P68 Maintenance Manual

AMM10.
702-3
P.68R
MAINTENANCE MANUAL
- Applicable to P.68R aircraft from s/n 453 onwards -
The technical content of this document is approved under

the authority of DOA EASA.21J.009
with No. AS-MM/11/019 dated 27 December 2011
AMM10.702-3
Introduction
MAINTENANCE MANUAL P.68R
INTRODUCTION
DATE: 27 December 2011 Page 1

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Introduction
P.68R MAINTENANCE MANUAL
INTENTIONALLY BLANK PAGE
Page 2 DATE: 27 December 2011

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Introduction
LIST OF EFFECTIVE PAGES
This Section consists of the following pages:
Page 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Rev. - - 12 - 11 - - - 9 12 12 9 9 9
Insert latest changed pages, destroy superseded pages.
Rev. 12
AMM10.702-3
Introduction

AMM10.702-3
Introduction
1 FOREWORD
This Manual contains recommended ground handling, servicing and maintenance procedures, and
mandatory and recommended instructions for the Continued Airworthiness of the P.68R aircraft
manufactured by Vulcanair S.p.A., Naples, Italy.
These maintenance instructions provide the aicraft operator with a precise guidance for establishing his
own Maintenance Program subject to the approval of his local Airworthiness Authority.
Instructions and recommendations herein specified constitutes a knowledge-base on which an aircraft

specific maintenance program shall be developed by the operator for which he is responsible for
program’s content and intervals. Additional inspections or maintenance tasks may be required by
Airworthiness Directives and/or mandatory Service Bulletins.
Operators shall refer to all technical publications provided by the aircraft manufacturer and to all
installed parts or appliances applicable documents.
NOTE
Read carefully this Manual prior to start whatever maintenance
activity.
NOTE
The discarded materials and fluids used during the maintenance
activities should be disposed of in accordance with applicable
regulations.
WARNING
Work procedures described in this Manual call for the use of

substances and/or activities that may be injurious to health
if adequate precautions are not taken.
This Manual refers only to technical suitability and in no way
absolves the aircraft Operator from statutory and other legal
obligation relating to health and safety at any stage of
manufacture or use.
Rev. 11
DATE: 01 March 2018 Page 5
AMM10.702-3
Introduction
The information contained in this Manual have been divided into the following 15 Sections, each with
its own index and list of effective pages, that provide the user with a quick reference:
SECTION 1 - GENERAL DESCRIPTION
SECTION 2 - GROUND HANDLING
SECTION 3 - SERVICING
SECTION 4 - AIRWORTHINESS LIMITATIONS
SECTION 5 - TIME LIMITS MAINTENANCE CHECKS
SECTION 6 - STRUCTURES
SECTION 7 - FLIGHT CONTROLS
SECTION 8 - LANDING GEAR
SECTION 9 - FUEL SYSTEM
SECTION 10 - POWERPLANT
SECTION 11 - ELECTRICAL SYSTEM
SECTION 12 - COMMUNICATION AND NAVIGATION
SECTION 13 - INSTRUMENTS AND RELATED SYSTEMS
SECTION 14 - CABIN SYSTEMS AND EQUIPMENT
SECTION 15 - OPTIONAL SYSTEMS AND EQUIPMENT
Although the data in this Manual are correct at the time of issue, they will be supplemented and kept
current by revisions that shall be issued by Vulcanair as the need arises. Aircraft owners and operators
can download the revisions through appropriate registration to Vulcanair web-site www.vulcanair.com.
The material in the Maintenance Manual deals primarily with Vulcanair manufactured components,
and only secondary service information for vendor items are included. For detailed information
regarding the maintenance and or overhaul of installed OEM accessories and equipment, refer to the
relevant manufacturer documentation.

AMM10.702-3
Introduction
2 APPLICABILITY
This Maintenance Manual is applicable to P.68R aircraft from S/N 453 onwards.
NOTE
P.68R aircraft variants have their serial number composed of a
root of numerical digits plus a set of alphanumerical characters
beginning with ‘/’ character. Vulcanair wishes to clarify that the
aircraft serial number quoted on technical documentation refers
only to first numerical digits reported before the ‘/’ character.
For example:
Aircraft s/n: 999/FF  On technical documentation: 999.
3 REVISIONS AND TEMPORARY REVISIONS

From time to time, Vulcanair may issue permanent or temporary revisions aimed at keeping the
Manual updated in the light of continuing development. Advance technical information may be issued
in the form of a Service Instruction or a Service Letter.
Wherever possible, this advance information and/or any outstanding service inspection shall be
subsequently embodied in an appropriate revision.
The amended information in both types of revision shall be indicated by a vertical black line situated in
the external margin, adjacent to the relevant text. In the event that an entire Section or Chapter is
revised, this black line shall be omitted.
Temporary revisions shall be printed on yellow coloured paper for easy reference purposes, and
should be inserted facing the page(s) as indicated on the Temporary Revision cover page.
Whenever a temporary revision is incorporated into the Manual, the relevant record page is to be
compiled accordingly. It is recommended to make a copy of the blank record page to be used for
additional insertions when the initial page is completed. Permanent revisions shall be accompanied by
an updated record sheet compiled by Vulcanair. Should a revision require substitution of a complete
page, this page must be inserted into the relevant section and the following guidelines adhered to:
a) Replace superseded pages with the substitute page having the same page number.
b) Insert pages having page numbers followed by a small letter in direct alpha-numerical
sequence.

AMM10.702-3
Introduction
4 SERVICE BULLETINS
Technical data may also be augmented or changed through the issue of Service Bulletins.
Whenever an applicable Service Bulletin is incorporated into the Manual, the relative record page must
be compiled accordingly. It is recommended to make a copy of the blank record page to be used for
additional insertions when the initial page is completed.

AMM10.702-3
Introduction
LOG OF REVISIONS
REV. REF. APPROVAL

REVISED PAGES DATED
No. No. Dated
3; 9; 5-3; 5-5; 5-6; 5-8; from 5-14 to 5-32; from
5-37 to 5-41; 6-3; 6-7; 7-3; 7-5; 7-6; 7-35; 9-3;
9-40; 11-3; 11-33; 11-39; 11-40; 12-3; 12-80;
12-81; 12-84; 12-88; 12-90; 12-91; 12-101; Under Authority of DOA
12-102; 12-108; 12-110; 13-3; 13-7; 14-3; 14-5; 13 Nov. 13 Nov.
1 EASA.21J.009
14-6; 14-7 2012 2012
with No. AS-MM/12/018
Added pages:
from 6-81 to 6-84; from 7-39 to 7-54; from
14-23 to 14-52
Under Authority of DOA
3; 9; 5-3; 5-7; 5-8; 8-3; 8-7; 8-8; 8-11; 8-12; 10 May 10 May
2 EASA.21J.009
8-35; from 8-65 to 8-86; 11-3; 11-40 2013 2013
3; 9; 1-3; 1-14; 5-3; 5-5; 5-6; from 5-33 to 5-39;
5-42; 6-3; 6-5; 6-6; 6-7; from 6-40 to 6-66; 9-3;
9-5; from 9-20 to 9-36; from 9-41 to 9-44; 11-3; Under Authority of DOA
11-33; 11-34; 11-39; 11-40; 13-3; 13-5; 13-13; 25 Sep. 25 Sep.
3 EASA.21J.009
13-14; 15-3; 15-8; 15-80 2013 2013
Added pages:
5-43; 5-44; from 9-45 to 9-48; 15-81; 15-82
3; 9; 11-3; 11-39; 11-40; 15-3; 15-8 Under Authority of DOA
07 Oct. 10 Oct.
4 Added pages: EASA.21J.009
2013 2013
from 15-83 to 15-86 with No. AS-MM/13/004
28 Oct.
3; 9; 1-3; 1-5; 1-11; 1-14; 5-3; 5-8; 10-3; 10-32 EASA.21J.009
2014
16 Oct. with No. AS-MM/14/002
5
2014
FAA Approval 28 Oct.
RESERVED PAGES
ref. TCDS A31EU rev.23 2014
3; 9; 5-3; 5-28; 5-30; 6-3; 6-6; 6-7; 6-10; 6-26;

from 6-55 to 6-75; 11-3; 11-13; 11-19; 11-35; 07 Nov. Under Authority of DOA 07 Nov.
6 EASA.21J.009
11-39; 11-40; 12-3; 12-7; 12-86; 12-91; 12-102; 2014 2014
15-3; 15-70 with No. AS-MM/14/003
3; 9; 10; 5-3; from 5-28 to 5-33; 5-43; 11-3;

11-40; 12-3; 12-8; 12-80; 12-102; 12-116; 15-3;
15-8; 15-81; 15-86 27 Jul. Under Authority of DOA 08 Sep.
7 EASA.21J.009
Inserted TR-001: 5-15 2016 2016
Added pages:
from 12-117 to 12-122; from 15-87 to 15-94
12 Dec. 19 Dec.
8 3; 9; 5-3; 5-10; 5-11; from 5-14 to 5-35 EASA.21J.009
2016 2016
Rev. 9
DATE: 05 April 2017 Page 9
AMM10.702-3
Introduction
LOG OF REVISIONS
REV. REF. APPROVAL

REVISED PAGES DATED
No. No. Dated
3; from 9 to 14; 8-3; 15-3 Under Authority of DOA
05 Apr. 05 Apr.
Inserted TR-002: EASA.21J.009
2017 2017
9 8-18; 8-19; 8-51; 8-52; 8-87; 15-15 with No. AS-MM/17/021
4-3; from 4-7 to 4-11; 4-14; 5-3; from 5-33 to 12 Jan. 28 Mar.
EASA No.10061439
5-36 2017 2017
3; 10; 5-3; 5-35; 6-3; from 6-26 to 6-33; 9-3;
from 9-5 to 9-9; 9-20; 9-21; from 9-23 to 9-48;
11-3; 11-23; 11-28; from 11-30 to 11-32; from Under Authority of DOA
14 Jul. 20 Jul.
10 11-37 to 11-40; 15-3; 15-11 EASA.21J.009
2017 2017
Added pages:
from 9-49 to 9-54
3; 5; 10; 3-3; 3-5; 3-14; 3-21; 3-23; 8-3; 8-7; 8-8;
8-63; 8-68; 8-69; 8-70; 8-75; 8-76; from 8-85 to Under Authority of DOA
8-96 01 Mar. 19 Apr.
11 EASA.21J.009
2018 2018
Added pages: with No. AS-MM/18/004
8-97; 8-98
3; 10; 11; 3-3; 3-20; 5-3; 5-5; 5-6; from 5-27 to
5-44; 8-3; 8-18; 8-19; 8-51; 8-52; 8-91; 9-3; 9-5;
9-6; 9-8; from 9-24 to 9-26; from 9-47 to 9-49;
11-3; from 11-32 to 11-34; 13-3; 13-12; 13-13;
14-3; 14-5; 14-6; 14-25; 14-26; 14-30; 14-33; 14-
37; from 14-41 to 14-43; from 14-45 to 14-52; 12 Dec. 10 Jan.
12 EASA.21J.009
15-3; from 15-5 to 15-9; 15-11; 15-13; from 15-17 2019 2020
with No.
to 15-20; 15-59
AS-MM/19/008
Inserted TR-003, TR-004, TR-005, TR-006 and
TR-007
Section 12: complete reprint
Added pages: 14-53 and 14-54
Rev. 12
AMM10.702-3
Introduction
RECORD OF TEMPORARY REVISIONS

(Revisions not requiring EASA Approval)
(To be compiled by aircraft Operator)
REV. No. ISSUE DATE INSERTION DATE BY
TR-001 12 Nov. 2015 27 July 2016 Vulcanair S.p.A.
TR-002 04 Apr. 2017 05 Apr. 2017 Vulcanair S.p.A.
TR-003 18 Jun. 2018 12 Dec. 2019 Vulcanair S.p.A.
TR-004 18 Jun. 2018 12 Dec. 2019 Vulcanair S.p.A.
TR-005 19 Jul. 2018 12 Dec. 2019 Vulcanair S.p.A.
TR-006 20 Nov. 2018 12 Dec. 2019 Vulcanair S.p.A.
TR-007 04 Jul. 2019 12 Dec. 2019 Vulcanair S.p.A.
Rev. 12
AMM10.702-3
Introduction
LIST OF APPLICABLE SERVICE BULLETINS

(To be compiled by aircraft Operator)
SERVICE ISSUE REVISION INCORP.

SUBJECT
BULLETIN No. DATE No. DATE
Rev. 9
Page 12 DATE: 05 April 2017
AMM10.702-3
Introduction
5 USE OF NOTES, CAUTIONS AND WARNINGS

Notes, cautions and warnings shall be used to indicate important and/or critical instructions and shall
be used for the following condition:
NOTE
An operating procedure, technique or maintenance practice
which is considered essential to emphasize.
CAUTION

which may result in a minor damage if not carefully followed.
WARNING

which may result on personal injury or loss of life if not
carefully followed.
Rev. 9
DATE: 05 April 2017 Page 13
AMM10.702-3
Introduction
6 UNITS OF MEASUREMENT
On this Manual the basic units of measure are those of the Standard International (SI) system.
In order to better support the performing of the current maintenance activities all the numerical values
have been converted to U.S. system and reported within brackets beside the SI values.
On some illustrations the SI dimensional measures have not been converted for graphical reasons. A
table with the conversion factors for the most common units of measure is reported hereunder.
S.I. UNITS CONVERSION FACTOR U.S. UNITS
Length Length
Meter [m] [m] x 3.2808 = [ft] Foot [ft]
Millimeter [mm] [mm] / 25.4 = [in] Inch [in]
Surface Surface
Square meter [sq m] [sq m] x 10.7639 = [sq ft] Square feet [sq ft]
Square millimetre [sq mm] [sq mm] / 645.16 = [sq in] Square inch [sq in]
Weight/Mass Weight/Mass
Kilogram [kg] [kg] x 2.2046 = [lb] Pound [lb]
Volume Volume
Liter [l] [l] / 3.7854 = [US gal] US gallon [US gal]
Torque Torque
Newton meter [Nm] [Nm] / 1.3558 = [lb ft] Pound foot [lb ft]
[Nm] x 8.8508 = [lb in] Pound inch [lb in]
Pressure Pressure
Bar [bar] [bar] x 14.50 = [psi] Pound/sq.inch [psi]
Rev. 9
Page 14 DATE: 05 April 2017
AMM10.702-3
Section 6
SECTION 6
STRUCTURES
DATE: 27 December 2011 Page 6 - 1

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Page 6 - 2 DATE: 27 December 2011

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DATE: 14 July 2017 Page 6 - 3
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Section 6

AMM10.702-3
Section 6
TABLE OF CONTENTS
DESCRIPTION PAGE
1 WING ........................................................................................................................................9
1.1 DESCRIPTION..................................................................................................................9
1.2 MAINTENANCE PRACTICES ..........................................................................................9
1.2.1 REMOVAL OF WING TIP .............................................................................................9
1.2.2 INSTALLATION OF WING TIP .....................................................................................9
1.2.3 REMOVAL OF WING LEADING EDGE ......................................................................12
1.2.4 INSTALLATION OF WING LEADING EDGE ..............................................................14
1.2.5 REMOVAL OF AILERON ............................................................................................15
1.2.6 INSTALLATION OF AILERON ....................................................................................15
1.2.7 REMOVAL OF WING FLAP ........................................................................................15
1.2.8 INSTALLATION OF WING FLAP ................................................................................15
1.2.9 REMOVAL OF WING ..................................................................................................18
1.2.10 INSTALLATION OF WING ..........................................................................................19
1.2.11 SPECIAL INSPECTION ON WING STRUCTURE ......................................................20
2 FUSELAGE .............................................................................................................................26
2.1 DESCRIPTION................................................................................................................26
2.2 MAINTENANCE PRACTICES ........................................................................................26
2.2.1 WING/FUSELAGE ATTACHMENT BOLTS AND BRACKETS ...................................26
2.2.2 REMOVAL OF WINDSHIELD .....................................................................................26
2.2.3 INSTALLATION OF WINDSHIELD .............................................................................27
2.2.4 REMOVAL OF PILOT SIDE WINDOW .......................................................................34
2.2.5 INSTALLATION OF A NEW PILOT SIDE WINDOW ..................................................34
2.2.6 REMOVAL OF ENTRANCE DOOR WINDOW ...........................................................36
2.2.7 INSTALLATION OF ENTRANCE DOOR WINDOW ...................................................36
2.2.8 REMOVAL OF SIDE WINDOWS ................................................................................37
2.2.9 INSTALLATION OF NEW SIDE WINDOWS ...............................................................37
2.2.10 CLEANING OF CLEAR PLASTIC WINDSHIELD AND WINDOWS ............................39
2.2.11 DESCRIPTION OF LATCH SYSTEM ASSY...............................................................40
2.2.12 REMOVAL OF ENTRANCE DOOR ............................................................................45
2.2.13 INSTALLATION OF ENTRANCE DOOR ....................................................................45
2.2.14 ADJUSTMENT OF ENTRANCE DOOR......................................................................45
2.2.15 REMOVAL OF ENTRANCE DOOR LATCH MECHANISM ........................................45
Rev. 3
DATE: 25 September 2013 Page 6 - 5
AMM10.702-3
Section 6
TABLE OF CONTENTS
DESCRIPTION PAGE
2.2.16 INSTALLATION OF ENTRANCE DOOR LATCH MECHANISM ................................ 45

2.2.17 REMOVAL OF BAGGAGE DOOR ............................................................................. 46
2.2.18 INSTALLATION OF BAGGAGE DOOR ..................................................................... 46
2.2.19 REMOVAL OF BAGGAGE DOOR LATCH MECHANISM.......................................... 46
2.2.20 INSTALLATION OF THE BAGGAGE DOOR LATCH MECHANISM ......................... 46
2.2.21 REMOVAL OF THE CREW DOOR ............................................................................ 47
2.2.22 INSTALLATION OF THE CREW DOOR .................................................................... 47
2.2.23 REMOVAL OF THE CREW DOOR LATCH MECHANISM ........................................ 47
2.2.24 INSTALLATION OF THE CREW DOOR LATCH MECHANISM ................................ 47
2.2.25 EMERGENCY EXIT DESCRIPTION .......................................................................... 55
3 EMPENNAGE GROUP .......................................................................................................... 58
3.1 DESCRIPTION ............................................................................................................... 58
3.2 MAINTENANCE PRACTICES ........................................................................................ 58
3.2.1 REMOVAL OF STABILATOR..................................................................................... 58
3.2.2 INSTALLATION OF STABILATOR............................................................................. 58
3.2.3 INSPECTION ON STABILATOR STRUCTURE ......................................................... 60
3.2.4 REMOVAL OF TORQUE TUBE ASSEMBLY ............................................................. 61
3.2.5 INSTALLATION OF TORQUE TUBE ASSEMBLY ..................................................... 61
3.2.6 REMOVAL OF TORQUE TUBE ................................................................................. 62
3.2.7 INSTALLATION OF REMOVED TORQUE TUBE ...................................................... 63
3.2.8 OVERHAUL OF STABILATOR TORQUE TUBE........................................................ 65
3.2.9 INSTALLATION OF NEW STABILATOR TORQUE TUBE ........................................ 66
3.2.10 REMOVAL OF STABILATOR TRIM TAB ................................................................... 68
3.2.11 INSTALLATION OF STABILATOR TRIM TAB ........................................................... 68
3.2.12 STABILATOR TRIM TAB FREE PLAY....................................................................... 68
3.2.13 REMOVAL OF RUDDER............................................................................................ 68
3.2.14 INSTALLATION OF RUDDER.................................................................................... 69
3.2.15 RUDDER HINGES INSPECTION .............................................................................. 69
3.2.16 REMOVAL OF RUDDER TRIM TAB .......................................................................... 70
3.2.17 INSTALLATION OF RUDDER TRIM TAB .................................................................. 70
3.2.18 REMOVAL OF VERTICAL FIN................................................................................... 71
3.2.19 INSTALLATION OF VERTICAL FIN........................................................................... 72
Rev. 6
Page 6 - 6 DATE: 07 November 2014
AMM10.702-3
Section 6
TABLE OF CONTENTS
DESCRIPTION PAGE
4 CONTROL SURFACE BALANCING ......................................................................................72

4.1 STABILATOR BALANCING ............................................................................................73
4.1.1 STEP 1 - FREEING STABILATOR FROM ITS CONTROL SYSTEM .........................73
4.1.2 STEP 2 - CHECKING FOR BALANCE .......................................................................73
4.1.3 STEP 3 - BALANCING OF STABILATOR ..................................................................73
4.1.4 STEP 4 - PROCEDURE FOR FITMENT OF ADDITIONAL BALANCING WEIGHT FOR
TAIL HEAVY STABILATOR ....................................................................................................75
4.2 RUDDER BALANCING ...................................................................................................76
4.2.1 STEP 1 - REMOVAL OF RUDDER FROM AIRCRAFT ..............................................76
4.2.3 STEP 3 - BALANCING OF RUDDER .........................................................................76
4.3 AILERON BALANCING...................................................................................................79
4.3.1 STEP 1 - REMOVAL OF AILERON FROM AIRCRAFT ..............................................79
4.3.3 STEP 3 - BALANCING OF AILERON .........................................................................79
5 CARBON FIBER FAIRINGS ...................................................................................................81
5.1 DESCRIPTION AND OPERATION .................................................................................81
5.2 MAINTENANCE PRACTICES ........................................................................................83
5.2.1 NDT INSPECTION OF CARBON FIBER FAIRINGS ..................................................83
5.2.2 REPAIRS OF CARBON FIBER FAIRINGS.................................................................83
Rev. 6
DATE: 07 November 2014 Page 6 - 7
AMM10.702-3
Section 6

AMM10.702-3
Section 6
1 WING
1.1 DESCRIPTION
Each wing is a full cantilever semi-monocoque type construction with removable aluminium leading
edge and tip. A fuel tank of the integral type is located in each wing outside the engine nacelle. An
aileron, flap, and power plant are attached to each wing. The wings are connected to each other at the
centre by means of steel plate joints and are connected to the fuselage with attachment brackets to
front and rear spars.
1.2 MAINTENANCE PRACTICES
Major sub-assemblies and the wing may be removed individually or the wing may be removed as a
unit.
1.2.1 REMOVAL OF WING TIP

(Refer to Figure 6-2)
(1) Remove the navigation light.

(2) Disconnect the ground lead at the connection near the aileron mass-balance weight.
(3) Remove screws holding the wing tip to the wing.
(4) To remove the screws holding the wing tip to the wing leading edge it is necessary to bring
them in evidence along the tip boundary line making the stucco crack by means of strokes.
(5) Remove the wing tip from the wing as much as it is sufficient to disconnect the ground lead
fore terminal. then remove the wing tip.
1.2.2 INSTALLATION OF WING TIP

(1) Bring the wing tip near the wing to connect the ground lead fore terminal to the wing.
(2) Put in place the wing tip and install the screws around the tip.
(3) Connect the navigation light leads and install the navigation light.
(4) Connect the ground lead rear terminal to the wing.
(5) Install the screws around the tip.

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Section 6
-- REFER TO FIGURE 6-6 --
Figure 6-1 (sheet 1) Wing
Rev. 6
AMM10.702-3
Section 6
Figure 6-1 (sheet 2) Wing

AMM10.702-3
Section 6
1.2.3 REMOVAL OF WING LEADING EDGE

1.2.3.1 Leading edge outside the engine nacelle

(1) Open leading edge inspection panels.
(2) Disconnect all the ground leads.
(3) Disconnect the wire terminals from the landing lights for the LH leading edge; disconnect the
wire terminals from the stall warning switch for the RH leading edge.
(4) Remove the engine cowlings.
(5) Disconnect the air cabin hoses.
(6) Disconnect the fuel tube between fuel selector and fuel filter.
(7) Disconnect tubes from de-icing boot, if installed.
(8) Remove screws holding the leading edge to the wing.
(9) Remove leading edge.
1.2.3.2 Leading edge inside the engine nacelle

(1) Remove the wing-fuselage fillets.
(2) Remove engine cowlings.
(3) Disconnect the air cabin hose from the valve located outside the leading edge, near the
engine tubular mount.
(4) Disconnect air cabin hoses, fuselage area.
(5) Disconnect the control cable from the air valve.
(6) Disconnect the ground leads.
(7) Remove screws holding the leading edge to the wing.
(8) Remove the leading edge.

AMM10.702-3
Section 6
Figure 6-2 Wing tip and leading edge

AMM10.702-3
Section 6
1.2.4 INSTALLATION OF WING LEADING EDGE

1.2.4.1 Leading edge outside the engine nacelle

(1) Put in place the leading edge and install the screws along the wing span (top and bottom).
(2) Connect all the ground leads to the wing front spar.
(3) Connect the wire terminals to the landing lights for the LH wing, and to the stall warning
switch for the RH wing.
(4) Connect the air cabin hoses.
(5) Connect the fuel tube between fuel selector and fuel filter.
(6) Connect tubes to de-icing boot, if installed.
(7) Install all the screws holding the leading edge to the wing.
(8) Inspection panels can be secured in place.
(9) Engine cowlings can be installed.
1.2.4.2 Leading edge inside the engine nacelle

(1) Connect the air cabin hoses to valve located outside the leading edge, near the engine
nacelle.
(2) Connect air cabin hoses fuselage area.
(3) Connect control cable to the air valve.
(4) Connect ground leads.
(5) Install all the screws holding the leading edge to the wing.
(6) Engine cowlings can be installed.
(7) Wing-fuselage fillets can be installed.

AMM10.702-3
Section 6
1.2.5 REMOVAL OF AILERON

(1) Disconnect the aileron control rod at the center hinge by removing nut, washer and bolt.
(2) Support the aileron and disconnect the inboard, outboard and center aileron hinges by
removing nuts, washers and hinge bolts.
1.2.6 INSTALLATION OF AILERON

(1) Position the aileron in the wing and install bolts, washers and nuts at the hinges.
(2) Connect aileron control rod to the aileron at the centre hinge brackets with bolt, washer and
nut.
(3) Connect ground lead to the centre hinge bracket.
1.2.7 REMOVAL OF WING FLAP

(1) Fully extend the flaps and remove bolt, washer and nut from the control rod end.
(2) Support the flap and disconnect the four flap hinges by removing nuts, washers and hinge
bolts.
(3) Pull the flap straight back off the wing.
1.2.8 INSTALLATION OF WING FLAP

(1) Place the wing flap into its proper position and insert hinge bolts, washers and nuts.
(2) With the flap control in the full flap position 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.

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Section 6
Figure 6-3 Aileron

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Section 6
Figure 6-4 Wing flap

AMM10.702-3
Section 6
1.2.9 REMOVAL OF WING
(1) Set all switches OFF and ground the aircraft.

(2) Remove:
(a) Central seats, rear bench, baggage bulkhead, carpets, rear fresh air outlets and cabin
ceiling.
(b) Battery.
(c) Front and aft wing-fuselage fillets.
(d) Central panel on wing top jointing engine cowlings engines (see engine removal in the
Section 10).
(e) Wing leading edges inside the engine nacelles.
NOTE
It is suggested to remove engines to avoid certain difficulties in
lifting the wing-engines assembly from the fuselage (see
following item 16).
(3) Disconnect warm and fresh air hoses at wing roots.

(4) Disconnect aileron control cable at the turnbuckles under fuselage floor.
(5) Disconnect all electrical wirings from sockets (located on front spar).
NOTE
To facilitate reinstallation of control cables, power plant controls,
and fuel lines, mark cable and line ends in some identifying
manner and attach a line where applicable to cables before
drawing them through the fuselage or wing.
(6) Disconnect the fuel selector control cables from both RH and LH fuel selectors and unthread
them at grease nipples located alongside the girder between front spar and fuselage top.
(7) Unscrew the girder from the fuselage.
(8) Disconnect fuel flow, oil pressure and manifold pressure tubes.
CAUTION
To prevent damages or contamination of fuel and hydraulic lines,

place a protective cover over line fittings and ends.
(9) Disconnect vacuum system tubes.

(10) Disconnect de-icing system tubes, if installed.
(11) Check for no other connection between fuselage and wing.
(12) Place two suitable padded adjustable cradles under the wings just outside the engine and
along rib riveting lines.

AMM10.702-3
Section 6
(13) Remove the four wing-fuselage attachment nuts and washers.

(14) Adjust cradles to somewhat rise the wing and start to push wing-fuselage attachment bolts out
of the brackets by means of light strokes with a wood hammer. If the single bolt is hard to be
slid into brackets, adjust cradle as required. Then remove bolts.
(15) Lift the wing and remove it from the fuselage by means of cradles or other suitable device.
(16) In case one intends to leave engine in place, the wing lifting should be performed by means of
two hoisting devices at the engine lifting strap in addition to cradles specified in item (12). Of
course, all control cables should be previously disconnected from engines.
CAUTION
When lifting the wing-engine assembly care should be taken to

approximately lift the engine as much as the wing. Due to
obvious difficulties, item (14) should allow the sliding of any
single bolt and require adjustment for any single bolt.
1.2.10 INSTALLATION OF WING

(Refer to Figures 6-1 and 6-2)
This procedure refers to the wing removed as per paragraph 1.2.9.
(1) Ascertain that the fuselage is solidly positioned on a cradle.

(2) Support the wing as specified in paragraph 1.2.9 items (12) and (14).
(3) Put in place the wing for installation.
(4) Adjust wing cradles as required to slide the wing into position on the fuselage until the wing-
fuselage attachments result aligned to each other, then insert bolts with washer under head.
(5) Install washers and nuts of the attaching bolts and torque bolts in accordance with
specifications given in Figure 6-1.
(6) Install engine (Refer to engine installation in the Section 10).
(7) For all the remaining reverse the removal procedure referring to schemes in the pertinent
Sections.
(8) Check rigging and central cable tension of the ailerons (Refer to Section 7).
(9) Check flap rigging (Refer to Section 7).
(10) Refill hydraulic lines.

AMM10.702-3
Section 6
1.2.11 SPECIAL INSPECTION ON WING STRUCTURE
In this paragraph are reported the instructions to perform special inspection on wing structure,
prescribed at 6000, 12000 and 18000 flight hours by an Airworthiness Limitation as per Section 4.
1.2.11.1 Inspections in areas 1 and 3

(Refer to Figures 6-5 through 6-8)
NOTE
The following instructions refer to both wing structures.
(1) Switch OFF all electrical loads, remove the baggage bulkhead and disconnect the battery
wires (negative wire first).
(2) Referring to removal procedures laid out in this Manual, remove:
(a) The cabin ceiling panel in the wing area and soundproof material if present.
(b) The wing to fuselage fillets and the upper centre fairing.
(c) The engine cowlings.
(d) The inboard and outboard wing leading edges.
(e) The inspection access covers under the wing skin, near the wing root.
(3) Position a trestle with height adjustable cradles under each left and right wing in
correspondence with ribs No.17.
(4) Referring to Figure 6-6 DETAIL A, one at time remove the two nearest wing centre line
fastening bolts from the front spar upper and lower caps joining plates and, with the aid of 10x
magnifying glass, carry out a visual inspection of the removed bolts for corrosion and cracks.
In any case discard the removed bolts to be replaced with new ones.
(5) Using a rigid boroscope of an appropriate diameter, positioned at a right angle with a visual
angle of 60 degrees, perform a visual inspection of the holes for corrosion and cracks.
(6) If during above inspections, severe corrosion and/or cracks are found, one at time remove all
the remaining bolts and inspect the bolts and holes as per the previous steps (4) and (5)
respectively. In any case discard the removed bolts to be replaced with new ones. Repair the
damaged wing structure in accordance with the Repair Procedures laid out in the FAA AC
43.13-1B para. 4-59.
(7) In absence of damage, referring to Figure 6-6, install new bolts in replacement of the
previously removed ones, interposing a film of corrosion inhibitive compound (Specification
MIL-PRF-8116). Torque to 27,91÷30,84 Nm (247÷273 lb.in).
(8) Referring to Figure 6-6 DETAIL B, one at time remove the two nearest wing centre line
fastening bolts, from the rear spar upper and lower caps joining plates and, with the aid of
10x magnifying glass, carry out a visual inspection of the removed bolts for corrosion and

AMM10.702-3
Section 6
cracks. In any case discard the removed bolts to be replaced with new ones.
(9) Using a rigid boroscope of an appropriate diameter, positioned at a right angle with a visual
angle of 60 degrees, perform a visual inspection of the holes for corrosion and cracks.
(10) If during above inspections, severe corrosion and/or cracks are found, one at time remove all
the remaining bolts and inspect the bolts and holes as per the previous step (8) and (9)
respectively. In any case discard the removed bolts to be replaced with new ones. Repair the
damaged wing structure in accordance with the Repair Procedures laid out in the FAA AC
43.13-1B para. 4-59.
(11) In absence of damage, referring to Figure 6-6, install new bolts in replacement of the
previously removed ones, interposing a film of corrosion inhibitive compound (Specification
MIL-PRF-8116). Torque to 27,91÷30,84 Nm (247÷273 lb.in).
(12) Carry out a detailed visual inspection of the front and rear spar caps and spar webs in the
Areas 1 and 3 in Figure 6-5. In particular, after to have cleaned the area from eventual dirty,
visually inspect the front and rear spar lower caps in the attachment to fuselage zone, for
corrosion and absence of fatigue crack, using a magnifying glass 5x and a powerful light
source (see Figure 6-7), positioning the light beam with an angle from 5° to 45° (see Figure 6-
8).
(13) If a cracks is detected, contact Vulcanair for the corrective action to be taken.
(14) In absence of damage, where necessary, clean the wing areas with Methyl-Ethyl-Ketone or
equivalent cleaning solvent and touch up them with epoxy primer (Specification MIL-PRF-
23377).
(15) In every case communicate to Vulcanair the results of the inspection performed.
1.2.11.2 Inspections in area 2

(1) Using a suitable boroscope, through the lateral gaps between the engine firewall and the wing
front spar, inspect the wing spar web and spar caps for cracks and corrosion in the areas
behind the firewall.
(2) Open the two inspection access covers located at the rear and under the engine nacelles.
(3) Using a suitable boroscope, through the inspection holes under the engine nacelles,
previously opened, accurately inspect the areas of the front and rear spars on the inside of
the wing box for corrosion and cracks, as well as the relative wing rib attachments.
(4) With the aid of a powerful light source and 10x magnifying glass, visually inspect all the
accessible areas of the wing spars for cracks and corrosion.
(5) Should any damage be detected, as a result of the above inspections, repair in accordance
with the Repair Procedure laid out in the FAA AC 43.13-1B para. 4-59.

AMM10.702-3
Section 6
(6) Referring to installation procedures laid out in this Manual, reinstall the left and right inboard
and outboard wing leading edges, the engine cowlings and all the previously removed items.
Close all the opened inspection access holes.
1. Spar area between the wing to fuselage attachments.
2. Spar area near the nacelle firewall and its adjacent areas.
3. Spar area between the wing root and engine mount.
Figure 6-5 Spar Areas for Non Destructive Inspections (NDI)

AMM10.702-3
Section 6
Figure 6-6 Wing spar inspection

AMM10.702-3
Section 6
Figure 6-7 Wing spar details for inspection

AMM10.702-3
Section 6
Figure 6-8 Visual inspection method

AMM10.702-3
Section 6
2 FUSELAGE
2.1 DESCRIPTION
The P.68R is a metal semi-monocoque structure. The fuselage consists of bulkheads, stringers and
stiffeners, to which all of the outer skin is riveted. Windows include an acrylic single formed windshield,
which meet ASTM-D4802 specifications, and six side windows. Cabin entrance door is located to the
LH of the fuselage. An access door to the baggage compartment is located just aft the right wing. A
crew door is provided on the RH side of the fuselage just aft of the windshield.
2.2.1 WING/FUSELAGE ATTACHMENT BOLTS AND BRACKETS
(Every 1500 flight hours or 5 years, whichever occurs first)
(1) Place a trestle with height adjustable cradles under each LH and RH wing rib No.17.
(2) One at a time remove the front and rear fuselage/wing attaching bolts and, using a rigid
boroscope of an appropriate diameter, properly positioned with a visual angle of 60 degrees,
perform a detailed visual inspection of the attaching holes for corrosion and cracks.
(3) In absence of damage, install new bolts as a replacement of the ones previously removed,
interposing a film of corrosion inhibitory compound (Specification MIL-PRF-8116).
(4) Torque to 6.17-6.82 Kgm (535-592 lb.in) the front attachments and to 3.80-4.19 Kgm (330-364
lb.in) the rear ones.
2.2.2 REMOVAL OF WINDSHIELD
NOTE
All components removed from the aircraft and requiring
reinstallation, must be properly labelled and stored.
(1) Turn all electrical switches OFF and disconnect the battery cables (negative terminal first).
(2) Remove the instrument panel cover.
(3) Cover the instrument panel to prevent foreign material from entering radios and instruments
avoiding their damage.
(4) Position the fuel selector knobs in the “ENG. SHUT-OFF” position and remove them. Assure
during all the work the “ENG. SHUT-OFF” position of the fuel controls, for the subsequent
reinstallation of the fuel selector knobs.
Rev. 10
Page 6 - 26 DATE: 14 July 2017
AMM10.702-3
Section 6
(5) Remove the overhead panel just enough to gain access to its back side and disconnect the
electrical connections and cockpit fresh air outlets/duct connection. Remove the overhead
panel.
(6) Remove all the cabin upholstery panels in the concerned areas.
(7) Remove all the screws, washers and nuts and all the internal and external and external
removable retainers securing the windshield in place. Remove the windshield.
(8) Remove the old sealant completely from the retainers and from the concerned areas of the
fuselage skins. Clean with Methyl-Ethyl-Ketone or equivalent cleaning solvent and where
necessary, touch up with Alodine 1200 (MIL-C-5541), then with Epoxy Primer (MIL-PRF-
23377).
2.2.3 INSTALLATION OF WINDSHIELD
2.2.3.1 Preliminary instructions

(1) Acrylic windshield is tough BUT IT IS NOT UNBREAKABLE. Use care in handling and
working.
(2) A band saw it the most common way to trim the edges of aircraft windshield. Use a blade with
at least 24 teeth per inch and a high speed - about the same speed as is used for wood.
(3) DO NOT USE RECIPROCATING SAWS, SUCH AS SABER SAWS
(4) A high speed router may be used for trimming, however a fixture guide or a very steady hand
is required to use this method.
(5) To remove smaller amounts from the edge, generally 3,2 mm (1/8 inch) or less, a hand held
disk sander may be used. A medium grit paper, and very light pressure on the disk sander
produces good results. A belt sander may be used.
(6) Hand tools, such as files, hand saws, sandpaper may be used. Be careful, any binding of
saws or files may cause breakage.
(7) Before installing the windshield, carefully smooth the edges to remove notches. Acrylics are
notch sensitive.
(8) Any drilling must be done with acrylic drill bits that are especially sharpened for the purpose.
2.2.3.2 Procedure
(1) Using the old windshield as a contour jig, trim the new windshield panel as required. To avoid
trimming of too much material, position the old windshield with its outer surface in contact with
the inner surface of the new windshield.
Rev. 10
AMM10.702-3
Section 6
(2) Position the new windshield panel on the aircraft adjusting it if necessary in order to assure a
clearance of about 3 through 6 mm (0.12 through 0.24 in) around all the contour of the
windshield so to allow for its expansion and contraction. Temporarily lock the new windshield
panel in place.
(3) Copying from the existing holes on the fuselage skins, mark the all the attachment holes on
the windshield panel. Mark the coupling area on the windshield panel from where protective
film is to be removed to allow the subsequent sealing procedure.
(4) Remove the new windshield panel and on work bench, drill 9 mm (0.35 in) diameter holes in
the marked position.
(5) Remove the protective film from all along the coupling area on both sides of the windshield
panel, and for 3 mm (0.12 in) more on the outer surface to allow the subsequent sealing
procedure.
(6) Install the sealant tape p/n NV7.001-11 inside the windshield retainers and on concerned
areas of the fuselage skins as previously. Referring to Detail “a” in Figure 6-9, leave about 3
mm (0.12 in) free area inside the external retainer/fuselage skins which will be filled later on
with POLIBOND Polyurethane Sealant.
(7) Reposition the new windshield panel on the aircraft and lock it temporarily in place. Install new
rubber bushings p/n NOR7.035-5 and install the windshield retainers using the screws
previously removed. Tighten the screws to ensure a secure installation, then loosen the
screws one full turn to allow for windshield expansion and contraction.
(8) Mask the windshield area for about 2 mm (0.08 in) outer of the contour of the external
retainer/fuselage skins and, referring to Detail “a” in Figure 6-9, seal with POLIBOND
Polyurethane Sealant, filling 3 mm (0.12 in) free area inside the retainers/fuselage skins and 2
mm (0.08 in) area outer of the contour of the retainer/fuselage skins.
(9) Remove the masking tape and the protective film from the windshield panels and if necessary
clean in accordance with the instructions in paragraph 2.2.10 hereunder.
(10) Where necessary, touch up the external retainer/fuselage skins with final polyurethane paint
as per the existing livery.
(11) Remove the protective cover previously installed on the instrument panel and reinstall all the
removed cabin upholstery panels on the instrument panel cover as previously.
(12) Position the overhead panel in proximity of its cockpit installation area and restore all the
electrical connections and the cockpit fresh air outlets/duct connection on the back side of it,
as previously.
(13) Reinstall the fuel selector knobs positioning them to “ENG. SHUT-OFF” position as previously
and, referring to Section 9, check the fuel control for correct rigging. If necessary, carry out a
fuel control rigging.
(14) Reconnect battery connections (positive terminal first).
Rev. 10
AMM10.702-3
Section 6
(15) Verify the correct functioning of the Map Lights.

(16) Verify the correct functioning of the pilot and co-pilot ventilation/air conditioning outlets by
running the cabin ventilation system.
(17) Perform an operational test of the LH and RH fuel controls in accordance with the procedure
laid out in the Section 9. During starting engines, check the “STARTER” annunciator light for
correct functioning.
Rev. 10
AMM10.702-3
Section 6
Figure 6-9 (sheet 1) Windshield installation

- Applicable to aircraft s/n 453, 457 and 458 -
Rev. 10
AMM10.702-3
Section 6
ITEM PART NUMBER NOMENCLATURE APPLICABILITY Q.TY

2.7090-001 Windshield
1 1
2.7090-002 Windshield - Solar Gray
2 NV7.001-11 Sealant Tape AR
3 2.2535-1 Internal Retainer - LH, Windshield 1
4 2.2535-2 Internal Retainer - RH, Windshield 1
7 2.4115-3 External Retainer - Windshield s/n 453 and 457 1
7a 2.4115-5 External Retainer - Windshield, LH s/n 458 1
7b 2.4115-6 External Retainer - Windshield, RH s/n 458 1
10 MS35206-231 Screw 16
11 NAS1149FN616P Washer s/n 453 and 457 56
12 MS21083N06 Nut s/n 453 and 457 56
12a NOR9.181-1B Anchor Nut s/n 458 56
13 MS24693S29 Screw 12
14 MS24693S28 Screw 28
15 NOR7.035-5 Rubber Spacer 28
Figure 6-9 (sheet 1) Windshield installation - Part List

- Applicable to aircraft s/n 453, 457 and 458 -
Rev. 10
AMM10.702-3
Section 6
Figure 6-9 (sheet 2) Windshield installation

- Applicable to aircraft from s/n 463 onwards -
Rev. 10
AMM10.702-3
Section 6
ITEM PART NUMBER NOMENCLATURE Q.TY

2.7090-001 Windshield
1 1
2.7090-002 Windshield - Solar Gray
2 NV7.001-11 Sealant Tape AR
3 2.4123-005 Internal Retainer – Windshield, LH 1
4 2.4123-006 Internal Retainer – Windshield, RH 1
7 2.4123-002 External Retainer – Windshield, Lower 1
10 MS35206-231 Screw 16
11 2.4123-001 External Retainer – Windshield, Upper 1
12 NOR9.181-1B Anchor Nut 56
13 MS24693S29 Screw 12
14 MS24693S28 Screw 28
15 NOR7.035-5 Rubber Spacer 28
17 2.4123-003 External Retainer – Windshield, LH 1
18 2.4123-004 External Retainer – Windshield, RH 1
Figure 6-9 (sheet 2) Windshield installation - Part List

- Applicable to aircraft from s/n 463 onwards -
Rev. 10
AMM10.702-3
Section 6
2.2.4 REMOVAL OF PILOT SIDE WINDOW

(1) Remove upholstery.

(2) Withdraw top retainer (see section B-B) by removing self tapping screws.
(3) From the other three sides remove nuts, washers and screws and withdraw internal retainers.
(4) Remove window panel. Retain rubber covered spacers.
NOTE
Should removal of the window panel prove difficult free by
inserting a flat blunt object between the window panel and the
aircraft retaining structure.
(5) Clean old tape and sealant from the window panel retainer channels and angles.
2.2.5 INSTALLATION OF A NEW PILOT SIDE WINDOW

(1) Fit new panel and trim as required in order to obtain a correct fit.
(2) Apply black vinyl tape to the fuselage retaining edges. Do not detach paper protection strip.
(3) Install window panel and using the airplane retaining structure as a template drill 4 mm (0.16
in) diameter holes.
NOTE
Do not drill top of panel since this is a different kind of
attachment.
(4) Remove window panel.

(5) Redrill holes in sides and bottom of the window panel with a 9 mm (0,35 in) diameter drill, and
insert rubber covered metal spacers in the holes (see sections A-A, C-C and D-D).
(6) Apply black vinyl tape between panel and external retainers.
(7) Apply white PRC 365 sealant.
(8) Install panel and internal retainers and secure together with self tapping screws at the top
edge and with countersunk screws, washers and nuts on the other three sides.
WARNING
Since the windshield panels expand and contract much

more than the metal channels and retainers in which they
are installed, the screws must not be turned up too tight.
The correct method is to tighten the screws to a trim fit and
then back it off one turn.

AMM10.702-3
Section 6
(9) When required, remove excess sealant and tape.

(10) Re-install upholstery.
Figure 6-10 Pilot side window

AMM10.702-3
Section 6
2.2.6 REMOVAL OF ENTRANCE DOOR WINDOW
(1) Remove upholstery panel from window.

(2) Remove all internal retainers.
(3) Remove the inner panel.
(4) Remove the outer panel assembly from the panel.
(5) Remove old tape and sealant from external retainers (Fuselage structure).
(6) Remove old tapes from internal retainers.
2.2.7 INSTALLATION OF ENTRANCE DOOR WINDOW
(1) Apply black vinyl tape around the edge of the external retainer (Fuselage structure)
(2) Apply PR 365 sealing compound along the internal retainer corner.
(3) Remove excess of sealant or tape.
(4) Install the outer pane assembly into the frame and then the inner panel.
(5) Install all retainers together with the strip of black vinyl tape using rivets and screws.
(6) Install the upholstery panel.
NOTE
Since the windows of the baggage door and the crew door are
similar in construction to the entrance door, the same
instructions might be followed for removal and installation.

AMM10.702-3
Section 6
2.2.8 REMOVAL OF SIDE WINDOWS
(1) Remove upholstery.

(2) Remove the retainers.
(3) Remove the window from the frame.
(4) Remove old tape from retainers.
2.2.9 INSTALLATION OF NEW SIDE WINDOWS
(1) Insert the window in the frame.

(2) Using the existing holes in the frame as a template drill 4 mm (0.16 in) diameter holes.
(3) Remove window and redrill all holes with a 9 mm (0.35 in) diameter drill.
(4) Temporarily place new window in the window frame and mark with a pencil the protective
masking along the frame contour.
(5) Remove the window and peel off the protective layer outboard of the pencil line.
(6) Apply a strip of black vinyl tape around the complete edge of the window.
(7) Place the window in the window frame, install retainers and secure with screws, washers and
nuts.
(8) Remove the protective masking.
(9) Install upholstery.

AMM10.702-3
Section 6
Figure 6-11 Entrance door and side windows

AMM10.702-3
Section 6
2.2.10 CLEANING OF CLEAR PLASTIC WINDSHIELD AND WINDOWS
Plastics have many advantages over glass for aircraft use, but they lack the surface hardness of glass,
and care must be exercised while servicing the aircraft to avoid scratching or otherwise damaging the
surface.
The acrylic windshield should be kept clean and waxed at all times. Clean the windshield by washing
with plenty of water and mild soap, using a clean, soft, grit-free cloth, sponge, or bare hands. Do not
use gasoline, alcohol, benzene, acetone, carbon tetrachloride, fire extinguisher or de-icing fluids,
lacquer thinners, or window cleaning sprays because they will soften the plastic and cause crazing.
Plastics should not be rubbed with a dry cloth since this is likely to cause scratches, and also build up
an electrostatic charge which attracts dust particles to the surface. If after removing dirt and grease no
great amount of scratching is visible, finish the plastic with a good grade of commercial wax. Apply the
wax in a thin even coat and bring to a high polish by rubbing lightly with a soft cloth.
Do not attempt hand polishing or buffing until the surface is clean. A soft, open-type cotton or flannel
buffing wheel is suggested. Minor scratches may be removed by vigorously rubbing the affected area
by hand, using a soft clean cloth dampened with a mixture of turpentine and chalk, or by applying
automobile cleanser with a damp cloth. Remove the cleaner and polish with a soft, dry cloth. Acrylic
and cellulose acetate plastics are thermoplastic. Friction created by buffing or polishing too long in one
spot can generate sufficient heat to soften the surface. This will produce visual distortion and is to be
guarded against.

AMM10.702-3
Section 6
2.2.11 DESCRIPTION OF LATCH SYSTEM ASSY

For aircraft up to s/n 463, the latch system installation assy is listed below:
Crew door p/n 2.6162-401 See Fig. 6-12

Entrance door p/n 2.6204-401 See Fig. 6-13
Baggage door p/n 2.6208-402 See Fig. 6-14
For aircraft from s/n 478 onwards, the latch system installation assy is listed below:
Crew door p/n 2.6154-403 See Fig. 6-12a

Entrance door p/n 2.6204-402 See Fig. 6-13a
Baggage door p/n 2.6208-402 See Fig. 6-14
The main aspects of the latch system on each door are:
• The lock system of the mechanism has a double hook clinging to the latch stop on the door
frame, which makes the closing mechanism be safer, as the door stays in the closed position
even if the closing operation is not perfect.
• The latch stop on the door stanchion is horseshoe-shaped, so that it improves the reliability
and is not dangerous for persons entering the door.
• The link between the handle assy and the lock assy is represented by a proper interlock
mechanism, and it is reliable and precise.
• A reinforcement plate closes the part of the door structure to which the lock system is
connected, then creating a box which increases the structural strength of the door.
Rev. 3
Page 6 - 40 DATE: 25 September 2013
AMM10.702-3
Section 6
Figure 6-12 Crew door latch mechanism

(Applicable to aircraft up to s/n 463)
Figure 6-13 Entrance door latch mechanism

Rev. 3
AMM10.702-3
Section 6
Figure 6-12a Crew door latch mechanism

(Applicable to aircraft from s/n 478 onwards)
Figure 6-13a Entrance door latch mechanism

Rev. 3
AMM10.702-3
Section 6
Figure 6-14 Baggage door latch mechanism
Rev. 3
AMM10.702-3
Section 6
Figure 6-15 Entrance, baggage and crew door hinge
Rev. 3
AMM10.702-3
Section 6
2.2.12 REMOVAL OF ENTRANCE DOOR

(1) Remove nuts and washer from both upper and lower hinges.
(2) Remove clevis, bolts and bushings from the hinges while supporting the door.
(3) Remove door from airplane.
2.2.13 INSTALLATION OF ENTRANCE DOOR
(1) Place door and line up holes of the male and female hinges
(2) Install bushing and secure hinges with clevis, bolt, washer and nut. Tighten as required.
(3) For adjustment of door refer to the instructions in paragraph 2.2.14.
2.2.14 ADJUSTMENT OF ENTRANCE DOOR
(1) Normally the door does not require any adjustment. However when vertical adjustment would
be required, install thin washer between the cabin door hinge and the fuselage, hinge
assembly.
(2) Additional adjustment can be made by rotating the hinge to obtain a hinge center line location
which will provide a proper door fit.
2.2.15 REMOVAL OF ENTRANCE DOOR LATCH MECHANISM

(Refer to Figure 6-16 through 6-18a)
(1) Remove the curtain and relative rail from border of window (Fig. 6-16 or 6-16a).
(2) Remove the housing handle (Fig. 6-16) or the cover handle (Fig. 6-16a), the main handle
and the leather pocket with relative fixing screws.
(3) Remove the ABS entrance door panel (Fig. 6-16 or 6-16a).
(4) Remove the latch mechanism metallic bracket (Fig. 6-17 or 6-17a).
(5) Remove the metallic external handle (Fig. 6-17 or 6-17a).
(6) Screw off the half clamp which links latch and interlock mechanism (Fig. 6-17 or 6-17a).
(7) Remove the latch system (Fig. 6-17 or 6-17a).
(8) Screw off from external the interlock mechanism (Fig. 6-17) or screw off the six interlock
mechanism screws (Fig. 6-17a), as applicable, to remove the complete assy.
2.2.16 INSTALLATION OF ENTRANCE DOOR LATCH MECHANISM

(Refer to Figures 6-16 through 6-20)
(1) Install the complete assy screwing the interlock mechanism.

(2) Install the latch system.
Rev. 3
AMM10.702-3
Section 6
(3) Screw the half clamp which links latch and interlock mechanism.
(4) Install the metallic external handle.
(5) Install the latch mechanism metallic bracket.
(6) Install the ABS entrance door panel.
(7) Install the housing handle or cover handle (as applicable), the main handle and the leather
pocket with relative fixing screws.
(8) Install the curtain and relative rail from border of window.
(9) Without interlock mechanism applied, rig the door latch mechanism in order to guarantee the
handle full travel.
(10) Without interlock mechanism applied, rig the door latch mechanism in order to guarantee door
opening using handle half travel.
(11) With interlock mechanism applied, adjust travel stop in order to guarantee door locking
(Fig. 6-19) - Only for aircraft up to s/n 463.
(12) Apply torque value 0,47÷0,52 Kgm [41÷45 lb.in] on the half-clamp (Fig. 6-20).
2.2.17 REMOVAL OF BAGGAGE DOOR

Since the installation of this door is similar to that of the entrance door, follow the instructions given
in para. 2.2.12.
2.2.18 INSTALLATION OF BAGGAGE DOOR

Follow the instructions given in para. 2.2.13.
2.2.19 REMOVAL OF BAGGAGE DOOR LATCH MECHANISM

(1) Remove the knob of latch mechanism, the main handle and the leather pocket with relative
fixing screws (Fig. 6-21).
(2) Remove the ABS baggage door panel (Fig. 6-21).
(3) Remove the latch mechanism plastic cover and metallic bracket (Fig. 6-21 and 6-22).
(4) Remove the metallic external handle (Fig. 6-21).
(5) Remove the latch system (Fig. 6-22).
2.2.20 INSTALLATION OF THE BAGGAGE DOOR LATCH MECHANISM

(1) Install the latch system (Fig. 6-22).

(2) Install the metallic external handle (Fig. 6-21).
(3) Install the latch mechanism plastic cover and metallic bracket (Fig. 6-21 and 6-22).
Rev. 3
AMM10.702-3
Section 6
(4) Install the ABS baggage door panel (Fig. 6-21).

(5) Install the knob of latch mechanism, the main handle and the leather pocket with relative
fixing screws (Fig. 6-21).
2.2.21 REMOVAL OF THE CREW DOOR

Since the installation of this door is similar to the installation of the entrance and baggage door, follow
the instructions given in para. 2.2.12.
2.2.22 INSTALLATION OF THE CREW DOOR

Follow the instructions given in para. 2.2.13.
2.2.23 REMOVAL OF THE CREW DOOR LATCH MECHANISM

(Refer to Figures 6-23 through 6-25a)
(1) Remove the lever guard and knob of the emergency right engine turn-off switch (Fig. 6-23 or
6-23a)
(2) Remove the knob of unlock pin, the housing handle (Fig. 6-23) or the cover handle (Fig. 6-
23a), the main handle and the leather pocket with relative fixing screws
(3) Remove the ABS pilot door panel (Fig. 6-23 or 6-23a)
(4) Remove the latch mechanism plastic cover and metallic bracket (Fig. 6-23/6-24 or 6-23a/6-
24a)
(5) Remove the metallic external handle (Fig. 6-25 or 6-25a)
(6) Screw off the half clamp which links latch and interlock mechanism (Fig. 6-24 or 6-24a)
(7) Remove the latch mechanism (Fig. 6-24 or 6-24a)
(8) Screw off from external the interlock mechanism (Fig. 6-25) or screw off the six interlock
mechanism screws (Fig. 6-25a), as applicable, to remove the complete assy
2.2.24 INSTALLATION OF THE CREW DOOR LATCH MECHANISM

(Refer to Figures 6-23 through 6-25a)
(1) Install the complete assy screwing the interlock mechanism and the switch.
(2) Install the latch mechanism.
(3) Screw the half clamp which links latch and interlock mechanism.
(4) Install the metallic external handle.
(5) Install the latch mechanism plastic cover and metallic bracket.
(6) Install the ABS entrance door panel.
(7) Install the knob of unlock pin, the housing handle cover handle (as applicable), the main
handle and the leather pocket with relative fixing screws.
Rev. 3
AMM10.702-3
Section 6
(8) Install the lever guard and knob of the emergency right engine turn-off switch.
(9) Rig the door latch mechanism in order to guarantee the handle full travel.
(10) Rig the door latch mechanism in order to guarantee door opening using handle half travel.
(11) Apply torque value 0,47÷0,52 Kgm [41÷45 lb.in] on the half-clamp (Fig. 6-20).
(12) Perform unlock pin functional test.
(13) Perform “Emergency Right Engine Turn-Off Switch” operational test.
Figure 6-16 Entrance Door Internal Complete Installation Assy

Figure 6-16a Entrance Door Internal Complete Installation Assy

Rev. 3
AMM10.702-3
Section 6
Figure 6-17 Entrance Door Latch and Interlock

Figure 6-18 Entrance Door Internal and External Complete Installation Assy
Rev. 3
AMM10.702-3
Section 6
Figure 6-17a Entrance Door Latch and Interlock

Figure 6-18a Entrance Door Internal and External Complete Installation Assy
Rev. 3
AMM10.702-3
Section 6
Figure 6-19 Travel Stop Figure 6-20 Half clamp

Figure 6-21 Baggage Door Internal and External Complete Installation Assy
Figure 6-22 Baggage Door Latch
Rev. 3
AMM10.702-3
Section 6
Figure 6-23 Crew Door Internal Complete Installation Assy

Figure 6-23a Crew Door Internal Complete Installation Assy

Rev. 3
AMM10.702-3
Section 6
Figure 6-24 Crew Door Latch and Interlock Mechanism Installation Assy
Figure 6-25 Crew Door External Complete Installation Assy

Rev. 3
AMM10.702-3
Section 6
Figure 6-24a Crew Door Latch and Interlock Mechanism Installation Assy
Figure 6-25a Crew Door External Complete Installation Assy

Rev. 3
AMM10.702-3
Section 6
2.2.25 EMERGENCY EXIT DESCRIPTION
Figure 6-25b Emergency exit system and procedure

Rev. 6
AMM10.702-3
Section 6
Figure 6-25c Emergency exit system and procedure

(Applicable only to aircraft s/n 478)
Rev. 6
AMM10.702-3
Section 6
Figure 6-25d Emergency exit system and procedure

Rev. 6
AMM10.702-3
Section 6
3 EMPENNAGE GROUP
3.1 DESCRIPTION
The metal empennage group is a full cantilever design consisting of a vertical stabilizer (fin), rudder
and stabilator. The rudder and the stabilator are provided with trim tabs. The stabilator incorporates
also one torque tube that is hinged to the aft bulkhead assembly of the fuselage.
The stabilator (Refer to Figures 6-26 and 6-27) consists of two metal semi-monocoque halves coupled
with a hinge torque tube assembled to the rear bulkhead of the fuselage. The stabilator is provided
with trim tab in two halves, one for each half-stabilator.
3.2.1 REMOVAL OF STABILATOR

(1) Disconnect the trim tab control rod from the trim tab brackets by removing nut, washer and
bolt.
(2) Remove the trim tab bolt connecting the trim tab halves to each other.
(3) Remove the plugs and the panel for access to the attaching bolts.
(4) Remove the attaching nuts, washers and bolts, being careful not to lose the keys installed in
the outboard bolt assemblies.
(5) If de-icer is installed, remove the access panel from the lower surface of the individual half-
stabilator, and disconnect the de-icer hose joints.
(6) Remove each half-stabilator pulling it sidewards.
3.2.2 INSTALLATION OF STABILATOR

(1) Push the individual half-stabilator onto torque tube, checking a clearance of approximately 12
mm to 3 mm (0,47 to 0,12 in) between the root chord (set in the horizontal attitude) and the
fuselage.
NOTE
If de-icer is installed, remove the stabilator tips and draw the de-
icer hose through the stabilator, acting from stabilator tip rib
hole.
(2) Install the attaching bolts, washer, nuts and keys without tightening the bolts.
(3) Connect one half-stabilator to the other by means of the bolt to be installed in the coupling
links of the rear spars.
Rev. 6
AMM10.702-3
Section 6
(4) Check for a full engagement of the tie-clamp on the major diameter of the torque tube: for this
check a full engagement of the only outboard tie-clamps, noting that no more than 1,5 mm
(0,06 in), of the major diameter of the torque tube be engaged.
(5) Tighten the attaching bolt assemblies at a torque of 9,38-10,51 Nm (83-93 lb.in).
(6) Ascertain that the two keys are neither blocked nor too much free. If a keys is found blocked,
remove it and reduce its thickness of 0,1 mm (0,04 in), then repeat this until the key is found
just free to be rotated with the strength of a finger. If a key is found too much free, replace it
with a 0,1 mm (0,04 in) thicker key and repeat this until the key is found just free to be rotated
with the strength of a finger.
(7) If de-icer is installed, connect de-icer hoses (access panels in the lower skin of the stabilator).
(8) Connect the trim tab halves to each other by means of the bolt assembly.
(9) Connect the trim tab control rod to the trim tab by installing bolt, washer and nut.
(10) Install the plugs on the holes at the attaching bolts, and access panels.
(11) Check for stabilator control adjustment (see Section 7).
Figure 6-26 Stabilator
Rev. 6
AMM10.702-3
Section 6
3.2.3 INSPECTION ON STABILATOR STRUCTURE
In this paragraph are reported the instructions to perform the inspection on stabilator structure,
prescribed at first 8500 flight hours and every 500 flight hours thereafter by an Airworthiness Limitation
as per Section 4.
(1) Referring to paragraph 3.2.1, remove the two half stabilator structures.
(2) On bench, with the aid of a suitable boroscope, inspect the inside structural parts of the both
half stabilator structures for corrosion and cracks. Should any damage be detected as a result
of the above inspections, repair in accordance with the Repair Procedure laid out in the FAA
AC 43.13-1B, paragraph 4-59.
(3) In absence of damage, reinstall the two half stabilator structures according with the
installation procedure laid out in paragraph 3.2.2.
(4) No stabilator backlash is permissible. Referring to Figure 6-27, check the stabilator for
horizontal and vertical backlash as follows: acting on the tip of left or right half stabilator,
lightly shake the half stabilator longitudinally, up and down and along its hinge bearings axis
and check for absence of backlash. Repeat above check for the other remaining half
stabilator.
Figure 6-27 Stabilator layout
Rev. 6
AMM10.702-3
Section 6
3.2.4 REMOVAL OF TORQUE TUBE ASSEMBLY

NOTE
The torque assembly consists of torque tube, attachment
flanges, control horn, control stops, flanged ball bearings, trim
tab control rod.
(1) Remove the stabilator in accordance with paragraph 3.2.1.

(2) Remove the tail cone.
(3) Disconnect the de-icer hose (fuselage line), if installed, from the torque tube fitting.
(4) Disconnect the trim tab control from the forked arm of the trim tab actuator.
(5) Disconnect the stabilator control rod from the control horn.
(6) Remove nuts and washers of the eight attaching bolts.
(7) Remove the torque tube assembly pulling it back from the fuselage. Be careful not to lose the
attaching bolts.
3.2.5 INSTALLATION OF TORQUE TUBE ASSEMBLY

This procedure refers to torque tube assembly removed in accordance with paragraph 3.2.4.
(1) Position the torque tube assembly and place the eight attaching bolts into the fuselage rear
bulkhead, while supporting the assembly by both its sides, then install washers and nuts.
(2) Connect the trim tab control to the forked arm of the trim tab actuator checking for the proper
position of the arm according to "Rigging and Adjustment", Section 7.
(3) Connect the stabilator control rod to the control horn.
(4) Connect the de-icer hose, if installed, to the torque tube fitting, making the hose neither to be
choked when the stabilator nose-up stop is engaged, nor to impede that the stabilator nose-
down stop be engaged. To obtain this, connect the de-icer hose having the stabilator nose-
down stop engaged, and then check for absence of choking in the hose.
NOTE
If there is doubt that the stops could have been altered, the
connection at the deicer hose shall be made after performing the
stabilator adjustment according to Section 7.
(5) Install the tail cone.

NOTE
If the stabilator stops have to be adjusted, the tail cone shall be
installed after having adjusted the stabilator travel according to
procedure in Section 7.
Rev. 6
AMM10.702-3
Section 6
3.2.6 REMOVAL OF TORQUE TUBE
(1) Remove the stabilator according to the instructions given in paragraph 3.2.1.
(3) Disconnect, if installed, the de-ice hose (fuselage line) from the “T” fitting on the torque tube.
Remove the “T” fitting together connected de-ice hoses from the torque tube.
(4) Disconnect the stabilator control rod from the torque horn.
(5) Remove the safety screw from the torque horn and visually inspect this one for absence of
scoring as specified in Figure 6-29. In presence of damage, replace the safety screw with one
of the same type and advise Vulcanair on the inspection result.
(6) Remove the bolts securing the torque horn to the stabilator tube. To avoid damages to the
torque tube during its removal, insert a proper spacer in the gap of the torque horn clamp.
(7) Remove the bolts securing the RH flanged ball bearing, the control stop pad and the ground
lead to the attaching flange.
(8) Remove the bolt securing the control stop sector and the RH flanged ball bearing to the
torque tube.
(9) Remove the bolt securing the LH flanged ball bearing to the torque tube.
(10) Withdraw the torque tube from the LH flanged ball bearing by taping lightly against the LH end
of the tube by using a wooden hammer or similar suitable tool by supporting this one on the
RH side.
NOTE
If difficulties are found, increase the action of the hammer after
to have installed a metal heavy wall tube between the attaching
flanges by utilizing the attaching bolt holes of the trim tab control
rod bracket.
(11) Remove the torque tube together the flanged ball bearing by withdrawing them trought the
RH attaching flange by supporting the torque horn and the control stop sector.
(12) Withdraw the flanged ball bearing from the nearest end of the torque tube by taping lightly on
the internal bearing thrust with a suitable tool.
Rev. 6
AMM10.702-3
Section 6
3.2.7 INSTALLATION OF REMOVED TORQUE TUBE

(1) Place the RH flanged ball bearing on the torque tube.
NOTE
Ascertain that the flanged ball bearing is installed with the flange
facing outward.
(2) Insert the torque tube through the RH attaching flange, the control stop sector and the torque
horn.
(3) Push the torque tube through the LH flanged ball bearing and the RH one in the attaching
flange by tapping lightly, by means of wooden hammer, against the RH end of the tube until
the mounting hole are lined up with the LH flanged ball bearing hole. Secure the LH flanged
ball bearing to the torque tube by using the relevant bolt, washer and nut.
NOTE
Install the bolt securing the flanged ball bearing to the torque
tube with the head facing forward after the safety screw hole of
the torque tube is positioned rearward.
(4) Secure the RH flanged ball bearing and the control stop sector to the torque tube by using the
relevant bolt, washer and nut.
(5) Secure the RH flanged ball bearing, the control stop pad and the ground lead to the attaching
flange.
(6) Place the torque horn in the middle of the torque tube and line up the safety screw holes.
NOTE
Check for absence of grease and/or oil between the mater
surfaces of the torque horn-torque tube joint. In presence of
grease and/or oil, clean accurately by using Methyl-Ethyl-Ketone.
(7) Install the safety screw.

(8) Install the two bolts securing the torque horn to the torque tube with the head facing forward.
Torque to 8,47 Nm (75 lb.in). Sign, with paint, the reference line on the nuts.
(9) Secure the safety screw by using a locking wire.
(10) Install the de-ice hose assembly, if is to be installed, in the torque tube and tighten the “T”
fitting to the tube wall. Connect the fuselage line hose to the “T” fitting.
(11) Connect the stabilator control rod to the torque horn by using the relevant bolt, washer and
nut.
(12) Check the stabilator rigging in accordance with Section 7. Carry out a double check.
Rev. 6
AMM10.702-3
Section 6
Figure 6-28 Stabilator torque tube assembly
Figure 6-29 Safety screw on stabilator torque tube
Rev. 6
AMM10.702-3
Section 6
3.2.8 OVERHAUL OF STABILATOR TORQUE TUBE

(Every 1500 flight hours or 5 years, whichever occurs first)
WARNING
No type of damage (distortion, crack, corrosion) of

stabilator torque tube steel structure is permissible. If any
damage is found, it is required to replace the damaged
stabilator torque tube with new one.
(1) Remove the stabilator torque tube according to the instructions given in paragraph 3.2.6.
(2) Locate the not painted areas for the subsequent repainting of the stabilator torque tube.
(3) Remove paint completely from the inner and outer areas of the stabilator torque tube using a
paint-stripper in accordance with Specification MIL-R-81294 and clean with Methyl-Ethyl-
Ketone MEK TT-M-261.
(4) Place the stabilator torque tube on a surface plate and rolling it, check it for absence of
distortion.
(5) If a distortion is found, report officially the results to Vulcanair at e-mail address
continued.airworthiness@vulcanair.com and then replace the stabilator torque tube with a
new one, according to the installation instructions given in paragraph 3.2.9.
(6) Using a 10x magnifying glass, inspect the outer surfaces of the stabilator torque tube for
absence of cracks and corrosion.
(7) Using a boroscope or in alternative a spot light and a mirror, inspect the inner surfaces of the
stabilator torque tube for absence of cracks and corrosion.
(8) Using a 10x magnifying glass, inspect all the holes and slots on the stabilator torque tube, for
absence of cracks, ovalization and corrosion.
(9) If a damage is found, report officially the results to Vulcanair at e-mail address
continued.airworthiness@vulcanair.com and then replace the stabilator torque tube with a
new one, according to the installation instructions given in paragraph 3.2.9.
(10) If no damage is found, carry out a magnetic particle inspection on the stabilator torque tube in
accordance with Specification ASTM-E-1444.
(11) In case of damage is found by means of magnetic particle inspection, report officially the
results to Vulcanair at e-mail address continued.airworthiness@vulcanair.com and then
replace the stabilator torque tube with a new one, according to the installation instructions
given in paragraph 3.2.9.
(12) If no damage is found during the magnetic particle inspection, carry out the demagnetization
and cleaning of the stabilator torque tube in accordance with Specification ASTM-E-1444.
(13) Treat the inner and outer surfaces of the stabilator torque tube with epoxy primer, in
accordance with Specification MIL-PRF-23377, except the outer not painted areas located in
the previous step (2).
Rev. 6
AMM10.702-3
Section 6
(14) Reinstall the removed stabilator torque tube, in accordance with paragraph 3.2.7.
(15) Perform rigging of stabilator control system in accordance with procedure laid out in the
Section 7.
Figure 6-30 Positioning scheme of the stop collar for a correct drilling work
3.2.9 INSTALLATION OF NEW STABILATOR TORQUE TUBE

3.2.9.1 Preliminary
In case of replacement of flanged ball bearings (item 9), on work bench drill 4,80÷4,81 mm
(0,1890÷0,1895 in) diameter No.2 reamed opposite holes on the flanged ball bearings for the
installation of the bolts P/N AN3-30A (LH) and AN3-32A (RH), assuring a perfect ortogonality during
all the drilling phase so to obtain a correct alignment between the opposite holes. Drill using a special
drill bit for hard steel. Deburr carefully the holes to avoid scratches on the torque tube that could be
cause of beginning of corrosion and cracks.
3.2.9.2 Installation procedure

(1) Referring to Figure 6-28, position the stabilator torque tube (item 1), the stabilator control
horn (item 4), the two flanged ball bearings (item 9), the stop collar (item 6) and the stop pad
(item 10) in accordance with the installation procedure laid out in paragraph 3.2.7.
Rev. 6
AMM10.702-3
Section 6
(2) Rotate the torque tube up to reaching the parallelism between the safety screw (item 2) axis
and the top face of the attaching flanges (item 8) and temporarily lock it in place.
(3) Rotate the stop collar (item 6) up to reaching the position indicated in Figure 6-30, that is 16
mm (0,63 in) forward and 27 mm (1,06 in) rearward the stop pad, and temporarily lock it in
place.
(4) Rotate the RH flanged ball bearing (item 9) up to reaching the alignment between the two
attaching holes on the stop collar (item 6) and the two attaching holes on the RH flanged ball
bearing (item 9).
(5) Rotate the LH flanged ball bearing up to reaching the parallelism between the its attaching
hole axis and the attaching hole axis on the RH flanged ball bearing.
(6) Using the flanged ball bearings as drilling jigs, drill 4,80÷4,81 mm (0,1890÷0,1895 in) diameter
No.2 reamed attaching holes on the stabilator torque tube assuring a perfect ortogonality
during all the drilling phase. Insert two suitable centring pins to assure the alignment between
the holes.
(7) Remove the stop pad (item 10) and rotate 180° the stabilator torque tube together with the
flanged ball bearings.
(8) Using the flanged ball bearings as drilling jigs, drill 4,80÷4,81 mm (0,1890÷0,1895 in)
diameter No. 2 reamed attaching holes opposite to the same ones previously carried out on
the stabilator torque tube as per the step 6. Assure a perfect ortogonality during all the drilling
phase so to obtain a correct alignment between the opposite holes on the stabilator torque
tube.
(9) Perform a dimensional check of the holes previously carried out.
(10) Blow compressed air into the stabilator torque tube to remove all the residual material due to
drilling work.
(11) Referring to Figures 6-28 and 6-30, insert the two provided bolts P/N AN3-32A and P/N AN3-
30A respectively into the RH and LH attachment points. Replace every damaged bolt with a
new one.
(12) Rotate 180° the stabilator torque tube together with the flanged ball bearings.
(13) Install the proper washers and nuts on the attaching bolts previously inserted. Torque the
nuts to 4,63-5,08 Nm (41-45 lb.in), then apply reference red marks on the coupling bolts.
(14) Check the stabilator torque tube for absence of play in the couplings.
(15) Reinstall the stop pad (item 10) as previously.
(16) Complete the reinstallation of all the disassembled items in accordance with the applicable
installation procedure laid out in paragraphs 3.2.5 and 3.2.7.
(17) Record the replacement of the stabilator torque tube in the Aircraft Log Book.
(18) Perform rigging of stabilator control system in accordance with Section 7.
Rev. 6
AMM10.702-3
Section 6
3.2.10 REMOVAL OF STABILATOR TRIM TAB
(1) Disconnect the trim tab control rod from the tab.
(2) Disconnect the trim tab halves from each other.
(3) Remove the three trim tab hinge pins by cutting one end of the wire pins while supporting the
half-tab.
3.2.11 INSTALLATION OF STABILATOR TRIM TAB

(1) Place the individual half-tab and insert three new hinge pins (1015 steel, diameter 2,5 mm [0,1
in] ), while supporting the tab, secure the pins in place by bending approximately 10 mm (0,4
in) ends to an angle of approximately 90°.
(2) Connect the trim tab halves to each other by the coupling bolt assembly.
(3) Connect the trim tab control rod between the two control links with bolt, washer and nut.
(4) Check regulation of stabilator trim tab in accordance with Section 7.
3.2.12 STABILATOR TRIM TAB FREE PLAY
In this paragraph are reported the instructions to perform the check the stabilator trim tab free play,
prescribed every 100 flight hours by an Airworthiness Limitation as per Section 4.
(1) Referring to Section 7, place the stabilator to its neutral position and stabilator trim tab to its
minimum down position.
(2) Keeping the stabilator in its neutral position, apply a light force toward the top at about mid
span of the stabilator trim tab trailing edge and check for absence of backlash. The perception
of a backlash indicates the presence of a free play. If a backlash is perceived:
a) Keep fixed the stabilator.
b) Measure and record the mismatch existing between stabilator and stabilator trim tab at
trailing edge in both extreme position of stabilator trim tab during its backlash (applying
light force).
c) The difference of two recorded values must be no greater than 2,54 mm (0,1 in).
3.2.13 REMOVAL OF RUDDER

(2) Disconnect the electrical wiring from the position light. Connector on the rear bulkhead.
(3) Disconnect the rudder control cable terminals from the torque tube assembly.
(4) Disconnect the rudder trim tab control rod at the links.
Rev. 6
AMM10.702-3
Section 6
(5) Remove nuts and washers from the rudder hinge bolts and while supporting the rudder
remove the hinge bolts.
(6) Withdraw rudder from airplane, taking care to retain the bushings from the hinge fittings on
the horizontal stabilizer.
3.2.14 INSTALLATION OF RUDDER

(1) The installation of the rudder can be performed by reversing the removal instructions in para.
3.2.13.
(2) After the installation has been completed, check rudder for full, free and unobstructed travel.
(3) Check for rigging and adjustment of rudder and trim tab in accordance with the instructions
given in Section 7.
3.2.15 RUDDER HINGES INSPECTION

(Every 200 flight hours)
(1) Remove the screws attaching the fuselage/tail fairing assembly to the airframe structure and
remove the top and bottom fairings.
(2) Carefully clean the upper and lower rudder hinges with Methyl-Ethyl-Ketone or equivalent
cleaning solvent and leave them to dry at air.
(3) Visually inspect the upper and lower rudder hinges for looseness, security and safety. Check
travel.
(4) With the aid of a powerful light source and 10x magnifying glass, perform a detailed visual
inspection of the upper and lower rudded hinges for corrosion, cracks and general condition.
(5) In presence of every damage, report officially the inspection results to Vulcanair via e-mail at
continued.airworthiness@vulcanair.com. Vulcanair will supply you a suitable repair
suggestion.
WARNING
No damage is permissible.
(6) In case of doubts, referring to procedure laid out in paragraph 3.2.13, remove the rudder and
inspect more accurately the hinges, with particular care to their pivot/attachment holes, using
a non destructive method.
(7) In absence of damage, if the rudder has been previously removed, reinstall it according to
procedure laid out in paragraph 3.2.14, then hand lubricate the hinges as per the Lubrication
Chart in Section 3 and reinstall the top and bottom fuselage/tail fairings as previously.
Rev. 6
AMM10.702-3
Section 6
3.2.16 REMOVAL OF RUDDER TRIM TAB

(1) Disconnect the rudder from trim tab actuating arm from the trim tab.
(2) Remove the trim tab hinge pin by cutting one end of the pin while supporting the trim tab.
(3) Withdraw the trim tab.
3.2.17 INSTALLATION OF RUDDER TRIM TAB

(1) Position the trim tab in the rudder and align piano hinge on rudder and tab.
(2) Install a new hinge pin (1015 steel, diameter 2,5 mm [0.1 in] ) and ascertain that at least 10
mm (0,4 in) of the pin protrudes at each end of the hinge.
(3) Bend both ends of the hinge pin to a 90° angle to secure.
(4) Connect the trim tab actuating arm to the tab and secure it with the bolt assembly.
(5) Operate several times the trim tab on RH and LH to be sure that it operates freely.
(6) Check for rigging and adjustment of the trim tab according to Section 7.
Figure 6-31 (sheet 1 of 2) - Vertical fin and rudder
Rev. 6
AMM10.702-3
Section 6
Figure 6-31 (sheet 2 of 2) - Vertical fin and rudder
3.2.18 REMOVAL OF VERTICAL FIN


(2) Remove the rudder according to paragraph 3.2.13.
(3) Remove the rudder control cables from fin area.
(4) Remove the fairing at fin forward base.
(5) Remove the rudder trim tab control cable from fin area.
(6) Free the stabilator trim tab actuator from control cable.
(7) Remove the stabilator trim tab actuator from fin attaching flange.
(8) Remove the pulley assembly from rear bulkhead.
(9) Disconnect the lead from antenna terminals and remove it from fin, and attach a line to the
lead to assist in reinstallation procedure.
(10) Disconnect the wire antenna (if installed) attached to the leading edge of the fin.
Rev. 6
AMM10.702-3
Section 6
(11) Remove the anticollision light assembly and disconnect the positive lead, and attach a line
prior to removal.
(12) Remove the bolts connecting the forward attaching flange of the fin to the fuselage.
(13) Remove the bolts connecting the rear attaching flange of the fin to the fuselage.
(14) Remove the fin upwards.
3.2.19 INSTALLATION OF VERTICAL FIN

(1) Position the vertical fin and install bolts, washer, and nuts that secure the fin attaching flanges
to the bulkheads.
(2) Install the stabilator trim tab actuator.
(3) Install the pulley assembly to the rear bulkhead.
(4) Install the rudder trim tab control cable (refer to Section 7).
(5) Install the rudder as per paragraph 3.2.14.
(6) Install the trim tab as per paragraph 3.2.17.
(7) Install the rudder control (refer to Section 7).
(8) Pull the electrical and antenna leads through the vertical fin with the attached lines.
(9) Connect the antenna leads to the proper terminals.
(10) Connect the electrical leads at the disconnects and insulate.
(11) Rig and adjust the rudder and trim controls according to Section 7.
(12) Check the operation of radios and electrical lights.
(13) Replace all the fairings and access plates and secure them with attaching screws.
4 CONTROL SURFACE BALANCING

The movable control surfaces have been statically balanced at the time of installation at the factory
and normally should not require re-balancing.
However weight and balance alterations may occur when any control surface undergoes repair,
repainting or modification. Therefore all replacement control surfaces or surfaces that have been
repaired, repainted or modified should be re-balanced according to the procedures given in the
following paragraphs.
It should be noted that spare control surfaces are delivered unpainted and the static balance will not
necessarily fall within the limits provided. This is more pronounced on the stabilator and rudder.
Rev. 6
AMM10.702-3
Section 6
4.1 STABILATOR BALANCING
The balancing procedure should be carried out in four steps.
(1) Free the stabilator from its control system.

(2) Check for balance.
(3) Adjust balance as required.
(4) Fit additional balancing weight for tail heavy stabilator.
4.1.1 STEP 1 - FREEING STABILATOR FROM ITS CONTROL SYSTEM

(1) Park the aircraft in a draught free location.
(2) Remove the lower plastic tail cone.
(3) Disconnect the stabilator control rod from stabilator.
(4) Disconnect the trim tab actuating rod from the trim tab and leave its connecting bolts in place
on the stabilator.
(5) Disconnect, if installed, the de-icing plumbing system.
(6) Attach a 0,08 Kg (0,175 lb) weight (half the weight of the actuating rod) to the bolt on the trim
control lever to simulate the actuating rod.
(7) Lock the trim tab in the neutral position by means of a small piece of adhesive tape.
(8) Make sure that the stabilator incorporates all its components, i.e. fibre-glass parts, trim tab,
anti-static kit, paint, etc.
(9) Check that there is no grease on the surface.
(10) Make sure that there is no friction in the torque tube bearings.
4.1.2 STEP 2 - CHECKING FOR BALANCE

The stabilator freed from its control rod is balanced if it is manually adjustable in the horizontal
attitude. The out-of-balance tolerances are:
(a) a balance check weight of maximum 0,198 Kg (0,4375 lb) at point "B" (see Figure 6-32)
or a light leading edge stabilator.
(b) a balance check weight of maximum 0,198 Kg (0,4375 lb) at point "A" (see Figure 6-32)
for a heavy leading edge stabilator.
If balance weights required are outside the above limits, the following action should be taken.
4.1.3 STEP 3 - BALANCING OF STABILATOR
4.1.3.1 Leading edge heavy stabilator

(1) Check that no mass balance weights are present in the mass balance weight housing as a
result of previous balancing. The presence of additional mass balance weights in their
housing, either at leading edge or trailing edge, is revealed by the heads of their attachment
bolts (see Figure 6-32).
Rev. 6
AMM10.702-3
Section 6
NOTE
Lead mass balance weights of the correct weight to balance the
stabilator are fitted at the factory.
(2) Should additional mass balance weights be found to exist, these should be removed as
follows:
a) Remove all the additional mass balance weight attachment bolts.
b) Place and retain the stabilator in its full rose down attitude while removing the additional
mass balance weights (including nuts and washers) through the lower gap between the
fuselage and stabilator root.
c) Proceed to check for balance as per STEP 2. The newly required additional mass
balance weights should be put in place using all the existing bolts. If only a part of these
bolts are used, it necessary to plug the holes in the skin with the remaining bolts or with
rivets.
(3) If there are no additional mass balance weights in the trailing edge position in the case of a
stabilator with de-icing boots, this should be considered an unusual case and contact should
be made with the factory.
4.1.3.2 Leading edge light stabilator
(1) Check that no additional mass balance weights are present in the T.E. mass balance weight
housing as a result of a previous balancing. The presence of any additional mass balance
weights in the housing is easily checked.
(2) If there are any additional mass balance weights, remove them.
(3) Check balance as per STEP 2.
(4) If a new mass balance weight is to be placed in the L.E. mass balance weight housing, this
should be attached by small bolts instead of rivets (see Figure 6-32).
(5) If a new mass balance weight is to be placed in the T.E. mass balance weight housing, this
should be put in place using all the bolts of the previous mass balance. If only a part of these
bolts are used, it is necessary to plug the holes in the skin with the remaining bolts or with
rivets.
(6) If there is no additional mass balance, this should be considered an unusual case that may
occur only when the surface has been improperly repainted. Therefore strip and repaint.
(7) Repeat STEP 2 and items (4) and (5) of this sub-paragraph.
NOTE
Each half stabilator, including factory paint antistatic kit, fibre-
glass parts, trim-tab (half) without its actuating rod, but excluding
additional mass balance weights, torque tube, bolts and de-icing
weighs 14,74 Kg (32.5 lb). The tolerance to the above weight is
±0,68 Kg (±1,5 lb).
Rev. 6
AMM10.702-3
Section 6
4.1.4 STEP 4 - PROCEDURE FOR FITMENT OF ADDITIONAL BALANCING WEIGHT FOR
TAIL HEAVY STABILATOR
(1) Estimate the additional balance weight required.
(2) Make four balance weight strips of approximately 9,52 x 19,05 mm (3/8 x 3/4 in) cross section
and length as required to cater for the balancing weight. Each balance weight may weigh
approximately 1/4 of the total balance weight required.
(3) The material required for making the balance weight is lead of best commercial quality.
(4) The balance weight may be attached to the inboard nose ribs (LH and RH) symmetrically on
top and bottom flange. The maximum additional balance weight permissible is 0,8 Kg (1,76
lb).
NOTE
In order to reduce the additional balance weight a leading edge
rubber protection P/N 3.3047 could be installed along spanwise
of tailplane.
The existing rivets may be de-rivetted and replaced with screws for the attachment of balance
weight.
(5) In case only a small quantity of additional balance weight is required, the location may be
selected in the following order progressively:
(a) LH inboard rib bottom flange.
(b) RH inboard rib bottom flange.
(c) LH inboard rib top flange.
(d) RH inboard rib top flange.
Figure 6-32 Stabilator balancing
Rev. 6
AMM10.702-3
Section 6
4.2 RUDDER BALANCING

The procedure for checking the balance of the rudder should be carried out in three steps:
(1) Remove the rudder from the aircraft.

(3) Balance the rudder as required.
4.2.1 STEP 1 - REMOVAL OF RUDDER FROM AIRCRAFT
(1) Remove the rudder from aircraft according to paragraph 3.2.13.

(2) Remove all the bolts from rudder.
(1) Place the rudder on a suitable support, the two arms of which should have ball bearings to
which the rudder hinges can be attached as shown in Figure 6-33. Pins could be used instead
of ball bearings but this requires a more delicate balancing, taking into account friction in the
hinge pins. The rudder should be installed with the trim control side facing upwards (see
Figure 6-33). The hinge axis should be correctly aligned and lie in a horizontal plane.
(2) Check for free pivoting of the rudder. Every stiffness can be due either to excessive friction in
the hinge pins, if used instead of ball bearings, or to an imperfect alignment of the hinge axis.
(3) Make sure that there is no grease on the surface.
(4) Make sure that the rudder incorporates position light, anti-static kit, paint, fibre-glass parts
and trim-tab.
(5) The trim-tab should be left in the L.E. down attitude it assumes.
(6) The rudder is balanced if it is manually adjustable in the horizontal attitude on placing a
balance check weight of 0,71± 0,11 Kg (1.5625 ± 0,25 lb) at point "A" (see Figure 6-33).
(7) If the rudder remains out-of-balance, the following action should be taken.
4.2.3 STEP 3 - BALANCING OF RUDDER
4.2.3.1 Trailing edge heavy rudder
The reasons for a heavy trailing edge could be excessive painting of the rudder or structural repairs.
(1) In case of absence of any repair, proceed with stripping the rudder.
(2) Repeat item (6) of STEP 2.

AMM10.702-3
Section 6
(3) Should the rudder still have a heavy trailing edge (which is a remote possibility), the
Manufacturer should be consulted.
(4) Should a light trailing edge be found to exist, correct balance with paint.
(6) In case of presence of every structural repair, ascertain that the repair is the possible cause of
the out-of-balance condition.
(7) If so, an improved repair scheme should be carried out.
(9) Should an out-of-balance condition remain, repeat item (1), (2) and (3) of this sub-paragraph.
4.2.3.2 Trailing edge light rudder

The reasons for a light trailing edge could be improper painting of the rudder (light coat or partial
painting) or structural repairs.
(1) In case of absence of any signs of repair, paint the rudder correctly and then repeat item (6)
of STEP 2.
(2) If the light trailing edge condition is still found, the mass balance weight fixed in its housing
should be reduced by drilling the areas shown in Figure 6-33, until the out-of-balance
condition disappeard.
NOTE
The drilling of the mass balance weights,from the point of view
of position and depth, should always be carried outsymmetrically
in respect to the centre plane of the mass balance weight itself
and care should be taken to avoid drilling the attachment bolts.
NOTE
An alternative way to balance the rudder could be to add more
paint.
(3) Should evidence of a structural repair be present, ascertain that the repair is the possible
reason for the out-of-balance condition.
(6) If the rudder is still out-of-balance, repeat item (2) of this sub-paragraph.
NOTE
The rudder, including factory paint, position light, anti-static kit,
fibre-glass tip and trim tab, weighs 6,76 Kg (14,9 lb). The
tolerance to the above weight is ± 0,23 Kg (± 0,5 lb).

AMM10.702-3
Section 6
Figure 6-33 Rudder and aileron balancing

AMM10.702-3
Section 6
4.3 AILERON BALANCING

The procedure for balancing should be carried out in three steps:
(1) Remove the aileron from aircraft.

(3) Balance the aileron as required.
4.3.1 STEP 1 - REMOVAL OF AILERON FROM AIRCRAFT
(1) Remove the aileron from aircraft according to paragraph 1.2.5.
(1) Place the aileron on a suitable support at the two hinge points as shown in Figure 6-33. The
aileron should be installed with the hinge axis correctly aligned and in a horizontal plane.
(2) Check for free pivoting of the aileron. Every stiffness will be due to an imperfect alignment of
the hinge axis or to defective bearings.
(3) Make sure that there is no grease on the surface.
(4) Make sure that the aileron incorporates the anti-static kit and is painted.
(5) The aileron is balanced in the horizontal attitude (with reference to the axis of the arm of the
mass balance) on placing a balance check weight of 0,54 ± 0,085 Kg (1.1875 ± 0,1875 lb) at
point "B" (see Figure 6-33).
(6) If the aileron is out-of-balance, the following action should be taken.
4.3.3 STEP 3 - BALANCING OF AILERON
4.3.3.1 Heavy trailing edge aileron
The reasons for a too heavy trailing edge could be excessive painting of the aileron or structural
repairs.
(1) In case of absence of any repair, proceed with stripping the aileron.
(3) Should the aileron still have a heavy trailing edge (which is a remote possibility), the
Manufacturer should be consulted.
(4) Should a light trailing edge be found to exist, correct balance with paint.

AMM10.702-3
Section 6
(6) In case of presence of every structural repair, ascertain that the repair is the possible cause
of the out-of-balance condition.
(9) Should an out-of-balance condition remain, repeat item (1), (2), (3) and (4) of this sub-
paragraph.
4.3.3.2 Light Trailing Edge Aileron

The reasons for a light trailing edge could be improper painting of the aileron (light coat or partial
painting) or structural repairs.
(1) In the case of absence of any signs of repair, paint the aileron correctly.
(3) If a light trailing condition is still found, the mass balance weight of the aileron (see Figure 6-
33) should be reduced by drilling the sides of the mass balance until the out-of-balance
condition disappears. An alternative way to balance the aileron could be to add more paint.
(4) Should a structural repair be present, ascertain that the repair is the possible cause of the
out-of-balance condition.
(7) If the aileron is still out-of-balance, repeat item (3) of this sub-paragraph.
NOTE
The aileron, including factory paint, mass balance weights and
anti-static kit, weighs 6,67 Kg (14,7 lb). The tolerance to the
above weight is ± 0,23 Kg (± 0,5 lb).

AMM10.702-3
Section 6
5 CARBON FIBER FAIRINGS

5.1 DESCRIPTION AND OPERATION

(Refer to Table 6-1 and Figure 6-34)
The fairings on P.68 aircraft were manufactured using polyester resin system and glass coat including
mats. Polyester resin system has limited pot life, moreover it is not possible to apply vacuum during
curing therefore it is not possible to remove resin in excess applied during the lamination process. As
per consequence an excess of weight is included in each item manufactured. This excess is
constituted by resin with limited mechanical properties.
In order to improve manufacturing process, qualities of parts and strength of the fairings, an epoxy
resin system with carbon fiber cloths is introduced to manufacture the fairings listed in this
Supplement.
The above improvements have been applied introducing the following new fairings:
ITEM P/N DESCRIPTION REPLACE P/N

1 1.8135-8 LH wing tip 1.8135-3
2 1.8135-9 RH wing tip 1.8135-4
5 2.7011-4 Dorsal fin 2.7011-1
6 2.7011-5 Upper tail cone fairing 2.7011-2
7 2.7011-6 Lower tail cone fairing 2.7011-3
8 2.7055-005 Nose cone 2.7055-001
10 3.2049-2 Anti-collision support fairing 3.2049-1
11 4.2102-053 MLG LH fairing 4.2102-001
12 4.2102-054 MLG RH fairing 4.2102-002
13 4.4102-417 LH MLG cover wheel 4.4102-411
14 4.4102-418 RH MLG cover wheel 4.4102-412
Table 6-1 Carbon fiber fairings list
In order to realize the new items, the following general rules have been applied:
(1) The external shape of the items are not changed.
(2) The mechanical interfaces with the airplane structure are not changed (i.e. local thickness to
guarantee alignment of external surfaces or minimal gap).
(3) In areas of contact with airplane structure glass cloths are utilized to improve galvanic
corrosion resistance of metallic structures.
Rev. 1
AMM10.702-3
Section 6
Figure 6-34 Carbon fiber fairings locations
Rev. 1
AMM10.702-3
Section 6
All the components can be removed by common tools and practices. Removal and replacement of
components should be only required as a result of a failure (cracks, delamination, debonding).
The general visual inspection performed during pre-flight is sufficient for major damage detection
(cracks).
5.2.1 NDT INSPECTION OF CARBON FIBER FAIRINGS

(Every 200 flight hours)
To discover any possible internal delamination or debonding, the new fairings should be inspected
utilizing NDT coin-tapping methods as per FAA AC 43.13-1B, Chapter 5, Section 8.
The tap testing procedure consists of lightly tapping the surface of the part with a coin, light special
hammer with a maximum of 56 g (2 ounces), as per Figure 6-35, or any other suitable similar object.
The acoustic response is compared with that of a known good area.
A “flat” or “dead” response is considered unacceptable. The acoustic response of a good part can vary
dramatically with changes in geometry, in which case a standard of some sort is required. 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 2 mm
(0.080 in).
Figure 6-35 Sample of special tap hammer
WARNING
The accuracy of the above test depends strictly on the

inspector’s subjective interpretation of the test response.
Therefore, only qualified personnel should perform this test.
5.2.2 REPAIRS OF CARBON FIBER FAIRINGS
In case of cracks or delamination, relevant repairs may be conducted in accordance with FAA AC
43.13-1B change 1 (or subsequent revisions), otherwise the aircraft owner/operator may contact
Vulcanair to order an ad-hoc repair procedure.
Rev. 1
AMM10.702-3
Section 6
Rev. 1

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The technical content of this document is approved under

DATE: 27 December 2011 Page 1

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Page 2 DATE: 27 December 2011

LIST OF EFFECTIVE PAGES

This Section consists of the following pages:

Insert latest changed pages, destroy superseded pages.

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Page 4 DATE: 27 December 2011

Instructions and recommendations herein specified constitutes a knowledge-base on which an aircraft

Work procedures described in this Manual call for the use of

SECTION 1 - GENERAL DESCRIPTION

SECTION 2 - GROUND HANDLING

SECTION 4 - AIRWORTHINESS LIMITATIONS

SECTION 5 - TIME LIMITS MAINTENANCE CHECKS

SECTION 7 - FLIGHT CONTROLS

SECTION 8 - LANDING GEAR

SECTION 9 - FUEL SYSTEM

SECTION 11 - ELECTRICAL SYSTEM

SECTION 12 - COMMUNICATION AND NAVIGATION

SECTION 13 - INSTRUMENTS AND RELATED SYSTEMS

SECTION 14 - CABIN SYSTEMS AND EQUIPMENT

SECTION 15 - OPTIONAL SYSTEMS AND EQUIPMENT

Page 6 DATE: 27 December 2011

3 REVISIONS AND TEMPORARY REVISIONS

DATE: 27 December 2011 Page 7

Page 8 DATE: 27 December 2011

REV. REF. APPROVAL

3; 9; 5-3; 5-28; 5-30; 6-3; 6-6; 6-7; 6-10; 6-26;

3; 9; 10; 5-3; from 5-28 to 5-33; 5-43; 11-3;

REV. REF. APPROVAL

RECORD OF TEMPORARY REVISIONS

REV. No. ISSUE DATE INSERTION DATE BY

TR-001 12 Nov. 2015 27 July 2016 Vulcanair S.p.A.

TR-002 04 Apr. 2017 05 Apr. 2017 Vulcanair S.p.A.

TR-003 18 Jun. 2018 12 Dec. 2019 Vulcanair S.p.A.

TR-004 18 Jun. 2018 12 Dec. 2019 Vulcanair S.p.A.

TR-005 19 Jul. 2018 12 Dec. 2019 Vulcanair S.p.A.

TR-006 20 Nov. 2018 12 Dec. 2019 Vulcanair S.p.A.

TR-007 04 Jul. 2019 12 Dec. 2019 Vulcanair S.p.A.

LIST OF APPLICABLE SERVICE BULLETINS

SERVICE ISSUE REVISION INCORP.

5 USE OF NOTES, CAUTIONS AND WARNINGS

An operating procedure, technique or maintenance practice

An operating procedure, technique or maintenance practice

S.I. UNITS CONVERSION FACTOR U.S. UNITS

Meter [m] [m] x 3.2808 = [ft] Foot [ft]

Millimeter [mm] [mm] / 25.4 = [in] Inch [in]

Kilogram [kg] [kg] x 2.2046 = [lb] Pound [lb]

Liter [l] [l] / 3.7854 = [US gal] US gallon [US gal]

[Nm] x 8.8508 = [lb in] Pound inch [lb in]

Bar [bar] [bar] x 14.50 = [psi] Pound/sq.inch [psi]

DATE: 27 December 2011 Page 6 - 1

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LIST OF EFFECTIVE PAGES

This Section consists of the following pages:

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