Professional Documents
Culture Documents
1001586GB
C.E.A.P.R.
1, route de Troyes
21121 DAROIS France
Tel. + 33 (0)3 80 35 25 22 Fax. + 33 (0)3 80 35 25 25
Website: www.ceapr.com
DR400
AIRWORTHINESS LIMITATIONS
&
MAINTENANCE SCHEDULE
This document together with the DR400 Maintenance Manual
(doc n 1001606), contain appropriate instructions for
continued airworthiness as described in CS 23.1529 of
Certification Specifications CS 23.
The English version of this document is a courtesy translation
of its original French version. In case of any difficulty,
reference should be made to the French original issue.
ISSUE 5
dated
MARCH 2013
Document n1001586
Issue 5 - March 2013
Page 1 of 36
Page 2 of 36
TABLE OF CONTENT
AIRWORTHINESS LIMITATIONS
Chapter II
MAINTENANCE SCHEDULE
Page 3 of 36
Date
Date
Date
Page 4 of 36
RECORD OF AMENDMENTS
Amendment 1 dated April 2013
PAGE TO DELETE
PAGE TO INSERT
Page 4 of 36 List of current Page 4 of 36 List of current
pages original
pages Amdt 1
Page 5 of 36 Record of
Page 5 of 36 Record of
amendments original
amendments Amdt 1
Annex original in section 6
Annex (all pages), amdt 1
dated April 2013
REASON
Updating
Updating
Modification of annex part of
section 6, line 57-20.
Section 3 Amdt 2
Modification of table 2
Modification of Additional
instructions
Modification of annex part of
section 6, line 71-55.
REASON
Updating
Updating
Note:
Section 3
Modification of table 2
Each "record of amendments" page must be kept in the manual throughout its life.
The availability of all the pages allows giving a chronological account of changes.
Page 5 of 36
Section 3 Amdt 5
Section 6
Annex (all pages),
Amdt 3 dated June 2013
Section 6 Amdt 5
Annex (all pages),
Amdt 5 dated June 2014
Page 6 of 36
Section 6 Amdt 6
Annex (all pages),
Amdt 6 dated october 2014
Note:
Section 6 Amdt 7
Annex (all pages),
Amdt 7 dated April 2015
Each "record of amendments" page must be kept in the manual throughout its life.
The availability of all the pages allows giving a chronological account of changes.
Page 7 of 36
Page 8 of 36
Chapter I
Chapter I
DR400
AIRWORTHINESS LIMITATIONS
The airworthiness limitations are approved by the
European Aviation Safety Agency (EASA).
Any change in the chapter "AIRWORTHINESS LIMITATIONS" shall be
presented to the European Aviation Safety Agency for approval.
Page 9 of 36
Chapter I
AIRWORTHINESS LIMITATIONS
The DR400 airplanes, any model, are not subject to Airworthiness limitations.
Note 1: The Airworthiness Limitations of DR400 fitted with STC EASA 10014219
Installation of TAE 125-01 engine (DR400/135CDI) are included in the following
documents:
- Doc. 1001586, DR400 Airworthiness limitations & Maintenance schedule.
- Doc. OM-02-01, Operation & Maintenance Manual TAE 125-01.
- Doc. AMM-60-01, Supplement Airplane Maintenance Manual Robin DR400/135CDI
TAE 125-01.
Note 2: The Airworthiness Limitations of DR400 fitted with STC EASA 10014219
Installation of TAE 125-02-99 engine and installation of FADEC backup battery
(DR400/135CDI) are included in the following documents:
- Doc. 1001586, DR400 Airworthiness limitations & Maintenance schedule.
- Doc. OM-02-02, Operation & Maintenance Manual TAE 125-02-99.
- Doc. AMM-60-02, Supplement Airplane Maintenance Manual Robin DR400/135CDI
CENTURION 2.0.
Note 3: The Airworthiness Limitations of DR400 fitted with STC EASA 10014219
Installation of TAE 125-02-114 (DR400/155CDI) are included in the following
documents:
- Doc. 1001586, DR400 Airworthiness limitations & Maintenance schedule.
- Doc. OM-02-02, Operation & Maintenance Manual TAE 125-02-99.
- Doc. AMM-60-02S, Supplement Airplane Maintenance Manual Robin DR400/155CDI
CENTURION 2.0S.
Page 10 of 36
Chapter II
Chapter II
DR400
MAINTENANCE SCHEDULE
Maintenance schedule applicable to DR400 all models except DR400 RP and 125i:
DR 400/125
DR 400/140
DR 400/160
DR 400/180
DR 400/180 R
DR 400/2+2
DR 400/120
DR 400/140 B (*)
DR 400/120 A
DR 400/160 D
DR 400/120 D
DR 400/180 S
DR 400/100
DR 400 NGL
DR 400/200 R
DR 400/500
(*) Note: Specificity of DR 400/140 B with STC EASA 10014219: TAE 125 engine
installation (DR 400/135CDI, DR 400/155CDI) is described in TAE documents.
This document is proposed as a sample and contains all data from manufacturer
useful to make the maintenance schedule dedicated to the plane and approved.
The reference regulation applied is the one of EASA together with the French
specificities taken into account.
Page 11 of 36
Page 12 of 36
Chapter II
Chapter II
SECTION 1
GENERAL INSTRUCTIONS
A. GENERAL
The owner/operator or the person in charge for the management of the continued
airworthiness must make sure that the inspections appearing in the maintenance schedule
are carried out in the prescribed intervals.
Nothing of what is contained or omitted in the maintenance schedule discharges the
owner/operator from the responsibility to make sure that the aircraft is maintained
airworthy.
The maintenance schedule must hold account of the operational requirements, as well as
all requirements of maintenance rising from the modifications or repairs.
The modifications made to the maintenance manual must be accepted by the qualified
services.
The owner/operator must modify its maintenance schedule according to directives of the
qualified services, the publications delivered by the manufacturers (service bulletins,
revisions to the maintenance documents), the maintenance documents of the
manufacturers following a modification. This update is carried out within one year as from
the diffusion of the requirement of the authority or the recommendations of the
manufacturer. A personalized follow-up must be set up to carry out these inspections in
waiting of their insertion in the program.
The specificities of the country in which the aircraft is registered must be taken into
account.
B. DEFINITION OF MAINTENANCE
Maintenance, with preventive vocation for all the components taking part in the
airworthiness condition, is composed of the whole of the operations which contribute to
maintain the aircraft on a satisfactory level of safety. It incorporates generally:
Page 13 of 36
Chapter II
Page 14 of 36
Chapter II
Page 15 of 36
Chapter II
C. TERMINOLOGY
Flight time Definition
Breakdown time since the aircraft starts moving towards the runway by means of its own
power plant till the time it stops at the end of the flight.
Routine inspection
Overall inspection or test of good jettisoning. It enables to check the good working order of
an assembly of the aircraft without forcing to a removal.
Visual investigation or visual check
It is one of the components of the above mentioned routine inspection. The aim is to
ensure carefully that a given element is in good serviceable conditions. This investigation
is carried out visually, in situ. Example: Search for cracks or corrosion.
Detailed inspection
Consists in a complete examination of a part or an assembly with removal if necessary in
order to detect defective parts and foresee which ones could lead to catastrophe.
Detailed investigation or detailed check
It is one of the components of the detailed inspection. It consists in an accurate
examination of an element either visually, after removal, or with the help of magnifying
glass or the help of another means of investigation (dye-penetrant inspection, magnetic
particle inspection, eddy current).
Verification
It is one of the components of both routine inspection and detailed inspection. It is an
operation through which an element is checked to ensure its compliance, or state, possibly
using a measuring instrument. Example: verification of the tension of control cables.
Bench test
Complete operating test following removal of the equipment on a bench test in a
workshop. It leads to establish technical records.
Operational test
Operation only necessary to make sure that a system or equipment is in good working
condition. These tests do not require any special equipment or any special installation
other than those required on the aircraft (power supply). They must be comparable to
those carried out by the operation crew.
Functional test
This test is only used to ascertain that a system or component functions in every way
according to the minimum acceptable specification in relation to the original design of the
system or the equipment. This test can require a11itional ground equipment and must be
more detailed and precise than operational test. The definition of this test must include all
means necessary to conduct these tests allowing the possibility of maintaining the
reliability of systems or equipment at an acceptable level. Requires a report to be done.
Calendar time inspection (aging inspection)
Consists in a routine or detailed inspection depending on the maintenance operation table
column, with calendar time interval, to detect defective parts or conditions due to aging
(storage ).
Page 16 of 36
Chapter II
Global Test
Test using radiation, with no removal, by means of specialized benches.
Life Limit
Time after which a life timed equipment must be replaced (example for radio: ELT
batteries).
D. ABBREVIATIONS
ADF:
AD:
CN:
DGAC:
ED:
ER:
EV:
GSAC:
h:
IFR:
IRB:
OE:
PB:
PH:
PM:
RBDA:
RG:
ROS:
SB:
SL:
TAE:
TFAR:
TG:
TL:
VA:
VE:
VFR:
VHF:
VL:
Page 17 of 36
Chapter II
Lycoming Engine
Propellers
Document
Reference
Doc. 1001606 GB
Doc. 1001870 GB
60297-9
60297-30
60297-12
Various
Note 1: The maintenance schedule of DR400 fitted with STC EASA 10014219
Installation of TAE 125-01 engine (DR400/135CDI) comprises the following
documents:
- Doc. 1001586, DR400 Airworthiness limitations & Maintenance schedule.
- Doc. OM-02-01, Operation & Maintenance Manual TAE 125-01.
- Doc. AMM-60-01, Supplement Airplane Maintenance Manual Robin DR400/135CDI
TAE 125-01.
- TAE Service Bulletins (SB) & Service Letters (SL) (current issue).
- MT-Propeller Operation and installation manual (ATA 61-01-24 E-124) & current SBs.
Note 2: The maintenance schedule of DR400 fitted with STC EASA 10014219
Installation of TAE 125-02-99 engine and installation of FADEC backup battery
(DR400/135CDI) comprises the following documents:
- Doc. 1001586, DR400 Airworthiness limitations & Maintenance schedule.
- Doc. OM-02-02, Operation & Maintenance Manual TAE 125-02-99.
- Doc. AMM-60-02, Supplement Airplane Maintenance Manual Robin DR400/135CDI
CENTURION 2.0.
- TAE Service Bulletins (SB) & Service Letters (SL) (current issue).
- MT-Propeller Operation and installation manual (ATA 61-01-24 E-124) & current SBs.
Note 3: The maintenance schedule of DR400 fitted with STC EASA 10014219
Installation of TAE 125-02-114 engine (DR400/155CDI) comprises the following
documents:
- Doc. 1001586, DR400 Airworthiness limitations & Maintenance schedule.
- Doc. OM-02-02, Operation & Maintenance Manual TAE 125-02-99.
- Doc. AMM-60-02S, Supplement Airplane Maintenance Manual Robin DR400/135CDI
CENTURION 2.0S.
- TAE Service Bulletins (SB) & Service Letters (SL) (current issue).
- MT-Propeller Operation and installation manual (ATA 61-01-24 E-124) & current SBs.
Page 18 of 36
Chapter II
Page 19 of 36
Page 20 of 36
Chapter II
Chapter II
SECTION 2
TIME BETWEEN INSPECTIONS
The aircraft must be inspected in accordance with the interval of periodic inspection per
table 1. The intervals of inspection may vary within the tolerances set.
Instructions and detailed procedures related to maintenance schedule are listed in section
6.The maximum periodicity of an inspection is marked by a dot () in the relevant column.
REMINDER: MAINTENANCE INSTRUCTIONS ARE NECESSARILY CUMULATIVE
Example 1: a 500 h maintenance inspection shall include instructions planned at 50 h, 100 h and 500 h.
Example 2: a 3 year maintenance inspection shall include instructions planned at 1 year and 3 years.
For maintenance operations listed as routine / or detailed and with calendar time, the
calendar time inspection must only be performed if no routine or detailed inspection has
been performed within the calendar time interval.
Example: for operation item 25.20 , the one year interval inspection will be performed
only if 100 hour routine inspection has not been done within the one year interval.
Tolerances
A certain amount of tolerance is given in which to perform inspection operations, to enable
a more flexible use of the aircraft. Thus, inspections related to aircraft operation may be
made to coincide with calendar type inspections.
Note: Permissible tolerances cannot be cumulated.
Example: if a 100 h inspection is performed at 110 h, this same inspection cannot be
subsequently performed at 220 h but only after a maximum of 210 h.
Therefore, such tolerances cannot lead to eliminate one 100 h inspection out of ten.
Table 1: interval of periodic inspection
OPERATION
PERIODICITY
TOLERANCE
50 h
100 h
500 h
50 hours
100 hours
500 hours
10 h
10 h
30 h
1000 h
2000 h
1 year
3 years
1000 hours
2000 hours
1 year
3 years
30 h
30 h
1 month
2 months
6 years
6 years
2 months
Note:
The tolerances apply neither to the airworthiness limitations, nor with the airworthiness
directives, unless otherwise specified.
Page 21 of 36
Chapter II
Weigting
Refer to Aircraft flight manual, maintenance manual.
First interval: 5 years. A weighing form with inventory is to be filled out.
Time between two weighings shall not exceed 60 months. It is tolerated that this expiry is
deferred to the 1st grounding of the airplane for planned inspection occurring immediately
after 60 months (cf. fascicule GSAC P-61-10).
Weighing must be carried out:
- after:
> a major modification
> a major repair
> a main conversion of interior equipment
> complete painting of the aircraft.
- each time a modification insufficiently precise of the condition of the aircraft does not
allow the update weight and balance record by a simple calculation.
Page 22 of 36
Chapter II
SECTION 3
COMPONENTS AND EQUIPMENTS MAINTENANCE, USE AND STORAGE
PRACTICES
The overhaul of the engines, propellers, components and equipment and the other
maintenance inspections to be carried out apart from the routine intervals are carried out in
accordance with the indications described in table 2.
Refer to manufacturers documentation at latest issue for engine and propellers.
Table 2: Various particular checks
Components with life time
REFERENCE
LIMIT
Note 1
56.18.08.015
100 h / 1 year
To exchange
56.12.59.010
56.23.02.200
56.28.10.200
56.11.13.000
57.34.00.010
200 h / 1 year
To exchange
2000h / 10 years
To exchange
10 years
To exchange
10 years
To exchange
10 years
To exchange
500 h / 5 years
To exchange
DESIGNATION
Instrument panel
vibration isolators
Ducts (engine
surrounding)
Elastomer flexible
line
CEAPR
(see catalogue)
CEAPR
(see catalogue)
Vacuum system
CEAPR
suction hoses
(see catalogue)
Fltes and 1/4
donde exhaust
CEAPR
silencer elastometric (see catalogue)
mountings
INTERVENTION
100 h / 1 an
To exchange
500 h / 1 year
To exchange
OBSERVATIONS
REMARKS
Serial no. > 2209
Model> year 1992
note 2
Serial no. < 2210
note 2
Excepted teflon
AIRBORNE
Mandatory
Service
Instruction.
Service Letter 59
AIRBORNE
Mandatory
Service
Instruction.
Service Letter 59
Page 23 of 36
Chapter II
DESIGNATION
REFERENCE
LIMIT
INTERVENTION
1000 h / 3 years
To exchange
50 h
To exchange
1 year
To exchange
ELT
KANNAD 406
AF-COMPACT
6 years
ELT
KANNAD
INTEGRA AF
6 years
GADRINGER
harness
79.40.07.000
12 years
Battery pack to
replace and
associated tests to
perform
Battery pack to
replace and
associated tests to
perform
OBSERVATIONS
REMARKS
Doc 08038E
Ref. 0145599E
Installation manual
Operation manual
Doc 09081C
Ref. 0146259C
Installation manual
Operation manual
To exchange
REFERENCE
LIMIT
Magnetic compass
//////////////////////
2 years
Tachometer
/////////////////////
3 years or 1
year for IFR
SAM MD302
standby instruments
module
////////////////////
6 years
INTERVENTION
Compass swinging
Control
Battery to replace
OBSERVATIONS
REMARKS
Compass swinging
everytime radio installation
is modified
////////////////////////////
Mid Continent Manual
number 9017782
Page 24 of 36
Chapter II
SECTION 4
SPECIAL MAINTENANCE INSPECTIONS
This section provides the special inspections of an aircraft following abnormal events such
as:
After:
Overweight landing. Landing on unapproved runway,
Flight in excessive turbulent atmosphere,
Flight in hail,
Engine or propeller limits exceeded,
Aircraft limits exceeded,
Too high and gusty wind conditions (effects on control surfaces, etc.),
etc.
In the demonstrated lack of manufacturer's recommendation or instruction developed in
the maintenance schedule, the aircraft that has encountered an exceptional event will not
be airworthy any longer and inspection procedures for the return to service of the aircraft
shall be developed, approved and carried out before further flight.
Any person who performs maintenance work has to use the methods, techniques, practices,
parts, materials, tools, equipment and test equipment recommended by the manufacturer.
It is recommended to draw ones inspiration from document:
Advisory Circular AC 43.13 Acceptable methods, techniques, and practices Aircraft
inspection and repair .
This section is intended to clarify the requirements for the inspection of aircraft after abnormal
events; there is also general advice on how to perform these inspections.
Aircraft Certification specifies their use within certain limits which determine so-called normal
operating. In the case of exceeding these limits due to abnormal operating conditions, or that
the aircraft was at risk or constraints for which it was not designed, the integrity of the structure
or the good operation of the engine and of its systems may be compromised.
In the presence of any indication or evidence that the limits have been exceeded, or the
aircraft has been damaged, an inspection of the aircraft must be performed to ensure it is still
airworthy.
The following paragraphs provide an overview of the inspections required after some of the
more frequent abnormal operating conditions.
The procedures described are not intended to be exhaustive and do not assert to consider all
possibilities. It is the person performing the inspection duty to assess the circumstances of
each case and decide on appropriate action. In case of doubt, one will contact the
manufacturer or the competent civil aviation department.
It is normally expected that the inspections described in this section are carried out by a
qualified mechanic. It is even common that only the pilot of the aircraft is able to assess the
severity of the incident or there is nobody else who can decide what action to take. To take
Page 25 of 36
Chapter II
into account situations where the services of a mechanic are not available, it is recommended
that the following procedure be applied.
Abnormal operating conditions, including, without limitation, those described in this section,
must absolutely be recorded in the log book. Wherever possible, the registration should give
an idea of the seriousness of the incident.
An inspection of the aircraft will then have to be performed before the next flight; it will
preferably be carried out by a mechanic with the appropriate qualifications. If it is impossible to
obtain the services of a mechanic, the pilot of the aircraft will perform the inspection. In this
case, the inspection will necessarily be limited to areas which are not subject to the issuance
of a certificate for return to service after maintenance, that is to say, the inspection does not
require disassembly of parts.
If the pilot feels that the aircraft is in a satisfactory condition for the intended flight, it shall make
an entry to that effect in the logbook, so a full inspection takes place upon return of the aircraft.
The pilot will then take the planned flight or the flight segments until it reaches the facility
where the remaining steps of the inspection can be made. No special flight permit is required
in the circumstances. On the first occasion, the mechanic, with appropriate qualifications, shall
inspect and approve the aircraft for return to service.
If, to the opinion of the pilot, the aircraft is not airworthy, or if the severity of the incident is such
that its airworthiness is questionable, even after a satisfactory preliminary inspection, the
aircraft shall then be inspected by a mechanic who will sign the approval for return to service
after the inspection, so that the airplane can resume its flight.
In the following paragraphs, no distinction is made between actions that may be part of the
preliminary inspection by the pilot and the actions taken by the mechanic.
If there is any doubt as to the airworthiness of the aircraft, take off will not be allowed before
the mechanic has signed approval for return to service after maintenance.
Hard or overweight landing.
The landing gear of an aircraft is designed to withstand the impact of landing within certain
weight limits and at a given rate of descent. Exceeding one or the other of these parameters
during a landing will almost certainly damage the landing gear or its supporting structure.
Landing gear may also suffer excessive stress when the airplane lands drifting, so that the
front or tail wheel touches the runway before the main landing gear for example.
However, if it is known or suspected that there was a hard landing, consult the flight crew to
determine the landing conditions and whether the pilot heard noise characteristics of a
structural damage.
Damage caused by a hard landing primarily affects the landing gear and its supporting
structure in the wing or fuselage, as well as the wing-to-fuselage connection points, the engine
mount and attachment. Secondary damage can occur to the structure and the upper and
lower surfaces of the fuselage, as well as the structure and wing skin, depending on the
configuration and load of the aircraft.
Because of the many factors involved, it would be impossible to give detailed instructions on
how to perform the inspection, it varies depending on the type of incident and the aircraft type.
However, preliminary inspection made after the incident should normally cover the following
points:
Landing gear
Remove the fairings.
Check tires for creeping on wheel, flat, bumps, cuts, loss of pressure and any abnormal
dilation
Page 26 of 36
Chapter II
Check the wheels and brakes for leaks, cracks or other damage;
Inspect axles and torque links to check if they are bent or damaged;
Check oleo struts for leaks and other;
Detailed inspection of the undercarriage attachment and of adjacent structures by
looking for cracks or other damage and checking for play; this inspection may require
removal of critical fastening bolts to allow to perform meticulous non-destructive
testing;
Inspect structural elements adjacent to the attachment points of the undercarriage,
looking for cracks, deformations, rivets or bolts showing play;
Inspect access doors and fairings to check if they are damaged or distorted;
Jack airplane; have the nose wheel steering mechanism operate.
Make sure of the easy sliding of the gear shock strut (after deflation, put a hose on the
valve not to lose hydraulic fluid).
Wings, fuselage
Inspect extrados and intrados wing skin for damages;
Search for traces of seepage or leakage of fuel at the wing tanks;
Inspect the wing-to-fuselage junction fairings for cracks and signs of having moved;
Make sure that the flight controls move freely and with full deflection;
Inspect the balancing weights, the support of flight servo-unit; look for cracks on the
brackets and joints of the control surfaces and make sure that the control surfaces are
free of damage and they do not jam in operation;
Inspect the fuselage skin for wrinkling or other damage;
Make sure that emergency devices are not activated (Emergency Locator Transmitter);
Check for deformation of pipes and ducts, or if they are leaking;
Engine
Make sure that the engine and propeller controls move freely and with full travel;
Inspect the engine mount and supports and make sure they are not damaged nor
distorted; check the tubular frames ensuring that they are not bent nor show cracked
welds; check attachment bolts for damage or play;
Make sure rotary assemblies move fully free. Sparking plugs must be removed to make
sure that propeller and inner parts of the engine rotate or move freely;
Inspect engine cowlings for wrinkling or distortion and make sure fasteners are in good
condition;
Check for evidence of oil leakage, fuel leakage or hydraulic fluid leakage ;
Inspect the battery support and attachments;
Check proper alignment of the propeller shaft.
Tail assembly
Make sure control surfaces move freely;
Look for cracks in the joints of the rudder and stabilator; inspect the control surfaces for
cracks and distortion, particularly around the balance weight supports;
Inspect the attachment points and fairings of the stabilizer, as well as the trim system
and its supports; make sure there is neither distortion nor play.
Structure - Skin
Check the surface of the wing at the spar (integrity of trailing edge at wing rib no. 8
when moving the wing tip, signs of broken sticks, peeling of plywood, torn rib lacing
knots etc.).
Inspection of the attachment of the stabilator bearings (peening, bruising of wood).
Issue 5 - March 2013
Page 27 of 36
Chapter II
Propeller
Inspect spinner and blades ends for shocks
Ground runs
If the inspection has revealed no major structural deformation, then a ground run can be
performed to make sure all systems and controls are working properly. It will include a
general check for leaks, engines running.
Flight through severe turbulence
Damage that can occur to an aircraft flying through turbulence are of the same type as the
damage caused by a hard landing, except that they will be more evenly distributed and
that the landing gear, wheels and brakes are likely to remain intact .
During a flight in such conditions, the aircraft structure is subjected to sudden acceleration
or transverse vertical, the effects of these can be multiplied by the inertia of the heavy
components such as engines, fuel tanks.
We can then expect that damage occurs to the main attachment points, including wing-tofuselage or tail-to-fuselage attachments, as well as engine-to-cell attachment.
Damage can also occur in parts of the wings, of the fuselage, of the stabilizer or of the
control surfaces where the bending moment is at maximum, roughly half length thereof;
deformation thus caused will result in wrinkle coating or cause other damage of this kind.
The inspection performed after a flight turbulence report should include the "hard or
overweight landing" inspections except, in most cases, the steps involved in the inspection
of the landing gear.
In all cases:
- Detailed inspection of the engine mount attachments
- Visual inspection of all control surfaces, of their bearings and control levers.
- Check the free movement of flight controls throughout their operating range.
- Make sure of the proper sliding of the canopy (condition of rails).
Further dismantling and, in some cases, removal of parts of the coating may be necessary
to permit inspection of the support structure in areas where there has been damage to the
coating
Speed limits or load factor exceeded
In cases where it is reported that the aircraft has exceeded its approved speed limits or
load factor, the inspection required is the same as that specified for a flight through severe
turbulence.
In cases where the exceeded limit applies to a given configuration, e.g. lowering limits of
the flaps, the required inspection may then be limited to areas of the cell that were
affected.
Incidents related to a burst tire
If a tire burst during taxiing, takeoff or landing, fragments of the tire can damage parts of
the aircraft which are in line with the wheel disc. Damage may also occur due to the fact
that the wheel rolls on a paved runway and it transmits shocks to the leg of the landing
gear and its supporting structure.
Page 28 of 36
Chapter II
In most cases, the wheel concerned will be repaired or put out of operation. In addition, the
following checks should be performed:
Inspect the other wheels, the tire of which did not burst ;
Inspect the brakes of the landing gear involved and look for signs of damage. The
cause of the burst can be overheating brakes that were not loose enough; it will then
be necessary, when replacing the wheel, to pay a special attention to the condition of
operation of the brakes, especially in regard to the frictionless rotation of the wheel,
once the brakes are released;
examine the leg of the landing gear in question, including pipes and hydraulic hoses,
looking for signs of damage or leaks of hydraulic fluid;
Inspect the supporting structure and the attachment points of the leg of the landing
gear, looking for cracks, warped panels or loose rivets. In some cases, it may be
required to remove some critical resistant structural support bolts in order to proceed to
non-destructive testing;
Inspect the adjacent parts of the wing skin or of the fuselage for evidence of damage.
Strong wind or jet blast
Aircraft parked can be significantly damaged by strong wind or by the blast produced by a
jet or propeller of other aircraft taxiing or performing a ground run in the vicinity. Small
aircraft are particularly vulnerable to this type of damage that may be caused by the blast
itself or by thrown debris. Following such incidents, inspect the aircraft as follows:
Check control surfaces for deformation or other signs of internal damage.
Control surface deflections;
Flight Controls: make sure of the free movement of controls, inspect the cables at
pulleys level, check stops, inspect joints (lever and bell crank).
Check whole cell, including windshields, for impact damage such as chips and marks,
and check if the engine air inlets, cooling ducts, etc. contain debris;
If the blast was strong enough to move the entire plane, the need to conduct an internal
inspection to discover structural elements damaged, or a verification of symmetry of the
whole aircraft, or both must be considered.
Landing gear: inspect the landing gear struts for deformation, crack initiation. Check
the condition of axles. Inspect landing gear attachments to the fuselage and the wing.
Check the condition of tires.
Bad fuelling
This kind of incident includes refueling with contaminated fuel.
When it is realized that an aircraft tanks were filled with contaminated fuel or with fuel a
degree inadequate, it must be determined if the fuel has already reached the engine. If by
chance the problem is detected before the fuel reached the running engine, it is enough to
drain all the fuel with care.
To this end, the aircraft (or tanks concerned) will be emptied of all the fuel, making sure
that the tanks are arranged so that the drain outlet is located at their lowest point. After
draining and once the tanks are filled with clean fuel, finally supply lines must be cleaned
and the engine operation checked by performing a ground runs.
If the engines were supplied with polluted fuel, applicable corrective actions depend on the
type of engine and type of pollution. One must refer to the maintenance manual and the
Issue 5 - March 2013
Page 29 of 36
Chapter II
certification of the type of engine concerned or to the data sheets of the type certificate for
additional details.
Significant change in climatic conditions
Check the tension of the flight control cables at each significant change of climatic
conditions (temperatures).
Salty or tropical atmosphere
Close inspection for corrosion of all metal part every year.
Shock on propeller
Refer to AD 2004-10-14. Refer to propeller manufacturer document.
Impact on the leading edge of the wing
Damage to the wings of aircraft made of wood and fabric very often require repair. It was
noted that further damage outside the impact area exposed, could often be caused to the
structure of the wings.
Therefore, in the context of flight safety, when a shock on the leading edge of the wings
causes damage requiring repair, it is recommended to completely remove covering of the
wing affected by the incident.
This covering removal should allow a thorough inspection of the wooden structure and
glued joints to make sure of the integrity of the wings before a return to service of the
aircraft.
Depending on how important is the shock, the wing main spar deforms to the rear in a
flexion / torsion in the horizontal plane which can cause secondary cracks sometimes
appearing at a certain distance from the main damage.
If the spar exceeds the elastic limit, following the impact, the damage is transmitted to the
spar itself. Cracks are formed in the grain direction of the plywood coating at the extrados
and/or extrados (45 ) and more rarely against the direction of the fibers at the splice scarf
joints of the plywood.
Unsticking between the spar caps and the upper and lower surface coatings may also
occur.
In the case of an impact on the leading edge of an aircraft wing with a dihedral (aircraft
type: Jodel, DR ...) a visual inspection allows, firstly, to measure the deformations at the
dihedral rib tail by inspecting the lower and upper fabric at this level.
If internal failure, the fabric relaxes with the deformation of the ribs rods.
Repair: Any repairs that would not have been already approved must be the subject of a
record of repair submitted to EASA for approval.
Page 30 of 36
Chapter II
SECTION 5
CONTROL FLIGHT
Control flights must be carried out at the end of the achievement of certain maintenance
operations; the cases of current liability and the methods of their execution are defined
below.
1. Case of liability
1.1.
1.2.
An abbreviated control flight only consists of checking some aircraft system functions
that are directly or indirectly related to the work carried out.
An abbreviated control flight must be carried out when, at the completion of a
maintenance operation, a ground test is not sufficient to make sure the airplane is
operating correctly, specially:
after an intervention on the flight controls, except exemption after
demonstration, planned in the maintenance schedule accepted by the
qualified services, or
Page 31 of 36
Chapter II
after replacement or reinstallation (*) of the engine (except for single engine
fitted with fixed pitch propeller. An exemption can however be obtained from
the qualified services, for the aircraft maintained within an approved
framework, when it was shown by at least two consecutive control flights that
the operations of replacement or reinstallation were carried out in a fully
satisfactory way; the demonstration of reinstallation is worth only for the
reinstallation; no exemption can be granted for a replacement relating to
more half of the engines installed; or
when, after a design change or a repair of the aircraft, the need to carry out a
control flight is stated in the design change file or approved repair file or
for the radio installations, after a maintenance inspection which required
demounting and the bench test of the equipment, or after a routine inspection
by the method known as of global test.
(*) Replacement is the removal of an engine followed by the installation of another
engine, and reinstallation is the removal and reinstallation of an engine to its original
position without any major intervention (such as the replacement of module) being
carried out on this engine.
2. Remarks
At each control flight, check the carbon monoxide CO ratio during climb and during
cruise. The CO ratio should permanently be lower than 50 ppm. Use an electronic
portable CO detector with 1 ppm resolution. During measurements, take the precision of
the detector into consideration.
Page 32 of 36
Chapter II
CEAPR
Flight data
Model
Regist.
Serial nr
Location
Pilot
Mass / C
Fuel on board
Left hand
Main
Right hand
Sup. LH
Sup. Rear
Sup. RH
Total
Flight time
Dep. Park.
Take off
Landing
Ret. Park.
Time
Total
RPM prop
% power
MAP
P rail
TH2O
T oil
Stall
PG
72%
QFE
ZP
Temp.
Wind
T gear
Fuel flow
T ecu A
T ecu B
Adjustments
VFE
High speed
VNE
OBS
LH wing
LH Flap
LH Aileron
RPM
Amp.
Volt.
Flight 1
Flight 2
Flight 3
Engine S/N:
P oil
After start-up
Take-off
Climb FL 30
Climb FL 60
Cruise full throttle
FL 50
Cruise 72% FL 50
Idle
Speeds
Stall
Trim mini
Warning
Cruise
VS 1
Vi =
Vi =
VS 0
T =
T =
Ball
Ailerons
RPM:
Painting aspect
Fuselage
Elevat.
Rudder
RH Flap
Lights
Nav lights
Strobe
Taxi light
Ldg light
Flight controls
Ailerons
Elevator
Rudder
Elev. Tab
Rud. Tab
Engine controls
Throttle
Mixture
Carbu
Propeller
Oil Pr.
Oil T
Cyl. T
LH Brake
RH Brake
Park.
Carb. T
Straight
ahead
Charge
Voltage
Breakers
Regul.
Alternat.
Instrument panel
Painting
Placards
Markings
Inst. Light
Flight instruments
Air speed
Alti 1.
Alti. 2
VHF 1
VHF 2
Mike 1
Engine Instruments
Avionic
RH wing
Cowlings
Friction
Alt Air
Cut. Mag
Cut. Rich
EGT
PA
FF
fuel Pres
Steering
Gnd Clear.
Fonc. TR
Sec. TR
Cab. Light
Light test
Shock m.
Hourmeter
Vert. speed
Ball ind.
Horiz. 1
Horiz. 2
Dir.Gyro
HSI
VOR 1
VOR 2
ATC
MKR
DME
GPS
ADF
Mike 2
Headph. 1
Headph. 2
Intercom
ELT
Aux. LH
Aux Rear
Aux. RH
Select
LP warn
LL warn
Fuel
LH gauge
Seats
Harnesses
Belts
Adjust.
Fasten.
Air conditioning
LH air vent
RH air vent
Defrost.
Front heat.
Rear Heat.
Sliding
Latch
Plexi
Sun shield
Tightness
Canopy
REMARKS
Spinner
PA
Suction
Inst. Pan. Ind Compass
ILS
Jettison.
CORRECTIVE ACTIONS
Formulaire 087-0A
VISA
Check the carbon monoxide CO ratio during climb and during cruise. The CO ratio should permanently be
lower than 50 ppm. Use a portable electronic CO detector with 1 ppm resolution. During measurements,
take the precision of the detector into consideration.
Page 33 of 36
Chapter II
C.E.A.P.R.
Date
Model
Regist.
Left hand
Main
Right hand
Flight data
Fuel on
board
Dep. Park.
Flight time
Flight 1
Flight 2
Flight 3
Moteur
Oil pres.
Take off
Landing
Oil Temp.
Cyl. Temp.
Serial nr
Location
Pilot
Mass / C
Supp. Rear
Ret. Park.
Time
QFE
ZP
Temp.
Wind
Fuel Flow
Carb. Heat
Mag. 1
Mag. 2
VFE
High speed
VNE
OBS
Total
Carb. Temp.
Fuel Pres.
RPM
Stall
PG
75%
Manifold
Pres.
After start-up
Run up
1800 rpm
Take off
Climb
Cruise full
throttle
Cruise 75%
Idle
Speeds
Stall
Trim mini
Cruise
Warning
VS 1
VS 0
Accessories and equipment
Painting aspect Fuselage
Elevator
Lights Nav lights
Strobe
Flight controls
Ailerons
Elevator
Engine controls
Throttle
Mixture
Engine instruments
Oil pres.
Oil Temp.
Brakes and gears LH Brake
RH Brake
Electric
Charge
Voltage
power supply
Instrument
Painting
Placards
panel
Flight
Air speed
Alti 1.
instruments
Avionics
VHF 1
VHF 2
Listening Loud speaker
Mike 1
Fuel LH gauge
Press. Sens.
Seats Harnesses
Belts
Air conditioning LH air vent
RH air vent
Canopy
Sliding
Latch
Adjustments
Ball
Ailerons
RPM:
Rudder
Taxi light
Rudder
Carbu
Cyl. Temp
Park.
RH flap
RH aileron
Landing light
Elevator tab Rudder tab
Propeller
Friction
Carb. Temp.
EGT
Straight ahead
Steering
RH wing
Alt. air
PA
Gnd Clear.
Cowlings
Spinner
LH wing
LH flap
LH aileron
PA
Cut. Mag
FF
Cut. Mixture
Fuel Pres.
RPM
Amp.
Volt.
Breakers
Rgul.
Alternat.
Markings
Inst. Light
Cab. Light
Light test
Shock m.
Hourmeter
Suction
Alti. 2
Vert. Speed
Ball indic.
Horiz. 1
Horiz. 2
Dir. Gyro
HSI
VOR 1
Mike 2
RH gauge
Adjust.
Defrost.
Plexi
VOR 2
Headset 1
ATC
Headset 2
Aux. rear
MKR
Intercom
DME
ELT
Select
GPS
ADF
LP Alarm
LL Alarm
Latch.
Front heat.
Rear heat.
Tightness
Compass
Jettison.
REMARKS
CORRECTIVE ACTIONS
Formulaire 087-0B
VISA
Check the carbon monoxide CO ratio during climb and during cruise. The CO ratio should permanently be
lower than 50 ppm. Use a portable electronic CO detector with 1 ppm resolution. During measurements,
take the precision of the detector into consideration.
Page 34 of 36
Chapter II
SECTION 6
MAINTENANCE OPERATIONS TABLE
Following notes are related to right hand column of the maintenance operations table.
Note 1:
Note 2:
Note 3:
Refer to the relevant maintenance manual issued by the manufacturer of the magneto.
Note 4:
If the aircraft is equipped with a carbon detector (stuck inside the cabin), the removal
of the exchanger will occur every 500 hours.
Note 5:
The overhaul of the starter is linked to the general overhaul of the engine: refer to the
latest issue of SI n1157 Textron-Lycoming.
Note 6:
Refer to the latest issue of the propeller Owners manual and to instructions (refer to
section 1, F).
Note 7:
Before filling the oleo strut with hydraulic fluid, check the travel of the sliding leg.
Note 8:
Cleaning of the fuel filter needs to shut off the fuel cock: test its efficiency.
Note 9:
Note 10: Refer to the manufacturers documentation depending on the equipment of the
aircraft.
Note 11: Alternator belt: refer to Textron-Lycoming SI n1129.
Note 12: Refer to section Special maintenance inspections.
Note 13: For DR400/140B equipped with STC EASA. 10014219, refer to Operation &
Maintenance Manual TAE and/or Supplement Airplane Maintenance Manual (refer to
section 1, F).
Note 14: Not applicable to DR400/140B equipped with STC EASA. 10014219.
Note 15: Serial number > 2209
Note 16: Serial number < 2210
Note 17: Serial number < 2216
Note 18: fltes Option
Note 19: Silencer APR Option
Note 20: Refer to SB 020602 DR400 Elevator Anti-tab Inspection procedures
Note 21: Refer to SB 169 Brake fluid reservoir cap
Note 22: DR400/160 and DR400/180: model before 1988.
Note 23: Removal of wheel and gear leg fairings shall be done every 50 hours after using the
airplane on grass airfield.
Note 24: Operation shall also be done when exchanging the tires.
Note 25: Concerns luggage compartment door with part number 28.18.46.010. Aircraft serial
number from 2210 on.
Issue 5 - March 2013
Page 35 of 36
Chapter II
Note 26: Refer to SB 031104. 6 years or at least before the end of the engine life limit,
whichever comes first.
Note 27: Refer to mandatory Service bulletin Lycoming no. 480 at latest issue.
Note 28: Refer to mandatory Service bulletin 120205
Note 29: In the event of significant use on surface coated, dusty or degraded (area start-up,
fixed point, taxiiage, take-off and landing in grass, sand, dirt or any surface in hard not
maintained), the operation is to be carried out every 50 h.
Note 30: Only for aircraft fitted with electrical rudder trim P/N 32.18.00.000 (mounted on aircraft
after 1992).
For other electrical rudder trim, the operation is to be carried out every 50 h.
Maintenance operation table
The maintenance operation table is the subject of the following annex.
Models concerned X: applicable O: option
Page 36 of 36
ANNEX
MAINTENANCE OPERATIONS TABLE
21
X X X X X X X
21
10
21
20
21
30
21
40
21
50
21
60
21
70
X X X X X X X
l
23
X X X X X X X
23
10
23
20
23
30
23
40
X X X X X X X
l
24
0
10
24
20
24
30
TASKS
Notes
6 Remarks
Manuals references
ME1001606, sec13
l ME1001606, sec16, 16-10
l 13
l 13
l
l
RADIO-NAV EQUIPMENT
l
l
l
l
l
l
l
l
l
l
l
l
l 13
ELECTRICAL POWER
l
10
l
ME1001606, sec15
l
ME1001606, sec12
l ME1001606, sec16, 16-9
X X X X X X X
24
Detailed
(hours)
Routine
(hours)
500
200R
180
180R
160
120
Sec Rep
140B
Models concerned
Calendar
time
(years)
Doc. 1001586GB
13
ME1001606, sec12, 12-1
24
40
24
50
24
60
13
24
70
11, 13
Textron Lycoming SI 1129
Page 1
ANNEX
MAINTENANCE OPERATIONS TABLE
24
90
Detailed
(hours)
Routine
(hours)
500
200R
180
180R
80
160
24
120
Sec Rep
140B
Models concerned
24 100 X
24 110 X
24 120 X
24 130 X
TASKS
l 14
l 13
X X X X X X X l
X X X X X X X
25
10
25
20
25
30
25
40
25
50
25
60
25
25
70
80
X
X
X
X
X
X
X
X
X
X
X
X
X
X
l
l
l
l
25
90
27
X X X X X X X
X X X X X X X
27
10
27
20
27
30
27
40
27
50
27
60
27
70
27
80
27
90
27 100 X
l
l
l
SEATS
Check sliding of each seat and locking
mechanism.
Grease the locking mechanism.
Detailed examination of the fixing elements (seat
on structure).
Bending test of the back of the front seats in
order to point out possible cracks.
Removal of bottom cushion and visual
inspection of frame tubes for cracks.
Seat belts or harnesses:
Close inspection of belts or harnesses. Check
anchor bolts.
Check buckles for good operating.
Test of the inertia reel safety belts operating.
Upholsteries: check state of upholsteries,
attachments, particularly in rudder bar travel
area as well as in the seat slide control
mechanism.
l
l
l
l
FLIGHT CONTROLS
Check all flight controls for free operating from
stop to stop (stabilator, rudder, ailerons)
Ensure that there is no abnormal play in the
controls.
Check the good operating of the elevator trim
control from block to block when stick is full nose
down and full nose up.
Index guide tube: look for friction points and
marks of perforation in the elbows
Page 2
Notes
6 Remarks
Manuals references
25
Calendar
time
(years)
Doc. 1001586GB
l 13
l
l ME1001606, sec14
l
l
l
l
l
l ME1001606, sec6
l
l
12
ME1001606, sec6, 6-1
Flight safety
sensitive !
Flight safety
sensitive !
Flight safety
sensitive !
ANNEX
MAINTENANCE OPERATIONS TABLE
500
27 120 X
27 130 X
27 140 X
27 150 O
27 160 O
27 170 O
TASKS
27 190 O
X X X X X X
X X X X X X X
31
10
31
20
X
X
32
X X X X X X X l
X X X X X X X
32
10
32
20
32
30
32
40
X
X
X
X
X
X
Page 3
Notes
6 Remarks
Manuals references
Ref & MM
l Flight safety
sensitive !
20
BS 020602
Flight safety
sensitive !
Flight safety
sensitive !
l 30
Flight safety
sensitive !
Flight safety
sensitive !
l
l ME1001606, sec10
l
l
l
l
l
l
l
l
l
LANDING GEARS
Remove the wheel fairings and leg fairings and
check them for good state. Visual inspection of
X
the sliding leg (search for leaks, traces of
corrosion, nicks, wear areas).
Visual examination of the fixed strut (look for
X cracks, corrosion), of the torque links, axles and
plastic bushes of the torque links.
l
l
X
X
X
X
AIRSPEED CIRCUIT
30
40
31
31
31
27 180
Detailed
(hours)
Routine
(hours)
200R
180
180R
160
120
27 110 X
Sec Rep
140B
Models concerned
Calendar
time
(years)
Doc. 1001586GB
l
l ME1001606, sec7
l 23
29
l 7
ANNEX
MAINTENANCE OPERATIONS TABLE
160
180
180R
200R
500
32
32
50
55
X
X
X
X
X
X
X
X
X
X
X
X
32
60
32
70
32
80
32
90
32 100 X
32 110 X
32 120 X
32 130 X
32 140 X
32 150 X
32 160 X
32 170 X
32 180 X
32 190 X
X Inflate tires.
X Inflate oleo-strut.
Removal of the sliding leg. Dye penetrant test of
X
the axle-to-leg weldings. Replace O-rings.
Main landing gears
X visual inspection of the main landing gear
attachment bolts.
Main landing gears
Remove the main landing gear. Dye penetrant
X
test of struts and links after external chemical
cleaning.
Main landing gears
Detailed examination of the main landing gear
X
housing, of the fixing bolts and structures round
about.
Nose landing gear
Check the support frame and the friction
moment of the anti-shimmy device.
X Replacement of the anti-shimmy washer when
friction moment not achieved. Ensure that main
axle, two axle bearings, nut and lock washer are
in good operating condition.
Nose landing gear
Detailed inspection of the centering control
X mechanism: attachment of the bar, adjustment
of the cam operating point; chack cam and latch
for wear.
Nose landing gear
X Check steering rods (state of rod ends, wear of
rod bulkhead).
Nose landing gear
Remove the nose landing gear. Dye penetrant
X
test of the strut, supporting plates and links after
external chemical cleaning.
Nose landing gear
Visual inspection of the supporting plate
X
(between strut and main axle): seek for cracks
around the welding areas.
Wheels:
X
check tires for possible cuts and defects
Wheels
X
Visual check of wheel hub for cracks
Wheels
X Check marking to make sure that the tire is not
slipping
Wheels
X
Check state of bearings (manually or by ear)
Wheels : Remove wheels. Check state of ball
X bearings and inner and outer seating faces.
Lubricate ball bearings.
32 200 X
32 210 X
32 220 X
Sec Rep
32 230 X
32 240 X
32 250 X
Detailed
(hours)
Routine
(hours)
120
140B
Models concerned
TASKS
l
l
24
ME1001606, sec7, 7-4
24
ME1001606, sec7, 7-4
l ME1001606, sec8
21
l BS 169
ME1001606, sec8
ME1001606, sec8
l ME1001606, sec8
l
l
Page 4
l
l
X X X X X X X l
Notes
6 Remarks
Manuals references
l
Calendar
time
(years)
Doc. 1001586GB
l ME1001606, sec8
l
ANNEX
MAINTENANCE OPERATIONS TABLE
TASKS
X X X X X X X
37
10
37
20
53
X X X X X X X l
X X X X X X X
53
10
53
20
53
30
53
40
53
50
53
60
53
70
53
80
53
90
54
X X X X X X X l
X X X X X X X
54
10
54
20
54
30
54
40
55
X X X X X X X
X X X X X X X
55
10
55
20
55
30
VACUUM SYSTEM
Visual inspection of hoses, engine side and
X cabin side.
Detailed inspection of the dry air vacuum pump,
X attachments, fittings, vents.
l
POWERPLANT BRACKET
Check the efficient sealing of the firewall from
the structural bulkhead (gluing, sealing).
Detailed inspection of the engine mount
attachment (crushing under plates, inside the
cabin).
Swivelling engine mount: state of the pivot points
(bores, corrosion,) and bolts.
Checking and re-tightening of the fixing bolts
(crossing the firewall) with adding of a washer if
necessary.
l
l
CONTROL SURFACES
Overall inspection of the rudder (fabric covering,
painting, structures). Particularly check the tail
X
light area. Make sure there is no play between
bellcrank and structure.
Overall inspection of the horizontal stabilator
(fabric covering, painting, structures). Detailed
X
inspection of the sunk-in control lever zone
(crushing).
Remove the access panels, fin root fairing to
X inspect the horizontal stabilator bearings and
brackets as well as the fin supporting frame.
Page 5
l
l
l
FUSELAGE
Visual check of all the fuselage covering. Seek
X for crushing, cracks, distorsion, peeled off
painting
Notes
6 Remarks
Manuals references
l ME1001606, sec10
l 13
37
Detailed
(hours)
Routine
(hours)
500
200R
180
180R
160
120
Sec Rep
140B
Models concerned
Calendar
time
(years)
Doc. 1001586GB
l l l ME1001606, sec4
l 13, 14
l 25
l l l ME1001606, sec4
l 14
l l l ME1001606, sec6
ANNEX
MAINTENANCE OPERATIONS TABLE
160
180
180R
200R
500
55
40
55
50
55
60
55
70
55
80
55
90
55 100 X
55 110 X
55 120 X
55 130 X
55 140 X
Sec Rep
56
X X X X X X X
X X X X X X X
56
10
56
20
56
30
56
40
56
50
56
60
O X
57
X X X X X X X
X X X X X X X
57
10
57
20
57
30
57
40
57
Detailed
(hours)
Routine
(hours)
120
140B
Models concerned
TASKS
Check axles, bolts, bearings of the stabilator
pivot points (wear).
Make sure that blocks are in good condition
(mould, cracks, fixing).
Check the gap between bolts and bearings of
the rudder pivot point.
Check the hinge axles of rudder and hinge
fixation on vertical stabilizer and rudder
Remove the rudder. Close inspection of bolts
and bearings (wear). Reassemble the rudder
and check deflection angles.
Make sure that the drain holes are free.
Visual inspection of the balancing weight
supporting tube and fixing on stabilator spar
(corrosion of the tube, state of bolts).
Visual inspection of anti-tab control surfaces
Check the play in anti-tab control surface piano
hinge.
Remove the anti-tab surface, check hinge and
pins (wear, corrosion). Reassemble the anti-tab
surface and check deflection.
Grease the bearings and axles of the rudder and
stabilator pivot points.
l
l
CANOPY
Check the locking system for good operation
and sliding guides for smooth travelling.
Check glasses for good state and correct
assembly (crazing, cracks, sealing).
Check the efficiency of the bonding between
glasses and frame all along the periphery
(depending on fixing mode).
Inspection of the rivets and screws fixing the
glasses on the frame (depending on fixing
mode).
Remove the sliding canopy. Check sliding
guides. Make sure the jettison system is well
operating.
Check the adjustable rear view mirror for good
operating, fixation and sealing.
l
WINGS
Check the state of the whole fabric covering
(cracks, rib lacing, tear). EV of painting at
leading edge level, at spar level and between
wing tanks and main spar to make sure of no
possible ingress of water.
Dismantle tanks for moisture and mold.
Check the ribs and the rear spar (aileron and
flaps) with slight thumb pressing.
Verify the state of the step area and the
protective sheet located at the trailing edge
(wear, sealing).
50
57
60
57
70
57
80
Notes
6 Remarks
Manuals references
Calendar
time
(years)
Doc. 1001586GB
Page 6
l
l
Flight safety
sensitive !
l l l ME1001606, sec4
l 15
Flight safety
sensitive !
l
l
Flight safety
sensitive !
14
Flight safety
sensitive !
l l l ME1001606, sec4
l
l
l
l
ANNEX
MAINTENANCE OPERATIONS TABLE
57
90
TASKS
57 110 X
57 120 X
57 130 X
57 140 X
l
61
X X X X X X X
10
61
20
61
30
61
40
61
50
61
60
71
X X X X X X X
X X X X X X X
71
10
71
20
X X X X X X
Notes
6 Remarks
Manuals references
X X X X X X X
71
30
71
40
71
50
71
55
PROPELLER
LYCOMING POWERPLANT
Check engine baffles (cracks, safety conditions,
baffle fabric).
Check sandwich engine mounts (cracks,
burning).
Drain the engine oil (when warm). Remove the
oil strainer and check for metal particles or
replace cartridge oil filter and cut open it to look
for metal particles. Cleaning.
Visual inspection of the remote oil filter
Page 7
Flight safety
sensitive !
l
l
61
X X X X X X X l
57 100 X
57 150
Detailed
(hours)
Routine
(hours)
500
200R
180
180R
160
120
Sec Rep
140B
Models concerned
Calendar
time
(years)
Doc. 1001586GB
l
l
Flight safety
sensitive !
Flight safety
sensitive !
Flight safety
sensitive !
l
l
l l
l
ME1001606, sec5
l ME1001606, sec16
6, 29
6, 14
l
l
l
l
l
l
6
l Flight safety
sensitive !
6
ME1001606, sec16, 16-3
l
l l l
l
l
l
l
l 13
l
l
1, 14
ME1001606, sec5
l ME1001606, sec16
27
l
ANNEX
MAINTENANCE OPERATIONS TABLE
160
180
180R
200R
71
60
71
70
71
80
71
90
71 100
71 110
71 120
71 130
Sec Rep
X X X X X X
l
72
0
l
X X X X X X
X X X X X X
TASKS
l
13
l l
73
20
73
30
73
40
73
50
73
60
73
70
73
80
73
90
73 100 X
73 110 X
73 120
73 130
FUEL CIRCUIT
X X X X X X X
73 150
Notes
6 Remarks
Manuals references
0
10
l
ME1001606, sec9
l ME1001606, sec16, 16-8
l 13
73
73
73 140
Detailed
(hours)
Routine
(hours)
500
120
140B
Models concerned
Calendar
time
(years)
Doc. 1001586GB
Page 8
14
ME1001606, sec5, 5-5
13
8, 13
ME1001606, sec9, 9.8
l 13
l 13, 22
13
l
l
13
ME1001606, sec9, 9.6
l 29
l 14
9
ME1001606, sec9, 9.9.9
ANNEX
MAINTENANCE OPERATIONS TABLE
0
l
75
X X X X X X X
10
75
20
75
30
75
50
75
60
75
70
75
80
75
90
75 100
X X X X X X X
76
IGNITION
AIR INTAKE
X X X X X X X
l 14
l 2, 13
l 14
l 28
l 2, 14, 16
l 17
l 2, 13, 15
76
10
76
20
76
30
76
40
76
50
76
60
Page 9
40
Notes
6 Remarks
Manuals references
l
l
l
l
3, 14
ME1001606, sec5, 5-9
l
l
l
l
ME1001606, sec5
l l l ME1001606, sec16
75
TASKS
X X X X X X X
X X X X X X X l
75
Detailed
(hours)
Routine
(hours)
500
200R
X X X X X X X l
74
180
180R
160
Sec Rep
120
140B
Models concerned
Calendar
time
(years)
Doc. 1001586GB
l
14
ME1001606, sec5, 5-10
l ME1001606, sec16
l l
BS111205
ME1001606, sec5
ANNEX
MAINTENANCE OPERATIONS TABLE
77
10
77
20
X X X X X X
l
78
X X X X X X X
10
78
20
78
30
78
40
78
50
78
60
78
70
79
X X X X X X X
X X X X X X X
79
10
X X X X X X
80
X X X X X X
X X X X X X X
80
10
80
20
X X X X X X
l
86
86
10
86
20
86
30
86
40
13
l 14
l 4, 14
l 14, 18
l 14, 18
l 14, 19
l l
l
ME1001606, sec5, 5-12
l ME1001606, sec16
13
14
26
BS 031104
l
14
Page 10
Notes
6 Remarks
Manuals references
l
l
TOWING
l ME1001606, sec5
STARTER
EXHAUST SYSTEM
OIL SYSTEM
Oil line between engine and oil pressure switch:
X careful cleaning of the oil hose and connectors,
including the restricted fitting.
X l
l
X X
TASKS
ENGINE CONTROLS
Make sure of good operating of the fuel pressure
X
drop warning light
Fuel pipe connected to fuel flow instrument:
detailed inspection along the complete length.
X Particularly check the fittings and the areas
subject to wear against other parts (bulkhead
crossing).
X l
78
Detailed
(hours)
Routine
(hours)
500
200R
X X X X X X X l
X X X X X X X
77
180
180R
160
Sec Rep
120
140B
Models concerned
Calendar
time
(years)
Doc. 1001586GB
5, 14
Textron Lycoming SI 1157
l
l
l
l
14
l l l ME1001606, sec15, 15-8