Extra 500. Maintenance Manual (2012)

12-10-02

Draining

During the aircraft defueling observe the safety precautions specified in

DANGER

Section 12-10-01.

Do not drain the fuel system when the engine or the exhaust is hot or while

DANGER

the wind is strong.

Even after completely draining the fuel system fuel may rest inside the

WARNING

engine and in the fuel lines downstream the check valves; which are

located next to the fuel pumps. This fuel may be pressurized.

The fuel system can be completely or partly drained.

When fuel system shall be completely drained ensure fuel selector valve is set

to BOTH. Drain at all fuel drains (for locations refer to Subject 12-10-03).

When fuel system shall be partly drained ensure fuel selector valve is set to

OFF. Then the individual fuel compartments and the area downstream the fuel

selector valve can be drained over their respective drain valves. Consider that

the collector and main compartments are connected by a check valve. So

draining the collector compartment will also reduce fuel quantity in the main

compartment.

A quantity of fuel must be drained prior to the first flight of the day and at least

five min. after refueling to inspect for water and/or contamination. Continue

draining until free of water or contamination.

IMPORTANT

After draining, make sure the fuel drain valve is returned to the closed

position and the valve is not leaking.

12-10-03

Fuel Drains

The EXTRA 500 is equipped with 12 fuel drains on the locations as given in

the following table:

Designation

Location

Inner and outer auxiliary compartment

Each outboard wing

drains

Inner and outer main compartment drains

Each center wing

Collector compartment drains

Fuel sump next to each root rib

Lowest point drain

Down stream of the fuel selector

valve, accessible by an opening in

the forward keel beam access

panel.

Fuel filter drain

Next to the fuel filter, accessible

by an opening in the fuel filter

access panel.

Page 6 12

Page Date:

12-10-04

Replenishment of Engine Oil

The engine oil replenishment is accomplishment by pouring oil into the oil

filler spout. The oil quantity can be conveniently checked by use of the dipstick

attached to the oil filler spout cap.

If larger quantity of oil has to be filled in (e.g. if oil system has been partly

drained), follow the replenishment section of the Oil Change procedure of

Subject 12-10-05, which incorporates engine motoring (refer to Chapter 80-10-

00, Motoring and to the EXTRA 500 Pilot’s Operating Handbook).

Oil Grades

At oil temperature -54 °C (-65 °F) or above: MIL-PRF-7808L or later

At oil temperature -40 °C (-40 °F) or above: MIL-PRF-23699F or later

Minimum Starting

MIL-PRF-7808L or later -54 °C (-65 °F)

MIL-PRF-23699F or later -40 °C (-40 °F)

Only discretionary mixing of oil series is permitted without time penalty.

CAUTION

If brands of oils are changed, it is recommended this change be

accomplished gradually using a "TOP-OFF" method or by draining and

refilling.

NOTE

Oil series and brand used shall be recorded in engine module logbook.

Oil System Capacities

Total Oil Capacity: 7.10 l (7.49 US Quarts)

Oil Tank Capacity: 5.18 l (5.47 US Quarts)

Page Date:

12 Page 7

12-10-05

Oil Change

The engine oil must in accordance with the Rolls Royce 250-B17F Series

Operation and Maintenance Manual

(LOAP 1) Ch. 72-00-00, ENGINE-

SERVICING, Lubrication System Servicing, Oil Change. Follow the

instructions in this paragraph observing the following additions:

1 Remove engine cowlings of the aircraft (see Chapter 71-10-02).

2 Follow the respective drain procedures in Chapter 79.

3 For motoring and starting procedures refer to Chapter 80-10-00, Motoring and

to the EXTRA 500 Pilot’s Operating Handbook.

4 Check oil level once more after motoring the engine.

5 Refill engine oil as necessary before starting the engine.

6 Reinstall cowlings after completion of oil change.

12-10-06

Replenishment of Brake Fluid

In order to assure proper brake action, it is necessary to have positive transfer

of hydraulic pressure through the system. Any air trapped in the system must

be removed by following the bleeding procedure described below.

The brake fluid reservoir is installed at the left side of the firewall.

Brake fluid is toxic and can cause disease!

WARNING

Do not allow brake fluid to come in contact with your skin.

In case of accidental contact flush with cold water immediately.

Brake fluid can damage paint and other material!

CAUTION

Use a bleeding tank under the RH and LH break cylinder housing.

Clean up immediately spilt brake fluid.

IMPORTANT

Brake bleeding procedure must be followed very carefully. Especially the

connection between the pilot’s and copilot’s master brake cylinders has

the tendency to carry air bubbles.

IMPORTANT

Assure that bleeding equipment to be used for refilling is absolutely clean

and is filled with uncontaminated brake fluid.

NOTE

Two mechanics are needed to carry out the bleeding procedure.

Brake Fluid Grade

Brake fluid must conform to Specification MIL-H-5606.

Brake Fluid System Capacity

min. 0.33 L / 0.1 U.S. Gal

Page 8 12

Page Date: 9. August 2013

12-10-07

Brake Bleeding Procedure

Remove upper left engine cowling.

Remove fluid reservoir filler plug.

Ensure that pilot’s and copilot’s brake pedals and parking brake are released.

Remove bleed valve cap of the RH wheel brake assembly.

Attach the bleeding equipment connector hose to the bleed valve.

Turn the bleeder fitting 1/2 rotation to the left for opening.

Slowly pump clean hydraulic fluid in the system (min. 0.33 L / 0.1 U.S. Gal).

Close bleed valve.

Disconnect bleeding equipment.

Install plastic hose to bleed valve.

Repeat steps 4 to 10 for the LH side accordingly.

Sit in the cockpit in a position that you can reach the right brake pedal of the

pilot’s and copilot’s side simultaneously.

NOTE

Maintain an adequate supply of fluid during the entire operation. Refill

fluid reservoir if necessary. A low fluid supply will allow air to be drawn

into the system.

Depress and hold the pilot’s right brake pedal.

Depress and hold the copilot’s right brake pedal.

Release the pilot’s brake pedal and depress and hold it again.

Release the copilot’s brake pedal and depress and hold it again.

Repeat steps 15 and 16 until a remarkable pressure is building up and then hold

both pedals under pressure simultaneously.

Open the bleed valve on the RH brake cylinder housing. Both pedals must

move foreward and fluid must come out of the brake cylinder housing.

Keeping the pedals pressed, close the bleed valve on the cylinder housing.

Release the pedals and repeat step 13 to 19 until the brake pressure is okay.

A firm brake pedal must be obtained on pilot’s and copilot’s side.

Check the fluid level in the brake fluid reservoir. Fill up to full reservoir

capacity.

Remove plastic hose from bleed valve and install cap.

Repeat step 13 to 22 for the LH brake system accordingly.

Reinstall fluid reservoir filler plug.

Check the brake operation.

Install upper engine cowling.

Page Date:

12 Page 9

12-10-09

Main Gear Shock Absorber

Oil Draining/Refilling

Detail Steps/Work Items

Key Items

Place aircraft on jacks.

Refer to Chapter 07-10-00.

Keep landing gear down and locked.

Ensure BATT switch is off and no

external power attached.

Remove the filling nipple  cover.

High-pressure oil-jet damages eyes and limbs!

WARNING

The shock absorber is under high pressure (see below).

Protect yourself when expanding the nitrogen gas-pressure.

Push the insert of the filling nipple to

expand the nitrogen inflation.

Remove the plug and O-ring from outer

cylinder.

Drain the hydraulic fluid completely in a

sump.

Replace O-rings and scraper ring.

Chapter 32-10-13

Refill hydraulic fluid into the cylinder.

For hydrauliuc fluid grade and

capacity see below

Replace the O-ring on the plug.

Screw the plug in the outer cylinder.

Lock the plug by a safety wire.

Connect a nitrogen charging apparatus at

the filling nipple.

Refill nitrogen.

Till inflation pressure as shown

below

Recover the cover-filling nipple.

Lower the aircraft.

Refer to Chapter 07-10-00.

Hydraulic Fluid Grade

Use only MILH5606 hydraulic fluid

Hydraulic Fluid Capacity

420 cm/25.6 cu in

Nitrogen Inflation Pressure

5.7 MPa / 827 psi (unloaded)

Page Date:9. August 2013

12 Page 11

12-10-10

Nose Gear Shock Absorber

Oil Draining/Refilling

It is not possible to completely drain the nose gear shock absorber hydraulic

fluid without removal of the nose gear. However the following procedure

allows minimizing the amount of used hydraulic fluid and obtaining

reasonable mixing.

Detail Steps/Work Items

Key Items

Place aircraft on jacks.

Refer to Chapter 07-10-00.

Keep landing gear down and locked.

Ensure BATT switch is off and no

external power attached.

Remove the filling nipple  cover.

High-pressure oil-jet damages eyes and limbs!

WARNING

The shock absorber is under high pressure (see below).

Protect yourself when expanding the nitrogen gas-pressure.

Push the insert of the filling nipple and

completely expand the nitrogen inflation.

Remove the filling nipple.

Drain hydraulic fluid in a sump by

completely compressing the nose gear by

hand.

Install a ~1.5 m transparent hose to the

nipple housing.

Immerse hose in a container with fresh

hydraulic fluid.

Slowly decompress the nose gear by hand

and thus allow hydraulic fluid to be

sucked in.

Repeat compression and decompression

of nose gear until hydraulic fluid is clear

and free from air bubbles.

Compress nose gear by hand up to

20 mm (3/4 inch) below topmost position

and hold.

Remove transparent hose.

Slowly decompress the nose gear by

hand.

Install filling nipple to the housing.

Refill nitrogen.

Till inflation pressure as shown

below.

Page 12 12

Page Date: 9. August 2013

12-20-00

SCHEDULED SERVICING

12-20-01

Exterior Cleaning

The painted surfaces of the aircraft have a long lasting, all-weather finish and

should require no buffing or rubbing out in normal conditions. However, it is

desirable to wash and polish it to preserve the outstanding exterior. Cleaning is

best accomplished with cool water, mixed with a mild aircraft detergent, if

required.

Do not use so called "mild" household detergents to wash aircraft exterior.

CAUTION

Such detergents may damage finish and corrode aluminum components.

In order to remove especially heavy dirt from the wing leading edges due to

insect splatter and the like, it is good practice to undertake cleaning

immediately after the flight, since deposits of this kind are more difficult to

remove when dry. All lubricated components are to be covered before

cleaning.

Roughly twice a year, the complete surface should be treated with a non-

silicone car polish and repolished to high gloss. But do not apply wax or use

pre-wax cleaners during initial paint curing period. Use only mild aircraft

detergent and cool water when washing exterior during the first 90 days after

repainting.

Never use cleaning agents containing silicone!

CAUTION

In order to maintain good visibility at all times, the windshield should be given

good care and kept clean at all times. Techniques and materials used to clean

glass should be avoided since acrylic glass is softer than glass and subject to

damage by solvents and abrasive glass cleaning agents.

Therefore it should be paid particular attention to using ample water applied

with clean sponges and leather, otherwise even the smallest dust particles will

tend to scratch the glazing.

Never polish acrylic glass dry!

CAUTION

Dull or scratched canopy sections can be returned to their transparent state by

treating with especially formulated acrylic glass cleaning agents.

Page 14 12

Page Date: 9. August 2013

12-20-02

Interior Cleaning

Prior to the first flight of the day it is recommended to clean the interior with a

vacuum cleaner to remove dust and loose dirt. If liquid is spilled on the cockpit

floor, blot it up promptly with cleansing tissue or rags. Continue blotting until

no more liquid is taken up.

Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire

CAUTION extinguisher fluid, anti-ice fluid, lacquer thinner, or glass cleaner to clean

the windshield and cabin windows. These materials will damage the

acrylic glass and may cause severe crazing.

12-20-03

Engine Cleaning

Accumulation of dirt and oil within the engine compartment creates a fire

hazard and hampers inspection. All cleaning operations have to be performed

in well ventilated work areas, and it has to be ensured that adequate fire-

fighting and safety equipment is available.

Clean the engine in accordance with the Rolls Royce

250-B17F Series

Operation and Maintenance Manual (LOAP 1). Follow the procedures given

there after performing the following preparations:

1 After running, allow the engine to cool before cleaning.

2 Protect the alternator, starter-generator, other electrical components, the air

inlets and the engine cowlings against cleaning agents.

3 Do not to start the engine before the cleaning agent has been completely

removed or has evaporated.

Page Date:

12 Page 15

12-20-04

Lubrication Chart

Interval

Item

Location

Lubricant

CAUTION

Do not lubricate TEFLON coated bearings and rod ends

Engine Compartment

100 h

Engine Controls

Engine compartment

MIL-PRF-7870

(Throttle, Cond. Lever)

after disassembly:

Fork Ends and Bearings

MIL-PRF-81322

100 h

Engine anti-ice

Engine compartment

MIL-PRF-7808

Bowden Cable Ends

Controls

100 h

Control Shafts

Below Instrument Panel

MIL-PRF-81322

100 h

Cable Chain Coupling

Below Instrument Panel

MIL-PRF-81322

(between Control Wheels)

close to the firewall

100 h

Chain Interconnection

Below Instrument Panel

MIL-PRF-81322

(Aileron/Rudder)

close to the firewall

100 h

Pedal Bearings

Below Instrument Panel

MIL-PRF-7870

after disassembly:

MIL-PRF-81322

100 h

Control Cable Bolt

Pedal Torque Tube and

MIL-PRF-81322

Attachments

Controls/Control Surfaces

and Nose Wheel Steering

100 h

Pressure Dome Control

Cabin Pressure Dome

MIL-G-21164

Cable Bushing

100 h

Trim Tab Hinge

Elevator

MIL-PRF-7870

after disassembly:

MIL-PRF-81322

100 h

Trim Servo Chain

Tail Cone

MIL-PRF-23827

100 h

Wing Flap Tracks

Wing

MIL-PRF-81322

2000 h

Front and rear Track

Wing

MIL-PRF-81322

Rollers at middle Flap

Tracks

2000 h

Rear Track Rollers at

Wing

MIL-PRF-81322

inner Flap Tracks

100 h

Wing Flap Spindles

Wing

MIL-PRF-81322

Engine Controls

100 h

Bowden Cable Fork End

Middle Console

MIL-PRF-7870

Attachments

after disassembly:

MIL-PRF-81322

100 h

Control Lever Bearing

Middle Console

MIL-PRF-7870

after disassembly:

MIL-PRF-81322

Page 16 12

Page Date: 9. August 2013

Interval

Item

Location

Lubricant

100 h

Control Lever Guidance

Middle Console

MIL-PRF-81322

Landing Gear

100 h

Nose Gear Steering Arm

Nose Gear Steering

MIL-PRF-81322

100 h

Bearings with Lubrication

Nose and Main Gear

MIL-G-21164

Nipple

Landing Gear Doors

100 h

Upper and Lower Door

LH and RH Main Gear

MIL-PRF-7870

Hinges

after disassembly:

MIL-PRF-81322

100 h

Nose Gear Door Hinges

Nose Gear

MIL-PRF-7870

after disassembly:

MIL-PRF-81322

100 h

Rod Ends of Telescope

Nose Gear

MIL-PRF-7870

Guide Rod

after disassembly:

MIL-PRF-81322

100 h

Rod Ends of Push-Pull

Nose Gear

MIL-PRF-7870

Rods

after disassembly:

MIL-PRF-81322

100 h

Fork Ends and Universal

LH and RH Main Gear

MIL-PRF-7870

Joint of Lower Doors

after disassembly:

Actuating Mechanism

MIL-PRF-81322

100 h

Fork Ends and End Fitting

Main Gear between Keel

MIL-PRF-7870

of Lower Doors Actuating

Beams

after disassembly:

Cylinders

MIL-PRF-81322

100 h

End Fitting of Upper

Compartment in front of

MIL-PRF-7870

Doors Actuating Cylinders

Main Gear

after disassembly:

MIL-PRF-81322

Wheels and Brakes

100 h or

Wheel Bearings

Main Gear

MIL-PRF-81322

annually

100 h

Brake Guide Pins

Brakes

Copper paste

Page Date:

12 Page 17

12-30-00

UNSCHEDULED SERVICING

12-30-01

Removal of Snow and Ice

After snowfall, the snow should be removed immediately from surface of the

aircraft. Otherwise the water formed from melted snow will freeze on the

surface or in slots and gaps of fairings.

Do not use sharp tools for removing the snow.

CAUTION

If the aircraft shows signs of ice formation, it is recommended to defrost in a

room. Remove as much snow as possible with a soft bristle boom, make sure

the wheels and brakes are clear, and tow the aircraft into a room with elevated

temperature. This method is particularly desirable, since it will melt any

undetected ice and snow that could constitute a flight hazard.

Page 18 12

Page Date: 9. August 2013

Table of Contents

20-00-00

GENERAL

20-10-00

STANDARD PRACTICES AIRFRAME

....................................................... 4

20-10-01

Width Across Flats for Metric Bolts

............................................................... 4

20-10-02

Torque Values

................................................................................................... 4

20-10-04

Special Torque Values

...................................................................................... 5

20-10-05

Measuring Techniques

..................................................................................... 6

20-10-06

Coin Tapping..................................................................................................... 6

20-10-07

Flexible Hoses

.................................................................................................... 6

Replacement of Flexible Hoses

.......................................................................... 6

Installation of Flexible Hose Assemblies

........................................................... 7

20-10-08

Fittings

............................................................................................................... 7

20-10-10

Bowden Cables

.................................................................................................. 8

Inspections

.......................................................................................................... 8

20-10-11

Engine Controls

................................................................................................ 8

Figure 20-1

Engine Control Bowden Cables Schematic

...................................................... 10

20-10-12

Rod Ends

20-10-13

Fork Ends

........................................................................................................ 11

20-10-14

Installing Bolts to CFRP Structures

............................................................. 11

20-10-15

Connections of Lightning Protection System

............................................... 12

Page 2 20

20-10-00

STANDARD PRACTICES AIRFRAME

20-10-01

Width Across Flats for Metric Bolts

Thread diameter

Width across flats

7 mm

8 mm

10 mm

13 mm

M10

17 mm

M12

19 mm

M16

24 mm

M20

30 mm

M24

36 mm

20-10-02

Torque Values

Nuts, except of counter nuts are mainly stop nuts according to LN 9348 or

selflocking nuts according to AN 363.

a) Standard torque values allowed for bolts and nuts according to DIN and LN

must be adhered to as follows:

Metric thread size

Torque value (Nm) Torque value (in.lbs)

1.8

3.9

- 4.3

35 - 38

6.2

- 6.8

55 - 60

15.2

- 16.8

144 - 148

M10

29.5

- 32.5

261 - 287

M12 x 1.5

51 - 57

452 - 504

Page 4 20

b) Standard torque values allowed for bolts and nuts according to AN and MS

must be adhered to as follows:

Inch thread size

Torque value (Nm) Torque value (in.lbs)

1/4 -28

3.5

- 4.5

30 - 40

5/16 -24

6.7

- 9.5

60 - 85

3/8 -24

10.7

- 12.5

95 - 110

7/16 -20

30.5

- 33.9

270 - 300

1/2 -20

32.8

- 46.3

290 - 410

9/16 -18

58.1

- 67.8

480 - 600

IMPORTANT On all bolt connections, the specified torque and locking method must be

observed. Do not reuse stop nuts if they can be run up finger tight!

20-10-04

Special Torque Values

Special torque values for the following items must be adhered to:

Item

Torque value Torque value

(Nm)

(in.lbs)

Propeller flange bolt Mühlbauer

112

990

Bolt nose wheel tire

90 - 100

Bolt main wheel tire

150

Engine mount to fuselage

75 - 80

664 - 708

(Bolts DIN 912 M12/12.9)

Engine mount to fuselage

15.2

- 16.8

135 - 149

(Bolts LN 9037 x 08)

Engine mounting (Bolts AN 7 - 44A)

283

Engine shock mount

11.9

- 13.0

105 - 115

Wing bolt retaining sheets front (M5 bolts)

Wing bolts rear (M10 bolts)

140

Fuselage joints (M6)

6.5

57.5

Fuselage joints (M8)

142

Wing fittings (M8)

142

Wing fittings (M10)

265

Main gear former connection bolts (M10)

200

Valve cover

IMPORTANT

On all bolt connections, the specified torque and locking method must be

observed. Do not reuse stop nuts if they can be run up finger tight!

20 Page 5

20-10-05

Measuring Techniques

When using stop nuts, the safety torque (friction torque or braking torque)

should be added to the table standard values. This value is indicated on the dial

of the torquemeter, before the nut contacts the attachment surface.

Always torque nuts for fastening, if possible. When bolts are torqued there

might be an additional torque value due to shaft friction. This torque can be

determined by a torquemeter before the bolt head contacts the attachment

surface and should be added to the table value.

20-10-06

Coin Tapping

Inspection for damage is more critical for composite structure than for

conventional structures. A large washer or similar object is a valuable tool for

detecting debonds in the airframe surface. When a large washer is lightly

bounced against a solid structure, a clear metallic ring should be heard. If

delamination is present, a dull thud will be heard.

20-10-07

Flexible Hoses

The EXTRA 500 is equipped for the oil, fuel, and sensing lines with standard

"STRATOFLEX-hoses, Aerospace Connectors Division" or equivalent

"AEROQUIP-hoses, Aerospace Division", according to MIL-DTL-25579 and -

27267 specification. For the bleed air system SCEET hoses are installed. For

brake and hydraulic lines KRONTEC PTFE-Hoses 6000 are used. Maintenance

work or overhaul of these hoses requires the attention to the manufacturer's

information and bulletins.

The hoses inside the engine compartment are covered with appropriate fire

sleeves (integrated or slip-over type).

Hoses and hose assemblies should be checked for deterioration at each

inspection period. Leakage, separation of the cover or braid from the inner

tube, cracks, hardening, lack of flexibility, and excessive "cold flow" are

apparent signs of deterioration and reason for replacement. The term "cold

flow" describes the deep, permanent impressions in the hose produced by

pressure of hose clamps or supports.

Replacement of Flexible Hoses

For the replacement of hoses and hose assemblies the EXTRA should be

contacted.

Any of the following conditions require replacement of the hose assembly:

•

Fitting slippage on hose,

•

Damaged, cracked, cut or abraded cover (any reinforcement exposed);

•

Hard, stiff, heat cracked, or charred hose;

Page 6 20

•

Cracked or damaged fittings;

•

Leaks at fitting or in hose;

•

Kinked, crushed, flattened or twisted hose

•

Bent to a radius smaller than the minimum bend radius

•

Blistered, soft, degraded, or loose cover.

The entire assembly must be replaced, if failure occurs in a flexible hose

assembly. Obtain a new hose assembly of the correct size and length, complete

with factory-installed end fittings.

Installation of Flexible Hose Assemblies

External forces can significantly reduce hose life or cause failure. Mechanical

loads which must be considered include tensile or side loads and vibration.

In general hose assemblies should be handled with care to prevent excessive

bending, twisting and kinking. Particular attention must be given to preclude

hoses from wear, snagging, kinking, bending smaller that minimum bend

radius and cutting, any of which can cause premature hose failure.

The minimum bend radius for flexible hoses varies according to size and

construction of the hose and the pressure under which the hose is to operate.

Bends that are too sharp will reduce the bursting pressure of flexible hose

considerably below its rated value.

Large diameter hoses and very short hose assemblies are more prone to

kinking. Twisting of the hose can be determined from the identification

markings running along its length.

The flexible hose should be installed so that it will be subject to a minimum of

flexing during operation.

20-10-08

Fittings

For the oil, fuel, bleed air, and brake system only AN-fittings are used in the

EXTRA 500. In some areas of the hydraulic system special fittings are used

(metric thread).

For the assembly of PTFE-hoses and reusable fittings follow the standard

practices for such combinations.

All these fittings are made of aluminum alloy or stainless steel and are blue-

colored or clear for identification purposes. The dash number following the AN

number indicates the size of the hose for which the fitting is made, in 16ths of

an inch. This size measures the inner diameter (I.D.) of the hose. The material

code letter (Aluminum alloy: code D) follows the dash number.

Example:

Elbow AN 822-8D

NOTE

Clean removed fittings from sealing, sealing tape, etc. and apply

FUELUBE on the thread before installation (except ventilation system).

Don't use sealing tape for sealing.

20 Page 7

20-10-10

Bowden Cables

Bowden cables are used for the following systems of the EXTRA 500:

•

Engine Controls (High performance Push-pull Bowden cable, stainless steel)

•

Air Inlet Heating (Button lock dash control, solid wire end)

•

Parking Brake (Ratchet control, solid wire end)

•

Windshield Heating (solid wire end)

•

Trim Control (Special TLS III cable system)

Minimum bend radius: 65 mm.

Refer to Triumph Controls Germany GmbH Installation Instructions TLE10

(LOAP 36)

•

Seat adjustment locking mechanism

•

Aft passenger seat back rest swivel mechanism

Inspections

Observe the following hints when performing inspections on the Bowden

cables:

A cable must be replaced whenever:

•

excessive free play is felt at the control even after all cable connections have

been verified as in good working order.

•

visual inspection shows chafing, breakage or bent, loose or worn parts.

•

evidence of moisture is found inside (or Bowden cable has frozen).

•

a gradual or sudden decrease in the stroke (travel) length of the Bowden cable

has been detected.

•

a gradual or sudden increase in the no-load (cable free and unattached) friction

of a Bowden cable has been detected.

Correct routing of the Bowden cable whenever:

•

misalignment, unacceptable high internal friction due to bends below minimum

radius or malfunction of sliding elements has been detected.

•

the usable stroke is not centered within the available travel.

•

the swivel angle is not centered within the available angle (if applicable).

20-10-11

Engine Controls

Consider the following information when working on engine Bowden cables.

Refer to Figure 20-1:

Hard and abrupt control inputs may impose high dynamic peak loads to the

related sliding parts at reaching the travel stops.

A bent swivel sleeve as well as wear and excessive free play at the pivot

(swivel) points and sliding parts are an indication of misalignment and/or hard

Page 8 20

and abrupt control inputs. Those signs should be found early within the regular

maintenance. This is a clear indication of an unacceptable Bowden cable

condition, which might result in a malfunction.

As soon as a Bowden cable becomes difficult to operate, the reason should be

identified. An increase in no-load (cable free and unattached) friction or an

increase in travel length of a Bowden cable are a good indication of pending

performance problems and/or Bowden cable failure.

The following notes, cautions and warnings describe application and

installation information:

Protect the cable from contaminants such as fuel, oil, water, dirt and

CAUTION

chemicals, which may damage the Bowden cable.

Protect the cable from physical damage by paint, kinking, vibration, etc.,

which may damage the Bowden cable.

IMPORTANT

A gradual or sudden increase in the no-load (cable free and unattached)

friction of a Bowden cable is a good indication of pending performance

problems and/or Bowden cable failure. Serious injury or death may result.

Replacement is required.

A gradual or sudden decrease in the stroke (travel) length of the Bowden

cable is a good indication of pending performance problems and/or

Bowden cable failure. Serious injury or death may result. Replacement is

required.

Bowden cables, which have moisture inside of them or have frozen, must

be replaced. Do not apply heat to attempt to remove the moisture.

Applying heat will not remove the moisture. Serious injury or death may

result. Replacement is required.

NOTES

Installation should be accomplished by a licensed “A” and/or “P”

mechanic.

Bowden cables are designed to be non-repairable. Do not perform any

repairs to this Bowden cable.

Cables are designed to be contaminant resistant; not contaminant proof.

The usable stroke must be centered within the available travel.

The swivel angle must be centered within the available swivel angle.

The minimum bend radius is 4".

Bowden cables are lubricated for the life of the Bowden cable. Do not

remove the seals or lubricate the Bowden cable.

20 Page 9

20-10-12

Rod Ends

Two different kinds of rod ends are used for the EXTRA 500:

• Teflon coated

• stainless steel

The Teflon coated rod ends have to be installed dry and require no

maintenance.

The stainless steel rod ends and attachment bolts shall be lubricated with MIL-

G-81322 (Aeroshell Grease 22c) when newly installed or reinstalled. For

lubrication during scheduled maintenance

(without removal/reinstallation)

MIL-PRF-7870 shall be used.

20-10-13

Fork Ends

Generally fork ends and attachment bolts shall be lubricated with MIL-G-

81322

(Aeroshell Grease

22c) when newly installed or reinstalled. For

lubrication during scheduled maintenance

(without removal/reinstallation)

MIL-PRF-7870 shall be used.

20-10-14

Installing Bolts to CFRP Structures

To avoid electrochemical corrosion all non-stainless bolts and screws must be

sealed independent from their surface protection. This does not apply to

corrosion resistant steel (CRES).

Detail Steps/Work Items

Key Items

Remove old sealant.

Install bolts with epoxy resin.

Hardening as per

manufacturer information

PR 1750 accelerator contains harmful vapors and is readily absorbed

WARNING

through the skin.

Avoid all contact with the skin and ingestion.

Always wash hands before eating or smoking.

Use adequate ventilation, hand protection and chemical-type goggles

when working with this product.

If accelerator contacts skin, flush area with warm water. Obtain medical

attention in cases of extreme exposure or ingestion.

20 Page 11

Detail Steps/Work Items

Key Items

PR 1750 sealant contains solvents.

WARNING

Use adequate ventilation or air-supplied respirators during application.

Avoid repeated or prolonged breathing of vapors.

In case of extreme vapor exposure, remove affected personnel to fresh

air immediately and obtain medical attention.

For complete health and safety information, a refer to Le Joint Francais

Material Safety Data Sheet PR 1750 (LOAP 41)

After final torquing apply PR 1750 sealant

For mixing and application of

to both the head and nut side of the bolt

PR 1750 sealant refer to

including washer and thread end.

manufacturer's instructions.

20-10-15

Connections of Lightning Protection System

Prior to joining or riveting prepare contact surfaces as follows:

Material

Action

Aluminum

Remove oxide film

Steel

Remove paint

Stainless steel

Degrease

Titanium

Degrease

After connection of parts seal gaps and connecting elements from all sides to

avoid ingression of moisture:

Connection

Action

Aluminum - Steel

Apply PR 1750A

All other

Apply Nycote 7-11

Page 12 20

Table of Contents

21-00-00

DESCRIPTION

Troubleshooting

.................................................................................................. 7

Bleed Air System Leak Test

............................................................................... 8

Cabin Leak Test

.................................................................................................. 9

Dump Test

21-00-01

Sceet Hoses

Replacement

21-10-00

COMPRESSION

Description

21-10-01

Primary Shut-off Valve

Removal/Installation

21-10-02

Mass Flow Control Valve

Removal/Installation

21-10-03

Mass Flow Sensor

Removal/Installation

Check

21-10-04

Mass Flow Controller

Removal/Installation

21-10-05

Muffler

Removal/Installation

21-20-00

DISTRIBUTION

Description

21-20-01

Panel Vent Fans

Removal/Installation

21-30-00

PRESSURIZATION CONTROL

Description

Operation

21-30-01

Cabin Outflow Control Valve Filter

Replacement

21-30-02

Cabin Outflow Control Valve

Removal/Installation

21-30-03

Safety Valve

Removal/Installation

21-50-00

COOLING

Description

Service and Maintenance

Page 2 21

Page Date:

21-50-01

Compressor/Condenser

..................................................................................24

Removal/Installation

.........................................................................................24

21-50-02

Evaporator

.......................................................................................................24

Removal/Installation

.........................................................................................24

21-50-03

Soft Start Module

............................................................................................25

Removal/Installation

.........................................................................................25

21-60-00

TEMPERATURE CONTROL

Description

........................................................................................................26

21-60-01

Temperature Switch........................................................................................27

Removal/Installation

.........................................................................................27

Function Test

.....................................................................................................27

21-60-02

Duct Temperature Sensor

..............................................................................28

Removal/Installation

.........................................................................................28

21-60-03

Cabin Temperature Sensor

............................................................................28

Removal/Installation

.........................................................................................28

21-60-04

Temperature Controller

.................................................................................29

Removal/Installation

.........................................................................................29

Page Date:

21 Page 3

21-00-00

DESCRIPTION

Refer to Figure 21-1.

The following systems are installed in the EXTRA 500 to cope with the

various tasks of air conditioning:

•

Bleed air system with mass flow control

•

Ram air system

•

Distribution system

•

Pressurization system

•

Temperature regulation system

•

Cooling system

For ventilation either ram or pressurized (bleed) air is used. Before entering the

cabin bleed air is mass flow controlled and temperature can be modified by the

temperature regulation. The airflow is then ducted to the legroom and/or to the

windshield. The cabin air additionally can be cooled by the cooling system.

Pressurization is done by the bleed air system in combination with a

controllable outflow valve.

Generally air is routed through SCEET hoses. On some locations T- or Y-

distributors are connected to the hoses with worm drive hose clamps.

21 Page 5

Compressure/condenser module

Safety valve

Static reference port

Cabin control outflow valve

Evaporator (aft)

Static reference port

Aft pressure dome

Evaporator drain float valve

High pressure refrigerant

(isolated)

Low pressure refrigerant

(return flow)

Overhead channel

Temperature controller

Evaporator (front)

Mass flow controller

Evaporator drain valve

Cabin temperature sensor

Panel vent fan

Panel vent outlet

Defog/cabin distribution valve

Legroom dispenser

Temperature switch

Windshield dispenser

Cabin inflow box

Pressure bulkhead and firewall

with check valves

Duct temperature sensor

Muffler

Mass flow sensor

Air-to-air cooler

Air Inlet

Oil cooler

Temperature modulating valve

Bleed air manifold

Sonic venturi

Primary shut-off valve

Engine compressor

Mass flow control valve

Figure 21-1

Cabin Air Condition and Pressurization Scheme

Page 6 21

Page Date:

Troubleshooting

Complaint

Possible Cause

Remedy

No or inadequate

Pressurization system inactive

Switch pressurization system

pressurization

Excessive cabin leakage

Identify and seal

Excessive door seal leakage

Replace door seal

Excessive emergency exit seal

Replace emergency exit seal

leakage

Bleed air system leakage

Perform Bleed Air System

Leak Test procedure

Dump solenoid energized

Check dump switch and squat

(safety valve open)

switch

Pressure controller failure

Replace controller

Cabin control outflow valve

Replace control outflow valve

failure

Safety valve failure

Replace safety valve

Mass flow sensor failure

Replace mass flow sensor

Mass flow valve failure

Replace mass flow valve

Mass flow controller failure

Replace mass flow controller

Incorrect pressurization or

Pressurization system inactive

Switch pressurization system

pressurization rate control

Bleed air system leakage

Identify and seal

Pneumatic system leakage

Identify and seal

Cabin control outflow valve

Clean static reference

static reference blocked

connection

Cabin control outflow valve

Replace filter

filter blocked

Pressure controller defective

Replace controller

Mass flow sensor failure

Replace mass flow sensor

Mass flow valve failure

Replace mass flow valve

Mass flow controller failure

Replace mass flow controller

Incorrect pressurization or

Cabin control outflow valve

Replace control valve

pressurization rate control

defective

Pressure differential exceeding

Cabin control outflow valve

Clean static reference

5.5 psi

static reference blocked

connection

Cabin control outflow valve

Replace control valve

differential failure

Page Date:

21 Page 7

Complaint

Possible Cause

Remedy

No dump

Pressurization system inactive

Switch pressurization system

Squat switch setting incorrect

Correct squat switch setting

Safety valve static reference

Clean static reference

blocked

connection

Dump switch defective

Replace dump switch

Squat switch defective

Replace squat switch

Safety valve solenoid failure

Replace safety valve

Safety valve blind plug at

Install blind plug

vacuum port not installed

Erroneous warning

Temperature switch defective

Replace temperature switch

BLEED OVERTEMP

Erroneous warning

Differential pressure switch

Replace differential pressure

CABIN PRESSURE

(5.65 psig) defective

switch

Absolute pressure switch

Replace absolute pressure

(10,000 ft) defective

switch

Bleed Air System Leak Test

Refer to Figure 21-1.

Detail Steps/Work Items

Key Items

Remove both upper engine cowlings.

Refer to Ch. 71-10-01/02.

Remove bleed air hose from cabin inflow

box.

Install a cabin pressurization unit or

equivalent to the bleed air hose.

Risk of injury due to flying parts when pressurizing the bleed air

Warning

system.

Follow cabin pressurization unit safety instructions before installing the

unit.

Apply Max. 5.5 psig air to the bleed air system.

Protect your eyes with safety glasses.

Inspect bleed air system for leaks using leak

Seal or replace parts if

detection spray.

necessary.

Reinstall bleed air hose to the cabin inflow

box.

Reinstall both upper engine cowlings.

Refer to Ch. 71-10-01/02.

Page 8 21

Page Date:

Extra 500. Maintenance Manual (2012) - page 4