Lateral strut B 094 114 N 3
8. Middle strut B 094 104 N 2
9. Fastening belt B 095 099 N 28
10. Washer B 094 148 N 17
11. Screw with washer B 094 153 N 2
12. Pallet floor B 095 020 N 1
13. Front face B 095 026 N 1
14. Front protective wall B 095 024 N 1
15. Rear protective wall B 095 025 N 1
16. Front strut B 094 094 N 3
17. Fixing eyebolt B 094 144 N 15
18. Double eyelet B 094 156 N 2
19. Single eyelet B 094 158 N 6
20. Net B 003 056 N 2
NOTE: The cargo version equipment components are transported in the 9-613-294 box.
The B 094 125 N seat for the person accompanying the cargo is transported in
the 9-613-025A box.
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FIG. 4 B 094 125 N SINGLE SEAT FOR THE PERSON ACCOMPANYING THE CARGO
(1) Leg; (2) Seat; (3) Angle; (4) Screw; (5) Screw; (6) Screw; (7) Screw; (8) Fastening belt;
(9) Lock
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B. Description
The main part of the cargo version equipment is the pallet floor (12) - see fig. 2, 3. It is a riveted structure
made of duralumin sections and sheets. In the pallet floor there are holes for attaching the pallet floor
to the passenger compartment floor structure and to the left-hand heating channel.
The pallet is fixed by means of packed screws through the holes provided in the side wall (1) the front
face (13), the rear face (3) and in the dividing grid (2) via the pallet floor to the passenger compartment
floor structure. The front face, the rear face and the side wall have microporous rubber stuck along their
circumference so that they form together with the pallet floor a waterproof vat. The dividing grid divides - as
a structures member - the loading area of the pallet floor into two halves. The grid is supported by two
middle struts (8). The front face is supported by three struts (16) anchored by screws in riveted nuts
in the passenger compartment floor structure.
The side wall is supported by three lateral struts (7) anchored by screw in riveted nuts on the heating
channel. Between the side wall and the fuselage right-hand side an aisle remains free for the crew to
pass to the flight compartment. The passenger compartment floor structure is protected in the main
door area from damage by a floor cover the structure of is a metal core sandwich.
The door frame is fitted with a protective doorsill cover (the short one if only the entrance door is opened,
whereas the long one if also the cargo door is opened).
The cargo itself is secured by two polyamide nets (20), fixed by means of fastening belts (9) to the faces,
side wall, passenger compartment floor structure and to the heating channel structure.
The passenger compartment upholstery is protected against damage during loading and unloading
as well during the flight by a protective wall (14), (15) screwed to the heating channel on the fuselage
left-hand side.
The seat for the person accompanying the cargo is located near the frame No. 17.
NOTE: The seat for the cargo accompanying person is a mirror image of the single passenger seat
described in section 025.21.00.
Between the frames No. 18 and 19 a double passenger seat (see section 025.21.00) of the passenger
version (when converting the passenger version into the cargo one this seat is not removed) is installed.
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C. Loading and securing of the cargo
NOTE: Before loading the cargo it is necessary to install the floor cover (4) and the short (6) or
long (5) doorsill cover in the main door area.
The pallet floor loading zone is divided into two sections A and B. Each of them may be loaded to
max. 500 kg. The maximum load height in section A, B is 1000 mm. When transporting the cargo
without installed dividing grid, the cargo mass must not exceed 500 kg.
Cargo section dimensions:
Section Length, m Width, m
A (front) 1.14 1.11

B (rear) 1.14 1.11
WARNING: FOR THE SAKE OF SECURITY CARGO TRANSPORT WITHOUT INSTALLED AND
FIXED REAR FACE IS STRICTLY FORBIDDEN.
If the transported cargo takes up one section only, it must always be loaded into section A, and the
cargo must be fastened according to Fig. 6.
WARNING: DURING LOADING A SUDDEN LOWERING OF THE AIRCRAFT MAY TAKE

PLACE AS THE LANDING GEAR SHOCK ABSORBERS ARE DEPRESSED DUE TO
THE CHANGE IN AIRCRAFT WEIGHT, ESPECIALLY WHEN THE AIRCRAFT IS
BEING REFUELLED SIMULTANEOUSLY! TO AVOID AIRCRAFT DAMAGE IT IS
NECESSARY TO SEE THAT THE VERTICAL DISTANCE BETWEEN THE HIGHEST
POINT OF THE LOADING TRUCK OR THE LOAD AND THE AIRCRAFT
STRUCTURE IS AT LEAST 150 mm.
LOADING AND UNLOADING OF THE AIRCRAFT MUST BE CARRIED OUT SO
THAT NEITHER THE AIRCRAFT NOR ITS EQUIPMENT IS DAMAGED DURING
LOADING, UNLOADING OR FLIGHTS. ANY DAMAGE OF THE AIRCRAFT MUST
BE REPORTED TO THE GROUND STAFF FOREMAN A OR TO THE CREW.
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D. Variations of cargo layout in dependence on cargo dimensions and mass.

(1) Cargo of large dimensions and low mass
WARNING: CARGO MASS SHALL NOT EXCEED 500 KG.
NOTE: In order to achieve the necessary tension of the fastening nets the cargo must be by
at least 400 mm higher than the pallet floor. The necessary height may be obtained
by using an appropriate filling material.
Remove the dividing grid (2) incl. the middle struts (8). Load the cargo into both sections A
and B (zone D). Always start loading from the front face. After loading reinstall the rear face.
Fig. 5 shows the method of cargo layout and fixing.
FIG. 5 CARGO OF LARGE DIMENSIONS AND LOW MASS
(a) Fixing cargo with a single fastening net

Cover the cargo with one fastening net, tension it with help of the fastening belts fixed on the
container sides. If the cargo is shorter, do not fix the rear two belts in the rear face eyelets but
in two fixing eyebolts in the rear container part.
(b) Fixing cargo with two fastening nets
This method is used is case of a high cargo. Cover the cargo with two nets and interconnect
them - in the longitudinal aircraft axis - with four fastening belts.
Tension both nets with fastening belts fixed in the fixing eyelets on the container sides.
(2) Cargo taking up both sections A, B with height and mass limitations observed
First, load the cargo into the section A. Then cover the cargo with polyamide net (20) and
tension it thoroughly using fastening belts (9). Then load the section B. After loading cover the
cargo with polyamide net (20) and tension it thoroughly using fastening belts (9).
Prior to loading it has to be considered whether it is necessary to remove the dividing grid and the
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rear face. If so, remove them. After loading reinstall the dividing grid. The methods of cargo layout
and fixing are shown in Fig. 6.
FIG. 6 CARGO TAKING UP BOTH SECTIONS A AND B WITH HEIGHT AND MASS LIMITATIONS
OBSERVED
(3) Low cargo (up to 400 mm) exceeding dimensions of one section
Due to low cargo height the method of fixing the fastening belts in the eyelets on the container
sides is unsuitable. When laying on and fixing the cargo proceed as follows:
(a) For cargo layout use the whole pallet area (section C) according to Fig. 7.
Place the cargo as near to the fuselage centre line as possible.
(b) Cover the cargo with one fastening net and tension it with the fastening belts fixed to the lower
side wall brackets and to the eyelets on LEFT-HAND side. On the front and the rear side
tension the net using 3 + 3 fastening belts fixed on the front and rear faces.
(c) In this way, a cargo of max. 2.6 x 0.75 m area and of max. 400 mm height can be loaded.
The cargo mass shall not exceed 500 kg.
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FIG. 7 LOW CARGO (UP TO 400 MM) EXCEEDING DIMENSIONS OF ONE SECTION
(d) Cargo unfixing and unloading

Cargo unfixing and unloading is to be carried out reversing the procedures outlined in
paragraph D.
(e) Loading instructions
IT IS FORBIDDEN: - TO LOAD THE CONTAINER WITH UNPACKED GOODS OR CARGO
PACKED IN PACKINGS WITH SHARP EDGES, PROTRUDING NAILS,
SCREWS, METAL DANDS, WIRES ETC.
- TO LOAD THE CONTAINER WITH LOOSE MATERIALS WITHOUT
CORRESPONDING PACKINGS.
- TO LOAD THE CONTAINER WITH LIQUIDS TRANSPORTED IN
GLASS VESSELS.
The person accompanying cargo is obliged to watch the cargo during the flight.
The loosening of cargo is to be reported to the crew using the crew call pushbutton
(3 short signals) and corrective action shall be undertaken immediately.
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CARGO COMPARTMENTS IN CARGO VERSION (if installed)

SERVICING
1. Inspection of the polyamide net


Periodical
E. Procedures
(1) Check the polyamide net.
(2) Defects not allowed: broken net fibbers.
2. Inspection of the fastening belts


Periodical
E. Procedures
(1) Check the fastening belts.
(2) Defects not allowed: damaged fastening belts.
3. Inspection of cargo version equipment


Periodical
E. Procedures
(1) Check tightening of all screws and bolts.
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(2) Check the struts, eyelets and fastening belts for cracks.
(3) By visual inspection make sure of sufficient sealing function of microporous rubber.
(4) Check that there is no permanent deformation or damage of cargo version equipment components.
(5) Defects not allowed: - insufficiently tightened screws,

- crack on struts, eyelets, fastening belts,
- insufficient sealing function of microporous rubber,
- permanent deformation or damage of any component of cargo version
equipment.
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CARGO COMPARTMENTS IN CARGO VERSION

1. Cargo version equipment installation

C. Tools Tool kit

B 097 600 N (spanners No. 8, 9, 10, 12, 13)
E. Procedures
NOTE: Carry out the installation of cargo version equipment after previous:
- removal of 5 rows of single seats on the LEFT-HAND side of the passenger
compartment (according to the work procedure mentioned in section 025.21.00)
- removal of 6 rows of double seats on the RIGHT-HAND side of the passenger
compartment (in accordance with the work procedure mentioned in section 025.21.00)
(1) Open the main door and secure it in the opened position.
(2) Position the pallet floor (12) in the cabin - see Fig. 2, 3, so that the side edge of the pallet floor lies
on the LEFT-HAND heating channel and the front edge of the pallet floor be at a distance of 317
mm from the first row of 3 screw holes on the aircraft cabin floor.
(3) Position the front face (13) onto the pallet floor and attach it with 3 screws to the aircraft cabin
floor and with 2 screws to the heating channel.
(4) Attach the front struts (16) to the front face. Connect the front struts with the front face by means
of catch pins.
(5) Install the front (14) and rear (15) protective walls on the LEFT-HAND heating channel. Start
installation on the upper window edge and continue on the heating channel.
(6) Screw six single eyelets (19) and two double eyelets (18) into the free holes on the heating channel.
(7) After fixing the front strut (16) forks adjust the strut length so that the front face be vertical with
respect to the cabin floor. After adjustment tighten the nuts and secure them with lockwashers.
(8) Position the side wall (1) on the pallet floor. Attach the side wall with 6 screws to the cabin floor.
Connect the side wall with the front face with two screws.
(9) Screw the rear face (3) to the pallet floor (12). Attach the rear face with 3 screws to the cabin floor,
with 2 screws to the vertical edge of the side wall and with one screw to the heating channel.
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(10) Screw the lateral struts (7) to the RIGHT-HAND heating channel. Adjust the length of the lateral
struts. Fix the connections with catch pins.
(11) Screw the dividing grid (2) to the vat formed by the pallet floor, the front face, the side wall and
the rear face.
(12) Attach the dividing grid (2) to the pallet floor with two screws.
(13) Attach two middle struts (8) to the dividing grid. Screw the middle struts to the cabin floor (insert
a washer under the screw head).
(14) Adjust the length of the middle struts and fix the strut connections with the dividing grid with catch
pins.
(15) Screw 8 fastening eyebolts with washers through the pallet floor holes to the cabin floor.
(16) Attach the floor cover (4) to the cabin floor behind the entrance door with two screws.
(17) Fix 28 fastening belts to all eyelets on the heating channel, the side wall the rear face, the front
face, the dividing grid and the middle struts.
(18) Install the seat for the person accompanying cargo following the work procedure mentioned in this
section.
(19) Install the short (6) or the long (5) doorsill cover on the door frame sill.
NOTE: Interconnect the items (1), (2), (3), (4), (7), (8), (12), (13), (14), (15), (16) with screws
(see 025.52.00, Fig. 2, 3) in such away so that during the assembly the screws are
tightened only partially at first. After completion of the assembly tighten screws
thoroughly.
2. Cargo version equipment removal

C. Tools Tool kit

B 097 600 N (spanners No. 8, 9, 10, 12, 13)
E. Procedures
(1) Remove the short (6) - fig. 3 or the long (5) doorsill cover from the door frame sill.
(2) Remove the seat for the cargo accompanying person following the work procedure mentioned in
this section.
(3) Remove 28 fastening belts from all eyelets to which they have been fastened.
(4) Unscrew two screws (11) of the floor cover (4) and remove the cover.
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(5) Unscrew 8 fixing eyebolts (17) on the pallet floor and remove the washers.
(6) Remove the catch pins to disconnect the dividing grid (2) and the middle struts (8).
(7) Unscrew the screws attaching the middle struts (8) to the pallet floor (12) and remove the struts
with washers.
(8) Disconnect the pallet floor (12) and the dividing grid (2) by loosening two screws.
(9) Remove the dividing grid.
(10) Remove the catch pins to disconnect the lateral struts from the side wall and unscrew two screws
to disconnect the lateral struts from the heating channel.
(11) Unscrew two screws on the pallet floor (12), two screws on the side wall (1) vertical edge and one
screw on the heating channel to loosen the rear face (3). Remove the rear face.
(12) Unscrew six screws on the pallet floor (12) and two screws on the front face (13) to loosen the side
wall (1). Remove the side wall.
(13) Unscrew six single eyelets (19) and two double eyelets (18) on the heating channel to disconnect
the front (14) and rear (15) protective walls.
(14) Remove the front and the rear protective walls.
(15) Unscrew 3 screws on the pallet floor (12) and two screws on the heating channel and remove the
catch pins from the front struts (16) to loosen the front face (13).
(16) Unscrew three screws on the floor to loosen the front struts (16). Remove the struts.
(17) Remove the loosened pallet floor (1).
(18) Shut the main door and fix it in closed position.
NOTE: Having removed the cargo version equipment:

- install 6 rows of double seats on the right-hand side of the passenger compartment
(following the work procedure mentioned in section 025.21.00)
- install 5 rows of single seats on the left-hand side of the passenger compartment
(following the work procedure mentioned in section 025.21.00)
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3. Installation and removal of the seat for the person accompanying cargo
C. Tools B 096 039 N spanner

12x11 CSN 203611.6 spanner
E. Procedures
(1) Installation of the cargo accompanying person seat.
(a) Install the seat so that the round holes of the leg are matched with the floor holes
(in the right-hand rear part of the cargo compartment).
(b) Insert and partially tighten the screws attaching the seat to the floor and shift the seat forwards
so that the screws are set in the leg grooves as far as the stop.
Screw in the screws attaching the seat to the heating channel and tighten all 4 screws, two
screws on the heating channel, with the B 096 039 N spanner and two screws on the floor
with the 12x11, CSN 230611.6 spanner.
NOTE: If there are no holes in the carpet for fixing the seat to the floor, they must be made
according to the location of the anchor nuts.
(2) Removal of the cargo accompanying person seat.
(a) Using the B 096 039 N spanner loosen two screws attaching the seat to the heating channel
and using the 12x11 CSN 203611.6 spanner, loosen two screws attaching it to the floor.
Shift the loosened seat backwards, and remove it (by lifting it a little). Replace damaged
attachment screws by new ones.
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EMERGENCY EQUIPMENT
1. General
Aircraft emergency equipment consists of the following items:
• first-aid kits
• emergency axe
• crew call signalling
• inflatable life jackets (for example ASZh-63P)-(if installed)
• inflatable life rafts (for example SP-12)-(if installed) and emergency packages (for example NAZ-7) -
(if installed)
• emergency exists (see chapter 052)
• emergency locator transmitter ELT (model specification is optional)
• inscriptions explaining the emergency exit opening sequences and markings of the places where the
emergency axe and first-aid kits are located, as well as of the cut-out area for an emergency
manhole
• hand fire extinguisher (see chapter 026)
• emergency lighting (see chapter 33)
FIG. 1 EMERGENCY EQUIPMENT LOCATION

(the crew call pushbuttons are shown in fig. 2)
NOTE: Location of the emergency equipment may vary according to the aircraft version
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1. First-aid kit B590451N or 1 In the ceiling above the main door

B405722N
2. First-aid kit B091694N 2 In the ceiling near the vertical control
channel
3. Axe - 1 Behind the copilot’s seat
4. Life jackets (if installed) ASZh-63P (for example) - Under the seats
5. Life rafts (if installed) SP-12 (for example) 2 On the passenger’s seats of the 7th
row-passenger version
1 On the left-hand passenger’s seat
of the 7th row-passenger version
1 On the single passenger seats-
cargo version
6. Emergency packages (if installed) NAZ-7 (for example) 3 On the right-hand passenger’s seat
of the 7th row-passenger version
2 On the single passenger version-
cargo version
7. Pushbutton, PUSH-TO-CALL- 5 KS (8) 1 Between the frames No. 14 and 15
-CREW on the right-hand side
1 Between the frames No. 10 and 11
on the right-hand side
8. Signal cell, CABIN CALL 1 On the signalling panel
9. Circuit breaker, CENTRAL AZRGK-5 1 On the overhead panel
WARNING DISPLAY-AIRFRAME
10. Pushbutton CENTRAL 2 KNR 1 On the left-hand control panel
WARNING DISPLAY-AIRFRAME
11. Emergency locator transmitter or ELT 10 or 1 In the ceiling between the frames
emergency transceiver or POINTER 200 or No. 18 and 19
Portable Emergency locator POINTER 3000 or
transmitter POINTER 3000-10 or
ARTEX C406-2 or
AMERI-KING AK-451 or
ARM-406AS1 or
KANNAD 406 AP
3. First-aid kit installation in the passenger compartment

There is one first-aid kit located in the passenger compartment, namely in the ceiling above the main door.
It contains dressing material and medicines. The first-aid kit is marked by a green (once red) cross in a
white circle.
The B405722N first-aid kit located in the passenger compartment contents:
Dressing material for burnt 1 pack
Ready made dressing No. 2 5 pcs
Ready made dressing No. 3 5 pcs
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Resuscitation veil 1 pc
Hydrophilic gauze 2 pcs
Suppressing rubber bandage 1 pc
Cushion plaster 1 pc
Adhesive plaster SPOFAPLAST 1 pc
RENNIE Gastrointestinal Antacid 1 pack
Scissors 1 pair
OLYNTH Nose drops 1 pack
AVIOPLANT Cure against vomiting 1 pack
Safety pins 10 pcs
Disinfectant 1 bottle
Painkiller 1 pack
ENDIARON Cure against diarrhea 1 pack
Disposable gloves 1 pair
4. First-aid kit installation in the flight compartment

Two first-aid kits containing dressing material and medicines are installed in the cockpit. Located on the
ceiling one of them is fixed on the left-hand and the other one on the right-hand side of the vertical control
channel.
The first-aid kits are marked with a green (once red) cross in a white circle.
Contents of pilot’s first aid kit:
Ready-made dressing No. 2 1 pc
Ready-made dressing No. 3 1 pc
Hydrophilic gauze 1 pc
Three-cornered kerchief 1 pc
Chlorovinyl veil 1 pc
Rubber bandage 1 pc
Adhesive plaster with cushion 2 pcs
Resuscitating veil 1 pc
Isolating cover dressing 1 pc
Disinfectant 1 pc
5. Emergency axe
The axe is located in the cockpit behind the copilot’s seat and is fastened by a strap to the stationary
part of the partition between the passenger and the flight compartments.
The axe is intended for loosening the passage towards the emergency exit and for cutting out a man-hole
in the fuselage if both the main and the emergency door get stuck. The designated cut-out area is near
the main door under the rack.
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6. Crew call signalling (see fig. 2)

Located on the light assemblies above the passenger seats are the PUSH TO CALL CREW pushbuttons.
When the crew call pushbutton is depressed, the CABIN CALL signal cell lights up on the CWD in the cockpit.
The crew call signalling circuit is protected by the CWD-AIRFRAME circuit breaker located on the overhead
panel.
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FIG. 2 CREW CALL SIGNALLING - SCHEMATIC
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7. Life rafts, emergency packages and life jackets

The life rafts, emergency packages and life jackets are installed in the aircraft only if the flight over water
is planned. The passengers are evacuated through the emergency exits situated on the left-hand and
right-hand side of the fuselage.
th th
The life rafts are fixed on the seats in the 6 and 7 rows on the passenger compartment right-hand side.
The life jackets are stored in pockets under the pilots’ and passengers’ seats.
th
The emergency packages are stored on the right-hand passenger’s seat of the 7 row.
8. Emergency locator transmitter (ELT)

The ELT emergency locator transmitter is fixed in the ceiling area of the passenger compartment rear
part. ELT is accessible after unlocking fire quick-acting latches and tilting the ceiling panel and removing the
cover. If activated and subsequently not manually switched-off. ELT radiates continuously, for a period of
7 days, an omnidirectional signal of the A9 type of modulation on international distress frequencies
121.5 MHz and 243 MHz. ELT may be intentionally activated by the switch located on the ELTs front panel
or automatically by the inertial switch when a force in excess of (5+2-0) G for a duration of
11 milliseconds is applied in a direction longitudinal to the aircraft axis from the front and/or when
subjected to 50 G, 11 milliseconds in any direction. ELT has its own power supply.
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EMERGENCY EQUIPMENT-PASSENGER VERSION

SERVICING
1. Examination of the emergency equipment


Periodical
E. Procedures
(1) Check correct fixing of the first-aid kits in both the flight and passenger compartments.
Defects not allowed: damaged and uncompleted first-aid kits, damaged first-aid kit fixing
elements, damaged fastening straps of the emergency axe and fixing
elements for ELT.
(2) Check the seals of first-aid kits in the passenger compartment and in pilot's compartment.
Check the expired time of components of the first-aid kits on the label.
Should the seals are damaged or packing of some item be damaged or the contents incomplete,
replace it by new one.
(3) Check the axe for correct condition and fixing. The axe is placed in the flight compartment behind
the copilot’s seat on the wall of the partition between the flight and passenger compartments.
Replace the damaged axe fastening straps by new ones.
(4) Remove the lid from Velcro tapes between the frames No. 18 and 19, or release the ceiling
upholstery of the passenger compartment between the frames No. 14 and 18 by releasing 5 quick-
acting latches using the L 410.9141-05 screwdriver and take down the upholstery ceiling panel
behind the frame No. 18 by moving the upholstery ceiling panel forward.
Check fixing of the mounting bracket assembly of ELT in the airframe and check also the latch
fixing ELT in the mounting bracket assembly.
Check the antenna mounting and engaging the contact separator between the portable antenna
and the contact finger. Check that no corrosion signs occur in the vicinity of ELT.
Check the ELT functional serviceability according to the procedure specified in section 025.60.04 or
025.60.05 or 025.60.06 or 025.60.07 or 025.60.08 or 025.60.09.
(5) Install the lid on the Velcro tapes between the frames No. 18 and 19 or re-install the passenger
compartment ceiling upholstery.
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2. Check of the operation of push-buttons for calling the crew


Periodical
E. Procedures
(1) Switch on the BATTERY I, II switches and the CENTRAL WARNING DISPLAY-AIRFRAME circuit
breaker on the overhead panel.
(2) Depress the PUSH-TO-CALL-CREW pushbutton located on the panel above the passenger
compartment seats between the frames No. 14 and 15. In the flight compartment, the assistant
checks that the CABIN CALL signaling cell on the central warning display lights up.
(3) Depress the PUSH-TO-CALL-CREW pushbutton situated above the passenger compartment seats
between the frames No. 10 and 11. In the flight compartment, the assistant checks that the CABIN
CALL signaling cell on the central warning display lights up.
(4) Switch off the CENTRAL WARNING DISPLAY-AIRFRAME circuit breaker and the BATTERY I, II
switches.
(5) Defects not allowed: defective pushbutton, defective lamp of the CABIN CALL signaling cell.
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EMERGENCY EQUIPMENT - PASSENGER VERSION

1. Removal and installation of life jackets, life rafts and emergency packages (if installed)
E. Procedures
(1) Life jacket (e.g. ASZh-63P) removal
(a) Pull the jacket out of the pocket under the seat and place it in a transport bag.
If there are no seals or if protective coverings are damaged, inspect the jackets.
Replace the damaged ones.
(2) Life raft (e.g. SP-12) removal
(a) Loosen the fastening belt and remove the raft from the seat.
If there are no seals or if protective coverings are damaged, inspect the rafts.
(b) In a two-man team, carry the life raft out of the aircraft.
(3) Emergency package (e.g. NAZ-7) removal
(a) Disconnect the fastening belt and remove the three NAZ-7 packages from the seat.
If there are no seals or if protective covers are damaged, inspect the emergency package.
(4) Life jacket (e.g. ASZh-63P) installation
(a) Place the life jacket in the pocket under the seat.
(5) Life raft (e.g. SP-12) installation

th th
(a) In a two-man team, bring the life raft into the aircraft to the 6 and 7 seat rows on the
right-hand side of the passenger compartment.
th th
(b) Install the life rafts vertically and bottle-down on the seats of the 6 and 7 rows and fix the
rafts in the middle with the fastening belts.
(6) Emergency package (e.g. NAZ-7) installation
(a) Place three emergency packages on the seats and fix them with the fastening belts.
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ASZh-63P LIFE JACKET (if installed)

1. General
The ASZh-63P life jacket is intended for the rescue of passengers and crew after emergency alighting on
water. Jacket dimensions in the protective cover are as follows:
100 x 280 x 300 mm, mass 1100 g.
The life jacket has a form of a shirt-front, the top part of which is provided with a cut-out serving for pulling the
jacket over the head. The bottom part of the jacket is fitted with straps for fastening the jacket to the body.
The jacket volume is 15 l, the jacket is filled with CO2 from a small bottle. The filling mechanism is
semiautomatic and consists of a release head with a cap and of a tee with plate valves.
The time of inflation of the jacket from the bottle does not exceed 15 sec. The jacket is fitted with two valved
pipes for direct inflation.
In order to facilitate search in the night or fog the jackets are provided with a whistle, a signal lamp and a
small water-activated battery.
Correct jacket use is described in the L 410 UVP-E, E9, E20 SAFETY INSTRUCTIONS carried on board
and available for all passengers.
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SP-12 LIFE RAFT (if installed)

1. General
The SP-12 life raft is an inflatable boat for 12 persons made of rubberized fabric and consisting of more
separate sections filled from two bottles with CO2.
The life raft has two inlets covered by roll-out curtains and two ladders for the persons being rescued from
water. One of the entrances is fitted with a special catch to which a nylon cord is fastened by means of a
spring hook.
A pocked for raft outfit is placed on the raft bottom, near the inflatable raft chamber. The inflatable raft chamber
is fitted with 11 bags serving for additional raft outfit.
Individual raft elements are provided with inscriptions containing necessary operation instructions.
th th
The life rafts are fixed by passenger seat belts on the passenger seats of the 5 and 6 rows.
Raft length (in the protective cover) is 1300 mm, raft diameter (in the protective cover) is 420 mm, raft mass
with outfit (in the cover) is 65 kg.
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NAZ-7 EMERGENCY PACKAGE (if installed)

1. General
The NAZ-7 emergency package is calculated for 10 persons and serves for survival of passengers after
emergency landing. The NAZ-7 emergency package consists of 3 parts (water and food ration, medicines
and signaling devices) and its dimensions and mass are 400 x 400 x 150 mm and 18.6 kg respectively.
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ELT 10 EMERGENCY LOCATOR TRANSMITTER (if installed)

1. Purpose
The NARCO ELT-10 emergency locator transmitter system is designed for aircraft direction finding in the
case of emergency landing. The system consists of the ELT-10 assembly and the antenna assembly and
has its own power supply. ELT-10 also comprises its own portable antenna used in the case of the fixed
antenna failure.
2. Technical data
Operating frequencies: 121.5 and 243.0 MHz ± 0.005 %
Operating life: 52 hours (minimum) at 75 mW PERP
(Peak effective radiated power-minimum)
Modulation characteristics: A9
Modulation duty cycle: 33 % minimum to 55 % maximum
Transmitter duty cycle: continuous
Peak effective radiated power: 75 mW minimum on each frequency
Occupied bandwidth: 25 kHz
Power supply: own, alkaline battery pack NARCO, Part No. 57674-0001
WARNING: DO NOT CHARGE, SHORT-CIRCUIT AND/OR EXPOSE THE BATTERIES TO HIGH

TEMPERATURES OR FLAME.
Automatic activation:
• with force exceeding 5 (+2, -0) Gs for a duration of 11 (+5, -0) ms or greater in a direction longitudinal
to the aircraft axis from the front
• will remain activated when subjected to 50 G, 11 ms force in any direction
NARCO fixed antenna - ELT
Type: vertical monopole attached to outside of aircraft
Radiation pattern: omnidirectional
Impedance: 50 Ω (Ohms) nominal at both frequencies
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3. Operation
ELT-10 is activated automatically when the ON-OFF-ARM switch is in the ARM position and the "G"
switch is switched on. ELT-10 may be activated manually by switching the ON-OFF-ARM switch to the ON
position. After the activation ELT-10 will radiate an omnidirectional RF signal on two international distress
frequencies with a "distinctive" audio swept tone. The transmission is continuous until the power supply
has been discharged unless switching-off ELT-10 by switching the ON-OFF-ARM switch to the position
OFF.
In the case of the fixed antenna failure ELT-10 may be removed from the aircraft and the portable antenna
installed on ELT-10 can be used.
After each automatic activation ELT-10 must be reset by pressing the RESET button.
FIG. 1 EMERGENCY LOCATOR TRANSMITTER ELT-10
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EMERGENCY LOCATOR TRANSMITTER ELT-10 (if installed)

SERVICING
1. Check of the battery pack / Battery pack replacement in the ELT-10 Emergency Locator
Transmitter
B. Materials Sealant

No. 697 4.5x100 Screwdriver

Periodical
E. Procedures
(1) Battery pack ELT-10 should be replaced:
• after the use in the emergency landing
• after an inadvertent activation of unknown duration
• when the total of known activations (transmissions) exceeds one hour
• on or before expired date marked on the battery pack
• if visual inspection shows signs of leakage corrosion or non-secure battery leads
• after the period of 12 months if the ELT-10 is stored in an area where the temperature is normally
above 30°C
(2) To replace the battery pack proceed as follows:
(a) Remove ELT-10 from the aircraft according to the work procedure 025.60.04.
(b) Using the screwdriver No. 697, size 4.5x100 remove 4 screws from the two sides of the lower
section (two on one side and two on its opposite side) that are located just below the seam.
(c) Carefully separate the upper section from the lower section.
(d) Unsnap the battery connector from the base of the transmitter board.
(e) Remove the protective tape from the new battery pack connector.
(f) Snap the new battery pack connector to the connector on the transmitter board.
(g) Apply a bead of sealant around the perimeter of the (upper) section where it will join the battery
case.
(h) Orient the upper and lower sections so that the screw holes line up.
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(i) Apply a very small amount of sealant to the countersink of each screw hole.
(j) Replace the four screws using the screwdriver No. 697, size 4.5x100 being careful to tighten
until snug. Do not use excessive force to avoid damage to the sections being connected.
(k) Wipe away excess sealant with face tissue.
(l) Remount ELT-10 into the aircraft as per the work procedure 025.60.04 and perform the
functional check.
2. Check of the operation of ELT-10 Emergency Locator Transmitter


Periodical
E. Procedures
(1) Functional check ELT-10 installed in the aircraft
(a) Check according to the appropriate Flight Manual chapter 8.8 Emergency Locator
Transmitter, paragraph Preflight Check.
(2) Functional check ELT-10 outside the aircraft
(a) Extend the antenna installed in the lower part ELT-10.
(b) Check according the appropriate Flight Manual chapter 8.8 Emergency Locator
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EMERGENCY LOCATOR TRANSMITTER ELT-10 (if installed)

1. ELT-10 disassembly and re-assembly

D. Reference information -
E. Procedures
(1) ELT-10 disassembly
(a) Release the ceiling upholstery of the passenger compartment between the frames No. 14
and 18 by releasing 5 quick-acting latches using the L 410.9141-25 screwdriver.
Take down the upholstery ceiling panel behind the frame No. 18 by moving the upholstery
ceiling panel forwards.
(b) Set the ELT-10 ON-OFF-ARM switch to the OFF position.
(c) Disconnect the antenna connector from ELT-10, slip out the contact separator.
(d) Release the latch on the ELT-10 mounting bracket.
(e) Slip out ELT-10 from the mounting bracket.
(f) Fix the upholstery ceiling panel behind the frame No. 18 by moving the upholstery ceiling
panel backwards. Refit the upholstery ceiling panel between the frames No. 14 and 18 by
securing 5 quick-acting latches using the L 410.9141-05 screwdriver.
(2) ELT-10 re-assembly
(b) Release the latch provided on the ELT-10 mounting bracket.
(c) Set ETL-10 into the mounting bracket so that the arrows on the mounting bracket and
ELT-10 have identical direction.
(d) Secure the latch on the mounting bracket.
(e) Connect the antenna connector to the receptacle provided on ELT-10 and insert the contact
separator between the portable antenna and the contact finger.
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(f) Firmly press the RESET button and then release.
(g) Set the ELT-10 ON-OFF-ARM switch to the ARM position.
(h) Make functional check of ELT-10 as per the work procedure.
(i) Fix the upholstery ceiling panel behind the frame No. 18 by moving the upholstery ceiling
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EMERGENCY LOCATOR TRANSMITTER POINTER 3000

(POINTER 200, POINTER 3000-10) (if installed)
1. Purpose
The POINTER 3000 emergency locator transmitter system is designed for the aircraft direction finding in
the case of emergency landing. The system consists of the POINTER 3000 assembly and the antenna
assembly and has its own power supply. POINTER 3000 also comprises its own portable antenna used
in the case of the fixed antenna failure.
2. Technical data
Operating frequencies: 121.5 and 243.0 MHz ± 0.005 %
Modulation characteristics: A9
Transmitter duty cycle: continuous
Peak effective radiated power 150 mW on each frequency
Occupied bandwidth: 25 kHz
Power supply: "D" cell magnesium batteries
WARNING: DO NOT CHARGE, SHORT-CIRCUIT AND/OR EXPOSE THE BATTERIES TO HIGH

TEMPERATURES OR FLAME.
Automatic activation:
• with force exceeding 5 (+2, -0) Gs for a duration of 11 (+5, -0) ms or greater in a direction longitudinal
to the aircraft axis from the front
• will remain activated when subjected to 50 G, 11 ms force in any direction
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FIG. 1 POINTER PORTABLE BATTERY LIFE VS. TEMPERATURE GRAPH
3. Operation
POINTER 3000 is activated automatically when the ON-OFF-AUTO switch is in the AUTO position and
the "G" switch is switched on.
POINTER 3000 may be activated manually by switching the ON-OFF-AUTO switch to the ON position.
After the activation POINTER 3000 will radiate an omnidirectional RF signal international distress frequencies
with a "distinctive" audio swept tone. The transmission is continuous until power supply has been discharged
unless switching-off POINTER 3000 by switching the ON-OFF-AUTO switch to the position OFF.
In the case of the fixed antenna failure POINTER 3000 may be removed from the aircraft and the portable
antenna installed on POINTER 3000 can be used.
After each automatic activation POINTER 3000 must be reset by pressing the RESET button.
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FIG. 2 POINTER PORTABLE OPERATING DETAILS
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SERVICING
1. Check of the battery pack / Battery pack replacement in the POINTER 3000 Emergency
Locator Transmitter


Periodical
E. Procedures
(1) In accordance with FAA regulations, batteries must be replaced after 3 years shelf or service
life or for any of the following reasons:
• After the transmitter has been in an emergency situation

(including any inadvertent activation of unknown duration). After the transmitter has been
operated for more than one cumulative hour.
(e.g. time accumulated in several tests and an inadvertent activation of known duration).
• On or before battery replacement date.

(Battery replacement date is marked on the label at the end of transmitter).
WARNING: DO NOT ATTEMPT TO RECHARGE THE BATTERY PACK!
(2) Transmitter must be removed from aircraft for battery replacement by the following steps:
• Place the Master Switch in the "OF" position.
• Disconnect the antenna cable, and, where applicable, the remote connector.
• Grasping the transmitter firmly, turn the winged nut on the rear bracket clip and remove
transmitter from the mounting bracket.
(3) Remove battery pack as follows (see fig. 301)
• Remove 6 screws from the base plate. (Retain Neoprene washers)
• Remove base plate (save gasket), and disconnect the battery / transmitter connectors.
• Remove and replace battery pack, reversing the above procedure.
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WARNING: ENSURE THAT BATTERY PACK IS NOT SUBJECT TO SHORT CIRCUIT,

FIRE, OR HIGH TEMPERATURES.
(4) Apply new battery replacement date label, supplied with replacement battery pack, on transmitter
end prior to re-installing transmitter in aircraft, test in accordance with section 025.60.05.
(5) Re-installing transmitter in aircraft, test in accordance with section 025.60.05.
FIG. 301 REMOVAL BATTERY PACK

(1) Transmitter; (2) Battery pack; (3) Gasket; (4) Base plate; (5)Screw; (6) Neoprene washer
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2. Check of the operation of POINTER 3000 Emergency Locator Transmitter


Periodical
E. Procedures
(1) Functional check POINTER 3000 installed in the aircraft
(a) Check according the appropriate Flight Manual chapter 8.8 Emergency Locator
(2) Functional check POINTER 3000 outside the aircraft
(a) Extend the antenna installed in the lower part POINTER 3000
(b) Check according the appropriate Flight Manual chapter 8.8 Emergency Locator
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1. POINTER 3000 disassembly and re-assembly

E. Procedures
(1) POINTER 3000 disassembly
(b) Set the POINTER 3000 ON-OFF-AUTO switch to the OFF position.
(c) Disconnect the antenna connector from POINTER 3000, slip out the contact separator.
(d) Release the latch on the POINTER 3000 mounting bracket.
(e) Slip out POINTER 3000 from the mounting bracket.
(f) Fix the upholstery ceiling panel behind the frame No. 18 by moving the upholstery ceiling
(2) POINTER 3000 re-assembly
and 18 releasing 5 quick-acting latches using the L 410.9141-05 screwdriver.
(b) Release the latch provided on the POINTER 3000 mounting bracket.
(c) Set POINTER 3000 into the mounting bracket so that the arrows on the mounting bracket
and POINTER 3000 have identical direction.
(d) Secure the latch on the mounting bracket.
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(e) Connect the antenna connector to the receptacle provided on POINTER 3000 and insert
the contact separator between the portable antenna and the contact finger.
(f) Firmly press the RESET button and then release.
(g) Set the POINTER 3000 ON-OFF-AUTO switch to the AUTO position.
(h) Make functional check of the pointer 3000 as per the work procedure specified in section
025.60.05.
(i) Fix the upholstery ceiling panel behind the frame No. 18 by moving the upholstery ceiling
panel rearwards. Refit the upholstery ceiling panel between the frames No. 14 and 18 by
FIG. 401 LOCATION ELT POINTER 3000

(1) ELT; (2) Antenna; (3) Mounting bracket; (4) Screw
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ARTEX C 406–2 EMERGENCY LOCATOR TRANSMITTER (IF INSTALLED)

1. General
The ARTEX C 406 - 2 emergency locator transmitter (ELT) system is designed for the aircraft direction
finding in the case of emergency landing.
The ARTEX C 406 - 2 ELT system consist of the following components:
- ELT Unit:
• a. G-Switch
• b. Transmitter
• c. Microprocessor
• d. Miscellaneous components
• e. "ON" Light
• f. 406.025 MHz Transmitter Module
- Battery pack
- Fixed antenna
- Connecting Coax Cable
- Mounting Tray
- Mounting Tray End Cap
- Cockpit Remote Switch Assembly
- Buzzer
- Installation kit
1 Circuit breaker KLIXON 7277-2-1 1 Between frames 1 and 2

2 Emergency locator transmitter ARTEX C 406-2 1 Between frames 18 and 19
(455-5010)
3 Buzzer 130-4004 1 Vertical control channel
4 Antenna Rod 110-320 1 Between frames 18 and 19
5 Remote switch panel 345-6196-04 1 Left instrument panel
6 Circuit breaker KLIXON 7277-2-5 1 Between frames 1 and 2
3. Operation
The ELT automatically activates during a crash and transmits the standard swept tone on 121.5 and
243.0 MHz. Every 50 seconds for 520 milliseconds (long message protocol) the 406.025 MHz
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transmitter turns on. During that time a encoded digital message is sent to the satellite. The information
contained in that message is shown below:
• Serial Number Of The Transmitter
• Country Code
• Manufacturer
• Position Coordinates (optional)
The 406.025 MHz transmitter will operate for 24 hours and shut down automatically.
While the 121.5/243.0 MHz transmitter will continue to operate until the unit has exhausted the battery
power which typically will be at least 72 hours.
More information are described in “Description, Operation, Installation and Maintenance Manual” (Doc.
No. 570-5000 Rev A) ARTEX ELT C406-2 and Flight Manual of the aircraft.
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ARTEX C 406–2 EMERGENCY LOCATOR TRANSMITTER (IF INSTALLED)

SERVICING
1. Check of the battery pack / Battery pack replacement in the ELT C 406-2 Emergency
Locator Transmitter
A. Fixture, Test and Support Equipment Necessary tolls from the tool kit

Periodical
E. Procedures
(1) Remove the four screw from the battery pack. Before proceeding further, read the following
advisory to avoid damage to the ELT.
(2) WARNING: The battery pack is connected to the ELT via short interconnect harnesses which
limit the distance of separation between the two components prior to disconnecting the
harnesses. Proceed as follows:
- Lay the ELT on its side.
- Carefully lift the battery pack away from the ELT and lay along side the ELT unit.
- Carefully disconnect the harness from the 8-pin connector on the small circuit board in
battery pack. Do not short connector pins.
- Disconnect 2-pin harness from the ELT body.
(3) Inspect battery pack and underside of ELT. Battery cells, components and connectors should
be corrosion free. The underside of ELT should be corrosion free. Inspect for any broken wires
or connections. Ensure the battery housing is free of cracks or other visible damage.
(4) Verify the battery expiration date. The battery pack must be replaced with a new one:
- After use in an emergency;
- After an inadvertent activation of unknown duration;
- When the total of all known transmissions exceeds one hour;
- On or before the battery replacement (expiration) date.
(5) When installing a new battery pack, remove the paper backing from the rubber seal at the
connector end of battery pack. It is recommended that this seal be coated with silicone grease
to provide a moisture resistant seal once battery is installed.
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(6) To replace/reinstall the battery pack, connect the 8-pin connector to the header on the circuit
board in the battery pack. Connect the 2-pin connector harness to the ELT.
(7) This step will cause the ELT to activate. Reset the ELT by toggling the "ON/OFF" switch on the
ELT from "ON" to "OFF".
(8) Reseat the battery pack on the ELT, dressing the harness wires away from the standoffs to
avoid pinching wires between battery pack and standoffs.
(9) Reinstall the four Philips head screws and tighten securely. Do not over torque the screws.
(10) Once ELT has been tested, as applicable, and reinstalled in the aircraft, apply the battery
expiration date label provided with the battery pack to the exterior of the ELT (i.e. on the end
cap or other visible location).
NOTE: If you have any questions regarding the Battery Pack Replacement Procedure,
please contact Artex Aircraft Supplies at 1-800-547-8901
2. Check of the operation of C 406-2 Emergency Locator Transmitter

Periodical
E. Procedures
(1) The test consists of turning the unit "on" and then "resetting" it.
(2) Always perform the tests within the first 5 minutes of the hour (UTC) and be sure to notify any
nearby control tower of your intentions.
WARNING: DO NOT ALLOW THE TEST DURATION TO EXCEED 5 SECONDS. THE ELT
WILL TRANSMIT A 406.025 MHZ SIGNAL AFTER THE ELT IS ACTIVATE
APPROXIMATELY 47 SECONDS, THE SATELLITE SYSTEM CONSIDERS THE
TRANSMISSION TO BE A VALID DISTRESS SIGNAL
(3) Switch on the BATTERY Ι, ΙΙ, circuit breakers.
(4) Tune a receiver (usually the aircraft radio) to 121.5 MHz.
(5) Turn the ELT aircraft panel switch to "ON", wait for 3 sweeps on the receiver, which takes
about 1 second, and then turn the switch back to "ARM" (OFF) position while paying special
attention to the LED activity upon entering the “ARM” (OFF) condition.
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The microprocessor in the ELT checks the G-switch (automatic activation switch) latching
circuit, pins 5 & 8 on the12-pin connector at the ELT, the 406.025 MHz transmitter for proper RF
output and a battery check.
If the ELT is working properly, the sequence following entry to the “ARM” (OFF) condition will
result in the panel LED staying ON for approximately 1 second then extinguishing.
If the problem is detected, the LED provides a coded signal following the initial 1 second pulse.
The coded signal and related problem are as follows:
• 1 flash indicates a G-switch loop open failure
• 3 flashes indicates a 406.025 MHz transmitter problem (i.e. bad or unconnected coax, an
antenna problem, low power output or a programming error)
• 5 flashes indicates there is no navigation data present
• 7 flashes indicates a battery problem (i.e. battery usage time over an hour)
NOTE: The LED will flash in order of importance with approximately a 0.5 to 1 second pause
between each error code if multiple errors are present.
(6) Switch off the BATTERY Ι, ΙΙ, circuit breakers.
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AMERI-KING AK-451 EMERGENCY LOCATOR TRANSMITTER (IF INSTALLED)

1. General
The AMERI-KING AK-451 emergency locator transmitter (ELT) system is designed for the aircraft
direction finding in the case of emergency landing.
The AMERI-KING AK-451 ELT system consist of the following components:
- ELT Unit:
• a. G-Switch
• b. Transmitter
• c. Microprocessor
• d. Miscellaneous components
• e. "ON" Light
• f. 406.025 MHz Transmitter Module
- Battery pack
- Fixed antenna
- Connecting Coax Cable BNC-BNC
- Mounting Tray and Velcro Holder
- Cockpit Remote Unit Assembly
- Buzzer
- Installation kit
1. Circuit breaker AZRGK 10 1 Between frames 1 and 2

2. Emergency locator transmitter AMERI-KING AK-451 1 Between frames 18 and 19
3. Buzzer 541 018 1 Vertical control channel
4. Antenna ( Whip ) 451 017-1B 1 Between frames 18 and 19
5. Remote unit assembly 451 004 1 Cockpit
6. Fuse 1 CSN 354733F/1500 1 Frame 2
3. Operation
The ELT automatically activates during a crash and transmits the standard swept tone on 121.5 and
243.0 MHz. Every 50 seconds for 520 milliseconds (long message protocol) the 406.025 MHz
transmitter turns on. During that time a encoded digital message is sent to the satellite. The information
contained in that message is shown below:
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• Serial Number of the transmitter

• Country Code
• I.D. Code
• Position Coordinates (optional)
The 406.025 MHz transmitter will operate for 24 hours and shut down automatically.
While the 121.5/243.0 MHz transmitter will continue to operate until the unit has exhausted the battery
power which typically will be at least 87 hours.
More information are described in “INSTALLATION AND OPERATION MANUAL FOR MODEL AK-451
Series” (Doc. No. IM-451 Rev NC-4.1c -or later) and Flight Manual of the aircraft.
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AMERI-KING AK-451 EMERGENCY LOCATOR TRANSMITTER (IF INSTALLED)

SERVICING
1. Check of the battery pack / Battery pack replacement in the ELT AK-451 Emergency
Locator Transmitter
A. Fixture, Test and Support Equipment Necessary tolls from the tool kit

Periodical
E. Procedures
(1) Remove the four retaining screws and split lock washers that attach the battery case to the ELT
Transmitter Assembly.
(2) WARNING: The battery pack is connected to the ELT via short interconnect harnesses which
limit the distance of separation between the two components prior to disconnecting the
harnesses. Proceed as follows:
• Lay the ELT on its side.
• Carefully lift the battery pack away from the ELT and lay along side the ELT unit.
• Carefully disconnect the harness from the 8-pin connector on the small circuit board in
battery pack. Do not short connector pins.
• Disconnect 2-pin harness from the ELT body.
(3) Inspect battery pack and underside of ELT. The battery cells, components and connectors should
be free of corrosion. The underside of ELT should be corrosion free. Inspect for any broken wires or
connections. Ensure the battery housing is free of cracks or other visible damage.
(4) Verify the battery expiration date. The battery pack must be replaced with a new one:
- After use in an emergency;
- After an inadvertent activation of unknown duration;
- When the total of all known transmissions exceeds one hour;
- On or before the battery replacement (expiration) date.
(5) When installing a new battery pack, remove the paper backing from the rubber seal at the
connector end of battery pack. It is recommended that this seal be coated with silicone grease
to provide a moisture resistant seal once battery is installed.
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(6) To replace/reinstall the battery pack, connect the 8-pin connector to the header on the circuit
board in the battery pack. Connect the 2-pin connector harness to the ELT.
(7) This step will cause the ELT to activate. Reset the ELT by toggling the "ON/OFF" switch on the
ELT from "ON" to "OFF".
(8) Reseat the battery pack on the ELT, dressing the harness wires away from the standoffs to
avoid pinching wires between battery pack and standoffs.
(9) Reinstall the four Philips head screws and tighten securely. Do not over torque the screws.
(10) Once ELT has been tested, as applicable, and reinstalled in the aircraft, apply the battery
expiration date label provided with the battery pack to the exterior of the ELT (i.e. on the end
cap or other visible location).
NOTE: If you have any questions regarding the Battery Pack Replacement Procedure, please
contact AMERI-KING Corporation at tel# 1-714-842-8555
2. Check of the operation of AK-451 Emergency Locator Transmitter


Periodical
E. Procedures
(1) The test consists of turning the unit "on" and then "resetting" it.
WILL TRANSMIT A 406.025 MHz SIGNAL AFTER THE ELT IS ACTIVATE
TRANSMISSION TO BE A VALID DISTRESS SIGNAL.
(3) Switch on the BATTERY I, II circuit breakers.
(4) Tune a receiver (usually the aircraft radio) to 121.5 MHz.
(5) Turn the ELT aircraft panel switch to "ON", wait for 3 sweeps on the receiver, which takes
about 1 second, and then turn the switch back to "ARM" (OFF) position while paying special
attention to the LED activity upon entering the “ARM” (OFF) condition.
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The microprocessor in the ELT checks the G-switch (automatic activation switch) latching
circuit, pins 5 & 8 on the12-pin connector at the ELT, the 406.025 MHz transmitter for proper RF
output and a battery check.
If the ELT is working properly, the sequence following entry to the “ARM” (OFF) condition will
result in the panel LED staying ON for approximately 1 second then extinguishing.
If the problem is detected, the LED provides a coded signal following the initial 1 second pulse.
The coded signal and related problem are as follows:
• 1 flash indicates a G-switch loop open failure
• 3 flashes indicates a 406.025 MHz transmitter problem (i.e. bad or unconnected coax, an
antenna problem, low power output or a programming error)
• 5 flashes indicates there is no navigation data present
• 7 flashes indicates a battery problem (i.e. battery usage time over an hour)
NOTE: The LED will flash in order of importance with approximately a 0.5 to 1 second pause
between each error code if multiple errors are present.
(6) Switch off the BATTERY I, II circuit breakers.
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ARM-406AS1 PORTABLE EMERGENCY LOCATOR TRANSMITTER (IF INSTALLED)

1. General
Description, operation and servicing of the ARM-406AS1 Portable emergency locator transmitter is
issued in section 025.60.08 only in Russian language version of Maintenance Manual issue.
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KANNAD 406 AP EMERGENCY LOCATOR TRANSMITTER (IF INSTALLED)

1. General
The KANNAD 406 AP emergency locator transmitter (ELT) system is designed for the aircraft direction
finding in the case of emergency landing. The KANNAD 406 AP emergency locator transmitter (ELT) is
aeronautical distress beacon that operate at civil and military frequencies of 406.025 MHz as part of the
COSPAS-SARSAT system.
The KANNAD 406 AP transmits through an antenna attached to the aircraft fuselage. The KANNAD 406
AP versions (when removed from the mounting bracket) have an auxiliary antenna that gives them full
independence for use in survival conditions.
The KANNAD 406 AP system consists of the following components:
(1) The Emergency Locator Transmitter (ELT) system generally includes:
(a) One Emergency Locator Transmitter (ELT) P/N S1820502-02 with:
• One Auxiliary Antenna
• One Floating Collar
• The Attaching Parts
(b) One Mounting Bracket P/N S1820511-01 (1 strap) to attach the beacon to the aircraft
(c) One Programming DONGLE P/N S1820514-01, Programming KANNAD package
(PROGKANNAD)
(d) One Remote Control Panel (Kit RC200 P/N 1820513-18 - 9-pin Connector included)
(e) One CS144 Interface module
(f) One outside antenna ANT 300 = CHELTON 1327-82 (P/N 0124220)
(g) Connecting Coax Cable
1 Emergency locator transmitter KANNAD 406 AP 1 Between frames 18 and 19

2 Antenna ANT 300 1 Between frames 18 and 19
3 Remote control panel RC200 1 Left instrument panel
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3. Operation
The KANNAD 406 AP can be activated either automatically when the crash occurs (with a shock sensor)
or manually (with a switch on the transmitter itself or on a Remote Control Panel).
The KANNAD 406 AP is designed to transmit on three frequencies (121.5, 243 and 406 MHz).
The two basic emergency frequencies (121.5 and 243 MHz ) are mainly used for homing in the final
stages of the rescue operations. The 406 MHz frequency is used by the COSPAS-SARSAT satellites for
precise pinpointing and identification of the aircraft in distress.
Once activated, the transmitter operates continuously on 121.5 and 243.0 MHz with an output power of
100 mW on each frequency. The modulation is an audio frequency sweeping downwards from 1420 Hz
to 490 Hz with a repetition rate of 3 Hz.
During the first 24 hours of operation, a digital message is transmitted on 406.025 MHz every
50 seconds. The output power on 406 MHz is 5 W.
The KANNAD 406 AP can transmit two types of messages on 406 MHz:
• 112 bits for a short message (identification only);
• 144 bits for a long message (identification + aircraft position).
FIG. 1 KANNAD 406 AP WITH A MOUNTING BRACKET
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4. Controls
The following controls are to be found on the ELT front panel - refer to the fig. 2:
1. 3-position switch ARM/OFF/ON;
2. Visual indicator (red);
3. DIN 12 connector for connection to Remote Control Panel, CS144 interface module, dongle or
programming equipment;
4. BNC connector for the antenna.
FIG. 2 FRONT PANEL

The visual indicator gives an indication on the working mode of the beacon:
• after the self test: a series of short flashes indicate the self test failed, one long flash indicates a
correct self test;
• in operating mode: periodic flashes during 121.5 / 243 transmission;
• long flash during 406 transmission.
A buzzer gives audio information on the beacon working:
• continuous tone during self test;
• 2 beeps per second during 121.5 / 243 transmission;
• silence during 406 transmission.
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5. Working mode information

The KANNAD 406 AP has 4 different modes:
• Off.
• Self-test (temporary mode).
• Armed (standby mode to enable automatic activation by the shock sensor or by the remote control
panel).
• On (transmission).
Transmission is effective if the beacon is activated (either manually on the ELT control panel, remotely
by the "ON" switch on the remote control panel or automatically by the shock sensor).
A. Off
The ELT is off when the switch is in position "OFF". No part of the ELT is energized. This mode
must only be selected when the ELT is removed from the aircraft or parked for a long period or for
maintenance.
B. Self-Test
The self-test mode is a temporary mode (max duration 5 sec) in which the ELT checks the main
characteristics of the transmitter (Battery voltage, Programming) and enables digital communication
with a programming and test equipment.
This mode is selected:
• when switching from "OFF" to "ARM";
• when switching to "RESET / TEST" on the Remote Control Panel (provided that the switch of
the ELT is in the "ARM" position);
• when switching to "ON" prior to transmission.
The buzzer operates during the self-test procedure.
After about 3 seconds, the test result is displayed on the visual indicator as follows:
• One long flash indicates valid test.
• A series of short flashes indicates false test result.
The number of flashes indicates the type of failure:
• 3 + 1 = LOW BATTERY VOLTAGE.
• 3 + 2 = LOW TRANSMISSION POWER.
• 3 + 3 = FAULTY VCO LOCKING (FAULTY FREQUENCY).
• 3 + 4 = NO IDENTIFICATION PROGRAMMED.
The number of self-tests carried out is recorded. This information is available when the ELT is
connected to a programming and test equipment (PR600).
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C. Armed
In order to enable activation by the G-Switch or with the Remote Control Panel, the ELT must be in
standby mode with the switch in the "ARM" position.
This mode is mandatory during flight! The ELT should remain in the "ARM" position all the time
except when the ELT is removed from the aircraft or parked for a long period or for maintenance.
The Remote Control Panel is energized by the ELT when the ELT’s Switch is in the "ARM" position.
D. On
This mode is selected:
• manually by switching to position "ON";
• by switching the Remote Control Panel switch to position "ON" (provided that the ELT switch is
in the "ARM" position);
• when a crash occurs (provided that the ELT switch is in the "ARM" position).
When this mode is selected, the ELT starts transmission:
• on 121.5 MHz & 243 MHz immediately (continuous transmission);
• on 406 MHz after 50 seconds (406 burst every 50 sec during 24 hours).
The red visual indicator on the ELT (and on the remote control panel if installed) flashes and the
buzzer operates.
In case of accidental activation, the ELT can be reset either by switching it to "OFF" or by switching
to "RESET" on the Remote Control Panel.
The number of 406 MHz bursts effectively transmitted is recorded. This information is available
when the ELT is connected to a programming and test equipment (PR600).
NOTE: More description, operation and maintenance information are described in “Installation
Manual / Operation Manual KANNAD 406 AP”
(Revision 08 / Date of rev. APR 27/2010 or later) and Flight Manual of the aircraft.
Refer to the website: http://www.kannadaviation.com/elt-for-commercial
6. Battery Pack
The transmitter battery expiry date is fixed at 6 years after manufacturing.
If no activation of the ELT occurs during the battery lifetime, it shall be replaced every 6 years.
CAUTION: ONLY ORIGINAL BATTERY PACK INCLUDED IN BATTERY KIT

(KIT BAT 300, P/N S1820516-99) SUPPLIED BY KANNAD CAN BE INSTALLED.
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KANNAD 406 AP EMERGENCY LOCATOR TRANSMITTER (IF INSTALLED)

SERVICING
1. Check of the battery pack / Battery pack replacement in the KANNAD 406 AP
A. Fixture, Test and Support Equipment Aeroflex IFR 4000 Tester, Multimeter;
B. Materials Battery Pack KIT BAT 300, P/N S1820516-99

Periodical
E. Procedures
(1) Check the battery expiry date on the identification label. This label is stuck onto the ELT rear
panel and must be replaced for each battery replacement.
If life of battery expired, perform the following procedure.
NOTE: For batteries replacement, only the lower cover shall be removed.
CAUTION: BEFORE THE START OF WORK ON THE BEACON, MAKE SURE THAT THE
FRONT PANEL SWITCH IS SET TO “OFF”.
IN CASE OF COVER DISASSEMBLY, REPLACE O-RING AND PERFORM THE
BEACON TIGHTNESS PROCEDURE GIVEN IN STEPS (9) AND (10).
(2) Removal of the Auxiliary Antenna
(a) Cut the nylon thread at the two loops.
(b) Remove the auxiliary antenna.
(3) Removal of the Lanyard
(a) Open the square knot and keep the lanyard with the snap hook.
(b) Open the square knot and remove the snap hook.
(4) Removal of Battery pack (Refer to the Fig. 301)
(a) Remove the eight screws (100) that hold the lower cover (90).
(b) Remove the lower cover (90).
(c) Remove the O-ring (180) from the lower cover (90) and discard it.
(d) Take the battery (130) out of its housing (190).
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(e) Disconnect the battery (130), and then remove it.
(f) Remove the foam wedges (150 and 160) and discard them.
(g) Take out the desiccant capsule (140) and discard it.
FIG. 301 REMOVAL OF BATTERY
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Battery pack available from any KANNAD distributor or dealer.

KANNAD
Z.I. des Cinq Chemins BP23
56520 GUIDEL - FRANCE
Telephone: +33 (0)2 97 02 49 49 Fax: +33 (0)2 97 65 00 20
Web: http://www.kannad.com - E-mail: contact.aviation@kannad.com
Support: support.sar@kannad.com Tel.: +33 (0)2 97 02 49 00
List of distributor available on our Web site:
http://www.kannad.com
(5) Installation of Battery (130)
(a) Preparation and Installation of a Replacement Label (1-120) for the Housing Assembly
(190) (Refer to the Fig. 302).
NOTE: The battery kit (110) is supplied with a new identification label (1-120). After each
replacement of the battery (130), it is necessary to write all information relating to the
replaced battery (PN and expiry date) on this identification label (1-120).
(b) Write the following data on a new Identification Label (1-120), in black ink or with a label
printer:
• Fill the field «Battery Type» with the P/N of the new battery,
• Fill the field «Battery Expiry Date» with the «Expiry» information of the new battery,
• Fill the field «Inspection Date» with today's date.
• Fill the field «Next Control» with the date of next mandatory control according to the
regulation in effect.
(b) Copy the programming information of the old label.
(c) Remove the old label from the housing assembly (190).
(d) Rub with a lintless cloth soaked in solvents to remove all signs of bonding compound.
(e) Remove the protection from the bottom of the new label (1-120).
(f) Stick the new label (1-120) in the middle of beacon’s rear panel.
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FIG. 302 REPLACEMENT OF IDENTIFICATION LABEL
(6) Check of current

Perform a current measurement in transmission and stand by mode.
This test must be carried out (before closing of lower cover) after each battery replacement to
measure the current in transmission and stand by mode.
(a) Set up the test model for current measurement (Refer to Fig. 303).
FIG. 303 TEST MODEL FOR CURRENT MEASUREMENT
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NOTE: Connectors and pins used to make the test model are included in KIT, BAT300
P/N S1820516-99. Wires are not included; AWG18 gauge with a maximum length of
20 cm (7.87 in.) should be preferred.
(b) Connect a ammeter with a range more than 2A to pins A1 and A2 of the test model.
(c) If available select the «MAX HOLD» function.
(d) Set the ELT to «ARM» position.

-the ELT perform a self-test
(e) Measure the maximum current during the self-test procedure (duration approx. 500 ms
during 406.025 MHz transmission)
NOTE: Current maximum value must be 1.7A for old versions of PCBs or 2.2 A for new
versions of PCB.
The ELT KANNAD 406 AP, P/N S1820502-02, Index G or higher is fitted with a new
version of PCB. (Check if your ELT is fitted with an old or new version of PCB).
-If not send the beacon to PART/FAR145 maintenance station approved to perform
maintenance level 3 with CMM (Component Maintenance Manual) 25-63-01.
(f) Connect S1 to S2 (put a jumper)
(g) Replace the ammeter by a micro-ammeter (range 100 microA).
(h) Disconnect S1 from S2 (remove the jumper).
(i) Measure the current.

-It must be less than 50 microA.
-If not send the beacon to a PART/FAR145 maintenance station accredited to perform
maintenance level 3 with CMM 25-63-01.
(7) Installation of Battery Compartment Components (Refer to the Fig. 301)
(a) Install the small foam wedges (160) in the housing assembly (190).
(b) Put the battery (130) in its compartment (with the label* on the outer side).
NOTE:* this label, stuck on the battery, is different from the label concerning the Battery Kit
(1-120) and has not to be recorded, removed or replaced.
(c) Connect the battery (130).
(d) Install the connectors in the bottom of the compartment.
(e) Install the large foam wedge (150) in the housing assembly (190).
(f) Install the desiccant capsule (140) in the large foam wedge, with the cardboard side on the
outer side.
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(8) Check of battery
NOTE: The battery must be checked before closing the battery compartment
(a) Carry out a self-test (Refer to the Procedure 025.60.00.B given in this section)
NOTE: a self test must only be performed with an antenna or a 50 ohms load connected to
the antenna receptacle.
(9) Installation of Lower Cover (90).
CAUTION: BEFORE TIGHTENING A SCREW, TURN IT COUNTER-CLOCKWISE TO FIND

THE START OF THE HOUSING THREAD (AUDIBLE CLICK)
(a) Put a new O-ring (180) in the lower cover (90).
(b) Install the lower cover (90) in the correct assembly direction (the ear of the lower cover
points to the front of the beacon) and install the eight screws (100).
(c) Tighten the eight screws (100) in the sequence shown (Refer to Fig. 304), to a torque of
0.9 +0, -0.1 Newton x meter.
FIG. 304 COVER SCREW TIGHTENING
(10) Check of Beacon Tightness
(a) Soak the beacon vertically in a tank that contains sufficient water at 60 degrees Celsius
+/-5 degrees Celsius to cover the beacon.
(b) Make sure that, after 5 minutes, no string of air bubbles is released from:
-The bearing surfaces of the seals,
-The side that has the connectors, the switch and the LED,
-The attaching points (screws).
-Take the beacon out of the water and dry it.
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NOTE: Some air bubbles can escape, in particular those caught in the hollow areas of the
shaped edge.
If there is a leak, remove the beacon from the water rapidly and open it to remove all
signs of moisture, then find the cause of the leak and correct as necessary.
(11) Installation of the Auxiliary Antenna
(a) Make a loop of nylon thread around the base of the auxiliary antenna (above the knurled
ring), put a metal ring on the line (with the end lightly further than the end of the ring) and
tighten with flat pliers.
(b) Put a heat shrink sleeve 20 mm (0.78 in) in length on the ring and shrink it.
(c) At the other end, put a heat shrink sleeve 20 mm (0.78 in) in length and a metal ring on the
line.
(d) Put the line through the left hole of the upper cover (antenna connector side), make a loop
and install a metal ring in the line (with the end lightly further than the end of the ring) and
crimp with flat pliers.
(e) Shrink the shrink sleeve.
(f) If necessary, install the protective cap on the front panel connector.
2. Check of the operation of KANNAD 406 AP Emergency Locator Transmitter

Periodical
E. Procedures
CAUTION: THE SELF-TEST MUST ONLY BE PERFORMED WITH AN ANTENNA OR A

50 OHMS LOAD CONNECTED TO THE «ANT» RECEPTACLE. NON RESPECTING
THIS INSTRUCTION CAN DAMAGE THE POWER STAGE AMPLIFIER.
CAUTION: SELF-TEST SHOULD NOT BE DONE MORE THAN ONCE A WEEK. SHOULD
SELF-TESTS BE CARRIED OUT MORE THAN THE MAXIMUM ALLOWED, THE
BATTERY LIFE-TIME MIGHT BE AFFECTED.
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(1) Perform the self test ELT to detect any possible failure.
The beacon self-test is a temporary mode (with a duration of 5 seconds). It is active when the
switch is moved from the “OFF” position to “ARM”, or “ON”.
WILL TRANSMIT A 406.025 MHZ SIGNAL AFTER THE ELT IS ACTIVATE
TRANSMISSION TO BE A VALID DISTRESS SIGNAL
(3) Check that the ELT antenna is correctly connected or connect a 50 Ohm load to the “ANT”
receptacle on the front panel of the beacon.
(4) Switch from position "OFF" to position "ARM" or press "RESET & TEST" on the Remote
Control Panel located on the left instrument panel (ensure that the ELT switch is in the "ARM"
position).
(a) The buzzer operates during the whole Self-test procedure.
(b) After a few seconds, the test result is displayed with the visual indicator as follows:
• One long flash indicates that the system is operational and that no error conditions
were found.
• A series of short flashes (see NOTE below) indicates the test has failed.
WARNING: IF SELF-TEST FAILS, CONTACT THE DISTRIBUTOR AS SOON AS POSSIBLE.

UNLESS A WAVER IS GRANTED, FLIGHT SHOULD BE CANCELLED.
NOTE: The number of flashes gives an indication of the faulty parameter detected during the
self-test.
Number of
Faulty parameter
flashes
3+1 LOW BATTERY VOLTAGE
3+2 LOW RF POWER
3+3 FAULTY VCO LOCKING (FAULTY FREQUENCY)
3+4 (*) NO IDENTIFICATION PROGRAMMED
NOTE: (*) This result is normal if the beacon is supplied with maintenance DONGLE or
unprogrammed.
(5) Record the test result, then set the Switch to “OFF” (indicating the necessary procedure in
relation to the failure symptoms).
EFFECTIVITY
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CHAPTER
FIRE PROTECTION
MAINTENANCE MANUAL
CHAPTER 26
FIRE PROTECTION

Section Section
Subject Subject
Title page - 026.10.00 801 Nov 1/11

List of Effective Pages 1 Nov 20/15 Approved Repairs 802 Nov 1/11
2 Nov 20/15 026.10.01 1 Nov 1/11
4 Nov 1/11 026.10.02 1 Nov 1/11
Record of Revisions 1 May 30/14 Description and Operation 2 Nov 20/15
3 Nov 1/11 302 May 30/14
2 Nov 1/11 026.10.03 1 May 30/14
Contents 1 May 30/14 Description and Operation 2 May 30/14
3 May 30/14 302 Nov 1/11
026.00.00 1 Nov 1/11 402 Nov 1/11
Description and Operation 2 Nov 1/11 Inspection / Check 601 Nov 1/11
3 Nov 1/11 602 Nov 1/11
4 Nov 1/11 026.10.05 1 Nov 20/15
6 Nov 1/11 026.10.06 1 Nov 1/11
8 Nov 1/11 026.10.07 1 Nov 1/11
Fault Isolation 101 Nov 20/15 Description and Operation 2 Nov 1/11
102 Nov 1/11 026.10.08 1 Nov 1/11
302 Nov 1/11

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Section Section
Subject Subject
026.10.08 301 May 30/14 026.20.01 601 Nov 1/11

Servicing 302 May 30/14 Inspection / Check 602 Nov 1/11
026.20.00 1 May 30/14 603 Nov 1/11
3 May 30/14 605 Nov 1/11
4 Nov 1/11 606 Nov 1/11
5 Nov 1/11 026.20.02 1 Nov 1/11
7 Nov 1/11 3 Nov 1/11
8 Nov 1/11 4 Nov 1/11
10 Nov 1/11 302 Apr 5/13
Fault Isolation 101 Nov 1/11 026.20.03 1 May 30/14
104 Nov 1/11 302 May 30/14
Servicing 301 Nov 20/15 Removal / Installation 401 Nov 1/11
302 Nov 20/15 402 Nov 1/11
303 Nov 20/15 026.20.04 1 Nov 1/11
026.20.01 1 Apr 5/13 Servicing 301 May 30/14
4 Nov 1/11 402 Nov 1/11
Servicing 301 Apr 5/13 026.20.05 1 Nov 1/11
303 May 30/14 Servicing 301 May 30/14
304 Nov 1/11 302 Nov 1/11
403 Nov 1/11 026.20.07 1 Nov 1/11
406 Nov 1/11 302 Nov 1/11

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Chapter Page Date

Section
Subject
026.20.07 303 Nov 1/11

402 Nov 1/11
026.20.09 1 May 30/14
3 May 30/14
4 May 30/14
302 May 30/14

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ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 26
FIRE PROTECTION
RECORD OF REVISIONS

Section,
Subject
6 026-List of 1 to 2 - -
Effective Pages
026-List of 1 - - L410UVP-E/145d May 31/12
Revisions
026.20.00 2 to 3 - -
7 026-List of 1 to 2 - -
Effective Pages
026-List of 1 - -
Revisions
026-Contents 3 - - L410UVP-E/170d Apr 5/13
026.20.01 1 - -
301 to 302 - -
026.20.02 302 - -
8 026-List of 1 to 3 - -
Effective Pages
026-List of 1 to 2 - -
Revisions
026.10.00 301 - -
026.10.02 301 to 302 - -
026.10.03 1 to 2 - -
301 - -
026.10.08 301 to 302 - - L410UVP-E/196d May 30/14
026.20.00 1 to 3 - -
301 to 305 - -
026.20.01 302 to 303 - -
026.20.02 301 - -
026.20.03 1
301 to 302 - 601 to 602
026.20.04 301 to 302 - -
026.20.05 301

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Section,
Subject
8 026.20.07 301 - -
026.20.09 - 1 to 4 - L410UVP-E/196d May 30/14
- 301 to 302 -
9 026-List of 1 to 3 - -
Effective Pages
026-List of 2 - -
Revisions
026-Contents 2 - -
026.10.00 1 - -
101 - -
L410UVP-E/220d Nov 20/15
026.10.01 2 - -
026.10.02 2 - -
026.10.03 301 - -
026.10.05 1 - -
026.10.08 2 - -
026.20.00 301 to 304 - 305 to 306

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Section,
Subject

ALL Page: 3
Nov 1/11
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 26
FIRE PROTECTION

Section,
No. Number Revision

ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 26
FIRE PROTECTION
CONTENTS

Section,
Subject

General 1
DETECTION 026.10.00 1 ALL
General 1
Operation 2
Fault Isolation 101
Servicing 301
Check of the correct operation of the fire signalling 301
system of engines and the front baggage
compartment by means of test push-buttons
Repair of DPS fire detector conductor binding 801
SSP-2A, SERIES 2 FIRE DETECTION SYSTEM 026.10.01 1 ALL
Purpose 1
Technical data 1
Description 1
Operation 1
BI-2A, SERIES 2 ACTUATING UNIT 026.10.02 1 ALL
Purpose 1
Technical data 1
Description 1
Operation 1
Servicing 301
Check of the BI-2A, power unit 2nd series 301
Removal and installation of BI-2A Series 2 actuating 401
unit
DPS FIRE DETECTOR 026.10.03 1 ALL
Purpose 1
Technical data 1
Description 1
Operation 1
Servicing 301
Check of the insulation resistance of the DPS fire 301
detectors
Removal and installation of DPS fire detectors 401
ALL Page: 1
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Section,
Subject
SSP-2I-RM SOCKET 026.10.04 1 ALL

Purpose 1
Description 1
Check of SSP-2I-RM socket 601
SEZ-2-45 BELL 026.10.05 1 ALL
Purpose 1
Technical data 1
Operation 1
TKE 52 PODG RELAY 026.10.06 ALL
Purpose 1
Technical data 1
Operation 1
LUN 3241.1-8 (OR LUN 3241.02) 5 HZ INTERRUPTER 026.10.07 1 ALL
Purpose 1
Technical data 1
Description 1
DS-3M2 SMOKE DETECTOR 026.10.08 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Inspection of the DS-3 M2 smoke detector 301
Replacement of the signalling bulb of the DS-3M2 301
smoke detector.
Check of the operation of the smoke detector.
EXTINGUISHING 026.20.00 1 ALL
General 1
Operation 3
Fault Isolation 101
Servicing 301
Replacement of the PP3 pyrocartridges 301
Blowing through the extinguisher piping with 302
pressure air
Inspection of the seals on fire extinguishing 304
pushbutton guards
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Section,
Subject
PPL (8) FIRE EXTINGUISHER 026.20.01 1 ALL

Purpose 1
Technical data 1
Description 1
Operation 1
General rules for handling the PPL (8) fire extinguisher 1
Servicing 301
Check of pressure in PPL (8) fire extinguisher bottles 301
Check of the electrical circuit of pyrocartridges 302
Check of the MA-250M pressure gauge 302
PPL (8) fire extinguisher removal 401
PPL (8) fire extinguisher installation 402
PPL (8) fire extinguisher valve head disassembly 403
PPL (8) fire extinguisher valve head assembly 405
MA-250M pressure gauge removal and installation 406
PPL (8) fire extinguisher leakage test 601
PPL (8) fire extinguisher preparation for charging 602
PPL (8) fire extinguisher charging 603
PPL (8) fire extinguisher recharging 605
V 05A OR FH 15-364 OR FH 15N-HO 4082 OR 026.20.02 1 ALL
BA 20703 GR-3 FIRE EXTINGUISHER
Purpose 1
Description 1
Operation 3
Servicing 301
Check of the pressure in the V05A or FH 15-364 or 301
FH 15N-HO4082 or BA 20703 GR-3 cabin fire
extinguishers
Inspection of the V05A or FH 15-364 or 301
FH 15N-HO4082 or BA 20703 GR-3 cabin fire
extinguishers and check their weight
Filling of fire extinguisher V 05A 302
T 7607 (OR B594 280N) FIRE EXTINGUISHER 026.20.03 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Inspection of the T 7607 (or B594280N) fire 301
extinguisher and its attachment parts
Check of the pressure in the T 7607 (or B594280N) 301
fire extinguisher in the front baggage compartment
T 7607 (or B594 280N) fire extinguisher removal 401
and installation
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MAINTENANCE MANUAL

Section,
Subject
MA-16 K PRESSURE GAUGE 026.20.04 1 ALL

Purpose 1
Technical data 1
Operation 1
Servicing 301
Check of the MA-16 K pressure gauge 301
MA-16 K pressure gauge removal and installation 401
OIL COOLER FIRE PROTECTION 026.20.05 1 ALL
Purpose 1
Description 1
Operation 1
Servicing 301
Inspection of the thermal fuse 301
FIRE PROTECTION OF AC GENERATOR COOLING AIR INTAKE 026.20.06 1 ALL
Purpose 1
Description 1
Operation 1
L 410.6740-40 FIRE EXTINGUISHER (if installed) 026.20.07 1 ALL
Purpose 1
Technical data 1
Servicing 301
Check of the pressure in the L410.6740-40 fire extinguisher 301
in the rear baggage compartment (if installed)
Refilling of the L 410.6740-40 extinguisher with air 302
(if installed)
Discharging of the L 410.6740-40 extinguisher 303
(if installed)
Removal of L 410.6740-40 extinguisher from the 401
aircraft (if installed)
L 410.6740-40 extinguisher installation (if installed) 401
C352TS CABIN FIRE EXTINGUISHER (if installed) 026.20.09 1 ALL
General 1
Technical data 1
Operation 1
Servicing 301
Check of the condition of the C352TS cabin fire 301
extinguisher
Inspect of the C352TS cabin fire extinguisher and 301
check its weight
6-Year Maintenance 301
12-Year Hydrostatic Test 301
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MAINTENANCE MANUAL
GENERAL
1. General
The aircraft fire-fighting equipment consists of:
• a fire detection system in engine nacelles and in front baggage compartment
• a fire extinguishing system in engine nacelles, in front baggage compartment and in aircraft
cabin
• an engine nacelle drainage system, a fuel drainage system of combustion chambers and fuel
system components and an oil tank drainage system
As a means of fire protection, the engine nacelle is divided into separate fire zones and separated from
the airframe structure by means of firewalls.
EFFECTIVITY
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DETECTION
1. General
The engine nacelle fire detection system consists of fire detectors, and actuating unit and light and acoustic
signaling devices. The fire detectors are situated in the engine nacelle.
They are connected in series, 3 detectors in each of the three signaling circuits.
Fire in the engine nacelle actuates the red FIRE flashing signal accompanied by ringing of the signaling bell.
The front baggage compartment fire (smoke) detection system consists of a smoke detector and a light
signaling device.
The smoke detector is located in the upper part of the front baggage compartment near the bulkhead No. 4
and protected from mechanical damage by wire-welded guard. Fire in the front baggage compartment
actuates the red BAG. COMP. FIRE signal.
On the aircraft is installed as possible of the rear baggage compartment fire extinguishing system and fire
detection system (if installed rear baggage compartment).
1. ENGINE FIRE SIGN. circuit breaker AZRGK-2 1 Overhead panel

2. Fire detector DPS 9 LH engine
With sockets SSP-2I-RM 9 RH engine
3. Actuating unit BI-2A, Series 2 1 Between frame No. 15 - 16, left
4. Relay TKE-52 PODG 2 Between frames No. 15 - 16, left
5. ENG. FIRE SIGN. LH fuse 0.63 CSN 354733 1 Between frames No. 15 - 16, left
6. ENG. FIRE SIGN. RH fuse 0.63 CSN 354733 1 Between frames No. 15 - 16, left
7. FIRE BELL fuse 1 CSN 354733 F/1500 1 Between frames No. 15 - 16, left
8. INTERRUPTER fuse 1 CSN 354733 F/1500 1 Between frames No. 15 - 16, left
9. 5 Hz interrupter LUN 3241.1-8 1 Between frames No. 15 - 16, left
or LUN 3241.02
10. ENG. FIRE SIGN. I pushbutton LUN 3210-8 1 LH control panel
11. ENG. FIRE SIGN. II pushbutton LUN 3210-8 1 LH control panel
12. ENG. FIRE SIGN. III pushbutton LUN 3210-8 1 LH control panel
13. Bell SEZ-2-45 1 Behind instrument panel
14. FIRE signaling cell (LH) - 1 LH ENGINE section of CWD
15. FIRE signaling cell (RH) - 1 RH ENGINE section of CWD
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16. Smoke detector DS-3M2 1 Bulkhead No. 4 in front cargo

compartment
Smoke detector (if installed) DS-3M2 1 Bulkhead No. 21 in rear bag.
comp.
17. FIRE DET. CHECK pushbutton KNR 1 LH control panel
18. BAG. COMP. FIRE signaling cell - 1 AIRFRAME section of CWD
19. AFT BAG.COMP.signalling cell (if installed) - 1 AIRFRAME section of CWD
20. CENTRAL WARNING DISPLAY-ENGINE 2 KNR 1 LH control panel
switch (LH)
21. CENTRAL WARNING DISPLAY-ENGINE 2 KNR 1 LH control panel
switch (RH)
22. CENTRAL WARNING DISPLAY-AIRFRAME 2 KNR 1 LH control panel
switch
23. CENTRAL WARNING DISPLAY-LH ENGINE AZRGK 5 1 Overhead panel
circuit breaker
24. CENTRAL WARNING DISPLAY-RH ENGINE AZRGK 5 1 Overhead panel
circuit breaker
25. CENTRAL WARNING DISPLAY-AIRFRAME AZRGK 5 1 Overhead panel
circuit breaker
26. BAG. COMP. FIRE DET. circuit breaker AZRGK 2 1 Overhead panel
27. BAG. COMP. FIRE DET. circuit breaker AZRGK 2 1 Overhead panel
(if installed)
28. DET.CHECK pushbutton (if installed) 2 KNR 1 Control panel
NOTE: The DPS detectors the SSP-2I-RM sockets and the BI-2A Series 2 actuating unit
(Ref. Nos. 2 and 3) are constituent parts of the SSP-2A, Series 2 fire detection system.3.
3. Operation
In case of temperature rise in the engine nacelle the DPS fire detectors send pulses which are processed
in the BI-2A, Series 2, actuating unit. Having processed the pulse, the operating unit actuates signaling
bell and the a FIRE signal (of left-hand or right-hand engine, provided the CENTRAL WARNING DISPLAY
- LH ENGINE, RH ENGINE circuit breaker is switched ON). Check of correct functioning is carried out
with help of the switch CENTRAL WARNING DISPLAY - ENGINE (LH), CENTRAL WARNING DISPLAY
- ENGINE (RH) pushbuttons. Fire detectors are checked for correct functioning with help of ENG. FIRE
SIGN. I, II, III pushbuttons. When depressing of the above-mentioned pushbuttons, the signaling bell
and the FIRE signal (of right-hand or left-hand engine) must be actuated if the fire detectors function
correctly. If smoke in the front (rear – if installed) baggage compartment is generated, it passes through
the DS-3M2 smoke detector. The passing smoke overlaps the light beam inside the smoke detector
which is generated by a filament lamp and directed onto a photocell. The signal from the photocell is
amplified and led onto the BAG. COMP. FIRE or FIRE AFT BAG. COMP (if installed) signal lamp which
lights up. Signaling cell Correct functioning of the signal lamp is checked with help of the CENTRAL
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WARNING DISPLAY-AIRFRAME pushbutton. The smoke detector is checked for correct functioning with
help of the FIRE DET. CHECK (front baggage compartment) or DET. CHECK (rear baggage
compartment-if installed) pushbutton.
EFFECTIVITY
026.10.00
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FIG. 1 ENGINE NACELLE FIRE DETECTION SYSTEM - SCHEMATIC
EFFECTIVITY
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EFFECTIVITY
026.10.00
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FIG. 2 FRONT AND REAR (IF INSTALLED) BAGGAGE COMPARTMENT FIRE DETECTION SYSTEM-
schematic
EFFECTIVITY
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MAINTENANCE MANUAL
FIG. 3 LOCATION OF MAJOR COMPONENTS OF THE FIRE DETECTION SYSTEM

(1) DPS fire detector; (2) ) BI-2A, Series 2 actuating unit; (3) TKE 52 PODG relay;
(4) LUN 3241.1-8 interrupter (or LUN 3241.02) 5 Hz interruptor; (5) SEZ-2-5 bell; (6) DS-3M2
smoke detector; (7) DS-3M2 Smoke detector (if installed)
EFFECTIVITY
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EFFECTIVITY
026.10.00
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DETECTION
FAULT ISOLATION
No. Trouble Possible Causes Correction
1. With pushbuttons switched on the a) The conductors connecting the a) Replace the conductors
signaling cells do not light up fire detector and the actuating
unit are broken
b) The fire detection system relay b) Check the detection system relay
does not operate for correct operation (release)
c) Faulty build in the signaling cell c) Unscrew the bulb, inspect in and
check it with independent power
source. Replace the bulb.
d) Reduced supply voltage which d) Measure the voltage between the
should be at least + 24 V 1st and the 2nd socket of the Sh4
connector. Increase the supply
voltage
e) Increased supply voltage which e) Disconnect the Sh4 connector.
should be max. + 31 V Measure the voltage between the
1st and the 2nd socket. Reduce
the supply voltage. Replace the
actuating unit.
f) Faulty actuating unit f) Check the actuating unit
according to the WP 026.10.02.B.
Replace the actuating unit.
g) Check the detector. Measure the
g) Reduced resistance resistance. Open closed contacts.
Remove break of conductors.
Replace broken DPS detector.
h) Replace the fuses
h) Faulty fuses ENG. FIRE SIGN. LH,
ENG. FIRE SIGN. RH, BELL,
INTERRUPTER
i) Replace the RP-2 relay in the
i) The RP-2 relay in the interrupter interrupter
is not actuated
2. With pushbutton switched off the a) Faulty actuating unit a) Check the actuating unit
signaling cell is on. according to the WP 026.10.02.B.
b) Disconnect the Sh4 connector.
b) Increased supply, voltage which Measure the voltage between the
should be max. + 31 V 1st and the 2nd socket.
Set correct supply voltage.
c) Check the detection system relay
c) Continued closure of the detection for correct operation (release)
system relay contacts
3. When depressing the FIRE DET. Faulty bulb in the smoke detector Replace the bulb in the DS-3M2
CHECK pushbutton, the signaling smoke detector. At the malfunction,
cell does not light up. replace smoke detector
EFFECTIVITY
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CAUTION: IT IS STRICTLY FORBIDDEN TO USE A SOURCE WITH GALVANIC COUPLING

TO THE 27 V FEEDING UNIT AS THE SOURCE OF VOLTAGE SIMULATING THE
INPUT SIGNAL FROM THE DETECTOR!
EFFECTIVITY
026.10.00
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MAINTENANCE MANUAL
DETECTION
SERVICING
1. Check of the correct operation of the fire signalling system of engines and the front
baggage compartment by means of test push-buttons

Periodical
E. Procedures
(1) Prior to turning the BATTERY I, II switches ON check whether all switches and circuit breakers
on the overhead panel are switched off.
(2) Check correct functioning of the detection system as follows:
 turn on the following switches and circuit breakers on the overhead panel: BATTERY I, II,
ENGINE FIRE SIGN., CENTRAL WARNING DISPLAY-ENGINE LH, RH.
 then depress, by turns, the fire signaling pushbuttons I, II, III on the test panel on the
LH control panel.
 when depressing the relevant pushbuttons on the test panel, both FIRE warning signals (of
the LH and RH engine) must flashing and the acoustic signaling device must be actuated.
(3) Check correct functioning of the front baggage compartment fire detection system as follows:
 turn on the following switches and circuit breakers on the overhead panel BATTERY I, II,
CENTRAL WARNING DISPLAY-AIRFRAME, BAG. COMP. FIRE DET.
 depress the pushbutton FIRE DET. CHECK on the LH control panel.
 the BAG. COMP. FIRE signaling cell must light up.
(4) Check correct functioning of the rear baggage compartment fire extinguishing system (if installed)
as follows:
 turn on the following switches and circuit breakers on the overhead panel BATTERY I, II,
CENTRAL WARNING DISPLAY AIRFRAME BAG. COM. FRONT, FIRE DET. AFT. on
the overhead panel. After pushing the push button DET. CHECK on the panel cover the
cell FIRE AFT BAG. COMP. must light on.
NOTE: Item only (4) for aircraft with rear bag. compartments.
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DETECTION
APPROVED REPAIRS
1. Repair of DPS fire detector conductor binding

A. Fixture, Test and Support Equipment B097 300N steps
B. Materials FIRE FLEX TAPE

EC 9-68 TEX X 5s90 glass thread
E. Procedures
(1) Bring the B097 300N steps to the engine nacelles.
(2) Open the lower engine cowl and remove the front upper cowl, the upper cowl and the bottom
cover of the engine nacelles – see work procedure given in Chapter 54
(3) Repair of damaged binding (cut threads) attaching the conductors in the engine area.
(4) Wrap the damaged binding in the affected area with one coil of the FIRE FLEX TAPE (25 mm
wide) and secure the repair with two winds of EC9-68 TEX X 5s90 glass thread.
(5) Re-install the bottom cover, the upper cowl, the front upper cowl and close the lower engine
cowl of the engine nacelles - see Work procedure given in chapter 54.
(5) Remove the B097 300N steps.
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SSP-2A, SERIES 2 FIRE DETECTION SYSTEM

1. Purpose
The SSP-2A, Series 2 fire detection system is intended for the transmission of a light and sound signal
is case of fire on the object protected. The system provides for automatic switching of fire extinguisher.
2. Technical data
The temperature of system activation at simultaneous heating of three detectors
connected in series, at an airflow of 3 - 4 m/s and a temperature gradient of 2 - 180 - 400°C
4°C/s
System inertia:
 when three series-connected detectors are set to fire 1 s max.
 when three series-connected detectors are transferred from an ambient air
temperature of 400°C, at an airflow past the detector of 3 - 4 m/s 2 s max.
Time of system release at sudden drop of ambient temperature down to + 100°C 3 s max.
System power supply:
 normal operating 27 V  10 %
 minimum (emergency) 18 V
Total number of system actuation 2000
3. Description
The fire detection system consists of an actuating unit and of six groups of detectors connected to it, each
group containing three detectors connected in series.
The detection system 6 channels (which corresponds to the number of detector groups).
4. Operation
The principle of system operation is based on the phenomenon of generation of thermo-emf in the detector
thermo-battery with the change of temperature in the zone under control.
If the specified temperature value is reached in the zone, the thermo-emf of the detectors attains a value
sufficient for the activation of the actuating unit.
At activation the actuating unit sends a signal into the fire protection system, the voltage of which equals
to that of the aircraft electrical system.
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FIG. 1 SSP-2A, SERIES 2 FIRE DETECTION SYSTEM

(1) DPS Fire Detector – refer to the section 026.10.03
(2) SSP-2I-RM Socket – refer to the section 026.10.04
(3) BI-2A 2nd Series Actuating Unit – refer to the section 026.10.02
P – Relay,
ТК – Test switch,
Л – Indication (Signal cell on CWD)
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BI-2A, SERIES 2 ACTUATING UNIT

1. Purpose
The actuating unit is intended for the transmission of a signal, the voltage of which equals to that of the
aircraft electrical system, to the fire protection system of the aircraft as soon as the detector (a group of
detectors) generates the specified thermo-emf.
2. Technical data
Actuation voltage 47 to 60 mV
Power demand in the standby mode 0.45 A max.
Permissible (active) load on the output relay contacts 1 A max.
Inductive load 0.5 A max.
Permissible voltage of the in put signal  1.5 V
Number of channels 6
3. Description
The actuating unit consists of six combined blocks on PCB with single side wiring. The front side of the
actuating unit is fitted with four plug-and-socket connectors which serve for the connection of the unit to
the aircraft fire detection system.
Mechanical damage of the electrical circuitry is prevented by a cover put over the actuating unit.
4. Operation
The signal from the detector is led onto the combined block input and is algebraically summed with the
voltage supplied from the actuation level control circuit. The difference between the detector signal voltage
and the output voltage of the actuation level control circuit is led to a differential amplifier.
The signal from the amplifier output is led onto the threshold device. If the amplified output signal exceeds
the threshold signal of the threshold device, the device is actuated and supplies the voltage of the aircraft
electrical system through a relay power amplifier to the circuit output. The combined block is fed from the
aircraft network through a voltage stabilizer.
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FIG. 1 BI-2A, SERIES 2 ACTUATING UNIT

(1) Combined block; (2) Attachment; (3) Cover; (4) Bonding strip; (5) Plug-and-socket
connectors; (6) Seal; (7) Column
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BI-2A, SERIES 2 ACTUATING UNIT, 2ND SERIES

SERVICING
1. Check of the BI-2A, power unit 2nd series

A. Fixture, Test and Support Equipment Testing fixture B097852N
B. Materials Alcohol + 1 % of petrol

Cotton-wool
Contact cleaner
C. Tools Screwdriver 4.5x120

Tweezers
Magnifying glass
Steps B097 300N

Periodical
E. Procedures
(1) Open the lower engine cowls of the LH, RH nacelles according to the work procedure given in
chapter 54.
(2) Inspect the plugs of the actuating unit and sockets of cables. Remove corrosion. In case of
impurities clean the contacts with cotton-wool soaked in spirit or with “contact cleaner” using
the tweezers. After drying of connectors, connect the plug and socket connections.
Perform the trouble shooting according to section 026.10.00 from page 101.
(3) As per procedure 026.10.03.A item (4) remove the DPS fire detector, e.g. marked by symbol
M252 (from the serial circuit of M252, M250, M248 detectors) on the RH engine. Into the socket
of detector connect the testing equipment – fire simulator B097 852N. On the overhead panel
switch ON the switches and circuit breakers BATTERY I, II, ENGINE FIRE SIGN. and
CENTRAL WARNING DISPLAY – LH ENGINE, RH ENGINE. Press the button on DISPLAY -
LH ENGINE, RH ENGINE. Press the button on the fire simulator, the actuating unit must
engage through the voltage supplied from the simulator. On the CWD, section ENGINE (LH,
RH) the signal “FIRE” will go on, at the same time the sound of bell is heard. Switch the
ENGINE FIRE SIGN. circuit breaker on the overhead panel OFF, connect the simulator to other
socket of detector. Reinstall the all DPS fire detectors as per the technological procedure
026.10.03.A item (5).
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(4) Gradually perform the testing of functioning and sensitivity of the actuating unit as per item
(3) from all 5 serial circuits:
- M246, M242, M 244 – RH engine
- M240, M238, M236 – RH engine
- M251, M250, M248 – LH engine
- M245, M242, M244 – LH engine
- M239, M237, M236 – LH engine
(5) Through the testing of proper function and engaging of the actuating unit as per item (4), the
proper electrical installation of the fire detectors is tested simultaneously.
(6) Installation of engine cowls and LH, RH nacelles perform according to the work procedure
given in chapter 54.
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BI-2A, SERIES 2 ACTUATING UNIT

1. Removal and installation of BI-2A Series 2 actuating unit

B. Materials 0.8 mm dia. Locking wire

CSN 230611.6 Double-ended spanner

Periodical
E. Procedures
(1) Remove the passenger cabin ceiling upholstery between the frames No. 15 and 16, having
unscrewed a special screw with the L 410.9141-05 screwdriver.
(2) Actuating unit removal
(a) Check whether the BATTERY I and II switches on the overhead panel are switched off.
(b) Remove the locking wire and disconnect 4 plug-and-socket connectors from cable wiring.
(c) Remove the BI-2A, Series 2 actuating unit by unscrewing 4 screws, using the screwdriver
No. 697-6x120 and the 8x10 spanner.
(d) Pack the actuating unit in a protective package.
(3) Actuating unit installation
(a) Prior to installation inspect the actuating unit for mechanical damage and damaged seals.
(b) Install the actuating unit by screwing the 4 screws with help of the No. 697-6x120 screwdriver
and spanner 8x10.
(c) Connect 4 plug-and-socket connectors and secure them with 0.8 mm dia locking wire.
(4) Reinstall the passenger cabin ceiling upholstery and fasten it with special screw using the
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DPS FIRE DETECTOR

1. Purpose
The DPS fire detector is intended for the transmission of a signal to the actuating unit if ambient temperature
exceeds the specified limit value.
Each engine nacelle is fitted with 9 fire detectors located in designated fire zones.
2. Technical data
Electrical resistance of the thermocouple 0.5 Ω (Ohm) max.
Insulation resistance under normal conditions, at least 20 MΩ (MOhm.) min.
3. Description
The sensing element of the fire detector is a thermocouple consisting of 4 chromel-alumel thermocouples
connected in series. The thermocouple electrodes diameter is 0.5 mm. The 1.4 mm dia balls, the result of
thermocouple electrode welding, function as the "a" low inertia soldered joints.
The non-function joints with high inertia are the balls formed as a result of welding the electrodes mutually
and with the pins sunk in the base made of thermally stable plastics.
The pins are made of stainless steel. The "+" pin has a diameter of 2 mm, the "-" one - of 1.5 mm.
The chromel electrode is welded to the "+" pin, the alumel electrode is welded to the "-" one. In order to
prevent damage the thermocouple is covered with a cap. The orifices in the cap serve for heat exchange
of the function joints with the environment of the protected fire zone. The detector is coupled with
a SSP-2I-RM socket and fixed with a union nut.
4. Operation
If the thermocouple is heated rapidly, the functional joints (5) are heated at a higher rate than the joints
with high inertia. This results in a difference of heating temperatures of joints with low and high inertia and
in a thermo-electromotive force at the fire detector output.
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FIG. 1 DPS FIRE DETECTOR

(1) Thermocouple; (2) Base; (3) Contact pins; (4) Protective cap; (5) Joints of low inertia;
(6) Union nut.
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DPS FIRE DETECTOR

SERVICING
1. Check of the insulation resistance of the DPS fire detectors

A. Fixture, Test and Support Equipment Ohmmeter, 0.1 – 1Ω; accuracy class 2,5
Mega-ohmmeter 100MΩ/100 V; accuracy class 2,5
Source of pressurised air
B. Materials Spirit +1% of petrol

Cotton wool
Contact cleaner
C. Tools Tools from set for the airframe and instruments

Periodical
E. Procedures
Inspection of DPS fire detectors (18 pcs on the aircraft)
(1) Wash the polluted fire detector with petrol and blow through with compressed air of
1.5 to 2 kp/cm2.
(2) Inspect the fire detector; inspect its thermocouple for mechanical damage or corrosion. Remove
corrosion with brush soaked ethylene or with a “contact cleaner”.
(3) Measure the electrical resistance of thermocouple between the plug pins of the fire detector
which must not exceed 0.5 Ω.
(4) Inspect the contact pins of the plug of the fire detector for corrosion. Remove corrosion with brush
soaked ethylene or with a “contact cleaner”.
(5) Check electric insulation resistance between the detector body and the plug pins. This must be
exceed 20 MΩ.
(6) Replace the defective fire detectors.
EFFECTIVITY
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DPS FIRE DETECTOR

1. Removal and installation of DPS fire detectors

A. Fixture, Test and Support Equipment Handling trolley
B097300N Stepladder
B. Materials Ø 0.5 mm Lock wire
C. Tools Necessary tools from the instruments kit

Periodical
E. Procedures
(1) Prepare the stepladder B097 300N and the handling trolley to the left-hand and right-hand engine
nacelles and open the lower engine cowls.
(2) Remove the lower covers, the front upper covers and the upper engine cowls in accordance
with the work procedure given in chapter 54. Remove 9 M5 screws in the wing-fuselage fillet,
using the Z 37.9110-10 screwdriver. Remove the fillet and put it aside.
(3) Install propeller bridles to prevent the propellers from rotating.
(4) Removal of DPS fire detectors:
(a) On the upper side of left-hand and right-hand engine remove the seals and lock wires from
5 fire detectors, using pliers.
(b) On the left-hand and right-hand bottom side between the front and rear fire wall remove seals
and lock wires from 2 detectors, using pliers.
(c) In the left-hand and right-hand lower engine cowl remove seals and lock wires from
2 detectors using pliers.
(d) Unscrew the detector union nuts and pull the DPS detectors out of the right-hand and left-hand
engine nacelle sockets.
(5) Installation of DPS fire detectors
(a) Prior to installing the detectors, carry out external inspection of both the detectors and the
sockets in order to reveal possible mechanical damage.
Make sure that the thermocouple batteries of the detector are intact and that no foreign objects
have penetrated under the cap.
(b) Install the DPS detectors into the left-hand and right-hand engine nacelle sockets
(5 detectors in the first and second fire zones on the upper side of the left-hand and right-
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hand engine, 2 detectors in the fourth fire zone on the bottom side of the left-hand and
right-hand engine nacelle between the front and rear fire wall, 2 detectors in the left-hand
and right-hand lower engine cowl), screw on the detector union nuts by hand.
(c) Lock and seal the detector union nuts with one of the screws fixing the flanged socket
connection, using  0.5 mm lock wire.
(6) Install the left-hand and right-hand wing-fuselage fillets and screw in 9 M5 screws using the
(7) Locate the upper engine cowls and the front upper covers of engine nacelles according to the work
procedure given in chapter 54.
(8) Close the lower engine cowls and remove the B097300N stepladder.
EFFECTIVITY
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SSP-2I-RM SOCKET
1. Purpose
The SSP-2I-RM socket is intended for fixing the fire detectors in the places of installation.
2. Description
The socket consists of a sleeve with jack bushes for the connection of electrical conductors, a threaded
connection and a flange. The sleeve protects, the conductors from being mechanically damaged.
According to the place of installation the sockets are fixed with bolts and nuts on brackets.
FIG. 1 SSP-2I-RM SOCKET

(1) Threaded connection; (2) Flange; (3) Cone; (4) Sleeve; (5) Bushing; (6) Washer;
(7) Trust sleeve; (8) Screw
EFFECTIVITY
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SSP-2I-RM SOCKET
INSPECTION / CHECK
1. Check of SSP-2I-RM socket

B. Materials Ethyl alcohol

Brush
Periodical
E. Procedures
(1) Loosen the fastening screws (8), Chapter 026.10.04, fig. 1.
(2) Remove the socket flange (2) and the plastic sleeve (4).
(3) Check the functional surfaces of the bushings (5) and the places where the conductors are
soldered to the bushings (5) for corrosion; if corrosion occurs, remove corrosion with a brush
soaked in ethyl alcohol.
EFFECTIVITY
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SEZ-2-45 BELL
1. Purpose
The electrical bell is intended for acoustic fire signalization.
2. Technical data
Operating voltage 22 to 30 V DC
Max. power demand 0.3 A at 26 V
Supply current opening period 1/6 s
3. Operation
The bell operates on the hammer interrupter principle. The electromagnet core is rigidly coupled with a
metal rod which vibrates when voltage id supplied to the coil. The vibrating rod strikes a metal cap thus
generating a sharp sound signal.
EFFECTIVITY
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TKE 52 PODG RELAY

1. Purpose
The sealed TKE 52 PODG relay is intended for switching of d.c. circuit in aircraft electrical systems.
2. Technical data
Nominal switching current 5A
Nominal control voltage 27 V DC
Control current 0.05 A to 5 A
3. Operation
As soon voltage is supplied onto the A - B, contacts, the current passing through the oil generates magnetic
field. The magnetic field actuates the relay armature thus changing the relay contacts. If the voltage supply
is interrupted, the spring returns the relay armature and its contacts into the initial position.
EFFECTIVITY
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LUN 3241.1-8 (OR LUN 3241.02) 5 HZ INTERRUPTER

1. Purpose
The interrupter is intended for feeding the airplane emergency signaling circuits in electrical current distribution
systems with earthed negative pole of the battery, i.e. the interrupter interrupts the positive pole of the power
supply source with a frequency of 5 Hz. The device is used in connection with a signaling cell in display.
The interrupter is also fitted with an auxiliary relay (if installed) with single-stage transistor amplifier serving
for switching the bell when the fire detectors are actuated in case of engine fire.
2. Technical data
2.1 LUN 3241.1-8 Interrupter
+ 10 %
Supply voltage 28 V − 20 %
Interrupter frequency 5 Hz
Light: dark ratio 50 % : 50 %
Consumption:
• the interrupter proper 130 mA max.
• RP-2 relay switching the bell 30 mA max.
• 4 bulbs 28 V / 3 W approx. 450 mA
2.2 LUN 3241.02 Interrupter

Supply voltage 28 V
Interrupter frequency 5 Hz +/- 1Hz
The interruptions are alternated with the run in the ratio 1:1
(ON/OFF) with tolerance +/-10%
Consumption:
• Total own current consumption of the 150 mA max. (pins A-G)
instrument
• Switched performance of light 12W max. (clamps E-G)
indication
• Switched performance of acoustic max. 28W (it is determined by the H1 horn
indication connected between the pins)
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3. Description
The transistor interrupter is located in a duraluminium box, mounted on two printed-circuit boards of
glass-reinforced plastic together with a standby relay circuit providing DC power supply in case of a
transistor failure. The toner PCB also incorporates a single-stage amplifier for the RP-2 relay (if installed)
switching the bell by a signal from the engine fire detector.
The interrupter is connected to the airplane electrical system and to the signaling cell in the central warning
display by means of an eleven-pole connector.
FIG. 1 LUN 3241.1 INTERRUPTER (OR LUN 3241.02) 5 HZ INTERRUPTER

(1) Box; (2) Vsh-11 plug; (3) ShP-11 socket; (4) Screw; (5) Washer; (6) Interrupter base.
EFFECTIVITY
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DS-3M2 SMOKE DETECTOR

1. Purpose
The DS-3M2 smoke detector is intended for signaling smoke (fire) in the front (rear-if installed) baggage
compartment.
2. Technical data
Voltage 27 V  10 %
The smoke detector will actuate if air transparency is reduced by 30  10 % and more
Time of operation on case of air transparency reduction of 40 % at a temperature of 25 
max. 10 s
10°C
3. Operation
When the DS-3M2 smoke detector is switched on, the lamp situated in the photo resistor axis lights up.
The diaphragm, placed between the lamp and the photo resistor, protects the photo resistor from direct
influence of lamp light beams. This way the photo resistor is lighted insufficiently and the detector
remains out of operation. The smoke generated by fire penetrates into the space between the
diaphragm and the photo resistor. Smoke particles break the light beams which fall onto the resistor and
actuate the detector.
EFFECTIVITY
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FIG. 1 DS-3M2 SMOKE DETECTOR

(1) Nut; (2) Cover; (3) Spring; (4) SM-28-4.8 Bulb; (5) Socket; (6) Damper; (7) Screen;
(8) Assembly plate
EFFECTIVITY
026.10.08
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DS-3M2 SMOKE DETECTOR

SERVICING
1. Inspection of the DS-3 M2 smoke detector

A. Fixture, Test and Support Equipment Stepladder (e.g. B097300N)
B. Materials Dry cloth

Periodical
E. Procedures
(1) Set the stepladder (e.g. B097300N) to the front baggage compartment.
(2) Open the rear baggage compartment door and lock it with rubber rope. Remove the air steps from
inside of the door put them on the ground so that they lean against the threshold of the hole of the
rear baggage compartment.
(3) Check the smoke detectors for mechanical damage, cleanliness and security of attachment.
Replace the damaged parts. Clean the surface with use clean and dry cloth. Tighten screwed
joints.
(5) Close rear baggage compartment.
NOTE: Items (2) and (5) hold only if installed rear baggage compartment.
2. Replacement of the signalling bulb of the DS-3M2 smoke detector.

Check of the operation of the smoke detector.
B. Materials SM-28-4.8 Lamp
C. Tools Necessary tools from the instruments kits

Periodical
E. Procedures
(1) Set the stepladder (e.g. B097300N) to the fuselage nose section and open the door of the front
baggage compartment and rear (if installed) baggage compartment.
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(2) Lamp removal:
(a) Holding the detector body with one hand, remove the cover by turning it counter-clockwise.
(b) Loosen the nut fixing the lamp socket in the detector.
(c) Pull the old lamp out of the socket.
(4) Lamp installation:
(a) Install a new SM-28-4.8 lamp.
(b) Tighten the nut fixing the lamp socket in the smoke detector.
(c) Fix the cover by turning it clockwise (pay attention not to forget the snap ring).
NOTE: It is forbidden to install a lamp of another type or power.
(5) Check for correct functioning
(a) Check the smoke detector for correct functioning according to work procedure 026.10.00.A.
(6) Shut the door of the front baggage compartment and rear (if installed) baggage compartment.
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EXTINGUISHING
1. General
The engine fire extinguishing system consists of fire extinguishing rings, fire extinguishers, distribution piping
and electrical control and check system. The fire extinguishers placed on the back side of the left-hand and
right-hand rear fire walls of engine nacelles are interconnected by two pipes. By means of one of them the
distribution piping of the left-hand engine nacelle is fed, by the second one the distribution piping of the
right-hand engine nacelle is fed. The distribution piping and fire extinguishing rings are of different sections
depending on the rate of flow of the fire extinguishing agent.
Each fire extinguisher is fitted with two discharge valves (for the left-hand and right-hand engine nacelle)
controlling the fire extinguishing agent inlet into the distribution piping. The pressure in the fire extinguishers
is checked with help of pressure gauges after opening the lids on the rear engine nacelle cowling.
Connected to the distribution piping in front of the fire wall is a branch pipeline leading to the cylinder controlling
the fire flap in the AC generator cooling air intake.
The flap, in the oil cooler air inlet channel is fitted with a fuse which closes air inlet into the cooler in case of fire.
The fire extinguishing system of the front baggage compartment consists of one fire extinguishing piping,
one fire extinguisher and of a control and check system.
The fire extinguisher is provided with a mechanical valve controlled by a handle located on the right-hand
control panel and a flexible pull rod. The fire extinguisher is situated in front of the bulkhead No. 4 under
the front baggage compartment floor near the nose wheel bay.
The fire extinguishing agent is led through the distribution piping into the fire extinguishing tube located
under the ceiling of the front baggage compartment. The fire extinguisher is fitted with a safety valve set
to a pressure of 1.45 to 1.55 MPa and connected by a vent pipe with the atmosphere.
Pressure in the fire extinguisher is checked with help of a pressure gauge situated on the instrument panel.
The fire extinguishing system of the rear baggage compartment (if installed) consists of one fire
extinguishing piping, one fire extinguisher and a control and check system.
For fire extinguishing in the pilot’s or passenger's compartments serves two handy fire extinguishers -
refer to the position 15 in section 2. List of components; one of which is situated on the floor behind the co
pilot’s seat and the second one on the left-hand side near the main door in the passenger's compartment.
Both fire extinguishers are controlled manually.
Fire in the engine nacelle of an parking airplane is extinguished through an access hole in the engine nacelle
whose lid breaks upon impact of the nozzle of airfield fire fighting equipment.
EFFECTIVITY
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1. Circuit breaker, FIRE EXT. L. H. AZRGK-5 1 Between frames No. 1 and 2, RH side
2. Circuit breaker, FIRE EXT. R. H. AZRGK-5 1 Between frames No. 1 and 2, RH side
3. Pushbutton, FIRE EXTING.- 2 KNR 1 Central control panel
PRIM.
4. Pushbutton, FIRE EXTING.- 2 KNR 1 Central control panel
PRIM.
5. Pushbutton, FIRE EXTING. 2 KNR 1 Central control panel
SEC.
6. Pushbutton, FIRE EXTING. 2 KNR 1 Central control panel
SEC.
7. Fire extinguisher PPL (8) 1 L. H. engine nacelle
8. Fire extinguisher PPL (8) 1 R. H. engine nacelle
9. Fuse 0.63 1 Fuse panel
CSN 354733F/1500
10. Change-over-switch, FIRE EXT. B082228N 1 L. H. control panel
11. Signal cell SLC 51 or 1 L. H. control panel
FIRE EXT. TEST LUN 2662.40 or
LUN 2662.70
12. Relay B073576N 1 Between frames No. 3 and 4, LH side
13. Fire extinguisher T 7607 1 In front of bulkhead No. 4 under the floor
or B594280N of front baggage compartment
14. Pressure gauge MA-16K/from 19th series 1 Instrument panel
a/c modified according
to Dwg. No. B580 780N
15. Fire extinguisher FH 15N-HO4082 or 1 On the floor behind the co-pilot's seat
FH 15-364 or 1 On left side at the main door in
V 05 A or passenger's compartment or on the frame
BA 20703 GR-3 or No. 19a
C352TS
16. Non-return valve with reduction B067225N 2 Wing
piece
17. Push-button FIRE EXT. AFT. 2 KNR 1 Central control panel
BAGGAGE COMPARTMENT.
(if installed)
18. Circuit breaker AZRGK 5 1 Between frames No. 1 and 2, RH side
FIRE EXT. AFT. BAGGAGE
COMPARTMENT.
(if installed)
19. Fire extinguisher B674053N 1 On frame No. 21
(if installed) (L 410.6740-40)
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3. Operation
The engine fire extinguishing system is controlled electrically by means of four pushbuttons: FIRE
EXTING. PRIM. (L. H. and R. H.) and FIRE EXTING. SEC. (L. H. and R. H.).
The FIRE EXTING. PRIM. pushbuttons are intended for switching the first (primary) fire extinguishing circuit
and the FIRE EXTING. SEC. pushbuttons for switching the second (secondary) fire extinguishing circuit of
the left-hand and right-hand fire engine extinguishing system.
By depressing the pushbutton, the corresponding pyrocartridges are activated. The pressure of gas releases
the discharge valve which opens by the internal pressure in the fire extinguisher and lets the fire extinguishing
agent flow into the distribution piping and through the holes of the fire extinguishing rings to the place of
fire.
The FIRE EXTING. PRIM.(L. H., R. H.) and the FIRE EXTING. SEC. (L. H., R. H.) pushbuttons are fitted
with caps protecting them from unintended switching. The caps are sealed with easily removable seals.
The engine fire extinguishing circuits are connected to the battery terminals by the FIRE EXT. L. H. and
FIRE EXT. R. H. circuit breakers located between frames No. 1 and 2 on the RH side. Such a
connection enables fire extinguishing system activation even if all other electrical power sources are
disconnected from the airplane electrical system.
The fire extinguishing system in the front baggage compartment is controlled mechanically. The system
is actuated by a handle located on the right-hand control panel. The handle must be pulled in. By releasing
the handle fire extinguishing may be stopped or interrupted.
The fire extinguishing system in the rear baggage compartment (if installed) is controlled electrically by
means of pushbutton FIRE EXT. AFT. BAG COMP.
For fire extinguishing in the pilot’s or passenger's compartments serves two handy fire extinguishers -
refer to the position 15 in section 2. List of components.
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FIG. 1 ENGINE FIRE EXTINGUISHING SYSTEM - SCHEMATIC
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FIG. 2 FRONT, REAR (IF INSTALLED) BAGGAGE COMPARTMENT FIRE EXTINGUISHING

SYSTEM - SCHEMATIC
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FIG. 3 FIRE EXTINGUISHER BOTTLE WITH PIPE ASSY (EXTINGUISHING IN ENGINE NACELLES)
FIG. 4 ENGINE FIRE EXTINGUISHING TUBING (EXTINGUISHING OF ENGINES)
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FIG. 5 FRONT BAGGAGE COMPARTMENT FIRE EXTINGUISHING
FIG. 6 REAR BAGGAGE COMPARTMENT FIRE EXTINGUISHING (if installed)
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FIG. 7 LOCATION OF PORTABLE FIRE EXTINGUISHERS
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EXTINGUISHING
FAULT ISOLATION
No. Trouble Possible Causes Correction
1. Break of pyrocartridge electrical

see Table 101
circuit
2. Low pressure in the fire extinguisher see Table 102
3. Blocked supply of the fire
extinguishing agent to the engine
see Table 103
(defective primary fire extinguishing
circuit, the secondary one is O.K.)
4. Blocked supply of the fire
extinguishing agent to the engine
(defective secondary fire see Table 104
extinguishing circuit, the primary
one is O.K.)
Switch the FIRE EXT. change-over switch on

the test panel into the position I, II left and right
The green pilot lamp lights up .

no
yes Remove the detonators of the fire extinguisher
Screw a check lamp into the detonator socket
Switch the FIRE EXT. change-over switch

into the position I, II, left and right
The check lamp lights up

yes yes no
Replace the pyrocartridges Check the conductors leading to the detonators
Install the detonators .
Switch the FIRE EXT. change-over switch .

again into the position I, II, left and right
Table 101 BREAK OF PYROCARTRIDGE ELECTRICAL CIRCUIT
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Remove the fire extinguisher from the aeroplane
Weigh the fire extinguisher
Mass corresponds to the value given in the certificate

no yes
Carry out fire extinguisher recharging Let the fire extinguisher be tested
Table 102 LOW PRESSURE IN THE FIRE EXTINGUISHER
Pressure in the fire extinguisher exceeds 10 kg / cm2

yes no
Check pyrocartridge electrical circuit Low pressure in the fire extinguisher
. .
The circuit is broken Leakage
no yes
Check the fire extinguisher Repair faulty electric wiring Replace the fire extinguisher
for removal of safety pins
.
Safety pins removed
yes no
Faulty fire extinguisher Safety pins not removed
Replace the fire extinguisher
Table 103 BLOCKED SUPPLY OF THE FIRE EXTINGUISHING AGENT TO THE ENGINE
(defective primary fire ext. circuit, the secondary one is O.K.)
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Pressure in the fire extinguisher exceeds 10 kg / cm2

yes no
Check pyrocartridge electrical circuit Check the connecting pipe
The circuit is broken Broken

no yes yes no
Safety pins of the fire Defective electric Repair the connecting Replace the fire
extinguisher removed wiring pipe extinguisher
Repair the defect Replace the fire

yes no extinguisher
Faulty fire Safety pins not
extinguisher removed
Replace the fire extinguisher
Table 104 BLOCKED SUPPLY OF THE FIRE EXTINGUISHING AGENT TO THE ENGINE
(defective secondary fire ext. circuit, the primary one is O.K.)
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EXTINGUISHING
SERVICING
1. Replacement of the PP3 pyrocartridges

A. Fixture, Test and Support Equipment Stepladder (e.g. B097300N);
B067345N Breaking piece (4 pcs);
Platform for tools and materials storage
B. Materials PP-3 or 7PP-683 Pyrocartridge (8 pcs);

Ø 0.5 mm Binding wire (4x140 mm);
Seals (4 pcs);
B-70 or NEFRAS (CSN 656542) Petrol
C. Tools Open-end double-ended spanner (8x10, 19x22,

19x24 DIN 3110 ISO 3318);
Combination pliers;
Flat screwdriver (e. g. Z37.9110-10)

Periodical
E. Procedures
(1) Put the suitable stepladder (e.g. B097300N) at the rear side of the LH and RH engine nacelle.
(2) Remove the lower cover in the rear part of the LH, RH engine nacelle according to the work
procedure given in chapter 54.
(3) Verify that the both main batteries and ground power unit is disconnected from airplane.
Switch off the FIRE EXT. LH, FIRE EXT. RH circuit breakers located between the frames No. 1
and 2 (Electrical symbol M201 and M202 - refer to the Wiring Manual of airplane).
(4) Before starting work, verify that the double caps of FIRE EXTING. PRIM.-SEC. (LH. and RH.)
pushbuttons on the central control panel are sealed.
WARNING: IF THE DOUBLE CAPS ARE NOT SEALED, THE REPLACING OF THE
PYROCARTRIDGES IS FORBIDDEN.
(5) Remove the binding wire from the fire extinguisher pyro-head and the detonator nuts (2 pcs),
using the combination pliers.
(6) Install the B067345N breaking piece (2 pcs / head) into the double pyro-head of the fire
extinguisher.
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(7) Remove the detonators from double pyro-head using the open double-ended 19x22 and 19x24
spanners. Remove the pyrocartridges.
(8) Install new pyrocartridges (4 pcs on each pyro-head).
NOTE: Take care of proper pyrocartridge contact.
(9) Tighten the detonator nuts using the open double-ended 19x22 and 19x24 spanners.
(10) Remove the B067345N breaking piece (2 pcs / head) from the double pyro-head of the fire
extinguisher.
(10) Secure the detonator nuts with Ø 0.5 mm binding wire using the combination pliers.
(11) Check the electrical circuit of the pyrocartridges according to the work procedure 026.20.01.B.
(12) Wash the connecting parts in technical petrol. Replace defective screws for new ones.
(13) Install the lower cover in the rear part of the engine nacelle according to the work procedure given
in chapter 54.
(15) Switch on the FIRE EXT. LH, FIRE EXT. RH circuit breakers located between the frames No. 1
and 2. Connect the main batteries or ground power unit, if necessary.
NOTE: Replacement of the PP3 pyrocartridges in the L410.6740-40 fire extinguisher of the rear
baggage compartment (if installed) is performed similarly. Only 2 pcs of pyrocartridges is
in pyrohead of the L410.6740-40 fire extinguisher used.
2. Blowing through the extinguisher piping with pressure air

A. Fixture, Test and Support Equipment Mirror;
Source of compressed air;
B. Materials Ø 0.5 mm, 0.3 m long Binding wire;

Ø 0.8 mm, 0.5 m long Binding wire;
Ø 0.5 mm, 0.5 m long Steel wire
C. Tools Z 37.9110-10 Modified screwdriver

No. 697, 6x120 Screwdriver
19x22 DIN 3110 ISO 3318 Open-end double-ended
spanner;
No. 3013 Lateral wire nippers;
CSN 230341.4 Wire nippers
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Periodical
E. Procedures
(1) Bring the ground compressed air unit and the stepladder (e.g. B097300N) to the engine nacelle.
(2) Open the lower engine cowl of the left-hand (right-hand) engine nacelle.
(3) Remove the front upper cover and the rear cowl of the left-hand (right-hand) engine nacelle
according to the work procedure given in chapter 54.
(4) Check the fire extinguishing ring holes for passage and blow through the fire extinguishing
system pipes with pressure air. The fire extinguishing ring holes shall be unobstructed and
the fire extinguishing system piping shall be blown through.
(5) Using the No. 3013 wire nippers, remove the binding (locking) wire of the union nut in the
connection of the pipe (10) (see fig. 301) with the ring (5) and loosen the nut using the 19x22 CSN
230611.6 spanner. Turn the ring (5) so that the pipe union and the ring may be accessible for the
pressure air unit hose.
(6) Adjust the reducing valve of the compressed air unit to the pressure of approx. 0.34 MPa (3.5 kp/cm2).
(7) Connect the compressed air unit successively to the pipe (10) and the to the ring (5) and blow the
fire extinguishing pipe and rings through. Simultaneously check by touching and with help of a
mirror free passage of all fire extinguishing ring holes.
Mark the obstructed holes with a pencil. Close the compressed air unit valve.
(8) Clean the marked holes with a  0.5 mm steel wire.
(9) Blow through the fire extinguishing rings with compressed air again. Having finished the operation,
shut the valve and disconnect the compressed air unit.
(10) Interconnect the pipe (10) with the ring (5) and tighten the union nut using the 19x22 CSN 230611.6
spanner. Lock the connection with  0.8 mm binding wire.
(11) Carry out the operations acc. to para (5) through (10) both for the left-hand and the right-hand
engine nacelle.
(12) Re-install the front upper cover and the rear cowl of the left-hand (right-hand) engine nacelle
according to the work procedure given in chapter 54.
(13) Close the lower engine cowl of the left-hand (right-hand) engine nacelle.
(14) Remove the stepladder and the compressed air unit.
NOTE: If rear baggage compartment is provided in the airplane, blow off and clean the
extinguishing rings in this compartment in the same way as described above.
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CAUTION: VERIFY IF THE FLAP OF THE FIRE PROTECTION SYSTEM OF AC GENERATOR

IS NOT CLOSED - REFER TO THE SECTION 026.20.06, POS. (3), FIG. 1.
FIG. 301 CONNECTION OF THE COMPRESSED AIR UNIT WITH THE FIRE EXTINGUISHING SYSTEM
ON THE ENGINE
(1),(2) Left-hand and right-hand front fire walls; (3),(4) Left-hand and right-hand rear fire walls;
(5),(6),(7),(8),(9) Fire extinguishing rings; (10),(11) Pipe.
3. Inspection of the seals on fire extinguishing pushbutton guards


Routine
E. Procedures
(1) Inspect that the guards of the FIRE EXTING. PRIM., SEC. push buttons on the central control
panel are provided with seals.
If a seal is broken, find out the cause and provide the guard with a new seal.
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PPL (8) FIRE EXTINGUISHER

1. Purpose
The fire extinguisher is intended for extinguishing fire in engine nacelles.
2. Technical data
Fire extinguisher volume 2 dm 3
Operating pressure, max. 152 kp / cm2

Test pressure 229 kp / cm2
Type of pyrocartridges PP-3 or 7PP-683
Voltage in the pyrocartridge circuit 18 - 31 V DC
Extinguishing agent tetrafluorethylene dibromide (e.g. 114B-2,
HALON 2402)
Charge mass 2.820 + 0.1 kg
Fire extinguisher mass with charge, max. 6.5 kg
Pressure of the fire extinguisher charged with fire extinguishing agent (tolerance ± 5 kp/cm2):
T (°C) - 60 - 40 - 20 0 ÷ 10 10 ÷ 15 15 ÷ 20 20 ÷ 25 25 - 30 30 - 35 35 - 40 50 60 80
P (kp / cm2) 60 70 80 95 98 100 102 104 106 108 120 128 140
3. Description
The fire extinguisher consists of a spherical bottle, a double pyrohead and a MA 250 M pressure gauge.
4. Operation
The pyrocartridges are fired if electrical current is led on the detonator contacts in one of the pyrohead parts.
Under the gas pressure in the fired part of the pyrohead the sleeve opening the chuck collet is moved.
The head opens due to overpressure in the fire extinguisher.
5. General rules for handling the PPL (8) fire extinguisher

A. All persons involved in handling the fire extinguisher must be acquainted with its use according to these
rules as well as with its design and operation.
B. The fully charged fire extinguisher is a dangerous object. Extremely dangerous is spontaneous opening
of the pyrohead if the cap nuts are not fitted on the outlet pipe unions. In such case nobody is able to
hold the fire extinguisher due to reactive force of discharge. Therefore the pyrohead unions must always
be fitted with cap nuts which may be removed only after fixing the fire extinguisher in the place of
installation prior to connecting it to the piping. It is strictly forbidden, in case of leakage to tighten threaded
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joints if the fire extinguisher is charged. Only the safety plug and the pressure gauge may be tightened.
Do not tighten the pyrohead prior to connecting it to the piping.
C. If the pyrocartridges are placed in the heads, any work on the fire extinguisher or fire extinguishing
system is prohibited. The outlet pipe unions must always be fitted with cap nuts if the pyroheads are
removed.
The cap nuts may be removed only after fire extinguisher installation in the aircraft and prior to connecting
all corresponding pipes to it.
When installing of the safety pins in the head, the rubber caps must be turned so that the cap holes
be aligned with those of the pyrohead.
After removal of the safety pins the rubber caps must be turned (by 180°) to cover the pyrohead holes.
When handling of the fire extinguisher bottles the work safety must be secured by fitting of the outlet
pipe unions with prescribed cap nuts (with two opposite holes).
D. When handling freon, smoking and eating is forbidden.
Freon vapors are toxic and may cause poisoning. Everyone who handles freon must wear a cotton
overall. In case freon vapor leakage is expected in a closed room, one has to wear a gas mask and
special protection clothes:
cotton overall, rubber boots and gloves and rubber coated apron.
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FIG. 1 PPL (8) FIRE EXTINGUISHER

(1) Fire extinguisher; (2) Double pyrohead; (3) Safety plug; (4) Union with sealing ring; (5) Valve
assembly; (6) Lock nut; (7) Head; (8) Chuck collet; (9) Insert; (10) Bush; (11) Retaining ring;
(12) Rubber cap; (13) Detonator; (14) Detonator body; (15) Nut; (16) Terminal; (17) Pin; (18) Bush;
(19) Gasket; (20) Ring; (21) Washer; (22) Clamp; (23) Clamp; (24) Hose; (25) Screw; (27) Washer;
(28) Safety pin; (29) Pyrohead body; (30) Pipe; (31) Cable; (32) Outlet pipe union with packing
ring; (33) Sealing ring; (34) Pressure gauge; (35) Washer; (36) Pyrocartridge; (37) Locking wire;
(38) Seal; (39) Cap nut
NOTE: The detonators for the primary and secondary fire extinguishing system, installed in the fire
extinguisher pyrohead body, differ in size from each other. The detonator of the primary fire
extinguishing system is fitted with an M 20x1 nut the detonator of the secondary one is fitted with
an M 22x1.5 nut.
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SERVICING
1. Check of pressure in PPL (8) fire extinguisher bottles

A. Fixture, Test and Support Equipment B097 300N Stepladder

Routine
E. Procedures
(1) Bring the B093 300N stepladder and put it to the rear side of the LH and RH engine nacelle.
(2) Pressure in the bottle depends on the ambient air temperature and shall not be lower than the
values listed in the table below:
Ambient air temperature Pressure

°F °C MPa kp/cm2 psi
-76 -60 5.68 60 853
-40 -40 8.86 70 996
-4 -20 7.65 80 1139
32 to 50 0 to 10 9.32 95 1,351
50 to 59 10 to 15 9.61 98 1,394
59 to 68 15 to 20 9.81 100 1,422
68 to 77 20 to 25 10 102 1,431
77 to 86 25 to 30 10.2 104 1,479
86 to 95 30 -35 10.4 106 1,528
95 to104 35 to 40 10.59 108 1,536
122 50 11.77 120 1,707
140 60 12.55 128 1,821
176 80 13.73 140 1,991
(3) Check the pressure in fire extinguishers as indicated by the pressure gauge by opening the
inspection hole lids on the left-hand and right-hand engine nacelle. The pressure must
correspond to the requirements specified in para 2.
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(4) In case that pressure in the bottle is lower then value mentioned in the table of the item (2),
remove recharge and reinstall PPL (8) fire extinguisher according to the corresponding work
procedure.
2. Check of the electrical circuit of pyrocartridges


Periodical
E. Procedures
CAUTION: MAKE SURE THAT NONE OF THE FOUR FIRE EXTINGUISHING SYSTEM
PUSHBUTTONS IS ACTUATED DURING THE CHECK.
(1) Check the electrical circuit of the pyrocatridges situated in the double pyroheads on the fire
extinguishers.
(2) In any of the four positions of the FIRE EXT. change-over switch (with the exception of the
neutral position) on the test panel, the green pilot lamp situated to the left of the change-over
switch must light up.
(3) Switch the FIRE EXT. change-over switch on the test panel into positions I, II, to the left and to
the right and check that the requirements given in para 2 are met.
3. Check of the MA-250M pressure gauge

A. Fixture, Test and Support Equipment Reference pressure gauge, 0 - 25 MPa, with an
accuracy of 1 %
Adjustable pressure source (e.g. GUPM-300 or
equivalent)
E. Procedures
(1) Prepare the test bank according to the schematic diagram below - refer to the fig. 301.
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FIG. 301 TEST EQUIPMENT – SCHEMATIC

MA-250M pressure gauge (the tested instrument)
T reference pressure gauge 0 - 25 MPa (0 - 250 kp / cm2) with
an accuracy of at least 1 %
GUPM–300 adjustable pressure source
(or equivalent)
(2) Permissible pressure gauge error at a temperature of 20°C ± 5°C is ± 1 MPa (± 10kg/cm2)
(3) By progressively increasing of the pressure with help of the adjustable pressure source (e.g.
GUPM - 300 device or equivalent), set the pointer of the tested pressure gauge to the scale
marks of 5, 10, 15, 20 and 25 MPa (50, 100, 150, 200 and 250 kp/cm2). Read the actual
pressure values in these points on the reference pressure gauge. Test the pressure gauge at
the upper measuring limit for a minimum of 5 minutes.
Then lower the pressure gradually down to zero and read the actual pressure values in the tested
points similarly to the measuring sequence applied during pressure increase.
Determine pressure gauge error both during the forward and the reverse pressure gauge pointer
motion. Pressure gauge error during the forward and reverse pointer motion shall not exceed the
values listed in para 2.
(4) Restore the initial position of the test bank.
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1. PPL (8) fire extinguisher removal

B. Materials Blind (1 piece)

B067 345N safety pin and cap nut assembly 2 pcs
E. Procedures
(1) Remove the lower cover in the rear part of the engine nacelle according to the work procedure given
in chapter 54.
(2) Turn the rubber caps on the pyrohead so that the holes in the caps and in the pyrohead are matched
and insert the B067 345N safety pins.
(3) Cut off the locking wire from the fire extinguisher double pyrohead and from the detonator nuts
(4 pcs). Screw the detonators out of the fire extinguisher pyrohead and remove the pyrocartridges
(4 pcs).
(4) Disconnect the piping from the outlet pipe unions and the union of the safety plug.
(5) Blind both the operation joint (2 pcs of blinds) and the fuse nipple.
(6) Open the lock of the clip attaching the fire extinguisher to the bracket.
(7) Remove the fire extinguisher from the airplane. Enter the date and cause of fire extinguisher removal
in the extinguisher certificate.
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2. PPL (8) fire extinguisher installation

A. Fixture, Test and Support Equipment Scales with the limit of at least 10 kg, scale factor of
max. 10 g and error of max. 10 g
B. Materials Locking wire

Sealing wire
Seals
C. Tools Necessary tools from the airplane tool kit

B067 345N safety pin and cap nut
E. Procedures
(1) Prior to installation check the mass of the fire extinguisher (max. 6.5 kg), pressure on the fire
extinguisher pressure gauge (see the table in chapter 2 - TECHNICAL DATA) and sound
condition of the fire extinguisher (check for deformation, scratches, protective coating damage).
CAUTION: INSTALLATION OF THE FIRE EXTINGUISHER IN THE AIRPLANE WITHOUT

PRIOR COMPLETE LEAKAGE TEST IS FORBIDDEN.
(2) Fix the fire extinguisher to the bracket in the rear part of the engine nacelle.
(3) Remove the cap nuts from the outlet pipe unions and connect the pipelines.
Lock the connection with locking wire.
(4) Install new pyrocartridges into the detonators. Prior to installing of the pyrocartridges into the
detonators, the control pushbuttons of fire extinguishers on the central control panel must
be sealed. The detonators shall not be charged if the pushbuttons are not sealed.
(5) Connect the detonators to the electrical system.
(6) Check the pyrocartridge filament circuits according to the Work procedure given in this chapter.
(7) Seal the plug-and-socket connectors.
(8) Remove the safety pins of the pyroheads and turn the rubber caps (by 180°) so that the holes
in the head be covered. Place the B097 345N safety pins with cap nuts in the tool kit of the
airplane.
(9) Install the lower cover in the rear part of the engine nacelle according to the work procedure
WARNING: PREVENT THE FIRE EXTINGUISHER PYROHEAD FROM COMING INTO

CONTACT WITH PETROL, OIL AND WATER AND PROTECT IT AGAINST
SHOCKS AND HEAT.
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3. PPL (8) fire extinguisher valve head disassembly

E. Procedures
NOTE: If the pyrocartridge has been fired before the disassembly, all component parts and the
inner surface of the carbon, washed in petrol and inspected for normal condition, i.e. for
absence of cracks, scratches and cuts. These defects are not allowed. Only the defective
gaskets may be replaced.
WARNING: PRIOR TO DISASSEMBLING OF THE HEAD WITH SAFETY PLUG MAKE SURE
THERE IS NO PRESSURE IN THE BOTTLE. IF THE FIRE EXTINGUISHER IS
CHARGED, PRESSURE MUST BE RELIEVED.
(1) Head disassembly - this work procedure covers only the disassembly of the valve head and
safety plug with the double pyrohead body installed.
(2) Remove the rubber cap (10), see fig. 401.
(3) Loosen the lock nut (4).
(4) Unscrew the head (5) together with the valve (3), bush (8), insert (7) and chuck collet (6).
(5) Take the valve (3) out of the head.
(6) Detach the retaining ring (9).
(7) Take the bush (8) with the insert (7) and the chuck collet (6) out of the head.
(8) Take out the insert (7).
(9) Take out the chuck collet (6).
(10) Safety plug removal
NOTE: The plug is removed only if freon has to be discharged from the extinguishing bottle.
(11) Screw out the union of the filling neck (if not removed).
(12) Screw out the safety plug (1).
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FIG. 401 ASSEMBLY AND DISASSEMBLY OF THE VALVE HEAD AND SAFETY PLUG
(1) Safety plug; (2) Body; (3) Valve; (4) Lock nut; (5) Head; (6) Chuck collet; (7) Insert;
(8) Bush; (9) Retaining ring; (10) Rubber cap.
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4. PPL (8) fire extinguisher valve head assembly

E. Procedures
(1) Head assembly
NOTE: Prior to installation lubricate all friction and resistance surfaces with CIATIM 201 grease.
(a) Insert the chuck collet (6) and the insert (7) into the bush (8).
(b) Introduce the bush (8) into the head (5) and secure it with the retaining ring (9).
CAUTION: BEFORE INSTALLATION MAKE SURE THE RETAINING RING IS NOT

DEFORMED.
(c) Through the hole in the head set the bush so that the safety pin may be inserted into the
head. When done, the safety pin has to project at least 5 mm on the other side.
(d) Push the valve as far as the stop. The upper shank end has to be well-balanced with the
head face.
(e) Insert the valve assembly into the head body and screw it in as far as the seat stop.
(f) Tighten the lock nut.
(g) Take out the safety pin, install the rubber cap (10) and reinsert the safety pin.
(2) Safety plug installation
(a) Insert the safety plug (1) into the head body and screw it in as far as the stop.
(b) Screw the drainage (pipeline) union of fire extinguishers.
(3) Tightening torques
(a) Valve assembly (pos. 3 - 9) vs. body (pos. 2) Torque = 16 +/-2 Nm (1.6 +/-0.2 kgm).
(b) Lock nut (pos. 4) Torque = 15 to 20 Nm (1.5 to 2 kgm).
(c) Safety plug (pos. 1) vs. plug union Torque = 12 to 15 Nm (1.2 to 1.5 kgm).
(d) Safety plug union vs. body (pos. 2) Torque = 25 to 35 Nm (2.5 to 3.5 kgm).
(e) Pressure gauge vs. body (pos. 2) Torque = 20 to 25 Nm (2 to 2.5 kgm).
(f) Pyrohead assembly vs. bottle Torque = 320 to 380 Nm (32 to 38 kgm)
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5. MA-250M pressure gauge removal and installation

B. Materials Polyethylene foil

Locking wire
C. Tools 17 CSN 230626.6 Spanner
E. Procedures
(1) MA-250M pressure gauge removal from the fire extinguisher.
WARNING: PRIOR TO REMOVING THE PRESSURE GAUGE MAKE SURE THERE IS NO

PRESSURE IN THE FIRE EXTINGUISHER. IF THE FIRE EXTINGUISHER IS
CHARGED, PRESSURE MUST BE RELIEVED.
(a) Remove the pressure gauge from the fire extinguisher using the 17 CSN 230626.6 spanner.
(b) Blind the pressure gauge and the fire extinguisher necks with polyethylene foil.
(2) MA-250M pressure gauge installation on the fire extinguisher.
(a) Remove the polyethylene foil from the pressure gauge and fire extinguisher necks.
(b) Install the pressure gauge on the fire extinguisher and tighten it using the 17 CSN 230626.6
spanner.
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INSPECTION / CHECK
1. PPL (8) fire extinguisher leakage test

A. Fixture, Test and Support Equipment Watch
B. Materials Soap water
C. Tools Ø 7 mm x 150 mm threaded connection with hose
E. Procedures
CAUTION: INSTALLATION OF THE FIRE EXTINGUISHER ON THE AIRPLANE WITHOUT

PRIOR LEAKAGE TEST IS FORBIDDEN.
(1) Check the fire extinguisher for leakage using soap water on the necks and on the connection with
the pyrohead body. The leakage test has to be carried out for 3 minutes. No leakage is allowed.
(2) Install the threaded connection and ∅ 7 mm (150 mm hose assembly on the filler neck, placing
the free end of the hose in a bucket with water. No bubbles are permitted in the bucket.
(The test has to be carried out 4 hours after charging the fire extinguisher).
(3) Check the pressure on the pressure gauge 24 hours after charging. The pressure must correspond
to the values given in the table listed in chapter 2 - CHARACTERISTICS of this chapter.
Mass of the charge shall be 2.820 + 0.1 kg.
The fire extinguisher is serviceable only if the pressure does not drop in the following 3 days.
The pressure of a newly charged extinguisher drops during the first 24 hours and therefore the
fire extinguisher must be charged to a pressure higher by 10 kg / cm2.
CAUTION: IN CASE OF FIRE EXTINGUISHER LEAKAGE NO JOINTS SHALL BE

TIGHTENED WITH THE EXCEPTION OF THE SAFETY PLUG AND THE
PRESSURE GAUGE.
(4) If the charged fire extinguisher leaks, first of all relieve air pressure, establish the cause and correct
the fault. Only then recharge the fire extinguisher with compressed air.
NOTE: If the fire extinguisher has been overcharged with fire extinguishing agent, discharge
the excess through the filling pipeline into the atmosphere. Check the process
according to the weight of the fire extinguisher.
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2. PPL (8) fire extinguisher preparation for charging

B. Materials Spirit
CSN 671475 Litharge
P1 CSN 661310 Glycerol
Locking wire
C. Tools Closed container

Torque wrench
E. Procedures
CAUTION: PRIOR TO CHARGING INSPECT THE FIRE EXTINGUISHER, PAYING

ATTENTION TO THE PRESSURE GAUGE. IF THE FIRE EXTINGUISHER
IS EMPTY, THE PRESSURE GAUGE POINTER MUST BE AT ZERO.
(1) Check the pressure gauge for corrosion and protective coating damage.
(2) Check the pressure gauge certificate.
(3) Check validity of the fire extinguisher bottle pressure test.
NOTE: Establish pressure test validity according to the data plate and the accompanying
certificate.
(4) Make sure the threaded connections of the double pyrohead are not damaged.
(5) Clean the fire extinguisher bottle.
NOTE: New fire extinguisher bottles do not need to be cleaned.
(6) Remove locking wire, unscrew and remove the fire extinguisher head.
(7) Fill the fire extinguisher bottle with 0.15 l of spirit and rinse its inner walls.
(8) When done, drain the spirit in to a closed container. The spirit may be used 4 times.
(9) Dry the fire extinguisher bottle thoroughly.
(10) Install the head in the fire extinguisher bottle and tighten it with 320 to 380 Nm
(32 to 38 kgm) torque.
NOTE: Before the installation of the double pyrohead smear its threads with litharge-
-and-glycerol mixture. Prepare the mixture of 3 weight parts of CSN 674575 litharge
and 1 weight part of P1 CSN 661310 glycerol. Stir the mixture for 10 minutes, apply
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within 30 minutes.
The mixture hardens in 2 hours.
(11) Weigh the bottle and compare the obtained mass with that given in the certificate
(mass difference shall correspond to the tolerance range in the certificate).
3. PPL (8) fire extinguisher charging

E. Procedures
(1) Location and equipment of the charging station

Only the entitled persons can enter the station where charging of the fire extinguishers take place.
The room where the charging operation is carried out has to be heated, has to have day lighting
and effective ventilation system. The ventilation system design shall secure full exchange of air
in the room four times in an hour. The let holes of the exhaust system must be located 0.5 m above
the room floor. The entrance door has to open out and has to remain open during the charging
operation.
The bottle shall not be heated by direct heat radiation.The charging equipment and the
pipelines have to be sealed completely to prevent leakage of the fire extinguishing agent into
the room. Pressure test of the device must be regularly carried out by generating of the
overpressure in the system and checking the tightness of individual joints. The equipment of the
charging station can be repaired only after complete removal of the fire extinguishing agent and
of its vapors by means of compressed air or superheated vapor.
(2) Special regulations for the charging station operation

All operations connected with the fire extinguisher charging must be carried out by at least
2 persons. Prior to starting any operation at the charging station, the electrical equipment,the
charging and regulation devices as well as connection lightness have to be checked.
It is forbidden to tighten the threaded connections if under pressure. Prior to disconnecting of
the charging pipe from the fire extinguisher, the air from the pipe must be discharged into the
atmosphere. During charging, the pressure of the air in the tank containing the fire extinguishing
agent has to be watched. The pressure shall not exceed 0.5 MPa (5 kp/cm2). During the
charging of the fire extinguisher it is necessary to exhaust the air released from the charging pipe
joint from the room into a safe place in the atmosphere.
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(3) Fire extinguisher charging.
WARNING: ALL PERSONS CARRYING OUT THE CHARGING, RECHARGING AND

REPLACEMENT OF THE FIRE EXTINGUISHERS MUST BE ACQUAINTED
WITH THE REGULATIONS DEALING WITH HANDLING THE COMPRESSED
GASES AND TOXIC MATERIALS. THEY HAVE TO FOLLOW THE SAFETY
REGULATIONS AND THE REGULATIONS MENTIONED HEREIN.
Charging of the fire extinguishers with fire extinguishing agent has to be carried out in a heated
room fitted with effective ventilation system or in the open air at the temperature of at least + 10°C. If
the charging operation takes place in open air, place the tank containing the extinguishing
agent on a wooden support plate close to the zone where the charging operation is carried out.
The tank must be protected from sunshine. The charging is to be carried out by closed circuit method
using either the No. 50 - 26 charging unit or another equivalent general-purpose equipment and
proceeding as follows:
(a) Prepare the fire extinguisher for charging following the work procedure given in this section.
Fasten the fire extinguisher safety in the fixture of the charging station.
Unscrew the filler neck union and install the charging device instead.
Pay attention that prior the final tightening of the device with a spanner the safety plug
must be screwed in the seat as far as the stop.
Having tightened the device, loosen the safety plug by 2 revolutions.
(b) Place the fire extinguisher on the scales. Connect the charging pipeline and establish the
mass of the empty extinguisher. Supply compressed air under the pressure of 0.4 - 0.5 MPa
(4 - 5 kp/cm2) into the tank with fire extinguishing agent and let the liquid flow into the bottle.
During this operation check the mass and as soon as the required mass is reached, close
the cock controlling fire extinguishing agent flow from the tank.
(c) Recharge the fire extinguisher with compressed air up to the pressure specified in the
table in Section 2 - CHARACTERISTICS. The recharging pressure shall be by 10 kp/cm2
higher than the value given in the table.
At the air temperature in the room of 15 to 20°C, recharge the fire extinguisher to a
pressure of 110 kp/cm2. Check the pressure in the fire extinguisher according to the
pressure gauge installed on it, simultaneously comparing the pressure gauge values with
the readings of the pressure gauge installed on the charging device. The difference of both
pressure gauge readings shall not exceed 5 kp/cm2. If the above specified pressure in the
fire extinguisher is reached, screw the safety plug in, close the high-pressure valves using
the charging unit handle and discharge the air from the charging pipeline. Then disconnect
the charging pipeline with the charging device. Blow the filler neck cavity through with
compressed air of 0.3 to 0.4 MPa for 1 - 2 minutes.
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WARNING: IT IS FORBIDDEN TO REMOVE THE FIRE EXTINGUISHER FROM THE

FIXTURE ON THE CHARGING UNIT WITHOUT INSTALLED CAP NUTS.
(4) Install the filler neck union sealing ring.
(5) Carry out fire extinguisher leakage test according to the work procedure given in this chapter.
4. PPL (8) fire extinguisher recharging

E. Procedures
(1) Recharging is carried out in the following cases:
(a) If the pressure in the fire extinguisher at the given ambient air temperature and the fire
extinguisher mass are lower than shown in the table.
(b) If a difference between the readings of the pressure gauge on the charging unit and the pressure
gauge on the fire extinguisher has been observed during charging.
(c) If the fire extinguisher has been discharged spontaneously.
(d) If the scheduled checks (pressure gauge check etc.) of the fire extinguisher have to be carried
out.
(e) If a pressure check has to be carried out because the pressure is lower than the
prescribed value, while the mass of the fire extinguishing agent corresponds to the
specified value.
In this case the air pressure can be recharged to the prescribed value.
(2) Recharge the fire extinguisher following the work procedure for fire extinguisher charging given
in this section.
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V05A OR FH 15-364 OR FH 15N-HO4082 OR BA 20703 GR-3 FIRE EXTINGUISHER

NOTE: Characteristics, description and operation are given in the documentation supplied by manufacturer
of the extinguisher.
1. Purpose
The V05A or FH 15-364 OR FH 15N-HO4082 or BA 20703 GR-3 (with a BA 50102-3 bracket) hand fire
extinguisher is intended for extinguishing fire in the cockpit and in the passenger compartment.
In the cockpit, the fire extinguisher is located on the left-hand side, behind the pilot’s seat, while in the
passenger compartment the fire extinguisher is located in the rear part of the compartment.
2. Description
The fire extinguisher is a pressure bottle intended for manual operation. The fire extinguisher is provided
with a head including an actuating valve, a spray nozzle, and a check pressure gauge. The fire
extinguisher is attached to the fuselage structure by means of a bracket.
2.1. V 05 A fire extinguisher (if installed)

Water type fire extinguisher serves for fire extinguishing on cabin equipment, and it is proper for fire
extinguishing on upholstery padding, textiles, artificial leather, insulation material on conductors, wood,
paper, etc.
Basic technical data

Charge 0.5 I
Charge for V05 L Potash solution, density 1.385 g/m up to 1.400 g/ml,
at t 15°Cl
for V 05 A T 20°C
Air pressure at
t 15°C (V 05 L) 0.75 – 0.8 Mpa (7.7 = 8 kp/cm2)
t 20°C (V 05 A)
Period of operation 20 sec
Reach minimum 3 m
NOTE: Characteristics, description and operation are given in the documentation supplied by the
manufacturer of the extinguisher.
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2.2. FH 15N-HO4082 fire extinguisher (if installed)

The fire extinguisher is intended for extinguishing of the airplane cabin equipment fire. The fire
extinguisher may be used for extinguishing of burning upholstery, jacketing textiles, artificial leather,
cable insulation, wood, paper, etc.
In the cockpit the fire extinguisher is located behind the captain’s seat, while in the passenger
compartment the fire extinguisher is located in the rear part of the compartment.
The fire extinguisher is changed with HALON fire extinguishing mixture.
2.3. FH 15-364 fire extinguisher (if installed)

The fire extinguisher is intended for extinguishing of the airplane cabin equipment fire. The fire
extinguisher may be used for extinguishing of burning upholstery, jacketing textiles, artificial leather,
cable insulation, wood, paper, etc.
In the cockpit the fire extinguisher is located behind the captain’s seat, while in the passenger
compartment the fire extinguisher is located in the rear part of the compartment.

Fire extinguisher FH 15-364
FH 15N–HO 4082
Fire extinguisher capacity 1.2 litres
Type of extinguisher agent HALON 1211
Working pressure 1 MPa (10kp/cm2)
The fire extinguisher is activated by pressing the operation level (7) on the valve body – see Fig. 2.
2.4. BA 20703 GR-3 fire extinguisher (if installed)

The fire extinguisher is a pressure bottle intended for manual operation. The fire extinguisher is provided
with a head including an actuating valve, a spray nozzle, and a check pressure gauge. The fire
extinguisher is attached to the fuselage structure by means of a bracket.
Fire extinguisher capacity 1.13 kg (2.25 lb.)

Type of extinguisher capacity HALON 1211 (BCF)
Working pressure 125 PSI (0.86 MPa)
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3. Operation
A. FH 15-364 or FH 15N-HO 4082 fire extinguisher (Fig. 2)
When the fire extinguisher is removed from the bracket it is actuated by pressing the operating lever (7)
on the valve body. The jet of extinguishing agent must be directed towards the fire. Oxygen-
breathing apparatus is to be used during extinguishing if necessary.
B. BA 20703 GR-3 fire extinguisher (Fig. 3)
When the fire extinguisher is removed from the BA 50102-3 bracket, the safety pin (7) is to be lifted
off first and then the trigger (4) is to be pressed to expel the extinguishing agent. Pressing the
trigger (4) will distort the indicator disc and the jet of extinguishing agent will push out the piston (5).
Oxygen-breathing apparatus is to be used during extinguishing if necessary.
FIG.1 V05 A WATER FIRE EXTINGUISHER

(1) Pressure vessel; (2) Feeding nozzle; (3) Valve nozzle; (4) Valve; (5) Manual wheel; (6)
Plug; (7) Gasket; (8) Uptake pipe; (9) Mesh; (10) Plug; (11) Atomizing jet
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FIG. 2 FH 15-364 FIRE EXTINGUISHER

(1) Bottle; (2) Valve body; (3) Flap cap; (4) Nitrile flap; (5) Spring; (6) Flap pushbutton;
(7) Operating lever; (8) Handle; (9) Safety pin; (10) Safety valve; (11) Pressure gauge
FIG. 3 BA 20703 GR-3 FIRE EXTINGUISHER AND BA 50102-3 BRACKET

(1) Fire extinguisher; (2) Bracket; (3) Quick-closing buckle; (4) Trigger; (5) Piston; (6) Indicator
disc; (7) Safety pin; (8) Pressure gauge
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V 05A OR FH 15-364 OR FH 15N-HO 4082 OR BA 20703 GR-3 FIRE EXTINGUISHER

SERVICING
1. Check of the pressure in the V05A or FH 15-364 or FH 15N-HO4082 or BA 20703 GR-3

cabin fire extinguishers

Periodical
E. Procedures
(1) Remove the fire extinguisher from the holders located on the floor behind the pilot’s seat and on
the outside wall of the rear passenger compartment.
(2) Check the pressure in the fire extinguisher.
NOTE: On the FH 15-364 and FH 15N HO 4082 fire extinguisher the pressure gauge is
located on the upper part of the head. The pressure gauge of the BA 20703 GR-3 fire
extinguisher is located on the bottom of the bottle.
The pressure in the fire extinguisher must be within the limits marked on the pressure gauge of
the extinguisher. If the pressure is below the lower limit value send the fire extinguisher to the
manufacturer for replenishment.
(3) Install the fire extinguisher into the holders.
2. Inspection of the V05A or FH 15-364 or FH 15N-HO4082 or BA 20703 GR-3 cabin fire

extinguishers and check their weight

Periodical
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E. Procedures
(1) Remove the fire extinguishers from the holders located on the floor behind the pilot’s seat and
in the rear part of the passenger compartment.
(2) Visually check the fire extinguisher seal for intactness and the bottle for corrosion. Check also
the fire extinguisher for charge leakage. Replace damaged parts. Remove possible corrosion.
(3) Check indicator disc (6) - see Fig. 3 of the BA 20703 GR-3 fire extinguisher for distortion.
Check that the piston (5) is not extended.
(4) Using a suitable balance check the weight of the fire extinguisher. It should be within ± 10 grams of
the weight indicated on the name plate.
(5) Install the fire extinguishers into the holders.
2. Filling of fire extinguisher V05A

E. Procedures
NOTE: Before filling of the fire extinguisher flush the extinguisher bottle including the spraying
nozzle with water.
(1) Check the closure of the fire extinguishing vessel – it has to be closed.
(2) Water solution of potash (0.5l has to be filled through the filling neck in the vessel bottom.
Recommended density of the solution shall be 1.385 g/ml – 1.400 g/ml.
(3) Close the filling neck properly.
(4) Take off the spraying nozzle and replace it by a filling extension which is a part of the fire
extinguishing vessel set and supplied with it.
(5) Open the closure of the fire extinguishing vessel and fill it with pressurized air up to the
pressure of 0.75 – 0.8 MPa (7.5 – 8 kp/cm2) at the temperature of 15°C. Close the closure
properly.
(6) Tighten the closure packing and check the closure for leakage by dipping the closure into a
bucket filled with foaming agent water solution or covering it with soap water. No tolerances.
(7) Remove the filling extension and fit the spraying nozzle instead. Seal the fire extinguisher.
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T 7607 (OR B594280N) FIRE EXTINGUISHER

1. Purpose
The T 7607 (or B594280N) fire extinguisher is intended for extinguishing fire in the front baggage
compartment of the airplane.
2. Technical data
Volume of extinguisher vessel: 1.2 +/- 0.03 l
Extinguishing agent: Halotron I
Weight of extinguishing agent: 0.74 kg
Pressure gas: Argon
Pressurized on the: 1.2 +0,0.5 MPa at the temperature +20+/-2°C
[11.8 +0.5 kp/cm2, 174 + 7 PSI]
Gross weight of extinguisher assembly 2.25 kg
Weight of extinguisher assembly without
extinguishing agent 1.5 kg
Operating temperature range: -50°C to +60°C
3. Operation
By turning the charge valve the inlet tube transferring the charge pressure from the bottle to the pressure
gauge in the pilot’s cabin is opened or closed.
Another valve is fitted with a device enabling to actuate the fire extinguisher from the pilot’s cabin.
The fire extinguisher is provided with a safety valve protecting the bottle from excessive pressure.
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FIG. 1 T 7607 (OR B594280N) FIRE EXTINGUISHER

(1) Bottle; (2), (3) Valve; (4) Plug.
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SERVICING
1. Inspection of the T 7607 (or B594280N) fire extinguisher and its attachment parts
C. Tools Necessary tools from the aircraft tool kit

Periodical
E. Procedures
(1) Remove the cover on the right-hand side of the fuselage nose section between frames No. 2
and 4 (beneath the front baggage compartment) by loosening 33 quick-release locks.
(2) Inspect the fire extinguisher and make sure that the defects listed in para (3) are absent.
Defects not allowed: - fire extinguisher corrosion

- incorrect fire extinguisher attachment
Remove corrosion. Replace damaged parts.
(3) Re-install the cover on the right-hand side of the fuselage nose section.
2. Check of the pressure in the T 7607 (or B594280N) fire extinguisher in the front baggage
compartment

Routine
E. Procedures
(1) Check of the pressure in the front baggage compartment fire extinguisher as indicated by the
board pressure gauge.
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(2) Pressure in the fire extinguisher depends upon ambient temperature and shall not drop below
the values listed in the following table:
2. Minimal pressure indicated on

Ambient 1. Pressure in the T 7607 (B594280N)
the pressure gauge on the RH
temperature Fire extinguisher
instrument panel
[°C]
[MPa] [kp/cm2] [PSI] [MPa] [kp/cm2] [PSI]
- 50 0.913 +0.04 8.96 +0.4 132.4 +6 0.84 8.2 122
- 40 0.954 +0.04 9.36 +0.4 138.3 +6 0.87 8.5 126
- 30 0.995 +0.04 9.76 +0.4 144.3 +6 0.91 8.9 132
- 20 1.036 +0.04 10.16 +0.4 150.2 +6 0.95 9.3 138
- 10 1.077 +0.04 10.57 +0.4 156.2 +6 0.99 9.7 144
0 1.118 +0.05 10.97 +0.5 162.1 +6 1.02 10.0 148
+ 10 1.159 +0.05 11.37 +0.5 168.1 +7 1.06 10.4 154
+ 20 1.200 +0.05 11.77 +0.5 174.0 +7 1.10 10.8 160
+ 30 1.241 +0.05 12.17 +0.5 179.9 +7 1.14 11.2 165
+ 40 1.282 +0.05 12.58 +0.5 185.9 +7 1.18 11.6 171
+ 50 1.323 +0.06 12.98 +0.6 191.8 +9 1.21 11.9 175
+ 60 1.364 +0.06 13.38 +0.6 197.8 +9 1.25 12.3 181
(3) Check whether the pressure indicated on the pressure gauge located on the RH instrument
panel corresponds to the requirements given in table of step (2).
If the value not corresponds with values, mentioned in table of step (2) replace the T 7607
(or B594280N) fire extinguisher.
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1. T 7607 (or B594280N) fire extinguisher removal and installation

E. Procedures
(1) Remove the cover on the right-hand side of the fuselage nose section between frames No. 2 and 4
(beneath the front baggage compartment) by loosening 18 quick-release locks.
(2) Fire extinguisher removal
(a) Disconnect plug-and-socket connectors and pitot-static hoses from two sensors of the flight
data recorder (altitude sensor and air speed indicator).
(b) Unscrew 4 screws fixing the instrument rack (located on the instrument rack are the altitude
sensor with air speed sensor of the flight data recorder) and remove the instrument rack.
(c) Shut the hand valve of the fire extinguisher.
(d) Unlock and disconnect the following 3 pipelines:
• of the pressure gauge
• of the extinguishing manifold
• of the drainage outlet (make sure that the safety valve is not loosened)
(e) Remove the split pin on the vertical control lever of the fire extinguisher and disconnect the
control cable from the lever.
(f) Disconnect two attachment clamps of the fire extinguisher and remove the fire extinguisher.
Enter the date and cause of removal in the fire extinguisher certificate.
(3) Fire extinguisher installation
(a) Install and fix the fire extinguisher in the clamps.
(b) Fix the control cable to the vertical control lever of the fire extinguisher. Use a new split pin.
(c) Reconnect and lock the following 3 pipelines:
• of the drainage outlet
• of the extinguishing manifold
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• of the pressure gauge
(d) Open the hand valve of the fire extinguisher.
CAUTION: VALVE MUST BE OPENED TO THE STOP. IF THE VALVE IS NOT OPENED
FULLY, ONE WILL NOT BE FUNCTIONAL.
(e) Insert the instrument rack and fix it by 4 screws.
(f) Connect the total and static pressure systems connectors and hoses to the altitude sensor
and airspeed indicator. Secure the connectors by means of ∅ 0.6 mm wire. Secure the hoses
by means of sleeves.
(4) Install the cover on the right-hand side of the fuselage nose section.
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MA-16 K PRESSURE GAUGE

1. Purpose
The pressure gauge is intended for measuring the T 7607 (or B594 280N) fire extinguisher charge
pressure.
NOTE: The pressure gauge installed on the airplanes from the 19th series has been modified according
to drawing No. B580 758N.
The pressure gauge inlet is fitted with a coupling.
2. Technical data
Max. pressure 16 kp/cm2
Scale division 0.5 kp/cm2
Permissible inaccuracy at temperature of 20°C ± 5°C ± 0.64 kp/cm2
3. Operation
The pressure gauge function is based on the measurement of elastic deformation of a single-coil tubular
spring stressed by internal pressure. The free end of the deformed tubular spring fitted with an extension
piece is shifted and this shift is transmitted (with help of a carrier) on a toothed segment and converted into
rotary motion on the gauge shaft with pointer.
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SERVICING
1. Check of the MA-16 K pressure gauge

A. Fixture, Test and Support Equipment Reference pressure gauge, 0 – 1.6 MPa, with an
accuracy of 1 %;
Adjustable pressure source (e.g. GUPM-300 unit or
equivalent)
C. Tools 14x17 CSN 230611.6 Double-ended spanner

Periodical
E. Procedures
(1) Prepare the test bench for checking of the permissible errors according to the diagram on
fig. 301 (see next page).
(2) Permissible pressure gauge error at temperatures of 20°C must not exceed ± 0.64 kp/cm2
(3) Couple the tested pressure gauge with the adjustable pressure source (e.g. GUPM-300 unit or
equivalent) on the test bench (see fig. 301).
(4) Gradually increase the pressure with help of the adjustable pressure source (e.g. GUPM-300
unit or equivalent), set the pointer of the tested gauge to the scale marks of 4, 8, 12 and 16
kp/cm2 (0.4, 0.8, 1.2 and 1.6 MPa). Read the actual pressure values in these points on the
reference pressure gauge.
Test the pressure gauge at the upper measuring limit for a minimum of 5 minutes.
Then lower the pressure successively to the zero value and read the actual pressure value on
the tested scale marks in the same way as applied during the pressure increase.
Determine pressure gauge error both during the forward and the reverse pressure gauge pointer
motion.
Permissible pressure gauge error at temperatures of 20°C ± 5°C must not exceed ± 0.64 k/m2.
(5) Restore the initial condition of the test bench.
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FIG. 301 TEST EQUIPMENT DIAGRAM

MA-16K pressure gauge (the tested instrument)
T reference pressure gauge, 0 - 1.6 MPa (0 - 16 kp/cm2) with an
accuracy of at least 1 %
GUPM-300 adjustable pressure source
(or equivalent)
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1. MA-16 K pressure gauge removal and installation

B. Materials Polyethylene foil


Periodical
E. Procedures
(1) Using the Z 37.9110-10 screwdriver unlock and remove the right-hand front baggage compartment
cover.
(2) Unlock 2 knurled head screws on the instrument panel and tilt the right-hand part of the instrument
panel.
(3) Pressure gauge removal
(a) When removing the gauge the charge pressure shutoff cock of the fire extinguisher must be
closed.
(b) Unlock and close shutoff cock of the T 7607 (or B594 280N) fire extinguisher under the floor of
the front baggage compartment on the right-hand side of bulkhead No. 4.
(c) Remove the pressure inlet tube. Using the screwdriver No. 697 - 6x120 unscrew 4 screws
fixing the pressure gauge to the instrument panel and remove the pressure gauge.
Blind the pressure gauge coupling with polyethylene foil.
(d) Mark the pressure gauge and hand it over to the laboratory.
(4) MA-16K pressure gauge installation
(a) Install the checked pressure gauge on the right-hand instrument panel and fix it with attachment
screws. Connect and lock the pressure inlet tube. Restore the initial position of the instrument
panel and fix it with screws.
(b) Loosen the fire extinguisher charge pressure shutoff cock. Lock the shutoff cock in open position
with locking wire.
(5) Install and fix the right-hand front baggage compartment cover.
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OIL COOLER FIRE PROTECTION

1. Purpose
The oil cooler fire protection consists of a fuse closing the air inlet into the oil cooler in case of fire break.
2. Description
The fuse consists of a washer, a rod with a terminal, a spring and a body.
3. Operation
When ambient temperature rises to 140 ± 5°C, the conical rod terminal pierces a hole in the washer made
of low-temperature melting alloy (during 10 s) which results in closing of air inlet into the oil cooler due to
the spring pressure.
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FIG. 1 B063 449N FUSE

(1) Duct; (2) Flap; (3) Pull rod; (4) Fuse; (5) Bush; (6) Spring; (7) Terminal; (8) Nut.
a - flap closed
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OIL COOLER FIRE PROTECTION

SERVICING
1. Inspection of the thermal fuse


Periodical
E. Procedures
(1) Put the stepladder (e.g. B097300N) to the air nacelle.
(2) Using the screwdriver No. 697-6x120 open the lower engine cowl of the left-hand (right-hand)
engine nacelle.
(3) Unscrew the nut (8) on the top part of the oil cooler air inlet duct - see Fig. 1, thus loosening the
cone.
(4) Take out the pull rod (cable with terminal) (3) with the fuse (4), the clamping cone and the spring (6).
(5) Determine the degree of crushing of the fuse.
Defects not allowed: crushing of the oil cooler fuse (low temperature melting washer) of more than
1/3 of fuse thickness
If the degree of crushing exceeds the value listed above, replace the fuse.
(6) Put the pull rod (3) with the fuse (4) in its original position, insert the spring (6), clamping cone and
screw the nut (8) in. Tighten the nut (8) so that the pull rod cable (3) be fixed by the clamping cone
in the position where the flap opens the oil cooler air inlet duct completely.
Lock the nut (8) with locking wire.
(7) Close the lower engine cowl of the left-hand (right-hand) engine nacelle.
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FIRE PROTECTION OF AC GENERATOR COOLING AIR INTAKE

1. Purpose
The fire protection of the AC generator cooling air intake consists of a flap closing the AC generator
cooling air duct in case of fire.
2. Description
The fire protection system of the AC generator cooling air intake is assembled of a pipeline, an operating
cylinder and a closing flap.
3. Operation
When the engine fire extinguishing system is actuated, the pressure of the fire extinguishing agent shifts
the operating cylinder piston which closed the flap in the AC generator cooling air intake.
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FIG. 1 FIRE PROTECTION OF AC GENERATOR COOLING AIR INTAKE

(1) Pipeline; (2) Cylinder; (3) Flap; (4) Nut; (5) AC generator cooling air intake
I Sectional view of cylinder; item (2)
(6) Cylinder body; (7) Piston; (8) Cap nut; (9) Spring; (10) Ring; (11) Packing ring.
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L 410.6740-40 FIRE EXTINGUISHER (IF INSTALLED)

1. Purpose
The fire extinguishing bottle is put into operation by pushing the push button that connects electrical
circuit of the pyrocartridge. Its explosion will open the valve assembly and extinguishing agent will be
squirted by means of air pressure through distributing piping via sprayer into the fire focus.
2. Technical data
Operating pressure 14.71 MPa (150 kp / cm2)
Test pressure 22.06 MPa (225 kp / cm2)
Fire extinguisher volume 2 dm3
Charge weight 2.820 + 0.1 kg
Type of pyrocartridges PP-3 or 7PP-683
Extinguishing agent Freon 114 B-2
Time of operation 4 sec.
Safety membrane breaking pressure 20.0±2 MPa (200 ± 20 kp/cm2)
Pyrocartridge circuit voltage 27 V ± 10 %
Minimum permissible voltage for pyrocartridge explosion 12-14 V
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FIG. 1 L 410.6740-40 FIRE EXTINGUISHER

(1)Bottle; (2) Pipe; (3) Pressure gauge; (4) Pyrohead body; (5) Valve; (6) Lever; (7) Detonator;
(8) Piston; (9) Ping; (10) Pin; (11) Screw; (12) Lever; (13) Axis; (14) Fitting; (15) Ring;
(16) Sealing ring; (17) Overcurrent; (18) Feed stop; (19) Ring; (20) Diaphragm;
(21) Pyrocartridge.
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SERVICING
1. Check of the pressure in the L410.6740-40 fire extinguisher in the rear baggage
compartment (if installed)
C. Tools Spanners from the tool kit

Routine, Periodical
E. Procedures
(1) Open the rear baggage compartment door (if installed) and lock with rubber rope. Remove the
air steps from inside of the door, put them on the ground so that to be leant against the
threshold of the hole of the rear baggage compartment.
(2) Check pressure in the extinguisher through aperture by pressure gauge. Bottle pressure
depends on air ambient temperature and it shall not be lower the value mentioned in table:
Air ambient Pressure

temperature [°C] MPa kp/cm 2
kPa psi
-60 6.07 60 6000 855
-50 6.3 63 6300 900
-40 6.8 68 6800 970
-30 7.2 72 7200 1025
-20 7.7 77 7700 1100
-10 8.2 82 8200 1200
0 8.8 88 8800 1260
+10 9.4 94 9400 1350
+20 10 100 10000 1420
+30 10.7 107 10700 1520
+40 11.4 114 11400 1620
+50 12.1 121 12100 1720
+60 12.8 128 12800 1820
+70 13.6 136 13600 1940
+80 14.2 142 14200 2020
Pressure drop higher than 10 % is not allowed.
(3) Carry out work as per item (1) in reverse sequence.
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2. Refilling of the L 410.6740-40 extinguisher with air (if installed)

A. Fixture, Test and Support Equipment Filling equipment
Pressure air
B. Materials Blinding flange
E. Procedures
The extinguisher bottle is allowed to be refilled at a pressure drop max. by 10 % with regard to a
prescribed pressure.
(1) Refill the extinguisher under ambient temperatures from 15°C to 20°C. If it is refilled under other
temperatures the bottle pressure shall be in accordance with the values mentioned in the table.
Air ambient temperature Pressure

(°C) (MPa)
- 60 6.0
- 40 7.0
- 20 8.0
0 ÷ +10 9.5
+10 ÷ +15 9.8
+15 ÷ +20 10.0
+20 ÷ +25 10.2
+25 ÷ +30 10.4
+30 ÷ +35 10.6
+35 ÷ +40 10.8
+ 50 12.0
+ 60 12.8
(2) Clamp the extinguisher into the clamping fixture.
(3) Connect the extinguisher bottle working fitting to the refilling fixture.
(4) Open the refilling device valve and unscrew the closure head thrust bolt by 5-6 threads.
(5) On receiving of the pressure 10.5 ± 0.5 MPa in the extinguisher screw the closure thrust bolt
until full tightness is reached.
(6) Shut the refilling fixture valve.
(7) Disconnect the extinguisher from the refilling fixture and screw the protect blinder with two
opposite holes on the working fitting.
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(8) Weight the extinguisher and register the weight on letter of safe conduct.
(9) The filled bottle store on the shelf and after 48 hours check the agent pressure on the pressure
gauge and its weight.
(10) In case the bottle is overfilled above described pressure, clamp the bottle into the clamping
device that the closure aim upward and by sequential untightening the closure thrust bolt
discharge the bottle into the air.
(11) At filling up below prescribed pressure refill the air pressure as per the table.
CAUTION: AIR REFILLING IS ALLOWED TO BE CARRIED OUT ONLY ONCE, WITH

REPEATED PRESSURE DROP BELOW PRESCRIBED VALUE BY 10 % IT IS
NECESSARY TO CARRY OUT TOTAL DISCHARGING OF AGENT,
INSPECTION OF THE CLOSURE AND CHECK TIGHTNESS.
3. Discharging of the L 410.6740-40 extinguisher (if installed)

A. Fixture, Test and Support Equipment Clamp fixture
Handle wheel V 4240
B. Materials Blinding flange
E. Procedures
At operation of extinguishers in same cases it is necessary to discharging fully or partly the filling of
the bottle.
(1) This necessity can occur
• The extinguisher is filled at a higher pressure
• At distortion of tightness when part of the filling escaped. In this case it is necessary to
discharge the whole filling.
• After expiring of the bottle guarantee it is necessary to check the bottle.
(2) Carry out the extinguisher discharge only in clasping fixture and with protection blinder with two
opposite holes installed on the closure working fixing.
(3) Discharge the filling by sequential unscrewing the thrust bolt by means of the hand wheel from
the extinguisher set.
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WARNING: TO DISCHARGE THE FILLING INTO THE AIR WITHOUT FIXING OF THE
BOTTLE IN CLASPING DEVICE BECAUSE A GREAT FORCE IS
PRODUCING ON THE BOTTLE.
ABRUPT CLOSURE OPENING OR INTENTIONAL OPENING OF THE
CLOSURE BY THE INITIATION LEVER WHEN GRASPING THE
EXTINGUISHER IN THE HAND, CAUSES ACCIDENTS WITH DEAD
INJURIES. MAN´S POWER IS NOT CAPABLE OF HOLDING DISCHARGING
BOTTLE. THIS DANGER RISES EVEN IN CASES OF THE VALVE
LEAKAGE AND YOU ARE TRYING TO TIGHT IT WITH A SPANNER. AT
THAT TIME THE THRUST BOLT CAN BE BROKEN. THE SAFETY FACTOR
IS COUNTED ON USING A HAND WHEEL WHICH IS SUPPLIED IN THE
EXTINGUISHER SET.
CAUTION: THE PROTECT BLINDER WITH OPPOSITE HOLES SERVES NOT ONLY TO
PROTECT THE WORKING FIXING FROM DAMAGE, HUMIDITY AND DIRT
PENETRATION INTO THE CLOSURE, BUT TO PROTECT FROM AGENT
LEAKAGE IN CASE OF OPENING OF THE CLOSURE. THAT´S WAY SCREW
THE BLINDER ON FITTING BEFORE.EXTINGUISHER REMOVAL FROM THE
AIRCRAFT AND IMMEDIATELY AFTER DISCONNECTING PIPING AND
REMOVE IT AS LATE AS BEFORE CONNECTING OF THE EXTINGUISHER,
WHEN THE EXTINGUISHER IS FIXED FIRMLY ON THE AIRCRAFT.
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1. Removal of L 410.6740-40 extinguisher from the aircraft (if installed)

E. Procedures
(1) Disconnect the igniter from the closer and remove the pyrocartridge.
(2) Disconnect the fitting from the working fitting.
(3) Screw the blinds on the pyrocartridge working fitting.
(4) Untight the bottle clamping device.
(5) Remove the extinguisher from the aircraft.
(6) If the extinguisher is empty send it with letter of safe conduct to re-fuelling. Make a note on the
letter of safe conduct about the date and the reason of removal from the aircraft. If the
extinguisher bottle is full, make a note about the date and reason for removal.
2. L 410.6740-40 extinguisher installation (if installed)

E. Procedures
(1) Before installation check the extinguisher weight, pressure on pressure gauge and intactness.
If the extinguisher was stored longer than 3 months, before installation check the reliability of
closure shutting in accordance with the described work procedure.
(2) Fix the extinguisher on the aircraft, remove the blinders, and connect it to the extinguisher piping
(3) Check the reliability of the igniter contacts and electrical circuit function with the help of a
tester. Sequentially switch on the tester clamps into the disconnected circuit of the igniter. If the
circuit is free of defects, the check bulbs of the tester will light on.
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(4) Insert a new pyrocartridge. Before inserting of the pyrocartridge seal the pyro-head blast
control pushbuttons in the aircraft compartment. If the pushbuttons are not sealed do not load
the igniter.
(5) Make a note about installation date of the extinguisher on the aircraft on the letter of safe
conduct.
WARNING: DO NOT ALLOW FOR PETROL OIL AND WATER TO GET IN TOUCH
WITH THE EXTINGUISHER CLOSURE AND FOR THE BOTTLE TO BE
EXPOSURED TO SHOCKS AND HEAT.
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C352TS CABIN FIRE EXTINGUISHER (IF INSTALLED)

1. General
Cabin fire extinguisher of type C352TS is intended for fire extinguishing in the pilot's cockpit and
passenger's compartment.
The fire extinguishers are situated in brackets No. 817S located on the floor behind the pilot’s seat and
on the outside wall of the rear passenger compartment.
2. Technical data
Agent weight 1.134 kg (2.5 Lbs)
Gross weight 2.211 kg (4.9 Lbs)
Extinguishing agent HALON 1211
Pressure medium in bottle Nitrogen
Discharge range 2.7 - 4.6 m (9-15 ft)
Discharge time 10 sec
Height 368 mm (14.5 in)
Width 114 mm (3.0 in)
Cylinder diameter 76 mm (3.0 in)
UL rating 5B:C
Temperature range of use -54°C, +49°C (-65°F, +120°F)
3. Operation
Extinguishing material supply from the pressure bottle (1) - see fig. 1 - is opened or closed with pressing
of initiation levers (5) via the initiation valve in the extinguishing nozzle (4) (see pictogram on the
pressure bottle of the fire extinguisher). The operational pressure is indicated with pressure gauge (6).
The fire extinguisher is equipped with locking elements (2) preventing the instrument from spontaneous
starting.
NOTE: It is indispensable to use the oxygen mask during fire extinguishing.
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FIG. 1 C352TS CABIN FIRE EXTINGUISHER

(1) Pressure bottle (steel or aluminum), (2) Locking elements (2 pcs), (3) 817S Bracket,
(4) Extinguishing nozzle, (5) Initialization levers, (6) Pressure gauge
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FIG. 2 INSTALLATION OF THE C352TS CABIN FIRE EXTINGUISHER
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C352TS CABIN FIRE EXTINGUISHER (IF INSTALLED)

SERVICING
1. Check of the condition of the C352TS cabin fire extinguisher


Periodical
E. Procedures
(1) Remove the cabin fire extinguisher from the holders located on the floor behind the pilot’s seat
and on the outside wall of the rear passenger compartment.
(2) Check the pressure in the fire extinguisher.
NOTE: NOTE: The pressure gauge of the C352TS cabin fire extinguisher must be in the
operable (green) range.
(3) Further check to see that the fire extinguisher is undamaged; that the nozzle is unobstructed; that
the lockpin and tamper seal is in place, and that the operating instructions are clearly visible.
If the inspection reveals a deficiency in any of these conditions, corrective action must be taken.
(4) Carry out the record about monthly inspection implementation in the relevant form fixed on the
fire extinguisher.
(5) Set up the cabin fire extinguisher after the check back in bracket.
2. Inspect of the C352TS cabin fire extinguisher and check its weight
A. Fixture, Test and Support Equipment Suitable balance

Periodical
E. Procedures
(1) Remove the cabin fire extinguishers from the holders located on the floor behind the pilot’s seat
and on the outside wall of the rear passenger compartment.
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(2) Carry out visual check of the fire extinguisher integrity locking elements and the condition of
pressure bottle with initialization valve whether they are not mechanically damaged or
corroded. Check as well whether the fire extinguisher filling does not leak and whether the fire
extinguisher seals are not damaged. At the same time carry out the visual check whether the
extinguishing nozzle is not blocked and whether the operational instructions situated on the fire
extinguisher are well legible.
(3) Using a suitable balance check the weight of the fire extinguisher. It should be within ± 10 grams of
the weight indicated on the name plate.
(4) Carry out the record about inspection implementation in the relevant form fixed on the fire
extinguisher.
(5) Set up the cabin fire extinguishers after the check back in brackets.
3. 6-Year Maintenance
D. Referenced information TBO
E. Procedures
Every six years, stored pressure fire extinguishers that require a 12-year hydrostatic test shall be
emptied and subjected to applicable maintenance procedures. This should be done professionally (by
certified technicians as per NFPA 10 (Standard for portable fire extinguishers)), and involves a thorough
inspection and the replacement of certain parts. When these maintenance procedures are performed
during periodic recharging or hydrostatic testing, the six year requirement shall begin from that date.
4. 12-Year Hydrostatic Test

D. Referenced information TBO
E. Procedures
All gauged H3R Aviation fire extinguishers require a 12 year hydrostatic test performed by certified
technicians as per NFPA 10. Simply stated, the Hydrostatic test confirms the integrity of the
cylinder, and at the 12 year mark, is performed in conjunction with the 6 year maintenance.
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CHAPTER
27
FLIGHT CONTROLS
MAINTENANCE MANUAL
CHAPTER 27
FLIGHT CONTROLS

Section, Section,
Subject Subject
Title page - - 027.00.00 305 Nov 20/15

List of Effective Pages 1 Mar 10/17 Servicing 306 Mar 10/17
2 Mar 10/17 307 Mar 10/17
3 Mar 10/17 308 Nov 1/11
4 Mar 10/17 309 Nov 15/13
5 Mar 10/17 310 Apr 15/15
6 Mar 10/17 311 May 30/14
2 Apr 15/15 313 Nov 20/15
3 Mar 10/17 314 Nov 1/11
4 Nov 1/11 315 Apr 15/15
Record of Temp. Revisions 1 Nov 1/11 316 Apr 15/15
2 Nov 1/11 317 Nov 1/11
2 May 30/14 319 May 30/14
3 Mar 10/17 320 May 30/14
5 Mar 10/17 402 Nov 1/11
6 Mar 10/17 Cleaning / Painting 701 Nov 1/11
7 Mar 10/17 702 Nov 1/11
8 Mar 10/17 027.10.00 1 Nov 1/11
Maintenance Practices 201 Nov 1/11 Description and Operation 2 Nov 1/11
202 Nov 1/11 3 Nov 1/11
302 May 30/14 5 Nov 1/11
303 May 30/14 6 Nov 1/11
304 May 30/14

ALL Page: 1
Mar 10/17
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Section, Section,
Subject Subject
027.11.00 101 Nov 1/11 027.12.03 1 Nov 1/11

Fault Isolation 102 Nov 1/11 Description and Operation 2 Nov 1/11
Adjustment / Test 501 Mar 10/17 027.20.00 1 Nov 1/11
503 Nov 15/13 027.21.00 1 Nov 1/11
505 Mar 10/17 3 Nov 1/11
506 Nov 15/13 4 Nov 1/11
027.12.00 1 May 30/14 Fault Isolation 101 Nov 1/11
4 Nov 1/11 302 May 30/14
Fault Isolation 101 Nov 1/11 303 May 30/14
102 Nov 1/11 304 May 30/14
Servicing 301 May 30/14 Removal / Installation 401 May 30/14
302 May 30/14 402 Nov 1/11
027.12.01 1 Nov 1/11 403 May 30/14
3 Nov 1/11 405 Mar 10/17
4 Nov 1/11 406 Mar 10/17
Removal / Installation 401 Nov 1/11 407 Mar 10/17
402 Nov 1/11 408 Mar 10/17
Inspection / Check 601 Nov 1/11 409 Mar 10/17
602 Nov 1/11 410 Mar 10/17
027.12.02 1 Nov 1/11 411 Mar 10/17
3 Nov 1/11 413 Mar 10/17
4 Nov 1/11 414 Mar 10/17
Servicing 301 May 30/14 415 Mar 10/17
302 Nov 1/11 416 Mar 10/17
Removal / Installation 401 Nov 1/11 417 Mar 10/17
402 Nov 1/11 418 Mar 10/17

ALL Page: 2
Mar 10/17
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Section, Section,
Subject Subject
027.22.00 1 Mar 10/17 027.31.00 3 Nov 1/11

3 Nov 1/11 5 Nov 1/11
4 Nov 1/11 6 Nov 1/11
Servicing 301 Mar 10/17 Fault Isolation 101 Nov 1/11
302 May 30/14 102 Nov 1/11
402 Nov 1/11 402 Nov 1/11
027.22.02 1 Nov 1/11 403 Nov 1/11
027.22.03 1 Nov 1/11 027.32.00 1 Nov 1/11
027.22.04 1 Nov 1/11 3 Nov 1/11
3 Nov 1/11 5 Nov 1/11
4 Nov 1/11 6 Nov 1/11
Servicing 301 May 30/14 7 May 30/14
302 May 30/14 8 Nov 1/11
Removal / Installation 401 Nov 1/11 Fault Isolation 101 Nov 1/11
402 Nov 1/11 102 Nov 1/11
3 Nov 1/11 403 Mar 10/17
4 Nov 1/11 404 Nov 1/11
Adjustment / Test 501 Nov 1/11 027.50.00 1 Nov 20/15
027.30.00 1 Nov 1/11 3 Nov 1/11
027.31.00 1 May 30/14 5 Nov 1/11

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Section, Section,
Subject Subject
027.50.00 7 Apr 5/13 027.50.07 1 Nov 1/11

Description and Operation 8 Apr 5/13 Description and Operation 2 Nov 1/11
9 Apr 5/13 027.50.08 1 Nov 20/15
Fault Isolation 101 Nov 1/11 Servicing 301 Nov 20/15
102 Nov 1/11 302 Nov 1/11
027.50.01 1 Nov 1/11 3 Nov 1/11
Servicing 301 Mar 10/17 Removal / Installation 401 Mar 10/17
302 Mar 10/17 402 Mar 10/17
Removal / Installation 401 Mar 10/17 403 Mar 10/17
402 Nov 15/13 404 Mar 10/17
027.50.02 1 Nov 15/13 027.60.00 1 Nov 1/11
3 Nov 15/13 027.61.00 1 Nov 1/11
027.50.03 1 May 30/14 3 Nov 1/11
3 Nov 1/11 5 Nov 1/11
4 Nov 1/11 6 Nov 1/11
Fault Isolation 101 Nov 1/11 Fault Isolation 101 Nov 1/11
102 Nov 1/11 102 Nov 1/11
3 Nov 1/11 027.61.01 1 Nov 1/11
027.50.05 1 Nov 1/11 027.61.02 1 Nov 1/11
027.50.06 1 Nov 1/11 3 Nov 1/11

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MAINTENANCE MANUAL
Chapter, Page Date

Section,
Subject
027.62.00 1 May 30/14

3 Nov 1/11
4 Nov 1/11
5 Apr 5/13
6 Nov 1/11
7 Nov 1/11
8 Apr 5/13
302 Nov 1/11
027.62.01 1 Nov 1/11
027.62.02 1 Nov 1/11
027.62.03 1 Nov 1/11

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Mar 10/17
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ALL Page: 6
Mar 10/17
MAINTENANCE MANUAL
CHAPTER 27
FLIGHT CONTROLS
RECORD OF REVISIONS

Section,
Subject
11 027-List of 1 - -
Effective Pages
4 - -
027-List of 1 - - L410UVP-E/145d May 31/12
Revisions
027.00.00 302 to 303 - -
027.61.00 2 - -
12 027-List of 1 - -
Effective Pages
3 to 4 - -
027-List of 1 - -
027.50.00 7 to 9 - -
027.62.00 5 - -
8 - -
13 027-List of 1 to 4 - -
Effective Pages
027-List of 1 - -
Revisions
027-Contents 1 - -
5 - -
027.00.00 309 - -
L410UVP-E/178d Nov 15/13
027.11.00 - 501 to 506 -
027.12.00 1 - -
027.50.00 1 to 2 - -
027.50.01 301 to 302 - -
401 to 402 - -
027.50.02 1 3 to 4 -

ALL Page: 1
Nov 15/13
MAINTENANCE MANUAL

Section,
Subject
14 027-List of 1 to 4 - -
Effective Pages
027-List of 2 - -
Revisions
027.00.00 302 to 307 - -
310 to 311 - -
315 to 316 - -
319 to 320 - -
027.11.00 301 to 302 - -
027.12.00 1 - -
301 to 302 - -
027.12.02 301 - -
027.21.00 301 to 304 - -
L410UVP-E/196d May 30/14
401 - -
403 - -
027.22.00 1 - -
301 to 302 - -
027.22.04 301 to 302 - -
027.31.00 1 - -
301 to 302 - -
027.32.00 7 - -
402 to 403 - -
027.50.03 1 - -
027.61.00 301 - -
027.62.00 1 to 2 - -
301 - -
15 027-List of 1 - -
Effective Pages
027-List of 2 - -
027.00.00 310 - -
315 to 316 - -

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Apr 15/15
MAINTENANCE MANUAL

Section,
Subject
16 027-List of 1 - -
Effective Pages 3 to 4
027-List of 3 - -
Revisions
027-Contents 6 - -
027.00.00 305 - - L410UVP-E/220d Nov 20/15
312 to 313 - -
027.50.00 1 to 2 - -
027.50.08 1 - -
301 - -
17 027-List of 1 to 4 5 to 6 -
Effective Pages
027-List of 3 - -
Revisions
027-Contents 3, 5, 6 to 8 - -
027.00.00 306 to 307 - -
027.11.00 501, 505 - - L410UVP-E/236d Mar 10/17
027.21.00 404 405 to 418 -
027.22.00 1, 301 - -
027.32.00 402 to 403 - -
027.50.01 301 to 302, - -
401
027.50.10 - 401 to 404 -

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Mar 10/17
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 27
FLIGHT CONTROLS

Section,
Subject

ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 27
FLIGHT CONTROLS
CONTENTS

Section,
Subject

General 1
General 201
Servicing 301
Check of flight controls function 301
Inspection of the bonding strips on all moving parts 302
of the controls
Check of the individual control centres 302
Inspection of control cables at all accessible places 304
Adjustment of the control cables tension 306
Inspection of the components made of electron for 310
corrosion
Inspection of glued joints 314
Inspection of the individual pull-rods levers of the 315
controls
Inspection of the threaded ends of the control pull- 316
rods
Check of lock nuts on control rods of trim tabs of 317
elevator, rudder and ailerons for security of tightening
Inspection of the dust catchers at the individual 319
control parts
Installation of new cables 401
Cable cleaning 701
AILERON AND TAB 027.10.00 1 ALL
General 1
AILERON CONTROL 027.11.00 1 ALL
General 1
Fault Isolation 101
Servicing 301
Check of the play in the aileron and aileron trim tab 301
control
Adjustment the tension of aileron control cables in 501
control column
ALL Page: 1
May 30/14
MAINTENANCE MANUAL

Section,
Subject
AILERON TRIM TAB CONTROL 027.12.00 1 ALL

General 1
Operation 2
Fault isolation 101
Servicing 301
Check of the operation of the electric control of 301
aileron trim tab
Check of the play in the aileron and aileron trim tab 302
control
UT 6D ELECTRO-MECHANICAL STRUT 027.12.01 1 AIRCRAFT WITH
UT 6D ELECTRO-
MECHANICAL STRUT
Purpose 1
Technical data 1
Operation 1
Removal and installation of the UT 6D 401
electro-mechanical strut
Condition check of the UT 6D electro-mechanical 601
strut brushes
AIRCRAFT WITH
100 LUN 2522 LINEAR ACTUATOR 027.12.02 1
100 LUN 2522
LINEAR ACTUATOR
Purpose 1
Technical data 1
Operation 2
Servicing 301
Replacement of scraper rings 301
Removal and installation of the 100 LUN 2522 401
linear actuator
AIRCRAFT WITH
LUN 1688-8 TRIM TAB POSITION TRANSMITTER 027.12.03
100 LUN 2522
LINEAR ACTUATOR
Purpose 1
Technical data 1
Operation 1
AIRCRAFT WITH
LUN 1687-8 TRIM TAB POSITION INDICATOR 027.12.04 1
100 LUN 2522
LINEAR ACTUATOR
Purpose 1
Technical data 1
Operation 1
ALL Page: 2
May 30/14
MAINTENANCE MANUAL

Section,
Subject
RUDDER AND TAB 027.20.00 1 ALL

General 1
RUDDER CONTROL 027.21.00 1 ALL
General 1
Fault Isolation 101
Servicing 301
Lubrication of the upper bearing of the rudder control 301
shaft
Check of the play in the rudder control system 302
Check of the distance between the stop and the 304
lever touching on the stop of the pedal steering at
the full rudder deflection
Removal of the foot control assembly 401
Installation of the foot control assembly 401
Replacement of rudder control cables 404
RUDDER TRIM TAB CONTROL 027.22.00 1 ALL
General 1
Operation 3
Servicing 301
Check of the operation of the electric control of the 301
rudder trim tab
Check of the play in the rudder trim tab control system 302
UT 6D ELECTRO-MECHANICAL STRUT 027.22.01 1 AIRCRAFT WITH
UT 6D ELECTRO-
MECHANICAL STRUT
Purpose 1
Removal and installation of the UT 6D electro- 401
mechanical strut
LUN 1688-8 TRIM TAB POSITION TRANSMITTER 027.22.02 1 AIRCRAFT WITH
UT 6D ELECTRO-
MECHANICAL STRUT
Purpose 1
Technical data 1
Operation 1
ALL Page: 3
Mar 10/17
MAINTENANCE MANUAL

Section,
Subject
LUN 1687-8 TRIM TAB POSITION INDICATOR 027.22.03 1 AIRCRAFT WITH

UT 6D ELECTRO-
MECHANICAL STRUT
Purpose 1
Technical data 1
Operation 1
60 LUN 2520 LINEAR ACTUATOR 027.22.04 1 AIRCRAFT WITH
60 LUN 2520 LINEAR
ACTUATOR
Purpose 1
Technical data 1
Operation 2
Servicing 301
Measurement of power consumption with 301
60 LUN 2520 linear actuator
Replacement of scraper rings 302
Removal and installation of the 60 LUN 2520 linear 401
actuator
60 LUN 3232 ELECTRONIC CONTROL UNIT 027.22.05 1 AIRCRAFT WITH
60 LUN 2520 LINEAR
ACTUATOR
Purpose 1
Technical data 1
Operation 1
LUN 3956 TRIM TAB POSITION INDICATOR 027.22.06 1 AIRCRAFT WITH
60 LUN 2520 LINEAR
ACTUATOR
Purpose 1
Technical data 1
Operation 1
Zero position setting of the LUN 3956 position 501
indicator
ELEVATOR AND TAB 027.30.00 1 ALL
General 1
ELEVATOR AND TAB 027.31.00 ALL
General 1
Fault Isolation 101
Servicing 301
Check of the play in the elevator control system 301
Check of the elevator spring stop 302
ALL Page: 4
May 30/14
MAINTENANCE MANUAL

Section,
Subject

Removal of the manual control assembly 401
Installation of the manual control assembly 402
ELEVATOR TRIM TAB CONTROL 027.32.00 1 ALL
General 1
Fault Isolation 101
Servicing 301
Functional check of the elevator trim tab control and 301
the mechanical trim tab position
Check of the play in the elevator trim tab control 301
system
Disconnection of the control pull-rod from the elevator 401
trim tab
Replacement of the control cables of the elevator 402
trim tabs
FLAPS 027.50.00 1 ALL
General 1
Description 1
Operation of the wing flap control system 10
Fault Isolation 101
Servicing 301
Check of play in the wing flap control system 301
Disassembly and assembly of pull-rods and 401
suspensions of wing flaps due to lubrication of
bearings
KPK 3 (8) WING FLAP TERMINAL SWITCH 027.50.01 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Adjustment of the KPK 3 (8) wing flap terminal switch 301
Removal and installation of the KPK 3 (8) wing flap 401
terminal switch
LUN 2690.05-8 OR LUN 2662.31 WING FLAP POSITION 027.50.02 1 ALL
INDICATOR
Purpose 1
Technical data 1
Operation 1
ALL Page: 5
Mar 10/17
MAINTENANCE MANUAL

Section,
Subject
GA-163 T/16 SOLENOID VALVE 027.50.03 ALL

Purpose 1
Technical data 1
Operation 1
Fault Isolation 101
LUN 7183.04-7, LUN 7183.05-7 EMERGENCY LOCK 027.50.04 1 ALL
ACTUATORS
Purpose 1
Technical data 1
Operation 1
LUN 7543.01-8 DOUBLE HYDRAULIC LOCK 027.50.05 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 7547.05-7 SHUTTLE VALVE 027.50.06 1 ALL
Purpose 1
Technical data 1
Operation 1
12 LUN 7573.4-7 THROTTLE VALVE 027.50.07 1 ALL
Purpose 1
Technical data 1
Operation 1
B580418N – OK 1 (8) OR B588121N – OK 2 (8) WING FLAP 027.50.08 1 ALL
CONTROL UNIT
Purpose 1
Technical data 1
Operation 1
Servicing 301
OK 1 (8) or OK 2 (8) wing flap control unit check 301
LUN 6577-8 HAND OPERATED VALVE 027.50.09 1 ALL
Purpose 1
Technical data 1
Operation 1
ALL Page: 6
Mar 10/17
MAINTENANCE MANUAL

Section,
Subject
LUN 7231.02-8 WING FLAP ACTUATOR 027.50.10 ALL

Purpose 1
Technical data 1
Operation 1
wing flap actuator
SPOILERS AND AUTOMATIC BANK CONTROL TABS 027.60.00 1 ALL
General 1
SPOILERS 027.61.00 ALL
General 1
Description 1
Spoiler control Operation 3
Fault Isolation 101
Servicing 301
Check of the operation of push buttons for spoilers 301
extension
LUN 7138-8 SPOILER ACTUATOR 027.61.01 1 ALL
Purpose 1
Technical data 1
Operation 1
GA 184 U/2 SOLENOID VALVE 027.61.02 1 ALL
Purpose 1
Technical data 1
Operation 1
AUTOMATIC BANK CONTROL TABS 027.62.00 1 ALL
General 1
Description 1
Operation of the ABC tab control system 5
Servicing 301
Check of the operation of ABC-tabs with running engines 301
ALL Page: 7
Mar 10/17
MAINTENANCE MANUAL

Section,
Subject
LUN 7134-8 AUTOMATIC BANK CONTROL TAB ACTUATOR 027.62.01 1 ALL

Purpose 1
Technical data 1
Operation 1
TKE 52 PODG, TKE 54 PODG RELAYS 027.62.02 1 ALL
Purpose 1
Technical data 1
Operation 1
0.05 K LUN 1492.01-8 PRESSURE SWITCH 027.62.03 1 ALL
Purpose 1
Technical data 1
Operation 1
ALL Page: 8
Mar 10/17
MAINTENANCE MANUAL
GENERAL
1. General
The flight control system is provided with dual rudder, elevator and aileron controls.
Each pilot has a control column of his own with a steering wheel in its upper part.
The elevator is controlled by pushing or pulling of the control column. The ailerons are controlled by
turning of the steering wheel. The rudder is controlled by means of two pairs of pedals which are also
used to control wheel brakes. The controls of the elevator trim tab, rudder trim tab and aileron trim tab are
located on the front control panel. The controls of wing flaps are located on the central and the RH
control panel. The controls of spoilers and automatic bank control-tabs are located on the central control
panel. The spoiler control push-buttons are located on the steering wheel.
The tie rods of the different control systems are marked by colored strips as follows:
• aileron controls - 1 strip in black color
• rudder control - 2 strips in black color
• elevator control - 3 strips in black color
• aileron trim control - 1 strips in brown color
• rudder trim tab control - 2 strips in brown color
• elevator trim tab control - 3 strips in brown color
EFFECTIVITY
027.00.00
ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
027.00.00
ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
GENERAL
1. General
A. The components removed from the airplane for laboratory test must be inspected for:
B. When removing a unit (a component) from the airplane (for laboratory test or replacement),
• dents
• ruptures
EFFECTIVITY
027.00.00
ALL Page: 201
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
027.00.00
ALL Page: 202
Nov 1/11
MAINTENANCE MANUAL
GENERAL
SERVICING
1. Check of flight controls function


Routine
E. Procedures
(1) Perform the check of flight controls function.

The control system within its whole range between the limit positions should work without
seizing.
Repair in accordance with the work procedure in section 027.00.00.
Motion of controls on both pilot’s places has to be synchronized.
Check visually the deflection of ailerons, elevator, rudder and elevator trim tabs.
(2) Perform check from both pilot's places.
(3) Perform check of ailerons control by turning of the steering wheel from one limit position to
another one.
Be sure that there are not defects specified in para (1).
The control system within its whole range between the limit positions should work without
seizing. Check visually the deflection of ailerons, elevator, rudder and elevator trim tabs.
(4) Perform check of the elevator trim tab by turning the hand wheel for the trimmer control on the
front control panel to both limit positions.
The control system within its whole range between the limit positions should work without seizing.
(5) Perform check of the rudder control by the subsequent compressing of foot pedals to the stop.
The control system within its whole range between limit positions should work without seizing.
EFFECTIVITY
027.00.00
ALL Page: 301
Nov 1/11
MAINTENANCE MANUAL
(6) Perform check of the elevator trim tab by turning of the hand wheel for the trimer control on the
front control panel to both limit positions.
2. Inspection of the bonding strips on all moving parts of the controls


Periodical
E. Procedures
(1) Bring the steps (e.g. B097365N) to the airplane (in successive steps to the wing and tail unit).
(2) Inspect the bonding strips in moving control parts.
(3) Inspect the bonding strips connecting the elevator, the rudder and ailerons with the airplane
airframe:
• of the rudder (5 pcs)
• of the elevator (10 pcs)
• on ailerons (4+4 pcs)
• torn or otherwise mechanically damaged bonding strips
• corrosion and material drop around the bonding strips connection
Remove damaged strips and replace them by new ones. Carry out the repair according to work
procedure in section 020.20.00. Material drop, reported at the manufacturer of the airplane.
(4) Make sure that the defects listed in para (3) are absent.
(5) Remove steps.
3. Check of the individual control centres


EFFECTIVITY
027.00.00
ALL Page: 302
May 30/14
MAINTENANCE MANUAL

Periodical
E. Procedures
(1) Bring the steps (e.g. B097365N) to the airplane.
(2) Remove the covers on the bottom side of the wing leading edge.
(3) Unscrew the lids situated aft of engine nacelle on the upper side of the wing leading edge.
(4) Remove the detachable cover of the vertical channel.
(5) Open the panels of the ceiling bay in the passenger cabin.
(6) Remove the cover on the frame No. 21 or toilet (if installed) including the toilet cover according
to the specification given in chapter 38).
(7) Inspect individual flight control system junctions.
(8) Inspect individual junctions connecting the control rods.

Failure of locking of nuts on adjustable pull-rod ends, failure of attachment bolts, loose rivets
of pull-rod end attachment, mechanical damage on connecting parts, damaged by corrosion.
(9) Remove defect connecting parts and replace them with new ones.
(10) Clean off and repaint parts damaged by corrosion.
(11) Through the assembling holes, situated in the wing leading edge, check the control junctions
and make sure that the defects listed in para (8) do not occur.
(12) Check all accessible control junctions placed in the airplane fuselage area and make sure that
the defects listed in para (8) do not occur.
(13) Install the cover on the frame No. 21 or toilet cover and toilet (if installed) on its place
(according to the specification given in chapter 38).
(14) Attach the ceiling panels.
(15) Install the detachable cover of the vertical channel on this place.
(16) Screw the lids aft of the engine on the upper side of the wing leading edge.
(17) Install covers of assembling holes from the bottom side of the wing leading edge.
EFFECTIVITY
027.00.00
ALL Page: 303
May 30/14
MAINTENANCE MANUAL
4. Inspection of control cables at all accessible places

A. Fixture, Test and Support Equipment 0.05-1.00x100 CSN 251670 Feeler gauge;
B596331N Assembly floor;

410.9141-05 Screwdriver
No. 697 6x120 Screwdriver

Periodical
E. Procedures
(1) Bring the steps (e.g. B097365N) to the tail unit.
(2) Remove the detachable cover from the vertical channel.
(5) Install the B596331N assembling floor into the rear fuselage section.
(6) Remove the covers from both sides of the front, central and rear control panels.
(7) Unscrew passenger seats in the passenger cabin in accordance with instructions given in the
Work procedure - see chapter 25.
(8) Remove the sill skirting of the main door.
(9) Remove covers behind the 15th and 19th frames on the floor of the passenger cabin.
(10) Remove the cover on the stabilizer.
(11) Inspection of control cables:
NOTE: Pay higher attention to places where the cables pass over guiding rollers.
EFFECTIVITY
027.00.00
ALL Page: 304
May 30/14
MAINTENANCE MANUAL
(a) THE FOLLOWING DEFECTS ARE NOT PERMITTED:

- insufficiently greased cables
(Lubrication plan is mentioned in section 9.1. of Maintenance Schedule)
- evident defects (cuts farying broken wire fibres to a larger extent than given in para (11-b).
(If defect is detected replace such cables)
(b) THE FOLLOWING DEFECTS ARE NOT PERMITTED:

- breaking of more than 3 wires on 1 m cable length in various cable strands or not more
than two wires in one strand.
(12) Inspect the surface of cables in the vertical channel, in the ceiling bay of the passenger cabin,
in the rear fuselage section, under the front, central and rear control panel, through assembly
holes in the passenger cabin floor, through stabilizer holes. Sections of cables moving on
pulleys have to be greased. On the surface of cables, there are forbidden any defects
mentioned in para (11).
In the case that broken wires have been found out, it is possible to let them to be under the
condition that requirements of para (11) will be met.
Broken wires should be cut off so that the wire end is well put in the cable strand.
(13) Inspect the pulleys inside the vertical control channel, in the ceiling bay of the passenger cabin,
in the rear fuselage section, under the front, central and rear control panels and inspect pulleys
through assembly holes of the passenger cabin floor as well as through stabilizer holes.
The clearance between pulleys and their guards have to be within (1 ± 0.5) mm with cables of
a diameter of more than 3 mm.
Inner sides of the groove, should be free from defects and signs of extraordinary wear on their
surface. Replace defect pulleys by new ones.
The pulleys have to turn freely in bearings without seizing.
(14) Reinstall covers behind the 15th and 19th frames on the passenger cabin floor.
(15) Install the sill skirting of the main door.
(16) Return seats in the passenger cabin in accordance with the Work procedure given in the chapter 25.
(17) Install covers of side walls of the front, central and rear control panels.
(18) Remove the B596331N assembling floor from the rear fuselage section.
(20) Reinstall ceiling panels.
(21) Reinstall the detachable cover of the vertical control channel.
(22) Reinstall the stabilizer cover.
EFFECTIVITY
027.00.00
ALL Page: 305
Nov 20/15
MAINTENANCE MANUAL
5. Adjustment of the control cables tension

A. Fixture, Test and Support Equipment IN 11 dynamometer (supplied together with the
B971 051N (L 410.9712 set)
B. Materials 1 and 0.8 mm dia Locking wire


Seasonal
E. Procedures
(1) Open the ceiling panels of upholstering in the passenger cabin and remove covers on the floor.
(2) Adjust the tension of the foot control cables in the ceiling bay of the passenger cabin between
the 7th and 12th frames and cables of the elevator trim tabs located under the passenger cabin
floor and aileron cables in the control column.
NOTE: For checking the cable tension on the control column there are 3 holes on the left
side.
(3) Tensioning of rudder control cables has to correspond with symbols and values given in the
diagram of fig. 301. If is necessary to tension the rudder control cables within the temperature range
between - 5°C and + 5°C use lighter the decreasing-temperature or the increasing-temperature
chart according to the temperature trend in the region when the aircraft is operated.
The tension of control cables of elevator trim tabs has to correspond with values from the diagram
302. Tension of aileron control cables has to correspond with the value of 345N (35 kp).
NOTE: Rudder control cable diameter ……………...... 4 mm

Elevator trim tab control cable diameter ……... 2 mm
Aileron control cable diameter …………….. 3.55 mm
(4) Adjust the cable tension by means of turnbuckles located in the ceiling bay between frames
No. 8 and No. 9. The tension of rudder control cables has to correspond with values given in
para (3).
CAUTION: AFTER THE ADJUSTMENT, LOCK THE TURNBUCKLES BY MEANS OF

0.8 mm DIA LOCKING WIRE.
Important! After each adjustment of the tension of rudder control cables, is necessary adjust
the servo cables tension of autopilot system in YAW channel, according value mentioned in
table 401 in section 022.10.00.
EFFECTIVITY
027.00.00
ALL Page: 306
Mar 10/17
MAINTENANCE MANUAL
(5) Adjust the tension of cables of elevator trim tab control as follows:
(a) adjust the cable tension by means of turnbuckles
(b) the tension of cables of the elevator trim tab control has to correspond with the value
given in para (3).
CAUTION: AFTER THE ADJUSTMENT, LOCK THE TURNBUCKLES BY MEANS OF

1 mm DIA LOCKING WIRE.
FIG. 301 RUDDER CONTROL CABLE TENSION VERSUS AMBIENT AIR TEMPERATURE
FIG. 302 ELEVATOR TRIM TAB CONTROL CABLE TENSION VERSUS AMBIENT AIR TEMPERATURE
EFFECTIVITY
027.00.00
ALL Page: 307
Mar 10/17
MAINTENANCE MANUAL
EFFECTIVITY
027.00.00
ALL Page: 308
Nov 1/11
MAINTENANCE MANUAL
(6) Adjust the tension of cables of the aileron control as follows:
(a) By means of the B971 051N (L 410.9712) dynamometer adjust the cable tension of aileron
control in the control column - see Fig. 303 in the following manner:
• install the IN 11 (2) dynamometer of the same production number as already written in
the grip (1) into the grip (1) and fix it by the screw (3). Do not set the support (4) yet
• set the grip with the dynamometer (1) in 2 holes of smaller dimensions against the cable
and retain the (6) cable by bent ends of the grip
• release the stress lever (7) and insert the support (4) in the mean hole on the control
column so that it leans against the measured cable, the other end attaching to the
dynamometer pin (8)
• press the stress lever (7) toward the dynamometer body
• perform the adjustment of the cable by means of the turnbuckle so that the tension
force of the cable is 345N (35 kp).
Task card: Adjustment the tension of aileron control cables in control column is
mentioned in section 027.11.00
(7) Shut the ceiling panels and reinstall covers located on the passenger cabin floor.
(8) After having adjusted cables, check if the neutral position of the rudder and of the elevator trim tabs
correspond with he neutral position of control elements in cockpit.
EFFECTIVITY
027.00.00
ALL Page: 309
Nov 15/13
MAINTENANCE MANUAL
FIG. 303 B971051N (L 410.9712) DYNAMOMETER (FORCE-MEASURING DEVICE)

(1) Grip; (2) IN-11 dynamometer; (3) Adjusting screw; (4) L 410.9712-02 support; (5) Control
column; (6) Cable; (7) Stress lever; (8) Pin; (9) Fixing lever
6. Inspection of the components made of electron alloy material for corrosion

A. Fixture, Test and Support Equipment B596331N Assembling floor;

Z 37.9110 6x150 Screwdriver

Periodical
EFFECTIVITY
027.00.00
ALL Page: 310
Apr 15/15
MAINTENANCE MANUAL
E. Procedures
(1) Use the steps (e.g. B097365N).
(2) Dismantle the left and right pilot seats in accordance with the technologic procedure described
in the chapter 25.
(3) Dismantle covers of the lower parts of manual control struts with the screwdriver No. 697 6x120.
(4) Dismantle the covers of floor with the screwdriver No. 697 6x150 in the place of manual control
suspension.
(5) Remove overhead panels with the screwdriver L 410.9141-05 in passenger cabin.
(6) Dismantle toilet in accordance with the technologic procedure described in the chapter 38.
(7) Install the assembling floor B596331N in the rear part of the fuselage room.
(8) Open 5+5 lids by releasing push-button closures on the lower leading edge of the wing
(lids located between 3-4, 7-8, 12-13, 16-17 and 20-21 wing ribs on the right and left sides).
(9) Dismantle the lid of aerodynamic joint of fuselage-wing with the Z 37.9110 screwdriver.
(10) Corrosion of electron parts is not allowed.
(11) The normal operation is allowed after removal of the following types of failures:
• surface corrosion into the depth of 0.4 mm on the area of approximately 1 cm2 with the
next corrosive area in the distance of minimum 10 mm between the margins of the
damaged areas.
• local pits in larger clusters into the depth of 0.5 mm. The maximum number is 10 pits in
1 cm2.
• local pits into the depth of 0.6 mm in the distance of individual pits of 5 mm.
• pits in beading of ball bearings into the depth of 0.5 mm, the total number of 6 pits is
allowed in the circumference of beading, the minimum distances 5 mm.
• local pits into the depth of 0.3 mm in joints lever and bracket lugs.
If higher material losses after cleaning are found than mentioned above, replace the part.
If a new corrosion was found after passivating and renewal of surface coating, then the part
should be replaced even if the above mentioned losses are not exceeded.
(12) Check electron parts whose location is shown in Fig. 304 in following order according to points
(a) and (d). Parts with corrosion characterized by coating scaling-off (surface blistering) or light
gray powder must be repaired in accordance with the section 020.20.00. Parts which cannot be
checked or repaired directly on the airplane must be dismantled, especially the parts of the
leading edge of the wing (7, 8, 14).
EFFECTIVITY
027.00.00
ALL Page: 311
May 30/14
MAINTENANCE MANUAL
FIG. 304 LOCATIONS OF ELECTRON PARTS ON AIRPLANE
EFFECTIVITY
027.00.00
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Legend to Figure 304
Item
Part Number Name Qty
number
1. B410054N or XL 410.4100-27 Lever 8
2. B035337N Steering wheel, LH 1
B035338N Steering wheel, RH 1
3. B035372N Box of control column, LH 1
4. B535239N or L 410.4120-0301 Box of control column, RH 1
5. B035255N Head of control column, LH 1
6. B035260N Head of control column, RH 1
7. B420006N or XL 410.4200-02 Lever 10
8. L 410.4200-03 (up to S/N 1814 airplane) Bracket 10
9. B036243N Lever 1
10. B036260N or XL 410.4310-01 Pedal 4
11. B430193L or L 410.4310-51 Pedal arm, LH 2
12. B430193P or L 410.4310-52 Pedal arm, RH 2
13. B430183N or L 410.4310-07 Side hinge 4
14. B450003N or XL 410.4500-01 Guide 2
(a) Check for corrosion of the following parts in the cockpit:
• steering wheel left, right (2)
• box left, right (3), (4)
• strut head left, right (5), (6)
• lever (9)
• pedals of foot control (2 left, 2 right) (10)
• pedal arm - 2 for left pedal, 2 for right pedal (11) (12)
• side hinges - 2 for left pedal, 2 for right pedal (13)
(b) Check for corrosion of the following parts in the passenger cabin and room in the rear part
of fuselage:
• levers - 8 pieces (1)
(c) Check for corrosion of the following parts through assembling holes on the leading edge of
wing (RH + LH):
• levers - 10 pieces (7)
• brackets - 10 pieces (8) (check only) for airplanes with the serial number up to 1814)
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(d) Check corrosion of the following parts in the room of the middle part of the wing (under lid
of aerodynamic cover joint of fuselage - wing):
• guide, left, right (14)
(13) Fasten the lid of the aerodynamic joint of fuselage - wing with the Z 37.9110-10 screwdriver.
(14) Close 5+5 lids on the lower part of leading edge by means push-button closures (lids located
between 3-4, 7-8, 12-13, 16-17, 20-21 ribs of the wing on the right and left side).
(15) Remove the assembling floor B596 331N from the room in the rear part of the fuselage.
(16) Assemble toilet in accordance with the technologic procedure in the chapter 38.
(17) Assemble the overhead panel lining in the passenger cabin with the L 410.9141-05 screwdriver.
(18) Assemble floor covers in the place of the manual control block suspension with the screwdriver
No. 697 6x150.
(19) Assemble the covers of lower parts of the manual control struts with the screwdriver No. 697 6x120.
(20) Assemble the left and right pilot seats in accordance with the technologic procedure described in
the chapter 25.
(21) Remove the steps B097 365N.
7. Inspection of glued joints


Periodical
E. Procedures
(1) Remove covers of the bottom parts of the control columns.
(2) Remove floor panels in the place of the manual control assembly attachment on the cockpit floor.
(3) Check the following glued joints:
• control column (2 joints - the upper and bottom tube joint)
• joint of the left and right manual control assembly (joints-flanges)
• foot control pedals (2 joints on the pedal tube)
• side suspensions of the foot control assembly (2 joints on each assembly)
• pull rods of the wing flaps actuation (2 + 2 joints - end pieces in the tubes near the
wing flap actuator)
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• flanges of the elevator trim tab control drum (2 joints)
THE FOLLOWING DEFECTS ARE NOT PERMITTED:

shelling and cracks on the periphery of glued joints, loosening of glued joints.
Replace the parts with defective glued joints.
(4) Inspect glued joints described in step (3) and make sure that the defects stated in step (3) are
absent.
(5) Reinstall covers of the bottom parts on the steering wheel columns.
(6) Install back floor panels in the place of attachment of the manual control assembly on the
cockpit cabin floor.
8. Inspection of the individual pull-rods levers of the controls

A. Fixture, Test and Support Equipment Steps (e.g. B097365N);
C. Tools Z 37.9110-10 Special screwdriver;


Periodical
E. Procedures
(1) Bring steps (e.g. B097365N and B097300N) to the airplane.
(2) Take off the cover of the vertical control channel. Besides, remove all covers enabling access to
pull rods and control levers in the front, rear and middle sections of fuselage, covers of the bottom
wing part and the wing-to-fuselage fillet.
(3) Inspect pull rods and levers for loose rolled-in bearings.
(4) Inspect individual bearings of the pull rods and control levers located in the front and rear
fuselage sections, on the tail unit and on the wing for loose rolling-in.
axial play of the bearing bed in the respective body.
If there is any manually recognizable play, depress the area of the bearing attachment to
perform the proper fixation.
(5) Visually and with the hand, check the bearings for play, corrosion, proper lubrication in the
individual pull rods and control levers located in the front, middle and rear fuselage section, on
the tail unit and on the wing.
Make sure that the defects described in step (4) are absent.
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(6) Reinstall and attach the cover of the vertical channel. Besides, install and attach covers
enabling access to the pull rods and control levers in the front, middle and rear fuselage
section, return the covers of the bottom wing part and the wing-to-fuselage fillet.
9. Inspection of the threaded ends of the control pull-rods

A. Fixture, Test and Support Equipment Steps (e.g. B097365N and B097300N)
C. Tools Z 37.9110-10 Special screwdriver;


Periodical
E. Procedures
(1) Bring the steps (e.g. B097365N and B097300N) to the airplane.
(2) Remove the cover of the vertical control channel. Besides, take off covers of all access holes to
the control levers in the front, middle and rear fuselage section, covers on the lower wing part
as well as the wing-to-fuselage fillet.
(3) Inspect the threaded control lever terminals in the front, middle and rear fuselage section, on the
tail unit and on the wing.
• visually recognizable deformations (bends) of threaded terminals, obvious wear of threads,

cracks and visually recognizable play.
Replace the defective threaded terminals, remove the play.
(4) Reinstall and attach the cover of the vertical control channel. Reinstall all covers enabling access
to the control levers in the front, middle and rear fuselage section. Install back and attach
covers from the bottom wing part and the wing-to-fuselage fillet.
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10. Check of lock nuts on control rods of trim tabs of elevator, rudder and ailerons for
security of tightening
A. Fixture, Test and Support Equipment 0.05x1.00x100 CSN 251670 Feeler gauge
B097 365N Steps
B. Materials Brush (size No. 8)

Technical petrol
CIATIM 201 grease
Transparent varnish

9 CSN 230625.6 Wrench
11x12 CSN 230611.6 Wrench
8x10 CSN 230611.6 Wrench

Periodical
E. Procedures
(1) Bring the B097 365N steps to the tail unit.
(2) Check of the lock nuts tightness on control rods of trim tabs of elevator, rudder and ailerons.
• loose lock nuts and corrosion.
Tighten lock nuts, remove the corrosion. Paint over the repaired surfaces with the varnish.
(3) Loosen 6 screws using the screw using the screwdriver Z 37.9110-10, remove left and right covers
in the rear fuselage section enabling access to elevator control rods.
(a) Loosen and remove the elevator control rod by the open-end wrench 9 CSN 230625.6. By
means of the screwdriver No. 697 6x120 disconnect the bonding strip.
(b) Set up the elevator in the upper position. By means of the screwdriver No. 697 6x120 disconnect
the bonding strip. Trip the elevator to its lower position. By means of the wrench 9 CSN 230625.6
disconnect bolts of elevator trim tabs. By using the screwdriver No. 697 6x120, disconnect
the bonding strip.
(c) Remove the other end of the LH and RH trim tab pull rod.
(d) Check the control rods of the elevator trim tabs and make sure that there are no loosing lock
nuts and corrosion (tighten lock nuts, remove the corrosion, paint over repaired surfaces with
the varnish).
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Apply a force of approx. 20 N manually, perpendicularly to the pull rod in the lock nut place,
alternatively in the opposite direction.
Check the retaining washer and the locking wire again. Rinse the bearing with the technical
petrol, lubricate it with the CIATIM 201 grease.
(e) Install the trim tab rods, secure the lock nuts with split pins. Attach the bonding strips, cover
defective surfaces with the colorless paint.
(f) Install the elevator pull rod, secure the lock nut with split pins and attach the bonding strip.
Cover defective surfaces with a colorless paint.
(g) Install the left and right covers in the rear fuselage section enabling access to elevator control
rods.
(4) Loosen 16 screws by means of the screwdriver Z 37.9110-10, remove two oval cover on the
rudder.
(a) After removing covers, unscrew and remove (by means of the open-end wrench 11x12
CSN 230611.6) M8 bolts and M5 bolts (by using the wrench No. 8x10 CSN 230611.6).
Remove the bonding strip (by means of the screwdriver No. 697 6x120).
(b) Remove the UT6D electromechanical strut or 60 LUN 2520 linear actuator.
(c) Unscrew and remove the bolt of the trim tab rod in the place of the countershaft (by means
of the open-end wrench 9 CSN 230626.6). Remove the bonding strip (by using the screwdriver
No. 697 6x120).
(d) On the other rod end, loosen and remove the M6 nut. Remove the bolt, the bonding strip,
take out the rod.
(e) Check the control rod of the rudder trim tab and make sure that there are no defects
described in para (2) - loosing lock nuts and corrosion (tighten lock nuts, remove the
corrosion).
Apply a force of 20 N perpendicularly to the lever in the lock nut place, alternatively in the
opposite direction.
(f) Wash bearings with the technical petrol, lubricate them with the CIATIM 201 grease.
(g) Insert the rod, attach it to countershaft, secure lock nuts, install the bonding strip, apply a layer
of the colorless paint on the defective surfaces.
(h) Install the UT6D electromechanical strut or 60 LUN 2520 linear actuator.
Install the UT6D electromechanical strut or 60 LUN 2520 linear actuator into the suspension
junction on the respective center and in the hole in the trim tab control lever:
• return the bolt in the suspension junction holes, in holes of the UT6D electromechanical
strut and control levers
• insert distance tubes and washers, screw in and tighten the slotted nuts
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• adjust and check by a feeler gauge the clearance between the suspension junction and
the UT6D electromechanical strut or 60 LUN 2520 linear actuator. The clearance must
not exceed 0.2 mm.
• tighten the slotted nuts and lock them with split pins.
(i) Attach the rod on the other side, lock the nut. Screw in screws securing the bonding strips,
apply a layer of the colorless paint on defective places. Screw in the screws attaching two
oval covers.
(5) Check the aileron trim tab control rod and make sure that there are no defects described in para 2 -
loosing lock nuts and corrosion. (Tighten the lock nuts and remove the corrosion).
Perform the check by manually applying a force of approximately 20 N perpendicularly to the rod
in the place of the lock nut, alternatively in the opposite direction.
(6) Wash bearings with technical petrol and lubricate them with CIATIM 201 grease.
11. Inspection of the dust catchers at the individual control parts


D. Referenced information 027.00.00.K

Periodical
E. Procedures
(1) Bring the steps (e.g. B097365N) to the airplane.
(2) Having compressed the press locks, remove 14 covers from the bottom part of the wing leading edge.
(3) Remove covers aft of the engine nacelle on the upper side of the wing leading edge.
(4) Remove the cover of the vertical control channel.
(5) Open the panels of the ceiling upholstering.
(7) Inspect all dust catchers in the fuselage section on the pull rods and levers. Make sure that there
is not any mechanical damage of dust catchers. Replace the damaged dust catchers.
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(8) Inspect the condition of the dust catchers through assembly holes on the wing leading edge on
the pull rods and levers and make sure that there is not any mechanical damage of dust catchers.
Replace the damaged dust catchers.
(10) Close panels of the ceiling upholstering.
(11) Return the cover of the vertical control channel.
(12) Install covers aft of the engine nacelle on the upper side of the wing leading edge.
(13) Attach 14 covers of assembly holes from the bottom side of the wing leading edge.
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GENERAL
1. Installation of new cables

B. Materials Transparent varnish

Rag
Petrol
E. Procedures
(1) Clean cables with a rag soaked in petrol to remove traces of the preserving agent.
(2) When installing new cables, polish places of the fasteners attachment for bonding strip up to the
metallic luster. After installing the strips, cover contact places with a transparent varnish.
NOTE: Disconnecting the front cable of the elevator trim tab, it is necessary to lock the rear
cable wound on the driving screw drum so that in cannot jump over under the drum
cover. Perform this by using the locking wire drawing in through the hole in the threaded
terminal on the free cable end and attaching to the fixed aircraft part (for example to a
frame, stiffener).
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GENERAL
CLEANING / PAINTING
1. Cable cleaning
B. Materials Rag
E. Procedures
(1) If any corrosion was found, clean the cable with the rag until the corrosion disappears.
In the case of a deep corrosion, replace the cable by a new one.
CAUTION: IT IS FORBIDDEN TO REMOVE CORROSION WITH EMERY!
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AILERON AND TAB

1. General
The lateral control consists of the aileron control and the aileron trim tab control.
The system of aileron control is mechanical and its description is given in Section 027.11.00.
The system of the aileron trim tab control is of an electromechanical type and its description can be found
in Section 027.12.00.
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AILERON CONTROL
1. General
The aileron control is performed by means of the steering wheel which is placed on the control column.
The steering wheel (1) - (see fig. 3) is attached with screws to the shaft flange (7) and to the adapter flange.
The adapter is seated in the column head on two ball bearings (5) and secured with a nut and a washer (8).
Between the adapter flange and the column head of the control system, there is a distance ring (25).
On the rear shaft part (7), there is a toothed wheel (10) which is fixed by means of a nut and a washer
(11). The control motion is transmitted from the toothed wheel (10) through the toothed wheel (18) situated
on the shaft (14) in a casing with bearings to the chain wheel (13). The chain wheel is fixed by means of
a nut and a washer (21). The shaft is attached to the control column head by means of a nut and a
washer (15).
On the chain wheel (13), there is a cable with a chain (12). The cable with the chain rolls over working
surfaces of individual pulleys (8) - (see fig. 2) and ends in segment (11),(12), where the adjustment takes
place, too. Mechanisms of ailerons control, situated on the left and ring control column, are connected
mutually with a pull rod (1) and levers (13), fixed to the shaft (3) by means of two conical bolts (7).
On the rear shaft end (3), a lever (2) is fixed by two conical bolts and the motion goes from this very shaft
end by means of pull rod (2) to the bell crank (5) (see fig. 4). The pull rod (2) compensates due to its rotations
the inclination of the control column and its influence.
The control motion is further transmitted by a pull rod (6) to the bell crank (8), situated on frame No. 7 and
by means of the pull rod (10) to the bell crank (9) upon the upper countershaft and then, by means of two
pull rods with a different length to the bell crank (20) - (see fig. 5) which secures the transmission of the
control motion from the fuselage into the wing.
The direction of the pull rod motion in the fuselage is given by the guide bell crank (13) - see fig. 4.
The transmission of the control motion within the wing is performed by means of 5 kinematically mutually
combined levers to the bell crank (7) - (see fig. 5) and from this very bell crank, by means of the pull rod (4)
to the lever of the aileron driving mechanism. The direction of pull-rods within the wing is obtained from the
lever (6).
The kinematics is standard type. When moving the steering wheel to the right (clockwise), the right aileron
moves upwards and the left one downwards. When moving the steering wheel to the left (counterclockwise),
the right aileron moves downwards and the left one upwards.
Supports of the ailerons control are executed so that there is a lever on the shaft (3) of the left control column
attached there (see fig. 2), limiting the control movement in such a way that it moves between two adjusting
screws (6), screwed in risers of the control column case.
The adjusting screws are of the controllable type.
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The general view on the aileron control system in shown in fig. 1. Values of deflections are given in
Chapter 6 - DIMENSIONS AND AREAS.
FIG. 1 AILERON CONTROL

I - Control column - see fig. 2, 3
II - Attachment of bell crank - see fig. 4
III - Lower and upper counter shaft with bell cranks - see fig. 4
IV - Control lever in fuselage - see fig. 4
V - Counter shaft with bell cranks - see fig. 5
VI - Control lever in wing - see fig. 5
VII - Control lever in wing - see fig. 5
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FIG. 2 CONTROL COLUMN

(1) Pull rod; (2) Lever; (3) Shaft; (4) Bolt with dust catchers, nut, washer and split pins; (5) Bonding
strip; (6) Stop with nut and lock washer; (7) Conical bolt with nut, washer and split pin;
(8) Pulley with bearing; (9) Bolt with dust catcher, insertion, nut, washer and split pin;
(10) Cable with chain; (11) LH segment; (12) RG segment; (13) Lever; (14) Nut with lock
washer
NOTE: Sectional view A - A - see in the fig. 3.
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FIG. 3 CONTROL COLUMN (part A - A - see as to the fig. 2)

(1) Steering wheel; (2) Control column head; (3) Cover; (4) Screw with nut, washer and split pin;
(5) Bearing; (6) Distance washer; (7) Shaft; (8) Nut with washer; (9) Cap; (10) Toothed wheel;
(11) Nut with a washer; (12) Cable with chain; (13) Chain wheel; (14) Shaft; (15) Nut with washer;
(16) Tube; (17) Bolt with washer; (18) Toothed wheel; (19) Screw with nut and washer; (20) Bolt;
(21) Nut with washer; (22) Needle roller; (23) Bearing; (24) Pin; (25) Distance washer;
(26), (27) Bushing
a - 15 ± 0.5 mm (dimension for the basic adjustment of items 10 and 18)
NOTE: Optional a map holder is fitted on both control wheels instead of a cover (3).
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FIG. 4 ATTACHMENT OF BELL CRANK, LOWER AND UPPER COUNTERSHAFT WITH BELL
CRANKS, CONTROL LEVER IN FUSELAGE
(1) Bell crank; (2) Pull-rod; (3) Bolt with a nut washer split pin and dust catcher; (4) Bonding
strip; (5) Bell crank; (6) Pull-rod; (7) Bolt with nut, washer, split pin and dust catcher; (8),(9) Bell
crank; (10),(11),(12) Pull-rod; (13) Bell crank
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FIG. 5 COUNTERSHAFT WITH BELL CRANKS, CONTROL LEVER IN WING

(DETAILS V, VI, VII TO THE FIG. 1)
(1),(2),(3),(4) Pull rod; (5),(6),(7) Bell crank; (8) Conical bolt with nut and washer; (9) Shaft;
(10) Upper suspension; (11) Lower suspension; (12) Screw with nut and washer; (13) Supporting
sleeve; (14) Bolt with nut, washer and split pin; (15) Bonding strip; (16) Bolt with nut, washer,
split pin and dust catcher; (17) Bracket; (18) Conical bolt with nut, washer and split pin; (19) Seal;
(20) Bell crank.
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AILERON CONTROL
FAULT ISOLATION
1. Grabbing of aileron and tab control Insufficiently tensioned cable with Adjust the cable tension up to the
the chain going through the inside value given in the work procedure
space of the control column for checking of the cables tension in
the control column
2. Steering wheel does not move to its Improper adjustment of the position Check successively all pull rods and
extreme position or length of some of the levers or levers and adjust them correctly
pull rods belonging to the aileron
control system
3. Noticeable play of the steering wheel Excessive worn-out of chain wheel Replace worn out parts, adjust
in the turning direction teeth. Loose lock nuts. clearance between teeth of toothed
wheels by inserting distance
washers. If necessary, tighten the
loose lock nuts.
4. Different angle of deflection of the LH Improperly adjusted levers or pull Check the correct adjustment of
and RH aileron rods, improperly adjusted stops levers and pull rods. Repeat anew,
if necessary. Adjust the stops
position so that there are correct
angle deflections on ailerons
5. Different position of the LH and RH Improperly adjusted length of the Adjust the length of the connecting
steering wheel connecting rod rod so that steering wheels are
positioned equally
6. Aileron control necessitates the Excessive tension of the cable with Adjust the cable tension, i.e. adjust
application of excessive forces chain inside the control column the prescribed tension value according
to the work procedure for checking
cable tension in the control column
NOTE: At length adjusting of an adjustable rod check if the hole on the rod is always overlapped by the
threaded part of the forked terminal.
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AILERON CONTROL
SERVICING
1. Check of the play in the aileron and aileron trim tab control
A. Fixture, Test and Support Equipment Dynamometer (e.g. B096675N or EXTECH 475044
or equivalent);
150 CSN 251238 Dial caliper;
B596476N (XL 410.9210) Block strut for steering
wheel;
B922150N (L 410.9220) Aileron vice

Periodical
E. Procedures
(1) Bring the steps (e.g. B097365N).
(2) Install the B596476N (XL 410.9210) block strut, block the steering wheel.
(3) Attach a steel rule to the steps by means of a vice and insert it between the aileron and the wing.
DEFECTS NOT ALLOWED:
the total play exceeding 8mm on the aileron trailing edge, the total play exceeding 4 mm on the
trim tab trailing edge.
(4) Adjust the play in accordance with given sizes.
FIG. 301 CHECK OF THE PLAY IN THE AILERON CONTROL SYSTEM
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(5) By means of the dynamometer apply a force of 12.3 N against the left and right aileron trailing edge
in place of the largest depth first in the direction upwards and then downwards.
Read off the value of the total play on the steel rule scale in accordance with the deflection of the
aileron trailing edge and check that the obtained result does not exceed value given in step (3).
The legend to the play measuring is shown in the fig. 301.
(6) Insert the steel rule between the aileron trim tab and the aileron. See the play measuring in the
fig. 302.
FIG. 302 CHECK OF THE PLAY IN THE AILERON TRIM TAB CONTROL SYSTEM
On the overhead panel switch on BATTERY I, II switches and TRIM-TABS circuit breaker.
(7) Set up the aileron tab in the neutral position by turning the aileron trim tab change-over switch
(BANK LEFT-RIGHT) on the left side of the front control panel (green cell lights).
(8) Block ailerons against their motion by setting up B922150N (L 410.9220) aileron vice respectively.
(9) By means of the dynamometer apply a force of 4.9 N against the trim tab of the left aileron in
the place of the trailing edge, in the direction upwards first and then downwards. Read off the
value of the total play from the steel rule scale as to the deflection of the aileron trim tab trailing
edge and check that the obtained result does not exceed the value given
in step (3).
(10) Take off B922150N (L 410.9220) aileron vices.
(11) Remove the B596476N (XL 410.9210) block strut from the steering wheel.
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GENERAL
ADJUSTMENT / TEST
1A. Adjustment the tension of aileron control cables in control column

(A. OPTION - procedure without fixtures for securing aileron control cables)
A. Fixture, Test and Support Equipment IN 11 - B971051N (L410.9712) Dynamometer
(or equivalent)
B. Materials Securing varnish,

Securing washers 8.2 ONL 3288.1 (8 pcs)
E. Procedures
(1) Remove the LH and RH seats according to the work procedure mentioned in chapter 025.
(2) Remove the protected fillets and carpet on the LH and RH side between frames No. 5 and 6.
(3) Pull out the carpet under LH and RH seats.
(4) Remove the floors on LH and RH side in the cockpit.
(5) Remove the lid (10) on LH (RH) side of the lower part of fuselage - refer to the fig. 501.
(6) Set the IN 11 - B971051N (L 410.9712) dynamometer to the measuring position on the LH
control column (and then on RH control column) - refer to the fig. 303 mentioned
in section 027.00.00.
(7) Work procedure must perform two workers.

One worker (in cockpit) checked the tension values of aileron control cable on the IN 11
dynamometer, secured the nut of control cable (1) - refer to the fig. 502 - against turning and
secured the neutral position of steering wheels.
Required, that the both steering wheels must be in neutral position - refer to the fig. 503.
Other worker adjusted of the tension of aileron control cables thru access hole (10)
- refer to the fig. 501.
CAUTION: IF IS NOT SECURED THE NUT OF CONTROL CABLE AGAINST TURNING,

CAN OCCUR UNTANGLING OF THE CONTROL CABLE.
UNTANGLING OF CONTROL CABLE IS NOT PERMITTED.
(8) Adjustment the tension of aileron control cables in control column is successfully, if is reached
the value of tension of control cable, mentioned in work procedure 027.00.00.E and if are
steering wheels in neutral position.
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(9) Secure the nuts (2) and (3) - refer to the fig. 502 - with help the securing washers 8.2 ONL 3288.1
and with a securing varnish, against loosening.
(10) Remove the IN 11 dynamometer.
(11) Install the lid (10) on LH (RH) side of the lower part of fuselage - refer to the fig. 501.
(12) Install the floors on LH and RH side in the cockpit.
(13) Set and install the carpet under LH and RH seats.
(14) Install the protected fillets and carpet on the LH and RH side between frames No. 5 and 6.
(15) Install the LH and RH seats according to the work procedure mentioned in chapter 025.
FIG. 501 ACCESS HOLE FOR THE ADJUSTMENT THE TENSION OF THE AILERON CONTROL
CABLE
(10) Lid of access hole
EFFECTIVITY
027.11.00
ALL Page: 502
Nov 15/13
MAINTENANCE MANUAL
FIG. 502 BLOCK OF THE CONTROL COLUMN

(1) Nut of the control cable, (2) Securing nut, (3) Tightening nut, (5) Securing washers
8.2 ONL3288.1
EFFECTIVITY
027.11.00
ALL Page: 503
Nov 15/13
MAINTENANCE MANUAL
FIG. 503 NEUTRAL POSITION OF THE STEERING WHEELS
EFFECTIVITY
027.11.00
ALL Page: 504
Nov 15/13
MAINTENANCE MANUAL
1B. Adjustment the tension of aileron control cables in control column

(B - OPTION - procedure with fixtures for securing aileron control cables)
A. Fixture, Test and Support Equipment IN 11 - B971051N (L410.9712) Dynamometer
(or equivalent),
B098684N Fixtures for securing the control cables
against turning (2 pcs)
B. Materials Securing varnish,

Securing washers 8.2 ONL 3288.1 (8 pcs)
E. Procedures
(1) Remove the lid (10) on LH (RH) side of the lower part of fuselage - refer to the fig. 501.
(2) Set the IN 11 - B971051N (L 410.9712) dynamometer to the measuring position on the LH
control column (and then on RH control column) - refer to the fig. 303 mentioned in
section 027.00.00.
(3) Set the B098684N fixtures on the nuts of aileron control cables thru access hole (10) according
to the fig. 504.
(4) Work procedure must perform two workers.

One worker (in cockpit) checked the tension values of aileron control cable on the IN 11
dynamometer, secured the neutral position of steering wheels.
Required, that the both steering wheels must be in neutral position - refer to the fig. 503.
Other worker adjusted of the tension of aileron control cables thru access hole (10)
CAUTION: IF IS NOT SECURED THE NUT OF CONTROL CABLE AGAINST TURNING,

CAN OCCUR UNTANGLING OF THE CONTROL CABLE.
UNTANGLING OF CONTROL CABLE IS NOT PERMITTED.
(5) Adjustment the tension of aileron control cables in control column is successfully, if is reached
the value of tension of control cable, mentioned in work procedure 027.00.00.E and if are
steering wheels in neutral position.
(6) Secure the nuts (2) and (3) - refer to the fig. 502 - with help the securing washers 8.2 ONL 3288.1
and with a securing varnish, against loosening.
(7) Remove the B098684N fixtures and the IN 11 dynamometer.
(8) Install the lid (10) on LH (RH) side of the lower part of fuselage - refer to the fig. 501.
EFFECTIVITY
027.11.00
ALL Page: 505
Mar 10/17
MAINTENANCE MANUAL
FIG. 504 SETUP THE B098684N FIXTURES FOR SECURING THE CONTROL CABLES AGAINST
TURNING
(4) B098684N Fixtures for securing the control cables against turning (2 pcs)
EFFECTIVITY
027.11.00
ALL Page: 506
Nov 15/13
MAINTENANCE MANUAL
AILERON TRIM TAB CONTROL

1. General
The aileron trim tab is located on the left-hand aileron. It is controlled by means of the BANK-LEFT-
RIGHT change-over switch and the UT 6D electromechanical strut or linear actuator. The motion of
electromechanical strut or linear actuator transferred by a bell crank and two pull-rods to the aileron trim
tab lever (see fig. 1, Detail A). Angular deflections of the trim tab are given in Chapter 6 - DIMENSIONS
AND AREAS.
FIG. 1 AILERON TRIM TAB CONTROL (if UT 6D electromechanical strut is installed)

(1) Pull-rod; (2) Bell crank; (3) Spacer; (4) Bolt with nut, washer and split pin;
(5) UT 6D electromechanical strut or linear actuator; (6) Bonding strip; (7), (8) Spacer.
No. Name Type(Dwg. No.) Qty Location
1. Electromechanical strut or UT 6D 1 LH aileron

Linear actuator 100 LUN 2522
2. BANK LEFT-RIGHT change-over switch PNG 15 K 2 Front control panel
3. Signal lamp of the aileron trim tab SLC-51 or 1 Front control panel
neutral position LUN 2662.40 or
(if UT 6D electromechanical strut is LUN 2662.71
installed)
4. TRIM-TABS circuit breaker AZRGK-5 1 Overhead panel
5. SIGN. push-button 2 KNR 1 LH control panel
EFFECTIVITY
027.12.00
ALL Page: 1
May 30/14
MAINTENANCE MANUAL
No. Name Type(Dwg. No.) Qty Location
6. Trim position transmitter LUN 1688-8 1 LH aileron

(if 100 LUN 2522 linear actuator is
installed)
7. Trim position indicator LUN 1687-8 1 Front control panel
(if 100 LUN 2522 linear actuator is
installed)
3. Operation
3.1 System with the UT 6D electromechanical strut
The aileron trim tab control system is actuated by the BANK LEFT-RIGHT change over switch with
the TRIM-TABS circuit breaker switched on.
The neutral position of the aileron trim tab is signaled by illumination of the signal lamp.
3.2 System with the 100 LUN 2522 linear actuator
The aileron trim tab control system is actuated by the BANK LEFT-RIGHT change over switch with
the TRIM-TABS circuit breaker switched on LUN 1687-8 aileron trim tab position indicator together
with LUN 1688-8 aileron trim tab position transmitter indicate position of aileron trim tab
EFFECTIVITY
027.12.00
ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
FIG. 2 AILERON TRIM TAB CONTROL - SCHEMATIC

(SYSTEM WITH THE UT 6D ELECTROMECHANICAL STRUT)
EFFECTIVITY
027.12.00
ALL Page: 3
Nov 1/11
MAINTENANCE MANUAL
FIG. 3 AILERON TRIM TAB CONTROL – SCHEMATIC

(SYSTEM WITH THE 100 LUN 2522 LINEAR ACTUATOR)
EFFECTIVITY
027.12.00
ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL

FAULT ISOLATION
1. Impermissible play in the aileron trim Increased wear of bolted connections Replace bolts including bearings or
tab control system and bearings replace the connecting rod
2. Incorrect deflection angles of the Improper adjustment of the basic Set up the basic position of the bell
aileron trim tab position of bell crank (2) Fig. 1 crank and the pull-rod length
connecting the UT 6D electro-
mechanical strut or 100 LUN 2522
with the pull-rod (1). Improper pull-rod
adjustment
NOTE: After length adjusting of the adjustable pull-rod, make sure that the check hole is overlapped by the
fork threaded part.
EFFECTIVITY
027.12.00
ALL Page: 101
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
027.12.00
ALL Page: 102
Nov 1/11
MAINTENANCE MANUAL

SERVICING
1. Check of the operation of the electric control of aileron trim tab

A. Fixture, Test and Support Equipment Stop-watch

Periodical
E. Procedures
(1) Switch on the BATTERY I, II switches and the TRIM-TABS and CENTRAL WARNING DISPLAY /
/ AIRFRAME circuit breakers on the overhead panel.
(2) Turn the LEFT-BANK-RIGHT change-over switch to the RIGHT position. The aileron trim tab on
the left aileron moves upwards. The trim tab deflection should be checked by another worker.
The aileron trim tab has to reach the top position from the neutral position within approximately
7 seconds. Check the period by using the stop watch.
(3) Turn the LEFT-BANK-RIGHT change-over switch to the LEFT position. The aileron trim tab on
the left aileron moves downwards. The trim tab deflection should be checked by another worker.
The aileron trim tab has to reach the lowest position from the neutral position within approximately
7 seconds. Check the period by using the stop watch.
(4) Turn the LEFT-BANK-RIGHT change-over switch in its neutral position. The aileron trim-tabs
shall stabilized in the neutral position (check on the indicator). If installed the system with the
UT 6D electromechanical strut the neutral position of the aileron trim tabs has to be signalized
by the green signal lamp (located next to the LEFT-BANK-RIGH change-over switch).
Check proper function of the signal lamp by depressing of the SIGN. push-button on the test
panel of the left control panel.
(5) The aileron trim tab shall stay motionless if both two change-over switches under the cap are
not actuated at the same time.
(6) Switch off the TRIM-TABS, the CENTRAL WARNING DISPLAY / AIRFRAME circuit breakers
and the BATTERY I, II switches.
EFFECTIVITY
027.12.00
ALL Page: 301
May 30/14
MAINTENANCE MANUAL
2. Check of the play in the aileron and aileron trim tab control

Periodical
E. Procedures
Refer to the Work procedure 027.11.00.A.
EFFECTIVITY
027.12.00
ALL Page: 302
May 30/14
MAINTENANCE MANUAL
UT 6D ELECTRO-MECHANICAL STRUT
1. Purpose
The UT 6D electro-mechanical strut is intended for the remote control of the aileron trim tab.
It consists of mu 110 electric motor reducer and contact equipment which secures the start of the
signaling lamp the neutral aileron trim tab position.
2. Technical data
Range of operating voltage 23.4 – 28.6 V
Nominal loading on the rack 196 N (20 kp)
Maximum loading on the rack 392 N (40 kp)
Input current under the nominal loading o the rack Max. 0.85 A
Maximum rack shift 21.6 ± 0.5 mm
Period of the rack shift under the maximum loading and voltage 24.3 V Max. 30 sec.
Nominal rotation speed of the electric motor 7000 rpm
Range of electric motor rotation speed 5700 – 8300 rpm
3. Operation
The principle of the electromechanical strut function is the Fig. 3. When switched on the electric motor
transfers rotation to the reducer and this moves the movable rack by means of the friction clutch.
EFFECTIVITY
027.12.01
AIRCRAFTS WITH UT 6D ELECTRO- Page: 1
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
FIG. 1 UT 6D ELECTRO-MECHANICAL STRUT DIAGRAM

MU-110 electric motor; (2) Friction clutch; (3) Reducer; (4) Lifter; (5) Rack.
EFFECTIVITY
027.12.01
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
FIG. 2 SECTIONAL VIEW OF THE ELECTRO-MECHANICAL STRUT

MU-110 electric motor; (2) Stirrup; (3) Terminal block; (4) Cover; (5) Conductors; (6) Cover;
(7) Sealing ring; (8) Body; (9) Rack; (10) Pin; (11) Lock screw; (12) Cube; (13) Contact spring;
(14) Insulation; (15) Insulation plate; (16) Clutch; (17), (18), (19), (20), (21) Toothed wheel;
(22) Segment; (23) Screw; (24) Shaft; (25) Shaft); (26) Cover; (27) Contact; (28) Nut with
washer; (29) Bush; (30) Lock screw; (31) Bush
EFFECTIVITY
027.12.01
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
INTENTIONALLY LEFT BLANK.
EFFECTIVITY
027.12.01
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
1. Removal and installation of UT 6D the electro-mechanical strut

A. Fixture, Test and Support Equipment B097 343N Steps
B. Materials 2x18 CSN 021781.09-K Split pin

1x12 CSN 021781.09-K Split pin

8 CSN 230626.6 Single-ended open wrench
13x17 CSN 230611.6 Double- ended open wrench
E. Procedures
(1) Bring B097 343N steps to the left wing near the aileron trim tab
(2) Using the No. 697 6x120 screwdriver loosen screws securing the aileron lid and lower lid.
(3) Remove split pins on bolt nuts, attaching the electro-mechanical strut to the suspension on rib
tips and to the trim tab control lever.
CAUTION: FIRST UNSCREW THE BOLT ATTACHING THE ELECTRO-MECHANICAL

STRUT TO THE TRIM TAB CONTROL LEVER.
(4) Remove bolts and remove the electro-mechanical strut (put down the sequence of individual
spacers and distance washers).
(5) Disconnect the plug-and-socket connection feeding the electro-mechanical strut.
(6) Connect the plug-and-socket connection feeding the electro-mechanical strut.
(7) Insert the electro-mechanical strut in the aileron, position in the suspension and in the hole of
the trim tab control lever. Insert spacers and distance washers into the suspension.
CAUTION: FIRST PERFORM THE ASSEMBLY ON THE RIB TIP SIDE OF THE
SUSPENSION.
(8) Insert bolts in holes, screw and tighten castle nuts, lock them by means of new split pins.
(9) Put the lid in its place again by means of the No. 697 6x120 screwdriver, attach it with screws.
EFFECTIVITY
027.12.01
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
027.12.01
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
INSPECTION / CHECK
1. Condition check of the UT 6D the electro-mechanical strut brushes

B. Materials No. 00 Emery

Technical petrol
Cloth
Source of clean compressed air
C. Tools Screwdrivers and wrenches of the necessary sizes

from the set of tools.
E. Procedures
(1) Remove the lid from the left-hand aileron.
(2) Disconnect the electro-mechanical strut so that can be moved round.
(3) Remove the strip cover of the brush-and-collector assembly and check both the brushes and
collector.
(4) In the case that clinkering have been found on brushes, clean them with a cloth slightly
moistened by petrol or with No. 00 emery.
(5) Clean the collector if necessary with the emery too.
(6) When the worn out brushes are replaced, take steps to secure the close contact of new
brushes to the collector surface as well as their free motion in holders. Grind brushes by means
of No. 00 emery if necessary.
(7) There is necessary to blow the electric motor through by clean compressed air after having
applied grinding
(8) Reinstall the strip cover of the brush-and-collector assembly and attached the electro-
mechanical strut to the airplane structure.
(9) Reinstall the lid of the left-hand aileron.
EFFECTIVITY
027.12.01
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
027.12.01
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
100 LUN 2522 LINEAR ACTUATOR (if installed)

1. Purpose
The 100 LUN 2522 linear actuator is intended for the remote control of the aileron trim tab.
It consists of a mechanical part (housing electric motor, reducer, output tie rods, limit switch lever system)
and an electric one (filters, limit microswitches, cables).
2. Technical data
Nominal voltage 27.5 V ± 0.5 V

Power consumption
• at standard environment, no load 0.25 A max.
• at standard environment, nominal working load 0.8 A max.
• at limiting temperatures nominal working load 1.2 A max.
Load:
• nominal, at extension and retraction 350 N
• maximum at extension and retraction 600 N
• maximum static load 1200 N
Speed:
• nominal (2.5 ± 0.3) mm.s-1
• at standard environment, no load (3.1 ± 0.3) mm.s-1

- 1.0
• at - 45°C, nominal working load ( 2.2 - 2.0 ) mm.s-1
+ 1.0
• at + 70°C, nominal working load ( 2.5 - 1.0 ) mm.s-1
• run down by inertia at standard environment 0.9 mm max.

+ 0.5
Travel ( 30 - 0.5 ) mm
Axial clearance of both connected outgoing tie rods (at a check load of 50N ± 10 N) 0.3 mm max.
Load factor:
• ON condition lasting 1 minute max.
• cut-off condition lasting 1 minute min.
• idle condition in an interposition lasting 5 seconds max.
EFFECTIVITY
027.12.02
AIRCRAFTS WITH 100 LUN 2522 LINEAR Page: 1
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
3. Operation
When switched on, the electric motor extends or retracts the two mechanically connected output tie rods
through the reducer. In each of its limit positions (extended-retracted) the linear actuator is witched off by
means of the limit switch lever system.
CAUTION: THE IDLE CONDITION RESULTING FROM OVERLOAD MUST NOT EXCEED
5 SECONDS IN ANY INTERPOSITION.
FIG. 1 100 LUN 2522 LINEAR ACTUATOR

(1) Housing; (2) Output tie rod; (3) Swivel bearing; (4) Cover and packing ring; (5) Supply cable;
(6) Conductive bonding strip; (7) Earthing bolt; (8) Clip
EFFECTIVITY
027.12.02
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
FIG. 2 WIRING DIAGRAM OF THE 100 LUN 2522 LINEAR ACTUATOR.
EFFECTIVITY
027.12.02
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
027.12.02
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
100 LUN 2522 LINEAR ACTUATOR

SERVICING
1. Replacement of the scraper rings

B. Materials 14 CSN 029295 Scraper ring

KLÜBER-180 FLEX ALLTIME SL2 Grease or
equivalent
E. Procedures
NOTE: A replacement ring may only be used within 3 years from its date of manufacture.
The replacement may be only carried out by the manufacturer of the linear actuator,
or by an authorized servicing facility.
(1) Remove the bonding strip between the ground screw and the clip of the output tie rods.
(2) Remove the seal and take the seal wire out of the holes in covers.
(3) Clear the strut of dust and dirt, particularly at the output tie rods and covers.
(4) Remove the retaining rings and the clip of the tie rods by tapping on them slightly.
CAUTION: AFTER THE CLIP IS REMOVED FROM THE OUTPUT TIE RODS THERE
MUST NOT BE TIE ROD′S UNCONTROLLED MOVING ROUND. BEFORE
REMOVING THE CLIP, IT IS THEREFORE ADVISABLE TO MARK THE
RELATIVE POSITION OF THE TIE RODS AND THE CLIP IN A SUITABLE
WAY IN ORDER TO OBSERVE THE ORIGINAL POSITION DURING RE-
ASSEMBLY.
(5) Unscrew both covers of the tie rods by turning them to the left by means of a wrench.
Remove the covers. Take care that no dirt shall get into the mechanism.
(6) Remove the scraper ring and replace it by a new one.
(7) Slide the covers carefully on the output tie rods. Grease the thread slightly, screw it on the
covers, and tighten it by means of a wrench.
(8) Slide the clip to its original position on the tie rods.
(9) Check that the tie rod faces are aligned with one another within 0.1 mm.
EFFECTIVITY
027.12.02
ACTUATOR
May 30/14
MAINTENANCE MANUAL
(10) Fit the retaining rings on the tie rods by tapping on them slightly.
(11) Seal the covers
(12) Reinstall the bonding strip
(13) Check for proper function of the linear actuator.
EFFECTIVITY
027.12.02
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL

1. Removal and installation of the linear actuator

B. Materials 1.6x12 CSN 021781.04 (4 pcs) Split pin

Locking wire ∅ 0.8 mm

E. Procedures
(1) Bring B097 343N steps to the left wing, near the aileron trim tab.
(2) Using the screwdriver No. 697 6x120, loosen screws securing the aileron lid and lower the lid.
(3) Removal of the 100 LUN 2522 linear actuator.
(a) Remove screws fastening conductive bonding strips to the linear actuator suspension, and
at the trim tab control lever.
(b) Disconnect the plug-and-socket connection feeding the linear actuator.
(c) Remove split pins on bolt nuts, attaching the linear actuator housing to the suspension on rib
tips and the two output tie rods to the trim tab control lever.
CAUTION: UNSCREW THE BOLT ATTACHING THE LINEAR ACTUATOR TO BE TRIM

TAB CONTROL LEVER FIRST.
(d) Unlock the nuts between the tie rod and linear actuator and loosen them. On the tie rod by the
position transmitter, disconnect the transmitter control sleeve by means of 8 and 9 wrenches.
Mark the sleeve position. Before removing the tie rods, measure their lengths and unscrew
the tie rods.
(e) Remove bolts and remove the linear actuator (put down the sequence of individual spacers
and distance washers).
(4) Installation of the 100 LUN 2522 linear actuator.
(a) Connect the plug-and-socket connection feeding the linear actuator.
(b) Insert the linear actuator in the aileron, slide the linear actuator sleeve in the aileron, put in
the suspension, screw the tie rod to the original lengths and tighten the nuts.
EFFECTIVITY
027.12.02
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
Attach the position transmitter control sleeve on the marked place. Insert spacers and distance
washers into the suspension. Lock by means of the ∅ 0.8 mm locking wire.
CAUTION: PERFORM THE ASSEMBLY ON THE RIB TIP SIDE OF THE LINEAR
ACTUATOR SUSPENSION FIRST.
NOTE: When installing the linear actuator take care to insert the control pin into the slot
on the lever of the trim tab position transmitter system.
(c) Insert bolts in holes, screw in and tighten castle nuts, lock them by means of new split pins.
(d) Fasten the conductive bonding strips to the suspension and to the trim tab control lever.
The conductive bonding value must not exceed 150 µ Ω.
(5) Put the lid in its place again by means of the screwdriver No. 697 6x120, attach it with screws.
EFFECTIVITY
027.12.02
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
LUN 1688-8 TRIM TAB POSITION TRANSMITTER

1. Purpose
The LUN 1688-8 trim tab position transmitter together with the trim tab position indicator serves for the
indication of the trim tab position.
2. Technical data
Input voltage 28 V
Maximum current consumption (by the trim tab position indicator system) 80 mA
Transmitter’s inaccuracy 4° swivel of transmitter carrier
Working range of angular positions of the transmitter carrier 90 - 130°
3. Operation
The rudder trim tab is connected with the transmitter carried by means of a lever mechanism. The transmitter
carrier displaces simultaneously with the trim tab displacement and this motion is transmitted to the movable
contact of a potentiometer. The potentiometer is electrically joined with the indicator.
With the changed position of the movable potentiometer contact, the relationship as to resistances of
potentiometer arms changes and followingly, the relationship of currents passing through indicator coils
becomes changed, too.
EFFECTIVITY
027.12.03
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
FIG. 1 LUN 1688-8 TRIM TAB POSITION TRANSMITTER

(1) Body; (2) Screws; (3) Terminal board; (4) Packing; (5) Bridge; (6) Pin; (7) Stop; (8) Potentiometer;
(9) Contact holder; (10) Brushes; (11) Threaded clip; (12) Lid; (13) Packing; (14) Screw; (15) Pin;
(16) Cover; (17) Screw; (18) Packing; (19) Screw; (20) Carrier; (21) Sleeve; (22) Screw
EFFECTIVITY
027.12.03
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
LUN 1687-8 TRIM TAB POSITION INDICATOR

1. Purpose
The LUN 1687-8 trim tab position indicator is a magnet-electric logometer securing together with the
potentiometer-type position transmitter the trim tab position indication.
2. Technical data
Nominal input voltage 28 V
Current consumption (by the trim tab position indicator system) max. 80 mA
Indicator inaccuracy max. ± 3 %
3. Operation
The displacement of the rudder trim tab is transferred by means of a lever mechanism to the trim tab position
transmitter carrier, which causes the displacement of the movable contact of the potentiometer-type transmitter
which is electrically connected with the indicator. The indicator consists of a magneto-electric logometer,
to two coils of which the outlets of the potentiometer-type transmitter are connected. With the change of
the movable contact position of the potentiometer-type transmitter, the relation ship of currents that flow
through both indicator coils changes.
The indicator coils can perform a rotating motion in the magnetic field of the permanent magnet. The whole
rotating unit tries to achieve the position of the resulting moment depending on the mutual relation ship of
currents. The position of the pointer corresponds with the position of coils of the rotating unit. This enables
to read off the rudder trim tab positions from the scale.
EFFECTIVITY
027.12.04
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
FIG. 1 LUN 1687-8 TRIM TAB POSITION INDICATOR

(1) Logometer; (2) Flange; (3) Column; (4) Base; (5) Spacer; (6) Scale pad; (7) Dial plate;
(8) Body; (9) Printed-circuit board; (10) Resistors; (11) Fork plug; (12) Housing; (13) Packing;
(14) Nut; (15) Lid
EFFECTIVITY
027.12.04
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
RUDDER AND TAB

1. General
The directional control consists of the rudder control and the rudder trim tab control.
The system of the rudder control is of a mechanical type and its description is given in Section
027.21.00.
The system of the rudder trim tab control is electro-mechanical type and it is described in Section
027.22.00.
EFFECTIVITY
027.20.00
ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
027.20.00
ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
RUDDER CONTROL
1. General
The rudder control is performed by means of two separate foot control assemblies, interlinked kinematic ally.
Each foot control assembly is connected by two pull-rods (12) (see fig. 2) to a bell crank (7), interlinked
by means of pull-rods (10) with a segment (1) and the opposite bell crank.
The motion is transferred from the segment (1) by means of two front cables (8),(9) and two rear cables
(6),(7) (see fig. 4) to the rear segment (5). From the rear segment (5), the motion is transferred by means
of the shaft with lever (1) to the rudder. Turnbuckles are situated between front and rear cables (see fig. 3).
The cables are guided by a system of rollers on ball bearings.
Some rollers are placed on common countershafts, while the other ones on individual brackets. The stops
in the rudder control system are arranged so that the supporting surfaces on bell cranks (7) (see fig. 2),
contact the adjustable stop screw (11) which is screwed into the bracket fixed to the fuselage structure.
The left-hand bell crank (7) serves in the capacity of the left stop, the right-hand bell crank in the capacity
of the left one. The contact with the stops is achieved by applying a force of 980 + 49 N (100 + 5 kg) to
pedals.
The foot control assembly consists of two pedal levers (18),(19) (see fig. 2) that swing on a common shaft (23).
In the upper part of pedal arms, there are sliding bearings for pedal tubes (17). Attached to the pedal tube
end by means of two tapered bolts (29) is a lever (20) by means of which the brake valves are controlled (27).
When swinging in the sliding bearing, the pedals are function as brake pedals.
The shaft (23) is fixed by means of tapered bolts in lateral fittings (22) that are attached by means of screws (3)
to the fuselage structure. The gates of the pedals are provided with brush screens in detachable covers of
the pedal control.
The general view of the rudder control is shown in fig. 1.
Rudder deflections are given in chapter 6 - - DIMENSIONS AND AREAS.
EFFECTIVITY
027.21.00
ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL
FIG. 1 RUDDER CONTROL

I. Foot control assemblies with pull-rods, levers, bell cranks and rollers, see fig. 2
II. Rollers, turnbuckles and guides, see fig. 3
III. Rollers, segment and shaft, see fig. 4
EFFECTIVITY
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FIG. 2 FOOT CONTROL ASSEMBLIES WITH PULL-RODS, LEVERS, BELL CRANKS, SEGMENT
AND ROLLERS (DETAIL VIEW I FROM FIG. 1)
(1) Segment; (2) Bolt with nut, washer, split pin and dust catchers; (3) Bolt with nut, washer and
split pin; (4) Roller with dust catchers; (5) Bracket; (6) Guard; (7) Bell crank; (8),(9) Front cable;
(10) Pull rod; (11) Stop with nut and washer; (12) Pull rod; (13) Screw with spacer, nut and washer;
(14) Bonding strip; (15) Guard
Foot control assembly
(16) Pedal; (17) Pedal tube; (18) Left pedal lever; (19) Right pedal lever; (20),(21) Lever;
(22) Lateral fitting; (23) Shaft; (24) Spacer tube; (25) Rubber mat; (26) Dust catcher;
(27) LUN 7367.03-7 brake valve; (28) Bolt with washer, nut and split pin; (29) Tapered bolt with
washer, nut and split pin; (30) Bonding strip; (31) Lubricator
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FIG. 3 ROLLERS TURNBUCKLES AND GUIDES (DETAIL VIEW II FROM FIG. 1)

Guide; (2) Screw with washer and nut; (3) Roller with dust catcher; (4) Shaft with spacers,
screws, nuts and washers; (5) Guard; (6) Bolt with nut, washer and split pin; (7) Bracket;
(8) Screw with spacer, nut and washer; (9) Turnbuckle; (10),(11) Front cable; (12),(13) Rear
cable; (14) Bonding strip
FIG. 4 ROLLERS, SEGMENT AND SHAFT WITH LEVER (DETAIL VIEW III FROM FIG. 1)
(1) Shaft with lever, nut and washer; (2) Bracket with bearing dust catcher and sealing;
(3) Blinding cap; (4) Bolt with washer nut and split pin; (5) Segment; (6),(7) Rear cable;
(8) Bracket with bearing and washer; (9) Tapered bolt with washer, nut and split pin; (10) Bolt
with bushings, washer, nut and split pin; (11) Roller with dust catchers; (12) Guard; (13) Bracket;
14) Screw with spacer, nut and washer; (15) Insertion; (16) Guard; (17) Stop; (18) Spacer; (19)
Spacer.
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RUDDER CONTROL
FAULT ISOLATION
1. Excessive force is necessary for Cables are tensioned beyond Perform complete adjustment of
rudder control allowed limits cable lines in accordance with
instructions given in the work
procedure "Adjustment of the
control cable tension"
2. Rudder deflections differ from Improperly adjusted of damaged Adjust stops. Replace damaged
established values or there is a stops (11) (see fig. 2). stops by new ones.
difference between the right and Improperly adjusted stops (17) - see Insert or remove spacers (18) B016
left deflection angle fig. 4. 952N or (19) B016 053N.
Incorrect position of segment (1) Adjust and set up correct position of
see fig. 2 or (5) (see fig. 4) segments.
3. Total play in the rudder control Increased wear of bolted joints or Replace bolts together with bushings
system exceeds permissible value bearings of connecting pull-rods, or with bearings. Replace connecting
segments, levers or bell cranks pull-rods.
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RUDDER CONTROL
SERVICING
1. Lubrication of the upper bearing of the rudder control shaft

B. Materials Plastic syringe with hose;

Thin oil (MD special spray or LPS labs TKX or
equivalent)

D. Referenced information Lubrication chart
E. Procedures
(1) Bring steps (e.g. B097300N) to the fuselage rear section.
(2) Remove the B096 107N rudder clamp. Unscrew 24 screws from the tail cone by means of the
No. 713 8x150 screwdriver and 14 screws by the No. 713 6.5x130 screwdriver using. With the
help of another person remove the tail cone by the length of the bonding strip.
(3) Remove the bonding strip.
(4) Remove the tail cone.
(5) Fill a syringe with thin oil.
(6) Through the 4 mm dia hole see fig. 301 - in the centre upper part of the bulkhead No. 27 and
through the 3 mm dia hole in the housing of the bearing inject approximately 4 cm3 of thin oil
(MD special spray or LPS labs TKX or equivalent) into the bearing. Check if the thin oil gets out
through the slot between the shaft and the hole in the dust catcher covering the bearing.
(7) Connect the tail cone with the fuselage by means of the bonding strip and secure the latter by
the dismantled attachment parts.
(8) Install the tail cone on the fuselage and attach it by means of 24 screws using the No. 713
8x150 screwdriver and 14 screws using the No. 713 6.5x130 screwdriver.
(9) Reinstall the rudder clamp.
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FIG. 301 LUBRICATION OF THE RUDDER BEARING

(1) Bulkhead No. 27; (2) Housing; (3) Bearing; (4) Dust catcher; (5) Hose syringe; (6) Grease;
(7) Sealing ring; (8) 3 mm dia hole in housing; (9) 4 mm dia hole in bulkhead No. 27 (along the
aircraft axis)
I - The 4 mm dia hole in bulkhead No. 27
2. Check of the play in the rudder control system

or equivalent);
B596 476N (L 410.9210) Blocking strut
1000 CSN 251112 Steel rule

Periodical
E. Procedures
(1) Bring the steps (e.g. B097365N) to the aircraft tail unit.
(2) Install the B596476N (L 410.9210) blocking strut to block the pedals of rudder control.
(3) Attach the steel rule to the steps, positioning it perpendicularly to the rudder trailing edge.
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(4) By means of the dynamometer apply a force of 9.8 N to the rudder trailing edge in one direction
first, then in the opposite one.
On the scale of the steel rule read off the value of the play as measured on the rudder trailing
edge and check that the total play in the rudder control system measured on rudder trailing edge
does not exceed 12 mm.
The method of measurement is shown in fig. 302.
(5) Remove the B596476N (L 410.9210) blocking strut.
FIG. 302 CHECK OF THE PLAY IN RUDDER CONTROL
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3. Check of the distance between the stop and the lever touching on the stop of the pedal
steering at the full rudder deflection
A. Fixture, Test and Support Equipment Steel rule

Periodical
E. Procedures
(1) Remove the left-hand and right-hand pilot’s seat in accordance with the Work procedure given
in chapter 25.
(2) Remove carpets from the left and right part of the cockpit.
(3) By means of the No. 713 6.5x130 screwdriver remove the covers from the floor on the left and
right hand side.
(4) Check clearance between the lever and stop of the rudder control system.
(5) Apply a force of approximately 1 kp on pedals and check if the distance between the stop and
the contact area on the lever corresponds to the value 21 ±1.5 mm. Check this both with the
left and the right displacement.
(6) By means of the No. 713 6.5x130 screwdriver fix the covers to the floor in places of the left and
right pilot.
(7) Reinstall the left and right pilot’s seat and secure them in accordance with the work procedure
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RUDDER CONTROL
1. Removal of foot control assembly

C. Tools Screwdrivers and wrenches from the tool kit, as

necessary
E. Procedures
(1) Remove the corresponding pilot’s seat, detachable panel and covers of the cockpit floor. Remove
the fabric wall blocking the access to the lateral inner suspension of the foot control assembly
from the nose landing gear bay grid (between the frames No. 4 and 5).
(2) Bleed pressure from hydraulic accumulators (see chapter 29). On the foot control assembly
disconnect the hydraulic system hoses from the brake valve necks. Blind the open ends of hoses
and brake valve necks with protective caps.
(3) Disconnect the bonding strip from the lower end of the pedal lever (on both pedals) and disconnect
the pull-rods (12) from pedal levers - see fig. 2.
(4) Detach the fittings (22) from the structure and remove the front control assembly.
2. Installation of the foot control assembly

A. Fixture, Test and Support Equipment GOST 427 - 75, l = 500 mm Steel rule or similar
B. Materials CIATIM 201 grease

Technical petrol
Source of compressed air
Set of lock washers and split pins
C 1106 Lacguer
12-0513 Insulation varnish
U 2054 Polyurethane enamel
6286 Glue
Rag
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C. Tools Wrenches and screwdrivers from the tool kit as

necessary
9527 3405 Pressure grease gun (CSN 231462)
E. Procedures
(1) Clean lateral suspension fittings with technical petrol, dry and inspect them to make sure that they
are free of damage or defects. Repair the varnish coating. Clean and lubricate bearings of the
disconnected pull-rods (12) using the CIATIM 201 grease - see fig. 2.
(2) Detach the pedal levers and the brake valves from the foot control assembly. Clean the bearings
with petrol, blow them through with compressed air, lubricate them (including the shaft) with the
CIATIM 201 grease and assemble. Replace split pins by new ones.
(3) Install lateral fittings (22) suitable for further service on the foot control assembly install the assembly
in the aircraft and attach it by means of the attachment parts (3).
(4) Connect the pull-rods (12) with installed dust catchers to the pedal levers. Clean the contact areas
of the bonding strips to a high luster and connect the bonding strips that go from pull-rods (12) to
the lower ends of pedals levers.
(5) Connect the hoses of the hydraulic system to the brake valve necks (for method of connection
see chapter 29).
WARNING: DO NOT ALLOW IMPURITIES TO GET INTO THE HYDRAULIC SYSTEM

DURING THE CONNECTION OF HOSES OF THE HYDRAULIC SYSTEM
TO THE BRAKE VALVE NECKS.
NOTE: Before installing of the foot control assembly into the aircraft, smear all bolts gently
with the CIATIM 201 grease. For locking purposes during the installation use only
new locking parts (lock washers, split pins etc.).
(6) Check correct adjustment of the rudder control:
(a) The centre of the pedal axis has to be at the following distance from bulkhead No. 4 wall:
• in the neutral position 301 mm ± 1 mm

• in the extreme forward position 199 mm ± 1 mm
• in the extreme backward position 399 mm ± 1 mm
If it is necessary to perform a new adjustment, adjust the pull-rod (12) length.
(7) Check the assembly for correctness, reliable tightening of nuts and reliable locking with lock
washers and split pins. Check free and full motion of the rudder control.
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(8) Fill the hydraulic system with the necessary amount of hydraulic liquid and bleed the air from
the landing gear wheel brake hydraulic control system (see chapter 29).
(9) Using emery paper, clean the surface on the floor grid between the frames No. 4 and 5 from
which the fabric wall was removed. Glue back the fabric wall (aircraft fabric, L 410.1110-143 ND,
100 mm x 500 mm) using the 6286 glue and cover it with the following protective coating:
• 3 to 4 layers of the C 1106 lacquer
• 2 layers of the 12-0513 insulation varnish
• 2 layers of the U 2054 polyurethane enamel
(10) Reinstall cockpit floor panels, covers and pilot’s seats.
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3. Replacement of rudder control cables

A. Fixture, Test and Support Equipment Steps (e.g. B097300N, B097365N);
B596331N Assembly floor;
B098762N Locking fixture of foot control;
Service floor;
B962104N Rear support;
B971051N (L410.9712) Dynamometer;
B098796N Measuring set for measuring deflection of
the rudder and rudder trim tab
B. Materials RESISTIN ML Rust inhibitor (or equivalent)
C. Tools Screwdrivers and wrenches from the tool kit, as

necessary
E. Procedures
(1) Remove the left and right pilot seats and floor panels. (refer to the chapter 25)
(3) Remove the detachable cover from the vertical channel of 7th frame.
(4) Remove the equipment blocks from rear control panel (refer to the fig. 401). It is necessary for
removing the segment out of his location.
(5) Remove the covers from both sides of the central and rear control panel.
(6) Remove the locking wires from both turnbuckles (refer to the fig. 402, pos. 1).
(7) Remove the bonding strip from both turnbuckles (refer to the fig. 403).
(8) Loosen the turnbuckles using wrench No. 12 and wiring fork B098704N (pos. 1) and then to
disconnect the cables (refer to the pos.2, fig.404).
(9) At first remove rear cable according to the following.
(10) Let the end of the front cable dangle.
(11) Remove the screws with spacers of all the rollers on the cable route.
(12) Remove the guides of cables (refer to the pos. 1, fig. 405).
(13) Remove the cover on the frame No. 21 or the toilet (if installed) including the toilet cover
according to the specification given in chapter 38, (refer to the fig. 406).
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FIG. 401 REMOVING OF THE EQUIPMENT BLOCKS FROM REAR CONTROL PANEL
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FIG. 402 REMOVING OF THE LOCKING WIRES
FIG. 403 REMOVING THE BONDING STRIP
FIG. 404 LOOSING THE TURNBUCKLES
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FIG. 405 THE GUIDES OF CABLES - DISMOUNTING
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FIG. 406 COVER OR TOILET ON THE FRAME No. 21
FIG. 407 REMOVING OF CLAMPS ON FRAME No. 23
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(14) Install the B962104N rear support in the rear part of the fuselage. Install the assembly floor
B596331N in the rear part of the fuselage room. Enter the rear part of fuselage.
(15) Remove the screws with spacers of the rollers of the frame No.23 as well.
(16) If autopilot installed, remove 2 clamps on frame No. 23 which connect the cables of autopilot
servo with cables of rudder control (refer to the fig. 407).
(17) Remove the screws with spacers on the rollers on the frame No. 27 together with the rollers as
well.
(19) Unscrew 24 screws from the tail cone that fix the cover to the frame No. 27 and 16 screws of
the rear section of bottom fin (refer to the fig. 408).
(20) The tail cone put down on a suitable felt covered platform, not to have it damaged.
(21) Connection accessories wash in petrol and prepare for further use.
(22) Remove both ends of cables from the segment (refer to the fig. 408).
(23) Unthread both rear cables of all rollers and guides and pull them out through the all assembly
holes.
(24) Lay the cables on table and test by gradual inflexion for damage.
evident defects (cuts, fraying, breaking of more than 3 wires on 1 m cable length in various
cable strands or not more than a single wire in one strand).
NOTE: Pay higher attention to places where the cables pass over guiding rollers.
Change the damaged cables for new ones.
(25) If cables are in good condition, you can reuse them.
(26) Now remove front cables.
(27) Remove the screws with spacers on the upper roller as well as on the bottom roller inside the
vertical control channel on the frame No.7.
(28) Unscrew bolt with nut, washer and split pin connecting pull rod with front segment (refer to the
pos. 1, fig. 409).
(29) Unscrew axis front segment (refer to the pos. 1, fig. 409).
(30) Take out the front segment together with cables.
(31) Lay the cables on table and test by gradual inflexion for damage.
THE FOLLOWING DEFECTS ARE NOT PERMITTED: refer to the step (24)
(32) If cables are in good condition, you can reuse them.
(33) Install front and rear cables back.
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(34) At first wipe carefully rear cables by clean, dry cloth and install the cables according to the
following.
(35) Put on the cables to rollers on the 26th and 23rd frame and secure them by screws with
spacers.
(36) Connect the loose end of the bonding strips to 27th frame.
(37) The end of cables through the holes in 26th frame and mount them on the rear segment.
(38) Be careful, critical point! Between 24th and 23rd frame pay attention to the correct leading of the
right cable (refer to the pos. 1, fig. 410) above the pipe of the defrosting system (refer to the
pos. 2, fig. 410).
(39) If autopilot installed, install 2 clamps on frame No.23 which connect the cables of autopilot
servo with cables of rudder control (refer to the fig. 407).
(40) Be careful, critical point! On the 23rd frame pay attention to the correct leading (refer to the
pos. 1, fig. 411) under the cables of position lights (refer to the pos. 2, fig. 411)
(41) Let the end of cables dangle at the frame No. 15.
(42) Interlace the rear cables through rollers on the 14th frame and wing and connect them to the
front cables.
(43) Secure the cables by means of screws with spacers on the 14th frame.
(44) Now install front cables.
(45) Mount the cables to the segment and then segment install back into channel under medium
panel in pilot’s cockpit.
(46) Screw on axis front segment (refer to the pos. 1, fig. 409).
(47) Screw the bolt with nut, washer and split pin connecting pull rod with front segment (refer to the
pos. 1, fig. 409).
(48) The cables thread through the rollers in the vertical channel as far as ends of rear cables.
(49) Connect the cables and tighten the turnbuckles using wrench No. 12 and wiring fork B098704N.
(50) Install bonding strips on frame No. 9.
(51) Measure transition resistance of bonding strips by means of multimeter max. 1500µΩ after
installation.
(52) Set up pedals of foot control to neutral position by means of locking fixture B098762N (refer to
the fig. 412).
(53) Install the check template from the B098796N measuring set for measuring deflection of the
rudder and rudder trim tab on the rudder (refer to the fig. 413).
(54) Set up the rudder to the neutral position by means of the B098796N check template.
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(55) Adjust the tension of the front and rear cables according the diagram and check by the
B971051N (L410.9712) dynamometer (refer to the fig. 414). Adjust the tension of the cables by
the turnbuckles (refer to the fig. 404).
NOTE: In case using the dynamometer use cubes in compliance with cables average, as
indicated in the enclosed table to the load cell.
(56) Remove locking fixture of foot control, finish the set up and recheck the rudder angle.
(57) Pair off four sets of guides (refer to the fig. 415).
(58) Install the guides on cables near frames No. 11, 18 (refer to the fig. 415) and each set connect
by means screws and nuts.
(59) Install the cover on the frame No. 21 or the toilet (if installed) including the toilet cover
according to the specification given in chapter 38 (refer to the fig. 406).
(60) Install the screws with spacers of all the rollers on the cable route.
(61) Repair the coating with the specified colour using (brush No. 10) (refer to the section 020.20.00).
(62) Places affected by grinding and screws heads cover with paint C 1005/0080.
(63) Protect thread and cables by RESISTIN ML Rust inhibitor (or equivalent) in the places of
rollers.
(64) Check the cables for rubbing.
(65) Install the bonding strip on both turnbuckles (refer to the fig. 403).
(66) Install the locking wires on both turnbuckles (refer to the fig.402, pos. 1).
(67) Install the covers on both sides of the central and rear control panel.
(68) Install the equipment blocks on rear control panel (refer to the fig. 401).
(69) Install the detachable cover on the vertical channel of 7th frame.
(70) Close the panels of the ceiling bay in the passenger cabin.
(71) Install the left and right pilot seats and floor panels. (refer to the chap. 25)
(72) Grind the surround of holes on frame No. 27 reach for conducting connection.
(73) The cover fix by means of 24 screws on the tail cone to the frame No. 27 and 16 screws of the
rear section of bottom fin (refer to the fig. 408).
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FIG. 408 TAIL CONE COVER AND REAR SEGMENT
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FIG. 409 FRONT SEGMENT - DISMOUNTING
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FIG. 410 CRITICAL POINT! BETWEEN 24TH AND 23RD FRAME PAY ATTENTION TO THE CORRECT
LEADING OF THE RIGHT CABLE ABOVE THE PIPE OF THE DEFROSTING SYSTEM.
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FIG. 411 CRITICAL POINT! ON THE 23RD FRAME PAY ATTENTION TO THE CORRECT LEADING
UNDER THE CABLES OF POSOTION LIGHTS.
FIG. 412 LOCKING FIXTURE - MOUNTING
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FIG. 413 INSTALL OF FIXTURE
FIG. 414 DYNAMOMETER B971 051N (L 410.9712)

(1) Grip; (2) IN-11 dynamometer; (3) Adjusting screw; (4) L 410.9712-02 support; (5) Control
column; (6) Cable; (7) Stress lever; (8) Pin; (9) Fixing lever
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FIG. 415 THE GUIDES OF CABLES - MOUNTING
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RUDDER TRIM TAB CONTROL

1. General
The rudder trim tab is controlled by the TURN LEFT / RIGHT toggle switch and by the UT 6D electro-
mechanical strut or the 60 LUN 2520 linear actuator.
The airplane turning to the left is initiated by shifting the charge-over switch to the left, the rudder trim tab
is deflected to the right at the same time. The operation vice versa is initiated by shifting the change-over
switch to the right.
A. The lever handing on the countershaft directed perpendicularly in the rudder turns during the UT 6D
electro-mechanical strut installation attached in the bracket formed from the nose ribs of the rudder during
the electro-mechanical strut movement.
LUN 1688-8 trim tab position transmitter is controlled means of countershaft during the lever turning. The
LUN 1688 trim tab position transmitter together with the LUN 1687-8 trim tab position indicator serves for
the indication of the rudder trim tab position.
The complete view of the rudder trim tab control system by means of UT 6D is shown in Fig. 1.
B. The movement transfers to the lever of rudder trim tab during the movement of the linear actuator during
the installation of 60 LUN 2520 linear actuator attached in the bracket formed from the nose ribs of the
ruder. The trim tab position transmitter, which is installed in the linear actuator together with LUN 3956
trim tab position indicator, indicates the position of the rudder trim tab.
The complete view of the rudder trim tab control by means of 60 LUN 2520 linear actuator is shown in
Fig. 3. For deflections of the rudder trim tab see Chapter 6 DIMENSIONS AND AREAS.
The rudder trim tab shall deflect from its neutral to its extreme position within minimum 10 sec and
maximum 18 sec (under the main voltage of 28.5 ± 1 V).
1. Electro-mechanical strut or UT 6D or 1 Rudder

Linear actuator 60 LUN 2520
2. TURN LEFT-RIGHT Toggle switch PNG 15 K 3 Front control panel
3. TRIM TABS Circuit breaker AZRGK-5 1 Overhead panel
4. Electronic control unit 60 LUN 3232 (only if 1 16th frame right upper
60LUN 2520 is installed)
5. Trim tab position transmitter LUN 1688-8 (only if UT 6D is 1 Rudder
installed)
6. Trim tab position indicator LUN 1687-8 (if UT 6D is 1 Front control panel
installed) or LUN 3956 (if
60LUN 2520 is installed)
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FIG. 1 RUDDER TRIM TAB CONTROL

(1) Counter shaft; (2) Pull-rod; (3) Clip; (4) Bolt with nut and washer; (5) Bolt with nut, washer
and packing; (6) UT 6D electro-mechanical strut; (7) Nut with washer; (8) LUN 1688 rudder trim
tab position transmitter; (9) binding strip; (10) Screw with washer; (11) Packing; (12) Bolt with
nut, washer and split pin; (13) Bolt with nut and washer.
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3. Operation
The system of rudder trim tab control is initiated to the operation by means of the charge-over switch TURN-
LEFT-RIGHT with the circuit breaker TRIM TABS. The LUN 1687-8 or LUN 3956 trim tab position
indicator indicates the position of rudder trim tab.
FIG. 2 RUDDER TRIM TAB CONTROL - SCHEMATIC

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FIG. 3 RUDDER TRIM TAB CONTROL - SCHEMATIC

(SYSTEM WITH THE 60 LUN 2520 LINEAR ACTUATOR)
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RUDDER TRIM TAB CONTROL

SERVICING
1. Check of the operation of the electric control of the rudder trim tab
A. Fixture, Test and Support Equipment Stopwatch

Periodical
E. Procedures
(1) Switch on the BATTERY I, II switches and TRIM TABS and CENTRAL WARNING DISPLAY
AIRFRAME circuit breakers on the overhead panel.
(2) Other person visually checks the position of the rudder trim tab from rear view of airplane.
(3) Tilt off the cap of the TURN toggle switch on the front control panel. Trip the toggle switches
1+2, 2+3, 1+3 in successive steps to the right and to the left.
The pointer of the rudder trim tab position indicator shall stay steady at all actuations.
The rudder trim tab shall stay motionless, if the all three toggle switches (under the cap), are
not actuated at the same time.
(4) Return the cap of the toggle switches to its fixed position.
(5) Deflect and hold the TURN toggle switch in the RIGHT position. The trim tab deflects to the
extreme left position and the indicator pointer to the extreme right position.
The rudder trim tab shall reach within minimum 10 sec and maximum 18 up to 20 sec the
extreme left (right) position from its neutral position. Check the time with the stopwatch.
(6) Deflect and hold the TURN toggle switch in the LEFT position. The trim tab deflects to the
extreme right position and the indicator pointer to the extreme left one.
The rudder trim tab shall reach within minimum 10 sec and maximum 18 up to 20 sec the
extreme left (right) position from its neutral position. Check the time with a stopwatch.
(7) Adjust the rudder trim tab into the neutral position by means of the TURN toggle switch.
Check the rudder trim tab position on the indicator and visually checks the position of the
rudder trim tab from rear view of airplane.
(8) Turn off TRIM TABS, CENTRAL WARNING DISPLAY/AIRFRAME circuit breakers and the
BATTERY I, II switches on the overhead panel.
EFFECTIVITY
027.22.00
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Mar 10/17
MAINTENANCE MANUAL
2. Check of the play in the rudder trim tab control system

A. Fixture, Test and Support Equipment B096107N Clamp
Rule

Periodical
E. Procedures
(2) Block the rudder with the B096107N clamp.
(3) Apply a force of approximately 5 N (0.5 kp) to the trailing edge of the rudder trim tab, alternately
on both sides and measure the play of the trim tab trailing edge with reference to the rudder trailing
edge. If the play exceeds 4 mm replace the bolts, pull-rod fork, bearing of pull rod terminal.
(4) Remove the B096107N clamp from the rudder.
EFFECTIVITY
027.22.00
ALL Page: 302
May 30/14
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1. Purpose
The UT 6D electro-mechanical strut is intended for the rudder trim tab control.
Its technical parameters and function are described in Section 027.12.01.
EFFECTIVITY
027.22.01
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
027.22.01
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
1. Removal and installation of the UT 6D electro-mechanical strut

A. Fixture, Test and Support Equipment PV-53P Stopwatch
B097 365N Steps
B. Materials 1.2x12 CSN 021781.04 Split pin

2x20 CSN 021781.14 Split pin

8 CSN 230626.6 Single-sided open wrench
13x17 CSN 230611.6 Double-ended open wrench
E. Procedures
(2) Unscrew the fixing screws using the screwdriver No. 697, 6x120 and remove the cover situated
between the 13th and 14th rib of the rudder.
(3) Removal of the UT 6D electro-mechanical strut.
(a) Remove split pins from the nuts of bolts fixing the electro-mechanical strut to the fitting on rib
noses and to the rudder trim tab control lever.
CAUTION: FIRST UNSCREW THE BOLTS FIXING THE ELECTRO-MECHANICAL

STRUT TO THE TRIM TAB CONTROL LEVER.
(b) Remove bolts and remove the electro-mechanical strut (put down the sequence of
individual spacers and distance washers for the sake of correct installation).
(c) Disconnect the plug-and-socket connector by means of which the electrical mechanism is
being fed.
(4) Installation of the UT 6D electro-mechanical strut.
(a) Connect the plug-and-socket connector of feeding the electro-mechanical strut.
(b) Install the electro-mechanical strut into the rudder, slide the electro-mechanical strut housing
into the suspension and into the hole of the trim tab control lever in the two output tie rods.
Insert spacers and distance washers into the suspension.
CAUTION: PERFORM THE ASSEMBLY ON THE RIB TIP SIDE OF THE

SUSPENSION FIRST.
EFFECTIVITY
027.22.01
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
(d) Check correct function of the electro-mechanical strut. The rudder trim tab shall deflect
minimum 10 sec and maximum 18 sec from its neutral position to the extreme position
(under the mains voltage of 28,5 ± 1 V).
NOTE: If the deflection time exceed the above mentioned limits, there is necessary to install
an electro-mechanical strut which meets these conditions. Electro-mechanical struts
that do not meet these conditions can be used in the system of the aileron trim tab
control.
(5) Re-install the rudder cover and secure it with screws using the screwdriver No. 697, 6x120.
EFFECTIVITY
027.22.01
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
LUN 1688-8 TRIM TAB POSITION TRANSMITTER

1. Purpose
The LUN 1688-8 trim tab position transmitter together with trim tab position indicator serves for the
indication of the trim tab position.
2. Technical data
Input voltage 28 V
Maximum current consumption (by the trim tab position indicator system) 80 mA
Transmitter’s inaccuracy 4° swivel of transmitter
carrier
Working range of angular position of the transmitter carrier 90-130°
3. Operation
The rudder trim tab is connected with the transmitter carried by means of a lever mechanism. The
transmitter carrier displaces simultaneously with the trim tab displacement and this motion is transmitted
to the movable contact of a potentiometer. The potentiometer is electrically joined with the indicator.
With the changed position of the moveable potentiometer contact, the relationship as to resistances of
potentiometer arms changes anf followingly, the realationship of currents passing through indicator colis
becomes changed, too.
EFFECTIVITY
027.22.02
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
FIG. 1 LUN 1688-8 TRIM TAB POSITION TRANSMITTER

(1) Body; (2) Screws; (3) Terminal board; (4) Packing; (5) Bridge; (6) Pin; (7) Stop; (8)
Potentiometer; (9) Contact holder; (10) Brushers; (11) Threaded clip; (12) Lid; (13) Packing;
(14) Screw; (15) Pin; (16) Cover; (17) Screw; (18) Packing; (19) Screw; (20) Carrier; (21)
Sleeve; (22) Screw.
EFFECTIVITY
027.22.02
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
LUN 1687-8 TRIM TAB POSITION INDICATOR

1. Purpose
The LUN 1687-8 trim tab position indicator is a magnet-electric logometer securing the trim tab position
indication together with the potentiometer-type position transmitter.
2. Technical data
Nominal input voltage 28 V
Current consumption (by the trim tab position indicator system) max. 80 mA
Indicator inaccuracy max. ± 3 %
3. Operation
Displacement of the rudder trim tab is transferred by means of a lever mechanism to the trim tab position
transmitter carrier, which cases displacement of the movable contact of the potentiometer-type transmitter
which is electrically connected with the indicator. The indicator consists of a magneto-electric logometer, two
coils whereas outlets of the potentiometer-type transmitter are connected. With the change of the movable
contact position of the potenciometer-type transmitter, the relationship of currents that flow throughtboth
indicator coils changes.
The indicator coils can perform a rotating motion in the magnetic field of the permanent magnet. Whole
rotating unit tries to achieve the position of the resulting moment depending on the mutual relationship of
currents. The position of the pointer corresponds with the position of coils of the rotating unit. This enables to
read off the rudder trim tab positions from the scale.
EFFECTIVITY
027.22.03
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL
FIG. 1 LUN 1687-8 TRIM TAB POSITION INDICATOR

(1) Fork; (2) Bushing; (3) Brace; (4) Cover; (5) System with left drive; (6) Holder; (7) Packing;
(8) Frame; (9) Scale; (10) Mask; (11) Light prism; (12) Board; (13) Holder; (14) Column; (15) Cables;
(16) Socket; (17) Base; (18) Shield; (19) Seal
EFFECTIVITY
027.22.03
MECHANICAL STRUT
Nov 1/11
MAINTENANCE MANUAL

1. Purpose
60 LUN 2520 linear actuator is determined for the remote control of the rudder trim tab. The structure of the
linear actuator consists of the mechanical and electrical part. The mechanical part includes the supporting
skeleton, the driving DC actuator, power conversion with the double outputs, two motion screws with the nut,
two output pull-rods mechanically interconnected, two slideways, the mechanism of the adjustable terminal
switching off and the mechanism of the extending signalling.
The electrical part includes the noise and stabilizing filters, two terminal microswitches, signalling microswitches,
the signalling microswitch, the directional potentiometer and the external connecting cable terminated with
the connector.
2. Technical data
Rated supply voltage 8.0 ± 0.5 V ( DC)
Consumption:
• in normal climatic environment without supply loading max. 300 mA
• in normal climatic environment with max. operational loading max. 1.0 A
• in limiting temperatures with max. operational loading max. 3.5 A
Supply loading:
• rated operational loading counteracting against to the direction of movement 200 N
during retracting and extending.
• max. operational loading counteracting against the direction of movement 300 N
during retracting and extending
• max. static loading in optional position of output pull-rod in tension and 2 000 N
pressure
Speed:
• rated 1.5 ± 0.3 mm.s
-1
• in normal environment without loading 1.8 ± 0.3 mm.s

-1
• at - 55°C, with rated operational loading 0.8 ± 0.3 mm.s

-1
• at + 70°C, with rated operational loading 1.5 ± 0.3 mm.s

-1
Mechanical stroke 60 ± 0.5 mm

Electrical stroke max. 57 ± 0.5 mm
Axial tolerance in normal conditions (at checking loading of 50 N ± 10 N) max. 0.3 mm
EFFECTIVITY
027.22.04
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
Loading coefficient:
• switch on condition max. 15 sec
• switch off condition max. 180 sec
3. Operation
The linear actuator is controlled by manual activity of the crew of the aircraft by means of the control charge-
-over switch in the cockpit.
The control charge-over switch has 3 positions: the position for extending, the neutral position and the position
for retracting. The voltage of relevant polarity from LUN 3232 electronic control unit is led to the linear actuator
according to selected position which initiates it to the movement in required direction. The electrical stopping
of the movement is possible with manual resetting of the control charge-over switch back to the neutral position,
or with automatic disconnecting of the supplying voltage with the terminal switch at the reaching of one of
the max. positions of the linear actuator output pull-rods.
CAUTION: THE EQUILIBRIUM CONDITION IN THE INTERPOSITION (DURING THE SUPPLY

OVERLOADING WHEN THE DRIVING MOTOR SHUT-DOWN OCCURS) CAN BE
MAX. FOR 5 SEC.
EFFECTIVITY
027.22.04
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
FIG. 1 LINEAR ACTUATOR 60 LUN 2520

(1) Housing; (2) Output tie rod; (3) Swivel bearing; (4) Cover and packing ring; (5) Supply cable;
(6) Conductive bonding strip; (7) Earthing bolt; (8) Clip; (9) Cower with packing of microswitches
EFFECTIVITY
027.22.04
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
027.22.04
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL

SERVICING
1. Measurement of power consumption with 60 LUN 2520 linear actuator

A. Fixture, Test and Support Equipment Miliampermeter
C. Tools Screwdriver

Periodical
E. Procedures
(1) Connect the external power supply to the aircraft.
(2) Disassemble the left cover of the centre control panel in the cockpit.
(3) Disconnect the wire No. 264 E from the contact of 1 change-over switch TURN LEFT-RIGHT
(el. symbol E 28) and connect the miliampermeter between the wire and the contact.
(4) Switch on BATTERY I, II circuit breakers and TRIM TABS circuit breakers on the ceiling panel.
(5) Switch over reciprocally the charge-over switch (E 28) to the left and to the right position and record
the bleeded current. The current consumption of 60 LUN 2520 linear actuator without loading need
not exceed 400 mA.
CAUTION: THE CURRENT DIRECTION WILL BE CHANGED RECIPROCALLY ACCORDING

TO CHARGE-OVER SWITCH POSITION.
(6) Switch off TRIM TABS circuit breaker and BATTERY I, II circuit breakers on the ceiling panel.
(7) Disconnect the miliampermeter and connect the wire No. 264 E to the contact of 1 charge-over
switch (E 28).
(8) Install the left cover of the centre control panel.
(9) Disconnect the external power supply from the aircraft.
EFFECTIVITY
027.22.04
ACTUATOR
May 30/14
MAINTENANCE MANUAL
2. Replacement of the scraper rings

E. Procedures
Refer to the Work procedure in section 027.12.02
EFFECTIVITY
027.22.04
ACTUATOR
May 30/14
MAINTENANCE MANUAL

1. Removal and installation of the 60 LUN 2520 linear actuator

A. Fixture, Test and Support Equipment PV-53P Stopwatch
B 097 365 N Steps
B. Materials 1.6x12 CSN 021781.04 (4 pcs) Split pin

E. Procedures
(1) Bring the B 097 365 N steps to the tail unit.
(2) Unscrew the fixing screws using the screwdriver No. 697, 6x120 and remove the cover situated
between the 13th and 14th rib of the rudder.
(3) Removal of the 60 LUN 2520 linear actuator.
(a) Remove the screws fastening the conductive bonding strips to the linear actuator suspension,
and at the trim tab control lever.
(b) Remove the split pins on the bolt nuts attaching the linear actuator housing to the suspension
on rib tips and the two output tie rods to the rudder trim tab control lever.
CAUTION: UNSCREW THE BOLT ATTACHING THE LINEAR ACTUATOR STRUT TO

THE TRIM TAB CONTROL LEVER FIRST.
(c) Remove bolts and remove the linear actuator (put down the sequence of individual spacers
and distance washers).
(d) Disconnect the plug-and-socket connection feeding the linear actuator.
(4) Installation of the 60 LUN 2520 linear actuator.
(a) Connect the plug-and-socket connection feeding the linear actuator.
(b) Insert the linear actuator into the rudder, slide the linear actuator housing into the suspension
and into the hole of the trim tab control lever in the two output tie rods. Insert spacers and
distance washers into the suspension.
EFFECTIVITY
027.22.04
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
CAUTION: PERFORM THE ASSEMBLY ON THE RIB TIP SIDE OF THE SUSPENSION
FIRST.
(d) Fasten the conductive bonding strip to the suspension and to the trim tab control lever.
The conductive bonding value must not exceed 150 µ Ω.
(5) Re-install the rudder cover and secure it with screws using the screwdriver No. 697, 6x120.
(6) Remove the B 097 365 N steps.
EFFECTIVITY
027.22.04
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
60 LUN 3232 ELECTRONIC CONTROL UNIT

1. Purpose
The 60 LUN 3232 electronic control unit is determined to supplying of 60 LUN 3232 linear actuator with
the stabilized voltage of 8 V ± 15% DC. It is solved from the design point of view as an electronic circuit
installed in the bushing made of aluminium alloy. The cover and the bottom of the box consists of the
coolers for heat removing of the power transistor and the operational resistors.
60 LUN 3232 electronic control unit is supplied from the airborne network of 27.5 V DC.
The output stabilized voltage for supplying of 60 LUN 2520 linear actuator is led on other output of the
connecting connector.
2. Technical data
Rated supply voltage 27.5 V ± 0.5 V
Consumption
- in normal conditions without loading 150 mA max.
- in normal conditions at rated loading 1.0 A max.
- at rated supply voltage in whole range of operational temperatures without loading 250 mA max.
- at rated supply voltage in whole range of operational temperatures at rated loading 2.5 A max.
Output voltage
- in normal conditions at rated loading 8 V ± 15%
- in dependence on operational temperature at rated supply voltage and at rated 2000 N
operational loading
T (°C) + 25 - 15 + 70
U (V) 8 V ± 15% 7.6 V ± 15% 8.4 V ± 15%
3. Operation
The electronic control unit has not any external control elements. It is single serial stabilizer of the parametric
type. Z1 and Z2 Zener’s diodes are reference source. The correct function of the control circuit is indicated
with D1 and D2 signalling diodes.
The electronic control unit is protected with two F1 and F2 irreversible thermal fuses which enter into reaction
at the temperature of 175°C against to overheating of the bushing of the instrument and the coolers risen e.g.
with supply loading or blocking of the linear actuator.
EFFECTIVITY
027.22.05
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
FIG. 1 60 LUN 3232 ELECTRONIC CONTROL UNIT

(1) Connector; (2) Cooler; (3) Ground screw
EFFECTIVITY
027.22.05
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
LUN 3956 TRIM TAB POSITION INDICATOR

1. Purpose
The trim tab position indicator is indicating instrument with magneto-electronic measuring device. The
instrument is intended for indication of the rudder trim tab position.
2. Technical data
Nominal input voltage 27.5 V
Current consumption (by the trim tab position system) 30 mA
Indicator inaccuracy 1.0 A max.
- at rated supply voltage in whole range of operational temperatures without loading 4 % max.
3. Operation
Position data in the trim tab position indicator system can be provided by one or two position potentiometers.
The indicator is provided with two adjusting elements which provide for adjustment of correct position
indication by the indicator in the airplane because the position potentiometer is fixed. Within the indication
system the adjusting elements allow the indicator pointer to be set to “zero” and to vary the indication range
within 70 to 100% the position potentiometer resistance path.
The trim tab position indicator system using one position potentiometer (see Fig. 1a) incorporates a voltmeter
with adjustable additional resistor connected between the position potentiometer brush and the brush of
potentiometer servicing for setting the indication rate.
The trim position indicator system using two position potentiometers (see Fig. 1b) incorporates a voltmeter
with additional resistor connected between two brushers.
The additional resistor is used to set the indication range. Another adjusting element (adjustable resistor) is
used to set the indicator pointer to zero. The adjustable resistor is connected in series with one of the position
potentiometers. When position indication is provided by the first position potentiometer, the brush of the other
potentiometer is in the “zero” position. When indication is provided by the second position potentiometer, the
brush of the first one remains in the “zero” position.
EFFECTIVITY
027.22.06
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
FIG. 1 WIRING DIAGRAM THE LUN 3956 TRIM TAB POSITION INDICATOR
EFFECTIVITY
027.22.06
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
FIG. 2 LUN 3956 TRIM TAB POSITION INDICATOR

(1) Fork; (2) Bushing; (3) Brace; (4) Cover; (5) System with left drive; (6) Holder; (7) Packing;
(8) Frame; (9) Scale; (10) Mask; (11) Light prism; (12) Board; (13) Holder; (14) Column; (15) Cables;
(16) Socket; (17) Base; (18) Shield; (19) Seal.
EFFECTIVITY
027.22.06
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
LUN 3956 TRIM TAB POSITION INDICATOR

ADJUSTMENT / TEST
1. Zero position setting of the LUN 3956 position indicator

B. Materials Plastic foil (e.g. 422-605 E1)
C. Tools No. 698, 6x120 screwdriver
E. Procedures
(1) Remove the left pilot’s seat in accordance with the work procedure outlined in chapter 25.
EFFECTIVITY
027.22.06
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
(2) Using a No. 698, 6x120 screwdriver loosen the eight locks of the left-hand side cover of the front
control panel (under the front control panel) and remove the cover.
(3) Using a No. 698, 6x120 screwdriver unscrew the two bolts attaching the LUN 3956 position indicator.
(4) Indicator adjustment is performed as follows. Set zero position of the trim tab. Set indicator pointer
to center of the scale by screwdriver via „zero: marked hole located on the indicator side. Then
set trim tab to its extreme position and set pointer on the last scale line (left or right) by screwdriver
via :range“ marked hole. After adjustment perform check in the zero and opposite extreme position
and paste over holes by plastic foil.
(5) Using a No. 698, 6x120 screwdriver install the LUN 3956 position indicator.
(6) Using the No. 698, 6x120 screwdriver, fit the front left-hand side cover to the side wall of the front
control panel.
(7) Fit the left pilot’s seat in accordance with the work procedure described in chapter 25.
EFFECTIVITY
027.22.06
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
027.22.06
ACTUATOR
Nov 1/11
MAINTENANCE MANUAL
ELEVATOR AND TAB

1. General
The longitudinal control consists of the elevator control and the elevator trim tab control.
The system of the elevator control is mechanical and is described under 027.31.00.
The elevator trim tab control system is also mechanical and its description appears in 027.32.00.
EFFECTIVITY
027.30.00
ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
027.30.00
ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
ELEVATOR CONTROL
1. General
The elevator is controlled from the control column by a system of pull-rods and levers.
The control column is shown in Fig. 2.
The column parts are glued together with the ARALDITE AU I or PL 20 glue or riveted. The whole unit is
suspended to the fuselage structure in four suspension fittings by means of bolts (14). The lever (8) is fixed by
means of screws between flanges (7) of the left-hand and right-hand control column.
The control motion is transferred from the lever (8) through the pull-rod (15) to the bell crank (1) - (see Fig. 3)
installed on the lower counter shaft and through the pull-rod (4) to the bell crank (2) installed on the upper
counter shaft.
The control motion is then transmitted by means of 9 pull-rods to the lever (16), (see Fig. 4) installed on the
rear counter shaft. From the rear shaft, the control motion is transmitted by means of levers (15) and pull-
rods (3) to the left-hand and right-hand elevator control levers.
The two elevator halves are kinematically joined by means of the rear counter-shaft. The pull-rods in the
fuselage are guided by levers (4), (5) and (12).
The displacement range of the control column is limited by adjustable stop screws (12), (17) (see Fig. 2) in
the brackets attached to the fuselage structure. The stop (17) is a spring-type loader. The stop-contact
area is provided on the lever (8) by means of which the motion from the control column is transferred to the
elevator control system. The general view - see Fig. 1.
For deflections of the elevator - see chapter 6 DIMENSIONS AND AREAS.
EFFECTIVITY
027.31.00
ALL Page: 1
May 30/14
MAINTENANCE MANUAL
FIG. 1 ELEVATOR CONTROL

I - Control column - see Fig. 2
II - Lower and upper control countershafts with levers - see Fig. 3
III, IV - Control levers in fuselage - see Fig. 4
V - Rear control counter shaft with levers - see Fig. 4
EFFECTIVITY
027.31.00
ALL Page: 2
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MAINTENANCE MANUAL
FIG. 2 CONTROL COLUMN (DETAIL VIEW I FROM FIG. 1)

(1) Left-hand control column; (2) Right-hand control column; (3) Control column head;
(4) Control column tube; (5) Control column housing; (6) Connecting tube; (7) Flange; (8) Lever;
(9) Sleeve; (10) Strip with buckle; (11) Screw; (12) Stop screw; (13) Nut with washer; (14) Bolt with
nut, washer and split pin; (15) Pull-rod; (16) Bolt with nut, washer, split pin and dust catcher;
(17) Spring stop; (18) Taper bolt with nut, washer and split pin; (19) Bolt with nut, washer and split
pin; (20) Pull-rod; (21) Plug; (22) Plug; (23) Blanking piece.
EFFECTIVITY
027.31.00
ALL Page: 3
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MAINTENANCE MANUAL
FIG. 3 LOWER AND UPPER CONTROL COUNTERSHAFTS WITH LEVERS

(Detail view II from Fig. 1)
(1),(2) Bell crank; (3),(4),(5) Pull-rod; (6) Bolt with nut, washer, split pin and dust catcher;
(7) Bonding strip.
EFFECTIVITY
027.31.00
ALL Page: 4
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MAINTENANCE MANUAL
FIG. 4 CONTROL LEVERS IN FUSELAGE, REAR CONTROL COUNTER - SHAFT WITH LEVERS
(Detail views III, IV, V from Fig. 1)
(1), (2), (3) Pull-rod; (4), (5) Lever; (6) Bolt with nut, washer, split pin and dust catcher;
(7) Bonding strip; (8) Shaft; (9) Suspension fitting; (10),(11) Spacer; (12) Lever; (13) Bolt with nut,
washer and split pin; (14) Shaft; (15), (16) Lever; (17) Bush; (18) Cover; (19) Screw with
washer; (20) Taper bolt with nut, washer and split pin.
EFFECTIVITY
027.31.00
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Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
027.31.00
ALL Page: 6
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MAINTENANCE MANUAL
ELEVATOR CONTROL
FAULT ISOLATION
1. Elevator control needs excessive Seized bearing in the suspension Clean and lubricate the bearing or
force fitting of the control column or in the replace it by a new one if necessary.
levers
2. Incomplete or incorrect elevator Improperly adjusted stops. Adjust the position of stops and the
deflections, unequal deflection of Improperly adjusted pull-rod length length of pull-rods
the left and right elevator
3. Total play of the elevator control Worn-out bolts or bearings of pull- Replace worn-out bolts together
system is higher than permitted rods or levers with corresponding bearings
NOTE: When adjusting an adjustable pull-rod make sure that the check hole on the adjustable pull-rod is
overlapped by the threaded part of the forked terminal.
EFFECTIVITY
027.31.00
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EFFECTIVITY
027.31.00
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ELEVATOR CONTROL
SERVICING
1. Check of the play in the elevator control system

or equivalent);
B596476N (L 410.9210) Blocking strut;
CSN 251112 Steel rule

Periodical
E. Procedures
(2) Secure the steering wheel with the B596476N (L 410.9210) blocking strut.
(3) Fix a steel rule to the steps and place it perpendicularly to the trailing edge of the elevator.
(4) By means of the dynamometer apply a force of 9.8 N to the elevator at the trailing edge in the
direction upwards and downwards, alternately.
On the scale of the steel rule read the value of the play according to the deflection of the elevator
trailing edge and check that the maximum permissible play measured at the trailing edge is 10 mm.
(5) Remove the B596476N (L 410.9210) blocking strut.
FIG. 301 CHECK OF THE PLAY IN THE ELEVATOR CONTROL SYSTEM
EFFECTIVITY
027.31.00
ALL Page: 301
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MAINTENANCE MANUAL
2. Check of the elevator spring stop

A. Fixture, Test and Support Equipment B596301L, B596301P Protractor for measuring the
deflections of ailerons and elevator

Periodical
E. Procedures
(1) Check correct adjustment of the spring stop. It must be adjusted so that its compression starts at
a deflection of the elevator of 5° ± 30' in the downwards direction. If necessary, adjust the spring
stop by releasing or tightening the nuts. After the adjustment lock the stop with a lock washer.
The maximum deflection of the elevator against the spring stop is 14° −+10 ° .
FIG. 302 SPRING STOP

(1) Washer; (2) Nut; (3) Stop; (4), (5) Nut.
EFFECTIVITY
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ELEVATOR CONTROL
1. Removal of the manual control assembly

C. Tools Screwdrivers and wrenches from the tool kit as

necessary
E. Procedures
(1) Remove the left-hand and right-hand pilot’s seats.
(2) Remove the covers of the left-hand and right-hand foot control assemblies.
(3) After unscrewing the screws remove the dust catching sleeves of the right-hand and left-hand
column.
(4) Remove the left-hand and right-hand cockpit floor panels.
(5) Remove the left-hand and right-hand cockpit floor covers.
(6) Remove the left-hand and right-hand lateral covers of the front control panel.
(7) Remove the caps of the suspension fittings securing access to the bolts (14) (see Fig. 2).
(8) Disconnect the bonding strip from the control assembly (see 027.31.00).
(9) Disconnect the wires from the terminal boards.
(10) Disconnect and remove the connecting pull-rod (20) (see fig. 2) between the left-hand and
right-hand control column.
(11) Disconnect the control pull-rod of the nose landing gear wheel - see Section 032.50.00.
(12) Disconnect the pull-rod of aileron control (2) - see Section 027.11.00 (Fig. 4).
(13) Disconnect the pull-rod of the elevator control (15) - see Fig. 2.
(14) Remove the bolts (19) and disconnect the lever (8) thus disconnecting the left-hand control
column from the right-hand one.
(15) Remove the bolts (14) and take out the left-hand and right-hand control column.
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2. Installation of the manual control assembly

A. Fixture, Test and Support Equipment 0.05 - 1.00x100, CSN 251670 Feeler gauge
B596 301L, B596 301P Protractor
B. Materials CIATIM 201 grease

Technical petrol
Lacquer
C. Tools Screwdrivers and wrenches from the tool kit as

necessary
E. Procedures
(1) Prepare the manual control assembly for its installation on the aircraft: remove the connecting
pull-rod (20) (- see Fig. 2), disassemble the manual control assembly into 3 parts (the left-hand
control column, the right-hand control column, lever).
(2) Remove protective covers from the bearings of suspension fittings in the fuselage, rinse the bearings
with petrol and lubricate them with the CIATIM 201 grease.
Re-install the protective covers.
(3) Install and fix the left-hand and right-hand control column on suspension fittings in the fuselage.
(4) Reinstall and connect the lever between the left-hand and right-hand control column. After the
assembly measure the clearance on two middle suspension fittings. The clearance between the
suspension fitting and the connecting tube must not be less than 0.5 mm on both sides of the
suspension fitting. Make sure that there is no clearance between the outer control column attachment
and the suspension on the fuselage. Use the corresponding number of L 410 3000-23 spacers
for the adjustment of the axial clearance.
(5) Position and connect the pull-rod (24) between the left-hand and right-hand control column.
(6) Connect the elevator control pull-rod (15).
(7) Connect the aileron control pull-rod (2) - see Fig. 4 in 027.11.00.
(8) Connect the nose wheel control pull-rod-Section 032.50.00.
(9) Connect the lines to the corresponding terminals in terminal boards.
(10) Connect the bonding strip, polishing the place of its attachment to metallic luster first. Cover the
place of attachment of the bonding strip with a layer of a lacquer.
(11) Check the elevator and aileron deflections:
(a) Check the neutral position of ailerons.
(b) Check maximum aileron deflections by means of the red lines on the aileron.
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NOTE: The aileron deflections are given in chapter 6 DIMENSIONS AND AREAS.
(Deflection angle: upwards 27° ± 1°, downwards 14° ± 1°.)
(c) Check the neutral position of the elevator.
(d) Check maximum elevator deflections by means of red lines on the elevator.
NOTE: The elevator deflections are given in chapter 6 DIMENSIONS AND AREAS.
(Max. deflection: upwards 30°±1°, downwards 14°±1°.)
(e) If the deflections of the ailerons and the elevator do not correspond with the prescribed values
or if the deflections on the left-hand and right-hand side are different, perform another adjustment
by means of pull-rods and stops as follows:
• the ailerons ……………………………………...... according to Fig. 1 - 5 in 027.11.00
• the elevator ……………….……………………….. according to Fig. 1 - 4 in 027.31.00
NOTE: When adjusting pull-rods, check that the inspection hole in the pull-rod is always
overlapped by the threaded part of the pull-rod terminal.
(12) Reinstall and fix the suspension fitting caps (2 pcs).
(13) Reinstall and fix the left-hand and right-hand lateral cover of the front control panel.
(14) Reinstall and fix the covers and lids of the cockpit floor.
(15) Reinstall and fix the cockpit floor panels including the covers of the foot control assemblies and
the dust catching sleeves of the left-hand and right-hand control column.
(16) Reinstall and fix left-hand and right-hand pilot’s seat.
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ELEVATOR TRIM TAB CONTROL

1. General
The elevator trim tab is controlled mechanically. The hand wheels (5) (see fig. 2) are attached to the shaft (1)
by means of the pins (7) and fixed in the brackets (10) by means of the ball bearings (8).
The brackets are attached to the front control panel (13). The control movement is being transferred from
the hand wheel by means of a system of cables leading through the fuselage and resting on pulleys. The
cable system consists of cables and turnbuckles (see fig. 1 and fig. 3).
The control movement is being transferred finally from the cables to the drums (1) (see fig. 4). From this
point onward, the controls are fully doubled (if installed - see fig. 5 and 6) up to the point where they are
connected to the trim tab. The structure of the elevator trim tab drive is shown in fig. 3 and 4. The elevator
trim tab deflection is indicated by the mechanical indicator situated next to the hand wheel (5) (see fig. 2).
The mechanical indicator of the elevator trim tab deflection consists of a toothed disk (15) which is driven
from the shaft (1) by means on the pinion (2). A part of the indicator disk projects above the outline of the
front control panel. The zero-position is marked by a mark on the disk face.
When turning the hand wheel in the PUSH direction, the elevator trim tab deflects upwards and vice versa.
The movement of the elevator trim tab control is limited by the duralumin stops (12) (see fig. 3) attached
to the cables (5) and (6) by means of the screws (13).
The stops are caught by the stop bracket (11) that is fixed to the frame No. 25 by means of screws. The
adjustment of elevator trim tab control stops is performed by changing the position of stops on the cable.
The movement of the elevator trim tab is kinematically independent, i.e. it does not depend on the elevator
movement. This means that with the movement of the elevator the trim tab remains in an unchanged position
with reference to the elevator.
For elevator trim tab deflections see chapter 6 DIMENSIONS AND AREAS.
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FIG. 1 ELEVATOR TRIM TAB CONTROL - SCHEMATIC

I - Hand wheel for elevator trim tab control with mechanical indicator and pulleys - see fig. 2
II - Carrier - see fig. 2
III - Pulley with turnbuckles - see fig. 2
IV - Stops, pulleys and drum assemblies with pull-rods - see fig. 3
A - Detail view showing the way of cable winding on the drum
a - 4 1/4 turns
b - Cable centre (clamp tube on the cable)
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FIG. 2 HAND WHEEL WITH MECHANICAL INDICATOR AND PULLEYS, CARRIER AND PULLEY
WITH TURNBUCKLES (DETAIL VIEWS I, II AND III FROM FIG. 1)
(1) Shaft; (2) Pinion; (3) Drum; (4) Cover; (5) Control hand wheel; (6),(7) Pin; (8) Bearing; (9) Screw;
(10) Bracket; (11) Journal; (12) Circlip; (13) Front control panel; (14) Index; (15) Indicator; (16) Screw;
(17) Pulleys with dust catchers; (18) Bolt with washer, nut and split pin; (19) Screw with bush;
(20) Screw with nut, washer and bush; (21) Guard; (22) Front cable; (23),(24) Middle cable;
(25) Turnbuckle; (26) Carrier; (27) Turnbuckle; (28) Screw with nut and washer
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FIG. 3 STOPS, PULLEYS AND DRUM ASSEMBLIES WITH PULL-RODS (detail view IV from fig. 1)
(1),(2) Pull rod; (3) Lever; (4) Bonding strip; (5),(6) Cable rear; (7) Turnbuckle; (8) Pulleys;
(9) Bolt with washer, nut, split pin and dust catcher; (10) Bolt with washer, nut and split pin;
(11) Stop bracket; (12) Stop; (13) Bolt with nut and washer
NOTE: Section view A - A is shown in fig. 4
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FIG. 4 DRUM ASSEMBLY (section view A - A from fig. 3)

(1) Drum; (2) Drum bracket; (3) Guiding nut; (4) Bush; (5) Cover; (6) Swing screw; (7) Nut;
(8) Washer; (9) Circlip; (10), (11) Lock spring; (12) Bearing; (13) Greasing nipple; (14) Washer;
(15) Screw with washer; (16) Bolt with washer, nut and split pin; (17) Bolt with washer and nut.
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Optional the single pull rods can be substituted for double pull rods on elevator trim tab control
(see figs. 5 and 6).
FIG. 5 STOPS, PULLEYS AND DRUM ASSEMBLIES WITH PULL-RODS (DOUBLED CONTROL
SYSTEM)
(1),(2) Pull rod; (3) Lever; (4) Bonding strip; (5),(6) Cable rear; (7) Turnbuckle; (8) Pulleys;
(9) Bolt with washer, nut, split pin and dust catcher; (10) Bolt with washer, nut and split pin;
(11) Stop bracket; (12) Stop; (13) Bolt with nut and washer
NOTE: Section view A - A is shown in fig. 6

A - Position transmitter (for Flight Data Recorder)
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FIG. 6 DRUM ASSEMBLY - DOUBLED CONTROL SYSTEM (section view A - A from fig. 5)
(1) Drum; (2) Drum bracket; (3) Cover; (4) Guide; (5) Swing screw; (6) Nut; (7) Washer;
(8) Secure ring; (9) Bearing; (10) Screw with washer; (11) Grub screw; (12) Tie rod;
(13) Greasing nipple; (14) Washer; (15) Screw with washer; (16) Bolt with washer, nut and split
pin
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FAULT ISOLATION
1. Stiffness of the trim tab control Excessive tension of cables Adjust cable tension acc. to
instructions in the work procedure for
adjustment of control cable tension
2. Trim tab does not fully deflect Incorrectly adjusted stops (see fig. 3) Secure correct deflections by
adjusting the stops.
Improperly adjusted pull-rods (1) and Adjust the length of pull-rods so that
(2) (see fig. 3) the deflections are symmetrical
3. Excessive total play in the trim tab Increased wear of bolts, bearings, Adjust acc. to instructions in the
control system swing screw or drum (see fig. 4) work procedure for the check of
play in the elevator trim tab control
system
NOTE: • When adjusting the length of an adjustable pull-rod, make sure that the inspection hole on the
pull-rod is overlapped by the threaded part of the forked terminal.
• When disconnecting cables, it is necessary to secure the cable wound on the drum of the swing
screw so that it cannot spring under the drum cover. Use lock wire led through the hole in the
threaded part on the free cable end and attached to a stationary aircraft part (e.g. a frame, stiffener).
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SERVICING
1. Functional check of the elevator trim tab control and the mechanical trim tab position

Periodical
E. Procedures
(1) Check function of the elevator trim tab control by using the hand wheels on the front control
panel. It shall meet requirements:
The elevator trim tab control must operate free of seizing within the whole range.
The neutral position of the mechanical trim tab position indicator shall coincide with the neutral
position of the trim tab.
When turning the hand wheel in the PUSH direction, the trim tab must deflect upwards
(and vice versa).
Another worker checks the trim tab deflection.
2. Check of the play in the elevator trim tab control system

A. Fixture, Test and Support Equipment B922 150N (L 410.9220) Clamps
Steps B097 365N
Steel rule 1000 CSN 25 1112

Periodical
E. Procedures
(1) By means of the hand wheel, set the elevator trim tab into the neutral position (marked with a
line on the indicator disk face located on the front control panel near the left-hand hand wheel).
(3) Secure the elevator by the B922 150N (L 410.9220) clamps.
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(4) Apply a force of approximately 5 N (0.5 kgs) to the trailing edge of the elevator trim tab, alternately
in the upward and downward direction. Measure the total play on the trim tab trailing edge with
reference to the elevator trailing edge.
NOTE: Carry out the measurement of the play on the trailing edge in the place of the maximum
chord length.
The maximum permissible play measured on the trailing edge is 4 mm. If the play exceeds 4 mm,
replace bolts, pull-rod bearings, swing screw, drum.
(5) Remove the B922 150N (L 410.9220) elevator clamps.
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1. Disconnection of the control pull-rod from the elevator trim tab for the bearing
lubrication
B. Materials Brush
Lacquer
1.6x14 CSN 021781.09K (2 pcs) Split pin

9 CSN 230626.6 Wrench
No. 400 Emery paper
E. Procedures
(1) Bring the B097 365N steps to the trim tab of the left-hand (right-hand) elevator.
With the screwdriver No. 697.6x120 unscrew the screw fixing the bonding strip between the control
pull-rod and the bracket of the LH and RH trim tab.
(2) Unlock the bolt nut and remove it with help of the 9 CSN 230626.6 wrench. Disconnect the pull-rod,
detach dust catchers from the bearing. Lubricate the bearing.
(3) After the lubrication, install the dust catchers on the bearing, connect the control pull-rod to the
elevator trim tab. Using the 9 CSN 230626.6 wrench, tighten the bolt nut of the pull-rod and
afterwards lock the nut with a new split pin.
(4) On the place cleaned with emery paper No. 400 install the bonding strip between the control pull-rod
and the bracket and fix it with screw using the screwdriver No. 697, 6x120. Cover the joint with a
layer of lacquer.
(5) Perform the works according to (1) up to (4) also on the trim tab right-hand half of the elevator.
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2. Replacement of the control cables of the elevator trim tabs

A. Fixture, Test and Support Equipment B971051N (L 410.9712) Dynamometer;
B596301N Protractor;
B962309N (L 410.9624) Dynamometer;
TETEX or F415 or CHANCE Microohmeter
B. Materials Petroleum spirit;

Aeroshell Grease 22, CIATIM 201 grease;
Hydraulic fluid Aeroshell Fluide 41, AMG-10;
Coating paints - see point 16 of work procedure;
∅1mm binding wire
C. Tools Conventional tools
E. Procedures
(1) Prepare operations in accordance with the work procedure 027.00.00.D.
(2) Remove:
- right and left elevator
- 4 stops and 2 stop brackets limiting cable motion (see fig. 3)
- 4 carries, spacers and 8 pulleys (see fig. 2, 3)
- locking wire of turnbuckles
- bonding strip
- disconnect cables
- control wheels with drum of the front control panel (see fig. 2)
- Necessary removal of the control panel see section 031.12.00

(pages 401, 402 – points 4, 5).
- right and left drum with stabilizer cables and covers of both drums
- cables from three drums
(3) Check dismantled pulleys, lubricate their bearings with the grease Aeroshell Grease 22, CIATIM 201
and install again in the fuselage. Clean all new cables (5 pcs) with a clean cloth to remove
conservation grease. Lubricate mechanical parts of the front drum with the grease (see fig. 2).
Install the front cable on the drum so that the distance from a hole with the diameter of 4 mm in the
front cable terminal to the centre of the cable on the drum will be 1,812 mm. Lock the centre of cable
with a clamp and coil up anticlockwise in 4 1/4 coils. Lock with an adhesive tape to avoid turning
(see fig. 1).
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(4) Install control wheels with drum and a cable into the front control panel. Installation of the
control panel see section 031.12.00 (pages 402 to 403 – points 7, 8).
(5) Check conditions and clearances of drums, that was removed from the stabilizer and lubricate
with grease (see fig. 4).
(6) Coil up new cables on the drums so that shorter ends will form at the bottom the connecting cable
between the drums. Coil up wires anticlockwise in 4 1/4 coils, assemble lids and lock pins against
turning.
(7) Install the left and right drums with cables into stabilizing surfaces.
(8) Put cables on the pulleys and connect with nuts. Lock a nut with ∅1mm binding wire in
stabilizer before stressing cable (not after stressing), coils of cable terminals must be completely
hidden in a nut. Assemble spacers protecting cables from falling-out of pulleys.
(9) Stress cables with a forces specified in the diagram, check with the B971 051N (L 410.9712)
dynamometer.
(10) Fasten the bonding strip not to limit the motion of cables. Perform conductive connection.
(11) Assemble carrier and stop brackets removed in accordance with the para 2 of this work procedure.
Cables must not scrub in grooves.
(12) Assemble elevator.
(13) Check tension of cables according to the diagram. Secure the nut with a ∅1mm binding wire
and lock with a bonding strip.
CAUTION: COILS OF CABLE TERMINALS MUST BE COMPLETELY HIDDEN IN THE NUT.
Adjust tolerance of trim tabs up by 10° ± 1°, down 16° ± 1° by means of the B596 301N protractor.
Install 4 pieces of stops on rear cables - follow the orientation of screws (see fig. 3 cross-section B-B,
C-C).
Check stop resistance to a shift at the force of 300 N with the L 410.9624 dynamometer.
(14) Check the clearance in the elevator trim tab control in accordance with the work procedure
027.32.00.B.
(15) Measure transition resistors of grounding. The value of transition resistor must be at most
1,500 micro ohms.
(16) Paint the places of grounding including screw heads:
- inside an airplane with the C 1005/0080 varnish
- outside an airplane with the S 2300/0600 primer paint and the U 2054/8140 enamel.
(17) Lubricate cables in the places of bend (pulleys drums) with the AMG-10 hydraulic fluid.
(18) Perform final operations in accordance with the work procedure 027.00.00.D.
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FLAPS
1. General
The airplane has an electro-hydraulic-mechanical system of wing flap control. The wing flap controls are
located on the central and the right-hand control panel. The flap position is indicated on the wing flap position
indicator.
The FLAPS 18° signaling cell illuminates on ground with the landing gear extended and wing flaps retracted.
NOTE: At airspeeds above 205 km/h, the possibility of the extension of wing flaps to the maximum angle
is blocked.
1. WING FLAPS circuit breaker AZRGK-5 1 Overhead panel

2. Terminal switch D 701 1 Frame No. 16, LH
3. Wing flap control unit OK 1 (8) or OK 2 (8) 1 Central control panel
4. Wing flap terminal switch KPK 3 (8) 1 Main wing spar, between ribs 2 and 3
5. SING. pushbutton 2 KNR 1 Test panel on the LH control panel
6. Wing flap position indicator LUN 2690.05-8 or 1 Instrument panel
LUN 2662.31
7. Solenoid valve GA 163 T/16 1 Main wing spar
8. Emergency lock actuator LUN 7183.04-7 or 1 Main wing spar
LUN 7183.05-7 (up
to 22nd series)
9. Wing flap actuator LUN 7231.02-8 1 Main wing spar
10. Throttle valve 12 LUN 7573.4-7 2 Main wing spar
11. Hand-operated valve LUN 6577-8 1 RH control panel
12. Flaps 18° signaling cell 1 Central warning display
13. Relay B073 576N 2 Frame No. 4, LH
14. CENTRAL WARNING DISPLAY - AZRGK-5 1 Overhead panel
- AIRFRAME circuit breaker
15. CENTRAL WARNING DISPLAY - AZRGK-5 1 Overhead panel
- ELECTRO circuit breaker
3. Description
A. Electrical part of the wing flap control system
The electrical part of the wing flap control system consists of the electrical devices described below.
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The WING FLAPS circuit breaker switches and electrically protects the feeding circuit of the wing flap
control.
The D 701 terminal switch eliminates the possibility of wing flap extension with an opened entrance
door. The OK 1 (8) or OK 2 (8) wing flap control unit, assembled to the base of a 443 853 067 722
three-position change-over switch provides the control of the GA 163 T/16 solenoid valve through
the contacts of the KPK 3 (8) wing flap terminal switch. When the wing flap control unit is in its
upper position, the flaps are retracted. The other two positions of the control unit correspond to the
18° and 42° deflection of the wing flaps. In each of these positions the control unit is fixed by an
arrester.
The position of the flaps is signaled to the crew on the wing flap position indicator through the actuation of
the D 701 terminal switches in the KPK 3 (8) wing flap terminal switch assembly which senses the
wing flap motion by means of a rod driven by the wing flap actuator. Functional check of the wing
flap position indicator lamps is performed by actuating the 2 KNR pushbutton labeled SIGN.
When actuating the SIGN. button (with the CENTRAL WARNING DISPLAY-AIRFRAME and CENTRAL
WARNING DISPLAY-ELECTRO circuit breakers ON), the lamps of the wing flap position indicator are
powered and by their lighting up their correct function can be checked.
The FLAPS 18° signaling cell informs the pilot on the necessity to extend the wing flaps, if the landing
gear is extended.
B. Hydraulic part of the wing flap control system
The hydraulic part of the wing flap control system consists of the wing flap extension/retraction circuit
which is connected by means of the GA 163 T/16 solenoid valve to the contact pressure circuit (see
chapter 29). The components and pipelines of this part of the wing flap control system are situated in
the middle part of the wing.
The GA 163 T/16 solenoid valve has four necks: by means of two of them the valve is connected to
the constant pressure circuit and return circuit and through the remaining two the hydraulic fluid is supplied
via the LUN 7183.04-7 or LUN 7183.05-7 emergency lock actuator and the 12 LUN7573.4-7 throttle
valve to the LUN 7231.02-8 wing flap actuator.
The LUN 7231.04-8 wing flap actuator contains also the LUN 7543.02-8 double hydraulic lock and the
LUN 7547.03-8 shuttle valve. The LUN 7543.02-8 double hydraulic lock locks automatically the spaces
on both sides of the flap actuator piston as soon as the hydraulic fluid supply stops.
The shuttle valve secures the operation of the wing flap actuator with the main or emergency hydraulic
system.
Through the LUN 7183.04-7 or LUN 7183.05-7 emergency lock actuator the hydraulic fluid is
supplied from the main hydraulic system via the GA 163 T/16 solenoid valve or from the emergency
hydraulic system via the LUN 6577-8 hand-operated valve.
If connected to the emergency hydraulic system, the hydraulic fluid proceed from the emergency
lock actuator directly into the return circuit.
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NOTE: - For the complete diagram of the hydraulic system see chapter 29.
- The LUN 7183.04-7 or LUN 7183.05-7 emergency lock actuator is installed on aircraft
is installed on aircraft up to the 22nd series only.
The system function without the emergency lock actuator can be seen from figs 1 and 2
where both versions are shown.
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FIG. 1 DIAGRAM OF THE HYDRAULIC SYSTEM OF WING FLAP EXTENSION AND RETRACTION
(1) GA 163 T/16 solenoid valve; (2) LUN 7183.04-7 or LUN 7183.05-7 emergency lock actuator;
(3) LUN 7231.02-8 wing flap actuator; (4) 12 LUN 7573.4-7 throttle valve
a - constant pressure circuit (see chapter 29)
b - return circuit (see chapter 29)
c - system of emergency wing flap extension (see fig. 2)
A – effective for aircraft up to the 22nd series
B - effective for aircraft from the 23rd series
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FIG. 2 DIAGRAM OF EMERGENCY WING FLAP EXTENSION SYSTEM

(1) LUN 6577-8 hand-operated valve; (2) LUN 7183.04-7 or LUN 7183.05-7 emergency lock
actuator; (3) LUN 7231.02-8 wing flap actuator; (4) 12 LUN 7573.4-7 throttle valve
a - emergency feeding circuit of hydraulic energy (see chapter 29)
c - wing flap extension and retraction system (see fig. 1)
A – effective for aircraft up to the 22nd series
B - effective for aircraft from the 23rd series
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C. Mechanical part of the wing flap control system

The mechanical part of the wing flap control system consists of pull-rods (7, 8, 9, 10, 11) - see fig. 3
and segments (2, 3) combining all four flaps into one system. The pull-rod (7) is led by the guide (1).
Connected to this mechanical system is the wing flap actuator (6) which develops the force which is
necessary for the extension and retraction of the wing flaps. The wing flap actuator is attached to two
brackets (4) in front of the main wing spar. The kinematics of wing flaps is based on the inter-connection
of the sub-systems on either side by a through piston rod of the wing flap actuator.
The synchronization of wing flap extension and retraction is secured by the adjustment of pull-rod lengths
or segment rotation angle. For angles of deflection (see chapter 6 DIMENSIONS and AREAS).
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FIG. 3 FLAPS CONTROL

(1) Guide; (2) Outer segment; (3) Inner segment; (4) Bracket; (5) Bracket; (6) LUN 7231.02-8 wing
flap actuator; (7),(8),(9),(10),(11) Pull-rods; (12) Bolt with nut, washer, split pin and dust catching
washer; (13) Bolt with nut, washer and split pin; (14) Screw with nut and washer; (15) Nut with
washer; (16) Lock pin; (17) Bonding strip; (18) Adjusting screw; (19) Pulley; (20) Stop; (21) Pulley
bracket; (22) Wing flap terminal switch, KPK 3 (8); (23) Washer; (24) Stop; (25) Washer with spacer
and nut; (26) Clamp; (27),(28) Bracket; (29) Screw with washer; (30) Pull-rod cover
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FIG. 4 WING FLAP CONTROL SYSTEM – SCHEMATIC
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4. Operation of the wing flap control system

A. Normal operation mode
With the WING FLAPS circuit breaker switched ON, set the OK 1 (8) control unit from the initial to the
selected position. The signal cell of the initial position on the wing flap position indicator goes off,
the GA 163 T/16 solenoid valve connects the constant pressure circuit with the double hydraulic
lock so that the hydraulic fluid is supplied to one side of the wing flap actuator whereas on the other
side of the actuator it is being discharged through the solenoid valve into the return circuit.
After the piston of the actuator reaches the selected position, the terminal switch disconnects the
corresponding electric circuit, which makes the piston stop. Simultaneously the corresponding signal
cell on the wing flap position indicator illuminates. The stability of the wing flap actuator piston position
after the extension is secured by means of the double hydraulic lock.
If the wing flap control unit is set to the upper position, the corresponding signal cell signaling the extended
flap position extinguishes, the solenoid valve secures the connection of the second neck of the actuator
with the constant pressure circuit and of the first neck with the return circuit. The double hydraulic lock
secures the hydraulic fluid supply from one side of the wing flap actuator only and the piston
As soon as it has reached this position, the terminal switch breaks the feeding of the solenoid valve,
the actuator piston stops and, at the same time the signal cell, signaling the retracted (initial)
position of the flaps on the wing position indicator illuminates.
B. Emergency operation mode
The control of the emergency extension system of wing flaps is performed by means of the LUN
6577-8 hand-operated valve labeled EMERG. EXTENSION-WING FLAPS (with the WING FLAPS circuit
breaker switched ON).
The handle of the hand-operated valve is fixed in its upper position with a seal, which means that the
system of the emergency flap control is normally out of operation (closed).
It is necessary to set the handle of the LUN 6577-8 hand -operated valve into the lower position to
actuate the emergency flap extension. This opens the supply of the hydraulic fluid to the emergency
extension system.
The hydraulic fluid is supplied from the LUN 6100.03-8 hand-operated pump through the LUN 6577-8
hand-operated valve into the LUN 7183.01-7 or LUN 7183.05-7 emergency lock actuator. By the
pressure of the hydraulic fluid the shuttle with the piston rod are displaced and the hydraulic fluid may
flow further through the double hydraulic lock to the LUN 7231.02-8 wing flap actuator.
At the same time the LUN 7183.04-7 or LUN 7183.05-7 emergency lock cylinder secures the
connection of the second neck of the actuator with the return circuit through the double hydraulic
lock. The signal cell, signaling the original position of flaps, extinguishers at this very moment, too,
and as soon as the extension cycle finishes, the signal cell, signaling the extended position
illuminates and the double hydraulic lock locks the actuator piston in this position.
EFFECTIVITY
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FLAPS
FAULT ISOLATION
1. Unequal deflection of the right and Improperly adjusted position of Adjust the segment position or the
left wing flaps segments or length of pull-rods pull-rod length
2. The wing flaps do not reach the Improperly adjusted wing flap Check and adjust the terminal
prescribed values of angular terminal switch switch if necessary
deflection
3. The wing flaps fail to retract (or to Untightness of joints or components Tighten threaded joints, replace
extend) in the wing flap extension/retraction damaged piping or components
circuit, untightness (due to cracks)
of circuit piping
4. Vibration of wing flaps at their Air bubbles in the extension/retraction Bleed the air from the hydraulic
extension or retraction circuit system (see chapter 29)
NOTE: When adjusting the length of on adjustable pull-rod make sure that the check hole is overlapped by
the threaded part of the fork.
EFFECTIVITY
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EFFECTIVITY
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FLAPS
SERVICING
1. Check of play in the wing flap control system

A. Fixture, Test and Support Equipment B096 675N Dynamometer
B097 300N Stepladder
1000 CSN 251112 Steel rule

Periodical
E. Procedures
(1) Bring the B097 300N stepladder to the wing.
(2) Switch on BATTERY I, II switches and WING FLAPS, CENTRAL WARNING DISPLAY/AIRFRAME
and CENTRAL WARNING DISPLAY/ELECTRO circuit breakers on the overhead panel.
(3) Retract the wing flaps by setting the wing flap control unit on the central control panel into the
0° position.
(4) Attach the steel rule to the stepladder and place it perpendicularly to the wing flap.
(5) Using the B096 375N dynamometer, apply a force of 9.8 N to the trailing edge of the left and the
right flap (in the middle), alternatively in the upward and downward direction. Read off the value of
play of the wing flap trailing edge on the scale of the steel rule and check that the deflection of wing
flap does not exceed 4 mm.
(6) On the overhead panel, switch off the WING FLAPS, CENTRAL WARNING DISPLAY/AIRFRAME,
CENTRAL WARNING DISPLAY/ELECTRO circuit-breakers and BATTERY I, II switches.
(7) Remove the B097 300N stepladder.
EFFECTIVITY
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FIG. 301 CHECK OF THE PLAY IN THE WING FLAP CONTROL SYSTEM
EFFECTIVITY
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FLAPS
1. Disassembly and assembly of pull-rods and suspensions of wing flaps due to lubrication
of bearings
A. Fixture, Test and Support Equipment Protractor
B097 300N Stepladder
B596 281N Airsteps
B. Materials Lacquer
1.6x14 CSN 021781.09K (10 pcs) Split pin
No. 400 Emery paper
Grease, dust arresters
C. Tools 12x11 CSN 230611.6 Spanner

9 CSN 230626.6 Spanner
12/50 ON 233710 Brush
E. Procedures
(1) Bring the B097 300N stepladder to the aircraft. Open the entrance door and install the B 596 281N
airsteps. By means of the Z 37.9110-10 screwdriver remove the rear fairing of the engine nacelle.
(2) Switch on BATTERY I, II switches and WING FLAPS, CENTRAL WARNING DISPLAY AIRFRAME,
CENTRAL WARNING DISPLAY-ELECTRO circuit breakers on the overhead panel.
(3) Set the wing flaps in the 42° position by actuating the wing flap control unit on the central control
panel.
(4) Disassembly and assembly of pull-rods and wing flap suspensions in the rib No. 10 area, on RH
and LH side.
(5) Unscrew the attached screws of the bonding strip between the levers of the inner flap and the
inner slat by means of the screwdriver No. 697 6x120.
(6) With the help of an assistant who has to hold the left inner flap unlock and using the 12x11 CSN
230611.6 spanner unscrew the nut and remove the bolt connecting the short pull-rod with the
suspension of the inner flap near the rib No. 10.
EFFECTIVITY
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(7) Unscrew the attachment screws of the bonding strips between the control rod and the bracket
near the rib No. 10 by means the screwdriver No. 697 6x120
(8) Remove the split pin, unscrew the bolt nut with the 9 CSN 230626.6 spanner and disconnect
the control rod of the inner flap.
(9) Deflect the inner flap downwards. Unlock and unscrew the nut by means of the
12x11 CSN 230611.6 spanner and remove the bolt connecting the suspensions of the inner
flap with the inner slat. Remove dust catchers from the bearing of the inner flap suspension.
(10) With the help of third person who has to hold the left outer flap unlock and unscrew the nut by
means of the 12x11 CSN 230216.6 spanner and remove the bolt connecting the suspension of
the outer slat with the suspension of the outer flap near the rib No. 10. remove dust catchers
from the suspension bearing.
(11) After the lubrication, reinstall the dust catchers on the bearings.
(12) Install the inner and outer wing flaps with slats according to the section 057.51.00.
(13) Cleaning their places of attachment with emery paper No. 400 in advance. Using the screwdriver
No. 697 6x120, reinstall all disconnected bonding strips. After tightening, cover the attachment
areas with a layer of lacquer. Reinstall the rear fairing of the left engine nacelle.
(14) Perform the work according to (5) through (13) also on the suspensions of the right-hand wing
flap near the rib No. 10.
(15) Check the function of the wing flap control system and check the flap deflections.
(16) Switch off the BATTERY I, II switches and WING FLAPS, CENTRAL WARNING DISPLAY-
-AIRFRAME, CENTRAL WARNING DISPLAY-ELECTRO circuit breakers on the overhead panel.
(17) Remove the B097 300N stepladder and the B596 281N airsteps. Lock up the door.
EFFECTIVITY
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KPK 3 (8) WING FLAP TERMINAL SWITCH

1. Purpose
The wing flap terminal switch controls the solenoid valve. It ensures the attainment of selected deflections
of the wing flaps (cruise, take-off, landing) and their signalization on the wing flap position indictor.
2. Technical data
Operating voltage 22.5 to 30.5 V
Type of terminal switches used D 701
3. Operation
The operation of the wing flap terminal switch is based on the activation of the D 701 terminal switches
through an actuating rod, the motion of which corresponds to that of the piston rod of the wing flap actuator
located in the wing flap terminal switch assembly are four D 701 terminal switches with auxiliary structure
members which contribute to the protection of the terminal switches against undesirable loads and secure
the necessary timing of switching by the moving actuating rod.
EFFECTIVITY
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FIG. 1 KPK 3 (8) WING FLAP TERMINAL SWITCH

(1) Housing of wing flap terminal switch; (2) Actuating rod of terminal switches; (3) Teflon bush;
(4) Lid; (5) Packing; (6) Terminal switch I; (7) Terminal switch II; (8) Terminal switch III; (9) Terminal
switch IV; (10) Plug; (11) D 701 terminal switch; (12) Cam; (13),(14),(15) Spring; (16) Screw
A - switching chart of the terminal switch
EFFECTIVITY
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SERVICING
1. Adjustment of the KPK 3 (8) wing flap terminal switch

A. Fixture, Test and Support Equipment B596301N Protractor;
Ladder (e.g. B097343N);
Ground power unit
B. Materials L 410.9362/9361 Mat;

CIATIM 201 grease or equivalent
C. Tools No. 697 (6x120) Screwdriver;

Z 37.9110-10 Screwdriver;
6x9 CSN 230611.6 Spanner

Periodical
E. Procedures
(1) Put the stepladders (e.g. B097343N and B097300N) to the right wing - between the engine and
the fuselage.
(2) Put another stepladder (e.g. B097343N) to the wing flaps at the LH side of the fuselage.
(3) Lay down the L 410.9361/9362 mats on the wing.
(4) Remove the fillet cover from the rear part of the wing-fuselage fillet (see the work procedure in
chapter 53).
(6) Adjustment of the KPK 3 (8) wing flap terminal switch.
(a) Unscrew 10 screws from the terminal switch using 6x9 CSN 23061.6 spanner.
Remove the lid of the terminal switch.
(b) Check the packing elements and inner parts for wear and corrosion.
(c) Lubricate moving parts (with the exception of Teflon parts) with CIATIM 201 grease.
(d) Fix B596301N protractor on the flap wing and fasten it with a nut provided on it.
Set the protractor pointer to zero.
(e) Shut the cargo door and lock it with a pin. The terminal switch located on the door frame
on the frame 16 must be switched on.
(f) Make sure no persons are present in the wing flaps area to avoid the danger of accident.
EFFECTIVITY
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(g) Make sure the EXT. POWER SUPPLY signal on the central warning display is on.
(h) Turn on the BATTERY I, II switches and the CENTRAL WARNING DISPLAY-AIRFRAME
and WING FLAPS circuit breakers on the overhead panel.
(i) If the wing flap position indicator on the instrument panel does not indicate the retracted
position, adjust the wing flaps in compliance with para (j). If the indication is OK, proceed
further according to para (k).
(j) Adjust the zero position of the wing flap terminal switch KPK 3 (8) as follows:
• loosen 2 nuts on the wing flap terminal switch actuating rod by approx. 10 mm using
the 9 CSN 230625.7 spanner
• assign an assistant to check the moment of the retracted position cell illumination on
the indicator on the instrument panel
• shift the actuating rod in such a way as to light up the retracted position cell on the
indicator
• in this position tighten the two nuts to the bracket using the 9 CSN 230625.7 spanner
NOTE: The cell signaling the retracted position must light steadily.
(k) Set the wing flap control unit on the central control panel to the position of 18°.
(l) Check on the wing flap position indicator that the cell signaling the 18° deflection is lighting.
(m) Check the wing flap deflection by means of the B596301N protractor. The deflection
must be 18° ± 1° (Measured on the outer flap behind the control pull rod).
(n) Set the wing flap control unit on the central control panel to the 42° position.
(o) Check on the wing flap position indicator that the cell signaling the 42° deflection is lighting.
(p) Check the wing flap deflection by means of the B596301N protractor. The deflection
must be 42° ± 1° (Measured on the outer flap behind the control pull rod).
(r) Set the wing flap control unit to the position 18° and 0°. Check the signal cells on the
signaling block for the wing flaps positions of 18° and 0°.
(s) Remove the protractor.
(t) Install the lid on the wing flap terminal switch and secure it with 10 screws using the 6x9
CSN 230611.7 spanner.
(7) Disconnect and remove the external power supply unit.
(8) Install the cover in the rear part of the wing-fuselage fillet.
(9) Remove the L 410.9362/9361 mats.
(10) Remove the stepladders.
EFFECTIVITY
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1. Removal and installation of the KPK 3 (8) wing flap terminal switch
A. Fixture, Test and Support Equipment B596301N Protractor;
Ladder (e.g. B097343N)
B. Materials 0.5 mm dia Binding wire;

Petrol (or equivalent washing agent)
C. Tools No. 710 3.5x100 Screwdriver;

No. 697 4.5x120 Screwdriver;
CSN 230382 Combined pliers;
8x10 CSN 230611.6 Double-ended spanner
E. Procedures
(1) Removal of the KPK 3 (8) wing flap terminal switch.
(a) Locate (e.g. B097343N) duralumin ladder to the left wing between the engine nacelle and
fuselage and (e.g. B097300N) stepladder to the wing flaps.
(b) Remove the cover in the rear part of the wing-fuselage fillet (see the work procedure in
chapter 53).
NOTE: The flaps in the position of 18°.
(c) Disconnect the plug of the wing flap terminal switch.
(d) Unscrew the nut fixing the bracket on the wing flap actuator piston rod to the actuating rod
of the terminal switch.
(e) Unscrew three screws fixing the wing flap terminal switch to the brackets and remove the
terminal switch.
(f) Wash the attachment parts in petrol (or equivalent washing agent) and prepare them for
further use.
(2) Installation of the KPK 3 (8) wing flap terminal switch.
(a) Install the terminal switch actuating rod on the wing flap actuator rod, install the terminal switch
on brackets and secure it with three screws and washers. Screw on and tighten the nut on
the actuating rod of the terminal switch.
EFFECTIVITY
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(b) Connect the plug of the terminal switch and lock it with wire.
(c) Adjust the wing flap terminal switch in accordance with the work procedure 027.50.01.A.
(d) Switch on the BATTERY I, II switches and CENTRAL WARNING DISPLAY-AIRFRAME and
WING FLAPS circuit breakers on the overhead panel. The cell indicating zero deflection of
the wing flaps is lighting on the instrument panel.
(e) Turn off the circuit breakers and switches on the overhead panel switched on according to
para (d).
(f) Unscrew the screws fixing the lid of the wing flap terminals switch and remove the lid.
(g) Loosen the terminal switch I base (it is not depressed by the rod ring) by loosing two screws
and move the base by 4 mm:
• in the direction towards the box center if the measured deflection of wing flaps in more
than 43°
• in the direction towards the box wall if the measured deflection of wing flaps is lower
than 41°, but the spring of the terminal switch shall not scratch the box wall when pressed
(h) Fix the terminal switch in this position by tightening of the screws whose heads must be
flush with the terminal switch base outline. Then lock the screws with varnish.
(i) Switch on the BATTERY I, II switches and the CENTRAL WARNING DISPLAY-AIRFRAME
and WING FLAPS circuit breakers on the overhead panel.
(j) Set the wing flap control unit on the central control panel to the 42° position.
(k) Make sure that cell on the central instrument panel is lighting showing the 42° wing flap
deflection.
(l) Check the angle of wing flap deflection by means of a protractor. The deflection shall be 42° ± 1°.
(m) Switch off the CENTRAL WARNING DISPLAY-AIRFRAME and WING FLAPS circuit breakers
and the BATTERY I, II switches on the overhead panel.
(n) Install the lid on the terminal switch and fix it with screws.
(o) Install the cover on the rear part of the wing-fuselage fillet (see the work procedure in
chapter 53).
(p) Remove the stepladders.
EFFECTIVITY
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LUN 2690.05-8 OR LUN 2662.31 WING FLAP POSITION INDICATOR

1. Purpose
The LUN 2690.05-8 or LUN 2662.31 Wing flap position indicator is intended for the indication of the wing
flap position.
2. Technical data
Operating voltage up to 28 V DC ± 10 %
The force necessary for opening and closing
the frame when replacing the lamp - for LUN 2690.05-8 only 5 kp
3. Operation
By lighting the appropriate symbol the position indicator provides the pilot with the information on the position
of wing flaps.
Following information are valid for LUN 2690.05-8:
The body of the indicator signaling cells is provided with sockets for bulbs and mechanisms allowing to
slide out and swing away the frame with the transparent label when replacing the lamp.
The mechanism is actuated by depressing the front surface of the lower part of the signaling cell frame.
The mechanism operates as follows: the first depression opens the signaling cell, the second depression
(after the frame has been closed) locks the frame.
WARNING: WHEN REPLACING THE LAMP WITHOUT THE REMOVAL OF THE WING FLAP
POSITION INDICATOR FROM THE INSTRUMENT PANEL SWITCH OFF THE CENTRAL
WARNING DISPLAY-AIRFRAME CIRCUIT BREAKER ON THE OVERHEAD PANEL TO
PREVENT SHORT CIRCUIT.
EFFECTIVITY
027.50.02
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MAINTENANCE MANUAL
FIG. 1 LUN 2690.05-8 WING FLAP POSITION INDICATOR

(1) Signaling cell; (2) Clamp; (3) Screw with nut and washer;
(4) Socket and bulb No. 67010 BA7s 28 V, 2 W
EFFECTIVITY
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FIG. 2 LUN 2662.31 WING FLAP POSITION INDICATOR

(1) LED Signaling cells; (2) D-Sub 9P Connector
EFFECTIVITY
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EFFECTIVITY
027.50.02
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GA-163 T/16 SOLENOID VALVE

1. Purpose
The GA 163 T/16 solenoid valve is hydraulic device designed for remote electric control of feeding the
wing flap actuator with hydraulic fluid to ensure two-way motion of its piston.
2. Technical data
Nominal operating pressure 20.6 MPa (210 kg/cm2)
Permissible counter-pressure in return circuit max. 1.96 MPa (20 kg/cm2)
Time of continuous electric load of one solenoid coil max. 15 min
Solenoid supply voltage 27 V ± 10%
NOTE: Correct functioning of the valve is guaranteed down to 22 V (lower limit).
Current consumed by each solenoid at an ambient temperature of 20°C ±

10°C and a voltage of 27 V 2.3 A
3. Operation
The GA 163 T/16 solenoid valve consists of two distributing shuttles and two solenoids. With the solenoid
off (see fig. 2, detail I) both distributing shuttles (8) are pushed by the force of springs (4) with their sharp
edges against the taper surface of bushings (7) and are in the right extreme position, whereas the inner
spaces of the controlled actuating cylinder are connected with the return circuit.
With the B solenoid ON (see detail II) the lower slide shuttle (8) is moved due to the shift of the armature (10)
and the shifter (9) to the extreme left position and connects the neck (11) with the neck (12) and the neck (6)
with the neck (5). The A solenoid winding remains dead. With A solenoid ON (see detail III) the upper shuttle (8)
is moved due to the shift of the armature (10) and the shifter (9) to the extreme left position and connects
the neck (6) with the neck (11) and the neck (12) remains connected with the neck (5). The B solenoid winding
remains dead.
EFFECTIVITY
027.50.03
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MAINTENANCE MANUAL
FIG. 1 GA-163 T/16 SOLENOID VALVE

(1) Bush; (2) Bush; (3) Support; (4) Spring; (5) Stop; (6) Body; (7) Packing ring; (8) Plug; (9) Seat;
(10) Shuttle; (11) Safety washer; (12) Packing ring; (13) Bush; (14) Packing ring; (15) Gasket;
(16) Washer; (17) Spring; (18) Packing ring; (19) Shifter; (20) Coil; (21) Body; (22) Cover;
(23) Armature; (24) Set screw; (25) Packing ring; (26) Nut; (27) Packing ring; (28) Safety washer;
(29) Spring; (30) Button; (31) Shank; (32) SP 20 Y3 NS 7 plug-and-socket connector; (33) Cap;
(34) Bush; (35) Screw; (36) Spring washer; (37) Plug; (38) Packing ring; (39) Screw; (40) Body.
EFFECTIVITY
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FIG. 2 FUNCTION OF THE GA 163 T/16 SOLENOID VALVE

(1),(2),(3) Contacts of plug-and-socket connector; (4) Spring; (5) "Neck 4" (pressure discharge);
(6) "Neck 2" (actuator); (7) Bushing; (8) Shuttle; (9) Shifter; (10) Armature; (11) "Neck 1" (pressure
inlet); (12) "Neck 3" (actuator)
A, B Solenoids
++++++ high pressure circuit

+++++
---------- return circuit
----------
Ι both solenoids switched ON
ΙΙ B solenoid ON
ΙΙΙ A solenoid ON
EFFECTIVITY
027.50.03
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EFFECTIVITY
027.50.03
ALL Page: 4
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MAINTENANCE MANUAL
GA-163 T/16 SOLENOID VALVE

FAULT ISOLATION
No. Trouble Possible cause Correction
1. Leakage of hydraulic fluid through Packing ring (7) is damaged Replace packing ring (7)
plugs (8) - see fig. 1
EFFECTIVITY
027.50.03
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EFFECTIVITY
027.50.03
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LUN 7183.04-7, LUN 7183.05-7 EMERGENCY LOCK ACTUATORS

NOTE: The function of the LUN 7183.04-7 and the LUN 7183.05-7 emergency lock actuators is
essentially the same. Differences due to a new (improved) design of the LUN 7183.05-7
emergency lock can be seen from Figs 1 and 2.
1. Purpose
The emergency lock actuator is a hydraulic device which is intended for an emergency release of the
mechanical lock.
2. Technical data
Nominal pressure 14.7 MPa (150 kp/cm2)
+1.5
Stroke (LUN 7183.04-7) 16 mm
- 0.5 mm
Pressure necessary for shifting the shuttle valve
4.9 MPa (50 kp/cm2)
with the piston rod loaded with 490 N (50kp) (LUN 7183.04-7)
3. Operation
(a) Normal operating mode
Hydraulic fluid passes between the necks 3 and 4 through the holes of the shuttle which is in
equilibrium position.
(b) Emergency operating mode

Hydraulic fluid from the emergency circuit is supplied to the neck No. 1 where it shifts the shuttle with
piston rod loaded with 490 N (50 kp) and leaves through the neck No. 2. The returning fluid passes
through the neck No. 4, through the shuttle and a ball valve to the neck No. 5.
With the drop of pressure in the neck No. 1 the shuttle with the piston rod is returned by a spring into
initial position.
EFFECTIVITY
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FIG. 1 LUN 7183.04-7 EMERGENCY LOCK ACTUATOR

(1) Body; (2) Shuttle; (3) Piston rod; (4Cover); (5) Screw plug; (6) Ball; (7), (8) Spring; (9), (10),
(11), 12), (13), (14) Packing ring; (15) Set screw; (16) Teflon ring.
EFFECTIVITY
027.50.04
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MAINTENANCE MANUAL
FIG. 2 LUN 1783.05-7 EMERGENCY LOCK ACTUATOR

(1) Body; (2) Shuttle; (3) Recess; (4Cover); (5) Screw plug; (6) Ball; (7), (8) Spring; (9), (10),
(11) Packing ring; (15) Set screw; (16) FTOROPLAST sealing ring.
EFFECTIVITY
027.50.04
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EFFECTIVITY
027.50.04
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MAINTENANCE MANUAL
LUN 7543.01-8 DOUBLE HYDRAULIC LOCK

1. Purpose
The LUN 7543.01-8 double hydraulic lock is hydraulic device intended for locking the hydraulic fluid in
both spaces of the wing flap actuator. The locking is carried out automatically when the flow of the hydraulic
fluid into the lock, connected with the wing flap actuator, is stopped. The double hydraulic lock is a part of
the LUN 7231.02-8 wing flap actuator.
2. Technical data
+2
23.5 MPa MPa
Safety valve release pressure −1
+2
(220.2 kp/cm2 kp/cm2)
−1
3. Operation
Hydraulic fluid supplied under pressure to the neck No. 1 shifts the left shuttle (1) to the left, which opens
the fluid inlet into the neck No. 3 and the plunger (7) moves to the right.
The plunger (7) presses against the spring (9), which moves the right shuttle (1) to the right and opens the
way for the hydraulic fluid to flow into the return circuit, i.e. from the neck No. 4 to the neck No. 2.
When pressure drops in the neck No. 1, the plunger (7) returns by the force of the spring (9) to the central
position and the springs (10) push the shuttle (1) into bushings (6) and thus the channel through which the
fluid passes is closed. When hydraulic fluid under pressure is supplied to the neck No. 2, the operation of
the double hydraulic lock is analogous.
EFFECTIVITY
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FIG. 1 LUN 7543.01-8 DOUBLE HYDRAULIC LOCK

(1) Shuttle; (2) Plug with coupling; (3) Body; (4) Nut; (5) Plug with coupling; (6) Bushing; (7) Plunger;
(8),(9),(10) Spring; (11) Spacer; (12) Elbow; (13) Spacer; (14),(15),(16),(17) Packing ring; (18) Circlip;
(19) -; (20) Bushing; (21) Valve cone; (22) Spring; (23) Screw; (24) Nut; (25) Washer
EFFECTIVITY
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LUN 7547.05-7 SHUTTLE VALVE

1. Purpose
The LUN 7547.05-7 shuttle valve is intended for an automatic switching of hydraulic power supply from the
main hydraulic circuit to the emergency one in case of damage.
2. Technical data
Operating pressure 14.7 MPa (150 kp/cm2)
3. Operation
The hydraulic fluid supplied through the neck No. 1 passes to the neck No. 2. When the main hydraulic circuit
is damaged and the emergency circuit is connected, the fluid is directed to the neck No. 5, the valve (1) moves
and opens the outlet for hydraulic fluid through the neck No. 2.
EFFECTIVITY
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FIG. 1 LUN 7547.05-7 SHUTTLE VALVE

(1) Valve; (2) Cover; (3) Body; (4) Spring; (5) Packing ring.
EFFECTIVITY
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12 LUN 7573.4-7 THROTTLE VALVE

1. Purpose
The 12 LUN 7573.4-7 throttle valve throttles the flow of hydraulic fluid in such places where slower changes
of pressure are necessary for the prolongation of wing flap extension and retraction time.
2. Technical data
Number of diaphragms 12
Diameter of orifices in diaphragms 1 mm
3. Operation
Hydraulic fluid supplied into the inlet neck No. 1 passes through diaphragms provided with 1 mm dia holes
alternately on either side. When passing through the throttle valve, the working fluid is subjected to higher
resistance and the flow reduces. Thus slower changes of pressure are achieved. The throttled working fluid
flows out of the neck No. 2 into the hydraulic system.
EFFECTIVITY
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FIG. 1 12 LUN 7573.4-7 THROTTLE VALVE

(1) Coupling; (2) Body; (3) Distance ring; (4) Insertion; (5), (6) Packing ring
EFFECTIVITY
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B580418N – OK 1 (8) OR B588121N – OK 2 (8) WING FLAP CONTROL UNIT

1. Purpose
The OK 1 (8) or OK 2 (8) wing flap control unit controls the electrohydraulic devices which serve for
supplying the wing flap actuator with hydraulic fluid to set the wing flaps into the desired position.
The control unit consists of a three-position switch, type 443 853 097 722, fixed on a body which is provided
with a slot for the control lever motion and with recesses for fixing the control lever in the desired position.
The control lever of the three-position switch is fitted with an extension piece fastened by means of a union
nut which clamps an ending which is manufactured as a slotted cone.
The extension piece is provided with an upward sliding arrester and inside the extension piece a spring is
located which pushes the arrester back into the recess. A flap-like handle is attached to the end of the extended
lever for the sake of identification by touch.
2. Technical data
Type of switch applied 443 853 097 722
3. Operation
When setting the flaps into the desired position the control lever is released by lifting the arrester and then
moved into the selected position. By shifting the control lever into the desired position, electrical current is
supplied through the switch to the solenoid valve.
EFFECTIVITY
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EFFECTIVITY
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B580418N – OK 1 (8) OR B588121N – OK 2 (8) WING FLAP CONTROL UNIT

SERVICING
1. OK 1 (8) or OK 2 (8) wing flap control unit check

C. Tools No. 697 (6x120) Screwdriver

No. 697 (4.5x120) Screwdriver

Periodical
E. Procedures
(1) Remove the wing flap control unit from the central control panel by means of the screwdriver
No. 713 (4.5x125).
(2) Disconnect the conductors from the wing flap control unit by means of the screwdriver
No. 710 (5x150). Mark the conductors before disconnecting.
(3) Check the locking screw on the nut for varnish damage. Varnish layer on the locking screw of
the nut shall not be damaged.
(4) Check the attachment of the change-over switch to the body by means of the screwdriver
No. 710 (5x150).
(5) Check correct function of the arrester by lifting it and moving the control lever into the selected
position.
(6) Check the condition of protective coatings, correct fixing of the control lever extension piece,
tightening of the union nut, correct attachment of the change-over switch to the body, correct
function of the arrester and the condition of protective coatings.
(7) Connect the conductors to the wing flap control unit by means of the screwdriver
No. 710 (5x150).
(8) Install the wing flap control unit on the central control panel by means of the screwdriver
No. 713 (4.5x125).
EFFECTIVITY
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LUN 6577-8 HAND OPERATED VALVE

1. Purpose
The LUN 6577-8 hand-operated valve is a pressure-balanced and hand operated shuttle valve.
In the hydraulic system it serves for opening the way for pressure fluid to the airplane hydraulic circuits when
open and for returning the fluid to the hydraulic tank (when closed).
2. Technical data
Force on lever max. 29 N (3 kp)
3. Operation
The valve is usually closed during operation, the neck No. 2 being connected with the neck No. 3 and the neck
No. 1 being closed. When opening the valve, by shifting the shuttle (4) into the device with the lever (16),
the connection between the necks No. 2 and 3 is interrupted at first and then the neck No. 1 is connected
with the neck No. 2 by means of a recess in the shuttle (4).
When closing the valve by shifting the shuttle (4), the connection between the necks No. 1 and 2 is interrupted
at first and then the necks No. 2 and 3 are connected.
Tightness between the necks No. 2 and 3 is ensured by lapping the shuttle (4) into the bush (1).
EFFECTIVITY
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FIG. 1 LUN 6577-8 HAND OPERATED VALVE

(1) Bush; (2) Ring; (3) Spring; (4) Shuttle; (5) Insert; (6) Packing ring; (7) Washer; (8) Pin; (9) Spring;
(10) Pin; (11) Washer; (12) Neck; (13) Seat; (14) Spring; (15) Washer; (16) Lever; (17) Pin;
(18) Body; (19) Plug; (20),(21) Packing ring; (22) Flexion collar; (23) Washer; (24) Packing ring;
(25) Ball; (26),(27) Circlip
EFFECTIVITY
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LUN 7231.02-8 WING FLAP ACTUATOR

1. Purpose
The LUN 7231.02-8 wing flap actuator has been designed for the extension and retraction of the wing flaps
by means of hydraulic fluid.
The actuator assembly consists of three devices: the LUN 7547.05-7 shuttle valve, the LUN 7543.021-8
double hydraulic lock and the wing flap actuator proper.
2. Technical data
Stroke 165 mm ± 1 mm
3. Operation
A. Piston rod retraction on the LH side
Hydraulic fluid supplied under pressure into the neck No. 1 - see fig. 1 - runs through the shuttle valve (2)
into the double hydraulic lock (3) where simultaneously the left shuttle (5) moves under pressure to
the left and the piston (6) with the right shuttle (5) to the right. The shuttle (5) displacement on the left
side opens the passage for hydraulic fluid through the bellow screw (7) and nozzle (8) to the left part
of the actuator (1) and makes the piston rod (4) move. From the right side of the actuator (1) the piston
and the piston rod (4) displace the hydraulic fluid through the hollow screw (7), nozzle (8) and through
the right shuttle (5) into the neck No. 2. After pressure relief in the neck No. 1 of the shuttle valve, the
piston (6) and the shuttle (5) return to their initial positions by the force of springs (9) and (10), which
close the hydraulic fluid flow from the wing flap actuator and the piston with the piston rod are hydraulically
locked.
B. Piston rod extension on the LH side
Hydraulic fluid supplied to the neck No. 2 - see fig. 1 - passes into the double hydraulic lock (3) where
simultaneously due to hydraulic pressure the right shuttle (5) moves to the right and the piston (6) with
the left shuttle (5) to the left.
The shuttle (5) displacement on the right side opens the passage for hydraulic fluid through the hollow
screw (7) and nozzle (8) to the right part of the actuator and makes the piston rod (4) move. From the
left side of the actuator the piston with the piston rod displace the hydraulic fluid through the hollow
screw (7), nozzle (8) and through the left shuttle (5) into the inlet No. 1. After pressure relief in the neck
No. 2, the piston (6) and the shuttle (5) return to the initial position by the force of springs (9), (10), which
closes the hydraulic fluid flow from the wing flap actuator and the piston with the piston rod are hydraulically
locked.
EFFECTIVITY
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C. Emergency circuit operation

Hydraulic fluid supplied to the neck No. 3 moves the valve (11) to the left and flows further in the same
way as when supplied to the neck No. 1.
EFFECTIVITY
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FIG. 1 LUN 7231.02-8 WING FLAP ACTUATOR

(1) LUN 7231.02-8 wing flap actuator; (2) LUN 7547.05-7 shuttle valve; (3) LUN 7543.01-8 double
hydraulic lock; (4) Piston and piston rod; (5) Shuttle; (6) Piston; (7) Hollow screw; (8) Nozzle;
(9),(10) Spring; (11) Valve; (12) Bush; (13),(14),(15),(16) Packing ring; (17) Obturator; (18) Screw
with eye; (19) Nut; (20) Locking washer; (21) Spacer; (22),(23),(24),(25),(26) Packing ring;
(27) Spacer.
EFFECTIVITY
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EFFECTIVITY
027.50.10
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LUN 7231.02-8 WING FLAP ACTUATOR

1. Removal and installation of LUN 7231.02-8 wing flap actuator

A. Fixture, Test and Support Equipment Stepladder (e. g. B097365N, B097300N - 2 pcs.);
L 410.9361/9362 Mats
B. Materials MB 8 CSN 02 3640 (35726008) Washer - 2 pcs.;

2x18 CSN 02 1781.04 (36100218) Split pins;
Ø 0,8 mm Locking wire
C. Tools Tool of toolkit
E. Procedures
(1) Bring the stepladders (e. g. B097300N, B097365N) to the airplane. Lay down the L 410.9361/9362
mats on the wing.
(2) Remove the fillet cover of the wing-fuselage fillet for an access to the LUN 7231.02-8 wing flap
actuator.
NOTE: It is recommended to mark an original position of individual components during

dismantling for correct installation.
(3) Make sure that the main hydraulic circuit pressure gauge in the pilot’s cockpit indicates zero pressure
(central instrument panel). In case that the main hydraulic circuit indicates some pressure, perform
following procedure:
Switch on switches BATTERY I, II and circuit breaker FLAPS on the overhead panel.
Put flaps into function by setting flaps control lever on the central control panel till pressure in the
main hydraulic circuit drops to zero.
Set the flaps to 18° position.
(4) Disconnect 3 pipes of the hydraulic pipelines from the LUN 7231.02-8 wing flap actuator. Blind
the open ends by blinders. Catch an eventual escape of the hydraulic fluid to a rag.
(5) Disconnect the bracket of the wing flap actuator from the heating system piping.
(6) Disconnect the KPK 3 (8) wing flap terminal switch from the bracket connecting the wing flap
actuator with the terminal switch.
(7) Unlock nuts on connections of the screws with eye with tie rods.
(8) Unlock nuts on the brackets fixing the wing flap actuator.
(9) Unlock locking washers and unscrew nuts on the wing flaps actuator.
EFFECTIVITY
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(10) Two other workers must hold flaps in their position before disconnecting of the tie rods or the
wing flaps must be removed.
CAUTION: DISCONNECTING OF THE TIE RODS OF WING FLAPS WITHOUT HOLDING

THEIR POSITION CAUSES DAMAGE OF THE WING FLAPS.
(11) Dismount bolts from connections of the screws with eye with tie rods.
(12) Dismount nuts from the brackets of the wing flap actuator and remove the actuator.
WARNING: MARK THE POSITION OF THE BRACKETS BEFORE THEIR REMOVAL
(13) Measure on the bench a distance between a front edge of the piston rod of the actuator and a
centre line of the eye, value “a” and “b” on the fig. 401.
(14) Set on the new wing flap actuator an extension of the screw with eye, value “a” and “b” on the
fig. 401, according to the removed actuator.
(15) Reinstall the bracket of the KPK 3 (8) wing flap terminal to the new wing flap actuator.
(16) Install the actuator to the brackets.
WARNING: KEEP THE ORIGINAL POSITION OF THE BRACKETS, SEE FIG. 401
(17) Connect the tie rods to the eyes of the wing flap actuator. Now two workers may finish holding
flaps in their position. Lock the nuts with 2x18 CSN 02 1781.04 (36100218) split pins.
(18) Tighten the nuts on the wing flap actuator and lock the MB 8 CSN 02 3640 (35726008) locking
washers.
WARNING: THE NEW MB 8 CSN 02 3640 (ORD. NO. 35726008) LOCKING WASHERS
MUST BE USED ALWAYS.
(19) Connect the KPK 3 (8) wing flap terminal switch to the bracket connecting the wing flap actuator
with the terminal switch.
(20) Connect the bracket of the wing flap actuator to the heating system piping.
(21) Remove the blinders and connect 3 pipes of the hydraulic pipelines to the LUN 7231.02-8 wing
flap actuator.
(22) Check the adjustment of the position of the wing flaps and adjustment of the KPK 3 (8) wing flap
terminal according to the work procedure 027.50.01.A.
(23) Check visually tightness of the screwed joints of the hydraulic pipelines. Lock the union nuts by
locking wire Ø 0.8 mm.
(24) Install the fillet cover of the wing-fuselage fillet.
(25) Remove the mats and the stepladders.
EFFECTIVITY
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FIG. 401 LUN 7231.02-8 WING FLAP ACTUATOR

(a), (b) adjustment of the screw with eye; (c), (d) marking of the position of the bracket
EFFECTIVITY
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EFFECTIVITY
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SPOILERS AND AUTOMATIC BANK CONTROL TABS

1. General
The spoiler control system is of electro-hydraulic-mechanical type and is described in section 027.61.00.
The control system of automatic bank control (ABC) tabs is also electro-hydraulic-mechanical type and is
described in section 027.62.00.
EFFECTIVITY
027.60.00
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EFFECTIVITY
027.60.00
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SPOILERS
1. General
The spoiler control system is electro-hydraulic-mechanical type.
1. SPOILERS circuit breaker AZRGK 5 K 1 Overhead panel

2. SPOILERS push-button KNR 2 Left-hand steering wheel
3. Solenoid valve GA 184 U/2 1 Front wing spar
4. Terminal switch LUN 3159.02-7 1 Rear wing spar
5. SPOILER switch VG 15-K-2S 1 Central control panel
6. Spoiler actuator LUN 7138-8 1 Rear wing spar
7. 0.45 mm dia throttle B057 049N 1 At GA 184 U/2 solenoid valve
8. SPOILERS signaling cell - 1 Central warning display
9. CENTRAL WARNING DISPLAY- 2 KNR 1 Left hand control panel
-AIRFRAME pushbutton
10. CENTRAL WARNING DISPLAY- AZRGK 5 1 Overhead panel
-AIRFRAME circuit breaker
3. Description
A. Electric part of spoiler control system
The electric part of the spoiler control system includes the following items:
The spoilers circuit breaker which activates and electrically protects the feeding circuit of spoiler control.
The VG 15-K 2S switch which activates the spoiler control circuit.
The KNR push-buttons, actuated by a pressure cap, which activate the GA 184 U/2 solenoid valve.
The push-buttons are protected against unintended depression by a safety latch.
The extension of the spoilers is signaled to the crew by the SPOILERS signaling cell on CWD activated
by the LUN 3159.02-7 terminal switch.
B. Hydraulic part of spoiler control system
The hydraulic part of the spoiler control system includes the extension/retraction circuit of the spoilers
which is connected by means of the GA 184 U/2 solenoid valve to the constant pressure circuit (see
chapter 29). The devices and the piping of this circuit are located in the middle part of the wing. The
GA 184 U/2 solenoid valve is provided with four necks connected to pipings which connect the
solenoid valve with the constant pressure circuit, the return line and with the LUN 7138-8 spoiler actuator
EFFECTIVITY
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(2 necks). A throttle on the solenoid valve inlet is inserted into the constant pressure circuit to slow
the spoiler extension.
NOTE: General layout of the airplane hydraulic system is presented in chapter 029.
FIG. 1 DIAGRAM OF SPOILER EXTENSION AND RETRACTION

(1) LUN 7138-8 spoiler actuator; (2) GA 184 U/2 solenoid valve; (3) 0.45 mm dia throttle, B057 049N
a - constant pressure circuit (see chapter 29)
b - return circuit (see chapter 29.)
C. Mechanical part of spoiler control system

The mechanical part of the spoiler control system consists of pull rods (1), (2), (3), (4), (5), (6), (7) -
see fig. 3 - and levers (8), (12), (18) which connect the spoilers in one system. Linked to this
mechanical system by means of an adjustable eyebolt (19) is the LUN 7138-8 spoiler actuator (16)
which ensures the extension and retraction of the spoilers. The spoiler actuator is fastened to the
bracket (14) located on the rear wing spar. The lever (12) controls the LUN 3159.02-7 terminal
switch (17) through a pull rod located on the bracket (13). The stops in the spoiler control system
are arranged in such a way that the spoilers are provided with striking surfaces which run against
adjustable stop screws on the rear wing spar.
The deflections of the spoilers are given in chapter 6 - DIMENSIONS AND AREAS.
EFFECTIVITY
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4. Spoiler control system operation

With the circuit breaker spoilers and the switch spoiler in ON-positions and after withdrawing the mechanical
catch, the joint push-buttons on the left-hand steering wheel shall be depressed. The GA 184 U/2 solenoid
valve opens the supply of hydraulic fluid from the constant pressure circuit into the LUN 7138-8 ground
spoiler actuator. The spoilers are out while holding the push-buttons depressed.
Spoilers being out position is signaled by lighting the signal SPOILERS on the signaling panel.
EFFECTIVITY
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FIG. 2 SPOILER CONTROL SYSTEM – SCHEMATIC
EFFECTIVITY
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FIG. 3 SPOILER CONTROL

(1),(2),(3),(4),(5),(6),(7) Pull rod; (8) Lever; (9) Hinge; (10),(11) Bracket; (12) Lever;
(13),(14),(15) Bracket; (16) LUN 7138-8 spoiler actuator; (17) LUN 3159.02-7 switch;
(18) Lever; (19) Adjustable eyebolt with nut and washer; (20) Bolt with nut, washer and
split pin; (21) Bolt with nut, washer, split pin and dust cap; (22) Nut with washer and
split pin; (23) Bolt with nut and washer.
NOTE: Circled numbers indicate numbers of ribs.
EFFECTIVITY
027.61.00
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SPOILERS
FAULT ISOLATION
1. Different deflection of spoilers Length of control rods adjusted Adjust length of control rods
improperly
2. Spoilers fail to extend (or retract) Untightness of pipe unions or Tighten the unions, replace faulty
components in the spoiler components
extension/retraction circuit
Damaged piping in the Replace the damaged piping
extension/retraction circuit
NOTE: When adjusting the length of a control rod, make sure that the check hole in the rod is covered with
the threaded part of the fork.
EFFECTIVITY
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EFFECTIVITY
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SPOILERS
SERVICING
1. Check of the operation of push buttons for spoilers extension


Periodical
E. Procedures
(1) On the overhead panel turn on the BATTERY I, II, INVERTERS 36 V AC I switches, the SPOILERS
and the CENTRAL WARNING DISPLAY-AIRFRAME circuit breakers.
Switch on the SPOILERS. Switch on the central control panel.
(2) Tilt away the pressure cap on the LH steering wheel.
(3) By depressing one (any) of the two push-buttons installed under the pressure cap on the left-hand
steering wheel, the spoilers shall not extend and the SPOILERS signal on the central warning display
shall not light up.
(4) Press the pressure cap for about 5 seconds. The spoilers shall remain in the extended position
as long as the push-buttons on the LH steering wheel are depressed. The extension of spoilers
shall be signaled by the illumination of the yellow SPOILERS signal on the central warning display.
(5) Turn off all switches and circuit breakers.
EFFECTIVITY
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LUN 7138-8 SPOILER ACTUATOR

1. Purpose
The LUN 7138-8 spoiler actuator is intended for the extension and retraction of spoilers by means of hydraulic
pressure. It is a double-acting hydraulic cylinder with a mechanical lock of the retracted position.
2. Technical data
Stroke 50 ± 0.5 mm
Lock release pressure (unloaded) 0.5 to 2.45 MPa (5 to 25 kp/cm2)
Max. permissible loading of the lock 1470 N (150 kp)
Piston shifting pressure (unloaded) 0.6 MPa (5.5 kp/cm2)
3. Operation
The pressure of the hydraulic fluid supplied to the neck No. 1 shifts the plunger to the left. Thus the balls
of the lock are released and the hydraulic fluid acting on the piston with piston rod starts to move them
out by the length of the stroke. Conversely, when the hydraulic fluid is directed to the neck No. 2, its
pressure moves the piston rod. The balls in the piston shift the plunger to the left until they reach the
circular groove.
Then, due to the force of the spring, the plunger pushes the balls into the groove and thus the lock is locked.
In the extreme left position the piston hits the piston stop whereas in the extreme right position it hits the
safety cap. In both extreme positions the piston rod is damped by means of teflon rings which are fitted on
the piston rod. The rings slide on the inner surfaces of the plunger and the safety cap and discharge the
fluid through 0.3 mm dia hole.
EFFECTIVITY
027.61.01
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FIG. 1 LUN 7138-8 SPOILER ACTUATOR

(1) Cylinder; (2) Piston rod; (3) Eyebolt; (4) Teflon ring; (5) Packing ring; (6) Plunger; (7) Tube;
(8) Spring; (9) Piston rod stop; (10) Fork; (11) Nut; (12) Safety cap; (13) Felt ring; (14) Elbow;
(15) Ball; (16) Washer; (17) Nut; (18) Set screw; (19) Nut
EFFECTIVITY
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GA 184 U/2 SOLENOID VALVE

1. Purpose
The GA 184 U/2 two-position solenoid valve is intended for the remote control of hydraulic devices.
2. Technical data
Nominal operating pressure 20.59 MPa (210 kp/cm2)
Minimum operating pressure 2.94 MPa (30 kp/cm2)
Permissible counter pressure in return circuit max. 4.9 MPa (50 kp/cm2)
NOTE: In all operation modes the pressure in NECK 4 (pressure discharge) shall not exceed the pressure
in NECK 1 (pressure inlet).
Solenoid operation mode Continuous

Solenoid supply voltage 27 V ± 10 %
Minimum guaranteed operation voltage 20 V
Max. current drained by the solenoid at 30 V and + 20°C 0.9 A
3. Operation
When the solenoid is off, the pressure of the hydraulic fluid supplied from the pump to the passage (6) -
- see Fig. 2 - pushes the ball (5) to the right, thus opening the passage into the bellow of the piston (7).
The piston surface effected by the fluid pressure is larger than that of the slide valve (8) which results in
shifting the slide valve into the extreme left position. At this position of the slide valve the NECK 1 (pressure
inlet) is connected with the NECK 3 (actuator) (3) and the NECK 2 (actuator) (2) is connected with the NECK 4
(pressure discharge) (4). When turning the solenoid on, the core (9) moves to the extreme left position pressing
the ball (5) to the seat thus cutting the flow of the hydraulic fluid from the NECK 1 (pressure inlet) (1) into
the hollow of the piston (7) and joining that hollow with the NECK 4 (pressure discharge) (4). As a result
of the fluid pressure acting on the slide valve left face, the slide valve moves to the extreme right position,
depresses the spring (10) and shifts the piston (7) to the stop.
At this position of the slide valve, the NECK 1 (pressure inlet) (1) is connected with the NECK 2 (actuator) (2)
and the NECK 3 (actuator) (3) is connected with the NECK 4 (pressure discharge) (4).
EFFECTIVITY
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FIG. 1 GA 184 U/2 SOLENOID VALVE

(1) 2 RT 16 U2 ESh 5 plug-and-socket connector; (2) Screw; (3) Washer; (4) Seat; (5) Lifter;
(6) Sleeve; (7) Core; (8) Packing ring; (9) Spring; (10) Piston; (11) Spring; (12) Washer;
(13) Packing ring; (14) Bush; (15) Sieve; (16) Washer; (17) Packing ring; (18) Packing ring;
(19) Spacer; (20) Ball; (21) Pin; (22) Packing ring; (23) 184 009 A stop; (24) Packing ring;
(25) Plug; (26) Stop; (27) Packing ring; (28) Spring; (29) Packing ring; (30) Washer; (31) Stop;
(32) Coil; (33) Washer; (34) Plug; (35) Bush; (36) Packing ring; (37) Washer; (38) Bush;
(39) Piston; (40) Plug; (41) Shim; (42) Shim; (43) Slide valve; (44) Packing ring; (45) Washer;
(46) Packing ring; (47) Washer; (48) Washer; (49) Packing ring; (50) Support; (51) Body;
(52) Packing ring; (53) Washer; (54) Plug; (55) Cap; (56) Collar; (57) RI-95 screw; (58) Self-
locking nut; (59) Neck; (60) Packing ring; (61) Washer; (62) Neck; (63) Neck; (64) Washer.
EFFECTIVITY
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FIG. 2 FUNCTIONAL DIAGRAM OF GA 184 U/2 SOLENOID VALVE

(1) NECK 1 (pressure inlet); (2) NECK 2 (actuator); (3) NECK 3 (actuator); (4) NECK 4
(pressure discharge); (5) Ball; (6) Passage; (7) Piston; (8) Slide valve; (9) Core; (10) Spring
A - Solenoid OFF
B - Solenoid ON
a - high pressure line
b - return line
EFFECTIVITY
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EFFECTIVITY
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MAINTENANCE MANUAL
AUTOMATIC BANK CONTROL TABS

1. General
The system of automatic bank control is electro-hydraulic-mechanical.
NOTE: At flight speeds 205 km/hr the extension of the automatic bank control tabs is blocked.
1. AUT. BANK CONTROL switch VG 15K 2S 1 Central control panel

2. Relay TKE 52 PODG 2 Between frames No. 10 and 11, LH
3. Solenoid valve GA 184 U/2 1 Wing rib No. 3, RH
4. Relay TKE 52 PODG 1 Between frames No. 9 and 10, RH
5. Solenoid valve GA 184 U/2 1 Wing rib No. 3, LH
6. Automatic bank control tab actuator LUN 7134-8 2 Wing rib. No. 28, LH, RH
7. AUT. BANK CONTROL signaling cell - 2 Central warning display
8. PROP. FEATHERING AUT. BANK AZRGK 5 2 Overhead panel
CONTROL circuit breaker
9. CENTRAL WARNING DISPLAY- 2 KNR 1 LH control panel
-AIRFRAME push-button
10. FEATHERING-AUTO push-button 2 KNR 1 LH control panel
11. CENTRAL WARNING DISPLAY- AZRGK 5 1 Overhead panel
-AIRFRAME circuit breaker
12. Relay TKE 54 PODG 2 Between frames No. 10 and 11,
LH, RH
13. Pressure switch 0.05 K LUN 1492.01-8 4 Engine LH, RH
(LUN 1492.02-8)
14. Relay TKE 54 PODG 5 Between frames No. 10 and 11
3. Description
A. Electric part of the ABC tab control system
The electric part of the ABC tab control system includes the following items:
The PROP. FEATHERING / AUT. BANK CONTROL circuit breaker which switches and electrically
protects the feeding circuit of automatic bank control.
The AUT. BANK CONTROL switch which switches the control circuit of automatic bank control.
The TKE 52 PODG and TKE 54 PODG relays which activate the GA 184 U/2 solenoid valve of the
corresponding automatic bank control tab and turn on or off the signaling circuits and the circuits of
limiters.
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The extension of ABC tab is signaled by the AUT. BANK CONTROL signaling sell.
To enable the application of the system during landing (i.e. when power control lever are in a
position below 88 ± 1 % n g ) the engine is equipped with 0.05 K LUN 1492.01-8 pressure switches
which sense the air after the compressor.
To prevent unintentional ABC tab extension each engine is equipped with two series-connected
0.05 K LUN 1492.01-8 pressure switches.
B. Hydraulic part of the ABC tab control system
The hydraulic part of the ABC tab control system consists of the ABC tab extension/retraction circuit
which is connected by the GA 184 U/2 solenoid valves to the constant pressure circuit (see chapter 29).
The components and piping of the ABC tab extension/retraction circuit are located in the wing.
The GA 184 U/2 solenoid valves are provided with four necks by two of which are connected to the
constant pressure circuit and return circuit and by the remaining two the hydraulic fluid is led to the
LUN 7134-8 automatic bank control actuator.
NOTE: General layout of the hydraulic system is presented in chapter 029.
FIG. 1 DIAGRAM OF ABC TAB EXTENSION / RETRACTION

(1) LUN 7134-8 automatic bank control tab actuator; (2) GA 164 U/2 solenoid valve
a - contact pressure circuit (see chapter 29)
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C. Mechanical part of the ABC tab control system

The mechanical part of the control system of the automatic bank control tabs consists of rods (1)
and levers (2) - see fig. 2.
Connected to this mechanical system are the LUN 7134-8 (3) actuators which supply the power
necessary for the extension and retraction of the automatic bank control tabs. The actuators are
fastened to brackets (4) located on the wing ribs No. 28. The deflections of automatic bank control
tabs are shown in chapter 6 - DIMENSIONS AND AREAS.
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FIG. 2 AUTOMATIC BANK CONTROL TABS

(1) Rod; (2) Lever; (3) LUN 7134-8 automatic bank control tab actuator; (4) Bracket; (5) Bracket;
(6) Screw with nut, washer and split pin; (7) Screw with nut, washer, split pin and dust cap.
NOTE: Circled numbers indicate numbers of ribs.
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4. Operation of the ABC tab control system

The Automatic Bank Control (ABC) tab control system is in operation mode only with running engines.
System works in two modes:
A) at the Take-off Mode together with the automatic feathering system.
B) at the Landing Approach Mode. Automatic feathering system is not in readiness in this mode.
Setup of ABC tab control system into readiness condition

A) at the Take-off Mode
by the switch-on the two PROP. FEATHERING/AUT. BANK CONTROL circuit breakers on the
overhead panel and the AUT. BANK CONTROL switch on the central control panel.
The AUTOM. FEATHERING switch on the central control panel can be in position On or Off.
The green AUT. BANK CONTROL signal cell on the Central Warning Display - Airframe (CWD)
illuminates and signalizes operational readiness of the ABC system.
If the AUTOM. FEATHERING switch, on the central control panel, is in position On and power control
levers of both engines are in the position corresponding to 88 +/- 1% NG (92 +/- 1% N G) and higher, the
automatic feathering system becomes operational readiness within 5 - 7 sec, which is signaled with
illumination of the green AUTOM. FEATHERING signal cell on the Central Warning Display - Engine
(LH, RH). The ABC tab control system stays in readiness condition.
At the increasing the aircraft speed over 205 km/h, occurs the switch-off the ABC tab control
system, which is indicated by switching off the green AUT. BANK CONTROL signal cell.
Automatic feathering system stays in readiness condition.
B) at the Landing Approach Mode

by the switch-on the two PROP. FEATHERING/AUT. BANK CONTROL circuit breakers on the
overhead panel and the AUT. BANK CONTROL switch on the central control panel and at the aircraft
speed under 205 km/h.
The AUTOM. FEATHERING switch on the central control panel can be in position On or Off.
The green AUT. BANK CONTROL signal cell on the Central Warning Display - Airframe (CWD)
illuminates and signalizes operational readiness of the automatic bank control system.
At the increasing the aircraft speed over 205 km/h, occurs the switch-off the ABC tab control
system. At the decrease the aircraft speed under 205 km/h, occurs the switch-on the ABC tab
control system.
If the AUTOM. FEATHERING switch, on the central control panel, is in position On and power control
levers of both engines are in the position lower than 88 +/- 1% NG (92 +/- 1% N G) the automatic
feathering system is not in readiness condition.
NOTE: N G = 88 ± 1% (at atmospheric temperatures from -50° to +20°C)

N G = 92 ± 1% (at atmospheric temperatures from -20° to +50°C)
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FIG. 3 ABC TAB CONTROL - SCHEMATIC
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MAINTENANCE MANUAL
Extension / Retraction of Automatic Bank Control tabs

Extension of automatic bank control tab is activated at the drop-out of engine.
Necessary condition for the extension of ABC tab is the readiness of ABC tab system, which is signaled
with illumination of the green AUT. BANK CONTROL signal cell on the Central Warning Display - Airframe.
A) Take-off Mode
When the torque of one of the engines drops to approximately 24% T Q , occurs the switch-on the
contacts of 1st level of LUN 3280 autofeather pressure switch and thereby is the ABC tab system
activated as follows:
a) ABC tab on the side of inoperative engine is blocked and will remain retracted
b) occurs to the extension of the ABC tab on the side of operating engine
c) extinguishes the green AUT. BANK CONTROL signal cell on the Central Warning Display -
Airframe (CWD)
d) the yellow AUT. BANK CONTROL signal cell on the Central Warning Display - Airframe (CWD) will
illuminating.
e) At the increasing aircraft speed over 205 km/h during the extension condition of the ABC tab,
occurs to automatic retraction of the ABC tab, which is signaled with the extinguishing the
yellow AUT. BANK CONTROL signal cell on the Central Warning Display - Airframe (CWD).
f) At the decrease the aircraft speed under 205 km/h again, the ABC tab does not extend again.
g) When the torque of engine further drops to approximately 18% T Q , occurs the switch-on the
contacts of 2nd level of LUN 3280 autofeather pressure switch and thereby is the automatic
feathering system activated.
B) Landing Approach Mode
When decrease the air pressure behind engine compressor under value 0.05 MPa, i. e. under idle
engine power rating, occurs to the switch-off the contacts 0.05K LUN 1492.01-8 pressure switches
and thereby is the ABC tab system activated.
Further operation of the ABC tab control system is similarly as in Take-off mode
- refer to the points a) to f)
Automatic feathering system is inoperative in this mode.
The reset of the ABC tab control system is performed with the switch-off the two
PROP. FEATHERING/AUT. BANK CONTROL circuit breakers on the overhead panel and the AUTOM.
FEATHERING and AUT. BANK CONTROL switches on the central control panel and their switch-on.
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AUTOMATIC BANK CONTROL TABS

SERVICING
1. Check of the operation of ABC-tabs with running engines

A. Fixture, Test and Support Equipment External power supply unit

Periodical
E. Procedures
(1) Connect the airplane to the external power supply unit.

With one engine inoperative and the conditions for the ABC system operational readiness
fulfilled, the ABC tab shall extend on the operating engine side.
(2) Switch on the following devices on the overhead panel:
• all circuit breakers in the CIRCUIT BREAKERS group (under the plastic shield)
• BATTERY I, II switches and INVERTERS 36 V AC I, II in the POWER SUPPLY group
(3) Switch on the PROP. FEATHERING/AUT. BANK CONTROL circuit breakers on the overhead panel.
(4) Start one engine according to the Flight Manual, chapter 4.
(5) Turn on the AUT. BANK CONTROL switch on the central control panel. The yellow AUT. BANK
CONTROL signal shall light up on the central warning display and the ABC tab shall extend on
the operating engine side.
(6) Turn off the AUT. BANK CONTROL switch on the central control panel. The yellow AUT. BANK
CONTROL signal shall go out and the ABC tab on the operating engine side shall retract.
(7) Start the other engine according to the Flight Manual, chapter 4.
(8) Turn on the AUT. BANK CONTROL switch on the central control panel. The green AUT. BANK
CONTROL signal shall light up on the CWD signalizing operational readiness of the ABC system.
(Hereby are checked all 4 pcs the 0.05K LUN 1492.XX-8 pressure switches that means, if any
from the four pressure switches is faulty, the green AUT. BANK CONTROL signal not light up on
the CWD signalizing operational readiness of the ABC system).
(9) Stop the engines according to the Flight Manual, chapter 4.
(10) Repeat the check according to steps (2) to (9) starting with the other engine.
(11) Stop the engines according to the Flight Manual, chapter 4.
(12) Disconnect and remove the external power supply unit.
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LUN 7134-8 AUTOMATIC BANK CONTROL TAB ACTUATOR

1. Purpose
The LUN 7134-8 automatic bank control tab actuator is intended for the extension/retraction of the automatic
bank tabs by means of hydraulic pressure. It is a double-acting hydraulic cylinder with a mechanical lock
of the retracted position.
2. Technical data
Stroke 50 ± 0.5 mm
Lock release pressure (unloaded) 0.5 to 2.45 MPa (5 - 25 kp/cm2)
Max. permissible load on the lock 1470 N (150 kp)
Piston shifting pressure (unloaded) 0.6 MPa (5.5 kp/cm2)
3. Operation
The pressure of the hydraulic fluid supplied to the neck No. 1 shifts the plunger to the left. Thus the balls
of the lock are released and the hydraulic fluid acting on the piston starts to move it out by the length of the
stroke. Conversely, when the hydraulic fluid is directed to the neck No. 2, its pressure moves the piston rod.
The balls in the piston shift the plunger to the left until they reach the circular groove.
Then, due to the force of the spring, the plunger pushes the balls into the groove and thus the lock is locked.
In the extreme left position the piston hits the piston stop whereas in the extreme right position it hits the
safety cap. In both extreme position the piston rod is damped by means of teflon rings which are fitted on
the piston rod. The rings slide on the inner surfaces of the plunger and the safety cap.
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FIG. 1 LUN 7134-8 AUTOMATIC BANK CONTROL TAB ACTUATOR

(1) Cylinder; (2) Piston rod; (3) Ball; (4) Teflon ring; (5) Packing ring; (6) Plunger; (7) Tube;
(8) Spring; (9) Piston rod stop; (10) Fork; (11) Nut; (12) Safety cap; (13 Felt ring; (14) Pipe
coupling; (15) Fork; (16) Nut; (17) Washer; (18) Adjusting screw.
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MAINTENANCE MANUAL
TKE 52 PODG, TKE 54 PODG RELAYS

1. Purpose
The TKE 52 PODG, TKE 54 PODG sealed relays are intended for the communication of DC circuits in
airplane electric systems.
2. Technical data
Nominal voltage of the controlled circuit 27 V DC
Nominal current of the controlled circuit 5A
Nominal switching voltage 27 V DC
Switching current 0.05 to 5 A
3. Operation
When voltage is supplied to the contacts A - B, the current passing through the coil creates a magnetic
field which draws the relay armature in and the relay contacts are switched over. When voltage supply
is stopped a spring returns the armature and the contacts return to the initial position.
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FIG. 1 DIAGRAM OF THE RELAY THE 52 PODG
FIG. 2 DIAGRAM OF THE RELAY TKE 54 PODG
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0.05 K LUN 1492.01-8 PRESSURE SWITCH

1. Purpose
The pressure-operated switch is intended to connect electric circuits when a preset pressure is
achieved.
NOTE: The pressure switches marked with letter ”K”

(e.g. 0.05 K LUN 1492.01-8 or 0.05 K LUN 1492.02-8)
are intended for communication switching of circuits at pressure decrease.
2. Technical data
0.05 K LUN 1492.01-8 0.05 K LUN 1492.02-8
Operating range 0.01 – 0.05 MPa 0.04 – 0.16 MPa
(0.1 – 0.5 kp/sq m) (0.4 – 1.6 kp/sq m)
Rated pressure 0.05 MPa 0.05 MPa
(0.5 kp/sq m) (0.5 kp/sq m)
Adjustment tolerance /permissible deviation of ±0.001 MPa ±0.001 MPa
the actual switching pressure from the rated (± 0.01 kp/sq m) (± 0.01 kp/sq m)
value/
Maximum overloading by pressure 1 MPa (10 kp/sq m) 1 MPa (10 kp/sq m)
3. Operation
Pressure acts through a damping element to a diaphragm-based pressure-gauge unit the deflection of
which is transmitted to a flexible lever and then to a limit switch spring (via a ceramic insulator). As soon
as the pressure reaches the rated value, the limit switch connects the electric circuit contacts.
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FIG. 1 0.05 K LUN 1492.01-8 OR LUN 1492.02-8 PRESSURE SWITCH

(1) Body; (2) Pressure box; (3) Screwed fitting subassembly; (4) Bolt; (5) Spring with
microswitch; (6) Body; (7) Cover; (8) Lid; (9) Shim; (10) Dampener.
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CHAPTER
28
FU EL
MAINTENANCE MANUAL
CHAPTER 28
FUEL

Section, Section,
Subject Subject
Title page - - 028.00.00 303 Nov 1/11

List of Effective Pages 1 Mar 10/17 Servicing 304 May 30/14
2 Mar 10/17 305 May 30/14
3 Mar 10/17 306 May 30/14
4 Nov 20/15 307 May 30/14
Record of Revisions 1 May 30/14 308 May 30/14
2 Mar 10/17 309 May 30/14
3 Nov 1/11 310 May 30/14
4 Nov 1/11 311 May 30/14
Record of Temp. Revisions 1 Nov 1/11 312 May 30/14
2 Nov 1/11 028.10.00 1 Nov 1/11
Contents 1 May 30/14 Description and Operation 2 Mar 10/17
2 May 30/14 3 Nov 1/11
3 May 30/14 4 Nov 1/11
4 May 30/14 5 Nov 1/11
5 Mar 10/17 6 Nov 1/11
6 Nov 20/15 7 Mar 10/17
7 May 30/14 8 Mar 10/17
8 May 30/14 9 Nov 1/11
028.00.00 1 Nov 1/11 10 Nov 1/11
Description and Operation 2 Apr 5/13 11 Nov 1/11
3 Nov 1/11 12 Nov 1/11
4 Nov 1/11 13 Nov 1/11
5 Nov 1/11 14 Nov 1/11
302 May 30/14

ALL Page: 1
Mar 10/17
MAINTENANCE MANUAL

Section, Section,
Subject Subject
028.10.00 401 May 30/14 028.20.01 401 Nov 1/11

Removal / Installation 402 Mar 10/17 Removal / Installation 402 Nov 1/11
403 May 30/14 403 Nov 1/11
404 May 30/14 404 Nov 1/11
405 Mar 10/17 028.20.02 1 Nov 1/11
407 May 30/14 028.20.03 1 Nov 20/15
409 May 30/14 3 Nov 1/11
410 Dec 10/14 4 Nov 1/11
411 Mar 10/17 Servicing 301 Apr 5/13
412 Dec 10/14 302 Nov 1/11
413 Dec 10/14 028.20.04 1 Nov 1/11
414 Dec 10/14 Description and Operation 2 Nov 1/11
028.10.01 1 Nov 1/11 028.20.05 1 Nov 1/11
028.20.00 1 Nov 1/11 3 Nov 1/11
3 Nov 1/11 028.20.06 1 Nov 1/11
5 Nov 20/15 028.20.07 1 Nov 1/11
8 Nov 1/11 402 Nov 1/11
9 Nov 1/11 403 Nov 1/11
10 Nov 1/11 404 Nov 1/11
11 Nov 1/11 028.20.08 1 Nov 1/11
Fault Isolation 101 Nov 1/11 3 Nov 1/11
102 Nov 1/11 4 Nov 1/11
028.20.01 1 Mar 10/17 Servicing 301 May 30/14
302 Mar 10/17 304 May 31/12

ALL Page: 2
Mar 10/17
MAINTENANCE MANUAL

Section, Section,
Subject Subject
028.20.08 401 Nov 1/11 028.40.00 5 Nov 1/11

Removal / Installation 402 Nov 1/11 Description and Operation 6 Nov 1/11
028.20.09 1 Nov 1/11 7 Nov 1/11
028.20.09 301 May 30/14 Fault Isolation 101 Nov 1/11
028.20.11 1 May 30/14 303 Mar 10/17
Description and Operation 2 May 30/14 304 Mar 10/17
3 May 30/14 028.40.01 1 Nov 1/11
028.20.12 1 May 30/14 3 Nov 1/11
028.20.13 1 May 30/14 Removal / Installation 401 Nov 1/11
028.20.14 1 May 30/14 028.40.02 1 Nov 1/11
3 May 30/14 028.40.03 1 Nov 1/11
028.30.00 1 Nov 1/11 3 Nov 1/11
Fault Isolation 101 Nov 1/11 Removal / Installation 401 Nov 1/11
102 Nov 1/11 402 Nov 1/11
028.30.01 1 Nov 1/11 028.40.04 1 Mar 10/17
Description and Operation 2 Nov 1/11 Description and Operation 2 Mar 10/17
028.30.02 1 Nov 1/11 Removal / Installation 401 Mar 10/17
028.30.03 1 Nov 1/11 028.40.05 1 Mar 10/17
028.40.00 1 Mar 10/17 Removal / Installation 401 Nov 1/11
Description and Operation 2 Mar 10/17 402 Nov 1/11
3 Nov 20/15 028.40.06 1 Nov 1/11

ALL Page: 3
Mar 10/17
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Section, Section,
Subject Subject
028.40.06 401 Nov 1/11

028.40.07 1 Nov 1/11
302 Apr 5/13
303 Nov 1/11
304 Nov 1/11
402 Nov 1/11
403 Nov 1/11
404 Nov 1/11
405 Nov 1/11
406 Nov 1/11
028.40.08 1 Nov 1/11
3 Nov 1/11
4 Nov 1/11
028.40.09 1 Nov 1/11
028.40.10 1 Nov 1/11
402 Nov 1/11
028.40.11 1 Nov 1/11
402 Nov 1/11
028.40.12 1 Nov 20/15
028.40.13 1 Nov 1/11
028.40.14 1 Nov 1/11

ALL Page: 4
Nov 20/15
MAINTENANCE MANUAL
CHAPTER 28
FUEL
RECORD OF REVISIONS

Section,
Subject
10 028-List of 1 to 4 - -
Effective Pages
028-Record of 1 - -
Revision
L410UVP-E/145d May 31/12
028.20.03 301 - -
028.20.08 302 - -
- 303 -
- 304 -
11 028-List of 1 to 3 - -
Effective Pages
028-Record of 1 - -
Revision
028.00.00 2 - - L410UVP-E/170d Apr 5/13
028.20.03 301 - -
028.40.00 2 - -
028.40.07 302 - -
12 028-List of 1 to 4 - -
Effective Pages
Revision
028-Contents 1 to 6 7 to 8 -
028.00.00 301 to 302 - -
304 to 310 311 to 312
L410UVP-E/196d May 30/14
028.10.00 301 to 302 - -
401 to 414 - -
028.20.01 301 to 302 - -
028.20.08 301 to 302 - -
028.20.09 301 - -
028.20.11 - 1 to 4 -

ALL Page: 1
May 30/14
MAINTENANCE MANUAL

Section,
Subject
12 028.20.12 - 1 to 2 -
028.20.13 - 1 to 2 -
L410UVP-E/196d May 30/14
028.20.14 - 1 to 4 -
028.40.00 2 - -
13 028-List of 1 to 2 - -
Effective Pages
028-Record of 2 - -
Revision L410UVP-E/208d Dec 10/14
028.10.00 2 - -
410 to 414 - -
14 028-List of 1 to 4 - -
Effective Pages
028-Record of 2 - -
Revision
028.20.00 5 - - L410UVP-E/220d Nov 20/15
028.20.03 1 to 2 - -
028.40.00 2 to 3 - -
301 - -
028.40.12 1 to 2 - 3 to 4
15 028-List of 1 to 3 - -
Effective Pages
028-Record of 2 - -
Revision
028-Contents 5 - -
028.10.00 2 - -
7 to 8 - -
402, 405, 411 - - L410UVP-E/236d Mar 10/17
028.20.00 4 - -
028.20.01 1, 302 - -
028.40.00 1 to 2 - -
302 to 304 - -
028.40.04 1 to 2, 401 - -
028.40.05 1 - -

ALL Page: 2
Mar 10/17
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 3
Nov 1/11
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 28
FUEL

Section,
Subject

ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 28
FUEL
CONTENTS

Section,
Subject

General 1
General 201
Servicing 301
Inspection of the components and piping of the fuel 301
system
Inspection of lower wing surface for fuel leaks 302
Check of the drain pipes and drain holes on lower 302
wing surface
Check of fuel cross-feed piping for correct function 303
Inspection of the piping and hoses of the fuel system 304
Drain of the fuel cleaners 306
Leakage test of fuel system 308
STORAGE 028.10.00 1 ALL
General 1
Collector fuel tank 2
Middle fuel tank 4
Outer fuel tank 6
Additional fuel tank 9
Wingtip fuel tank (if installed) 12
Venting tank (if installed pressure fuelling system) 14
Fault Isolation 101
Servicing 301
Inspection of the fuel tank venting tube orifices 301
Inspection of the rubber sleeves with filling necks 301
and the screens in the filling necks of fuel tanks
Inspection of the wing tip fuel tanks conditions (if 302
installed)
Removal of the collector fuel tank 401
Installation of the collector fuel tank (from spare parts) 402
Removal of the middle fuel tank 403
Installation of the middle fuel tank (from spare parts) 404
Removal of the outer fuel tank 406
Installation of the outer fuel tank (from spare parts) 407
Removal of the additional fuel tank 408
Installation of the additional fuel tank (from spare parts) 409
Removal of the wingtip fuel tank 410
Installation of the wingtip fuel tank 411
ALL Page: 1
May 30/14
MAINTENANCE MANUAL

Section,
Subject
Removal of the venting tank between ribs No. 14 028.10.00 412

and 15 (if installed pressure fuelling system)
Installation of the venting tank (if installed pressure 413
fuelling system)
General instructions for handling rubber fuel tanks 414
LUN 7783-8, 140 LUN 7783.01-8 AND 210 LUN 7783.01-8 028.10.01 1 ALL
FUEL TANK FILLER CAPS
Purpose 1
Technical data 1
Operation 1
DISTRIBUTION 028.20.00 1 ALL
General 1
Operation 6
Fault Isolation 101
410 PCR-1V (8), ECN-40, LUN 6283-8 FUEL PUMP 028.20.01 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Check of the tightness of the 410 PCR-1V (8), 301
ECN 40, LUN 6283-8 fuel pump
Check of the brushes on the 410 PCR-1V (8), 302
ECN 40, LUN 6283-8 fuel pump
Removal and installation of the 410 PCR-1V (8), 401
ECN-40, LUN 6283-8 fuel pump
LUN 2474.3-8 SOLENOID VALVE 028.20.02 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 7691.XX-8 FUEL FILTER 028.20.03 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Replacement of cartridges in the LUN 7691.XX-8 301
fuel filter
LUN 7370-8 FUEL COCK 028.20.04 1 ALL
Purpose 1
Technical data 1
Operation 1
ALL Page: 2
May 30/14
MAINTENANCE MANUAL

Section,
Subject
10 LUN 7581.04-8, 16 LUN 7581.02-8, 10 LUN 7581.05-8 028.20.05 1 ALL

NON-RETURN VALVES
Purpose 1
Technical data 1
Operation 1
25 LUN 7376-8 COCK 028.20.06 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 6281 FUEL PUMP 028.20.07 1 ALL
Purpose 1
Technical data 1
Operation 1
Removal of the LUN 6281 fuel pump 401
Installation of the LUN 6281 fuel pump 403
443 958 219 001 OIL-TO-FUEL HEATER (if installed) 028.20.08 1 ALL
Purpose 1
Description 1
Operation 1
Servicing 301
Check of the operation of the 443 958 219 001 301
oil-to-fuel heater
Draining oil from the 443 958 219 001 oil-to-fuel heater 302
Visual check of the 443 958 219 001 oil-to-fuel 303
heater
Removal and installation of the 443 958 219 001 401
oil-to-fuel heater
0.016 S LUN 1492.01-8 PRESSURE SWITCH (if installed) 028.20.09 1 ALL
Purpose 1
Description 1
Operation 1
Servicing 301
Check of the operation of the 301
0.016S LUN 1492.01-8 pressure switch
4 LUN 7565-8 NON-RETURN VALVE 028.20.10 1 ALL
Purpose 1
Technical data 1
Operation 1
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Section,
Subject
LUN 7349.81-8 TWO-WAY SOLENOID VALVE (if installed) 028.20.11 1 ALL

Purpose 1
Technical data 1
Operation 1
LUN 7748.80-8 FILLER NECK (if installed) 028.20.12 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 7391.80-8 FLOAT CONTROLLED VALVE (if installed) 028.20.13 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 7446.81-8 DIFFERENTIAL VALVE (if installed) 028.20.14 1 ALL
Purpose 1
Technical data 1
Operation 1
DRAINAGE 028.30.00 1 ALL
General 1
Fault Isolation 101
1703 A DRAIN NECK 028.30.01 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 7350-8 DRAIN VALVE 028.30.02 1 ALL
Purpose 1
Technical data 1
Operation 1
B 560 668 N, B 560 430 N DRAIN VALVES 028.30.03 1 ALL
Purpose 1
Technical data 1
Operation 1
INDICATING 028.40.00 1 ALL
General 1
Operation 3
Fault Isolation 101
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Section,
Subject
Servicing 028.40.00 301

Check of fuel gauge adjustment, min. fuel reserve 301
signaling and fuel level switch function
LUN 1634.01-8 FUEL GAUGE INDICATOR 028.40.01 1 ALL
Purpose 1
Technical data 1
Description 1
Operation 1
Removal and installation of the LUN 1634.01-8 fuel 401
gauge indicator
LUN 1642-8 POWER SUPPLY BOX 028.40.02 1 ALL
Purpose 1
LUN 1635-8 FUEL GAUGE TRANSMITTER 028.40.03 1 ALL
Purpose 1
Description 1
Removal and installation of the LUN 1635-8 fuel 401
gauge transmitters
LUN 1636.01-8/M OR LUN 1636.01-8/MOD.A FUEL GAUGE 028.40.04 1 ALL
TRANSMITTER
Purpose 1
Description 1
Removal and installation of the LUN 1636.01-8/M 401
or LUN 1636.01-8/MOD.A fuel gauge transmitter
Purpose 1
Description 1
gauge transmitter
Purpose 1
Description 1
gauge transmitter
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Section,
Subject
X,XX X LUN 1492.XX-8 PRESSURE SWITCHES 028.40.07 1 ALL

Purpose 1
Technical data 1
Operation 1
Servicing 301
Check of the pressure switches 301
Removal and installation of the pressure switches 401
LUN 1559-8 FUEL PRESSURE TRANSMITTER 028.40.08 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 1538.01 THREE-POINTER INDICATOR 028.40.09 1 ALL
Purpose 1
Technical data 1
Operation 2
LUN 1674-8 WINGTIP TANK FUEL GAUGE INDICATOR 028.40.10 1 ALL
Purpose 1
Technical data 1
Operation 1
Removal and installation of the LUN 1674-8 wingtip 401
tank fuel gauge indicator
LUN 1649-8 WINGTIP TANK FUEL GAUGE TRANSMITTER 028.40.11 1 ALL
Purpose 1
Technical data 1
Operation 1
Removal and installation of the LUN 1649-8 wingtip 401
fuel gauge transmitter
B560528N (S-2) OR B563299N (S-2.01) FUEL LEVEL 028.40.12 1 ALL
ANNUNCIATOR
Purpose 1
Technical data 1
Operation 1
B 563 570 L, P (SH) LEVEL SWITCH 028.40.13 1 ALL
(if installed pressure fuelling)
Purpose 1
Technical data 1
Operation 1
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Section,
Subject
B 563 562 N (SH 1) LEVEL SWITCH 028.40.14 1 ALL

(if installed pressure fuelling)
Purpose 1
Technical data 1
Operation 1
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GENERAL
1. General
The fuel system is designed to supply the engines with fuel under all operation conditions and temperatures
which can be met during aircraft operation in various environments. The fuel system is designed for supplying
fuel at adequate pressure at all flight altitudes in which the aircraft is capable of being operated.
The fuel system consists of fuel tanks, connecting piping, fuel distribution components and instruments
indicating the quantity and pressure of fuel and fuel flow rate measurement system (if installed).
The system is divided into a LH and RH section. Both sections are identical. Each section contains four
fuel tanks in the wing and one wingtip fuel tank.
The aircraft can be operated either with wingtip fuel tanks or without them.
The left hand fuel system supplies the LH engine; the right hand fuel system supplies the right engine.
If necessary, both systems can be interconnected by solenoid valves which permit to feed either one
engine from both fuel systems or both engines from one fuel system.
Fuel is filled in into each system separately through filler necks (gravity fuelling).
If central pressure fuelling system is installed all the fuel tanks can be filled through a single fuelling
point.
NOTE: Wingtip tanks on some aircrafts need not be installed and can be supplied in the aircraft spare
parts set.
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FIG. 1 LOCATION OF FUEL SYSTEM COMPONENTS - PART I (L410UVP-E, E9, E20)

Legend for figure - see page 5
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FIG. 2 LOCATION OF FUEL SYSTEM COMPONENTS - PART I (L410UVP-E20)

Legend for figure - see page 5
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FIG. 3 LOCATION OF FUEL SYSTEM COMPONENTS - PART II (L410UVP-E, E9, E20)

(DETAIL VIEWS A, B FROM FIG. 1, 2)
Legend for figure - see the following page
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Legend to fig. 1:
(1) LUN 1649-8 wingtip tank fuel gauge transmitter; (2) LUN 2474.3-8 solenoid valve; (3) LUN 6281-8 fuel
pump; (4) 0.012 K LUN 1492.01-8 pressure switch; (5) LUN 1635-8 fuel gauge transmitter;
(6) LUN 1636.01-8 or LUN 1636.01-8/MOD.A fuel gauge transmitter; (7) LUN 1637-8 fuel gauge
transmitter; (8) LUN 1638-8 fuel gauge transmitter; (9) B 560 528 N (S-2) level switch;
(10) LUN 1642-8 power supply box; (14) LUN 1634.01 fuel gauge indicator; (15) LUN 1674 wingtip
tank fuel gauge indicator; (16) LUN 1538.01 three-pointer indicator; (17) LUN 1559-8 fuel pressure
transmitter; (18) 0.03 K LUN 1492.01-8 pressure switch
Legend to fig. 2:
(1) 0.016 S LUN 1492.01-8 pressure switch; (2) LUN 7349-8 two-way valve; (3) 0.2 S LUN 1492.03-8
pressure switch; (4) 0.012 K LUN 1492.01-8 pressure switch; (5) LUN 1635-8 fuel gauge transmitter;
(6) LUN 1638.01-8 or LUN 1636.01-8/MOD.A fuel gauge transmitter; (7) LUN 1637-8 fuel gauge
transmitter; (8) LUN 1638-8 fuel gauge transmitter; (9) B 560 528 N (S-2) level switch;
(10) LUN 1642-8 power supply box; (14) LUN 1634.01 fuel gauge indicator; (15) LUN 1674 wingtip
tank fuel gauge indicator; (16) LUN 1538.01 three-pointer indicator; (19) B 563 570 L, P (SH) level
switch; (20) LUN 7452 differential valve; (21) Venting tank (between 14. and 15. ribs);
(22) LUN 6281-8 fuel pump; (23) LUN 7748-8 filler neck; (24) B 563 562 N (SH-1) level switch;
(25) LUN 7391 float-controlled valve; (26) B 563 450 L, P float controlled valve; (27) LUN 1649-8 wingtip
tank fuel gauge transmitter; (28) PC 900 flow indicator; (29) M 2002 thermal switch; (30) LUN 1493.02
differential pressure switch
NOTE: No. 1, 3, 19, 20, 21, 23, 24, 25 are used only if central fuelling system is installed.
Legend to fig. 3:
(2) LUN 2474.3-8 solenoid valve; (11) 410 PCR 1 V (8) or LUN 6283-8 fuel pump; (12) B 560 454 N TR
thermo regulator; (13) LUN 7691.01-8 fuel filter; (17) LUN 1559-8 fuel pressure transmitter;
(18) 0.03 K LUN 1492.01-8 pressure switch
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GENERAL
1. General
• dents
• ruptures
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GENERAL
SERVICING
1. Inspection of the components and piping of the fuel system

B596276N Propeller blocking
C. Tools No. 697 (6x120) screwdriver

Z 37.9110-10 flat screwdriver

Routine, Periodical
E. Procedures
(1) Place the steps (e.g. B097300N) to the LH and RH engine nacelle.
(2) Remove the B596276N propeller blocking.
(3) Release and tilt down the lower engine cowl according to the work procedure specified in chapter 54.
(4) Block the propellers with the B596276N propeller blocking.
(5) Using the flat screwdriver remove the lateral fairings between the fuselage and the wing.
(6) Open the fuel cocks and close the fuel shut-off valves with the control levers on the front control
panel.
(7) Switch on the BATTERY I, II switches, CENTRAL WARNING DISPLAY - LH ENGINE, ELECTRO,
RH ENGINE circuit breakers, the INVERTERS 36 V AC I switch and the FUEL PUMP LH, RH
circuit breaker on the overhead panel.
CAUTION: THE FUEL PUMPS CAN BE SWITCHED ON ONLY IF THERE IS SUFFICIENT

QUANTITY OF FUEL IN THE FUEL TANKS (THE SIGNAL LIGHT MINIMUM FUEL
IN THE CORRESPONDING CWD SECTION IS OFF) AND IF THE AIRCRAFT IS
CONNECTED TO AN EXTERNAL POWER SUPPLY.
(8) Check that the fuel system does not leak in the area of the fuel pumps (wing-to-fuselage fairing
area) and engine nacelles. Check that there is no evidence of leaking fuel on the lower surface
of the LH and RH wing.
With running fuel pumps, opened fuel cocks and closed fuel shut-off valves, the fuel system must
be absolutely free of any leaks.
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No traces of leaking fuel on the lower surface of the LH and RH wing are permissible. Repair
leakage, if any failure occurs.
(9) Switch off all switches and circuit breakers on the overhead panel.
(10) Close the fuel cocks with the control levers on the front control panel.
(11) Remove the B596276N propeller blocking.
(12) Close and fasten the lower engine cowls according to the work procedure outlined in chapter 54.
(13) Block the LH and RH propeller with the B596276N propeller blocking.
(14) Re-install the lateral fairing between the wing and the fuselage.
(15) Remove the steps from the aircraft.
2. Inspection of lower wing surface for fuel leaks


Routine
E. Procedures
(1) Check the lower surface of the LH and RH wing and of the wingtip tanks.
There must be no traces of leaking or soaking fuel on the lower surface of wing and wingtip tanks.
Remove the cause of fuel leakage or soakage.
(2) The inspection per item 1. is to be carried out during every fueling.
3. Check of the drain pipes and drain holes on lower wing surface

Periodical
E. Procedures
NOTE: The inspection is to be performed mainly on those aircrafts where rubber fuel tanks
manufactured before 5 years and more are installed.
The inspection must be carried out with the rubber tank fully filled.
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(1) Inspect the lower side of the LH and RH wings at fuel tanks locations. There must be no fuel
leakage from the drain piping or from the drain holes.
Find out and remove the cause of fuel leakage, if any. If a rubber fuel tank is faulty replace it
with a new one.
(2) The inspection per item (1) is to be carried out after every fueling.
CAUTION: IF A RUBBER FUEL TANK WAS REMOVED FROM THE AIRCRAFT AFTER
7 YEARS FROM THE DATE OF ITS MANUFACTURE FOR ANY REASON (EVEN
IF THERE WAS NO LEAKAGE), SUCH TANK MUST NOT BE REINSTALLED
INTO THE AIRCRAFT.
4. Check of fuel cross-feed piping for correct function


Periodical
E. Procedures
(1) Connect the external power supply.
(2) Switch on the BATTERY I, II switches and the CENTRAL WARNING DISPLAY - AIRFRAME,
LH ENGINE, RH ENGINE and FUEL CROSSFEED circuit breakers on the overhead panel.
FUEL PRESSURE signaling cells in the LH and RH engine section of the CWD must light up.
Set the FUEL control lever of the right hand engine on the front control panel to OPEN, set the
FUEL SHUT-OFF VALVE control lever to SHUT (pull to stop).
Switch on the FUEL PUMP - LH circuit breaker. The FUEL PRESSURE signaling cell for the
right hand engine must go off. Switch off the FUEL PUMP - LH circuit breaker.
Remove the cause of incorrect fuel cross-feed function.
(3) Repeat the test (see para 2), but switch on the FUEL PUMP - RH circuit breaker.
(4) Switch off the BATTERY I, II switches and the CENTRAL WARNING DISPLAY - AIRFRAME,
LH ENGINE, RH ENGINE and FUEL CROSSFEED circuit breakers on the overhead panel.
(5) Disconnect and remove the external power supply.
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5. Inspection of the piping and hoses of the fuel system

A. Fixture, Test and Support Equipment External power supply
Portable lamp (e.g. L 410.9618)
XL 410.9250 (6 pcs) Wheel chock
9362
L 410. Wing mats
9361
C. Tools No. 710 (3.5x100) Screwdriver

No. 697 (6x120), No. 698 (6x160) Screwdriver

Periodical
E. Procedures
(1) Place the steps (e.g. B097300N) to the LH and RH engine and landing gear nacelle and the steps
(e.g. B097343N) to the wing.
(2) Using the Z 37.9110-10 screwdriver remove the fairing covers between the wing and the fuselage.
Extend the wing flaps to 42°.
(3) Release and tilt down the lower engine cowl of the LH and RH engine nacelle following the
procedure outlined in chapter 54.
(4) Remove the side cowls bottom covers and rear cowls of the LH and RH engine nacelles following
the procedure outlined in chapter 54.
(5) Using the Z 37.9110-10 screwdriver screw out 24 screws fastening 3 lids to the wing shroud between
ribs No. 4 and 8. Remove the lids.
(6) Using the Z 37.9110-10 screwdriver remove 124 screws fastening 10 access covers between ribs
No. 0 and 19. Remove the covers.
(7) Place the L 410. 9362 mats on the wing.

9361
NOTE: The L 410.9361 is intended for the LH wing.
(9) When working on the wing, it is necessary to wear boots with soft rubber soles.
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(10) Using a portable lamp check all units in the fuel system of the LH and RH wing.
• fuel leaking through fuel system units.

Remove the cause of the fuel leak, if the failure occurred.
• significant changes of hose rubber caused by rubber aging, defective or illegible markings on
hoses. Replace defective hoses.
CAUTION: CRACKS IN THE UPPER PROTECTING LAYER ARE NOT CONSIDERED

AS DEFECTS (AS THEY DO NOT AFFECT HOSE TIGHTNESS OR SERVICE
LIFE).
• fuel leaks in fuel tank connections.

Remove the cause of the fuel lead, if the failure occurred.
• sagging pipes, defective or illegible markings on pipes. Replace defective pipes, replace
defective or illegible markings on pipes, if the failure occurred.
CAUTION: IF A RUBBER HOSE IS REMOVED AFTER THE FIRST FIVE YEARS OF ITS
OPERATION, THE SERVICE LIFE OF THIS RUBBER HOSE IS CONSIDERED
AS EXPIRED, AND THE HOSE MUST NOT BE REINSTALLED INTO THE
AIRCRAFT. THE HOSE MAY ONLY BE RETAINED IN THE AIRCRAFT IN THE
EVENT THAT ONLY ONE END OF THE HOSE IS DISCONNECTED AND
CONNECTED AGAIN (WITHOUT APPLYING TORSIONAL STRESS TO THE
HOSE).
(11) Switch on the LIGHTING circuit breaker, the INVERTERS 36 V AC I, II switches, the FUEL PUMP -
- LH, RH circuit breakers and the CENTRAL WARNING DISPLAY - LH ENGINE, RH ENGINE,
ELECTRO circuit breakers on the overhead panel.
CAUTION: THE FUEL SHUT-OFF VALVE CONTROL LEVERS ON THE FRONT CONTROL
PANEL SHALL BE IN THE SHUT POSITION, THE FUEL COCK CONTROL
LEVERS IN THE OPEN POSITION. AFTER SWITCHING THE FUEL PUMP, THE
YELLOW SIGNALING CELL "FUEL PRESSURE" IN THE CORRESPONDING
SECTION OF CWD WILL GO OFF.
(12) Check the fuel pump inlet and delivery necks under the wing in the area of the wing-to-fuselage
fairing for fuel leaks and other defects specified in para 10.
(13) On the LH and RH wing between ribs No. 1 and 2, 6 and 7 (the 1st and the 3rd fuel tank cover
from the fuselage center line) check the units between the fuel return pipes and the elbows on
the fuel tank caps for leaking fuel and other defects specified in para. 10.
(14) Switch off all switches and circuit breakers on the overhead panel in the cockpit.
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(15) Disconnect the external power supply.
(16) Attach the fairing covers between the fuselage and the wing.
(17) Close and lock the lower engine cowls of the LH and RH engine nacelle following the work procedure
outlined in chapter 54.
(18) Using the Z 37.9110-10 screwdriver install 10 access covers on the upper surface of the LH and
RH wing between ribs No. 0 and 19 (in the area between the front and the rear wing spar).
Attach the covers with 124 screws.
(19) Using the Z 37.9110-10 screwdriver and 24 screws install 3 lids on the wing shroud between ribs
No. 3 and 8.
(20) Remove the L 410. 9362 mats from the wing.

9361
6. Drain of the fuel cleaners

B097441N Hose for fuel bleed + glass
(or equivalent fuel drain kit),
B. Materials dia. 0.5 mm Binding wire
D. Referenced Information 028.00.00.F

Periodical
E. Procedures
CAUTION: OPERATING PERSONNEL MUST BE ACQUAINTED WITH HANDLING THE FUEL.

NO OPEN FLAME MANIPULATION IS ALLOWED NEAR THE AIRCRAFT.
(1) Bring the steps (e.g. B097300N) to the engine nacelle.
(2) Prepare a hose for the fuel drain B097441N and vessel (or equivalent fuel drain kit).
(3) Release and tip down lower engine cowl of LH and RH engine nacelle -refer to the chapter 54.
(4) Open the fuel cocks with the control levers on the front control panel.
(5) Dismount the binding wire of the closing nut. Slip the hose for the fuel discharge on the mud
removing valve of the left fuel cleaner and prepare a vessel for the discharged fuel.
(6) Turn partially the closing nut of the mud discharging valve to the left. The fuel will flow out through
the center of the closing nut. After drain of about 1 l of fuel, tighten the closing nut and secure by
means of the binding wire.
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NOTE: Fuel is to be discharged into a glass bottle, which is supplied together with the hose
for the fuel drain B097441N. After the fuel has been discharged close the bottle with
a grounded plug. (Using the equivalent fuel drain kit is permitted).
(7) Remove the hose for the fuel discharge B097441N (or equivalent fuel drain kit) and take away
the bottle.
(8) Repeat the operation according to the items (5) - (7) on the right engine.
(9) Switch on the BATTERY I, II switches, CENTRAL WARNING DISPLAY - LH ENGINE, ELECTRO,
CAUTION: THE FUEL PUMPS CAN BE SWITCHED ON ONLY IF THERE IS SUFFICIENT

QUANTITY OF FUEL IN THE FUEL TANKS (THE SIGNAL LIGHT MINIMUM FUEL
IN THE CORRESPONDING CWD SECTION IS OFF) AND IF THE AIRCRAFT IS
CONNECTED TO AN EXTERNAL POWER SUPPLY.
(10) Check that the fuel system does not leak in the area of the fuel cleaner (on the LH, RH engine).
Repair leakage, if any failure occurs. With running fuel pumps, opened fuel cocks and closed
fuel shut-off valves, the fuel system must be absolutely free of any leaks.
(11) Switch off the BATTERY I, II switches, CENTRAL WARNING DISPLAY - LH ENGINE, ELECTRO,
circuit breaker on the overhead panel. Shut-off the fuel cocks with the control levers on the front
control panel.
(12) Take away the steps.
(13) Close and fasten the lower covers of the engine nacelles - refer to the chapter 54.
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7. Leakage test of fuel system

A. Fixture, Test and Support Equipment Testing device
(e.g. B596650N - Drw. No.112-333-13971/A;
or HA-5011-13 - Ord. No. 95216910);
Air or nitrogen pressure cylinder;
B. Materials dia 0.5 mm Locking wire; Suds
C. Tools Necessary tolls from the tool kit
E. Procedures
NOTE: Following procedure is written for using of the HA-5011-13 Testing device, which is fully
equivalent for the unavailable B596650N - Drw. No.112-333-13971/A Testing device.
(1) The preparation of the testing device for the operation:
(a) Install the coupling connection (11) on the pressure regulator (13) - refer to the fig. 301.
Coupling connection (11) is already fitted on the pressure regulator (13) as supplied.
(b) Prepare the pressure cylinder (is not part of supply) with the pressure air or nitrogen with
max. 15 MPa overpressure and connect it on the pressure regulator (13). If necessary use
the coupling connections (19) or (35).
(c) Connect the hose (20) on the coupling connection (11).
(d) If is removed the wing tip fuel tank, blind the fuel piping on the wing tip with help plugs (26).
(e) Manometer of water column (16) is supplied in folding position. Before using, tilt the
manometer to the operation position and secure it by the buckles. At tilting of the
manometer give your attention for hoses in area of bending, to avoid of damage of hoses.
Fill the colored water (e.g. with use ink) into the manometer of water column according to
the level (mark) on the glass aperture of the water indicator.
Perform the water filling with the longer hose of the manometer of water column, before
installation of the connection (15).
(f) Install the connection (15) on the longer hose of the manometer of water column and
secure it with use the hose clamp.
(g) Plugs of fuel gauge transmitters (8) and plugs of filler neck (9) are used if is necessary
perform the leakage test of fuel system with removal of the fuel gauge transmitters and
filler necks.
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FIG. 301 HA-5011-13 TESTING DEVICE

(2) Shut off valve; (3) Cap;(4) Cap; (5) Clamp; (6) Clamp; (8) Plug of fuel gauge transmitter;
(9) Plug of filler neck; (11) Coupling connection ; (13) Pressure regulator; (15) Connection;
(16) Manometer of water column; (18) Hose length 2 m; (19) Coupling connection; (20) Hose
length 6 m; (26) Plug; (33) Connection; (35) Coupling connection - for nitrogen pressure
cylinder; (36) Coupling connection
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NOTE: 1. The leakage test is carried out with the fuel tanks empty. If there is any fuel in the tanks,
it must be drained.
2. The following procedures apply for the LH section of fuel system.
(2) The leakage test of the connections between the collector and middle fuel tanks:
Carry out the leakage test of the connections between the collector and middle fuel tanks every
time before the leakage test of the fuel system.
(a) Remove the caps on the collector and middle fuel tanks for accessibility assurance the
connections of fuel tanks.
(b) Use the hose (20) and coupling connection (11) connect the pressure regulator (13) to the
shut-off valve (2).
(c) Connect the hose (18) to the cap (3). Use the clamps (5) and (6) set the cap (3) (with
connected hose) and cap (4) on the lower connection of the collector and middle fuel tanks
(d) Connect the other outlet of hose (18) to the shut off valve (2).
(e) Pressurize the tested connection of the collector and middle fuel tanks with to a positive
pressure 0.1 MPa and shut-off compressed air supply. Pressure must not drop in during
the 5 minutes. Pressure value is indicated on the manometer of the shut off valve (2).
(f) If is any leakage of the fuel tanks connections, specify the leaking points and do the action
for fault elimination.
(g) Disconnect the hose (18) from the cap (3) thereby eliminate the pressure in the connection
of the collector and middle fuel tank, disconnect the testing device. Similarly perform the
leakage test of the upper connection of the collector and middle fuel tanks (with use two
clamps (6)).
(h) Repeat the steps (a) to (g) for the RH section of the fuel system.
(i) Install the caps on the collector and middle fuel tanks.
(3) The leakage test of the fuel system:
(a) Set the fuel cock control levers and fuel shut-off valve control levers on the front control
panel to CLOSE position.
(b) Open the lid on the aerodynamic fairing wing to fuselage between frames No. 11 and 12.
(c) Use the hose (20) and coupling connection (11) connect the pressure regulator (13) to the
connection (33). Install the connection (33) on the LUN 7350-8 drain valve that is located
between frames No. 11 and 12.
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(d) Insert the coupling connection (15) into the venting piping that is located between wing ribs No.
14 and 15 on the lower skin and carefully screw up the wing nut (so that not damaged or tear of
outlet of the venting piping) for a stretching of the rubber block of coupling connection, thereby
secures the position and tightness of the coupling connection (15).
(e) Suspend the manometer of the water column (16) on the fitting of the suspension of the
flap on the rib No. 15 that is serves for the mooring of airplane.
(f) Pressurize the LH sections of the rubber fuel tanks in wing according to the water column to
a positive pressure 700 mm H 2 O and shut-off compressed air supply. Increase the
pressure slowly to avoid any damage of the fuel system and the wing.
WARNING: IT IS THEREFORE NECESSARY TO USE MANOMETER OF THE

TESTING DEVICE WHICH ALSO SERVES AS A SAFETY VALVE.
IN CASE USING THE OTHER TYPES OF MANOMETER AT THE
TESTING, CAN BE OVERPRESSURE AT THE TESTED AREA AND
THREATENS THE DAMAGE OF CONSTRUCTION OF THE AIRPLANE.
(g) After a period of 20 minutes check the pressure according to the water column and adjust
again the pressure value at the 700 mm H 2 O, if necessary (to compensate for air
temperature). Do not carry out the leakage test if the wind is blowing, the temperature is
changing, during the below zero temperature, carry out preferably in the hangar.
Do not test at freezing temperatures.
(h) After pressure stabilizing, as described in step (g), the pressure must not drop in during the
30 minutes.
(i) If is any leakage of the fuel tanks connections, specify the leaking points and do the action
for fault elimination.
(j) Loosen and pull out the coupling connection (15) from the venting piping thereby eliminate
the pressure in the fuel system, disconnect the testing device.
(k) Repeat the steps (a) to (j) for the RH section of the fuel system.
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FIG. 302 LOWER CONNECTION BETWEEN THE COLLECTOR AND MIDDLE FUEL TANKS
(3) Cap; (4) Cap; (5) Clamp; (6) Clamp
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STORAGE
1. General
Fuel is stored in the collector, middle, outer, additional and wingtip fuel tanks.
The collector, middle, outer and additional fuel tanks are manufactured of rubberized fabric. They are installed in
sheet metal vats between the spars of the LH and RH wing. The wing ribs are lined with foamed polyurethane
plates in places where they could damage the fuel tank faces.
The fuel tanks are accessible through access holes in the upper wing skin.
The wingtip tanks are manufactured of light alloy. Each wingtip tank is attached to the outermost wing rib
by three attachment fittings.
The fuel tanks are filled from above through filler necks situated on the middle (only E, E9 a/c), outer and
wingtip fuel tanks. Filler necks (their caps) are accessible after opening the lids situated on the upper wing
skin and on wingtip tank. Located inside the fuel tanks under the filler necks are screens with protective
cones.
The middle (only E, E9 a/c) and outer tank filler necks carry rubber collars connected to the fuel tank
and to the wing skin preventing spilled fuel to penetrate into the wing.
Draining pipes connected to the nipples of the collars permit spilled fuel to drain overboard through the lower
wing skin.
Filler neck for central pressure fuelling is accessible after opening the lid located between frames No. 24
and 25 at the right side of fuselage (if installed).
FIG. 1 DIAGRAM OF FUEL TANK LAYOUT

Legend for figure - see the List of components
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LH B003023L (621 1232) 1

1. Collect fuel tank Between wing ribs No. 1 and 3, LH, RH
RH B003024P (621 1242) 1
LH B004574L (621 1231) 1

2. Middle fuel tank Between wing ribs No. 3 and 8, LH, RH
RH B004576P (621 1241) 1
LH B004575L (621 1271) 1

3. Outer fuel tank Between wing ribs No. 10 and 13, LH, RH
RH B004577P (621 1281) 1
LH B004579L (621 1301) 1

4. Additional fuel tank Between wing ribs No. 15 and 20, LH, RH
RH B004580P (621 1311) 1
L
B562600 1
P
or
L
B563906 1
LH P
5. Wingtip fuel tank Outer wing ribs No. 31, LH, RH
RH L
B563400 (if installed 1
P
central
or pressure
L fuelling)
B563907 1
P
6. Fuel tank cap 210 LUN 7783.01-8 2 Middle fuel tank, LH, RH (only E, E9 a/c)
140 LUN 7783.01-8 (only E,
7. Fuel tank cap E9 a/c) 2 Outer fuel tank, LH, RH
LUN 7783-8 (only E20 a/c)
8. Fuel tank cap LUN 7783-8 2 Wingtip fuel tank, LH, RH
B562570N (if installed 1

9. Venting tank Between ribs No. 14 and 15, LH, RH
pressure fuelling system) 1
3. Collector fuel tank

The outer face of the tank carries one rubber neck at the top and two rubber necks at the bottom connecting
the collector tank to the middle fuel tank. The bottom necks are provided with non-return flap valves.
Located on the bottom of the collector fuel tank near the face carrying the connecting necks is a sump equipped
with a rubber tube. The tube serves for connecting the pipe leading to the drain valve.
Two further rubber tubes for fuel delivery are installed in the front and in the rear bottom part of the collector
fuel tank. Tube elbows fitted with cylindrical filter screens and facing the tank bottom are installed inside
the tubes.
The tank cap carries a fuel gauge transmitter and an elbow with a ball valve for the connection of the venting
pipe and a neck for the connection of the return fuel hose.
The capacity of the collector fuel tank is 140 liters.
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FIG. 2 COLLECTOR FUEL TANK

(1) Cap; (2) LUN 1635-8 fuel gauge transmitter; (3) Elbow; (4) Ball; (5) Sealing ring; (6) Split pin;
(7) Screw; (8) Neck; (9) Ring; (10) Nut; (11) Connecting necks; (12) Top suspension; (13) Bottom
suspension; (14) Sump; (15) Tube for the connection of drain valve piping; (16) Tube with screen
for the connection of fuel pump piping; (17) Flange; (18) Fuel gauge sealing
I - Bottom suspension (detail view)
II - Top suspension (detail view)
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4. Middle fuel tank

The middle fuel tank carries on its inner face one rubber connecting neck on the top and two connecting necks
at the bottom. They are identical with those in the collector fuel tank. The outer face carries two bottom necks
connecting the middle fuel tank with the outer fuel tank. A rubberized fabric baffle is installed approximately
midway in the tank preventing fuel from rolling. One of the two caps carries a fuel gauge transmitter and
a level switch. The other cap carries a filling neck (only E, E9 a/c), a venting pipe elbow and a neck for
connecting the return fuel piping for fuel return from the engine.
The middle fuel tank capacity is 276 liters.
EFFECTIVITY
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FIG. 3 MIDDLE FUEL TANK

(1) Cap; (2) LUN 1636.01-8 or LUN 1636.01-8/MOD.A fuel gauge transmitter; (3) Fuel gauge
sealing; (4) Cap; (5) 210 LUN 7783.01-8 fuel tank filler cap; (6) Frame; (7) Rubber collar; (8) Bonding
strip; (9) Elbow; (10) Bolt; (11) Sealing gasket; (12) Neck; (13) Nut; (14) Connecting necks;
(15) Connecting necks; (16) Baffle; (17) Flange; (18) Flange; (19) Bottom suspension; (20) Top
suspension; (21) B 560 528 N (S-2) Level switch
NOTE: No. 5, 6, 7, 8 are installed only on E, E9 a/c.
I - Bottom suspension detail view is shown in fig. 2
II - Top suspension detail view is shown in fig. 2
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5. Outer fuel tank

The outer fuel tank carries on its inner face long connecting necks identical with those on the middle fuel
tank. The outer face carries two short connecting necks connecting the outer fuel tank to the additional fuel
tank. The oval cap carries a fuel gauge transmitter, a filler neck (fuel tank filler cap) and an elbow for the
connection of the venting pipe. The circular cap carries another elbow with a venting ball valve and a pressure
switch (if central pressure fuelling system is installed).
The outer fuel tank capacity is 149 liters.
EFFECTIVITY
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FIG. 4A OUTER FUEL TANK (a/c without central pressure fuelling)

(1) Cap; (7) Elbow; (8) Sealing gasket; (9) Nut; (10) Cap; (11) LUN 1637-8 fuel gauge transmitter;
(12) Fuel gauge sealing; (15) 140 LUN 7783.01-8 fuel tank filler cap (valid only for E, E9 a/c) or
LUN 7783-8 fuel tank filler cap (valid only for E20 a/c); (16) Bonding strip; (17) Rubber collar;
(18) Frame; (20) Elbow; (21) Bolt; (22) Sealing gasket; (24),(25) Connecting necks;
(26),(27) Flanges; (28) Top suspension; (29) Bottom suspension;
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FIG. 4B OUTER FUEL TANK (if installed pressure fuelling system)

(1) Cap; (7) Elbow; (8) Sealing gasket; (9) Nut; (10) Cap; (11) LUN 1637-8 fuel gauge transmitter;
(12) Fuel gauge sealing; (15) 140 LUN 7783.01-8 fuel tank filler cap (valid only for E, E9 a/c) or
LUN 7783-8 fuel tank filler cap (valid only for E20 a/c); (16) Bonding strip; (17) Rubber collar;
(18) Frame; (20) Elbow; (21) Bolt; (22) Sealing gasket; (24),(25) Connecting necks;
(26),(27) Flanges; (28) Top suspension; (29) Bottom suspension; (30) Elbow;
(31) 0.016 S LUN 1492.01 pressure switch
EFFECTIVITY
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6. Additional fuel tank

The additional fuel tank carries on its inner face two rubber necks connecting the tank to the outer fuel tank.
One of the two oval caps carries a fuel gauge transmitter and an elbow for the connection of the venting
pipe. The other cap carries an elbow for the venting pipe, an elbow for the fuel supply pipe leading from
the wingtip fuel tank, an elbow for the connection of the venting piping of the wingtip tank fuel tank and
an SH level switch (if a central pressure fuelling system is installed).
The capacity of the additional fuel tank is 124 liters.
EFFECTIVITY
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FIG. 5A ADDITIONAL FUEL TANK (a/c without central pressure fuelling)

(1) Cap; (2) Ball; (3) Split pin; (4) Elbow; (5) Bolt; (5) Screw; (6) Sealing gasket; (7) Cap; (8) Elbow;
(9) Nut; (10) Sealing gasket; (11) LUN 1638-8 fuel gauge transmitter; (12) Fuel gauge sealing;
(13),(14) Flanges; (15) Connecting neck; (16) Top suspension; (17) Bottom suspension;
(18), (19) Elbows
EFFECTIVITY
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FIG. 5B ADDITIONAL FUEL TANK (if installed pressure fuelling system)

(1) Cap; (2) Ball; (3) Split pin; (4) Elbow; (5) Bolt; (5) Screw; (6) Sealing gasket; (7) Cap; (8) Elbow;
(9) Nut; (10) Sealing gasket; (11) LUN 1638-8 fuel gauge transmitter; (12) Fuel gauge sealing;
(13),(14) Flanges; (15) Connecting neck; (16) Top suspension; (17) Bottom suspension;
(18) B 563 570 L, P (SH) level switch; (19) - ; (20) B 563 450 L, P float-controlled valve
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7. Wingtip fuel tank (if installed)

The wingtip fuel tank carries a drain valve and a fuel pump in its bottom. The upper part of the wingtip fuel
tank carries a filler neck (fuel tank filler cap), a fuel gauge transmitter and a venting valve with associated
venting piping. The wingtip fuel tank side wall carries a pipe coupling for the connection of the fuel delivery
piping from the wingtip fuel tank, a pipe coupling for the wingtip fuel tank venting piping and attachment
fittings. If central pressure fuelling system is installed, the side wall carries couplings for pressure
fueling, float - controlled valve and pressure switch.
The wingtip fuel tank capacity is 200 liters.
FIG. 6A WINGTIP FUEL TANK (a/c without central pressure fuelling)

(1) LUN 1649 wingtip tank fuel gauge transmitter; (2) LUN 7783-8 fuel tank filler cap; (3) Venting
valve; (4) LUN 6281-8 fuel pump; (5) B 560 688 N drain valve; (6) Pipe couplings; (7) Attachment
fitting; (8) Cover; (9) Static discharger; (10) Electric system connectors; (11) Bonding strip; (12) Lid;
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FIG. 6B WINGTIP FUEL TANK (if installed pressure fuelling system)

(1) LUN 1649 wingtip tank fuel gauge transmitter; (2) LUN 7783-8 fuel tank filler cap; (3) Venting
valve; (4) LUN 6281-8 fuel pump; (5) B 560 688 N drain valve; (6) Pipe couplings; (7) Attachment
fitting; (8) Cover; (9) Static discharger; (10) Electric system connectors; (11) Bonding strip; (12) Lid;
(13) B 563 562 N (SH 1) level switch; (14) Pressure switch; (15) Float-controlled valve
LUN 7391.80-8
EFFECTIVITY
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8. Venting tank (if installed pressure fuelling system)
FIG. 7 VENTING TANK (if installed pressure fuelling system)

(1) Venting tank (B 562 570 N); (2) Hose (2U-20-15); (3) Piping (B 562 521 N); (4) Non-return valve
(LUN 7345-80); (5) Tube (B 562 577 N); (6) T-connection (B 562 423 N); (7) Differential valve
(LUN 7446.81-8); (8) Pressure switch (0.016S LUN 1492.01-8); (9) Collector fuel tank;
(10) Middle fuel tank; (11) Outer fuel tank; (12) Additional fuel tank,
(13) LUN 2474.3-8 Solenoid valve
EFFECTIVITY
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STORAGE
FAULT ISOLATION
1. Fuel flows out the fuel tank vat Damaged fuel tank. Repair or replace the fuel tank.
drains.
EFFECTIVITY
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EFFECTIVITY
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STORAGE
SERVICING
1. Inspection of the fuel tank venting tube orifices


Routine, Periodical
E. Procedures
(1) Install the steps (e.g. B097300N) under the LH and RH wing ribs No. 14 and 15.
(2) Visually check the fuel tank venting tube orifices on the bottom side of the LH and RH wing
between ribs No. 14 and 15 and under the wingtip fuel tanks.
The fuel tank venting tube orifices must not be soiled or clogged.
Clean the outlets of the venting tubes, if the failure occurred.
2. Inspection of the rubber sleeves with filling necks and the screens in the filling necks of
fuel tanks
A. Fixture, Test and Support Equipment Steps (e.g. B097365N and B097343N)

Periodical
E. Procedures
(1) Place the steps (e.g. B097365N) to the leading edges of the LH and RH wing.
(2) Place the steps (e.g. B097343N) to the LH and RH wingtip fuel tank.
(3) Using a screwdriver open the fuel tank lids on the upper side of the LH and RH wing.
(4) Check the condition of the rubber collars on the fuel tank filler necks of the middle (if installed)
and outer fuel tank in the LH and in RH wing.
Any damage to the rubber collars on the filler necks caused by rubber aging or by mechanical
action is not permitted. Replace the collars, if the damage occurred.
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(5) Check the condition of the screens, if installed, in the outer, middle and wingtip fuel tank.
Any damage and pollution of the screens in filler necks of individual fuel tanks is not permitted.
Clean or replace the screen, if the damage occurred.
(6) Close the fuel tank lids on the LH and RH wing.
3. Inspection of the wing tip fuel tanks conditions (if installed)

A. Fixture, Test and Support Equipment Microohmmeter (Range 20 mΩ, resolution 100 μΩ)
B. Materials CIATIM 201, AeroShell Grease 22 or equivalent

Periodical
E. Procedures
(1) Remove contaminants from end fuel tanks.
(2) Dismantle lids and covers from the wingtip fuel tanks.
(3) Check the wing tip fuel tanks if the following parts are in good conditions:
• necks, bridging, clamps, if no corrosion or damage appear
• electric wires and socket-plug connections
• surfaces of the position light cover
• a sphere in air outlet
• clearance in suspensions between wing tip fuel tank and wing is not allowed
• surface of wing tip fuel tanks in the range of crack welds (magnifier with ten-fold
magnification), covering deformation
Replace damaged parts. Clean, if necessary. Polish and replace, if necessary. Replace in case
of mechanical damage.
(4) Dismantle sludge valve, replace corrosive parts and lubricate with the lubricating grease.
Secure that two air outlets in a flange are free.
(5) Repair outside paints and even under lids and covers.
(6) Measure the contact resistance between the static discharger and fuel tank and between filler neck
and fuel tank. The value of contact resistance must be max. 600 μΩ.
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STORAGE
1. Removal of the collector fuel tank

B. Materials Rubber tubes
C. Tools Set of tools for the fuel system
E. Procedures
(1) Drain fuel from the entire fuel system.
(2) Unscrew and remove the access lids on the wing upper surface between ribs No. 1 and 5.
(3) Loosen and disconnect the units of the venting pipes on the caps of the collector fuel tank and
the middle fuel tank.
(4) Disconnect the fuel gauge transmitter cables on the collector and middle fuel tank and remove the
fuel gauge transmitters from both fuel tanks.
(5) Remove the caps from the collector and middle fuel tank.
(6) Remove the fuel pump on the relevant side of fuselage according to the work procedure
mentioned in section 028.20.01. Perform the removal of the fuel pump together with
25 LUN 7376-8 cock and piping.
(7) Remove the tubes from the suction necks and the sump drain neck and take out two suction tubes
with screens from the fuel tank.
(8) Disconnect the fuel tanks by dismounting the connecting necks - one upper neck and two bottom
necks.
(9) Separate the fuel tank from its suspensions. Remove the upper suspensions. Protect the suspension
so that they cannot damage the fuel tank. Use rubber tubes with corresponding inner diameter to
suit suspension (5.5 mm dia. and 16 mm dia.). Use rubber tubes from normal operation stock or
another suitable material (e.g. insulating tape or similar).
(10) Put the fuel tank in order it can go through the wing installation hole. Remove the fuel tank from
the wing space.
(11) Plug the ends of the disconnected piping and connecting necks on the middle fuel tank in order
to avoid the desiccation of residual fuel.
EFFECTIVITY
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2. Installation of the collector fuel tank (from spare parts)

A. Fixture, Test and Support Equipment Testing device (e.g. B596650N - Drw. No.112-333-
13971/A or HA-5011-13 - Ord. No. 95216910);
Vacuum cleaner
B. Materials HERMETIK (Hermetic sealing); VELCRO band

∅ 0.5 mm Locking wire
C. Tools Set of M6 taps

Set of tools for the fuel system
E. Procedures
(1) Check the threads on the collector fuel tank flange (17) - see fig. 2. If the threads are soiled with
rubber overflows, retap the threads with a set of size M6 taps. Insert the necks removed from the
old tank into the relevant holes of the new one.
(2) Clean the space for the collector fuel tank inside the wing, clean the fuel tank itself and the
installation material. Observe cleanliness during the installation and take care that no installation
material clippings fall into the fuel tank.
If needed, repair the HERMETIK (Hermetic sealing) coating and stick the VELCRO bands
(refer to the section 057.20.00 for specification).
(3) Put the fuel tank so that it can go through the wing installation cover and insert the fuel tank in the
wing space.
(4) Fix the fuel tank in the suspensions.
(5) Remove the rubber tubes protecting the fuel tank against possible damage from tank
suspensions (12) and (13).
(6) Put on the B561451N ring on the main tank neck.

Connect the fuel tanks by installing the couplings into the connecting necks on the collector fuel
tank and the middle fuel tank. Observe the tightening torque 6 Nm ± 1Nm as described in fig. 2
in section 028.20.00.
Check the connections of the collector fuel tank and the middle fuel tank for leaks with the testing
device - refer to the work procedure "Leakage test of fuel system" in section 028.00.00.
Carefully clean the equipment entering the fuel tank together with the hose. Make the test with
a 0.1 MPa gauge pressure for 5 minutes without a loss of pressure.
(7) Fit the B066255P / L and B066265P / L tubes with the XL 410.6610-74 filter into the suction
necks of the fuel tanks.
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(8) Blind the fuel gauge transmitter and tank filler cap holes in the fuel tank covers by means of blinding
plugs. Fit and screw the caps of the collector and middle fuel tanks.
(9) Check the sealings on flanges under the LUN 1635-8 fuel gauge transmitter (collector fuel tank)
and the LUN 1636-8 fuel gauge transmitter (middle fuel tank). Replace the defective sealings.
(10) Remove the blinding plugs and install the fuel gauge transmitters into both fuel tanks and connect
the cables to the transmitters and lock by means of the ∅ 0.5 mm locking wire.
(11) Remove the plugs from the venting pipes.
(12) Connect the pipes to the necks on the fuel tank caps, connect and fasten the suction tubes and
discharge tube from the fuel pumps to the tubes fitted inside the fuel tanks (see point 7) and secure
them with locking strip with plastic leather lining.
(13) Install the fuel pump on the relevant side of fuselage according to the work procedure mentioned
in section 028.20.01. Perform the installation of the fuel pump together with 25 LUN 7376-8 cock
and piping.
(14) Check the relevant side of rubber fuel tank system for leaks - refer to the work procedure
"Leakage test of fuel system" in section 028.00.00.
(15) Carry out the adjustment of the fuel gauges to zero and the adjustment of the minimum fuel signaling
according to the work procedure 028.40.00.A.
(16) Re-install the access lids on the wing.
CAUTION: COLLECTOR TANK INSTALLATION IS NOT PERMITTED AT AMBIENT

TEMPERATURE BELOW - 20°C. IF THE TANK HAS DRIED UP
COMPLETELY, THE TANK MUST BE FILLED WITH FUEL BEFORE THE
INSTALLATION INTO THE AIRCRAFT FOR A PERIOD OF 24 HOURS.
3. Removal of the middle fuel tank

E. Procedures
(2) Unscrew and remove the access lids on the upper wing skin between ribs No. 1 and 10.
(3) Loosen and disconnect the venting pipe couplings on the caps of the collector fuel tank and the
middle fuel tank.
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(4) Loosen and disconnect the drain piping on the middle fuel tank filler neck (only E, E9 a/c).
(5) Disconnect the cables from the fuel gauge transmitters in the collector fuel tank and middle fuel
tank and remove the fuel gauge transmitters from both fuel tanks.
Disconnect the cable from the level switch in the middle fuel tank and remove the level switch.
(6) Remove the caps from the collector fuel tank and the middle fuel tank.
(7) Loosen the sleeves and disconnect the connecting necks between the outer and middle fuel tanks.
Blind the necks on the tubing.
(8) Loosen and disconnect the couplings connecting the outer fuel tank and the middle fuel tank.
(9) Release the fuel tank from its suspensions and slip out the upper suspensions.
(10) Protect the fuel tank suspensions so that they cannot damage the fuel tank. To protect the
suspensions use rubber tubes of corresponding diameters (5.5 mm dia.and 16 mm dia.) from
normal operation stock or use another suitable material (insulating tape etc.).
(11) Put the fuel tank so that it can go through the wing installation hole and remove the fuel tank out
of the wing space.
(12) Plug the ends of the disconnected pipes including the connecting necks on the collector fuel tank
and the outer fuel tank in order to avoid the desiccation of residual fuel.
4. Installation of the middle fuel tank (from spare parts)

(e.g. B596650N - Drw. No.112-333-13971/A;
or HA-5011-13 - Ord. No. 95216910);
Vacuum cleaner
B. Materials HERMETIK (Hermetic sealing), VELCRO band

∅ 0.5 and ∅ 0.8 Locking wires

E. Procedures
(1) Check the threads in the fuel tank flange (17) (18) - see fig. 3. If the threads are soiled by rubber
overruns, retap the threads with a set of M6 taps. Insert the necks removed from the old tank into
the relevant holes of the new one.
(2) Clean the space for the fuel tanks inside the wing, clean the fuel tank itself and the installation
material. Observe cleanliness during the installation and take care that no clippings of the installation
material can enter the fuel tank.
EFFECTIVITY
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If need, repair the HERMETIK (Hermetic sealing) coating and stick the VELCRO bands (refer to
the section 057.20.00 for specification).
(3) Put the fuel tank in order it can go through the wing installation cover and insert the fuel tank in
the wing space.
(5) Remove the rubber tubes from the fuel tank suspensions (19) (20) protecting the fuel tank against
damage.
(6) Put on the B561451N ring on the main tank neck. Interconnect the fuel tanks by means of installing
the couplings in the connecting necks of the middle fuel tank and the collector fuel tank.
Observe the tightening torque 6 Nm ± 1Nm as described in fig. 2 in section 028.20.00.
Check the connections of the collector fuel tank and the middle fuel tank for leaks with the testing
device - refer to the work procedure "Leakage test of fuel system" in section 028.00.00.
Carefully clean the equipment entering the fuel tank together with the hose. Make the test with
a 0.1 MPa gauge pressure for 5 minutes without a loss of pressure.
plugs. Fit and screw the caps on the collector and middle fuel tanks.
(8) Check the sealing of the flanges under the LUN 1635-8 (collector fuel tank) and the LUN 1636-8
(middle fuel tank) fuel gauge transmitter. Check the sealing under the level switch (middle fuel tank).
Replace the defective sealing.
(9) Remove the blinding plugs and install the fuel gauge transmitters on both fuel tanks and connect
the cables leading to the transmitters. Install the level switch on the middle fuel tank and connect
the cable leading to the level switch and lock by means of the ∅ 0.5 mm locking wire.
(10) Interconnect the outer and the middle fuel tank including tightening and securing the clamps.
(11) Remove the plugs from the venting pipings and attach the pipings to the necks on the fuel tank caps.
Connect and secure the suction hose to its coupling on the collector fuel tank cap.
(12) Connect and secure the drain piping on the middle fuel tank filler cap (only E, E9 a/c).
(14) Adjust the fuel gauges to read zero and adjust the minimum fuel signaling by the work procedure
for the adjustment of fuel gauges and minimum fuel signaling in 028.40.00.A.
(15) Re-install the access hole covers on the wing.
CAUTION: MIDDLE FUEL TANK INSTALLATION IS NOT PERMITTED AT AMBIENT

TEMPERATURES BELOW - 20°C. IF THE TANK HAS DRIED UP
COMPLETELY, THE TANK MUST BE FILLED WITH FUEL BEFORE THE
EFFECTIVITY
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5. Removal of the outer fuel tank

E. Procedures
(2) Unscrew and remove the access lids on the wing upper surface between ribs No. 8 and 15.
(3) Loosen and disconnect the venting piping on the outer fuel tank caps.
(4) Loosen and disconnect the drain pipe from the outer fuel tank filler neck.
(5) Disconnect the cables from the fuel gauge transmitter and remove the fuel gauge transmitter.
(6) Remove the outer fuel tank caps.
NOTE: Take out the cap between ribs No. 13 and 14 through the hole between ribs No. 11 and 12.
(7) Loosen the clamps and disconnect the connecting necks between the outer and middle fuel tanks.
(8) Through the hole between ribs No. 14 and 15 loosen and disconnect the connecting piping
leading to the additional fuel tank.
(9) Detach the fuel tank from its suspensions.
(10) Protect the fuel tank suspensions against possible damage to the fuel tank. Use rubber tubes with
diameters corresponding to the suspensions (5.5 mm dia. and 16 mm dia.) from normal operation
stock or another suitable material (insulating tape etc.) to protect the suspensions.
(11) Put the fuel tank in order it can go through the wing installation hole. Remove the fuel tank from
the wing space.
NOTE: Take out the tank through the hole between ribs No.11 and 12.
(12) Plug the ends of the disconnect pipes including the connecting necks on the middle fuel tank in
order to avoid the desiccation of residual fuel.
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6. Installation of the outer fuel tank (from spare parts)

(e.g. B596650N - Drw. No.112-333-13971/A;
or HA-5011-13 - Ord. No. 95216910);
Vacuum cleaner
B. Materials B096872N and B096875N plugs

(parts of the testing device)
∅ 0.5 mm locking wire
HERMETIK (Hermetic sealing); VELCRO band
E. Procedures
(1) Check the threads in the fuel tank flanges (26), (27) - see fig. 4.
If the threads are soiled with rubber overruns, retap the threads with M6 taps.
(2) Clean the space for the fuel tank inside the wing, the fuel tank itself and the installation material.
Observe cleanliness during the installation and take care that no dirt can enter the fuel tank
(installation material clippings).
(3) Put the fuel tank so that it can go through the wing installation cover and insert the fuel tank in
the wing space.
(5) Remove the rubber hoses from the tank suspensions (28) (29) protecting the fuel tank against
damage.
(6) Connect the outer and middle fuel tanks including tightening the clamps.
(7) Install the connecting piping to the additional fuel tanks. Lock all the connections.
plugs.
(9) Fit and screw the caps on the outer fuel tank necks.
(10) Remove the plugs and install the fuel gauge transmitter. Connect the cables to the fuel gauge
transmitter and lock by means of the ∅ 0.5 mm locking wire.
(11) Remove the plugs from the venting piping and attach the piping to necks on the fuel tank caps.
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(12) Attach and fasten the drain piping on the fuel tank filler cap.
(14) Adjust the fuel gauge to zero readings and adjust the minimum fuel signaling following the work
procedure for adjusting fuel gauges and minimum fuel signaling in 028.40.00.A.
(15) Re-install the access hole covers on the wing.
CAUTION: OUTER FUEL TANK INSTALLATION IS NOT PERMITTED AT AMBIENT

TEMPERATURES BELOW - 20°C. IF THE TANK HAS DRIED UP
COMPLETELY THE TANK MUST BE FILLED WITH FUEL BEFORE THE
7. Removal of the additional fuel tank

C. Tools Set of tools the fuel system
E. Procedures
(2) Screw off and remove the access lids on the wing upper surface between ribs No. 13 and 19.
(3) Loosen and disconnect the venting pipe couplings on the caps of the outer fuel tank and the
additional fuel tank. Loosen and disconnect the piping from the wingtip fuel tank. Plug the ends
of the pipings.
(4) Disconnect the cables on the fuel gauge transmitter and remove the fuel gauge transmitter.
(5) Loosen the clamps and disconnect the connecting necks between the outer fuel tank and
additional fuel tank.
(6) Remove the cap of the additional fuel tank.
(7) Release the fuel tank from its suspensions.
(8) Protect the fuel tank suspensions so that they cannot cause damage to the fuel tank.
Use rubber tubes with corresponding inner diameters (5.5 mm dia. and 16 mm dia.) from normal
operation stock or another suitable material (insulating tape etc.) to protect the fuel tank
suspensions.
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(9) Put the fuel tank in order it can go through the wing installation cover. Take out the fuel tank from
the wing. Plug the ends of the disconnected pipes and connecting necks on the outer fuel tank
in order to avoid the desiccation of residual fuel.
8. Installation of the additional fuel tank (from spare parts)

(e.g. B596650N - Drw. No.112-333-13971/A;
or HA-5011-13 - Ord. No. 95216910);
Vacuum cleaner
B. Materials B096872N and B096875N plugs

(parts of the testing device)

E. Procedures
(1) Check the threads in fuel tank flanges (13) (14) - see fig. 5. If the threads are soiled by rubber
overruns, retap the threads with a set of M6 taps.
(2) Clean the fuel tank space inside the wing, clean the fuel tank proper and all installation materials.
Observe cleanliness during the installation and take care that no installation material clippings
can enter the fuel tank.
(3) Put the fuel tank so that it can go through the wing installation cover and insert the fuel tank in
the wing space.
(5) Remove the rubber hoses from the tank suspensions (16) (17) protecting the fuel tank against
damage.
(6) Connect the outer and additional fuel tanks including tightening the clamps.
(7) Blind the fuel gauge transmitter hole in the fuel tank covers by means of blinding plug.
(8) Fit and screw the caps on the outer and additional fuel tanks.
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(9) Remove the blinding plugs and install the fuel gauge transmitter. Connect the cable leading to
the fuel gauge transmitter. Lock the socket-plug connections by means of the ∅ 0.5 mm locking
wire.
(10) Remove the plugs from the venting pipes and attach the pipes to their necks on the fuel tank cap.
Remove the plug from the pipe leading from the wingtip fuel tank and connect the pipe to the neck
on the additional fuel tank cap.
(12) Re-install the access lids on the wing upper skin between ribs No. 13 and 19.
CAUTION: ADDITIONAL FUEL TANK INSTALLATION IS NOT PERMITTED AT AMBIENT

TEMPERATURES BELOW - 20°C. IF THE TANK HAS DRIED UP COMPLETELY
THE TANK MUST BE FILLED WITH FUEL BEFORE THE INSTALLATION INTO
THE AIRCRAFT FOR A PERIOD OF 24 HOURS.
9. Removal of the wing tip fuel tank

B. Materials 14 ONL3996.4 (32143414) Plug – 2 pcs,

10 ONL3996.4 (32143410) Plug – 2 pcs,
6 ONL3996.4 (32143406) Plug – 2 pcs,
Al 14 ONZ424203.61 (33655014) Nut – 2 pcs,
Al 10 ONZ424203.61 (33655010) Nut – 2 pcs,
Al 6 ONZ424203.61 (33655006) Nut – 2 pcs,
14 ONL3997.4 (39580414) Cover fitting – 2 pcs
10 ONZ421419.8 (39580410) Cover fitting – 2 pcs
6 ONL3997.4 (39580406) Cover fitting – 2 pcs
E. Procedures
(1) Drain fuel from the wingtip fuel tank by hand transfer pump.
(2) Remove the fairing between the wing and the wingtip fuel tank.
(3) Loosen and disconnect the fuel pipe and the venting pipe.
(4) Disconnect the cables of the wingtip fuel tank electric system.
(5) Remove the bonding strips at the front and rear attachment fitting.
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(6) Release the wingtip fuel tank.
(7) Plug the ends of the disconnected piping on the wing in order to avoid the desiccation of residual fuel.
(8) Protect the wingtip fuel tank attachment fittings, fuel system couplings and the electric cable.
10. Installation of the wing tip fuel tank

A. Fixture, Test and Support Equipment Testing device (e.g. B596650N - Drw. No.112-333-
13971/A or HA-5011-13 - Ord. No. 95216910);
E. Procedures
(1) Clean the wing tip fuel tank including installation material. Observe cleanliness during the
installation and make sure that no installation material clippings enter to the fuel tank.
(2) Remove the protection from the wing tip fuel tank attachment fittings. Remove the plugs from
the wingtip tank fuel system piping.
(3) Fit the wing tip fuel tank into the front lower and rear attachment fittings on the wing.
Do not tighten them. Tilt the wingtip tank to facilitate an access to the piping.
(4) Install the bonding strips at the front and rear attachment fitting (clean contact surfaces before
installing the bonding strips).
(5) Connect the wing tip tank fuel system piping. Connect the cables of the wing tip fuel tank electric
system following the wiring diagram appearing in the WIRING MANUAL of airplane.
(6) Fit the wingtip fuel tank into the front upper attachment fitting and tighten all attachment fittings.
"Leakage test of fuel system" in the section 028.00.00.
(8) Check and adjust the fuel gauges in wingtip fuel tanks as follows:
• Switch on the BATTERY I, II switches on the overhead panel.
• Fill 2.4 liters (it is 1.8 kg) fuel into the LH wingtip tank. If the fuel gauge of the LH wingtip tank
does not read zero, adjust the reading with the capacitive trimmer in the head of the LUN 1649-8
fuel gauge transmitter. Repeat the procedure with the RH wingtip fuel tank.
(9) Install the fairing between the wing and the wingtip fuel tank.
(10) Check the function of fuel transfer.
(a) Check of manual transfer

Fill 340 to 460 kg fuel into the LH and RH group of fuel tanks and 25 kg fuel into each
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wingtip fuel tank.

Switch on the WINGTIP TANK LH, RH circuit breakers on the overhead panel. Switch on
the WINGTIP TANK FUEL TRANSFER switches on the instrument panel. Within 6 seconds
both green FUEL TRANSFER cells on the central warning display must light up. Switch off the
pumps after 1 minute. The signaling cells on the central warning display must go off. Switch
off the WINGTIP TANK LH, RH circuit breakers on the overhead panel.
(b) Check of automatic transfer and challenge switching.

Approximately 20 kg fuel remains in the wingtip tanks after the check of manual transfer.
Switch on the WINGTIP TANKS LH, RH circuit breakers on the overhead panel.
Remove the level switch from the cap of the LH and RH middle fuel tank. Measure the distance
H of fuel level from the flange of the level switch. Slowly lift the fuel level switch from the middle
fuel tank cap until the corresponding fuel pump starts to run and the green FUEL TRANSFER
cell on the central warning display lights up. Now measure the distance of the level switch
flange from the seating surface of the middle fuel tank cap H 1 . The sum of both distances shall
be H + H 1 = 90 ± 10 mm. The pump must switch off automatically after all fuel has been
pumped out from the wingtip tank. Lift the level switch by further 10 - 15 mm and then switch
off and on the WINGTIP TANK LH, RH circuit breaker on the overhead panel. Proceed to lift
the level switch slowly and when the yellow ACTUATE TRANSFER cell on the central warning
display lights up, measure the distance between the seating surface of the level switch flange
and the seating surface on the middle fuel tank cap H 2 . The difference of both distances must
be H 2 - H 1 = 20 ± 5 mm. Switch off the WINGTIP TANK LH, RH circuit breakers and the
BATTERY I, II switches. Attach the level switch to the cap of the LH and RH middle fuel tank.
11. Removal of the venting tank between ribs No. 14 and 15 (if installed pressure fuelling
system)
B. Materials Plugs
E. Procedures
(1) Remove the cap between ribs No. 14 and 15.
(2) Remove the connecting hose which connects the venting tank and venting piping (with the cover)
between ribs No. 13 and 15.
(3) Loosen the hose on rib No.16, remove the bridging on rib No. 15 and take out the piping.
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(4) Remove the connecting hose which connects the T-part (B562423N) and the venting tank upper
venting pipe.
(5) Disconnect the hose from the venting tank bottom venting pipe.
(6) Disconnect the connection from the tank return piping to the fuel connection and remove the piping
(B562521N) from the LUN 7345 non-return valve.
(7) Loosen the flanges fixing the venting tank and take out the tank.
WARNING: FOR THE VENTING TANK REMOVAL, IT IS NECESSARY TO REMOVE THE

WING FLAPS CROSS PULL ROD (SEE CHAPTER 27, 57) AND TO HANG
DOWN THE WING FLAPS.
(8) Blind all the holes by means of rubber blinding plugs.
12. Installation of the venting tank (if installed pressure fuelling system)
B. Materials ∅ 0.8 mm Locking wire
E. Procedures
WARNING: IF THE WING FLAPS CROSS PULL ROD IS NOT REMOVED AND THE WING
FLAPS ARE NOT HUNG DOWN, REMOVE THE CROSS PULL ROD AND HANG
DOWN THE FLAPS (SEE CHAPTER 27, 57).
(1) Insert the venting tank in the space between ribs No. 14 and 15 (not in the flange) and connect
the piping (B562521N) to the venting tank outlet by the connecting hose and the clamps. Mount
the return piping lower end on the non-return valve (LUN 7345).
(2) Put the venting tank in the flanges in the wing between ribs No. 14 and 15. Tighten the flanges
by means of the tightening screw so that the venting tank cannot move and lock by means of the
∅ 0.8 mm locking wire.
(3) Connect the bottom venting pipe (B563425P/L) by the connecting hose and the clamps.
(4) Mount the wing flap cross pull rod on the wing flap lever (see chapter 27, 57).
(5) Connect the venting tank upper venting pipe and T - part (B562423N) by the connecting hose
and clamps.
(6) Pass the piping through to the cover between ribs No. 16 and 17 and connect it by the connecting
hose and clamps.
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(7) Mount the piping bridging on rib No. 15.
(8) Connect the venting pipe with the cover between ribs No. 13 and 14 by the connecting hose.
(9) Test the fuel system tightness.
(10) Cover the uncovered covers.
13. General instructions for handling rubber fuel tanks

E. Procedures
(1) When shipping, storing and installing rubber fuel tanks, take care that the fuel tanks cannot get
into contact with sharp or pointed objects and with matters aggressive to rubber.
Storing spaces which contact the walls and/or armatures of the rubber tanks must have smooth
walls without any protrusions, rivet rows and sheet seams must be taped over, laminated glass
re-inforced plastic sheets must be deburred. When handling the fuel tanks, it is not permitted to
carry them by their necks.
(2) Fuel tank suspensions (top and bottom ones) must slip easily into the corresponding holes in storage
spaces and when attached, they must maintain a perpendicular position (they must not yield to
the force of the stretched wall).
(3) It is not permitted to install the fuel tanks at ambient temperatures below - 20°C. If the tank has
dried up completely, the tank must be filled with fuel before the installation in the aircraft for a
period of 24 hours.
After the fuel has been scavenged during removal of the tank it is necessary to blind the tank
thoroughly in order to avoid the desiccation of residual fuel.
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LUN 7783-8, 140 LUN 7783.01-8 AND 210 LUN 7783.01-8 FUEL TANK FILLER CAPS
1. Purpose
The fuel tank filler caps serve as a closure of fuel tank filler necks.
2. Technical data
Fuel tank filler caps can be used:
• at interior gauge pressures up to 0.1 MPa
• at exterior pressures up to 0.5 MPa
3. Operation
The filler cap is closed and locked by slipping the yoke into the groove in the cap flange and by turning the
spacing screw which presses the cap disk against the cap flange.
The number in front of the fuel tank filler cap type indicates the length of the dipstick – only for E, E9 a/c
(e.g. 140 LUN 7783.01-8 has a 140 mm long dipstick).
The quantity of fuel is indicated by hair lines on the dipstick. Each hairline has the value of 25 kg fuel.
The dipstick enables to check the fuel quantity when refueling the fuel tanks, without reference to the
fuel gauge indicator.
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FIG. 1 LUN 7783-8, 140 LUN 7783.01-8 AND 210 LUN 7783.01.8 FUEL TANK FILLER CAPS
(1) Flange; (2) Dipstick – only on E, E9 a/c; (3) Cap disk; (4) Rubber sealing; (5) Yoke; (6)
Spacing screw; (7) Spring; (8) Circlip; (9) Chain
NOTE: The LUN 7783-8 fuel tank filler cap has no dipstick (2).
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DISTRIBUTION
1. General
Fuel flows under gravity from the additional, outer and middle fuel tank into the collector fuel tank and is
fed further through the pressurized section to the fuel pump. The fuel pump is installed under the collector
fuel tank. Its position guarantees that the fuel system is permanently flooded with fuel. A cut-off cock
installed between the collector fuel tank and the fuel pump enables work to be carried out on the fuel
system without draining fuel from the fuel tanks. A part of fuel is routed from the fuel pump delivery piping
through a return piping equipped with a non-return valve back into the collector fuel tank. Most fuel is
routed through a non-return valve to the fuel cock and to a solenoid valve. The fuel cock is operated
mechanically from the cockpit.
Fuel from the fuel cock is routed into a oil-to-fuel heater (if installed), where fuel is heated by engine oil to
the required temperature. The process is controlled by a thermoregulator in the oil-to-fuel heater which
opens and closes the oil flow depending upon the temperature of fuel at the outlet from the heater. From
the oil-to-fuel heater fuel is routed further into a fuel filter.
From the fuel filter fuel is fed through a fire resistant high pressure hose to the engine fuel pump. A return
piping leading from the fuel filter back to the middle fuel tank serves for returning excessive fuel mixed
with air trapped in the filter.
Another non-return valve is installed in the return line. The fuel system of the left hand engine is
interconnected with that of the right hand engine by a piping and a solenoid valve.
The wingtip fuel tank is connected by a piping to the main fuel system. This piping delivers fuel from the
fuel pump in the wingtip tank into the additional fuel tank. A non-return valve installed in this piping
prevents fuel in the main fuel system from flowing back into the wingtip tank .The non-return valve opens
only under the pressure generated by the wingtip tank fuel pump.
A. Fuel tank venting
The collector, middle, outer and additional fuel tank are interconnected by a venting piping.
The collector and the additional fuel tanks are connected by a piping to the atmosphere. The piping
is routed to the bottom skin of the wing between ribs No. 14 and 15. The piping end is cut off obliquely
and a tear-shaped deflector is installed ahead of the piping outlet. The deflector prevents icing. The
oblique end and the ball valves installed in the fuel tank cap necks prevent fuel from being sucked
out from the fuel tanks. Four slots arranged in the conical sealing surface of each ball valve prevent
a raise of fuel pressure inside the fuel tanks. Expansion spaces in the wingtip fuel tank and the
additional fuel tank are interconnected by a piping. A solenoid valve installed in the piping is open
only if the fuel pump in the wingtip fuel tank is operating. When the fuel pump is off, the valve is
closed and it prevents undesirable fuel overflow.
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If installed the pressure fuelling system the venting line is routed through a tank located between
ribs No. 14 and 15 on each wing. This tank collects fuel leakage from the fuel tanks. The collected
fuel is then returned through a non-return valve to the connection piping between valve and additional
fuel tanks.
The wingtip fuel tank is vented to the atmosphere by a separate piping with a ball valve.
B. Fuel tank interconnection
The collector, middle, outer and additional fuel tank are interconnected by a large diameter piping.
The outer fuel tank is connected to the middle fuel tank and to the additional fuel tank by a twin piping,
the middle fuel tank is connected to the collector fuel tank by triple piping. This ensures a safe flow of
fuel if the aircraft is steeply descending or ascending. The middle fuel tank is connected to the collector
fuel tank by special couplings. The top coupling is a straight feed-through type, the bottom couplings
have a non-return valve installed. The non-return valve prevents fuel overflow from flowing into the
middle fuel tank when the aircraft is banking. The fuel tanks are otherwise interconnected by tubes
fitted into rubber necks and secured with clamps.
The wingtip fuel tank is connected to the additional fuel tank by a ID 10 piping.
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FIG. 1 TYPICAL CONNECTION OF PIPES AND HOSES

(1) Straight coupling; (2) Piping; (3) Clamp; (4) Clamp; (5) Pipe; (6) Fuel tank connecting neck;
(7) Hose
I - Connection of fuel tank connecting necks by means of pipes and clamps
II - Connection of pipes by means of a straight coupling
III - Connection of venting pipes by means hoses
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FIG. 2 CONNECTION OF THE COLLECTOR AND MIDDLE FUEL TANK

(1) Non-return valve, XL 410.6610-29; (2) Coupling; (3) Coupling; (4) Bolt with washer and nut;
(5) Coupling
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1. Fuel pump 410 PCR-1V (8) 2 Between frames No. 12 and 13 LH,RH
or ECN-40 (under wing-to-fuselage-fairing)
or LUN 6283-8
2. Solenoid valve LUN 2474.3-8 2 Between frames No. 12 and 13 LH,RH
(under wing-to-fuselage fairing)
In the wing between ribs No. 27 and
2 28 in the connecting piping between
the additional and the wingtip fuel
tank
3. FUEL PUMP LH, RH Circuit AZRGK 10 2 Overhead panel
breaker
4. FUEL CROSSFEED Circuit breaker AZRGK 5 1 Overhead panel
5. Set of capacitors B082279N 1 Overhead panel
6. Fuel cock L 410.6610-18 2 Lower wing skin in the center section
(LUN 7370-8 with between ribs No. 8 and 10
attached necks)
7. Cock 25 LUN 7376-8 2 Between frames No. 12 and 13 LH,RH
8. Non return valve 16 LUN 7581.02-8 2 Between frames No. 12 and 13 under
wing-to-fuselage fairing together with
fuel pumps
9. Non-return valve 10 LUN 7581.04-8 2 Rear side of firewall LH,RH
10. Fuel filter LUN 7691.XX-8 2 Front side of firewall LH,RH
11. Non-return valve 10 LUN 7581.04-8 2 Between frames No. 12 and 13 LH,RH
12. Fuel Level Annunciator (Level B560528N (S-2) or 2 Middle fuel tank LH, RH
switch) B563299N (S-2.01)
13. Fuel pump LUN 6281 2 Wingtip fuel tank
14. Non-return valve 10 LUN 7581.05 2 In the wing between ribs No. 28 and
29
15. WINGTIP TANK LH,RH circuit AZRGK 5 2 Overhead panel
breaker
16. WINGTIP TANK FUEL VG 15 K 2S 2 Instrument panel
TRANSFER Switch
17. Relay B073576N 2 Aft of frame No. 9
18. Relay TKE 52 PODG 2 Aft of frame No. 9
19. Relay TKE 54 PODG 2 Aft of frame No. 9
20. Delay circuit B073420N 2 Aft of frame No. 9
21. Ejector (if installed) B561540N 2 Rear side of firewall LH,RH
22. Non-return valve (if installed) 10 LUN 7581.04-8 2 Rear side of firewall LH,RH
23. Pressure fuelling point (if installed LUN 7748.80-8 1 Between frames No. 24 and 25
pressure fuelling system) RH-fuselage
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24. Differential valve (if installed LUN 7446.81-8 2 Between ribs No. 8 and 10 LH,RH-wing
pressure fuelling system) 2 Between ribs No. 27 and 28 LH,RH-
wings
25. Level switch (if installed pressure B563570L, P (SH) 2 Additional fuel tank LH,RH
fuelling system)
26. Level switch (if installed pressure B563562N (SH 1) 2 Wingtip fuel tank LH,RH
fuelling system)
27. Two-way solenoid valve LUN 7349.81-1 1 Behind fuselage frame No. 14
(if installed pressure fuelling (under wing-to-fuselage fairing)
system)
28. Float-controlled valve (if installed LUN 7391.80-8 2 Wingtip fuel tank LH,RH
pressure fuelling system)
29. Float-controlled valve (if installed B563450L, P 2 Additional fuel tank LH,RH
30. Pressure switch (if installed 0.016S LUN 1492.01-8 2 Outer fuel tank LH,RH
pressure fuelling system) 2 Wing-ribs No. 31 LH,RH
31. Fuelling control panel (if installed B572460N 1 On the RH side above in the pilot’s
pressure fuelling system) compartment
32. Solenoid valve (if installed LUN 2474.3 2 Main wing spar, between ribs 18 and 19
pressure fuelling system) LH, RH
33. Non return valve (if installed 4 LUN 7565-8 1 Between ribs No. 8 and 10 RH-wing
34. Oil-to-fuel heater (if installed) 443 958 219 001 2 LH+RH engine nacelle
3. Operation
The fuel pumps are activated by switching on the FUEL PUMP LH (RH) circuit breaker.
The fuel pump delivers substantially more fuel than consumed by the engine (to ensure safe function of
the fuel pump). Excess fuel is returned through a return piping into the collector fuel tank. Dirt is trapped in
the fuel filter where fuel is partially deaerated, the air being trapped in the top space of the fuel filter.
A return branch leads from the fuel filter top side carrying excessive fuel back to the middle fuel tank.
The ID 10 non-return valve in the return branch prevents the fuel system from sucking air (e.g. in case of
fuel pump failure).
If the fuel filter element is heavily soiled, fuel can flow to the engine through the fuel filter by-pass branch
after opening a pressure-relief valve.
Before entering the fuel filter fuel is pre-heated to the required temperature in an oil-to-fuel heater (if
installed).
By closing the fuel cock the flow of fuel into the fire zone is completely off.
The ID 16 non-return valves in the main piping prevent fuel from being pumped from the left hand fuel tanks
into the right hand fuel tanks and vice versa when both sides of the fuel system are interconnected by the
solenoid valves. The solenoid valves are actuated by switching on the FUEL CROSSFEED circuit
breaker.
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When the fuel reserve in the main fuel system drops to 400 kg or below, the level switch switches on the
fuel pump in the wingtip tanks (with the WINGTIP TANK LH, RH circuit breaker switched on). If the
wingtip tank fuel pump circuit is not switched on automatically (due to a failure) and fuel is further drawn
from the main fuel system, the second circuit of the level switch will switch on the yellow ACTUATE
TRANSFER signaling cell when the fuel reserve has dropped to not less than 220 kg.
By switching on the WINGTIP TANK FUEL TRANSFER switch the wingtip tank fuel pump is activated (if
WINGTIP TANK LH, RH circuit breakers are switched on).
If the wingtip tank pump circuit has been switched on automatically, the pump will be switched off automatically
after fuel has been pumped off. If wingtip fuel pumps have been actuated manually by the WINGTIP TANK
FUEL TRANSFER switch, the circuit must be switched off manually after the fuel transfer has been completed.
A type B 073 420 N delay circuit built into the fuel transfer circuit prevents the "starts" of fuel transfer
during short-period (nor exceeding 5 seconds) negative loads (gusts). To suck drainage fuel from engine
sump an ejector in fuel return branch and return valve are installed (if installed) downstream of the fuel
filter.
Operation of pressure fuelling system (if installed): From the pressure fuelling point, fuel is directed to
the differential valves which control fuel supply to both the RH and LH fuel system sections, and to both
wingtip tanks. The differential valves are opened and closed manually by pushbuttons located on the
fuelling control panel, following the reading of the corresponding fuel gauge indicator. In order to avoid
overfilling each fuel system section is provided with an level switch which closes the corresponding
differential valve when the maximum fuel level is reached. This is tested each time at the beginning of
pressure fuelling by means of a TEST pushbutton on the fuelling panel. During the test, fuel is directed
through a separate pipe via a solenoid valve to the level switch. The LH and RH wingtip tanks are provided
with double protection against overfilling, namely by level switches and float-controlled valves which close
the differential valves.
A pressure switch is installed in each fuel system section to prevent increase of pressure in the fuel tank
above a specified limit. In this case the pressure switch will close corresponding differential valve.
The description and operation of the oil-to-fuel heater (if installed) is given in subsection 028.20.08
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FIG. 3 FUEL DISTRIBUTION SYSTEM DIAGRAM - GRAVITY FUELLING
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FIG. 4 FUEL DISTRIBUTION SYSTEM DIAGRAM (SINGLE-POINT) PRESSURE FUELLING

(if installed)
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DISTRIBUTION
FAULT ISOLATION
1. Fuel transfer failure a) Defective solenoid valve a) Replace the solenoid valve
b) Defective electric circuit b) Locate the defect in the electric
circuit and remove it
2. Fuel leaking through threaded joints a) Loosened joint a) Tighten and secure the threaded
joint
b) Damaged sealing cone b) Replace the pipe or the straight
couplings
3. Fuel leaking in the joints with Improperly fitted and tightened Fit the clamp correctly and tighten it
clamps clamp or replace it
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410 PCR-1V (8), ECN-40, LUN 6283-8 FUEL PUMP

1. Purpose
The fuel pump is a single-stage centrifugal pump integrated with its electric motor. It serves for building
up pressure in the fuel system.
NOTE: Any type of the fuel pumps (410 PCR-1V (8), ECN-40 or LUN 6283-8) can be installed in the
aircraft. They are fully interchangeable to that different types can be used simultaneously in
one aircraft.
The design of the pumps is essentially the same, the main difference being the type of the
electric motor,
• 410 PCR-1V (8) MP 100 B1 electric motor
• ECN-40 MP 100 B1-2S electric motor
• LUN 6283-8 MP 100 B1-2S or D4RQ770 electric motor
2. Technical data
Pump drive electric motor
Voltage 27 V
Current, maximum 7.5 A
Minimum outlet pressure 0.07 MPa (0.7 kp/sq.cm)
Delivery rate at 27 V, 7 A and 0,07 MPa minimum outlet pressure 2100 l/h
Electric motor housing warm-up max. 75°C
Hydraulic resistance of inoperative pump at a flow rate of 2100 l/h fuel,
not more than 0.017 MPa (130 mm Hg)
3. Operation
The fuel pump electric motor is connected to the housing by four screws.
The pump impeller is overhung on the electric motor shaft. The shaft rotates in a pair of ball bearings.
The delivery helix case and the pump body are a single structure carrying a delivery neck. The electric
motor is sealed from the fuel section by a special combined gland. The gland space features a drain neck
for fuel eventually leaking through the gland collar. The inlet section features a conical screen and a
conical inlet neck connected to the inlet piping. Two holes sealed with threaded plugs serve for draining
off condensed water. Four sealing screws provide access to electric motor brushes.
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FIG. 1 FUEL PUMP

(1) Body; (2) Strainer; (3) Ring; (4) Cuff spring; (5) Impeller wheel; (6) Cuff nut; (7) Key;
(8) Sleeve; (9) Pump neck; (10) Cover; (11) Cuff insert; (12) Cuff; (13) Washer; (14) Washer;
(15) Electric motor; (16) Bolt; (17) Screw; (18) Nut; (19) Nut; (20) Neck; (21) Pipe extension;
(22) Unit nut; (23) (24) (25) Plugs; (26) Split pin; (27) Ball bearing; (28) Ring; (29) Ring;
(30) Shaft; (31) Nut; (32) Washer; (33) Ring; (34) Screw
I - Fuel pump operating diagram
A - Fuel inlet
B - Fuel outlet
C - Sense of shaft rotation
II- Fuel pump internal wiring diagram
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SERVICING
1. Check of the tightness of the 410 PCR-1V (8), ECN 40, LUN 6283-8 fuel pump

Periodical
E. Procedures
(1) Place the stepladder (e.g. B097300N) under the engine nacelle.
(2) Remove the side wing-to -fuselage fairing according to the technological procedure given in
chapter 53.
(3) Check the fuel pump for leakage and correct operation:
(a) With the control levers on the front control panel open the fuel cock and close the fuel shut-off
valve of the engine concerned.
(b) Check that all circuit breakers on the overhead panel are OFF.
(c) Switch on the BATTERY I, II, INVERTERS 36 V AC I switches and the CENTRAL WARNING
DISPLAY - LH ENGINE, RH ENGINE, FUEL PUMP LH, RH circuit breakers on the overhead
panel.
CAUTION: THE FUEL PUMP CAN BE SWITCHED ON ONLY IF THERE IS ENOUGH

FUEL IN THE FUEL TANKS (THE "MINIMUM FUEL" SIGNALING CELL IN
THE CORRESPONDING SECTION OF CWD IS OFF) AND THE AIRCRAFT
IS CONNECTED TO AN EXTERNAL POWER SUPPLY.
(d) Check that no fuel leaks from the fuel system around the fuel pump.
Any indication of fuel seepage is not permissible!
(e) Switch off all switches and circuit breakers on the overhead panel which have been switched
on according to para (3) subpara (c).
(f) Shut the fuel cock with the control lever on the front control panel.
(4) Install the lateral wing-to-fuselage fairing by the procedure specified in chapter 53.
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2. Check of the brushes on the 410 PCR-1V (8), ECN 40, LUN 6283-8 fuel pump
B. Materials Brushes for the LUN 6283-8 fuel pump:

AI Ord. No. 95223931 – valid for MP100B1-2S motor
or Atas Ord. No. 32452 – valid for D4RQ770 motor
0.8 mm dia Locking wire (CSN 11 4311 or
equivalent); Fine emery paper

Cutters

Periodical
E. Procedures
(1) Place the stepladder (e.g. B097300N) under the engine nacelle.
(2) Remove the side wing-to -fuselage fairing according to the technological procedure given in
chapter 53.
(3) Remove the fuel pump in accordance with the technological procedure from the page 401,
step (3).
(4) Cut the binding wire securing the faun brush covers by means of cutters. Unscrew the screws
from the brush covers, loosen the M 3 screws fastening the cables, and draw away the
compression spring by means of a hook (from the set of spare parts for the fuel electric motor).
Remove and check the brushes. The minimum permissible brush height is 12 mm. If required,
clean the commutator by means of fine emery paper. Remove all of accumulated carbon
powder by compressed air.
(5) Install new brushes (if required) by proceeding in the reverse order. Check that the brushes do
not drag. Attach the cables to the brushes of the M3 screws.
(6) Fasten the brush by screws and secure with binding wire.
(7) Reinstall the fuel pump in accordance with the technological procedure from the page 401,
step (4).
Any indication of fuel seepage between the electric motor and pump is not permissible!
(8) Reinstall the side wing-to-fuselage fairing.
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1. Removal and installation of the 410 PCR-1V (8), ECN-40, LUN 6283-8 fuel pump
M 12x1 Plug (ONL 3998 or equivalent)
711/217 - 5 mm dia Single sided brush
B. Materials No. 240 (25x150) Emery cloth

0.8 mm dia Locking wire
C 1005/0080 Lacquer or equivalent
(15 mm wide x 0.2 m long) Insulating tape (CSN 34
6541 or equivalent)
(300x350 mm) PVC foil
C 2001/8140 Paint or equivalent
C. Tools No. 697 (3.5 x 100) Screwdriver

No. 698 (8 x 160) Screwdriver
5.5x7 Double ended open spanner (CSN 230611.6or
equivalent)
8x10 - 2 pcs Double ended open spanner (CSN
230611.6 or equivalent)
14x17 - 2 pcs Double ended open spanner (CSN
41 - 2 pcs Single ended open spanner (CSN 230625.6
or equivalent)
125 Side cutters (CSN 230327.1 or equivalent)
Wire pliers (CSN 230341.4 or equivalent)
E. Procedures
(1) Place the B 097 300 N steps next to the landing gear nacelle.
(2) Remove the lateral wing-to-fuselage fairing according to the work procedure given in chapter 53.
(3) Removal of the fuel pump
(a) With the hand unlock the terminal board cover of the fuel pump and remove the cover.
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(b) Using a size 5.5x7 spanner (or screwdriver) disconnect the bonding strip of the fuel pump
from the fuselage.
(c) Using the side cutters 125 CSN 230327.1 snip off the locking wire securing the cut-off cock
lever and close the cock with the hand.
(d) Using the side cutters 125 CSN 230327.1 snip off the locking wire securing the unit of the fuel
pump drain pipe. Disconnect the pipe from the fuel pump using a pair of size 14 x 17 spanners.
(e) Using the side cutters 125 CSN 230327.1 snip off the locking wire securing the clamp on the
rubber hose connected to the fuel pump delivery head. Disconnect the clamp with No. 698,
8 x 160 screwdriver.
(f) Using the side cutters 125 CSN 230327.1 snip off the locking wire securing the fuel pump
suction head unit. Using a pair of size 41 CSN 23 0625.6 single ended open spanners screw
off the unit nut from the threaded neck of the cut-off cock.
NOTE: Catch the fuel rest in the suction piping into the collecting vessel.
(g) Using a pair of size 8 x 10 spanners dismount the fuel pump from its collar on the fuselage
(by screwing off two screws with the No. 697 - 3.5 x 100 screwdriver), and loosen two screws
to disconnect the power supply cables from the terminal board on the fuel pump. Insulate the
conductor ends with 15 mm wide CSN 34 6541 insulating tape.
(h) Using PVC foil, 0.8 mm dia. locking wire, CSN 23 0341.4 wire cutters and 125 CSN 230327.1
side cutters plug:
• the drain, suction and delivery neck of the fuel pump
• the neck of the cut-off cock and the delivery piping in the under-wing area
(i) Plug the fuel pump drain piping on the fuselage with a M12 x 1 ONL 3998 plug. Plug the fuel
pump necks and wrap the fuel pump in PVC foil.
(4) Installation of the fuel pump.
(a) Before installing the fuel pump on the aircraft remove the following items using
125 CSN 230327.1 side cutters:
• the plugs from the cut-off cock neck and from the fuel delivery piping in the under-wing area
• the plugs from the drain piping and from the fuel pump suction and delivery necks
(b) Screw off the plug from the fuel pump drain piping on the fuselage with the hand.
(c) Polish the seating of the bonding strip on the fuel pump delivery neck to metallic luster with
No. 240 emery cloth.
(d) Remove insulation from the electric conductors and connect the connectors to the terminals
on the fuel pump (2 screws) using the No. 697, 3.5x100 screwdriver. Secure the screws with
C 2001/8140 paint. Slip the delivery piping connecting hose over the fuel pump delivery neck
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and adjust the delivery piping bonding strip so that it seats against the polished area on the
delivery neck. Install the fuel pump in its collar on the fuselage and attach it with two screws.
Tighten the screws with a pair of 8x10 CSN 23 0611.6 spanners. Fit the cover over the fuel
pump terminal board and fit the retainer over the cover with the hand.
(e) Tighten the clamp on the delivery neck hose by tightening the screws with the No. 698, 8x160
screwdriver and secure the unit with 0.8 mm dia locking wire using 125 CSN 230327.1 side
cutters and CSN 23 0341.4 wire pliers.
(f) Screw the unit nut of the fuel pump suction head with a pair of 41 CSN 23 0625.6 single sided
open spanners onto the cut-off valve neck, set the cut-off valve lever to OPEN and secure the
unit of the fuel pump suction neck, the cut-off cock neck, and the cut-off valve lever with 0.8 mm
dia locking wire using 125 CSN 230327.1 side cutters and CSN 23 0341.4 wire pliers.
(g) Connect the drain piping to the fuel pump drain neck with a pair of 14/17 spanners. Lock the
neck and the unit nut on the piping with 0.8 mm dia locking wire using 125 CSN 230327.1
side cutters and CSN 23 0341.4 wire pliers.
(h) Immediately before installing the bonding strip between the fuel pump and the fuselage clean
the seating surface for the bonding strip on the fuselage with No. 240 emery cloth. Polish the
surface to metallic luster. Connect the bonding strip to the fuselage with a 5.5x7 spanner (or
screwdriver) and coat the point with C 1005/0080 lacquer.
(i) With the control levers on the front control panel open the fuel cock and close the fuel shut-off
valve of the engine concerned.
(j) Check that all circuit breakers on the overhead panel are OFF.
(k) Switch on the BATTERY I, II, INVERTERS 36 V AC I switches and the CENTRAL WARNING
DISPLAY - LH ENGINE, RH ENGINE, FUEL PUMP LH, RH circuit breakers on the overhead
panel.
CAUTION: THE FUEL PUMP CAN BE SWITCHED ON ONLY IF THERE IS ENOUGH

FUEL IN THE FUEL TANKS (THE "MINIMUM FUEL" SIGNALING CELL IN
THE CORRESPONDING SECTION OF CWD IS OFF) AND THE AIRCRAFT
IS CONNECTED TO AN EXTERNAL POWER SUPPLY.
(l) Check that no fuel leaks from the fuel system around the fuel pump.
(m) Switch off all switches and circuit breakers on the overhead panel which have been switched
on according to para (4) subpara (k).
(n) Install the lateral wing-to-fuselage fairing by the procedure specified in chapter 53.
(o) Shut the fuel cock with the control lever on the front control panel.
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LUN 2474.3-8 SOLENOID VALVE

1. Purpose
The LUN 2474.3-8 solenoid valves are intended for the:
• interconnection of the fuel systems of the left hand and right hand engine
(during normal flight the fuel systems of the left hand and right hand engine are separated)
The solenoid valve is designed so that it is permanently closed and it opens only if it is energized.
2. Technical data
Nominal voltage 28 V DC
Maximum current 300 mA
Minimum operating voltage 21 V
Fuel flow at 0.07 MPa (0.7 atm) min 5 l/min
The valve is leak-proof up to 0.3 MPa (3 kp/sq.cm)
3. Operation
The solenoid valve consists of two main parts:
the valve control system and the valve body. Both parts are connected by a housing. The housing is secured
against angular displacement in respect to the valve body and to the threaded unit by two setting screws.
The main part of the control system is a solenoid with a coil and an armature. The pressed-in face and the
pressed-on face on a brass sleeve from together with the brass sleeve a coil former with coil windings.
The sleeve accommodates an armature with a tapered end to improve solenoid characteristics. The armature
carries plug with a guide and a sealing. If the coil does not carry any current the sealing seats against the
valve body neck and thus cuts off the fuel flow.
The plug is held in this position by a spring resting against the coil face. A connector plug attached to the
other face with three screws is connected by a threaded unit to the connector socket. A sealing between
the valve body and the coil face prevents fuel from leaking into the coil space. When current is applied to
the coil, the solenoid armature is drawn into the coil former sleeve and the plug connected with the armature
opens the fuel flow. If current is removed, the plug will return to its former position and shut off the fuel flow.
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Dimension Thread
a M 18 x 1.5
b M 22 x 1.5
FIG. 1 LUN 2474.3-8 SOLENOID VALVE

(1) Face; (2) Face; (3) Sleeve; (4) Armature; (5) Cone; (6) Guide; (7) Sealing; (8) Spring;
(9) Valve body; (10) Threaded union; (11) Screw; (12) Housing; (13) Screw; (14) Plug;
(15) Coil winding
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LUN 7691.XX-8 FUEL FILTER

1. Purpose
The LUN 7691.XX-8 fuel filter is intended for removing impurities from fuel.
Table of the variant LUN 7691.XX-8 fuel filter:
Type of Fuel Filter Language version Valid for the airplane type
LUN 7691.00-8 English L410 UVP-E, -E9, -E20 – Refer to the fig. 1
LUN 7691.01-8 Russian L410 UVP-E, -E9, -E20 – Refer to the fig. 1
LUN 7691.04-8 English L410 UVP-E20 equipped H80-200 Turboprop
engines – Refer to the fig. 2
2. Technical data
Filters capacity 15 microns
Maximum absolute fuel pressure within the filter 0.3 MPa (3 kp/sq.cm.)
Hydraulic resistance of the filter with bypass valve max. 0.007 MPa (0.07 kp/sq.cm.) with a new
closed and 300 l/hr fuel flow rate filter cartridge
0.015 MPa (0.15 kp/sq.cm.) value indicates a
contaminated filter cartridge!
Flow rate:
• in filter circuit min. 530 l/hr with a 0.03 MPa (0.3 kp/sq.cm.)
pressure drop in the filter
• in bypass valve circuit min. 270 l/hr with a 0.03 MPa (0.3 kp/sq.cm.)
pressure drop in the filter
3. Operation
The fuel filter consists of a housing, a jacket, a lid and signalizer. The filtering element is a star-shaped paper
cartridge installed inside the jacket.
The housing accommodates a bypass valve which opens when the pressure rises to 0.02 to 0.03 MPa
(0.2 to 0.3 kp/sq.cm) - for LUN 7691.04-8 type - to 0.045 to 0.055 MPa (0.45 to 0.55 kp/sq.cm). In this case
fuel bypass the filter cartridge.
The opening of the bypass valve is signaled by the closing of the signalizer contact.
The bottom lid on the fuel filter accommodates a drain valve. The draining is carried out with the help of
the drain valve nut which is to be turned counterclockwise. Having drained off the required quantity of fuel
the nut of the drain valve is to be retighten.
Fuel enters through the inlet neck into the jacket and passes through the filter cartridge into the cartridge
interior space. Impurities are trapped by the cartridge. Fuel exits through the outlet neck into the fuel system.
When the cartridge is clogged, fuel flows through the bypass valve.
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FIG. 1 LUN 7691.00-8 OR LUN 7691.01-8 FUEL FILTER

(1) Inlet neck; (2) Outlet neck; (3) Return fuel neck; (4) Minimum fuel pressure signalizes neck;
(5) Terminal block for fuel bypass signaling
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FIG. 2 LUN 7691.04-8 FUEL FILTER

(1) Inlet neck; (2) Outlet neck; (3) Return fuel neck; (4) Minimum fuel pressure signalizes neck;
(5) Terminal block for fuel bypass signaling, (6) Outlet necks to the fuel filter impending by-pass
signaler
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LUN 7691.XX-8 FUEL FILTER

SERVICING
1. Replacement of cartridges in the LUN 7691.XX-8 fuel filter

L 401.9862 Service trolley
B. Materials 0.8 mm dia locking wire

M 701-06-1193/2
or M701/3, P/N 126 1223 Filter cartridge
C. Tools 19x22 Double ended open spanner (CSN 230611.6

or ratchet and socket spanner)

Periodical
E. Procedures
(1) Close the fuel cock of the left hand (right hand) engine with the fuel cock control levers located on
the front control panel in the cockpit.
(2) Place the B 097 300 N steps to the left (right) engine nacelle.
(3) Release and open the lower engine cowl according to the work procedure in chapter 54.
(4) Drain the fuel filter by turning the milled nut of the drain valve counterclockwise. Fuel will flow out
through the nut center. After fuel has been drained, retighten the milled nut by turning it
clockwise.
(5) Loosen the center nut on the fuel filter bottom lid with the ratchet and socket spanner.
(6) Remove the lid and the cartridge. Installation of used or soiled or damaged cartridge is not permitted.
(7) Fit in a new M 701-06-1193 or M701/3, P/N 126 1223 filter cartridge and retighten the center
nut on the lid with the ratchet and socket spanner.
(8) Open the fuel cock of the left hand (right hand) engine with the fuel cock control levers on the front
control panel in the cockpit.
(9) Check the fuel filter visually for leaks. No fuel leaking is permitted.
(10) Lock the center nut with 0.8 mm dia locking wire.
(11) Close and lock the lower engine cowl of the engine nacelle according to the work procedure in
chapter 54.
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LUN 7370-8 FUEL COCK

1. Purpose
The fuel cock controls the fuel supply to the engine. It serves for shutting off the fuel system quickly after
flight termination, in case of engine fire and during ground work on the fuel system with fuel in tanks.
2. Technical data
Operating pressure max. 0.15 MPa (1.5 kp/sq.cm.)
Hydraulic resistance at a flow rate of 1000 l/hr of aviation petrol 70 mm petrol column
Maximum torque for turning the spindle 2.8 Nm (28 kpcm)
3. Operation
The fuel cock housing has a screwed-in neck a collar acting as a dish valve seat. The dish valve is attached
to a lever controlled by a spindle. The valve is fixed in its end positions by a spring. The spindle carries a
collar limiting its axial movement. The spindle end protruding from the body is milled to accommodate the
control lever. The spindle is sealed by a packing tightened by a packing nut.
Fuel flows through the fuel cock in the direction of the arrow on the cock body. If necessary, fuel flow can
be shut off with a dish valve.
FIG. 1 LUN 7370-8 FUEL COCK

(1) Coupling; (2) Coupling; (3) Sealing ring; (4) LUN 7370-8 fuel cock; (5) Control lever;
(6) Spindle
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10 LUN 7581.04-8, 16 LUN 7581.02-8, 10 LUN 7581.05-8 NON-RETURN VALVES

1. Purpose
The 10 LUN 7581.04-8, 16 LUN 7581.02-8 and 10 LUN 7581.05-8 non-return valves guarantee fuel flow
in the prescribed direction. The non-return valve is basically a dish valve opened by pressure and forced
back against its seat by a return spring at pressure relief. It consists of a pair of an inlet and an outlet neck
screwed together and sealed by a sealing ring.
2. Technical data
Opening pressure:
10 LUN 7581.04-8 0.0015 MPa (0.015 kp/sq.cm.)
16 LUN 7581.02-8 0.002 - 0.005 MPa (0.02 - 0.05 kp/sq.cm.)
10 LUN 7581.05-8 0.005 MPa (0.05 kp/sq.cm.)
Maximum operating pressure:
10 LUN 7581.04-8 0.15 MPa (1.5 kp/sq.cm.)
16 LUN 7581.02-8 0.15 MPa (1.5 kp/sq.cm.)
10 LUN 7581.05-8 0.10 MPa (1 kp/sq.cm.)
Hydraulic resistance at rated flow:
10 LUN 7581.04-8 0.005 MPa (36 mm Hg) at 300 l/hr flow rate
16 LUN 7581.02-8 0.001 MPa (8 mm Hg) at 360 l/hr flow rate
10 LUN 7581.05-8 0.006 - 0.012 MPa at 200 to 400 l/hr flow rate
3. Operation
The pressure of fuel opens the dish valve and fuel flows in the direction marked with an arrow on the valve
body. When the inlet pressure or a back surge develops, the return spring will close the dish valve. This will
prevent fuel from flowing in the opposite direction.
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Dimension Thread
a M 18 x 1.5
b M 22 x 1.5
FIG. 1 10 LUN 7581.04-8 NON-RETURN VALVE

(1) Outlet neck; (2) Inlet neck; (3) Return spring; (4) Dish valve; (5) Sealing ring
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Dimension Thread
a M 26 x 1.5
b M 27 x 1.5

EFFECTIVITY
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Dimension Thread
a M 18 x 1.5
b M 22 x 1.5

EFFECTIVITY
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25 LUN 7376-8 COCK

1. Purpose
The 25 LUN 7376-8 cock is kept permanently open. It serves for cutting-off the fuel flow from the fuel tank
when the fuel pump is replaced or work carried out on the aircraft fuel system. This makes the draining of
fuel from the fuel tanks unnecessary.
2. Technical data
External tightness of the cock full up to 0.15 MPa pressure
Slide valve leak 20 drops/min at 0.02 MPa gauge pressure
Maximum operating pressure 0.1 MPa
3. Operation
The cock is a straight model sealed in its closed position by a conical slide valve. The "OPEN" and "CLOSED"
positions are secured to prevent any shifting in flight.
When piping has been disconnected from the cock outlet, absolute tightness is obtained by screwing a plug
(marked red) into the cock outlet neck.
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FIG. 1 25 LUN 7376-8 COCK

(1) Body; (2) Slide valve; (3) Nut; (4) Sealing ring; (5) Lever; (6) Lid; (7) Insert; (8),(9) Sealing ring;
(10) Washer; (11) Spring; (12) Insert
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LUN 6281 FUEL PUMP

1. Purpose
The LUN 6281 fuel pump is an immersible centrifugal electrically powered device supplying fuel from the
wingtip fuel tanks into the aircraft fuel system.
2 Technical data
Fuel pump drive LUN 2320 electromotor
Displacement w/o counter pressure 500 - 600 liters/hr
Fuel pump gauge pressure at zero delivery rate 0.05 MPa (0.5 kp/sq.cm.)
3. Operation
The fuel pump is powered by a built-in electromotor. It is installed on the wingtip tank bottom and carried
by a flange. The electromotor and a part of the inlet section is immersed inside the wingtip fuel tank while
the delivery section with the delivery neck, the electrical plug and the drain neck are located outside the
wingtip fuel tank.
The fuel inlet port is formed by radial annular channels carrying a filtering screen on their outer perimeter.
The fuel inlet port ends in an annular inlet to the impeller wheel. The impeller wheel is screwed on the extended
electromotor shaft and it is secured with a screw. A non-return valve is installed between the impeller wheel
and the securing screw. A venting space under the pump flange ventilates the electromotor and doubles
as an escape for fuel vapors condensed in the pump inlet section.
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FIG. 1 LUN 6281 FUEL PUMP

(1) Electromotor; (2) Wingtip fuel tank; (3) Screen; (4) Impeller wheel; (5) Non-return valve;
(6) Fuel pump housing
A - Diagram of fuel pump function
B - Diagram of ventilating air flow
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LUN 6281 FUEL PUMP

1. Removal of the LUN 6281 fuel pump

B. Materials Plugs
E. Procedures
CAUTION: OBSERVE CLEANLINESS DURING THE REMOVAL PROCEDURE AND MAKE

SURE THAT NO ANY DIRT OR STRANGE MATERIAL CLIPPINGS ENTER TO
THE FUEL PIPING AND WING TIP FUEL TANK.
(1) Drain fuel from the wingtip fuel tank.
(2) Remove the lower cover of the wing tip fuel tank - pos. (1) refer to the Fig. 401.
(3) Disconnect the socket (11) from the fuel pump plug.
(4) Unloose and disconnect the fuel piping (9) in point (A) - refer to the Fig. 401.
(5) Unloose the screws (6) and remove the fuel pump (3) together with fuel piping (9) and drain
piping (10) from the wing tip fuel tank.
(6) Remove the fuel piping (9), seal ring (7), screw-coupling (8) and drain piping (10) from the fuel
pump (3) on the work table.
(7) Plug the ends of the disconnected piping on the wing tip fuel tank.
(8) Protect the electric cable with socket on the wing tip fuel tank.
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FIG. 401 REMOVAL / INSTALLATION OF THE LUN 6281 FUEL PUMP

(1) Lower cover of the wing tip fuel tank, (2) Screws, (3) LUN 6281 Fuel pump,
(4) B 560 657 N Sealing, (5) 5 CSN 021740.14 Spring washer, (6) M5x16 CSN 021103.44
Screws, (7) Sealing ring, (8) Screw-coupling, (9) Fuel piping, (10) Drain piping, (11) Socket
(12) Rubber sleeve
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2. Installation of the LUN 6281 fuel pump

B. Materials B 560 657 N Sealing (1 pc)

5 CSN 021740.14 Spring washer (7 pc)
M5x16 CSN 021103.44 Screws (7 pc)
E. Procedures
CAUTION: OBSERVE CLEANLINESS DURING THE INSTALLATION PROCEDURE AND

MAKE SURE THAT NO INSTALLING MATERIAL CLIPPINGS ENTER TO THE
FUEL PIPING AND WING TIP FUEL TANK.
(1) Mount the fuel piping (9) - refer to the Fig. 401 - seal ring (7), screw-coupling (8) and drain
piping (10) on the fuel pump (3) at the work table.
(2) Remove the plug from the wingtip fuel tank fuel piping.
(3) Position the fuel pump (3) - refer to the Fig. 401 - together with sealing (4) on the wing tip tank
and connect the fuel piping on the screw-coupling the wing tip tank fuel system (in point (A)).
NOTE: By that time do not tightened the screw-couplings of the fuel piping (9).
(4) Tighten the fuel pump by means the 7 pcs M5x16 screws (6) and spring washer (5) at the wing
tip fuel tank and tighten both screw-couplings of the fuel piping (9).
CAUTION: OBSERVE HIGH ATTENTION DURING TIGHTENING THE SCREWS (6) FOR
DAMAGE PREVENTION THE WINDING AT THE FLANGE OF WING TIP
FUEL TANK.
(5) Connect the socket (11) to the fuel pump electrical plug.
(6) Carry out the leakage test according to the work procedure for checking fuel tanks and fuel system
units - refer to the section 028.00.00.
(7) Install the lower cover of the wing tip fuel tank - pos. (1).
NOTE: Drain piping goes through the rubber sleeve (12) at the lower cover of the wing tip
fuel tank.
(8) Check the function of fuel transfer.
(a) Check of manual transfer

Fill 340 to 460 kg fuel into the left hand and right hand group of fuel tanks and 25 kg fuel into
each wingtip fuel tank.
Switch on the WINGTIP TANK LH, RH circuit breakers on the overhead panel. Switch on the
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WINGTIP TANK FUEL TRANSFER switches on the instrument panel. Within 6 seconds both
green FUEL TRANSFER cells on the central warning display must light up. Switch off the pumps
after 1 minute. The signaling cells on the central warning display must go off. Switch off the
WINGTIP TANK LH, RH circuit breakers on the overhead panel.
(b) Check of automatic transfer and challenge switching.

Approximately 20 kg fuel remains in the wingtip tanks after the check of manual transfer.
Switch on the WINGTIP TANKS LH, RH circuit breakers on the overhead panel.
Remove the level switch from the cap of the left hand and right hand middle fuel tank.
Measure the distance H of fuel level from the flange of the level switch. Slowly lift the fuel level
switch from the middle fuel tank cap until the corresponding fuel pump starts to run and the
green FUEL TRANSFER cell on the central warning display lights up. Now measure the distance
of the level switch flange from the seating surface of the middle fuel tank cap H 1 . The sum of
both distances shall be H + H 1 = 90 ± 10 mm. The pump must switch off automatically after
all fuel has been pumped out from the wingtip tank. Lift the level switch by further 10 - 15 mm
and then switch off and on the WINGTIP TANK LH, RH circuit breaker on the overhead panel.
Proceed to lift the level switch slowly and when the yellow ACTUATE TRANSFER cell on the
central warning display lights up, measure the distance between the seating surface of the
level switch flange and the seating surface on the middle fuel tank cap H 2 . The difference of
both distances must be H 2 - H 1 = 20 ± 5 mm. Switch off the WINGTIP TANK LH, RH
circuit breakers and the BATTERY I, II switches. Attach the level switch to the cap of the left
hand and right hand middle fuel tank.
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443 958 219 001 OIL-TO-FUEL HEATER (if installed)

1. Purpose
The 443 958 219 001 oil-to-fuel heater (if installed) is used to heat fuel whose temperature is less than
10 ± 5°C. Fuel heating permits to use fuel without anti-icing additives also at low ambient temperatures.
2. Description
The oil-to-fuel heater is basically a heat exchanger, i.e. a sealed rectangular vessel with a meandering fuel
pipe passing through it. Return oil from the engine flowing through the vessel heats the fuel passing through
the fuel pipe. A TR type (Dwg. No. B 560 434 N) thermo regulator is installed in the top section of the
vessel. The thermo regulator controls oil flow through the heat exchanger depending upon fuel
temperature. The thermo regulator housing is screwed to the exchanger vessel. The housing carries the
oil inlet and oil outlet necks and the fuel outlet neck. Fuel enters the oil-to-fuel heater through a neck in the
bottom section of the vessel face. Located here is also a draining port.
3. Operation
The flow of oil through the heat exchanger is controlled by a thermo regulator which opens or closes the oil
flow according to the fuel temperature. If fuel temperature is sufficiently high and the thermo regulator shuts
off the oil inlet to the heat exchanger, oil is passed through the regulator housing directly to the outlet, i.e. oil
bypasses the heat exchanger. The thermo regulator function is controlled by a temperature sensor
which is installed in the fuel outlet neck.
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FIG. 1 OIL-TO-FUEL HEATER WITH THERMO REGULATOR (if installed)

(1) Thermo regulator housing; (2) Heat exchanger vessel; (3) Oil inlet; (4) Oil outlet;
(5) Fuel inlet; (6) Fuel outlet; (7) Oil drain plug
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FIG. 2 OPERATING DIAGRAM OF THE TR (Dwg.No. B 560 454 N) OIL-TO-FUEL HEATER

THERMO REGULATOR
A - Thermostatic function - cold fuel
B - Thermostatic function - hot fuel
C - Pressure-relief function - increases oil pressure
a - Fuel
b - Oil
c - Oil to the oil-to-fuel heater, increases
d - Oil from the oil-to-fuel heater
I – effective for aircraft up to the 21st series
II – effective for aircraft from the 22nd series
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443 958 219 001 OIL-TO-FUEL HEATER (if installed)

SERVICING
1. Check of the operation of the 443 958 219 001 oil-to-fuel heater
A. Fixture, Test and Support Equipment Thermometer (min. range from -60°C to 100°C,
with accuracy 0.2°C); Steps (e.g. B097300N);
B097441N Hose for fuel bleed + glass
(or equivalent fuel drain kit);
B096591N Connection of fuel mud removal ;
Vessel

Periodical
E. Procedures
(1) Carry out an engine test run.
(2) Place the steps (e.g. B097300N) to the engine nacelle.
(3) Remove the lower cowl of the engine nacelle - refer to the work procedure in section
054.00.01.
(4) Locate a vessel below fuel drain.
(5) Prepare the B097441N Hose for fuel bleed + glass (or equivalent fuel drain kit).
(6) Open the lid of the drain valve on the wing to fuselage fairing (on both sides).
(7) Screw off the cap of the LUN 7350-8 drain valve and fit a B096591N connection on the valve and
prepare a vessel for fuel. Unlock the sludge valve. Take fuel sample from the fuel tank drain
valves located under the wing to fuselage fairing.
(8) Fit the B097441N fuel drain hose on the fuel filter drain (sludge) valve and prepare a vessel for fuel.
(9) Turn the closing nut of the drain valve to the left. Fuel will flow out through the nut center.
(10) Take fuel sample the fuel filter drain (sludge) valves in the LH and RH engine nacelles.
(11) Measure and compare the temperature of these fuel samples. If the oil-to-fuel heater operates
correctly, the temperature of fuel in the fuel filter must be at least by 5°C higher than that in the
fuel tank, with the fuel temperature in the tank not exceeding + 25°C.
(12) Remove the B097441N fuel drain hose.
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(13) Remove of the B096591N connection. The drain valve will close.
(14) Screw on the cap of the LUN 7350-8 drain valve.
(15) Close the lid of the drain valve on the wing to fuselage fairing (on both sides).
(16) Reinstall the engine nacelle lower cowl - refer to the work procedure in section 054.00.01.
(17) Clear away the hose and the vessels.
2. Draining oil from the 443 958 219 001 oil-to-fuel heater
Vessel
B. Materials 18x12 Packing ring (CSN 029310.3 or equivalent)

dia. 0.8 mm Locking wire
C. Tools No. 3013 Nippers

13x17 Open spanner (CSN 230611.6 or equivalent)
E. Procedures
(1) Place the steps (e.g. B097300N) to the engine nacelle.
(2) Remove the lower engine cowl - see the work procedure in 054.00.01.
(3) Remove the locking wire and screw out the oil drain plug using a 13x17 CSN 23611.6 open spanner.
(4) Allow oil to discharge into a prepared vessel.
(5) Fit a new packing ring (if the original one is damaged) on the drain plug, screw the plug into the
heater, tighten it, and lock it with locking wire.
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3. Visual check of the 443 958 219 001 oil-to-fuel heater


Routine, Periodical
E. Procedures
(1) Place the B 097 300 N steps to the engine nacelle.
(2) Remove the lower engine cowl - see the work procedure in 054.00.01.
(3) Check visually the heat exchanger vessel, oil inlet and outlet, fuel inlet and outlet, oil drain plug
and place around thermoregulator housing.
Fuel or oil leakage is not allowed
(4) Reinstall the engine nacelle lower cowl - see the work procedure in 054.00.01.
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443 958 219 001 OIL-TO FUEL HEATER (if installed)

1. Removal and installation of the 443 958 219 001 oil-to-fuel heater
B. Materials 0.8 mm dia Locking wire

Polyethylene foil
C. Tools Combination pliers (CSN 23 0382 or equivalent)

9 Single ended open spanner (CSN 23 0625.6 or
equivalent)
13x17 Double ended open spanner (CSN 230611.6
or equivalent)
19 x 22 Double ended open spanner (CSN 230611.6
or equivalent)
equivalent)
equivalent)
equivalent)
equivalent)
equivalent)
E. Procedures
(1) Place the B 097 300 N steps to the engine nacelle.
(2) Unlock and tilt down the lower engine cowl - see the work procedure in 054.00.01.
(3) Remove the bottom cover of the engine nacelle - see the work procedure in 054.00.05.
(4) Shut the fuel cocks with the help of the control levers on the front control panel (position FUEL-SHUT).
CAUTION: WHEN LOOSENING AND TIGHTENING THE CAP NUTS OF PIPING AND HOSES
IT IS NECESSARY TO SECURE THE COUNTERPART BY ANOTHER SPANNER
TO AVOID DAMAGE OF THE INTERNAL PIPING.
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(5) Remove locking wires from the unit nuts on the fuel inlet and outlet necks of the oil-to-fuel heater
and screw off the unit nuts with the 19, 22 and 27 CSN 23 0625.6 open spanners.
Allow fuel to discharge into a prepared vessel. Wipe off spilt fuel with a rag.
(6) Using the 13x17 CSN 23 0611.6 double ended open spanner screw out the oil drain plug, remove
locking wires from the unit nuts on the oil inlet and outlet necks and screw them off with the 27, 30
and 36 CSN 23 0625.6 spanners. Allow oil to discharge into a prepared vessel.
(7) Removal of the oil-to-fuel heater.
(a) Remove locking wires from four screws fastening the oil-to-fuel heater to the firewall with the
9 CSN 23 0625.6 spanner, screw out the screws and remove the heater.
(b) Seal the fuel and oil inlets and outlets with polyethylene foil.
(8) Installation of the oil-to-fuel heater.
(a) Fit the heater to the firewall and secure it with screws.
(b) Remove the sealing foil from fuel and oil inlets and outlets.
(c) Install the piping and hoses into the original positions. Tighten the cap nuts and secure them
by means of the ∅ 0.8 locking wire.
(d) Check the fuel system tightness according to the 028.00.00.A procedure and the oil system
tightness according to the 079.40.00.A procedure, if there occurred any damages during the
oil-to-fuel heater replacement.
(9) Install the engine nacelle bottom cover - see the work procedure in 054.00.05.
(10) Close the cover engine cowl - see the work procedure in 054.00.01.
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0.016 S LUN 1492.01-8 PRESSURE SWITCH (if installed)

1. Purpose
The 0.016 S LUN 1492.01-8 pressure switch is diaphragm-type instrument with instantaneously switching
action when the rated pressure has been reached.
NOTE: The pressure switch marked with letter “S” (0.016 S LUN 1492.01-8) for communication switching
of circuits at pressure increase.
2. Technical data
Operating range for LUN 1492.01-8 0.01 to 0.05 MPa (0.1 to 0.5 kp/sq.cm.)
Nominal pressure 0.016 MPa (0.16 kp/sq.cm.)
Switching pressure tolerance (deviation from rated pressure) ± 0.001 MPa (± 0.01 kp/sq.cm.)
Pressure overload (test) 1 MPa (10 kp/sq.cm.)
3. Operation
Pressure acts through a throttle and a sealing diaphragm upon the face of a measuring piston.
The piston is pressed into its basic position by a spring. When the pressure reaches its nominal value,
the piston shifts and acts over a bar and a resilient insert upon the switch switches over instantaneously.
When the pressure increases further, the piston rests against a bearing surface which holds the piston against
the increasing force up to the permitted pressure overload.
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FIG. 1 0.016 S LUN 1492.01-8 PRESSURE SWITCH

(1) Housing; (2) Pressure capsule; (3) Screw - assembly; (4) Screw; (5) Spring with microswitch;
(6) Housing; (7) Lid; (8) Cap; (9) Washer; (10) Throttle
FIG. 2 0.016 S LUN 1492.01-8 PRESSURE SWITCH WIRING DIAGRAM
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0.016 S LUN 1492.01-8 PRESSURE SWITCH (if installed)

SERVICING
1. Check of the operation of the 0.016S LUN 1492.01-8 pressure switch

A. Fixture, Test and Support Equipment Pressure air source with the pressure gauge of the
0 ÷ 30 kPa range and the hose with the M 12x1
connecting nut
C. Tools Screwdrivers and wrenches from the set of tools

Periodical
E. Procedures
(1) Remove the lid on the wing LH side between ribs No. 13 and 14.
(2) Remove the piping (1) - refer to the fig. 301.
(3) Use the M 12x1 connecting nut with the hose, connect the pressure air source to the
0.016 S LUN 1492.01-8 pressure switch (2).
(4) Switch on the BATTERY I, II, PRESSURE FUELLING and CENTRAL WARNING DISPLAY -
ELECTRO circuit breakers on the overhead panel.
(5) Press the SIGN pushbutton on the LH control panel. Check whether all the signal cells light up.
After the test, release the SIGN pushbutton.
(6) Press the POWER SUPPLY pushbutton (located on the fuelling control panel) which lights up.
(7) After pressing the VALVE OPEN pushbutton (LH MAIN TANK) on the fuelling control panel,
open the valve for the LH main tanks.
(8) Bring the pressure of 16+0.5 kPa into the pressure switch.
(9) At the correct operation of the pressure switch, the VALVE CLOSED pushbutton (LH MAIN TANK)
and PRESSURE IN TANK signal cell must lights up on the fuelling control panel.
(10) Install the piping (1) and lock by means of the locking wire.
(11) Perform the leakage test for the piping (1). After the tank is filled up completely, check the nut for
fuel leakage.
(12) Install the lid on the wing LH side between ribs No. 13 and 14.
(13) Repeat the procedure for the wing RH side.
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FIG. 301 CHECK OF CORRECT OPERATION OF THE 0.016S LUN 1492.01-8 PRESSURE SWITCH
(1) Piping; (2) Pressure switch; (3) Locking wire
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4 LUN 7565-8 NON-RETURN VALVE

1. Purpose
The 4 LUN 7565-8 non-return valve is used for installation into the piping of the pressure fuelling system.
The non-return valve secured the piping for the damage at the accidentally pressure increasing in the
systems, e.g. at the temperature influence, at the fuel discharge from the system, etc. The non-return
valve is basically a cone valve opened by pressure and forced back against its seat by a return spring at
pressure relief. It consists of a pair of an inlet and an outlet neck screwed together and sealed by a sealing
ring.
2. Technical data
Operating pressure: 0.6 MPa
3. Operation
The pressure of fuel opens the cone valve and fuel flows in the direction marked with an arrow on the
valve body. When the inlet pressure or a back surge develops, the return spring will close the cone valve.
This will prevent fuel from flowing in the opposite direction.
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Dimension Thread
a M 14 x 1 - 6g
b M 12 x 1 - 6g
FIG. 1 4 LUN 7565-8 NON-RETURN VALVE

(1) Outlet neck; (2) Inlet neck; (3) Cone valve, (4) Return spring; (5) Sealing ring
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LUN 7349.81-8 TWO-WAY SOLENOID VALVE (IF INSTALLED)

1. Purpose
The LUN 7349.81-8 two way solenoid valve is installed in fuel manifold between both LH and RH sections
supplying LH and RH engines by fuel.
The valve provides a disconnecting or a connecting both sections of the fuel system. It makes possible
supplying of the running engine from tanks on side of the no running engine in case of its failure. It makes
possible by connecting both sections to supply both engines from one fuel section.
2. Technical data
Nominal caliber 14 mm
3. Operation
When the current in the coil is turned on the solenoid armature moves the shaft with cones and
simultaneously switches on microswitch of the valve position indicator. During the current is turned off the
cones are pressed by a spring to the valve face and the valve is closed. A valve position is indicated in a
cockpit. A signaling cell is off when the valve is closed and signaling cell is on when the valve is open.
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FIG. 1 LUN 7349.81-8 TWO-WAY SOLENOID VALVE

(1) Valve body; (2) Solenoid; (3) Cone; (4) Valve position indicator; (5) Inlet neck; (6) Outlet
neck
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FIG. 2 WIRING DIAGRAM - VALVE IS CLOSED
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LUN 7748.80-8 FILLER NECK (IF INSTALLED)

1. Purpose
The LUN 7748.80-8 filler neck provides connecting of central fuelling system and closing a supply
pipeline. It consists of a body with a circle seat. There is shut off valve with o-ring pressed by a spring.
It is equipped by a cap with a chain for fixing to a fuselage. The filler neck is attached to a fuselage by a
flange. A cap consists of a sealing disc and o-ring. They are pressed to a circle seat by screw. There is
fitting for a connection of a pressure measuring on the body.
2. Technical data
Inlet neck in accordance with GOST 13 475-68
Maximum pressure 0.45 MPa
3. Operation
After loosen of a pressure screw to take off a cap of fuelling plug (bayonet joint). A joining of a nozzle of
a ground fuelling point represses a thrust of spring and shut off valve is removed from a seat. It enables
a required flowage. After disconnecting a nozzle a valve is pressed by a spring to a seat and o-ring
closes a flow of fuel.
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FIG. 1 LUN 7748.80-8 FILLER NECK

(1) Valve body; (2) Spring; (3) Shut off valve; (4) O-ring; (5) Cap
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LUN 7391.80-8 FLOAT CONTROLLED VALVE (IF INSTALLED)

1. Purpose
The LUN 7391.80-8 float controlled valve is installed in an outfall of manifold in a winglet and main tank. It
closes a return branch of a LUN 7446.81-8 diferential valve. A closing of the valve generates a hydraulic
signal for the diferential valve witch stops a central fuelling and avoids overfuelling.
The LUN 7391.80-8 float controlled valve consists of a float and a shut of valve which bears into a valve
seat created in a triangular flange. The shut of valve consists of a rock lever and ball which closes a flow
neck with a nominal caliber 6 mm.
2. Technical data
Inlet neck in accordance with ONL 3942
3. Operation
The LUN 7391.80-8 float controlled valve is a spare for case of a failure of the LUN 7446.81-8 diferential
valve. The closing of the valve generates the hydraulic signal for the closing of the diferential valve. It
closes the return branch of the diferential valve when fuel tanks are fulfilled.
FIG. 1 LUN 7391.80-8 FLOAT CONTROLLED VALVE

(1) Float; (2) Rock lever; (3) Ball; (4) Valve seat; (5) Flange
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LUN 7446.81-8 DIFFERENTIAL VALVE (IF INSTALLED)

1. Purpose
The LUN 7446.81-8 differential valves are installed in a fuel manifold between collect and middle fuel
tanks and front of the wingtip fuel tank. The LUN 7446.81-8 differential valve consists of a body, a
differential piston and a solenoid valve with an indication of a position “open” and “closed”.
There is a vacuum valve screwed into a cover of a differential valve. The vacuum valve consists of a
cone, a spring and a seat. A space under the cone is connected with atmosphere by a ring with holes.
There is a strainer under the ring.
2. Technical data
Maximum operating pressure: 0.25 MPa
Caliber of inlet and outlet neck Js 20
Caliber of return neck 6 mm
Inlet and outlet neck in accordance with ONL 3942 M 30 x 1.5
Flow capacity with inlet pressure 100 kPa 140 l/min±20%
Closing valve time: max. 2.5 sec
Start of opening a vacuum valve on pressure below 8 – 10 kPa
atmospheric
3. Operation
When the current in the coil is turned on the solenoid armature discloses slots connecting a space behind
the differential piston with a return branch to a LUN 7391.80-8 float controlled valve. Pressure fuel of the
central fueling (due of a difference pressure front and behind the piston created by a pressure gradient
on the jet in a face of the piston) represses a power of the spring, moves the differential piston and
opens an inlet of fuel to the fuel tank. When the current in the coil is turned off the solenoid valve closes
the return branch and due of the balance of the pressures front and behind the piston and due of different
squares of the differential valve the power moves differential piston to the close position and the inlet of
fuel is closed. Power of the springs supports the removal of the piston as well.
In case of the failure electrical system of the central fuelling system his function is spared by the
LUN 7391.80-8 float controlled valve. It is series connected in the return branch behind the solenoid
valve. The closing of the float controlled valve (adjusted on the maximum level of the fuel in the tank)
closes the return branch and the pressures behind and front the piston equal. The piston moves to the
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position closing the fuel input due to difference squares off the differential piston (and influence of the
spring). Time of the closing is determinate by jet in the face of the piston. It is approximately 2.5 sec.
The valve currently protects the fuel flowing from the tank to the central fueling manifold.
The fuel is sucked from the central fuelling manifold after the stopping of the fuelling and it creates
negative pressure in this manifold. The vacuum valve is opening when the pressure decreases in
comparison with atmosphere pressure and connect the manifold with atmosphere. It enables sucks the
fuel from the manifold to the ground fuelling unit. The vacuum valve avoids the leakage of the fuel to the
plane construction during the fuelling.
The position of the solenoid valve is indicated by signaling cells “Valve closed” and “Valve open” on the
panel of the central fuelling.
FIG. 1 LUN 7446.81-8 DIFFERENTIAL VALVE

(1) Differential piston; (2) Solenoid valve; (3) Outlet to return branch; (4) Vacuum valve;
(5) Cone of vacuum valve (6) Jet (7) Return spring;
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FIG. 2 WIRING DIAGRAM, VALVE CLOSED
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NOTE: Since 2nd May 2010 connectors 2WK 46211/2WK 18057 were replaced by connectors
62GB-12E10-07PN/ 62GB-16F10-07SN MIL-C-26482, MS3112E.
The valve with new connectors and wiring diagram are described on the fig. 3 and 4.
FIG. 3 LUN 7446.81-8 DIFFERENTIAL VALVE

(1) Connector 62GB-12E10-07PN/ 62GB-16F10-07SN
FIG. 4 WIRING DIAGRAM, VALVE CLOSED
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DRAINAGE
1. General
Fuel is drained through the B 066 095 N drain valves and through the 1703A drain necks.
Two drain valves are installed symmetrically on each side. In the area of the wing-to fuselage fairing the
valves are connected to the piping from the collector tank sump.
The drain valves are accessible after removing the corresponding access hole covers.
There are two drain necks, located symmetrically on both sides. In the area of wing-to fuselage fairing the
drain necks are connected to the piping from the fuel pump. The necks are accessible after opening the
access hole covers.
Fuel from the wingtip tank is drained through the drain valve installed in the bottom of the wingtip fuel tank.
NOTE: Fuel from the wingtip fuel tanks can be drained more quickly through the main fuel tank system.
1. Drain neck 1703 A 2 Between frames No. 12 and 13, LH, RH

2. Drain valve B 066 095 N (LUN 7350-8) 2 Between frames No 12 and 13, LH, RH
(under the wing-to fuselage fairing)
3. Drain valve B 560 430 N 2 Under the wingtip fuel tank, LH, RH
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FIG. 1 DIAGRAM OF DRAIN VALVE LOCATION
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DRAINAGE
FAULT ISOLATION
1. Fuel leaks through the drain valves Defective drain valve sealing Replace the sealing
even if the drain valve is closed
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1703 A DRAIN NECK

1. Purpose
The 1703 A drain neck serves for fuel draining. The drain neck is a dish-type device. The neck dish is pressed
against its seat by a spring and the neck is sealed.
2. Technical data
Fluid leaks not permitted
3. Operation
The dish is shifted and the neck opens by screwing in the draining hose. This procedure is used for draining
fuel from all tanks, i.e. additional, outer, middle and collector tank. By screwing out the hose the spring will
push the dish back against its seat and fuel ceases to flow out.
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LUN 7350-8 DRAIN VALVE

1. Purpose
The LUN 7350-8 drain valve serves for draining fuel from aircraft tanks.
2. Technical data
Maximum operating pressure 0.3 MPa
Static strength 0.5 MPa
3. Operation
The drain valve is a hand-operated dish-type valve. The valve dish is pressed against its seat by a spring.
The valve stem is not sealed. The valve is opened by pressing against the valve stem after screwing off the
valve cap.
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B 560 668 N, B 560 430 N DRAIN VALVES

1. Purpose
The B 560 668 N (up to S/N 861619) and the B 560 430 N from S/N 861620) drain valves serve for
draining fuel and removing sludge from wingtip fuel tanks. The valve is a hand-operated dish-type device.
The valve dish is pressed against its seat by a spring - the valve is in this case sealed.
2. Technical data
Fuel leaks not permitted
3. Operation
By depressing the push button (dish) the valve opens. The valve closes when the valve spring pushes
the dish back against its seat.
FIG. 1 B 560 668 N, B 560 430 N DRAIN VALVES

(1) Housing; (2) Nut; (3) Dish; (4) Spring; (5),(6) Sealing ring
A – B 560 668 N drain valve / up to S/N 861619/
B – B 560 430 N drain valve / from S/N 861620/
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INDICATING
1. General
The aircraft has two basic and one additional (if installed) indicating systems:
• a system indicating fuel quantity
• a system indicating fuel pressure
• fuel flow rate measurement system (if installed)
A. Fuel quantity indication
Fuel quantity is indicated by a system of capacitive fuel gauges with emergency fuel reserve signaling.
The aircraft has two sets of fuel gauges. One set serves the right hand group of fuel tanks, the other
set the left hand group of fuel tanks. The emergency reserve signaling system is installed in the
LUN 1635-8, LUN 1636.01-8/M or LUN 1636.01-8/MOD.A fuel gauge transmitters.
The set of the LUN 1649-8 fuel gauge transmitter and LUN 1674-8 indicator serve for indicating the fuel
quantity in wingtip tanks. The following signaling systems are installed in addition to the emergency
fuel reserve signaling:
• fuel cross-feed
• fuel transfer from wingtip tanks
• challenge for manual switching of fuel transfer in case of automatic system failure
• impending opening of the bypass valve on the fuel filter
B. Fuel pressure indication
Fuel pressure is indicated by two pressure gauges. Each side (the left hand and the right hand one)
has an independent system. One system indicates permanently fuel pressure at the outlet of the fuel
control unit supplying fuel to fuel nozzles. It consists of the LUN 1559-8 fuel pressure transmitter and
the LUN 1538.01 three-pointer indicator.
The second system only signals fuel pressure drop below a permitted value at the fuel filter outlet.
C. Fuel flow rate measurement (if installed)
Fuel flow rate measurement is performed by two separate measurement systems. One for the left engine
and the other for the right one. Fuel leaded into the engines is indicated on the relevant fuel flow rate
indicators (LH, RH) into which an electric signal from the turbine flow transmitter is brought.
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1. Fuel gauge transmitter LUN 1638-8 2 Wingtip tank, LH, RH

2. Fuel gauge transmitter LUN 1637-8 2 Outer fuel tank, LH, RH
3. Fuel gauge transmitter LUN 1636.01-8/M or 2 Middle fuel tank LH, RH
LUN 1636.01-8/MOD.A
4. Fuel gauge transmitter LUN 1635-8 2 Collector fuel tank, LH, RH
5. Power supply box LUN 1642-8 2 Frame No. 4
6. Fuel gauge indicator LUN 1634.01-8 2 Instrument panel
7. Fuel gauge fuse 0.63A CSN 354733F/1500 6 Fuse panel
8. MINIMUM FUEL signaling cell - 2 Central warning display
9. Three-pointer indicator LUN 1538.01 2 Instrument panel
10. Fuel pressure transmitter LUN 1559-8 2 LH, RH engine
11. FUEL PRESSURE fuse 0.63A CSN 354733 F/1500 2 Fuse panel
12. Pressure switch 0.03K LUN 1492.01-8 or 2 Rear side of firewall
0.02K LUN 1492.01-8
13. FUEL PRESSURE signaling cell - - Central warning display
14. By-pass valve part of the LUN 7691.XX-8 2 Front side of firewall, LH, RH
fuel filter
15. FUEL BY-PASS signaling cell - 2 Central warning display
16. FUEL CROSSFEED signaling cell - 1 Central warning display
17. Wingtip tank fuel gauge transmitter LUN 1649-8 2 Wingtip fuel tank
18. Wingtip tank fuel gauge indicator LUN 1674-8 2 Instrument panel
19. Diode box BD (8) or BD 1 1 Between frames No. 8 and 9
20. Pressure switch 0.012 K LUN 1492.01-8 2 Between wing ribs No. 28 and No. 29
21. Fuse 0.63 CSN 354733F/1500 6 Fuse panel
22. Fuel Level Annunciator (Level B560528N (S-2) or 2 Middle fuel tank LH, RH
switch) B563299N (S-2.01)
23. FUEL TRANSFER signaling cell - 2 Central warning display
24. ACTUATE TRANSFER signaling - 2 Central warning display
cell
25. Solenoid valve LUN 2474.3-8 2 Between frames No. 12 and 13,
LH, RH
(under wing-to-fuselage fairing)
2 Between wing ribs No. 28 and 29
26. Fuel flow rate indicator (if installed) FOXBORO PC-900-1/0300 2 Central panel
KH-1AO
27. Fuel flow rate transmitter (if installed) FOXBORO 1/2-2-81-301 2 Firewall in engine nacelle, LH, RH
28. FUEL FLOW LH, RH fuse 0.63A CSN 354733F/1500 2 Between frames No. 7 and 8 on
(if installed) the left
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29. Thermal switch (if installed) M 2002 2 Oil-to-fuel heater

30. Pressure switch (if installed 0.2S LUN 1492.03 1 Behind frame No. 24
pressure fuelling)
32. Level switch (if installed pressure B563570L, P (SH) 2 Additional fuel tank LH, RH
fuelling)
33. Level switch (if installed pressure B563562N (SH 1) 2 Wingtip fuel tank LH, RH
fuelling)
3. Operation
The quantity of fuel in wing tanks in indicated by the LUN 1634.01-8 fuel gauge indicator (separately for each
group of fuel tanks). The signal is obtained from a capacitive transmitter. When the fuel quantity in a fuel tank
group (left hand or right hand) drops to 108 kg, the fuel gauge set will signal the minimum fuel reserve by
lighting up the MINIMUM FUEL signaling cell on the central warning display. Fuel quantity in wingtip tanks is
indicated on the LUN 1674-8 fuel gauge indicator (separately for each wingtip fuel tank). The signal is
obtained from the LUN 1649-8 fuel gauge transmitter. The FUEL CROSSFEED signaling cell will light up
when both fuel tank groups have been interconnected. The cell is activated by the switching of LUN 2474.3-8
solenoid valve. Fuel transfer from wingtip fuel tanks is signaled by the illumination of the FUEL TRANSFER
signaling cell. The cell is activated by the 0.012 K LUN 1492.01-8 pressure switch. If the quantity of fuel in
one group of wing tanks, after a failure of automatic fuel transfer from the wingtip tanks, drops to a value of
220 kg (but not less), the ACTUATE TRANSFER signaling cell illuminates on the central warning display.
The cell is activated by the S-2 or S-2.01 level switch. The impending opening of the fuel filter bypass valve is
signaled by the illumination of the FUEL BYPASS signaling cell. The cell is activated by a built-in fuel filter
signalizer. Fuel pressure (continuous fuel pressure indicating) is indicated on the LUN 1538.01 three-pointer
indicator, for each group of fuel tanks separately. The signal is derived from the LUN 1559-8 fuel pressure
transmitter. When fuel pressure drops below the permissible value, this is indicated by the illumination of the
FUEL PRESSURE signaling cell. The signal to the cell is transmitted by the 0.03 K LUN 1492.01-8 or
0.02 K LUN 1492.01-8 pressure switch. Fuel flow rate is indicated on the fuel rate indicators (if installed). The
signal is received from a turbine flow transmitter.
When fuel pressure drops below the permissible value, this is indicated by the illumination of the FUEL
PRESSURE signaling cell (if installed). The signal to the cell is transmitted by the 0.02 K LUN 1492.01-8 or
0.02K LUN 1492.01-8 pressure switch. The FUEL TEMPERATURE signaling cell will illuminate when the
fuel temperature drops below 0°C (which means that the oil-to-fuel heater does not operate correctly). The
cell is activated by the M 2002 thermal switch (if installed).
The FUELLING signaling cell on the fuelling control panel indicates that the pressure fuelling system is
ready for operation. The signal is transmitted by the 0.2 S LUN 1492.03 pressure switch installed in the
piping behind the pressure fuelling point. The PRESSURE IN TANK signaling cells on the fuelling
control panel will illuminate when fuel pressure in a tank exceeds the limit value.
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FIG. 1 INDICATING SYSTEM - SCHEMATIC GRAVITY FUELLING
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FIG. 2 INDICATING SYSTEM DIAGRAM (SINGLE-POINT) PRESSURE FUELLING

(if installed)
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INDICATING
FAULT ISOLATION
1. Minimum pressure signal is on a) Closed fuel cock a) Open the fuel cock
although 410 PCR-1V (8) or ECN-40
or LUN 6283-8 fuel pumps are
switched on.
b) Defective 410 PCR-1V (8) or b) Replace the 410 PCR-1V (8) or
ECN-40 or LUN 6283-8 fuel ECN-40 or LUN 6283-8 fuel
pump pump
c) Defective electric circuit c) Locate the defect in the electric
d) No fuel d) Fill up fuel
2. The FUEL PRESSURE signaling a) Defective fuel pressure switch a) Replace the fuel pressure switch
cell does not light.
b) Defective bulb in the FUEL b) Replace the bulb
PRESSURE cell
3. No reading on fuel gauges. Broken fuel gauge power supply. Check fuses on the fuse panel.
Replace the defective fuse.
4. MINIMUM FUEL signaling cell does a) Defective bulb in the MINIMUM a) Replace the defective bulb
not light. FUEL cell.
b) Broken electric circuit b) Locate the defect in the electric
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INDICATING
SERVICING
1. Check of fuel gauge adjustment, minimum fuel reserve signaling and fuel level switch
function
A. Fixture, Test and Support Equipment Suitable steps (e.g. B097343N, B097300N);
External power supply 28 V DC;
HZ 4 - 3, model 3 Hydraulic jacks or equivalent;
L 410.9361 and L 410.9362 mats;
B596340N support;
Supports under wing tips;
Density meter for petroleum products, range
0.7 – 0.9;
Measuring vessel 10 l;
Fuelling equipment with flow meter and manual
pump
C. Tools Neccessary tools from the tool kit

Periodical
E. Procedures
CAUTION: AT SET UP PROCEDURE OF EMERGENCY FUEL RESERVE IS REQUIRED USE A

SCREWDRIVER WITH INSULATED TO PREVENT SHORT CIRCUITS BETWEEN THE
CAPACITY TRIMMER AND FRAME OF TRANSMITTER (GROUND).
FURTHER IS ALSO NECESSARY TO ENSURE THAT WHEN TURNING THE TRIMMER
NOT EXCEEDED OVER THE MAXIMUM OR MINIMUM VALUE (CONSTRUCTION OF
TRIMMER THIS ALLOWS MECHANICALLY, BUT AFTER REPEATED EXCEEDED
OVER MAXIMUM / MINIMUM VALUE WILL BE DESTROYED DIELECTRIC TRIMMER!)
(1) Place the suitable steps (e.g. B097343N), ground source of power supply, hydraulic jacks,
leveling device with rulers, protective mats for wing, equipment for refueling the airplane and
supports under the wing and the fuselage.
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(2) Remove the lids on landing gear nacelles covering the jack points. Jack and level the airplane
in three points and secure the jacks with adjustable prop struts.
(3) Using the leveling device level the airplane laterally and 1,5° nose up in the longitudinal plane.
Support the fuselage tail and the wingtips with supports.
NOTE: When leveling the airplane longitudinally, use leveling point No. 1 and No. 7 on the fuselage.
When leveling the airplane laterally, use leveling point No. 17 on the left and right wing.
(4) Remove the fuel gauge transmitter access hole covers between ribs No. 4 – 5, No. 11 – 12 (if
installed) and the wingtip fuel tank (if installed) covers on the left and right wing.
NOTE: If the fuel pumps and the delivery branch are not flooded, fill approximately 10 liters fuel
into the fuel tanks on each side, open the fuel cocks and switch on the fuel pumps for
approximately 10 seconds, but run them at least until the yellow FUEL PRESSURE cell
on the central warning display in the cockpit goes off. Then drain the fuel through all drain
valves and close the fuel cocks.
(5) Check the fuel gauge supply voltage. It should have the value of 23.5 to 29 V.
(6) Switch on the BATTERY I, II, INVERTERS 36 V AC I, II switches and the CENTRAL WARNING
DISPLAY - RH ENGINE, - LH ENGINE, - ELECTRO and - AIRFRAME circuit breakers.
(7) Check of fuel gauge adjustment and minimum fuel reserve signaling.
The fuel measuring system from both sections of the main tanks indicates the fuel quantity in
tanks with accuracy of ± 15.75 kg at the temperature 20o C ± 5o C, which corresponds to ± 3%
of the whole range of scale of the corresponding indicator.
The fuel measuring system from both wing tip tanks must indicate the fuel quantity in tanks with
accuracy of ± 4 kg at the temperature 20o C ± 5o C, which corresponds to ± 2% of the whole
range of scale of the corresponding indicator.
The capacity trimmer in the transmitter head can be adjusted only by a person that underwent the
type training for the L410 UVP-E or -E9 or -E20 airplane in approved training organization.
(a) Using the pistol of fuelling equipment fill 6 liters, i.e. 4.7 kg fuel into the left hand and right hand
wing fuel tank group.
(b) If, upon refueling, the fuel gauges do not indicate the zero value, set the zero with the
capacity trimmer in the head of the LUN 1637-8 fuel gauge transmitter in the outer fuel
tank. The two capacity trimmers are installed on the print circuit board (PCB) in the head of
the fuel gauge transmitter. Remove the PCB from the head, turn with one of capacity
trimmer for the exceeding or increasing capacity, and thereby causes deflection of fuel
gauge in cockpit. Install the PCB back to the head and verify the deflection of fuel gauge in
cockpit (if the pointer of gauge comes to zero position). This repeated so long, up until the
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pointer of gauge in zero position. If the adjustment with one capacity trimmer comes short,
use the second trimmer.
(c) Fill 2.4 liters i.e. 1.8 kg fuel into the left wingtip fuel tank. If, upon refueling, the wingtip fuel
gauge does not indicate the zero value, set the zero by the capacity trimmer in the head of
the LUN 1638-8 fuel gauge transmitter.
Repeat the same process with the right hand wingtip fuel tank (if installed).
(d) Fill in further 139.5 liters, i.e. 108 kg fuel into each of both wing fuel tank groups (if installed).
(e) Adjust the minimum fuel reserve signaling with the capacity trimmer in the head of the
LUN 1636.01-8/M or LUN 1636.01-8/MOD.A fuel gauge transmitter so that the MINIMUM
FUEL signaling cell on the central warning display in the cockpit lights up.
(f) Fill up fuel in each of both sections of wing fuel tanks to 150 liters.
(g) Consecutively drain fuel from the left hand and right hand group of fuel tanks through hoses
connected to the threaded joints on the drain valve discharge lines. Perform draining until the
MINIMUM FUEL cell on the signal sections LH ENGINE, RH ENGINE on the CWD in the
pilots’ cabin go ON. The MINIMUM FUEL signal cell of the corresponding section of fuel tanks
must light up when the fuel gauge indicates 108 kg ± 5.25 kg = 139.5 ± 6,8 liters at the
temperature 20° C ± 5° C. Measure and record the fuel volume drained from each section so
that it is possible to determine the fuel quantity that remained in corresponding section. At the
same time measure the density of the drained fuel, record the measured value.
(h) Adjust gradually the fuel quantity in each of both sections of wing fuel tanks to 150 kg
according to data of airplane fuel gauges. Record the fuel quantity refueled to each section. At
the same time measure and record its density. Based on data identified during works
performed as per items (g) and (h) calculate according to the following formula the weight of
fuel which is in each of both sections of wing fuel tanks. The fuel indication system of
respective section of fuel tanks is functioning flawlessly if 150 kg (± accuracy shown
in step (7)) of usable fuel quantity remains in the tanks of the mentioned section.
G = fuel weight ( kg )
G=V.γ V = fuel volume ( l )
γ = fuel density ( kg/l )
(i) As per the procedure shown in step (7h) and data shown in step (7), check the function of
fuel indication system of both fuel sections of wing fuel tanks at situation when the
corresponding fuel gauges indicate 300 kg and after then 450 kg.
(8) Check of the level switch function and the function of wing tip tanks (if installed) fuel gauges
(a) Fill 20 kg fuel into the left hand and right hand wingtip fuel tank.
(b) Switch on the WINGTIP TANK LH, RH circuit breakers on the overhead panel.
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(c) Remove the fuel level switch from the flange of the left hand and right hand middle fuel
tank. Measure the distance of “H” fuel level from the level switch flange.
Slowly lift up the fuel level switch from the middle fuel tank cover and when the
corresponding fuel pump is activated and the green FUEL TRANSFER signaling cell on
the central warning display lights up, measure the distance between the fuel level switch flange
from the “H 1 “ contact surface of the middle fuel tank cover. The sum of both distances shall
be H + H 1 = 90 ± 10 mm. After fuel has been pumped out of the wingtip fuel tank, the
pump must stop automatically.
Lift up the fuel level switch by another approximately 10 mm, then switch off, and switch on the
WINGTIP TANK LH, RH circuit breakers on the overhead panel. Lift up slowly the fuel level
switch and when the yellow ACTUATE TRANSFER signaling cell lights up to the central
warning display, measure the distance between the contact surface of the level switch flange
and the contact surface on the middle fuel tank cover, H 2 .
The difference must be: H 2 - H 1 = value 20 ± 5 mm (valid for S-2 level switch) or value
16 ± 5 mm valid for (S-2.01 level switch).
(d) Drain all the fuel from both wing tip tanks through drainage valves.
(e) Refuel of 2,4 l of fuel into the LH and RH wing tip tank.
(f) Into both of wingtip tanks refuel another 50 kg of fuel as per respective fuel gauges.
Record the volume of fuel refueled into each wing tip tank. At the same time measure and
record its density. As per the formula shown in step (7) calculate the weight of usable fuel
quantity, which is in each of both wing tip tanks. The fuel indication system of respective
wing tip tanks is functioning flawlessly if there is 50 kg ± 4 kg of usable fuel quantity
remains in the tanks of the mentioned section.
(g) As per procedure, shown in step (8f) and according the data shown in step (7), check the
function of fuel indication system of wing tip tanks at the situation when the respective fuel
gauges indicate 100 kg and after then 150 kg of usable fuel.
(h) Switch of the WINGTIP TANK LH, RH circuit breakers. Re-install the fuel level switch on
the flange of the left hand and right hand middle fuel tank.
(9) Close the drain valves, remove the hoses, close the lids on the filling and mounting holes, fit
the access hole covers on the wing and on the wingtip fuel tanks, remove the supports and
lower the airplane to rest on its wheels.
(10) Fit the covers on the left hand and right hand landing gear nacelle.
(11) Store employed fixtures.
(12) Switch off all switches and circuit breakers.
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LUN 1634.01-8 FUEL GAUGE INDICATOR

1. Purpose
The LUN 1634.01-8 fuel gauge indicator indicates fuel quantities and signals the emergency fuel reserve
in fuel tanks. It operates in a set with LUN 1635-8, LUN 1636.01-8, LUN 1637-8 and LUN 1638-8 fuel gauge
transmitters and the LUN 1642 power supply box.
2. Technical data
Tolerance of the fuel gauge set for approved fuel ± 3 % of the measuring range
Maximum range 525 kg
Nominal supply voltages:
• 400 Hz AC, 15 % distortion 36 V
• DC voltage 28 V
3. Description
The fuel gauge indicator consists of a self-compensating system, an amplifier and an 80 mm dia housing
with a plug. The self-compensation system consists of an induction motor, a gearbox, a potentiometer and
a slider.
A pointer motion indicating system is installed inside the indicator. The indicating system consists of a sector
port in the instrument dial (near the 200 kg mark) and a rotating disk with alternate black and white strips.
The disk shaft is in its bottom section coupled to a pinion meshing with a gear wheel.
4. Operation
A fuel gauge transmitter is installed in each fuel tank. Any change in fuel level height is converted by the
fuel gauge transmitter into a change of capacitance. The capacitances of individual fuel gauge transmitters
are connected in parallel so that their capacitances sum up. The resulting capacitance forms one leg of a
bridge (installed in the LUN 1635-8 fuel gauge transmitter head).
The change of capacitance which unbalances the bridge (i.e. a drop or a raise of fuel level) results in a
differential voltage across the bridge diagonal. This differential voltage is supplied to an amplifier
(installed in the fuel gauge indicator housing) and amplified voltage is supplied to the control winding of
the induction motor. The induction motor auxiliary winding is supplied from the power supply box.
The control winding voltage proportional to the bridge unbalance causes the induction motor to rotate
until the bridge is rebalanced by a potentiometer installed in the bridge circuit. The potentiometer slider
is rigidly coupled with the induction motor through a gearbox. The sense of rotation of the potentiometer
always tends to decrease the voltage across the bridge diagonal (control potential).
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The indicator pointer is fixed to the potentiometer slider by a common shaft and the pointer indicates on
the gauge scale continuously the sum of fuel in fuel tanks. Fuel is measured by weight in kg (or lb) and
does not require a correction for temperature.
Pointer motion indication:
The pointer motion indicating system informs the pilot continuously that the fuel gauge is operating.
The system shows control steps otherwise invisible on the fuel gauge pointer. During flight, when fuel is
consumed or pumped from one fuel tank into another, the pointer moves to the side of correct indication
and the indicating disk rotates continuously, and its colored strips pass below the port in the dial.
If some gauge member fails, the disk is either motionless or the pointer rests against one of the scale stops
and the disk rotates very quickly.
Emergency fuel reserve signaling:
An independent system signaling the emergency fuel reserve in fuel tanks is installed in the LUN 1635-8
and LUN 1636.01-8 fuel gauge transmitters. These transmitters accommodate capacitive signaling sensors.
The sensor capacitances are connected in parallel and the resulting (sum) capacitance forms a part of
an oscillator resonance circuit. As long as at least one sensor remains flooded, i.e. if the total quantity of
fuel in tanks is higher than the emergency fuel reserve (the sum of sensor capacitances is higher than the
critical one), the oscillator oscillates, the switching transistor in the signaling cell circuit remains closed and
the bulb is off. When the fuel quantity drops to the critical value, the capacitance in the oscillator circuit drops
below the critical value, the oscillator ceases to oscillate, the switching transistor opens and the signaling
cell lights up. The critical fuel reserve is signaled by weight.
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FIG. 1 SECTION VIEW OF THE LUN 1634.01-8 FUEL GAUGE INDICATOR

(1) Column; (2) Printed circuit board; (3) Plug; (4) Induction motor; (5) Base; (6) Housing;
(7) Tube; (8) Glass plate; (9) Flange; (10) Sleeve; (11) Wire; (12) Dial; (13) Bracket;
(14) Gearbox; (15) Potentiometer; (16) Slider; (17) Friction coupling; (18) Pointer; (19) Disk
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FIG. 2 WIRING DIAGRAM OF THE LUN 1634.01-8 FUEL GAUGE INDICATOR
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LUN 1634.01-8 FUEL GAUGE INDICATOR

1. Removal and installation of the LUN 1634.01-8 fuel gauge indicator

C. Tools Tools from the tool kit
E. Procedures
(1) Fuel gauge indicator removal.
(a) Screw off with the hand two knurled screws fastening the frame of the center instrument panel
to the frames of the right hand and left hand instrument panel in the cockpit and tilt down the
center instrument panel.
(b) Remove the LUN 1634.01-8 fuel gauge indicators, mark them with the aircraft number and
position (LH or RH), wrap them and place them into a box.
(2) Fuel gauge indicator installation.
(a) Check that the numbers of fuel gauge indicators correspond with the aircraft number if they
are the same which were removed from the aircraft.
(b) Install the fuel gauge indicators, wire them up and secure them.
(c) Tilt the instrument panel into a vertical position and tighten the 2 attachment screws with the
hand.
(d) Switch on the BATTERY I, II, INVERTERS 36 V AC I, II switches on the overhead panel and
check out the fuel gauge indicator function.
(e) Switch of all switches on the overhead panel.
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LUN 1642-8 POWER SUPPLY BOX

1. Purpose
The LUN 1642-8 power supply box supplies the capacitive fuel gauge set. The box contains a transformer
with a C core. The transformer has one primary and four secondary windings, each with an identical number
of turns. The box is connected to the fuel gauges by a 14-pole connector.
FIG. 1 LUN 1642-8 POWER SUPPLY BOX

(1) Transformer with core; (2) Base; (3) Plug; (4) Power supply box cover
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FIG. 2 LUN 1642-8 POWER SUPPLY BOX WIRING DIAGRAM
EFFECTIVITY
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LUN 1635-8 FUEL GAUGE TRANSMITTER

1. Purpose
The LUN 1635-8 together with the LUN 1636.01-8 or LUN 1636.01-8/MOD.A, LUN 1637-8, LUN 1638-8
and the LUN 1634.01-8 fuel gauge indicator serve for indicating fuel quantity and for signaling the
emergency fuel reserve in fuel tanks.
NOTE: Specifications and operation information appear in 028.40.01.
2. Description
The design of the tubular capacitive transmitter is very simple. The transmitter does not have any moving
parts. The measuring system consists of three coaxial light-alloy tubes screwed to a plastic flange. The tubes
are conductively connected to their outlets by screws with brass inserts pressed into the flange. The flange
insulates the individual tubes from each other and together with further spacing rings maintains the tubes
mutually at a constant distance. The flange is fastened by six screws to a light-alloy transmitter head.
A 9-pole plug is soldered to the head and the head is supported by a flange. The transmitter head is sealed
by a cap.
The fuel gauge bridge components are installed inside the transmitter head on a printed circuit board.
The board is screwed to lugs in the transmitter head. The components are connected to the plug by a teflon
insulated wire. The minimum fuel reserve sensor is installed inside the tube with the smallest diameter.
The minimum fuel reserve sensor consists of four coaxial pipes attached to a stepped flange.
The sensor is fixed by a bearing tube to the transmitter flange. A coaxial conductor connecting the sensor
pipes with the plug passes through the bearing pipe.
EFFECTIVITY
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FIG. 1 LUN 1635-8 (LUN 1636.01-8 OR LUN 1636.01-8/MOD.A, LUN 1637-8, LUN 1638-8) FUEL
GAUGE TRANSMITTER
(1) Coaxial tube; (2) Flange; (3) Insert; (4) Cap; (5) Head; (6) Plug
EFFECTIVITY
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FIG. 2 LUN 1635-8 FUEL GAUGE TRANSMITTER WIRING DIAGRAM
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1. Removal and installation of the LUN 1635-8 fuel gauge transmitters

A. Fixture, Test and Support Equipment B 097 365 N steps
L 410.9361, L 410.9362, wing mats
L 410.9682 service trolley
B. Materials 87 E1 fuel gauge sealing (8 pieces)

0.6 mm dia locking wire
300 x 440 PVC bag (8 pieces)
C. Tools No. 697 (4,5x120) Screwdriver

No. 697 (5,5x130) Screwdriver
E. Procedures
CAUTION: THE FUEL GAUGE TRANSMITTERS MUST NOT BE REMOVED OR INSTALLED IN

DUSTY ENVIRONMENT.
(1) Place the B 097 365 N steps, wing trestles, L 410.9361, L 410.9362 wing mats, L 410.9862 service
trolley and the external power supply to the aircraft.
(2) Secure the wings with the trestles, place the mats on the wings.
(3) Place the steps to the left wing.
(5) Check that all switches and circuit breakers on the overhead panel are switched off.
Set the control levers of both fuel cocks on the front control panel to the SHUT position.
CAUTION: ALL SWITCHES AND CIRCUIT BREAKERS MUST BE SET TO OFF POSITION
DURING THE REMOVAL AND INSTALLATION.
(6) Removal of the fuel gauge transmitters.
(a) Using the No. 697 (4.5x120) screwdriver screw off six screws on the external lid connecting
the rubber cuff with the filler neck on the outer fuel tank.
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(b) Using the Z 37.9110-10 screwdriver screw off 12 screws on the lids of the collector fuel tank,
the middle fuel tank, the outer fuel tank, the additional fuel tank and the wingtip fuel tank.
Remove the outer lids.
(c) Mark out the fuel gauge transmitter position. Unlock and release the fuel gauge transmitter
plug with the hand. Using the No. 697 (5.5x130) screwdriver screw off five screws connecting
the fuel gauge transmitter to the inner lid of the outer fuel tank.
(d) Remove the fuel gauge transmitters from all fuel tanks in the left wing following the procedure
described in para (c).
NOTE: Should the fuel gauge transmitters remain removed for a longer period of time,
secure the fuel tanks against dirt.
(7) Installation of the fuel gauge transmitters.
(a) Having the fuel gauge transmitters replace the 87 E 1 sealing by a new one. Referring to
the markings fit the fuel gauge transmitter to the inner lid of the outer fuel tank and tighten
five screws.
(b) Plug in the connector of the fuel gauge transmitter, tighten it and secure it with 0.6 mm dia.
locking wire.
(c) Place the outer lid over the outer tank fuel gauge transmitter and tighten six screws connecting
the rubber cuff to the filler neck.
(d) Using the Z 37.9110-10 screwdriver tighten 12 screws on the outer lid of the outer fuel tank.
(e) Switch on the BATTERY I, II, INVERTERS 36 V AC I, II switches on the overhead panel and
on the fuel gauge indicators on the instrument panel check the condition of the electrical wiring
between the fuel gauge transmitters and the fuel gauge indicators. Switch off all switches
and circuit breakers.
CAUTION: IF A FUEL GAUGE SET OR AN INDIVIDUAL FUEL GAUGE TRANSMITTER

OR INDICATOR HAVE BEEN REPLACED OR IF IN DOUBT ABOUT FUEL
QUANTITY INDICATION MINIMUM FUEL RESERVE SIGNALING CARRY
OUT A NEW CALIBRATION ACCORDING TO THE WORK PROCEDURE
028.40.00.A.
(8) Remove the mats from the left and right wing. Remove the steps and the trestles from under the
wings.
(9) Disconnect and remove the external power supply and the service trolley.
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LUN 1636.01-8/M OR LUN 1636.01-8/MOD.A FUEL GAUGE TRANSMITTER

1. Purpose
The LUN 1636.01-8/M or LUN 1636.01-8/MOD.A fuel gauge transmitter together with LUN 1635-8,
LUN 1637-8 and LUN 1638-8 fuel gauge transmitters and the LUN 1634.01-8 fuel gauge indicator is
intended for the indication of fuel quantity and for the signalization of emergency fuel reserve in fuel tanks.
2. Description
The design of the LUN 1636.01-8/M or LUN 1636.01-8/MOD.A fuel gauge transmitter is similar to the
LUN 1635-8 type (see 028.40.03). This type of fuel gauge transmitter has four coaxial tubes. The fuel
gauge transmitter head accommodates two printed circuit boards carrying components of the minimum
fuel reserve signaling system.
The printed circuit boards are fastened by spacing screws to lugs on the fuel gauge transmitter head.
The minimum fuel reserve sensor is installed inside the tube with the smallest diameter. The sensor is
connected to the electronic circuitry by a coaxial cable. The electronic circuitry is connected to the socket
by a teflon insulated conductor.
CAUTION: At set up procedure of emergency fuel reserve is required use a screwdriver with insulated
to prevent short circuits between the capacitive trimmer and transmitter frame (ground).
Further is also necessary to ensure that when turning the trimmer not exceeded over the
maximum or minimum value (construction of trimmer this allows mechanically, but after
repeated exceeded over maximum / minimum value will be destroyed dielectric trimmer!)
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FIG. 1 LUN 1636.01-8/M OR LUN 1636.01-8/MOD.A FUEL GAUGE TRANSMITTER WIRING

DIAGRAM
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LUN 1636.01-8/M OR LUN 1636.01-8/MOD.A FUEL GAUGE TRANSMITTER

1. Removal and installation of the LUN 1636.01-8/M or LUN 1636.01-8/MOD.A fuel gauge
transmitter
A. Fixture, Test and Support Equipment (see work procedure in 028.40.03)
B. Materials (see work procedure in 028.40.03)
E. Procedures
See the work procedure for removal and installation of fuel gauge transmitters in 028.40.03.
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1. Purpose
The LUN 1637-8 fuel gauge transmitter together with the LUN 1635-8, LUN 1636.01-8/M or
LUN 1636.01-8/MOD.A and LUN 1638-8 fuel gauge transmitters and the LUN 1634.01-8 fuel gauge
indicator is intended for the indication of fuel quantity in fuel tanks.
2. Description
The design of the LUN 1637-8 fuel gauge transmitter is similar to that of the LUN 1635-8 type (see 028.40.03).
This type of fuel gauge transmitter has three coaxial tubes.
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FIG. 1 WIRING DIAGRAM OF THE LUN 1637-8 FUEL GAUGE TRANSMITTER
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1. Removal and installation of the LUN 1637-8 fuel gauge transmitter

E. Procedures
See the work procedure for removal and installation of fuel gauge transmitters in 28-40-03.
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1. Purpose
The LUN 1638-8 fuel gauge transmitter together with the LUN 1635-8, LUN 1636.01-8 or
LUN 1636.01-8/MOD.A and 1637-8 fuel gauge transmitters and the LUN 1634.01-8 fuel gauge indicator is
intended for the indication of fuel quantity in fuel tanks.
NOTE: See 028.40.01 for specifications and operation information.
2. Description
The design of the LUN 1638-8 fuel gauge transmitter is similar to that of the LUN 1635-8 type (see 028.40.03).
This type of fuel transmitter has three coaxial tubes.
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FIG. 1 WIRING DIAGRAM OF THE LUN 1638-8 FUEL GAUGE TRANSMITTER
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1. Removal and installation of the LUN 1638-8 fuel gauge transmitter

E. Procedures
See the work procedure for removal and installation of fuel gauge transmitters in 028.40.03.
EFFECTIVITY
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X,XX X LUN 1492.XX-8 PRESSURE SWITCHES

1. Purpose
The X,XX X LUN 1492.XX-8 pressure switches are diaphragm-type instruments with instantaneously switching
action when the rated pressure has been reached.
NOTE: The pressure switch marked with letter "K" /e.g. 0.03K LUN 1492.01-8/ is intended for commutation
switching of circuits at pressure decrease.
The pressure switch marked with letter "S" /e.g. 0.016S LUN 1492.01-8/ for commutation switching
of circuits at pressure increase.
2. Technical data
Operating range for X,XX LUN 1492.01-8 0.01 to 0.05 MPa (0.1 to 0.5 kp/sq. cm.)
Nominal pressure for:
0.012 K LUN 1492.01-8 0.012 MPa (0.12 kp/sq.cm.)
0.02 K LUN 1492.01-8 0.02 MPa (0.2 kp/sq.cm.)
Switching pressure tolerance
(deviation from rated pressure)
for X,XX LUN 1492.01-8 ± 0.001 MPa (± 0.01 kp/sq.cm.)
Pressure overload (test)
for X,XX LUN 1492.01-8 1 MPa (10 kp/sq.cm.)
3. Operation
Pressure acts through a throttle and a sealing diaphragm upon the face of a measuring piston.
The piston is pressed into its basic position by a spring. When the pressure reaches its nominal value,
the piston shifts and acts over a bar and a resilient insert upon the switch which switches over
instantaneously.
When the pressure increases further, the piston rests against a bearing surface which holds the piston
against the increasing force up to the permitted pressure overload.
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FIG. 1 X.XX X LUN 1492.XX-8 PRESSURE SWITCH

(1) Housing; (2) Pressure capsule; (3) Screw - assembly; (4) Screw; (5) Spring with microswitch;
(6) Housing; (7) Lid; (8) Cap; (9) Washer; (10) Throttle
FIG. 2 X,XX X LUN 1492.XX-8 PRESSURE SWITCH WIRING DIAGRAM
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X,XX X LUN 1492.XX-8 PRESSURE SWITCHES

SERVICING
1. Check of the pressure switches

A. Fixture, Test and Support Equipment Regulated pressure source with accessories 0–1,5 MPa
(UKAMP Type IVD, GUMP 300 testing fixture or
equivalent)
1.6 MPa, 1 % accuracy Pressure gauge
95 310 A adapter
96636 signal lamp unit with cable and plug
C. Tools No. 27 Single ended spanned

14x17 Double ended spanner
No. 697 (6x120) Screwdriver
E. Procedures
(1) Prepare the pressure switch for the check according to the diagram shown in fig. 301.
FIG. 301 TEST SET-UP DIAGRAM

Legend for figure - see the following page
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Legend to fig. 301:

0,012 K LUN 1492.01-8 - Pressure switch (under test)
0,02 K LUN 1492.01-8
UKAMP Type IVD - Regulated pressure source with accessories
GUMP 300
96 636 - Signal lamp unit with cable and plug
95 310 A - Threaded adapter for the connection to the pressure neck
M - Standard pressure gauge, 0 to 1,6 MPa, 1% accuracy
I - Test set-up wiring diagram
II - Signaling system wiring diagram
(2) Carry out the tightness check as follows:
(a) Connect the tested pressure switch to the GUMP 300 testing fixture with a standard pressure
gauge up to 1.6 MPa (see fig. 301).
(b) Set 1 MPa (10 kg/sq.cm.) test pressure.
(c) Watch the pressure gauge pointer for 5 minutes. The reading must not drop due to the tested
instrument. If the instrument under test leaks, make a corresponding entry into the instrument
log and forward the instrument to an authorized repair shop.
(d) Lower pressure to zero.
(3) Check the switching accuracy as follows:
(a) Connect the switch to be tested to an UKAMP Type IVD testing fixture - see fig. 301.
(b) Slowly raise and lower the pressure within a range of 150% of the nominal pressure and read
the pressure at the moment when the signal lamps change over. Repeat the test three
times and record the switching pressure each time.
(c) Determine the pressure difference. The example of calculation for 0.03K LUN 1492.01-8.
The values of switching measured at:
• pressure decrease: 0.0291 MPa
0.0289 MPa
0.0292 MPa
• pressure increase: 0.0331 MPa
0.0330 MPa
0.0336 MPa
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Calculation of mean values of switching:
n
∑ x pi
i = 1
xp = = 0.0291 MPa
n
n
∑ x ni
i = 1
xn = = 0.0332 MPa
n
x p ... mean value at pressure decrease
xn ... mean value at pressure increase
xpi ... values of switching pressures measured at decrease
xni ... values of switching pressures measured at increase
n ... number of measurements
Calculation of “D” difference:
D = x n − x p = 0.0332 − 0.0291 = 0.0041 MPa
(d) Determine the permissible range of switching

The example of calculation:
For calculation the values given in para (3) subpara (c).
Calculation of "T" permissible range:
T = x jm − xp = 0.0300 − 0.0291 = 0.0009 MPa
x jm ... nominal pressure value
Compare the values of difference and permissible range with the values given in para (3e).
(e) If the values specified in para. have been exceeded, detach the pressure switch from the
testing fixture, take out the throttle from the inlet neck, clean its hole, screw it in and repeat
the test according to para. (3) subpara (b) to (d) of this work procedure. If the values have
again been exceeded, forward the instrument to an authorized repair shop.
Check for switching accuracy.
• exceeding of the permissible range by 0.0015 MPa from nominal pressure
• exceeding of the difference of 0.006 MPa.
NOTE: The difference means the difference of mean values of switching at pressure increase
and decrease. The permissible range means the difference of mean value of switching
at pressure decrease and nominal pressure value.
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(4) Return the test set-up to its original condition.
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X,XX X LUN 1492.XX-8 PRESSURE SWITCH

1. Removal and installation of the pressure switches

B 097 343 N Steps
B 097 300 N Steps
B 596 695 N Propeller blocking
10 Handle (CSN 23 0659.6 or equivalent)
No. 711/217 5 mm dia Brush
B. Materials 0.6 mm dia x 0.5 m long Locking wire

0.8 mm dia x 1.2 m long Locking wire
4 (2 pcs) Plug (ONL 3996 or equivalent)
PVC foil 300 x 100 mm
BU-MNPTU 397-51 Sealing compound (GOST 7171-
63 or equivalent)
No. 240 (size 100x100 mm) Emery cloth
C 1005/0080 (0.1 gms) Red lacquer or equivalent
C. Tools No. 697 (6x120) Z 37.9110-10 Screwdriver

125 Side cutters (CSN 230327.1 or equivalent)
Flat nose pliers (CSN 23 0340.2 or equivalent)
equivalent)
14x17 (2 pcs) Double ended open spanner (CSN 23
27 CR Tubular spanner (CSN 23 0651.6 or
equivalent)
E. Procedures
CAUTION: NEVER REMOVE OR INSTALL THE PRESSURE SWITCHES IN DUSTY

ENVIRONMENT. PROTECT THE REMOVED SWITCHES AGAINST ADVERSE
WEATHER CONDITIONS, MOISTURE, MECHANICAL DAMAGE AND SOILING.
(1) Close the fuel cocks of both engines by shifting the FUEL control levers on the front control
panel into the SHUT position.
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(2) Place the B 097 300 N steps to the left hand and right hand engine nacelle and remove the
B 596 695 N propeller blocking.
(3) Unlock and tilt down the lower engine cowl and remove the bottom cover of the left hand and right
hand engine nacelle according to the work procedure given in chapter 54. Secure the propellers
with the B 596 695 N propeller blocking.
(4) Place the B 097 343 N steps to the leading edge of the LH and RH wings between ribs No. 28
and 29.
(5) Screw off 12 screws from the lid on the wing. Remove the lid.
(6) Removal of the 0.02 K LUN 1492.01-8 pressure switches.
(a) Using 125 CSN 230327.1 side cutters snip off locking wires from the drain hose and the
0.02 K LUN 1492.01-8 switch connector (the switch is installed on the front firewall) in the
area between the front and the rear firewall of the left hand engine nacelle.
(b) Loosen the connector of the 0.02 K LUN 1492.01-8 pressure switch in the LH engine nacelle
and disconnect it.
(c) Carefully pull down the drain hose from the nipple on the 0.02 K LUN 1492.01-8 pressure
switch. Blind the hose with PVC foil and 0.6 mm dia locking wire using CSN 23 0340.2 flat
pliers and 125 CSN 230327.1 side cutters.
(d) Using 125 CSN 230327.1 side cutters snip off locking wires on the units of the piping
connecting the fuel filter and the pressure switch in front of the front firewall of the left hand
engine nacelle.
(e) Using the 27 CSN 23 0626.6 single ended open spanner and the 14x17 CSN 23 0611.6 double
sided open spanner disconnect the piping from the neck of the pressure switch in the left hand
engine nacelle.
(f) Using a pair of 14x17 CSN 23 0611.6 double sided open spanners loosen the fuel filter unit
nut of the piping disconnected from the pressure switch in the left hand engine nacelle. Turn
the piping so as to be able to fit the 27 CR CSN 23 0651 tubular spanner on the pressure switch
attachment nut. Tighten again the unit nut on the fuel filter neck and plug the other end of
the piping using a pair of 14x17 CSN 23 0611.6 double ended open spanners and a 4 ONL 3996
plug.
CAUTION: THE PIPING DISCONNECTED FROM THE 0.02 K LUN 1492.01-8 PRESSURE
SWITCH MUST BE PLUGGED PROPERLY AND TIGHTENED TO THE FUEL
FILTER NECK. NO FUEL LEAK IS PERMITTED.
(g) Using the 27 CSN 23 0626.6 single ended open spanner, the 27 CR CSN 23 0651 tubular
spanner and the 10 CSN 23 0659.6 handle remove the pressure switch from the front firewall
of the left hand engine nacelle. Screw the removed nut with the washer back onto the pressure
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switch. Plug the drain nipple, the connector and the switch neck with PVC foil using 0.8 mm
dia locking wire, the CSN 23 0340.2 flat pliers and 125 CSN 230327.1 side cutters.
(h) Repeat the work procedure in para. (6) subpara (a) to (g) in the right hand engine nacelle.
(i) Pass the removed 0,02 K LUN 1492.01-8 pressure switches to the laboratory.
(7) Removal of the 0,012 K LUN 1492.01-8 (ribs No. 28 and 29, LH and RH wing side) pressure
switches.
(a) Using 125 CSN 230327.1 side cutters snip off the locking wire from the 0.012 K LUN 1492.01-8
pressure switch connector.
(b) Loosen and disconnect the 0.012 K LUN 1492.01-8 pressure switch connector.
(c) Using side cutters snip off the locking wire on the threaded unit of the piping connected to
the pressure switch.
(d) Using the 14x17 CSN 23 0611.6 double ended open spanner disconnect the piping from
the neck of the pressure switch. Remove the pressure switch with the 27 CSN 23 0626.6
single ended open spanner or 27 CR CSN 23 0654 tubular spanner. Wrap the neck of the
switch in PVC foil and secure it with 0.8 mm dia. locking wire using the CSN 23 0340.2 flat
nose pliers and 125 CSN 230327.1 side cutters. Scribe the aircraft number upon the
removed pressure switch and pass the switch to the laboratory.
(8) Installation of the 0.012 K LUN 1492.01-8 pressure switches.
(a) Referring to the aircraft log book and to the corresponding certificates check the serial number
of the pressure switch. Using 125 CSN 230327.1 side cutters remove the PVC plugs from the
switch neck, the drain nipple and from the connector plug.
(b) Install the pressure switches, connect the pipings, lock the threaded units with lockwire.
(c) Plug in the connector of the 0.012 K LUN 1492.01-8 pressure switch and tighten the
connector with hand. Secure the connector with locking wire.
(9) Installation of the 0.02 K LUN 1492.01-8 pressure switches.
(a) Check in the cockpit that the fuel cock control levers of both engines on the front control panel
are in the SHUT position. If not, set them to this position.
(b) Referring to the aircraft log book and to corresponding certificates check the serial number of
the pressure switch the right hand engine nacelle. Using 125 CSN 230327.1 side cutters
remove the PVC plugs from the switch neck, from the drain nipple and from the connector
plug.
(c) Remove the attachment nut with washer from the thread of the pressure switch for the right hand
engine nacelle. Using No. 240 emery cloth polish the bonding surface on the switch and on the
front firewall to metallic luster. Smear the switch thread with MNPTU 397-51 (GOST 7171-63)
sealing compound and fit the switch with the washer on the firewall so that the drain nipple
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faces downwards. Attach the switch with the nut. Tighten the nut with the 27 CSN 23 0626.6
single ended open spanner, the 27 CR CSN 23 0651 tubular spanner and 10 CSN 23 0659.6
handle. Paint the excessively polished bonding surface on the firewall with C 1005/0080 red
lacquer using the 711/217 5 mm dia brush.
(d) Using a pair of 14x17 CSN 23 0611.6 double ended open spanners remove the plug from
the piping connecting the fuel filter with the pressure switch.
(e) Using a pair of 14x17 CSN 23 0611.6 double ended open spanners loosen the unit nut on
the right hand engine fuel filter. Turn the piping with the hand to fit the switch neck and
tighten the unit nut on the fuel filter using a pair of 14x17 CSN 23 0611.6 double ended
open spanners.
(f) Using the 27 CSN 23 0626.6 single ended open spanner and the 14x17 CSN 23 0611.6 double
ended open spanner tighten the unit nut fastening the piping leading from the right hand
engine fuel filter to the pressure switch.
(g) Using 125 CSN 230327.1 side cutters, CSN 23 0340.2 flat nose pliers and 0.8 mm dia locking
wire secure the threaded units on the fuel filter and on the pressure switch in the right hand
engine nacelle.
(h) Fit the drain hose on its nipple on the pressure switch between the front and the rear firewall
in the right hand engine nacelle. Secure the hose to the nipple with 0.8 mm dia locking wire
using 125 CSN 230327.1 side cutters and CSN 23 0340.2 flat nose pliers.
(i) Plug in the pressure switch connector in the right hand engine nacelle, tighten the connector
with the hand and secure it with 0.6 mm dia locking wire using 125 CSN 230327.1 side cutters
and CSN 23 0340.2 flat nose pliers.
(j) Repeat the work specified in para (9) subpara (b) to (i) in the left hand engine nacelle.
(10) Connect the aircraft to an external power supply.
(11) Shift the fuel cock control levers of both engines on the front control panel in the cockpit to OPEN
while the control levers of fuel shut-off valves of both engines must be set to SHUT position.
Switch on the BATTERY I, II, INVERTERS 36 V AC I, II switches on the overhead panel and, if
the wingtip tanks are installed, switch on also the WINGTIP TANK LH, RH circuit breakers.
Check the fuel gauges on the center instrument panel whether there is fuel in the tanks (not more
than 480 kg fuel in the main fuel system and 20 kg fuel in wingtip fuel tanks, if installed).
Switch off the INVERTERS 36 V AC I, II switch.
(12) Switch on the CENTRAL WARNING DISPLAY - LH ENGINE circuit breaker on the overhead panel.
When the circuit breaker has been switched on, the FUEL PRESSURE signaling cell must light up.
Switch on the FUEL PUMP - LH circuit breaker on the overhead panel. After the fuel pump has
been switched on, the FUEL PRESSURE signal in the LH engine section of CWD must go off.
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(13) Check the area in front of the front firewall of the left hand engine and between ribs No. 28 and 29
of the left wing for fuel leaks through the threaded units of the piping connecting the fuel filter to
the pressure switch.
(14) If the wingtip fuel tanks are installed, switch on the WINGTIP TANK FUEL TRANSFER (LH) switch
and the CENTRAL WARNING DISPLAY - AIRFRAME circuit breaker on the overhead panel. The
FUEL TRANSFER signal in the corresponding section of CWD must light up within 6 seconds after
the switch has been tripped. After the FUEL TRANSFER signal has gone off (after approximately
3 minutes) switch off the WINGTIP TANK FUEL (LH) switch and the CENTRAL WARNING DISPLAY
- AIRFRAME circuit breaker.
(15) Switch off the CENTRAL WARNING DISPLAY - LH ENGINE and FUEL PUMP-LH circuit breakers
on the overhead panel in the cockpit.
(16) Repeat the work specified in para. (12) to (15) with the difference that the CENTRAL WARNING
DISPLAY - RH ENGINE circuit breaker is switched on/off instead of the CENTRAL WARNING
DISPLAY - LH ENGINE circuit breaker and the FUEL PUMP RH circuit breaker is switched on/off
instead of the FUEL PUMP LH circuit breaker and, if the wingtip fuel tanks are installed, the WINGTIP
TANK TRANSFER (RH) switch is switched on/off instead of the WINGTIP TANK FUEL TRANSFER
(LH) switch. Check the signaling on the RH ENGINE section of CWD.
(17) Switch off all switches and circuit breakers which have been switched on the overhead panel, set
the fuel cock control levers of both engines on the front control panel to the SHUT position.
(18) Disconnect the external power supply from the aircraft.
(19) Install the lids on the wing between ribs No. 28 and 29.
(20) Remove the B 596 695 N propeller blocking. Close and secure the lower engine cowl of the left
hand and right hand engine nacelle and attach the bottom cover to the left hand and right hand
engine nacelle by the procedure specified in chapter 54.
(21) Secure the propellers with the B 596 695 N propeller blocking.
(22) Remove the B 097 343 N and B 097 300 N steps.
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LUN 1559-8 FUEL PRESSURE TRANSMITTER

1. Purpose
The LUN 1559-8 fuel pressure transmitter with inductive converter together with the corresponding fuel
pressure indicator are intended for the indication of fuel pressure.
2. Technical data
Measuring range 0 to 1.6 MPa (0 to 16 kp/sq.cm.)
Operating range 0.25 to 1.35 MPa (2.5 to 13.5 kp/sq.cm.)
Nominal supply voltage of the transmitter and indicator set 36 V, 400 Hz ± 2 %, distortion 20 % maximum
3. Operation
Pressure supplied under the diaphragm causes the diaphragm to bend. The motion of the diaphragm is
transferred by an adjustment screw to an armature. The armature motion changes the air gaps in the magnetic
circuit of coils. As the armature shifts one air gap increases while the other one decreases.
This causes a change in coil inductivity.
The instrument is supplied with alternating current and the changes in coil inductivity cause there fore changes
in indicator coil current sense.
Corresponding to each position of the armature is only one position of the pointer.
The indicator is essentially a magnetoelectric instrument with crossed coils with two current rectifiers in the
instrument circuit.
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FIG. 1 LUN 1559-8 FUEL PRESSURE TRANSMITTER

(1) Housing; (2) Diaphragm; (3) Ring; (4) Nut; (5) Base; (6) Screw; (7) Armature; (8) Spring;
(9) Setting screw; (10) Nut; (11) Cover; (12) Sealing gasket; (13) Unit nut; (14) Plug
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FIG. 2 LUN 1559-8 FUEL PRESSURE TRANSMITTER WIRING DIAGRAM
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LUN 1538.01 THREE-POINTER INDICATOR

1. Purpose
The LUN 1538.01 three-pointer indicator indicates fuel pressure, oil pressure and oil temperature.
The indicator operates in connection with the following transmitters:
• LUN 1559-8 fuel pressure transmitter
• LUN 1558-8 oil pressure transmitter
• LUN 1358-8 oil temperature transmitter
2. Technical data
Nominal supply voltages 36 V AC (100 Hz, maximum distortion 6%), 26 V DC
Fuel pressure range 0 to 1.57 MPa (0 to 16 kp/sq.cm.)
Oil pressure range 0 to 0.39 MPa (0 to 4 kp/sq.cm.)
Oil temperature range - 30 to + 120°C
Tolerance of the indicator:
Tolerance
Pressure - Temperature Scale divisions Standard Temperatures Temperatures
conditions - 40° to + 60°C - 60° to + 85°C
± 0.0255 MPa ± 0.051 MPa ± 0.0735 MPa

Operating 3 to 13
1.57 MPa (± 0.26 kp/cm2) (± 0.52 kp/cm2) (± 0.75 kp/cm2)
(16 kp/cm2) 0 to 2 ± 0.0343 MPa ± 0.069 MPa
Non-operating -
14 to 16 (± 0.35 kp/cm2) (± 0.7 kp/cm2)
± 0.00637 MPa ± 0.0127 MPa ± 0.0177 MPa
Operating 1 to 3
0.39 MPa (± 0.065 kp/cm2) (± 0.13 kp/cm2) (± 0.18 kp/cm2)
(4 kp/cm2) 0 to 0.5 ± 0.0078 MPa ± 0.0157 MPa
Non-operating -
3.5 to 4 (± 0.08 kp/cm2) (± 0.16 kp/cm2)
Operating 0 to 90 ± 2.5°C ± 5°C ± 7.5°C
- 30 to 120°C - 30 to 0
Non-operating ± 5°C ± 8°C -
90 to 120
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Tolerance of the indicator in a set with transmitters at standard operating conditions:
Pressure - Temperature Scale divisions Tolerance
± 0.069 MPa
Operating 3 to 13
1.57 MPa (± 0.7 kp/cm2)
(16 kp/cm2) 0 to 2 ± 0.0941 MPa
Non-operating
14 to 16 (± 0.96 kp/cm2)
± 0.0167 MPa
Operating 1 to 3
0.39 MPa (± 0.17 kp/cm2)
(4 kp/cm2) 0 to 0.5 ± 0.0235 MPa
Non-operating
3.5 to 4 (± 0.24 kp/cm2)
Operating 0 to 90 ± 4°C
- 30 to 120°C - 30 to 0
Non-operating ± 7°C
90 to 120
NOTE: The three-pointer indicator scales reading fuel and oil pressures are calibrated in kp/sq.cm.
3. Operation
The system forms an electrical bridge. Two shoulders of the bridge are formed by a resistive or inductive
transmitter, both remaining shoulders are formed by the indicator crossed coils. Supply voltage is fed
between the center point of the transmitter coils and between the center point of the indicator crossed coils.
When current flows through the coils, it generates fields with opposite momentum. This will cause one coil
to move into a position where the magnetic flux is larger and the other coil into a position where the magnetic
flux is smaller and this process continues until both magnetic moments have compensated and equalized.
Coil momentum is therefore balanced if the ratio of inductivities at a given position corresponds to the ratio of
currents flowing through both coils. The resulting position of indicator coils depends therefore exclusively
upon the ratio of currents and not upon their absolute magnitudes.
The return spiral springs influence the moment equilibrium only slightly and simultaneously serve as
conductors for the current supply to the coils and for returning them to zero position.
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LUN 1674-8 WINGTIP TANK FUEL GAUGE INDICATOR

1. Purpose
The fuel gauge indicator together with the fuel gauge transmitter form a system indicating fuel quantity in
wingtip fuel tanks.
2. Technical data
Tolerance of the fuel gauge set for approved fuels ± 4 % of the measuring range
Nominal measuring range 0 to 200 kg
Nominal supply voltage 36 V AC / 400 Hz, 27 V DC
Internal lighting 5 V DC
3. Operation
A change in the fuel level in the wingtip fuel tank causes a change of the transmitter capacity.
The change of capacity causes an imbalance of the AC bridge installed in the indicator.
The imbalance voltage across the bridge diagonal is amplified by an amplifier and it is compensated by
a displacement of the potentiometer slider in the indicator self- compensating system.
The indicator pointer is coupled to the potentiometer slider and it indicates the momentary fuel quantity
on a dial scale.
EFFECTIVITY
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FIG. 1 LUN 1674-8 WINGTIP TANK FUEL GAUGE INDICATOR WIRING DIAGRAM
EFFECTIVITY
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LUN 1674-8 WINGTIP TANK FUEL GAUGE INDICATOR

1. Removal and installation of the LUN 1674-8 wingtip tank fuel gauge indicator
C. Tools Tools from the tool kit
E. Procedures
(1) Removal of the wingtip tank fuel gauge indicator.
(a) Unscrew two knurled screws attaching the frame of the center instrument panel to the frames
of the right hand and left hand instrument panel and tilt down the center instrument panel.
(b) Remove the LUN 1674-8 wingtip tank fuel gauge indicators (2 pieces), mark them with the
aircraft number and with the position, wrap them and place them into a box.
(2) Installation of wingtip tank fuel gauge indicator.
(a) Check whether serial numbers on the wingtip tank fuel gauge indicators correspond to the
aircraft number if they are the same which were removed from the aircraft.
(b) Re-install the wingtip tank fuel gauge indicators, connect them to the wiring and secure them.
(c) Set the center instrument panel into vertical position and secure it with screws.
(d) Switch on the BATTERY I, II, INVERTERS 36V I, II switches on the overhead panel and check
out the function of the left hand and right hand wingtip tank fuel gauge indicator.
(e) Switch off all switches on the overhead panel.
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LUN 1649-8 WINGTIP TANK FUEL GAUGE TRANSMITTER

1. Purpose
The fuel gauge transmitter and the fuel gauge indicator form together a set of instruments designed to measure
fuel quantities in wingtip fuel tanks.
2. Technical data
Tolerance of the fuel gauge set for approved fuels ± 4 % of the measuring range
Nominal measuring range 0 to 200 kg
Nominal supply voltage 36 V / 400 Hz
3. Operation
The transmitter capacity changes with the height of its flooded portion. The variable capacity is measured
by a bridge. Changes in capacity result in an imbalance voltage across the bridge diagonal. This voltage
is amplified and supplied to the control winding of an induction motor.
The motor, via a gearbox, rotates a compensating potentiometer which is coupled to the instrument scale
pointer.
FIG. 1 WIRING DIAGRAM OF THE LUN 1649-8 WINGTIP TANK FUEL GAUGE TRANSMITTER
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LUN 1649-8 WINGTIP TANK FUEL GAUGE TRANSMITTER

1. Removal and installation of the LUN 1649-8 wingtip fuel gauge transmitter
B. Materials 87 E1 fuel gauge sealing (2 pieces)

0.6 mm dia locking wire
PVC bag, 300x440 mm (2pcs)

No. Z 37.9110-10 Flat screwdriver
E. Procedures
CAUTION: NEVER REMOVE OR INSTALL WINGTIP TANK FUEL GAUGE TRANSMITTER IN

DUSTY ENVIRONMENT.
(1) Place the B 097 365 N steps, wing trestles and an external power supply to the aircraft.
(2) Secure wings with trestles.
(4) Check that all switches and circuit breakers on the overhead panel are OFF. Set the FUEL control
levers of both engines on the front control panel to the SHUT position.
(5) Removal of wingtip tank fuel gauge transmitters.
(a) Using the flat screwdriver screw off six screws from the lid above the transmitter of the LH
and RH wingtip fuel tank. Remove the lid.
(b) Mark the positions of the LH and RH wingtip tank fuel gauge transmitter. Unlock and loosen
the fuel gauge transmitter connector by hand. Using a No. 697 - 6x120 screwdriver screw off
five screws retaining the fuel gauge transmitter in the RH and LH wingtip tank.
(c) Remove the fuel gauge transmitters from the RH and LH wingtip tank and mark out the aircraft
number and the transmitter location in the aircraft (LH or RH wingtip fuel tank).
NOTE: Should the fuel gauge transmitter remain removed for a longer period, protect the
fuel tanks against possible soiling.
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(6) Installation of wingtip tank fuel gauge transmitters.
(a) Before the installation of fuel gauge transmitters replace the 87 E 1 sealing gaskets by new
ones. Following markings fit the fuel gauge transmitter into the corresponding wingtip tank
and tighten five screws.
(b) Plug-in the wingtip tank fuel gauge connector, tighten the connector and secure it with 0.6 mm
dia locking wire.
(c) Fit the lid over the wingtip tank fuel gauge transmitter and secure the lid by tightening six screws.
(d) Switch on the BATTERY I, II, INVERTERS 36 V I, II switches on the overhead panel and on
the fuel gauge indicators on the central instrument panel check out the condition of electric
circuits from the fuel gauge transmitters up to the fuel gauge indicators in the cockpit. Switch
off all switches and circuit breakers.
CAUTION: WHEN REPLACING A FUEL GAUGE SET OR A SEPARATE FUEL GAUGE

TRANSMITTER OR INDICATOR, OR WHEN IN DOUBT ABOUT CORRECT
READINGS OF MINIMUM FUEL RESERVE, RECALIBRATE THE SET
FOLLOWING THE PROCEDURE No. 028.40.00.A.
(7) Remove the steps and the wing supporting trestles.
(8) Disconnect and remove the external power supply.
EFFECTIVITY
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B560528N (S-2) OR B563299N (S-2.01) FUEL LEVEL ANNUNCIATOR

1. Purpose
The level switch is intended for actuating the fuel transfer from the wingtip fuel tank into the main fuel system.
2. Technical data
A. Parameters of the B560528N (S-2) Fuel Level Annunciator:
At the movement of the float down from top/ from the flange the C (B – Russian alphabet) and
D (Г – Russian alphabet) contacts engage, when the distance of the fuel level from annunciator
flange is 90 ± 3 mm. At further movement of the float down from top/ from the flange the A and
B (Б – Russian alphabet) contacts engage, when the distance of the fuel level from annunciator
flange is 118 ± 3 mm.
B. Parameters of the B563299N (S-2.01) Fuel Level Annunciator:
At the movement of the float down from top/ from the flange the C (B – Russian alphabet) and
D (Г – Russian alphabet) contacts engage, when the distance of the fuel level from annunciator
flange is 90 ± 3 mm. At further movement of the float down from top/ from the flange the A and
B (Б – Russian alphabet) contacts engage, when the distance of the fuel level from annunciator
flange is 114 ± 3 mm.
3. Operation
The level switch is equipped with a float. When the fuel level in the one section of the main fuel system
drops to a 325 ± 25 kg value, the level switch transmits a signal for automatic fuel transfer from the wingtip
fuel tank into the main fuel system. At further drop of the fuel level in the one section of the main fuel
system about 70 ± 10 kg value (valid for the S-2 Fuel Level Annunciator) or 45 ± 10 kg value (valid for the
S-2.01 Fuel Level Annunciator) occurs to the turn on a ACTUATE TRANSFER signal cell.
EFFECTIVITY
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FIG. 1 B560528N (S-2) OR B563299N (S-2.01) LEVEL SWITCH

(1) Flange; (2),(3) Probe; (4) Float; (5) Sleeve; (6) Cover; (7) Nut; (8) Insert; (9) Washer; (10) Nut;
(11) Plug VSh 18 KPN 4G-1; (12) Connector VSh 18 B4 Sh1
I. Wiring diagram
EFFECTIVITY
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B 563 570 L, P (SH) LEVEL SWITCH (if installed pressure fuelling)

1. Purpose
When a determined fuel level in the fuel tanks is reached during single-point refuelling, the level switch will
close the electric circuit
• for closing the differential valve which will shut off the fuel supply to the tanks
• for indication that the refuelling is finished.
2. Technical data
As the float moves upwards (i.e. towards the flange) it will close a reed contact, which corresponds to the
distance of A = 38 ± 2 mm between the fuel level and the switch flange.
3. Operation
The level switch is float-type switch. As the fuel level in the left and right main fuel systems rises, the float
of the switch moves upwards. When the fuel level (in the left or right main system) reached the determined
value, the reed contact will be closed by the action of the float magnetic field, and there will be a continuity
between pins 1 and 4 of the switch plug.
EFFECTIVITY
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FIG. 1 B 563 570 L, P (SH) LEVEL SWITCH

(1) Flange; (2) Sleeve; (3) Probe; (4) Float; (5) Cover; (6) Washer; (7) Nut; (8) Plug WK 462 48;
(9) Connector WK 180 36
I. Wiring diagram
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B 563 562 N (SH 1) LEVEL SWITCH (if installed pressure fuelling)

1. Purpose
When a preselected fuel level in the fuel tanks is reached during refuelling, the level switch will close the
electric circuit
• for closing the differential valve which will shut off the fuel supply to the wing-tip tanks
• for indication that the refuelling of the wing-tip tanks is finished.
2. Technical data
As the float moves upwards (i.e. towards the flange) it will close a reed contact when the float bottom is at a
distance of A = 30 ± 1 mm from the switch case bottom, which corresponds to the distance of B = 143 ± 1 mm
between the fuel level and the switch flange.
3. Operation
The level switch is float-type switch. As the fuel level in the left and right main fuel systems rises, the float
of the switch moves upwards. When the fuel level (in the left or right main system) reaches the preselected
value, the reed contact will be closed by the action of the float magnetic field, and there will be a continuity
between pins 1 and 4 of the switch plug.
EFFECTIVITY
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FIG. 1 B 563 562 N (SH 1) LEVEL SWITCH

(1) Flange; (2) Sleeve; (3) Probe; (4) Float; (5) Cover; (6) Washer; (7) Nut; (8) Plug WK 462 48;
(9) Connector WK 180 36
I. Wiring diagram
EFFECTIVITY
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CHAPTER
HYDRAULIC POWER
MAINTENANCE MANUAL
CHAPTER 29
HYDRAULIC POWER

Section, Section,
Subject Subject
Title page - - 029.00.00 201 Nov 1/11

List of Effective Pages 1 Mar 10/17 Maintenance Practices 202 Nov 1/11
2 Mar 10/17 Servicing 301 May 30/14
3 Mar 10/17 302 May 30/14
4 Nov 1/11 303 May 30/14
2 Mar 10/17 305 May 30/14
3 Nov 1/11 306 May 30/14
4 Nov 1/11 307 May 30/14
2 Nov 1/11 309 Nov 1/11
2 May 30/14 311 May 30/14
3 May 30/14 312 Nov 20/15
4 May 30/14 313 Nov 20/15
5 May 30/14 314 Nov 20/15
6 May 30/14 315 Nov 20/15
029.00.00 1 Dec 10/14 316 Nov 20/15
Description and Operation 2 Apr 5/13 317 Nov 20/15
3 Nov 1/11 318 Nov 20/15
4 Mar 10/17 319 Nov 20/15
5 Nov 1/11 320 Nov 20/15
6 Nov 1/11 321 Nov 20/15
7 Nov 1/11 322 Nov 20/15
8 Nov 1/11 323 Nov 20/15
9 Nov 1/11 324 Nov 20/15
10 Nov 1/11 325 Nov 20/15
102 Nov 1/11

ALL Page: 1
Mar 10/17
MAINTENANCE MANUAL

Section, Section,
Subject Subject
029.00.00 401 Nov 1/11 029.11.06 305 Nov 1/11

Removal / Installation 402 Nov 1/11 Servicing 306 Nov 1/11
403 Nov 1/11 Removal / Installation 401 Mar 10/17
404 Nov 1/11 402 Mar 10/17
405 Nov 1/11 403 Mar 10/17
406 Nov 1/11 404 Mar 10/17
Adjustment / Test 501 Nov 1/11 029.11.08 1 Nov 1/11
503 Nov 1/11 029.11.09 1 Nov 1/11
029.11.00 1 Nov 1/11 029.11.11 1 Nov 1/11
4 Nov 1/11 302 Nov 1/11
029.11.01 1 Nov 1/11 029.11.12 1 Nov 1/11
029.11.02 1 Nov 1/11 029.11.13 1 Nov 1/11
029.11.03 1 Nov 1/11 029.11.14 1 Nov 1/11
029.11.04 1 Nov 1/11 Servicing 301 Dec 10/14
029.11.05 1 Nov 1/11 Removal / Installation 401 Mar 10/17
029.11.06 1 Nov 1/11 029.11.16 1 Nov 1/11
Servicing 301 Mar 10/17 029.12.00 1 Nov 1/11
303 Mar 10/17 Servicing 301 May 30/14
304 Nov 1/11 302 Nov 15/13

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Section, Section,
Subject Subject
029.12.00 303 Nov 1/11 029.13.04 1 Nov 1/11

305 May 30/14 029.13.05 1 Nov 1/11
029.12.01 1 Nov 1/11 3 Nov 1/11
4 Nov 1/11 302 Nov 1/11
029.12.02 1 Nov 1/11 029.13.06 1 Nov 1/11
302 Nov 1/11 302 Nov 1/11
403 Nov 1/11 029.30.00 1 Nov 1/11
029.12.03 1 Nov 1/11 3 Nov 1/11
029.13.00 1 Nov 1/11 029.30.01 1 Nov 1/11
Description and Operation 2 Mar 10/17 302 Dec 10/14
Servicing 301 Mar 10/17 Removal / Installation 401 Nov 1/11
302 Nov 1/11 402 Nov 1/11

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MAINTENANCE MANUAL

ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 29
HYDRAULIC POWER
RECORD OF REVISIONS

Section,
Subject
9 029-List of 1 to 3 - -
Effective Pages
029-Record of 1 - -
Revisions
029-Contents 1 - -
029.00.00 2 - - L410UVP-E/170d Apr 5/13
320 321 -
- 322 -
029.13.03 2 - -
301 - -
10 029-List of 1 to 2 - -
Effective Pages
029-Record of 1 - -
Revisions L410UVP-E/178d Nov 15/13
029.00.00 308 - -
029.12.00 302 - -
11 029-List of 1 to 3 - -
Effective Pages
Revisions
029.00.00 1 - -
301 to 303 - -
305 to 307 - - L410UVP-E/196d May 30/14
311 - -
313 to 314 - -
322 - -
029.11.06 301 - -
029.11.09 301 to 302 - -
029.11.11 301 - -

ALL Page: 1
May 30/14
MAINTENANCE MANUAL

Section,
Subject
11 029.11.15 301 - -
401 - -
029.12.00 301 - -
304 to 305 - -
029.12.02 301 - -
L410UVP-E/196d May 30/14
029.13.00 301 - -
029.13.02 301 - -
029.13.03 301 - -
029.13.05 301 - -
029.13.06 301 - -
12 029-List of 1 to 3 - -
Effective Pages
029-Record of 2 - -
Revisions
029-Contents 1 - - L410UVP-E/208d Dec 10/14
029.00.00 1 323 to 326 -

029.11.15 301 - -
029.30.03 302 - -
13 029-List of 1 to 3 - -
Effective Pages
029-Record of 2 - -
Revisions
029-Contents 1 - - L410UVP-E/220d Nov 20/15
029.00.00 312 to 326 - -

029.13.00 2 - -
029.30.02 301 to 302 - -
14 029-List of 1 to 3 - -
Effective Pages
029-Record of 2 - -
Revisions
029.11.06 301 to 303 - -
401 to 402 403 to 404 - L410UVP-E/236d Mar 10/17
029.11.15 401 to 402 - -

029.13.03 2, 301 - -

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MAINTENANCE MANUAL

Section,
Subject

ALL Page: 3
Nov 1/11
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 29
HYDRAULIC POWER

Section,
No. Number Revision

ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 29
HYDRAULIC POWER
CONTENTS

Section,
Subject
General 1
List of instruments and components 2
Hydraulic system diagram 6
Fault Isolation 101
Maintenance practices 201
General 201
Servicing 301
Inspection of the hydraulic piping, hoses and 301
instruments
Check of tightness of LUN 7547.03-7 shuttle valve 302
Inspection of the hydraulic system units 302
Inspection of the hydraulic system instruments, 303
piping and hoses
Inspection of the instruments of the hydraulic 305
system (accessible after the removal of covers of
the working cylinders of the spoilers and ABC tabs)
Check of the hydraulic fluid cleanness, a hydraulic 306
fluid replacement and a hydraulic system rinsing
Inspection of the hydraulic piping and hoses 314
Drain of the main and emergency hydraulic tanks 315
Filling of hydraulic accumulators with nitrogen 316
Filling and deaeration of hydraulic system 317
Deaeration of suction piping of left-hand and right- 319
hand hydraulic pumps
Deaeration of emergency hydraulic tank 319
Hydraulic fluid replacement 320
Bleeding of landing gear control hydraulic circuit 321
Check of the LUN 6102.01-8 hydraulic pump 323
correct function
Connecting and disconnecting of the hydraulic 324
truck for functional tests of hydraulic systems
General instructions for removal of hydraulic 401
system elements
General instructions for installation of hydraulic 401
system components
Removal of fitting parts for attachment of main 402
landing gear braking hydraulic system
Installation of fitting parts for connection of main 404
landing gear braking hydraulic system
Check of proper function of landing gears, wing flaps, 501
spoilers, ABC tabs, wipe unit and servocontrol
Check of proper function of emergency circuit 502
ALL Page: 1
Nov 20/15
MAINTENANCE MANUAL

Section,
Subject
MAIN 029.10.00 1 ALL
General 1
NORMAL CONTROLS 029.11.00 1 ALL
General 1
Operation 2
LUN 7741-8 SUCTION FILLING CONNECTION 029.11.01 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 7740-8 PRESSURE FILLING CONNECTION 029.11.02 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 6102.01-8 HYDRAULIC PUMP 029.11.03 1 ALL
Purpose 1
Technical data 1
Operation 1
Removal of LUN 6102.01-8 hydraulic pump 401
Installation of LUN 6102.01-8 hydraulic pump 401
LUN 7366-8 DISCONNECTING VALVE 029.11.04 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 7545-8 RELIEF VALVE 029.11.05 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 7614.01-8, LUN 7614.03-8 HYDRAULIC FILTERS 029.11.06 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Cleaning and check of the LUN 7614.01-8 and 301
LUN 7614.03-8 hydraulic filters fine filter elements
Removal and installation of LUN 7614.01-8, 03-8 401
hydraulic filters fine filter elements
ALL Page: 2
May 30/14
MAINTENANCE MANUAL

Section,
Subject
LUN 7549-8, 674 600 B (8) LUN 7560-8 029.11.08 1 ALL
NON-RETURN VALVES
Purpose 1
Technical data 1
Operation 1
LUN 6953.02-8, LUN 6953.05-8 HYDRAULIC 029.11.09 1 ALL
ACCUMULATORS
Purpose 1
Technical data 1
Operation 1
Servicing 301
Check of the technical nitrogen pressure in the 301
LUN 6953.02-8 and LUN 6953.05-8 hydraulic
accumulators
B 057 801 N HYDRAULIC TANK 029.11.11 1 ALL
General 1
Technical data 1
Servicing 301
Check of the hydraulic fluid amount in main 301
hydraulic tank
LUN 7350-8 DISCHARGE VALVE 029.11.12 1 ALL
Purpose 1
Technical data 1
Operation 1
B 057 120 N AIR RELEASE VALVE 029.11.13 1 ALL
Purpose 1
Operation 1
B 057 049 N CHOKE 029.11.14 1 ALL
Purpose 1
Technical data 1
LUN 7613.02-8 HYDRAULIC FILTER 029.11.15 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Cleaning and check of the LUN 7613.02-8 301
Removal and installation of LUN 7613.02-8 401
ALL Page: 3
May 30/14
MAINTENANCE MANUAL

Section,
Subject
LUN 7386 HYDRAULIC FLUID SAMPLING COCK 029.11.16 1 ALL
Purpose 1
Technical data 1
Operation 1
EMERGENCY CONTROL 029.12.00 1 ALL
General 1
Servicing 301
Inspection of the LUN 6577-8 hand valves for 301
emergency control of landing gears and wing flaps.
Inspection of the sealing
Check of the operation of the emergency extension 301
of the landing gear, wing flaps and the operation of
the emergency braking
LUN 6100.03-8 HYDRAULIC HAND PUMP 029.12.01 1 ALL
Purpose 1
Technical data 1
Operation 1
B 057 430 N EMERGENCY TANK 029.12.02 1 ALL
General 1
Servicing 301
Check of the hydraulic fluid amount in the 301
emergency hydraulic tank
Removal of the emergency tank 401
Installation of the emergency tank 403
674 500 B (8) NON-RETURN VALVE 029.12.03 1 ALL
Purpose 1
Technical data 1
Operation 1
B 057 441 N SLUDGE VALVE 029.12.04 1 ALL
Purpose 1
Technical data 1
Operation 1
HYDRAULIC TANK PRESSURIZATION SYSTEM 029.13.00 1 ALL
General 1
Description 1
Operation 1
Servicing 301
Check of the tightness of the pressurization system 301
of the hydraulic system
ALL Page: 4
May 30/14
MAINTENANCE MANUAL

Section,
Subject
LUN 7521-8 NON-RETURN VALVE 029.13.01 1 ALL
Purpose 1
Technical data 1
Operation 1
3976 0872 DESICCATOR 029.13.02 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Inspection of the colouring of the silica gel filling of 301
the 3976 0872 desiccator
723 900-4 (8) AIR CLEANER 029.13.03 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Replacement of the insert of 723 900-4 (8) air cleaner 301
B 057 862 N AUXILIARY TANK 029.13.04 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 6651.01-8 REDUCTION VALVE 029.13.05 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Check of the output pressure of the LUN 6651.01-8 301
reduction valve
LUN 7548-8 SAFETY VALVE 029.13.06 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Check of the operation of the LUN 7548-8 safety 301
valve
LUN 7351-8 HAND-OPERATED VALVE 029.13.07 1 ALL
Purpose 1
Technical data 1
Operation 1
ALL Page: 5
May 30/14
MAINTENANCE MANUAL

Section,
Subject
INDICATING 029.30.00 1 ALL
General 1
Operation 4
Servicing 301
Check of the air pressure in the hydraulic tank 301
pressurization system
2 DIM-240 TELEMETRIC INDUCTION PRESSURE GAUGE 029.30.01 1 ALL
SYSTEM
Purpose 1
Technical data 1
Operation 1
LUN 3192-8 HYDRAULIC THERMOSWITCH 029.30.02 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Check of LUN 3192-8 hydraulic thermoswitch function 301
Removal and installation of LUN 3192-8 hydraulic 401
thermoswitch
MA 4 PRESSURE GAUGE 029.30.03 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Check of the MA – 4 pressure gauge 301
Removal and installation of MA – 4 pressure gauge 401
ALL Page: 6
May 30/14
MAINTENANCE MANUAL
GENERAL
1. General
The hydraulic system has a steady rated pressure of 14.7 MPa (150 kp/cm2) and is intended for control of
aircraft moving parts and units.
As the pressure hydraulic energy sources there are two LUN 6102.01-8 automatic hydraulic piston pumps.
The hydraulic pumps are located directly on the engines and work independently of each other. That is why
in case of supply break from one of the pumps, the second pump is sufficient to supply a necessary amount
of energy to the hydraulic system. All the system is protected by relief valve LUN 7545-8.
As the emergency hydraulic energy source there is LUN 6100.03-8 hand-operated hydraulic pump provided
with an emergency amount of fluid in a separate emergency hydraulic tank.
NOTE: Optionally the LUN 7369-8 switch-over valve can be installed in the aircraft, then it is possible
to perform all functions of the hydraulic system by using LUN 6100.03-8 hand operated
pump. After switching “TEST” lever (located on the right control panel) up ward the pressure
circuit is pressured constant and it is used for ground test of the hydraulic system parts
without using ground source.
The piping is mostly made of light alloys. The pressure piping of inside diameter Js8 (and greater) and all
piping in the engines fire zones are made from stainless steel.
In order to facilitate orientation, all piping is marked with symbols. The symbols are composed of serial number,
letter H and a letter corresponding to the circuit. The hydraulic system is filled with AMG-10 hydraulic fluid
according to the standard GOST 6794-75 (boiling point 200°C, flash point 92°C, point of congelation -
70°C, density 0.85 kg/dm3) or with Aeroshell Fluid 4 according to the standard
MIL-H-5606A or with Aeroshell Fluid 41 according to the standard MIL-H-5606B.
NOTE: Hydraulic fluid service life is 4.800 flight hours or 10 years.
EFFECTIVITY
029.00.00
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Dec 10/14
MAINTENANCE MANUAL
2. List of instruments and components
1. - - - -
2. Suction filling connection LUN 7741-8 1 Left side of LH engine nacelle behind fireproof
frame
3. Pressure filling connection LUN 7740-8 1 Left side of LH engine nacelle behind fireproof
frame
4. Hydraulic pump LUN 6102.01-8 1 LH engine
1 RH engine
5. Disconnecting valve LUN 7366-8 1 Fireproof frame of LH engine nacelle (front a 1
part)
1 Fireproof frame of RH engine nacelle (front a 1
part)
6. - - - -
7. - - - -
8. Relief valve LUN 7545-8 1 LH engine nacelle behind fireproof frame
9. - - - -
10. Hydraulic filter LUN 7614.01-8 1 Fireproof frame of LH engine nacelle
11. Hydraulic filter LUN 7614.03-8 1 RH side of LH engine nacelle
12. Hydraulic filter LUN 7613.02-8 1 RH side of LH engine nacelle
RH side of RH engine nacelle (up to aircraft
S/N 1714)
13. Non-return valve LUN 7549-8 1 In LH engine nacelle, ahead of fire-proof frame
14. Non-return valve LUN 7560-8 1 In leading part of the wing central part, above
fuselage
1 In LH engine nacelle, ahead of fire-proof frame
In RH engine nacelle, ahead of fire-proof frame
1
15. Non-return valve 674 600 B (8) 1 In LH landing gear nacelle
1 Between 4 and 5 frames (if installed)
16. Hydraulic accumulator LUN 6953.05-8 1 In LH engine nacelle, behind fire-proof frame
17. Hydraulic accumulator LUN 6953.02-8 1 In LH landing gear nacelle
18. Non-return valve 674 500 B (8) 1 5th fuselage frame (frontal part)
19. Solenoid valve GA 163 T/16 1 Front wing spar, in center (above the fuselage)
1 In LH landing gear nacelle
20. - - - -
21. Emergency lock actuator LUN 7183.04-7 or 1 In LH landing gear nacelle
LUN 7183.05-7
1 Front wing spar (up to 22nd series)
22. Wing flap actuator LUN 7231.02-8 1 Front wing spar, in center
23. - - - -
24. - - - -
EFFECTIVITY
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Apr 5/13
MAINTENANCE MANUAL
25. Spoiler (ground spoiler) LUN 7138-8 1 Rear wing spar

actuator
26. ABC tab actuator LUN 7134-8 1 28th wing rig, LH side
1 28th wing rib, RH side
27. Choke  1 mm dia XL 410.4630-48 1 Nose landing gear pit
1 Fuselage central part
28. Choke  1 mm dia XL 410.4630-42 1 On the solenoid valve GA 184 U/2, in fuselage
nose part, under control panel cover
29. - - - -
30. - - - -
31. - - - -
32. Unlocking cylinder LUN 7185-7 1 Nose landing gear pit on the nose landing gear
lock
33. Shuttle valve LUN 7547.03-7 1 Main landing gear, LH side
1 Main landing gear, RH side
34. Electrohydraulic distributor LUN 2575.01-7 1 Landing gear nacelle, LH side
1 Landing gear nacelle, RH side
35. Self-sealing coupling SP 1 (7) 1 LH side, landing gear wheel axis
1 RH side, landing gear wheel axis
36. Brake valve LUN 7367.03-8 4 Under floor in the fuselage nose part
37. Reduction valve LUN 7514.02-8 1 In the LH landing gear nacelle
38. Brake shuttle valve LUN 7368.01-8 2 On the 4th bulkhead in the fuselage nose part
39. Hand-operated valve LUN 6578-8 1 In the fuselage nose part, on the RH control
panel
40. Windshield wiper GA-211A.00-4 1 In the fuselage nose part, on the 4 th bulkhead
41. Throttle cock GA-171/6 1 LH control panel
42. Hand-operated valve LUN 6577-8 2 RH control panel
43. Switch-over valve LUN 7369-8 1 RH control panel
(if installed)
44. Pressure switch 0.7 S 1 LH landing gear nacelle
(if installed) LUN 1492.04-8 (If Cockpit voice recorder is installed)
45. Safety valve LUN 7557.01-8 1 LH landing gear nacelle
46. Brake accumulator LUN 6900-8 1 LH landing gear nacelle
47. Dual pressure gauge UI 2-240 K 1 Instrument panel
48. Pressure gauge MA-100 1 Instrument panel
49. Dual pressure gauge LUN 1446.02-8 1 Instrument panel
50. Hydraulic tank B 057 801 N 1 Wing above LH engine nacelle
51. Pressure transmitter ID-240 2 LH landing gear nacelle
52. Air outlet valve B 057 120 N 1 Emergency tank
EFFECTIVITY
029.00.00
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Nov 1/11
MAINTENANCE MANUAL
53. Hydraulic thermoswitch LUN 3192-8 1 LH engine nacelle ahead of the fireproof frame
RH engine nacelle ahead of the fireproof frame
1
54. Solenoid valve GA 184 U/2 1 Fuselage nose part, under the control panel
cover
1 On the 3rd wing rib, RH side
1 On the 3rd wing rib, LH side
1 On front wing spar
55. Choke D-002 2 At the pressure transmitter ID-240, in the LH
landing gear nacelle
56. Choke  0.45 mm dia B 057 049 N 1 At the front wing spar
57. Emergency tank B 057 430 N 1 In the fuselage nose part, on the bulkhead
under the control panel cover
58. Hydraulic hand pump LUN 6100.03-8 1 In the fuselage nose part, on RH side of 6th
frame
59. Throttle valve 12 LUN 7573.4-7 2 At the front wing spar, in the fuselage center
60. - - - -
61. - - - -
62. - - - -
63. - - - -
64. Air-outlet valve B 057 120 N 1 In LH engine nacelle, in ahead of the fireproof
frame
1 In RH engine nacelle, ahead of the fireproof
frame
3 In LH landing gear nacelle
3 In RH landing gear nacelle
3 In the nose landing gear pit
65. Hydraulic fluid sampling LUN 7386 1 In the LH engine nacelle behind the firewall
cock (from 22nd series)
66. - - - -
67. Stabilizing valve LUN 7561-7 1 In the LH landing gear nacelle
68. Non-return valve B 057 824 N 1 Hydraulic tank
69. - - - -
70. Non-return valve LUN 7521-8 1 In the wing, above LH engine nacelle
1 In the LH engine nacelle
71. Desiccator 3976 0872 1 Wing above LH engine nacelle
72. Air cleaner 723900-4 (8) 1 Wing above LH engine nacelle
73. Auxiliary tank B 057 862 N 1 Wing above LH engine nacelle
74. Reduction valve LUN 6651.01-8 1 Wing above LH engine nacelle
75. Safety valve LUN 7548-8 1 Wing above LH engine nacelle
76. Pressure gauge MA-4 1 In the LH engine nacelle
77. Hand-operated valve LUN 7351-8 2 In the LH engine nacelle
EFFECTIVITY
029.00.00
ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
78. Main landing gear jack, LH LUN 7108.11-7 1 In the LH landing gear nacelle
side
79. Nose landing gear jack LUN 7233.04-7 1 In the front landing gear pit
80. Main landing gear jack, RH LUN 7108.12-7 1 In the RH landing gear nacelle
side
81. Lock release cylinder LUN 7188-7 1 In the LH landing gear nacelle, on landing gear
lock
1 In the RH landing gear nacelle, on landing gear
lock
82. Ground source connection - 1 In the LH engine nacelle
(of hydraulic tank
pressurization system)
EFFECTIVITY
029.00.00
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Nov 1/11
MAINTENANCE MANUAL
3. Hydraulic system diagram
FIG. 1 HYDRAULIC SYSTEM DIAGRAM I

Legend to figure - see list of components in section 2 and pages 9, 10
EFFECTIVITY
029.00.00
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Nov 1/11
MAINTENANCE MANUAL
FIG. 2 HYDRAULIC SYSTEM DIAGRAM II

EFFECTIVITY
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Nov 1/11
MAINTENANCE MANUAL
FIG. 3 HYDRAULIC SYSTEM DIAGRAM III

EFFECTIVITY
029.00.00
ALL Page: 8
Nov 1/11
MAINTENANCE MANUAL
Legend to figures 1, 2, 3:
a - Aircraft nose part hydraulic system
b - Servo-control
c - RH brake valve
d - LH brake valve
e - 1. pilot
f - 2. pilot
g - Fuselage central part hydraulic system
h - Fuselage outline
j - Landing gear nacelle platform
k - Main landing gear brakes installation
l - RH landing gear
m - LH landing gear
n - Wing outline
o - Wing flaps control
p - Wing hydraulic system
r - Fireproof frame
s - Front wing spar
t - Rear wing spar
u - RH engine nacelle
v - LH engine nacelle
y - Spoilers control
z - RH ABC tab control
x - LH ABC tab control
v - extending
z - retracting
R - Hand control (manual)

N - Foot control
4 Fuselage frames numbers

....................................................Electrical installation
EFFECTIVITY
029.00.00
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Nov 1/11
MAINTENANCE MANUAL
Legend to figures 1, 2, 3:
Marking of piping Piping symbol
Circuit of constant pressure HA, HF

Return circuit HV
Main pumps suction circuit HA
Working circuit of:
landing gears HB
wing flaps HC
brakes HF
servo-control HH
spoiler HJ
ABC tabs HK
Hand pump pressure HN
Emergency circuit of:
landing gear HP
wing flaps HS
Parking brake working circuit HG
Hand pump suction circuit HN
………………….. Circuit of hydraulic tank pressurization system HD
EFFECTIVITY
029.00.00
ALL Page: 10
Nov 1/11
MAINTENANCE MANUAL
GENERAL
FAULT ISOLATION
1. The pressure rises on the system a) Trouble occurs during run of both a) Replace the relief valve
pressure gauge over 16.2 MPa engines-defective relief valve
(165 kp/cm2), signal cell LUN 7545-8
HYDRAULICS will light up on the
central warning display. b) Trouble occurs during run only b) Replace the defective hydraulic
one of the engines pump
- automatic control of the
hydraulic pump has failed
2. RH hydraulic pump is noisy. Suction piping of RH hydraulic Blow off the RH hydraulic pump
pump is full of air
3. System pressure gauge indicates Broken piping or defective Replace defective components
zero pressure while engines are instrument in constant pressure
running circuit or in any working circuit
except of the brakes circuit
4. System and brakes pressure Broken piping or defective Replace defective components
gauges indicate zero pressure instrument in the brakes circuit
5. With one running engine the Hydraulic pump automatic control Replace defective hydraulic pump
system pressure gauge indicates has failed
pressure different from that
prescribed
6. With running engines, the signal a) Contaminated hydraulic fluid Replace the fluid
cell HYDRAULICS lights on the
warning display b) Increased resistance of hydraulic Replace hydraulic cleaner filter
filter in the return branch element
c) Hydraulic thermoswitch failure Check hydraulic thermoswitch
function according to work
procedure 029.30.02.B
d) Hydraulic pump failure Replace defective hydraulic pump
7a. With one running engine, signal cell Increased scaring of a hydraulic Replace defective hydraulic pump
HYDRAULICS lights on warning pump (hydraulic fluid supply
display reduced)
7b. On one engine running, lights on Increased wearing of a hydraulic Replace defective hydraulic pump
warning display signal cell pump (hydraulic fluid supply
HYDRAULICS on CWD during reduced)
engine starting
8. Hydraulic hand pump does not work Emergency hydraulic tank is Deaerate the emergency hydraulic
aerated, check through inspection tank
hole
9. Hydraulic fluid flows out through Main hydraulic tank is filled with Drain excessive amount of
LUN 7548-8 safety valve which is in hydraulic fluid over admissible limit hydraulic fluid from main tank
relief hose
EFFECTIVITY
029.00.00
ALL Page: 101
Nov 1/11
MAINTENANCE MANUAL
10. 3976 0372 desiccator silica gel Inside leakage of hydraulic tank Check for tightness, remove
filling should be often replaced pressurization system circuits untightness
Safety valve LUN 7548-8 permits Replace defective safety valve
flow through at a pressure lower LUN 7548-8
than 0.18 MPa
Reduction valve LUN 6651.01-8 Adjust output pressure reduction
has an exit pressure higher than valve to lower value of working
0.12 MPa pressure range of 0.08 to 0.12 MPa
CAUTION: WHEN INSTALLING NON-RETURN VALVES, A SPECIAL ATTENTION MUST BE PAID TO

MOUNT THEM IN CORRECT POSITIONS (NOT REVERSELY). IT IS NECESSARY TO FOLLOW
MARKING OF FLOW DIRECTION AS INDICATED ON NON-RETURN VALVE BODY AND ON
NEIGHBORING PIPINGS.
EFFECTIVITY
029.00.00
ALL Page: 102
Nov 1/11
MAINTENANCE MANUAL
GENERAL
1. General
 visible mechanical damage of the body
 corrosion of plug-and-socked connectors, terminals, pushbuttons
 deformation of plug-and socked connector pins
 deposits of dirt
 evidence of fluid leaks
 mechanical damage (cracks) of the place of installation
 wear of the attachment holes
 corrosion and deformation of plug-and-socked connector pins
 dents
 ruptures
 deformation of pipe connecting parts
 damage of connector and pipe union nut threads
EFFECTIVITY
029.00.00
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Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
029.00.00
ALL Page: 202
Nov 1/11
MAINTENANCE MANUAL
GENERAL
SERVICING
1. Inspection of the hydraulic piping, hoses and instruments

A. Fixture, Test and Support Equipment Stairs (e.g. B097365N)

Routine, Periodical
E. Procedures
(1) Put stairs (e.g. B097365N) to engine nacelles.
(2) Loosen and tilt down bottom hinged cover of LH and RH engine nacelle according to the work
procedure described in chapter 54.
(3) Inspect piping, hoses and hydraulic system units around the engines up to the fireproof frame,
in the nose landing gear pit, in the main landing gear nacelles.
Inadmissible finding is: Seepage of hydraulic fluid leakage on piping and hoses.
Remove untightness of joints.
Inadmissible finding is: Contact of piping to one another, to aircraft structure and other
instruments and units.
Locking of pipe units must not be failed.

Lock pipe units with locking wire.
Inadmissible finding is: Clamping of piping must not be damaged.
Remove damaged clamping and replace it with new one.
(4) Close and fasten the engine nacelle bottom hinged cover according to work procedure described
in chapter 54.
(5) Remove stairs.
EFFECTIVITY
029.00.00
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MAINTENANCE MANUAL
2. Check of tightness of LUN 7547.03-7 shuttle valve


Routine
E. Procedures
(1) Make sure that the parking brake control lever is in position STOP.
(2) By means of hydraulic hand pump evolve pressure in parking brake circuit - 4.9  0.49 MPa
(50  5 kp/cm2). Check pressure value on parking brake pressure gauge on the instrument
panel.
Inadmissible finding is: Pressure drops in parking brakes circuit down from value 4.9  0.49 MPa
(50  5 kp/cm2) within 20 minutes
(3) After 20 minutes check pressure drop on pressure gauge and make sure that it corresponds to
the values stated in para (2).
NOTE: Carry out the check according to the work procedure 029.00.00.B if the aircraft has
been on apron at temperature - 30°C and below.
3. Inspection of the hydraulic system units

C. Tools Z 37.9110-10 Flat screwdriver

Routine
E. Procedures
(1) Put stairs (e.g. B097300N) to the engine nacelles.
(2) Loosen and tilt down the bottom hinged cover of the LH and RH engine nacelles according to
the work procedure described in chapter 54.
(3) Remove covers on floors of LH and RH pilots by means of flat screwdriver.
(4) Check for tightness of hydraulic units:
EFFECTIVITY
029.00.00
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MAINTENANCE MANUAL
 Nose landing gear jack for retracting and extending, nose landing gear 3 259 911 servo
control cylinder and hoses in the nose landing gear compartment.
 K 38.1200-00 brakes on the LH and RH wheels.
 Hydraulic hoses in the engine nacelles.
 Hydraulic hoses under the floors of LH and RH pilots.
 Nose and main landing gear jacks, hoses and brakes in the main landing gear nacelles.
Inadmissible is: Untightness (hydraulic fluid traces) on units and their connections.
It is admissible to have hydraulic fluid dripping on servo control cylinder,
but not more than 5 drops per hour.
(5) Close and fasten the bottom hinged cover of the LH and RH engine nacelles according to work
(6) Remove stairs.
(7) Mount covers to floors of LH and RH pilots.
NOTE: Carry out checking according to para 029.00.00.C if the aircraft has been on apron at
temperature - 30°C and below.
4. Inspection of the hydraulic system instruments, piping and hoses


8 Wrench (CSN 230625.6 or equivalent)
5.5x7 Wrench (CSN 230625.6 or equivalent)

Periodical
E. Procedures
(1) Put stairs (e.g. B097365N) under the wing.
(2) Dismount the rear bottom cover of LH and RH engine nacelles according to the work procedure
described in chapter 54.
EFFECTIVITY
029.00.00
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MAINTENANCE MANUAL
(3) Dismount the aerodynamic top overlap wing - fuselage. Dismount the top and front covers of
the LH and RH landing gear nacelles according to the work procedure described in chapter 32.
(4) Dismount the lateral (side) upholstery on the LH side of the passenger cabin, between 8 - 14 frames,
by means of screwdriver No. 697 - 6x120.
(5) Dismount the front covers on the side plates of the central control panel in pilot’s cockpit, by
means of No. 698 - 8x160 screwdriver.
(6) Tilt the instrument panel middle part.
(7) Check hydraulic system joints for tightness. Remove untightness of joints.
(8) Check fastening of hydraulic system instruments.

Tighten loosened clampings of instruments and lock joints with a locking wire.
(9) Not allowed: Seepage of hydraulic fluid in hydraulic system joints, loosening of instruments in
fastening points, failure of locking in joints, hose leakage, incorrect or illegible
hose marking.
CAUTION: IF A HOSE IS REMOVED AFTER THE FIRST FIVE YEARS OF ITS OPERATION,
THE SERVICE LIFE OF THIS HOSE IS CONSIDERED AS EXPIRED, AND THE
HOSE MUST NOT BE REINSTALLED IN THE AIRCRAFT. THE HOSE MAY
ONLY BE RETAINED IN THE AIRCRAFT IN THE EVENT THAT ONLY ONE END
OF THE HOSE IS DISCONNECTED AND CONNECTED AGAIN (WITHOUT
APPLYING TORSION STRESS TO THE HOSE).
(10) Check clamping of particular hydraulic instruments in case that the joint is not locked with a split
pin. Perform check by means of respective wrench or screwdriver while carrying out checks
according to para (11)  (15).
(11) Check the hydraulic system in the compartment behind the fireproof frame of the LH and RH
engine nacelle. Make sure that no faults described in para (9) occur.
(12) Check the hydraulic system in the compartment of wing flaps working cylinder. Make sure that
no faults described in para (9) occur.
(13) Check the hydraulic system in top and front parts of LH and RH landing gear nacelles. Make sure
that no faults described in para (9) occur.
(14) Check the hydraulic system in the passenger cabin compartment, on the LH side between No. 8
- 14 frames. Make sure that no faults described in para (9) occur.
(15) Check the hydraulic system in the compartment behind the instrument panel and central control
panel. Make sure that no faults described in para (9) occur.
(16) Put the instrument panel in its original position, fasten it by means of screws.
(17) Mount the covers on the side plates of central the control panel.
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(18) Mount the side upholstery on the LH side of the passenger cabin, between No. 8 - 14 frames.
(19) Mount top and front covers of the LH and RH landing gear nacelles.
(20) Mount the aerodynamic top overlap wing - fuselage.
(21) Mount rear lower covers of the LH and RH engine nacelle according to the work procedure as
5. Inspection of the instruments of the hydraulic system (accessible after the removal
of covers of the working cylinders of the spoilers and ABC tabs)


Periodical
E. Procedures
(1) Put stairs (e.g. B097365N) under the wing.
(2) Dismount spoilers working cylinder cover (rear top aerodynamic overlap wing - fuselage) by
means of flat screwdriver.
(3) Dismount the LH and RH covers between 27th and 28th wing rib and uncover ABC tabs working
cylinders by means of flat screwdriver.
(4) Check the tightness of hydraulic system joints under covers of spoilers and ABC tabs working
cylinders.
(5) Check the hydraulic system in the compartment of spoilers and ABC tabs working cylinder.
Not allowed: Seepage of hydraulic fluid in hydraulic system joints, loosening of instruments in
clamping points, damaged locking of joints.
Tighten loosened clamping of instruments and lock joints with locking wire.
(6) Cover the ABC tab working cylinders (LH and RH) and screw up the covers.
(7) Mount the rear top aerodynamic overlap wing - fuselage above the spoiler cylinder.
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6. Check of the hydraulic fluid cleanness, a hydraulic fluid replacement and a hydraulic
system rinsing
A. Fixture, Test and Support Equipment Equipment for check of hydraulic fluid purity
Hydraulic jacks (HZ 4-3 (design 3) or equivalent)
B596200N hydraulic fluid filling equipment
XL 410.9543 drain hose
Stairs (e.g. B097300N and B097343N)
L 410.9543 service truck
Ground power unit
No. 6999 AF hydraulic truck (or equivalent,
e.g. HYDROCOM MA-801-03)
B. Materials Technical nitrogen

Hydraulic fluid (AMG-10, AeroShell Fluid 41 or
equivalent)
L 410.9643 w.d. hose of inner diameter 5 mm,
500 mm in length - 2 pieces
Clean glasses of 2 liters capacity - 2 pieces
 0.8 mm Locking wire
Laboratory bottle
B-70 petrol or NEFRAS CSN 656542
Technical petrol (CSN 656540 or equivalent)
C. Tools No. 713 (6.5x130) and No. 697 (6x120) screwdriver

Z 37.9110-10 Flat screwdriver

Periodical
E. Procedures
(1) Lift the aircraft on lifting jacks.
(2) Put stairs (e.g. B097300N) to the LH engine nacelle, put stairs (e.g. B097343N) at the wing.
(3) Remove bottom cover of the LH engine nacelle behind the fireproof frame by unlocking covers
lever locks by means of flat, No. 697 (6x120) screwdrivers.
Dismount the covers of the aerodynamic overlap fuselage - wing.
In addition, remove the cover on the bottom side of the LH and RH wings, in the place where
the ABC tab working cylinders are situated.
Dismount the top and leading covers in the LH landing gear nacelle.
(4) Connect the ground electric source to aircraft.
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(5) Get ready the hydraulic truck and the B596200N hydraulic fluid filling equipment at the aircraft.
CAUTION: THE HYDRAULIC TRUCK FOR FILLING THE HYDRAULIC FLUID MUST BE
PROVIDED WITH FILTERS THAT CATCH 5-MICRON IMPURITIES AND WITH
MUD DISCHARGE VALVE. BEFORE FILLING, HYDRAULIC FLUID MUST BE
CHECKED FOR WATER CONTENT. HYDRAULIC FLUID DISCHARGED FROM
AIRCRAFT HYDRAULIC SYSTEM DURING RINSING, DURING REPLACEMENT OF
INSTRUMENTS, ETC. MUST NOT BE USED FOR FILLING IN THE AIRCRAFT.
(6) Fill the hydraulic accumulators with nitrogen according to the work procedure described in the
present chapter.
(7) Preparation of hydraulic fluid before filling:
(a) For filling the hydraulic system, use hydraulic fluid - see chapter 12. Hydraulic fluid must be
held in the original vessels closed and sealed by the supplier. Every delivered series of
hydraulic fluid must be accompanied by a certificate verifying its quality.
(b) Before taking hydraulic fluid, clean carefully cans from dirt and dust with a cotton duster
moistened in B - 70 petrol or NEFRAS or CSN 656542.
(8) Tilt the middle part of the instrument panel.
(9) Check hydraulic fluid for cleanness according to the following procedure:
NOTE:  On aircraft starting from the 22nd series use the LUN 7386 cock determined for
hydraulic fluid samples (the cock is located in the LH engine nacelle behind the
firewall). Before using the cock remove the blinding cap. Then open the cock by
shifting the lever through the angle of 90°, in the direction of hydraulic fluid flow.
Having taken the required quantity of hydraulic fluid, shift the lever to its original
position and blind the sampling cock.
 Hydraulic tank plug, tools and hose terminations of external hydraulic source (truck)
must be manipulated with observing meticulous cleanness in order to prevent
penetration of impurities and dust into the tank.
Do not use improper hydraulic fluid.
(a) Unscrew the closing nut on the hydraulic tank discharge valve.
(b) Screw up the hydraulic fluid drain hose XL 410.9543 pipe unit with the pipe unit of the
discharge valve.
(c) In the laboratory take a laboratory sampling bottle prepared according to the requirements
as prescribed in the standard (GOST 2517-80 or equivalent).
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NOTE: Before using, the laboratory bottle for hydraulic fluid picking must be cleaned with
filtered petrol, the ground-in stopper provided with a neck must be wrapped with
polyethylene foil and bounded over with a rubber strip. The wrapper should be
removed just before sampling.
(d) Put into operation the below stated hydraulic systems:

Landing gears, wing flaps, brakes, spoilers, ABC tabs - main and emergency ones
according to the work procedure 029.12.00.B (each system 3x).
(e) After draining of about 0.5 l hydraulic fluid, pick-up at suction branch pipe 0.15 litre of hydraulic
fluid into the laboratory bottle and deliver it to the laboratory.
Check the hydraulic fluid cleanliness according to the standard GOST 10577-78.
(f) Weight of dirt-content in a hydraulic fluid sample, taken from a filtered sample of 100 g mass
is allowed to be 0.003 % max. (with the use of ultra-filter SYNPOR 0.4  0.2 m).
Weight dirt-content determination shall be carried out as follows.
After thoroughly mixing the picked sample (shaking in the bottle for about 5 minutes), weigh
100 g ( 0.05 g) of hydraulic fluid. Dilute this amount with mildly warmed-up technical petrol
CSN 656540 in the volume ratio of petrol to hydraulic fluid 1 : 3.
Filter the bottle contents through a filter. Then wash the bottle repeatedly and filter the contents
till the drop applied to the dry filter paper leaves no oily spot after drying out.
Put the filter paper with mechanical impurities into a weighing vessel and dry it out.
After drying, weigh the filter with impurities with precision of 0.002 g.
Dirt-content in the test sample shall be determined according to the below stated relation:
M2  M1
M x 100 (%)
100
M ... Content of impurities (dirt-content) in test sample in %
M1 ... Mass of weighing vessel together with dry filter
M2 ... Mass of weighing vessel with filter and mechanical impurities
NOTE: Required degree of purity for hydraulic fluid corresponds to class 12 in accordance
with the standard GOST 17216-2001 or to class 9 in accordance with the standard
NAS 1638 or to class 17/14 in accordance with the standard ISO 4406.
(g) In case that hydraulic fluid sample does not comply with para (9-f), perform rinsing of the
hydraulic system. Take sample 2 from the hydraulic fluid and carry out another evaluation
of the hydraulic fluid sample for impurities according to para (9-f).
Repeat the procedure till the sample complies with para (9-f).
(h) In case that there is suspicion that the hydraulic fluid has been contaminated with other
substances different from mechanical impurities, e.g. with aircraft fuel, ethylalcohol, water etc.,
deliver a hydraulic fluid sample of 750 cm3 volume to the chemical laboratory for checking
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the hydraulic fluid according to the prescribed technical conditions of appropriate standards.
(10) In case of an unsatisfactory result (see para (9)) replace hydraulic fluid and rinse hydraulic system
according to the following procedure.
(a) Drain hydraulic fluid from the hydraulic tank according to the following procedure:
 Unscrew the closing nut on the hydraulic tank discharge valve.
 On the discharge valve pipe unit screw up the pipe unit of XL 410.9543 drain hose the
free end of which outputs into a convenient vessel.
By tightening the drain hose pipe unit to the drain valve, the drain valve opens automatically
and hydraulic fluid begins to flow out into the hose.
NOTE: During all maintenance work, the hand-operated valve must be opened in order
to increase air overpressure in the hydraulic tank. When verifying functions, the
hand-operated valve must be closed.
 Having disconnected drain hose, screw up the closing nut on the discharge valve.
(b) Put L 410.9643 w. d. tubes on brakes air release valves and lead them to vessels.
Open the air release valves. Open the emergency tank air release valve. Adjust the parking
brake actuator on RH control panel into position STOP. By means of the hydraulic hand
pump located on the pilot’s cockpit RH side pump out all hydraulic fluid from the emergency
tank via brakes air release valves. Continue pumping as long as hydraulic fluid flows out.
Tighten brakes and emergency tank air release valves.
FIG. 301 HYDRAULIC FLUID LEVEL INSPECTION

(1) Inspection hole; (2) Upper gauge mark indicating hydraulic fluid level in hydraulic system without
any fluid pressure; (3) Lower gauge mark indicating hydraulic fluid level at pressure of 14.7 MPa
(150 kg/cm2) in main hydraulic system; (4) Cover
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(c) On the upper side of the LH wing, in the place of the LH engine nacelle, open the cover designated
HYDRAULIC FLUID and remove the covering that is under this cover - see fig. 301.
(d) Fill the hydraulic tank with hydraulic fluid.
NOTE: Fill the system with hydraulic fluid by means of B 596 200 N filling equipment hand
pump through the bottom (via suction branch pipe).
The other person shall watch hydraulic fluid level according to gauge marks in the
hydraulic tank inspection hole - see fig. 301.
CAUTION: TRUCK FOR FILLING WITH HYDRAULIC FLUID MUST BE PROVIDED WITH
FILTERS THAT CATCH 5-MICRON IMPURITIES AND WITH MUD DISCHARGE
VALVE. PRIOR TO FILLING, HYDRAULIC FLUID MUST BE CHECKED FOR
WATER CONTENT.
(e) Fill the emergency tank by releasing air release valve on the emergency tank and by stepping
on brake pedals. While filling the system, check hydraulic fluid level in emergency tank through
the inspection hole.
NOTE: Hydraulic fluid in the emergency tank is refilled by gravity flowing and air overpressure
from hydraulic tank and brakes non-return valve.
Refill hydraulic fluid into the hydraulic tank. Connect B 596 200 N filling equipment to the
pressure branch pipe.
(f) Disconnect hoses of working jacks of the main landing gear 32 HB, 43 HB and nose landing gear
48 HB. On the overhead panel change over the circuit breaker LANDING GEAR into position ON.
Shift actuator LANDING GEAR on the central control panel to position DOWN. By means of filling
equipment hydraulic hand pump fill piping and rooms in working jacks till hydraulic fluid flows out of
hoses with no bubbles. Connect hoses of working jacks of the main landing gear 32 HB, 43 HB
and nose landing gear 48 HB.
Release B 057 120 N air release valves of LH, right - hand and nose landing gears. Shift
actuator LANDING GEAR to position DOWN. By means of filling equipment hydraulic hand
pump fill piping and spaces in working jacks till hydraulic fluid flows out through air release
valves without bubbles. Close the air release valves.
Loosen the pipe units of the piping at locking valves of the LUN 7188-7 main landing gear
locks and the pipe unit of the piping at the locking cylinder of the LUN 7185-7 nose landing gear
lock. Filling and deaeration of the piping shall be carried out manually by means of the filling
equipment hand pump while the actuator LANDING GEAR has been set in position DOWN -
UP till hydraulic fluid flows out without bubbles.
Then tighten the pipe units of the piping.
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(g) Disconnect successively the piping of the spoiler working cylinder. On the overhead panel,
switch on circuit breaker SPOILERS. On the central control panel, switch on the solenoid
valve for control of spoilers. On the LH side of the steering wheel, depress the push-button
of spoilers controllers. By means of the filling equipment hydraulic hand pump fill piping and
spoiler working cylinder spaces till hydraulic fluid flows out without bubbles. Connect the
piping again.
(h) Inspect whether the passenger cabin door is shut.

Switch on circuit breaker FLAPS on the overhead panel, shift wing flaps controller on the central
control desk to position 42°. Carry out deaeration similarly as in item (10-g).
(i) On upper side of LH landing gear nacelle, loosen pipe unit of pipes 23 HA, 3HF from
pressure transmitter. Fill pipings by means of the filling equipment hydraulic hand pump till
hydraulic fluid flows out without bubbles. Tighten the piping again.
FIG. 302 CONNECTION OF HOSES TO LANDING GEAR WORKING JACKS DIAGRAM
(j) Disconnect B596200N filling equipment and connect the hydraulic truck to external
source branch pipes. By means of the truck bring pressure 14.7  00.49 MPa (150  50 kp/cm2)
to working circuits of brakes and main system, according to truck pressure gauge.
Check simultaneously hydraulic system pressure by 2 DIM 240 pressure gauge.
The pressure gauge must indicate the value of about 14,7 MPa (150 kp/cm2). Disconnect the
hydraulic truck and connect B596200N filling equipment to suction branch pipe.
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(k) Refill hydraulic fluid in the hydraulic tank. Loosen hoses pipe units from LUN 1446.02-8
pressure gauge on the instrument panel. Step slowly on LH and RH brakes pedals till
hydraulic fluid flows out through hoses without bubbles. Let hydraulic fluid flow out onto a
rag which shall be held under the hoses pipe units. Having finished the bleeding, tighten the
hoses pipe unions.
(l) Cut the binding wires and release the air release valves on the brakes working cylinders
and put L410.9643 w.d. hoses over them – refer to the fig. 302A. Insert the tubes into clean
glasses of about 2 liters capacity that are half filled with pure hydraulic fluid. Carry out
bleeding of brake system by slowly stepping on brakes pedals till hydraulic fluid flows out of
tubes without bubbles.
(m) Set the parking brake controller on the RH control panel to position STOP.
By means of the hydraulic hand pump on the RH side of the pilots’ cockpit procedure
pressure in brakes hydraulic system till hydraulic fluid flows out of brakes air release valves
without bubbles. Then tighten the brakes air release valves and remove bleeding hoses from
them. Secure the air release valves with the dia. 0.8 binding wire.
Loosen the hose pipe unit at the MA 100 parking brake pressure gauge on instrument panel.
Pump by hydraulic hand pump on pilots’ RH side till hydraulic fluid flows out of the hose
without bubbles and taking measures according to para (10-k).
Tighten the hose pipe unit.
(n) Loosen hoses pipe units and piping pipe units at landing gear working jacks and wing flaps.
Set landing gear emergency controllers and wing flaps controllers on the RH control panel
into position extended and pump hydraulic fluid to emergency circuit by means of hydraulic
hand pump on the RH side of the pilot’s cockpit till hydraulic fluid flows out of hoses and
piping without bubbles. Then tighten hoses and piping units.
(o) Refill hydraulic fluid into the hydraulic tank.
(p) Put into function the below stated hydraulic systems:

Landing gears, wing flaps, brakes, spoilers, ABC tabs - main and emergency ones according to
the work procedure 029.12.00.B (each system 3x).
(r) Replace and deaerate hydraulic fluid according to para (10-a  10-o).
(s) Perform work according to para (10-p).
(t) Within thirty seconds after putting into function pick-up at suction branch pipe, having drained
about 0.5 liter of hydraulic fluid before, 1 dl of hydraulic fluid into a laboratory bottle and deliver
it to the laboratory.
(u) After filling and deaeration tighten and lock all pipe units.
(v) After filling with hydraulic fluid, put the covering on the hydraulic tank and close the lid in wing
skin.
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FIG. 302A CORRECT RELEASE OF THE AIR RELEASE VALVES ON THE BRAKES WORKING
CYLINDERS
NOTE: Picture is displayed without the bleeding hose.
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(11) Disconnect the hydraulic truck. Close branch pipes with closing nuts.
(12) Disconnect electric ground source.
(13) Install covers of aerodynamic overlap fuselage-wing. Further, mount the cover on the bottom side
of LH and RH wings in the place of location of ABC tab working cylinder.
Fix upper and leading covers of the LH landing gear nacelle.
(14) Fasten the bottom cover on the LH engine nacelle behind the fireproof frame by locking the covers
lever locks.
(15) Put the instrument panel into its original position, fasten it by means of screws.
(17) Lower the aircraft from lifting jacks.
7. Inspection of the hydraulic piping and hoses


Z 37.9110-10 Flat screwdriver
5.5x7 Wrench (CSN 230611.7 or equivalent)

Periodical
E. Procedures
(1) Unbutton two plastic imitation leather partitions in the pilot’s cockpit between frames 4 and 5.
(2) At LH and RH landing gear nacelles, dismount upper and leading covers by means of
(3) Put stairs (e.g. B097365N) near the aircraft.
(4) By means of Z 37.9110-10 flat screwdriver dismount the upper aerodynamic overlap wing-
fuselage.
(5) Dismount the LH and RH transition covers of the engine nacelle - leading wing part by means of
Z 37.9110-10 flat screwdriver.
(6) By means of Z 37.9110-10 flat screwdriver dismount covers behind engine nacelles on upper
side of leading edge.
(7) Dismount bottom cover of LH and RH engine nacelles according to work procedure described in
chapter 54.
(8) Check of hydraulic system pipings and hoses.
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Inadmissible is: deformation of piping, damage of piping surface protection, loosened clamping
of piping, illegible marking of piping, mutual contact of pipings with one another
or with aircraft structure, damage of hoses
Replace deformed section of piping, apply a layer of surface protection. Fasten reliably, correct
illegible marking.
(9) Check the piping between frames 4 and 5 and make sure that no faults occur as indicated in
para (8).
(10) Check pipings in the zone of LH and RH landing gear nacelles. In RH landing gear nacelle, check
fixing of piping in 6 brackets by means of 5.5 x 7 wrench CSN 230611.6. Make sure that no
faults occur as indicated in para (8).
(11) Check piping in the zone of aerodynamic overlap wing-fuselage and in the space behind engine
nacelles on upper side of the wing. Make sure that no faults occur as indicated in para (8).
(12) Check piping in the zone of bottom cover and make sure that no faults occur as indicated in para (8).
(13) Mount bottom cover of LH and RH engine nacelles according to the work procedure as described
in chapter 54.
(14) Mount the covers behind the engine nacelles on the upper side of leading edge.
(15) Mount LH and RH transition covers of the engine nacelle - leading part.
(16) Mount upper aerodynamic overlap wing - fuselage.
(17) Mount leading and upper covers of LH and RH landing gear nacelles.
(18) Button two plastic imitation leather partitions between frames 4 and 5.
8. Drain of the main and emergency hydraulic tanks

XL 410.9543 drain hose
Vessel for sampling of hydraulic fluid (0.3 l)

No. 698 (8x160), No. 697 (6x120) screwdriver

Periodical
E. Procedures
NOTE: This work shall be performed prior to checking for hydraulic fluid purity (work procedure
029.00.00.F).
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(1) Put B 097 300 N stairs near LH engine nacelle.
(2) By means of No. 697 (6x120) screwdriver dismount the bottom cover of LH engine nacelle behind
the fireproof frame.
(3) Dismount the LH pilot’s seat according to work procedure described in chapter 25.
(4) By means of No. 698 (8x160) screwdriver dismount the LH side place cover of the front control panel.
(5) For mud discharge of main and emergency hydraulic tanks, drain 0.1 liter of hydraulic fluid from
main and emergency hydraulic tanks.
(6) Unscrew the closing nut of the main hydraulic tank discharge valve. On the discharge valve pipe
unit, screw the pipe unit of the drain hose for hydraulic fluid taking. On tightening the drain hose to
discharge valve the discharge valve opens automatically and hydraulic fluid begins to flow out into
a prepared vessel. After draining hydraulic fluid amount as in para (5), disconnect drain hose.
Screw closing nut on main tank discharge valve.
(7) By depressing pin-fitted lifter of emergency hydraulic tank sludge valve, drain the hydraulic fluid
amount as per para (5) into the prepared vessel
(8) Mount the front cover of the central control panel LH side plate.
(9) Mount LH pilot’s seat according to work procedure as described on chapter 25.
(10) Mount bottom cover of LH engine nacelle.
(11) Remove B 097 300 N stairs.
9. Filling of hydraulic accumulators with nitrogen

A. Fixture, Test and Support equipment XL 410.9551 filling equipment

Suds
E. Procedures
(1) For filling use dried-up technical nitrogen of first or second quality. Perform filling by means of
XL 410.9551 filling equipment.
(2) System of LUN 6953.05-8 hydraulic accumulator and LUN 6953.02-8 brakes hydraulic
accumulator shall be filled up to pressure 4.9  0.49 MPa (50 + 5 kp/cm2). LUN 6900-8 parking
brake hydraulic accumulator shall be filled for pressure 1.47  0.049 MPa (15  0.5 kp/cm2).
(3) Close the nitrogen cylinder valve and dismount filling equipment.
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(4) By using suds, check filling valves of hydraulic accumulator for tightness. This test shall be repeated
once more using hydraulic fluid pressure.
CAUTION: OBSERVE ALL SAFETY REGULATIONS CONCERNING MANIPULATION AND

ATTENDANCE OF NITROGEN CYLINDERS. MINIMUM PRESSURE REMAINING
IN EMPTY CYLINDERS MUST BE 0.049 MPa (0.5 kp/cm2).
10. Filling and deaeration of hydraulic system

A. Fixture, Test and Support equipment Lifting jacks (HZ 4-3 (design 3) or equivalent)
Hydraulic truck
Electric power external source
L410.9619 ground branch pipe (for trucks used in
Russia)
L410.9621 ground pressure branch pipe (for trucks
used in Russia)
Vessel and hose

equivalent)
Rag
C. Tools Nut wrenches
E. Procedures
NOTE: This procedure applies to filling of the whole system, e.g. on replacement of hydraulic fluid.
(1) Filling of the system with hydraulic fluid shall be performed by means of hydraulic truck
hand-operated hydraulic pump.
CAUTION: TRUCK FOR FILLING WITH HYDRAULIC FLUID MUST BE PROVIDED WITH
FILTERS THAT CATCH 5-MICRON IMPURITIES AND WITH MUD DISCHARGE
VALVE. PRIOR TO FILLING, HYDRAULIC FLUID MUST BE CHECKED FOR
WATER CONTENT.
(2) Lift the aircraft and put it on lifting jacks (see chapter 7).
(3) Fill hydraulic accumulator with nitrogen (see work procedure for filling of hydraulic accumulator
with nitrogen).
(4) Connect hydraulic truck hose to branch pipes of external source in the LH engine nacelle.
Connect the aircraft electrical network to the electric power external source.
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(5) Fill the hydraulic tank with hydraulic fluid by means of the filling truck through bottom filling
(via suction branch pipe). After deaeration refill hydraulic fluid in main hydraulic tank up to
between hydraulic fluid minimum and maximum level gauge marks.
(6) Disconnect successively hose of working jacks of the main landing gear and nose landing gear
32 HB, 43 HB, 48 HB - see fig. 302. Switch on the solenoid valve in the position for extending
the landing gears. By means of the truck hydraulic hand pump fill piping and spaces in working
jacks till hydraulic fluid flows out through hoses without bubbles.
Release successively the discharge (air release) valves of the LH, RH and nose landing gears.
Switch on the solenoid valve into position for landing gear retraction. By means of the truck
hydraulic hand pump fill fully piping and spaces in working jacks till hydraulic fluid flows out
through discharge (air release) valves without bubbles.
Loosen the piping pipe unit in the locks of the main and nose landing gears and fill fully by
means of the truck hand operated hydraulic pump while solenoid valve is set into positions for
extending and retracting landing gears.
(7) Disconnect successively piping of the spoilers working cylinder. Switch on the electromagnetic
valve for spoiler shift-out. By means of the truck hydraulic hand pump fill piping and spaces of
working cylinder till hydraulic fluid flows out through piping without bubbles.
(8) In the same way as in para (7), fill and deaerate working cylinders of ABC tabs.
(9) Inspect whether the passenger cabin door is shut and in the same way as stated in para (7) perform
filling and bleeding in wing flaps control working cylinder.
(10) Fill emergency tank by releasing the discharge - de-aerating valve on the upper part of the
emergency tank. During filling of the system, check hydraulic fluid level through inspection hole
in emergency tank, refill it if necessary (by releasing discharge - de-aerating valve).
NOTE: Emergency tank is filled with hydraulic fluid by gravity flowing from main tank.
(11) Set the landing gear and flaps emergency controllers into position EXTEND and by means of
the hand operated hydraulic pump fill hydraulic fluid to the emergency circuit till hydraulic fluid
flows out of the emergency circuit without bubbles. If necessary, loosen hoses in the landing
gears and flaps working cylinders.
(12) Adjust the parking brake controller into position STOP, release the brakes air release valves on
wheels and parking brake pressure gauge pipe unit and by means of hydraulic hand pump in
the aircraft, perform filling and bleeding of parking brakes. After filling, tighten the pipe unit.
(13) Disconnect hose from LUN 1446.02-8 dual pressure gauge on the instrument panel. By means
of the truck hand operated hydraulic pump, pump into the sump till hydraulic fluid flows out
through hoses without bubbles.
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When filling the pipe-line to dual pressure gauge (LUN 1446.02-8 brakes dual pressure gauge),
step on brakes pedals and release brakes air release valves on landing gear wheels.
(14) After filling and deaeration tighten and lock all pipe units.
NOTE: Hydraulic tank plug, tools and external source hoses terminations shall be manipulated
observing meticulous cleanness in order to prevent penetration of impurities and dust
into the tank.
11. Deaeration of suction piping of LH and RH hydraulic pumps

A. Fixture, Test and Support equipment Hose
Vessel
E. Procedures
(1) Put successively auxiliary hose on drain air release valve over hydraulic pumps suction branches.
(2) Deaeration shall be performed by the releasing air-release valve at air overpressure in the hydraulic
tank till hydraulic fluid begins to flows out of the auxiliary hose without air bubbles.
12. Deaeration of emergency hydraulic tank

A. Fixture, Test and Support equipment Not applicable
E. Procedures
(1) Release the air-release valve on the emergency hydraulic tank. Wait till hydraulic fluid level is
visible in transparent plug and hydraulic fluid flows out through drain air release valve.
Close air-release valve. In case that the emergency hydraulic tank is not being filled, filling with
hydraulic fluid can be accelerated by releasing the air-release valve on the emergency hydraulic
tank at air overpressure in the main hydraulic tank.
(2) Refill pressure in the main system, check fluid level in the main tank and refill if necessary.
(3) By slowly stepping on the brakes pedals, cancel pressure in the main system.
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NOTE: Provided that the emergency hydraulic tank and brakes return branch have been
correctly deaerated, the emergency hydraulic tank after emergency landing gear
extending is currently refilled in about 5 minutes.
13. Hydraulic fluid replacement

A. Fixture, Test and Support equipment L 410.9619 ground suction branch pipe (for trucks
used in Russia)
L 410.9621 ground pressure branch pipe (for trucks
used in Russia)
Lifting jacks (HZ 4-3-7 (design 3) or equivalent)
No. 6999 AF hydraulic truck (or equivalent)
B. Materials Hydraulic fluid (AMG-10, AeroShell Fluid 41 or

equivalent)
E. Procedures
(1) Lift the aircraft and put in on lifting jacks (see chapter 7).
NOTE: Procedure for connection of hydraulic truck is described in work procedure in section
012.10.00.
(2) Discharge hydraulic fluid from the main hydraulic tank (see work procedure in section 012.10.00).
NOTE: Hydraulic system filling and deaeration is described in work procedure of the present
section 029.00.00.
(3) By means of hydraulic hand pump, via the air release valve of the brake, pump out hydraulic fluid
volume from the emergency hydraulic tank (about 5.5 liters).
(4) Refill hydraulic fluid in the main hydraulic tank according to work procedure 012.10.00.
(5) Deaerate the emergency hydraulic tank according to work procedure as stated in the section
029.00.00 and refill hydraulic fluid in the main hydraulic tank.
(6) Check functions of all hydraulic systems - every system 3 x according to the work procedure
029.12.00.B.
(7) Discharge hydraulic fluid again from main hydraulic tank and fill it with new hydraulic fluid.
Check hydraulic fluid amount in the main hydraulic tank according to work procedure 029.11.11.A.
(8) Rinsing of brakes hydraulic system shall be performed according to work procedure 032.40.00.
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14. Bleeding of landing gear control hydraulic circuit

A. Fixture, Test and Support equipment Hydraulic jacks (H-Z4-3 (type 3) or equivalent)
No. 6999 AF Hydraulic truck (or equivalent)
B. Materials dia 0.8 mm Locking wire

Laboratory flask
equivalent)


Seasonal
E. Procedures
(1) Lift the aircraft on hydraulic jacks.
(2) Remove the upper and front cover of the LH and RH landing gear nacelle.
(4) Connect the hydraulic truck to the aircraft.
(5) Release the breather valve (refer to the position A on fig. 303) on the pipe of the LUN 7188-7
release valves of the main landing gear locks (on the LH and RH side), and the breather valve
(refer to the position B on fig. 304) on the pipe of the LUN 7185-7 release cylinder of the nose
landing gear lock. Prime and bleed the piping by means of the hand pump of the hydraulic truck
while setting the LAND. GEAR control lever DOWN and UP. When the hydraulic fluid flowing out the
piping is free from air, tighten and wire-lock the breather valves.
(6) Disconnect the hydraulic truck. Cap the lines with blind nuts.
(7) Disconnect the external power supply.
(8) Reinstall the upper and front cover of the LH and RH landing gear nacelle.
(9) Jack the aircraft down.
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FIG. 303 THE BREATHER VALVE (A) ON PIPE OF THE RELEASE VALVE OF THE MAIN LANDING
GEAR LOCK (LH AND RH SIDE)
FIG. 304 THE BREATHER VALVE (B) ON THE PIPE OF THE RELEASE CYLINDER OF THE NOSE
LANDING GEAR LOCK
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15. Check of the LUN 6102.01-8 hydraulic pump correct function


Periodical
E. Procedures
CAUTION: STAND OUT OF THE PROPELLERS RANGE WHEN THE ENGINES ARE RUNNING
- REFER TO THE CHAPTER 12.
(2) Release pressure from the hydraulic accumulator by repeating some of the functions controlled
by the hydraulic system (e.g. wing flap extension and retraction) until the pressure gauge reads
zero. The pressure drops slowly from 14.7 MPa (150 kp/cm2) to 4.9 MPa (50 kp/cm2), followed by a
rapid drop to zero.
(3) Start the LH engine.
(4) After the engine is started check that the pressure in the hydraulic accumulator increases to the
working pressure of 14.7 MPa (150 kp/cm 2). The value of pressure 12 MPa (120 kp/cm 2) must
be reached in maximum 45 sec.
(5) Shat down the LH engine.
(6) Repeat step (2) of this technological procedure.
(7) Start the RH engine.
(8) Repeat step (4) of this technological procedure.
(9) Shat down the RH engine.
(10) Remove the external power supply.
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16. Connecting and disconnecting of the hydraulic truck for functional tests of hydraulic
systems
A. Fixture, Test and Support Equipment 6999 AF Hydraulic truck or
HYDROCOM MA-801-03 Hydraulic truck;
LUN 7743-7 suction connection of hydraulic truck;
LUN 7744-7 pressure connection of hydraulic truck
E. Procedures
(1) Connecting
(a) Prepare the hydraulic truck to the left engine nacelle.
(b) Relieve the pressure in the brake and hydraulic system by actuating the brake pedals.
(c) Relieve the pressure in the hydraulic truck by opening the valve (Check on the pressure
gauge).
(d) Unscrew the cover on left engine nacelle bearing the reading GROUND HYDRAULIC
SOURCE 14.7 MPa.
(e) Unscrew the closing nut of the LUN 7741-8 suction line connection. Screw on the
LUN 7743-7 suction connection of the hydraulic truck on the union of the hydraulic truck
hose, which is filled with hydraulic liquid and screw on to the LUN 7741-8 suction line
connection.
(f) Unscrew the closing nut of the LUN 7740-8 pressure line connection. Screw on the
LUN 7744-7 pressure connection of hydraulic truck on the union of the hydraulic truck
hose, which is filled with hydraulic liquid and screw on to the LUN 7740-8 pressure line
connection.
(1) Disconnecting
(a) Disconnect the LUN 7743-7 suction connection of the hydraulic truck and the hydraulic
truck from the LUN 7741-8 suction line connection. Screw the closing nut on the
LUN 7741-8 suction line connection.
(b) Disconnect the LUN 7744-7 pressure connection of the hydraulic truck and the hydraulic
truck from the LUN 7740-8 pressure line connection. Screw the closing nut on the
LUN 7740-8 pressure line connection
(c) Take away the hydraulic truck.
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FIG. 305 CONNECTING OF THE HYDRAULIC TRUCK FOR FUNCTIONAL TESTS OF HYDRAULIC
SYSTEMS
(1) LUN 7744-7 pressure connection of the hydraulic truck; (2) LUN 7743-7 suction connection
of the hydraulic truck
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FIG. 306 LUN 7743 - 7 SUCTION CONNECTION OF HYDRAULIC TRUCK

Purpose
The LUN 7743 - 7 suction connection of the hydraulic truck is determined to connect the
hydraulic truck with the LUN 7741- 8 suction line connection.
Operation
When the LUN 7743 - 7 suction connection is connected with the LUN 7741- 8 suction line
connection, the valves shift mutually and hydraulic liquid can free flows from the ground
hydraulic source to the hydraulic system.
FIG. 307 LUN 7744 - 7 PRESSURE CONNECTION OF HYDRAULIC TRUCK

Purpose
The LUN 7744 - 7 pressure connection of the hydraulic truck is determined to connect the
hydraulic truck with the LUN 7741-8 pressure line connection.
Operation
When the LUN 7744 - 7 pressure connection is connected with the LUN 7740 - 8 pressure line
connection, the valves shift mutually and hydraulic liquid can free flows from the ground
hydraulic source to the hydraulic system.
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GENERAL
1. General instructions for removal of hydraulic system elements

E. Procedures
(1) Prior to removing instruments relevant to pipings or hoses, discharge pressure from hydraulic
accumulators (LUN 6953.05-8 hydraulic accumulator for flaps and landing gear circuit and
LUN 6953.02-8 hydraulic accumulators for brakes circuit, LUN 6900-8 brakes accumulator for
parking brake circuit) and cancel air overpressure in the main tank. Discharging shall be performed
by repeating the functions till the pressure gauge indicates zero value. Pressure is slowly dropping
from value 14.7 MPa (150 kp/cm 2) to 4.9 MPa (50 kp/cm2). From value 4.9 MPa (50 kp/cm2) it
drops rapidly to zero. Slow pressure dropping to a value below 4.9 MPa (50 kp/cm 2) means that
nitrogen pressure in hydraulic accumulator is below the prescribed.
(2) When dismounting pipings, hoses or instruments, blind immediately openings and pipe units
with protective caps or blinding capsules. Instruments that will be dispatched for repair or stored
must be filled with hydraulic fluid.
2. General instructions for installation of hydraulic system components

A. Fixture, Test and Support Equipment Vessel for petrol
B. Materials MK 50 (GOST 5573-50) grease or equivalent

(e.g. Molykote, Cooper grease)
B-70 petrol or NEFRAS or CSN 656542 or equivalent
C. Tools Brush
E. Procedures
(1) Before mounting check whether there are no fringes, knocked-out points or other damages on
piping, pipe units, packing cones and other transition components.
If those faults occur, do not install the affected parts.
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(2) Prior to installing instruments on the aircraft, remove preservation, protective caps or blinding
capsules and discharge hydraulic fluid. By means of a brush moistened in petrol, clean instrument
pipe units and re-blind openings. Protective caps or blinding capsules from pipings, hoses and
instruments pipe units shall be removed only close before mounting in order to prevent penetration of
impurities.
(3) A special attention shall be paid to connection of non-return valves in the piping. Direction of flow
in non-return valves is marked on the body and connected-to pipings with arrows.
Connection must correspond to the diagram.
(4) When mounting make sure that pipings, hoses and pipe units are connected correctly without
stressing or oblique putting. Mutual misalignment in pipings is admissible up to 10 mm.
(5) In clamps, the piping must be fixed tightly and in parallel without any inclination. Inspect whether
there is a pad made of plastic imitation leather or rubber between the clamp and piping.
(6) It is inadmissible for piping to touch aircraft structure or one another. It is inadmissible for piping
to touch electric conductors.
(7) Damaged places on piping must be painted with an enamel of corresponding color.
(8) When mounting hoses, make sure in particular that no twisting and stressing of hoses occur.
(9) As replacement for defective sets, mount only approved sets of the same type and tested to make
sure whether they were not damaged in the course of storage.
(10) All joints must be locked with locking wire.
(11) Mounting must be performed in dustfree environment and tools must be kept clean.
(12) Prior to mounting it to the engine, lubricate the hydraulic pump drive clutch teeth with NK 50
(GOST 5573-50) grease. Pay a special attention to sliding!
Sliding into engagement shall be performed without stress in order to prevent damage of the
clutch.
3. Removal of fitting parts for attachment of main landing gear braking hydraulic system
B. Materials Rubber protective caps in piping

Piping blinding capsules ONL 3998 of respective size
(or equivalent)
Textile pad
C. Tools Wrenches and screwdrivers of necessary sizes from

tool set
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E. Procedures
(1) By repeated functions, empty the hydraulic accumulator in the brakes circuit - see work procedure
of general instructions for removal of hydraulic system components.
(2) Dismount the pilots’ seats.
(3) Dismount the steering column cover from removable floor.
(4) Dismount the foot control upper cover.
(5) Dismount the front floor removable part.
(6) Cut off locking wire on pipings 53 HV - see Fig. 401, 18 HF, 21 HF, 57 HV, 20 HF, 41 HF, 61 HV,
63 HF, 68 HF, 64 HV, 66 HF, 72 HF and on XL 410.4630-08 and XL 410.4630-38 couplings.
(7) Put a textile pad under the hoses leading to brakes valves, in order to prevent contamination of
fuselage with hydraulic fluid.
(8) Dismount pipings from hoses.
(9) Blind immediately the disconnected pipe units by putting on them rubber caps or similar protective
aids in order to prevent damage due to contamination. For blinding used as a prevention from
contamination of pipings that are provided with cap nut as a termination, clean blinding capsules
ONL 3998 of corresponding thread size must be used.
(10) Disconnect XL 410.4630-38 couplings (units) from pipings 51 HV, 58 HV and from external
hoses 52 HV, 56 HV, 60 HV and 63 HV. Then disconnect pipings 23 HF, 43 HF, 70 HF and 74 HF
from internal hoses 22 HF, 42 HF, 69 HF, 73 HF and disconnect XL 410.4630-08 couplings from
pipings 16 HF, 61 HF and from middle hoses 17 HF, 19 HF, 62 HF and 65 HF. Disconnected
pipings must immediately be blinded to prevent them from contamination with surrounding air
dust.
CAUTION: PIPINGS MUST NOT BE DISCONNECTED IN A DUSTY AND MOIST

ENVIRONMENT AND BY MEANS OF UNCLEAN HANDS. ABSOLUTE INNER
CLEANNESS OF HYDRAULIC SYSTEM MUST BE PROVIDED.
IF CONTAMINATED, AFFECTED PART MUST BE DISMOUNTED AND
WASHED WITH PRESSURE PETROL USING 5 m-FILTRATION.
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FIG. 401 FITTING PARTS FOR CONNECTION OF MAIN LANDING GEAR BRAKING HYDRAULIC
SYSTEM
4. Installation of fitting parts for connection of main landing gear braking hydraulic
system
C. Tools Wrenches and screwdrivers of necessary sizes from

the tool set
E. Procedures
(1) Clean ambient mounting space from dust and oily traces. Inspect whether the disconnected pipe
unit was blinded appropriately, if not, dismount the not-blinded part and rinse it to ensure inner
cleanness.
(2) Adjust XL 410.4630-08, couplings connect pipings 16 HF, 41 HF and middle hoses 17 HF, 42 HF,
69 HF, 73 HF and lock with locking wire of 0.8 mm diameter.
(3) Connect pipings 23 HF, 43 HF, 70 HF, 74 HF to internal (lower) hoses 22 HF, 42 HF, 69 HF, 73 HF
and lock them with locking wire of 0.8 mm diameter.
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(4) Adjust couplings (units) XL 410.4630-38 and connect pipings 51 HV, 58 HV to. Connect external
(upper) hoses 52 HV, 56 HV, 60 HV, 63 HV and lock them with locking wire of 0.8 mm diameter.
(5) Connect pipings 63 HV, 18 HF, 21 HF, 57 HV, 20 HF, 41 HF, 61 HV, 63 HF, 68 HF, 64 HV, 66 HF,
72 HF to hoses and connect them to brakes valves in sequence as per diagram in fig. 401.
Joints must be locked with locking wire of 0.8 mm diameter.
(6) Deaerate hydraulic system according to the work procedure for deaeration of the hydraulic system.
(7) Perform functional test of brakes circuit according to methodic stated in work procedure for functional
tests of landing gears, wing flaps, spoilers, roiling tabs and wipers.
At this check mounting tightness of joints.
(8) Take out textile pad that protected fuselage against contamination from hydraulic fluid.
(9) Mount the front floor removable part (41 screws M 4).
(10) Put back the foot control upper cover on the front floor removable part (12 screws M 4).
(11) Put the steering column cover on the removable part of the floor and fasten it (16 screws M 4).
(12) Put and mount the pilots’ seats.
(13) Use original screws - those dismounted. Replace the damaged screws with new ones.
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GENERAL
ADJUSTMENT / TEST
1. Check of proper function of landing gears, wing flaps, spoilers, ABC tabs, wipe unit and
servocontrol
A. Fixture, Test and Support Equipment Hydraulic jacks (H-Z4-3 (type 3) or equivalent)
No. 6999 AF Hydraulic truck (or equivalent e.g.
Hydrocom MA-801-03-08)
E. Procedures
CAUTION: DURING TESTS, TEMPERATURE OF HYDRAULIC FLUID MUST NOT EXCEED 80°C.
DURING WING FLAPS TESTING, PASSENGER CABIN DOOR MUST BE SHUT.
(1) Lift the aircraft and put in on lifting jacks (see chapter 7).
(2) Switch on switches BATTERY I, II, circuit breakers WARNING DISPLAY - FUSELAGE, WARNING
DISPLAY - ELECTRO, LANDING GEAR, FLAPS, SPOILERS, FEATHERING-AUT. BANK
CONTROL.
0
(3) Switch on the hydraulic truck electric motor and produce working pressure of 14.7 MPa  0,49 MPa
0
(150  5 kp/cm2) according to hydraulic truck pressure gauge indication.
(4) Perform 5x functions of retraction and extension of landing gears, wing flaps, spoilers and ABC
tabs. At this, check signaling of extended position of the main and nose landing gear to see
whether the signaling did not occur before the main landing gear working jacks are locked in
end position and the nose landing gear locked by means of mechanical lock.
CAUTION: DURING TESTING OF FUNCTIONS OF SPOILERS ON THE GROUND, THEIR

SHIFTING OUT AND IN INTO EXTREME POSITIONS MUST BE
PERFORMED. IT IS INADMISSIBLE TO RETURN SPOILERS FROM
INTERMEDIATE POSITION.
(5) Check for correct locking of the lock in the main landing gear jack by an attempt to forcibly shift
in the piston rod - shift-in must not occur. In the nose landing gear, check the mechanical lock
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for locking. When using the ground hydraulic source supplying 20-24 l/min and of pressure 14.7 MPa
(150 kp/cm2), the landing gear shall be extended (or retracted) in 6 to 8 seconds.
(6) In the wipe unit, perform 10 swings. If necessary, adjust wipers arms. In order to prevent damage
of glasses, apply technological glasses.
(7) By stepping on brakes pedals, perform braking operation 5x while pressure indicated on brakes
double pressure gauge must be within the range of 4.41 to 4.90 MPa (45 to 50 kp/cm 2).
According to original pressure of 14.7 MPa (150 kp/cm 2) in the brakes accumulator, check the
number of braking operations. Up to pressure 0 MPa (0 kp/cm 2) the minimum number of full
braking operations shall be 20. Further, check braking by rotating the wheels. Braking sensitivity
must be equal both in LH and in RH wheel. In case that wheels braking operation is not uniform,
bleed the brakes.
CAUTION: DURING FUNCTION TEST, IT IS INADMISSIBLE TO STEP ON BRAKE PEDALS

MORE OFTEN THAN ONCE WITHIN A SECOND.
(8) During tests, check visually joints for tightness. Joints must be tight.
(9) Check function of the nose wheel servo-control while rolling with the aircraft along a flat surface,
the engines running. Deflect gradually nose wheel control levers to both sides and check
whether the wheel turns to the respective side to the stop. After releasing the nose wheel
control lever, both lever and the wheel must return to neutral position
2. Check of proper function of emergency circuit

A. Fixture, Test and Support Equipment No. 6999 AF Hydraulic truck (or equivalent e.g.
Hydrocom MA-801-03-08)
E. Procedures
(1) Retract landing gear, switch off the hydraulic truck electric motor and let pressure in the main system
drop to 0 + 0.49 MPa (0 + 5 kp/cm 2).
(2) Adjust the landing gear emergency controller into position LOWER and by means of the hydraulic
hand pump perform landing gear emergency lowering. For landing gear emergency lowering, about
40 strokes of hydraulic hand pump are necessary.
Landing gear retraction shall be performed by means of aircraft main hydraulic system.
When returning the landing gear emergency controller to the original position, wait 1 minute till
pressure in the emergency circuit drops. Repeat the function 5x.
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CAUTION: FUNCTION CAN BE REPEATED TILL HYDRAULIC FLUID LEVEL IS VISIBLE

IN EMERGENCY HYDRAULIC TANK INSPECTION HOLE.
(3) In the same way, perform fivefold test in wing flaps.
(4) Check locking of lock in landing gear cylinders.

The test shall be performed as follows:
When extending the landing gear by means of emergency system, brake extending of one main-
landing gear foot by holding the wheel so that the above foot extends as the last after the nose
landing gear has been extended. Then try whether the locks are locked by pushing the main
landing gear cylinder piston rod.
(5) During functioning, check visually emergency circuit joints for tightness.
Tightness must be absolute.
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MAIN
1. General
The main hydraulic system of the aircraft consists of normal and emergency control systems and the
hydraulic pressurization system.
The normal control hydraulic system controls retraction and extension of landing gears, wing flaps,
spoilers and ABC tabs, nose wheel steering servo, main wheel brakes, parking brakes and wipe unit.
The normal control system is divided into the following constant-pressure operating circuits:
• circuit of retraction and extension of landing gears (see chapter 32)
• circuit of retraction and extension of wing flaps (see chapter 27)
• circuit of nose wheel steering servo (see chapter 32)
• circuit of main wheels brakes (see chapter 32)
• parking brake circuit (see chapter 32)
• wipe unit control circuit (see chapter 30)
• circuit of retraction and extension of ABC tabs (see chapter 27)
• circuit of retraction and extension of spoilers (see chapter 27)
The emergency control hydraulic system controls emergency extension of landing gears (see chapter 32)
and emergency extension of wing flaps (see chapter 27) up to landing position and emergency braking of
wheels (see chapter 32).
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NORMAL CONTROLS
1. General
The normal control hydraulic system consists of the constant-pressure circuit, to which are connected all
working circuits, distributing the hydraulic power to individual units. The instruments and piping are mostly
arranged in the left-hand engine nacelle, left-hand landing gear nacelle, in the wing and in the fuselage nose
part. The instruments are connected with piping, the hydraulic pumps are connected to the circuit by means
of high-pressure hoses. The constant-pressure circuit is divided into the partial circuits:
• hydraulic pumps circuit
• circuit of ground source filling branch pipe and input hydraulic filter
• main system circuit - pressure
• return circuit - main
• return circuit of brakes
The individual partial circuits are separated one another by non-return valves. The hydraulic pumps circuit is
connected through the suction piping with the hydraulic tank which is located in the wing, above the left-hand
engine nacelle. Uncoupling valves (5) are intended for disconnecting of hydraulic pumps from the hydraulic
system without losing hydraulic fluid. Pressurized hydraulic fluid is delivered by hydraulic pumps via non-return
valves (14) and hydraulic filter (10) to the constant-pressure circuit. Suction filling connection (2) circuit is
intended for filling the hydraulic system with hydraulic fluid from a ground source, independently of hydraulic
pumps and with pressure filling connection (3) for testing of functions of individual working circuits on the
ground. They are located in the left-hand engine nacelle. The main system circuit has a hydraulic accumulator (16)
in the left-hand engine nacelle for holding constant pressure in the network, and relief valve (8) which protects
the hydraulic system against pressure overload by connection of the discharge piping leading in to the hydraulic
tank.
The brakes circuit has its own hydraulic accumulator (17) located in the left-hand landing gear nacelle.
Dual pressure gauge (47) situated on the instrument panel, together with pressure transmitters (51) located
in the left-hand landing gear nacelle, are intended for pressure check in the main system circuit and in
the brakes circuit. Ahead pressure transmitters (51), chokes (55) are inserted.
The return constant-pressure circuit has in the left-hand engine nacelle, in front of the entry to the hydraulic
tank, its own hydraulic filter (11).
The return hydraulic pumps circuit has a hydraulic filter (12) in the left-hand and right-hand engine
nacelles /up to the aircraft S/N 1714/.
The following operating circuits are connected to the constant-pressure circuit:
• landing gear circuit controlled by solenoid valve (19) - see chapter 32
• wing flaps circuit controlled by solenoid valve (19) - see chapter 27
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• wiper unit circuit controlled by wiper throttle cock (41) - see chapter 30
• spoilers circuit controlled by solenoid valve (19) - see chapter 27
• ABC tabs circuit controlled by solenoid valves (54) - see chapter 27
• nose wheel steering servo circuit controlled by solenoid valve (54) - see chapter 32
• main wheels braking circuit controlled by brake valves (36) - see chapter 32
• parking brake circuit controlled by hand-operated valve (39) – see chapter 32
2. Operation
2 2
Two two-stage hydraulic automatic pumps (4) adjusted to pressure 14.4 MPa - 0.39 MPa (147 kp/cm - 4 kp/cm )
suck hydraulic fluid from hydraulic tank (50) and force it via non-return valves (14), hydraulic filter (10) and
non-return valve (13) to the main circuit.
When connecting the ground source, which in principle is a hydraulic pump provided with an electro-motor,
the hydraulic fluid is sucked from hydraulic tank (50) via suction filling connection (2) and pressure filling
connection (3), hydraulic filter (10) and non-return valve (13) to the main circuit.
As a part of the main circuit is hydraulic accumulator (16) intended for holding constant pressure, dual pressure
gauge (47) and relief valve (8) protecting the circuit against pressure overload. If pressure in the circuit rises
up to 16.2 MPa ± 0.2 MPa (165 kp/cm ± 2 kp/cm ), relief valve (8) lets hydraulic fluid flow into hydraulic
2 2
2
tank (50) and recloses when pressure drops to 15 MPa (153 kp/cm ).
To the main circuit are connected particular operating circuits.
The brakes circuit is connected via non-return valve (15). The hydraulic accumulator (17) is inserted in this
circuit which ensures pressure power for braking in case of a fault of the constant-pressure circuit.
2
Pressure reduction valve (37) maintains constant pressure of 5.88 MPa (60 kp/cm ) in the brakes operating
circuit. Solenoid valves (54) control the nose wheel steering servo circuit, and the ABC tabs extension and
retraction circuit.
Wiper throttle cock (41) is intended for controlled of wipers. Solenoid valves (19) control the circuit for retraction
and extension of wing flaps, spoilers and the circuit for retraction and extension of landing gears. In the
return constant-pressure circuit is a hydraulic filter (11).
In the return hydraulic pumps circuit there are hydraulic thermoswitches (53) and hydraulic filter (12) up
to aircraft S/N 1714. In the airplanes starting with aircraft S/N 1715, the hydraulic filter is installed only in
the left-hand engine nacelle.
nd
On aircraft from the 22 series there is a hydraulic fluid sampling cock (65) installed in the left-hand
engine nacelle.
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FIG. 1 CONSTANT-PRESSURE CIRCUIT DIAGRAM

Legend to the figure - see next page
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Legend to fig. 1:
Ser. Drawing No. or
Name
No. designation
2. Suction filling connection LUN 7741-8
3. Pressure filling connection LUN 7740-8
4. Hydraulic pump LUN 6102.01-8
5. Disconnecting valve LUN 7366-8
8. Relief valve LUN 7545-8
10. Hydraulic filter LUN 7614.01-8
13. Non-return valve LUN 7549-9
15. Non-return valve 674 600 B (8)
16. Hydraulic accumulator LUN 6953.05-8
17. Hydraulic accumulator LUN 6953.02-8
19. Solenoid valve GA 163 T/16
28. Choke ∅ 1 mm XL 410.4630-42
37. Reduction valve LUN 7514.02-8
41. Wiper throttle cock GA 171/6
47. Dual pressure gauge UI 2 - 240 K
50. Hydraulic tank B 057 801 N
51. Pressure transmitter ID - 240
53. Hydraulic thermoswitch LUN 3192-8
54. Solenoid valve GA 184 U/2
55. Choke D-002
64. Discharge valve B 057 120 N
nd
65. Hydraulic fluid sampling cock LUN 7386 /from 22 a/c
series/
68. Non-return valve B 057 824 N
Legend to Fig. 1 (cont.):

a - Main wheels braking circuit (see chapter 32)
b - Wipe unit control (see chapter 30)
c - Nose wheel steering servo circuit (see chapter 32)
d - Circuit for landing gears extension and retraction (see chapter 32)
e - Circuit for ABC tabs extension out and retraction (see chapter 27)
f - Circuit for wing flaps extension and retraction (see chapter 27)
g - Circuit for spoiler extension and retraction (see chapter 27)
h - Circuit for hydraulic tank pressurization system (see section 029.13.00)
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LUN 7741-8 SUCTION FILLING CONNECTION

1. Purpose
LUN 7741-8 suction filling connection is intended for filling the airplane hydraulic system.
2. Technical data
2
Rated pressure 0.15 MPa (1.5 kp /cm )
3. Operation
A. Hydraulic system filling:
Hydraulic fluid transmitted into the filling connection shifts valve (1) and then flows through valve (1)
openings into the hydraulic system. After the filling process is finished, the filling connection shall be
closed with blinding capsule (2).
B. Hydraulic system discharging:
By means of a jig screwed together on the body inlet branch, valve (1) is shifted allowing escape of
hydraulic fluid from the hydraulic system.
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FIG. 1 LUN 7741-8 SUCTION FILLING CONNECTION

(1) Valve; (2) Blinding capsule; (3) Body; (4) Elbow; (5),(6) Packing rings; (7) Spring;
(8) Stud bolt
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LUN 7740-8 PRESSURE FILLING CONNECTION

1. Purpose
LUN 7740-8 pressure filling connection is intended for filling the aircraft hydraulic system.
2. Technical data
2
Rated pressure 14.7 MPa (150 kp/cm )
3. Operation
A. Hydraulic system filling:
Hydraulic fluid transmitted into the filling connection shifts valve (1) and then flows through valve (1)
openings into the hydraulic system. After the filling process is finished, the filling branch pipe shall be
closed with blinding capsule (2).
B. Hydraulic system discharging:
By means of a jig screwed together on the body inlet branch, valve (1) is shifted allowing escape of
hydraulic fluid from the hydraulic system.
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FIG. 1 LUN 7740-8 PRESSURE FILLING CONNECTION

(1) Valve; (2) Blinding capsule; (3) Body; (4) Elbow; (5) Spring; (6),(7) Packing rings;
(8) Stud bolt
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LUN 6102.01-8 HYDRAULIC PUMP

1. Purpose
LUN 6102.01-8 hydraulic pump is intended for production of pressure in the aircraft hydraulic system.
2. Technical data
Pump drive from the engine
Number of revolutions max. 7.650 r.p.m.
Rated pressure 14.4 MPa - 0.39 MPa
2 2
(147 kp/cm - 4 kp/cm )
Capacity of pump (flow) at 7.600 r.p.m., exit pressure
2 2
12.7 MPa (130 kp/cm ), inlet pressure 0.1 MPa (1 kp/cm )
and working fluid temperature 40 ± 5°C 11 l/min - 0.5 l/min
Inlet pressure (at working fluid temperature of 20°C) 26.7 MPa (270 torr) min
Piping rated inside diameter Inlet Js 12 (M20 x 1.5)
Outlet Js 8 (M14 x 1.5)
Discharge Js 4 (M10 x 1)
Discharge Js 2.5 (M8 x 1)
3. Operation
During their delivery stroke, the pistons deliver a certain amount of hydraulic fluid. On exceeding a certain
pressure value in hydraulic pump outlet, the regulating slide valve being loaded by pressure lets hydraulic
fluid flow under the regulating piston actuating the suspension finger. In this way, the suspension is rotated
and the hydraulic pump set to zero flow through. When pressure drops, the slide valve by shifting enables
escape of hydraulic fluid from the space below the regulating piston to the discharge pipe and the spring-
-fitted reverse piston sets the hydraulic pump at maximum flow.
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FIG. 1 LUN 6102.01-8 HYDRAULIC PUMP

(1) Fuse; (2) Coupling; (3) Coupling spring; (4) Regulating piston spring plug; (5) Packing ring;
(6) Reverse piston; (7) Regulating piston spring; (8) Regulating piston plug; (9) Packing ring;
(10) Regulating piston; (11) Inlet; (12) Packing ring; (13) Coupling pipe; (14) Packing ring;
(15) Complete body; (16) Cover; (17) Shaft packing; (18) Packing ring; (19) Bush; (20) Front
packing; (21) Ball bearing; (22) Shaft with runner; (23) Packing ring; (24) Spring; (25) Block
spring; (26) Regulation screw; (27) Safety nut; (28) Regulation plug; (29) Slide valve spring;
(30) Slide valve plug; (31) Slide valve bush; (32) Slide valve; (33) Head; (34) Packing ring;
(35) Packing ring; (36) Body; (37) Packing; (38) Cap nut; (39) Cylinder block; (40) Roller bearing;
(41) Block coupling; (42) Screw; (43) Complete suspension; (44) Swing plate; (45) Sliding block
with piston; (46) Retaining cage; (47) Sliding bearing; (48) Needle bearing; (49) Suspension pin;
(50) Pumps coupling; (51) Pump body; (52) Bush; (53) Screw; (54) Packing ring; (55) Flange
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LUN 6102.01-8 HYDRAULIC PUMP

1. Removal of LUN 6102.01-8 hydraulic pump

E. Procedures
(1) Release the lever locks of the engine nacelle bottom hinged cover and tilt down the cover.
(2) Dismount the left-hand and right-hand side upper covers of the engine nacelle.
(3) Disconnect the rear sleeve on the starter-generator cooling system cover. Dismount the sleeve.
(4) Disconnect the LUN 7366-8 uncoupling valve on the LH and RH engines. Disconnect hoses 4 HA (L),
13 HA (P) from non-return valve (on fireproof wall). Disconnect hose 28 HV (L), 13 HV (P) from
hydraulic thermoswitch (on LH side of engine nacelle, up on the left).
CAUTION: BLIND HOSES IMMEDIATELY AFTER DISCONNECTION!
(5) Loose the sleeve fastening hydraulic pump to engine, by pulling towards fire wall, loosen hydraulic
pump and take it out - make sure that the hydraulic pump drive shaft is not damaged.
(6) Dismount the hydraulic hoses and air release valve B 057 120 N from the hydraulic pump.
Mount the hydraulic hoses to a new hydraulic pump in accordance with their location on the original
hydraulic pump.
(7) Fasten the rear sleeve to the starter-generator cooling system cover.
(8) Mount the left-hand and right-hand side upper covers of the engine nacelle and fasten the engine
nacelle bottom hinged cover by means of lever locks.
2. Installation of LUN 6102.01-8 hydraulic pump

E. Procedures
(1) Loosen the lever locks of engine nacelle hinged cover.
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(2) Dismount left-hand and right-hand side covers from engine nacelle.
(3) On left-hand side, across under the starter-generator cover, dismount blinding lid of starter-generator
free drive shaft.
(4) Hydraulic pump with hoses and B 057 120 N air release valve shall be put over the engine.
In case that hydraulic pump shaft teeth does not engage in engine drive teeth, move round a
slight amount the starter-generator free drive by means of a ratchet and pawl and by means of
a special superstructure (delivered together with the engine) so that hydraulic pump shaft teeth
may engage in drive teeth in the engine. Mount the blinding lid of starter-generator idle drive
shaft.
(5) Correctly installed hydraulic pump shall be fixed to engine by a sleeve.
(6) Remove blinding from hydraulic hoses and connect hose 4 HA (L), 13 HA (P) to non-return
valve LUN 7560-8 (on fire wall) and hoses 28 HV (L), 13 HV (P) to hydraulics thermoswitch (on
engine nacelle LH side). Connect the LUN 7366-8 uncoupling valve on the LH and RH engines.
(7) Fasten the rear sleeve to the starter-generator cooling system cover.
(8) Mount left-hand and right-hand (L+P) side upper covers of engine nacelle and fasten engine nacelle
bottom hinged cover by means of lever locks.
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LUN 7366-8 DISCONNECTING VALVE

1. Purpose
Disconnecting valve LUN 7366-8 is intended for disconnection of hydraulic system piping without any loss
of fluid.
2. Technical data
2
Operating pressure underpressure 0.049 MPa (0.5 kp/cm )
2
up to overpressure 0.15 MPa (1.5 kp/cm )
Hydraulic resistance at fluid temperature
2
20 to 30°C and rate of flow 10 l/min 0.01 MPa (0.10 kp/cm ) max.
3. Operation
On disconnected state, both bodies (1) and (2) of the disconnecting valve are separated from each
other, springs (7) force valves (4) down to their seats and thus close hydraulic fluid flow. When the valve is
coupled, cap nut (8) is completely screwed in, valves (4) with their stops are allowed to bear on each other and
hydraulic fluid can flow.
FIG. 1 LUN 7366-8 DISCONNECTING VALVE

(1) Body; (2) Body; (3) Inlet; (4),(5) Packing ring; (6) Support; (7) Spring; (8) Cap nut;
(9),(10) Packing ring
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LUN 7545-8 RELIEF VALVE

1. Purpose
Relief valve LUN 7545-8 prevents the hydraulic system pressure rise above the specified limit.
2. Technical data
16.2 MPa ± 0.2 MPa (165 kp/cm ± 2 kp/cm )
2 2
Operating pressure (beginning of relief)
3. Operation
During operation, the valve is usually shut. If hydraulic system operating pressure rises above the specified
limit, valve (3) is lifted from the seat and hydraulic fluid can escape to the drain.
When pressure drops, spring (6) forces valve (3) back down into bush seat (2).
FIG. 1 LUN 7545-8 RELIEF VALVE

(1) Body; (2) Bush; (3) Valve; (4) Regulating pipe unit; (5) Nut; (6) Spring; (7) Retaining ring;
(8),(9) Packing ring
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LUN 7614.01-8, LUN 7614.03-8 HYDRAULIC FILTERS

1. Purpose
The hydraulic filters are intended for fine cleaning of high-pressure system hydraulic fluid from mechanical
impurities.
2. Technical data
Maximum operating pressure 19.6 MPa (200 kp/cm2)
Maximum rate of flow 40 l/min
Hydraulic resistance of clean filter at rate of flow 36 l/min max. 0.44 MPa (4.5 kp/cm2)
Relief valve opens at pressure difference 0.88 MPa ± 0.1 MPa (9 kp/cm2 ± 1 kp/cm2)
Cleaning capability to 12 up to 16 microns
(1% is admissible to 16 up to 25 microns)
3. Operation
Hydraulic fluid flows through LUN 7614.01-8 hydraulic filter inlet branch or through LUN 7614.01-8 hydraulic
filter elbow to bell (2) and from here it passes through fine filter element (3) into the inner space of the fine
filter element. Via rough filter element (4), hydraulic fluid leaves the apparatus through the outlet elbow into
the hydraulic circuit.
In order to prevent damage of the hydraulic filter in case of choking fine filter element (3), in the body there
is installed a safety valve by which hydraulic fluid is let flow only via rough filter element (4) in case that pressure
rises on one side of fine filter element (3).
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FIG. 1 LUN 7614.01, LUN 7614.03-8 HYDRAULIC FILTER

(1) Body; (2) Bell; (3) Fine filter element; (4) Rough filter element; (5),(6),(7),(8) Packing ring;
(9) Spring; (10) Ball; (11) Lock screw; (12) Elbow; (13) Packing ring; (14) Nut
Fluid flow via fine filter element
Fluid flow via rough filter element when the fine filter element is choked
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SERVICING
1. Cleaning and check of the LUN 7614.01-8 and LUN 7614.03-8 hydraulic filters fine filter
elements
A. Fixture, Test and Support Equipment Stationary ultrasonic generator UZG-2(UZG 10-22)
or another equivalent equipment;
UZV-15M (UZV-16M, UZV-17M, UZV-18M)
Ultrasonic tub or another equivalent equipment;
EUC-02 Ultrasonic cleaner;
B953401N or L 410.9539 Filter washing device (jig);
B954251N or L 410.9540 Filter checking device (jig);
Stop watch;
Vessel of capacity 2 to 3 liters
B. Materials B 70 or NEFRAS or CSN 656542 or Solution 646;

Technical petrol;
equivalent)
C. Tools Fine-hair brush (size 8, 10, 12)

Periodical
E. Procedures
(1) Make ready test equipment as in fig. 301.
Inadmissible is: greater hydraulic resistance than 0.44 MPa (4.5 kp/cm 2) at rate of flow 36 l/min
Alternative filter elements for mentioned hydraulic filters are Filter cartridge type 1909 0040 or Filter
cartridge type 1628 9021 - refer to the table 401.
(2) Cleaning of filter elements before check of the hydraulic resistance.
Filter cartridge type 1909 0040 - clean according points 2 (a) to (f).
Filter cartridge type 1628 9021 – DO NOT CLEAN before check of the hydraulic resistance!
Wash fine filter element in pure technical petrol or solution 646 according to the following procedure:
(a) Prepare a vessel with pure technical petrol or solution 646 (volume of 2 to 3 liters) and a fine-hair
brush (size No. 8, 10, 12) which must be longer than hollows on the filter element.
(b) Install changeable reduction pipe unit (1) - see fig. 301 - on fixed holder (6).
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(c) Put washed filter element (2) over jig (1) pipe unit. Blind the filter element lower opening by means
of jig (3) pipe unit, by means of the blinding capsule (4) and pack it with rubber packing rings (5).
(d) Take the filter element mounted in the above manner in hand by its holder (6) and wash up
hydraulic fluid and remove impurities from it by means of brush, making two to three strokes
along all the length of each hollow in one direction and dipping simultaneously filter element
regularly into the vessel containing petrol or solution 646 for a period of 30 minutes.
(e) Contaminated petrol or solution 646 shall be replaced with new one. Continue washing until
petrol or solution 646 remains pure.
(f) Take the filter element off the jig and rinse it with pure technical petrol or solution 646.
FIG. 301 WASHING OF HYDRAULIC FILTERS FINE FILTER ELEMENTS BY MEANS OF

B953401N OR L 410.9539 JIG
(1) Jig pipe unit; (2) Filter element; (3) Jig pipe unit; (4) Blinding capsule; (5) Rubber packing
ring; (6) Jig holder; (7) Brush
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(3) Check quality of filter element washing by measuring degree of contamination of the fine
filter element according to the following procedure:
NOTE: Filter cartridge type 1909 0040 – is cleaned according points 2 (a) to (f).
Filter cartridge type 1628 9021 – DO NOT CLEAN before check of the hydraulic
resistance!
(a) Fasten the reduction pipe unit (1) to B954251N or L 410.9540 jig - see fig. 302 corresponding
to the fine filter element being checked.
(b) The filter element (2) - see fig. 302 - shall be fastened to L 410.9540 jig pipe unit (1).
FIG. 302 CHECK OF FINE FILTER ELEMENTS HYDRAULIC RESISTANCE BY MEANS OF

B954251N OR L 410.9540 JIG
(1) Jig pipe unit; (2) Filter element; (3) Jig pipe unit; (4) Blinding capsule; (5) Rubber packing
ring; (6) Jig holder; (7) Head; (8) Signal stick; (9) Packing ring; (10) Float
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(c) Fill the prepared vessel with pure hydraulic fluid up to the height equaling to the level of the
filter element being checked (i.e., 50 mm up to 60 mm). Hydraulic fluid temperature must be
within the range of 15°C up to 25°C.
(d) Dip the filter element into hydraulic fluid, take it out and let it drip.
NOTE: This operation is necessary for producing a surface film inside the screen in order
to obtain a smaller dispersion of measurement results.
(e) Blind the filter element lower opening with jig (3) pipe unit, blinding capsule (4) and pack it
with rubber packing ring (5).
(f) Prepare a stop watch. Take the jig together with the filter element by holder (6) while
simultaneously covering with your thumb the opening on holder tube top end and dip it vertically
into the vessel into such a depth that head inspection flange may be at hydraulic fluid level.
NOTE: With slow dipping the jig with filter element (but not up to jig inspection flange), the
measured time varies. Contact of inspection flange on hydraulic fluid surface when
filling the filter element inside the space with hydraulic fluid must be constant.
(g) Uncover the opening in holder (6) by putting off the thumb from the hole and simultaneously set
the stop watch in motion. Filter element begins to be filled with hydraulic fluid which lifts float (10)
with signal stick (8).
(h) At the instant when the signal stick (8) reaches level of holder (6) top face, switch off the stop
watch. Time necessary for filling clean filter element with hydraulic fluid as measured by the
stop watch must not be longer than:
- Filter cartridge type 1909 0040 15 seconds
- Filter cartridge type 1628 9021 20 seconds
- first repeated measurement 20 + 1,5 seconds
- next repeated measurement 20 + 3 seconds
When the resulting time measured in filter element filling is equal to or lower than specified
time for given type, filter element can be considered sufficiently clean and capable of being
installed in hydraulic filters. In opposite case, filter element type 1909 0040 shall be
submitted to the ultrasound cleaning (see para 4 of the present work procedure) or filter
element type 1628 9021 shall be replaced (it is not cleanable)and the measurement shall
be repeated.
(i) Take the jig out of hydraulic fluid and remove the filter element.
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(4) In case that the filter element does not comply with the present work procedure requirements,
perform cleaning by ultrasound. For cleaning filter elements by means of ultrasound use stationary
ultrasound generator type UZG-2.5A (UZG 10-22) and ultrasound tub UZV-15M (UZV-16M, UZV-17M
and UZV-18M) or other equivalent equipment (ultrasonic cleaner EUC 02) in accordance with
instructions stated in the instruction for ultrasound cleaning.
(5) Hand over a clean filter element to be installed in hydraulic filters.
(6) Remove test equipment.
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1. Removal and installation of LUN 7614.01-8, LUN 7614.03-8 hydraulic filters fine filter
elements
A. Fixture, Test and Support Equipment Stairs (e.g. B097300N);
B968051N or L 410.9682 service truck;
B096690N equipment for over pressurizing of
hydraulic system
B. Materials CSN 656542 Technical petrol or B-70 petrol or

NEFRAS or another equivalent;
equivalent);
∅ 0.8 mm Binding wire;
19090040 (340.044 A) Fine filter element (2pcs)
C. Tools Cutting pliers (CSN 230327.1 or equivalent);

Z 37.9110-10 adapted screwdriver;
24x27 open-end wrench (CSN 230611.6 or
equivalent);
Fine-hair brush (size 8, 10, 12);
Sealing pliers

Periodical
E. Procedures
NOTE: When replacing the fine filter element, purity of ambient environment must be secured up to 5 µm.
(1) In the pilot’s cockpit, make sure that the main hydraulic circuit pressure gauge indicates zero pressure
(central instrument panel). In case that the main hydraulic circuit has some pressure, perform following
procedure:
On the overhead panel switch on switches BATTERY I, II and circuit breaker FLAPS.
Put flaps into function by setting flaps control lever on central control panel till pressure in the main
hydraulic circuit drops to zero.
(2) Put stairs near the left-hand engine nacelle according to work procedure described in chapter 54.
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(3) Remove the left-hand engine nacelle bottom cover according to work procedure as described in
chapter 54. By means of the hand-operated valve PRESSURE RELEASE, release pressure in
the hydraulic tank pressurization system.
(4) Removal of the fine filter element.
(a) Remove locking wire (seal) between the bell and hydraulic cleaner body By means of cutting
pliers.
(b) Dismount the hydraulic cleaner bell by means of the 24x27 open-end wrench and take out
the fine filter element. Inspect surface of the fine filter element.
(c) Clean the inside of the bells by means of the hydraulic fluid and a fine-hair brush No. 10.
(d) Fine filter element shall be passed on to the laboratory for cleaning (see WP 029.11.06.B).
(5) Installation of fine filter element.
(a) Before installation of the fine filter element, check the packing rings (5), (6), (7) and (8) –
refer to the fig. 1. If is any defect detected, replace the packing ring by new ones - refer to
the tab. 401.
(b) Rough filter element screwed in hydraulic filter body shall be washed carefully with a fine-hair
brush (size No. 8, 10, 12) using pure technical petrol. If necessary, replace the rough filter
element for a new one.
(c) Put the cleaned or a new fine filter element 19090040 (340.044 A) into the hydraulic filter
body. Fill the hydraulic cleaner bell up to its three quarters with the pure hydraulic fluid and
by means of the 24x27 open-end wrench mount the bell on the hydraulic cleaner.
Tighten the bell appropriately.
(d) Lock the bell with a locking wire ∅ 0.8 mm and apply a seal by means of the sealing pliers.
(e) Perform the inspection of the tightness of the hydraulic filter and eventually fulfill the
hydraulic liquid. Refill pressure in the hydraulic tank pressurization system from ground
source via the non-return valve in the left-hand engine nacelle (is very important that not
exceeded of 0.5 ± 0.04 MPa pressure, otherwise can to occurs the destruction of the auxiliary
tank). Perform the WP 029.12.00.B and deaerate the hydraulic pump(s) with use the deaerating
valve – refer to the fig. 401. If is hydraulic pump not deaerate, it is emitting the noise and can be to
damage occurs.
(6) Install the left-hand engine nacelle bottom cover according to the work procedure described in
the AMM, Chapter 54.
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FIG. 401 DETAIL VIEW OF DEAERATING VALVE OF THE HYDRAULIC PUMP
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TAB. 401 SPARE PARTS FOR LUN 7614.XX-8
AMM section 029.11.06

Name of SP P/N Order No.
Fig. 1
Pos. 3 Fine Filter Element - Paper 16289021 95276964
Pos. 3 Fine Filter Element - Stainless 19090040 95276918
Pos. 4 Rough Filter Element 0377.903 95276917
Pos. 5 Packing Ring 19440410 95076146
Pos. 6 Packing Ring 19440140 95076145
Pos. 7 Packing Ring 19440490 95076147
Pos. 8 Washer – (PTFE – Teflon) 19431880 95290027
Pos. 8 Washer – (Leather) 19433470 98110690
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LUN 7549-8, 674 600 B (8) LUN 7560-8 NON-RETURN VALVES

1. Purpose
Hydraulic non-return valves are intended for automatic closing the hydraulic circuit when fluid flow became
reverse.
2. Technical data
2
Operating pressure up to 22 MPa (220 kp/cm )
Hydraulic resistance must not exceed
At temperature - 30°C At temperature 20 ± 5°C

2 2
674 600 B (8) 0.69 MPa (7 kp/cm ) 0.2 MPa (2 kp/cm )
2 2
LUN 7549-8 0.69 MPa (7 kp/cm ) 0.29 MPa (3 kp/cm )
2 2
LUN 7560-8 0.78 MPa (8 kp/cm ) 0.39 MPa (4 kp/cm )
and at rate of flow 720 l/hour
3. Operation
The hydraulic non-return valve enables hydraulic fluid flow in the direction of the arrow indicated on the
unit. At this, valve (4) is released from inlet (1) seat, hydraulic fluid flows through openings in valve (4)
and flows out through body (3) outlet. Pressure of hydraulic fluid flowing through body (3) outlet forces
valve (4) down into the seat, that causes hydraulic fluid flow via the valve is locked.
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FIG. 1 LUN 7549-8, 674 600 B (8) LUN 7560-8 NON-RETURN VALVE
(1) Inlet; (2) Packing; (3) Body; (4) Valve; (5) Spring
Z (mm) D (mm) L (mm)

LUN 7549-8 M 18x1.5 Sh8 ∅ 10 96
674 600 B M 14x1 Sh8 ∅6 92
LUN 7560-8 M 16x1 Sh8 ∅8 91
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LUN 6953.02-8, LUN 6953.05-8 HYDRAULIC ACCUMULATORS

1. Purpose
LUN 6953.02-8, LUN 6953.05-8 hydraulic accumulators are hydraulic-pneumatic apparatuses serve as a
source of pressurized hydraulic fluid or as a shock absorber in the hydraulic circuit.
2. Technical data
Nitrogen filling pressure 4.9 MPa ± 0.1 MPa (50 kp/cm2 ± 1 kp/cm2)
3. Operation
Hydraulic fluid transmitted through inlet (5) (on hydraulic accumulator LUN 6953.02-8) or through inlet (5)
and screw with inlet (13) (on hydraulic accumulator LUN 6953.05-8) to body (1) flows into the inside space
of body (1), where it compresses membrane (2) filled with technical nitrogen to the prescribed pressure.
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FIG. 1 LUN 6953.02-8, LUN 6953.05-8 HYDRAULIC ACCUMULATORS

(1) Body; (2) Membrane; (3) Cover; (4) Nut; (5) Inlet; (6) Plug screw (on hydraulic accumulator
LUN 6953.02-8); (7) Filling valve B 800 400 N; (8) Packing ring; (9) Elbow; (10) Packing ring;
(11) Roller; (12) Packing ring; (13) Screw with inlet (on hydraulic accumulator LUN 6953.05-8)
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LUN 6953.02-8, LUN 6953.05-8 HYDRAULIC ACCUMULATORS

SERVICING
1. Check of the technical nitrogen pressure in the LUN 6953.02-8 and LUN 6953.05-8
hydraulic accumulators
A. Fixture, Test and Support Equipment B955091N (XL.410.9551) Equipment for checking of
pressure and filling of hydraulic accumulators,
Stairs (e.g. B097300N),
Cylinder containing compressed technical nitrogen,
Vessel containing suds, L 410.9682 service truck
B. Materials Clean rag, ∅ 0.8 mm Locking wire
C. Tools No. 697 (6x120) screwdriver, Sealing pliers,

Z 37.9110-10 adapted screwdriver
13x17 double-ended open-end wrench
(CSN 230611. 6 or equivalent)
Lateral cutting pliers (CSN 230327.1 or equivalent)

Periodical
E. Procedures
CAUTION: ANNUL THE PRESSURE FROM MAIN HYDRAULIC SYSTEM AND HYDRAULIC
TANK PRESSURIZING SYSTEM, BEFORE WORK PROCEDURE.
(1) Put stairs (e.g. B097300N) near the left-hand engine nacelle.
(2) By means of No. 697 (6x120) screwdriver dismount covers on top side of the left-hand landing
gear nacelle.
(3) Dismount the bottom cover of the left-hand engine nacelle according to work procedure described
in chapter 54.
(4) Bring an airport bottle with compressed technical nitrogen.
(5) Prepare the equipment for pressure checking and filling the hydraulic accumulators.
(6) Unscrew the closing nut of filling valve. Before connecting the filling equipment to the filling valve,
rotate filling equipment handle to the left, by which the needle will be screwed in into filling
equipment.
(7) Screw the filling equipment on the filling valve and shut the valve PRESSURIZING (FILLING)
and RELIEF (DISCHARGE) on the filling equipment.
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(8) Open the cone on the filling valve by unscrewing the filling equipment needle and read pressure
measured by pressure gauge.
NOTE: The measured pressure value is lower than that in the hydraulic accumulator.
(9) After checking pressure, screw in the needle to the stop by means of handle.
(10) Connect the hose from the compressed nitrogen bottle to the filling equipment. Open the valve
FILLING on filling equipment. Unscrew the filling equipment needle, by which the filling valve cone will
be depressed, and open technical nitrogen flow to the hydraulic accumulator. Compressed technical
nitrogen flown from the bottle is to be regulated so that the filling equipment pressure gauge indicates
pressure by 10 per cent higher than that indicated - 4.9 ± 0.1 MPa (50 ± 1 kp/cm2).
CAUTION: FOR MAINTAINING SERVICE LIFE OF RUBBER COMPONENTS IN WINTER

SEASON, OPEN PRESSURE CYLINDER VALVE AND FILLING EQUIPMENT
VALVE SLOWLY TAKING INTO ACCOUNT RESPECTIVE FILLING TIME
PROLONGATION. ON QUICK OPENING THE VALVE, COLD NITROGEN
PASSING THE VALVE AND FILLING EQUIPMENT IS ADDITIONALLY BEING
COOLED DOWN TO A LOWER TEMPERATURE. SUCH LOWERING OF
TEMPERATURE CAN DETERIORATE AND/OR DAMAGE PACKING.
(11) Close technical nitrogen flown from the pressure bottle. Screw in filling equipment needle to the
stop by means of handle, by which filling valve will be shut. Shut valve PRESSURIZING
(FILLING) on filling equipment.
(12) Disconnect the hose at the filling equipment.
(13) Check again technical nitrogen pressure by slowly opening the filling valve by means of the filling
equipment handle and reading the actual pressure in hydraulic accumulator on the pressure gauge.
In case of a higher pressure, reduce pressure by releasing the valve RELIEF (DISCHARGE) on
airborne equipment. After checking technical nitrogen pressure, screw in the filling equipment
needle by means of handle and disconnect filling equipment.
(14) With a soap water check filling valve for tightness. After tightness checking is finished, shut the
hydraulic accumulator filling valve with the closing nut.
(15) Mount the covers on top side of left-hand landing gear nacelle.
(16) Mount bottom cover of left-hand engine nacelle according to work procedure described in chapter 54.
(18) Remove airport bottle containing compressed technical nitrogen.
(19) Remove XL 410.9551 equipment intended for checking of pressure and filling of hydraulic
accumulators.
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B 057 801 N HYDRAULIC TANK

1. General
The hydraulic tank represents a hydraulic fluid reservoir for the hydraulic system.
Warmed-up fluid forced out from the hydraulic system comes to rest, is deaerated and partially cooled in
the hydraulic tank. The hydraulic tank is divided with a partition which separates the space of return circuit
piping mouth from the space of pumps suction piping mouth. In the hydraulic tank top part there are mouths
of hydraulic pumps circulation piping and overpressurization air inlet. In the hydraulic tank lower part there
are inlets of hydraulic pumps suction, those of main return circuit, that of return circuit from brakes and the
discharge outlet.
On the hydraulic tank side there is an inspection hole provided with two gauge marks. The upper gauge mark
indicates hydraulic fluid level in the hydraulic tank at zero pressure in the hydraulic system and at air zero
pressure, the lower gauge mark determines hydraulic fluid level in the hydraulic tank at hydraulic system
pressure 14.7 MPa (150 kp/cm2).
2. Technical data
Capacity of tank 10 liters
Filling of tank with fluid to volume 9 l (with empty accumulators)
Air overpressure 0.1 MPa +− 0.03

0.12 MPa
MPa
Minimum permissible pressure in the tank before starting the engine 0.05 MPa (0.5 kp/cm2)
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FIG. 1 B 057 801 N HYDRAULIC TANK

(1) Hydraulic tank jacket; (2) Bulkhead; (3) Inspection hole; (4) Upper gauge mark; (5) Lower gauge
mark; (6),(7) Hydraulic pumps circulation branches; (8),(9) Hydraulic pumps inlets; (10) Main return
circuit inlet; (11) Return circuit inlet from brakes; (12) Discharge outlet; (13) Overpressurization
air inlet branch
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B 057 801 N HYDRAULIC TANK

SERVICING
1. Check of the hydraulic fluid amount in main hydraulic tank

Pocket lamp

Routine, Periodical
E. Procedures
(1) Put stairs (e.g. B097343N) near the wing.
(2) By means of Z 37.9110-10 screwdriver, open the cover on wing skin above left-hand engine nacelle
intended for checking of hydraulic fluid amount in the main hydraulic tank.
(3) Check the state of the inspection hole for deformation and cracks due to hydraulic fluid increased
temperature. Deformations and cracks are inadmissible.
(4) Check the state of hydraulic fluid.

Hydraulic fluid level must be between the inspection hole gauge marks.
NOTE: The upper gauge mark determines hydraulic fluid level when the main system and hydraulic
tank pressurizing system are without pressure, i.e., 9 l of hydraulic fluid in the main
hydraulic tank. The lower gauge mark determines hydraulic fluid level at pressure
14.7 MPa (150 kp/cm2) in main system and hydraulic tank pressurizing system, i.e., 7 l
of hydraulic fluid in the main hydraulic system.
Refill hydraulic fluid according to work procedure described in section 012.10.00 if the hydraulic
fluid level is not correct.
(5) Close the cover on wing skin above the left-hand engine nacelle.
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FIG. 301 CHECK OF HYDRAULIC FLUID AMOUNT

(1) Inspection hole; (2) Upper gauge mark; (3) Lower gauge mark; (4) Lid
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LUN 7350-8 DISCHARGE VALVE

1. Purpose
Discharge valve LUN 7350-8 is intended for discharge of hydraulic fluid from the hydraulic tank.
2. Technical data
2
Operating pressure in direction „A“ 0.29 MPa (3 kp/cm ) max.
2
Compression strength 0.49 MPa (5 kp/cm )
3. Operation
Discharging of hydraulic fluid shall be performed by opening the disk valve in the direction „B“ after unscrewing
valve (2) lid.
FIG. 1 LUN 7350-8 DISCHARGE VALVE

(1) Valve body; (2) Lid; (3) Disk valve; (4) Ring; (5) Chain; (6) Pad ; (7),(8) Packing; (9) Spring;
(10) Ring; (11) Retaining ring
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B 057 120 N AIR RELEASE VALVE

1. Purpose
B 057 120 N air release valve is intended for deaeration of the hydraulic system and the emergency hydraulic
tank.
2. Operation
In its closed position, the hollow screw cone is forced down to pipe coupling (1) seat. When deaerating the
emergency hydraulic tank, hollow screw (2) shall be partially unscrewed releasing thus the hollow screw (2)
cone from the seat and enabling air (hydraulic fluid) to escape through a gap produced between the seat
and the cone to the side opening in the hollow holding-down screw and through the screw cavity to the
atmosphere.
The valve shall be shut by screwing-in the cone-fitted holding-down screw.
FIG. 1 B 057 120 N AIR RELEASE VALVE

(1) Coupling pipe; (2) Hollow cone-fitted holding-down screw; (3) Cap nut
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B 057 049 N CHOKE

1. Purpose
Choke ∅ 0.45 mm B 057 049 N is intended for reduction of quickly varying pressure impacts in the hydraulic
system.
2. Technical data
3
Choke rate of flow 300 - 400 cm of hydraulic fluid AMG - 10/1 min at pressure
14.2 ± 0.2 MPa (145 ± 2 kp/cm )
2
Hermetic condition of choke must be

14.2 ± 0.2 MPa (145 ± 2 kp/cm )
2
maintained at pressure
FIG. 1 B 057 049 N CHOKE

(1) Body; (2) Filter; (3) Elements; (4) Plates; (5) Holding-down screw; (6) Packing nut;
(7) Spacer
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LUN 7613.02-8 HYDRAULIC FILTER

1. Purpose
The hydraulic filter is intended for fine cleaning of hydraulic fluid from mechanical impurities.
2. Technical data
Cleaning capability 12 - 16 µm
Relief valve opens at pressure difference 0.06 MPa ± 0.005 MPa (0.6 kp/cm2 ± 0.05 kp/cm2)
Maximum working pressure 1 MPa (10 kp/cm2)
Maximum rate of flow 3 l/min
3. Operation
Hydraulic fluid flows through the inlet branch and openings of the body to the fine filter element through which it
penetrates into the outlet branch. When the fine filter element is choked to pressure difference 0.06 MPa
(0.6 kp/cm2), the relief valve opens and causes hydraulic fluid from the inlet branch flows directly to the outlet
branch.
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FIG. 1 LUN 7613.02-8 HYDRAULIC FILTER

(1) Body; (2) Bell; (3) Fine filter element; (4) Inlet; (5) Packing; (6) Packing; (7),(8),(9) Packing;
(10) Packing; (11) Relief valve; (12) Spring; (13) Bush; (14) Bush; (15) Blinding capsule; (16) Marking
plate
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SERVICING
1. Cleaning and check of the LUN 7613.02-8 hydraulic filters fine filter elements
A. Fixture, Test and Support Equipment refer to the Work procedure 029.11.06.B
B. Materials refer to the Work procedure 029.11.06.B
C. Tools refer to the Work procedure 029.11.06.B

Periodical
E. Procedures
Cleaning fine filter elements of hydraulic filters is to be performed according to work procedure for
cleaning of fine filter elements of LUN 7614.01-8, LUN 7614.03-8 hydraulic cleaners as described
in Work procedure 029.11.06.B.
NOTE: Necessary time for filling clean element with hydraulic fluid as measured by the stop
watch must not be longer than:
- Filter cartridge type 340.042A (1909 0050) – 5 seconds
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1. Removal and installation of LUN 7613.02-8 hydraulic filters fine filter elements
A. Fixture, Test and Support Equipment Stairs (e.g. B097300N);
B096690N equipment for overpressurizing of
hydraulic system
B. Materials B-70 petrol or NEFRAS or CSN 656542 Technical

petrol;
equivalent);
C. Tools Cutting pliers (CSN 230327.1 or equivalent);

Z 37 9110-10 adapted screwdriver;
24x27 double-ended open-end wrench
(CSN 230611.6 or equivalent);
Fine-hair brush (size 8, 10, 12)

Periodical
E. Procedures
NOTE: On aircrafts with aircraft S/N 1715 or higher the hydraulic filter is mounted in the left-hand
engine nacelle. The below stated procedures are to be performed in those aircrafts only on
the left-hand engine nacelle.
(1) Put the stairs (e.g. B097300N) near the left-hand and right-hand engine nacelles.
(2) Remove the bottom cover of the left-hand and right-hand engine nacelles according to work
procedure as described in chapter 54.
(3) Removal of the hydraulic filter insert.
(a) By means of the hand-operated valve PRESSURE RELEASE, release pressure in the
hydraulic tank over pressurization system.
(b) By means of cutting pliers remove locking wire between the bell and hydraulic filter body.
(c) By means of 24x27 double-ended open-end wrench dismount the hydraulic filter bell and
take out the fine filter element. Inspect visually the filter element surface.
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(d) The fine filter element shall be handed over to the laboratory for cleaning (see
029.11.15.B).
(4) Installation of the hydraulic filter insert.
(a) Before installation of the fine filter element, check the packing rings (5). (6), (7), (9) and
(10) – refer to the fig. 1. If is any defect detected, replace the packing ring by new ones -
refer to the table 401.
(b) Put the cleaned fine filter element into the hydraulic filter body. Fill the hydraulic cleaner bell
up to two thirds with hydraulic fluid and mount the bell to hydraulic filter by means of the
24x27 double-ended open- end wrench. Tighten the bell appropriately.
(c) Lock the hydraulic filter bell with locking wire of 0.8 mm in diameter and provide it with a
seal by means of the sealing pliers.
(d) Visually inspect the tightness of the hydraulic cleaner.
(e) Perform the inspection of the tightness of the hydraulic filter and eventually fulfill the
hydraulic liquid. Refill pressure in the hydraulic tank pressurization system from ground
source via the non-return valve in the left-hand engine nacelle (is very important that not
exceeded of 0.5 ± 0.04 MPa pressure, otherwise can to occurs the destruction of the auxiliary
tank). Perform the WP 029.12.00.B and deaerate the hydraulic pump(s) with use the deaerating
valve – refer to the fig. 401 in section 029.11.06. If is hydraulic pump not deaerate, it is emitting the
noise and can be to damage occurs.
(5) Install the bottom cover of the left-hand and right-hand engine nacelles according to the work
procedure described in the AMM, Chapter 54.
TAB. 401 SPARE PARTS FOR LUN 7613.02-8
AMM section 029.11.15

Name of SP P/N Order No.
Fig. 1
Pos. 3 Fine Filter Element 19090050 95076130
Pos. 5 Packing Ring 19432480 05008848
Pos. 6 Packing Ring 19442300 98110505
Pos. 7 Packing Ring 19442290 98110504
Pos. 9 Packing Ring 19442280 95290032
Pos. 10 Packing Ring 19432480 05008848
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LUN 7386 HYDRAULIC FLUID SAMPLING COCK

1. Purpose
The hydraulic fluid sampling cock is intended for taking samples of the hydraulic fluid from the hydraulic
system of the aircraft.
2. Technical data
Nominal pressure 0.8 MPa
Maximum pressure 11 MPa
Fluid flow rate at a pressure of 0.8 MPa 500 cu.cm/min at least
3. Operation
Before taking samples of the hydraulic fluid it is necessary to remove a blinding cap from the outlet neck
of the cock. The cap protects a capillary tube from impurities and damage. The capillary tube also serves
for piercing the protective foil of the sampling bottle.
To open the cock, shift the lever through an angle of 90°, in the direction of hydraulic fluid flow.
In this way a pin provided with a hole is turned and the hydraulic fluid from the hydraulic system can flow,
through the pin to the capillary tube, from here it flows to sampling bottles.
The cock is shut by shifting the lever to its original position.
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FIG. 1 LUN 7386 HYDRAULIC FLUID SAMPLING COCK

(1) Body; (2) Lever; (3) Capillary tube; (4) Blinding cap; (5) Stop; (6),(7),(8) Sealing ring; (9) Pin;
(10),(11) Screw
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EMERGENCY CONTROL
1. General
The emergency circuit is independent on the constant-pressure circuit. The emergency tank (57) is refilled with
hydraulic fluid from the brakes return circuit. The hydraulic hand pump (58) sucks hydraulic fluid from the
emergency tank and delivers it with max. pressure of 9.8 MPa (100 kp/cm2) to the emergency control circuits
of landing gears, wing flaps and parking brake.
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FIG. 1 EMERGENCY CONTROL CIRCUIT DIAGRAM

Legend to figure – se the next page
Legend to Fig. 1
Ser. No. Name Designation or number of drawing

18. Non-return valve 674 500 B (8)
39. Hand-operated valve LUN 6578-8
52 Air release /drain/ valve B 057 120 N
57. Emergency tank B 057 430 N
58. Hydraulic hand pump LUN 6100.03-8
a - discharge from brakes

b - return circuit
c - circuit of parking brakes (see chapter 32)
d - circuit for landing gears extension and retraction (see chapter 32)
e - circuit for wing flaps extension and retraction (see chapter 27)
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EMERGENCY CONTROL
SERVICING
1. Inspection of the LUN 6577-8 hand valves for emergency control of landing gears and
wing flaps. Inspection of the sealing

Routine
E. Procedures
Check hand-operated valves EMERGENCY EXTENSION-LANDING GEAR, FLAPS (LUN 6577-8)

for emergency control of landing gears and wing flaps, situated on the right-hand control panel, if
there are in initial position and sealed. If not, adjust hand-operated valves to initial positions and seal
them.
2. Check of the operation of the emergency extension of the landing gear, wing flaps and
the operation of the emergency braking
A. Fixture, Test and Support Equipment Portable pitot static tester (max.altitude 30000 ft,
accuracy + 15 ft at sea level, + 40 ft at 30000 ft;
max.airspeed 500 kt, accuracy + 0,5 kt at 100 kt)
(KPU-3 or Barfield 1811DA0A or Air Data Test
System equivalent)
Hydraulic jacks (HZ 4 – 3, design 3 or equivalent)
L 410.9620 rear support
Stairs (e.g. B097300N)
Hydraulic truck (6999 AF or HYDROCOM MA-801-03
or equivalent)
0.05 to 1.00x100 set of gauges (CSN 251670 or
equivalent)

Seal
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C. Tools 36x41, 46x50 open-end wrenches (CSN 230610.6 or

equivalent)
Sealing pliers
150 slide caliper (CSN 251238 or equivalent)

Periodical
E. Procedures
(1) Lift the aircraft by means of HZ 4-3 hydraulic jacks (design 3) and put L 410.9620 rear support.
(2) Put B 097 300 N stairs under the left-hand engine nacelle.
(3) Dismount the bottom cover of the left-hand engine nacelle according to work procedure described
in chapter 54.
(4) Make ready 6999 AF hydraulic truck.
(5) Perform landing gears emergency extension, wing flaps emergency extension and check brakes
function as follows:
(a) On the overhead panel, switch on the switches BATTERY I, II and circuit breakers CENTRAL
WARNING DISPLAY / FUSELAGE, ELECTRO, LANDING GEAR, FLAPS.
(b) Connect the hydraulic truck to the aircraft.

+0
(c) By means of hydraulic truck produce pressure 14.7 +− 00.49 MPa (150 − 5 kp/cm2).
(d) Adjust the landing gear control lever LANDING GEAR on the central control panel to the position
RETRACTED and thus retract the landing gear. Stop the hydraulic truck engine and let pressure
drop to zero in constant-pressure circuit by extending and retracting wing flaps. Flaps extension
and retraction is to be performed by adjusting flaps control lever on central control panel to
positions 0° - 18° - 0°.
(e) On the overhead panel, switch off the circuit breakers LANDING GEAR and FLAPS.
(f) Perform emergency extending of landing gear by adjusting the landing gear emergency
extending lever to position for extending and producing the pressure by means of aircraft
hydraulic hand pump. During the test, inspect visually tightness of joints in landing gear
extension emergency circuit - joints must be absolutely tight. Number of hydraulic hand
pump strokes is 40 on the average before light up of 3 green pilot lamps on landing gear
position indicator.
(g) Check locking of landing gear jacks locks as follows:

With landing gear emergency extending, brake one of the landing gear legs by holding the
wheel so that the leg extends as the last (after the nose landing gear leg has been extended)
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and then by depressing the main landing gear jack piston rod, and check whether the locks
are locked.
NOTE: • Retraction shall be performed by means of main circuit - see para (5-c) - (5-e).
• During the time of which landing gear emergency extending lever is returning
to initial position, it is necessary to wait approximately 1 minute until pressure
drops in landing gear emergency circuit.
(h) With wing flaps retracted, perform emergency extension of flaps by adjusting the wing flaps
emergency extension lever on the right-hand control panel into position for extension and
produce pressure by means of hydraulic hand pump.
NOTE: Flaps shall be retracted by means of aircraft main circuit. During the time during
which wing flaps emergency extension lever is returning to initial position, it is necessary
to wait approximately 1 minute till pressure drops in wing flaps emergency circuit.
(i) With landing gear extended, check the parking brake by adjusting the parking brake lever on
the right-hand control panel into position STOP and by means of the hydraulic hand pump produce
pressure 4.9 ± 0.49 MPa (50 ± 5 kp/cm2). Check pressure by the parking brake pressure gauge
on the instrument panel. Repeat the test 5 times, perform unbraking by adjusting the lever into
original position.
(j) During the test, inspect visually tightness of emergency circuit joints. Joints must be absolutely
tight.
(k) After carrying out the test, seal the emergency control hand-operated valves by means of
sealing pliers.
(6) Check function of control of the landing gear, wing flaps and main circuit spoilers by means of
an airport source as follows:
(a) On overhead panel, switch on circuit breakers LANDING GEAR and FLAPS.
+0
(b) By means of hydraulic truck, produce pressure 14.7 +− 00.49 MPa (150 − 5 kp/cm2).
(c) By adjusting landing gear control lever or that of wing flaps, perform 5 cycles of extension and
retraction of landing gear and flaps.
NOTE: Time for landing gear extension: 12 s max.

Time for landing gear retraction: 12 s max.
Time for wing flaps extension: 15 s max.
Time for wing flaps retraction: 15 s max.
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(d) Check signaling for extended position of the main and nose landing gears whether it does
not occur before the determined time, i.e., before main landing gear jacks are locked in end
position and nose landing gear locked with a mechanical lock.
(e) Correctness of locking the lock in main landing gear jack shall be checked by attempting to
depress the piston rod - it must not allow to be shifted in; check similarly the other leg of the
main landing gear. In the nose landing gear, check locking of the mechanical lock.
(f) Check regulation of the terminal (change - over) switch LUN 3159.01-7 according to work
procedure 032.20.00, page 403 (para 16).
(7) Check function of the landing gear position mechanical indicators. ln retracted position, the main
landing gear position mechanical indicators must have a clearance of 1 mm between indicator
head and top edge of the guide pipe. The nose landing gear mechanical indicator must project
1 mm above a guide pipe.
(8) On the overhead panel, switch on the circuit breaker SPOILERS. On the central control panel,
switch on the switch SPOILER. Depress two push-buttons on the left-hand steering wheel
handle, by which the spoilers are extended and the cell SPOILERS lights up on the central
warning display.
NOTE: Time for extension: 8 s max.

Time for retraction: 8 s max.
On the overhead panel, switch off the circuit breakers SPOILERS and on the central control
panel, switch off the switch SPOILER
(9) Check function of signaling “EXTEND LANDING GEAR” when the landing gear and wing flaps
are retracted, as follows:
(a) On the overhead panel, switch on switches BATTERY I, II, circuit breakers FLAPS, LANDING
GEAR, CENTRAL WARNING DISPLAY / FUSELAGE, ELECTRO.
(b) Throw over the change-over switch TOTAL PRESSURE on the left-hand control panel into
position TOTAL PRESSURE II.
(c) In the right-hand total and static pressure sensor, by means of portable pitot static tester,
produce a pressure that corresponds to the speed 250 km/hour.
(d) Adjust engine control levers on central control panel to idle run position.
(e) By means of portable pitot static tester (e.g. Barfield 1811DA0A), reduce pressure down to a
value corresponding to the speed below 205 km/h. At this speed, cell EXTEND LANDING
GEAR lights up intermittently on central warning display and horn acoustical signal starts to
work constantly.
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(f) Adjust the left-hand engine control lever out of idle run position. Signaling set to operation
according to para (9-e) must stop functioning. Adjust the left-hand engine control lever back
in idle run position.
(g) Adjust the right-hand engine control lever out of idle run position. Signalization set to operation
according to para (9-e) must stop functioning. Adjust right-hand engine control lever back in
idle run position.
(h) Extend the landing gear by means of the landing gear control lever on the central control panel.
Signaling set to operation according to para (9-e) must stop functioning after the last pilot lamp
has lighted up on landing gear position indicator.
(i) Retract the landing gear by means of the landing gear control lever.
(j) Adjust both engines control levers out of idle run position. Signaling set to operation according
to para (9-e) must stop functioning.
(k) Adjust the flaps control lever into arbitrary flaps-opened position (18° or 42°) at which signaling
must begin after 1 sec. to function - cell EXTENDED LANDING GEAR lights up intermittently
on the central warning display and horn acoustic signaling begins to function constantly.
(l) Adjust the flaps control lever in a position that corresponds flaps retracted position.
Signalization set to operation according to para (9-k) must stop functioning.
(m) From the right-hand total-and-static pressure sensor, dismount portable pitot static tester.
(n) Extend the landing gear by means of the landing gear control lever.
(o) On the overhead panel, switch off circuit breakers FLAPS, LANDING GEAR, CENTRAL
WARNING DISPLAY / FUSELAGE, ELECTRO and switches BATTERY I, II.
(10) Disconnect the hydraulic truck.
(11) Mount the engine nacelle bottom cover according to work procedure described in chapter 54.
(13) Remove the rear support. Lower the aircraft to wheels, remove the hydraulic jacks.
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LUN 6100.03-8 HYDRAULIC HAND PUMP

1. Purpose
LUN 6100.03-8 emergency hydraulic hand pump is intended for check the aircraft hydraulic system operation
on the ground and it serves, as, an emergency pressure source in case of the main hydraulic pumps fault
during the flight.
2. Technical data
Cylinder diameter 29 mm
Pump drive by hand
2
Force on handle at outlet pressure 9.8 MPa (100 kp/cm ) on 600 mm arm 156 N (16 kp) max.
Piston stroke 30 mm
Pump output at outlet pressure in 10 cycles
2
at p = 0 MPa (10 kp/cm ) 290 ccm min.
2
at p = 3.9 MPa (40 kp/cm ) 280 ccm min.
2
at p = 9.8 MPa (100 kp/cm ) 180 ccm min.
Working fluid pressure range in outlet when charging over from 4.3 MPa to 4.7 MPa
2 2
stage I to stage II (44 kp/cm to 48 kp/cm )
3. Operation
I Hydraulic pump working first stage
2 2
(up to pressure 4.3 MPa to 4.7 MPa / 44 kp/cm to 48 kp/cm )
When piston (2) moves to the left, hydraulic fluid is being sucked via valve (5) into cavity (a).
When the piston moves back, hydraulic fluid is being forced out of chamber (a) into the pressure
pipe by valve (11) and, simultaneously, it is being sucked from the emergency tank by valve (6)
into chamber (b).
On subsequent filling of chamber (a) with fluid from chamber (b), the fluid will be forced out into
the pipe by valve (12).
Thence it follows that in one cycle of hydraulic hand pump working two chambers are being filled
2
and hydraulic fluid forced out up to pressure 4.3 MPa to 4.7 MPa (44 up to 48 kp/cm ).
II Hydraulic pump working second stage
2 2
(from pressure 4.3 MPa to 4.7 MPa (44 kp/cm to 48 kp/cm higher)
Hydraulic fluid from cavity (a) is forced out into the pipe-line by valve (11), i.e., only partially; the
hydraulic fluid major part passes through relief valve (7) to chamber (b) and on piston reverse motion
it is forced out into the pipe-line by valve (12).
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There is no suction of hydraulic fluid into chamber (b) when pressure is higher than 4.3 MPa up to 4.7 MPa
2 2
(44 kp/cm up to 48 kp/cm ).
FIG. 1 LUN 6100.03-8 HYDRAULIC HAND PUMP

(1) Body; (2) Piston; (3) Piston rod; (4) Lever; (5) Suction valve; (6) Suction valve; (7) Relief valve;
(8) Pin; (9) Seal; (10) Felt ring; (11),(12) Delivery valve; (13) Inlet pipe unit; (14) Outlet pipe unit;
(15),(16) Spring; (17) Seal; (18) Plug; (19) Packing; (20) Relief chamber
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FIG. 2 LUN 6100.03-8 HYDRAULIC HAND PUMP

I - Inlet
II - Outlet
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B 057 430 N EMERGENCY TANK

1. General
B 057 430 N emergency tank has been made of a light alloy and is located on the fourth bulkhead, under
the cover of the front control panel.
Its filling neck is connected in parallel to the return branch in the main wheels braking circuit by means of
a pipe unit in the emergency tank top part.
Beside the filling neck and emergency tank there is a outlet provided with XL.410.4634 discharge valve,
intended for emergency tank deaeration.
On the left-hand side there is an inspection hole for hydraulic fluid level check in the emergency tank.
In the bottom part of the emergency tank there are a suction neck and a sludge valve.
Emergency tank capacity: 3.2 l
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FIG. 1 B 057 430 N EMERGENCY HYDRAULIC TANK

(1) Outlet; (2) Ring; (3) Cup; (4) Packing ring; (5) Nut; (6) Sludge valve; (7) Neck
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SERVICING
1. Check of the hydraulic fluid amount in the emergency hydraulic tank


Routine, Periodical
E. Procedures
(1) Check hydraulic fluid level in the emergency hydraulic tank.
(2) The inspection hole of the emergency hydraulic tank on left-hand side of the central control panel
must be completely filled with hydraulic fluid.
Refill hydraulic fluid by deaeration of the emergency hydraulic tank.
Deaeration shall be performed according to work procedure from section 029.00.00.
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1. Removal of the emergency tank

A. Fixture, Test and Support Equipment Vessel for hydraulic fluid
B. Materials Piping blinding capsules for respective thread size

(ONL 3998 or equivalent)
C. Tools Set of tools for airframe
E. Procedures
(1) Put the aircraft on lifting jacks - see chapter 7.
(2) Release pressure from the hydraulic system (by extending and retracting wing flaps and by slowly
stepping on brake pedals).
(3) Dismount the left-hand pilot’s seat (see section 025.11.00 - Removal and installation of pilot’s
seats).
(4) Dismount front side covers of the front control panel.
(5) Discharge hydraulic fluid from the main hydraulic tank.
(6) Disconnect the hose for landing gear emergency extension from landing gear emergency valve.
(7) By means of hydraulic hand pump, perform landing gear emergency extension till the hydraulic
fluid is completely pumped out from the emergency tank (see section 029.00.00).
(8) From the emergency tank (1) - see fig. 401- dismount piping 54 HV (2), 55 HV (3), 1 HN (4) and
bridging.
(9) Dismount nuts (7), screws (5) and washers (6).
(10) Take the emergency tank (1) out of sleeves (8).
NOTE: After removal, blind immediately the opened ends of the emergency hydraulic tank branches
(9, 10, 11) as well as pipings opened ends with clean metal blinding capsules or with
other suitable closures.
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FIG. 401 EMERGENCY TANK INSTALLATION

(1) Emergency tank; (2),(3),(4) Piping; (5) Screw; (6) Washer; (7) Nut; (8) Sleeve;
(9),(10),(11) Branches; (12) Sludge valve
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2. Installation of the emergency tank

A. Fixture, Test and Support Equipment Hydraulic jacks (HZ 4 – 3, design 3 or equivalent)
L 410.9620 rear support
No. 6999 AF hydraulic truck (or equivalent)

Hydraulic fluid (AMG-10, Aeroshell Fluid 41 or
equivalent)
6286 glue
C. Tools Set of tools for airframe
E. Procedures
(1) Put the tank into sleeves (8) - see fig. 401 and lock screws (5) with washers (6) and nuts (7).
(2) Unscrew blinding capsules and/or other closures from branches (9), (10), (11) and from respective
piping.
CAUTION: BLINDING CAPSULES AND/OR OTHER CLOSURES SHALL BE UNSCREWED

JUST BEFORE INSTALLING THE PIPING SO THAT PENETRATION OF IMPURITIES
INTO THE TANK AND PIPING IS AVOIDED.
(3) Mount piping 1 HN (4) to neck (11), piping 55 HV (3) to neck (9) and piping 54 HV (2) to neck (10).
Points for fixing the bridging should be cleaned to metallic luster. Adjust and fix the bridging piece.
Spots cleaned to excess round the points shall be painted with a clear varnish.
Screws shall be locked with a clear varnish.
(4) Pipe units of piping 1 HN, 54 HV, and 55 HV shall be locked on necks (9),(10),(11) with binding
wire. Connect the hose for landing gear emergency extension to landing gear emergency valve.
Lock pipe unit with wire.
(5) Leave the aircraft lifted on lifting jacks - see section 007.00.01 - LIFTING AND LOWERING.
Connect the hydraulic truck to the aircraft.
(6) Refill the hydraulic tank with hydraulic fluid to the prescribed level (see section 012.10.00).
Simultaneously, by releasing the air release valve of emergency tank, perform refilling with fluid
till inspection hole is completely filled and fluid escapes through the air release valve.
(7) Check all normal and emergency functions at least 5 times (see section 029.00.00).
During verification of function, check tightness of removed joints.
CAUTION: EMERGENCY FUNCTIONS CAN BE REPEATED AFTER INSPECTION HOLE HAS

BEEN COMPLETELY FILLED WITH HYDRAULIC FLUID.
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(8) Check hydraulic fluid level in main tank and refill if necessary (see section 012.10.00).
(9) Mount front lateral covers of the front control panel.
(10) Mount the left-hand pilot’s seat (see section 025.11.00).
(11) Lower the aircraft to the wheels (see chapter 7).
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674 500 B (8) NON-RETURN VALVE

1. Purpose
The non-return valve is intended for automatic closing of the hydraulic circuit in case of hydraulic fluid
back flow.
2. Technical data
2
Working pressure up to 22 MPa (220 kp/cm )
Hydraulic resistance at rate of flow 750 l per hour and at
2
temperature: - 30°C max. 6.4 MPa (65 kp/cm )
2
20 ± 5°C max. 2 MPa (20 kp/cm )
3. Operation
The non-return valve enables hydraulic fluid to flow in the direction of the arrow indicated on the unit.
At this, valve (4) is released from the seat of neck (1), hydraulic fluid flows through holes in valve (4)
and flows out through the outlet in body (3). Pressure of hydraulic fluid flowing through the branch in
body (3) forces valve (4) down into the seat making thus hydraulic fluid flow via the valve impossible.
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FIG. 1 674 500 B (8) NON-RETURN VALVE

(1) Neck; (2) Packing; (3) Body; (4) Valve; (5) Spring
Z - M 12 x 1.5 Sh 8
D - ∅ 4 mm
L - 81 mm
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B 057 441 N SLUDGE VALVE

1. Purpose
B 057 441 N sludge valve is intended for discharge of hydraulic fluid from the emergency tank.
The sludge valve is off disk type and hand-operated. The valve disk is forced down into the seat by
means of a spring while the valve is shut.
2. Technical data
Hydraulic fluid leakage is not permissible
3. Operation
By depressing the valve pin, the valve opens and is locked in the open position by turning it through an
angle of 90°. In this way, hydraulic fluid is drain ed from the emergency tank. The valve can be turned
out by reversely turning the pin, the spring forcing the disk back down into the seat and hydraulic fluid
stops flowing out.
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FIG. 1 B 057 441 N SLUDGE VALVE

(1) Valve body; (2) Lifter; (3) Valve disk; (4) Packing; (5) Spring; (6) Pin; (7) Filler (packing piece);
(8) Nut
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HYDRAULIC TANK PRESSURIZATION SYSTEM

1. General
The hydraulic tank pressurization system is intended for ensuring air overpressure in the main hydraulic tank.
By pressurization the hydraulic tank, the optimum conditions are established for operation of LUN 6102.01-8
hydraulic pumps. The instruments relevant to that system are arranged in the left-hand engine nacelle and
in the wing above the left-hand engine nacelle.
Operating pressure in the main hydraulic tank is 0.1 MPa  00..05

12
MPa (1  10..25 kp/cm2).
2. Description
After starting the engine, pressure of air in the main hydraulic tank reaches the operating values in about
30 seconds. When the hydraulic system is in function, the air pressure value in the main hydraulic tank does
not vary, except the function of landing gear retraction.
After having retracted the landing gear, the pressure will be increased by about 0.05 MPa due to a portion
of hydraulic fluid returning back to the main hydraulic tank. This increase in pressure is not relieved by the
safety valve (relief valve).
After extending the landing gear, air pressure in the hydraulic tank drops to the original value.
Increase of pressure in the hydraulic tank also occurs due to hydraulic fluid returning from the hydraulic
accumulators to the hydraulic tank when the aircraft is out of operation for a longer time.
3. Operation
Air is supplied to the system from the engines compressor and at maximum overpressure of 0.54 MPa
(5.5 kp/cm2). The system proper is connected to a mixer. The non-return valves (70) prevent air leakage
from the circuit after the engines have been stopped. Silica gel filling of air desiccator (71) absorbs humidity
from the supplied air.
Air cleaner (72) catches mechanical impurities.
Auxiliary tank (73) serves as a pressure air reservoir for compensation of external untightness of the system.
Pressure reduction valve (74) reduces air pressure from the engines to the operating pressure in the tank.
Safety valve (75) protects the main hydraulic tank against overload from by-passing pressure 0.2 MPa 
0.02 MPa (2 kp/cm2  0.2 kp/cm2). Hand-operated valves (77) are intended for elimination of air pressure
in the main hydraulic tank (designated PRESSURE RELEASE) and for checking function of the safety
valve (designated TEST). Air pressure in the main hydraulic tank is refilled from the ground source via
the ground source connection and non-return valve in the left-hand engine nacelle.
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FIG. 1 HYDRAULIC TANK PRESSURIZATION SYSTEM CIRCUIT DIAGRAM
Ser. No. Name Drawing designation or number
50. Hydraulic tank B057801N

71. Desiccator 3976 0872
72. Air cleaner 723 900-4 (8)
73. Auxiliary tank B057862N
74. Reduction valve LUN 6651.01-8
75. Safety valve LUN 7548-8
76. Pressure gauge MA-4
82. Ground source connection ---
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HYDRAULIC TANK PRESSURIZATION SYSTEM

SERVICING
1. Check of the tightness of the pressurization system of the hydraulic system

A. Fixture, Test and Support Equipment Stairs (e.g. B097300N, B097343N),
B096690N Ground air source
(equipment for hydraulic system pressurization)
C. Tools Z 37.9110-10 adapter screwdriver

Wrenches of appropriate sizes from the set of tools

Periodical
E. Procedures
(1) Put stairs (e.g. B097300N) to the left-hand engine nacelle.
(2) Dismount the bottom cover of the left-hand engine nacelle according to work procedure as described
in chapter 54.
(3) Put stairs (e.g. B097343N) to the wing at the left-hand engine nacelle and by means of
Z 37.9110-10 screwdriver open the cover for access to the main hydraulic tank.
(4) By means of the hand-operated valve PRESSURE RELEASE, release pressure in the hydraulic
tank pressurization system.
(5) Through the cover on the wing top edge check the main hydraulic tank to see whether hydraulic
fluid level is at the upper gauge mark of the hydraulic tank inspection hole.
(6) Unscrew the closing nut on the ground air branch pipe. Connect B096690N ground air source to
the ground air branch pipe (pressure set at 0.5  0.04 MPa (5  0.4 kp/cm2) and refill air to max.
pressure 0.07 MPa (0.7 kp/cm2).
CAUTION: IS VERY IMPORTANT THAT NOT EXCEEDED OF 0.5  0.04 MPa (5  0.4 kp/cm2)
PRESSURE, OTHERWISE CAN TO OCCURS THE DESTRUCTION OF TANK (73).
(7) Disconnect the ground air source. Close the ground air branch pipe with the closing nut.
(8) Check pressure value in the main hydraulic tank. Air pressure drop must not exceed max. 0.01 MPa
(0.1 kp/cm2) in the main hydraulic tank during the time of 6 hours.
(9) Close the cover for access to the main hydraulic tank and remove stairs.
(10) Mount bottom cover to left-hand engine nacelle according to work procedure described in chapter 54.
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LUN 7521-8 NON-RETURN VALVE

1. Purpose
The non-return valve is intended for automatic air shut-off after the engines have been stopped.
2. Technical data
2
Operating pressure 0 up to 0.54 MPa (0 to 5.5 kp/cm )
2
Pressure necessary for opening the valve 0 up to 0.03 MPa (0 to 0.3 kp/cm )
3. Operation
Pressure air supplied to the unit through neck No. 1 shifts valve (3) - see Fig. 1 - with the spring (4) and
enters branch No. 2.
On pressure drop in branch No. 1 the spring forces the valve (3) down into the seat in neck No. 2 and
prevents air leakage from neck No. 2 to neck No. 1.
FIG. 1 LUN 7521-8 NON-RETURN VALVE

(1) Body; (2) Branch; (3) Valve; (4) Spring; (5) Packing
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3976 0872 DESICCATOR

1. Purpose
The desiccator is intended for drying of air coming from the engine to the main hydraulic tank.
2. Technical data
Operating pressure max. 0.54 MPa (5.5 kp/cm2)
3. Operation
The desiccator is, in principle, a cylindrical bush filled with granulated indication silica gel. Along the periphery
there are four inspection holes for visually watching colors of the silica gel filling. Air passes from the engine
compressor via the desiccator to the main hydraulic tank. The silica gel filling absorbs a portion of humidity
being contained in the air. When the silica gel is saturated, it does not fill its function any more, it must be
removed and dried up. The dried-up silica gel must be stored in tightly closed vessels.
Silica gel that is stored unclosed absorbs atmospheric humidity and is thus depreciated (it must be dried
up again).
Color of dry silica gel - pale blue to dark blue
Color of moist silica gel - lilac to pink
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FIG. 1 3976 0872 DESICCATOR

(1) Body; (2) Cover; (3) Insertion piece; (4) Packing; (5) Felt element; (6) Packing piece;
(7) Filter element; (8) Screen; (9) Cover; (10) Spring; (11) Silica gel
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3976 0872 DESICCATOR

SERVICING
1. Inspection of the colouring of the silica gel filling of the 3976 0872 desiccator
B. Materials Silica gel filling (GOST 8984-75 or equivalent)

(only in case of replacement)
C. Tools Z 37.9110-10 adapted screwdriver

Routine, Periodical
E. Procedures
(2) Dismount the bottom cover of the left-hand engine nacelle according to technologic procedure
(3) Inspect coloring of the silica gel filling. Coloring of the silica gel filling must correspond to the
following hues:
Color of dry silica gel - pale blue to dark blue

Color of moist silica gel - lilac to pink
In case that coloring does not comply with the stated requirements, dry or replace the silica gel
filling. Only granulated silica gel in accordance with the standard GOST 8984-75 may be used.
Use of crystalline silica gel is not permissible.
The indicator silica gel can be recovered by drying at a temperature of 120°C + 3°C for 1 hour,
the max. thickness of silica gel layer being 20 mm. Silica gel recovered in this way must be filled
in the desiccator immediately after it has been dried.
(4) Mount the bottom cover to the left-hand engine nacelle according to technologic procedure as
indicated in chapter 54.
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723 900-4 (8) AIR CLEANER

1. Purpose
The air cleaner is part of the air circuit and is intended for cleaning of air from mechanical impurities.
2. Technical data
Working pressure 0 to 0.54 MPa (0 to 5.5 kp/cm2)
3. Operation
The air cleaner consists of the body with a neck in the cavity of which there is situated the cleaner proper
consisting of three felt filters, four screens and two packing pieces joined in one whole by means of a pin
and a ring. The other neck is fixed to the body by means of a cap nut and sealed by means of a packing ring.
Air supplied through the branch to the cleaner passes through wire screens where some rough impurities
are removed and it is additionally cleaned when it passes through felt elements.
After having been contaminated, the cleaning element shall be replaced with a new one.
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FIG. 1 723 900-4 (8) AIR CLEANER

(1) Body; (2) Pin; (3) Filter element; (4) Screen; (5) Filter element; (6) Cap nut; (7) Adapter;
(8) Pin; (9) Packing; (10) Branch
FIG. 2 1815.901.0 FILTER ELEMENT ASSEMBLY
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723 900-4 (8) AIR CLEANER

SERVICING
1. Replacement of the insert of 723 900-4 (8) air cleaner

B. Materials Filter element drwg. No. 1815.001.0 - 3 pcs

Screen drwg. No. 0749 006.0 - 4 pcs
M5x35 Screw (CSN 021101.24 or equivalent)
5,3 Washer (CSN 021702.14 or equivalent)
5 Nut (ONL 3248 or equivalent)
∅ 0,8 mm Binding wire

Wrenches of respective sizes from the set of tools
Sealing pliers
B097730N air cleaner wrench

Periodical
E. Procedures
(1) Put stairs (e.g. B097343N) to left-hand engine nacelle.
(2) By means of Z 37.9110-10 screwdriver unscrew the rear assembly cover on wing top fabric (skin)
above the left-hand engine nacelle.
(3) Dismount the pipe unit with piping from the air cleaner.
(4) Loosen the sleeve fixing the air cleaner to panel. Take out the air cleaner.
(5) Remove the binding wire and seal from the air cleaner.
(6) By means of B097730N wrench unscrew the filter (cleaning) element cap nut and take out the
branch out of the filter element body.
(7) Take the filter element out of air cleaner.
(8) Put the new filter element into the air cleaner. Filter element consists of three filter elements
No. 1815.001.0, four screens No. 0749 006.0 and two adapters, all joined in one compact – refer
to the fig. 2.
(9) Load the neck and packing ring.
NOTE: In case of damage, replace the packing ring with a new one.
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(10) Screw on the air cleaner cap nut. After tightening, lock the cap nut and air cleaner body with
binding wire and seal it.
(11) Assembled air cleaner should be put into the sleeve. Tighten the sleeve by the nut by means
of B 097 730 N wrench. In case that connecting material is damaged, replace it with new parts
(screw M5x35 CSN 021101.24; washer 5.3 CSN 021702.14; nut M5 ONL 3248).
NOTE: B 057 877 N filler (packing piece) is inserted between air cleaner and a sleeve.
(12) Mount the pipe unit and piping to the air cleaner.
(13) Screw in rear assembly cover on wing top (skin) above left-hand engine nacelle.
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B 057 862 N AUXILIARY TANK

1. Purpose
The auxiliary tank serves as an air reservoir for compensation of untightness in the circuit after the engines
have been stopped.
2. Technical data
Tank capacity 1 liter
2
Operating air pressure 0 up to 0.54 MPa (0 up to 5.5 kp/cm )
3. Operation
Air of maximum pressure 0.54 MPa is maintained in the tank for a long time and via the reduction valve it
maintains steady operating pressure in the hydraulic tank.
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FIG. 1 B 057 862 N AUXILIARY TANK

(1) Tank; (2) Neck; (3) Neck; (4) Plate
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LUN 6651.01-8 REDUCTION VALVE

1. Purpose
The reduction valve is intended for air pressure reduction to a lower steady value.
2. Technical data
Inlet pressure 0.54 MPa (5.5 kp/cm2)
Air pressure in outlet network (of 1 liter volume) without take-off 0.08 MPa up to 0.12 MPa
within the time of 30 seconds up to 15 minutes from the moment (0.8 kp/cm2 up to 1.2 kp/cm2)
of switch-on must be within the limits
3. Operation
Air from the engine enters the reduction valve through input channel (10) - see Fig. 1 - and therefrom it goes
through an opening in conical seat (11) to output channel (12) and also to low pressure chamber (13).
On air take-off drop in the output channel, pressure in space (13) rises, which actuates membrane (4) and
compresses membrane spring (9). The slide valve is joined with spring (9) by means of slide valve piston (3).
On depression of spring (9), slide valve (2) is shifted by means of spring (8) and closes the opening in conical
seat (11) when the required pressure has been obtained.
Thus air flow from the high pressure space to the low pressure space is interrupted. On pressure drop at
the reduction valve outlet and thus also in low pressure chamber (13), the membrane (4) shifts slide valve (2)
by means of spring (9) via slide valve piston (3), by which input channel (10) is opened and air begins to flow
to output channel (12). After obtaining the specified pressure in the air circuit, input channel (10) is closed
again. In this way, the system maintains the prescribed pressure.
The output pressure values are regulated by pretension of spring (9) by means of regulating screw (6).
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FIG. 1 LUN 6651.01-8 REDUCTION VALVE DIAGRAM

(1) Body; (2) Slide valve; (3) Slide valve piston; (4) Membrane; (5) Cover; (6) Regulating screw;
(7) Slide valve nut; (8) Slide valve spring; (9) Membrane spring; (10) Input channel; (11) Seat;
(12) Output channel; (13) Low pressure space
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FIG. 2 LUN 6651.01-8 REDUCTION VALVE

(1) Body; (2) Cover; (3) Bush; (4) Bush; (5) Nut; (6) Spring; (7) Bush; (8) Support; (9) Washer;
(10) Washer; (11) Membrane; (12) Stop; (13) Support; (14) Neck; (15) Packing; (16) Packing;
(17) Seat; (18) Cone; (19) Bush; (20) Spring; (21) Washer; (22) Neck; (23) Nozzle; (24) Spring;
(25) Seat; (26) Packing
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LUN 6651.01-8 REDUCTION VALVE

SERVICING
1. Check of the output pressure of the LUN 6651.01-8 reduction valve

A. Fixture, Test and Support Equipment Stairs (e.g. B097300N, B097343N),
B096690N ground air source for hydraulic system
pressurization

Periodical
E. Procedures
CAUTION: IS VERY IMPORTANT THAT NOT EXCEEDED OF 0.5 ± 0.04 MPa (5 ± 0.4 kp/cm2)
PRESSURE, OTHERWISE CAN TO OCCURS THE DESTRUCTION OF AUXILIARY
TANK.
(2) Put stairs (e.g. B097343N) to the wing at the left-hand engine nacelle and open the cover for
access to the main hydraulic tank.
(3) Open the cover for access to ground air branch pipe of the left-hand engine nacelle
(by means of Z 37.9110-10 screwdriver).
(4) Through the cover on the wing top edge check the main hydraulic tank to see whether hydraulic
fluid level is at the upper gauge mark of the hydraulic tank inspection hole.
(5) Unscrew the closing nut of the ground air branch pipe. Connect the ground air source to the ground
air branch pipe and refill air to pressure 0.5 MPa ± 0.04 MPa (5 kp/cm2 ± 0.4 kp/cm2).
(6) Check the air pressure value in the main hydraulic tank within the time of 5 minutes.
(7) Air pressure value must be stabilized at the value 0.08 MPa up to 0.12 MPa
(0.8 kp/cm2 up to 1.2 kp/cm2).
If necessary, perform fine adjusting of required air pressure by means of the regulating screw of the
reduction valve. A record on this operation is to be made for the customer into the apparatus certificate.
(8) Disconnect the ground air source. The ground air branch pipe shall be closed with the closing nut.
(9) Close the cover for access to the ground air branch pipe on the left-hand engine nacelle.
(10) Close the cover for access to main hydraulic tank. Remove the stairs.
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LUN 7548-8 SAFETY VALVE

1. Purpose
The combined safety valve supplies pressure air to the hydraulic tank and, in case of pressure rise above
the permissible limit by-passes the pressure to the atmosphere.
2. Technical data
Pressure necessary for safety - valve opening 0.2 MPa ± 0.02 MPa (2 kp/cm2 ± 0.2 kp/cm2)
Pressure necessary for opening the non-return valve 0 to 0.035 MPa (0 to 0.35 kp/cm2)
3. Operation
The safety valve consists of a non-return valve and a safety valve. Pressure air supplied to neck 1 shifts
valve (1) - see Fig. 1 - and passes through neck 2 to the hydraulic tank. When a higher than the permissible
pressure is produced in the tank, pressure air penetrates into the neck 2, shifts valve (2) and escapes through
neck 3 to the atmosphere.
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FIG. 1 LUN 7548-8 SAFETY VALVE

(1) Valve; (2) Valve; (3) Nut; (4) Body; (5) Pipe unit; (6) Body; (7) Spring; (8) Packing; (9) Packing;
(10) Spring
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LUN 7548-8 SAFETY VALVE

SERVICING
1. Check of the operation of the LUN 7548-8 safety valve

B097690N ground air source equipment for hydraulic
system overpressurization

Periodical
E. Procedures
CAUTION: IS VERY IMPORTANT THAT NOT EXCEEDED OF 0.5 ± 0.04 MPa (5 ± 0.4 kp/cm2)
PRESSURE, OTHERWISE CAN TO OCCURS THE DESTRUCTION OF AUXILIARY TANK.
(2) Dismount the bottom cover of the left-hand engine nacelle behind the fireproof frame according
to work procedure described in chapter 54.
(3) By means of the hand-operated valve “PRESSURE RELEASE” release pressure in the
hydraulic tank pressurization system.
(4) Unscrew the closing nut on the ground air branch pipe. Connect the ground air source 0.3 MPa
(3 kp/cm2) to the ground air branch pipe.
(5) Increase gradually air overpressure in the main hydraulic tank by opening hand - operated valve
TEST till safety valve opening occurs. Safety valve opening must occur at pressure 0.2 ± 0.02 MPa
(2 ± 0.2 kp/cm2). Watch pressure value by air pressure gauge MA 4.
If the valve opening is not correct, adjust it at given pressure.
NOTE: If the parking time of the aircraft exceeds than 12 hours, first opening of safety valve is
permissible at pressure max. 0.23 MPa (2.3 kp/cm2).
(6) Disconnect the ground air source. Close the ground air branch pipe by means of the closing nut.
(7) Check hand-operated valves to be closed.
(8) Mount the bottom cover of the left-hand engine nacelle according to work procedure described in
chapter 54.
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LUN 7351-8 HAND-OPERATED VALVE

1. Purpose
The hand-operated valve is intended for shut-off the air or hydraulic system piping.
2. Technical data
2
Rated pressure 0 to 0.54 MPa (0 to 5.5 kp/cm )
3. Operation
By turning contra clockwise (CCW) the valve hand wheel, the hand-operated valve opens.
Pressure is throttled or completely shut off by turning the hand wheel in opposite direction (CW).
FIG. 1 LUN 7351-8 HAND-OPERATED VALVE

(1) Body; (2) Shaft with cone; (3) Washer; (4) Bush; (5) Cap nut; (6) Pin; (7) Packing;
(8) Hand wheel
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INDICATING
1. General
The hydraulic indicating system consists of:
• Pressure indicating (it indicates pressure in the hydraulic circuit of the main system and brakes as
well as air pressure in the hydraulic tank pressurization system)
• Temperature indicating (it indicates hydraulic fluid temperature)
Ser. Designation or Number Location on (in)

Name
No. drawing No. of pieces the aircraft
1. Dual pressure gauge UI 2-240 K 1 Instrument panel

2. Pressure transmitter ID-240 2 Left-hand landing gear
nacelle
3. Fuse - HYDRAULIC 0.63 CSN 354733 F/1500 2 Fuse panel
PRESSURE-NETWORK
4. Fuse - BRAKES HYDRAULIC 0.63 CSN 354733 F/1500 2 Fuse panel
PRESSURE
5. Hydraulic thermoswitch LUN 3192-8 2 Engine nacelles behind
fair-proof frame
6. Signal cell - HYDRAULICS - 2 Signaling block
7. Pressure gauge MA 4 1 Left-hand engine nacelle
8. Push-button CENTRAL WARNING 2 KNR 1 Left-hand control panel
DISPLAY - ENGINE L
9. Push-button CENTRAL WARNING 2 KNR 1 Left-hand control panel
DISPLAY - ENGINE R
10. Circuit breaker CENTRAL WARNING AZRGK 5 1 Overhead panel
DISPLAY - ENGINE L
11. Circuit breaker CENTRAL WARNING AZRGK 5 1 Overhead panel
DISPLAY - ENGINE R
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FIG. 1 HYDRAULIC SYSTEM INDICATING DIAGRAM
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3. Operation
Pressure in the main hydraulic circuit and brakes and steering servo circuit is indicated by telemetric induction
pressure gauge system 2 DIM-240. The telemetric induction pressure gauge system 2 DIM-240 consists
of a dual pressure gauge UI 2-240 K and two pressure transmitters ID-240.
One pressure transmitter ID-240 is inserted in the main hydraulic circuit and one is inserted in the brakes
circuit. Air pressure in the main hydraulic tank is indicated by the pressure gauge arranged in the left-hand
engine nacelle. It is visible through the inspection hole in the cover of the left-hand engine nacelle.
NOTE: Indicating of the parking brake control pressure by means of the pressure gauge MA-100 and
indicating of the brakes control pressure by means of the dual pressure gauge LUN 1446.02-8 is
included in chapter 32.
Hydraulic fluid temperature in the hydraulic pumps return circuit is checked by hydraulic thermoswitches
LUN 3192-8. If the hydraulic fluid temperature exceeds 85 ± 5°C, the hydraulic thermoswitch closes the
respective electrical circuit and the signal cell HYDRAULICS lights up on the small signal block. If the
temperature drops, the signal cell HYDRAULICS goes out again.
Inspection whether the signal cell is in order shall be performed by means of push-buttons CENTRAL
WARNING DISPLAY - ENGINE L, CENTRAL WARNING DISPLAY - ENGINE R (while circuit breakers
CENTRAL WARNING DISPLAY - ENGINE L, CENTRAL WARNING DISPLAY - ENGINE R are switched on).
NOTE: If the HYDRAULIC warning light comes on during the ground operation (engine ground run), wing
flaps are to be extended and retracted to reduce hydraulic fluid temperature. The warning light will
go off.
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INDICATING
SERVICING
1. Check of the air pressure in the hydraulic tank pressurization system

A. Fixture, Test and Support Equipment B 097 300 N stairs
B 096 690 N ground source of air pressure
(equipment for hydraulic system pressurization)

Routine
E. Procedures
(1) Put B 097 300 N stairs to left-hand engine nacelle.
(2) Open the lid on the left-hand engine nacelle cover.
(3) By means of the pressure gauge check air pressure in the hydraulic tank pressurization system.
2 2
Air pressure must be min 0.05 MPa (0.5 kp/cm ) - max. 0.22 MPa (2.2 kp/cm ).
In case of pressure drop below the stated value, refill pressure from B 096 690 N ground source
(refilling for pressure is described in work procedure 029.13.00.A).
NOTE: If there is pressure in the hydraulic system, air pressure in the main tank can be
increased by stepping on brakes and thus getting pressure out. Starting the engine
at zero air overpressure in the main hydraulic tank is permissible exceptionally.
(4) Close the lid on the left-hand engine nacelle cover.
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2 DIM-240 TELEMETRIC INDUCTION PRESSURE GAUGE SYSTEM

1. Purpose
The electrical, unified telemetric induction pressure gauge system 2 DIM-240 is intended for the
measurement of the hydraulic fluid pressure.
The telemetric induction pressure gauge system 2 DIM-240 consists of a dual pressure gauge
UI 2-240 K and two pressure transmitters ID-240.
2. Technical data
Measuring range:
2
• Right-hand pressure gauge 0 - 23.5 MPa (0 - 240 kp/cm )
2
• Left-hand pressure gauge 0 - 23.5 MPa (0 - 240 kp/cm )
Operating range:
2 2
• Right-hand pressure gauge 3.9 MPa - 21.5 MPa (40 kp/cm - 220 kp/cm )
2 2
• Left-hand pressure gauge 3.9 MPa - 21.5 MPa (40 kp/cm - 220 kp/cm )
2
NOTE: The dual pressure gauge scale is divided in kp/cm .
Indication error in pressure gauges within operation range of pressures at

normal temperature not exceeding in % of upper limit of measurement ±4%
Pressure gauges are capable of functioning provided that pulsations of
measured pressure with amplitude up to 3 % of measured limit value have
frequencies in range from 10 to 700 Hz
The set is supplied from the alternating-current mains 36 V ± 6 %, 400 Hz ± 2 %
Current drawn by each of measuring elements is higher than 0.15 A
3. Operation
Due to effect of overpressure a pressure transmitter membrane deflection occurs, this motion is transferred
by a press clamp to the transmitter armature. The shift of transmitter armature produces a change in air
gaps of transmitter coils magnetic circuits and thus even a change in distribution of currents in windings of
2
the magnetoelectric logometer the scale of which is divided in kp/cm ).
The instrument electrical part is supplied by alternating current which is rectified by two germanium rectifiers.
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FIG. 1 2 DIM-240 TELEMETRIC INDUCTION PRESSURE GAUGE SYSTEM

(1) Dual pressure gauge UI 2-240 K
(2) Pressure transmitter ID-240
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LUN 3192-8 HYDRAULIC THERMOSWITCH

1. Purpose
LUN 3192-8 hydraulic thermoswitch is intended for protection of the hydraulic system against excessive
(dangerous) thermal overload.
2. Technical data
Switch closing rated temperature 85°C
Switch inaccuracy under operating conditions  5°C
Thermoswitch switching time 60 seconds
Hydraulic fluid operating pressure actuating the sensor 0 up to 15 MPa
Rated supply voltage 27 V d.c.
Current demand max. 200 mA
3. Operation
The hydraulics thermoswitch picks up a temperature by means of a thermistor sensor. It electrically
evaluates the indication and, if the set level has been exceeded, it connects the load to the supply
voltage.
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FIG. 1 LUN 3192-8 HYDRAULIC THERMOSWITCH

(1) Thermistor sensor; (2) Screw; (3) Bush; (4) Printed circuit card; (5) Ring; (6) Insert; (7) Socket;
(8) Cover (lid)
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SERVICING
1. Check of LUN 3192-8 hydraulic thermoswitch function

A. Fixture, Test and Support Equipment Stairs (e.g. B097300N); Z921 Connection wiring;
Thermometer up to 100°C (2 pieces);
Multimeter EXTECH MG 302 or equivalent;
YE-2T or EXTECH 382280 or equivalent for the
0-30V/10A DC source with accessories;
TB-3 (TB-4V) electric boiling plate or thermo-vessels
2 pieces;
Water vessel (2 pieces)

Periodical
E. Procedures
(1) Prepare a work place for check of hydraulic thermoswitch function according to the diagram
described in the fig. 301.
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FIG. 301 TESTING AND CHECKING EQUIPMENT DIAGRAM

LUN 3192-8 - Hydraulic thermoswitch (checked instrument)
YE - 2T - DC source 0 - 30 V / 10 A including accessories
or equivalent
T - Thermometer
B1 - Water vessel No. 1 + 90°C + 1°C
B2 - Water vessel No. 2 + 80°C - 1°C
E - Electric boiling plate
K - Z921 Connection wiring
Z - Signal lamp 27 V / 3 W
(2) Prepare the water bath No. 1 of temperature + 90°C + 1°C and water bath No. 2 of temperature
+ 80°C - 1°C.
(3) Measure the insulation resistance between the switch socket connected pins and the transmitter
body by means of insulation tester (Multimeter) and applying voltage 500 V.
The insulation resistance under normal ambient temperature, relative air humidity (45 up to 80 %)
and air pressure (86 up to 106) kPa must be 20 MOhm min.
(4) Rated switching temperature of the switch: 85°C. Permissible inaccuracy:  5°C
(5) Connect the switch by means of cabling Z 921 to DC source according to diagram as represented in
fig. 301.
(6) Turn on the 27 V DC  1 V power supply and dip the switch sensor to the water bath No. 1,
signal lamp must light up. Dip the switch sensor to the water bath No. 2, signal lamp must go
out. Disconnect DC - supply source.
If is detected the failure, replace the hydraulic thermoswitch.
(7) Disconnect instruments.
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1. Removal and installation of LUN 3192-8 hydraulic thermoswitch

A. Fixture, Test and Support Equipment B 097 300 N stairs

 0.5 mm Binding wire
Rag
Polyvinyl chloride (PVC) foil
Twine

9 wrench (CSN 230625.6 or equivalent)
14x17 wrench (CSN 230611.6 or equivalent)
125 side nippers (CSN 230327.1 or equivalent)

Periodical
E. Procedures
(1) Put B 097 300 N stairs to engine nacelle.
(2) Dismount the bottom hinged cover of the left-hand and right-hand engine nacelle according to work
(3) By means of Z 37.9110-10 screwdriver dismount the cover between the second engine frame and
fireproof frame, at the left-hand engine nacelle right-hand side and at right-hand engine nacelle
left-hand side, below the wing.
(4) Make sure according to work procedure 029.11.06.B that there is zero pressure in the main
hydraulic circuit.
(5) Removal of hydraulic thermoswitch.
(a) Remove locking wire of the plug and T-piece on the thermoswitch by means of the 125
side nippers (CSN 230327.1).
(b) By means of 2 wrenches 9 CSN 230625.6 loosen the screw of the sleeve clamping the
thermal switch.
(c) By means of the wrench 14x17 CSN 230611.6 dismount the thermoswitch off T-piece.
After dismounting the switch, blind immediately the branch in T-piece.
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Wrap up the thermoswitch in a polyvinyl chloride foil, bind it with a twine and hand it over to
the test room.
(6) Installation of the hydraulic thermoswitch.
(a) Remove blinding capsule off T-piece. By means of wrench 14x17 CSN 230611.6, mount
thermoswitch to T-piece, retighten appropriately and lock it with a binding wire  0.8 mm.
(b) Put the thermoswitch into the sleeve and clamp the sleeve with screw by means of 2 wrenches
9 CSN 230625.6.
(c) Slide on and screw the plug on the thermoswitch. Lock the plug with binding wire  0.5 mm.
(7) In the right-hand engine nacelle on the left-hand side and in left-hand engine nacelle on right-hand
side, below the wing, mount the cover between the second engine frame and fireproof frame.
(8) Mount the bottom hinged cover of the left-hand and right-hand engine nacelle according to work
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MA 4 PRESSURE GAUGE
1. Purpose
The pressure gauge is intended for measurement of air pressure in the main hydraulic tank.
2. Technical data
Maximum pressure 0.4 MPa (4 kp/cm2)
Value of division (scale interval) 0.02 MPa (0.2 kp/cm2)
Permissible inaccuracy of readings at temperature 20°C + 5°C + 0.016 MPa ( 0.16
kp/cm2)
3. Operation
Pressure gauge operation principle consists in measuring elastic deformation of the one-thread tubular spring
after pressure has been produced in the inside of that tube. Simultaneously with deformation of the tubular
spring, its other end shifts and contacts the termination at which this displacement is transferred by means of a
carrier to the gear segment and converted into rotary motion of the shaft support with a pointer with regard
to the scale.
EFFECTIVITY
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MA 4 PRESSURE GAUGE
SERVICING
1. Check of the MA – 4 pressure gauge

A. Fixture, Test and Support Equipment Checking pressure gauge
(range 0–0.6 MPa / 0–6 kp/cm2, accuracy 1% min.)
Regulated pressure source 0–5 MPa / 0–50 kp/cm2
(GUMP – 300, RP 50 or equivalent)
C. Tools 19 - 17 Double-ended wrenches

Periodical
E. Procedures
(1) Prepare the test site for check of permissible inaccuracies according to diagram in Fig. 301.
FIG. 301 TESTING AND CHECKING EQUIPMENT DIAGRAM

MA - 4 - Pressure gauge (checked instrument)
T - Checking pressure gauge 0 - 0.6 MPa (0 - 6 kp/cm2) of accuracy 1 % min.
Z - Regulating pressure source
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(2) Connect the checked pressure gauge to the regulated pressure source in the test site..
(3) By means of regulated pressure source through gradual increasing create the required testing
pressure of 0.2, 0.4 MPa (2, 4 kp/cm2 ) in the checked pressure gauge.
According to the testing pressure gauge determine the real pressure values at these points.
On the upper value of measurement on the checked pressure gauge, the pressure must remain
without change for a period of 5 minutes.
After then decrease gradually the pressure to zero (values 4, 2, 0 kp/cm2 on the checked
pressure gauge) and determine the real value of the pressure at the given points of the scale in
the same way as at increasing the pressure. Specify inaccuracies of the pressure gauge
separately for the pressure increase and for the pressure decrease.
Permissible inaccuracies in the pressure indication at the temperature 20°C  5°C must not be
greater than  0.016 MPa ( 0.16 kp/cm2) for each checked value.
(4) Bring the measuring site into the initial status.
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MA 4 PRESSURE GAUGE
1. Removal and installation of MA – 4 pressure gauge

A. Fixture, Test and Support Equipment B 096 690 N equipment for hydraulic system
overpressurization
Ground air source

Hydraulic fluid (AMG 10, AeroShell Fluid 41 or
equivalent)
Blinding capsule (ONL 3996.4 or equivalent) 1 piece
Sealing agent (BU MNPTU 397-51 or equivalent)
Rag
C. Tools 14x17 open-end wrench (CSN 230611.6 or

equivalent)
No. 697 (6x120) screwdriver
Side pliers
Flat pliers

Periodical
E. Procedures
(1) Put B 097 300 N stairs near the left-hand engine nacelle.
(2) By means of the screwdriver No. 697 (6x120) open 4 locks of the left-hand engine nacelle bottom
cover behind fireproof frame. Dismount the cover.
(3) Removal of the pressure gauge.
(a) By means of the hand-operated valve PRESSURE RELEASE, in the proximity of the
pressure gauge, release the air pressure in the main hydraulic tank pressurization system.
(b) Unlock and unscrew the cap nut of the air inlet piping to the pressure gauge and blind it
with 4 ONL 3996.4 blinding capsule.
(c) Loosen bracket for fixing of the pressure gauge by means of screwdriver. Put the
polyethylene blinding capsule onto the pressure gauge branch and lock it with binding wire.
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(d) Pass the pressure gauge in the test room.
CAUTION: DURING TRANSPORT TO TEST ROOM, THE PRESSURE GAUGE MUST

BE PROTECTED AGAINST HUMIDITY, SHOCKS AND MECHANICAL
DAMAGE.
(4) Installation of the pressure gauge.
(a) Make sure that the production number of the pressure gauge returned from the test room
corresponds to the number indicated in the pressure gauge certificate. Dismount blinding
capsule from the pressure gauge branch. Apply a layer of the BU sealing agent to the
branch. Put the pressure gauge in the bracket and fasten it with screws. Unscrew the
blinding capsule from air inlet piping, connect piping, tighten it and lock with wire  0.8 mm.
(b) Connect the ground air source to the branch for connection of the ground source by means
of B 096 690 N equipment intended for the hydraulic system overpressurization and check the
tightness of the hydraulic tank pressurization system according to work procedure
029.13.00.A.
(5) Fit and, by means of 4 screws, fasten the left-hand engine nacelle bottom cover.
Remove B 097 300 N stairs.
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CHAPTER
ICE AND RAIN PROTECTION

MAINTENANCE MANUAL
CHAPTER 30

Section, Section,
Subject Subject
Title page - - 030.10.00 301 May 30/14

List of Effective Pages 1 May 30/14 Servicing 302 May 30/14
2 May 30/14 303 Nov 1/11
3 May 30/14 304 Nov 1/11
4 May 30/14 305 May 31/12
Record of Revisions 1 May 30/14 306 May 30/14
2 May 30/14 307 May 31/12
3 Nov 1/11 308 May 31/12
4 Nov 1/11 309 May 31/12
Record of Temp. Revisions 1 Nov 1/11 310 May 30/14
2 Nov 1/11 311 May 31/12
Contents 1 May 30/14 312 May 31/12
3 May 30/14 402 Nov 1/11
4 May 30/14 403 Nov 1/11
5 May 30/14 404 Nov 1/11
6 May 30/14 Approved Repairs 801 May 31/12
030.00.00 1 Nov 1/11 802 May 30/14
202 Nov 1/11 805 May 31/12
030.10.00 1 Nov 1/11 806 May 31/12
Description and operation 2 Nov 1/11 030.10.01 1 Nov 1/11
4 Nov 1/11 3 Nov 1/11
5 Nov 1/11 4 Nov 1/11
7 Nov 1/11 102 Nov 1/11
8 Nov 1/11

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Section, Section,
Subject Subject
030.10.02 1 Nov 1/11 030.20.00 301 May 30/14

Description and Operation 2 Nov 1/11 Servicing 302 May 30/14
3 Nov 1/11 303 May 30/14
4 Nov 1/11 304 Nov 1/11
Fault Isolation 101 Nov 1/11 Inspection / Check 601 May 30/14
102 Nov 1/11 602 Nov 1/11
030.10.03 1 Nov 1/11 030.20.01 1 Nov 1/11
3 Nov 1/11 030.20.02 1 Nov 1/11
Fault Isolation 101 Nov 1/11 Servicing 301 Nov 1/11
102 Nov 1/11 302 Nov 1/11
030.10.06 1 Nov 1/11 030.20.03 1 Nov 1/11
4 Nov 1/11 302 Nov 1/11
102 Nov 1/11 402 Nov 1/11
030.10.07 1 Nov 1/11 030.30.00 1 May 31/12
030.20.00 1 Nov 1/11 3 Nov 1/11
4 Nov 1/11 302 Nov 1/11
5 May 30/14 030.30.01 1 May 31/12
7 Nov 1/11 Fault Isolation 101 May 31/12
8 Nov 1/11 102 May 31/12
Fault Isolation 101 Nov 1/11 Removal / Installation 401 May 31/12
102 Nov 1/11 402 May 31/12

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Section, Section,
Subject Subject
030.30.02 1 May 31/12 030.42.03 303 May 30/14

Description and Operation 2 May 31/12 Servicing 304 Nov 1/11
Fault Isolation 101 May 31/12 Removal / Installation 401 May 30/14
102 May 31/12 402 Nov 1/11
030.40.00 1 Nov 1/11 3 Nov 1/11
Servicing 301 May 30/14 Fault Isolation 101 Nov 1/11
302 May 30/14 102 Nov 1/11
304 Nov 1/11 302 Nov 1/11
030.41.00 1 May 30/14 030.60.01 1 Apr 5/13
4 Nov 1/11 302 Nov 1/11
102 Nov 1/11 304 Nov 1/11
030.41.01 1 May 30/14 Removal / Installation 401 Nov 1/11
030.41.02 1 Nov 1/11 030.60.02 1 Nov 1/11
102 Nov 1/11 402 Nov 1/11
030.42.01 1 Nov 1/11 403 Nov 1/11
030.42.02 1 Nov 1/11 Approved Repairs 801 Nov 1/11
030.42.03 1 Nov 1/11 030.60.03 1 Nov 1/11

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Chapter, Page Date

Section,
Subject
030.80.00 101 Nov 1/11
Fault Isolation 102 Nov 1/11
030.80.01 1 Nov 1/11
302 Nov 1/11
402 Nov 1/11
030.80.02 1 Nov 1/11
302 Nov 1/11

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CHAPTER 30
RECORD OF REVISIONS

Section,
Subject
8 030-List of 1 to 4 - -
Effective Pages
030-Record of 1 - -
Revisions
030-Contents 1 - -
3 to 6 - -
030.10.00 305 to 312 - 313
- - 314
801 to 806 - 807 to 810
L410UVP-E/145d May 31/12
030.30.00 1 - -
030.30.01 - 1 to 2 -
- 101 to 102 -
- 401 to 402 -
030.30.02 - 1 to 2 -
- 101 to 102 -
- 401 to 402 -
030.60.00 301 - -
9 030-List of 1 to 3 - -
Effective Pages
030-Record of 1 - -
030.20.00 3 - -
030.60.01 1 - -
10 030-List of 1 to 4 - -
Effective Pages
Revisions
L410UVP-E/196d May 30/14
030.10.00 301 to 302 - -
306 - -

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Section,
Subject
10 030.10.00 310 - -
802 to 803 - -
030.10.03 302 - -
030.20.00 3 - -
5 - -
301 to 303 - -
601 - -
030.30.00 301 - -
030.40.00 301 to 303 - - L410UVP-E/196d May 30/14
030.41.00 1 - -
030.41.01 1 to 2 - -
030.42.03 301 to 303 - -
401 - -
030.60.00 301 - -
030.60.02 301 to 302 - -
030.80.01 301 - -
030.80.02 301 - -

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Section,
Subject

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Section,
Subject

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MAINTENANCE MANUAL
CHAPTER 30

Section,
No. Number Revision
EFFECTIVITY: 030-RECORD OF TEMP. REVISIONS

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Section,
No. Number Revision

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CHAPTER 30
CONTENTS

Section,
Subject

General 201
AIRFOIL 030.10.00 1 ALL
General 1
Description 2
Operation 4
Servicing 301
Inspection of the de-icers surfaces 301
Check of the operation of the de-icing control box 302
Check of the operation of the de-icing system of 302
wings and tail unit
Washing of the rubber de-icers of wings and tail 306
unit, inspection of the surface of
de-icers, renewal of the paint
Check of the condition of the compensator in the 310
air distribution system
Inspection of the moisture trap of the airframe 310
deicing system (if installed)
Removing of piping and connecting sections of 401
pneumatic deicing system in the wing center
section
Installation of the piping and connecting sections of 403
the pneumatic deicing in the wing center section
Repairs of rubber de-icers 801
LUN 3294-8 CONTROL BOX 030.10.01 1 ALL
Purpose 1
Technical data 1
Operation 1
Fault Isolation 101
LUN 3295-8 ELECTRONIC TIMER 030.10.02 1 ALL
Purpose 1
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Section,
Subject
Technical data 030.10.02 1
Operation 1
Fault Isolation 101
LUN 6656-8 REDUCTION AIR VALVE 030.10.03 1 ALL
Purpose 1
Technical data 1
Operation 1
LUN 1562-8 AIR PRESSURE TRANSMITTER 030.10.04 1 ALL
Purpose 1
Technical data 1
LUN 2477.01-8 SINGLE SOLENOID AIR VALVE 030.10.05 1 ALL
Purpose 1
Technical data 1
Operation 1
Fault Isolation 101
LUN 2477.02-8 DOUBLE SOLENOID AIR VALVE 030.10.06 1 ALL
Purpose 1
Technical data 1
Operation 1
Fault Isolation 101
RUBBER DEICERS 030.10.07 1 ALL
General 1
AIR INTAKES 030.20.00 1 ALL
General 1
Description 1
Operation 6
Fault Isolation 101
Servicing 301
Check of the free motion of the shut-off cock in the 301
air inlet to the engine
Check of the opening of the by-pass flap in the 301
lower tilting cover under the oil cooler
Check of the signaling system of the by-pass flaps 601
MP-100 MT ELECTROMECHANICAL STRUT 030.20.01 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Check of the MP-100 MT electromechanical strut 301
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Section,
Subject
Removal and installation of the MP-100 MT 401
electromechanical strut
SKP 1 (8) U TERMINAL SWITCH BOX 030.20.02 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Inspection and adjustment of terminal switches 301
UK 1 (8) SHUT-OFF COCK 030.20.03 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Inspection and lubrication of the UK 1 (8) shut-off cock 301
UK 1 (8) Shut-off cock - removing and installing 401
PITOT AND STATIC 030.30.00 1 ALL
General 1
Operation 2
Servicing 301
Check of the operation of heating the pitot tubes, 301
the static pressure heads and ram pressure head
LUN 3215-8 PUSH-BUTTON SWITCH 030.30.01 1 ALL
Purpose 1
Technical description 1
Operation 1
Fault Isolation 101
Replacement of the bulb 401
LUN 3213.02 PUSH-BUTTON SWITCH 030.30.02 1 ALL
Purpose 1
Technical description 1
Operation 1
Fault Isolation 101
Replacement of the bulb 401
WINDSHIELD 030.40.00 1 ALL
General 1
Servicing 301
Check of the operation of the windshield electric heating 301
Check of the correct operation of the TER-1M 301
thermoregulators
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Section,
Subject
INSTALLATION OF HEATED WINDSHIELDS 030.41.00 1 ALL
General 1
Operation 4
Fault Isolation 101
TSK-109 HEATED WINDSHIELD 030.41.01 1 ALL
General 1
SS-3 (8) SIGNALIZATION BOX (D 155) 030.41.02 1 ALL
Purpose 1
Technical data 1
Operation 1
WIPER UNIT INSTALLATION 030.42.00 1 ALL
General 1
Operation 1
Fault Isolation 101
GA-211A.00-4 MECHANICAL UNIT OF WINDSHIELD WIPER 030.42.01 1 ALL
Purpose 1
Technical data 1
Operation 1
GA-171/6 THROTTLE COCK OF THE WIPER 030.42.02 1 ALL
Purpose 1
Technical data 1
Operation 1
SJ 3 (7) WINDSHIELD WIPER 030.42.03 1 ALL
Purpose 1
Servicing 301
Check of the wiper fixing and adjustment 301
Inspection of the protecting coat of wiper levers 301
Check of the operation of wipers 302
Wiper removing 401
Wiper installing 401
PROPELLERS 030.60.00 1 ALL
General 1
Operation 1
Fault Isolation 101
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Section,
Subject
Servicing 030.60.00 301
Check of the operation propellers deicing by 301
inoperative engines
LUN 3193 OR LUN 3193.1 CYCLIC SWITCH 030.60.01 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Check of LUN 3193 or LUN 3193.1 cyclic switch of 301
the propeller deicing
Removing and installing of the cyclic switches 401
LUN 7850 COLLECTOR 030.60.02 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Inspection of the LUN 7850-7 collector and its 301
brushes
Check of the carbon brushes wear of the 301
LUN 7850-7 collector
Removing and installing the LUN 7850 collector 401
Replacement of the collector carbon brushes 801
TKD 103 DOD, TKD 133 DOD CONTACTOR 030.60.03 1 ALL
Purpose 1
Technical data 1
Operation 1
DETECTION 030.80.00 1 ALL
General 1
Operation 1
Fault Isolation 101
LUN 1771.3-8, LUN 1771.4-8 ROTARY ICE DETECTOR 030.80.01 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Inspection of the LUN 1771.3-8 or LUN 1771.4-8 301
rotary ice detector
Check of the operation of the LUN 1771.3-8 or 301
LUN 1771.4-8 rotary ice detector
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Section,
Subject
Removing of the LUN 1771.3-8 or LUN 1771.4-8 401
rotary ice detector
Installation of the LUN 1771.3-8 or LUN 1771.4-8 401
rotary ice detector
SI (7) STATIC ICE DETECTOR 030.80.02 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Inspection of the static ice detector 301
Check of the operation of the heating of the SI (7) 301
static ice detector
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GENERAL
1. General
The following systems have been installed in the aircraft front section as the protection against the ice
formation:
• the pneumatic deicing system for deicing the leading edges of wings and tail unit
• the hot-air heating system of leading edges of the engine air intakes
• the electric heating system of the Pitot tubes, static and ram pressure heads
• the heated front windshield system including the installation of the wiper unit for removal of
hoarfrost, snow, ice and dust from the pilot’s cabin windshields
• the electric heating system of the propeller blades leading edges
• the ice detection and signalization system
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GENERAL
1. General
• corrosion of plug-and-socket connectors, terminals, push-buttons
• wear of attachment holes
• dents
• ruptures
• damage of connector and pipe unit nut threads
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AIRFOIL
1. General
The pneumatic deicing system serves for the ice removal from the leading sections of wings and tail unit.
The function of the deicer is based on the mechanical action of the flexible rubber jacket, which is fixed
to the leading edge of wings and tail unit. In this deicer, there is a series of small cells, and their quick
filling with air causes the fracturing of the ice accretion layer, which in this way is released from the
surface and then removed by means of the air stream.
1. Rubber deicer P 20-1 or 1 inner leading edge of the left wing

Goodrich 29S4D5331-01
2. Rubber deicer P 20-2 or 1 inner leading edge of the right wing
3. Rubber deicer P 25-1 or 1 outer leading edge of the left wing
4. Rubber deicer P 25-2 or 1 outer leading edge of the right wing
5. Rubber deicer P 24-1 or 1 leading edge of the left stabilizer
6. Rubber deicer P 24-2 or 1 leading edge of the right stabilizer
7. Rubber deicer P 26-1 or 1 leading edge of the fin
8. Reduction air valve LUN 6656-8 1 between the 11th and 12th frame
9. Air pressure transmitter LUN 1562-8 1 between the 11th and 12th frame
10. Single solenoid air valve LUN 2477.01-8 1 between the 11th and 12th frame
11. Double solenoid air valve LUN 2477.02-8 1 between the 11th and 12th frame
12. Control box LUN 3294-8 1 right control panel
13. Electronic timer LUN 3295-8 1 inside the pilot’s cabin on the 4th
bulkhead
14. Compensator B 581 050 N 1 between the 11th and 12th frame
(L 410.8810-11)
15. Circuit breaker- AZRGK-5 1 overhead panel
DEICING-AIRFRAME
16. Moisture trap (if installed) --- 1 24th frame
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3. Description
Hot compressed air is taken from the flange of the mixer (27) - see the fig. 1, which is a part of the air
conditioning system (see the chapter 21). On the mixer, there is the connection of the external air
source (29) intended for the deicing test at the engines standstill.
This connection is blinded. Air from the mixture is fed through the compensator (15) and the elbow (21)
to the reduction valve (9).
The plug (22) with 3 outlets is fixed on the reduction valve. Through the first outlet air is fed by the piping
to the air pressure transmitter (10). By means of the next two outlets air is fed through the piping to the
single solenoid valve (11) and to the double solenoid valve (12). With the single solenoid valve in open
position air is fed through the piping to the coupling (26), from which it is fed by the piping to the
deicers (5), (6), (7) mounted on the tail unit.
With the double solenoid valve on, air is fed by means of the T-connections (23) and the piping to the
deicers (1), (2), (3) and (4) installed on the wing. The small plates (30) on individual DEICERS serve as
the conductive interconnection between the conductive surface of the deicers and the wing or the tail unit.
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FIG. 1 LOCATION OF COMPONENTS FOR DEICING THE WING AND TAIL UNIT
(1) Rubber deicer P 20-1 or 29S4D5331-01; (2) Rubber deicer P 20-2 or 29S4D5331-02;
(3) Rubber deicer P 25-1 or 29S4D5331-03; (4) Rubber deicer P 25-2 or 29S4D5331-04;
(5) Rubber deicer P 24-1 or 29S4D5331-05; (6) Rubber deicer P 24-2 or 29S4D5331-06 ;
(7) Rubber deicer P 26-1 or 29S4D5331-07; (8),(9) Reduction air valve LUN 6656-8; (10) Air
pressure transmitter LUN 1562-8; (11) Single solenoid valve LUN 2477.01-8; (12) Double
solenoid valve LUN 2477.02-8; (13) Control box of the airframe deicing LUN 3294-8;
(14) Electronic timer of the airframe deicing LUN 3295-8; (15) Compensator; (16) Circuit
breaker DEICING-AIRFRAME; (17) Bridge; (18) Clamp; (19) Baffle wall; (20) Clamp;
(21) Elbow; (22) Plug; (23) T-connection; (24) Piping; (25) Loop; (26) Coupling; (27) Mixer;
(28) Beam; (29) Connection of the external air source with a blind; (30) Plate; (31) Bracket;
(32) Water separator
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4. Operation
CAUTION: • THE SYSTEM OF THE PNEUMATIC DEICING SHOULD NOT BE TURNED ON AT

THE TEMPERATURES LOWER THAN - 30°C. HOWEVER TO THE TEMPERATURES
OF - 60°C NO DAMAGE OF DEICERS IS CAUSED.
• DEICERS CORRUGATION IS NO DEFECT ON THE CONDITION THAT THEY ARE

SUCKED TOWARD WING CONTOUR IN 5 MINUTES AFTER ENGINE START.
The actuation of the pneumatic deicing system is carried out by turning on the circuit breaker DEICING -
AIRFRAME (16) mounted on the overhead panel.
The main switch is turned to the position ON hence putting the deicing system into operation. 3 bulbs
light up on the control box of the airframe deicing. The selector of the operation is in the position
AUTOM. The cycling is accomplished by help of the electronic timer (14), this switching on separate solenoid
air valves and in this way the air stream is fed to the separate sections of the rubber deicers (sections A, B, C)
and the cells in the deicers are inflated. Upon completing the deicing, the electronic timer sets individual
solenoid air valves so, that the Venturi tube starts operating, this being a part of the solenoid air valves.
The negative pressure appears in the system and the cells in the deicers get flat. This is repeated continuously,
till the main switch on the control box of the airframe deicing does not turn off. The filling of deicers with the
pressure air is checked on the pressure gauge inside the control box. Switching over individual sections
is indicated by the lighting up of the control lights on the control box (always for the relevant section A or
B or C). Cycling can either be speeded up or slowed down by the speed selector FAST-SLOW which is
also mounted on the control box.
The diagram of the work cycle for the automatic control

• the speed selector is in the position FAST
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• the speed selector is in the position SLOW
In case, we don’t want to use the automatic cycling, the operation selector is switched to the position
MANUAL and the cycling is accomplished by switching over individual sections to the position A, B or C.
Even in the case that the system of the pneumatic deicing is not put into operation, it is necessary to turn
on the circuit breaker DEICING-AIRFRAME, mounted on the overhead panel immediately upon starting
the engines.
EFFECTIVITY
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FIG. 2 SYSTEM DIAGRAM OF WINGS AND TAIL UNIT DEICING
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AIRFOIL
SERVICING
1. Inspection of the de-icers surface

A. Fixture, Test and Support Equipment Stairs (e.g. B097343N and B097365N)

Routine, Periodical
E. Procedure
(1) Place the stairs (e.g. B097343N) to the wing and the stairs (e.g. B097365N) to the tail unit.
(2) Check the deicers surface of the glued deicing sections on the leading edges of the wing, stabilizer
and fin for defects listed bellow.
(3) The following defects are not permitted:
• corrosion
• surface contamination of deicers with oil from the engine or by the exhaust gases
• cracks in the deicing sections (the second, brown rubber layer should not be visible)
• peeling of the protective paint
• any releasing of deicers within the edges (the releasing is permitted only at the distance
exceeding 50 mm from the edge)
• releasing of the deicers over the area exceeding 1.5 % of the entire area of the deicers,
whilst only single releasing is permitted on every 30 cm of the length with the greatest
area of 15 sq.cm.
(4) If is deicer freed within the edges, check the area under deicer for corrosion. If necessary
remove corrosion (see work procedure in section 020.20.00) and repair the freed deicer area
(see work procedure in the section 030.10.00)
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2. Check of the operation of the de-icing control box


Routine, Periodical
E. Procedure
(1) Switch on the switches BATTERY I, II on the overhead panel and the circuit breaker
DEICING-AIRFRAME.
(2) Switch the main switch on the LUN 3294-8 control box of the airframe deicing to the position
ON and check, that 3 lighting bulbs on the control box of the airframe deicing light up.
(3) Switch over the selector of the operation selection to the position MANUAL. Switch over the
selector of individual sections to the positions A, B and C. At the same time the relevant control
bulb must light up.
(4) Switch over the main switch to the position OFF on the LUN 3294-8 control box of the airframe
deicing.
(5) Turn off the circuit breaker DEICING-AIRFRAME and the switches BATTERY I, II on the
overhead panel.
3. Check of the operation of the de-icing system of wings and tail unit
A. Fixture, Test and Support Equipment Stairs (e.g. B097343N and B097365N),
Pressure air source with the hose
Stop watch
Vessel with soap water
Sponge
C. Tools Z 37.9110-10 Modified screwdriver

19x22 Open end double ended wrench
(CSN 23 0611.6 or equivalent)

Periodical
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E. Procedure
CAUTION: WHEN CHECKING THE DEICERS ON THE WING WITH THE ENGINE RUNNING,
LET ONLY ONE ENGINE RUN, AND ON THE OPPOSITE SIDE TO THE SIDE OF
CARRYING OUT THE INSPECTION, TO PREVENT ANY INJURY CAUSED BY THE
ROTATING PROPELLER!
(1) Place the B 097 343 N stairs to the wing and the B 097 365 N stairs to the tail unit.
(2) Prepare the source of the pressure air of 0.49 MPa (5 kp/sq.cm.) including the relevant hose.
NOTE: The pressure air source is to be prepared only for the case that the function checking
will not be carried out with the engine running.
(3) Remove the lid of the fairing fuselage-wing. With the help of the 19x22 open-end double-ended
wrench remove the blind of the external pressure air connection and install the hose of the
pressure air source on the connection.
NOTE: Work mentioned in this point is to be carried out only when function checking is
performed by means of the pressure air.
(4) Carry out the inspection of the deicers on the leading edges of the wing and tail unit.
The function checking is to be carried out either with the engine running (see CAUTION)
or upon introducing the pressure air of 0.49 MPa (5 kp/sq.cm.) to the external connection.
The function checking is to be carried out with the heating flap closed.
(5) Switch on the switches BATTERY I, II and the circuit breaker DEICING-AIRFRAME on the
overhead panel.
(6) Switch on the main switch on the control box of the airframe deicing to the position ON.
3 lighting bulbs must light up on the control box.
(7) Switch the selector of the operation mode on the control box to the position MANUAL.
(8) Turn on gradually individual sections on the control box by switching over the selectors to the
positions A, B, C and check that the relevant control lights up near the switches.
At the same time the other technician checks if the cells of the relevant section are being filled
and discharged and if no air is leaking from any cell (see CAUTION).
The faults of deicers are checked:
• by visual method
• by hearing
• by touching (with hand)
• by soap water
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NOTE: The switch of the mode is switched over to the position MANUAL.
The air leakages from the deicers cells are not allowed.
Deicers corrugation - It is not considered to be a defect on condition that they are sucked towards
wing contour in 5 minutes after engine start.
(9) On the control box, switch over the switch of the operation mode to the position AUTOM and
check the duration of one cycle when switching from position SLOW to FAST.
The duration of a normal cycle must correspond to the response in diagram.
The diagram of the work cycle with the automatic control:
• the speed selector is in the position FAST:
• the speed selector is in the position SLOW:
NOTE: The time tolerance of the indication is ± 10%.
Individual cycles repeat permanently.
(10) After checking the function, turn the main switch (7) on the control box to the position OFF.
(11) Turn the circuit breakers DEICING-AIRFRAME and the BATTERY I, II switches on the overhead
panel to the position OFF.
(12) Disconnect the hose of the pressure air source and by means of the 19x22 open-end double-
ended wrench install the blind of the external pressure air connection.
Fix the lid of the fairing fuselage-wing.
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NOTE: Work listed in this point is to be carried out only when the function checking is
performed by means of the pressure air.
(13) Remove the pressure air source, including the relevant hose.
NOTE: The pressure air source is to be removed only when the function checking has not been
carried out with the engine running.
(14) Take away the B 097 343 N stairs and the B 097 365 N stairs.
FIG. 301 LUN 3294-8 CONTROL BOX OF THE AIRFRAME DEICING

(1) Main switch; (2) Fuses; (3) Selector AUTOM.-MANUAL; (4) Signaling bulbs; (5) Lighting
bulbs; (6) Pressure indicator; (7) Check push-button; (8) Selector of the cycle duration;
(9) Manual control of valves
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4. Washing of the rubber de-icers of wings and tail unit, inspection of the surface of
de-icers, renewal of the paint
A. Fixture, Test and Support Equipment Stairs (e.g. B097300N, B097343N and B097365N),
L 410.9682 Service car
B. Materials Mild soap
Clean swabs
B-70 or CSN 65 6541 A petrol or NEFRAS or
equivalent
Water (pure)
AgeMaster No. 1 (P/N 74-451-127)Rubber
preservative for neoprene de-icers
ShineMaster treatment (P/N 74-451-178)
cosmetic coating
ShineMaster Prep cleaner (P/N 74-451-179) is
used to clean de-icer for ShineMaster application
ICEXII ice adhesion inhibitor
P/N 74-451-L resurfacing kit (if neccessary)
Isopropyl alcohol
Emery paper No. 00
C. Tools 14/50 Brush with fine hair (CSN 23 3712 or

equivalent) or spraying gun

Periodical
E. Procedure
(1) Place the B 097 300 N, B 097 343 N stairs to the wing and the B 097 365 N stairs to the tail unit.
(2) Check carefully the surface of the deicers with the due regard to the cracks resulting from the
rubber aging.
The following defects are not permitted on the surface of the deicers:
deep scratches, cracks, blisters (indications of the inner releasing).
Such defects are to be removed according to the work procedure for repairing the rubber deicers
enclosed in this section (See section "Approved repairs" for application instructions).
Fine surface cracks appearing on the rubber surface due to the rubber aging, provided they are
not frequent and are not deep, are harmless. The deicers are to be put out of operation only if
the following defects appear:
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• cracks in great number and to the depth exceeding 0.5 mm
• if large blisters appear on the surface
• if the number of places to be repaired is too high
(3) The following de-icer care products are approved for pneumatic de-icers. The de-icer care
products may be used on new de-icers or de-icers repaired with Goodrich repair kits
P/N 74-451-AA (See section "Approved repairs" for application instructions):
(a) AgeMaster No. 1 (P/N 74-451-127) is a rubber preservative for neoprene de-icers only
that protects against weathering, ozone and ultraviolet rays.
Apply AgeMaster No. 1 every 6 months. (See Step (4) for application instructions.)
(b) ShineMaster treatment (P/N 74-451-178) is a cosmetic coating that provides high luster
shine. ShineMaster Prep cleaner (P/N 74-451-179) is used to clean de-icer for
ShineMaster application, and remove residual ShineMaster before reapplication.
Application interval for ShineMaster depends on operating environment - 2 or 3 times per
year is typical. (See Step (5) for application instructions.)
(c) ICEXII is an ice adhesion inhibitor that enhances de-icer performance by lowering
adhesion strength between ice and de-icer surface. During icing season, apply ICEXII
every 50 flight hours. (See Step (6) for application instructions.)
NOTE: AgeMaster No. 1, ShineMaster products and ICEX II can be used in

combination.
See steps below for application instructions.
(d) P/N 74-451-L resurfacing kit provides an oil resistant urethane coating. The ”L” Kit can
refurbish weathered de-icers to extend service life, or provide oil resistance to newly
installed de-icers. (See section "Approved repairs" for application instructions.)
(4) AgeMaster No. 1 (P/N 74-451-127) Application
WARNING: AGEMASTERNO. 1 CONTAINS PETROLEUM DISTILLATES. HARMFUL OR

FATAL IF SWALLOWED. IF SWALLOWED, DO NOT INDUCE VOMITING; SEE
PHYSICIAN IMMEDIATELY. KEEP AWAY FROM OPEN FLAME. VAPORS
MAY IGNITE CAUSING FLASH FIRE OR EXPLOSION. DO NOT APPLY BY
SPRAYING. USE WITH ADEQUATE VENTILATION. AVOID PROLONGED
BREATHING OF VAPOR. IF DIZZINESS OR NAUSEA OCCURS, OBTAIN
FRESH AIR. AVOID CONTACT WITH SKIN AND EYES. IF EYE CONTACT
OCCURS, FLUSH EYES WITH WATER FOR 15 MINUTES, THEN SEE
PHYSICIAN. IF SKIN CONTACT OCCURS, WASH THOROUGHLY WITH SOAP
AND WATER. EMPTY CONTAINERS MAY CONTAIN FLAMMABLE OR
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MAINTENANCE MANUAL
EXPLOSIVE RESIDUAL VAPORS. SEE MSDS FOR ADDITIONAL SAFETY

INFORMATION.
CAUTION: AGEMASTERNO.1 STAINS SKIN, CLOTHING AND OTHER SURFACES.

WEAR PLASTIC OR RUBBER GLOVES WHEN USING. PROTECT
SURROUNDING AREAS. USE WATERLESS HAND CLEANER TO REMOVE
STAINING. NOT SUITABLE FOR USE ON ESTANE DE-ICERS AS IT WILL
NOT BE ABSORBED BY DE-ICER, CAUSING RUN BACK AND STAINING ON
AIRCRAFT SURFACE.
NOTE: AgeMaster No. 1 can be applied to neoprene de-icers that have been repaired
with P/N 74-451-AA patch kit however, it is recommended that excess
AgeMaster No. 1 be wiped off the repair material surfaces, as it will not be
absorbed.
(a) One quart covers 90 square feet of de-icer, following these directions.
(b) Store in cool, well-ventilated place. Keep container closed tightly when not in use.
(c) Thoroughly clean de-icer surface with mild soap and water. Rinse with clean water and let
dry.
(d) Use isopropyl alcohol to remove substances that cannot be removed with soap and water.
Repeat Step (c).
(e) Wipe one even coat of AgeMasterNo. 1 on de-icer surface with lint free cloth. Coat deicer
surface completely and evenly for best results and appearance. Let dry 5-10 minutes. Dry
time may vary due to temperature and humidity conditions.
(f) Repeat Step (e) so that three even coats have been applied with 5-10 minutes dry time
between each coat.
(g) Let dry 24 hours before flying aircraft or applying ICEXII or ShineMaster products.
(5) ShineMaster Application
NOTE: ShineMaster products can be applied to de-icers that have been repaired with
P/N 74-451-AA patch repair kit.
NOTE: ShineMaster cosmetic treatment should not be heavily applied or allowed to build-up
on de-icer edges, as it may appear cracked and is very difficult to remove when
reapplication is desired.
(a) Clean de-icer surface with ShineMaster Prep cleaner to remove dirt, grease, oil, silicone
products and other contamination. Previous applications of ShineMaster treatment must
be removed before reapplication to avoid dulling or product build-up.
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(b) Apply light, even coat of ShineMaster cosmetic treatment to de-icer with clean lint-free
cloth wiping in one direction. Let dry to touch - about 5-15 minutes.
(c) Repeat Step (b) once or twice to obtain desired shine.
(6) ICEXII Application
NOTE: ICEXII can be applied to de-icers that have been repaired with P/N 74-451-AA
patch repair kit.
NOTE: If ICEXII is applied too heavily, result can be sticky surface that collects dust and
dirt, reducing efficiency of ICEXII. Residue should be completely removed before
reapplication.
(a) Clean de-icer surface using mild soap and water.
(b) Rinse with clean water and let dry.
(c) Clean with isopropyl alcohol to remove substances not removed with soap and water.
(d) Repeat Steps (a) & (b).
(e) Apply ICEXII with clean cloth or pad. Apply lightly and wipe in single continuous back and
forth motion spanwise on de-icer.
(7) Application of AgeMasterNo. 1, ShineMaster Products and ICEXII in Combination:
AgeMasterNo. 1, ShineMaster and ICEXII are specifically designed to use together to

provide maximum de-icer care, appearance and performance.
(a) Clean de-icer surface to remove previous coatings, dirt, grease, oil and other
contamination. ShineMaster Prep cleaner should be used to remove
ShineMaster treatment.
(b) Apply AgeMasterNo. 1 and let dry at least 24 hours.
(c) Apply ShineMaster cosmetic treatment and let dry to touch.
(d) Apply ICEXII.
(e) ICEXII may be removed with alcohol or warm, soapy water, then reapplied without
affecting ShineMaster cosmetic treatment.
(f) ICEXII and/or ShineMaster cosmetic treatment can be removed without affecting
AgeMasterNo. 1.
(g) ICEXII and/or ShineMaster cosmetic treatment must be removed before reapplying
AgeMasterNo. 1.
(9) Remove the B 097 300 N, B 097 343 N and B 097 365 N stairs.
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NOTE: For more information see "Installation, Maintenance and Repair Manual of Black
standard pneumatic de-icers - Goodrich De-icing and specialty systems - ATA 30-10-31,
from July 21, 2003" or later issue.
5. Check of the condition of the compensator in the air distribution system

L 410.9362, L 410.9361 carpet
C. Tools 4.5x150 Screwdriver (No. 713 or equivalent)

Periodical
E. Procedure
(1) Place the stairs (e.g. B097365N) to the wing.
(2) Unfold the L 410.9362, L 410.9361 carpet on the wing.
(3) Remove the upper front fairing wing-fuselage according to the work procedure listed in the
chapter 53.
(4) Inspect and by means of light pressing check the compensator at the point of the inlet into
the fuselage.
cracks or other deformations on the compensator.
(5) Fix on the upper front fairing wing-fuselage according to the work procedure listed in the
chapter 53.
(6) Take away the stairs.
6. Inspection of the moisture trap of the airframe deicing system (if installed)

Periodical
E. Procedure
(1) Detach the cover for access (or toilet) behind the 21st frame in the rear baggage compartment
(if installed).
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(2) Inspect the moisture trap in the airframe deicing system located at the 24th frame.
(3) It is required that there is no condensate in the moisture trap.
CAUTION: IF THE MOISTURE TRAP HAS BEEN REMOVED IT IS NECESSARY TO

CHECK IT FOR TIGHTNESS AFTER IT WAS REINSTALLED. BE CAREFUL
TO FIT THE TRAP PROPERLY.
(4) Assembly the cover (or toilet) in the rear baggage compartment (if installed).
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AIRFOIL
1. Removing of piping and connecting sections of pneumatic deicing system in the wing
center section
A. Fixture, Test and Support Equipment Assembly bench
C. Tools Spanners and screwdrivers of required sizes

from the tool set
E. Procedure
CAUTION: WHEN REMOVING SECTIONS OF THE PNEUMATIC DEICING, THE CIRCUIT

BREAKER “DEICING-AIRFRAME” MOUNTED ON THE OVERHEAD PANEL MUST
BE SWITCHED OFF. WHEN REMOVING THE PIPING FROM THE FAIRING USE
TWO SPANNERS TO AVOID TRANSFER OF THE TORSIONAL FORCES.
(1) Remove the upper lid of the fairing wing-fuselage by means of a screwdriver.
(2) Release gradually the pipe units and remove the piping (1) (2), (3), (4), (5), (6) and the elbow (7),
distributor (8), the T-couplings (9), (10) and the piping (11) - see the Fig. 401.
(3) Disconnected sections are to be protected with the help of the polyethylene sheet against the
penetration of impurities.
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FIG. 401 PIPING AND CONNECTING SECTIONS OF THE PNEUMATIC DEICING IN THE
WINGCENTER SECTION
(1) to (6) Piping; (7) Elbow; (8) Distributor; (9), (10) T-coupling; (11) Piping; (12) Sleeve;
(13) Compensator; (14) Flange
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2. Installation of the piping and connecting sections of the pneumatic deicing in the wing
center section
B. Materials HILOMAR SQ 32/H Sealing bonding agent

∅ 0.8 mm Binding wire (11 343.0, CSN 42 6403 or
equivalent)
C. Tools Spanners and screwdrivers of required sizes from

the tool set
E. Procedure
CAUTION: WHEN INSTALLING SECTIONS OF THE PNEUMATIC DEICING THE CIRCUIT

BREAKER “DEICING-AIRFRAME” LOCATED ON THE OVERHEAD PANEL MUST BE
SWITCHED OFF. WHEN INSTALLING THE PIPING ON THE TRANSITION COUPLINGS
USE TWO SPANNERS TO AVOID TRANSFER OF TORSIONAL FORCES.
(1) Pipes (1) to (6) and (11), the elbow (7), the distributor (8) T-couplings (9) and (10) are to be
deblinded gradually and blown through- see fig. 401. Threads and seating areas are to
be cleaned thoroughly.
(2) Install then the distributor (8), the pipes (1), (2), (11). Then connect the T-coupling (9) and (10)
and the pipes (3), (5), (4), (6) and the elbow (7).
NOTE: Before installing, coat the threaded section of the pipe unit with the sealing bonding
agent HILOMAR SQ 32/H.
(3) After the installation, lock the cap nuts with the binding wire ∅ 0.8 mm.
(4) Install the upper lid of the fairing wing-fuselage.
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AIRFOIL
APPROVED REPAIRS
1. Repairs of rubber de-icers

B. Materials Mild soap and hot water,

P/N 74-451-AA (Order No. 9521 3005) universal
patch kit to repair air leaks,
P/N 74-451-L resurfacing kit (if neccessary),
Methyl-ethyl-ketone (MEK)
Toluen or alcohol,
Scotch Brite fine grade abrasive material or
equivalent,
Medium grit emery cloth or equivalent
C. Tools L 410.9631 Rubber roller (6451)

Necessary tool from the tool kit
E. Procedure
CAUTION: REPAIRS OF RUBBER DEICERS MUST BE CARRIED OUT AT THE WORK SITE
WITH THE MIN. TEMPERATURE OF 16°C AND THE RELATIVE AIR HUMIDITY OF
MAX. 75 %. IF REPAIRS ARE CARRIED OUT OUTDOOR THEN THEY MUST BE
MADE UNDER A CANVAS SHED WITH NO RAIN AND WIND WHILST OBEYING
THE ABOVE MENTIONED CONDITIONS.
(1) Repairable Damage (Ref. Figure 501)
(a) General Guidelines
• Repair air leaks immediately to maintain optimal de-icer performance.
• It is not mandatory to repair damage that does not leak air.
• Largest allowable patch repair is 5" X 10".
• Patch repair must extend beyond damaged area at least 1/2" in all directions.
• Standard patch sizes can be trimmed for small areas of damage, so long as patch
extends at least 1/2" beyond damage in all directions.
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(b) Surface Damage
• It is not mandatory to repair surface damage that does not leak air. If repair is desired,
use P/N 74-451-AA patch repair kit.
• Surface damage that leaks air, but does not cut inflatable tube fabric, and does not
exceed 4” X 9” should be repaired with P/N 74-451-AA patch kit.
(c) Damage to Inflatable Tube Area
• Use P/N 74-451-AA patch kit to repair cuts, tears or ruptures that leak air but do not cut
inflatable tube fabric, and do not exceed 4” X 9”.
(d) Damage to Non-Inflatable Area
• Use P/N 74-451-AA patch kit to repair cuts, tears or ruptures that do not exceed 4” X 9”.
• Surface ply peeling can be repaired by trimming away loose surface material, and
applying the 74-451-AA patch repair.
FIG. 501 CROSS SECTION OF PNEUMATIC DE-ICER
(2) 74-451-AA Patch Kit Application
CAUTION: PATCH ADHESION IS TEMPERATURE SENSITIVE. IF TEMPERATURE IS

UNDER 50°F (10°C), WARM DE-ICER SURFACE PRIOR TO APPLYING
PRIMER, AND WARM INSTALLED PATCH WHILE DRYING. TO WARM,
HOLD PLASTIC BAG FILLED WITH HOT WATER ON DE-ICER SURFACE,
AND ON INSTALLED PATCH. IF SURFACE AND INSTALLED PATCH ARE
NOT WARMED, PATCH MAY NOT ADHERE.
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CAUTION: PATCHES HAVE A ONE-WAY STRETCH ACROSS WIDTH OF PATCH SO

PATCH CAN STRETCH WHEN DE-ICER INFLATES. PATCH MUST BE
INSTALLED WITH LENGTH PARALLEL TO DE-ICER TUBES.
FAILURE TO DO SO MAY RESULT IN PATCH LIFTING WHEN DE-ICER
INFLATES.
(a) General
• Standard patch sizes can be trimmed to accommodate small areas of damage, so long as
patch covers at least 1/2" beyond damaged area. Mark stretch direction on patch before
trimming, so trimmed patch is installed with stretch in same direction as tube inflation.
• Kit contents: (Individual components can be purchased separately.)
- 1 lot of 30 small patches
- 1 lot of 30 medium patches
- 1 lot of 10 large patches
- Primer pen applicator
- 1 buffing shield
- Emery cloth
• Additionally, primer packaged in a lot of 30 crush tubes (Goodrich P/N 74-451-190) or

FASTboot Primer (Goodrich P/N 74-451-206) can be purchased separately.
(b) Patch Application
CAUTION: PREPARATION OF DE-ICER SURFACE TO BE PATCHED IS CRUCIAL

FOR GOOD PATCH ADHESION. FAILURE TO REMOVE, SHINEMASTER
COSMETIC TREATMENT, WAX, GREASE, OIL, ICEX II, AND OTHER
CONTAMINANTS COMPLETELY CAN RESULT IN POOR PATCH
ADHESION.
• Clean de-icer surface to be patched with detergent and hot water, using lint free cloths
to remove dirt, grease and cosmetic coatings. Repeat until oil and silicone
contamination is removed.
• Use buffing shield or patch as template to outline damaged area. Buff de-icer surface
with medium grit emery cloth or equivalent.
• Wipe de-icer surface with cloth dampened with Toluene or alcohol and let dry.
• Apply one coat of primer to de-icer surface. Let dry to touch (5-10 min.).
• Remove paper backing from patch and press patch on primed de-icer surface.
Roll with rubber roller.
• Let dry 30 minutes before inflating de-icer.
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(c) Patch refurbishment
• To replace loose or damaged patch, remove old patch by peeling off de-icer.
• Remove adhesive remaining on de-icer with Scotch Brite soaked in alcohol.
• Install new patch.
(3) 74-451-L Resurfacing Kit Application
NOTE: P/N 74-451-L Kit is used to repair surface damage not leaking air.
(a) 74-451-L kit covers 40-50 square feet of de-icer surface.
(b) Kit contents:
• 1 quart primer coat
• 1 quart protection coat
• 4 ounces accelerator
(c) Procedure
Wash de-icer surface with mild soap and warm water to remove contamination.
(d) Remove ShineMaster cosmetic treatment with ShineMaster Prep cleaner.
(e) Lightly sand surface with Scotch Brite fine grade abrasive material or equivalent.
(f) Clean surface with clear water and dry with lint free cloths to remove soap residue and
loose particles raised from sanding.
CAUTION: DO NOT USE MEK ON ESTANE SURFACE DE-ICERS AS MEK WILL

ATTACK ESTANE.
(g) Wipe surface twice with cleaning solvent. Use MEK or Toluene on neoprene deicers; use
Toluene on Estane de-icers.
(h) Apply masking tape to leading edge against edges of de-icer.
(i) For Estane de-icers, skip to Step (j).
For neoprene de-icers only:
• Mix primer coat with 2 ounces of accelerator.
• Apply one even coat of primer mixture to de-icer surface. Brush perpendicular to de-
icer tubes using short strokes in one direction for smooth finish. Let dry 30 minutes.
(j) For Estane de-icers, use protective coat alone.
For neoprene de-icers, mix protective coat with 2 ounces accelerator.
(k) Apply one even protective coat. If desired, second protective coat may be applied within
15 minutes to one hour of first coat.
(l) Remove masking tape as application is made, about every 3 feet.
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(m) Aircraft may be flown and de-icer inflated after 4 hours dry time.
(n) Do not use AgeMaster No. 1 after 74-451-L kit application.
(o) De-icers coated with 74-451-L kit may be repaired with 74-451-AA patch kit.
NOTE: Please note before applying the second application the deicer must be clean from the
material from the first application, therefore Goodrich does not recommend applying
the P/N 74-451-L Kit more than twice.
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LUN 3294-8 CONTROL BOX

1. Purpose
The control box of the airframe deicing in combination with the LUN 3295-8 electronic timer of the
airframe deicing, the LUN 2477.01-8 single solenoid air valve, the LUN 2477.02-8 double solenoid air
valve and the LUN 1562-8 air pressure transmitter is intended for controlling all functions and for the
pressure measurements of the pneumatic deicing system.
2. Technical data
Normal supply voltage 24 – 29 V
Emergency supply voltage 18 – 31 V
Max. current consumption 4A
3. Operation
The control box is actuated by switching of the main switch to the position ON. Upon switching on, the
inscriptions and the aircraft outline illuminate on the front panel. The control box enables the following
functions of the pneumatic deicing system:
• the mode of operation - automatic or manual
• the selection of the cycle duration - slow or fast (in the automatic operation only)
• pressure measurements in the system
• protection of the output circuit of the electronic timer
• signaling of the deicing system function
• inspection of the signal bulbs
The operation type is selected by means of the operation mode selector see Fig. 1. In the position
AUTOM., the supply voltage is fed to the timer and the entire cycle takes place on its output, the period
of the cycle being dependent on the selection of the cycle duration. The cycle duration of the valves
closing is 60 sec. in the position FAST and 180 sec in the position SLOW.
With the manual operation the valves are controlled directly by means of switches with the central
arrestment. As in manual as in automatic operation the function of valves is indicated by means of the bulbs.
The pressure indicator with the ratio system connected to the LUN 1562-8 air pressure transmitter
measures the pressure in the pneumatic deicing system. The F1, F2 and F3 fuses protect the output
circuits of the timer for the case of a short circuit in the supply to the valve or in the valve itself.
The TEST ABC push-button serves for checking signal bulbs.
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FIG. 1 LUN 3294-8 CONTROL BOX OF THE AIRFRAME DEICING

(1) Main switch; (2) Fuses; (3) Selector AUTOM.-MANUAL; (4) Check bulbs; (5) Illuminating
bulbs; (6) Pressure indicator; (7) Check push-button; (8) Selector of the cycle duration;
(9) Manual control of valves
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FIG. 2 WIRING DIAGRAM OF THE AIRFOIL DEICING CONTROL BOX LUN 3294-8
(Po 1),(Po 2),(Po 3) Fuses; (M) Pressure indicator; (P1) Main switch; (P2) Cycle duration selector;
(P3),(P4) Selector AUTOM.-MANUAL; (P5),(P6) Selector; (Z1),(Z2),(Z3) Illuminating bulbs;
(ZA),(ZB),(ZC) Check bulbs; (TL1) Check push-button
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FUNCTION OF SELECTORS P5, P6

With the position P3 and P4 MANUAL
Position Connected contacts Selector

A 1-2 P5
B 1-3 P5
C 1-2 P5
WIRING DIAGRAM SHOWN IN THE ON POSITION - AUTOMATIC OPERATION
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LUN 3294-8 CONTROL BOX

FAULT ISOLATION

1. When switching on the main a) Defective main switch a) Replace the control box
switch, the control box does not
show any function
b) No 27V supply voltage fed to the b) Repair the defect outside the
control box control box
2. When switching on, the inscription One or several bulbs or the bulb Replace the bulbs or the bulb holder
on the panel is not illuminated holder defective
sufficiently or is not illuminated at
all
3. When pressing the TEST ABC a) Some of the bulbs defective a) Replace the bulb
push-button, some of the check
bulbs not lighting
b) Defective push-button b) Replace the control box
4. One or both solenoid air valves a) Defective selector AUTOM.- a) Replace the control box
cannot be controlled neither MANUAL
manually nor automatically
b) One of the fuses is defective b) Replace the fuse
c) Defective solenoid air valve c) Replace the solenoid air valve
5. Solenoid air valves cannot be a) Defective selector AUTOM.- a) Replace the control box
controlled manually MANUAL or the switch with the
central arrestment
6. Solenoid air valves can only be a) Defective selector AUTOM.- a) Replace the control box
controlled automatically MANUAL
b) Defective electronic timer of the b) Replace the electronic timer of
airframe deicing the airframe deicing
7. Solenoid air valves are not a) Defective selector SLOW-FAST a) Replace the control box
operating within the SLOW cycle
duration
airfoil deicing the airfoil deicing
8. Solenoid air valves are not a) Defective selector SLOW-FAST a) Replace the control box
operating within the FAST cycle
duration
airframe deicing the airframe deicing
9. Pressure indicator on the control a) Defective indicator a) Replace the control box
box shows zero deviation
b) The indicator not receiving b) Correct the defect outside the
electric signal control box
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LUN 3295-8 ELECTRONIC TIMER

1. Purpose
The LUN 3295-8 electronic timer of the airframe deicing is a device, which in exactly defined time
intervals controls the single and the double electromagnetic air valve of the pneumatic deicing system.
2. Technical data
Normal supply voltage 24 - 29.4 V
Maximum current consumption 3A
Pulse duration 5 ± 0.5 sec.
Cycle duration „FAST“ 60 ± 6 sec.
Cycle duration „SLOW“ 180 ± 18 sec.
Output voltage 25.5 - 27 V
3. Operation
This instrument is not provided with any controllers. It is actuated by feeding the supply voltage of 27 V
from the LUN 3294-8 control box of the airframe deicing after switching on the main switch on the control
box, whilst the selector of the operation mode must be in the position AUTOM.
The duration of the operational cycle is determined by the position of the cycle duration selector
(FAST-SLOW) on the control box.
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FIG. 1 WIRING DIAGRAM – BASIC 1st LAY-OUT
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FIG. 2 WIRING DIAGRAM - BASIC 2nd LAY-OUT
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FIG. 3 WIRING DIAGRAM – BASIC 3rd LAY-OUT
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LUN 3295-8 ELECTRONIC TIMER

FAULT ISOLATION

1. There is the zero voltage on the a) Broken supply wire Replace the LUN 3295-8
outputs „1“, „2“, and „3“ electronic timer
b) Defect in the timing circuits
c) Defective oscillator
2. There is the +27 V constant voltage Defective excitation circuit or one of Replace the LUN 3295-8
on some outputs „1“, „2“, „3“ the transistors, defect in the timing electronic timer
circuits
3. The timer does not respond to the Defective transistor, defect in the Replace the LUN 3295-8
switching over of FAST-SLOW timing circuits electronic timer
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LUN 6656-8 REDUCTION AIR VALVE

1. Purpose
The LUN 6656-8 reduction air valve is designed for the reduction of the inlet pressure and for
maintaining the outlet air pressure within the given range.
2. Technical data
Max. inlet pressure 0.55 MPa
Outlet pressure at the flow rate of 135 cu.dm./min. 0.12 - 0.13 MPa
Opening pressure of the safety valve inside the outlet branch 0.14 - 0.15 MPa
3. Operation
The outlet reduced pressure acts on the diaphragm (1) and at the same time is fed to the bore in the
gate valve (2) to its from face. In case of the pressure raise inside the outlet space of the valve, the
diaphragm (1) and the gate valve (2) start moving against the spring. In this way throttling is
accomplished of the fed air by the distance reduction of the gate valve against the body.
If the pressure value is reduced, the diaphragm (1) with the gate valve (2) drops down and hence the air
supply is increased. Upon achieving the equilibrium position, the outlet air pressure is maintained by this
mechanism within the given range.
If let output pressure acting on the valve surface (7) against the spring (8) exceeds the set up value,
the valve (7) is lifted from the seat (6) and air escapes to the atmosphere.
NOTE: When mounting the valve, maintain the flow direction according to the indicated arrow.
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FIG. 1 LUN 6656-8 REDUCTION AIR VALVE

(1) Diaphragm; (2) Gate valve; (3) Spring; (4) Regulating screw with washer; (5) Cage;
(6) Seat; (7) Valve; (8) Spring; (9) Adjusting screw
a - flow direction
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LUN 1562-8 AIR PRESSURE TRANSMITTER

1. Purpose
The LUN 1562-8 air pressure transmitter serves for the remote pressure sensing. The pressure is
indicated electrically on the pressure indicator mounted on the LUN 3294-8 control box.
2. Technical data
Measuring range 0 - 0.3 MPa (0 - 3 kp/sq.cm.)
Operating range 0.04 - 0.24 MPa (0.4 - 2.4 kp/sq.cm.)
Maximum current consumption 0.1 A
Voltage operating range 24 - 29.4 V
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LUN 2477.01-8 SINGLE SOLENOID AIR VALVE

1. Purpose
The LUN 2477.01-8 single solenoid air valve is intended for the connection of the overpressure or
underpressure circuit of the pneumatic deicing to the chambers of deicers.
2. Technical data
Maximum supply voltage 38 V
Minimum supply voltage under normal condition 17 V
Resistance of the electromagnet winding 18.5 Ω ± 1 Ω
Under pressure (10 km height) 26.6 kPa
Closing rate (number of closing per hour) 60
Load factor 10 %
3. Operation
The function of the solenoid air valve is based on the principle of a servovalve (see the Fig. 2).
The electromagnet (1) causes the displacement of the core (2) of the electromagnet, this core controls
the gate valve (3) of the air distributor. By displacing the gate valve, individual channels open or close,
through which the overpressure air is fed.
At the standstill condition of the electromagnet, air passes through the inlet port (4) interconnected to the
port of the Venturi tube (5) into the space below the seat sealing and through the channel via the gate
valve of the servosystem under the diaphragm (6).
The spring (7) and the air pressure on the diaphragm, which is firmly connected by means of a shaft to
the sealing, presses the sealing toward the seat hence closing the air passage to the outlet port leading
to the chambers of the rubber deicers. In the remaining spaces of the solenoid valve there appears the
underpressure formed by the Venturi tube, this underpressure keeping the chambers of the rubber
deicers in flat state.
Upon switching on the current to the solenoid (see the Fig. 3), the core of the servosystem gate valve is
displaced to the other extreme position. Air penetrates through the free channels above the diaphragm,
the space below the diaphragm is exhausted via the second channel and the overpressure displaces the
sealing to the opposite seat. In this way the exhaust of the Venturi tube is closed and at the same time
opens the air passage to the outlet port (8) and the chambers of the rubber deicers are inflated.
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Upon switching off the current to the solenoid, the spring (9) returns the gate valve back to the initial rest
position, air passes through the channels under the diaphragm and the air pressure, acting together with
the spring on the diaphragm, moves the sealing to the initial position on the seat. The air passage to the
outlet port closes and the air from the chambers of the rubber deicers escapes in the larger amount
through the non-return flap (10) with the spring (11) through the ports in the cover (12) into the
atmosphere. The air residue is sucked by the Venturi tube, through which air flows permanently from the
inlet port.
FIG. 1 LUN 2477.01-8 SINGLE SOLENOID AIR VALVE

(1) Body; (2) Neck for the connection to the pressure circuit; (3) Neck for the piping connection
to the chambers of the deicers; (4) Neck of the air outlet from Venturi tube; (5) Plug; (6) Lid
a - air inlet
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FIG. 2 FUNCTION DIAGRAM OF THE SOLENOID VALVE WITH ELECTRIC CURRENT OFF
(ELECTROMAGNET DEENERGIZED)
Venturi tube not shown
The chamber of the rubber deicer is underpressured
underpressure air
overpressure air
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FIG. 3 FUNCTION DIAGRAM OF THE SOLENOID VALVE WITH ELECTRIC CURRENT ON

(ELECTROMAGNET ON)
Venturi tube not shown
The chamber of the rubber deicer is inflated
underpressure air
overpresssure air
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LUN 2477.01-8 SINGLE SOLENOID AIR VALVE

FAULT ISOLATION

1. Electromagnet is not closing - no a) Broken coil winding a) Replace the LUN 2477.01-8
current consumption. solenoid air valve
No function of the electromagnetic
air valve - it is not releasing air into
the deicing chambers
b) Broken wire to the connector pin b) Repair the broken supply lead
c) No voltage supplied c) Replace the fuse
2. Electromagnet closing - the core is Coarse impurities in the distribution Replace the LUN 2477.01-8
not moving the gate valve. insert in the gate valve-scouring solenoid air valve
The valve is not relieving air
3. Electromagnet closing - the core Choked channels of the Replace the LUN 2477.01-8
moving the gate valve, the valve is servosystem solenoid air valve
not relieving air
4. Electromagnet closing - valve is a) Impurities on the seat sealings Replace the LUN 2477.01-8
relieving air with lower pressure solenoid air valve
- large escape b) Partially ripped diaphragm
- leakage c) Distorted sealing
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LUN 2477.02-8 DOUBLE SOLENOID AIR VALVE

1. Purpose
The LUN 2477.02-8 double solenoid air valve is intended for a connection of the overpressure or
underpressure circuit of the pneumatic deicing to the chambers of the rubber deicers.
2. Technical data
Maximum supply voltage 33 V
Minimum supply voltage under normal conditions 17 V
Resistance of the electromagnet winding 18.5 Ω ± 1 Ω
Under pressure (10 km height) 26.6 kPa
Closing rate (number of closing per hour) 60
Load factor (relative closing time) 10 %
3. Operation
The function of the double solenoid valve is based on the principle of a servovalve (see the Fig. 2).
The electromagnet causes the displacement of the core (2) of the electromagnet, this core controls the
gate valve (3) of the air distributor. By displacing the gate valve, individual channels are opened or
closed, through which the overpressure air is supplied.
At the electromagnet standstill, the air passes through the port (4) which is interconnected to the port of
the Venturi tube (5) to the space below the seat sealing and through the channel via the gate valve of the
servosystem the diaphragm (6).
The spring (7) and the air pressure on the diaphragm, which is firmly connected by the shaft with the
sealing, press the sealing toward the seat hence closing the air passage to the outlet port, leading to the
chambers of the rubber deicers. In the remaining spaces of the valve the underpressure is formed by the
Venturi tube, this keeping the chambers of the rubber deicers in the flat state.
Upon switching on the current to the electromagnet (see Fig. 3), the core moves the gate valve of the
servosystem to the other extreme position. Air passes through the relieved channels above the
diaphragm, the space under the diaphragm is exhausted through the second channel and the
overpressure moves the sealing or the opposite seat. In this way the exhaust of the Venturi tube is
closed and at the same time opens the passage to the output port (8) and the chambers of the rubber
deicers inflate.
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Upon the current switching off to the electromagnet, the spring (9) returns the gate valve back to the
initial rest position, air gets through the channels under the diaphragm and the air pressure, acting
together with the spring onto the diaphragm moves the sealing to the initial position on the seat.
The air passage to the outlet port closes and the air from the chambers of the rubber deicers
escapes for its most part via the non-return flap (10) with the spring (11) to the atmosphere via the
neck in the cover (12).
The remainder of the air is exhausted by the Venturi tube, through which air flows permanently from
the inlet port.
The other side of the valve operates in similar way. The pressure air supply and the output to the
atmosphere are common for both sides.
FIG. 1 LUN 2477.02-8 DOUBLE SOLENOID AIR VALVE

(1) Body; (2) Neck for the connection to the pressure circuit; (3) Neck for the connection of the
piping leading into the deicers chambers; (4) Neck from the Venturi tube outlet; (5) Connector;
(6) Lid
a - air inlet b - underpressure
NOTE: The coil beginning of the electromagnet from the side „A“ connected to the connector
pin A, from the side „B“ to the connector pin B.
Ends of both coils connected to the connector pin „V“.
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FIG. 2 FUNCTION DIAGRAM OF THE DOUBLE SOLENOID AIR VALVE WITH THE ELECTRIC
CURRENT OFF (ELECTROMAGNET OFF)
Only one chamber (side) of the valve shown
The chamber of the rubber deicers is in underpressure
overpressure air
underpressure air
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FIG. 3 FUNCTION DIAGRAM OF THE SOLENOID AIR VALVE WITH THE ELECTRIC CURRENT ON
(ELECTROMAGNET ON)
Only one chamber (side) of the valve shown
The chamber of the rubber deicer inflates
overpressure air
underpressure air
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LUN 2477.02-8 DOUBLE SOLENOID AIR VALVE

FAULT ISOLATION

1. Electromagnets not closing - no a) Broken coil winding a) Replace the LUN 2477.02-8
current consumption - solenoid air solenoid air valve
valve without any function - no air
relieving to the deicing cells
b) Broken supply to the connector pin b) Repair the broken supply lead
2. Electromagnet closing - the core Coarse impurities in the distribution Replace the LUN 2477.02-8
not moving the gate valve. insert in the gate valve - scouring solenoid air valve
Electromagnetic valve not relieving
the air.
3. Electromagnet closing, core not Choked channels of the power Replace the LUN 2477.02-8
moving the gate valve. system solenoid air valve
Electromagnetic valve not relieving
the air.
4. Electromagnet closing- a) Impurities on the seat sealings Replace the LUN 2477.02-8
electromagnetic valve relieving air solenoid air valve
with lower pressure b) Partially ripped diaphragm
- large air escape c) Distorted sealing
- leakage
EFFECTIVITY
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RUBBER DEICERS
1. General
Rubber deicers on wing and tail unit have been manufactured from the natural rubber and cloth.
Their thickness is 2.5 mm. On the outer surface of the deicers there is a conductive layer, intended for
the removal of the static electricity, which can accumulate during the flight on the outer surface.
Directly under this conductive layer there is a neoprene layer, which is resistant to the atmospheric
effects and the wear. Below the neoprene layer, there is a layer of the high quality natural rubber.
Below this rubber layer there are the chambers. Their walls are made from the nylon fabric, elastic and
resistant. This fabric is covered with natural rubber on either side. This rubber reduces the air losses
through the partition walls of the chambers and assists due to its elasticity in the flattening of the
chambers. The deicers on the aircraft are coated by the protective paint, this protecting the surface of
the deicers against the effects of the solar radiation and against the effects of oil and fuel. Beside this it
makes the surface of the deicers conductive for the static electricity.
Used types of the rubber deicers:
No. Type (Drwg. No.) Qty Location

1. P 20-1 or 1 inner leading edge of the left wing
2. P 20-2 or 1 inner leading edge of the right wing
3. P 25-1 or 1 outer leading edge of the left wing
4. P 25-2 or 1 outer leading edge of the right wing
5. P 24-1 or 1 leading edge of the left stabilizer
6. P 24-2 or 1 leading edge of the right stabilizer
7. P 26-1 or 1 leading edge of the fin
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AIR INTAKES
1. General
The leading edge of the air intakes to the engines is hot air heated, this being taken from both engines
behind the last (radial) compressor stage. The opening of the hot air supply is derived from the control of
the ice separator vanes inside the air channels.

1. Shut-off cock UK 1 (8) 2 engine nacelle
2. Electromechanical strut MP-100 MT 2 engine nacelle
3. Terminal switch box SKP 1 (8) U 2 engine nacelle
4. Circuit breaker SEPARATOR VANE LH (RH) AZRGK 5 2 overhead panel
5. Switch SEPARATOR VANE LH (RH) PPG-15K-2S 2 overhead panel
6. Signaling cell SEPARATOR VANE - 2 signaling block
3. Description
A. Hot air distribution system
Hot air is fed through the piping via the shut-off cock (1) - see Fig. 1 - to the leading edge of the air
intake to the engine. Inside the piping, ahead of the shut-off cock, there is a branch pipe, through
which hot air is taken for the air conditioning system - see chapter 21.
Heating of the leading edge of the air intake to the engine is carried out along its entire periphery.
From the inner side of the air intake to the engine, the surface is heated to the depth of 110 mm,
from the outer side of the air intake to the engine the surface is heated to the depth of 30 mm.
Heating of this surface is enabled by a gap created between the skin (2) and the inner jacket (3).
Hot air is forced into this gap through the ports, made along the piping periphery (4). The hot air
supply to the piping (4) is provided at two points and realized by the branched supply piping (5) from
the shut-off cock. This arrangement secures uniform distribution of the hot air along the entire
periphery of the air intake to the engine and hence also the uniform temperature of the heated
surface. The discharge of the used air from the gap space to the engine space is by means of
through pressed channels formed in the rear side along the gap periphery.
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FIG. 1 HOT AIR DISTRIBUTION TO THE LEADING EDGES OF THE AIR INTAKE
Legend for figure - se the following page
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Legend for Fig. 1:

(1) UK 1 (8) Shut-off cock; (2) Skin; (3) Inner jacket; (4) Piping; (5) Supply piping; (6) Bracket;
(7) Coupling; (8) Pipe coupling; (9) Searchlight; (13),(14), Piping; (16) Sealing; (19) Shim;
(20) Bracket; (21) Lever; (22) Spring; (23) Air intake to the engine; (25),(26) Shim; (27) Terminal
a - hot air f - 13 ports ∅ 1.5 mm
b - used air discharge
c - 11 ports ∅ 1.5 mm
d - 5 ports ∅ 1.7 mm
e - 7 ports ∅ 1.9 mm
B. Control system of separator vanes in the air channel

The protection from penetration of ice pieces onto the engine screen with the deicing system on is
provided by a system of resetting vanes (1), (2) - see Fig. 2, inside the air channel of the engine
nacelle. Vanes (1) and (2) have coupled motion. During the operation under normal conditions both
vanes are closed, i.e. in the position „k“. With the deicing on, the vanes are set to the position „m“.
In this position, the vanes cause, that the path of the ice pieces, passing through the air channel, is
deflected from the suction space into the engine and due to their kinetic energy they fly through the
rear open vane (2) from the engine nacelle.
The resetting of the vanes is accomplished by the MP-100 MT electromechanical strut, this being
fixed above the air channel.
The motion from the electromechanical strut (11) see Fig. 3 - is transferred to the vane (1) by means
of the angular lever (2) and the adjustable pull rod with a fork (13). The amount of the vane opening (1)
is given by the stroke of the electromechanical strut. The adjustment of the separator vane consists
only in the vane setting to the felt stops (4) in the upper (i.e. closed) position.
The coupling with a vane (2) is accomplished by means of a push-pull cable (5).
Due to the extensive exhaust forces, acting upon the vane (2), its control is accomplished by help
of the yoke (8) with an adjustable lever (10). The yoke and the adjustable lever are covered with a
cap (18).
Beside the vanes (1) and (2) control, the vane behind the oil cooler (3) and the shut-off cock (9) are
still more controlled by the MP-100 MT electromechanical strut and push-pull cables (6) and (7).
The vane opening (3) is adjusted for high and low ambient air temperatures. The adjustment of the
vane (3) control is enclosed in the chapter 79 OIL. The control of the vane (3) behind the oil cooler
and hence the increase of this vane opening has been made for the reason of the efficiency raising
of the oil cooler with the deicing on, when a portion of air from the engine air channel passes through
the (2) out of the engine nacelle.
The push-pull cable of the shut-off cock is terminated with a removable joint by help of double-arm
levers with rollers. One double-arm lever, with rollers (25) is fixed to the bracket and the push-pull
cable (7) is fixed to it by means of a fork.
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The second double-arm lever with rollers, to which the motion is transferred, is firmly fixed to the
shaft of shut-off cock (9). The box of terminal switches (24) is fixed to the bracket in the engine
cowl above the air channel, this box of terminal switches being controlled by an angular lever (12).
The fulcrum forms a trunnion which is connected by a clip (20) to the shaft of the box of terminal
switches.
FIG. 2 DIAGRAM OF THE AIR STREAMING IN THE DEICING SYSTEM OF VANES INSIDE THE AIR
CHANNEL
(1) Separator vane; (2) Vane; (3) Vane; (4) Screen; (5) Oil cooler
a - air inlet f - ice pieces

b - air streaming to the engine with the deicing on h - air outlet from the oil cooler
c - air streaming to the engine under normal operation k - vane positions under normal operation
(without the deicing on) (the deicer off)
d - space of the air suction to the engine m - vane positions with the deicing on
e - air streaming to the oil cooler
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FIG. 3 CONTROL OF THE SEPARATOR VANES

Detail II - aircraft up to 22 series
Detail IV - aircraft from 23 series
(1) Separator vane; (2) Vane; (3) Vane behind the oil cooler; (4) Felt stops; (5) Push-pull cable;
(6) -; (7) Push-pull cable; (8) Yoke; (9) Shut-off cock; (10) Adjustable lever; (11) MP-100 MT
Electromechanical strut; (12) Lever; (13) Pull rod; (14) Clip; (15) Adjusting screw; (16) Ball joint
with the trunnion; (17) Lubricator; (18) Cap; (19) Fork; (20) Clip; (21) Coupling; (22) Clamp;
(23) Sleeve; (24) SKP 1 (8) U Box of terminal switches; (25) Lever with rollers; (26) Fork;
(27) Nut with washer
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4. Operation
During the regime without deicing, the electric circuits are broken, the shut-off cock of the hot air supply
for heating the leading edges of the air intakes to the engine is closed, separator vanes are in closed
position. The signaling cell SEPARATOR VANE is off. By closing the circuit breaker SEPARATOR VANE
LH (RH) and by switching over the selector SEPARATOR VANE LH (RH) to the position ON, the
electromagnetic strut is actuated, the shut-off cock of the hot air supply opens and the separator vanes
are reset to the open position. The course of the intermediate position is signalized by the intermittent
light of the signaling cell SEPARATOR VANE on the central warning display. Upon achieving the
extreme position, in which the shut-off cock is open, the separator vanes are in the open position and the
signaling cell SEPARATOR VANE lights permanently.
The signal bulbs are put into operation by the box of the terminal switches, which is controlled by the
angular lever.
By switching over the selector - SEPARATOR VANE LH (RH) to the position OFF, the electromechanical
strut starts operating, the shut-off cock of the hot air supply closes and the separator vanes are reset to
the closed position. The course of the intermediate position is signalized by the intermittent light of the
signaling cell SEPARATOR VANE.
Upon achieving the extreme position, in which the shut-off cock is closed, the separator vanes are in the
closed position, the signaling cell SEPARATOR VANE goes off.
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FIG. 4 DIAGRAM OF THE CONTROL SYSTEM OF SEPARATOR VANES
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AIR INTAKES
FAULT ISOLATION

1. Insufficient temperature of the a) Small opening of the shut-off a) Adjust the control of the shut-off
leading edge of the air intake to the cock cock
engines with the deicing on
b) Impurities in the piping b) Dismantle the piping and clean it
2. The signaling of the separator a) Defective signal bulb in the a) Replace the bulb
vanes are not operating central warning display
b) Defective D 701 switch in the b) Replace the switch inside the box
box of the terminal switches of the terminal switches
c) Loose plate, jammed shaft of the c) Fix the plate, dismantle the shaft,
control lever in the box of term. clean it and the holes, install
switches back. Adjust the terminal switch.
3. When closing the circuit breaker a) Defective circuit breaker or the a) Check and replace the defective
and the selector, electromechanical selector on the overhead panel circuit breaker or the selector
strut is not working
b) Loose conductors in connections b) Check and secure reliable
contact
c) Defective electromechanical c) Replace the MP-100 MT
strut electromechanical strut
4. When closing the selector the a) Short circuit in cables a) Find the defective place and
circuit breaker goes off correct the defect
b) Short circuit of the MP-100 MT b) Replace the MP-100 MT
electromechanical strut electromechanical strut
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AIR INTAKES
SERVICING
1. Check of the free motion of the shut-off cock in the air inlet to the engine

Routine, Periodical
E. Procedure
(1) Place the stairs (e.g. B097300N) to the right and left hand engine nacelle.
(2) Release and tilt the lower engine cowl of the left and right hand engine nacelle according to the
work procedure listed in the chapter 54.
(3) Check the UK 1(8) shut-off cock free run of the deicing (by-pass) flap of the engine air intake.
Check, by rotating manually the UK 1(8) shut-off cock control lever, the free operation of the
shut-off cock for the deicing. The check is to be carried out on both engines.
Free run of the UK 1(8) shut-off cock is required.
NOTE: If the shut-off cock is not freely rotating, then it is necessary to rotate it several times, till
the free run is achieved (the cause are normally sand particles which penetrated into
the shut-off cock; by turning the sand particles fall out and the cock is then working
without jamming).
(4) Close and lock the lower engine cowl of the left and right hand engine nacelle according to the
work procedure listed in the chapter 54.
2. Check of the opening of the by-pass flap in the lower tilting cover under the oil cooler
A. Fixture, Test and Support Equipment Stairs (e.g. B097300N),
B968051N (L 410.9682) Service car or equivalent
2000x9 Double-meter rule (CSN 25 1141 or
equivalent)
B. Materials 1.6x10 Split pin (CSN 02 1781.09-K or equivalent)

(2 pcs)
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C. Tools 6x120 Screwdriver (No. 697 or equivalent)

180 Combined pliers (CSN 23 0382 or equivalent)
8x10 Open-end, double ended wrench

Periodical
E. Procedure
(1) Place the stairs (e.g. B097300N) to the left and right hand engine nacelles.
(2) Switch on the switches BATTERY I, II, the circuit breaker SEPARATOR VANE AIR INTAKE
ENG. LH (RH) on the overhead panel and switch over the selector SEPARATOR VANE AIR
INTAKE ENG. LH (RH) to the position ON. The flap ahead of the oil cooler moves out.
(3) During the opening of the by-pass flap, the SEPARATOR VANE signal cell must flashing on the
central warning display. After the opening of the by-pass flap, the SEPARATOR VANE signal
cell comes on. Simultaneously (after the opening of the by-pass flap) carry out the work
procedure "Check of the signaling system of the by-pass flaps" from page 601 in this section.
(4) Check the opening size of the by-pass flap ahead of the oil cooler. The flap opening must be
50mm + 5 mm value valid for aircraft up to 22 series or 50mm + 5 / -3 mm value valid for
aircraft from 23 series (measured on the flap trailing edge - refer to the fig. 405 in section
054.00.01). If any other value is measured, adjust the by-pass flap according to the points (5),
(6) and (7) of this procedure.
NOTE: If necessary, perform the adjustment of the by-pass flap on the left hand as well as on
the right hand flap.
(5) Unlock and tilt the lower engine cowl according to the work procedure listed in the chapter 54.
(6) The adjustment of the by-pass flap is to be carried out by the modification of the adjustable
control pull rod as follows (refer to the fig. 405 in section 054.00.01, A option):
Remove the split pin (6) from the yoke (1) by means of a screwdriver 6x120 (No. 697) and combined
pliers 180 (CSN 23 0382). Remove the washer (5) and the journal (4). Release the nut (7) by
means of the open-end double-ended wrench 8x10 (CSN 23 0611.6). By screwing in or out the
fork (2) into or out of the control pull rod (3) adjust the amount of the flap opening.
NOTE: When adjusting the adjustable control pull rod, the check port (8) in the fork (2) must
be overlapped by the threaded section of the control pull rod (3).
Place the fork (2) into the yoke (1). Place in the journal (4), the washer (5) and the new split pin (6).
Check the size of the flap opening. This size must correspond to the value listed under (4).
If any other value is measured, carry out new adjustment.
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By means of the screwdriver 6x120 (No. 697) lock the split pin (6). Lock the fork (2) by means
of the nut (7), with help of the open-end double-ended wrench 8x10 (CSN 23 0611.6).
NOTE: When tightening the nut (7) make the control rod (3) immovable at the point near the
fork (2).
(7) Close and fix the lower engine cowl according to the work procedure listed in the chapter 54.
(8) Switch over the selector SEPARATOR VANE AIR INTAKE ENG. LH (RH) to the position OFF.
The flap ahead of the oil cooler moves in.
(9) During the closing of the by-pass flap, the SEPARATOR VANE signal cell must flashing on the
central warning display. After the closing of the by-pass flap, the signaling cell SEPARATOR
VANE on the central warning display must go off.
(10) Turn off the circuit breaker SEPARATOR VANE AIR INTAKE ENG. LH (RH) and the switches
BATTERY I, II on the overhead panel.
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AIR INTAKES
INSPECTION / CHECK
1. Check of the signaling system of the by-pass flaps

A. Fixture, Test and Support Equipment 0.01 - 1.00 Feeler gauges
(CSN 25 1670 or equivalent)
C. Tool Not applicable
E. Procedure
(1) Open the LH (RH) lower engine cowl.
(2) Switch on the circuit breaker SEPARATOR VANE AIR INTAKE ENG. LH (RH) located on the
overhead panel.
(3) Switch over the selector SEPARATOR VANE AIR INTAKE ENG. LH (RH) located on the
overhead panel to the position ON (the rod of the electromechanical strut moves out).
(4) The assistant checks that the selector mounted in the box of the terminal switches closes at the
distance of 1 mm ahead of the extreme moved out position of the control (measured on the fork
of the electromechanical strut). In this position the signaling cell SEPARATOR VANE must light
up on the central warning display. Switch over the selector SEPARATOR VANE AIR INTAKE
ENG. LH (RH) to the neutral position.
(5) Switch over the selector SEPARATOR VANE AIR INTAKE ENG. LH (RH) located on the
overhead panel to the position OFF (the rod of the electromechanical strut moves in).
(6) The assistant checks if the switch mounted in the box of the terminal switches closes at the distance
of 1 mm ahead of the extreme moved in position of the control (measured on the rod of the
electromechanical strut). In this position, the signaling cell SEPARATOR VANE on the central
warning display must go off.
Switch over the selector SEPARATOR VANE AIR INTAKE ENG. LH (RH) to the neutral position.
NOTE: The signaling cell SEPARATOR VANE must be flashing in the intermediate position.
(7) Carry out the check, according to the above indicated procedure, on the left as well as on the
right hand box of the terminal switches.
(8) Switch off the circuit breaker SEPARATOR VANE AIR INTAKE ENG. LH (RH)).
(9) Close the LH (RH) lower engine cowl.
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MP-100 MT ELECTROMECHANICAL STRUT

1. Purpose
The MP-100 MT electromechanical strut is intended for the remote control of separator vanes in the air
channels. The MP-100 MT electromechanical strut consists of a D-6TN electric motor, a gear box, a
system of switches, planetary reducer and the helical motion gear.
2. Technical data
Voltage operational range 24 - 29.4 V
Nominal axial load acting on the sliding rod 980.6 N (100 kp)
Speed of the rod displacement at the normal temperature,
at the nominal load and at the nominal voltage 1.28 to 1.85 mm/sec.
Stroke of the sliding rod is adjustable within the range of 10 to 80 mm ± 1.5 mm
NOTE: The MP-100 MT electromechanical strut has been adjusted to the stroke of 47 mm ± 1.5 mm.
Current consumption at the nominal load 1.5 A

Nominal motor speed 5250 rpm.
3. Operation
With the contact closing in the position „Moved out“ (clamps A (A) - I (И)), the mains voltage is fed via
the switch to the electric motor winding and to the winding of the electromagnetic braking coupling, which
closes and the rotary motion of the electric motor shaft is transferred via the reducer to the shaft firmly
connected with the carrier, which when rotating gives to the nut-rod (8) the gradual motion.
When the nut-rod (8) is moving, then the cams (1), (2), (3), fixed to the nut-rod slide in the body grooves.
One of the cams, which is provided with an additional riser, moves in the helical groove of the sleeve.
The moving cam rotates then the sleeve by means of the bushing helical groove.
The rotating sleeve rotates the gear wheel by means of its own gear wheel, this wheel being fixed on the
axis of the cams. The cams press onto the selector push-buttons via a spring. At the same time the
circuits of the electric motor break in the extreme moved out position of the nut-rod and the extreme
position is signalized.
With the closing of the contacts in the position „Moved in“ (clamps V (B) - I (И)) voltage is fed through the
switch to the winding of the electromagnetic coupling and to the electric motor winding.
The output rod will be moving against the previous direction. The signaling of the intermediate position of
the rod stroke is realized by a special cam, which upon achieving the intermediate position closes the
contacts of the signaling circuit.
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FIG. 1 DIAGRAM OF THE MP-100 MT ELECTROMECHANICAL STRUT

(1) Move out cam; (2) Move in cam; (3) Intermediate position cam; (4) Contact bridge;
(5) KV-20 Selector; (6) Roller; (7) D-6TN Electric motor; (8) Nut-rod
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SERVICING
1. Check of the MP-100 MT electromechanical strut

A. Fixture, Test and Support Equipment Double-meter rule
Slide caliper

Periodical
E. Procedure
(1) Check the electromechanical strut length in the moved in position.

Due to wear of the electromechanical strut, successive readjustment of its length is to be carried out.
Table 1: Adjustment of electromechanical strut
Electromechanical Length Checked length

Note
strut adjustment L L min.
Basic adjustment 182.5 ± 0.5 mm 180.5 mm
1st Readjustment 186 ± 0.5 mm 184 mm
2nd Readjustment 190 ± 0.5 mm 188 mm Shorten fork by 6 mm
3rd Readjustment 194 ± 0.5 mm 192 mm Shorten fork by another 4 mm
4th Readjustment 198 ± 0.5 mm 196 mm Shorten fork by another 4 mm
and cut a thread M 12x1
NOTE: • The difference of 2 mm between the adjusted length (L) and the minimum length
(L min.) when checked is based on the permissible wear of the electromechanical
strut.
• The value of adjustment of the length L in the moved-in position is to be recorded

in the certificate of the electromechanical strut.
(2) Check the hinge of the face of the electromechanical strut. The following defects are not
permitted: external damages (cracks, bearing damage).
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(3) Measure the length of the electromechanical strut in the moved in position, measured from the
hole center in the hinge of the electromechanical strut to the nut on the face - see Fig. 301 - and
make sure that the measured value is in accordance with the requirements listed under (1).
If the measured value is not in accordance with the requirements, readjust the electromechanical
strut to the next successive value indicated in table 1. Record the new value (length L) in the
certificate of the electromechanical strut.
Adjust the limit length to the extended position so that the extension equals to 43 ± 1.5 mm.
It is, however, necessary to retain the total length of the strut with the fork screwed in.
Starting from the 2nd readjustment it is therefore necessary to cut off the fork to the appropriate
length.
(4) Check the face hinge of the electromechanical strut and make sure that there are no defects
listed under the point (2).
FIG. 301 MEASUREMENT DIAGRAM OF THE ELECTROMECHANICAL STRUT IN THE MOVED IN

POSITION
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1. Removal and installation of the MP-100 MT electromechanical strut


1.6x15 Split pins (CSN 02 1781.09-K or equivalent)
C. Tools 6x120 Screwdriver (No. 697 or equivalent))

6x9 Open-end double-ended wrench
E. Procedure
(1) Place the B 097 300 N stairs to the LH (RH) engine nacelle.
(2) Unlock and tilt the lower engine cowl of the LH (RH) engine nacelle according to the work
procedure listed in the chapter 54.
(3) Removal of the MP-100 MT electromechanical strut.
(a) Disconnect the punched tape fixing the cable on the plug-socket connection, and disconnect
the plug-socket connection.
(b) Remove the split pin from the plug connecting the electromechanical strut with the box of
terminal switches, release the nut and remove the screw.
NOTE: In case of replacement of the electromechanical strut it is necessary to dismantle

the pull rod and plug. (Mark the length of the pull rod.)
(c) Remove the split pin, release the nut, remove the screw fixing the electromagnetic strut to
the bracket on the lower engine cowl.
(4) Installation of the MP-100 MT electromechanical strut.
WARNING: THE STRUT IS TO BE ADJUSTED BEFORE THE INSTALLATION ON THE

AIRCRAFT.
NOTE: First install the box of the terminal switches if it was removed.
(a) Slide the fork of the electromechanical strut onto the lever on the box of the terminal
switches, slide in the screw, fix it with the nut and lock it with a new split pin.
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(b) Slip in the screw fixing the electromechanical strut to the bracket on the lower engine cowl,
fix the screw with the nut and lock it with a new split pin.
(c) Connect the plug-socket connection, lock it with the binding wire and fix the cable by means
of the punched tape to the plug-socket connection.
(5) Close and lock the lower engine cowl of the LH (RH) engine nacelle according to the work
procedure outlined in the chapter 54.
(6) Take away the B 097 300 N stairs.
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SKP 1 (8) U TERMINAL SWITCH BOX

1. Purpose
Terminal switch box represents a device informing the aircraft pilot whether the deicing of the air intake
to the engine is operating, by means of the signaling cell SEPARATOR VANE on the central warning
display.
2. Technical data
Voltage operational range 24 - 29.4 V
3. Operation
In the regime with deicing switched off, the electric circuits are broken, the UK 1 (8) shut-off cock of the
hot air supply for deicing is closed, the separator vanes are in closed position. The signaling cell
SEPARATOR VANE on the central warning display is not lighting. When the deicing is switched on, a
steel strip breaks one D 701 switch, the electric circuit closes between the clamps 1 (A) and 5 (D).
The shut-off cock of the hot air supply opens, the separator vanes reset to the open position.
The course of the intermediate positions is signalized by the intermittent light of the signaling cell
SEPARATOR VANE on the central warning display. Upon achieving the extreme position of sleeves,
the second D 701 switch closes, breaks the electric circuit between the clamps 1 (A) and 5 (D).
The shut-off cock is opened and the separator vanes are in open position. The signaling cell
SEPARATOR VANE on the central warning display lights permanently. When the deicing is switched off,
the process is repeated analogically.
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FIG. 1 SKP 1 (8) U TERMINAL SWITCH BOX

(1) Box; (2) Lid; (3) Shaft; (4) Bushing; (5) Steel strip; (6) Washer; (7) Screw with washer and
nut; (8) D-701 Selector; (9) Screw with the washer and the nut; (10) VS 18 B 5 S 1 Plug;
(11) Screw with washer and nut
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SKP 1 (8) U TERMINAL SWITCH BOX

SERVICING
1. Inspection and adjustment of terminal switches

B 968 051 N (L 410.9682) Service car
C. Tools 5.5x7 Open-end double-ended wrench (CSN 23

150 Slide caliper (CSN 25 1238 or equivalent)

Periodical
E. Procedure
(1) Place the B 097 300 N stairs to the left and right hand engine nacelle.
(2) Unlock and tilt the lower engine cowl of the engine nacelle according to the work procedure outlined
in the chapter 54.
(3) Switch on the switches BATTERY I, II, the circuit breakers SEPARATOR VANE LH (RH) on the
overhead panel and switch over the selector SEPARATOR VANE LH (RH) to the position ON.
The lever of the electromechanical strut moves out.
(4) The assistant checks if the switch installed in the terminal switch box closes at the distance of
1 mm ahead of the extreme moved out position of the control (measured on the slide out lever
of the electromechanical strut - see Fig. 301). In this position, the signaling cell SEPARATOR
VANE must light up on the central warning display. Inside the terminal switch box, the closing
of the switch must be audible. Switch the selector SEPARATOR VANE to the neutral position.
(5) Switch over the selector SEPARATOR VANE LH (RH) to the position OFF. The lever of the
electromechanical strut moves in.
(6) The assistant checks if the switch mounted inside the terminal switch box closes at the distance
of 1 mm ahead of the extreme moved in position of the control (to be measured on the slide out
lever of the electromechanical strut). In this position the signaling cell SEPARATOR VANE must
go off on the central warning display. The closing of the switch is audible in the terminal switch box.
NOTE: The signaling cell SEPARATOR VANE must be flittering in the intermediate position.
Switch the selector SEPARATOR VANE LH (RH) to the neutral position.
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(7) If the measured value is different than the one indicated under points (4) and (6), carry out the
adjustment of the terminal switches according to the point (8).
(8) By means of the open-end double-ended wrench 5.5x7 (CSN 23 0611.6) release the nut (5) and
hence the clip (2). Turn partially the shaft (6) of the terminal switch box (1) and adjust the switch
so that the steel strip of the switch closes at the distance of 1 mm ahead of the extreme positions
of the control (to be measured on the slide out lever of the electromechanical strut). This adjusted
position is to be locked by tightening the clip (2) by means of the nut (5) using the open-end
double-ended wrench 5.5x7 (CSN 23 0611.6). Carry out the inspection of the signaling of the
separator vanes system according to the points (3) to (6).
(9) Switch off the circuit breakers SEPARATOR VANE LH (RH) and the switches BATTERY I, II on
the overhead panel.
(10) Close and lock the lower engine cowl of the engine nacelle according to the work procedure outlined
in the chapter 54.
FIG. 301 ADJUSTMENT OF TERMINAL SWITCHES IN THE TERMINAL SWITCH BOX

(1) Terminal switch box; (2) Clip; (3) Screw M4x18 CSN 02 1101.24; (4) Washer
4.3CSN 02 1702.14; (5) Nut M4 ONL 3248; (6) Shaft; (7) Slide out lever of the
electromechanical strut
a) moved out position of the slide out lever of the electromechanical strut
b) the position of the slide out lever upon closing the switch
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UK 1 (8) SHUT - OFF COCK

1. Purpose
The shut-off cock of the air intake deicing to the engine is intended for closing or opening the hot air path
from the compressor to the leading edge of this intake.
2. Technical data
Operation air temperature 250°C max.
Operation air pressure 0.685 MPa max. (7 kp/sq.cm)
3. Operation
In the regime without the deicing on, the shut-off cock closes, hence closing the route to the hot air taken
from the compressor. With the deicing on, the electromechanical strut opens the shut-off cock by means
of the push-pull cable and a system of rollers. In this way it opens the route for the hot air.
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FIG. 1 UK 1 (8) SHUT-OFF COCK

(1) Body; (2) Gate valve; (3) Insert; (4) Nut; (5) Lever; (6) Locking ring; (7) Washer; (8),(9) Pin
o – the lever of the shut-off cock in the open position
z – the lever of the shut-off cock in the closed position
a – hot air inlet neck
b – hot air outlet neck for the system of the leading edge heating of the air intake to the engine
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UK 1 (8) SHUT-OFF COCK

SERVICING
1. Inspection and lubrication of the UK 1 (8) shut-off cock

A. Fixture, Test and Support Equipment Sheet vessel 0.5 l
B. Materials MOLYKA R Lubr. grease (0.5 g) (or equivalent)

CIATIM 201 Lubr. grease (1 g) (or equivalent)
Petrol B-70 or NEFRAS or CSN 65 6542 (0.2 l) or
equivalent)
Perchlorethylene (0.2 l)
Drwg. No. XL 410.6902-0103 Insert (1 pc.)
Drwg. No. XL 410.6902-0108 Washer (1 pc.)
2 x 12 Pin (CSN 02 2150.1 or equivalent) (1 pc.)
C. Tools Size 1 Screwdriver (No. 710 or equivalent)

100 Hammer (CSN 23 0110 or equivalent)
Wire cutting pliers (CSN 23 0341.4 or equivalent)
∅ 1.5 mm Punching pin
711/217 School brush
811 No. 6 Rounded brushes

Periodical
E. Procedure
(1) By means of the hammer, punching pin and pliers with flat jaws, remove the pin from the control
lever of the cock gate valve. Remove the lever from the gate valve shaft.
(2) By means of the screwdriver, remove the wire locking pin of the gate valve nut and unscrew the
nut from the valve body.
(3) Remove the gate valve and the sliding washer from the valve body. Then remove the Teflon insert
from the gate valve. Replace the dismantled sliding insert and the washer.
(4) The bearings of the valve control lever are to be washed with the petrol, the remaining components
are to be washed with the perchlorethylene. Check on the dismantled components, that they are
not corroded, worn, damaged or jammed.
(5) Sliding surfaces of the valve components (except the bearings) are to be coated with the MOLYKA R
lubricating graphite.
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(6) Place a new washer into the valve body, slip a new Teflon insert into the valve, place the gate
valve into the valve body, tighten the nut and lock it with the wire.
(7) Slip the control lever on the gate valve shaft and lock it with the pin, free pin faces are to be
coated with the paint C 2001/8140. Lubricate the lever bearings with the vaseline CIATIM 201.
(8) Check, by hand, the free run of the gate valve.
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UK 1 (8) SHUT-OFF COCK

1. UK 1 (8) Shut-off cock - removing and installing

B 968 051 N (L 410.9682) Service car
B. Materials ∅ 0.8 Binding wire (CSN 42 8410 or equivalent)

(1, 1 m)
MOLYKA R Lubr. grease (0.001 kg)

Periodical
E. Procedure
(1) Place the B 097 300 N stairs to the left and right hand engine nacelles.
(2) Unlock and tilt the lower engine cowl of the engine nacelle and remove the front and the rear
covers of the engine nacelle according to the work procedure outlined in the chapter 54.
(3) Remove the shut-off cock of deicing of the air intake into the engine, mounted on the engine
right side. The shut-off cock is to be sent to the laboratory.
(4) After returning from the laboratory, install the valve back and bring it to the initial state.
(5) Install the upper covers, close and fix the lower engine cowl of the engine nacelle according
to the work procedure outlined in the chapter 54.
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PITOT AND STATIC

1. General
Pitot tubes, static pressure heads and ram pressure head have their own inner heating by means of the
d. c. current.
Heating of the LUN 1152.27 (or prior LUN 1157-7) Pitot tubes is accomplished by means of heating
elements of 100 W power, installed directly inside the Pitot tubes.
In similar way the LUN 1156-7 static pressure head (the heating element of 53.2 W power) and the
LUN 1155-7 ram pressure head (the heating element of 45 W power) are also heated.

1. Pitot tube LUN 1152.27 or 2 Between the 5th and 6th
LUN 1157-7 frame
2. Ram pressure head LUN 1155-7 1 Left wing near the rib No.
21
3. Static pressure head LUN 1156-7 2 Between the 1st (3rd) and
2nd (4th) bulkhead
4. Circuit breaker PITOT STATIC I AZRG 10 1 Overhead panel
5. Circuit breaker PITOT STATIC II AZRG 10 1 Overhead panel
6. Circuit breaker STALL PROBE AZRG 5 1 Overhead panel
7. Push-button switch LUN 3215-8 1 Right control panel
PITOT HEADS I
8. Push-button switch LUN 3215-8 1 Right control panel
PITOT HEADS II
9. Push-button switch LUN 3213.02 1 Right control panel
STALL PROBE
STATIC HEADS I
STATIC HEADS II
12. Signal light PITOT HEATING 01 LUN 2696.13-8 1 Instrument panel cover
Sleeve 01 LUN 2697.01-8 1 right from CWD
(if installed) or
Signal light PITOT HEATING LUN 2662.37 1 Instrument panel cover
(if installed) right from CWD
13. Relay (if installed) B 073 576 N 5 4th frame right
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3. Operation
The heating of Pitot tubes and the static pressure heads is closed by the circuit breakers PITOT-STATIC I, II
and the push-button switches PITOT HEADS I, II and STATIC HEADS I, II.
The heating of the ram pressure head is closed by the circuit breaker STALL PROBE and the push-button
switch STALL PROBE.
If the heating is operating, the signalization in the knob of the push-button switch lights up.
In case of the circuit failure the light goes off.
The failure is also indicated by signal light PITOT HEATING (if installed). The signal will light up after
switching on the circuit breaker switch CENTRAL WARNING DISPLAY - AIRFRAME on overhead panel.
After switching on all push-button switches HEATING on right control panel and the signal light PITOT
HEATING will go off. In case of circuit failure the signal light PITOT HEATING will light up.
The signal light PITOT HEATING is on also in case, when not all the push-button switches are on.
CAUTION: ON THE GROUND, WHEN THE AIRCRAFT IS AT THE STANDSTILL, THE HEATING
CAN ONLY BE SWITCHED ON FOR A SHORT TIME JUST FOR CHECKING ITS
FUNCTION (MAX. 1 min.).
The heating of all sensors (heads) is switched off by pressing the small, rectangular push-button below
the push-button with the signalization.
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FIG. 1 DIAGRAM OF THE HEATING SYSTEM OF PITOT TUBES, STATIC PRESSURE HEAD AND
RAM PRESSURE HEAD
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PITOT AND STATIC

SERVICING
1. Check of the operation of heating the pitot tubes, the static pressure heads and ram
pressure head
B096360N Covers of Pitot tubes (LUN 1157) or
B598919N Covers of Pitot tubes (LUN 1152),
B953322N (L 410M.9537) Blinds of static pressure
heads

Routine, Periodical
E. Procedure
(1) Place the stairs (e.g. B097300N) to the left wing below the ram pressure head and remove
cover/blind from the ram pressure head.
(2) Remove the covers from the Pitot tubes.
(3) Remove the blinds from the static pressure heads.
(4) Switch on the switches BATTERY I, II, the circuit breakers CWD-AIRFRAME, DEICING, PITOT I,
DEICING-STATIC II and DEICING-STALL PROBE on the overhead panel.
(5) Switch on gradually on the right control panel the push-button switches PITOT HEADS I, II,
STATIC HEADS I, II, STALL PROBE. If the heating circuit is functioning then the signalization
bulbs in the push-button switches light up and the PITOT HEATING signaling cell does not illuminate.
At the same time, with the help of the second worker check by touching, that separate heating
elements in individual sensors (heads) and the stall probe are operating.
Switch off the push-button switches.
CAUTION: THE MAXIMUM OPERATION TIME IS 1 MINUTE.
(6) Switch off all circuit breakers and switches on the overhead panel.
(7) Place the covers on the Pitot tubes.
(8) Place the blinds on the static pressure heads and ram pressure head.
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LUN 3215-8 PUSH-BUTTON SWITCH

1. Purpose
The push-button switch is used for switching the current circuit of the Pitot tube heating.
At switching on of current with the push-button switch, the current circuit of the Pitot tube heating is
closed and signaling bulb will illuminate. At switching off or interruption of current, occurs the
automatically disconnected of the current circuit from DC wiring and signaling bulb will not illuminate.
2. Technical description
Basic parts of the push-button switch:
a) Three-pole and two-position switch (2) - refer to the fig. 1 - with the electromagnetic arrestments
(3; 5) and the push button (6), for switching the current circuit of the Pitot tube heating.
b) In the body of the push-button switch (1) are mounted the shut-off contacts (8). Parallelly to them is
connected the damping condenser (10). Together with the shut-off switch (11) of Pitot tube heating
are used for the switch-off the current circuit of Pitot tube heating.
c) Further is in the body of the push-button switch (1) mounted signaling unit, which consist of the
sleeve (13) and SM 37 bulb (14), that signaled the closing of current circuit.
d) The cover (16) is screwed to the body of the push-button switch. On rear side of the cover is
mounted the plug (17) for connection to the current circuit of the Pitot tube heating.
3. Operation
Switch-on of the current circuit of the Pitot tube heating is performs over contacts of the push-button
switch (2) - refer to the fig. 1 - pushing the button (6). After closing the current circuit, the current goes
through winding of the electromagnetic arrestment (3) of the push-button switch, thereby is the push-
button switch arrested in ON position. The SM 37 Bulb (14) will be illuminated and this signaled the
closing the current circuit. The disconnecting of the current circuit is performs pushing of the shut-off
switch (11). The push button is returned to the original position after disconnecting of the current circuit
and signaling bulb will not illuminated. If the Pitot tube heating is interrupted, occurs the automatically
disconnected the current into the winding of the electromagnet and signaling bulb will not illuminated.
The SM 37 Bulb is replaceable after unscrew the top part of the sleeve without the push-button
dismantling (refer to the work procedure in section REMOVAL / INSTALLATION).
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FIG. 1 LUN 3215-8 PUSH-BUTTON SWITCH

(1) Body of the push-button switch; (2) Three-pole and two-position switch;
(3) (5) Electromagnetic arrestments; (6) Push button; (8) Shut-off contacts; (10) Damping
condenser; (11) Shut-off switch; (13) Sleeve; (14) SM 37 Bulb; (16) Cover, (17) Plug
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FAULT ISOLATION
1 After the pushing of the button, the Bulb is dead or is untighten, or bulb Replace the dead bulb or tighten the
signaling bulb not illuminated. has no contact at tighten. bulb or clean the contact pin of the
bulb or sleeve.
2 After the pushing of the button, the Low el. voltage at the winding of Check of soldering joints and
electromagnet is not arrested electromagnet - cold (soldered) socket-plug connection.
correctly. joint.
3 After the pushing of the button, the Torn off the current input from the Soldered a torn off cable (current
push-button switch no switching. fork into the push-button switch. input).
Interrupted the current input. Repair the external faulty wiring.
Faulty connection in over-switching Replace the faulty over-switching
unit. mechanism.
The shut-off contacts are
disconnected, el. circuit is open.
4 After the pushing of the shut-off The contacts of the shut-off Replace the faulty mechanism.
push-button, the current circuit not mechanism are not opened.
interrupted.
Faulty condenser Replace the faulty condenser.
5 Push-buttons are hardly moving, Push-buttons scrape at the flange. Unscrew the screws of the flange
not returned to orig. position. and re-position the flange to correct
position.
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1. Replacement of the bulb

B. Materials SM 37 Bulb

from the tool set
E. Procedure
(1) Remove the HEATING control panel located on the RH control panel.
(2) Unscrew the top part of the sleeve (13) - refer to the fig. 1 - on the push button switch with the
death bulb.
(3) Replace the death bulb by new one and screw the top part of the sleeve on the push button
switch.
(4) Install the HEATING control panel located on the RH control panel to the original position.
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LUN 3213.02 PUSH-BUTTON SWITCH

1. Purpose
The push-button switch is used for switching the current circuit of the heating elements the heads of
static pressure and ram pressure.
At switching on of current with the push-button switch, the current circuit of the heating elements the
heads of static pressure and ram pressure is closed and signaling bulb will illuminate. At switching off or
interruption of current, occurs the automatically disconnected of the current circuit from DC wiring and
signaling bulb will not illuminate.
2. Technical description
Basic parts of the push-button switch:
a) Three-pole and two-position switch with the electromagnetic arrestments and the push button, for
switching the current circuit of the heating elements the heads of static pressure and ram pressure.
b) In the body of the push-button switch are mounted the shut-off contacts. Together with the shut-off
switch of heating are used for the switch-off the current circuit of heating elements the heads of
static pressure and ram pressure.
c) Further is in the body of the push-button switch mounted signaling unit, which consist of the sleeve
and SM 36 bulb, that signaled the closing of current circuit.
d) The cover is screwed to the body of the push-button switch. On rear side of the cover is mounted
the plug for connection to the current circuit of the heating elements the heads of static pressure
and ram pressure.
NOTE: Design of the LUN 3213.02 push-button switch is similar as at the LUN 3215-8 push-button
switch - refer to the section 030.30.01.
3. Operation
Switch-on of the current circuit of the heating is performs over contacts of the push-button switch pushing the
button. After closing the current circuit, the current goes through winding of the electromagnetic arrestment of
the push-button switch, thereby is the push-button switch arrested in ON position. The SM 36 Bulb will be
illuminated and this signaled the closing the current circuit. The disconnecting of the current circuit is
performs pushing of the shut-off switch. The push button is returned to the original position after
disconnecting of the current circuit and signaling bulb will not illuminated. If the heating is interrupted, occurs
the automatically disconnected the current into the winding of the electromagnet and signaling bulb will not
illuminated.
The SM 36 Bulb together with the sleeve (Dwg. No. 779-83E5) is replaceable after unscrew the sleeve
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without the push-button dismantling (refer to the work procedure in section REMOVAL /
INSTALLATION).
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FAULT ISOLATION
1 After the pushing of the button, the Bulb is dead or is untighten, or bulb Replace the dead bulb or tighten the
signaling bulb not illuminated. has no contact at tighten. bulb or clean the contact pin of the
bulb or sleeve.
2 After the pushing of the button, the Low el. voltage at the winding of Check of soldering joints and
electromagnet is not arrested electromagnet - cold (soldered) socket-plug connection.
correctly. joint.
3 After the pushing of the button, the Torn off the current input from the Soldered a torn off cable (current
push-button switch no switching. fork into the push-button switch. input).
Interrupted the current input. Repair the external faulty wiring.
Faulty connection in over-switching Replace the faulty over-switching
unit. mechanism.
The shut-off contacts are
disconnected, el. circuit is open.
4 After the pushing of the shut-off The contacts of the shut-off Replace the faulty mechanism.
push-button, the current circuit not mechanism are not opened.
interrupted.
5 Push-buttons are hardly moving, Push-buttons scrape at the flange. Unscrew the screws of the flange
not returned to orig. position. and re-position the flange to correct
position.
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1. Replacement of the bulb

B. Materials SM 36 Bulb together with the sleeve

(Dwg. No. 779-83E5)

from the tool set
E. Procedure
(1) Remove the HEATING control panel located on the RH control panel.
(2) Unscrew the top part of the sleeve on the push button switch with the death bulb.
(3) Replace the death bulb by new one and screw the top part of the sleeve on the push button
switch.
(4) Install the HEATING control panel located on the RH control panel to the original position.
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WINDSHIELD
1. General
For the removal of icing, snow and this layer of ice from the windshields of the flight compartment, the
system of windshield heating is mounted on the aircraft, by means of which the icing, snow and ice melt.
Melted ice, snow or icing is removed by means of the wiper unit.
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WINDSHIELD
SERVICING
1. Check of the operation of the windshield electric heating

A. Fixture, Test and Support Equipment Ground power unit 27 V DC

Routine, Periodical
E. Procedure
(2) Switch on the BATTERY I, II switches and CENTRAL WARNING DISPLAY-AIRFRAME circuit
breakers on the overhead panel. Start the both engines according to the Airplane Flight Manual,
chapter 4. Switch on the AC GENERATOR LH, RH, WINDSHIELD HEATING LH, RH
switches/circuit breakers on the overhead panel. Set the WINDSHIELD HEATING selector on
the RH instrument panel to the 1st degree.
(3) Check the operation of the windshield electric heating according to the work procedure
030.41.01.A mentioned in the Maintenance Manual of the TKS 109.00.000.RE windshield as
follows: After 5 to 6 minutes make sure by touching the glass surface with the hand that the
windscreen is being heated. Perform the work procedure from pilot's cabin.
NOTE: The windshield electric heating system will not turn on when ambient temperature is
above 30°C.
(4) Check the signalization of the windshield electric heating as follows: with the running engines and
switched AC generators, set the WINDSHIELD HEATING selector on the RH instrument panel
to the 1st degree and verify:
• If the WINDSHELD HEATING signal cell on the LH (RH) instrument panel illuminated,
switch over the WINDSHIELD HEATING TEST LH (RH) switch on the LH control panel to
the ON position. WINDSHELD HEATING signal cell must go off.
• If the WINDSHELD HEATING signal cell on the LH (RH) instrument panel not illuminated,
switch over the WINDSHIELD HEATING TEST LH (RH) switch on the LH control panel to
the OFF position. WINDSHELD HEATING signal cell must comes on.
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Switch off the CENTRAL WARNING DISPLAY-AIRFRAME, AC GENERATOR LH, RH
switches/circuit breakers and the WINDSHIELD HEATING LH, RH and BATTERY I, II
switches/circuit breakers on the overhead panel.
Set the WINDSHIELD HEATING selector on the RH instrument panel to the position 0.
2. Check of the correct operation of the TER-1M thermoregulators

A. Fixture, Test and Support Equipment Resistance decade with the range of 0.1 to 999 Ω
and the graduation by 0.1 Ω (e.g. Cosinus GmbH
Decade R1-1000)
Voltage supply 27 V DC / 10 A
B. Materials 2RM14KPN4G1V1 socket (order number 9172 1430)

Bulb 27 V
C. Tools Z37.9110-10 Special screwdriver

Periodical
E. Procedure
(1) Unlock and remove the removable cover under the front baggage compartment between 2nd –
4th frames LH with a Z37.9110-10 special screwdriver.
(2) Disconnect the plug-socket connection D157 /D158/ of the thermo-regulator.
(3) Connect the interconnecting cable with the socket to the disconnected plug-socket D157 /D158/
according to the Fig. 301 and connect the resistor decade and a bulb.
(4) Set the resistance 150 Ω on the resistor decade.
(5) Unlock the safety nut of the resistor slider of the TER-1M thermo-regulator and turn the slider
clockwise to the final position.
(6) Connect the voltage +27 V into the thermo-regulator, signaling bulb is burning.
(7) Continuously turn the resistor slider counterclockwise till the moment when the thermo-regulator
is switched off and the signaling bulb turns off. Secure the safety nut of the resistor slider in this
position.
(8) Check the accuracy of the TER-1M thermo-regulator adjustment for LH and RH windshield,
measure values of the resistance by means of the resistor decade with the step 0.1 Ω and find
resistance values at which the TER-1M thermo-regulator turns off and on. Check turning off and
turning on by means of the signaling bulb.
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(9) Required resistance value, at which the TER-1M thermo-regulator is switched, should be
different from the nominal value 150 Ω only 1 Ω. If not the new adjustment is necessary.
The non-sensitivity zone Roff – Ron should be max. 4 Ω. If the non-sensitivity zone is out of this
tolerance limit, the thermo-regulator must be replaced.
(10) Disconnect the voltage supply 27 V and the interconnecting cable.
(11) Connect the disconnected plug-socket D157 /D158/ to the TER-1M thermo-regulator.
(12) Install the removable cover between the 2nd - 4th frames LH side by means of the Z37.9110-10
special screwdriver.
FIG. 301 DIAGRAM OF TER-1M THERMO-REGULATOR FUNCTION CHECK
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INSTALLATION OF HEATED WINDSHIELDS

1. General
The installation of the heated windshields system in the flight compartment is intended for the ice and
snow melting.

1 Selector B087085N 1 RH instrument panel
WINDSHIELD HEATING 0 - I - II
2 Switch PNG 15 K 2 Left control panel
WINDSHIELD HEATING TEST
LH - RH - HEATING OFF
3 Fuse 1.6 A 2 Between the 7th and 8th frames right
CSN 354733F/1500
4 Signalization box SS-3 (8) 1 4th bulkhead left
(B073584N)
5 Thermoregulator TER-1M 2 Between the 2nd and 3rd - left
6 Heated windshield LH TSK 109.00.000-01 1 Flight compartment
7 Heated windshield RH TSK 109.00.000 1 Flight compartment
8 Signal cell SLC-51 (green) or 2 LH, RH instrument panel
WINDSHELD HEATING LUN 2662.69 or
LUN 2662.77
9 Switch VG 15K-2S 2 Overhead panel
WINDSHIELD HEATING LH, RH
10 Contactor TKD 133 DOD 2 Between the 6th and 7th frame left
11 Contactor TKD 103 DOD 2 Between the 6th and 7th frame left
12 Autotransformer B570395N 1 Between the 6th and 7th frame left
13 Autotransformer B570404N 2 Between the 6th and 7th frame left
14 Resistor 2K2 TR 192 2 Between the 2nd and 3rd frame left
15 Terminal board 73 K (8) 2 Between the 2nd and 3rd frame left
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FIG. 1 DIAGRAM OF THE HEATED WINDSHIELDS SYSTEM
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3. Operation
The electric heating of the heated windshields system is a two-stage one. In the Ist stage, the entire
areas of both windshields are heated up to 30 % of the power when both AC generators are operating.
In the IInd stage, the entire areas of both windshields are heated up to 100% of the power when AC
generators are operating.
In case of failure of one AC generator, the entire regime of the windshield heating is transferred
automatically onto the other AC generator.
The system is actuated by switching on the switches BATTERY I, II, WINDSHIELD HEATING LH, RH
the circuit breakers AC GENERATOR LH, RH, CENTRAL WARNING DISPLAY and by switching over
the selector WINDSHIELD HEATING to the Ist heating stage.
NOTE: Switching over of the selector WINDSHIELD HEATING to the IInd stage is only possible
after 5 to 7 minutes of the windshield heating at the Ist stage.
The operation of individual heating sections is controlled automatically by means of the thermo-regulator
mounted in the windshield and set up to the temperature of 30°C. If exceeding the set up temperature,
the heating is switched off automatically. The closing of the windshield heating system is signalized by
the green signal lights WINDSHIELD HEATING, mounted on the left and right instrument panel.
The function of the thermo-regulator is checked by the switches TEST OF WINDSHIELD HEATING.
When with the heating of the windshield on the signal light WINDSHIELD HEATING is on, then by
switching over the selector TEST OF WINDSHIELD HEATING to the position HEATING ON the signal
light WINDSHIELD HEATING extinguishes. When with the windshield heating on the signal light
WINDSHIELD HEATING is not lighting, then by switching over the selector TEST OF WINDSHIELD
HEATING to the position HEATING OFF the signal light WINDSHIELD HEATING lights up.
Any other state means a failure.
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INSTALLATION OF HEATED WINDSHIELDS

FAULT ISOLATION
Detection and fault isolation of the heated windshields is enclosed in the Maintenance Manual for
windshields TSK 109.00.000.RE.
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TSK-109 HEATED WINDSHIELD

1. General
The windscreen consists of:
• the RH windscreen, TSK 109.00.000 (1 pc.)
• the LH windscreen, TSK 109.00.000-01 (1 pc.)
The description and servicing of the electrically heated windshields is enclosed in the section 056.10.00.
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FIG. 1 WINDSCREEN
(1) Outer glass; (2) Heating element; (3) Middle glass; (4) Inner glass; (5) Adhesive layer;
(6) Inner frame; (7) Sealing compound; (8) Outer frame; (9) Temperature sensor TD-2
Ι - lower section of the heating element (zone B)
ΙΙ - central section of the heating element (zone A)
ΙΙΙ - upper section of the heating element (zone B)
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SS-3 (8) SIGNALIZATION BOX /D 155/

1. Purpose
The SS-3 (8) signalization box (Drwg. No. B 073 584 N) serves for the signaling of the windshield electric
heating system function in the flight compartment.
2. Technical data
d. c. operational supply voltage (24 - 29) V
a. c. operational supply voltage (108 - 120) V Ist stage
a. c. operational supply voltage (190 - 230) V ± 5% IInd stage
3. Operation
With the Ist stage heating of the windshields on (see the Fig. 1) the voltage of 115 V/400 Hz is fed
to the pin (9), (11).
This voltage is fed via the diode rectifier D1 and the dropping resistor R1 to the relay coil RE 1.
The relay RE 1 closes the circuit of the signal bulb. The capacitor C1 is smoothing the voltage.
With the IInd stage of the windshields heating on the voltage of 230 V/400 Hz is fed to the pin 9 (11) and
the voltage of 27 V is fed to the pin 3 (1). The voltage of 27 V closes the relay RE 2, which connects to
the circuit of the relay coil RE 1 another dropping resistor R2 so that 27 V appears again on the relay coil
RE 1.
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FIG. 1 WIRING DIAGRAM OF THE SS-3 (8) SIGNALIZATION BOX

D1 - KY 725 F diode
R1 - TR 510, 2K2 resistor
R2 - TR 510, 1K5 resistor
C1 - TC 978, 2M capacitor
RE1, RE2 - 15N 59919.7 relay
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WIPER UNIT INSTALLATION

1. General
Distorted and partially melted ice, snow, water and various impurities, dust, mud and etc. are removed
from the windshields by the wiping unit.

1. Throttle cock of the wiper GA 171/6 1 Left control panel
2. Windshield wiper SJ 3 (7) 1 Left windshield, Right windshield
3. Mechanical unit of windshield wiper GA-211A.00-4 1 4th bulkhead
3. Operation
The windshield wiper is driven by the GA-211A.00-4 mechanical unit of windshield wiper which is
controlled by the GA 171/6 throttle cock of the wiper.
Hydraulic fluid is fed through the GA 171/6 throttle cock of the wiper from the circuit of the permanent
pressure to the GA-211A.00-4 mechanical unit of the windshield wiper. According to the amount of the
throttle cock opening the velocity of the wiping unit motion is controlled.
NOTE: General diagram of the hydraulic system is enclosed in the chapter 29.
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FIG. 1 DIAGRAM OF THE WIPER UNIT INSTALLATION SYSTEM
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WIPER UNIT INSTALLATION

FAULT ISOLATION

1. Heavy run of the wiping unit Shaft jamming of the wiping unit Remove the wiping unit and
(scouring) lubricate the shaft
2. Wiping unit not much effective or Poor pressing force on the wipers Tighten the regulation screws on the
not effective at all during the flight top side of wipers arms
3. Wipers rubbing heavily the Heavy pressing force on the wipers Release the regulation screws on
windshield the top side of the wipers arms
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GA-211A.00-4 MECHANICAL UNIT OF WINDSHIELD WIPER

1. Purpose
The GA-2111A.00-4 mechanical unit of windshield wiper is intended for the hydraulic drive of the
windshield wiper.
2. Technical data
Operation pressure 14.7 MPa max. (150 kp/sq.cm.)
Number of double-strokes (cycles) 100 to 200 cycles/min.
3. Operation
The fluid from the hydraulic system flows through the inlet neck (2), through the bored channels in the
body to the left space of the guiding insert (8). The right space of the guiding insert is at the same time
interconnected by means of the right valve via the chamber of the switch over mechanism to the outlet
neck (17). Due to this, the rack piston (7) moves right and actuates the motion of the gear wheel (5) in
the counterclockwise direction and the driving shaft (3), which brings to the motion the wiping unit. The
switch over mechanism works as follows:
The driving cock (11) rotates with the driving shaft (3), and by the screw (14) leans against the yoke (13)
and rotates it in the counterclockwise direction. At the same time the extension of the spring (12) takes
place. After the extension reaches „the dead travel“, the throw over of the yoke (13) to the other side
takes place. As the yoke leans by its one end against the body wall, then by the action of the spring (12)
the rod (10) is moved to the opposite extreme position.
Together with the rod (10) the valves (15) are displaced, these valves being pressed against this rod by
the hydraulic fluid pressure. Due to this the rack piston (7) is moved in the opposite direction.
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FIG. 1 GA-211A.00-4 MECHANICAL UNIT OF WINDSHIELD WIPER

(diagram of the operation)
(1) Pipe unit; (2) Inlet neck; (3) Driving shaft; (4) Textile sealing; (5) Gear wheel; (6) Stop;
(7) Rack piston; (8) Insert; (9) Body; (10) Rod; (11) Driving disk; (12) Spring; (13) Yoke;
(14) Screw; (15) Valve; (16) Distribution bushing; (17) Outlet neck
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GA-171/6 THROTTLE COCK OF THE WIPER

1. Purpose
The GA-171/6 throttle cock of the wiper provides the limitations of the through flow amount of the
hydraulic fluid to the hydraulic engine of the windshield wiper.
2. Technical data
Operation pressure max. 15.7 MPa (160 kp/sq.cm.)
3. Operation
By partial turning of the wheel (3) the needle (6) moves out of the seat of the body (1) and the hydraulic
fluid starts flowing through the cock. With the cock fully open, the through flow amount of the fluid is
limited by the calibrated port in the washer (15).
FIG. 1 GA 171/6 THROTTLE COCK OF THE WIPER

(1) Nut; (2) Washer; (3) Wheel; (4) Spring washer; (5) Washer; (6) Needle; (7) Nut; (8) Sleeve;
(9) Sealing ring; (10) Washer; (11) Washer; (12) Body; (13) Port for the neck setting; (14) Plug;
(15) Washer; (16) Sealing ring; (17) Neck
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SJ 3 (7) WINDSHIELD WIPER

1. Purpose
The aircraft windshields are provided with the SJ 3 (7) windshield wiper, formed by the left and right wiper
arms and the system of draw bars.
The windshield wiper is driven by a GA-211A.00-4 single mechanical unit of windshield wiper.
The compression force of the wiper arm can be adjusted by the regulating screw.
By tightening the regulating screw the compression force raises and by the loosening the regulating
screw the compression force is reduced.
FIG. 1 SJ 3 (7) WIPING UNIT INSTALLATION

(1) Wiper; (2) Pull rod; (3) Cube; (4) (5) Stiffener; (6) Nut; (7) Regulating screw; (8) Screw; (9) Shaft
with the washer, nut and the split pin; (10) Bushing; (11) Lever; (12) Cover; (13) GA-211A.00-4
Mechanical unit of the windshield wiper; (14) Wiper arm; (15) Journal with a washer and split
pin; (16) Screw with the washer; (17) Screw with the washers; (18) Fitted bolt with washer, nut
and split pin; (19) Screw with washer and nut; (20) Sealing ring; (21) Ring; (22) Screw with
washer and nut; (23) (24) -; (25) Wiper
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SERVICING
1. Check of the wiper fixing and adjustment

B096675N Dynamometer (or equivalent digital force
gauges, e.g. EXTECH ..)
C. Tools 4.5x120 Screwdriver (No. 697 or equivalent)

Seasonal, Periodical
E. Procedure
(1) Place the stairs (e.g. B097365N) to the fuselage front section.
(2) Make sure, by means of the 4.5x120 screwdriver, that there is not any slackening of the locking
screws on the wipers arms, poor pressing force of the wiping blades against the front windshields.
(3) Check, with help of the dynamometer, the pressing force of 14.7 ± 1 N (1.5 ± 0.1 kp) on the
wiper journal.
(4) Adjust the pressing force on the wiper journal by means of the 4.5x120 screwdriver.
By tightening the regulating screw the pressing force is increased, by releasing the regulating
screw the pressing force is reduced.
(5) Replace the defective wiping blades.
2. Inspection of the protecting coat of wiper levers

PE paint dishes
B. Materials Fiber-free cloth (Molino)

No. 150 Emery paper (or equivalent)
S 2003 Primer paint (or equivalent)
S 2075/1111 Covering enamel (or equivalent)
S 6006 Solvent (or equivalent)
C. Tools No. 12 Flat brush (or equivalent)
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Seasonal, Periodical
E. Procedure
(2) Check the wipers arms and make sure that there is no damaged paint as deep as to the metal,
damaged galvanic layer and corrosion spots.
(3) Prepare the emery paper No. 150, the primer paint S 2003, the covering enamel S 2075/1111,
brushes and vessels for the paints.
(4) Grind the damaged or corroded spots with use of the emery paper No. 150 to the base metal.
(5) Clean the ground spots with a brush or a piece of cloth and remove ground particles.
(6) Coat the cleaned spots 1x with the primer paint S 2003 and let them dry at the temperature of
18 to 25°C for min. 3 hours.
(7) Apply one layer of the covering enamel S 2075/1111 and let it dry at the temperature of 18 to
25°C for the min. time of 16 hours.
(8) Wash and take away the brushes and the vessels for paints.
3. Check of the operation of wipers

A. Fixture, Test and Support Equipment Stairs (e.g. B097300N),
Hydraulic truck (e.g. HYDROCOM MA-801-03 or
equivalent)
Ground electric source
B. Materials Toilet soap

Rag

Periodical
E. Procedure
(1) Place the spraying device to the aircraft; this device provides the continuous water supply on
the front wind screens.
(2) Place the stairs (e.g. B097300N) to the left engine nacelle.
(3) Unlock and tilt the lower engine cowl of the left engine nacelle according to the work procedure
outlined in the chapter 54.
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(4) Place the hydraulic truck to the aircraft.
(5) Connect the ground electric source.
(6) Connect the hoses from the hydraulic truck to the pipe unit of the external source connections on the
left engine nacelle.
(7) By means of the spraying device secure the water supply on the windshield. Check on the pressure
gauge mounted on the instrumental panel if the pressure in the hydraulic network is
(14.7 - 0.5 MPa). By turning the handle of the wipers control, on the left control panel, actuate
the wipers.
(8) Adjust the number of cycles of the wipers by means of the rotary handle to 100-200 per minute.
Not wiped area within the work area of the wipers is not tolerated.
(9) Take away the spraying device.
(10) Disconnect the ground electric source and the hydraulics car from the external source connection.
(11) Close and lock the lower engine cowl of the left engine nacelle according to the work procedure
outlined in the chapter 54.
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1. Wiper removing
A. Fixture, Test and Support Equipment B096024N Fixture for the wiper mounting
C. Tools Spanners of the adequate dimension from the tool set
E. Procedure
(1) On the windshield pillar in the pilot's cockpit, unscrew the nut fixing the shaft of the wiper,
remove the washer and pull-out the wiper with shaft.
(2) Unscrew 2 locking screws on the face of the wiper arm.
(3) Using the B096024N fixture remove the wipers from the geared shaft.
2. Wiper installing
A. Fixture, Test and Support Equipment B096675N Dynamometer (or equivalent digital force
gauges, e.g. EXTECH,..)
B096024N Fixture for the wiper mounting
B. Materials MOLYKA lubricating grease (or equivalent)
C. Tools Spanners of the relevant dimension from the tool set
E. Procedure
(1) Lubricate the wiper shaft with MOLYKA lubricating grease.
(2) Put the B096024N fixture on the wiper arm.
(3) Fix the wiper arm onto the shaft and lock it by means of two locking screws on the face.
(4) Fix the wiper arm onto the screw on the windshield pillar next to the wiper shaft in the pilot's
cockpit and fix it by the nut with the washer and split pin.
(5) Check the function of the wipers. If necessary, adjust the pressing force on the wiper journal to
14.7 ± 1 N (1.5 ± 0.1 kp) by releasing the adjusting screw pos. 7 - see the Fig. 1 on the upper side
of the wiper arm.
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PROPELLERS
1. General
Propellers are electrically deiced by means of the heating elements glued on the leading edges of the
propeller blades. The deicing system of propellers consists of two sections: parts rotating together with
the propeller (transfer rings and deicing elements of the propeller blades) and parts not rotating, installed
inside the airframe (cyclic switch, collectors, contactors, switches, push-buttons, fuses and signal bulbs).
This part of the handbook only deals with the non rotating section of the propeller deicing system.
Rotating parts are enclosed in the chapter 61 PROPELLER.

1. Cyclic switch LUN 3193 1 Between the 17th and 18th frames,
or LH, RH
Cyclic switch LUN 3193.1 1 Between the 17th and 18th frames,
EU 2009 LH, RH
2. Collector LUN 7850 2 Engine
3. Contactor TKD 103 DOD 2 Between the 17th and 18th frames,
LH, RH
4. Contactor TKD 133 DOD 2 Between the 17th and 18th frames,
LH, RH
5. Push-button PROP. DEICING 2 KNR 1 Left control panel
CHECK-BLADES
6. Push-button PROP. DEICING 2 KNR 1 Left control panel
CHECK-TIMER
7. Fuse 2A CSN 354733 2 Between the 8th and 9th frames,
F/1500 LH, RH
8. Selector PROP. DEICING STBY MAIN B 580 311 N 1 Instrumental panel
9. Signal cell PROPELLER DEICING - 2 Signaling block
10. Relay B 073 576 N 1 17th frame, RH
3. Operation
The deicing is realized within the cycle, the interval of which has been set on the selector - PROPELLER
DEICING - STBY-MAIN on the instrumental panel.
The selector position I (closer to the neutral) corresponds to the interval of 40 sec., the position II (more
distant) corresponds to the interval of 80 sec.
Under normal conditions the MAIN circuit of the cycler is selected. The correct function of the propellers
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deicing is indicated so, that both signal cells PROPELLER DEICING on the signaling block LEFT ENGINE,
RIGHT ENGINE are extinguished.
The interval of the propellers deicing cycle can be shortened to 4 sec. by switching over the selector
PROPELLER DEICING to the position MAIN, and by pressing the push-button TIMER on the left control
panel. With the correct function of the propellers deicing, the signal cells PROPELLER DEICING light up
in the shortened 4 seconds cycle as follows:
left - none
right - both
whilst the beginning of the signaling can take place in any phase.
Any other cycling indicates the system failure.
By pressing the push-button BLADES on the left control panel (the selector PROPELLER DEICING
switched to the position MAIN or STBY), the checking of the propeller blades deicing elements is carried out.
With the proper function, both signal cells PROPELLER DEICING on the signaling block must be extinguished.
Any other condition indicates a failure.
Detailed technical description and the function of the propellers deicing system is enclosed in the Maintenance
Manual of the propeller unit V 510.
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FIG. 1 SYSTEM DIAGRAM OF THE PROPELLERS DEICING
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PROPELLERS
FAULT ISOLATION
Detection and trouble shooting of the propellers deicing system are mentioned in the AVIA Propeller Manuals:
• Document No. E-1500 - “Operation and installation manual reversible hydraulically controlled variable
pitch propellers (constant speed) V510( ) “.
• Operator's Installation and Maintenance Manual V510 Propeller P/N 068-8912.7
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PROPELLERS
SERVICING
1. Check of the operation propellers deicing by inoperative engines


Routine, Periodical
E. Procedure
(1) Switch on the switches BATTERY I, II, PROPELLER and the circuit breakers CENTRAL WARNING
DISPLAY - ENGINE LH, RH on the overhead panel.
(2) Switch the selector PROPELLER DEICING on the instrumental panel to the position I MAIN
(interval app. 40 sec.)
(3) Press the push-button BLADES on the left control panel. With the correct function of the propellers
deicing both signal cells PROPELLER DEICING on the signaling block must be signaled
(illuminating and extinguishing of the signal cells) as described in the section 030.60.01 on the
figs. 303 and 304.
Any other condition indicates the failure of the propellers deicing.
(4) Switch the selector PROPELLER DEICING to the position 0.
(5) Switch off the circuit breakers CENTRAL WARNING DISPLAY - ENGINE LH, RH and the
BATTERY I, II switches.
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LUN 3193 OR LUN 3193.1 CYCLIC SWITCH

1. Purpose
The cyclic switch is intended for the alternating switching over of the electric current to the heating
elements for deicing of the propeller blade.
2. Technical data
Voltage operational range (24 - 29.4) V
Switched over current for one phase 4.7 A
max. 5.7 A
Max. permanent current of the electric circuits
at the operational voltage of 28 V 0.9 A
Interval of the switching is optional:
a) 40 sec. ± 10%
b) 80 sec. ± 10%
3. Operation
The cyclic switch of the propellers deicing is an electronic instrument and the switching over is carried
out by the electromechanical element. Beside the circuits for switching over, the cyclic switch
accommodates circuits for the failure indication of the cyclic switching and for the circuit failure of
propeller blades heating elements or the failure in the external circuit.
NOTE: The signalling box No. 774 001 is part of the set of LUN 3193 or LUN 3193.1 cyclic switch.
The signalling box is used to the conversion of failure output signals from the LUN 3193 or
LUN 3193.1 cyclic switch to the simpler form, suitable for the signalization at the flight.
TEST C and TEST V function test is unaffected.
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SERVICING
1. Check of LUN 3193 or LUN 3193.1 cyclic switch of the propeller deicing
A. Fixture, Test and Support Equipment E6-02749001 Check device
Cables K, J7, J8 P9 from the set E6-02749001
35 V/10A DC stabilized source (B5 – 55 or
equivalent)
Stop watch (PV - 53P or equivalent)

Periodical
E. Procedure
(1) Set-up the check work site according to the diagram in Fig. 301.
FIG. 301 DIAGRAM OF THE CHECK-TEST EQUIPMENT

LUN 3193 or LUN 3193.1 - cyclic switch (controlled instrument)
E6 - 02749001 - check device
K - cables from the set E6-02749001
J7 - cables from the set E6-02749001
J8 - cables from the set E6-02749001
P9 - cables from the set E6-02749001
B5 - 55 - stabilized source of the d. c. current 0 - 35 V/10 A
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(2) Connect the cyclic switch to be controlled to the check work site according to the point (1).
(3) Check the interval of the switching over in the following way. With the source on, press the push-button
INTERVAL 40 on the check device. Press the push-button FUNCTION I.
Push-buttons TEST C and V to be OFF. The selectors Sx and Sy are to be switched to the position O.
Set the rheostats Px and Py to the red field. By pressing the main switch, the cyclic switch starts switching
over. Check the switching over acoustically and measure it by the stop watch.
Switch over interval must be 40 sec. ± 10 %.
Press the push-button INTERVAL 80 and carry out measurements in the same way as for the
switching cycle of 40. Switch over interval must be 80 sec. ± 10 %.
(4) Carry out the TEST C function test in the following way.
Leave the controllers on the control device in the initial setting as with checking the switch over
interval. Press the push-button TEST C, this resulting in the cyclic lighting up and extinguishing
of the bulbs Lx and Ly according to the diagram (fig. 302).
FIG. 302 LUN 3193 OR LUN 3193.1 ELECTRONIC UNIT 2009

- TEST C - DIAGRAM OF THE CYCLIC LIGHTING UP AND EXTINGUISHING OF THE BULBS
(5) Carry out the period test in the following way:

At the „function“ test by the TEST C the cyclic lighting up and extinguishing of the bulbs must take
place. Measure their period by the stop watch. The period must be 8 sec. ± 20%.
(6) Check the failure indication as follows:

Set the controllers on the control device as follows:
Leave the push-buttons TEST C and V OFF, press the push-button FUNCTION I, select the cycle
of 40 or 80 by the push-button. Set the selectors Sx and Sy to the position O.
With this setting, no failure signalization is allowed (the cyclic lighting of the bulbs Lx and Ly is not
realized). Switch the selector Sx (Sy) to the position 1. Raise slowly the branch resistance by the
rheostat Px (Py) till the bulb Lx (Ly) lights up.
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The lighting of the bulbs Lx (Ly) takes place at the relevant switch over cycles.
Failure indication must take place within the interval of 53.8 Ω = Rn = 58.9 Ω.
NOTE: Rn ... rated resistance value between the phases including the contact resistances of
the collecting mechanism and the lines resistance.
(7) Check the complete supply break for propellers in the following way:
Set the controllers on the control device as follows:
• press the push-button TEST V
• the position of the push-buttons 40 sec. or 80 sec. is optional
• leave the switches Sx, Sy in the O position
After pressing the push-button of the R function the simultaneous lighting and extinguishing of the
bulbs Lx and Ly takes place in the time interval of 2 seconds, this signaling the complete supply
break of the propeller.
Complete supply break of propellers must correspond to the diagrams shown below:
FIG. 303 LUN 3193 - TEST V - DIAGRAM OF THE CYCLIC LIGHTING UP AND EXTINGUISHING OF
THE BULBS
X
Y
8s
FIG. 304 LUN 3193.1 ELECTRONIC UNIT 2009 - TEST V - DIAGRAM OF THE CYCLIC LIGHTING UP
AND EXTINGUISHING OF THE BULBS
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(8) Check the function by the TEST V in the following way:

Leave the controllers on the control device in the initial setting as that for the function checking
by the TEST C except the push-button TEST V which is to be pressed. The cyclic switch must
operate normally, but with the shortened switch over cycle i.e. 4 sec. ± 20 %.
To be measured by the stop watch. Check the measurements acoustically.
The current for the M2 must not exceed 1 A.
(9) Bring the measuring and checking work site to the initial state.
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1. Removing and installing of the cyclic switches

B. Materials ∅ 0.5 mm Binding wire (CSN 11 343.0, 42 6410.91

or equivalent)

3.5x80 Screwdriver (No. 697 or equivalent)
7 Socket wrench (CSN 23 0650.7 or equivalent)

Periodical
E. Procedure
th
(1) By means of the L 410.9141-05 screwdriver remove the ceiling upholstery between the 17 and
th
18 frames, LH and RH.
(2) Loose the milled nuts fastening the LUN 3193 or LUN 3193.1 (D 101, D 102) cyclic switches and
disconnect the by-pass from the block by means of the socket wrench 7 (CSN 230650.7).
(3) Disconnect 4 socket-plug connections and disconnect the cyclic switches from the cables.
(4) Mark the cyclic switches of the propellers deicing with the aircraft number and hand them over to the
test room.
th th
(5) After the testing in the test room, install the cyclic switches back between the 17 and 18
frames and fix them. Connect 4 socket-plug connections, lock the socket-plug connections with
the binding wire of ∅ 0.5 mm. Connect the by-pass by means of the socket wrench 7 (CSN
230650.7) and add drops of color. Tighten up the milled nuts.
th
(6) By means of the L 410.9141-05 screwdriver, install the upholstering of the ceiling between the 17
th
and 18 frames, LH and RH.
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LUN 7850 COLLECTOR

1. Purpose
The collector is a part of the transfer system of the propeller blades electric deicing system.
2. Technical data
Number of carbon brushes 4
Current load of each carbon brush at 115 V a. c. 4.5 A max.
Spring compression force at the length of the carbon brush slip out of 1.5 mm
above the collector face surface (1 + 0.35 / – 0.15 ) N
3. Operation
The collector transfers the electric current from the fixed motor section to the rotating transfer rings of the
propeller.
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LUN 7850 COLLECTOR

SERVICING
1. Inspection of the LUN 7850-7 collector and its brushes

B. Materials Rag
Spirit (100 g)

Routine, Periodical
E. Procedure
(1) Place the stairs (e.g. B097300N) to the engine nacelle.
(2) Remove the front top cover of the engine nacelle according to the work procedure outlined in
the chapter 54.
(3) Check the collector, namely the carbon brushes. The following defect are not permitted:
- wet or contaminated carbon brushes.
In case of wet places occurrence or contaminated carbon brushes clean carefully collecting
rings, flange and carbon brushes.
(4) Install back the front top cover of the engine nacelle according to the work procedure outlined
in the chapter 54.
2. Check of the carbon brushes wear of the LUN 7850-7 collector

A. Fixture, Test and Support Equipment Drwg. No. 068-8120 Measuring fixture
Stairs (e.g. B097300N)
B. Materials ∅ 0.8 mm Steel wire

Periodical
E. Procedure
(1) Place the stairs (e.g. B097300N) to the engine nacelle.
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(2) Remove the front top cover of the engine nacelle according to the work procedure outlined in the
chapter 54.
(3) Check the wear of the carbon brushes and make sure that the wear does not exceed next
values:
• the wear of the carbon brushes more than by 8 mm
• breaking off on the surface of the carbon brushes exceeding 20 - 25%.
(4) By means of a measuring fixture (Drwg. No. 068-8120) check the wear of the carbon brushes.
The tip of the gauge of the measuring fixture should not slip into any of the check holes till the
handle of the measuring fixture (in case the gauge tip slips completely into the check hole, this
indicates the excessive wear of the carbon brushes).
NOTE: In case, the measuring fixture is not available, proceed as follows:

Mark with color or a scratch on the steel wire ∅ 0.8 mm the distance of 5 mm from
the end. Slip the steel wire by the marked end gradually into all holes of the collector.
In case, the steel wire slips into the greater depth than indicated (5 mm) then the brush
carbons have been worn excessively.
(5) Install back the front top cover of the engine nacelle according to the work procedure outlined
in the chapter 54.
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LUN 7850 COLLECTOR

1. Removing and installing the LUN 7850 collector

A. Fixture, Test and Support Equipment Drwg. No. 068-8101 Feeler gauge (thickness 1.5 mm)
B 097 300 N Stairs
C. Tools 6x120 Screwdriver (No. 697 or equivalent)

Combinations pliers (CSN 230382 or equivalent)
8; 9 Open-end single-ended wrench (CSN 230626.6
or equivalent)
5.5x7 Open-end double-ended wrench
E. Procedure
(1) Place the B 097 300 N stairs to the engine nacelle.
(2) Remove the front top cover of the engine nacelle - see the work procedure outlined in the section 54.
(3) Removal of the LUN 7850 collector.
(a) Unlock the collector fixing screws (2).
(b) Unscrew two screws (4) fixing the collector lid and remove the lid. Disconnect the electric
installation.
(c) Unscrew three screws (2) fixing the collector bracket to the reducer riser and remove the
collector.
NOTE: When transferring the collector, place the protective cover onto the collector, to
avoid the damage of the carbon brushes.
(4) Installing the LUN 7850 collector.
NOTE: Installing the collector must be performed in following cases:

• after engine exchange
• after propeller exchange
• at collector exchange
In case a new collector is installed or if the collector is provided with the protective cover
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on the carbon brushes, then this cover must be removed before the installation.
(a) Loosen two screws (3) - see Fig. 401 - fixing the collector to the bracket.
(b) Set the bracket with the collector and inserted gauge (5) onto the reducer riser, fix it by one
screw (2) and softly tighten by means of a wrench.
(c) Move the body of the collector with inserted gauge close to internal collecting ring.
In this position hold the collector pressed to the collecting ring and by means of a wrench
tighten both screws (3) fixing the collector to the bracket.
(d) Unscrew the screw (2), remove the collector and take off the gauge (5).
(e) Again tighten the screws (3) and lock them with binding wire.
(f) Set the collector onto the reducer riser and fix them by three screws (2) with washers.
(g) Check the contact of carbon brushes with the collecting rings. By means of a flat edge of
the gauge (5) check the spacing between the inner collecting ring and the collector body
from both sides.
(h) Adjust again the collector. Connect the electric installation, place the lid on the collector
and tighten it by two screws.
(i) Lock the screws (2), (4) by the binding wire.
(5) Install back the front top cover of the engine nacelle - see the work procedure outlined in the
chapter 54.
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FIG. 401 INSTALLING THE LUN 7850 COLLECTOR

(1) LUN 7850 Collector; (2) Screw; (3) Screw; (4) Screw; (5) Feeler gauge Drwg. No. 068-8101;
(6) Protective cover of carbon brushes
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LUN 7850 COLLECTOR

APPROVED REPAIRS
1. Replacement of the collector carbon brushes

B. Materials No. S 0057205 Carbon brush
C. Tools Side pincers (No. 3013 or equivalent)

4.5x120 Screwdriver (No. 697 or equivalent)
E. Procedure
(1) Remove the lid and rear plate from the collector.
(2) Cut off the lug from the carbon brush, remove the spring from the stranded wire and keep the
spring for the installing the new carbon brush.
(3) Prepare four carbon brushes for the assembly in the following way:
• check the dimension of the carbon brushes by slipping the brush into the holes in the collector
body
• straighten the stranded wire between the soldering lug and the carbon brush-ply apart or
trappings are not permitted on the stranded wire
• slip the spring from the underside on the stranded wire of the carbon brush perpendicularly,
approximately behind the third thread
Rotate the spring slowly to the left, till the beginning of the first spring of the coil gets behind the
stranded wire. By the following spring rotation to the right, coil up the entire spring onto the stranded
wire between the lug and the carbon brush.
(4) Carbon brushes with the springs are then installed on the rear plate.
(5) Slip the rear plate with the carbon brushes (without the spring guiding) into the collector body so,
that the cut-out in the collector body matches with the cut-out in the rear plate.
(6) Pull out partially the rear plate with the carbon brushes and slip into the body the spring guiding
with the cuts out in the direction from the soldering lugs.
(7) Lean the spring guiding by its lower edge against the upper edge of the collector body, and by
means of a screwdriver move the springs into the spring guidings. When moving in the springs,
push onto the upper threads by the screwdriver so, that the stranded wire from the carbon brush is
passed through the cut out in the spring guiding, and push the upper edge of the spring under
the lower edge of the guiding, till the spring fits into the guiding.
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CAUTION: WHEN MOVING IN THE SPRINGS, THE CARBON BRUSHES MUST NOT SLIP
OUT OF THE COLLECTOR BODY.
(8) The front surface of the collector body with the extending brushes are then leant against the rear
lid, which is turned the bottom up so, that the carbon brushes can run out along the rear lid of
the collector. Before pushing in the rear plate, bend the stranded wires of the carbon brushes
so, to form an arched deflection from the lugs. By pushing in the rear plate, the spring guiding is
moved in, the springs are compressed and the carbon brushes run out of the body. Care must
be paid to avoid any deviation and hence the squeezing of the spring. After the compression of
the rear plate into the cut out in the collector body, push the carbon brushes into the collector
body so, that the rear lid is removed and the collector body is pressed against the plate of the
assembly bench.
(9) Check the free slipping in and running out on all carbon brushes. If any of the carbon brushes shows
an increased resistance, carry out again the complete assembly of the collector.
When checking the slipping in of the carbon brushes, the carbon brushes should not be released
suddenly. This might cause their „shooting“ from the collector body. The carbon brushes must
return back to their initial position slowly.
(10) Mount and fix by means of screws the rear plate and the collector lid.
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TKD 103 DOD, TKD 133 DOD CONTACTOR

1. Purpose
The TKD 103 DOD, TKD 133 DOD contactors are intended for the remote closing of three phases of
electric consumers in the aviation engineering.
2. Technical data
Voltage to be closed:
• alternating current (20 - 220) V
• direct current (5 - 30) V
Closed current (0.2 - 10) A
Nominal closing voltage 27 V
Holding current:
• TKD 103 DOD 0.33 A
• TKD 133 DOD 0.42 A
3. Operation
By feeding the voltage to the clamps A-B, the contactor closes (switches over) the contacts.
After the voltage disconnection, the contactor returns back to the rest position by means of the spring.
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FIG. 1 DIAGRAM OF THE TKD 103 DOD, TKD 133 DOD CONTACTOR
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DETECTION
1. General
To enable the crew of the aircraft to detect whether the ice is being formed and at what intensity,
the following detectors are mounted on the aircraft:
• rotary detector
• static detector

1. Static ice detector SI (7) 1 Near the left side window of the
flight compartment
2. Rotary ice detector LUN 1771.3-8 or 1 Right side of nose cover
LUN 1771.4-8
3. Circuit breaker STATIC ICE DETECTOR AZRG 5 1 Overhead panel
4. Switch ROTARY ICE DETECTOR 2VG-15K 2S 1 Overhead panel
5. Signal cell ICING - 1 Signaling block
3. Operation
The rotary ice detector is actuated by the switch ROTARY ICE DETECTOR. The ice accretion growth on
the rotating sensor of the ice detector is signalized by the lighting of the signal cell ICING on the signaling
block.
The static ice detector indicates on its front side the hoarfrost or ice accretion growth. The ice layer, corresponds
to the layer of ice on the wings leading edges, on the tail unit and on the air intakes to the engines hence
drawing the pilot’s attention on the necessity of the ice removal from the aircraft by means of the deicing
device. After flying through the zone with the ice accretion or ice occurrence, it is possible to remove the
ice accretion or the ice by switching on the heating of the circuit breaker STATIC ICE DETECTOR.
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FIG. 1 DIAGRAM OF THE ICE DETECTION
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DETECTION
FAULT ISOLATION

1. Upon switching on the switch, the Defective motor or electric supply Remove the rotary ice detector,
rotary ice detector not rotating check the motor and replace it
if necessary. Check the electric
installation.
2. The motor of the rotary ice detector a) Broken contacts in the rotary ice a) Dismantle the rotary ice detector
is rotating but not indicating in case detector and repair the contacts
of the ice accretion
b) Burnt bulb in the signal cell b) Replace the bulb in the signal cell
on the signaling block
c) Defects in the electric installation c) Check and repair the electric
of the ice accretion signalization installation
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LUN 1771.3-8, LUN 1771.4-8 ROTARY ICE DETECTOR

1. Purpose
The LUN 1771.3-8 or LUN 1771.4-8 rotary ice detector is intended for the signaling of the ice accretion
growth speed. It is fixed mounted in the surface with the rotating sensor extending into the free air
stream.
2. Technical data
Operational voltage:
• Servomotor 36 V ± 10 %, 400 Hz ± 10 %
• signaling circuit 27 V + 2.4
V d. c.
−3
Consumption
• servomotor 200 mA max.
• signaling contact 0.1 A (bulb 28 V, 3 W)
The minimum spacing between the edge and the rotating sensor 0.1 ± 0.05 mm
3. Operation
The DID - 0.5 power motor rotates the rotating sensor via the gear box app. 1 r.p.s. During the idle run,
the motor with the gear box and hence even the contact are held by the directional springs in the center
position.
If the ice accretion starts growing on the rotating sensor, then the sensor starts scouring against the
edge by its greatest radius. The motor with the gear box turns by the increased moment till both touch
the signaling contacts and connect the current of the signaling bulb.
In case, that the growth velocity might be so intensive, that the stopping of the rotating sensor might take
place, no damage of the mechanism nor the burning of the servomotor take place.
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FIG. 1 LUN 1771.3-8, LUN 1771.4-8 ROTARY ICE DETECTOR

(1) Flange; (2) Column; (3) Base; (4) Servomotor with the gear box; (5) Cable; (6) Sensor;
(7) Edge; (8) Fixed contacts of the signalization; (9) Moving signaling contacts; (10) Ring;
(11) Springs; (12) Adjusting screw; (13) Fork; (14) Cover; (15) Capacitor; (16) Clamp; (17) Clip
FIG. 2 INNER WIRING DIAGRAM OF THE LUN 1771.3-8, LUN 1771.4-8 ROTARY ICE DETECTOR
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LUN 1771.3-8, 1771.4-8 ROTARY ICE DETECTOR

SERVICING
1. Inspection of the LUN 1771.3-8 or LUN 1771.4-8 rotary ice detector


Routine, Periodical
E. Procedure
Check the rotary ice detector.

contamination of the detector rotary and fixed part, corrosion. The same distance is required along
the entire length between the indicator rotary and fixed part.
2. Check of the operation of the LUN 1771.3-8 or LUN 1771.4-8 rotary ice detector

Routine, Periodical
E. Procedure
(1) Switch on the switches BATTERY I, II, CENTRAL WARNING DISPLAY-AIRFRAME,

INVERTERS 36V AC I, II and ICE DETECTOR-ROTARY on the overhead panel.
(2) The assistant lightly holds, from the aircraft outer side, the sensor of the rotary ice detector.
The signal cell ICING must light up on the central warning display. After releasing the sensor
of the rotary ice detector, the cell ICING goes off.
(3) Switch off the switches ICE DETECTOR-ROTARY, CENTRAL WARNING DISPLAY-
AIRFRAME, INVERTERS 36V AC I, II and BATTERY I, II.
EFFECTIVITY
030.80.01
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EFFECTIVITY
030.80.01
ALL Page: 302
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MAINTENANCE MANUAL
LUN 1771.3-8, LUN 1771.4-8 ROTARY ICE DETECTOR

1. Removing of the LUN 1771.3-8 or LUN 1771.4-8 rotary ice detector


Not applicable
C. Tools Screwdriver of the relevant size from the tool set
E. Procedure
(1) Release the socket-plug connection of the rotary ice detector mounted on the 1st frame.
(2) Release, by means of the screwdriver, three screws from the outer side on the right hand side of
the front section of the fuselage, these screws fixing the rotary ice detector. In this way the rotary
ice detector is released.
2. Installation of the LUN 1771.3-8 or LUN 1771.4-8 rotary ice detector


HERMETIK (LUKOPREN)
C. Tools Screwdriver of the relevant size from the tool kit
E. Procedure
(1) Coat contact surfaces with the HERMETIK (LUKOPREN). Fix the rotary ice detector to the indicated
place by means of 3 screws.
(2) Connect the socket-plug connection of the rotary ice detector mounted on the 1st frame and lock it
by means of the binding wire.
(3) Check the proper sense of rotation of the rotary ice detector sensor.
(4) Check the signaling function according to the work procedure for the function checking of the LUN
1771.3-8 or 1771.4-8 rotary ice detector outlined in the section 030.80.01.
EFFECTIVITY
030.80.01
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Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
030.80.01
ALL Page: 402
Nov 1/11
MAINTENANCE MANUAL
SI (7) STATIC ICE DETECTOR

1. Purpose
The SI (7) static ice detector is intended for the detection of the ice layer thickness during the flights
through the areas with the ice accretion occurrence. It is electrically heated to remove the layer from its
surface.
2. Technical data
Nominal voltage (28 ± 0.5) V d. c.
Nominal current (1.5 - 2.3) A
3. Operation
During the aircraft flight through the zone with the ice accretion occurrence, an ice layer is formed on the
front side of the static ice detector. After switching on the heating, the ice layer is removed from the
detector. For the night flights, the ice detector is provided with illumination (see the chapter 33).
FIG. 1 SI (7) STATIC ICE DETECTOR

(1) Heating element; (2) Batten; (3) Base; (4) Blind
EFFECTIVITY
030.80.02
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Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
030.80.02
ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
SI (7) STATIC ICE DETECTOR

SERVICING
1. Inspection of the static ice detector

B. Materials Technical petrol

Piece of cloth

Routine
E. Procedure
(2) Clean the static ice detector from impurities.
(3) Check the SI (7) static ice detector. The following defects are not permitted:
paint damage, corrosion, contaminations, dust and mechanical damages.
2. Check of the operation of the heating of the SI (7) static ice detector

Routine, Periodical
E. Procedure
(1) Switch on the switches BATTERY I, II and the circuit breaker STATIC INDICATOR on the
overhead panel.
(2) The assistant checks by the hand touch the front section of the ice accretion static indicator
whether it is heating up.
(3) Switch off the circuit breaker ICE DETECTOR-STATIC and the switches BATTERY I, II.
CAUTION: THE SWITCH ON TIME OF THE CIRCUIT BREAKER ICE DETECTOR-STATIC

IS MAX. 1 MINUTE.
EFFECTIVITY
030.80.02
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EFFECTIVITY
030.80.02
ALL Page: 302
Nov 1/11
CHAPTER
INDICATING / RECORDING
SYSTEM
MAINTENANCE MANUAL
CHAPTER 31
INDICATING / RECORDING SYSTEM

Section Section
Subject Subject
Title page - - 031.10.00 1 Nov 1/11

List of Effective Pages 1 Apr 15/15 Description and Operation 2 Nov 1/11
2 Apr 15/15 Fault Isolation 101 Nov 1/11
3 May 30/14 102 Nov 1/11
5 May 30/14 302 Apr 15/15
6 May 30/14 303 May 30/14
7 May 30/14 304 May 30/14
8 May 30/14 305 May 30/14
9 May 30/14 306 May 30/14
10 May 30/14 307 Nov 1/11
2 Apr 15/15 031.11.00 1 Nov 1/11
4 Nov 1/11 3 Nov 1/11
2 Nov 1/11 5 Nov 1/11
Contents 1 Apr 15/15 6 Nov 1/11
2 May 30/14 Removal / Installation 401 Apr 15/15
3 May 30/14 402 Apr 15/15
4 May 30/14 403 Apr 15/15
5 May 30/14 404 Nov 1/11
6 May 30/14 031.12.00 1 Nov 1/11
8 Nov 1/11 3 Nov 1/11
031.00.00 1 Apr 15/15 4 Nov 1/11
302 Nov 1/11

ALL Page: 1
Apr 15/15
MAINTENANCE MANUAL

Section Section
Subject Subject
031.12.00 401 May 30/14 031.30.00 303 May 30/14

Removal / Installation 402 May 30/14 Servicing 304 May 30/14
403 May 30/14 305 Apr 15/15
404 Nov 1/11 306 May 30/14
031.13.00 1 Nov 1/11 031.31.00 1 Nov 1/11
402 Nov 1/11 4 Nov 1/11
031.14.00 1 Nov 1/11 5 Nov 1/11
031.15.00 1 Nov 1/11 7 Nov 1/11
031.20.00 1 Nov 1/11 9 Nov 1/11
031.20.01 1 Nov 1/11 11 Nov 1/11
302 Nov 1/11 14 Nov 1/11
031.20.02 1 Nov 1/11 15 Nov 1/11
Servicing 301 Nov 1/11 Fault Isolation 101 May 30/14
302 Nov 1/11 102 May 30/14
031.20.03 1 Nov 1/11 103 May 30/14
031.20.04 1 Nov 1/11 105 Nov 1/11
Servicing 301 Apr 5/13 107 Nov 1/11
302 Apr 5/13 108 Nov 1/11
402 Nov 1/11 110 Nov 1/11
031.30.00 1 May 30/14 Servicing 301 Nov 1/11
302 May 30/14 304 May 30/14

ALL Page: 2
Apr 15/15
MAINTENANCE MANUAL

Section Section
Subject Subject
031.31.00 305 May 30/14 031.31.00 525 Nov 1/11

Servicing 306 May 30/14 Adjustment / Test 526 Nov 1/11
307 May 30/14 527 Nov 1/11
308 May 30/14 528 Nov 1/11
309 May 30/14 529 Nov 1/11
310 May 30/14 530 Nov 1/11
311 May 30/14 531 Nov 1/11
312 May 30/14 532 Nov 1/11
402 Nov 1/11 534 Nov 1/11
Adjustment / Test 501 Nov 1/11 535 Nov 1/11
502 Nov 1/11 536 Nov 1/11
503 Nov 1/11 537 Nov 1/11
504 Nov 1/11 538 Nov 1/11
505 Nov 1/11 539 Nov 1/11
506 Nov 1/11 540 Nov 1/11
507 Nov 1/11 541 Nov 1/11
508 Nov 1/11 542 Nov 1/11
509 Nov 1/11 543 Nov 1/11
510 Nov 1/11 544 Nov 1/11
511 Nov 1/11 545 Nov 1/11
512 Nov 1/11 546 Nov 1/11
513 Nov 1/11 547 Nov 1/11
514 Nov 1/11 548 Nov 1/11
515 Nov 1/11 549 Nov 1/11
516 Nov 1/11 550 Nov 1/11
517 Nov 1/11 551 Nov 1/11
518 Nov 1/11 552 Nov 1/11
519 Nov 1/11 553 Nov 1/11
520 Nov 1/11 554 Nov 1/11
521 Nov 1/11 555 Nov 1/11
522 Nov 1/11 556 Nov 1/11
523 Nov 1/11 557 Nov 1/11
524 Nov 1/11 558 Nov 1/11

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May 30/14
MAINTENANCE MANUAL

Section Section
Subject Subject
031.31.00 559 Nov 1/11 031.31.00 598.21 Nov 1/11

Adjustment / Test 560 Nov 1/11 Adjustment / Test 598.22 Nov 1/11
561 Nov 1/11 598.23 Nov 1/11
562 May 30/14 598.24 Nov 1/11
563 Nov 1/11 598.25 Nov 1/11
564 Nov 1/11 598.26 Nov 1/11
565 Nov 1/11 598.27 Nov 1/11
566 Nov 1/11 598.28 Nov 1/11
567 Nov 1/11 598.29 Nov 1/11
568 Nov 1/11 598.30 Nov 1/11
569 Nov 1/11 598.31 Nov 1/11
570 Nov 1/11 598.32 Nov 1/11
571 Nov 1/11 598.33 Nov 1/11
572 Nov 1/11 598.34 Nov 1/11
598.1 Nov 1/11 598.35 Nov 1/11
598.2 Nov 1/11 598.36 Nov 1/11
598.3 Nov 1/11 598.37 Nov 1/11
598.4 Nov 1/11 598.38 Nov 1/11
598.5 Nov 1/11 598.39 Nov 1/11
598.6 Nov 1/11 598.40 Nov 1/11
598.7 Nov 1/11 598.41 Nov 1/11
598.8 Nov 1/11 598.42 Nov 1/11
598.9 Nov 1/11 598.43 Nov 1/11
598.10 Nov 1/11 598.44 Nov 1/11
598.11 Nov 1/11 598.45 Nov 1/11
598.12 Nov 1/11 598.46 Nov 1/11
598.13 Nov 1/11 598.47 Nov 1/11
598.14 Nov 1/11 598.48 Nov 1/11
598.15 Nov 1/11 598.49 Nov 1/11
598.16 Nov 1/11 598.50 Nov 1/11
598.17 Nov 1/11 598.51 Nov 1/11
598.18 Nov 1/11 598.52 Nov 1/11
598.19 Nov 1/11 598.53 Nov 1/11
598.20 Nov 1/11 598.54 Nov 1/11

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Section Section
Subject Subject
031.31.00 598.55 Nov 1/11 031.31.00 598.89 Nov 1/11

Adjustment / Test 598.56 Nov 1/11 Adjustment / Test 598.90 Nov 1/11
598.57 Nov 1/11 598.91 Nov 1/11
598.58 Nov 1/11 598.92 Nov 1/11
598.59 Nov 1/11 598.93 Nov 1/11
598.60 Nov 1/11 598.94 Nov 1/11
598.61 Nov 1/11 598.95 Nov 1/11
598.62 Nov 1/11 598.96 Nov 1/11
598.63 Nov 1/11 598.97 Nov 1/11
598.64 Nov 1/11 598.98 Nov 1/11
598.65 Nov 1/11 598.99 Nov 1/11
598.66 Nov 1/11 598.100 Nov 1/11
598.67 Nov 1/11 598.111 Nov 1/11
598.68 Nov 1/11 598.112 Nov 1/11
598.69 Nov 1/11 598.113 Nov 1/11
598.70 Nov 1/11 598.114 Nov 1/11
598.71 Nov 1/11 598.115 Nov 1/11
598.72 Nov 1/11 598.116 Nov 1/11
598.73 Nov 1/11 598.117 Nov 1/11
598.74 Nov 1/11 598.118 Nov 1/11
598.75 Nov 1/11 598.119 Nov 1/11
598.76 Nov 1/11 598.120 Nov 1/11
598.77 Nov 1/11 598.121 Nov 1/11
598.78 Nov 1/11 598.122 Nov 1/11
598.79 Nov 1/11 598.123 Nov 1/11
598.80 Nov 1/11 598.124 Nov 1/11
598.81 Nov 1/11 598.125 Nov 1/11
598.82 Nov 1/11 598.126 Nov 1/11
598.83 Nov 1/11 598.127 Nov 1/11
598.84 Nov 1/11 598.128 Nov 1/11
598.85 Nov 1/11 598.129 Nov 1/11
598.86 Nov 1/11 598.130 Nov 1/11
598.87 Nov 1/11 598.131 Nov 1/11
598.88 Nov 1/11 598.132 Nov 1/11

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MAINTENANCE MANUAL

Section Section
Subject Subject
031.31.00 598.133 Nov 1/11 031.31.03 3 Nov 1/11

Adjustment / Test 598.134 Nov 1/11 Description and Operation 4 Nov 1/11
Inspection / Check 601 May 30/14 Servicing 301 Nov 1/11
602 May 30/14 302 Nov 1/11
604 May 30/14 402 Nov 1/11
605 May 30/14 031.31.04 1 Nov 1/11
607 May 30/14 3 Nov 1/11
608 May 30/14 4 Nov 1/11
609 May 30/14 031.31.05 1 Nov 1/11
611 May 30/14 Servicing 301 Nov 1/11
612 May 30/14 302 Nov 1/11
031.31.01 1 Nov 1/11 303 Nov 1/11
3 Nov 1/11 Removal / Installation 401 May 30/14
4 Nov 1/11 402 Nov 1/11
Removal / Installation 401 May 30/14 Servicing 301 Nov 1/11
402 Nov 1/11 302 Nov 1/11
031.31.02 1 May 30/14 303 Nov 1/11
3 May 30/14 305 May 30/14
4 Nov 1/11 306 Nov 1/11
Removal / Installation 401 May 30/14 Removal / Installation 401 May 30/14
402 May 30/14 402 Nov 1/11
403 May 30/14 031.31.07 1 Nov 1/11
406 Nov 1/11 302 May 30/14
031.31.03 1 Nov 1/11 303 Nov 1/11

ALL Page: 6
May 30/14
MAINTENANCE MANUAL

Section Section
Subject Subject
031.31.07 401 Nov 1/11 031.31.13 301 Nov 1/11

Removal / Installation 402 Nov 1/11 Servicing 302 Nov 1/11
031.31.08 1 May 30/14 031.32.00 1 Nov 1/11
Removal / Installation 401 May 30/14 Servicing 301 May 30/14
402 May 30/14 302 May 30/14
403 May 30/14 303 May 30/14
404 Nov 1/11 304 May 30/14
031.31.09 1 May 30/14 305 May 30/14
Description and Operation 2 May 30/14 306 May 30/14
302 May 30/14 308 Nov 1/11
303 Nov 1/11 309 Nov 1/11
304 Nov 1/11 310 Nov 1/11
031.31.11 1 Nov 1/11 303 Nov 1/11
302 May 30/14 306 Nov 1/11
303 May 30/14 307 Nov 1/11
304 Nov 1/11 308 Nov 1/11
402 Nov 1/11 310 Nov 1/11
031.31.12 1 Nov 1/11 311 Nov 1/11
302 Nov 1/11 314 Nov 1/11
402 Nov 1/11 402 Nov 1/11
031.31.13 1 Nov 1/11 031.34.00 1 Nov 1/11

ALL Page: 7
May 30/14
MAINTENANCE MANUAL

Section Section
Subject Subject
031.34.00 3 Nov 1/11 031.35.00 323 Apr 5/13

Description and Operation 4 Nov 1/11 Servicing 324 Apr 5/13
031.35.00 1 Nov 1/11 325 Apr 5/13
Description and Operation 2 Apr 5/13 326 Apr 5/13
3 Nov 1/11 327 Apr 5/13
4 May 30/14 328 Apr 5/13
5 Apr 5/13 329 Apr 5/13
6 Apr 5/13 330 Apr 5/13
7 Apr 5/13 331 Apr 5/13
8 Apr 5/13 332 Apr 5/13
9 Apr 5/13 333 Apr 5/13
10 Apr 5/13 334 Apr 5/13
Servicing 301 Apr 5/13 335 Apr 5/13
302 Apr 5/13 336 Apr 5/13
303 Apr 5/13 337 Apr 5/13
304 Apr 5/13 338 Apr 5/13
305 Apr 5/13 339 Apr 5/13
306 Apr 5/13 340 Apr 5/13
307 Apr 5/13 341 Apr 5/13
308 Apr 5/13 342 Apr 5/13
309 Apr 5/13 343 Apr 5/13
310 Apr 5/13 344 Apr 5/13
311 Apr 5/13 345 Apr 5/13
312 Apr 5/13 346 Apr 5/13
313 Apr 5/13 347 Apr 5/13
314 Apr 5/13 348 Apr 5/13
315 Apr 5/13 349 Apr 5/13
316 Apr 5/13 350 Apr 5/13
317 Apr 5/13 351 Apr 5/13
318 Apr 5/13 352 Apr 5/13
319 Apr 5/13 353.1 Apr 5/13
320 Apr 5/13 353.2 Apr 5/13
321 Apr 5/13 353.3 Apr 5/13
322 Apr 5/13 353.4 Apr 5/13

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MAINTENANCE MANUAL

Section Section
Subject Subject
031.35.00 353.5 Apr 5/13 031.35.00 353.39 Apr 5/13

Servicing 353.6 Apr 5/13 Servicing 353.40 Apr 5/13
353.7 Apr 5/13 353.41 Apr 5/13
353.8 Apr 5/13 353.42 Apr 5/13
353.9 Apr 5/13 353.43 Apr 5/13
353.10 Apr 5/13 353.44 Apr 5/13
353.11 Apr 5/13 353.45 Apr 5/13
353.12 Apr 5/13 353.46 Apr 5/13
353.13 Apr 5/13 353.47 Apr 5/13
353.14 Apr 5/13 353.48 Apr 5/13
353.15 Apr 5/13 353.49 Apr 5/13
353.16 Apr 5/13 353.50 Apr 5/13
353.17 Apr 5/13 353.51 Apr 5/13
353.18 Apr 5/13 353.52 Apr 5/13
353.19 Apr 5/13 353.53 Apr 5/13
353.20 Apr 5/13 353.54 Apr 5/13
353.21 Apr 5/13 353.55 Apr 5/13
353.22 Apr 5/13 353.56 Apr 5/13
353.23 Apr 5/13 353.57 Apr 5/13
353.24 Apr 5/13 353.58 Apr 5/13
353.25 Apr 5/13 353.59 Apr 5/13
353.26 Apr 5/13 353.60 Apr 5/13
353.27 Apr 5/13 353.61 Apr 5/13
353.28 Apr 5/13 353.62 Apr 5/13
353.29 Apr 5/13 353.63 Apr 5/13
353.30 Apr 5/13 353.64 Apr 5/13
353.31 Apr 5/13 353.65 Apr 5/13
353.32 Apr 5/13 353.66 Apr 5/13
353.33 Apr 5/13 353.67 Apr 5/13
353.34 Apr 5/13 353.68 Apr 5/13
353.35 Apr 5/13 353.69 Apr 5/13
353.36 Apr 5/13 353.70 Apr 5/13
353.37 Apr 5/13 353.71 Apr 5/13
353.38 Apr 5/13 353.72 Apr 5/13

ALL Page: 9
May 30/14
MAINTENANCE MANUAL
Chapter Page Date

Section
Subject
031.35.00 353.73 Apr 5/13

Servicing 353.74 Apr 5/13
353.75 Apr 5/13
353.76 Apr 5/13
353.77 Apr 5/13
353.78 Apr 5/13
353.79 Apr 5/13
353.80 Apr 5/13
353.81 Apr 5/13
353.82 Apr 5/13
353.83 Apr 5/13
353.84 Apr 5/13
Removal / Installation 401 Apr 5/13
402 Apr 5/13
031.36.00 1 May 30/14
3 May 30/14
4 Nov 1/11
Fault Isolation 101 Nov 1/11
102 Nov 1/11
302 Nov 1/11

ALL Page: 10
May 30/14
MAINTENANCE MANUAL
CHAPTER 31
RECORD OF REVISIONS

Section,
Subject
7 031-List of 1 to 8 9-10 -
Effective Pages
031-Record of 1 - -
Revisions
031-Contents 7 - -
L410UVP-E/170d Apr 5/13
031.20.04 301 to 302 - -
031.35.00 2 311 to 353.84 -
4 to 10 401 to 402 -
301 to 310
8 031-List of 1 to 10 - -
Effective Pages
Revisions
031.00.00 301 - -
031.10.00 301 to 306 - -
031.12.00 401 to 403 - -
031.30.00 1 301 to 306 -
031.31.00 12 - -
101 to 103 - -
L410UVP-E/196d May 30/14
302 to 312 - 313 to 314
562 - -
601 to 612 - -
031.31.01 401 - -
031.31.02 1 to 3 - -
401 to 404 - -
031.31.05 401 - -
031.31.06 305 -
401 -
031.31.07 301 to 302 - -

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May 30/14
MAINTENANCE MANUAL

Section,
Subject
8 031.31.08 1 - -
401 to 403 - -
031.31.09 1 to 2 - -
302 - -
401 - -
031.31.11 302 to 303 - -
L410UVP-E/196d May 30/14
031.31.12 2 - -
301 to 306 - -
031.35.00 4 - -
031.36.00 1 - -
3 - -
301 - -
9 031-List of 1 to 2 - -
Effective Pages
031-Record of 2 - -
Revisions
031-Contents 1 - -
L410UVP-E/212d Apr 15/15
031.00.00 1 - -
031.10.00 302 - -
031.11.00 401 to 403 - -
031.30.00 306 - -

ALL Page: 2
Apr 15/15
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 3
Nov 1/11
MAINTENANCE MANUAL

Section,
Subject

ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 31

Section,
No. Number Revision

ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 31
CONTENTS

Section,
Subject
General 1
Servicing 301
Check of the operation of the cockpit instruments 301
INSTRUMENT AND CONTROL PANELS 031.10.00 1 ALL
General 1
Fault Isolation 101
Servicing 301
Inspection of the instrument panel including shock 301
absorbers of instrument panel and inspection of
hoses of the pitot-static system
Inspection of the instruments on the instrument 303
panel, control panels and on the overhead panel
Cleaning of all controls and instruments on the 307
instrument panel, the control panels and the
overhead panel from dust
INSTRUMENT PANEL 031.11.00 1 ALL
General 1
Instrument panel complete installation 401
Instrument panel complete installation 402
Instrument panel partial removal 403
CONTROL PANEL 031.12.00 1 ALL
General 1
Removal of the control panels 401
Installation of the control panels 402
OVERHEAD PANEL 031.13.00 1 ALL
General 1
Removal of the overhead panel 401
Installation of the overhead panel 401
FUSE / CIRCUIT BREAKERS PANEL 031.14.00 1 ALL
General 1
Description
ALL Page: 1
Apr 15/15
MAINTENANCE MANUAL

Section,
Subject
GLARE SHIELD 031.15.00 1 ALL
General 1
INDEPENDENT INSTRUMENT 031.20.00 1 ALL
General 1
ACHS-1M CLOCK (if installed) 031.20.01 1 ALL
General 1
Description 1
Function 1
Servicing 301
Setting of the AChS - 1M clock 301
LC – 6 CLOCK (if installed) 031.20.02 1 ALL
General 1
Description 1
Operation 1
Servicing 301
Check and adjustment of correct time of aircraft 301
clock
CITIZEN STOP WATCH (if installed) 031.20.03 1 ALL
GROB-MICRO-BENZ AIRCRAFT CLOCK P/N 115EG-7780 031.20.04 1 ALL
(if installed)
Purpose 1
Description 1
Operation 2
Servicing 301
Replace the battery 301
Removal of the clock 401
Installation of the clock 401
FLIGHT DATA RECORDERS 031.30.00 1 ALL
General 1
Servicing 301
Inspection of the blocks and the transmitters of the 301
flight data recorder and their fixing
Check of the operation of the flight data recorder 304
on the aircraft when switching-on by the terminal
switch on the nose landing gear leg with the
operative engines
ALL Page: 2
May 30/14
MAINTENANCE MANUAL

Section,
Subject
BUR-1-2G FLIGHT DATA RECORDER (if installed) 031.31.00 1 ALL
Determination 1
List of instruments and components 1
Description 3
Operation 12
Fault Isolation 101
Servicing 301
Logging of operational data, starting time and 301
activation of the ZBN-1-1 or FDR 59BL recorder
before the flight
Checking of the BUR CHECK signaling lamp 303
Check of the operation of the BUR-1-2G flight data 303
recorder
BUR-1-2G flight recorder activation for pre-heating 304
Inspection of the blocks and the transmitters of the 305
flight data recorder and their fixing
Check of the operation of the flight data recorder by 306
means of the UVOP-1 device (if installed ZBN-1-1)
Check of the operation of the flight data recorder 311
on the aircraft when switching-on by the terminal
switch on the nose landing gear leg with the
operative engines
Dismantling and reassembly of the BUR-1-2G 401
airborne recorder units and sensors
Calibration of analog signal transmitters belonging 501
to the BUR-1-2G system
Aircraft number encoding 570
Data calibration and maintenance of FDR 59BL 598.1
Solid-state Flight Data Recorder
Functional checkup and automatic activation 601
testing of the BUR-1-2G recorder
Functional test of the BUR-1-2G recorder system in 602
the aircraft by test record decoding
BSPI-4-2 FLIGHT DATA GATHERING UNIT (if installed) 031.31.01 1 ALL
Purpose 1
Technical data 1
Operation 3
Servicing 301
Checkup and replacement of fuses in the BSPI-4-2 301
flight data gathering unit
BSPI-4-2 flight data gathering unit detachment 401
BSPI-4-2 flight data gathering unit installation 401
ALL Page: 3
May 30/14
MAINTENANCE MANUAL

Section,
Subject
ZBN-1-1 RECORDER WITH CONTAINER (if installed) 031.31.02 1 ALL
Purpose 1
Operation 3
ZBN-1-1 recorder-and-container detachment and 401
installation
Check of the shock-absorbers of the ZBN-1-1 402
Detachment of the MLP-23 tape drive and its re- 404
installation into the ZBN-1-1 recorder-and-container
unit case
Check of the driving belt of the feed mechanism of 404
the MLP-23 tape drive of the ZBN-1-1 recorder
PU-25 or DEP-25 CONTROL AND DISPLAY PANEL 1 ALL
(if installed)
Purpose 1
Description 1
Operation 1
Servicing 301
PU-25 control and display panel fastening reliability 301
check
PU-25 control and display panel signaling lamp 301
replacement
PU-25 control and display panel detachment and 401
re-installation
OS 2 INTERFACE BOX (if installed) 031.31.04 1 ALL
Purpose 1
Technical data 1
Operation 1
DV- 15 MV BAROMETRIC ALTITUDE SENSOR (if installed) 031.31.05 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Measurement error check-up 301
Tightness check 303
DV-15 MV barometric altitude sensor detachment 401
and re-installation
DPSM-1 INSTRUMENT SPEED SENSOR (if installed) 031.31.06 1 ALL
Purpose 1
Technical data 1
Operation 1
ALL Page: 4
May 30/14
MAINTENANCE MANUAL

Section,
Subject
Servicing 031.31.06 301
Continuous and relay signal measurement error 301
checkup
Insulation resistance checkup 303
Static and dynamic system tightness check 304
Runner and potentiometer contact reliability 306
checkup
DPSM-1 instrument speed sensor detachment 401
MP-95 OVERLOAD SENSOR (if installed) 031.31.07 1 ALL
General 1
Servicing 301
Measurement error checkup 301
Insulation resistance check 303
Runner-and-potentiometer contact reliability 303
checkup
MP-95 overload sensor detachment and re- 401
installation
MU-615 A ANGULAR EXCURSION TRANSMITTER 031.31.08 1 ALL
Purpose 1
Technical data 1
Detachment and re-installation of the MU-615 A 401
angular excursion transmitters
DUSU 1-30 AS ANGULAR SPEED SENSOR (if installed) 031.31.09 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Detachment and re-installation of the DUSU 1-30 401
AS angular speed sensor
DS-11 B ANGULAR EXCURSION SENSOR (if installed) 031.31.10 1 ALL
Purpose 1
Technical data 1
Operation 1
DMP-15 A PRESSURE SENSOR (if installed) 031.31.11 1 ALL
Purpose 1
Technical data 1
Operation 1
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Section,
Subject
Servicing 031.31.11 301
Insulation resistance check 303
Runner-and-potentiometer contact reliability test 303
Detachment and re-installation of the DMP-15 A 401
pressure sensor
0.4 K LUN 1469.11-8 PRESSURE SWITCH (if installed) 031.31.12 1 ALL
Purpose 1
Technical data 1
Operation 1
Servicing 301
Testing of 0.4 K LUN 1469.11-8 pressure switch 301
0.4 K LUN 1469.11-8 pressure switch detachment 401
and re-installation
DK 120 OR ELP 362D UNDERWATER ACOUSTIC BEACON 031.31.13 1 ALL
(if installed)
Purpose 1
Technical data 1
Accessories 1
Servicing 301
Battery replacement of the DK 120 or ELP-362D 301
underwater acoustic beacon
SRO-2 REPLIER (if installed) 031.32.00 1 ALL
General 1
Operation 1
Servicing 301
Check of the switch on of the SRO firing circuit 301
safety cut-out
Check of the antenna of product SRO - 2 301
Check of the cable – duct screening, tubes 302
conductor insulation
Removal and installation of the 5-OM unit 302
Check at the test room on the block 5 - OM 303
Check of the product SRO-2 functioning 310
SO-69 TRANSPONDER (if installed) 031.33.00 1 ALL
General 1
Operation 2
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Section,
Subject
Servicing 031.33.00 301
Check for proper function of transponder using 301
built-in-test
Check for proper function of transponder using 301
KASO-II tester
External inspection of transponder units 303
Transponder check by means of KASO-I tester 304
Transponder check by means of IMO-65M tester 311
Check of connection between the transponder and 312
the electromechanical altimeter
Removal and installation of SO-69 transponder 401
units
F 1000 FLIGHT DATA RECORDER (if installed) 031.34.00 1 ALL
General 1
Operation 2
List of registered parameters of the flight data 3
recorder
FA 2200 FLIGHT DATA RECORDER (if installed) 031.35.00 1 ALL
General 1
Operation 5
List of registered parameters of the flight data 6
recorder
Servicing 301
Data calibration and maintenance 301
of FA 2200 MADRAS Flight Data Recorder
Removal and installation of the FA 2200 MADRAS 401
Flight Data Recorder
AMU1.01 ACCELERATION MONITORING UNIT (if installed) 031.36.00 1 ALL
General 1
Technical data 2
Operation 2
Fault Isolation 101
Servicing 301
Processing of AMU1.01 data 301
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GENERAL
1. General
This section includes instrumentation and controls in the cockpit, as well as the maintenance tasks.
The flight data recording equipment comprises the instruments and devices that record and store flight
parameters, as well as those instruments providing input signals that can be processed and recorded by
the FDR. This chapter also covers the equipment intended for automatic airplane identification in
response to interrogation signals of ground or airborne interrogators.
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GENERAL
SERVICING
1. Check of the operation of the cockpit instruments


Routine, Periodical
E. Procedures
(1) Switch on the overhead panel the switches BATTERY I, II, INVERTERS - 36 V - I and the circuit
breakers CENTRAL WARNING DISPLAY- LH ENGINE, AIRFRAME, ELECTRO, RH ENGINE.
(2) Check the actuation of the instruments to the relevant value.
• the indicators of the fuel gauge must indicate the fuel quantity in the tanks
• the cabin temperature indicator must indicate the temperature inside the passenger
compartment
• the inter-turbine temperature indicators (must indicate zero with the cold engine)
• on the landing gear position indicator, three green check lights must be lighting
• the wing flap position indicator must indicate the position of the wing flaps
• three-pointer indicator must be at the zero
• the pressure gauge of the hydraulic system must indicate the pressure of
14.7 MPa - 0.49 MPa (150 kg/sq.cm. - 5 kg/sq.cm.)
(3) Switch off all circuit breakers on the overhead panel and check, that indicators return back to
their initial setting or go off.
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INSTRUMENT AND CONTROL PANELS

1. General
In the pilot’s cabin, there are concentrated instruments and controls on the instrument panel, necessary
for the engines controlling and for the aircraft control.
Beside those, some instruments and controls are mounted on the overhead panel and on the glareshield.
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FAULT ISOLATION
1. Instrument panel heavily Defective shock absorber Replace the shock absorber
vibrating during the flight
2. Instrument panel swinging down The installation catches against Adapt the position of the
with difficulties the instrument panel blocking elements and lock
them in the adapted position
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SERVICING
1. Inspection of the instrument panel including shock absorbers of instrument panel and
inspection of hoses of the pitot-static system
B922150N or L 410.9220 (2 pcs.) Blocking device
Pocket mirror

Periodical
E. Procedures
(1) Place the stairs (e.g. B097365N) to the aircraft tail unit.
(2) With the help of the assistant, who with the help of the hands manually holds the control column
against any motion, dismantle by hand the B922150N or L 410.9220 blocking devices from the
left and right elevator.
NOTE: The control column is secured manually against any motion under the precondition that
the wind is blowing, namely for the entire period during which the B922150N or
L 410.9220 blocking device of the elevator is being removed.
(3) With the help of the assistant, who locks the control column in the rear position, unscrew gradually
the knurled head screws fixing the left, right and central instrument panel in the work position,
and swing down the panels.
NOTE: Swing down each instrument panel immediately after dismantling the screws fixing the
panel to the fuselage frame or to any other instrument panel.
(4) In the space behind the left instrument panel, check the load of the left instrument panel to different
sides, to make sure that on the shock absorbers in which the left instrument panel is suspended,
there are no cracks or possibly any apparent marks of the rubber aging.
Check, according to the above outlined work procedure, that cracks or any apparent marks of the
rubber aging do not appear on the shock absorbers of the central and right instrument panel.
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(5) In the space behind the right, left and central instrument panel, check that on the welds of individual
instrument panels, on the bracket welds of attachment of the left and right instrument panel and
on the spar welds, whose brackets form the attachments of the left, right and central instrument
panels there are no cracks.
(6) Check the rivets fixing the attachment brackets of the left and right instrument panel to the left and
right control panel and the rivets on the spar, the brackets of which form the attachment of the
left, right and central instrument panels, the rivets should not be loosened or cracked.
(7) Visually inspect the condition of the pitot-static system hoses. The loosened hose sleeves and
damaged hoses are not permitted.
In case any intervention into the hoses of pitot static system the check of tightness shall be
done according to Instructions for checks of the pitot-static system shown in the section
034.11.00 work procedure 034.11.00.A.
(8) Fix the left, right and central instrument panels to the operational position. Attach the left and right
instrument panel to the fuselage main frame and the central panel to the left and right instrument
panel by means of knurled head screws.
NOTE: Each instrument panel should be fixed with the help of the screws immediately after
the panel has been lifted to its operational position.
(9) Check on the left, right and central instrument panel the legibility of inscriptions on all placards
riveted on individual instrument panels.
(10) Secure the left and right elevator against any motion by means of the B922150N or L 410.9220
blocking device.
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2. Inspection of the instruments on the instrument panel, control panels and on the
overhead panel
B922150N or L 410.9220 (2 pcs.) Blocking device
Pocket mirror
B. Materials 28 / 3 CSN 80 2151 (1.2 m) Shoemaker’s thread
C. Tools Screwdriver No. 697 6.5x85, 6x120, 4.5x175,

4.5x125
Screwdriver No. 698 8x160
Open-end wrench 14x17 CSN 23 0611.6
Open-end wrench 24x27 CSN 23 0611.6
Barrel spanner open-end 14 CSN 23 0651.7
Socket wrench UKL 5, UKL 7
Torque screwdriver 112-620-16245
Pincers, No. 3013
Leading tongs
Open-end wrench 5.5x7 CSN 23 0611.6
Brush, 711 / 217 No. 2

Periodical
E. Procedures
(1) Place the stairs (e.g. B097365N) to the tail unit.
(2) Check with the help of the screwdriver No. 697 6x120 and No. 698 8x10 the tightening of screws
fixing the instruments to the individual instrument panels, on the left, right and central instrument
panel.
CAUTION: WHEN CHECKING THE TIGHTENING OF THE SCREWS FIXING THE

LUN 1140.XX-8 RATE-OFF-CLIMB INDICATORS TO THE LEFT AND RIGHT
INSTRUMENT PANEL, IT IS NOT ALLOWED TO HANDLE THE ARRESTMENT
SCREWS OF THE RATE-OFF-CLIMB INDICATOR ADJUSTING SCREWS.
(3) With the help of the second worker, this securing the control column against any motion, dismantle
the B922150N or L 410.9220 blocking device from the left and right elevator.
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NOTE: The control column must be secured against any motion provided the wind is blowing,
for the entire period during which the B922150N or L 410.9220 blocking device is
being removed.
(4) With the help of the second worker, who secures the control column in the rear position, remove
gradually the knurled head screws, fixing the left and right instrument panel to the fuselage frame
and the central instrument panel to the left and right instrument panel.
NOTE: Swing individual instrument panels immediately after removing the fixing screws.
(5) On the rear side of the LH, central and RH instrument panels check that on the sleeve fixing the
LUN 1140.XX-8 altimeters (if installed) to the LH and RH instrument panels, and the MA 100
pressure gauge to the central instrument panel, there are no cracks and that its clamping mechanism
secures the reliable attachment.
(6) Using a screw driver No. 697-6 x 120 screw off 3 screw fixing the KM-8 correcting mechanism
(if installed) to RH instrument panel. Check that the 3 screws fastening the KM-8 correcting
mechanism to a distance piece are properly tightened. Reinstall the correcting mechanism on the
RH instrument panel by means of the original 3 screws.
(7) Check the bracket of the GA 171/6 wipers throttle cock on the left control panel for absence of
cracks. With the help of the spanner 14x17 CSN 23 0611.6 and 24x17 CSN 23 0611.6 check
the tightening of the nuts, by means of which the GA 171/6 throttle cock is fixed to the bracket.
(8) Lift the left, right and central instrument panel to the operational position, screw in the knurled head
screws fixing the left and right instrument panel to the fuselage frame and the central instrument
panel to the left and right instrument panels.
NOTE: Fix each of the above mentioned instrument panels with the help of the screws immediately
after these panels have been lifted to the operational position.
(9) Install the B922150N or L 410.9220 blocking device on the left and right elevator.
(10) On the left control panel cut off the seals of pitot-static selector cocks with the help of the
pincers. Release the adjusting screws on the handles of the LUN 7375.XX-8 selector cocks
with the help of the screwdrivers No. 697 - 4.5x175, and remove the handles from the cocks.
(11) Check on the left control panel with the help of the screwdriver No. 697 - 4.5x120 and
No. 697 - 6x120, the tightening of the nuts and all screws, fixing all instruments of the left panel.
(12) Set the handles on the LUN 7375.XX-8 pitot-static selector cocks so that the setting screws of
the handles seat in the grooves after tightening in the shafts of the selector cocks.
Set the selector cock of the pitot pressure of the pitot-static system to the position PITOT
PRESSURE I, set the selector cock of the emergency static pressure of the pitot-static
pressure system to the position CLOSED and seal the selector cocks.
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NOTE: Set the black handle on the selector cock of the pitot pressure of the pitot-static
system, this is the upper LUN 7375.XX-8 selector cock, set the red handle on the
selector cock of the emergency static pressure of the pitot-static pressure system
(mounted under the selector cock of the pitot pressure).
(13) Cut off the seals of the control levers of the landing gear and wing flaps emergency control on
the right control panel with the help of the pincers No. 3013. With the help of the screwdriver
No. 697 -6x120 unscrew the screws fixing the cap of the landing gear, wing flaps and parking
brakes control.
(14) On the right control panel, check with the help of the spanner 14 CSN 23 0651.7, the screwdriver
No. 697 - 6x120 and the No. 697 - 6x120 the tightening of nuts and screws fixing all instruments
of the right control panel to the panel sheet. Check the tightening of the signal lamp on the right
control panel.
(15) On the angle irons of the right control panel set the cap removed under para (13), and with the
help of the screwdriver No. 697 - 6x120 fix the screws.
NOTE: Place the locking lugs under the screws fixing the cap so that the levers of the
emergency control of landing gear and wing flaps can be sealed in their top position.
(16) Turn the control levers of the emergency control of the landing gear and wing flaps to the top
position and seal them in this position.
(17) Turn the control lever of the parking brake to the STOP position and carry out the parking of the
aircraft by generating the pressure of 2.40 + 0.49 MPa (25 + 5 kp/sq.cm) within the range of the
parking brake. The pressure is to be generated with the help of the manually operated
hydraulic pump, check the pressure amount on the pressure gauge of the parking brakes
installed on the central instrument panel.
(18) On the central control panel cut off the cap seals of the FIRE EXTING push-buttons with the help
of the pincers No. 3013.
(19) On the front, central and the rear control panel check with the help of the spanner No. 14
CSN 23 0651.7, the screwdriver No. 697 - 4.5x120 and No. 697 - 6x120, the tightening of screws
and nuts fixing all instruments of the front, central and rear control panel to the sheets of the control
panels. On the central control panel, check the fixing of the signaling lamp of the aileron trim tab
signaling.
(20) Seal the caps of the FIRE EXTING push-buttons on the central control panel.
(21) On the overhead panel unscrew with the help of the spanner UKL-5 and the spanner 5.5x7
CSN 23 0611.6 the screws and nuts fixing the acrylic shield of the circuit breakers and switches
and remove the shield. Unscrew the screws fixing the edge battens of the overhead panel.
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(22) With the help of the second worker that is holding the overhead panel in the closed position,
unscrew, with the help of the screwdriver No. 697 - 6x120, the screws on the overhead panel,
fixing the masks of the overhead panel to the panel and the panel to the fuselage frame. Remove
all masks. Fix the overhead panel to the fuselage frame by screwing in 2 attachment screws in
the center area of the panel section.
(23)Check on the overhead panel with the help of the screwdriver No. 697 - 6x120 tightening of all
screws and nuts, accessible after removal of the masks according to the para No. (22).
(24) With the help of the screwdriver No. 697 6x120, unscrew 2 screws fixing the overhead panel to
the fuselage frame and swing the overhead panel down.
(25) On the overhead panel, from the side of the instruments, check that there are no cracks on the
capacitor holders and that the silon straps fixing the capacitors to the holder are not fractured.
With the help of the screwdriver No. 697 4.5x120, No. 697 6x120 and spanners UKL-5 and UKL-7
check the tightening of all nuts and screws on the overhead panel.
(26) Lift the overhead panel to the operational position and fix the overhead panel to the fuselage
frame by screwing in 2 screws, which are in the area of the overhead panel center section.
(27) On the overhead panel, the threads of the stiff nuts and the screw threads, fixing the masks and
the edge battens of the overhead panel are to be coated with the RESISTIN ML using a brush.
Attach all masks, except the 4th one (counted from the instrument panel) by screwing in 14 screws
with the help of the screwdriver No. 697 - 6x120. Screw in the screws, fixing the overhead panel
to the fuselage frame in the front and rear section of the panel.
Remove 2 attachment screws from the panel in the area near the 4th mask (counted from the
instrument panel) and the remaining masks are fixed to the overhead panel with the help of
2 screws.
CAUTION: SCREWS FIXING THE MASKS, WHICH ARE SCREWED INTO THE STIFF
NUTS SHOULD NOT BE TIGHTENED MORE THAN TORQUE = 1.2 Nm.
(28) Screw in the remaining 2 screws, fixing the overhead panel to the fuselage frame.
(29) Position the edge battens on the overhead panel. Attach the battens by screwing in 8 screws.
CAUTION: WHEN TIGHTENING THE SCREWS THE TORQUE = 1.2 Nm MUST NOT BE
EXCEEDED.
(30) Position the shield removed according to para (21) on the hinges on the overhead panel.
(31) Check on the overhead panel, that all circuit breakers and switches have been switched off.
If this is not so, switch them off.
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3. Cleaning of all controls and instruments on the instrument panel, the control panels and
the overhead panel from dust

Periodical
E. Procedures
(1) Check on the overhead panel that all circuit breakers and switches have been switched off.
In case they have not been, switch them off.
(2) With the help of a brush, vacuum cleaner and a piece of cloth remove all dust from the controls
and instruments installed on the instrument panel, the overhead panel and the control panels.
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INSTRUMENT PANEL
1. General
The instrument panel has been manufactured from the hard aluminum sheet of 2 mm thickness and its
stiffness has been increased by the spot weldment of hard aluminum profiles along the periphery.
On the sides, the instrument panel is fixed by two screws to the top hinges anchored in the rubber shock
absorbers on the bottom frame of the windows. After unscrewing these screws it is possible to swing the
instrument panel down by 45°.
The instrument panel is covered by the three-sectional mask with through pressed holes, this mask
dividing the instrument panel to three sections, from which the left one with instruments is intended for
the captain, the second one for the co-pilot and the third section is the common one.
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FIG. 1 INSTRUMENT PANEL INSTALLATION

(1) Frame, LH + RH; (2) Shock absorber; (3) Shock absorber; (4) Bonding strip; (5) Center
frame; (6) Spar; (7) Screw; (8) Screw; (9) Shock absorber
I. - Diagram of the instrument panel conductive interconnection
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FIG. 2 INSTRUMENT PANEL LEFT SECTION
NOTE: Location of controls (circuit-breakers, switches), their models and layout on the left
instrument panel as shown in the Figure are given for information only.
The left instrument panel can be modified for different aircraft versions and their
variants. Models of the controls are shown in the appropriate chapters of the
Maintenance Manual.
A general view of the left instrument panel is shown in the Flight Manual for a
particular aircraft.
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FIG. 3 INSTRUMENT PANEL CENTRE SECTION
NOTE: Location of controls (circuit-breakers, switches), their models and layout on the center
The centre instrument panel can be modified for different aircraft versions and their
Maintenance Manual.
A general view of centre instrument panel is shown in the Flight Manual for a
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FIG. 4 INSTRUMENT PANEL RIGHT SECTION
NOTE: Location of controls (circuit-breakers, switches), their models and layout on the right
The right instrument panel can be modified for different aircraft versions and their
Maintenance Manual.
A general view of the right instrument panel is shown in the Flight Manual for a
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INSTRUMENT PANEL
1. Instrument panel complete removal

A. Fixture, Test and Support Equipment B596476N Control column locking device
1800x600x10 Felt plate
C. Tools Screwdriver No. 697 - 4.5x120

Double-ended wrench, 11x12 CSN 23 0611.6
Double-ended wrench, 5.5x7 CSN 23 0611.6
E. Procedures
(1) Check that all circuit breakers on the overhead panel are in the OFF position.
(2) Check that pressure gauges on the instrument panel indicate the zero pressure. In case of
necessity eliminate the network pressure by the repeated extension and retraction of the wing
flaps, the pressure in the braking circuit by the repeated braking, the pressure in the circuit of
parking brakes by deparking them.
(3) Move the control column to the fully pulled position and lock it with the help of the B596476N
control column locking device (strap).
(4) Release the central section of the instrument panel by unscrewing the attachment screws.
(5) By the continuous motion towards you, swing down the central section of the instrument panel.
(6) Release the left and right section of the instrument panel by unscrewing the knurled head
screws in the top frame section of the instrument panel.
(7) By the continuous motion towards you, swing down the left and right section of the instrument
panel.
(8) Disconnect the pressure gauges. Hoses and instruments should be blinded immediately after
the disconnection.
(9) Disconnect all plug-socket connections. Protect plugs and socket by the PVC bags against the
penetration of impurities after having been disconnected.
(10) Disconnect all instruments connected to the system of the pitot and static pressure.
Blind the openings of hoses and instruments to prevent falling a foreign object to the openings.
(11) Disconnect all bonding strips and of individual instrument panel sections.
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(12) Disconnect suspension cables from the fuselage frame.
(13) Remove the split pins from the hinge journals of individual instrument panel sections.
(14) Move out the journals from the hinges, remove individual instrument panel sections and place
them on the felt plate prepared in advance.
2. Instrument panel complete installation

B. Materials ∅ 0.8 mm galvanized Locking wire

∅ 0.5 mm galvanized Locking wire, 10 m
2x16 CSN 02 1781.09-K 4 pcs. Split pin
397-51 GOST 7171-63 (39) 0.01 kg Sealing paste
E. Procedures
control column locking device (strap).
(2) Check the condition of all instruments and plugs. Remove the all blind flanges from the
openings of hoses and instruments.
(3) Prepare the pipe unions of pressure gauges for the installation according to the work procedure
outlined in the Chapter 029.
(4) Polish the points for the bonding strips on the plates, frames and brackets to the metal luster.
(5) Position the individual instrument panel sections gradually in the hinges, slip on the journals
and washers. Lock the journals with split pins.
(6) Fix the suspension wires of individual sections of the instrument panel to the fuselage frame.
(7) Carry out the bonding of frames and plates.
(8) Carry out the cables connections to the corresponding instruments. Lock the connections with
the 0.5 mm dia locking wire.
(9) Connect the pressure gauges. Lock the pipe unions with the 0.8 mm dia locking wire.
(10) Connect the hoses of the pitot-static pressure system to the corresponding instruments.
Lock the hoses with the help of sleeves.
(11) Install the left and right sections of the instrument panel into the operational position and attach
them by screwing in the knurled head screws in the frame top section on the fuselage frame.
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(12) Install the central section of the instrument panel into the functional position and lock it in this
position with the help of the screws.
(13) Perform the pitot-static system leak check according to the chapter 034.11.00, work procedure
034.11.00.A.
3. Tilt of the instrument panel

E. Procedures
Control column locking device (strap).
(2) By unscrewing the attachment screws from the frames cubes of the right and left section of the
instrument panel, release the central section of the instrument panel.
(3) By free motion toward you, swing the central section of the instrument panel down.
(4) On the top edge of the left and right section of the instrument panel unscrew gradually the knurled
head screws and by the continuous pulling towards you, swing down the panel sections.
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CONTROL PANELS
1. General
Control panels are situated between the left and right pilot’s seats, and along the left and right side of
the instrument panel. The control panel between the seats of pilots consists of the front, central and rear
control panels. Along the sides of the instrument panel there are left and right control panels. The side
plates of the control panel between the pilot’s seats are provided with covers, serving for the inspection,
assembly and repairs of the draw bars, pipings of the hydraulic system and electric installation
conductors accommodated inside this control panel.
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FIG. 1 LOCATION OF INSTRUMENTS AND CONTROLS ON THE FRONT CONTROL PANEL

NOTE: Location of controls (circuit-breakers, switches), their models and layout on the front
control panel as shown in the Figure are given for information only. The front control
panel can be modified for different aircraft versions and their variants. Models of the
controls are shown in the appropriate chapters of the Maintenance Manual.
A general view of the front control panel is shown in the Flight Manual for a particular
aircraft.
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FIG. 2 LOCATION OF CONTROLS ON THE CENTRAL CONTROL PANEL

NOTE: Location of controls (circuit-breakers, switches), their models and layout on the
central control panel as shown in the Figure are given for information only. The
central control panel can be modified for different aircraft versions and their variants.
Models of the controls are shown in the appropriate chapters of the Maintenance
Manual.
A general view of the central control panel is shown in the Flight Manual for a
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FIG. 3 LOCATION OF INSTRUMENTS AND CONTROLS ON THE REAR CONTROL PANEL

NOTE: Location of controls (circuit-breakers, switches), their models and layout on the rear
control panel as shown in the Figure are given for information only. The rear control
A general view of the rear control panel is shown in the Flight Manual for a particular
aircraft.
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FIG. 4 LOCATION OF INSTRUMENTS AND CONTROLS ON THE LEFT CONTROL PANEL

NOTE: Location of controls (circuit-breakers, switches), their models and layout on the left
control panel as shown in the Figure are given for information only. The left control
A general view of the left control panel is shown in the Flight Manual for a particular
aircraft.
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FIG. 5 LOCATION OF INSTRUMENTS AND CONTROLS ON THE RIGHT CONTROL PANEL

NOTE: Location of controls (circuit-breakers, switches), their models and layout on the right
control panel as shown in the Figure are given for information only. The right control
A general view of the right control panel is shown in the Flight Manual for a particular
aircraft.
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CONTROL PANELS
1. Removal of the control panels

A. Fixture, Test and Support Equipment Aluminum drive out rod
C. Tools Required tools from the tool kit
E. Procedures
(1) Make sure that all circuit breakers on the overhead panel are in the OFF position.
(2) Unscrew the covers of the control panel side plates.
(3) Mark the individual aggregates to secure their correct locations.
(4) In the space of the front control panel:
(a) Disconnect the draw bars from the control levers when first removing the split pins,
washers and journals.
(b) Disconnect the ENGINE STARTING, DRY MOTORING RUN, WATER INJECTION ON,
WATER INJECTION - OFF and MANUAL FEATHER pushbuttons.
(c) Disassemble the signal lamp of the aileron trim tab position signaling.
(d) Unscrew the switch conductors for controlling the trim tabs of the rudder and aileron.
(e) Disconnect the rudder trim tab position indicator.
(f) Disconnect the mechanical indicator of nose landing gear leg position.
(g) Remove the adjustable stop.
(5) On the upper side of the front control panel, unscrew the screws and remove carefully the front
control panel.
(6) In the space of the central control panel:

Break the push-buttons FIRE EXTING. SEC., FIRE EXTING. PRIM., FIRE EXTING. SEC. and
FIRE EXTING. PRIM.
(a) Unscrew the conductors of the SPOILERS, AUT. BANK CONTROL, AUTOFEATHER,
ANTISKID, switches and the switches of the PEDAL-NOSE WHEEL STEERING-MANUAL.
(b) Disconnect the conductors from the landing gear and from the wing flaps actuators.
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(7) Unscrew the attachment screws, situated along the periphery of the central control panel and
remove the central control panel.
(8) In the area of the rear control panel:
• disconnect the plug-and-socket connections of all instruments
• unscrew the attachment screws of the rear control panel (the panel of radio stations and
radio-compasses) and remove the rear control panel.
2. Installation of the control panels

B. Materials 0.5 mm dia locking wire, galvanized, 3m

Split pin, 1.6x10 CSN 021781.09-K-10
E. Procedures
(1) Check that all foreign objects have been removed from the area of the control panel, such as tools,
remainders of the assembly material and etc. and that free motion of all moving elements in the
front section of the control panel has been provided.
(2) Check the technical condition of plug-and-socket connections on the cables as well as on the
instruments.
(3) Set and screw the rear control panel (the panel of the radio stations and radio-compasses).
(4) Connect the relevant cables to the instruments on the panel of radio stations and radio-
compasses and secure the connections with the 0.5 mm locking wire.
(5) Set and screw on the central control panel.
(6) On the central control panel connect the relevant conductors to the switches.
SPOILERS, AUT. BANK CONTROL, AUTOFEATHER, ANTISKID and the switches of the
PEDAL-NOSE WHEEL STEERING-MANUAL. Lock the connections by the 0.5 mm locking
wire. Connect the relevant conductors to the push-buttons FIRE EXTING. SEC., FIRE EXTING.
PRIM., FIRE EXTING. SEC. and FIRE EXTING. PRIM. Connect the conductors to the landing
gear and to the wing flaps actuators.
(7) Set and screw on the front control panel.
(8) In the space of the front control panel:
(a) Connect the draw bars by the bottom countershaft to the relevant control levers and secure
them with the journals, washer and new split pins
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(b) Screw together the aileron trim tab position signal lamp
(c) Connect and lock the plug-and-socket connection of the rudder trim tab position indicator
(d) Connect the rudder trim tab position indicator
(e) Screw the conductors to the change-over switches for controlling the rudder and aileron
trim tabs
(f) Connect the cables to the push-buttons ENGINE STARTING, DRY MOTORING RUN,
WATER INJECTION - ON, WATER INJECTION-OFF and the MANUAL FEATHER
(g) Set the index of the elevator trim tab to 0° position
(h) Connect the mechanical indicator of nose landing gear leg position
(i) Install the adjustable stop
(9) Screw on the covers on the control panel side plates.
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OVERHEAD PANEL
1. General
On the overhead panel, there are accommodated almost all controls of electrical circuits. They are
arranged according to their importance and the type of controlling. The panel is formed by the
duralumin sheet to which are screwed individual circuit breakers, switches and change-over switches.
The panel is covered by an acrylic shield. On the panel there are etched markings. The panel is
provided with a hinge, this enabling it’s swinging from the ceiling bay after releasing the screws.
Otherwise the panel is fixed with help of screws and anchor nuts to the web borders of the ceiling bay.
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FIG. 1 LOCATION OF CONTROLS ON THE OVERHEAD PANEL

NOTE: Location of controls (circuit-breakers, switches), their models and layout on the
overhead panel as shown in the Figure are given for information only.
The overhead panel can be modified for different aircraft versions and their variants.
Models of the controls are shown in the appropriate chapters of the Maintenance
Manual.
A general view of the overhead panel is shown in the Flight Manual for a particular
aircraft.
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OVERHEAD PANEL
1. Removal of the overhead panel

C. Tools Required tools to be used from the tool kit
E. Procedures
(1) Unscrew the attachment screws along the sides of the overhead panel, take away the washers
and swing carefully the overhead panel down. The overhead panel remains hanging in the
piano hinge and two wires.
NOTE: Remove first the pair of screws closest to the hinge on the rear edge of the overhead
panel and then proceed forward. Before unscrewing the last pair of screws hold the
overhead panel with one hand on the front end.
2. Installation of the overhead panel

A. Fixture, Test and Support Equipment Required tools to be used from the tool kit
C. Tools Required tools to be used from the tool kit
E. Procedures
(1) Check that all conductors have been connected properly to the relevant elements on the
overhead panel that there are no foreign objects in the ceiling bay and that the seating surfaces
are clean and even.
(2) Set the overhead panel to the operational position and attach it with the help of the screws.
Place the washers under the screw heads. Screw in first of all the pair of screws on the front
edge of the overhead panel.
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FUSE / CIRCUIT BREAKERS PANEL

1. General
The fuse / circuit breakers panel is situated inside the pilot’s cabin on the fuselage right panel between
frames No. 5 and 6.
2. Description
Fuse holders TGL 7603/04 are attached on the fuse panel, in which plug cartridges are installed
according to the fuse dimensions.
The fuse type is according to the CSN 354733F/1500 and F/xx.xA 1500A EN60127-2. Circuit breakers
of types KLIXON serve the same purpose as fuses, the only difference being that the respective circuit
becomes disconnected, and after repair of the overload or short circuit cause the circuit breaker may
same time be used as unipolar switches. Individual panel covers are screwed to the fuse panel by
means of 3 screws.
The fuse / circuit breakers panel is covered by three coverings.
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FIG. 1 FUSE / CIRCUIT BREAKERS PANEL
NOTE: The fuse / circuit breakers values and the text of the label differ according to the
equipment of a particular aircraft version a label on the fuse panel shows the system
protected (e.g. OIL PRESSURE) and value of the fuse (e.g. 0.63 A).
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GLARE SHIELD
1. General
The glare shield of the instrument panel is placed above the instrument panel and above the left and
right control panels. The glare shield is made of there interconnected sections.
The upper part and the front part of the shield are covered with felt and black artificial leather.
In the glareshield there are slots made on the left and right side, through which warm air is fed for the
windshield blowing off.
The shield of the instrument panel also prevents the formation of reflexions in the windshield resulting
from the illuminated instruments on the instrument panel.
On the lower front section of the glareshield, there are screwed on three panels of the emergency
lighting with the sulphite bulbs.
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FIG. 1 GLARE SHIELD OF THE INSTRUMENT PANEL

NOTE: Location of controls (circuits breakers, switches), their models and layout on the glareshield of
the instrument panel as shown in the Figure are given for information only. The glareshield of
the instrument panel can be modified for different aircraft versions and their variants. Model of
the controls are shown in the appropriate chapters of the Maintenance Manual.
A general view of the glareshield of the instrument panel is shown in the Flight Manual for a
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INDEPENDENT INSTRUMENTS
1. General
Independent instruments offer the crew important information, though not linked up with the aircraft
control the system control directly, but nevertheless the offered information enable the flight evaluation,
inspection of the flying time etc.
Among these instruments are the LC-6 clock (see section 031.20.02) installed on the central column of
the windshield and two CITIZEN stop watches (see section 031.20.03) located in the glareshield.
AChS-1M clock (see section 031.20.01) is installed in some aircrafts.
Optional is installed P/N 115EG-7780 Grob-Micro-Benz Aircraft clock (see section 031.20.04).
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FIG. 1 LC-6 CLOCK
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AChS-1M CLOCK (if installed)

1. General
AChS-1M clock is used to determine time, flying time and to measure short time intervals.
They are placed on the instrument panel of the cockpit and the instrument panel of the para-dispatcher.
2. Description
AChS - 1M clock consists of three mechanisms:
• normal clock
• indicator of flying time
• stopwatch
Normal clock works continuously, flying time indicator and the stopwatch can be switched on and off.
3. Function
A. Clock winding
Winding of the clock is done by the left crown of red color counterclockwise until the stop.
To ensure faultless function winding should be done every two days.
B. Continuous time measuring
Large face with normal time divisions, hour, minute and seconds hand is used to continuous time
measuring. When the clock is on the seconds hand move together with the minute hand and the lower
small indicator or it can be used as a stop watch.
For resetting the clock left red crown should be pulled out until the stop. Hands are moved by turning
the crown counterclockwise (hands move clockwise).
To set the precise time follow this procedure:
Switch off the flying time indicator and hands return to zero position.
Slightly turn the right crown, the clock is now stopped.
Press the right crown and the seconds and the minute hand of the lower small indicator return to zero.
Set the clock hands to show expected precise time (in whole minutes).
At the moment of a time signal turn the right crown slightly counterclockwise thus setting the clock to
motion.
C. Measuring of the flying time
The flying time is measured by the upper small indicator with normal time divisions and hour and minute
hands. Hands are set to motion by pressing the left crown after which a gray color emerges in a little
window. By another pressing of the left crown the indicator is stopped and white and gray color emerge in
the window. By third pressing the hands return to zero position and white color appears in the window.
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D. Measuring of short time intervals

For measuring short time intervals stop watch is used, i.e. the seconds hand of the big indicator and
minute hand with the lower small indicator.
When both hands move together with the clock, they can be stopped by first pressing of the right crown.
Second pressing returns the hands to zero position and the stop watch is ready for use:
By first pressing the stop watch is switched on, by second pressing it is switched off and by third pressing
the hands return to zero.
The lower indicator can be used for measuring time intervals up to 30 minutes.
FIG. 1 FIXING OF THE AChS - 1M CLOCK

(1) AChS - 1M clock; (2) Left crown; (3) Right crown
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AChS-1M CLOCK (if installed)

SERVICING
1. Setting of the AChS - 1M clock

A. Fixture, Test and Support Equipment Precise reference clock (chronometer)

Routine
E. Procedures
When discovering that the clock is faster or slower by more than 20 seconds per 24 hours but otherwise
its function is smooth it can be regulated by a regulator placed in the opening on the reverse side of
the instrument.
When the clock is too fast, turn the regulator in minus direction (-). When the clock is too slow, turn the
regulator in plus direction (+).
By turning the regulator by one division, its functioning is changed by approx. 15 seconds per 24 hours.
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LC - 6 CLOCK (if installed)

1. General
The LC-6 aircraft clock is intended for time measurement aboard the aircraft.
2. Description
The clock has six functions including one (OT) optional. Each of the functions can be selected for
viewing by means of the mode selector.
The clock has a liquid crystal display for readability under bright daylight conditions and an internal light
for night use. It has provisions for an internal battery to maintain time when the aircraft power is off.
Normal clock works continuously, flying time indicator and the stopwatch can be switched on and off.
3. Operation
A. SETTING LOCAL TIME
Press the MODE button until the annunciator is at LC.
Press the RST button once, then press ADV button and hold until correct hour is displayed.
To set minutes press the RST button once so that the minutes and seconds are displayed. Then
press the SET button once to hold the time.
Press the ST/SP button to activate time start.
B. SETTING GREENWICH MEAN TIME
Press the MODE button until the annunciator is at ZU.
Set time as set above for local time. Minutes and seconds do not need to be reset if local time is
correctly set; it is sufficient to press the RST button to display minutes and seconds.
Press the RST button again to activate complete display.
C. FLIGHT TIMER MODE
Press the MODE button until the annunciator is at TR.
Press the ST/SP button and verify that display shows zero.
The timer will activate at take-off and will stop at touch-down.
D. STOPWATCH MODE
Press the MODE button until the annunciator is in SW position.
Press the RST button to set time at zero.
Then press the ST/SP button once to start the counting. To stop the counting press the ST/SP
button again.
NOTES: 1. The clock may be used in other modes and the elapsed time will remain until cleared
by pressing the RST button.
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2. If the timer is counting when the RST button is pressed it will continue to count
from zero.
E. DOWNCOUNTER MODE
Press the MODE button until the annunciator is in DCD position.
Press the SET button twice, then press the ADV button and hold till the desired hour is
displayed.
To set the minutes, press the SET button again one time, then hold the ADV button till the
desired minutes are displayed.
Set the seconds in the same way and then press the SET button to hold the time.
Press the ST/SP button and the display will start counting down. When it counts down to zero
the display will flash.
NOTE: It is possible to return to the other modes and the down counter will continue.
FIG. 1 LC – 6 AIRCRAFT CLOCK
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LC-6 CLOCK
SERVICING
1. Check and adjustment of correct time of aircraft clock

A. Fixture, Test and Support Equipment Precise clock
E. Procedures
(1) Check that the annunciator is at LC. If not, press the MODE button to set the annunciator to this
position. According to a precise clock check that correct time is displayed on the cockpit clock.
Set the correct time according to para (2).
(2) ADJUSTMENT OF EXACT TIME
Press the RST button once, then press the ADV button once to that the minutes and seconds are
displayed. After setting the selected time press the SET button once to hold the time.
When the time displayed is coincident with the time of the precise clock, press the ST/SP button to
activate time start.
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CITIZEN STOP WATCH (if installed)

Technical description and operation of the stop watch is given in the documentation supplied by the
manufacturer.
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GROB-MICRO-BENZ AIRCAFT CLOCK P/N 115EG-778 (if installed)

1. Purpose
There is installed the accurate two aircraft clock GROB-MICRO-BENZ P/N 115EG-7780 on the aircraft
(optional can be located on the LH/RH instrument panel). The Grob Aircraft clock is an accurate
chronometer. It has the usual time and stopwatch functions.
2. Description
The clock has an electronic mechanism. The mechanism uses a quartz crystal to control the time very
accurately. A small battery provides power for mechanism.
The life of battery is approximately 3 years when the stopwatch functions are used at not more than 2
hour per day. If the stopwatch are used for more than 2 hours per day, the battery life is reduced to 18
months.
FIG.1 GROB AIRCRAFT CLOCK

(1) body; (2) back plate; (3) bulb; (4) bulb-holder; (5) setting crown; (6) left button
START/STOP; (7) right button RESET or RESET/LAPS
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3. Operation
Set the time
• pull the setting crown full up
• turn the setting crown to move the minute hand to the correct position
• push the setting crown in the middle position
• turn the setting crown to move the hour hand to the correct position (between the related hour
marks in proportion to the position of the minute hand)
• push the setting crown full down (the hour hand move automatically to exact position)
Set the zero position of the stopwatch

Set the hour hand to zero position: pull the setting crown to middle position; push and hold the left button
for continuous movement (push the button without holding for move clockwise 1/2 hour); push the
setting crown full down.
Set the minute hand to zero position: pull the setting crown to middle position; push and hold the right
button for continuous movement (push the button without holding for move clockwise 1 min); push the
setting crown full down.
Set the second hand to zero position: pull the setting crown full up; push and hold the left button for
continuous movement (push the button without holding for move clockwise 1 sec); push the setting
crown full down.
Use stopwatch
Stop-Start:
• push the left button to start the stopwatch
• push the left button again to stop the stopwatch
• is possible start and stop the stopwatch as many times as necessary without reset it to zero
• with the stopwatch stopped, push the right button to reset
Split-Stop:
• push the left button to start the stopwatch
• push the right button to stop hands, but timing will continue from the original start time
• push the right button again, the hands will move quickly to show the time since first start and
move in the usual way
• is possible start and split-stop the stopwatch as many times as necessary without reset it to zero
• push the left button to stop the stopwatch
• push the right button to reset the stopwatch
NOTE: Is not possible mix star-stop and split-stop modes of timing. Stopwatch must be stop and reset
to use the other functions.
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SERVICING
1. Replace the battery

B. Materials watch battery alkaline P/N 394 (Equivalent batteries:

SR936SW, SR936, SB-A4, 280-17, V394, D394, 625,
GP394, AG9, AG-9, 394, SG9, L936, LR936, SR45,
RW33, 394X, SR9365W, E394)
C. Tools watchmaker’s screwdriver 1.2-1.4 mm blade

Philips screwdriver No. 1
small plastic tweerzers
E. Procedures
see Fig. 301
(1) Remove the Clock from the instrument panel.
(2) Turn the bulb-holder counter clockwise 90°, Fig. 301 - item 4
(3) Pull the bulb holder from the clock back-plate.
(4) Remove the 3 screws and lock washers that attach the back-plate, items 28, 29.
(5) Remove the back-plate, item 2
(6) Carefully loosen the right battery clamp screw 1/4 turn, item 33. Do not remove the screw.
(7) Carefully loosen the left battery clamp screw 2 turns, item 34. Do not remove the screw.
(8) Turn the clamp 90°clockwise so that it is clear of the battery, item 35.
(9) Remove the old battery.
(10) Put the new battery in position.
CAUTION: DO NOT TOUCH THE NEW BATTERY WITH FINGERS. USE ONLY PLASTIC
TWEEZERS.
CAUTION: DO NOT LET THE BATTERY CENTRE TERMINAL TOUCH THE CLOCK
MECHANISM. IT CAN CAUSE A SHORT-CIRCUIT AND DAMAGE THE
BATTERY.
(11) Turn the battery clamp counter clockwise to engage the right screw.
(12) Carefully tighten the left and right battery clamp srew.
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(13) Put the back-plate in position on the clock body.
(14) Install 3 screws with lock washers in the back-plate.
(15) Set the time and zero position of the stopwatch.
(16) Push the bulb-holder into the clock back-plate.
(17) Turn the bulb-holder clockwise 90°.
(18) Install the Clock in instrument panel.
FIG. 301 REPLACE THE CLOCK BATTERY

(2) back-plate; (4) bulb-holder; (28) attaching screws; (29) lock washer; (33) screw for battery
clamp; (34) screw for battery clamp; (35) battery clamp; (36) small hole in battery clamp;
(37) battery
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1. Removal of the clock

E. Procedures
(1) Remove the 4 screws that attach the clock to the instrument panel.
(2) Carefully pull the clock away from the instrument panel.
(3) Turn the bulb-holder counter clockwise 90°.
(4) Remove the bulb-holder from the clock.
(5) Remove the clock from the aircraft.
2. Installation of the clock

E. Procedures
(1) Put the clock the near instrument panel.
(2) Put the bulb-holder in the position in the clock.
(3) Turn the bulb-holder counter clockwise 90°.
(4) Move the clock fully into position.
(5) Install the 4 screws that attach the clock to the instrument panel.
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FLIGHT DATA RECORDERS

1. General
Among the airborne means of flight parameter checkup and recording belong the instruments and
equipments recording and storing the parameters performed during the flight as well as instruments and
sets generating signals able of being processed and recorded by the recording equipment.
The equipment generating signals for the recording systems; some of this equipment however belong to
other systems and are able of collaboration with the recording device.
The flight data recording equipment of the aircraft consists of the:
• BUR-1-2G Flight Data Recorder (if installed) - refer to the section 031.31.00, or
• F 1000 Flight Data Recorder (if installed) - refer to the section 031.34.00, or
• FA 2200 flight data recorder (if installed) - refer to the section 031.35.00
Optional can be the aircraft equipped with an AMU1.01 acceleration monitoring unit - refer to the section
031.36.00.
The identification equipment comprises the instruments and equipment providing for automatic aircraft
identification in response to interrogation signals from ground interrogators or airborne interrogators of
other aircrafts.
The identification equipment of the aircraft consists of an:
• SRO-2 transponder (if installed) - refer to the section 031.32.00, or
• SO-69 transponder (if installed) - refer to the section 031.33.00
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FLIGHT DATA RECORDERS

SERVICING
1. Inspection of the blocks and the transmitters of the flight data recorder and their fixing
B. Materials Binding wire 0.5mm dia
C. Tools Stairs (e.g. B097343N, B097300N, B097365N)

Nippers
Flat pliers
Spanners of appropriate dimensions (Tooling kit)

Periodical
E. Procedures
I. Procedure for the airplanes with the BUR-1-2G Flight Data Recorder installation
(1) Dismantle the toilet at the frame No. 21 (if installed) in accordance with the work procedure -
refer to the chapter 038.
(2) Use the L 410.9141-05 screwdriver to unlock the door placed in the upper part of the frame
No. 21, loosen the door by hand.
(3) Use the stairs (e.g. B097343N) and remove the upper wing-to-fuselage fairing cover using the
(4) Open the locks and tilt away the lower engine cowling of both L.H. and R.H. engine nacelles.
(5) Remove upper covers of both engine nacelles dismantling at the same time the wing-to-nacelle
fairing covers.
(6) Use the Z 37.9110-10 screwdriver to remove the cover placed on the right fuselage side
between the frames No. 2 and 4.
(7) Use the L 410.9141-05 screwdriver to unlock and to tilt down the front and rear panels of the
passenger’s cabin ceiling upholstery.
(8) Attach the staircase (e.g. B097300N) to the left wing and dismantle the cover of the leading
edge between ribs No. 23 and 24.
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(9) Put the staircase (e.g. B097365N) to the tail unit and remove the rudder cover (on the right-
hand side) using the screwdriver No. 697-6x20.
(10) Put the staircase (e.g. B097365N) to the tail unit. Remove the right-hand cover using the
(11) Remove the rear cover in accordance with the work procedure specified in Section 053.13.00.
(12) Safety precautions:

Check the OFF condition of the RECORD (FDR) switch on the overhead panel and turn it off if
necessary.
(13) Check the outer condition of the BUR-1-2G recorder units. Replace mechanically damaged
units (cracks, dents etc.) as well as the heavily contaminated ones.
(14) Check the fastening of the BUR-1-2G recorder units. Retighten fastening screws of loosened
ones
(15) Check the fastening of the BSPI-4-2 flight data gathering unit in the frame. Check whether it is
correctly pushed in up to the stops and whether the handle levers are secured in their locked
position. Check whether the stop switch marking corresponds to the one placed on the unit.
Check the presence of the cover on the CHECK socket.
(16) Check the interconnection and locking of connector joints. Tighten loosened sleeve nuts.
Replace missing or damaged securing elements by faultless ones.
(17) Check the outer appearance as well as the reliability of fastening and securing of connector
joints belonging to the following BUR-1-2G system sensors:
(a) 0.4 K LUN 1469.11-8 pressure switch placed between fuselage frames No. 10 and No. 11.
(b) MU 165 A aileron angular excursion transmitter placed between wing ribs No. 23 and 24.
(c) MU 165 A rudder angular excursion transmitter in the area of fuselage frame No. 27.
(d) MU 165 A rudder trim tab angular excursion transmitter placed at the elevator.
(e) DS-11B angular excursion sensors placed above the L.H. and the R.H. engines.
(f) DMP 15A torque pressure sensors on the L.H. and the R.H. engine.
(g) DV-15 MV barometric altitude sensors and DPSM-1 instrument speed sensors placed on
the right-hand fuselage side between the frames No. 2 and 3.
(h) MP-95 G sensors (altogether 3 ones) and DUSU-1-30AS angular speed sensors
(altogether 3 ones) in the ceiling channel between the frames No. 11-12 and 14-15.
Repair all detected faults and damages.
(18) Carry out steps (29) to (31).
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II. Procedure for the airplanes with the FA 2200 Flight Data Recorder installation
(20) Remove the LH landing gear nacelle front and rear upper covers and RH nacelle rear upper
cover.
(21) Remove the covers of pilot’s cabin floor on the LH side.
(22) Remove the covers of pilot cabin floor on the RH side (Only if the ETM375-2500 psi hydraulic
pressure sensor is installed on the frame No. 6 LH at the hand pump).
(23) Remove cover of the aileron trim tab on the LH aileron.
(24) Check the outer condition of the FA 2200 recorder blocks. Replace mechanically damaged
blocks (cracks, dents etc.) as well as the heavily contaminated ones.
(25) Check the fastening of the FA 2200 recorder blocks. Tighten fastening screws of loosened
ones.
(26) Check the fastening of the FA 2200 flight data unit in the frame.
(27) Check the interconnection and locking of connector joints. Tighten loosened sleeve nuts.
Replace missing or damaged securing elements by faultless ones.
(28) Check the outer appearance as well as the reliability of fastening and securing of connector
joints belonging to the following wing FA 2200 system sensors:
(a) MU 615A aileron trim tab angular deflection sensor.
(b) MU 615A aileron angular deflection sensor between the wing ribs No. 23 and 24.
(c) MU 615A elevator angular deflection sensor on the stabilizer.
(d) MU 615A ruder angular deflection sensor on the frame No. 27.
(e) MU 615A ruder trim tab angular deflection sensor. Only if the UT 6D electromechanical
strut is used.
(f) MU 615A elevator trim tab angular deflection sensor on the elevator trim tab.
(g) MP-95 (-1,5 g,+1,5 g) (2 pieces) and MP-95 (-3g,+10g) G-sensors in the ceiling channel
between frames No. 11and12.
(h) DMP 15 oil pressure sensors (torque) on the LH and RH engines.
(i) DS-11B or DS-11G engine position transmitters above LH and RH engines.
(j) LUN 1492.06-8 pressure sensor at the LH nacelle.
(k) ETM375-2500 psi pressure transmitter at the LH nacelle.
(l) ETM375-2500 psi pressure transmitter at the frame No. 6 RH side at the hand pump under
the pilot’s cabin floor or front the frame No. 5 RH underneath.
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(m) ETM375-2500 psi brake pressure transmitters LH and RH at the frame No. 5a at the LH
side under the pilot’s cabin floor.
(n) 0.4 K LUN 1469.11-8 de-icing pressure switch between frames No. 10 and 11.
(o) B574087N aileron trim converter (only if 100 LUN 2522 linear actuator is installed) at the
frame No. 6 on the RH side down.
Repair all detected faults and damages.
(29) Reinstall the toilet in accordance with the work procedure specified in Chapter 038.
(30) Close the door placed in the upper part of frame No. 21.
(31) Reinstall all covers and removable panels removed in accordance with paragraphs (3) to (11)
and (19) to (22).
2. Check of the operation of the flight data recorder on the aircraft when switching-on by
the terminal switch on the nose landing gear leg with the operative engines

Periodical
E. Procedures:
(1) Install batteries.
(2) Make the aircraft ready for engine start.
(3) Perform all works necessary for securing the parking area prescribed for the engine start.
(4) Check the circuit breaker placed between No. 1 and 2 for its ON condition.
(5) Turn on the switches BATTERY I, II and RECORD (FDR) placed on the overhead panel.
I. Procedure for BUR-1-2G system with ZBN-1-1 FDR and with the PU-25 control panel
(6) Check the ZBN switch placed on the PU-25 control panel in the OFF position.
(7) Check whether the REC FAIL lamp comes on.
(8) Press the E49 terminal switch (LUN 3159.01-7) on the nose landing gear.
(9) Check that the REC FAIL signaling lamp on the PU-25 control panel went off. The function of
the ZBN-1-1 recorder with container has started.
(10) Unblock the E49 terminal switch on the nose landing gear.. The REC FAIL lamp on the
PU-25 control panel must comes on.
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(11) Start the LH engine according the AFM chapter 4. The REC FAIL signaling lamp on the PU-25
control panel must go off.
(12) Stop the LH engine. As soon as their rotation is stopped, the REC FAIL signaling lamp on the
PU-25 control panel must comes on again.
(13) Start the RH engine according the AFM chapter 4. The REC FAIL signaling lamp on the PU-25
control panel must go off.
(14) Stop the RH engine. As soon as their rotation is stopped, the REC FAIL signaling lamp on the
PU-25 control panel must comes on again.
(15) Turn off all circuit breakers and switches that have been turned on in the overhead panel.
II. Procedure for BUR-1-2G system with FDR 59 BL FDR and with the DEP-25 control panel
(17) Check that the FDR switch placed on the DEP - 25 control panel is in OFF position.
(18) Check that the FAIL red signal LED diode on the DEP - 25 control panel comes on.
(19) Press the E49 terminal switch (LUN 3159.01-7) on the nose landing gear.
(20) Check that the FAIL red signal LED diode went off. The function of the flight recorder has
started.
(21) Unblock the E49 terminal switch on the nose landing gear. The FAIL red signal LED diode on
the DEP-25 control panel must comes on.
(22) Start the LH engine according to the AFM chapter 4. The FAIL red signal LED diode on
the DEP -25 control panel must go off.
(23) Stop the LH engine. As soon as their rotation is stopped, the FAIL red signal LED diode on
the DEP -25 control panel must comes on again.
(24) Start the RH engine according to the AFM chapter 4. The FAIL red signal LED diode on
the DEP -25 control panel must go off.
(25) Stop the RH engine. As soon as their rotation is stopped, the FAIL red signal LED diode on
the DEP -25 control panel must comes on again.
(26) Turn of the switches BATTERY I, II and RECORD (FDR) placed on the overhead panel.
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III. Procedure for FA 2200 MADRAS FDR
(27) Install batteries.
(28) Check the FDR circuit breaker placed between frames No. 1 and 2 for its ON condition.
(30) Perform all works necessary for securing the parking area prescribed for the engine start.
(31) Turn on the switches BATTERY I, II placed on the overhead panel.
(32) Turn on the CENTRAL WARNING DISPLAY AIRFRAME circuit breaker on the overhead panel.
The amber FDR FAULT annunciator comes on.
(33) Switch on the RECORDER circuit breaker on the overhead panel. The green FDR ON
annunciator on the rear control panel must come on. The amber FDR FAULT annunciator must
go off within 5 seconds and remain off. If the FDR FAULT annunciator doesn’t go off, this
means that a possible defect has found within the recorder system.
(34) Switch off the RECORDER circuit breaker on the overhead panel. The green FDR ON
annunciator on the rear control panel must go off. The amber FDR FAULT annunciator on the
rear control panel comes on.
(35) Press the E49 terminal switch (LUN 3159.01-7) on the nose landing gear. The green
FDR ON annunciator on the rear control panel must come on. The amber FDR FAULT
annunciator must go off within 5 seconds and remain off. If the FDR FAULT annunciator
doesn’t go off, this means that a possible defect has found within the recorder system.
(36) Release the E49 terminal switch on the nose landing gear. The green FDR ON annunciator on
the rear control panel must go off. The amber FDR FAULT annunciator on the rear control
panel comes on.
(37) Start the LH engine according to the AFM chapter 4. The green FDR ON annunciator on the
rear control panel must come on. The amber FDR FAULT annunciator must go off within
5 seconds and remain off. If the FDR FAULT annunciator doesn’t go off, this means that a
possible defect has found within the recorder system.
(38) Stop the LH engine according to the AFM chapter 4. The green FDR ON annunciator on the
rear control panel must go off. The amber FDR FAULT annunciator on the rear control panel
comes on.
(39) Perform steps (37) and (38) on the RH engine. The FDR ON green signaling cell on the rear
control panel goes off.
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BUR-1-2G FLIGHT DATA RECORDER (if installed)

1. Determination
The BUR-1-2G flight recording equipment is specified for acquisition and recording of flight parameter
information during the flight and for storing this information even in a case of an air crash.
Installation with the ZBN-1-1 Recorder with container:
The parameters are recorded onto a magnetic tape. The equipment provides records of 25 analog
parameters and of 48 discrete commands. Special ground equipment type SNUO-1 is used for
processing of records deposited in shock-resistant and fireproof containers.
Installation with the FDR-59BL Solid-state flight data recorder:
The FDR 59BL solid-state flight data recorder is a state-of-the-art unit which is used as a replacement
for the ZBN-1-1 magnetic tape recorder in the BUR-1-2G flight data recorder system.
The parameters are recorded onto solid memory of the FDR 59BL solid-state flight data recorder. List of
the registered and recorded parameters the FDR 59BL solid state flight data recorder is mentioned
below. Special software PANDA is used for the calibration and processing of registered and recorded
parameters.
PANDA Software is a multi-purpose program evaluating system that makes it possible to process,
evaluate and analyze the records from the on-board recorders and monitoring systems.
The modules of the PANDA program package can be divided into three parts according to its relation to
the recorder type:
• modules dependant on the used recorder (e.g. CALB, LOAD)
• universal modules (e.g. REAL, VIEW)
2. List of instruments and components
1 Flight data gathering unit with two BSPI-4-2 1 Between frames 21 and 22
encoders
2 Recorder with container or ZBN-1-1 or 1 Between frames 21 and 22
Solid-state flight data recorder FDR 59BL 1 Between frames 21 and 22
3 Control and signalling panel or PU-25 or 1 On the rear control panel
Control panel DEP-25 1 On the rear control panel
(if installed FDR 59BL)
4 Isolating box OS 2 1 Between frames 21 and 22
5 Relay TKE 52 PODG 4 Between frames 15 and 16
6 RECORD switch VG 15K-2S 1 On the overhead panel
7 Circuit breaker AZRGK 10 1 Between frames 1 and 2
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8 Fuse “RECORDER HEATING” 0.4A 1 In the fuse box

ZBN-1-1 CSN 354733 F/1500
9 Fuse 1.6A 1 Between frames 15 and 16
CSN 354733 F/1500
2.5A 3
CSN 354733 F/1500
10 BUR-1-2G 36V fuse 1A 2 In the fuse box
CSN 354733 F/1500
11 Aileron angular displacement MU-615A 1 Left wing, between ribs No. 23
sensor and 24
12 Elevator angular displacement MU-615A 1 At the elevator
sensor
13 Rudder angular displacement MU-615A 1 At the frame No. 27
sensor
14 Angular displacement sensor of the MU-615A 1 In the rudder lading edge
rudder trim tab
15 Overload sensor (X-axis) MP95 +/- 1.5g 1 Between frames 11 and 12
16 Overload sensor (Y-axis) MP95 -2/+5 or 1 Between frames 11 and 12
MP95 -3.5g/+10g
17 Overload sensor (Z-axis) MP95 +/- 1.5g 1 Between frames 11 and 12
18 Barometric altitude sensor DV-15 MV 1 Between frames 2 and 3
19 Angular speed ωx sensor DUSU-1-30 AS 1 Between frames 14 and 15
20 Angular speed ωy sensor DUSU-1-30 AS 1 Between frames 14 and 15
21 Angular speed ωz sensor DUSU-1-30 AS 1 Between frames 14 and 15
22 Instrument speed sensor DPSM-1 1 Between frames 3 and 4

23 Pressure (torque) sensor DMP 15A 1 On the rear fire wall (port engine)
24 Pressure (torque) sensor DMP 15A 1 On the rear fire wall (starboard
engine)
25 Angular displacement sensor DS-11B 1 On the port engine
(ECL)
26 Angular displacement sensor DS-11B 1 On the starboard engine
(ECL)
27 Relay B 073 576 N 2 Between frames 10 and 11
28 Pressure switch 0.4K LUN 1496.11-8 1 Between frames 10 and 11
29 Fuses 0.4A 2 Between frames 10 and 11
CSN 354733 F/1500
31 Fuse 0.4A 1 Between frames 8 and 9
CSN 354733 F/1500
32 Inertia switch 6895-D2-5-5-X 1 Between frames 21 and 22
33 Speel block OAT OAT.2 1 21st frame
34 Temperature probe P/N 050-03610-0002 1 Between frames 3 and 4, down
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3. Description
The BUR-1-2G flight recording equipment consists of the following functional units:
• flight data gathering unit BSPI-4-2 interconnected with two encoders,
• encoders for input signal and for interrogation frequency programming.
The analog input signals of the individual transmitters are converted to a numeric code in binary system.
Signals modified in the described way are recorded onto a magnetic tape by means of the ZBN-1-1
recorder. The recording equipment is deposited in a metal container with a high resistance against
shocks and fire.
The PU-25 control panel consists of two parts, one of these parts is intended for putting the system into
operation and for operational data loading and the other one serving for functional supervision issuing
signals for the control panel display section.
The isolating box is used to protect the recorder against spurious short-circuits in the aircraft system. In
addition the BUR-1-2G recorder system comprises a system of receivers and transmitters (see the
Review in Section 031.31.00) and a system of sensors (see the same Review) the signals of which are
recorded even when their sources belong to another systems (e.g. to the radar altimeter).
The FDR 59BL container has a high impact-and fire resistance. It is bright orange and it has a reflective
tape affixed to its external surface to facilitate its location under water.
The BUR-1-2G FDR system has been complemented with an 6895-D-2-X-5-5 inertia switch (located
between frames 21 and 22) interrupting power to the recorder when the acceleration level of 5g is
reached in the longitudinal or lateral direction. When the switch is closed a red warning light will
illuminate. To recover power supply to the recorder the impact switch must be reset by means of a reset
button. When the button is pressed the warning light will go off.
The FDR 59BL provides for recording flight data for a time period of 25 hours. To facilitate its location
under water, the recorder is provided with a DK 120 or ELP-362D underwater locator beacon and its
container is bright orange. The container is shock proof and fire proof.
The DEP-25 data entry panel is a replacement for the PU-25 control panel and is intended for putting
the system into the operation (mode READ and WRITE), for operational data loading, for stored data
checking and for FDR failure signaling.
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List of registered and recorded parameters of the ZBN-1-1 recorder with container:
Analog (continuous) record:

1. Altitude
2. Geometric height
3. Instrument speed
4. Overload in the x-axis
5. Overload in the y-axis
6. Overload in the z-axis
7. Elevator displacement
8. Displacement of the ailerons
9. Rudder displacement
10. Displacement of the rudder-trim tab
11. Angular speed ωx
12. Angular speed ωy
13. Angular speed ωz
14. Roll angle
15. Pitch angle
16. Magnetic heading
17. LH engine ECL position
18. RH engine ECL position
19. LH engine torque value
20. RH engine torque value
21. LH engine generator r.p.m.
22. RH engine generator r.p.m.
23. LH engine propeller r.p.m.
24. RH engine propeller r.p.m.
25. Voltage in the 28 Volts distribution system
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Recording of one-shot commands

1. LH engine fire signal on
2. RH engine fire signal on
3. -
4. -
5. -
6. -
7. V/L transceiver keying
8. 2/P transceiver keying
9. Port engine propeler control lever in position FEATHER
10. Starboard engine propeller control lever in position FEATHER
11. Airframe deicing system turned on by the air crew
12. -
13. Signal “LANDING GEAR DOWN”
14. Signal confirming the presence of the 36 V voltage in the aircraft distribution system
15. Signal indicating dangerous altitude reading of the radar altimeter
16. Signal LIFT SPOILERS EXTENDED
17. Signal indicating minimum oil pressure in the LH engine
18. Signal indicating minimum oil pressure in the RH engine
19. Signal indicating minimum fuel pressure in the LH engine
20. Signal indicating minimum fuel pressure in the RH engine
21. Signal LH ENGINE AUXILIARY PUMP ON
22. Signal RH ENGINE AUXILIARY PUMP ON
23. Port engine IELU on (function limiting)
24. Stanboard engine IELU on (function limiting)
25. LH engine BETA CONTROL signalling on
26. RH engine BETA CONTROL signalling on
27. Signal confirming the water injection system activation
28. Signal MINIMUM FUEL REMAINDER – left side
29. Signal MINIMUM FUEL REMAINDER – right side
30. Signal WING FLAPS IN 00 POSITION
31. LH engine automatic feathering circuit on
32. RH engine automatic feathering circuit on
33. LH engine generator malfunction
34. RH engine generator malfunction
35. Rime signalling active (rime indication)
36. Pneumatic de-icing system function signal
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37. Free
38. Free
39. Free
40. Voltage in the 115 V/400 Hz distribution system
41. Stall speed signalling system on and in function
43. Course system SLAVE mode
44. Voltage at the S 2B busbar
45. Voltage at the S 3B busbar
46. Automatic pitching active – port side
47. Automatic pitching active – starboard side
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List of registered and recorded parameters of the FDR 59BL solid state flight data recorder
Sampl. Address
Mark Description Type Range Accuracy
Freq. framework
AK Aileron displacement Analogue +14°(up) to 13,29,45,61

± 1.2° 4
-27°(down) Canal 13
Rudder trim tab +12°(right) to

ASF Analogue 22,54
displacement -12°(left) ±0.3° 2
Canal 22
STANDARD (EASA OPS)*
+20°(right) to
22,54
-20°(left) ±0.3° 2
Canal 22
BRAZIL (RBHA 135)*
HED Flight heading Analogue 6,38

0° to 360° ± 1.2° 2
Canal 6
HP Barometric Altitude Analogue -1000ft to 63

±120ft 2
16500ft Canal 24
HRA Radar Altitude Analogue 15,47

0ft to 2500ft ± 5% 2
Canal 15
MKL LH engine torque Analogue 20,52

0% to 110% ± 1.1% 2
Canal 20
MKP RH engine torque Analogue 21,53

0% to 110% ± 1.2% 2
Canal 21
N2L LH engine generator speed Analogue 16

30% to 110% ± 2% 2
Canal 16
N2R RH engine generator Analogue
speed 30% to 110% ± 2% 2 32
Canal 16
NVL LH engine propeller RPM Analogue 370 rev/min to 48

± 2% 2
2100 rev/min Canal 16
NVR RH engine propeller RPM Analogue 370 rev/min to 64

± 2% 2
2100 rev/min Canal 16
± 1.3%
NX Overload sensor X-axis Analogue 23,55
-/+1,5g max 2
Canal 23
range
± 0.5% 2,10,18,26,34,4
NY Overload sensor Y-axis Analogue -3,5g to +10g max 8 2,50,58
range Canal 2
± 0.8%
NZ Overload sensor Z-axis Analogue 14,46
-/+1,5g max 2
Canal 14
range
OAT2 Outside temperature Analogue 9,25,41,57

-50°C to +80°C ± 2°C 4
Canal 9
OMX Angular speed X-axis Analogue ± 0.6° 3,19,35,51

-30°/ 1s to +30°/1s 4
per 1s Canal 3
OMY Angular speed Y-axis Analogue ± 0.4° 8,24,40,56

-30°/ 1s to +30°/1s 4
per 1s Canal 8
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Sampl. Address
Freq. framework
+75°(up) to
PIT Longitudinal deflection Analogue 4,36
-75°(down) ± 1.5° 2
Canal 4
BRAZIL (RBHA 135)*
+60°(up) to
4,36
-60°(down) ± 1.5° 2
Canal 4
+90°(left) to
ROLL Lateral deflection Analogue 7,39
-90°(right) ± 1.4° 2
Canal 7
BRAZIL (RBHA 135)*
+60°(up) to
7,39
-60°(down) ± 1.5° 2
Canal 7
LH engine control lever 31
OPML Analogue -55° to +55° ± 2% 1
position Canal 18
RH engine control lever 62
OPMR Analogue -55° to +55° ±2% 1
position Canal 19
Voltage in the 28 V
30
V28 distribution system Analogue 28.5VDC ± 0.2V 1
Canal 10
17,49
VI Instrument speed Analogue 0kt to 270kt ± 3% 2
Canal 17
XL Elevator displacement Analogue +14° (down) to 12,28,44,60

± 0.3° 4
-30° (up) Canal 12
XLAT Rudder displacement Analogue +17° (right) to 11,27,43,59

± 1.7° 4
-17° (left) Canal 11
RK1 LH engine fire signalization Binary Log. 1 – 28VDC

1 2 2
Log. 0 – 0VDC
Starboard engine propeller
RK10 control lever in position Binary Log. 1 – 28VDC
1 15 15
FEATHER Log. 0 – 0VDC
Airframe de-icing system Log. 1 – 28VDC
RK11 Binary 1 17 17
turned on by the crew Log. 0 – 0VDC
RK12 Free Binary 1 18 18
Signal “LANDING GEAR Log. 1 – 28VDC
RK13 Binary 1 19 19
DOWN” Log. 0 – 0VDC
Signal confirming the
presence of the 36 VAC in Log. 1 – 28VDC
RK14 Binary 1 20 20
the aircraft distribution Log. 0 – 0VDC
system
Signal DH from the radar Log. 1 – 28VDC
RK15 Binary 1 21 21
altimeter Log. 0 – 0VDC
Signal LIFT SPOILERS Log. 1 – 28VDC
RK16 Binary 1 22 22
EXTENDED Log. 0 – 0VDC
Signal indicating minimum

RK17 oil pressure in the LH Binary Log. 1 – 28VDC
1 23 23
engine Log. 0 – 0VDC
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Sampl. Address
Freq. framework
RK18 oil pressure in the RH Binary Log. 1 – 28VDC
1 24 24
RK19 fuel pressure in the LH Binary Log. 1 – 28VDC
1 25 25
RK2 RH engine fire signalization Binary Log. 1 – 28VDC

1 3 3
Log. 0 – 0VDC
RK20 fuel pressure in the RH Binary Log. 1 – 28VDC
1 26 26
Signal LH engine Log. 1 – 28VDC
RK21 Binary 1 27 27
AUXILIARY PUMP ON Log. 0 – 0VDC
Signal RH engine Log. 1 – 28VDC
RK22 Binary 1 28 28
AUXILIARY PUMP ON Log. 0 – 0VDC
Port engine IELU on Log. 1 – 28VDC
RK23 Binary 1 29 29
(function limiting) Log. 0 – 0VDC
Starboard engine IELU on Log. 1 – 28VDC
RK24 Binary 1 30 30
(function limiting) Log. 0 – 0VDC
LH engine BETA Log. 1 – 28VDC
RK25 Binary 1 34 34
CONTROL signaling on Log. 0 – 0VDC
RH engine BETA Log. 1 – 28VDC
RK26 Binary 1 35 35
CONTROL signaling on Log. 0 – 0VDC
Signal confirming the water Log. 1 – 28VDC
RK27 Binary 1 40 40
injection system activation Log. 0 – 0VDC
Signal MINIMUM FUEL Log. 1 – 28VDC
RK28 Binary 1 41 41
REMAINDER - left side Log. 0 – 0VDC
Signal MINIMUM FUEL Log. 1 – 28VDC
RK29 Binary 1 42 42
REMAINDER - right side Log. 0 – 0VDC
LH Attitude horizon - Log. 1 – 28VDC
RK3 Binary 1 8 8
malfunction Log. 0 – 0VDC
Signal WING FLAPS IN 0° Log. 1 – 28VDC
RK30 Binary 1 43 43
POSITION Log. 0 – 0VDC
LH engine automatic Log. 1 – 28VDC
RK31 Binary 1 44 44
feathering circuit on Log. 0 – 0VDC
RH engine automatic Log. 1 – 28VDC
RK32 Binary 1 45 45
feathering circuit on Log. 0 – 0VDC
LH engine DC generator Log. 1 – 28VDC
RK33 Binary 1 46 46
RH engine DC generator Log. 1 – 28VDC
RK34 Binary 1 47 47
Rime signaling active (rime Log. 1 – 28VDC
RK35 Binary 1 49 49
indication) Log. 0 – 0VDC
Pneumatic de-icing system Log. 1 – 28VDC
RK36 Binary 1 60 60
function signal Log. 0 – 0VDC
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Sampl. Address
Freq. framework

RH Attitude horizon - Log. 1 – 28VDC
RK4 Binary 1 9 9
RK40 Free Binary Log. 1 – 28VDC

1 54 54
Log. 0 – 0VDC
Stall speed signaling Log. 1 – 28VDC
RK41 Binary 1 55 55
system on and in function Log. 0 – 0VDC
Signal WING FLAPS IN Log. 1 – 28VDC
RK42 Binary 1 56 56
18° POSITION Log. 0 – 0VDC
Course system SLAVE Log. 1 – 28VDC
RK43 Binary 1 57 57
mode Log. 0 – 0VDC
RK44 Voltage at the S2B busbar Binary Log. 1 – 28VDC

1 58 58
Log. 0 – 0VDC
RK45 Voltage at the S3B busbar Binary Log. 1 – 28VDC

1 59 59
Log. 0 – 0VDC
Automatic pitching active – Log. 1 – 28VDC
RK46 Binary 1 60 60
port side Log. 0 – 0VDC
Automatic pitching active – Log. 1 – 28VDC
RK47 Binary 1 61 61
starboard side Log. 0 – 0VDC
Signal WING FLAPS IN Log. 1 – 28VDC
RK48 Binary 1 63 63
42° POSITION Log. 0 – 0VDC
RK7 Pilot transceiver keying Binary Log. 1 – 28VDC

1 12 12
Log. 0 – 0VDC
RK8 Copilot transceiver keying Binary Log. 1 – 28VDC

1 13 13
Log. 0 – 0VDC
Port engine propeller
RK9 control lever in position Binary Log. 1 – 28VDC
1 14 14
FEATHER Log. 0 – 0VDC
NOTE: *- STANDARD (EASA OPS)– apply to all aircraft besides aircraft operate in Brazil
*- BRAZIL (RBHA 135) – apply to aircraft operate in Brazil only
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FIG. 1 LOCATION OF THE FLIGHT RECORDING SYSTEM INSTRUMENTS

(1) DUSU-1-30 AS angular speed sensor, (2) TKE 52 PODG relay, (3) Angular displacement
transmitter of the rudder-trim tab MU 615 A, (4) Elevator angular displacement transmitter
MU 615 A, (5) Rudder angular displacement transmitter MU 615 A, (6) ZBN-1-1 recorder with
container or FDR 59BL solid-state flight data recorder , Flight data gathering unit with two
encoders BSPI-4-2; (7) Isolating box OS 2, (8) Aileron angular displacement sensor MU 615 A;
(9) DMP 15 A pressure sensor, (10) Angular displacement sensor (ECL) DS-11 B;
(11) AZRGK-10 circuit breaker, (12) Altitude sensor DV-15 MV, (13) Control and signalling
panel PU-25 or DEP 25, (14) B 073 576 N relay; (15) 0.4 K LUN 1469.11-8 pressure switch,
(16) Overload sensor (x, y, z axis) MP 95, (17) VG 15K-2S RECORD switch, (18) B 073 576 N
relay, (19) Instrument speed sensor DPSM-1
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4. Operation
The supply voltage for the main units of the flight data recording system is turned on by means of the
AZRGK-10 circuit breaker placed in the space between the first and the second frame. The control panel
(PU 25) POWER is turned on by means of the RECORDER switch placed on the overhead panel.
The +27 V voltage for tape movement mechanism heating is supplied via the TKE 52 PODG (K 14)
relay contacts (normally closed) and via the K 17 fuse.
The ZBN-1-1 recorder with container is turned on by hand using the “PRU-ON” switch placed on the PU
control panel.
An inactive ZBN-1-1 recorder is turned on automatically in the following cases:
• after the engine start (via TKE 52 – PODG – K 13 relay contacts)
• after closing of the 1.25 K LUN 1469.32-8 (M 14) oil pressure switch contacts via the TKE 52
PODG - K12 - relay contacts
• after the landing gear retraction due to LUN 3159.01-7 (E49) end switch closing via the
TKE 52 PODG - K11 - relay contacts
An automatically activated recorder can not be turned off by hand. The powering of the airborne
recording equipment is secured immediately from the accumulator battery I with a voltage of 18 to 33
Volts.
The pilot lamp “REC FAIL” placed on the PU 25 control panel must not be on during a normal activity of
the BUR-1-2G flight recorder. The flight distribution system must be powered from a ground electric
energy supply whenever testing the BUR-1-G recorder in aircraft on the ground.

The FDR 59BL recorder is turned on by hand using the - BATTERY I, II, RECORDER circuit breakers
on the overhead panel and the “FDR-ON” switch placed on the DEP-25 control panel.
An inactive FDR 59BL recorder is turned on automatically in the following cases:
• after the engine start /via TKE 52 – PODG – K 13 relay contacts/
• after closing of the 1.25 K LUN 1469.32-8 /M 14/ oil pressure switch contacts via the
TKE 52 PODG – K 12 – relay contacts
• after the landing gear retraction due to LUN 3159.01-7 /E49/ end switch closing via the
TKE 52 PODG – K 11 – relay contacts.
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The following initial data must be entered:

- Time - 6 decimal digits ( 00:00:00 – 99:59:59 )
- Date - 6 decimal digit ( 01/01/00 – 31/12/99 )
- Flight Number - 4 decimal digits ( 0000 – 9999 )
- Balance (C.G.) - 3 decimal digit ( 00,0 % - 99,9 % )
- Take-off weight - 3 decimal digits ( 000 t – 999 t )
- Aircraft Number ( A/C No. ) - 5 decimal digits ( 00000 – 99999 )
Data are entered by means of the control elements ( three buttons and joystick) on the data entry panel
of the FDR.
Any input data can be checked on the display by switching four position joystick to the appropriate menu
item. First the menu item is shown and after cca 1.5 sec the relevant value of the menu item is
displayed.
Data entering procedure:
Switch off the FDR ON switch on the data entry panel DEP-25
Switch on the - BATTERY I, II, RECORDER circuit breakers on the overhead panel.
On the data entry panel (rear control panel):
The “DEP-25” label is shinning for 2 sec and after this the time is displayed. All LED diodes (green, red)
are shinning too.
• press the EDIT button. Now it is possible to change any digit of the time by means of the
joystick. The up and down joystick motion increases or decreases the value of the selected digit.
The left and right joystick motion changes the single digits position. By 10 sec pressing the
ENTER button enter the new or corrected data into the memory of the data entry panel. Data
entering is confirmed by “SAVED..” label appearing on the display of the data entry panel.
• select the other menu item by the up and down joystick motion. Entering new or corrected data
into the memory of the data entry panel is performed by the same way.
Switch on the FDR ON switch on the data entry panel DEP-25 and check all data entered into the
memory of the data entry panel by the up and down joystick motion
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FIG. 2 FLIGHT RECORDER SYSTEM DIAGRAM

(INSTALLATION WITH THE ZBN-1-1 RECORDER WITH CONTAINER)
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FIG. 3 FLIGHT RECORDER SYSTEM DIAGRAM

(INSTALLATION WITH THE FDR 59BL SOLID-STATE FLIGHT DATA RECORDER)
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FAULT ISOLATION
REC FAIL sign on the PU-25

control panel is on with activated
BUR-1-2G recorder
Having entered either an The REC FAIL lamp is not lighted The display of seconds does not
operational data parameter or a when pushing the LAMP TEST vary when checking the time entry
time parameter and having push button on the PU-25 panel on the PU-25 indication section
pushed the SHIFT push button with BUR-1-2G recorder on
placed on the PU-25 control
panel, no entered information is
displayed on the indication panel
section or its display is incomplete
only
Records of one-shot Analog signal groups All analog signals Time and/or operational
commands missing in with a voltage of 0 to missing in the record data entries are missing
the record playback 5 V DC from playback in the record playback or
potentiometric sensors do not correspond to the
missing in the record values entered via the
playback PU-25 control panel
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The REC FAIL sign on the PU-

25 control panel is lighted with
BUR-1-2G recorder on
Check the position of the ZBN

ON switch on the PU-25 control
panel
If the switch is in its IN position, check the If the switch is in its OFF position,
condition of LED-s in the flight information switch the toggle to the position ON
collector BSPI-4-2 marked BSPI CHECK
and ZBN CHECK
If the BSPI CHECK LED is lighted, check If the ZBN CHECK LED is lighted,
the ON condition for its accidental nature check the ON condition of the BSPI-4-2
pushing the RESET push button for its accidental nature pushing the
RESET push button
If the LED is lighted again, If the LED is lighted again, check the
check the F1 link fuse for its condition interconnection of the connector joint X2
of the ZBN-1-1 recorder
If the fuse is faulty, If the F1 fuse is in The X2 If the ZBN-1 recorder

replace the F1 fuse order ¨, replace the INTERCONNECTION is not connected,
of BPI-1 by a good BSPI-4-2 flight data is connected: interconnect the
one gathering unit replace the recorder ZBN-1-1 and the X2
with the ZBN-1-1 cables
container
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REC FAIL lamp on the control panel PU-25

is not lighted when pushing the LAMP
TEST push button
Check the condition of the lamp marked

REC FAIL
If the lamp is found faulty, replace it by If the lamp is found OK, check the
a good one interconnection of the X1 connector on
the PU-25 control panel
If an insufficient contact is found, If the interconnection is in a good

retighten the cap nut of the X1 order, replace the PU-25 control panel
connector on the PU-25 control panel unit
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Having entered either operational data

or time and pushed the SHIFT push
button on the PU-25 control panel with
BUR-1-2G recorder on, the entered
information is not displayed in the
indication section of the control panel or
its display is incomplete
Check the condition of the indication

PU-25 control panel section
If no information is displayed at all, If no information display is

check the interconnection of the X1 incomplete, replace the PU-25
connector on the PU-25 panel control panel
If the interconnection is found O.K., If there is fault in the

check the VPI-1 2 A/250 V fuse in the interconnection, re-tighten the
flight data gathering unit BSPI-4-2 cap nut of the X1 connector on
the PU-25 panel
If the fuse is not blown, check the If the fuse is blown, replace the
functional ability of the BSPI-4-2 flight VPI-1 2A/250 V fuse in the BSPI-
data gathering unit for presence of 4-2 data gathering unit by a good
synchro words by means of UVOP-1 one
If the synchro words are present, If no synchro words are present,

replace the PU-25 control panel replace the BSPI-4-2 flight data
gathering unit
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No seconds are added when

checking the time entry on the
PU-25 control panel indication
section with BUR-1-2G recorder
on
Replace the PU-25 control panel
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Records of one-shot commands are

missing in the playback
Check the fastening of the BSPI-4-2

flight data gathering unit in the frame
If the unit is reliably fastened in the If the fastening is found

frame, check the transmission of unsatisfactory, re-tighten the
one-shot commands to the unit in the frame pushing its
BSPI-4-2 flight data gathering unit fastening levers firmly to their
by means of UVOP-1 stops
If there is a fault in the command

transmission, replace the BSPI-4-2
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Record of analog signal group controlled

by the DC voltage 0 to 5 V supplied by the
potentiometer sensors is missing in the
record playback
Check the fastening of the BSPI-4-2 flight

data gathering unit in the frame
If the fastening is found O.K., If the fastening is found loose, re-tighten

check the F2 through F6 fuses of the the unit in the frame pushing the mount
group protection for the given group of fixing levers firmly to their stops
sensors displaced in the BSPI-4-2
If any of the F2 through F6 fuses is If no fuse is found faulty, replace the BSPI-4-2
found faulty, replace it with a good one flight data gathering unit
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All analog signal records are missing during

the playback
Check the fastening of the BSPI-4-2 flight

data gathering unit to the base frame
If the unit is reliably fastening to the If the unit fastening to the frame is
frame, check the correct function of the loose, re-tighten the flight data
corresponding sensor gathering unit the frame by means of
its handle levers
If the sensor is found faulty, perform its If the sensor is found O.K., check the
repair analog signal throughput in the BSPI-4-2
If the signal is missing, replace the flight

data gathering unit BSPI-4-2
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Records of time and/or operational data

are missing during the record playback
or they do not correspond to the values
entered via the PU-25 control panel
neither to the value encoded in the X2
(aircraft number) encoding equipment of
the PU-25 panel
Check the interconnection of the X1

connector in the PU-25 control panel
with its counterpart
If the interconnection is If the interconnection is If the interconnection

found O.K., check the RU- found O.K., check the is faulty, retighten the
25 panel function. Recall encoding equipment X2 X1 connector cap nut
the missing parameter to with the aircraft number in in the PU-25 panel
the display for this the PU-25 control panel
purpose
If the encoding equipment

is found faulty, perform
the corresponding
throuble shooting and
repair of X2 in the PU-25
control panel
The parameter can not be The parameter can be

recalled to the indication displayed on the
section display. Replace indication panel. Check
the PU-25 control panel the signal through
If no signal is present,
replace the BSPI-4-2 flight
data gathering unit
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The FAIL sign on the DEP-25

control panel is lighted with
BUR-1-2G recorder on
Check the position of the FDR

ON switch on the DEP-25
control panel
If the switch is in its IN position, check the If the switch is in its OFF position, switch the
condition of LEDs in the flight information toggle to the position ON
collector BSPI-4-2 marked BSPI CHECK and
FDR59BL CHECK
If the BSPI CHECK LED is lighted, check the If the ZBN CHECK LED is lighted, check the
ON condition for its accidental closure. ON condition of the BSPI-4-2 for its accidental
Therefore push the RESET button. closure. Therefore push the RESET button.
CHECK and ZBN CHECK
If the LED is lighted again, check the F1 link If the LED is lighted again, check the
fuse for its condition. interconnection of the connector joint X2 of
FDR 59BL.
If the fuse is faulty, If the F1 fuse is in The X2 If the FDR 59BL

replace the F1 fuse order, replace the interconnection is recorder is not
of BPI-1by a good BSPI-4-2 flight data connected: replace connected,
one. gatering unit. the recorder FDR connect the FDR
59BL. 59BL and the X2
cables.
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SERVICING
1. Logging of operational data, starting time and activation of the ZBN-1-1 or FDR 59BL
recorder before the flight
E. Procedures
Data entering procedure for the ZBN-1-1 recorder:

(1) Turn on the power supply of the BUR-1-2G recorder switching the RECORD switch on the
overhead panel to its ON position.
(2) Log the operational data via the PU-25 control panel as follows:
(a) Use the thumbwheel switch to set the most significant digit of the information to be entered
(b) Push the SHIFT key; the entered digit is displayed in the right-hand edge window of the
display section
(c) Use the thumbwheel switch to set the subsequent digit of the information to be entered
(d) Push the SHIFT key; the entered digit is now displayed in the right-hand edge window of
the display section the one entered before being displaced by one window to the left on the
indication panel
(e) Proceed in the described way to enter all digits of the given information. Check correctness
of entered data on the display panel. Erase erroneous entries using the RESET key and
then re-enter correct data.
(f) Use the thumbwheel switch to set the code digit of the information to be entered
(the information code is specified on the PU-25 control panel face)
(g) Push the ENTER key
(3) Enter the astronomic time via the PU-25 control panel proceeding as described in para 2.
NOTE: Note hours and minutes only.
(4) Check the entered operational data as follows:
(a) Push the ENTRY CHECK key
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(b) Set successively the code digits of the information to be checked using the code disk
switch; the code is specified on the PU-25 control panel face
(c) Compare the data displayed on the display panel with those entered as described sub 2.
and 3.; Current time information is displayed on the display panel during the time checkup,
i.e. time added to the entered starting value
(d) Push the RESET push button
(5) Turn the PRU switch in the PU-25 control panel to its position ON after less than 3 minutes at
an ambient temperature of more than -40° Centigrade and after at least 15 minutes at ambient
temperatures below -40° Centigrade, specified time intervals start in the instant of the BUR-1-
2G recorder power supply activation. This operation must be followed by an extinguishing of
the REC FAIL signaling lamp.
Data entering procedure for the FDR 59BL recorder:

(6) Switch off the FDR ON switch on the data entry panel DEP-25
(7) Switch on the - BATTERY I, II, RECORDER circuit breakers on the overhead panel.
(8) On the data entry panel (rear control panel):

The “DEP-25” label is shinning for 2 sec and after this the time is displayed. All LED diodes
(green, red) are shinning too.
• press the EDIT button. Now it is possible to change any digit of the time by means of the
joystick. The up and down joystick motion increases or decreases the value of the selected
digit. The left and right joystick motion changes the single digits position. By 10 sec
pressing the ENTER button enter the new or corrected data into the memory of the data
entry panel. Data entering is confirmed by “SAVED..” label appearing on the display of the
data entry panel.
• select the other menu item by the up and down joystick motion. Entering new or corrected
data into the memory of the data entry panel is performed by the same way.
(9) The following initial data must be entered:
- Time - 6 decimal digits ( 00:00:00 – 99:59:59 )

- Date - 6 decimal digit ( 01/01/00 – 31/12/99 )
- Flight Number - 4 decimal digits ( 0000 – 9999 )
- Balance (C.G.) - 3 decimal digit ( 00,0 % - 99,9 % )
- Take-off weight - 3 decimal digits ( 000 t – 999 t )
- Aircraft Number ( A/C No. ) - 5 decimal digits ( 00000 – 99999 )
Data are entered by means of the control elements ( three buttons and joystick) on the data
entry panel of the FDR.
Any input data can be checked on the display by switching four position joystick to the
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appropriate menu item. First the menu item is shown and after cca 1.5 sec the relevant value of
the menu item is displayed.
(10) Switch on the FDR ON switch on the data entry panel DEP-25 and check all data entered into
the memory of the data entry panel by the up and down joystick motion
2. Checking of the BUR CHECK signaling lamp

E. Procedures
(1) Connect the ground electric power supply.
(2) Turn on the BUR-1-2G recorder power supply by means of the BATTERY I, II and RECORD
switches placed on the overhead panel
(3) Allow 3 minutes for stabilizing at temperatures higher than -40° Centigrade and 15 minutes at
temperatures below -40° Centigrade. Turn the ZBN switch placed on the control panel to its
position ON.
(4) Turn the DAY/NIGHT switch on the PU-25 control panel to its position DAY
(5) Push the LAMP CHECK push button, the REC FAIL signaling lamp must be lighted.
3. Check of the operation of the BUR-1-2G flight data recorder


Routine
E. Procedures
(1) Connect the ground electric power supply to the aircraft airborne distribution system.
(2) Turn on the AZRGK 10 circuit breaker placed in the front section of the fuselage (between
frames No. 1 and 2)
(3) Turn on the switches BATTERY I, II and RECORD placed on the overhead panel
(4) Turn the PRU ON switch placed on the PU-25 control panel to its OFF position (i.e. to its lower
one). The REC FAIL signal lamp should get lighted (the lamp is placed on the control panel).
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Allow 3 minutes for stabilizing at ambient temperatures higher then of -40°C and 15 minutes at
temperatures lower than -40°C.
(5) Turn the PRU ON switch placed on the PU-25 control panel
(6) Turn off the switches BATTERY I, II and RECORD placed on the overhead panel
(7) Disconnect the ground electric power supply from the aircraft distribution system.
4. BUR-1-2G flight recorder activation for pre-heating


Routine
E. Procedures
(1) Pre-heating of the airborne recorder at ambient air temperatures below zero for 3 minutes at
temperatures higher than -40°C and for 15 minutes at ambient temperatures below -40°C
(2) Turn on the switches BATTERY I, II and RECORD placed on the overhead panel.
(3) Leave the PRU ON switch placed on the PU-25 control panel in its OFF position.
(4) The signal lamp on the PU-25 control panel must be lighted.
(5) Allow the time interval as specified above for the airborne recorder function.
(6) After elapsing of this pre-heating period turn the PRU ON switch placed on the PU-25 control
panel to its ON position for 15 seconds. The REC FAIL signal lamp must not be lighted while
the PRU ON switch is in its ON position.
(7) Turn off the BATTERY I, II and RECORD switches.
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5. Inspection of the blocks and the transmitters of the flight data recorder and their fixing
B. Materials Binding wire 0.5mm dia
C. Tools Stairs (e.g. B097343N, B097300N, B097365N)

Nippers
Flat pliers
Spanners of appropriate dimensions (Tooling kit)

Periodical
E. Procedures
Refer to the work procedure 031.30.00.A in section 031.30.00
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6. Check of the operation of the flight data recorder by means of the UVOP-1 device
(if installed ZBN-1-1)
A. Fixture, Test and Support Equipment UVOP-1 test equipment

Periodical
E. Procedures:
(1) Connect the ground electric power supply to the aircraft.
(2) Connect the UVOP-1 test equipment cable to the work connector of the BSPI-4-2 flight data
gathering unit.
(3) Turn on the “K16” circuit breaker placed between frames No. 1 and 2 the RECORD switch
placed on the overhead panel. After BUR-1-2G pre-heating specified by the work procedure
031.31.00.B turn on the ZBN-1-1 switch placed on the PU-25 control panel which must the
REC FAIL signal lamp get extinguished.
(4) Set the following data on the PU-25 control panel:
• time (TIME)
• date (DATE)
• flight No. (FLT)
• leveling (CG)
• weight (TOW)
(see the work procedure for entering of operational data and time and for ZBN-1-1 recorder
activation contained in this Section).
(5) Select the parameter to be tested.
(6) Enter the tested parameter code via the the UVOP-1 equipment keyboard. The parameter
codes are specified in Table 1 for analog channels and in Table 2 for one-shot commands
ones. Check the data correctness on the UVOP-1 display unit.
(7) Set the physical action of the given parameter on the sensor. Set 3 to 5 values on the UVOP-1
display for individual settings.
(8) Compare the data obtained in the described way with the calibration chart for the given
parameter sensor. Check whether the record error is or not within the tolerance.
(9) Proceed with the one-shot parameter check selecting the one to be tested and entering its
code via the UVOP-1 keyboard in accordance with Table 2.
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(10) Create conditions necessary to obtain the one-shot command signal in the channel to be tested
(check by means of UVOP-1 and in accordance with the signaling IP lamp light on the UVOP-1
binary indicator). Check whether the one-shot command in question was recorded or not.
(11) Enter the following codes via UVOP-1 to check the record accuracy of the operational data set
on the PU-25 control panel:
31 – for time 34 – for the flight No.

32 – for the date 35 – for levelling
33 – for the aircraft No. 36 – for the take off weight value
(12) Turn off the RECORD switch placed on the overhead panel. This must the REC FAIL signaling
lamp on the PU-25 panel.
(13) Disconnect the UVOP-1 test equipment from the aircraft distribution system and from the
BSPI-4-2 data gathering unit disconnecting the technological cable.
(14) Turn off the ground electric power supply.
Table 1 – List of BUR-1-2G Analog Parameters
No. Parameter Measuring range UVOP-1 code setting
1 Barometric altitude 0 – 6,000 m 1163015 BCB

2 Geometric height 0 – 700 m 1115115 BCB
3 Flight speed 0 – 450 km/h 1117115 BCB
4 X-axis overload ± 1.5 / ± 3% 1123115 BCB
5 Y-axis overload - 2 + 5 / ± 3% 1102315 BCB
6 Z-axis overload ± 1.5 / ± 3% 1114115 BCB
7 Elevator excursion upwards - 30° +0°/ -1° 1112215 BCB
downwards +14° +1°/ 0°
8 Excursion of ailerons upwards - 27° +/-1° 1113215 BCB
downwards +14° +/-1°
9 Rudder excursion to the port 1111215 BCB
to the starboard
+/-17°+0°/-30´
10 Rudder trim-tab excursion to the port 1122115 BCB
+10°-1°
to the starboard
+10°-1.5°
11 Angular speed ωx 30°/s 1103215 BCB
12 Angular speed ωy 30°/s 1108215 BCB
13 Angular speed ωz 30°/s 1109215 BCB
14 - -
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No. Parameter Measuring range UVOP-1 code setting
15 - -
16 Magnetic heading 0 - 360° 1106116 BCB
17 L.H. engine control lever 90° 1131016 BCB
position
18 R.H. engine control lever 90° 1162016 BCB
position
19 L.H. engine torque value 0 to 110% 1120115 BCB
20 R.H. engine torque value 0 to 110% 1121115 BCB
21 L.H. engine generator 30 to 110% 1116014 BCB
r.p.m.
22 R.H. engine generator 30 to 110% 1132014 BCB
r.p.m.
23 L.H. engine propeller 450 to 2,300 r.p.m. 1148014 BCB
r.p.m.
24 R.H. engine propeller 450 to 2,300 r.p.m. 1164014 BCB
r.p.m.
25 Voltage in the 28 V 0 to 30 V 1130015 BCB
distribution system
Table 2 – List of BUR-1-2G One-Shot Commands
UVOP-1 code
No. Parameter (command) Command condition Signal
setting
1+ L.H. engine fire signaling system In parallel with signals +27V 1102013 BCB
on displayed on the L.H. engine
panel
2+ R.H. engine fire signaling system In parallel with signals +27V 1103013 BCB
on displayed on the R.H. engine
pane
3 -
4 -
5 -
6 -
7 First pilot transition to external In parallel with contacts of the +27V 1112013 BCB
radio communication communication system
external “radio” mode push
button switch of the first pilot
8+ Co-pilot transition to the external In parallel with contacts of the +27 V 1113013 BCB
radio communication communication system
external “radio” mode push
button switch of co-pilot
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UVOP-1 code
setting
9 L.H. engine propeller control lever Simultaneously with L.H. +27V 1114013 BCB
in position FEATHER engine feathering pump
activation
10 R.H. engine propeller control lever Simultaneously with R.H. +27V 1115013 BCB
in position FEATHER engine feathering pump
activation
11+ Signal confirming activation of the Simultaneously with de-icing +27V 1117013 BCB
aircraft airframe de-icing system by system activation by the co-
the air crew pilot
12 -
13+ Signal LANDING GEAR DOWN End switches of the landing +27V 1119013 BCB
gear lowered position
14+ Signal confirming the presence of In parallel with the +27V 1120013 BCB
the 36 V A.C. voltage in the INVERTER I 36 V,
distribution system INVERTER II 36 V,
light signalling
15 Decision height radar altimeter In parallel with the radar +27V 1121013 BCB
reading altimeter supervision
connector (the technological
one)
16+ Signal LIFT SPOILERS In parallel with the light +27V 1122013 BCB
EXTENDED signaling cell SPOILERS
17+ L.H. engine minimum oil pressure In parallel with the light +27V 1123013 BCB
signaling cell OIL
PRESSURE in the port
engine signaling cell
18+ R.H. engine minimum oil pressure In parallel with the light +27V 1124013 BCB
signaling cell OIL
PRESSURE of the R.H.
engine
19+ L.H. engine minimum fuel pressure In parallel with the light +27V 1125013 BCB
signaling cell FUEL
PRESSURE of the L.H.
engine
20+ R.H. engine minimum fuel pressure In parallel with the light cell +27V 1126013 BCB
FUEL PRESSURE of the
R.H. engine
21+ Signal confirming the L.H. engine Simultaneously with the L.H. +27V 1127013 BCB
feathering pump activation engine feathering pump
activation
22+ Signal confirming the R.H. engine Simultaneously with the R.H. +27V 1128013 BCB
feathering pump activation engine feathering pump
activation
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UVOP-1 code
setting
23+ L.H. engine IELU intervention / In parallel with the light +27V 1129013 BCB
activation signaling cell L.H. ENGINE
IELU
24+ R.H. engine IELU intervention / In parallel with the light +27V 1130013 BCB
activation signaling cell R.H. ENGINE
IELU
25+ L.H. engine beta control signal In parallel with the L.H. +27V 1134013 BCB
engine beta control light
signal
26+ R.H. engine beta control signal In parallel with the R.H. +27V 1135013 BCB
engine beta control light
signal
27+ Water injection action signaling In parallel with the WATER +27V 1140013 BCB
INJECTION light signal
28+ Signal L.H. ENGINE MINIMUM In parallel with the L.H. +27V 1141013 BCB
FUEL engine minimum fuel light
signal cell
29+ Signal R.H. ENGINE MINIMUM In parallel with the R.H. +27V 1142013 BCB
FUEL engine minimum fuel light
signal cell
30+ Signal FLAPS IN 0° POSITION In parallel with the flaps +27V 1143013 BCB
position signaling unit
LUN 2690.05-8
31 L.H. engine AUTOMATIC PROP. In parallel with the M 307 +27V 1144013 BCB
FEATHERING circuit activation relay contacts
32 R.H. engine AUTOMATIC PROP. In parallel with the M 308 +27V 1145013 BCB
FEATHERING circuit activation relay contacts
33+ L.H. engine generator malfunction In parallel with the L.H. +27V 1146013 BCB
engine generator light signal
34+ R.H. engine generator malfunction In parallel with the R.H. +27V 1147013 BCB
engine generator light signal
35+ Ice detector activation In parallel with the ICING light +27V 1149013 BCB
signaling cell
36+ Signal confirming the pneumatic K53 transmitter signal +27V 1150013 BCB
de-icing system operation
37+ Voltage in the 115 V / 400 Hz In parallel with the +27V 1154013 BCB
airborne distribution system INVERTER I 115 V and
NVERTER II 115 V light
signaling cells
38+ Stall speed signaling action In parallel with the stall light +27V 1155013 BCB
signal cell
39+ Signal FLAPS IN THE 18° In parallel with the +27V 1156013 BCB
POSITION LUN 2690.05-8 signaling unit
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UVOP-1 code
setting
40+ Course system SLAVE mode In parallel with the course +27V 1157013 BCB
system control box
41 Voltage at the S2B bus-bar In parallel with the A23 1158013 BCB
contactor terminals
42 Voltage at the S3B bus-bar In parallel with the A50 1159013 BCB
contactor terminals
43+ Automatic bank control, LH side Simultaneously with the +27V 1160013 BCB
E 143 relay action
44+ Automatic bank control, RH side Simultaneously with the +27V 1161013 BCB
E 144 relay action
45+ Signal FLAPS IN 42°POSITION In parallel with the 1163013 BCB
LUN 2690.05-8 indicator
NOTE: Crossed (+) items indicate signal transmission via the isolating box.
7. Check of the operation of the flight data recorder on the aircraft when switching-on by
the terminal switch on the nose landing gear leg with the operative engines

Periodical
E. Procedures:
Refer to the work procedure 031.30.00.B in section 031.30.00
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1. Dismantling and reassembly of the BUR-1-2G airborne recorder units and sensors
E. Procedures
(1) The work procedure for the dismantling and reassembly comprises the following units and
sensors:
(a) flight data collector with 2 encoders BSPI-4-2 – see subsection 031.31.02
(b) recorder with container ZBN-1-1 – see subsection 031.31.02
(c) control and identification panel PU-25 – see subsection 031.31.03
(d) barometric altitude sensor DV 15 MV – see subsection 031.31.05
(e) instrument speed sensor DPSM-1 – see subsection 031.31.06
(f) overload sensor MP-95 – see subsection 031.31.07
(g) angular excursion transmitter MU-615 A – see subsection 031.31.08
(h) angular speed sensor DUSU-1-30 AS – see subsection 031.31.09
(i) pressure sensor DMP-15 A see subsection 031.31.11
(j) pressure switch 0.4 K LUN 1469.11-8 – see subsection 031.31.12
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ADJUSTMENT / TEST
1A. Calibration of analog signal transmitters belonging to the BUR-1-2G system

A. Fixture, Test and Support Equipment Pressure source UKAMP or equivalent portable pitot
static tester
Pressure source with range 0-1.5 MPa
Multi-meter, MIT 290 or equivalent multi-meter with

DC range 0 – 300 V, accuracy ±0.2%
UPG-56 rotary table or other equivalent rotary table

ensuring required function
UPG-48 rotary table or other equivalent tilting table

General-purpose counter, BM 445 E
Power supply, 3x36 V / 400 Hz
UVOP-1 test equipment
Special templates B 598 887 N for setting angles of

controls or equivalent
Checking equipment PS-11-02, for A-037 radio

altimeter check
Connecting cable B596 506 N
Frame, B 596 507 N if UPG-48 is used

Periodical
E. Procedures
(1) The sensors are calibrated in accordance with their functional nature either in the aircraft or in
the test room.
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The following sensors should be calibrated in the bench test room:
- the instrument speed sensor DPSM-1
- the barometric altitude sensors DV-15 MV
- the overload sensors MP-95±1.5
MP-95-2+5
MP-95-3.5+10 if installed
- the angular speed sensors DUSU-1-30 AS
The following sensors should be calibrated in the aircraft:
- the angular excursion transmitters MU-615 A
- the angular excursion sensors DS-11 B
- the radar altimeter ( the geometric altitude sensor KRA 405)
- the combined LUN 1333.12-8 speedometer sensors
- the DMP-15 A pressure sensors
(2) DV-15 MV barometric altitude sensor calibration
(a) Measure the total sensor potentiometer resistance in its still condition and record the
reading in table – see Fig. 502.
(b) Connect the DV-15 MV sensor to the UKAMP pressure generator or equivalent portable
pilot static tester and to the M1T 290 multimeter or equivalent multimeter as prescribed by
Fig. 502.
(c) Build up successively the pressure values specified in table – see Fig. 502 and read the
corresponding resistance values on the M1T 290 multimeter.
With regard to system hysteresis it is necessary to make the measurements in accordance
with para (2) (c) twice, once for pressure change upwards and once for pressure change
downwards.
(d) According to the following formula determine for the corresponding pressure values Rrel
(%) relative resistance values:
Rx
Rrel = x 100 (%, Ω, Ω)
Rtot
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(e) Complete the column of Zx characters displayed on the UVOP-1 decadic indicator.
The character values can be calculated using the formula
Rrel
Zx = 1023 x
100
(f) Plot the chart showing the dependence of resistance and Zx character on Halt barometric
altitude.
Rx…………….resistance value measured
Zx……………..character corresponding to the relative resistance values
Rtot……….total sensor potentiometer resistance
Rrel……….relative sensor resistance
1023……..a constant corresponding to the total sensor resistance
NOTE: Round the calculated Zx character values to integers.
FIG. 501 SCHEMATIC DRAWING OF CHECKOUT EQUIPMENT
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Aircraft No.:
System No.: CALIBRATION CHART OF THE DV-15 MV SENSOR
FIG. 502 CALIBRATION CHART OF THE DV-15 MV SENSOR
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Interrorogation Transmitter No.:

Frequency 1: Sampled channel: 1163015
Code of Monitor Unit Relative resistance (%)

Halt
Motion Motion
mercury column)
Pressure (mm of
(m)
forward back forward back
Measurement Measurement
1 2 1 2 1 2 1 2
50 755.46
1000 674.08
2000 596.15
3000 525.72
4000 462.19
5000 405.03
6000 353.73
FIG. 502 continued
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(3) DPSM-1 Instrument speed sensor calibration
(a) Measure the total resistance of the sensor potentiometer in the still condition and enter the
resistance readings into table – see Fig. 504.
(b) Connect the DPSM-1 sensor to the UKAMP pressure generator or equivalent portable pitot
static tester and to the M1T 290 multi-meter or equivalent multi-meter in accordance with
Fig. 503.
(c) Build up successively the pressure values specified in table – see Fig. 504 and read the
corresponding sensor resistance values using the M1T 290 multi-meter. With respect to
system hysteresis it is necessary to make measurement according to the para (3) (c) twice,
once for pressure change upwards and once for pressure change downwards.
(d) Determine Rrel relative resistance values for corresponding pressure values using the
following formula:
Rx
Rrel = x 100 (%, Ω, Ω)
Rtot
(e) Complete the column of Zx characters displayed on the UVOP-1 decadic indicator.
Calculate the character values using the formula:
Rrel
Zx = 1023 x (-;%)
100
Plot the chart showing the dependence of Rrel relative sensor resistance and Zx character
on Vi airspeed.
Rx…………….resistance reading
Zx……………..character corresponding to the respective relative resistance value
Rtot……….total sensor potentiometer resistance
1023……..a constant corresponding to the total sensor resistance
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Aircraft No.:
System No.: CALIBRATION CHART OF THE DPSM-1 SENSOR
FIG. 504 CALIBRATION CHART OF THE DPSM-1 SENSOR
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Interrorogation Transmitter No.:

Frequency 2: Sampled channel: 1117115

Vi
Motion Motion
mercury column)
Pressure (mm of
(km/h)
1 2 1 2 1 2 1 2
60 1.28
80 2.27
100 3.56
150 8.02
200 14.30
250 22.43
300 28.21
350 44.40
400 58.38
450 74.38
500 92.55
FIG. 504 CONTINUED
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(4) Calibration of MP-95±1.5 (MP-95-2+5 or MP95 -3.5g/+10g) overload sensors
(a) Measure the total resistance of the sensor potentiometer in the still condition (Rtot) and
enter the readings into tables – see Fig. 505, 506, 507.
(b) Enter the relative resistance values (Rrel) of three calibration point (-1.0; 0° and +1.0) into
tables – see Fig. 505; 506; 507.
- Determine the differential value between the relative resistance values established in
accordance with the para (4) (b) and those taken from sensor quality certificate.
- Correct the relative resistance values at each calibration point taken from sensors
quality certificate by differential value determined above and enter corrected values into
tables in Fig. 505; 506; 507.
(c) Determine the Rrel relative resistance values for corresponding resistance values using the
following formula:
Rx
Rrel = x 100 (%, Ω, Ω)
Rtot
Complete the columns of Zx characters displayed on the UVOP-1 decadic indicator.
Calculate the character values using the formula:
Rrel
Zx = 1023 x (-;%)
100
Zx……………..character corresponding to the respective relative resistance value
1023……..a constant corresponding to the total resistance value
(d) Plot the chart showing the dependence of Rrel relative sensor resistance and Zx character
on nx, ny, nz overload.
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Aircraft No.:
System No.: CALIBRATION CHART OF THE MP-95±1.5
FIG. 505 CALIBRATION CHART OF THE MP-95±1.5
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Interrogation Transmitter No.:

frequency 2 Sampled channel: 1123115

nx
Angle
(1)
1 2 1 2
-1.5
-1.0 90°
-0.75 48°35´
-0.5 30°
-0.25 14°28´
0 0°
+0.25 345°31´
+0.5 330°
+0.75 311°24´
+1.0 270°
+1.5
FIG. 505 CONTINUED
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Aircraft No.:
System No.: CALIBRATION CHART OF THE MP-95+5-2 SENSOR
FIG. 506 CALIBRATION CHART OF THE MP-95+5-2 or MP95 -3.5g/+10g SENSOR
EFFECTIVITY
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ny
Angle
(1)
1 2 1 2
-2
-1.0 90°
-0.5 30°
0 0°
+0.5 330°
+1 270°
+2
+3
+4
+5
FIG. 506 CONTINUED
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Aircraft No.:
System No.: CALIBRATION CHART OF THE MP-95+5-2 SENSOR
FIG. 507 CALIBRATION CHART OF THE MP-95 +/- 1.5 SENSOR
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Nz
Angle
(1)
1 2 1 2
-1.5
-1.0 48°35´
-0.5 30°
-0.25 14°28´
0 0
+0.25 345°31´
+0.5 330°
+0.75 311°24´
+1.0 270°
+1.5
FIG. 507 CONTINUED
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(5) Calibration of combined speedometer sensors LUN 1333.12-8
(a) The tables shown in Fig. 508, 509, 510, 511 apply to calibration of LUN 1333.12-8 sensor
and calibration charts.
(b) The tables can be checked in accordance with subsequent paragraphs.
(c) Perform the operations prescribed in paragraphs (9) (a) - (c).
(d) Enter the 1116014 BCB (1132014 BCB, 1148014 BCB, 1164014 BCB) in the UVOP-1
equipment.
(e) Adjust individual r.p.m. values in accordance with tables shown in Fig. 508, 509, 510, 511.
Set the r.p.m. values according to the corresponding indicators.
(f) Read the character corresponding to the r.p.m. seting from the UVOP-1 test equipment.
NOTE: For individual r.p.m. values, the character reading may be approximately
calculated suing the formula
49152
Zx = ( -; Hz, Hz )
fx
nx
fx = ( Hz; min-1 )
60
Zx…………………….character corresponding to the r.p.m. setting
nx……………............sensor r.p.m. setting
fx……………………..sensor output frequency
49152………………..a constant (frequency needed to fill up the measured frequency period).
The sensor output frequency may be measured if needed, using the BM 445 E counter
connected to terminals 1 and 2 of the LUN 1333.12-8 sensor.
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Aircraft No.:
System No.: CALIBRATION CHART OF THE LUN 1333.12-8 SENSOR
FIG. 508 CALIBRATION CHART OF THE LUN 1333.12-8 SENSOR
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Interrogation Transmitter No.

Frequency Sampled channel: 1116014
ng, LH (%) Frequency (Hz) Code of the

Monitor Unit
30 21 2340
40 28 1756
60 42 1171
70 49 1003
80 56 878
90 63 781
100 70 702
105 73.5 669
FIG. 508 CONTINUED
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Aircraft No.:
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frequency 1 Sampled channel:1132014
ng, RH (%) Frequency (Hz) Code of the

Monitor Unit
30 21 2340
40 28 1756
60 42 1171
70 49 1003
80 56 878
90 63 781
100 70 702
105 73.5 669
FIG. 509 CONTINUED
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Aircraft No.:
FIG. 510 CALIBRATION CHART OF THE LUN 1333.12-8
EFFECTIVITY
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np, LH Frequency (Hz) Code of the

Monitor Unit
(RPM)
900 30.4 1617
1000 33.8 1454
1100 37.2 1321
1200 40.6 1211
1300 44.0 1117
1400 47.3 1039
1500 50.7 970
1600 54.1 909
1700 57.5 855
1800 60.8 809
1900 64.2 766
2000 67.6 727
2080 70.3 699
2100 71.0 693
FIG. 510 CONTINUED
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Aircraft No.:
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np, RH Frequency (Hz) Code of the

Monitor Unit
(RPM)
900 30.4 1617
1000 33.8 1454
1100 37.2 1321
1200 40.6 1211
1300 44.0 1117
1400 47.3 1039
1500 50.7 970
1600 54.1 909
1700 57.5 855
1800 60.8 809
1900 64.2 766
2000 67.6 727
2080 70.3 699
2100 71.0 693
FIG. 511 CONTINUED
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(6) Calibration of DMP-15A pressure sensors
(a) Perform the operations prescribed in para (9) (a) – (c).
(b) Set the code 1120115 BCB (1121115 BCB) on the UVOP-1 equipment.
(c) According to the corresponding indicator set up torque values of LH (RH) engine as given
in table in Fig. 513, 514.
(d) Read the characters corresponding to torque value setting on the UVOP-1 equipment and
enter them into the table in Fig. 513, 514.
(e) Fill into the table given in Fig. 513, 514 relative sensor resistance values for individual
torques. The relative resistance can be calculated according to the following formula:
Zx
Rrel = 100 . ( %, - , - )
1023
Zx…………………….relative sensor resistance
Rrel…………………..character corresponding to the relative resistance values
1023…………………character corresponding to the total sensor resistance
(f) Enter the pressure oil value corresponding to 100% torque, which is given in engine
logbook, into the table in Fig. 513, 514.
(g) Plot the chart showing the dependence of Rrel relative sensor resistance and Zx character
on torque values of LH and RH engine.
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Aircraft No.:
System No.: CALIBRATION CHART OF THE DMP-15A SENSOR
FIG. 513 CALIBRATION CHART OF THE DMP-15A SENSOR
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Motion Motion
torque
(%)
1 2 1 2 1 2 1 2
20
30
40
50
60
70
80
90
100
FIG. 513 CONTINUED
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Aircraft No.:
System No.: CALIBRATION CHART OF THE DMP-15A SENSOR
FIG. 514 CALIBRATION CHART OF THE DMP-15A SENSOR
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torque Code of Monitor Unit Relative resistance (%)
Motion Motion
(%)
1 2 1 2 1 2 1 2
20
30
40
50
60
70
80
90
100
FIG. 514 CONTINUED
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(7) Calibration of DUSU-1-30 AS angular speed sensor
(a) Measure the total resistance of the sensor potentiometer in the still condition and enter the
reading into the tables – see Fig. 516, 517, 518.
(b) Install the DUSU-1-30AS angular speed sensor onto the rotary table type UPG-56 and
connect it to the 3x36 V / Hz supply and to the multi-meter type 6000 in accordance with
Fig. 515.
(c) Set successively the angular speed values specified in tables shown in Fig. 516, 517, 518
and read the corresponding sensor resistance values using the 6000 multimeter.
(d) Record the Rrel relative resistance value into calibration table; Rrel value is determined
according to the formula:
Rx
Rrel = 100 . ( %, - , - )
Rtot
(e) Complete the columns of Zx characters displayed on the UVOP-1 decadic indicator. Calculate the
character values using the formula
Rrel
Zx = 1023. (-;%)
100
(f) Plot the chart showing the dependence of Rrel relative sensor resistance and Zx character of
angular speed ωx, ωy, ωz .
Rx……………………resistance reading
Zx…………………….character corresponding to the relative resistance value
Rtot…………………..total resistance of the sensor potentiometer
Rrel………………….. relative sensor resistance
1023…………………character corresponding to the total sensor resistance value
NOTE: Round the calculated Zx character values to integer.
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Aircraft No.:
System No.: CALIBRATION CHART OF THE DUSU-1-30 AS SENSOR
FIG. 516 CALIBRATION CHART OF THE DUSU-1-30 AS SENSOR
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ωx Time
(°/s) (s)
1 2 1 2
30 12
18 20
10 36
-10 36
-18 20
-30 12
FIG. 516 CONTINUED
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Aircraft No.:
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ωy Time
(°/s) (s)
1 2 1 2
30 12
18 20
10 36
-10 36
-18 20
-30 12
FIG. 517 CONTINUED
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Aircraft No.:
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ωz Time
(°/s) (s)
1 2 1 2
30 12
18 20
10 36
-10 36
-18 20
-30 12
FIG. 518 CONTINUED
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(8) Calibration of the 27 V distribution system voltage recording channel.
The conversion table and calibration chart given in Fig. 519 apply to the voltage recording
channel calibration.
The following relation applies to the conversion of voltage to the corresponding character:
Ux
Zx = 1023 . ( - ; V; V )
33
Zx…………………….character corresponding to individual voltage values
Ux……………………. individual voltage values
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Aircraft No.:
System No.: CALIBRATION CHART OF THE NETWORK VOLTAGE 27 V
FIG. 519 CALIBRATION CHART OF THE NETWORK VOLTAGE 27 V
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U27 V (V) Code of Monitor Unit
10 310
20 620
25 775
28 868
33 1023
28.5
FIG. 519 CONTINUED
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(9) Calibration of MU-615 A angular excursion transmitters
(a) The angular excursion transmitters are to be calibrated on such an aircraft in which BUR-1-
2G system is installed. All necessary connector joints must be connected and secure.
(b) Turn on the BUR-1-2G system power supply (circuit breaker K 16 situated between frames
No. 1 and 2 and K 9 switch placed on the overhead panel).
The BUR FAILURE signaling lamps on the PU-25 control panel must illuminate (with ZBN
ON switch on the PU-25 panel switched to its lower position).
(c) Connect the UVOP-1 equipment to the airborne distribution system and to
the BSPI-4-2 unit.
(d) Calibrate the MU-615 A rudder position transmitter as prescribed in the following
paragraphs:
- fasten a protractor (or a special template for angle measurement) to the rudder
- set the code 1111215 BCB on the UVOP-1 equipment and check that the transmitter
brush moves within 5 to 95% (character 51 – 972) of the total path resistance when the
rudder is in its extreme positions.
- in case that the resistance readings in extreme rudder positions do not correspond to
required values, the sensor placement should be corrected
- calibrate the sensor in the full range of the rudder excursion. Set corresponding
excursion using the protractor (or the special template) in accordance with table given in
Fig. 521. Read the corresponding character values immediately on the UVOP-1
equipment decadic indicator entering them into table given in Fig. 521. Start the
calibration from rudder zero position.
- for corresponding rudder excursions, fill in relative transmitter resistance value into the
tables. The relative resistance can be calculated according to the following formula:
Zx
Rrel = 100 . ( % ; -; - )
1023
Zx…………………….character corresponding to the relative resistance value
Rrel…………………..relative transmitter resistance

1023………………..character corresponding to the total transmitter resistance
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(e) Calibrate the MU-615 A position transmitters of the elevator, the ailerons and the rudder
trim tab. Perform the calibration works as prescribed by para (9) (d) as well as by the
following instructions:
- set the corresponding parameter code for each of the transmitters on the UVOP-1
equipment setting the corresponding angles of the controls in accordance with the
following tables:
Elevator position - Fig. 520 – code 1112215 BCB
Position of ailerons - Fig. 523 – code 1113215 BCB
Position of the rudder trim tabs - Fig. 522 – code 1122115 BCB
- the calibration works should be started every time from controls zero position
- adjust the individual excursion angles of the corresponding controls by means of special
template
- Plot of the chart showing the dependence of Rrel relative transmitter resistance and Zx
character on the individual excursions of the controls.
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Aircraft No.:
System No.: CALIBRATION CHART OF THE MU-615 A SENSOR
FIG. 520 CALIBRATION CHART OF THE MU-615 A SENSOR
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σed
Motion Motion
(°) forward back forward back
1 2 1 2 1 2 1 2
STOP
+12
+8
+4
-5
-10
-15
-20
-25
STOP
FIG. 520 CONTINUED
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Aircraft No.:
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σrd
Motion Motion
1 2 1 2 1 2 1 2
STOP
+16
+12
+8
+4
-4
-8
-12
-18
STOP
FIG. 521 CONTINUED
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Aircraft No.:
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σrtd
Motion Motion
1 2 1 2 1 2 1 2
STOP
+8
+6
+4
+2
-2
-4
-6
-8
STOP
FIG. 522 CONTINUED
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Aircraft No.:
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σad
Motion Motion
1 2 1 2 1 2 1 2
STOP
+12
+8
+4
+2
-5
-10
-15
-20
-25
STOP
FIG. 523 CONTINUED
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(10) KRA 405 radar altimeter calibration
(a) Perform the operation prescribed in para (9) (b) – (c).
(b) Set the code 1115115 BCB on the UVOP-1 test equipment.
(c) Turn on the KRA 405 radar altimeter power supply.
(d) In accordance with KRA 405 Installation Manual No. 006-0104-03 set true altitude from 0
to 2000 feet as given in the table in Fig. 524, read the corresponding character values on
the UVOP-1 equipment decadic indicator entering them into the table in Fig. 524.
(e) Plot the chart showing the dependence of Zx character on geometric height HAGL.
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Aircraft No.:
System No.: CALIBRATION CHART OF THE KRA 405 SENSOR
FIG. 524 CALIBRATION CHART OF THE KRA 405 SENSOR
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Code of Monitor Unit

HAGL Measurement
1 2
0
100
200
300
400
500
1000
1500
2000
FIG. 524 CONTINUED
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(11) Calibration of the DS-11B angular excursion sensors
(a) Perform the operations prescribed in para (9) (a) – (d)
(b) Turn on the 3x36 V / 400 Hz supply voltage – inverter I.
(c) Set the code 1131016 BCB for the LH engine (1162016 BCB for the RH one) on the
UVOP-1 test equipment.
(d) Set the power control lever of the LH engine (of the RH one) by means of scale to
individual positions as prescribed in table given in Fig. 525 (526).
(e) Read the characters corresponding to the respective positions of the power control levers
directly from the UVOP-1 decadic display and enter the readings into table given in Fig.
525 (526).
(f) Turn off the inverter I.
(g) Plot the chart showing the dependence of Zx character on power control lever position of
the LH and RH engine.
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Aircraft No.:
System No.: CALIBRATION CHART OF THE DC-11B SENSOR
FIG. 525 CALIBRATION CHART OF THE DC-11B SENSOR
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Code of Monitor Unit Code of Monitor Unit

αelpLH Reverse
Motion Motion
(°)
1 2 1 2 1 2 1 2
10
15
20
25
30
35
40
45
50
55
FIG. 525 CONTINUED
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Aircraft No.:
System No.: CALIBRATION CHART OF THE DC-11B SENSOR
FIG. 526 CALIBRATION CHART OF THE DC-11B SENSOR
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Code of Monitor Unit Code of Monitor Unit

αelpRH Reverse
Motion Motion
(°)
1 2 1 2 1 2 1 2
10
15
20
25
30
35
40
45
50
55
FIG. 526 CONTINUED
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(12) Calibration of the GA-6 gyroscopic units
(a) Perform the operations described in paras (9) (a) – (c) (calibration of MU-615 A
transmitters).
(b) Turn on the GMK-1GE gyromagnetic compass system power supply.
(c) Set the code 1106116 BCB on the UVOP-1 test equipment.
(d) Set the change-over switches on the PU-27E control panel to OCH position and MK
position.
(e) Set a required course as given in the Table in Fig. 527 by means of the course
selector. Check the selected course on the co-pilot’s UGR-4UK indicator.
(f) Read the corresponding characters on the UVOP-1 equipment decadic indicator and
enter them into the Table in Fig. 527.
(g) Turn off the GMK-1GE gyro-magnetic compass system power supply.
NOTE: Start the calibration at zero position of the indicator. If the indicator does
not read zero, set zero course by means of a connecting mechanism.
(h) Plot a chart showing the Zx character versus magnetic course.
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Aircraft No.: CALIBRATION CHART OF THE GA-6

System No.: GYROSCOPIC UNITS
FIG. 527 CALIBRATION CHART OF THE GA-6 GYROSCOPIC UNITS
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Interrogation Sensor No.:

frequency 2 Code: 1106116
FIG. 527 continued
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(13) Calibration of pitch and roll sensors of the LUN 1205 gyro horizont
(a) Remove the LH gyro horizont from the instrument panel, fix it on a UPG-48 rotary table
and connect it to the aircraft electrical system.
(b) Perform the operations described in paras (9) (a) – (c) (calibration of MU-615A
transmitters).
(c) Turn on the gyro horizont power supply.
(d) Set the code 1107116 BCB on the UVOP-1 test equipment.
(e) Start the calibration at zero position and set bank angles as given in the Table
in Fig. 528. Read the corresponding character values on the UVOP-1 equipment decadic
indicator and enter them into the Table in Fig. 528.
(f) Set the code 1104116 on the UVOP-1 test equipment.
(g) Start the calibration at zero position and set pitch angles as given in Table in Fig. 528.
Read the corresponding character values on the UVOP-1 equipment decadic indicator and
enter them into the Table in Fig. 528.
(h) Reinstall the gyro horizont on the instrument panel.
NOTE: The L 410 UVP-E aircraft instrument panel is inclined 3° forwards during
horizontal flight. Zero position during calibration of the LUN 1205 gyro horizont
corresponds to
-3° pitch
0° roll
(i) Plot a chart showing the Zx character versus roll and pitch angles.
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Aircraft No.: CALIBRATION CHART OF THE LUN 1205 GYRO

System No.: HORIZONT SENSOR
FIG. 528 CALIBRATION CHART OF THE LUN 1205 GYRO HORIZONT SENSOR
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γ
Motion
(°) forward back
Measurement
1 2 1 2
+60
+50
+40
+30
+20
+10
-10
-20
-30
-40
-50
-60
FIG. 528 CONTINUED
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Aircraft No.: CALIBRATION CHART OF THE LUN 1205

System No.: GYRO HORIZONT SENSOR
FIG. 529 CALIBRATION CHART OF THE LUN 1205 GYRO HORIZONT SENSOR
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ϑ
Motion
(°) forward back
Measurement
1 2 1 2
+60
+50
+40
+30
+20
+10
-10
-20
-30
-40
-50
-60
FIG. 529 CONTINUED
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(14) Calibration of A-037 radio altimeter
(a) Connect a PS 11-02 checking equipment to the Fc6 connector of the A-037 radio altimeter.
(b) Perform the operations described in paras (9) (a) – (c) (calibration of MU-615A
transmitters).
(c) Set the code 1115115 BCB on the UVOP-1 test equipment.
(d) Turn on the radio altimeter and the PS 11-02 equipment power supply.
(e) Using the PS 11-02 equipment apply voltage corresponding to geometric heights ranging
from 0 to 750 m as given in Fig. 530. Read the corresponding characters on the UVOP-1
indicator and enter them into the Table in Fig. 530.
(f) Plot a chart showing the Zx character versus geometric height HAGL.
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Aircraft No.: CALIBRATION CHART OF THE A-037 RADIO ALTIMETER

System No.:
FIG. 530 CALIBRATION CHART OF THE A-037 RADIO ALTIMETER
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Code of UVOP;
HAGL U
Zx
(m) (V) Measurement
1 2
0 0
100 2
200 4
300 6
400 8
500 10
600 12
700 14
750 15
FIG. 530 CONTINUED
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2. Aircraft number encoding

E. Procedures
CAUTION: THE ENCODING EQUIPMENT MAY BE UTILIZED ONLY IN THE AIRCRAFT THE
NUMBER OF WHICH HAS BEEN ENCODED IN IT.
(1) Write the aircraft number in binary code using the following table:
Decadic digit Binary system wrights:
8 4 2 1
0 0 0 0 0
1 0 0 0 1
2 0 0 1 1
3 0 0 1 1
4 0 1 0 0
5 0 1 0 1
6 0 1 1 0
7 0 1 1 1
8 1 0 0 0
9 1 0 0 1
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(2) Complete the table with aircraft number in binary code (see the following example representing
the binary conversion of aircraft number 67582):
Decadic Aircraft Binary system weights

system number
orders digits 8 4 2 1
Units 2 0 0 1 0
Tens 8 1 0 0 0
Hundreds 5 0 1 0 1
Thousands 7 0 1 1 1
Tens of 6 0 1 1 0
thousands
(3) Write the binary-coded aircraft number into the following table and record the numbers of
terminals assigned to units and those assigned to zeros of the binary-coded aircraft number.
Use the data contained in the foregoing table for this purpose.
Decadic Units Tens Hundreds Thousands Tens of

system thousands
weights
Binary 8421 8421 8421 8421 8421

system
128 interrogations
64 interrogations
weights
9 V, 10 kOhms
Binary 0010 1000 0101 0111 0110 general
coded
aircraft
number
Code switch 4321 8765 12 11 10 9 16 15 14 13 20 19 18 17 21 22 23 24

terminal
numbers
Terminal numbers assigned to "ones" : 2, 8, 9, 11, 13, 14, 15, 18, 19,
Terminal numbers assigned to zeros: 1, 3, 4, 5, 6, 7, 10, 12, 16, 17, 20
(4) Remove the securing wire and unscrew the encoding equipment (counter-piece of the X2
connector joint).
(5) Unscrew the cap nut, the blind nut and the cover of the X2 encoding equipment.
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(6) Use a wire with a cross-sectional area of 0.12-0.2 mm2 to interconnect the terminal
No. 21 with the encoding equipment ones assigned to binary ones in the aircraft code (see the
table), and the terminal No. 22 with those assigned to zeros in the binary aircraft code. In
addition, interconnect terminals No. 22 and No. 24.
(7) Write the aircraft number of the aircraft specified for installation of the corresponding
PU-25 control panel, onto the X2 encoding equipment panel.
(8) Screw the cover, the blind nut and the cap nut onto the encoding equipment X2.
(9) Install the encoding equipment in the box.
(10) Secure the cap nut of the encoding equipment X2.
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1B. Data calibration and maintenance of FDR 59BL Solid-state Flight Data Recorder
A. Fixture, Test and Support Equipment PC (Notebook) with the CD/DVD mechanic, COM
port, HDD, OS Windows 98/XP, USB port,
RS232 port (if your PC has´nt a RS232 port, then
you need the two USB ports and one USB-RS232
converter)
USB-RS232 converter (required for PC without

RS 232 port)
HW key (part of the PANDA software delivery)
PANDA Software
LOAD-V Cabel
Printer (optional)
Air data tester (e.g. Barfield 1811DA0A)

ensuring required function (for DUSU transmitters)
Rotary table or other equivalent tilting table ensuring

required function (e.g. Ideal-aerosmith model
No. 1310-1L-90 (P/N 227545-8)
Power supply 28V (e.g. EXTECH 382280)
Extension connecting cable B596 506 N

(when the PITCH/ROLL signal source is LUN 1205)
Extension connecting cable 112-620-37436

(when the PITCH/ROLL signal source is KVG 350)
B596 301N Angle gauge (Deflection of the ailerons,

aileron trim tab, elevator, elevator trim tab)
B598 887N Angle gauge (Deflection of the rudder,

rudder trim tab)
Decade of the resistors (e.g. PE-11M

or Cosinus GmbH Decade R1-1000
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Periodical
E. Procedures
(I) Description and operation of the Module CALB_FDR

General
Program module CALB_FDR is intended for checking and maintaining of BUR-1-2G recorder
with memory unit SPEEL FDR-59BL and makes it possible those basic functions: making and
maintaining calibration of aircraft, writing and display of calibration stored in FDR, saving of
information about aircraft, information about FDR memory, erasing of FDR data memory,
initialization of FDR program memory.
List of used abbreviations

CALB_FDR Program module designed for a check and maintenance of the records of
FDR (flight data recorder) series
CCW Counter-clockwise rotation
CD, DVD Compact disc (Data carrier)
COM Serial communication port
CW Clockwise rotation
FDR Flight data recorder (SPEEL Praha)
HDD PC Hard Disc
HW PC Hardware
HW-KEY Hardware key necessary for PANDA program modules setup
MM Maintenance Manual
OS Operational system
PANDA Software package for downloading, processing, evaluation, and analyzing
of flight data from on-board recorders and monitoring systems
PC PC, notebook, netbook
S/N Serial number
SW Software - program equipment
USB Univerzal Serial Bus Bar
USB-COM USB to serial COM converter (necessary at newer notebooks not provided
with RS 232 communication port).
WM Wiring Manual
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Requests
(a) For inspection and maintenance of FDR recorders, the PANDA software package with
CALB_FDR module must be installed (installation CD) on the PC HDD.
(b) The PANDA software package has minimum PC hardware and software requirements –
make sure your PC meets these requirements.
(c) The PANDA software package and its individual modules (including CALB_FDR) are
activated by the so-called hardware key (HW-KEY). For proper functioning, the HW-KEY
requires installation of HASP drivers to Windows OS, supplied on the same CD as the
PANDA software. During installation, follow the procedure in the PANDA manual
– section 5. Installation. The HASP driver is installed simultaneously with the Panda SW.
(c) If the PC is not equipped with COM RS 232 hardware serial port, connect the SPEEL USB-
COM converter and install the required drivers from the supplied CD.
(e) The calibration procedure of analog parameters may be performed only by persons trained
in “Level I“ by VZLÚ-SPEEL or by an authorized person with “Level II“ authorization.
NOTE: This Work procedure is made to save labour for person that has been trained by
VZLU-SPEEL company. The worker responsible for analogue parameters calibration
is obliged to check in advance the accuracy of HW requests, PANDA software
installation correctness, using of correct calibration files and other requests.
CALB_FDR module description

The main menu is displayed in the upper part of the window, while a panel of speed buttons is
situated below it - in sake of higher work efficiency. Next to the buttons a LED is placed that
indicates a program communication with FDR. A result of this communication is displayed in
the information line at the bottom parts of the main window (field “FDR”). In the central part of
the window the basic information on the files needed for this program run are presented. Left to
the files the symbols can be found informing about conditions of the single files:
- the file was not saved to PC HDD
- the file contains all information required, or result of calibration is satisfactory
- the file does not contain all information required, or result of calibration is unsatisfactory
The lower part includes the above-mentioned information bar displaying the basic service
information (aircraft type, set aircraft No., operators name and status of communication with
FDR).
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FIG. 531 MAIN WINDOW OF CALB_FDR MODULE
Main menu contains the following items:
File
• enable generation of calibration files, load of the definition, calibration and information files,
insert of calibrated parameters, save of calibration files, printer setup and program
completing.
Calibration
• the proper calibration of analog parameters
FDR
• communication functions, which enable initialization and setup of FDR recorder. Fold is
active in case of communication establishing between FDR and PC.
Setup
• enable setting of programme (type and aircraft S/N setup, communication channel setup,
automatic testing,….)
Help
• displays helps
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Speed Button functions:
- Calibration file opening
- Definition file opening
- Type file opening
- Saving of calibrated parameters setup into the calibration file
- Aircraft S/N setup
- FDR connection status testing
- LED diode
- CALB_FDR module termination
- Information of company and the application
Types of files supported by CALB:
• Type dependent calibration file (“E” file) – the file containing a procedure and types of
calibration for analog parameters, or some parameters of the fix calibration are included in
it (calibrations, which are common for all aircraft and a setting them is not assumed).
Following indication of type file “XXXXTBCL.E08” applies to aircraft L410.
• The definition file (“T” file) – the file which contains the single parameters and all
information needed for further application of them. Following indication of definition file
“XXXXDFPR.T08” applies to aircraft L410.
• Calibration file (“C” file) – the file, which is generated from the corresponding definition file.
It includes the calibrations and calibration table for the individual parameters. These files
together with CALB_FDR program are generated, modified and later also written into FDR.
Following indication of calibration file “XXXX_AAA.C08” applies to aircraft L410.
NOTE:
XXXX – aircraft S/N
AAA - calibration serial number
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Instructions for CALB_FDR module servicing

(A) Communication link setting between FDR and PC
NOTE: Setting of communication link between FDR and PC must be done after installation of
PANDA software product only once. Recovery of setting of communication link must
be done if the problems appear or after reinstall PANDA software product only.
(a) Assure the FDR on the aircraft is turned off.
(b) Connect the LOAD-V cable to the FDR-59BL socket.
(c) Connect other side of the LOAD-V cable to the PC COM port (or with help of COM-USB
converter).
(d) Switch over the changeover switch on the LOAD-V cable to “R“ position.
(e) Turn on the PC and the FDR on the aircraft.
(f) Assure the HW key has been pushed into the PC USB port.
(g) Run the CALB_FDR.exe module of the PANDA program complex from the root directory.
(h) After the initial splash screen (Fig. 531) has appeared, setup communication between FDR
and the CALB_FDR module as follows:
• Click on the “Setup“ bookmark, then choose the menu item “Communication link“ to
setup the item properly (Fig. 532)
Fig. 532 - Rolled-down menu “Setup“
• After the dialog box (Fig. 533) has displayed, click on the button “Find“ to autodetect
the PC COM port, on which is FDR being connected.
• To check the communication between FDR and CALB_FDR module click on the “Test“
button and then follow status bar with system messages if the module communicates
properly with the FDR equipment (Test OK - FDR-BUR) or not (Test Error - the
equipment does not communicate!)
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NOTE 1: For calibration or analog parameters record, the FDR have to communicate with the
CALB_FDR module properly.
NOTE 2: If there between FDR and PC will not be established communication line, after the
“Calibration“ bookmark has been pushed on (Fig. 531) the warning informing about the
state will be displayed on (Fig. 534).
Fig. 533 - Communication link setting (No. of COM ports being installed depends upon PC HW equipment)
Fig. 534 – Message “Warning”
(i) Click on the “OK“ button to save the communication line setup data.
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(B) Analog parameters calibration
(a) After the CALB_FDR module running click on the displayed main window (Fig. 531) on
menu item ”Setup“ and choose menu item “Aircraft Type“ (Fig. 532) to display screen
“Aircraft type setup“ (Fig. 535).
Fig. 535 - Aircraft type setup
(b) Select the L410 directory in the displayed window. Click “OK“ to confirm the selection.
(c) Afterwards there will appear dialog box to setup the aircraft S/N (Fig. 536).
Fig. 536 - Dialog box for aircraft S/N setup
(d) After the dialog box has appeared (Fig. 536), input the aircraft S/N on which should be the
calibration performed. Click on “OK“ to confirm the selection.
(e) Load the required files for the given aircraft from the L410 subdirectory of the Panda
software package using “C“, “T“, “E“ buttons (Fig. 537) in the following order:
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- Exx Type file
- Txx Definition file
- Cxx Calibration file
NOTE: Exx, Txx and Cxx files are distributed on electronic media (CD, DVD) with the aircraft
and must be copied to the L410 subdirectory in the PANDA software package before
the calibration procedure has been initiated (by default: C:/Panda/L410).
Fig. 537 - Dialog screen of CALB_FDR module with Exx, Txx and Cxx files loaded
NOTE: If you want to perform second (or n-one) calibration compared to the original one-
(previous one on the same aircraft, then have to be rewrited the original (previous) file
according to the following template:
• Providing that calibration on the aircraft has been performed in AI, a.s. and the
origin calibration file is named XXXX_005.C08, where XXXX is aircraft S/N and
005 is the calibration ordinal number (in the case fifth calibration).
• Load necessary files for the corresponding aircraft from the L410 subdirectory of
the PANDA program package (including XXXX_005.C08) with help of button “E“,
“T“,“C“.
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• In the initial screen (Fig. 537) click on the “File“ bookmark and then select item
“Save as“ (Fig. 538).
Fig. 538 - Rolled down menu of item “File”
• After the screen “Writing to calibration file” has appeared (Fig. 539), change the
filename from the original XXXX_005.C08 to XXXX_006.C08, whereas should
remain the original type of calibration file (.Cxx).
Fig. 539 - Screen “Writing to calibration file“
• Click on the “Save” button to save the calibration file named XXXX_006.C08 into
the L410 subdirectory of the PANDA program package.
• In the field “Calibration file“, line “File name“ (Fig. 540) the file will change
automatically where the name of the file will change from the original file
XXXX_005.C08 (Fig. 537) to XXXX_006.C08
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Fig. 540 - Calibration file name modification on the splash screen
(f) Click on the “Computer“ button in the tool panel (Fig. 537) for activation of
communication between FDR and PC. The activation will express as a status change,
there in the “FDR“ field situated in the right lower corner of the main window (Fig. 537) will
occur FDR-BUR (Fig. 541) instead of the empty field.
Fig. 541 - Field “FDR“
(g) Switch over the change-over switch on the LOAD-V cable to shift into the “W“ position (on
the FDR block the green signalization diode will light on).
(h) Click on the bookmark “Calibration“ (Fig. 537) to display the list of analog parameters of
the specific aircraft (Fig. 542).
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Fig. 542 - List of analog parameters

Buttons:
- displays information on the selected parameter
- prints out a graph and the protocol on the selected parameter
- makes an export of selected parameter into Enhanced Metafile (.emf) file type
- deletes the actual selected parameter
NOTE: In the list of analog parameters there are displayed graphic symbols which indicate a
parameter status:
- this symbol indicates that the parameter is calibrated and the calibration deviations are
below the set limit.
- the parameter has not a defined type of calibration given in the “Exx“ file and so calibration
o fit is not possible. It is necessary to supply the calibration information into the “Exx“ file.
- the parameter is calibrated, but the calibration deviations have exceeded the set limit. This
symbol alerts us visually to the fact that the calibration of these parameters is not OK and i
tis necessary to check it.
If no symbol appears at the parameter, the parameter has not been calibrated so far.
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(i) From the analog parameters list select parameter (Fig. 542) which must be calibrated or its
recalibration must be performed for displaying of the table (Fig. 543) and perform its
recalibration according to the procedure listed in the point (C) for the specific parameter.
FIG. 543 TABLE OF SELECTED PARAMETER

1 - PHYSICAL VALUE column, 2 - ENTERED VALUE column, 3 – “MEASURE“ button,
4 – “CURRENT VALUE“ field, 5 - Recorded value from CURRENT VALUE field into the column
ENTERED VALUE column, 6 -“Information“ field, 7 - “COMPUTE“ button, 8 - “CANCEL“ button
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Buttons:
- switching between primary and secundary physical unit (for example: between [m]
and [ft] eventually between [km/h] and [kt] and to the contrary)
- used for measurement of parameter CURRENT VALUE, measured by FDR
- will renew a data status in the calibration table to turn into the previous calibration
status
- button is accessible after all the necessary data have been input, then the
calibration may be performed. Finally the calibration result will be displayed
including calculated deviations.
- window “Calibration“ will be shut down
NOTE 1: Pay attention to changing values in the “Buffer” field and “diode“ blinking (Fig. 544)
informing about communication running between FDR and PC. If the values in “Buffer“
field are not changing and “diode“ is not blinking it may be taken as communication
problems indication. Restore the communication between PC and FDR according to the
procedure listed in the point (A) (h).
Fig. 544 - Field “Buffer“ with “diode“
NOTE 2: In the item “Graph” is possible to display calibrated parameter procedure (Fig. 545),
whereas the item “Protocol” includes except PHYSICAL and ENTERED values also
calculated values and their deviation from the CALCULATED VALUE (Fig. 546). In the
item “Constants” there are values of preset constants for calculation of the polynomial
curve (polynomial, line, parabola,….) (Fig. 547).
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Fig. 545 - Item “Graph“ of the selected parameter
Fig. 546 - Item “Protocol“ of the selected parameter
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Fig. 547 - Item “Constants“ of the selected parameter
NOTE 3: It should be mentioned there at HED, OPML, OPMP, PIT, ROLL parameters occurrs so
called breaking of octants phenomenon.
For succesful calibration completing there must be completed lines for proper parameter
in the octant breaking area into the table. The line completion into the table of proper
parameter is to be performed by clicking on the right mouse button (touchpad) in the
item “ITEM” and selecting the item “Insert line” in the displayed menu (Fig. 548). There
is similar procedure for deleting the line (“Delete line”).
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Fig. 548 - Octant turning point and the line completion at ROLL parameter (Items 2 and 3)
Physical values included in the table 1a are typical example of values where octants turning
points should occur.
Parameter Physical value [°]

HED 15, 60, 105, 150, 195, 240, 285, 330
OPML 0
OPMP 0
PIT -45, 0, 45
ROLL -45, 0, 45
Tab. 1a - Breaking of octants at individual parameters
Octant Range [bit]

1 0 ÷ 511
2 512 ÷ 1023
3 1024 ÷ 1535
4 1536 ÷ 2047
5 2048 ÷ 2559
6 2560 ÷ 3071
7 3072 ÷ 3583
8 3584 ÷ 4095
Tab. 1b - Breaking and range of octants (expressed in bit value)
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CAUTION: RANGES FOR INDIVIDUAL OCTANTS HAVE TO BE SPECIFIED AT

CALIBRATION ALWAYS WITHIN FULL RANGE OR TO LAST TURNING POINT
(SEE TAB. 1B). IN THIS WAY THERE IS ASSURED LATER CORRECTNESS
OF RECORDED DATA AND THEIR EVALUATION (FIG. 549a, FIG. 549b).
Fig. 549a - Typical example of octants “breaking“ at HED parameter - proper calibration
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Calibration error!
Full range for one of the octants
(bit value) was not set - input
properly.
Fig. 549b Typical example of incorrectly performed calibration of HED parameter (evaluation by means of
View program module – graph course cycling is not fluent i.e. there was not exactly specified
one of octant ranges)
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(C) Procedures for calibration of analog parameters
This chapter describes procedures for calibration of each analog parameter separately. If you
decide to calibrate several or all parameters in a single working block, activate the FDR/PC link
just once (point (A)) and then select the analog parameters (Fig. 542 – point (B)) that must be
calibrated or that require repeated calibration from the list.
Calibration values mention in individual tables (see tab.2, 3, etc.) are STANDARD and BRAZIL.
• STANDARD (EASA OPS)– apply to all aircraft besides aircraft operate in Brazil
• BRAZIL (RBHA 135) – apply to aircraft operate in Brazil only
Basic set of calibrated parameters (effective for all aircraft equipped with FDR-59BL unit)
Parameter
No. Mark Description Signal source
1. HRA Radar Altitude KRA 405B
2. N2L LH engine generator speed LUN 1333.12B-8
3. N2R RH engine generator speed LUN 1333.12B-8
4. NVL LH engine propeller RPM LUN 1333.12B-8
5. NVR RH engine propeller RPM LUN 1333.12B-8
6. AK Aileron displacement MU-615A
7. ASF Rudder trim tab displacement MU-615A or LUN 3956-8
8. HED Heading KNI 582
9. HP Barometric Altitude DV-15MV
10. MKL LH engine torque DMP-15A
11. MKP RH engine torque DMP-15A
12. NX Overload sensor X-axis MP-95±1.5
13. NY Overload sensor Y-axis MP-95 -3 - +10
14. NZ Overload sensor Z-axis MP-95±1.5
15. OMX Angular speed Z-axis DUSU-1-30AS
16. OMY Angular speed X-axis DUSU-1-30AS
17. OMZ Angular speed Y-axis DUSU-1-30AS
18. OPML LH engine control lever position DS-11B or DS-11G
19. OPMP RH engine control lever position DS-11B or DS-11G
20. PIT Longitudinal deflection LUN 1205.32-8
21. ROLL Lateral deflection LUN 1205.32-8
22. V28 Voltage in the 28 V distribution system 28VDC Busbar
23. VI Instrument speed DPSM-1
24. XL Elevator displacement MU-615A
25. XLAT Rudder displacement MU-615A
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Parameters required by aviation authorities in some countries

Parameter
No. Mark Description Signal source
26. AKF1 Aileron trim tab displacement1 – positive value LUN 1687-8
27. AKF2 Aileron trim tab displacement2 – negative value LUN 1687-8
28. AVF, TED Elevator trim tab displacement MU-615
29. OAT1, OAT2 Outside temperature OAT.1 or OAT.2
30. TBL LH brake pressure LUN 1540.04-8
31. TBR RH brake pressure LUN 1540.04-8
32. VBN Barometric selection KEA 130A
Parameters
(numbering of the parameters correspond with the Table " Basic set of calibrated parameters (effective for all
aircraft equipped with FDR-59BL unit)":
(1) HRA - Geometric height,
(2) N2L - LH Engine generator speed,
(3) N2R - RH Engine generator speed,
(4) NVL - LH Engine propeller speed,
(5) NVR - RH Engine propeller speed,
use a pre-calibrated source of information (fixed calibration), meaning that with these parameters
you cannot perform calibration as in the following cases.
Should you wish to verify these values, use the REAL_FDR module.
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(6) Parameter AK – Aileron displacement
A. Fixture, Test and Support Equipment PC with Panda SW, USB-COM inverter
(if necessary), HW-KEY and LOAD-V cable
C. Tools Protractor B596 301N
D. Referenced information Not applicable
E. Procedures
(a) Install B596 301N protractor on the left aileron. For the aileron in the neutral position, set
the protractor to 0 degrees.
(b) Launch the CALB_FDR module to calibrate the FDR-59BL system.

Perform the procedures set out in points (A) and (B).
(c) In the list of analog parameters (Fig. 542) select item AK – Aileron displacement.
Double-click to display the table for this parameter (Fig. 543).
(d) Turn the steering wheel to the right to achieve the maximum down displacement of the left
aileron (maximum positive displacement of the aileron, PHYSICAL VALUE column).
(e) In the displayed table, highlight the cell for this maximum value in the ENTERED VALUE
column.
NOTE: Maximum positive or negative values of the displacements must correspond with
the last valid data in the aircraft leveling protocol and these values must be
entered in the PHYSICAL VALUE column.
(f) If the maximum displacement value is identical with the entry in the table (PHYSICAL
VALUE), click on “Measure" to record the values corresponding to the maximum aileron
deviation displayed in the CURRENT VALUE cell to the highlighted cell in the ENTERED
VALUE column.
If it is not the case, click and rewrite the value in the PHYSICAL VALUE column to the real
(deflected) aileron position (see note in point (e)). Click on “Measure" to record the values
corresponding to the maximum aileron deviation displayed in the CURRENT VALUE cell to
the highlighted cell in the ENTERED VALUE column.
(g) Gradually turn the steering wheel to the left and stop the left aileron in positions quoted in
the table (PHYSICAL VALUE). Highlight the cell for the given displacement value in the
ENTERED VALUE column. Click on “Measure" to record the values corresponding to the
given aileron deviation displayed in the CURRENT VALUE cell to the highlighted cell in the
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ENTERED VALUE column. Repeat the procedure for each position in the PHYSICAL
VALUE column.
(h) After reaching the maximum upward displacement of the left aileron (maximum negative
displacement of the aileron) proceed according to point (f).
(i) Now start to deflect the aileron in the opposite direction (from maximum negative
displacement of the aileron to the positive) and record the values for positions quoted in
the PHYSICAL VALUE column. After reaching the maximum downward displacement of
the left aileron (maximum positive displacement of the aileron) proceed according to point
(f).
(j) Enter the required values in the “Information“ cell, such as the sensor type, S/N and note
the date and place (reason for the calibration).
(k) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click
“OK“.
(l) Click “Cancel” to close the table for the given parameter.
(m) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration.
(n) Remove the protractor from the left wing aileron.
AK – aileron displacement
[°]
STANDARD BRAZIL
(EASA OPS) (RBHA 135)
STOP (maximum positive displacement - downwards) STOP (maximum positive displacement - downwards)
12 12
8 8
4 4
0 0
-5 -5
-10 -10
-15 -15
-20 -20
-25 -25
STOP (maximum negative displacement - upwards) STOP (maximum negative displacement - upwards)
-25 -25
-20 -20
-15 -15
-10 -10
-5 -5
0 0
4 4
8 8
12 12
STOP (maximum positive displacement - downwards) STOP (maximum positive displacement - downwards)
Tab. 2 Required physical values of AK parameter
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(7) Parameter ASF – Rudder trim tab displacement
C. Tools Protactor B598 887N
E. Procedures
(a) Install the B598 887N protractor on the rear end section of the fuselage and the auxiliary
scale indicator on the rudder trim tab. For the trim tab in the neutral position, set the
protractor to 0 degrees.

(c) In the list of analog parameters (Fig. 542) select item ASF – Rudder trim tab displacement.
(d) Deflect the trim tab to the extreme left (maximum positive trim tab displacement,
PHYSICAL VALUE column).
column.
VALUE), click on “Measure" to record the values corresponding to the maximum trim tab
displacement displayed in the CURRENT VALUE cell to the highlighted cell in the
ENTERED VALUE column.
If it is not the case (see the note in point e)), click and rewrite the value in the PHYSICAL
VALUE column to the real (deflected) trim tab position. Click on “Measure" to record the
values corresponding to the maximum trim tab displacement displayed in the CURRENT
VALUE cell to the highlighted cell in the ENTERED VALUE column.
(g) Gradually deflect the trim tab to the right and stop it in positions quoted in the table
(PHYSICAL VALUE).
Highlight the cell for the given displacement value in the ENTERED VALUE column. Click
on “Measure" to record the values corresponding to the given trim tab displacement
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displayed in the CURRENT VALUE cell to the highlighted cell in the ENTERED VALUE
column. Repeat the procedure for each position in the PHYSICAL VALUE column.
(h) After reaching the maximum right trim tab displacement (maximum negative trim tab
displacement), proceed according to point (f).
(i) Now start to deflect the trim tab in the opposite direction (from maximum negative trim tab
displacement to positive) and record the values for positions quoted in the PHYSICAL
VALUE column. After reaching the maximum left trim tab displacement (maximum positive
trim tab displacement) proceed according to point (f).
“OK“.
(n) Remove the protractor from the rudder trim tab.
ASF – Rudder trim tab displacement

[°]
STANDARD BRAZIL
STOP (maximum positive displacement - left) STOP (maximum positive displacement - left)
8 20
6 10
4 5
2 0
0 -5
-2 -10
-4 -20
-6 STOP (maximum negative displacement - right)
-8 -20
STOP (maximum negative displacement - right) -10
-8 -5
-6 0
-4 5
-2 10
0 20
2 STOP (maximum positive displacement - left)
4
6
8
STOP (maximum positive displacement - left)
Tab. 3 Required physical values of ASF parameter
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(8) Parameter HED – Flight heading
E. Procedures
(a) Launch the CALB_FDR module to calibrate the FDR-59BL system.

(b) In the list of analog parameters (Fig. 542) select item HED – Flight heading.
(c) On the control box of the flight heading system set 1 toggle the switch from “Slave“ to
“Free“.
(d) Using the control element located under the switch (point (c)), set zero heading.
(e) In the displayed table, highlight the cell for the zero heading in the ENTERED VALUE
column.
(f) Click on “Measure“ to record the values corresponding to the zero heading displayed in the
CURRENT VALUE cell to the highlighted cell in the ENTERED VALUE column.
(g) Using the control element, gradually turn the card (CCW direction), using the values
quoted in PHYSICAL VALUE column. Highlight the cell for the given heading value in the
ENTERED VALUE column. Click on “Measure“ to record the values corresponding to the
given heading displayed in the CURRENT VALUE cell to the highlighted cell in the
ENTERED VALUE column. Repeat the procedure for each heading value, including
maximum values (359.90°).
(h) Enter the required values in the “Information“ cell, such as the sensor type, S/N and note
(i) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click
“OK“.
(j) Click “Cancel” to close the table for the given parameter.
(k) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration.
WARNING: THE SO-CALLED BREAKING OF OCTANTS PHENOMENON OCCURS

WITH THIS PARAMETER (SEE POINT B, SUBPOINT (i), NOTE 3) AND
THE RULES SET OUT IN THIS POINT MUST BE COMPLIED WITH.
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NOTE: For precise determination of octant breaking points use the CW/CCW control
element to gradually deflect the compass card from the moment when the given
octant range values in the field 4 – CURRENT VALUE (Fig. 543) change to
another octant. Read the physical value on the heading indicator and enter its as
the breaking point.
Example (see fig.549a):

Let us assume that the change between the octant 1 and 2 occurred on the
physical value 15.50º (read from the heading indicator, a source for the FDR).
Entered breaking point and values in the table will look as follows:
Phys. value Entered value

[°] [bit]
0 783 - course data from octant 2
15.50 1023 - octant 2 end definition
15.60 511 - octant 1 beginning definition
30 308 - behavior data from octant 1
ip to
359.90 782 - resuming of octant 1 course
Tab. 4 An example of “breaking” of octants with the HED parameter
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HED – Flight heading

[°]
STANDARD BRAZIL
0 0
15 15
30 30
45 45
60 60
75 75
90 90
105 105
120 120
135 135
150 150
165 165
180 180
195 195
210 210
225 225
240 240
255 255
270 270
285 285
300 300
315 315
330 330
345 345
359.90 359.90
Tab. 5 Required physical values of HED parameter
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(9) Parameter HP - Barometric Altitude – calibration performed on the aircraft
A. Fixture, Test and Support Equipment PC with Panda SW, USB-COM inverter (if
necessary), HW-KEY and LOAD-V cable
Air Data Tester
E. Procedures
(a) Connect the Air Data Tester to aircraft Pitot-static system.

Perform the procedures in points (A) and (B).
(c) In the list of analog parameters (Fig. 542) select HP item - Barometric Altitude.
(d) Use the Air Data Tester to simulate minimal barometric altitude quoted in the PHYSICAL
VALUE column.
(e) Highlight the cell for minimal barometric altitude in the ENTERED VALUE column. Click on
“Measure“ to record the values corresponding to minimal barometric altitude displayed in
the CURRENT VALUE cell to the highlighted cell in the ENTERED VALUE column.
(f) Keep increasing the barometric altitude using the values quoted in the PHYSICAL VALUE
column. Highlight the cell for the given barometric altitude value in the ENTERED VALUE
column. Click on “Measure“ to record the values corresponding to the given barometric
altitude displayed in the CURRENT VALUE cell to the highlighted cell in the ENTERED
VALUE column. Repeat the procedure for each achieved barometric altitude value in the
PHYSICAL VALUE column, including maximum values.
(g) Now, gradually decrease barometric altitude using the values quoted in the PHYSICAL
VALUE column. Highlight the cell the given value of barometric altitude in the ENTERED
VALUE column. Click on “Measure“ to record the values corresponding to the given
barometric altitude displayed in the CURRENT VALUE cell to the highlighted cell in the
ENTERED VALUE column. Repeat the procedure for each achieved barometric altitude
value, including minimum values.
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“OK“.
NOTE: While calibrating or checking on the aircraft do not forget that if the Air Data Tester is
connected to the aircraft via static and Pitot pressure probes, the Air Data Tester
must be equipped with the so-called. „Cross bleed“ valve to prevent damaging of
barometric aircraft instruments.
HP – Barometric altitude
[m] [ft]
STANDARD BRAZIL
0 -1000
50 0
1000 500
2000 3000
3000 6500
4000 10000
5000 15000
6000 19000
6000 19000
5000 15000
4000 10000
3000 6500
2000 3000
1000 500
50 0
0 -1000
Tab. 6 Required physical values of HP parameter
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(10) Parameter MKL - LH engine torque
E. Procedures

(b) In the list of analog parameters (Fig. 542) select MKL item - LH engine torque.
(c) In the displayed table, highlight the cell for the value of zero torque in the ENTERED
VALUE column.
(d) Click on “Measure“ to record the values corresponding to the zero torque displayed in the
(e) Start the LH engine.
(f) Using the LH engine control lever, gradually increase torque, according to values (skip the
zero torque value) quoted in the PHYSICAL VALUE column. Highlight the cell with the
given torque value in the ENTERED VALUE column. Click on “Measure“ to record the
value corresponding to the given torque displayed in the CURRENT VALUE cell to the
highlighted cell in the ENTERED VALUE column. Repeat the procedure for each achieved
and stabilized torque value, including maximum values.
(g) Now, gradually decrease torque, using the values quoted in the PHYSICAL VALUE
column. Highlight the cell with the given torque value in the ENTERED VALUE column.
Click on “Measure“ to record the value corresponding to the given torque displayed in the
CURRENT VALUE cell to the highlighted cell in the ENTERED VALUE column. Repeat the
procedure for each achieved and stabilized torque value, including minimum values.
(h) For the zero torque value, enter the same value as in the point d) in the ENTERED VALUE
cell. Double click the ENTERED VALUE cell and type the values (in bits).
(i) Enter the required values in the “Information“ cell, such as the sensor type, S/N and note
(j) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click
“OK“.
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(k) Click “Cancel” to close the table for the given parameter.
(l) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration.
(m) Turn off the LH engine.
MKL – LH engine torque

[%]
STANDARD BRAZIL
0 0
20 20
30 30
40 40
50 50
60 60
70 70
80 80
90 90
100 100
100 100
90 90
80 80
70 70
60 60
50 50
40 40
30 30
20 20
0 0
Tab. 7 Required physical values of MKL parameter
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(11) Parameter MKP - RH engine torque
E. Procedures

(b) In the list of analog parameters (Fig. 542) select MKP item - RH engine torque. Double-
click to display the table for this parameter (Fig. 543).
(c) In the displayed table, highlight the cell for the value of zero torque in the ENTERED
VALUE column.
(d) Click on “Measure“ to record the values corresponding to the zero torque displayed in the
(e) Start the RH engine.
(f) Using the RH engine control lever, gradually increase torque, according to values (skip the
zero torque value) quoted in the PHYSICAL VALUE column. Highlight the cell with the
given torque value in the ENTERED VALUE column. Click on “Measure“ to record the
value corresponding to the given torque displayed in the CURRENT VALUE cell to the
highlighted cell in the ENTERED VALUE column. Repeat the procedure for each achieved
and stabilized torque value, including maximum values.
(g) Now, gradually decrease torque, using the values quoted in the PHYSICAL VALUE
column. Highlight the cell with the given torque value in the ENTERED VALUE column.
Click on “Measure“ to record the value corresponding to the given torque displayed in the
procedure for each achieved and stabilized torque value, including minimum values.
(h) For the zero torque value, enter the same value as in the point d) in the ENTERED VALUE
cell. Double click the ENTERED VALUE cell and type the values (in bits).
(j) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“.
Click “OK“.
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(m) Turn off the RH engine.
MKP – RH engine torque

[%]
STANDARD BRAZIL
0 0
20 20
30 30
40 40
50 50
60 60
70 70
80 80
90 90
100 100
100 100
90 90
80 80
70 70
60 60
50 50
40 40
30 30
20 20
0 0
Tab. 8 Required physical values of MKP parameter
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(12) Parameter NX - Overload sensor X-axis – calibration performed in the lab
E. Procedures
(a) After calibration of the overload sensor MP-95±1.5 in the lab (see MM 031.31.00
- page 510) and its installation on the aircraft, proceed with point (b).

(c) In the list of analog parameters (Fig. 542) select NX item - Overload sensor X-axis.
(d) In the displayed table, double-click on the cell in the ENTERED VALUE column. Assign the
overload value (in bits), measured in the lab, corresponding to the overload value quoted in
the PHYSICAL VALUE column.
(e) Gradually, enter all values X-axis overload values in the ENTERED VALUE column,
according to values measured in the lab (in bits).
(f) Enter the required values in the “Information“ cell, such as the sensor type, S/N and note
(g) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click
“OK“.
(h) Click “Cancel” to close the table for the given parameter.
(i) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration.
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NX – Overload sensor X-axis

[g]
STANDARD BRAZIL
-1.5 -1.5
-1.0 -1.0
-0.75 -0.75
-0.5 -0.5
-0.25 -0.25
0 0
0.25 0.25
0.5 0.5
0.75 0.75
1.0 1.0
1.5 1.5
Tab. 9 Required physical values of NX parameter
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(13) Parameter NY - Overload sensor Y-axis – calibration performed in the lab
E. Procedures
−3.5
(a) After the calibration of the overload sensor MP-95 +10 in the lab (see MM 031.31.00

(c) In the list of analog parameters (Fig. 542) select NY item - Overload sensor Y-axis.
overload value from the lab (in bits) corresponding to the overload value quoted in the
PHYSICAL VALUE column.
(e) Gradually, enter all Y-axis overload values in the ENTERED VALUE column according to
values measured in the lab (in bits).
(f) Enter the required values in the “Information“ cell, such as the sensor type, S/N and note the
date and place (reason for the calibration).
(g) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click “OK“.
(i) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration
NY – Overload sensor Y-axis

[g]
STANDARD BRAZIL
-3.5 -3.5
-1.0 -1.0
0 0
1 1
2 2
5 5
7 7
10 10
Tab. 10 Required physical values of NY parameter
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(14) Parameter NZ - Overload sensor Z-axis – calibration performed in the lab
E. Procedures
(a) After calibration of the overload sensor MP-95±1.5 in the lab (see MM 031.31.00

(c) In the list of analog parameters (Fig. 542) select NZ item - Overload sensor Z-axis.
overload value from the lab (in bits) corresponding to the overload value quoted in the
(e) Gradually, enter all Z-axis overload values in the ENTERED VALUE column according to
values measured in the lab (in bits).
“OK“.
(i) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration
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NZ – Overload sensor Z-axis

[g]
STANDARD BRAZIL
-1.5 -1.5
-1.0 -1.0
-0.75 -0.75
-0.5 -0.5
-0.25 -0.25
0 0
0.25 0.25
0.5 0.5
0.75 0.75
1.0 1.0
1.5 1.5
Tab. 11 Required physical values of NZ parameter
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(15) Parameter OMX - Angular speed X-axis – calibration performed in the lab
E. Procedures
(a) After calibration of the angular speed sensor DUSU-1-30-AS in the lab (see MM 031.31.00

(c) In the list of analog parameters (Fig. 542) select OMX item - Angular speed X-axis.
(d) In the displayed table double-click on the cell in the ENTERED VALUE column. Assign the
angular speed value from the lab (in bits) corresponding to the angular speed value quoted
in the PHYSICAL VALUE column.
(e) Gradually, enter all X-axis angular speed values in the ENTERED VALUE column
“OK“.
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OMX – Angular speed X-axis

[°/s]
STANDARD BRAZIL
30 30
18 18
10 10
0 0
-10 -10
-18 -18
-30 -30
-30 -30
-18 -18
-10 -10
0 0
10 10
18 18
30 30
Tab.12 Required physical values of OMX parameter
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(16) Parameter OMY - Angular speed Y-axis – calibration performed in the lab
E. Procedures

(c) In the list of analog parameters (Fig. 542) select OMY item - Angular speed Y-axis.
(e) Gradually, enter all Y-axis angular speed values in the ENTERED VALUE column,
“OK“.
i) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration.
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OMY – Angular speed Y-axis

[°/s]
STANDARD BRAZIL
30 30
18 18
10 10
0 0
-10 -10
-18 -18
-30 -30
-30 -30
-18 -18
-10 -10
0 0
10 10
18 18
30 30
Tab. 13 Required physical values of OMY parameter
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(17) Parameter OMZ - Angular speed Z-axis – calibration performed in the lab
E. Procedures

(c) In the list of analog parameters (Fig. 542) select OMZ item - Angular speed Z-axis.
(e) Gradually, enter all Z-axis angular speed values in the ENTERED VALUE column
(g) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“.
Click “OK“.
i) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration.
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OMZ – Angular speed Z-axis

[°/s]
STANDARD BRAZIL
30 30
18 18
10 10
0 0
-10 -10
-18 -18
-30 -30
-30 -30
-18 -18
-10 -10
0 0
10 10
18 18
30 30
Tab. 14 Required physical values of OMZ parameter
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(18) Parameter OPML - LH engine control lever position
E. Procedures
(a) Open the LH engine cover, where the lever position scale is located.

(c) In the list of analog parameters (Fig. 542) select item OPML – LH engine control lever
position. Double-click to display the table for this parameter (Fig. 543).
(d) Before calibration proper, set the DS-11B or DS-11G transmitter to such position that the
zero lever position (α OPM = 0) corresponds to zero value in bits (0.00±20 bits) in the
CURRENT VALUE column. Click on “Measure“ to record the values corresponding to the
OPM zero position, displayed in the CURRENT VALUE cell to the highlighted cell in the
(e) Gradually move the LH engine control lever forward and stop it in positions quoted in the
table (PHYSICAL VALUE). In each reached position click on “Measure“ to record the
values displayed in the CURRENT VALUE cell to the highlighted cell in the ENTERED
VALUE column.
NOTE: Use the LH engine FCU scale to set the OPM according to individual position
quoted in the table.
(f) After reaching the maximum displacement OPM (front stop) proceed according to point (g).
(g) If the maximum displacement value (FCU scale) is identical with the entry in the table
(PHYSICAL VALUE), click on “Measure" to record the values corresponding to the
maximum OPM deviation displayed in the CURRENT VALUE cell to the highlighted cell in
the ENTERED VALUE column.
OPM deviation read from the FCU scale. Click on “Measure" to record the values
corresponding to the maximum OPM deviation displayed in the CURRENT VALUE cell to
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(h) Gradually move the LH engine control lever back to backstop and stop it in positions
quoted in the table (PHYSICAL VALUE). In each reached position click on “Measure“ to
record the values displayed in the CURRENT VALUE cell to the highlighted cell in the
(i) After reaching the zero OPM displacement (stop) proceed according to point (j).
(j) Gradually pull the LH engine control lever towards yourself (reverse) and stop it in
positions quoted in the table (PHYSICAL VALUE). In each reached position click on
“Measure“ to record the values displayed in the CURRENT VALUE cell to the highlighted
cell in the ENTERED VALUE column.
(k) After reaching the maximum displacement OPM (rear stop) proceed according to point (g).
(l) Proceed similarly to point (h).
(m) Enter the required values in the “Information“ cell, such as the sensor type, S/N and note
(n) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click
“OK“.
(o) Click “Cancel” to close the table for the given parameter.
(p) Click on the “Diskette“ button on the toolbar (Fig. 1) to save the current configuration.
(q) Close the LH engine cover.

WITH THIS PARAMETER, SEE POINT B, SUBPOINT (i), NOTE 3.
NOTE: Precise determination of octant breaking points can be achieved similarly as with
the HED parameter, the difference being that the physical value of the breaking
point is read on the FCU scale.
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OPML - LH engine control lever position

[°]
STANDARD BRAZIL
0 0
5 5
10 10
15 15
20 20
25 25
30 30
35 35
40 40
45 45
50 50
55 55
(maximum positive displacement) (maximum positive displacement)
50 50
45 45
40 40
35 35
30 30
25 25
20 20
15 15
10 10
5 5
0 0
-10 -10
-20 -20
-30 -30
-40 -40
-50 -50
(maximum negative displacement) (maximum negative displacement)
-40 -40
-30 -30
-20 -20
-10 -10
0 0
Tab. 15 Required physical values of OPML parameter
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(19) Parameter OPMP - RH engine control lever position
E. Procedures
(a) Open the RH engine cover, where the lever position scale is located.
(b) Launch the CALB_FDR module to calibrate the FDR-59BL system. Perform the
procedures in points (A) and (B).
(c) In the list of analog parameters (Fig. 542) select item OPMP – RH engine control lever
position. Double-click to display the table for this parameter (Fig. 543).
(d) Before calibration proper, set the DS-11B or DS-11G transmitter to such position that the
zero lever position (α OPM = 0) corresponds to zero value in bits (0.00±20 bits) in the
CURRENT VALUE column. Click on “Measure“ to record the values corresponding to the
OPM zero position, displayed in the CURRENT VALUE cell to the highlighted cell in the
(e) Gradually move the RH engine control lever forward and stop it in positions quoted in the
table (PHYSICAL VALUE). In each reached position click on “Measure“ to record the
VALUE column.
NOTE: Use the RH engine FCU scale to set the OPM according to individual position
quoted in the table.
(f) After reaching the maximum displacement OPM (front stop) proceed according to point (g).
(g) If the maximum displacement value (FCU scale) is identical with the entry in the table
(PHYSICAL VALUE), click on “Measure" to record the values corresponding to the
maximum OPM deviation displayed in the CURRENT VALUE cell to the highlighted cell in
the ENTERED VALUE column.
OPM deviation read from the FCU scale. Click on “Measure" to record the values
corresponding to the maximum OPM deviation displayed in the CURRENT VALUE cell to
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(h) Gradually move the RH engine control lever back to reverse and stop it in positions quoted
in the table (PHYSICAL VALUE). In each reached position click on “Measure“ to record the
VALUE column.
(i) After reaching the zero OPM displacement (stop) proceed according to point (j).
(j) Gradually pull the RH engine control lever towards yourself (reverse) and stop it in
positions quoted in the table (PHYSICAL VALUE). In each reached position click on
“Measure“ to record the values displayed in the CURRENT VALUE cell to the highlighted
cell in the ENTERED VALUE column.
(k) After reaching the maximum displacement OPM (rear stop) proceed according to point (g).
(l) Proceed similarly to point (h).
(m) Enter the required values in the “Information“ cell, such as the sensor type, S/N and note
(n) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click
“OK“.
(o) Click “Cancel” to close the table for the given parameter.
(p) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration.
(q) Close the RH engine cover.

point is read on the FCU scale.
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OPMP - RH engine control lever position

[°]
STANDARD BRAZIL
0 0
5 5
10 10
15 15
20 20
25 25
30 30
35 35
40 40
45 45
50 50
55 55
(maximum positive displacement) (maximum positive displacement)
50 50
45 45
40 40
35 35
30 30
25 25
20 20
15 15
10 10
5 5
0 0
-10 -10
-20 -20
-30 -30
-40 -40
-50 -50
(maximum negative displacement) (maximum negative displacement)
-40 -40
-30 -30
-20 -20
-10 -10
0 0
Tab. 16 Required physical values of OPMP parameter
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(20) Parameter - PIT - Longitudinal deflection
Rotary table or other equivalent tilting table

(e.g. Ideal-aerosmith model
No. 1310-1L-90 (P/N 227545-8)
Extension cable P/N B596 506N or KVG350

(112-620-37436)
E. Procedures
(a) Remove left/right horizon from the flight panel according to the procedures MM 034.22.01;
034.22.02 for a given horizon or the vertical gyroscope in the nose section of the fuselage
(source of the PITCH signal must be verified according to WM for the given aircraft), mount
it to a leveled turntable and connect to the distribution system using the B596 506N
extension cable or KVG 350 cable (112-620-37436).

(c) In the list of analog parameters (Fig. 542) select item PIT – Longitudinal displacement.
(d) Set the table to the zero position in pitch attitude.
(e) Then set, using the table, the longitudinal displacement to the maximum negative value
quoted in the PHYSICAL VALUE column (pitch down).
(f) In the displayed table, highlight the cell for this maximum value in the ENTERED VALUE
column.
(g) Click on “Measure“ to record the values corresponding to the maximum value of the pitch
attitude displayed in the CURRENT VALUE cell to the highlighted cell in the ENTERED
VALUE column.
(h) On the turntable, gradually set the pitch attitudes using the values quoted in the
PHYSICAL VALUE column. Highlight the cell with the given pitch value in the ENTERED
VALUE column. Click on “Measure“ to record the values corresponding to the given pitch
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column. Repeat the procedure for each achieved the value quoted in the PHYSICAL
VALUE column.
(i) After reaching the maximum positive pitch values (pitch up), proceed according to points (f)
and (g).
(j) Set the turntable in the zero pitch position.
(k) Enter the required values in the “Information“ cell, such as the sensor type, S/N and note
(l) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click
“OK“.
(m) Click “Cancel” to close the table for the given parameter.
(n) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration.
(o) Remove the PITCH signal source from the turntable and reinstall it to the flight panel
according to the procedures MM 034.22.01; 034.22.02 for a given horizon.

point is read on the TILT TABLE scale.
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PIT - Longitudinal deflection

[°]
STANDARD BRAZIL
-60 -75
(pitch - down) (pitch - down)
-55 -70
-50 -60
-45 -50
-40 -45
-35 -40
-30 -30
-25 -20
-20 -10
-15 0
-10 10
-5 20
0 30
5 40
10 45
15 50
20 60
25 70
75
30
(pitch - up)
35
40
45
50
55
60
(pitch - up)
Tab. 17 Required physical values of PIT parameter
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(21) Parameter - ROLL - Lateral deflection
Rotary table or other equivalent tilting table

(e.g. Ideal-aerosmith model
No. 1310-1L-90 (P/N 227545-8)
Extension cable P/N B596 506N or KVG 350

(112-620-37436)
E. Procedures
(a) Remove left/right horizon from the flight panel according to the procedures MM 034.22.01;
034.22.02 for a given horizon or the vertical gyroscope in the nose section of the fuselage
(source of the PITCH signal must be verified according to WM for the given aircraft), mount
it to a leveled turntable and connect to the distribution system using the B596 506N
extension cable or KVG 350 cable (112-620-37436).

(c) In the list of analog parameters (Fig. 542) select item ROLL – Lateral displacement.
(d) Set the table to the zero position in roll attitude.
(e) Then set, using the table, the roll angle to the maximum negative value quoted in the
PHYSICAL VALUE column (roll left).
(f) In the displayed table, highlight the cell for this maximum value in the ENTERED VALUE
column.
(g) Click on “Measure“ to record the values corresponding to the maximum roll value displayed
in the CURRENT VALUE cell to the highlighted cell in the ENTERED VALUE column.
(h) On the turntable, gradually set the roll attitudes using the values quoted in the PHYSICAL
VALUE column. Highlight the cell with the given roll value in the ENTERED VALUE
column. Click on “Measure“ to record the values corresponding to the given roll displayed
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Repeat the procedure for each achieved the value quoted in the PHYSICAL VALUE
column.
(i) After reaching the maximum positive roll values (roll right), proceed according to point (f)
and (g).
(j) Set the turntable in the zero roll position.
(k) Enter the required values in the “Information“ cell, such as the sensor type, S/N and note
(l) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click
“OK“.
(m) Click “Cancel” to close the table for the given parameter.
(n) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration.
(o) Remove the ROLL signal source from the turntable and reinstall it to the flight panel
according to the procedures MM 034.22.01; 034.22.02 for a given horizon.

point is read on the TILT TABLE scale.
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ROLL – Lateral deflection

[°]
STANDARD BRAZIL
-60 -90
(roll - left) (roll - left)
-55 -80
-50 -70
-45 -60
-40 -50
-35 -45
-30 -40
-25 -30
-20 -20
-15 -10
-10 0
-5 10
0 20
5 30
10 40
15 45
20 50
25 60
30 70
35 80
40 90
(roll - right)
45
50
55
60
(roll - right)
Tab. 18 Required physical values of ROLL parameter
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(22) Parameter V28 – Voltage in the 28V distribution system
E. Procedures

(b) In the list of analog parameters (Fig. 542) select item V28 - Voltage in the 28V distribution
system. Double-click to display the table for this parameter (Fig. 543).
(c) Make sure the starter-generators voltage at nG = 80% and distribution system load by
current consumption of 30 to 40 A is 28.5 ± 0.1 (see MM 024.00.00.F).
(d) Highlight the cell for the voltage of 28.5V (PHYSICAL VALUE) in the ENTERED VALUE
column.
(e) Click on “Measure“ to record the values corresponding to the voltage of 28.5V displayed in
the CURRENT VALUE cell to the highlighted cell in the ENTERED VALUE column.
(f) Check the remaining voltages in the displayed table for this parameter according to the
following table (Tab. 19) adopted from MM 031.31.00 - page 540:
Physical Entered
value value
[V] [bit]
10 310
20 620
25 775
28 868
33 1023
Tab. 19 Voltage in 28V distribution system
(g) Enter the required values in the “Information“ cell. 28VDC as the sensor type and the
aircraft S/N as the sensor S/N. Enter date and place (reason for the calibration) in the Note
section.
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(h) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click
“OK“.
(i) Click “Cancel” to close the table for the given parameter.
(j) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration.
V28 – Voltage in the 28V distribution system

[V]
STANDARD BRAZIL
10 10
20 20
25 25
28 28
28.5 28.5
30 30
Tab. 20 Required physical values of V28 parameter
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(23) Parameter VI - Instrument speed
Air Data Tester
E. Procedures
(a) Connect Air Data Tester to the Pitot-static system of the aircraft.
(c) In the list of analog parameters (Fig. 542) select item VI - Instrument speed. Double-click
to display the table for this parameter (Fig. 543).
(d) Using the Air Data Tester, simulate minimum the instrument speed value quoted in the
(e) Highlight the cell for the minimum instrument speed value in the ENTERED VALUE
column. Click on “Measure“ to record the values corresponding to the minimum instrument
speed value displayed in the CURRENT VALUE cell to the highlighted cell in the
(f) Gradually increase the instrument speed using the values quoted in the PHYSICAL
VALUE column. Highlight the cell with the given instrument speed value in the ENTERED
instrument speed displayed in the CURRENT VALUE cell to the highlighted cell in the
ENTERED VALUE column. Repeat the procedure for each achieved instrument speed
value, including maximum values.
(g) Now, gradually decrease the instrument speed using the values quoted in the PHYSICAL
VALUE column. Highlight the cell with the given instrument speed value in the ENTERED
instrument speed displayed in the CURRENT VALUE cell to the highlighted cell in the
ENTERED VALUE column. Repeat the procedure for each achieved instrument speed
value, including minimum values.
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“OK“.
VI - Instrument speed
[kt]
STANDARD BRAZIL
0 0
30 30
40 40
60 60
80 80
100 100
150 150
200 200
250 250
270 270
250 250
200 200
150 150
100 100
80 80
60 60
40 40
30 30
0 0
Tab. 21 Required physical values of VI parameter
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(24) Parameter XL – Elevator displacement
E. Procedures
(a) Install B596 301N protractor on the left elevator. For the elevator in neutral position, set the

(c) In the list of analog parameters (Fig. 542) select item XL – Elevator displacement. Double-
(d) Use the control column to deflect the elevator fully downwards (maximum positive elevator
displacement, PHYSICAL VALUE column).
column.
VALUE), click on “Measure" to record the values corresponding to the maximum elevator
displacement displayed in the CURRENT VALUE cell, to the highlighted cell in the
(deflected) elevator position (see the note in point (e)). Click on “Measure" to record the
values corresponding to the maximum elevator displacement displayed in the CURRENT
(g) Gradually deflect the elevator upwards and stop it in positions quoted in the table (PHYSICAL
VALUE). Highlight the cell for the given displacement value in the ENTERED VALUE column.
Click on “Measure" to record the values corresponding to the given elevator displacement
displayed in the CURRENT VALUE cell to the highlighted cell in the ENTERED VALUE column.
Repeat the procedure for each position quoted in the PHYSICAL VALUE column.
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(h) After reaching the maximum upward displacement of the elevator (maximum negative
elevator displacement) proceed according to point (f).
(i) Now start to deflect the elevator in the opposite direction (from the maximum negative
elevator displacement to the positive) and record the values for positions quoted in the
PHYSICAL VALUE column. After reaching the maximum downward elevator displacement
(maximum positive elevator displacement) proceed according to point (f).
(k) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“.
Click “OK“.
(n) Remove the protractor from the elevator.
XL - Elevator displacement
[°]
STANDARD BRAZIL
STOP STOP
(maximum positive displacement - down) (maximum positive displacement - down)
12 12
8 8
4 4
0 0
-5 -5
-10 -10
-15 -15
-20 -20
-25 -25
STOP STOP
(maximum positive displacement - up) (maximum positive displacement - up)
-25 -25
-20 -20
-15 -15
-10 -10
-5 -5
0 0
4 4
8 8
12 12
STOP STOP
(maximum positive displacement - down) (maximum positive displacement - down)
Tab. 22 Required physical values of XL parameter
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(25) Parameter XLAT – Rudder displacement
E. Procedures
(a) Install the B598 887N protractor on the rudder. For the rudder in neutral position, set the
procedures set out in points (A) and (B).
(c) In the list of analog parameters (Fig. 542) select item XLAT – Rudder displacement.
(d) Deflect the rudder to the extreme left (maximum positive rudder displacement, PHYSICAL
VALUE column).
column.
VALUE), click on “Measure" to record the values corresponding to the maximum rudder
(deflected) rudder position (see the note in point (e)). Click on “Measure" to record the
values corresponding to the maximum rudder displacement displayed in the CURRENT
(g) Gradually deflect rudder to the right and stop it in positions quoted in the table (PHYSICAL
Click on “Measure" to record the values corresponding to the given rudder displacement
column. Repeat the procedure for each position quoted in the PHYSICAL VALUE column.
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(h) After reaching the maximum rudder displacement to the right (maximum negative rudder
displacement) proceed according to point (f).
(i) Now start to deflect the rudder in the opposite direction (from the maximum negative
displacement to the positive) and record the values for positions quoted in the PHYSICAL
VALUE column. After reaching the maximum rudder displacement to the left (maximum
positive rudder displacement) proceed according to point (f).
“OK“.
(n) Remove the protractor from the rudder.
XLAT - Rudder displacement

[°]
STANDARD BRAZIL
STOP (maximum positive displacement – left) STOP (maximum positive displacement – left)
16 16
12 12
8 8
4 4
0 0
-4 -4
-8 -8
-12 -12
-16 -16
STOP (maximum negative displacement – right) STOP (maximum negative displacement – right)
-16 -16
-12 -12
-8 -8
-4 -4
0 0
4 4
8 8
12 12
16 16
STOP (maximum positive displacement – left) STOP (maximum positive displacement – left)
Tab. 23 Required physical values of XLAT parameter
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(26) Parameter AKF1 – Aileron trim tab displacement1 – positive value
E. Procedures
(a) Install the B596 301N protractor on the left aileron trim tab. For the aileron trim tab in the
neutral position, set the protractor to 0 degrees.

(c) In the list of analog parameters (Fig. 542) select item AKF1 – Aileron trim tab
displacement1 – positive value. Double-click to display the table for this parameter
(Fig. 543).
(d) Deflect the trim tab fully downwards (maximum positive trim tab displacement, PHYSICAL
VALUE column).
column.
If it is not the case, click and replace the data in the PHYSICAL VALUE column with the
real (deflected) trim tab position (see the note in point (e)). Click on “Measure" to record
the values corresponding to the maximum trim tab displacement displayed in the
(g) Gradually deflect the trim tab upwards and stop it in positions quoted in the table
(PHYSICAL VALUE). Highlight the cell for the given displacement value in the ENTERED
VALUE column. Click on “Measure" to record the values corresponding to the given trim
tab displacement displayed in the CURRENT VALUE cell to the highlighted cell in the
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VALUE column, including zero.
(h) Gradually deflect the aileron trim tab in the opposite direction (from zero trim tab
displacement to the maximum positive) and record the values for positions quoted in the
PHYSICAL VALUE column. After reaching the maximum trim tab displacement downwards
(maximum positive trim tab displacement) proceed according to point (f).
(j) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click
“OK“.
(m) Remove the protractor from the left aileron trim tab.
AKF1 – Aileron trim tab displacement1 – positive value

[°]
STANDARD BRAZIL
STOP
(maximum positive displacement –
down)
15
10
5
0
5
10
15
STOP
down)
Tab. 24 Required physical values of AKF1 parameter
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(27) Parameter AKF2 – Aileron trim tab displacement2 – negative value
E. Procedures
(a) Install B596 301N protractor on the left aileron trim tab. For the aileron trim tab in neutral
position, set the protractor to 0 degrees.

(c) In the list of analog parameters (Fig. 542) select item AKF2 – Aileron trim tab
displacement2 – negative value. Double-click to display the table for this parameter
(Fig. 543).
(d) Highlight the cell for zero displacement value in the ENTERED VALUE column. Click on
“Measure" to record the values corresponding to the zero trim tab displacement displayed
(e) Gradually deflect the trim tab upwards and stop it in positions quoted in the table
(PHYSICAL VALUE). Highlight the cell for the given displacement value in the ENTERED
VALUE column. Click on “Measure" to record the values corresponding to the given trim
tab displacement displayed in the CURRENT VALUE cell to the highlighted cell in the
VALUE column, including maximum (maximum negative trim tab displacement).
If it is not the case, click and replace the data in the PHYSICAL VALUE column with the
real (deflected) trim tab position (see the note in point (e)). Click on “Measure" to record
the values corresponding to the maximum trim tab displacement displayed in the
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(g) Gradually deflect the aileron trim tab in the opposite direction (from maximum negative trim
tab displacement to zero) and record the values for positions quoted in the PHYSICAL
VALUE column. After reaching the zero trim tab displacement, proceed according to point
(d).
“OK“.
(l) Remove the protractor from the left aileron trim tab.
AKF2 – Aileron trim tab displacement2 – negative value

[°]
STANDARD BRAZIL
0
-5
-10
-15
STOP
(maximum positive displacement – up)
-15
-10
-5
0
Tab. 25 Required physical values of AKF2 parameter
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(28) Parameter AVF – Elevator trim tab displacement
C. Tools Protractor B596 301N
E. Procedures
(a) Install the protractor on the elevator trim tab. For the elevator trim tab in neutral position,
set the protractor to 0 degrees.

(c) In the list of analog parameters (Fig. 542) select item AVF – Elevator trim tab
displacement. Double-click to display the table for this parameter (Fig. 543).
(d) Deflect the trim tab fully downwards (maximum positive trim tab displacement, PHYSICAL
VALUE column).
column.
(deflected) trim tab position (see the note in point (e)). Click on “Measure" to record the
values corresponding to the maximum trim tab displacement displayed in the CURRENT
(g) Gradually deflect trim tab upwards and stop it in positions quoted in the table (PHYSICAL
Click on “Measure" to record the values corresponding to the given trim tab displacement
column. Repeat the procedure for each position in the PHYSICAL VALUE column.
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(h) After reaching the maximum elevator trim tab displacement upwards (maximum negative
trim tab displacement), proceed according to point (f).
(i) Gradually deflect elevator trim tab in the opposite direction (from maximum negative trim
tab displacement to positive) and record the values for positions quoted in the PHYSICAL
VALUE column. After reaching the maximum elevator trim tab displacement downwards
(maximum positive trim tab displacement), proceed according to point (f).
(k) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click “OK“.
(n) Remove the protractor from the elevator trim tab.
AVF – Elevator trim tab displacement

[°]
STANDARD BRAZIL
STOP
down)
12
9
6
3
0
-2
-4
-6
-8
STOP
(maximum negative displacement – up)
-8
-6
-4
-2
0
3
6
9
12
STOP
down)
Tab. 26 Required physical values of AVF parameter
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(29) Parameter OAT1 or OAT2 – Outside Air Temperature
E. Procedures
(a) Replace the corresponding temperature sensor with a decade resistor.

(c) In the list of analog parameters (Fig. 542) select item OAT1 or OAT2 – Outside Air
temperature (depends on the temperature sensor type). Double-click to display the table
for this parameter (Fig. 543).
(d) Use the decade resistor to simulate outside air temperature (PHYSICAL VALUE)
corresponding to the temperature sensor resistance according to Tab. 27.
(e) Highlight the cell with the given outside air temperature value in the ENTERED VALUE
column. Click on “Measure“ to record the values corresponding to the given outside air
temperature displayed in the CURRENT VALUE cell to the highlighted cell in the
ENTERED VALUE column. Repeat the procedure for each outside air temperature value
quoted in the PHYSICAL VALUE column.
“OK“.
(i) Click on the “Diskette“ button on the toolbar (Fig. 531) to save configuration.
(j) Replace the decade resistor with the temperature sensor.
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STANDARD & BRAZIL
Temperature OAT1 OAT2

[°С] Sensor resistance [Ω] Sensor resistance [Ω]
-60 70.90 381.64
-50 73.70 -
-40 76.70 -
-30 79.80 441.16
-20 83.00 -
-10 86.40 -
0 90.10 500.00
10 93.60 -
20 97.20 -
30 100.90 558.21
40 104.70 -
50 108.65 -
60 112.62 615.79
70 116.80 -
80 121.04 -
90 125.40 -
99 - 689.72
100 129.80 -
110 134.25 -
120 138.80 -
130 143.40 -
140 148.20 -
150 153.10 -
Tab. 27 Required physical values of OAT parameter
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(30) Parameter TBL – LH brake pressure
E. Procedures

(b) In the list of analog parameters (Fig. 542) select item TBL – LH brake pressure.
(c) In the displayed table, highlight the cell with the zero brake pressure in the ENTERED
VALUE column.
(d) Click on “Measure“ to record the values corresponding to the zero brake pressure
column.
(e) Gradually increase the brake pressure (using brake pedals) to the values quoted in the
PHYSICAL VALUE column and compare them to brake pressure indicator (on the central
instrument panel). Click on “Measure“ to record the values corresponding to the given
brake pressure displayed in the CURRENT VALUE cell to the highlighted cell in the
ENTERED VALUE column. Repeat the procedure for each achieved the pressure value,
including maximum values.
“OK“.
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TBL – LH brake pressure

[ kp/cm2]
STANDARD BRAZIL
0
5
10
15
20
25
30
35
40
45
50
Tab. 28 Required physical values of TBL parameter
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(31) Parameter TBR – RH brake pressure
E. Procedures

(b) In the list of analog parameters (Fig. 542) select item TBR – RH brake pressure. Double-
(c) In the displayed table, highlight the cell with the zero brake pressure in the ENTERED
VALUE column.
(d) Click on “Measure“ to record the values corresponding to the zero brake pressure
column.
(e) Gradually increase the brake pressure (using brake pedals) to the values quoted in the
PHYSICAL VALUE column and compare them to brake pressure indicator (on the central
instrument panel). Click on “Measure“ to record the values corresponding to the given
brake pressure displayed in the CURRENT VALUE cell to the highlighted cell in the
ENTERED VALUE column. Repeat the procedure for each achieved the pressure value,
including maximum values.
“OK“.
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TBR – RH brake pressure

[ kp/cm2]
STANDARD BRAZIL
0
5
10
15
20
25
30
35
40
45
50
Tab. 29 Required physical values of TBL parameter
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(32) Parameter VBN - Barometric selection
E. Procedures
(a) Launch the CALB_FDR module to calibrate the FDR-59BL system. Perform the
(b) In the list of analog parameters (Fig. 542) select item VBN - Barometric selection. Double-
(c) Using the rotary control element (barometric altimeter) gradually set, in the Kollsman
window, the pressure values quoted in the PHYSICAL VALUE.
(d) Highlight the cell with the given pressure value in the ENTERED VALUE column. Click on
“Measure" to record the values corresponding to the given pressure value displayed in the
procedure for each achieved position quoted in the PHYSICAL VALUE column.
(e) Enter the required values in the “Information“ cell, such as the sensor type, S/N and note
(f) Click on “Compute”. Make sure the emoticon that appears in the window “smiles“. Click “OK“.
(g) Click “Cancel” to close the table for the given parameter.
(h) Click on the “Diskette“ button on the toolbar (Fig. 531) to save the current configuration.
VBN – Barometric selection

[in Hg]
STANDARD BRAZIL
28.10
28.50
29.00
29.50
29.92
30.06
30.50
30.90
30.99
Tab. 30 Required physical values of VBN parameter
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(D) Calibration writing

Write the calibrations as follows:
(a) After performing the calibration according to procedures described in the previous chapter,
close the initial screen of the CALB_FDR module.
(b) Turn off the FDR on the aircraft.
(c) Toggle the switch on the LOAD-V cable to “R“.
(d) Turn on the FDR on the aircraft.
(e) Check the aircraft S/N settings on the coding socket of the PU-25 control box or the aircraft
S/N on the DEP-25 panel (cockpit).
(f) Launch the CALB_FDR module.
(g) Make sure the files for the aircraft are loaded automatically after the module start
(Fig. 537), or change Exx, Txx and Cxx files for the given aircraft according to procedures
quoted in point B, subpoint. (e).
(h) Activate communication between the FDR and PC by clicking the button
(point B, subpoint e).
(i) On the initial screen, click the “FDR“ tab (Fig. 537) and select item “Calibration save“
(Fig. 550) to write the calibrated parameters in the FDR-59BL memory.
NOTE: If the FDR block has been replaced, first “Information save” before you “Calibration
save“ (Fig. 550).
Fig. 550 Opened “FDR“ tab menu
(j) The “Information“ (Fig. 551a, 551b) dialog appears after calibrations writing, informing of
the FDR-59BL EEPROM memory status.
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a) b)
Fig. 551 – a) Check of EEPROM memory, b) Write calibration into EEPROM memory
Fig. 552 – EEPROM memory status
NOTE: Pay maximum attention to the memory usage percentage. It must never exceed
2047 bytes – i.e. 100%. The recommended maximum memory usage is 96%. If the
maximum memory capacity is exceeded, it is usually caused by too many added
calibration points.
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(E) Printing of calibrated parameters
(a) After writing the calibrations according to the procedure quoted in the previous chapter
(point D), click on the “Calibration“ tab (Fig. 537) on the initial screen to display the list of
analog parameters for the given aircraft (Fig. 542).
(b) In the list, highlight (left click) the parameter you wish to print.
(c) Click on “Print“ (Fig. 542) to print the “Calibration protocol“ for the highlighted parameter.
NOTE: To print the “Calibration protocols“ you need to have a printer connected and set up
with the PC (parallel port, USB or network). Before you print the calibration protocol,
you need to set up the printer options:
• In the CALB_FDR module click on the “File“ tab and choose “Printer setup“
(Fig. 538) to display the “Printer setup“ (Fig. 553).
Fig. 553 – “Printer setup“ dialog
• In the displayed window, select the installed printer, set up its options, choose
paper size and source, orientation, etc.
• Click „OK“ to confirm the printer settings.
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(II) Description and operation of the Module REAL_FDR

General
The REAL_FDR software module is designed for checking and maintenance of BUR 1-2G
recorders containing memory unit SPEEL FDR-59BL. It enables real time checking of
parameters recorded by the FDR recorder and their location in recording channels. The
parameter values can be displayed as bits (binary, hexadecimal, decimal), and as physical
units (provided the parameter has been calibrated).
CD, DVD Compact disc (Data carrier), Digital video disc

HDD PC Hard Disc
HW PC Hardware
MM Maintenance Manual
PANDA Software package for downloading, processing, evaluation, and
analyzing of flight data from on-board recorders and monitoring
systems
REAL_FDR Service module for checking and maintenance of the FDR-59BL flight
data recorder
S/N Serial number
USB Universal Serial Bus
USB-COM USB to serial COM converter (necessary at newer notebooks not
provided with RS 232 communication port).
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Requirements
REAL_FDR module must be installed (installation CD) on the PC HDD.
(c) The PANDA software package and its individual modules (including REAL_FDR) are
PANDA software. During installation, follow the procedure in the PANDA manual
– section 5. Installation. The HASP driver is installed simultaneously with the Panda SW.
(c) If the PC is not equipped with COM RS 232 hardware serial port, connect the SPEEL USB-
(e) Analog and discreet parameters can only be opened by persons trained in “Level I“ by
VZLÚ-SPEEL or by an authorized person with “Level II“ authorization.
NOTE: The person inspecting analog and discreet parameters must first make sure the HW
requirements have been met, the PANDA software has been installed properly,
proper calibration files have been used, as well as other requirements.
REAL_FDR module description

The upper section of the initial REAL_FDR module screen (Fig. 554a) contains the main menu,
while the toolbar with “speed“ buttons is located below it. The “LED diode“ is located next to the
buttons and it indicates the communication status between the REAL_FDR module and the
FDR. Five tabs are located in the middle of the screen: Analog parameters, Discrete
parameters, Text, Graph and Channels. The status bar is in the bottom section of the screen,
displaying basic information (aircraft type, path to the definition file, calibration and FDR
communication status). FDR unit connection is displayed in the right corner of the status bar in
the bottom section of the initial screen in the “FDR“ box.
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FIG. 554a Initial screen of the REAL_FDR module
The main menu contains the following tabs:
File
• enable read definition and calibration files, save setup files, end program
Measure
• start measure, stop measure
FDR
• enable read calibrations, or calibrations and parameters (applies only to some types of FDR)
directly from FDR
Setup
• enable program setup (aircraft type, display of testing, automatic check, communication link)
Help
• displays help
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Speed Buttons:
- This button reads the definition file from the HDD
- This button reads the calibration file from the HDD
- This button reads parameters and calibrations from the FDR – the FDR must be in the
communication mode (On)
NOTE: This feature is available only in some FDR types.
- This button reads calibrations from the FDR – the FDR must be in the communication
mode (On)
- This button reads the setup file
- This button saves the setup file
- Start measure – the button is available when the FDR is in the measure mode (OnLine)
- Stop measure – the button is available when data are being measured
– Physical values – the button switches displayed parameter values to physical values (tab
“Text“). Values will be displayed in physical units only for calibrated parameters.
– Decimal value dump – values displayed on “Text“ and “Channels“ tabs are dumped
decimally.
– Hexadecimal value dump - values displayed on “Text“ and “Channels“ tabs are dumped in
hexadecimal form.
– Binary value dump - values displayed on “Text“ and “Channels“ tabs are dumped in binary
form.
- FDR connection status test
- LED diode – connection status indication
- this button terminates the REAL_FDR module
- this button displays information on the application
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Tabs:
The first two tabs - “Analog parameters“ and “Discrete parameters“ – are used to select parameters
to display. The “Parameters list“ displays all parameters that can be displayed/verified. If there is an
exclamation mark symbol before the parameter name (Fig. 554a – applies only to analog
parameters), it means the parameter is not calibrated and its physical value cannot be displayed.
The “Selected parameters“ window displays parameters selected to be displayed/verified.
The third tab - “Text“ - becomes active upon pressing of the “GO“ button and it displays the selected
analog and discrete parameters.
The fourth tab - “Graph“ - shows a simple graphic history of selected analog parameters.
Parameters are shown in bit values. This tab serves for visual registration in the change of bit
values of parameters in real time.
The fifth tab - “Channels“ - displays data channels uploaded to the FDR. It serves for debugging
and checking of the entire system.
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Instructions for REAL_FDR module servicing

(A1) Communication link setting between the FDR and the PC
NOTE: The communication line between the FDR and the PC after installation of the PANDA
software package must be set up only once. The communication line setup must be
recovered only if there have been problems or after reinstallation of the PANDA
software package.
(a) Make sure the FDR on the aircraft is off.
(b) Connect LOAD-V cable to the FDR-59BL socket.
(c) Connect the other end of the LOAD-V cable to a COM port of the PC (or use COM-USB
converter).
(d) Turn the switch on the LOAD-V cable to “R“ position.
(e) Turn on the PC and FDR on the aircraft.
(f) Make sure the HW key is inserted in the PC USB port.
(g) From the root directory or using a shortcut, launch the REAL_FDR.exe module of the
PANDA software package.
(h) To display the initial screen (Fig. 554b) set up the communication between the FDR and
the REAL_FDR module, as follows:
• Click on the “Setup“ tab, then on the “Communication“ item to set it up (Fig. 555).
Fig. 554b – Initial screen of the REAL_FDR module (first module launching)
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Fig. 555 – Dropped down “Setup“ menu
• When the dialog box appears (Fig. 556) click on the “Find“ button to auto-detect
the COM port on the PC to which the FDR is connected.
• To verify the communication between the FDR and the REAL_FDR module, use
the “Test“ button and the status bar (under the “Test“ button) which displays
system messages – whether the module communicates with the unit (FDR)
(Test OK – FDR-BUR) or not (Test Error – The device does not communicate!).
NOTE: To verify analog or discrete parameters, the FDR must communicate with the
REAL_FDR module.
Fig. 556 – Communication line setup (number of installed COM ports depends on the PC hardware setup)
(i) Click on the “OK“ button to save the communication line setup.
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(B1) Analog and discrete parameters selection
(a) After launching of the REAL_FDR module, click on the “Setup” tab in the displayed initial
screen (Fig. 554b) and select “Aircraft type“ to display the “Setup aircraft type“ (Fig. 557).
Fig. 557 – Setup aircraft type
(b) Select L410 directory in the displayed window. Click “OK“ to confirm.
(c) Load the required files for the given aircraft from the L410 subdirectory of the Panda
software package using “T“, “C“ buttons (Fig. 554b) in the following order:
- Definition file Txx
– Calibration file Cxx
Loading of files will be manifested by the change of status in the initial screen status bar
(Fig. 554b) – the empty boxes “Parameters“ and “Calibration“ will be replaced by the path
you chose for the Txx and Cxx files (Fig. 558).
NOTE: Txx and Cxx files are distributed on electronic media (CD, DVD) with the aircraft
and must be copied to the L410 subdirectory in the PANDA software package
before you start verifying the parameters you selected (standard path
C:\Panda\L410).
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Fig. 558 – Status bar in the REAL_FDR module initial screen with loaded Txx and Cxx files
The status change is also visible on “Analog parameters“ and “Discrete parameters“ tabs,
where the lists of parameters whose values you can verify appear (Fig. 559a, 559b).
Fig. 559a – List of analog parameters
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Fig. 559b – List of discrete parameters
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(d) Click on the “Computer“ button on the toolbar (Fig. 554b) to activate communication
between the FDR and the PC. The activation will change the status in the “FDR“ box in the
right bottom corner of the initial screen (Fig. 554a) from empty to FDR-BUR (FDR is in
communication On).
Tip: If you wish to test the link between the FDR and the PC automatically, not manually,
using the “Computer“ button (toolbar), check “Automatic test“ option on the “Setup“
tab (Fig. 555).
(e) Toggle the switch on the LOAD-V cable to “W“ (green signaling LED will shine on the FDR)
and the original status on the REAL_FDR module toolbar (“FDR“ box) will turn to OnLine
(Fig. 560).
Fig. 560 – “FDR“ box
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(f) In the list of analog parameters (“Analog parameters“ tab) or in the list of discrete
parameters (“Discrete parameters“ tab) select the parameter(s) you wish to verify
(Fig. 561). Select the parameters by double clicking on the parameter in the list of
parameters or selecting it and clicking the “Selection arrow“ button (in the middle of the
initial screen of the REAL_FDR module) to move the chosen parameter from the “List“
window to the “Selected parameters“ window.
Fig. 561 – Initial REAL_FDR module screen with selected parameters
1 - “Analog parameters“ tab, 2 – “Discrete parameters“ tab, 3 – List of parameters (analog or

discrete), 4 – “Selection arrow“ button, 5 – list of selected parameters, 6 – “GO“ button.
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Buttons:
- The button moves the selected parameter from the “List“ window to the
“Selected parameters“ window
- The button removes the selected parameter from the “Selected

parameters“ window
- The button removes all parameters from the “Selected parameters“

window
- The button display information on the highlighted parameter
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(g) Click the “GO“ button on the toolbar (Fig. 561) to initiate verification of selected parameters
displayed in the “Selected parameters“ window.
(h) Clicking “GO“ will display the content of the “Channels“ tab (Fig. 562), and the “Text“ and
“Graph“ tabs will be enabled. To verify the selected parameters, the status in the “Status“
line is “OK“ (Fig. 563).
Fig. 562 – “Channels“ tab
1 - “Text“ tab, 2 – “Graph“ tab, 3 – “Channels“ tab, 4 – “STOP“ button, 5 – “F“, “D“, “$“ a “B“ buttons.
Fig. 563 – “Channels“ tab status bar
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NOTE 1: If the “Status“ box displays anything but “OK“, make sure the used definition file
(Txx) corresponds to the connected FDR type. If you are sure the definition file is
correct, reactivate verification of selected parameters by clicking the “STOP“ button
on the toolbar (Fig. 562) and repeat the procedure in point (g) in this chapter
(point (B1)).
NOTE 2: The “Time“ box displays FDR time in OnLine mode (green LED – FDR block) and
the “Channels“ box shows the number of measured channels (defined in the
definition file).
(i) Click on the “Text“ tab to display it (Fig. 564). The “Parameter“ column displays the
selected parameters (analog, discrete). Columns “1-8“ show the current value or status of
the selected parameter.
Fig. 564 – “Text“ tab
Tip 1: Highlighting the values in corresponding columns brings up the parameter

description in the bottom section of the “Text“ tab which shows the parameter
name, number of samples, channel, weight and value (Fig. 565).
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Fig. 565 – Parameter description
Tip 2: Double click the parameter value in the corresponding column to bring up the
“Zoom“ window for better legibility of the current value or parameter status
(Fig. 566). The “Zoom“ enables sound signaling of value or parameter status
change by clicking the “speaker“ icon (Fig. 566).
Fig. 566 – “Zoom“ window for RK1 parameter
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(C) Verification of analog and discrete parameters

This chapter contains lists of analog and discrete parameters that can be verified on the
aircraft. The lists are divided into two groups:
• the first group contains standard arrangement of analog and discrete parameters. These
are verified according to procedures quoted in the MM 031.31.00.I - table 3,
• the second is based on the standard arrangement of analog and discrete parameters, but
some parameters were replaced by parameters required by aviation authorities in some
countries. Parameter verification procedures that differ from the basic arrangement of
parameters are described as follow:
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Standard arrangement of parameters
Parameter
Mark Description Type
AK Aileron displacement Analogue
ASF Rudder trim tab displacement Analogue
HED Flight heading Analogue
HP Barometric Altitude Analogue
HRA Radar Altitude Analogue
MKL LH engine torque Analogue
MKP RH engine torque Analogue
N2L LH engine generator speed Analogue
N2R RH engine generator speed Analogue
NVL LH engine propeller RPM Analogue
NVR RH engine propeller RPM Analogue
NX Overload sensor X-axis Analogue
NY Overload sensor Y-axis Analogue
NZ Overload sensor Z-axis Analogue
OAT2 Outside temperature Analogue
OMX Angular speed X-axis Analogue
OMY Angular speed Y-axis Analogue
PIT Longitudinal deflection Analogue
ROLL Lateral deflection Analogue
OPML LH engine control lever position Analogue
OPMP RH engine control lever position Analogue
V28 Voltage in the 28 V distribution system Analogue
VI Instrument speed Analogue
XL Elevator displacement Analogue
XLAT Rudder displacement Analogue
RK1 LH engine fire signalization Binary
RK2 RH engine fire signalization Binary
RK3 LH Attitude horizon - malfunction Binary
RK4 RH Attitude horizon - malfunction Binary
RK5 Free Binary
RK6 Free Binary
RK7 Pilot transceiver keying Binary
RK8 Copilot transceiver keying Binary
RK9 Port engine propeller control lever in position FEATHER Binary
RK10 Starboard engine propeller control lever in position FEATHER Binary
RK11 Airframe de-icing system turned on by the crew Binary
RK12 Bank limitation signal on Binary
RK13 Signal “LANDING GEAR DOWN” Binary
RK14 Signal confirming the presence of the 36 VAC in the aircraft distribution system Binary
RK15 Signal DH from the radar altimeter Binary
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Parameter
RK16 Signal LIFT SPOILERS EXTENDED Binary
RK17 Signal indicating minimum oil pressure in the LH engine Binary
RK18 Signal indicating minimum oil pressure in the RH engine Binary
RK19 Signal indicating minimum fuel pressure in the LH engine Binary
RK20 Signal indicating minimum fuel pressure in the RH engine Binary
RK21 Signal LH engine AUXILIARY PUMP ON Binary
RK22 Signal RH engine AUXILIARY PUMP ON Binary
RK23 Port engine IELU on (function limiting) Binary
RK24 Starboard engine IELU on (function limiting) Binary
RK25 LH engine BETA CONTROL signaling on Binary
RK26 RH engine BETA CONTROL signaling on Binary
RK27 Signal confirming the water injection system activation Binary
RK28 Signal MINIMUM FUEL REMAINDER - left side Binary
RK29 Signal MINIMUM FUEL REMAINDER - right side Binary
RK30 Signal WING FLAPS IN 0° POSITION Binary
RK31 LH engine automatic feathering circuit on Binary
RK32 RH engine automatic feathering circuit on Binary
RK33 LH engine DC generator malfunction Binary
RK34 RH engine DC generator malfunction Binary
RK35 Rime signaling active (rime indication) Binary
RK36 Pneumatic de-icing system function signal Binary
RK37 Free Binary
RK38 Free Binary
RK39 Free Binary
RK40 Free Binary
RK41 Stall speed signaling system on and in function Binary
RK43 Course system SLAVE mode Binary
RK44 Voltage at the S2B busbar Binary
RK46 Automatic pitching active – port side Binary
RK47 Automatic pitching active – starboard side Binary
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Arrangement of parameters for Brazil (Refurbish)
Parameter
AVF/TED Elevator trim tab displacement Analogue
HRA Radar Altitude Analogue
OMX Angular speed X-axis Analogue
OMY Angular speed Y-axis Analogue
OMZ Angular speed Z-axis Analogue
OPML LH engine control lever position Analogue
OPMP RH engine control lever position Analogue
V28 Voltage in the 28 V distribution system Analogue
RK3 Free Binary
RK4 RH Attitude horizon - malfunction Binary
RK5 Free Binary
RK6 Free Binary
RK9 Left propeller control lever in position FEATHER Binary
RK10 Right propeller control lever in position FEATHER Binary
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Parameter
RK17 Signal indicating minimum oil pressure of the LH engine Binary
RK18 Signal indicating minimum oil pressure of the RH engine Binary
RK19 Signal indicating minimum fuel pressure of the LH engine Binary
RK20 Signal indicating minimum fuel pressure of the RH engine Binary
RK27 Signal confirming the water injection system activation Binary
RK28 Signal MINIMUM FUEL REMAINDER - left side Binary
RK29 Signal MINIMUM FUEL REMAINDER - right side Binary
RK33 LH engine DC generator malfunction Binary
RK34 RH engine DC generator malfunction Binary
RK36 Pneumatic de-icing system function signal Binary
RK37 Autopilot engagement Binary
RK38 Free Binary
RK39 Free Binary
RK40 Free Binary
RK41 Stall speed signaling system on and in function Binary
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Arrangement of parameters for Brazil (new aircraft)
Parameter
AKF1 Aileron trim tab displacement1 – positive value Analogue
AKF2 Aileron trim tab displacement2 – negative value Analogue
ASF Rudder trim tab displacement Analogue
AVF Elevator trim tab displacement Analogue
HRA Geometric height Analogue
OAT/2 Outside temperature Analogue
TBL LH brake pressure Analogue
TBR RH brake pressure Analogue
VBN Barometric selection Analogue
RK3 LH horizon - malfunction Binary
RK4 RH horizon - malfunction Binary
RK5 ILS/ENERGIZE mode Binary
RK6 Marker beacon signal on Binary
RK9 Port engine propeller control lever in position FEATHER Binary
RK10 Starboard engine propeller control lever in position FEATHER Binary
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Parameter
RK17 Signal indicating minimum oil pressure in the LH engine Binary
RK18 Signal indicating minimum oil pressure in the RH engine Binary
RK19 Signal indicating minimum fuel pressure in the LH engine Binary
RK20 Signal indicating minimum fuel pressure in the RH engine Binary
RK27 Multifunction display on Binary
RK28 EGPWS alert Binary
RK29 EGPWS warning Binary
RK33 Wing flaps control lever selection in position 0° Binary
RK37 Autopilot engage Binary
RK38 TCAS system malfunction Binary
RK39 Hydraulic system – low pressure Binary
RK40 GPS / NAV selection Binary
RK41 AIR/GROUND sensor (active-AIR) Binary
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Procedures for verification of parameters differing from the basic arrangement of

parameters
Analog parameters
Parameter
Mark Description Status Work Procedures
Down (limit
AKF1 Aileron trim tab displacement1 – positive value Neutral position
position)
Up (limit
AKF2 Aileron trim tab displacement2 – negative value Neutral position
position)
LH Elevator trim LH Elevator trim
AVF Elevator trim tab displacement tab Down (limit tab Up (limit
position) position)
Outside 0°C simulate by submerging
OAT/2 Outside temperature 0°C Ambient of the OAT/2 sensor in drift
Temperature ice
Simulate using brake pedal
Brake Pressure Brake Pressure on
TBL LH brake pressure and read the values in the
released maximum
brake pressure indicator
Simulate using brake pedal
Brake Pressure Brake Pressure on
TBR RH brake pressure and read the values in the
released maximum
brake pressure indicator
Adjust these values in
VBN Barometric selection 29.00 30.50 Kollsman window (Barometric
altimeter)
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Discrete parameters
Parameter
Mark Description State Work Procedures
Tune up ILS frequency on
RK5 ILS/ENERGIZE mode Signal activated Signal deactivated
NAV receiver
RK6 Marker beacon signal on Signal activated Signal deactivated Perform the test of marker
RK27 Multifunction display on Signal activated Signal deactivated Turn MFD on
Push the button EGPWS
RK28 EGPWS alert Signal activated Signal deactivated
TEST
Push the button EGPWS
RK29 EGPWS warning Signal activated Signal deactivated
TEST
Set the wing flaps control
RK33 Wing flaps control lever selection in position 0° Signal activated Signal deactivated
lever to position 0°
Set the wing flaps control
lever to position 18°
Set wing flaps control lever to
position 42°
Push the button AP on the
RK37 Autopilot engage Signal activated Signal deactivated
control box of autopilot
RK38 TCAS system malfunction Signal activated Signal deactivated Leave the signal source off
Verify the hydraulic pressure
increase from low to
RK39 Hydraulic system – low pressure Signal activated Signal deactivated
maximum during engine
startup procedure
Change the NAV/GPS
RK40 GPS / NAV selection Signal activated Signal deactivated
selection on the annunciator
Trigger/un-trigger the micro
RK41 AIR/GROUND sensor (active-AIR) Signal activated Signal deactivated switch on the front landing
gear leg
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(III) Description and operation of the Module LOAD_FDR

General
Software module LOAD_FDR serves for operation and inspection of BUR 1-2G recorders with
SPEEL FDR-59BL memory unit. It enables basic operation of FDR, i.e. transfer of data records
from FDR to PC. This module provides the following basic functions: reading of saved data,
status information, reading of the entire operational memory.
Reading of the entire backup memory, erasing of operational and backup memory can only be
done by the FDR manufacturer with the supervisor authorization.

HDD PC Hard Disc
HW PC Hardware
PANDA Software package for downloading, processing, evaluation, a analyzing of
flight data from on-board recorders a monitoring systems
LOAD_FDR Software module for copying of records from the FDR-59BL flight data
recorder to HDD PC
S/N Serial number
USB Universal Serial Bus Bar
USB-COM USB to serial COM converter (necessary at newer notebooks not provided
with RS 232 communication port).
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Requirements
LOAD_FDR module must be installed (installation CD) on the PC HDD.
(c) The PANDA software package and its individual modules (including LOAD_FDR) are
PANDA software. During installation, follow the procedure in the PANDA manual – section
5. Installation. The HASP driver is installed simultaneously with the Panda SW.
(e) If the PC is not equipped with COM RS 232 hardware serial port, connect the SPEEL USB-
(f) Copying of data records from FDR to PC can only be done by people trained in “Level I“ by
NOTE: The person calibrating analog parameters must first make sure the HW requirements
have been met, the PANDA software has been installed properly, proper calibration
files have been used, as well as other requirements.
LOAD_FDR module description

The upper section of the initial LOAD_FDR module screen (Fig. 567) contains the main menu,
while the toolbar with “speed“ buttons is located below it. The “LED diode“ is located next to the
buttons and it indicates the communication status between the LOAD_FDR module and the
FDR. The middle section of the screen contains a field with basic information (operator,
workstation, airport altitude). The bottom section contains a status bar showing the
communication status with the FDR. Connection of the FDR unit is displayed in the left corner
of the status line in the bottom section of the initial screen in the “Device“ box.
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Fig. 567 – Initial screen of the LOAD_FDR module
The main menu contains the following tabs:
FDR
• enable data transcription, display of information and reading of the whole operation memory of
FDR. Fold is active when the communication between FDR and PC is established only
Setup
• enable programme setting (file name editing, memory reading, testing display, automatic
testing, communication channel, etc. )
Help
• displays help
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Speed Button:
- button for activation of reading from the FDR memory unit
- button for FDR connection status testing
- LED diode – connection status indication
- button for LOAD_FDR module termination
- button displaying application info
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Instructions for LOAD_FDR module servicing

(A2) Communication link setting between FDR a PC
NOTE: The communication line between the FDR and the PC after installation of the PANDA
software package must be set up only once. The communication line setup must be
recovered only if there have been problems or after reinstallation of the PANDA software
package.
(a) Make sure the FDR on the aircraft if off.
(b) Connect LOAD-V cable to the FDR-59BL socket.
(c) Connect the other end of the LOAD-V cable to COM port of the PC (or use COM-USB
converter).
(d) Turn the switch on the LOAD-V cable to “R“ position.
(e) Turn on the PC and FDR on the aircraft.
(f) Make sure the HW key is inserted in the PC USB port.
(g) From the root directory or using a shortcut, launch the LOAD_FDR.exe module of the
(h) To display the initial screen (Fig. 567) set up the communication between the FDR and the
LOAD_FDR module, as follows:
• Click on the “Setup“ tab, then on the “Communication link“ item to set it up (Fig. 568).
Fig. 568 – Dropped down “Setup“ menu
• When the dialog box appears (Fig. 569) click on the “Find“ button to auto-detect the
COM port on the PC to which the FDR is connected.
• To verify the communication between the FDR and the LOAD_FDR module, use the
“Test“ button and the status bar (under the “Test“ button) which displays system
messages – whether the module communicates with the unit (FDR) (Test OK – FDR-
BUR) or not (Test Error – The device does not communicate!).
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NOTE: To transmit recorded data from FDR to PC, the device (FDR) must communicate with
the LOAD_FDR module.
Fig. 569 – Communication line setup (number of installed COM ports depends on the PC hardware setup)
(i) Click on the “OK“ button to save the communication line setup.
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(B2) Data transcription
(a) After launching of the LOAD_FDR module, activate the communication between the FDR
and the PC by clicking the “Computer” button .

Activation will manifest itself by:
• enabling of the “Data“ button on the toolbar (Fig. 567),
• enabling of “FDR“ tabs in the main menu (Fig. 567),
• status change in the “Device“ box in the upper left corner of the initial screen from
empty to “FDR-BUR / 4“ (Fig. 570),
• the orange LED on the FDR block lights up.
Fig. 570 – “Device“ box
Advice: If you wish to test the link between the FDR and the PC automatically, not
manually, using the “Computer“ button (toolbar), check “Automatic test“ option on the
“Setup“ tab (Fig. 568).
(b) Click on the “Data“ button to activate data transfer between the FDR and the PC
(Fig. 571).
Fig. 571 – Data transfer
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(c) The “Records directory“ window will appear after the data transfer (Fig. 572).
Fig. 572 – “Records directory window in FDR-BUR - Data“
Columns:
• Order – ordinal number of the record (the last record in the FDR memory is the first,
number 01)
• Record length – record length in Bytes
• Record length – record length expressed as time
NOTE: Time of the record can be expressed in two formats:
• 0:41:00 – uses 24h time format in OS Windows „Local and language setup“
• 12:41:00 – uses 12h time format in OS Windows „Local and language setup“
Graphic symbols:
Left of the record ordinal number (“Order“) column, there are graphic symbols indicating:
• Mark of the last read record
• Correctly read record
• Erroneously transferred record
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Buttons:
- Automatic transfer of all data record
- Transfer of highlighted data record
- The button marks the last read record
- The button closes the “Records directory“ window
Status bar:
The line informs of the current number of records in the SPEEL FDR-59BL memory unit in
the aircraft.
(d) Mark the record you wish to transfer (Fig. 573).
Fig. 573 – Marking of the data record
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(e) Click “Read“ to transfer the record you marked from FDR to PC HDD (Fig. 574).
Fig. 574 – Data record reading
(f) After the record transfer, there appears the “Record information“ dialog box (Fig. 575)
where you can enter information on the crew, aircraft and flight, such as: names of pilots I
and II, flight date, start time, flight no., mission code, fuel – start, flight– stop, weight and
comment (completion of the data is not mandatory).
Fig. 575 – Window “Record information”
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NOTE 1: Aircraft S/N, flight date and start time are automatically expressed in the data file
name “Dxx“ (Fig. 575 – “Filename“ box).
NOTE 2: If the aircraft S/N (set on the coding connector of the PU-25 control box or on the
DEP-25 panel) is not identical with the S/N in the recorder memory (see CALB_FDR
module – Information save), the following warning message appears (Fig. 576).
Fig. 576 – Warning (aircraft S/N in the recorder memory and the S/N set on the coding connector of the PU-
25 control box or on the DEP-25 panel differ)
(g) Click on “OK“ (Fig. 575) to complete the data record transfer. The data file “Dxx“ containing
flight data recorded by the FDR flight recorder, including additional information on the
record itself, are stored in the PANDA software package directory (default path
C:\Panda\L410\S/N of the aircraft).
NOTE: The subdirectory named after the aircraft S/N does not have to be created in the
PANDA software package root directory, because it is created automatically when the
record is saved (Fig. 577).
Fig. 577 – Subdirectory created from the aircraft S/N
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(h) The saved record – “Dxx“ data file (Fig. 578) can be used for graphical analysis of analog
and digital parameters using the VIEW module, supplied with the PANDA software
package.
Fig. 578 – “Dxx“ data file stored on PC HDD
(i) If you choose to download other flight records, repeat steps (d) to (g) in this chapter.
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(IV) Description and operation of the Module VIEW_FDR

General
The VIEW software module serves for graphic analysis of the flight data saved in “Dxx“ type
data files, downloaded from the FDR memory using the LOAD_FDR module.

HDD PC Hard Disc
HW PC Hardware
PANDA Software package for downloading, processing, evaluation, a analyzing of
flight data from on-board recorders a monitoring systems
S/N Serial number
VIEW Software module for graphic data analysis
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Requirements
(a) For inspection and maintenance of FDR recorders you need to install the PANDA software
package with the VIEW module (installation CD) on the PC HDD.
(c) The PANDA software package and its individual modules (including REAL_FDR) are
PANDA software. During installation, follow the procedure in the PANDA manual – section
5. Installation. The HASP driver is installed simultaneously with the Panda SW.
(d) Graphic analysis of flight data can only be opened by persons trained in “Level I“ by
NOTE: The person graphically analyzing flight data must first make sure the HW
requirements have been met, the PANDA software has been installed properly,
proper calibration files have been used, as well as other requirements.
VIEW_FDR module description

The upper section of the initial VIEW module screen (Fig. 579) contains the main menu, while
the toolbar with “speed“ buttons is located below it. The middle section of the initial screen
displays graphic behavior of selected parameters (analog, discrete). The status bar is in the
bottom section of the screen displays basic information required for quick orientation in the
record and information affecting parameters behavior drawing.
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Fig. 579 – Initial screen of the VIEW module
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Speed buttons:
NOTE: Some buttons are only available from version 2.0 (Release 129 Build 139) or higher.
- This button reads the data file
- This button reads the setup file
- The button saves the setup file
- The button selects displayed parameters
- The button changes the color of displayed parameters
- The button displays selected analog and discrete parameters
- The button displays analog parameters only
- The button displays discrete parameters only
- The button zooms in the displayed behaviors
- The button zooms out the displayed behavior
- Displays the entire record
- Step back
- Step forward (see Note)
- The button inserts a temporary mathematic parameter (see Note)
- Selection of primary or secondary units
- Prints selected parameters
- Reset Zoom button (see Note)
- Parameter Scales and Shifts Reset button (see Note)
- VIEW module close button
- The button displays info on the application
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Instructions for VIEW module servicing

(A3) Flight data analysis
(a) Switch on the PC.
(b) Make sure the HW-KEY is inserted in the PC USB port.
(c) Launch, either from the root directory, or using a shortcut, the VIEW.exe module of the
(d) After displaying of the initial screen (Fig. 580) click on the button (toolbar) to read the
“Dxx“ data file (Fig. 581) in the root directory of the PANDA software package (default path
C:\Panda\L410\S/N of the aircraft).
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Fig. 580 – Initial screen of the VIEW module (first launching)
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Fig. 581 – reading of “Dxx“ data file
(e) Select the data file by clicking it and click “Open“.
NOTE: Highlighting of the desired data file will display additional information on the record
entered in the LOAD_FDR module (Fig. 581).
(f) Click (toolbar) to display the “Select parameters“ window.
(g) Select the parameters you wish to display from the list of displayed analog parameters
(“Displayed as analogs“ tab - Fig. 582a) and discrete parameters (“Displayed as discrete“
tab - Fig. 582b). Double click on the required parameter in the list (Analog / Discrete
parameters) or highlight it and click the “Select arrow“ button (in the middle of the “Select
parameters“ window), to move the selected parameter from “Analog / Discrete parameters“
to “Selected analog / discrete parameters“.
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Fig. 582a – List of selected analog parameters
Fig. 582b – List of selected discrete parameters
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Buttons:
- The button moves the selected parameter from “Analog / Discrete parameters“ to
“Selected analog / discrete parameters“
- The button moves all parameters from “Analog / Discrete parameters“ to “Selected
analog / discrete parameters“
- The button moves the selected parameter from “Selected analog / discrete
parameters“ to “Analog / Discrete parameters“
- The button moves all parameters from “Selected analog / discrete parameters“ to
“Analog / Discrete parameters“
- The button changes the color of the selected parameter in “Selected analog /
discrete parameters“
(h) Click “OK“ to confirm your selection of parameters.
(i) Click (toolbar) to display the “Setup parameter color“ window (Fig. 583).
Fig. 583 – “Setup parameter color“ window
(j) In the list of “Selected analog / discrete parameters“ (“Displayed as analogs / discrete“
tabs) double click the required parameter to edit its color in the “Edit Colors“ window
(Fig. 584).
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Fig. 584 – “Edit Colors“ window
(k) Select color for the chosen parameter and click “OK“ to confirm. The changed color will
manifest itself in the color symbol next to the parameter name (Fig. 585).
Fig. 585 – “Setup parameter color“ window with colored parameters
(l) Click “OK“ to confirm the changes in the “Setup parameter color“ window.
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(m) Click the “Windows“ dropdown menu in the basic VIEW module screen (Fig. 579), then
click “Values“ (Fig. 586) to display the “Values“ window (Fig. 587) in the basic VIEW
module screen (Fig. 588).
Fig. 586 – “Windows“ menu
Fig. 587 – “Values“ window with displayed physical values at the cursor position
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Fig. 588 – “Values“ window with selected colored parameters in the basic VIEW module screen
(n) Move the graphic cursor using the keyboard (Fig. 589) to display the values at the cursor
position in the “Values“ window. The “Values“ window displays physical values of selected
analog parameters ( “Displayed as analogs“ tab) or selected discrete parameters
(“Displayed as discrete“ tab) as it changed in time (Fig. 588). If you wish to analyze all
parameters (analog and discrete) simultaneously, click the “Associated“ tab.
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Key / Combination of keys Function
Moves the graphic cursor 10 seconds

backward
Moves the graphic cursor 10 seconds forward
+ Moves the graphic cursor 1 second backward
+ Moves the graphic cursor 1 second forward
Moves the graphic cursor 1/8 second
+ backward
+ Moves the graphic cursor 1/8 second forward
+ Marks the block beginning
+ Marks the block end
Fig. 589 – Changing the graphic cursor position using the keyboard
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(o) Displaying of selected parameters can be changed by clicking “Windows“ menu item and
selecting “Parameters“ (Fig. 586). Click “Parameters“ to display the dialog box of the same
name with active “Scale“ tab, where you can change the axis Y scale (Fig. 590) for
individual parameters.
Fig. 590 – “Parameters“ window with the “Scale“ tab
The “Offset on Y axis“ tab (Fig. 591) makes it possible to shift individual parameters on Y
axis. The entered value (“Value“) is in pixels.
NOTE: This option does not affect the displayed value, only its graphic representation.
Fig. 591 – “Parameters“ window with “Offset on Y axis“ tab
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The “Y axes“ tab (Fig. 592) makes it possible to shift Y axes for individual parameters.
Fig. 592 – “Parameters“ window with “Y axes“ tab
The “Horizontal raster“ tab (Fig. 593) makes it possible to display additional horizontal
raster for individual parameters.
Fig. 593 – “Parameters“ window with “Horizontal raster“ tab
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The “Level“ tab (Fig. 594) makes it possible to display horizontal lines in the graph related
to the entered value using currently chosen units. Displaying of the parameter level is
suitable for quick visual analysis of exceeding of entered values.
Fig. 594 – “Parameters“ window with “Level“ lab
NOTE: Detailed information on the setup and description of individual VIEW module
features is on the PANDA software package installation CD in the VIEW user
manual (View_EN.pdf).
(B3) Flight data printing
(a) Print the flight data by clicking the “File“ menu item (Fig. 579) and choosing “Print“
(Fig. 595) for printing of selected parameters behavior, or just enter “CTRL+P“.
Fig. 595 – Dropped down “File“ menu item
NOTE: If you are printing flight data for the first time, set up the printer first (click “Printer
setup“ – Fig. 595) and the margins (“Margin setup“ – Fig. 595). Then proceed
pursuant to article (a) in this chapter (B3).
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INSPECTION / CHECK
1. Functional checkup and automatic activation testing of the BUR-1-2G recorder

A. Fixture, Test and Support Equipment Ground power unit
E. Procedures
(1) Connect the ground power unit to the aircraft.
(3) Take the parking area safety measures prescribed for the start of aircraft engines.
(4) Check the ON condition of the recorder power supply circuit breaker placed between frames
No. 1 and No. 2.
(5) Turn on the switches BATTERY I, II and RECORDER placed on the overhead panel.
(6) Make sure that the PRU ON switch placed on the PU-25 control panel in turned off.
(7) Make sure that the REC FAIL signal lamp is lighted.
(8) Push the E49 terminal switch on the nose landing gear.
(9) Make sure that REC FAIL lamp placed on the PU-25 control panel has got extinguished.
The ZBN-1-1 recorder has been started.
(10) Turn off the E49 terminal switch in the nose landing gear. The REC FAIL signal lamp must get
lighted.
(11) Start the engines. The REC FAIL lamp on the PU-25 control panel must get extinguished.
(12) Stop the engines. As soon as they stop rotating, the REC FAIL signal lamp on the PU-25
control panel must get lighted again.
(13) Turn off all circuit breakers and switches that have been turned on.
(14) Turn off (according to your own decision) the K16 circuit breaker placed between the frames
No. 1 and No. 2.
(15) Disconnect the ground power unit from the aircraft.
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2. Functional test of the BUR-1-2G recorder system in the aircraft by test record decoding
A. Fixture, Test and Support Equipment UKAMP pressure generator or equivalent portable
pitot static tester (e.g. BARFIELD 1811D)

UPG-48 rotary table or other equivalent tilting table

UVOP-1 decoding and displaying equipment
Record processing equipment SNUO-1 for

processing of BUR-1-2G records

Periodical
E. Procedures
(1) Make sure that all sensors and matching equipments have been properly tested and that their
calibration charts are available.
(2) Connect the ground electric power supply to the aircraft and make sure that its output voltage
stability is satisfactory.
(3) Turn on the BUR-1-2G system circuit breaker placed between frames No. 1 and No. 2. Turn on
the RECORD switch placed on the overhead panel as well.
(4) Make sure that the REC FAIL lamp placed on the PU-25 control panel is lighted as far as the
PRU ON switch is in its OFF position.
(5) Turn the PRU ON switch to its position ON. The REC FAIL lamp on the PU-25 control panel
must get extinguished.
(6) Set the following data on the PU-25 control panel:
• time (TIME)
• date (DATE)
• flight No. (FLT)
• levelling (CG)
• takeoff mass (TOW)
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(7) Perform the functional test of the ZBN-1-1 recorder with container as follows: switch the
PRU ON switch placed on the PU-25 control panel from its position OFF to the ON position for
15 seconds and then turn it off again. The REC FAIL signal lamp on the PU-25 control panel
must not be lighted with the PRU ON switch in its ON position.
(8) Perform the test record of parameters in 5 phases. A certain amount of analog one-shot signals
is recorded in each of the test phases in accordance with table 3. Each of the parameters is
recorded in two modes for a time of 1 to 2 minutes. The data of group No. 5 are to be recorded
with aircraft engines running. Write the record timing and the parameter settings.
Turn on the system power supplies:
• for group 1 - rime signaling device, KRA 405 radar altimeter
• for group 2 - wing flaps, stalling signaling system, ABC
• for group 3 - fuel level indicators, fire signaling system, propeller feathering, A 58 and A 55
circuit breakers placed between frames No. 7 and 8, 3 x 36 V / 400 Hz voltage converters
• for group 4 - radio communication equipment, trim tabs, signaling units, IELU, 3x36 V /
400 Hz voltage converters, course system, KRA 405 radar altimeter
• for group 5 – lift spoilers, generators, 3x36 V / 400 Hz voltage converters, electric signaling
units, pneumatic de-icing system
(9) Perform a test record observing instructions specified in table 3.
Table 3 – PARAMETER TEST RECORD
UVOP-1 selection Parameter setting Operation performed

and display during the record
Parameter
equipment code preparation and
setting performing
Mode 1 Mode 2
1st group analog parameters
11 63 015 BCB Barometric altitude Barometric 1000 m 3000 m Connect the UKAMP
altitude generator to the static
pressure sensors for the
record duration (the
UKAMP equipment
should be provided with
a monitoring altimeter);
create an under-
pressure corresponding
to an altitude of 1000 m
and 3000 m (taking into
consideration the
monitoring altimeter
correction).
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Parameter
setting performing
Mode 1 Mode 2
11 15 115 BCB Geometric height 1500 feet 300 feet Set an height of 1500
HAGL feet and 300 feet for the
record duration
11 03 215 BCB Angular speed about By means of UVOP-1 equipment check for Remove the transmitter
“X” axis proper recording of the sense of rotation of from the bracket and
DUSU-1-30AS transmitter place it in such a way
that aircraft axis about
which the angular
speed is measured
passes through the
mark on the transmitter.
Rotate the transmitter
about the axis in one
and the opposite
direction and check for
proper recording of the
sense of rotation
according to calibration
table.
11 12 215 BCB Elevator angular Up (limit position) Down (limit

excursion position)
11 23 115 BCB Load factor in the X- +1 -1 Adjust the sensor to

axis make the “+” pointer of
the KPA-5 set point
downwards before
starting the 1st mode
record; re-adjust the
sensor to make the
KPA-5 set “+” – pointer
point upwards for the
2nd more record.
1st group one-shot commands
11 14 013 BCB L.H. PCL in position Signal advanced Signal not The propeller control
FEATHER advanced levers are to be set to
their position FEATHER
for the 1st mode record.
11 15 013 BCB R.H. PCL in position Signal advanced Signal not

FEATHER advanced
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Parameter
setting performing
Mode 1 Mode 2
11 49 013 BCB Ice detector Signal advanced Signal not Simulate icing
advanced conditions by retaining
(braking the ice detector
for the 1st mode record
duration
2nd group analog parameters
11 17 115 BCB Flight speed 350 km/h 100 km/h Connect the UKAMP
pressure generator to
the DPSM-1 pressure
sensor for the 1st mode
record create a
pressure corresponding
to a flight speed of 350
km/h using the
monitoring airspeed
indicator and maintain
this pressure at a
constant value; for the
2nd mode record create
a pressure
corresponding to a flight
speed of 100 km/h.
11 08 215 BCB Angular speed about By means of UVOP-1 equipment check for Proceed in the same
“Y” axis proper recording of the sense of rotation of way as described for
DUSU-1-30AS transmitter. the angular speed
about “X” axis.
11 13 215 BCB Angular excursion of L.H. aileron up (limit L.H. aileron up

ailerons position) (limit position)
11 02 315 BCB Load factor Y-axis +1 -1 Set the KPA-5

direction equipment sensor
pointer “+” downwards
before the 1st mode
record and upwards
before the 2nd mode
record.
2nd group one-shot commands
11 43 013 BCB Signal FLAPS IN Signal advanced Signal not Flaps must be adjusted
ZERO POSITION advanced to prescribed position
using the E5 switch for
11 56 013 BCB Signal FLAPS IN 18 Signal advanced Signal not the 1st mode record
DEG POSITION advanced
11 63 013 BCB Signal FLAPS IN 42 Signal advanced Signal not

DEG POSITION advanced
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Parameter
setting performing
Mode 1 Mode 2
11 55 013 BCB Stall speed signaling Signal advanced Signal not E49 end switch must be
device activation advanced closed for the the 1st
mode record on ground
11 54 013 BCB Voltage in the 115 V/ Signal advanced Signal not Turn on the 115 V / 400
400 Hz distribution advanced Hz voltage converter for
system the 1st mode record
11 20 013 BCB Signaling VOLTAGE Signal advanced Signal not Turn on the 115 V / 400
IN THE 36 V advanced Hz converter for the 2nd
SYSTEM PRESENT mode record
11 19 013 BCB Signal LANDING Signal advanced Signal not End switches E41, E42,
GEAR DOWN advanced E45 must be closed for
1st mode record
3rd group analog parameters
11 09 215 BCB Angular speed about By means of UVOP-1 equipment check for Proceed in the same
proper recording of the sense of rotation of way as described for
“Z” axis DUSU-1-30AS transmitter the angular speed
about “X” axis.
11 11 215 BCB Rudder angular Left (limit position) Right (limit

excursion position)
11 30 015 BCB Voltage in the 27 V 20 V 28.5 V

DC system
11 62 016 BCB R.H. engine control Rear stop Front stop Adjust the power control
lever position levers to the rear stop
position before the 1st
mode record, re-
adjusting them to the
front stop position
before the 2nd mode
one. Enter the angle
setting of power control
levers read on the
power control lever
position indicator into
Enclosure P3.
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Parameter
setting performing
Mode 1 Mode 2
11 14 115 BCB Load factor in the +1 -1 Set the KPA-5 sensors

to make the “+” pointer
Z-axis point downwards before
1st mode record and
upwards before the 2nd
mode record
3rd group one-shot commands
11 41 013 BCB Signal MINIMUM Signal advanced Signal not Perform during the
FUEL – L.H. GROUP advanced minimum fuel quantity
transmitter adjustment
11 42 013 BCB Signal MINIMUM Signal advanced Signal not procedure
FUEL – R.H. GROUP advanced
11 58 013 BCB Voltage at the S2B Signal advanced Signal not Circuit breakers A58
busbar advanced and A37 must be turned
off for the 2nd mode
record. Turn the circuit
breakers on again after
having performed the
record.
11 59 013 BCB Voltage at the the Signal advanced Signal not Turn the A55 and A61
S3B busbar advanced circuit breakers off for
the 2nd mode record.
Turn them on again
having performed the
record.
11 02 013 BCB L.H. engine fire Signal advanced Signal not Simulate the L.H. (the
signaling system advanced R.H.) engine fire by M
activated 267 (M 268) push
button closing for the 1st
11 03 013 BCB R.H. engine fire Signal advanced Signal not mode record.
signaling system advanced
activated
11 40 013 BCB WATER INJECTION Signal advanced Signal not For the 1st mode record
light signaling cell advanced the WATER INJECTION
illumination signal circuit breaker must be
switched on, power
control lever set to its
forward position and
water injection
pushbutton pressed
down.
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Parameter
setting performing
Mode 1 Mode 2
4. group analog parameters
11 22 115 BCB Rudder trim tab Left limit position Right limit position
excursion
11 31 016 BCB L.H. engine control Rear stop Front stop Adjust the power control
position lever to the rear stop
position before the 1st
mode record, re-
adjusting it to the front
stop position before the
2nd mode. Enter the
data read on the power
control lever position
indicator into Enclosure
P3.
4th group one-shot signals
11 12 013 BCB 1st pilot’s transition to Signal advanced Signal not Switch on the push button
external radio advanced switch FA 7 for the 2nd
communication mode record
11 13 013 BCB Co- pilot’s transition Signal advanced Signal not Turn on the FA 10 push
to external radio advanced button switch for the 2nd
communication mode record.
11 29 013 BCB L.H. engine IELU Signal advanced Signal not Perform the 1st mode
intervention advanced record in accordance with
chapter 071 of this
Manual.
11 57 013 BCB SLAVE mode of the Signal advanced Signal not 1. For the 1st mode record
course system advanced the change-over switch
on the course system
control panel must be
switched over to SLAVE
position.
11 21 013 BCB Dangerous altitude Signal advanced Signal not Adjust the dangerous
signaled by the radar advanced altitude index of the KRA
altimeter 405 radar altimeter to the
position 100 feet and
push the push-button
“TEST” for the 1st mode
record. Repeat 5 times.
11 30 013 BCB R.H. engine IELU Signal advanced Signal not Perform the 1st mode
intervention advanced record in accordance with
chapter 071 of the
Manual
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Parameter
setting performing
Mode 1 Mode 2
11 22 013 BCB Ground spoiler Signal advanced Signal not The E 184 switch must be
extension signal advanced switched on and the E181
and E 185 pushbuttons
pressed down for the 1st
mode record
11 17 013 BCB Signal of airframe Signal advanced Signal not Deicing system must be
deicing system advanced switched on on the D 82
switching-on by control panel for the 1st
screw mode record
11 50 013 BCB Pneumatic deicing Signal advanced Signal not The signal is supplied
system action signal advanced after the K 59 pressure
transmitter is on
5th group analog parameter
11 64 014 BCB R.H. propeller r.p.m. 1000 1800 at 1000 Maintain the R.H.
r.p.m. propeller speed at
1000 r.p.m. for the 1st
mode record , adjusting
1800 r.p.m. and
maintaining this speed
for 30 s during the 2nd
mode one
11 21 115 BCB R.H. engine torque 20% 60%
11 32 014 BCB R.H. engine 70% 90% Maintain the R.H.

generator r.p.m. engine gas generator
speed at 70% for the 1st
mode record, adjusting
90% speed and
for 30 s for the 2nd
mode one.
11 48 014 BCB L.H. propeller r.p.m. 1000 min-1 1800 min-1 Maintain the L.H.
propeller speed at
1000 r.p.m. for the 1st
1800 r.p.m. and
for 30 s for the 2nd
mode one.
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Parameter
setting performing
Mode 1 Mode 2
11 16 014 BCB L.H. engine 70% 90% Maintain the L.H.

generator r.p.m. engine gas generator
speed at 70% for the 1st
90% speed and
maintaining it for 30 s
for the 2nd mode one.
11 20 115 BCB L.H. engine torque 20% 60%
5th group one-shot commands
11 24 013 BCB R.H. engine minimum Signal advanced Signal not

oil pressure advanced
11 26 013 BCB R.H. engine minimum Signal advanced Signal not

fuel pressure advanced
11 47 013 BCB R.H. engine Signal advanced Signal not The 2nd mode signal
generator advanced must be sensed with
malfunction operating R.H. engine
11 23 013 BCB L.H. engine minimum Signal advanced Signal not
oil pressure advanced
11 25 013 BCB L.H. engine minimum Signal advanced Signal not
fuel pressure advanced
11 46 013 BCB L.H. engine Signal advanced Signal not The 2nd mode signal
generator advanced must be sensed with
malfunction operating L.H. engine
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Parameter
setting performing
Mode 1 Mode 2
11 44 013 BCB L.H. engine Signal advanced Signal not 1. Turn on the circuit
automatic propeller advanced breakers PROP.
feathering circuit FEATHERING and
activation AUT. BANK
CONTROL. On the
11 45 013 BCB R.H. engine Signal advanced Signal not centre control console
automatic propeller advanced switch on the AUT.
feathering circuit BANK CONTROL
activation switch under the cover
11 60 013 BCB Left Signal advanced Signal not and AUTO FEATHER
ABC-tab extension advanced switch. Set both power
control levers to a
11 61 013 BCB Right Signal advanced Signal not position corresponding
ABC-tab extension advanced to 30% torque. Push
the push-button
FEATHERING AUTO
on the left-hand
console. Set the L.H.
power control lever
control to idle. The R.H.
ABC tab extends and
the L.H. propeller is
feathered.
2. Release the
pushbutton, switch off
and back on PROP.
FEATHERING and
AUT. BANK
CONTROL circuit
breakers. Use the
same procedure for the
other engine.
11 34 013 BCB LH engine BETA Signal advanced Signal not Set the propeller control
RANGE signal advanced lever to low pitch, the
power control lever to idle
11 35 013 BCB RH engine BETA Signal advanced Signal not power, lift up the reverse
RANGE signal advanced stop and shift the power
control lever to reverse
power till “BETA RANGE”
signaling cell on CWD
illuminates.
11 27 013 BCB Signal of LH engine Signal advanced Signal not For the 1st mode record
feathering pump advanced simulate switching on of
switching on the LH engine / RH
engine feathering pump
11 28 013 BCB Signal of RH engine Signal advanced Signal not by depressing
feathering pump advanced FEATHERING AUTO
switching on LH / RH pushbuttons
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(10) Detach the tape movement drive MLP-23 from the ZBN-1-1 recorder-and-container unit and
connect it into the assembly of the special ground record processing equipment type SNUO-1.
(11) Decode the records written on the magnetic tape. Record the operational data read on the
UVOP-1 equipment indicator.
(12) Process and evaluate the decoded records using the calibration charts. Enter the processed
results in to the tables.
(13) Compare the data obtained by decoding. The parameters set for and during recording should
be of the same value. Check for proper condition of all channels given in table 3. While doing
this the accuracy of the record of analog parameters must be observed including an inaccuracy
of transmitters of ± 5%.
(14) Having accomplished the analysis, remove the tape movement drive MLP-23 from the SNUO-1
equipment and re-install it into the ZBN-1-1 recorder-and container unit to perform further
records.
(15) Turn off all circuit breakers and switches placed on the ceiling panel.
(16) Disconnect the ground electric power supply from the aircraft.
NOTE: The above work items (10) to (14) is not mandatory working action but only
supplementary one which is recommended to be carried out when ground record
processing equipment SNUO-1 is available.
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BSPI-4-2 FLIGHT DATA GATHERING UNIT (if installed)

1. Purpose
The BSPI-4-2 flight data gathering unit is specified for reception of analog frequency and pulse signals
as well as for analog frequency and pulse signals as well as for processing of these signals into a digital
binary code and for generating a stabilized voltage for potentiometer-type sensors.
2. Technical data
The BSPI-4-2 unit is placed in a metal casing placed in a damped frame type PA-37. Two encoding
equipments with programmable inputs and with programming of interrogations (OPR 28) are placed on
the front panel of the unit.
The operational inability of the BSPI-4-2 flight data gathering unit as well as the same condition of the
ZBN-1-1 recorder is signaled by two lamps located in the upper front panel section.
The RESET push button switch is used to initialize the self-control system. Six fuses placed
on the right-hand side of the front panel are used to protect five groups of potentiometer-type sensors
against short circuit another one protecting the whole unit against short circuit and overload.
The plug may be used either to interconnect a check equipment or to connect the UVOP-1 decoding and
display unit.
The unit itself is transported by handles provided with levers used to push the unit into the PA-37 frame
interconnecting it at the same time with the other system parts. Code apertures on the connector serve
for an unambiguous seating and interconnection of the unit in the frame.
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FIG. 1 THE BSPI-4-2 FLIGHT DATA GATHERING UNIT

(1) BSPI-4-2 flight data gathering unit, (2) Input encoding equipment, (3) Interrogation encoding
equipment, (4) BSPI and ZBN check signal lamps, (5) Fuses, (6) Handles with arms,
(7) Push button switch RESET, (8) Type plate, (9) Connector, (10) By-pass connection
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3. Operation
The BSPI-4-2 flight data gathering unit is used to receive and to process twenty-five analog parameters
with a possibility of input frequency programming depending on type and quantity of supplied signals, a
programming of interrogation sequence of the measurement channels and of the frequency of
interrogations in each of the channels with maximum 64 measurements in a second is enabled as well.
The measured channels are assigned by a program with following limit possibilites:
• 6 channels for optional signals with the exception of low frequency ones
• 8 channels for optional signals with the exception of low frequency ones and of turn-off angles
• 7 channels for d.c. signals supplied by the potentiometer-type sensors (the 5V supply voltage is
supplied by the BSPI-4-2 flight data gathering unit)
• 4 channels for signals with frequency of 7 and 100 Hz
The input signals are processed into two code types, namely into the dual-frequency and the bipolar
ones. The BSPI-4-2 collector unit may be used for reception and encoding of signals for the operational
data, i.e. the aircraft number, the flight number, the take off mass value, the levelling and the departure
date and time.
In addition, the BSPI-4-2 gathering unit is used to process 48 one-shot commands supplied by a single-
wire d.c. linesin voltage ranges of 2.6 to 33 Volts.
For a detailed description of the unit and for its circuit Diagram
see the BSPI-4-2 MANUAL 6L3.038.010 RE.
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SERVICING
1. Checkup and replacement of fuses in the BSPI-4-2 flight data gathering unit
B. Materials Vsh-1 fuse 2A/250V
Vsh-1 fuse 0.25A/250V (Both fuse types can be

founded the set of spare parts)
E. Procedures
(1) Turn off the RECORDER switch placed on the overhead panel.
(2) Push and rotate the fuse mount cap CCW and then pull the fuse out.
(3) Use an ohmmeter to measure the fuse resistance. The ohmmeter reading must be zero ohms.
(4) If the ohmmeter reads an infinite resistance, replace the fuse by a new one.
(5) Push the new fuse into the cap.
(6) Install the cap with a new fuse into the fuse mount, push is slightly and the rotate it CW.
(7) Close the door in frame No. 21.
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1. BSPI-4-2 flight data gathering unit detachment

C. Tools Screwdriver L 410.9141-05
E. Procedures
(2) Use the L 410.9141-05 screwdriver to open the door in the upper part of frame No. 21
CAUTION: PERFORMING OF DETACHMENT WORKS WITH POWER SUPPLIERS IN “ON”

CONDITION IS STRICTLY PROHIBITED!
(3) Disconnect the bridging interconnection from the minus clamp
(4) Put your hands onto the unit handles and use your index fingers to push the lever securing
knots.
(5) Tilt the levers downwards up to the stops.
(6) Hold the unit by its handles and pull it out from the frame.
(7) Use the L 410.9141-05 screwdriver to shut the door in the frame No. 21.
2. BSPI-4-2 flight data gathering unit installation

E. Procedures
(2) Use the L 410.9141-05 screwdriver to open the door in the upper part of frame No. 21.
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CAUTION: THE UNIT MUST NOT BE INSTALLED WITH POWER SUPPLIERS IN “ON”
CONDITION!
(3) Hold the unit by its handles, adjust its position in the frame and then push it to the stop.
(4) Use the levers to push the unit into the frame up to its stop.
(5) Secure the position of the levers on the unit handles (a click must be clearly audible)
(6) Connect the bridging interconnection to the minus clamp of the airframe.
(7) Use the screwdriver L 410.9141-05 to shut the door in frame No. 21.
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ZBN-1-1 RECORDER WITH CONTAINER (if installed)

1. Purpose
The ZBN-1-1 recorder and container unit is specified for recording and storing of data acquired during the
flight. The data are recorded onto magnetic tape using a group of twelve record heads arranged in twelve
tracks. Another group of 12 heads arranged is intended for record reading.
All data are recorded in digital-type binary coded recording. A tape drive is used to provide the tape movement
in either direction.
Having accomplished the first track record, the tape movement direction is automatically reversed and the
record is proceeded in track No. 2 etc. up to the 12th track. Having utilized the capacity of all twelve tracks, the
record is returned to the first one.
The reading heads are used for record playback during its analyses and processing on ground, or possibly,
during an operative checkup of record quality performed on ground as well.
The record is analyzed using a special ground equipment. For a record analysis, the MLP-23 tape drive must
be removed from the airborne equipment and installed into a special ground processing unit.
After this, the recordings processed in the same track that was used before its removal from the equipment.
The recorder assembly consists of a box seated on a damped base, this box contains a removable tape drive
mounted in another box resistant against shocks and high temperature.
The tape drive is fixed inside its container using a lock lever and a centering pin.
The MLP-23 tape drive is formed by magnetic recording equipment installed in a separate box containing the
tape drive and the magnetic recorded heads; the output power amplifier and the electric motor are mounted
from the outer box side. The rear box section is separated from the front one by a partition and comprises the
electronic recorder control equipment.
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FIG. 1 RECORDER CONTAINER SEEN FROM THE PRINTED PATTERN SIDE

(1) Combined unit, (2) Control equipment, (3) Motor speed control unit, (4) Reversing unit,
(5) Cover
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FIG. 2 ZBN-1-1 RECORDER WITH CONTAINER

(1) Casing, (2) Lock lever securing pin, (3) MLP-23 tape drive mounted in a container,
(4) ZBN-1-1 recorder front panel, (5) Container cover, (6) Container body, (7) Guide groove,
(8) Pin connector, (9) Lock lever, (10) Stop, (11) Angle iron, (12) Internal partition
2. Operation
The signals processed and encoded in the BSPI-4-2 flight data gathering unit are recorded onto
magnetic tape using always one of a group of twelve record heads. The record is read by the
corresponding read from a group of twelve ones at the output of the MLP-23 tape drive; the signal
formed in the described way is then supplied to the ZBN-1-1 recorder control unit monitoring the tape
movement and processing the output signal to a form suitable for transmission of dual-wire lines.
The tape movement is controlled by a speed stabilizing unit.
The supply voltages +15V, -15V, +5V I a –5V II are generated in a combined power supply unit.
At ambient temperatures below +10ºC ± 2ºC, the MLP-23 drive heating is turned on; the heating unit
comprises of two heaters controlled by a temperature control unit.
The supply voltage for both heaters is supplied via the X2 connector.
The encoded record signals together with the input commands are supplied to the ZBN-1-1 input via the
X1 connector.
The read signals are supplied to the dual-wire line I via the X1 connector output (i.e. the CONTROL
signal from the motor speed control unit, the track number code and the tacho sensor frequency).
For detailed information as well as for corresponding circuit diagrams see the ZBN-1-1 Technical
Handbook 6L2.769.003 RE.
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ZBN-1-1 RECORDER WITH CONTAINER (if installed)

1. ZBN-1-1 recorder-and-container detachment and installation

B. Materials Securing pin
Seal – 2 pcs.
Wire nippers
E. Procedures
(1) Detach the toilet as prescribed by the corresponding work procedure – see Chapter 038 or
cover on the 21st frame.
(2) Detachment and re-installation with power supplies in ON condition is forbidden. Turn off the
AZRGK circuit breaker placed between the frames No. 1 and 2 of the FLIGHT RECORDER
switch placed on the overhead panel.
(3) Recorder-and-container unit detachment
(a) Remove the seals and securing wires from connectors X1 and X2
(b) Disconnect the connectors
(c) Unscrew the screws fastening the damped use
(d) Disconnect the bridging strip
(e) Detach the set together with its damped base.
(f) Insert 4 stops between the ZBN-1-1 recorder casing and the damped base
(4) Recorder-and-container unit re-installation
(a) Make sure that the stops inserted between the casing and the damped base have been
removed
(b) Place the damped base so that the fastening bolt apertures flush with those provided in the
airframe
(c) Screw in the fastening bolts
(d) Connect the X1 and X2 connectors into corresponding counter-pieces
(e) Secure the connectors using securing wires and seal the securing wires
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(f) Screw the bridging strip screw into the grounding point
(5) Re-install the toilet as prescribed by the corresponding work procedure – see Chapter 038.
2. Check of the shock-absorbers of the ZBN-1-1

B. Materials Damper AP 2-1; 70-2...4 pcs.

Damper AP 2-1; 80-2...4 pcs.
Seal – lpc
C. Tools No. 697-6x120, Screwdriver

Sealing pliers
Spanner 3.5x7 CSN 23 0611.6

Periodical
E. Procedures
(1) Detach the ZBN-1-1 recorder with its damped base as prescribed by the work procedure
specified in this section.
(2) Detach the tape drive as prescribed by the work procedure specified in this section.
(3) Detach the seal from the cover (5) – see Fig. 1 of the ZBN-1-1 recorder unit – in the presence
of an authorized person.
(4) Unscrew nine M3 screws – the seal pan fastening ones – and remove the cover.
(5) Detach the motor speed control unit (3) and the control unit (2) utilizing the technological
aperture in the boards.
(6) Pull out the combined unit (1) by its angle-iron.
(7) Use the screwdriver No. No. 697-4.5x120 to unscrew 4 screws (10) – see Fig. 401 – from the
outer side. Do not loosen the screws (10) placed next to the casing.
(8) Detach the stops (1) and damper axies (4).
(9) Separate the base (3) from the cases (2).
(10) Unscrew screws (7) fastening two front dampers AP-2-1, 70-2 to the case, check (dampers
must not be cracked and all of them must be equally elastic) and detach
(if need be) the dampers and replace the two ones from the set of the spare parts instead.
NOTE: When installing the damper onto the case, its more protruding casing part should be
turned away from the case (2). The same part should be turned towards case (2)
when installing the damper onto the base.
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(11) Fasten the dampers to gib (6) tightening screws (7) with washers (8), (9).
(12) Use the screwdriver No. 697-6x120 and a 5.5x7 spanner to unscrew screws (7) fastening two
rear dampers AP-2-1, 80-2 to the case, remove the dampers and install two ones from the set
of spare parts instead.
(13) Fasten the damper tightening the screws (7) with washers (8) to gib (6).
(14) Locate case (2) on base (3).
(15) Insert axles (4) and stops (1) into the damper apertures.
(16) Fasten installed dampers using screws.
(17) Install the control unit, the speed controller and the combined unit into their function places.
(18) Install the cover and fasten it using corresponding screws.
(19) Locate the seal pan and fasten it in its place using the corresponding screws.
(20) Seal the case in presence of an authorized person.
(21) Locate all the MLP-23 tape drive into the ZBN-1-1 recorder case.
(22) Reinstall the MLP-23 tape movement drive in accordance with the work procedure specified in
this section.
(23) Reinstall the ZBN-1-1 recorder with its damped base into the aircraft equipment proceeding in
accordance with the work procedure specified in this section.
FIG. 401 ZBN CASE MOUNTING ON SPRING DAMPERS

(1) Stop, (2) Case, (3) Base, (4) Damper axle, (5) Damper, (6) Gib, (7) Screw, (8) Washer,
(9) Spring washer, (10) Screw, (11) Plate
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3. Detachment of the MLP-23 tape drive and its re-installation into the ZBN-1-1 recorder-
and-container unit case
E. Procedures
(1) Detachment and re-installation of the tape movement drive.
(2) Push the button placed on the upper lock lever end. Push the end lever away from the wall.
(3) Turn the lock lever downwards into horizontal position.
(4) Pull the MLP-23 tape drive out of the case holding it by its front wall.
(5) Locate the MLP-23 unit onto the case so that the angle irons placed on its sides engage with
the container grooves.
(6) Push the MLP-23 unit inwards up to its stop.
CAUTION: DURING THIS OPERATION, THE LOCK LEVER MUST BE UNDER ANY
CIRCUMNSTANCES IN HORIZONTAL CIRCUMSTANCES IN HORIONTAL
POSITION.
(7) Turn the lock lever upwards till the push button is locked in its secured position.
4. Check of the driving belt of the feed mechanism of the MLP-23 tape drive of the ZBN-1-1
recorder
B. Materials Packed belt
Cotton threads
Weights 20, 50, 100 g

Periodical
E. Procedures
(1) Remove the MLP-23 drive (see 031.31.02.B).
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(2) Unscrew three screw M 2.5 fixing the cover (7) and remove the cover (Fig. 402). Slacken the
screws (8) and (11) so that the drive fixing may be loosened.
(3) Check the belt. If need be insert a new belt from the set of spare parts, tools and accessories.
Tighten the screws (8) and (11).
(4) Check correct belt tensioning. Set the MLP-23 on the table so that the container (6) bottom may
be aligned with the table edge. Put the screw M 2.5x8 into hole on the belt pulley (5).
Take thread of appropriate length and fix one end on the screw in the belt pulley hole, the other
thread end is to be loaded with weights namely so that the weight are hung on it.
(5) Check of belt tensioning is carried out in two steps at the total weight mass of 150 g and 120 g
respectively. Check whether the belt tensioning corresponds with standard value. For this
purpose steplessly turn the drive handwheel (3) and determine presence of absence of drive
belt pulley (12) slip with respect to the belt. If the belt pulley (4) slips, then the screw in the belt
pulley orifice turning angle does not exceed 90˚ relative to the original position. The belt
tensioning corresponds with the standard if the belt slips at the weight mass of 150 g and does
not slip at the mass of 120 g. The belt is tensioned too much if the belt pulley does not slip at
the weight of 150 g and too low if it slips at the mass of 120 g.
(6) If the belt tensioning does not correspond with the standard, adjust it. For this purpose slacken
the screws (8) and (11) so that the belt pulley fixing may be loosened and swivel the drive unit
body of a certain angle about its axis clockwise (from the drive handwheel (13) side), if the
tensioning is unsufficient; if it is too high – then counterclockwise. Tighten the screws (8) and
(11). Check correct tensioning in accordance with standard; if it does not correspond with the
specified value adjust it.
(7) Set the cover (7) and fix it with three screws M 2.5.
(8) Set the tape drive unit into the ZBN-1-1 unit body (see 031.31.02.B).
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FIG. 402 REPLACEMENT OF THE OUTER BELT

(1) Electric motor, (2) Belt, (3) Handwheel, (4) Textolite (fabric-based laminate) belt pulley,
(5) Hole on the belt pulley, (6) Container, (7) Cover, (8) Screw, (9) Screw, (10) Drive unit body,
(11) Screw,(12) Box (on the bracket), (13) Drive unit belt pulley
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PU-25 OR DEP-25 CONTROL AND DISPLAY PANEL (if installed)

1. Purpose
The PU-25 or DEP-25 control and display panel enables entering of operational data into the flight data
record and the checkup of the mentioned data enabling their display on its light indicator in decimal code
and in any time on request. The panel enables manual activation and disabling of the recorder and
secures optical signalling of the recorder malfunction as well.
2. Description
The control and display panel is placed on the rear control panel inside the cockpit. Its control section
consists of a switch used to activate the BUR-1-2G system (1) – see Fig. 1 - of the illumination switch
(4), of control and command push buttons and, finally, of a code disk used to enter the operational data.
A checkup of entered operational data is enabled by the light display panel section.
3. Operation
The operational data are entered in decimal code using the control elements placed on the PU-25
control panel face. The digits are set by the thumbwheel switch (9) of the code disk beginning with the
most significant one. The digit set on the thumbwheel switch is transferred in binary code into the
register on pushing the push button “SHIFT” being simultaneously displayed in decimal code on the
display panel (10). In case of an erroneously entered digit, the data may be erased using the push
button CLEAR (8) and the entering may be restarted. Having set the least significant digit, set the
entered operational data code by means of the code disk. Push the INPUT push button (6) to transfer
the information from the register to the corresponding storage cell.
When entering the time information, the time data setting is entered in to the information register being
transferred into the time counter on pushing the INPUT push button.
The time counter starts then its counting beginning with the time data setting. Time information is
entered in the format of hours and minutes only. To check entered operational data push the INPUT
CHECK (5) push button and set the code of the information to be checked by means of the code disk.
Having pushed the INPUT CHECK push button, the required information is displayed on the display
panel. The time information is issued by the buffer memory and the timer and is then transferred to the
BSPI-4-2 flight data gathering unit in instants specified by the synchronizing equipment and by the
control unit; in the BSPI-4-2 recorder, the information is processed to become a time record on the tape.
All faults and malfunctions of the PU-25 control panel as well as those of the ZBN-1-1 recorder and/or
of the BSPI-4-2 data gathering unit are signalled by the control panel circuitry by lighting the REC
FAILURE signal lamp (3).
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The LAMP TEST push button (2) may be used to check the condition of the signalling lamps. The DAY-
NIGHT micro-switch (4) with a step control possibility is being utilized for control panel illumination
control.
The DEP-25 data entry panel is a replacement for the PU-25 control panel and is intended for putting
the system into the operation (mode READ and WRITE), for operational data loading, for stored data
checking and for FDR failure signaling.
When the “FDR ON” switch is in the OFF position the “FAIL” red signal LED diode shines. After
switching the “FDR ON” switch to the ON position the “FAIL” red signal LED diode must turn off. The
next lighting of the “FAIL” red signal LED diode signals the failure of the data entry panel or other FDR
blocks.
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FIG. 1 PU-25 CONTROL AND DISPLAY PANEL

(1) PRU ON switch, (2) Switch LAMP TEST, (3) REC. FAIL. signal lamp, (4) Panel illumination
control DAY/NIGHT, (5) Switch INPUT CHECK, (6) Push button INPUT, (7) Push button
SHIFT, (8) Push button CLEAR, (9) Code disk thumbwheel switch, (10) Indication display
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FIG. 2 DEP-25 DATA ENTRY PANEL

FDR ON switch - power switch
FAIL red signal diode - the red diode signals the failure of the FDR blocks
ENTER button - by this button the confirmation of the entered data is performed
BRT button - by this button the adjustment of the brightness is performed
EDIT button - by this button the editing of the menu item is performed
▲▼►◄ buttons - by this joystick the motion in the menu or on the selected menu item is
performed
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SERVICING
1. PU-25 control and display panel fastening reliability check

E. Procedures
(1) Loosen 4 fastening bolts of the PU-25 control panel and pull the control panel out of the rear control
panel assembly.
(2) Check the tightening of X1 and X2 connector cap nuts.
(3) The X1 and X2 connector joints must be secured by means of securing wire.
(4) Slide the PU-25 unit into the rear control panel assembly.
(5) Tighten 4 fastening bolts of the PU-25 control panel unit.
2. PU-25 control and display panel signaling lamp replacement

A. Fixture, Test and Support Equipment Tube (Set of spare parts)
B. Materials Lamp SYN 10-55 (Set of spare parts)
E. Procedures
(1) The power supplies of the BUR-1-2G recorder must be OFF when replacing a signalling lamp.
(2) Unscrew the cap of the lamp glass cover.
(3) Fing the lamp replacement tube in the set of spare parts.
(4) Put the tube onto the lamp pushing it moderately and rotating it counter-clockwise to loosen the
lamp from the bayonet base together with its boss.
(5) Remove the lamp with the tube from the boss.
(6) Remove the tube from the lamp.
(7) Slide the tube onto the new lamp and accommodate it in the boss.
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(8) Rotate the tube with the lamp clockwise to the stop so that the lamp socket is engaged in the
bayonet base together with its boss.
(9) Remove the tube from the lamp bulb.
(10) Screw in the cap.
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1. PU-25 control and display panel detachment and re-installation

B. Materials Securing wire
C. Tools Flat pliers
Screwdriver
E. Procedures
(1) Turn off the BUR-1-2G recorder powering before starting the work.
(2) Removal
(a) Unscrew four PU-25 control panel fastening bolts.
(b) Remove the PU-25 control panel from the rear control panel assembly.
(c) Remove the securing wire of the cap nut securing the connector X1 of the PU-25 control
panel unit.
(d) Loosen the X1 connector cap nut.
(e) Disconnect the X1 connector of the PU-25 control panel unit swinging moderately its
corresponding part.
(3) Reinstallation
(a) Reconnect the male and female connectors of the X1 joint of the PU-25 control panel and
re-tighten the cap nut.
(b) Secure the X1 connector cap nut using securing wire.
(c) Locate the PU-25 control panel into the aperture in the rear control panel assembly. Screw
in the fastening bolts.
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OS 2 INTERFACE BOX (if installed)

1. Purpose
The interface box OS 2 is used to safeguard separation of the recorder unit input circuits from the
electrical installation in the aircraft thus preventing any mutual influencing and possibility of malfunctions.
2. Technical data
Rated operating voltage value 27 V d.c.
3. Operation
The signals (including the one-shot commands) transmitted via the interface box are listed
in Table No. 2 attached to the work procedure No. 031.31.00.D.
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FIG. 1 INTERFACE BOX OS 2 – CIRCUIT DIAGRAM
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FIG. 2 INTERFACE BOX OS 2 – CIRCUIT DIAGRAM OF THE K 68, K 67 A RELAY BOARDS AND
OF THE K 66 DIODE-AND-RESISTOR BOARD
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DV- 15 MV BAROMETRIC ALTITUDE SENSOR (if installed)

1. Purpose
The barometric altitude sensor DV-15 MV is used to indicate the barometric flight altitude and to
generate electric signals corresponding to the altitude reading.
2. Technical data
Measurement range 0 – 6.000 m
Supply voltage 27 V ± 2 V
Operational temperature range ± 60°C
3. Operation
The essential element of the apparatus responding to barometric pressure variations is an aneroid shaped as
a hermetic membrane capsule; the capsule is evacuated.
The aneroid capsule must be able of receiving the air pressure outside the aircraft at given flight altitude to
enable the atmospheric pressure measurement. For this reason, the aneroid capsule is placed in a hermetic
box on the aircraft. A deformation of the aneroid capsule takes place in response to a barometric pressure
variation (corresponding to an altitude variation) and the resulting rotation is transferred to a runner with
pointer via a transmission mechanism. The pointer is used to indicate the altitude reading in meters on a dial
while the runner slides on the potentiometer.
Stabilized supply voltage is supplied to the potentiometer from the synchronizing equipment; a voltage
proportional to the altitude reading is then supplied to the BSPI-4-2 unit from the potentiometer end.
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FIG. 1 DV-15 MV BAROMETRIC ALTITUDE SENSOR

(1) DV-15 MV sensor, (2) Male connector, (3), (4) Screw, nut washer
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SERVICING
1. Measurement error check-up

A. Fixture, Test and Support Equipment Air data tester (e.g. Barfield 1811DA0A or UKAMP
equipment)
Decade of the resistors (e.g. Cosinus GmbH Decade

R1-1000 or PE-11 M test bench or a resistance
bridge with a precision class of at least 0.5)
Power supply unit 115 V/400 Hz and 27 V d.c.

(e.g. EXTECH 382280)
E. Procedures
(1) Connect the DV-15 MV barometric altitude sensor to the PE-11 M test bench and to the
UKAMP equipment – see Fig. 301.
FIG. 301 DV-15 MV SENSOR TEST SETUP

UKAMP, UMAP – the UKAMP equipment;
DV-15 - the DV-15 MV sensor to be tested;
PE-11 M – the PE-11 M test bench
(2) Turn on the UKAMP equipment powering: a.c. voltage 115 V / 400 Hz is supplied via the
S2 connector (pins 1 and 2) the d.c. one of 27 V being supplied via the S1 connector (pins 1
and 2). Observe the d.c. voltage polarity.
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(3) DV-15 MV sensor measurement error checkup
(4) Close the cock marked INTERCONNECTION on the UKAMP equipment.
(5) Rotate continuously the handle marked PRESSURE thus building an air pressure
corresponding to an altitude of 0 m. Check the pressure value on the UKAMP equipment
instrument.
(6) Measure the relative resistance at the adjusted pressure using the PE-11 M test table. Record
the readings.
NOTE: If no PE-11 M tester is available, use a resistance bridge to measure the relative
resistance of the sensor. Its precision class must be at least 0.5. Perform the
following steps to measure the relative resistance by means of a precision resistance
bridge.
(a) Connect the bridge to the pins 1 and 2 of the DV-15 MV male connector, measure the total
resistance of the DV-15 MV sensor potentiometer (Rc) and record the reading.
(b) Connect the bridge to the pins 1 and 3 of the DV-15 MV sensor male connector, measure
the resistance (R) and record the reading.
(c) Calculate the relative resistance value using the formula
R
Rr = . 100 ( % )
Rc
(7) Rotate continuously the handle marked ATM of the cock marked PRESSURE: build up an air
pressure equal to the daily pressure value.
(8) Open the cock marked VACUUM building successively air pressures corresponding to the
following altitude values: 500, 1500, 2000, 2500, 3000, 3500, 4000, 4500, 5000, 5500 and
6000 meters. Check the pressure values using the UKAMP equipment instruments.
(9) Measure the relative resistance corresponding to each of the mentioned pressure values using
either the PE-11 M test bench or calculate it having performed the works prescribed by para
(6). Record the measurement results into the log book.
NOTE: Wait 5 minutes at the pressure value corresponding to the altitude of 6.000 meters.
(10) After the measurement pause prescribed by the foregoing paragraph, measure the relative
resistance creating air pressures corresponding to the inverted altitude sequence, i. e.
successively to 6000, 5500, 5000, 4500, 4000, 3500, 3000, 2500, 2000, 1500, 1000, 500 and 0
meters. Perform the measurements following the procedure prescribed by para (4) to (9).
Record the measurement results.
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(11) Calculate the mean relative resistance value (Rr.s) for each of the above mentioned altitude
values using the formula
Rr.p + Rr.o
Rr = (%)
Rc
where
Rr.p = relative resistance value measured at the specified altitude value during the increasing
altitude sequence,
Rr.o = relative resistance value measured at the specified altitude value during the
decreasing altitude sequence
(12) Calculate the reduced DV-15 MV sensor error as a difference between the values of the mean
relative resistance and those specified in the calibration table of the given DV-15 MV sensor
Quality Certificate. The error must not be greater then the value specified by the DV-15 MV
sensor Quality Certificate.
NOTE: If the calculated error value exceeds the sensor certificate specifications, repeat the
check in accordance with the procedure prescribed para (4) to (10) applying
vibrations with an acceleration of 0.8 g to 1.5 g onto the sensor.
(13) Turn off the supply voltage.
(14) Work close-up (do not perform if the next works are those prescribed by the work procedure in
section 031.31.05).
(15) Disconnect the the DV-15 MV sensor from the PE-11 M test bench and from the UKAMP
equipment.
(16) Perform work close-up on the UKAMP equipment in accordance with the Operating Instructions
for the equipment.
2. Tightness check
equipment)
Power supply unit 115 V/400 Hz and 27 V d.c.

(e.g. EXTECH 382280)
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E. Procedures
(1) Connect the sensor to the UKAMP equipment - see Fig. 301 (do not perform if the sensor has
already been connected.
NOTE: No PE-11 M test bench is required for this test.
(2) Open the cock marked INTERCONNECTION
(3) Turn continuously the handle marked VACUUM building an air pressure corresponding to
380 mm Hg. Check the pressure value using the UKAMP equipment instrument marked
580-170.
(4) Observe the pressure variation within 1 minute; this variation must not exceed 3 mm Hg within
the specified time interval.
(5) Turn off the supply voltages
(6) Disconnect the DV-15 MV sensor from the UKAMP equipment
(7) Screw the protective cap onto the DV-15 MV sensor socket.
(8) Perform finishing works on the UKAMP equipment in accordance with the Operating
Instructions for this equipment.
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1. DV-15 MV barometric altitude sensor detachment and re-installation

B. Materials Binding wire ∅ 6mm,

S 2029/9110 Varnish
C. Tools Wire nippers No. 3013

Screwdriver No. 697dimension 6x120
Double-ended spanner 5.5x7 CSN 23 0611.6
E. Procedures
(1) Detach the removable cover in the front fuselage section between frames No. 2 and 4
loosening the screws (the lock ones) using the Z 37.9110-10 screwdriver.
(2) The cover is placed in the right-hand front fuselage section.
(3) Detachment of the DV-15 MV barometric altitude sensor.
(a) In the area between frames No. 2 and 3 disconnect 3 pcs. of static and total pressure
hoses from the instrument speed sensor DPSM-1 and from the barometric altitude one
DV-15 MV loosening their sockets by means of screwdriver No. 697 – size 6×120.
Disconnect the connector joints. Protect the hose ends after their disconnection against
contamination using polyethylene foil wrapped by rope.
(b) Using screwdriver No. 697 – size 6×120 unscrew 4 pcs screws M4 and detach the
barometric altitude sensor DV-15 MV.
(4) DV-15 MV barometric altitude sensor re-installation.
(a) Locate the DV-15 MV barometric altitude sensor in its place between fames No. 2 and 3 in
the front right-hand fuselage section, fasten 4 pcs screws M4 using screwdriver
No. 697 - size 6×120. Re-install all interconnection and secure the screws heads painting
them over with varnish S 2029/9110.
(b) Remove the protection foil wrappers from the ends of the static and total pressure hoses
and install the hoses – 1x onto the altitude sensor and 2x onto the speed one. Secure the
hoses using clips. Insert pyroplast fabric in the contact area between the hose and the clip.
Tighten the hose clips using screwdriver No. 697 – size 6x120.
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(c) Interconnect all connector joints of the sensor.
(5) Locate the in its position between frames No. 2 and 4 of the right-hand front section of the
fuselage and fasten it in its place by means of screws using screwdriver Z 37.9110-10 (lock the
quick-lock screws).
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DPSM-1 INSTRUMENT SPEED SENSOR (if installed)

1. Purpose
The DPS-type instrument speed sensor is intended for instrument speed measurement and for
generating of electric signals proportional to the speed value.
2. Technical data
Measurement range 60 – 500 km/h
Relay signal 280 ± 5 km/h
Tolerance ± 5 km/h ().e. – per cent)
Supply voltage 8 V max.
Relay signal terminal 31 V max.
3. Operation
The sensor sensing device consists of two barometric capsule interconnected by a tube.
The total pressure (Pp) is supplied to the barometric capsules via the tube. The static pressure
Pst is supplied to the hermetic sensor capsule. The total and static pressure difference (Pdyn = Pp – Pst)
gives rise to forces causing deformations of the sensing elements and, via a multiplication transmission
gear, a potentiometer runner is moved. The sensor potentiometer is supplied with stabilized voltage from
the synchronizing equipment.
The voltage proportional to the speed value is supplied from the potentiometer to the BSPI-4-2 flight
data gathering unit.
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FIG. 1 DPSM-1 INSTRUMENT SPEED SENSOR

(1) 2 RM 14 B4 S1 E2 male connector, (2) Instrument speed sensor, (3) Screw, (4) Nut,
(5) Washer, (6) Total and static pressure inlets
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SERVICING
1. Continuous and relay signal measurement error checkup

equipment)

bridge with a precision class of at least 0.5))
Ohmmeter with a maximum permissible current

value via the contacts of 5 mA, e.g. a M57D one
E. Procedures
(1) Connect the DPSM-1 sensor to the UKAMP equipment and to the PE-11 M tester – see Fig. 301.
FIG. 301 DPSM-1 SENSOR MEASUREMENT ERROR TEST SETUP

UKAMP, UMAP - the UKAMP equipment
B - change-over switch
PE-11 M - the PE-11 M - test bench
Om - ohmmeter
DPSM-1 - the DPSM-1 sensor
NOTE: the wire numbers correspond to those of sensor connector contact
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(2) Turn on the UKAMP equipment powering – the 115 V / 400 Hz voltage is supplied via the S2
connector (pins 1 and 2) the ± 27 V one being supplied via the S1 connector (pins 1 and 2).
Observe the d.c. voltage polarity.
CAUTION: TO PREVENT SENSOR DAMAGE THE PRESSURE SUPPLIED MUST NOT

EXCEED THE VALUE CORRESPONDING TO A SPEED OF 550 km/h.
(3) Switch the change-over switch B to its position 1 for the sensor continuous signal checkup
(4) Close the cock marked INTERCONNECTION of the UKAMP equipment.
(5) Rotate continuously the handle marked PRESSURE to build a pressure corresponding to a
speed of 150 km/h. Check the pressure value on the UKAMP equipment instrument dial.
(6) Measure the relative resistance at this pressure using the PE-11 M tester and record the
resistance reading.
NOTE: If no PE-11 M tester is available, measure the relative resistance value using a
resistance bridge the precision class of which must not be lower than 0.2.
Proceed as follows when measuring the relative resistance using a resistance bridge.
(7) Connect the resistance bridge to pins 1 and 2 of the sensor male connector and measure the
total d.c. resistance (Rc) of the potentiometer. Record the resistance reading.
d.c. resistance (R) . Record the resistance reading.
(9) Calculate the relative resistance (Rr) using the formula
R
Rr = . 100 ( % )
Rc
(10) Turn continuously the handle marked PRESSURE building successively pressures
corresponding to the following speed values: 100, 200, 300, 400 and 500 km/h. Check the
pressure values by means of the UKAMP equipment instruments.
(11) Measure the relative resistance corresponding to each of the above specified settings using the
PE-11 M tester or calculate the relative resistance value having performed the operations
prescribed sub (6), (8) a (9). Record the measurement results.
(12) Calculate the difference between obtained results of the relative resistance measurements and
the calculated relative resistance values specified in the Quality Certificate of the sensor for
each point under test. The admissible, relative resistance error must not exceed ± 1 %.
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NOTE: If the calculated error is higher than values specified para point (12), repeat the test
proceeding as prescribed para point (5) to (14) applying vibrations with an
acceleration of 0.1 to 0.3 g onto the DPSM-1 sensor.
(13) Switch the B switch over to its position 2.
(14) Rotate the handle marked PRESSURE to increase the pressure in the dynamic DPSM-1
sensor system till the contacts in the relay signal circuit get opened. Record the ohmmeter
reading in the instant of the opening. Read the relative resistance value of the relay signal Rr1
on the PE-11 M tester dial.
(15) Calculate the real signal error using the formula
Rr1 = Rr1 – 100 ( % )

The relay signal error must not exceed 2 % of the relative resistance value stated in the Quality
Certificate.
(16) Turn off the power supply voltages.
(17) Disconnect the DPSM-1 sensor from the UKAMP equipment, from the PE-11 M tester and from
the ohmmeter.
(18) Perform finishing works on the UKAMP equipment in accordance with the Operating
Instructions for this equipment.
2. Insulation resistance checkup

A. Fixture, Test and Support Equipment Mega-ohmmeter for a voltage of 100 V, e.g. type M
1101 M
E. Procedures
(1) Connect one of the mega-ohmmeter leads to interconnected pins of the DPSM-1 sensor male
connector connecting the other one to the DPSM-1 sensor body. Secure a good electric
contact.
(2) Measure the insulation resistance. Its minimum value must be 20 MOhms.
NOTE: This check is to be performed under normal climatic conditions.
(3) Disconnect the mega-ohmmeter from the DPSM-1 sensor.
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3. Static and dynamic system tightness check

equipment)
E. Procedures
(1) Connect the pressure hoses to the inlets marked “C” and of the DPSM-1 speed sensor –
see Fig. 302.
FIG. 302 DIAGRAM OF THE SENSOR AND THE UKAMP EQUIPMENT INTER CONNECTION FOR
STATIC SYSTEM TIGHTNESS CHECKUP
UKAMP, UMAP – the UKAMP equipment
DPSM-1 – the DPSM-1 speed sensor
(2) Turn on the UKAMP equipment powering. The a.c. voltage 115 V / 400 Hz is supplied via the
S2 connector – pins 1 and 2 the d.c. one of 27 V being supplied via the S1 connector – pins 1
and 2. Observe the d.c. voltage polarity!
(3) Open the UKAMP equipment cock marked INTERCONNECTION
(4) Rotate the handle marked VACCUUM building a pressure of 355 mm Hg within 2 minutes.
Check the pressure on the dial of the UKAMP equipment instrument marked 580-170.
(5) Watch the pressure variation for a time of 1 minute, this variation must not exceed a value of
2.66 + PST / hPa
within the specified time interval, i.e. ∆PST is the UKAMP equipment static system value of
untightness.
(6) Rotate the handle marked ATM of the VACUUM cock to built a pressure equal to the current
pressure value.
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(7) Connect the sensor to the UKAMP equipment as prescribed by Fig. 303.
FIG. 303 DIAGRAM OF THE SENSOR AND UKAMP EQUIPMENT INTERCONNECTION FOR
DYNAMIC SYSTEM TIGHTNESS CHECK
UKAMP, UMAP – the UKAMP equipment
DPSM-1 – the DPSM-1 speed sensor
(8) Close the cock INTECONNECTION of the UKAMP equipment.
(9) Rotate the handle marked PRESSURE to build a pressure corresponding to a speed of
500 km/h. Check the pressure value on the UKAMP equipment instrument marked 200-1400.
(10) Watch the instrument reading for a time of 1 minute. The pressure variations must not exceed
the value of the UKAMP equipment dynamic system uptightness.
(11) Rotate the handle marked ATM of the PRESSURE cock to build up a pressure equal to the
current pressure value.
(12) Turn off the power supply voltage.
(13) Disconnect the UKAMP equipment pressure hose from the DPSM-1 sensor branch marked D.
(14) Perform finishing works on the UKAMP equipment as prescribed by the Operating Instructions
for the mentioned equipment.
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4. Runner and potentiometer contact reliability checkup

A. Fixture, Test and Support Equipment Electronic oscilloscope with a control output signal
voltage of 2.4-6 V at a frequency of 50 Hz,
e. g. S8-7A
Resistor 20 kOhm ± 10 %, O.5 W
E. Procedures
(1) Connect the DPSM-1 sensor to an electronic oscilloscope – see Fig. 304 for test workplace
setup.
FIG. 304 DIAGRAM OF DPSM-1 SENSOR AND OSCILLOSCOPE INTERCONNECTION
(2) Adjust a sample a. c. voltage (f = 50 Hz) sine wave on the oscilloscope screen.
The voltage period duration is thus 0.02 s. An uninterrupted sine wave is displayed on the
screen if the interconnection of the DPSM-1 sensor and the oscilloscope is reliable.
(3) Rotate the sensor around its longitudinal axis by an angle within a range from 0° to 90° and
then within a range from +90° to 0°; from 0° to -90° and from -90° to 0°; if the reliability of the
electric contact between the potentiometer winding and the runner is satisfactory, the sine-
wave signal displayed on the screen must not be interrupted for a longer period than that
corresponding to a half period of the sine wave, i.e. the interruption must not exceed 0.01 s.
(4) Disconnect the DPSM-1 sensor from the oscilloscope.
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1. DPSM-1 instrument speed sensor detachment

B. Materials Binding wire ∅ 6mm,

S 2029/9110 Varnish
C. Tools Wire nippers No. 3013

Screwdriver No. 697dimension 6x120
Double-ended spanner 5.5x7 CSN 23 0611.6
E. Procedures
(1) Detach the removable cover in the right-hand front fuselage section between frames No. 2 and
4 using the Z 37.9110-10 screwdriver.
(2) DPSM-1 instrument speed sensor detachment
(a) In the area between frames No. 2 and 3 disconnect 3 pcs static and total pressure hoses
from the DV-15 MV barometric altitude sensor and from the DPSM-1 instrument speed
sensor loosening their clips using screwdriver No. 697, size 6x120. Disconnect the
connector joints. Protect the ends disconnected hoses against contamination using
polyethylene foil wrappers fastened by rope.
(b) Using a 5.5x7 spanner unscrew 4 screws M4. Remove the DPSM-1 speed sensor.
(3) DPSM-1 instrument speed sensor reinstallation
(a) Put the DPSM-1 speed in its place between partitions 2 and 3 on the right side fastening it
by means of 4 pcs screws M4 using a 5.5x7 spanner. Use washers underneath the M4x18
screw heads. Take care for a good interconnection. Paint the screw heads over using
S 2029/9110 paint.
(b) Remove the protection foil wrapping from the ends of the static and total pressure hoses,
slide the hose ends onto the altitude sensor (1x) and onto the speed sensor (2x). Secure
the hoses using clips. Insert pyroplast fabric in the contact area of the hose and the clip.
Tighten the clips using screwdriver No. 697 - size 6x120.
(c) Interconnect the connectors of the sensor.
(4) Put the cover between frames No. 2 and 4 in the right-hand front fuselage section in its place
and fasten it using screws (the quick-lock ones) and screwdriver Z 37.9110-10.
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MP-95 OVERLOAD SENSOR (if installed)

1. General
The vertical overload transmitter MP-95 is based on the inertia principle. The flywheel is formed by a
cylindrical weight attached to a potentiometer; the damper piston is fastened to the flywheel as well.
Two cylindrical springs are used to ensure equilibrium condition. If the aircraft is performing an
uniform linear movement (i.e. if no acceleration takes place in the direction of the mass of inertia), the
forces exerted by both springs in the instrument are equal and the mass of inertia is in a position
corresponding to zero overload.
If the aircraft is accelerated in the direction of the sensitivity axis, the mass of inertia is moved with
respect to the aircraft.
The magnitude of the mass displacement is proportional to the acting acceleration. The movement of
the mass of inertia gives to corresponding movement of the sensor potentiometer with respect to its
fixed runner. A hydraulic shock absorber is used to suppress possible measuring system oscillations.
The potentiometer of the transmitter and the potentiometer in the matching unit are connected in a
bridge circuit.
The difference of potential in the bridge circuit peaks is directly proportional to the measured value.
The side overloads sensor as well as the forward overload one MP-95±1.5 are as far as their functional
principle and their design are concerned – identical with the vertical overload sensor the only difference
is in the measurement ranges.
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FIG. 1 THE MP-95 OVERLOAD SENSOR
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MP-95 OVERLOAD SENSOR (IF INSTALLED)

SERVICING
1. Measurement error checkup

A. Fixture, Test and Support Equipment Decade of the resistors (e.g. Cosinus GmbH Decade
Optical index head ODG or another index head with

a division value (resolution) of 0.5°
E. Procedures
(1) Fasten the sensor in the optical indexing head ODG using 4 screws so that the measurement
direction of the linear acceleration correspond to the direction of pointers on the protection
shield with a precision better than 30 angular minutes.
NOTE: If the ODG equipment is not available, fasten the sensor in optional index equipment
provided with a calibration dial with a division value of 0.5°.
(2) Interconnect the sensor with the PE-11 M tester – see the Fig. 301.
FIG. 301 DIAGRAM OF THE MP-95 SENSOR AND PE-11 M TESTER ELECTRIC
INTERCONNECTION
(3) Rotate the index head base by an angle of 14.5° corresponding to an acceleration of 0.25 g.
(4) Measure the relative resistance using the PE-11 M tester.
NOTE: In no PE-11 M tester is available, measure the relative resistance bridge with a
precision class of at least 0.5.
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(5) Connect the resistance bridge to pins 1 and 2 of the MP-95 sensor male connector and
measure the total DC resistance Rc of the potentiometer. Record the reading.
DC resistance R. Record the ohmmeter reading.
(7) Calculate the relative resistance Rr using the formula
R
Rr = . 100 ( % )
Rc
Record the result.
(8) Use an analogous procedure to measure the relative resistance values by the PE-11 M tester
or calculate them having performed the operations described sub (4), (5), (6) for following
rotation angles of the angles of the index head: +30°, +48.5°, +90°, +48.5°, +30°, +14.5°, 0°, -
14.5°, -30°, -48.5°, -90°, -48.5°, -30°, -14.5°, 0°; this corresponds to the acceleration values
+0.5 g, +0.75 g, +1.0 g, +0.75 g, +0.5 g, +0.25 g, 0 g, -0.25 g, -0.5 g,
-0.75 g, -1.0 g, -0.75 g, -0.5 g, -0.25 g, 0 g. Record the measurement results into the log book.
(9) Calculate the relative resistance for acceleration values higher than a +1.0 g and smaller than
-1.0 g stated in the Certificate; use the formula
R+1 – R-1
Rn = R o + . n
2
where
R - relative resistance value corresponding to acceleration equal “n”
N - acceleration value for which the relative resistance is to be calculated
Ro, R+1 , R-1 - relative resistance values corresponding to acceleration values of 0 g, +1.0 g
and -1.0 g respectively
(10) Calculate the MP-95 sensor error as the greatest difference between values obtained during
the sensor checkup and those stated in the Certificate of the given sensor. The calculated error
must not exceed the values specified in the MP-95 sensor Certificate.
(11) Disconnect the MP-95 sensor from the PE-11 M tester.
(12) Unscrew 4 screws and detach the MP-95 sensor from the calibration equipment
(do not perform if works specified by the work procedure - see chap. 031.31.07 on work
procedure 3).
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2. Insulation resistance check

A. Fixture, Test and Support Equipment Mega-ohmmeter for a voltage of 100 V, e.g. the
M1101 M type
E. Procedures
(1) Connect one of the mega-ohmmeter leads to the interconnected pins of the MP-95 male
connector connecting the other one to the sensor body; case for a good electric contact of
either lead.
(2) Measure the insulation resistance; the measured value must be at least 20 MOhms.
NOTE: Perform the insulation resistance check in normal climatic conditions.
(3) Disconnect the mega-ohmmeter from the sensor.
3. Runner-and-potentiometer contact reliability checkup

A. Fixture, Test and Support Equipment Electric oscilloscope with an output test signal
voltage of 2.4 to 6 V / 50 Hz, e.g. the S8-7A
Resistor 20 kOhm ± 10 %, 0.5 W
E. Procedures
(1) Connect the MP-95 sensor to an electronic oscilloscope – see Fig. 302 for test workplace
setup.
(2) Adjust a simple AC voltage (f = 50 Hz) sine wave on the oscilloscope screen.
Thus the voltage period duration is 0.0.2 s. An uninterrupted sine wave is displayed on the
screen if the interconnection of the MP-95 sensor and the oscilloscope is reliable.
(3) Rotate the sensor around its longitudinal axis by an angle from 0° to +90°, then from +90° to 0°,
from 0° to -90° and from -90° to 0°; if the runner-to-wire contact is reliable enough, the sine
wave displayed on the oscilloscope screen is not interrupted for longer periods than 0.01 s,
i.e. the interruption interval duration must not be longer than half a period of the voltage
displayed on the screen.
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(4) Disconnect the MP-95 sensor from the oscilloscope.
FIG. 302 DIAGRAM OF THE ELECTRIC INTERCONNECTION OF THE MP-95 SENSOR AND THE
OSCILLOSCOPE
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MP-95 OVERLOAD SENSOR (if installed)

1. MP-95 overload sensor detachment and re-installation

B. Materials Binding wire Ø 0.5mm

Punched strip ONL 3450 (1 pc)
Button ONL 3451.1 (6 pcs)
Varnish C 1005/0080 (0.01 kg)
Varnish C 2001/8140 (0.01 kg)

Screwdriver No. 697-6x120
Wire nippers with side jaws No. 3013
E. Procedures
(1) Flip off the front ceiling upholstery panel in the passengers´ cabin loosening five quick-lock
screws using the screwdriver L 410.9141-05.
(2) MP-95 overload sensor detachment
(a) Disconnect successively all connectors of the overload sensors in the area between frame
No. 11 and 12 on the ceiling and remove the securing wire. Unbutton the punched strip.
(b) Detach the overload sensors MP-95±1.5 (2 pcs) and the MP-95-2+5 (or MP-95-3,5+10) one
(1 pc) in the area between frame No. 11 and 12 loosening 12 screws M4x14 using
screwdriver No. 697-6x120.
(3) MP-95 overload sensors re-installation
(a) Put the overload sensor MP-95-2-5 (or MP-95-3,5+10) (1 pc) and the MP-95±1.5 sensors
(2 pcs) in their places in the area between frame No. 11 and 12. Tighten 12 pcs screws
M4x14 using screwdriver No. 697-6x120. Clean properly the installation area for a reliable
electric interconnection.
(b) Secure the earthing spots painting them over using C 1005/0080 varnish. Secure the
earthing screws using C 2001/8140 varnish.
(c) Interconnect the connectors of the overload sensors securing them by binding wire. Tie the
cables using punched strips and buttons.
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(2) Close the front ceiling upholstery panel in the passengers´ cabin by tightening five quick-lock
screws by means of the L 410.9141-05 screwdriver.
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MU-615 A ANGULAR EXCURSION TRANSMITTER

1. Purpose
The function of the MU-615 A angular excursion transmitter is based on conversion of partial transmitter
axis rotation into a proportional variation of the potentiometer resistance.
The transmitter axle is mechanically coupled with the potentiometer runner and, at the same time, with
the elevator control lever at the frame No. 21; the transmitter information corresponds to the position of
the elevator control lever the necessary mechanical coupling being provided by a lever and a rod.
Any displacement of the elevator control lever thus causes a corresponding displacement of the sensor
potentiometer runner with respect of the fixed potentiometer winding.
Together with the matching block potentiometer, the transmitter one forms a bridge circuit.
The difference of potentials across the bridge diagonal is directly proportional to the measured quantity.
The signal is then supplied to the flight data gathering unit BSPI-4-4.
2. Technical data
Angular operation range 30° ± 2°
Full angular range 60° ± 2°
Supply voltage 6 V ± 0.5 V stabilized
FIG. 1 MU-615 A ANGULAR EXCURSION TRANSMITTER
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MU-615 A ANGULAR EXCURSION TRANSMITTER

1. Detachment and re-installation of the MU-615 A angular excursion transmitters

B. Materials Ø 0.5 mm Binding wire

1x6 CSN 021781.04 Split pin
1x6 CSN 021781.09-K Split pin
1.6x15 CSN 021781.09-k Split pin
C. Tools Steps (e.g. B097365N)

CSN 230382 Combined pliers
E. Procedures
(1) Rudder trim-tab angular excursion transmitter detachment
(a) Put the steps (e.g. B097365N) to the tail of the aircraft
(b) Unscrew the screws fastening the covers between ribs No. 13 and 14 of the rudder.
Remove the covers.
(c) Disconnect the transmitter connector fastened to the electromechanical strut UT-6D by
means of a punched strip.
(d) Unscrew the screws fastening the bracket with the transmitter unit to the main rudder
beam. Shift the lever with the transmitter out of the pin and remove the transmitter.
(e) Detach the transmitter from the bracket a fler having unscrewed the fastening screws.
(2) Rudder angular excursion transmitter detachment
(a) Put the steps (e.g. B097365N) to the tail group of the cover.
(b) Unscrew screws fastening the rear laminated fuselage cover and remove the cover.
(c) Disconnect the transmitter connector joint.
(d) Remove the split pin securing the pin connecting the transmitter lever with the rod.
Remove the pin.
(e) Unscrew the screw fastening the transmitter to its bracket and remove the transmitter.
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(3) Detachment of the elevator angular excursion transmitter
(a) Put the steps (e.g. B097365N) to the tail of the aircraft.
(b) Unscrew the fastening screws and remove the rear fuselage-to-tail group fairing cover
placed on the right-hand side
(c) Disconnect the transmitter connector joint
(d) Remove the safety pin securing the one connecting transmitter lever with the rod. Remove
the connection pin.
(e) Unscrew the screws fastening the transmitter to its bracket and remove the transmitter.
(4) Detachment of the angular excursion transmitter of the ailerons
(a) Put the steps (e.g. B097343N) to the LH wing aileron area
(b) Open the cover provided with push fast lock placed between ribs No. 23 and 24.
(c) Remove the split pin and unscrew the sltted nut fastening the rod (SN L 410.4201-09) at
the rib No. 24. Tilt the the rod towards the wing leading edge after its disconnections.
NOTE: This operation is performed to obtain better access to the transmitter and to its
fastening screws.
(d) Disconnect the transmitter connector joint.
(e) Remove the split pin securing the pin connecting the transmitter lever with the rod.
Remove the pin.
(f) Unscrew the screws fastening the transmitter to its bracket and detach the transmitter.
(5) Re-installation of the rudder trim-tab angular excursion transmitter
(a) Position the transmitter on its bracket and fasten it using screws with washers.
(b) Mount the lever wiith the transmitter onto the pin, put the bracket in its position on the main
beam and fasten it using two screws with washers.
(c) Interconnect the transmitter connector joint, secure it using binding wire and tie it to the
electromechanical strut UT-6D using punched strip.
(d) Put the covers in their positions between ribs No. 13 and 14 of the rudder and fasten them
using screws.
(e) Put the steps (e.g. B097365N) aside.
(6) Re-installation of the rudder angular excursion transmitter
(a) Put the transmitter in its position on the bracket on frame No. 27 and fasten it using two
screws with washers.
(b) Re-connect the transmitter lever with the rod securing the connection pin by means of a
split pin 1x6 CSN 021781.04. Use a new split pin for this purpose.
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(c) Re-connect the transmitter connector joint and secure it using binding wire.
(d) Put the rear laminated cover in its position and fasten it using screws.
(e) Put the steps (e.g. B097365N ) aside.
(7) Re-installation of the elevator angular excursion transmitter
(a) Put the transmitter in its position and fasten it using screws with washers.
safety one.
(c) Re-connect the transmitter connector joint and secure it using binding wire.
(d) Put the rear fuselage-to-tail group transition cover in its position on the right-hand side.
Fasten the cover using corresponding screws.
(e) Put the steps aside.
(8) Re-installation of the angular excursion tranamitter of the ailerons
(a) Put the transmitter in its position and fasten it using screws with washers.
split pin 1x6 CSN 1781.09-K. Use a new split pin for this purpose.
(c) Re-connect the transmitter connector joint and secure it using bindin wire.
(d) Re-connect the rod (ser. No. L 410.4201-09) at the rib No. 24, re-tighten the castle nut and
secure it using a new split pin 1.6x15 CSN 021781.09-K.
(e) Close the cover placed between ribs No. 23 and 24
(f) Put the steps aside.
CAUTION: WHENEVER REPLACING A TRANSMITTER LEVER OF A TRANSMITTER BY

A NEW ONE, DO NOT FORGET TO RE-ADJUST THE TRANSMITTER !
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DUSU 1-30 AS ANGULAR SPEED SENSOR (if installed)

1. Purpose
The DUSU 1-30 AS angular speed sensor is intended for sensing the aircraft angular speed around the
x, y or z axis as to its positioning.
2. Technical data
Supply voltage 36 ± 3.6 V / 400 Hz
Measurement tolerance 5 to 30 V
Starting period 1 minute
3. Operation
In its principle, the sensor is an elastically mounted flywheel powered by 36 V / 400 Hz AC voltage the
gyroscopic moment of which causes partial rotation transferred to a potentiometer.
The voltage variation across the potentiometer is proportional to the angular speed magnitude.
In the flight data gathering unit BSPI-4-2 there is the signal voltage encoded and recorded continuously
in the ZBN-1-1 recorder.
FIG. 1 DUSU 1-30 AS ANGULAR SPEED SENSOR
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FIG. 2 KINEMATICAL SCHEME OF THE DUSU 1-30 AS ANGULAR SPEED SENSOR

(1) Rotor of gyroscope, (2) Frame, (3) Bearing
FIG. 3 ELECTRO-KINEMATICAL SCHEME OF THE DUSU 1-30 AS ANGULAR SPEED SENSOR

(1) Gyro motor, (2) Frame, (3) Support, (4) Jaw clutch, (5) Potentiometer, (6) Wiper, (7) Spring,
(8) Vane of damper rotor, (9) Vane of damper stator, (10 Magnet, (11) Field coil
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SERVICING

A. Fixture, Test and Support Equipment UPG-56 rotary table or other equivalent rotary table

Technological cable
Power supply unit 3x36 V / 400 Hz, 6.3 V and 27 V

DC
E. Procedures
(1) Make the UPG-56 equipment ready for work in accordance with its Operating Instructions.
(2) Set the technological bracket for the DUSU sensor fastening in the rotary platform grooves of
the UPG-56 equipment.
(3) Fasten the DUSU sensor using 4 screws onto the technological bracket.
(4) Use the technological cable to interconnect the DUSU sensor male connector with the female
connector fastened on the rotary table of the UPG-56 equipment.
(5) Supply a three-phase voltage of 3x36 V / 400 Hz to the connector marked POWERING OF
SETS placed on the side wall of the UPG-56 equipment; supply a DC voltage of 6.3 V to this
connector as well in accordance with the circuit diagram – see Fig. 301 – and connect the
PE-11 M test bench.
(6) Connect the UPG-56 equipment with the 27 V DC distribution system of the aircraft using the
line cable marked MOTOR POWERING.
CAUTION: BEGIN THE CALIBRATION AFTER AT LEAST 1 MINUTE FROM THE

SUPPLY VOLTAGE CONNECTION!
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FIG. 301 BASIC ELECTRIC CIRCUIT DIAGRAM OF THE DUSU SENSOR
CAUTION: START THE MEASUREMENT ERROR CHECKUP NOT EARLIER THAN 1

MINUTE AFTER THE SUPPLY VOLTAGE CONNECTION!
(7) Perform the DUSU sensor calibration in the following check points:
0; ±5; ±10; ±15; ±20; ±30°/s with increasing and decreasing angular speed values.
Set the angular speed values. Set the angular speed value of the 1st check point -30°/s by
means of the DEG/S control placed on the front panel and of the switch marked x10; x1; x0.1
placed on the side wall of the UPG-56 equipment.
(8) Set the motor switch marked RIGHT, OFF, LEFT to its position RIGHT.
(9) Check the angular speed values using a stop watch and the UPG-56 equipment dial. Perform a
final re-adjustment of the angular speed using the switch if necessary.
CAUTION: REGULATE THE RPM WITH OPERATING MOTOR ONLY!
(10) Use the PE-11 tester to measure the relative resistance of the DUSU sensor potentiometer.
(11) Set the motor switch to its position OFF.
(12) Repeat the operations described para (7) to (11) in each of the calibration points.
(13) Set the motor switch to its position LEFT.
(14) Repeat the works described para (7) to (11) in each of the calibration points.
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(15) Set the motor switch to its position OFF.
(16) Disconnect the UPG-56 equipment from the 27 V distribution systems of the aircraft.
(17) Disconnect the PE-11 M tester and the supply voltages from the connector marked
POWERING OF SETS.
(18) Disconnect the technological cable from the DUSU sensor connector and from the one of the
UPG-56 equipment rotary table.
(19) Unscrew 4 screws fastening the DUSU sensor and detach the sensor.
(20)Record the relative resistance values measured in the calibration points into the calibration
chart of the DUSU angular speed sensor Quality Certificate.
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1. Detachment and re-installation of the DUSU 1-30 AS angular speed sensor

B. Materials Binding wire Ø 0.5 mm

Punched strip ONL 3450
Button ONL 3451.1
Varnish 0.01 kg C 1005 / 0080
Varnish 0.01 kg C 2001 / 8140
C. Tools L 410.9141-05 screwdriver

No. 697-6x120 screwdriver
No. 3013 side wire nippers
E. Procedures
(1) Loosen five fast-lock screws using the L 410.9141-05 screwdriver and flip off the rear ceiling
upholstery panel in the passengers´ cabin.
(2) Detachment of the DUSU 1-30 AS angular speed sensors
(a) Disconnect successively the connectors of the angular speed sensors between frame No.
14 and 15 on the ceiling and remove the securing wire. Unbutton the punched strip.
(b) Detach 3 pcs DUSU 1-30 AS angular speed sensors between frame No. 14 and 15. Use
the screwdriver No. 697-6x120 to loosen altogether 12 pcs fastening screws.
(3) Re-installation of the DUSU-1-30 AS angular speed sensors
(a) Put 3 pcs DUSU-1-30 AS angular speed sensors in their places between frames No. 14
and 15 and fasten them using altogether 12 pcs fastening screws with washers. Use the
screwdriver No. 697-6x120 for this purpose.
(b) Clean properly the places intended for interconnection before starting the re-installation.
(c) Paint the earthing spots using varnish C 1005/0080 and secure the earthing screws using
varnish C 2001/8140.
(d) Interconnect the angular sensor connectors and secure them with binding wire. Tie the
cables together using punched strip. Button the strip properly after having tied the cables.
(4) Close the rear ceiling upholstery panel in the passengers´ cabin and re-tighten 5 quick-lock
screws by means of the L 410.9141-05 screwdriver.
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DS-11 B ANGULAR EXCURSION SENSOR (if installed)

1. Purpose
The DS-11 B angular excursion sensor is intended for sensing the angular excursion of the engine
controls.
2. Technical data
+1.8
Supply voltage 36 -3.6 V / 400 Hz
Measurement tolerance ± 36 angular minutes
3. Operation
In its principle, the DS-11 B is an inductive sensor converting the rotation angle of a shaft intercepting
the movement of the corresponding control into the measuring voltage and phase.
The values generated in this way are transmitted to the flight data gathering unit BSPI-4-2 where they
are encoded into the format of the corresponding analog channel of the ZBN-1-1 recorder.
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FIG. 1 DS-11 B ANGULAR EXCURSION SENSOR

(1) Sensor body; (2) Connector (male); (3) Flange; (4) Grooved potentiometer shaft
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DMP-15 A PRESSURE SENSOR (if installed)

1. Purpose
The DMP-15 A pressure sensor is intended for sensing the pressure inside the engine torque converter.
2. Technical data
Supply voltage 6.6 V max.
Measurement tolerance 0 to 1.5 MPa / 0 to 15 kp/cm2
3. Operation
The DMP-15 A pressure sensor is a potentiometer-type one. In the aircraft, the sensor is located on the
engine speed reducer body. Pressure oil is passed through the aperture (4) to the measuring piston
shifting the potentiometer runner inside the body of the DMP-15 A sensor (2).
The supplied voltage 6 V is divided by the potentiometer to values corresponding to the pressure and
thus to the torque.
The signal formed by the potentiometer is supplied to the encoding equipment of the flight data
gathering unit BSPI-4-2.
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FIG. 1 DMP-15 A PRESSURE SENSOR

(1) Supply cable from the measuring circuit, (2) Sensor body; (3) Thread; (4) Pressure medium
inlet channel
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SERVICING

A. Fixture, Test and Support Equipment Monitoring pressure gauge with a precision class of
0.25 – 0.4 and with a measurement range of 2.5
MPa max.
PE-11 M tester or a resistance bridge with a

precision class of at least 0.5
Pressure air supply 0 to 2.2 MPa
E. Procedures
(1) Connect the DMP-15 A sensor to the PE-11 M tester, to the monitoring pressure gauge and to
the pressurized air supply, see Fig. 301.
NOTE: The measurement error checkup is to be performed at a temperature

of +25°C ± 10°C.
FIG. 301 DIAGRAM OF THE DMA-15 A INTERCONNECTION WITH THE TEST EQUIPMENT
PE-11 M - the PE-11 M tester
M - monitoring pressure gauge
DMP-15 A - the DMP-15 A pressure sensor
ID - pressurized air supply
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(2) Measure the relative resistance in % using the PE-11 M tester at a pressure of 0 MPa and
record the reading into the log book.
NOTE: If no PE-11 M tester is available, measure the relative resistance using a resistance
bridge with a precision class not worse than 0.5.
When using the resistance bridge for the relative resistance measurement, proceed as follows:
(a) Connect the resistance bridge to pins No. 1 and 2 of the DMP-15 a male connector,
measure the total DC resistance (Rc) of the potentiometer and record the reading.
(b) Connect the resistance bridge to pins No. 1 and 3 of the sensor male connector, measure
the DC resistance (Rc) and record the reading.
(c) Calculate the relative resistance resistance value using the formula and record the result.
R
Rrel = . 100 ( % )
Rc
(3) Supply a pressure of 5 kg/cm2 to the DMP-15 A pressure sensor and check its value using the
monitoring pressure gauge.
(4) Close the pressure air supply.
(5) Measure the relative resistance value in per cent using the PE-11 M tester or calculate this
value having performed the operations described para (2).
(6) Use the PE-11 M tester to measure the relative resistance values at pressures equal to 1.0 and
1.5 MPa or calculate these values.
NOTE: Wait 15 minutes at a pressure of 15 kg/cm2.
(7) After elapsing the dwell start to decrease the pressure and perform successive measurements
as prescribed para (2) to (6). Measure at pressure values of the descending sequence 1.5,
1.0, 0.5 and 0 MPa.
(8) Calculate the sensor error as the difference between the relative resistance readings and the
last calibration values stated in the DMP-15 A sensor Certificate. The reduced error value must
not exceed the values specified by the DMP-15 A sensor Certificate.
NOTE: If the calculated error value exceeds the value specified by the sensor Certificate,
repeat the measurement as prescribed para (2) to (7) applying vibrations with an
acceleration of 1.5 g onto the sensor.
(9) Disconnect the DMP-15 A pressure sensor from the PE-11 M tester, from the monitoring
pressure gauge and from the pressure air supply.
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(10) Remove the remaining liquid or gas from the dynamic cavity of the DMP-15 A sensor.
(11) Screw the protective cap onto the DMP-15 A sensor inlet branch (do not perform points (9)-(11)
if the next step of the procedure is the work prescribed by the work procedure No. 3 see
section 031.31.11 on specific pages).
2. Insulation resistance check

A. Fixture, Test and Support Equipment Mega-ohmmeter for a voltage of 100 V, e.g.
the M 1101 M type
E. Procedures
(1) Connect one of the mega-ohmmeter leads to the interconnected pins of the sensor male
connector connecting the other one to the DMP-15 A sensor body.
(2) Secure a good electrical contact of either lead.
(3) Insulation resistance check.
(4) Measure the insulation resistance. Its value must be at least 20 MOhms.
NOTE: Perform the check in normal climatic conditions.
(5) Disconnect the mega-ohmmeter.
3. Runner-and-potentiometer contact reliability test

A. Fixture, Test and Support Equipment Electronic oscilloscope with a check output voltage
signal 2.4 to 6 V / 50 Hz, e.g. the S8-7A type
Resistor 20 kOhms ±10 %, 0.5 W
E. Procedures
(1) Connect the DMP-15 A sensor to an electronic oscilloscope – see Fig. 302 for test workplace
setup.
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FIG. 302 DIAGRAM OF DMP-15 A SENSOR AND OSCILLOSCOPE INTERCONNECTION
(2) Adjust a simple sine wave of a 50 Hz voltage on the oscilloscope screen; the voltage period
duration is thus 0.02 s. The sine-wave voltage display is not interrupted if the connection of the
oscilloscope and the DMP-15 A sensor is reliable enough.
(3) Turn partially the sensor around its longitudinal axis by an angle from 0° to +90°, then from
+90° to 0°, from 0° to -90° and, finally, from -90° to 0°.
If the electric contact between the runner and the potentiometer winding is reliable, the
interruption of the sine-wave signal display on the oscilloscope screen must not exceed half a
period,
i.e. 0.01 s.
(4) Disconnect the DMP-15 A sensor from the oscilloscope.
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1. Detachment and re-installation of the DMP-15 A pressure sensor

C. Tools Steps B 097 365 N

Screwdriver No. 698-8x120
Side wire nippers No. 3013
Spanner 19x24 CSN 230611.7 – 2 pcs
Double-ended spanner 14x15 TONA 611
Screwdriver Z 37.9110-10
E. Procedures
(1) Put the B 097 365 N steps to the LH and RH engine nacelles.
(2) Use the 8x160 screwdriver to loosen 8 locks of the bottom engine cowling. Open the LH and
RH nacelle covers.
(3) Unscrew 10 screws M5 and detach the front left-hand and right-hand upper covers; then loosen
9 M5 screws and detach the left-hand and right-hand upper covers; loosen 12 M5 screws and
remove the left-hand and the right-hand wing-to-pod fairing covers.
Deposit the covers properly after their removal.
(4) DMP-15 A pressure sensor detachment
(a) Remove the securing wire from the pressure sensor connector.
(b) Disconnect the pressure sensor connector on the front fire wall of the LH and the RH
engine nacelles.
(c) Use 19x24 spanners to loosen the pressure sensor nuts; then use a 14x15 spanner to
disconnect the piping from the pressure sensors and finally, loosen the nut enough to slide
the sensor out from the bracket.
(5) DMP-15 A pressure sensor re-installation
(a) Put the pressure sensor in its place and use the 19x24 spanner to tighten its fastening nut.
After this, screw the piping cap nut onto the sensor and tighten it properly using the
14x15 spanner.
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(b) Connect the pressure sensor connector on the front fire wall in both the LH and the RH
engine nacelles.
(c) Secure the connector and the fastening nut of each pressure sensor using baling wire.
(6) Close the bottom cowling of the LH and the RH engine and fasten it in its place by means
of 8 locks using the 8x160 screwdriver.
(7) Put the wing-to-nacelle fairing cover in its place and screw in 12 M5 screws; then install the LH
and the RH nacelle upper covers and screw 9 screws in each; finally, install both upper front
covers and fasten each of them using 10 M5 screws and the Z 37.9110-10 screwdriver.
(8) Pull the steps aside from the engine nacelles.
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0.4 K LUN 1469.11-8 PRESSURE SWITCH (if installed)

1. Purpose
The 0.4 K LUN 1469.11-8 pressure switch is intended for generating a signal in response to a pressure
decrease in the pneumatic de-icing system of the airframe.
2. Technical data
Rated activation pressure 0.04 MPa (0.4 kp/m2)
Equipment tolerance ±0.003 MPa (±0.03 kp/cm2)
Pressure overload 0.98 MPa (10 kp/m2)
3. Operation
The pressure is acting via a damping insertion piece and a sealing membrane onto the measuring piston
face; the measuring piston itself is held in its held in its basic position by a spring. When reaching the
rated pressure value, the piston is shifted thus causing the instant switch action via a rod and an elastic
insert. If the increase in pressure is continued, the piston is supported on a stop surface that takes the
further increase of the force acting on the piston up to the permissible load value.
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FIG. 1 0.4 K LUN 1469.11-8 PRESSURE SWITCH

(1) Piston; (2) Damping pad; (3) Sealing membrane; (4) Spring; (5) Spring; (6) Elastic insertion
piece; (7)Switch body with branches; (8) VSh-5G Connector; (9) Static pressure branch;
(10) Instant switch; (11) Ring; (12) Sealing; (13) Cover cap; (14) Base; (15) Nut; (16) Sealing
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SERVICING
1. Testing of 0.4 K LUN 1469.11-8 pressure switch

A. Fixture, Test and Support Equipment Pressure source, regulated 0-5 MPa
Testing equipment 96 636
Coupling 95 310 A
Testing manometer 0-1.6 MPa with accuracy of 1 %
El. source d.c. 0-40 V / 10 A
C. Tools Spanner 19x22

Periodical
E. Procedures
(1) Prepare the test site for testing of 0.4 K LUN 1469.11-8 pressure switches according
to Fig. 301
FIG. 301 SCHEME OF TEST EQUIPMENT
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Legend to fig. 301:

0.4 K LUN 1469.11-8 - CHECKED PRESSURE SWITCH
Z. K. - TESTING, SIG. EQUIPMENT – 96 636
V - RED. THREADED COUPLING M12X1-95 310 A
Z - PRESSURE SOURCE, REGULATED 0-5 MPA
T - TESTING MANOMETER 0-1.6 MPA WITH ACCURACY OF 1 %
(2) Testing of tightness
Non-permissible:
• pressure drop of 1 MPa (10 kp/cm2) during 5 minutes.
Testing of function
Non-permissible:
• measured value of deviation from the nominal switching pressure

0.04 MPa (0.4 kp/cm2) greater than ±0.003 MPa (0.03 kp/cm2).
(3) On the pressure source set the testing pressure of 1 MPa
(4) Check whether during the testing period of 5 minutes the pressures did not drop.
(5) After the testing period elapses, lower the pressure to 0 MPa.
(6) Testing the function
(a) On the pressure source gradually increase and decrease the test pressure within the range
of 0-0.6 MPa and check the values of pressure in the moment of signaling on the testing
equipment (96 636). Repeat the test 3 times and record the pressure values in the moment
the lamp (Ž2) light up on the testing equipment; the lamp (Ž1) is lighting if the pressure is
lower.
(b) The defective pressure switch or the one with exceeding values of inaccuracy send into a
repair factory.
(c) Determine the difference of switching pressure between the values measured in the phase
of increasing and decreasing the pressure at individual measurement.
(d) Check whether the calculated values comply with requirements of item (2).
(e) In case the limit values stated in item (2) are exceeded, disconnect the pressure switch
from the testing equipment. Remove the sealing insertion from the inlet threaded coupling,
clean its orifices and re-install it into the pressure switch.
Repeat the testing according to items (a) – (c) see above.
(7) Bring the test site into initial status.
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1. 0.4 K LUN 1469.11-8 pressure switch detachment and re-installation

A. Fixture, Test and Support Equipment Not available
B. Materials PE-foil
Binding wire Ø 0.5 mm
C. Tools Steps B 097 343 N

Spanner 19x22 CSN 230611.6
Screwdriver Z 37.9110-10

Periodical
E. Procedures
(1) Put the B 097 343 N steps to the aircraft.
(2) Use the Z 37.9110-10 screwdriver to detach the upper wing-to-fuselage fairing cover.
(3) 0.4 K LUN 1469.11-8 pressure switch detachment
(a) Use the side wire nippers to cut off the securing wire of the switch connector and
disconnect the connector.
(b) Use the 19x22 spanner CSN 230611.6 to unscrew the cap nut fastening the piping to the
pressure switch and disconnect the pipe.
(c) Loosen the nut fastening the pressure switch to its bracket and detach the switch.
(d) Use PE-foil to blind the connector, the switch screwing and the pipe.
(4) 0.4 K LUN 1469.11-8 pressure switch re-installation
(a) Before starting the re-installation works, remove the PE-foil from the connector, the switch
screwing and the pipe.
(b) Adjust the position of the pressure switch in its bracket so that the female connector is in
its bottom part.
(c) Tighten the nut fastening the pressure switch to its bracket.
(d) Connect the piping to the pressure switch and tighten its cap nut.
(e) Re-connect the switch connector, tighten it by hand and secure it using binding wire.
(5) Use the screwdriver Z 37.9110-10 to re-install the upper wing-to-fuselage transition cover.
(6) Pull the B 097 343 N steps aside.
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1. Purpose
The purpose of the DK 120 or ELP-362D underwater acoustic beacon is to transmit a signal to enable
location of an airplane crashed into water.
2. Technical data
Operating Frequency: 37.5 kHz (± 1 kHz)

2
Acoustic Output, Initial: 1060 dynes/cm rms pressure at 1 meter (160.5 dB).
2
Acoustic Output, after 30 days 700 dynes/cm rms pressure at 1 meter ( 157.0 dB).
Pulse Length: 10 ms
Pulse Repetition Rate 0.9 pulses per seconds
Useful life: 6 years
Operating Life: 30 days minimum
Operating Depth: 20,000 feet (6,096 m)
Actuation: Fresh or salt water
Size: 1.3 in. (3.3 cm) diameter x 3.92 in. (9.95 cm) long.
Weight: 6.7 oz. (190 g)
Power Source: Lithium Battery, Field Replaceable
FAA Authorized: TSO-C121
NOTE: Lithium battery is field replaceable by the user.
3. Accessories
for DK 120 for ELP-362D
TS 200 Acoustic Test Set ATS-260 Acoustic Test Set
Lithium Battery Kit 810-2007K Lithium Battery Kit B362-06192-2
Dukane Spanner Wrench P/N 810-325 Torque adapter for battery replacement P/N 008407
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FIG. 1 DK 120 UNDERWATER ACOUSTIC BEACON
FIG. 2 DK 120 UNDERWATER ACOUSTIC BEACON EXPLODED VIEW SHOWING RELATIVE

LOCATION OF BATTERY AND RELATED PARTS
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SERVICING
1. Battery replacement of the DK 120 or ELP-362D underwater acoustic beacon

B. Materials Lithium battery kit for DK 120 (P/N 810-2007K)

Lithium battery kit for ELP-362D (P/N B362-06192-2)
C. Tools Spanner wrench and other user tool from tools kit

Periodical
E. Procedures
(1) Remove the toilet (if installed) or cover from frame No. 21 panel.
(2) Check the battery replacement date label of the underwater acoustic beacon located adjacent
to the cockpit voice recorder. If the date has expired, remove the beacon from the mounting
cradle.
(3) Secure the beacon with vice - clamp, if available, or grasp the body of the beacon.
NOTE: Do not clamp the beacon in a vice, except in the approved vice-clamp.
(4) Using a spanner wrench, remove the end cover marked "BATTERY ACCESS" unscrewing
antilock-wise.
NOTE: Spanner wrench should be held firmly in contact with the battery end cap.
(5) Remove shock cushion from battery end of beacon if not removed with the end cap.
(6) Top the body in your hand to remove the old battery and shock cushion.
(7) Insert the shock cushion into the beacon ensuring that it has reached the bottom.
(8) Pull back each of the two outer corners with tweezers, then apply one drop of DUCO cement, or
equivalent, under each outer corner.
(9) Press the corners down against, the inner surface of the beacon case. Allow at least 20 minutes
of drying time.
(10) Install a new battery. If the battery in without collar, ensure the end marked "INSERT THIS END".
CAUTION: INSTALLING BATTERY WITH INCORRECT POLARITY WILL CAUSE PERMANENT

DAMAGE TO THE BEACON. EVEN TEMPORARY INCORRECT POLARITY CAN
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CAUSE SUBSEQUENT EXCESSIVE CAPACITOR LEAKAGE WHICH MAY RESULT

IN A NEW BATTERY BEING DEPLETED WITHIN A FEW DAYS.
WARNING: INCORRECT BATTERY POLARITY IS PRACTICALLY A SHORT CIRCUIT

ACROSS THE BATTERY. IN SAME CASES THIS CAN CAUSE THE
BATTERY TO EXPLODE.
(11) Remove the old O-ring from the cover. Do not use a screw driver or sharp tool because of a
damage of damaging the O-ring groove.
(12) Clean the threads and the O-ring groove in the body and cover thoroughly by wiping with solvent.
(13) Apply a thin coating of furnished O-ring lubricant to new O-ring, O-ring groove and threads.
Carefully install new O-ring on battery cap.
(14) Position rubber shock cushion over contact spring and on the inside of the battery cap.
(15) Replace the end cap and tighten until the cap flange contacts the body. Use hand force only on
the spanner wrench.
(16) Install the beacon to mounting cradle.
(17) Reinstall the toilet or cover to frame No. 21.
Addresses of underwater acoustic beacon manufactures are as follows:
DK120 ELP-362D
Dukane Corporation, (Cage No. 94970), Benthos, Inc.
Sea Com Division, 2900 Dukane Drive, 49 Edgerton Drive, North Falmouth
St. Charles, II. 60174 MA 02556 USA
www.dukcorp.com/Seacom www.benthos.com
(User’s Manual P/N 001815)
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SRO-2 REPLIER (if installed)

1. General
This part includes equipment used for automatic aircraft identification as a response to inquiry signals
from ground identification searchers or inquiers from other aircraft. This equipment consists of a SRO-2
replier. In the following table all instruments and main parts of a replier system are listed.
1 Receiver-transmitter 5-OM Unit 1 between bulkheads 2 and 3

2 Control panel 8 A Unit 1 between bulkheads 5 and 6
3 Filter unit 25 Unit 1 between bulkheads 2 and 3
4 Connecting box 19 Unit 1 between bulkheads 1 and 2
5 Antenna box 23 L Unit 1 between bulkheads 1 and 2
6 Antenna box 23 P Unit 1 between bulkheads 1 and 2
7 2nd band antenna 12-12 Unit 2 between bulkheads 23 and 24
between bulkheads 1 and 2
8 1st band antenna 12-11 VZL Unit 1 bulkhead 1
9 1st band antenna 12-10 VZL Unit 1 bulkhead 27
10 1st band antenna 12-11 VZP Unit 1 bulkhead 27
11 1st band antenna 12-10 VZP Unit 1 bulkhead 27
12 3rd band antenna 13-3A Unit 2 bulkhead 1
bulkhead 27
13 Control box 12-4M Unit 1 between bulkheads 1 and 2
14 Tripple divider 13-4VA Unit 1 between bulkheads 2 and 3
15 Circuit breaker SRO AZRGK 5 1 overhead panel
3. Operation
By switching on the INVERTERS 115 V AC I, II and BATTERY I, II switches and the SRO circuit
breakers located on the overhead panel voltage is supplied to contacts of the switch on the control
panel. By switching over of this to switch position POWER the replier is put into operation.
Then the CODE ON lamp lights on the control panel and 1-2.5 min. After switching on the POWER lamp
lights up.
During the flight the replier response to searchers inquiry (ground or airborne) is manifested by blicking
of the REPLY neon lamp on the control panel. The system can be destroyed if necessary by pressing
the explosion push button.
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SRO-2 REPLIER (if installed)

SERVICING
1. Check of the switch on of the SRO firing circuit safety cut-out

C. Tools Screwdriver (e.g. Z 37.9110-10)

Routine, Periodical
E. Procedures
(1) Open the cover in the area between 1-2 bulkheads on the right side with a Z 37.9110-10
screwdriver (12 screws).
(2) Switch on the SRO breaker.
(3) Open the cover and see if the breaker is on the panel.
(4) Close the cover, lock it with a Z 37.9110-10 screwdriver (12 screws).
2. Check of the antenna of product SRO - 2

A. Fixture, Test and Support Equipment Not applicable.
C. Tools Screwdriver (e.g. No. 710, 5x150)

Periodical
E. Procedures
(1) Remove the fuselage nose cover by releasing 28 pcs of screws with a screwdriver 710, 5x150
and the fuselage tail cover by releasing the 26 pcs of screws with a screwdriver 710, 5x150.
(2) Check of 1st bulkhead antennas Fe12, Fe13, Fe14 between 1st and 2nd fuselage bottom
bulkheads (Fe 11), at the 27th bulkhead Fe 8, Fe 9, Fe 10 and between the 23rd and 24th
bulkheads at the fuselage bottom (Fe 7).
Not admitted: corrosion of antennas, released fastening screws, antenna mechanical

damaging (impact).
(3) Check the antennas if there are no failures as stated above (Not admitted).
(4) Measure the value of contact resistance. Value of contact resistance must be min. 2 MOhms.
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(5) Carry out re-adjustment of both the nose
3. Check of the cable – duct screening, tubes conductor insulation


Periodical
E. Procedures
(1) Visual check the screening, cable-duct conductors, bridging and fastening of individual units of
the product SRO-2 at the area between the 1st + 7th bulkheads (Fe 1, Fe 2, Fe 3, Fe 4, Fe 5, Fe
6, Fe 15, Fe 16, Fe 17).
Not admitted: mechanical damage of individual conductor insulation, loosening and corrosion of
bridging – bonding of individual units, releasing of individual units
(2) Check the cable-duct, bridging, blocks fastening – see point 1 and verify if there are no
shortcomings of the kind stated above (Not admitted).
4. Removal and installation of the 5-OM unit

C. Tools Screwdriver (e.g. Z 37.9110-10),

Screwdriver (e.g. No. 710, 3.5x150),
Screwdriver (e.g. No. 710, 4.5x120)

Periodical
E. Procedures
(1) Take out the cover at the right fuselage side between the 2nd - 3rd bulkheads (by releasing of
screws with a screwdriver Z 37.9110-10).
(2) Remove the explosives Z 1 from the unit 5-OM before beginning of the work and put them to a
safety place.
(3) 5-OM unit removal
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(a) Remove the cable-duct with the 5-OM unit (5 pcs of plug-socket connections), release the
block (2 pcs of special screws by hand), and disconnect the bridging with a screwdriver
710, 4.5x120.
(b) Take the block out of the aircraft; wrap it into a suitable box.
(4) 5-OM unit installation
(a) Adjust and fasten the 5-OM unit to the aircraft: Connect 5 pcs of sockets to the cable-duct,
insert the detonators Z 1, secure the plug-socket connections and fastening screws with a
binding wire; connect the bonding bridging with a screwdriver 710, 3.5x100 – clean up the
surfaces to a metallic glance.
(b) Adjust the covers to places.
5. Check at the test room on the block 5 - OM

A. Fixture, Test and Support Equipment Standard signals generator (e.g. Г4-37А);
Ч 2-6 (Ч 2-8) Wave meter;
СИ-54 (СИ-20, СИ-5) Oscilloscope;
Г5-15А (Г5-15) Impulse generator;
Д2-2 (Д2-1) Attenuator;
Ц 4313 (Ц-52, Ц-57, Ц-434, Ц-435) Tester;
И-351-1 Transformer of resistance;
ГР.647.003 Cable with the plug;
Ч2-1А (Ч2-1) Wave meter;
УК 7-9 (УК 7-3) Voltmeter;
И-354 Test decoder;
ПКО-1 Test device
C. Tools Screwdriver (e.g. 54430-12, 7810-0047, 7810-0081)

or screwdriver from tool kit;
Wrench (e.g. 54420-405) or wrench from tool kit

Periodical
E. Procedures
(1) Check if pyro cartridges are present in the equipment. If so dismount the block with them.
(2) Do the outer inspection (sores, cracks, seals). Verify the fabrication numbers of the blocks and
compare them with the number stated in the certificates.
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(3) Connect the blocks of the station by means of the feedings and cables according to their
markings on connections.
(4) All switches on the control panel should be in position “Switched off”.
(5) The switches on the blocks should be in the following positions:
(a) at the block “8a” the switch “POWER” should be in position “OFF”, the switch “EMERG.” In
position “OFF”
(b) at the block “5-OM” the switch “3-norm-1” in position “norm”, the switch “PR-1 kHz” in
position “PR”.
(6) Switch on the measuring devices and let them warm up for 15 minutes.
(7) It is necessary during the measuring the block 5-OM to be covered and on the output a load to
be always present.
(8) Check again if the pyrocartridges have been removed from the block 5-OM.
(9) Check the blocks of the product SRO-2 – the works that can be carried out only by a special
authorized person:
(a) Rubber dampers must not be cracked and all of them must be equally elastic.
(b) Operational time of the pyrocartridges must not be longer than 4 years.
(c) Voltage on the contact connections must be in accordance with Table 1.
(d) The impulse at the right adjustment of the connection of the generator with the aerials must
be negative and wide (0.5 to 0.9) microsecond.
(e) The transmitter frequency must be found in the range of FH ± 1.0 MHz.
(f) The values at the measuring of the impulse power of the transmitter must be in accordance
with the values according to the items (19) Inspection of the pulse power of the transmitter
(a) – (c).
(g) The work of the channel of the interrogator must correspond to items (20) Inspection of the
function of the channel of the interrogator (a) – (c).
(h) The current of the converter must correspond to the data of the item (21)
(i) The function of the receiving and the transmitting part must correspond to item (22)
Inspection of the function of the receiving and the transmitting part (a) – (b)
(j) The modulation depth and the impulse length have to correspond to item (23) (a) – (f)
(k) The coding has to correspond according to Inspection of the right coding - item (24) (a) -(b).
(10) Carry out the visual inspection of the dampers. Cracking of the rubber are not permitted.
Check successively the springing of the individual dampers by hand, all dampers should go
tightly in the same grade.
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(11) Carry out the check of fastening of the block at the spring loaded frame. The fastening must be
reliable.
(12) Carry out the check of the socket and plug connections on the block. The pins of the plugs
must not be deformed of damaged. In case that they are slightly bent, straighten them by
means of a tweezers. If they are slightly oxidized, clean the pins, the bushes of the plugs,
sockets and co-axial connections.
(13) Verify the operational time of the pyrocartridges. If they it is more than 4 years let them to be
replaced by new ones.
(14) Dismount the rear cover from the block 5-OM
(a) Dismount the fan:
• disconnect the wires to the condensers,
• screw off 4 screws holding the fan to the base of the block,
• loosen the screw holding the rubber branch and take the block off.
Inspect the rubber branch. It must not be damaged.
(b) Dismount the partition from the fan:
• screw off 4 screws,
• disconnect the leadings from the condensers,
• take off the partition.
(c) Make accessible the commutator and brush part:
• blow out the inner space of the motor by compressed air,
• remove dust and other impurities by means of a swab wetted slightly in petrol.
(d) Replace the brushes by new ones if they are abused or otherwise damaged. The new
brushes should be brought in operation in the following way.
(e) Mount abrasive paper on the commutator. Turn by the commutator as long as the brushes
will copy the surface of it. After the brushes being adapted, blow out the dust from the
cavities of the motor.
(f) Cover the brushes, mount on the partition and the fan back.
(g) After the complete mounting verify the current consumption of the motor of the fan. At the
voltage of 27.5 V it must not be greater than 0.7 A.
(h) Verify if all electron tubes at the inner of the block are well fastened, if all covers fastening
the tubes are well fixed on.
(i) Carry out the back mounting of the rear cover of the block 5-OM.
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(15) Measure the voltage on the checking terminals and sockets of the blocks. The voltage is to be
measured between the appropriate terminals and the terminal “sovmest. Minus”. The voltage
must be in accordance with the values stated in Table 1.
Table 1
Socket Voltage on the terminal (V)
1 2 3 4 5 6 7 8 9 10
block 5-OM -15 +27 115 115 -190 +130 +290 - - -
PROVERKA I ±10 % ±10 % ±10 % ±15 % ±10 %
block 5-OM - - 12.6 - - - - - - -
PROVERKA II ±15 %
NOTE: The numbers of the bushes in sockets and the values of the voltage are stated within the
covers of these sockets.
(16) Verify the operation of the fan, the motor must not be noisy.
(17) The inspection of the correctness of the connection of the generator with the aerials.
CAUTION: AT THE INSPECTION OF THE OPTIMAL CONNECTION ONLY THOSE PARTS OF

THE AERIAL SYSTEM AND OF THE AERIAL DISTRIBUTION CAN BE USED WHICH
BEAR THE SAME LETTER THE CHECKED BLOCK 5-OM OPERATES WITH.
(a) Switch on the oscilloscope, its input should be connected with the bush of the 2nd socket
“ΠPOBEPKA 2”. The switch PR-1 kHz to be set on to the position 1 kHz.
(b) Switch over the switch “ЗАПРОС” on the block 5-OM or on the control panel into position
“ЗАПРОС” – before hand connect the bush of the socket No. 2 “ΠPOBEPKA 2” with the
bush 5 of the block 5-OM. The cables 34 and 35 must be connected with the adjusted
attenuators D2-2 (D2-1). On the screen of the oscilloscope a negative wide (0.5-0.9)
microsecond impulse must appear.
(18) Inspection of the frequency of the transmitter:
(a) Connect the devices acc. to Fig. 301 and switch on the wave-meter. The switch PR - 1 kHz
on the block 5-OM is to be given into position 1 kHz. Push the press-button “ЗАПРОС”.
(b) Measure the frequency by means of the wave-meter, the value must be FH ±1.0 MHz
(19) Inspection of the pulse power of the transmitter
(a) Prepare the device PKO to operation:
• connect it with the source 115 V / 400 Hz
• set on the switch V1 into position “САМОКОНТОЛЬ”
• set on the switch V2 into position 115 V / 400 Hz.
Hereby the pointer of the device should be found in the blue part of the scale.
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FIG. 301 THE SCHEME OF THE TESTING AND CHECKING EQUIPMENT

(1) Block 5-OM, (2) Attenuator D 2-1 (D 2-2), (3) Attenuator D 2-2, (4) Adapting 1-351-1,
(5) Wave-meter
(b) Connect the socket “MOЩHOCTЬ” of the device PKO with the sixth socket of the block 5-
OM by means of the cable from the set PKO:
• set the switch V2 into position “MOЩHOCTЬ”
• set the switch V1 into position “PAбOTA”
• connect the feeding
(c) Adjust the pointer of the switch “PR – 1 kHz” into position “1 kHz”. Push down and hold the
push-button “ЗАПРОС”. The pointer of the device indicator must be found in the brown
part of the scale. Switch off all devices.
(20) Inspection of the function of the channel of the interrogator:
(a) Connect and switch on the block, the pulse generator, bring to the socket 5 of the block 5-
OM from the generator a positive pulse at a length (0.5-1) microsecond with the repeating
frequency 1 kHz and amplitude (20-30 V). The indication lamp on the block must light up.
(b) Set on the switch “ЗАПРОС” into position “ЗАПРОС”. The indication lamp on the block
must light up.
(c) Set on the switch “ЗАПРОС” into position “BЫKЛYЧEHO”. The indication lamp on the
block must light up.
(21) Inspection of the current of the converter:
(a) Connect the measuring device with the bush 1 of the socket “KОНТОЛЬ 2“ against the
frame. The value must be higher than 20 microamperes (at the range of 120 to 130 цA) at
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the devices C4313, C52, C57. (When the device C434 on the range of 250 цA be used the
deviation must be greater than 35 цA).
NOTE: It is possible to use the checking device PKO connected with the socket
“KONTOЛЬ 2” hereby the pointer of the device must be found in the green part of
the scale.
(22) Inspection of the function of the receiving and the transmitting part:
(a) Prepare for operation the device PKO (connect it to the source 115 V / 400 Hz).
Set on the switch V1 into position “САМОКОНТРОЛЬ”, the switch V2 is to be set on to
position 115 V, 400 Hz. Connect the output PKO of the cable over the attenuator D 2-2
with the socket 6 of the block 5-OM. The pointer of the device indicator must be found in
the blue part of the scale.
(b) Switch over to the PKO the switches V2 and V1 into positions “ABT. PEЖИM” and
“PAБOTA”, the inspection to be done in all positions of the switch of the codes. The pointer
of the indicator must be found in the first red field of the scale.
Switch on the switch “ABAPИЯ”. The pointer of the device indicator must be found in the
second red part of the scale. Switch off the switch “ABAPИЯ”.
The pointer of the device indicator must show zero.
Connect the socket 12-4 of the device with the checking socket of the block 12-4M
(12-4 BM, 12-4 AM) and set the switch V2 into position “COBM. PEЖИM” and the switch
V1 to position “PAбOTA”. Set on the detector switch V3 successively in all the positions
(except DET) and follow up the indication of the device. The pointer of the device indicator
must be found in the first red part of the scale at all positions of the switch V3 on the PKO.
(23) Inspection of the pulse length and modulation depth of the answering signal
(a) Connect the devices acc. to scheme in Fig. 302. Switch on the oscilloscope in the regime
of starting of the time base with the outwards signaling. The amplifier of the vertical
deflection plates must be switched off.
(b) Set on the switch PR – 1 kHz on block 5-OM (using the block 24 on this block) into position
IKGC. On the screen of the oscilloscope the high-frequency amplitude modulated pulse
(2.7 till 3.8) microsecond with a modulation depth of at least 80 % must appear.
(c) Switch on the switch “ABAPИЯ”. On the screen of the oscilloscope 2 pulse must appear at
a length of (2.7 – 4.3) microsecond with a distance of (6 – 7) microsecond between the
leading edges of these pulses.
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FIG. 302 THE SCHEME OF THE TESTING AND CHECKING EQUIPMENT

(1) Block 5-OM, (2) Transformer I 351-1, (3) Attenuator D2-2, (4) Oscilloscope, (5) Plates Y
(d) Set on the switch “ABAPИЯ” into position “BЫKЛ”. On the screen one modulated pulse
with the length of (2.7-3.8) microseconds must appear.
(e) Switch on the push-button “ЗАПРОС” on the block 5-OM (when using the block 24 switch
the “ЗАПРОС” switch on this unit on).
On the screen of the oscilloscope a non-modulated pulse of high frequency with the length
of (0.3-0.7) microseconds must appear.
(f) Switch off the oscilloscope and return the switches on the block to their initial position.
(24) Inspection of the right coding
(a) Carry out measuring of the frequencies by means of the wave-meter C2-1 A:
• switch the devices in accordance to Fig. 303
• switch on the oscilloscope in the regime of the oscilloscope in the regime of the
starting time base or connect the electronic voltmeter VK-7 and connect it to the output
of the wave-meter,
• switch over the switch PR-1 kHz on the block 5-OM into position 1 kHz;
• the frequency of the codes must correspond to the values in Table 7, Book One
“Regulations for use”.
(b) Adjust the wave-meter so as to have on the screen of the oscilloscope (or the value at the
voltmeter) the maximum pulse value.
Further adjust the wave-meter to both sides so as to obtain the amplitude equal to 0.9 of
the maximum value (or 0.7 of the maximum value at the electronic voltmeter). Read up
these values of the code is given by a half of the sum of these values. Verify the values of
all the code frequencies.
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FIG. 303 – THE SCHEME OF THE TESTING AND CHECKING EQUIPMENT

(1) Oscilloscope, (2) Block 5-OM, (3) Attenuator D2-2 (D2-1), (4) Wave-meter
NOTE: Verifying of the coding function can be carried out by means of the checking decoder
I-354. At this checking the transmitter has to be connected with the aut. III band acc.
to the Regulations for the use of the product SRO-2.
6. Check of the product SRO-2 functioning


Periodical
E. Procedures
(1) Contact connections voltage.
(2) Signal transmitting function.
(3) Correct setting of generator connection with antennas and correct checking of signal EMERG
formation circuit.
(4) Generator frequency
(5) Output
(6) Heterodyne frequency
(7) Receiver intensifying.
(8) Receiving channel function.
(9) Carry out due check measurement according to points (1) – (8) with regard to Instruction for
SRO-2 operation, Book II, edition 2-72
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SO-69 TRANSPONDER (if installed)

1. General
The active – response radio equipment consists of instruments and equipment which provide
information on the aircraft attitude, its identification, and its flight parameters in cooperation with ground
stations. This equipment comprises an SO-69 transponder.
1 Transmitter-Receiver 2.000.175 2 between frames No. 2 and 3

2 Encoder 2.000.175 1 between frames No. 2 and 3
3 Control box 3.624.247.01 1 on rear control panel
4 Connector SR 50/162 FV 2 between frames No. 2 and 3
5 Coaxial filter VT/010, 2.067.342 1 between frames No. 2 and 3
6 Check box 2.035.012 1 between frames No. 2 and 3
7 Blocking box 2.217.017 1 between frames No. 2 and 3
8 Amplifier 2.035.509 1 between frames No. 2 and 3
9 Coded head 3.604.039 1 between frames No. 2 and 3
10 Check socket 2RMDT33BPN 32G5A1 1 between frames No. 2 and 3
11 Relay B 078 176 N 1 between frames No. 2 and 3
12 Amplifier BU-72 1 between frames No. 2 and 3
13 Electromechanical altimeter VET 72 PB 1 on left instrument panel
14 Antenna AZ-027, (2.092.329) 1 on fin
15 Circuit breaker AZRGK 2 1 overhead panel
16 Antenna AM-001-240, (2.092.240) 1 between frames No. 6 and 7
17 Coaxial connection R-858-P1 1 Fin fuselage fairing
18 Fuse 115 V SO-69 1 CSN 354733F/1500 2 Fuse panel
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3. Operation
When the BATTERY I, II and INVERTER 115 V AC I, II switches are switched on, supply voltage id fed
to the contacts of a switch located on the transponder control panel. The transponder is activated. By
setting this switch to the BKЛ position and by setting the mode selector to the ГOTOB position. When
the transponder is switched on, the lighting of the control panel will come on. Set the QFE pressure on
the encoding altimeter.
WARNING: THE REQUIRED PRESSURE CAN BY ONLY BE SET ON THE ALTIMETER IF THE
ALTIMETER HAS BEEN CONNECTED TO 27 V SUPPLY VOLTAGE AND
SIMULTANEOUSLY TO 115 V / 400 Hz VOLTAGE. NON-COMPLIANCE WITH
THESE CONDITIONS WITH THESE CONDITIONS MAY RESULT IN A A DAMAGE
TO THE ALTIMETER.
In flight the transponder automatically transmits reply to the interrogation of the ground ATC secondary
surveillance radar.
NOTE: On the ground the mode selector may be set to the YBД position for testing only.
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SERVICING
1. Check for proper function of transponder using built-in-test


Periodical
E. Procedures
(1) The requirements to be met are given in the following test (para. 5) of this Technological
Procedure.
(2) Switch on the BATTERY I and II, INVERTERS 115V AC I and II switches and the
TRANSPONDER circuit breaker on the overhead panel.
(3) Switch on the transponder by setting switch on the transponder control box to the BKЛ position.
(4) At the end of 1 or 2 minutes after the transponder has been switched on set the mode selector
to the YBД position and depress the KOHTP. push-button. The signal lamp on the control box
must be list without twinkling.
NOTE: Check that the signal lamp is not burnt out. Check that the transponder is not deficient
by means of KASO-I tester.
(5) Set the mode selector on the SO-69 control box the ГOTOB position.
(6) Switch off the transponder.
(7) Switch off the BATTERY I and II, INVERTER 115V AC I, II switches and the TRANSPONDER
2. Check for proper function of transponder using KASO-II tester

A. Fixture, Test and Support Equipment KASO-II tester

Periodical
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E. Procedures
(1) Check for proper function of the transponder using the KASO-II tester.
(2) The requirements to be met are given in the following text (para. 5) of this Technological
Procedures.
(3) Locate the KASO-II tester at a distance of 5 m to 20 m from the antenna being checked.
(4) Set the PEЖИM PAБOTЫ selector to the AHOД. OTKЛ. position, the CAMOKOHTPOЛЪ
change-over switch to the OTKЛ. position, and the CETЬ switch to the OTKЛ. position.
(5) Wind off feeder cable from a cable cell and connect it to the KASO II tester and to the
115V / 400 Hz power supply.
(6) Switch on the CETЬ switch. The HEИCЛP. light cell must illuminate. Check the voltage on the
tester.
(7) Set the CAMOKOHTPOЛЪ change-over switch to the BKЛ. position but not earlier then 1.5 to
2 minutes after the CETЬ switch has been switched on.
(8) Check for proper function of the tester as follows: when the PEЖИM PAБOTЫ selector is set to
the III position the ИCПP. inspection on the tester must illuminate.
(9) Set the CAMOKOHTPOЛЪ change-over switch to the OTKЛ. position.
(10) Switch on the BATTERY I, II, INVERTER 115V AC I, II switches and the TRANSPONDER
(11) Switch on the transponder by setting the switch on the transponder control box to the BKЛ.
Position.
(12) Set the mode selector to the YBД position.
(13) Depress the KOHTP. push-button on the control box (not earlier than 1-2 minutes after the
transponder has been switched on). The signal lamp must illuminate. Check the transponder by
means of KASO-I tester.
(14) Set the PEЖИM PAБOTЫ selector on the KASO-II tester to the III position.
(15) Direct the antennas of the KASO-II tester successively to the individual antenna transponders
on the aircraft. The HOPM. inspection must illuminate. Check the transponder by means of
KASO-I tester. Check the HF cables of the III and band.
(16) Switch off the KASO-I tester by setting the PEЖИM PAБOTЫ selector to the AHOД OTKЛ.
position and the CETЬ witch to the OTKЛ. position.
(17) Switch off the transponder by means of the switch on the control panel.
(18) Switch off the BATTERY I, II, INVERTER 115V AC I, II, INVERTER 36V AC I, II switches and
the TRANSPONDER circuit breaker on the overhead panel.
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3. External inspection of transponder units


Periodical
E. Procedures
(1) The requirements to the mat are given in the following text (para. 5) of this Technological
Procedure.
(2) Inspect the shielding and insulation of wiring harness of individual conductors, especially near
the connections and at the places where conductors pass through the airframe structure. The
shielding and insulation must not be damaged.
(3) Repair the shielding with broken wires by soldering, in case of more extensive damage replace
the conductor. Cover the worn off spots with dematine or wrap with insolation tape. If the
conductor is damaged at its attachment is the connector dismantle the connector, bind a thread
round the damaged conductor, and fasten the conductor in the connector.
(4) Inspect the plug-in connector, frames, harness joint sand individual conductors joints. The plug-
in connectors must be free from dirt. The pins and jacks of the plug-in connectors and of HF
connectors must be free of dirt, corrosion and mechanical damage. The insulating inserts must
be free from callus and cracks. Nuts must be free from mechanical damage and corrosion.
(5) Clean the dirty and corroded spots with alcohol and day. Replace the damaged plug-in
connectors and HF connectors.
(6) Inspect the conductive landing strips and their attachment points to the blacks, wiring harness
and the ground. The bonding strips must be clean, free from mechanical damage and
corrosion. Fasteners (bolts with wing nuts etc.) must be free from damage, and must pointer
conductive bonding between the handing strips and the ground, and between the bonding
strips and the take of the units. Replace the damaged bonding strips, remove corrosion using
an emery cloth.
(7) Check for proper attachment of the conductors. The conductors must be attached properly.
Attach the conductors and replace damaged sleeves if need be.
(8) Inspect the points of coaxial cables. The packs of the connectors must be free from dirt and
must provide good contact with the pins. Clean the contacts by a cloth moistened with alcohol,
bend slightly the contact springs on the packs if need be.
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4. Transponder check by means of KASO-I tester

A. Fixture, Test and Support Equipment KASO-I tester

Periodical
E. Procedures
(1) Prepare the KASO-I tester.
(2) Locate the KASO-I tester rear the check socket from the tester and from the check sockets.
(3) Set all the change-over switches on the front panel of the tester to their utmost left positions,
set the CETЬ OTKЛ switch to the OTKЛ position, and the CBC-ЛH-YBИД selector, located
under the protective cover to the YBИД position.
(4) Connect the LF and HF sockets of the KASO-I tester with the 5S1 and 5F1 check sockets of
the transponder by means of cables.
circuit breaker on the overhead panel. Switch on the transponder by setting the SO-69 switch
to the BKЛ position.
(6) Set the CETЬ OTKЛ switch on the tester to the CETЬ position.
(7) Set the CAMOKOHTPOЛЬ change-over switch to BKЛ.
(8) Set the PEЖИM ПPOBEPKИ selector successively to each of its position. The HEИCПP.
inscription must illuminate, after 1-2 minutes the HOPM light must illuminate and, when the
selector is set to the HOMEP and BЫCOTA positions, all 20 lights of the ИHФOPMAЦИЯ
display must illuminate. Replace the defective KASO-I tester.
(9) Set the CAMOKOHTPOЛЬ change-over switch to OTKЛ.
(10) Depress the ЗAПPOC push-button.

Requirements: The HOPM. inspection must illuminate.
(11) Check for DC voltage on the output of the transmitter-receiver supply unit.
(12) Set the switch on the transponder control box to BKЛ.
(13) Set the ИЗMEHEHИE change-over switch of the KASO-I tester to -6.3B, +6.3B, -27B, + 27B
positions.
Requirements: The pointer of the KASO-I micrometer must be within ПИT range.
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NOTE: 1. For the SO-69 transponder, a +3.15V voltage is checked when the change-
over switch is set to the +6.3B position and a -10V voltage when the change
over switch is set to the -6.9B position.
2. In case that the pointer of the micrometer outside the ПИT. range when the
ИЗMEHEHИE change-over switch is set to -27B, measure the voltage at G3
point of the transmitter-receiver. The voltage must be within -22V to 30V. If
the +3.15V, -10V, -27V voltage checks do not meeting the requirements, the
supply unit of the transmitter-receiver is faulty. If the +27V voltage check does
not meet the requirements, check the mains voltage.
(14) Check of the YBД mode
(15) Check that the code number corresponds to the code number on the head.
(16) Set the PEЖИM ПPOBEPKИ selector on the KASO-I tester to YBД-HOMEP. The HOPM.
inspection will illuminate.
(17) Check for proper code number of the aircraft obtained according to the lights illuminated on the
ИHФOPMAЦИЯ display of the KASO-I tester, and compare it with the code number on the
head.
Requirement: The code obtained must correspond to that on the head.
(18) Depress the I ПOBTOP push-button on the KASO-I tester and check for proper code once
more. The information must not have changed.
(19) Check for altitude code (TИ) and connection with the altimeter.
(20) On the KASO-I tester:
• set the CBC-ЛH-YBИД selector, located under the protective cover to the YBИД position
• set the PEЖИM ПPOBEPKИ selector YBД BЫCOTA position
Requirement: The HOPM inscription on the KASO-I tester must illuminate. Find out a faulty
unit by means of the ПOИCK HEИCПPABHOCTИ push button and check it by
means of the E RP-30-69 panel.
(21) Check for altitude setting and connection with the altimeter.
(22) Set the KOHTPOЛЬ BЫCOTЫ selector to 0.
(23) Check for proper code according to No. 1 to No. 14 lights on the KASO-I tester.
Requirement: The lights No. 1 through 14 on the ИHФOPMAЦИЯ display of the KASO-I tester
must not illuminate. Set a code corresponding to zero altitude by means of the
YCT potentiometer on the KASO-I tester.
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(24) Set the KOHTPOЛЬ BЫCOTЫ selector to 15000 / 30000.
Requirement: The information in the digit place No. 1 through 14 (lights 1 through 14) must
change smoothly and successively two-and the higher digit places.
(25) Check the code corresponding to an altitude of 15.000 m according the lights No. 1 through 14.
Requirement: The lights No. 13, 11, and 9 lights must be illuminated on the KASO-I tester. Set
a code corresponding to an altitude of 1500 m by means of the YCT. 0 and
YCT, 15000 / 30000 potentiometer on the KASO-I tester. Adjust by means of
YCT. 0 and YCT, 15000 / 30000 potentiometers, if used bl.
(26) Repeat the checks with the KOHTPOЛЬ BЫCOTЫ selector set to 0 and 15000 / 30000
positions.
(27) Set the KOHTPOЛЬ BЫCOTЫ selector successively to the 10000 and 5000 positions.
(28) Check for appropriate code and for altitude reading accuracy by reading the altitude according
to lights No. 1 through 14 as per Table 1.
Requirement: Inaccuracy of ±30 m is permissible.
(29) Set the KOHTPOЛЬ BЫCOTЫ selector to OTKЛ position.
(30) Check for ABAPИЯ signal.
(31) Switch on the ABAPИЯ switch on the transponder circuit box.
Requirement: The ABAPИЯ lights (No. 16) on the ИHФOPMAЦИЯ display of the KASO-I
tester must illuminate.
Check for 27 V voltage in the 1S1/12 plug-in connector of the transponder block.
(32) Switch off the ABAPИЯ switch.
(33) Check for the socking capability of the these-pulse suppression system.
(34) Set the PEЖИM ПPOBEPKИ selector on the KASO-I tester successively to YBД-BЫCOTA
position.
Requirement: The HOPM inscription on the KASO-II tester must illuminate and some of the
light on the ИHФOPMAЦИЯ display must be illuminated.
(35) Depress the ПOДABЛEHИE push-button on the KASO-II tester (depress and release the
CБPOC push-button).
Requirement: The HEИCПP. inspection must illuminate.
(36) Release the ПOДABЛEHИEE push-button.
(37) Check for correctness and transmission time of a backward code in the ЗHAK mode.
(38) Switch on the ABAPИЯ switch on the control box.
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(39) Set the ЗHAK change-over switch on the KASO-I to BKЛ. (depress and release the CБPOC
push-button).
Requirement: The HOPM inspection must be illuminated, the ИHФOPMAЦИЯ lights must not
illuminate.
(40) Set the ЗHAK change-over switch to OTKЛ position.
(41) Using a watch switch seconds load, measure the time of illumination of the HEИCПP
inscription.
Requirement: The HEИCПP inscription must illuminate within 10 to 30 seconds.
(42) Check for transmit frequency of the transmitter.
(43) Set the PEЖИM ПPOBEPKИ selector on the KASO-I tester to the PCП-ШД position.
Requirement: The HOPM inscription on the KASO-I tester must be illuminated. The same
procedure as shown in para. 47 of this Technological Procedure.
(44) Set the ИЭMEHEHИE change-over switch to BOЛH position.
(45) By turning the ЧACTOTA knob located on the side panel of the KASO-I tester make the
micrometer pointer deflect to its maximum value, and hold it in the RH half of the scale by
means of the ЧYBCTBИTEЛЬ BOЛHOMEPA knob.
(46) Take the readings on the small and the great scale of the wave-meter at the moment of
maximum deflection of the micrometer pointer.
(47) Determine the frequency airframe from the nominal frequency value according to a Table
located on the front panel of the KASO-I tester.
WARNING: IF THE F1, F2, P1 AND P2 COVERS ARE NOT SCREWS ON TIGHTLY, AIR-
TIGHTNESS MAY BE IMPAIRED RESULTING IN A TRANSMITTER FAILURE.
Trim the frequency by means of a fire turning screw located under the F1 screw on the receiver
front panel. Having done this, screw on the cover properly.
(48) Check for a faulty unit by means of KASO-I tester.
(49) Set the PEЖИM ПPOBEPKИ selector on the KASO-I tester successively to the YBД-HOMEP
and YBД-BЫCOTA position.
(50) Depress successively the following push-button, to the direction of the ПOИCK
HEИCПPABHOCTИ, screw: CYПEP., ЩI, ПEPEДATЧИK.
Requirements: If the HEИCПP inspection illuminates when any of the above push-buttons
(except for the SI one) is depressed, the respective unit of the SO-69 is faulty.
If the HEИCПP inspection illuminates when the ЩI push-button is depressed,
additional check of DC supply voltage as to be made. To the this, set the
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ИЭMEHEHИE change-over switch of the KASO-I tester successively to +27V,

- 27V, +6.3V, -6.3V positions.
Remove the faulty units from the aircraft and check them by means of EPП-SO-69.
(51) Switch off the KASO-I tester by setting the CETЬ-OTKЛ position.
(52) Switch off the transponder by means of the switch on the control box.
(53) Switch off the BATTERY I, II, INVERTER 115V AC I, II switches and the TRANSPONDER
(54) Disconnect the KASO-I cables from the 5S1 and 5F1 check sockets.
(55) Close the check sockets with covers.
(56) Close the lids.
(57) Set the PEЖИM PAБOTЫ selector on the control box as required.
(58) Check for the information code value according to the KASO-I tester. The information code
consists of 20 digit places repeated twice. The sequence of digit places growth is from 1 to 20.
The number of a light on the KASO-I tester is corresponding to the number of a digit place. The
digit places are divided into fire decades of four digit places each. The sequence of growth is
from 1 to 5. Encoding in a decade is by a binary code. Each digit place in a decade may accept
a value of 1 or 0. Illumination of a light on the ИHФOPMAЦИЯ display of the KASO-I tester
corresponds to a value of 1. Information on the number is provided in a bidecimal code (digit
places 1 to 20). Information on the altitude is provided in a bidecimal code in form decades
(digit places 1 through 14). Information on the fuel is provided in a binary code in the fifth
decade (digit places 17 to 20). A number written in a decade equals to the then of “weights” of
the digit places (illuminated lights on the ИHФOPMAЦИЯ display) according to the Table 1.
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Table 1:
No. of light of 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
ИHФOPMAЦИЯ
display
No. of information V IV III II I
code decade
Binary code digit 4 3 2 1 4 3 2 1 4 3 2 1 4 3 2 1 4 3 2 1
place
Information Identif. Tens of Thousands Hundreds Tens Units
transmitted No. thousands
Altitude Fuel Altitude Altitude Altitude

thousands hundreds tens meters
of thousands
True altitude
Altitude tens
Emergency
meters meters
meters
“Weight” of Identif. 8 4 2 1 8 4 2 1 8 4 2 1 8 4 2 1 8 4 2 1
binary No.
code digit
place Altitude 2 1 8 4 2 1 4 2 1 8 4 2 1
Example 1:
When setting the PEЖИM ПPOBEPKИ selector on the KASO-I tester to YBД-HOMEP position, the
following light of the ИHФOPMAЦИЯ display will illuminate: 1, 2, 6, 9, 10, 11, 16, 17, 19. The
corresponding code is indicated in Table 2.
Table 2:
No. of digit 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
place
Code 0 1 0 1 1 0 0 0 0 1 1 1 0 0 1 0 0 0 1 1
Decade V IV III II I
According to Table 1 a value of the number in each decade is determined as follows:
Decade I - 1 + 2 = 3 (3)
Decade II - = 2 (20)
Decade III - 1 + 2 + 4 = 7 (700)
Decade IV - = 8 (8000)
Decade V - 1+4=5 (50000)
The value of the information code of aircraft identification number is 58723.
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Example 2:
When setting the PEЖИM ПPOBEPKИ selector on the KASO-I tester to YBД-BЫCOTA position,
the following lights of the ИHФOPMAЦИЯ display (digit places 1 to 14) will illuminate:
2, 3, 7, 9, 12, 13.
The corresponding code is indicated in Table 3.
Table 3:
No. of digit 14 13 12 11 10 9 8 7 6 5 4 3 2 1
place
Code 0 1 1 0 0 1 0 1 0 0 0 1 1 0
Decade IV III II I
According to Table 1 a value of the number in each decade is determined as follows:
Decade I - 2 + 4 = 6 (60 m)
Decade II - = 4 (400 m)
Decade III - 1 + 8 = 9 (9000 m)
The value of altitude information code is 1946 (19460 m).
NOTE: When checking the transponder rear an operating altitude of 0 m, the information code
may pass through zero to negative altitude values. The passage is indicated by number
13 in the third decade of the altitude code lights 9, 11, 12 on the KASO-I tester are
illuminated).
Light No. 13 will also illuminate at the same time. To determinate the value of a “negative”
altitude it is necessary to subtract 1000 m from the value of altitude written in the decades
I and II (lights No. 1 thought). For example, if an indication of “negative” altitude appears in
the decade III, and the number in the decades I and II corresponds to the altitude of 960
m, the actual altitude value is -40 meters.
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5. Transponder check by means of IMO-65M tester


Periodical
E. Procedures
(1) Locate the IMO-65M tester rear the check sockets of the SO-69 transponder.
(2) Remove the covers from the 5F1 and 5S1 check sockets.
(3) Connect:
• low frequency cables from the 115V / 400 Hz 27V socket of the IMO-65M tester to the 5S1
check socket of the transponder
• light-frequency cables from the 0.4 – 50W socket of the IMO-65M tester to the 5F1 check
socket of the transponder.
(4) Set on WATTY selector on the IMO-65M tester to the 5 position.
circuit breaker on the overhead panel. Switch on the transponder by setting the switch on the
transponder control box to the BKЛ position. (Check that the mode selector is set to the ГOTOB
position).
(6) Switch on the IMO-65M tester by means of the BKЛ push-button.
Requirements: The CETЬ light must illuminate.
Check that the signal lamp is not burnt out. Check for the 1500V / 400 Hz voltage on the 5S/18
and 5S/19 terminals. Replace the IMO-65M tester.
(7) Having depressed the PAЗPЯД push button set the pointer instrument to zero by means of the
YCT. HYЛЯ potentiometer. Replace the push-button.
(8) Set the selector to YBД position.
(9) Depress the KOHTP push-button on the transponder control box, but not sooner then 1 or 2
minutes after the transponder has been switched on.
Requirements: The signal lamp on the control box must illuminate.
Check the lamp. Check the transponder by means of KASO-I tester.
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(10) Measure the power at the output of IMO-65M tester check socket, with the KOHTP push-button
on the transponder control box depressed.
Requirements: The pointer must not be lower than 2W.
Check the cable from the transmitter from the transmitter output to the 5F1 socket.
Measure the power at the transmitter output.
(11) Disconnect the antenna cable from the IF2 socket of the transponder and replace it with a
checking cable disconnected from the 5F1 check socket.
(12) Set the BATTЫ selector on the IMO-65M tester to the 5000 position.
(13) Measure the power at the 1F2 output of the transmitter – receiver, with the KOHTP push button
on the control box depressed. The power must not be lower than 250 W. If the power is lower
than 250 W, check for transmitter turning by means of the EPЛ-SO-69 panel.
(14) Switch off the transponder by means of the switch located on the transponder control box.
Switch off the IMO-65M tester by means of the OTKЛ. push-button. Switch of BATTERY I, II,
INVERTER 115V AC I, II switches, and the TRANSPONDER circuit breaker on the overhead
panel.
(15) Disconnect the cables of the IMO-65M tester from the 5S1 and 1F2 check sockets. Connect
the antenna cable to the 1F2 socket.
(16) Close the check sockets with protective covers.
6. Check of connection between the transponder and the electromechanical altimeter

A. Fixture, Test and Support Equipment KASO-I tester

Periodical
E. Procedures
NOTE: When checking for connection between the transponder and the electromechanical
altimeter, the altitude information code of the transponder must correspond to the altimeter
reading. Make the check in cooperation with a worker trained in working with barometric
altimeters.
(1) Connect the KASO-I tester to the 5F1 and 5S1 check sockets of the SO-69 transponder by
means of cables.
(2) Connect a pressure simulator to the static pressure system.
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(3) Switch on the BATTERY I, II, INVERTER 115V AS I, II switches and the TRANSPONDER
(4) Switch on the transponder by setting the switch or the control box to the BKЛ position. Set the
mode selector to the PCП position.
(5) Switch on the KASO-I tester by means of the CETЬ switch, set the PEЖИM ПPOBEPKИ
selector to the BЫCOTA position, and the KOHTPOЛЬ BЫCOTЫ selector to the OTKЛ
position.
(6) Adjust a pressure of 760 mm Hg by means of an initial pressure adjusting knob of the
electromechanical altimeter indicator. The transponder must transmit a signal of true altitude
setting (No. 15 light of the ИHФOPMAЦИЯ display on the KASO-I tester is illuminated). Set the
values of 4 altitude, taking in to account the aerodynamic correction of the electromechanical
altimeter.
CAUTION: THE ADJUSTING KNOB CAN ONLY BE TURNED WITH THE

ELECTOMECHANICAL ALTIMETER SWITCHED ON.
Very the pressure by means of the pressure simulator until the altimeter indicator pointer
comes to the OM value. Determine the altitude value in the transponder information code
according to the lights of the ИHФOPMAЦИЯ display on the KASO-I tester. The value must
correspond to an altitude of 0 ± 30 m. Tilt the safety strip on the SO-69 unit, unscrew the screw,
and adjust altitude by means of OM potentiometer of the transponder altitude – changing
device, to that a code corresponding to an altitude of 0 ± 30 m is set according to the lights of
the ИHФOPMAЦИЯ display.
(7) Set the values of H altitude, taking into account the aerodynamic correction of the
electromechanical altimeter. Reduce the pressure by means of the pressure simulator until the
altimeter indicator pointer indicates an altitude of 4200 m. Determine the value of altitude in the
transponder information code according to the transponder information code according to the
lights illuminated on the ИHФOPMAЦИЯ display of the KASO-I tester. The value must
correspond to on altitude of 4200 ± 30 m. Tilt the safety strip on the SO-69 unit, end by means
of the transponder altitude-changing device set a code corresponding to an altitude
of 4200 ± 30 m according to the lights of the ИHФOPMAЦИЯ display.
(8) Set the altimeter indicator pointer successively to the altitude of 2700 m and 1500 m by means
of the pressure simulator. Determine the altitude values in the transponder information code
according to the lights illuminate on the ИHФOPMAЦИЯ display of the KASO-I tester. The
values must correspond to altitudes of 2700 ± 30 m and 1500 ± 30 m. Take adjustment of the
2700 m altitude by analogy with the instruction in para 7, and of the 1500 m altitude by analogy
with the instructions in para 6. above. Repeat the checks and adjustment as per para. 6, 7 and
8. above.
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A difference from the values in the transponder information must not exceed ± 30 m. If the
difference exceeds ± 30 m, the encoder must be removed and checked in a laboratory. If the
altitude - changing device in the encoder processes the altitude correctly, remove and replace
the electromechanical altimeter. After the replacement, repeat the check as instructed in this
Technological Procedure.
(9) Adjust normal pressure in the static pressure system by means of the pressure simulator, and
disconnect the pressure simulator.
(10) Switch by the transponder and the KASO-I tester.
(11) Switch off the BATTERY I, II, INVERTER 115V AC I, II switches and the TRANSPONDER
(12) Disconnect the cables of the KASO-I tester from the 5S1 and 5F1 check sockets.
(13) Close the check sockets with covers.
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1. Removal and installation of SO-69 transponder units


Periodical
E. Procedures
(1) Removal of transmitter - receiver and encoding head.
(2) Loosen the knurled nuts on the spring-loaded frame of the SO-69 unit located on the floor of
the front baggage compartment on the RH side. When doing this spring-loaded hold the bolt.
(3) Remove the transmitter - receiver and the encoding head from the spring-loaded frame.
(4) Mark the transmitter – receiver and the encoding head assembly with the aircraft number, and
pass it to the testing laboratory for checks.
(5) Locate the amplifier and the interlocking box on the RH side of the floor in the nose section and
attach with screws. Clean the screw locations thoroughly before locating the amplifier and the
interlocking box.
(6) Connect bonding strips between the interlocking box and the floor in the more section and
between the amplifier and the floor of the nose section.
(7) Connect the 10S1 and 10F1 connectors to the interlocking box and the 9F1, 9F3 and 9S1
connectors to the amplifier.
(8) Secure the connector by binding wire. Coat the earthing points with C1005/0080 varnish and
the earthing screws with C2001/8140 varnish. Secure the screws fastening the interlocking box
and the amplifier by S 2029/9110 varnish.
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F 1000 FLIGHT DATA RECORDER (if installed)

1. General
The model F 1000 is a Fairchild Flight Data Recorder with Solid State memory. It is specified for
acquision and recording of Flight parameter information during the flight and for staring this information
even in a case of an air crash.
There are 12 independent synchro signal inputs for conventional synchro signals 11.6 V with 26 V AC
excitation.
FIG. 1 FLIGHT RECORDER

(1) Dust cover; (2) Underwater acoustic beacon; (3) Pitot connector; (4) Static connector
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NOTE: The Fairchild Model F1000 has an underwater acoustic beacon mount located on its
front panel. This mount will accept either the Dukane Model DK 100 or DK 120
Underwater acoustic beacon or Datasonic Model ELP-362D Beacon as required.
The beacon is located on the front panel for ease of reading the battery replacement
date and for quick removal and replacement of the beacon. The battery has a six-year
life. The batteries in the beacons are field serviceable (see section 023.70.00 for
information) and may be ordered from their respective manufacturer’s for battery
servicing at the following addresses:
Dukane Corporation Datasonic Corporation

(Cage No. 94970) (Cage No. 4U270)
Ultrasonic Division P.O. BOX 8, 1400 Route 28A
St. Charles, IL 601 74 Cataumet, MA 025 34
2. Operation
There are no controls of switches associated with the FDR and its operation is completely automatic.
When the recorder is installed and wired in accordance with Section 3 of this document, the recorder is
ready for operation. To operate, first disengage the aircraft circuit breaker for the recorder while the the
rest of the aircraft electric system is on. The Recorder Fault light should turn on. Next, engage the circuit
breaker to apply proper aircraft power to the recorder. The recorder fault light should turn off in
approximately five seconds. Should the recorder fault light come on after seven seconds, the recorder
may not be functioning properly (see Section 4.0) or the input data to the recorder is incorrect.
Should any parameter expected by the recorder (ARING 542 mode) be missing, the recorder fault light
will turn on.
If no tested input parameter to the recorder is missing and the self test BITE circuitry does not find a
defect within the FDR, the recorder will operate automatically until power is removed.
The recorder will convert analog data into digital data and record the information in its memory. The
recorder continuously records and retains flight data as presented to it.
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3. List of registered parameters of the flight data recorder

1. TIME
2. ALTITUDE
3. AIRSPEED
4. HEADING
5. VERTICAL ACCELERATION
6. PITCH ALTITUDE
7. ROLL ALTITUDE
8. RADIO TRANSMISSION KEYING
9. ENGINE RPM-L
10. ENGINE RPM-R
11. ENGINE TORQUE - L
12. ENGINE TORQUE - R
13. TRAILING EDGE FLAPS
14. THRUST REVERSER POSITION - L
15. THRUST REVERSER POSITION - R
16. SPOILER
17. MARKER BEACON
18. AUTOPILOT ENGAGEMENT
19. LONGITUDINAL ACCELERATION
20. LATERAL ACCELERATION
21. TOTAL AIR TEMPERATURE
22. CONTROL SURFACES - AILERON
23. CONTROL SURFACES - RUDDER
24. CONTROL SURFACES - ELEVATOR
25. CONTROL SURFACES – PITCH TRIM
NOTE: Note: see system flight data recorder Fairchild F 1000 MAINTENANCE MANUAL and
FLIGHT MANUAL to the aircraft for more details.
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FA 2200 FLIGHT DATA RECORDER (if installed)

1. General
The model FA 2200 MADRAS is a L3-COM Flight Data Recorder with Solid State memory. It is specified
for acquisition and recording of Flight parameters information during the flight and for storing this
information even in a case of an air crash.
NOTE:
Abbreviations and Acronyms
AMM Airplane Maintenance Manual
ARINC Aeronautical Radio, Incorporated
BIT Built-In-Test
BITE Built-In-Test Equipment
CSMU Crash Survivable Memory Unit
DAS Data Acquisition Unit
EUROCAE European Organization for Civil Aviation Equipment
FAA Federal Aviation Administration
FAR Federal Aviation Regulation
FDR Flight Data Recorder
GND ground
GSE Ground Support Equipment (RAU or PI)
L-3AR L-3 Communications Aviation Recorders (FA 2200 MADRAS manufacturer)
LRU Line Replaceable Unit
PI Portable Interface
PWA Printed Wiring Assembly
RAU ROSE Analyzing Unit
RI Recorder Interface
ROSE Read Out Support Equipment
TSO–C124a Federal Aviation Administration Technical Standard Order for FDR Systems
ULD Underwater Locator Device
WPS Words Per Second
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The FDR is housed in ARINC 404A, 1/2-ATR short case (refer to Figure 1). The chassis and Crash
Survivable Memory Unit (CSMU) are painted international orange. Two reflective stripes are located on
the CSMU. The FA2200 consists of a chassis and front panel, two Printed Wiring Assemblies (MADRAS
Interface PWA and Acquisition Processor PWA), various data input Acquisition Modules, and the Crash
Survivable Memory Unit (CSMU). The CSMU contains the solid state flash memory used as the
recording medium. The Data Aquisition Section (DAS) is self-contained in the rear chassis assembly.
This section houses PC-104 PWAs that are configurable to the specific aircraft parameter acquisition
requirements - see point 4. List of registered parameters of the Flight Data Recorder.
An Underwater Locator Device (ULD) (- refer to the AMM section 023.70.01), also referred to as an
underwater acoustic beacon, is mounted horizontally on the front of the CSMU and is also used as the
recorder's carrying handle.
FIG. 1 FA 2200 MADRAS FLIGHT DATA RECORDER
The Ground Support Equipment (GSE) connector is located on the front of the FA2200. This connector
provides the interface from the recorder to GSE for checkout of the recorder, or to transfer data to a
readout device. The FDR is connected to aircraft wiring via a quad 106-pin (424 pins total), DPX4-series
connector. The Flight Data Recorder (FDR) function receives flight data at 256 words-per-second (wps).
The FDR is capable of storing a minimum of 25 hours of flight data. Flight data stored in 25-hour
configuration FDRs can be downloaded in approximately five minutes. In addition, the flight data may be
monitored real time, or copied out to the Ground Station Equipment.
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The FA2200 FDR-MADRAS comprises two major components or sub-assemblies, fused together in a
single 1/2 ARINC 404 short enclosure. The primary component is the FA2200 Flight Data Recorder with
its crash survivable memory unit (CSMU). The second component provides the interface between the
aircraft sensors and the recorder, commonly referred to as a digital Flight Data Acquisition Unit (FDAU).
The Flight Data Acquisition section of the FA2200 performs the prime measurement of the aircraft
sensors and forwards the acquired data to the flight data recorder for storage into the crash protect
memory unit. The main functions of the MADRAS section are:
(a) Acquire analogue, discrete, pulse probe and ARINC 429 parameters, transmitted from aircraft
sensors as described in item No. 4 of this section
(b) Extract data from the digital ARINC data streams.
(c) Condition and validate parameters.
(d) Transmit and validate an ARINC 717 compatible Harvard bi phase interface to the flight recorder at
a rate of 256 wps.
(e) Perform power on, continuous and initiated Built-In-Test on the MADRAS modules.
(f) Communicate with GSE used to configure the MADRAS module setup, perform initiated BIT, and
upload new operational software.
FIG. 2 SIMPLIFIED BLOCK DIAGRAM OF FA22XX FDR-MADRAS P/N: 2202-2600-00
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Electrical Characteristics of the FA2200 FDR-MADRAS:

Input Power Requirements: 28 Volts DC
Power Level: 40 watts DC maximum
Recording Time: min. 25 Hrs. Data
FDR Input Signal Format: refer to the item No. 4 of this section
FDR Output Signal Format: 256 wps Biphase
1 Data recorder FA 2200 MADRAS 1 Between frames 21 and 22

2 Inertia switch 6895-D-2-5-5-X 1 Between frames 21 and 22
3 Signalling lamp FDR ON LUN 2696.13-8 or 1 Rear panel
LUN 2662.35
4 Signalling lamp FDR FAULT LUN 2696.12-8 or 1 Rear panel
LUN 2662.36
5 Connector Cannon 09 1 Between frames 21 and 22
6 Fuse or F1A 1500A EN60127-2 1 Between frames 15 and 16
Circuit breaker KLIXON 7277-2-1 1 Between frames 10 and 11
1 Fuse panel
7 Switch VG 15K-2S Overhead panel
8 Circuit breaker AZRGK 10 or 1 Between frames 1 and 2, right
KLIXON 7274-2-10
9 Relay TKE52PODG 6 Between frames 15 and 16
1 Frame 10
10 Aileron trim-displacement sensor MU 615A 1 Between ribs 29 and 30
11 Aileron angular-deflection sensor MU 615A 1 Between ribs 23 and 24
12 Elevator angular displacement MU 615A 1 Stabilizer
sensor
13 Ruder angular-displacement MU 615A 1 Frame 27
sensor
14 Ruder trim tab angular- MU 615A (only if UT-6D el. 1 Ruder trim tab
displacement sensor mechanical strut is installed)
15 G – sensor in X axis MP95(-1.5g+1.5g) 1 Between frames 11 and 12
16 G – sensor in Y axis MP 95(-3g+10g) 1 Between frames 11 and 12
17 G – sensor in Z axis MP 95(-1.5g+1.5g) 1 Between frames 11 and 12
18 Pressure transducer DMP 15A 1 L.H. engine
19 Pressure transducer DMP 15A 1 R.H engine
20 Engine control lever angular- DS – 11B or 1 L.H. engine
displacement sensor DS - 11G
21 Engine control lever angular- DS – 11B or 1 R.H. engine
displacement sensor DS - 11G
22 Elevator trim tab angular- MU 615A 1 Elevator trim tab
displacement sensor
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23 Block of resistance B 570 670 N 1 Between frames 10 and 11

2 Frame 9
1 Between frames 15 and 16
1 Frame 4, left
25 Fuse or F0.4A 1500A EN60127-2 2 Between frames 10 and 11
Circuit breaker KLIXON 7277-2-0,5
26 Pressure sensor LUN 1492-8 1 Left landing gear nacelle
27 Hydraulics pressure ETM375-2500psi 1 Left landing gear nacelle
28 Hydraulics pressure ETM375-2500psi 1 Frame 6, right, hand pump or
before frame 5 (under pilot's floor)
29 Brake pressure, left ETM375-1000psi 1 Frame 5a, left, down
30 Brake pressure, right ETM375-1000psi 1 Frame 5a, left, down
31 Pressure sensor LUN 1469.11 1 Between frames 10 and 11
32 Aileron trim converter B 574 087 N 1 Frame 6, right, down
(only if 100 LUN 2522 linear
actuator is installed)
33 Control box LUN 3294 1 RH control panel
(part of De-icing system)
34 Terminal block LUN 3170-7 2 Hydraulic cylinder, left, right
35 Terminal switch KP 5-7 1 Down lock, front
36 Switch (only if 115V/400Hz B 570 410 N 1 Before frame 4, left
Inverters are installed)
37 Relay TKE54PODG 4 Between frames10 and 11, left,
right
2 Between frames 8 and 9, right
38 Differentiator LUN 5223-8 2 Between frames 14 and 15, left,
right
39 Contactor TKD501DOD 2 Between frames 10 and 11, left,
right
40 Switch 44 353067722 1 Central desk
41 Relay block SR 263 1 Between frames 1 and 2, right
(only if Autopilot is installed)
42 Logic. inverter SA 15 1 Between frames 1 and 2, right
(part of KMR 675 system)
3. Operation
Operation is completely automatic upon power-up the circuit breaker Recorder on the overhead panel.
The FDR continuously records and retains flight data as it is presented to it, thus meeting the
requirements of FAR 121.344. The recorder will operate automatically until power is removed. The
recorder will convert analog data into digital data and record the information in its memory. The recorder
continuously records and retains flight data as presented in point/section 4, subsection 4.1 and 4.2.
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4. List of registered parameters of the Flight Data Recorder

4.1 List of Parameters – Analogue, Synchro, Frequency and Digital Inputs
ROSE Report Header

Parameter Name Input Signal Range
Name
Aileron Control Surface Position Aileron Surface Pos 0 ÷ 5 VDC

Aileron Trim Surface Position Aileron_Trim Surface Pos 0 ÷ 5 VDC
Elevator Control Surface Position Elevator Surface Pos 0 ÷ 5 VDC
Elevator_Trim Surface
Elevator Trim Surface Position 0 ÷ 5 VDC
Pos
Rudder Control Surface Position Rudder Surface Pos 0 ÷ 5 VDC
Rudder_Trim Surface
Rudder Trim Surface Position 0 ÷ 5 VDC
Pos
Engine Torque Left Engine Torque L 0 ÷ 5 VDC
Engine Torque Right Engine Torque R 0 ÷ 5 VDC
Lateral Acceleration (NZ) Lateral_Acc (NZ) 0 ÷ 5 VDC
Longitudinal Acceleration (NX) Longit_Accel (NX) 0 ÷ 5 VDC
Vertical Acceleration (NY) Vertic_Accel (NY) 0 ÷ 5 VDC
Brake Pressure L Brake Press L 0 ÷ 28 VDC
Brake Pressure R Brake Press R 0 ÷ 28 VDC
Hydraulic Pressure Emergency Hyd_Press Emergency 0 ÷ 28 VDC
Hydraulic Pressure Main Hyd_Press Main 0 ÷ 28 VDC
Radio Altitude (Analogue) Rad_Alt Analogue 0 ÷ 28 VDC
Pitch Attitude Pitch Att ARINC 407 Synchro (26VAC)
Roll Attitude Roll Att ARINC 407 Synchro (26VAC)
Throttle Position Left Throttle Position L ARINC 407 Synchro (26VAC)
Throttle Position Right Throttle Position R ARINC 407 Synchro (26VAC)
Engine Gas Producer Left (N2) Gas_Prod Left (N2) Pulse Probe (Hz)
Engine Gas Producer Right (N2) Gas_Prod Right (N2) Pulse Probe (Hz)
Engine Power Turbine Left (N1) N1_Power Turbine L Pulse Probe (Hz)
Engine Power Turbine Right (N1) N1_Power Turbine R Pulse Probe (Hz)
Baro correction - A429 (Lbl 235) BARO CORR ARINC 429
Calibrated Airspeed - A429 (Lbl 353) Calibrtd Airspeed ARINC 429
DME 1 Distance - A429 (Lbl 202) DME1 DIST ARINC 429
DME 1 Frequency - A429 (Lbl 035) DME1 FREQ ARINC 429
DME 2 Distance - A429 (Lbl 202) DME2 DIST ARINC 429
DME 2 Frequency - A429 (Lbl 035) DME2 FREQ ARINC 429
GPS 2 Drift Angle - A429 (Lbl 321) Drift Angle ARINC 429
GPS 2 Ground speed - A429 (Lbl 312) Ground Speed ARINC 429
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ROSE Report Header

Name
GPS 2 Latitude - A429 (Lbl 310) PRES-POS LATITUDE ARINC 429

GPS 2 Longitude - A429 (Lbl 311) PRES-POS LONGITUDE ARINC 429
GPS 2 PP Latitude NORTH/SOUTH PP_LAT DIRECTION ARINC 429
GPS 2 PP Longitude EAST/WEST PP_LONG DIRECTION ARINC 429
GPS 2 Wind Speed - A429 (Lbl 315) WindSpeed GPS2 ARINC 429
GPS DTK (Desired Track) - A429 (Lbl 114) GPS DTK ARINC 429
GPS LDEV (AKA CrossTrackDist) - A429 (Lbl 116) GPS_LDEV X Track ARINC 429
GS DEV - A429 (Lbl 174) GS DEV ARINC 429
GS DEV FLY UP/DWN GS_DEV UP/DWN ARINC 429
LOC DEV - A429 (Lbl 173) LOC DEV ARINC 429
LOC DEV- FLY LEFT/FLY RIGHT LOC DEV L/R ARINC 429
NAV 1 Frequency / VOR/ILS Freq - A429 (Lbl 034) NAV1 FREQ ARINC 429
NAV 1 Omnibearing - A429 (Lbl 222) NAV1_OMNI BEARING ARINC 429
NAV 2 Frequency / VOR/ILS Freq - A429 (Lbl 034) NAV2 FREQ ARINC 429
NAV 2 Omnibearing - A429 (Lbl 222) NAV2_OMNI BEARING ARINC 429
Indicated Airspeed - A429 (Lbl 206) I.A.S. ARINC 429
Magnetic Heading - A429 (Lbl 320) Mag Heading ARINC 429
Pressure Altitude - A429 (Lbl 203) Altitude ARINC 429
Primary Nav Number - A429 (Lbl 254) Primary Nav Number ARINC 429
Primary Nav Source - A429 (Lbl 254) Primary Nav Source ARINC 429
Secondary Nav Number - A429 (Lbl 254) Seconday Nav Number ARINC 429
Secondary Nav Source - A429 (Lbl 254) Secondary Nav Source ARINC 429
Secondary Select A429 (Lbl 254) Secondary Select ARINC 429
Select Nav Number - A429 (Lbl 254) Select Nav Numb ARINC 429
Select Nav Source - A429 (Lbl 254) Select Nav Source ARINC 429
Selected Heading - A429 (Lbl 101) Selected Heading ARINC 429
Total Air Temperature - A429 (Lbl 211) T.A.T. ARINC 429
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4.2 List of Parameters – Discrete inputs
ROSE Report Header

Name
AC_ELEC_BUS
AC Electrical Bus 36V/400Hz 1 status 0 / 28 VDC
36V/400Hz1_Stat
AC_ELEC_BUS
AC Electrical Bus 36V/400Hz 2 status 0 / 28 VDC
36V/400Hz2_Stat
Air/Ground Air/Ground 0 / 28 VDC
AP Engaged A/P Engaged 0 / 28 VDC
AP FD PWR AP FD PWR 0 / 28 VDC
AP Transfer L AP_Transfer L 0 / 28 VDC
AP Transfer R AP_Transfer R 0 / 28 VDC
Automatic Bank Control Left ABC Left 0 / 28 VDC
Automatic Bank Control Right ABC Right 0 / 28 VDC
Control Lever Position Left FEATHER Cntrl_Lev PosLFeath 0 / 28 VDC
Control Lever Position Right FEATHER Cntrl_Lev PosRFeath 0 / 28 VDC
DC Electrical Bus 28VDC S2B Battery DC_ELEC_BUS 28V S2B 0 / 28 VDC
DC Electrical Bus 28VDC S3B Battery DC_ELEC_BUS 28V S3B 0 / 28 VDC
De-icing system pneumatic input pressure De-Icing Sys_ Function 0 / 28 VDC
De-icing system turned ON De-Icing Sys Turned On 0 / 28 VDC
EGPWS ALERT EGPWS Alert 0 / 28 VDC
EGPWS WARNING EGPWS Warning 0 / 28 VDC
Engine Left Auxiliary Pump ON EngLAux Pump ON 0 / 28 VDC
Engine Left BETA RANGE Engine_L BETA RANGE 0 / 28 VDC
Engine Left Fire Warning EngineL FIRE WARN 0 / 28 VDC
EngineL_IELU
Engine Left IELU intervention 0 / 28 VDC
Intervention
Engine Left Minimum Fuel Pressure MinFuel Press L 0 / 28 VDC
Engine Left Oil Pressure Low EngL_Oil Press Low 0 / 28 VDC
Engine Right auxiliary pump ON EngRAux Pump ON 0 / 28 VDC
Engine Right BETA RANGE Engine_R BETA RANGE 0 / 28 VDC
Engine Right Fire Warning EngineR FIRE WARN 0 / 28 VD
EngineR_IELU
Engine Right IELU intervention 0 / 28 VDC
Intervention
Engine Right Minimum Fuel Pressure MinFuel Press R 0 / 28 VDC
Engine Right Oil Pressure Low EngR_Oil Press Low 0 / 28 VDC
Flaps positioned at 0° Flap Pos 0° 0 / 28 VDC
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ROSE Report Header

Name
Flaps selected to pos 0° Flap Select 0° 0 / 28 VDC

Ground Spoilers Spoilers 0 / 28 VDC
HYD PRESS Low (Main System ) Hyd_Press_Low Main Sys 0 / 28 VDC
Ice_Rime Detection Ice Detection 0 / 28 VDC
Landing Gear Landing Gear 0 / 28 VDC
Manual Radio Transmitter Keying 1 XMIT KEYING1 0 / 28 VDC
Manual Radio Transmitter Keying 2 XMIT KEYING2 0 / 28 VDC
MKR 400 Marker Outer 0 / 28 VDC
MKR 1300 Marker Middle 0 / 28 VDC
MKR 3000 Marker Inner 0 / 28 VDC
Propeller Left Automatic Feathering ON PropL_Auto Feather ON 0 / 28 VDC
Propeller Right Automatic Feathering ON PropR_Auto Feather ON 0 / 28 VDC
TCAS TA/RA Event TCAS TA/RA 0 / 28 VDC
Water Injection Water Inject 0 / 28 VDC
More informations are described in:

 “Installation and Operation Instruction Manual” P/N 165E1901-05, Initial Issue from
October 07/2008, or later appropriate revision,
 "Read-Out Support Equipment / Recorder Interface (ROSE/RI) Software 3.0 or higher
Operator's Manual" P/N 165E1696-02, Rev. 03 from March 2007, or later appropriate
revision,
 "Read-Out Support Equipment / Recorder Interface (ROSE/RI) Software 4.0 or higher
Operator's Manual" P/N 165E1696-03, Initial Issue from April 2010, or later appropriate
revision and
 Flight Manual of the aircraft.
The following equipment and documents are required for on aircraft installation, replacement during
operation and periodical check out of these FDRs:
 ROSE Analysis Unit (RAU), P/N: 17TES0055 (or equivalent laptop computer) with
ROSE/RI Software, Version 3.9 or higher, P/N: 17TES0321 (CDROM); and Computer
Interface Communication Cable CICC/2 P/N 17TES0070 with Cable Adapter P/N
17TES0072 or Computer Interface Communications Cable CICC/3, P/N: 17TES0075 with
CAT5 Crossover Ethernet Cable P/N: 024-98-00368 (for more details and connection
possibilities see ROSE/RI Software manual 165E1696-02 or higher).
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 Read Out Support Equipment/Recorder Interface (ROSE/RI) Software System Operator's

Manual P/N 165E1696-02 (Includes Test Equipment P/N: 17TES0300 – Read Out
Center/5 (ROC/5), 17TES0055 – ROSE Analysis Unit (RAU), and 17TES0321 – ROSE/RI
Software)
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FA 2200 FLIGHT DATA RECORDER (if installed)

SERVICING
1. Data calibration and maintenance of FA 2200 MADRAS Flight Data Recorder

A. Fixture, Test and Support Equipment Refer to the Section (A);
B598 892N Testing cable
C. Tools Refer to the Section (A)

Periodical
E. Procedure
CONTENTS OF THE PROCEDURE:
(A) Read Out Support Equipment / Recorder Interface – ROSE / RI

(1) RAU HW Requirements
(a) Customer Configured RAU Units
(2) Interconnection on the aircraft
(3) Program Installation
(a) Notebook (RAU) pre-setting
(b) CICC/2 or CICC/3 Computer Interface Communication Cable Setup and Installation
(b1) CICC/2 Computer Interface Communication Cable Setup and Installation
(c) ROSE / RI Software installation
(d) To Edit the RI.ini file
(4) ROSE / RI software
(a) To start ROSE Software
(b) To START / RESTART Recorder Interface (RI)
(c) Aircraft Configuration File - Import of existing Database
(d) Aircraft Configuration File - Export of existing Database
(e) Import / Export Flight Data
(e1) Import New Flight Data
(e2) Delete Existing Data Files
(e3) Export of Existing Data
(f) Report / Display / Analyze Data
(f1) Select a Report Name
(f2) Report Descriptions
(f3) Delete
(f4) New
(f5) Copy
(f6) Print
(f7) OK
(f8) Close
(f9) Types of Records
(f9-1) Line graph with single Y-axis range display
(f9-2) Line graph with multiple Y-axis ranges display
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(f9-3) Alphanumeric printout

(f9-4) Scrolling alphanumeric display
(f9-5) Manual scrolling alphanumeric display
(f9-6) Scrolling graph and table display
(f10) Preset Parameters Reports in the Report / Display Analyze Data Menu
(g) Test Flight Recorder
(h) User Login/Logout
(h1) User login
(h2) ROSE Administrator
(h3) User Logout
(i) Update Database Parameters
(i1) Select a Parameter Name
(i2) Parameter Information
(i2-1) Parameter Type
(i2-2) Units of Measure
(i2-3) Input Data Type
(i2-4) Output Data Type
(i3) Plot Defaults
(i3-1) Plot Color
(i3-2) Plot Minimum
(i3-3) Plot Maximum
(i4) Parameter Definition
(i4-1) Recorded Parameters: Word Location
(i4-2) Algorithm
(i4-3) Curve Fit Function
(j) File Structures
(k) Data File Extensions
(B) Analogue Parameters Calibration

(B1) Parameters Calibration
(B2) Pre-calibrated / preset analogue parameters
(B3) Verification of preset parameters and discrete parameters
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PROCEDURE:
(A) Read Out Support Equipment / Recorder Interface – ROSE / RI

(1) RAU HW Requirements
The minimum recommended hardware specification for the RAU (ROSE Analyzing Unit)
running ROSE/RI software are listed below and strictly recommended by L-3AR manufacturer:
- 1.5 GHz Intel Pentium 4_ Processor
- 13” Active Matrix Display
- 1GB memory
- 60 GB Hard-drive
- 56K/LAN (Ethernet)
- Windows XP Pro Operating System, SP3, English version
- CD-RW/DVD Drive
- Type 2 PCMCIA Slot (PC Card)
- Primary Battery pack
- Two USB 2.0 compliant connections
(a) Customer Configured RAU Units

L-3AR does NOT recommend nor supports customer laptop PCs configured as RAU units.
The specific hardware setup requirements for the RAUs and the variety of types of laptops
and operating systems world-wide makes the process too inefficient. This policy has been
established due to past negative experience with the difficulties encountered in trying to aid
customers who have chosen to configure their own laptops.
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(2) Interconnection on the aircraft

Open little door on the frame No. 21, turn the wing screw and open the GSE connector lid on
the FDR unit - refer to the Fig. 401.
Typical interconnection of the RAU with ROSE / RI software and the FDR FA 2200 on the
aircraft is shown on the Fig. 301A (for CICC/2 Interface cable) and on the Fig. 301B
(for CICC/3 Interface Cable).
Requested equipments:
 RAU – ROSE Analysis Unit (notebook with ROSE/RI Software installed)

 RI – Recorder Interface (CICC/2 Cable, P/N 17TES0070 and 17TES0072 or CICC/3 Cable,
P/N: 17TES0075 and CAT5 Crossover Ethernet Cable P/N: 024-98-0036)
FIG. 301A ROSE/RI “ON AIRCRAFT” SETUP FOR FA2200 RECORDER USING A COMPUTER
INTERFACE COMMUNICATIONS CABLE/2 (CICC/2)
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FIG. 301B ROSE/RI “ON AIRCRAFT” SETUP FOR FA2200 MADRAS RECORDER USING A
COMPUTER INTERFACE COMMUNICATIONS CABLE/3 (CICC/3)
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(3) Program Installation
NOTE: Do not plug in Computer Interface Communication Cable/3 until notebook pre-setting
and ROSE/RI software is not installed onto the notebook (see point (3-a) than (3-b)
and as last step follow instruction mentioned in point (3-c)).
NOTE: Notebook installed Operation System Windows XP Service Pack 3, English version is
required.
NOTE: For Windows XP operation, the user must have Administrator's permissions set for
the ROSE to communicate with the attached recorder properly.
(a) Notebook (RAU) pre-setting
(a1) At the Windows XP click > Start > Control Panels > Regional and Language
Settings > Regional Settings window, select English (United States) and click
Apply.
(a2) At the Windows XP Setup > Keyboard Layout window, select United States 101
and click Next.
(a3) To set the date and time, select Eastern Time from the pull-down menu. Set the
correct time if necessary. Click Close.
(a4) Right click on the Windows desktop. Select Properties. At the Display Properties
window is displayed. Select the Background tab. Select Wallpaper > (None) and
Select the Screen Saver tab. Select Screen Saver > (None) click OK.
NOTE: For more information regarding RAU pre-setting and system configuration see section
1.6 of ROSE Manual if required.
(b) CICC/2 or CICC/3 Computer Interface Communication Cable Setup and Installation

1. Open Windows Explorer, go to the folder that contains the filename “RI.ini”
(default location: C\:Program Files\L-3Com\RI\RI.ini) and double click the file
RI.ini.
2. With the RI.ini opened, scroll down to view [INTERFACE DEVICES] and modify
file in accordance with procedure (3-d).
3. After making any address changes, if necessary, Save and Close the RI.ini file,
and close the Windows Explorer.
4. If any address changes were made to the RI.ini file, then the PC must be
rebooted for the changes to take effect.
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NOTE: Before CICC/2 Computer Interface Communication Cable setup and installation the
ROSE/RI software must be installed (for ROSE/RI installation - refer to the point 3-c).

1. The CICC/3 should be on a dedicated Ethernet port. If Hardware Wizard windows
appears, click on Close button.
2. Go to the TCP/IP setup menu by clicking Start -> Settings -> Network
Connections
3. Right click the Local Area Connection to be used for CICC/3 and select
Properties as shown in the Fig. 302
FIG. 302 LOCAL AREA CONNECTION PROPERTIES MENU FOR CICC/3 INSTALLATION
4. Select Internet Protocol (TCP/IP) and then click on Properties.

5. Set the network IP address as shown below in Figure 303 and press the OK
button.
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FIG. 303 TCP/IP PROTOCOL PROPERTIES MENU FOR CICC/3 INSTALLATION
6. Click OK to return to the Local Area Connection window.

7. Click OK to save changes and close the Local Area Connection Properties
window.
8. Install Rose/RI from the CD following the instructions listed in Section (3-c).
9. When requested to enter the ROSE Serial Number use the number from your
existing license.
Normally is the serial number requested after ROSE software is for the first time
started. License serial number is printed onto ROSE software CD.
10. Using Windows Explorer go to “C:\Program Files\L-3 Com\RI”
11. Open RI.ini for edit and go to the entry [INTERFACE DEVICES] - see Section
(3-d) for details on editing the RI.ini file.
12. Comment out the current line below Interface Devices by putting a “;” (semi-
colon) in column one.
13. Add the line “FDR=CICC3” below the commented out line.
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(c) ROSE / RI Software installation
NOTE: ROSE is installed into the default directory: C:/Program Files/L-3 Com/ROSE.
If this is a first time installation of ROSE/RI Software on this computer/notebook,
perform the following procedures:
(c1) Exit all active programs running under Windows XP.

(c2) Insert the ROSE CD into the CD-ROM drive. The ROSE and RI Software Installation
window appears.
(c3) At the Welcome window, click Next, then accept the License Agreement. Click Next.
In the User Information window, for Name enter RAU and for Company, enter L-3
Communications and click Next.
(c4) Accept the default destination directory and click Next. Select RAU and click Next.
(c5) Click Next to begin installation.
NOTE: If a box pops up stating “The following file(s) failed to self register.”,ignore it by
clicking “Next”.
(c6) When the Install Shield Wizard Completed box comes up click on Finish.
(c7) When requested enter the Rose serial number from the Rose CD or from its
envelope into the box and click OK.
(c8) If asked, reboot.
(c9) When Windows Security asks if LIP and War FTP should be blocked, select
Unblock.
(c10) Create an “RI Startup” shortcut on the desktop. Click Start, All Programs, highlight
Startup, right-click RI Startup, select Create Shortcut with a right-click and drag
the shortcut to the desktop.
(c11) Following the installation, the computer must be restarted for the changes to take
effect.
(c12) Remove any CD's from the disk drive and restart (reboot) the computer.
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(d) To Edit the RI.ini file
(d1) In Windows click the Start button, and then select Programs and Accessories and
WordPad to open the WordPad editor.
(d2) In the WordPad menu select File and Open and locate the RI sub-directory
containing the RI.ini file (normally \Program Files\L-3 Com\RI\Ri.ini). Select the Ri.ini
file and click the Open button. Verify a file similar to the one below is displayed:
; Base port address in HEX ASCII for the RI Card.

[RI PORT ADDRESS]
0318
; Type of power to use with the recorder. Set to 0 to
; indicate DC power and set to 1 to indicate AC power.
[POWER SELECTION]
0
; Indicates whether a RI card is present in the system or not.
; Set to 0 to indicate that the RI card will be used and set to
; a 1 to indicate that the RI card will not be used.
[NO RI CARD]
1
; Indicates whether docking station is present in the system or not.
; Set to 0 to indicate that the docking station will be used and set
; to a 1 to indicate that the docking station will not be used.
[NO DOCKING STATION]
1
;CORRECT CRC should be ”yes” to use the corrected version
; of the CRC checking. This will apply to only but a few
; very early versions of the recorder software. Anything
; other than ”yes” will use the older form of CRC checking.
[CORRECT CRC]
yes
; COM PORT should be set to the communication port that will
; handle the RS-422 communications with the F1000 recorder.
[COM PORT]
COM3
; Address in HEX ASCII of the parallel port used to communicate
; with an FA2100 recorder using the CICC (Computer Interface
; and Communications Cable).
[CICC PARALLEL PORT]
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378 (for Ver. 3.0) or 278 (for Ver. 2.0)

;Specifies the interface device that is used to communicate with an FDR recorder.
;Valid options are a “CICC/SERIAL” indicating that a CICC Interface will be used (for
a
;FA2100 FDR) and the RS-422 serial interface will be used (for a F1000 SSFDR), or
;“CICC/2” indicating that a CICC/2 interface will be used (for both types of
recorders).
;Choose the type interface used to communicate to the FA2100 or F1000 SSFDR
from
;the list below:
[INTERFACE DEVICES]
; FDR = CICC/SERIAL, or
; FDR = CICC2, or
FDR = CICC3
; Define the type of RI PWA. If not defined, then 0 is used
; 0 = original (64 - 512) 1 = new (128 - 1024)
[RI PWA]
0
; Define the RUFS USB device
; 0 = NOT used, 1 = Present
; Note: starting with RI 4.1 the RUFS is automatically detected by
; software and this item is not needed. The software will check for
; a RUFS first. If one is not found it will check for a RI card.
[RUFS]
0
(e) TO START / RESTART Recorder Interface (RI)

Normally RI will be started upon windows system startup and on the right top corner of the
monitor will be displayed window as shown on the Fig. 304.
FIG. 304 RI - RECORDER INTERFACE STATUS WINDOW
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(e1) To restart RI, first shutdown the current RI process (if active) by right-clicking the
RI icon in the lower right hand corner of the monitor (into the SysTray Option as
shown on the fig. 305).
FIG. 305 SYSTRAY OPTION

(e2) Click the Shutdown RI option that is displayed.
(e3) Click the Start -> Programs -> Startup and RI Startup.
(4) ROSE / RI software
NOTE: For Windows XP operation, the user account must have Administrator's permissions
set for the ROSE to properly communicate with the attached recorder.
(a) To start ROSE Software
(a1) In Windows XP left-click the Start button, and then select Programs and Startup,
then the RI Startup ROSE (at the RI Startup Icon), or select the RI Startup Icon on
the Windows XP desktop, if available.
(a2) In Windows XP left-click the Start button, and then select Programs and ROSE (at
the ROSE Icon), or select the ROSE Icon on the Windows XP desktop, if available.
NOTE: To make the RI Startup and/or ROSE Icons available on the Windows desktop,
follow the path to the program listed in Step (a1) or (a2) above, and right click on
the application name, select “Send To - Desktop” from the pop-up menu.
(a3) Observe that the ROSE Main menu appears, refer to Figure 306.
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FIG. 306 ROSE / RI – MAIN MENU FUNCTION SELECTIONS

The main functions of the ROSE/RI software are structured under the Rose Main menu as
shown in Figure 306. Each of the ROSE functions are briefly described below with references
to sections of this manual which provide detailed descriptions and operating procedures.
Select Aircraft Configuration

Used to create new aircraft configuration data format definitions, import/export or select from
existing configurations. Refer to Section (4-b) for detailed operational procedures and
description of this function.
Update Database Parameters

This command is used to create new parameter definitions or select and view existing
parameter information. Refer section (4-i) for detailed descriptions and steps of procedure for
the submenu tasks contained under this function.
Report / Display / Analyze Data

Used to create new report formats or select from existing report formats to display and analyze
recorder data. For more detailed descriptions of the submenu tasks contained under this
function, refer to Section (4-f)
Import / Export Flight Data

Used to create and manipulate data files containing data retrieved from the recorder. Refer to
(4-e) for a more detailed description and procedures for Importing or Exporting Flight Data files.
User Login/Logout
Allows the Administrator to set user permissions for access to the various functions of the ROSE
operating software. The initial default password for full Administrator level access is „ROSE“.
Refer to Section (4-h) for a detailed description of this function.
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Test Flight Recorder

This function is used to monitor recorder status and perform recorder testing. Refer to Section
(4-g) for detailed descriptions and steps of procedure for this function.
Recorder Interface (Connect Or Disconnect)

Allows remote connection to or from the Recorder Interface.
Utilities
 Compact Data Base used to compress a fragmented ROSE data base.
 Software Update of Recorder Interface and recorder components.
 Change Password for the current user.
 Link to Web Site provides a URL link to the L3 Aviation Recorders Web site.
 Create Wavefiles used to convert compressed audio .cvr files into decompressed standard
audio .wav files (valid only for CVR or FDCVR models of recorders).
Help
The F1 function key provides Context Sensitive Help on the currently active ROSE button or field.
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(a4) Select the User Login button, and enter the password in accordance with procedure
mentioned in section (4-h1) and (4-h2) (as shown in the Fig. 307) as the default Administrator
password to activate all of the functional areas of ROSE. The default password sets the
security level of the ROSE software to full Administrator's level access.
FIG. 307 USER LOGIN MENU
(a5) Observe that User Login button is changed to User Logout button and bottom status bar
of the ROSE main window indicate Administrator’s permission as shown in the Fig. 308.
FIG. 308 ADMINISTRATOR’S PERMISSION

(a6) Import New Aircraft Configuration Database in accordance with section (4-c). if
required.
(a7) Select appropriate Aircraft Configuration Database from existing databases. Click
Select Aircraft Configuration, in window Aircraft Configuration click on rolling
option Select a Configuration Name and select appropriate database.
(a8) Perform Analyze data or Monitoring data or other work in accordance with your
request.
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(b) TO START / RESTART Recorder Interface (RI)

Normally RI will be started upon windows system startup and on the right top corner of the
monitor will be displayed window as shown on the Fig. 309.
FIG. 309 RI - RECORDER INTERFACE STATUS WINDOW

(b1) To restart RI, first shutdown the current RI process (if active) by right-clicking the RI
icon in the lower right hand corner of the monitor (into the SysTray Option as shown
on the Figure 310).
FIG. 310 SYSTRAY OPTION

(b2) Click the Shutdown RI option that is displayed.
(b3) Click the Start -> Programs -> Startup and RI Startup.
FIG. 311 RI – RECORDER INTERFACE STATUS WINDOW – RI CONNECTED, FDR RECORDING,

NO FAULT
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(c) Aircraft Configuration File - Import of existing Database

This command is used to select an existing import file for use during configuration import to
the current ROSE database. This import file is a text file containing new setup information.
The file is created by the ROSE export process in a format required by the import process.
Do not attempt to edit or create this file using a text editor.
NOTE: Each L410 aircraft equipped with this type of FDR is delivered to the operator
with appropriate Database File in electronic format onto CD. The name of the file
is corresponding with aircraft serial number.
The name of the Database File is saved typically as:
LET 410 Aircraft_122812
where 122812 means full serial number of the aircraft.

This import log file is stored in the ROSE log subdirectory with the filename
import.log. The log file will be overwritten with each new import.
To import an Microsoft Excel_ database file into the ROSE configuration database:
(c1) Select the User Login button and enter the appropriate user name and password.
(c2) Select the Select Aircraft Configuration button and click on Import button.
FIG. 312 AIRCRAFT CONFIGURATION MENU

(c3) Select the Full Configuration and then click Import button.
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FIG. 313 DATABASE IMPORT MENU
(c4) Select the drive, directory and filename of the existing Excel data base file.
FIG. 314 FILE PATH MENU
(c5) Select the Open button. ROSE will read the first worksheet name and ask if this is
the worksheet to be opened for import.
(c6) If this is the correct worksheet then respond with a “Yes” else respond “No” and
ROSE will read the name of the next worksheet and again ask if this is the
worksheet to be opened.
(c7) Select the worksheet containing the configuration information to be imported.
(c8) The ROSE configuration name will default to the Excel data frame name but the user
will be prompted to change the configuration name and configuration description, if
desired.
(c9) When database import completes click “Yes” to view the import log.
FIG. 315 FILE LOG MENU
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(c10) Click the Close button to remove the Database Import menu.
(c11) Imported Database is set as active in the list of Aircraft Configuration Menu
(see Fig. 316 – “Select a Configuration Name:” rolling menu)
(c12) Click OK to close Aircraft Configuration Menu
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(d) Aircraft Configuration File - Export of existing Database

The authorized user may also use the Export command to store or create a file containing
information about the current aircraft configuration. This file may later be used during an
Import aircraft configuration operation to recreate or copy the current configuration.
The file contains configuration, parameter, and report setup information for creating new
database configuration definitions on an existing or new ROSE database.
NOTE: When the export process has completed the database export log file will be
displayed. This export log file is stored in the ROSE log subdirectory with the
filename export.log. The log file will be overwritten with each new export.
To export the existing database file into the ROSE configuration database:
(d1) Select the User Login button and enter the appropriate user name and password.
(d2) Select the Select Aircraft Configuration button.

(d3) Click on Export button and the Database Export menu will be presented as shown
in Figure 318
FIG. 318 DATABASE EXPORT MENU
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(d4) Select the Full Configuration and ROSE option and click on Export button.
(d5) Select the drive, directory and filename of the existing Excel data base file where
have to be saved. Use the File Path window to locate and select the desired import
file. Use the existing file name or enter a new import file name to used to store
configuration, parameter, and/or report export information as the current ROSE
database.
(d6) Left-click the Export button to begin the export process. After the export file is
completed the File Log is displayed as shown in Figure 319.
FIG. 319 DATABASE EXPORT FILE LOG
(d7) Click Yes to see Export File Log.

(d8) Click the Close button to remove the Aircraft Configuration Menu.
(e) Import / Export Flight Data

The Flight Data File Control menu, shown in Figure 320, allows an authorized user to
Import, Delete, Copy, and Export Flight Data files associated with the currently selected
Aircraft Configuration Database.
FIG. 320 FLIGHT DATA CONTROL FILE MENU
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(e1) Import New Flight Data

This menu is used to identify the type of Flight Data source to be imported for the
currently selected Aircraft Configuration Database. The source of the flight data can
either be from the Flight recorder, a memory card, or a disk data. The imported flight
data is decompressed (if required) and written to the selected local file name. Flight
Data File Control window is shown on the Figure 321.
New File Name
Enter a file name of up to 64 characters to be used to name a new local data file that
will be created during a dump of data from the selected flight data import source.
The file name is required to create a new data file and must be unique per
configuration. If the new file name is left blank when importing from a disk data file
then the current disk data filename will be used as the new file name.
NOTE: If the name “Simulated Data” is entered for the new file name, a simulated
data file containing data values ranging from 0 to 4095 will be created
instead of a real data file. Only flight data types can be simulated, not audio
data type.
You cannot have duplicate named Flight data files for the same Aircraft
Configuration Database.
Several special characters are prohibited from being used in the File Name: quotation
marks (”), apostrophe ('), slash (/), backslash (\), colon (:), and vertical bar (|).
FIG. 321 IMPORT NEW FLIGHT DATA MENU (FDR OR CVDR MENU SHOWN)
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NOTE: If the Aircraft Configuration is a Model FDR, then the last two options on the
Flight Data File Control menu, shown in Figure 321, will not be present.
New File Type

Used during a New Data and Copy or Export Data operation this field defines the
New File Type. During a Delete Data operation this field defines the current file type.
Choose either ROSE Raw Frame type, Comma Delimited, Binary Raw data,
Packed Raw data or Preprocessed file.
New Data file type options include:

 Rose Raw Frame Data
- A flight data file containing raw or unprocessed data values that are written in
word and frame sequence with a frame type (status word) preceding each
subframe of data, which defines the frame rate and type of frame to follow (for
more details see Section 5.7.1. of ROSE Manual).
 Comma Delimited Data
- A text flight data file with raw or unprocessed data values separated by a
comma (for more details see Section 5.7.2. of ROSE Manual).
 Binary Raw Data
word and frame sequence. This file type does not contain a frame type (status
word), and normally would contain only synchronized data frames. (for more
details see Section 5.7.3. of ROSE Manual).
 Packed Raw Data
word and frame sequence where four sixteen bit words of data are packed
into three twelve bit words. This file type does not contain a frame type (status
word), and normally would contain only synchronized data frames.
The packed raw data file does not contain a header (for more details see
Section 5.7.4. of ROSE Manual).
 Preprocessed File
- The preprocessed file type may only be selected when importing from an
already preprocessed disk file (for more details see Section 4.2.4.3 and 5.7.5.
of ROSE Manual).
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When importing a ROSE raw frame type disk file the file type may only be a ROSE
raw frame type. Once the file has been imported as ROSE raw frame type then it
may be exported into the other file types.
Only ROSE raw frame type data files may be displayed using the ROSE display
and analysis reports. ROSE raw frame type data files contain a frame type word in
the first location of each sub frame which defines the current frame type and rate.
ROSE raw frame type data files may contain pre-synchronization and marker data
frames.
Source of Data Options

Defines the input source of data for the current dump of flight data. Source
selections include:
 Disk File
- for flight data from a local or remote flight data disk file
(for more details see Section 5.6.9. of ROSE Manual).
 Flight Recorder
- for data from the currently connected recorder
(for more details see Section 5.6.11. of ROSE Manual).
 DRU Memory Card
- for recorder Model F1000 flight data from a DRU memory card inserted into
the PCMCIA drive slot (for more details see Section 5.6.9. of ROSE Manual).
NOTE: All disk files must be recognized by Windows XP/Vista and have an
associated drive letter, before they may be accessed.
Data Dump Options:

 Dump All Flight Data
- Select this download option to create a local data file containing all of the data
from the currently connected recorder, DRU card or disk file.
 Dump Flight Data From Memory Mark
- Select this dump option to create a local data file containing data from the last
F1000 memory marker location or the selected FAFDR or FACVDR memory
marker number for the currently connected recorder or the previous X flight
data file segment
 Dump Flight Data From Last (Hrs, Mins)
- Select this download option and enter the selected number of relative hours
and/or minutes. This option will create a local data file containing the user-
specified number of hours and minutes of data from either the currently-
connected recorder, the DRU memory card or a disk file.
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 Dump Flight Data From Last Copy

- Select this dump option to create a local data file containing data after the last
download of data selected from the currently connected recorder.
 Dump All Data From Last (Hrs, Mins)
- Select this download option and enter the selected number of relative hours
and/or minutes. This option will create a local data file containing the user-
specified number of hours and minutes of flight data from the currently-connected
recorder. The function will create files with the same name, but with the .fdr
(compressed) or .dat (ROSE RAW FRAME) file extension for the flight data.
Example of Flight Data downloading from FDR memory to the RAU is shown on the
Figure 322.
FIG. 322 FLIGHT DATA DOWNLOADING FROM FDR MEMORY TO THE RAU
If all options are preselected as required by user:
- new name file entered to the field Enter New File Name:
- ROSE raw frame type selected in the option New File Type:
- One of available option from Data Dump Options: is selected
Click OK
Download procedure will begin and appears the window as shown on figure 323.
FIG. 323 FLIGHT DATA PROCESS
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Whenever flight data dump is completed, appears the message box as shown on the
Figure 324.
FIG. 324 DATA DUMP PROCESS COMPLETE
(e2) Delete Existing Data Files

The Delete Data File menu is shown in Figure 325. This function permanently
removes the currently selected data from the list of associated files of the
appropriate aircraft (selection of the aircraft is done in the option Select Aircraft
Configuration).
A warning message will be displayed to confirm deletion of the selected flight data
file, audio data and associated frame index files.
FIG. 325 FLIGHT DATA FILE CONTROL – DELETE DATA FILE

Click OK button to delete selected data file. The verification message as shown on
the Figure 326 will be displayed.
FIG. 326
Click Yes to finish the process.
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(e3) Export of Existing Data

The Export Existing Data menu is shown in Figure 327.
FIG. 327 FLIGHT DATA FILE CONTROL – EXPORT OF EXISTING DATA

 Select Input File Name
- This field is used to enter a file name of existing data from which is required
to export the data to a new file.
 Output file Type
- This field is used to enter type of exporting format. Select a ROSE raw
frame type.
 Select Start and Stop Times to Export
- This field is used to enter the point of the start and the end of time of type of
exporting format.
NOTE: If the Relative Start time is left blank, and the Stop Time is left at the time
shown when the data file was selected, then the entire flight data file
contents will be copied.
Click OK and in the new window File Path as shown on the Figure 328 select the
destination folder where the exporting file should be saved.
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FIG. 328 WINDOWS SYSTEM FILE PATH OPTION

To finish the exporting process click on Save button.
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(f) Report / Display / Analyze Data

The Report / Display / Analyze menu, shown in Figure 329, allows a user with the read
only permissions set to view and select existing reports. The users with read‐ write
permissions may create or change existing reports. There are several type of reports
available for data display and analysis. The Report/Display/Analyze menu entries and
options are described in this section.
FIG. 329 REPORT / DISPLAY / ANALYZE DATA MENU WINDOW
(f1) Select a Report Name

The Report Name is a text string of up to 64 characters used to name an existing
display and analysis report that will define parameters to be displayed.
(f2) Report Descriptions
The Report Description window is used to select a report type to be used for data
display or printout. The following report types are available for selection (fully
described reports are in ROSE Software manual in Section 4.4):
 line graph with single Y-axis range display (see section f9-1)
 line graph with multiple Y-axis ranges display (see section f9-2)
 alphanumeric printout (see section f9-3)
 scrolling alphanumeric display (see section f9-4)
 manual scrolling alphanumeric display (see section f9-5)
 scrolling graph and table display (see section f9-6)
(f3) Delete
The user may remove the current report and all associated report definitions.
(f4) New
The user may create a new report by entering a new report name and description.
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(f5) Copy
Save the current report, and all of the associated report definitions as a new report
with a different report name.
(f6) Print
Create a printout of all or selected reports information, for printouts of Flight Data
reports containing both text and graphics.
(f7) OK
Select the report type shown in the Report Display/Analyze Data menu, and open
the Report Setup menu.
(f8) Close
Remove the Report Display/Analyze Data menu, and return to the ROSE Main
menu. If changes were made, a pop-up will appear to allow user to save the
changes.
(f9) Types of Reports
(f9-1) Line graph with single Y-axis range display
The Line Graph with Single Y–axis Range report displays processed data
values with the same Y–axis range against a linear time scale. For example,
specified parameter data values may be displayed as a line shown against
their occurrence in time.
The structure of the time scale will depend on the range of time displayed.
This allows the user to zoom into a graph and always have an X-axis scale
that best suits the time-range shown. Note, if the start or stop time is greater
than or equal to 24 hours then the time scale will not convert to days but will
continue up to 999 hours.
The Y–axis minimum and maximum plotting values are based on user–
defined plotting values or are automatically calculated based on the range of
data values present.
Note, if user minimum and maximum plotting values are used, the data may
fall outside of the selected range, in which case, no data will be plotted. A
typical Line Graph with Single Y -Axis Range Display is shown in Figure
330 and the operator controls provided with this display report are discussed
in the following sections:
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FIG. 330 TYPICAL LINE GRAPH WITH SINGLE Y‐AXIS RANGE DISPLAY
(f9-2) Line graph with multiple Y-axis ranges display

The Line Graph with Multiple Y-Axis Ranges is only available during local file
input mode. The number of data parameters is limited to six for graph
display. The line graph with multiple Y-axis ranges displays processed data
values with different Y-axis ranges against a linear time scale. For example,
specified parameter data values may be displayed as a line shown against
their occurrence in time. The structure of the time scale will depend on the
range of time displayed. This allows the user to zoom into a graph and
always have an X-axis scale that best suits the time-range shown.
Note, if the start or stop time is greater than or equal to 24 hours then the
time scale will not convert to days but will continue up to 999 hours.
The Y axis minimum and maximum plotting values are based on user-
data values present. Note, if user minimum and maximum plotting values are
used, the data may fall outside of the selected range, in which case, no data
will be plotted.
When data loss occurs as a result of un-synchronized data frames, or a
power down, a vertical red line with a “Data Loss” label will be displayed.
When bit errors occur a vertical yellow line with a “Bit Loss” label will be
displayed and when a memory mark occurs a vertical blue line with a “MM”
label will be displayed.
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A typical Line Graph with Multiple Y- Axis Ranges Display is shown in

Figure 331
FIG. 331 TYPICAL LINE GRAPH WITH MULTIPLE Y- AXIS RANGES REPORT DISPLAY
(f9-3) Alphanumeric printout

The Alphanumeric Printout report, as shown in Figure 332, displays time and
selected processed or raw data values as numbers or text. The data values
are written to a selected system printer and are not displayed on the user's
monitor, unless the Preview button on the Report Setup menu is selected.
The number of parameters per line is determined by the number of
parameters selected for display. Processed or raw output types are defined
during parameter setup, but may be overridden during report plots and filters
setup. Used to Print the contents of the current display page on the system
line printer. L3 recommends the use of a wide-carriage color printer.
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FIG. 332 TYPICAL ALPHANUMERIC REPORT PRINTOUT
(f9-4) scrolling alphanumeric display

The Scrolling Alphanumeric Display report, shown in Figure 333, displays
selected processed or raw data values as numbers or text. The data values
are written in a tabular scrolling display format on the user's monitor. The
data automatically scrolls to display current data values for both `Local File'
mode and `Monitor' modes of source inputs.
Processed or raw data output types are defined during parameter setup, but
may be overridden during report plots and filters setup.
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FIG. 333 TYPICAL SCROLLING ALPHANUMERIC REPORT DISPLAY
(f9-5) Manual scrolling alphanumeric display

The Manual Scrolling Alphanumeric Display report shows selected
processed or raw data values as numbers or text. The data values are
written in a tabular scrolling display format on the user's monitor similar to
the Scrolling Alphanumeric Report Display shown in Figure 333. The
controls for the Manual Scrolling Alphanumeric Display include the Print
and Close command buttons.
During `Local File' mode, the user may view data values at different
locations in time by clicking the scroll bar at the right of the display.
During `Monitor Data' mode, the data automatically scrolls to display current
data values, just as displayed in the Scrolling alphanumeric display.
(f9-6) Scrolling graph and table display
The Scrolling Graph and Table displays processed data values with a single
Y-axis range against a linear time scale as shown in Figure 334. Time is
relative from the beginning of a file or from the beginning of a monitor data
session. If the start or stop time is greater than or equal to 24 hours then the
time scale will not convert to days but will continue up to 999 hours.
The Y-axis minimum and maximum plotting values are based on user-
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data values present. Note, if user minimum and maximum plotting values are
used, the data may fall outside of the selected range, in which case, no data
will be plotted.
The display also presents the same processed data values in alphanumeric
table format. The values are shown as scrolling digits against a linear time
scale. All values are displayed as decimal or engineering unit values.
FIG. 334 TYPICAL SCROLLING GRAPH AND TABLE DISPLAY
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(f10) Preset Parameters Reports in the Report / Display Analyze Data Menu
A.Master-Analogue Group 01
1.Aileron Control Surface Pos
2.Aileron Trim Surface Pos
3.Elevator Control Surface Pos
4.Elevator Trim Surface Pos
5.Rudder Control Surface Pos
6.Rudder Trim Surface Pos
1.Engine Gas Producer Left (N2)
2.Engine Gas Producer Right (N2)
3.Engine Power Turbine Left (N1)
4.Engine Power Turbine Right (N1)
5.Engine Torque Left
6.Engine Torque Right
1.Brake Pressure L
2.Brake Pressure R
3.Hydraulic Pressure Emergency
4.Hydraulic Pressure Main
5.Hydraulic Pressure LOW (Main System)- Discrete
1.Longitudinal Acceleration (NX)
2.Vertical Acceleration (NY)
3.Lateral Acceleration (NZ)
4.Radio Altitude (Analogue)
5.Throttle Position Left
6.Throttle Position Right
A.Master-Arinc Group 01
1.NAV 1 Frequency / VOR/ILS Freq - A429 (Lbl 034)
2.NAV 1 Omnibearing - A429 (Lbl 222)
3.NAV 2 Frequency / VOR/ILS Freq - A429 (Lbl 034)
4.NAV 2 Omnibearing - A429 (Lbl 222)
5.DME 1 Distance - A429 (Lbl 202)
6.DME 1 Frequency - A429 (Lbl 035)
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7.DME 2 Distance - A429 (Lbl 202)

8.DME 2 Frequency - A429 (Lbl 035)
1.Primary Nav Number - A429 (Lbl 254
2.Primary Nav Source - A429 (Lbl 254)
3.Secondary Nav Number - A429 (Lbl 254)
4.Secondary Nav Source - A429 (Lbl 254)
5.Secondary Select A429 (Lbl 254)
6.Select Nav Number - A429 (Lbl 254)
7.Select Nav Source - A429 (Lbl 254)
1.GPS 2 Drift Angle - A429 (Lbl 321)
2.GPS 2 Ground speed - A429 (Lbl 312)
3.GPS 2 Latitude - A429 (Lbl 310)
4.GPS 2 Longitude - A429 (Lbl 311)
5.GPS 2 PP Latitude NORTH/SOUTH
6.GPS 2 PP Longitude EAST/WEST
7.GPS 2 Wind Speed - A429 (Lbl 315)
8.GPS DTK (Desired Track) - A429 (Lbl 114)
9.GPS LDEV (AKA Cross Track Dist) - A429 (Lbl 116)
1.GS DEV - A429 (Lbl 174)
2.GS DEV FLY UP/DWN
3.LOC DEV - A429 (Lbl 173)
4.LOC DEV- FLY LEFT/FLY RIGHT
5.Magnetic Heading - A429 (Lbl 320)
6.Selected Heading - A429 (Lbl 101)
7.Pitch Attitude
8.Roll Attitude
1.Baro correction - A429 (Lbl 235)
2.Calibrated Airspeed - A429 (Lbl 353)
3.Indicated Airspeed - A429 (Lbl 206)
4.Pressure Altitude - A429 (Lbl 203)
5.Total Air Temperanture – A429 (Lbl211)
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A.Master-Discrete Group 01
1.AC Electrical Bus 36V/400Hz 1 status
2.AC Electrical Bus 36V/400Hz 2 status
3.DC Electrical Bus 28VDC S2B Battery
4.DC Electrical Bus 28VDC S3B Battery
5.Manual Radio Transmitter Keying 1
6.Manual Radio Transmitter Keying 2
1.Control Lever Position Left FEATHER
2.Control Lever Position Right FEATHER
3.Engine Left BETA RANGE
4.Engine Right BETA RANGE
5.Engine Left Fire Warning
6.Engine Right Fire Warning
1.Flaps positioned at 0°
4.Flaps selected to pos 0°
1.MKR 400
2.MKR 1300
3.MKR 3000
4.Air/Ground
5.Water Injection
6.TCAS TA/RA
1.AP Engaged
2.AP FD PWR
3.AP Transfer L
4.AP Transfer R
5.EGPWS ALERT
6.EGPWS WARNING
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1.Automatic Bank Control Left
2.Automatic Bank Control Right
3.Engine Left Auxiliary Pump ON
4.Engine Right auxiliary pump ON
5.Propeller Left Automatic Feathering ON
6.Propeller Right Automatic Feathering ON
1.Engine Left Minimum Fuel Pressure
2.Engine Right Minimum Fuel Pressure
3.Engine Left Oil Pressure Low
4.Engine Right Oil Pressure Low
5.Engine Left IELU intervention
6.Engine Right IELU intervention
1.HYD PRESS Low (Main System)
2.Ground Spoilers
3.Landing Gear
4.Ice_Rime Detection
5.De-icing system turned ON
6.De-icing system pneumatic input pressure
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(g) Test Flight Recorder

Selection of the ROSE Test Flight Recorder button displays the Test Flight
Recorder menu shown in Figure 335. The commands on this menu allow the user
with Recorder Test access to monitor recorder status or monitor recorder power.
FIG. 335 TEST FLIGHT RECORDER MENU + RECORDER STATUS – NOT RECORDING
The Stop Recording button is used to terminate data recording on the currently-
connected recorder. Typical status of Not Recording unit is shown in Figure 335.
The Start Recording button is used to issue a start recording command to the
currently-connected recorder. Recording of the current input data source will begin
and overwrite the previously recorded data.
Typical status of recording unit is shown in Figure 336.
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FIG. 336 RECORDER STATUS - RECORDING
(h) User Login/Logout

Selected functions or all of the functions of the ROSE software may be password protected
to limit access to those users who have the proper permissions to perform the specific
ROSE function. Access permissions are based upon the ROSE functional structure where
the Administrator has full access to all functions of the software and may assign an
unlimited number of user access permissions to any combination of ROSE functions.
After Login, the privileged user status indicator, in the status bar at the bottom of the ROSE
main menu, will become bold, display the user name and all privileged user command
options for the current user will be enabled.
Selection of the LogOut button disables the privileged user privileges and privileged status
indicator, in the status bar at the bottom of the ROSE main menu, will become gray.
(h1) User Login

Upon initially accessing the ROSE Main menu, click the User Login button, and the
User Login menu appears as shown in Figure 337. By selecting the appropriate
user name and password will enable privilege user access. For initial accessing use
the name and password as described in step (h2).
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FIG. 337 USER LOGIN PASSWORD ACCESS LEVEL
(h2) ROSE Administrator

Initially, the default Administrator Password is set to “ROSE.” Selecting the
Administrator user name, entering the Administrator level password and clicking the
OK button will allow minimum security control in ROSE. (Every function is fully
available to any user logged in as the Administrator).
(h3) User Logout
To log off the current user privilege select the User Logout button on the ROSE
Main menu.
NOTE: This the same button that was selected for User Login, but now contains the
User Logout label.
For more information regarding users levels, privileges, password change etc.
see section 6-6 of the ROSE Software Manual.
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(i) Update Database Parameters

Selection of the ROSE Update Database Parameters button allows for the creation,
examination, update, printing, and deletion of parameters by name. Only authorized users
that have entered the proper password will have either read-only or full read-write access
permissions for the parameter options under this menu. Options not available during a
non-privileged user Login will be displayed in gray and will not be selectable. Refer to
Figure 338 for an illustration of the Update Database Parameters menu screen.
NOTE: A level of expertise with the Flight Data Recorder system, a clear understanding
of flight data parameters, and access to an Aircraft Flight Data Parameter Source
List is required prior to understanding or performing the Update Database
Parameter steps of procedure in this section.
The paragraphs contained in this section describe the Update Database Parameters menu
options.
FIG. 338 UPDATE DATABASE PARAMETERS MENU
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(i1) Select a Parameter Name

A read-only user may view and select a parameter definition from existing parameter
names. The user with read-write permissions set is permitted to make changes after
opening an existing parameter. Parameter names are a text string of up to 64
characters used to name an existing parameter that will define the processing to be
performed for display of data values. The parameter name is required to create a
new parameter, and must be unique (no other parameter may share the same
name). Quotation marks (”) are not permitted to be used in the parameter name.
(i2) Parameter Information

The Parameter Information section of the Update Database Parameters menu
defines the parameter type, its unit of measure, the input data type, and output data
type of the selected parameter.
(i2-1) Parameter Type
Select either a `recorded' or `derived' parameter type. Parameter values
which are located within a single or multiple word and subframe location are
called `recorded parameters'. A recorded type selection includes a
description of the word and subframe location of the input data value as it is
read from the data input stream.
Parameter values which are derived from the combination or calculation of
two or more previously created parameters within the current aircraft
configuration database are called `derived parameters'. A derived type
selection includes a description of the source parameter names which are
used as input for calculation of the value to be assigned to this parameter.
This type of parameter must use Engineering Units (EU) as an output data
type.
(i2-2) Units of Measure
This entry is a text string of up to 16 characters used as the engineering
units (EU) label associated with the parameter's data value.
(i2-3) Input Data Type
Select signed data input type. Signed input data will include a high order bit,
the most significant bit (MSB) which indicates a positive or negative value.
(i2-4) Output Data Type
Select engineering units or raw decimal for analogue parameters values
calibration or verification.
An engineering units selection outputs data in floating point format, while raw
decimal data selections outputs the data in raw counts value format using
the selected base number system.
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(i3) Plot Defaults

This area of the Update Database Parameters menu sets up the plot display
attributes which effect the output display or printer report for the parameter.
(i3-1) Plot Color
Select from any of the colors displayed to use the selected color during
graphical display of this data value. This color is used as the default plot
color but may be temporarily changed during report setup using the Plots &
Filter function.
(i3-2) Plot Minimum
Enter the lowest value to be plotted on the Y–axis (Vertical) for this
parameter value. This value is used as the default plot minimum, but may be
temporarily changed during report setup. Entry of this value is optional and if
left blank, it is automatically calculated based on the data values present for
this parameter.
(i3-3) Plot Maximum
Enter the highest value to be plotted on the Y–axis (Vertical) for this
parameter value. This value is used as the default plot maximum, but may
be temporarily changed during report setup. Entry of this value is optional
and if left blank, it is automatically calculated based on the data values
present for this parameter.
(i4) Parameter Definition

The Parameter Definition section of the Update Database Parameters menu allows
the user to define recorded parameter Word Locations or locate derived parameter
Source Parameters, define, view or test Algorithm calculations, Report Headers, and
create a Memo about a particular parameter.
(i4-1) Recorded Parameters: Word Location
The Recorded Parameter Word Location menu allows user to modify word
numbers and bits selection of each parameter.
WARNING: DO NOT PERFORM ANY CHANGES OR MODIFICATION IN THIS

SECTION. INAPPROPRIATE CHANGES CAN INTERRUPT
FUNCTION OF RESPECTIVE PARAMETER!
(i4-2) Alghoritm
The Parameter Algorithms menu allows the definition of algorithm
processing methods and algorithm coefficients used to convert the raw
decimal data into Engineering Units.
Current Parameter Name - This read-only field displays the name of the
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current parameter selected.

Parameter Algorithm – Used to select an algorithm name from the list of
parameter algorithms for use during calculation of the current parameter
data value. Algorithm selection will vary based on the parameter type, i.e.
Recorded or Derived.
Parameter Algorithm Menu as shown in Figure 339 and function Curve Fit is
used for Analogue parameters (with Polynomial Algorithms) calibration or
verification as described in section (B).
FIG. 339 PARAMETER ALGORITHMS MENU
(i4-3) Curve Fit Function

This function is activated from the Parameter Algorithms menu when
Polynomial is selected under the Update Database Parameters function. The
Curve Fit E/U Conversion Algorithm function allows the user with Database
Update privilege to enter sample data points in lieu of specifying an E/U
conversion formula. These data points are used to calculate a polynomial
equation that ROSE uses to convert raw data values to Engineering Unit
values.
When using the Curve Fit function care must be taken to ensure that the
polynomial equation generated adequately models the actual data. This can
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be done by visually inspecting the resulting polynomial curve which is

displayed when the Display Curve button is selected from the Curve Fit
menu, as shown in Figure 340.
FIG. 340 POLYNOMIAL CURVE FITTING MENU
Curve Fit Menu Options

The following options are available from the Curve Fit menu:
Current Parameter or Report Header Name

This parameter will be used for the curve fit calculation and polynomial
coefficient update. When performing curve fit from the Parameter
Algorithms menu, this field will be a read-only field containing the name of
the currently-selected parameter.
Raw Value
This field is used to enter the expected Raw Data value for the currently-
selected parameter. The right and left arrow buttons are used to select the
current, next, and previous data value. Values start at 1 and end at the last
value to be included in the curve fit calculation.
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E/U Value
This field is used to enter the expected Engineering Units value for the
currently selected parameter that is associated with the raw value.
Print
When selected, this button provides a print-out of the curve and the data
point values that make up the curve. The default printer is used for the
printout device.
Delete
When selected, this button removes the currently selected raw and
engineering units values from the list of values used for the curve fit
calculation.
Polynomial Order Of Fit

Used to select an order of fit to be applied during calculation of the curve fit
coefficients. Values can be selected from 0 through 12th order.
Display Curve
Selection of this button begins the curve fit calculation. Upon completion, the
resultant polynomial wave will be plotted and the polynomial coefficients will
be displayed. Additionally, the standard error and correlation coefficient
values will be displayed. Current raw and E/U values will be saved for the
current parameter for use in future curve fit calculations.
Save Polynomial
This command stores the resultant polynomial coefficients into the algorithm
set up for the current parameter. Any previous coefficient values will be
overwritten with these new values.
Close
When selected, this button commands the system to close the Curve Fit
menu and returns to the Update Database Parameter menu. A save
window option appears prompting to save parameter changes if any were
made.
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(j) File Structures
(j1) ROSE Raw Frame Type Data File (.dat)

Only ROSE Raw Frame type data files may be displayed using the ROSE display
and analysis reports. ROSE Raw Frame type data files contain a frame type word in
the first location of each subframe which defines the current frame type and rate.
ROSE Raw Frame type data files may contain pre-synchronization and marker data
frames.
The ROSE Raw Frame type data file does not contain a header. The file description
as defined by the user is stored in the ROSE database archive file record associated
with each ROSE data file.
NOTE: For more information relating the ROSE Raw Frame Type Data File see section
5.7.1 of the ROSE Software Manual.
(j2) Comma Delimited Data File (.txt)

The Comma Delimited data file does not contain a header. The file description as
defined by the user is stored in the ROSE database archive file record associated
with each ROSE data file.
Each 12-bit raw data word is stored in ASCII with comma delimiters. The raw data is
written in sequential format where each record length is the same as the words per
frame (or words per second). No frame type word is written.
During export of a ROSE Raw Frame type data file to a Comma Delimited data file,
the user will be prompted whether pre-synchronization should be included in the
output data file. If pre-synchronization data is selected for output then the Comma
Delimited data file will contain pre-synchronization frames and time mark frames.
NOTE: For more information relating the Comma Delimited Data File Type see section
(j3) Binary Raw Data File (.bin)

The Binary Raw data file does not contain a header. The file description as defined
by the user is stored in the ROSE database archive file record associated with each
ROSE data file.
Each 12-bit raw data word is stored in a 16-bit binary word. The raw data is written in
random format where each record length is the same as the words per frame
(or words per second). No frame type word is written.
During export of a ROSE Raw Frame type data file to a Binary Raw data file, the
user will be prompted whether pre-synchronization should be included in the output
data file. If pre-synchronization data is selected for output then the Binary Raw data
file will contain pre-synchronization frames and time mark frames.
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NOTE: For more information relating the Binary Raw Data File Type see section 5.7.3 of
the ROSE Software Manual.
(j4) Packed Raw Data File (.pak)

The Packed Raw data file does not contain a header. The file description as defined
by the user is stored in the ROSE database archive file record associated with each
ROSE data file.
The raw data is written in binary format and no frame type word is written.
During export of a ROSE Raw Frame type data file to a Packed Raw data file, the
user will be prompted whether pre-synchronization should be included in the output
data file. If pre-synchronization data is selected for output then the Packed Raw data
file will contain pre-synchronization frames and time mark frames.
NOTE: For more information relating the Packed Raw Data File Type see section 5.7.4
of the ROSE Software Manual.
NOTE: Binary Packed Data type is used to download data from older tape- based FDR's
(F800's).
(j5) Preprocessed Data File (.ppd)

The ROSE Preprocessed type data file contains a separate header file with the file
extension .hdr. The header file contains information required to playback the
Preprocessed data file.
The header contains the number records contained in the preprocessed file, the
number of parameters contained in the preprocessed file, the maximum interval data
rate, the configuration name, the configuration date, the parameter IDs and
parameter names, and relative time and description of event occurrences.
NOTE: For more information relating the Preprocessed Data File Type see section 5.7.5
of the ROSE Software Manual.
(j6) Frame Number Data File (.nbr)

During the decompression of a download file, ROSE will create an additional file with
the .nbr extension. This file is used for the time synchronization of the Voice and
Data files.
There really is no application for this file following a FA2100FDR download, but it is
created anyway. The only application for the .nbr file is with the combination
recorder, or “CVDR” and “DVDR” members of the FA2100 model family.
NOTE: For more information relating the Frame Number Data File Type see section
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(k) Data File Extensions

ROSE identifies file types based on the file extension. File extensions and associated file
types include:
Extension Type
.bin Binary Raw Data
.cvr Compressed Audio Data File (FACVR only)
.dat ROSE Raw Frame Type
.dmp DRU Memory Card File (F1000)
.faf GS/2 Decompressed (F1000 - Fast Access File)
.fdr FA2100 Compressed Data File
.fdt F1000 Compressed (GS/2)
.hdr ROSE Preprocessed Data Header File
.pak Binary Packed Data
.ppd ROSE Preprocessed Data File
.txt Comma Delimited Raw Data
.upk GS/2 Unpacked Data (F1000)
.nbr FA2100/FA2300 frame number data
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(B) Parameters verification or calibration

List of parameters
Item Input Signal Action

Parameter Name Type Work procedure reference
No. Format Req.
1 Aileron Control Surface Position 0 ÷ 5 VDC A C In accordance with section (B1)
2 Aileron Trim Surface Position 0 ÷ 5 VDC A C In accordance with section (B1)
3 Elevator Control Surface Position 0 ÷ 5 VDC A C In accordance with section (B1)
4 Elevator Trim Surface Position 0 ÷ 5 VDC A C In accordance with section (B1)
5 Rudder Control Surface Position 0 ÷ 5 VDC A C In accordance with section (B1)
6 Rudder Trim Surface Position 0 ÷ 5 VDC A C In accordance with section (B1)
7 Engine Torque Left 0 ÷ 5 VDC A C In accordance with section (B1)
8 Engine Torque Right 0 ÷ 5 VDC A C In accordance with section (B1)
9 Lateral Acceleration (NZ) 0 ÷ 5 VDC A C In accordance with section (B1)
10 Longitudinal Acceleration (NX) 0 ÷ 5 VDC A C In accordance with section (B1)
11 Vertical Acceleration (NY) 0 ÷ 5 VDC A C In accordance with section (B1)
12 Brake Pressure L 0 ÷ 28 VDC A C In accordance with section (B1)
13 Brake Pressure R 0 ÷ 28 VDC A C In accordance with section (B1)
14 Hydraulic Pressure Emergency 0 ÷ 28 VDC A C In accordance with section (B1)
15 Hydraulic Pressure Main 0 ÷ 28 VDC A C In accordance with section (B1)
16 Radio Altitude (Analogue) 0 ÷ 28 VDC P V In accordance with section (B2)
ARINC 407
17 Pitch Attitude Synchro A C In accordance with section (B1)
(26VAC)
ARINC 407
18 Roll Attitude Synchro A C In accordance with section (B1)
(26VAC)
ARINC 407
19 Throttle Position Left Synchro A C In accordance with section (B1)
(26VAC)
ARINC 407
20 Throttle Position Right Synchro A C In accordance with section (B1)
(26VAC)
21 Engine Gas Producer Left (N2) Pulse Probe (Hz) P V In accordance with section (B2)
22 Engine Gas Producer Right (N2) Pulse Probe (Hz) P V In accordance with section (B2)
23 Engine Power Turbine Left (N1) Pulse Probe (Hz) P V In accordance with section (B2)
24 Engine Power Turbine Right (N1) Pulse Probe (Hz) P V In accordance with section (B2)
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No. Format Req.
25 Baro correction - A429 (Lbl 235) ARINC 429 P V In accordance with section (B3)
Calibrated Airspeed - A429

26 ARINC 429 P V In accordance with section (B3)
(Lbl 353)
27 DME 1 Distance - A429 (Lbl 202) ARINC 429 P V In accordance with section (B3)
28 DME 1 Frequency - A429 (Lbl 035) ARINC 429 P V In accordance with section (B3)
29 DME 2 Distance - A429 (Lbl 202) ARINC 429 P V In accordance with section (B3)
30 DME 2 Frequency - A429 (Lbl 035) ARINC 429 P V In accordance with section (B3)
31 GPS 2 Drift Angle - A429 (Lbl 321) ARINC 429 P V In accordance with section (B3)
GPS 2 Ground speed -

A429 (Lbl 312)
33 GPS 2 Latitude - A429 (Lbl 310) ARINC 429 P V In accordance with section (B3)
34 GPS 2 Longitude - A429 (Lbl 311) ARINC 429 P V In accordance with section (B3)
35 GPS 2 PP Latitude NORTH/SOUTH ARINC 429 P V In accordance with section (B3)
36 GPS 2 PP Longitude EAST/WEST ARINC 429 P V In accordance with section (B3)
37 GPS 2 Wind Speed - A429 (Lbl 315) ARINC 429 P V In accordance with section (B3)
GPS DTK (Desired Track) -

A429 (Lbl 114)
GPS LDEV (AKA CrossTrackDist) -
A429 (Lbl 116)
40 GS DEV - A429 (Lbl 174) ARINC 429 P V In accordance with section (B3)
41 GS DEV FLY UP/DWN ARINC 429 P V In accordance with section (B3)
42 LOC DEV - A429 (Lbl 173) ARINC 429 P V In accordance with section (B3)
43 LOC DEV- FLY LEFT/FLY RIGHT ARINC 429 P V In accordance with section (B3)
NAV 1 Frequency / VOR/ILS Freq -

A429 (Lbl 034)
45 NAV 1 Omnibearing - A429 (Lbl 222) ARINC 429 P V In accordance with section (B3)
NAV 2 Frequency / VOR/ILS Freq -

A429 (Lbl 034)
47 NAV 2 Omnibearing - A429 (Lbl 222) ARINC 429 P V In accordance with section (B3)
48 Indicated Airspeed - A429 (Lbl 206) ARINC 429 P V In accordance with section (B3)
49 Magnetic Heading - A429 (Lbl 320) ARINC 429 P V In accordance with section (B3)
50 Pressure Altitude - A429 (Lbl 203) ARINC 429 P V In accordance with section (B3)
51 Primary Nav Number - A429 (Lbl 254) ARINC 429 P V In accordance with section (B3)
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No. Format Req.
52 Primary Nav Source - A429 (Lbl 254) ARINC 429 P V In accordance with section (B3)
Secondary Nav Number -

A429 (Lbl 254)
Secondary Nav Source -
A429 (Lbl 254)
55 Secondary Select A429 (Lbl 254) ARINC 429 P V In accordance with section (B3)
56 Select Nav Number - A429 (Lbl 254) ARINC 429 P V In accordance with section (B3)
57 Select Nav Source - A429 (Lbl 254) ARINC 429 P V In accordance with section (B3)
58 Selected Heading - A429 (Lbl 101) ARINC 429 P V In accordance with section (B3)
Total Air Temperature -

A429 (Lbl 211)
60 AC Electrical Bus 36V/400Hz 1 status 0 ÷ 32 VDC D V In accordance with section (B3)
62 AC Electrical Bus 36V/400Hz 2 status 0 ÷ 32 VDC D V In accordance with section (B3)
63 Air/Ground 0 ÷ 32 VDC D V In accordance with section (B3)
64 AP Engaged 0 ÷ 32 VDC D V In accordance with section (B3)
65 AP FD PWR 0 ÷ 32 VDC D V In accordance with section (B3)
66 AP Transfer L 0 ÷ 32 VDC D V In accordance with section (B3)
67 AP Transfer R 0 ÷ 32 VDC D V In accordance with section (B3)
68 Automatic Bank Control Left 0 ÷ 32 VDC D V In accordance with section (B3)
69 Automatic Bank Control Right 0 ÷ 32 VDC D V In accordance with section (B3)
70 Control Lever Position Left FEATHER 0 ÷ 32 VDC D V In accordance with section (B3)
Control Lever Position Right

71 0 ÷ 32 VDC D V In accordance with section (B3)
FEATHER
72 DC Electrical Bus 28VDC S2B Battery 0 ÷ 32 VDC D V In accordance with section (B3)
73 DC Electrical Bus 28VDC S3B Battery 0 ÷ 32 VDC D V In accordance with section (B3)
De-icing system pneumatic input

pressure
75 De-icing system turned ON 0 ÷ 32 VDC D V In accordance with section (B3)
76 EGPWS ALERT 0 ÷ 32 VDC D V In accordance with section (B3)
77 EGPWS WARNING 0 ÷ 32 VDC D V In accordance with section (B3)
78 Engine Left Auxiliary Pump ON 0 ÷ 32 VDC D V In accordance with section (B3)
79 Engine Left BETA RANGE 0 ÷ 32 VDC D V In accordance with section (B3)
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No. Format Req.
80 Engine Left Fire Warning 0 ÷ 32 VDC D V In accordance with section (B3)
81 Engine Left IELU intervention 0 ÷ 32 VDC D V In accordance with section (B3)
82 Engine Left Minimum Fuel Pressure 0 ÷ 32 VDC D V In accordance with section (B3)
83 Engine Left Oil Pressure Low 0 ÷ 32 VDC D V In accordance with section (B3)
84 Engine Right auxiliary pump ON 0 ÷ 32 VDC D V In accordance with section (B3)
85 Engine Right BETA RANGE 0 ÷ 32 VDC D V In accordance with section (B3)
86 Engine Right Fire Warning 0 ÷ 32 VDC D V In accordance with section (B3)
87 Engine Right IELU intervention 0 ÷ 32 VDC D V In accordance with section (B3)
88 Engine Right Minimum Fuel Pressure 0 ÷ 32 VDC D V In accordance with section (B3)
89 Engine Right Oil Pressure Low 0 ÷ 32 VDC D V In accordance with section (B3)
90 Flaps positioned at 0° 0 ÷ 32 VDC D V In accordance with section (B3)
93 Flaps selected to pos 0° 0 ÷ 32 VDC D V In accordance with section (B3)
96 Ground Spoilers 0 ÷ 32 VDC D V In accordance with section (B3)
97 HYD PRESS Low (Main System ) 0 ÷ 32 VDC D V In accordance with section (B3)
98 Ice_Rime Detection 0 ÷ 32 VDC D V In accordance with section (B3)
99 Landing Gear 0 ÷ 32 VDC D V In accordance with section (B3)
100 Manual Radio Transmitter Keying 1 0 ÷ 32 VDC D V In accordance with section (B3)
101 Manual Radio Transmitter Keying 2 0 ÷ 32 VDC D V In accordance with section (B3)
102 MKR 400 0 ÷ 32 VDC D V In accordance with section (B3)
Propeller Left Automatic Feathering

ON
Propeller Right Automatic Feathering
ON
107 TCAS TA/RA Event 0 ÷ 32 VDC D V In accordance with section (B3)
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No. Format Req.
108 Water Injection 0 ÷ 32 VDC D V In accordance with section (B3)
Type:
A - analogue parameter
P - pre-calibrated or pre-set analogue parameter
D - discrete parameter
Action Required:
C - parameter where calibration is required
V - parameter where verification is required
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(B1) Parameters Calibration

Calibration of each analogue parameter required to perform:
(a) Import of appropriate Aircraft Configuration Database (corresponding with aircraft serial
number) into the ROSE program as is described in section (A) - Step (4-b)
(b) Establish connection between RAU and FDR unit as is described in section (A) - Step (2).
(c) Apply DC and AC power to the FDR unit (circuit breaker BATTERY I and II, FDR, AC
INVERTERS 36V I, II on the overhead panel)
(d) Start RI application as is described in section (A) - Step (3-e).
(e) Establish connection between FDR unit and ROSE/RI (Recorder Interface) program as
is described in section (A) - Step (2)
(f) Perform the test of FDR in accordance with section (A) - Step (4-g)
(g) Login to ROSE as Administrator
List of analogue parameters required calibration:
Item
Parameter Name ROSE Report Header Name Input Signal Format
No.
(1) Aileron Control Surface Position Aileron Surface Pos 0 ÷ 5 VDC

(2) Aileron Trim Surface Position Aileron_Trim Surface Pos 0 ÷ 5 VDC
(3) Elevator Control Surface Position Elevator Surface Pos 0 ÷ 5 VDC
(4) Elevator Trim Surface Position Elevator_Trim Surface Pos 0 ÷ 5 VDC
(5) Rudder Control Surface Position Rudder Surface Pos 0 ÷ 5 VDC
(6) Rudder Trim Surface Position Rudder_Trim Surface Pos 0 ÷ 5 VDC
(7) Engine Torque Left Engine Torque L 0 ÷ 5 VDC
(8) Engine Torque Right Engine Torque R 0 ÷ 5 VDC
(9) Lateral Acceleration (NZ) Lateral_Acc (NZ) 0 ÷ 5 VDC
(10) Longitudinal Acceleration (NX) Longit_Accel (NX) 0 ÷ 5 VDC
(11) Vertical Acceleration (NY) Vertic_Accel (NY) 0 ÷ 5 VDC
(12) Brake Pressure L Brake Press L 0 ÷ 28 VDC
(13) Brake Pressure R Brake Press R 0 ÷ 28 VDC
(14) Hydraulic Pressure Emergency Hyd_Press Emergency 0 ÷ 28 VDC
(15) Hydraulic Pressure Main Hyd_Press Main 0 ÷ 28 VDC
ARINC 407 Synchro
(17) Pitch Attitude Pitch Att
(26VAC)
ARINC 407 Synchro
(18) Roll Attitude Roll Att
(26VAC)
ARINC 407 Synchro
(19) Throttle Position Left Throttle Position L
(26VAC)
ARINC 407 Synchro
(20) Throttle Position Right Throttle Position R
(26VAC)
EFFECTIVITY
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MAINTENANCE MANUAL
(1) Aileron Control Surface Position
(a) From ROSE Main Menu click on button Select Aircraft Configuration
(b) From scrolling menu Select a Configuration Menu choose appropriate Database
Configuration
(c) Click on Update Database Parameters and from scrolling menu Select a Parameter
Name: choose parameter “Aileron Control Surface Position”
(d) From scrolling menu Output Data Type select “raw decimal”
(e) Click OK and then Close
(f) Click on Report / Display / Analyze button and select appropriate Report name and
Report Description type “Scrolling Alphanumeric format”.
(g) In next window Report Setup choose Source of data to Monitor Data Display
(h) Click OK
(i) Set up the aileron angle to zero degrees and verify value of the voltage.
NOTE: Adjusting of this voltage is securing that the motion of the surface is properly
covered by sensor range.
(j) Set up the angle of the aileron to the down stop and write to the table 301 the stop value in
degree (read from angle meter) and write raw decimal value to the table 301 (column forward).
(k) Set the aileron to the next physical value and write corresponding raw decimal value to the
table 301.
(l) Repeat step (k) for each requested physical value till the upper stop for forward motion.
(m) Repeat steps (k) for each requested physical values for the back motion.
(n) Count raw decimal mean value for each physical value and write to the table 301.
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Aileron Control Surface Position (Word 37, 101, 165, 229) [°]
Symbol Sensor Type S/N FA2200 Input
K21 MU615A J1A-53 (Hi),54 (low)
Physical value Raw decimal value Raw decimal

VDC Value
[°] forward back mean value
stop ….. (down)

12
8
4
0 ~ 2.33 VDC
-5
-10
-15
-20
-25
stop ….. (up)
TAB. 301 AILERON CONTROL SURFACE POSITION
(o) On ROSE Report Display window click on Close button.
(p) On Report Setup window click Close button.
(q) In ROSE Main Menu window click on Update Database Parameters button
(r) Choose Aileron Control Surface Position in scrolling menu Select a Parameter Name
(s) Click on Algorithms and in next window click Curve Fit
(t) Insert raw decimal mean value from the table 301 to the field Raw Value and
corresponding physical value to the field E/U Value as shown on the Figure 341.
(u) Click Next button and repeat step (t) to add Raw value and E/U Value for all other
recorded values from the table 301.
EFFECTIVITY
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MAINTENANCE MANUAL
FIG. 341 POLYNOMIAL CURVE FITTING

(v) After all data are inserted click Display Curve button to calculate polynomial curve and to
display the graph as shown on the Figure 342.
FIG. 342 POLYNOMIAL CURVE FIT LINE GRAPH
(w) Click Save Polynomial to complete procedure.
(x) Click Print to make a hard copy of the graph and table (do this only if printer is available.
Otherwise print graph and table later whenever printer is available).
(y) Click Close and in window Parameter Algorithm click Close
(z) Click OK and than Close
(aa) In window Update Database Parameter in option Output Data Type choose eng.unit
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(bb) Click on Report / Display / Analyze button and select appropriate Report name and
(cc) In next window Report Setup choose Source of data to Monitor Data Display
(dd) Click OK
(ee) Set physical value of the aileron (read on angle meter) and compare with the value in
degree shown on the RAU display.
(2) Aileron Trim Surface Position
Configuration
Name: choose parameter “Aileron Trim Surface Position”
(h) Click OK
(i) Set up the aileron trim angle to the zero degrees and verify value of the voltage.
(j) Set up the angle of the aileron trim to the down stop and write to the table 302 the stop
value in degree (read from angle meter) and write raw decimal value to the table 302
(column forward).
(k) Set up the aileron trim to the next physical value and write corresponding raw decimal
value to the table 302.
EFFECTIVITY
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MAINTENANCE MANUAL
Aileron Trim Surface Position (Word 98) [°]

K14/E34 MU615A/LUN1687(Brazil) J1A-90 (Hi),91 (low)
Physical value [ ° ] Raw decimal value Raw decimal VDC Value

EASA OPS Brazil forward back mean value EASA OPS/Brazil
- stop…(down)
stop…(down) 15
10 10
5 5
0 0 ~ 2.33/2.52 VDC
-5 -5
-10 -10
stop…(up) -15
- stop…(up)
TAB. 302 AILERON TRIM SURFACE POSITION
(r) Choose Aileron Trim Surface Position in scrolling menu Select a Parameter Name
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(dd) Click OK
(ee) Set physical value of the Aileron trim (read on angle meter) and compare with the value in
(3) Elevator Control Surface Position
Configuration
Name: choose parameter “Elevator Control Surface Position”
(h) Click OK
(i) Set up the elevator angle to zero degrees and verify value of the voltage.
(j) Set up the angle of the elevator to the down stop and write to the table 303 the stop value
in degree (read from angle meter) and write raw decimal value to the table 303 (column
forward).
(k) Set the elevator to the next physical value and write corresponding raw decimal value to
the table 303.
EFFECTIVITY
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MAINTENANCE MANUAL
Elevator Control Surface Position (Word 5, 69, 133, 197) [ ° ]

K22 MU615A J1A-51 (Hi),52 (low)

VDC Value
stop...(down)
12
8
4
0 ~ 1.73 VDC
-5
-10
-15
-20
stop...(up)
TAB. 303 ELEVATOR CONTROL SURFACE POSITION
(r) Choose Elevator Control Surface Position in scrolling menu Select a Parameter Name
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(dd) Click OK
(ee) Set physical value of the elevator (read on angle meter) and compare with the value in
(4) Elevator Trim Surface Position
Configuration
Name: choose parameter “Elevator Trim Surface Position”
(h) Click OK
(i) Set up the elevator trim angle to zero degrees and verify value of the voltage.
(j) Set up the angle of the elevator trim to the down stop and write to the table 304 the stop
(column forward).
(k) Set the elevator trim to the next physical value and write corresponding raw decimal value
to the table 304.
EFFECTIVITY
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MAINTENANCE MANUAL
Elevator Trim Surface Position (Word 65) [°]

K39 MU615A J1A-78 (Hi)

VDC Value
stop…(down)
15
10
5
0 ~ 3.08 VDC
-5
-10
stop…(up)
TAB. 304 ELEVATOR TRIM SURFACE POSITION
(r) Choose Elevator Trim Surface Position in scrolling menu Select a Parameter Name
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(dd) Click OK
(ee) Set physical value of the elevator trim (read on angle meter) and compare with the value in
(5) Rudder Control Surface Position
Configuration
Name: choose parameter “Rudder Control Surface Position”
(h) Click OK
(i) Set up the rudder angle to the zero degrees and verify value of the voltage.
(j) Set up the angle of the rudder to the left (LH) stop and write to the table 305 the stop value
in degree (read from angle meter) and write raw decimal value to the table 305 (column
forward).
(k) Set up the rudder to the next physical value and write corresponding raw decimal value to
the table 305.
(l) Repeat step (k) for each requested physical value till the right (RH) stop for forward
motion.
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MAINTENANCE MANUAL
Rudder Control Surface Position (Word 97, 225) [°]

K23 MU615A J1A-59 (Hi)

- stop…(LH)
stop…(LH) 16
12 12
8 8
4 4
0 0 ~ 2.84 VDC
-4 -4
-8 -8
-12 -12
stop…(RH) -16
- stop…(RH)
TAB. 305 RUDDER CONTROL SURFACE POSITION
(r) Choose Rudder Control Surface Position in scrolling menu Select a Parameter Name
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(dd) Click OK
(ee) Set physical value of the rudder (read on angle meter) and compare with the value in
(6) Rudder Trim Surface Position
Configuration
Name: choose parameter “Rudder Trim Surface Position”
(h) Click OK
(i) Set up the rudder trim angle to the zero degrees and verify value of the voltage.
(j) Set up the angle of the rudder trim to the left (LH) stop and write to the table 306 the stop
(column forward).
(k) Set up the rudder trim to the next physical value and write corresponding raw decimal
(l) Repeat step (k) for each requested physical value till the right (RH) stop for forward
motion.
EFFECTIVITY
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MAINTENANCE MANUAL
Rudder Trim Surface Position (Word 66) [°]

K24/E24 MU615A/LUN3956 (Brazil) J1A-84 (Hi),85 (Lo)

- stop…(LH)
25
- 20
stop…(LH) 12
8 8
4 4
0 0 ~ 2.27 VDC
-4 -4
-8 -8
stop…(RH) -12
- -20
-25
- stop…(RH)
TAB. 306 RUDDER TRIM SURFACE POSITION
(r) Choose Rudder Trim Surface Position in scrolling menu Select a Parameter Name
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(dd) Click OK
(ee) Set physical value of the rudder trim (read on angle meter) and compare with the value in
(7) Engine Torque Left
NOTE: For calibration of this parameter is required to run LH engine.
Configuration
Name: choose parameter “Engine Torque Left”
(h) Click OK
(i) Write raw decimal value to the table 307 for zero torque. Start the left hand engine.
(j) Set up the torque value in accordance with the torque indicator to the 20% of torque and
write raw decimal value to the table 307 (column forward).
(k) Set the engine torque to the next physical value and write corresponding raw decimal
(l) Repeat step (k) for each requested physical value till the 100% of torque for increasing
power.
(m) Repeat steps (k) for each requested physical values for decreasing power for the back
motion.
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MAINTENANCE MANUAL
Engine Torque Left (Word 33) %

K33 DMP15A J1A-3 (Hi), 4 (Lo)

Torque [%] forward back mean value
0
20
30
40
50
60
70
80
90
100
TAB. 307 – ENGINE TORQUE LEFT
(r) Choose Engine Torque Left in scrolling menu Select a Parameter Name
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(dd) Click OK
(ee) Set the physical value of the torque to the 40% and compare with the value in percent
shown on the RAU display.
(8) Engine Torque Right
NOTE: For calibration of this parameter is required to run RH engine.
Configuration
Name: choose parameter “Engine Torque Right”
(h) Click OK
(i) Write raw decimal value to the table 308 for zero torque. Start the right hand engine.
(j) Set up the torque value in accordance with the torque indicator to the 20% of torque and
write raw decimal value to the table 308 (column forward).
(k) Set the engine torque to the next physical value and write corresponding raw decimal
(l) Repeat step (k) for each requested physical value till the 100% of torque for increasing
power.
(m) Repeat steps (k) for each requested physical values for decreasing power for the back
motion.
EFFECTIVITY
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MAINTENANCE MANUAL
Engine Torque Right (Word 34) %

K34 DMP15A J1A-5 (Hi), 6 (Lo)

Torque [%] forward back mean value
0
20
30
40
50
60
70
80
90
100
TAB. 308 ENGINE TORQUE RIGHT
(r) Choose Engine Torque Right in scrolling menu Select a Parameter Name
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(dd) Click OK
(ee) Set the physical value of the torque to the 40% and compare with the value in percent
shown on the RAU display.
(9) Lateral Acceleration (NZ)
Configuration
Name: choose parameter “Lateral Acceleration (NZ)”
(h) Click OK
(i) Set the sensor K27 to the 90° and write raw decimal value to the table 309 for -1.0 g
(column forward).
(j) Rotate the sensor K27 to the 0° for 0.0 g and write raw decimal value to the table 309.
(k) Repeat step (j) for next requested physical value.
(l) Repeat steps (j) for each requested physical values for the back values.
(m) Count raw decimal mean value for each physical value and write to the table 309.
EFFECTIVITY
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MAINTENANCE MANUAL
Lateral Acceleration (NZ) (Word 36,100,164,228) g

K27 MP95 –1g /+1g J1A-60 (Hi)

[g] forward back mean value
- 1,0 90 º
0 0º
1,0 270 º
TAB. 309 LATERAL ACCELERATION (NZ)
(n) On ROSE Report Display window click on Close button.
(o) On Report Setup window click Close button.
(p) In ROSE Main Menu window click on Update Database Parameters button
(q) Choose Lateral Acceleration (NZ) in scrolling menu Select a Parameter Name
(r) Click on Al

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Do - L 410 - 1232.

November 1/2011 edition

 2011 Aircraft Industries, a.s., 686 04 Kunovice, Czech Republic

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RECORD OF ISSUED DOCUMENTATION BULLETINS

Bulletin No. Number of Revised Date of Entry

1 001 d Dec 15 / 95 000-1, 009-1, 010-1, 011-1, 012-1,

21 102 d Oct 31 / 08 012-8, 023-3, 028-8, 030-6

EFFECTIVITY RECORD OF ISSUED

Bulletin No. Number of Revised Date of Entry

22 107 d Nov 18 / 08 004-2, 012-9, 024-5, 025-4, 026-5,

MM is reissued Nov 1/11. This contains revisions from No. 1 to No. 24

25 145d May 31/12 012-10, 020-5, 023-4, 024-6, 026-6,

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3. Maintenance manual breakdown

NOSE GEAR (section)

SERVICING Page 301 to 400 (eff. L410 UVP-E; E9; E20)

7. Limitation of information effectivity

8. Replacement of instruments and units

SURVEY OF PRIMARY AND SECONDARY AIRCRAFT STRUCTURES

The rest of the aircraft parts can be classified as secondary structures.

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SCHEDULED MAINTENANCE CHECK 005.20.00 1 ALL

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The Airworthiness Limitations are included in the following chapters: