P2002 JF AMM - Ed2r5

Aircraft Maintenance Manual
Doc. No. 2002/30

2nd Edition – Rev. 5
May 28th, 2020
TECNAM P2002 JF
Costruzioni Aeronautiche TECNAM srl

Via Maiorise
CAPUA (CE) – Italy
Tel. +39 (0) 823.62.01.34
WEB: www.tecnam.com
The technical content of this document is approved under the authority of

DOA. Ref. EASA.21J.335.
THIS PUBLICATION IS PROPERTY OF COSTRUZIONI AERONAUTICHE TECNAM s.r.l.

IT IS NOT TO BE REPRODUCED IN WHOLE OR IN PART WITHOUT WRITTEN PERMISSION
2nd Edition - Rev 5

INTENTIONALLY LEFT BLANK
2nd Edition - Rev 4

RECORD OF REVISIONS
A Record of Revisions to this Manual is provided and the Tecnam maintenance operators are
advised to make sure that the record is kept up-to-date.
The Manual issue is identified by Edition and Revision codes reported on each page, lower right
side. The revision code is numerical and consists of the number "0"; subsequent revisions are
identified by the change of the code from "0" to "1" for the first revision to the basic publication,
"2" for the second one, etc.
Should be necessary to completely reissue a publication for contents and format changes, the
Edition code will change to the next number (“2” for the second edition, “3” for the third edition
etc).
Additions, deletions and revisions to existing text will be identified by a revision bar (black line) in
the left-hand margin of the page, adjacent to the change.
When technical changes cause expansion or deletion of text which results in un-changed text
appearing on a different page, a revision bar will be placed in the right-hand margin adjacent to the
page number of all affected pages providing no other revision bar appears on the page.
These pages will be updated to the current regular revision date.
When a new issue of the Maintenance Manual is released, operators will be advised by a dedicated
Service Bulletin for Information. Then it will be uploaded on the website www.tecnam.com where
the operators, once registered, can have access for downloading.
IMPORTANT
All technical documentation is available on customer service area of website
www.tecnam.com. Please fill in and send us the registration form with you general
information, you will receive an information mail to activate your username and password.
For any problems, please contact airworthiness@tecnam.com
NOTE: It is the responsibility of the owner to maintain this handbook in a current status when it is
being used for operational purposes.
Page 1 2nd Edition - Rev 0

RECORD OF REVISIONS
Record of revisions
Revised Description of
Rev Reference
chapter/page Revision
03-00/17 Oil Capacity Values fixed

Inspection Program Interval A Fixed; Scheduled
Inspection Tolerances added; Vendor Equipment
05-20/1-18
List Updated; Scheduled Maintenance Program
Updated.
1 05-30/4 Lubrication Chart Updated

12-20/203-204 Oil Change Procedure References Updated
12-50/201 Engine Cleaning Procedure References Updated
12-70/200 Tires Pressure Updated
Minor Typing Error fixed; Overvoltage Relay Test
24-20/201-207
Added.
Change the scheduled inspection frequency for
5-20/8
2 Gascolator
5-20/12 Update inspection ATA 53
5-10/1 Update Time Limits Table
3 New scheme of liquid cooling system with new
75-10/3
hoses
06-10/2-3 Updated inspection caps
4
28-10/211 Update Fuel Tank Inspection and Cleaning
05-10/1 Update new coolant hoses
11-20/205 Update placards
5 11-30/203e204 Update figure
23_10/7 Add Antenna COMM2
31-10/1 Update pitot
2nd Edition - Rev 5


RECORD OF REVISIONS

RECORD OF REVISIONS
Chapter
01
Introduction
2nd Edition - Rev 0

2nd Edition - Rev 0

CHAPTER 01
LOEP
2nd Edition, Rev 0 ..................... 29 September, 2015

2nd Edition, Rev 1 ..................... 14 March, 2016
2nd Edition, Rev 2 ..................... 10 April, 2018
2nd Edition, Rev 4 ..................... 11 January, 2019
2nd Edition, Rev 5 ..................... 28 May, 2020
Section Page Edition / Revision

1 2nd Edition, Rev 5
01-LOEP

01-TOC
01-10 1 2nd Edition, Rev 0

01-30

01-40
Page 1 2nd Edition – Rev 5

01 LOEP

01 LOEP
CHAPTER 01
TABLE OF CONTENTS
01-10 FOREWORD .................................................................................................................. 1
01-20 MANUAL BREAKDOWN AND ORGANIZATION ................................................................ 1
01-30 ABBREVIATIONS ............................................................................................................ 1
01-40 OCCURRENCE REPORTING INSTRUCTIONS ..................................................................... 1

01 TOC

01 TOC
01-10 FOREWORD
This Maintenance Manual provides a systems description to allow maintenance crew for
familiarizing with the aircraft and information about maintenance tasks required for keeping the
aircraft airworthy.
The manual is compiled in accordance with Specification 100 of the Air Transport Association
(ATA) of America.
Additional information can be found in these documents:
 Components Maintenance and Operating Manuals for vendor equipment:
 Propeller Hoffmann Propellers AMM Handbook N° E 0110.74
Additionally, Rotax Aircraft Engines publishes the following manuals for engine maintenance:
 Maintenance Manual (Line and Heavy Maintenance) for ROTAX Engine Type 912
series
 Operators Manual for ROTAX Engine Type 912 series
Rotax manuals are available on web site: www.rotax-owner.com
Operator shall make reference to these documents at the latest edition issued.

01-10
FOREWORD
01-20 MANUAL BREAKDOWN AND ORGANIZATION
The Maintenance Manual is divided into groups and chapters as follows:
ATA
Chapter title
No.
01 Introduction
02 Conversion charts
03 Airplane general description
05 Time Limits and Maintenance Schedule
GROUP A
06 Dimensions and Inspection Caps

07 Jacking
08 Leveling and Weighing
09 Towing and Taxiing
10 Parking, Mooring, Storage and Return to Service
11 Placards and Markings
12 Servicing
20 Standard Practices - Airframe
21 Heating and ventilation
23 Communications
24 Electrical system
25 Equipment and furnishings
GROUP B
26 Fire protection
27 Flights controls
28 Fuel system
29 Hydraulic system
30 Ice protection
31 Indicating system
32 Landing gear system
33 Lights
34 Navigation
51 Standard Practices and Structures
GROUP
52 Doors
53 Fuselage
C
55 Stabilator and Rudder

56 Windows
57 Wings

01-20
MANUAL BREAKDOWN AND ORGANIZATION
ATA
Chapter title
No.
61 Propellers
71 Power Plant
72 Engine
GROUP D 74 Ignition
75 Liquid cooling system
78 Exhaust
79 Oil system
80 Starting
92 Wiring diagrams
93 Supplements List
The chapter numbering system is a conventional dash-number breakdown consisting of two two-
digit elements separated by dashes.
The page numbering system divides the chapter into page-block topics, as follows:
 Page Block 1 (pages 1 thru 99) - Description and Operation
 Page Block 101 (pages 101 thru 199) - Troubleshooting
 Page Block 201 (pages 201 thru 299) - Maintenance Practices
A List of Effective Pages (LOEP) is provided at the beginning of each chapter. It shows the latest
date of issue/revision of each page.
Each chapter is provided with a page entitled Table of Contents (TOC), which lists the contents of
the chapter, allowing the user to locate needed information quickly.
Additionally, when the airplanes embody a significant design change, a dedicated Aircraft
Maintenance Manual Supplement is provided.
Consumable materials and, where applicable, their specifications/part numbers are listed in the
related Maintenance Practices page block.

01-20

01-20
01-30 ABBREVIATIONS
The following is a list of the abbreviations used throughout this manual.
A/COLL = Anti-collision
A/P = Autopilot
ADV = Advisory
ALTM = Altimeter
ANN = Annunciator
AVCS = Avionics
BAG = Baggage
BETW = Between
C/B = Circuit Breaker
C/F = Crossfeed
CAB = Cabin
CMM = Component Maintenance Manual
CMND = Command
COM = Communication
CPLT = Copilot
CTRL = Control
CW = Control Wheel
DN = Down
EMER = Emergency
ENG = Engine
FS = Fuselage Station
FWD = Forward
GEN = Generator
GND = Ground
GS = Glide Slope
HDG = Heading
HI = High
HTR = Heater
HYD = Hydraulic
IGN = Ignition
INB = Inboard
INSP = Inspection
LH = Left hand
LDG = Landing
LG = Landing gear
LOEP = List of Effective Page
LONG = Longitudinal
LT = Light
LTS = Lights
LVR = Lever
LWR = Lower
MAN = Manual

01-30
ABBREVIATIONS
MKR = Marker
MLG = Main Landing Gear
NAV = Navigation
NLG = Nose Landing Gear
OAT = Outside Air Temperature
OPR = Operator
OPT = Option
OUTB = Outboard
OVSP = Overspeed
OVV = Overvoltage
PAXS = Passengers
PLT = Pilot
PNL = Panel
POS = Position
TOC = Table of Contents
WOF = Whichever Occurs First

01-30
ABBREVIATIONS
01-40 OCCURRENCE REPORTING INSTRUCTIONS
The objective of Tecnam is to adopt appropriate security levels to be implemented to in service

aircraft.
The owner/operator shall be responsible for notifying the manufacturer of any safety of flight issue
or significant service difficulty upon discovery by means of the official Occurrence Report Form
herein reported.
You can download the Occurrence Report in digital format from the following link:
http://www.tecnam.com/Documents/Support/Occurrence_Report.pdf.
Below are reported the general information to get in contact with Tecnam Office of Airworthiness:
Tecnam Office of Airworthiness

Postal address: Via Maiorise - Capua (Italy) Zip code: 81043
Tel: +39 0823 997538

Fax: +39 0823 622899
E-mail: airworthiness@tecnam.com

01-40
OCCURRENCE REPORTING INSTRUCTIONS
01-40

01-40

01-40
Chapter
02
Conversion charts
2nd Edition - Rev 0

2nd Edition - Rev 0

CHAPTER 02
LOEP

02-LOEP
02-TOC
02-10
02-20
Page 1 02 LOEP 2nd Edition - Rev 0

Page 2 02 LOEP 2nd Edition - Rev 0

CHAPTER 02
TABLE OF CONTENTS
02-10 CONVERSION FACTORS ..................................................................................................... 1
02-20 CONVERSION TABLES ........................................................................................................ 1

Liters-US gallon conversion table ................................................................................................ 1
Inch Pound – Newton Meter conversion table ............................................................................ 2
Foot Pound – Newton Meter conversion table ........................................................................... 3
Page 1 02 TOC 2nd Edition - Rev 0

Page 2 02 TOC 2nd Edition - Rev 0

02-10 CONVERSION FACTORS
APPLYING FORMULA  YIELDS

TEMPERATURE
Fahrenheit [°F] 5 Celsius [°C]
  F  32
9
Celsius [°C] 9  Fahrenheit [°F]
  C   32
5 
MULTIPLYING BY  YIELDS
FORCE
Kilograms [kg] 2.205 Pounds [lbs]
Pounds [lbs] 0.4536 Kilograms [kg]
SPEED
Meters per second [m/s] 196.86 Feet per minute [ft/min]
Feet per minute [ft/min] 0.00508 Meters per second [m/s]
Knots [kts] 1.853 Kilometers / hour [km/h]
Kilometers / hour [km/h] 0.5396 Knots [kts]
PRESSURE
Atmosphere [atm] 14.7 Pounds / sq. in [psi]
Pounds / sq. in [psi] 0.068 Atmosphere [atm]
Page 1 02-10 2nd Edition - Rev 0

CONVERSION FACTORS
LENGTH
Kilometers [km] 0.5396 Nautical miles [nm]
Nautical miles [nm] 1.853 Kilometers [km]
Meters [m] 3.281 Feet [ft]
Feet [ft] 0.3048 Meters [m]
Centimeters [cm] 0.3937 Inches [in]
Inches [in] 2.540 Centimeters [cm]
Inches [in] 25.40 Millimeters [mm]
Millimeters [mm] 0.0393 Inches [in]
VOLUME
Liters [l] 0.2642 U.S. Gallons [US Gal]
U.S. Gallons [US Gal] 3.785 Liters [l]
AREA
2
Square meters [m ] 10.76 Square feet [sq ft]
Square feet [sq ft] 0.0929 Square meters [m2]
TORQUE
Foot pound [ft lb] 1.355 Newton meter [Nm]
Newton meter [Nm] 0.738 Foot pound [ft lb]
Inch pound [in lb] 0.112 Newton meter [Nm]
Newton meter [Nm] 8.928 Inch pound [in lb]

CONVERSION FACTORS
02-20 CONVERSION TABLES
LITERS-US GALLON CONVERSION TABLE
Liters US Gallons US Gallons Liters
5 1.3 1 3.8
10 2.6 2 7.6
15 4.0 3 11.4
20 5.3 4 15.1
25 6.6 6 22.7
30 7.9 8 30.3
35 9.2 10 37.9
40 10.6 12 45.4
45 11.9 14 53.0
50 13.2 16 60.6
60 15.9 18 68.1
70 18.5 20 75.7
80 21.1 22 83.3
90 23.8 24 90.9
100 26.4 26 98.4
110 29.1 28 106.0
120 31.7 30 113.6
130 34.3 32 121.1
140 37.7 34 128.7
150 39.6 36 136.3
160 42.3 38 143.8
170 44.9 40 151.4
180 47.6 45 170.3
190 50.2 50 189.3
200 52.8 55 208.2

CONVERSION TABLES
INCH POUND – NEWTON METER CONVERSION TABLE
Find the Nm value in correspondence of the horizontal axis, then move vertically to
reach the diagonal line and move horizontally across to the vertical axis giving the in lb
value.

CONVERSION TABLES
FOOT POUND – NEWTON METER CONVERSION TABLE
Find the Nm value in correspondence of the horizontal axis, then move vertically to
reach the diagonal line and move horizontally across to the vertical axis giving the ft lb
value.

CONVERSION TABLES

CONVERSION TABLES
Chapter
03
Airplane general
description
2nd Edition – Rev 0


CHAPTER 03
LOEP

03 LOEP
03 TOC
03-00

03 LOEP

03 LOEP
CHAPTER 03
TABLE OF CONTENTS
03-00 AIRPLANE GENERAL DESCRIPTION..................................................................................... 1

Wing ..................................................................................................................................................... 2
Fuselage ............................................................................................................................................... 3
Empennages ......................................................................................................................................... 4
Flight Controls ...................................................................................................................................... 6
Engine and Propeller ............................................................................................................................ 8
Landing Gear ........................................................................................................................................ 9
Brake System ...................................................................................................................................... 10
Fuel System ........................................................................................................................................ 12
Electrical System ................................................................................................................................ 13
Pitot and Static System ...................................................................................................................... 14
Ventilation, Cabin Heat and Windshield Defrost ............................................................................... 15
General Features ................................................................................................................................ 16

03 TOC

03 TOC
03-00 AIRPLANE GENERAL DESCRIPTION
The P2002-JF is a twin-seat, single-engine, low wing, metal structure monoplane

with fixed tricycle landing gear and steerable nose gear.
Figure 1: General Views

03-00
AIRPLANE GENERAL DESCRIPTION
Wing
Each wing consists of a central light alloy torque box which carries all the wing bending,
shear and torque loads; an aluminum leading edge is attached to the front spar while flap and
aileron are hinged to the rear spar.
Flap and aileron, respectively located inboard and outboard of wing and made up of light
alloy, are constructed with a central spar to which front and rear ribs are jointed. Wrapped
around aluminum stressed skin panels cover all the structures.
FUEL TANK
REAR SPAR
LEADING EDGE
FRONT SPAR
FLAP
AILERON
Figure 2: Wing structure
The ailerons control is actuated manually through the control stick. The ailerons are balanced
by balance masses.
The ailerons are hinged at two places on the rear spar of each wing.
Flaps provide the required extra lift to the wings when partially extended, and the required lift
and drag (to reduce airplane speed for landing) when fully extended. Each flap is hinged to
the rear spar of the wing at two locations.

03-00
Fuselage
The fuselage comprises the cabin and the baggage compartment.
It is composed by a light-alloy semi-monocoque structure wrapped-around by stressed

stretched panels. Nose cone is made of composite material. Tail fairing is made of composite
material. Cabin and baggage compartment floor is a warping of beams and keelsons
supporting the seats guides, baggage and other components.
Seats access occur by a sliding canopy; In tail cone, two spar frames support the horizontal
and vertical empennages attachments.
Figure 3: Fuselage

03-00
Empennages
The vertical tail is entirely metallic: vertical fin is made up of a twin spar with aluminum alloy
stressed skin. Rudder, providing directional control of the airplane, is made up of aluminium
alloy.
The rudder is connected to the vertical tail at two hinges.
TIP
REAR SPAR
RUDDER TIP
FRONT SPAR
RUDDER SPAR
FWD ATACHMENT
FWD ATCH
RIBs
REAR
REARATACHMENT
ATCHs
RUDDER RIBs
Figure 4:Vertical empennage structure

03-00
The horizontal empennage is an all-moving type (stabilator); its structure consists of a twin
spar to which six ribs are joined and it is covered by stressed aluminum alloy skin. The trim
tab completes the assy.
Figure 5: Stabilator structure

03-00
Flight Controls
The flight control system controls the airplane in three axes. Ailerons, rudder and stabilator
are manually operated by a conventional control stick and rudder pedals, pulleys, cables,
bellcranks and rods.
Complete dual controls are provided for pilot and co-pilot.
Longitudinal control acts through a system of push-pull rods connected to the control stick
and moving the stabilator whose anti-servo tab works also as trim tab electrically operated.
Trim position is monitored by an indicator situated upper to left on the instrument panel.
A trim disconnect toggle switch is provided.
Aileron control is of mixed type with push-rods and cables; a cable control circuit is confined
within the cabin and it is connected to a pair of push-pull rod systems positioned in each main
wing which control ailerons differentially.
Stick controls the ailerons; its motion is transferred to the ailerons through a cable loop, up to
the interconnecting rod linking the two symmetrical push-pull rod systems which finally
transmit the motion to the ailerons.
Figure 6: Aileron system
Both flaps are extended via a single electric actuator controlled by a switch on the instrument
panel. Flaps act in continuous mode; the analog indicator displays three positions related to
0°, takeoff (T/O) and landing (FULL) positions.

03-00
Rudder is operated through a cable system. The rudder has a trim tab adjustable on the
ground: allows aircraft directional trimming.
Figure 7: Flight control system (Flaps)

03-00
Engine and Propeller
Aircraft is powered by Rotax 912 S2 engine featuring 4 cylinders horizontally opposed with
1352 c.c. of overall displacement, liquid cooled cylinder heads, ram-air cooled cylinders,
carburetor, integrated reduction gear box with torsional shock absorber and overload clutch.
Propeller is made by Hoffmann Propeller. It is fitted with two wood/composite blades and
aluminum hub.
Figure 8: Engine mount and propeller

03-00
Landing Gear
Main landing gear is provided by leaf springs fixed by plates to the central main bean of
aircraft fuselage. Nose landing gear has a non-retractile leg with a rubber disc-dumper.
Figure 9: Nose landing gear
Figure 10: Main landing gear

03-00
Brake System
Wheels feature hydraulically actuated disc brakes (see Figure 10) controlled by a lever (1)
located on cabin tunnel between seats. Main gear wheels mount Air Trac type 5.00-5 tires
inflated at 23 psi (1.6 bar). Hydraulic circuit shut-off valve (2) is positioned between seats.
With circuit shut off, pulling emergency brake lever activates parking brake function.
Braking is simultaneous on both wheels (via a “T” shaped joint (6)).
Control lever (1) activates master cylinder (3) that features built-in brake-fluid reservoir (4).
The brake system is equipped with a non-return valve (5), which insures that braking action is
always effective even if parking brake circuit should accidentally be closed.
Figure 10: Brake system layout (Standard)

03-00
The differential brake circuit as shown in the Figure 11 (Optional). Control lever (1) activates
pump (3) that features built-in brake fluid reservoir (4); check valve (5) secure brake function
when activated , unintentionally, parking brake.
FWD
Figure 11: Hydraulic differential brake circuit (Optional)

03-00
Fuel System
The fuel system consists of with two aluminum fuel tanks integrated within each wing leading
edge.
In normal conditions, the engine-driven gear pump sucks fuel from the selected tank. Fuel
valve is located on cabin central tunnel: it allows to switch LH and RH tank. An electric fuel
pump supplies the engine in case of engine-driven pump failure.
On instrument panel there are other instruments: The fuel pressure indicator and fuel quantity
indicators.
FUEL TANK
ELECRIC FUEL PRESSURE SENDER

FUEL SELECTOR
ENGINE COMPARTEMENT
ELECTRICAL PUMP
GEAR PUMP
Figure 12: Fuel system layout

03-00
Electrical System
The Electrical System is characterized by a nominal voltage of 14 VDC. The power supply is
assured by a battery and by one internal engine-driven generator.
The battery, of lead-acid type featuring 12 V 18-Ah in 1h, acts as a pad and supplies the
energy for engine starting.
The 20 Amp generators are set up on the left side of engines. The nominal output voltage is
14,2-14,8 V dc; a regulator is installed separately.
An external power socket allows to start engine using electric power taken from an external
source.
Figure 13: Electrical system (typical configuration)

03-00
Pitot and Static System
The aircraft has a single pitot tube, located on the bottom side of LH wing.
Figure 14: Pitot system scheme

03-00
Ventilation, Cabin Heat and Windshield Defrost
If required, using a handle, pilot allows ram-air to enter in the cabin via the two outlet ports
respectively located on the left and right side of the instruments panel.
The cabin heating system utilizes hot air coming from engine heat exchanger: here cold ram-air is
warmed by engine exhaust gases and then it is routed to the heating system hoses.
The cabin heat/defrost control knobs are positioned on the lower side of the LH instrument panel;
when knobs are fully pulled, cabin receives maximum hot air.
There is a switch on the instrument panel that allows to change heating/defrost. If heating mode is
activated, the hot air flows out from a pipe located in the lower part of the cabin, near the pedals.
When defrost is required, the air goes out from two outlet ports located above the instrument panel,
near the windshield.
Figure 15: Heating/defrost system

03-00
General Features
Following tables provide general information about airplane and its systems. The dimensions
reported hereinafter are for reference only and are not for inspection purposes.
Wing
Wing span 8.6 m

Wing surface 11.5 m2
Wing loading 50 kg/m2
Aspect ratio 6.4
Taper ratio 0.6
Dihedral 5°
Fuselage
Length overall 6.61 m

Width overall 1.11 m
Height overall 2.43 m
Empennage
Stabilator span 2.90 m

Vertical tail span 1.10 m
Landing Gear
Wheel track 1.85 m

Wheel base 1.62 m
Main wheel tyres: Air Trac 5.00-5
Main Gear Wheel & Brakes: Cleveland 199-102
Nose gear tyre: Air Trac 5.00
Control surface travel
Ailerons Up 20°  2°; down 15°  2°

Stabilator Up 3°  1°; down 15°  1°
Trim tab Up 2°  1°; down 9°  1°
Rudder LH 30°  2°; RH 30°  2°
Flap Up 0° 1°; T/O 15°  1°; FULL 40°  2°

03-00
Engine
Manufacturer Bombardier-Rotax GmbH
Model 912 S2
Type 4 cylinder horizontally-opposed twins with
overall displacement of 1352 c.c., mixed
cooling, (water-cooled heads and air-cooled
cylinders), twin carburetors, integrated
reduction gear with torque damper.
Maximum rating 73.5 kW (98.6 hp) @ 5800 rpm - max. 5 min.
69.0 kW (92.5 hp) @ 5500 rpm - continuous
Propeller
Manufacturer Hoffmann propeller GmbH
Model HO17GHM A 174 177C
Number of blades 2
Diameter 1740 mm
Type Fixed pitch - wood
Fuel
Fuel grade  EN 228 Super/Super Plus (min RON
95/AKI 91)
 AVGAS 100LL (ASTM D910)
Fuel tanks 2 wing tanks integrated within the wing's
leading edge with fuel strainer located in engine
cowling
Capacity of each wing tank 50 Liters
Total capacity 100 Liters
Usable fuel 99 Liters (49.5 liters each tank)
Oil System
Oil system type Forced, with external oil reservoir
Oil Lubricant specifications and grade are detailed
into the “Rotax Operator’s Manual” and in its
related documents.
Oil Capacity Max. 3.0 liters, min 2.5 liters
Cooling
Cooling system: Mixed air and liquid pressurized closed circuit
system
Coolant: Coolant type and specifications are detailed into
the “Rotax Operator’s Manual” and in its
related documents.

03-00

03-00
Chapter
04
Airworthiness limitations
The Airworthiness Limitations Section is EASA approved and
variations must also be approved.


CHAPTER 04
LOEP

04-LOEP
04-TOC 1 2nd Edition, Rev 0

04 LOEP

04 LOEP
CHAPTER 04
TABLE OF CONTENTS
04-00 AIRWORTHINESS LIMITATIONS ......................................................................................... 1

Introduction ........................................................................................................................... 1
Airworthiness Limitation Table ............................................................................................... 2

04 TOC
04-00 AIRWORTHINESS LIMITATIONS
Introduction
The Airworthiness Limitations are approved and set mandatory by the European Aviation
Safety Agency (EASA) under Appendix G, Section G 23.4 of EASA CS23.
This section sets forth mandatory replacement time, life limited structural items and the
inspection intervals and procedures necessary to maintain the airworthiness conditions
required for Type Certification as a result of the certification process.
The items requiring inspection / retiring are presented by description of inspection or item to
be overhauled / retired, what action is required and the frequency of such action.
The flight time recorded in the airplane log book is the time that is applicable for the limits
herein addressed.

04-00
AIRWORTHINESS LIMITATIONS
Airworthiness Limitation Table
ITEM REQUIREMENT LIMIT
ATA Component Part number

MAC6A
Electri trim actuator 1000 hrs or 10
24 or life limit
stabilator yrs
T2-10A
1200 hrs or 10
32 Shock absorber pads 92-8-200-1(7pz) Life limit
yrs
22-9-120-1(2pz)
22-9-122-1
Fuel hose flexible line 22-9-124-000
22-9-130-000*
28 22-9-132-000 Life limit 2 yrs
22-9-155-1 (2pz)
If applied MOD2002/36
22-9-124-000
‘Fuel hose change’
22-9-130-000*
22-9-132-000
22-11-910-001
22-11-910-002
Oil system flexible hose Life limit 5 yrs
22-11-910-003
22-11-910-4
79 22-11-210-004
22-11-210-010
If applied MOD2002/33 22-11-210-008
Life limit 5 yrs
‘Thermostaic oil valve’ 22-11-210-009
22-11-910-002
22-11-910-4
*Required only when the fuel pressure sensor is installed on the Firewall

04-00

04-00
Chapter
05
Time Limits and
Maintenance schedule
2nd Edition - Rev 5

2nd Edition - Rev 2

CHAPTER 05
LOEP

05-LOEP 2 2nd Edition, Rev 1

05-TOC

05-00

05-10

05-20

05-00
LOEP

05-30

05-40

05-50


05-00
LOEP

05-00
LOEP

05-00
LOEP
CHAPTER 05
TABLE OF CONTENTS
05-00 GENERAL ................................................................................................................... 1
05-10 COMPONENT TIME LIMITS ....................................................................................... 1

Time limits table ................................................................................................................................................. 1
05-20 INSPECTION PROGRAM ............................................................................................ 1

1. Engine inspections ................................................................................................................................ 4
2. Propeller inspections ........................................................................................................................... 4
3. Vendor equipment inspections ....................................................................................................... 4
05-30 LUBRICATION ........................................................................................................... 1
05-40 CORROSION PREVENTION........................................................................................ 1
05-50 SPECIAL SCHEDULED MAINTENANCE ..................................................................... 1

1. Operation in Highly Dusty or Industrial Pollution Environment ..................................... 1
2. Operation in High Salt or High Humidity Environments ..................................................... 2
3. Operation in Extreme Cold Environment ................................................................................... 5
4. Operation on Soft or Unusual Terrain.......................................................................................... 5
05-60 UNSCHEDULED MAINTENANCE ............................................................................... 1

1. Lightning strike ....................................................................................................................................... 1
2. Engine over-speed, over-temp, loss of oil or sudden stoppage ..................................... 2
3. Severe turbulence, hard or overweight landing ..................................................................... 2
4. Flood damage, immersion in water .............................................................................................. 4

05-00
TOC

05-00
TOC
05-00 GENERAL
This Chapter lists the components that are recommended to be replaced or over-
hauled within specific time limits, individual inspections that are to be performed
at specified intervals and Special Scheduled/Unscheduled Inspections.
The flight time recorded in the airplane log book is the time that is applicable for
the time limits.
For vendor equipment installed in Tecnam aircraft, make sure to

consult applicable maintenance instructions, in terms of time lim-
its addressed on vendor publications. Inobservance of this rec-
WARNING ommendation may affect the aircraft airworthiness.

05-00
GENERAL

05-00
GENERAL
05-10 COMPONENT TIME LIMITS
Time limits table

This section lists the Time Between Overhauls (TBO) of components that are rec-
ommended to be replaced or overhauled within the specified time limits.
ITEM REQUIRE- LIMIT

MENT
ATA Component Part number
Kemet-ALS30A223DB025 1000 hrs/4 years
24 Capacitor Life limit WOF
Or BHC 105-408
Refer to CMM 570-

25 ELT Battery Pack 452-6499 Life limit
1600, latest issue
800 hrs/3 years
32 Brake fluid - Life limit
WOF
Model HO17GHM A 174 - Refer to Propeller
61 Propeller Overhaul
177 C CMM, Last issue
Refer to Rotax En-

72 Engine Model 912 S2 Overhaul gine Maintenance
Manual
92-11-105-02 Rev.B
92-11-105-01
Coolant hose flexible line
92-11-105-03
92-11-105-04
75 Life limit 5 years
22-10-911-000
If applied MOD2002/53 22-10-912-000
‘Thermostatic water valve’ 22-10-913-000
22-10-914-000
22-9-6051-000
If applied MOD2002/215 22-9-6052-000
75 Life limit 5 years
‘New Coolant hoses’ 22-9-6004-000
22-9-6005-000

05-10
COMPONENT TIME LIMITS

05-10
COMPONENT TIME LIMITS
05-20 INSPECTION PROGRAM
The following table shows the maintenance tasks performed at defined intervals to
retain an item in a serviceable condition by systematic inspection, detection, re-
placement of wear out items, adjustment, calibration, cleaning, etc. as applicable.
The inspections are grouped as follows:
 A – first 25 hr and every 50 hr

 B - every 100 hr or every year (WOF)
 C - every 600 hr or every 3 years (WOF)
 D - every 1200 hr or every 5 years (WOF)
 E - every 2000 hr
A B C D E
Flight First
hours 25 hr and
100 hr 600 hr 1200 hr 2000 hr
every 50
hr
Calendar
- 1 year 3 years 5 years -
schedule
Inspection program table
The airframe inspection time limits may not exceed by one (1) month or +10%
FH, with a maximum of 60 FH.
Limit excess cannot be accumulated. If, for example, the initial 100 FH hour in-
spection is performed at 110 FH, the 600 hours inspection is still due at 600 FH
and the next 100 FH inspection shall be accomplished after 90 FH.
For engine and propeller, refer to related manuals.
All the tasks are grouped in function of ATA-100 code.
The first column shows the ATA code which the item belongs to, the second col-
umn shows the system name, the third column shows the maintenance task and
the last columns shows the task frequency required, namely:
– Column A : if a “X” is indicated in this column, the task must be performed at

each “A” inspection
– Column B : if a “X” is indicated in this column, the task must be performed at

each “B” inspection
– Column C : if a “X” is indicated in this column, the task must be performed at

each “C” inspection

05-20
INSPECTION PROGRAM
– Column D : if a “X” is indicated in this column, the task must be performed at
each “D” inspection
– Column E : if a “X” is indicated in this column, the task must be performed at

each “E” inspection
Equipment inspections, requiring a different time interval, are shown as well. In

this case the frequency is declared.
The instruction to make repairs or replacements of inspected items can be found

in the related component/system ATA Chapter.
A log book entry should be made upon completion of any inspections
For checks and inspections to be carried out, refer to the following general rules:
MOVABLE PARTS for lubrication, security of attachment, safetying, excessive

wear, correct travel, cracked fittings, safety of hinges, defective bearings, cleanli-
ness, corrosion, deformation and tension.
FLUID LINES and HOSES for leaks, cracks, dents, kinks, chafing, proper radius,
corrosion, obstructions and deterioration.
METAL PARTS for security of attachment, cracks, metal distortion, broken

spotwelds and riveting, corrosion and any other apparent damage
WIRING for security, chafing, burning, defective insulation , loose or broken

terminals, heat deterioration.
BOLTS for correct torque, safetying and damaged thread
FILTERS and FLUID for cleanliness, contamination and/or replacement if re-

quired.
Make sure that all Airworthiness Directives and Service Bulletins are implement-
ed as required. Tecnam can change the time between checks publishing the
change as a revision of this Maintenance Manual.

05-20
INSPECTION PROGRAM

05-20
INSPECTION PROGRAM
1. Engine inspections
Refer to Rotax Engine Maintenance Manual P/N 899191 -last issue - for engine
inspections and maintenance with related schedule. Consult also applicable ser-
vice bulletins and instruction books regarding the repair and overhaul, inspection
and installation of engines.
2. Propeller inspections
Refer to Hoffman Propellers Operation and Installation Manual N° E540A - last
issue - for propeller inspections and maintenance with related schedule.
3. Vendor equipment inspections

For vendor equipment installed (e.g. ELT system), make always reference to ap-
plicable maintenance instructions addressed on related Component Maintenance
Manuals (CMM). Inobservance of this recommendation may affect the aircraft
airworthiness.
A list of applicable CMMs is herein reported:
Doc. No Description
570-1600 Description, operation, installation and maintenance manual ME406 ELT – Last issue
08038F rev.05 ELT Kannad : Installation and Operation Manual
GNS 500W SERIES MAINTENANCE MANUAL GPS 500W and GNS
190-00357-05
530W/530AW/TAWS - – Last issue
190-01182-01 GNC 255A Pilot’s Guide
190-01007-03 Garmin GTN650 Pilot Guide
190-01182-00 Garmin GTR 225/225A/225B Pilot’s guide
190-00149-02 GARMIN GMA340 AUDIO PANEL Maintenance manual – Last issue
190-00149-10 GARMIN GMA340 AUDIO PANEL Pilot’s Guide
GARMIN APOLLO MODEL SL 30 NAV/COMM INSTALLATION MANUAL –
560-0404-03a
Last issue
190-00420-05 GARMIN GTX 328 TRANSPONDER Maintenance manual - Last issue
Q01-1120 Gill Battery Service Manual

05-20
INSPECTION PROGRAM
4. Scheduled maintenance
FREQUENCY
ATA Item Maintenance task
A B C D E
05 Lubrication Perform lubrication tasks: refer to

points Chapter 05-30 for Lubrication Charts X
and related frequencies.
06 Inspection caps Before installing the caps removed

for maintenance purposes, inspect for
absence of loose tools, especially in
correspondence of the flight controls.
Then make sure all inspection caps
are installed and secured.
06 Engine Cowling Remove cowlings and check them for

condition. Check fasteners and hinges X
for condition.
06 Engine Cowling Check the integrity of ablative cowl-

ing coating (internal side of engine X
cowlings). Repaint if necessary.
11 Markings and Inspect internal placards, check for

X
Placards their readability and wear.
11 Markings and Inspect external placards and ID

X
Placards board: check for readability and wear
21 Heating and Cabin heat valve: check for cracks

X
ventilation and security of installation.
21 Heating and Control the Cabin Heat valve return

X
ventilation spring.
21 Heating and Perform a cabin heat valve control

X
ventilation cable rigging.
21 Heating and Control the hoses condition of Heat-

ventilation ing system. No damage is allowed. X
Control fasteners.
21 Heating and Control cabin heat control knob and

ventilation carburetor heat control knob for con- X
dition.

05-20
INSPECTION PROGRAM
FREQUENCY
A B C D E
21 Heating and Check the air scoops for condition

X
ventilation and free movement.
21 Heating and Inspect cabin heat and defrost con-

ventilation trols for operation and condition.
Check for operation, restricted
X
movement, interference or unusual
play. Check defrost valve for opera-
tion.
23 Communications Inspect Communication equipment

for general condition, operation and
security of installation. Inspect Audio X
panel for general condition, operation
and security of installation.
23 Communications Check antennas, for damage and se-

X
curity of installation.
23 Communications Check electrical bonding to the a/c. X
24 Electrical system Check for proper battery installation.

Inspect battery cables and housing. X
Check vent and drain lines free of ob-
structions.
24 Electrical system Remove the battery and perform ca-

pacity test. Re-install battery if air- X
worthy.
24 Electrical system Inspect External Power Receptacle

for absence of damage, corrosion and X
arching.
24 Electrical system Inspect circuit breakers panels for

general condition and security of in-
X
stallation. Inspect breakers markings
for their readability and wear.
24 Electrical system Check the hardware and related con-

nection behind the instrument panel
X
for condition, corrosion, deformation
and damage
24 Electrical system Perform overvoltage relay test X

05-20
INSPECTION PROGRAM
FREQUENCY
A B C D E
24 Electrical system Remove all inspection caps and in-

spect all electrical wires, connectors
and attaching parts for security, rout- X
ing, chafing, deterioration, wear and
correct installation.
24 Electrical system Check bus bars for general condition,

cleanliness, and security of all at- X
tachments and terminals.
25 Equipment and Inspect seat, check for condition,
furnishings check the seat guide and seat guide
attachments for unusual wear and
X
friction. Check the locking lever free
to move. Test locking system at both
seat positions.
25 Equipment and Check safety belts for condition and
furnishings operation. Inspect safety belts at- X
tachments.
25 Equipment and Inspect the first aid kit, check for ex-
furnishings piration date of the single parts (if X
necessary replace the items).
25 Equipment and Inspect cargo net and the floor at-

X
furnishings tachment points for condition.
25 Equipment and ELT: refer to applicable CMM (See

furnishings
X
Chapter 05-20, Para. 3)
26 Fire protection Inspect portable fire extinguisher, and re-

lated support: weigh and follow service
instructions written on the bottle (if nec- X
essary replace). Check security of instal-
lation and effortlessness of removal.
27 Flight controls Flight controls: check free and smooth,

inspect control stick, Teflon loops, rods,
bellcranks, cables and turnbuckles re-
moving floor inspection panels/cabin co-
vers. Check for interferences, corrosion, X
rub marks, and wear out. Inspect cables
for tension and condition. Check turn-
buckle locking for security of installa-
tion.

05-20
INSPECTION PROGRAM
FREQUENCY
A B C D E
27 Flight controls Inspect stabilator trim: check for full

travel and correct operation. Check X
related indicator for operation.
28 Fuel System Check fuel pump electrical connec-

tions. Check fuel line connections for X
leakage. Control fireproof socks.
28 Fuel System Clean electrical fuel pump filter. X
28 Fuel System Clean Gascolator filter. Check quick

drain valve for condition and opera- (1) X
tion.
28 Fuel System Check and Rinse the fuel tanks X
28 Fuel System Clean Finger Screen Filters, replace if

X
needed.
28 Fuel System Inspect fuel tanks and lines for leaks

X
and condition.
28 Fuel System Inspect fuel tank vents free from ob-

X
struction.
28 Fuel System Inspect fuel selector valve for leaks,

general condition and security of in-
X
stallation. Check fuel tank sump drain
valves for conditions and operation.
28 Fuel System Inspect operation of fuel selector

valve control knob. Check for re-
X
stricted movement, interference or
unusual play.
30 Ice Protection Control Heated Pitot annunciator

X
panel light operation. (If installed)
30 Ice Protection Check Pitot heating system for opera-

X
tion. (if installed)
31 Indicating system Inspect the individual instruments and

switch panels for general condition and X
security of installation.
31 Indicating system Check stall detector for integrity and op-

X
eration.

05-20
INSPECTION PROGRAM
FREQUENCY
A B C D E
31 Indicating system Inspect all instruments markings for

X
their readability and wear.
32 Landing gear Inspect nose and main gear attach-

ments, bolts and bushings for condi-
tion and security. Check especially
for cracks, corrosion and damaged X
surface protection. Inspect for loose-
ness, condition and security of
mounting points.
32 Landing gear Examine the structure to which MLG

and NLG assembly is attached. Check
especially for cracks, nicks, cuts, cor-
X
rosion damage, or any other condition
that can cause stress concentrations
and eventual failure.
32 Landing gear Inspect gear fairings for cracks, de-

formation, proper rigging, and gen- X
eral condition.
32 Landing gear Inspect the NLG for movement, con-

X
dition and relative steering system.
32 Landing gear Check shock for general condition

X
and state of rubber disks.
32 Landing gear Inspect tires for cuts, worn spots,

bulges on the side walls, foreign bod-
X
ies in the treads, and tread condition.
Check tire pressure.
32 Landing gear Examine the wheel axles. Look espe-

X
cially for corrosion and cracks.
32 Landing gear Disassemble the wheels and check for

cracks, corrosion, dents, distortion,
and faulty bearings. Clean, check and
X
repack MLG wheel bearings with
fresh grease and replace the NLG
Ones if necessary.

05-20
INSPECTION PROGRAM
FREQUENCY
A B C D E
32 Landing gear Check for play in wheel bearings.

Examine wheels: look especially for
cracks. Visually inspect the brakes
and examine linings for excessive X
wear (if required replace linings) and
disks for distortion and excessive
wear.
32 Landing gear Inspect the brakes lines and check re-

X
taining clamps.
32 Landing gear Check for correct torque of the MLG

attachment bolts. Replace leather X
spacer if necessary.
32 Landing gear Check parking valve for damage,

leakage and security of installation.
Inspect parking brake handle, check X
for restricted movement, interference
or unusual play.
32 Landing gear Inspect rudder pedals for operation

X
and condition.
32 Landing gear Check toe brakes for operation and

X
master cylinders/hoses for leaks.
32 Landing gear Disassemble and inspect the brake as-

semblies and examine the parts (lin-
ing, disc and plates) for wear, cracks, X
warpage, corrosion, elongated holes,
etc. Replace brake lining if required.
32 Landing gear Check oil level in brake reservoir.

X
Replenish if needed.
32 Landing gear Replace brake system hydraulic fluid: 800 hr or every 3 years
at 800 hr or every 3 years (WOF) (WOF)
33 Lights Inspect strobe, landing and navigation

lights for operation, for condition and
X
security of installation. Check electri-
cal wiring.

05-20
INSPECTION PROGRAM
FREQUENCY
A B C D E
33 Lights Check instruments lights, cockpit

cabin and switches lights and related X
dimmers devices operate correctly.
33 Lights Check emergency light(courtesy light

X
for operation (if installed).
34 Navigation Inspect Navigation equipment for

general condition, operation and se- X
curity of installation.
34 Navigation Inspect electronic installations for

condition and security: check anten-
X
nas and mounts for damage and secu-
rity.
34 Navigation Pitot and static system: check static

ports for condition and operation. Ex-
X
amine Pitot-static system water trap,
drain if required.
34 Navigation Check calibration of airspeed indica- 48 months

tor and altimeter. Perform leak test. (24 month for VFR
Night Operations)
34 Navigation Inspect magnetic compass for condi-

tion, operation and security of instal- X
lation.
34 Navigation Perform Magnetic compass compen- 48 months

sation procedure (24 month for VFR
Night Operations)
52 Doors Inspect the canopy for damage and

operation. Check latches and hinges
X
for condition and security of installa-
tion.
53 Fuselage Remove all cabin inspection caps. In-

spect flight compartment for absence
X
of loose equipment that might foul
the controls.
53 Fuselage Inspect externally skins, bulkheads,

frames and rivets for damage and X
sealing. Inspect drainage holes for
free of obstructions.

05-20
INSPECTION PROGRAM
FREQUENCY
A B C D E
53 Fuselage Inspect cabin truss for deformations, X

damage and corrosion
53 Fuselage Check seat rails and stops and safety X
belt attachments
53 Fuselage Check internal condition of tail cone
structure and cabin rear truss for X
cracks corrosion and deformation
55 Stabilator and Inspect rudder for surface damage or
Rudder irregularities (skin cracks, distortion,
dents, corrosion), structural defects
(loose or missing rivets), hinges and
X
bearings damage and excessive wear,
free to move. Check control surface
stops blocks for loose-
ness/effectiveness.
55 Stabilator and Inspect rudder for condition, security

X
Rudder and operation. Check travel.
55 Stabilator and Inspect stabilator and tab for surface

Rudder damage or irregularities (skin cracks,
distortion, dents and corrosion), struc-
X
tural defects (loose or missing rivets),
hinges and bearings damage and ex-
cessive wear, free to move.
55 Stabilator and Inspect stabilator attachments and at-

Rudder tach bracket for corrosion, rust and
security. Check control surface stops X
for looseness/effectiveness and bal-
ance mass attachments.
55 Stabilator and Check the stabilator trim tab attach-

X
Rudder ments for unusual play.
55 Stabilator and Inspect stabilator trim tab mechanism

Rudder for condition, security and operation. X
Check travel.
55 Stabilator and Inspect control surfaces electrical

Rudder bonding connection for general con- X
dition.

05-20
INSPECTION PROGRAM
FREQUENCY
A B C D E
55 Stabilator and Remove aft fairings and check stabi-

Rudder lator mounting plates for absence of X
cracks, corrosion and dust.
56 Windows Inspect windows for condition and

X
security.
57 Wings Inspect wing surfaces and tips for

damage and loose rivets. Check wing
lower skin drain holes free of obstruc-
X
tions. Visually inspect the internal
structure of the wing through wings
inspections caps.
57 Wings Inspect wing forward and aft attach-

ment bolts for condition and security
X
(removing the closest part of the wing
leading edge with the fuselage).
57 Wings Inspect ailerons bellcranks for condi-

X
tion and security of installation
57 Wings Inspect ailerons control rods, electri-

cal wires and attaching parts for secu-
X
rity, routing, chafing, deterioration,
wear and correct installation.
57 Wings Inspect ailerons for surface damage

or irregularities (skin cracks, distor-
tion, dents, corrosion), structural de-
fects (loose or missing rivets), hinge X
damage, excessive wear. Check bal-
ance mass mounting for security of
installation.
57 Wings Inspect ailerons hinge pins and con-

trol rod for condition and security.
X
Check stops for looseness and effec-
tiveness.
57 Wings Inspect flaps for surface damage or ir-

regularities (skin cracks, distortion,
dents, corrosion), structural defects
X
(loose or missing rivets), hinge dam-
age, excessive wear. Check Flap trav-
el limits.

05-20
INSPECTION PROGRAM
FREQUENCY
A B C D E
57 Wings Inspect flaps hinge and control rod

X
for condition and security.
57 Wings Inspect flap actuation mechanism and

electrical connections. Check for
condition, full travel and correct op- X
eration. Check related indicator for
operation.
57 Wings Disconnect wings from fuselage,

raise them enough to allow for check-
X
ing condition of attachments and for
the absence of mechanical play.
57 Wings Inspect control surfaces electrical

bonding connection for general con- X
dition.
61 Propeller Propeller: remove spinner and inspect

X
attaching bolts for proper lockwire.
61 Propeller Check the propeller for surface dam-

age (skin cracks, distortion, dents). X
Check the bolts torque values.
71 Power Plant Engine mounts isolators: check for

X
integrity.
71 Power Plant Check integrity of engine firewall.

Check for cracks, distortion or wrin- X
kles.
71 Power Plant Visually inspect engine mount struc-

ture for bent, cracked or buckled
tubes and engine mount isolators at- X
tachments. Check engine mount bolts
and engine electrical bonding.
71 Power Plant Engine electrical harness and equip-

ment: check for condition and securi- X
ty of installation.
71 Power Plant Check carburetors fuel drainage lines.

X
Check air box drainage lines.

05-20
INSPECTION PROGRAM
FREQUENCY
A B C D E
71 Power Plant Visually inspect air induction system

X
for integrity. Clean filter if required.
71 Power Plant Check on the air box the carburetor

heating control leverage for condition X
and operation.
71 Power Plant Check for free movement of throttle,

choke and carburetor heat levers.
Check bowden cables full travel and
X
correct operation. Check for restricted
movement, interference or unusual
play. Check friction for operation.
71 Power Plant Engine compartment: check for fuel,

oil and coolant liquid leakages; in-
spect hoses, fittings, clamps and all
other components of the systems for
cracks, holes, dents, bulges, and other
signs of damage that might restrict
the fluid flow or cause a leakage. All
lines must be inspected to ensure that
X
they are properly supported and are
not rubbing against a structure. Fit-
tings should be checked for signs of
improper installation, over-torqueing,
excessive tension, or other conditions
which may lead to a failure. Inspect
engine parameters sensors for general
condition and security of installation.
75 Coolant system Check coolant circuit: there should be

X
no indication of leakages.
75 Coolant system Check thermostatic valve for correct

X
operation and no leakage.
75 Coolant system Check coolant level in the expansion

X
tank and overflow bottle.
75 Coolant system Visually inspect coolant overflow

bottle and coolant radiator for condi- X
tion and security of installation.

05-20
INSPECTION PROGRAM
FREQUENCY
A B C D E
78 Exhaust Visually inspect exhaust manifold,

muffler and heat exchanger for condi- X
78 Exhaust Disassembly the Exhaust system and

check all the system for damage or X
cracks.
78 Exhaust Muffle mounting springs: check for

X
integrity.
78 Exhaust Remove and inspect heat exchanger 200 hr.
79 Oil system Check oil circuit: there should be no

X
indication of leakages
79 Oil system Disassembly, check and rinse the oil

X
tank
79 Oil system Visually inspect oil radiator and

thermostatic valve for condition and X
79 Oil system Visually inspect oil tank and tank

vent line for condition and security of X
installation.
79 Oil system Check thermostatic valve for correct

X
operation and leakage.
79 Oil system Check oil radiator for damage, cracks

X
and leakage.
(1) Gasculator inspection must be performed also at first 25hrs.

05-20
INSPECTION PROGRAM

05-20
INSPECTION PROGRAM

05-20
INSPECTION PROGRAM
05-30 LUBRICATION
Foreword
Proper lubrication procedures allow for a/c service life extension and for reducing the
frequency of extensive and expensive repairs.
In addition, periodic application of recommended lubricants, as detailed in the following

paragraphs, and observance of parts cleanliness will insure the maximum efficiency of
all moving parts.
Lubrication instructions concerning the locations, time intervals and type of lubricants
used may be found in the Lubrication Charts herein reported. Reference is made to the
inspection caps and removable parts shown on Chapter 06-10.
To insure the best results from the application of lubricants, the following precautions
should be observed:
- Use recommended lubricants. Where general purpose lubricating oil is specified, but
unavailable, clean engine oil may be used as satisfactory substitute.
- Check the components to be lubricated for evidence of excessive wear and replace
them as necessary.
- Remove all excess lubricants from components in order to prevent the collection of
dirt and sand in abrasive quantities capable of causing excessive wear or damage to
bearing surfaces.
If the aircraft stays inactive for long periods of time, it should be

lubricated every 90 days in accordance with Lubrication Charts.
Since the control cables are sufficiently coated by the manufacturer, additional protec-
tion for corrosion prevention is unnecessary.
Care must be taken when lubricating bearings and bearing surfaces with a grease gun;
insure that gun is filled with new clean grease of the grade specified for the particular
application before applying lubricant to the grease fitting.

05-30
LUBRICATION
1. Approved lubricants
Approved lubricants are reported in the following table:
SPECIFICATION LUBRICANT
MIL-G-3278 Grease, generic lubrication (e.g. ESSO Beacon 325)
MIL-G-25013E Grease, bearings lubrication (e.g. AEROSHELL Grease No. 15)
- Universal Airframe Grease AEROSHELL Grease No. 33
- Grease, bearings lubrication AEROSHELL Grease No. 5
MIL-PRF-23827C Multi purpose aerosol grease (e.g. ZIP-CHEM D-5907NS Aerosol)
- 3M aerosol white grease 8875 Lithium Lube
- Cleveland wheel bearing approved grease: MOBIL Aviation Grease SHC 100

05-30
LUBRICATION
2. Lubrication charts and schedule
The lubrication charts consist of individual illustrations for the various aircraft systems;
for each component to be lubricated, identified by a number, it is reported the frequency
of application. The same number is reported on the applicable component illustra-
tion/schematic which shows in detail the lubrication points.
For each item reference is made to the illustrations and, if applicable, inspection cap to
remove.
General rules
External hinges, bearings and bushings – for those items exposed to the external envi-
ronment, clean exterior surfaces before lubricating, lubricate, then apply a protective
coat of grease.
Lubrication points – wipe all lubrication points clean of old grease, oil, dirt, etc. before
lubricating.
Aerosol Grease – approved aerosol grease applying is allowed for all lubrication points,
unless otherwise indicated.
- Do not lubricate cockpit controls.

- Do not apply lubricant to rubber parts.
WARNING
- Do not lubricate control cables, this causes slippage.
Refer to Rotax Engine Maintenance Manual P/N 899372 for lub-
ricants approved to be used for engine parts.
Item no. Lubrication points Frequency
1 Rudder upper bushing 100 Hrs

2 Rudder lower bushing 100 Hrs
3 Teflon road-stop LH 100 Hrs
4 Teflon road-stop RH 100 Hrs
5 Stabilator rod end 100 Hrs
6 Stabilator support bushing LH 100 Hrs
7 Stabilator support bushing RH 100 Hrs
8 9 Hinges 100 Hrs
10 Flaps lower bushing 100 Hrs
11 Stabilator loop 100 Hrs

05-30
LUBRICATION
Item no. Lubrication points Frequency
12 Stabilator rod end 100 Hrs

13 14 Hinges 100 Hrs
15 Aileron bushing 100 Hrs
16 Aileron rod end 100 Hrs
17 Aileron rod loop 100 Hrs
18 Flap rod end 100 Hrs
19 Flap rod attachment RH 100 Hrs
20 Flap rod attachment LH 100 Hrs
21 Flap actuator attachments 100 Hrs
22 LH Pedals attachments 100 Hrs
23 RH Pedals attachments 100 Hrs
24 Rudder cables attachments 100 Hrs
25 Steering attachments 100 Hrs
26 Brake pump/rod attachments 100 Hrs
27 Control column attachments 100 Hrs
28 Control column attachments 100 Hrs
Control axis to column attach-
29 100 Hrs
ments
30 Ailerons pulleys RH 100 Hrs
31 Ailerons pulleys LH 100 Hrs
32 NLG Lower attachment 100 Hrs
33 Shock absorber attachments 100 Hrs
34 NLG Upper attachments 100 Hrs
35 Steering attachments 100 Hrs
36 Pedals attachments 100 Hrs
Upper brake pump attachments (if
37 100 Hrs
installed)
Lower brake pump attachments (if
38 100 Hrs
installed)
39 Steering control road 100 Hrs
40 Connection pedal-rudder 100 Hrs
41 Parking brake lever 100 Hrs
42 2 Main gear wheel bearings 100 Hrs
Grease canopy’s ball bearings and adjustable seat rails when necessary.

05-30
LUBRICATION
Figure 1. - Inspection points

05-30
LUBRICATION
Figure 2. - Inspection points (details)

05-30
LUBRICATION
Figure 3. - Rudder upper bushing
Figure 4. - Rudder lower bushing and teflon road-stop

05-30
LUBRICATION
Figure 5. - Stabilator rod-end
Figure 6. - Stabilator supports

05-30
LUBRICATION
Figure 7. - Stabilator supports

05-30
LUBRICATION
Figure 8. - Aircraft moving surfaces hinges
Figure 9. - Flaps lower bushing

05-30
LUBRICATION
Figure 10. - Stabilator rod loops
Figure 11. - Stabilator rod end

05-30
LUBRICATION
Figure 12. – Aileron rod ends and rotation bushing
Figure 13. - Aileron rod loop

05-30
LUBRICATION
Figure 14. - Flap rod end
Figure 15. - Flap rod attachments (RH)

05-30
LUBRICATION
Figure 16. - Flaps rod attachment (LH) and Flaps actuator attachments

05-30
LUBRICATION
Figure 17. - Pedals and rudder cables attachments
Figure 18. - Steering attachments

05-30
LUBRICATION
Figure 19. - Brake attachments (If Applicable)
Figure 20. - Control column

05-30
LUBRICATION
Figure 21. - Shock absorber attachments
Figure 22. - NLG Attachment and steering attachments

05-30
LUBRICATION
Figure 23. - Pedals attachments (If Applicable)
Figure 24. - Brakes pump attachments (If Applicable)

05-30
LUBRICATION
Figure 25. – Connection pedal-rudder
Figure 26. – Steering control road

05-30
LUBRICATION
Figure 27. – Parking brake lever (If Applicable)
A/B
Figure 28. – Main gear wing bearings

05-30
LUBRICATION

05-30
LUBRICATION
05-40 CORROSION PREVENTION
It is important to keep the aircraft clean and to remove any collection of corrosive
agents such as oil, grease, dregs and other foreign matter. To avoid damage to finish, do
not use polishing detergents.
Original or equivalent corrosion prevention must be re-applied after any alteration or
repair.
If any trace of corrosion is detected it should be removed as soon as possible and part
should be immediately treated to prevent further corrosion.
(a) For steel parts, with the exception of highly stressed components or stainless steel,
it is possible to use abrasives, power brushes, steel brushes if operated manually and
steel wool.
Removing corrosion by products from highly stressed steel components (main gear steel
spring) requires particular care.
(b) For aluminum parts, treatment consists in mechanically removing as much as pos-
sible corrosion by products, applying corrosion inhibitor and replacing original finish.
Steel wool, emery or steel brushes (unless stainless steel) along with other highly abra-
sive material should not be used since steel or emery particles become embedded in the
softer material causing corrosion.
After cleaning surface corrosion, parts must be treated with an anti-corrosion product.
Tecnam suggests for steel and aluminum parts as anticorrosion product, ACF-50 or
products with similar technical features, which stops the existing corrosion and remain
effective for 24 months.
In low Salt or low Humidity Environments the ACF-50 have to be used every 24
months to prevent the presence of corrosion on aircraft. If the aircraft flies in high Salt
environments refer to the unscheduled maintenance and follow the application intervals.

05-40
CORROSION PREVENTION
The surfaces that need particular care are the following:
Area Component
Inspection compartments, wing attach-

Fuselage
ments, stabilator attachments
MLG compartment, NLG compartment,
Landing gear springs, gear attachment, metric bolts, nuts
and pins
Wing section and hinges LH and RH wing attachment plates
Vertical and horizontal stabilizers an hing-
All metric bearings and terminals
es
Engine compartment Not on exhaust components
Corrosion prevention Table.
Note: use the ACF-50 in closed hangar and make sure that the product is always under the
temperature limits indicated on the technical data sheets.
Note: remove all traces of salt water and salt water residue by thoroughly washing the air-
craft with fresh water after flights near sea and on airfields close to salt water area (sea or
salt lakes).

05-40
CORROSION PREVENTION
05-50 SPECIAL SCHEDULED MAINTENANCE
In addition to those listed on Section 05.20, following inspections are required at speci-
fied time intervals as consequence of the particular environment which the aircraft is
operated in. Unless otherwise indicated, these inspections are to be repeated at each oc-
currence of the specified interval.
A log book entry should be made upon completion of any inspec-

tions
1. Operation in Highly Dusty or Industrial Pollution Environ-

ment
INSPECTION
ITEM INSPECTION
INTERVAL
Engine air filter Clean and inspect. Daily
Engine oil cooler and coolant Clean and inspect. 25 hours
radiator
Pitot/Static system Check for obstruction. 100 hours or as required
NLG shock absorbers Clean. Before each flight
Landing gear wheel bearings Clean, inspect and repack. 50 hours
Windows Inspect for cracks, erosion, crazing, Daily
visibility and cleanliness.
Structure drain holes Clean with pipe cleaner Before each flight

05-50
SPECIAL SCHEDULED MAINTENANCE
2. Operation in High Salt or High Humidity Environments
In case of aircraft operating in high salt of high humidity environment (e.g. air-
craft operating over salt water), following scheduled maintenance tasks shall be
applied:
INSPECTION
ITEM INSPECTION
INTERVAL
Remove floor panels and exterior ac-
Fuselage, Empennage, Wings cess plates; inspect for corrosion using
100 hours or 1 year WOF
and Control Surfaces boroscopes, mirrors or other suitable
tools.
Inspect for proper sealing of cases.
Instruments and wiring 100 hours or 1 year WOF
Check for corrosion
Inspect upholstery, seat belts and seats
Interiors 100 hours or 1 year WOF
for corrosion and integrity
Visually inspect paint in areas of the
exhaust trails for damage. Visually in-
Exhaust trail area spect under fairings, around rivet 100 hours or 1 year WOF
heads, and in skin crevices, for corro-
sion in areas of engine exhaust trail.
Inspect battery compartment for elec-
trolyte spillage, and condition of pro-
Battery compartment 100 hours or 1 year WOF
tective paint. Inspect area around bat-
tery vent for corrosion.
Inspect landing gear components for
damage to exterior finish coating and
corrosion. Particular attention should
Landing gear 100 hours or 1 year WOF
be given to exposed surfaces, and at-
taching hardware; ribs, and lower skin
surfaces
Inspect control cables for bare spots in
the preservative coating and corrosion.
If external corrosion is found, relieve
tension on the cable and check internal
strands for corrosion. Cables with cor-
Control cables rosion on internal strands should be 100 hours or 1 year WOF
replaced. External corrosion should be
removed by a clean, dry, coarse rag or
fiber brush. A preservative should be
applied after removal of external cor-
rosion.
Inspect electrical connectors for corro-
sion of pins and wires. If the electrical
connector is suspected of having mois-
ture intrusion, disassemble the con-
Electrical connectors, switches
nector, clean the connector, and in- 100 hours or 1 year WOF
and breakers
spect it for corrosion. Inspect circuit-
breakers, contact points, and switches
for evidence of moisture and corrosive
attack.

05-50
INSPECTION
ITEM INSPECTION
INTERVAL
Inspect top coat finish for breaks, peel-
ing, lifting of surface, or other dam-
Fuel tanks age. Inspect aircraft structure for top 100 hours or 1 year WOF
coat finish damage from pitting or in-
ter-granular corrosion.
Inspect hose assemblies for chafing,
weather-checking, hardening, discol-
oration, evidence of fungus, torn
Flexible hoses weather protective coatings or sleeves, 100 hours or 1 year WOF
and corrosion of fittings.
Replace any defective, damaged,
twisted, or bulging hoses.
Structure drain holes Clean with pipe cleaner Before each flight
Additionally, the following treatment shall be applied:
1. Remove all traces of salt water and salt water residue by thoroughly washing the
aircraft with fresh water.
2. Apply anticorrosion product ACF-50 every 12 months, on the areas indicated in the
following table:
Area Component
wing attachments, stabilator attach-
Fuselage
ments
Landing gear Gear attachment, bolts, nuts and pins
Wing section and hinges LH and RH wing
Vertical and horizontal stabilizers an
All metric bearings and terminals
hinges
Engine compartment Not on exhaust components
Corrosion prevention Table.
.
3. After drying, coat the unpainted or unprotected parts of the engine and its installa-
tion parts by spraying or rubbing lightly with corrosion preventive compound,
ACF-50.
4. Apply this mixture on parts that move or require some lubrication and on all fittings
subject to corrosion such as control surface hinges, control cables, exposed rivets
and bolts, and other similar parts not protected by paint. Apply with a cloth or a soft
brush soaked in the mixture.

05-50
5. Wipe off excess mixture. When applying the mixture take care that as little as pos-
sible is deposited on exhaust pipes or collector rings to avoid a fire hazard when the
engine is started. Keep the ignition wires, tires and other rubber parts free of the
mixture.
6. Where maximum corrosion protection is desired on stationary parts, use exterior

surface corrosion preventive compound, Specification MIL-C-16173, grade I.
7. When the aircraft operates near salt water and off coral beaches, the corro-
sion can be very rapid. Except for friction and bearing surfaces, apply a
protective coating to all parts of wheels and brake assemblies.

05-50
3. Operation in Extreme Cold Environment
INSPECTION
ITEM INSPECTION
INTERVAL
Hydraulic, Pneumatic and Check all fittings and attachments First 100 hours, then as
Environmental. for security and leaks. required
4. Operation on Soft or Unusual Terrain
INSPECTION
ITEM INSPECTION
INTERVAL
Inspect for cracks, attachment,
Landing Gear damages, cleanliness and lubrica- 100 hours
tion.
Inspect for crack, damage, bear-
Wheels ings for damage, corrosion and 100 hours
lubrication.
Inspect for cuts, wear, inflation
Tires Daily
and deterioration.
Inspect for damage, foreign mate-
Brakes Daily
rial, cracks and overheating.
100 hours
Flaps, lower fuselage and Inspect for damages, cracks and
wings corrosion.

05-50

05-50
05-60 UNSCHEDULED MAINTENANCE
The following inspections are required in response to specific anomalies encountered

during aircraft operation. Note that the items listed herein are guidelines based on past
operating experience. Each operator should closely monitor his own unique operating
conditions/environment and react accordingly to keep his aircraft airworthy.
NOTE: for engine unscheduled maintenance, make

reference to applicable Rotax Engine Maintenance
Manual – last issue.
1. Lightning strike
INSPECTION
ITEM INSPECTION
INTERVAL
Refer to the inspection require-
ments in the latest revision of the Each occurrence, before
Propeller
Hoffman propeller maintenance further flight.
manual.
See latest revision of appropriate
Rotax Maintenance Manual, ser- Each occurrence, before
Engine
vice bulletins and Overhaul Manu- further flight.
al.
Inspect and check harness, connec-
tion, and equipment for high volt-
age damage, burns and insulation
Electrical and avionics sys- degradation. Replace or overhaul Each occurrence, before
tem as required. Consult with avionics further flight.
vendor(s) for inspections and op-
erational checks. Bench test alter-
nator and voltage regulator(s).
Inspect for burns, evidence of arc-
ing and damage on surface and
All exterior surfaces, skins bearing. Check for correct material Each occurrence, before
and structure properties in the area of the strike further flight.
path. Degauss engine mount. Re-
place or repair affected areas/parts.
Inspect instrumentation, pi-
Each occurrence, before
System components tot/static, and fuel systems, for
further flight.
damage and correct operation.
Each occurrence, before
Static dischargers Replace
further flight.
Inspect all control surface hinges
and bearings, and landing gear and Each occurrence, before
Bearings
wheel bearing for pitting and dam- further flight.
age. Replace as required.

05-60
UNSCHEDULED MAINTENACE
2. Engine over-speed, over-temp, loss of oil or sudden stop-
page
INSPECTION
ITEM INSPECTION
INTERVAL
See latest revision of appropriate Each occurrence, before
Engine Rotax service bulletins and overhaul further flight.
manual.
Refer to the inspection requirements Each occurrence, before
Propeller in the latest revision of the Hoffman further flight.
propeller maintenance manual.
Engine mount and at- Inspect for distortions and damage. Each occurrence, before
tachments Replace or repair as required. further flight.
3. Severe turbulence, hard or overweight landing
Minor or apparently superficial damage may indicate

a more severe condition somewhere else in the struc-
ture.
- Place aircraft in a normal level attitude.

- Make a preliminary inspection checking alignment and out-of-track condition of
engine, wings, tail, landing gear and doors.
- Follow Tecnam P2002 JF and Rotax Maintenance Manuals for procedures. If
there any question regarding repairs or procedures, contact your Tecnam dis-
tributor’s service advisor (DSA).
- Inspect the following items closely to determine the extent of damage:
INSPECTION
ITEM INSPECTION
INTERVAL
Landing gear struts. (Not Cracks, signs of overstress defor- Each occurrence, before
required for severe turbu- mation, loose or damaged strut further flight.
lence.) housings. Axles for cracks, bending
or flat spots
Wheels, tires, brakes. Cracks, chips, loose or cracked Each occurrence, before
(Not required for severe mounting bolts, alignment of slip- further flight.
turbulence.) page marks, sidewall distress, hy-
draulic or air leaks. Inspect the
wheels (penetrant dye method) and
wheel bolts (magnetic particle
method).

05-60
INSPECTION
ITEM INSPECTION
INTERVAL
Landing gear attach Buckling, cracks, overstress, wing Each occurrence, before
points. (Not required for skin buckling and side brace for further flight.
severe turbulence.) damage and condition. Inspect land-
ing gear attachment bolts (magnetic
particle method).
Wings Wing attachment bolts for slippage, Each occurrence, before
damage and overstress. Upper and further flight.
lower wing skins for wrinkles,
cracks, popped or loose rivets.
Remove access plates and inspect
for internal damage to ribs, stringers
and sparwebs; fuel tanks for damage
and leaks
Engine and propeller Engine mounts for distortions and Each occurrence, before
damage to elastomeric parts. Propel- further flight.
ler for evidence of ground strike (i.e.
– hard or overweight landing).
Fuselage Canopy alignment, windows and at- Each occurrence, before
tachment for overstress cracks or further flight.
damage. Stringers, bulkheads, keel
beams for buckling, cracks or dam-
age. Avionics, instruments and ac-
cessories installation for security
and operation.
Empennages Skin for buckling wrinkles, loose or Each occurrence, before
missing rivets. Stabilator and rud- further flight.
der for security of attachment and
overstress of bolts. Ribs, stringers
for buckling, cracks and damage.

05-60
4. Flood damage, immersion in water
Aircraft recovered from partial or total immersion in standing water or flash

floods require an in-depth inspection and cleaning of both the exterior and interior
areas. Water-immersion increases the probability of corrosive attack, it removes
lubricants, deteriorates aircraft materials, and destroys electrical and avionics
components.
Prompt action is the most important factor following recovery of an aircraft from
water-immersion. Components of the aircraft which have been immersed, such as
the powerplant, accessories, airframe sections, actuating mechanisms, screws,
bearings, working surfaces, fuel and oil systems, wiring, radios should be disas-
sembled, as necessary, and the contaminants completely removed.
Nevertheless, these guidelines are general in nature and should be applied or var-
ied to fit the individual aircraft according to water level, exposure time and other
variables. Only those areas that might not be obvious to the mechanics are ad-
dressed.
Make all repairs and/or adjustments in accordance

with the appropriate Tecnam maintenance manual
and the component manufacturer’s maintenance
manual. Particular attention to silt, corrosion and
contaminants.
- Follow Tecnam and Rotax Maintenance Manual procedures. If there are any
questions regarding repairs or procedures, contact Tecnam.
- Determine the water level on the aircraft. Determine which operating and/or
electrical components have been exposed to the water.
- If the following items were immersed, inspect them closely to determine the ex-
tent of damage:

05-60
INSPECTION
ITEM INSPECTION
INTERVAL
External and internal sur- As soon as possible after the aircraft is If immersed, each occur-
faces recovered from water immersion, rence, before further
thoroughly wash all internal and ex- flight.
ternal areas of the aircraft using a wa-
ter/detergent solution as follows. Mix
liquid detergent (MIL-D-16791, type
I) and isopropyl alcohol (TT-I-735) in
ratio of eight parts detergent, to 20
parts of alcohol. Add the deter-
gent/alcohol mixture to 72 parts of tap
water and mix thoroughly. For use,
add one part of the preceding concen-
trate to nine parts of tap water (warm
water if available) and mix thorough-
ly. If the above specified deter-
gent/alcohol materials are not availa-
ble, use water-emulsion cleaning
compound (MIL-C-43616). Add one
part compound to nine parts water. If
the MIL cleaning compound is not
available, use any available mild
household detergent solution with
fresh tap water.

05-60
INSPECTION
ITEM INSPECTION
INTERVAL
Airframe The salvable components of the fuse- If immersed, each occur-
lage, wings, empennage and movable rence, before further
surfaces should be processed as fol- flight.
lows. Clean the aircraft interior and
exterior using steam under pressure
with steam cleaning compound. Direct
the steam into all seams and crevices
where corrosive water may have pene-
trated. Avoid steam cleaning electrical
equipment, such as terminal boards
and relays. Areas that have been steam
cleaned should be rinsed immediately
with either hot or cold fresh water.
Touch up all scratches and scars on
painted surfaces using zinc chromate
primer or preservative. Undrained hol-
low spaces or fluid entrapment areas
should be provided temporary draining
facilities. Remove and replace all
leather, fabric upholstery, and insula-
tion. Plastic or rubber foam that can-
not be cleaned of all corrosive water
must be replaced. Clean metallic and
other non-metallic areas, excluding
acrylic plastics, with warm water. Re-
place porous materials exposed to wa-
ter immersion unless surfaces are ade-
quately sealed to prevent penetration
by water. Virtually all solvents and
phenolic type cleaning agents are det-
rimental to acrylics and will either sof-
ten the plastic or cause crazing. Re-
move instruments and radios and ap-
plicable cables and plumbing, and re-
pair and inspect as necessary.
Tubular structures. (i.e. All drain plugs or drive screws in tub- If immersed, each occur-
engine mounts, etc.) ular structures should be removed and rence, before further
the structure blown out with com- flight.
pressed air. If water has reached the
tubular interiors, carefully flush with
hot fresh water and blow out water
with compressed air. Roll the structure
as necessary to remove water from
pockets. Fill the tubes with hot linseed
oil, approximately 180 °F, drain oil
and replace drain plugs or drive
screws.
Wings Inspect to ensure that contaminants are If immersed, each occur-
cleaned from fuel areas. rence, before further
flight.
Control surfaces Remove surface, clean and check all If immersed, each occur-
bearings, re-lube or replace as neces- rence, before further
sary. Re-balance before installation flight.

05-60
INSPECTION
ITEM INSPECTION
INTERVAL
Flight control system Clean and inspect all cables, pulleys, If immersed, each occur-
and bearings, for evidence of corro- rence, before further
sion. Replace corroded cables. Do not flight.
apply preservation to cables.
Trim control system Clean and inspect all trim system ca- If immersed, each occur-
bles, pulleys, bearings jack screws, rence, before further
etc. Do not apply preservation to trim flight.
cables.
Actuating cables Inspect “push-pull” actuating cables If immersed, each occur-
for powerplant, heating & ventilating rence, before further
system, fuel system, for proper opera- flight.
tion
Engine Remove the engine from the aircraft. If immersed, each occur-
Inspect, repair or overhaul as neces- rence, before further
sary in an authorized propeller repair flight.
center.
Engine accessories Inspect. Aircraft systems that supply If immersed, each occur-
either fuel or oil to the engine must be rence, before further
thoroughly cleaned, including oil flight.
cooler, lines, valves, to prevent con-
tamination of engine after reinstalla-
tion.
Propeller and propeller Inspect and repair as necessary in an If immersed, each occur-
governor authorized propeller repair center. rence, before further
flight.
Electrical systems Replace all circuit breakers and If immersed, each occur-
switches. Replace all solenoids, relays rence, before further
and master contactors. Replace bat- flight.
tery. Disassemble all connectors; clean
and inspect for corrosion. Replace all
corroded or pitted connectors. Inspect
for wire corrosion at connector. Check
all harness assemblies for entrapped
contaminants. Clean and check for
short circuits. Remove electric motors
and electric pump. Clean and check
voltage regulators and overvoltage re-
lays. Replace as necessary. Clean and
check all strobe light power supplies.
Refer to appropriate maintenance
manual. Replace fuel senders. Clean,
inspect and check heated pitot systems
(if installed).
Pitot-static system Clean and inspect all lines and its stat- If immersed, each occur-
ic vents. rence, before further
flight.
Induction system Clean and inspect for silt and corro- If immersed, each occur-
sion. Check all ducts and gaskets. Re- rence, before further
place as necessary. flight.

05-60
INSPECTION
ITEM INSPECTION
INTERVAL
Fuel system Clean fuel tanks and filters. Clean all If immersed, each occur-
associated lines and pumps. Clean and rence, before further
inspect all fuel tank vents cap and vent flight.
lines.
Instruments Clean and inspect instruments. Bench If immersed, each occur-
test per appropriate maintenance man- rence, before further
ual. flight.
Heating and ventilating Clean and inspect all distribution ducts If immersed, each occur-
system and valves. Inspect and check system rence, before further
control cables. Replace corroded or flight.
binding cables.
Avionics systems Instruments, avionics, antennas, etc. If immersed, each occur-
must be returned to the equipment rence, before further
manufacturer for inspection if im- flight.
mersed.
Insulation and upholstery Remove all wet insulation and uphol-
stery. Thoroughly clean and dry (or re-
place) to ensure corrosion is not pro-
moted in adjacent structures.

05-60

05-60
Chapter
06
Dimensions
and inspection caps


CHAPTER 06
LOEP

06-LOEP

06-00

O6 LOEP

O6 LOEP
CHAPTER 06
TABLE OF CONTENTS
06-00 DIMENSIONS AND AREAS ................................................................................................. 1
General Dimensions ...................................................................................................... 1

Control Surfaces Travel Limits ........................................................................................ 3
06-10 INSPECTION CAPS ............................................................................................................. 1

O6 TOC
06-00 DIMENSIONS AND AREAS
This chapter gives the airplane major dimensions and areas. The International System
is used; in any case Chapter 02 provides unit conversion charts.
General Dimensions
Following figure addresses the airplane general dimensions.

O6-00
DIMENSIONS AND AREAS
Wing
Wing span 8,6 m 28,2 ft

Wing surface 11,5 m2 92,6 ft2
Wing loading 50 kg/m2 10,2 lb/ft2
Aspect ratio 6,4
Taper ratio 0.6
Dihedral 5°
Fuselage
Length overall 6,61 m 21,7 ft

Width overall 1,11 m 3,6 ft
Height overall 2,43 m 10,0 ft
Empennage
Stabilator span 2,90 m 9,5 ft

Vertical tail span 1,10 m 3,5 ft
Main Landing gear
Wheel track 1,85 m 6,1 ft

Wheel base 1,62 m 5,3 ft
Main wheel tyres type 5.00-5
Nose gear
Nose gear tyre type 4.00-6

type 5.00-5

O6-00
Cabin dimensions
Figure 1: Cabin dimensions
Control Surfaces Travel Limits
Ailerons Up 20°  2°; down 15°  2°

Stabilator Up 3°  1°; down 15°  1°
Trim Up 2°  1°; down 9°  1°
Rudder LH 30°  2°; RH 30°  2°
Flap Up 0° 1°; T/O 15°  1°; FULL 40°  2°

O6-00

O6-00
06-10 INSPECTION CAPS
An index number has been assigned to each opening for identifying the access. All access
plates and panels are secured by either metal fasteners or screws and are identified as follows:
(1) The suffix is the zone location, namely
C: cabin
CF: cabin floor
E: engine nacelle
F: fuselage
W: wing
L: light
(2) The second suffix consists of a number
The access and inspection caps for the airplane are shown in the following Figures.

O6-10
INSPECTION CAPS
Figure 2: Inspection caps

O6-10
INSPECTION CAPS
INSPECTION CAPS AND REMOVABLE PARTS
No ACCESS TO Q.TY
W1 Aileron differential bellcranck 2 – LH and RH
W2 Wing tank outlet, main spar and torque box 2 – LH and RH
W17 Flap control rod and wing rear fitting point 2 – LH and RH
W18 Main spar fittings and fuel tank outlet 2 – LH and RH
W19 Main spar fittings 2 – LH and RH
W20 Main spar fitting 2 – LH and RH
W22 Fuel Tank vent line 2 – LH and RH
F3 Gascolator 1
F4 Fuel return tank 1
F5 Fuel selector valve 1
F6 MLG spring leaves fitting bolts 2 – LH and RH
Stabilator push-pull rod; vertical tail; attachment,
F7 2
structure and rudder control cable
F8 Instrument panel 2 – LH and RH
F9 Battery and its connections 1
Stabilator torque tube, its attachments and
\\\\F10 control rod; vertical tail rear spar; rudder 1
bellcrank, trim actuator and its connecting rods
F22 Tail cone structure 1
Parking brake valve (lever brake configuration);
C11 1
rudder control cables
C12 Instrument panel and radio equipment 1
Tail cone structure; tail cone to cabin fitting
points; intermediate bellcranck of the stabilator
C15 1
control system; rudder control cables and
pulleys; flap electric actuator
Turnbuckles and cables of the aileron’s circuit
C16 and stick leverages; brake pump; wing
carrythrough.
Engine and its systems; nose landing gear and
E13 1
steering system
E14 Propeller hub and fitting bolts 1
E21 Engine 2- LH and RH

O6-10
INSPECTION CAPS

O6-10
INSPECTION CAPS

O6-10
INSPECTION CAPS
Chapter
07
Jacking


CHAPTER 07
LOEP

07 LOEP
07 TOC
07-00

O7 LOEP

O7 LOEP
CHAPTER 07
TABLE OF CONTENTS
07-00 JACKING – MAINTENANCE PRACTICES ........................................................................... 200

General .............................................................................................................................................. 200
Jacking the aircraft ............................................................................................................................. 200
Removing airplane from jacks ............................................................................................................ 202

O7 TOC

O7 TOC
07-00 JACKING – MAINTENANCE PRACTICES
General
For the aircraft jacking , two lifting points are provided under the two outer keelsons, on both
sides od fuselage. The lifting point consists of a small aluminium cylinder fastened to the
outer keelsons. Below of it could be placed either a hydraulic jack or a lifting rod. The lifting
point is realized with a 11mm hole which could be used to fit a lifting rod safety pivot.
Figure 1: Lifting point
Jacking the aircraft
Tools
Item Quantity Part Number / Notes
Jacks 2 Commercial (check for suitable max load)
Jack adapters 2 Commercial (Ø11 mm)
Commercial (fitted with suitable padded support to hold the front

Nose trestle 1
of fuselage)

07-00
JACKING – MAINTENANCE PRACTICES
Procedure
1 Tow the aircraft on a level surface

2 Engage parking brake, make sure Master Switch is OFF
3 Place the nose trestle at the first fuselage in order to keep the nose wheel off the ground
for at least 7 cm about (3 in.)
4 Place jacks, with related adapters, at MLG jacking points locations (refer to Figure 2)
In order to prevent unintended a/c unbalancing during jacks

operation, it is advisable a third person is next to the a/c tail.
5 Simultaneously operate jacks (to prevent excessive side loads on a/c structure and
jacks) until wheels are clear of ground for about 7 cm (3 in.)
Figure 2: Jacking

07-00
Removing airplane from jacks
1 Make sure parking brake is engaged

2 Remove tail trestle (installed during the jacking procedure)
In order to prevent unintended a/c unbalancing during jacks

operation, it is advisable a third person is next to the a/c tail.
3 Lower MLG jacks until airplane rests on MLG and jacks can be removed
4 Remove jacks and trestle

07-00

07-00
Chapter
08
Leveling and Weighing


CHAPTER 08
LOEP

08 LOEP

08 TOC

O8 LOEP

O8 LOEP
CHAPTER 08
TABLE OF CONTENTS
08-10 LEVELING ...................................................................................................................... 200

General .............................................................................................................................. 200
Longitudinal leveling .......................................................................................................... 201
Transversal Levelling .......................................................................................................... 202
08-20 WEIGHING .................................................................................................................... 200
General .............................................................................................................................. 200
Procedure .......................................................................................................................... 201

O8 TOC

O8 TOC
08-10 LEVELING
General
The aircraft is provided with means for longitudinal and lateral leveling. The aircraft may be
leveled while on the jacks (see Chapter 07 for jacking procedures), during the weighing
procedure while the wheels are on the scales, or while the wheels are on the ground during
other operations.
Leveling on wheels can be performed deflating the tires.
Be careful when you deflates the tires: do not deflate them to a

point where damage to the tire sidewalls could arise.
Tools
Item Quantity Part Number/Notes

Spirit level 1 Commercial

O8-10
LEVELING
Longitudinal leveling
Procedure
To check the longitudinal leveling act as follows:
 Slide off one of the two seat to get the access to the two seat track’s
supporting trusses.
 Place longitudinally a spirit or water level over the two supporting trusses
using, if necessary, a straight piece of wood as indicated into figure 1.
 Adjust the aircraft’s tilt by regulating tire pressure.
Figure 1: Longitudinal leveling

O8-10
LEVELING
Transversal Levelling
With one seat removed place a level along the forward seat track’s supporting truss.
Level the aircraft by deflating the main gear tires.

O8-10
LEVELING
08-20 WEIGHING
General
Before applying weighing procedure:
- make sure fuel tanks contain unusable fuel only;

- remove all loose items which are not included in the basic empty weight figures;
- make sure baggage compartment is empty.
All weighing operations must be conducted in a closed hangar and taking care that no air
currents pass over the airplane during weighing, otherwise inaccurate
readings could result.
If necessary, wash the airplane to remove accumulations of mud, dirt etc.
Tools
Scales 3 Commercial
Ramps 3 Commercial
Spirit level 1 Commercial
Plumb bob 1 Commercial

O8-20
WEIGHING and BALANCE
Procedure
The aircraft must be weighed according to the following procedure:
1. Carry out weighing procedure inside hangar

2. Remove any unnecessary objects inadvertently left on board aircraft
3. Make sure of the on-board presence of the Flight Manual or other instruments manuals
(e.g. Garmin G500)
4. Align nose wheel
5. Drain fuel
6. Oil, hydraulic fluids and coolants at operating levels
7. Move seats to most forward position
8. Flaps retracted (0°)
9. Control surfaces in neutral position
10. Position scales (min. capacity. 200 kg) under each tire
11. Level the aircraft
12. Record weights of individual scales
13. Calculate empty weight
14. Drop a plumb bob tangent to the wing’s leading edge. Trace a reference mark on floor.
15. Repeat operation on other wing.
16. Connect the two reference marks with a tense line
17. Measure distances between reference line and landing gear wheel axles
18. Recorded data allows determination of C.G. location and aircraft’s moment (see
following table)

O8-20
Model: P2002 JF S/N:________ Weighing no. _________
Date:_________
Datum: leading edge vertical
CMA 1370
7
15 mm inboard
from rib n°7 5
1337 from the propeller's flange (without sapacer)
Reference line
W2 * A - W1 * B
D=
W1 + W2
D
W2=WL+WR D% = * 100
W1 1370
B A
Kg metres
Fwd wheel weight W1 = Distance from bob to Lh wheel AL =
Lh main “ “ WL = “ “ Rh wheel AR =
Rh main “ “ WR = Average distance (AL+ AR)/2 A =
W2=WL+WR= Distance from bob to nose wheel B =
Empty weight  We =W1 + W2 = W2  A  W1  B

D  ________meters
We
C.G. position as wing chord % D% = D/1.37  100 =
Figure 2: CG and moment computation chart

O8-20

O8-20

O8-20
Chapter
09
Towing and Taxiing


CHAPTER 09
LOEP

09 LOEP
09 TOC
09-10
09-20

O9 LOEP

O9 LOEP
CHAPTER 09
TABLE OF CONTENTS
09-10 TOWING ....................................................................................................................... 200

MAINTENANCE PRACTICES ................................................................................... 200
09-20 TAXIING ........................................................................................................................ 200
MAINTENANCE PRACTICES ................................................................................... 200

09 TOC

09 TOC
09-10 TOWING
MAINTENANCE PRACTICES
General
Move the aircraft on ground by pulling on the propeller blades close to hub. A tow
bar can be attached to fittings. Aircraft can be steered using the rudder or, for sharp
turns, by lowering the tail to raise nose wheel off the ground. In this case, owing to
the favorable CG location, a gentle push on the tail cone just ahead of empennage
surfaces is all that is needed. Avoid dragging nose wheel sideways and do not
attempt to counter any movement of the aircraft by handling it by its wing tips.
Do not use flight control surfaces as push points to move the aircraft.
CAUTION
When tow bar is used, it is advisable to turn the nose wheel

below 20° to prevent damage to the steering/rudder control
CAUTION
line. Do not steer roughly.
When the a/c is moved on the ground, either manually or by towing,

the Master Switch must be turned ON until the a/c is parked.
CAUTION
Tools

Tow bar 1 Commercial
Procedure
1. Attach the tow bar to the nose wheel.
2. Remove, if employed, wheel chocks and mooring cables (if installed).
3. Release parking brake.
4. Tow the aircraft, making smooth starts and stops.
6. When towing operation is completed, turn nose wheel to center, engage parking brakes
7. Install wheel chocks and, if required, mooring cables.
8. Remove the tow bar from the aircraft.

09-10
TOWING – MAINTENANCE PRACTICES

09-10
TOWING – MAINTENANCE PRACTICES
09-20 TAXIING
General
Before attempting to taxi the aircraft, ground personnel should be checked out by a qualified
pilot or other responsible person. Engine starting and shutdown procedures should be covered
as well.
Taxiing requires two persons, one to maneuver the airplane and one to assist and act as an
observer.
Make sure that there are not personnel or materials near the
propellers and taxi area
WARINING
Procedure
1. Clear the area of personnel and equipment.

2. Disconnect mooring cables (if employed), remove wheel chocks and control locks.
3. Start the engines. Refer to AFM for engine starting procedure.
4. Release parking brake and start taxiing roll using only sufficient power to start roll.
5. Taxi forward a few feet and apply brakes to determine their effectiveness.
6. Taxi with propellers controls in full forward position.
7. While taxiing, make slight turns to ascertain the effectiveness of steering.
8. Observe wing clearances when taxiing near buildings or other stationary objects. If
possible, station a guide outside the aircraft to observe.
9. When taxiing on uneven ground, look for and avoid holes and ruts.
10. Do not operate the engines at high RPM when running up or taxiing over ground
containing loose stones, gravel, or any material that may cause damage to the propeller
blades.
11. After taxiing, set parking brake and shut the engines down. Refer to AFM for engine
shutdown procedure.
12. Connect mooring cables (if employed), install wheel chocks and control locks (if
installed).

09-20
TAXIING – MAINTENANCE PRACTICES

09-20
TAXIING – MAINTENANCE PRACTICES
Chapter
10
Parking, Mooring, Storage
and Return to Service


CHAPTER 10
LOEP
Section Page Edition/Revision

1 2nd Edition – Rev 0
LOEP
TOC 1 2nd Edition – Rev 0
10-10 200 2nd Edition – Rev 0

10 LOEP

10 LOEP
CHAPTER 10
TABLE OF CONTENTS
10-10 PARKING ...................................................................................................................... 200
General .............................................................................................................................................. 200

Procedure .......................................................................................................................................... 200
10-20 MOORING .................................................................................................................... 200
Procedure .......................................................................................................................................... 200
10-30 STORAGE AND RETURN TO SERVICE .............................................................................. 200
General .............................................................................................................................................. 200

Storage .............................................................................................................................................. 200
Restoration from storage ................................................................................................................... 201

10 TOC

10 TOC
10-10 PARKING
General
Under normal weather conditions, the airplane may be parked and headed in a direction that
will facilitate servicing without regard to prevailing winds. Ensure that it is sufficiently
protected against adverse weather conditions and presents no danger to other aircraft.
Procedure
1. Position airplane on levelled surface, headed into the prevailing wind, if practical.
2. Engage parking brake.
Do not engage the parking brakes at low ambient temperature, when an

accumulation of moisture may cause the brakes to freeze, or when they
become hot from severe use. In this case use wheel chocks.
In case of long time parking or overnight parking, it is recommended to moor the

a/c as shown on Para. 10-20.
Mooring is strongly recommended when the wind is more than 22 knots and the
a/c is completely refueled.
CAUTION

10-10
PARKING
10-20 MOORING
General
The aircraft is moored to insure its immovability, protection, and security under
various weather conditions.
Mooring is strongly recommended when the wind is more than 10knots and the
a/c is completely refueled.
CAUTION
Procedure
1. Position airplane on levelled surface and headed into the prevailing wind,
if practical.
2. Center nose wheel and engage parking brake and/or use the wheel chocks.
Do not engage the parking brakes at low ambient temperature, when an

accumulation of moisture may cause the brakes to freeze, or when they
become hot from severe use. In this case use wheel chocks.
3. Assure that flaps are retracted.

4. Electrically ground airplane, by connecting ground cable to the engine muffle.
5. Close and lock canopy
6. Secure tie-down cables to the wings and tail cone tie-down rings at approximately 45
degree with respect to the ground.

10-20
MOORING
Figure 1. – Mooring scheme

10-20
MOORING
10-30 STORAGE AND RETURN TO SERVICE
General
If a long-term parking (more than 30 days) is required, the storage procedure allows
protection of the airplane from deterioration while it is not in use. The primary objectives of
these measures are to prevent corrosion and damage from exposure to the environmental
elements.
Storage
Procedure
1. Park (applying parking procedure, see Para. 10-10) airplane in hangar, if practical.
If airplane is parked outside, position on leveled surface and head it into the prevailing wind.
2. Center nose wheel.
3. Apply wheels chocks.
4. Remove the battery (see Chapter 12, battery removal procedure).
5. Drain the fuel from the fuel tanks (see Chapter 12, fuel tanks drainage procedure).
6. Deactivate ELT.
7. Ensure flaps are retracted.
8. Electrically ground airplane by connecting ground cable to the engine muffle.
9. Ensure that all inspection caps are closed and secured.
10. Close and lock canopy.
11. Secure the airplane to ground by mooring cables.
12. Engines: refer to Rotax Operator’s Manual P/N 899372 - Engine Preservation Instructions.
13. Propellers: refer to Hoffman propeller Operation and Installation Manual – Storage
instructions
14. Each 7 days remove the wheel chocks and move the aircraft forward and backward

10-20
STORAGE AND RETURN TO SERVICE
Restoration from storage
Procedure
1. Install the battery (see Chapter 12, battery installation procedure).

2. Check the wheels pressure.
3. Check oil and cooling system.
4. Reactivate ELT.
5. Remove chocks from wheels.
6. Engine: refer to Rotax Operator’s Manual P/N 899372 - Engine Back to Operation
Instructions.
7. Propeller: refer to Hoffman propeller Operation and Installation Manual –
Storage instructions.
8. Make an engine start test (see AFM, engine start procedure).

10-20

10-20
Chapter
11
Markings and Placards


CHAPTER 11
LOEP

LOEP
11-10
11-30


CHAPTER 11
TABLE OF CONTENTS
11-00 MARKINGS AND PLACARDS .............................................................. 1
11-10 EXTERIOR COLOUR ....................................................................... 201
MAINTENANCE PRACTICES .......................................................................... 201

Paint Features ............................................................................................... 202
Ornament Removal ........................................................................................ 202
Ornament Installation .................................................................................... 202
11-20 EXTERNAL PLACARDS ................................................................... 204
MAINTENANCE PRACTICES .......................................................................... 204

Placard Removal ............................................................................................ 204
Placard Installation ....................................................................................... 204
11-30 INTERNAL PLACARDS.................................................................... 201
Self-Adhesive Placard Removal ..................................................................... 201

Self-Adhesive Placard Installation ................................................................ 201
Stiff Riveted Placard Removal ....................................................................... 202
Stiff Riveted Placard Installation .................................................................. 202

11 TOC

11 TOC
11-00 MARKINGS AND PLACARDS
Placards are used to identify the function, operation and operating limitations of systems and
equipment.
The model designation placard is located at the rear of the fuselage on the left side. The
placard identifies the airplane manufacturer, airplane type and serial number, its identification
marks and EASA Type Certificate number.
This Chapter reports the location of these placards and markings as below described:
Exterior colors.
External placards.
Internal placards
Self-adhesive placards are used for all the placards except for the aircraft identification
plate (steel board) and the instruments panel labels.

11-00
MARKINGS AND PLACARDS
11-10 EXTERIOR COLOUR
The exterior color scheme is a customer option in accordance with Tecnam Design Organization
Approval.
Application of colors other than those approved by Tecnam may cause

excessive temperatures and consequent degradation of structural
properties of composite components.
A typical exterior color scheme is reported below.
Figure 1. - Airplane typical exterior colouring
Q.ty
Item Description
Lh Rh
1 1 - Ornament (Lh) – customer option
2 1 1 P2002 Logo
3 1 1 P2002 Logo
4 1 - Tecnam logo
5 1 1 Tail cone registration mark (Lh)
6 - 1 LG Fairing ornament – customer option

11-20
EXTERIOR COLOR – MAINTENANCE PRACTICES
Paint Features
The typical background color is white: make reference to the table below showing the
mentioned color features.
Colour RAL CODE Type Vendor

Polyurethane Colorificio
White 9016
enamel Sammarinese
In the event of small areas requiring for painting, it is possible to use acrylic aerosol paint.
Ornament Removal
Tools

Solvent a/r Commercial type
Procedure
Detach the ornament from the airplane using a hot air blower to soften the adhesive and lifting
one corner, taking care not to damage any adjacent component or paintwork.
Then clean the surface with the solvent and a lint-free cloth.
Ornament Installation
Tools

Felt pad 1 Commercial type
Procedure
Clean the surface with a cloth, made moist with the solvent and wipe carefully with a clean
lint-free cloth.

11-20
Remove the protective covering from the adhesive side of the ornament and position the
ornament pressing firmly to the surface.

11-20
11-20 EXTERNAL PLACARDS
In this section are shown the external placards and their locations on the airplane.
Placard Removal
Tools

Procedure
Detach the placard from the airplane using a hot air blower to soften the adhesive, taking care
not to damage any adjacent component or paintwork.
Placard Installation
Tools

Felt pad 1 Commercial type
Procedure
lint-free cloth.
Remove the bottom protective covering from the adhesive side of the placard and position the
placard pressing to the surface.
If an upper clear protective covering is available, press the characters to the surface through
the upper covering: you can use a felt pad for pressing the characters. Then remove the clear
upper protective covering paying attention the characters are fully stuck to the surface.

11-20
EXTERNAL PLACARDS – MAINTENANCE PRACTICES
Figure 2. – Fuselage external placards
Q.ty
Item Description
Lh Rh
1 1 1 Fuel filler cap marking
2 1 1 Canopy lock marking
3 1 1 Wing no step zone marking
4 - 1 Zero stabilator marking*
5 1 1 Tecnam Logo
6 1 1 Tecnam Logo
7 - 1 External power marking*
8 - 1 Battery marking*
9 1 1 MLG tires pressure marking**
10 1 - NLG tire pressure marking**
11 1 1 P2002 logo
12 1 1 Tail cone aircraft marking
13 1 1 Aircraft ornaments
14 1 - Under-wing aircraft marking
15 1 1 Heated Pitot Probe Placard – if MOD 2002/218 is installed
*The indication on the picture is only indicative, the related placards are installed
symmetrically on RH side
**The tire pressure plates position is only indicative, the placards are installed either on
fairings either on respective legs.

11-20
EXTERNAL PLACARDS – MAINTENANCE PRACTICES
11-30 INTERNAL PLACARDS
In this section are shown the internal placards and their locations on the airplane. Some
placards are self-adhesive, some are stiff riveted placards and some other ones are silk-
screened (no replacement allowable for those installed on the instruments panel).
Self-Adhesive Placard Removal
Tools

Procedure
Detach the placard from the airplane using a hot air blower to soften the adhesive, taking care
not to damage any adjacent component or paintwork.
Self-Adhesive Placard Installation
Tools

Procedure
lint-free cloth.
Remove the bottom protective covering from the adhesive side of the placard and position the
placard pressing to the surface.

11-30
INTERNAL PLACARDS – MAINTENANCE PRACTICES
Stiff Riveted Placard Removal
Tools

Drill 1 Commercial type
Drill bit #3.25 mm 1 Commercial type
Procedure
The rivets must be removed utilizing a #3.25 mm drill bit with an appropriate drill stop;
carefully drill the rivet head with light pressure: heavy pressure can cause deformation of the
substructure.
Stiff Riveted Placard Installation
Tools

Riveter 1 Commercial type
Rivet a/r AVDEL Avex 01663-00410
Procedure
Place in position the placard and fix the required rivets in the holes.

11-30
Figure 4. – Instrument panel (analogic system)
11-30
Item Description
1 Breaker panel
2 Master generator ON/OFF
3 Op. Limitations*
4 Aircraft logo
5 No smoking
6 Fuel Tank serigraph
7 Annunciator panel serigraph
8 Maneuvering speed
9 Trim Switch
10 First aid kit / Em. Hammer / Fire ext
11 Throttle
12 Choke Push
13 Cabin Heat
14 Carburetor Heat
15 Trim Led
*In detail the limitation placard.

11-30
Figure 5. – Internal placards
Item Description
1 Canopy lock
2 Fuel selector command
3 Parking brake
4 Level point ind.
5 Tie down/max press
6 Emergency hammer
7 Fire extinguisher

11-30

11-30

11-30

11-30
Chapter
12
Servicing


CHAPTER 12
LOEP

LOEP
TOC
12-30
12-30
12-50
12-60

12 TOC

12 TOC
CHAPTER 12
TABLE OF CONTENTS
12-00 SERVICING ........................................................................................................................ 1
General .................................................................................................................................................. 1
12-10 FUEL SYSTEM – SERVICING PRACTICES .......................................................................... 200
General .............................................................................................................................................. 200

Refueling Procedure .......................................................................................................................... 202
Fuel Contamination Check Procedure ................................................................................................ 202
Fuel System Drainage Procedure ....................................................................................................... 202
12-20 OIL SYSTEM - SERVICING PRACTICE ............................................................................... 200
General .............................................................................................................................................. 200

Oil Level Checking and Filling Procedure ............................................................................................ 201
Oil Change Procedure ........................................................................................................................ 203
Oil Tank Cleaning ............................................................................................................................... 204
12-30 COOLANT SYSTEM – Servicing practices ........................................................................ 200
Coolant System Level Check ............................................................................................................... 200
12-40 SEATS – Handling and cleaning instructions ................................................................... 200
General .............................................................................................................................................. 200

Seats Removal and Installation Procedure ......................................................................................... 201
Seats Cleaning Instructions ................................................................................................................ 202
12-50 AIRPLANE CLEANING INSTRUCTIONS ............................................................................. 200
General .............................................................................................................................................. 200

External Surfaces Cleaning Procedure ................................................................................................ 201
Windows Cleaning Procedure ............................................................................................................ 201
Internal Surfaces Cleaning ................................................................................................................. 201
Engine Cleaning Procedure ................................................................................................................ 201
12-60 BATTERY – SERVICING PRACTICES ................................................................................. 200
General .............................................................................................................................................. 200

Removal Procedure............................................................................................................................ 200
Installation Procedure ....................................................................................................................... 200
12-70 WHEELS – SERVICING PRACTICES .................................................................................. 200
General .............................................................................................................................................. 200

12 - LOEP
12-80 BRAKE SYSTEM – SERVICING PRACTICES ........................................................................ 200
BRAKE TOE SYSTEM ........................................................................................................................... 200

General .............................................................................................................................................. 200
Brake Oil level check procedure ......................................................................................................... 200
TOE BRAKE SYSTEM (optional) ........................................................................................................... 201
General .............................................................................................................................................. 201
Oil level check procedure ................................................................................................................... 202

12 - LOEP
12-00 SERVICING
General
Servicing the aircraft includes the replenishment of fuel, oil, hydraulic fluid, tyre pressures,
lubrication requirements and other items required to completely service the aircraft.
The information in the following sections pertains to general maintenance procedures.
Detailed information on the engines will be found in the engine Maintenance Manual.
For inspection caps location, make reference to Chapter 06-10.
The Chapter 12 includes the following procedures:
12-10 Fuel system – servicing practices

12-20 Oil system – servicing practices
12-30 Coolant system – servicing practices
12-40 Seats – handling and cleaning instructions
12-50 Airplane cleaning instructions
12-60 Battery – Servicing practices
12-70 Wheels - Servicing practices
12-80 Brake system - Servicing practices
12-90 Hydraulic power - Servicing practices

12-00
SERVICING
12-10 FUEL SYSTEM – SERVICING PRACTICES
General
Each fuel tank is filled through a single filler cap located on the wing upper skin.
Each tank has a capacity of 50 Lt (100 Lt total fuel capacity), 0.5 Lt are unusable
(1 Lt total fuel unusable).
Observe all required safety precautions and use the fuel specified on the placard
adjacent to the filler cap and here reported:
APPROVED FUEL: MOGAS ASTM D4814

EN 228 SUPER (MIN RON 95)
AVGAS MIN GRADE 100LL
Do not refuel the aircraft near flames or sparks; direct contact of fuel
with the skin can cause disease. During refueling apply grounding and
make sure that a fire extinguisher is available in the area. Master switch
has to be turned OFF. Do not refuel with passengers on board.
Use only clean fuel servicing equipment.
Prolonged use of Aviation Fuel Avgas 100LL results in greater wear of

valve seats and greater combustion deposits inside cylinders due to higher
lead content. It is therefore suggested to avoid using this type of fuel unless
strictly necessary. Make reference to Rotax Maintenance Manual which
prescribes dedicated checks due to the prolonged use of Av-gas.

12-10
FUEL SYSTEM – SERVICING PRACTICES
Pictures below show the fuel filler cap and fuel sump drain valve location:
Figure 1. - Drain Valve (RH Shown, LH Opp.) and Filler caps

12-10
Refueling Procedure
Take care that no foreign objects are inadvertently introduced into the
filling port.
1. Apply aircraft’s and refueling vehicle’s ground, through the engine muffle
2. Place a container under the fuel sump drain valve
3. Open the drain valve (refer to Figure 1)
4. Wait for complete water/moisture defueling
5. Close drain valve
6. Open the filler cap
7. Fill as required
8. Close the filler cap
9. Clean up any fuel spilled
10. Repeat the procedure for the other tank
11. Remove aircraft’s ground
Fuel Contamination Check Procedure
1. Apply aircraft’s ground

2. Place a glass container under the drain valve
3. Open the drain valve
4. Fill the glass container and close the drain valve
5. Check fuel sample:
a. must be clear and clean
b. there should be no water inside
c. there should be no deposits inside
Fuel System Drainage Procedure
1. Apply aircraft’s ground

2. Place a container under the Gascolator
3. Open the Gascolator drain valve
4. Wait for complete defueling
5. Place a container under the fuel sump drain valve
6. Open the drain valve (refer to Figure 1)
7. Wait for complete defueling
8. Close the drain valve
9. Repeat for the other fuel tank

12-10
12-20 OIL SYSTEM - SERVICING PRACTICE
General
Following paragraphs shows the procedures for oil level checking, filling and change.
APPROVED OIL SPECIFICATION: use only oil with API classification "SG" or higher. At the
selection of suitable lubricant, refer to the additional information provided by Rotax Operators
Manual P/N 899371 (Operating media Section) - last issue
Make certain that fluids and fluid containers are protected from
contamination of any kind.. If there is any doubt regarding the
cleanliness of the fluid, do not use it. Containers for fluid must
never be left open to air longer than necessary.
Allow the engine to cool down to the ambient temperature before

start of any work.

12-20
OIL SYSTEM – SERVICING PRACTICES
Oil Level Checking and Filling Procedure
1. Open Engine cowling to access to oil tank (refer to Figure 2.)

2. Remove the filler cap; remove and clean the dipstick
3. Turn the propeller several times by hand in the direction of engine rotation to pump all
the oil from the engine to the oil tank (the process is complete when air flows back to
the oil tank, perceived by a gurgling)
4. Soak the dipstick in the oil tank
5. Read the oil level (refer to Figure 2): the level must be between the two marks
6. If necessary, replenish oil
At the selection of suitable lubricants refer to the additional

information provided by Rotax Operators Manual P/N 899371 -
last issue
7. Fit dipstick and filler cap

8. Clean up any spilled oil
9. Close oil tank and engine cowling
Figure 2. – Oil tank max and min marking

12-20
Figure 3. – Oil tank location

12-20
Oil Change Procedure
At the selection of suitable lubricants refer to the additional information

provided by Rotax Operators Manual P/N 899371 - last issue
1. Remove upper and lower engine cowling

2. Run engine to warm oil before beginning oil change procedure
3. Engage parking brake, master switch OFF, disconnect battery
4. Crank engine by hand to transfer the oil from the crankcase, then apply “oil
level checking” procedure to record oil consumption
5. Remove safety wire and oil drain plug (refer to Figures 4. And 5.) and apply
“Oil change” procedure addressed on Rotax Engine Maintenance Manual P/N
899191 disposing used oil as per environmental regulations
6. Install oil drain plug with safety wire
7. Re-install upper and lower engine cowling
Remove and replace engine oil filter at each oil change. Refer to Rotax
Engine Maintenance Manual P/N 899191 – last issue, for detailed
instructions.
In event of heavy oil contamination, it is necessary to perform

the oil tank cleaning operation. Refer to Par 12.22
Figure 4. – Oil tank drain valve

12-20
1. Cup’s safety ring
2. Restraint clamps
3. Oil tank
4. Oil filling cup
Figure 5. – Oil tank
Oil Tank Cleaning
In event of heavy oil contamination apply the following procedure:
1. Engage parking brake, master switch OFF, disconnect battery

2. Remove upper and lower engine cowling
3. Refer to Rotax Engine Maintenance Manual P/N 899191 – last issue, for
detailed instructions for oil tank cleaning
4. Reinstall upper and lower engine cowling

12-20
12-30 COOLANT SYSTEM – Servicing practices
In order to equalize the pressure inside the engine cooling system, an expansion tank is
provided in the highest point of the cooling system and it is fitted with a filler cap. The
procedure for coolant replenishing is described below.
APPROVED COOLANT LIQUID SPECIFICATION: at the selection of suitable coolant, refer to the
information provided by Rotax Operators Manual P/N 899371 (Operating media Section) - last
issue
Coolant System Level Check
Do not remove the expansion tank radiator cap when the engine is hot:
escape of boiling coolant can cause injury to persons.
Procedure
1. Wait for the engine to cool down

2. Open engine cowling
3. Refer to Figures 6. and 7. for coolant tank location
4. Visual inspect of expansion tank level (always max) : replenish if necessary
5. Visual inspect of overflow bottle (between two marks of coolant tank, min. & max)
6. If necessary, replenish with coolant of same composition both the tanks ( repeat filling
procedure)
7. Close engine cowling

12-20
COOLANT SYSTEM – SERVICING PRACTICES
Figure 6. - Coolant expansion tank
Figure 7. - Coolant overflow bottle

12-20
COOLANT SYSTEM – SERVICING PRACTICES
12-40 SEATS – Handling and cleaning instructions
General
The P2002 has two seats, each seat is horizontally adjustable..
They are mounted on two parallel tracks, attached to the compartment floor structure, which
allow the seat to move forward or rearward.
Each seat consists of the following main components:
(1) Primary Structure Assembly consisting of the sitting and backrest assemblies.
(2) Horizontal Position Adjustment System allowing for the horizontal position adjustment.
The device consists of a lever located in the lower side of the structure.
Figure 8. – Seats

12-40
SEATS – HANDLING AND CLEANING INSTRUCTIONS
Seats Removal and Installation Procedure
Procedure
1. Remove seats locking device (unscrew and remove, refer to Figure 9.)
2. Pull seat lever then slide seat all forward (refer to Figure 10.)
3. Pull Up seat and remove it from his location
4. Apply procedure for both seats
5. To reinstall seats, reverse these steps
Figure 9. – Seats locking device
Figure 10. – Seats remove procedure

12-40
Seats Cleaning Instructions
This section provides the information to perform seat cleaning procedure and related
used products and materials.
PERFORM CLEANING PROCEDURE IN A VENTILATED AREA.

AVOID BREATHING SOLVENT VAPOURS AND PROLONGED
SOLVENT CONTACT WITH SKIN.
For additional information, refer to applicable CMM.
Polycarbonate Components Cleaning
Tools

Standard cleaning products A/R Commercial
Procedure.
Perform polycarbonate components cleaning procedure using commercial products.
NEVER USE ABRASIVE OR HIGHLY ALKALINE CLEANER.

POLYCARBONATE LIFE WILL BE SERIOUSLY REDUCED
AND CRACKING WILL OCCUR IF CLEANED WITH STRONG
SOLVENTS.
Polyurethane Components Cleaning
Tools

Standard cleaning products A/R Commercial
Procedure.
Perform polyurethane components cleaning procedure using water with neutral cleaning
agent.

12-40
CAUTION: NEVER USE ABRASIVE OR HIGHLY ALKALINE
CLEANER. POLYURETHANE LIFE WILL BE SERIOUSLY
REDUCED AND CRACKING WILL OCCUR IF CLEANED
WITH STRONG SOLVENTS.
Leather Dress Cover Cleaning
LEATHER DRESS COVER SHOULD BE CLEANED USING

EXCLUSIVELY THE METHOD OF TREATMENT SWOWN IN THE
TABLE BELOW. OTHER CLEANING PRODUCTS COULD REMOVE
THE SUPERFICIAL TREATMENTS, CAUSING A LOSS OF
PERFORMANCE IN TERM OF FLAME AND FUNGAL GROWTH
RESISTANCE.
Procedure and tools
To perform dress cover cleaning procedure refers to following table:

12-40
12-50 AIRPLANE CLEANING INSTRUCTIONS
General
The aircraft should be washed with soapy water. Abrasive detergents or alkaline soaps used
on painted or plastic surfaces could lead to scratches or cause corrosion of metal surface.
Cover areas where cleaning solution could cause damage.
How often the a/c should be cleaned depends on the environment in which it has
been operating. It is important that the airplane be kept in a clean condition and
repeated cleaning should be accomplished as often as necessary. The necessity for
cleaning is indicated whenever there is any appreciable amount of soil
accumulation, by the presence of salt deposits or other contaminants, by evidence of
paint surface deterioration and by the presence of excessive oil or exhaust deposits
or spilled electrolyte and deposits around battery area. Cleaning is required
immediately after exposure to adverse weather conditions, salt spray, after repairs
or service which left stains, smudges or other gross evidence of maintenance.

12-50
AIRPLANE CLEANING INSTRUCTIONS
External Surfaces Cleaning Procedure
To wash the aircraft the following procedure may be used:
1. Flush out dirt

2. Apply cleaning solution with sponge or soft bristle brush
3. To remove stubborn oil and grease use a kerosene moist cloth
4. Where exhaust stains exist, allow solution to remain longer on the surface
5. Any good automotive wax may be used to preserve the painted surface.
Soft cleaning cloths or chamois leathers should be used to prevent scratches when cleaning or
polishing. A heavier coating of wax on the leading surfaces will reduce the abrasion problem
in these areas.
Avoid entry of solutions and flooding of soap into a/c openings such static
vents: it is recommended that openings and vents be plugged as a precaution.
Install protective caps if practical.
Windows Cleaning Procedure
1. Remove with water dirt, mud, etc. from external surfaces

2. Wash with warm soapy water or with an aircraft plastic cleaner, employ a
soft cloth or sponge using a straight rubbing motion. Do not harshly rub surfaces.
3. Remove oil and grease with a alcohol moist cloth.
Internal Surfaces Cleaning
The aircraft interiors should be washed with a mild soap and water, never use alcohol
based or flammable products.
The instrumentation as a whole must be cleaned with a humid cloth; plastic surfaces
can be cleaned with suitable products.
For not easily accessible parts, perform cleaning with a small brush; for seats
cleaning make reference to Section 12-40.
Engine Cleaning Procedure
For engine cleaning procedures, refer to Rotax Engine Maintenance Manual P/N
899191 – last issue.

12-50
AIRPLANE CLEANING INSTRUCTIONS
12-60 BATTERY – SERVICING PRACTICES
General
Battery is located in the fuselage and it is accessible through the cap F9.
For battery electrolyte maintenance, use electrolyte (battery acid, dilute sulphuric acid).
Check the battery cables connections, clean any liquid leakages. Small corrosion on the
battery surface and on its container can be cleaned with bicarbonate and water.
Electrolyte contains sulphuric acid which is highly corrosive and can

cause severe burns to exposed skin and permanent damage to eyes. Avoid
spilling or splashing. Wear rubber gloves and safety goggles whenever you
are handling electrolyte or examining batteries during charging.
Following paragraphs provide information for battery removal/installation.
When installing or removing a battery, take special care to ensure that no sparks are created by
tools, and that the terminals are not shorted out by tools or loose jewellery.
Removal Procedure
1. Master switch OFF

2. Open fuselage inspection cap (F9)
3. Pull out the battery until both terminals are accessible
4. Disconnect the negative cable from the battery - BLACK sleeve
5. Disconnect the positive cable from the battery - RED sleeve
6. Pull out the battery from the compartment
7. Remove the anti-vibration pad (Figure 11.)
8. Inspect battery cables and housing. Check vent and drain lines free of obstructions.
Installation Procedure
1. Master switch OFF

2. Connect the positive cable to the battery - POSITIVE terminal
3. Connect the negative cable to the battery – NEGATIVE terminal
4. Push battery into the compartment
5. Insert the anti-vibration pad as shown in Figure. 11
6. Close fuselage inspection cap

12-60
BATTERY SERVICING PRACTICES
Figure 11. – Anti vibration PAD

12-60
BATTERY SERVICING PRACTICES
12-70 WHEELS – SERVICING PRACTICES
General
Nose and main tires must always be inflated to the correct pressure. Before the flight, check
for damages, cuts, wear, etc.
As safety general rule, when servicing aircraft tires, personnel

should stand either in the front or rear of the wheel and avoid
approaching from either side of the tire.
Procedure
1. Unscrew the valve dust cap

2. Connect a pressure gauge
3. Read the pressure. If required, adjust the pressure (MLG wheels 2.8 bar/40 psi and NLG
wheel 2.2 bar/32 psi)
4. Fit the valve dust cap

12-70
WHEELS SERVICING PRACTICES
12-80 BRAKE SYSTEM – SERVICING PRACTICES
LEVER TOE SYSTEM
General
Overall oil quantity in the brake system is 200ml (order of magnitude). Fluid is drawn from
the reservoir by the brake cylinders to maintain the fluid volume required for maximum
braking efficiency.
The oil level check procedure is addressed below; refer to Chapter 32 for bleeding and filling
brake system procedures.
APPROVED HYDRAULIC FLUID SPECIFICATION:
MIL-H-5606, (e.g. AEROSHELL Fluid 41)
The brake system operation with low oil level could affect the brakes’
performances and could cause permanent damage.
Make certain that hydraulic fluids and fluid containers are protected from
contamination of any kind. Dirt particles may cause hydraulic units to become
inoperative, cause seal damage, etc. If there is any question regarding the
cleanliness of the fluid, do not use it. Containers for hydraulic fluid must never
be left open to air longer than necessary.
Brake Oil level check procedure
1. Remove pilot seats

2. Check oil reservoir for oil level (Refer to Figure 12.)
3. If necessary, remove reservoir filler cap and replenish oil
4. Refit reservoir filler cap
5. Reinstall pilot seats

12-80
BRAKE SYSTEM SERVICING PRACTICES
Figure 11. – Brake fluid reservoir
TOE BRAKE SYSTEM (optional)
General
Overall oil quantity in the brake system is 400ml (order of magnitude). Fluid is drawn from
the reservoir by the brake cylinders to maintain the fluid volume required for maximum
braking efficiency.
The oil level check procedure is addressed below; refer to Chapter 32 for bleeding and filling
brake system procedures.
APPROVED HYDRAULIC FLUID SPECIFICATION:
MIL-H-5606, (e.g. AEROSHELL Fluid 41)

12-80
The brake system operation with low oil level could affect the brakes’
performances and could cause permanent damage.
Make certain that hydraulic fluids and fluid containers are protected from
contamination of any kind. Dirt particles may cause hydraulic units to become
inoperative, cause seal damage, etc. If there is any question regarding the
cleanliness of the fluid, do not use it. Containers for hydraulic fluid must never
be left open to air longer than necessary.
Oil level check procedure
1. Remove the baggage compartment panel (Rear seats, baggage compartment, refer to
Figure 13);
2. Check oil reservoir for oil level (must be between the two marks);
3. If necessary, remove reservoir filler cap and replenish oil ;
4. Refit reservoir filler cap;
5. Refit the inspection cap.
Figure 13. – Oil brake system tank

12-80

12-80

12-80

12-80
Chapter
20
Standard practices
Airframe


CHAPTER 20
LOEP

20- LOEP
20-TOC 1 2nd Edition – Rev 0
20-30
20-40

20 LOEP

20 LOEP
CHAPTER 20
TABLE OF CONTENTS
20-10 TORQUE DATA .............................................................................................................. 200

MAINTENANCE PRACTICES................................................................................................................. 200
General .............................................................................................................................................. 200
Torque Values .................................................................................................................................... 202
20-20 CABLES TENSION........................................................................................................... 200
20-30 CONTROL CABLES ......................................................................................................... 200
Inspection Technique ......................................................................................................................... 200
Cable damage .................................................................................................................................... 200
External wear patterns ...................................................................................................................... 202
Internal cable wear ............................................................................................................................ 202
Cable fittings ...................................................................................................................................... 203
Pulleys ............................................................................................................................................... 204
Pulley wear patterns .......................................................................................................................... 204
20-40 SAFETYING – MAINTENANCE PRACTICES ....................................................................... 200
General .............................................................................................................................................. 200
Installation of Safety Wiring .............................................................................................................. 201
Securing With Cotter Pins .................................................................................................................. 208
Turnebuckles ..................................................................................................................................... 209
Double-wrap method......................................................................................................................... 212
Single-wrap method .......................................................................................................................... 213

TOC
20-10 TORQUE DATA
General
This paragraph gives the standard practices for torque loading nut and bolt combinations.
The importance of correct torque application cannot be overemphasized.
Undertorque can result in unnecessary wear of nuts and bolts, as well as the parts they secure.
Overtorque can cause failure of a bolt or nut from overstressing the threaded areas. Uneven or
additional loads that are applied to the assembly may result in wear or premature failure.
The following are a few simple, but important procedures, that should be followed to ensure
that correct torque is applied.
Be sure that the torque applied is for the size of the bolt shank, not for the wrench size.
Calibrate the torque wrench at least once a year, or immediately after it has
been abused or dropped, to ensure continued accuracy.
Be sure the bolt and nut threads are clean and dry, unless otherwise specified
Run the nut down to near contact with the washer or bearing surface and check
the friction drag torque required to turn the nut. Whenever possible, apply the
torque to the nut and not the bolt. This will reduce rotation of the bolt in the
hole and reduce wear.
Add the friction drag torque to the desired torque. This is referred to as “final
torque,” which should register on the indicator or setting for a snap-over type
torque wrench.
Apply a smooth even pull when applying torque pressure. If chattering or a
jerking motion occurs during final torque, back off the nut and retorque.
When torque is applied to bolt heads or cap screws, apply the recommended
torque plus friction drag torque.
Whenever possible, apply the torque to the nut and not the bolt. This will reduce
rotation of the bolt in the hole and reduce wear.
If special adapters are used which will change the effective length of the torque
wrench, the final torque indication or wrench setting must be adjusted accordingly.
Determine the torque wrench indication or setting with adapter installed as shown in figure
below.

20-10
TORQUE DATA – MAINTENANCE PRACTICES
Figure 1. - Torque wrench with various adapters

20-10
Torque Values
Bolts used in aircraft structures are compliant with AN and ISO metric specifications.
Standard torque values for nut and bolt combination are given in following table, if not
otherwise specified in the Maintenance Manual procedures.
Torque values are expressed in Nm: conversion factors and tables are reported on Chapter 02.
AN Threads
Thread Torque Value

10-32 (AN3 series) 3 Nm
1/4-28 (AN4 series) 10 Nm
5/16-24 (AN5 series) 16 Nm
7/16-20 (AN7 series) 57 Nm
9/16-18 (AN9 series) 113 Nm
5/8-18 (AN10 series) 147 Nm
ISO Metric Threads
Thread Torque Value

M4 Series 3.1 Nm
M5 Series 6 Nm
M6 Series 10.4 Nm
M8 Series 24.6 Nm
M10 Series 50.1 Nm

20-10
20-20 CABLES TENSION
Following table addresses the control cables tension values. Tension values are expressed in
decanewton: conversion factors are reported on Chapter 02.
Control line Tension

Rudder control cables 44 ± 4 lbs
Ailerons control cables 44 ± 4 lbs

20-20
CABLE TENSION – MAINTENANCE PRACTICES
20-30 CONTROL CABLES
Inspection Technique
Aircraft control cable systems are subject to a variety of environmental conditions and forms
of deterioration that, with time, may be easy to recognize as wire/strand breakage or the not
so-readily visible types of wear, corrosion, and/or distortion. The following data may help in
detecting the presence of these conditions.
Cable damage
Critical areas for wire breakage are sections for the cables which pass through fairleads and
around pulleys. To inspect each section which passes over a pulley or through a fairlead,
remove cable for broken wires by passing a cloth along length of cable. This will clean the
cable for a visual inspection, and detect broken wires, if the cloth snags on cable. When snags
are found, closely examine cable to determine full extent of damage.
The absence of snags is not positive evidence that broken wires do not exist. The figure below
view A shows a cable with broken wires that were not detected by wiping, but were found
during a visual inspection. The damage became readily apparent (View B) when the cable was
removed and bent using the techniques depicted in View C.

20-30
CONTROL CABLES – MAINTENANCE PRACTICES
Figure 1. - Control cable inspection technique

20-30
External wear patterns
Wear will normally extend along cable equal to the distance cable moves at location. Wear
may occur on one side of the cable only or on its entire circumference. Replace flexible and
non-flexible cables when individual wires in each strand appear to blend together (outer wires
worn 40-50%) as depicted in in the figure below.
Internal cable wear
As wear is taking place on the exterior surface of a cable, the same condition is taking place
internally, particularly in the section of the cable which pass over pulleys and quadrants. This
condition, shown in Figure 3, is not easily detected unless the strands of cable are separated.
Wear of this type is a result of the relative motion between inner wire surfaces. Under certain
condition the rate of this type wear can be greater than that occurring on the surface. The
figures below are indicative.
Figure 2. - External cables wear

20-30
Figure 3. - Internal cables wear
Cable fittings
100 hours standard inspection: check swaged terminal reference marks for any indication of
cable slippage within fitting. Inspect fitting assembly for distortion and/or broken strands at
the terminal. Check that all bearings and swivel fittings (bolted or pinned) pivot freely to
prevent binding and subsequent failure. Check turnbuckles for proper thread exposure and
broken or missing safety wires/clips. Pay particular attention to corrosion and “pitting” on
cable terminals, turnbuckles and cable fittings. Any corrosion or pitting found, requires
replacement of the corroded fitting and/or cable.
100 hours special inspection: for aircraft 15 years old or older, using a 10X magnifier,
visually inspect the entire surface of each cable terminal, turnbuckle, or other cable fitting for
corrosion or cracking. Inspect under safety wire or clips wrapped around the cable or fitting.
Any evidence of corrosion or cracking, however minute, is cause for replacement. A logbook
entry documenting the replacement of a cable terminal, turnbuckle, or other cable fitting
relieves the inspection requirement for that fitting only, until such time as that fitting has been
in service for 15 years.

20-30
Pulleys
Inspect pulleys for roughness, sharp edges, and presence of foreign material embedded in the
grooves. Examine pulley bearings to assure proper lubrication, smooth rotation, freedom from
flat spots, dirt, and paint spray. Periodically rotate pulleys, which turn through a small arc, to
provide a new bearing surface for the cable. Maintain pulleys alignment to prevent the cable
from riding on flanges and chafing against guards, covers, or adjacent structure. Check all
pulley brackets and guards for damage, alignment and security.
Pulley wear patterns
Various cable system malfunctions may be detected by analyzing pulley conditions. These
include such discrepancies as too much tension, misalignment, pulley bearing problems, and
size mismatches between cables and pulleys. Examples of these conditions are shown in the
figure below.
Figure 4. – Pulley wear patterns

20-30
20-40 SAFETYING – MAINTENANCE PRACTICES
General
Safety locking allows for securing by various means any nut, bolt, turnbuckle etc. on the
aircraft so that vibration will not cause it to loosen during operation.
When applied, it prevents the disengagement of screws, nuts, bolts, snap rings, oil caps, drain
cocks, valves, and parts.
Specific data for other types of safety locking are described in the individual maintenance
practices.
Three basic methods are used in safetying; safety-wire, cotter pins, and self-locking nuts.
Wire, either soft brass or steel is often used on control cable turnbuckles and engine
accessory attaching bolts.
Cotter pins are used on any point where a turning or actuating movement takes place.
Self-locking nuts are used in applications where they will not be removed often. Repeated
removal and installation will cause the self-locking nut to lose its locking feature.
They should be replaced when removed.

02-40
SAFETYING – MAINTENANCE PRACTICES
Installation of Safety Wiring
General
When you remove a component always remember the size and type of wire used and the
method of locking used for assembly.
There are two methods of safety wiring; the double-twist method (that is most commonly
used) and the single-wire method used on screws, bolts, and/or nuts in a closely spaced or
closed-geometrical pattern such as a triangle, square, rectangle, or circle.
The single-wire method may also be used on parts in electrical systems and in places that are
difficult to reach. (See figures below.)
Figure 5. - Safety wiring: securing screws, nuts, bolts, and snap rings

02-40
Figure 6. – Safety wiring twisting by hand
When using double-twist method of safety wiring, apply following guidelines:
 .032 inch minimum diameter wire should be used on parts that have a hole diameter larger
than .045 inch.

 Safety wire of .020 inch diameter (double strand) may be used on parts having a nominal hole
diameter between .045 and .062 inch with a spacing between parts of less than 2 inches.

 When using the single-wire method, the largest size wire that the hole will accommodate
should be used.

 Copper wire (.020 inch diameter), aluminium wire (.031 inch diameter), or other similar wire
called for in specific technical orders, should be used as seals on equipment such as first-aid
kits, portable fire extinguishers, or emergency valves.

A secure seal indicates that the component has not been opened. Some emergency
devices require installation of brass or soft copper shear safety wire. Particular
care should be exercised to ensure that the use of safety wire will not prevent
emergency operation of the devices.

02-40
There are many combinations of safety wiring with certain basic rules common to all
applications. These rules are as follows.
 Remove all pieces of the old lockwire from the component
 Use only new lockwire, never use lockwire more than once or damaged
 Do not drill additional safety wire holes
 When bolts, screws, or other parts are closely grouped, it is more convenient to safety
wire them in series.
 Drilled boltheads and screws need not be safety wired if installed with self-locking nuts.
 Safety wire must never be overstressed. Safety wire will break under vibrations if
twisted too tightly. Safety wire must be pulled taut when being twisted, and maintain a
light tension when secured. (See Figure 3.)
 Safety-wire ends must be bent under and inward toward the part to avoid sharp or
projecting ends, which might present a safety hazard.
 Check the units to be safety wired to make sure that they have been correctly torqued,
and that the wiring holes are properly aligned to each other. When there are two or more
units, it is desirable that the holes in the units be aligned to each other. Never
Overtorque or loosen to obtain proper alignment of the holes. It should be possible to
align the wiring holes when the bolts are torqued within the specified limits. However,
if it is impossible to obtain a proper alignment of the holes without undertorquing or
overtorquing, try another bolt which will permit proper alignment within the specified
torque limits.
 Never twist the wire ends off with pliers; and, when cutting off ends, leave at least four
to six complete turns (1/2 to 5/8 inch long) after the loop. When removing safety wire,
never twist the wire off with pliers. Cut the safety wire close to the hole, exercising
caution.
 Install safety wire where practicable with the wire positioned around the head of the
bolt, screw, or nut, and twisted in such a manner that the loop of the wire fits closely to
the contour of the unit being safety wired.
 When securing caps and drain cocks, the safety wire should be anchored to an adjacent
fillister-head screw (see Figure below). This method of safety wiring is applied to
wingnuts, filler plugs, single-drilled head bolts, fillister-head screws, etc.; which are
safety wired individually.

02-40
Figure 7. - Securing caps, drain cocks, valves
Although there are several safety wiring techniques used to secure aircraft hardware,
practically all are derived from the basic examples shown in figures below.

02-40
Figure 8 - Safety-wiring procedures (1/3)

02-40
Figure 9. - Safety-wiring procedures (2/3)

02-40
Figure 10. - Safety-wiring procedures (3/3)

02-40
Securing With Cotter Pins
Cotter pins are used to secure such items as bolts, screws, pins, and shafts. The diameter of
the cotter pins selected for any application should be the largest size that will fit consistent
with the diameter of the cotter pin hole and/or the slots in the nut. Cotter pins must not be
reused on aircraft.
In using the method of cotter pin safetying, as shown in Figures below, ensure the prong, bent
over the bolt, is seated firmly against the bolt shank, and does not exceed bolt diameter. Also,
when the prong is bent over the nut, ensure the bent prong is down and firmly flat against the
nut and does not contact the surface of the washer.
Figure 11. – Securing with cotter pins
Figure 12. – Alternate method for securing with cotter pins

02-40
Turnebuckles
All turnbuckles must be safetied with safety wire using either the double or single-wrap
method herein shown, or with any appropriately approved special safetying device complying
with the requirements of FAA Technical Standard Order TSO-C21.
Do not reuse safety wire.
Before securing turnbuckles, threaded terminals should be screwed into the turnbuckle barrel
until no more than three threads of either terminal are outside the barrel. After that, the
turnbuckle has been adjusted for proper cable tension.
All lock wire used in the safetying of turnbuckles should be carbon steel, corrosion- resistant
steel, nickel-chromium iron alloy (inconel), nickel-copper alloy (monel) or aluminium alloy.
For safety cable diameter of safety wire size and material, refer to the table below (dimension
in inches):

02-40
02-40
More than a satisfactory method for turnbuckle safetying can be adopted: hereinafter are reports the
common ones.
Figure 13 - Safetying turnbuckles: acceptable methods

02-40
Double-wrap method
The method of double-wrap safetying is shown on fig. 14, methods A and B, and uses
two separate lengths of wire.
Procedure
 Run one end of the wire through the hole in the barrel of the turnbuckle and bend the
ends of the wire toward opposite ends of the turnbuckle.
 Pass the second length of the wire into the hole in the barrel and bend the ends along
the barrel on the side opposite the first. Spiral the two wires in opposite directions
around the barrel to cross each other twice between the center hole and the ends.
 Then pass the wires at the end of the turnbuckle in opposite directions through the
hole in the turnbuckle eyes or between the jaws of the turnbuckle fork, as applicable,
laying one wire along the barrel and wrapping the other at least four times around the
shank of the turnbuckle and binding the laid wires in place before cutting the wrapped
wire off.
 Wrap the remaining length of safety wire at least four turns around the shank and cut it
off. Repeat the procedure at the opposite end of the turnbuckle.
 When a swaged terminal is being safetied, pass the ends of both wires through the hole
provided in the terminal for this purpose and wrap both ends around the shank as
previously described. If the hole is not large enough to allow passage of both wires,
pass the wire through the hole and loop it over the free end of the other wire, and then
wrap both ends around the shank as previously described.

02-40
Another satisfactory double-wrap method is similar to the previous method, except that the
spiraling of the wires is omitted as shown on fig. 14, method B.
Single-wrap method
The single-wrap methods are described on fig 14, methods C and D.
Method C procedure
 Pass a single length of wire through the cable eye or fork, or through the hole in the
swaged terminal at either end of the turnbuckle assembly.
 Spiral each of the wire ends in opposite directions around the first half of the
turnbuckle barrel, so as to cross each other twice.
 Thread both wire ends through the hole in the middle of the barrel so that the third
crossing of wire ends is in the hole, again, spiral the two wire ends in opposite
directions around the remaining half of the turnbuckle, crossing them twice.
 Then, pass one wire end through the cable eye or fork, or through the hole in the
swaged terminals, in the manner previously described.
Wrap both wire ends around the shank for at least four turns each, cutting off excess wire.
Method D procedure
 Pass one length of wire through the center hole of the turnbuckle and bend the wire
ends toward opposite ends of the turnbuckle.
 Then pass each wire end through the cable eye or fork, or through the hole in the
swaged terminal, and wrap each wire around the shank for at least four turns, cutting
off excess wire.
 After safetying, no more than three threads of the turnbuckle threaded terminal should
be exposed.

02-40

02-40

02-40
Chapter
21
Heating and ventilation


CHAPTER 21
LOEP

LOEP

21 LOEP

21 LOEP
CHAPTER 21
TABLE OF CONTENTS
21-10 CABIN HEATING ................................................................................................................ 1

DESCRIPTION AND OPERATION.............................................................................................................. 1
TROUBLESHOOTING ........................................................................................................................... 100
1. CABIN HEATING AND DEFROST SYSTEM OPERATIONAL TEST ................................................... 201
2. CABIN HEAT AND DEFROST VALVES CONTROL CABLE RIGGING ............................................... 201
3. HOT AIR VALVES REPLACEMENT .............................................................................................. 202
4. HOT AIR VALVES CONTROL CABLE REPLACEMENT ................................................................... 204
21-20 VENTILATION .................................................................................................................... 1

21 TOC
21-10 CABIN HEATING
DESCRIPTION AND OPERATION
The cabin heating system conveys the hot air drawn from the engine heat
exchanger as shown in figure below.
Figure 1. - Hot air system

21-10
CABIN HEATING – DESCRIPTION AND OPERATION
Number Description
1 Ram Inlet
2 Heat exchanger
3 Air box
4 Carburettor
5 Cabin heating valve
6 Air vent (windshield)
7 Air vent (floor)
8 Cabin heating command
9 Carb. Heat command
10 „T‟ air vent
The cold air is introduced in the system through an air inlet (Item no. 1 Figure. 1). Cold air is
heated between the heat exchanger (item 2) located on engine muffler. Heated air is directed
toward two ways:
1. Carburetor heat (item 4), through the air-box (item 3);

2. Defrost/Cabin heat through an hot air valve (item 5; Figure . 4) that open (or close) the air
flow to windshield defrost (item 6) and to cabin heat (item 7).
Both systems are operable from the instruments panel, carburettor heat command lever
(Figure 2.) is located in the central side of the instruments panel, near the throttle lever; cabin
heat/defrost knob (Figure 3.) is located in the right lower side of instrument panel.

21-10
Figure 2. - Carb. Heat command lever Figure 3. - Cabin Heat/Defrost command knob

21-10
Figure 4. – Cabin heat valve
Figure 5. - Hot air valve

21-10
Figure 6. - Cold air access to carburettors

21-10
NTENTIONALLY LEFT BLANK

21-10
TROUBLESHOOTING
The following troubleshooting steps are provided to augment specific system information
found in this manual about the cabin heating system.
ATA 21-10 Troubleshooting
Trouble Likely cause Action required
Control cable disconnected Check control cable

Cabin heat: loss of hot air rigging
flow Hot air valves seized Repair/replace valve
Hot air hoses disconnected Inspect hoses routing
Defrost valve Repair/replace valve
Defrost does not work seized/broken
Control cable disconnected Check control cable
rigging

21-10
CABIN HEATING – TROUBLESHOOTING
This Chapter contains the following maintenance tasks description:
Cabin heating and defrost system operational test

Cabin heat valves control cable rigging
Hot air valves replacement
Hot air valves control cable replacement
Heating and defrost system are managed by the same equipment.

21-10
CABIN HEATING – MAINTENANCE PRACTICE
1. CABIN HEATING AND DEFROST SYSTEM OPERATIONAL TEST
The cabin heating and defrost systems should be tested during a flight test to verify the correct
operation.
Step Additional info &

Task description
no. References
1 Leveling the aircraft to cruise speed;
2 Verify that the cabin heat/defrost knob is PUSHED Refer to Figure 3
3 Make sure that hot air diffuser are free from obstruction
4 PULL cabin heat/defrost control knobs Refer to Figure 3
5 Verify the hot air flow from air diffusers
6 PUSH cabin heat knob: verify no air flows
2. CABIN HEAT AND DEFROST VALVES CONTROL CABLE RIGGING
This operation must be done for LH and RH hot air valves.

Task description
no. References
1 Remove upper and lower engine cowling
2 Make sure that the hot air knob are in closed position Refer to Figure 7
3 Attach Bowden cable to hot air valve with spring full Refer to Figure 8
pressed
4 Pull hot air knob Refer to Figure 9
5 Verify that the hot air valve are in open position Refer to Figure 10
6 Push hot air knob and verify that hot air valve are in Refer to Figure 8
closed position
7 Reinstall upper and lower engine cowling

21-10
3. HOT AIR VALVES REPLACEMENT
The following procedure applies to both LH and RH defrost valves.

Task description
no. References
2 Unscrew cabin heat valve control cable and remove Refer to Figure 11
Bowden (and sheat) from Bowden stop on valve
3 Remove hot conduit from valve Refer to Figure 14
4 Unscrew the bolt that attach valve to firewall Refer to Figure 15
5 Remove hot valve
6 Reverse these step to install a new one, then apply hot
cabin heat rigging procedure
Figure 7 - Hot air valve Figure 8 - Hot air valve fixing bolts

21-10
Figure 9 - Hot air knob in off position Figure 10 - Hot air valve in close position
Figure 11 - Hot air knob in on position Figure 12 - Hot air valve in open position

21-10
4. HOT AIR VALVES CONTROL CABLE REPLACEMENT

Task description
no. References
2 Unscrew cabin heat valve control cable Refer to Figure 11.
3 Pull out cabin heat knob from its housing Refer to Figure 12.
4 Unscrew cabin heat lever head Refer to Figure 13.
5 Remove Bowden (if necessary) and replace Refer to Figure 13.
6 Reinstall cabin heat control knob to its location Refer to Figure 12.
7 Apply cabin heat control valve rigging procedure

21-10
Figure 13. - Hot air valve/command cable Figure 14. - Hot air knob housing
fitting
Figure 15. - Hot air knob assy

21-10

21-10
21-20 VENTILATION
The ventilation air system is composed by two ram air diffusers located to left and right side
of instruments panel.
5
4
1
2
3
Figure 16 - Ventilation system
The external cold air is caught by the Naca intake access point (item no 1 - Figure 16) and can
be used for internal ventilation if the diffusers are open.
The cold air diffuser can be opened by pressing on his push point as indicated in the
followings pictures:

21-20
VENTILATION – DESCRIPTION AND OPERATION
Figure 17 – Pushing point Figure 18 – Diffuser in open position
Figure 19 - Naca intake access point

21-20
VENTILATION – DESCRIPTION AND OPERATION
TROUBLESHOOTING
found in this manual about the ventilation system .
LH or RH cabin Air hoses disconnected Inspect hoses routing

ventilation: loss of air flow

21-20
VENTILATION – TROUBLESHOOTING
 Cold air diffuser replacement
The following procedure applies to both LH and RH diffusers.
Additional info &

Step no. Task description
References
You can easily access the
Remove serflex clamp and disconnect air hose from
1. hose from the bottom of the
the rear of diffuser;
instrument panel.
Strongly push diffuser
2. Unthread diffuser from its seat;
inward from its rear .
3. Replace diffuser if necessary;
Note tongues on diffuser‟s
4. Place the new/overhauled unit into seat; outer surface: push diffuser
until you hear “click”.
Connect air hose to diffuser and fasten it by serflex
5.
clamp.

21-20
VENTILATION – MAINTENANCE PRATICE

21-20
VENTILATION – MAINTENANCE PRATICE
Chapter
23
Communications


CHAPTER 23
LOEP

LOEP


23 LOEP
CHAPTER 23
TABLE OF CONTENTS
23-10 COMM 1 AND 2 ................................................................................................................ 1

COMM 1 ................................................................................................................................................ 1
Garmin GNS 430W ................................................................................................................................. 1
Garmin GNS 530W ................................................................................................................................. 2
Garmin GMA 340 ................................................................................................................................... 3
COMM 2 ................................................................................................................................................ 4
Garmin Apollo SL30/SL40 ....................................................................................................................... 4
Antennas ............................................................................................................................................... 7
1. GNS 430W / 530W unit removal/installation ............................................................................... 201
2. GNS 430W / 530W periodic maintenance .................................................................................... 202
3. GMA 340 unit removal/installation ............................................................................................. 203
4. GMA 340 periodic maintenance ................................................................................................... 204
5. SL30 / SL40 unit removal/installation .......................................................................................... 205
6. SL30 / SL 40 periodic maintenance ............................................................................................... 206
7. COMM antenna removal/installation .......................................................................................... 207

23 TOC
23-10 COMM 1 AND 2
COMM 1
Garmin GNS 430W
The standard equipment Garmin GNS 430W provides a communications transceiver

tuning from 118.00 to 136.975 MHz in 25 kHZ or 8.33 kHZ increments.
Figure 1: GNS 430W front panel
Additionally, the same equipment provides also following navigations functions:
• Position and velocity determination using signals transmitted by Global Positioning System
(GPS) Satellites.
• Display of the stored navigation and map database for use by the pilot/flight crew.
• Area navigation functions using the determined position/velocity and stored navigation data.
• Approach navigation functions including WAAS precision approaches and the associated
database.
• Interfacing with other flight instruments such as autopilot, CDI/HIS (including OBS),
indicators,
• The VOR/ILS localizer receiver tuning from 108.00 to 117.95 MHz in 50 kHZ increments.

23-10
COMM 1 AND 2 – DESCRIPTION AND OPERATION
• The ILS glideslope receiver tuning from 328.6 to 335.4 MHz as paired with the frequency
tuned on the VOR / ILS localizer receiver.
• VOR audio Morse code identifier output.
• Remote DME channeling.
The unit features a 240 by 128 pixel color LCD and two removable data cards, one with a
Jeppesen database (to be inserted in the left card slot), and the second being a terrain database
(to be inserted in the right card slot).
Garmin GNS 530W
Garmin GNS 530W provides the same functions but with a greater screen dimension.
Figure 2: GNS 530W front panel

23-10
Garmin GMA 340
Garmin GMA340 is the audio management device used on P2002JF. The audio panel handles
internal audio communications (INTERCOM), external audio communications, those related
to the markers during ILS approaches and, eventually, those related to the on board musical
entertainment (compact disc devices etc).
Audio panel features LED-illuminated push button controls that allow audio selection of both
NAV and Comm audio. Large buttons activate the Comm microphone and audios to simplify
cockpit workload. MASQ processing reduces ambient noise from the avionics inputs. Comm
transmit indication is also provided. Speaker selection is available to monitor the aircraft
radios.
Figure 3: GMA340 front panel
Each microphone input (4 sockets are available for all airplane occupants – pilots and
passengers) has a dedicated VOX circuit to ensure that only the active microphone is heard
when squelch is broken. Special cabin noise de-emphasis circuitry enhances cockpit
communications.
A fail safe circuit connects the pilot’s left headset channel and microphone directly to COM 1
in the event of power loss or interruption.
The speaker (optional) is located on the pilot side lower panel:

23-10
Figure 4 - Speaker location (optional)
COMM 2
Garmin Apollo SL30/SL40
The optional COMM/NAV 2 equipment is the Garmin Apollo SL30 which includes a 760-
channel VHF Comm transceiver and 200-channel VOR/LOC/GS navigation.
Figure 5a: SL30 front panel
The Garmin SL 40 VHF COM is only COM Radio equipment.
Figure 5b: SL40 front panel

23-10
Figure 6. - Control Description SL 30
The COMM radio features are the following:
• 760 communications channels

• Frequency range 118 to 136.975 MHz
• Active and standby flip/flop frequencies
• Volume control
• Tunes to National Weather Service broadcasts
• Transmit status indicator
• Frequency monitor function (listens to standby while monitoring active)
• Emergency channel menu
• Squelch test function
• Stuck Mic time-out
• 12 watt audio amplifier
• Includes two-place VOX intercom
The NAV radio features are the following:
 200 channel Nav with solid state DSP technology

 VOR/Localizer and Glideslope receivers
 Built-in VOR/Localizer converter
 Fequency range: VOR 108.00 – 117.95 MHz
Localizer 108.00 – 111.95 MHz
Glideslope 328.60 – 335.40 MHz
 Digitally decoded OBS setting
 Manual selection of back course approach
 Automatic display of station ID by decoding Morse code

23-10
 Interfaces to most CDI (w/resolver), HSI, and autopilot systems
 VOR receiver displays To or From radial of the active channel
 VOR monitor displays From radial of the standby channel
 Back course annunciator output
 LOC enable annunciator output
 Internal RF diplexor
 Active and standby flip/flop frequencies
 DME tuning and data display
SL30/SL40 is installed on the central instruments panel area, within easy view and reach of
the pilot, by means of a mounting frame for ease of installation, connections and service of
the unit.
Figure 7. - Control Description SL 40

23-10
The SL 40 Radio COMM features are the following:
 760 Communication Channel

 Frequency Range: 118 to 136.975 MHz
 Volume Control
 16-Character High-Intensity Alphanumeric Led Display
 Automatic Display Intensity Control
 Backlit Keypad Control
 Transmit Status Indicator
 2x8 Frequency Memory and Recall
 Frequency Monitor Function
 Voice Monitor Function
 Voice Activated Intercom
 Dedicate Emergency Channel Selector
 Upgradeable to Include GPS Option
 Upgradeable to Include GPS Option
 Squelch Test Function
 Stuck Mic Time-Out – 35 seconds
Antennas
Item P/n Description

1 CI – 138C Antenna VOR – (fig 7)
2 CI - 291 (11- Antenna COMM 1
17991)
3 GA 35 Antenna GPS - ( it’s located under instrument panel cover, fig. 6 )
4 CI105 Antenna Transponder (fig 5)
5 010-10175-00 Antenna Marker Beacon – (fig 5, fig 8)
6 KA44B Antenna ADF – (fig 5)
7 177B Antenna COMM 2
7B C292 - 2 Antenna COMM 2 ( when MOD 2002/222 is installed)
8 ME 406 Antenna ELT (fig 9) - (it’s located under the fairing)

23-10
Figure 8. – Antennas

23-10
Marker Beacon
Figure 6 – Antenna GPS Figure 7 – Antenna VOR
Figure 9. - Antennas: ADF – Marker Beacon – Transponder

23-10
TROUBLESHOOTING
Following table provides information to assist troubleshooting if problems occur on GNS

550W unit installation on P2002 JF.
The applicable CMM contains other troubleshooting and testing procedures dedicated to the
applicable unit and based on the fault messages displayed.
ATA 23.10 GNS 430W / 530W Troubleshooting

The unit does not power The unit is not getting Make sure power is
on. power to the main connected to the main
connector. connector
Check circuit breakers and
avionics switch.
The unit does not transmit. Antenna disconnected Check antenna connection
Antenna wiring defective Test wiring
PTT switch failure Replace PTT switch
PTT circuit defective Test PTT switch wiring
MIC failure Replace MIC
MIC circuit defective Test MIC switch wiring
Unit defective Replace/overhaul unit
Following table provides information to assist troubleshooting if problems occur on GMA

340 Audio Panel unit.
ATA 23-10 GMA 340 Troubleshooting

The unit does not power The unit is not getting Check power connections,
on. power. breakers and avionics
switch
Faulty electrical wiring Check wiring

23 – 10
COMM 1 and 2 – TROUBLESHOOTING
Following table provides information to assist troubleshooting if problems occur on
SL30/SL40 unit.
ATA 23-10 SL30/SL40 Troubleshooting

switch
The SL30 does not The TxKey input is not Checks the TxKey (mic
transmit. being pulled low. key) input, pulled low for
transmit.
A weather channel is Select a different

selected. frequency, the unit will not
transmit on a weather
channel.
The input voltage is too Check input supply voltage

low. (> 9 volts DC required)
Antenna disconnected Check antenna connection
Antenna wiring defective Test wiring
PTT switch failure Replace PTT switch
PTT circuit defective Test PTT switch wiring
MIC failure Replace MIC
MIC circuit defective Test MIC switch wiring

23 – 10
COMM 1 and 2 – TROUBLESHOOTING
 GNS 430W/530W unit removal/installation

 GNS 430W/530W periodic maintenance
 GMA 340 unit removal/installation
 GMA 340 periodic maintenance
 SL30/SL40 unit/removal/installation
 SL30/SL40 maintenance
 COMM antenna removal/installation

23 – 10
COMM 1 and 2 – MANTEINANCE PRACTICE
1. GNS 430W / 530W unit removal/installation

no. Task description
References
1. Make sure Master Switch is set to OFF
2. Insert the 3/32-inch hex drive tool into the access The application of hex drive tool
hole on the unit face and rotate counterclockwise torque exceeding 15 in-lbs can
until the unit is forced out about 3/8 inches and damage the locking mechanism.
can be freely pulled from the rack.
3. Remove the unit unplugging the connectors
4. Put in position the new/overhauled unit plugging Verify on the unit that all screws
the connectors are secure and in place.
2. Verify that the display face is
clean.
3. Verify that external surfaces
have no dents, scratches, etc.
4. Inspect for broken or bent pins
on external connectors.
5. Inspect wires and cables for
breaks in insulation or tears.
5. Slide the unit into the rack straight in until it It may be necessary to insert the
stops, about 1 inch short of the final positison. hex drive tool into the access hole
and rotate the mechanism 90°
counterclockwise to insure correct
position prior to placing the unit
in the rack.
6. Insert a 3/32-inch hex drive tool into the access
hole at the bottom of the unit face.
7. Rotate the hex tool clockwise while pressing on
the left side of the bezel until the unit is firmly
seated in the rack.
8. Perform functional check See CMM post installation check-
out

23 – 10
2. GNS 430W / 530W periodic maintenance
Repair of the unit is on condition of failure. There are no periodic maintenance requirements
or scheduled equipment calibration. At regular intervals the following can be performed:
Cleaning
The front bezel, keypad, and display can be cleaned with a soft cotton cloth dampened with
clean water. DO NOT use any chemical cleaning agents. Care should be taken to avoid
scratching the surface of the display.
Battery Replacement
The 430W unit includes an internal battery that will last 5 to 8 years. The battery is used for
internal time clock and GPS system information. Regular planned replacement is not
necessary. The 430W unit will display a “Low Battery” and “Unit Needs Service” message
when replacement is required. Once the low battery message is displayed, the battery should
be replaced within 1 to 2 months.
If the battery is not replaced and becomes totally discharged, the 430W unit will remain fully
operational, but the GPS signal acquisition time will be increased. There is no loss of function
or accuracy of the 400W Series unit with a dead battery.
The battery is not user replaceable.

23 – 10
3. GMA 340 unit removal/installation

Task description
no. References

2. Screw counter-clockwise with the 3/32" hex The unit will begin to pull away
driver to unscrew the cam lock mechanism. from the mounting tube.
3. With the cam lock fully disengaged, pull the unit
straight out holding onto the sides of the bezel.
4. Unplug the connectors
5. Put in position the new/overhauled unit plugging Verify that the display face is clean.
the electrical connectors Verify that external surfaces have
no dents, scratches, etc.
Inspect for broken or bent pins on
external connectors.
Inspect wires and cables for breaks
in insulation or tears.
6. Plug electrical connectors
7. Position the cam lock fully unscrewed (turned
counter-clockwise).
8. Slide the unit into the rack until jack screw
makes contact with the receptacle located in the
back plate
9. Turn (clockwise) and carefully hand-tighten (4 Using a larger tool than the one
in-lb max.) the cam lock mechanism using only prescribed makes it easy to exceed
the 3/32" hex driver the allowable torque on the cam
lock resulting in damage to the unit.
The unit will be pulled into the
frame securing the unit and the
connectors.
Do NOT overtighten.
10. Perform functional check See CMM post installation check-
out

23 – 10
4. GMA 340 periodic maintenance
The GMA 340 unit is designed to not require any regular general maintenance.

23 – 10
5. SL30 / SL40 unit removal/installation
Additional info &

References
2. Screw counter-clockwise with the 3/32" hex The unit will begin to pull away
driver to unscrew the cam lock mechanism. from the mounting tube.
3. Do not exert excessive turning
Turn the screw until slight resistance is felt and force at the end of the cam lock
then pull the unit from the frame. travel or the unit may be
damaged.
4. With the cam lock fully disengaged, pull the It is not recommended that you
unit straight out holding onto the sides of the pull the unit out by the rotary
bezel. knobs.
6. Verify that the display face is
clean.
Verify that external surfaces have
Put in position the new/overhauled unit no dents, scratches, etc.
plugging the electrical connectors Inspect for broken or bent pins on
external connectors.
Inspect wires and cables for
counter-clockwise).
9. Slide the unit into the frame.

23 – 10
10. Using a larger tool than the one
prescribed makes it easy to exceed
the allowable torque on the cam
lock resulting in damage to the
unit. The unit will be pulled into
the frame securing the unit and
Turn (clockwise) and carefully hand-tighten (4 the connectors.
in-lb max.) the cam lock mechanism using only Do NOT overtighten. The back of
the 3/32" hex driver the bezel must be flush to the
mounting tube. If the cam lock is
hard to turn or the unit does not
seat fully, the unit is probably
binding and the mounting tube
should be checked.
11. See CMM post installation check-

Perform functional check
out
6. SL30 / SL 40 periodic maintenance
The SL30 unit is designed to not require any regular general maintenance.
Cleaning the front panel
The front bezel, keypad, and display can be cleaned with a soft cotton cloth dampened with
clean water. DO NOT use any chemical cleaning agents. Care should be taken to avoid
scratching the surface of the display.

23 – 10
7. COMM antenna removal/installation

Task description
no. References
3. Cut sealant in correspondence of the antenna base Refer to fig 8
4. Disconnect antenna cable Refer to fig 8
5. Loosen nuts and remove washers
6. Put the antenna clear of the fuselage skin
7. Make sure that the internal skin surface is not Remove any interior paint in
painted in correspondence of the fixing bolts the area where the fixing
nuts and washers are
placed to assure a good
ground.
8. Put in position the new/repaired antenna with the
cork gasket
9. Tighten fixing nuts with washers as per standard See standard torque values
values as addressed on Chapter 20
10. Connect antenna cable Refer to fig 8
11. Perform COMM 1 antenna functional test
12. Apply sealant in correspondence of the antenna Apply multipurpose sealant
base type 1. See Chapter 51
ANTENNA
AIRCRAFT FUSELAGE
CORK
FITTINGS
ANTENNA CABLE
Figure 10. - Comm Antenna

23 – 10

23 – 10

23 – 10
Chapter
24
Electrical system


CHAPTER 24
LOEP

LOEP

24 LOEP

24 LOEP
CHAPTER 24
TABLE OF CONTENTS
24-00 GENERAL .......................................................................................................................... 1

24-10 POWER GENERATION ....................................................................................................... 1
Generators............................................................................................................................................. 1
Battery ................................................................................................................................................... 2
External power source ........................................................................................................................... 3
Voltmeter and Ammeter ........................................................................................................................ 3
1. MAINTENANCE PRACTICES: GENERAL RULES ............................................................................... 201
2. GENERATOR REMOVAL AND INSTALLATION ................................................................................ 202
3. BATTERY REMOVAL AND INSTALLATION ...................................................................................... 202
4. BATTERY SERVICING .................................................................................................................... 202
5. BATTERY CAPACITY TEST .............................................................................................................. 206
6. VOLTMETER/AMMETER REPLACEMENT ...................................................................................... 207
24-20 POWER DISTRIBUTION ...................................................................................................... 1

1. MASTER SWITCH RELAYS REPLACEMENT ..................................................................................... 201
2. STARTER RELAY REPLACEMENT .................................................................................................... 203
3. GENERATOR REGULATOR REPLACEMENT .................................................................................... 205
4. OVERVOLTAGE RELAY TEST .......................................................................................................... 207

24 LOEP
24-00 GENERAL
Primary DC power is provided by an engine-driven generator ( 20-Amps or 40-Amps) which,

during normal operations, recharges the battery.
“The generators do not operate in parallel since if the 20-Amps one is enable, the external
one will not be installed. If the 40-Amps generator is installed the 20-Amps one will be
disabled”.
Secondary DC power is provided by a battery (GILL G25) which provides the energy
necessary for feeding the essential electrical loads in the event of a generator failure. For
ground maintenance and/or starting, an external power socket is provided.
12V electrical power socket IS installed on the instrument panel.
Electrical power is distributed through:
 battery bus;
 avionics bus (optional).
Electrical wiring diagrams are addressed on Chapter 92.

24-10
GENERAL
IINTENTIONALLY LEFT BLANK

24-10
GENERAL
24-10 POWER GENERATION
Generators
1. Built-in generator
2. External generator
Main features:
maximum power output (W) 250 @ 5800rpm

nominal voltage (V) 14±0.3
current limit (A) 28
maximum current output (A) 20
operational temperature range (°C) - 25 ÷ 90
The generator is provided with an external solid state electronic full-wave rectifier/regulator.
The current vs rpm chart is shown below:
Figure 1. - Generator Features

24-10
POWER GENERATION – DESCRIPTION AND OPERATION
The 20 Amps generator is built in the Rotax 912S engine and its weight is already included in
the engine empty weight.
A generator failure occurrence is shown on the upper/central panel by the lighting of an amber
caution light:
Figure 2. - Generator failure light
Battery
A battery provides the secondary source of DC power.

Two different types of batteries can be installed, depending on the a/c configuration (VFR
DAY/NIGHT).
 The battery installed on VFR NIGHT configuration is lead type one ( GILL
TELEDYNE G25) 12V 18Ah in 1 hour.
 The battery installed on VFR DAY configuration is a lead type one ( FIAMM
BATTERY PRODUCTS) 12V 19Ah in 20 hours.
The battery is located in the tail cone, right side, wing/fuselage rear attachments zone, in a
dedicated box easily accessible through the inspection cap F9; the box is vented and drained
thorough two hoses in order to avoid likely toxic gasses or fluid accumulate in the aircraft and
damage the adjacent structures.
The battery is connected to the battery bus by a 50 Amp protection breaker.
Near the battery is located the battery relay. It is activated by the Master Switch located on the
lower side of the instrument panel (pilot side): when the switch is set to ON, a ground signal
is applied to energize the battery relay.
In the event of a generator failure, the battery can supply the essential electrical loads.

24-10
External power source
External 12V DC power can be connected to the airplane on ground through a special socket
on the right side of the airplane (cap 20).
To prevent the connection from being made with inverted polarity, the socket is designed in
such a way that, if incorrectly inserted, the connection to the system does not occur.
When DC external power is connected, the “ external power relay” automatically allows to
feed directly the battery bus.
Before external power is connected, Master Switch must be turned OFF; after connection of
external DC source, Master Switch can be turned in the ON position in order to recharge the
battery.
Voltmeter and Ammeter
The electrical system is equipped with a voltmeter located on the instrument panel, upper
right side; has a range of 8 to 16 Volt.
The battery charge/discharge current can be read on an ammeter located in the instruments
panel, lower right side.
Figure 3. – Voltmeter Figure 4. - AmMETER

24-10

24-10
TROUBLESHOOTING
The following troubleshooting instructions are provided to augment specific system

information found in this manual about the electrical generation system.

Generator replacement required.
For troubleshooting, removal and
installation, make reference to
the instructions addressed on
Generator fails
Rotax Installation Manual part
no. 898643, last issue and Heavy
GENERATOR caution Maintenance Manual part no.
light turned ON 899603 last issue, as applicable.
Generator wiring line short
Check wiring
circuit
Regulator fails Replace regulator
Switch fails Replace switch
External power off line External socket not well Insert correctly external power
connected socket
External power relay fails Replace relay
Battery has low capacity Battery is at end of life. Replace battery

Battery will not come up to Charging rate is Check and correct settings for
full charge. insufficient. appropriate battery recharge in
accordance with guidelines set in
CMM (TBP 1555 – last issue)
Battery will not hold Flight legs too short to Remove the battery from the
charge. charge the battery aircraft and recharge when
sufficiently necessary.
Standing too long (hot Remove battery from aircraft,
climate). check and replenish electrolyte
and recharge.
Short circuit; short to Check wiring and rest of

ground in wiring; or other electrical system. Correct
24-10
POWER GENERATION - TROUBLESHOOTING
electrical component problem; recharge battery.
problem
Loose connections; corrosion Clean and neutralize connections;
tighten all connections
Electrolyte on top of cells Remove battery from aircraft; clean
and battery box – caused by and neutralize the exterior of the
overfilling; high charge rates. battery and inside battery box with a
Could cause battery to solution of sodium bicarbonate
“bridge” across the terminals (baking soda). Wash with clean
– discharging battery in the water and dry thoroughly. Recharge
process. battery before placing in service.
Possible excessive use of Remove and recharge the battery;
starter and other electrical reduce equipment load.
equipment

24-10
POWER GENERATION - TROUBLESHOOTING
 Maintenance practices: general rules

 Generator removal and installation
 Battery removal and installation
 Battery servicing
 Battery capacity test
 Volt-meter Amp-meter replacement

24-10
POWER GENERATION – MAINTENANCE PRACTICE
1. MAINTENANCE PRACTICES: GENERAL RULES
This section provides safety precautions and general maintenance practices to be observed
when working on electrical or electronic systems and components.
1. Always ground the aircraft before working.

2. When working on electrical systems, make sure that the system is isolated: do
not operate on a system when it is activated unless otherwise specified.
3. Do not use the circuit breakers as ON/OFF switches unless otherwise specified.
4. Do not remove/install a component before checking that it is isolated.
5. Only use suitable insulated tools before testing operating systems.
6. Connectors must be protected from damage during maintenance: cap them with
dust covers.
7. If needed, renew wire markings: they have to be clearly identified.
Inspection and/or checking of the electrical system and components shall be conducted in
accordance with inspection intervals addressed on Chapter 05 and when a closed area is
opened for other maintenance purposes. Following inspections are applicable:
1. Check electrical wiring for chafing and cuts.
2. Check wire clamps and supports for security of installation.
3. Check wiring clearance from sharp metal edges.
4. Check electrical bonding for security of installation.
5. Check terminal connections and lugs for condition
6. Check electrical equipment for security of installation and condition, Check for
evidence of overheating.
Cleaning of electrical equipment to remove dust, dirt, and grime is strongly recommended.
Make reference to Chapter 92 for wiring maintenance instructions.

24-10
2. GENERATOR REMOVAL AND INSTALLATION
Make reference to the instructions addressed on Rotax Installation Manual part no. 898643,
last issue and Heavy Maintenance Manual part no.899603 last issue.
3. BATTERY REMOVAL AND INSTALLATION
Make reference to Chapter 12-60.
4. BATTERY SERVICING
Before performing battery servicing operation, apply following instructions:

24-10
Apply the following procedure for GILL G25 battery use and recharge:
Battery use and recharge Additional info &

Step no.
Task description References
1.
Check the voltage In open circuit mode
2. If the voltage is 10,60 (or higher) the battery is

proper charged and ready to install on aircraft
If the voltage is lower than 10,60 in one of the

following situations:
For battery recharge,

3. - Dry charge new battery 10-12 hours after
refer to step 4. Of
having filled up with acid
these table
- Battery already in use, which as remained
inactive for long time
For constant voltage charging procedure:
4. - Constant voltage range = 14,40-15,00 V
- Charging time = min. 6 hours – max 12 hours
NEVER CHARGE THE BATTERY OVER 24 Hours

24-10
Activation of the battery.
USE ONLY THE ELECTROLYTE PROVIDED WITH BATTERY.
Which reference to Figure. 5 apply these steps:
Battery capacity test Additional info &

Step no.
1. Let the battery on a level surface. Remove the Refer to ITEM (1a)
sealing sheet.
Take the electrolyte tank out of the vinyl bag, Refer to ITEM (2a)
2. detach the strip of caps -used as the battery
plugs later- from the container
battery acid is corrosive and highly caustic, do Refer to ITEM (2b)

not peel or pierce the sealed areas
Place the electrolyte container upside down with Refer to ITEM (3a)
the six sealed areas in line with the six filler
3. ports of the battery. Push the container down
strongly enough to break the seals.
Note: Do not tilt the container as the electrolyte
flow may be interrupted and stop flowing (3b).
Air bubbles will come up from one or more of Refer to ITEM (4a)
the right-hand three filler ports as well as one or
4. more of the left-hand ones. Make sure air
bubbles are coming up, as state din step 3 above.
Leave the container in this state for 20 minutes
or longer.
if no air bubbles are coming up from any of the Refer to ITEMs (4b) and
right-hand or left-hand three filler ports, tap the (4c)
bottom of the container two or three times (4b).
5.
Never remove the container from the battery.
Never out the joints with nippers or the like
(4c).
Be certain that all electrolyte has flowed out. Refer to diag. (5)
6. Tap the bottom in the same way as diag. 4 if
there is any electrolyte left in the container.
Now pull the container gently out of the battery.
Fit the strip of caps tightly into the filler ports Refer to ITEMs (6a)
7. and press it down horizontally with both hands.
Make sure that the top of the strip of caps is at
24-10
Step no.
the same level as the cover of the battery.
The fill-up procedure is now complete; never
remove the strip of caps, nor add any water or
electrolyte.
Figure 5. – Battery activation

24-10
5. BATTERY CAPACITY TEST

Step no.
1. Remove the battery from the airplane See Chapter 12-60
2. Charge battery according to par 4 Refer to Par. 4 – Battery

servicing
Connect the fully charged battery to a capacity

3. tester that incorporates a load resistance, amp
meter, volt meter and a timer.
4. Discharge the battery at the one hour capacity rate

to 10 volts. Record the discharge time.
The battery is considered airworthy if it meets

5. 80% of the one hour capacity rating (48 minutes
to the cut-off voltage).
If the battery fails to meet the minimum run-time, Refer to Par. 4 – Battery
recharge using the constant current method until servicing
6. the specific gravity reading stabilizes over three
consecutive readings. Allow the battery to stand
on open circuit for one hour.
7. Repeat the discharge test as indicated. If the Refer to Par. 4 – Battery

failure persists, replace the battery. servicing
8. If the battery is found to be airworthy, it must be

recharged prior to re-installing it in the aircraft.
9. Install the battery on the airplane See Chapter 12-60

24-10
6. VOLTMETER/AMMETER REPLACEMENT
Volt-meter Amp-Meter replacement Additional info &

Step no.
1. Remove the instruments panel upper cover
2. Remove voltmeter (AmMeter) wires
3. Unscrew the attaching screws which fix the Hold firmly the instrument by
instrument to the aluminum panel hand during removal
4. Clear the voltmeter (AmMeter) of the instrument

panel
5. Place into position the new/overhauled unit in

correspondence of the instrument panel cut-out
Install the attaching screws which fix the ins volt- Hold firmly the instrument by
ammeter to the aluminum panel hand during installation. Do
6. not over tighten screws to
avoid instrument case
damage
7. Install voltmeter (ammeter) wires
8. Install the instruments panel upper cover
9. Perform volt-meter (ammeter) functional test

24-10

24-10

24-10
24-20 POWER DISTRIBUTION
The power distribution is operated by battery bus and, if installed, by avionic bus.
The Battery bus, is energized from two sources: the battery and generator. This allows the bus
for remaining active also in case of a fault on a single supply path.
The optional avionic bus (dependent of battery bus) can be installed; it provides the power
distribution to avionics and is energized from the battery bus
On the instrument panel LH lower area (pilot side – see Figure below)) there are three
switches, each one featuring ON and OFF positions. The MASTER SWITCH allows for
connecting, through the battery relay, the battery to its own distribution bus. GENERATOR
switch controls the field signal to the generator: setting the switch to OFF the generator is put
off-line. The AVIONIC MASTER allows for connecting avionic bus to main distribution bus.
Figure 6. – Switches
1 Master switch
2 Generator switch
3 Avionic Master Switch (If installed)

24-20
POWER DISTRIBUTION – TROUBLESHOOTING
Battery Bus
The battery bus is connected to the battery through a relay controlled by the Master Switch.
There is a 50 Amps breaker between the battery and the battery bus.
All systems are connected to battery bus.
Avionic BUS
The avionic BUS, furnish power to the following systems:
1 GMA 340
2 GNS 430w
3 GI 106 A
4 GTX 328

24-20
TROUBLESHOOTING
The following troubleshooting instructions are provided to augment specific system

information found in this manual about the electrical distribution system. For battery
troubleshooting, refer also to par 24.10 Troubleshooting

Avionic bus not supplied Avionics switch fail Replace switch
Avionics relay fail Replace relay
Wiring short circuit Check wiring
Generator not supplied Switch fail Replace switch
with generator switch ON
Breaker:
1. Breaker pulled out 1. Push breaker
2. Breaker jumped out 2. Check the electrical
3. Breaker fail wires for short
circuit
3. Replace breaker
Regulator fail Replace regulator

Generator fail Replace generator
Generator wiring short Check generator wiring
circuit

24-20
 Master switch/external power relay replacement

 Starter relay replacement
 Generator regulator replacement
 Overvoltage relay test

24-20
POWER DISTRIBUTION – MAINTENACE PRACTICE
1. MASTER SWITCH RELAYS REPLACEMENT
This procedure applies to the Master Switch relay and external power relay.
Procedure
Master switch/external power
Additional info &
Step no. relay replacement
References
Task description
1. Make sure that the Master Switch is set to OFF
2. Make sure that no external power is provided
3. Open inspection cap 7a and 7b See Chapter 06.10
Remove relay electrical wires (4 items) extracting Refer to figure below. Record
4.
sheathings. wires positioning
5. Unscrew bracket screws and remove the relay
6. Put in place new relay
7. Fix the bracket screws
Connect relay electrical wires relocating Make reference to the

8.
sheathings. recorded wires positioning
Perform functional test:

For Master Switch relay:
 Set Master Switch ON
 Verify positive voltage on the voltmeter
 Set Master Switch OFF
9.
For external power:
 Set Master Switch OFF
 Connect an external power supply
 Verify positive voltage on the voltmeter
 Disconnect external power socket
10. Close inspection cap 7a and 7b

24-20
Figure 7. - Master switch / external power relay
Make sure that no foreign objects / tools are left inside during replacement

24-20
2. STARTER RELAY REPLACEMENT
This procedure applies to starter relays.
Procedure
Starter relay replacement Additional info &
Step no.
3. Pull out battery breaker
4. Open engine cowling (upper and lower panel)
5. Remove relay electrical wires (3 items) extracting Refer to figure below. Record
sheathings. wires positioning
6. Unscrew bracket screws and remove the relay
7. Put in place new relay
9. Connect relay electrical wires relocating Make reference to the

sheathings. recorded wires positioning
10. Perform functional test: start engine Refer to AFM
11. Close engine cowling (upper and lower panel)

24-20
Figure 8. - Starter relay
Make sure that no foreign objects / tools are left inside during replacement

24-20
3. GENERATOR REGULATOR REPLACEMENT
This procedure applies to generator regulator.
Procedure
Generator regulator replacement Additional info &
Step no.
3. Open engine cowling (upper and lower panel)
4. Remove regulator electrical wires and connector. Refer to figure below. Record
wires positioning
5. Unscrew bracket screws and remove the regulator
6. Put in place new regulator
8. Connect the electrical wires and connector. Make reference to the

recorded wires positioning
9. Perform functional test: start engine and check Refer to AFM
10. Close engine cowling (upper and lower panel)

24-20
Figure 9. - Generator regulator

24-20
4. OVERVOLTAGE RELAY TEST
Procedure
Overvoltage relay test Additional info &
Step no.
1. Set MASTER SWITCH OFF
3. Remove the cables from the battery
Remove the electrical connections from the relay

4.
in order to isolate it from the system
Apply a voltage below 14 volt, check the

5. continuity between the overvoltage terminals;
(Continuity must be present)
Apply a voltage greater than 16,5 volt to electrical

6. terminal end, check that there isn’t continuity
between the overvoltage terminals;
7. Reconnect the electrical connections
8. Reconnect cables to the battery

24-20

24-20

24-20
Chapter
25
Equipment and furnishing


CHAPTER 02
LOEP

25- LOEP 1 2nd Edition – Rev 0
25-20
25-30

25 LOEP

25 LOEP
CHAPTER 25
TABLE OF CONTENTS
25-00 EQUIPMENT AND INTERIORS – GENERAL........................................................................... 1
25-10 CABIN INTERIORS.............................................................................................................. 1

1. CABIN PANELS REMOVAL/INSTALLATION .................................................................................... 201
25-20 SAFETY BELTS ................................................................................................................... 1

1. SAFETY BELT REMOVAL PROCEDURE ........................................................................................... 200
2. SAFETY BELT CLEALING PROCEDURE ............................................................................................ 202
25-30 EMERGENCY LOCATOR TRANSMITTER (ELT) ...................................................................... 1

1. ELT REMOVAL PROCEDURE .......................................................................................................... 200
2. ELT INSTALLATION PROCEDURE ................................................................................................... 200
25-40 FIRST AID KIT ................................................................................................................ 200

25 TOC
25-00 EQUIPMENT AND INTERIORS – GENERAL
The equipment and interiors described in this chapter are those items related to comfort and
safety of the crew.
This chapter is structures as follows:
25.10 Cabin interiors

25.20 Safety belts
25.30 Emergency Locator Transmitter (ELT)
25.40 First aid kit
Seats removal instructions and cleaning practices are reported on Chapter 12.40

25-00
EQUIPMENT AND INTERIORS - GENERAL
25-10 CABIN INTERIORS
The cabin has two seats. Each seat is horizontally adjustable, they are mounted on two parallel
tracks, attached to the compartment floor structure, which allow the seat to move forward or
rearward.
The cabin has accommodation for dual flight controls, instruments, electrical and electronic
control panels conveniently located for crew accessibility.
Each seat consists of the following main components:
(1) Primary Structure Assembly consisting of the sitting and backrest assemblies.
(2) Horizontal Position Adjustment System allowing for the horizontal position adjustment
through a lever located in the side of the structure.
Figure 1. - Cabin interiors

25-10
CABIN INTERIORS – DESCRIPTION AND OPERATION
For seats remove-installation procedure, refer to Chapter 12.40
The baggage compartment is located behind the seats; in its upper side (horizontal rear
panel) is located the ELT, in its lower side is located the first aid kit.

25-10
CABIN INTERIORS – DESCRIPTION AND OPERATION
Cabin panels removal/installation

25-10
CABIN INTERIORS – MAINTENANCE PRACTICES’
Page 201
Type A
Type A'
Type B
PANEL IP2
PANEL IP1 Instruments panel cowling
Instruments panel cowling
Type B
Type B
PANEL LH1
fwd pilot side left cover
PANEL LH2 Type A-A'
center pilot side left cove
r
Type A-A'
PANEL LH3
rear pilot side left cover
Type B
OFF
FUEL
PUMP OFF
AUX
GEN OFF
AVIONI
MASTE C
R
PANEL BC1
frontal upper side baggage
compartement cover
Type B
OFF
STROB
LIGHT E OFF
LANDIN
LIGHT G OFF
NAV
LIGHT OFF
INGNIT
LIGHTION
PANEL BC3
upper baggage compartem
ent cover
25-10
Type B
PANEL BC4
frontal upper side baggage
compartement cover
Type B
PANEL RH1
Figure 2. - Internal panels

fwd co-pilot side right cove
1. CABIN PANELS REMOVAL/INSTALLATION
r
Type A-A'
PANEL RH2
center co-pilot side right cove
r
Type A-A'
PANEL BC2 PANEL RH1

frontal lower side baggage rear co-pilot side right cove
compartement cover r
Type B

Type B

Panel IP1
Step Task description Refer to:

1. Unscrew and remove from panel
compass
2. Unscrew the RH two upper screws and

the two LH upper screws of IP01 panel
3. Unscrew the LH and the RH frontal

lower screws
4. Pull out IP1 panel

5. For reassembly panel, reverse these
steps

25-10
Panel IP2

1. Apply IP1 panel removal procedure Tab. 1
2. Slide off IP2 panel from its location
Panel LH1

1. Lift, move or remove fitted-carpet in
correspondence of panel lower side
2. Remove panel pins (A-A’ type)
3. Pull out LH1 panel from its location

steps.

25-10
Panel LH2

1. Apply Panel LH1 removal procedure Tab. 3
2. Remove panel pins and screws (A-A’

type on right and upper side, B type on
left side)

(carefully, sliding canopy can damage
panel)
steps.

25-10
Panel LH3

1. Apply Panel LH2 removal procedure Tab. 4
2. Unscrew panel fittings (Type B)

steps.
Panel RH1 RH2 RH3

1. For RH1 removal procedure apply same task of LH1 panel Tab. 3

25-10
Panel BC1

1. Unscrew panel from canopy (type B)
2. Pull out panel

steps.

25-10
Panel BC2

1. Apply LH3 & RH3 panel removal Tab. 5 & 6
procedure
2. Unscrew upper, frontal and lower panel
fitting (type B)
3.
4. Unscrew upper secure belts attachments

and remove it
5. Remove panel from its location

steps.

25-10
Panel BC3

1. Apply BC2 panel removal procedure Tab. 8
2. Remove Bc3 panel stops at the right and

left of it
3. Unscrew frontal panel attachments
4. Pull out panel from its location

steps.

25-10
25-20 SAFETY BELTS
Herein after is shown safety belt system for P2002 JF aircraft.
Each seat is fitted with a safety belt featuring four attaching points.
Figure 3. - Safety belts scheme
SAFETY BELT LOWER

SAFETY BELT LOWER ATTACHMENT (CENTRAL)
ATTACHMENT (LH SHOWN
RH OPPOSITE)
Figure 4. - Safety belt lower attachment

25-20
SAFETY BELTS – DESCRIPTION AND OPERATION
SAFETY BELT
UPPER
ATTACHMENT
Figure 5. - Safety belt upper attachment
Figure 6. - Safety belts

25-20
SAFETY BELTS – DESCRIPTION AND OPERATION
Safety belt removal procedure

Safety belt inspection procedure
Safety belt cleaning procedure
1. SAFETY BELT REMOVAL PROCEDURE
Secure belt removal procedure

1. For a suitable work area, apply remove seats Chapter 12
2. Unscrew and remove upper safety belts Fig. 5

attachments (LH/RH)
3. Unscrew and remove lower safety belts Fig. 4
attachments (LH/RH)
4. Pull out safety belts from its location
5. For reassembly safety belts, reverse these steps.

25-20
SAFETY BELTS – MAINTENANCE PRACTICES
2. SAFETY BELT INSPECTION PROCEDURE
Excessive web wear, leading to cut or worn edges, is not allowed: replacement is
requested.
Yearly webbing inspection must be conducted to highlight evidence of:
Cut or worn edges

Damaged stitching
Broken fabric threads
Tearing
Excessive chafe marks, wear, fusing
The webbing must be replaced in these cases (frayed webbing stands for the broken filaments
from either the longitudinal yarns or the transverse ones):
Web edge cut or torn

Broken filaments which obscure the identity of any yarn viewed from a distance of 8
inches
Frayed zone more than 10% of the webbing width and 8 inches in length
Webbing with more than 15 broken yarns in locations other than edge
More than 15 stitches torn in a stitch pattern
Webbing frayed affecting proper restraint system operation

25-20
3. SAFETY BELT CLEALING PROCEDURE
The restraint system cleaning, removing dirt and unwanted oil and grease, helps the system
itself to last longer and prevents corrosion of the metal parts.
The webbing can be cleaned with fresh water and a mild soap (machine washing not allowed)
using a sponge or a soft brush. Do not use water or soap on metal parts: these can be protected
by pieces of cloth during webbing cleaning.
The metal fittings are cleaned with a cloth moistened with isopropyl alcohol.

25-20
25-30 EMERGENCY LOCATOR TRANSMITTER (ELT)
Emergency locator transmitter ELT is postioned in baggage compartment, on the upper

floor. In the event of crash ELT activates automatically (automatic fixed ‘EF’
configuration), and transmits the standard swept ton on 121.5 MHz lasting until battery
power is gone. This 121.5 MHz signal is mainly used to pinpoint the beacon during search
and rescue operations.
In addition, for the first 24 hours of operation, a 406 MHz signal is transmitting at 50-second
intervals. This transmission lasts 440 ms and contains identification data programmed into
the beacon and is received by COSPAS-SARSAT satellites. The transmitted data is
referenced in a database (maintained by the national authority responsible for ELT
registration) and used to identify the beacon and owner.
Figure 7. – ELT

25-30
ELT – DESCRIPTION AND OPERATION
Figure 8. - ELT Location
Fig 9. - Antenna ELT

25-30
ELT – DESCRIPTION AND OPERATION
ELT Removal procedure

ELT Installation procedure
1. ELT REMOVAL PROCEDURE
ELT removal procedure
1. Set Master Switch OFF
2. Disconnect D-SUB connector from ELT unscrewing pivots Refer to Fig.

10
3. Disconnect BNC connector unscrewing ring nut and pulling it out Refer to Fig.
10
4. Pull velcro strap
5. Remove ELT
2. ELT INSTALLATION PROCEDURE
ELT installation procedure
1. Put ELT on support tray
2. Lock with velcro strap
3. Insert D-SUB connector and screw pivots Refer to Fig.

9
4. Insert BNC connector and screw ring nut Refer to Fig.
9
5. Perform transmitter test according to ELT CMM

25-30
ELT – MAINTENANCE PRACTICES
Figure 10. – ELT

25-30
ELT – MAINTENANCE PRACTICES
25-40 FIRST AID KIT
On the baggage compartment it is provided a first aid kit fixed by means of a Velcro strip.
The following table lists the kit's content:
DESCRIPTION QTY
Roll of adhesive Band-Aid cm 3 x m 5 1
Medicated Band-Aids cm 6 x 2 8
Ammonia salts solution ml 100
Gauze cm 10 x m 5 1
Gauze cm 5 x m 5 1
Pomade for burn treatment gr 100
Eye drops gr 30
Sterilized Cotton gr 30
Cloth triangle measuring 100 cm per side 1
Skin disinfectant ml 100
Scissors 1
Tweezers 1
Figure 9 - First Aid Kit

25-30
FIRT AID KIT

25-30
FIRT AID KIT
Chapter
26
Fire protection


CHAPTER 02
LOEP

26 - LOEP 1 2nd Edition – Rev 0
26 - TOC 1 2nd Edition – Rev 0
26-00

26 LOEP

26 LOEP
CHAPTER 26
TABLE OF CONTENTS
26-00 FIRE PROTECTION – GENERAL ........................................................................................... 1

1. FIRE EXTINGUISHER CHECK .......................................................................................................... 201

26 TOC
26-00 FIRE PROTECTION – GENERAL
The fire protection equipment consists of a fire extinguisher located on the cabin floor, under
the baggage compartment.

26-00
FIRE PROTECTION - GENERAL
Fire extinguisher check

26-00
FIRE PROTECTION – MAINTENACE AND PRACTICES
1. FIRE EXTINGUISHER CHECK
Procedure
Additional info &

References
Refer to Figure 1 or 2,
1. Remove fire extinguisher from bracket.
according your configuration
Check fire extinguisher weigh and follow service
2. instruction as written on the bottle (if necessary Refer to related - CMM
replace).
Check security of installation and effortlessness

3. of removal.
4. Reinstall the fire extinguisher on the support
Figure 1. – Fire extinguisher
Figure 2. – Fire extinguisher

26-00

26-00

26-00
Chapter
27
Flight controls


CHAPTER 27
LOEP

27-TOC
27-10
27-20

27 LOEP

27 LOEP
CHAPTER 27
TABLE OF CONTENTS
27- 10 FLIGHT CONTROLS – GENERAL ...................................................................................................... 1

27- 20 AILERONS .................................................................................................................................... 1
1. FIRST BELLCRANK REPLACEMENT............................................................................................. 201
2. CONNECTING ROD REPLACEMENT ................................................................................................ 202
3. CONTROL AXIS REMOVAL/INSTALLATION ..................................................................................... 203
4. CONTROL COLUMN REMOVAL/INSTALLATION ............................................................................. 204
27- 30 FLAPS .......................................................................................................................................... 1

1. FLAP ACTUATOR REPLACEMENT .................................................................................................... 201
2. FLAP POSITION TRANSMITTER REPLACEMENT ............................................................................... 203
27- 40 STABILATOR AND TRIM ................................................................................................................ 1
1. STABILATOR SETTING............................................................................................................... 201
2. STABILATOR TRIM TAB ACTUATOR REPLACEMENT ....................................................................... 202
3. STABILATOR TRIM TAB ADJUSTMENT ........................................................................................... 206
27- 50 RUDDER .................................................................................................................................. 207
DESCRIPTION AND OPERATION.......................................................................................................... 207
1. RUDDER CONTROL CABLE REPLACEMENT ...................................................................................... 201

27 TOC

27 TOC
27- 10 FLIGHT CONTROLS – GENERAL
The aircraft is controlled in flight by the use of the three standards primary control surfaces:
stabilator, rudder and ailerons.
Control devices are of conventional type; a double system of control axis and pedal is
provided
The wing flaps are electrically operated and can be positioned in any locations up to 40°.
Figure 1. - Flight controls

27-10
FLIGHT CONTROLOS - GENERAL
Figure 2 - Flight Controls
1 STICK CONTROL GROUP 4 RUDDER CONTROL
2 AILERON CONTROL 5 STABILATOR CONTROL
3 FLAP CONTROL 6 TRIM CONTROL

27-10
FLIGHT CONTROLOS - GENERAL
27- 20 AILERONS
Aileron control system uses push-pull rods and bellcranks inside wings and steel cables and
pulleys inside fuselage.
Layout of flight control system inside cabin includes two pairs of pulleys which transmit
movement from the two control sticks (1), linked in parallel by a rod (2), to a small bar (3)
located under the baggage compartment floor in correspondence with main pushrods (5)
issuing from the wings. Main rods (5) are connected to the small bar (3) using two pins (4).
The two main rods (5), are routed through the ribs and are attached at opposite end to a bell
crank (6) and a push-pull rod (7). The push-pull rod then crosses the wing’s fake spar to
transmit motion. Linkage length is adjustable.

27-20
AILERONS – DESCRIPTION AND OPERATION
Figure 3. - Aileron control system

27-20
A2
A4 A3
A1
Figure 4. - Aileron Control System

27-20
AILERON CONTROL SYSTEM
FIG. FIG.
DESCRIPTION DESCRIPTION
ITEM ITEM
A1 BELLCRANK LH 31 FWD AILERON CABLE
1 ANCHOR NUT 33 STOP NUT M6
2 SPACER 34 PULLEY
3 BALL BEARING BC4W10 35 STICK
4 BOLT HEX. HEAD M6 L=40 CR. 8.8

5 BELLCRANK LEVER
6 STOP NUT M6
7 PLAIN WASHER LARGE D=6
8 BOLT HEX. HEAD
9 JUNCTION
10 AILERON CONTROL ROD
11 JOINT
12 WASHER D=6
13 STOP NUT M5
14 WASHER D=5
15 BUSHING

A2 PUSH-PULL ROD
17 TUBE
18 AILERON CONTROL ROD TERMINAL
19 POP RIVET 4.00
ASSY AILERON CABLES ATTACHING ROD
A3
AFT
20 JOINT
21 AFT AILERON CABLE
22 WASHER D=6
23 STOP NUT M6
25 AILERON CABLE ATTACHING ROD
26 PULLEY
27 TURNBUCKLE
A4 ASSY AILERON CABLES FWD (LH-RH)
28 JOINT
29 CABLE PLATE

27-20
 First bellcrank replacement

 Connecting rod replacement
 Control axis removal
 Control axis installation
 Control column removal
 Control column installation
Ailerons removal/installation procedures are reported on Chapter 57.

27-20
AILERONS – MAINTENANCE PRACTICES
1. FIRST BELLCRANK REPLACEMENT
Step Task description Additional info & References
1. Engage parking brake

2. Remove aileron bellcrank inspection cap (cap 1). See Chapter 06
3. Disconnect control rods from bellcrank Refer to Figure 4. items A1 to
unscrewing nuts Figure 5. to Tab. 02
4. Trim secure wiring and unscrew bolt from support Refer to Figure 6.
(use two wrench, one in front and one on rear of
bolt). Remove bell crank
5. Replace bellcrank (if required).
6. Connect bellcrank to support: apply torque as per Refer to Figure 4. items A1
defined value
7. Connect upper control rod to bellcrank: apply Refer to Figure 4. items A1 - See
torque as per defined value Chapter 20
8. Connect lower control rod to bellcrank: apply Refer to Figure 4. items A1 - See
torque as per defined value Chapter 20
NOTE: REPLACE ALWAYS THE SELF LOCKING NUTS WITH NEW ONES
9. Reinstall aileron bellcrank inspection cap See Chapter 06

Check ailerons travel limits: UP 20° and Down
10.
15° (± 2°)
11. Check that control axis travel is smooth and free.
Figure 5. - Control rod

27-20
2. CONNECTING ROD REPLACEMENT

2. Remove aileron bellcrank inspection cap (cap 1). See Chapter 06
3. Disconnect control rods from bellcrank unscrewing Refer to Figure 4 items A1 and
nuts to fig. 5
4. Disconnect control rods from aileron unscrewing Refer to Figure 4 items A1 and
nuts, pull out control rod to fig. 5
5. Replace control rod (if required)
6. Connect control rod to bellcrank: apply torque See Chapter 20 Torque values
according the torque value
7. Connect control rod to aileron, reinstall aileron See Chapter 06
bellcrank inspection cap (cap 1)
8. Check ailerons travel limits: UP 20° and Down 15°
(± 2°)
9. Check that control axis travel is smooth and free.
If removed, re-apply always security wiring to screws and bolts
Figure 6. - Bellcrank fixing screw

27-20
3. CONTROL AXIS REMOVAL/INSTALLATION
1. Remove seat(s) See Chapter 12.41

2. Unscrew and remove floor panel under seats Refer to Figure 7.
3. With a wrench unscrew the control axis fixing bolt Refer toFigure 8.
4. Replace (if necessary) control axis: Torque See Chapter 20 Torque values
according the torque value
5. Reinstall floor panel and seats. See Chapter 12.41 – Figure 7.
6. Perform the final inspection
Figure 7. – Floor panel
Figure 8. – Control axis fixing bolt

27-20
4. CONTROL COLUMN REMOVAL/INSTALLATION
1. Remove seat(s) See Chapter 12.41

2. Unscrew and remove floor panel under seats Refer to Figure 7.
3. Remove control axis Refer to tab. 03
4. Unscrew upper link (lh/rh) item (A) Refer to Figures 9. and 10.
5. Unscrew lower link (lh/rh) item (B) (remove Refer to Figures 9. and 10.
coppiglia)
6. Unscrew and remove the aileron command cable Refer to Figure 11.
(lh/rh) item (C)
7. Unscrew and remove stabilator rod attachments Refer to Figure 12.
item (D)
8. Unscrew and remove control column/cabin-truss Refer to Figure 13.
attachments (lh/rh) item (E)
9. Pull out control column and replace (if necessary)
10. Reinstall control column reversing these steps. See Chapter 20 Torque values
Torque according the torque value. All secure and Securing
wiring (if presents) need to be reinstall
Perform the final inspection
Figure 9. - Control column item (A) Upper link

27-20
A
D A
C
B
C
Figure 10. - Control column / Control axis exploded view

27-20
Figure 11. - Control column Item (B) lower link
Figure 12. - Aileron command cable Item (C)

27-20
Figure 13. - Stabilator control rod item (D)
Figure 14. - Control column / cabin truss attachments item (E)

27-20

27-20
27- 30 FLAPS
The flap system is made up of an electric actuator , a shunt, and by a position

indicator instrument. The actuator is installed in the tail cone in correspondence
with the baggage bulkhead and controls a system of pushrods that initiates flap
extension. Micro-switches positioned within the actuator automatically interrupt
current flow when flaps reach “all-out” or “all-in” positions.
A bowden-type cable issuing from the flap actuator controls flap position indicator located
on the right side of the instrument panel.
Flap extension shunt is supplied by the primary bus bar through a breaker and is located on
the instrument panel.
Shunt must be activated until desired position is reached and read on instrument :0°, TO
(15°) or FULL (40°).
During flap retraction, shunt supplies the actuator until flaps are completely retracted.
Flap control system is push-pull type. The torque tube (1) is hinged to the cabin truss and
connects the two moving surfaces by two levers (2). An electric linear actuator (4) governed
by a switch on instrument panel controls the torque tube movements via a lever (3).
Two push-pull rods (5) are connected to the ends of the torque tube (1) and are located in the
area between wing and fuselage thus facilitating inspection.
The two push-pull rods controlling flap movement feature an adjustable linkage just before
the roller bearings allowing trailing edge alignment.
Figure 15a. – Flap control
The flaps position indicator is provided on the instruments panel: see Chapter 31.

27-30
FLAPS – DESCRIPTION AND OPERATION
4
1. Flaps torque tube

2 2. Torque tube/Cabin truss attachments
3. Flaps actuator
4. Command rod/Flaps attachments
5. Flaps position transmitter
Figure 15b. - Flap control

27-30

27-30
TROUBLESHOOTING
found in this manual about the flaps actuation system.
ATA 27.30 TROUBLESHOOTING

Flaps switch failure. Replace switch
Flaps do not operate Actuator failure. Replace actuator
Circuit breaker fails open Circuit breaker replacement
Check transmitter wiring and
Position transmitter fails mechanical connection: replace
Flaps indication fails transmitter if needed
Check wiring; replace indicator
Position indicator fails
if needed (see Chapter 31)

27-30
FLAPS – TROUBLESHOOTING
 Flap actuator replacement

 Flap position transmitter replacement
Flaps removal/installation procedures are reported on Chapter 57.

27-30
FLAPS – MAINTENANCE PRACTICE
1. FLAP ACTUATOR REPLACEMENT

2. Make sure Master Switch is turned OFF. Pull out
flap motor breaker.
3. Open (15) inspection cap See Chapter 06
4. Remove fasteners and disconnect flap actuator Refer to Figures 16. and 17.
connector.
5. Disconnect flap actuator from flap torque tube lever Refer to Figures 15., 16. and 17.
and from FWD attachment: unscrew bolt.
6. Remove actuator and replace if needed.
7. Join FWD flap actuator attachment and flap Refer to Figures 15., 16. and 17.
actuator rod end to flap torque tube lever
8. Connect actuator connector and apply fasteners. Refer to Figure. 17
9. Close C4 inspection cap.
10. Insert flap motor breaker and set Master Switch
ON.
11. Check flap position Refer to Chapter 57: Wing flap
installation
12. Perform an operational control

27-30
42 43 11 11 UNI-7473-6 Stop nut D=6
32 UNI-5737- Bolt hex. head M8 L=40 cr. 8.8
8x40
34 22-5-172-1 Lower liner actuator link
41 35 UNI-7473-8 Stop nut M8
36 UNI-6592-8 Washer D=8
39 37 6812607 Flap actuator
38
38 UNI-7473-6 Stop nut M6
39 UNI-6592-6 Washer D=6
40 39 40 UN-I5737-6-35 Bolt hex. head M6 L=35 cr. 8.8
41 22-5-174-1 Upper liner actuator link
42 UNI-5737-6-45 Bolt 6x45
37
43 22-6-368-1 Thickness
36 35
34
32
Figure 16. - Flap actuator
Figure 17 - Flap actuator

27-30
2. FLAP POSITION TRANSMITTER REPLACEMENT
Additional info &

Step Task description
References
2. Make sure Master Switch is turned OFF.
3. Open (15) inspection cap See Chapter 06
4. Remove fastener and disconnect transmitter connector. Refer to Figures 18. and 19.
5. Disconnect transmitter lever unscrewing bolt. Refer to Figures 18. and 19.
6. Record transmitter position on flap torque tube and
loosen serflex
7. Remove ground wire from transmitter plate then remove
Refer to Figures 18. and 19.
transmitter and replace it (if needed)
9. Position flap transmitter as recorded during removal.
10. Position ground wire between serflex and transmitter
plate, tighten serflex, screw to lock. Connect transmitter Refer to Figures 18. and 19.
lever.
NOTE: REPLACE ALWAYS THE SELF LOCKING NUTS WITH NEW ONES
11. Connect transmitter connector and apply fastener then

See Chapter 06
close (15) inspection cap
12. Set Master Switch ON and check the flap position.
13. Perform an operational control: flap position, flap travel
limits

27-30
Figure 18. - Flap position transmitter
1 Torque tube 22-5-152-000

25 Flap pos. transmitter 22-5-178-000
26 Serflex 25-40
27 Bolt UNI-5737-4-
20
28 Transmitter lever 24-5-208-2
29 Washer UNI-6592-4
30 Nut DIN985-4
31 Ground -

27-30
30
29
28
27
25 1
26
Figure 19. - Flap position transmitter

27-30
27- 40 STABILATOR AND TRIM
The stabilator is operated by the longitudinal movement of the control column (fig. 20 item
A), which allows the control push-pull assy (two rods connected to the bell-crank, fig. 20
item B) to operate the stabilator.

27-40
STABILATOR AND TRIM – DESCRIPTION AND OPERATION
A
Figure 20. - Stabilator command exploded view
Stabilator trim tab control line is independent from stabilator one: it’s possible to control
stabilator trim tab even if stabilator fails. Stabilator trim is acted electrical with a switch
located on the control stick. The trim control is irreversible thanks its mechanic actuator (see
fig 21 item A - screw jack type): loss of trim control line does not lead to an uncontrolled
trim surface movement.

27-40
A
Figure 21. - Trim tab command

27-40
 Stabilator setting
 Stabilator trim tab control cable replacement
 Stabilator trim tab adjustment

27-50
RUDDER – DESCRIPTION AND OPERATION
1. STABILATOR SETTING
In order to find the stabilator’s ”zero” the aeroplane must be previously

longitudinally leveled. Place a shim 19mm thick over the stabilator’s rear spar
and place the level over the shim and the stabilator’s tubular spar, then level
the stabilator.
Figure 22. – Stabilator setting

27-50
2. STABILATOR TRIM TAB ACTUATOR REPLACEMENT
Additional info &

References
2. Set Master Switch OFF
3. Disconnect the trim actuator electrical wiring from the
Figure 24
trim actuator.
4. With reference to Figures 22. and 23. remove in order:
 Tail cone fairing
 Item (14) – cotter pin

Refer to:
 Item (19) and (10) – pin and washer Figure 22.
Figure 23.
 Items (20) – bolts. Unscrewing bolts from actuator Figure 24.
support plate Figure 25.
Figure 26.
 Items (10) (11) – washers and nuts
 Item (6) – actuator. Pull out actuator from it’s

housing
5. Refer to Figures 22., 23. and

Reinstall all actuator fitting and tail cone fairing
26.
6. Connect the trim actuator electrical wiring to the trim
actuator
5. Set Master Switch ON
6. Test stabilator trim command acting it from the switch on
control stick. Check the trim tab travel limit

27-50
Figure 22. - Tail cone fairing
5 22-5-138-1 Connecting rod

6 T2-10A Actuator
10 UNI-6592-4 Washer
11 UNI-7473-4 Stop nut
14 MS24665-153 Cotter pin
19 MS20392-2C19 Clevis pin
20 UNI-5737-4-16 Bolt hex. head M4
L=16 cr. 8.8
Figure 23. - Trim actuator assy

27-50
Figure 24. - Trim tab actuator
Figure 25. Cotter pin

27-50
Figure 26 - Actuator fixing bolts

27-50
3. STABILATOR TRIM TAB ADJUSTMENT
The following procedure table lists the operation to be carried out to adjust the trim tab
excursion:
Additional info &

References
1. Set the stabilator in its “zero” position and lock it in this
position
2. Turn the Master switch ON
3. Trim to maximum pitch-up
4. Adjust thread of hinged control rod until tab is deflected
downwards 9° (use a protractor or measure downward
displacement of trailing edge – 9° is approximately
16mm
5. Tighten lock-nut for adjustment thread and fasten
connecting pin of control rod to trim-tab

27-50
27- 50 RUDDER
The rudder is operated by the movement of the pilot’s or copilot’s right and left rudder
pedals. The pedals are connected to torque elements which have link arms for the attachment
of the rudder cables routing aft under the floor boards through pulleys to the rudder pulleys.
Two position rods are attached to the rudder pedal torque tube arms and to the fuselage
bellcrank to complete the rudder control system.
The nose gear steering rod is attached to the left rudder pedal torque tube and to the nose
gear steering support.

27-50
Figure 27. - Rudder and steering control system
27-50
 Rudder control cable replacement

27-50
RUDDER –MAINTENANCE PRACTICES
1. RUDDER CONTROL CABLE REPLACEMENT
Additional info &

References
2. Refer to Figure 7. and to
Remove seats, central pad, tapestry and floor panel
Chapter 12
3. Open (10) (7a) (7b) (8a) (8b) inspection caps Refer to Chapter 06
4. Remove panel (BC2) Refer to Chapter 25 tab. 8
5. In (8a) & (8b) inspection cap: cut safety wire, remove Refer to Figures:
cotter pin, bolt and washer. (pedals without brake pump - 27. item A
shown in figure, same process applicable at pedals with
- 28.
brake pump).
6. Unscrew completely turnbuckles to disconnect cable ends Refer to figs. 28 & 31
7. In (10) inspection cap unscrew and remove rudder/rudder
cables attachments: Refer to Figures:
- Remove cotter pin - 27 .item B
- Remove bolt washers and nut - 29.
- Pull out cable from its attachment - 31.
- Remove from cable the terminal fig. X item B
THESE STEPS ARE APPLICABLE TO LH AND RH RUDDER CABLE
8. Remove and replace (if required) rudder cables
9. Refer to Figures:
In (8a) & (8b) inspection cap join LH and RH control - 27. item A
cable to pedals; tighten according standard value,
- 28.
lubricate with grease.
See chapter 12 and 20
10. Drive cable trough pulley (rear panel BC2) Refer to figs. 30 & 31
11. Refer to Figures:
Join cable to terminal and terminal to rudder cables - 29
attaching plate; tighten according standard value,
- 31
lubricate with grease.
See Chapter 12 and 20
12. Check control cable tension; adjust turnbuckle and apply See Chapter 20 (See tension
safety wire. values)
13. Check for interference between control cable and
structural components
14. Check rudder travel limits See Chapter 06
15. Close all inspection caps
16. Refer to Figure 7 and to
Install tapestry, floor panel and seats
Chapter 12
17. Ensure that pedals movement is smooth and free
18. Ensure that rudder movement is smooth and free, and no
objects are left inside during replacement

27-50
Figure 28. - Rudder cables/pedals attachments

27-50
Figure 29 - Redder cables attachments (LH shown RH opposite)
Figure 30. - Rudder cables pulleys

27-50
Figure 31. - rudder control cable joints
No. Description
1 Carbon steel cable (Front)
2 Carbon steel cable (Rear)
3 Turnbuckles
4 Turnbuckles element (RH)
5 Turnbuckles element (LH)
6 Crimping ring
7 Support for cable fixing plate on rudder
8 Cable terminal on pedals

27-50

27-50

27-50
Chapter
28
Fuel system


CHAPTER 02
LOEP

28- LOEP
28-TOC

28 LOEP

28 LOEP
CHAPTER 28
TABLE OF CONTENTS
28-10 FUEL SYSTEM .................................................................................................................... 1

1. FUEL QUANTITY INDICATION TEST ............................................................................................... 201
2. ELECTRIC FUEL PUMP TEST ........................................................................................................... 202
3. FUEL QUANTITY SENDER REPLACEMENT ...................................................................................... 204
4. ELECTRIC FUEL PUMP REPLACEMENT ........................................................................................... 206
5. FUEL QUANTITY INDICATOR REPLACEMENT................................................................................. 208
6. FUEL PRESSURE INDICATOR REPLACEMENT ................................................................................. 209
7. GASCOLATOR CLEANING .............................................................................................................. 210
8. FUEL VENT INSPECTION ............................................................................................................... 210
9. FUEL TANK INSPECTION AND CLEANING ...................................................................................... 211
10.ELECTRIC FUEL PUMP FILTER CLEANING ........................................................................................ 212

28 TOC

28 TOC
28-10 FUEL SYSTEM
Fuel system is designed to supply fuel to the engine with suitable fuel flow rate and pressure for the
whole of certified flight envelope.
The fuel system is equipped with two aluminum fuel tanks integrated within the wing box and
accessible for inspection through dedicated inspection doors.
A multi-position fuel selector valve is located into the cabin. A gascolator with a drainage valve is
located on the firewall. Fuel level indicators, one for each tank and fuel pressure indicator are
located on instrument panel. Fuel feed is through an engine-driven mechanical pump (which is part
of the engine) and also through an electric pump that supplies adequate engine feed in case of main
pump failure.
Only a part of the fuel flow entering the engine-driven mechanical pump is delivered to the
combustion chambers. The return flow is conveyed in the left fuel tank through the return line.
Fuel System is constituted by the following main equipment installed:
 Fuel tanks (two, one for each wing box)

 Emergency electric fuel pump
 Fuel level transducers
 Fuel pressure transducers
 Fuel valves
 Gascolator
 Fuel filters (Located into Gascolator, into fuel pump and on fuel feeding pipe)
In the cockpit are located the following monitoring devices and controls:
 Electric fuel pump switch

 Fuel quantity indicators (two, one for each tank)
 Fuel pressure indicator
 Fuel selector valve (LEFT/RIGHT/OFF)
The fuel system general layout is shown in Figure 1

28-10
FUEL SYSTEM – DESCRIPTION AND OPERATION
Figure 1 - Fuel system layout arrangement
The system is equipped with two aluminium fuel tanks (1) integrated within the wing box
and accessible for inspection through dedicated doors (2). Capacity of individual tank is 50lt
(13.5 Gal U.S.) . Each fuel tank is equipped with a drain valve located under the tank. Figure
2 illustrates the components of the fuel system.
In cabin, between the two pilots, is present a three positions fuel selector valve (5) (LEFT-
OFF-RIGHT). A strainer cup with a drainage valve (6) (Gascolator) is located below the
cabin’s floor near the firewall. Fuel level indicators for each tank are located on instrument
panel, each fuel tank is equipped with individual sensor-floats (3). Fuel feed is through an
engine-driven mechanical pump (8) and through an emergency electric pump (7). Electric
pump is equipped with a thin-mesh filter (7a) that can be accessed for inspection via the
closer cap (7b). An electric fuel pressure sender (12) is located on the engine’s side and fed
directly from the fuel manifold (11). The electric fuel pressure sender is connected to an
indicator on the instrument panel. The fuel manifold feeds the two carburettors, the fuel
pressure sender and the return line to the left tank. From the top of each tank there are pipes
that connect the fuel tank with the fuel vents (4) located on the wing tip trailing edge.

28-10
4
10
3 2b
1
2a
11 9
12 7
7a
7 7b
8
5
6
Figure 2. - Fuel system
Fuel outlet is located at the lowest point of the inboard sidewall of each fuel tank (fig 2.2a)
and is equipped with a standard mesh filter (fig 3).
Figure 3. – Standard mesh filter

28-10
Tank vent connection (fig 4.1) is located at the highest point of the inboard sidewall of each
fuel tank in order to expel the excessive vapors through a tube located at the each wing tips
(fig 4.2).
Figure 4.1. – Tank vent connection
Figure 4.2. – Fuel tank vent hose

28-10
Fig. 4.3. – Fuel tank vent (inner view)

28-10
TROUBLESHOOTING
ATA 28 Fuel System Troubleshooting

Leakages from fuel filler Filler cap mechanical Replace filler cap
cap failure
Gasket damaged Replace gasket
Fuel sump valve leakage Valve damaged Replace valve
Gascolator valve leakage Valve damaged Replace valve
Visual evidence of leaking Hose leaking, loose Visually check fuel system
fuel connection or fuel system components: replace items
component leaking if needed
Fuel quantity indicator Indicator or fuel sender Test system: replace
gives incorrect indication fails indicator or fuel sender if
needed
Fuel continues to flow with Valve fails Replace valve if defective
fuel selector valve closed Bowden control cable Connect bowden cable
disconnected

28-10
FUEL SYSTEM –TROUBLESHOOTING
 Fuel quantity indication test

 Electric fuel pump test
 Fuel quantity sender replacement
 Electric fuel pump replacement
 Fuel quantity indicator replacement
 Fuel pressure indicator replacement
 Gascolator cleaning
 Fuel vent inspection
 Fuel tank inspection and cleaning
 Electric fuel pump filter cleaning

28-10
FUEL SYSTEM – MAINTENANCE PRACTICE
1. FUEL QUANTITY INDICATOR TEST
Step Task description Additional note

Park the airplane on a flat surface during the operation
Drain fuel tank according to Fuel system draining

2. See Chapter 12
procedure
3. Open filler cap
Use suitable means to fill tank and measure fuel quantity
4.
before filling
5. Set Master Switch ON
Check correspondence between empty tank and fuel
6. See Figure 4a.
quantity indicator
7. Fill with 25 lt and check for indicator position (1/2) See Figure 4b.
8. Fill with 50 lt and check for indicator position (1) See Figure 4c.
Repeat procedure for both fuel tank
In case of test failure (missing correspondence between

fuel q.ty and indications) investigate the cause: if due to Refer to Par. 3
fuel q.ty sender or/and fuel q.ty indicator it’s mandatory or/and to Par. 5
to replace which one is faulty
FLYING WITH DAMAGED FUEL QUANTITY INSTRUMENTS

COULD JEOPARDIZE FLIGHT AND CAUSE INJURY OR DEATH

28-10
Figure 3a - Fuel Qty. Ind. zero position Figure 4b. - Fuel Qty. Ind. half position Figure 4c. - Fuel Qty. Ind. Full position
2. ELECTRIC FUEL PUMP TEST

Turn ON Master Switch. Ensure that Fuel Pump and
2.
Instruments breakers are inserted
3. Turn ON Fuel Pump switch
Ensure that advisory green light on the right of the switch
goes ON (or the green light on the annunciator panel goes on) Refer to Figures 5.,
4.
and Fuel pressure indicator pointer gives a feedback. Check 6. and 7..
for green arc: 2.2 to 5.8 psi
5. Set fuel pump switch and Master switch to OFF
Ensure that advisory green light on annunciator panel goes
6. OFF and Fuel pressure indicator pointer does not give a
feedback.
In case of test failure investigate the cause: whenever
fault could be related to electric fuel pump or/and fuel Refer to par. 4
pressure indicator it’s mandatory to replace which one is and/or par.6
faulty
FLYING WITH DAMAGED FUEL PRESSURE INSTRUMENTS

COULD JEOPARDIZE FLIGHT AND CAUSE INJURY OR DEATH.

28-10
Figure 4. - fuel pump light
Figure 5. - Fuel pressure indicator

28-10
3. FUEL QUANTITY SENDER REPLACEMENT

2. Set Master Switch OFF. Pull out fuel q.ty breakers.
Drain fuel tank according to Fuel system draining
3. See Chapter 12
procedure
Unscrew fuel q.ty sender cap from wing upper chamber in
4. See Chapter 6
correspondence of fuel tank (cap 21)
Unscrew along fuel q.ty sender flange and disconnect Refer to Figures 8.
5.
ground connector and 9.
6. Remove fuel sender and replace (if needed)
7. Reconnect ground connector to fuel sender Refer to Figures 9.
See Chapter 6 and
8. Screw fuel sender on its housing and reapply cap (cap 21)
Figure 8.
9. Refill fuel tank
10. Make a fuel qty. test procedure according par. 01 Refer to par. 01

28-10
Figure 6. - Fuel sender inspection cap
Figure 7 - Fuel qty. sender

28-10
4. ELECTRIC FUEL PUMP REPLACEMENT

2. Set Master Switch OFF. Pull out fuel pump breakers.
3. Open engine cowling
4. Unscrew electrical fuel pump support Refer to Figure 10.
Remove electrical connection (single splice):
- Crop the two plastic serflex
5. Refer to Figure 11.
- Remove the fireproof shield
- Disconnect splice
6. Remove the electrical fuel pump and replace (if necessary)

7. Reverse these steps for electrical fuel pump installation
Perform a fuel pump test for check proper fuel pump
8. Refer to par. 02
operation

28-10
Figure 8. - Electrical fuel pump support
Figure 9. - Fuel pump splice location

28-10
5. FUEL QUANTITY INDICATOR REPLACEMENT

2. Remove Fuel q.ty indicator connectors
Hold firmly the
Unscrew the attaching screws which fix the instrument to the
3. instrument by hand
aluminum panel
during removal
4. Clear the instrument of the instrument panel
Place into position the new/overhauled unit in correspondence
5.
of the instrument panel cut-out
Hold firmly the
instrument by hand
during installation.
Install the attaching screws which fix the instrument to the
6. Do not over tighten
aluminum panel
screws to avoid
instrument case
damage
7. Install Fuel q.ty indicator connectors
9. Perform a fuel q.ty indication test Refer to Par. 01

28-10
6. FUEL PRESSURE INDICATOR REPLACEMENT

2. Remove Fuel press. indicator connectors
Hold firmly the
aluminum panel
during removal
5.
Hold firmly the
instrument by hand
during installation.
6. Do not over tighten
aluminum panel
screws to avoid
instrument case
damage
7. Install Fuel press. indicator connectors
8. Perform a fuel pump test Refer to Par. 02

28-10
7. GASCOLATOR CLEANING

2. Drain fuel tank according to Fuel system draining procedure Refer to Chapter 12
3. Open (3) inspection cap Refer to chapter 6

Open gascolator drain valve then cut safety wire Refer to Figures 12.
4.
and 13.
Lose the lower gascolator lower threated washer and remove Refer to Figures 12.
5.
the plug (and filter) and 13.
6. Clean filter by suitable means, removing all impurities;
7. Place filter into gascolator, then re-apply lower screw

Fasten lower cower by safety wire Refer to Figures 12.
8.
and 13.
8. FUEL VENT INSPECTION

2. Drain fuel tank according to Fuel system draining procedure Refer to Chapter 12
Remove the Tank vent inspection cover (23) Refer to Chapter 6
4.
3. Disconnect the tube vent of the tank Refer to Figures 4.3.
4. Take an air pistol or suitable means
5. Put air pistol outflow in correspondence of fuel vent outflow

Push air pistol trigger and regulate outflow pressure Pay attention: a high
pressure could cause
6.
damages to tank and
to fuel system line
Working with a high pressure air flow could cause damages to tank and/or to
fuel system line
Make sure to feel a pressure on rag to check fuel vent hose
9.
free from occlusions
In case of fuel vent occlusion contact aircraft manufacturer.

28-10
9. FUEL TANK INSPECTION AND CLEANING

1. Set the aircraft in a safety condition and engage parking brake
Remove wing Ref. to Chapter 57

2.
“Wing Removal”
Partially fill the fuel tank and rinse it. Let the fuel exit from At least 2 persons
the fuel tank filler cap. are required. Hold
the wing at the wing
3.
root and at the last
wing rib. Pay
attention to wing tip.
4. Repeat the step 3 several times as required.
Remove the fuel quantity indicator Ref. to Chapter 28

“Fuel Quantity
5.
Indicator
Replacement”
Visually inspect the internal surface of fuel tank through both
access holes (Filler cap and Fuel Qty Indicator) with mirror
6. and flashlight or endoscope.
Check for excessive damage, corrosion, signs of leaks and
security of attachment.
Inspect for leakage fuel supply attachment (Item A) fuel vent Ref to Fig. 12 and 13
7. attachment (Item B) and fuel return line attachments (Item C)
(Only for LH Fuel tank)
8. If any repair is required contact Tecnam
9. Close fuel tank filler cap
Install fuel quantity indicator Ref. to Chapter 28

“Fuel Quantity
10.
Indicator
Replacement”
Install Wing Ref. to Chapter 57
11.
“Wing Installation”

28-10
10. ELECTRIC FUEL PUMP FILTER CLEANING

Make sure that Master Switch is turned OFF. Pull out fuel
1.
pump breakers.
2. Open engine cowling; Refer to Chapter 06
Place a container under the electric fuel pump, so to gather eventual

3. fuel leakages;
4. Remove safety wire; Refer to Figure 16.
5. Unscrew wheel electric fuel pump lower cover; Refer to Figure 16.
6. Remove gasket, then filter;

7. Clean filter by suitable means, removing all impurities;
8. Place filter into the pump, then apply gasket;
9. Screw electric fuel pump lower cover; Refer to Figure 16.

10. Fasten lower cover by safety wire; Refer to Figure 16.
11. Close engine cowling and perform a fuel pump test. Refer to Par. 2
Figure 10. – Gascolator

28-10
gasket
filter
drainage tank
Figure 11 – Gascolator (exploded view)
INSPECTION
CAPS
C
B
Figure 12. - Fuel tank assy

28-10
B
C
Figure 13. - Fuel system

28-10
Figure 14. - Electrical fuel pump

28-10

28-10

28-10
Chapter
30
Ice protection


CHAPTER 30
LOEP

30- LOEP

30 LOEP

30 LOEP
CHAPTER 30
TABLE OF CONTENTS
30 -00 ICE PROTECTION – GENERAL ............................................................................................ 1

30 TOC
30 -00 ICE PROTECTION – GENERAL
Tecnam P2002 JF features two ice protection devices consisting in the Carburetors heating
system described in ATA 21 and Pitot heating system (mandatory only for VFR night
configuration) described in the ATA 34. Pitot heat indications are reported on the
annunciator panel.
Pitot system is described on Chapter 34-10.
Annunciator panel is described on Chapter 31-10

03-10
ICE PROTECTION - GENERAL
Chapter
31
Indicating system


CHAPTER 31
LOEP

LOEP

31 TOC
CHAPTER 31
TABLE OF CONTENTS
31-10 INDICATING SYSTEM ......................................................................................................... 1

DESCRIPTION AND OPERATION............................................................................................... 1
MAINTENANCE PRACTICES ................................................................................................. 200
1. SCREWED INDICATORS REPLACEMENT ...................................................................... 201
2. CLAMPED INDICATORS REPLACEMENT ............................................................................ 203
3. ANNUNCIATOR PANEL LIGHTS REPLACEMENT ................................................................. 205

31 TOC
INTENSIONALLY LEFT BLANK

31 TOC
31-10 INDICATING SYSTEM
The following gives an overall view of the instrument panel (typical layout) and, for each
part of it, a complete list of the indicators with their own reference ATA Chapter where it is
addressed.
The instrument panel is divided into five parts (refer to Fig. 1). The left side includes the
flight instruments (Fig. 1 panel A); the right side (Fig. 1 panel B) includes the control
instruments, the central panel (Fig. 1 panel C) includes the communication instruments. The
two lower panels (Fig. 1 panel D and panel E) include switches.
Figure 1. - Instrument panel (typical layout)

31-10
INDICATING SYSTEM – DESCRIPTION AND OPERATION
7 8
1 2 3
Figure 2. - Instrument panel left side (Typical layout)
Item Description Reference chapter

1 Turn coordinator 34
2 Directional gyro indicator 34
3 Vertical speed indicator 34
4 Altimeter indicator 34
5 Artificial Horizon 34
6 Airspeed indicator 34
7 ADF indicator 34
8 VOR/ILS Indicator 34

31-10
12
8 7
11
6
10
9
5
4
1 2 3
Figure 3. - Instrument panel right side (Typical layout)

1 Chronometer 31
2 Voltmeter 24
3 Ammeter 24
4 ELT 31
5 Hour-meter 31
6 Fuel q.ty indicator 24
7 Oil pressure indicator 31
8 Oil temp indicator 31
9 Fuel pressure indicator 24
10 CHT 31
11 RPM 31
12 Flap indicator 31

31-10
4
3a
3b
Figure 4. - Instrumental panel central panel (typical layout)

1 GTX 328 (Audio Panel) 23
2 SL 30 (Comm/Nav) 23,34
3a Alternator warning light 31
3b Annunciator panel (exclusive for VFR Night)
4 Compass 31

31-10
Annunciator panel
This scheme regards the airplane model embodying MOD2002-50 – VFR Night
The annunciator panel as follows:
Figure 5. – Annunciator panel
For clearance, the color of the lights is here reported:
Light Red - warning Green - advisory

ALT X
FUEL PUMP X
PITOT HEAT X
Annunciator panel (see fig. 2) consisting of three lights, namely:
 ALT caution light: it indicates that the alternator is OFF or not working properly
 PITOT HEAT advisory light: it indicates that Pitot heating system is ON
 FUEL PUMP advisory light: it indicates that the electrical fuel pump is ON

31-10
 Screwed indicators replacement

 Clamped indicators replacement
 Alternator warning light replacement
Other sensors are part of the engine: refer to Engine Maintenance Manual.

31-10
INDICATING SYSTEM –MAINTENACE PRACTICES
1. SCREWED INDICATORS REPLACEMENT
The following procedure applies to those indicators fixed to the instrument panel by means
of four screws drawing a square around the indicator itself (see figure below for reference).
Figure 6. - Examples of screwed indicators
Figure 7. - Examples of screwed indicators (rear view)

31-10
The following indicators belong to the type in subject:
A panel B panel C panel

 Turn coordinator  Fuel pressure indicator none
 Directional gyro indicator  Chronometer
 Vertical speed indicator  Amp-meter
 Altitude indicator
 Horizon
 Airspeed indicator
 ADF indicator
 VOR/ILS Indicator

2. Set electric MASTER switch OFF
4. Remove all instrument hoses and connections
Hold firmly the
aluminum panel
during removal
7.
Hold firmly the
instrument by hand
during installation. Do
8. not over tighten
aluminum panel
screws to avoid
instrument case
damage
9. Install all instrument hoses and connections removed at step 5.
11. Perform the final test

31-10
2. CLAMPED INDICATORS REPLACEMENT
The following procedure applies to those indicators fixed to the instrument panel by means of
stirrups, screwed themselves to the rear of the indicator. See figures below for reference:
Figure 8. – Example of clamped indicators
Stirrup
Figure 9. Example of clamped indicator – rear view

31-10
Procedure
Step Clamped Indicators Replacement Additional info &
no. Task description References
3. Pull out related breaker Ref.: Chapter 24
5. Remove all instrument hoses and connections
6. Unscrew the attaching nuts which fix the Hold firmly the instrument by
instrument to the stirrup(s) hand during removal

Hold firmly the instrument by

hand during installation. Do
9. Install the attaching nuts which fix the instrument
not over tighten nuts to avoid
to the stirrup(s)
instrument case or stirrups
damage
10. Install all instrument hoses and connections

removed at step 5

31-10
3. ANNUNCIATOR PANEL LIGHTS REPLACEMENT
Procedure

References
Follow wires behind the

4. Remove all panel connections annunciator panel until you get
the three connectors and
disconnect them.
Hold firmly the annunciator
5. Unscrew the attaching screws which fix the annunciator panel by hand during removal
panel to the aluminum panel - Refer to Figure 10.
6. Unscrew the attaching screws which fix the lights to the Refer to Figure 11.
annunciator panel
7. Clear the light housing of the annunciator panel
8. Apply a slight pressure, by suitable means, on both the Refer to Figure 12.
light cover sides in order to make the cover plugs release
9. Replace light
10. Install the light cover Make sure that plugs properly
fix cover to the housing.
11. Installing the lights to the panel
12. Fix the annunciator panel, inversely to steps 5 and 6
14. Reset breaker IN and MASTER switch ON
15. Restore annunciator panel connections and check for its

proper installation

31-10
Figure 10. - Unscrewing attaching screws

31-10

31-10
Chapter
32
Landing gear


CHAPTER 32
LOEP

32-TOC
32-10
32 LOEP

32 LOEP
CHAPTER 32
TABLE OF CONTENTS
32-00 LANDING GEAR ................................................................................................................. 1
32-10 MLG AND BRAKES ............................................................................................................. 1

1. MLG REMOVAL .............................................................................................................................. 201
2. MLG INSTALLATION ....................................................................................................................... 202
3. ON-AIRCRAFT MAIN WHEELS INSPECTION ..................................................................................... 208
4. MAIN WHEEL REMOVAL ................................................................................................................. 210
5. MAIN WHEEL INSTALLATION .......................................................................................................... 212
6.MAIN WHEEL DISASSEMBLY............................................................................................................ 216
7.MAIN WHEEL REASSEMBLY ............................................................................................................. 217
8.MAIN WHEEL TYRE REMOVAL ......................................................................................................... 218
9.MAIN WHEEL TYRE INSTALLATION .................................................................................................. 219
10.BRAKE ASSEMBLY REMOVAL ......................................................................................................... 221
11. BRAKE ASSEMBLY INSTALLATION ................................................................................................. 222
12. BRAKE LINING REPLACEMENT ...................................................................................................... 224
32-20 BRAKE SYSTEM ................................................................................................................. 1

Lever Brake System ................................................................................................................................ 1
Toe Brake System .................................................................................................................................. 2
1.REPLACING BRAKE FLUID ................................................................................................................ 201
2.DRAIN BRAKE FLUID ........................................................................................................................ 201
3.REPLACING BRAKE PADS ................................................................................................................. 202

32 TOC
33-30 NOSE LANDING GEAR ....................................................................................................... 1

1.REMOVAL OF NOSE GEAR FAIRING ................................................................................................. 201
2.INSTALLATION OF NOSE GEAR FAIRINGS ........................................................................................ 201
3.REMOVAL OF NOSE WHEEL ............................................................................................................. 202
4.ON-AIRCRAFT NOSE WHEEL INSPETION .......................................................................................... 202
5.NOSE WHEEL DISASSEMBLY ............................................................................................................ 203
6.NOSE WHEEL REASSEMBLY ............................................................................................................. 204
7.NLG DAMPER ON-AIRCRAFT MAINTENANCE ................................................................................... 205

32 TOC

32 TOC
32-00 LANDING GEAR
GENERAL
Landing gear is a fixed tricycle gear with nose wheel steering.
This Chapter contains instructions for the maintenance of P2002JF landing gear system and
it addresses also the brake system descriptions with related maintenance practices.
The landing gear can divided in two parts:
- MLG (mean landing gear) – (1)

- NLG (nose landing gear) – (2)
Figure 1. – Airplane MLG and NLG

32-00
LANDING GEAR - GENERAL
32-10 MLG AND BRAKES
The main landing gear (see fig.1) consists of two special steel spring-leaf struts (1) positioned
crossways to fuselage for elastic cushioning of landing loads.
Each spring-leaf (1) is connected to the fuselage via two keelsons (2,3). Two leather spacers
(4,5) are inserted between each spring-leaf and the keelsons. Two bolts (7) and nuts secure the
individual spring-leaf to the edge of the outer keelson (2) via a light alloy tie (6) while a
single bolt (8) and nut secures the inboard end of the leaf-spring to inner keelson (3).
Figure 2. - MLG leg

32-10
MLG and BRAKES – DESCRIPTION AND OPERATION
TROUBLESHOOTING
found in this manual about MLG.

Airplane on leveled ground
Tyre pressure low Check tyre pressure
shows a wing low
Brakes related troubles Make reference to Chapter 32-20 troubleshooting section
Inspect wheel using non-
destructive testing means
Hitting rocks or other hard (e.g. Zyglo fluorescent
objects during landing or penetrant fluid) to
takeoff. determine condition.
Replace wheel or wheel
half.
Use of sharp objects to Replace wheel or wheel
Cracked or distorted wheel break tire bead. half.
or wheel half. Landing with flat tire or Replace wheel or wheel
abnormally hard landing. half.
Landing in crabbing
position in crosswind Replace wheel or wheel
causing excessive side half.
force.
Normal fatigue failure
Replace wheel or wheel
when used beyond
half.
expected wheel life.
Replace bearing cone being
Misalignment of bearings. sure it is properly seated in
bearing bore.
Axle nut improperly Replace and torque axle
torqued. nut.
Check grease seals for

Damaged bearing cone. damage.
Foreign matter in bearing
Replace seals and be sure
grease.
bearing grease is free from
foreign matter.
Replace bearings and

Lack of bearing grease.
repack with grease.
Worn or damaged grease Normal wear or improper
Replace grease seals.
seals. installation.

32-10
MLG and BRAKES – TROUBLESHOOTING

32-10
MLG and BRAKES – TROUBLESHOOTING
 MLG removal
 MLG installation
 On-aircraft main wheels inspections
 Main wheel removal
 Main wheel installation
 Main wheel disassembly
 Main wheel reassembly
 Main wheel tyre removal
 Main wheel tyre installation
 Brake assembly removal
 Brake assembly installation
 Brake lining replacement
Information hereinafter addressed applies to both LH and RH MLG leg.

32-10
MLG and BRAKES – MAINTENANCE PRACTICES
1. MLG REMOVAL
Hereinafter they are addressed instruction to remove the legs main gear.
Main gear assy removal can be performed also with the wheel installed: as option, you
can remove the wheel before.
Procedure
Additional info &

References
∙ The following instruction are valid for the removal of both legs.
1. Make sure Master Switches is turned OFF.
Lift the airplane on jacks until the wheels are clear Refer to Figure 2.
2.
of the ground Refer to Chapter 07-00
INSURE AIRCRAFT IS SECURE AND STABLE BEFORE BEGINNING ANY

WORK. WORKING UNDER AN IMPROPERLY STABILIZED
AIRCRAFT COULD CAUSE INJURY OR DEATH.
WARNING
Remove following cover:
Refer to IPC
- LWR CENTRAL WING TO FUSELAGE
FAIRING
Refer to Chapter 06-00
- CAP n° 6
Remove flexible brake fluid line from the wheel Refer to Figure 4, plug the
4. hose to protect from
contamination
PAY ATTENTION TO THE LEAKAGE OF OIL FROM THE BREAK FLUID LINE.
COLLECT THE OIL INTO A CONTAINER
WARNING
5. Unscrew the three connection nuts one by one Refer to Figure 5.
6. Remove the leg from fuselage

32-10
2. MLG INSTALLATION
Hereinafter they are addressed instruction to install the legs main gear.
Procedure
Additional info &

References
The following instruction are valid for the removal of both leg, we will
∙ treat the left leg
1.
Make sure Master Switches is turned OFF
INSURE AIRCRAFT IS SECURE AND STABLE BEFORE BEGINNING ANY WORK.

WORKING UNDER AN IMPROPERLY STABILIZED
AIRCRAFT COULD CAUSE INJURY OR DEATH.
WARNING
2. Examine the leg for obvious damage, corrosion
or damage to the surface finish.
Move crosswise the leg in
3.
Put the leg in position between the beams the bay, then align the
holes
4. Insert the bolt aligning the holes with respect to
Refer to Figure 5.
those of the leg
Fit the nuts, the washers and the bolts. Tighten
5.
the nut as per standard torque value (*)
Fit the leather spacers.
6. See instructions within
Fit the wheel if removed
this Chapter
7.
Fit brake flexible line on the wheel Refer to Figure 6.
Bleed the brake system
this Chapter
Fit brake hose binders wrapped around the leg
9.
with anti-abrasion film. Brake hose must be Refer to Figure 7.
placed and secured on left side to the leg.
Install following cover to the left side.
Refer to Figure 3.
10. - LWR CENTRAL WING TO
Refer to Chapter 06-00
FUSELAGE FAIRING
Refer to IPC
- CAP n° 6
Fit the fairing wheel if removed
this Chapter

32-10
MLG/Fuselage bolts torque values
AN365-524A torque: 15 +/- 1 Nm / 132 (lib∙in) 4 MLG external bolts
AN365-624A torque: 25 +3/-2 Nm / 221 (lib∙in) 2 MLG internal bolt
Figure 3. – Jacking

32-10
Figure 4. – Cover
Figure 5. –Brake fluid line removal

32-10
Figure 6. – Nuts Removal/Installation

32-10
Figure 7. – Fit brake flexible line
Figure 8. – Fit brake flexible

32-10

32-10
3. ON-AIRCRAFT MAIN WHEELS INSPECTION
Whenever a maximum energy Rejected Take Off (RTO) has

occurred the intrinsic heat buildup can be quite severe and the
components are to be inspected and, if required, overhauled in
accordance with the procedures addressed on the Component
CAUTION
Maintenance Manual (CMM): Parker Cleveland P/N
AWBCMM0001-7, last issue.
On-aircraft maintenance of wheel assemblies is limited to inspection of wheel and brake

assemblies.
Perform on-aircraft inspection as follows:
(1) Remove wheel dust cover and visually inspect the wheels for corrosion, cracks, or
other visible damage.
(2) Check wheel nuts to be sure they are properly installed and have not worked loose.
Bolt threads should be flush to 1-1/2 threads extending beyond the nut.
(3) Visually inspect tyres for cuts, flat spots, and tread or sidewall damage.
(4) Check inflation pressure. Proper inflation will provide maximum tyre and wheel life.
(5) Pressure must be checked when tyres are cool.
(6) Inspect the brake disc for rust, excessive grooves, large cracks, or other visible
damage.
(7) Visually inspect the brake cylinder for corrosion, cracks, or other visible damage.
Check inlet fitting bosses and anchor bolt lugs for cracks.
(8) Check back plate attachment bolts to insure they are properly torqued and have not
worked loose. Gaps between the back plate and cylinder would be evidence of this.
(9) Check fit of brake cylinder anchor bolts in torque plate bushings for sloppiness. This
can be accomplished by grasping the cylinder and moving it; slight movement is
normal. Excessive movement is cause for removal and detailed inspection.
(10) Linings should be visually checked for extreme chipping on the edges. Lining
featuring a thickness of 0.100 inch (2.54 mm) must be replaced.
(11) Visually check torque plate for corrosion, cracks, loose anchor bolt bushings, or
other visible damage. Anchor bolt bushings must be flat against torque plate surface.
(12) Check for any brake fluid leaks. Linings which have been contaminated with fluid
should be replaced.
(13) If the slippage marks are not in alignment, a detailed inspection must be made, the
reason determined, and if necessary, the condition corrected before the next flight.

32-10

32-10
4. MAIN WHEEL REMOVAL
Tools

Main gear axle ring nut
1 Commercial
wrench
Procedure

References
1. Make sure Master Switches are turned OFF.
2. Lift aircraft on the jacks Refer to Chapter 07-00
INSURE AIRCRAFT IS SECURE AND STABLE BEFORE BEGINNING ANY WORK. WORKING
UNDER AN IMPROPERLY STABILIZED AIRCRAFT COULD CAUSE INJURY OR DEATH.
WARNING
3. Release parking brake

Remove the fairing.
5. Remove brake assembly back plate tie bolts (1)

Refer to Figure 9.
and washers, and remove back plate
6. Remove bolt (3) and nut (4). Remove wheel Refer to Figure 10.
axle ring (1) and axle ring nut (2) Refer to Figure 11.
7.
Pull wheel assembly off the axle

32-10
Figure 9. – Main wheel scheme

32-10
5. MAIN WHEEL INSTALLATION
Tools

Main gear axle ring nut
1 Commercial
wrench
Procedure
Additional info &

References
INSURE AIRCRAFT IS SECURE AND STABLE BEFORE BEGINNING ANY WORK. WORKING
UNDER AN IMPROPERLY STABILIZED AIRCRAFT COULD CAUSE INJURY OR DEATH.
WARNING
2. Make sure parking brake is released
3. Install the wheel on the axle
Fit wheel axle ring (1) and axle ring nut

(2).Tighten the ring nut, loosen and then
tighten it once again: make sure wheel can be Refer to Figure 10.
4.
turned by hand with a slight friction and Refer to Figure 11A / B.
without noise. Apply slippage mark. Fit bolt
(3) and nut (4).
Fit brake back plate: fit bolts (1) and washers . Refer to Figure 9.
Tighten bolts at torque value of 8.5 - 9 Nm
(75-80 In-lb). Overtorquing could cause
depressions in the brake
5. cylinder, which result
in dragging or bound up
brakes. Refer also to CMM
Parker Cleveland P/N
AWBCMM0001-7 last issue.
6. Install the fairing Refer to Figure 8.

32-10
Figure 10. – Cover Installation/Removal
Figure 11. –Brake system (P/N 30-9)

32-10
Figure 12. – MLG Wheel
Figure 13A. –Bolt Installation/Removal

32-10
Figure 13B. – Bolt Removal/Installation

32-10
6. MAIN WHEEL DISASSEMBLY
Procedure
Additional info &

References
1. See instructions within this
Remove wheel assembly Chapter
Remove air from tyre by depressing the
2.
valve stem plunger until air can no longer
be heard escaping from the tyre.
Separate tyre beads from wheel halves,
using a bead breaker or by applying
3.
pressure in even increments around the
entire sidewall of the tyre as close to the
tyre beads as possible.
Remove nuts (5), washers (6), and bolts (7)
4.
holding wheel halves and brake disc Refer to Figure 12.
together.
Separate inner wheel half (10), outer wheel
5. half (8), brake disc (11) and remove hubs
Refer to Figure 12.
from the tyre. Mark wheel halves to note
relationship to each other for reassembly.
6.
Remove inner tube from the tyre.
Remove bearing cone (4), seals (2,3) and
snap ring (1). The bearing cup (4) should
7.
not be removed, unless replacement is Refer to Figure 12.
necessary due to scratches, nicks, pitting,
corrosion, or evidence of overheating.
Refer to CMM Parker Cleveland P/N AWBCMM0001-7
last issue for more details about wheel assembly
inspection/maintenance instructions
CAUTION
Visually inspect wheel halves for cracks,
nicks, corrosion, or other damage. Any
cracks in the wheel half are cause for
replacement of wheel half. Replace any
cracked or excessively corroded parts.
8. Inspect wheel bearing grease for
contamination and solidification at each
periodic inspection. Inspect wheel half
bearing cup bore for burrs, primer residue,
or foreign matter. Make sure surface is
clean. Inspect snap rings and grease seals
for distortion or wear.
32-10
7. MAIN WHEEL REASSEMBLY
Procedure
Additional info &

References
Refer to CMM Parker Cleveland P/N AWBCMM0001-7
last issue for more details about wheel assembly
inspection/maintenance instructions
CAUTION
Make sure the inside of the tyre is clean and
dry. Inflate the inner tube just enough to
round it out. Install the tyre and inner tube
1. on the outer wheel half, inserting the valve Refer to Figure 12.
stem through the valve hole in the wheel.
Place the inner wheel half inside the tyre.
Align the marks made at disassembly with
those on the outer wheel half.
2. Install disc in inner wheel half and align
Refer to Figure 12.
bolt holes with wheel half.
Install bolts (7) through brake disc and Refer to Figure 12.
wheel halves (take into account the
recorded halves relationship). Inspect bolts
and washers (6) prior to assembly (bolt Observe the torque required to
3. heads are to be on brake disc side of wheel). turn the nut (free running
Torque nuts to value specified on wheel torque). This value must be
nameplate. added to the value stated on
the casting/nameplate to
obtain a true torque value.
If removed, carefully fit bearing cup (4) –
4. see CMM for detailed instructions. Fit Refer to Figure 12.
bearing cone (4), seals (2,3) and snap ring
(1) into each wheel half.
Inflate tyre to correct rated inflation See Chapter 12-70, wheels
pressure. Deflate tyre to let tube adjust to servicing, tyre pressure
proper position. Reinflate to correct allowed
5. pressure and install valve stem locking nut.
Tyre will have to have pressure adjusted in
12 to 24 hours. Check carefully for leaks.
When tire is correctly inflated and leak-free
it can be installed on aircraft.

32-10
8. MAIN WHEEL TYRE REMOVAL
Procedure

References
1. Remove wheel assembly See instructions within this
Chapter
Remove air from tyre by depressing the valve
2.
stem plunger until air can no longer be heard
escaping from the tyre.
Separate tyre beads from wheel halves, using a
3. bead breaker or by applying pressure in even
increments around the entire sidewall of the tyre
as close to the tyre beads as possible.
4. Remove nuts (5), washers (6), and bolts (7)
Refer to Figure 12.
holding wheel halves and brake disc together.
Separate inner wheel half (10), outer wheel half
5. (8), brake disc (11), and remove hubs from the
Refer to Figure 12.
tyre. Mark wheel halves to note relationship to
each other for reassembly.

32-10
9. MAIN WHEEL TYRE INSTALLATION
Procedure

References
Make sure the inside of the tyre is clean and
dry. Inflate the inner tube just enough to round
it out. Dust inside of tyre with the correct talc.
Insert inner tube into tyre with the "arrow" on
the tube next to the red dot on the tyre. Put the
1.
tyre and tube on the outside wheel half with
the valve stem through the valve hole. Put
inner half wheel into tyre. Align the marks
made at wheel disassembly with those on the
outer wheel half.
Install disc in inner wheel half and align bolt Refer to Figure 12.
2. holes with wheel half.
Install bolts (7) through brake disc and wheel Refer to Figure 12.
halves. Inspect bolts and washers (6) prior to Observe the torque required to
assembly (bolt heads are to be on brake disc
3. turn the nut (free running
side of wheel). Torque nuts to value specified torque). This value must be
on wheel nameplate. added to the value stated on the
casting/nameplate to obtain a
true torque value.
Inflate tyre to correct rated inflation pressure. See Chapter 12-70, wheels
Deflate tyre to let tube adjust to proper servicing, tyre pressure
position. Reinflate to correct pressure and allowed
4. install valve stem locking nut. Tyre will have
to have pressure adjusted in 12 to 24 hours.
Check carefully for leaks. When tire is
correctly inflated and leak-free it can be
installed on aircraft.
5. Restore hub-tyre slippage mark
6. Install wheel assembly on aircraft See instructions within this

Chapter

32-10
Figure 14A. – MLG wheel assembly (P/N 40-77A)

32-10
10. BRAKE ASSEMBLY REMOVAL
The following procedure describes how to remove the brake assembly from the main wheel. Wheel
removal is not necessary unless brake torque plate is to be removed; therefore this operation can be
performed on ground (jacking not required).
Procedure
Brake assembly removal Additional info &

Step no.
Insure parking brake is off and wheels are chocked
CAUTION
1. Release parking brake.
2. Remove flexible brake fluid line from the Refer to Figure 4.

wheel
3. Remove brake assembly back plate tie bolts (1) Refer to Figure 13.
and washers (2), and remove back plate.
4. Carefully slide brake cylinder (3) out of torque Refer to Figure 13.
plate.
If torque plate (1) removal is required, remove Refer to Figure 14.

wheel/tyre per wheel removal instructions.
Then:
5. - remove attachment bolts, nuts, and

washers which hold the leg (2), the axle
(3) and the torque plate (1) together.
- record the torque plate mounting
orientation for reinstallation. Remove
torque plate.

32-10
11. BRAKE ASSEMBLY INSTALLATION
Procedure
Brake assembly installation Additional info &

Step no.
Refer to CMM Parker Cleveland P/N AWBCMM0001-7 last issue for more details about brake
assembly inspection/maintenance instructions
CAUTION
If torque plate (1) was removed, install it in Refer to Figure 14A/B.

the same rotational orientation as when
removed. Install torque plate on axle flange
1. (3) with attachment bolts, nuts, and washers
which hold the leg (2), the axle (3) and the
torque plate (1) together
Tighten the nuts as per standard torque value
(see Chapter 20-10)
2. If wheel has been removed, install wheel prior See instructions within
to installing brake cylinder assembly. this Chapter
3. Remove brake assembly back plate tie bolts Refer to Figure 13.
(1) and washers (2)
Install cylinder (3) in torque plate by sliding Refer to Figure 13.

(do not force) anchor bolts into torque plate
A dry film lubricant
bushings. should be applied to
anchor bolts and torque
4. plate bushings to provide
ease of installation and
operation. A liquid type
lubricant should not be
used as it will attract dirt
and moisture.
Fit brake back plate: fit bolts (1) and washers Refer to Figure 13.
(2). Tighten bolts at torque value of 8.5-9 Nm Overtorquing could cause
(75-80 In-lb). Restore slippage marks. depressions in the brake
5. cylinder, which result
in dragging or bound up
brakes. Refer also to
CMM Parker Cleveland
P/N AWBCMM0001-7
last issue.

32-10
Brake assembly installation Additional info &
Step no.
6. Uncap and attach hydraulic line to cylinder
inlet fitting.
Bleed the brake system Apply procedure

7. described within Chapter
32-20
Test brake system During taxiing operate

brakes for efficiency
8. check; additionally, pedals
should feel firm and not
spongy

32-10
12. BRAKE LINING REPLACEMENT
The following procedure describes how to replace the brake lining in the brake
assembly. Lining featuring a thickness of 0.100 inch (2.54 mm) must be replaced.
Wheel removal is not necessary.
Procedure
Additional info &

References
Refer also to CMM Parker Cleveland P/N AWBCMM0001-7 last issue for more
details about brake assembly inspection/maintenance instructions
CAUTION
Remove brake assembly Apply procedure
1. described within this
Chapter
2. Slide pressure plate assembly (4) off anchor Refer to Figure 3.

bolts.
Inspect the caliper for corrosion, bent anchor

bolts, cracks around bolts, cracks around
3. anchor bolt lugs and inlet fittings, and other
visible damage. Inspect the torque plate
assemblies for corrosion around anchor bolt
bushings and excessive wear in bushings.
The organic brake lining is identified by its Refer to Figure 13.

semi hard composition and rivets (5) used to
attach the lining to the pressure/back plate.
The rivet holes are visible on the lining.
Remove them as follows:
4. 1 Being careful not to enlarge holes in
pressure plate/back plate, drill out rivets
attaching lining with a 1/8-inch diameter
drill.
2 Separate lining from pressure plate/back
plate.
Clean pressure plate and back plate surfaces Refer to Figure 13.
5. of dirt, grease, etc. before installing new
linings.

32-10
Additional info &
References
Inspect pressure plate (4) and back plate (6) Refer to Figure 13.
for excessive corrosion, visible damage, or
6. excessive warping. Pressure plate should not
be used if warped in excess of 0.010 inch
(0.254 mm) flatness, by using draw flattening
or straightening techniques.
Align new factory authorized replacement

7. lining (7) segments on pressure plate/back
plates and install rivets of corresponding part
number using appropriate riveting tools
8. Check to be sure lining is tight and

movement free with no distortion of parts.
9. Slide pressure plate (4) with new lining over Refer to Figure 13.
anchor bolts
Install brake assembly on the wheel Apply procedure

10. described within this
Chapter
Figure 14B. - Brake Assembly (P/N 30-9)

32-10
Figure 15A. - Torque plate installation/removal
Figure 14B 2- Torque plate installation/removal
Figure 15B. - Torque plate

32-10

32-10
32-20 BRAKE SYSTEM
The P2002JF can support two types of brake system to chosen by the customer:
 Lever Brake System

 Toe Brake System
LEVER BRAKE SYSTEM
The brake system consists of a brake fluid reservoir (1), a master cylinder (2) and two disc
brakes assemblies (3); an intercept valve activates parking brake (4). Braking action is through a
lever (5) located on cabin tunnel between seats. The brake system is equipped with a non-return
valve (6), which insures that braking action is always effective even if parking brake circuit
should accidentally be closed.

32-20
BRAKE SYSTEM – DESCRIPTION AND OPERATION
4
6
1
5 2
7
Figure 16. – Lever brake system
TOE BRAKE SYSTEM
The toe brake system consists of independent hydraulically actuated brake system for each
main wheel. A master cylinder is attached to each pilot’s rudder pedal (see Figure 36 below).
Hydraulic pressure, applied via the master cylinders, enters the brake via lines connected to an
inlet fitting on the caliper. The caliper operation description is given on Chapter 32-10.
A parking brake valve, mounted in correspondence of the cabin floor and operated by a knob
on the cockpit central pedestal, intercepts the hydraulic lines, once pressurized by toe brakes,
to hold the brake assemblies linings tightened round the main wheels brake discs.
Brakes can be operated from either pilot’s and co-pilot’s pedals: a single vented oil reservoir
feeds the pilot side master cylinders which are connected, via hoses, with the co-pilot’s side
ones (see system schematic reported on 17).

32-20
Figure 37. - Rudder pedals and brake master cylinders (pilot and co-pilot side)

32-20
OIL TANK RESERVOIR
BRAKES PUMPS
PARKING BRAKE
CLEVELAND BRAKE SYSTEM
Figure 18. – Toe brake system scheme

32-20
TROUBLESHOOTING
found in this manual about the brake system.

Air in hydraulic system. Check for source, then
bleed brake system.
Vent in master cylinder Clean
reservoir clogged.
Leak in system; brake, Locate leak and repair.
master cylinder, fittings, or
lines.
Defective master cylinder. Replace or repair.
Unable to obtain sufficient Back plate bolts loose (not Torque bolts to proper
hydraulic brake pressure. properly torqued), causing value.
Excessive toe pedal travel; excessive brake deflection.
spongy pedal. Excess bolt torque has Replace cylinders
caused back plate to crush
cylinder, evidenced by
depressions around bolt
holes.
Improper adjustment of Check cylinder rod for free
master cylinder rod length movement up to maximum
restricting the development compression
of maximum stroke
Piston cocked in cylinder, Remove and repair cylinder
resulting in overheating or piston, or replace brake.
brake and/or excessive
lining wear.
Foreign matter wedged in Locate and remove.

brakes.
Back pressure due to Bleed hydraulic system
malfunction of master and/or repair/replace
Brake drag. cylinder or parking valve. master cylinder or parking
valve.
Water or ice in hydraulic Bleed hydraulic system
system.
Excessive bolt torque has Replace cylinder
caused back plate to crush
cylinder, evidenced by
depressions around bolt
holes.
32-20
BRAKE SYSTEM – TROUBLESHOOTING

Piston does not retract. Bleed system and/or
remove piston. Inspect for
damage
Warped pressure plate. Replace pressure plate or
flatten to within 0.010 inch
(0.254 mm).
Corroded anchor bolts Clean and lubricate or
and/or torque plate replace.
bushings.
Cocked anchor bolts and/or Replace.
torque plate bushings.
Bent/cracked torque plate. Replace.
Warped brake disc - can be Replace and use caution
checked by laying a during operation to prevent
straightedge across disc excessive energy input into
face. brake
Out of position/stuck Repair/replace.
lining.
Restriction in hydraulic Isolate and remove
line. restriction.
Lining not firmly seated Debur rivet hole on surface
flush against pressure/back adjacent to lining.
plate.
Dragging brakes. Refer to “Brake drag”
troubleshooting section
Improper conditioning of See on-aircraft inspection
brake linings. section for lining
conditioning checking
procedure
Rapid disc and lining wear.
Excessive rusting, scoring, Clean or replace disc.
or pitting of brake disc
Excessive back plate Check and replace bolts.
deflection caused by bent Apply suitable torque
bolts or over torquing bolts.
Incorrect lining and/or disc. Replace with correct parts.
Contaminated lining. Replace lining.
Improper conditioning of See on-aircraft inspection
brake linings. section for lining
conditioning checking
Brakes won’t hold.
procedure
Lining worn below Replace lining.

minimum wear limits.
32-20

Discs worn below Replace linin
minimum wear limits.
Insufficient hydraulic Make reference to “Unable
pressure. to obtain sufficient
hydraulic brake pressure”
troubleshooting section
Organic brake lining Replace lining.
carburized (overheated).
Pressure plate contacting Check for correct torque
torque plate assembly. plate/wheel installation.
New Lining installed with Replace excessively worn
old disc, Lining not seated disc.
in wear track creating
partial contact with disc.
Valve failure Replace valve
Parking brake won’t hold.
Control cable failure Replace control cable

32-20
This Chapter contains the following maintenance tasks:
 Brake fluid replacing

 Brake fluid draining
 Brake pads replacing

32-20
BRAKE SYSTEM – MAINTENANCE PRACTICES
1. BRAKE FLUID REPLACING
Procedure (both sides)

References
1. Remove reservoir cap
2. Unscrew line nipple from disk caliper
Using a manually operated dump, add brake

fluid FLUID41 (nato code: H515) until level
3. reaches bottom of reservoir, reattach line to
caliper avoiding fluid spill.
4. Top-off brake fluid to ¾ of maximum level
5. Screw line nipple to disk caliper
6. Put reservoir cap
2. BRAKE FLUID DRAINING
Procedure (both sides)

References
1. Pull brake lever to pressurize circuit
2. Loosen small escape valve allowing fluid spurt
3. Close small valve and release brake lever
Repeat operations 1., 2. And 3. Until fluid

4. comes out clean and no longer in spurts,
proving absence of air bubbles
Top-off reservoir with needed amount of brake

5. fluid
Close reservoir and repeat operation for other

6. brake

32-20
3. BRAKE PADS REPLACING
When thickness of lining is less than 2.4 mm, brake pads should be replaced.
Procedure (both side)

Task description
no. References
1. Make sure parking brake is released
2. Remove fairings to expedite operation
3. Loosen bolts (1) from the caliper (2)
Slide caliper (2) along the guides (3), being

4. careful not to bend brake fluid line
Remove the backplate (4) and the pressure

5. plate (5)
Remove and replace linings (6) by drilling out

6. the rivets
Replace new linings with brand (6) and fasten

7. them with new rivets (7)
Reassemble all previously removed parts and

8. perform a check after reassembly.
Figure 19. – Brake pad scheme

32-20
33-30 NOSE LANDING GEAR
The nose gear (fig. 20) is attached to the engine mount with two hinges (1) and is equipped with a
4.00-6 type tire.
Steering motion is transmitted from the pedals through two steering tubes that are attached to the
nose gear strut by means of two brackets (2) welded to the strut.
Gear fork is made up of light alloy plates (4) & (5) and a spacer (6); it hinges on the strut leg and is
braced by a rubber-disc shock absorber (3).
Figure 20. – Nose landing gear

32-30
NOSE LANDING GEAR – DESCRIPTION AND OPERATION
TROUBLESHOOTING
found in this manual about NLG.

Airplane on leveled Damper fails Repair damper
ground shows the nose Damper low pressure Refill damper
low Tyre pressure low check tyre pressure
Cracked or distorted Hitting rocks or other hard make reference to Chapter 29

wheel or wheel half objects during landing or takeoff troubleshooting section
Use of sharp objects to break Replace wheel or wheel half
tyre bead
Landing with flat tyre or Replace wheel or wheel half
abnormally hard landing
Normal fatigue failure when Replace wheel or wheel half
used beyond expected wheel life
Damaged bearing cone Misalignment of bearings Replace bearing cone being sure it is
properly seated in bearing bore
Axle nut improperly torqued Replace and torque axle nut
Foreign matter in bearing grease Check grease seals for damage.
Replace seals and be sure bearing
grease is free from foreign matter
Lack of bearing grease Replace bearings and repack with
grease
Worn or damaged grease Normal wear or improper Replace grease seals
seals installation

32-30
NOSE LANDING GEAR – TROUBLESHOOTING
 Removal of nose gear fairings

 Installation of nose gear fairings
 Removal of nose wheel
 On-aircraft nose wheel inspection
 Nose wheel disassembly
 Nose wheel reassembly
 NLG damper on-aircraft maintenance

32-30
NOSE LANDING GEAR – MAINTENANCE PRACTICES
1. REMOVAL OF NOSE GEAR FAIRING
Procedure
Step NLG removal Additional info &

1. Loosen the screws (2 and 3) Refer to Figure 21.
2. Remove the two fairings (5 and 6) Refer to Figure 21.
3. Remove the rear upper fairings (4) loosen the screws (1) Refer to Figure 21.
4. Unscrew nuts (7) and remove washer from wheel axle Refer to Figure 21.
5. Unscrew bolt (8) in gear lever housing Refer to Figure 21.
6. Remove the rear fairing Refer to Figure 21.
2. INSTALLATION OF NOSE GEAR FAIRINGS
Proceed the previous procedure in a reverse way to reinstall. An over tightening can cause the
damage of screws and fiberglass fairing.
Figure 21. – Removal/installation of NLG fairings

32-30
3. REMOVAL OF NOSE WHEEL
Procedure

1. Remove the fairings (2) and (4) Refer to Figure 21.
2. Loosen bolts (5), (7), (8) and (9) Refer to Figure 21.
3. Detach the two wheel forks (10) from each other Refer to Figure 21.
4. Remove wheel axle Refer to Figure 21.
5. Remove the wheel (11) Refer to Figure 21.
4. ON-AIRCRAFT NOSE WHEEL INSPETION
Perform on-aircraft inspection as follows:
(1) Visually inspect the wheels for corrosion, cracks, or other visible damage.
(2) Check wheel nuts to be sure they are properly installed and have not worked
loose. Bolt threads should be flush to 1-1/2 threads extending beyond the nut.
(3) Visually inspect tyres for cuts, flat spots, and tread or sidewall damage.
(4) Check inflation pressure. Proper inflation will provide maximum tyre and
wheel life.
(5) Pressure must be checked when tyres are cool.
(6) If the slippage marks are not in alignment, a detailed inspection must be made,
the reason determined, and if necessary, the condition corrected before the next
flight.

32-30
5. NOSE WHEEL DISASSEMBLY
Procedure

INSURE AIRCRAFT IS SECURE AND
STABLE BEFORE BEGINNING ANY
WORK, WORKING UNDER AN
WARNING IMPROPERLY STABILIZDED
AIRCRAFT COULD CAUSE INJURY OR
DEATH
Refer to Chapter 07-0,
Jacking Procedure
As alternative, engage
parking, chock main
wheels, press down the
2. Lift aircraft on the jacks stabilator front spar,
adjacent to the
fuselage, to raise the
nose wheel; then place
the nose trestle in
correspondence of the
first fuselage bulkhead.
3. Remove bolt (8), nut (7) and washers (6) Refer to Figure 21.
1. Remove caps (5) Refer to Figure 21.
Pull wheel assembly off the fork, separate axle Refer to Figure 21.
2. 83) and spacers (4)
Figure 21. – NLG wheel scheme

32-30
6. NOSE WHEEL REASSEMBLY
Procedure

1. Make sure the inside of the tyre is clean and dry.
Inflate the inner tube just enough to round it out.
Install the tyre and inner tube on outer wheel half,
inserting the valve stem through the valve hole in the
wheel. Place the inner wheel half inside the tyre. Align
the marks made at disassembly with those on the outer
wheel half.
2. Align both holes with wheel half. Refer to Figure 22.
3. install bolts (5) through wheel halves. Inspect bolts and Refer to Figure 22.
washers (6) prior to assembly (nuts are to be on valve
side of wheel). Torque nuts to value specified on wheel
nameplate.
4. If removed, carefully fit bearing cup (2). Fit bearing Refer to Figure 22.
cone (129, seals (8 and 10) and snap rings (9) into each
wheel half.
Inflate tyre to correct rated inflation pressure. Deflate Refer to Figure 22.
tyre to let tube adjust to proper position. Reinflate to
correct pressure and install valve stem locking nut.
5. Tyre will have to have pressure adjusted in 12 to 24
hours. Check carefully for leaks. When tyre is
correctly inflated and leak-free it can be installed on
aircraft.
6. restore hub-tyre slippage mark.
Figure 22. – Nose lanfing gear

32-30
7. NLG DAMPER ON-AIRCRAFT MAINTENANCE
Procedure

INSURE AIRCRAFT IS SECURE AND STABLE
BEFORE BEGINNING ANY WORK, WORKING
UNDER AN IMPROPERLY STABILIZDED
WARNING AIRCRAFT COULD CAUSE INJURY OR DEATH
2. Remove nose gear fairings
3. Lift the airplane on jacks until the wheels are clear of Refer to Chapter 07-0,
the ground Jacking Procedure
As alternative, engage
parking, chock main
wheels, press down the
stabilator front spar,
adjacent to the fuselage, to
raise the nose wheel; then
place the nose trestle in
correspondence of the first
fuselage bulkhead.
4. Remove upper and lower pins Refer to Figure 23.
5. If play is not present, substitute rubbers Refer to Figure 23.
Reinstall upper and lower pins, perform a check of all
6.
procedure.

32-30
Figure 23. – Nose landing gear dumper

32-30

32-30

32-30
Chapter
33
Lights


CHAPTER 33
LOEP

LOEP

33 LOEP

33 LOEP
CHAPTER 33
TABLE OF CONTENTS
33-10 INTERNAL LIGHTS ............................................................................................................. 1

1. MAINTENANCE PRACTICES: GENERAL RULES ............................................................................... 201
2. LED LIGHT REPLACEMENT ............................................................................................................ 201
3. ANNUNCIATOR PANEL LIGHTS REPLACEMENT ............................................................................. 202
33-20 EXTERNAL LIGHTS ............................................................................................................. 1

1. TAXI AND LANDING LIGHT REPLACEMENT ................................................................................... 201
2. WINGTIP NAV AND STROBE LIGHTS ASSY REPLACEMENT ............................................................ 201
3. STROBE LIGHTS CONTROL UNIT REPLACEMENT ........................................................................... 202

02 TOC
33-10 INTERNAL LIGHTS
The lights configuration depends on the model. The base one presents no lights, but is totally
customizable. In order to allow flight in VFR Night condition, the airplane is fitted with
additional equipment.
VFR NIGHT INTERNAL ADDITIONAL EQUIPMENT
Instruments lights
A couple of instrument lights (LED type) is connected to the main bus trough a circuit breaker
and installed in correspondence of fixed part of canopy, one for each side. Fitted with flexible
struts, they can be adapted to illuminate the instruments panel, as pilot needs.
Figure 1. – Couple of instruments lights
A dimmer device, located next to the annunciator panel, allows for regulating instruments
lights brightness (Ref. Figure 5).

33-10
INTERNAL LIGHTS – DESCRIPTION AND OPERATION
Dome light
In event of electrical failure, the dome light, installed on the cabin ceiling and directly
connected to the battery trough a circuit breaker, provides the pilot with an additional mean to
illuminate the cabin and instruments panel.
Figure 2. – Dome light
Torch
An emergency torch (3-AAA batteries needed) is provided in the cabin pocket.
Figure 3. – Torch

33-10
Cabin
pocket
Figure 4. – Torch location
Annunciator panel
Instruments panel features an annunciator panel consisting of three lights, namely:

 ALT warning light: it indicates that the alternator is OFF or not working properly;
 PITOT HEAT advisory light: it indicates that Pitot heating system is ON;
 FUEL PUMP advisory light: it indicates that the electrical fuel pump is ON.
The ‘VFR night/day’ switch allows for regulating annunciator panel brightness, depending on
light conditions; it is located next to the annunciator panel itself and it permits two brightness
set-ups (day and night).
Figure 5. – Annunciator panel

33-10
TROUBLESHOOTING

Cabin lights do Cabin lights are defective Replace cabins lights
not operate
Cabin light breakers are pulled out Insert cabin light breakers
Wiring is faulty Perform a continuity test of wiring:

repair/replace defective wiring.
Refer to chapter 92
Cockpit lights do Cockpit lights are defective Replace cockpit lights
not operate
Instrument breaker is pulled out Insert instrument breaker

Refer to chapter 92
Dome light does Dome light is defective Replace dome light
not operate
Dome light breaker is pulled out Insert dome light breaker

Refer to chapter 92

33-10
INTERNAL LIGHTS – TROUBLESHOOTING
Maintenance practices: general rules

Led light replacement
Annunciator panel replacement
Dome light replacement

33-10
INTERNAL LIGHTS – MAINTENANCE PRACTICE
1. MAINTENANCE PRACTICES: GENERAL RULES
This section provides safety precautions and general maintenance practices to be

observed when working on electrical or electronic systems and components.
1. Always ground the aircraft before working.

2. When working on electrical systems, make sure that the system is isolated:
do not operate on a system when it is activated unless otherwise
specified.
3. Do not use the circuit breakers as ON/OFF switches unless otherwise
specified.
4. Do not remove/install a component before checking that it is isolated.
5. Only use suitable insulated tools before testing operating systems.
6. Connectors must be protected from damage during maintenance: cap
them with dust covers.
7. If needed, renew wire markings: they have to be clearly identified.
Inspection and/or checking of the electrical system and components shall be conducted in
accordance with inspection intervals addressed on Chapter 05 and when a closed area is
opened for other maintenance purposes. Following inspections are applicable:
1. Check electrical wiring for chafing and cuts.

2. Check wire clamps and supports for security of installation.
3. Check wiring clearance from sharp metal edges.
4. Check electrical bonding for security of installation.
5. Check terminal connections and lugs for condition
6. Check electrical equipment for security of installation and condition. check for evidence of
overheating.
2. LED LIGHT REPLACEMENT

Task description
no. References
1. Make sure master switch and cabin light switch are turned off
2. Disassemble the Led protection
3. Unscrew the Led cap
4. Dismantle the Led box
5. Replace the Led light
6. Assemble the Led box
7. Screw the Led cap
8. Assemble the led protection

33-10
3. ANNUNCIATOR PANEL LIGHTS REPLACEMENT

Task description
no. References
1. Make sure Master Switches are turned off
2. Unfasten the pertinent LH or RH over-hear panel
3. Disengage electrical connector and remove panel
4. Cut the mastic to release the light
Put in position a new light Engage the connector and test the
5.
light before fixing with mastic
6. Fix the light with a new binding of mastic
7. Engage the electrical connector
8. Install the over-head panel
9. Perform a functional test
4. LED LIGHT REPLACEMENT

Task description
no. References
2. Disassemble the dome light box
3. Unscrew the dome light protection
4. Replace the dome light
5. Screw the dome light protection
6. Assemble the dome light box

33-10
33-20 EXTERNAL LIGHTS
External lights depends on the aircraft configuration too.
STANDARD CONFIGURATION
Position lights
They provide the aircraft flight direction identification.

Navigation lights are installed on the wing tips and on top of vertical stabilizer. All
navigation lights are controlled by a single switch located on instrument panel and
are protected by a circuit breaker.
A green light is located on right wing tip, a red light on left wing tip and a white
lamp is on vertical stabilizer.
Refer to chap. 92 for electric schematic drawing.
Figure 6. –Position lights

33-20
EXTERNAL LIGHTS – DESCRIPTION AND OPERATION
Landing lights
It provides ground reference information during final approach, touchdown, ground roll and
take off and illuminates any major obstructions in the airplane approach glide path or on
runway at night.
The landing light is located on the LH wing leading edge. Landing light switch is
located on instrument panel. Light is protected by a 10 A circuit breaker.
Figure 7. – Landing light
Strobe lights
They provide aircraft identification to prevent collision.

The strobe light is installed on top of the vertical stabilizer.
Strobe light is activated by a switch and is protected by a breaker. Switch and
breaker are positioned on the instrument panel. The signal reaches a strobe light
trigger circuit box positioned in the tail cone just behind the luggage compartment
and from there reaches the light.
Figure 8. – Strobe light

33-20
VFR EXTERNAL ADDITIONAL CONFIGURATION
Strobe lights mode switch
Strobe lights (located on the wings and on the vertical tail) are activated by means of a switch
located on the instruments panel, RH lower side.
The strobe lights mode switch, instead, allows for selecting two operational modes;
NORM: all strobe lights are ON;
EMER: only the strobe light on the vertical fin ON.
The switch allows for reducing electrical loads in event of electrical system failures.
Figure 9. - Switches
Landing lights
Landing lights is located under the engine nacelle, instead of the left wing leading edge, in
order to prevent pilot blinding during night operations.
Figure 10. – VFR night landing light

33-20

33-20
TROUBLESHOOTING

Strobe lights do Defective strobe light Replace wingtip strobe light assy
not operate
Strobe light switch is Replace switch
faulty
Wiring defective Perform a continuity test of wiring:

repair/replace defective wiring (Red.: chap 92)
Strobe lights breaker Insert strobe breaker

is pulled out
Strobe light control Replace strobe light control unit

unit fails

33-20
EXTERNAL LIGHTS – TROUBLESHOOTING
Taxi and landing light replacement

Wingtip NAV and strobe lights assy replacement
Strobe Lights Control Unit replacement

33-20
EXTERNAL LIGHTS – MAINTENANCE PRACTICE
1. TAXI AND LANDING LIGHT REPLACEMENT

Task description
no. References
2. Open inspection cap
3. Unfasten the lamp assy electrical terminals
Remove lamp assy: remove the four adjusting screw
4.
and springs and related washers supporting the assy
Remove the four rivets which hold the flangea
5.
together
6. Separate the lamp unit from the flanges
Set up again the lamp assy as removed: place the new
7. lamp unit between the FWD and AFT flange and
install the rivets
Insert adjusting screws, washers and springs in the
8.
lamp assy and put it in position. Screw fittings.
9. Fasten electrical terminals
Adjust map assy. Adjusting screws and springs allow
10.
for orientating the light path as required
11. Close inspection cap
2. WINGTIP NAV AND STROBE LIGHTS ASSY REPLACEMENT

Task description
no. References
1. Make sure Master Switches are turned off Ref. Figure 11.
Unscrew the retaining screw (11). Remove retainer Ref. Figure 11.
2.
(10) and lenses (9 and 6) with the gasket (5)
Remove the three screws which fix the base Bonding cable is placed between the
3. plate to the wingtip. Record bonding cable position wingtip and the base plate and it
engages a base plate fixing screw.
Remove the base plate (1) disengaging both Ref. Figure 11.
4.
electrical connectors
5. Replace flashtube assy (8) as required Ref. Figure 11.
Engage both electrical connectors and place in
6.
position the bonding cable
Install the base plate (1), insert the three screws Ref. Figure 11.
7.
into the base plate holes and tighten firmly.
8. Place in position lenses (9 and 6) with the gasket (5) Ref. Figure 11.
Put in position the retainer (10) and fasten the Ref. Figure 11.
9.
retaining screw (11).

33-20
3. STROBE LIGHTS CONTROL UNIT REPLACEMENT

Task description
no. References
1. Make sure Master Switches are turned off Ref. Figure 11.
2. Pull out Strobe light breaker
3. Open inspection caps See chap. 06
Remove connectors from control unit and Ref. Figure 11.
4.
record correct position for each one
Uninstall control unit from fuselage unscrewing Ref. Figure 11.
5.
the screws
6. Remove control unit
7. Replace control unit with new one if needed
Screw CU on fuselage: use screws and groover Ref. Figure 11.
8.
washers
9. Connect connectors as recorded during removal Ref. Figure 11.
10. Close inspection caps
Figure 11. – Control unit

33-20

33-20

33-20
Chapter
34
Navigation


CHAPTER 34
LOEP

LOEP
34-10
34 TOC
34-30

34 LOEP
CHAPTER 34
TABLE OF CONTENTS
34-10 PITOT-STATIC SYSTEM .................................................................................................. 1
Description and operation ..................................................................................................................... 1

Troubleshooting .................................................................................................................................... 1
Maintenance practices....................................................................................................................... 200
1.INSTRUMENTS REPLACEMENT ........................................................................................................ 201
2.PITOT-STATIC SYSTEM – LEAK TEST ................................................................................................. 202
3.PITOT STATIC SYSTEM – DRAINAGE ................................................................................................ 205
34-20 ATTITUDE AND HEADING .............................................................................................. 1

1.MAGNETIC COMPASS REPLACEMENT ............................................................................................. 201
2.MAGNETIC COMPASS COMPENSTATION REPLACEMENT ................................................................ 202
3.ATTITUDE INDICATOR REPLACEMENT ............................................................................................. 204
4.DIRECTIONAL GYRO REPLACEMENT ................................................................................................ 205
34-30 POSITION DETERMINING .............................................................................................. 1

Troubleshooting ................................................................................................................................ 100
1.GNS 430W/530W UNIT REMOVAL/INSTALLATION .......................................................................... 201
2.GNS 430W PERIODIC MAINTENANCE .............................................................................................. 202
3.GNS 530W PERIODIC MAINTENANCE .............................................................................................. 203
4.SL30 UNIT REMOVAL/INSTALLATION .............................................................................................. 204
5.SL30 PERIODIC MAINTENANCE........................................................................................................ 206
6.GPS ANTENNA REMOVAL/INSTALLATION ....................................................................................... 208
7.TRANSPONDER REMOVAL/INSTALLATION ...................................................................................... 210
8.TRANSPONDER PERIODIC MAINTENANCE ....................................................................................... 211
9.TRANSPONDER ANTENNA REMOVAL/INSTALLATION ..................................................................... 212
10.VHF-NAV ANTENNA REPLACEMENT .............................................................................................. 214

34 TOC
The Aircraft P2002JF could equipped with two kinds of Heated Pitot Probe:
 Standard Heated Pitot Probe P/N 22-9-226-000 (MOD 2002/175).
 Design change MOD 2002/218 P/N 22-9-215-000*
*If the MOD 2002/218 is applied for troubleshooting and maintenance practices refer to
procedures present in this Chapter of AMM.
Figure 1. – Pitot Probe P/N 22-9-215-000 (MOD2002/218)

34-10
PITOT-STATIC SYSTEM – DESCRIPTION AND OPERATION
Figure 1. – Pitot/static system

34-10
Figure 2. – Alternate static port
Stall Warning System
The stall warning system consists of an airflow sensor and of an electric horn.
The airflow sensor is mounted on the leading edge of the RH wing.
As the aircraft approaches a stall, the sensor activates the acoustic alarm system made up of
a cabin-installed horn.
In case of removal or replacement of the stall sensor, it is recommended to reinstall it so as to be
effective in detecting stall condition from 1 to 3 kts before the stall speed indicated in the Flight
Manual.
Never lacquer the stall warning sensor under any circumstance.

34-10
TROUBLESHOOTING

Indicator fails Replace indicator
Drain the system
Airspeed indication Water not drained Replace water filter if
incorrect needed
Pitot clogged Clear Pitot
System leakage Perform system leak test
Vertical speed indication
Water not drained Drain the static system
incorrect
Vertical speed Pointer Aging of diaphragm.
doesn't set on zero Replace indicator

Altimeter indication
Water not drained Drain the static system
incorrect
Static pressure system
High altimeter reading
leak in altimeter Pitot Perform system leak test
system.
Altimeter set knob is hard Wrong lubricant or lack
Replace indicator
to turn of lubrication.

34-10
PITOT-STATIC SYSTEM – TROUBLESHOOTING
 Instruments replacement
 Pitot-Static System - Leak test
 Pitot-Static System – drainage
 Pitot-Static System – cleaning

34-10
PITOT-STATIC SYSTEM – MAINTENANCE PRACTICES
1. INSTRUMENTS REPLACEMENT
This procedure applies to airspeed indicator, vertical speed indicator and altimeter.
Procedure

Task description
no. References
2. Remove instrument air hoses

Install the attaching screws which fix the Hold firmly the instrument by
instrument to the aluminum panel hand during installation. Do
damage
7. Install instrument air hoses

34-10
2. PITOT-STATIC SYSTEM – LEAK TEST
Always perform Pitot and static system leak test after any maintenance operation
on the Pitot-static system.
In succession, important precautions for leak tests are listed: follow them in
order to avoid Air Data Instruments damages.
 Pressure applied during tests and its rate of change must not exceed
limits imposed by instruments‟ manufacturers.
 After testing, do not forget to restore the whole system to its operating
configuration.
Tools
ADTS500 by DRUCK or equivalent
Pitot-static tester 1
equipemnt
Pitot tube adaptor 1 Commercial
Static port adaptor 2 Commercial
T-joint 1 Commercial

34-10
Pitot leak test
CAUTION: use test equipment only accordingly to manufacturer‟s instructions.
Procedure

Task description
no. References
Use Pitot tube adaptor. Make

sure that the two holes on
2. Remove protective plug from Pitot tube and
Pitot tube‟s outer surface are
connect the tube itself to Pitot tester.
completely covered by
adaptor.
Slowly apply pressure to Pitot tube until tester‟s Remember that pressure rate
3. display indicates an airspeed of 40 kts. Wait for of increase must not exceed
pressure to get steady. airspeed indicator‟s limits.
Check that allowable

4. Compare the speed indicated by Pitot tester with tolerances listed in Table 1
the one indicated by airplane‟s speed indicator. are not exceeded in a 1 min.
pressure application.
5. Repeat steps 3 and 4 for each of the speeds listed

in Table 1.
6. Slowly reset pressure to zero.
7. Disconnect Pitot tester from Pitot tube.
Airspeed Allowable tolerance

40 kts +/- 5 kts
80 kts +/- 4 kts
120 kts +/- 3 kts
160 kts +/- 3 kts
Table 1: ASI allowable errors

34-10
Static leak test
CAUTION: only use test equipment accordingly to manufacturer‟s instructions.
Procedure

Task description
no. References
Use static ports adaptors and

2. Remove static ports plugs and connect static a T-joint to contemporary
tester to static ports. apply pressure to both the
static ports.
3. Check alternate static port in the cabin: it must be

Refer to Figure 2.
closed in order to avoid leakage.
Slowly apply vacuum to static ports until tester‟s Remember that pressure‟s
4. display indicates an altitude of 1000 ft. Wait for rate of change must not
pressure to get steady. exceed altimeter‟s limits.
Check that allowable

5. Compare the altitude indicated by static tester tolerances listed in Table 2
with the one indicated by airplane‟s altimeter. are not exceeded in a 1 min.
vacuum application.
6. Repeat steps 4 and 5 for each of the altitudes

listed in Table 2.
7. Slowly reset pressure to ambient pressure.
8. Disconnect static tester from static ports.
Altitude Allowable tolerance

1000 ft +/- 20 ft
2000 ft +/- 30 ft
4000 ft +/- 35 ft
8000 ft +/- 60 ft
Table 2: altimeter’s allowable errors

34-10
3. PITOT STATIC SYSTEM – DRAINAGE
For the static system, ports are located on the lowest part of the system and drainage
occurs through the ports themselves, so that water/moisture will drain towards the
exterior of the aircraft, or through the alternate port.
The dynamic system does not have a natural drainage path but it is fitted with a
parallel path with a dedicated filter which allows catching the moisture present in the
air, in order not to affect the instruments.
The following steps describe the procedure to check for dirt and replace, if necessary,
the mentioned filter (water trap).
Procedure

Task description
no. References
2. Remove pilot seat
3. Identify water trap. Refer to Figure 3.
4. Disconnect water trap from Pitot system rubber

tubes.
5. Empty moisture from water trap, if any. Check if

water trap is dirty; if necessary, replace it.
6. Restore connections of water trap.
Figure 3. - Drainage

34-10
4. PITOT-STATIC SYSTEM - CLEANING
CAUTION:
 Only use air compressors supplied with oil separator: oil may dirty and
obstruct Pitot-static system tubes.
 Do not apply pressurized air to the instruments: it may damage them. Be
sure that all the instruments are disconnected from Pitot and static system
before you apply pressurized air to system tubes.
Tools

air compressor provided
1 Commercial
with oil separator
Procedure

Task description
no. References
2. Set ELECTRIC MASTER switch and PITOT

If installed
HEAT switch OFF.
3. Pull out PITOT HEAT breaker. LH breaker panel
4. Remove the instruments panel upper cover.
Remove rubber tubes from the rear of each of the

5. instruments connected to Pitot system and static
system.
6. Apply pressurized air to each tube mentioned at

step 5 from inner end outward.
7. Empty moisture from water trap, if any. Check if

water trap is dirty; if necessary, replace it.
8. Restore connections removed mentioned at step

5.
9. Perform a Pitot leak test.

34-10
Task description
no. References
10. Perform a static leak test. See 34-10 pag 204.
11. Install the instruments panel upper cover.

34-10

34-10
34-20 ATTITUDE AND HEADING
This Section includes the portion of the system which uses magnetic or inertia forces to sense and
display the direction or attitude of the aircraft.
The magnetic compass is a self-contained unit requiring no external power source and installed on
the top of the windshield into the pilot primary field of view. A compass correction card is
provided.
Heading information is provided by directional gyro indicator.
An attitude indicator informs the pilot of the orientation of the aircraft relative to earth. It indicates
pitch (fore and aft tilt) and bank (side to side tilt).
The turn and bank indicator shows the rate of turn and the coordination (slip or skid) of the turn.
The rate of turn is indicated from a rate gyroscopically and the coordination of the turn is shown by
a heavy ball mounted in a curved sealed glass tube. No pitch information is provided.
Attitude indicator
Turn
coordinator Directional gyro
Figure 4. – Heading and attitude instruments

34-20
ATTITUDE AND HEATING – MAINTENANCE PRACTICE
 Magnetic compass replacement

 Magnetic compass compensation
 Attitude indicator replacement
 Directional gyro replacement

34-20
1. MAGNETIC COMPASS REPLACEMENT
Procedure
Step Magnetic compass replacement Additional info &

1. Remove the nuts that retain the magnetic compass

to the windshield strut
2. Clear the compass of its seat
3. Put into position the new/overhauled compass
4. Fix the two attaching nuts
5. Perform the compensation procedure

34-20
2. MAGNETIC COMPASS
Foreword
Any time there is a maintenance or repair to the aircraft, it is recommended that the compass be
compensated. This is particularly true if there is work associated with the removal of old and/or
installation of new equipment in the instrument panel. New radios and relocation of speakers or
intercoms could affect the compensation required.
New hardware (i.e. screws, nuts, etc.) installed during maintenance can sometimes be the cause of
excessive errors if the hardware is steel or magnetic.
Loose electrical grounds, lighting, or extended periods of parking in North-South alignment on the
ramp can lead to the magnetization of the airframe itself. This is often evidenced by excessive
uncompensated compass error (more than 30-35 degrees). Center windshield post becoming
magnetized can lead to compensation problems. Degaussing the airframe component will solve this
problem.
In-flight compensation will achieve the best results.
Operators should consider removing any jewelry while compensating compasses. Such things as
watches, rings, and eyeglasses can affect the amount of compensation required.
If the uncompensated error is in excess of 30-35 degrees, troubleshoot for magnetization of aircraft
components or excessive electrical interference.
Place the calibrated magnetic compass at 10 meters from the a/c nose cone: make sure that
area is not affected from magnetic materials likely to influence compass deviation
Tools

Calibrated magnetic compass 1 Mod. 606629/009 by SIRS or equivalent

34-20
Procedure

Task description
no. References
Check to see that canopy is closed, flaps are in Before attempting to

retracted position, and throttles set at cruise compensate compass, every
1. position, engines operating, and aircraft in a level effort should be made to
attitude. All electrical switches, generators, place the aircraft in simulated
radios, etc., should be in the position they will flight conditions.
normally be for navigation flight.
Set adjustment screws of compensator on zero. Use a brass or other non-

2. Zero position of adjustment screw is obtained by ferrous material screwdriver
lining up the dot on the screw with the dot on the when making compensator
compensator frame. adjustments.
Head aircraft on magnetic North heading. Adjust

3. N-S adjustment screw until compass reads exactly
North.
Head aircraft on magnetic East heading. Adjust E-

4. W adjustment screw until compass reads exactly
East.
Head aircraft on magnetic South heading. Note

5. the resulting South error. Adjust the N-S adjusting
screw until one-half of this error is removed.
Head aircraft on magnetic West heading. Note the

6. resulting West error. Adjust the E-W adjusting
screw until one-half of this error is removed.
Head aircraft in successive magnetic 30-degree For satisfactory results, all

headings and record all errors on the deviation extraneous magnetism
7. card furnished with the compass. causing over 30-35 degree
compass errors should be
removed from the aircraft

34-20
3. ATTITUDE INDICATOR REPLACEMENT
This procedure describes the steps to be carried out in order to replace the attitude indicator.
Procedure

Task description
no. References
1. Make sure Master Switch is set to OFF position
3. Disconnect instrument electrical wires
5. Clear of the instrument of the instrument panel

damage
Connect instrument electrical wires om the rear of Be sure that the electrical
the instrument cables don‟t have radius of
8. curvature too small, the
instruments may not operate
correctly
10. Make sure instrument breaker is inserted
11. Level the aircraft See Chapter 08
12. Set Master Switch to ON position

34-20
Task description
no. References
13. Ensure that “gyro warning” flag is out of view Attitude indicator is fed
14. Check for attitude indicator alignment : use “Pull

to Cage” knob to erect gyroscope

34-20
4. DIRECTIONAL GYRO REPLACEMENT
Step Directional gyro replacement Additional info &

1. Make sure Master Switch is set to OFF position
3. Disconnect gyro instrument electrical wires

damage
Connect instrument electrical wires at the rear of Be sure that the electrical
the instrument cables don‟t have radius of
8. curvature too small, the
instruments may not operate
correctly
10. Make sure instr. breaker is inserted
11. Set Master Switch to ON position
Check alignment between directional gyro and For discrepancies larger then
12. magnetic compass less than ±5° ±5° is recommended to
replace instrument

34-20

34-20
34-30 POSITION DETERMINING
The VHF radio navigation system features a navigation device which in accordance with the
installed equipment capability is able to provide navigational data to the VOR/LOC/GS/GPS
indicators.
Primary navigation receiver (optional)
The primary navigation receiver is the Garmin GNS 430W (or as alternative the GNS 530W – see
also Chapter 23): it provides following navigations functions:
• Position and velocity determination using signals transmitted by Global Positioning System (GPS)
Satellites.
• Display of the stored navigation and map database for use by the pilot/flight crew.
• Area navigation functions using the determined position/velocity and stored navigation data.
• Approach navigation functions including WAAS precision approaches and the associated
database.
• Interfacing with other flight instruments such as autopilot, CDI/HIS (including OBS), indicators,
• The VOR/ILS localizer receiver tuning from 108.00 to 117.95 MHz in 50 kHZ increments.
• The ILS glideslope receiver tuning from 328.6 to 335.4 MHz as paired with the frequency tuned
on the VOR / ILS localizer receiver.
• VOR audio Morse code identifier output.
• Remote DME channeling.
The VOR signals provide enroute navigation and terminal area guidance. The ILS/LOC/GS signals
provide approach and landing guidance data.
The marker beacons provide distance to runway data: this information is given by the Audio Panel
(see Chapter 23) .

34-30
POSITION DETERMINING – DESCRIPTION AND OPERATION
The primary navigation receiver is coupled to the Garmin GI 106A VOR/LOC/GS/GPS indicator:
see figure below.
Figure 1: Garmin GI 106A VOR/LOC/GS indicator
GI 106A displays following information:
 Rectilinear needle movements

 Integral GPS, NAV and VLOC mode lights
 Integral resolver for VOR/GPS OBS feedback
 VOR/LOC/GPS needle
 TO/FROM arrow
 NAV warning flag
 Glideslope needle

34-30
Alternative navigation receiver
The secondary navigation receiver is the Garmin Apollo SL30 which includes a 760-channel VHF
COMM transceiver and 200-channel VOR/LOC/GS navigation (see also Chapter 23).
The NAV radio features are the following:
 200 channel Nav with solid state DSP technology

 VOR/Localizer and Glideslope receivers
 Built-in VOR/Localizer converter
 Frequency range: VOR 108.00 – 117.95 MHz
 Localizer 108.00 – 111.95 MHz
 Glideslope 328.60 – 335.40 MHz
 Digitally decoded OBS setting
 Manual selection of back course approach
 Automatic display of station ID by decoding Morse code
 Interfaces to most CDI (w/resolver), HSI, and autopilot systems
 VOR receiver displays To or From radial of the active channel
 VOR monitor displays From radial of the standby channel
 Back course annunciator output
 LOC enable annunciator output
 Internal RF diplexor
 Active and standby flip/flop frequencies
 DME tuning and data display
The secondary navigation receiver is coupled to the MD200-306 VOR/LOC/GS/GPS indicator: see
figure below.
Figure 2: MD200-306 Indicator
MD200 displays rectilinear needle

movements and contains integral
GPS, NAV and BC mode
annunciators. It adds a glideslope
needle and flag including a
VOR/LOC/GPS needle, TO/FROM indicator and NAV warning flag.
MD200 also contains an integral resolver for OBS feedback.

34-30
GPS
The Global Positioning System consists of a receiver and an antenna.

The GPS receiver is embodied within the GNS 430W/530W: it provides precise position, velocity,
and time measurements for enroute, terminal and non-precision approaches. The position, velocity,
and time determinations are computed by the receiver based on satellite signals provided by the
Global Positioning System (GPS) satellite constellation.

34-30
Transponder
On P2002-JF two kinds of transponder devices can be installed: the Garmin GTX 328 and the
Garmin GTX 330.
GTX 328 transponder
The Garmin GTX 328 is a Non-Diversity Mode S Transponder. The GTX 328 requires one antenna,
intended to be bottom mounted.
The GTX 328 Mode S Transponder is a radio transmitter and receiver that operates on radar
frequencies, receiving ground radar at 1030 MHz and transmitting a coded response of pulses to
ground-based radar on a frequency of 1090 MHz.
The GTX 328 is equipped with IDENT capability that activates the Special Position Identification
(SPI) pulse for 18 seconds.
The GTX 328 replies to ATCRBS Mode A, Mode C and Mode S All-Call interrogation. Mode A
replies consist of any one of 4,096 codes, which differ in the position and number of pulses
transmitted. Mode C replies include framing pulses and encoded altitude. Mode S interrogations are
selective. The Mode S transponders can respond to a single directed interrogation from the ground
station or another aircraft.
Ground stations interrogate Mode S Transponders individually using a 24-bit ICAO Mode S
address, which is unique to the particular aircraft. In addition, ground stations may interrogate a
GTX 328 for its Transponder data capability and the aircraft's Flight ID, which may be the
registration number or other call sign.
The GTX 328 is configured with all key controls. The layout of the front panel keys and displays
segregates the transponder‟s primary functions from the secondary functions.
GTX 330 transponder
The Garmin GTX 330 is a Non-Diversity Mode S Transponder and requires one antenna, intended
to be bottom mounted.
The general features are the same with respect to the GTX 328 device; additionally this unit also
features an altitude monitor, TIS traffic advisories and flight timers.

34-30
NAV equipment antennas
Following figure shows the NAV equipment antennas location.

34-30
TROUBLESHOOTING
Following table provides information to assist troubleshooting if problems occur on GNS

430W/530W unit.
The applicable CMM contains other troubleshooting and testing procedures dedicated to the
applicable unit and based on the fault messages displayed.
ATA 34-30 GNS 430W/530W Troubleshooting

The unit does not power on. The unit is not getting power Make sure power is
to the main connector. connected to the main
connector
Check circuit breakers and
avionics switch.
The unit does not receive Antenna disconnected Check antenna connection
signals. Antenna wiring defective Test wiring

34-30
POSITION DETERMINING – TROUBLESHOOTING
Following table provides information to assist troubleshooting if problems occur on SL30 unit when
installed on P2002-JF..
.
ATA 34-30 SL30 Troubleshooting
switch
No NAV audio Output disabled or et to a Check system page; NAV
low level options; Audio level
NAV audio in COMM Mixed with Comm feature Check System page; NAV
Options; Mix NAV Audio
With Com.
The sidetone level is too Wrong type of headsets, or Check the Sidetone Level
low or too high. level needs adjustment. Adjustment
Intercom failure Control input not The intercom select input
connected. must be pulled to ground
to turn on the intercom
function.
Active frequency signal Change the active
present. frequency. The active
frequency has priority.
No voice activation or Change the intercom level
have to talk too loud. threshold using the setup
function described in the
user‟s manual.
Unit won‟t communicate Improper setup on the Consult the configuration
via RS-232 remote device. of the other device.
Device not compatible, or Verify SL30 Rx is

improper connection. connected to remote device
Tx and SL30 Tx is
connected to remote device
Rx.

34-30
Following table provides information to assist troubleshooting if problems occur on GTX 328/330
transponders unit when installed on P2002-JF.
The applicable CMM contains other troubleshooting and testing procedures.
ATA 34-30 GTX 328/330 Troubleshooting

The unit does not power on. The unit is not getting power. Check power connections,
breakers and avionics switch
Main board fuse failure Unit repair required (fuse
replacement)
No transponder reply Low output power Check antenna connections:
Antenna disconnected replace antenna if needed
Panel lighting failure Board/display failure Unit repair required

Missing pixels Board/display failure Unit repair required

34-30
 GNS 430W/530W unit removal/installation

 GNS 430W periodic maintenance
 GNS 530W periodic maintenance
 SL30 unit removal/installation
 SL30 periodic maintenance
 GPS antenna removal/installation
 Transponder removal/installation
 Transponder periodic maintenance
 Transponder antenna removal/installation
 VHF-NAV antenna replacement

34-30
POSITION DETERMINING – MAINTENANCE PRACTICES
1.GNS 430W/530W UNIT REMOVAL/INSTALLATION

Task description
no. References
2. Insert the 3/32-inch hex drive tool into the access The application of hex drive
hole on the unit face and rotate counterclockwise tool torque exceeding 15 in-
until the unit is forced out about 3/8 inches and lbs can damage the locking
can be freely pulled from the rack. mechanism.
4. Put in position the new/overhauled unit plugging Verify on the unit that all
the connectors screws are secure and in
place.
2. Verify that the display face
is clean.
3. Verify that external
surfaces have no dents,
scratches, etc.
4. Inspect for broken or bent
pins on external connectors.
5. Inspect wires and cables
for breaks in insulation or
tears.
5. Slide the unit into the rack straight in until it It may be necessary to insert
stops, about 1 inch short of the final position. the hex drive tool into the
access hole and rotate the
mechanism 90°
counterclockwise to insure
correct position prior to
placing the unit in the rack.
6. Insert a 3/32-inch hex drive tool into the access hole

at the bottom of the unit face.
7. Rotate the hex tool clockwise while pressing on the
left side of the bezel until the unit is firmly seated in
the rack.
8. Perform functional check

34-30
2. GNS 430W PERIODIC MAINTENANCE
No scheduled servicing tasks are required on the 430W unit. At regular intervals the following can
be performed.
Cleaning
The front bezel, keypad, and display can be cleaned with a soft cotton cloth dampened with clean
water. DO NOT use any chemical cleaning agents. Care should be taken to avoid scratching the
surface of the display.
Battery Replacement
The 430W unit includes an internal battery that will last 5 to 8 years. The battery is used for internal
time clock and GPS system information. Regular planned replacement is not necessary. The 430W
unit will display a “Low Battery” and “Unit Needs Service” message when replacement is required.
Once the low battery message is displayed, the battery should be replaced within 1 to 2 months.
If the battery is not replaced and becomes totally discharged, the 430W unit will remain fully
operational, but the GPS signal acquisition time will be increased. There is no loss of function or
accuracy of the 400W Series unit with a dead battery.
The battery is not user replaceable.

34-30
3. GNS 530W PERIODIC MAINTENANCE
Repair of the unit is on condition of failure. There are no periodic maintenance requirements or
scheduled equipment calibration. At regular intervals the following can be performed:
Cleaning the Front Panel
Clean the front bezel, keypad, and display with a soft cotton cloth dampened with clean water. Do
not use any chemical‐ cleaning agents. Take care to not scratch the display surface.
Display Backlight
The display backlight lamp is rated by the manufacturer as having a usable life of 20,000 hours. The
backlight lamp may dim and the display may not perform as well in direct sunlight conditions over
time. The user must determine by observation when the display brightness is not suitable for use.
Contact Garmin when the backlight lamp requires service.
Battery Replacement
The unit has an internal battery used for the real time clock and GPS system information that will
last approximately 5/8 years. Regular planned replacement is not necessary. A „low battery‟
message is displayed when replacement is required. Replace the battery within 1 to 2 months after
the low battery message is displayed. If the battery is not replaced and becomes completely
discharged, the unit will remain fully operational but the GPS signal acquisition time may be
increased.
The battery can be replaced by the field shop.

34-30
4. SL30 UNIT REMOVAL/INSTALLATION

Task description
no. References
2. Screw counter-clockwise with the 3/32" hex The unit will begin to pull
driver to unscrew the cam lock mechanism. away from the mounting
tube.
3. Turn the screw until slight resistance is felt and Do not exert excessive
then pull the unit from the frame. turning force at the end of the
cam lock travel or the unit
may be damaged.
4. With the cam lock fully disengaged, pull the unit It is not recommended that
straight out holding onto the sides of the bezel. you pull the unit out by the
rotary knobs.
6. Put in position the new/overhauled unit plugging Verify that the display face is
the electrical connectors clean.
Verify that external surfaces
have no dents, scratches, etc.
Inspect for broken or bent
Inspect wires and cables for

counter-clockwise).
9. Slide the unit into the frame.

34-30
10. Turn (clockwise) and carefully hand-tighten (4 Using a larger tool than the
in-lb max.) the cam lock mechanism using only one prescribed makes it easy
the 3/32" hex driver to exceed the allowable
torque on the cam lock
resulting in damage to the
unit. The unit will be pulled
into the frame securing the
unit and the connectors.
Do NOT overtighten. The
back of the bezel must be
flush to the mounting tube. If
the cam lock is hard to turn
or the unit does not seat fully,
the unit is probably binding
and the mounting tube should
be checked.
11. Perform functional check See CMM post installation

check-out

34-30
5. SL30 PERIODIC MAINTENANCE
The SL30 unit is designed to not require any regular general maintenance.
Cleaning the font panel
The front bezel, keypad, and display can be cleaned with a soft cotton cloth dampened with clean
water. DO NOT use any chemical cleaning agents. Care should be taken to avoid scratching the
surface of the display.

34-30

34-30
6. GPS ANTENNA REMOVAL/INSTALLATION
This procedure applies to GPS antenna.

Task description
no. References
2. Remove baggage compartment upper covers See Chapter 25
3. Disconnect antenna cable See
Figure 2
4. Loosen self-locking nuts and remove washers
5. Put the GPS antenna clear of the fuselage skin
painted in correspondence of the fixing bolts the area where the fixing nuts
and washers are placed to
assure a good ground.
7. Place antenna over mounting holes, using the Secure the O-ring in the O-ring
fours screw holes to align the antenna. Insert the groove on the underside of the
four screws. Make sure that GPS antenna is antenna.
fitted with the O-ring See
Figure 2
8. Tighten nuts with washers: apply torque value of Torque should be evenly
12 to 15 in-lbs applied across all mounting
screws to avoid deformation of
the mounting area.
Insure that the antenna base and
aircraft skin are in continuous
contact with the O-ring.
Use new self-locking nuts.
9. Connect antenna cable See
Figure 2
10. Perform COMM 2 antenna functional test

34-30
Figure 2: GPS Antenna

34-30
7. TRANSPONDER REMOVAL/INSTALLATION
This procedure applies to both GTX 328 and GTX 330 models.

Task description
no. References
2. Insert the 3/32-inch hex drive tool into the access The application of hex drive
hole on the unit face and rotate counterclockwise tool torque exceeding 15 in-
until the unit is forced out about 3/8 inches and lbs can damage the locking
can be freely pulled from the rack. mechanism.
4. Put in position the new/overhauled unit plugging Verify on the unit that all
the connectors screws are secure and in
place.
2. Verify that the display face
is clean.
3. Verify that external
surfaces have no dents,
scratches, etc.
4. Inspect for broken or bent
5. Inspect wires and cables
for breaks in insulation or
tears.
5. Slide the unit into the rack straight in until it It may be necessary to insert
stops, about 1 inch short of the final position. the hex drive tool into the
access hole and rotate the
mechanism 90°
counterclockwise to insure
correct position prior to
placing the unit in the rack.
6. Insert a 3/32-inch hex drive tool into the access

hole at the bottom of the unit face.
7. Rotate the hex tool clockwise while pressing on
the left side of the bezel until the unit is firmly
seated in the rack.

34-30
8. TRANSPONDER PERIODIC MAINTENANCE
No scheduled servicing tasks are required on the GTX 328/330 unit.

34-30
9.TRANSPONDER ANTENNA REMOVAL/INSTALLATION

Task description
no. References
2. Get access to the antenna mounting on the cabin See Chapter 06-10
floor: open inspection cap CF7 and CF8
3. Disconnect coaxial cable connector See Errore. L'origine
riferimento non è stata
trovata.
4. Loosen nuts and remove washers
5. Put the antenna clear of the fuselage skin
painted in correspondence of the fixing bolts the area where the fixing nuts
and washers are placed to
assure a good ground.
7. Put in position the new/repaired antenna
8. Tighten fixing nuts with washers as per standard See standard torque values as
values to secure the antenna addressed on Chapter 20.
Use new self-locking nuts.
9. Fasten coaxial cable connector
10. Perform transponder functional test
11. Apply a sealant type 2 layer along the edges See Chapter 51-30
between antenna and aircraft surfaces
12. Close inspection caps CF7 and CF8

34-30

34-30
10. VHF-NAV ANTENNA REPLACEMENT

Task description
no. References
2. Sand along antenna cover edges to localize

rivets
3. Remove rivets with suitable means
4. Remove mastic with a cutter blade or suitable

means along cover edges and in correspondence
of radiators holes
5. Remove paint from antenna cover to localize
cover rear holes (they were filled with mastic
during Tecnam manufacturing)
6. Drill cover rear holes
7. From cover rear holes loosen hex screw
8. Unscrew completely radiators from antenna
9. Unscrew and pull ring nut to remove connector

from antenna
10. Remove antenna from cover
11. Unscrew bolts to uninstall antenna from its

support
12. Replace antenna if needed
13. Install antenna on support: UNI5737- 4x25 bolt

(2x), UNI6592- 4 washer (4x), UNI7473 – 4
self-locking nut (2x).
NOTE REPLACE ALWAYS THE SELF LOCKING NUTS WITH NEW ONES
14. Insert antenna into cover and align cover holes Ensure that antenna threaded
with antenna ones holes are aligned with cover
fore holes
15. Screw radiators
16. Tighten hex screws from cover rear holes to lock

radiators
17. Insert and screw ring nut to connect antenna
connector
18. Apply a mastic layer along rivets line and cover
lower edges: use sealant Type 1
19. Apply rivets

34-30
Task description
no. References
20. Apply mastic in correspondence of radiators

holes and cove rear holes: use sealant Type 2
21. Paint See Chapter 11 for color
specification.

34-30
Chapter
51
Standard Practices
- Structures -


CHAPTER 51
LOEP


51-00

51-20

51 LOEP

51-40

51 LOEP
CHAPTER 51
TABLE OF CONTENTS
51-00 STRUCTURE – GENERAL..................................................................................................... 1

51-10 STRUCTURE CLASSIFICATION ............................................................................................. 1
51-20 DAMAGE CLASSIFICATION AND REPAIRS ........................................................................... 1
MAINTENANCE PRACTICES ......................................................................................................................................200
1. WINDSHIELD AND CANOPY REPAIR............................................................................................................201
2. COMPOSITE STRUCTURAL COMPONENTS: CRACKS STOPPING ...................................................................204

51-30 CONSUMABLE MATERIALS ................................................................................................ 1
51-40 ALIGNMENT CHECK ........................................................................................................... 1

51 TOC
51-00 STRUCTURE – GENERAL
P2002 JF structure is manufactured with metal materials.
Dimensions and areas of the airplane are reported on Chapter 06; inspection caps are
described on Chapter 06 as well.
WING
Each wing consists of a central light alloy torque box which carries all the wing
bending, shear and torque loads; an aluminum leading edge is attached to the front spar
while flap and aileron are hinged to the rear spar.
Flap and aileron, respectively located inboard and outboard of wing and made up of
light alloy, are constructed with a central spar to which front and rear ribs are jointed.
Wrapped around aluminum stressed skin panels cover all the structures.
Steel alloy attachments connect left and right wing to each other.
The ailerons control is actuated manually through the control wheels, or automatically
through the autopilot system, if installed. The ailerons are balanced by balance
masses.
The ailerons are hinged at two places on the rear spar of each wing.
Flaps provide the required extra lift to the wings when partially extended, and the
required lift and drag (to reduce airplane speed for landing) when fully extended.
Each flap is hinged to the rear spar of the wing at three locations.
FUEL TANK
REAR SPAR
LEADING EDGE
FRONT SPAR
FLAP
AILERON
Figure 1. - Wing structure

51-00
STRUCTURE - GENERAL
FUSELAGE
The fuselage comprises the cabin and the baggage compartment.
It is composed by a light-alloy semi-monocoque structure wrapped-around by stressed

stretched panels. Nose cone and tail fairings are of composite material. Cabin and
baggage compartment floor is a warping of beams and keelsons supporting the seats
guides, baggage and other components.
Seats access occur by a sliding canopy ; In tail cone, two spar frames support the
horizontal and vertical empennages attachments.
CANOPY
INTERNAL STRUCTURE
BAGGAGE COMPARTEMENT
WING ATTACHMENT
MLG ATTACHMENT
TAIL CONE
Figure 2. – Fuselage

51-00
STRUCTURE - GENERAL
EMPENNAGES
The vertical tail is entirely metallic: vertical fin is made up of a twin spar with
aluminum alloy stressed skin. Rudder, providing directional control of the airplane, is
made up of aluminium alloy.
The rudder is connected to the vertical tail at two hinge points.
TIP
REAR SPAR
RUDDER TIP
FRONT SPAR
RUDDER SPAR
FWD ATCH
RIBs
REAR ATCHs
RUDDER RIBs
Figure 3. - Vertical empennage structure

51-00
STRUCTURE - GENERAL
The horizontal empennage is an all-moving type (stabilator); its structure consists of a
twin spar to which front and rear ribs are joined and it is covered by stressed aluminum
alloy skin. The trim tab completes the assy.
LEADING EDGE
FRONT SPAR
RIB(s) FRONT RIB
TRIM TAB
TIP
REAR SPAR
Figure 4. - Stabilator structure

51-00
STRUCTURE - GENERAL
ENGINE AND PROPELLER
Aircraft is powered by Rotax 912S2 engine featuring 4 cylinders horizontally opposed

with 1352 c.c. of overall displacement, liquid cooled cylinder heads, ram-air cooled
cylinders, carburetor, integrated reduction gear box with torsional shock absorber and
overload clutch.
Propellers are made by Hoffmann propeller. They are fitted with two wood/composite
blades and aluminum hub.
Figure 5. – Engine mount and propeller

51-00
STRUCTURE - GENERAL
LANDING GEAR
Main landing gear is provided by spring steel directly fix by plates to the central main
bean of aircraft fuselage. Nose landing gear have a fix leg with a dumper.
Figure 6. – Nose landing gear
Figure 7. – Main landing gear

51-00
STRUCTURE - GENERAL
51-10 STRUCTURE CLASSIFICATION
The structure classification allows operators for determining the kind of repair required and
the standard procedure to apply.
Structural components are classified on the basis of their importance as follows:
Primary structure: structural components or assemblies which are necessary to sustain

design ultimate flight and ground loads or which provide essential support necessary to
maintain airplane safe operation.
Secondary structure: structural components which conveys loads paths from their point of
application to the primary structure.
Tertiary structure: structural components which does not contribute to the structural
strength of the airplane.
Following table provides structural components classification.

51-10
STRUCTURE CLASSIFICATION - GENERAL
STRUCTURE CLASSIFICATION
Structural component PRIMARY SECONDARY TERTIARY

FUSELAGE X
FUSELAGE SKIN X
FUSELAGE INPSECTION CAPS X
TAIL CONE FAIRINGS X
NOSE CONE X
VERTICAL FIN-FUSELAGE FAIRING X
NAV/VOR ANTENNA FAIRING X
WINDSHIELD AND CANOPY X
FLOOR PANELS X
FLOOR BEAMS X
WINGS X
WINGS SKIN X
WINGS INSPECTION CAPS X
INTEGRATED FUEL TANKS X
FLAPS X
AILERONS X
ENGINE MOUNT X
LEADING EDGE OUTBOARD X
LEADING EDGE INBOARD X
STABILATOR X
STABILATOR SKIN X
STABILATOR LEADING EDGE X
STABILATOR TRIM TAB X
STABILATOR TIP X
VERTICAL FIN X
VERTICAL FIN TIP X
VERTICAL FIN SKIN X
RUDDER X

51-10
STRUCTURE CLASSIFICATION - GENERAL
51-20 DAMAGE CLASSIFICATION AND REPAIRS
This section deals with the procedure allowing for assessing damage and for choosing
consequently the repair method, if permitted.
STEP 1: STRUCTURE EXAMINATION
The damage classification starts with the examination of the structure.
Visual inspection is the most common form of inspection for aircraft. This inspection
procedure may be greatly enhanced by the use of appropriate combinations of
magnifying instruments, borescopes, light sources, video scanners, and other devices as
applicable.
Visual inspection provides a means of detecting and examining a wide variety of

component and material surface discontinuities, such as cracks, corrosion,
contamination, surface finish, weld joints, solder connections and adhesive disbonds.
Visual inspection is widely used for detecting and examining aircraft surface cracks,
which are particularly important because of their relationship to structural failures.
As general rule
 Clean the areas or surface of the parts to be inspected. Remove any

contaminates that might hinder the discovery of existing surface
indications. Do not remove the protective finish from the part or area prior
to inspection. Removal of the finish may be required at a later time if other
inspection techniques are required to verify any visual indications of flaws
that are found.
 Perform a preliminary inspection of the overall general area for
cleanliness, presence of foreign objects, deformed or missing fasteners,
security of parts, corrosion, and damage.
If the configuration or location of the part conceals the area to be inspected, use visual
aids such as a mirror or borescope.
Namely, examine the structure for:
– buckled, bulging, or dented skin;

– surface discontinuities as cracks and buckling, scores and scratches, drawn rivet
and bolt holes, delamination of composites.

51-20
DAMAGE CLASSIFICATION AND REPAIRS - GENERAL
For composite materials, tap testing is widely used for a quick evaluation of any accessible
aircraft surface to detect the presence of delamination: procedure consists of lightly tapping
the surface of the part with a coin, light special hammer with a maximum of 2 ounces (see
figure below), or any other suitable object.
The acoustic response is compared with that of a known good area.
A “flat” or “dead” response is considered unacceptable. The entire area of interest must be
tapped. The surface should be dry and free of oil, grease, and dirt. Tap testing is limited to
finding relatively shallow defects in skins with a thickness less than 0.80 inch.
The accuracy of this test depends on the inspector’s subjective interpretation of the test
response; therefore, only qualified personnel should perform this test.
 Examine castings and machined parts for cracks, if necessary use a non
destructive test method.
 Check rivets for security: cracked or flaking paint is usually a sign of rivet
disturbance.
 Care must be applied to the secondary damages, likely to occur when a

shock is sustained or when weakening of the structure allows for fatigue:
in the first case a detailed examination of the structure surrounding the
primary damage must be made to find any secondary damage which could
be located away from the primary damage. A sign of this could be a
structural deformation, drawn rivet and deformed bolt holes.
 Document all discrepancies by written report The full value of visual

inspection can be realized only if records are kept of the discrepancies
found on parts inspected. The size and shape of the discontinuity and its
location on the part should be recorded along with other pertinent
information, such as rework performed or disposition.

51-20
Herein is reported the typical kinds of defects:
Dent: a dent is depressed or hollow deformation without removal of material or change

in cross sectional area (see scratch & crack definition below). Stress wrinkles caused
by failure of a fastener are not considered a dent. Generally dents are caused by impact
from a smoothly contoured object. One characteristic that all dents should have is a
"pushed in surface" and a relatively smooth bottom where metal is not displaced,
folded or creased. Generally when evaluating dents, the width of the dent is the second
longest distance across the dent, measured at 90 degrees to the direction of the length.
Nicks: broken edges without cracks, but with portions of material removed.
Scratches: marks penetrating the surface that reduce the structural cross section of the
material but do not penetrate the complete thickness. The depth of a scratch may be
determined by use of an optical micrometer.
Cracks: fractures that would not separate the material into two parts if the surrounding
supports were removed; usually originating at edges, holes, or points where
concentrated loads are applied or where abrupt changes in cross-sectional area occur.
Cracks cause a significant cross-sectional area change. This damage usually has an
irregular line and is often the result of fatigue in the material. The length of cracks that
may be tolerated varies widely with material, structure, and application. No crack
should be regarded as negligible until the damage limits for the affected structure have
been determined. True crack length determination will generally require some form of
Non Destructive Testing such as Eddy Current or Fluorescent penetrants.
Holes: punctures penetrations or cutouts that breach the complete thickness of the
material and is fully surrounded by undamaged material. The size, shape, and distance
from edges and supporting structures must be considered when evaluating hole damage.
Abrasion: a damaged area that is the result of scuffing, rubbing, scraping, or other
surface erosion. This type of damage is usually rough and has an irregular shape.
Gouge: a damaged area where the result is a cross-sectional change caused by a sharp
object and gives a continuous, sharp or smooth groove in the material
Corrosion: deterioration of a metal because of an electrochemical reaction with its

environment. Depending on the type of corrosion, this deterioration may take the form
cracking, exfoliation, or erosion of the corroding material. Corrosion damage is
typically classified as light, moderate, or severe, depending on the extent of the
corrosion and the loading requirements of the corroded part.
It is important to keep the aircraft clean and to remove any collection of

corrosive agents such as oil, grease, dregs and other foreign matter. To avoid
damage to finish, do not use polishing detergents. Original or equivalent
corrosion prevention must be re-applied after any alteration or repair.If any
trace of corrosion is detected it should be removed as soon as possible and part
should be immediately treated to prevent further corrosion.

51-20
(a) For steel parts, with the exception of highly stressed components or
stainless steel, it is possible to use abrasives, power brushes, steel brushes if
operated manually and steel wool. Removing corrosion by products from
highly stressed steel components (main gear steel spring) requires particular
care.
(b) For aluminum parts, treatment consists in mechanically removing as

much as possible corrosion by products, applying corrosion inhibitor and
replacing original finish. Steel wool, emery or steel brushes (unless stainless
steel) along with other highly abrasive material should not be used since steel
or emery particles become embedded in the softer material causing corrosion.
After cleaning surface corrosion, parts must be treated with an anti-corrosion

finish prepared as follows: 4-liter solution containing 10% cromic acid with 20
drops of battery electrolyte. Accurate brushing with a sturdy fiber brush will
rid of most of the corrosion and insure that the anti-corrosion agent will
penetrate completely in the cracks.
Leave the cromic acid solution on the part for at least five minutes and then
remove excess with water or a damp cloth. Apply protective finish the same
day in which treatment begins.
Delamination: separation of the layers of material in a laminate, either local or

covering a wide area, that occurs in service. Composites may delaminate when impacted
and not exhibit visible damage.

51-20
STEP 2: DAMAGE EVALUATION
Foreword
After locating and identifying the area of damage, the damage must be evaluated on the
basis of allowed repairs addressed on Pages Block 200 (Maintenance Practices) of this
Chapter: all repairs not reported in this Manual are not allowed.
In these cases contact manufacturer who will indicate repair method or instruction for
structural component replacement.
Primary structural components
Damage to primary structure must be referred to the manufacturer.
Secondary and tertiary structural components
Damage to secondary and tertiary metal structure must be referred to the manufacturer.
Damage on secondary and tertiary structural composite components may be corrected
by a simple corrective action procedure, such as stop drilling cracks, but consideration
should be given to the economic viability of repair or replacement of the components.
If the damage is outside the allowed repair procedures addressed on Pages Block 200
(Maintenance Practices) it must be referred to the manufacturer.
In event of more than one damage close to a structural member, this case must be
referred to the manufacturer.
For the removal and installation procedures for components refer to the appropriate
Chapter of this Manual.

51-20
 Windshield and canopy

 Secondary and tertiary composite structural components: cracks stopping

51-20
DAMAGE CLASSIFICATION AND REPAIRS – MAINTENANCE PRACTICES
1. WINDSHIELD AND CANOPY REPAIR
Replace, rather than repair extensively damaged components, whenever possible, since
even a carefully patched part is not the equal of a new section, either optically or
structurally.
At the first sign of crack development, drill a small hole with a 1/8-inch drill at the
extreme ends of the cracks as shown in figure below.
This allows to localize the cracks and to prevent further splitting by distributing the
strain over a large area.
If the cracks are small (less than 1 inch), stopping them with drilled holes will usually
suffice until replacement is made.

51-20
If a surface patch is to be installed (for damage larger than 1 inch in diameter), trim
away the damaged area and round all corners. Cut a piece of plastic of sufficient size to
cover the damaged area and extend at least 3/4 inch on each side of the crack or hole.
Bevel the edges as shown in figure below.
If the section to be repaired is curved, shape the patch to the same contour by heating it
in an oil bath at a temperature of 248 to 302 °F, or it may be heated on a hot-plate until
soft. Boiling water should not be used for heating.
Coat the patch evenly with plastic solvent adhesive and immediately place it over the
hole. Maintain a uniform pressure of 5 to 10 psi on the patch for a minimum of 3 hours.
Allow the patch to dry 24 to 36 hours before sanding or polishing.

51-20
When using inserted patches to repair holes in plastic structures, trim the holes to a
perfect circle or oval and bevel the edges slightly. Make the patch slightly thicker than
the material being repaired and similarly bevel its edges. Install patches in accordance
with figure below.
Heat the plug until soft and press it into the hole without cement and allow to cool to
make a perfect fit. Remove the plug, coat the edges with adhesive, and then reinsert in
the hole. Maintain a firm light pressure until the cement has set. Sand or file the edges
level with the surface, then buff and polish.

51-20
2. COMPOSITE STRUCTURAL COMPONENTS: CRACKS
STOPPING
If the cracks are small (less than 25 mm), stopping them with drilled holes will usually
suffice until replacement can be made.
At the first sign of crack development, drill a small hole with a 1/8-inch drill at the
extreme ends of the cracks as shown in figure below.
This allows to localize the cracks and to prevent further splitting by distributing the
strain over a large area.
Apply sealant type 2 (see Chapter 51-30) if required to prevent moisture from entering
the material.

51-20
51-30 CONSUMABLE MATERIALS
Consumable materials and their specifications (if applicable) are listed in the table herein
reported.
The listed materials within the page blocks 200 (Maintenance Practices) of other Chapters are
given reference numbers which correspond to the reference item numbers assigned to the
consumable materials within this Section.
Certain consumable materials, if used incorrectly, can be dangerous. When they are used always
obey to all the manufacturer’s safety precautions given in the safety card either supplied by the
material manufacturer or written on the container. Some precautions are reported in the
mentioned table as well.

51-30
CONSUMABLE MATERIALS - GENERAL
Material Id DESCRIPTION
Solvent - Methyl-Ethyl-Ketone (ASTM D740)
Thread-locker Type 1 LOCTITE 222
Screwlock designed for the locking and

sealing of threaded fasteners which require
easy disassembly with standard hand tools.
Surface preparation
For best results, clean all surfaces (external
and internal) with a LOCTITE cleaning
solvent and allow to dry.
Application
Shake the product thoroughly before use.
To prevent the product from clogging in the
nozzle, do not allow the tip to touch metal
surfaces during application.
For Thru Holes, apply several drops of the
product onto the bolt at the nut engagement
area.
For Blind Holes, apply several drops of the
product down the internal threads to the
bottom of the hole.
Assemble and tighten as required.
For Sealing Applications, apply a 360° bead
of product to the leading threads of the male
fitting, leaving the first thread free. Force the
material into the threads to thouroughly fill
the voids. For bigger threads and voids,
adjust product amount accordingly and apply
a 360° bead of product on the female threads
also.
Disassembly
Remove with standard hand tools. In rare
instances where hand tools do not work
because of excessive engagement length,
apply localized heat to
nut or bolt to approximately 250 °C.
Disassemble while hot.
Cleanup
Cured product can be removed with a
combination of soaking in a Loctite solvent
and mechanical abrasion such as a wire brush
Designed for the locking and sealing of

threaded fasteners which require easy
disassembly with standard hand tools.
Surface preparation
51-30
Application
Shake the product thoroughly before use.
To prevent the product from clogging in the
nozzle, do not allow the tip to touch metal
surfaces during application.
For Thru Holes, apply several drops of the
product onto the bolt at the nut engagement
area.
For Blind Holes, apply several drops of the
product down the internal threads to the
bottom of the hole.
Assemble and tighten as required.
For Sealing Applications, apply a 360° bead
of product to the leading threads of the male
fitting, leaving the first thread free. Force the
material into the threads to thoroughly fill the
voids. For bigger threads and voids,
adjust product amount accordingly and apply
a 360° bead of product on the female threads
also.
Disassembly
Remove with standard hand tools. In rare
instances where hand tools do not work
because of excessive engagement length,
apply localized heat to
nut or bolt to approximately 250 °C.
Disassemble while hot.
Cleanup
and mechanical abrasion such as a wire brush
Designed for the bonding of cylindrical fitting

parts, particularly where consistently clean
surfaces cannot be assured.
Surface preparation
51-30
Application
For Slip Fitted Assemblies, apply adhesive
around the leading edge of the pin and the
inside of the collar and use a rotating motion
during assembly to ensure good coverage.
For Press Fitted Assemblies, apply adhesive
thoroughly to both bond surfaces and
assemble at high press on rates.
For Shrink Fitted Assemblies the adhesive
should be coated onto the pin, the collar
should then be heated to create sufficient
clearance for free assembly.
Parts should not be disturbed until sufficient
handling strength is achieved
Disassembly
Apply localized heat to the assembly to
approximately 250 °C. Disassemble while
hot.
Cleanup
and mechanical abrasion such as a wire brush.
Sealant Type 1 Sikaflex®-221 multi-purpose one-component
adhesive sealant
Surface preparation
Surfaces must be clean, dry and free from all
traces of grease, oil and dust.
Application (cartridge)
Cut off the tip of the nozzle to suit joint width
and apply the sealant into the joint with a
suitable hand operated gun. Once opened,
packs should be used up within a relatively
short time. Do not apply at temperatures
below 40°F (5°C) or above 105°F (40°C).
The optimum temperature for substrate and
sealant is between 60°F (15°C) and 77°F
(25°C).
Tooling and finishing
Tooling and finishing must be carried out
within the tack free time of the sealant.
Finishing agents or lubricants must be tested
for suitability/compatibility.
Removal
Uncured sealant can be removed from tools
and equipment with Sika Remover-208 or
another suitable solvent. Strictly follow
51-30
solvent manufacturer's warnings and
instruction for use. Once cured, the material
can only be removed mechanically. Hands
and exposed skin should be washed
immediately using a suitable industrial hand
cleaner and water. Do not use solvents on
skin!
Overpainting
Sikaflex-221 can be overpainted when tack-
free. The paint and paint process must be
tested for compatibility by carrying out
preliminary trials. Sikaflex®-221 should not
be exposed to baking temperatures until it has
attained full cure. It should be understood that
the hardness and film thickness of the paint
may impair the elasticity of the sealant and
lead to cracking of the paint film with time.
Limitations
Avoid application below 40°F (5°C) and
above 105°F (40°C). Do not apply on frozen
or wet surfaces or through standing water. Do
not apply over silicones or in the presence of
curing silicones. Contact with alcohol or
alcohol containing solvents will prevent cure.
Deliberate misuse by inhalation of vapors
may be harmful or fatal.
Sealant Type 2 JLF TOTALSEAL 34 One component

polyurethane sealant.
Available in 310 ml cartridges with following

colours: White, Grey, Dark Grey, Black
Curing rate: approx. > 3 mm/24h
Chemical resistance:
Long term resistance to water, sea water,
waste waters, diluted weak acids and caustics.
Temporarily resistant to petrol, lubricants,
organic fats and oils. Not resistant to organic
acids, alcohols, strong or concentrated
mineral acids and austics.
Overpaintable by a wide variety of paints

(allow to cure after application at least 2
hours). Paints based on alkyd resin are not
suitable.
Bonding area:
51-30
Surfaces to be bonded must be clean, dry and
free of grease and dust. Release agents must
be removed. Substrates must be compatible
with the sealant. They must not contain
bitumen or tar. Under the effect of air
humidity, the film forms very quickly once
the product has been applied. After one day,
the mastic is already hard to a thickness of 3
mm. The product provides an anti-vibration
effect; it is elastic, can be polished, and has
no corrosive effects.
Processing temperature:
+5°C to +35°C
Cleaner:
Solvents like MEK for uncured material, as
well as for cleaning and degreasing bonding
area. Do not use alcohols to clean bonded
parts. Alcohols block curing of sealants.

51-30
Sealant Type 3 Henkel SISTA SL509 acetic silicon for high
temperatures
Surface preparation
Surfaces must be clean, dry and free from all
traces of grease, oil and dust.
Application (cartridge)
Cut off the tip of the nozzle to suit joint width
and apply the sealant into the joint with a
suitable hand operated gun.
Do not apply at temperatures below 40°F
(5°C) or above 105°F (40°C).
Overpainting Not allowed
Adhesive - Tesa Professional – Spray Glue Permanent
p/n 60021 or 60020
Application
Shake can well before use and remove any
dried-on glue from the nozze For new
applications, test suitability by gluing a
sample
The parts to be bonded must be dry and free
from dust and grease. Cleaning with tesa®
INDUS TRY CLEANER 60040
recommended.
After use, turn can upside-down and expel
glue from nozzle until only propellant comes
out
Overspray from Spray Glues can easily be
removed with Tesa 60042 ADHESIVE
REMOVER
Integral Fuel Tank LJF PR 1776B2
Sealant

51-30
51-40 ALIGNMENT CHECK
The alignment check scope is to verify aircraft symmetry measuring distance between the
reference points. It is recommended to effect measurements on both aircraft side , to compare
them and ensure they are within tolerance limits.
Reference points are:
A & A’ – On the upper side of the wing. It is the rivet in common between the
nailing line of main span and the one of the tip in composite materials. (It is the
external line).
B – On the top of engine reducer. To verify, it is necessary to remove the upper sie
of engine nacelle.
C & C’ – On stabilator back, it is the rivet in common between the nailing line of the
tip and the nailing line of tubular spar skin.
C & C’ – On stabilator back, it is the rivet in common between the nailing line of
external rib and the rear spar.
D & D’ – On the rudder, it is the rivet in the upper/rear corner of skin panel. It is in
common between the nailing line of the upper rib of the rudder and the one related to
the rear spar.
ALIGNMENT CHECK
QUOTE NOMINAL VALUE ACTUAL VALUE DIFFERENCE (mm)

(mm) (mm)
A-B 4360±20
A’-B 436020
A-C 473520
A’-C’ 473520
C-D 173520
C’-D’ 173520

51-40
ALIGNMENT CHECK - GENERAL
D D'
D'
C C'
C C'
C' C'
A A'
B B
Figure 8. - Alignment

51-40

51-40

51-40
Chapter
52
Canopy


CHAPTER 52
LOEP


52-00

52-20

52 LOEP

52 LOEP
CHAPTER 52
TOC
52-00 CANOPY – GENERAL .......................................................................................................... 1

MAINTENANCE PRACTICES ..................................................................................................... 200
1. CANOPY HANDLE SUPPORT INSTALLATION.................................................................. 201
2. CANOPY REPAIR .......................................................................................................... 203
52-10 CANOPY SAFETY LOCK – GENERAL .................................................................................... 1
1. SAFETY LOCK REPLACEMENT ....................................................................................... 201
52-20 CANOPY REMOVAL / INSTALLATION - GENERAL ................................................................ 1
1. CANOPY REMOVAL / INSTALLATION PROCEDURE ........................................................ 201
2. BEARING TRACK REMOVAL / INSTALLATION PROCEDURE ............................................ 206

52 TOC
52-00 CANOPY – GENERAL
P2002 JF features a canopy structure. Sliding on specific surface, it allows the opening
and closing of cockpit. It is made of Plexiglas and resins. It can be closed through three
lockers, two on the side of canopy and one on the top.
Canopy presents two side windows in the side and is linked to the windshield .
It can be handle from both sides.
Figure 1. – Canopy and windshield structure
Figure 2. – Canopy

52-00
CANOPY - GENERAL
Figure 3. –Windshield and canopy

52-00
CANOPY - GENERAL
Canopy handle support installation

 Canopy repair

52-00
CANOPY – MAINTENANCE PRACTICE
1. CANOPY HANDLE SUPPORT INSTALLATION
Procedure

Task description
no. References
1. Park the aircraft in a closed hangar
2. Make sure the landing gear is locked
3. Set Master Switch on OFF and parking brake on ON
4. Remove RH and LH canopy handle and screw from the canopy Refer to Figure 4.
5. Copy the holes from the canopy on the support
6. Apply Sicaflex 221 under the support surface
7. Install the RH Canopy handle support (P/N 22-4-333-2) Refer to Figures
5 and 6.
8. Operate the same instructions for the other side
9. Reinstall RH and LH canopy handle and screw
10. Check the correctly functioning of the canopy handles
11. Put the canopy emergency placard
Figure 4. – Canopy handle and screw

52-00
Figure 6. – Canopy handle support
Figure 7. – Canopy handle support

52-00
2. CANOPY REPAIR
Procedure

Task description
no. References
1. Park the aircraft in a closed hangar.
2. Remove the ignition key and the negative terminal of the battery.
3. Remove the strip of sealant mastic and the rivets.
4. Clean the affected area and paint.

52-00
52-10 CANOPY SAFETY LOCK – GENERAL
On the canopy there are three safety lock, two on the lateral sides and one on the top.
Figure 8. – Safety locks

52-10
DOOR SAFETY LOCK - GENERAL
Figure 9. – Lateral safety lock
Figure 10. – Upper safety lock (external)

52-10
Figure 11. – Upper safety lock (internal)

52-10
Emergency lock repair

52-10
DOOR SAFETY LOCK – MAINTENANCE PRACTICE
1. SAFETY LOCK REPLACEMENT
Procedure

Task description
no. References
1. Unscrew screws in the lower part of emergency lock Refer to Figure 12.
2. Put off the pin that link the internal and external part
3. Replace
4. Reassemble the emergency lock
5. Perform final check, lock/unlock the canopy
Figure 12. – Safety lock

52-10
DOOR SAFETY LOCK – MAINTENANCE PRACTICE
52-20 CANOPY REMOVAL / INSTALLATION - GENERAL
Refer to the following instructions to replace the canopy, and any bearing track
Figure 13 – Canopy typical layout

52-20
CANOPY REMOVAL / INSTALLATION - GENERAL

52-20
CANOPY REMOVAL / INSTALLATION - GENERAL
Canopy removal / installation procedure

Bearing track removal/ installation procedure

52-20
CANOPY REMOVAL / INSTALLATION – MAINTENANCE PRACTICES
1. CANOPY REMOVAL / INSTALLATION PROCEDURE
Procedure
Additional info
Step
Task description &
no.
References
1. Remove the locking pins from LH and RH Emergency Locks Refer to Fig.14
2. Push the LH and RH Emergency Locks out of the housing Refer to Fig.15
3. Remove the screws Refer to Fig.16
4. Loosen the nut behind the canopy key lock Refer to Fig.17
5. Extract the canopy from the guide rail, lifting up the canopy Refer to Fig.18
6. To install the canopy, reverse mentioned steps described in this table
7. Make sure that the emergency locks are in place and the canopy
slides without binding after the installation procedure

52-20
Figure 14. – Locking pin
Figure 15. – Emergency locks removal

52-20
Figure 16. – Screws removal
Figure 17. – Canopy key lock

52-20
Figure 18. – Canopy lifting direction

52-20

52-20
2. BEARING TRACK REMOVAL / INSTALLATION PROCEDURE
Procedure
Additional info
Step
Task description &
no.
References
1. Remove the screws from the travel stop Refer to Fig.19
2. Remove the guide rail, moving it backward Refer to Fig.20
3. In order to remove the bearing track, unscrew the allen screws and Refer to Fig.21
bolts
4. Replace the bearings, bolts and self-locking nuts Refer to Fig.22
5. To install the guide rail on the fuselage, reverse mentioned steps
6. Make sure that there is not play between bearings and guide rail

52-20
Figure 19. – Travel stop
Figure 20. – Allen screws and bolts

52-20
Figure 21. – Bearings

52-20

52-20
Chapter
53
Fuselage


CHAPTER 53
LOEP


53 LOEP

53 LOEP
CHAPTER 52
TOC
53-10 FUSELAGE ......................................................................................................................... 1
DESCRIPTION AND OPERATION ............................................................................................................. 1

MAINTENANCE PRACTICES ................................................................................................................ 200
1. TAIL FAIRING REPLACEMENT ......................................................................................................... 201

53 TOC
53-10 FUSELAGE
The front part of the fuselage is made up of a mixed structure: a truss structure with
special steel members for cabin survival cell, and a light-alloy semi-monocoque
structure for the cabin's bottom section.
Forward truss structure drawing shows location of attachment points for wing’s main
spar (1), wing’s rear spar (2). tail cone (4), main landing gear (5), engine mount (3), flap
torque tube (7), stabilator bellcrank (6), throttle support (8) and pulley support for cable
driven aileron control. Seat supports and safety harness attachment points are also
shown.
The aft part of the fuselage is constructed with an aluminium alloy semi-monocoque
structure. Attachments to cabin truss is at the forward fittings of four stringers (1). Two
flanges are located at the aft end of the tail section to support the horizontal tail assy (2)
and the vertical tail forward and aft spars (3).
Figure 1. – Cabin truss

53-10
FUSELAGE – DESCRIPTION AND OPERATION
Figure 2. - Tail Cone
Engine mount is constructed of steel tubing and is secured to the cabin truss via a four-
point attachment. Bolts travel through bushings welded on mount, pass through the
firewall and exit through other bushings welded to cabin truss. Nose gear support assy is
attached to engine mount.
Cabin access is through a sliding canopy made of composite material. The canopy is
fastened via three lock levers: one at the top and two at each side.
Seats are made out of metal tubing framework with fabric covered foam padding. The
two seats can be independently adjusted by sliding backward and forward along rails
fixed to cabin truss structure. Seat release levers are located just below seat cushions.
Cabin floor is constructed of light alloy and features matting.
Entire fuselage, wing and other exposed surfaces are finished with a highly resistant
weatherproofing synthetic coating.

53-10
f
Figure 3. - Fuselage longitudinal stations
The longitudinal Datum reference is the forward side of the engine’s propeller flange
without the spacer.

53-10
 Tail fairing replacement

53-10
FUSELAGE – MAINTENANCE PRACTICES
1. TAIL FAIRING REPLACEMENT
Procedure
Step Task description Additional info &

no. References
1. Perform the Jacking procedure Refer to Chapter 07
2. Remove the stabilator Refer to Chapter 55.
3. Unscrew the two screws of trim tab rod Refer to Figure 4.
4. Unscrew the two screws of the rear side of stabilator Refer to Figure 5.
5. Remove the pins on both stabilator side Refer to Figure 6.
6. Unfasten the two side of the stabilator Refer to Figure 5.
7. Check the tail fairing and replace if necessary, removing the eight Refer to Figure 7.
crews
8. Put the stabilator, paying attention to the torque tube Refer to figure 7.
9. Proceed to assemble the stabilator with the same procedure used
for removing
10. Perform final check on the tail fairing
Figure 4. – Trim tab screws

53-10
Figure 5. – Rear side of stabilator
Figure 6. – Stabilator pin

53-10
Torque tube
Figure 7. – Tail fairing and torque tube

53-10

53-10

53-10
Chapter
55
Stabilator and Rudder


CHAPTER 55
LOEP


55-10

55-20

55 LOEP

55 LOEP
CHAPTER 55
TOC
55-10 STABILATOR ..................................................................................................................... 1

1.STABILATOR REMOVAL /INSTALLATION ......................................................................................... 201
2.TRIM TAB REMOVAL/INSTALLATION .............................................................................................. 203
3.STABILATOR BALANCE MASS CHECK ............................................................................................... 205
55-20 RUDDER ........................................................................................................................... 1

1.RUDDER REMOVAL/INSTALLATION ................................................................................................ 201
2.CABLE TENSION CHECK ................................................................................................................... 203

55 TOC
55-10 STABILATOR
The horizontal tail is an all-moving type, that is, the stabilizer and elevator form a single,
uniform plane called stabilator that rotates about an axis normal to fuselage at the desired
pitch setting.
The stabilator structure is made-up by an aluminium spar to which a series of ribs are riveted.
It is covered by aluminium panels.
A trim tab provides stick force adjustment and longitudinal compensation through an electric
actuator controlled by pilot. Tab is split in two parts interconnected at the support brackets
and attached to the stabilator through four external hinges that allow for easy inspection.
3
6
5
Figure 1. - Stabilator

55-10
STABILATOR – DESCRIPTION AND OPERATION
The stabilator control system is push-pull type and is controlled from the cabin via the
control sticks. Control is transmitted through a push-pull rod (1) linked to a bellcrank
(2) and a shaft (3) that runs through the tail cone supported at midsection by a bracket
(4) and connected with the stabilator’s torque tube through the aft bellcrank assembly
(5).All significant transmission elements such as bellcranks, pushrods, supports and
hinges can be easily accessed and inspected.
The aft bellcrank assembly consists of a steel tube (1) with welded horn assembly (2),
attachment for stabilator control shaft (3) and balanced weight bellcrank (4).
Counterweight is located at the end of a prong bolted to the torque tube and entering tail
cone through the tail-frame cut out.
Figure 2. - Stabilator control
Longitudinal trim control is controlled two switches on the top of each stick handle. It is
possible to select either the left or the right controls for operation. A trim position
indicator is located on the instrument panel. Trim control activates the linear actuator

55-10
(5) connected to supports and horn assembly (7). Actuator’s motion is transmitted to an
adjustable push-pull rod (8) through a bellcrank (9).
Figure 3. – Torque tube and trim control

55-10

55-10

55-10
 Stabilator removal/installation
 Stabilator trim tab removal/installation
 Stabilator balance mass check
 Stabilator balance

55-10
1. STABILATOR REMOVAL /INSTALLATION
Procedure
Additional info &

References
1. Engage the parking brake
Remove the tail cone fairing (Upper and

2 lower)
3. Unscrew the two screws of trim tab rod Refer to Figure 4.

Unscrew the two screws of the rear side of the
4. stabilator Refer to Figure 5.
Remove the pins on both stabilator upper side

5. and remove the two grains on stabilator Refer to Figure 6.
bottom side
6. Unfasten the two plane of the stabilator Refer to Figure 5.
Check and, if necessary, repair or replace the
7.
stabilator.
Reverse procedure for reinstallation, setting the torque value according to AMM ATA 20 and
applying a small amount of grease around the torque tube, inside the stabilator connection to
facilitate insertion and gently tapping parts into position being careful not to deform outward
ribs. Then check the surface travel limits
Figure 4. – Trim tab screws

55-10
Figure 5. – Rear side of stabilator
Figure 6. – Stabilator pin

55-10
2. TRIM TAB REMOVAL/INSTALLATION
Procedure
Additional info &

References
1 Engage the parking brake
Remove the tail cone fairing (upper and

2 lower)
3. Disconnect the trim tab rod Refer to Figure 4.

Rotate the trim tab surface upward and
4. remove the pins that link the trim tab and the Refer to Figure 8.
stabilator
Remove the trim tab and check it. If

5. necessary, repair or replace Refe to figure 9.
Reverse procedure for reinstallation, setting the torque value according to AMM ATA20 and
applying a small amount of grease on the hinges and trim tab connections. Then check the
surface travel limits
Figure 7. – Trim tab pin Figure 8. – Trim tab

55-10
To remove stabilator’s torque tube perform the procedure below
Additional info &

References
Disconnect the connector of electric actuator
1. stabilator trim tab
Disconnect the stabilator control rod from

2 torque tube assy Fig.9 item 1
Remove the trim actuator support attachments

3. (LH and RH side), by removing 6 bolts Fig.9 items 3
Unscrew the bolts, which fix the torque tube
4. to stabilator mounting plates and remove the Fif.9 item 2
torque tube
applying a small amount of grease on connections.
Figure 9. – Stabilator torque tube assy
NOTE: During the 100 hours inspection of the integrity and bearing cap play of the
stabilator attachments, following the inspection list reported in ATA 5, if an excessive play
between the torque tube and the stabilator support plate is found, it is recommended to add a
washer between one of the support mounting plate and the torque tube bracket

55-10
3. STABILATOR BALANCE MASS CHECK
Procedure
Additional info &

References
1. Remove the tail fairing
Disconnect the moving surface from its control
rod. To avoid interference with the free rotation
2.
of the tail plane, temporarily secure control rod
to the stabilator support assy
3. Disconnect trim-tab control rod
Disconnect trim-tab to tabulator to avoid any
4. relative movement. Use adhesive tape to
avoid any influence on balance
Secure trim-tab to stabilator to avoid any

5. relative movement. Use adhesive tape to
avoid any influence on balance
Check for excessive friction or lock-ups in the

6. moving parts

55-10
55-20 RUDDER
The vertical tail consists of an all-metal light alloy structure. Vertical stabilizer tip is
made of two pieces: one fixed to the fin and the other as a part of the rudder. The rudder
composite tip can accommodate navigation and strobe lights.
The vertical stabilizer consists of a twin spar with wrap-around stressed skin paneling.
An attachment plate (1) secures the vertical stabilizer’s front spar to the penultimate
tailcone frame while the rear spar is extended to attach directly into the last tailcone
ordinate (2).
The rudder consists of an aluminum alloy torque box made of formed sheet metal ribs
(4) and
Figure 10. – Fin and rudder

55-20
The rudder rotates via two hinges, (parts 6 and 7). At the top a ball bearing (6) let the
rudder to rotate. The bottom hinge pin rotates about a bushing (8) embedded within a
support flange attached to vertical stabilizer aft spar. A bellcrank (9) secured to the
rudder's lower hinge converts the rudder pedals cable commands.
The rudder is equipped with two end run stops made of Teflon (11).
Rudder mass balancing (10) is placed on the rudder upper rib’s horn. To inspect this
part it is necessary to remove the composite tip.
Control system layout is a steel cable driven and circuit terminates on rudder pedals and
then on the nose steering lever.
Figure 11. - Rudder and steering control
Rudder pedals (1) are attached to two pushrods (3) that transmit steering motion to the
nose gear leg through a lever. This lever hinges on the engine mount and springs
connected to the steering lever via two small plates allow for a more effective
realignment of the rudder. Length of pushrods can be modified via adjustable ball and
socket connections.

55-20
 Rudder removal/installation
 Cable tension check

55-20
RUDDER – MAINTENANCE PRACTICES
1. RUDDER REMOVAL/INSTALLATION
Procedure
Additional info &

References
1 Engage the parking brake
2 Remove the tail cone fairing
See procedures in this

3. Remove stabilator
chapter.
Disconnect the control cables form Rubber
bellcrank
Remove the rudder tip fairing, removing the
rivets from LH and RH side
5. Loose and remove the upper bolt Refer to Figure 14.
6. Remove the rudder upward
applying a small amount of grease on the hinge and connections.
Figure 12. – Rudder bellcrank

55-20
Figure 13. – Rudder fairing
Figure 14. – Rudder upper bolt

55-20
2. CABLE TENSION CHECK
Cable tension must be checked periodically and adjusted to proper value using the
turnbuckles (Tension = 20 daN  2). Pulley (5) condition and their smooth operation
must also be checked. To access levers and rudder pedals support, remove cabin’s
central tunnel; for speedier operation remove seats from railings.

55-20
Chapter
56
Windows


CHAPTER 55
LOEP


56 LOEP

56 LOEP
CHAPTER 56
TABLE OF CONTENTS
56-10 WINDOWS ....................................................................................................................... 1

DESCRIPTION AND OPERATION .................................................................................................. 1
1. WINDSHIELD REPLACEMENT ....................................................................................... 201
2. SIDE WINDOWS REPLACEMENT .................................................................................. 204
3. CANOPY WINDOWS REPLACEMENT ............................................................................ 206

56 TOC
56-10 WINDOWS
P2002-JF external visibility is guaranteed by two side windows, one on each side, by a wide
windshield that allows pilot and copilot an overall visual for every flight maneuver and by
the two windows located on the canopy.
Windows are made of splinterless Plexiglas GS 233.
Windshield defrosting is accomplished by heating system: make reference to Chapter 21.

56-10
WINDOWS – DESCRIPTION AND OPERATION
A
Figure 1. - fuselage and windows

56-10
Being windshields and side windows made of acrylic plastics, when damaged, they are
usually replaced unless the damage is minor and a repair would not be in the line of vision.
Repairs usually require a great deal of labor. Replacement parts are readily available, so
replacement is normally more economical than repair.

56-10

56-10
 Windshield replacement
 Side windows replacement
 Canopy windows replacement

56-10
WINDOWS – MAINTENANCE AND PRACTICES
1. WINDSHIELD REPLACEMENT
Hereinafter they are addressed instruction to replace windshield assy.
Tools

Cleco (Temporary Sheet Metal
a.r. Commercial
Fasteners)
Sand paper a.r. Commercial
Paint a.r. See Chapter 11 for color specification.
Type 1: see Chapter 51 for mastic
Mastic a.r.
specification.
Procedure
Step no. Additional info &

Task description
References
1. Engage aircraft parking brake.
2. Sand along windshield strips to remove painting

so to locate rivets position.
3. Remove rivets and mastic along the strips and Refer to Figure 2.
record their position.
Remove strips and be careful to avoid Refer to Figure 2.

4. deformations: in that case strip replacement is
required.
5. Remove windshield.
Remove mastic all along the edges of windshield Each trace of mastic must be
6. frame by using cutter or suitable means. removed for windshield
replacement to Ensure a
perfect fitting.
New windshield must be covered with either
7. protective paper or film to prevent damage during
handling or installation.

56-10
Additional info &
References
Put new windshield in its seat (starting from top Refer to Figure 2.
8. edge) and fix it to structure by using removable
fasteners.
Mark windshield according to seat dimensions. The windshield must fit in its
9. Use a permanent marker. seat with about 1/8- to 1/4-
inch clearance to allow for
expansion and contraction.
10. Trim windshield edges as marked.
Trace edges for windshield border painting by Apply adhesive masking

11. means of scotch-tape. Make reference to the tape.
windshield removed.
12. Sand windshield within adhesive masking tape Apply paint on lower inner
edges and paint. Black paint is required. windshield surface.
13. Apply a layer of mastic (type 1, multi-purpose See Chapter 51 for mastic
sealant) along the edges of windshield seat. specifications
14. Put windshield in the seat.
15. Apply a layer of mastic (type 1, multi-purpose See Chapter 51 for mastic
sealant) on windshield edges. specifications
16. Fix strips with rivets: use the same position

recorded during removal.
17. Paint strips. See Chapter 11 for color

specification.

56-10
Figure 2. - Windshield

56-10
2. SIDE WINDOWS REPLACEMENT
Hereinafter are addressed instructions to replace side windows.
Additional info &

References
2. Sand along window external edges to remove Refer to 3.

painting so to locate rivets position.
3. Remove rivets and mastic along the edges by

using cutter or suitable means.
4. Remove windows.
Fit new window to frame and mark window

5. edges according with frame ones. Use a
permanent marker or suitable means.
6. Trim windows frame as marked.
Trace edges for window border painting by means

7. of scotch-tape. Border painting must have a 10
mm width.
8. Sand within scotch-tape edges and paint. Black Apply paint on inner window
paint is required. surface.
9. Apply a mastic layer both on upper and lower

edges of window and fit it to frame.

56-10
Figure 3. – Side window

56-10
3. CANOPY WINDOWS REPLACEMENT
Hereinafter are addressed instructions to replace canopy windows.
Step no. Additional info &

Task description
References
2. Sand along window external edges to remove Refer to Figure 4.

painting so to locate rivets position.
3. Remove rivets and mastic along the edges by

using cutter or suitable means.
4. Remove windows.
Fit new window to frame and mark window

5. edges according with frame ones. Use a
permanent marker or suitable means.
6. Trim windows frame as marked.
Trace edges for window border painting by means

7. of scotch-tape. Border painting must have a 10
mm width.
8. Sand within scotch-tape edges and paint. Black Apply paint on inner window
paint is required. surface.
9. Apply a mastic layer both on upper and lower

edges of window and fit it to frame.

56-10
Figure 3. – Canopy window

56-10

56-10
Chapter
57
Wings
CHAPTER 57
LOEP

57-LOEP

57-10

57 LOEP

57 LOEP
CHAPTER 57
TABLE OF CONTENTS
57-10 WINGS ............................................................................................................................. 1
DESCRIPTION AND OPERATION ...........................................................................................................1
MAINTENANCE PRACTICES .............................................................................................................. 200
1.WING REMOVAL ........................................................................................................................... 201
2.WING INSTALLATION .................................................................................................................... 204
3.FLAPS REMOVAL ........................................................................................................................... 206
4.FLAPS INSTALLATION .................................................................................................................... 207
5.AILERON REMOVAL ...................................................................................................................... 208
6.AILERON INSTALLATION ............................................................................................................... 209
7.WING INSPECTION ........................................................................................................................ 211

57 TOC
57-10 WINGS
Each wing is connected to the fuselage by means of three pins attachment.

Wings are made up of a central light alloy torsion box (1); an aluminium alloy leading
edge (2) is attached to the front (main) spar (5), while flap (3) and aileron (4) are at-
tached to rear (fake) spar (6) through two hinges each.
The torsion box, as shown in Figure 1. and with reference to numbers in parenthesis,
consists of a main spar (5) and a rear spar (6) that make up its front and rear vertical
walls; a series of ribs (7) and wrap-around panels complete the structure. Front and aft
spars are complete with wing-to-fuselage attachment fittings (8). An integral fuel tank
is a part of the wing’s leading edge. It feature two inspection panels at its root and tip
side. On the upper side of each tank there are the filler cap and the fuel level sensor’s
access door. On the lower side a drainage tap is present. Fuel tank vents by means of a
tube exhausting in the wing tip’s trailing edge.
Aileron uses "piano-hinges" for direct attachment of aileron spar to wing spar. Flap
hinges are external to wing torsion box and feature ball bearings.
Figure 1. - Wing

57 -10
WINGS – DESCRIPTION AND OPERATIONS
The aileron is made of an aluminium spar to which a formed sheet metal skin and met-
al ribs are attached. Flaps are made of a centre spar to which front and rear ribs are
joined.
Aluminium skin panels wrap-around the flap structure.
Wing tips are moulded epoxy resin, fibreglass reinforced. At the inboard end of the
wing's leading edge is an integrated aluminium fuel tank with individual filler cap.
Wing station 0 (STA 0) is the intersection between the chord’s plane and the a/c
plane of symmetry.
The transversal dihedral angle between the chord plane and the a/c horizontal
reference is 5°.

57 -10
Figure 2. – Wing stations

57 -10

57 -10
 Wing removal
 Wing installation
 Wing flaps removal
 Wing flaps installation
 Aileron removal
 Aileron installation
 Wing inspection

57-10
WINGS – MAINTENANCE PRACTICE
1. WING REMOVAL
Hereinafter they are addressed instruction to remove the wing assembly.
Procedure

Task description
no. References
1. Set the Master Switch OFF and ground the air-

craft
Drain both fuel tanks from drain valve of the

2. fuel tank and from the drain valve of gascola- Refer to Chapter 12 of this
tor manual
3. Close the opposite side tank fuel circuit
4. Remove the wing’s composite leading edge
5. Remove all wing-fuselage fairings
Remove the fuel tank outlet inspection panel,

Unfasten and remove the fuel hose from the
6. tank’s outlet. Place temporary a cap on line to
prevent spillage. Only for the left wing, dis-
connect also the fuel return line
7. For the right wing, disconnect stall-warning

system wires
8. Disconnect the fuel quantity sensor wiring and

the position lights wiring
9. Disconnect flap control by removing roller

bearings that link push-pull rod Refer to Figure 3.
10. Empty the luggage compartment floor to get

the access to the aileron control circuit
11. Disconnect aileron control by removing pins

that connect the small bar to the pushrods Refer to Figure 4.

57-10
Task description
no. References
12. Remove wing-fuselage pins Refer to Figure 5.
13. While supporting the wing, release at first the

rear spar pin and then the two main spar’s pins
14. Provide to replace pins and cap fuel lines in

their original location.
Figure 3. – Flaps

57-10
Figure 4. – Aileron
Figure 5. – Wing-fuselage pins

57-10
2. WING INSTALLATION
Pre-installation Procedure

Task description
no. References
Examine that wing and fuselage attachment No deformation permitted.

1. points are free from damages, corrosion or de-
formations No corrosion permitted.
Examine the main bolt assemblies. Look espe-

2. cially for corrosion and deformation. Replace
bolts if required
Procedure

Task description
no. References
1. Set the Master Switch OFF and ground the

aicraft
2. Apply jacking procedure See ATA chapter 7 of this

manual.
3. Install aileron on the wing
4. Install flap on the wing
5. Put the wing in position Refer to Figure 5.
6. Install wing-fuselage panels Refer to Figure 5.
7. Remove seats and cabin floor fairings to access

to the aileron control circuit

57-10
Task description
no. References
8. Remove pins that join the small bar to the

pushrods then connect aileron control Refer to Figure 4.
9. Connect flap control by removing roller bear- Refer to Figure 3.

ings that link push-pull rod
10. Connect the fuel quantity sensor wiring and the

position lights wiring
11. For the right wing, connect stall-warning sys-

tem wires
Install the fuel tank outlet inspection panel,

12. Fasten and install the fuel hose from the tank’s
outlet. Only for the left wing, connect also the
fuel return line.
13. Install all wing-fuselage fairings
14. Install the wing’s composite root-leading edge
NOTE
On the wing to fuselage main fittings, there is a gap of about 1mm between the wing’s
main spar lugs and the carrythrough. This gap may be present either on the front side
of the carrythrough or on the back side according to the wing to fuselage incidence set-
ting (regulated in Factory). Fill this gap using the shim 96-1-108-1 according to the
gap position.

57-10
3. FLAPS REMOVAL
Procedure
Additional info &

References
1. Fully extend the flaps and remove bolt, Refer to Figure 6

washer and nut from the control rod end
2. Support the Flap and disconnect the flap
hinges by removing nuts, washer and
hinge bolts;
3. Pull the flap straight back off the wing
Figure 6. – Wing-flap attachments and mass balance

57-10
4. FLAPS INSTALLATION
Procedure
Additional info
& References
1. Place the wing flap into its proper position Figure 6.
and insert hinge, bolts, washers and nuts
2. With the flap control in the full flap posi-
tion connect the flap control rod to the
hinge brackets with bolt, washer and nut
3. Connect the ground lead to the inboard
hinge bracket
4. Operate the flap several times to ascertain
it operates freely
5. Align flap trailing edge with aileron (to 0°) This position is 0°
trailing edge with usable means position for wing
flaps.
6. Check flaps travel limits: UP 0° , Down 40°
7. Check correspondence between flaps posi-
tion, flap position transmitter and flaps po-
sition indicator:
 flaps fully retracted (0°±2°) and transmit-
ter lever to the rear end travel
 flap fully extended (40°±2°) and trans-
mitter lever to the forward end travel
 flaps take off position (15°±2°) and
transmitter lever to the intermediate posi-
tion
8. Perform the cables tension check See Chapter 20.

57-10
5. AILERON REMOVAL
Procedure
Additional info &

References
1. Disconnect the aileron control rod by Refer to Figure 7.

removing nut, washer and bolt
2. Loosen the mass balance
3. Support the aileron and disconnect the
inboard and outboard aileron hinges by
removing nuts, washers and hinge bolts
Figure 7. – Wing-aileron attachments

57-10
6. AILERON INSTALLATION
Procedure
Additional info &

References
1 Position the aileron in the wing and in-

stall bolts, washers and nuts at the
hinges
2 Connect mass balance
3 Connect aileron control rod to the ailer-
on with bolt, washer and nut.
4 Check aileron control cables tension See chapter 20
5 Align aileron trailing edge with wing This position is 0° posi-
tip trailing edge with usable means. tion for ailerons
6 Check ailerons travel limits: UP 20°
and Down 15° (± 2°)

57-10
Figure 8. – RH Aileron

57-10
7. WING INSPECTION
Procedure
Additional info &

References

2. Inspect wings skin along rivets line and No cracks , defor-
in particular: mation and rivet loos-
 FWD spar upper and lower rivet line; ing are allowed.
 AFT spar upper and lower rivet line; Refer to Figures 9. and
10.
 leading edge rivet line in correspondence
of wing taper;
check for cracks, deformation or rivets
loosening
3. Check for FWD/AFT spar: lack of
cracks, corrosions and deformations
4. Examine that wing and fuselage No deformation permit-

FWD/AFT attachment points are free ted.
from damages, corrosion or defor-
mations. No corrosion permitted.
5. Examine the main bolt assemblies. Look Refer to figure 5.

especially for corrosion and deformation.
Replace bolts if required
6. Examine FWD/AFT upper and lower Figure 5.

connection plates
7. Examine FWD/AFT upper and lower Figure 5.
connection insoles

57-10
Figure 9. – Wing upper surface
Figure 10. – Wing lower surface

57-10

57-10

57-10
Chapter
61
Propeller


CHAPTER 61
LOEP

61-LOEP

61-TOC

61-10

61 LOEP

61 LOEP
CHAPTER 61
TABLE OF CONTENTS
56-10 PROPELLER ....................................................................................................................... 1
DESCRIPTION AND OPERATION .............................................................................................................. 1

TROUBLESHOOTING ............................................................................................................................... 1
MAINTENANCE PRACTICES ................................................................................................................. 200
1.PROPELLER REMOVAL ..................................................................................................................... 201
2.PROPELLER INSTALLATION .............................................................................................................. 203

61 TOC

61 TOC
56-10 PROPELLER
The propeller is manufactured by Hoffmann Propeller and is all-wood, with

composite reinforced leading edge and blade protective finished with special
lacquer coating.
The following tables report propeller’s main technical features:
Manufacturer Hoffmann propeller GmbH

Model HO17GHM A 174 177C
Number of blades 2
Diameter 1740 mm
Type Fixed pitch
Material Wood
Figure 1. - Propeller

61-10
PROPELLER – DESCRIPTION AND OPERATION

61-10
PROPELLER – DESCRIPTION AND OPERATION
TROUBLESHOOTING
Make reference to the “Owner’s Manual” No E0110.74 and to all the pertinent
documents issued by Hoffman.

61-10
PROPELLER – TROUBLESHOOTING
 Propeller removal
 Propeller installation

61-10
PROPELLER – MAINTENACE PRACTICES
1. PROPELLER REMOVAL
Procedure
Step Propeller removal Additional info &

2. Parking brake: engage
3. Engine starter circuit breaker: pull out
4. Remove engine upper cowling unscrewing

along the edges.
5. Remove the spinner Refer to Figure 2.
6. Remove screws holding spinner dome to

spinner bulkhead
7. Remove safeting
8. Remove bolts that secure propeller to the Refer to Figure 3.

hub
9. Pull slowly propeller off from its position
NOTA: After removal, do not lay propeller down on its tip but always lay flat and away
from sources of humidity, heat or, in any case, away from areas subject to excessive
temperature change

61-10
Figure 2. – Ogive
Figure 3. – Hub-propeller screws

61-10
2. PROPELLER INSTALLATION
Procedure
Step Propeller installation Additional info &

1. Make sure Master Switch is turned

OFF.
2.
Parking brake: engage
3. Engine starter circuit breaker: pull out
Clean engine and
propeller flange with
solvent of gasoline. Both
Make sure that the propeller and engine surfaces must be dry and
4. clean. Remove all surface
mounting flange mating faces are clean
and undamaged. defects.
Remove the shipping
plugs and protective
wrap, if any.
5. Check bolts for cracks, rust, propeller
thread and cleanliness
6. Check spinner bulkhead for craks or
deformations
7. Install spinner spacer and propeller Refer to Figure 4.
8. Bolt torque is
Insert washers and fasten locknuts
17NM
9. Safety all bolts
10. Install spinner
NOTE
After correct installation of propeller and before takeoff, let the engine
run for few minutes and, after turning it off, carry out further inspection
(tightness, overall state, etc.).

61-10
Figure 4. – Propeller installation

61-10
Chapter
71
Power plant
CHAPTER 71
LOEP

LOEP
TOC 1 2nd Edition, Rev 0

71-40

71 LOEP

71 LOEP
CHAPTER 54
TABLE OF CONTENTS
71-10 ENGINE COWLINGS........................................................................................................... 1

DESCRIPTION AND OPERATION ................................................................................................................................... 1
MAINTENANCE PRACTICES ...................................................................................................................................... 200
1. ENGINE COWLING REMOVAL ..................................................................................................................... 201
2. ENGINE COWLING INSTALLATION .............................................................................................................. 203
71-20 ENGINE MOUNT ............................................................................................................... 1

1. ENGINE MOUNT REMOVAL ....................................................................................................................... 201
2. ENGINE MOUNT INSTALLATION................................................................................................................. 202
71-30 AIR INTAKES ..................................................................................................................... 1

1. AIR FILTER CLEANING AND REPLACEMENT ................................................................................................ 201
71-40 ENGINE DRAINAGE ........................................................................................................... 1

1. DRAINAGE HOSES REPLACEMENT .............................................................................................................. 201

71 TOC
71-10 ENGINE COWLINGS
The engine cowling is a gull wing type. The cowling is made up of two parts: the upper
part consists of a fiberglass nose and light alloy panels while the bottom part is partially
made of fiberglass and aluminum.
Cowling top is easily removed by releasing four latches, two on each side.
Removal of lower portion is just as easy by quick release of two side pins and two
latches located on bottom.
Air circulation is provided by front openings in nose section and by an outflow area on
the underside by the firewall.

71-10
ENGINE COWLINGS – DESCRIPTION AND OPERATION
FG
Alluminium
Alluminium
Cam Lock
Pin
Oil radiator
air intake
Hinges
Water radiator
air intake Ram air intake
(NACA)
Cabin heat
air intake
Figure 1. – Engine cowling

71-10

71-10
 Engine cowling removal

 Engine cowling installation

71-10
ENGINE COWLINGS – MAINTENACE PRACTICES
1. ENGINE COWLING REMOVAL
Procedure
Step Engine cowling removal Additional info &

2. Loosen the screws inside the engine cowling Refer to Figure 2.
3. Remove the upper cowling
4. Remove the lateral pins of the lower cowling Refer to Figure 3.
and loosen the screws in the down side
5. Remove the lower cowling
Figure 2. – Upper engine cowling screws

71-10
Figure 3. – Lower engine mount pins and screws

71-10
2. ENGINE COWLING INSTALLATION
Procedure
Step Engine cowling removal Additional info &

2. Install both upper engine cowlings Refer to Figure 4.
3. Install the lower engine cowling using pins and Refer to Figure 3.
screws
4. Install the upper engine cowling using screws Refer to Figure 2.
5.
Figure 4. – Engine cowling inspection cap

71-10
71-20 ENGINE MOUNT
Tubular steel makes engine mount: this truss has welded joints. The engine
mounting-frame is provided with four mounting pads at firewall. Bolts through
the pads attach the engine mount to the engine nacelle.
Figure 5. - Engine Assy

71-20
ENGINE MOUNT – DESCRIPTION AND OPERATION
1 Engine-mount to engine attachment
2 Engine-mount to engine attachment
3 Engine-mount to fire-proof wing attachments
Figure 6. - Shock mount attachments

71-20
ENGINE MOUNT – DESCRIPTION AND OPERATION
 Engine mount removal

 Engine mount installation

71-20
ENGINE MOUNT – MAINTENANCE PROCESSES
1. ENGINE MOUNT REMOVAL
Step Engine mount removal Additional info &

2. Remove engine cowlings See Chapter 54
3. Remove engine Refer to Chapter 72 Engine
removal
4. Unscrew upper engine mount attachments Refer to Figure 4.
5. Unscrew lower engine mount attachments Refer to Figure 4.
6. Hold firmly engine mount. MAY REQUIRE 2 OR
MORE OPERATORS TO COMPLETE THIS
PROCEDURE
7. Remove engine mount attachments

71-20
2. ENGINE MOUNT INSTALLATION
Step Engine pre-installation procedure Additional info &

1. Examine that engine mount and engine attach- No deformation permitted.
ment points are free from damages, corrosion, No corrosion permitted.
deformations or cracks.
No cracks permitted.
2. Examine the main bolt assemblies. Look espe-
cially for corrosion and deformation. Replace
bolts if required
Hereinafter they are addressed instruction to install the engine assembly
Step Engine mount installation Additional info &

2. Align engine mount attachment holes with fire-
wall holes
3. Insert bolt washers and nuts
4. Upper attachments:
 Bolt: AN4-16 (2x)
Refer to Figure 7.
 Washer:AN960-416 L (4x)
 Self-locking nut: MS21042-4 (2x)

71-20
Step Engine mount installation Additional info &
5. Lower attachments:
 Bolt: AN4-25 (2x)
 Washer:AN960-416 L (4x) Refer to Figure 4.
 Self-locking nut: MS21042-4 (2x)
6. Apply a torque value of 10 N*m
Figure 7. – Engine mount attachment points

71-20

71-20
71-30 AIR INTAKES
Air intakes system allows an air flow towards air-box and then to carburetors:
both hot and cold air flow are conveyed to air-box. Cold air flow reaches air-box
through front air inlet. Hot air flow, instead, comes from heat exchanger. It is pos-
sible to mix cold and hot air flow acting on air box valve through the carburetor.
Air Inlet
Air box
valve
heat exchanger
To Carburettor
To Carburettor
Air filter
Air Inlet
Figure 8. - Carburetor heating system

71-30
AIR INTAKES – DESCRIPTION AND OPERATION
When Carb Heat knob is on OFF position only cold air flow is sent to air box.
Moving knob backward allows a progressive hot air flow increases.

71-30
AIR INTAKES – DESCRIPTION AND OPERATION
 Air filter cleaning and replacement
The carburetor hating controls rigging procedures are addressed on Chapter 72.

71-30
AIR INTAKES – MAINTENANCE PRACTICES
1. AIR FILTER CLEANING AND REPLACEMENT
Step Air filter cleaning and replacement Additional info &

2. Remove engine cowlings (upper and lower) Refer to the procedure n°1 in
this chapter
3. Unscrew the screws from air inlet Refer to Figure 9.
4. Remove air inlet
5. Remove filter Refer to Figure 10.
6. Clean filter with air gun or suitable means

7. Replace filter if needed
8. Insert filter into seat
9. Apply air inlet and screw to lock it
10. Install engine cowlings Refer to procedure n°2 in this
chapter
11. Perform final check, make sure that no external
objects or tools are left inside the engine cowl-
ings.

71-30
Figure 9. – Air inlet
Figure 10. – Air filter

71-30
71-40 ENGINE DRAINAGE
Engine drainage system provides three different drainage lines (one per carbure-
tor). Carburetor drainage line gathers fuel leakages in a drip tray; then fuel is con-
veyed within hoses which, passing through firewall, ejects the overflow external-
ly.
carburetor FWD
drip tray
air box
AFT oil tank
Figure 11. - Engine drainage

71-40
ENGINE DRAINAGE – DESCRIPTION AND OPERATION
Air-box drain system allows the expulsion of fluid derived from condensation:
drainage hoses follows the same path of carburetor drains one. Oil tank drainage
provides for oil overflow ejecting.

71-40
ENGINE DRAINAGE – DESCRIPTION AND OPERATION
 Drainage hoses replacement

71-40
ENGINE DRAINAGE – MAINTENANCE PRACTICES
1. DRAINAGE HOSES REPLACEMENT
Step Drainage hoses replacement Additional info &

no. Task Description References
2. Remove engine cowlings (upper and lower) Refer to this chapter 71-20
3. Loosen serflex on drip tray
4. Loosen serflex on air box
5. Loosen serflex on hoses under RH and LH drip
trays.
6. Loosen serflex on oil-tank
7. Remove fasteners and clamps and record hoses
placement
8. Replace hoses if needed
9. Screw serflex on hoses under RH and LH drip
trays and on air box
10. Place hoses as recorded during removal
11. Apply clamps and fasteners
12. Install engine cowlings Refer to this chapter 71-20
13. Perform a final check: make sure there are no
leakages or damaged hoses, all removed serflex-
es are in place. No tools are left on the power
plant.

71-40

71-40

71-40
Chapter
75
Liquid cooling system
CHAPTER 75
LOEP

LOEP

75-10

75 LOEP

75 LOEP
CHAPTER 75
TABLE OF CONTENTS
75-10 LIQUID COOLING SYSTEM ..................................................................................................................... 1
DESCRIPTION AND OPERATION ........................................................................................................................ 1
TROUBLESHOOTING......................................................................................................................................100
MAINTENANCE PRACTICES ........................................................................................................................... 200
1. THERMOSTATIC VALVE REPLACEMENT .............................................................................................. 201
2. RADIATOR REPLACEMENT ................................................................................................................. 202

75 TOC
75-10 LIQUID COOLING SYSTEM
Standard Configuration
Figure 1. - Scheme of liquid cooling system
With reference to Figure 11., the liquid cooling system is a closed circuit with an over-
flow bottle (4) and an expansion tank (1). The coolant flow is forced by a water pump,
driven by the camshaft, from the radiator to the cylinder heads and then the coolant
passes on the expansion tank; the latter is closed by a pressure cap (3) fitted with pres-
sure relief valve and return valve. At temperature rise and expansion of the coolant, the
pressure relief valve opens and the coolant flows via a hose at atmospheric pressure to
the transparent overflow bottle (4). When cooling down, the coolant is sucked back into
the cooling circuit.
The system is fitted with an overflow bottle where surplus coolant is collected and re-
turned back into the circuit at the cooling down period.
The radiator is placed on the front end of the engine cowling, attached to the engine
mount.
A CHT sensor along with the related instrument located on the instrument panel (right
side).
NOTE: on ROTAX engine CHT is representative of liquid cooling system status.

75-10
LIQUID COOLING SYSTEM – DESCRIPTION AND OPERATION
Optional Configuration
Optional Configuration if MOD2002/53 is istalled:
Figure 2. – Scheme of liquid cooling system with thermostatic valve (MOD 2002/53)

75-10
Optional Configuration if MOD2002/48 is istalled:
Water
Pump
5
Overflow
Tank
Expansion
Tank 3
Thermostatic
Valve
1
Item Description
1 Coolant – Thermostatic Valve tube assy
2 Coolant – Metallic Joint tube assy
3 Thermostatic Valve – Water Pump tube assy
4 Expansion Tank – Thermostatic Valve tube assy
5 Metallic Joint – Water Pump tube assy
Figure 3. - Scheme of liquid cooling system with thermostatic valve (MOD2002/48)

75-10
Figure 2. shows an optional configuration available with a thermostatic valve which
regulates coolant flow through the radiator.
The system has been realized accordingly to manufacturer’s requirements and it must be
able to supply engine with a proper quantity of coolant (55 lt/min) at temperatures not
above the maximum allowable (135°C).
The thermostatic valve, provided with two thermal sensors, allows an automatic adjust-
ment of temperature by controlling coolant flow to radiator and keeping it at tempera-
tures between 50°C and 135°C (green arch on CHT indicator).
Figure 4: CHT indicator
Thermostatic valve’s functioning is described below.
 Coolant temperature below 90°C;
The scheme in figure 4 shows coolant flow at T<90°C. The coolant in the overflow bot-
tle is sucked in the circuit.
Before it reaches the pump, the coolant passes through the thermostatic valve whose
thermal sensors, at temperatures below 90°C, deny access to radiator.
Once reached the pump, coolant is transferred to cooling circuit and, then, to the over-
flow bottle.

75-10
Figure 5. - Coolant flow at T<90 °C
 Coolant temperature between 90°C and 100°C
Coolant circulation in this case is described by figure 5.
Figure 6. - Coolant flow at 90°C<T<100°C
As in the previous case, coolant is forced by pressure generated by the pump but in this
case, as effect of thermal expansion, first sensor (set to 90°C) is pushed down. In this
configuration, part of the coolant is driven through the radiator.

75-10
 Coolant temperature above 100°C
Figure 6 describes coolant flow when temperature is above 100°C.
Figure 7. - Coolant flow at T>100°C

Now, both the thermal sensors of the thermostatic valve are pushed down and all the
coolant flow is forced through the radiator.

75-10

75-10
TROUBLESHOOTING

CHT stay high Thermostatic valve stuck Replace/overhaul thermo-
closed static valve
Leakage of coolant Check coolant system line
to locate leakage point.
Repair where needed and
restore coolant level. If
leakage is located on radia-
tor replace it
CHT stays low Thermostatic valve stuck Replace/overhaul thermo-
opened static valve
NOTE: on ROTAX engine CHT is representative of liquid cooling system status.

75-10
LIQUID COOLING SYSTEM – TROUBLESHOOTING
 Thermostatic valve replacement

 Radiator replacement
Refer to Engine Maintenance Manual for further maintenance practices (e.g. ex-
pansion tank and overflow bottle maintenance).

75-10
LIQUID COOLING SYSTEM – MAINTENANCE PRACTICES
1. THERMOSTATIC VALVE REPLACEMENT
Procedure

Task description
no. References
ENSURE THAT ENGINE IS OFF AND COOL BEFORE OPERATING

MAINTENANCE ON THE THERMOSTATIC VALVE.
CAUTION
3. Remove engine cowlings
Unscrew Serflex and remove all hoses connected to Note connections.

4.
the valve Refer to Figure 7.
Attach the new/overhauled unit to the support by Restore the same configura-
5.
valve bolts tion noted at step 4.
Restore proper connections to the valve as noted at

6.
step 4.
7. Install engine cowling
Figure 7. – Thermostatic valve Serflexes

75-10
2. RADIATOR REPLACEMENT
Procedure

Task description
no. References

MAINTENANCE ON THE RADIATOR.
CAUTION
2. Set MASTER switch OFF
3. Remove engine cowlings Ref.: Chapter 06
Unscrew serflex and remove hoses connected to Note connections. Refer to

4.
the radiator Figure 8.
Hold firmly the radiator by

5. Unscrew bolts that fix the radiator to its support hand during removal.
Refer to Figure 9.
6. Clear the radiator of support; replace it if needed.
Align radiator’s lower holes

7. Place into position the new/overhauled unit with support’s ones.
Hold firmly the radiator by

8. Fix the unit to the support by bolts
hand during installation.
9. Restore connections removed at step 4. Fasten hoses by serflex.
10. Install engine cowlings

75-10
Figure 8. – Radiator hoses
Figure 9. – Radiator-engine mounting bolts

75-10

75-10

75-10
Chapter
78
Exhaust


CHAPTER 78
LOEP

LOEP

78 LOEP

78 LOEP
CHAPTER 78
TABLE OF CONTENTS
56-10 EXHAUST .......................................................................................................................... 1
DESCRIPTION AND OPERATION .............................................................................................................. 1

MAINTENANCE PRACTICES ................................................................................................................. 200
1. EXHAUST REMOVAL ....................................................................................................................... 201
2. EXHAUST INSTALLATION ................................................................................................................ 202
3. HEAT EXCHANGER INSPECTION ...................................................................................................... 207

78 TOC
78-10 EXHAUST
Exhaust manifolds (1) are flanged to the engine and join the muffler separately (2).
The muffler also works as a heat exchanger (3) for carb. and cabin heat.
The exhaust system must always be checked for possible cracks (ref. Periodic
Inspection Table on chapter 5). Close attention must be given to the heat exchanger
system which should be totally disassembled for inspection as cracks would allow
noxious fumes to be mixed with carb and cabin air heat.
Figure 1. – Exhaust system

78-10
EXHAUST – DESCRIPTION AND OPERTION
Fig. item Description
1 Muffler
2 Assy rear tube
3 Assy rear tube
4 Assy front tube
5 Assy front tube
6 Spring
7 Heat exchanger
8 Exhaust ring
9 Exhaust ring
The system above described is independent from cabin and carburetor heating systems
(see respectively Chapter 21 and 71). Nevertheless, through the heat exchanger joined
to muffler and riveted on exhaust rings, ram air is warmed and conveyed to cabin heat
and defrost system and carburetors.
Figure 2. – Muffler and heat exchanger

78-10
EXHAUST – DESCRIPTION AND OPERTION
 Exhaust Removal
 Exhaust Installation
 Heat Exchanger inspection

78-10
EXHAUST – MAINTENACE PRACTICES
1. EXHAUST REMOVAL

Task description
no. References
2. Ensure that Master Switch is turned OFF
3. Remove engine upper and lower cowling panel See Chapter 54
ENSURE THAT ENGINE IS COOL BEFORE STARTING ANY

CAUTION
OPERATION
4. Loosen serflex and remove air system hoses Refer to Figure 3.

from heat exchanger
5. Remove spring from exhaust manifold Refer to Figure 3
6. Unscrew nut to disconnect exhaust manifold Refer to Figure 3A
7. Remove muffler

78-10
2. EXHAUST INSTALLATION
Tools

Copper lubricant A/R Commercial
Sealant A/R TYPE3 (High temperature sealant)

Task description
no. References
1. Examine that exhaust manifold are free from No deformation permitted.
corrosion or deformations No corrosion permitted.
2. Examine the main bolt assemblies. Look Refer to Figure 3A.
especially for corrosion and deformation.
Replace bolts if required

78-10

Task description
no. References
2. Screw nut to connect exhaust manifold. Apply a Refer to Figure 3.

torque value of 12-20 N*m as suggest by
ROTAX 912S Installation Manual
3. Apply copper lubricant between exhaust Refer to Figures 3B. and 3C.
manifold and muffler
4. Install spring on exhaust manifold Refer to Figure 3C.
5. Apply sealant into the springs Figure 2A, Sista SL509

High Heat Acetic Silicon or
equivalent
6. Apply air system hoses on heat exchanger and Refer to Figure 4.
tighten screwing serflex
7. Install engine upper and lower cowling See chapter 54
Figure 2A. Exhaust spring

78-10
A
Figure 3. – Heat exchanger
nut
Figure 3A. - Detail

78-10
copper lubricant
Figure 3B - Detail
copper lubricant
Figure 3C - Detail

78-10
heat exchanger
Figure 4 – Air system hoses

78-10
3. HEAT EXCHANGER INSPECTION

Task description
no. References
ENSURE THAT ENGINE IS OFF AND COOL BEFORE PERFORM THE

HEAT EXCHANGER INSPECTION.
CAUTION
2. Ensure that Master Switch is turned OFF
3. Remove exhaust Refer to Exhaust removal
4. Remove rivets along heat exchanger Refer to Figure 5.

longitudinal edges with suitable means and
record position.
5. Open heat exchanger along longitudinal edges Refer to Figure 6.
and remove it from muffler
6. Remove all mastic traces Refer to Figure 5.
7. Inspect heat exchanger to locate corrosions, No corrosion , cracks or

cracks and deformations deformation allowed
8. Apply a mastic layer on muffler rings and in See Chapter 51.
correspondence of rivet line. Use type 3 sealant
Refer to Figure 5.
9. Install heat exchanger on its muffler seat
10. Use a clamp to keep heat exchanger position on

muffler
11. Fix with rivets as recorded during removal Refer to Figure 5.
procedure
12. Install exhaust Refer to Exhaust installation

78-10
muffler mastic
rivet line
Figure 5. - Muffler with heat exchanger
longitudinal
edges
Figure 6. - Heat exchanger removed

78-10

78-10

78-10
Chapter
79
Oil system
CHAPTER 79
LOEP

LOEP

79-10

79 LOEP

79 LOEP
CHAPTER 79
TABLE OF CONTENTS
79-10 OIL SYSTEM ......................................................................................................... 1
DESCRIPTION AND OPERATION .........................................................................................................1

MAINTENANCE PRACTICES ........................................................................................................... 200
1. OIL TANK CLEANING ................................................................................................................ 201
2. OIL TANK REPLACEMENT ......................................................................................................... 201
3. THERMOSTATIC VALVE REPLACEMENT .................................................................................... 202
4. OIL COOLER REPLACEMENT ..................................................................................................... 204
5. OIL PRESSURE SENSOR REPLACEMENT……………………………………............................................... 208

79 TOC
79-10 OIL SYSTEM
The A/C is equipped with oil system that is designed to supply the engine with
the appropriate quantity of oil (13 lt/min) at a temperature not above that safe for
continuous operation.
The engine is equipped with a dry sump forced lubrication system, with a main
oil pump, with integrated pressure regulator and oil pressure sensor. The oil
pump sucks the oil from the oil tank via the oil cooler and forces it through the
oil filter to the designed points of lubrication. Drainage device is provided.
The main components of the oil system are:
 Oil filter
 Oil radiator
 Oil reservoir
 Thermostatic valve
 Oil drain valves
 Oil vent valves
 Oil filler
 Oil quantity measurement device (stick type)
Anyway the complete oil system of the A/C is composed of the following addi-
tional parts for each engine:
 Oil temperature sensor

 Oil pressure sensor
The above mentioned oil parameters are monitored by means of analogical

transducers, located on the instrument panel (right side).
By means of the thermostatic valve, which regulates the oil flow to the heat ex-
changer (oil radiator), the oil distribution follows two different paths depending
upon the oil temperature.
As hereinafter described, when the engine is cold, the valve limits the flow to the
radiator allowing for a faster engine warm-up. The same occurs in cold OAT
conditions. When the oil temperature rises, the flow to the radiator is augmented.

79-10
OIL SYSTEM – DESCRIPTION AND OPERATION
Oil temperature below 90°C
The oil contained in the tank (item 1 in Figure 2) is sucked from the oil pump
(item 7) which pressurizes the circuit.
The oil pressure is monitored in the cockpit by means of a dedicated instrument.
The oil is then routed through the thermostatic valve (item 2) which is fitted with
two thermal sensors (item 3 and 4) allowing for a partial radiator passage occlu-
sion for temperature below 90°C.
Once came to the pump, oil is transferred to the engine lubrication circuit and
then to the cartridge filtering element integrated in the engine. The oil is then
Condizione
conveyed in the oil reservoir (Rotax part). fredda T<90°C
3 4 5
2
Figure 1. - Rotax 912S oil circuit schematic (oil temperature below 90°C)
Oil temperature 90°C to 100°C

As above described, the oil circulates for effect of the pump (item 7 in Figure 3),
but in this case the first thermal sensor (item 3) set to 90°C allows for oil passing
through the radiator where oil is cooled.
It is then mixed with the other oil and it reaches the engine carter where it is fil-
tered. The oil is then gathered in the oil reservoir.

79-10
Condizione intermedia 90°C < T<100°C
4 5
3
2
1
7
Figure 2. - Rotax 912S oil circuit schematic (oil temperature 90°C to 100°C)
Oil temperature greater than 100°C

The schematic reported in Figure 3 shows oil circulation when the oil tempera-
ture reaches and overcomes a value of 100°C. In this case, because of the opera-
tion of the second thermal sensor, the oil as a whole is conveyed toward the ra-
diator.

79-10
Condizione calda T>100°C
3 4 5
2
1
7
Figure 3. - Rotax 912S oil circuit schematic (oil temperature > 100°C)
Oil filter
The oil system is equipped with an oil filter (cartridge type) designed for full-
flow oil system in order to filter the contaminants from the circulated oil before
it passes through the bearing surfaces.
Figure 4: Rotax 912S filter cartridge (section)
The oil flow is forced in the filter by the oil pump by means of external holes; it
passes through the filtering element and it is conveyed into the circuit by means
of the central hole.

79-10
Radiator
The oil radiator is installed on the front end of the engine cowling and it is con-
nected on the engine mount.
Figure 5. - Oil radiator

79-10
Oil tank
The oil tank is installed behind the firewall protected from heat sources. Some
holes on the bracket structure allow for air ventilation (see figure below).
Figure 6. - Oil tank ventilation flow
The reservoir gathers also the oil coming from the breather hose and it is fitted
with a dipstick: see figure below, item 11. An hose, immediately located beneath
the filler cap, allows for oil relief discharged in a safe zone in the cowling far
from exhausts and other heat sources.

79-10
Figure 7. - Oil tank

79-10

79-10
 Oil tank cleaning

 Oil tank replacement
 Thermostatic valve replacement
 Oil cooler replacement
Make reference to Engine Maintenance Manual for maintenance practices spe-

cifically related to the engine.
79-10
OIL SYSTEM – MAINTENANCE AND PRACTICES
1. OIL TANK CLEANING
Refer to latest revision of Engine Maintenance Manual for proper cleaning pro-
cedure.
2. OIL TANK REPLACEMENT
Procedure

Task description
no. References

MAINTENANCE ON THE OIL TANK.
CAUTION
3. Open the RH ( pilot view) engine cowling
Unscrew and remove all hoses from the top of the

4. Refer to 6 / 7
tank
Slightly unscrew and release the support tie that fix

5. Refer to 6.
the tank to the support
Clear oil tank of its housing by moving it upward,

6.
replacement of the tank
7. Place into position the new/overhauled unit
8. Secure back the tank to the support by serflex
Properly restore all connections/hoses removed at

9. step Errore. L'origine riferimento non è stata
trovata..
10. Close inspection caps
79-10
3. THERMOSTATIC VALVE REPLACEMENT
Tools

Thread-locker A/R Loctite 243
Procedure

Task description
no. References

MAINTENANCE ON THE THERMOSTATIC VALVE.
CAUTION
Remove the screws that fix metallic cover to the

4.
hose
Unscrew and remove all hoses connected to the

5. Note connections
valve
Hold firmly the valve by

Remove the screws that fix thermostatic valve sup- hand during removal
6.
port to the hose
Remove safety wire.

Unscrew and disconnect valve from support; re-
7. Note which side of the valve
place it if needed.
is attached to its support.
Attach the new/overhauled unit to the support by

8. .
valve bolts
79-10
Task description
no. References
Hold firmly the valve by

hand during installation. Do
9. Fix valve support to the wall by screws
not over tighten screws to
avoid damages.
Apply thread locker (i.e.

10. Restore proper connections to the valve.
LOCTITE 243) to threads
11. Apply cover and fix it by screws to the wall
12. Apply engine cowling
4. OIL COOLER REPLACEMENT
Procedure

Task description
no. References

MAINTENANCE ON THE OIL COOLER.
CAUTION
Remove safety wire.

The same bolts also attach
the oil cooler to its support:
4. Remove the bolts that fix hoses to the oil cooler hold firmly the cooler by
hand while unscrewing bolts.
Refer to Figure 8. and Figure
.
5. Remove all hoses connected to the oil cooler Note connections
79-10
Task description
no. References
Hold firmly the cooler by

6. Clear the oil cooler of support; replace it if needed.
hand during removal.
Align cooler’s holes with

7. Place into position the new/overhauled unit support’s ones.
Ref.: Figure 8
Hold firmly the cooler by

Place into position hoses and screw them and cool- hand during installation.
8.
er to support Restore connections re-
moved at step 5.
9. Install engine cowlings
79-10
Oil tank
Support
Support tie
Thermostatic valve
Protection cover
Protection cover
Oil cooler
Radiators to engine mount attachment
Figure 8. – Oil system schematic
79-10
Figure 9. - Thermostatic valve
79-10
Oil cooler
Figure 10. - Radiators assembly
79-10
4. OIL PRESSURE SENSOR REPLACEMENT
The following procedure only applies to the oil pressure sensor: all other indicators of en-
gine group (such as oil temperature, CHT and RPM) are fed by transducers which are part of
the engine: see Rotax Engine Maintenance Manual.
Tools

Thread-locker A/R Commercial
Procedure

You can easily ac-
cess it from the top
3. Disconnect oil pressure indicator connector engine.
Refer to Figure 13.

You can find it be-
hind the oil cooling
4. Detect the sensor radiator
Refer to Figure 14.

5. Unscrew sensor form the T-joint Refer to Figure 14.
6. Remove the sensor, replace if needed
Apply thread locker
7. Place into position the new/overhauled unit (e.g. LOCTITE®
243) to thread
8. Screw the sensor to the T-joint
9. Restore electrical connection
79-10
Figure 13. - Oil pressure Indicator connector
sensor
joint
Figure 14. - Oil pressure sensor
79-10
79-10
Chapter
80
Starting
CHAPTER 80
LOEP

LOEP

80 LOEP

80 LOEP
CHAPTER 80
TABLE OF CONTENTS
80-10 STARTING .......................................................................................................................................................... 1

Description and operation ........................................................................................................................... 1
Troubleshooting ...................................................................................................................................... 100
Maintenance practices ............................................................................................................................ 200
1. Starter relay replacement ............................................................................................................................... 201

80 TOC
80-10 STARTING
Rotax engine features an electric starter and a relay located in the engine, con-
nected to the firewall.
The starter button is activated by the key.
The key rotation energizes the starter relay, closing the relay contacts to connect
the external power supply or aircraft battery to the connection of the starter.
Figure 1. – Starting system
The wiring diagram is reported on Chapter 92.

80-10
STARTING – DESCRIPTION AND OPERATION

80-10
STARTING – DESCRIPTION AND OPERATION
TROUBLESHOOTING
The following troubleshooting steps are provided to augment specific system in-
formation found in this manual about the starting system. For starter system, in
the Rotax Operators Manual, possible problems are listed. At the same time, a
brief description of the necessary remedial action is given.

Engine starter fails Refet to Rotax Operators
Manual
Starter does not work
Starter relay fails Replace relay
Starter relay circuit fails Check wiring

80-10
STARTING – TROUBLESHOOTING
 Starter relay replacement
For maintenance tasks related to the starter, make reference to Rotax Mainte-
nance Manual.

80-10
STARTING – MAINTENANCE PRACTICES
1. STARTER RELAY REPLACEMENT
Procedure
Step Starter switches replacement Additional info &

1. Make sure MASTER SWITCH is set to OFF
3. Remove the engine cowling
4. Disconnect the electrical wires from the relay
5. Remove the nut and washer fixing the relay to the

Refer to Figure 2.
firewall.
6. Install on the panel the new relay
7. Install the washer and nut fixing the relay
8. Connect the electrical wires on the relay
9. Reinstall the engine cowling
10. Test switch for operation

80-10
Figure 2. – Starter relay

80-10

80-10
Chapter
92
Wiring diagrams
CHAPTER 92
LOEP
1 2st Edition, Rev 0
92-LOEP
92-TOC 1 2st Edition, Rev 0
92-10 210 2st Edition, Rev 0
Page 1 2st Edition - Rev 0

92 LOEP
APPENDIX A
A1 2st Edition, Rev 0

92 LOEP
CHAPTER 92
TABLE OF CONTENTS
92-10 WIRING DIAGRAMS - GENERAL ......................................................................................................................... 1

Maintenance practices ............................................................................................................................ 200
1. Wiring installation inspection general rules ............................................................................................... 201
2. Wiring replacement general rules .............................................................................................................. 202
3. Clamping general rules .............................................................................................................................. 203
4. Wires routing............................................................................................................................................. 206
5. Splicing general rules ................................................................................................................................. 210
6. Terminals repair and crimping tools .......................................................................................................... 211
APPENDIX A ............................................................................................................................................................ 200
WIRING DIAGRAMS ................................................................................................................................................. 200

92 TOC
92-10 WIRING DIAGRAMS - GENERAL
This Chapter has been compiled in accordance with Specification 100 of the Air
Transport Association (ATA) in order to provide information to enable qualified
maintenance persons to troubleshoot, test and service the airplane electrical and
avionics systems.
The information is given in the form of drawings reporting the Tecnam code
number 22-9-0007-xxxx.
Each drawing reports information about airplane zone location of the major
components as connectors, switches and so on.
Information beyond the scope of this Chapter may be found in other ATA Chap-
ters and in the Illustrated Parts Catalog (IPC) and Component Maintenance
Manuals (CMMs).
Wiring diagrams are reported on Appendix A of this Chapter.

92-10
WIRING DIAGRAMS – GENERAL

92-10
WIRING DIAGRAMS – GENERAL
 Wiring installation inspection general rules

 Wiring replacement general rules
 Clamping general rules
 Wires routing
 Wires moisture protection
 Splicing general rules
 Terminals repair and crimping tools

92-10
WIRING DIAGRAMS – MAINTENANCE PRACTICES
1. WIRING INSTALLATION INSPECTION GENERAL RULES
Inspect wiring installations for damage, general condition, and proper function-
ing to ensure the continued satisfactory operation of the electrical system.
Typical checks are the following:
 Damaged, discolored, or overheated connections, wiring, and installations.
 Excessive heat or discoloration at high current carrying connections.
 Poor electrical bonding (broken, disconnected or corroded bonding strap) and
grounding, including evidence of corrosion.
 Dirty connections.
 Improper, broken, inadequately supported wiring and conduit and loose con-
nections of terminals.
 Poor mechanical or cold solder joints.
 Clamp retaining screws must be properly secured so that the movement of
wires and cables is restricted to the span between the points of support
 Wire and cables must be properly supported and bound so that there is no in-
terference with other wires, cables, and equipment.
 Do not use tapes (such as friction or plastic tape) which will dry out in service,
produce chemical reactions with wire or cable insulation, or absorb moisture.
 Ensure cable supports do not restrict the wires or cables in such a manner as to
interfere with operation of equipment
 Ensure that wires and cables are routed in such a manner that chafing will not
occur against the airframe or other components.
 Ensure that wires and cables protective covers in wheel wells and other areas
where they may be exposed to damage from impact of rocks, ice, mud, etc. are
undamaged
 Ensure that wires and cables, that are attached to assemblies where relative
movement occurs, are installed or protected in such a manner as to prevent de-
terioration of the wires and cables caused by the relative movement of the as-
sembled parts.

92-10
2. WIRING REPLACEMENT GENERAL RULES
Wiring must be replaced with equivalent wire when found to have any of the fol-
lowing defects:
 Wiring that has been subjected to chafing or fraying, that has been severely
damaged, or that primary insulation is suspected of being penetrated.
 Wiring on which the outer insulation is brittle to the point that slight flexing
causes it to crack.
 Wiring having weather-cracked outer insulation.
 Wiring that is known to have been exposed to electrolyte or on which the insula-
tion appears to be, or is suspected of being, in an initial stage of deterioration
due to the effects of electrolyte.
 Check wiring that shows evidence of overheating (even if only to a minor de-
gree) for the cause of the overheating.
 Wiring on which the insulation has become saturated with engine oil, hydraulic
fluid, or another lubricant.
 Wiring that bears evidence of having been crushed or severely kinked.
 Wiring showing evidence of breaks, cracks, dirt, or moisture in the plastic
sleeves placed over wire splices or terminal lugs.
 When replacing wiring or coaxial cables, identify them properly at both equip-
ment and power source ends.
 Inspect wire and cable clamps for proper tightness. Where cables pass through
structure or bulkheads, inspect for proper clamping and grommets. Inspect for
sufficient slack between the last clamp and the electronic equipment to prevent
strain at the cable terminals and to minimize adverse effects on shock-mounted
equipment.

92-10
3. CLAMPING GENERAL RULES
Wires and wire bundles are supported by using clamps or plastic cable straps in
accessible areas.
Clamps must be installed with their attachment hardware positioned above them,
wherever practicable, so that they are unlikely to rotate as the result of wire bun-
dle weight or wire bundle chafing. See figure below.

92-10
Clamps on wire bundles should be selected so that they have a snug fit without
pinching wires. See figure below.

92-10
When wire bundle is clamped into position, if there is less than 3/8-inch clear-
ance between the bulkhead cutout and the wire bundle, a suitable grommet
should be installed as indicated in figure below.

92-10
4. WIRES ROUTING
A wire bundle consists of a quantity of wires fastened or secured together and all
travelling in the same direction. Wire bundles may consist of two or more
groups of wires. It is often advantageous to have a number of wire groups indi-
vidually tied within the wire bundle for ease of identification at a later date: see
Figure below.
Comb the wire groups and bundles so that the wires will lie parallel to each other
and minimize the possibility of insulation abrasion.
Wire bundles must be routed in accessible areas that are protected from damage
from personnel, cargo, and maintenance activity.
They should not be routed in areas in where they are likely to be used as hand-
holds or as support for personal equipment or where they could become dam-
aged during removal of aircraft equipment.
Wiring must be clamped so that contact with equipment and structure is avoided.
Where this cannot be accomplished, extra protection, in the form of grommets,
chafe strips, etc., should be provided. Protective grommets must be used, wher-
ever wires cannot be clamped, in a way that ensures at least a 3/8-inch clearance
from structure at penetrations.
Wire must not have a preload against the corners or edges of chafing strips or
grommets. Wiring must be routed away from high-temperature equipment and
lines to prevent deterioration of insulation. Protective flexible conduits should be
made of a material and design that eliminates the potential of chafing between
their internal wiring and the conduit internal walls.
Wiring that must be routed across hinged panels, must be routed and clamped so
that the bundle will twist, rather than bend, when the panel is moved.

92-10
The minimum radii for bends in wire groups or bundles must not be less than 10
times the outside diameter of their largest wire. They may be bent at six times
their outside diameters at breakouts or six times the diameter where they must
reverse direction in a bundle, provided that they are suitably supported.
RF cables should not bend on a radius of less than six times the outside diameter
of the cable.
Wiring should be installed with sufficient slack so that bundles and individual
wires are not under tension. Wires connected to movable or shock-mounted
equipment should have sufficient length to allow full travel without tension on
the bundle.
Wiring at terminal lugs or connectors should have sufficient slack to allow two
re-terminations without replacement of wires. This slack should be in addition to
the drip loop and the allowance for movable equipment. Normally, wire groups
or bundles should not exceed 1/2-inch deflection between support points, as
shown in figure below.
This measurement may be exceeded provided there is no possibility of the wire

group or bundle touching a surface that may cause abrasion. Sufficient slack
should be provided at each end to permit replacement of terminals, prevent me-
chanical strain on wires and permit shifting of equipment for maintenance pur-
poses.

92-10
A drip loop is an area where wire is dressed downward to a connector, terminal
block, panel etc.
In additional to the service termination and strain relief, a trap or drip loop shall
be provided in the wiring to prevent fluid or condensate from running into the
above devices (see Figure below).
Wires or groups of wires should enter a piece of equipment in an upward direc-

tion where practicable. Where wires must be routed downwards to an unit of
electric equipment, the entry should be sealed or adequate slack should be pro-
vided to form a trap or drip loop to prevent liquid from running down the wires
in the electric unit.
The power feeder wires should be routed so that they can be easily inspected or
replaced. They must be given special protection to prevent potential chafing
against other wiring, aircraft structure, or components.
All wiring needs to be protected from damage. However, coaxial cables are par-
ticularly vulnerable to certain types of damage. Personnel should exercise care
while handling or working around coaxial. Coaxial damage can occur when
clamped too tightly, or when they are bent sharply (normally at or near connect-
ors).
Damage can also be incurred during unrelated maintenance actions around the
coaxial cable. Coaxial can be severely damaged on the inside without any evi-
dence of damage on the outside.

92-10
Always follow these precautions:
 Never kink coaxial cable.
 Never drop anything on coaxial cable.
 Never step on coaxial cable.
 Never bend coaxial cable sharply.
 Never loop coaxial cable tighter than the allowable bend radius.
 Never pull on coaxial cable except in a straight line.
 Never use coaxial cable for a handle, lean on it, or hang things on it (or
any other wire).

92-10
5. SPLICING GENERAL RULES
Splicing of power wires, coaxial cables, multiplex bus, and large gauge wire
must be approved by Tecnam.
Splicing is permitted on wiring as long as it does not affect the reliability and the
electromechanical characteristics of the wiring. Then splicing of electrical wire
must be kept to a minimum and avoided entirely in locations subject to extreme
vibrations.
Splicing of individual wires in a group or bundle should be located to allow pe-
riodic inspection.
Many types of aircraft splice connectors are available for use when splicing in-
dividual wires but the use of a self-insulated splice connector is recommended
(refer to Para. 6).
A non-insulated splice connector may be used provided the splice is covered
with plastic sleeving that is secured at both ends.
There should not be more than one splice in any one wire segment between any
two connectors or other disconnect points, except when an approved repair is
performed.
Splices in bundles must be staggered so as to minimize any increase in the size
of the bundle, preventing the bundle from fitting into its designated space, or
cause congestion that will adversely affect maintenance: see figure below.
Selection of proper crimping tool must be made in accordance with instructions

provided on Para. 6.

92-10
6. TERMINALS REPAIR AND CRIMPING TOOLS
Terminals are attached to the ends of electrical wires to facilitate connection of

the wires to terminal strips or items of equipment.
The selection of wire terminals should be in compliance with (or equivalent to)
those installed, unless differently approved by Tecnam.
Make sure that terminal blocks are provided with adequate electrical clearance
or insulation strips between mounting hardware and conductive parts.
A terminal has three major sections: Mating, Transition and Crimping sections.
The Mating Section, represents the section of the terminal that mates with a ter-
minal of the opposite gender. A Mating Section deformed during the crimping
process will reduce the connector's performance.
The Transition Section should be not affected by the crimping process. Other-
wise the connector's performance is affected.
Finally, just the Crimp Section is designed to be affected by the crimping opera-
tion being deformed so it can be attached to a wire. Ideally, all the work that you
do to crimp a terminal onto a wire occurs only in the Crimp Section.
If the crimp is too deep or not deep enough, it may break or cut individual
strands, or it may not be tight enough to retain the wire in the terminal or con-
nector.
Crimps that are not tight enough are also susceptible to high resistance due to
corrosion build-up between the crimped terminal and the wire.
The crimp height (i.e. the cross sectional height of the conductor Crimp Section)
is the most important feature of a good crimp.
This is why the crimp on terminal lugs and splices must be installed using a high
quality crimping tool. Tecnam recommends the use of the proper calibrated
standard tool provided with positioners for the wire size and adjusted for each
wire size. It is essential that the crimp depth be appropriate for each wire size.
Crimp tools must be carefully inspected:
(1) Insure that the full cycle ratchet mechanism is tamper-proof so that it cannot
be disengaged prior to or during the crimp cycle.
(2) If the tool does not function or faults are found, reject the tool and send the
tool to be repaired.
(3) The tool calibration and adjustments are made only by the manufacturer or
an approved calibration laboratory.
Hereinafter are classified and listed the different kinds of terminals and respec-
tive crimping tools:

92-10
 “RING TONGUE” insulated terminal “red”
Crimping
P/N COLOR AWG tool
AMP 47386
CAP 1,5 F4 red 24-20 Or equivalent
AMP 47386
CAP 1,5 F5 red 24-20 Or equivalent
 “RING TONGUE” insulated terminal “yellow”
Crimping
P/N COLOR AWG tool
AMP 59239-4
CAP 6 F5 yellow 12-10 Or equivalent
AMP 59239-4
CAP 6 F6 yellow 12-10 Or equivalent

92-10
 “RING TONGUE” insulated terminal “blue”
Crimping
P/N COLOR AWG tool
AMP 576779
CAP 2,5 F4 blue 18-16 Or equivalent
AMP 576779
CAP 2,5 F5 blue 18-16 Or equivalent
 “RING TONGUE” not insulated terminal
Crimping
P/N AWG tool
8PK-CT016
CA 10 F6 8 Or equivalent
8PK-CT016
8PK-CT016

92-10
Crimping
P/N AWG tool
8PK-CT016
 “FASTON” female insulated terminal “blue”
Crimping
P/N COLOR AWG tool
AMP 576779
CAFISO 2,5 blue 18-16 Or equivalent
 “FASTON” female insulated terminal “red”
Crimping
P/N COLOR AWG tool
AMP47386
CAFISO 1,5 red 24-20 Or equivalent

92-10
 “FASTON” female not insulated terminal
Crimping
P/N AWG tool
RS 246-6705
T00040 24-12 Or equivalent
 “FASTON” male not insulated terminal
Crimping
P/N AWG tool
RS 246-6705
 “Bullet” male insulated terminal “red”
Crimping
P/N COLOR AWG tool
AMP47386
CASP 1,5 red 24-20 Or equivalent

92-10
 “Bullet” female insulated terminal “red”
Crimping
P/N COLOR AWG tool
AMP47386
CAICFP 1,5 red 24-20 Or equivalent
 “Butt splice” insulated “red”
Crimping
P/N COLOR AWG tool
AMP47386
CACTTP 1,5 red 24-20 Or equivalent
 “Butt splice” insulated “blue”
Crimping
P/N COLOR AWG tool
AMP 576779
CACTTP 2,5 blue 18-16 Or equivalent

92-10
 “Butt splice” insulated “yellow”
Crimping
P/N COLOR AWG tool
AMP59239-4
267-4007 yellow 12-10 Or equivalent
 “COAXIAL CABLE” BNC female connector
Crimping
P/N RG tool
RS 453-870
 “COAXIAL CABLE” BNC male connector
Crimping
P/N AWG tool
RS 453-870

92-10
 “PIN/SOCKET” connector
P/N AWG Crimping tool
DMC
273-2951 20-22 AFM8
022335
Or equivalent
DMC
273-2912 20-22 AFM8
022335
Or equivalent
DMC
273-2945 18-16 AFM8
022335
Or equivalent
DMC
273-2901 18-16 AFM8
022335
Or equivalent
BURNDY
849-085 14-20 698241
Or equivalent

92-10
BURNDY
849-108 14-20 698241
Or equivalent
BURNDY
2002-13 18-16 698241
Or equivalent
BURNDY
2002-14 18-16 698241
Or equivalent
BURNDY
66182-1 26-20 698241
Or equivalent
BURNDY
66183-1 26-20 698241
Or equivalent
BURNDY
66180-1 18-16 698241
Or equivalent

92-10
BURNDY
66181-1 18-16 698241
Or equivalent

92-10

92-10

92-10
APPENDIX A
WIRING DIAGRAMS
1st Edition - Rev 0

APPENDIX A
WIRING DIAGRAMS
1st Edition - Rev 0

APPENDIX A
WIRING DIAGRAMS
WIRING DIAGRAMS INDEX
ATA DWG no. Rev. Sheets

22-9-0007-023-50 0 1
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22-9-0007-023-10 0 6
22-9-0007-024-30/40 0 2
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30 22-9-0007-030 0 1
31 22-9-0007-031-20 0 1
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33 22-9-0007-033-10 0 2
22-9-0007-033-10/20 0 1
34 22-9-0007-034-50 0 6
74 22-9-0007-074 0 1
77 22-9-0007-077-10/20 0 1
80 22-9-0007-080 0 1
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Tecnam P2002JF
AMM Supplements List

AMM SUPPLEMENTS LIST
Supplement S1 For airplanes embodying the Design Change
MOD2002/127 “Variable Pitch Propeller”.
For airplanes embodying the Design Change
Supplement S2 MOD2002/141 “Rudder and Throttle Additional
Controls”.
Supplement SG3 For airplanes embodying the Design Change MOD2002-

041 “Garmin G500 Installation
Supplement S4 P2002JF post-shipment assembly procedure

AMM SUPPLEMENTS LIST
Tecnam P2002 JF
AMM Supplement S1
2nd Edition, Rev 0 (29/09/2015)
For airplanes embodying the Design Change MOD2002/127 “Variable Pitch Propeller”.
SUPPLEMENT S1
LOEP
A List of Effective Pages (LOEP) for this Supplement is herein provided. All
pagesin the chapters are listed in sequence, together with the latest date of edi-
tion/revision ofeach page.

LOEP 1and 2 2nd Edition, Rev 0
ROR 3and 4 2nd Edition, Rev 0
TOC 5and 6 2nd Edition, Rev 0
Introduction 7and 8 2nd Edition, Rev 0
ATA 3 1and 2 2nd Edition, Rev 0
ATA 5 1and4 2nd Edition, Rev 0
1 thru 3 2nd Edition, Rev 0
ATA 61 100 2nd Edition, Rev 0
200 thru 208 2nd Edition, Rev 0

SUPPLEMENT S1
LOEP

SUPPLEMENT S1
LOEP
SUPPLEMENT S1
RECORD OF REVISIONS
In order to improve the aircraft safe andefficient operation, Tecnam, whenever-

considered necessary, will amend, add ordelete information and instructions with-
in the Supplement.
A Record of Revisions to this Supplement is then provided and the operator is ad-
vised to make sure that the record is kept up-to-date.
The Supplement issue is identified by Edition and Revision codes reported on
each page, lower right side. The revision code is numerical and consists of the
number "0"; subsequent revisions are identified by the change of the code from
"0" to "1" for the first revision to the basic publication, "2" for the second one, etc.
Should be necessary to completely reissue a publication for contents and format
changes, the Edition code will change to the next number (“2” for the second edi-
tion, “3” for the third edition etc).
Additions, deletions and revisions to existing text will be identified by a revision
bar (black line) in the left-hand margin of the page, adjacent to the change.
When technical changes cause expansion or deletion of text which results in un-
changed text appearing on a different page, a revision bar will be placed in the
right-hand margin adjacent to the page number of all affected pages providing no
other revision bar appears on the page.
NOTE: It is the responsibility of the owner to maintain this supplement in a cur-
rent status when it is being used for operational purposes.

SUPPLEMENT S1
RECORD OF REVISIONS
Record of Revisions
Tecnam Approval EASA Approval

Rev Or Under DOA
page Revision DO OoA HDO Privileges

SUPPLEMENT S1
RECORD OF REVISIONS
SUPPLEMENT S1
TABLE OF CONTENTS
LOEP 1
RECORD OF REVISIONS ...................................................................................................... 3
TABLE OF CONTENTS ......................................................................................................... 5
INTRODUCTION .................................................................................................................. 7
Chapter 3 – Airplane General Description .......................................................................... 1

ENGINE ................................................................................................................... 1
PROPELLER ............................................................................................................ 1
GOVERNOR ............................................................................................................. 1
Chapter 5 – Inspection Program ......................................................................................... 1

5.1. Additional Inspection Program .................................................................... 2
5.2. ENGINE and PROPELLER ............................................................................. 2
5.3. Governor ...................................................................................................... 2
Chapter 10 – STORAGE and RETURN to SERVICE ............................................................. 1
Chapter 11 – Marking and Placards .................................................................................... 1
Chapter 31 – Indicating System .......................................................................................... 1
Chapter 61 – Propeller ........................................................................................................ 1

Troubleshooting ................................................................................................. 100
Maintenance practices ...................................................................................... 200
1. Propeller removal ................................................................................................. 201
2. Propeller installation ............................................................................................ 202
3. Governor replacement ......................................................................................... 204
2nd Edition - Rev 0

Page 5 SUPPLEMENT S1
TABLE OF CONTENTS
2nd Edition - Rev 0

TABLE OF CONTENTS
INTRODUCTION
This AMM Supplement applies to aircraft which embody the Design Change
2002/127 “Variable Pitch Propeller”.
The Design Change introduces the installation of the same variable pitch propel-
ler used for P2002 JR version.
Herein are reported the sections impacted by the design change mentioned.
The information are to be considered replacing basic AMM ones.
2nd Edition - Rev 0

INTRODUCTION
2nd Edition - Rev 0

INTRODUCTION
CHAPTER 3 – AIRPLANE GENERAL DESCRIPTION
ENGINE
Manufacturer Bombardier-Rotax GmbH
Model 912 S3
Certification Basis FAR 33 Amendment 15
Austrian T.C. No. TW 9-ACG dated 27th November 1998
Tipo di 4 cylinder horizontally-opposed twins with overall dis-
placement of 1352 c.c., mixed cooling, (water-cooled
heads and air-cooled cylinders), twin carburetors, inte-
grated reduction gear with torque damper.
Maximum rating 73.5kW (98.5hp) @5800rpm (max.5’)
69.0kW (92.5hp) @5500rpm (cont.)
PROPELLER
Manufacturer Hoffmann Propeller
Certification Basis Joint Airworthiness Requirements JAR-P
Propellers, Change 7 inclusive
Type Certificate No. LBA TCDS 32.130/88 dated 20/08/2003
Model HOV352F1/C170FQ+8
Number of blades 2
Diameter 1780 mm (no reduction allowed)
Type Variable pitch – wood
GOVERNOR
Manufacturer Jihostroj
Model P-110-030/A
Type Hydraulic
2nd Edition - Rev 0

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Chapter 3 – Airplane General Description
2nd Edition - Rev 0

Page 2
SUPPLEMENT S1
CHAPTER 5 – INSPECTION PROGRAM
Table herein reported shows the additional maintenance tasks performed at de-
fined intervals, which must be added to basic maintenance program, to retain the
variable pitch propeller system in a serviceable condition.
Refer to following documents for the additional maintenance information:
 For the Rotax 912S3 engine, unless otherwise stated in the present Manual, it is
compulsory to adhere to maintenance requirements as reported in the Mainte-
nance Manual (Line Maintenance) (p/n 899373 ed.1 rev.0 of 9/1/2007 and later
versions) furnished along with the present manual.
 For the Hoffmann propeller, please refer to its Operation and maintenance n°
E5400A.
 For the Governor produced by Jihostroja.s., please refer to its Operation and in-
stallation manual (p/n P-ROV-514/01).
 Airframe and systems inspection schedule refer to basic Aircraft Maintenance
Manual and table below:
2nd Edition - Rev 0

SUPPLEMENT S1
Page 1
Chapter 5 – Inspection Program

5.1. ADDITIONAL INSPECTION PROGRAM
FREQUENCY
A B C D E
11 Placards and Inspect Internal placards: check for

X
markings readability and wear
31 Indicating system Check the electrical attitude indicator,

directional gyro indicator (if in-
stalled) and MAP indicator for func-
tioning and condition
61 Propellers Propeller governor: check for oil

leakage at governor’s surface and at
X
mounting pad. No oil leakage is per-
mitted.
61 Propellers Check for free movement of propeller

X
control levers.
5.2. ENGINE AND PROPELLER

All the limitations to airworthiness related to the engine “ROTAX 912S” or to the
propeller “Hoffmann HO-V352F1 / C170FQ+8” are defined into their Manuals and
all of the issued Service Bulletins (in their last approved revisions).
5.3. GOVERNOR
All the limitations to airworthiness related to Governor JIHOSTROJ P-AB1-X/Y are de-
fined into its Manual and all of the issued Service Bulletins
2nd Edition - Rev 0

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Page 2

2nd Edition - Rev 0

SUPPLEMENT S1
Page 3

2nd Edition - Rev 0

SUPPLEMENT S1
Page 4

CHAPTER 10 – STORAGE AND RETURN TO SERVICE
Refer to Hoffmann Propeller Operation and Installation Manual -last issue – for propeller in-
spections and maintenance with related schedule.
Refer to Governor JIHOSTROJ P-AB1-X/Y Operation and Installation Manual - last issue -
for governor inspections and maintenance with related schedule.
2nd Edition - Rev 0

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SUPPLEMENT S1
Chapter 10 – STORAGE and RETURN to SERVICE
2nd Edition - Rev 0

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SUPPLEMENT S1
Chapter 10 – STORAGE and RETURN to SERVICE
CHAPTER 11 – MARKING AND PLACARDS
Engine’s throttle and Propeller’s Pitch

The following placard is used when the throttle is installed on the pedestal:
2nd Edition - Rev 0

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SUPPLEMENT S1
Chapter 11 – Marking and Placards
2nd Edition - Rev 0

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SUPPLEMENT S1
CHAPTER 31 – INDICATING SYSTEM
The aluminium instrument panel is sub-divided in three distinct areas: The left area
holds flight instruments, the right area holds engine controls and the central area can
holds Nav/Com instruments (if installed).
In addition the Aircraft embodying this design change will have installed only
their electrical Indicator, listed below:
 Attitude indicator
 Directional gyro indicator – (only on analogic instrument panel version)
The related vacuum indicator is consequently removed.
The propeller control line is realized with bowden cables. The following figures
show samples of analogic and digital instrument panels highlighting the propel-
ler control located on the central pedestal:
Electric Attitude indica- 26 Manifold pressure indica-

tor tor
10 11
1 2 3
12 13 14 15
25
Fuel Amp 20
4 5 6 pres
16 17 18 19
Volt
7 8 9 21 22 23 24
Electric Directional gyro Propel-

ler Knob
P2002JF Analogic instrument panel
2nd Edition - Rev 0

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SUPPLEMENT S1
Chapter 31 – Indicating System
Electric Attitude indica- Manifold pressure indica-
tor tor
1 2 3
4 5 6
G500
7 8 9
10 11 12
Propel-
ler Knob
P2002JF Digital instrument panel
2nd Edition - Rev 0

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SUPPLEMENT S1
Chapter 31 – Indicating System
CHAPTER 61 – PROPELLER
The propeller is manufactured by Hoffmann Propeller and is all-wood, with composite re-
inforced leading edge and blade protective finished with special lacquer coating.
PROPELLER
Manufacturer Hoffmann Propeller
Certification Basis Joint Airworthiness Requirements JAR-P
Propellers, Change 7 inclusive
Type Certificate No. LBA TCDS 32.130/88 dated 20/08/2003
Model HOV352F1/C170FQ+8
Number of blades 2
Diameter 1780 mm (no reduction allowed)
Type Variable pitch – wood
GOVERNOR
Manufacturer Jihostroj
Model P-110-030/A
Type Hydraulic

SUPPLEMENT S1
Chapter 61 – Propeller
HUB DESIGNATION (example):

SUPPLEMENT S1
BLADE DESIGNATION (example):

SUPPLEMENT S1
TROUBLESHOOTING
Make reference to following Hoffmann Propeller document on the basis of

HOV352F1/C170FQ+8 propeller features (see hub and blade designation rules):
- For the Hoffmann propeller, please refer to its Operation and maintenance n°
E5400A.
- For the Governor produced by Jihostroja.s., please refer to its Operation and in-
stallation manual (p/n P-ROV-514/01).

SUPPLEMENT S1
 Propeller removal
 Propeller installation
 Governor Replacement

SUPPLEMENT S1
1. PROPELLER REMOVAL
Procedure
Step Propeller removal Additional info &

IN ORDER TO AVOID AN ACCIDENTAL ENGINE TURN-ON,

MAKE SURE THAT NONE IS IN THE CAB AND THAT MASTER
SWITCH AND STARTER KEY ARE TURNED OFF.
WARNING

3. Engine starter circuit breakers: pull out
Remove screws holding spinner dome to
4.
spinner bulkhead;
5. Remove safety wires and stops on hex screw
Unscrew hex screws on pulley carriers
6. Note: Lose all the hex screws at same time
supporting the propeller until its removal.
During the operation is suggested to use a container under the propel-
ler attach because the oil can go out.
7. Pull slowly propeller off from its position.

8. Position the propeller on dedicated trestle;
After removal, do not lay propeller down on its tip but always lay flat and away
from sources of humidity, heat or, in any case, away from areas subject to excessive
temperature change.

SUPPLEMENT S1
2. PROPELLER INSTALLATION
Hereinafter they are addressed instructions to install the propeller assembly.
Procedure
Step Propeller installation Additional info

no. Task description &References
IN ORDER TO AVOID AN ACCIDENTAL ENGINE TURN-ON,

MAKE SURE THAT NONE IS IN THE CAB AND THE SWITCH
WARNING AND THE KEY ARE IN AN “OFF” POSITION.
1. Make sure Master Switch are turned OFF.
Remove propeller from container an position
4.
it on its dedicated trestle
Remove all surface de-
Check that the propeller is not damaged and is fects.
5. perfectly clean especially in the central hub Remove the shipping
hole and in the fixing holes plugs and protective wrap,
if any.
If necessary proceed to clean the propeller as
well as the hub flange before the assembly us-
6.
ing a gentle detergent and not abrasive deter-
gent. Dry perfectly all the surfaces
Check if both O-rings are installed in center
ring (install if required) Caution: don’t install an
7. additional O-ring on the
NOTE: Lubricate “O-Ring” using en- engine flange
gine oil.
Put the propeller on the hub flange of the
8.
engine
Insert the 6 bolts from the back in the engine
9.
flange
Insert washers and fasten locknuts (bolt
10.
torque = 80-90Nm);
MAKE SURE THAT THE BOLTS ARE OF THE RIGHT KIND
NOTE AND LENGTH BEFORE THE ASSEMBLY AND MAKE SURE
THEY RESPECT THE AIRCRAFT SPECIFICATIONS
Visually check that the propeller and respec-
11.
tive hub flange are perfectly adherent

SUPPLEMENT S1
Step Propeller installation Additional info
NOTE NO MINIMUM SPACE HAS TO BE BETWEEN THEM
Apply safety wires. Reference Errore. L'o-
12. rigine riferimento non è
stata trovata.
Check track of the blades on the trailing Refer to Hoffmann in-
13. edge about 10 cm inboard from the blade tip. stallation manual for the
max. permissible track
Install spinner on support plates, observe
14.
mating marks..
Perform a functional check: See engine starting and
a) Adjust power lever for approx. 1800 rpm. shut-down procedure on
Pull propeller lever back(out) until the AFM. Keep parking
rpm drops by 300. Push propeller lever brake engaged.
full forward (in) and observe rpm in-
15. crease. The time required for pitch change See Hoffmann Propeller
should be about the same in both direc- CMM Chapter "Trouble-
tion (rpm increase and decrease). shooting" to check, if the
Cycle three times at least this procedure. propeller or governor
limits the rpm.
After the ground runs, check for oil leaks
16.
and blade shake

SUPPLEMENT S1
3. GOVERNOR REPLACEMENT
Procedure
Step Governor replacement Additional info

Make sure Master Switches are turned
1.
OFF.
Remove engine upper cowling unscrewing
4.
along the edges.
Remove propeller bowden cable from gov-
5.
ernor control lever. Unscrew bolt.
Governor drive and en-
gine pad must be without
impurities. (metal chips
6. Remove mounting nuts and washers etc.)
If it is necessary, clean
governor drive and engine
pad by appropriate means.
Pat on the governor to release it and then
7.
remove governor from engine pad.
If necessary, Perform preservation in ac-
cordance with section 8.0 of Governor op-
8. eration manual, to prepare for long term
storage.
Coat gasket with engine
Prepare new mounting gasket per oil or equivalent before
9. installation.
MS914401
Check that mounting studs project a mini-

10. mum of 31,75 mm (1.250 in) from face of
engine pad.

SUPPLEMENT S1
Clean engine pad, studs and mounting
hardware before installing new mounting
11. gasket.
Ensure governor drive spline mate correct-
ly with engine accessory drive spline.
Attach mounting hardware and torque the
12. (4) mounting nuts to 11-15 Nm (93-133 in-
Ibs
Reconnect propeller bowden cable to gov-
13.
ernor control lever:
Install hydraulic connection to accumulator

14.
– mount on governor fitting.
 Ensure that when pro-

peller knob is full for-
ward, governor control
lever reaches the rela-
Check correspondence between governor tive stop screw
15.
lever position and propeller knobs.  Ensure that when pro-
peller knob is in full
rwar position governor
control lever reaches
the relative stop screw
Adjusting correspondence.
 remove propeller bowden cable
from governor control lever
 Loosen nut
16.
 Screw/unscrew rod end bearing to
adjust cable as needed
 Screw nut to lock position
 Join Bowden cable.

SUPPLEMENT S1
Perform a functional check:
1. Place cockpit propeller RPM lever in See engine starting and

MAX RPM position. Advance throttle shut-down procedure on
slowly to maximum permitted engine AFM. Keep parking brake
manifold pressure limits. Record propel- engaged.
ler RPM. If local wind conditions are
over 2.5 m/s, 5 knots repeat check with
17. aircraft pointed to opposite direction and
average two numbers. As a general rule, See Governor CMM
propeller should be 25-100 rpm below Chapter "Troubleshoot-
the red line limit during check. ing" to check, if the pro-
peller or governor limits
the rpm.
2. Pull back the propeller lever 3 to 5 times
to remove the air in the system.
After the ground runs check for oil leaks:

18.
none permitted
Install engine upper cowling screwing
19.
along the edges.
Perform a flight test according to Para. 5.3
20. of Governor operation and installation
manual

SUPPLEMENT S1

SUPPLEMENT S1

SUPPLEMENT S1
Tecnam P2002 JF
AMM Supplement S2
2nd Edition, Rev 0 (29/09/2015)
For airplanes embodying the Design Change MOD2002/141 “Rudder and Throttle Additional
Controls”.
SUPPLEMENT S2
LOEP
A List of Effective Pages (LOEP) for this Supplement is herein provided. All pages
in the chapters are listed in sequence, together with the latest date of edition/revision
of each page.
2nd Edition, Rev 0 ..................... September 29, 2015

LOEP 1, 2 2nd Edition, Rev 0
ROR 1 thru 4 2nd Edition, Rev 0
TOC 1, 2 2nd Edition, Rev 0
Introduction 1, 2 2nd Edition, Rev 0
ATA 3 3 thru 8 2nd Edition, Rev 0
ATA 5 9, 10 2nd Edition, Rev 0
ATA23 15, 16 2nd Edition, Rev 0
ATA 27 17 thru 22 2nd Edition, Rev 0
SUPPLEMENT S2
LOEP
SUPPLEMENT S2 2nd Edition – Rev 0

Page 2
LOEP
SUPPLEMENT S2
RECORD OF REVISIONS
In order to improve the aircraft safe and efficient operation, Tecnam, whenever
considered necessary, will amend, add or delete information and instructions within
the Supplement.
A Record of Revisions to this Supplement is then provided and the operator is
advised to make sure that the record is kept up-to-date.
The Supplement issue is identified by Edition and Revision codes reported on each
page, lower right side. The revision code is numerical and consists of the number "0";
subsequent revisions are identified by the change of the code from "0" to "1" for the
first revision to the basic publication, "2" for the second one, etc.
changes, the Edition code will change to the next number (“2” for the second edition,
“3” for the third edition etc).
Additions, deletions and revisions to existing text will be identified by a revision bar
(black line) in the left-hand margin of the page, adjacent to the change.
When technical changes cause expansion or deletion of text which results in
unchanged text appearing on a different page, a revision bar will be placed in the
NOTE: It is the responsibility of the owner to maintain this supplement in a current
status when it is being used for operational purposes.
Page 1 SUPPLEMENT S2 2nd Edition – Rev 0

RECORD OF REVISIONS
RECORD OF REVISIONS

Rev or Under DOA
0 -

RECORD OF REVISIONS

RECORD OF REVISIONS

RECORD OF REVISIONS
SUPPLEMENT S2
TABLE OF CONTENTS
LOEP ............................................................................................................................................. 1
RECORD OF REVISIONS ..................................................................................................... 1
TABLE OF CONTENTS ......................................................................................................... 1
INTRODUCTION ...................................................................................................................... 1
Chapter 3 – Airplane General Description ....................................................... 3
Chapter 5 – Inspection Program ........................................................................ 9
Chapter 6 - Inspection ....................................................................................... 11
Chapter 11 – Marking and Placards ................................................................ 13
Chapter 23 – Electric System............................................................................ 15
Chapter 27 – Flight Control.............................................................................. 17
Chapter 53 – Fuselage ....................................................................................... 23
Chapter 55 – Stabilator and Rudder ............................................................... 25

Page 1
TABLE OF CONTENTS

Page 2
TABLE OF CONTENTS
INTRODUCTION
TECNAM developed a special modification kit for the P2002-JF aircraft, which
allows disabled pilots to fly the airplane from the left seat, without relying on the
rudder pedals for directional control and on the left throttle lever for engine
control. Installation of the modification kit does not modify the operational
capabilities of the airplane.
This AMM Supplement applies to aircraft which embody the Design Change
2002/141 “Rudder and Throttle Additional Controls”.
The Design Change introduces the installation of an additional hand control for
rudder and throttle controls. In addition, on the same hand control, it is installed a
guarded switch for the flap control.
This supplement to the Airplane Maintenance Manual has been prepared to
provide maintenance personnel with instructions for installation/removal and
maintenance of the central hand control kit for disabled pilots.
Herein are reported the sections impacted by the design change mentioned above.
The information contained in this Supplement either replaces, integrates or
supersedes the corresponding information in the basic Airplane Maintenance
Manual.
If the aircraft is fitted with the kit for disabled pilots, then it must be maintained
also in accordance with this Supplement to the Airplane Maintenance Manual.
NOTE
If the kit for disabled pilots is removed from the P2002-JF aircraft, this
Supplement to the Airplane Maintenance Manual is no longer applicable.

INTRODUCTION

INTRODUCTION
CHAPTER 3 – AIRPLANE GENERAL DESCRIPTION
DESCRIPTION & GENERAL CHARACTERISTICS
A. This Supplement is applicable to P2002 JF aircrafts incorporating Design Change

2002/141 “Rudder and Throttle Additional Controls”.
B. The Design Change MOD.2002/141 can be applied only on aircraft embodying the
Design Changes MOD.2002/146 “Stick mounted brake hand control”.
C. Aircrafts incorporating Design Change 2002/141 are provided with an additional
control, which allow disabled pilots to fly the airplane, without relying on the
rudder pedals for directional control.
D. The system is done by means of a control stick located in the center area of cockpit
panel. This stick acts both as rudder and throttle control. An electric-guarded flap
switch is also installed on the top of the additional stick grip. Moreover, a lever
installed on the left standard stick allows to operate the brake system without using
the standard handle of basic airplane.
E. The Change consists also of a permanent, factory-made installation of external
handles on canopy and reinforcement of the right wing leading edge to ease access
to the cabin.
COMPONENTS DESCRIPTION
A. The Design Change 2002/141 consists in the following main components:

1) Hand control. An additional hand control is installed in the central position to
the instrument panel and it is directly linked to the LH rudder pedal.
2) Flap control switch. An additional flap control switch is installed on the hand
control.
3) Flap switch selector. A circuit selector switch is installed on the instrument
panel.
4) External handles. External handles (respectively in left and right sides and one
in central position) are installed on the canopy.

FIGURE 3-1 HAND CONTROL AND BRAKE LEVER
FIGURE 3-2 INSTRUMENT PANEL

FIGURE 3-3 EXTERNAL HANDLES
BRAKES SYSTEM (MOD.2002/146“Stick mounted brake hand control”)
In order to allow the control of the brakes system with hands always on stick and
central grip, an additional pump has been installed on the standard left stick; this
pump is connected to the airplane brake system and is operated by a hand operated
lever (see Figure A-4).
Pilot pushes lever to operate brakes. The hydraulic connection between the standard
pump and the additional lever is in series so that pulling one of the two handles
activate the brakes. The brake oil reservoir is connected with the highest-stick
mounted pump.
FIGURE 3-4 BRAKES SYSTEM

MECHANICAL SYSTEM
The mechanical system allows the pilot on the left seat to operate the rudder and the
throttle with the right hand. It is composed by an actuation handle terminating with a
joint and coupled with a detachable bushing, a series of supports and links to connect
the handle to the throttle and directional control of the standard configuration. The
longitudinal movements of the handle are transmitted to the left rudder pedal. The
angular movements of the handle are transmitted to the engine control via a bowden
driven wire.
The entire system is fastened to the fuselage structure through a support welded to the
truss of standard configuration (Figure C-3).
On the assy p/n 22-5-403-000 previously welded to the truss, is installed the assy 22-
5-410-000, which, through the assy 22-5-435-001 (control rod), is connected to
pedals (Figure A-5).
FIGURE 3-5 CONTROL COLUMN / PEDALS CONNECTION
In order to make the disassembling of the central hand control group easy, the
configuration features:
• The brake pump is installed on the LH stick to avoid, during the hand control
disassembly, also disconnecting of the braking system tubes; this installation is
described in this document and it is linked to MOD2002/146. There is no need to
disconnect this additional brake lever when disconnecting the central hand control
group;
• A mechanical interface p/n 22-5-445-000 (red round in Figure A-6) has been
introduced in order to allow the connection of removable hand control group. This
interface allows, through two AN3 (4.7mm diameter) bolts, a connection free from
free-play as the screws are assembled with 90° angle each other. The bolts used are
installed with nuts and cotter pins.

FIGURE 3-6 CONTROL COLUMN / MECHANICAL INTERFACE
In the back of the cockpit panel, a steel plate is welded on the cabin truss and allows
the installation of the ball bearing joint via two anchor nuts and MS20004 bolts
(Figure A-8).
FIGURE 3-7 REINFORCEMENT AND ROTARY JOINT

In order to allow the disassembly of the hand control group, the bearing assy 22-5-
415-000 is installed outside of instrument panel; on the steel plate two anchor nuts
are installed and two MS20004 (6,35mm diameter) bolts are used to allow an easy
and fast installation and removal.
FIGURE 3-8
The terminal part of the control handle (p/n 22-5-420-000) must be removed
from the aircraft without removing the remaining parts when the kit is not to be
installed don the aircraft.

Table herein reported shows the additional maintenance tasks performed at defined
intervals, which must be added to basic maintenance program, to retain the additional
control system in a serviceable condition.
Except for the specific operations indicated in the table below, only normal care is required
for the disabled pilots kit. This includes keeping all joints clean and free of dirt, and drying
them thoroughly to prevent the possible onset of corrosion.
FLIGHT HOURS
INSPECTION ITEMS
50 100 Special
1. Check links , brackets and terminals for defects and secure 
connection
2. Lubricate joint terminal and throttle bowden wire 
3. Check electrical cables and connections (*)
(*) After each removal/installation of kit or 100 flight hours whichever occur first.
Normal care is required for rudder and throttle additional controls. This includes
keeping all joints clean and free of dirt, and drying them thoroughly to prevent the
onset of corrosion.
The use of ACF-50 compound, in addition with the greases for joint and bearing
lubrication is allowed to prevent the corrosion accretion.


CHAPTER 6 - INSPECTION
RIGHT WING LEADING EDGE
The right wing leading edge is reinforced to enable its use as a support: an internal
reinforcement (Figure C-1) is provided creating an anchor to the fuselage using two
brackets to drop that follow the contour along across the board p/n 22-1-950-1/2
(Figure C-2).
FIGURE 6-1 REINFORCEMENT ON THE RIGHT WING LEADING EDGE
FIGURE 6-2 FUSELAGE REINFORCEMENT

Chapter 6 - Inspection

Chapter 6 - Inspection
CHAPTER 11 – MARKING AND PLACARDS
FLAP CONTROL
The flap switch selector is located on the instrument panel. It provides alternatively flap
control to either knob on the instrument panel (Std. mode) or hand control knob (Hand Control
mode). The following placard is positioned just above of it.
FIGURE 11-1, FLAP SELECTOR PLACARD
The flap control switch is located on the upper side of the hand control. The following placard
is just next to it.


CHAPTER 23 – ELECTRIC SYSTEM
The kit for disabled pilots also includes a flap control trim system, not included in the
aircraft standard configuration and composed by:
Additional flap switch: installed on the hand control grip
Flap switch selector: installed on the instrument panel
Installation of the circuit selector is permanent, and cannot be removed when other
elements of the kit for disabled pilots are removed from the aircraft.
When the additional hand control kit is not installed, the flap switch selector is always
on std. (normal) position in order to allow only the standard flap switch to function.

Chapter 23 – Electric System

Chapter 23 – Electric System
CHAPTER 27 – FLIGHT CONTROL
HAND CONTROL REMOVAL (Refer to Figures B-1 and B-2)

1) Remove the LH and RH front fuselage inspection panels and disconnect the cold
air hose;
2) Remove the two MS20004 recessed head bolts that hold the bearing on the
cockpit panel - see fig. B-2;
3) Remove the bolts (marked as "TO BE REMOVED" in the picture B-1) from the
mechanical interface (p/n 22-5-445-000);
4) Disconnect the flap connector and secure it to the central column;
5) Pull out the hand control assembly from the cockpit;
6) Install the cover plate on the instrument panel to hide the hole;
7) Select the flap switch selector on STD. position.
POST-REMOVAL CHECKS
1) Move the rudder pedals and verify the following:
(a) Movement is free and smooth;
(b) The rudder control reaches its maximum travel in both directions;
2) Actuate the throttle control (LH lever) and verify the following:
(b) The throttle control reaches its maximum travel in both directions (verify
with the end travel stops of standard plug-type throttle controls)

Chapter 27 – Flight Control
HAND CONTROL INSTALLATION
1) Apply the procedure for removing the mechanical system, in reverse order.
standard torque values for AN3 and AN4 bolts can be used
to secure the hand control components
10-32 = 3Nm
1/4 = 9Nm
POST-INSTALLATION CHECKS
1) Verify that the bolts of mechanical interface (p/n 22-5-445-000) are installed
properly and do not interfere with movement of the system rods;
2) Verify that the two bolts securing the bearing on the cockpit panel are
installed properly;
3) Make sure that the flap connector switch is fastened;
4) Verify the following:
(b) The rudder control reaches its maximum travel in both directions;
(c) The throttle control reaches its maximum travel in both directions;
(d) The flap switch is properly functioning when the flap switch selector
is on the "hand control" position;

FIGURE 27-1 CONNECTION JOINT CONTROL COLUMN-HAND CONTROL
FIGURE 27-2 INSTRUMENT PANEL


FLAP CONTROL SYSTEM
The standard configuration incorporates a control knob on the instrument panel to

command the flap movement (NORMAL mode).
The changes introduce an additional control switch on the grip (Figure A-1); It
operates in accordance with the following movement and actuation: up for flap
movement up and down for flap movement down.
The mode of operation (STANDARD or HAND CONTROL) is selected through a
selector switch located on the instrument panel.
The electrical scheme is provided in Figure F-1.
FIGURE 27-3 FLAP SYSTEM ELECTRIC SCHEME & PLACARD


CHAPTER 53 – FUSELAGE
CABIN TRUSS
The truss is modified in the lower central part in order to accommodate the support
for pedals and throttle additional control. The assy 22-5-403-000 (in the red box in
the figure) is welded into the truss standard, which then assumes p/n 22-2-100-005
(Figure C-3).
FIGURE 53-1 TRUSS REINFORCEMENT FOR ADDITIONAL CONTROLS
The truss reinforcement is to be intended as permanent factory made

installation and must not be removed when the kit is not installed on the
aircraft.

Chapter 53 – Fuselage

Chapter 53 – Fuselage
CHAPTER 55 – STABILATOR AND RUDDER
RUDDER AND THROTTLE ADDITIONAL CONTROLS
In order to install the additional control stick, the throttle control central unit in the
airplane basic configuration has been removed.
The stick installed on central instrument panel allows the control of the
rudder/steering line, throttle and flap system.
Directional Control
The central stick acts on a lever installed on the support located on the forward
fuselage structure and connected to the basic directional control system. The central
stick is then mechanically connected to the LH rudder pedal.
Movement along stick axis acts on rudder and steering:

 PUSH for rudder and nose wheel to left (A/C nose left)
 PULL for rudder and nose wheel to right (A/C nose right)
Throttle
The additional central stick can rotate around its axis and allows the control of the
engine power. The stick is mechanically connected to the airplane engine control
system, then actuation of the central stick moves the throttle lever on the instrument
panel (left side) and the friction knob operates on both standard and hand control
throttles
Movements around stick axis act on engine as follows:

 turn clockwise to increase power
 turn counter-clockwise to decrease power
Proper factory-set stops (approximately ±45°) warn pilot of the IDLE and FULL
positions.
In addition, the Change introduces the installation of a right throttle lever to provide
the engine control at an instructor seated on the right side.
The installation of the throttle lever on the right side is permanent and cannot
be removed when other elements of the kit for disabled pilots are removed from
the aircraft.

Chapter 55 – Stabilator and Rudder
FIGURE 55-1 RUDDER AND THROTTLE CONTROL

Chapter 55 – Stabilator and Rudder
Tecnam P2002 JF
AMM Supplement SG-3

2nd Edition, Rev 0 (29/09/2015)
For airplanes embodying the Design Change MOD2002-041 “Garmin G500 Installation”.
SUPPLEMENT SG-3
LOEP
A List of Effective Pages (LOEP) for this Supplement is herein provided. All pag-
es in the chapters are listed in sequence, together with the latest date of edi-
tion/revision of each page.
1st Edition, Rev 0 ..................... 08 April, 2009


LOEP
ROR
TOC
Introduction
Chapter 04
Chapter 05
Chapter 24

SUPPLEMENT SG-3
LOEP
Chapter 31 102 2nd Edition, Rev 0

SUPPLEMENT SG-3
LOEP
Chapter 34
Chapter 92

SUPPLEMENT SG-3
LOEP

SUPPLEMENT SG-3
LOEP
SUPPLEMENT SG-3
RECORD OF REVISIONS
considered necessary, will amend, add or delete information and instructions with-
in the Supplement.

SUPPLEMENT SG-3
RECORD OF REVISIONS
Record of Revisions

Rev Or Under DOA

SUPPLEMENT SG-3
RECORD OF REVISIONS

SUPPLEMENT SG-3
RECORD OF REVISIONS

SUPPLEMENT SG-3
RECORD OF REVISIONS
SUPPLEMENT SG-3
TABLE OF CONTENTS
INTRODUCTION .................................................................................................................. 1
Abbreviations ...................................................................................................................... 1
Chapter O4 – AIRWORTHINESS LIMITATIONS ................................................................... 2
Chapter 5 – TIME LIMITS AND MAINTENANCE SCHEDULE ............................................... 3
Chapter 24 – ELECTRICAL SYSTEM ................................................................................... 1

Description and operation ...................................................................................... 1
Chapter 31 – INDICATING SYSTEM .................................................................................... 3

Troubleshooting ................................................................................................. 100
GDU 620 PFD/MFD removal/installation ............................................................. 201
GRS 77 AHRS removal/installation .................................................................... 202
GMU 44 removal/installation .............................................................................. 203
GDC 74A (ADC) removal/installation .................................................................. 204
Software upload ................................................................................................. 205
Chapter 34 – NAVIGATION .................................................................................................. 3

Maintenance practices ...................................................................................... 200
1. Standby attitude indicator replacement and testing .......................................... 201
Chapter 92 – WIRING DIAGRAMS ........................................................................................ 3

SUPPLEMENT SG-3
TABLE OF CONTENTS

SUPPLEMENT SG-3
TABLE OF CONTENTS
INTRODUCTION
This document supplements P2002-JF Aircraft Maintenance Manual [doc. No.

2002/30] on those aspects relevant to the installation of the Integrated Flight
Deck System (IFDS) Garmin G500.
These airplane embodies the Design Change MOD2002-041 “Garmin G500 Instal-
lation”.
In the event of discrepancies or conflicts with the basic Aircraft Maintenance
Manual, this Supplement takes precedence.
Herein are reported the ATA Chapters impacted by the design change mentioned
above.
When the G500 suite is installed a 40A External Alternator must be installed to
provide the necessary amount of current to the LRUs. When this design change
is applied, a dedicated breaker panel is installed on the cockpit LH side:
Moreover the installation of GNS 430W or other equivalent external NAV/GPS

source is necessary in order to provide G500 suite with GPS and NAV infor-
mation to be displayed on GDU 620.
ABBREVIATIONS
ADC Air Data Computer

AHRS Attitude and Heading Reference System
AMM Aircraft Maintenance Manual
HDG Heading
LRU Line Replaceable Unit
MFD Multi Function Display
MM Maintenance Manual
PFD Primary Flight Display
PICP Post Installation Checkout Procedure
SW Software

SUPPLEMENT SG-3
INTRODUCTION

SUPPLEMENT SG-3
INTRODUCTION
Chapter
04
Airworthiness
limitations
The Airworthiness Limitations Section is EASA approved and
variations must also be approved.
The Airworthiness Limitations Section is FAA approved and

specifies maintenance required under 14 CFR Sections 43.16 and
91.403 unless an alternative program has been FAA approved.

SUPPLEMENT SG-3
CHAPTER 04 – AIRWORTHINESS LIMITATIONS
CHAPTER O4 – AIRWORTHINESS LIMITATIONS
No further Airworthiness Limitations are prescribed other than those reported on

the basic Maintenance Manual, Chapter 04.

SUPPLEMENT SG-3
CHAPTER 04 – AIRWORTHINESS LIMITATIONS
Chapter
05
Time Limits and
Maintenance schedule

SUPPLEMENT SG-3
CHAPTER 05 – TIME LIMITS AND MAINTENANCE SCHEDULE

SUPPLEMENT SG-3
CHAPTER 05 – TIME LIMITS AND MAINTENANCE SCHEDULE
CHAPTER 5 – TIME LIMITS AND MAINTENANCE
SCHEDULE
The system does not require overhaul at a specific time period. Power on self‐test and con-
tinuous built-in tests monitor the health of the system. If any LRU indicates an internal fail-
ure, check the LRU. Removal and replacement of all LRUs is on condition of failure only.
5.1 SPECIAL TOOLS
No special tools are required for maintenance.
5.2 CLEANING
The front bezel, keypad, and display of the GDU 620 can be cleaned with a soft cotton cloth
dampened with clean water. DO NOT use any chemical‐cleaning agents. Care should be
taken to avoid scratching the surface of the display.
5.3 GDC 74A AIR DATA COMPUTER
Other than for regulatory testing pertaining to Part 43 Appendix E and F, (Pitot/Static leak
test as described in Part 91.411) maintenance of the GDC 74A is on condition of failure on-
ly.
5.4 GDU 620 DISPLAY UNIT
Maintenance of the GDU 620 is on condition of failure only. For regulatory periodic func-
tional checks, refer to approved aircraft maintenance manuals or manual supplements for ac-
tual aircraft maintenance requirements.
5.5 GRS 77 ATTITUDE, HEADING REFERENCE SYSTEM (AHRS)
Maintenance of the GRS 77 is on condition of failure only.
5.6 GMU 44 MAGNETOMETER
Maintenance of the GMU 44 is on condition of failure only.
5.7 GTP 59 OAT PROBE
Maintenance of the OAT Probe is on condition of failure only.
For Garmin equipment installed, make also reference to applicable maintenance

instructions addressed on the Component Maintenance Manual (CMM):
Doc. No Description
190-01102-00 G500 AML STC Installation Manual
Maintenance of Garmin IFDS components, at LRU level, is “on condition” only,

unless differently stated.

SUPPLEMENT SG-3
The GRS 77 utilizes an Earth magnetic field model which is updated
once every five years. The update is expected to be available from
Garmin by July 1 of each of the following years: 2010, 2015, and every
NOTE
five years thereafter, so long as the GRS 77 remains a Garmin-
supported product.
Table herein reported shows the maintenance tasks performed at defined inter-
vals to retain the Garmin IFDS installation in a serviceable condition by system-
atic inspection and maintenance. These tasks are additional with respect to those
reported on Chapter 05 of the basic AMM.
The inspection program consists of individual inspections performed at the indi-

cated frequency: make reference to Chapter 05-20 of the basic AMM for fre-
quency intervals explanation.

SUPPLEMENT SG-3
FREQUENCY
A B C D E
Note: inspection items marked (*) apply to US registered aircraft only
31 Indicating system Inspect GDU 620 display for gen-

eral condition, operation and secu-
X
rity of installation. Clean display
if required.
31 Indicating system Inspect Garmin G500 GDC74A

installed in the avionics bay (fuse-
X
lage) for general condition, opera-
31 Indicating system Inspect Garmin G500 GRS77

AHRS installed behind the bag-
gage compartment for general X
condition, operation and security
of installation.
31 Indicating system Inspect Garmin G500 GMU 44 in-

stalled under the vertical fin for
X
general condition, operation and
31 Indicating system Inspect Garmin G500 GTP 59 in-

stalled on the RH lower side wing
(fuselage) for general condition, X
operation and security of installa-
tion.
31 Indicating system Check Garmin display cooling

fans for installation and proper X
operation.
31 Indicating system Perform Pitot/static leak test and

check calibration of airspeed indi-
24 calendar months
cator and altimeter (including
standby instruments).
31 Indicating system Check standby instruments (atti-

tude and altitude indicator and air- X
speed indicator) for operation.

SUPPLEMENT SG-3

SUPPLEMENT SG-3
Chapter
24
Electrical system

SUPPLEMENT SG-3
CHAPTER 24 - ELECTRICAL SYSTEM

SUPPLEMENT SG-3
CHAPTER 24 - ELECTRICAL SYSTEM
CHAPTER 24 – ELECTRICAL SYSTEM
The electrical system currently installed on Tecnam P2002 series analog version
is based on a 14Vdc voltage distributed by the following energy busses:
 Battery bus
 Avionic bus
The battery bus is connected to the aircraft battery with the battery relay switch-
able with the Master Switch.
The primary source of energy is an alternator rated of 14,2-14,8 Vdc, 40 Amp

output, and it is fitted with an integrated voltage regulator, which acts to main-
tain a constant output voltage, and with an automatic overvoltage device protect-
ing the circuits and the electric components from an excessive voltage caused by
generator failures.
The alternative energy source is a lead type battery (Gill Teledyne G25), 12V
18-Ah in 1h, which provides energy for the engine start up or when an alternator
failure happens (Emergency condition) and is connected to the battery bus with a
50A protection breaker.
The battery is housed in a vented and drained dedicated box accessible through
an inspection cap located on the right hand fuselage side skin near the wing trail-
ing edge.
On the instruments panel, right side, two dedicated instruments, a voltmeter and
an ammeter are installed.
All the main electrical loads are connected to the battery bus. All other loads
(secondary avionic devices) are connected to the Avionic bus.
The Battery bus, which supplies the most important loads, is energized from two
sources: the battery and the alternator. This allows the bus for being active also
in case of an energy source failure.

SUPPLEMENT SG-3
CHAPTER 24 - MAINTENANCE PRACTICES
The following loads are connected to the battery bus:
Battery Bus
Battery
Generator
Electric Fuel Pump
Fuel Pump Operation Light
Rpm Indicator
Fuel Pressure Indicator
Voltmeter
Generator light
Field
Fuel Level Indicator LH
Fuel Level Indicator RH
Oil Pressure Indicator
Strobe Light
Landing Light
Navigation Light
Trim Actuator
Trim Position Indicator
Flap actuator
Oil Temperature Indicator
Cylinder Head Temperature
Stall warning
GDU 620 PFD/MFD
GRS 77 AHRS
GDC 74A ADC
The following loads are connected to the avionic bus:
Battery Bus
GMA 340
GNS 430W/530W
GTX 328/330
SL 30/40

SUPPLEMENT SG-3
On the lower LH side of the instrument panel (see Figure below) the master
switches (Master and Generator) are located, beside the ignition key. On the
lower RH side of the instrument panel the Avionic Master switch is located.
Master switches and avionic master
The first two allow, respectively, to connect the battery through a relay to its
distribution bus and to provide the field signal to the alternator.
The second one allows, through a relay, the power supply of the loads connected
to the avionic bus.
The ignition switches (RH and LH) are activated through the ignition key which
also allows the engine starting.
If ignition key is on L,R or ON position, a propeller movement

can cause the engine starting with consequent hazard for people
WARNING nearby.
Wiring diagrams are provided on Chapter 92 of this Supplement.

SUPPLEMENT SG-3

SUPPLEMENT SG-3
Chapter
31
Indicating system

SUPPLEMENT SG-3
CHAPTER 31 – INDICATIONG SYSTEM

SUPPLEMENT SG-3
CHAPTER 31 – INDICATING SYSTEM
General
Garmin G500 IFDS (Integrated Flight Deck System) is an avionics suite designed
to integrate pilot/aircraft interaction into one central system. The system combines
primary flight instrumentation and navigational information, all displayed on two
large color screens: the Primary Flight Display (PFD) and the Multifunction Dis-
play (MFD).
The system is composed of several units also known as Line Replaceable Units
(LRUs). LRUs have a modular design: some ones are installed directly on the in-
strument panel, some other ones are installed remotely in dedicated areas of the
a/c prescribed by G500 Installation manual.
Each LRU has a specific function, or sub-set of functions, that contributes to the
system’s operation.
In addition to G500 LRUs two analog pneumatic indicators for airspeed and alti-
tude are installed on the instrument panel to keep providing the pilot with main
flight information also in the event of G500 failure.

SUPPLEMENT SG-3
System configuration
The G500 system is an integrated display system that presents primary flight in-
strumentation, navigation, and a moving map to the pilot through a large format
display.
In normal operating mode, the Primary Flight Display (PFD) presents graphical
flight instrumentation (attitude, heading, airspeed, altitude, vertical speed, HSI),
replacing the traditional flight instrument cluster.
The Multi-Function Display (MFD) displays a full-color moving map with navi-
gation information, as well as supplemental data.
The below schematic shows a block diagram of G500 suite describing the main
system interconnections.
Garmin G500 Integrated Flight Deck System block diagram

SUPPLEMENT SG-3
CHAPTER 31 - INDICATIONG SYSTEM
In the below sections each LRU is described.
GDU 620
The GDU 620 has dual VGA (640 x 480 pixels) 6.5-inch LCD displays. For the GDU
620, the left side of the GDU is the primary flight display (PFD) and the right side is the
multi-function display (MFD). For the GDU 620 RH, the right side of the GDU is the
primary flight display (PFD) and the left side is the multi-function display (MFD). The
PFD shows primary flight information. The MFD shows navigation and flight plan in-
formation, traffic, weather and terrain. An external configuration module is used, so no
configuration is required if the GDU 620 is replaced for any reason.

SUPPLEMENT SG-3
GRS 77 (AHRS)
The GRS 77 is an attitude and heading reference unit, or AHRS, that provides aircraft
attitude and flight characteristics information to the GDU 620. The unit contains ad-
vanced tilt sensors, accelerometers, and rate sensors. In addition, the GRS 77 interfaces
with both the GDC 74( ) air data computer and the GMU 44 magnetometer. The GRS
77 also utilizes GPS signals sent from the GPS/SBAS navigator. Actual attitude and
heading information is sent using ARINC 429 digital interface to the GDU 620 and op-
tional GAD 43 adapter.
GMU 44
The GMU 44 magnetometer senses magnetic field information. Data is sent to the GRS
77 AHRS for processing to determine aircraft magnetic heading. This unit receives
power directly from the GRS 77 and communicates with the GRS 77 using an RS-485
digital interface.

SUPPLEMENT SG-3
GDC 74A (ADC )
The GDC 74( ) air data computer receives information from the pitot/static system and
the GTP 59 outside air temperature (OAT) sensor. The GDC 74( ) is responsible for
providing pressure altitude, airspeed, vertical speed, and OAT information to the G500
system. The GDC 74( ) provides data to the GDU 620 and GRS 77 using ARINC 429
digital interfaces. The GDC 74( ) also communicates maintenance and configuration in-
formation to the GDU 620 using an RS-232 interface.
GTP59
It is the temperature probe which provides Outside Air Temperature (OAT) data
to the GDC74A.

SUPPLEMENT SG-3
Standby instruments
Two stand-by analog indicators, an airspeed indicator and an altimeter, have been
installed to provide the pilot with main flight informations also in the event of
G500 failure.
These instruments are pneumatic and they don’t need to be fed by the A/C electric
power.
The below table lists the manufacturer and P/Ns for the stand-by indicators:
Indicator type Manufacturer P/N

Airspeed MID CONTINENT 25020-0179
indicator
Altimeter MID CONTINENT 15035-1102

SUPPLEMENT SG-3
Equipment location
Following picture shows the main components location inside the airplane.
Namely:
 GDU 620, located on the instrument panel;

 GRS 77 AHRS, located on the rear of baggage compartment;
 GMU 44, located under the vertical fin;
 GDC 74 Air Data Computer, located behind the firewall, in the RH side;
 GTP 59, located on the lower side of RH wing.

SUPPLEMENT SG-3
Garmin G500 LRUs location

SUPPLEMENT SG-3
Pitot/static system
The below figure shows a schematic of the Pitot/static system with the connec-
tions to the instruments and Air Data Computer.
Static line is connected with the GDC 74A, standby altimeter and standby air-
speed indicator.
The Pitot line is connected to GDC 74A unit and to the standby airspeed indicator.

SUPPLEMENT SG-3
Pitot/static line scheme

SUPPLEMENT SG-3
Number Item
1 Pitot
Static and total pressure

2
drainage point
3 Standby airspeed indicator
4 Standby altimeter
5 GDC74A (ADC)
6 Alternate static port

SUPPLEMENT SG-3
Instruments panel
Following figure shows the typical instruments panel layout for airplanes fitted
with Garmin G500.
Garmin G500 Instruments panel typical layout

SUPPLEMENT SG-3
TROUBLESHOOTING
This section describes how to troubleshoot the system to isolate a problem to a

faulty LRU. The following troubleshooting methods are included:
• LRU Failure Annunciations (Red X)

• LRU Failure Indication on the System Status Page (Normal Mode)
• Data Path Indication on the System Status Page (Configuration Mode)
• ARINC 429 and RS 232 Port Configuration Pages Data Status Indications
• Fault Messages

SUPPLEMENT SG-3
VISUAL HARDWARE INSPECTION
Begin troubleshooting with a visual inspection. Check for corro-
sion, damage, or other defects. Replace any damaged parts as
NOTE required. Inspection may require the temporary removal of a unit
or units to gain access to connectors. Follow the guidance given
in Section 4 for LRU replacement. Refer to the OEM mainte-
nance documentation for instructions on removing any aircraft
access panels.
LRU FAILURE ANNUNCIATIONS
A red X through a display field indicates that a particular display field is not receiving
valid data. Figure below shows typical display fields and their associated LRU's that are
not receiving valid data.
LRU Failure Annunciations

SUPPLEMENT SG-3
LRU Failure Annunciations and Recommended Actions
Annunciation Associated Solution

LRU
 Ensure that a cell phone or a device using
cell phone technology is not turned on
(even in a monitoring state) in the cabin.
 Ensure metal objects (tool boxes, power
carts, etc.) are not interfering with the
magnetometer and aircraft is not in hangar,
near other buildings, parked over metal
drainage culverts or on hard surfaces that
may contain steel reinforcements
 Check PFD Alert Window for GRS con-
figuration, software or failed data path er-
ror messages. Correct any errors before
ATTITUDE FAIL proceeding.
 Ensure GRS 77 unit connector is secure
and proper wire harness strain relief is
provided.
GRS 77  Ensure the GRS 77 is fastened down tight-
ly in its mounting rack and that the mount-
ing rack is not loose (CAUTION ‐ do not
loosen the mounting rack hardware to the
airframe shelf or the aircraft will need to
be re‐leveled and the PITCH/ROLL OFF-
SET procedure performed).
 Cycle GRS 77 power to restart initializa-
tion.
 Ensure GPS has acquired at least four sat-
ellites, has a 3D navigation solution, and a
DOP of less than 5.0. This is particularly
important for an ATTITUDE FAIL that
appears during ground operation only.
 Perform an Engine Run‐Up Test to check
if engine vibration is causing the GRS 77
to go offline.
 Replace the GRS 77 Configuration mod-
ule.
 If problem persists, replace GRS 77.
 Contact Garmin Aviation Product Support
if condition continues after replacing the
GRS 77 and config module for additional
assistance.

SUPPLEMENT SG-3
LRU
 Check PFD Alert Window for PFD, MFD or
GRS configuration, software or failed data path
error messages. Correct any errors before pro-
ceeding.
 Ensure metal objects (tool boxes, power carts,
etc.) are not interfering with the magnetometer
and aircraft is not in hangar, near other build-
ings, parked over metal drainage culverts or on
hard surfaces that may contain steel reinforce-
ments
 Ensure that a cell phone or a device using cell
phone technology is not turned on (even in a
monitoring state) in the cabin.
HDG FAIL
 Cycle power after moving aircraft away from
GRS 77 & metal objects to determine if metal objects were
GMU 44 the source of the interference. Allow up to five
minutes for the heading to reinitialize.
 Perform a Magnetometer Interference Test to
check for interference from onboard electrical
system components (e.g. NAV lights). Pay par-
ticular attention to any new electrical devices
that have been installed since the aircraft was
new. Correct any discrepancies that do not al-
low this test to pass before continuing.
 Ensure GRS 77 and GMU 44 connectors are se-
cure.
 Check the wiring and any inline connectors be-
tween the GRS and GMU for faults.
 Recalibrate the GMU 44.
 Replace the GMU 44.
 If problem persists, replace the GRS 77.
OAT
 Check OAT probe wiring, probe and connectors
for faults or damage.
and  Replace GDC 74A config module.
TAS GTP 59
 Replace the GTP 59.
 If problem remains, replace GDC 74A.

SUPPLEMENT SG-3
LRU
TAS FAIL
AIRSPEED FAIL  Ensure that a cell phone or a device using cell
ALTITUDE FAIL phone technology is not turned on (even in a
VERT SPEED FAIL monitoring state) in the cabin.
 Check PFD Alert Window for PFD, MFD or
GDC configuration, software or failed data path
error messages. Correct any errors before pro-
GDC 74A ceeding.
 Inspect GDC 74A pitot/static ports and plumb-
ing for blockage.
 Check GDC 74A configuration settings. Reload
if unsure they are correct.
 If configuration settings are correct, replace the
GDC 74A configuration module.
 If problem persists, replace the GDC 74A.

SUPPLEMENT SG-3
LRU FAILURE INDICATIONS ON THE SYSTEM STATUS PAGE (NORMAL
MODE)
The System Status Page (normal mode) can be used to help identify a faulty LRU. The
System Status Page displays information about device connectivity and system data-
bases. Green checks indicate active LRUs, red x’s indicate failed LRUs. Replace any
LRU which indicates “FAIL” status.
System Status Page

SUPPLEMENT SG-3
SYSTEM STATUS PAGE (CONFIGURATION MODE)
The System Status Page displays system LRU information. Enter system configuration
mode by applying power to GDU 620 while holding the ENT key. The System Status
Page is displayed on the left display while the system is operating in configuration
mode.
The devices online status indicators are as follows:
 Green: the LRU status is OK
 Red: the LRU status is FAIL
 Black: the LRU status is TIMEOUT
Replace any LRU which indicates “FAIL” status.
System Status Configuration Page

SUPPLEMENT SG-3
FAULT MESSAGES (ALERT TEXT)
The system will display a number of alerts on the GDU 620
Alerts Page

SUPPLEMENT SG-3
Alert Text Cause Solution
Ensure that a cell phone or
a device using cell phone
technology is not turned on
(even in a monitoring state)
AHRS1 GPS – AHRS 1 AHRS is using the backup
in the cabin.
using backup GPS source. GPS information
Check GPS status. If one or
both GPS receivers cannot
acquire a position lock,
troubleshoot GPS problems.
Replace the GRS 77.
AHRS1 GPS ‐ AHRS is (even in a monitoring state)
AHRS is not receiving any
not receiving any GPS in- in the cabin.
GPS information.
formation Check GPS status. If one or
troubleshoot GPS problems.
Replace the GRS 77.
Ensure that at least one
GPS has acquired a valid
position.
If GDU 620 does not have a

valid position, verify wiring
between GDU and GPS re-
ceiver, and configuration of
GDU 620 and GPS receiv-
AHRS1 GPS – AHRS 1
AHRS is not receiving any er.
operating in exclusively in
GPS information.
no‐GPS mode.
If GDU has a valid GPS
position, verify wiring be-
tween GDU and GRS. Also
verify time mark wiring.
Check GPS status. If
one or both GPS re-
ceivers cannot acquire
a position lock, trou-
bleshoot GPS prob-
lems.

SUPPLEMENT SG-3
AHRS1 GPS – AHRS 1 (even in a monitoring state)
not receiving backup GPS AHRS is not receiving GPS
in the cabin.
information. information from GPS2.
Check GPS status. If one or
troubleshoot GPS problems
using Replace the GRS 77.
AHRS1 SRVC AHRS magnetic field mod- Update GRS 77 IGRF
el should be updated. Ap- model (current model is
pears on ground only. with aviation database).
GDC not powered up.
Close ADC C/B.
AHRS is not GDC not receiving input
receiving true from GTP 59 OAT probe.
AHRS1 TAS
airspeed from Verify wiring is correct.
ADC. ARINC 429 connection
from GDC 74A to GRS 77
is not working. Verify wir-
ing is correct.
Verify wiring to configura-
The configuration module
CNFG MODULE tion module
is inoperative.
Replace configuration
module
DATA LOST Pilot stored data was lost. Recheck data and settings.
Fan 1 has reported 0 RPM
when it was powered with a
FAN 1 FAIL Replace fan.
PWM duty cycle higher
than or equal to 10%
This error appears whenev-

er the GDU is replaced Cycle power to the GDU.
with a GDU that was con- This error automatically
GDU CONFIG figured for a different in- clears on the second power
stallation. up with a different configu-
ration module.
Error in the configuration
of the GDU 620.
Specific GDU has poor Ensure fans on indicated
GDU1 COOLING
cooling, and power usage is GDU are functioning
being reduced.

SUPPLEMENT SG-3
Reload aviation database
Error in specific database, into the display.
GDU1 DB ERR
where GDU1 DB denotes
Contact Garmin Technical
specific database.
Support for assistance.
Location is too far
GEO LIMITS Operational
north/south for GRS 77
magnetic compass.
No GPS1 or GPS2 data is Ensure GPS1 is turned on

GPS1 FAIL
available.
Verify RS‐232 wiring from
the GPS to the GDU 620.
GRS 77 not receiving in-
HDG FAULT AHRS magnetometer fault
formation from GMU 44.
has occurred.
Verify wiring to GMU 44.
Caused by a local magnetic
HDG LOST Heading from the GRS77/
anomaly. No action re-
GMU 44 is not valid.
quired.
GDU has received product Ensure the manifest is
data for an LRU that should properly configured. Refer
have a manifest entry, but to Section for additional in-
is not in the manifest. formation.
MANIFEST
The LRU software P/N and Update the LRU software
version number in the man- to match the manifest (refer
ifest does not match the to Section) . Update the
values being reported by manifest to match the LRU
that LRU. software).
No navigation receiver 1
NAV1 FAIL Replace NAV 1 source.
data.
GDU software version Load correct software ver-
SW MISMATCH
strings do not match. sion.
Update the configuration
module:
1. Enter the CON-
FIGURATION
Configuration errors are mode
displayed on power‐up, be- The configuration module 2. Go to Software Up-
fore the GDU enters nor- has not been updated. load Page
mal mode. 3. Press the UPDT
CFG soft key to
write all PFD con-
figuration data to
the configuration
module.

SUPPLEMENT SG-3

SUPPLEMENT SG-3
 GDU 620 PFD/MFD removal/installation

 GRS 77 AHRS removal/installation
 GMU 44 removal/installation
 GDC 74A (ADC) removal/installation
 Software upload

SUPPLEMENT SG-3
GDU 620 PFD/MFD REMOVAL/INSTALLATION
Removal
1. Remove the six mounting screws from the GDU 620 bezel.
2. Pull the GDU 620 far enough out from the instrument panel to access the three rear
connectors.
3. Disconnect the rear connectors.
4. Remove the GDU 620.
Replacement
1. Visually inspect the connectors to ensure that there are no bent or damaged pins. Repair
any damage.
2. Connect the rear connectors, ensuring that each slide lock is secured on both sides.
3. Set the GDU 620 into place.
4. Install the six mounting screws into the bezel.

SUPPLEMENT SG-3
GRS 77 AHRS REMOVAL/INSTALLATION
Removal
1. Disconnect the GRS 77 connector.

2. Loosen the four Phillips thumbscrews with a screwdriver.
3. Gently lift the GRS 77 from the mounting plate (if the supports for the mounting plate
are removed, the GRS 77 must be recalibrated). See Section 5.6 in the G500 or the
G600 Installation Manual.
Replacement
1. Place the GRS 77 on the mounting plate, ensuring the orientation is correct.
2. Fasten the unit to the plate using the Phillips thumbscrews. Recommended torque is
22‐25 inch pounds.
3. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any
damage.
4. Connect the connector to the GRS 77, ensuring that each slide lock is secured on both
sides.

SUPPLEMENT SG-3
GMU 44 REMOVAL/INSTALLATION
Removal
1. Gain access to the GMU 44 Magnetometer.

2. Unscrew the three screws that hold the GMU 44 to its mounting rack.
3. Carefully lift the GMU 44 from the rack.
4. Disconnect the wiring harness.
Replacement
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any
damage.
2. Connect the wiring harness to the GMU 44.
3. Lower the GMU 44 into the rack and secure the plate with the three Phillips screws.

SUPPLEMENT SG-3
GDC 74A (ADC) REMOVAL/INSTALLATION
Removal
1. Disconnect the pitot/static plumbing from the rear of the unit. Disconnect the single
connector.
2. Loosen each thumbscrew on the hold‐down clamp and remove the clamp.
3. Carefully remove the unit from its mount.
Replacement
1. Place the unit in the mounting tray.

2. Position the locking clamp and fasten using the thumbscrews.
3. Connect the Pitot/static plumbing.
4. Inspect the connector and pins for damage. Repair any damage.
5. Connect the connector to the unit, ensuring that each slide lock is secured on both sides.

SUPPLEMENT SG-3
SOFTWARE UPLOAD
The following instructions apply for the SW installation as performed on the

assembly line. The G500 is not airworthy unless software and configuration
procedures are accomplished successfully as described in these procedures. It is
extremely important that each LRU software load be completed successfully.
Required Materials and Equipment
Make sure that all of the required materials and equipment are on hand before you
begin the upgrade procedure.
 A ground power unit capable of supplying 14 VDC power to the aircraft systems and
avionics
 G500 P2002 Software Loader Card applicable P/N
 G500 P2002 Installer Unlock Card P/N 010-00769-60
 G500 P2002 Loader Card Software Configuration –Drawing N° 22-9-007-1 sheet 2
“Garmin G500 Software”
System SW Upload procedure
The system software upload procedure for G500 system must be performed load-
ing the software for each installed unit.
Before starting the SW upload procedure
Before loading software to the G500 system perform the following operation:
Step Additional info
User settings clearing
no. &References
1. Master OFF
Optionally, the technician
may remove power from
2. GDU breaker: pull
the stand-by instruments by
pulling the circuit breakers
3. GRS breaker: pull
4. GDC breaker: pull
Insert the correct Installer Unlock Card (010-
5.
00769-60) into the GDU620 bottom card slot

SUPPLEMENT SG-3
System software upload procedure
When the above procedure is complete, apply SW upload procedure:

no. Software upload procedure
&References
Make sure that SW part number, reported on the SD
1.
Loader Card, is the correct one.
Insert the correct G500 software Loader card into the
2.
GDU620 top card slot
Optionally, the
technician may
remove power
from the stand-by
3. Make sure that GDU620 breaker is pulled
instruments by
pulling the circuit
breakers
4. Master switch: ON
5. GRS breaker: push
6. GDC breaker: push
While holding the ENT key on the GDU620, restore power
7.
by closing the GDU circuit breaker
8. When the words appear in the

upper center of the PFD/MFD, release the ENT key
All G500 screen
shots used in this
document are
intended to
provide visual
reference only.
The system prompts the user to load the new software
All information
version contained on the loader card in the bottom slot of
depicted in screen
9. GDU620.
shots, including
software file
names, versions
and part numbers,
is subject to
change and may
not be up to date.

SUPPLEMENT SG-3
Software upload procedure
no. &References
All G500 screen
shots used in this
document are
intended to
provide visual
reference only.
All information
ENSURE that power will remain applied to the system. depicted in screen
10.
Press the ENT key to load new software. shots, including
software file
names, versions
and part numbers,
is subject to
change and may
not be up to date.
New software is loaded to the GDU620.

When complete, the following message is shown: The number of
files updated may
vary depending
11.
on the software
version to be
uploaded.
Press any soft key to acknowledge the prompt.
12. The GDU620 software has now bee loaded to the LRU
13. The GDU620 starts in configuration mode
Go to the “Software Upload” page rotating the knob on the
PFD:
14.
Select GRS77 to install the software and press the LOAD

15.
soft key

SUPPLEMENT SG-3
Software upload procedure
no. &References
A prompt like this will be shown to the user:
16.
Press ENT key to start the software upload.

A progress bar showing the percentage of the upload
process completed is shown:
17.
When the upload procedure is completed an “Upload

complete” message will be shown:
18.
When this message is shown press the ENT key to

acknowledge the process completion.
19. Repeat steps from 14 to 18 selecting GDC74
20. Repat steps from 14 to 18 selecting GMU44

SUPPLEMENT SG-3
Single LRU SW Upload
This procedure can be performed to load a single LRU software.

no. Single LRU Software upload procedure
&References
1. Master OFF
2. GDU breaker: pull the stand-by instruments
by pulling the circuit
breakers
Insert the correct Installer Unlock Card (010-00769-60)
5.
into the GDU620 bottom card slot
Make sure that SW part number, reported on the SD
6.
Loader Card, is the correct one.
Insert the correct G500 software Loader card into the
7.
GDU620 top card slot
8. Make sure that GDU620 breaker is pulled the stand-by instruments
by pulling the circuit
breakers
While holding the ENT key on the GDU620, restore
12.
power by closing the GDU circuit breaker
13. When the words appear in the

upper center of the PFD/MFD, release the ENT key
All G500 screen shots
used in this document are
intended to provide
visual reference only. All
The system prompts the user to load the new software
information depicted in
version contained on the loader card in the bottom slot of
screen shots, including
14. GDU620.
software file names,
versions and part
numbers, is subject to
change and may not be
up to date.

SUPPLEMENT SG-3
Single LRU Software upload procedure
no. &References
used in this document are
intended to provide
visual
reference only. All
Ensure that power will remain applied to the system. information depicted in
15. If GDU620 software has to be installed, press the ENT screen shots, including
key to load new software. Else press CLR key. software file names,
versions and part
up to date.
New software is loaded to the GDU620.

When complete, the following message is shown:
This step is valid only if
16. ENT key is pressed at
previous step.
Press any soft key to acknowledge the prompt.

Go to the “Software Upload” page rotating the knob on
the PFD:
18.
Select the unit whose software has to be installed and

19.
press the LOAD soft key
20. A prompt like this will be shown to the user:

SUPPLEMENT SG-3
Single LRU Software upload procedure
no. &References
Press ENT key to start the software upload.

A progress bar showing the percentage of the upload
process completed is shown:
21.
When the upload procedure is completed an “Upload

complete” message will be shown:
22.
When this message is shown press the ENT key to

acknowledge the process completion.
Go to the MANIFEST CONFIGURATION page
in the SYS page group. The manifest will be empty
on first use.
23. 1. Wait for the GRS 77, GMU 44 and GDC 74A to
power up.
2. Press the MANIFEST soft key to automatically
populate the manifest.

SUPPLEMENT SG-3
Software load confirmation
Step Additional in-

no. Software load confirmation procedure fo
&References
1. Start the G500 system in NORMAL mode
Go to the AUX – System Status page on MFD
2.
Check for SW versions shown besides each LRU to be the

3.
same of the ones reported in the drawing mentioned above
Start the G500 system in CONFIGURATION mode
4.

SUPPLEMENT SG-3
Additional in-
Step
no. Software load confirmation procedure fo
&References
5.
Activate the cursor in the System Status page on the PFD
6. Highlight all installed LRUs.

Verify that the software p/n and version match the information
7.
found in the drawing reported above.

SUPPLEMENT SG-3
Airspeeds setting
Set up the Airspeed markings accordingly to your a/c model (retractable or fixed
gear) referring to the below table.
The below airspeeds are reported in KIAS (Knots of indicated airspeed).
JF JR
Vs0 31 32
Vs1 41 46
Vfe 68 68
11 11
Vno 2 3
14 14
Vne 1 4
Vglide 69 68
Vr 46 35
Vx 61 61
Vy 66 66
Follow the below instructions to set up the airspeed markings.

no. Airspeed Markings setup
&References
1. Master OFF
Optionally, the
technician may remove
power from the stand-
by instruments by
pulling the circuit
breakers
Insert the correct Installer Unlock Card (010-00769-
5.
60) into the GDU620 bottom card slot
Optionally, the
technician may remove
power from the stand-
6. Make sure that GDU620 breaker is pulled by instruments by
pulling the circuit
breakers

SUPPLEMENT SG-3
Airspeed Markings setup
no. &References
While holding the ENT key on the GDU620, restore
10.
power by closing the GDU circuit breaker
When the words appear in
11. the upper center of the PFD/MFD, release the ENT
key
used in this document
are intended to provide
visual
reference only. All
Ensure that power will remain applied to the system. information depicted in
12. If GDU620 software has to be installed, press the screen shots, including
ENT key to load new software. Else press CLR key. software file names,
versions and part
up to date.

Turn the small Knob on PFD and select the
AIRFRAME CONFIGURATION page:
14.
Push the button on the small knob and turn the big
15.
knob to scroll the fields until the first speed in the

SUPPLEMENT SG-3
Airspeed Markings setup
no. &References
AIRSPEEDS box is selected.
Set up each required airspeed in accordance with
16. applicable AFMS section 2
When the correct airspeed value has been entered

17.
press ENT key.
At process completion power down the system and
18.
remove the unlock card from the bottom slot.
19. Restart the system in normal mode.
Appendix A
Configuration mode allows the technician with a means of configuring,

checking, and calibrating various G500 sub-systems. Troubleshooting/diagnostics
information can also be derived from this mode.
To start the system in Configuration mode:

no. G500 Configuration mode
&References
1. Master OFF
Insert the correct Installer Unlock Card (010-
5.
00769-60) into the GDU620 bottom card slot
Make sure that SW part number, reported on
6.
the SD Loader Card, is the correct one.
Insert the correct G500 software Loader card
7.
into the GDU620 top card slot
8. Make sure that GDU620 breaker is pulled
While holding the ENT key on the GDU620,
12. restore power by closing the GDU circuit
breaker

SUPPLEMENT SG-3

SUPPLEMENT SG-3
Chapter
34
Navigation

SUPPLEMENT SG-3

SUPPLEMENT SG-3
CHAPTER 34 – NAVIGATION
General
GNS 430W

SUPPLEMENT SG-3
CHAPTER 34 – DESCRIPTION AND OPERATION
530W

SUPPLEMENT SG-3
CHAPTER 34 – DESCRIPTION AND OPERATION
 Standby attitude indicator replacement and testing

SUPPLEMENT SG-3
CHAPTER 34 – MAINTENANCE PRACTICES
1. STANDBY ATTITUDE INDICATOR REPLACEMENT AND TEST-
ING
This procedure applies to standby attitude indicator.
Procedure
Standby attitude indicator

replacement and testing
no. References
Task description
2. Remove instrument electrical wires
3. Unscrew the attaching screws which fix the in- hold firmly the instrument by
strument to the aluminum panel hand during removal
6. Install the attaching screws which fix the instru- Hold firmly the instrument by
ment to the aluminum panel hand during installation. Do
not over tighten screws to
avoid instrument case dam-
age
7. Connect instrument electrical wires at the rear of Be sure that the electrical ca-
the instrument bles don’t have radius of cur-
vature too small, the instru-
ments may not operate cor-
rectly
8. TESTING CAUTION: the indicator may
be damaged if the “pull to
cage” knob is released with a
“snap”. Release the knob
avoiding a “snap” release.
9. A. Apply power to the indicator. Note that the NOTE: Indicator may be
Gyro Warning flag (red) will pull out-of view. Al- momentarily caged by pulling
so allow three minutes for presentation stabiliza- “PULL TO CAGE” knob to
tion. the fully extended position,
holding knob until the display

SUPPLEMENT SG-3
Standby attitude indicator
replacement and testing
no. References
Task description
stabilizes, and then allowing
the knob to return to the nor-
mal position.
10. B. For trim adjustment, use a 5/64” hex drive

wrench to loosen the lock screw. Slide the screw
up or down in the slot to the desired pitch attitude
presentation (aligning the symbolic airplane with
the horizon) and retighten the screw.
11. C. If caging is required, caging should be accom-

plished when the aircraft is in a wings level, nor-
mal cruise attitude, as indicated by AHRS. If the
gyro is caged when the aircraft is not in this atti-
tude, the resulting attitude presentation immedi-
ately after caging will be in error by the difference
between true vertical and actual aircraft attitude.
Small errors in caging erection will be corrected
by the indicator to true vertical in pitch and roll at
2.5° per minute minimum (5°/min. nominal).
12. Remove power to the indicator.

SUPPLEMENT SG-3

SUPPLEMENT SG-3
Chapter
92
Wiring diagrams
Page 1
SUPPLEMENT SG-3
CHAPTER 92 – WIRING DIAGRAMS
Page 2
SUPPLEMENT SG-3
This Chapter has been compiled in accordance with Specification 100 of the
Air Transport Association (ATA) in order to provide additional information
to enable qualified maintenance persons to troubleshoot, test and service the
airplane electrical system when the engine starting battery is installed.
The information is given in the form of drawings reporting the Tecnam code
number 22-9-0007-xxx-D; “D” stand for Digital version, “x” digits represent
the ATA chapter referenced within this Manual.
As far as the maintenance practices are concerned, make reference to Chapter

92 of the basic AMM.
Each drawing, herein reported, reports information about airplane zone loca-
tion of the main components.
Page 3
SUPPLEMENT SG-3
WIRING DIAGRAMS INDEX
ATA Chapter DWG no. Rev. No. Sheets

22-9-0007-023-10D 0 2
23
22-9-0007-023-50D 0 2
22-9-0007-024-30/40D 0 1
24
22-9-0007-024-60D 0 2
25 22-9-0007-025-60D 0 2
22-9-0007-027-30/50D 0 1
27
22-9-0007-027-30D 0 1
28 22-9-0007-028-40D 0 1
30 22-9-0007-030-30D 0 1
31 22-9-0007-031-20D 0 1
22-9-0007-033-40D 0 2
33 22-9-0007-033-10D 0 2
22-9-0007-033-10/20D 0 1
22-9-0007-034-10/20D 0 3
34 22-9-0007-034-50D 0 2
22-9-0007-034-30/50D 0 2
74 22-9-0007-074D 0 1
77 22-9-0007-077-10/20D 0 1
80 22-9-0007-080D 0 1
Page 4
SUPPLEMENT SG-3
Page 5
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Page 35
SUPPLEMENT SG-3
Tecnam P2002-JF
AMM Supplement S-4

2nd Edition, Rev 0 (29/09/2015)
P2002 JF post-shipment assembly procedure

SUPPLEMENT S4
LOEP
A List of Effective Pages (LOEP) for this Supplement is herein provided. All pag-
es in the chapters are listed in sequence, together with the latest date of edi-
tion/revision of each page.

1 2ndEdition, Rev 0
LOEP 2 2ndEdition, Rev 0
3 2ndEdition, Rev 0
1 2ndEdition, Rev 0
ROR
2 2ndEdition, Rev 0

TOC

Introduction
Page 1 2nd Edition – Rev0

SUPPLEMENT S4
RECORD OF REVISIONS

Chapter 57

Chapter 72

SUPPLEMENT S4
RECORD OF REVISIONS

SUPPLEMENT S4
RECORD OF REVISIONS
SUPPLEMENT S4
RECORD OF REVISIONS
considered necessary, will amend, add or delete information and instructions with-
in the Supplement.

SUPPLEMENT S4
RECORD OF REVISIONS
Record of Revisions

Rev Or Under DOA

SUPPLEMENT S4
RECORD OF REVISIONS
SUPPLEMENT S4
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................................... 2
CHAPTER 12 - SERVICING......................................................................................................................... 1
Maintenance Practices ............................................................................................................ 200
1. Seats removal ................................................................................................................. 201
2. Seats installation ............................................................................................................ 201
3. Battery cable connection................................................................................................ 202
CHAPTER 55 – STABILATOR AND RUDDER ......ERRORE. IL SEGNALIBRO NON È DEFINITO.1

1. Stabilator pre-installation procedure.............................................................................. 201
2. Stabilator installation ..................................................................................................... 201
CHAPTER 57 - WINGS................................................................................................................................. 1
1. Wing pre-installation procedure ................................................................................... 201
2. Wing installation ........................................................................................................... 201
3. Aileron control assembling ............................................................................................ 204
4. Flaps control assembling ............................................................................................... 206
5. Control cable and hoses pre-installation procedure ...................................................... 207
6. Control cable and hoses installation .............................................................................. 207
CHAPTER 72 – ENGINE .............................................................................................................................. 1

Maintenance Practices.............................................................................................................. 200
1. Engine check .................................................................................................................. 201
2. Powerplant controls rigging .......................................................................................... 202

SUPPLEMENT S4
TABLE OF CONTENTS

SUPPLEMENT S4
TABLE OF CONTENTS
INTRODUCTION
This AMM Supplement describes the complete procedure regarding the P2002 JF struc-
ture reassembling, when the parts are shipment from the factory.
In particular this supplement describe the procedure for the installation of seats, battery,
wings and stabilator and rudder trim
In this document is described also the connection and check of control cables, the fas-
tening of the heating hoses and static port hoses after the installation of wings.
Moreover there are some part in the supplements for engine check and the instruction
for the installation and fastening of electrical wire in the wing compartment.
Herein are reported the ATA Chapters impacted by procedure in subject.
For the correct reassembly the suggested installation sequence is the following:
1. The wing-fuselage coupling (refer to chapter 57 in this document)
2. Flaps and Ailerons control assembly (refer to chapter 57 in this document)
3. Control cable and hoses installation (refer to chapter 57 in this document)
4. Stabilator (refer to chapter 55 in this document)
5. Battery (refer to chapter 12 in this document)
6. Seats (refer to chapter 12 in this document)
7. Power plant Post-shipment checks (refer to chapter 72 in this document)

SUPPLEMENT S4
INTRODUCTION

SUPPLEMENT S4
INTRODUCTION
Chapter
12
Servicing

SUPPLEMENT S4
SERVICING

SUPPLEMENT S4
SERVICING
 Seats removal
 Seats installation
 Battery cable connection

SUPPLEMENT S4
SERVICING- POST-SHIPMENT ASSEMBLY INSTRUCTION
1. SEATS REMOVAL
Procedure
Seats removal Additional info &
Step no.
2. Make sure that Master switch is set to OFF
3. Remove seats locking device Refer to Figure 12.1.
4. Pull seat lever, then slide seat all forward Refer to Figure 12.2.
5. Pull up seat and remove it from his location
6. Apply the same procedure for the other seat
2. SEATS INSTALLATION
Procedure
Seats installation Additional info &
Step no.
2. Make sure that Master switch is set to off
3. Put seat in his location
4. Pull seat lever, then slide seat all backward
5. Install seats locking device

SUPPLEMENT S4
3. BATTERY CABLES CONNECTION
This paragraph provides instruction for battery installation.
Procedure
Step Battery cables installation Additional info &

3. Open inspection cap F9 Refer basic manual, ATA 06
When installing a battery, take special care to ensure that no

sparks are created by tools, and that the terminals are not
WARNING shorted out by tools .
4. Remove the protective tape

5. Connect the negative cable if not installed
6. Connect the positive cable to the battery Refer to Figure 12.3.
7. Make sure that foreign objects and tools

have been removed
8. Close inspection cap F9 Refer basic manual, ATA 06

SUPPLEMENT S4
Figure 12.1. – Seats locking device
Figure 12.2. – Seats remove procedure

SUPPLEMENT S4
Figure 12.3. – Battery cables connection

SUPPLEMENT S4

SUPPLEMENT S4
Chapter
55
Stabilator and Rudder

SUPPLEMENT S4
STABILATOR AND RUDDER

SUPPLEMENT S4
STABILATOR AND RUDDER
 Stabilator pre-installation procedure

 Stabilator installation procedure

SUPPLEMENT S4
STABILATOR AND RUDDER- POST-SHIPMENT ASSEMBLY INSTRUCTION
1.STABILATOR PRE-INSTALLATION PROCEDURE
Stabilator pre-installation
procedure
no. References
Task description
Check stabilator attachment points free from
1. deformation, corrosion and cracks
2. Check the Main bolt assemblies free from def-

amation and corrosion
2. STABILATOR INSTALLATION
Procedure
Step Stabilator installation Additional info &

3. Put the right half stabilator on the torque tube
Refer to basic manual, ATA
4. Screw the RH stabilator attachment (Spacer, 20 for correct torque value
washer, bolt, nut ) Refer to Figures 55.1. and
55.4.
Refer to basic manual, ATA
5. Put the left stabilator on torque tube and screw 20 for correct torque value
the LH stabilator attachment Refer to Figures 55.1.
and 55.4.
6. Screw two screws on the rear of the stabilator Refer to Figures 55.2.
7. Refer to basic manual, ATA

Connect the trim tab to the stabilator
55 and Figure 55.3.

SUPPLEMENT S4
Figure 55.1. – Stabilator attachment
Figure 55.2. – Stabilator rear side screws

SUPPLEMENT S4
Figure 55.3. – Stabilator-trim tab connection
Figure 55.4. – Stabilator assembling

SUPPLEMENT S4

SUPPLEMENT S4

SUPPLEMENT S4
Chapter
57
Wings

SUPPLEMENT S4
WINGS - POST SHIPMENT ASSEMBLY INSTRUCTION

SUPPLEMENT S4
 Wing pre-installation procedure

 Wing installation
 Ailerons control assembly
 Flaps control assembly
 Control cable and hoses pre-installation procedure
 Control cable and hoses installation procedure

SUPPLEMENT S4
1. WINGS PRE-INSTALLATION PROCEDURE
This chapter contains the wing pre-installation procedure.
Step Wing pre-installation Additional info &

Check wing and fuselage attachment points
1. free from deformation, corrosion and cracks
Check the Main bolt assemblies free from def-
2.
amation and corrosion
2. WINGS INSTALLATION
This chapter contains the complete procedure for wings installation.
For this operation are required minimum 3 persons, 1 person

in correspondence of the front spare attachment, 1 person in
correspondence of the rear spare attachment and 1 person in
WARNING correspondence of the tip for wing suspension.
On the wing to fuselage main fittings, there is a gap of about

1mm between the wing’s main spar lugs and the carrythrough.
This gap may be present either on the front side of the carry-
through or on the back side according to the wing to fuselage
NOTE incidence setting (regulated in Factory). Fill this gap using the
shim 96-1-108-1(refer to figure 57.1) according to the gap posi-
tion.
Procedure

SUPPLEMENT S4
Step Wing installation Additional info &
Remove the cover and the cap from the fuel
1.
lines (LH and RH side of fuselage)
Use 2xbolts, 1xshim, 4 alu-
2. Connect the LH wing on fuselage and place the minium washers,2x nuts
bolts in their original location Refer to Figures 57.1. and
57.2.
Use 2xbolts, 1xshim, 4 alu-
3. Connect the RH wing on fuselage and place the minium washers,2x nuts
bolts in their original location Refer to Figure 57.1. and
57.2.
Torque value front bolts (NAS 1308-28D): 100 Nm

Torque value rear bolts (M8): 24.6 Nm
Figure 57.1. – Wing attachment

SUPPLEMENT S4
Figure 57.2. – External wing attachment

SUPPLEMENT S4
3. AILERONS CONTROL ASSEMBLY
Step Aileron control assembly Additional info &

1. Remove seats
2. Remove cabin floor panels Refer to Figure 57.3
Use 2xbolts, 2xspacers,
2xaluminum washers and
3. Connect ailerons control applying bolts(4) 2xnuts,
Refer to Figure 57.4. and
57.5.
4. Refer to Figure 57.4. and

Connect the small bar (3) to the pushrods (5)
57.5.
Report a slippage marks at the end of installation

WARNING
Figure 57.3 – Floor cabin panels

SUPPLEMENT S4
Figure 57.4 –Ailerons control assembling
Figure 57.5. – Ailerons control – command lever connection

SUPPLEMENT S4
4. FLAPS CONTROL ASSEMBLY
Step Flaps control assembly Additional info &

Connect flaps control applying roller bearings Use:2xbolts, 2xaluminum

1. (6) that link push-pull rod (5) to flap control washers, 2xnuts
plate Refer to Figure 57.6.
2. Repeat for other side
Report a slippage marks at the end of installation

WARNING
Figure 57.6. – Flaps control assembling

SUPPLEMENT S4
5. CONTROL CABLES AND HOSES PRE-INSTALLATION PROCEDURE
Control cable and hoses pre-

installation
no. References
Task description
Check cables are free from deformation, corro-
1. sion and cracks
Check the bolts assemblies are free from de-
2.
formation and corrosion
6. CONTROL CABLES AND HOSES INSTALLATION
This chapter contains the complete procedure for control cable and hoses installation.
Procedure
Control cable and hoses
installation
no. References
Task description
Remove the protective cap and connect the fuel Refer to Figures 57.7. and
3.
system hoses (LH and RH side) 57.8.
Connect the fuel quantity sensors (TELEVEL)
wiring and the position lights wiring (LH and
4. Refer to Figures 57.7. and
RH side).
57.8.
Pay attention aligns the connectors with the
same placards.
Make distinctions between
static and dynamic lines: a low
pressure compressed air can
Marks the Pitot hoses in the LH wing, and help the lines distinction.
5.
connect this hoses to Pitot system
Note: the hoses in the fuselage
have a placard for the lines
distinction
Install Pitot system in the bottom side of LH Refer to basic manual, ATA
6.
wing 34

SUPPLEMENT S4
Control cable and hoses
installation
no. References
Task description
Connect the Pitot hoses between the wing and
fuselage of the system (LH side).
Pay attention to align the hoses of the fuselage
7. (with the placards), with the hoses of wing as Refer to Figure 57.7.
marked before.
(Connect the Pitot Heat connector, only if
‘VFR Night’ package is installed).
Connect stall warning device connector on RH
8. Refer to Figure 57.8.
wing.
Install fairings between the wings and fuse-
9.
lage
10. Install the wing’s composite root-leading edge
Install all cabin floor panels and all baggage

11. Refer to Figure 57.3.
compartment panels
12. Refer to chapter 12 in this

Install the seats (pilot and co-pilot)
document
13. Install the MLG and NLG fairings Refer to basic manual, ATA 32

SUPPLEMENT S4
Figure 57.7. – LH wing cable and hoses
Figure 57.8. – RH wing cable and hoses

SUPPLEMENT S4

SUPPLEMENT S4

SUPPLEMENT S4
Chapter
72
Engine

SUPPLEMENT S4
ENGINE

SUPPLEMENT S4
ENGINE
 Engine check
 Powerplant controls rigging

SUPPLEMENT S4
ENGINE - POST-SHIPMENT ASSEMBLY INSTRUCTION
1. ENGINE CHECK
Refer to Rotax maintenance manual 912 Series, part number 899735

SUPPLEMENT S4
2. POWER PLANT CONTROLS RIGGING
This chapter contains the complete procedure for power plant controls rigging.
Procedure
Power plant con- Additional

Step
trol rigging info &
no.
2. Open engine cowlings (upper and See Chapter 54

lower) of Basic MM
AIR-BOX CONTROL RIGGING
1. Connect airbox bowden cable to

airbox control lever
 Ensure that when

Carb. Heat knob
is full forward
(Off position),
air-box control
lever is fully
rightward (Refer
2. Check carburetor heat control to Figure 77.1.)
stroke
Carb. Heat knob
is full backward ,
air-box control
lever is fully
leftward (Refer to
Figure 77.2.)

SUPPLEMENT S4
Step
trol rigging info &
no.
Stroke adjustment.
 Remove airbox bowden cable
from air-box control lever
 Loosen nut
3.
 Screw/unscrew rod end bearing
to adjust cable as needed
 Screw nut to lock position
 Connect bowden cable to con-
trol lever.
4. Check carburetor heat control

stroke
CHOKE CONTROL RIGGING
1. Connect choke bowden cable to

choke control lever

choke knob is
fully upward ,
choke control
lever reaches the
relative stop
screw (Refer to
2. Figure 77.3.)
Check choke control stroke
choke knob is
fully downward ,
choke control
lever reaches the
relative stop
screw (Refer to
Figure 77.4.)

SUPPLEMENT S4
Step
trol rigging info &
no.
Stroke Adjusting
 move choke control cable from
choke control lever loosing nut
3.
 adjust cable as required
 Screw nut to lock position and
apply cable end
4. Check choke control stroke
THROTTLE CONTROL RIGGING
1. Connect throttle bowden cable to

throttle control lever

throttle knob is
fully forward ,
throttle control
lever is fully
forward (Refer to
2. Figure 77.5.)
Check throttle control stroke
throttle knob is
fully backward ,
throttle control
lever is fully
backward (Refer
to Figure 77.6.)
Stroke adjusting
 move throttle control cable from
throttle control lever loosing nut
3.
 adjust cable as required
 Screw nut to lock position and ap-
ply cable end
4. Check throttle control stroke

SUPPLEMENT S4
Figure 72.1. – Carb. Heat OFF

SUPPLEMENT S4
Figure 72.2. – Carb. Heat ON

SUPPLEMENT S4
Figure 72.3. – Choke OFF
Figure 72.4 – Choke ON

SUPPLEMENT S4
Figure 72.5. – Throttle maximum power
Figure 72.6 – Throttle minimum power

SUPPLEMENT S4

SUPPLEMENT S4
WIRING DIAGRAMS - POST-SHIPMENT ASSEMBLY INSTRUCTION

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Aircraft Maintenance Manual

Doc. No. 2002/30

Costruzioni Aeronautiche TECNAM srl

The technical content of this document is approved under the authority of

THIS PUBLICATION IS PROPERTY OF COSTRUZIONI AERONAUTICHE TECNAM s.r.l.

2nd Edition - Rev 5

2nd Edition - Rev 4

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03-00/17 Oil Capacity Values fixed

1 05-30/4 Lubrication Chart Updated

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2nd Edition, Rev 0 ..................... 29 September, 2015

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01-10 FOREWORD .................................................................................................................. 1

01-20 MANUAL BREAKDOWN AND ORGANIZATION ................................................................ 1

01-30 ABBREVIATIONS ............................................................................................................ 1

01-40 OCCURRENCE REPORTING INSTRUCTIONS ..................................................................... 1

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Additional information can be found in these documents:

 Components Maintenance and Operating Manuals for vendor equipment:

 Propeller Hoffmann Propellers AMM Handbook N° E 0110.74

Rotax manuals are available on web site: www.rotax-owner.com

Page 1 2nd Edition - Rev 0

The Maintenance Manual is divided into groups and chapters as follows:

06 Dimensions and Inspection Caps

55 Stabilator and Rudder

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The following is a list of the abbreviations used throughout this manual.

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The objective of Tecnam is to adopt appropriate security levels to be implemented to in service

Tecnam Office of Airworthiness

Tel: +39 0823 997538

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Section Page Edition / Revision

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