Chapter 020

CHAPTER
STANDARD
PRACTICES
MAINTENANCE MANUAL
CHAPTER 20
STANDARD PRACTICES - AIRFRAME
LIST OF EFFECTIVE PAGES
Chapter, Page Date Chapter, Page Date

Section, Section,
Subject Subject
Title page - - 020.01.05 1 Nov 1/11

List of Effective Pages 1 May 31/12 Installation of instruments and 2 Nov 1/11
2 May 31/12 units and radio equipment on 3 Nov 1/11
3 May 31/12 the airplane 4 Nov 1/11
4 Nov 1/11 020.10.00 401 Nov 1/11
Record of Revisions 1 May 31/12 Removal / Installation 402 Nov 1/11
2 Nov 1/11 Cleaning / Painting 701 Nov 1/11
3 Nov 1/11 702 Nov 1/11
4 Nov 1/11 703 Nov 1/11
Record of Temp. Revisions 1 Nov 1/11 704 Nov 1/11
2 Nov 1/11 705 May 31/12
Contents 1 Nov 1/11 706 May 31/12
2 Nov 1/11 707 May 31/12
020.01.01 1 Nov 1/11 708 May 31/12
General instructions for the 2 Nov 1/11 709 May 31/12
installation of cabling and 710 May 31/12
instruments of electro-radio 711 May 31/12
equipment 712 May 31/12
020.01.02 1 Nov 1/11 Approved Repairs 801 Nov 1/11
Assembly of harness and 2 Nov 1/11 802 Nov 1/11
coaxial conductors 3 Nov 1/11 803 Nov 1/11
4 Nov 1/11 804 Nov 1/11
020.01.03 1 Nov 1/11 805 Nov 1/11
Assembly of electric panels 2 Nov 1/11 806 Nov 1/11
and racks 807 Nov 1/11
020.01.04 1 Nov 1/11 808 Nov 1/11
Harness storage 2 Nov 1/11 809 Nov 1/11
and shipment 810 Nov 1/11
EFFECTIVITY 020-LIST OF EFFECTIVE PAGES

ALL Page: 1
May 31/12
MAINTENANCE MANUAL
Chapter, Page Date Chapter, Page Date

Section, Section,
Subject Subject
020.10.00 811 Nov 1/11 020.20.00 829 Nov 1/11

Approved Repairs 812 Nov 1/11 Approved Repairs 830 Nov 1/11
813 Nov 1/11 831 Nov 1/11
814 Nov 1/11 832 Nov 1/11
815 Nov 1/11 833 Nov 1/11
816 Nov 1/11 834 Nov 1/11
020.20.00 801 Nov 1/11 835 Nov 1/11
Approved Repairs 802 Nov 1/11 836 Nov 1/11
803 Nov 1/11 020.30.00 601 Nov 1/11
804 Nov 1/11 Inspection / Check 602 Nov 1/11
805 Nov 1/11 603 Nov 1/11
806 Nov 1/11 604 Nov 1/11
807 Nov 1/11 605 Nov 1/11
808 Nov 1/11 606 Nov 1/11
809 Nov 1/11 607 Nov 1/11
810 Nov 1/11 608 Nov 1/11
811 Nov 1/11 609 Nov 1/11
812 Nov 1/11 610 Nov 1/11
813 Nov 1/11 611 Nov 1/11
814 Nov 1/11 612 Nov 1/11
815 Nov 1/11 613 Nov 1/11
816 Nov 1/11 614 Nov 1/11
817 Nov 1/11 020.40.00 1001 Nov 1/11
818 Nov 1/11 Spare Parts Storage 1002 Nov 1/11
819 Nov 1/11 020.50.00 501 Nov 1/11
820 Nov 1/11 Adjustment / Test 502 Nov 1/11
821 Nov 1/11 503 Nov 1/11
822 Nov 1/11 504 Nov 1/11
823 Nov 1/11 505 Nov 1/11
824 Nov 1/11 506 Nov 1/11
825 Nov 1/11 507 Nov 1/11
826 Nov 1/11 508 Nov 1/11
827 Nov 1/11 509 Nov 1/11
828 Nov 1/11 510 Nov 1/11

ALL Page: 2 R
May 31/12
MAINTENANCE MANUAL
Chapter, Page Date

Section,
Subject
020.50.00 511 Nov 1/11

Adjustment / Test 512 Nov 1/11
513 Nov 1/11
514 Nov 1/11
515 Nov 1/11
516 Nov 1/11
517 Nov 1/11
518 Nov 1/11
519 Nov 1/11
520 Nov 1/11
521 Nov 1/11
522 Nov 1/11
523 Nov 1/11
524 Nov 1/11
525 Nov 1/11
526 Nov 1/11
527 Nov 1/11
528 Nov 1/11
529 Nov 1/11
530 Nov 1/11

ALL Page: 3 R
May 31/12
MAINTENANCE MANUAL
INTENTIONALLY LEFT BLANK

ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 20
RECORD OF REVISIONS
Chapter, Numbers of Pages

Rev. Document Date of
Section,
No. Number Revision
Subject Rev. Pages New. Pages Del. Pages
MM is reissued on Nov 1/11. This contains revisions from No. 1 to No. 4
5 020- List of 1 to 3 - -
Effective Pages
020-Record of 1 - -
Revisions
L410UVP-E/145d May 31/12
020-Contents 1 - -
2 - -
020.10.00 - 705 to 712 -
EFFECTIVITY: 020-RECORD OF REVISIONS

ALL Page: 1
May 31/12
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 3
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision

ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 20
RECORD OF TEMPORARY REVISIONS

Section,
No. Number Revision
EFFECTIVITY: 020-RECORD OF TEM. REVISIONS

ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL

Section,
No. Number Revision
EFFECTIVITY: 020-RECORD OF TEM. REVISIONS

ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
CHAPTER 20
CONTENTS
Subject Chapter, Page Effectivity

Section,
Subject
General instructions for the installation of cabling and instruments 020.01.01 1 ALL
of electro-radio equipment
Assembly of harness and coaxial conductors 020.01.02 1 ALL
Assembly of electric panels and racks 020.01.03 1 ALL
Harness storage and shipment 020.01.04 1 ALL
Installation of instruments and units and radio equipment on 020.01.05 1 ALL
the aircraft
MAINTENANCE MATERIALS PREPARATION 020.10.00 401 ALL
Removal / Installation 401
Screw and fitted bolt lubrication 401
Cleaning / Painting 701
Preparation of three-components putty U-30 M 701
(for application with a spatula)
Preparation of five-components putty U-30 M 701
(for application with a brush)
Preparation of five-component putty U-30 M 702
(for application with a spatula)
Preparation of adhesive VUKOPLAST D 420 703
Application of ALDURIT putty 704
Preparing of PRC sealing putties (hermetics) 705
Application of ALODINE preparation 709
Application (spray application) of REVAX 30 711
preparation
Approved Repairs 801
Conversion tables of used materials 801
ROUTINE REPAIRS 020.20.00 801 ALL
Approved Repairs 801
Repairs of parts skin and fasteners attacked by 801
corrosion
Repair of performed skin 802
Repair of loosen riveted joints 803
Repair of fabric skin of control surfaces 804
Repair of aircraft outer paint 808
Repair of aircraft internal paint 809
Repair of aircraft signs and markings 811
Tightening and locking of joint bolts and nuts 811
Piping connection assembly with cap nuts and their 817
locking
Securing of socket-plug connections 822
Repair of conductors 823
Directions for repair of load-bearing elements of 824
airframe structure
EFFECTIVITY 020-CONTENTS
ALL Page: 1
May 31/12
MAINTENANCE MANUAL
Subject Chapter, Page Effectivity

Section,
Subject
Elimination of backlash in the controls and attachment 020.20.00 832
fittings
Repair of corroded magnesium-alloy components 835
INSPECTION 020.30.00 601 ALL
Inspection / Check 601
Inspection of covering unevenness and linkage of 601
movable areas contours
Depth measuring of scratches, collapsed and 604
corroded places with dial depth gauge G1-2
Check and adjustment of mass balance of control 606
surface
SPARE PARTS STORAGE 020.40.00 1001 ALL
Spare Parts Storage 1001
INSTRUCTION 020.50.00 501 ALL
Adjustment / Test 501
Direction for Mass Balancing of control Surfaces 501
(Manufactures direction No.L410 UVP-P 202)
Instruction for alternative Mass Balancing of the 522
Aileron suspended on the Wing
(in OPERATING CONDITION)
EFFECTIVITY 020-CONTENTS
ALL Page: 2 R
May 31/12
MAINTENANCE MANUAL
GENERAL INSTRUCTIONS FOR THE INSTALLATION OF CABLING AND

INSTRUMENTS OF ELECTRO-RADIO EQUIPMENT
1. Full solder Sn 50 Pb should be used for soldering of assembly conductors to the clamps and cable
terminals of finished products for normal temperatures. Use of other solder type must be specified in the
drawing. Soldering with the acid or acid paste is strictly forbidden (except Al-Cr Conductors soldering).
As a soldering flux for soldering of assembly conductors to the clamps of finished products and cable
terminals, the spirit-colophony mixture (40 % spirit, 60 % of colophony) should be used. The soldering
flux must be stored in an air-tight package.
2. Use the spirit for degreasing of insulation-free assembly conductors ends, contact terminals, clamps of
finished products as well as surfaces to be soldered. The spirit must be stored in airtight package.
3. Before soldering the conductors to the claps of plug-socket connections, terminal boxes and to elements
previously preserved, their de-preservation with the spirit, used for cleaning of soldered connections,
should be carried out.
4. For stripping of conductor ends, required for the length of soldering, special strip pliers should be used
or the insulation should be burned. When stripping the conductors, no more wires are allowed to be
damaged as mentioned below:
•
2
10 % up to conductors of cross-section 10 mm
•
2
5 % up to conductors of cross-section 16 mm
5. When soldering all types of applied conductors it is not allowed to melt the insulation. Insulation softening
and distortion is allowed to the distance of 2 mm from the soldering point. Insulation light coloring is
allowed unless this is thermally distorted (must be not sticky and must not show rubber contact).
Insulation distortion up to the distance of 6 mm from the place of soldering is allowed for conductors
2
having the cross-section 10 mm and more. Damaged section has to be bundled with thread in tree
shape harness.
6. Sockets and plunges designed by drawings of harness are filled with rubber cold vulcanized paste
LUKOPREN N 1522, mixed with catalyst C 21.
When dismantling the connection, the LUKOPREN should be removed from the connection and filled
again into the connection after connection assembly. Internal surface of the hollow of the connection has
to be properly degreased before filling the paste. Fill the connections with LUKOPREN after checking
the soldering and proper interconnection. When filling the connections with LUKOPREN, make sure the
paste does not penetrate into the socket jacks. For this reason the jacks must be protected by plugging
lither piece (plug) or individual jacks. When the connection is filled with LUKOPREN, the LUKOPREN
inside the hollow must not be damaged anyhow. No bubbles on the surface are allowed. The connection
EFFECTIVITY
020.01.01
ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL
filled with LUKOPREN must be for the period, required for paste vulcanization, in the stillstand and in
vertical position.
7. LUKOPREN N 1522 or GE RTV 425 - treatment, storage:

Silicon paste is mixed at normal temperature with selected quantity of catalyst. Catalyst C 21 must be
perfectly mixed-in into the paste total volume designed for the treatment.
CAUTION: AIR BUBBLES WILL ARISE DURING INTENSIVE MIXING!
Treatment table:
Catalyst C21 weight parts to 100 weight parts of the paste Time for mixture treatment
1 about 3 hours
2 about 1 hour
3 30 - 50 min.
4 20 - 30 min.
5 10 - 20 min.
The lost of adhesives of vulcanization products on perfect homogenization of the paste with catalyst
occurs after approx. double or triple treatment period.
To finish the vulcanization and to reach the final property of vulcanization product approx. 10 multiple of
treatment period is required.
EFFECTIVITY
020.01.01
ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
ASSEMBLY OF HARNESS AND COAXIAL CONDUCTORS
1. All materials used for harness repair must conform to:

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

INSULATION INTO BUNDLES IS STRICTLY PROHIBITED.
4. During the assembly of shielding wiring make sure that the broken wires have been bent and combed in
order to prevent perforation of the insulation. Check with special care adjustment of shielded outlets of
shielded electric connections. Shielding must be smooth without any ruptures. Max. allowed number of
broken wires is one strand.
5. The conductors must be soldered on the whole contact circumference. The solder must be well melted,
the surface must be smooth, without layers, bubbles or foreign matters. Soldered joint must be free of
excessive pieces of tin or rosin. Soldering lugs have to be soldered in such away, that the joint is perfect,
whilst the solder must not penetrate to the lug ring surface which is proposed for screw head seating.
6. In case that the conductor core diameter is greater then hollow diameter of the jack or pin of electric
connection, it is allowed to cut-out some wires on the conductors with the diameter 1.5 mm and more,
max. 20 % only. Then the soldering is to be carried out in such a manner so that the solder penetrates
and substitutes the cut-out wires.
7. Inserted conductor must be insulated up to the neck of the socket jack. When the soldering is in the cable
lug or elsewhere, the insulation must be up to the soldered place.
8. Slip-on a protective hose (ONL 2460) onto all contacts of relays, push-buttons, lamps etc., according to
conductors and contacts diameter. The hose length should be 15 - 30 mm.
Slip-on the protective hose onto the soldered place of cable lugs according to the cable lugs and conductors
diameters. The hose length is 30-50 mm according to the need.
Protective hoses have to be provided with conductors schematic mark by means of cyclohexanole ink
(according to LeN 54521). All protective hoses must be of diameter ensuring close contact to the necks
of cable lugs and contacts. In case they do not hold properly, fasten them with thread wrapping.
EFFECTIVITY
020.01.02
ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL
9. Conductor connection to socket-plug joints, cable lugs etc. has to be carried out in accordance with cable
drawings.
10. The following items are not allowed to be mounted to cable bundles:
• dirty or torn-out protective hoses,
• plug clamps and outlets with cracks or damaged edges, insulators with damaged digits,
• connections cap nuts with damaged thread,
• jacks and pins of electric connections, whose silver layer is mechanically damaged or oxidized (black
color),
• oxidized or mechanically damaged cable lugs.
11. When soldering the sockets and plugs of type RM and RMD, the following rules should be followed:
• soldering of socket and plugs has to be carried out by means of solder iron with flat bent tip of
diameter 3 - 3.5 mm and solder Sn50Pb with spirit-resin mixture,
• soldering time for one lead must not exceed 5 - 10 sec.,
• cut the conductors to the same length, cutting to the fan shape is not allowed.
12. When soldering the sockets and plugs according to para 11, proceed as follows:
• slip-on an identification card of the strand onto each conductors strand,
• dismantle the relevant socket or plug,
• slip the cap nut or connection sleeve over the conductor bundle,
• remove the insulation from the conductors ends,
• carry out degreasing of conductor and socket (pins) using spirit,
• tin the conductors ends,
• secure the connection in the fixture,
• carry out soldering of the conductor into the connection socket, remove the rest of impurities with a
brush wetted in the spirit,
• after the check paint the soldered connections according to LeN 54 903.55 with a varnish C 1005/0080,
• assembly the connection (socket or plug).
13. Soldering of connections type ShR has to be carried out similar to soldering of types RM and RMD.
14. Blank
15. When soldering the conductors to relays, lamps, push-buttons etc., proceed as follows:
• remove installation from conductor ends and clean them with spirit. Slip the protective hose ONL 2460
on the conductor,
• tin made conductor strand with solder Sn50Pb with rosin diluted in spirit,
• instruments contacts have to be washed with spirit,
EFFECTIVITY
020.01.02
ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
• insert the tinned conductor strand into the contact hole, bend and solder it to the contact with the solder
Sn 50 Pb by means of rosin diluted in spirit, rosin or solder leak into the instrument inside section is
not allowed,
• soldered places have to be washed with spirit in order to remove the rosin,
• after check, the soldered places have to be painted with varnish C 1005/0080,
• protect the contacts with protective hoses ONL 2460.
16. Shielding on contactors has to be ended with thread wrapping
17. Coaxial cables installation:

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

(1) Cut-off the coaxial cable to required length
(2) Cut and remove the insulation upper layer to the length, at which the insulation will fit with joint
sleeve during the assembly of cable terminal,
(3) Release the cable winding and slip parts of high-frequency joint on the cable,
(4) Cut off the internal insulation to the length required for positioning of contact jack (socket) of
cable terminal,
(5) Carry out tinning of made part of internal core with the solder,
(6) Carry out soldering of terminal,
EFFECTIVITY
020.01.02
ALL Page: 3
Nov 1/11
MAINTENANCE MANUAL
(7) After the soldering clean the soldered places from the flux with a brush wetted in denaturated
spirit
(8) After the check paint the soldered places with varnish C 1005/0080
EFFECTIVITY
020.01.02
ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
ASSEMBLY OF ELECTRIC PANELS AND RACKS
1. For the assembly of panels and racks generally the same requirements are in force as for the assembly
of harness, see section 020.01.01 and 020.01.02. Special attention should be paid to the following:
A. Soldering of relays and push-buttons, contacts of which are not properly sealed in the insulation
material, should be carried out such a way that the melted rosin will not penetrate into the instrument,
where it may be the cause of troubles in instrument function. In this case the soldering should be
carried out in vertical position with contacts in the bottom side.
B. On push-buttons LUN 3210-8, LUN 3211-8 and those of the same type it is allowed to remove the
varnish from protected contacts mechanically because of contacts soldering.
C. All semiconductors installed in panels and rack must be checked in advance. Soldering of semiconductors
elements must be carried out according to section 020.01.03, para K.
D. Fastening of outlet cable must be carried out mechanically so tight (with a clamp), than in case of
cable pulling the soldered connection will be not mechanically stressed.
E. All soldered places on contacts of push-buttons, relays, etc. and cable lugs must be protected with
protective hoses ONL 2460. The length of hoses = 15 - 20 mm.
The hoses must hold tight, in case the hoses are loose, carry out wrapping with threads to the conductor.
Free contacts (not soldered) of push-buttons, relay etc. have to be protected with protective hoses,
too.
F. If the conductors are soldered in to the cable lugs and the lugs are fastened with a screw, the screw
must be properly screwed-in and secured) spring washer or with securing color C 2001 (8140).
G. The instruments must be installed according to the drawing. Their function must be trouble free and
the operation smooth.
H. No foreign matters are allowed to be found in the racks (nuts, rivets, file dust, etc.).
It is recommended to blow-through the rack or panel before closing.
I. It is not allowed that the levers of circuit breakers, switches and change-over switches contact the
opening edges in the panel or the rack. Minimum clearance of 0.5 mm must be kept.
J. It is not allowed to use for the installation such circuit breakers or switches, mechanism of which is
dragging, or the lever is spontaneously jumping out from its on position. The same is in force for
other instruments.
K. Soldering of semiconductors elements:
The conductors end have to be tinned in advance in the length of 4 - 5 mm. The soldering lugs of
opposite element have to be tinned, too. Spirit-rosin mixture (see section 020.01.01) should be used
EFFECTIVITY
020.01.03
ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL
for the soldering. During the soldering the excessive heat has to be discharged such a way that the
lead and will be hold in jaws of flat pliers in the place between the soldered spot and semiconductor
element (or wrap the lead with a pad of cotton wool wetted in the spirit).
The soldering of elements in the instruments may be carried out only when the soldering iron is
electrically properly isolated. During the soldering the instrument must be disconnected from the
mains. The diode leads may be - if necessary - shortened to the minimum length of 15 mm.
Permissible time for lead ends heating is 6 sec. max., when soldering with the solder Sn 50 Pb and
the soldering iron with the point having the temperature of 250°C soldering of not shortened leads
and 2. sec. maximum on soldering of shortened leads.
The leads are not allowed to be bend stressed in the place of function from the sleeve (danger of
lead breaking). If it is necessary to bend the lead, then the bending place must be at least 3 mm
from the sleeve edge.
EFFECTIVITY
020.01.03
ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
HARNESS STORAGE AND SHIPMENT
After manufacture and check coil the bundles and store them in the storing stands, which must be kept in good
cleanness. The bundle bending radii must be minimum 5 times greater than bundle diameter.
Before the installation to the aircraft the harness can be stored only in the rooms established for this purpose,
in dry place, at normal temperature, with no moisture, petrol fumes or acids etc.
It is prohibited to use rubber floor coverings in the storage areas, because the sulfur contained in the rubber
causes blackening of connections silver elements. The bundles must be stored separately from other stored
parts, i.e. independently.
All plug-socket connections must be protected by technological caps, which may be removed from the bundles
just before the installation to the aircraft.
It is strictly prohibited to place the cables before the installation to places not prepared for this purpose, it means,
before covering this places by clean paper or linen sheets.
It is not allowed to transport the bundles together with other stored material and the loading space of transporting
truck must be covered by clean paper.
EFFECTIVITY
020.01.04
ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.01.04
ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
INSTALLATION OF INSTRUMENTS AND UNITS AND

RADIO EQUIPMENT ON THE AIRCRAFT
1. Harness installation:
A. Remove protective technological caps from the connections just before connecting to the instruments.
Check after removing, if connection pins are not bent or broken and sockets not contaminated.
B. The cable must be safely fastened in locks and clamps. In case the bundle is loose in the lock, underlay
it with leatherette. It must be possible to close the locks manually, spontaneous opening is not allowed
even by shocks or by pulling the bundle.
C. When mounting the shielded cables or bundles with shielded conductors into the locks, the minimum
transition resistance between the shielding and the lock must be secured. For this reason brush clean
the lock contact surface with aircraft frame, as well as the lock contact surface with bundle shielding
to the metallic luster in accordance with ONL 6661. If the bundle in the lock is loose, wrap it with
aluminum foil (thickness 0.5 mm). Shielding earthing over the locks must be prescribed in the drawing.
D. Make sure that some bundle conductors are not stressed. In the fastening clamps and locks the bundles
must be mounted without any damage and must not hang.
E. When the bundle is installed near sharp edges or movable parts, then the sharp edge or the bundle
has to be protected with sawn leatherette, or both. Holes for bundle passage have to be protected
by rubber tape or by bushing, or by glued fabric ACHKR.
F. Fastening of electric installation to hydraulic or fuel system is forbidden and minimum clearance of
20 mm must be kept. On places, where the electric installation crosses these pipes or where the contact
cannot be avoided, the bundles must be protected with two layers of leatherette.
This two layers have to be wrapped with threads.
G. Cable bundles are not to be installed in places, where they can be damaged by protruding bolts.
Installation of bundles to the surface having projections (rivet heads etc.) is forbidden.
If there no other possibility exists, the cover the surface unevenness with fabric ACHKR or leatherette.
H. The bundles leading to units, fastened on rubber or spring shock absorbers must not be mounted
stressed so much, to prevent free swing-out of units in shock absorbers. Installation and bundles
fastening should be carried out such away that the movement, twisting and bending will be excluded.
Electric connections after joining to the instruments have to be manually fastened and secured with
binding wire.
J. Cables bend is not allowed to exceed 180° on fol lowing min. internal radii:
• cables shielded with soft braiding - 3 diameters
EFFECTIVITY
020.01.05
ALL Page: 1
Nov 1/11
MAINTENANCE MANUAL
• high-frequency coaxial cables - 5 diameters unless otherwise specified
K. Clearance of min. 6 mm must be kept between installed cables and aircraft movable parts.
Such cables must be firmly fastened (by means of lock and/or clamps).
L. After additional conductors soldering of plug-socket connections sealed on the aircraft with LUKOPREN,
this connections have to be sealed with LUKOPREN N 1522 again (see section 020.01.01).
M. All cable lugs of bundles joined either to the terminal boards or under the bolts have to be secured
with paint C 2001/8140.
N. Connections passing through the bulkheads have to be indicated with labels located near the connections.
When disconnecting the plug-socket joints from the units, or during aircraft disassembly, the plug-
socket joints have to be disconnected by pulling the joint body.
CAUTION: TO PULL THE CABLE IS PROHIBITED!
2. Installation of instruments and units
A. All instruments, aggregates and radio equipment have to be checked before installation to the aircraft
according to technical conditions or instructions in force for testing the instruments before installation
to the aircraft. Only such instruments can be used for the installation to the aircraft, which have filled-in
certificates according to documentation in effect.
B. Carry out instruments installation and earthing according to assembly drawings and work procedures.
C. All radio equipment, units, tuning mechanism aerial equipment and elements thereof have to be carefully
grounded by means of overbridging or brushing the contact place of the equipment and aircraft frame
to the metallic luster according to drawings and the standard ONL 6661.
D. Fastening brackets, panels and details must be smoothly removable without bending or knocking.
Mechanical damage, cracks, damage of surface protection due to corrosion or rubbing and other defects
are not allowed.
E. On units fastened with the help of rubber or spring shock absorbers, check the condition and absorbing
capability of shock absorbers. Provide for free units deflection. The units must not touch the aircraft
solid structure during deflection. The clearance between the unit and aircraft frame or between
neighboring unit must be 5 mm min.
F. Connection of plug-socket joints to individual instruments must conform to relevant circuit diagrams.
The joints must be secured with binding wire.
G. All instruments of electric installation must be provided with labels according to assembly drawings.
H. Carry out function check of assembled electro-radio-installation units according to Work procedure
and instructions for the equipment operation on the aircraft.
EFFECTIVITY
020.01.05
ALL Page: 2
Nov 1/11
MAINTENANCE MANUAL
I. During the installation of electric equipment carry out marking of fastening locking nuts with checking
red line (contacts of contactors, passing-through connections etc.).
J. When fastening the electric bundles on the aircraft with the help of punched tape ONL 3450 it is
necessary to bind the cable bundle 1.3 up to 1.5 turns. Cut out the free end of the tape and left one
or two holes as a spare.
EFFECTIVITY
020.01.05
ALL Page: 3
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.01.05
ALL Page: 4
Nov 1/11
MAINTENANCE MANUAL
MAINTENANCE MATERIALS PREPARATION

REMOVAL / INSTALLATION
1. Screw and fitted bolt lubrication

A. Fixture, Test and Support Equipment Not applicable
B. Materials Rezistin ML
C. Tools Not applicable
D. Referenced information -
E. Procedures
When assembling parts, all the bolts and screws must be after mechanical or chemical cleaning
lubricated with REZISTIN ML as follows:
• screw shanks (screws securing covers) before assembly
• fitted bolt shanks before assembly, heads and nuts after assembly
NOTE: The instructions given above do not apply to the corresponding parts in all bonding
assemblies and joint bolts inside the aircraft.
EFFECTIVITY
020.10.00
ALL Page: 401
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.10.00
ALL Page: 402
Nov 1/11
MAINTENANCE MANUAL

CLEANING / PAINTING
1. Preparation of three-components putty U-30 M (for application with a spatula)

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

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

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

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

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

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

Stirring paddle
Rubber gloves
EFFECTIVITY
020.10.00
ALL Page: 701
Nov 1/11
MAINTENANCE MANUAL
E. Procedures
(1) Mix the individual components in the sequence specified in the column “Material”.
Mix until homogenous material is obtained.
(2) If a longer putty life time is required, selected the amount of diphenylguanidin, specified in the
mixing formula, nearer the lower limit.
WARNING: PUTTY PREPARATION HAS TO BE CARRIED OUT IN WELL VENTILATED

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

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

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

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

ROOM WITH FORCED AIR CIRCULATION. WHEN PREPARING THE BINDER
AND HANDLING II, USE RUBBER GLOVES.
EFFECTIVITY
020.10.00
ALL Page: 702
Nov 1/11
MAINTENANCE MANUAL
4. Preparation of adhesive VUKOPLAST D 420

B. Materials Desmocel 400 ... 200 gr

Ethylacetate ... 534 gr
Acetone ... 133 gr
Toluene ... 133 gr
Desmodur RF ... 100 gr
(Items 1 and 5 are products of Messers BAYER,
GRF).
C. Tools Ceramic dish

Stirring paddle
E. Procedures
WARNING: DILUENTS USED FOR ADHESIVE PREPARATION ARE DANGEROUS

TO HUMAN HEALTH, THEREFORE WORK IN VENTILATED ROOM AND
PROTECT THE HANDS AGAINST ETCHING.
(1) Mix the components desmocel 400 (200 g), Ethylacetate (534 g), Acetone (133 g), toluene (133
g) in the given weight ratio. Provide for 48 hours diluting, mix it every 2 hours.
(2) Add 1 weight amount of Desmodur RF to each 10 weight amounts of the mixture and mix
thoroughly. Thus the adhesive is ready for use.
EFFECTIVITY
020.10.00
ALL Page: 703
Nov 1/11
MAINTENANCE MANUAL
5. Application of ALDURIT putty

B. Materials Activating agent L (concentrate) 1 portion

Trichlorethylene 20 portions
Aldurite from the tube

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

BE CARRIED OUT IN WELL VENTILATED ROOM. USE RUBBER GLOVES,
AFTER COMPLETION OF THE WORK WITH THE ACTIVATING AGENT, WASH
THE HANDS WITH WARM WATER AND SOAP.
EFFECTIVITY
020.10.00
ALL Page: 704
Nov 1/11
MAINTENANCE MANUAL
6. Preparing of PRC sealing putties (hermetics)

A. Fixture, Test and Support Equipment PE or duralaluminium
Wooden or PVC stirring paddles
Stirring device (for amount larger than 0.5 kg)
Rubber glass
B. Materials PR 1422 A2 mixture
PR 1422 A1/2
base - biscuit paint
accelerator - black paint
PR 1422 B2 mixture
PR 1422 B1/2
base - biscuit paint
PR 1440 A2 mixture
base - white paint
PR 1431, Type I mixture
PR 1431, Type T
PR 1431, Type II
base - pink paint
PR 1425 B2 mixture
base - black paint
Diluting agents:
Acetone, Ethyl acetate, Dope toluene
Fillers:
AEROSIL-200
EFFECTIVITY
020.10.00
ALL Page: 705
May 31/12
MAINTENANCE MANUAL
E. Procedures
NOTE: Hermetic PR with "A" letter means - with brush

"B" letter means - with spatula
Number 2 behing the letter means lifetime of the mixture is 2 hours and the number
½ means lifetime ½ hour at temperature 25°C. It is not applied to PR 1431 Hermetic.
(1) Hermetic PR 1422 class A

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

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

Hermetic type
(hour) (hour) to 35 Shore
PR 1422 A1/2 1/2 10 48
PR 1422 A2 2 24 72
PR 1422 A4 4 36 100
Hardening interval lasts 14 days at temperature 25°C or 3 days at temperature 25°C plus 8
hours at temperature 50°C. Hermetic has an excelle nt adhesion features;
after the 7 samples have been immersed in bath, alluminium peel strength on surface was
3,9 N/mm and stainless steel peel strength was 4.3 N/mm.
Hermetic properties are to be tested according to the MIL-S-8802 E.
(2) Hermetic PR 1422 class B

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

PR 1422 B1/2, PR 1422 B2, PR 1422 B4
Base has biscuit paint, accelerator has black paint.
EFFECTIVITY
020.10.00
ALL Page: 706
May 31/12
MAINTENANCE MANUAL

Hermetic type
PR 1422 B1/2 1/2 10 48
PR 1422 B2 2 24 72
PR 1422 B4 4 36 100
Hardening interval lasts 14 days at temperature 25°C. The longer hardening interval the
better the hermetic properties. Usually the maximal value is attained after 30 to 60 days.
PR 1422 class B Hermetic hardness value after the hardening process is 56 Sh. Adhesion
of cured hermetic after 7-day immersion in the TT-8-705 fuel or in the solution of salt water +
hydrocarbons is very strong.
The adhesion value on aluminium surface is 6,4 N/mm, on steel is 7.0 N/mm, on titan is 6,4
N/mm. It has a service (resistence) temperature range from 55 °C to +135 °C. Hermetic
properties are to be tested according to the MIL-S-8802 class B standard. The complete
hardening time interval is 14 days at temperature 25 °C. Maximal values are
(3) Hermetic PR 1425
Hermetic PR 1425 is two-part polysulfide sealant (putty) specially developed for an aircraft
windshield, canopy and optic devices sealing. The mixed compound is a thixotropic paste,
which does not from vertical or overhead surfaces.
(a) Mixing ratio of the base and the accelerator is 10 : 1 w.p.
Hermetic PR 1425 is to be supplied in next two variants:

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

Hermetic
PR 1425 1/2 1/2 12 24
PR 1425 2 2 24 48
Hermetic ultimate cure hardness value is 53 Shore.
Strong adhesion to the basic material: Adhesion value on aluminium surface is
7.0 N/mm, glass 7.0 N/mm, acryl 7.1 N/mm and PVB 6.4 N/mm.
It has a service temperature range from 55 °C to +1 35 °C. The sealant exhibits excellent
resistence to water, alcohols, crude oils, synthetic oil, hydraulic liquid and the fuels.
PR 1431 is two-part polysulfide sealant (putty) supplied in three versions - types PR 1431
Type T, PR 1431 Type I and PR 1431 Type II. This sealant is determined for sealing inside the
EFFECTIVITY
020.10.00
ALL Page: 707
May 31/12
MAINTENANCE MANUAL
rivet connections (the Russian equivalent is U30 MES-5 (H). Hermetics PR 1431 Type I and
Type II should be applied with a brush and PR 1431 Type T with an extrusion gun (by
extrusion).
(a) Mixing ratio of the base and the accelerator is:
PR 1431 Type T 14 : 1 w.p. (weight portions)
PR 1431 Type I 15 : 1 w.p.
PR 1431 Type II 15 : 1 w.p.
(b) Compound application life and cure time until the end of the assembly:
PR 1431 Type T 6 to 12 hours
PR 1431 Type I 12 to 20 hours valid for temperature 25°C
PR 1431 Type II 20 to 80 hours
Hardening time is 14 days at temperature 25°C or 3 days at temperature 25°C and 8 hours at
temperature 50°C.

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

PR 1440 A1/2, PR 1440 A2
Base paint compound is white and accelerator is black.

Hermetic
PR 1440 A1/2 1/2 10 40
PR 1440 A2 2 40 72
Hermetic cure time and resistence against the environment is the same as for
PR 1422 A hermetic.
Hermetic adhesion after 7-day exposition of an aircraft liquids is on aluminium 7.9 N/mm,
on stainless steel 7.3 N/mm and on titan is 7.7 N/mm.
(5) Preparation and mixing of Hermetics
PRC Hermetics are delivered in a two-part kit - the base and the accelerator.
Volume of such a kit is from 150 ml to 10 l. Before every mixing is necessary to mix each part
EFFECTIVITY
020.10.00
ALL Page: 708
May 31/12
MAINTENANCE MANUAL
separetely to get uniformity, after that process the parts may be scaled and mixed together. Put
and mix the accelerator into the base compound slowly and thoroughly.
Stirring device should be set to max. 100 r/min and it should have mixing vanes shaped as a
stirring paddle.
Perform the mixing as long as the compound gets the homogenic consistence and colour. Every
scaling should be performed for an appropriate ratio of the base compound and the accelerator.
When the complete kit is to be used, perform the base compound mixing in the container, then
the accelerator content must be taken out from the container carefully.
Scaling accuracy of both components is approximately ± 2%.
WARNING: PUTTY PREPARATION MUST BE CARRIED OUT IN PROPERLY

VENTILATED ROOM WITH FORCED AIR CIRCULATION. WHEN
PREPARING THE PUTTY AND HANDLING IT, USE RUBBER GLOVES.
7. Application of ALODINE preparation

A. Fixture, Test and Support Equipment Rubber gloves
Apron
Goggles (plexiglass)
Emery paper No. 320
Nylon brush
B. Materials Alodine 600

Alodine 1200S or 1203
E. Procedures
(1) Source data and safety precautions:
• Alodin preparations are applied for modification of parts that are provided with PARKER
anodizing protective coating or anodizing (elox) and that were purposely got rid of those
layers either to assure electrical bonding, chamferring, drilling or unintentional layer
damage caused by a scratching or an abrasion.
• preparation types:
Alodin 600 – used for securing of conductive connection
Alodin (Alocrom) 1200S or 1203 - used for treatment of scratches, chamfered or clipped
edges etc. At such an operations may be applied also Alodin 600.
EFFECTIVITY
020.10.00
ALL Page: 709
May 31/12
MAINTENANCE MANUAL
• Label the Alodin agent bottle (preferably PVC with volume max. 20 ml) properly, due to the
fact it is a very strong oxidant with limited efficiency the agent has to be used up as soon as
possible (preferably for disposability), do not hold for later use!
• Only properly skilled workers can work with Alodin agent, who are cognizant of work with
this type of chemiacl agent (see Safety measures in the Chap. No. 2 of the Manual).
(2) Repaired area should not exceed 5% of the total area. If the repaired area exceeds
approximately 5%, the method of repair must be consulted with metallurgical engineer.
(3) Areas expected to be treated with Alodin preparation must be clean with no presence of oxide
coatings, impurities etc. To get a clean surface use clean cotton rubber either dry or wetted in
pure denaturated alcohol or it is possible to neaten the repaired area with soft emery paper or
Scotchbrite cotton rag.
CAUTION: WHEN USING EMERY PAPER FOR ALLUMINIUM ALLOYS

COMPONENTS, SELECT ONLY PAPER PROVIDED WITH AL2O3 BASED
ABRASIVE AGENT - CORUNDUM (NOT CARBORUNDUM !) IN GRAIN
SIZE 320 AND MORE.
(4) It is possible to apply the agent immediately after the edge has been chamfered at newly
machined areas - e.g. at clipped skin edges. Generally, the surface after its treatment or a
damage starts to oxidate very soon and then the Alodine agent must be applied as soon as
possible. Rising oxide coating by the time more and more protect the surface against the
Alodine agent breakthrough instrusion. Therefore the surface can not be prepared in advance.
(5) Applying – after the surface has been treated para point (3) dash the small amount of Alodine
solution by means of a nylon brush uniformly and evenly to prevent its trickling down. Dash the
surface until an irridiscent golden to golden yellow coating is obtained. Let it act on for 3 to 10
minutes. Dashed area of the element should be situated vertically. If it is not possible to secure
the vertical positioning, the solution should be dashed from the center area towards outside.
Remove excess Alodine from the surface by gentle swabbing with a soft sponge (foam).
NOTE: In case a larger area is necessary to repair, then it is possible to apply the agent
directly with help of a sponge wetted in the solution.
CAUTION: DO NOT TOUCH THE PAINT AS LONG AS THE PAINT IS WET. ANY
OTHER ORGANIC COATINGS MAY BE APPLIED AFTER AN
APPROPRIATE DRYING.
(6) It is necessary to use always clean utilities for the work (brush, cloths, gloves etc.). After the
work has been finished, the brush and the sponge should be washed in clean water in a
detached vessel and then it could be dried – do not let it unclear.
EFFECTIVITY
020.10.00
ALL Page: 710
May 31/12
MAINTENANCE MANUAL
8. Application (spray application) of REVAX 30 preparation

A. Fixture, Test and Support Equipment Spraying gun
Rubber gloves
Apron
Goggles (plexiglass)
B. Materials REVAX 30
E. Procedures
(1) After the assembly, installation and sealing works have been performed using Hermetic putty,
perform 2-times spray application with the REVAX 30 agent of areas under the passenger
compartment floors. Areas expected to be treated with the REVAX 30 agent must be clean with
no presence of mechanical impurities etc. Perform the spray application through the assembly
holes. After the assembly, installation and sealing works have been performed using Hermetic
putty, perform 2x spray application of areas under the passenger compartment floors.
CAUTION: DO NOT DILUTE THE REVAX 30 AGENT, THE VISCOSITY VALUE MAY
BE LOWERED BY MEANS OF WATER BATH HEATING UP TO
TEMPERATURE 35°C.
(2) Clean the unwanted overflows and the extruding gun by means of organic solutions or lacquer
petrol.
EFFECTIVITY
020.10.00
ALL Page: 711
May 31/12
MAINTENANCE MANUAL
EFFECTIVITY
020.10.00
ALL Page: 712
May 31/12
MAINTENANCE MANUAL

APPROVED REPAIRS
1. Conversion tables of used materials

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

Material
designation Rm MPA Rp 0.2 A5 % A10 % KCU HB (DIN) USA (ASTM)
2
MPa J/cm ISO, GB (BS)
1 2 3 4 5 6 7 8 9
1.0035
10 004.2 max.440 - -20 - - - A33-2
(ST 33-1)
1.0338
11 300.51 270-370 80% Rm -30 - - - CR1 +)
(ST 14)
1.0330 ASMA 366
11 320.31 270-370 max. 290 - 28 - -
(ST12,ST22) CR4 +)
1.0036
11 373.1 360-470 235 - 23 - - GRADE C
(UST 37.2)
1.1121 1010
12 010.1 290-430 205 26 - - -
(C10,CK10) 045M10 +)
EFFECTIVITY
020.10.00
ALL Page: 801
Nov 1/11
MAINTENANCE MANUAL
1 2 3 4 5 6 7 8 9
1.4878 TYPE 321

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

1.0715
11 109.0 460 73% Rm 6,5 - - - 1213 En1A +)
(9SMn28)
1.0721
11 110.0 461-706 363 8 - - 132-202 B 1112
(10S20)
1.0036
11 373.0 380-460 315 7 - - 202 GRADE C
(UST37.2)
1.0060
11 600.0 588-706 314-333 14 - - - 1044
(ST60.2)
EFFECTIVITY
020.10.00
ALL Page: 802
Nov 1/11
MAINTENANCE MANUAL
1 2 3 4 5 6 7 8 9
1.1141 1012
12 020.1 390 225 26 - - 111
(C15,CK15) 080A15 +)
1.1141 1012
12 020.2 - - - - - max. 174
(C15,CK15) 080A15 +)
1.0616
12 090.9 spring wire - - - -
(C85,M85)
14 260.3 - - - - - max. 253 GOS1Cr7 9254
17 242.4 569 216 40 - 19.6 - 1.4300 -
1.4878 TYPE 321
17 246.4 500-700 210 40 - 160 -
(X12CrNiTi 189) A70080EH
H 17
17 253.4 550 240 30 - - - 1.4848
ISO4955-83
1020
L-VARD.1 440-600 - - - - 127-172 1.1151 (C22)
050A20 +)
1.1191 1045
L-W6H.1 590-780 - - - - 169-225
(C45,CK45) 1050
L-AUTOR.3 max. 780 - - - - max. 225 1.7034 (37Cr4) 5135
1.7131
L-CE2.3 max. 640 - - - - max. 183 5117
(16MnCr5)
L-ROL.3 max. 790 - - - - max. 228 - -
1.7218 413OH
L-CM3.3 max. 740 - - - - max. 211
(25CRM04) V340 BOEH
L-TER.3 max. 740 - - - - max. 211 - -
L-ROLN.3 max. 880 - - - - max. 253 - -
5
L-AK3R.2 max. 770 - - - - max. 219 -
ISO 683/XII-13
1.4878 TYPE321
L-AKVS.4 540 210 40 - 157 max. 197
(X12CrNiTi189) A700 BOEH
Steel Tubes
1 2 3 4 5 6 7 8 9
1.0308 1020
11 353.1 340-440 225 25 - - max. 135
(St 35) GRADE 55
12 011.1 310-420 185 33 - - - - -
1020
L-VARD.1 390-580 235 26 - - 112-166 1.1151 (C 22)
050 A20 +)
1.1191 1054
L-W6H.1 630 355 15 - - max. 225
(C45,CK45) 1050
L-ROL.3 540-790 - - - - 155-226 - -
EFFECTIVITY
020.10.00
ALL Page: 803
Nov 1/11
MAINTENANCE MANUAL
1 2 3 4 5 6 7 8 9
1.7218 413H
L-CM3.1 590-780 440 17 - - 170-224
(25CRM04) V340 BOEH
1.4878 TYPE 321

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

- - 2 -
12 081.80 1960 606 HV 1.1750 (CK75) 1070
1.1259
13 180.20 max.780 - 15 14 - max.227 -
(80MN4)
Steel Wires
1 2 3 4 5 6 7 8 9
1.0036 GRADE C
11 343.0 333-412 186 30 - - -
1.0028 GRADE 33
(1177- 1.4300
17 242.4 - - - - - -
2060) (X12CrNi 188)
42 6450.24 2450- 1.0616
for spring wire dia 1 mm -
(12 090.9) 2750 (C85, M85)
Steel Profiles
1 2 3 4 5 6 7 8 9
1.0036 GEADE C
11 343.0 333-412 206 30 - - -
1.0028 GRADE 33
EFFECTIVITY
020.10.00
ALL Page: 804
Nov 1/11
MAINTENANCE MANUAL
STEEL IDENTIFICATION
Identification number scheme
Supplementary digit meaning

The first supplementary digit following the material designation indicates the type of heat treatment of
the steel.
First digit Type of heat treatment
0 No heat treatment
1 Normalizing
2 Annealing (stating the type of annealing)
3 Soft annealing
4 Hardening or hardening and tempering at low temperatures or after temper annealing
(austenitie steels only)
5 Normalizing and tempering
6 Heat treatment to the lower strength value usual for the respective type of steel
7 Heat treatment to the mean strength value usual for the respective type of steel
8 Heat treatment to the upper strength value usual for the respective type of steel
9 Heat treatment not covered by the digits 0 through 8 above
The second supplementary digit following the material designation indicates the degree of working of
the steel metal sheets and strips.
Degree of working
Second digit Steel metal sheets
Steel strips cold rolled
hot rolled cold rolled
0 no rerolling - no rerolling
1 light rerolling light rerolling light rerolling
2 - - 1/4 hard
3 - - 1/2 hard
4 - - 3/4 hard
EFFECTIVITY
020.10.00
ALL Page: 805
Nov 1/11
MAINTENANCE MANUAL
SURVEY OF MECHANICAL PROPERTIES OF HEAT TREATED STEEL MATERIALS
Material Mechanical properties

designation -2 5
Rm Mpa Rp 0.2 MPa KCU 2 J.cm A % HB
12 010.4 440-640 295 - 13 132-183

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

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

42 3213.21 380-440 (150) - 25 (90-130)
(Cu Zn37) C27 400
EFFECTIVITY
020.10.00
ALL Page: 806
Nov 1/11
MAINTENANCE MANUAL
1 2 3 4 5 6 7 8
2.0321 C27 200

42 3213.31 440-540 (340) - 12 (125-155)
(Cu Zn37) C27 400
2.3030
42 3701 soft lead Pb 99.95 - -
(Pb 99.94)
Metals, Non-Ferrous, Heavy Tubes
1 2 3 4 5 6 7 8
2.0060
42 3001.11 195-245 (108) (45) 40 (40-83) C 11000
(E-Cu57)
Metals, Non-Ferrous, Heavy Wires
1 2 3 4 5 6 7 8
42 3001.11 196 - - - - 2.0060 C 11000

(E-Cu57)
42 3213.11 324-294 - - (30-38) - 2.0321 C 27400
(CuZn37)
42 3729 hard lead (Pb+Sb 2.5-3.5%) (DIN 17641) -
Metals, Non-Ferrous, Heavy Pigs
1 2 3 4 5 6 7 8
2.3030
42 3701 soft lead (Pb 99.95) - -
(Pb 99.94)
Metals, Non-Ferrous, Heavy Bars
1 2 3 4 5 6 7 8
42 3005.21 245-295 (147) (14) 12 70-90 - -

42 3005.31 295 (195) (6) 4 75-100 - -
2.1020
42 3016.31 490-590 (440) (18) 14 (145-180) c 51 000
(CusN6)
42 3039.71 (490) - - - 120-160hV - -
42 3046.01 590 (265) (14) 12 (130-190) 2.0936 (C 62 300)
(2.0380)
42 3222.31 500 (343) - 5 (120-150) (C 37700)
(CuZn38Pb1.5)
42 3223.21 430-510 (315) - 10 (100-130) 2.0402 C 37 800
42 3223.31 500 (343) 6 5 (120-150) 2.0402 C 37 000
EFFECTIVITY
020.10.00
ALL Page: 807
Nov 1/11
MAINTENANCE MANUAL
Metals, Non-Ferrous, Light Metal sheets, Strips

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

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

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

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

Alclad 2024
2024- ISO
EFFECTIVITY
020.10.00
ALL Page: 808
Nov 1/11
MAINTENANCE MANUAL
1 2 3 4 5 6 7 8
Alclad 2024
D1S 11-40 390 255 - 8 DIN 1745
2024-ISO
3.0515 3003(3103)
AMCAM 0.5-30 98-150 - - 22
(AlMni) 3003-ISO
AMG 6 BM 0.6-10 310 160 15 - - -
3.3555 5086
AMG 5M 0.6-4.5 275 150 - 15
(AlMg4Mn) 5086-ISO
APSM •• 0.8 78 - - 18 - -
MA8M ••• 8.0-3.0

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

Z42 4412.21 6-150 210 120 7 6
EFFECTIVITY
020.10.00
ALL Page: 809
Nov 1/11
MAINTENANCE MANUAL
1 2 3 4 5 6 7 8
3.0515 3003
Z42 4432.11 - 90-150 - 18 16
(AlMn1) 3003-ISO
3.0515 3003
Z42 4432.21 6-150 150 80 7 6
(AlMn1) 3003-ISO
3.3523 5052(5251)
AMG 2M - 155-220 - - 15
AMG 6M - 315 145 - 15 - -
Metal, Non-Ferrous, Light Profiles
1 2 3 4 5 6 7 8
3.1355 2024 2024-

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

Z42 4203.61 460-470 320-335 8 7
10-63 (AlCuMg2) 2024-ISO
EFFECTIVITY
020.10.00
ALL Page: 810
Nov 1/11
MAINTENANCE MANUAL
1 2 3 4 5 6 7 8
10-22 280 230 10 8 3.2318 6062 (6082)

Z42 4400.71
22-63 290 240 9 8 (AlMgSi1) 6061-ISO
Z42 4418.11 - 310-390 150 16 13 - -
3.0515 3003
Z42 4432.11 - 100-160 - 20 18
(AlMn1) 3003-ISO
3.0515 3003
Z42 4432.21 12 12-40 150 80 78 56
(AlMn1) 3003-ISO
do ∅ 10 450 315 3.1355 2024
D16T - 8
10-70 460 325 (AlCuMg2) 2024-ISO
AMG 6M 5-300 314 157 - 15- -
Metal, Non-Ferrous, Light Wires
1 2 3 4 5 6 7 8
3.0255
42 4004.11 - max. 100 - - - 1350
(Al99.5)
3.0255 1060(1050A)
42 4005.11 - max. 100 - - -
(Al99.5) 1060-ISO
∅ 2.65- 3.1355 2024
42 4203.61 440 - 260 +) -
∅ 3.75 (AlCuMg2) 2024-ISO
42 4204.61 - - - 190 +) - AlCu2.5Mg0.5 2117
+) shear strength
Metal, Non-Ferrous, Light Foils
1 2 3 4 5 6 7 8
0.2-0.4 - 3.0255 1060(1050A)
42 4005.11 60-100 - -
0.5-10 25 (Al99.5) 1060-ISO
0.2-0.4 - 3.0255 1060(1050A)
42 4005.31 140 - -
0.5-3.5 3 (A199.5) 1060-ISO
EFFECTIVITY
020.10.00
ALL Page: 811
Nov 1/11
MAINTENANCE MANUAL
NON-FERROUS METAL IDENTIFICATION
Identification number schema
Supplementary digit meaning:

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

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

.14 soft deep-drawing, quarantined quality
.15 with quarantined Rp 0.2 quarantined quality
.21 without quarantined Rp 0.2, quarantined quality
1/2 hard
.25 with quarantined Rp 0.2 quarantined quality
42 ++++.31 hard without quarantined Rp 0.2, quarantined quality
Cold formed products
42 ++++.41 hardness as for spring mat quarantined quality
-
.51 double hardness as for spring material quarantined quality
Hot or cold formed cold hardened products
cold hardened
42 +++.60
quarantined quality
cold hardened, with
61 quarantined quality
quarantined Rp0.2
62 plug equalized
Hot or gold formed, hot
hardened products
hot hardened, with
42 +++.71 quarantined quality
guaranteed Rp0.2
EFFECTIVITY
020.10.00
ALL Page: 812
Nov 1/11
MAINTENANCE MANUAL
Welding and soldering material
Material Information properties

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

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

++) Strenght in skid Rma (MPa)
• For this solder is validity value: in first line for material
in second line for material.
EFFECTIVITY
020.10.00
ALL Page: 813
Nov 1/11
MAINTENANCE MANUAL
(c) Material group: Bearings

Place an order with the manufacturer, or ask for specifications and use the home products of the
comparable quality.
(d) Material group: Conductors
Place an order with the manufacturer, or ask for specifications and use the home products of the
comparable quality.
(e) Material group: Paints
Place an order with the manufacturer, or replace it with products of highest quality used for the
aircraft products in your country.
(f) Replacing rivets
Rivets
Material-Surface
Figure Standard Approximate equivalent
conditioning
1 2 3 4
CSN 02 2301.3 42 4005 DIN 660

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

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

elox anodizing NAS 1242
MS 20470F
.1 42 4005.2 DIN L 177
.2 42 4415.1
elox anodizing
.3 42 4432.1
.5 42 4208.7
elox anodizing
EFFECTIVITY
020.10.00
ALL Page: 814
Nov 1/11
MAINTENANCE MANUAL
1 2 3 4
CSN 02 2311.1 11 343.1 DIN 664

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

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

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

DIN L 97
CSN 02 2039.01 11 300.0 Ni DIN 101

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

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

elox anodizing
EFFECTIVITY
020.10.00
ALL Page: 815
Nov 1/11
MAINTENANCE MANUAL
1 2 3 4
3501A V 65 NAS 1242, MS 20470F

elox anodizing
1651 S 52 D 18P MS 27130

elox anodizing
LeN 3363 42 4204.61 DIN 7337

elox anodizing
(g) Replacing screws

When replacing screw and pin materials, proceed as follows:
• If a drawing part is involved, substitute the material as shown in the conversion table adhering
to the minimum tensile strength.
• In the case of standard parts, ask the manufacturer to inform you about the material strength, or
order the complete standard part, or the respective standard. Replace the part according to the
conversion table adhering to the strength.
• In the extreme case, perform the Rockwell or Vickers hardness test, and then select the steel
material according to the measured value.
(h) Replacing chemical products
Benzine and petroleum spirit - select a product of sufficient purity so as to avoid attacking the basic
material of the aircraft
Grease - see Maintenance Schedule of high quality used currently for other aviation material in your
country.
Hoses - place an order with the manufacturer, or ask for specifications and use the home products
of the comparable quality.
Fabric - replace the tall unit fabric covering with fabric covering of higher quality used in your country
for tail units. In all other cases, place an order with the manufacturer.
Adhesive - place an order with the manufacturer, or replace it with products of highest quality used
for the aircraft products in your country.
EFFECTIVITY
020.10.00
ALL Page: 816
Nov 1/11
MAINTENANCE MANUAL
ROUTINE REPAIRS
APPROVED REPAIRS
1. Repairs of parts skin and fasteners attacked by corrosion

A. Fixture, Test and Support Equipment Red wax pencil
Spatula
Old brush for removal coating
Vessel for removal preparation
Magnifying glass with magnifying factor 4
B. Materials Fine abrasive paper

Pumice
Old paint removal P 8201
Degreaser P 8500
Ammonia water 25 % solution
Petrol
E. Procedures
(1) Inspect the corroded element, determine the reason of the corrosion and mark the attacked places.
Take into account that corrosion may occur also under the paint, which will cause blisters.
(2) Remove the paint from corroded places by means of special paint removal, applied in layers of
about 1 mm thickness.
Preparation of paint removal: 500 g of old paint removal P 8201 to be carefully mixed with 200-250 g
of degreaser P 8500, than add 25 g of 25 % ammonia water and mix carefully again.
NOTE: After about 30 minutes it is possible to disturb the paint with a knife or a spatula in order
to speed up the removal effect. Apply another removal layer if needed.
(3) Corroded surface has to be cleaned with fine emery paper and pumice.
(4) Clean smoothed surface with a cloth wetted in petrol.
(5) Check the treated place with a magnifying glass. Taking into account the check result proceed
in accordance with para 6 or 7.
(6) If the treated place shows no corrosion inside the metal (pitting), paint or spray the coat according
to work procedure "Repair of aircraft outer paint" or "Repair of aircraft internal paint" (depending
on what is concerned), mentioned in this section.
EFFECTIVITY
020.20.00
ALL Page: 801
Nov 1/11
MAINTENANCE MANUAL
(7) In case the corrosion is in the form of dark color spots with rough surface (intercrystalline
corrosion) it means, that the corrosion penetrates inside the metal. In such a case the corroded
skin part or connecting elements must be replaced or repaired. Method of replacement or
repair should be agreed upon with the aircraft manufacturer.
2. Repair of perforated skin

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

2
Dural rivets, min strength 25 kp/mm
2
Dural overlap sheet min. tensile strength 40 kp/mm
C. Tools Set of drill bits with diameter as per used rivets

Wooden mallet
Clips
Files (flat and round)
Riveting support
Riveting clamp
Slide caliper
Steel rule
E. Procedures
NOTE: This procedure can be used only in case when the perforated place is accessible from the
internal side too.
(1) Cut out the perforated place into the form of regular geometric figure (square, rectangle, circle) with
rounded edges and when needed, level the adjacent skin by means of hammering with wooden
mallet.
(2) Cracks going behind the cut-out opening are to be drilled on the ends with a drill ∅ 2.1 mm.
NOTE: Drilling of cracks ends should be used in extraordinary cases only. If possible, include
all cracks into the cutout.
(3) Measure and prepare an overlapping sheet, which must overlap the cut-out ends at least by 15 mm,
or drilled crack ends, respectively. The sheet thickness must be the same as the skin thickness
in the place of repair.
(4) File down the edge on the sheet outer side.
EFFECTIVITY
020.20.00
ALL Page: 802
Nov 1/11
MAINTENANCE MANUAL
(5) Apply reactive paint S 2008/0600 on metal sheet internal side.
(6) Overlap metal sheet to be riveted over the perforated place (cut-out). Use dural rivets of diameter
3 - 5 multiple of individual metal sheets thickness. The rivet before riveting must be of 1.5 dia
longer then all sheets to be riveted. Rivets pitch has to be selected according to pitches on the
circumference of repaired skin, max. 30 mm.
The rivets distance from the metal sheet edge (on internal as well as external side) must be
min. 7 mm at rivet diameter 3 mm.
(7) Coat the repaired place with a coat in accordance with work procedure "Repair of aircraft outer
paint" specified in this section.
3. Repair of loosen riveted joints

A. Fixture, Test and Support Equipment Hand operated electric drilling machine
Pneumatic hammer
2
B. Materials Dural rivets of min. strength 25 kp/mm
C. Tools Set of drills with small diameter

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

TO REPLACE THEM.
EFFECTIVITY
020.20.00
ALL Page: 803
Nov 1/11
MAINTENANCE MANUAL
4. Repair of fabric skin of control surfaces

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

Mitkal tape, threads
Cleaning linen, emery paper
Technical petrol CSN 656540
Varnish C 1106, C 1107
Diluting agent C 6001, C 6002, S 6014, U 6002
Adhesive Chemopren 50 or Extrem, 1.2 kg
Enamel C 2001 (1000+/1018+) 8140 0.1 kg
Sawing wire B 033 805 N
Tape Terylen 44901 or PAMIR or CECONITE 101-3,
CECONITE 102-3
width = 20 mm, 3 m
Polyurethane enamel U 2054 or U 2066
Hardener U 7002 (for Enamel U 2054)
Isolating varnish 12-0513 or S1814
C. Tools Viscosimeter DIN ∅ 4
E. Procedures
(1) Prepare the steps B 097 365 N
(2) Prepare vessels for varnish, paints, diluents and technical petrol, required quantity and sizes of linen
blinds, tapes, brushes, shears, needle, threads, pieces of clean linen and emery paper No. 150.
(3) Prepare varnish C 1106 to the viscosity 150-180 sec. at the temperature + 20°C, prepare adhesive
varnish C 1107 to the viscosity over 300 sec. Furthermore, prepare the nozzle ∅ 4 mm, diluting
agent for the varnish C 1106-C 6001 and for the varnish C 1107-C 6002.
EFFECTIVITY
020.20.00
ALL Page: 804
Nov 1/11
MAINTENANCE MANUAL
(4) Prepare polyurethane enamel U 2054 or U 2066 – 4 weight portions of enamel U 2054 or
U 2066 and 1 weight portion of hardener U 7002 or U 7012, mix thoroughly and wait for 30
minutes. In case of need use the diluting agent U 6002.
(5) Repair of edge toothed tapes of fabric skin of rudder and elevator.
(6) Unstick of edge toothed tape is allowed, unless the length is not more as 300 mm.
(7) Following defects are not permitted:
• perforation of fabric skin over 1 or more ribs,
• perforation of fabric skin from leading edge to trailing edge,
• greater perforation of fabric skin between the ribs more as 10 cm,
• more as 5 repaired places on 1 piece of control surface
• unstick of edge toothed tape greater as 300 mm, furthermore, unstick of skin itself is
not permitted
(8) Damaged (perforated) place and adjacent place have to be washed with technical petrol, dried
and the paint has to be ragged in the place of the repair with emery paper No. 150 and remove
the dust.
Max. 5 repaired places are allowed on 1 piece of control surface to the size of perforation of 10 cm.
(9) Damaged (perforated) place greater than 2x2 cm has to be sawn cross-wise with a thread No.
10 with a halt circle needle.
(10) Repaired place has to be sticked over first of all with mitkal tape, width 15 mm and thereafter
with a linen blinder (toothed tape) by means of varnish C 1107.
The varnish C 1107 should be applied on the damaged place, the mitkal tape and the blind so
that the varnish would not penetrate inside the frame.
Smoothen the blind with a hand and remove the remaining varnish with a piece of clean linen to
get the dry stage.
(11) Drying has to be carried out at the temperature of 15 - 25°C and relative air humidity of max. 75 %
for 1 hour.
(12) Coat the sticked blinder (toothed tape) 3x with a varnish C 1106. Between the 2nd and 3rd
layer grind the repaired place with emery paper No. 150. Drying has to be carried out at the
temperature of 15 - 25°C for 3 hours.
(13) The repaired place has to be painted 1x with insulating varnish 12-0513. Insulating varnish should
be diluted with S 6014 to the viscosity of 60 - 80 sec. Drying at the temperature of 18 - 25°C for
3 hours.
(14) Repaired place has to be emery ground with abrasive paper No. 150, dust should be removed.
EFFECTIVITY
020.20.00
ALL Page: 805
Nov 1/11
MAINTENANCE MANUAL
(15) Apply nicely with a brush 1x polyurethane enamel U 2054 or U 2066 in relevant color shade.
Prepare polyurethane enamel U 2054 or U 2066 - 4 weight portions of enamel U 2054 or U 2066
and 1 weight portion of hardener U 7002 or U 7012, mix thoroughly and wait for 30 minutes. In
case of need use the diluting agent U 6002.
CAUTION: CARRY OUT CHECK OF CONTROL SURFACES BALANCING AFTER EACH

REPAIR.
(16) Repair of fabric skin sticking should be performed in such away, that the original edge toothed
tape in the region of auxiliary beam before the trim tab and in the transition region of fabric
skin into metallic one is to be separated from the fabric skin carefully with a narrow knife, to
prevent tear-off ends of cross toothed tapes (separate the entire tape on the auxiliary) spar in
the place of transition of fabric skin into metallic one, separate the tape for leading edge.
Unsticking of proper linen edge is to be braced with a wooden brace. Contact surfaces has to
be cleaned carefully with a narrow knife, then lightly ground with emery paper No. 150 and dust
from contact surfaces should be removed with a brush.
(17) Apply the adhesive Chemopren 50 or Extrem gradually in two layers with flat brush onto the
cleaned surfaces. Let the first layer dry for 50 minutes. The second layer is to be left drying for 3
- 7 minutes. Conglomeration should be carried out with the help of a smooth wooden cube. Let it dry
for 24 hours.
(18) After the repair of the fabric skin edge on the ribs No. 12b and 16b of the rudder, stick the ribs over
with a fabric tape (if it does not reach to the rib web) as follows:
• grind the linen surface lightly with emery paper No. 150 and remove the dust from contact
surfaces with a brush,
• apply adhesive Chemopren 50 or Extrem to the contact surface in the place of a rib and
onto a tape in one layer and let it dry for 50 minutes. Apply the second layer, let it dry for 3-
7 minutes and stick together. Conglomeration should be carried out with a help of a
smooth wooden cube. Let it dry for 24 hours.
(19) In the region of the auxiliary spar and in the transition region of fabric skin into metallic one, stick
a fabric tape be means of adhesive Chemopren 50 or Extrem.
Apply the adhesive onto a linen and a tape in one layer. After 3-5 minutes of drying stick it to the
designed places. After 3 hours of drying at the temperature of 18-25°C proceed with drilling the
holes for sawing.
(20) Drill the hole ∅ 2.5 mm with the help of a template (pitch = 24 mm) in the places of a fabric tape.
Location of the holes should be carried out as follows:
• start on the auxiliary beam from the rib web
EFFECTIVITY
020.20.00
ALL Page: 806
Nov 1/11
MAINTENANCE MANUAL
• drill the holes on the ribs about in the middle between the rivets with gradually shifting the
drilling template so that min. 3 pitches will be according to the template. Press the sawing wire
into the holes. The wire should be separated in those places where the pitch of neighboring
holes is other as 24 mm.
(21) Prepare new tapes in relevant lengths and widths. Pay attention to specified longitudinal of corner
overlapping. Stretch the measured tapes onto a wooden plate with the help of pins. Varnish C 1106
has to be applied on the tapes and drying should be performed in stretched state for 1 hour. Then
turn the tapes over and fasten them with the pins onto a plate.
(22) Surfaces on the rudder and elevator, where new edge tapes should be stuck on, must be finely
ragged with emery paper No. 150 and made free of dust.
Apply gradually adhesive Chemopren in two layers with a brush on the stretched edge tapes and
also to the planes for sticking of the rudder and elevator.
First layer should be dried within 50 minutes, then the second layer has to be applied, left drying
for 3 - 7 minutes and then proceed with sticking together.
Conglomeration should be carried out with the help of a smooth wooden cube.
Stick the tapes to the relevant parts of the rudder or elevator according to prepared dimensions.
Smoothen stuck tape again with the help of a wooden cube.
Stick connection has to be let dry for 24 hours.
(23) Grind the surface of stuck tapes lightly with emery paper No. 200. Remove the dust from the
surface and apply the varnish C 1106 on the tapes in two layers each after 1 hour and let dry
for 3 hours.
Thereafter the painted surfaces have to be ground with emery paper No. 200, freed from dust
and coated with insulating varnish 12-0513 or S1814 with a brush. Let it dry for 3 hours. Then
apply with a flat brush one layer and after 1 hour the second layer of enamel C 2001 in relevant
color shade and let dry for 3 hours.
NOTE: Considering small increase in weight, the balancing will not be performed.
It is recommended to keep the repaired areas in the room with temperature
18 - 25°C for 3 days.
(24) Bring away the steps B 097 365 N.
(25) Store the used vessels, tools and not used material.
EFFECTIVITY
020.20.00
ALL Page: 807
Nov 1/11
MAINTENANCE MANUAL
5. Repair of aircraft outer paint

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

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

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

THE METHOD OF PAINT REPAIR HAS TO BE CONSULTED WITH AIRCRAFT
PRODUCER.
EFFECTIVITY
020.20.00
ALL Page: 808
Nov 1/11
MAINTENANCE MANUAL
(5) The clean and smooth place should be coated (sprayed) with reactive primer S 2008/0600 and
let dry for 5 hours at the temperature 18 - 28°C.
Paint preparation: mix together 4 weight portions of S 2008/0600 with 1 weight portions of
S 2008/0600 with 1 weight portion of catalyst S 6011. After carefully mixing adjust it with diluting
agent S 6010 to the viscosity 18-25 sec. Such prepared material should be kept for about 30 minutes
in the stillstand and prior the use must be carefully mixed again.
(6) Apply polyurethane enamel U 2054 or U 2066 of relevant color shade with brush or spraying gun
onto a dry base and kept drying for 16 hours at the temperature 18-28°C.
Paint preparation: mix together 4 weight portions of polyurethane enamel U 2054 or U 2066 of
relevant color shade with one weight portion of hardener U 7002 or U 7012. After carefully mixing
adjust it with diluting agent U 6002 to the viscosity 20-25 sec. Material prepared in this way should
be kept for about 1/2 hour in the stillstand and prior the use mixed carefully again.
6. Repair of aircraft internal paint

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

Pumice
Technical petrol
Primer coat S 2008/0600
Catalyst S 6011
Zinc-chromate primer S 2003/0660
Diluting agent S 6000 or C 6001
Aluminum enamel C 2001/9100
Enamel S 2322 of pertaining shade
Hardener S 7300
E. Procedures
(1) Check carefully aircraft internal paint on all accessible places and mark the damaged places
with red soft pencil.
EFFECTIVITY
020.20.00
ALL Page: 809
Nov 1/11
MAINTENANCE MANUAL
CAUTION: IT IS NOT ALLOWED TO USE CHEMICAL PENCIL OR SHARP OBJECTS FOR

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

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

Enamel S 2322 of pertaining color shade (1010, 1100) and let it dry for 16 - 24 hours at the
temperature of min. 18 - 28°C.
Paint preparation: mix together 100 weight portions of enamel S 2322 with 12 weight portions
of the hardener S 7300 and after careful mixing adjust to the viscosity of 30 sec. with the diluting
agent S 6300. The prepared material should be left for about 1/2 hour in the stillstand and
mixed again carefully before use.
EFFECTIVITY
020.20.00
ALL Page: 810
Nov 1/11
MAINTENANCE MANUAL
NOTE: Viscosity, mentioned in this procedure is meant for gun spraying. When the repair
is to be performed with a brush, adjust the viscosity to about 50-80 sec. for all types
of paint material, mentioned in this procedure.
7. Repair of aircraft signs and markings

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

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

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

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

Safety washers
Spring washers
Split pins
Binding wire
EFFECTIVITY
020.20.00
ALL Page: 811
Nov 1/11
MAINTENANCE MANUAL
C. Tools Spanners double-ended GOST 2814-0091

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

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

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

KNOCKING.
EFFECTIVITY
020.20.00
ALL Page: 812
Nov 1/11
MAINTENANCE MANUAL
(4) Adhere to the following requirements, when securing the nuts with split pins:
(a) do not unscrew the nut in order to fit the nut notch with the hole in the bolt (cap screw).
Tighten the nut in order to fit, but not more as by 30°, or replace the washer under the nut
or replace the nut itself
(b) the split pin must fit to the hole free or after slight pressure and must fit with the notch in the nut
(c) bending of split pin ends on the nut edge has to be performed with a copper or aluminum
alloy mandrel, bend split pin ends in the nut notch with a blunt screwdriver
(5) The following is allowed when securing the nuts with split pins:
(a) for securing of type A, B castle nuts (see Fig. 801) it is allowed that the end of the split pin
does not fit into (dig in) neighboring notch in the nut (according to ONL 1336 standard)
(b) insufficient pressing of split pin ends to the nut surface in the range 0.1 - 0.3 mm
(c) the contact of split pin bent ends with bolt threaded sections (cap screw)
(d) split pin pitching-off (in case of split pin great length) with subsequent burying and coating
the pinched-off place with a paint
Following defects are not allowed:
• squeezing of split pin head,
• tears and cracks on the split pin ends,
• expanding and twisting of split pin ends,
• to use the split pin more than once.
(6) Adhere to the following requirements when securing the nuts and bolts with a wire:
(a) the diameter of binding wire has to be selected in such a manner so that it will fit exactly into
the hole of bolt head (nut),
(b) the wire must be placed in such a manner so that in case of spontaneous induction of oriented
force the thread tightens,
(c) binding wire must be coiled without a force, number of coils must be min 4 up to 10 mm for
the wire dia 0.8 mm included and no less than 3 coils on the length 10 mm for the wire having
the dia more as 0.8 mm,
(d) it is not necessary to coil the wire on badly accessible places, when the distance between
the elements to be secured is small,
(e) ends of binding wire must be coiled to 3 - 4 coils and pressed,
(f) the wire must be firmly tightened, deflection and diameter reduction not permitted,
(g) when securing it is not allowed cutting the wire, or twisting or loops formation on the wire
EFFECTIVITY
020.20.00
ALL Page: 813
Nov 1/11
MAINTENANCE MANUAL
Automatic locking
FIG. 801 LOCKING OF BOLTS AND NUTS
EFFECTIVITY
020.20.00
ALL Page: 814
Nov 1/11
MAINTENANCE MANUAL
Securing with self-locking nut Securing with spring washer
Securing with safety washers with a slip Securing with locking nut
FIG. 801 LOCKING OF BOLTS AND NUTS (cont.)
EFFECTIVITY
020.20.00
ALL Page: 815
Nov 1/11
MAINTENANCE MANUAL
Securing with split pins Securing with wire
Securing with center-punching Securing with lock nut
EFFECTIVITY
020.20.00
ALL Page: 816
Nov 1/11
MAINTENANCE MANUAL
Double locking
(1) Retaining ring; (2) Washer
If the fitted part of a bolt exceeds the bolted joint, before locking the bolt by a retaining ring it is
necessary to slide such a number of washers on it so that after tightening the bolt is not loose.
9. Piping connection assembly with cap nuts and their locking

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

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

Wire cutting pliers
Wire nippers
Leading tongs
E. Procedures
(1) The fitting cap nut and expanded piping surface must be washed with petrol or with NEFRAS.
(2) Make sure that the cone of the pipe fitting, the union nut and the flared part of the pipe are clean.
(3) Using a narrow spatula, apply a thin layer of BU paste, or Shell Aviation Grease 5.7108
(per MIL-G-6032D Specification), or equivalent grease per the same MIL Specification on the
threaded part of the pipe fitting.
EFFECTIVITY
020.20.00
ALL Page: 817
Nov 1/11
MAINTENANCE MANUAL
FIG. 804 AREA OF PASTE APPLICATION
CAUTION: IT IS STRICTLY FORBIDDEN TO APPLY THE GREASE ON THE FITTING

CONE, THE FLARED PART OF THE PIPE, OR ON THE THREAD OF THE
UNION NUT (SEE FIG. 804).
IT IS FORBIDDEN TO APPLY THE GREASE WITH A FINDER OR WITH A
BRUSH.
(4) Connect the piping with the fitting and slip the cap nut by hand. During this operation be careful
not to slip the cap nut over the thread.
(5) Hold the fitting with spanner, to prevent its turning (see Fig. 805), set it up to the stop and perform
final tightening of the cap nut.
(6) Connect the other piping side to the fitting in the same way as mentioned above, if required.
EFFECTIVITY
020.20.00
ALL Page: 818
Nov 1/11
MAINTENANCE MANUAL
FIG. 805 HOLDING THE FITTING AGAINST TURNING
(7) Securing method of piping cap nuts should be performed according to the shape of connecting
elements. Typical examples of securing are shown on Fig. 806.
(8) When securing the nuts, adhere to the following requirements:
• use the steel wire ∅ 0.8 mm, material 11 343.0, CSN 42 6403 or equivalent material
• union securing must be performed in such a way so that the securing wire is winding during
nut unscrewing
• when the securing has been performed, the wire must not be stressed completely, otherwise
the nut in the place of securing hole could be damaged
EFFECTIVITY
020.20.00
ALL Page: 819
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.20.00
ALL Page: 820
Nov 1/11
MAINTENANCE MANUAL
FIG. 806 METHOD OF PIPING CONNECTION AND ITS SECURING

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

II - Assembly of straight bushing type B
III - Knee assembly
IV - Assembly of knee with a flange type B
V - Assembly of T - piece
VI - Assembly of cross piece
VII - Assembly of threaded knee type C
EFFECTIVITY
020.20.00
ALL Page: 821
Nov 1/11
MAINTENANCE MANUAL
10. Securing of socket-plug connections

B. Materials Not applicable
E. Procedures
(1) Cap nuts of socket - plug connections must be fastened manually after joint connection and secured
with binding wire ∅ 0.5 mm according to Fig. 807 so that the loosening is excluded.
FIG. 807 SECURING METHOD OF SOCKET-PLUG CONNECTIONS
EFFECTIVITY
020.20.00
ALL Page: 822
Nov 1/11
MAINTENANCE MANUAL
11. Repair of conductors

B. Materials Hose MCHPTU 1375-47

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

I - conductor before the repair
a - length of damaged conductor
II - conductor after the repair
(1) Hose MCHPTU 1375-47
(2) Black threads 16.3 CSN 80 2151
EFFECTIVITY
020.20.00
ALL Page: 823
Nov 1/11
MAINTENANCE MANUAL
NOTE: • If the hose cannot be slipped on (1), carry out the winding with overlapping of tape
half width with two layers of insulation tape (plastic) counterclockwise.
• Causes of conductor mechanical damage on the aircraft have to be removed.
• Method of repair for conductors with mechanically damaged insulation is not effective
for shielded conductors.
• Threads (2) should be coated with varnish S 1005.
• Remove mechanical impurities before conductor repair.
12. Directions for repair of load-bearing elements of airframe structure

E. Procedures
(1) Loose or broken rivets are to be drilled out carefully and replaced with new ones. Rivet holes are
to be re-drilled to the next larger diameter and rivets of the next bigger size are to be used.
(2) The strength at any section of the repaired spot must be at least equal to the strength of the original
part.
(3) Parts made of the same material as the material of the damaged area are to be used.
(4) Damaged skin is to be repaired by means of patches of the same thickness as the original skin,
or preferably of the next bigger thickness.
(5) Damaged longerons and angles are to be repaired by means of inserted angles having cross
section by 10 % to 20 % larger than the area of the defective (damaged) longeron.
(6) If a crack in a longeron does not go completely through its section, stop the crack by drilling a hole
at its end using a 2.1 mm to 2.6 mm dia. drill. If the longeron is connected with the skin, put a thin
steel sheet under the longeron to avoid drilling into the skin.
The hole center is to be located at the end of the crack. Cracks in the skin, ribs, and frames are
to be stopped in the same way.
(7) The number of rivets in the inserted angles is to be determined in the following way (see Fig. 809):
• determine a cross sectional area of a damaged angle and mark S1.
• determine the cross sectional area of an inserted angle using the formula S2 = 1.1 S1.
• determine the thickness of the inserted angle sheet using the formula T2 = (1 to 1.3) t1.
EFFECTIVITY
020.20.00
ALL Page: 824
Nov 1/11
MAINTENANCE MANUAL
FIG. 809 INSERTED ANGLE
• select the rivet size proportionate to the t1 and t2 thickness
• maximum diameters for countersunk - head rivets are given in Table 801:
EFFECTIVITY
020.20.00
ALL Page: 825
Nov 1/11
MAINTENANCE MANUAL
Rivet diameter (mm) Min. sheet thickness s (mm)

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

= 250 MPa (25 kp/mm )
2
• rivet ultimate strength (Pn) values are given in Table 803 for different sheet thickness and
types of riveted joints
• determine the tensile strength of the damaged component. For duralumin components,
the tensile strength to be take as σ pt = 400 MPa approximately.
EFFECTIVITY
020.20.00
ALL Page: 826
Nov 1/11
MAINTENANCE MANUAL
Type Sheet Rivet diameter (mm)

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

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

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

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

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

- having a shear strength of τ pt
= 250 MPa (approx. 25 kp/mm )
2
Sheet - made of 424253.61 material
TABLE 802: ULTIMATE SHEAR STRENGTH OF RIVETED JOINTS
Forces shown in the Table are in Newton’s (N)
EFFECTIVITY
020.20.00
ALL Page: 827
Nov 1/11
MAINTENANCE MANUAL
• determine the number of rivets to be used on each side of the crack by means of the formula:
S1 ⋅ σ pt
i=
PN
(8) Load must be carried through the repairing element from one side of the repaired place directly
to the other side of the repaired place.
(9) The length of overlapping of the repaired spot must be sufficient so that the load is distributed
evenly to the intact part of the structure.
(10) If possible, the original rivet holes are to be used for riveted joints. If these rivets do not suffice
for transfer of force, additional rivet holes are to be drilled. Rivet diameters and type of riveting
are to be selected according to the rivets used in the vicinity of the spot to be repaired. Shear
strength of the rivets must be 250 MPa ( ∼ 25 kp/mm ) at least.
2
(11) Rivet pitch is to be selected in accordance with that used in the vicinity of the damaged spot.
Should the pitch vary, the smallest value is to be used. Minimum pitch values are given in
Table 803.
Button-head rivets Flush rivets

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

(12) Minimum margins from the edges of a sheet, the inserted strip or angle are shown in Table 804.
(13) Flush rivets with a 120° angle of countersinki ng are to be used for skins and other load-bearing
members while observing the maximum rivet diameter for a given sheet thickness as per Table 801.
If thinner sheets have to be riveted, use stamping instead of countersinking.
EFFECTIVITY
020.20.00
ALL Page: 828
Nov 1/11
MAINTENANCE MANUAL
Button-head rivets Flush rivets

Rivet diameter
C minimum C recommended C minimum C recommended
2.6 5 7 - 7
3 6 7 - 7
3.5 7 7 - 7
4 7 8 - 8
5 9 10 - 10
TABLE 804: MINIMUM MARGINS (mm)
(14) Parts of skins or patch must be well clamped by means of agraffes or temporary bolts with nuts
during riveting. Washers are to be inserted under the nuts to avoid damage of the surface treatment.
Holes which do not coincide must not be forced together. The hole is to be redrilled to a suitable
larger diameter, and a bigger rivet used. If, for any reason, it is not possible to enlarge the rivet
hole, it is permissible to use a strap plate made of D 16 ATV material long enough to enable at
least two rivets to be placed on each side of the wrong hole.
(15) Planishing of deformed airframe skins. In case of permanent deformation they lose their strength
and stability after they have been planished, even though no cracks appear. It is therefore
necessary to stiffen the repaired (planished) parts of highly stressed components in a suitable
way.
Slightly buckled skins are to be planished by means of a wooden mallet or hammer, with a block
of hard wood laid under the area being planished. If the deformation has larger extent, the damaged
part is to be cut out and replaced with a new one.
Distorted cracked sheets must be replaced with new ones. This can only be done in an approved
repair shop equipped with assembly pigs.
(16) Stopping of cracks in the skin and blinding of small holes - they can be stopped by drilling a hole
with the help of a drill of diameter 2.1 mm to 3 mm. After a certain period, however, the crack can
continue to propagate. In such a case a new hole is to be drilled. During scheduled
maintenance, check that the crack was stopped.
EFFECTIVITY
020.20.00
ALL Page: 829
Nov 1/11
MAINTENANCE MANUAL
In case the crack propagation continues or it is a major crack, or in case it is located near an important
structural member, the affected part is to be cut out. There must be a distance of at least 5 mm
between the end of the crack and the edge of the cut-out. A patch of the same material and the
same or greater thickness as the original skin is to be used for repair.
(17) Small holes drilled by mistake or drilled incorrectly are to be blinded by button-head rivets.
The following applies to holes drilled by mistake in important load bearing members:
• If the hole center is located at a distance of min. three diameters of the hole from the free
edge of a load bearing member (a flange or a spar), or from the centers of the nearest rivets,
the hole is to be blinded as instructed above.
• A reduction in cross section due to the hole is to be compensated by means of a strap piece
(refer to para. 7 above).
(18) Major skin damage is to be repaired by means of (anodized) patches. Refer to Chapter 053 of the
Maintenance Manual for patch design. Mark the damaged part and cut out the most suitable
geometric shape (a circle, square, or rectangle). Care must be taken to cut out sufficient part of
the skin with all cracks and adjacent corroded spots. Corners of the cut out openings must
have a radius of not less than 15 mm and edges filed down. The edge of the cut-out must be at
least 5 mm from the end of a crack.
A patch overlap depends on the area of the cut-out:
•
2
A patch of less than 50 cm is to be fastened with a single row of rivets. The patch must
overlap the cut out opening by a margin equal to 4 to 5 times the diameter of the rivets used
for attachment. (Refer to paras 7 through 13 for rivet and pitch).
•
2
A patch with the area of more than 50 cm is to be fastened with a double row of rivets,
and a minimum patch overlap must be equal to 8 times the diameter of the rivets used.
Refer to paras 7 through 13 for rivet size and pitch).
If a damaged area is situated near the spar flange, spar, rib or frame, the patch must be sized
so that it overlaps the adjacent structural members and can be riveted to them.
A patch must fit perfectly to the original structure to prevent a decrease in the ultimate strength
of riveted points, and their loosening due to varying load.
Therefore the patch is to be bent slightly around its border to that it fits on to the original skin
when riveted on.
(19) The following types of patches are used according to the part of the structure to be repaired:
(a) Surface patches. The most common type which can be used in all places where smooth
surface is not a concern, i.e. anywhere except on the wing, stabilizer and fin leading edges.
After a patch is cut to shape, rivet holes are to be marked and rough-drilled using a drill of
EFFECTIVITY
020.20.00
ALL Page: 830
Nov 1/11
MAINTENANCE MANUAL
the next bigger size than the rivets used. Locate the patch on the skin and drill four holes
through the holes in the corners of the patch using a drill size corresponding to the rivets to
be used. Attach the patch by means of temporary bolts (agraffes) and drill the remaining holes.
Use more agraffes as necessary for a large patch. Rivets in the corners are to be riveted first,
then the middle rivets between the corners and finally the remaining rivets.
(b) Flushed patches. They are used for repair of the wing, stabilizer and fin leading edges.
A damaged skin is to be cut out to receive a regular-shape opening with rounded corners.
Deburr the cut out opening and rivet a stiffening plate (frame) on the inner side of the skin.
Refer to the Maintenance Manual, chapter 53. The stiffening frame is to be riveted by means
of duralumin countersunk-head rivets having a shear strength of τ pt
= 250 MPa.
Flush patches are also to be used for repair of parts which are not accessible for riveting from
the inside.
The cut out opening in the skin is to be adapted so as to allow insertion of the stiffening frame.
It means that the diagonal of the opening must exceed the width of the stiffening frame.
After the stiffening frame has been riveted on the inner side of the skin, fit on a patch and rivet
it to the stiffening frame by means of special rivets, or other rivets accessible from one side.
It is also possible to use rivnuts located on the stiffening plate and attach the patch to the frame
by means of countersunk-head bolts.
(c) Surface patches over spars, frames, and ribs. Having cut out a damaged skin over a spar or
a frame, fill the resultant gap between a patch and the spar or frame with a strap plate of the
same thickness as the skin.
The strap plate is to be fastened to the spar or frame by means of 2.6 mm dia. countersunk
rivets speed at 60 mm to 100 mm so that the rivets are located between the original rivet
holes. The patch is to be attached at a few points and then rivet holes drilled from the inside.
The original rivet holes in the spars and frames are to be used for riveting.
(d) Flush patches over spars and frames.

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

out the stiffener end, push it under the border of a frame, rib, or spar, and rivet it to the skin.
EFFECTIVITY
020.20.00
ALL Page: 831
Nov 1/11
MAINTENANCE MANUAL
(21) The rivet length before clinching is to be equal to L (i.e. the thickness of all sheets to be riveted)
+ 1.5 times the rivet diameter.
Rivet pitch must not exceed 30 mm or the rivet pitch used in the parts adjacent to the repaired area.
(22) It is strictly forbidden to cut away rivet heads in order to replace the rivets.
13. Elimination of backlash in the controls and attachment fittings

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

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

Check gauge
Tools from the set of tools
E. Procedures
(1) Backlash detected in the controls may be due to:
• a bearing with excessive clearance
• a bush worn out above permissible tolerance
• a fitted bolt with ground surface worn out above permissible tolerance
(2) Backlash in the controls and attachment fittings is to be eliminated according to the instructions
given below.
(3) Replacement of a faulty bush in a component made of Al-alloy.
(a) Force out the faulty bush by means of a forcing device.
(b) Check the bush hole tolerance according to the Album of production, operation and repair
tolerances of the aircraft.
(c) Force in a new bush by means of the forcing device.
(d) Ream the hole in the new buck to a required diameter.
EFFECTIVITY
020.20.00
ALL Page: 832
Nov 1/11
MAINTENANCE MANUAL
(e) Repair the damaged surface finish as instructed in the technological procedure in
subsection 020.20.00.
(4) Replacement of a faulty bush in a component made of Mg-alloy.
(a) Force out the faulty bush by means of the forcing device.
(b) Ream the bush hole to the next higher diameter for abnormal bush - see the Album of
production, operation and repair tolerances of the L-410 UVP-E aircraft.
(c) The reamed surface is to be chemically oxide coated as instructed in the technological
procedure in subsection 020.20.00.
(d) Force in a new bush using the forcing device.
(e) Ream the hole in the new bush to a required diameter.
(f) Repair the damaged surface finish as instructed in the technological procedure in
subsection 020.20.00.
(5) Replacement of a fitted bolt
(a) Remove the bolt from its hole.
(b) Check for deviations of the fitted part of the bolt and the hole.
(c) Use either a new fitted bolt or an abnormal bolt as required depending on the deviations
found and ream the hole to a size required as per the Album of production, operation and
repair tolerances of the L-410 UVP-E aircraft.
(d) Fit and secure the fitted bolt.
(6) Repair of a faulty hinge
(a) Remove the wire from a piano hinge. If the wire is seized, remove the complete hinge.
(b) Fit a new wire or a new piano hinge. Grease the hinge with Molyka grease paste.
(7) Replacement of a headed bearing.
(a) Force out the faulty bearing by means of the forcing device - see Fig. 810.
(b) Check the bearing hole diameter for correct tolerance as per the Album of production,
operation and repair tolerances of the L-410 UVP-E aircraft.
(c) Force in a new bearing by means of the forcing device. Fix it by beading or center-punching
using a special device (see Fig. 811 - center - punching device).
(d) Mark the bearing as follows:
• after the first replacement apply a 10 mm wide strip of green color around the bearing
• after the second replacement apply a 10 mm wide strip of red around the bearing
EFFECTIVITY
020.20.00
ALL Page: 833
Nov 1/11
MAINTENANCE MANUAL
A bearing beaded on one side can be replaced twice, a bearing beaded on both sides can
be replaced four times (the first and third replacement from one side the second and fourth
replacement from the other side).
(8) Replacement of a pressed - in bearing by means of the forcing device or by means of a puller.
(a) Force out the pressed-in bearing by means of the forcing device or by means of a puller.
(b) Check the bearing hole diameter for correct tolerance as per the Album of production,
operation and repair tolerances of the L-410 UVP-E aircraft. If the tolerance is not correct,
replace the component with a new one.
(c) Wash and grease a new bearing and press it in by means of the forcing device.
(d) Secure the bearing in the same way as was used for the original one.
FIG. 810 FORCING DEVICE
EFFECTIVITY
020.20.00
ALL Page: 834
Nov 1/11
MAINTENANCE MANUAL
FIG. 811 CENTER - PUNCHING DEVICE
14. Repair of corroded magnesium-alloy components

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

Chromium trioxide
Magnesium sulfate
S 2300/0600 primer
U 2001/0100 primer
U 2025/1100 enamel
Aluminum powder
Thinner
U 6002 thinner
E. Procedures
(1) Inspect a component attacked by corrosion and mark the affected parts. Bear in mind that corrosion
can also exist under a coat of paint which will be shown by blistering of the coat.
(2) Remove corrosion products by means of a scraper until clean metal can be seen.
Transition between the surface being cleaned and the adjacent surface must be smooth.
EFFECTIVITY
020.20.00
ALL Page: 835
Nov 1/11
MAINTENANCE MANUAL
(3) Check the surface to be repaired using a magnifying glass, and measure either the depth to which
corrosion was to be removed, or the wall thickness at the area where corrosion was removed.
If the value shown in Chapter 27 is exceeded, the component is to be scrapped.
(4) Degrease the cleaned surface using technical grade petrol.

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

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

Mix thoroughly 5 weight parts of U 2001 primer with 1 weight part of 47000 hardener.
Then thin to a suitable viscosity (22 - 25 seconds for spray painting) using U 6002 thinner.
The prepared (hardened and thinned) paint cannot be used sooner than 30 minutes after
hardening.
(c) U 2052 polyurethane finishing enamel Mix 2 weight parts of U 2052 enamel with 1 weight
part of U 7000 hardener. Then add 5 % of A1 powder. Thin the mixed paints to a required
viscosity by means of U 6002 thinner. The prepared enamel cannot be used sooner than
30 minutes from hardening.
EFFECTIVITY
020.20.00
ALL Page: 836
Nov 1/11
MAINTENANCE MANUAL
INSPECTION
INSPECTION / CHECK
1. Inspection of covering unevenness and linkage of movable areas contours

A. Fixture, Test and Support Equipment Set of cylindrical pins dia 2, 3, 4, 5, 6, 7, 8 mm.
Steel rule L = 1500 mm
Gap gauge
Slide rule
E. Procedures
(1) Check the unevenness of wing covering and stabilizer and elevator surfaces with a rule 1500 mm
in length. Attach the rule in the same percentage profile depth along the spar. Wing allowed
unevenness are as follows:
• before the spar ............... ± 1.5 mm
• behind the spar ............... ± 2.0 mm
Allowed unevenness on flaps, ailerons, rudder and elevator surfaces are as follows:
before the spar ............... ± 1.25 mm
behind the spar ............... ± 1.5 mm
Permitted unevenness must fluently link with adjacent surface (incline min. 1 : 400).
(2) Check crossing of ailerons and elevating flaps on the trailing edges. Max. permissible crossing
± 3 mm (max. shears 6 mm).
The allowance between the wing and the aileron - 3 mm min.
(3) Check the linkage of aileron external contour to the wing contour. Max. allowed difference ± 2 mm.
(4) Inspect the linkage of external contour of rudder and elevator to the contour of pertaining fix surface.
Max. permissible difference is as follows:
• rudder ............... ± 3 mm
• elevator ............... ± 2 mm
(5) Check the linkage of elevating flaps contour to the wing contour (see Fig. 601).
EFFECTIVITY
020.30.00
ALL Page: 601
Nov 1/11
MAINTENANCE MANUAL
Permissible differences are specified in the following table:
Detail Mutual area of parts Upper contour Lower contour
+ 1 mm + 3 mm
A Wing - elevating flap slot
- 2 mm - 2 mm
+ 1.6 mm
B Slot of elevating flap - flap ± 2.6 mm
- 2.6 mm
+ 1.1 mm + 3.1 mm
C Wing - flap
- 3.1 mm - 2.1 mm
D Wing - interceptor ± 1.5 mm -
E Wing - ABC tab ± 1 mm
FIG. 601 INSPECTION OF LINKAGE OF WING ELEMENTS EXTERNAL CONTOURS
(6) Check the size of gaps between the slot and wing shroud and between the elevating flap and
slot shroud.
The gaps must be kept in the range according to Fig. 602 (A).
x = 4 ............ on the internal elevating flap
x = 4 - 11 ..... on the external elevating flap
EFFECTIVITY
020.30.00
ALL Page: 602
Nov 1/11
MAINTENANCE MANUAL
(7) Check the gaps on the wing upper side between the trailing edge of the wing shroud and slots
and between slots trailing and elevating flaps in retracted position.
The gaps must be kept in the range according to Fig. 602 (B).
x = 3 ............ on the internal elevating flap
x = 4 ............ on the external elevating flap
(8) Check the gaps on the wing upper side between the interceptor trailing and the slot and the gap
between the interceptor lower side and the bar of the wing shroud.
The gaps must be kept in the range according to Fig. 602 (C).
(9) Check the clearance between the wing trailing bar and oval head rivets of the slot leading edge.
Before sticking on the protection layer, it must be min. 0.6 mm. After sticking on the protection
layer the contact of rivets is allowed.
(10) The repair should be done at special reparatory works or at the producer.
FIG. 602 GAPS CHECK BETWEEN THE SLOTS, WING SHROUD AND ELEVATING FLAP
EFFECTIVITY
020.30.00
ALL Page: 603
Nov 1/11
MAINTENANCE MANUAL
2. Depth measuring of scratches, collapsed and corroded places with dial depth gauge G1-2
A. Fixture, Test and Support Equipment Indicator depth gauge GI-2 (TU 2-034-671-76)
B. Materials Cotton cloth

Petrol B-70 or NEFRAS or CSN 656541
Transformer oil GOST 982-80
C. Tools Steel rule 500 mm
E. Procedures
(1) Wash the lubricated instrument parts with clean petrol B-70 or NEFRAS and wipe with clean,
soft cloth.
(2) Remove the dirt from damaged surface.
(3) Check if the calipers are properly screwed-in both in the measuring bar and bush fastening in
instrument base.
(4) Check the instrument function. Shifting of the measuring bar in the bush and the indicator in both
directions must be continuous, without jumps, stops and knocks at the end of the movement.
(5) In case the bar or indicator does not move continuously it is allowed to flush the mechanism a
bit without indicator complete disassembly. Therefore it is necessary to remove the cover and
to dip the indicator mechanism into clean petrol B-70 or NEFRAS. Care must be paid to prevent
petrol penetration to the indicator dial. In case the dirt remains on the cog-wheel, remove it with
a brush wetted in petrol.
(6) For measurement of the depth of scratches, grooves and corroded places, a caliper with sharp
edge R = 0.03 is used, for the measurement of collapsed places a ball caliper is used.
(7) Personnel safety precautions
(a) If no special requirements are presumed for operator safety, who is using the depth GI-2,
beside general safety precaution when working with airborne technique.
(8) Measuring technical requires.
(a) Max. measurable depth of flutes, scratches, collapsed and corroded places on the skin pipes,
control bars an other elements = 2 mm.
(b) Maximum area of collapsed places, whose depth can be measured is 20 x 10 mm.
The length of a groove is not limited.
(c) Measurement outside may be carried out only if no atmospheric precipitation exist.
(d) Air temperature during measurement must be in the range from - 10 up to + 50°C, and relative
humidity of 80 % max.
EFFECTIVITY
020.30.00
ALL Page: 604
Nov 1/11
MAINTENANCE MANUAL
(e) The measurement at temperatures below - 10°C is allowed only in case that the movement
of the measuring bar in the bush and the indicator in both directions is continuous without any
troubles.
(f) Vibration of surfaces and elements during measurement of the depth of grooves, scratches,
collapsed and corroded places is not permitted.
(g) The measured place must be well illuminated.
(9) Check the zero position of GI-2
(10) Put the instrument directly on the surface of measured element on the groove (scratch, collapsed
or corroded place), whilst it is important to observe the damaged place and the instrument caliper
through the base cross-section.
(11) In case of need turn align the zero position with the indicator by means of turning the depth gauge
edge.
(12) Transfer instrument to the grooves (scratches, collapsed or corroded places) and read out the
depth. When transferring the instrument with needle caliper, it is necessary first of all to lift the
bar in order not to damage the checked surface.
(13) Operation according to para (9) ÷ (11) should be performed 3 times.
(14) To obtain the depth of a groove (scratch, collapsed place), calculate the root mean squares of
3 dimensions.
(15) After finishing measurement, lubricate the body and instrument GI-2 friction surfaces with
transformer oil GOST 982-80.
(16) After work completion store the depth gauge, base and calipers in the box.
EFFECTIVITY
020.30.00
ALL Page: 605
Nov 1/11
MAINTENANCE MANUAL
3. Check and adjustment of mass balance of control surface

A. Fixture, Test and Support Equipment Special balancing device, special attachment fittings
Elevator: 112-513-21779
Rudder: 112-510-20260
Aileron: 12-513-1198/1, 12-513-1198/2
E. Procedures
(1) When the control surfaces and trim tabs are repaired in a servicing plant, new mass balancing of
control surfaces is performed in accordance with technological procedures - spare parts storage -
- in section 020.50.00.
(2) When the control surfaces, trim tabs, and their paint are repaired, or the trim tabs and their controls
replaced in field conditions, the following must always be carried out:
a) check of mass balance of the control surfaces (in accordance with the following procedure)
b) adjustment of mass balance, if necessary (based on the results of the mass balance check).
Perform mass balance according to instruction mentioned in subsection 020.50.00 page 501
(3) When the mass balance is adjusted, a new Balance Record is to be made out in two copies.
This new Balance Record supercedes the preceding one (having a lower ordinal number).
One copy of the Balance Record is filed by the department carrying out the check and adjustment
of mass balance, the other copy is filed by the aircraft operator (like the Leveling and Rigging
Record). The operator must also file the preceding Balance Record showing reasons for their
cancellation as well as the numbers of the superseding Balance Records.
This file provides a chronological survey of interventions in the control surfaces.
NOTE: If the original (SIN 1) Balance Records is not included in the aircraft documentation,
the first Balance Record made out after a repair and subsequent adjustment of mass
balance is given the ordinal numbers. In this case it should be stated in the Note that
No. 1 Balance Record was not included in the aircraft documentation. (The Balance
Records are being included in the documentation starting from the year 1996).
(4) Balance Record forms for each particular control surface and for various aircraft Models (to be
reproduced) are stated in subsections 020.50.00 (page 501).
EFFECTIVITY
020.30.00
ALL Page: 606
Nov 1/11
MAINTENANCE MANUAL
(5) It is forbidden to coat the control surfaces and the trim tabs with another layer of paint.
If it is necessary to change the painting, the original paint layer must be removed before the new
paint coat is applied.
(6) The value of mass balance of a control surface (σ) is defined by the following formula:
X T (m)
σ (% C) = x 100
C (m)
where
X T (m) ........... perpendicular distance of C.G. of the control surface from its axis of rotation
( + behind the axis of rotation)
C (m) ............. geometric mean chord of the control surface behind its axis of rotation
(perpendicular to the axis of rotation)
FIG. 603
σ < 0 .............. The control surface is statically overbalanced (heavy on the leading edge)
σ = 0 .............. The control surface is statically balanced (the C.G. is it the axis of rotation)
σ > 0 .............. The control surface is statically underbalanced (heavy on the trailing edge)
(7) A general-purpose balancing device (Fig. 604) can be used to check and adjust the mass balance
of the control surfaces.
However, special attachment fittings are needed to fit the control surfaces (elevator, rudder, aileron)
in the balancing device.
EFFECTIVITY
020.30.00
ALL Page: 607
Nov 1/11
MAINTENANCE MANUAL
It is recommended to have the mass balance of the control surfaces checked and adjusted in a
special repair shop equipped with special devices.
Fig. 604 GENERAL – PURPOSE BALANCING DEVICED

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

Each half of the elevator must be mass balanced separately so that the center of gravity of the
balanced elevator lies within.
+ 4.3 < σe (% Ce) < + 4.7
which is with
Ce = 0.431 m : 18.5 < Xe (mm) < 20.3
EFFECTIVITY
020.30.00
ALL Page: 608
Nov 1/11
MAINTENANCE MANUAL
FIG. 605
(9) Check of elevator mass balance by calculation (without balancing device).
NOTE: This method can only be used if there is a Balance Record for the elevator showing its
condition before the repair. If such Balance Record (usually S/N 1) is not included in
the aircraft documentation, the mass balance of the elevator is to be checked and/or
adjusted in compliance with para (2) subpara (b).
This method is applicable for small repair (e.g. repair of elevator fabric covering by
patches) when additional mass ( GR) and perpendicular distance of its C.G. from the
elevator axis of rotation (XR) can be reliably determined by calculation and/or weighing.
Procedure:
(a) Before the repair, weight the complete elevator and compare the weight with the value of
Ge (bal) (kg) indicated in point 5 of the Balance Record for the elevator before the repair.
If the two values are not coincident, check and/or adjust the mass balance of the elevator
in compliance with para (2) subpara (b).
(b) If the two weights are coincident, read the value of mass balance σe (% Ce) indicated in
point 3 of the Balance Record for the elevator before the repair.
NOTE: This value is only applicable if the value indicated in point 4 of the Balance
Record is G1 = 0.
If the value indicated in point 4 of the Balance Record is
G1 ≠ 0, then
σe = + 4.5 (% Ce)
EFFECTIVITY
020.30.00
ALL Page: 609
Nov 1/11
MAINTENANCE MANUAL
(c) Determine the following values:
GR (kg) ..... increase + or decrease - of elevator weight ("additional mass")
XR (m) .......... perpendicular distance of additional mass C.G. ( GR) from the axis of rotation
(d) Calculate the new weight and the value of mass balance of the repaired elevator using the
following formulas:
Ge (R) (kg) = Ge (bal) + ∆GR ..... the resultant weight of one elevator half after the repair
(without adjustment of mass balance)
100
Ge (bal) . σ e + GR . X e .
Ce
σ e (R) [% C e (bal)] = ………the resultant value of mass
G e (R)
balance of one elevator half after the repair, without any change in the mass balance
NOTE: Ce = 0.431 m
If the condition + 4.3 σe(R) < (%e) + 4.7 is met, no change in the mass balance is to be
done. A new Balance Record is to be made out (marked with the next ordinal number) which
must indicate (in the "Notes") the description of the executed repair and the resulting changes
in the weight characteristics of the repaired elevator:
GR (kg), XR (m), Ge (R) (kg), and σe (R) (% Ce).
This new Balance Record will supersede the original and/or preceding Balance Record -
- see para (3).
If the above stated condition is not met, adjustment of the mass balance (which actually means
new mass balancing) is to be done in compliance with para (2) subpara (b) and a new Balance
Record made out to supersede the preceding one.
(10) Check of mass balance of repaired elevator by means of balancing device.

The check of mass balance is to be made.
(a) if it is not possible to determine the distribution of additional masses, their centers of gravity,
and arms relative to the elevator axis of rotation
(b) whenever the trim tab is replaced
(c) when a new paint coat is applied on the elevator, or when a major repair of the paint coat
is made
(d) when a new paint coat is applied on the elevator trim tab
EFFECTIVITY
020.30.00
ALL Page: 610
Nov 1/11
MAINTENANCE MANUAL
(11) Check and/or adjustment of rudder mass balance

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

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

This method can only be used if there is a Balance Record showing the aileron condition before
the repair. It is applicable if the aileron before the repair was hundred-per-cent statically balanced
(σa = 0), if the repair evidently results in a displacement of the center of gravity forward of the axis
of rotation, and if the increase in weight GR (kg) and the perpendicular distance of additional
mass C.G. XR (m) from the axis of rotation cannot be reliably determined.
EFFECTIVITY
020.30.00
ALL Page: 611
Nov 1/11
MAINTENANCE MANUAL
FIG 606
Then
Ga (R) (kg) = Ga + GR ..... resultant weight of the aileron after the repair
100 G R (kg) x X R (m)

σ a (R) (% C a ) = x ……... resultant value of aileron mass
C a (m) G a (R) (m)
balance after the repair (σa (R) < 0)
where Ca = 0.257 m
Since in this case σa (R) (% Ca) is always less than zero (σa (R) (% Ca) < 0 no adjustment of mass
balance is made. It is, however, necessary to make out a Balance Record indicating (in the "Notes")
the description of the repair and the resulting changes in the weight characteristics of the repaired
aileron:
GR (kg), XR (m), Ga (R) (kg), σa (R) (% Ca)
If the aileron of aircraft is statically overbalanced and if it is possible to determine reliably the
increase in weight GR (kg) and the perpendicular distance of additional mass C.G. XR (m)
from the axis of rotation (both forward of the axis of rotation - , and aft of the axis of rotation
+ , proceed as follows:
(a) Before the repair, weigh the complete aileron and compare its weight with the value of Ga (kg)
indicated in point 6 of the Balance Record of the aileron before the repair.
If the two values are not coincident, check and/or adjust the mass balance of the aileron in
compliance with Instruction for performing mass balance (para (2) subpara (a) mentioned
in subsection 020.30.00.
EFFECTIVITY
020.30.00
ALL Page: 612
Nov 1/11
MAINTENANCE MANUAL
(b) If the two weights are the same, read the value of static mass balance σa (% Ca) indicated
in point 7 of the Balance Record.
(c) Determine the values of GR (kg) and XR (m) by weighing, measurement or calculation.
(d) Calculate new weight characteristics of the repaired aileron.
using the following formulas:
Ga (R) (kg) = Ga + ∆GR .......... resultant weight of the aileron after the repair
(without adjustment of mass balance);
G a (kg) x σ a (% C a ) + 389 . 105 x ∆ G R (kg) x X R (m)

σ a (R) (% C a ) = ...resultant
G a (R) (kg)
value of static mass balance of the aileron after the repair, without any change in the mass
balance.
(e) If the condition σa (R) (% Ca) ≤ 0 is met, no adjustment of the mass balance is required. It is,
however, necessary to make a new Balance Record (marked with the next ordinal number)
which must indicate the description of the repair and the resulting changes in the weight
characteristics of the repaired aileron:
GR (kg), XR (m), Ga (R) (kg) and σa (R) (% Ca)
This new Balance Record will supersede the original and/or preceding Balance Record
(see para 1.3).
(f) If the above stated condition is not met, i.e. σa (R) (% Ca) > 0 an adjustment of mass balance
(which actually means new mass balancing) is to be done in compliance with para (2)-b,
subsection 020.50.00, and a new Balance Record made out to supersede the preceding
one, see para (3).
EFFECTIVITY
020.30.00
ALL Page: 613
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.30.00
ALL Page: 614
Nov 1/11
MAINTENANCE MANUAL
SPARE PARTS STORAGE
1. Spare parts storage

E. Procedures
(1) Spare parts of the sets 1:1 and special set specified in the Technical conditions for the aircraft
shall be stored under the following conditions:
(a) Parts, instruments and aggregates must be stored in their original package.
(b) Rubber and rubber parts must be stored separately from electric instruments, blocks and
aggregates.
(c) Storage rooms must have chemically inert atmosphere and max. relative humidity up to 70 %.
Storing equipment and storage must conform to storage system.
(d) Board and navigation instruments, blocks and similar aggregates must be stored in
air-conditioned storehouse in the temperature range from 10°C up to 30°C with daily
temperature deviation max. 4°C and relative humidit y up to 70 %.
(e) When the above specified condition is exceeded, it is necessary to check the preservation
of parts, instruments and aggregates and renew it, if needed.
EFFECTIVITY
020.40.00
ALL Page: 1001
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.40.00
ALL Page: 1002
Nov 1/11
MAINTENANCE MANUAL
INSTRUCTION
ADJUSTMENT / TEST
1. Direction for Mass Balancing of Control Surfaces (Manufacture’s direction

No. L 410 UVP-P 202)
E. Procedures
(1) The control surfaces (elevator, rudder, and ailerons) must be mass balanced to a prescribed
value in accordance with the airworthiness requirements, aeroelastic calculation and tests.
The value of mass balance of a control surfaces (σ) is defined by the following formula:
X T (m)
σ (%C) = X 100 where
C (m)
XT (m) .......... perpendicular distance of C.G. of the control surface from its axis of rotation
( + behind the axis of rotation)
C (m) ........... geometric mean chord of the control surface behind its axis of rotation
(perpendicular to the axis of rotation)
FIG. 501
EFFECTIVITY
020.50.00
ALL Page: 501
Nov 1/11
MAINTENANCE MANUAL
σ < 0 .......... the control surface is statically overbalanced
σ = 0 .......... the control surface is statically balanced
σ > 0 .......... the control surface is statically underbalanced
(2) Mass balancing must be made after the control surface has been completely finished (including
installation of electrical equipment, controls, etc.) and painted (including colored sings and markings).
(3) Mass balancing of the control surfaces must be carried out in a balancing device which enables
deflecting the control surfaces with minimum friction in the attachment fittings. The control surfaces
are to be suspended at two points, and the bearings must be clean and greased.
(4) The Balance Record provides evidence of mass balancing of each particular control surface, as well
as of its history on a particular aircraft. The Balance Record is developed during mass balancing
of a control surface and its installation on an aircraft.
(a) A separate Balance Record is made out in two copies for each particular control surface in
a language version according to customers option. One copy is archived in the Manufacturers
Certificates Department, the other one is delivered to the aircraft operator, as a part of the
technical documentation for the aircraft.
NOTE: Control surfaces manufactured as spare parts are stored unpainted and unbalanced.
Before being dispatched to a particular customer (when they have been painted
with the top coat including colored signs and markings) they are mass balanced
in accordance with this Direction, and both copies of the Balance Record are made
out. In this case, only Part A, and the name of the customer in Part B of the Balance
Record is filled in. One copy is passed to the file of the Manufacturers Certificates
Dept., while the other one is delivered to the customer together with the control
surface. Part C, and the remaining sections of Part B will be filled in by the Quality
Control of the operator when the control surface is installed on a particular aircraft.
(b) Part A of the Balance Record is filled in by the department having carried out the mass
balancing, and confirmed by the Quality Control Inspector of that department. Parts B and C
are filled in by the Quality Control Inspector of final assembly when a control surface is installed
on a particular aircraft. The Quality Control Inspector also arranges for and is responsible for
development of Balance Records in the appropriate language version for the customer.
Part D of the Balance Record (information concerning cancellation of its validity) is filled in
only by the aircraft operator when a new Balance Record (marked with the next higher ordinal
number) is developed after the mass balance of a control surface has been adjusted due to
a repair, or due to replacement of the original control surface by another one.
EFFECTIVITY
020.50.00
ALL Page: 502
Nov 1/11
MAINTENANCE MANUAL
NOTE: Therefore, part D of the Balance Records (in Czech) archived in the Manufacturers
Certificates Department is always blank.
(5) The operator is obliged to archive the Balance Records for all the control surfaces of this aircraft
in chronological order showing any intervention in the mass balance (after a repair of a control
surface, a repair of its paint coat, after replacement of any trim tab or after replacement of a control
surface with another one). This means that both the "valid" and the "cancelled" Records must be
archived. Chronology is indicated by ordinal numbers of Balance Records for each particular control
surface on a particular aircraft. The Balance Records delivered by the manufacturer together with
each aircraft are marked with serial number 1.
When a control surface is repaired, or its paint coat is repaired, or any trim tab is replaced, the
authorized department must carry out a repeated mass balancing of the control surface, and make
out a new Balance Record (Part A).
When this control surface is reinstalled on the original aircraft (or installed on another aircraft),
the operator (or the Quality Control Inspector of final assembly) will fill in Parts B and C of this
Balance Record, and mark the Record with the next higher ordinal number compared to that of
the preceding Balance Record (for the control surface installed on that aircraft before).
If a new (spare) control surface is installed on the aircraft, the operator (or the Quality Control
Inspector of final assembly) will fill in Parts B and C of the Balance Record delivered with the
replacement control surface. Part A of the Record is already filled in by the aircraft manufacturer.
The Balance Record is marked with the next higher number following that of the preceding Record
(for the original control surface).
Validity of the preceding Balance Record must be cancelled by the operator who will fill in Part D
showing the date, the reason for cancellation (repair or replacement of a control surface), and the
ordinal number of the Balance Record superseding it.
NOTE: a) The operator is responsible for obtaining new forms of the Balance Records
by copying the samples provided in this Direction.
b) If an aircraft (e.g. a prototype intended for testing) is operated by Aircraft
Industries, an authorized department (usually Aircraft Prototype Production
Dept.) is considered as the aircraft operator.
(6) Any repeated paint coating of the control surfaces is forbidden. If it is necessary, for any reason,
to change the painting, the original paint layer must be removed before the new paint coat is applied.
(7) Should a condition occur when using this Direction which cannot be resolved while observing the
instructions herein, it is necessary to discuss any deviation with Aircraft Industries Stress Analysis
Department.
(8) During check flights and before the aircraft is put into service, all the requirements of this Direction
must be met.
EFFECTIVITY
020.50.00
ALL Page: 503
Nov 1/11
MAINTENANCE MANUAL
(9) Mass balancing of elevator of the

L 410 UVP (Dwg. No. B 033 500 L, P), L 410 UVP-E (Dwg. No. B 533 200 L, P), and L-420 aircraft
(Dwg. No. B 533 270 L, P)
(10) All the principles given in para (1) to (8) of this Direction must be observed.
(11) Each half of the elevator must be mass balanced so that the value of the mass balance ranges
between 4.38 % and 4.7 % GMC (Ce) behind the axis of rotation (toward the trailing edge):
4.3 < σe (% Ce) < 4.7
(12) Each half of the elevator is mass balanced separately.
(13) Conditions for mass balancing:
(a) The elevator trim tab must be locked in the neutral position by means of the adhesive tape.
(b) Balancing weight (GB) is to be suspended in the hole of the tubular rivet fastening the outboard
mass balance.
CAUTION: THE WEIGHT OF GB INCLUDES THE WEIGHT OF THE DISH FOR LEAD SHOT.
(14) Geometric characteristics
(a) Geometric mean chord of the elevator behind its axis of rotation Ce = 0.431 m, measured
perpendicular to the axis of rotation.
(b) Required position of elevator center of gravity (when underbalanced to σe = + 4.5 % Ge):
4.5
XT (e) = x Ce = 0.0194 m
100
EFFECTIVITY
020.50.00
ALL Page: 504
Nov 1/11
MAINTENANCE MANUAL
(15) Basic procedure for mass balancing
(a) Weigh each half of the elevator separately and determine Ge
(b) Balance the elevator by means of the balancing device to σe = 0 %, using balancing weight GB
see para (13) subpara (b)
NOTE: • For exact balancing use lead shot as balancing weight.

• Balancing to the value σe = 0 means setting the elevator in the balancing device
to horizontal balanced position (using balancing weight GB) in which the elevator
stays without action of external forces.
(c) Calculate the value of mass balance σe by means of formula No. 3 given in the Balance Record
No. 1 and No. 2
(d) If the value of σe is within 4.3 % and 4.7 % Ce, no change in mass balance is required, and
a value of G1 = 0 kg is to be entered in the Balance Record (item No. 5).
(e) Should the center of gravity position be outside the permissible range, it is necessary to change
the weight of the inboard mass balance (B 033 562 N) by the value of G1 (calculated by
means of formula No. 5 given in the Balance Record No. 1, 2) in order to mass balance the
elevator σe = 4.5 % Ce (behind the axis of rotation)
• If the value of G1 is negative (corresponding to σe < 4.5 % Ce), the weight of the inboard
mass balance is to be reduced by this value by drilling out (or milling out) the appropriate
amount of material as shown in the Figure on page 1222 (table No. 1).
• If the value of G1 is positive (corresponding to σe > 4.5 % Ce) the weight of the inboard
mass balance is to be increased by this value by drilling holes as shown in table No. 3
and then filling the holes with lead rollers of 15.5 mm in diameter and not more than 20 mm
in length in order to receive the prescribed value. Clinch the rollers (B 270 129 N) when
inserted in the holes to secure in them in position.
(16) Mass balancing of rudder of the L 410 UVP (DWG. No. B 031 500 N), L 410 UVP-E (DWG. No.
B 531 200 N) and L-420 (Dwg. No. B 531 239 N) aircraft
(a) All the principles given in para (1) to (8) of this Direction must be observed.
NOTE: Triangular fastening members of middle hinges do not belong to the rudder and
therefore, the rudder must be weighed and balanced without these members.
(b) The rudder must be mass balanced to σr = 0 %, it means that its center of gravity is located
on the axis of rotation.
(c) The rudder trim tab must be set to the neutral position.
EFFECTIVITY
020.50.00
ALL Page: 505
Nov 1/11
MAINTENANCE MANUAL
(d) If the rudder is heavy on the trailing edge, it is to be balanced by increasing GMU (i.e. upper
additional mass) in the upper mass balance. The value of the additional mass is to be determined
according to the upper balance weight (GBU) suspended in the auxiliary hole in rib No. 17 to
balance the rudder to σr = 0 %. Note of para (13) subpara (b) is to be kept in mind.
EFFECTIVITY
020.50.00
ALL Page: 506
Nov 1/11
MAINTENANCE MANUAL
(e) If the rudder is heavy on the leading edge, it is to be balanced by drilling off the excess weight
GML from the lower mass balance (GML).
The value of the weight to be drilled off is determined according to the lower balance weight
(GBL) suspended in the auxiliary hole rib. No. 11. Note on para (13) subpara (b) is to be kept
in mind.
EFFECTIVITY
020.50.00
ALL Page: 507
Nov 1/11
MAINTENANCE MANUAL
(17) Geometric mean chord of the rudder behind its axis of rotation, Cr = 0.590 m, measured
perpendicular to the axis of rotation.
(18) Weight the rudder, Cr (o) (kg)
Fit the rudder in the balancing device and determine whether it is heavy on the trailing edge
(σr > 0 %) statically balanced (σr = 0 %) heavy on the leading edge (σr < 0 %).
If the rudder is not statically balanced, proceed as follows:
(a) Rudder is heavy on the trailing edge
• Determine the value of the upper balance weight (GBU) required to set the rudder into
equilibrium (Cr = 0 %) in accordance with para 16 subpara (d)
• Read the necessary upper additional mass GMU (kg) for the GBU (kg) in Chart No. D.1.
If the GBU exceeds 0.5 kg, further procedure must be consulted with Aircraft Industries
Structural Design Dept.
• Remove the upper mass balance and increase its weight by the value of GBU found
in the Chart, by screwing 2 mm thick lead plates (weights) (Dwg. No. B 031 551 N) in
predetermined locations (M5 threaded holes). First fit the weights (6 pcs at the most)
in the bottom location A, and then successively to the locations B, C and D (see the
Chart D.1). The number of weights in each location must not exceed 6 pcs. Secure
the screws according to the drawing
• Reinstall the upper mass balance
(b) Rudder is heavy on the leading edge
• Determine the value of the lower balance weight (GBL) required to set the rudder into
equilibrium (σr = 0 % in accordance with para (16) subpara (d)
• In Chart No. D.2 read the depth H (mm) of four holes to be drilled in the lower mass
balance, according to the value of GBL (kg) and the diameter of drill selected (d = 20,
23.5, 25 mm)
EFFECTIVITY
020.50.00
ALL Page: 508
Nov 1/11
MAINTENANCE MANUAL
Lower mass balance:
Remove the lower mass balance and drill four holes of a selected diameter to the depth found in the Chart at
Premark locations.
NOTE: If H max exceeds 25 mm, further procedure must be consulted with Aircraft
Industries, a.s. Structural Design Dept.
• Determine the value of GML (kg) to be removed from the RH vertical scale in the Chart
No. D.2.
NOTE: For all drill diameters, this value is to be read from the curve for d = 23.5 mm.
• Reinstall the lower mass balance
• Check for proper mass balancing and fill in the Balance Record.
(19) Mass balancing of aileron of the

L 410 UVP (Dwg. No. B 025 601 L, P), L 410 UVP-E (Dwg. No. B 025 601 L, P), and L-420 aircraft
(Dwg. No. B 524 910 L, B 025 601 P).
All the principles given in para (1) to (8) this Direction must be complied with.
(a) Each aileron is provided with
• inboard mass balance (between ribs No. 21b and 22)
• outboard mass balance (between ribs No. 30b and 31a).
EFFECTIVITY
020.50.00
ALL Page: 509
Nov 1/11
MAINTENANCE MANUAL
(b) Static mass balance is characterized by the value of σa indicating the aileron C.G. position
XT (a) in per cent of geometric mean chord (Ca) of the aileron area behind the axis of rotation:
XT ( a )
σa (% Ca) = x 100 where
a
Ca = 0.257 m ..... geometric mean chord of the aileron area behind its axis of rotation
XT (a) (m) ............ position of aileron center of gravity with regard to its axis of rotation
(c) The trim tab on the left aileron must be set to neutral position.
(d) Requirements for aileron mass balance
• Each aileron must be mass balanced so as to ensure dynamic overbalance for the 1st
antisymmetrical wing bending mode of vibration, for a value of - 2 (% Ca) while it must
be statically balanced (σa = 0 % Ca) or overbalanced (inc. heavy on the leading edge:
σa < 0 % Ca).
• Dynamic overbalance is provided by means of "basic" balancing mass of GB2 = 0.325 kg

(lead rolls + duralumin spacing tube) which is always put in the outboard mass balance
bushing).
EFFECTIVITY
020.50.00
ALL Page: 510
Nov 1/11
MAINTENANCE MANUAL
• The required static mass balance is to be obtained by adding balancing mass (lead rollers)
first in the inboard mass balance bushing (GB1 (kg)) and after this bushing has been filled,
adding balancing mass GB2 (kg) in the outboard mass balance bushing (in which the
balancing mass of GB2 = 0.325 kg had already been put).
(e) Basic procedure for mass balancing
• Put the "basic" balancing mass of GB2 = 0.325 kg (lead rollers + duralumin spacing table)
in the outboard mass balance bushing of the complete aileron, and screw in the plug of
the bushing. The inboard mass balance bushing is to remain empty, but its plug is to be
plugged in.
• Weigh such completed aileron and enter the weight Ga (0) (kg) in the Balance Records
No. 4 and No. 5.
• Suspend the aileron in the balancing device and determine whether it is
• heavy on the trailing edge
• statically balanced
• heavy on the leading edge
Proceed according to the corresponding procedure as follows:
(f) Aileron is heavy on the trailing edge. Statically balance the aileron to the axis of rotation,
i.c. σa = 0 % Ca. First add lead rollers to the inboard mass balance as follows:
• Suspend a dish compensating for the weight of the plug and the lock screw in the inboard
mass balance bushing
• Add balance weights to the dish to determine the balancing mass required to set the aileron
into equilibrium
• If this balancing mass (lead rollers) can be put completely in the inboard mass balance
bushing, no other balancing mass is required for mass balancing. The following values
are to be entered in the Balance Records No. 4 and No. 5 : GB1 (kg) GB2 = 0 kg,
GM = 0 kg, Ga (kg) = Ga (o) + GB1, and σa = (% Ca)
If the required balancing mass cannot be put completely in the inboard mass balance bushing,
proceed as follows:
• Put as much balancing mass GB1 (kg) as possible in the inboard mass balance bushing.
• Fix the lead rollers by means of a rubber insert, screw in the plug and lock it.
• The remaining balancing mass required to balance the aileron is outboard mass balance.
Proceed in the same way as indicated above for the inboard mass balance.
• The required balancing mass, GB2 (kg), is added to the "basic" balancing mass of
GB2 = 0.325 kg providing for dynamic overbalance to – 2 % Ca.
EFFECTIVITY
020.50.00
ALL Page: 511
Nov 1/11
MAINTENANCE MANUAL
• Fix the balancing mass in the center mass balance bushing screw in the plug and lock it.
• Enter the following values in the Balance Records No. 4 and 5:

GB1 (kg), GB2 (kg), GM = 0 (kg), Ga (kg) = Ga (O) + GB1 + GB2, σa = 0 (% Ca)
• Check for static balance of the aileron in the balancing device:
(g) Aileron is heavy on the leading edge
• The aileron center of gravity is forward of its axis of rotation (XT < 0 m) which means that
the aileron is statically overbalanced (σa < % Ca) and therefore no balancing mass is to
be added.
• Determine the value of static overbalance σa (% Ca) as follows:
• Suspend the aileron in the balancing device.
• Insert a pin in the middle attachment fitting (on rib. No. 24), attach a string to the pin,
route the string over the trailing edge, and suspend a dish on its end.
EFFECTIVITY
020.50.00
ALL Page: 512
Nov 1/11
MAINTENANCE MANUAL
By means of weights put on the dish, determine the "additional" mass GM (kg) required for putting the
aileron into balanced state. Enter the value of GM in the Balance Records No. 4 and 5
• Calculate the value of static overbalance σa using the following formula:
100 x XM x GM G (kg)
σa (% Ca) = - = - 106,81 x M
C a x Ga Ga (kg)
• Enter the following values in the Balance Record.
GB1 = 0 kg, GB2 = 0 kg, GM > 0 kg, Ga (kg) = Ga (0), σa < 0 (% Ca)
(20) Enclosures
(a) Chart of determine the necessary upper additional mass Chart No. D.1
(b) Chart of determine the excess of lower mass balance Chart No. D.2
(c) Adjustment of elevator inboard mass balance Table No. 1
(d) Balance Records for elevator Balance Record No. 1, 2
(e) Balance Record for rudder Bal. Rec. No. 3
(f) Balance Records for LH aileron Bal. Rec. No. 4, 5
EFFECTIVITY
020.50.00
ALL Page: 513
Nov 1/11
MAINTENANCE MANUAL
Chart No. D.1
L 410 UVP, L 410 UVP-E, and L-420 rudder.

This chart is used to determine the necessary "upper additional mass" GMU (kg) and it applies to the
L 410 UVP aircraft from the 4th series. For the L 410 UVP aircraft up to the 3rd series, determine
GMU directly by adding balancing weights in the upper mass balance locations.
EFFECTIVITY
020.50.00
ALL Page: 514
Nov 1/11
MAINTENANCE MANUAL
Chart No. D.2

L 410 UVP, L 410 UVP-E, and L-420 rudder.
This chart is used to determine the "excess of lower mass balance" GML (kg) and it applies to the
L 410 UVP aircrafts from the 4th series. For the L 410 UVP aircrafts up to the 3rd series, determine
GML by adding balancing weights behind the axis of rotation, at the distance equal to the distance of
the holes drilled in the lower mass balance in front of the axis of rotation.
EFFECTIVITY
020.50.00
ALL Page: 515
Nov 1/11
MAINTENANCE MANUAL
Table No. 1
Adjustment of elevator inboard mass balance (applies to L 410 UVP, L 410 UVP-E, and L-420 aircrafts)
1 Inboard mass balance before the adjustment
2 Adjustment of mass balance if the weight is to

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

0.031 kg reduction in weight.
NOTE: No more than 10 holes can be drilled.
3 Adjustment of mass balance if the weight is to
be increased
Fill the holes of 15.5 mm in dia. with 15.5 mm dia. lead rollers
(B 270 329 N). Clinch the roller in the hole to secure it in position.
The weight of a 20 mm long roller is 0.045 kg. Hence the total
increase in weight with be 0.014 kg per hole. No more than
10 rollers can be used.
EFFECTIVITY
020.50.00
ALL Page: 516
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.50.00
ALL Page: 517
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.50.00
ALL Page: 518
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.50.00
ALL Page: 519
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.50.00
ALL Page: 520
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.50.00
ALL Page: 521
Nov 1/11
MAINTENANCE MANUAL
2. Instruction for alternative Mass Balancing of the Aileron suspended on the wing
(in OPERATING CONDITION)
E. Procedures
(1) General
(a) Mass balancing on prescribed value must be accomplished after the ailerons suspended
on the wing have been assembled completely (including installation of electrical
equipment, controls, etc.) and painted (including coloured signs and markings).
(b) During the mass balancing of the aileron suspended on the wing the aircraft must be
located in closed hangar and positioned in horizontal position (levelled) on hydraulic lifting
jacks.
(c) Mass balancing of the aileron should be carried on the wing which enables deflecting the
aileron with minimum friction in hinges. The aileron (disconnected off the control rod) must
be therefore suspended on two hinges (onto wing ribs No. 21K and No. 27K). The
suspension bearings must be at mass balancing free of dust collectors, cleaned and
greased.
End suspension of the aileron on the rib No. 31a must be removed. Aileron tie rod must be
inserted into the wing as much as possible and tilted as much as possible towards the side
of aerodynamic cover to not hamper to free deflection of the aileron. Fix the tie rod in this
position by some kind of soft material (e.g. rag, foam rubber).
(d) The aileron suspended on the wing can be considered as statically balanced, if the aileron
end rib is in side alignment with the end rib No. 31a on the wing.
(2) Balance Record

The Balance Record serves as evidence of mass balancing of each particular aileron, as well
as of its history on a particular aircraft. The Balance Record is developed during mass
balancing of the aileron and its installation on the aircraft.
(a) Part A of the Balance Record is filled in by the person who carried out mass balancing and
then confirmed by the Quality Control Inspector. Parts B and C should be filled in by the
Quality Control Inspector when the aileron has been installed on a particular aircraft.
Part D of the Balance Record (information concerning its validity) should be filled in only
after the new Balance Record (marked with the next higher ordinal number) is elaborated
EFFECTIVITY
020.50.00
ALL Page: 522
Nov 1/11
MAINTENANCE MANUAL
after new mass balance of the aileron has been performed (because of an aileron repair,
repair of the finishing coat, after replacement of the trim tab, after replacement of the
aileron with another one etc.)
(3) The operator of the particular aircraft is obliged to archive the Balance Records for all the
ailerons being ever installed on this aircraft in chronological order, showing every intervention
in the mass balance (see item 2-a). This means that both the “valid” and the “cancelled”
Records should be archived.
The chronology is indicated by the ordinal number of Balance Records for each particular
aileron on the particular aircraft. (The Balance Records delivered by the manufacturer together
with each new aircraft are marked with ordinal No. 1).
After any intervention in the mass balance (see item 2-a) mass balancing of the aileron must be
accomplished again and then the new Balance Record should be elaborated (Part A).
When the aileron is installed back on the original aircraft (or on another aircraft), the parts B
and C of the Balance Record should be filled in. The Record must be marked with the next
higher ordinal number compared to the ordinal number of the Balance Record of the aileron,
which has been installed on that aircraft before it.
In case that the new (spare) aileron is suspended on the aircraft, fill in Parts B and C of the
Balance Record delivered with the substituted aileron. Part A of the Record should be filled in
by the new (spare) aileron supplier.
The Balance Record is marked with the next higher ordinal number compared to the Balance
Record of the aileron, which has been suspended on that aircraft before it.
The validity of the precedent Balance Record should be cancelled (in Part D of the Balance
Record), showing the date, the reason for cancellation (see item 2-a), and the ordinal number
of the Balance Record replacing it.
NOTE: Balance Record forms are available in Appendixes of this Instruction, see Balance
Record forms No. 4 and No. 5 enclosed.
(4) Any repeated finishing paint of the aileron is forbidden. If it is necessary for any reason to
change the original painting, the original paint layer must be removed before the new finishing
paint is applied.
(5) Should during usage of this Instruction the condition occur which cannot be re-solved while
observing the instruction herein, it is necessary to consult any deviation with the manufacturer -
AI, a.s. Kunovice.
(6) During the flights and before the putting the aircraft into the service, all the requirements of this
Instruction must be met.
EFFECTIVITY
020.50.00
ALL Page: 523
Nov 1/11
MAINTENANCE MANUAL
(7) Below described mass balancing procedure is applicable to the ailerons of following aircraft
models:
L410UVP-E, -E9, -E20 - Dwg. No. B 025 601 L, R
(8) All conditions given in section No. (1) of this Instruction must be complied with.
(9) Each aileron is provided with two different balancing positions:
• inboard mass balance / between the ribs 21b - 22 /
• outboard mass balance / between the ribs 30b - 31a /
(10) “Static” mass balance is characterised by the value of σA , indicating the aileron centre of
gravity position [XT(A)] in per cent of geometric mean chord (CA ) of the aileron behind the axis
of rotation:
X T ( A)
σ A [%C A ] = × 100
CA
where:
CA = 0,257 m ……the aileron geometric mean chord percentage behind the axis of
rotation
XT (A) [m] ………..aileron centre of gravity position regarding to the axis of rotation
EFFECTIVITY
020.50.00
ALL Page: 524
Nov 1/11
MAINTENANCE MANUAL
(11) The trim tab on the left aileron must be set in the neutral position
(12) Requirements for aileron mass balance
(a) Each aileron must be mass balanced so that to ensure dynamic overbalance 1.AO K (i.e.
[%CA]
st
the 1 anti-symmetrical wing bending mode of vibration), over the value of -2
while it must be statically balanced “to the axis” / σA = 0 % CA / or “overbalanced” ( i.e.
heavy on the leading edge:
/ σA < 0 % CA /
(b) Dynamic overbalance is provided by means of “basic” balancing mass of GB2 = 0.325.kg
(lead rollers + duralumin spacing tube) which is always put into the outboard mass balance
bushing).
(c) Realize the required static mass balance by means of adding balancing mass (lead rollers)
at first into the inboard mass balance bushing (GB1 /kg/) and after that when bushing has
been filled, by adding balancing mass ∆GB2 /kg/ in the outboard mass balance bushing (in
which the balancing mass of GB2 = 0.325 kg had been already put).
(13) Basic procedure for mass balancing
(A) Put the “basic” balancing mass of GB2 = 0.325 kg (lead rollers + duralumin spacing tube) in
the outboard mass balance bushing of the complete aileron, and screw in the plug of the
bushing. Leave the inboard mass balance bushing empty, but screw in its plug.
(B) Weigh such completely assembled aileron and enter the weigh GA (0) /kg/ in the Balance
Records No. 4 and No. 5.
(C) Suspend the aileron on the wings (on hinges on the ribs No. 21K and No. 27K) according
to the side alignment of the aileron’s end rib with end rib No. 31a on the wing and define
balance condition:
• “heavy on the trailing edge”
• “statically balanced"
• “heavy on the leading edge”
(C1) Aileron is “heavy on the trailing edge”

Statically balance the aileron to the axis of rotation, i.e.
σA = 0% CA.
a) At first realize balancing by means of inside balancing as follows:
• Suspend a dish compensating with its weight the weight of the plug and
locking screw in the inboard mass balance bushing.
EFFECTIVITY
020.50.00
ALL Page: 525
Nov 1/11
MAINTENANCE MANUAL
• By means of balance weights put into the dish determine the balancing
mass necessary for balancing of the aileron into balance position.
• If this balancing mass (lead rollers) can be put completely in the inboard
mass balance bushing, no other balancing mass is required for mass
balancing.
The following values must be entered in the Balance Records No. 4
and/or No. 5:
GB1 (kg), ∆GB2 = 0 kg,
GM = 0 kg, GA [kg] = GA (0) + GB (1), and σA = (%CA).
(b) If the required balancing mass can not be put completely into the inboard
mass balance bushing, proceed as follows:
• Put as much balancing mass GB1 (kg) as possible into the inboard mass
balance bushing.
• Fix the lead rollers by means of a rubber insert, screw in the plug and
lock it.
• Realize the remaining balancing mass ”to the axis” on outboard mass
balance. Proceed in the same way as indicated above for the inboard
mass balance.
The required balancing mass, ∆GB2 (kg), is added to the “basic”
outboard balancing mass of GB2 = 0.325 kg providing dynamic
overbalance to -2% CA .
• Fix the balancing mass in the centre mass balance bushing, screw in the
plug and lock it.
• The following values must be entered in the Balance Records No. 4
and/or No. 5: GB1 (kg), ∆GB2 = 0 kg,
GM = 0 kg, GA [kg] = GA (0) + GB (1) , and σA = (%CA).
Check the static balance “to the axis” of rotation at re-suspension of the
aileron on the wing (in hinges on ribs No. 21K and 27K).
(C2) Aileron is heavy on “the leading edge”
The aileron centre of gravity is forward of its axis of rotation
/ XT < 0 m/, that means the aileron is statically overbalanced
/ σA < 0 % CK / and therefore no balancing mass must be added.
Determine the value of static overbalance σA (% CA) as follows:
(a) Suspend the aileron on the wing (onto suspensions on ribs No. 21A and 27A).
(b) Attach the hook connected to string directly to the skin edge in the suspension
cut-out, lead the string along the trailing edge, then suspend e.g. dish on its end.
EFFECTIVITY
020.50.00
ALL Page: 526
Nov 1/11
MAINTENANCE MANUAL
(c) By means of the weight put on the dish determine the “additional” mass GM [kg]
needed to set the LH aileron (heavy on the leading edge) into equilibrium state.
Record the value of GM in the Balance Records No. 4 and/or No. 5.
(d) Calculate the value of static overbalance σA by means of the following formula:
100 × X M × G M G (kg )
σ A [%C A ] = − = −106,81 × M
CA × GA G A (kg )
(e) Enter the following values in the Balance Record:
GB1 = 0 kg, ∆GB2 = 0 kg, GM > 0 kg,

GA (kg) = GA(0), σA < 0 (% CA)
EFFECTIVITY
020.50.00
ALL Page: 527
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.50.00
ALL Page: 528
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.50.00
ALL Page: 529
Nov 1/11
MAINTENANCE MANUAL
EFFECTIVITY
020.50.00
ALL Page: 530
Nov 1/11

Chapter 020

Uploaded by

Copyright:

Available Formats

Chapter 020

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Chapter 020

Uploaded by

Copyright:

Available Formats

What is the document about?

What is the document about?

What information is contained in the List of Effective Pages?

What information is contained in the List of Effective Pages?

CHAPTER

Chapter, Page Date Chapter, Page Date

Title page - - 020.01.05 1 Nov 1/11

EFFECTIVITY 020-LIST OF EFFECTIVE PAGES

Chapter, Page Date Chapter, Page Date

020.10.00 811 Nov 1/11 020.20.00 829 Nov 1/11

EFFECTIVITY 020-LIST OF EFFECTIVE PAGES

Chapter, Page Date

020.50.00 511 Nov 1/11

EFFECTIVITY 020-LIST OF EFFECTIVE PAGES

INTENTIONALLY LEFT BLANK

EFFECTIVITY 020-LIST OF EFFECTIVE PAGES

Chapter, Numbers of Pages

MM is reissued on Nov 1/11. This contains revisions from No. 1 to No. 4

EFFECTIVITY: 020-RECORD OF REVISIONS

Chapter, Numbers of Pages

EFFECTIVITY: 020-RECORD OF REVISIONS

Chapter, Numbers of Pages

EFFECTIVITY: 020-RECORD OF REVISIONS

Chapter, Numbers of Pages

EFFECTIVITY: 020-RECORD OF REVISIONS

Chapter, Numbers of Pages

EFFECTIVITY: 020-RECORD OF TEM. REVISIONS

Chapter, Numbers of Pages

EFFECTIVITY: 020-RECORD OF TEM. REVISIONS

Subject Chapter, Page Effectivity

Subject Chapter, Page Effectivity

GENERAL INSTRUCTIONS FOR THE INSTALLATION OF CABLING AND

7. LUKOPREN N 1522 or GE RTV 425 - treatment, storage:

CAUTION: AIR BUBBLES WILL ARISE DURING INTENSIVE MIXING!

ASSEMBLY OF HARNESS AND COAXIAL CONDUCTORS

1. All materials used for harness repair must conform to:

CAUTION: BINDING OF ASSEMBLY CONDUCTORS WITH DAMAGED SHIELDING OR DAMAGED

16. Shielding on contactors has to be ended with thread wrapping

17. Coaxial cables installation:

B. Production of coaxial cables has to be carried out in the following sequence:

ASSEMBLY OF ELECTRIC PANELS AND RACKS

HARNESS STORAGE AND SHIPMENT

INTENTIONALLY LEFT BLANK

INSTALLATION OF INSTRUMENTS AND UNITS AND

• high-frequency coaxial cables - 5 diameters unless otherwise specified

CAUTION: TO PULL THE CABLE IS PROHIBITED!

2. Installation of instruments and units

INTENTIONALLY LEFT BLANK

MAINTENANCE MATERIALS PREPARATION

1. Screw and fitted bolt lubrication

C. Tools Not applicable

• screw shanks (screws securing covers) before assembly

INTENTIONALLY LEFT BLANK

MAINTENANCE MATERIALS PREPARATION

1. Preparation of three-components putty U-30 M (for application with a spatula)

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

C. Tools Ceramic or Dural dish

Mix until the homogenous material is obtained.

WARNING: PUTTY PREPARATION MUST BE CARRIED OUT IN WELL VENTILATED